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Not a good one - remove it from the line and you can flush fluid through it backward to try and dislodge anything in there - blow through it by mouth and you should hear the turbine spin. The manaufacturer says not to blow compressed air through it as you can damage the turbine.

Your "pulses" are either generated by a fuel flow sensor, or by an engine computer telling the injectors to fire. Which one do you have?

And an accountability issue for the FAA - without the N-number being broadcast by the transponder, they won't be able to enact "User Fees" for airspace use, which seems to be the way we are headed.

For point #1, if your aircraft is not already pointed directly at the "direct-to" target, then Skyview knows the airplane will have to perform a turn to get to the correct heading. It will offset the starting point of the direct-to route by a calculated distance based on your speed to allow the...

If you have dual screens, the software most be updated on both screens to the same version, separately. They will not share the software update between them when you load it on one screen. Load the update on the other screen and I'll wager your problem disappears.

You didn't mention what type of flow sensor you have - if it's the common FT-60 "red cube" then it has a turbine inside that spins with the fuel flow, and an optical pickup to send pulses to the EMS box. The turbine could be jammed and not moving (it will still let the fuel flow through) or -...

"In SA, data manage YOU!"

If you have any voids (air or fuel vapor bubbles) in the fuel system downstream of the pumps, this may in fact be legitimate behavior as far as the flow transmitter can tell. Those voids would act like a pressure reservoir, and it would take a couple seconds to fill or empty that void area as...

No, not the K-factor - this is a value that you can tweak in the sensor definition file (.SFG file extension). This tells Skyview how any individual sensor works, and how to interpret the data from that sensor and display it. There is a value there called "Shift of X" where X is a number, used...

When you go into the setup menus for the sensor setup, you can select how much filtering is done for the income data to smooth it - this an averaging technique that prevents very jittery data and gives a smoother output. Sometimes you want that (like a fuel level sensor) and sometimes you don't...

If you only fly in your local area on a regular basis, that works. Some folks, myself included, may jump up on short notice and make an 1700nm cross-country just for grins to go share a beer with somebody you haven't seen in a while.. I know, because I'm doing exactly that in 2 days. My airplane...

I've had the Sandisk USB problems on 8GB and 16GB sticks, switched over the Kingston a while ago and I'm not having any further problems. I'm running 32GB sticks now, because with full US VFR and IFR (low and high) charts, it really is at the 16GB limit and there is no further room on the stick...

The glideslope to the ARINC 429 comes from two different sides of the navigator with separate wiring - there is a GPS side and a radio NAV side - if you are getting one but not the other, that's a hint for where to look.

I had a similar situation with my 430W (which has identical pinout and wiring to the IFD440) and my HDX. Turned out to be a broken wire from the GPS side of the unit, wasn't giving the GS to the ARINC 429. Once I found and fixed that, it works fine.

Civil Air Patrol now has aircraft with Dynon HDX panels installed? Which group?

As the popular GPS approaches continue to be added, much faster than ILS or VOR approaches are removed, the total amount of data will rise due to more approaches being available. I can't imagine the file size on the VFR/IFR sectionals themselves has changed much, but approach plates are...

A second bearing or waypoint has to be provided from a second receiver - such as Garmin 430W or Avidyne IFD 440 or similar. This new device would be Nav2 or GPS2 bearing pointers with the data being fed to the Skyview through the ARINC 429 device. This is also the only way to fly a legal IFR...

There is a "User data log" file you can export that is in Excel spreadsheet form and not encrypted. One of the output columns is alert notices.

Do the EFIS parameters show up prior to cranking the engine, and then come up with red crosses after cranking? If so, that's probably voltage drop associated with the starter causing that - and that can be fixed. First thing is to identify the problem that is causing the symptom.

As David said, fly with it a while and I think you'll come to like the audio AOA more than the visual. I don't think I've even looked at my visual AOA once in the last 500 hours now, using the audio is so much better. Not sure what you're dealing with on the altimeter adjustment, maybe it's an...