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The 650 is an IFR navigator, it should be feeding data directly into the ARINC-429 module and displaying on the Dynon HSI, and will drive the autopilot for a coupled approach as well. Are you receiving anything on the HSI from the 650? This is going to be completely separate from the basic...

Winding the power feed wire in a circle is not required to create a magnetic field that could throw off the compass reading, the heater itself in the probe will do that, and even a perfectly straight piece of wire carrying a DC current will do that. The only way to completely eliminate a field...

I'm running the Appareo in the 172, and full Dynon in my experimental. As noted above the cost of anything other than the -261 transponder will be much higher. How much money are you willing to spend to avoid making a blank plate for the panel?

There are two wires specifically for the VOR/ILS data from the 430W to the 429 ARINC. Channel A goes from pin 24 of the 4006 connector on the 430 to pin 22 on the ARINC, and channel B goes from pin 23 of the 4006 connector on the 430 to pin 10 on the ARINC. I know that the ILS data goes on...

It's not the first time the FAA has said one thing, and then later done another.

Are you receiving the Morse identifier on the 430W for the VOR?

Ahhh, yes, I misunderstood. That should do the trick.

If you have float sensors you're golden, as mentioned above. If you have capacitance senders, you're going to have difficulties - see my thread here on the Vans forum about that. http://www.vansairforce.com/community/showthread.php?t=148040

Yep, it really is that simple, on both questions. It's as close to "plug and play" as you can get.

I see this from a little different perspective - and I certainly hope Dynon is driving the ship this direction - and I'll say up front I have absolutely zero knowledge of what Dynon is doing here. With the STC to install the Skyview system in certificated aircraft, all the "other stuff" is...

Agreed, that sounds like the most likely culprit - a bad sense wire connection either at the shunt itself or the EMS connection.

To my knowledge, that is not legal in the US.

So you've got two alternators, with their output B-leads joining together at the shunt, and then a main B-lead breaker AFTER the shunt? That won't protect you. If one of the alternators shorts out, battery current will surge backward and trip the breaker(s) on both of them, because they are both...

Only if you want to use it for IFR navigation. The current Dynon suite does not allow for IFR use, you need to have a certified IFR receiver. That means spending approximately one metric sh&t-ton of dollars on product testing, development, and documentation. An older Garmin 430W will do just...

It certainly would indeed. It occurs to me that Dynon has their label on nearly every component that belongs in an instrument panel EXCEPT that one, and it's a glaring omission. One can certainly hope that there is quiet work going on in a back corner that is not being talked about (yet).

Using the same shunt is fine - but you should have separate ANL-type (or equivalent) fuses on each B-lead prior to joining them at the shunt so that a single shorted alternator does not take them both out.

To expand just a bit on that - the IFR-certified navigator is required to be able to export HSI/GS information to the ARINC module, which will display it on the Skyview screen and allow the autopilot to couple with approaches from the certified navigator.

You are ENGAGING the autopilot prior to takeoff?

You can do it, certainly... I chose not to - because I want to have a "hard alert" on the failure of the primary, with Skyview giving me both a low voltage and high discharge amps alert that is guaranteed to get my attention. Then I will manually diagnose and bring the standby alternator...

I've had dozens of flights this summer with OAT in 100-105 F range, with the airplane heatsoaked on the ramp, and have not experienced any issue with the displays. I would suspect you have a poor connection somewhere on a cable that is being affected by the heat, rather than the display itself.