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The pitch response on the autopilot is, in my experience, nothing short of excellent on both an RV9A and a Cessna 172. Please post what your aircraft type is and what your settings are, we'll try to help.

Dynon actually doesn't monitor their own forums much at all - which many folks are surprised to hear. And yes, there are good things in the pipeline, some of which I know about and can't speak of, others that I'm certain exist but I don't know about. They will release it when it's ready, and no...

Certainly not necessary - more of a "want-to" than a "need-to", like the 540 over the 440. I fly a lot of IFR and wanted to have redundant screens, and on my IFR checkride my examiner had me fail the left screen and hand-fly an approach from the right screen - quite an interesting experience...

I'm not a fan of the iPad in the cockpit due to visibility and temperature limitations in full sun. And I think you'll find that you use the larger Dynon screen for information much more than the IFD screen, so there's no point in paying for the larger 540 over the 440. That's my opinion only. I...

Not long ago a poster was asking them about when their next "lifetime subscription" offering would be held, and Steve Podradchick said "That won't be happening again." Now we know why. Glad I got mine when I did...

You know better. It's just a question of when, and how much.

Interesting question - the documentation does not indicate....

Depends on what charts he wants - VFR only with the 50 states will work fine on a 16GB stick, if you want IFR approach plates and Hi/Lo enroute you'll need a 32GB.

Reference section 3 of the installation manual, specifically pages 3-9 for how to enter Setup Mode, and 3-16 for the Autopilot Setup menu. This will give you some diagnostic data about what is happening with the servos and the disconnect button.

Those are uplinked from the FAA - not a Skyview issue.

Could very easily be a ground issue on the engine. If there is any slight resistance on the ground path between the engine and the airframe (where the EMS is grounded) then as your alternator loads up and down responding to various electrical loads, the ground path from the engine to the...

You're preaching to the choir, but maybe others will read it. Even before I installed the SDS and the fuel rail, when I was still running mechanical injection on a modified Bendix RSA5 setup, I was running 91E10 in west Texas summertime heat with zero issues (including hot starts), and at...

Yes - I'm running the full SDS system by Ross Farnham. I have no engine-driven mechanical fuel pump, and I have a pair of dual electric pumps in the standard boost-pump area just immediately forward of the fuel selector. These pumps pull fuel directly from the tank through the standard 3/8" line...

Bingo, yes. I run electronic injectors on a common fuel rail at 45 psig, that solves the problem nicely. That's the way the automotive world handles it - because it works.

And one more "non-conforming" engine datapoint (and my engine/fuel system is most definitely "non-conforming" in a variety of ways) - on my IO360 with 8.7 compression, I can easily induce detonation in the 25-75 ROP area while running on 91E10 automotive pump gas. My initial climbs are usually...

I have the ETX900V in my airplane, and what I did for the low yellow threshold was to throw ALL my electrical load at the system at the same time, on a single alternator (I have a primary and a backup), and note the voltage - 14.0 in my case - at normal flight RPM. Then I set the top of the...

You would need to look at the label on the "splitter" device to be sure. Follow the coax from the antenna to the splitter/diplexer.

And typically it's not a true splitter that's used - but actually a diplexer. The difference is that the splitter is literally just a "T" connection that sends half the signal strength each direction, resulting in a lower quality signal for both end devices. A diplexer actually serves as a...

When you energize the starter to crank the engine, it is pulling the battery voltage down below the point where that screen can operate - so it shuts down while the starter is cranking, and then reboots when the starter is disengaged and the battery voltage comes back up. Two ways you can...

You'll want to make sure there is a Dynon ARINC-429 between the Dynon system and the Garmin 530W - if it's there, then you're good to go.