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Garmin is shuttering their 430/530 line. I replaced my 430W with Avidyne IFD440 a few years ago and absolutely love it - the user interface with Avidyne is so much better than Garmin. Any of them will interface with the ARINC-429 device to feed nav data to the Dynon - but you really want to...

What specifically is showing up with red X's? Can you post a picture of it?

You've replaced the ARINC itself, and the data cables in/out - what about the power and ground? Verify those are good, including any breaker/switch the power is coming from.

And MikeD brings in RTFM for the ultimate win! :p

I was thinking (memory) that the default was 68000 for the K-factor. Either one will get you in the ballpark and let you adjust from there. Now fill the tanks completely full and go fly. The longer the better, burn as much fuel out of the tanks as you are comfortable with, landing near empty...

If the K-factor was working and accurate before, it will still be. The K-factor is an adjustment to how the device measures fuel flow, if you get it accurate at a lower fuel flow (150hp) it will still be accurate at a higher fuel flow (180hp).

As compared to the certified world, and something built by a major company like... say... Boeing? :cool:

And the auto-trim is FANTASTIC. :cool:

It's certainly nice to have - I used the on-screen autopilot controls with my Skyview Classics several hundred hours before upgrading to HDX, with the AP Panel and dedicated knob panel, at the same time I got my IFR ticket. Now for IFR flying, man it's the berries, great stuff, wouldn't have it...

That's an admirable thought, and one that I share - but I also think real hard about having a completely separate source of data in the case of failure. The Dynon system has redundancy built in, but it still is run by the same software code internally on all the devices and the possibility...

Same - lifetime sub here, and no email.

I'm not a fan of putting 27 different "push to acknowledge" warnings on the bootup. They all tend to get ignored, and that only helps the lawyers in court after the crash. If the statement in the manual is not clear, then clarify that statement and enforce RTFM for the pilot, that's the proper way.

That's what I did with my RV9A - I wanted the tone hard solid about 3 knots above the break. I flew a set of stalls and noted the break airspeed, then did the calibration routine and "told it" the stall was about 3 knots faster. That 3 knots belongs to me as the pilot. I want to hear that sound...

Agree, that sounds like your weather layer - once it picks up local radar from ADSB towers around you, then it rolls off the default "not available" coloration to actual data.

I wired my shunt to read amps in/out of the battery only, AFTER the starter connection so it doesn't see the starter load. System voltage will tell me whether the alternator(s) are healthy, I have voltage alarms on the bus and current alarms on the shunt. If I'm running large amounts of current...

Where is your pitot tube installed? Is it close enough inboard to catch some occasional gust of wind from the prop during the 1700 rpm runup? If it does, then the system is doing exactly what it is supposed to do - if it sees a pressure pulse on the pitot that registers as 40+ knots, it thinks...

Autopilot status is shown in the top left eyebrow of the HDX, what are you seeing there? A picture might be helpful.

Ain't no replacement for RTFM.

Dynon will not accept an ARM command for the VNAV until the glideslope indicator appears on the screen.

There is a setting to inhibit the AOA alerts below a certain airspeed to avoid this - I have mine set for 40 knots.