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I am not sure that you could decouple the battery sense in a similar way. But you might just try and use a general purpose diode, but it would have to be pointing from the battery to the EMS (which is the different direction of the diode that I used for the EarthX open collector status line)...

Do you have the EMS voltage sensor wired before the master solenoid? If this is the case then this voltage may be the result of feedback through the EMS, just like I had when I connected the EarthX battery status wire directly to the EMS

The default setup for the Dynon connects the RPM input simply to the magneto P-leads so there is no 'real sensor', but for different engine types any pulse generating sensor (or engine controller, that generates one or more pulses per revolution) may be used, and these can be connected to the...

There are cases where the backup batteries age and eventually don't keep enough charge anymore. But that woudln't explain why this is only happening to the primary display battery even when swapping the batteries. During the build of my second plane the Dynon's sat unused for a very long time...

There is a difference between the pressure sensors and fuel flow sensors. When pressure sensors are removed they don't produce the analog input value and the Dynon display can report this as a invalid value so the widget can be crossed out. For the fuel flow sensors, the sensor output gives a...

You could check in the setup menu the battery status display and verify what the reported voltage is on the backup battery and whether the Dynon reports charging the backup battery during flight (or on the ground when you aircraft battery is being charged, so at a high enough voltage), to allow...

Also within a 'fiberglass plane', you will have to take care of the antenna gound-plane requirement , but since you mentioned that I assume you have created one of the appropriate size. For the metal airplanes this is very simple, but it takes a little thought for fiberglass constructions

With several hours to go my desire would be to land at an airport and reconfigure, I would think. My missions don't have airports that far apart

Yes, but that is a tradeoff every pilot has to make, once you switch off the audio from Dynon then you won't receive any alarm audio anymore, that may result in it's own consequences. If you would change the configuration in flight (take the offending EGT out of the configuration) then you could...

Correct, assuming that the PMA8000B doesn't have a stereo unswitched input. The Dynon 'warning' left and right outputs are just tied together, this doesn't cause any problem for these outputs. You connect these two wires together to an Unswitched input Hi. In addition you might want to connect...

Note that the signal from the external dimmer know is clearly an analog voltage, which can't drive any current, this goes to the dim input on the Dynon display pin 25. Then there is the DIMMEr out put pin 26 that is referred above, this is a pulse width modulated signal with an open collector...

Yes, you read the manual correctly

There are a number of EMS inputs that have very specific functions like the fuel-flow sensor pulse inputs, the 30 V inputs, rpm inputs etc. But basically each of the A, B and C category inputs may be swapped, between the specific sensor functions (meaning you can freely swap between any A type...

Please leave pollitics out of this website

Is this possibly happening because you specified the flap extensions as negative numbers where for normal cases (like a Chessna 172) a flap extension is just specified as a 30 flap degree extension?

The calibration procedure for the servo will set the actually used travel for any servo. Note that if you use the outer most hole that the available force is much lower

But if you still get the same reading without the sensor connected then it would point at the EMS input channel as the source

But if there is any concern with the ground wiring that provides the reference value for this measurement then adding/changing to pin 2 would show exactly the same behavior as pin 1. Maybe first verifying with an external meter if the current pin 1 wiring and one of the ground wires on the EMS...

Especially when you have valleys as shown in the example above, the wind at altitude is a very bad preductor of the wind in the vallys, so the glide ring may suggest that there are options that really don't exist. Doing a true prediction of the options within glide range would require much more...