PeteMc

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...

It should help a lot! The air temp in the plane may go back to ambient or at least cool off a lot when you open the door. But the radios & instruments will remain warm for quite a while.

True, but a lot have a Low and a High. You just need to find one and use the Low.

If you have Internet at your hangar and can find a heater with a hard switch you can flip to low, then you can turn it on a few hours before you fly. You can also have a camera to see that the heater has the correct lights on (if it has status lights).

I've seen lots of pics of people that use Ceramic heaters (on low). One had it on the hangar floor and had taken some heating duct material and fed the heat in through the Pilot Window. On low he said there was plenty of heat to warm the cabin, but no danger in affecting the window. I'm guessing with a little insulation (and some PRE Testing) you could actually run the heater on Hi and not affect the window. NOTE: I if you have a propane engine heater you DO NOT want to put the tube in the window to heat the cabin. There is a lot of moisture in that air, warm or not.

I'm curious why you want it pointed to an NDB? Maybe to practice one of the few remaining NDB Approaches? And what is the process you've tried so far? I haven't flow with a 430, but assuming it is your source, then I'd put the NDB, or the co-located Wpt that is probably associated with the NDB, into the 430's Flight Plan. Do not put in the Airport or any other fixes, just the one for the NDB. If the 430 will not Navigate with the one Wpt, you may have to hit Direct To (you do with the GTN) Assign one of the Pointers to the 430 (GPS2 ?) and see what happens. In theory it should just always point at that NDB/Wpt even if you're 1000nm away. Remember that if you look at the 430's Nav Page, the only thing you care about is the Bearing. The Track info, etc. will be for the Direct To Track if the 430 also needs more than one Wpt to function.

True... Old habit/reference.

Well... for years my staff hated it when they came to me with a problem and I'd once again say to them "is it plugged in" meaning did you trace everything back to make sure something didn't get swapped or come loose. Typically the startup check is to make sure the GTN (or whatever) is still sending out the voltages it needs to give the expected result. My guess in this case the original installation was faulty. I doubt there is any way the wires were swapped if they didn't disassemble and resolder the connector for it to show a reverse sensing. But sure glad it was a relatively quick fix!

Like or be use to. As common as it is, there really is no excuse for releasing a poorly designed site! Yes, I know it's the norm, still doesn't make it acceptable.

Sad note on the couple that died at the Rainbow Bridge (NY) checkpoint today. Time will tell if it was a medical condition or not... BUT... if we're talking muscle cars, they were in a *12* Cylinder Bentley.

You could have the Avionics shop retrace their steps and see if they can find any loose wires.

To clarify slightly what @donkaye said, you don't have to do it while going missed. You can go to the Hold and sit there as you decide your options as you're still "in the missed" as he said. Then you can pick the Approach you want and hit the Direct To the IAF or whatever other fix ATC gives you. No unloading, reloading, etc. Just pick the new Approach.

Yea, but depending upon how high you fly, you will not have service. And if you are low enough to just barely get service, you probably will drain the battery as the phone is constantly searching and trying to reconnect. So one more unnecessary charge cycle and, oh yea, gotta remember to charge the phone. Best bet would be for Garmin to join this century and fix the issue. Very simple to pull local time from the DB for the Wpt and Apts along your Route. And I have to check... Do the GTX375/GNC355/GPS175 have this same issue??

I just checked the Garmin Trainer and there is no Visual Approach showing up for F69. If there were the Visual option, it would give you both Vertical and Lateral guidance *LIKE* a real approach. But it is unofficial and needs to be used in VMC conditions, and even at night it can be iffy. But it will line you up with the runway and if there are no tall obstructions in the area, it will guide you right down to the threshold at an unfamiliar airport.

Sad situation. And regretfully, yes, I'd agree it was a Mooney.

Sounds like it's more than just a personal preference, so it might be nice for all of us to know who NOT to use.

A friend of mine has one for his Vision Jet. It's the one I described as looking like it came from the robot wars the colleges have.