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Ist, & easiest thing to do in these cases is to thoroughly check the servo shear screw.

ADSB OUT issues - in a word, no. The legacy Dynon units have no impact on the ADSB problem. I’d check the RS232 out from the 430 for continuity, also it should be a separate input to the Txpdr set as Garmin ADSB +. Also check that the 1.21k resistor in that line is not broken.

brennon - if your aircraft was a certified one then, yes, you most likely would have type specific settings however EAB aircraft can be wildly different in how they are built ( don’t ask how I know🙄) with issues like control friction & improper rigging In play here. Regardless of what you are...

Tommy, I need a clearer picture so will PM you.

Russell - whether the Op's issue was resolved or not will not resolve your situation, the best people to talk to is Dynon Support in this case. You have done everything reasonably to find the cause of the problem.

Crimped, correct ? did you give a gentle pull on the wires to confirm the pins are locked in place ? The wiring - premade or self made ? Separate power, 20 awg wire to the servos & not just connected using a Dynon SPL (splitter) harness ? Have to ask as we can't see the wiring & need to get...

No need to remove the unit ,yet. If you turn the master on & let the Dynon boot up, & then master off, does a 30 second countdown type message display on the Dynon ? If YES then you do have an internal battery. The other question still needs to be answered - how many volts is displayed on...

What type/brand of connectors are they ?

Maybe it’s just running off the internal battery, if one is fitted. What volts are being displayed when engine running ?

Sunfish - what I like about the Dynon ADSB IN is that it not only shows a ‘target’ is it also displays what height it’s above & below, what direction it’s moving in relation to you & if it’s climbing & descending, with arrows & some numbers on the display. On top of that it shows the call sign...

The Dynon generic Servo Mounting Kit has 1 in it.

FWIW- I've never seen any rpm fluctuations with the electronic ignitions eg LSE or P-Mags. Mechanical tach output (cable driven rpm) can be problematic & are unreliable IMO, I've had many customers say theirs under/over read by ~100 rpm, use a good tach tool to confirm that what the gauge shows...

In that case probably you'll only get good tach info from the LSE. How many hours on the slick ?

As an aside, for others reading this - If you have just 1 x P-Mag then all you need is the1 x tach output wire from it only (regardless of what # 2 ignition system is installed) for rpm display - you don't need 2 x tach outputs in that case & no need for resistors.

If it’s an EMS sensor then a simple low cost molex one should do. Mate-N-LOK Series, eg p/ n 1-480305-0.

FYI - you don’t need the resistors for LSE or P-Mags, which of those or other type do you have ?

Maybe the intercom was not on ?

Any particular reason why you went that high with the resistor value ? Except for the Lyc 540's Ive never seen the need to go above 30 K oHm for Lycomings or their clones.

I find the problem is usually with the connector between the probe & EGT/CHT loom, try re crimping those connections with a double jawed crimper & also spraying the connections with contact cleaner (I've known of some people, including A&P's use the cheaper automotive crimpers).

Maybe the Coriolis force is having an impact down under 😂