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Yes, they will sync with each other automatically. You will not need two knob panels.

For which airplane?

Possible - but much more likely to be a wiring or pin problem. If you've confirmed those are good, then an internal fault becomes more likely and you'll need to discuss with Dynon tech support.

The amp measurement is a simple voltage input on two pins to the EMS - one on each side of the shunt. The shunt should be sized to have a voltage differential across it of 1 millivolt for each amp passing through the shunt. 7 amps = 7 millivolts, etc etc. The EMS will look at the voltage...

On the RPM, the 30k-ohm is a suggested starting spot, but some installation have needed more, as much as double that resistance, to get reliable results.

The problem is that the Skyview baro sensor drifts slightly between cold and warm. I see 30 feet pretty commonly between a cold winter morning startup and 5 minutes later once the screen has warmed up a bit. As noted above you have a +/- 75' window of acceptable accuracy, so taking off with a...

The current location of the trim annunciation on the screen of the HDX for trim up/down is overload on top of the slip/skid ball for a coordinated turn. That becomes problematic during a couple IFR approach when speeds may be varying (and trim requirements with it) and you're trying to keep...

RTFM.

Correct, that's on the map display. You can put both the PFD and MAP display on a single screen though, sharing space.

In my experience it can only be captured from below the glideslope.

I have the exact same setup in my 9A, 430W and HDX, and it flies both the procedure turn inbound and the missed holds just fine. You've got something amiss in your buttonology.

There are numerous tales of charging system problems with the RV12, I would not be too quick to assume the problem is in the Dynon hardware. You should visit the vans builders forum at vansairforce.com and search the RV12 threads there for electrical issues.

Cirrus has had the autoland feature for years, before Garmin released it. Just pull the red handle. You cannot let technology do everything.

You can enter the setup menu and change them there - but Dynon has not implemented any sort of warning or alert to pop up when the times are reached, so for now it's kinda pointless to even have it.

The autopilot disconnect switch gets grounded to the aircraft ground to activate (thus disconnecting the autopilot). If you have a wire for one of the AP disconnect lines rubbing somewhere against the frame and occasionally shorting to ground, it would cause the symptoms you are seeing.

Correct. It's "diagnostic" for determining whats causing an equipment problem, not for normal operations by the user.

Can we have an alert or message on bootup to advise when one of the maintenance timers has expired, either on time or hours as selected? This has been discussed before, and we never really got an answer. Having a maintenance log is a good thing - but having a maintenance log with user-settable...

What type of aircraft is this on? Some aircraft manufacturers lock out parts of the Skyview software to prevent user changes or software updates with "non-approved" changes, and only the manufacturer can access those areas through a password. It sounds like you may be experiencing this.

I got a note from Dynon Support telling me that per the logs I sent, it appears the data is reaching the Skyview system and something is occurring within the Skyview hardware. They will prepare a new software version with extended logging capability for me to fly and try to pinpoint the problem...

All those points would be indicative of a problem with the 430W, which has never shown a fault. I've never lost satellite lock, never had a RAIM warning, never had it give a hint of trouble in the just-over-500 hours I've had in the panel. I have no evidence to indicate the problem is within the...