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Unless Dynon has recently changed the spec and construction, there are no shielded conductors in the network cables - only unshielded twisted pairs. I'm referencing HDX installation manual 15.4.7 revision AG, Appendix C pages 23-2 and 23-3, which I believe is the most current.

Preach on, brother.

Actually you only have some of the wires twisted - you wouldn't get proper function with all nine twisted up. There are 4 sets of "twisted pairs" used in the cables, and then there is one straight wire with them - the data and power carriers are the twisted pairs. Twisted pair wire is available...

This last line here - this is the reason. It is said the all the FAA rules are written in blood - it takes blood on the ground to get them to take action. It took the blood of 346 people from the 737max crashes to get the FAA to sit up and pay attention and make sure EVERYbody is playing by the...

It's the liability aspect. They aren't going to fart in the breeze until it's absolute certain that there is no danger. After the 737Max debacle, they are going to be very touchy for a while.

Move the sensors to another cylinder and see if the problem moves with the sensors. If it does not, then I would say you've got a cylinder not firing.

Sorry, your point sailed right over the top of my head and smacked the wall behind me. Yes, the autotrim functionality is already built into the AP button panel, it's just that the autotrim is not yet certified/enabled.

Yes - for the experimental world that is true, I have it in my 9A also - we're discussing certified in this case. It's not yet available for certified installs, since those typically use 3rd-party (non Dynon, and several different types) DC motors to drive the trim tabs, and that whole process...

What's happening here is that the transponder DB9 is plugged into the dead/dying screen, and it won't pass data through the unit to the good screen in that state. If the DB9 terminated on the good screen this wouldn't happen. Or if it terminated on a multi-DB9 terminal bus, then the good screen...

GPS altitude is also based on the average earth surface, not from mean sea level. "zero GPS altitude" will not correspond to what we call MSL.

Awesome! Now when do we get the autotrim module?

Right - the Flightaware altitude will rarely match your actual flight altitude, don't let that make you think you have a transponder error.

There were a run of serial numbers that used a button setup that had problems - should be covered under warranty.

You didn't mention the make/model of aircraft - you could ask the manufacturer for a statement saying it's not structural and that should be good enough.

It will do some rumble-bump-thump during the calibration routine - the system is running the servo up against the hard stops to see where they are and check the slip-clutch for proper operation. Just go with it and let it run.

The center hole is for a radio stack, including an Avidyne IFD440. Ours is a full IFR setup.

This was on an ILS, correct? I will have to go fly some scenarios now and play with this.

Any powered transmitter coax, such as comm and transponder, are going to give problems in proximity to other wire bundles, even with good high-quality coax.

Not an early model - this is a 2001 R model - but we just had twin 10" HDX's installed. If you have a good measurement tool or calibrated eyeball maybe this will answer your question. By the way - there are many shops now that can do this work, and I won't recommend any particular one, but...

So.... it's IN the documentation, but you want it BETTER documented? Is that what you are asking for? I'm confused...