PeytonM

I’ve been told to plan on 20 weeks. Too many horror stories.

You’ll need MRI to visualize the tear. 23 years sounds pretty good…although the thought of going thru it again on the same shoulder. Yikes.

Thanks for the kind words of advice

Just had my left shoulder rotator cuff repair surgery Feb 12. I’m planning to be out of the airplane for 20 weeks. That is what it was for the other shoulder 12 years ago. I’ll re-emphasize what others have said: 1) find a surgeon who has done thousands of these. in fact, go to large PT center and ask who has had the best outcomes. You’ll likely only hear one name. 2) follow the doc’s PT regimen to the letter 3) do not screw it up; redo has poor success rate. Hopping in the airplane a month or two early does not make sense. You’ll realize after the first two or three months of PT that you for sure don’t want to have to repeat that!!

I was out of the airplane for 5 months last time. You don’t want to have to re-do; success goes down the dumper. Be careful.

My airplane is going to sit for 6 months while I recover from rotator cuff surgery. I understand that the battery in the G5 could discharge to the point of being un-rechargeable. What can I do?

You might want to clean/check spark plugs. This happened to me a couple times during takeoff roll; very disquieting! Cleaning plugs resolved it. (Fine wires at that!)

I know there was a thread on 201 cowling repair that was pretty detailed several years ago, but I’ve been unsuccessful finding it, obviously failing to limit my search (84 pages!) I guess my Boolean logic is rusty. Cowl and crack? Maybe you could school me on my search logic!

Why no TFR data message? Software, hardware or simply no TFR data being broadcast?

Kinda sad that you spend $$$ and you end up with this. And Garmin just throws it back to the installers. Sound familiar??

I have the G3X EIS and have seen the wild fluctuations ever since the installation 350 hours ago. FP at zero for minutes at a time, even at startup. Fuel flow is fine, and engine runs perfectly. We replaced sensor, installed snubber to no avail. Boost pump, switching tanks, no change. According to a company who regularly collects engine data, JPI devices will see it, but much, much less frequently than Garmin, and usually snubber fixes it for JPI. One of long-body drivers here solved a connection contamination using contact cleaner, but mine are the Garmin environmental connectors, so no joy. I have given up.

I’ve got a couple of these. One is new in box “28V” electrical system

Besides the usual 3 approaches and holding, what else do you do? Partial panel, I presume. How about sim electrical failure w/glass? (I understand Garmin has a recommended protocol for instructors which I have not seen, but do not pull CB). Comm failure: approach using a handheld. Approaches w/ iPad (never done it). Recovery from unusual attitudes. How much w/AP vs hand flying? Other ideas?

Fortunately I do not need the engine…yet; I was planning ahead. But I cannot afford more “forever” delays either. This 5-6 month push will affect 1000 customer orders, so there is some demand.

I emailed AirPower a couple days ago about the status of my rebuilt IO360, ordered in April and targeted for December 2025 delivery. Now it is May 2026! Note that AirPower was notified September 6th. And they have my deposit! Lycoming Reschedule Letter.pdf