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Depends on where you are. In the US, if the certificated aircraft did not originally come with it, then you'll need an STC (or field approval) to install it, along with an A&P to do the actual work.

The straight/level button may also be useful for this, it doesn't care about the actual altitude value, just levels out.

There have been a few folks talking about building there own some years back, that's well above my level of electronics so I can't tell you more about than that I heard it was happening. I don't believe there is an "off-the-shelf" alternative.

I think somebody did, but we don't really pay much attention to that guy. :cool:

Wait, didn't NASA blow up a whole lot of rockets though? Should we really be listening to them? :p:p

Solar flares.

In my 9A, I'm running the same type of redundancy but I still have a G5 for backup. My logic was that both screens are still made by the same manufacturer, running the same software, and while it might be farfetched it's not impossible for a single software problem to take them both out. The G5...

Because you're not fully stalled in the flare, at least not normally.

Oh man it's been a long time since I've seen one of those, but you're right - and they did work quite well.

Perhaps Stein has had enough of the Bobsy Twins as well?

Can you define "aircraft grade" for us?

You ARE part of the problem. Along with me, and now Rhino apparently. I think we need to have shirts made up and wear them to Sun 'n Fun and Oshkosh. For the OP - download the Skyview Installation manual from this website, go to the EMS section 7, page 88 I believe, you are looking for "Screen...

I find it interesting that you consider it "impolite" for others not to answer the question, regardless of whether or not they have a correct answer - but you have no trouble at all jumping up and down waving your hands and proclaiming that you don't know anything about the subject but are happy...

It is indeed a "thumb-screw" and does not need to be "tool-tight". The torque you can apply with your fingers is sufficient, hence the design. Is your data pair error constant or intermittent? You could start by disconnecting all or substantially all of your db9 connections on the entire Dynon...

If you're talking about a diagnostic file - try this. The diagnostics files are indeed too large to send by email, Dynon has a special site to upload them. https://www.dynonavionics.com/data-datalogs-upload.php#:~:text=Insert a USB flash drive,to the USB flash drive.

Don't feed the troll.

Very slight differences in the quality of the bearing, the surface finish of the turbine wheel, and minor turbulent flow areas that can be influenced by how the body was machined internally can all have an effect on the actual fluid flow versus revolutions of the wheel. The "tweaking" of the K...

Yep, and there's the non-sequitur argument... Gee, that wasn't predictable or anything.

Welcome to the club Chris! Those of us who are "part of the problem", as clinically diagnosed by SV_Classic, are definitely on the rise in headcount! Soon we'll be in the majority, no doubt!

Chris does not work for Dynon, nor for Electronics International. He is not required to provide you with ANY particular information, despite having already delivered the accurate answer which you refuse to accept. I suggest you contact a professional who will take your money while listening to...