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I have exactly the same behavior, and it's just as annoying for me as it is for you :-). Says it's on in the menu, but isn't until you go to the menu and then come back out of the menu.

Interesting that that unit is not mentioned in the experimental version of the D10A installation guide anywhere. And it is both the antenna AND the receiver. They must have come out with that when the started using the D10As in TC'd aircraft. In any case, the Serial output data shown in the...

Since the D10A does not have an internal GPS receiver (or antenna) and only receives GPS information from an EXTERNAL GPS system (panel mount or portable), I'm not sure what you're asking here. The D10A cannot provide a GPS signal to anything, as it has no GPS functionality internally. What...

Agreed. Actually, @Dynon101 said nothing about IFR approaches, and @-Bob explicitly said "VFR Approach". You can infer what you like, but no one mentioned inventing IFR approaches, and there are a zillion VFR approaches in the Garmin Navigator database. Maybe even one to the airport that @-Bob...

Well, almost. Per the User Guide, Rev J, pages 5-56 and 5-57, the approach angle, the distance at the airport and the altitude at the airport descent point are all configurable - it's not confined to pattern altitude or 2 degrees. So if one has a home airport and would like to setup the...

Boy, if there is some way to do this, that would be great, but I don't think so. I've been using Dynon equipment since 2007 and have never seen this capability in any of the monitoring equipment. If nothing else, some built in smarts, such as: Don't alarm on low oil pressure if RPM is zero...

Since the title of this thread is "Seattle Avionics vs Garmin GPS175 published approaches", I was only addressing GPS approaches, since that's all the 175 can do. You are obviously correct that you don't need an approved GPS Navigator to do VOR, LOC, or ILS approaches. I don't know how...

Garmin uses an SD card (or microSD card in an SD card adapter). You update it on your computer using proprietary Garmin software (free) from the Garmin website and the unit will sense if the databases need to be updated on bootup with the card installed. It will yell at you if the databases are...

I answered your questions, Charlie. See posts #2 and #4. You may not like the answers, but what questions do you think weren't answered either by me or the other folks that reiterated the same response?

That's not correct. See the other identical question at: https://forum.flydynon.com/threads/fuel-sensor-pins.14558/#post-84686 with the answer on how to use capacitive senders. It's how I do it, and it works fine without converters.

Can't possibly answer this, and I'd expect your hypothesis to be at least the starting point for an answer. Since the SV isn't a certified navigator and knows NOTHING about approaches (it just follows the guidance output from the certified navigator), it has none of those capabilities. You're...

I have essentially exactly the same setup you do, Charlie. The HDX doesn't use approach plates to drive anything. If you're flying an approach loaded in the 175, then the Skyview A/P is being driven by the waypoints and altitudes in the 175, whether or not the approach itself is up to date. The...

I have the same, but it stays in the "OFF" position for both takeoff and landing. The last thing one needs during either phase of flight close to the ground is a servo grabbing an axis and doing something unexpected, or just fighting the pilot. Unlikely? Sure - but what's the cost of doing so...

Love the 15600 series fuse panels - that's all I've used for any of my electrical installs. Simple, easy to install, reliable. So the fuse has to be large enough so that it will allow for as much current as the device will ever pull, certainly, and having a 1.33 safety factor is fine. But you...

You really need to read the philosophy of aircraft electrical system design in "The AeroElectric Connection". You design out the possibility of safety failures in the architecture of the system - you don't rely on the pilot to make up for design deficiencies. Pullable breakers are bandaids for...

I think this is more complicated than just "how may CB's do I need for three or four items". You don't say whether this is a new build with a new electrical system design; whether it's a retrofit in an existing plane; or how much ELSE you're wiring/re-wiring at the same time. I strongly suggest...

https://www.steinair.com/?s=tube&post_type=product&dgwt_wcas=1

No.

So my GUESS is that altitude hold and heading hold would still work. You could test this by disconnecting the GPS antenna from the system, go up for a flight and see what works and what doesn't. Maybe Dynon will tell us, but it would be easy enough to test it on a nice day over the home airport...

No. My 175 talks to the ARINC module with two Rx lines, two Tx lines and one serial OUT arinc line (the manual states that's for additional info that ARINC doesn't transmit). The 175 also talks to my G5 through one serial out line and to the transponder for ADS-B out through one serial out line...