PeteMc

What Approach? And did the GPS175 ask if you wanted to do the PT or not? If the system is new to you, is it possible you said No when it asked? You can also always check the Flight Plan screen to see if there is a PT/Hold programmed in there or not.

It could be as simple as a loose connector at either the FreeFlight or the GPS end. Next could be a pin the finally vibrated out or the FreeFlight actually failed. The loose connector you should be able to check yourself. After that I'm guessing a avionics shop is in your future. I guess one other thought would be if you can install any kind of Software updates to the FreeFlight. Even if it's the same SW version, just reloading it might resolve the issue. But again, I'm guessing that too is a shop item.

Or I believe you can install a GI 275 which is a much more robust unit. Yes, pricier than the G5, but you should be able to drop it in where your AeroCruze 230 currently is located and get a lot more out of the required upgrade. And I really haven't done much research on autopilots, but seems like a lot of people have S-Tec. Is that an option for you?

I'd go with the LEDs. But if for some reason you do not want to, my 14v recognition bulbs are about to come out when I put in the LEDs I got from @OSUAV8TER.

I'm not sure of the current cost of the Aspen EA-100 adapter, but that should work with the KFC150 - assuming all the other variables are there. Check with your Avionics Shop, it might be the easiest way to go. Also check that the electrical AI is or can be the backup to the Aspen and that your old vacuum AI isn't (currently) required. I'm assuming the two AIs were there before the Aspen, so it is possible the vacuum AI is the required one and the electrical on might just be there. Doesn't mean there are not other option, just make sure that's not a "gotcha" you were not expecting.

There are also a few videos of at least one plane (I'm sure more) landing with the tow-bar hanging from the gear.

More or less the mantra I was taught. My modification is I don't mind leaving it by the front of the plane if it is NOT attached and NOT in a location I would just climb in and start up.

Just to toss this out there and there is another thread on this.... If the GFC500 looses GPS data, it will go into level flight mode (forget the actual term). So it still could be a connector/pin issue, but loss of GPS signal may have been your issue.

So another curiosity has gotten the better of me... What are people's thoughts on what they do with the tow-bar after they've pushed back at the restaurant, after getting fuel, in your hangar, etc.? Someplace where the planes not going to be parked outside for hours or days while you're not near by? I'm asking because for a while now I keep seeing people post photos of their plane or other planes sitting on the ramp with the tow-bar connected to the gear with the handle on the ground. (Not here, mostly FB.) Back in the day I was taught NEVER to leave the tow-bar attached to the plane if I was not actually moving it. If I'm going to walk away or just let the plane sit for a little while on a level ramp, I'll pull it out and use it as a mini chock hooked either around the back of the wheel or in front to make sure the plane doesn't roll whichever would be a "bad" direction. So is it training, culture, just the people that do it are the same personality to always be posting images of their plane??? Am I just seeing this or have others noticed it as well?

That actually should be your GTN that makes that determination. And yes, Enroute the Wpt are "Fly-By" so you just need to be close and the GTN (and other Navigators) will anticipate and start the turn early. Then there are "Fly-Over" Wpts where you actually have to cross the Wpt before you turn. There are a few of these in the Enroute system and certainly on Approaches. You can tell a Fly-Over Wpt by the Circle around the typical Wpt ballooned cross or star. A Missed Approach Point is and example of a Fly-Over Wpt with the Circle.

Which version of FF do you have? Not positive, but I think you can create the list of items on the Flights page in the W&B. That's where I do it in my Performance Plus version.

Excellent!

Should have added in the OP that I was just curious if there was something different with the KFC150 and the KFC200.

What year M? The 1990 POH shows "Gross Weight" and Max. Landing Weight. I don't see a Takeoff Weight.

Always Heading?... What do you do for a GS/GP? I'm assuming you use APC Mode?

YES!

I'm not sure what your point is? But then I also don't know what the 252 POH says. I do have taxi fuel burn estimates for my 231, but I also have a "Maximum Certified Weights: Gross Weight 2900 Lbs." So even though I know from the POH and from my JPI what my typical fuel burn is, it really doesn't matter. I can't add fuel for that taxi, even though I know I'll burn it off, if that puts me above 2900lbs. And if I'm at or under 2900lbs, all the extra numbers FF is asking about for the W&B do not apply to me, so FF's recommendation is to put in your Gross Weight. Not trying to be a pain here, I just don't see any of your points about calculating this or that UNLESS your POH says you can load more on the ground. If you guys want to push the envelope and go slightly over gross with taxi fuel, go for it. If you rounded up on your other numbers, it's not going to make a bit of difference. If you rounded down, it's probably still not going to make a difference. I'm just answering the original question. I was under the impression that no Mooney has a Max Zero Fuel Weight and so if my information is correct, then the correct answer is to put in Gross (per FF about their program). ADDED: Technically it is not the Gross Weight, but Max Takeoff Weight... But again, all the same in most (all?) up through the 231. You'll have to fill me in if some of the newer bigger Mooneys have differences in Gross, Takeoff, etc. Per Foreflight: If the aircraft's flight manual does not define this limitation, set MZFW to match Max Takeoff Weight.

Guessing you didn't read my message.... "...that doesn't exist in the POH or any other Manufacturer Documentation..." Pretty sure I've said something along those lines in all my posts. If you have it, obviously use it. Not all the Mooneys (or other planes) have all of the info.

I hear you on that!! But then that's what the Zoom is for! And don't get me wrong on Chart vs Tech... Many a time I've... ah... "spoken up" when I hear CFIs saying they never let their Primary Learners use an iPad until they go on their XC flights or even after they've passed the Checkride. Gad, how dumb is that not to let them learn their EFB while the CFI is in the plane to look out the window when they get stuck HEAD DOWN with "...how do I do that again?" Same is true with DPs! Go ahead and fail the iPad frequently, but teach them to fly the way they are going to fly once you cut them loose. I equate it to my having to use old road maps or 1940s charts when I was learning and then letting me use current Sectionals after I passed the CR.

Gee... Here's what's coming and what I use to stay in front of the airplane... It's the way I brief the Approach and really what I think you should be looking at.

"Technically" that maybe true. But you should not create a number that doesn't exist in the POH or any other Manufacturer Documentation. So for the answer to the question asked, all of those Max X fields in FF, G Pilot or any other W&B program get the Max Loading CG Weight for your model (2900 for my K).

I'm curious why so many people say they leave the Flight Plan page up? And @midlifeflyer even says he teaches this. I would MUCH rather have a cross check instrument than to get what little info the FP shows you, which shows up in so many other places. And certainly getting to the FP page if you need to is a non issue. I do totally agree that the Map on the GTN doesn't help much. I guess if your iPad failed then the Map on the 750 might come in useful, but certainly not on the 650 or the smaller GNX/GNC/GPS units (unless you had nothing else, but even then I'd only switch to it for a reference, then back to Default Nav).

VNAV and next Wpt. So if there's a restriction for the next Wpt I have a quick visual clue if I need to make an adjustment.

I leave mine on the Default Nav page. And with all the various screens I have, this may not be your fist choice, but for the User Fields on that screen I have: Track (TRK) - Top Right Estimated Time Enroute (ETE) - Top Left Cross-Track Error (XTK) - Bottom Right Vertical Speed Required (VSR) - Bottom Left

The answer you are looking for is put in your planes Max Weight. True for Mooney, Piper, etc. that don't have a Max Zero Fuel Weight value listed anywhere. Same as Max Landing, Max Takeoff, Max Ramp...