jnisley

Are you saying that the air that's introduced into the injectors doesn't actually mix with the fuel and enter the cylinder?

We never determined for sure if it was fibers from the air filter or carbon coming from the turbo ducting that was clogging our injectors but I do know it was a pain in the neck.

I'm not familiar with how the M-20 system works so I don't know.

We also installed a K&N filter at the same time.

If you have a Rayjay it's very likely coming from "boost reference system" this is the air that's introduced into the injectors coming from the air inlet box. We had a lot of problem with this years ago to the point that we installed a makeshift filtered line to see if this solves the problem which it did, (we had flecks of air filter fibers going directly to the injectors) we later installed GAMI injectors and removed to makeshift line and haven't had a clogged injector the last 400 plus hours.

Is it a Rajay with an adjustable waste gate? In other words turbo-normalized?

I don't think any briefer can effectively forecast what part of the day storms will pass through an area three days in advance. FYI: The TAF for KBTR is MVFR until 1600 tomorrow. I would suggest day trips for now until you gain more experience, unless you can wait out the return trip,. Once upon at time, before I had my IFR rating I spent three days in Virginia waiting on good weather, three hours to fly down (C172) three days to get home:(

Been there done that on rechargeables, I'm back to buying Energizer or Duracell brand from Home Depot (36 pack) I don't like cheap brand batteries.

I lower gear at or just prior to GS intercept, set flaps at Takeoff setting and set MP at 15 inches.

I've never had a problem with cold starts but I struggled with hot starts until I adopted the method described below and it has never failed me whether I restarted 5 minutes or 2 hours after shutdown. Cold start Throttle 1000-1200 rpm Boost pump on Mixture full rich 8-10 seconds, mixture off, smoothly advance mixture to full after engine fires. Hot start Throttle 1000-1200 rpm Boost pump on Mixture full rich 1-2 seconds, mixture off, smoothly advance mixture to full after engine fires.

Those arrows are how the MX20 depicts airport METARS (VFR MVFR IFR) by color.

1700 for both.

I agree with your caution, I would only use it as a last resort.

Yes I got it, never heard of them before.

Actually, that's the direction the traffic is moving, the number above the traffic is altitude above or below my altitude.

Here's a screen shot of the Stratus Horizon in flight and a side by side comparison of XM and ADS-B radar depiction, as you can see, the very light radar wasn't shown on ADS-B.

I did do this flight today, the Stratus 2 worked even better then I expected, especially the ADS-B weather, both my destination's (KLOZ and KGKJ) textual METARS updated 9-10 minutes before XM Weather did, on most of the trip it was showing at least some traffic, most of it was jet traffic of course.

Great job!

Yikes, what a bummer!

Congratulations! 1. File an IFR flight plan and fly the system every chance you get (even on the nicest days) 2. Start with high personal minimums and adjust them (up or down) depending on recent experience of both pilot and equipment. (In other words, anytime your plane has not been flown for a while or has had a mechanic work on it, be very careful, mechanics are human and they do mess up.) 3. Make sure your family/friends understand that an IFR rating isn't a "fix all" for dealing with weather, it's only an aid.

I have an Angel Flight scheduled for Tuesday (KGKJ-KLOZ-KOSU-KGKJ), I'm planning on putting my Stratus 2 to the test for the first time along side my trusty GDL 69/XM weather/MX20, the KGKJ-KLOZ leg will take me through an area that doesn't have good ADS-B coverage according to their map so we'll see what happens.

My condolences to you and yours. This summer two years ago my friend/flight instructor for both my PPL and IR was killed in a night time IFR training accident, I don't think I ever preflighted my plane since that the I didn't think of him. My God give you comfort!

Normally I do a post flight inspection that starts with a mag check before shutdown, this includes checking lights, flaps etc. that way issues can be addressed in a non hurried manner. Before the first flight of the day I do a preflight that focuses on safety of flight. I also like to take side panels off and do a lower engine inspection before or after cross country flights. When away from home even after a brief stop I always like to walk around the plane and look into the tanks before continuing flight. We have a private hanger so having our plane messed with is unlikely but possible.

Never thought to relate experience with flap settings but come to think of it, my first 200 Mooney hours or so I mostly used 1/2 flaps when landing, the last 250 hours I mostly use full flaps (unless its very windy)

Congratulations!