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The ‘tip’ re p-static was more an FYI as well. I’m figuring, from the unchanged symptoms, that you transmitter had had an issue similar to what happens when transmitting without the antenna connected.

Nothing to do with radio getting wet ! Ever heard of p-static ?  Look it up  ;) I had the same issue once while flying IFR in my Glasair, lost comms with ATC - I could hear them sometimes but they could not hear me.  Never had that problem since. Without being able to look over your installation...

Is the aircraft a composite airframe ?

As Ray says, check your grounds for the EMS thoroughly. Are you using a forest of tabs ? & , if yes, the push on terminals from the same source ? Other cheap low quality terminals can cause grief. I always make sure that I use the grounds out of the ems ( sometimes splitting them if...

Where is the ems mounted ? Is it an RV with tip up canopy ?

Got it[ch128521]

Hongie Are you in Oz ? if so then PM me.

FWIW I use the SV42T on the Glasair, just need to carefully align it so the pushrod travel is parallel to the for/aft travel of the elevator bell crank. Having the auto trim option is the best way to go with the Glasair due to the ‘heavy’ trim spring bias ( no trim tab).

Morgan, What I do with some aircraft is disconnect the static line, just vent it to cabin & then do a test flight - it’s a simple check to eliminate static system issues. Is it possible for you to email me a picture of your servo & mount method ? I’ll pm you. Jake Glasair IIS FT. 2400hrs Australia

resistor is generally used as a 'fuse' for voltage output ignitions & magnetos & also has a dampening effect with ripple current.

IF your connections are good the I'd add a 30KoHm resistor in the rpm line to the Dynon (if you don't have 1 already) worth a try & it's very a cheap 'test'.

I know this is after the horse has bolted however I never have the EGT probes that close to the cylinder (unless there is absolutely no choice due to slip joints or weldments) as it does reduce the life of them. FWIW  My preference is around 3" from the cylinder. ;)

Exactly as uniflying says, that's the way it has worked for me & I've done many, many installs without any serious issues.  In recent times I've sprayed the connections with LPS2 or 3 & Inox or Lanox - as we're talking millivolts here I find the 'sprays' reduce the possibility of oxidization...

old rotor sensor type installed at the firewall for protection against vibration, Rock stable values with the Dynon-Display. That is what all (should do IMO) lycoming/Continental owners do, engine vibrations are quite often stated by many as the cause of sensor failures. ;)

I would say yes, the system is designed to work in a similar way if one of the units ‘failed’ so that the other takes over. I’d just do a reconfiguration & you should be good to go.

I’ve been thinking some more on this ( that’s a worry  ;D) - In your dual engine installation my guess is - 1. do not use the Ethernet cable between the screens 2. disconnect #2 EMS module & #2 screen from the network. 3. Do a system config using #1 screen Then reverse that order for #2 screen...

Yes, contact support direct ;)

I’d use one of these. http://store.makerplane.org/5-channel-stereo-audio-mixer-amx-4a-4b/

I’d use a multimeter to determine which red goes to which pin, simple ;)

No separate wiring for # 2 ADAHRS, you can piggyback it onto the existing unit (Dynon sells a simple kit) or install it alongside the other one & add a splitter cable to 'splice' it into the system - then do a config & it should be good to go. Thats how mine is & works a treat ;)