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Agreed. That's the way I have mine set. On a glideslope "up" means up, "down" means down. Same with a localizer "left" and "right". It's about the net effect, not the particular piece of hardware.

Historically it's been only one set to start the calibration routine no matter how many stalls you do, not sure if that changed for 16.6.0

Use USB sticks no larger than 32GB, must have FAT32 formatting.

As Skysailor says - that's the way Skyview works - but Skyview will want a particular intercept angle to join. If your HDG selection gives a relatively shallow intercept angle, when Skyview switches from HDG to NAV you may actually see it turn you in toward the localizer at a steeper angle...

When you are within range of the final course, NAV will grab it and intercept at it's own calculated angle. When you are further away, it will hold the heading/track value until it gets within a certain distance of the final course, then it will grab it and intercept at its calculated angle. In...

Pull a diagnostic file and send it to Dynon for them to review - that will give the information they need to diagnose the problem.

You're looking for a timer for the fuel remaining in each tank? That's going to be highly variable depending on your fuel burn rate, not really dependable.

Assuming you have an older EMS unit, there is a filter they can install on them to limit this effect. Newer units ship with the filter already installed.

The fact that it only happens in flight points to vibration as a root cause - likely to be a loose connection somewhere. Pull a set of user data and go look at the reading for the ammeter in there, see if that gives you any kind of clue. It could be a false indication (like a connection to the...

Agreed - I'm in the same boat with you - but in the actual event, if you chose to declare an emergency and follow this route, and a VFR airport existed within your fuel limitations, you might still get called on the carpet with the FAA for not pursuing the non-emergency path. Not sure how that...

Might not be the shunt causing the problem. The alternator could be sensing a "low" voltage on the system and trying to put out maximum effort to bring the voltage up - is your alternator internally or externally regulated?

I hope you are referring to a VFR approach here - flying a true "approach" should have your eyes inside only, until you break out or hit minimums.

That's actually normal - the servos will run up against their limit and then "slip" - part of the design. The slip feature allows you to overpower a frozen or malfunctioning servo in flight.

Check weather.

Magnetic calibration is required for a correct calculation of the winds. That's a "must-do" step.

Throw in an electrical issue in the air, with a little load-shedding activity and troubleshooting to see where the loose amps are getting out of the fence, and you might find that shunt to be more useful than before.

Try tapping your elevator trim just a touch off center to give it a little force to work against.

If the nutplate threads are too tight (subjectively) you can run a 6-32 tap through them to relieve that a bit. The old style Dynon screws with the hex inset head were notorious for stripping out with tight nutplates - I don't know how many I had remove with a dremel and flatblade screwdriver. I...

Only difference is the documentation! :cool:

Fair enough, I almost never fly at low altitudes, wasn't thinking about that scenario.