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Reference section 3 of the installation manual, specifically pages 3-9 for how to enter Setup Mode, and 3-16 for the Autopilot Setup menu. This will give you some diagnostic data about what is happening with the servos and the disconnect button.

Those are uplinked from the FAA - not a Skyview issue.

Could very easily be a ground issue on the engine. If there is any slight resistance on the ground path between the engine and the airframe (where the EMS is grounded) then as your alternator loads up and down responding to various electrical loads, the ground path from the engine to the...

You're preaching to the choir, but maybe others will read it. Even before I installed the SDS and the fuel rail, when I was still running mechanical injection on a modified Bendix RSA5 setup, I was running 91E10 in west Texas summertime heat with zero issues (including hot starts), and at...

Yes - I'm running the full SDS system by Ross Farnham. I have no engine-driven mechanical fuel pump, and I have a pair of dual electric pumps in the standard boost-pump area just immediately forward of the fuel selector. These pumps pull fuel directly from the tank through the standard 3/8" line...

Bingo, yes. I run electronic injectors on a common fuel rail at 45 psig, that solves the problem nicely. That's the way the automotive world handles it - because it works.

And one more "non-conforming" engine datapoint (and my engine/fuel system is most definitely "non-conforming" in a variety of ways) - on my IO360 with 8.7 compression, I can easily induce detonation in the 25-75 ROP area while running on 91E10 automotive pump gas. My initial climbs are usually...

I have the ETX900V in my airplane, and what I did for the low yellow threshold was to throw ALL my electrical load at the system at the same time, on a single alternator (I have a primary and a backup), and note the voltage - 14.0 in my case - at normal flight RPM. Then I set the top of the...

You would need to look at the label on the "splitter" device to be sure. Follow the coax from the antenna to the splitter/diplexer.

And typically it's not a true splitter that's used - but actually a diplexer. The difference is that the splitter is literally just a "T" connection that sends half the signal strength each direction, resulting in a lower quality signal for both end devices. A diplexer actually serves as a...

When you energize the starter to crank the engine, it is pulling the battery voltage down below the point where that screen can operate - so it shuts down while the starter is cranking, and then reboots when the starter is disengaged and the battery voltage comes back up. Two ways you can...

You'll want to make sure there is a Dynon ARINC-429 between the Dynon system and the Garmin 530W - if it's there, then you're good to go.

You are seeing a difference in voltage between your engine instruments and the rest of the airplane - this is quite likely a poor engine-to-frame ground that is seeing more load from the alternator when the electrical load increases, when you are moving flaps etc.

Perfectly valid - the important part is to do it the same way every time. Train the way you fly, and fly the way you train.

I replied to your thread on this subject on VAF - it's most likely your connectors or wiring. Every time the wire makes/breaks connection, it looks like a pulse from the Red Cube. If that happens at a decent frequency (think vibration) you can get a LOT of additional false pulses.

Yes, it works just like David said. I do use the GA button, for the reason that the autopilot will assume the default climb rate and I don't have to jack with that on the climbout - one less thing to worry about. Hit the GA button, add power, and the vertical will take care of itself - just pay...

Not all experimental users are alike - and definitely not all of them are up to speed enough on technical issues to work as beta testers. You have a significant population in the experimental community of people who like the idea of an experimental (or the performance/cost) and buy one that...

Not a good one - remove it from the line and you can flush fluid through it backward to try and dislodge anything in there - blow through it by mouth and you should hear the turbine spin. The manaufacturer says not to blow compressed air through it as you can damage the turbine.

Your "pulses" are either generated by a fuel flow sensor, or by an engine computer telling the injectors to fire. Which one do you have?

And an accountability issue for the FAA - without the N-number being broadcast by the transponder, they won't be able to enact "User Fees" for airspace use, which seems to be the way we are headed.