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I'd strongly suggest that you read "The Aeroelectric Connection", by Bob Nuckolls. Also, having worked in the aerospace industry for the past 20 years, I'm intimately familiar with the "NIH" and "That's the way we've always done things here" attitudes that are prevalent. Except in very few...

The data might be a bit old, but per MIL Handbook MIL-HDBK-217F (Reliability Prediction of Electronic Equipment), the failure rate of single circuit CBs NOT used as a switch in an airborne, manned environment is approximately 2 * 10e-6, or 2 per every million hours. Fuses, on the other hand...

This is an excellent point, and is a VERY strong argument for only ever having one component for each CB/fuse, and conversely having one fuse/CB for every component (sometimes it's not possible, but that's pretty rare). And THAT's an argument for fuses, which are a lot cheaper and simpler and...

I'll start. "R"

Nope.

Traffic shows up on the 2D map, and it will show up as an icon on the main PFD screen as well (if you have it turned on for each).

Whether you have an AP head or not, did you not install a remote "Disconnect" switch, to the servos? That's the thing that you're apparently missing. If you really don't want one for some reason, you could always install one temporarily to the servos just for the calibration (but I strongly...

Didja read post #4?

One exception - per 91.215(c), if you're in uncontrolled airspace (Class G) that is not part of the airspace defined in 91.215(b), you do not need to have your transponder turned on even if you have an operable one in the plane. So depending upon where you are, you MAY be allowed to turn your...

I agree with everything you said. I think the OP was mostly questioning why (if it is) the Dynon AP seems to him to be doing something different than the previous TT AP. I'm not convinced that it is, but _IF_, for some reason, the TT AP kept him on or above the GS on the approach (two red, two...

I believe the answer is yes, as with LOC approaches, as long as you don't drop below the altitude for the next fix. This is the most interesting point to me. The 430W is what's providing the vertical guidance (showing LNAV+V) - NOT the Skyview (or TruTrak). Either AP is just following the glide...

I'd call it the same thing that Dynon calls it - a Skyview Network Cable. It is an unpublished proprietary network protocol. Canbus is a very specific thing, and the Dynon network isn't that.

Dynon does not use a CANBUS. Garmin does.

Crap. You're right - that's what happens when you go from memory. Thanks for the correction. Apparently he's been flying at 83% of whatever the RPM is set to for Tach. Sigh - don't get old.

It does if your cruise RPM, as set in the engine setup, is set to about 83% or the redline setting for your engine (assuming also that THAT's set up correctly). Check your user manual for "Tach Time". It's likely that there are slight differences in the standalone OP switch and the 15 psi limit...

No. The user guide is pretty clear in the "User Waypoint" section that you can only create User Waypoints using Lat/Long. There are no other choices. Of course, using Google Maps, Foreflight, or some other mapping software, one can easily determine the Lat/Long of anyplace on earth for input.

Maybe, maybe not, but why would you choose to inconvenience the the folks that you're asking for help, rather than take the few seconds required to make your questions and comments more legible?

Well, sticking my nose in here, "RTM" would certainly have been more appropriate than including the "F", which definitely is somewhat condescending. On the other hand, many people do NOT "RTM" before asking simple, obvious questions, and for those folks who take the time to try to help those...

As @airguy says, with dual screens, it's fairly simple to maintain attitude, location, weather and traffic situational awareness. On the left screen (pilot side) I have PFD and approach plate, along with bottom engine band. On the right screen, I have map and engine, 1/2 and 1/2. So I get...

No to both, sadly.