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Personal choice - yes you can do exactly as you say, but that now requires two actions versus one. When things are happening quickly in turbulence and IMC, I'm a firm believer that less is more. I'm a fan of having the dedicated knobs.

I would say it's about 80% necessary for serious IFR flight - not strictly required but man does it make it easier. VFR, no worries.

I can't even remember the last time I saw an ADF in an airplane that didn't have an "INOP" placard on it.

But only if the GPS in the aircraft is WAAS - I believe. I was looking for clarification on that.

And then there's the question of filing an alternate and the requirements for that. I understand that if weather forecast is below a certain point at your intended destination an alternate is required - and in the old-world GPS days you could not rely on GPS approaches at both locations, one of...

There's not a plate required, but there is one available. The Classic uses 6 mount holes and the HDX uses 4. The top holes are used on both units, and the HDX needs one new set of holes/nutplates installed for its bottom holes. The middle and lower holes from the Classic are abandoned and not...

It does not share the charts, you'll need on USB for each. Many people wire up a remote USB port hard-installed into the front of the panel somewhere to hold the USB's in a place where they won't get bumped, but are easier to reach than the back of the screen, one for each screen.

Amen - on both counts.

You went way off in the weeds on this one - I do not own an A36, nor will I ever own one. I own both experimental and certified airplanes, but not an A36.

The A36 is the first one to use an external 3rd-party trim motor that requires an amplifier device for the control surfaces, which would enable auto-trim for a whole pile of airplanes that already have the autopilot installed but don't have the autotrim. It's been in process for quite some time...

I use Pitot Heat for this function - easy to search for and not used very often.

The EMS does have a power connection (red wire, pin 1) - but it's for monitoring voltage on the bus, not for powering the EMS. EMS operating power comes from the HDX, whether on ships power or backup battery power.

And on this point, we agree - there are better ways for that. Your statement was worded to indicate an overbroad application however, in my opinion. For my own purposes, my aircraft is electrically dependent for continued engine power as well as nav - so I have a redundant power generating...

Your illustration of the twin with sudden and total power failure is a red herring Carl, and I suspect you know that. The crew had a dead battery, jump started it and took off - AGAINST the operating procedure for that aircraft. Both alternators may have been operating at takeoff, but the gear...

Depends on the failure. Historically alternators are much more likely to fail in flight than a battery. A dead battery is found prior to flight - whereas alternators tend to die during flight. One or two batteries as your heart desires simply defines your ability to continue flight without an...

Correct, either the ARINC is not powered up, or it is not talking to Skyview through its cable.

Does your installation use the capstan and cable, or the arm on the servo with a direct mechanical connection?

EMS screen layout editor - section 7 of the installation manual, which is available on the Dynon site if you don't have it. You will want to find the "CHT" widget and activate it to show on the screen, and move it to a place where you want it to live.

On the one hand I think it should be pilot responsibility - but my view is also influenced by the rarity with which I use it starting at FL180. For the lower transition altitude parts of the world, yes I think a user-selectable alarm to "Check Baro" when crossing a user-settable altitude point...

Not all countries start using Flight Levels like we do for Class Alpha airspace at 18,000 feet. Some start considerably lower than that.