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And on this point, we agree - there are better ways for that. Your statement was worded to indicate an overbroad application however, in my opinion. For my own purposes, my aircraft is electrically dependent for continued engine power as well as nav - so I have a redundant power generating...

Your illustration of the twin with sudden and total power failure is a red herring Carl, and I suspect you know that. The crew had a dead battery, jump started it and took off - AGAINST the operating procedure for that aircraft. Both alternators may have been operating at takeoff, but the gear...

Depends on the failure. Historically alternators are much more likely to fail in flight than a battery. A dead battery is found prior to flight - whereas alternators tend to die during flight. One or two batteries as your heart desires simply defines your ability to continue flight without an...

Correct, either the ARINC is not powered up, or it is not talking to Skyview through its cable.

Does your installation use the capstan and cable, or the arm on the servo with a direct mechanical connection?

EMS screen layout editor - section 7 of the installation manual, which is available on the Dynon site if you don't have it. You will want to find the "CHT" widget and activate it to show on the screen, and move it to a place where you want it to live.

On the one hand I think it should be pilot responsibility - but my view is also influenced by the rarity with which I use it starting at FL180. For the lower transition altitude parts of the world, yes I think a user-selectable alarm to "Check Baro" when crossing a user-settable altitude point...

Not all countries start using Flight Levels like we do for Class Alpha airspace at 18,000 feet. Some start considerably lower than that.

There are upgraded buttons available that Dynon started supplying on the HDX series, you can contact them for a repair.

Someone at Dynon told you that the C model is not going to be covered? EVER? You mind telling us who said that? I understand it's dropped out of this particular Mooney development, that doesn't mean it's not going to happen. The autotrim module was supposed to be included in the Cessna approval...

You made choices based upon a product that was in research and development phase. Lots of things can happen in R&D, and almost all of them will tend towards longer and more expensive. If you want certainty, then stick with what is already released. If you choose to take a risk, then be mentally...

Of course, you could always try to build your own interface box to take the 3rd party datastream, parse it, and then reassemble it into the Dynon-expected format to hand to the Skyview. But the time, materials, testing and general aggravation that go with the debugging process there is worth a...

So the requirement in position accuracy is 100 meters - not the 10 that you are saying it should provide. So why again are you advocating that? Perhaps you are addressing the wrong audience with the 10 meter thing... maybe you should be convincing the FAA that their standards are insufficient.

And how much accuracy is the FAA requiring the device to maintain?

If someone else owns the airplane after me, it's because I'm dead - and at that point I'm going to completely fail to give a hoot about their problems. I didn't build it for them, I built it for me. Best of luck.

Your point about "best practice" is true and accurate - but that does not mean that it's the only way. Other things may work other than those proscribed by the good and holy "installation manual" - but they bear testing to confirm. My airplane has had this arrangement for 5 years and almost 800...

I remember one for the EMS units, to prevent RFI from wiggling some sensors like EGT/CHT, but I don't remember one for the display brightness. Might have been before my time, I picked up my hardware in 2014.

I'm guessing Dynon is smart enough not to play the "what if" game also. Read the manual, read the specs, draw your own conclusions and test your individual installation.

Part 91 much?

If you were asking me, it was simple - If I ever get to the point where the Dynon screens are operating on backup power in flight, I don't need the other screen. My airplane is set up for IFR ops - if I'm IFR and electrically normal, then I have my IFR navigator (which does NOT have it's own...