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So neither of the conflicting stories given by SA turned out to be true. Color me surprised.... /sarc ::)

This is me. I don't think I've ever looked at the visual indicator once yet beyond setting it up originally. When I'm close enough to critical AOA for it to start talking to me, my eyes are outside and staying there and I'm relying on my ears to tell me how much margin I have. For those that...

I'm also testing Beta hardware from Dynon, and it's making progress. If you are at a point where you have to make a decision today, then you have to use todays data to make a decision and nobody can change that. But there is progress being made. I am not at liberty to disclose how much...

The control panel is not needed for simplified (or advanced) autopilot work - but is highly desirable for IFR usage under the advanced autopilot control setup.

High quality coax is your friend here - it doesn't pay to save money on coax.

Perhaps it would help if you identified which files you are trying to access? Also the type of aircraft, what type of Dynon hardware, and is it S-LSA?

I'll second that - it would be nice if it retained the alert quantity data across power cycles, and use a fuel "fill" event to zero it out.

I believe on the canard types the forward canard will actually stall first and drop the nose so the main wing does not stall, correct? So the highest angle of attack will always be seen by the canard - can you put the pitot/AOA on the canard section? Or is your only option on the main wing?

Well, I never claimed it was good way - only that it was one way to do it!  ;) It's interesting that you say the AOA percentage does not approach 90's-100 during subsequent stalls, is that in exactly the same configuration as previously calibrated?

Just playing devils advocate here - you're on ILS final at 90 knots, you've got the IAS climb default set to 100 knots, you go missed at the MAP and hit the AP to climb out. Because you're less than the target airspeed the autopilot will now nose down until achieving the target airspeed. Quick...

If you want the warning of the impending stall to come a few knots earlier than it otherwise would, just do some standards stalls and note carefully the airspeed at which the aircraft ACTUALLY stalls - then run the AOA calibration routine and instead of performing a full actual stall, push the...

RTFM, and specifically the lack thereof on the part of many users, drives the engineer in me crazy.

Holy smokes! I'll print them and send them to you for only $100! 8-)

Excellent!

Don't be a tool. Just ignore it and let it go.

Re: Basic ADS-B question Skyview Unless you're in an area where it cannot be rebroadcast - because the traffic is not being seen by radar, such as low-level or in the mountains, or offshore.

Children, please. ADSB is just another tool to use, or not, as you see fit. If you like it, use it. If not, then not.

It's not a "Skyview" thing - it's an "aircraft" thing. Any aircraft, regardless of what instrumentation is installed, is subject to position error for both the pitot tube and static ports, and these errors need to be physically corrected.

Typically you'll need to correct for position errors at the static port, by moving it or changing its height relative to the aircraft surface it's mounted on, or adding air-dams forward or aft of the static port, to get it to minimize error across the range of airspeeds the aircraft will see. To...

The status wire does not vary its output as the pitot heat cycles on and off. The status wire simply tells you if the pitot heat SYSTEM is active, or not.