Mental Fitness: The Preflight You Can’t Skip

You wouldn’t take off without checking your fuel, your oil, or your weather briefing. So why would you fly without checking in on the one thing that drives every decision in the cockpit—your mind?

Mental fitness is just as critical as physical health or aircraft airworthiness.

Fatigue, distraction, stress, complacency, even overconfidence—these aren’t just bad habits. They’re risk factors.

We’re taught the IMSAFE checklist early in training: Illness, Medication, Stress, Alcohol, Fatigue, Emotion. But let’s be honest—how often do we actually pause and run through it before we fly?

Recently, I heard a great analogy: red lights and green lights. When things are smooth—well-rested, focused, clear-headed—that’s green. But poor sleep? A fight with your spouse? A nagging distraction. That’s a red light.

One red light might be manageable. But start stacking them—fatigue, stress, distractions—and pretty soon you’re flying into a situation you’re not mentally ready for. Enough red lights, or even one major one, should stop you from flying that day.

We like to think that because we’re pilots we can tough it out. Shake it off. Power through. But the pros don’t think that way. In the Air Force, this kind of mental check-in wasn’t optional. It was a mandatory conversation between pilots before every single flight. Not because we were weak—but because we understood the stakes. We didn’t have to get into personal details, but we were expected to speak up if we weren’t at 100%. That way, the other pilots in the aircraft, or in the formation, knew they might need to keep a closer eye on us or be ready to take on a little more of the load.

Mental fitness isn’t about being perfect. It’s about being honest, slowing down, and making the smart call—even if it means delaying or asking for help.

What Pilots Get Wrong About Thunderstorms

Modern tools help us see storms coming—but they can’t save us if we get too close.

On September 27, 2023, a training flight ended tragically near Whitesville, Kentucky, when a Piper PA-28 crashed during a thunderstorm. Both the flight instructor and student were killed.

While multiple factors contributed to the accident, one lesson is crystal clear for all of us: thunderstorms are not something to take lightly. They are not forgiving, if we get too close they’ll bite us.

As we move through the summer flying season, it’s worth revisiting the basics of thunderstorm formation, the realities of flying anywhere near convective weather, and how to properly use the tools we have in the cockpit.

Thunderstorms 101

Thunderstorms need three ingredients: moisture, lift, and instability. Summer provides all three in abundance. Warm ground temperatures heat the surface air, causing it to rise. That rising air carries moisture upward, where it condenses and begins to build vertically—especially near frontal boundaries or terrain. The result? Big, fast-growing clouds with trouble brewing inside.

These storms develop in three stages:

1. Cumulus Stage – Air rises and builds the cloud. No rain yet, but strong updrafts are present.

2. Mature Stage – Rain begins to fall, updrafts and downdrafts mix violently, lightning strikes, and wind shear, hail, and microbursts are possible.

3. Dissipating Stage – Downdrafts dominate, but turbulence and danger remain.

None of these stages are safe to fly through. Even a cumulus-stage cloud can contain serious turbulence. Once a storm reaches the mature phase, flying into it—intentionally or not—is asking for structural failure.

The Brutal Truth About Flying Near Thunderstorms

The Cirrus SR series is an outstanding aircraft. It’s advanced, capable, and well-equipped—but no GA airplane is built to handle the conditions inside a thunderstorm.

Updrafts can exceed 6,000 feet per minute. Windshear can violently disrupt even the most stabilized approach. And hail, which can form high in the cell, doesn’t fall straight down—it can be launched 10 to 20 miles downwind. Just because you’re not directly under the cell doesn’t mean you’re safe.

Once inside, you’re not “managing the situation.” You’re at the mercy of an atmosphere that couldn’t care less about your training or your decision-making.

XM, ADS-B, ForeFlight: Amazing Tools—With Limits

Most of us today fly with some form of in-flight weather—whether it’s XM satellite weather, ADS-B data, or app-based tools like ForeFlight. These technologies give us incredible awareness compared to previous generations.

But here’s what’s often misunderstood: what you’re seeing is not real-time. There’s often a 10 to 20 minute (or more) delay between what’s happening out the windshield and what’s displayed on your screen. And in that time, a build-up can become a full-blown monster.

Radar and satellite imagery are fantastic strategic tools—they help us make big-picture decisions. But if you’re trying to “thread the needle” between cells based on your iPad display, you’re already playing with fire.

That storm you think you’re sneaking past may have already shifted or intensified. And if you’re downwind of it? You might be in range of hail you never saw coming.

When in Doubt: Wait It Out

The best option is often the least exciting one: wait.

If storms are building near your route, wait for them to pass. If the radar looks nasty, tie down, grab a hotel, and fly out in the morning. Rescheduling, delaying, and even canceling are signs of a safe, smart pilot—not a weak one.

The decision to stay on the ground will never make the news—but trying to push through weather might.

Thunderstorms aren’t just “bad weather.” They’re violent, fast-moving systems capable of tearing airplanes apart. And while we’ve never had more tools in the cockpit to help us see them coming, no tool replaces good judgment.

High, Hot, and Heavy: The Summer Flight Risk You Can’t See

As temperatures climb, so does your density altitude—and if you’re not factoring it into your preflight, you’re accepting more risk than you may realize.

Density altitude (DA) is the altitude your airplane thinks it’s flying at, based on air density, which is based on factors such as heat, elevation, and humidity. Higher DA means thinner air, which means reduced lift, weaker prop bite, and less engine power—especially in the normally aspirated Cirrus SR20 and SR22.

Even at airports that don’t sit thousands of feet above sea level, density altitude still bites. Take Lunken Field (KLUK), for example—just 483 feet MSL. On a calm 95°F day with high humidity, density altitude can easily climb above 3,000 feet, and your SR20 will definitely feel it. Takeoff rolls lengthen, climb performance decreases, and everything feels just a little more sluggish. And while the turbocharged SR22T handles high DA better thanks to its turbo charger preserving engine power, it doesn’t rewrite the laws of physics. You still lose lift and prop efficiency in thin air. More power? Yes. A free pass? No…

At higher DA, takeoff rolls stretch out and climb performance drops. What used to be a quick pop off the runway starts feeling mushy. Acceleration feels sluggish. And suddenly, that runway that used to feel like a mile long feels half its size.

Here’s a good rule of thumb: hot + high + heavy = rethink your margins. If you’re close to gross weight and it’s toasty outside, open that POH and check your takeoff and climb numbers. It’s not just academic—those tables exist because someone paid the price.

Don’t forget:

· Obstacle clearance matters. Climb gradients flatten out fast in hot, thin air.

· Short fields become shorter. Give yourself margin—even if it means leaving behind a little fuel or baggage.

· Landing performance changes, too. You’ll float more and need longer to stop.

Flying in the summer presents its own challenges. That’s especially true if you haven’t flown in a while. If you’re a student, new owner, or just need to knock off the rust, schedule some time with one of our instructors.

From a Childhood Dream to the Pilot’s Seat

Flying, Teaching, and Selling Aircraft

Now Serving Clients from Minneapolis

Welcome to the Team, Aletha!

The Hidden Dangers of Shopping Price Alone for an Aircraft Broker

What do I look for in an Aircraft Broker – Should I shop price alone?

Occasionally, I find myself having this conversation with a prospective client; “Well, so and so offered to work for half the price you quoted. Can you match that price?”  My answer is frankly, no I can’t. Let me explain why.

When you encounter someone quoting radically lower than market rates, there is always a reason for that. There are a few things you should consider when selecting the right agent to sell/ purchase an aircraft. This is what I have learned.

What leads someone to charge radically less than the leading players in any given marketplace?

Are they worth more than they are charging? Likely not. They are charging what they need to charge to get business from a broker who offers (and invests in) a superior product. You will never see long standing, industry leading brokerage houses selling themselves short to buy market share. It’s a fool’s errand and a short road to failure. There is usually another explanation.

Many times, you will find that aircraft sales/ brokerage is a secondary business for people quoting low. Their strength is in other areas, and you will see that in those areas of strength they are commanding top rate for their services. A maintenance shop that sets its eye on the sales business will often be charging $175/ hour or more for their shop rate. Why? Because they are a professional maintenance organization and that is the industry standard rate. It’s worth paying this rate for a good shop because they stand on their reputation and people do business with them based on the quality of their work. A training organization that charges over $1000/ day for training will quote to sell or buy your airplane for a song. Why? It’s not what they know how to do well, nor have they invested themselves in the business of aircraft sales. You won’t find these people in the member roles of industry leading sales organizations. You will often find reputable brokers refusing to do business with these organizations because of their lack of experience and their questionable tactics. In addition, these brokers often run rough shod through the delicate process of negotiating the inspection and sale of an airplane.

Are there good reasons for charging significantly less than the pros?

Not if you’re a pro yourself. Think about it. If a broker cannot command the industry standard rate when they are negotiating their own value, how can they negotiate a fair market value for your airplane? Will they suddenly become better at negotiating a price for you than they have negotiated for themselves? Nope. They will underperform on the sale of your airplane as they have perhaps done in the sale of their services. A second possibility is that they are not investing nearly as much into the marketing and sale of your aircraft as are their professional counterparts. A third possibility is that they are making hidden profits on the sale of your aircraft that you don’t know about. They may offer to flip your airplane where you sell it to them first and they sell to the client. They may also work both ends of a deal where they get a kickback from another dealer or shop (which comes out of your pocket). They may make their profit over bringing your airplane into their maintenance shop and capitalizing there. Sadly, there are some questionable characters in this industry of ours.

What should you look for in a good broker?

1. Good Reputation. The respect of others in their industry. If nobody outside the organization speaks highly of them, there is usually good reason.
2. Market Share. If they are doing it right, they will be doing it a lot. This does not mean focusing exclusively on number of airplanes sold. I would prefer a broker who sells similar planes for more money, rather than someone who simply transacts more but at a lower price per unit. There may be advantage to a broker who is widely focused on markets surrounding your airplane (upstream and downstream) because many buyers come from upstream or downstream products. Make sure you get the big picture.
3. Global Presence and Saavy. You need someone who knows the ins and outs of doing business globally and who has experience in this potential mine field. There are a lot of deals being conducted outside the US currently, and it’s important to be prepared to entertain buyers from abroad. Brokers with presence outside the US have added credibility with international buyers.
4. Experience/ Durability. Find someone who has stood the test of time. How many years of sales experience does the organization, or the sales team (combined) have? This is critical when a deal hits some turbulence. Having some gray hair is a good thing in this case. An experienced broker can keep a deal on track that would otherwise derail. This is especially important in a fragile marketplace.
5. Relationship. You want a broker who has good credibility with other dealers, shops, training organizations, and manufacturers. These things will all work greatly in your favor and a good broker will cost far less than they gain you through the course of the sale/ purchase of your aircraft.

Find the right one, and not the cheapest one. Save yourself a lot of stress and a lot of money in the long run. If you align yourself with a good broker, you will end up well ahead in the cost benefit analysis every time.

This article was written by Gordon Ramsay, Vice President of Aircraft Sales at Lone Mountain Aircraft.

Static Wicks / Dischargers…What are their purpose?

Have you ever noticed on your preflight almost hitting those things sticking out of the trailing edge of an airplane’s wings or empennage and ever thought “What are those?” Well… this brings us to our discussion of what is known as a static wick / discharger.  

What is a static wick/discharger and how do they work?

They are devices that safely discharge static electricity. Static wicks are connected to the airplane’s grounding system which provides a path for static electricity to safely dissipate. The wicks will absorb static electricity during flight then the electrical charge will travel through the airplane’s grounding system before it dissipates.

Why are static wicks most found on trailing edges of wings or around the empennage?

This is where friction is most problematic when flying through the atmosphere.  Let’s dig into how static electricity occurs in an aircraft. As an aircraft flies it generates friction between its structure and the atmosphere. If the friction is left unchecked this can lead to static electricity. Depending on the type of conditions an aircraft flies through, this will vary the amount of friction being generated. If the skies are clear, it will create much less friction compared to rainy, cloudy, or even snowy conditions as this results in more electrical static. This is known as precipitation static (P-Static). The more friction an aircraft generates, the more electrical static it will produce.  

Now let’s talk about the impact of static electricity and some ways to help mitigate it. Static electricity can severely impact an aircraft’s avionics and communications which could lead to potential electrical malfunctions. As an aircraft’s structure becomes more statically charged it may be hard for the pilot to be able to receive and send radio transmissions. This could make it difficult to navigate as it will be a struggle with communicating with ATC.

What are some ways we can help with this issue if we encounter it?

The first way to manage this would be to advise ATC you are experiencing static. Most of the times they will be able to hear you on their end even if you cannot fully hear them. One other way would be if your aircraft has two coms you could switch from one com to the next one such as in a Cirrus Aircraft. This is due to the com one antenna being on the top of the fuselage and the com two antenna being underneath. If the conditions are severe or you endure an electrical malfunction you can always squawk 7600 (Lost Coms) or land as soon as practical if in VMC conditions and then advise ATC of the situation. 

The next time you do your preflight around your aircraft and you notice these things sticking out, remember just how important they can be during your flight! 

This article has been written by Gabe Thompson, flight instructor at Lone Mountain Aircraft Flight Training, based at Lunken Field (KLUK) in Cincinnati, OH.

The Missed Approach: A Briefed but Rarely Flown Maneuver

The missed approach procedure may be one of the most briefed and least flown maneuvers that instrument-rated pilots accomplish. A pilot briefs the missed approach procedure each time they execute an instrument approach but is rarely required to fly one. To maintain proficiency, instrument-rated pilots and those in instrument training are required to practice executing the missed approach. Often, the maneuver is practiced upon arrival at the missed approach point – either DA (decision altitude) or the MAP (missed approach point) at MDA (minimum descent altitude). This tactic is sound because in real-world flying, arrival at the missed approach point is likely where the missed approach procedure begins.

When the Missed Approach Must Start Early or Late

But what if arrival at the MAP is not where the pilot needs to start the missed approach? What if going missed is required early? Or late – below MDA or DA? The AIM spells out procedures for some of these occasions but lets start with understanding how flying the published missed approach procedure keeps the aircraft clear of obstacles and on a safe path toward the next step.

FAA Standards for Missed Approach Obstacle Clearance

Before an instrument approach is certified the FAA TERPS (US Standard Terminal Instrument Procedures) team calculates required terrain and obstacle clearance based on a set of standards. The AIM gives us a clue to those standards – see below:

“Obstacle protection for a missed approach is predicated on the missed approach being initiated at the decision altitude/decision height (DA/DH) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb gradient of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published in the notes section of the approach procedure chart.

When higher-than-standard climb gradients are specified, the endpoint of the non-standard climb will be specified at either an altitude or a fix. Pilots must preplan to ensure that the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the procedure in the event of a missed approach, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement (feet per minute). Tables for the conversion of climb gradients (feet per nautical mile) to climb rate (feet per minute), based on ground speed, are included on page D1 of the U.S. Terminal Procedures booklets.”

Key Takeaways from the AIM on Missed Approaches

(1) The missed approach clearance corridor begins at the MAP, be it DA or MAP at MDA.

(2) The required climb is the standard climb rate for instrument – 200fpnm.

(3) If a higher climb gradient is required, it will be listed on the chart.

What If You Need to Go Missed Before the MAP?

What if the pilot decides to execute the missed approach procedure prior to arrival at the MAP? The AIM addresses this scenario as well –

“Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver.”

Restated, if the pilot is required to go missed prior to arrival at the missed approach point they should continue the lateral course guidance until reaching the MAP and then begin the missed approach as turning on course early may pose a collision hazard. Makes sense, right? The pilot can begin the go around procedure and start the climb early, but no turns until after the MAP.

Executing a Missed Approach Below MDA or DA

Seems simple enough, but what if a missed approach is necessary after descent below MDA or DA like in the case of an unstabilized approach or a vehicle on the runway?

The missed approach procedures on the approach plate are designed for executing the missed at the MAP. Missed approach execution below MDA or DA does not align the airplane on the same vertical path as the published missed approach. How can the pilot ensure that the climb rates can be met and that the airplane will be clear of terrain and obstacles?

Incorporating Departure Procedures for a Safe Climb-Out

One method is to brief any departure procedures or takeoff minimums for the desired runway as part of the missed approach brief. This technique ensures that all climb rates can be met during the missed approach procedure.

Lets look at takeoff minimums for KLUK. If we read the takeoff minimums for runway 21 we can see that the greatest climb gradient required for departure is 439 fpnm.

Assuming a 100KIAS groundspeed, that equates to a 732 fpm climb required. If the pilot went missed after arrival at the MAP, climbing at least 732 fpm will keep the aircraft clear of terrain and obstacles. Incorporating this required climb rate in to the brief is recommended to ensure a safe climb out if a late executed missed approach is necessary.

A safe pilot is ready to execute the missed approach at any time when transitioning to the terminal environment of an airport. Proper flight planning and approach briefing ensures that no matter where the missed approach decision is made, the procedure can be executed safely.

Make good choices.

While we are holding short of Runway 25 on taxiway A at KLUK, ATC tells us “Cirrus N806BP cross Runway 25, Runway 21 cleared for Takeoff, caution Wake Turbulence!” Wait… “Caution Wake Turbulence?” I thought turbulence only occurs while in flight…? Why did ATC advise us to be cautious of wake turbulence while they gave us our takeoff clearance? “…Interesting?” 

Causes of Wake Turbulence and Its Importance

What causes wake turbulence and why is it important for us to be mindful of it? First, we will talk about the creation of wingtip vortices and how it contributes to wake turbulence. Wingtip vortices are created when an aircraft starts to generate lift as it rotates off the ground. There is an area of higher pressure, which is below the wings, and it flows around the wingtips in a circular motion (vortex) towards the area of lower pressure which is above the wings. The vortices don’t stop at the wingtips as they tend to spread out and trail behind it as well. Creating what is called “trailing vortices.” What we must be cautious of being pilots is wingtip vortices are created by all aircraft producing lift, but all aircraft vary with how much vortex is being created due to some factors. This would include an aircraft’s weight, shape speed and span of its wing. Aircraft considered to be “Heavy, Clean, and Slow” would tend to create larger wingtip vortices. Think of a Boeing 747 compared to a Cirrus SR20. Since we just talked a little about the formation of wingtip vortices, we are now going to focus on wake turbulence. Wake turbulence is created when an aircraft’s trailing vortices “wake” are disturbed through the air.  

Avoiding Wake Turbulence on Takeoff and Landing 

Takeoff and landing are important (critical) sections of flight! Our aircraft is relatively close to the ground currently and there is not a lot of time or altitude available to regain control if we encounter severe wake turbulence. While ATC does a fairly good job of separating departures and arrivals, especially here at KLUK to allow time for the wake to dissipate, the final responsibility for wake avoidance falls back on us as the pilot! When in doubt, if we are concerned at the possibility of encountering it, we need to wait. The FAA recommends waiting at least 3 minutes to allow the wake to dissipate. If we are trailing an aircraft that is larger than us, we need to remain at or above its glide path. As we approach to land we need to reference where the aircraft in front of us touched down and make sure we land beyond to stay above its wake during this critical phase. Now it’s time to talk about what lead us to this discussion, when ATC told us on takeoff “Caution Wake Turbulence.” When we are planning on departing behind a large aircraft that recently just departed, we need to be able to rotate before the point on the runway where it took off. We also need to understand our climb performance in a sense we need to climb at a much faster rate than the aircraft that just departed. 

Conclusion 

As we end our discussion, its important not just in mid-air, but its relativeness to the critical phase of flight such as during takeoff and landing. Next time when you hear ATC say “Caution Wake Turbulence,” make sure you listen and are aware as it might save you and your passengers for an enjoyable flight! 

In the movie Apollo 13, Houston control is seen meticulously working through prelaunch checks, ensuring every aspect of the spacecraft, environment, and crew is ready before giving the final “Go” to launch. Dozens, if not hundreds, of engineers and experts participate in this process, identifying and managing risks before the Saturn V rocket hurls three astronauts into space. Their methodical approach to risk assessment and mitigation is a lesson in discipline, preparation, and safety—principles that we can apply to our own flights.  

As pilots, we are our own mission control. Every flight requires a “Go/No-Go” decision, a deliberate process of assessing whether conditions are safe to proceed. The stakes are high—not just for ourselves but also for our passengers and loved ones who trust our judgment.  

Identifying and Managing Risk 

The fundamental principle of risk management in general aviation mirrors NASA’s approach—identify hazards, assess risk, mitigate threats, and make an informed decision. Pilots should methodically evaluate three critical areas before every flight:  

1. The Aircraft – Is the aircraft airworthy? Have the preflight checks been thorough? Is there any maintenance discrepancy that could affect flight safety? A rushed or incomplete inspection could mean overlooking a crucial issue.
2. The Environment – What are the weather conditions? Are they within personal and legal limits? Are there alternate routes or airports available? Consider not just the departure and destination conditions but en route weather and potential diversions.
3. The Human Factor – Am I physically and mentally prepared for this flight? Fatigue, illness, stress, and external pressures can degrade decision-making ability. The IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, and Emotion) is a powerful tool to assess readiness.

The IMSAFE and PAVE Checklists 

Two essential tools for assessing risk before a flight are the IMSAFE and PAVE checklists: 

IMSAFE: 

• Illness – Am I suffering from any condition that could impair my ability to fly? 

• Medication – Am I taking any medications that could affect my cognitive function or alertness? 

• Stress – Am I experiencing stress that could interfere with my concentration? 

• Alcohol – Have I consumed alcohol within the last 8 hours? Am I under its effects? 

• Fatigue – Am I well-rested and alert? 

• Emotion – Am I emotionally stable and clear-headed for the flight?

PAVE: 

• Pilot – Am I fit to fly? (Using the IMSAFE checklist) 

• Aircraft – Is the aircraft in proper condition and within weight and balance limits? 

• enVironment – What are the weather conditions, NOTAMs, and potential hazards? 

• External Pressures – Are there any external pressures (schedule, passengers, personal commitments) influencing my decision-making? 

A Case Study in Poor Go/No-Go Decision-Making 

On April 19, 2018, a Cirrus SR22 took off under questionable conditions and suffered tragic consequences. The probable cause was cited as: “The pilot’s failure to obtain an updated weather briefing before the flight and his subsequent loss of airplane control due to spatial disorientation while maneuvering in instrument meteorological conditions during a diversion to an alternate airport after encountering forecast icing conditions.” 

Had the PAVE and IMSAFE checklists been properly utilized, this accident might have been avoided. Weather briefings, personal fitness, and understanding environmental conditions are crucial elements of a thorough preflight risk assessment.  

The Power of Saying “No-Go” 

The pressure to “go” is real. External factors—such as schedule commitments, passenger expectations, or perceived inconvenience—can create a subtle yet dangerous push toward launching when conditions aren’t ideal. However, seasoned pilots recognize that the ability to say “No” is just as critical as the ability to take off. A delayed or canceled flight may be inconvenient, but it is always preferable to a poor outcome.  

A successful flight begins with sound decisions on the ground. The next time you’re preparing for a flight, take a moment to step back and evaluate the situation through the lens of a NASA flight director. Are all conditions optimal? Have all risks been thoroughly considered and mitigated? If not, making the call to delay or cancel isn’t a failure—it’s a demonstration of sound judgment and professionalism. 

In the ongoing battle of entry-category jets, Honda, Embraer, Textron, and Cirrus consistently push the limits of service, features, and performance. But within every brand and model, there’s always a sweet spot—those rare finds that savvy owners should jump on.

Today, we’re talking about the Cessna Citation M2 and what I’d call its best-kept secret for owner-pilots: a select group of serial numbers manufactured just before the introduction of the M2 Gen2.

One of my longtime clients—a seasoned owner-pilot—used to say:
“Planes, boats, and an F-150—you never know how many friends you have until you own one.”

And it’s true. A plane often doubles as a social centerpiece with a stream of friends eager to bum a ride. But when it comes to choosing aircraft for thetypical owner/pilot, it’s the front office—the avionics and platform—that should take priority over amenities for the passengers heading right.

That’s where these particular M2 serial numbers shine. These jets come equipped with the Garmin G3000 avionics suite from the Gen2, delivering all the cockpit enhancements without the higher price tag of a newer model.

Here’s what you get:

• Sharper Displays: Resolution leaps from 1280×800 to 1920×1200 (~50% more PPI).
• Faster Processing: With 7x the CPU speed, boot-up takes just 10 seconds, and moving maps pan and zoom without a hiccup.
• Smarter Data Handling: Database updates are lightning fast—sync speeds of 100 MB/s via a single SD card (300x faster).
• Better Weather Radar: The GWX 75 delivers 16-color displays for unmatched clarity.
• Future-Proofing: The G3000 platform supports future upgrades, keeping your tech ahead of the curve.

The serial numbers preceding the M2 are the perfect balance of cutting-edge tech and pricepoint.

The Sweet Spot Advantage

You could retrofit an older M2 with these upgrades, but it’ll cost you. Expect downtime and an invoice rivaling two Cybertrucks—and that’s without the radar upgrade. By choosing one of these pre-Gen2 serial numbers, you get the avionics without the premium price.

Want a closer look? Check out this video from Garmin showcasing what the G3000 is capable of in terms of start-up speed: (**FOMO warning if you’re flying software 4.8.9 or earlier!**) Garmin G3000 Overview.

Lone Mountain Aircraft has two of these Sweet Spot M2s available right now—perfectly timed for year-end tax planning. Let’s chat if this is a meaningful difference in your upcoming aircraft transition!

N232BW | Contact Spencer Bain, sbain@lmajets.com

N525GW | Contact John Arnold, jarnold@lonemtn.com

This article was written by Jet Sales Director, Spencer Bain.