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This sounds like great news - I've got a 430W in my panel now for IFR nav, and I intend to continue flying with that until Dynon comes out with theirs - and if that's 5-6 years away that's fine with me, the 430W does what I need for now.

Not likely - your best bet is to post a "want-to-buy" on the experimental aircraft forums of your choice, and pick one up from someone trading up to a 472. You'll have to offer more for the trade-in value than Dynon does, though.

The online Dynon store says it's "Out Of Stock".... Dynon - care to comment on this? Anything you can share at this time?

Dynon - I've got your gear in my panel and I'm not changing, but your failure to issue the documentation for 15.1, and now 15.2, does not look good. Just look at what is going on with Navworx right now for a good example of what happens to a company that will not talk to their customers or...

Another +1 here. I would never use it, I zoom in for details.

Ahhh - that explains a few things...

I don't expect a new Nav radio solution - I'm hoping for a certified GPS receiver.

Valid point - we have that capability today - it's called "charter". Tell 'em where to go, get in, set down, no thinking required. Best way to do it.

Agreed. This just opens to door to people tuning out and not paying attention, and then dying when something goes wrong because they are incapable of stepping in.

Do we dare hope that "Currently" might mean this is a temporary situation?

Or even a pin that is infrequently used or changed during flight. I use my Pitot Heat talkback for an event marker, that gets logged in the data file.

145 hours in my RV-9A FWF with no problems.

You're out of line here. If they have a feature you don't like, then don't use it. I personally don't like the HITS feature, I turned it off. I did *NOT* go onto Dynon's support forums and badmouth them for including it, I just turned it off.

Are you saying that one screen with its backup battery tested OK, and the other screen with its own backup battery does not? You have 2 screens and 2 backup batteries?

The way the signal slopes with altitude and then reverses with altitude makes me think it a tank-related issue, perhaps temperature related as you climb into cooler air with the warmer fuel in the tank, or pressure related if the tank is not venting properly. Mechanical stresses induced by...

Aaahhhh - now that is an interesting little tidbit that I missed in the manual. I'm going to add a line to my annual condition inspection checklist to perform the zero-airspeed calibration now, thanks for the explanation!

Agreed on this one. I think I would prefer to have the aircraft do what I tell it to, in all things, and perhaps give me a warning if there is a conflict. In this case if I'm at 7500 and set the altitude bug to 9500 and select a descent, I want the airplane to descend - but I would also like it...

I have not had to adjust my squelch from the original factory setting in my plane, but I have seen one interesting thing that might shed a little light on the issue. I have noticed that the Dynon Comm will occasionally have a spotty squelch break like you are describing only at higher...

Right, ideally I would use the airspeed switch and DPDT relay to send power to the wig-wag module for high airspeed, or direct to the LED landing lights if low airspeed. The relay would operate 100% of the time based on airspeed but the lights would only be powered when I select the landing...

I don't, but that's part of why I was asking Dynon for it - for competitive parity! ;)