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Sorry, not familiar with the D120.

They support most engine monitors, which is what matters. You'll download the user data logs from the Dynon screen. The files to upload are relatively small CSV files.

Upload the engine data to the Savvy service and post a link to review.

Lots of carburated engines run LOP just fine. You won't know until you try. A little carb heat can sometimes help even the air/fuel mixture, too. Download your data, and upload it to the free Savvy site and send a link to the flights. If you perform the flight test profile, that would be...

Sounds like a shield ground may be the problem. Also, make sure there is a good ground between screens and intercom box.

Have you tried turning off things like alternator (alt field) and other items to see if something is causing the noise?

What David said. The 2 feet of separation is related to antenna placement/separation. I've never heard of a separation requirement for the heads in the panel. Make sure your antenna cables are good by disconnecting each end and checking for continuity between center conductor and shielding, then...

Shielded wiring is a must for communication equipment, so check that first. The shielding should be grounded on one end only. Ideally all comm equipment should be grounded to the same place, as close as possible, then grounded from there to the ground buss/battery. Try isolating the noise by...

Agree, Lycoming and TCM still don't support LOP operations - and older POHs actually recommend running exactly where you should not (red box). I've read (and everyone should) all of John Deakin's Pelican Perch articles (some multiple times). They are fantastic and, as you said, based on actual...

The TO-GA button only needs to connect to the 175. It will feed info to the EFIS/AP to perform the TO-GA actions. And yes, it is a momentary button, ideally on the stick grip (like the PTT).

You would not use the Dynon Lean assist during climb, it is intended for use during cruise when < 75% power where detonation will not occur. During climb, lean to maintain 150-200° ROP. You need to know which cylinder peaks first (leanest) and at what temp, then use it as the guide during climb...

I too created a chklist and loaded it in the screen but prefer the laminated paper route (old school).

Yes, you use the NAV button to follow the GPS course on a direct or non-direct flight plan. You would also enter the desired altitude and select ALT. I prefer to use TRK instead of HDG, so the AP will compensate for winds.

Yep, you need a backup battery on that display.

The 530W is a NAV/COM/GPS (WAAS), which is providing your transponder with a position source for ADS-B out. It also feeds the Dynon screen(s) with position data. You'll have a NAV antenna connected to a splitter that feeds the NAV and GS antenna connectors on the back of the 530.

No USB in the dongle. Reversion mode is on but the primary screen is fine. Secondary screen, when this happens, doesn't allow any changes since it won't boot. Agree, it is likely a SSD issue. I have the screen pulled and boxed, awaiting the RMA.

Ensure you have a good, clean ground between the engine, battery and EMS box. A dedicated ground from the EMS to engine is recommended, along with a large gauge ground from engine to airframe/battery.

Mine went on the fritz again last Saturday. I didn't think it was going to come online this time but it did a few minutes after engine start. Multiple reboots with the 1+2+5 buttons didn't work. Connectors were tight, so that wasn't an issue. I was not able to power it off with the #1 button...

I've read on the VansAirforce forum that most pay in the $400-$500 / year range.

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