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You identify it during setup. On my RV10 I replaced the tiller arm with a capstan drive. That gave it more torque. The ADAHARS drives it. It is very sensitive and locks the ball in the cage during turbulence and climbs and descents. I love it.

If you can see the traffic on your moving map on the Dynon, why is it important to see it on the 440? I suppose it would be nice if every manufacturers products communicated with everyone else’s, but I doubt that will ever happen. Garmin in particular goes out of their way to make sure that...

There are owner operators that are far more qualified to work on their aircraft than people with the certificates. Skill and knowledge don’t always go with the license. There are lots of A&P’s that I would not let touch my aircraft.

I am not aware of a yaw damper available for TruTrack auto pilots. The Dynon autopilot is built into their EFIS. The servos are hooked up to the network so the autopilot can be controlled from any EFIS installed. I have 3 EFIS screens in my RV10 and they all can control the servos through the...

The navigation portion of the GTN650 interfaces with the Dynon through the ARINC429 module. The HSI can display DYNON NAV Garmin GPS NAV and Garmin VOR nav. To use vertical navigation on an ILS or GPS approach VNAV must be selected. You can’t select VNAV until the vertical guidance window next...

The GNC215/GPS175 will get the job done. However you will be far better off with a real audio panel instead of an intercom. Switching radios will work far better. You will also have several unswitched audio inputs for rather Dynon and any of the other devices that provide audio warnings. I would...

The vast majority of installations do not need a magnetometer. The one in the ADAHARS usually works just fine. I have an RV10 set up for IFR. I don’t have a magnetometer.

That is why I connected both of them. However an inflight tach failure is not a serious problem.

The shields are rather large. You can solder a short lead on to them and fold them back over the shielded wire and shrink rude them in place. Now you just have the smaller single wire to ground. You can crimp a terminal end on them and ground them on a single screw, or with avionics there are...

I just attached the two dedicated tachometer outputs from the Emags to pins 32 and 33. Technically only one is required because the tack output on the Emags works wether the Emag is producing spark or not. Mine has worked fine for over 350 hours.

Ground loops are caused by the ground current taking more than one path. The best thing to do is not use airframe ground for anything. I ran all my grounds for everything back to a single point.

The clearance to join the final approach course or "cleared for the approach" is not really relevant to joining the final. The only difference is being cleared for the vertical component. Just how far from the final approach course are you seeing these deviations? 3 miles 2 miles 1/2 mile or...

Well, it would be interesting to know what navigation source you are using for the approach in question. I have 3 HDX screens in my RV10 and the Dynon autopilot as well as a Garmin GTN650 for IFR work. I wonder if any of what you are describing has ever happened before ATC cleared you for the...

You could be right! All the trim switch does is change polarity to drive to trim in the opposite direction. However I remember that the trim is run through the Vertical Power Pro. Grounding one wire drives trim in one direction and grounding another drives it in the opposite direction. I don’t...

I would have to look at the wiring of the EMS and the Vertical Power to see which one is controlling the display. I kind of remember that the calibration procedure for the pitch trim had you trim full nose up, then full noes down. I assume the software was looking at the resistance values at...

If it was reversible for those of us with thousands of hours in hundreds of aircraft it would be nice. I can understand how someone who has never flown before, or is very low time (less than 1,000 hours) would think that the pitch trim indicator makes sense. For those of us that have been flying...

I really agree about the pitch trim indicator. It is intuitive to mentally put the indicator in the horizontal plane. When you do that it is running backwards. Whoever made the decision to have it run the way is does was either a techy with flight time or a very inexperienced pilot. At the very...

All aviation weather reports are in Centigrade. Why do you want Fahrenheit output. I am 72 and grew up with everything in Fahrenheit. I was glad when surface weather was finally reported in Centigrade.

Garmin’s business philosophy is to make it as difficult as possible to use any other equipment with theirs. They also plan on making as much on the various updates for your Garmin products as they do selling them. The updates are a real cash cow for them.