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The age of the participant of that testimonial is exactly what I’d expect. if you can’t figure out how high you are on landing by looking out the window, that’s a problem.

The good new is that “proficiency” in this case is more about the set-up process. I see people wondering “what’s wrong” when they fail to place the frequency in active, confirm and identify, change/confirm the VLOC source selection or, after being so used to auto-skewing HSIs, twist the CDI/course needle.

Many have backup vacuum pumps, I had an electric one which was 12lbs, plus vacuum pump and hoses, etc added up to almost 20lbs. All together I was able to reduce my weight by about 75lbs, and that’s not an exaggeration.

Gravity applied...

We’re proud to share a major milestone—just over last one year since launch, more than 100 pilots have chosen the SkyVoice Alert 500 to enhance safety during takeoff and landing. The response has been humbling, and the results speak for themselves: smoother landings, greater confidence, and strong word-of-mouth from general aviation pilots Why choosing SkyVoice Alert 500: Precise LiDAR-based height announcements Real-time voice callouts from 500 ft AGL to 1 ft FAA NORSEE-approved—no STC required LiDAR range of 590ft. Repeated gear warnings from 560ft until the gear is down & locked. LiDAR based height call-outs, 500 to 1 ft on Take-off/Landing. Bluetooth or wired, HUD. LiDAR Central wavelength is 905nm and Frame rate is 100Hz. Many user selectable Reminders on take-off and landing: Check Gear, Checklist, LC GUMPS, Flaps, Speed, Clearance, Prop and Pump. GPS/MSL Height call-outs & reminders - Check Oxygen, IFR Altimeter, Clearance, Prop & Top of descent. Run-time reminders like Check Tank and Check Fuel. What started as a safety innovation is now becoming a trusted cockpit companion for pilots around the country. Hear directly from our customers We’ve put together a short video featuring real feedback from pilots who’ve been flying with the system and sharing how it’s improved their landing awareness: Their stories mean more to us than any marketing pitch ever could. Thank you to all who’ve supported us over the past year. Your trust and feedback have helped us grow into a strong, user-driven aviation safety brand. We look forward to continuing to serve the GA community with reliable, pilot-focused technology. If you’re using SkyVoice Alert 500, we’d love to hear your experience. And if you would like to know more about SkyVoice Alert 500 visit www.holymicro.com or feel free to reach out—I’m always happy to answer questions or connect you. Stack the odds in your favor. Install SkyVoice. Fly Safely.

I never used the nav function in my old KX155 secondary. I figured it wasn’t worth going for a secondary source this time around. I don’t plan to fly hard IFR, and I have an iPad for navigation backup that does a great job.

The clip is slightly smaller than the visor rod. Tightening it down will increase friction. Let me know if you need more friction, I can modify the STL and make it tighter.

Calm down Vance. It’s just a round number that I “mistakenly” wrote. You are being “that guy” with the dissertation of parts and weights. Jeesh.

Took the pictures with my IPad. That’s likely the issue.

I fly an ILS or VOR approach almost every practice session. Would hate to be IMC and have a GPS outage or jamming incident and not have the equipment or proficiency/\.

Right about the time it went into effect, my FBO was able to order one from their normal parts supplier at around that price.

amazing. you would think you might notice that if your "proficient".

^^^ THIS ^^^

A couple of well placed fingers is all that's needed.

reach out to savvy. great service and very easy to work with

i own a rocket. what don kaye is probably more accurate than we want to believe. here is an example not including any upgrades, squawks, or oil changes: annual inspection* call it 5k (the guys posting about cheap annuals are not doing what is supposed to be done unless they are doing the work themselves i would have concerns. just the time is takes to remove and re install the inspection panels properly and actually inspect is more than you would think until you do it.) hangar 5.5k insurance 4.2k 100 hrs fuel 11.4k now add the things that come up both expected and not. its easy to exceed dons number. new planes, planes that have sat, all require playing "catch up" im sure the cost of owning eventually starts to go down. people often ask "does it make financial sense to own?" and the answer will always be the same... probably not.

The 310 HP conversion is a large waste of Mooney in my opinion. You need the engine, the prop, and the STC. It’s the largest amount of money for 30HP I have ever seen anywhere. You get some runway and climb performance but no cruise speed increase. If you absolutely need the short runway TO performance, then I guess you do. My 280 HP 96’ gets off the runway and climbs just fine. The 280 HP also has the added benefit of allowing you to takeoff, climb and cruise from 9000-service ceiling without touching the throttle or the prop. The Continental IO-550 is severely under-stressed at 280 HP which also makes me happy. Now, I’m not saying that people who have it don’t like it or can’t point to some numbers showing how 30 HP increases performance a bit….but, in today’s dollars, doing the conversion is a dollar per performance loser. If I were buying, I would pay an Avionics (Garmin GFC-500), TKS, Interior, or Paint premium before I would fork over a lot of cash for 30 HP. I had the chance to do the conversion after I bought mine and it was a hard pass for me.

i recently topped my tsio520. why are you topping your engine ? do you have excess crankcase pressure ? oil on the belly ? or just burning some oil? thats well within limits if there was not contributing factors. there is a ton of options to decrease oil consumption before the top. with that being said, theae things get topped every day. use an a&p thats capable and follows directions. follow the manufacturers guidelines with no exceptions and you will be fine. i found this was the time to do lifters, rockers, gaskets, hardware, and just about everything old and rubber. turns into quite the adventure.

I've started keeping a can of brake cleaner on hand in the hangar. After the oil change, where some oil always gets somewhere, I spray the bottom of the engine compartment down pretty good with it and wipe up all the oil I can see. Then I do the run up and look for major leaks before applying mousemilk to the wastegate and exhaust joints and re-cowling. At least this way I figure every 25 hours or so the oil and gunk gets cleaned off the bottom of the motor, making it easier in theory to spot the source of any leaks later. Your mileage my vary... Good luck.

After I got my 653337 clamp replaced with a 670105, my A&P called to ask if I'd seen anything to say it also can replace a 653332. He was working on a Seneca (which uses another variant of the TSIO-360) and I guess the IPC calls for a 653332. I didn't know the answer then, and still don't now, but he was having trouble finding guidance. I hope you get it figured out. What a mess.

Hold the phone right side up, and you may not need to,

Mooneys are such great airplanes; who knew they could do acrobatics?

In reply to Ragsf15e, the engine is a TSIO-360LB1, P/N 653332, in an M20K. Screenshot from TCM today. It appears they recently updated their online IPC. Their application listings for the 670105 shows the LTSIO-360 and the 550. Could be they haven't amended the 360-LB1 IPC yet. I'm calling TCM customer support tomorrow, might get a different guy with different info.

I can’t figure out how to turn the pictures right side up.

7 years ago was the last time I tuned an ILS or a VOR on my Mooney...it was to see if they worked after the Garmin panel install.....