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Yep, go back to standard TOD mental gymnastics. In my RV9A for instance I usually come down at 1000fpm, covering about 3 miles per minute, if I need to drop 9000' it will take 27 miles.

For troubleshooting or fault-finding, I agree that more is always better - but reality is that we cannot instrument everything to the maximum degree possible in our aircraft. From an operations standpoint, I don't care if one or two (or three) of the autopilot servos have a problem in flight -...

You're going to enjoy this STC. One issue you should be prepared for is some fishtailing on the AP holding heading, there is a procedure available from Dynon for in-flight autopilot tuning and once we went through that a few times we had it pretty much knocked down.

Yup, welcome to the frustrating world of intermittent electrical faults. Hardest thing to diagnose/find.

Those two pieces of data point to a loose cable connection, as things warm up some pins stop making contact.

You have separate grounds for each servo, so that's not likely the problem - but both servos are fed from a common power supply, and both servos are going offline/online together - that's your smoking gun. You most likely have a power supply problem to them.

Were either of the screens (new or old) sold as a certified unit versus experimental?

If you don't find an obvious short to ground somewhere, the possibility exists that it is a legitimate alarm from the battery. Attached here is the fault-list for ETX

That indicator is "grounded" to indicate a fault - so if you have a point where the insulation is rubbed through and it is shorting to ground, it will look like an intermittent fault on the panel.

Does the airplane have an EarthX battery in it? That battery has an internal fault indicator with an external wire that can go to the EMS to indicate a problem. That wire normally "floats" as an open wire, but when there is a battery fault the internal battery circuitry ties it to ground - also...

Was that a Dynon-produced cable or owner-built?

There's a reason they make covers for pitot tubes...

Caution with the copper bus bars, make sure they are covered with something during install, or inaccessible from your seat. I ruined a new stainless steel coffee cup one day in my RV by letting it slip under the edge of the instrument panel and short the panel to a bus bar, notched a spot in the...

Sounds like a good place for a decent helping of RTFM.

Since the Rotax 912 has liquid-cooled cylinder heads, your coolant temp is the number you are looking for. I don't know if that value is listed or not, but you could certainly add a thermocouple somewhere in the system and wire it into the EMS.

Are you certain the navigator is switching from GPS mode to VHF mode?

Is the sensor located on the engine or on the firewall? If on the engine itself, you can be seeing the result of a poor engine ground to the airframe - and the heavy starter current is looking for a path to ground through the pressure sensor line.

A skill that, sadly, is largely lost in todays pilots.

I'm not an aerobatic performer - but I would think heading would be a crucial piece for proper performance of certain maneuvers - like maintaining alignment parallel to (and outside of) the crowdline, executing a roll or series of rolls without changing heading etc.