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That's what I did with my RV9A - I wanted the tone hard solid about 3 knots above the break. I flew a set of stalls and noted the break airspeed, then did the calibration routine and "told it" the stall was about 3 knots faster. That 3 knots belongs to me as the pilot. I want to hear that sound...

Agree, that sounds like your weather layer - once it picks up local radar from ADSB towers around you, then it rolls off the default "not available" coloration to actual data.

I wired my shunt to read amps in/out of the battery only, AFTER the starter connection so it doesn't see the starter load. System voltage will tell me whether the alternator(s) are healthy, I have voltage alarms on the bus and current alarms on the shunt. If I'm running large amounts of current...

Where is your pitot tube installed? Is it close enough inboard to catch some occasional gust of wind from the prop during the 1700 rpm runup? If it does, then the system is doing exactly what it is supposed to do - if it sees a pressure pulse on the pitot that registers as 40+ knots, it thinks...

Autopilot status is shown in the top left eyebrow of the HDX, what are you seeing there? A picture might be helpful.

Ain't no replacement for RTFM.

Dynon will not accept an ARM command for the VNAV until the glideslope indicator appears on the screen.

There is a setting to inhibit the AOA alerts below a certain airspeed to avoid this - I have mine set for 40 knots.

Agreed. That's the way I have mine set. On a glideslope "up" means up, "down" means down. Same with a localizer "left" and "right". It's about the net effect, not the particular piece of hardware.

Historically it's been only one set to start the calibration routine no matter how many stalls you do, not sure if that changed for 16.6.0

Use USB sticks no larger than 32GB, must have FAT32 formatting.

As Skysailor says - that's the way Skyview works - but Skyview will want a particular intercept angle to join. If your HDG selection gives a relatively shallow intercept angle, when Skyview switches from HDG to NAV you may actually see it turn you in toward the localizer at a steeper angle...

When you are within range of the final course, NAV will grab it and intercept at it's own calculated angle. When you are further away, it will hold the heading/track value until it gets within a certain distance of the final course, then it will grab it and intercept at its calculated angle. In...

Pull a diagnostic file and send it to Dynon for them to review - that will give the information they need to diagnose the problem.

You're looking for a timer for the fuel remaining in each tank? That's going to be highly variable depending on your fuel burn rate, not really dependable.

Assuming you have an older EMS unit, there is a filter they can install on them to limit this effect. Newer units ship with the filter already installed.

The fact that it only happens in flight points to vibration as a root cause - likely to be a loose connection somewhere. Pull a set of user data and go look at the reading for the ammeter in there, see if that gives you any kind of clue. It could be a false indication (like a connection to the...

Agreed - I'm in the same boat with you - but in the actual event, if you chose to declare an emergency and follow this route, and a VFR airport existed within your fuel limitations, you might still get called on the carpet with the FAA for not pursuing the non-emergency path. Not sure how that...

Might not be the shunt causing the problem. The alternator could be sensing a "low" voltage on the system and trying to put out maximum effort to bring the voltage up - is your alternator internally or externally regulated?

I hope you are referring to a VFR approach here - flying a true "approach" should have your eyes inside only, until you break out or hit minimums.