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The fact that it only happens in flight points to vibration as a root cause - likely to be a loose connection somewhere. Pull a set of user data and go look at the reading for the ammeter in there, see if that gives you any kind of clue. It could be a false indication (like a connection to the...

Agreed - I'm in the same boat with you - but in the actual event, if you chose to declare an emergency and follow this route, and a VFR airport existed within your fuel limitations, you might still get called on the carpet with the FAA for not pursuing the non-emergency path. Not sure how that...

Might not be the shunt causing the problem. The alternator could be sensing a "low" voltage on the system and trying to put out maximum effort to bring the voltage up - is your alternator internally or externally regulated?

I hope you are referring to a VFR approach here - flying a true "approach" should have your eyes inside only, until you break out or hit minimums.

That's actually normal - the servos will run up against their limit and then "slip" - part of the design. The slip feature allows you to overpower a frozen or malfunctioning servo in flight.

Check weather.

Magnetic calibration is required for a correct calculation of the winds. That's a "must-do" step.

Throw in an electrical issue in the air, with a little load-shedding activity and troubleshooting to see where the loose amps are getting out of the fence, and you might find that shunt to be more useful than before.

Try tapping your elevator trim just a touch off center to give it a little force to work against.

If the nutplate threads are too tight (subjectively) you can run a 6-32 tap through them to relieve that a bit. The old style Dynon screws with the hex inset head were notorious for stripping out with tight nutplates - I don't know how many I had remove with a dremel and flatblade screwdriver. I...

Only difference is the documentation! :cool:

Fair enough, I almost never fly at low altitudes, wasn't thinking about that scenario.

You mean the one you have to pay for, versus the one you don't?

It doesn't record to the drive automatically, but you can download the User Logs to the drive at the end of the flight to capture all the data. How much data and how far back depends on your settings - as fast as 16 times per second will record the last 2 hours of data, at once every 10 seconds...

I have seen the same behavior occasionally, if I pull the throttle all the way closed and the prop is driving the engine, resulting in MAP values around 4" or less, sometimes I'll get the Red X for a second or two. I have only seen this during a very low MAP scenario due to pulling the throttle...

Correct, the stick switches are just tying a wire to ground for signal to the AP Panel, the AP Panel does all the switching.

Did you also do the in-flight calibration? Or just the ground calibration? In-flight will get you a much tighter correlation.

+1 on the compass calibration - it's the single most effective tool to solve your problem.

Pull a diagnostic file, and contact support.

As mentioned above, I would advise against it - it seems easy to get to it now but once the panel is in the plane you won't be able to remove the display from the panel with those wires attached.