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"Hi. We're from the FAA and we're here to help."

I would strongly suspect the phone is giving you some type of alert - try a flight without it, or in airplane mode.

Have you done the zero-airspeed calibration routine?

For what it's worth, I use the Sandisk Cruzer 16GB sticks, never had a problem with them, including with the latest software. USB sticks are pretty much commodity-priced at this point, you might want to find one that works and stick with it.

I've got a 172 waiting for the Dynon STC but your Dallas-based installer is not yet giving any slots. We'll be at Oshkosh hoping for a sign-up sheet...

"not as comprehensive in coverage" - that's an understatement! Out here in flyover country you can forget about it unless you want to head to the "big city".

You could install a toroid on the power/ground to filter the high frequencies as well.

Upgrade to the new 472 model in place of the 470 and load the new software.

So neither of the conflicting stories given by SA turned out to be true. Color me surprised.... /sarc ::)

This is me. I don't think I've ever looked at the visual indicator once yet beyond setting it up originally. When I'm close enough to critical AOA for it to start talking to me, my eyes are outside and staying there and I'm relying on my ears to tell me how much margin I have. For those that...

I'm also testing Beta hardware from Dynon, and it's making progress. If you are at a point where you have to make a decision today, then you have to use todays data to make a decision and nobody can change that. But there is progress being made. I am not at liberty to disclose how much...

The control panel is not needed for simplified (or advanced) autopilot work - but is highly desirable for IFR usage under the advanced autopilot control setup.

High quality coax is your friend here - it doesn't pay to save money on coax.

Perhaps it would help if you identified which files you are trying to access? Also the type of aircraft, what type of Dynon hardware, and is it S-LSA?

I'll second that - it would be nice if it retained the alert quantity data across power cycles, and use a fuel "fill" event to zero it out.

I believe on the canard types the forward canard will actually stall first and drop the nose so the main wing does not stall, correct? So the highest angle of attack will always be seen by the canard - can you put the pitot/AOA on the canard section? Or is your only option on the main wing?

Well, I never claimed it was good way - only that it was one way to do it!  ;) It's interesting that you say the AOA percentage does not approach 90's-100 during subsequent stalls, is that in exactly the same configuration as previously calibrated?

Just playing devils advocate here - you're on ILS final at 90 knots, you've got the IAS climb default set to 100 knots, you go missed at the MAP and hit the AP to climb out. Because you're less than the target airspeed the autopilot will now nose down until achieving the target airspeed. Quick...

If you want the warning of the impending stall to come a few knots earlier than it otherwise would, just do some standards stalls and note carefully the airspeed at which the aircraft ACTUALLY stalls - then run the AOA calibration routine and instead of performing a full actual stall, push the...

RTFM, and specifically the lack thereof on the part of many users, drives the engineer in me crazy.