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That's a good price. Aircraft Spruce sells them individually for $40+ each.

You need a certified IFR navigator. Dynon works with most of them now for CDI functionality.

The Ray Allen trim servos have that ability built-in. Having a manual over-ride to disable and reverse trim is also a good idea. The AP Button panel has a 3 second limit and will disable trim if held for more time but 3 seconds is too long, IMO - at least for my plane.

I thought I read on the VAF forum that Garmin added serial to the servos for backup but not able to find it. The current install manual agrees with you. Only connected to the 507 or 307.

Sounds like a network related issue. You'll have to ring out the wires if the network search doesn't find it.

Garmin autopilots support an optional serial connection as a backup to the CAN buss. That said, I'm not a fan of it either.

I don't know if it can. A call to Avidyne would be in order.

Folks using the TT AP are likely doing so in type certified aircraft for which the Dynon AP is not yet approved. If you can use the Dynon system, do so.

If the ball is off center in straight flight, it means the ARHRS is not aligned with the aircraft. It will need to be slightly rotated to correct this. Compass calibration is done roughly on the ground, then fine tuned in flight by following the instructions.

There is a link on the Seattle web site on how to download. I am not yet using it but will be getting my IFR cert next year after installing an IFD-440. http://www.seattleavionics.com/ChartData/default.aspx?TargetDevice=Dynon

From the install manual, rev AF. No GPS GPS is an essential part of a SkyView system. If you do not have a working GPS, you cannot set the system time, calibrate the compass, or use the moving map.

You should be able to download the data after a flight, load it to the Savvy analysis site (free) and work out the data from there.

Not sure this will help but have you done the zero airspeed calibration?

You do not "load" the files from Seattle Avionics - only the monthly FAA chart data (DUC files) get loaded. IFR charts must remain on the USB drive for access by the system.

It depends on the protocol. If the IFD can speak the same as the SL30, it will work.

Highly trained does not equal highly capable, which was the case in that accident and many others. To say auto-trim poses some kind of risk with that kind of comparison is apples/oranges.

There is no need for an avionics master with today's avionics. That said, the radio should come on regardless of the order in which you power them up. Stein does great work. Give them a call or email and they'll figure it out.

FF talks to SV via WiFi, not BT. The 430 communicates with the SV via serial and ARINC-429. If you want to send the flight plan to the 430, you'll need a FS 210.

Looks to me the the transponder is working and communicating but your GPS source is not.

I use both the Knob and AP panels every time I fly. If I had to pick one, it would be the AP Panel, which provides auto-trim and advanced AP features.