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Are you talking about a certified aircraft or experimental? Which airplane? You're asking a lot of questions but not giving any data to work with. You've already declared that you're not going to install Dynon equipment, but yet you're demanding answers about it and trying to get Dynon to change...

Me neither....

You said - The cost to purchase the AP and the installation of it drives cost of entry up probably around 10 -12k dollars. Admittedly, this is reasonable for an AP, but remember this is atop the 13k + install one would be spending to get the Sky view. Skyview, whether the Classic, Touch, or...

Hit the "Direct-to" button, then enter the identifier that you named your user waypoint, then hit Direct-to again.

Which piece of hardware are you looking for an update to?

I've been flying IFR (quite a lot of it actually) for just over a year now and I've decided to add them to my panel during the upcoming annual inspection downtime.

Pull a Diagnostic file and send it to Dynon - they'll be able to tell you.

Yep - you've got a wire shorting to ground somewhere. You've identified the culprit, that's the easy part - now you have to FIND and fix it. Good luck...

Send me a beta software build, I'll be happy to check it out.

In flight you will see a "soft key" labeled FPL, that is the key you would press to access that function.

The AP disconnect switch operates by grounding a wire to airframe ground momentarily via your pushbutton disconnect. If that wire is rubbing somewhere and has a bad spot in the insulation, and occasionally makes contact with the aircraft frame, the Skyview cannot tell the difference between that...

And I'm still waiting on the promised higher-sensitivity software build to find the bug.

You should be in ALT mode as you are taking the runway for takeoff. Then your transponder will constantly be sending your ALTitude out with your squawk code (1200 if VFR) all the time. When ATC asks you to IDENT, it basically means that you are in a jumble of other traffic on their screen and...

IDENT is a temporary condition - it's a right-now flash of hand-waving attention-getter on ATC's screen that only lasts a couple seconds and then the transponder returns to normal ops in its previous mode. What you're describing sounds like proper operation to me, other than operating in ALT...

As David noted above - or mount it on the wing close enough to the inspection cover that you can reach inside to the connections easily. In my installation I left a "service loop" of both tubing runs and the wiring so that I can pull the pitot head off the mast and drop it down vertically out of...

Yes, they will sync with each other automatically. You will not need two knob panels.

For which airplane?

Possible - but much more likely to be a wiring or pin problem. If you've confirmed those are good, then an internal fault becomes more likely and you'll need to discuss with Dynon tech support.

The amp measurement is a simple voltage input on two pins to the EMS - one on each side of the shunt. The shunt should be sized to have a voltage differential across it of 1 millivolt for each amp passing through the shunt. 7 amps = 7 millivolts, etc etc. The EMS will look at the voltage...

On the RPM, the 30k-ohm is a suggested starting spot, but some installation have needed more, as much as double that resistance, to get reliable results.