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I would make sure your shielding isn't carrying current. The shielding need to be bonded at only one end and are connected to a non-current carrying ground.

It's not an issue with Rotax ignition systems.

Great idea.

Great idea!

It would be nice to get some clarification from Dynon, as they said they got the FAA's ok for the GPS-250 until 2020.

When signing up it states "I will install Technical Standard Order (TSO)-certified ADS-B avionics on or after 10/12/2018; aircraft detected with ADS-B Version 2 avionics prior to this date are not eligible." It sounds like a SV-GPS-2020-only upgrade won't qualify, correct?

It sure would be nice, but I don't think the rules have changed. As noted in the first round, just adding the new GPS would not qualify. If you didn't have the xponder, then you could apply, as you would be buying the GPS and xponder. I hope someone can tell me I'm wrong, so I can sign up...

I would suggest trying an audio ground loop isolator in between the intercom and the iPod. It's only $8.99 on Amazon. http://a.co/d/8u7RBvJ

If it's an experimental aircraft, flying VFR, not on an IFR flight plan, why would that be illegal? You're not in the system and you're maintaining VFR.

It's completely Van's choice. The regulations for S-LSA give the manufacture control over this. They could say keep it up to date via Dynon, or they could say NO updates ever, or on a case-by-case basis. E-LSA, however, Van's (any anyone else) gets zero say. It's your experimental aircraft...

Only if it's an S-LSA.

Based on your reply, you have an oil system problem, not an instrument issue. As jakej stated, don't fly until this is resolved.

If you think it's a Dynon issue or sensor issue you need further testing. Remove the oil pressure sensor. Connect it to an air pressure regulator with an analog gauge. Begin applying shop air to the sensor by controlling the pressure with the regulator. The readings should match with the...

No, it's not. Mine is 2011 and ~800 hours.

Show me the pages on the autopilot yaw control? It's in the software. It's not in the documents. Show me the procedures in the manuals for static/pitot testing? It's now different compared to the out of date manuals you reference. I count roughly 50 changes from version 15 to version 15.2...

Indeed. At this point, some have bought new systems with no/incomplete documents linked to the software shipped with them. Others are running updated systems with out of date documentation. Further, why would any reasonable person suggest to "keep quiet" if there is a problem? Shameful...

Eyeballs don't cost $775 and if you think you're seeing traffic with your eyes as good as a ADS-B IN system (which functions), then you're fooling yourself. You seem to hold Dynon to a much lower standard then others. If you're a Dynon fan, you should be holding them to a very high standard...

Are you adding an additional alternator to your Rotax? I'm curious where you're going to find those extra 10 amps for the heated pitot.

Check the date on that! If that's the latest update, it's way out of date. I count 43 days. Too much to ask for an update? The problem is, what you describe is exactly how Dynon operates and has now for years. Each time, the customer suffers. Personally, I would like to see their behavior...

Is it a humm like noise, or a ear piercing like noise? I have suggestions on finding ground loops if that would help (Not sure if that's relevant to post).