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To be perfectly clear - I have zero knowledge of anything Dynon is doing, or not doing, as far as producing a certified NAV receiver. Dynon has a long history of not talking about products at all until they are ready for release - and a large number of things that people ask for have not been...

Pretty much, yes. The FAA would need to review/approve the HDX and sprinkle it with magic FAA holy water and it will do just fine. That hasn't happened yet. The IFR and VFR navigation by GPS works the same way, it's just that to be approved for IFR you have to do a lot of continuous checking of...

Not without a certified NAV receiver to guide you. The HDX currently is not certified for IFR navigation, so you would need a certified IFR receiver to feed the navigation guidance signal to the HDX through an ARINC 429 box, then you can fly according to that data and be legal. The quality of...

The method mentioned by John above is probably the best way if you have limited space and don't have a compass rose - just taxi on a ramp area or fuel pump area and do the best you can. Then go fly - and do the airborne calibration which requires at least two 360-degree circles. In my experience...

I spent 3 years with dual 10" Classic and the last year and a half with HDX, and in my opinion yes it's absolutely worth the upgrade. I had reservations about it at first, but those have evaporated.

David you may know this - are the AP function values the same between the Skyview/D10? I'll be happy to share my values, but on the HDX it may not mean much.

Which update was this one - the current released two days ago or the one previous? I have had one occasion of this same problem a couple cycles back - but I updated 5 screens in three airplanes today with normal results.

Agreed - from your first photo, see the instructions on the screen - "ensure free range of motion" - that means hands and feet inside the car until the ride has come to a complete stop. Do nothing to interfere with the flight controls - see if they do their thing correctly.

The pitch response on the autopilot is, in my experience, nothing short of excellent on both an RV9A and a Cessna 172. Please post what your aircraft type is and what your settings are, we'll try to help.

Dynon actually doesn't monitor their own forums much at all - which many folks are surprised to hear. And yes, there are good things in the pipeline, some of which I know about and can't speak of, others that I'm certain exist but I don't know about. They will release it when it's ready, and no...

Certainly not necessary - more of a "want-to" than a "need-to", like the 540 over the 440. I fly a lot of IFR and wanted to have redundant screens, and on my IFR checkride my examiner had me fail the left screen and hand-fly an approach from the right screen - quite an interesting experience...

I'm not a fan of the iPad in the cockpit due to visibility and temperature limitations in full sun. And I think you'll find that you use the larger Dynon screen for information much more than the IFD screen, so there's no point in paying for the larger 540 over the 440. That's my opinion only. I...

Not long ago a poster was asking them about when their next "lifetime subscription" offering would be held, and Steve Podradchick said "That won't be happening again." Now we know why. Glad I got mine when I did...

You know better. It's just a question of when, and how much.

Interesting question - the documentation does not indicate....

Depends on what charts he wants - VFR only with the 50 states will work fine on a 16GB stick, if you want IFR approach plates and Hi/Lo enroute you'll need a 32GB.

Reference section 3 of the installation manual, specifically pages 3-9 for how to enter Setup Mode, and 3-16 for the Autopilot Setup menu. This will give you some diagnostic data about what is happening with the servos and the disconnect button.

Those are uplinked from the FAA - not a Skyview issue.

Could very easily be a ground issue on the engine. If there is any slight resistance on the ground path between the engine and the airframe (where the EMS is grounded) then as your alternator loads up and down responding to various electrical loads, the ground path from the engine to the...

You're preaching to the choir, but maybe others will read it. Even before I installed the SDS and the fuel rail, when I was still running mechanical injection on a modified Bendix RSA5 setup, I was running 91E10 in west Texas summertime heat with zero issues (including hot starts), and at...