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Any suggestions where to put this button? The main menu on SKyView is full, so we'd have to move something from there, and if you were in any other menu (PFD, ENGINE, AP, TRANSPONDER, MAP, TOOLS) then you wouldn't have the button. Installations with more than one screen generally don't need...

The BARO "sync" feature comes from ADS-B IN. When you first boot up, we don't have any ADS-B data and it flows in over 5-10 minutes. So when you sync it, we may not have your local airport yet. You can check this by going to NRST and looking at WX. If we don't have the WX for your airport yet...

I'm not sure what action you are expecting here. If you press this theoretical BARO button, what happens? Just that one of the knobs becomes BARO for a few seconds?

If you're relying on GPS anyway for your DME, why not use a GPS overlay instead of VLOC?

A second screen is easy. Put it in the plane. Hook up the SkyView Network cable. DO NOT set the N number in the new screen. Leave it as DYNON. This allows it to be integrated into an already-configured system. On the OLD screen, go in and do a network config. Now your second screen will have...

Something like this doesn't exist. It would be pretty hard to make since the PC would need to know the configuration of your airplane (transponder, servos, # of screens, EMS modules, etc) for it to work right. As well as the software version and database versions on the SkyView.

Two simple answers: The GTN does not do enroute altitude planning. You can't tell it to be at XYZ at altitude ABC. It only gives vertical guidance on an approach. Garmin doesn't allow anyone to load flight plans into the GTN (they encrypt the communications). So we can't take a flight plan...

But I mean are you LOOKING at the airspeed when this happens. It only takes 20 knots indicated (.005 PSI), and it might be flickering. Every time we've seen this before, that's what it's been. Send us a video if you can.

Is your airspeed reading above zero when that happens? It thinks it's in flight if you have airspeed and cancels the timer. You may want to run a zero airspeed calibration if this is happening and check the pitot system for water.

There are two data log files, one is at the rate you select, and one is always at 16 times a second. The fast one is only the last 15 minutes. Are you looking at the right file?

When you changed the sensor type, you didn't give it a name. It warned you as you exited that the entry was incomplete and you keep saying yes. After you chose ROTAX as the type, you need to go to the right and select the name "OIL".

You will not get a DME when using the ILS or VOR from a 430. It doesn't have DME. You are allowed to use GPS as a DME, but you have to program the GPS to the waypoint you are using. It doesn't know you've tuned the AAA VOR, you have to tell it. This doesn't have anything to do with SkyView...

Anonymous mode is part of the TSO for UAT's (it's not something NavWorx invented). It's unfortunately not part of the TSO for a Mode-S transponder, so there's no legal way to implement it if you have a Mode-S transponder on the plane. The transponder TSO is from the 1970's when they didn't...

You mentioned you calibrated the analog gauge. When you did this, presumably with a pitot/static test set, what did SkyView read? Did you have a transponder encoder test run before first flight? If so, what did SkyView's altimeter do? As a note, 42 knots is an error you could easily get if...

Dynon uses a more sophisticated % power algorithm that factors in altitude, fuel flow, and LOP/ROP state, while AFS does not currently, so the discrepancy is expected.

There is not. Garmin uses a proprietary and encrypted format for ADS-B so there's no way for us to send data to it.

But note that they can only see aircraft with ADS-B OUT, not all aircraft. So while they saw each other, there's no ADS-B mandate down in Mexico so they wouldn't have seen any local aircraft, or even 90% of US aircraft that happened to be there.

The antenna goes in the middle of the ground plane. Your current ground plane is just extra weight, but it doesn't hurt. You need to make sure that the antenna is 60 mm or farther from the edge at the closest however. There is no interval above 120 or 130mm. Any bigger is a bit better, but not...

The whole point of ADS-B is that it's "broadcast" to everyone. While it takes an airplane to wake up a ground station, once one plane does, all planes can see traffic in that area. That's how all the portables like Stratus can advertise having "some" ADS-B traffic. So we end up seeing that lead...

Steve, The PTT wire does not need to be shielded. This is highly unlikely to be the issue.