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TFR are displayed on Dynon screens as transmitted up from the ground stations via ADSB-IN. Do you have that installed and working?

I've noticed that the NRST distances don't change and recalculate the distance/bearing as you continue to fly - they are fixed at the time of pressing the NRST button. If you press it again you should get a new "snapshot".

With SA selling out, I believe you're right - the handwriting is on the wall. We've all seen this movie before, and the bad music is starting to play.

The Dynon won't crossfill back to the IFD, or at least I've never tried to, I'll say that. When you enter a flightplan in the IFD, it automatically appears in the flight plan screen of the Dynon and is selectable there for navigation.

The actual process of switching was stupidly easy. I powered up the 430W, recorded the settings, shut it down. Pulled it out, replaced it with the IFD440 (same tray and connections - plug and play - zero wiring) and powered it up. Entered the old settings into the IFD440, and it just worked...

Nothing wrong with your ADAHRS - the airspeed problem can be solved by doing a "Zero Airspeed Calibration", it's in the manual. The MAP sensor itself might not be the problem - it could be wiring, or plugged into the wrong pin on the EMS, or not configured correctly.

Sure do - it all shows up on the Dynon HSI once you have the 430W/IFD440 properly configured, for either VHF or GPS approaches. You can hand fly it or couple to the autopilot.

The Dynon installation manual has excellent wiring advice in there for the Dynon ARINC to the Garmin 430W, and the Avidyne IFD440 uses exactly the same pinout and tray as the Garmin 430W. I started with a 430W and then about a year ago upgraded to the IFD440. I literally powered up the 430...

And apparently it only affects the Classic screens - my HDX is unaffected running 16.0.4.

If your airspeed is still active, from wind blowing towards you, it may be exceeding the threshold and the HDX won't shut down. This prevents the HDX shutting down while airborne if you lose main ships power.

You're obviously seeing the effects of magnetic fields induced by currents flowing in wires - and the only way to eliminate that is tto get as far away from the wires as possible. As suggested above the aft tailcone is a preferred location with a minimum of high-amperage draw loads, that or a...

That's what I'm running, with the exception of IFD440 instead of the 540. With the large HDX screens the only thing I use the screen on the 440 for is programming the route. No need to buy more square inches of expensive glass.

Personal choice - yes you can do exactly as you say, but that now requires two actions versus one. When things are happening quickly in turbulence and IMC, I'm a firm believer that less is more. I'm a fan of having the dedicated knobs.

I would say it's about 80% necessary for serious IFR flight - not strictly required but man does it make it easier. VFR, no worries.

I can't even remember the last time I saw an ADF in an airplane that didn't have an "INOP" placard on it.

But only if the GPS in the aircraft is WAAS - I believe. I was looking for clarification on that.

And then there's the question of filing an alternate and the requirements for that. I understand that if weather forecast is below a certain point at your intended destination an alternate is required - and in the old-world GPS days you could not rely on GPS approaches at both locations, one of...

There's not a plate required, but there is one available. The Classic uses 6 mount holes and the HDX uses 4. The top holes are used on both units, and the HDX needs one new set of holes/nutplates installed for its bottom holes. The middle and lower holes from the Classic are abandoned and not...

It does not share the charts, you'll need on USB for each. Many people wire up a remote USB port hard-installed into the front of the panel somewhere to hold the USB's in a place where they won't get bumped, but are easier to reach than the back of the screen, one for each screen.

Amen - on both counts.