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Yes. As a backup, when I'm flying an approach with vertical guidance using the GPS-175, I'll program in the next waypoint's altitude and watch the cyan arc to see if it aligns with the next waypoint. One could use that with judicious adjusting of the vertical descent rate to keep from having to...

My advice to my customers is that if they want to fly approaches, they bite the bullet, purchase an approved navigator, and use THAT to drive the G3X. But in an emergency (and ONLY in an emergency), you use what you have. Hell - if I HAD to, I'd fly an approach using Foreflight on my iPhone and...

You would need a VOR antenna (and maybe GS, but usually GS can come from the VOR with a splitter) for the NAV-2000, and you'd need a place for the GPS antenna for the GPS-175. You can certainly run the cables for either/both but not install the antennae, if you can pick a good spot for them and...

An interesting question. I have Skyviews in my plane, but I've installed G3X full stack IFR panels in three customer's planes. I THINK that one can fly a full approach with vertical nav with only the G3X, but it is most certainly NOT an approved IFR navigator (and they're very clear to give you...

For enroute navigation under IFR, you don't need anything else. Dead Reckoning and Pilotage, with a handheld GPS as a backup, are perfectly legal for enroute. If you don't mind using old technology, a Val Avionics NAV-2000: https://www.valavionics.com/nav-2000.html is the cheapest way to make...

If you don't have an approved navigator (Garmin GSP-175 or the like) then as @airguy says, you can't do this. If you DO (as I do), then you just use the navigator as the navigation source, and the Skyview will follow the waypoints in it. But if you don't have one, then you'd have to input the...

It will depend on which of the AEC architectures you're using. If Z-14, you can feed from both buses through diodes to the single power input to the Skyview If Z-19, you can put the Skyview on the engine battery bus and just not turn on the engine battery solenoid master switch until after the...

Had you stated the information above in your first posting, I would probably have ignored you. But since the 250 gph sensor that I pointed you to (the FT-180) has a pressure drop of only 0.23 psi at a flow of 60 gph (50% more than you're looking for) and a pressure drop of only 0.92 psi at 120...

Why don't you explain your fuel system setup and what you're trying to do, and maybe you'll get an answer that's more to your liking. Just saying "the holes in the senders are too small" is a meaningless (and incorrect) claim, so more information would be useful in assisting you in your quest.

Ummm, then you're using the wrong sensor. Since the FT-90 can flow 125 gph and the FT-180 can flow 250 gph, either one will be more than adequate for your 40 gph required flow rate. Although the FT-60 can nominally flow >60 GPH, it's possible that your pump can't deal with the pressure drop that...

I'm not sure what engine you're running, but the FT-180 is good up to 250 GPH, which I'd imagine is good enough for almost any piston engine out there and many turboprops. You don't need two senders if you're under 250 GPH. https://iflyei.com/product/ft-180-fuel-flow-transducer/ and the FT-90...

Is that true? Does it just essentially set VS=0, or does it set Altitude=<here>? Never played with that much...

Yes. If you push the "up" or "down" arrows when at some altitude to start a climb or descent, and then push the opposite to set the VS to 0, you'll get what you're asking for. I've never tried to see if it's better in turbulence - the AP certainly has some instabilities when in moderate chop...

Oh - forgot to add - there are these: https://www.common-motor.com/posi-lock-blade-fuse-holder that don't have any wire at all, so you can just stick the Tefzel wire into them. Of course, they're still plastic/rubber themselves, so you still have the flammability issue to some extent. I have...

The ones I pointed to are completely adequate for aircraft. While the admonition to use Tefzel insulated wire rather than PVC insulated wire is an excellent general recommendation (I ONLY use Tefzel wire for wiring when I have a choice and the opportunity, due to the higher temperature rating...

Your log file is likely too large to email. Put the file in a dropbox/drive/box folder and email them a link to the file - they can download it.

AFAIK, there is none - you submit an error report to the support email, and then email them the log. I've been asking for a bug/error reporting DTS (Defect Tracking System) that's open to customers for .... 15 years now? No dice.

You asked about in-line fuse holders, but those are used only in situations where a fuse bus cannot be used. I'm partial to: https://bandc.com/product/fuse-holder-6-20-slot/ but there are many high quality fuse buses from Littlefuse and other MFGs, with varying features (included ground bus...

Not necessarily "inadequate", but certainly "sub-optimal". I don't. However, here are a number of articles regarding the use of fuses, by well-respected folks in the E-AB (and certified) world: From Jim Wolper, in "Aviation Safety" magazine...

So that's not how SSAs work. The analysis is of the whole SYSTEM. And in GA aircraft, we're generally shooting for a SYSTEM level catastrophic failure rate of less than 1 per 1M hours. So either each component of the system that has a failure rate of < 1/1M hours needs redundant backup, or the...