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Please be very specific here - NO VOLTAGE shown, or it gave you an error saying the voltage didn't change enough to be usable? Two very different scenarios.

When something goes wrong with Skyview your FIRST reaction, always, in all cases, should be to download the diagnostic file. It takes about 5 minutes and costs you nothing but the time to do so. 9 times out of 10, sending that file to Dynon will get you an explanation of exactly what failed and...

For what it's worth, I keep my servo torque set at 100%. The whirring or buzzing noise you refer to is the servo stepper motor holding position and is normal. If you had your ear right next to the servo in flight you would hear it then too - but there is too much ambient noise.

And you definitely want to use that option to make sure they are the same source, or things get very confusing.

The ADSB signal is transmitted through multiple miles of air - a layer of fiberglass is not going to matter. EDIT - fiberglass is not going to matter - unless you have it covered with a metallic-pigment paint.

I'm running one Dynon comm and one Avidyne, and I can't tell any difference at all in transmit/receive range between the two. I've never had any trouble reaching out 60+ miles.

Agreed, no need for a whisky compass, you've got it on the screen.

Depends on which one is suffering the problem. If ATC is saying they cannot see your ADSB, then your transponder is the problem. If you cannot receive ADSB IN (traffic and weather) then it's your ADSB receiver antenna.

The only time I've had to do re-do a fuel calibration was upgrading from Skyview Classic to Skyview HDX.

When we put the full Dynon STC in our 172R, we dropped a total of 37 pounds from the airplane.

If you have a good antenna and coax, that extra wattage really is meaningless. If you need that extra wattage to gain acceptable performance, antenna and coax is a much easier fix than a new radio. Dynon will be at Sun and Fun next week with a display, drop by and ask.

Two different issues here - ATC saying your ADSB is having an issue means you need to look at your transponder, the issue is there. They are seeing the "output" of your airplane from your transponder carrying your ADSB information out to the world. Traffic cutting out is on the "inbound" side...

If it's sheared, it may well move with the stick until/unless force is applied to the control surfaces, resulting in torque at the shaft which the shear screw normally resists. Try turning on the autopilot (sitting on the ground) in "level" mode and try to move the control surfaces yourself - or...

Yes, you need to pull a diagnostic file and talk to Support.

We did that with our 172R model a few years ago - you'll love it!

Emphasized portion there - not an ATC clearance, but an operations standard, and apparently only applicable on oceanic tracks. Makes good sense in that scenario I guess, the aircraft is off-radar anyway, more freedom to "operate as appropriate".

Been flying for 25 years, I've never heard that clearance. YMMV.

Same - with my Avidyne 440, it won't get a position in the hangar but my Skyview will.

Agreed on all points. I'm running an Avidyne 440 for IFR, but the Dynon approach plates from Seattle Avionics with georeferenced positioning would allow in a pinch to fly the lateral limits, and just fly step-down altitudes. Wouldn't be pretty but it would work.

This is a slippery slope, providing the ability to shoot an approach without a certified receiver. I get it that people want it, and the device is capable of doing it, but I also see this is ripe for abuse. Barring a ramp check, which is pretty uncommon, nothing stops a pilot from flying...