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I'm struggling to get the correct resistor value for my IO-540-D4A5. Initially I used 30K, but I got spurious prop overspeed alarms, so I wired in a trimmer potentiometer, accessible in flight. I can eliminate the spurious overspeed warnings, but now I get spurious dropouts in the rpm...

I'm not ready to return the screen. It's happened twice in perhaps 50 cycles, but a lot of this is system configuration and debugging. Now that I'm flying, I will take notice if it continues. Oddly, I had a primary GPS failure today. I had momentarily switched off the master after booting...

I'm running version 7, but the previous incident was 6.x. Vern

Today, it happened again. The Dynon splash screen became rainbow colored, then the system rebooted, new splash, bootlog and normal start up. On shut down from this state, it did not revert to battery power, it just shut down. Yesterday, it powered up but did not find the pitch servo...

Thanks, my readout is now "BTDC PSI" rather than "BTDC VOLTS". Neither makes sense, but PSI is at least closer to the principal of timing advance based on air pressure. Vern

I have defined a Degree-Volts function that takes the output of my ignition controller which provides 10 mV per degree of timing advance. This function displays properly on my engine screen.  It normally reads 0 with the ignition off, 20 (degrees) with the ignition on, and varies with timing...

Do all of the SV mapping features work if I use the Jep or Pocket FMS aviation databases? My first assumption is that it would, but never assume. Thanks, Vern

So playing MP3 files is out of the question, too? ;). Actually, the issue is not really viewing pdf files, it's a convenient way for viewing the manuals. These could be encoded in a much simpler format for this purpose. Just to be clear, they do not have to be stored in internal memory, just...

Here's the issue: I'm limited to 7.5 A on my charging circuit and I have an aft battery that's not easily accessible to connect a higher capacity charger. My charging circuit was designed only for light-duty battery charging and not for powering up the panel. Hence I need a more convenient...

Here' a method using a fusion of some borrowed ideas and the capabilities of SV. It provides immediate results without crunching a lot of data: 1) Pick an altitude and heading, stabilize speed and engage the TRK+ALT on the autopilot. 2) Note the heading of the calculated winds and turn to that...

OK, let's face it.  Charging the SV backup battery is a problem.  We have two choices: 1) Fly the aircraft for several hours (I'm over 5 hours and it's still not fully charged). 2) Put a large capacity battery charger on the aircraft battery, turn on the Master Bus and come back in up to 4...

It would be very handy to be able to display the install guide and user's guide pdf files on the SV screens. Would simplify installation and debug... and could even be used for (gasp) checklists. For the time being, they could be stored on the thumb drive, but internally would be beneficial...

You can't directly input to the EMS with a 12V signal.  The work around is to use a series diode (1N4148, 1N4007 etc.) to allow the signal to pull down the Dynon input, but not drive it high.  It will pulled up to 5V internally. I've done this with signals that drive annunciator lamps to 12V as...

Thanks for the suggestions. Right now, I am taking the feed from a Van's dimmer module that also controls some annunciator lamps, backlight label strips and a compass backlight, so I'm stuck with the current behaviour. A dual wiper pot is a clever work-around for this. Unfortunately, I'm not...

I've configured the external dimmer for my SkyView. I've noticed that in a power-fail scenario (using battery power), the screen goes very dim. The root cause of this is that the external dimmer input voltage drops to zero during the power fail, and the SV senses this and goes to it's lowest...

Melted Shunt Base Today, I found my Shunt free-floating under my cowling. The plastic base had melted and the shunt attachment screws had pulled through. It was located more than 10 inches from any exhaust pipe, so I concluded that the plastic base is not the proper material for this...

Thinking through the problem usually gives you the answer. Emergency checklists should be in paper form. Not only a good idea, it's the law.

Be careful what you ask for. Checklists on an EFIS are ok for normal operations, but in emergencies such as an electrical fire, the EFIS is likely to be turned off. How about the pre-start checklist, when the EFIS is still booting up? Emergency checklists should always be in paper form...

Yes a bit ocd, but if a feature is implemented, why not do it right? Just rename it to Air Time and the confusion is eliminated.

Nope, you are just confirming that Dynon's interpretation is contrary to common usage. Dynon's "Flight" time is called "Air" time by ICAO Dynon does not provide the equivalent of the ICAO "Flight" time, but Hobbs time is close and is commonly used.