Andy95W

If at all possible, fill the pump with as much hydraulic fluid as possible before installation. This primes the pump and will save a lot of pumping and frustration later on.

Absolutely no difference in speed or climb that I have seen.

No tangible speed increase, but you know, coupled with all of my other speed mods, it's well, you know, cumulative, so in the end, it is the cheapest speed mod, that may or may not do anything. Does that help?

I use prop guard and like it. Take the time to put it on right, plan to patch it every couple of years, and touch up paint and re- do it every 5-6 years. I fly off of an airport that is fairly crappy and needs resurfaced.

Dang. I was hoping to have a side trip to make that didn't involve my wife's family.

I'm okay with the Airbus. At this point in my career, I care more about my schedule, pay rate, and comfort. And if everyone still wants to play the "what if" game when it comes to redundancy, the Mooneys we fly are still single engine, aren't they?

Smart man. It's going to be -9° in Willmar tomorrow night.

Page Field? In Fort Myers, FL? I'll be there next month, would love to take a look. I thought he was in Willmar, MN.

Al Sharpton, and any number of hippies that either live on the streets or in communes where they don't have internet access and they can't afford to have their own media outlet.

I guess I always assumed all 64s were the same, and the factory only made changes in between model years. My 64 was an early one (January 64). My parts manual is also obviously different. Who knew?

Oh, okay. I'll be your minion. I'm the one on the left (less hair).

Are you speaking from experience, or just deducing that it makes a lot of noise? The Boeings may be better, but the Airbus is WAY more comfortable up front, IMO. Nice tray table and no clunky yoke to get in the way.

Thanks. Great gallery pictures.

My 67 C had that, my 64 does not, and I haven't found it in the Parts manual. I always just assumed that was a change over the years.

Not the Maintenance Manual, the Parts Manual. Attached photo in my post above.

Odd, my 64 doesn't have that, or it was modified long ago and not noted in the logs. Also, the Parts Manual diagram doesn't show it or any of it's associated parts.

Well, officially the answer is, "A fixed-wing aircraft can be made to stall in any pitch attitude or bank angle or at any airspeed." For me personally, the downward vertical speed generated by the 45° bank angle (as well doubling the load factor) at only about 400' AGL, I'm not sure that I wouldn't instinctively (and unconsciously) put in some back pressure on the yoke. My experience level is about 11,000 hours. Since this happened to a 15,000 DPE, I'm going to be more careful and try to not get complacent when I'm flying. Thanks, RobertE, for starting this thread.

Could you post more Spatial Interior photos? I'm thinking of going that route myself but am still on the fence.

First, you should fill out a NASA form: http://asrs.arc.nasa.gov/ Since the entire episode was unintentional, that will provide you with some protection from any certificate action. Even if you were not in Class B airspace, you still broke the Mode C veil without an operating Mode C transponder. Contact the AOPA legal department if you have their legal insurance. After that, I have always had good luck with just speaking openly and honestly with whoever they want to have talk to you. There may have been a loss of seperation (or a perceived loss) and now they have to investigate- either you or one of their controllers- in order to close and resolve the issue. Being helpful, while reiterating that you could not have foreseen the malfunction, usually doesn't hurt. Being confrontational often does.

Excellent explanation and description. Thanks, Cliffy.

I always wondered how many people just use the standard probe and simply ignore the factory CHT gauge.

Jeepers, Wally. Maybe this will turn into a LOP or flaps on takeoff issue.

It is the same source. If you pull out your heat knob, it mixes. If you don't pull your heat knob, it is just outside/cold air. The air control valve is a simple slider on the right side of the mixer box above the copilot's feet. As the slider moves up it allows more outside air from the NACA duct into the mixing box. Not sure about the "varying answers". Page 172 in your Parts Catalog, Fig. 64 shows it pretty well.

I, too, assume the Tanis is the better system because it costs more and has been around longer. But "avoid the Reiff"? I've owned 4, on 4 different engines, and they've all worked great and cost significantly less than the Tanis.

I've owned a 64 and (previously) a 67. They are different. The 64 system is simpler but not quite as effective.