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Correct, the Skyview is not a certified IFR receiver, so it cannot command the autopilot to fly an IFR approach. You must use another certified IFR receiver (I use a Garmin 430W) that feeds it's data to the Skyview, and then the Skyview will command the autopilot to follow that certified-source...

Last night I pulled the datalogs (attached here) and the mystery only got a little thicker. The event in question occurred at 21:11:30 system time on 1-13-19 and lasted 11 seconds, with twelve "G" announcements before I reset the screen. The air was smoother than I initially thought, the datalog...

Yes, and it appeared normal, indicating some minor turbulence and fluctuating +/- 0.3 G from 1.0 during the continuous alerting.

Today while goofing off locally, I encountered a few minor jolts in the air from turbulence and got a "G's" alert from Skyview Classic. That's nothing unusual, it happens often - but this time the alert latched on and would not reset in smooth air. I was forced to power off and back on my...

I like the new front end format, nice tweak!

I like the idea, but not the approach to the solution. I'm thinking more of a "HOLD" soft key under the autopilot (expert roll mode) with a separate drop down menu where you can select a particular point for the hold, select left or right turns, and an inbound heading and leg length.

Resistive are easier and faster to install and pretty much bulletproof. Capacitive are more accurate but can be "finicky" to set up correctly.

In that case, screw the squawk and fly the airplane. That's ALWAYS priority number 1. Key the radio, declare an emergency, and let them adjust to what you do. That's the way it's supposed to work.

Exact same here - except that I might lower the "ignore the panel" height to maybe 200'. By that point I've got the approach stabilized and power is added or removed relative to the AOA aural tones. Usually I'm rounding out the flare just as it starts getting really excited and I use it to judge...

That's why there is an aural alert for the AOA in the headset. Do you have that connected? Calibrated?

The 650 is an IFR navigator, it should be feeding data directly into the ARINC-429 module and displaying on the Dynon HSI, and will drive the autopilot for a coupled approach as well. Are you receiving anything on the HSI from the 650? This is going to be completely separate from the basic...

Winding the power feed wire in a circle is not required to create a magnetic field that could throw off the compass reading, the heater itself in the probe will do that, and even a perfectly straight piece of wire carrying a DC current will do that. The only way to completely eliminate a field...

I'm running the Appareo in the 172, and full Dynon in my experimental. As noted above the cost of anything other than the -261 transponder will be much higher. How much money are you willing to spend to avoid making a blank plate for the panel?

There are two wires specifically for the VOR/ILS data from the 430W to the 429 ARINC. Channel A goes from pin 24 of the 4006 connector on the 430 to pin 22 on the ARINC, and channel B goes from pin 23 of the 4006 connector on the 430 to pin 10 on the ARINC. I know that the ILS data goes on...

It's not the first time the FAA has said one thing, and then later done another.

Are you receiving the Morse identifier on the 430W for the VOR?

Ahhh, yes, I misunderstood. That should do the trick.

If you have float sensors you're golden, as mentioned above. If you have capacitance senders, you're going to have difficulties - see my thread here on the Vans forum about that. http://www.vansairforce.com/community/showthread.php?t=148040

Yep, it really is that simple, on both questions. It's as close to "plug and play" as you can get.

I see this from a little different perspective - and I certainly hope Dynon is driving the ship this direction - and I'll say up front I have absolutely zero knowledge of what Dynon is doing here. With the STC to install the Skyview system in certificated aircraft, all the "other stuff" is...