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Yes - there is only one sensor wire TO the Dynon EMS. But there's a + and - wire to the other two wires of the sensor - otherwise, it wouldn't get a voltage input to the EMS. So if you swap the + and - wires, the polarity will change. But I still think that this can be done purely in calibration...

Maybe I'm missing something, but assuming that you're using Ray Allen potentiometers (position sensors) for the input, either re-calibrate in the EMS hardware calibration menu, or just swap the + and - wires into the sensor - then the voltage readings will be reversed (you might ned to...

Other than that, though, it's great!

And yet the first line of Rev. AO in the Revision Block states (as does the one for Rev. AN) that it's for version 16.5, not 16.6. Sigh. Makes me wonder about whether anyone's proofreading these things. The same error is in the published Rev. AO.

They're not "wrong". They're just measuring something different than GPS altitude, which is what matters in this case. Now, along with the relatively extreme baro setting, maybe there was a GPS anomaly in that area - the DD could have been screwing with something, or who knows what. That could...

You both realize, of course, that the altitude displayed in the first pic is the barometric altitude and that the terrain warning is based on GPS altitude, right? Because that's what's in the terrain database? And that with a barometer setting of an extremely high 30.45 in-Hg, it's not...

Well, with all due respect, I fly in the mountains all the time too, and there is exactly zero way for you to say categorically that the mountain off to your left is "clearly still above you". In mountainous terrain, there is no "horizon", so you don't know what's at your level, what's above...

The easiest way it to swap the two sensor leads on the shunt. Assuming you're reading BUS usage, you can't ever get current coming OUT of the bus, so the polarity can't ever change.

You didn't say how often this happens or how regularly, but if after cleaning/buffing it stopped happening, then you may have found the root cause. Well, if it was alternator output, that would USUALLY show up as a positive number (but not always - depends completely on configuration). If it...

So in order to determine what might be going on, the first question to ask is "What is the Ammeter Measuring"? There are usually three possibilities: Alternator Output Bus Current Usage Battery Current In/Out (sans starter current) Without knowing what the ammeter is measuring (IOW, where in...

You don't say what the "problem" is, or what has changed. You don't say how your ammeter shunt is wired into your system, and what it's measuring - is it: Alternator output Bus current usage Battery in/out current Until all of these questions are answered, there's no way to know if there even...

For VFR flying, ADAHRS failures are a Minor failure. For IFR/IMC, they are a Major failure (and I use "Minor" and "Major" in the System Safety Analysis meaning, determined by severity of the failure). You don't note what type of "independent back up" you have, but this is why having two ADAHRSs...

Yeah, but only if it's getting pulses (even synthetic ones) on pin 14. I have an SDS FI system, and the output from the SDS goes to pin 14. I assume that the 350iS has some sort of FF output from its FADEC system. If you haven't connected that, there's your problem.

Do you actually think that the bot writers don't have the ability to parse "at" in place of "@"? That accomplishes nothing... Maybe 20 years ago it helped, but that ship has sailed.

I think that you're being a bit dramatic, no, Ken? The Skyview database has all the VOR/LOC/ILS/GPS fixes in it - they're available as names - no need to "program" IFR waypoints by hand/LAT/LON. I just tested it on my system. Let's take the ILS/LOC 30R into KBFL for example, or the RNAV 30R...

And that was the crux of the OP's question - assume an emergency has been declared, and then use the Skyview (or Foreflight, or whatever) to land safely. The question was, what are the exact steps to DO that. And he proposed those steps for using the capabilities of the Skyview - do you have...

OK, sure - agree 100%. Now, I have only a Garmin 175 navigator in my plane - no VOR, etc. So let's say the 175 goes TU about 10 minutes before reaching my intended destination. I declare an emergency and talk to ATC. They can vector me anywhere if I'm in radar coverage (there are many places...

What does this mean? If you trim for a particular IAS, and then engage the A/P to hold altitude, there's only one pitch attitude that will accomplish this. How could the plane possibly be flying at a different AOA at the same IAS as before, with no changes to the airframe?

While it may certainly be an instrumentation issue, and doing what Ken suggests is a way to isolate it to that, if the problem doesn't follow the probe or the wire, then either there's something wrong with the D-180 itself but only for Cyl. #3 (which would be extremely unlikely), or (far more...

You posted this in the Experimental and LSA section of the forum - how are you "stuck" with the TT? Why? What advantage does that confer? How does that change what the airplane does?