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I don't recall it having any dependencies. Which SkyView system? Is the button "grayed out"? Any chance you don't have ANY GPS connected/configured (if you're still setting things up)?

The g-meter is independent of the attitude indicator (purely depends on the vertical axis). Beyond that, it's designed to be highly responsive without being hard to read (ie appropriately damped). We don't have a specification on some of the deeper technicals like integration/etc.

I can't find a photo of the display in your previous correspondence. If you have one, can you send it to support at dynonavionics dot com, with "case 299694" in the subject line? Regardless, our support team will be reaching out to talk through this more.

Are you seeing RPM even when the engine is off? If so, can you take a picture of your EMS page and send it to support at dynonavionics dot com?

Remember that buttons 1/2/5 pressed together will force a reboot. But that does look like a problem that we'll want to see your display to check out.

Right now it goes out a fixed distance. That could change in the future. It also cannot be added to a flight plan at the moment.  It's direct-to the runway only. Know that even though the magenta line only goes out some distance, you can still intercept the extended course further out than there.

Morgon - if you've had a shear screw that was recently obtained from us break, please let our support team know about it via support at dynonavionics dot com or 425-402-0433. They've gone through some changes that should prevent most fatigue-related breaks. We'd be interested in learning more.

Very well! At least we think so. You can fly LPV approaches under AP-control.

Did you check the Advanced NMEA menu settings? You don't mention it here. That one is key. Again, you want the data rate set to "Normal", not "Fast". On most devices you hit the menu button once you're in the NMEA setup menu.

If you're sure you don't have a broken shear screw, you should definitely use the dedicated AP tuning guide on the documentation area of our website as your first resource for addressing performance issues.

From our AP engineer: "It may not be directly related to the stated problem, but alt gain and vsi gain should probably be the defaults. We dont' recommend changing those settings very often. If it were me I'd fix the above, and then back down on sensitivity a bit."

Hi Frank, If you'd like some personalized advice, give our technical support team a call at 425-402-0433 and they can help go through what the calibration procedures entail.

Granted, I was assuming NAV mode against our own flight planning engine. When using an external navigator, it totally depends on what the device outputs. Some units do indeed have turn anticipation and send GPS steering commands to suit. That anticipation is often depicted on the flight plan.

We actually now have a very basic VNAV function that will set you up on an X degree glideslope to a runway. It is NOT suitable as an IFR approach aid.

Can you email our support team at support at dynonavionics dot com with a specific example of this? Screenshots or pictures of the display would be very helpful here.

Got it. Definitely, check the advanced NMEA setting on the Garmin. Also, you probably previously had your GPS set to output the NMEA + VHF Out at 9600 baud. Did you change that? No need to. So if you did, try changing it back.

I don't think so, but I'd need to dig deeper to know for sure.

SkyView does not currently have the ability to use duty cycle as a fuel flow input.

For course guidance purposes, that extended centerline leg extends invisibly forever. In other words, if you aim angularly towards an extension of that leg, the needle will center, and as long as you're armed in HDG>NAV or TRK>NAV modes, you'll transition onto the lateral guidance in NAV mode...

It should come on immediately with the application of external power. Give our team a call at 425-402-0433 or an email at support at dynonavionics dot com for more help with this.