Dynon Skyview Installation Guide

SkyView
System Installation Guide
This product is not approved for installation in type certificated aircraft
Document 101320-011, Revision L

For use with firmware version 4.0
August, 2012
Copyright © 2009-2012 by Dynon Avionics, Inc.
Permission to print this this manual is granted to third parties
Contact Information
Dynon Avionics, Inc.
st
19825 141 Place NE
Woodinville, WA 98072
Phone: (425) 402-0433 - 8:00 AM – 5:00 PM (Pacific Time) Monday – Friday
Dynon Technical Support available 7:00 AM–4:00 PM (Pacific Time) Monday – Friday
Email: [email protected]
Fax: (425) 984-1751
Dynon Avionics offers online sales, extensive support, and frequently updated information on its products via its
Internet sites:
www.dynonavionics.com –Dynon Avionics primary web site; including:
docs.dynonavionics.com – Current and archival documentation.
downloads.dynonavionics.com – Software downloads.
support.dynonavionics.com – Support resources.
store.dynonavionics.com – Dynon’s secure online store for purchasing all Dynon products 24 hours a day.
wiki.dynonavionics.com – Dynon’s Documentation Wiki provides enhanced, extended, frequently updated online
documentation contributed by Dynon employees and customers.
forum.dynonavionics.com – Dynon’s Internet forum where Dynon customers can interact with each other and
Dynon Avionics. A key feature of the forum is that it allows the exchange of diagrams, photos, and other types of
files.
newsletter.dynonavionics.com – Dynon’s email newsletter.
blog.dynonavionics.com – Dynon’s blog where you can find new and interesting Dynon-related content.
register.dynonavionics.com – Register your Dynon Avionics product.
license.dynonavionics.com – Redeem certificates for navigation mapping software, synthetic vision, and other
features for license codes that add new functionality to your SkyView system.
Copyright
2008-2012 Dynon Avionics, Inc. All rights reserved. No part of this manual may be reproduced, copied, transmitted, disseminated or stored in
any storage medium, for any purpose without the express written permission of Dynon Avionics. Dynon Avionics hereby grants permission to
download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for
personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice
and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited.
Information in this document is subject to change without notice. Dynon Avionics reserves the right to change or improve its products and to
make changes in the content without obligation to notify any person or organization of such changes. Visit the Dynon Avionics website
(www.dynonavionics.com) for current updates and supplemental information concerning the use and operation of this and other Dynon
Avionics products.
Limited Warranty
Dynon Avionics warrants this product to be free from defects in materials and workmanship for three years from date of shipment. Dynon
Avionics will, at its sole option, repair or replace any components that fail in normal use. Such repairs or replacement will be made at no charge
to the customer for parts or labor performed by Dynon Avionics. The customer is, however, responsible for any transportation cost and any
costs that are incurred while removing, reinstalling, or troubleshooting the product. This warranty does not cover failures due to abuse, misuse,
accident, improper installation or unauthorized alteration or repairs.
THE WARRANTIES AND REMEDIES CONTAINED HEREIN ARE EXCLUSIVE, AND IN LIEU OF ALL OTHER WARRANTIES EXPRESSED OR IMPLIED,
INCLUDING ANY LIABILITY ARISING UNDER WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, STATUTORY OR
OTHERWISE. THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS, WHICH MAY VARY FROM STATE TO STATE AND IN COUNTRIES OTHER THAN
THE USA.
IN NO EVENT SHALL DYNON AVIONICS BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR CONSEQUENTIAL DAMAGES, WHETHER
RESULTING FROM THE USE, MISUSE OR INABILITY TO USE THIS PRODUCT OR FROM DEFECTS IN THE PRODUCT. SOME STATES AND COUNTRIES
DO NOT ALLOW THE EXCLUSION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES, SO THE ABOVE LIMITATIONS MAY NOT APPLY TO YOU.
Dynon Avionics retains the exclusive right to repair or replace the instrument or firmware or offer a full refund of the purchase price at its sole
discretion. SUCH REMEDY SHALL BE YOUR SOLE AND EXCLUSIVE REMEDY FOR ANY BREACH OF WARRANTY.
These instruments are not intended for use in type certificated aircraft at this time. Dynon Avionics makes no claim as to the suitability of its
products in connection with FAR 91.205.
Dynon Avionics’ products incorporate a variety of precise, sensitive electronics. SkyView products do not contain any field/user-serviceable
parts. Units found to have been taken apart may not be eligible for repair under warranty. Additionally, once a Dynon Avionics unit is opened
up, it is not considered airworthy and must be serviced at the factory.
Revision History
Revision Revision Date Description
A December 2009 Initial release
Document number changed to 101320-001.

Minor style, grammar, and cross reference changes and corrections.
Updated guide to reflect SkyView firmware version 1.5 behavior and requirements.
Added servo installation information in various chapters.
Clarified SV-ADAHRS-20X installation orientation requirements.
Clarified SkyView display basic operation procedures. Most notably, added a screen
synchronization section.
SV-D700 / SV-D1000 Installation and Configuration Chapter Updates:
 Called out the use of a 5 amp breaker instead of a 7.5 amp breaker on
page 4-7.
 Added important backup battery information on page 4-7.
 Consolidated serial device installation into this chapter.
 Added installation information for external dimming control and audio
outputs.
 Expanded the Brightness Setup Section.
 Added a section regarding installed databases.
 Added a section reminding users outside of North America that they will
need to install an applicable terrain database file on page 4-14.
B March 2010  Added a section regarding Aviation Data.
Cautioned against the use of ferrous pneumatic fittings on page 5-3.
SV-EMS-220 Installation and Configuration Chapter Updates:
 Clarified the theory behind and the use of EMS sensor definition and
configuration files in SkyView.
 Added a section regarding SV-EMS-220 wire harnesses.
 Added example engine sensor and transducer installations.
 Removed the requirement for a 200 ohm pull down resistor in the Rotax
oil pressure sensor installation.
 Removed the requirement for a 1.21k ohm pull up resistor in the Rotax
CHT sensor installation.
 The SV-EMS-220 is capable of measuring differential fuel flow. All
information in the guide has been updated to reflect this.
 Fixed the fuse call-out on in the Ammeter Shunt Section. Revision A called
out a 7.5 amp fuse. This guide calls out a 1 amp fuse.
 Documented other minor sensor installation requirements corrections as
required.
Clarified SV-GPS-250 installation requirements.
Expanded Appendix C: Wiring and Electrical Connections.

C May 2010
Minor style changes.
iv SkyView System Installation Guide - Revision L

Added information in applicable locations regarding the SV-NET-SERVO wiring kit.
Color-coded the connectors in the example SkyView systems figures to indicate
gender.
Updated the guide to include HSI requirements and other related information.
Updated the guide to reflect autopilot functionality, calibration, and testing
information. The most notable changes are to the Autopilot Servo Installation,
Configuration, and Calibration Section.
Expanded the Input Function Section under the Serial Port Configuration Section in
the SV-D700 / SV-D1000 Installation and Configuration Chapter.
Added an important note on page 5-7 regarding the necessity of configuring airspeed
limitations for autopilot servo calibration.
Specified that the SV-EMS-220 warning light pin (D37 pin 29) should not be connected
in Table 15.
The SV-GPS-250 should now be configured as INPUT FUNCTION = POS 1.
Clarified servo installation instructions regarding the connection point on the servo
arm with the linkage hardware on page 9-6.
Updated the AP Disengage/CWS Button Section on page 9-10 to say that the button is
required instead of just highly recommended.

Added GPS Fix Status information.
Added Fuel Flow pulses/gallon documentation.
Clarified EMS GP input compatibility.
D June 2010 Added information about obstacles and runways to synthetic vision section.
Added information about new autopilot pitch axis settings.
Added information about optional External Alarm Light connection.
Added information about fuel computer settings.
Updated autopilot test procedures with additional warnings and precautions.
Reiterated the importance of proper ADAHRS orientation and other installation

requirements.
Added note about servo self-lubrication.
Clarified lack of specific boom-mount AOA/Pitot installation instructions.
Added information about serial device and display connection requirements.
Added firmware upgrade information for servos being used from D10/D100 with
older firmware.
E October 2010
Clarified GPS serial connection wire functions and colors.
Added SV-XPNDR-26X installation instructions and specifications.
Added SV-ARINC-429 installation instructions and specifications.
Added new requirement to connect TX and RX lines from serial devices to ALL displays
in parallel.
Added information about Autopilot servos not needing lubrication.
Clarified lack of boom mount AOA/Pitot mount availability.
Clarified that cable-side transponder TNC connector is not provided by Dynon.

F December 2010
Added SV-BAT-320 connection information for customers making their own
SkyView System Installation Guide - Revision L v

harnesses.
Added OAT connection information for customers making their own harnesses.
Removed 30K resistor requirement for Rotax trigger coil RPM pickup.
Clarified SV-GPS-250 connections when multiple displays and/or SV-GPS-250 modules
are involved.
Added pinout table for Dynon Capacitance-to-Voltage Converter.
Added connector labels to SkyView Network Module and Display Diagrams.

Fixed orientation of SkyView connectors on diagrams.
Clarified acceptable SV-ADAHRS-20X orientation.
Added additional Garmin 430 and SL30 configuration information.
Fixed link to AOA information on Dynon web site.
Added LED status troubleshooting information for SkyView modules.
Added product registration information.
Updated Garmin 480 connection details.
Added warnings about modifying products and introduction of foreign debris.
G March 2011 Described improved loss of external power with backup battery connected behavior.
Added G meter setup information.
Added recommended Ethernet connection information for multiple display SkyView
systems.
Clarified GRT hall effect amps sensor support.
Added information about reconnecting repaired SkyView Network components to a
system after repair.
Added Synthetic Vision License and Purchase Information.
Added SV-MAP-270 License and Purchase Information.
Updated information about obtaining and managing aviation / obstacle databases,
including Jeppesen data support.
Removed Create System Backup description.

Added description of EMS serial data.
Changed Screen Hardware to Display Hardware.
H April 2011
Add flight path marker and extreme pitch warning menu items.
Clarified SV-GPS-250 connectivity.
Clarified that Ethernet is designed to be connected permanently.
Added angle of attack menu item.

Added OAT probe adjustment setting information.
Added Vertical Power VP-X License information and interfacing information.
Clarified serial port connections for multi-display SkyView systems in Appendix E.
I September 2011
Added information about which modules and devices the SV-BAT-320 can provide
power to in the event of power failure.
Added EI FT-60 fuel flow sensor orientation information.
Added a note about the importance of external devices sharing ground with SkyView
for proper operation.
vi SkyView System Installation Guide - Revision L

Added Amps shunt fuse diagram.
Added SV-XPNDR-26X power wire size recommendation.
Added permission to print manual.
Added information about taking screenshots for troubleshooting purposes.
Added information about re-doing ADAHRS-based calibrations if an additional
ADAHRS is installed after calibrations have been done.
Consolidated all information about ADAHRS calibrations into the ADAHRS installation
chapter.
Added ADAHRS, SYSTEM, and NMEA Serial output information to Serial Data Output
Appendix.
Added Garmin GTN connection information.

J November 2011
Added Garmin serial port setting for Garmin 430/530 ARINC-429 based connections.
Added information about equipping for IFR.

Clarified that Jeppesen data must be transferred to USB stick via the Jeppesen JSUM
program.
Added PocketFMS information.
Clarified Honeywell oil pressure sensor connection information (Rotax).
Added recommendation to ensure master contactor/relay is protected by a diode.
Clarified fuel flow sensor connections.
Added UMA differential pressure sensor information.
Added backup battery test to initial installation procedures.
Changed EMS wire harness tables to indicate pin 2 may not have a wire in it (all recent
Dynon harnesses).
Clarified future use of connected TSO’d GPS to transponder for ADS-B 2020 mandate
compliance.
Clarified that a broken shear screw may be indicative of a more systemic problem that
needs to be resolved.
K March 2012 Added serial port test to ensure that ports are configured correctly on all displays.
Better explanation of cases when fuel tank / sensor geometry prohibits display of all
fuel in tanks.
Added Kavlico Fuel, Oil, and Coolant Pressure sensor information.
Clarified external dimming input.
Added Rotax 912 special oil temp / tachometer behavior.
Added altitude alerter setup information.
Added EMS 5/12V output current limitations information.
Added 3rd party two wire oil temperature sensor connection instructions.
Added procedure for performing pitot/static checks.
Updated map setup instructions as former setup items are not user-accessible via
normal SkyView UI.
Clarified settings changes necessary to support capacitive fuel quantity senders.
Added audio output connection instructions.
Updated CWS Broken Line Detect instructions to reflect that the feature is now
available.
SkyView System Installation Guide - Revision L vii

Clarified obtaining hex codes for mode S operation.

Added SV-NET-HUB drawing with dimensions.
Location of pulses/gallon setting changed in setup menu.
Added dual SV-GPS-250 + dual display example connection diagram.
Clarified VP-X flaps and trim calibration procedures.
Added Dynon Capacitance to Voltage Converter current draw information for power
planning.
Clarified that audio output from ALL SkyView displays must be connected to audio
panels/intercom for proper audio operation.
Clarified % power only available on Lycoming / Continental engines.
Added crush washer spec for 100409-001 oil temp sensor.
L July 2012
Updated pitot/static test instructions.
Added metric units to most dimensions and weights.
Explained presence of unused 1.21K resistor in transponder connector kit.
Clarified fuel flow sensor placement recommendations.
Changed max SkyView displays supported to three.
Added instructions for using already-installed Dynon D10/D100 Series OAT Probes
with SkyView.
Added Rotax 912 iS information.
Added SkyView Network redundancy information to SkyView Network and
Troubleshooting sections.
Expanded ADAHRS Source Selection section with new cross-checking features.
Table 1–SkyView System Installation Guide Revision History
viii SkyView System Installation Guide - Revision L

Table of Contents
Contact Information ..................................................................................................................................................... iii

Copyright ...................................................................................................................................................................... iii
Limited Warranty .......................................................................................................................................................... iii
Revision History ............................................................................................................................................................ iv
1. Introduction 1-1
Warning ......................................................................................................................................................................1-1
Dynon Avionics Product Registration .........................................................................................................................1-1
About this Guide .........................................................................................................................................................1-2
Getting Started ...........................................................................................................................................................1-2
2. System Planning 2-1
Power Consumption ...................................................................................................................................................2-1
Major Component Physical Specifications .................................................................................................................2-2
Temperature Specifications ........................................................................................................................................2-2
General System Installation Tips ................................................................................................................................2-4
Installing SkyView in an IFR-Equipped Aircraft ...........................................................................................................2-4
Location Requirements ...............................................................................................................................................2-5
Mounting Requirements...........................................................................................................................................2-10
SkyView System Construction ..................................................................................................................................2-10
Example SkyView Systems ........................................................................................................................................2-14
HSI Requirements .....................................................................................................................................................2-18
3. Basic SkyView Display Operation 3-1
Screen Synchronization ..............................................................................................................................................3-1
Display Bezel Layout ...................................................................................................................................................3-2
Joystick and Button Operation ...................................................................................................................................3-3
Menu Navigation ........................................................................................................................................................3-5
Basic Display Operation Procedures ...........................................................................................................................3-6
Screens and Menus.....................................................................................................................................................3-8
Main Menu .........................................................................................................................................................3-8
Message Notification Area .................................................................................................................................3-8
In Flight Setup Menu ..........................................................................................................................................3-9
Setup Menu ........................................................................................................................................................3-9
System Software Menu ......................................................................................................................................3-9
System Setup Menu ..........................................................................................................................................3-10
Local Display Setup Menu .................................................................................................................................3-10
PFD Setup Menu ...............................................................................................................................................3-11
EMS Setup Menu ..............................................................................................................................................3-11
MAP Setup Menu ..............................................................................................................................................3-12
Autopilot Setup Menu ......................................................................................................................................3-12
Transponder Setup Menu .................................................................................................................................3-12
Hardware Calibration Menu .............................................................................................................................3-13
Firmware Updates and File Operations ....................................................................................................................3-13
How to Update Firmware .................................................................................................................................3-13
How to Export System Settings ........................................................................................................................3-14
How to Load and Delete Files ...........................................................................................................................3-14
4. SV-D700 / SV-D1000 Installation and Configuration 4-1
Physical Installation ....................................................................................................................................................4-2
SkyView System Installation Guide ix

Table of Contents
Electrical Installation ..................................................................................................................................................4-7

Power Input ........................................................................................................................................................4-7
Grounding ...........................................................................................................................................................4-7
Airplane Master Contactor / Relay Considerations ............................................................................................4-7
Backup Battery Connection and Operation Rules ..............................................................................................4-7
SkyView Network Connectors ............................................................................................................................4-8
Network Setup and Status ..................................................................................................................................4-8
Ethernet Connection.........................................................................................................................................4-10
Internal Time Keeping.......................................................................................................................................4-11
Serial Devices ....................................................................................................................................................4-11
USB Usage and Accessibility .............................................................................................................................4-16
External Dim Control Connection .....................................................................................................................4-16
Audio Output ....................................................................................................................................................4-16
Discrete Input Connections ..............................................................................................................................4-18
Reserved Connections for Future Use ..............................................................................................................4-18
Display Setup ............................................................................................................................................................4-18
How to Access Display Hardware Information .................................................................................................4-18
Serial Port Configuration ..................................................................................................................................4-18
Brightness Setup ...............................................................................................................................................4-20
Top Bar Setup ...................................................................................................................................................4-22
Aircraft Information ..........................................................................................................................................4-22
5. SV-ADAHRS-20X Installation and Configuration 5-1
SkyView Network Connection ....................................................................................................................................5-4
Pneumatic Ports .........................................................................................................................................................5-4
Magnetic Heading Calibration ....................................................................................................................................5-5
SV-OAT-340 Location and Installation ........................................................................................................................5-6
PFD-Related Settings ..................................................................................................................................................5-7
Other ADAHRS Calibrations ......................................................................................................................................5-10
6. SV-MAP-270 Navigation Mapping Software Purchase and Setup 6-1
License Information ....................................................................................................................................................6-1
Databases ...................................................................................................................................................................6-2
Viewing Information about Installed Databases ................................................................................................6-3
Terrain Data ........................................................................................................................................................6-3
Aviation/Obstacle Databases..............................................................................................................................6-3
Loading Databases ..............................................................................................................................................6-5
Removing Databases ..........................................................................................................................................6-5
7. SV-EMS-220/221 Installation and Configuration 7-1
SkyView Network Connection ....................................................................................................................................7-4
SkyView EMS Sensor Definition and Configuration Files ............................................................................................7-4
Engine Sensor and Transducer Planning.....................................................................................................................7-4
Example Engine Sensor and Transducer Installations ..............................................................................................7-12
Engine Sensor and Transducer Installation ......................................................................................................7-30
Engine Sensor Accuracy and Grounding ...........................................................................................................7-30
Tools and Equipment Required ........................................................................................................................7-31
Exhaust Gas Temperature (EGT) Probes ...........................................................................................................7-31
Cylinder Head Temperature (CHT) Probes .......................................................................................................7-32
Tachometer ......................................................................................................................................................7-33
Manifold Pressure Sensor .................................................................................................................................7-34
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Table of Contents
Oil Pressure Sensor ...........................................................................................................................................7-35

Oil Temperature Sensor ....................................................................................................................................7-38
Fuel Pressure Sensor ........................................................................................................................................7-38
Fuel Flow Sensor ...............................................................................................................................................7-40
Fuel Level Sensor ..............................................................................................................................................7-42
Ammeter Shunt ................................................................................................................................................7-44
Carburetor Temperature Sensor ......................................................................................................................7-47
Rotax CHT Sensors ............................................................................................................................................7-47
Trim and Flaps Position Potentiometers ..........................................................................................................7-47
Coolant Pressure Sensor ...................................................................................................................................7-48
Coolant Temperature Sensor............................................................................................................................7-49
General Purpose Temperature Sensor .............................................................................................................7-50
Contacts ............................................................................................................................................................7-50
General Purpose Thermocouple .......................................................................................................................7-50
External EMS Warning Light .....................................................................................................................................7-51
Engine Information ...................................................................................................................................................7-51
EMS Sensor Definitions, Mapping, and Settings .......................................................................................................7-53
EMS Sensor Definitions.....................................................................................................................................7-53
EMS Sensor Input Mapping ..............................................................................................................................7-53
EMS Sensor Settings .........................................................................................................................................7-55
EMS Screen Layout Editor.........................................................................................................................................7-63
EMS Sensor Calibration ............................................................................................................................................7-65
8. SV-GPS-250 Installation and Configuration 8-1
Serial Connection ........................................................................................................................................................8-2
9. SV-BAT-320 Installation 9-1
Electrical Connection ..................................................................................................................................................9-2
Battery Charging .........................................................................................................................................................9-2
Battery Status Check ...................................................................................................................................................9-3
Initial Backup Battery Test ..........................................................................................................................................9-3
10. Autopilot Servo Installation, Configuration, and Calibration 10-1
Dynon Autopilot Servo Models.................................................................................................................................10-2
Compass Calibration Requirement ...........................................................................................................................10-2
Additional Resources ................................................................................................................................................10-2
Servo Mechanical Installation ...................................................................................................................................10-3
Autopilot System Electrical Installation ....................................................................................................................10-9
Autopilot Servo Calibration and Test Procedures ..................................................................................................10-12
Autopilot Servo Setup and Fine Tuning ..................................................................................................................10-13
Autopilot Flight Test and Calibration ......................................................................................................................10-21
11. SV-XPNDR-26X Installation, Configuration, and Testing 11-1
Physical Installation ..................................................................................................................................................11-2
Electrical Connections ..............................................................................................................................................11-3
Antenna Installation .................................................................................................................................................11-9
Transponder-Related SkyView Display Settings .....................................................................................................11-12
Post Installation Checks ..........................................................................................................................................11-15
12. SV-ARINC-429 Installation and Configuration 12-1
Physical Installation ..................................................................................................................................................12-1
SkyView System Installation Guide - Revision L xi

Table of Contents
SkyView Network Connection ..................................................................................................................................12-2

ARINC-429 Device Connection..................................................................................................................................12-2
SV-ARINC-429 Related Settings ................................................................................................................................12-9
13. Vertical Power VP-X Integration and Configuration 13-1
License Information ..................................................................................................................................................13-1
Physical and Electrical Installation ............................................................................................................................13-2
Serial Port Connection ..............................................................................................................................................13-2
VP-X SkyView Display Settings ..................................................................................................................................13-3
Post Installation Checks ............................................................................................................................................13-4
14. Accessory Installation and Configuration 14-1
Angle of Attack Pitot Probe Installation and Configuration .....................................................................................14-1
Encoder Serial-to-Gray Code Converter Installation and Configuration ................................................................14-10
Capacitance-to-Voltage Converter Installation and Configuration ........................................................................14-12
15. Appendix A: Maintenance and Troubleshooting 15-1
Taking a Screenshot ..................................................................................................................................................15-1
Returning SkyView Components to Service after Repair ..........................................................................................15-2
Status Operation .......................................................................................................................................................15-4
Instructions for Continued Airworthiness ................................................................................................................15-6
Troubleshooting .......................................................................................................................................................15-7
16. Appendix B: Specifications 16-1
SkyView Equipment Weights ....................................................................................................................................16-1
SkyView Compatible Engine Sensors ........................................................................................................................16-2
SV-XPNDR-261 Specifications ...................................................................................................................................16-3
SV-XPNDR-262 Specifications ...................................................................................................................................16-4
17. Appendix C: Wiring and Electrical Connections 17-1
Wire Gauge ...............................................................................................................................................................17-1
Grounding .................................................................................................................................................................17-1
D-subminiature Crimp Contacts and Tools ...............................................................................................................17-2
Homemade Wire Harness Considerations ................................................................................................................17-2
SkyView Equipment Electrical Connections ..............................................................................................................17-3
SkyView Equipment Electrical Connector Pin-Out Tables ........................................................................................17-5
Servo Harness Pin-Out ......................................................................................................................................17-5
SkyView D37 Harness Pin-Out ..........................................................................................................................17-6
SkyView D37 Block Diagram .............................................................................................................................17-7
SkyView Network Connection Pin-Out .............................................................................................................17-8
SV-EMS-220/221 Pin-Out .................................................................................................................................17-9
SV-ARINC-429 Pin-Out ....................................................................................................................................17-13
SV-XPNDR-26X Pin-Out ...................................................................................................................................17-14
SV-XPNDR-26X ADS-B Compliance .........................................................................................................................17-17
ADS-B Parameters Supported .................................................................................................................................17-17
ADS-B Service Levels ...............................................................................................................................................17-18
18. Appendix D: SV-EMS-220/221 Sensor Input Mapping Worksheet 18-1
19. Appendix E: Serial Data Output 19-1
DYNON ADAHRS Serial Data Format.........................................................................................................................19-2
DYNON SYSTEM Serial Data Format .........................................................................................................................19-5
DYNON EMS Serial Data Format ...............................................................................................................................19-8
DYNON ADAHRS / SYSTEM / EMS Serial Data Output Combinations .....................................................................19-12
xii SkyView System Installation Guide - Revision L

Table of Contents
NMEA OUT Serial Data Formats .............................................................................................................................19-13

http://www.nmea.org/content/nmea_standards/nmea_083_v_400.asp ....................................................19-13
NMEA OUT (BASIC) .........................................................................................................................................19-13
NMEA OUT ( FULL) ..........................................................................................................................................19-13
SkyView System Installation Guide - Revision L xiii

1. Introduction
The printed version of this guide is in grayscale. Some figures and diagrams contain important
color information. Reference the electronic version of this guide to view it in color.
The instructions contained in this guide are based on Dynon’s installation experience. It is the
installer’s responsibility to conform to industry standards when applicable.
This guide provides information about the physical, electrical, and plumbing installation and
configuration of the following SkyView system components:
 SV-D700 and SV-D1000 Displays
 SV-ADAHRS-200 and SV-ADAHRS-201 ADAHRS Modules
 SV-EMS-220 or SV-EMS-221 Engine Monitoring Module
 SV-GPS-250 GPS Receiver Module
 SV-BAT-320 Backup Battery
 SV-XPNDR-261 and SV-XPNDR-262 Transponders
 SV-ARINC-429 ARINC 429 Module
 SkyView Servos (SV32, SV42, and SV52 models)
 Angle-of-Attack (AOA) / Pitot Probe, Encoder Serial-to-Gray Code Converter, and the
Capacitance to Voltage Converter
 Engine and environmental sensors purchased from Dynon Avionics
Additionally, this guide deals with setting up the installation-dependent firmware options.
Because you may not have purchased all of the components mentioned above, you need only
read through the relevant sections of this guide. Information about the operation of these
instruments can be found in the SkyView Pilot’s User Guide.
Warning
Dynon Avionics’ products incorporate a variety of precise, sensitive electronics. SkyView
products do not contain any field/user-serviceable parts. Units found to have been taken apart
may not be eligible for repair under warranty. Additionally, once a Dynon Avionics unit is
opened up, it is not considered airworthy and must be serviced at the factory.
Dynon Avionics Product Registration

Please take a moment to register your Dynon Avionics SkyView system at
register.dynonavionics.com. Registering your product with Dynon ensures that your contact
information is up-to-date. This helps verify product ownership, can expedite warranty claims,
and allows us to notify you in the event a service bulletin is published for your product. You can
also optionally sign up to receive other Dynon news and product announcements. Dynon will
not share your contact information with third parties or send you announcements without your
explicit consent.
SkyView System Installation Guide 1-1

Introduction
About this Guide

In the electronic (.PDF) version of this guide, page and section references in the Table of
Contents and elsewhere act as hyperlinks taking you to the relevant location in the guide. The
latest electronic version (.PDF) of this guide is available on the Dynon Avionics website at
docs.dynonavionics.com.
This icon denotes information that merits special attention.
This icon denotes a helpful installation tip.
Getting Started
This “getting started” section contains a very small amount of information that can be used to
check out your SkyView system on the bench, or immediately after SkyView has been installed
in the plane. This is not a substitute for reading the entire SkyView System Installation Guide,
which provides instructions for wiring and configuring SkyView to the unique requirements of
your particular airplane.
1. A SkyView display requires 10-30 VDC. You must connect BOTH of the (long) Red wires
to POWER and BOTH of the (long) black wires to Ground. Current for each display can be
up to 3.5A @ 12V (add 1.5A if the SV-BAT-320 battery is connected and being charged),
so use a big battery or power supply.
2. Any devices connected to SkyView that do not receive their power from the SkyView
Network (such as SV-XPNDR-261/262 and Dynon Autopilot servos) must also be
powered ON to communicate with SkyView.
3. SkyView SETUP MENU is accessed by pushing and holding Buttons 7+8 together for 2-3
seconds.
4. Setting the Tail Number is required for before you can configure your SkyView Network
(described below): SETUP > AIRCRAFT INFORMATION > TAIL NUMBER. If Tail Number
has not yet been issued for your plane, set TAIL NUMBER to something other than
DYNON.
5. Many SkyView displays and modules communicate over a common set of wires – the
SkyView Network that terminates at the D9 connectors on the back of your SkyView
display(s). Getting all modules and displays “talking” on SkyView Network is done by
going to SETUP MENU > SYSTEM SETUP > NETWORK SETUP > CONFIGURE > (click right
one more time). If a module is noted as “requires update”, press the UPDATE button.
Otherwise, press the FINISH button. Note that you will not see any flight instruments or
engine instruments before a network configuration is performed, even if the SV-
ADAHRS-200/201 and SV-EMS-220/221 have been wired properly and are connected.
1-2 SkyView System Installation Guide - Revision L

6. Devices that do not utilize SkyView Network are connected via serial port connections.
Dynon devices that use serial ports include the SV-GPS-250, SV-XPNDR-261/262, and
various third-party devices. As serial devices are not part of the SkyView Network, they
will not be seen on the list of devices seen as you configure SkyView Network above.
Instead, configuring SkyView to communicate with SV-GPS-250 and SV-XPNDR-261/262
is done via a more manual process in SETUP > LOCAL DISPLAY SETUP > SERIAL PORT
SETUP.
7. After you’ve configured SkyView Network, have properly configured any serial devices,
exit the Setup Menu. Your SkyView display should now display EMS, PFD, and MAP. Map
will not display without a GPS fix (the airplane symbol on the Map page will also flash
with “?” if it does not have a GPS fix.
8. Your SkyView may require various updates such as system software, databases, and
Sensor Definitions. See
http://www.dynonavionics.com/docs/support_software_SkyView.html for more details
on the updates available for SkyView. If you are a non-US customer, the display of
aviation and obstacle data on your SkyView system requires a database purchase from
Jeppesen or PocketFMS. Note that firmware on each SkyView display must be updated
individually.
9. Common issues for setting up SkyView engine monitoring:
a. The configuration of sensors installed on SkyView at the factory is generic,
therefore “Red X’s” on the EMS for various sensors are normal until sensor
configuration for your particular engine sensor configuration is complete.
b. The layout of which sensor “widgets” are shown on the screen, sizes, styles, etc.
is completely configurable: SETUP > EMS SETUP > SCREEN LAYOUT EDITOR
10. Common issues for setting up SV-XPNDR-261/262:
a. Insure that there is a valid tail number set (see above)
b. Insure that a valid HEX CODE is set: SETUP > TRANSPONDER SETUP > AIRCRAFT
HEX CODE
c. Traffic will not be displayed unless you are in an area covered by an TIS radar site
(US only)
11. Common issues for setting up Dynon Autopilot
a. Servos must be powered ON
b. Servos must be recognized on SkyView Network (above)
c. AIRSPEED LIMITATIONS must be set (at least one must be actively adjusted from
the defaults) before the Autopilot can be configured: SETUP > PFD SETUP >
AIRSPEED.
d. SERVO CALIBRATION must be performed: SETUP > HARDWARE CALIBRATION >
SERVO CALIBRATION > CALIBRATION.
e. After SERVO CALIBRATION is successfully completed, AP status will now be
displayed on the SkyView display top bar.
SkyView System Installation Guide - Revision L 1-3

2. System Planning
Installers should read and understand this chapter before proceeding with
physical installation. SkyView equipment installed contrary to the requirements
outlined in this chapter may not operate within specifications.
The purpose of this chapter is to familiarize you with important SkyView system information
and concepts including the following:
 Operating specifications
 Installation location requirements
 SkyView systems
SkyView modules have environmental and location requirements that must be adhered to for
specified operation. This chapter helps installers make informed decisions regarding suitable
SkyView equipment locations in aircraft. It contains electrical, mechanical and environmental
specifications, installation requirements, and other important guidelines and suggestions.
When SkyView components are used together, they are referred to as a SkyView system. This
chapter also explains what a SkyView system is and how to build one.
Power Consumption
Table 2 contains power specifications for typical SkyView systems. The table below accounts for
the power that a SkyView display consumes while powering itself and its attached modules. It
does not account for SkyView autopilot servo power because they are powered directly from
aircraft master power.
Approximate current Approximate current
Power Specifications
consumption at 12 volts DC consumption at 24 volts DC
SkyView system no backup
3.5 amps 1.8 amps
battery (per display)
SkyView system with backup +1.5 amps additional +0.7 amps additional
battery (per display) during battery charging during battery charging
SV-XPNDR-26X 0.4 amps average 0.2 amps average
Table 2–SkyView System Power Specifications
Table 3 contains servo power specifications when servos are engaged and moving at 100%
torque.
SV32 1.3 amps 0.7 amps
SV42 2.0 amps 1.0 amp
SV52 2.8 amps 1.4 amps
Table 3–Servo Power Specifications

System Planning
Major Component Physical Specifications

Table 4 contains physical specifications (dimensions are approximate—see respective
installation chapters for exact dimensions).
Physical Specifications Dimensions Weight
7.64" W x 5.51" H x 2.14" D
SV-D700 2.4 lb. (1.1 kg)
(194mm W x 140mm H x 54mm D)
10.32" W x 7.06" H x 2.14" D
SV-D1000 3.0 lb. (1.4 kg)
(262mm W x 179mm H x 54mm D)
SV-ADAHRS-200 and 4.71" W x 1.22" H x 2.61" D
8 oz. (.2 kg)
SV-ADAHRS-201 (120mm W x 31mm H x 66mm D)
6.35" W x 1.09" H x 2.99" D
SV-EMS-220 and SV-EMS-221 10 oz. (.3 kg)
(161mm W x 28mm H x 76mm D)
2.19" W x 0.75" H x 3.44" D
SV-GPS-250 7 oz. (.2 kg)
3.30" W x 2.10" H x 3.90" D
SV-BAT-320 13 oz. (.4 kg)
2.47” W x 4.20“ H x 3.98” D
SV32 2.0 lb. (.9 kg)
(63mm W x 107mm H x 101mm D)
2.47” W x 5.13“ H x 3.98” D
SV42 3.0 lb. (1.4 kg)
(63mm W x 130mm H x 101mm D)
2.47” W x 6.05“ H x 3.98” D
SV52 4.0 lb. (1.8 kg)
(63mm W x 154mm H x 101mm D)
1.9”W x 2.5”H x 6.3”D
SV-XPNDR-26X 12.3 oz. (.35 kg)
4.75" W x 1.09" H x 2.61" D
SV-ARINC-429 6 oz. (.2 kg)
Table 4–SkyView System Component Physical Specifications
Temperature Specifications
Table 5 contains environmental specifications.
Environmental Specifications Storage Temperature Operating Temperature
SV-D700 -40 °C to +70 °C -30 °C to +60 °C
SV-D1000 -40 °C to +70 °C -30 °C to +60 °C
SV-ADAHRS-200 and
-40 °C to +70 °C -30 °C to +60 °C
SV-ADAHRS-201
SV-EMS-220/221 -40 °C to +70 °C -30 °C to +60 °C
SV-GPS-250 -40 °C to +70 °C -40 °C to +60 °C
SV-BAT-320 -20 °C to +60 °C -20 °C to +60 °C
SV32 -30 °C to +75 °C -30 °C to +60 °C
SV42 -30 °C to +75 °C -30 °C to +60 °C

System Planning
Environmental Specifications Storage Temperature Operating Temperature

SV52 -30 °C to +75 °C -30 °C to +60 °C
SV-XPNDR-26X -55 °C to +85 °C -20 °C to +70 °C
SV-ARINC-429 -40 °C to +70 °C -30 °C to +60 °C
Table 5–SkyView System Component Environmental Specifications

System Planning
General System Installation Tips

Aircraft construction involves a variety of processes that create debris that can
damage Dynon Avionics components. Metalwork, in particular, will produce
metallic shavings and dust that may damage or destroy the electronics in Dynon
Avionics products if they are contaminated with this debris. Care should be taken
to ensure that Dynon Products are kept away from aircraft construction debris.
Damaged caused by the introduction outside particulates will not be repaired
under warranty.
Do not physically modify Dynon SkyView displays or modules in any way that is not
specified in this manual. Damage caused to Dynon products due to physical
modifications will not be repaired under warranty.
Installing SkyView in an IFR-Equipped Aircraft

If you are equipping an aircraft that is capable of being flown in IFR/IMC conditions, Dynon
Avionics makes the following recommendations:
The entirety of the instrument panel and supporting avionics systems and instrumentation
should be designed so that the display of information essential for continued safe flight and
landing will remain available to the pilot after any single failure or probable combination of
failures. In other words, a usable "partial-panel" of primary flight instruments should be
preserved in the event of the failure of a SkyView display, systems that support it, or other
instruments in the aircraft.
This level of redundancy can be obtained in different ways. For example, one could utilize
multiple SkyView displays (with SV-BAT-320 backup batteries attached) including multiple
ADAHRS units connected to protect against the failure of any single display, ADAHRS, or the
electrical system. Flight instrument redundancy could also be preserved by using other separate
and independent systems such as the Dynon EFIS-D6. Some builders may elect to combine
SkyView with other more conventional “steam” gauges such as mechanical airspeed, altitude,
and attitude indicators.
To protect against aircraft electrical failures and anomalies, Dynon Avionics STRONGLY
RECOMMENDS that each SkyView display has an SV-BAT-320 Backup Battery connected to it.
SkyView’s attitude algorithm normally uses airspeed to provide superior accuracy. If a problem
develops with your airspeed reading due to mechanical blockage of pitot, disconnection of
pitot, or other pitot/static issues, a properly connected and configured GPS source acts as a
substitute. Dynon SkyView systems typically have one or more GPS sources connected to
enable Synthetic Vision and Mapping capabilities, but a primary and backup GPS connection is
especially important to preserve the attitude indication in the event of loss of airspeed
information in IFR aircraft.

System Planning
In order to provide the most reliable airspeed (and therefore attitude) performance, Dynon
Avionics STRONGLY RECOMMENDS the installation of a heated pitot probe in aircraft equipped
for IFR to prevent loss of airspeed data due to icing.
Location Requirements
SV-D1000 and SV-D700

Observe the following guidelines when choosing a location for a SkyView display:
 Displays require about 2.4” (61mm) of free space behind the panel, depending on
mounting surface thickness.
 The SkyView Display Harness (SV-HARNESS-D37) extends about 3” (76mm) from the
back of the display.
 Add one inch beyond the physically required volume for the display’s heat sinks and fans
to operate.
 Avoid placing the display near heater vents or any source of extremely hot air.
 The display should be easily viewable without any obstructions.
 Displays have no internal inertial sensors and do not need to be mounted in the same
orientation as the ADAHRS or other modules.
 Displays only support a landscape viewing orientation; do not mount in portrait
orientation.
 SkyView systems support up to three displays.

System Planning
SV-ADAHRS-200 and SV-ADAHRS-201

Proper installation of the SkyView ADAHRS module(s) is critical. PFD performance
is significantly linked to a proper ADAHRS installation. The installation location
must meet all of the mechanical, magnetic, orientation, and environmental
requirements detailed below.
An ADAHRS installation location should be a rigid surface within 12 feet longitudinally and 6
feet laterally of the aircraft's center-of-gravity. Figure 1 illustrates this criterion.
Figure 1–ADAHRS with Respect to Center-of-Gravity
The location should also be magnetically benign. Given that it may be difficult or impossible to
avoid all sources of magnetic interference, it is possible to characterize and compensate for
small, static magnetic fields with calibration. Calibration cannot, however, compensate for
dynamic magnetic fields (e.g., AC currents, non-constant DC currents, and non-stationary

System Planning
ferrous material such as electric turn coordinators and control surfaces). Thus, you must avoid
mounting the module close to sources of dynamic magnetic fields, avoid wires that carry large
amounts of current, and use non-magnetic fasteners for installation. Dynon’s general rule of
thumb is that 1 to 2 feet between the module and sources of magnetic fields is generally good
enough, but 2 or more feet is better.
Use of stainless steel mounting hardware is not recommended as it is not always

non-magnetic.
Move a handheld compass throughout the space surrounding your intended

location to get a rough idea of the suitability of the area. Note that this test should
be done with major aircraft systems operating (e.g., strobe lights and radios on)
because some systems can cause magnetic interference. If the compass needle
deviates significantly from magnetic North or cycles back and forth, the location is
not ideal for ADAHRS installation.
Figure 2–ADAHRS Installation Orientation
An ADAHRS module should be mounted within one degree of parallel to all three aircraft axes,
with the pneumatic fittings facing toward the front of the aircraft. The module’s mounting tabs
must be on the bottom. The label must be on the top. Figure 2 shows the correct orientation of
the ADAHRS as it would appear if you were above the aircraft, looking down at it. The module
will not operate properly if it is rotated or inverted in any other orientation.

System Planning
There are no module-to-module proximity requirements when installing multiple

SV-ADAHRS-20X modules in an aircraft. For example, one SV-ADAHRS-20X may be
installed on top of another SV-ADAHRS-20X module. Other installation location
requirements still apply.
The ADAHRS installation location should also adhere to the following requirements:
 Avoid locations that are lower than the lowest point in the pitot/static system to reduce
the chance of allowing moisture to enter the module.
 Avoid locations that are subject to severe vibration.
 Avoid locations that are subject to rapid changes in temperature.
 Avoid locations that are subject to extreme humidity.
 Leave ample working room for electrical and pneumatic connections.
SV-EMS-220/221
Observe the following guidelines when choosing a location for an SV-EMS-220/221 Engine
Monitor module:
 Do not install on the engine side of the firewall.
 Leave ample working room for electrical connections.
 SkyView systems support one SV-EMS-220/221 per network. Future updates may
include support for more than one SV-EMS-220/221 for multiple engine support.
SV-GPS-250
Observe the following guidelines when choosing a location for an SV-GPS-250 GPS Receiver
module:
 Optimal mounting location is a rigid surface on top of the aircraft.
 Mounting location should be relatively level.
 Avoid antenna shadows (i.e., obstructions that block the antenna’s view of the sky).
 Do not locate the receiver within 3 feet of transmitting antennas.
 All four of the SV-GPS-250 module’s wires should all be connected to each SkyView
system display for redundancy.
The SV-GPS-250 can be mounted inside the aircraft, however some signal
degradation will occur. If you are concerned with possible performance issues with
the intended installation location, verify GPS functionality at that location with a
temporary installation. For optimal performance, the GPS receiver must have a
clear view of the sky during maneuvers.

System Planning
SV-XPNDR-26X
The SV-XPNDR-26X Mode S transponder module is designed to be mounted in any convenient
location in the cockpit, the cabin, or an avionics bay.
The following installation procedure should be followed, remembering to allow adequate space
for installation of cables and connectors:
 Select a position in the aircraft that is not too close to any high external heat source.
(The SV-XPNDR-26X is not a significant heat source itself and does not need to be kept
away from other devices for this reason).
 Avoid sharp bends and placing the cables too near to the aircraft control cables.
 Secure the mounting tray to the aircraft via the three (3) mounting holes in the tray.
The tray should be mounted to a flat surface - it is important that the tray is supported
at the dimples as well as the three mounting points.
 Put the SV-XPNDR-26X transponder into the secured mounting tray by hooking the
connector end under the lip on the tray.
 Lock the SV-XPNDR-26X transponder into the mounting tray by clipping the retaining
wire over the lugs on the opposite end.
Cooling Requirements
The SV-XPNDR-26X Mode S transponder meets all applicable ETSO/TSO requirements without
forced air-cooling.
Attention should however be given to the incorporation of cooling provisions to limit the
maximum operating temperature if the SV-XPNDR-26X is installed in close proximity to other
avionics. The reliability of equipment operating in close proximity in an avionics bay can be
degraded if adequate cooling is not provided.
SV-BAT-320
Observe the following guidelines when choosing a location for an SV-BAT-320:
 There can be only one battery per display. Do not connect a battery to more than one
display.
 Location should be near the display.
 Do not add more wire into the backup battery wire bundle.
 Avoid locations that are subject to extended temperature ranges. The battery module
has a narrower operating temperature range than other SkyView modules.
 Leave room for electrical connections.

System Planning
Servos (SV32, SV42, and SV52)

Observe the following guidelines when choosing a location for servos:
 The location must allow the servo arm and associated linkage to move freely through
the entire range of travel.
 Do not allow the servo arm to travel more than ±60° from neutral throughout the
control system’s range of travel. Note that this requirement only applies to arm servos
and not capstan servos.
 Leave room for all mounting hardware, including brackets, fasteners, linkages, etc.
 Leave room for electrical connections.
SV-ARINC-429
Observe the following guidelines when choosing a location for the SV-ARINC-429 module:
 Leave ample working room for electrical connections.
 SkyView systems support one or two SV-ARINC-429 per network.
 A common location for the SV-ARINC-429 is behind the instrument panel, keeping it
close to the display and associated ARINC-429 capable device.
Mounting Requirements
Some SkyView modules include mounting fasteners, while some do not. Mounting fasteners are
included as a convenience and installers are not required to use them. Use sensible mounting
techniques when installing equipment in suitable locations. You should reference individual
equipment chapters for information regarding installation instructions.
SkyView System Construction

Appendix C: Wiring and Electrical Connections contains complete details regarding
pin-outs of all SkyView system component connectors and wire harness colors.
Overview
A SkyView system consists of displays, modules, and connection hardware. Displays manage
power for modules (not servos) and control communication between devices. Modules provide
data to the displays. The connection between displays and modules is referred to as a SkyView
network.

System Planning
SkyView Network
Displays and modules utilize standardized 9-pin D-sub (from now on referred to as “D9”)
network connectors and are compatible with premade connection hardware—network cables,
splitters, and connector gender changers. Servos have un-terminated wires and we recommend
the use of one servo cabling kit (SV-NET-SERVO) per servo. All of this connection hardware is
available from Dynon.
Harnesses and Cables

Dynon’s display harness and network cables use aircraft-grade Tefzel® wiring. The display
harness breaks out power, serial, USB and other important pins from the back of the display.
Network cables are available in a variety of lengths. The 3 and 6 foot cables have female D9
connectors on both ends. The longer cables have a female D9 connector on one end and open
pins on the other end. The open end allows installers to run the cable in and through areas that
would not be possible if a connector was present. The connector is installed after the cable has
been run.
The servo cabling kit (SV-NET-SERVO: one kit per servo) makes it easy to connect the SkyView
system to servos and includes 20 feet of pre-twisted wire (twisted pair 22 AWG wire for data;
20 AWG wires for power), D9 connectors, connector shells, crimp contacts, an insertion tool,
heat shrink, and zip ties. It is recommended that you read and understand Appendix C: Wiring
and Electrical Connections before working with this kit.
Splitters and Gender Changers

Splitters (SV-NET-SPL) use aircraft-grade Tefzel® wiring, consist of a male D9 input connector
and two female D9 output connectors, are 1 foot long, and include a connector gender changer
(SV-NET-CHG). They add another module connection point in the network. An example
application for a splitter is the connection of primary and backup ADAHRS in a SkyView network
off one network cable coming from a display. These can also be used when you require more
network connections than the two SkyView connectors that are present on each display,
though the preferred mechanism for adding SkyView connections is the SkyView Network Hub
(described below).
Note that customers that purchased SkyView systems prior to March 2012 are likely to have
splitters for all SkyView network expansion needs. More recent customers are likely to have
fewer splitters (usually, just one at a dual ADARS installation), and one hub.
Connector gender changers allow SkyView network cables to connect to the output connector
of a splitter. This allows a cable split to occur in the middle of a long run of cable.
SkyView Network Hub

The SV-NET-HUB SkyView Network hub contains 5 SkyView Network ports. All 5 ports are
identical. In other words, any of them can be used to connect to your displays, modules, and/or
autopilot servos. Servo power should be broken out, as is normally done. See the Autopilot
Servo Installation section of this manual for more information about Servo wiring. The SkyView

System Planning
Network Hub is designed to ease the distribution of SkyView Network connections to multiple
SkyView Network components by allowing easy expansion of a SkyView network without
relying on a more expensive network of individual splitters. It also allows for fewer overall
connections over the splitter-only method that was primarily used prior to March 2012 as the
hub-based method requires no gender changer connectors.
Figure 3 - SV-NET-HUB SkyView Network Hub
Figure 4 - SV-NET-HUB Dimensions

System Planning
Test SkyView Network Cable

SkyView displays are supplied with a test SkyView network cable that is intended for bench top
testing only. The test network cable is not built with aircraft-grade Tefzel® wiring and should
not be permanently installed in an aircraft.
Ethernet Connection
SkyView systems that have more than one display should have their Ethernet ports
permanently connected together. Though not a required connection, it allows aviation and
obstacle databases to be transferred to all displays in a SkyView system when they are loaded
on any one of them. If Ethernet is not connected, aviation and obstacle databases will need to
be loaded on each display in the system individually.
Future SkyView functionality may require Ethernet to be connected as described

in this section. Therefore, Dynon Avionics strongly recommends connecting all
Ethernet ports together at this time.
The Ethernet connection between SkyView displays is made in addition to the 9 pin SkyView
Network connections, and should be connected on a permanent basis like other SkyView
wiring. Dynon Avionics strongly recommends “Low Smoke Zero Halogen” Ethernet cables for
use in aircraft, but any Ethernet cable – whether it is a “crossover” or normal “straight” type
Ethernet cable - will technically work. Low Smoke Zero Halogen Ethernet cables are available
from Dynon Avionics (SV-ETHERNET-3CC). Aircraft containing more than two SkyView displays
will need an Ethernet switch with enough ports to connect all SkyView displays together.
Contact Dynon Avionics for Ethernet switch recommendations if your aircraft has more than
two displays.
There are indicator lights on the Ethernet port that are usually indicative of data
transfer on traditional Ethernet devices. In SkyView, they are used instead for
display troubleshooting purposes. See the Maintenance and Troubleshooting
chapter for more information about what these lights indicate.
Available Cables and Harnesses

The following table contains Dynon part numbers and descriptions for the components that will
typically be used to test and build a SkyView system. Note: network cables with the “CP” suffix
include the second connector—it just is not installed on the cable to facilitate easy routing
through tight areas of an aircraft.
Dynon Part Number Description
SV-HARNESS-D37 SkyView Display Harness with Aircraft-Grade Tefzel® Wiring
SV-ETHERNET-3CC SkyView Ethernet Cable - Low Smoke Zero Halogen (3 foot)
SkyView Network Cable with Aircraft-Grade Tefzel® Wiring
SV-NET-3CC
Both Ends with Connectors (3 foot)

System Planning
Dynon Part Number Description

SV-NET-6CC
Both Ends with Connectors (6 foot)
SV-NET-10CP
1 End with Connector, 1 End with Pins Only (10 foot)
SV-NET-15CP
SV-NET-20CP
SV-NET-25CP
SV-NET-30CP
SkyView Network Splitter with Aircraft-Grade Tefzel® Wiring
SV-NET-SPL
(1 foot)
SkyView Network Cabling Kit for Autopilot Servos
(includes 20 feet of wires, connectors, connector shells, crimp contacts,
SV-NET-SERVO
insertion tool, heat shrink, and zip ties). One SV-NET-SERVO is used for
each servo in most installations.
SkyView Network Test Cable–Not Aircraft-Grade
SV-NET-TEST
(10 foot)
SV-NET-HUB SkyView Network Hub (5 SkyView Network connections)
Table 6–SkyView System Connection Hardware
Example SkyView Systems

SkyView systems are easily scalable and can accommodate a wide variety of components
ranging from a single display with one module to multiple displays with multiple modules. The
following diagrams illustrate several example SkyView systems and the components needed to
build them. Diagrams do not show a connection to aircraft power and do not imply an
installation location. Additionally, cable lengths and models pictured below should not be
blindly used as a “prescription”. Always consider your aircraft’s particular geometry and module
installation locations before purchasing harnesses, hubs, and splitters.
KEY SV-D1000
DB9 Female SV-ADAHRS-200

SV-NET-10CP
(with installed D9)
SV-HARNESS-D37
USB
Connector
Figure 5–SkyView System with One Display and One ADAHRS

System Planning
SV-D1000 SV-EMS-220
KEY
SV-NET-SPL
DB9 Male
SV-NET-10CP
SV-ADAHRS-200 (with installed D9) SV-NET-6CC
DB9 Female SV-HARNESS-D37
GPS
USB
Wire SV-GPS-250
Connector
Bundle
SV-ADAHRS-201
SV-BAT-320
Figure 6–SkyView System with One Display, One EMS, One GPS, One Backup Battery, and Two Redundant
ADAHRS
Figure 7–SkyView System with Two Redundant Displays, One EMS, Two Backup Batteries (One per Display), One
GPS, and Two Redundant ADAHRS
Note, that in Figure 7, the SV-GPS-250’s power, ground, and output wires are
connected to both displays.
The following diagrams show two different ways to lay out a more complex system in which
there are more SkyView Network modules than available SkyView Network ports.
The first diagram reflects the way that one would typically build a network when purchasing
components prior to March 2012 before the SV-NET-HUB was available. It uses splitters to
create all additional SkyView Network connections. This connection methodology is still valid
and supported, although the use of a SV-NET-HUB is preferred going forward.

System Planning
The second diagram reflects the way one can build a network utilizing the SV-NET-HUB to
expand the number of available SkyView Network ports instead of splitters. It is both less
expensive and utilizes fewer total connections (and no gender changers) when compared with
the splitter-based method. Note that a splitter is still useful for wiring two co-located
redundant ADAHRS modules. In most installations, this is the only application of the SV-NET-SPL
that is necessary when utilizing the SV-NET-HUB to build a SkyView Network.
Figure 8– SkyView System with Two Redundant Displays, One EMS, Two Backup Batteries (One per Display),
Two Redundant GPS, Two Redundant ADAHRS, Two Servos, and one Transponder using splitters (legacy
installation method)

System Planning
Note, that in Figure 8, each SV-GPS-250’s power, ground, and output wires are
connected to both displays on different serial ports. The primary SV-GPS-250
should be connected to serial port 5 on each display. The secondary SV-GPS-250
should be connected on another serial port on each display.
Additionally, if there are both multiple displays and multiple SV-GPS-250 units in
the system, power for the secondary GPS should be sourced from the GPS power
wire on the second display – in other words, each SV-GPS-250 should receive
power from a different display. Reference the SV-GPS-250 Installation and
Configuration Section for more information on this configuration.
Figure 9 - SkyView System with Two Redundant Displays, One EMS, Two Backup Batteries (One per Display),
Two Redundant GPS, Two Redundant ADAHRS, Two Servos, and one Transponder using a hub (recommended
installation method)

System Planning
Note, that in Figure 9, each SV-GPS-250’s power, ground, and output wires are
connected to both displays on different serial ports. The primary SV-GPS-250
should be connected to serial port 5 on each display. The secondary SV-GPS-250
should be connected on another serial port on each display.
Additionally, if there are both multiple displays and multiple SV-GPS-250 units in
the system, power for the secondary GPS should be sourced from the GPS power
wire on the second display – in other words, each SV-GPS-250 should receive
power from a different display. Reference the SV-GPS-250 Installation and
Configuration Section for more information on this configuration.
HSI Requirements
The SkyView HSI overlay on the PFD’s DG requires an external GPS (e.g., Garmin X96) or NAV
(e.g., Garmin SL30) radio. It can also be generated by SkyView when its Navigation Mapping
Software is in use. Reference the Serial Devices and SV-ARINC-429 Installation and
Configuration sections of this guide for more information regarding external data sources.
The SV-GPS-250’s GPS data alone is only a position source (and only a subset of the
data provided by other, external GPS devices such as a Garmin X96). It cannot
provide navigation without the Navigation Mapping Software and appropriate
aviation databases installed.
Table 7 outlines the functionality enabled by each source.

SV- Dynon
ARINC-429 ARINC-429/
GPS- Navigation NMEA Aviation SkyView
Data GPS via SV- Serial (SL30)
250 Map GPS GPS ADAHRS
ARINC-429 NAV
GPS Software
Bearing Pointers     
Course Deviation     
Course Direction     
Waypoint or
    
Station Identifier
To/From Flag     
Lat/Long    
5
GPS Altitude    
Ground Speed    
Ground Track    
Distance to Waypoint    
LPV/VNAV GPS 1

Approaches
2
VFR Vertical Guidance  
3
DME 
Glideslope 
Tuned Frequency 
True Airspeed 
Magnetic Heading 

System Planning
SV- Dynon
ARINC-429 ARINC-429/
GPS- Navigation NMEA Aviation SkyView
Data GPS via SV- Serial (SL30)
250 Map GPS GPS ADAHRS
ARINC-429 NAV
GPS Software
SkyView Time Source   
5HZ GPS Updates 
4
Winds     
Table 7–HSI Requirements
1
Approach-certified WAAS GPS units only.
2
Some models.
3
Requires additional DME equipment connected to compatible non-Dynon hardware.
4
Winds calculation specifically requires GPS, OAT, IAS, and magnetic heading.
5
Requires additional Aviation format serial input into SV-ARINC-429 module

3. Basic SkyView Display Operation
After reading this chapter, you should be familiar with basic SkyView display operation
including how to use joysticks and buttons, how to turn displays on and off, how to access and
navigate menus, how to configure SkyView networks, and how to perform firmware updates
and other file operations.
The SkyView SV-D700 and SV-D1000 displays are identical in functionality and
presentation. The only difference is in the size and resolution of the screen.
Screen Synchronization
SkyView is designed to operate as an integrated system. SkyView configurations with more than
one networked display automatically share and synchronize settings on all displays. In-flight
settings such as baro and bugs are synchronized in real time as they are adjusted. Setup menu
items are synchronized when the user exits the setup menu and also at boot up. Aviation and
obstacle databases are synchronized when they are loaded on any screen if Ethernet is
connected.
It is not possible to have displays on the same network that do not share configurations,
settings, and real time items. Even if a unit is off when settings are adjusted, they will be
synchronized at boot.
For displays to properly synchronize settings their tail numbers must be the same
and SkyView Network must be configured correctly. See the Network Setup and
Status Section of this manual for information about these required setup steps.
Only one setup menu in the network may be open at once. If you try to open a setup menu on a
display while it is open on another display, you will see OTHER SCREEN IN SETUP on the screen
and not be allowed to open the setup menu. There is no "master" in the system; changes made
on any screen in the system will be automatically reflected on all other screens.
Some things are purposefully not synchronized on displays: firmware, sensor configuration files
(.sfg), and local display settings (such as serial port settings). You must ensure that each display
is running the appropriate firmware, up-to-date databases, and sensor configuration file. All of
these files are available for download at downloads.dynonavionics.com. Also ensure that each
display’s local settings are appropriately configured.

Basic SkyView Display Operation
Display Bezel Layout

The following diagram illustrates the front of an SV-D1000 display and its important parts.
Figure 10–SkyView Display Front Bezel Layout
Note the top bar, screen, joystick and button labels, light sensor, two joysticks and eight
buttons.
The top bar displays important textual information. The top bar shows time, autopilot status,
and transponder status. Reference the Local Display Setup Menu Section of this guide for
details on how to configure the top bar.
The screen shows PFD, Engine, and Moving Map data, configuration information, and system
alerts. Its layout is user-configurable. Reference the SkyView Pilot’s User Guide for instructions
on how to configure the layout of your screen.
Joystick and button labels are also on the screen. Joystick and button functionality is contextual
based on what is onscreen and these labels show the user the current function. For example, the
(RNG) label above joystick 2 in Figure 10 shows that turning that joystick will either increase or
decrease the range shown on the Moving Map.

The set of button labels displayed immediately after the display turns on is referred
to as the Main Menu.
Each SkyView display has an integrated light sensor in the bezel. This light sensor can be used
for automatic backlight level management. Reference the Display Setup Section of this guide for
instructions on how to configure the display for automatic backlight level management.
Joystick and Button Operation

Joysticks and buttons are used for various functions including powering the unit on and off,
entering and navigating menus, and adjusting values.
Operation Basics
Joysticks can be turned and moved. Specific joystick behavior is addressed in subsequent
sections of this guide when necessary.
Figure 11–Joystick Turn (left) and Movement (right) Directions

A button has a function if there is a label above it. If there is no label, there is no function. The
figure below shows an example button label.
Figure 12–Example Button Label
When you press a button, its label is highlighted. When you let go, that button’s action is
invoked.
Button labels are called out in all capital letters such as BACK, EXIT, FINISH, and
CLEAR. This guide directs users to press a button by using its label. For example,
when this guide asks you to press FINISH, it is asking you to press the button with
the FINISH label above it.
Joystick and Button Operation Example

Some parameters may need to be adjusted using a joystick. When setting values with the
joystick, each character (symbol, letter or digit) must be selected and adjusted successively.
Figure 13–Adjusting Successive Characters
In this example, the first time you turn the joystick, you toggle between the “-“ and “+”
symbols. To change the succeeding characters, you must move the cursor joystick to the right.
In this example, you first adjust the “-“ or “+” character, move the joystick right, then adjust the
one hundreds digit, and so forth. Once you have adjusted the value appropriately, press
ACCEPT or move the joystick to the right again.
At times, the next item in the menu path in this guide may be a joystick selection OR a button
push—the correct choice will be apparent.

Menu Navigation
After the display turns on, you will see a screen similar to the one in Figure 10. This guide refers
to the label bar at the bottom of the screen as the Main Menu.
Throughout this guide, the “>” character is used to indicate a sequence of menu selections or
other actions you would take as you navigate the menu system. Menu selections which are
followed by “…” indicate full-screen wizard interfaces which guide you through the appropriate
steps. These wizard interfaces are not described in detail in this guide, as the on-screen
instructions provide adequate information.
SkyView menus follow this structure: SETUP MENU > MENU > ... > MENU > PAGE or WIZARD.
The setup menus (In Flight Setup or Setup) are the root of most menu navigation. Each nested
menu is more specific than the previous one and there is no set limit for the number of nested
menus before reaching a page. A page or wizard is at the end of the chain and it is where the
user can perform a specific action such as change a specific setting, configure a SkyView
network, or set up the layout of the onscreen engine gauges. Wizards employ easy-to-follow
onscreen instructions.
For example, SETUP MENU > SYSTEM SETUP > MEASUREMENT UNITS > BAROMETER indicates
entering the SETUP MENU, then selecting SYSTEM SETUP, then selecting MEASUREMENT
UNITS, and then entering the BAROMETER Menu to select INHG, MBAR, or MMHG.
Table 8 is a summary of menu navigation.
Desired Menu Action User Action
Simultaneously press and hold buttons 7 and 8
Enter the Setup Menu (if airspeed is greater than zero, you will enter the
In Flight Setup Menu)
Turn either joystick
Scroll through different menus OR
Move either joystick up or down
Enter menu Move either joystick toward the right
Move either joystick toward the left (saves settings)
OR
Return to previous menu Press BACK (saves settings)
OR
Press CANCEL (does not save settings)
Save adjusted value Press ACCEPT
Reset adjustable value Press DEFAULT
Save settings and return to Main Menu Press EXIT
Table 8–Menu Navigation Summary

Basic Display Operation Procedures

This subsection covers basic operation procedures for displays. Detailed instructions for various
menus and individual menu items are described later in this guide.
How to Turn the System On or Off

Table 9 summarizes the procedures for toggling SkyView system power states.
SkyView System
Toggle SkyView System Power
Displays
Toggle primary power state
One display OR
Toggle display power by pressing and holding button 1
Toggle primary power state
OR
Multiple displays
Toggle all displays off or on by pressing and holding
button 1 on each display.
Table 9–How to Toggle SkyView System Power State
Loss of External Power with Backup Battery Connected

If external power is lost to a display that is connected to a backup battery, it will either stay on
for an additional 30 seconds or stay on indefinitely depending on whether or not the aircraft is
in flight. This feature minimizes backup battery discharge when on the ground and
master/external power is shut off normally while simultaneously reducing pilot workload during
an actual in-flight power loss.
If the aircraft is not in flight, SkyView displays the message “POWERING DOWN IN xx SECONDS”
while counting down from 30 seconds. During this countdown, the menu displays the buttons
STAY ON and PWR OFF at the bottom of the screen. Press PWR OFF to turn off the SkyView
display immediately. Press STAY ON to keep the SkyView display on via the connected backup
battery. If STAY ON is pressed, the display will continue to use the backup battery to power
itself until the battery’s charge is depleted or the display is turned off manually pressing and
holding button 1. Finally, if neither button is pressed before the countdown expires, the display
will automatically turn off after 30 seconds to conserve the backup battery charge.
If the aircraft is in flight, SkyView displays the message “AIRCRAFT POWER LOST” with no
additional count down. This ensures that active pilot action is required to turn off a display
when power is lost in-flight and backup battery power is available. The STAY ON and PWR OFF
buttons are still offered, but the display will stay on indefinitely unless PWR OFF is pressed.
How to Reboot the Display

Press and hold buttons 1, 2 and 5 simultaneously to instantly reboot the system. This may be
helpful if you need to cycle power after changing certain settings and for general
troubleshooting.

How to Manually Adjust the Backlight Brightness or Dim Level

Press SCREEN on the Main Menu and then press DIM (this is the Dim Menu). To decrease or
increase the backlight brightness press DEC- or INC+, respectively. To set the backlight
brightness to 100%, press FULL. Press BACK twice to exit the Dim Menu and return to the Main
Menu.
If the display is set to automatic or external backlight brightness control, this operation will
toggle the backlight brightness control to manual mode. You can determine if there was a
change in control mode by the label over button 7 in the Dim Menu. If the display was set to
manual mode in the Setup Menu, there will be no label. If the display was set to automatic or
external, the label will toggle between MANUAL and AUTO or MANUAL and EXTERNAL,
respectively. When set to MANUAL, you can change the display brightness by using the DIM
item under the joystick function menu (described in the next section).
Reference the Display Setup Section of this guide for instructions on specifying the display’s
backlight brightness control method.
How to Enter the Joystick Function Menu

Move a joystick up, down, left, or right to enter its Joystick Function Menu. These menus are
used to specify which bug that joystick adjusts if rotated. For example, joystick 1 could be set to
adjust the heading bug and joystick 2 could be set to adjust the altitude bug.
Figure 14 illustrates the joystick menu.
Figure 14–Joystick Menu
To set the function of a joystick:

12. Move a joystick up, down, left, or right to enter a Joystick Function Menu.
13. Choose the joystick function by moving the joystick up or down.
14. Confirm the highlighted function by moving the joystick left or right.
If the Map Page is onscreen, the joystick closest to the Moving Map is labeled (RNG) and is used
to adjust the map’s range. It cannot be assigned a different function.
How to Enter the Setup Menus

There are two setup menus: the Setup Menu and the In Flight Setup Menu. Simultaneously
pressing and holding buttons 7 and 8 will open one of these menus. If airspeed is zero, the
Setup Menu opens. If airspeed is greater than zero, the In Flight Setup Menu opens.

You may also access the Setup Menu from the In Flight Setup Menu by using the ENTER FULL
SCREEN SETUP MENU… option.
How to Adjust Time Zone Offset

Enter the Time Zone Offset Page (SETUP MENU > SYSTEM SETUP > TIME > TIME ZONE OFFSET)
and adjust the time zone accordingly. Note that this is the local offset from Zulu time.
How to Configure Displayed Units

Displayed units can be configured for altitude, distance and speed, temperature, barometer,
pressure, and volume. Displayed units are configured on the Measurement Units Page (SETUP
MENU > SYSTEM SETUP > MEASUREMENT UNITS).
Screens and Menus

This section lists all of the screens, menus, and pages in the SkyView system.
Some menu options are dependent on installed, networked, and/or calibrated

SkyView equipment. For example, if there are no servos present in the SkyView
network, the AP Menu will not be present on the Main Menu. This guide makes it
clear where these dependencies exist in their applicable sections.
Main Menu
This menu is displayed right after the SkyView display boots up similar to Figure 10 and contains
links to the following menus:
 PFD–This menu allows users to turn the G Meter on and off, turn synthetic vision on or
off, select the NAV source, select bearing sources, and toggle bugs on and off.
 AP–This menu allows users to toggle the status of each installed autopilot axis, set their
respective modes, and engage the autopilot in a 180° turn from the current ground
track. This menu is only accessible if the autopilot servos have been properly installed,
networked, calibrated, and tested
 MAP–This menu allows users to control the Navigation Mapping Software features of
SkyView. Note that this button only appears when the SV-MAP-270 software has been
purchased and licensed, or when it is in its 30 hour free introductory trial period.
 SCREEN–This menu allows users to set the backlight level, toggle the state of the three
information pages (PFD, ENGINE, and MAP), and change the layout of the screen.
Message Notification Area

Important alerts are relayed to users via the Message Notification Area. A flashing “Message”,
“Caution”, or “Warning” label above the rightmost button indicates the presence of a message
or alert. Press the rightmost button to bring up the Message Window to read the alert or
message. More information regarding messaging and alerting behavior is in the SkyView Pilot’s
User Guide.

In Flight Setup Menu

This menu contains links that may be useful during flight:
 ADAHRS Source Selection…
 Flight Angle Pitch Adjust…
 AOA Calibration…
 Autopilot Setup…
 Enter Full Screen Setup Menu…
Note that this menu occupies only half of the screen and that all of the links in the In Flight
Setup Menu are accessible via the Setup Menu.
Setup Menu
This menu contains links to system configuration options:
 System Software
 System Setup
 Local Display Setup
 PFD Setup
 EMS Setup
 Map Setup
 Autopilot Setup
 Transponder Setup
 Traffic Setup
 Hardware Calibration
Note that this menu occupies the entire screen. The menus above have menus of their own. The
information in this section contains information on the purposes of each of the above menus as
well as a list of each menu's respective menus and their functions.
Pages and wizards that require users to do something have explicit onscreen
instructions. Most actions are simple enough and onscreen instructions are more
than adequate. In these cases, explicit instructions are not contained in this guide.
In cases where onscreen instructions are not present, instructions are included in
this guide.
System Software Menu

You must have a USB flash drive that is recognizable by the display in one of the
USB slots to open this menu. All of the functions under this menu either write to or
read from the flash drive.
Detailed instructions for all of the menus listed below are included in the Firmware
Updates and File Operations Section of this guide.
The Software System Menu contains links to the following wizards:

 Upgrade System Software...–Use this wizard to update software on your SkyView

system.
 Export System Settings...–Use this wizard to export the settings on your SkyView system
to a USB flash drive.
 Export Data Log...–Datalogging is for internal use only. User-datalogging is not
supported at this time.
 Load Files...–Use this wizard to load files such as settings or configuration files or delete
files from the USB flash drive.
System Setup Menu

This menu contains links to the following menus and pages:
 Network Setup–Enter this menu to configure your SkyView network or to check on
network status (i.e., display important SkyView module information).
 Audio Setup–Enter this menu to configure the options and volume for SkyView’s audio
output capability.
 Aircraft Information–Enter this page to record important information regarding your
aircraft. Specifically, enter the tail number of your aircraft–it is used to create unique
SkyView configuration files. It is also used for other purposes.
 Measurement Units–Enter this page to configure displayed units (e.g., feet or meters).
 Time–Enter this page to set the time zone offset from Zulu/GMT time.
 ARINC-429–Enter this page to set up ARINC-429 devices connected to SV-ARINC-429
modules.
Local Display Setup Menu

This menu contains links to the following pages and menus:
 Installed Databases–This page shows the various databases that are installed on the
display and their respective versions.
 Display Hardware Information–This page contains important hardware status
information such as the serial number of your display and the voltage of the attached
backup battery. Reference the
 Returning SkyView Components to Service after Repair Section of this guide for more
information about the Display Hardware Information Page.
 Serial Port Setup–Enter this menu to configure the five general purpose serial ports on
the display.
 Brightness Setup–Enter this page to choose between manual, automatic, or external
screen backlight control. Manual screen backlight control is managed by the user in the
DIM Menu with the DEC-, INC+, and FULL buttons. Automatic screen backlight control is
managed by a default dimming profile in the display. A compatible external control
signal is required for external backlight control. Reference the Brightness Setup Section
for more information.
 Top Bar Setup–Enter this page to configure the top bar on the SkyView display's screen.

 GPS Fix Status–This page shows fix quality information for the GPS source that is being
used as the active position source for SkyView’s moving map and synthetic vision. Note
that this does not show information about other GPS sources that may be available for
HSI and backup position use.
 License–Enter this page to display the status of software products that can be purchased
and licensed to add features to SkyView. This page is also the place where license codes
can be redeemed to activate features on your SkyView System.
PFD Setup Menu

This menu contains links to the following pages:
 ADAHRS Source Selection–This page is a list of all configured SkyView ADAHRS modules
and their respective statuses. Also use it to select which ADAHRS module is the PFD’s
primary source of data.
 Flight Angle Pitch Adjust–This page allows you to adjust the displayed pitch of the plane.
 Airspeed Limitations–Enter this menu to configure the V-speeds and specify optimal
flight parameters such as best angle of climb speed, best rate of climb speed, and
maneuvering speed.
 Vertical Speed Scale–Enter this page to configure the vertical speed tape's scale.
 G Meter–Enter this page to configure G values that will cause the G Meter to be
automatically displayed when exceeded; to set the yellow/red cautionary color ranges
of the G meter; and whether or not the max/min recorded Gs are reset at each SkyView
boot-up.
 Flight Path Marker–Enter this page to enable/disable display of the flight path marker.
 Extreme Pitch Warning–Enter this page to enable/disable display of the extreme pitch
warning indicators.
 Angle of Attack–Enter this page to enable/disable display of the Angle of Attack
indicator.
 Altitude Alerter–Enter this page to configure the altitude alerter.
o CAPTURE BAND: When the altitude of the aircraft flies within this amount of
feet/meters of the altitude bug (when displayed), SkyView will announce
“approaching altitude” aurally (if audio output is configured)
o DEVIATION BAND: When the altitude of the aircraft climbs above or descends
below the altitude bug by the amount of feet or meters set here, SkyView will
announce “departing altitude” aurally (if audio output is configured).
EMS Setup Menu

This menu contains links to the following wizards and menu:
 Engine Information–Enter this wizard to record important information regarding the
engine in your aircraft such as engine type and horsepower. The user-entered
information here is used to calculate quantities such as % power and special operating
limitations.

 Sensor Input Mapping...–Enter this wizard to map engine and environmental sensors to
SV-EMS-220/221 pins. Reference the EMS Sensor Input Mapping Section of this guide
for instructions on how to navigate and use this menu to map sensors.
 Screen Layout Editor–Enter this wizard to configure the placement and style of the
onscreen EMS gauges on EMS pages. Reference the EMS Screen Layout Editor Section of
this guide for instructions on how to use this wizard.
 Sensor Setup–Enter this menu to configure the graphical display properties of mapped
sensors. Reference the EMS Sensor Setting Section of this guide for more information
regarding sensor setup.
MAP Setup Menu

This menu contains links to the following wizards and menus:
 Terrain Warning Colors – Sets whether red and yellow terrain warning are provided on
the Map Page
 Red and Yellow Start – When the above setting is set to “YES”, these settings how far
above or below the aircraft’s current altitude the red and yellow colors persist.
Autopilot Setup Menu

This menu is not accessible until the autopilot servos in the system have been
successfully calibrated and tested. Reference the Autopilot Servo Calibration and
Test Procedures Section of this guide for more information.
This menu contains links to the following menus:

 Roll Axis–Enter this menu to configure autopilot roll axis parameters and options such as
torque, sensitivity, mode, maximum bank angle, and turn rate target.
 Pitch Axis–Enter this menu to configure autopilot pitch axis parameters and options
such as torque, sensitivity, default climb vertical speed, default descent vertical speed,
maximum airspeed, and minimum airspeed.
 Disengage Button–Enter this menu to configure disengage button options such as hold
to engage, enable broken line detect, and control wheel steering mode.
Transponder Setup Menu

This menu is not accessible unless a SV-XPNDR-26X is setup and configured.
Reference the SV-XPNDR-26X Installation, Configuration, and Testing Section of this
guide for more information.
This menu contains options that are used to set up and configure the SV-XPNDR-26X module.
Reference the SV-XPNDR-26X Installation, Configuration, and Testing Section of this guide for
more information.

Hardware Calibration Menu

This menu contains links to the following menus:
 ADAHRS Calibration–Enter this menu to make altitude adjustments (e.g., baro and
altitude adjust) and access the compass and AOA calibration wizards.
 EMS Calibration–Enter this menu for EMS sensor calibration. You will have options to
calibrate fuel tanks and position potentiometers that have been mapped in the Sensor
Input Mapping Wizard. Calibration wizards contain onscreen instructions.
 Servo Calibration–Enter this menu for autopilot servo calibration. Reference the
Autopilot Servo Installation, Configuration, and Calibration Section of this guide for
more details.
Note that if an ADAHRS, EMS, or Servos are not present on the SkyView network,
this menu will note the absence by displaying “(EMS NOT DETECTED)” ,“(ADAHRS
NOT DETECTED)”, or “(SERVOS NOT INSTALLED)”
Firmware Updates and File Operations

Dynon plans to provide new functionality and capability for the SkyView system via firmware
updates. Use the resources mentioned in the Contact Information Section of this document to
stay current on firmware availability for SkyView.
Firmware updates and file operations are performed using a USB flash drive. A flash drive with
at least 50 Megabytes of storage is required for standard firmware updates. A drive with at
least 4 Gigabytes of storage capacity is required for terrain file updates. Note that a 4 Gigabyte
USB flash drive is included with every SkyView display, and is the recommended USB flash drive
for these operations.
In order to open the System Software Menu, you must have a USB flash drive plugged in to your
SkyView display.
Updating the firmware on a SkyView display automatically updates all of the

modules connected on the same SkyView network, except for other SkyView
displays. Each display must be updated individually.
How to Update Firmware

1. Download the latest SkyView firmware file from downloads.dynonavionics.com.
2. Copy the firmware file onto your USB flash drive. The firmware file must be in the root
directory of the drive in order to be recognizable by the display.
3. Insert the USB flash drive into one of the display’s USB sockets.
4. Go to the Upgrade System Software Wizard (SETUP MENU > SYSTEM SOFTWARE >
UPGRADE SYSTEM SOFTWARE…).
5. Update the firmware on the unit by pressing UPDATE or press CANCEL to return to the
System Software Menu.

How to Export System Settings

This operation creates a set of files on the USB flash drive that contain display
settings, equipment settings, and important calibration information. All of the
filenames contain the tail number and the firmware version.
2. Go to the Export Settings Wizard (SETUP MENU > SYSTEM SOFTWARE > EXPORT
SETTINGS…).
3. Create a file name for the settings file.
4. Save the settings file onto the flash drive by pressing EXPORT or press CANCEL to return
to the System Software Menu.
How to Load and Delete Files

5. Download file from downloads.dynonavionics.com such as terrain or EMS files or use
another source for the SkyView file.
6. Copy the file onto your USB flash drive. The file must be in the root directory of the drive
in order to be recognizable by the display.
8. Go to the Load Files Wizard (SETUP MENU > SYSTEM SOFTWARE > LOAD FILES…).
9. Select a file and press:
a. LOAD to load the file onto the system.
b. CANCEL to return to the System Software Menu.
c. REMOVE to delete the file from the USB flash drive.

4. SV-D700 / SV-D1000 Installation and Configuration
This chapter contains information and diagrams that specifically apply to SkyView display
installation. After reading this section, you should be able to determine how to prepare a panel
for display installation, how to mount a display, how to make all necessary electrical
connections, and also how to configure a display.
Figure 15 is a high-level overview of a suggested installation and configuration procedure for
SkyView displays and their associated components.
Choose a panel
Prepare the Connect power
location based on Install SkyView
panel (cut and ground wires
Location Display Harness
opening and drill with fuse or
Requirements (SV-HARNESS-D37)
holes) breaker on power
Section
Connect other Reference Connect external

Test display
SkyView modules other chapters serial devices
power (turn on or
(e.g., ADAHRS and in this guide... (e.g., transponder
use multimeter)
EMS) and GPS)
No
new
firmware
Update terrain
Check for No Update No
Mount display in database?
firmware aviation
panel (outside North
update database?
America)
New
Yes Yes
firmware
Download and Download and

Download and
install terrain install aviation
install firmware
database database
Configure display
settings and
SkyView Network
Figure 15–Suggested SkyView Display Installation Procedure

SV-D700 / SV-D1000 Installation and Configuration
Physical Installation
SV-D700 Installation Dimension Quick Overview
 Panel Cutout: 6.97” x 5.35” (117.038 mm x 135.890mm)
 Bezel Outline: 7.636” x 5.512” (193.954 mm x 140.005 mm)
SV-D1000 Installation Dimension Quick Overview

 Panel Cutout: 9.68” x 6.90” (245.872mm x 175.260mm)
 Bezel Outline: 10.320” x 7.064”(262.128mm x 179.426mm)
For those upgrading from a D100 series product, note that the SV-D700 display has
a slightly larger cutout than those products.
Figure 16 and Figure 17 on the following pages show recommended panel cutouts and
mounting hole patterns for SV-D700 and SV-D1000 displays. Note that the SkyView 7" display
has a smaller cutout size and fewer mounting holes than the SkyView 10" display.
Figure 18 and Figure 19 on the following pages show the mechanical dimensions of the SkyView
displays. Use the dimensions (in inches) found in the appropriate diagram to plan for the space
required by the display.
To mount a SkyView display, cut an appropriately sized rectangular opening in your panel, drill
out the mounting holes, and use the included mounting screws to fasten the display to the
panel.
SkyView displays are shipped with #6-32 hex-drive round head fasteners. Fasteners are 5/8” in
length and require a 5/64” hex drive tool. Dynon recommends fastening the included mounting
screws to nut plates installed behind the panel. If access behind the panel allows, standard #6-
32 lock nuts or nuts with lock washers can be used. Do not rivet the SkyView display to the
aircraft as this will hinder future removal if necessary.

Figure 16–SV-D700 Panel Cutout and Mounting Hole Dimensions - NOT ACTUAL SIZE

Figure 17–SV-D1000 Panel Cutout and Mounting Hole Dimensions – NOT ACTUAL SIZE

Figure 18–SV-D700 Dimensions

Figure 19–SV-D1000 Dimensions

Electrical Installation
Use this section in conjunction with the information contained in Appendix C: Wiring and
Electrical Connections (notably Figure 92 on page 17-7). The wires and wire colors in this section
refer to the wires on the included SkyView Display Harness (SV-HARNESS-D37).
Power Input
SkyView displays have a primary power input that is compatible with 12 volt and 24 volt
systems (10 to 30 volts DC). There are two unterminated solid red primary power input wires
(to reduce current loading in each wire—these are not for redundancy and both should be
connected to the same power source) and two unterminated solid black primary ground wires.
Ensure that there is an appropriately rated circuit breaker or replaceable fuse on

the primary power input. For a SkyView system with one display, a 5 amp circuit
breaker or replaceable fuse is sufficient for the majority of installations. Reference
the Power Consumption Section of the System Planning Chapter for more
information.
Grounding
Ensure that all external devices that interface with SkyView have a common ground with
SkyView. If a device does not share ground with SkyView, it may not communicate properly.
Airplane Master Contactor / Relay Considerations

If your aircraft is equipped with a master contactor or a relay that is operated by the master
switch, it is imperative that the coil of the contactor or relay is protected by a diode to reduce
the voltage spike seen when the contactor is turned off. Without this diode, the aircraft system
can see spikes above 100V, which can damage Dynon equipment and other avionics.
While some contactors have this diode internally, many do not. Please verify the existence of
this diode before operating your Dynon equipment.
Backup Battery Connection and Operation Rules

SkyView displays have the option of an external backup battery (SV-BAT-320). The display
harness has a connector that mates with the connector on the backup battery. Simply
connecting the display to the battery using this connector enables backup battery functionality.
In the event of an electrical failure that causes SkyView to run on the SV-BAT-320, the SV-BAT-
320 supplies power to the SkyView display it is connected to, along with any connected SV-
ADAHRS-26X, SV-EMS-220/221, SV-ARINC-429, and SV-GPS-250 modules. Because of higher
power requirements, the SV-BAT-320 does not power Autopilot servos, the SV-XPNDR-26X, or
any other external device.

SkyView displays are only compatible with Dynon’s SV-BAT-320 battery pack. Do
not connect a lead-acid battery or any other battery as the charging algorithm is
optimized for the SV-BAT-320. Connecting any other battery may have detrimental
consequences. Damage caused by connecting such a battery will not be repaired
under warranty.
In the event of primary power loss, a fully charged backup battery can keep most
SkyView systems operating for at least 60 minutes. The backup battery provides
power for its connected display and that display’s attached SkyView modules and
the SV-GPS-250. It does not provide power for other displays or servos as they are
not powered by a display.
See the Homemade Wire Harness Considerations section for important

specifications that must be adhered to for the SV-BAT-320 to charge properly
when used with a non-Dynon harness.
SkyView Network Connectors

The two D9 connectors on the back of a SkyView display are SkyView network connectors. They
have identical pin-outs and are electrically connected inside the display (i.e., they are
completely interchangeable). Installers may use either connector or both connectors in SkyView
installations. Reference Table 56 on page 17-8 for SkyView Network Connector pin-out
information.
Note that these connectors are not serial port connectors.
Network Setup and Status

Once all SkyView modules are connected in a network, either in a bench top test or permanent
installation, turn the display(s) on. You will see the display boot up and the status LEDs on the
modules light up.
A tail number on the Aircraft Information Page (SETUP MENU > SYSTEM SETUP >
AIRCRAFT INFORMATION) is required for network configuration.
If you have more than one display in your SkyView system, the tail number only
needs to be set on the display that you initially perform the Network Configuration
on. At network configuration time, all other displays that are set to the default tail
number of DYNON will automatically have their settings and tail number
synchronized with the display the configuration is performed from. After
configuration, all displays’ tail numbers and settings will be synchronized, and
further setup tasks can be performed from any display.

Before you configure the SkyView network, the PFD and EMS pages will contain a
big red “X” over a black screen. You must configure the network before PFD and
EMS data is displayed on SkyView
Use the following procedure to configure a SkyView network:

1. Navigate to the CONFIGURE… Page (SETUP MENU > SYSTEM SETUP > NETWORK SETUP
> CONFIGURE…).
2. Press DETECT. A successful network configuration yields the screen in Figure 20.
3. Press FINISH to close the screen and return to the Network Setup Menu.
Figure 20–Successful SkyView Network Configuration Screen
If the SkyView network is successfully configured, but firmware versions on

equipment are not synchronized, you will see a screen that is similar to Figure 21.

Figure 21–SkyView Network Configuration with Firmware Update
If you see a screen similar to the one in Figure 21, simply press UPDATE to synchronize the
firmware running on the equipment in the SkyView network.
To check on SkyView network status, enter the NETWORK STATUS… Menu in the Network
Setup Menu (SETUP MENU > SYSTEM SETUP > NETWORK SETUP > NETWORK STATUS…).
The Network Status Page shows all displays, modules, servos, and other Dynon Avionics
products installed on the SkyView network via the D9 SkyView Network connectors. This
includes the following devices: SV-D1000 and SV-D700 DISPLAYS, SV-ADAHRS-20X modules, SV-
EMS-220/221 modules, SV-ARINC-429 modules, and Dynon Autopilot Servos. It does NOT
include any non-Dynon devices or any of the following Dynon devices that connect via a
method other than SkyView Network: SV-XPNDR-26X transponder, OAT or individual engine
sensors, SV-GPS-250.
SkyView Network has redundancy and error detection features which allow it to detect and
annunciate module and SkyView Network wiring faults. In the event that SkyView reports a
problem with an ADAHRS, EMS module, autopilot servo, or a problem with the “standby
network”, this NETWORK STATUS page will provide more information about the nature of the
problem.
Ethernet Connection
SkyView systems containing more than one display should ideally have their Ethernet ports
connected together for best operation. See the SkyView System Construction section in this
manual for further information about Ethernet.

Internal Time Keeping

Zulu/GMT time is initially obtained from a GPS source. Time is displayed as “--:--:--“until a GPS
fix containing time is found. When a display is turned off, a connected SV-BAT-320 enables the
display to keep track of time. Displays that are not connected to a battery must obtain current
time from a GPS source whenever they are turned on.
Serial Devices
Serial communication to non-Dynon devices and interfacing of other devices in general can be
involved and detailed. This installation guide is intended to provide general installation advice
for the most common devices and situations. Dynon’s Documentation Wiki provides enhanced,
extended, frequently updated online documentation contributed by Dynon employees and
customers at wiki.dynonavionics.com.
There are five general purpose RS-232 serial ports available for use with compatible equipment
on a SkyView display. Serial port transmit (TX) and receive (RX) wire sets are twisted together
and connected serial devices must share a common power ground with the SkyView display(s).
Typically connected serial devices include the SV-GPS-250, transponders, NAV radio (e.g.,
Garmin SL30), and other GPS devices (e.g., Garmin X96). Reference the SV-GPS-250 Installation
and Configuration Section of this guide for detailed installation and configuration instructions
for Dynon’s SV-GPS-250. Additionally, an external serial device (such as a PC or external serial
data logger) can be connected and used to record real-time EMS module data that can be
output by SkyView.
Serial port 5 is recommended for the SV-GPS-250 connection. Its wire bundle
includes serial transmit, receive, ground, and power, and its wires are color-
matched to the wire colors on the SV-GPS-250.
Transponders with serial altitude input can be directly connected to a display. To interface a
SkyView display to a gray code transponder, the use of a Dynon Encoder Serial-to-Gray Code
Converter Module (Dynon P/N 100362-000) is required. Reference the Encoder Serial-to-Gray
Code Converter Installation and Configuration Section of this guide for more information.
If you have more than one SkyView display, each external serial device’s serial TX wire needs to
be connected to each screen so that it can send information to each display individually.
Information that is received via serial connection is not automatically shared between multiple
SkyView displays in an aircraft. Additionally, if the serial device you are connecting to your
SkyView system can receive information from SkyView, that device’s RX wire must be
connected to all SkyView displays as well. SkyView has special hardware to allow multiple TX
lines to be connected together for redundancy. Dynon generally recommends making all
connections to/from a particular serial device to the same SkyView display serial port on every
display in the SkyView system. This simplifies serial port settings by allowing you to set each
display up identically.

The instructions above specify that both the TX and RX lines from external serial
devices be connected to multiple screens in parallel. SkyView systems that were
installed before the 2.6 version release may need some wiring changes to
accommodate this. Specifically, if your system has multiple SkyView displays and
your transponder is utilizing the serial altitude encoder output, the transponder
would have only been connected to one screen when you configured your
SkyView system. In 2.6 and all future firmware versions, one serial port from each
screen needs to be connected and configured to provide serial altitude
information to your transponder for this functionality to work correctly.
It is the installer’s responsibility to determine how to connect external serial devices to the
display using the included wire harness. Installers should reference serial device documentation
for serial port specifications. The basic order for installing an external serial device is as follows.
1. Specify a serial port for the device.
2. Make the serial port electrical connection. If you have multiple SkyView displays, each
serial port transmit and/or receive wire to or from a serial device should be connected
to each display in parallel.
3. Configure the serial port on each D700 or D1000 (under SETUP MENU > LOCAL DISPLAY
SETUP > SERIAL PORT SETUP) according to the device’s documentation. Note that each
SkyView display’s serial ports need to be configured individually.
4. When serial port configuration is complete for all serial devices and displays, perform a
final check by doing the following:
a. Power down all displays except #1. Verify all serial port devices are working -
transponder, GPS, radios, etc.
b. Power down all display except #2. Verify all serial port devices are working -
transponder, GPS, radios, etc.
c. Continue for additional displays if installed.
A SkyView Display serial port can be configured to communicate with one device
on its TX and a different device on its RX, but when doing so, the TX and RX speeds
must be the same.
Table 10 contains serial port wire functions and wire harness colors.
SkyView Display Harness
Serial Port Wire Function
Wire Colors
TX Brown with Orange stripe
1
RX Brown with Violet stripe
TX Yellow with Orange stripe
2
RX Yellow with Violet stripe
TX Green with Orange stripe
3
RX Green with Violet stripe
4 TX Blue with Orange stripe

SkyView Display Harness

Serial Port Wire Function
Wire Colors
RX Blue with Violet stripe
TX Gray with Orange stripe
RX Gray with Violet stripe
SV-GPS-250
5 Solid Orange
Power
SV-GPS-250
Solid Black
Ground
Table 10 - SkyView Serial Port Connections
Traffic Devices
SkyView has the ability to receive aircraft traffic information from different devices, including
the SV-XPNDR-26X, the Zaon XRX (with the ZAON set to “Garmin” output), the Garmin GTX 330
transponder, and the Garrecht TRX-1500. If a device that can provide traffic is connected to
SkyView and configured (usually as a TIS serial traffic device under SETUP MENU > LOCAL
DISPLAY SETUP > SERIAL PORT SETUP), further traffic display options can be configured in
SETUP MENU > TRAFFIC SETUP. The traffic display on both the PFD and MAP pages can be set
to include just Traffic Advisories (TA), all targets, or no targets.
Only one device can provide traffic information to SkyView at a time. If you have
both the SV-XPNDR-26X and another traffic device installed, the non-Dynon device
will receive priority and be used as the traffic source.
Dynon SV-XPNDR-26X Transponder

If you are using a Dynon SV-XPNDR-26X Transponder, none of the above options need to be set
for the Dynon SV-XPNDR-26X module to receive pressure altitude. Instead, when the
Transponder is set up as described in the SV-XPNDR-26X Installation, Configuration, and Testing
section, it is automatically configured to receive pressure altitude from SkyView. Alternatively,
systems that require the use of an external altitude encoder can be configured per the
following section to have SkyView pass along an external pressure altitude source.
External Serial Altitude Encoder Support
Some locales may require the use of a certified altitude encoder with the Dynon SV-XPNDR-26X
Transponder. SkyView supports external serial altitude encoders that use Icarus/Garmin
format. When one is connected, the SV-XPNDR-26X uses the external altitude encoder data
source instead of SkyView’s own ADAHRS-generated pressure altitude. However, the altitude
displayed by SkyView on the PFD page is ALWAYS sourced from SkyView ADAHRS data.
To have SkyView use an external altitude serial encoder as the pressure altitude source for the
SV-XPNDR-26X:
1. Wire a SkyView serial receive line to the respective serial transmit connection from the
serial altitude encoder. If you have multiple SkyView displays, the serial transmit wire

from the external serial altitude encoder should be connected to SkyView serial receive
wire to each display in parallel.
2. Ensure there is a shared ground between the D700/D1000 and the serial altitude
encoder.
3. Configure this serial port on each display under SETUP MENU > LOCAL DISPLAY SETUP >
SERIAL PORT SETUP. The SERIAL IN device for this serial port should be set to
ICARUS/GARMIN ALTITUDE.
Non-Dynon Transponder Serial Altitude Encoder Output
To use SkyView‘s altitude output functionality with your transponder that can receive serial
altitude input:
1. Wire a SkyView serial transmit line to the respective receive connection on the
transponder. If you have multiple SkyView displays, a serial transmit wire from each
SkyView display should be connected to the external transponder in parallel.
2. Ensure there is a shared ground between the D700/D1000 and the transponder.
3. Configure the serial port on each display appropriately. There is an example serial port
configuration on 4-20.
SkyView Altitude Encoder Output Formats
There must be a SkyView ADAHRS in the system for the altitude encoder output to
function.
SkyView outputs its altitude measurements in two different formats. You can use either format
on any of the serial ports. These formats are described in Table 11 and Table 12. SkyView will
function properly whether or not this altitude encoder functionality is used.
ICARUS
Garmin GTX330 (Garmin serial port must be set to Icarus input),
Garmin GTX327 (Garmin serial port must be set to Icarus input),
Used by
Garmin GTX328 (Garmin serial port must be set to Icarus input), Icarus,
Trimble
Baud rate 9600
Format ALT, space, five altitude bytes, carriage return
Example message ALT 05200[CR]
Table 11–Icarus Format
DYNON CONVERTER
Dynon Encoder Serial-to-Parallel Converter, Garmin AT (formerly UPS
Used by
Aviation Technologies)
Baud rate 1200

Format #AL, space, +/-sign, five altitude bytes, T+25, checksum, carriage return
Example message #AL +05200T+25D7[CR]
Table 12–Dynon Serial-to-Gray Code Converter Format
Per ATC/FAA requirements, SkyView’s serial encoder output reports pressure altitude, which,
by definition, is indicated altitude when the baro is set to 29.92. So, when you set SkyView‘s
baro adjustment to 29.92, its indicated altitude will match the altitude that is being reported to
your transponder.
Non-Dynon Transponder Serial Input Installation

SkyView can display the status of the Garmin GTX 327/330 transponders. To use this
functionality with SkyView:
1. Wire a serial receive line to the respective transmit line on the transponder. If you have
multiple SkyView displays, the serial transmit wire from the external transponder should
be connected to a SkyView serial receive wire on each display in parallel.
2. Ensure there is a shared ground between the D700/D1000 and the transponder.
3. Configure the serial port on each display appropriately under SETUP MENU > LOCAL
DISPLAY SETUP > SERIAL PORT SETUP.
4. Configure the serial port on the transponder appropriately. For a Garmin GTX 327/330,
the RS-232 output of the appropriate serial port should be set to REMOTE+TIS.
Gray-Code Transponder Installation
To use SkyView’s altitude encoder functionality with your Gray Code transponder:
1. Follow the installation instructions in the Encoder Serial-to-Gray Code Converter
Installation and Configuration Section.
2. Configure the serial port on each display according to the instructions on page 14-12.
Reference the Serial Port Configuration Section of this guide for serial port configuration
information.
Garmin SL30
If you are using a Garmin SL30 NAV/COM radio with SkyView:
1. Connect SL30 serial RX pin 4 (RxD1) to one of the SkyView serial TX pins on each display.
2. Connect SL30 serial TX pin 5 (TxD1) to one of the SkyView serial RX pins on each display.
3. Configure the serial port on each display appropriately under SETUP MENU > LOCAL
DISPLAY SETUP > SERIAL PORT SETUP.
4. Configure the serial port on the SL30 appropriately. On the SL30, the Indicator Head
Type should be set to NONE.

Dynon ADAHRS/EMS/SYSTEM/NMEA Data Outputs

To output real-time data to an external serial device, such as a serial data logger, ELT, or other
device that accepts NMEA or Dynon formats:
1. Wire a serial transmit line from one display to the receive line on the external serial
device.
2. Ensure there is a shared ground between the D700/D1000 and the external serial
device.
3. Configure the serial port on the display appropriately under SETUP MENU > LOCAL
DISPLAY SETUP > SERIAL PORT SETUP, selecting the desired output data format.
USB Usage and Accessibility
It is useful to have the USB socket on the display’s wire harness accessible after
installation for file uploads and downloads.
The USB connector is used during the following operations:

 System firmware updates
 Configuration file uploads and downloads
 Database updates
External Dim Control Connection

Users may control the backlight level on a SkyView display using a compatible external control
signal. The external dim input on pin 25 on the display’s D37 is compatible with a 0 to 36 volt
DC control signal.
The external dim output on pin 26 is an open-collector PWM output. This output is currently not
supported. A future firmware update will enable this capability.
Audio Output
Audio Output Electrical Connections
Dynon recommends that SkyView’s audio outputs be connected to an unmuted
input on your audio panel or intercom. When connected this way, critical audio
alerts are not muted by ATC transmissions or other audio events that could cause
SkyView’s audio to be suppressed if it were connected to a muting input.
This output cannot be hooked in parallel with a radio to a headset. Doing so will
significantly reduce the volume of the radio output, possibly to the level that it is
not usable. An intercom or audio mixer is required to utilize this output.
The audio outputs on pins 13 and 31 (left and right, respectively) of the display’s D37 connector
can drive audio panel or intercom auxiliary inputs. When interfaced with such devices, they can

generally be used with any input designated as an auxiliary input without any external resistors
or other components needed between the SkyView and the intercom.
Use left and right audio outputs for stereo mode. If the audio panel or intercom only supports
mono input, short the left and right audio outputs together and connect them to the mono
input on the device. To minimize noise, ensure that your SkyView audio ground and intercom or
audio panel ground are directly connected together, even though they nominally share a
common ground via other aircraft wiring (audio ground is pin 30 on the D37).
If there is more than one display on a SkyView network, you MUST connect all displays’ audio
outputs to the same audio panel input to ensure that audio is always heard. Electrically short
the respective left and right outputs together for stereo mode (i.e., left-to-left and right-to-
right) or connect all audio outputs together for mono mode. The same rule applies for audio
grounds.
To minimize the possibility of audio “humming”, a 16 AWG wire may optionally be connected
between the ground point for the intercom/audio panel/radio(s) and SkyView display case(s).
To attach the wire to the SkyView display case, a 4-40 x 3/16” long screw maybe be screwed
into the threaded boss above the USB ports on the back of the SkyView display.
Audio output volume will be controlled via the interface on a SkyView display, so no external
hardware components are required. The audio output from SkyView has a maximum output of
10V p-p with 50 ohms of source impedance.
SkyView Audio Output Settings
Go to SETUP MENU > SYSTEM SETUP > AUDIO SETUP to configure audio output settings. Most
of the items in this menu control whether the audio output for a particular alert or alert
category is played or not. The settings that can be adjusted here that are not voice alert toggles
are:
 Volume Control / Test: Sets the volume level. While in this menu, sound is played
continuously so that proper audio connectivity and volume levels can be confirmed.
o In this menu only, audio is only outputted from the actual display that is in the
setup menu. This allows one to troubleshoot the physical audio connections. In
actual operation, only one of the displays transmits audio at a time. Which
display happens to be transmitting is automatically managed by SkyView. Since
all displays’ audio outputs are connected together (and to the intercom or audio
panel), this is transparent in actual use.
 Boot Sound: When set to ON, the system will say “Dynon SkyView” when it first starts
up.
 Angle of Attack: This sets a pulsing, progressive tone that increases in frequency, similar
in nature to a conventional reed type aircraft stall warning sound to a reed-type stall
warning sound, although it is much more predictable in its progression. It can be set to
start its pulsing tones at either the border of the yellow/green marks on the AOA bars,
the middle of the yellow, or the yellow/red border. The pulsing tones start at the level
selected and get progressively quicker and closer together until a solid tone is played at
critical AOA (in the red.)

o Inhibit AOA Below Airspeed: Allows you to set an airspeed below which no AOA
tones are played. This helps prevent nuisance alarms while on the ground and
taxiing, especially in tail draggers.
Discrete Input Connections

Discrete input connections are currently not supported in SkyView. A future firmware update
will enable this functionality. Do not connect anything to these pins at this time.
Reserved Connections for Future Use

Do not connect anything to unspecified D37 connector pins (directly or using the display
harness). These are reserved for future use.
Display Setup
You can access important information about a SkyView display as well as configure serial ports,
characterize your display backlight behavior and specify other display-specific settings.
How to Access Display Hardware Information

Enter the Display Hardware Information Page (SETUP MENU > LOCAL DISPLAY SETUP > DISPLAY
HARDWARE INFORMATION) to access important display hardware information. This menu
contains status information only—nothing on it is configurable. Reference the Status Operation
Section of this guide for more information about this menu.
Serial Port Configuration
Reference serial device documentation for serial communication specifications.
SkyView serial ports are configured in the Serial Port Setup Menu (SETUP MENU > LOCAL
DISPLAY SETUP > SERIAL PORT SETUP). SkyView serial ports have four parameters that must be
defined:
 Input Device
 Input Function
 Baud Rate
 Output Device
Note that sometimes a parameter will be defined as NONE on the screen. For
example, when a serial port is configured as only an output, the input device and
input function will both be set to NONE.
Input Device
Set the input device to the data format the SkyView display should expect from an input device.
The configurable options list contains equipment by brand and model and also generic data

formats such as NMEA and aviation. NMEA is the standard format for most GPS units (including
the SV-GPS-250). Aviation is used by some Garmin and Bendix/King panel mount equipment. If
your specific equipment is listed by brand and model, we recommend you configure SkyView to
use this option instead of a generic data format.
If you have any ARINC-429 devices, these are configured separately. See the SV-ARINC-429
Installation and Configuration Section of this guide for more information.
Input Function
SkyView has several options for input functions: NONE, GPS, NAV, or POS. Set the device’s input
function to NONE if it does not have an input function.
 GPS devices provide GPS position and navigational information. These devices are
generally "moving maps" that depict airports, airspaces, etc., and can generate flight
plans. They provide source data for the moving map, HSI, autopilot, synthetic vision, and
the clock in the Top Bar. An example GPS device is a Garmin X96.
 NAV devices provide radio-based navigational information from a VOR or ILS. They
provide source data for the HSI and autopilot. SkyView currently supports only the
Garmin SL30 NAV Radio.
 POS devices provide only positional information. These are generally simple GPS
receivers which cannot do flight planning. They provide source data for the moving map,
synthetic vision, and the clock in the Top Bar. Note that a POS device does not provide
any data for the HSI and will not appear in the HSI NAVSRC rotation. An example POS
device is the Dynon SV-GPS-250.
Input Function Considerations and Priorities
Dynon’s Moving Map Page uses POS and GPS sources for its data. Regardless of the number of
data sources in your system, this page prioritizes these sources and fails over to them as
follows:
POS 1 GPS 1GPS 2GPS 3GPS 4POS 2POS 3POS 4
For example, if your system has one SV-GPS-250 configured as POS 1 and a Garmin 396
configured as GPS 1, the Moving Map will always use the SV-GPS-250 as its primary data source.
If the SV-GPS-250 fails or you configure its input function to NONE, the Moving Map Page will
use the Garmin 396 (or other GPS source) configured as GPS 1 as its primary data source.
The SkyView HSI uses GPS and NAV sources for its overlays and the user must choose the
source during operation.
SkyView’s internal Navigation Mapping Software can generate navigation

information which can be displayed on the HSI. The Navigation Mapping Software
requires GPS position information, which is sourced from the active (highest
priority in the above list) POS or GPS source. Regardless of what source is being
used for position information, the navigation provided by the Navigation Mapping
Software is always the GPS0 source on the HSI.

Baud Rate
Set this to match the baud rate of the serial device that is connected to the serial port. SkyView
supports the following baud rates: 1200, 2400, 4800, 9600, 19200, 38400, 57600, and 115200.
Note that if you use a serial port for a split function (e.g., GPS in and altitude encoder out), the
input and output devices must use the same baud rate.
Output Device
Set output device to the data format the serial device should expect from the SkyView display
(e.g., ICARUS (10ft)).
Example SkyView Serial Port Configuration for Icarus-Compatible Transponder
This example assumes that an Icarus format compatible transponder has been installed on
serial port 1.
1. Enter the Serial Port 1 Setup Menu (SETUP MENU > LOCAL DISPLAY SETUP > SERIAL
PORT SETUP > SERIAL PORT 1 SETUP).
2. Set serial 1 input device to NONE (SERIAL 1 IN DEVICE: NONE).
3. Set serial 1 in function to NONE (SERIAL 1 IN FUNCTION: NONE).
4. Set serial 1 baud rate to 9600 (SERIAL 1 IN/OUT BAUD RATE: 9600)
5. Set serial 1 output device to ICARUS (100ft) or ICARUS (10ft) (SERIAL 1 OUT DEVICE:
ICARUS (100ft) or ICARUS (10ft).
6. Press BACK or EXIT to save the settings.
Brightness Setup
Enter the Brightness Setup Page (SETUP MENU > LOCAL DISPLAY SETUP > BRIGHTNESS SETUP)
to characterize the display’s backlight behavior. The backlight level can be adjusted manually by
the user, automatically by the display based on ambient light conditions, or by an external
control signal while on the Brightness Setup Page and in normal flight. Regardless of the
specified control method, users always have the option of manually adjusting the backlight level
in the Dim Menu.
Manual Brightness Management
To set the backlight light level so that it is exclusively controlled manually (i.e., no automatic or
external brightness control) set BRIGHTNESS SOURCE to MANUAL ONLY. In this mode, the
backlight level is managed exclusively by the user in all situations in the Dim Menu. Reference
the Basic Display Operation Procedures Section for instructions on how to manually adjust the
backlight level in the Dim Menu.
Automatic Brightness Management
To set the backlight level so that it automatically adjusts, set BRIGHTNESS SOURCE to AUTO OR
MANUAL. When this option is selected, dimming is normally controlled automatically via
ambient light detection, but it can also be controlled manually by using the Dim Menu. Dynon
has created a default dimming profile that should work well in most aircraft. If you find that this

profile does not work well in your installation, it can be customized to suit your preferences
using the tools on the Brightness Setup Page. This page displays several parameters, which are
listed and briefly explained below.
 Current Brightness Sensor Value–This is an integer value ranging from 0 to 999 that
represents the amount of light sensed by the display’s integrated light sensor. Use this
value to characterize the ambient light levels in your installation during characterization.
 Current Brightness Target–This is a percentage ranging from 0% to 100% that represents
the calculated target backlight level based on the sensed ambient light level and the
percent brightness sensor value map. The actual brightness never drops below 20%
when the Brightness Setup Page is displayed, even though the target value may be
below 20%.
 % Brightness Sensor Value–There are four percent brightness sensor values: 25%, 50%,
75% and 100%. These values are correlated to a user-specified brightness sensor value,
which are to the right of the percent value. These percentages along with the minimum
brightness sensor value (explained below) form the calibration points for the backlight
management profile. When the current brightness sensor value matches one of these
points, the target backlight level is adjusted to its matching percentage. When the
current brightness sensor value is in between these points, the display interpolates
between the points and calculates an appropriate target backlight level. These values
must be set by the user.
 Minimum Brightness Sensor Value–This is an integer value ranging from 0 to 999 that
represents the smallest amount of light that is expected to be sensed by the integrated
light sensor. This must be set by the user.
 Minimum Brightness–This is an integer value ranging from 0 to 9 that represents the
lowest backlight setting when the minimum brightness sensor value is measured by the
integrated light sensor. This must be set by the user.
Use the RESET TO DYNON DEFAULTS option to start over if needed. Press BACK to save the
settings and return to the LOCAL DISPLAY SETUP Menu or press EXIT to return to the Main
Menu.
External Brightness Management
To set the backlight level so that it is controlled by an external variable voltage input (0-30V
DC), set BRIGHTNESS SOURCE to EXTERNAL OR MANUAL. When this option is selected, dimming
is normally controlled automatically via an external signal, but it can also be controlled
manually by using the Dim Menu. If backlight control is set to external, you must configure the
brightness settings on the Brightness Setup Page. This page displays several parameters, which
are listed and briefly explained below.
 Current Brightness Sensor Voltage–This is the voltage level of the external control signal.
Use this value to characterize the ambient light levels in your installation during
characterization.

 Current Brightness Target–This is a percentage ranging from 0% to 100% that represents

the calculated target backlight level based on the sensed ambient light level and the
percent brightness voltage map. Note that this is a calculated value and is not set by the
user. The actual brightness never drops below 20% when the Brightness Setup Page is
displayed, even though the target value may be below 20%.
 % Brightness Voltage–There are four percent brightness values: 25%, 50%, 75% and
100%. These percentages are correlated to a brightness voltage, which are to the right
of the percent value. These percentages along with the minimum brightness voltage
(explained below) form the calibration points for the backlight management profile.
When the current brightness voltage matches one of these points, the target backlight
level is adjusted to that percentage. When the current brightness voltage is in between
these points, the display interpolates between the points and calculates an appropriate
target backlight level. These voltages must be set by the user.
 Minimum Brightness Voltage–This is a voltage that represents the external control
signal’s minimum voltage level. This must be set by the user.
 Minimum Brightness–This is an integer value ranging from 0 to 9 that represents the
lowest backlight setting when the minimum brightness sensor voltage is present. This
must be set by the user.
Press BACK to save the settings and return to the LOCAL DISPLAY SETUP Menu or press EXIT to
return to the Main Menu.
Top Bar Setup

The top bar is the strip across the top of the screen. It displays textual information such as the
clock and autopilot status. Future software updates will use this space for information such as
radio status.
Enter the Top Bar Setup Page to configure the top bar (SETUP MENU > LOCAL DISPLAY SETUP >
TOP BAR SETUP).
Aircraft Information
Use the Aircraft Information Page (SETUP MENU > SYSTEM SETUP > AIRCRAFT INFORMATION)
to record important information about your aircraft.
The tail number must be present for SkyView network configuration and operation.
If you have more than one display in your SkyView system, the tail number only
needs to be set on the display that you initially perform the Network Configuration
on. At network configuration time, all other displays that are set to the default tail
number of DYNON will automatically have their settings and tail number
synchronized with the display the configuration is performed from. After
configuration, all displays’ tail numbers and settings will be synchronized, and
further setup tasks can be performed from any display.

5. SV-ADAHRS-20X Installation and Configuration
The SkyView ADAHRS module uses MEMS sensor technology to accurately measure inertial,
magnetic, and air data. To ensure accuracy in its readings, it is very important that you install
the module correctly and perform the specified calibration steps. This chapter guides you
through that process.
Dynon sells a primary ADAHRS model (SV-ADAHRS-200) and a backup model (SV-ADAHRS-201).
Throughout the guide, these models are collectively referred to as “SV-ADAHRS-20X.” The
primary and backup models are identical in functionality.
Read and understand the System Planning Chapter before installing the ADAHRS.
If you have more than one ADAHR in your SkyView system, all ADAHRS calibrations
are applied to all ADAHRS simultaneously. In other words, you generally only need
to go these steps once per system, provided all ADAHRS are calibrated, installed
and are connected via SkyView Network. However, if an additional SV-ADAHRS-
20X is installed and configured at a time after the original installation and
calibrations in this chapter have been performed, all setup and calibration steps in
this section of the SkyView Installation manual should be performed as if the
ADAHRS is being installed for the first time.

SV-ADAHRS-20X Installation and Configuration
Figure 22 is a high-level overview of a suggested and installation and configuration procedure

for the SV-ADAHRS-20X.
Choose a
location based on
Prepare the Install SkyView Install AOA/Pitot
Location
location network cabling probe
Requirements
Section
Reference
Accessory
Install static port
Installation and Install pneumatic Install OAT probe
(not covered in
Configuration plumbing and wiring
Chapter this guide)
Install ADAHRS
Configure
module with
Configure ADAHRS-related Perform magnetic
electrical and
SkyView Network* settings on calibration
pneumatic
SkyView display*
connections
Perform AOA
calibration
*Assumes SV-D700 or SV-D1000 is properly installed and working.
Figure 22–Suggested SV-ADAHRS-20X Installation Procedure

As previously mentioned in the System Planning Section, there are no module-to-
module proximity requirements when installing multiple SV-ADAHRS-20X modules
in an aircraft. For example, one SV-ADAHRS-20X may be installed on top of
another SV-ADAHRS-20X module. Other installation location requirements still
apply.
The diagram below shows the important mounting dimensions of the ADAHRS module with
electronic and pneumatic connections. Note that the figure applies to both the SV-ADAHRS-200
and SV-ADAHRS-201 modules.
OAT Connector
Figure 23–SV-ADAHRS-20X Mounting Dimensions with Electronic and Pneumatic Connections
Additional mounting location, orientation, and other installation requirements are described in
the System Planning section earlier in this manual. Please review this section when physically
installing your with SV-ADAHRS-20X module(s).
An ADAHRS module should be mounted within one degree of parallel to all three aircraft axes,
with the pneumatic fittings facing toward the front of the aircraft. The module’s mounting tabs

must be on the bottom. The label must be on the top. Figure 23 shows the correct orientation
of the ADAHRS as it would appear if you were above the aircraft, looking down at it. The
module will not operate properly if it is rotated or inverted in any other orientation.
Dynon does not provide mounting hardware with SV-ADAHRS-20X. The mounting tabs on each
side of the module have holes sized for #10 fasteners, but it is up to the installer to decide how
the ADAHRS will be secured to the aircraft.
We recommend that installers use button-head style non-ferrous fasteners (e.g., stainless steel
or brass) in this location. Follow recommended torque practices when tightening the mounting
hardware. Do not rivet the SV-ADAHRS-20X to the aircraft as this will hinder future removal if
necessary.
Do not use a magnetic driver when installing the ADAHRS. Doing so has the
potential to affect the factory magnetic calibration.
SkyView Network Connection

Connect the ADAHRS module to the SkyView network using the hardware mentioned in the
SkyView System Construction Section or using equivalent hardware.
If you have to install a connector on the end of a network cable, insert all pins into the D9
connector. Refer to Appendix C: Wiring and Electrical Connections for details on connector pin-
outs and wire colors.
Remember to configure the network as described in the Network Setup and Status
section after connecting all modules to a display.
Pneumatic Ports
The AOA, pitot, and static ports on the SV-ADAHRS-20X are equipped with 1/8” NPT Female
fittings. To attach your pitot and static lines to the module, you must use standard 1/8” NPT
male fittings at the end of each of the lines.
SkyView’s attitude calculation requires airspeed from pitot and static. A GPS
source can be used as a backup if the pitot and/or static source fails, but should
not be the primary source.
Do not use ferrous pneumatic fittings.
To install, simply connect your static and pitot sources to the SV-ADAHRS-20X. If you are
performing a retrofit installation, consider “teeing” off of existing lines using a tee fitting.
Reference the sticker on top of the respective module for pneumatic port identification.

Use a wrench to secure the mating pressure line fittings to the corresponding locations on the
SV-ADAHRS-20X. Do not over-tighten.
If you purchased Dynon’s AOA/Pitot Probe, note that it has pitot and AOA ports, but no static
port. You will need to provide your own source of static pressure for the SV-ADAHRS-20X.
Magnetic Heading Calibration

Dynon calibrates every ADAHRS during manufacture, however a separate
calibration is required to accurately measure magnetic heading in an aircraft
installation. The calibration procedure in this section simultaneously calibrates
every SV-ADAHRS-20X in the SkyView network.
Magnetic heading calibration requires pointing the aircraft in four directions and acquiring data
at each direction. The aircraft’s configuration and major systems should be in a state that
resembles flight conditions during calibration (i.e., the canopy should be closed, the aircraft’s
pitch attitude matches SkyView’s attitude depiction, the engine should be running, and all
electronic devices should be on). An accurate method of aligning the aircraft with magnetic
North, East, South, and West, such as an airport’s compass rose, is required.
Tail wheel equipped aircraft can be calibrated in their normal nose up ground
attitude as long as the SkyView attitude display shows the correct corresponding
nose up attitude.
A working GPS receiver must be connected to the SkyView system in order to

calibrate magnetic heading. SkyView uses GPS-derived position information to
calculate magnetic intensity, declination, and variation.
Use the following procedure to calibrate the SV-ADAHRS-20X compass:

1. Turn on the SkyView system and allow it to warm up for several minutes.
2. Move the aircraft into position so that it is convenient to orient it in the four cardinal
directions.
3. Enter the Setup Menu on the SkyView display and go to the Compass Calibration Wizard
(SETUP MENU > HARDWWARE CALIBRATION > ADAHRS CALIBRATION > COMPASS
CALIBRATION). Note, GPS data on the Compass Calibration Page must be green. If it is
red, GPS data is not valid.
4. Orient the aircraft to North, South, East, or West. When the aircraft is stable at the
chosen orientation, the page will say READY TO TAKE DATA FOR: [DIRECTION].
5. Press ACQUIRE and wait for data collection to reach 100%.
6. Rotate to the next cardinal direction and repeat steps 4 and 5.
7. CALIBRATION COMPLETE appears when calibration is complete. Press FINISH to return
to menu navigation mode.

SV-OAT-340 Location and Installation

The SV-OAT-340 is designed specifically to work with the SV-ADAHRS-20X.
For full redundancy, a second ADAHRS module requires its own OAT probe.
Probe Location
The SV-OAT-340 is an outside air temperature probe. In order for it work properly, it must be
able to measure air temperature accurately. Avoid exposing the probe to sources of heat that
would interfere with outside air temperature readings such as:
 Direct sunlight
 Engine heat and exhaust
 Aircraft interior (back side of probe)
 Heated air from the cabin exiting from an open window or cabin air exhaust port
The installation area should have space for a nut and wires on the back side of the probe. It is
acceptable to extend or reduce the wire length if necessary. Reduce the wire length by cutting
out the desired length from the middle of the wires and splicing together the remaining ends.
If there is a backup ADAHRS in the SkyView system, it is acceptable to install a backup OAT
probe a few inches away from the primary probe. Consider running primary and backup OAT
probe wiring together. Tape probe wire pairs together to avoid confusion later.
Installation
The following tools and materials are required for SV-OAT-340 installation:
 SV-OAT-340
 SV-ADAHRS-20X
 Drill with 3/8” drill bit
 9/16” wrench
Do not insert the pins on the ends of the OAT probe wires into the included
connector housing until you are done running probe wiring through the aircraft.
The following procedures apply to the both the primary and backup probes.
On the outside of the fuselage:
1. Drill a 3/8” hole at the installation location.
2. Feed the wires of the probe through the hole.
3. Feed the body of the probe through the hole.
On the inside of the fuselage (consider getting assistance for some of the steps below because
it may be difficult to be simultaneously on the inside and outside of the fuselage):
1. Feed the nylon washer over the cable.
2. Feed the nylon nut over the cable.

3. Feed the nylon washer over the body of the probe.

4. Hand-thread the nylon nut onto the threaded body of the probe. At this point, the nylon
washer should be sandwiched between the nylon nut and the inside of the fuselage.
5. Carefully tighten the nut using the 9/16” wrench.
6. Route and secure the probe wires to the location of the ADAHRS module. Keep wires
away from radios, ignition, and other noisy electronics.
7. Carefully insert the pins on the wires into the connector housing. Pins are not polarized
and lock into place when inserted correctly.
8. Connect the probe to the ADAHRS module.
If the OAT probe is installed correctly, there should be an outside air temperature reading on
the PFD.
Adjusting OAT Adjust

SkyView provides the ability to adjust the displayed OAT +/- 20F (11.1C). This adjustment is
applied across the OAT’s entire temperature range. This adjustment can be made under SETUP
MENU >HARDWARE CALIBRATION > ADAHRS CALIBRATION > OAT OFFSET.
Dynon D10/D100 Series OAT Probes

If your aircraft already has a Dynon Avionics OAT installed from an older Dynon Avionics
product, and you do not want to reinstall the SV-OAT-340 in its place (difficult access, etc.), it is
possible to use the older OAT with SkyView. Cut off as much wire as needed from the SV-OAT-
340 - you will use the White w/Black wires with pins pre-crimped, and the connector.
 If your plane has a Dynon Avionics 100433-000 OAT installed (typically connected to the
37-pin EMS connector, two White w/Black Stripe wires), simply connect either White
w/Black Stripe wire on the installed OAT with one of the wires from the SV-OAT-340.
The OAT is not polarity-sensitive.
 If our plane has a Dynon Avionics 100433-001 OAT installed (typically connected to the
EDC-D10A remote compass, shielded cable with Blue, Red, and Yellow wires):
o Tape, heat shrink, or otherwise isolate the shield - it will not be used.
o Tape, heat shrink, or otherwise isolate the Red wire - it will not be used.
o Connect the Blue wire to either White w/Black Stripe wire (not polarity sensitive)
o Connect the Yellow wire to the other White w/Black Strip wire (not polarity
sensitive) from the SV-OAT-340.
PFD-Related Settings
Once the physical ADAHRS installation is complete, it may be necessary to configure PFD-
related ADAHRS settings for the SkyView system. All ADAHRS settings are automatically shared
between displays in multi-display systems.

Measurement Units
Set altitude, distance and speed, temperature, barometer, and pressure measurement units as
detailed in the How to Configure Displayed Units Section of this guide.
ADAHRS Source Selection and Configuration

SkyView systems support multiple SV-ADAHRS-20X modules for redundancy and manage failure
scenarios by automatically switching to backup modules should an ADAHRS completely fail.
Additionally, in the event that multiple ADAHRS disagree, the display will annunciate this with
an on-screen alert that calls out which parameter(s) are not the same on all ADAHRS. The
following parameters determine which ADAHRS is nominally preferred to be used. ADAHS can
also be manually disabled and enabled from this menu.
Enter the ADAHRS Source Selection Page under PFD SETUP > ADAHRS SOURCE SELECTION.
ADAHRS Status
The ADAHRS labeled ACTIVE is the one displayed on the PFD.
An ADAHRS labeled STANDBY will be used for cross-checking, but will not be displayed on the
PFD in normal operating conditions.
PRIMARY / ALTERNATE ADAHRS Selection
The ADAHRS labeled PRIMARY is the one that will be preferentially chosen by SkyView as the
active ADAHRS that is displayed on the PFD.
An ADAHRS labeled ALTERNATE is one that is available to be used in the event of a failure or
problem with the primary ADAHRS. However, it normally won’t be chosen for display on the
PFD unless the primary ADAHRS has failed or has manually been disabled.
To change which ADAHRS is the PRIMARY ADAHRS, highlight an ALTERNATE ADAHRS and press
the PRIMARY button to elevate it to PRIMARY status.
To disable an ADAHRS until SkyView is next powered up, simply highlight it with the joystick and
press the DISABLE button.
To see the same comparison screen that is presented when a cross-check error occurs, press
the COMPARE button at the bottom of the display.
Press BACK to exit the ADAHRS Source Selection Page or press EXIT to return to the Main Menu.
Either of these actions will save the ADAHRS source settings.
The SkyView system automatically switches to an alternate ADAHRS in the case of a

failure.

Airspeed Limitations
Use the values on this page to set IAS tape colors. Set V-speed (e.g., stall speed in landing
configuration) thresholds on the Airspeed Limitations Page (SETUP MENU > PFD SETUP >
AIRSPEED LIMITATIONS). The values on this page are default values that act as placeholders.
You must adjust these values to work with your aircraft for any colors to show up on the IAS
tape and also to be able to calibrate the autopilot servos.
Vertical Speed Scale

Set the vertical speed scale on the Vertical Speed Scale Page (SETUP MENU > PFD SETUP >
VERTICAL SPEED SCALE).
G Meter
Go to this page (SETUP MENU > PFD SETUP > VERTICAL SPEED SCALE ) to configure the G meter.
The pop-up thresholds are G values that, when exceeded, will cause the G meter to display
automatically. The G meter replaces the HSI when it is displayed. In addition to popping up
automatically, the G meter can be manually toggled on and off using the PFD > G METER
button. If you do not want the G meter to ever be displayed automatically, set the positive pop-
up threshold value very high and the negative pop-up threshold value very low.
You can also set yellow and red cautionary ranges of the G meter here, and whether or not the
max/min recorded Gs are reset at each SkyView boot-up.
Synthetic Vision License

SkyView displays can be purchased with or without a license pre-installed that allows Synthetic
Vision to be shown. In order to display Synthetic Vision, each SkyView display must be
individually licensed to display it.
To check whether a display is licensed to display Synthetic Vision, go to SETUP MENU > LOCAL
DISPLAY SETUP > LICENSE, and look at the status of the SYNTHETIC VISION line. If it is licensed,
Synthetic Vision will be displayed as long as SkyView has a valid GPS position signal and has the
appropriate high resolution terrain database installed for the region of the world that you are
flying in. See the Terrain Data section of this manual for information about obtaining and
loading terrain data to SkyView (high resolution terrain data is available for free from Dynon
Avionics.)
To enable Synthetic Vision on displays that do not have it pre-installed, a license that allows a
single display to display Synthetic Vision can be purchased in one of two ways:
1. Call Dynon Avionics directly at 425-402-0433 with your SkyView display model (SV-D100
or SV-D700) and serial number (as displayed on the case sticker, or in SETUP MENU >
LOCAL DISPLAY SETUP > DISPLAY HARDWARE INFORMATION). A License Code can be
purchased for the particular display you wish to enable Synthetic Vision on. This six
character License Code is then entered in SETUP MENU > LOCAL DISPLAY SETUP >
LICENSE > LICENSE CODE.

2. A SkyView Synthetic Vision Certificate may be purchased from Dynon Avionics or any
authorized Dynon Avionics retailer. This certificate can be redeemed for a license code
that can be entered in SETUP MENU > LOCAL DISPLAY SETUP > LICENSE > LICENSE CODE
to enable Synthetic Vision. To redeem a certificate simply follow the instructions on the
certificate itself. Similar to the above, you will need to redeem your certificate by
visiting license.dynonavionics.com with your SkyView display model and serial number
ready. Alternatively, you can call Dynon Avionics directly at 425-402-0433 to redeem a
certificate.
Other ADAHRS Calibrations
AOA/Pitot Probe Calibration

If the Dynon AOA/Pitot probe is installed, familiarize yourself with the AOA calibration
procedure before flight by reading through the instructions in the AOA Calibration Wizard
(SETUP MENU > HARDWARE CALIBRATION > ADAHRS CALIBRATION > AOA CALIBRATION).
Once you are flying straight and level at a safe altitude for stalls, go into the AOA Calibration
Wizard (IN FLIGHT SETUP MENU > AOA CALIBRATION…) and follow the onscreen instructions to
calibrate angle of attack while in flight.
More information about the physical installation of the AOA/Pitot probe can be found in the
Angle of Attack Pitot Probe Installation and Configuration section of this manual.
Altitude Adjust
There is a single point altitude adjustment, located in SETUP MENU > HARDWARE CALIBRATION
> ADAHRS CALIBRATION > ALTITUDE ADJUST that adjusts SkyView’s barometric altimeter. This
adjustment affects both the displayed altitude and the encoded altitude that is sent to other
devices. It should only be adjusted if altitude is found to be incorrect (by comparing it against a
known source or field elevation, AFTER the BARO setting has been set to correctly to known
atmospheric conditions) after SkyView has fully warmed up.
Zero Pressure Airspeed Calibration

This calibration routine samples pitot and static pressures in a windless environment to allow
SkyView to provide the best indicated airspeed readings that are possible at very low airspeeds.
It is not a required calibration step, but performing this calibration may improve airspeed
accuracy at very low indicated airspeeds. It is important that this calibration is done in an
absolutely windless environment, such as a closed hangar. Additionally, before performing this
calibration, cover both the pitot and static ports with a sock or cloth to minimize airflow
WITHOUT putting any air pressure on the pitot or static ports.

Performing Pitot-Static Checks

Background
Dynon ADAHRS units use airspeed in the calculation of attitude (or GPS ground speed when
airspeed is unavailable). The internal rate sensors are monitored and calibrated in flight using
feedback from the accelerometers and from airspeed to achieve a highly accurate attitude
solution.
When a pitot or static test is performed the ADAHRS is being exposed to dynamics that are
impossible to achieve in a real aircraft flight environment, namely, large airspeed changes
without the accompanying accelerations and rotations. This false condition will cause a well-
calibrated unit to incorrectly adjust its calibration. Furthermore, when a unit is in a test
situation a change in applied pitot or static pressure will cause the attitude to pitch up or down.
This is expected.
Performing the following Dynon-prescribed pitot and static test procedure to a Dynon ADAHRS
will prevent problems with the unit’s performance in flight.
Pitot/Static Test Instructions
Basic Principles
 Ensure SkyView is warmed up during each test reading.
 SkyView should be powered off when changing pressures.
 Keep aircraft still (do not move) when pressure is applied.
Steps
1. The aircraft itself should be temperature stable. For example, if the aircraft is moved
from outside in the sun to a hangar for testing, tests should not be started until the
airplane has stabilized at the hangar temperature.
2. Turn SkyView on and let it warm up until the altitude reading is stabilized. This period
should be at least 5 minutes, but may take longer depending on environmental
conditions.
3. Turn SkyView off.
4. While SkyView is off, apply the pressure required by your test to pitot and/or static port
via your test equipment.
5. Turn on SkyView (external or internal battery power is acceptable). Keep aircraft still
while SkyView is powered on. Do not adjust the pitot or static pressures being applied to
the ADAHRS while it is powered on.
6. Verify airspeed and/or altitude reading.
7. Turn SkyView off (using button 1 is a good option for this operation).
8. Repeat steps 4-7 for each required pressure point in the test.

6. SV-MAP-270 Navigation Mapping Software Purchase and Setup
Starting with SkyView software version 3.0, the SV-MAP-270 Navigation Mapping Software is
available for purchase for $500. The Navigation Mapping Software replaces the free trial of the
map that was previously available.
In place of the unlimited free trial period that existed prior to version 3.0, all SkyView systems
have a 30 flight hour free trial of the Navigation Mapping Software that allows you to try it out
before you purchase it. After the 30 flight hour free trial period expires, the MAP menu and all
navigation and mapping features will not be available until a Navigation Mapping Software
license is activated.
License Information
The SV-MAP-270 Navigation Mapping Software license is activated by purchasing a license code
from Dynon Avionics and entering it into your SkyView system. Only one Navigation Mapping
Software license is needed in a SkyView system, no matter how many displays are attached.
That license is applied to only one display, but that display stores the license information for
the entire system. In normal use, license information is shared with all displays connected via
SkyView Network to allow the Navigation Mapping Software to be operated on any display in
the system.
Checking License Status

To check whether a SkyView system is licensed to use the Navigation Mapping Software, go to
SETUP MENU > LOCAL DISPLAY SETUP > LICENSE, and look at the status of the MAP line.
Possible license statuses include:
 LICENSED (THIS DISPLAY): The SkyView system is licensed to use the Navigation Mapping
Software. This display stores the license information and allows displays in an aircraft to
also use the Navigation Mapping Software.
 LICENSED - CONNECTED DISPLAY ONLINE: The SkyView system is licensed to use the
Navigation Mapping Software. This display is currently connected to a licensed display.
 LICENSED DISPLAY OFFLINE - XX HOURS REMAIN The SkyView system is licensed to use
the Navigation Mapping Software. However, the display that actually stores the license
information is not currently connected. When this happens, the Navigation Mapping
Software will continue to operate for 30 flight hours beyond when it last saw the
licensed display in the aircraft. Once the licensed display is seen again, this timer is
cleared.
 NO LICENSE: No display in the SkyView system is licensed to use the Navigation Mapping
Software.

Features Overview
Once licensed, the following features are enabled as long as SkyView has a valid GPS position
signal, the appropriate high resolution terrain database installed for the region of the world
that you are flying in, and aviation database installed.
 Use of MAP menu and features, including:
o Display of airport, airspace, obstacles, traffic, and other aviation data that is
available (capabilities depend on available databases and other installed
equipment).
o Display of basemap features, including roads, city names, railroads, rivers, and
political boundaries.
o All Navigation Mapping features available via the MAP menu.
o Display of obstacles and runways on Synthetic Vision (if Synthetic Vision is
licensed).
o All future updates to the SV-MAP-270 Navigation Mapping Software product.
Purchasing and Installing a Navigation Mapping Software License

A license can be purchased and applied to your system in one of two ways:
LOCAL DISPLAY SETUP > DISPLAY HARDWARE INFORMATION). An SV-MAP-270
Navigation Mapping Software License Code can be purchased for the entire aircraft you
wish to enable the Navigation Mapping Software on. This six character License Code is
then entered in SETUP MENU > LOCAL DISPLAY SETUP > LICENSE > LICENSE CODE. If you
have more than one display in the aircraft, choose one to install it onto and provide
information for only that display. Once any display is licensed, all connected displays in
the Aircraft can use the Navigation Mapping Software.
2. An SV-MAP-270 SkyView Navigation Mapping Software Certificate may be purchased
from Dynon Avionics or any authorized Dynon Avionics retailer. This certificate can be
redeemed for a license code that can be entered in SETUP MENU > LOCAL DISPLAY
SETUP > LICENSE > LICENSE CODE. To redeem a certificate simply follow the instructions
on the certificate itself. Similar to the above, you will need to redeem your certificate by
visiting license.dynonavionics.com with your SkyView display model and serial number
ready. Alternatively, you can call Dynon Avionics directly at 425-402-0433 to redeem a
certificate.
Databases
SkyView utilizes a variety of databases to display information on the moving map and present
options for navigation. These include:
 Terrain data: A high resolution terrain database data is used to display the topographic
map. Available worldwide for free from Dynon Avionics.

 Aviation data: Airports, nav aids, airspace, airport information, etc. Available for free for
US customers from Dynon. Jeppesen and PocketFMS data available for all other
customers worldwide.
 Obstacles data: Available for free for US customers from Dynon. Jeppesen and
PocketFMS data available for all other customers worldwide.
 Basemap and Cultural Data: Database is available for free for all customers from Dynon
worldwide.
Viewing Information about Installed Databases

The Installed Databases Page (SETUP MENU > LOCAL DISPLAY SETUP > INSTALLED DATABASES)
allows users to see the databases installed on their equipment as well as their respective
versions and expiration dates. The sections below outline the various databases that are
installed in SkyView.
Terrain Data
SkyView uses high resolution terrain data to display the base topographic map on the MAP
page, as well as to display Synthetic Vision on the PFD page. SV-D1000s and SV-D700s ship
preloaded with terrain data for North America (includes the continental United States, part of
Alaska, most of Canada, Mexico, part of Central America, and the West Indies). Dynon offers
downloadable high resolution terrain data files for other regions of the world on its website at
www.dynonavionics.com/docs/terrain.html.
To update the terrain data in a SkyView display, download the appropriate file onto a USB flash
drive (a 4 GB drive is included with every SkyView display) and then reference the How to Load
and Delete Files Section of this guide for instructions on how to import the file onto a SkyView
display. Because the terrain databases are large, only one can be installed in a SkyView display
at a time. A large USB memory stick can hold multiple terrain databases for different regions of
the world. However, each region’s coverage area is chosen to cover most pilots’ needs without
having to ever switch between regions. Loading a new high resolution terrain database will
automatically delete the one previously installed on your SkyView display.
Aviation/Obstacle Databases
Aviation and obstacle databases are used to display airports, runways, nav aids, airspace,
obstacles, and other aviation data on the moving map. It also makes allows SkyView to provide
detailed information about aviation features. SkyView can also provide navigation to these
aviation features.
US Customers – Obtaining Free Dynon Data
Aviation and Obstacle data is available free-of-charge for US customers. Go to
downloads.dynonavionics.com to download these databases to a USB memory stick. Reference
the Loading Databases section of this guide below for instructions on how to import the file
onto a SkyView display. Aviation data is updated every 28 days. Obstacle data is updated every
56 days.

Worldwide Customers - PocketFMS AeroData Subscriptions with Obstacles and Visual

Reporting Points
The PocketFMS Foundation has been providing worldwide aeronautical data since 2003.
AeroData is professionally maintained and updated for SkyView every 28 days, and is available
as a yearly subscription including obstacles for €119. Coverage encompasses Europe, North
America (including Canada), Australia, and New Zealand. It includes Aviation data (including
visual reporting points) and obstacle data.
To order and download PocketFMS AeroData, visit their website at
www.pocketfms.com/dynon/
Worldwide Customers - Jeppesen NavData® and Obstacle Data Services
Aviation and Obstacle for customers outside the US is available from Jeppesen. To purchase
Jeppesen data:
 Visit www.JeppDirect.com/viewavionics for data subscription information from
Jeppesen for your SkyView display.
 To order service, please call Jeppesen at:
Europe (except UK),

U.S. & Canada United Kingdom Middle East, Africa Australia
and Asia
Toll-Free: Toll-Free: Toll-Free: Direct:
1-866-498-0213 0 (800) 085 5377 0 800 5377 3736 +61 261 202 999
Direct: Direct: Direct:
1-303-328-4030 +44 129 384 2400 +49 6102 5070
 Reference the Loading Databases section below of this guide for instructions on how to
import the file onto a SkyView display.
Additional technical support from Jeppesen can be found online at
http://www.jeppesen.com/support/technical-support.jsp.
Base map and Cultural Data

Base map and Cultural data is available free-of-charge for all customers for customers
worldwide. This database contains roads, city names, railroads, rivers, and political boundaries.
Like the terrain database, it is partitioned into different regions. Download the basemap
database for your region from the Dynon website.

Go to downloads.dynonavionics.com to download the above databases to a USB memory stick.

Reference the Loading Databases section below of this guide for instructions on how to import
the file onto a SkyView display.
Loading Databases
1. Download database file(s) from downloads.dynonavionics.com, Jeppesen, or
PocketFMS.
a. If you’ve downloaded data from the Dynon website or PocketFMS: Copy the file
onto your USB flash drive. The file must be in the root directory of the drive in
order to be recognizable by the display
b. If you’ve purchased data from Jeppesen: It is important that the Jeppesen JSUM
program is used to place the Jeppesen data on the USB memory stick that will be
used to load the data onto SkyView. If you manually copy Jeppesen data onto a
USB memory stick, it will not load onto your SkyView system.
3. Go to the Load Files Wizard (SETUP MENU > SYSTEM SOFTWARE > LOAD FILES…).
4. Select a file and press:
a. LOAD to load the file onto the system.
5. Exit Setup
6. In SkyView systems that have more than one display, databases are automatically
synchronized to other connected displays provided that those displays are connected
via Ethernet. If they are, and you have the MAP page up on other displays, you may see
a SYNCHRONIZING DATABASES message appear as this process occurs, followed by a
display reboot. If you do not have your displays connected via Ethernet, simply load the
database to each screen individually.
Removing Databases
SkyView automatically removes old databases when new ones are installed. Databases can also
be removed manually by going to SETUP MENU > LOCAL DISPLAY SETUP > INSTALLED
DATABASES. Highlight the database you wish to remove, and then press the REMOVE button.
Aviation Data updates are published periodically by Dynon, PocketFMS, and

Jeppesen. It is the user’s responsibility stay current with these updates and keep
their equipment up to date.

7. SV-EMS-220/221 Installation and Configuration
This chapter contains information and diagrams that specifically apply to the installation of the
SV-EMS-220/221 Engine Monitoring module and compatible transducers and sensors. After
reading this chapter, you should be able to determine how to prepare an installation location,
how to mount the module and its transducers and sensors, how to make all necessary electrical
and transducer and sensor connections, and also how to configure the SkyView system for the
installation’s engine parameter sensing.
Dynon Avionics offers two engine monitor modules for SkyView. The SV-EMS-221 is only for use
with the Rotax 912 iS. It differs from the SV-EMS-220 in that the four pins that can be used as
optional thermocouple inputs on the SV-EMS-220 D37 connector (pins 27, 28, 36, and 37) are
instead used for dedicated connection to the Rotax 912 iS’s systems. Except for Rotax 912 iS
compatibility and the lack of D37 thermocouple inputs, the SV-EMS-221 is identical to the SV-
EMS-220. Conversely, the SV-EMS-220 cannot be used with the Rotax 912 iS. The Rotax 912 iS
and SV-EMS-221 combination has a unique and somewhat simplified configuration compared
to other engines. See the Rotax 912 iS example section below for further details.
Note that Dynon provides preconfigured sensor mapping and settings files as well as premade
engine sensor connection wire harnesses. These resources support many popular four and six-
cylinder engine installations. Reference the Example Engine Sensor and Transducer Installations
Section for examples.
Figure 24 is a high-level overview of a suggested installation, configuration, and calibration
procedure for the SV-EMS-220/221 and its associated wiring, sensors, and transducers.

SV-EMS-220/221 Installation and Configuration
Choose a
Research Dynon
No Plan sensor and location based on
presupported Engine
transducer Location
engine presupported?
installation Requirements
installations
Section
Yes
Understand Obtain wire

presupported harnesses, Prepare the
engine sensors, location
installation transducers, etc.
Install EMS
Install engine Install
Install SkyView module with
sensors and EMS-specific wire
network cabling electrical
transducers harnesses
connections
Check for and install Configure

Perform
Configure EMS sensor definition EMS-related
EMS-related
SkyView Network* and configuration file settings on
calibrations
updates SkyView display
Figure 24–Suggested SV-EMS-220/221 Installation and Configuration Procedure

The diagram below shows the mounting dimensions of the EMS module with electronic
connections.
Figure 25–SV-EMS-220/221 Mounting Dimensions with Electronic Connections
Dynon does not include mounting hardware for use with the SV-EMS-220/221. The mounting
tabs on each side of the module have holes sized for #10 fasteners, but it is up to the installer
to decide how the EMS will be secured to the aircraft. Use of ferrous fasteners in this location is
acceptable as the EMS is not adversely affected by small magnetic fields. Dynon recommends
button head style AN hardware as spacing between the holes in the tabs and the body of the
enclosure will limit what style tool can be used to tighten certain fasteners. Follow
recommended torque practices when tightening the mounting hardware. Do not rivet the SV-
EMS-220/221 to the aircraft as this will hinder future removal if necessary.


Connect the EMS module to the SkyView network using the hardware mentioned in the
connector. Reference Appendix C: Wiring and Electrical Connections for details on connector
pin-outs and wire colors.
Remember to configure the network after connecting all modules to a display.
SkyView EMS Sensor Definition and Configuration Files

The SkyView EMS utilizes a file to define sensor behavior and a file to map those sensors to pins
on the SV-EMS-220/221 and configure the sensors’ onscreen visual representations or widgets.
The sensor definition file is preloaded onto all SkyView displays during manufacture and may
need to be updated. The sensor mapping and configuration file is not preloaded onto displays
and must be downloaded and installed by the user. Reference the EMS Sensor Definitions,
Mapping, and Settings Section for more information.
Engine Sensor and Transducer Planning

In order to save installers time, Dynon provides preconfigured sensor mapping and
settings files as well as premade engine sensor connection wire harnesses. These
resources support many popular four and six-cylinder engine installations.
Reference the Example Engine Sensor and Transducer Installations Section for
examples.
Sensor mapping and settings files map SV-EMS-220/221 pins to engine
transducers and sensors and also configure onscreen engine gauges with
appropriate graphical settings. Reference Dynon’s website at
downloads.dynonavionics.com for more information.
The SV-EMS-220/221 is compatible with a wide range of sensors and transducers. Reference
Table 49 on page 16-2 for a list of engine sensors and transducers that are known to be
compatible with SkyView. Use the tools in this section as well as the worksheet on page 18-1
when planning sensor and transducer installation.
SV-EMS-220/221 Wire Harnesses

Engine and environmental sensors and transducers are connected to the SV-EMS-220/221 via
two connectors on the module: one male 37-pin D-sub connector (D37) and one female 25-pin
D-sub connector (D25). Dynon offers premade wire harnesses which break out the pins on
these connectors and it is highly recommended that installers use these wire harnesses. Table
13 lists these wire harnesses and their respective connections to the SV-EMS-220/221.

Dynon Part Number Description Mates with…

100399-000 EMS 37-pin Main Sensor Harness SV-EMS-220/221 Male D37
EMS EGT/CHT 4-cylinder 25-pin
100399-001 SV-EMS-220/221 Female D25
Thermocouple Wire Harness
EMS EGT/CHT 6-cylinder 25-pin
100399-002 SV-EMS-220/221 Female D25
EMS EGT 2-cylinder 25-pin
100399-004 SV-EMS-220/221 Female D25
Table 13–EMS Wire Harnesses
A typical SV-EMS-220 installation will utilize one EMS 37-pin Main Sensor Harness and one of
thermocouple wire harness. A typical SV-EMS-221 installation does not utilize a thermocouple
harness. Choose a thermocouple wire harness based on the number of EGTs and/or CHTs that
need to be monitored.
The EMS 37-pin Main Sensor Harness includes a D9 connector that is wired to
pins 11, 12, and 30. This connector should be removed for SkyView installations.
Remove the connector by cutting the three wires close to the connector.
The EMS 37-pin Main Sensor Harness (Dynon P/N 100399-000) may be wired
with blue and green wires on pins 36 and 37, respectively. If you are going to use
pins 36 and 37 for a thermocouple input such as a CHT or EGT (this is not
possible on the SV-EMS-221 that is used with the Rotax 912 iS, as these wires are
reserved for CAN communications), the blue and green wires should be removed
and replaced with the appropriate type of thermocouple wire for thermocouple
functionality on pins 36 and 37. If you are not going to use these pins for a
thermocouple input, the blue and green wires do not need to be removed.
All of the ground wires on the SV-EMS-220/221 D37 are interchangeable, and can
be used for any sensor that requires grounding. Additionally, one of these wires
needs to be grounded to the aircraft locally to provide a good ground reference
for the engine sensors. We suggest using the black ground wire connected to D37
pin 3 for this purpose.
Sensor and Transducer Compatibility Key

This section is primarily intended for users with installations that are not
supported in or significantly deviate from the preconfigured installation resources
available from Dynon. Reference Example Engine Sensor and Transducer
Installations Section for installations which have downloadable preconfigured
installation resources.
This section explains how to use Table 14–Sensor and Transducer Compatibility Level Key.
There are three compatibility designations: A, B, and C. These designations are explained in the
following paragraphs.

Sensor and transducer compatibility level A denotes that an SV-EMS-220/221 D37 pin labeled
as “A” in Table 15 can be configured to support the vast majority of sensors and transducers
used in aircraft installations, which are primarily resistive in nature. Sensors and transducers
include contacts, fuel level, fluid pressure, fluid temperature, temperature, and position
potentiometers. For example, SV-EMS-220/221 D37 pin 4 can be configured to read a resistive
oil temperature sensor.
Sensor and transducer compatibility level B denotes that an SV-EMS-220/221 D37 pin labeled as
“B” in Table 15 can be configured to support every sensor and transducer listed for “A” while
also being compatible with 4 to 20 mA constant current source output sensors that are
supported (currently only the Rotax P/N 956413 Honeywell oil pressure sensor).
Sensor and transducer compatibility level C denotes that an SV-EMS-220/221 D37 pin labeled as
“C” in Table 15 can be configured to support every transducer and sensor listed for “A” while
also being compatible with senders that employ active voltage output hardware including
Dynon’s Capacitance-to-Voltage Converter.
If an SV-EMS-220/221 pin’s sensor config space is blank in Table 15, that means that pin has
fixed functionality. This functionality is described under the Function column in the table.
Sensor and Transducer
Example sensors and transducers
Compatibility Level
Contacts
Fuel Level (resistive)
0-150 PSI Fluid Pressure (100411-002)
1/8”-27 NPT Fluid Temperature (100409-001)
5/8”-18 NPT Fluid Temp (100409-000)
A Jabiru Oil Temperature
Jabiru Oil Pressure
Dynon 2-Wire OAT Probe (100433-003)
Dynon 2-wire Carburetor Temperature (100468-000)
GRT Oil Pressure
GRT Oil Temperature
Rotax CHT or Oil Temperature (801-10-1)
Flap/Trim Position
Everything in A, plus can be connected to a 4 to 20 mA current source
B
sender (e.g., Rotax P/N 956413 Honeywell oil pressure sensor)
Everything in A, plus Dynon’s Capacitance-to-Voltage Converter and
C
other senders with active voltage output hardware
Table 14–Sensor and Transducer Compatibility Level Key
Future firmware updates may expand the scope of the compatibility levels listed in Table 14.

The tables on the following pages specify the sensor and transducer types that are supported
by each pin on the male D37 and female D25 SV-EMS-220/221 connectors and the wire harness
wire colors. Note that the only purpose of the 25-pin SV-EMS-220/221 wire harness is for
thermocouple connections. This guide generally refers to the different variations of this as the
thermocouple harness. Each connector’s table is followed by a pin insertion view (rear)
diagram.
EMS 37-pin
Pin Harness Wire Function Sensor Config
Color
1 Red Voltmeter 1 (0 to 30 volts DC)
2 Yellow or Unwired Voltmeter 2 (0 to 30 volts DC)
3 Black Ground
4 Purple/Blue General Purpose Input 1 A
5 Black Ground
6 White/Yellow General Purpose Input 11 B
7 White/Brown General Purpose Input 12 A
8 Brown General Purpose Input 4 C
9 Brown/Blue General Purpose Input 5 A
10 Brown/Yellow General Purpose Input 6 A
11 Orange General Purpose Input 7 A
12 Yellow General Purpose Input 8 A
13 Black Ground
14 Yellow Fuel Flow Input 1
15 Red Auxiliary 12 volt DC Output
16 Black Ground
17 Black Ground
18 White/Red Auxiliary 5 volt DC Output
19 White/Black Fuel Flow Input 2 (Return)
20 Orange/Brown General Purpose Input 9 A
21 Orange/Blue General Purpose Input 10 A
22 Purple/Yellow General Purpose Input 2 C
23 Purple/Green General Purpose Input 3 A
24 Orange/Green Amps + Amps Shunt
25 Orange/Purple Amps - Amps Shunt
Manifold Pressure
26 Green/Red Manifold Pressure Input
(100434-000)
Thermocouple (SV-
27 Open General Purpose TC Input 1+ (SV-EMS-220 only)
EMS-220 only)

EMS 37-pin
Pin Harness Wire Function Sensor Config
Color
Thermocouple (SV-
28 Open General Purpose TC Input 1- (SV-EMS-220 only)
EMS-220 only)
Optional External
29 Yellow/Green Warning Light
Alarm Light
30 Black Ground
31 White/Orange General Purpose Input 13 C
32 White/Green Standard RPM Input Left
33 White/Blue Standard RPM Input Right
Do not connect to
34 Blue Low Voltage RPM Input Left
magneto
Do not connect to
35 Green Low Voltage RPM Input Right
magneto
Thermocouple (SV-
36 Blue or Unwired General Purpose TC Input 2+ (SV-EMS-220 only)
EMS-220 only)
Thermocouple (SV-
37 Green or Unwired General Purpose TC Input 2- (SV-EMS-220 only)
EMS-220 only)
Table 15–SV-EMS-220/221 Male D37 Pin-to-Sensor Compatibility

Figure 26– SV-EMS-220 37-pin Main Sensor Harness Female D37 Pin Insertion View (Rear)
Rotax 912
Harness 4-cyl Harness 6-cyl Harness Wire
Pin Function Sensor Config
(except 912 iS) (100399-001) (100399-002) Color
(100399-004)
1 Do not connect
2  Red CHT 6 J thermocouple
3  Red EGT 6 K thermocouple
4  Red CHT 5 J thermocouple

5  Red EGT 5 K thermocouple

6   Red CHT 4 J thermocouple
7   Red EGT 4 K thermocouple
9   Red EGT 3 K thermocouple
11    Red EGT 2 K thermocouple
13    Red EGT 1 K thermocouple
14  White CHT 6 J thermocouple
15  Yellow EGT 6 K thermocouple
16  White CHT 5 J thermocouple
17  Yellow EGT 5 K thermocouple
18   White CHT 4 J thermocouple
19   Yellow EGT 4 K thermocouple
21   Yellow EGT 3 K thermocouple
23    Yellow EGT 2 K thermocouple
25    Yellow EGT 1 K thermocouple
Table 16–SV-EMS-220/221 Female D25 Pin-to-Sensor Compatibility
The Rotax harness only has EGTs 1 and 2 wired, as the EMS measures the Rotax-supplied
resistive CHTs through its GP inputs. The four-cylinder harness only has EGTs 1 through 4 and
CHTs 1 through 4 wired. On the supplied harness, each pair of wires is encased in brown
insulation and labeled with corresponding cylinder number. Inside the outer insulations, each
wire in the pair has the color listed in Table 16 and Figure 27.
If you make a custom thermocouple harness, note that all differential

thermocouple inputs on the D25 and the D37 (SV-EMS-220 only) connectors are
compatible with both J and K type thermocouples. Note that you will need to
configure SkyView to support any installations that are not already supported in
the preconfigured downloadable resources.
Figure 27 is a pin insertion view (rear) of the male D25 on the Thermocouple Wire Harness.

Figure 27– Thermocouple Wire Harness Male D25 Pin Insertion View (Rear)
Sensors Powered by the SV-EMS-220/221

Some sensors use a 5V (pin 18; white/red wire) or 12V (pin 15; red wire) power supply provided
by the SV-EMS-220/221 module. These wires are designed to handle a limited amount of
current. The typical Lycoming/Continental/Rotax/Jabiru installations as described in the rest of
this chapter are designed to not exceed these current limitations. However, more complex and
installations that differ significantly from these standard installations should be designed to not
exceed the following current limitations:

EMS Output
Module Pin Current Wire Color Current Draw of Sensors that Use This Output
Output Limit
FloScan Fuel Flow Sensor (100403-001): 50mA
EI Fuel Flow Sensor (100403-003): 15mA
12V 15 80mA Red UMA Differential Fuel Pressure: 10mA
Rotax Honeywell Oil Pressure Sensor: 20mA
Dynon Capacitance to Voltage Converter: 25mA
Kavlico pressure sensors: 5mA
5V 18 300mA White/Red 3rd party trim and flaps position: 5mA
Manifold pressure sensor (100434-000): 10mA
Table 17- EMS Module Current Draw Limits for 5/12V Lines
Example Engine Sensor and Transducer Installations

This section contains example engine sensor and transducer installations for popular engines.
Each engine subsection listed on the following pages contains tables for each SV-EMS-220/221
connector and suggests a way to connect that engine’s required sensors to the EMS module.
These tables are based on the downloadable mapping and settings files available from Dynon’s
support forums and may need to be modified based on your particular installation.
Example Lycoming/Continental 4-cylinder Carbureted (SV-EMS-220)

EMS 37-pin Harness Sensor (with Dynon part number if
Pin
Wire Color applicable)
1 Red Battery voltage (voltmeter input)
2 Yellow or Unwired Not connected
3 Black Ground
4 Purple/Blue Elevator position potentiometer
5 Black Ground
6 White/Yellow Oil pressure (100411-002 or 101693-000)
7 White/Brown Oil temperature (100409-000)
8 Brown Fuel pressure (100411-000 or 101690-000)
9 Brown/Blue Heated pitot status (contact input)
10 Brown/Yellow Not connected
11 Orange Not connected
12 Yellow Not connected
13 Black Ground
14 Yellow Fuel flow (100403-003)
15 Red Fuel flow power (100403-003)
16 Black Ground
17 Black Ground
Manifold Pressure Sensor Power (+5 volt) /
18 White/Red
Kavlico Pressure Sensors


Pin
19 White/Black Not connected
20 Orange/Brown Fuel level left (resistive)
21 Orange/Blue Fuel level right (resistive)
22 Purple/Yellow Flaps position potentiometer
23 Purple/Green Carburetor temperature (100468-000)
24 Orange/Green Ammeter shunt + (100412-000)
25 Orange/Purple Ammeter shunt -
26 Green/Red Manifold Pressure (100434-000)
27 Open Not connected
29 Yellow/Green Optional External Alarm Light
30 Black Not connected
31 White/Orange Not connected
32 White/Green RPM Left (standard)
33 White/Blue RPM Right (standard)
34 Blue Not connected
35 Green Not connected
36 Blue or Unwired Not connected
37 Green or Unwired Not connected
Table 18–Example Lycoming/Continental 4-cylinder Carbureted 37-pin Connector Sensor Map
EMS 25-pin Thermocouple Sensor (with Dynon part number if

Pin
Harness Wire Color applicable)
1 Open N/A
2 Open N/A
3 Open N/A
4 Open N/A
5 Open N/A
6 Red CHT 4 (J-type thermocouple, 100404-000*)
7 Red EGT 4 (K-type thermocouple, 100405-000)
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 Open N/A
15 Open N/A
16 Open N/A
17 Open N/A


Pin
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1
* Note that J-type and K-type thermocouples apply to all CHTs or EGTs, respectively. They are
not repeated in the table for brevity’s sake.

Example Lycoming/Continental 4-cylinder Fuel Injected (SV-EMS-220)

Pin
3 Black Ground
5 Black Ground
13 Black Ground
16 Black Ground
17 Black Ground
18 White/Red
23 Purple/Green Not connected
Table 20–Example Lycoming/Continental 4-cylinder Fuel Injected 37-pin Connector Sensor Map


Pin
1 Open N/A
2 Open N/A
3 Open N/A
4 Open N/A
5 Open N/A
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 Open N/A
15 Open N/A
16 Open N/A
17 Open N/A
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1

Lycoming/Continental 6-cylinder Carbureted (SV-EMS-220)

Pin
3 Black Ground
5 Black Ground
13 Black Ground
16 Black Ground
17 Black Ground
18 White/Red
23 Purple/Green Carburetor temperature (100468-000)


Pin
1 Open N/A
4 Red CHT 5
5 Red EGT 5
6 Red CHT 4
7 Red EGT 4
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 White CHT 6
15 Yellow EGT 6
16 White CHT 5
17 Yellow EGT 5
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1

Example Lycoming/Continental 6-cylinder Fuel Injected (SV-EMS-220)

Pin
3 Black Ground
5 Black Ground
13 Black Ground
16 Black Ground
17 Black Ground
18 White/Red


Pin
1 Open N/A
4 Red CHT 5
5 Red EGT 5
6 Red CHT 4
7 Red EGT 4
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 White CHT 6
15 Yellow EGT 6
16 White CHT 5
17 Yellow EGT 5
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1

Example Jabiru 2200 (SV-EMS-220)

Pin
3 Black Ground
5 Black Ground
6 White/Yellow Jabiru oil pressure
7 White/Brown Jabiru oil temperature
13 Black Ground
16 Black Ground
17 Black Ground
18 White/Red Kavlico Pressure Sensors
26 Green/Red Not connected
Table 26–Example Jabiru 2200 37-pin Connector Sensor Map


Pin
1 Open N/A
2 Open N/A
3 Open N/A
4 Open N/A
5 Open N/A
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 Open N/A
15 Open N/A
16 Open N/A
17 Open N/A
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1

Example Jabiru 3300 (SV-EMS-220)

Pin
3 Black Ground
5 Black Ground
6 White/Yellow Jabiru oil pressure
7 White/Brown Jabiru oil temperature
13 Black Ground
16 Black Ground
17 Black Ground
18 White/Red Kavlico Pressure Sensors


Pin
1 Open N/A
4 Red CHT 5
5 Red EGT 5
6 Red CHT 4
7 Red EGT 4
8 Red CHT 3
9 Red EGT 3
10 Red CHT 2
11 Red EGT 2
12 Red CHT 1
13 Red EGT 1
14 White CHT 6
15 Yellow EGT 6
16 White CHT 5
17 Yellow EGT 5
18 White CHT 4
19 Yellow EGT 4
20 White CHT 3
21 Yellow EGT 3
22 White CHT 2
23 Yellow EGT 2
24 White CHT 1
25 Yellow EGT 1

Example Rotax 912 (carbureted) (SV-EMS-220)

Pin
3 Black Ground
4 Purple/Blue Rotax CHT or oil (801-10-1)
5 Black Ground
6 White/Yellow Rotax oil pressure (Honeywell)
7 White/Brown Rotax CHT or oil (801-10-1)
12 Yellow Flaps position potentiometer
13 Black Ground
Fuel flow power (100403-003) / Oil pressure
15 Red
(Honeywell only) sensor power
16 Black Ground
17 Black Ground
18 White/Red
22 Purple/Yellow Rotax CHT or oil (801-10-1)
23 Purple/Green Elevator position potentiometer
32 White/Green RPM
33 White/Blue Not Connected

Table 30–Example Rotax 912 37-pin Connector Sensor Map

Pin
1 Open N/A
2 Open N/A
3 Open N/A
4 Open N/A
5 Open N/A
6 Red N/A
7 Red N/A
8 Red N/A
9 Red N/A
10 Red N/A
11 Red EGT 2 (K-type thermocouple, 100405-000*)
12 Red N/A
13 Red EGT 1
14 Open N/A
15 Open N/A
16 Open N/A
17 Open N/A
18 White N/A
19 Yellow N/A
20 White N/A
21 Yellow N/A
22 White N/A
23 Yellow EGT 2
24 White N/A
25 Yellow EGT 1
Table 31–Example Rotax 912 25-pin Connector Sensor Map

Example Rotax 912 iS (SV-EMS-221)

Pin
3 Black Available ground
4 Purple/Blue Not connected
6 White/Yellow Not connected
7 White/Brown Not connected
8 Brown Fuel pressure (101716-000)
9 Brown/Blue Not connected
Fuel flow power (100403-003) / Oil pressure
15 Red
(Honeywell only) sensor power
18 White/Red
19 White/Black Return fuel flow (100403-003)
22 Purple/Yellow Not connected
RPM Signal to Rotax 912 iS Prop Controller
27 Open
(optional)
NOTE: Must be grounded to common ground
28 Open
with Prop Controller
32 White/Green Not connected


Pin
36 Blue or Unwired CAN High from 912 iS ECU
37 Green or Unwired CAN Low CAN High from 912 iS ECU
The 912 iS ECU provides the following information to SkyView via a computerized CAN bus
interface:
 Engine RPM (tachometer)
 Oil Temperature
 Oil Pressure
 Coolant Temperature
 Lane A Bus Voltage
 Lane B Bus Voltage
 EGT 1-4
 Manifold Pressure
 Fuel Flow
 Engine Time
Additionally, the SV-EMS-221 provides an RPM out signal that can be sent to the aircraft's
propeller controller (if so equipped). The RPM out signal is nominally at 0 volts and steps to 12
volts for 0.1 milliseconds. The RPM out signal pulses once per engine revolution. The installer
must verify compatibility between the RPM out signal and the RPM input requirements of the
aircraft's propeller controller. The following diagram details all of the connections that need to
be made between the Rotax 912 iS and the SV-EMS-221, as well as the optional RPM signal
output to a propeller controller:
Figure 28 - SV-EMS-221 / Rotax 912 iS Connections

Other connections, including fuel pressure, amps, volts, trim/flaps, and fuel quantity sensors
are made in the usual way between the individual sensors and the SV-EMS-221 directly.
Additional Rotax 912 iS Installation Instructions
When installing the 912 iS and setting it up to work with SkyView, please observe the following:
 The engine type under SETUP MENU > EMS SETUP > ENGINE INFORMATION > ENGINE
TYPE must be set to ROTAX 912 iS(SV-EMS-221 Only) for 912 iS-specific indications to
display properly.
 While the 912 iS ECU does report fuel flow information, but Rotax makes no claims
about its accuracy. To allow the 912 iS ECU’s fuel flow parameter to be used by SkyView
for both fuel flow indications and fuel computer computations, simply make sure that
pins C37P14 and C37P19 under SETUP MENU > EMS SETUP > SENSOR INPUT MAPPING
are set to UNUSED. If, instead, you opt to use physical fuel flow senders, set these pins
to fuel flow sensors in the usual way and the physical sender will automatically override
the Rotax 912 iS ECU’s fuel flow reports.
 The latest EMS sensor definitions file must be downloaded from the SkyView Downloads
page at http://www.dynonavionics.com/docs/support_software_SkyView.html and
loaded onto each display.
 See the EMS Engine Setups area at
http://www.dynonavionics.com/docs/support_software_SkyView.html to download a
file that sets up 912 iS-specific pin mappings. It also positions 912 iS-specific widgets on
the EMS pages (such as ECU Lane A/B voltage, which must be monitored per Rotax).
 When using the required 50 PSI Kavlico sensor for sensing fuel pressure, “KAV 50 PSI
DIFFERENTIAL (101716-000)” sensor must be selected for fuel pressure sensor selection
under SETUP MENU > EMS SETUP > SENSOR INPUT MAPPING instead of the KAVLICO
50PSI FLUID PRESS selection that is normal used. If you use the EMS Engine Setup for
the 912 iS that is available from the link above, this selection and setup is already
correctly performed for you.

Engine Sensor and Transducer Installation

This section explains the steps required to install and connect all sensors and transducers
supplied by Dynon Avionics. Additionally, connection instructions are given for some sensors
and transducers that Dynon Avionics does not sell, like the tachometer, fuel level, flaps, trim,
and contacts.
All sensors and transducers must be properly defined, mapped, and configured as
described in the EMS Sensor Definitions, Mapping, and Settings Section of this
guide.
Remember to configure the measurement units for your Engine Page as described
in the How to Configure Displayed Units Section.
Engine Sensor Accuracy and Grounding

It is vitally important that all engine sensors, your Dynon SkyView display, your SV-EMS-
220/221 module, and electrical system all share the same ground, and that there is virtually no
measurable voltage between these grounds.
Large currents flow between your alternator and the rest of your aircraft. The ground for these
currents is shared with your sensors. Because of the large currents involved, resistance in
grounds that cannot be seen with a simple multimeter can still lead to significant voltage
offsets. This can lead to errors in sensor readings.
These large currents exist in other places in the aircraft as well, such as between the battery
ground cable and its connection to the airframe, and along the grounding points for the
avionics bus. It is important that all of these ground paths be appropriately sized for the loads
involved, and that the connections be clean, solid, and devoid of contamination.
In particular, be sure to connect a ground wire between your engine block or avionics ground
block and any of the SV-EMS-220/221’s ground pins.
Please note that running a ground wire from the EMS to the engine block may not entirely solve
grounding issue, as this adds just a small wire in parallel with another much larger wire, and the
load will get transferred to this smaller wire, which itself is resistive due to its small size, and
thus no real effect will be seen.
Though dealing with grounding issues can be time consuming and frustrating, errors that are
seen on your Dynon Engine Monitor are caused by points in the aircraft where there is
insufficient grounding. This can lead to weak starting, hot wires, and corrosion. Fixing the
Engine Monitor readings by having a good ground will also lead to a healthier aircraft electrical
system overall.

Tools and Equipment Required

The following list contains commonly used tools and equipment, however some of the tools or
equipment listed below may not apply to your installation.
 Wire strippers
 22 AWG wire
 D-sub pin crimper
 Faston/ring terminal crimp tool
o Available from www.bandcspecialty.com – (316) 283-8000 – part number RCT-1
 Weather Pack crimp tool (common slip joint pliers will also work)
o Available from www.whiteproducts.com/tools.shtml
 #2 Phillips screwdriver
 Flathead screwdriver
 ¼” ID tubes, any necessary adapters, and clamps for routing manifold pressure to the
sensor.
 Drill and 1/8” bit
Exhaust Gas Temperature (EGT) Probes

Correct placement of EGT probes on the exhaust manifold is critical to obtaining accurate
readings. Placement differs between engine types and even specific models.
Consult the specific engine’s manual for proper EGT locations.
Rotax 912 (except 912 iS) Engines

For carbureted Rotax 912 engines, only two of the four cylinders are typically monitored for
EGT. Unlike the CHT probes which are mounted on diagonal cylinders, the EGT probes should
be mounted on the two rear cylinders’ exhaust manifolds. It is critical that the EGT probes be
mounted to parallel cylinders’ exhaust manifolds for proper temperature comparison.
Most Other Engines
Once you have determined the appropriate EGT locations for your engine, drill 1/8” diameter
holes at the specified positions in the exhaust manifold. Usually, this spot is 2 to 8 inches
(50mm to 200 mm) from the cylinder. This spot should be on a straight portion of the exhaust
manifold, as this provides a better fit for the hose clamps. For best results, mount all probes the
same distance from each cylinder.
 Make sure the hole is placed to ensure that the probe does not interfere with the cowl
or spark plug. Also, when making holes, keep in mind that the probe could inhibit the
ability to perform routine maintenance if placed incorrectly.
 Place probe in exhaust manifold, and secure it by tightening the clamp with a flathead
screwdriver. Make sure the clamp is tight and provides a secure fit, but do not over-
tighten such that visible stress is put on the pipe.

Now, plug each thermocouple wire into its corresponding wire on the thermocouple harness.
Ensure that you match the wire color pairs on the harness to those on the thermocouple. All
thermocouple harnesses supplied by Dynon have each function (e.g., CHT1, EGT1) labeled on
each thermocouple pair.
A loose probe could allow exhaust to leak. This can lead to carbon monoxide
poisoning in the cabin and/or a potential fire. Have a knowledgeable mechanic
inspect the installation.
The probe can come loose during flight, and could potentially come in contact
with rotating engine parts or the propeller. We suggest a safety wire to keep the
probe in place.
Cylinder Head Temperature (CHT) Probes

Dynon Avionics sells and supports a variety of CHT probes. All thermocouple harnesses supplied
by Dynon have each function (e.g., CHT1, EGT1) labeled on each thermocouple pair.
Lycoming/Continental
Dynon Avionics sells bayonet style CHT probes (used in Lycoming and Continental engines).
With each probe we sell, a bayonet adapter is included. Your specific engine manual should
describe where to mount these bayonet adapters, but normally, there is a threaded hole (CHT
well) near the bottom of the cylinder close to the lower spark plug. Screw the bayonet adapter
into this hole. Screw the locking collar up or down the spring surrounding the probe such that
the tip of the probe is pressed against the bottom of the CHT well when the collar is attached to
the adapter. Insert the CHT probe into the well and lock the collar to the adapter. Now, plug
each thermocouple wire into its corresponding wire on the thermocouple harness. Ensure that
you match the wire color pairs on the harness to those on the thermocouples.
Rotax 912 (except 912 iS)
Rotax 912 engines use 2 resistive CHT probes that are included with the engine. These probes
are preinstalled, but you need to route the connections from them to the SV-EMS-220. See the
Rotax CHT Sensors Section for information on making the physical connection to the sensor.
Jabiru
Jabiru engines require a 12 mm ring-terminal CHT probe for each cylinder. First, slide the
compression washer off the spark plug. Slide the 12 mm ring-terminal probe onto the plug.
Now, slide the spark plug compression washer back onto the spark plug. Reinstall the spark plug
into the spark plug hole. Please refer to the documentation that came with your engine for
more information. Now, plug each thermocouple wire into its corresponding wire on the
thermocouple harness. Ensure that you match the wire color pairs on the harness to those on
the thermocouples.

Tachometer
Tachometer pulses/revolution must be set in the Engine Information Wizard
(SETUP MENU > EMS SETUP > ENGINE INFORMATION).
Dynon Avionics does not sell a tachometer transducer.

Depending upon existing equipment and engine type, you have a few options for connecting
the tachometer inputs on the SV-EMS-220/221. The following table revisits the SV-EMS-
220/221 pins that are compatible with RPM sources.
Pin Wire Color Function
32 White/Green Standard RPM Input Left (10+ volts)
33 White/Blue Standard RPM Input Right (10+ volts)
34 Blue Low Voltage RPM Input Left (2 to 10 volts)
35 Green Low Voltage RPM Input Right (2 to 10 volts)
Table 32–SV-EMS-220/221 RPM Inputs
See the relevant subsections below for your particular method. You may connect different
types of signals to the two different RPM inputs (e.g., p-lead to Standard RPM Left and a 12 volt
transducer to Standard RPM Right).
If a standard RPM input is used, do not connect anything to the low voltage input
of the same polarity (i.e., right or left). If a low voltage RPM input is used, do not
connect anything to the corresponding standard RPM input.
Tachometer transducer
If you have a dedicated tachometer transducer (usually with a 12 volt output), you may simply
connect its output to the Standard RPM Left input on the SV-EMS-220/221. Ensure that you
follow all recommendations given in the manual for your individual tachometer transducer.
P-lead pickoff (Lycoming and Continental)
If you do not have a dedicated
tachometer pickoff, you must
follow the instructions below.
Use the two included 30 kΩ
resistors (color bands: orange,
black, brown, red, brown; connect
in either direction) to attach left
and right P-leads to the standard
RPM Left and RPM Right inputs on
the SV-EMS-220/221. Connect
them as shown in Figure 29. It is
important to connect each
Figure 29–Magneto Pick Off

resistor as close as possible to the spot where you tap into the P-lead. This minimizes the length
of cable carrying high voltage spikes. Six-cylinder Lycoming engines sometimes need more
inline resistance to prevent false readings by the SV-EMS-220/221. If you supply your own
resistors, they need not be exactly 30 kΩ. Additionally, both 1/4W and 1/2W resistors are
acceptable to use.
If, after setting the PULS/REV R and L values as described in the Engine
Information Section, you see higher than expected RPM or unstable values, you
may need to increase the series resistance to as high as 150 kΩ.
Trigger Coil (Rotax 912, except 912 iS)

The Rotax 912 engines have a 5th trigger coil for the purposes of electrically monitoring rev
counts. This trigger coil outputs to a two-wire harness. Connect either of the two wires to
ground; connect the other to the standard RPM Left input on the SV-EMS-220. If you observe
erratic tachometer readings or momentary “spikes” in the display - particularly at higher RPM –
install a 60K resistor inline (in series) between the trigger coil and SV-EMS-220 (RPM LEFT (Pin
32, White/Green wire).
Alternator Wire (Jabiru)
The most common tachometer pickoff location for Jabiru 2200 and 3300 engines is one of the
alternator wires. Connect one of the two white alternator wires through a 1 amp fuse to the
standard RPM Left input on the SV-EMS-220/221.
Digital Ignition and Other Pickoffs
The SV-EMS-220/221’s standard RPM inputs can read frequency-based RPM signals, provided
the peak voltage goes at least 5.1 volts above ground, and crosses back down below 2.0V
relative to ground. If the peak voltage exceeds 50 volts, use the included 30 kΩ resistors as
described in the P-lead pickoff (Lycoming and Continental) Section above. Like the other
methods above, you must know the number of pulses per revolution for your RPM transducer.
Low Voltage RPM Inputs
If you have an RPM source that outputs frequency-based RPM signals that are smaller than 10
volts above ground—such as Light Speed ignition outputs—use the low voltage RPM inputs.
These inputs require that the peak voltage goes at least 2.1 volts above ground, and crosses
back down below 0.8V relative to ground to be counted as a pulse.
Manifold Pressure Sensor

The manifold pressure sensor is an integral assembly consisting of three pins, a rubber seal, and
a connector housing. Strip 3/16” insulation off the ends of the three wires listed at right. Slide
the three rubber seals onto the three wires and the pins onto the ends of the wires. Crimp the 3
included pins onto the ends of the wires, ensuring that the long tabs that cradle the rubber seal
wrap around the seal (see picture at right for example). For more details on preparing and
crimping the Weather Pack pins, see www.whiteproducts.net/faqs.shtml.

Weather
Pin Color Function
Pack Pin
+5 volt
18 C White/red
Auxiliary
Manifold
26 B Green/red
pressure
17 A Black Ground
Table 33–Manifold Pressure Sensor Pins
Note that you may need access to the SV-EMS-220/221’s +5 volt auxiliary supply for other
sensor installations, so make allowances for breaking out the connection to other areas. Route
the three wires to the location where you would like to mount the manifold pressure sensor.
Plug the crimped pins into the included Weatherpack connector. Now, mount the manifold
pressure sensor in a secure fashion using the mounting holes on either side of the sensor.
The pressure port on the manifold pressure sensor requires 1/4” inner diameter tubing for a
secure fit. You may need to use adapters to convert down to smaller inner diameter tubing for
your specific engine. We recommend that you use pipe clamps at every transition point,
including at the sensor itself.
C B A
C B A Figure 31–Pin insertion

(rear) view of supplied
Figure 30–Connection diagram for Figure 32–Detail view of properly connector.
sensor with all black wires only crimped pin.
Oil Pressure Sensor

The oil pressure sensor may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37, however, we recommend that it be connected to pin 6 on this connector.
The SV-EMS-220/221 supports several oil pressure sensor installations. The Dynon-supplied
sensor and the Rotax and Jabiru pre-installed sensors are the most common.
Kavlico Brand Dynon-Supplied Brand Oil Pressure Sensor (101693-000)
Mount the oil pressure sensor securely using an Adel clamp or other method such as using a
transducer mounting block on the firewall. Dynon does not recommend mounting the sensor
directly to the engine to minimize the chance of mechanical failure of the transducer due to

engine vibration. Unlike Dynon’s older oil pressure sensor, the Kavlico pressure sensor has a
dedicated ground wire, eliminating the need to use the sensor case as ground.
Connect the red wire to SV-EMS-220/221 D37 pin 18 (red/white). This connection may be
shared with other sensors, depending on your installation.
Connect the green wire to SV-EMS-220/221 D37 general purpose input of your choosing
(nominally pin 6)
Connect the black wire to Ground. Any the black ground wires on the SV-EMS-220/221 D37
harness are suitable for this purpose.

Legacy Dynon-Supplied Oil Pressure Sensor (100411-002)

First, mount the oil pressure sensor to a fixed location using
an Adel clamp (see Figure 34) or other secure method. The
oil pressure sensor must not be installed directly to the
engine due to potential vibration problems. Dynon Avionics’
sensor is supplied with a 1/8” NPT pipe thread fitting. An 1/8-27 NPT
adapter might be necessary for some engines. Please see the 0-150 PSI
manual supplied by the engine’s manufacturer. You must use Figure 33–Example Oil Pressure
appropriate pipe fitting adapters and ensure that the case of Sensor
the sender has a connection to ground. This is critical for
functionality.
Crimp a standard #8 ring terminal onto general purpose
input wire chosen for oil pressure. Unscrew the stud cap
from the threaded stud. Place the ring terminal on the stud
and secure the cap down sandwiching the ring terminal.
Due to vibration issues, never connect the

sensor directly to the engine.
Use an Adel clamp similar to the
Figure 34–Adel Clamps
above to secure the pressure sensor
If you use Teflon tape or other seal, ensure the
sensor casing still maintains a good connection
to ground.
Rotax and Jabiru Oil Pressure

If you are installing on a Rotax or Jabiru engine, your engine comes with a pre-installed oil
pressure sensor.
Prior to mid-2008, Rotax provided an oil pressure sensor with 2 tabs for electrical connection. If
you are using this sensor, connect one of the tabs to a general purpose input pin and connect
the other tab to ground (an SV-EMS-220/221 ground is appropriate).
In mid-2008, Rotax switched to a new type of oil pressure sensor (Rotax P/N 956413) with an
integrated cable. Connect the red wire of the newer sensor to SV-EMS-220/221 D37 pin 15 (+12
volt Auxiliary), the white wire to SV-EMS-220/221 D37 pin 6, and the black wire (if present) to
ground. Select the correct sensor type as described in the EMS Sensor Definitions, Mapping,
and Settings Section.
Rotax oil pressure sensor P/N 956413 is only compatible with SV-EMS-220/221
D37 pin 6. It will not work with any other pin.

Oil Temperature Sensor

The oil temperature sensor may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37, however, we recommend that it be connected to pin 7 on this connector.
The oil temperature sensor needs to be installed according to the directions of the engine
manufacturer. Dynon Avionics sells oil temperature sensors with both 5/8-18 UNF (Dynon P/N
100409-001) and 1/8-27 NPT (Dynon P/N 100409-000) threads. Ensure that you have the right
sensor for your engine. Using a crush washer (not included; an AN900-10 type washer is
appropriate for Dynon P/N 100409-001) between the sensor
and the engine case, tighten the sensor according to your
engine manufacturer’s recommendations.
Route the wire from a general purpose input pin on the EMS 1/8-27 NPT
37-pin Main Sensor Harness to where the oil temperature
sensor is mounted. When routing the wires, make sure that
they are secured, so they will not shift position due to
vibration. Strip ¼” of insulation off the end of the wire. Crimp
a #10 ring terminal onto the end of the wire, ensuring that a
5/8-18 UNF
good connection is made between the wire and the
connector. Unscrew the nut from the stud on the oil Figure 35–Example Oil Temperature
temperature sensor. Slip the ring terminal onto the stud and Sensors
secure the nut over it.
Some oil temperature sensors that SkyView supports (but are not sold by Dynon), such as the
GRT FT-LC-01, have two wires. To connect this style of sensor, connect one wire to ground.
Connect the other wire to the chosen general purpose input.
Fuel Pressure Sensor

The fuel pressure sensor may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37, however, we recommend it be connected to pin 8 on this connector.
Kavlico Brand Dynon-Supplied Brand Fuel Pressure Sensors (101690-000, 101716-000,
101715-000)
Mount the fuel pressure sensor securely using an Adel clamp or other method such as using a
transducer mounting block on the firewall. Dynon does not recommend mounting the sensor
directly to the engine to minimize the chance of mechanical failure of the transducer due to
engine vibration. Unlike Dynon’s older fuel pressure sensor, the Kavlico pressure sensor has a
dedicated ground wire, eliminating the need to use the sensor case as ground.
The fuel pressure sensor port has a 1/8-27 NPT pipe thread fitting; you may need adapters to
connect to the pressure port on your engine. Locate the correct fuel pressure port for your
engine. This port must have a pressure fitting with a restrictor hole in it. This restrictor hole
ensures that, in the event of a sensor failure, fuel leakage rate is minimized, allowing time for
an emergency landing.

Connect the green wire to SV-EMS-220/221 D37 general purpose input of your choosing
(nominally pin 8)
Legacy Dynon-Supplied Fuel Pressure Sensors (100411-000 and 100411-001)
First, mount the fuel pressure sensor to a fixed

location using an Adel clamp or other secure
method such as using a transducer mounting
block on the firewall. The fuel pressure sensor
must not be installed directly to the engine due
to potential vibration problems. Next, connect 1/8-27 NPT 1/8-27 NPT
0-30 PSI 0-80 PSI
the fuel sensor to the engine using appropriate
Figure 36–Example Fuel Pressure Sensors
hoses
and fittings. Its pressure port has a 1/8-27 NPT pipe thread fitting; you may need adapters to
connect to the pressure port on your engine. Locate the correct fuel pressure port for your
engine. This port must have a pressure fitting with a restrictor hole in it. This restrictor hole
ensures that, in the event of a sensor failure, fuel leakage rate is minimized, allowing time for
an emergency landing.
Carbureted engines–Use the 0-30 PSI sensor (Dynon P/N 100411-000). Crimp a standard ¼”
female Faston onto one of the ground wires coming from the EMS 37-pin Main Sensor Harness
or another ground source such as a local engine ground. Crimp another ¼” female Faston onto
a general purpose input pin wire. Push the two Fastons onto the two terminals on the fuel
pressure sensor. Polarity is not important. If you are converting from a GRT EIS system, you
must disconnect the external resistor pull-up from the fuel pressure output. This will make the
sensor output equivalent to the sensor supplied by Dynon Avionics.
Injected engines–Use the 0-80 PSI sensor (Dynon P/N 100411-001). Crimp a standard #8 ring
terminal onto the SV-EMS-220/221 general purpose input wire of your choice. Unscrew the
stud cap from the threaded stud. Place the ring terminal on the stud and secure the cap down
sandwiching the ring terminal. If the connection between the sensor and your engine is non-
metallic, you must connect the sensor case to ground through other means. The best way to
accomplish this is by sandwiching a ground-connected ring terminal between the sensor and
the mating fitting.
Due to vibration issues, never connect the sensor directly to the engine.

If you use Teflon tape or other seal, ensure the sensor casing still maintains a good
connection to ground.
Rotax 914 Differential Fuel Pressure Sensor

The fuel pressure sensors that Dynon Avionics sells are not suitable for use with the
Rotax 914 engine, as Rotax specifies that fuel pressure on the 914 engine be
measured with respect to the air box pressure. All fuel pressure sensors sold by
Dynon Avionics are only capable of measuring fuel pressure against ambient air
pressure.
The UMA N1EU007D sensor is a third-party differential pressure sensor which measures fuel
pressure with respect to air box pressure as required by the 914 engine. This sensor is not
supplied by Dynon Avionics, but it is supported by SkyView.
Install the differential fuel pressure sender in an area convenient to the connections on the
engine. The mounting threads are 5/8-18. Connect side of sender marked with a “W” to the fuel
line close to the carburetors. Use 1/8-27 pipe thread fitting. Connect the other side of sender to
the air box. This can be done by inserting a “T” in the carb vent lines that go to the air box. Use
a 1/8-27 pipe thread, barbed insert into the sender. Make sure all fittings on the air box lines
are tight using spring clamps or tie wraps.
Connect the red wire to EMS pin 15 (12V power). Connect the black wire to ground (an SV-EMS-
220/221 ground is appropriate). Connect the white wire to any of the “C” type inputs on the SV-
EMS-220/221 module - pins 8, 22, or 31 only.
Fuel Flow Sensor

The approximate pulses/gallon setting for the FloScan 201B (i.e., cast metal case
legacy Dynon sensor) is 28,000 to 31,000. The approximate pulses/gallon for the
Electronics International FT-60 (i.e., the red cube) is 68,000. You must configure the
fuel flow sensor using this numerical value in the Sensor Setup Menu (SETUP MENU
> HARDWARE CALIBRATION > EMS CALIBRATION > FUEL FLOW CALIBRATION).
More information on this topic is discussed in the Fuel Computer Configuration
section of this chapter.

FloScan 201B sensor only: make note of the numbers on the tag (pulses / gallon)
attached to the fuel flow sensor.
Dynon Avionics supplies the

Fuel Flow
Electronics International FT-60 Dynon
Sensor
(Dynon P/N 100403-003) fuel flow Pin Harness Function
Wire
transducer. Dynon no longer Wire Color
Color
supplies the FloScan 201B, but
13 or 16
SkyView is compatible with this Black Black Ground
or 17
sensor.
Yellow or Fuel Flow Input 1
14 Yellow
The SV-EMS-220/221 supports White (From fuel tank)
differential fuel flow sensor 15 Red Red +12 volt Auxiliary
installations in Rotax 912 and 914 Fuel Flow Input 2
installations as illustrated in Figure for optional 2nd
37. Yellow or
19 White/Black transducer
White
Table 34 revisits which SV-EMS- (Return to fuel
220/221 pins are compatible with tank)
fuel flow sources. Table 34–SV-EMS-220/221 Fuel Flow Connections
General Placement Recommendations
 Do not install the Fuel Flow Transducer, hoses and fittings near exhaust system or
turbocharger. Excessive heat can damage fuel system components.
 Do not install 90 degree fittings (elbows) on the input or output of the Fuel Flow
Transducer. Doing so will cause turbulence in the fuel flow which causes inaccurate fuel
flow data.
 Install the Fuel Flow Transducer with the three wires pointed UP.
 Install a fuel filter UPSTREAM of the fuel flow sensor to screen out debris.
 For best measuring performance, the fuel should travel uphill by one to two inches (25-
50 mm) after leaving the fuel flow sender.
 Placement of the fuel flow sender relative to other items in the fuel system like fuel
pumps is left to the builder. It is common to place the sender downstream of any
auxiliary electric boost pumps but upstream of the engine driven fuel pump.
Do not use Teflon tape when screwing in any of the fittings.

EI “Red Cube” Installation

The Electronics International “Red Cube” FT-60 flow transducer has ¼” female NPT ports. Do
not exceed a torque of 300 inch-lbs. (.112 Nm) when installing fittings into the transducer. The
Red Cube FT-60 should NOT be installed with its wires pointing DOWN (the best situation is
with the wires pointing UP). The fuel line on the outlet port should not drop down after exiting
the transducer. This configuration can trap bubbles in the transducer, causing jumpy readings.
The inlet port, outlet port, and flow direction are marked on the top of the FT-60.
Rotax Placement Recommendations
If installing on a Rotax 912, review Figure 37 for recommendations specific to these engines.
912 (ULS) Installation
Restrictor for 912 (ULS)

From
Fuel Flow
Fuel To Carburetors
Transducer
Tank
Fuel Flow
To
Transducer
Fuel
Output Signal
Tank
SV-EMS-220
912 (ULS) or 914 Installation
To Carburetors
From Fuel Flow Fuel Flow To

Fuel Transducer Fuel
Transducer
Tank Tank
Restrictor for 912 (ULS)
Fuel Flow or Regulator for 914 Fuel Flow
Transducer Transducer
Output Signal #1 Output Signal #2
SV-EMS-220
Figure 37–Rotax Fuel Flow Sensors (Single-ended Measurement on Top and Differential Measurement on
Bottom)
In the differential fuel flow configuration in the lower portion of Figure 37, the first fuel flow
transducer measures the fuel flow from the fuel tank. The second fuel flow transducer
measures the unused fuel flow that returns to the fuel tank. The SV-EMS-220/221 takes data
from both transducers and calculates net instantaneous burn rate.
Fuel Level Sensor

Dynon Avionics does not sell fuel level sensors.
The SV-EMS-220/221 supports both resistive type sensors as well as capacitive sensors which
output a voltage (e.g., Princeton). If you have a capacitive sensor which does not output a

voltage on its own, you may be able to use Dynon’s Capacitance-to-Voltage Converter. Read the
relevant section below for the type that you are installing.
After installation, fuel level sensors must be calibrated. Your SkyView display
utilizes onscreen wizards that help you do this. Go to the EMS Calibration Menu to
access these wizards (SETUP MENU > HARDWARE CALIBRATION > EMS
CALIBRATION).
Once a capacitive fuel level sensing system is calibrated for a certain type fuel, only
that fuel should be used and the aircraft should be placarded for such. For example,
ethanol has a dielectric constant much different than 100LL or Auto Fuel. If
calibrated for 100LL, then by using Auto 10% Ethanol in the tanks the indications
could off by 50%.
It is important to understand that fuel level measurements are subject to the

physical limitations of the sensor. Depending on your fuel tank and sensor
geometry, there may be some immeasurable fuel at one or both ends of the fuel
level sensors’ range. SkyView’s fuel calibration process is designed with this in
mind, and always takes the conservative approach to ensure that it does not report
erroneous fuel readings that might indicate that there is more fuel on board than
there actually is. The end result is that you may experience fuel readings at “full”
that are numerically less than the physical capacity of the tanks, and in this case
you may also see no apparent change in fuel level readings when the sensor is
maxed out on the full side. Similarly, on the empty side, you may see a zero
quantity indication before the tank is truly empty if the sensor has reached the
bottom of its travel or measuring capability when the tank still in fact has fuel in it.
Resistive fuel level sensor

You may connect as many resistive fuel level sensors to the SV-EMS-220/221 as open general
purpose inputs will allow. We recommend that pins 20 and 21 of the SV-EMS-220/221 D37 are
used before other general purpose inputs.
Capacitive fuel level sensor
Capacitive fuel level sensors are only supported on pins 8, 22, and 31 on the SV-EMS-220/221
D37. Capacitive sensors need to output a variable voltage within the ranges of 0-5 volts DC.
First, supply the sensor with power according to the manufacturer’s instructions. If the sensor
manufacturer requires a sensor calibration, perform that calibration first. Be sure to configure
the firmware to recognize the capacitive fuel level sensor on the enhanced general purpose
inputs.
If you are installing Dynon’s Capacitance-to-Voltage Converter (most commonly used with the
capacitive plates in some RVs), please read the Capacitance-to-Voltage Converter installation
instructions.

Note that SkyView displays are typically preconfigured to use resistive probes. Using capacitive
sensors instead of resistive probes requires that you change EMS settings in a few places. First,
change the pins used for fuel quantity via the SETUP MENU > EMS SETUP > PIN SENSOR INPUT
MAPPING… menu. Then, delete the default fuel quantity widgets from each screen layout
under SETUP MENU > EMS SETUP > SCREEN LAYOUT EDITOR. Finally add, the new fuel quantity
widget(s) that will be available for the capacitive probes.
Ammeter Shunt
The ammeter shunt should be mounted so that the Pin Color Function
metal part of the shunt cannot touch any part of the 24 Orange/green amps high
aircraft. The ammeter shunt can be installed in your 25 Orange/purple amps low
electrical system in one of three locations as shown in
Table 35–Amps Pins
Figure 39.
If you have a Vertical Power VP-X system in your
aircraft, use either position A or position B. Position C is not useful in a VP-X installation
because the VP-X measures aircraft loads directly.
 Position A–Ammeter indicates current flow into
or out of your battery. In this position, it will
show both positive and negative currents
(i.e., -60 amps to +60 amps).
 Position B–Ammeter indicates only the positive Figure 38–Amps Shunt
currents flowing from the alternator to both
the battery and aircraft loads. (0A-60A)
 Position C–Ammeter indicates the current flowing only into the aircraft loads. (0A-60A)
Note that the ammeter shunt is not designed for the high current required by the
starter and must not be installed in the electrical path between the battery and
starter.
The Ammeter Shunt packaging may be marked 40mV/40A. However, Dynon rates
the shunt for up to 60A loads.

Figure 39–Recommended Amps Shunt Locations (simplified electrical diagram)
Use two ¼” ring terminals sized appropriately for the high-current wire gauge you will be
routing to and from the ammeter shunt. Cut the wire where you would like to install the
ammeter shunt. Strip the wire and crimp on the ring terminals. Using a Phillips screwdriver,
remove the two large screws (one on either end of the shunt), slip the ring terminals on, and
screw them back into the base.
We highly recommend that you fuse both the connections between the shunt and the SkyView
as shown in Figure 40 below. There are two methods for accomplishing this. You may simply
connect two 1 amp fuses in-line between the shunt and the SkyView. Or, you may use butt
splices to connect 1” to 2” (25mm to 50mm) sections of 26 AWG wire between the shunt and
each of the Amps leads connecting to the SkyView. These fusible links are a simple and cost-
effective way to protect against short-circuits (fusible links in LSA installations may not be
ASTM-compliant).
Figure 40- Amps Shunt Fuse / Wire Connection Diagram
Next, crimp the two supplied #8 ring terminals onto the wires using the fusing method chosen
above. Connect the other ends of the fuses to the Amps High and Amps Low leads (pins 24 and
25) on the EMS 37-pin Main Sensor Harness. Unscrew the two smaller screws on the ammeter

shunt. Slide the ring terminals onto them and screw them back into the base. Connect the
“Amps High” lead to the side of the shunt marked by “H” in Figure 39; connect the “Amps Low”
lead to the side marked by “L”.
If you find that the current reading on the SkyView is the opposite polarity of what you want,
swap the two signal inputs (Amps High and Amps Low) to obtain the desired result.
It is extremely important that you secure all loose wires and ensure that exposed
terminals cannot touch or short out to other objects in the plane. All metal on the
shunt is at the same voltage as–and carries the same risks as–the positive terminal
on the battery. Improperly installing the ammeter shunt can result in high current
flow, electrical system failure, or fire.
GRT CS-01 Hall Effect Current Sensor

Dynon does not supply this sensor. It is available from GRT Avionics, and can be used as an
alternative to the Dynon-supplied amps shunt for measuring current
Note: The GRT CS-01 sensor does not connect to Pin 24/25 (Amps Shunt +/- Input). If you are
converting from a Dynon EMS, you will have to change your wiring per the instructions below).
Route the main power cable through the CS-01 "donut". Connect the three CS-01 Wires to the
SV-EMS-220/221 37-pin connector:
CS-01 Wire Dynon SV-EMS- Dynon Harness Wire
Function Color 220/221 pin Color
Ground Black Any of 3,5,13,16,17,30 Black
Power Blue 18 (+5V) White/Red
Signal Green Any of 8,22,31 Varies
Figure 41 - GRT CS-01 EMS Connections
The CS-01 has some special considerations during setup. Configure the CS-01 using the
following instructions:
 Go to SETUP MENU >EMS SETUP > SENSOR INPUT MAPPING. Choose one of Pin 8, 22, or
31, as is physically connected above.
 For the “FUNCTION” column selection, choose “AMP”
 For the “SENSOR” column selection, choose one of the AMMETER HALL EFF (offset
value) (GRT CS-01), where offset value is chosen per the following:

o Because each individual CS-01 varies somewhat, configuring the CS-01 typically
requires an amps "offset" value to be utilized. SkyView provides 17 different
offsets via different choices in the SENSOR column. These contain offsets that
range from "-8" (offset of -8A) through "+8" (offset of +8A). If you wish the CS-01
value on your SkyView EMS to display most accurately at zero current, choose
the offset that displays "0A" when zero current is flowing through system. This
can be done by turning off all avionics power and operating SkyView on its
backup battery. If you wish the current to display most accurately at normal
current draw, choose whichever of the 17 offset values provides the most
accurate current reading. (This will require some experimentation.)
 Set the name column to “AMPS” (default) or create a custom name.
Carburetor Temperature Sensor

The carburetor temperature sensor may be connected to any general purpose input pin on the
SV-EMS-220/221’s D37, however, we recommend that it be connected to pin 23 on this
connector.
Install the carburetor temperature sensor in the venturi area at the point where ice first begins
to form. This is located after the main nozzle, before the throttle valve. You must remove the
plug in the carburetor housing below the throttle valve. On four-cylinder engines which use the
Marvel Schebler MA-3 carburetors, this plug is located on the forward side. On six-cylinder
engines using the MA-4 carburetor, the plug is located on the rear. If your carburetor is not
drilled and tapped for the plug, you must remove the carburetor from the engine and drill out
the lead plug in the appropriate spot. Tap the hole with a ¼-28 tap. Remove all chips and burrs
before reinstalling.
Route either of the two wires to an electrical ground. Route the other wire to the general
purpose input of your choice.
Rotax CHT Sensors

The Rotax CHT sensors may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37, however, we recommend that they be connected to pins 4 and 22 for left and
right signals, respectively.
Crimp bare ¼” female Faston terminals (6.3x0.8 according to DIN 46247) onto the ends of two
general purpose input wires on the EMS 37-pin Main Sensor Harness. Locate the left-side CHT
sensor screwed into the bottom side cylinder head 2; slide the Faston connected to one of the
general purpose inputs onto it. Locate the left-side CHT sensor screwed into the bottom side of
cylinder head 3; slide the Faston connected to the other general purpose input onto it.
Trim and Flaps Position Potentiometers

Position potentiometers may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37 and must be calibrated according to the instructions found in the EMS Sensor
Calibration Section. The number of position potentiometers in any installation is limited by the
number of unused general purpose input pins on the SV-EMS-220/221’s D37 connector. The

tables in the Example Engine Sensor and Transducer Installations Section contains
recommended input pins for position potentiometers.
Dynon Avionics does not sell trim or flaps position sensors. These are normally included with, or
added onto, their respective servos.
Most flap and trim sensors are potentiometers (variable resistors) which require power and
ground inputs, and supply an output that is a function of position. These potentiometers come
in a variety of resistance ranges, but are typically 1 kΩ, 5 kΩ, 10 kΩ, and 20 kΩ. All of these
values will work properly with the SkyView, as there is a calibration required. Connect the +5
volt Auxiliary pin from the SV-EMS-220/221’s D37 to the +5 volt input on your trim/flap position
sensor. Note that you may need access to the SV-EMS-220/221’s +5 volt auxiliary supply for
other sensor installations, so make allowances for breaking out the connection to other areas.
Connect the ground input on the sensor to a ground common to the SV-EMS-220/221’s signal
ground. Connect the output of the sensor to the desired general purpose input. For physical
installation, refer to the instructions that came with your position sensor.
If you are using the output from a Ray Allen servo or sensor, connect its white/orange wire to
the SV-EMS-220/221’s +5 volt Auxiliary pin (D37, pin 18), its white/blue wire to ground, and its
white/green wire to the general purpose input of choice. Note that you may need access to the
SV-EMS-220/221’s +5 volt auxiliary supply for other sensor installations, so make allowances for
breaking out the connection to other areas.
Trim and flaps position potentiometers must be calibrated. Your SkyView display
utilizes onscreen wizards that help you do this. Go to the EMS Calibration Menu to
access these wizards (SETUP MENU > HARDWARE CALIBRATION > EMS
CALIBRATION).
Coolant Pressure Sensor

The coolant pressure sensor may be connected to any general purpose input pin on the SV-EMS-
220/221’s D37.
Kavlico Brand Dynon-Supplied Brand Fluid Pressure Sensors (101716-000)
Mount the pressure sensor to a fixed location using an Adel clamp or other secure method such
as using a transducer mounting block on the firewall. Unlike Dynon’s older fluid pressure
sensors, the Kavlico sensor has a dedicated ground wire, eliminating the need to use the sensor
case as ground. Next, connect the sensor to the coolant line using appropriate hoses and
fittings. Its pressure port has a 1/8-27 NPT pipe thread fitting; you may need adapters to
connect to the pressure port on your engine. Locate (or drill and tap) the pressure port along
the coolant line. This port must have a pressure fitting with a restrictor hole in it. This restrictor
hole ensures that, in the event of a sensor failure, coolant leakage rate is minimized, allowing
time for an emergency landing.

Connect the green wire to SV-EMS-220/221 D37 general purpose input of your choosing.
Legacy Dynon-Supplied Coolant Pressure Sensor (100411-000)
The Dynon-supplied coolant pressure sensor is a 0-30 psi sensor (Dynon P/N 100411-000). First,
mount the pressure sensor to a fixed location using an Adel clamp or other secure method. The
pressure sensor must not be installed directly to the engine due to potential vibration
problems. Next, connect the sensor to the coolant line using appropriate hoses and fittings. Its
pressure port has a 1/8-27 NPT pipe thread fitting; you may need adapters to connect to the
pressure port on your engine. Locate (or drill and tap) the pressure port along the coolant line.
This port must have a pressure fitting with a restrictor hole in it. This restrictor hole ensures
that, in the event of a sensor failure, coolant leakage rate is minimized, allowing time for an
emergency landing.
Crimp a standard ¼” female Faston onto one of the grounds coming from the SV-EMS-
220/221’s EMS 37-pin Main Sensor Harness. Crimp another ¼” female Faston onto the wire that
corresponds to the desired general purpose input. Push the two Fastons onto the two terminals
on the fuel pressure sensor. Polarity is not important.
If you use Teflon tape or other seal, ensure the sensor casing still maintains a good
connection to ground.
Coolant Temperature Sensor

The coolant temperature sensor may be connected to any general purpose input pin on the SV-
EMS-220/221’s D37.
The coolant temperature sensor needs to be installed according to the directions of your
engine’s manufacturer. Dynon Avionics sells temperature sensors with both 5/8-18 UNF (Dynon
P/N 100409-001) and 1/8-27 NPT (Dynon P/N 100409-000) threads; these are the same as
those used by the oil temperature inputs. If neither of these threads matches those in your
coolant line, you will need to use adapters or drill/tap your own. Using a crush washer between
the sensor and the mating line, screw the sensor into the fitting. Do not over tighten.
Route the wire from the desired general purpose input pin on the SV-EMS-220/221’s EMS 37-
pin Main Sensor Harness to where the coolant temperature sensor is mounted. When routing
the wires, make sure that they are secured, so they will not shift position due to vibration. Strip
¼” of insulation off the end of the wire. Crimp a #10 ring terminal onto the end of the wire.
Ensure that a good connection is made between the wire and the connector. Unscrew the nut
from the stud on the coolant temperature sensor. Slip the ring terminal onto the stud and
secure the nut over it.

Rotax Pre-installed Coolant Temperature Sensor: Wire the coolant temperature sensor in the
same way as shown above for the Dynon-supplied sensor.
General Purpose Temperature Sensor

Any temperature sensor provided by Dynon may be utilized as a general purpose temperature
sensor on any general purpose input pin on the SV-EMS-220/221’s D37.
For example, you may connect an SV-OAT-340 probe and configure it as a general purpose
thermometer (e.g., for cabin temperature). Connect one of the wires to the input pin, and the
other wire to any available EMS GROUND.
Contacts
Contacts may be connected to any general purpose input pin on the SV-EMS-220/221’s D37. The
number of contacts in your SkyView system is only limited to the number of unused general
purpose input pins on the connector.
Dynon Avionics does not sell contacts or switches.
Contacts are used for a variety of purposes, such as monitoring canopy closure. The EMS
firmware reads the voltage state of general purpose inputs. To configure them as contacts, use
two voltage ranges in your sensor setup. Set one to 0-2V, and the other from 2-5V. SkyView will
then report whether each input is open (no connection to ground, which is the 2-5V state) or
closed (connection to ground, which is the 0-2V state). You must ensure that when closed, the
contact connects to a ground common to the SkyView system. The voltage on the general
purpose inputs must not exceed 15 volts.
General Purpose Thermocouple

You may configure the SV-EMS-220 to monitor two J or K type thermocouples in addition to the
twelve thermocouples available on the SV-EMS-220’s D25. Note that the SV-EMS-221 uses
these four pins for Rotax 912 is communication, and, therefore, these pins are not available for
thermocouple use on the SV-EMS-221. Dynon Avionics does not supply a specific general
purpose thermocouple probe for this purpose. However, our standard EGT and CHT probes will
work, as will any other J or K type thermocouple.
The following table revisits which SV-EMS-220 pins are compatible with general purpose
thermocouples.
Pin Wire Color Function

27 Not supplied General Purpose TC Input 1+
28 Not supplied General Purpose TC Input 1-
36 Blue General Purpose TC Input 2+
37 Green General Purpose TC Input 2-
Table 36–SV-EMS-220 D37 General Purpose Thermocouple Pins

If you use the second general purpose thermocouple input on pins 36 and 37, it is
necessary to remove the blue and green wires from these pins on the EMS 37-pin
Main Sensor Harness.
Dynon Avionics sells both J and K type thermocouple wire which may be used to connect the
desired thermocouple to the SkyView. Ensure you order the correct wire type for the
thermocouple you intend to use. Crimp a female D-sub pin on the end of each wire, and plug
them into the SV-EMS-220’s EMS 37-pin Main Sensor Harness D37. Polarity is important, so
ensure that you are routing the positive side (yellow for K-type; white for J-type) of the
thermocouple to pin 27 or pin 36 on the 37-pin harness, and the negative side to pin 28 or pin
37.
External EMS Warning Light

SV-EMS-220/221 D37 pin 29 can be wired and configured as an External Alarm Light
To wire EMS D37 pin 29 as an External Alarm Light, you may connect any standard LED or
incandescent lamp (1.5 watts maximum), used during EMS-related “red” warning alarm
conditions. Ensure that the LED or lamp is designed for the voltage of your system. Mount it to
your panel according to its recommendations. Connect one of the lamp’s leads to your plane’s
power. Connect the other lead to pin 29 on the SV-EMS-200 37-pin wiring harness. During an
alarm condition, this pin is connected to ground, causing current to flow through the lamp.
Aircraft Spruce P/N 17-410 is an example of a light that will work for this application. An LED
and resistor in series will also suffice. If you use an LED as the indicator, you must choose a
resistor that delivers the appropriate current to the LED, and can accommodate the power
required for its current and voltage drop. Also note that the power and ground connections on
LEDs are not reversible.
Engine Information
Use the Engine Information Wizard (SETUP MENU > EMS SETUP > ENGINE INFORMATION) to
specify the engine type, its horsepower rating, its redline and cruise RPM, the RPM pulse
configuration, and tach and Hobbs time (if installation is in a non-zero time engine).
If you have an engine type that is in the list, please choose the appropriate engine. This will
allow the system to perform some calculations that are specific to that engine, such as % power
(Lycoming / Continental only) and special operating limitations (Rotax only). If your engine is
not listed, choose "Other."
Horsepower is used to do some of the % power calculations (Lycoming/Continental engines
only) and the auto Rich-of-Peak and Lean-of-Peak detection. Set it to the engine manufacturer's
rated HP for initial usage. You may need to adjust this number in order to get all calculations
working correctly.

If you are getting an auto Lean-of-Peak indication that is coming on too early, before the engine
actually peaks while leaning, lower this number. It is not meant to be a measure of actual
horsepower produced, as engines that are more efficient will act as if they are lower
horsepower in the calculation. This will be particularly true if you are running a higher
compression ratio than the stock charts are based upon.
Cruise RPM is used when calculating tach time. Tach time is a measure of engine time
normalized to a cruise RPM. If you spend one hour at your cruise RPM, tach time will increment
one hour. If you spend 1 hour at 1/2 your cruise RPM, tach time will only increase by 1/2 hour.
Tach time is defined as TIME x (CURRENT RPM / CRUISE RPM).
Hobbs time is a simple timer that runs whenever the oil pressure is above 15 PSI or the engine
is above 0 RPM.
If you have connected an External Alarm Light to SV-EMS-220/221 pin 29, the Alarm Light
setting determines how the light behaves after alarm acknowledgement. It can be set to either
SOLIID AFTER ACK, which leaves the light lit continuously after acknowledgement (until the
alarm condition ceases) or OFF AFTER ACK, which turns the light off after an alarm has been
acknowledged.
Rotax 912 Behavior

Setting ENGINE TYPE to ROTAX 912 pre-configures some engine settings for a Rotax 912 engine.
SkyView will automatically configure and dynamically change the oil temperature and
tachometer scales and alert thresholds in accordance with Rotax’s recommended ranges,
described in detail below. When this mode is selected, EMS SETUP > SENSOR SETUP > OIL
TEMPERATURE AND TACHOMETER settings are unavailable.
Tachometer for Rotax 912:
When OIL TEMP < 120ºF, the TACHOMETER displays these ranges:
 0-1400 and 4000-6000 RPM in RED
 1400-1800 and 2500-4000 RPM in YELLOW
 1800-2500 RPM in GREEN
When OIL TEMP > 120ºF, the TACHOMETER displays different ranges:
 0-1400 and 5800-6000 RPM in RED
 1400-1800 and 5500-5800 RPM in YELLOW
 1800-5500 RPM in GREEN
At 0 RPM, tachometer alerting is inhibited. When RPM advances above 0, the tachometer alert
is inhibited for 10 seconds to avoid nuisance alarms as the engine starts.
The alarm type for the tachometer is the “self-clearing” type.
Oil Temperature Gauge for Rotax 912:
When OIL TEMP < 190ºF, the OIL TEMP gauge displays these ranges:
 100-120 and 230-266ºF in YELLOW

 120-190ºF in GREEN if OIL TEMP has been above 190ºF “more recently” than OIL TEMP
was below 120ºF; otherwise 120-190ºF is displayed in BLACK OUTLINED IN WHITE
 190-230ºF in GREEN
 266-280ºF in RED.
When OIL TEMP is > 190ºF, the OIL TEMP gauge will display different ranges:
 100-120 and 230-266ºF in YELLOW
 120-230ºF in GREEN
 266-280ºF in RED
The alarm type for oil temperature is the “self-clearing” type.
EMS Sensor Definitions, Mapping, and Settings

All sensors must be defined, mapped to SV-EMS-220/221 pins, and have their
settings configured. This section describes how sensors are defined, mapped, and
set in SkyView.
EMS Sensor Definitions

All EMS sensor installations require a SkyView Sensor Definitions file. This file is preloaded onto
each display prior to shipment and contains all of the sensor types that SkyView supports. It
may be updated in the future to include more sensors. This file is downloadable at
downloads.dynonavionics.com.
If you need to update the SkyView Sensor Definitions file, download the file and use the
instructions found in the How to Load and Delete Files Section.
The EMS sensor definition file has a .sfg file extension. This file is not automatically
shared between displays. It must be loaded onto each display in the system.
EMS Sensor Input Mapping

In order to save installers time, Dynon provides preconfigured sensor mapping and
settings files which support popular four and six-cylinder engine installations. All of
the installations mentioned in the Example Engine Sensor and Transducer
Installations Section have preconfigured mapping and settings files that are
available for download at downloads.dynonavionics.com.
The file that contains sensor mapping, settings, and widget graphical properties
information has a .dfg file extension and is automatically shared between displays.
Installers do not need to transfer files between displays.
If your engine installation is listed in the Example Engine Sensor and Transducer Installations
Section, we recommend you install one of the sensor mapping and settings files onto the

SkyView display using the instruction found the How to Load and Delete Files Section. Then
update or modify the sensor map and settings based on your installation.
Note that it is critical that you should check every setting before operating your engine with
them as these files are only a starting point. While efforts were made to set up temperature,
pressure, and other ranges to reasonable starting points, Dynon makes no claim that they are
correct for your engine, as slightly different engines may have different limits.
Use this section as a guide when you review and update the sensor map and settings that were
sourced from the preconfigured file. Also use this section if you are creating a sensor map and
settings from scratch.
EMS Sensor Mapping Explanation
The SkyView system must be configured to map SV-EMS-220/221 pin numbers to physical
sensors. This section contains an explanation of what it means to define a sensor for mapping
purposes and also contains instructions on how to map sensors mentioned in this chapter to
pins on the SV-EMS-220/221. Mapping can be accomplished using two methods: you can use a
premade file as mentioned above or you can manually map engine sensors to EMS module pins.
All sensors and transducers are mapped in the Sensor Input Mapping Wizard. As mentioned
earlier, some pins are compatible with a variety of sensors, while other pins have fixed
functionality. A sensor is defined in the Sensor Input Mapping Wizard by the following
parameters:
 Pin #–the pin or set of pins the sensor is connected to
 Function–the phenomenon the sensor measures (e.g., pressure and temperature)
 Sensor–the physical part used, for example 0-80 PSI Fluid Pressure (100411-001)
 Name–a six character field that names the sensor for use by the pilot in flight.
Loading a premade sensor mapping file onto SkyView can save installation time.
These files define sensors with the four parameters mentioned.
Table 37 shows an example oil pressure sensor map on pin 6 of the SV-EMS-220/221 D37
connector.
PIN # FUNCTION SENSOR NAME
C37 P6 PRESSURE 0-150 PSI FLUID PRESSURE (100411-002) OIL
Table 37–Example Sensor Map
Manual Sensor Mapping

Appendix D: SV-EMS-220/221 Sensor Input Mapping Worksheet is a useful tool
during sensor mapping. This section is intended for use only if the premade sensor
mapping file does not contain the sensor definitions needed for your installation.
Go to the Sensor Input Mapping Wizard (SETUP MENU > EMS SETUP > Sensor Input Mapping…)
and use the following procedure to manually map a sensor or transducer:

1. Scroll through the different parameters using a combination of joystick turns and
movements in the up, down, left, and right motions. The selected parameter is
highlighted and its text is enlarged.
2. Press SELECT to open the parameter for editing.
3. Edit the parameter using a series of joystick turns and movements.
4. Save the parameter edit by pressing ACCEPT or by moving either joystick to the right or
the left. Press CANCEL to back out of the parameter edit mode without saving.
EMS Sensor Settings

Mapped sensors that are displayed on the Engine Page should have their alert and graphical
properties appropriately configured. This section explains the settings that are required for EMS
sensors, contains instructions for manually configuring sensor settings, and uses several sensor
settings examples to further explain sensor settings.
SkyView EMS sensor settings are defined by the following parameters in the Sensor Setup
Menu:
 Alarm
 Maximum Graphical Display
 Minimum Graphical Display
 Ranges
EMS Sensor Alarms
There are three alarm options for EMS sensors:
 OFF–no alarm for the sensor.
 SELF-CLEAR–When an alert is triggered, it is annunciated both on the engine page and in
the messaging system. When the alert condition ceases, all of these annunciations
cease, even if the precise alert message was not acknowledged by pressing the
rightmost button on the display to bring up the message window.
 LATCHING– When an alert is triggered, it is annunciated both on the engine page and in
the messaging system. However, when the alert condition ceases, the message
notification area above the rightmost button will continue to show the unacknowledged
alert state until the alert message is viewed in the message window, even though the
offending parameter has returned to within limits. This behavior ensures that the pilot is
aware that an alert was triggered, even though the condition no longer exists.
Reference the SkyView Pilot’s User Guide for information regarding how sensor alarms show up
onscreen during operation.
EMS Sensor Graphical Display Limits
The settings here define the minimum and maximum values that will be shown graphically on
the sensor’s gauge. Effectively, this is the start and stop point of the gauge. If the indicator you
choose for this value shows digital numbers for the value, they will not be limited by this

setting. The system will not allow you to set these numbers higher or lower than the sensor can
support.
EMS Sensor Ranges
The order that ranges are configured has no effect on the functionality or display of the gauge.
Ranges are defined with the following properties: enable, color, top, and bottom. Enable is
used to tell SkyView if that range is on or off. If it is off, it will not be considered or displayed.
There are five configurable ranges for each gauge and four colors for any given range (black,
green, yellow, or red.). If a range is not defined, it is considered black, so there is not generally a
reason to configure black ranges. If ranges overlap, red trumps yellow, yellow trumps green,
and green trumps black. For example, you could set up two ranges for the same gauge, each 0-
10, one red, and one green, and that range would be red. To further illustrate this behavior, if
another range for that same gauge was configured from 5-15 and set to yellow, only 10-15
would be yellow.
The two edge ranges are considered to go on "forever," so if a gauge is set up as yellow from 10
to 20 and red from 20 to 30, and the sensor reads 35, it will still be considered red since that is
above the highest range. It will be considered yellow below 10. If you wish for this not to occur,
you must make your edge ranges black.
Alarms are only triggered when the value enters the red range on a gauge.
Fuel Computer Configuration
Setting Pulses/Gallon
To find and configure the pulses/gallon value associated with your fuel flow transducer:
If you have the Floscan 201B (Dynon P/N 100403-001), this number can be found on the tag
that came with the transducer. The pulses/gallon value for transducer is 10 times the number
shown after the dash. So, if your transducer had the tag that is labeled “16-2959”, you would
enter a pulses/gallon value of 29590 in the pulses/gallon section of SETUP MENU > HARDWARE
CALIBRATION > EMS CALIBRATION > FUEL FLOW CALIBRATION. If you have lost your tag, a
starting pulses/gallon of 30000 will be close enough to begin using the function.
If you have the EI FT-60 “Red Cube” (Dynon P/N 100403-003), enter a starting K-VALUE of
68000 under SETUP MENU > HARDWARE CALIBRATION > EMS CALIBRATION > FUEL FLOW
CALIBRATION.
Over time, you may notice that the instrument’s computation of gallons or liters remaining
(based on fuel flow) is either high or low. This is a result of many factors, including individual
installation. To correct for this, follow this procedure:
Over several fill-ups keep a running total of the amount of fuel added. Keep a running total of
the GALS (or LTRS) USED parameter over this same time span.

FuelUsed (computed )
Perform the following calculation: . You should obtain a number that is
FuelFilled (actual )
close to 1. We’ll call this number, FuelFlowRatio.
Now perform this calculation: CurrentPulsesPerGallon*FuelFlowRatio. Enter this number as
your new pulses/gallon value.
Observe the results over your next tank for accuracy. Repeat the above if necessary.
The general rule of thumb: if your GALS (or LTRS) USED reads higher than you expect, increase
the pulses/gallon; if it reads lower than you expect, decrease the pulses/gallon.
If your engine has a return fuel flow sensor, note that there is a second pulses/gallon setting
that is mapped to a second set of input pins. When a second fuel flow sensor is connected and
the pulses/gallon is adequately set, the fuel seen returning through the second fuel flow sensor
is automatically subtracted from the flow that is seen through the primary sensor. If you do not
have a second fuel flow sensor, you may ignore this setting entirely.
Fuel Computer Presets

Fuel Computer computations are based on measured fuel flow and the pilot’s input of the
aircraft’s starting fuel state. SkyView offers a few settings that allow the pilot to pre-program
full fuel and an optional second “preset” fuel quantity. Once programmed, typical aircraft fuel
loads are then quickly recalled under in the EMS > FUEL menu as described in the Pilots User
Guide.
There are three fuel computer options, found under SYSTEM SETUP > SYSTEM SETUP >
AIRCRAFT INFORMATION. They are only applicable if you have a fuel flow sensor installed:
 Total Fuel Capacity–set this to the total usable fuel on board when the tanks are full.
Once this is set, the pilot is prevented from accidentally setting more than this amount
of fuel on board.
 Preset Fuel Capacity–this can be used to quickly recall a second, non-full starting fuel
state. For example, if your tanks have tabs so that you can easily fill to ¾ of your normal
full fuel load, you would enter this number here so that you can quickly set your fuel
computer to this second preset when you fill to the tabs.
 Fuel Added Detect–When set to yes, SkyView will check for discrepancies between the
physical fuel quantity senders and the fuel computer’s calculated fuel load on boot-up.
If one is found, SkyView will prompt the user to adjust the fuel computer’s fuel state.
This option should only be set to YES on one display if you have more than one in the
system.
Manual EMS Sensor Settings Configuration
Go to the Sensor Setup Menu (SETUP MENU > EMS SETUP > SENSOR SETUP) to manually
configure the settings of an EMS sensor. Once there, a list of every mapped sensor is displayed.
Follow this basic procedure to configure sensor settings:

1. Choose a sensor. Scroll through the menu to a sensor and move the joystick right to
enter to the sensor configuration menu.
2. Set the alarm. Scroll to the ALARM configuration line, move the joystick right to enter
the Alarm Adjust Menu, choose the appropriate alarm for the sensor, and then press
ACCEPT. Press BACK to return to the sensor configuration menu.
3. Set the graphical display limits. Scroll to the MAXIMUM and MINIMUM GRAPHICAL
DISPLAY lines, move the joystick right to enter the respective menus, adjust the values
appropriately - and then press ACCEPT. Press BACK to return to the sensor configuration
menu.
4. Set the ranges. Scroll the menu and configure enable, color, and top and bottom.
5. Save the settings. Press BACK to return to the Sensor Setup Menu. Press EXIT to return
to the Main Menu.
The examples on the following pages show four configured sensors: a voltmeter, a contact,
RPM, and an oil temperature sensor.

Example Voltmeter Setup

Assume this sensor was mapped on the Sensor Input Mapping Wizard as:
C37 P1 VOLTS VOLTAGE MEASURE MAIN
Now, we want to configure its alert and graphical properties. Go to the Sensor Setup Menu and
open the MAIN VOLTS Page (SETUP MENU > EMS SETUP > SENSOR SETUP > MAIN VOLTS).
Configure MAIN VOLTS with the following properties:
 ALARM: OFF
 MAXIMUM GRAPHICAL DISPLAY: 15.0 VOLTS
 MINIMUM GRAPHICAL DISPLAY: 10.0 VOLTS
 RANGE 1
o ENABLE YES
o COLOR RED
o TOP 11.0 VOLTS
o BOTTOM 10.0 VOLTS
 RANGE 2
o ENABLE YES
o COLOR YELLOW
o TOP 12.0 VOLTS
o BOTTOM 11.0 VOLTS
 RANGE 3
o ENABLE YES
o COLOR GREEN
o TOP 13.6 VOLTS Figure 42—Anatomy of a Widget:
o BOTTOM 12.0 VOLTS Main Volts
 RANGE 4
o ENABLE YES
o COLOR YELLOW
o TOP 14.6 VOLTS
o BOTTOM 13.6 VOLTS
 RANGE 5
o ENABLE YES
o COLOR RED
o TOP 15.0 VOLTS
o BOTTOM 14.6 VOLTS

Example Contact Sensor Setup

C37 P9 CANOPY Contact CANOPY
open the CANOPY CONTACT Page (SETUP MENU > EMS SETUP > SENSOR SETUP > CANOPY
CONTACT).
Note that although inputs set up as contacts can physically accept up to 15V (so
that they can accept nominal aircraft voltage as one of their two states), the
maximum the EMS can measure is 5.0V. This means that as depicted below, the
two measured ranges should be set to 0-2.5V and 2.5-5V to measure the absence
and presence of power.
Configure CANOPY CONTACT with the following properties:

 ALARM: OFF
 MAXIMUM GRAPHICAL DISPLAY: 5.0 VOLTS
 MINIMUM GRAPHICAL DISPLAY: 0.0 VOLTS
 RANGE 1
o ENABLE YES
o NAME OPEN
o COLOR RED
o TOP 5.0 VOLTS
o BOTTOM 2.5 VOLTS
 RANGE 2
o ENABLE YES Figure 43–Anatomy
o NAME CLOSED of a Widget: Canopy
o COLOR GREEN Contact
o TOP 2.5 VOLTS
o BOTTOM 0.0 VOLTS
 RANGE 3
o ENABLE NO
o NAME R3
o COLOR GREEN
o TOP 20.0 VOLTS
o BOTTOM 10.0 VOLTS
 RANGE 4
o ENABLE NO
o NAME R4
o COLOR YELLOW
o TOP 10.0 VOLTS
o BOTTOM 5.0 VOLTS
 RANGE 5
o ENABLE NO

Example RPM Setup

C37 P32/34 RPM RPM RPM
open the RPM RPM Page (SETUP MENU > EMS SETUP > SENSOR SETUP > RPM RPM).
Configure RPM RPM with the following properties:
 ALARM: OFF
 MAXIMUM GRAPHICAL DISPLAY: 3000 RPM
 MINIMUM GRAPHICAL DISPLAY: 0 RPM
 RANGE 1
o ENABLE YES
o COLOR GREEN
o TOP 2000 RPM
o BOTTOM 0 RPM
 RANGE 2
o ENABLE YES
o COLOR YELLOW
o TOP 2250 RPM
o BOTTOM 2000 RPM
 RANGE 3
o ENABLE YES
o COLOR GREEN
Figure 44–Anatomy of a
o TOP 2700 RPM Widget: RPM
o BOTTOM 2250 RPM
 RANGE 4
o ENABLE YES
o COLOR YELLOW
o TOP 2750 RPM
o BOTTOM 2700 RPM
 RANGE 5
o ENABLE YES
o COLOR RED
o TOP 3000 RPM
o BOTTOM 2750 RPM

Example Oil Temperature Sensor Setup

C37 P7 TEMPERATURE 5/8”-18 NPT FLUID TEMP (100409-000) OIL
open the OIL TEMPERATURE Page (SETUP MENU > EMS SETUP > SENSOR SETUP > OIL
TEMPERATURE).
Configure OIL TEMPERATURE with the following properties:
 ALARM: LATCHING
 MAXIMUM GRAPHICAL DISPLAY: 260 °F
 MINIMUM GRAPHICAL DISPLAY: 80 °F
 RANGE 1
o ENABLE YES
o COLOR YELLOW
o TOP 165 °F
o BOTTOM 80 °F
 RANGE 2
o ENABLE YES
o COLOR GREEN
o TOP 220 °F
o BOTTOM 165 °F
 RANGE 3
o ENABLE YES
o COLOR YELLOW Figure 45–Anatomy of a
o TOP 240 °F Widget: Oil
o BOTTOM 220 °F Temperature
 RANGE 4
o ENABLE YES
o COLOR RED
o TOP 260 °F
o BOTTOM 240 °F
 RANGE 5
o ENABLE NO
o COLOR RED
o TOP 5 °F
o BOTTOM 0 °F
Note that oil temperature is configured with a latching alarm in this example. If oil
temperature ever reaches a range configured as red, an alarm will trigger and a
message will show up in the message box on the Main Menu.

EMS Screen Layout Editor

Dynon offers preconfigured Engine Page layouts that support popular engine
sensor installations. Check our website at www.dynonavionics.com for more
details.
All sensor mapping, settings, and widget graphical properties are automatically
shared between displays. Installers do not need to transfer files between displays.
Use this wizard to configure the style and layout of the engine and environmental sensor
gauges and calculated parameters (e.g., % power) on the 100%, 50%, and 20% Engine Pages.
Note that sensors must be defined, mapped, and configured in order to show up on an Engine
Page (reference the EMS Sensor Definitions, Mapping, and Settings Section of this guide for
instructions on how to do this).
To use this tool, enter the wizard (SETUP MENU > EMS SETUP > SCREEN LAYOUT EDITOR), then
choose the page size to edit. Once in the Screen Layout Editor, follow this procedure:
1. Add a sensor or info widget to the screen. Press either SENSOR or INFO to show their
respective menus and scroll through available sensors or info parameters, highlight one,
and then press ACCEPT or move either joystick to the right to add it to the screen.
2. Change the style of the widget. Press STYLE or turn the joystick until the widget’s style is
acceptable.
3. Change the size of the widget. Press SIZE until the widget’s size is acceptable.
4. Change the location of the widget on the screen. Move the CURSR joystick in up, down,
right, and left directions until the location is acceptable. Hold the joystick in those
movement positions for accelerated widget movement.
5. Repeat the above steps for all sensors that you want displayed on the Engine Page.
6. Save the page by pressing SAVE.
Press REMOVE to remove the chosen widget from the screen. Press CANCEL to return to the
EMS Setup Menu without saving any changes.
Example widget configuration

This example configures an oil temperature widget using the instructions mentioned above.
This is the same oil temperature sensor that was configured earlier (see Example Oil
Temperature Sensor Setup).
Open the Screen Layout Editor for the 100% page (SETUP MENU > EMS SETUP > SCREEN
LAYOUT EDITOR > 100% PAGE…). Now press SENSOR, scroll to the OIL TEMPERATURE sensor,
and press ACCEPT. The following widget shows up on the middle on the screen:
Figure 46–Oil Temperature Widget

The white box around the widget denotes that that widget is the one that is currently being
configured.
You can scroll through the available styles of the widget by pressing STYLE or by turning either
joystick. The following widgets illustrate different styles for oil temperature:
Figure 47–Example Oil Temperature Widget Styles
You can also adjust the size of the widget by pressing SIZE.
Figure 48–Example Oil Temperature Widget Sizes

Now, locate the widget on the screen by moving the joysticks left, right, up, and down. Once
you have decided on a location for this widget, you can add and configure more widgets (press
SENSOR to add another widget and follow the procedure on the preceding page) and then save
the page layout by pressing SAVE.
Specific Widget and Info Item Data Requirements

In order for the % Power and LOP/ROP status info items to calculate values, the following data
must be present / conditions must be met:
 Barometric altitude (from an SV-ADAHRS-20X) must be present.
 EMS SETUP > ENGINE INFORMATION > ENGINE TYPE must be set to
Lycoming/Continental. Percent power calculations are not available for other engine
types at this time.
 EMS SETUP > ENGINE INFORMATION > HORSEPOWER must be set.
 OAT sensor installed / working.
 Fuel flow sensor must be installed and configured.
 MAP sensor must be installed and configured.
EMS Sensor Calibration

Fuel level sensors and position potentiometers must be calibrated. Your SkyView display utilizes
onscreen wizards that help you do this. Go to the EMS Calibration Menu to access these
wizards (SETUP MENU > HARDWARE CALIBRATION > EMS CALIBRATION).

8. SV-GPS-250 Installation and Configuration
This chapter contains information that specifically applies to the installation and configuration
of the SV-GPS-250 GPS Receiver module. After reading this chapter, you should be able to
determine how to prepare the installation location, mount the module, connect it to a display,
and configure it.
A valid GPS signal is required for time, magnetic heading calibration, and moving
map functionality. This signal does not need to come from an SV-GPS-250.
However, the SV-GPS-250 provides positional updates five times per second. This
makes mapping and synthetic vision display look smoother over receiving their
positional updates at once per second from other GPS devices.
If your installation has two or more displays, the primary GPS power, ground, and
transmit lines must be connected to all displays.
Figure 49 is a high-level overview of a suggested SV-GPS-250 installation and configuration

procedure.
Choose a
location based on Connect GPS
Prepare the
Location Install GPS wiring to display
location
Requirements wiring harness
Section
Test GPS
Configure GPS on
functionality with
SkyView display*
RX/TX counters
Figure 49–Suggested SV-GPS-250 Installation and Configuration Procedure

SV-GPS-250 Installation and Configuration
The diagram below shows the mounting dimensions of the GPS module. Note that it utilizes a
common bolt pattern found in much of general aviation.
Figure 50–SV-GPS-250 Mounting Dimensions
Mounting hardware is not included. The SV-GPS-250 is designed to work with #8 fasteners with
100 degree countersunk heads. The use of nut plates is recommended for convenience, but
other hardware can be used if space allows. Specific hardware selection is determined by the
installer.
We recommend you use weather sealant around the fastener heads to keep moisture from
entering the aircraft through the mounting holes. The module itself is sealed and includes a
rubber gasket that seals the inner wire hole. It also allows the module to be mounted on slightly
curved surfaces. For extra protection, you may use weather sealant around the outside of the
SV-GPS-250 module where it meets the skin of the aircraft.
Serial Connection
SkyView uses the SV-GPS-250 device set to POS 1 as its primary position source.
The SV-GPS-250 includes 18 feet of twisted wire for a serial connection to the SkyView display
via the display. This wire may be trimmed or lengthened as needed to suit the installation.
The color of the SV-GPS-250 wires matches the colors of the wires of the main display harness
that are intended for the GPS serial connection. The following table contains information
regarding the wires.

Harness and SV-GPS- SkyView Display

Function
250 Wire Color D37 Pin
SV-GPS-250 Tx / Gray with
11
Serial Port 5 Rx Violet stripe
SV-GPS-250 RX / Gray with
12
Serial Port 5 Tx Orange stripe
SV-GPS-250 Ground Black 24
SV-GPS-250 Power Orange 29
Table 38–SV-GPS-250 Serial Connection Details
As mentioned before, if there are two or more displays in your SkyView system, all four of the
SV-GPS-250 module’s wires should be connected to all displays in parallel. This wiring scheme is
illustrated in Figure 51.
Figure 51–SV-GPS-250 Connected to Multiple SkyView Displays
If there is more than one SV-GPS-250 in your system, use the same scheme in Figure 51 on
different display serial ports for the other SV-GPS-250 modules, but connect power and ground
for the other SV-GPS-250 modules to the same power and ground connections (black and
orange wires) that are provided in the serial port 5 wiring bundle on the display harnesses. An
example of this configuration follows.

Figure 52 - Dual SV-GPS-250 Connected to Multiple Displays
Configuration
Go to the Serial Port Setup Menu (SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT
SETUP>SERIAL PORT 5 SETUP) and then configure serial port 5 as follows:
SERIAL IN DEVICE: Dynon SV-GPS-250
SERIAL IN FUNCTION: POS 1
SERIAL IN/OUT BAUD RATE: 38400
SERIAL OUT DEVICE: NONE
If you connect an SV-GPS-250 to multiple screens, you must configure each display
to support it (i.e., DYNON GPS, POS 1, 38400, NONE). If you have multiple SV-GPS-
250 modules, connected as shown above, you will also need to configure the
second serial port (serial port 4 if done as shown) as an SV-GPS-250 as well. Its
SERIAL IN FUNCTION should be set to POS 2.

9. SV-BAT-320 Installation
This chapter contains information that specifically applies to the installation of the SV-BAT-320
Backup Battery. After reading this chapter, you should be able to determine how to prepare the
installation location, mount the module, connect it to a display, monitor its voltage, and make
sure it is charged.
SkyView displays are designed to work with the SV-BAT-320 Backup Battery. Using
any other different battery will void any warranties and is a significant safety
hazard. Do not extend the SV-BAT-320’s battery wiring.
Figure 53 is a high-level overview of a suggested SV-BAT-320 installation, configuration, and

maintenance procedure.
Choose a
location based on Connect battery to
Prepare the
Location Install battery the display wiring
location
Requirements harness
Section
No
Confirm battery Perform yearly
Charge battery* Pass?
charged battery check
Yes
Figure 53–Suggested SV-BAT-320 Installation, Configuration, and Maintenance Procedure

SV-BAT-320 Installation
The diagram below shows the mounting dimensions of the backup battery.
Figure 54–SV-BAT-320 Mounting Dimensions
Dynon does not provide mounting hardware for use with the SV-BAT-320. The mounting tabs
on each side of the module have holes sized for #8 fasteners. Button head style AN hardware is
recommended as spacing between the holes in the tabs and the body of the enclosure limits
what style tool can be used to tighten certain fasteners. Follow recommended torque practices
when tightening the mounting hardware.
Use of ferrous fasteners in this location is acceptable. Do not rivet the SV-BAT-320 to the
aircraft as this will hinder future removal if necessary.
Electrical Connection
Connect the SV-BAT-320 module’s connector to the mating connector on the main display
harness.
Battery Charging
SkyView displays automatically manage their connected battery’s charge level. If it becomes
discharged, simply turning the SkyView display on will cause the battery to charge.

SV-BAT-320 Installation
Battery Status Check

Enter the Display Hardware Information Page (SETUP MENU > LOCAL DISPLAY SETUP > DISPLAY
HARDWARE INFORMATION) to check the status of the battery. The BATTERY STATUS line shows
the voltage of the display’s backup battery.
An SV-BAT-320 is fully charged when it reaches 12.25 volts. Charging a completely

discharged battery may take up to 4 hours. To conserve your aircraft battery, the
SV-BAT-320 is only charged with SkyView detects your alternator/generator to be
online.
The SV-BAT-320 must only be charged by SkyView. External charging of the battery
is not supported. External charging of the battery can damage it or cause it to
explode.
Initial Backup Battery Test

Perform this test to ensure each backup battery in the SkyView system is fully functional. A fully
charged SV-BAT-320 should power a typical SkyView system for at least 60 minutes if primary
power is lost.
If the SkyView system has more than one display with a backup battery installed, perform the
test for each display individually. Power off all but one display during the test.
Test Procedure
1. Set the SkyView display to full brightness (PFD > press SCREEN > press DIM > press FULL)
2. Fully charge the SV-BAT-320 Backup Battery. Reference the Battery Charging and
Battery Status Check sections for battery charging instructions.
3. Disconnect primary power from the SkyView display—ensure that the display is not
powered from another source.
4. Clear the POWERING DOWN IN # SECONDS message (press STAY ON).
5. Allow the SkyView system to run off the backup battery
The system passes if, after 60 minutes, it has not turned off.
Repeat the test procedure for each backup battery in the system.
This test discharges the backup battery. Recharging the battery after the test is
recommended. Do this by applying primary power to the display. The backup
battery is fully charged when its voltage reaches 12.25 volts.
If a tested battery does not pass the initial backup battery test, please contact Dynon Avionics
technical support for further assistance.

10.Autopilot Servo Installation, Configuration, and Calibration
This chapter contains generic mechanical and electrical installation guidelines for the Dynon
servos mentioned in Table 39. Plane-specific kits purchased from Dynon contain detailed
drawings and diagrams which are intended to be used in conjunction with this guide as a
complete set of installation instructions. A complete list of aircraft mounting kits is available on
the current Price List/Order Form at store.dynonavionics.com. Drawings and diagrams are also
available at docs.dynonavionics.com.
Figure 55 is a high-level overview of a suggested servo installation, configuration, and
calibration procedure.
Research Dynon
Use premade No Fabricate
resources for Choose servo
mounting mounting
autopilot location(s)
bracket(s)? bracket(s)
application
Yes
Install mounting Install servo

bracket(s) with Install linkage power wiring with
Install servo(s)
Range of Motion hardware fuse(s) or
Limiting Bracket breaker(s)
Install
Install SkyView Configure Calibrate and test
disengage/CWS
network cabling SkyView Network* servos
button and wiring
Configure pitch
and roll axes and Flight test and fine
disengage/CWS tune autopilot
options
Figure 55–Suggested Servo Installation, Configuration, and Calibration Procedure
Of note to customers that are either upgrading their D10A/D100 series products to
SkyView: Autopilot servos shipped prior to December 1st, 2009, require that they
be upgraded to Version 5.2 Software or higher before they can connect to a
SkyView Network. Autopilot servos shipped prior to this date MUST be upgraded to
the latest version using a D10/D100 Series product BEFORE they are connected to
SkyView. This will then allow the SkyView Network to communicate with the servo.

Autopilot Servo Installation, Configuration, and Calibration
If you no longer have this capability, contact Dynon Technical Support. Your servos
can be returned to Dynon for a firmware update.
Dynon Autopilot Servo Models

Dynon currently offers the following servo models:
Model Number Torque Attachment
SV32 Standard Arm
SV32L 36 inch-pounds Long Arm
SV32C Capstan
SV42 Standard Arm
SV42L* 55 inch-pounds Long Arm
SV42C Capstan
SV52 Standard Arm
SV52L* 72 inch-pounds Long Arm
SV52C Capstan
Table 39–Dynon Servos
* SV42L/SV52L servos are special order items–contact Dynon Avionics for details.
Compass Calibration Requirement

The SkyView autopilot requires an accurate magnetic heading to operate efficiently and
comfortably in heading mode and the radio-based VOR/NAV mode. Therefore it is critical that
the ADAHRS be installed correctly, calibrated, and operating well in all attitudes.
Additional Resources
Dynon’s Internet sites provide frequently updated information on installation and operation
issues:
wiki.dynonavionics.com – Dynon’s Documentation Wiki provides enhanced, extended,
frequently updated online documentation contributed by Dynon employees and customers.
forum.dynonavionics.com – Dynon’s Online Customer Forum is a resource for Dynon Avionics
customers to discuss installation and operation issues relating to Dynon Avionics products. The

Forum is especially useful for pilots with uncommon aircraft or unusual installation issues. For
customers that cannot call Dynon Technical Support during our normal business hours, the
Forum is a convenient way to interact with Dynon Avionics Technical Support. The Forum
allows online sharing of wiring diagrams, photos, and other types of electronic files.
Dynon will continue to develop kits and installation instructions for more aircraft based on
demand. It is also expected that aircraft manufacturers will develop their own mounting kits for
Dynon servos or offer the Dynon AP as a factory option. If Dynon does not currently offer a
mounting kit for your particular aircraft, and you would be inclined to assist in developing a kit
and documentation, please send an introductory email message about your interest to
[email protected].
Servo Mechanical Installation

Dynon Avionics has researched suitable mounting points for a number of popular aircraft and
offers mounting kits and instructions for them. If you have purchased one of these kits, use the
instructions included with it as your primary guide; the following mechanical installation
information is more general in nature. If you have purchased cable-drive capstan servos (SV32C
or SV42C), refer to the documentation that came with the included Capstan Accessory Kit
(101116-000).
For installing Dynon Avionics servos in aircraft for which Dynon does not offer kits, we offer a
Generic Servo Installation Kit (101020-000) of basic parts and basic installation instructions. The
generic servo push-pull mounting kit includes some of the hardware to mount a servo and
connect to the aircraft controls, but requires the installer to fabricate mounting brackets. This
kit can be used in either pitch or roll applications that use a servo with an output arm (not
suitable for use with pulley/cable servos). Some additional fasteners (not supplied by Dynon)
and brackets will be required depending on the installation method chosen.
Neglecting to properly install and/or use Dynon Avionics AP hardware can result in
failures which could cause loss of aircraft control resulting in aircraft damage,
personal injury, or death. If there are any questions on the part of the installer it is
mandatory to resolve these questions prior to flight.
When installing the servo, you must first determine a mount location for proper interaction
with the existing control system. The mounting point that is chosen must allow the servo arm
and associated linkage to move freely through the entire range of travel. To prevent the
possibility of the servo arm going OVER CENTER, the servo arm must not travel more than a
total of +/-60° from neutral position. When the aircraft controls are centered, the arm of the
servo should be perpendicular to the attaching push rod. If this is not the case, we recommend
adjusting the length of the push rod or consider a different mounting point. For maximum
efficiency and the lightest drag on the flight controls, you should choose the smallest servo that
provides sufficient torque to move and hold the flight controls with a minimum of slippage. A
diagram of servo torque versus mount position is shown on page 10-6.

The servo arm must not rotate even near to the point called OVER CENTER, the
point at which the primary aircraft control would “lock up”. Over center happens
when the angle between the servo arm and the attached push rod becomes so
great that the control system cannot drive against the servo arm. To protect
against this possibility, a Range of Motion Limiting Bracket is supplied with each
Dynon Avionics servo. These brackets are drilled so that they can be mounted at
different angles as required (18° intervals). The brackets are supplied for the
protection of the pilot, and we recommend that the Range of Motion Limiting
Bracket be installed to ensure that an OVER CENTER condition cannot occur.
During normal servo operation, the Range of Motion Limiting Bracket should never
be used. It is only intended for use as a safety mechanism in the SkyView Autopilot
system. When installing the Range of Motion Limiting Bracket, only use the
supplied screws. Using longer screws to install the bracket, you will penetrate and
damage the electronics.
Once a suitable mounting point for each servo has been determined, the next step is to
fabricate a mount for the servo to attach to the aircraft. Generally this will be a bracket made of
sheet metal or corner stock. Dynon recommends using 6061 T6 aluminum with a minimum
thickness of 0.050” for the best balance of strength to weight. When fabricating a mounting
bracket, refer to the servo dimensions below. Be sure to leave ample room for the arm and
attached linkage to move through a complete range of motion without interference.
In normal operation, Dynon’s servos can reach temperatures that can be very
uncomfortable to, and perhaps cause burns to unprotected skin. Thus, servos
should be mounted in an area, or in such a manner to prevent accidental skin
contact. If mounting the servo in an exposed area is necessary, a shroud should be
installed (that doesn’t restrict ventilation) that protects against accidental skin
contact with the servos.

Push-Pull Servo Dimensions

Use the following dimensions (in inches) for reference when planning and implementing your
installation.
Long-arm variants (not

needed in most installations)
have linkage mount holes at
1.5” (38.1mm), 1.75”
(44.5mm) , and 2.0”
(50.1mm)
L Weight
SV32 2.17” 2 lb
(55.1mm) (.91 kg)
SV42 3.10” 3 lb
(78.7mm) (1.36 kg)
SV52 4.02” 4 lb
(102.1mm) (1.81 kg)

Linkage Mount Position Force and Travel

The two diagrams below illustrate the maximum travel and force available at each linkage
mounting point. As can be seen, the closer you mount the linkage to the shaft, the more force
the servo can deliver. However, this also means the travel of the arm is shorter. Again, ensure
that the servo arm is nowhere near going over-center throughout the entire range of the control
system.
Standard Arm
Max Linear Travel
A: 2.6” (66mm), B: 2.2”
(55.9mm), C: 1.8” (45.7mm)
Max Force @ 100% Torque
SV32 - A: 24lb B: 29lb C: 36lb
SV42 - A: 36lb, B: 44lb, C: 55lb
SV52 - A: 48lb, B: 58lb, C: 72lb
Long Arm
Max Linear Travel
A: 3.4” (86.4mm), B: 3.0”
(76.2mm), C: 2.6” (66.1mm)
Max Force @ 100% Torque
SV32L - A: 18lb, B: 20lb, C: 24lb
SV42L - A: 27lb, B: 31lb, C: 36lb
SV52L - A: 36lb, B: 41lb, C: 48lb
The maximum linear travel specifications called out above denote the distance traveled by the
location on the arm such that it is 60° from center at maximum distance in either direction (e.g.,
the A hole on the standard servo arm can linearly travel 1.3”(33mm) from center in either
direction).
During installation, the linkage hardware must be connected to the servo arm such that the
servo can actuate the connected control surface while approaching, but not exceeding the

called out maximum linear travel specification. If too much slippage occurs during servo flight
testing, it may be necessary to use a stronger servo.
Each Dynon Avionics servo includes a precision-machined brass shear screw that
pins the servo arm to the servo arm attachment, providing an ultimate manual
override. Servo shear screws will break at the application of 100 inch-pounds of
torque, at which point the servo arm will travel freely. If the brass shear screw is
broken during autopilot installation or usage, do not replace it with a standard
screw– contact Dynon Technical Support for a replacement shear screw.
Instruction for replacing the shear screw can be found in the documentation area
of the Dynon web site.
A broken shear screw indicates an abnormal condition in the installation and/or

operation of the autopilot and servo, much as a blown fuse or circuit breaker
indicates a problem in the electrical system. Shear screws should be replaced with
proper parts only after any problems are corrected.
There will be a variety of methods used to install the other end of this control linkage to the
existing mechanicals of the aircraft. Some systems will use a hole drilled into the bell crank as
the point where the servo push rod/rod end combination interfaces with the controls. Others
will use an attachment to existing linkage. Others may attach directly to the control stick itself.
It is up to the installer to decide which method is best in terms of safety and AP functionality.
Installers should always keep in mind the range of motion of the servo. Total servo arm travel
needs to be limited to prevent an OVER CENTER condition (see caution note above), while still
preserving the control surfaces’ full range of motion. Carefully consider the prevention of an
over center condition when selecting the mounting location and linkage attachment point for
any servo installation. The built-in control stops of the aircraft will limit the servo arm travel
when installed correctly. Again, Dynon strongly recommends that the included Range of Motion
Limiting Bracket be installed in order to absolutely prevent the possibility of an over center
condition. The Range of Motion Limiting Bracket should not be used as a normal stop; the
aircraft’s built-in stops should always be the primary range limit. The Range of Motion Limiting
Bracket can be installed in different orientations depending on the aircraft geometry. However,
it is important that it constrain the servo arm such that is unable to travel over center in either
direction. An example of how the Range of Motion Limiting Bracket can be installed is
demonstrated below. Use only the screws that are provided or specified in the Range of Motion
Limiting Bracket Kit Installation Instructions (include with the Bracket Kit).

Figure 56 - Servo Range of Motion Limiting Bracket, Front
Figure 57 - Servo Range of Motion Limiting Bracket - Isometric
The bushings other mechanical components in Dynon Avionics Autopilot servos

are self-lubricating and should not be additionally lubricated.

Autopilot System Electrical Installation

Figure 58 provides an overview of the autopilot electrical system. Note that SkyView supports
up to two servos.
SPLICE RED - 20 AWG - To Servo Power Switch/Breaker
Pilot accessible To Aircraft

SPLICE BLACK - 20 AWG - To Aircraft Ground servo power Power
RED switch/breaker (10 to 30 volts)
BLACK
YELLOW SPLICE YELLOW - To Disengage/CWS Button
5 5 5
SERVO 9 9 9
(SV32, SV42,
or SV52) WHITE/BLUE WHITE/BLUE
WHITE/GREEN WHITE/GREEN
To SkyView
CONNECT
Network
BLUE BLUE
GREEN GREEN
6 6 6
1 1 1
Male DB9 Female DB9 Female DB9

Twisted Pair Pilot-accessible
8-10 twists/foot Disengage/CWS button
(Normally open, momentary)
Usually mounted to the stick
SPLICE BLACK - 20 AWG - To Aircraft Ground

RED 5 kohm
BLACK
YELLOW SPLICE YELLOW - To Disengage/CWS Button Optional resistor for
broken disengage
5 5 5 detection
SERVO 9 9 9
(SV32, SV42,
To SkyView
CONNECT
Network
BLUE BLUE
GREEN GREEN
6 6 6
1 1 1
Male DB9 Female DB9 Female DB9

Twisted Pair
8-10 twists/foot
- SERVO CURRENT DRAW AT 12 VOLTS -

(halve the current for 24 volt systems)
Engaged, Engaged,
Powered,
Servo holding, moving, Unit
disengaged
100% torque 100% torque
SV32 0.10 0.80 1.33 amps
SV42 0.10 1.11 2.03 amps
SV52 0.10 1.52 2.80 amps
Figure 58–SkyView Autopilot System Electrical Installation Overview (All Connectors Rear View)
The following sections describe the electrical installation of each subsystem in detail.

Servo Electrical Installation

Dynon Avionics’ servos are supplied with 7 unterminated wires, each about 8” in length. We
recommended that you use the SV-NET-SERVO (one per servo) network cabling kit when
installing servos; however, it is ultimately the responsibility of the installer to decide on
connectors and associated wiring.
Table 40 describes servo wire colors and functions.
SV-NET-SERVO
Color Function Notes
D9 Pin
Red Power N/A 10 to 30 volts DC*
Black Aircraft Ground N/A Can be locally grounded
Connected in parallel with
SkyView Network
Green 1 other SkyView Network
Data 1 A
devices
SkyView Network
Blue 6 other SkyView Network
Data 1 B
devices
Connected through a
normally-open pushbutton
AP switch to Ground (disengages
Disengage/Control AP when button is pushed). If
Yellow N/A
Wheel Steering two servos are installed, the
(CWS) Button yellow wire from each servo is
connected in parallel to a
single pushbutton.
SkyView Network
White/Green 8 other SkyView Network
Data 2 A
devices
SkyView Network
White/Blue 4 other SkyView Network
Data 2 B
devices
Table 40–Detailed Servo Wiring
*Reference the Power Consumption Section of the System Planning Chapter for details
regarding servo current consumption at 12 and 24 volts DC.
Circuit Breaker/Switch
We recommend that electrical power for the all servos be protected with an appropriately sized
circuit breaker or switch that is accessible to the pilot while in flight.


Connect the servos to the SkyView network according to Figure 58 and Table 40. Installers
should strongly consider using the SV-NET-SERVO cabling kit (one per servo) for completing the
network connection to the servos in the system. Figure 59 is the recommended pin insertion
scheme for the three D9 connectors present in the SV-NET-SERVO cabling kit.
Kit Contents
SPLICE BLACK - 20 AWG - To Aircraft Ground
SPLICE YELLOW - To Disengage/CWS Button

RED
BLACK
YELLOW
5 5 5
SERVO 9 9 9
(SV32, SV42,
CONNECT
To SkyView
Network
BLUE BLUE
GREEN GREEN
6 6 6
1 1 1
SV-NET-SERVO Kit SV-NET-SERVO Kit SV-NET-SERVO Kit

Male DB9 Connector Female DB9 Connector Female DB9 Connector
Pin Insertion View Pin Insertion View Pin Insertion View
All wires in the kit are 20 feet long and 22 AWG unless otherwise specified.
Figure 59–SV-NET-SERVO Recommended Pin Insertion (All Connectors Rear View)
Note that the kit contains 20 feet of wire of each color, which should be sufficient for most
servo installations. Also note that the white/blue, white/green and blue, green wire
combinations come pretwisted.
Remember to configure the network after connecting all modules to a display.
AP Disengage/CWS Button
The installation of the AP Disengage/CWS button is required.
The AP Disengage/CWS button should be in a very accessible location, usually mounted to the
stick or yoke. This button’s primary purpose is to immediately disengage the autopilot. It is also
required for autopilot calibration, control wheel steering functionality, and can be used to
engage the autopilot.
This button should be a single pole, normally open, momentary button. Verify that two
terminals of the button are shorted when the button is pressed and open (no-connect) when
the button is released. One terminal of the button should connect to the servos’ yellow wires,
and the other should connect to ground.

While not required, you may install a 4.7 - 5.3k ohm resistor across the AP Disengage/CWS
button. This allows SkyView to detect a break in this circuitry and alert the pilot if this resistor is
present in the installation.
Wire Sizing
While it is beyond the scope of this installation guide to advise on specific types of wiring for a
particular aircraft, choice of wiring should be sized to 1) minimize voltage drop over the length
of the particular wiring run, and 2) conduct the amount of current required by the subsystem
without the wiring becoming warm to the touch. Appendix C: Wiring and Electrical Connections
contains information and suggested resources for wiring and electrical connections. Generally,
20 AWG wire is a suitable gauge for the servo power / ground wires for lengths up to 20’ of
wire.
Wiring Installation
Care should be taken such that aircraft wiring is not subjected to chafing, excessive flexing, or
connections/junctions subjected to excessive vibration which may cause the
connection/junction to fail or short-circuit.
Autopilot Servo Calibration and Test Procedures

You must calibrate, test, fine tune, and flight test the autopilot servos in order to
complete the autopilot installation.
Adjusting autopilot settings while the autopilot is engaged is not recommended, as

some settings changes may cause the autopilot to react immediately and counter
to the pilot’s immediate expectations.
All servos must be properly networked into the SkyView system and IAS tape colors /
v-speeds must be configured prior to any servo calibration, testing, or tuning.
Reference the Network Setup and Status Section for instructions on how to
network the servos into the system and the Airspeed Limitations Section for
instructions on how to set IAS tape colors.
Servo Calibration Procedure

The servo calibration procedure identifies the orientation and range of motion of each servo
and must be performed before the servo test procedure. SkyView uses this procedure to
automatically differentiate between the pitch and the roll servos.
To calibrate the servos, enter the Servo Calibration Wizard (SETUP MENU > HARDWARE
CALIBRATION > SERVO CALIBRATION > CALIBRATION) and follow the onscreen instructions to
calibrate the servo(s). If the servo calibration procedure is successful, SkyView will automatically
instruct you to run the servo test procedure.

Servo Test Procedure

The servo test procedure requires a successful servo calibration. The servo test procedure
verifies that each servo is configured properly by moving the control surfaces while the installer
verifies the correct movement. You may run this procedure on its own at any time after a
successful servo calibration. SkyView will not display AP status on the Top Bar until after this
test procedure is successfully completed.
To run this procedure on its own (after a successful servo calibration procedure), enter the
Servo Test Wizard (SETUP MENU > HARDWARE CALIBRATION > SERVO CALIBRATION > TEST)
and follow the onscreen instructions to test the servo(s).
Autopilot Servo Setup and Fine Tuning

There are several parameters in the Autopilot Setup Menu (SETUP MENU > AUTOPILOT SETUP)
that allow you to fine tune the behavior of the SkyView autopilot system. This section describes
these adjustable parameters. Note that the Autopilot Setup Menu is only accessible after a
successful servo test procedure.
Roll Axis Configuration

Roll Axis Torque
The roll axis torque parameter specifies how much torque the servo will exert before slipping.
Servo slip is indicated by the word SLIP in black letters in a yellow box on the Top Bar for the roll
axis as shown in Figure 60.
Figure 60–Example Roll Axis Servo Slip Warning
Torque must be set high enough to prevent any slip due to air loads, but low enough that the
pilot can comfortably override the autopilot should the need arise. If the servo slips
continuously, the autopilot cannot fly the aircraft. Torque is specified in percent (%) of
maximum the servo is capable of exerting. The minimum is 10%, the maximum is 100%, and the
default value is 100%.
To adjust the roll axis torque value:
1. Go to the Roll Axis Torque Adjust Page (SETUP MENU > AUTOPILOT SETUP > ROLL AXIS >
TORQUE).
2. Adjust the torque %.
3. Press ACCEPT to save the value or press CANCEL to return to the Roll Axis Menu.
It may take some experimentation to find the right value for your aircraft, but if you are
comfortable overriding the servo at 100% torque, it is safe to leave that setting at its default
value.

To test roll axis servo override:

1. Return to the Main Menu.
2. Center the aircraft controls.
3. Enter the Autopilot Menu (MAIN MENU > AP).
4. Press HDG:OFF. Note that the mode toggles to HDG:ON and the roll servo engages.
Now, take the controls and override the servo by moving to either roll left or roll right
(remember, you are only overriding the roll servo, so you should feel no resistance in the pitch
axis). Ensure that you are comfortable with the amount of force it takes to override the servo. If
you are not, decrease the roll servo torque value by 10% and repeat the test. Do note that air
loads may decrease the amount of effort required to override the servo.
Roll Axis Sensitivity
The roll axis sensitivity parameter specifies the how fast or slow the AP responds to deviations
between commanded direction and actual heading or track. If sensitivity is set too low, the
aircraft will wallow during changes in heading. If sensitivity is set too high, the aircraft will be
twitchy, with frequent, fast, aggressive adjustments. Sensitivity is specified in digits. The
minimum is 1 and the maximum is 24 (low to high sensitivity, respectively). The default value is
10.
This parameter can be tuned in flight in the Roll Axis Setup Menu (IN FLIGHT SETUP MENU >
AUTOPILOT SETUP > ROLL AXIS > SENSITIVITY). Leaving it at the default of 10 is sufficient for
initial setup. If the autopilot is not as decisive as you would like, increase this value. If it is too
aggressive, decrease it.
To adjust the roll axis sensitivity value:
1. Go to the Roll Axis Sensitivity Adjust Page (SETUP MENU > AUTOPILOT SETUP > ROLL
AXIS > SENSITIVITY).
2. Adjust the sensitivity number.
Roll Axis Mode
You can set the roll axis mode to either bank angle or turn rate. If the roll axis is set to the bank
angle mode, the autopilot will more directly control the bank angle of the aircraft instead of
targeting a specific turn rate during autopilot-commanded turns. The maximum bank angle that
the autopilot allows is set by the bank angle target parameter.
If the roll axis is set to turn rate mode, the autopilot will more directly control the average turn
rate of the aircraft during autopilot-commanded turns while still obeying the maximum bank
angle. The maximum turn rate and bank angle that the autopilot allows are set by adjusting the
turn rate target and maximum bank angle parameters.
To choose the roll axis mode:
1. Go to the Roll Axis Mode Page (SETUP MENU > AUTOPILOT SETUP > ROLL AXIS > MODE).
2. Choose the mode.

Maximum Bank Angle

The maximum bank angle parameter specifies a maximum bank angle which the autopilot will
not exceed during turns. An appropriate maximum bank angle protects against overbank
conditions. If the maximum bank angle is reached during a turn, the autopilot limits the bank to
that value and then reduces it as needed to complete the turn.
If the maximum bank angle is reached, the turn rate target is ignored until the aircraft returns
to within 5° of level in the roll axis.
To derive an appropriate maximum bank angle, calculate the bank angle that results from your
desired turn rate limit and cruising airspeed. Then set the maximum bank angle to at least 5°
above this value. If you are not comfortable with this bank, decrease the turn rate target. The
bank angle minimum is 5° and the maximum is 45°. Its default value is 35° and it is adjustable in
1° increments.
To adjust the maximum bank angle:
1. Go to the Roll Axis Maximum Bank Angle Page (SETUP MENU > AUTOPILOT SETUP >
ROLL AXIS > MAXIMUM BANK ANGLE).
2. Adjust the maximum bank angle.
Turn Rate Target
The turn rate target parameter specifies the desired average turn rate for autopilot-
commanded turns. For example, a setting of 3.0°/SEC will ideally complete a 90° turn in 30
seconds. Due to flight dynamics and the time it takes the autopilot to initiate a turn, there may
be points during a turn where the turn rate target is exceeded. Turn rate target is specified in
degrees per second (°/SEC). The minimum turn rate target value is 0.5°/SEC and the maximum
is 3°/SEC. Its default value is 1.5°/SEC and it is adjustable in 0.1°/SEC increments.
To adjust the turn rate target:
1. Go to the Roll Axis Turn Rate Target Page (SETUP MENU > AUTOPILOT SETUP > ROLL
AXIS > TURN RATE TARGET).
2. Adjust the turn rate target value.
Pitch Axis Configuration

Pitch Axis Torque
The pitch axis torque parameter specifies how much torque the pitch servo will exert before
slipping. Servo slip is indicated by the word SLIP in black letters in a yellow box on the Top Bar
for the pitch axis as shown in Figure 61.
Figure 61–Example Pitch Axis Servo Slip Warning

Torque must be set high enough to prevent any slip due to air loads, but low enough that the
pilot can override the autopilot should the need arise. If the servo slips continuously, the
autopilot cannot fly the aircraft. Torque is specified in percent (%) of maximum the servo is
capable of exerting. The minimum is 10%, the maximum is 100%, and the default value is 100%.
To adjust the pitch axis torque value:
1. Go to the Pitch Axis Torque Adjust Page (SETUP MENU > AUTOPILOT SETUP > PITCH AXIS
> TORQUE).
2. Adjust the torque %.
3. Press ACCEPT to save the value or press CANCEL to return to the Pitch Axis Menu.
It may take some experimentation to find the right value for your aircraft, but if you are
comfortable overriding the servo at 100% torque, it is safe to leave that setting at its default
value. Do note that air loads may decrease the amount of effort required to override the servo.
To test pitch axis servo override:
1. Return to the Main Menu.
2. Center the aircraft controls.
3. Enter the Autopilot Menu (MAIN MENU > AP).
4. Press ALT:OFF. Note that the mode toggles to ALT:ON and the pitch servo engages.
Now, take the controls and override the servo by moving to either pitch down or pitch up
(remember, you are only overriding the pitch servo, so you should feel no resistance in the roll
axis). Ensure that you are comfortable with the amount of force it takes to override the servo. If
you are not, decrease the pitch servo torque value by 10% and repeat the test.
Pitch Axis Sensitivity
The pitch axis sensitivity parameter specifies the how fast or slow the autopilot responds to
deviations between commanded altitude and actual altitude. If sensitivity is set too low, the
aircraft will wallow during changes in altitude. If sensitivity is set too high, the aircraft will be
twitchy, with frequent, fast, aggressive adjustments. Sensitivity is specified in digits. The
minimum is 1 and the maximum is 24 (low to high sensitivity, respectively). The default value is
10.
This parameter can be tuned in flight in the Pitch Axis Setup Menu (IN FLIGHT SETUP MENU >
AUTOPILOT SETUP > PITCH AXIS > SENSITIVITY). Leaving it at the default of 10 is sufficient for
initial setup. If the autopilot is not as decisive as you would like, increase this value. If it is too
aggressive, decrease it.
To adjust the pitch axis sensitivity value:
1. Go to the Pitch Axis Sensitivity Adjust Page (SETUP MENU > AUTOPILOT SETUP > PITCH
AXIS > SENSITIVITY).
2. Adjust the sensitivity number.

Advanced Pitch Gain and Rate Adjustments

There are several additional advanced parameters that can be used to fine tune the
performance of the pitch axis. They should be considered secondary to the primary Pitch Axis
Sensitivity adjustment. When used, they should be adjusted in the following order:
 Pitch Gain: Use only after sensitivity is set as well as it can be. Increase gradually if
airplane does not settle on altitude. The default setting is 2.
 Altitude Gain: Use only after sensitivity and all of the above settings are set as well as
they can be. Increase gradually if airplane levels off too soon. Reduce gradually if
airplane overshoots altitudes after climbs and descents. The default setting is 0.6.
 Pull Rate: Use only after sensitivity and all of the above settings are set as well as they
can be. Controls the rate the AP will push or pull when changing vertical speed. The
default setting is 1.
 VSI Gain: Use only after sensitivity and all of the above settings are set as well as they
can be. Increase gradually if overshooting altitude after climbs or descents, decrease if
rounding out too early. The default setting is 1.5.
 G Error Gain: Use only after sensitivity and all of the above settings are set as well as
they can be. Increase gradually if vertical speed changes are not smoothed enough;
Decrease if ride is too harsh. G Error Gain adjustments affect the most noticeable
changes while the aircraft is in turbulence. The default setting is 1.
 G Error Limit: Use only after sensitivity and all of the above settings are set as well as
they can be. Controls the max additional G the autopilot will push or pull to control
vertical speed (up to the G limiter). G Error Limit adjustments affect the most noticeable
changes while the aircraft is in turbulence. The default setting is 0.25.
Default Climb Vertical Speed
The default climb vertical speed parameter sets the average speed the autopilot will command
for climbs when the pitch axis is configured in the VS:DFLT mode. You may also control the
climb vertical speed with the vertical speed bug in VS:BUG mode. Reference the SkyView Pilot’s
User Guide for more information on these two modes. If you set this parameter above a vertical
speed the aircraft can achieve, the autopilot will run into the airspeed limiter in a climb.
The default climb vertical speed parameter is specified in the units set in the Measurement
Units Menu (i.e., feet per minute or meters per second; reference page 3-8 for more
information regarding configuring the measurement units). The default value is 500 feet per
minute and the value is adjusted in 1 unit increments. The maximum value is 3,000 feet per
minute.
To adjust the default climb vertical speed:
1. Go to the Pitch Axis Default Climb Vertical Speed Adjust Page (SETUP MENU >
AUTOPILOT SETUP > PITCH AXIS > DEFAULT CLIMB VERTICAL SPEED).
2. Adjust the default climb vertical speed.

Default Descent Vertical Speed

The default descend vertical speed parameter sets the average speed the autopilot will
command for descents when the pitch axis is configured in the VS:DFLT mode. You may also
control the climb vertical speed with the vertical speed bug in VS:BUG mode. Reference the
SkyView Pilot’s User Guide for more information on these two modes.
The default descend vertical speed parameter is specified in the units set in the Measurement
Units Menu (i.e., feet per minute or meters per second; reference page 3-8 for more
information regarding configuring the measurement units). The default value is 500 feet per
minute and the value is adjusted in 1 unit increments. The maximum value is 3,000 feet per
minute.
To adjust the default descend vertical speed:
1. Go to the Pitch Axis Default Descend Vertical Speed Adjust Page (SETUP MENU >
AUTOPILOT SETUP > PITCH AXIS > DEFAULT CLIMB VERTICAL SPEED).
2. Adjust the default climb vertical speed.
Maximum Airspeed
If the AP is engaged and the Maximum Airspeed limit is changed to a value that is
lower than the current airspeed, the AP will immediately act to reduce the airspeed
to the new maximum airspeed setting, and may do so aggressively. Dynon
recommends that this setting only be adjusted with the AP disengaged.
The pitch axis maximum airspeed parameter is the highest airspeed at which the pilot may
engage the autopilot. If the autopilot is engaged at the time the aircraft’s airspeed exceeds the
maximum, the autopilot enters an airspeed hold mode and pitches the aircraft up to prevent
increasing airspeed. SkyView simultaneously indicates that the aircraft has exceeded the
parameter by displaying SPD indicators in the Top Bar and in the AP menu as illustrated in
Figure 62 and Figure 63, respectively.
Figure 62–Top Bar SPD Indicator
Figure 63–AP Menu SPD Indicators
If the aircraft’s altitude rises above the target altitude bug and the autopilot cannot pitch the
aircraft down without going above the maximum airspeed, SkyView presents the prompt:
REDUCE POWER
The maximum airspeed parameter cannot be set to a value above 95% of VNE, which should be
set to the specifications of your aircraft in the Airspeed Limitations Menu (reference page 5-7
for more information) and is specified in the units set in the Measurement Units Menu (i.e.,

miles per hour, knots, or kilometers per hour; reference page 3-8 for more information
regarding configuring the measurement units). As mentioned previously, the maximum value
for this parameter is 95% of VNE. This is also the default value.
To set the maximum airspeed:
1. Go to the Pitch Axis Maximum Airspeed Adjust Page (SETUP MENU > AUTOPILOT SETUP
> PITCH AXIS > MAXIMUM AIRSPEED).
2. Adjust the maximum airspeed.
Minimum Airspeed
If the AP is engaged and the Minimum Airspeed limit is changed to a value that is
higher than the current airspeed, the AP will immediately act to increase the
airspeed to the new minimum airspeed setting. Dynon recommends that this setting
only be adjusted with the AP disengaged.
The pitch axis minimum airspeed is the lowest airspeed at which the pilot may engage the
autopilot. The autopilot cannot be engaged at airspeeds below the minimum airspeed, with the
exception of 0 knots, allowing for ground testing.
When flying at airspeeds lower than the minimum airspeed or when the autopilot is engaged
and the aircraft airspeed drops below the minimum, SkyView indicates that the aircraft has
dropped below the parameter by displaying SPD indicators in the Top Bar and in the AP menu
as illustrated in Figure 62 and Figure 63, respectively.
If the aircraft’s altitude drops below the target altitude bug and the autopilot cannot pitch the
aircraft up without dropping below the minimum airspeed, SkyView presents the prompt:
ADD POWER
The minimum airspeed parameter must be set to at least (and defaults to) 30% above VS1,
which should be set to the specifications of your aircraft in the Airspeed Limitations Menu
(reference page 5-7 for more information) and is specified in the units set in the Measurement
Units Menu (i.e., miles per hour, knots, or kilometers per hour; reference page 3-8 for more
information regarding configuring the measurement units). As previously mentioned, the
minimum value for this parameter is 30% above VS1. This is also the default value.
To set the minimum airspeed:
1. Go to the Pitch Axis Minimum Airspeed Adjust Page (SETUP MENU > AUTOPILOT SETUP
> PITCH AXIS > MINIMUM AIRSPEED).
2. Adjust the minimum airspeed.

Disengage Button Options

Hold to Engage
Hold to Engage may be set to YES or NO. Setting HOLD TO ENGAGE to YES allows you to engage
the autopilot by holding the Disengage/CWS Button for more than 2 seconds. This allows for a
convenient alternative to engaging the autopilot via the AP Menu. Default is YES.
When HOLD TO ENGAGE is set to YES, anytime the autopilot is disengaged you can engage it by
pressing and holding the Disengage/CWS Button for more than 2 seconds. Note that after 2
seconds, the autopilot status indicator in the Top Bar on the SkyView displays CWS CWS, as
illustrated in Figure 64.
Figure 64–Autopilot Control Wheel Steering Mode
This indicates that the servos are in control wheel steering mode and are waiting for the button
to be released before engaging.
To set the hold to engage mode:
1. Go to the Hold to Engage Adjust Page (SETUP MENU > AUTOPILOT SETUP > DISENGAGE
BUTTON > HOLD TO ENGAGE).
2. Set to YES or NO.
3. Press ACCEPT to save or press CANCEL to return to the Disengage Button Menu.
Enable Broken Line Detect
The ENABLE BROKEN LINE DETECT option may be set to YES or NO. It should only be set to YES if
the optional 5 kΩ resistor is installed across the Disengage/CWS Button, as shown in Figure 58.
If the resistor is installed and this option is set to YES, SkyView continuously monitors the AP
Disengage/CWS Button circuit for proper resistance. If a broken line is detected, SkyView will
display the following message:
AP BROKEN DISCONNECT
If the autopilot is engaged when this condition is detected, it will remain engaged.
Set to YES if the optional 5 kΩ resistor is installed across the 2 terminals of the Disengage/CWS
Button. Set to NO if the resistor is not installed. Default is NO.
To set the broken line detection mode:
1. Go to the Enable Broken Line Detect Adjust Page (SETUP MENU > AUTOPILOT SETUP >
DISENGAGE BUTTON > ENABLE BROKEN LINE DETECT).
2. Set to YES or NO.
Control Wheel Steering Mode
To set the control wheel steering mode:

1. Go to the Control Wheel Steering Mode Adjust Page (SETUP MENU > AUTOPILOT SETUP
> DISENGAGE BUTTON > CONTROL WHEEL STEERING MODE).
2. Select a setting.
There are three settings for Control Wheel Steering Mode:
1. Off
2. HOLD HDG/ALT
3. LAST HDG/ALT
Off is the default setting.
If you set the control wheel steering mode to hold heading and/or altitude (HOLD HDG/ ALT),
the autopilot is configured to hold the heading and/or altitude that the aircraft is in when you
exit control wheel steering mode by releasing the disconnect switch.
If you set the control wheel steering mode to last heading and/or altitude (LAST HEADING /
ALTITUDE), the autopilot is configured to return the aircraft to the heading and/or altitude the
autopilot was set to before you entered control wheel steering mode.
Autopilot Flight Test and Calibration

Flight Test Preparation
The flight test should be conducted on a clear, VFR day.
The remaining configuration steps are done while flying. At many points, the pilot’s
attention will be divided between documentation, configuring SkyView, and
maintaining situational awareness. Before commencing these configuration steps,
ensure that you have adequate altitude, clear weather, no traffic, no obstructions
in the flight path, great visibility, etc. If possible, bring someone along on the first
configuration flight.
If autopilot behavior, performance, or interference with the controls is cause for concern while
flying, remember that the autopilot can be disengaged in any of the following ways:
 Turn off the autopilot circuit breaker/switch or remove the fuse.
 Press the Disengage/CWS button.
 Enter the AP Menu (MAIN MENU > AP MENU) and press buttons 2 and 4 until they are
labeled with HDG:OFF (or TRK:OFF if in GPS ground track mode) and ALT:OFF to
disengage the roll and pitch axes, respectively, as illustrated in Figure 65.

Figure 65–Disengage the Autopilot in the AP Menu
Before commencing the remaining autopilot configuration steps, verify (on the ground with 0
airspeed indicated on the SkyView PFD) that the autopilot status on the Top Bar indicates the
autopilot is off.
Figure 66–Example Top Bars
The first Top Bar example in Figure 66 indicates the autopilot is disengaged by the absence of
AP. The bottom Top Bar example in the figure indicates that both autopilot axes are
engaged. The arrow to the left of AP denotes an engaged roll axis and the arrow to the right of
AP denotes an engaged pitch axis. Reference the SkyView Pilot’s User Guide for more
information regarding autopilot symbology in the Top Bar.
Roll Servo Flight Tuning Procedure

This procedure tunes the roll autopilot servo and thus, the flight characteristics of the aircraft in
heading holds and turns. This procedure should be performed with the autopilot roll axis in
track (TRK) mode, where the purpose of the autopilot is to keep the aircraft’s GPS ground track
aligned with the track bug.
Use the following procedure to arm the roll axis in track mode:
1. Enter the AP Menu (MAIN MENU > AP).
2. Press button 3, MODE.
3. Press TRK. It should be highlighted and look like and the AP Menu will
automatically show up on the screen and show a TRK:OFF label above button 2.
Note that the heading (HDG) bug under the DG changes to the track (TRK) bug in track mode.

Roll Servo Flight Tuning Procedure Overview

The following list is an overview of the roll servo flight tuning procedure. Each step is described
in more detail after the list.
1. Verify preferred turn rate limit and bank angle limit.
2. Ensure the aircraft is in trim.
3. Engage the autopilot in track mode.
4. Allow a few minutes of stable flight under autopilot control.
5. Adjust roll servo torque and/or sensitivity values as needed.
6. Change the track bug 90 degrees from the current track.
7. Verify roll torque and sensitivity settings during turn(s).
8. Verify turn rate limit and bank limit settings during turn(s).
9. Disengage the autopilot.
Verify preferred turn rate limit and bank angle limit
Perform the following steps:
1. Enter the Roll Axis Menu (SETUP MENU > AUTOPILOT SETUP MENU > ROLL AXIS).
2. Verify the TURN RATE TARGET and MAXIMUM BANK ANGLE are set to values that are
within your comfort limits.
3. These values are configurable before, during, and after flight. Use the instructions found
in previous sections (i.e., the Maximum Bank Angle and the Turn Rate Target sections)
to adjust these values.
Ensure the aircraft is in trim
This test procedure tunes the autopilot’s roll axis control. It is critical to isolate this axis and
thus, you should start the procedure when the aircraft is in neutral trim and maintain a
constant altitude during the following steps.
Engage the autopilot in track mode
1. Enter the AP Menu (MAIN MENU > AP MENU).
2. Press button 2 to engage the autopilot in track mode. The button label should change
from to and the Top Bar autopilot status indicator should change to
.
3. Ensure that the autopilot pitch axis is disengaged. If needed, press button 4 until its
label looks like .
Allow a few minutes of stable flight under autopilot control
Note that the autopilot is flying in track hold mode, so you will need to control the aircraft’s
pitch. Ensure that you are not affecting the autopilot’s control of the roll axis, so you can
determine the autopilot’s track hold and change performance.

Adjust roll servo torque and/or sensitivity values as needed

Observe the autopilot status indicator on the Top Bar while the autopilot flies. If the roll axis
indicator frequently looks like , it is an indication that the roll servo is slipping and
the torque needs to be increased. Occasional slips due to turbulence are acceptable.
If necessary, adjust the torque percentage on the Roll Axis Torque Adjust Page (SETUP MENU >
AUTOPILOT SETUP > ROLL AXIS > TORQUE).
If you have adjusted the roll servo torque to 100% and are still seeing frequent
slips, you may need to try a higher strength servo (e.g., if you have an SV32
installed, try swapping for an SV42).
After verifying that the torque percentage is set appropriately, watch closely for autopilot
wandering around the target track. The autopilot should keep the triangle of the track bug
closely aligned with the small, magenta ground track triangle.
If excessive wandering is observed, increase the sensitivity level on the Roll Axis
Sensitivity Adjust Page (SETUP MENU > AUTOPILOT SETUP > ROLL AXIS >
SENSITIVITY). If the autopilot control seems twitchy or aggressive, decrease the
sensitivity. All adjustments of sensitivity should be done in increments of 1 or 2,
allowing you to notice subtle changes in control.
Change the heading bug 90 degrees from the current heading

Change the heading bug to 90 degrees to the left or right of current heading.
1. Configure a joystick to control the heading bug as enumerated in the How to Enter the
Joystick Function Menu Section of this guide. The label above the joystick should read
(HDG).
2. Turn the joystick either way until the track bug reads 90 degrees to the left or right of
current heading.
3. As soon as the track bug is changed, the autopilot begins changing the aircraft’s
direction to follow.
Verify roll torque and sensitivity settings during turn(s)
During an autopilot-controlled turn, observe the autopilot status indicator on the Top Bar as
you did earlier. If excessive slipping is observed (i.e., ), then increase the roll servo’s
torque percentage.
Repeat the 90 degree autopilot-controlled turns and torque adjustments until the autopilot roll
axis indicator does not display a slip indication.
Continue performing autopilot-controlled turns and observe the overall behavior of the aircraft.
If the aircraft wallows, or rolls out of turns slowly as it reaches the target heading, that is an
indication that the roll servo sensitivity needs to be increased. If, upon reaching the target
heading, the stick twitches excessively, that is an indication that the Roll Servo SENSITIVITY
needs to be decreased.

You should be able to find a sensitivity level that is acceptable for both heading
holds and turns in smooth air. You may, however, find that in periods of extended
turbulence, a lower sensitivity level must be set.
Verify turn rate limit and bank limit settings during turn(s)
During an autopilot-controlled turn, verify that the time to complete a turn matches your
expectations given the setting for the turn rate target. For example, if the turn rate target is set
to 3 degrees per second, a 90 degree turn should take about 30 seconds. If this is not the case,
the bank angle required by the target turn rate may exceed the set maximum bank angle.
Ensure that during an autopilot-controlled turn, the bank angle indicated on the PFD does not
reach your maximum bank angle. If it does, you must either increase the maximum bank angle
or decrease the turn rate target.
At this point, all the parameters in the Roll Axis Menu should be appropriately tuned.
Disengage the autopilot
Disengage the autopilot by either pressing and holding the disengage button for 2 seconds or
by entering the AP Menu (MAIN MENU > AP MENU) and toggling both axes to off ( i.e.,
and ).
Pitch Servo Flight Tuning Procedure

This procedure tunes the pitch autopilot servo and thus, the flight characteristics of the aircraft
in altitude holds, climbs, and descents.
Pitch Servo Flight Tuning Procedure Overview
The following list is an overview of the pitch servo flight tuning procedure. Each step is
described in more detail after the list.
1. Verify preferred airspeed minimum and maximum values and default climb and descent
vertical speeds.
2. Ensure the aircraft is in trim.
3. Engage the autopilot in altitude mode.
4. Allow a few minutes of stable flight under autopilot control.
5. Adjust roll servo torque and/or sensitivity and/or pitch gain values as needed.
6. Initiate autopilot-controlled climbs and descents.
7. Verify roll torque, sensitivity, and the other available advanced gain and rate settings
during climbs and descents.
8. Verify airspeed minimum and maximum values and default climb and descent vertical
speeds during altitude changes.
9. Execute several autopilot-controlled changes of altitude and observe the overall aircraft
performance.
10. Observe and verify trim indications during altitude holds and changes.

Verify preferred airspeed minimum and maximum values and default climb and descent
vertical speeds
Perform the following steps:
1. Enter the Pitch Axis Menu (SETUP MENU > AUTOPILOT SETUP MENU > PITCH AXIS).
2. Verify the DEFAULT CLIMB VERTICAL SPEED, DEFAULT DESCENT VERTICAL SPEED,
MAXIMUM AIRSPEED, and MINIMUM AIRSPEED are set to values that are within your
comfort limits.
3. These values are configurable before, during, and after flight. Use the instructions found
in previous sections (i.e., the Default Climb Vertical Speed, Default Descent Vertical
Speed, Maximum Airspeed, and Minimum Airspeed sections) to adjust these values.
Ensure the aircraft is in trim
This test procedure tunes the autopilot’s pitch axis control. It is critical to isolate this axis and
thus, you should start the procedure when the aircraft is in neutral trim and maintain a
constant heading during the following steps.
Engage the autopilot in altitude mode
1. Enter the AP Menu (MAIN MENU > AP MENU).
2. Press button 4 to engage the autopilot in altitude mode. The button label should change
from to and the Top Bar autopilot status indicator should change to
.
3. Ensure that the autopilot roll axis is disengaged. If needed, press button 2 until its label
looks like .
Allow a few minutes of stable flight under autopilot control
Note that the autopilot is flying in altitude hold mode, so you will need to control the aircraft in
roll. Ensure that you are not affecting the autopilot’s control of the pitch axis, so you can
determine the autopilot’s altitude hold and change performance.
Adjust pitch servo torque and/or sensitivity values as needed
Observe the autopilot status on the Top Bar while the autopilot flies. If the pitch axis indicator
frequently looks like , that is an indication that the pitch servo is slipping and the
torque needs to be increased. Occasional slips due to turbulence are acceptable.
If necessary, adjust the torque percentage on the Pitch Axis Torque Adjust Page (SETUP MENU >
AUTOPILOT SETUP > PITCH AXIS > TORQUE).
If you have adjusted the roll servo torque to 100% and are still seeing frequent
slips, you may need to try a higher strength servo (e.g., if you have an SV32
installed, try swapping for an SV42).
After verifying that the torque percentage is set appropriately, watch closely for autopilot
wandering around the target altitude. The autopilot should keep the triangle of the altitude bug
(shown in Cyan in Figure 67) closely aligned with the triangle of the numerical altitude indicator.

Figure 67–Altimeter and Altitude Bug
If excessive wandering is observed, increase the sensitivity level on the Pitch Axis
Sensitivity Adjust Page (SETUP MENU > AUTOPILOT SETUP > PITCH AXIS >
SENSITIVITY). If the autopilot control seems twitchy or aggressive, decrease the
sensitivity. All adjustments of sensitivity should be done in increments of 1 or 2,
allowing you to notice subtle changes in control.
After sensitivity is adjusted as well as it can be, PITCH GAIN may be gradually
increased if the airplane does not settle on altitude.
Initiate autopilot-controlled climbs and descents

Change the ALT bug to 500 feet above your current altitude.
1. Configure a joystick to control the altitude bug as enumerated in the How to Enter the
Joystick Function Menu Section of this guide. The label above the joystick should read
(ALT).
2. Turn the joystick either way until the altitude bug reads 500 feet above the current
altitude.
3. As soon as the altitude bug is changed, the autopilot begins changing the aircraft’s
altitude to follow.
4. Repeat this step, except set the altitude bug for 500 below the current altitude.
Verify pitch torque and sensitivity settings during climbs and descents
During an autopilot-controlled climb, observe the autopilot status indicator on the Top Bar as
you did earlier. If excessive slipping is observed (i.e., ) then increase the pitch
servo’s torque percentage. Repeat this verification in a descent.
Repeat the autopilot-controlled climbs, descents, and torque adjustments until the pitch axis
indicator on the Top Bar does not display a slip indication.
Continue performing autopilot-controlled climbs and descents, and observe the overall
behavior of the aircraft. If the aircraft oscillates in holds or overshoots as it reaches target
altitude, it is an indication that the pitch servo sensitivity needs to be increased. If, upon
reaching the target altitude the stick twitches excessively, it is an indication that the pitch servo
sensitivity needs to be decreased.

After sensitivity is adjusted as well as it can be, PITCH GAIN, ALTITUDE GAIN, PULL
RATE, VSI GAIN, G ERROR GAIN, and G ERROR LIMIT may be adjusted to further
improve autopilot pitch axis performance. These should be adjusted in the above
order. G ERROR GAIN and G ERROR LIMIT adjustments affect the most noticeable
changes while the aircraft is in turbulence. Each of these settings’ effects are
explained in the Advanced Pitch Gain and Rate Adjustments section above, and in
the individual settings menus themselves.
Verify airspeed minimum and maximum values and default climb and descent vertical
speeds during altitude changes
During an autopilot-controlled climb, verify that the time to complete the climb matches your
expectations given the setting for the default climb vertical speed. If it does not, the climb rate
may be limited by the minimum airspeed parameter, and the ADD POWER message will be
displayed.
Likewise, during an autopilot-controlled descent, verify that the time to complete the descent
matches your expectations given the setting for the default descent vertical speed. If it does
not, the descent rate may be limited by the maximum airspeed parameter, and the DECREASE
POWER message is displayed.
If necessary, adjust the default climb vertical speed, the default descent vertical speed,
maximum airspeed, and minimum airspeed as described above.
At this point, all the parameters in the Pitch Axis Menu should be appropriately tuned.
Execute several autopilot-controlled changes of altitude and observe the overall aircraft
performance
There may be some interaction between pitch servo torque and sensitivity settings and it may
be necessary to repeat the above steps to achieve acceptably smooth overall autopilot
response during altitude holds and changes.
Observe and verify trim indications during altitude holds and changes
Find an area with a lot of clearance above and below the aircraft’s altitude and disengage the
autopilot. Then follow this procedure:
1. Put the aircraft into neutral trim.
2. Engage the autopilot in ALT mode (and HDG or TRK mode if desired) and allow the
autopilot to maintain altitude (and heading, if engaged).
3. Trim the aircraft nose down. The autopilot will maintain the target altitude, despite the
nose down trim. Continue trimming nose down just until you see a trim up indicator on
the Top Bar (i.e., alternating with ). This indicator displays when the AP
senses too much nose down trim.
4. Trim the aircraft nose up until the indicator disappears.
5. Disengage the AP to observe the state of the aircraft’s trim.

Repeat the above procedure, trimming the aircraft nose up until you see the trim down
indicator on the Top Bar (i.e., alternating with ). Then, trim nose down until the
indicator disappears.
During turbulence and small bumps the trim indicator may flash on and off. Do not take action
based on the trim indicator until it remains on for several seconds.
Verify Overall Autopilot Performance

Engage both roll and pitch servos and execute a number of autopilot-controlled changes of
heading, altitude, and combinations of the two and observe the overall aircraft performance
under autopilot control.
There may be some interaction between the various pitch and roll servo settings, so it may be
necessary to repeat some of the later steps in each axis’ procedure while adjusting torque and
sensitivity to completely optimize the autopilot for the aircraft.

11. SV-XPNDR-26X Installation, Configuration, and Testing
The SV-XPNDR-26X Mode S transponder models are DO-181D compliant Mode S level 2els
datalink transponders, with support for ADS-B extended squitter, which also meets the relevant
environmental requirements of DO-160F/ED-14F. The SV-XPNDR-262 has a nominal power
output of 125 Watts, and meets the power output requirements for Class 2. The SV-XPNDR-261
has a nominal power output of 250 watts, and meets the power output requirements for Class
1. The ADS-B function meets DO-260A class B0. The SV-XPNDR-26X is certified to ETSO 2C112b
and ETSO C166a, and to FAA TSO C112c and C166a.
There are two transponder modules offered by Dynon Avionics. The SV-XPNDR-262 is a Class 2
transponder that is limited to use beneath 15,000 feet and under 175 knots. The SV-XPNDR-261
is a Class 1 transponder that can be used above those limitations. Throughout this manual, they
are often referred to together as the SV-XPNDR-26X for instructions that apply to both versions.
The SV-XPNDR-26X transponder is controlled using SkyView’s on-screen menu system. This
allows the transponder to be mounted separately from the instrument panel and reduces the
amount of panel space taken by the transponder. SkyView also provides pressure altitude
directly to the transponder, eliminating the need for a separate altitude encoder.
The SV-XPNDR-26X transponder runs from either 14 volt nominal or 28 volt nominal DC power
supply with no configuration changes required.
The SV-XPNDR-26X transponder responds to both legacy Mode A/C interrogations and to Mode
S interrogations from both ground radar and airborne collision avoidance systems. In all cases,
the interrogations are received by the transponder on 1030MHz, and replies are transmitted on
1090MHz.
Read and understand the System Planning Chapter before installing the SV-
XPNDR-26X.
Figure 68 has a high-level overview of a suggested SV-XPNDR-26X installation, configuration,

and testing procedures:
Figure 68 - Suggested SV-XPNDR-26X Installation, Configuration, and Testing Procedure

SV-XPNDR-26X Installation, Configuration, and Testing
Mounting Tray and SV-XPNDR-26X Dimensions
Figure 69 - SV-XPNDR-26X Mounting Tray Dimensions
Figure 70 - SV-XPNDR-26X Dimensions with Mounting Tray (dimensions in millimeters)
Installation Instructions
The SV-XPNDR-26X Mode S transponder is designed to be mounted in any convenient location
in the cockpit, the cabin, or an avionics bay.
The following installation procedure should be followed, remembering to allow adequate space
for installation of cables and connectors.
 Select a position in the aircraft that is not too close to any high external heat source.
(The SV-XPNDR-26X is not a significant heat source itself and does not need to be kept
away from other devices for this reason).
 Avoid sharp bends and placing the cables too near to the aircraft control cables.

 Secure the mounting tray to the aircraft via the three (3) mounting holes in the tray.
The tray should be mounted to a flat surface - it is important that the tray is supported
at the dimples as well as the three mounting points.
 Put the SV-XPNDR-26X transponder into the secured mounting tray by hooking the
connector end under the lip on the tray.
 Lock the SV-XPNDR-26X transponder into the mounting tray by clipping the retaining
wire over the lugs on the opposite end.
Additional items you will require, but which are not in the SV-XPNDR-26X package, include:
 Antenna and fixing hardware. The SV-XPNDR-26X is compatible with transponder
antennas commonly available.
 Cables and male TNC connector. You need to supply and fabricate all required cables.
Guidance on cable types is given below.
 Mounting hardware: To secure the transponder tray to the airframe you will need at
least 3 flat head screws and three self-locking nuts. If the aircraft does not have existing
mounting provisions you may need to fabricate additional brackets to support the
transponder tray.
Electrical Connections
Harness Construction
Because the SV-XPNDR-26X can be mounted in a variety of locations, the harness length
requirements will vary from airplane to airplane. Therefore, Dynon Avionics does not supply
pre-manufactured harnesses for the SV-XPNDR-26X. Instead, your SV-XPNDR-26X shipped with
enough connectors and pins to generate a wide variety of harness configurations. Refer to the
sections below for detailed wiring information. Note that your connector kit may contain a
1.21K resistor. This is reserved for future use in SV-XPNDR-26X installations that incorporate a
certified GPS receiver for ADS-B Out functionality.
If you do not own a D-sub machined-pin crimping tool, they can be obtained for under $50 from
many retailers. See http://wiki.dynonavionics.com/Tools_not_supplied_by_Dynon for known
sources of these products. You may also find it helpful to own a pin insertion/extraction tool as
well.
Additional harness construction and wiring information can be found in Appendix C: Wiring and
Electrical Connections.
The SV-XPNDR-26X has a single D25 female connector which provides the data and power
inputs to the transponder. A single TNC coaxial connector attaches to the antenna.

SV-XPNDR-26X Interface – Pinout (Female D25)
Pin Function Notes

1 Loopback 1 Connect to Pin 2
TSO’d GPS Only (future use – see
3 GPS Serial Input
explanation below)
4 No Connect -
5 Transponder Serial RX Data Input from SkyView
6 No Connect -
7 Transponder Serial TX Data Output to SkyView
8 No Connect -
9 No Connect -
10 No Connect -
11 No Connect -
14 Ground Connect to Aircraft Ground
15 11-33V DC Connect to Aircraft Power
16 No Connect -
17 External Standby In Optional: Not Commonly Connected
18 Mutual Suppression Optional: Not Commonly Connected
19 Squat Switch In Optional: Not Commonly Connected
20 Ident Switch In Optional: Not Commonly Connected
21 No Connect -
22 No Connect -
23 No Connect -
24 No Connect -
25 No Connect -
Table 41 - SV-XPNDR-26X Female D25 Pinout
The following figure depicts how the SV-XPNDR-26X connects with other SkyView and aircraft

components. Note that many of the connections shown here are optional and will not be used
in the vast majority of installations.
Figure 71 - SV-XPNDR-26X Wiring Diagram

The following figure shows a typical installation, as viewed from the wiring side of the D25
connector:
Figure 72 - Typical SV-XPNDR-26X Connections (Rear Pin Insertion View)
The following figure shows all possible connections, as viewed from the wiring side of the D25
connector:
Figure 73 - All Possible SV-XPNDR-26X Connections (Rear Pin Insertion View)
Note that pins 1 / 2, and pins 12 / 13 must be connected to each other as depicted
above via your wiring harness. They are not shorted internally.

Power/Ground Input
The power supply can be 11-33 Volts DC; no voltage adjustment is required. 20 AWG wire is
sufficient for wire runs up to 50’ for this application. Use a 3 or 5 Amp fuse or circuit breaker for
power supply protection to the SV-XPNDR-26X. Note that none of SkyView’s voltage outputs
can provide a sufficient amount of power to power the transponder module. The transponder
must be connected to aircraft power.

SV-XPNDR-26X 0.4 amps average 0.2 amps average
Table 42 - SV-XPNDR-26X Power Consumption
It is always good practice to use more than one ground path in an installation. With only one
wire there may be only a single grounding path for the transponder, controller and antenna.
This can allow static electricity to build up and damage your SkyView display(s). Ensuring that
the mounting tray is grounded provides an adequate alternative ground path to protect against
such events. This is particularly important when the transponder is mounted on a non-
conducting surface, such as a composite structure, where the mounting tray is often not
grounded. Therefore, make sure that the mounting tray is grounded in addition to having the
ground wire connected as depicted above.
Note: The transponder power input is not protected against reversed power
connections. Reversing the power and ground inputs to the transponder will
destroy it. Check wiring before applying power.
Pin 1/2 and 12/13 Loopbacks

Pins 1/2, and pins 12/13 must be connected to each other as depicted in the figures above.
Serial RX/TX
All communication between the SV-XPNDR-26X module and SkyView is accomplished via a
single bidirectional a serial connection. To accomplish this:
 Choose an unused serial port on each display to connect the SV-XPNDR-26X to. Note
that both the TX and RX sides of the serial port are needed, and both the RX and TX lines
must be connected to all displays in parallel. It is helpful, but not required, to choose the
same numerical serial port on each display. This lets you configure each display’s serial
ports identically.
 Connect the SV-XPNDR-26X TX wire (pin 7) to the SkyView serial RX of your choosing. If
you have multiple displays, the transponder TX wire must be connected to a serial RX
wire on each display.

 Connect the SV-XPNDR-26X RX wire (pin 5) to the SkyView serial TX of your choosing. If
you have multiple displays, the transponder RX wire must be connected to a serial TX
wire on each display.
 Record the SkyView serial port that you have chosen on each display as you will need to
configure it later for use with the transponder.
Mutual Suppression (optional)

Mutual Suppression allows two or more transmitters on adjacent frequencies to inhibit the
other transmitters when one is active to limit the interference effects. It is commonly used
between transponders and DME systems, and between transponders and collision avoidance
systems. Most installations will not make use of this feature, since most Dynon-equipped
aircraft have only one transponder and often do not have DME equipment or other active
traffic system that interrogate other aircraft.
The Mutual Suppression pin (18) is an ARINC compatible suppression bus interface, which acts
as both an input and an output. The SV-XPNDR-26X will assert this signal when it is transmitting,
and can be suppressed by other equipment that asserts the signal. The SV-XPNDR-26X will
drive approximately 24 Volts on the output (independently of supply voltage), and will treat the
input as active whenever the bus has greater than 10 Volts.
If you are using the Mutual Suppression feature, simply connect all of the Mutual Suppression
wires from devices that use them together.
Ident Switch Input (optional)

SkyView has an IDENT button in its transponder menu that is normally used to ident when
requested by ATC. However, the ident switch input allows the IDENT function to be selected
using a remote switch. The input is active low, and will be asserted when the voltage to ground
is pulled below approximately 4 Volts. Therefore, a momentary switch to ground should be
installed on this output if a remote ident switch is desired.
Squat Switch Input (optional)

The Squat switch input allows the transponder to automatically switch between Airborne and
Ground modes, and affects both the Mode S reply behaviour and the ADS-B reporting behavior.
The input will be asserted when the voltage to ground is pulled below approximately 4 Volts.
The logical sense of the input can be programmed to be either active low or active high in the
SkyView Setup Menu.
This must be a mechanical switch that accurately reflects the aircraft’s on-ground status. Mode-
S certification requirements state that this cannot be a simple airspeed switch.
On an aircraft with no appropriate squat switch circuit this input should be left unconnected,
and the transponder programmed to ignore the input.

External Standby Input (optional)

This input, when held low, places the transponder in Standby mode. It should be used to switch
between transponders in an installation with two transponders. The input is active low, and will
be asserted when the voltage to ground is pulled below approximately 4 Volts.
TSO Serial GPS Position Input (future use)

ADS-B OUT transmissions that meet the 2020 FAA ADS-B equipment mandate require that a
TSO’d GPS signal of sufficient integrity be directly provided from the GPS to a capable ADS-B
device (such as the SV-XPNDR-26X). For this purpose, a dedicated serial input is provided on the
SV-XPNDR-26X module that allows an appropriate GPS receiver serial output to be connected
directly to the SV-XPNDR-26X. At the time of writing, the SV-XPNDR-26X is certified to TSO
C166a. The FAA has recently mandated TSO C166b for NextGen implementations that meet the
2020 ADS-B equipment mandate, and a TSO-C166b software upgrade for the transponder is
planned. This means that currently, the SV-XPNDR-26X’s ADS-B transmissions are not at a high
enough integrity level to meet the FAA’s 2020 ADS-B equipment mandate. Therefore, the SV-
SPNDR-26X currently ignores all TSO’d GPS signals that may be connected to this input. It will
be utilized in the future upon the availability of SV-XPNDR-26X software that meets TSO-C166b
and certified GPS output that meets the requirements of the FAA’s 2020 ADS-B mandate.
Antenna Installation
The antenna should be installed according to the manufacturer’s instructions.
The following considerations should be taken into account when siting the antenna:
 The antenna should be well removed from any projections, the engine(s) and
propeller(s). It should also be well removed from landing gear doors, access doors or
others openings which will break the ground plane for the antenna.
 The antenna should be mounted on the bottom surface of the aircraft and in a vertical
position when the aircraft is in level flight.
 Avoid mounting the antenna within 3 feet of the ADF sense antenna or any COMM
antenna and 6 feet from the transponder to the DME antenna.
 Where practical, plan the antenna location to keep the cable lengths as short as possible
and avoid sharp bends in the cable to minimize the VSWR.
Electrical connection to the antenna should be protected to avoid loss of efficiency as a result
of the presence of liquids or moisture. All antenna feeders shall be installed in such a way that a
minimum of RF energy is radiated inside the aircraft.
Antenna Ground Plane

When a conventional aircraft monopole antenna is used it relies on a ground plane for correct
behaviour. For ideal performance the ground plane should be very large compared to the
wavelength of the transmission, which is 275 mm. In a metal skinned aircraft this is usually easy

to accomplish, but is more difficult in a composite or fabric skinned aircraft. In these cases a
metallic ground plane should be fabricated and fitted under the antenna.
As the ground plane is made smaller, the actual dimensions of the ground plane become more
critical, and small multiples of the wavelength should be avoided, as should circles. Rectangles
or squares are much less likely to create a critical dimension that resonates with the
transmissions. The smallest practical ground plane is a square around 120 mm per side; as the
size increases the performance may actually get worse, but will be better by the time the
ground plane is 700 mm on each side. Anything much larger than that size is unlikely to show
significant further improvement.
The thickness of the material used to construct the ground plane is not critical, providing it is
sufficiently conductive. A variety of proprietary mesh and grid solutions are available.
Heavyweight cooking foil meets the technical requirements, but obviously needs to be properly
supported.
Antenna Cable
The SV-XPNDR-262 is designed to meet Class 2 requirements with an allowance of 2 dB for loss
in the connectors and cable used to connect it to the antenna. The SV-XPNDR-261 is designed
to meet Class 1 requirements with the same 2 dB allowance. Excessive loss will degrade both
transmitter output power and receiver sensitivity.
Allowing 0.25dB loss for the connector at each end of the antenna cable assembly leaves an
allowance of 1.5dB maximum loss for the cable itself.
An acceptable cable:
 Has less than 1.5 dB loss for the run length needed
 Has a characteristic impedance of 50 Ohms
 Has double braid screens or has a foil and braid screen
Once the cable run length is known, a cable type with low enough loss per metre that meets
the above requirements can be chosen. Longer runs require lower loss cable. Consider moving
the SV-XPNDR-26X closer to the antenna to minimize the losses in the antenna cable – subject
to the limits identified above, the SV-XPNDR-26X can be at any distance from the SkyView
display(s) without affecting performance in any way.
Note: Low loss cable typically uses foamed or cellular dielectrics and foil screens. These
make such cables especially prone to damage from too-tight bends or from momentary
kinking during installation. Once kinked, these cables do not return to full performance
when straightened.
The following table is a guide to the maximum usable lengths of some common cable types.
Actual cable loss varies between manufacturers, there are many variants, and the table is
therefore based on typical data. Use it as a guide only and refer to the manufacturer’s data
sheet for your specific chosen cable for accurate values.

Electronic
Max Insertion Loss
Max Length MIL-C-17 Cable SSB
Length dB/meter at
in Meters Cables Specialists Electronic
in Feet 1090MHz
Type
M17/128
2.54 8’ 4” 0.59
(RG400)
3.16 10’ 4” 0.47 3C142B
M17/112
3.81 12’ 6” 0.39
(RG304)
4.50 14’ 9” 0.33 Aircell 5
M17/127
5.25 17’ 3” 0.29 311601
(RG393)
6.42 21’ 1” 0.23 311501
6.81 22’ 4” 0.22 Aircell 7
8.22 26’ 11” 0.18 311201
12.59 41’ 3” 0.12 310801
Contact Electronic Cable Specialists on +1 414 421 5300 or at www.ecsdirect.com for their data
sheets. Contact SSB-Electronic GmbH on +49-2371-95900 or at www.ssb.de for their data
sheets.
When routing the cable, ensure that you:
 Route the cable away from sources of heat.
 Route the cable away from potential interference sources such as ignition wiring, 400Hz
generators, fluorescent lighting and electric motors.
 Allow a minimum separation of 300 mm (12 inches) from an ADF antenna cable.
 Keep the cable run as short as possible.
 Avoid routing the cable round tight bends.
 Avoid kinking the cable even temporarily during installation.
 Secure the cable so that it cannot interfere with other systems.
Antenna TNC Connector

This section describes the technique for attaching the antenna cable to a TNC connector. A TNC
connector is not supplied with the SV-XPNDR-26X. The SV-XPNDR-26X has a female TNC
connection. Therefore, you will need to source a male TNC connector that is compatible with
the antenna cable type that meets your aircraft’s needs.

A dual crimp style TNC connector can be completed using a wide range of commercial crimp
tools (for example the Tyco 5-1814800-3). The die apertures for the inner pin and the outer
shield should be approximately 1.72 mm and 5.41 mm respectively.
 Strip back the coax cable to the dimensions in the table, as shown in the diagram below.
Slide 25 mm (1 inch) of heat shrink tubing over the cable.
 Slide the outer crimp sleeve over the cable – it must go on before securing the center
contact.
Dimension Cut size Cut size

(mm) (inches)
A 17.5 0.69
B 7.2 0.28
C 4.8 0.19
 Crimp the center contact to the cable.
 Insert the cable into the connector – the center contact should click into place in the
body, the inner shield should be inside the body of the connector and the outer shield
should be outside the body.
 Crimp the outer sleeve over the shield.
 Slide heat shrink tubing forward (flush to connector) and heat to shrink the tubing.
Transponder-Related SkyView Display Settings
Serial Port Setup

Before the TRANSPONDER SETUP menu can be accessed, the SV-XPNDR-26X needs to be set up
as a serial device on each SkyView display on the system. To accomplish this:
 Go to SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT SETUP.
 Navigate to the serial port that you physically connected the transponder module to in
the previous steps.
 Select either “Dynon 261 Transponder” or “Dynon 262 Transponder” as appropriate for
the module you own. Note that other fields are automatically configured and cannot be
changed. Press ACCEPT.

 Exit SETUP. Repeat on any other displays on your SkyView system.

The data transmitted between the SkyView display and the SV-XPNDR-26X nominally includes
encoded altitude data from SkyView’s ADAHRS. Therefore, no other altitude encoder hardware
or SkyView serial port setup is required. However, some locales may require the use of a
certified altitude encoder with the Dynon SV-XPNDR-26X Transponder. SkyView supports
external serial altitude encoders that use Icarus/Garmin format. When one is connected, the
SV-XPNDR-26X uses the external altitude encoder data source instead of SkyView’s own
ADAHRS-generated pressure altitude. However, the altitude displayed by SkyView on the PFD
page is ALWAYS sourced from SkyView ADAHRS data.
To have SkyView use an external altitude serial encoder as the pressure altitude source for the
SV-XPNDR-26X:
1. Wire a SkyView serial receive line to the respective serial transmit connection from the
serial altitude encoder.
2. Ensure there is a shared ground between the D700/D1000 and the serial altitude
encoder.
3. Configure this serial port on each display under SETUP MENU > LOCAL DISPLAY SETUP >
SERIAL PORT SETUP. The SERIAL IN device for this serial port should be set to
ICARUS/GARMIN ALTITUDE.
Transponder Settings
The aircraft tail number must be set in SETUP > SYSTEM SETUP > AIRCRAFT
INFORMATION > TAIL NUMBER prior to configuring the transponder.
The following settings need to be configured before testing and using the transponder. They
are all accessed under SETUP MENU > TRANSPONDER SETUP:
 AIRCAFT HEX CODE: The Mode S Code is a 24 bit number issued to the aircraft by the
registration authority for the aircraft. The website http://www.airframes.org provides
hex codes for most countries’ aircraft that can be directly inputted into SkyView. The
hex code is the value shown in the ICA024 result field. Alternatively, Mode S codes for
US-registered aircraft can be found at the FAA aircraft registry at
http://registry.faa.gov/aircraftinquiry/. The FAA aircraft register only shows octal
number, and since SkyView only understands the hexadecimal format, you must first
convert this octal number to hexadecimal. There is an Octal to Hexadecimal converter
tool available in the support section of http://www.trig-avionics.com/.
The hex code needs to be set to the aircraft’s assigned code for the transponder to
function properly. The default code of 000000 is not a valid code. If the code is left
at 000000, the transponder will only work in SBY mode.
 VFR CODE: When the pilot presses the VFR button, a pre-programmed code will replace
the current squawk code. The pre-programmed code is set up here; the choice of code

will depend on the normal location of the aircraft. In the USA, the VFR squawk code is
1200. In most parts of Europe, the VFR squawk code should be set to 7000.
 SQUAT SWITCH: The Squat switch input allows the transponder to automatically switch
between Airborne and Ground modes. Set as appropriate if you have connected a
physical squat switch to the SV-XPNDR-26X per the above instructions.
 AIRCRAFT CATEGORY: To assist ATC tracking of aircraft, an aircraft category can be
transmitted by Mode S transponders. Set as appropriate for your aircraft.
 AIRCRAFT LENGTH: Your aircraft’s length in your current distance/speed units (meters or
feet)
 AIRCRAFT WIDTH: Your aircraft’s width in your current distance/speed units (meters or
feet)
 TRANSMIT TEST SQUITTERS: Because of limitations in the ATC radar computer systems,
in US airspace the FAA require ADS-B equipped aircraft to periodically transmit their
Mode A squawk code in an ADS-B squitter message. This allows the computer system to
reconcile conventional radar traces with ADS-B information in a mixed surveillance
environment. Because the Mode A code does not form part of the base ADS-B message
set, the code is sent in a “TEST” message.
Because different regulatory authorities have not agreed on the behavior of the TEST
message, the installer must select the local preferred behavior. For aircraft registered in
the USA, the TEST message should always be transmitted. For other airworthiness
approval authorities, the preferred behavior is to apply a geographical filter so that
these messages are only sent when the aircraft is visible to US radar systems. Because it
has a GPS position input, the transponder already knows the geographic position of the
aircraft, and therefore in this case, the recommended option setting for these messages
is “Only in America”.
 MAXIMUM CRUISE SPEED: Mode S transponders can transmit their maximum airspeed
characteristics to aircraft equipped with TCAS. This information is used to help identify
threats and to plan avoiding action by the TCAS equipped aircraft. The airspeeds are
grouped in ranges. Set as appropriate for your aircraft.
 TIS TRAFFIC: Enables the display of TIS traffic on the SkyView Map page when in an area
served by a TIS-enabled radar. Note that TIS is a Mode S uplink service that is provided
by some US approach radars. TIS coverage is limited to the coverage areas of those
radars; there is no TIS provision outside the USA. If another traffic device is connected to
SkyView and is set up correctly, its traffic information will trump the TIS traffic from the
SV-XPNDR-26X, regardless of this setting.
 GPS DATA: Future software updates will allow the SV-XPNDR-26X to receive data
directly from a GPS that is capable of meeting the FAA’s 2020 ADS-B Out requirements.
Since the SV-XPNDR-26X will need an update to support TSO C166b, this setting should
currently always be set to SKYVIEW. See the Serial GPS Position Input section above for
additional details.

 GPS STATUS: Displays whether the SV-XPNDR-26X is receiving valid GPS data.
Altitude Encoder Calibration

In most transponder systems, a calibration is normally carried out every 24 months, as part of
the altimeter checks on the aircraft. The maximum allowed difference between the primary
altimeter and the altitude encoder is 125 feet in ETSO C88a and TSO C88b. The primary
altimeter in SkyView and the altitude encoder are one and the same device. It is therefore
impossible for the encoder and the primary altimeter to exceed 125 feet of altitude difference.
They will always be exactly the same as each other, thereby meeting the TSO requirements.
Therefore, no altitude encoder calibration is possible or necessary.
At times it may be useful to know the altitude that is being reported to the transponder. Since
SkyView sends pressure altitude to the SV-XPNDR-26X, setting BARO to 29.92 will display the
pressure altitude being transmitted to the transponder in the normal SkyView altitude display
on the right side of the PFD page.
However, do note that there is a single point altitude adjustment, located in SETUP MENU >
HARDWARE CALIBRATION > ADAHRS CALIBRATION > ALTITUDE ADJUST that adjusts SkyView’s
barometric altimeter. This adjustment affects both the displayed altitude and the encoded
altitude that is sent to other devices.
Post Installation Checks

Post installation checks should be carried out in accordance with your certification
requirements. These checks should include:
 Mode S interrogations to verify correct address programming.
 Verification of the reported altitude using a static tester.
 Where installed, verification of correct squat switch ground/airborne indications. In an
aircraft with a squat switch, setting the Mode switch to ALT when the aircraft is on the
ground should leave the transponder in GND mode; when the aircraft becomes
airborne, the mode should switch automatically to ALT.
 Interrogations to verify the receiver sensitivity. A Mode S transponder should have a
minimum triggering level (MTL) of between -77 dBm and -71 dBm. Failure to meet this
requirement usually indicates antenna or coaxial cable problems.
 Interrogations to verify the transmitted power. A Class 1 installation should have no less
than 125 Watts at the antenna (and no more than 500 Watts). A Class 2 installation
should have no less than 71 Watts at the antenna (and no more than 500 Watts).
Failure to meet this requirement is also generally due to antenna or wiring issues.
 Where installed, verification of the GPS position source and ADS-B outputs. Whenever a
valid position is received by the transponder and the transponder is in any mode other
than Standby, ADS-B Extended Squitters should be observed on the transponder test
set.

 Ensure all regulatory requirements are met. In the United States, the transponder must
be tested and inspected per FAR 91.413.

12.SV-ARINC-429 Installation and Configuration
SkyView can connect to advanced GPS/NAV devices like the Garmin GNS 430/530 and similar
Via the SV-ARINC-429 module.
Read and understand the System Planning Chapter before installing the SV-ARINC-
429.
Figure 74 is a high-level overview of a suggested and installation and configuration procedure

for the SV-ARINC-429.
Figure 74 – Suggested SV-ARINC-429 Installation and Configuration Procedure
The diagram below shows the important mounting dimensions of the SV-ARINC-429 module
with electronic connections.
Figure 75 - SV-ARINC-429 Mounting Dimensions with Electrical Connections

SV-ARINC-429 Installation and Configuration
Additional mounting location, orientation, and other installation requirements are described in
the System Planning section earlier in this manual. Please review this section when physically
installing your with SV-ARINC-429 module(s).
Dynon does not provide mounting hardware with SV-ARINC-429 module. The mounting tabs on
each side of the module have holes sized for #10 fasteners, but it is up to the installer to decide
how the SV-ARINC-429 will be secured to the aircraft.
Follow recommended torque practices when tightening the mounting hardware. Do not rivet
the SV-ARINC-429 to the aircraft as this will hinder future removal if necessary.

Connect the ADAHRS module to the SkyView network using the hardware mentioned in the
connector. Refer to Appendix C: Wiring and Electrical Connections for details on connector pin-
outs and wire colors.
Remember to configure the network as described in the Network Setup and Status
section after connecting all modules to a display.
ARINC-429 Device Connection
Harness Construction
Because the SV-ARINC-429 can be connected to a variety of devices, the harness requirements
will vary from airplane to airplane. Therefore, Dynon Avionics does not supply pre-
manufactured harnesses for the SV-ARINC-429 module. Instead, your SV-ARINC-429 shipped
with enough connectors and pins to generate a wide variety of harness configurations. Refer to
the sections below for detailed wiring information.
If you do not own a D-sub machined-pin crimping tool, they can be obtained for under $50 from
many retailers. See http://wiki.dynonavionics.com/Tools_not_supplied_by_Dynon for known
sources of these products. You may also find it helpful to own a pin insertion/extraction tool as
well.
Additional harness construction and wiring information can be found in Appendix C: Wiring and
Electrical Connections.
The SV-ARINC-429 has a single 25 pin female D-Sub socket which is used for all data
connections to your compatible ARINC-429 device. The pin out depicted in Figure 76 below
depicts the view from the rear of your male D25 connector – the view you will have of your
harness connector as you are inserting pins into the harness. Note that the pin numbers are
labelled on the face of both the female and male connector.

SV-ARINC-429 Pinout
Figure 76 - SV-ARINC-429 Male D25 Pin Insertion View (Rear)

Pin Function Notes

1 No Connect -
2 No Connect -
3 Serial RX Aviation Format Only From Connected ARINC-429 GPS
4 No Connect -
5 No Connect -
6 No Connect -
7 No Connect -
8 No Connect -
9 No Connect -
10 ARINC 2 RX B -
11 ARINC 1 RX B -
Pins 12/13 are the same TX signal. Provided for
12 ARINC TX B
convenience when connecting to multiple ARINC receivers.
13 ARINC TX B
14 No Connect -
15 No Connect -
16 No Connect -
17 No Connect -
18 No Connect -
19 No Connect -
20 Ground -
21 No Connect -
22 ARINC 2 RX A -
23 ARINC 1 RX A -
24 ARINC TX A
25 ARINC TX A
Table 43 - SV-ARINC-429 Pinout

ARINC Device Connections

The SV-ARINC-429 has two ARINC-429 receivers and one transmitter. The single transmitter
may be connected to multiple devices that can accept the ARINC-429 information that SkyView
transmits.
The SV-ARINC-429 also has a serial input that is designed to provide auxiliary information that
ARINC-429 GPS outputs do not provide (such as altitude). SkyView needs this data to consider
the input a valid and complete GPS position source. This input is not a general purpose serial
port, and cannot be configured for other uses. Input coming into this serial port is assumed to
be in Aviation format, which most ARINC-429 capable panel mount GPS units can output.
The following several diagrams show some common radios and GPSs, and the preferred
connection schemes between them and the SV-ARINC-429.
Figure 77 - Generic SV-ARINC-429 Connections

Figure 78 - Garmin 430/530 SV-ARINC-429 Connections
Additional Garmin 430/530 Configuration Information

The following are the typical Garmin and SkyView configuration settings when this combination
of products is used:
Garmin Settings
"Main ARINC 429 Config" page
In 1 : High | EFIS / Airdata
In 2 : Unused by SkyView, configure as needed for other equipment
Out : High | GAMA 429
SDI : Common
VNAV : Enable Labels
"VOR / LOC / GS ARINC 429 Config" Page
TX: High
RX: High
SDI: Common
DME: Unused by SkyView
“Main RS232 Config” Page
Chan X (where X is the physically connected port) Output: Aviation
SkyView Settings
SETUP MENU -> ARINC-429:
INPUT SPEED: HIGH
INPUT 1: GPS X
INPUT 2: NAV X
OUTPUT SPEED: HIGH

Figure 79 - Garmin GTN Series SV-ARINC-429 Connections
Additional Garmin GTN Series Configuration Information

The following are the typical Garmin and SkyView configuration settings when this combination
of products is used:
Garmin Settings
"ARINC 429 Configuration" page
In 1 : High | EFIS Format 2
In 2 : Unused by SkyView, configure as needed for other equipment
Out : High | GAMA Format 2
SDI : Common
"VOR/LOC/GS Configuration Page
Nav Radio: Enabled
ARINC 429 Configuration:
Tx Speed: High
SDI: Common
Other Settings: Unused by SkyView
“RS-232 Configuration” Page
RS232 1 Output: Aviation Output 1
SkyView Settings
SETUP MENU -> ARINC-429:
INPUT SPEED: HIGH
INPUT 1: GPS X
INPUT 2: NAV X
OUTPUT SPEED: HIGH

Figure 80 - Garmin 480 SV-ARINC-429 Connections
Figure 81 - Garmin 300/150XL/250XL/300XL SV-ARINC-429 Connections

SV-ARINC-429 Related Settings

Go to the ARINC-429 SETUP under SETUP MENU > SYSTEM SETUP > ARINC-429.
SkyView supports up to two SV-ARINC-429 modules, but since most aircraft will only have one
installed, the “MODULE 2” section is normally disabled. If your aircraft does actually have two
SV-ARINC-429 modules, note that the serial numbers of each module are provided so you can
determine which module is which.
For each module, Set INPUT1 to the type of device connected to the SV-ARINC-429’s ARINC-429
RX 1 A and B inputs, any of GPS X or NAV X. The numerical designation of the device determines
what it will be called on the HSI. Note that any GPS/NAV slots that are highlighted in red are
already being used for other devices. Also note that though POS X is a possible setting, it should
generally not be used for ARINC devices.
Next set the INPUT SPEED parameter (HIGH or LOW), based on the output speed of your two
ARINC devices.
The SV-ARINC-429 has one ARINC output channel with 2 sets of pins on the connector for wiring
convenience. If one or both of your ARINC devices can accept commands, configure OUTPUT
SPEED appropriately.
If you have connected a device to ARINC-429 RX 2 A and B, repeat the above configuration for
the INPUT2 parameter; otherwise, leave it set to NONE.
Your ARINC-429 capable GPS and/or NAV will need to be configured appropriately as well.
Suggested settings for common devices can be found at http://wiki.dynonavionics.com.

13.Vertical Power VP-X Integration and Configuration
Dynon SkyView can interface with the Vertical Power VP-X System to provide robust monitoring
and control of your electrical system via your SkyView system. In order to use this feature, a
Vertical Power VP-X system is required, along with a software license for the VP-X features
within SkyView.
License Information
The VP-X software features are enabled on Dynon SkyView by purchasing a VP-X license code
from Dynon Avionics and entering it into your SkyView system. Only one VP-X license is needed
in a SkyView system, no matter how many displays are attached. That license is applied to only
one display, but that display stores the license information for the entire system. In normal use,
license information is shared with all displays connected via SkyView Network to allow the VP-X
features to be operated on any display in the system.
Checking License Status

To check whether a SkyView system is licensed to use the VP-X software features, go to SETUP
MENU > LOCAL DISPLAY SETUP > LICENSE, and look at the status of the Vertical Power line.
Possible license statuses include:
 LICENSED (THIS DISPLAY): The SkyView system is licensed to enable the use of the
Vertical Power software features. This display stores the license information and also
allows other displays in the aircraft to access the Vertical Power features.
 LICENSED - CONNECTED DISPLAY ONLINE: The SkyView system is licensed to use the
Vertical Power software features. This display is currently connected to a licensed
display.
 LICENSED DISPLAY OFFLINE - XX HOURS REMAIN The SkyView system is licensed to use
the Vertical Power software features. However, the display that actually stores the
license information is not currently connected. When this happens, the Vertical Power
software features will continue to be accessible for 30 flight hours beyond when it last
saw the licensed display in the aircraft. Once the licensed display is seen again, this
timer is cleared.
 NO LICENSE: No display in the SkyView system is licensed to use the Vertical Power
features.
Purchasing and Installing a VP-X License

A license can be purchased and applied to your system in one of two ways:
LOCAL DISPLAY SETUP > DISPLAY HARDWARE INFORMATION). A VP-X License Code can
be purchased for the entire aircraft you wish to enable the VP-X software features on.
This six character License Code is then entered in SETUP MENU > LOCAL DISPLAY SETUP

Vertical Power VP-X Integration and Configuration
> LICENSE > LICENSE CODE. If you have more than one display in the aircraft, choose one
to install it onto and provide information for only that display. Once any display is
licensed, all connected displays in the Aircraft can use the Vertical Power software
features.
4. An SV-VPX-290 VP-X Software Certificate may be purchased from Dynon Avionics or any
authorized Dynon Avionics retailer. This certificate can be redeemed for a license code
that can be entered in SETUP MENU > LOCAL DISPLAY SETUP > LICENSE > LICENSE CODE.
To redeem a certificate simply follow the instructions on the certificate itself. Similar to
the above, you will need to redeem your certificate by visiting
license.dynonavionics.com with your SkyView display model and serial number ready.
Alternatively, you can call Dynon Avionics directly at 425-402-0433 to redeem a
certificate.
Physical and Electrical Installation

Refer to the Vertical Power installation documentation for instructions on the physical and
electrical installation of the VP-X system.
Up-to-date installation manuals, wiring diagrams, and “how-to” guides for the VP-X system can
be found at http://www.verticalpower.com/documents.html.
SkyView modules such as the SV-ADAHRS-20X, SV-EMS-220/221, and SV-ARINC-

429 receive power via the SkyView Network. Their power supplies are managed
entirely by the SV-D1000 and SV-D700 displays, and cannot be separately
monitored by the VP-X system. However, SkyView components that have power
supplied by ship’s power, such as the SV-XPNDR-26X, Autopilot Servos, and the
heated AOA/pitot probe can have their power monitored by the VP-X by routing
the power connections for those components via the VP-X
A Dynon SkyView D37 harnesses for a single display contains a pair of power and
ground wires. These pairs of wires are a SINGLE power input, and should be
connected to a single VP-X input when using the VP-X to provide power to
SkyView displays. The dual wiring scheme is needed to provide adequate power to
the SkyView displays given the electrical constraints of the particular wires and D-
sub connections used. These wires should not be sent to separate power channels
or be considered redundant power sources.
Serial Port Connection

All communication between the VP-X system and SkyView is accomplished via a single
bidirectional a serial connection. To accomplish this:
 Choose an unused serial port on each display to connect the VP-X to. Note that both the
TX and RX sides of the serial port are needed, and both the RX and TX lines must be
connected to all displays in parallel. It is helpful, but not required, to choose the same

numerical serial port on each display. This lets you configure each display’s serial ports
identically.
 Connect the VP-X serial TX wire from VP-X connector J1, pin 20 to the SkyView serial RX
of your choosing. If you have multiple displays, the VP-X TX wire must be connected to a
serial RX wire on each display.
 Connect the VP-X serial RX wire from VP-X connector J1, pin 22 to the SkyView serial TX
of your choosing. If you have multiple displays, the VP-X RX wire must be connected to a
serial TX wire on each display.
 Connect VP-X the VP-X ground wire from VP-X connector J1, pin 21 any of the ground
wires on the SkyView D37 connector (any of pins 21-24)
 Record the SkyView serial port that you have chosen on each display as you will need to
configure it later for use with the VP-X.
VP-X SkyView Display Settings
Serial Port Setup

Before the VP-X SETUP menu can be accessed, the SkyView system must be licensed to use the
VP-X features, and VP-X should additionally be set up as a serial device on each SkyView display
on the system. To configure your SkyView displays’ serial ports to work with the VP-X:
 Go to SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT SETUP.
 Navigate to the serial port that you physically connected the VP=X module to in the
previous steps.
 Select VP-X. Note that other fields are automatically configured and cannot be changed.
Press ACCEPT.
 Exit SETUP. Repeat on any other displays on your SkyView system.
VP-X Settings
Most VP-X setup – such as setting circuit breaker limits - is NOT done via SkyView, but instead
via a Windows-based application called VP-X Configurator. See your Vertical Power
documentation for full VP-X installation and setup information.
Though the VP-X’s trim and flaps calibrations are not used by SkyView, leaving any
of the VP-X trim or flaps end points or neutral positions to “0” in the VP-X
Configuration program will cause SkyView’s trim or flaps indications to not display
properly. To avoid this, set all of the trim and flaps end points and neutral points
to “1” in the VP-X Configurator.
The VP-X settings in the SETUP MENU > VP-X SETUP menu mainly concern how information
from the VP-X is displayed in SkyView:

 MAIN BATTERY WARNINGS: Sets the main battery voltage levels at which caution and
warning indications are provided visually on the VP-X page.
 AUX BATTERY WARNINGS: Sets the auxiliary battery voltage levels at which caution and
warning indications are provided visually on the VP-X page. If you do not have an
auxiliary aircraft battery (note that this is NOT the SkyView SV-BAT-320) installed, this
setting can be ignored.
 SYSTEM AMPS: Sets the current levels for the entire electrical system at which caution
and warning indications are provided visually on the VP-X page.
 ALTERNATOR AMPS: Sets the current levels for the alternator at which caution and
warning indications are provided visually on the VP-X page.
 BATTERY AMPS: Sets the discharge rate at which caution and warning indications are
provided visually on the VP-X page.
 SKYVIEW AMPS SHUNT LOCATION: Depending on your electrical layout, your SkyView
shunt may be in one of a few places in your electrical system.
 AILERON TRIM POSITION / ELEVATOR TRIM POSITION / FLAP POSITION: Set to SkyView
EMS if your trim and/or flaps position signal input is routed to your SV-EMS-220/221
module, or to VP-X if it is connected to your VP-X system instead. If set to VP-X, the
engine page trim and/or flaps widgets will be sourced from the VP-X position
information. Note that even when using the VP-X as your trim and/or flaps position
source, you do still need to perform the SkyView-based calibration routine for the trim
information to display properly in SkyView. These calibrations can be found under
SETUP MENU > HARDWARE CALIBRATION > EMS CALIBRATION. You do not need to
perform that VP-X Configurator-based calibration. However, set all of the points in the
VP-X Configurator to “1”.
Post Installation Checks

 Follow all installation, configuration, and test procedures as instructed by the Vertical
Power documentation.
 Ensure that your VP-X system is powered on and functioning normally.
 On a SkyView display that is displaying the Engine Page (enabled by toggling MENU >
SCREEN > ENGN PG), press to MENU > ENGINE > VP-X. The Engine page will
automatically re-arrange itself to show VP-X information as seen in the image below. If
the VP-X page is covered by a red “X”, the VP-X is either not communicating with
SkyView, is not properly configured, or is inoperative.

Figure 82 - VP-X Example

14.Accessory Installation and Configuration
This chapter contains information regarding installation and configuration of various Dynon-
supplied accessories for the SkyView system.
Angle of Attack Pitot Probe Installation and Configuration

This section walks you through the general steps to install and calibrate both the heated and
unheated versions of the AOA/Pitot Probe. The heated probe consists of a heater controller
module and a probe while the standard version is a probe only.
While the probe senses standard pitot pressure, allowing it to work with any standard airspeed
indicator, its AOA functionality is designed specifically to work with Dynon’s EFIS series of
products. Do not expect it to work properly with another AOA system.
To ensure accuracy, it is very important that you install the probe correctly and
perform the specified calibration steps. We recommend that you read and
understand this entire section before proceeding with the installation.
Dynon’s Heated AOA/Pitot Probe is nickel-plated. Do not polish the probe as this
will cause the finish to come off.
AOA Calculation: Principles of Operation

Dynon Avionics’ AOA/Pitot probe performs two functions: airspeed sensing and angle of attack
sensing. These functions require two pressure ports on the tip of the probe. The normal pitot
pressure port is on the front face of the probe and is designed to be insensitive to angle of
attack. The second pressure port is located on an angled surface just under the pitot port and is
designed to be very sensitive to AOA. The SkyView system then uses the difference between
these two pressures to calculate the current angle of attack.
Heating: Principles of Operation

The heated version of Dynon’s AOA/Pitot Probe utilizes a nichrome heating element whose
temperature is accurately measured and regulated by the heater controller. This controller–
located in an enclosure which can be mounted in a wing or elsewhere–regulates the heat at the
tip of the probe to a constant temperature. There are several advantages to this: lower power
consumption, increased heating element lifespan, and a much cooler pitot on the ground when
de-icing is not necessary. This unique technique ensures that the pitot can be rapidly de-iced
when required, but does not needlessly waste electricity when not in icing conditions.
The probe operates at a fairly hot temperature. During normal operation, it

regulates its internal temperature to about 70°C to 80°C. You can verify nominal
operation by touching the end of the pitot farthest from the snout after one
minute of operation. It should be warm.

Accessory Installation and Configuration
Failure Warning
Designed to meet the indication requirements of FAR 23.1326, the heated pitot controller has
an output that can trigger a warning light in the cockpit whenever the probe heater is turned
off or is not functioning properly. While not required for Experimental and LSA category
aircraft, this feature provides peace of mind, giving you instant feedback that your probe’s
heater is working as designed.
Tools and Materials Required

 Dynon Avionics AOA/Pitot Probe
 Two plumbing lines (usually ¼” soft aluminum or plastic tubing) routed from the SV-
ADAHRS-20X to the probe mounting location
 Tubing interface hardware
o Reference our wiki at wiki.dynonavionics.com for tubing interface hardware
recommendations.
 #36 drill and #6-32 tap
 AOA Pitot Mounting bracket. Models known to work well can be found at
http://wiki.dynonavionics.com/AOA_Pitot_Brackets_and_Parts.
Please follow these instructions explicitly as improper installation can result in

permanent damage to your device and/or aircraft.
Heater Controller Module Installation

This section addresses heater controller module installation. If you are installing the unheated
version of the probe, you may skip to the AOA/Pitot Probe Mounting Section.

Heater Controller Module Physical Installation

Figure 83 shows the dimensions of the heater controller module.
Figure 83–Heater Controller Module Dimensions
The heater controller module requires #6 mounting hardware and should ideally be mounted
close to the AOA/Pitot Probe. When mounting the controller close to the probe, ensure that it
is close enough for its wires to mate with the probe’s wires, with room for strain-relief. If you
find it difficult to mount the controller in the wing, or simply wish for the controller to be
mounted closer to the battery, you must extend the lines using the correct wire gauge as
described in Appendix C: Wiring and Electrical Connections.

Figure 84–Heated AOA/Pitot Probe Wiring Overview
Heater Controller Wiring

Before making the connections to your Heated AOA/Pitot Probe and controller, refer to
Appendix C: Wiring and Electrical Connections. The table below provides general

recommendations for wire gauge choice, given wiring run length. It assumes 10 amps of
current.
Run length (in feet) Gauge
0 to 7 18 AWG
7 to 9 16 AWG
10 to 16 14 AWG
17 to 24 12 AWG
25 to 40 10 AWG
Table 44–From FAA AC 43.13-1B, page 11-30
Probe to Controller Wiring

As mentioned above, it is preferable that the heater controller box be mounted near enough to
the probe that 5 wires between the controller and probe can be connected without extension.
The three mating pairs of colored wires–terminated with Fastons–are used to carry the current
to the heating element in the probe. The 2 white wires are for temperature measurement, and
can be small. If you have mounted the heater controller near the probe and do not need to
extend the wires between the two, simply plug each wire on the controller into its
corresponding like-colored wire from the probe.
If you do need to extend the wires between the probe and the controller, use the
recommended wire size (see Table 44) for your run length. Since extending the wire runs
requires that you cut the connectors off the 5 wires between the probe and controller, splice
the extension wires between the probe and controller using butt splices or other similarly
secure method. The white wires are not polarity-dependent. Additionally, as the white wires do
not carry any significant current, you may extend them with 26 AWG or larger for any run
length.
Controller Power Wiring
Three wires–colored red, black, and white–exit the controller for connection to your electrical
system. Power (between 10 and 15 volts DC) is fed to the controller via the red and black wires.
The maximum current draw of the heated pitot controller/probe is 10 amps. You must route
your own appropriately-sized wires to where the heater controller is mounted. Both power and
ground lines should be able to handle 10 amps with minimal voltage drop, as recommended in
Table 44.
The red wire should be connected through a pilot-accessible switch to the main power source
in the aircraft (limited to 15 volts DC). The switch allows you to manually turn the heater
controller on and off, depending on the situation. Install a 15 amp fuse at any point along the
power line to the heater controller. Remember that even when the controller is powered on, it
only heats the probe the amount necessary to maintain temperature.
The black wire should be permanently connected to ground. Cutting power to the heater
controller should occur via the red power line, not the black ground line.

Wire Color Notes

Connected through a pilot-accessible switch to
Red 10 to 15 volt DC supply.
Must handle up to 10 amps.
Must have a constant connection to ground.
This is required for the warning light to
Black
operate when controller is powered off or not
functioning. Line must handle up to 10 amps.
Connected to a light bulb (or resistor & LED)
tied to switched ship’s power. This line is
grounded when the heater controller is
White
powered off or not functioning. Connection
can handle no more than 1 amp. Current
depends on light source connected.
Table 45–Controller Power Wiring Details
Heater Status Connection
The probe heater functions properly whether or not you make this connection. It is
simply a status output for your convenience.
The white heater status wire is grounded when the probe heater is turned off or not
functioning properly. This wire should be connected to a light on the panel, whose other
terminal is connected to switched aircraft power. When the heater is on and functioning
properly, the white heater status line is open, leaving the indicator light turned off. When there
is no power to the heater controller–or it is not functioning properly–the white line is
grounded, turning the indicator light on. This parallels annunciator behavior in FAA certificated
aircraft.
Aircraft Spruce P/N 17-410 is an example of a light that will work for this application. An LED
and resistor in series will also suffice. If you use an LED as the indicator, you must choose a
resistor that delivers the appropriate current to the LED, and can accommodate the power
required for its current and voltage drop. Also note that the power and ground connections on
LEDs are not reversible.
If there is an SV-EMS-220/221 in the same SkyView system, consider using one of

its general purpose inputs configured as a contact for heated pitot operational
status. Connect the heater status output directly to the EMS module’s pin. There is
no need for additional resistors or lights. Reference the EMS Sensor Definitions,
Mapping, and Settings Section for general purpose input configuration details.

AOA/Pitot Probe Mounting

Dynon’s standard AOA/Pitot Probes are designed to mount under the wing. The information in
this chapter primarily applies to an under-wing installation.
Dynon does additionally make a straight boom-mount AOA/Pitot for customers that have
unique mounting requirements. It is available only in an unheated version. As the boom-mount
AOA/Pitot installations are usually custom/unique, no mounting brackets or mounting
instructions are provided by Dynon. The methods and materials needed to install the boom-
mount AOA/Pitot are left to the customer to best determine.
AOA/Pitot Probe Mount Location
The Dynon Avionics AOA/Pitot probe only functions correctly when mounted in a location
where the airflow over the probe is relatively undisturbed by the aircraft. In general, we
recommend that you mount it at least 6 inches (150 mm) below the wing and with the tip of
the probe between 2 and 12 inches (50mm to 300 mm) behind the leading edge of the wing.
Typically, pitot probes are mounted about mid-wing span wise to minimize the effects of both
the propeller and the wing tips. Testing during the probe development has shown that the
standard mounting locations for the pitot probe in the RV series of aircraft also works for the
Dynon probe.
AOA/Pitot Probe Mounting Instructions
After the mounting location has been determined, mount the pitot mounting kit per the
included instructions or fabricate your own mount. In either case, mount the probe securely to
the wing such that the body of the probe is horizontal during level flight. Drill and tap mounting
holes (#6-32) on the probe to match your mounting bracket. Use caution when drilling the
holes, ensuring that you avoid drilling into the pitot and AOA pressure lines. As long as you do
not penetrate these lines, you may drill all the way through the outer metal without affecting
the probe’s waterproofing.

AOA/Pitot Probe Dimensions
Figure 85–Standard Mount AOA/Pitot Probe Dimensions (Top View)
Figure 86–Standard Mount AOA/Pitot Probe Dimensions (Side View)

Figure 87–Boom Mount AOA/Pitot Probe Dimensions
Plumbing
Because the pitot and AOA plumbing tubes have not been annealed, they work-
harden rapidly when manipulated. Make gentle bends, and only bend any given
section once.
After mounting the probe, route the pitot and AOA lines from the probe to the SV-ADAHRS-20X.
The tube closest to the snout is the pitot line, while the tube in the rear is the AOA line. There is
no static source on the probe.
After mounting the probe, install tubing interface hardware to connect the 3/16 plumbing lines
from the probe to whatever plumbing lines run back to the SV-ADAHRS-20X in your aircraft.
Make sure the plumbing lines do not chafe or interfere with any aircraft control systems.
Pressure Check
Dynon’s pitot design deliberately has a pin-sized leak hole in each of the two tubes to permit
draining any moisture which might accumulate inside. These holes are located in the middle of
the tube at the bottom. Plugging these holes does not guarantee a pneumatic seal (although
one is sometimes present). The leak that may exist does not affect the performance of the
probe. You will, however, need to take it into account when doing pressure/leak tests on your
pitot system.
Calibration
It is your responsibility to fly your plane safely while performing any configuration
or calibration in flight. The best scenario includes a second person to perform any
necessary steps on any SkyView components.
You should familiarize yourself with the AOA calibration procedure before flight by
reading through the instructions in the AOA Calibration Wizard (SETUP MENU >
HARDWARE CALIBRATION > ADAHRS CALIBRATION > AOA CALIBRATION).

Once you are flying straight and level at a safe altitude for stalls, go into the AOA Calibration
Wizard (IN FLIGHT SETUP MENU > AOA CALIBRATION…) and follow the onscreen instructions to
calibrate angle of attack.
Encoder Serial-to-Gray Code Converter Installation and Configuration

This section guides you through the installation of Dynon’s Encoder Converter (Dynon P/N
100362-000). The Encoder Converter is an electronic device that receives the serial encoder
data from a SkyView display and outputs standard Mode-C parallel Gray code into your Mode-C
transponder.
This Encoder Converter requires data from a SkyView display and is not to be
confused with other standalone encoders available on the market. The Encoder
Converter does not output an encoder strobe signal.
The Encoder Converter is designed to be powered off voltages between 10 and 30 volts DC.
Tools and Equipment

The following parts are not included with your Encoder Converter purchase but may be
necessary to complete the installation.
 Wire cutters
 Connector crimp tool
 Crimp pins
 SkyView Display Harness (SV-HARNESS-D37)
 Connector to mate with Gray code transponder
Electrical Installation
The following sections describe the wiring requirements for using the Encoder Converter. Please
follow these instructions explicitly as improper wiring can result in permanent damage to your unit.
Recommended Wire Practices

Use correct splicing techniques for all electrical connections, taking care to properly
insulate any exposed wire. A short circuit between any of the wires may cause
damage to the Encoder.
The wire used in construction of your Encoder Converter is 22 AWG avionics grade Tefzel wire,
which meets Mil Standard MIL-W-22759/16.
Make sure all connections are secure and all wires are routed and strain relieved
to ensure that the wires will not chafe against any other object in the aircraft.

Transponder Wiring
Wire the Encoder Converter signals to their respective connections on your Mode-C
transponder according to Table 46. Mode-C transponder pin-outs vary from device to device. To
find the correct pin-out, look at the manual for your transponder or contact its manufacturer.
The table below details which color wire should be connected to each Transponder pin. All of
the wires listed in the table leave one end of the Encoder Converter in a single bundle. If your
transponder has a switched power output, connect this to the power inputs on the Encoder
Converter. If your transponder does not include this switched power output, the Encoder
Converter power connections should be made directly to your switched avionics power. Ensure
that all avionics power is off before performing the wiring step of this installation.
If your Altitude Transponder has either a strobe signal or a D4 pin, leave these pins
unconnected.
Transponder Pin Encoder Converter Wire Color
A1 Yellow
A2 Green
A4 White with Blue stripe
B1 Blue
B2 Orange
B4 White with Red stripe
C1 White with Green stripe
C2 White
C4 White with Black stripe
Power (10 to 30 volts DC) Red
Ground Black
Strobe Signal Do not connect
Table 46–Transponder to Encoder Converter Wiring
The Gray code output of the Encoder Converter reports altitude not adjusted for barometric
pressure, as required by FAA specification. The altitude reported by the SkyView encoder will
always match the altitude shown on screen when the BARO value is set to 29.92 inHg.
SV-D700 or SV-D1000 Connection

Before wiring connections to the SkyView display check to ensure that the wire length between
your Encoder Converter and your display is appropriate. Add or remove wire length if needed
or desired. Customizing the wire length will facilitate an installation that is both cleaner and
more secure.
If you have more than one SkyView display, note that like all other serial devices, the encoder
converter module needs to be connected to a serial TX from each display simultaneously. See
the Serial Devices section for more information about this requirement.
Any general purpose SkyView display serial port is compatible with the Encoder Converter
module. Connect the Encoder’s input (green or red) to an appropriate wire on the display

harness (reference the SV-D700 / SV-D1000 Electrical Installation Section for details on which
pins to use). Also ensure that the display and the Encoder Converter Module share a ground.
Figure 88 illustrates the basic electrical connection between the SkyView display and the
Encoder Converter module.
Transponder
Yellow A1
Green A2
White/Blue A4
Blue B1
Orange B2
SkyView Display White/Red B4
Encoder Converter White/Green
DB37 Connector Module C1
White C2
White/Black C4
SkyView Display Serial Transmit
TX Green Wire Unconnected D4
Unconnected Strobe
Shared Ground
GND Black Wire
The Encoder Converter Module

is compatible with all SkyView
display serial ports.
Red
10-30 volts
Black
Ground
Figure 88–Encoder Converter Module Electrical Connections
Serial Port Setup–DYNON CONVERTER Format

Enter the Serial Port Setup Menu (SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT SETUP)
on each display and configure the appropriate serial port for use with the Encoder Serial-to-
Gray Code Converter module with the following settings:
SERIAL # IN DEVICE: NONE
SERIAL # IN FUNCTION: NONE
SERIAL # IN/OUT BAUD RATE: 1200
SERIAL # OUT DEVICE: DYNON CONVERTER
Capacitance-to-Voltage Converter Installation and Configuration

Dynon Avionics’ Capacitance-to-Voltage Converter (Dynon P/N 100654-000) is suitable for
general use with most capacitive plate fuel level sensors. It accepts an input via a female BNC
and outputs a DC voltage signal that can be read by the SV-EMS-220/221. It requires 10 to 15
volts DC for power and draws minimal current. We recommend that you connect the
Capacitance-to-Voltage Converter to the SV-EMS-220/221 for power as shown in the table
below. It will also work properly when connected directly to standard 12 volt DC aircraft power.
If your aircraft runs on 24 volt DC power, you must connect the Capacitance-to-Voltage
Converter to the SV-EMS-220/221 for its power source. Voltage inputs higher than 15 volts DC
will damage the device.

General Installation Recommendations

Connect the female BNC to the male BNC included with your capacitive fuel level sensor.
Connect the wires as shown in the table to an enhanced general purpose input on the SV-EMS-
220/221. If you need to extend the wire beyond the supplied length, we recommend avionics
grade 22 AWG wire with Tefzel® type insulation.
Refer to the Fuel Level Sensor Section for EMS pin-out information when connecting this
product to your SV-EMS-220/221.
You must configure the input type on the SV-EMS-220/221 to capacitive sender before
calibrating this product. Refer to the EMS Sensor Definitions, Mapping, and Settings Section for
configuration instructions and the EMS Sensor Calibration Section for calibration procedures.
Wire SV-EMS-220/221 Function

Pin
Black Any of Ground
5,13,16,17,20
White Any one or two Capacitance converter
of 8,22, or 31 output to EMS fuel level
input (0 Vdc to 5 Vdc)
Red 15 12 Vdc Power (normally
used for fuel flow)
Table 47 – Capacitance-to-Voltage Converter Wiring

15.Appendix A: Maintenance and Troubleshooting
This appendix provides builders, installers and technicians basic information regarding SkyView
maintenance and troubleshooting.
Dynon’s internet sites may provide more up-to-date information on maintenance and
troubleshooting than this document. The following sites should be used a reference:
 docs.dynonavionics.com–Dynon's documentation download area allows customers (and
prospective customers) to download the most up-to-date versions of all Dynon
documentation. Older versions of Dynon documentation may be shipped with OEM and
dealer-provided units, so it is a good idea to periodically check for new versions of
documentation.
 wiki.dynonavionics.com–Dynon’s Documentation Wiki provides enhanced, extended,
and frequently updated online documentation contributed by Dynon employees and
customers.
 forum.dynonavionics.com–Dynon’s Online Customer Forum is a resource for Dynon
Avionics customers to discuss installation and operational issues relating to Dynon
Avionics products. The Forum is especially useful for pilots with uncommon aircraft or
unusual installation issues. For customers that cannot call Dynon Technical Support
during our normal business hours, the Forum is a convenient way to interact with Dynon
Avionics Technical Support. The Forum allows online sharing of wiring diagrams, photos,
and other types of electronic files.
Dynon Technical Support is available 7:00 AM–4:00 PM (Pacific Time) Monday – Friday. For
phone support, call +1(425) 402-0433. Email our tech support staff at
[email protected].
There are no user-serviceable parts (such as replaceable fuses) inside any SkyView
system unit. Refer all servicing to Dynon Avionics.
Taking a Screenshot
It is sometimes helpful to have a screenshot of a behavior to share with Dynon technical
support. To accomplish this:
 Insert a USB memory stick into your SkyView USB port.
 When you want to save a screenshot of the display, press buttons 2 and 7 on that
display simultaneously. SkyView will display a message indicating that a screenshot has
been saved.
 The screenshot can be found in the “screenshots” folder on the USB memory stick when
the USB memory stick is connected to a computer.

Appendix A: Maintenance and Troubleshooting
Returning SkyView Components to Service after Repair

SkyView Network enabled components such as modules, servos, and displays are shipped in a
“like new” state after repair. To return a SkyView Network component to SkyView Network,
follow the following directions:
SV-D1000/D700 Display, when display is the ONLY display in the aircraft

1. Reinstall the display into the panel.
2. Reconnect all harnesses and connections as originally installed.
3. Power up the SkyView System.
4. If you have a settings backup on a USB memory stick:
a. Load settings backup via SETUP MENU > SYSTEM SOFTWARE > LOAD FILES.
b. Confirm that the tail number under SYSTEM SETUP > AICRAFT INFORMATION is
set to the actual aircraft tail number, not DYNON.
c. Reconfigure SkyView Network under SETUP MENU > NETWORK SETUP >
CONFIGURE…
d. Confirm all SkyView Network components are found.
e. Confirm all settings, calibrations, and behaviors are as expected. Dynon
recommends using the Installation Guide to walk through each set up section to
confirm proper system operation.
5. If you do not have a settings backup, use the SkyView Installation Guide to perform ALL
setup and configuration steps as if the entire system is being installed for the first time.
SV-D1000/D700 Display, when other display is part of a multi-display system in the

aircraft
1. Confirm that your OTHER (still installed) SkyView displays are running the latest system
software by comparing the version available at http://downloads.dynonavionics.com
with the version that is listed in SETUP MENU > SYSTEM SETUP > NETWORK SETUP >
NETWORK STATUS. If they are not the same, update these displays before proceeding
further. Instruction for updating your displays can be found in the Firmware Updates
and File Operations section of this manual.
2. Reinstall the repaired display into the panel.
5. If you have settings backed up from the repaired display from its pre-repair state, load
them using SETUP MENU > SYSTEM SOFTWARE > LOAD FILES…
a. If you do not have setting backed up from the repaired display, skip to step 9.
6. Ensure that ALL settings under SETUP MENU > LOCAL DISPLAY SETUP are correct.
7. Set the tail number of the repaired display (SYSTEM SETUP > AICRAFT INFORMATION) to
DYNON.
8. Exit setup on the repaired display.
9. DO NOT change any settings on the recently repaired display.

10. Using a display that never left the aircraft (and is presumably configured and working
correctly):
It is important that this step is done from the correct display. If network
configuration is done from the repaired unit, it is possible for it to overwrite the
correct settings that are stored in your good display with the Dynon default
factory settings.
a. Confirm that the tail number under SYSTEM SETUP > AICRAFT INFORMATION is
set to the actual aircraft tail number, not DYNON.
b. Reconfigure SkyView Network under SETUP MENU > NETWORK SETUP >
CONFIGURE…
c. Confirm all SkyView Network components are found, including ALL displays that
are in the aircraft.
d. Exit Setup mode.
11. On the recently repaired display, confirm that the tail number under SYSTEM SETUP >
AICRAFT INFORMATION is now set to the actual aircraft tail number, not DYNON. This
implies that all settings and configurations have been synchronized from the other
display.
SV-ADAHRS-20X Modules
1. Reinstall the ADAHRS in the aircraft.
4. From any display in the aircraft, reconfigure SkyView Network under SETUP MENU >
NETWORK SETUP > CONFIGURE…
5. Confirm all SkyView Network components are found, including the reinstalled ADAHRS.
6. If the ADAHRS is the same serial number as the one you returned for repair, no further
actions should be required. However, Dynon recommends double checking the
performance of magnetic heading and AOA calibration. If these do not seem to work as
well as they previously did, redo those calibrations.
7. If the ADAHRS is not the same serial number as the one you returned for repair, all
setup and calibration steps in the SV-ADAHRS-20X Installation and Configuration section
of the SkyView Installation manual should be performed as if the ADAHRS is being
installed for the first time.
Autopilot Servos
1. Reinstall the servo in the aircraft.
5. Confirm all SkyView Network components are found, including the reinstalled servo.

6. Assuming the Autopilot was previously set up and working correctly, you only need to
recalibrate the servos by going to SETUP MENU > HARDWARE CALIBRATION > SERVO
CALIBRATION > CALIBRATION and following the on-screen instructions.
All other SkyView Network Components

1. Reinstall the SkyView Network component in the aircraft.
5. No further action should be required.
Status Operation
SkyView displays give users access to vital operational information in the Display Hardware
Information Page (SETUP MENU > LOCAL DISPLAY SETUP > DISPLAY HARDWARE
INFORMATION). Note that the information in this menu may be useful during troubleshooting.
The information here cannot be edited on this screen; however, some parameters are editable
by the user on other screens.
This menu contains the following information:
 Display serial number
 Firmware version
 Display input voltage
 Backup battery charge state
 Operational state of the internal battery management circuitry
 Operational state of the internal voltage rails
 Screen brightness level
 Local light sensor output
 External light sensor output
 Brightness level output
 Contact input status
 Serial port status and current baud rate
 Button and joystick states
 Operational hours
Display Serial Number

The serial number of the display is noted here as SERIAL NUMBER: XXXXXX.
Display Firmware Version

The firmware version of the display is noted here as FIRMWARE VERSION: X.X.XX.XXX.

Display Input Voltage

The display's input voltage is list here as VOLTAGE: XX.XXV.
Backup Battery Module Charge State

If there is an SV-BAT-320 backup battery connected to the display, its voltage level is shown
here as BATTERY STATUS: XX.XXV. The battery is fully charged at 12.25V. Charging a completely
discharged battery may take up to 4 hours. To conserve your aircraft battery, the SV-BAT-320 is
only charged with SkyView detects your alternator/generator to be online.
Operational State of the Internal Battery Management Circuitry

The operational state of the display's internal battery management circuitry is listed here. If
there is an SV-BAT-320 backup battery connected to the display, you will see one of the
following states:
 CHARGING: SkyView system voltage is above 12.25V. SkyView is running on master
power and is charging the SV-BAT-320.
 DISCHARGING: SkyView system voltage is below 10V. SkyView runs on the SV-BAT-320.
The SV-BAT-320 discharges.
 CHARGED: SkyView system voltage is above 12.25V, and the SV-BAT-320 is fully charged.
 STANDBY: SkyView system voltage is above 10V, but below 12.25V: SkyView runs on
master power but does not charge the SV-BAT-320. To conserve your aircraft battery,
the SV-BAT-320 is only charged with SkyView detects your alternator/generator to be
online.
 NO BATTERY: No SV-BAT-320 is connected.
Operational State of the Internal Voltages

There are several important voltages in the display. You will find their statuses here. If they are
all operating at specified levels, then you will see OK. If any voltage is operating out of
specification, you will see X.XV FAIL for that voltage.
Screen Brightness Level

The screen's brightness level is shown here as a percent. For example, 100.0 means 100% and
50.0 means 50%.
Local Light Sensor Output

Each SkyView display has an integrated light sensor on the front bezel and its output is shown
here.
External Light Control Signal Output

SkyView displays are compatible with external light control signals. The state of the external
light control signal is shown here. This feature is not supported in the current release of
SkyView.

Brightness Level Output

SkyView displays can output a brightness level signal to control the brightness of compatible
external equipment screens. The level of the output is shown here. This feature is not
supported in the current release of SkyView.
Contact Input Status

Each SkyView display has four contact inputs. The status of each contact input is shown here as
either HIGH or LOW. This feature is not supported in the current release of SkyView.
Serial Port Status and Current Baud Rate

Each SkyView display has five general purpose serial ports. The status of each serial port is
shown with transmit (TX) and receive (RX) character counters and the ports current baud rate.
The character counters show any outgoing or incoming character and roll over at 9999.
Button and Joystick States

The state of each button is shown on the BUTTON STATE line. You will see 1 2 3 4 5 6 7 8 on the
line. When you press a button, its respective number on the button state line is replaced with
an asterisk (*). For example, if you press and hold button 3, you will see 1 2 * 4 5 6 7 8.
The state of each joystick is shown on the JOYSTICK STATE line. Each joystick is denoted with an
L or R (left or right, respectively), a counter to show joystick turns, and the letters UDLRC to
denote moving the joystick Up, Down, Left, Right, and Center (when pressed like a button).
Operational Hours
This is a running count of the hours a screen has been on since was initially manufactured.
Instructions for Continued Airworthiness

Follow these steps for continued airworthiness:
 Conduct any periodic checks that are mandated by local regulations (IE, FAA for US
Aircraft). If this includes a pitot/static test, ensure that the procedure at the end of the
SV-ADAHRS-20X Installation and Configuration section of this guide are followed.
 Annually test the optional backup battery (SV-BAT-320).
 Any other issues should be addressed on an as-needed basis.
Annual Backup Battery Test

Perform this test on a yearly basis to ensure each backup battery in the SkyView system is fully
functional. A fully charged SV-BAT-320 should power a typical SkyView system for at least 60
minutes if primary power is lost.
If the SkyView system has more than one display with a backup battery installed, perform the
test for each display individually. Power off all but one display during the test.

Test Procedure
6. Set the SkyView display to full brightness (PFD > press SCREEN > press DIM > press FULL)
7. Fully charge the SV-BAT-320 Backup Battery. Reference the Battery Charging and
Battery Status Check sections for battery charging instructions.
8. Disconnect primary power from the SkyView display—ensure that the display is not
powered from another source
9. Clear the POWERING DOWN IN # SECONDS message (press STAY ON)
10. Allow the SkyView system to run off the backup battery
The system passes if, after 60 minutes, it has not turned off.
Repeat the test procedure for each backup battery in the system.
This test discharges the backup battery. Recharging the battery after the test is
recommended. Do this by applying primary power to the display. The backup
battery is fully charged when its voltage reaches 12.25 volts.
If a tested battery does not pass the annual backup battery test, please contact Dynon by
phone or the online store (store.dynonavionics.com) to obtain a replacement battery.
Please dispose of non‐functional SkyView backup batteries in a responsible

manner. SkyView backup batteries are lithium-ion and similar in construction to
cordless tool batteries. They can likely be recycled wherever cordless tool battery
recycling is available. For a list of recycling locations in your area (USA only), call 1-
800-8-BATTERY or see the Call 2 Recycle website at www.rbrc.org.
Troubleshooting
The Display Hardware Information Page (SETUP MENU > LOCAL DISPLAY SETUP > DISPLAY
HARDWARE INFORMATION) can be a valuable resource when troubleshooting SkyView and is
described in the previous section.
If the suggestions below do not help, or your issue is not listed below, please call
Dynon Technical Support at +1(425) 402-0433 or email at
[email protected].
Network Configuration Does Not Work or SkyView Network Module Is Not Working
Properly
If you try and configure a SkyView network and it does not work, try the following:
 Check network wiring and try again. There may be a short or an open somewhere.
 Unplug network modules one by one and try again. It is possible that one of the
modules could cause the network to stop functioning.
 Try again.

 For modules such as the SV-ADAHRS-20X, the SV-EMS-220/221, and SV-ARINC-429,

observe the red LED light near the SkyView Network connector:
o Flashing Fast: The module is operating normally and is configured and
communicating on a SkyView Network.
o Flashing Slowly: The module is operating normally, but is not active on SkyView
Network.
o Off: The module is not receiving power (from a SkyView Network / Display)
o On Solid - the module is receiving power, but is not operating normally.
SkyView Reports STANDBY NETWORK ERROR

SkyView has detected a problem with the SkyView Network wiring between one or more
modules. Go to SETUP MENU > SYSTEM SETUP > NETWORK SETUP > NETWORK STATUS for a
description of the problem. Module failures and/or wiring faults (via SkyView D9 connector pin
callouts) will be annunciated here to aid troubleshooting.
Compass Calibration Fails

If you try to calibrate your compass and it does not work, try the following:
 Ensure SkyView is receiving data from the system’s GPS receiver. Go to the Display
Hardware Information Page as mentioned at the beginning of this section, scroll down
the menu to the serial port status section, and confirm that the receive (RX) counter is
active on the GPS serial port.
 Ensure the SkyView network status includes the ADAHRS you’re trying to calibrate. Use
the Network Status Wizard and confirm that the ADAHRS is present in the system.
 Ensure the ADAHRS location is compatible with the requirements outlined in the
General System Installation Tips Section of this guide.
Display does not Turn On

If your SkyView display does not turn on, try the following:
 Check power wiring and fuses and try again. There may be a short or an open
somewhere.
 Observe the lights on the Ethernet port. Unlike other Ethernet ports, these lights are
used for display status:
o Yellow light on: Power on pins 1/20 (power/ground).
o Yellow light off: Display not receiving power.
o Green light flashing: Normal when display is turned on, or turned off with a
backup battery connected.
o Green light solid on or off: Something is wrong with the SkyView display. Contact
Dynon Technical Support for further support.

No GPS
GPS is an essential part of a SkyView system. If you do not have a working GPS, you cannot set
the system time, calibrate the compass, or use the moving map. If you are experiencing these
symptoms, try the following:
 Check wiring and connections. Make sure all wiring runs are complete, that connections
are solid, and that transmit (TX) and receive (RX) are not swapped. If you are using the
SV-GPS-250 GPS Receiver module, make sure that power and ground wires are also
installed correctly.
 Ensure that the GPS serial port’s parameters are configured correctly. Go to the Serial
Port Setup Menu (SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT SETUP > SERIAL
PORT # SETUP) and check the input device, function, baud rate, and output device
properties of the port. This menu also contains serial transmit (TX) and receive (RX)
counters. These show activity on the transmit and receive lines of that port and can
indicate if the GPS is at least active on that port. Reference the SV-GPS-250 Serial
Connection Section for SV-GPS-250 serial port settings. Also reference the Serial Devices
Section on page 4-11 of this guide if a comprehensive explanation of SkyView serial
connections is necessary.
Engine Sensor Does Not Show Up Onscreen

Make sure the sensor is installed, defined, mapped, and configured according to the
instructions found in the SV-EMS-220/221 Installation and Configuration Chapter.

16.Appendix B: Specifications
SkyView Equipment Weights

SkyView Equipment Description Weight
SV-D1000 with mounting screws 3 lb 0.7 oz (1.38 kg)
SV-D700 with mounting screws 2 lb 6.1 oz (1.08 kg)
SV-ADAHRS-20X 8.2 oz (0.23 kg)
SV-EMS-220/221 9.6 oz (0.27 kg)
SV-GPS-250 6.7 oz (0.19 kg)
SV-BAT-320 13.1 oz (0.37 kg)
SV-XPNDR-26X 14.4 oz (0.4kg)
SV-ARINC-429 6.0 oz (0.17kg)
SV32 2.0 lb. (0.91 kg)
SV42 3.0 lb.(1.36 kg)
SV52 4.0 lb.(1.81 kg)
SV-OAT-340 1.5 oz (0.04 kg)
SV-HARNESS-D37 7.5 oz (0.21 kg)
SV-NET-CHG 0.4 oz (0.01 kg)
SV-NET-SPL 3.2 oz (0.09 kg)
SV-NET-3CC 3.2 oz (0.09 kg)
SV-NET-6CC 4.6 oz (0.13 kg)
SV-NET-10CP 6.7 oz (0.19 kg)
SV-NET-15CP 8.8 oz (0.25 kg)
SV-NET-20CP 11.3 oz (0.32 kg)
SV-NET-30CP 15.2 oz (0.43 kg)
SV-NET-HUB 3.1 oz (0.09 kg)
Heated AOA/Pitot Probe and Heater Controller (100667-000) 11.3 oz (0.32 kg)
Unheated AOA/Pitot Probe (100141-000) 5.7 oz (0.16 kg)
Encoder Serial-to-Gray Code Converter (100362-000) 1.6 oz (0.05 kg)
EMS 37-pin Main Sensor Harness (100399-000) 13 oz. (0.37 kg)
EMS EGT/CHT 6-cylinder 25-pin Thermocouple Wire Harness
11 oz (0.31 kg)
(100399-002)
Manifold Pressure Sender (100434-000) 3.2 oz (0.09 kg)
Oil Pressure Sender (100411-002) 3.9 oz (0.11 kg)
Fuel/Coolant Pressure Sender (100411-000) 3.9 oz (0.11 kg)
Oil Temperature Sender (100409-000 and 100409-001) 2.1 oz (0.06 kg)
Single EGT Probe 1.4 oz (0.04 kg)*
Single CHT Probe 1.4 oz (0.04 kg)*
OAT Sender (100433-000) 3.2 oz (0.09 kg)
Fuel Flow Sender (100403-003) 3.9 oz (0.11 kg)
Carburetor Air Temperature Sender (100468-000) 2.1 oz (0.06 kg)
Ammeter Shunt (100412-000) 5.0 oz (0.14 kg)
Table 48–SkyView Equipment Weights
*This is for a single probe. Multiply by the number of probes to obtain total weight of probes.

Appendix B: Specifications
SkyView Compatible Engine Sensors

Description Range/Type Fittings Dynon P/N
0-60 A
Amps Shunt or 2 each 1/4” Ring
(can be configured to 100412-000
Ammeter Shunt Terminals
display -60 A to +60 A)
Capacitance to
Voltage Converter for BNC connector to Van’s
50 pF to 1000 pF 100654-000
Vans Capacitive RV fuel tank sensor
Plates
Carburetor Air
-50° F to 150° F 1/4-28 UNF 100468-000
Temperature
CHT (for Jabiru) J-Type Thermocouple 12mm Ring Terminal 100578-000
CHT (for Lycoming/
J-Type Thermocouple Bayonet 3/8-24 UNF 100404-000
Continental/Superior)
1/8” hole, Hose Clamp
EGT (for Jabiru) K-Type Thermocouple 100405-002
3/4” – 1 3/4”
EGT (for Lycoming/ 1/8” hole, Hose Clamp,
K-Type Thermocouple 100405-000
Continental/Superior) 1” – 2”
1/8” hole, Hose Clamp
EGT (for Rotax) K-Type Thermocouple 100405-001
1/4” – 1 1/4”
Fuel Flow Transducer
0.6 GPH -70+ GPH 1/4” Female NPT 100403-003
(EI FT-60)
Fuel Pressure
0-30 PSI 1/8-27 NPT 100411-000
(carbureted)
Fuel Pressure
0-80 PSI 1/8-27 NPT 100411-001
(fuel injected)
Manifold Pressure Nipple fitting: 1/4” ID
0-60 In Hg 100434-000
(MAP) tubing recommended
100433-001
3/8” hole in fuselage,
OAT Probe -40° F to 150° F 100433-002
9/16” nut
100433-003
Oil Pressure 0-150 PSI 1/8-27 NPT 100411-002
Oil Temperature
(for Lycoming/ -10° F to 300° F 5/8-18 UNF 100409-001
Continental/Superior)
Oil Temperature (for
older Continental 0- -10° F to 300° F 1/8-27 NPT 100409-000
200s)
Table 49–SkyView Compatible Engine Sensors

SV-XPNDR-261 Specifications
Specification Characteristics
ETSO 2C112b Class 1 Level 2els, ETSO
Compliance C166a Class B0, TSO C112c Class 1
Level 2els, TSO C166a Class B0
FCC Identification VZI00745
EUROCAE ED-73B, EUROCAE DO-
Applicable documents 160F/ED-14F (RTCA DO-160F), RTCA
DO-181D, RTCA DO-260A change 2
Software ED-12B (RTCA DO-178B) Level B
Hardware DO-254 Level C
11 – 33 Volts DC. Typical 6 Watts @
Power Requirements
14Volts.
Altitude 35,000 feet
95% @ +50°C for 6 hours; 85% @
Humidity +38°C for 16 hours.
Tested to Category A in DO-160F
Operating
-20°C to +70°C
Temperature
Transmitter Frequency 1090MHz ± 1MHz
250 Watts nominal; 125 Watts
minimum at antenna after allowing for
Transmitter Power
0.5dB connector losses and 1.5dB
cable losses.
Transmitter
6M75 V1D
Modulation
Receiver Frequency 1030 MHz
Receiver Sensitivity -74Dbm ± 3Db
Physical Specifications (in the mounting tray)
Height 48mm (1.9”)
Width 66mm (2.5”)
Length 160mm (6.3”)
Weight 0.77lbs. (350 g)
Table 50 - SV-XPNDR-261 Specifications

SV-XPNDR-262 Specifications
Specification Characteristics
ETSO 2C112b Class 2 Level 2els, ETSO
Compliance C166a Class B0, TSO C112c Class 2
Level 2els, TSO C166a Class B0
FCC Identification VZI00675
EUROCAE ED-73B, EUROCAE DO-
Applicable documents 160F/ED-14F (RTCA DO-160F), RTCA
DO-181D, RTCA DO-260A change 2
Software ED-12B (RTCA DO-178B) Level B
Hardware DO-254 Level C
11 – 33 Volts DC. Typical 5 Watts @
Power Requirements
14Volts.
Altitude 35,000 feet
95% @ +50°C for 6 hours; 85% @
Humidity +38°C for 16 hours.
Tested to Category A in DO-160F
Operating
-20°C to +70°C
Temperature
Transmitter Frequency 1090MHz ± 1MHz
125 Watts nominal; 71 Watts
minimum at antenna after allowing for
Transmitter Power
0.5dB connector losses and 1.5dB
cable losses.
Transmitter
6M75 V1D
Modulation
Receiver Frequency 1030 MHz
Receiver Sensitivity -74Dbm ± 3Db
Physical Specifications (in the mounting tray)
Height 48mm (1.9”)
Width 66mm (2.5”)
Length 160mm (6.3”)
Weight 0.77lbs. (350 g)
Table 51 - SV-XPNDR-262 Specifications

17.Appendix C: Wiring and Electrical Connections
SkyView utilizes standardized network connectors and wire harnesses for

equipment-to-equipment connections as well as other connections. Installers
should rarely have to build custom wire harnesses. This appendix is included as a
reference for those rare times when custom wiring is required.
Improper wiring can result in permanent damage to your instrument and/or the
accompanying sensors.
Make all connections to your harness before plugging it into any of the
components of the system. Do not make connections while power is applied at
any point in the system.
Wire Gauge
Unless otherwise specified, 22 AWG wire is normally sufficient for the power supply and ground
lines, but we recommend that you consult a wire sizing chart to determine the size required for
the wire routing in your particular aircraft. Ensure that the power lines include a circuit breaker
or an appropriately sized fuse for the wire you select.
Smaller gauge wire is sufficient for lines that only carry data.
FAA Advisory Circular AC 43.13-1B is an excellent resource for wire sizing requirements as well
as other acceptable methods, techniques, and practices in aircraft inspection and repair.
Grounding
Many of the engine sensors require a connection to a ground on the SV-EMS-220/221. There
are many places on an aircraft where you could connect these sensors. However, the ideal
location to ground these sensors is to one of the SV-EMS-220/221 ground pins. Connecting the
sensor’s ground pin directly to the SV-EMS-220/221 minimizes any voltage difference between
sensor ground and SV-EMS-220/221 ground.
You can measure the voltage difference between grounds to check if the
connection has a minimal voltage drop. Set a multimeter to the DC voltages setting
and place one probe tip on one ground and place the other probe tip on the other.
Measurements close to 0 mV (within 5 mV) are, in most cases, acceptable.
Other grounding recommendations include:

 Ensure that solid, thick electrical connections exist between engine and battery ground.
 Do not paint over surfaces that are ground connection points.

Appendix C: Wiring and Electrical Connections
D-subminiature Crimp Contacts and Tools

D-subminiature crimp contacts can be obtained from a variety of sources. Dynon recommends
the use of the following Mil Spec types in avionics applications.
Gender Mil Spec # Wire AWG

Female/Socket M39029/63-368
20, 22, 24
Male/Pin M39029/64-369
Table 52–Recommended D-subminiature Crimp Pins
Use a high quality 4-way indentation contact crimper when working the Mil Spec contacts in
Table 52. Paladin Tools P/N 1440 (for 20 to 26 AWG wire) is an example of such a contact
crimper tool.
Homemade Wire Harness Considerations

Each SkyView display includes its own wire harness (SV-HARNESS-D37) for connection to power,
serial ports, USB, the external battery, and other connections. We recommend that you use this
harness for display installations instead of building your own.
Here are some considerations if you build your own SkyView network wire harnesses.
Wire Insulation
We recommend that all wire harness wires that are installed in aircraft utilize Tefzel® insulation.
Twisted Pairs
SkyView networks utilize two data wire pairs for communication between devices. This guide
refers to these pairs as Data 1 and Data 2 and each have an A and a B wire. These pairs should
have 8 to 10 twists per foot over their entire length.
Heat Shrink Bundling and Strain Relief

All wires should be bundled together with heat shrink and then strain relieved when exiting the
connector shell or hood.
SV-BAT-320 Connection
To connect a homemade harness to an SV-BAT-320, the following specifications must be
followed closely for the SV-BAT-320 to charge and work correctly:
Connector: Molex Micro-Fit P/N 43640-0301 (Digi-Key P/N WM1856-ND)

Pins: Molex Micro-Fit P/N 43031-0007 (Digi-Key P/N WM1841-ND)
Wire: 22 AWG Tefzel, NO MORE THAN 24” LONG; red w/yellow: M22759/16-22-24;
black: M22759/16-22-0

` Appendix C: Wiring and Electrical Connections
SkyView D37 Molex

Function
Connector Pin Connector Pin
Power 2 3
Ground 23 1
Table 53 - SV-BAT-320 Wiring
OAT Connection
For customers that are converting from other Dynon products, you can use your installed OAT
with the addition of the connector below. Both 100433-000 and 100433-001 are compatible.
The OAT wiring can be extended as required. If you have 100433-001, ignore the red wire and
connect the yellow and blue wires to the connector below. The OAT is non-polarized; either
wire can connect to either pin.
Connector: Molex Micro-Fit P/N 43645-0200 (Digi-Key P/N WM1845-ND)
Pins: Molex Micro-Fit P/N 43030-0007 (Digi-Key P/N WM1837-ND)
Wire: 22 AWG Tefzel
SkyView Equipment Electrical Connections

A SkyView display (SV-D700 and SV-D1000) has six connectors on the back of the unit as
illustrated in Figure 89:
 One male D37 for connection to the SkyView Display Harness (SV-HARNESS-D37)
 Two male D9 SkyView network connectors
 Two Standard 4-pin USB 2.0 jacks for use with USB Series A plugs. Note that there is also
a USB port on the SV-HARNESS-D37 for convenience.
 One standard 8-pin RJ45 connector for use with twisted pair category 5 Ethernet cable

Figure 89–SV-D700 and SV-D1000 Connectors
A SkyView ADAHRS module (SV-ADAHRS-20X) has two connectors as illustrated in Figure 90:
 One male D9 SkyView network connector
 One 2-pin OAT probe connector (only compatible with the SV-OAT-340)
Figure 90–SV-ADAHRS-20X Connectors
The SkyView EMS Module (SV-EMS-220/221) has three connectors as illustrated in Figure 91:
 One male D9 SkyView network connector
 One male D37 for various transducer connections
 One female D25 for thermocouple connections

Figure 91–SV-EMS-220/221 Connectors
The SkyView GPS Receiver module (SV-GPS-250) includes four unterminated wires. These wires
may be trimmed or spliced and extended as needed to suit the installation location. Match the
colors of these wires with the corresponding colors on the display harness as mentioned in the
Serial Connection Section of the SV-GPS-250 Installation and Configuration Chapter.
The SkyView Backup Battery (SV-BAT-320) has one connector. Do not add more wire into the
backup battery wire bundle.
Each SkyView servo has seven unterminated wires. Reference the Autopilot Servo Installation,
Configuration, and Calibration section for more information.
SkyView Equipment Electrical Connector Pin-Out Tables

See tables on the follow pages for connector pin function descriptions. Tables for the USB jacks,
RJ45 jack, OAT connector, and battery connector are not included.
Servo Harness Pin-Out
Servo Wire Description

Color
Red Power (10 to 30 volts DC)
Black Aircraft Ground
Green SkyView Network Data 1A
Blue SkyView Network Data 1B
AP Disengage/Control Wheel Steering
Yellow
(CWS) Button
White/Green SkyView Network Data 2A
White/Blue SkyView Network Data 2B
Table 54–Servo Wiring

SkyView D37 Harness Pin-Out
SkyView Display Male

SV-HARNESS-D37 Wire Color Description
D37 Pin
1 Red Power Input
2 Red with Yellow stripe Backup Battery Input
3 Brown with Violet stripe Serial Port 1 RX
4 Brown with Orange stripe Serial Port 1 TX
5 Yellow with Violet stripe Serial Port 2 RX
6 Yellow with Orange stripe Serial Port 2 TX
7 Green with Violet stripe Serial Port 3 RX
8 Green with Orange stripe Serial Port 3 TX
9 Blue with Violet stripe Serial Port 4 RX
10 Blue with Orange stripe Serial Port 4 TX
11 Gray with Violet stripe Serial Port 5 RX
12 Gray with Orange stripe Serial Port 5 TX
13 Brown Audio Output Left
14 Orange with Yellow stripe Contact Input 3
15 Orange with Green stripe Contact Input 4
16 Red USB Power
17 Black USB Ground
18 White USB-
19 Green USB+
20 Red Power Input
21 Black Ground
22 Black Ground
23 Black Ground
24 Black Ground
25 Violet Dim Input
26 White Dim Output
27 Orange with Red stripe Contact Input 2
28 Orange with Black stripe Contact Input 1
29 Orange SV-GPS-250 Power Output
30 Black Audio Ground
31 Gray Audio Output Right
32 Do Not Connect Do Not Connect
Table 55–SkyView Display Male D37 Pin-out with Harness Wire Colors

SkyView D37 Block Diagram

Figure 92 illustrates basic SkyView display D37 electrical connections.
Figure 92–SkyView D37 Connector Electrical Connections
The current release of SkyView does not support discrete inputs. These features
will be available through a future firmware update.

SkyView Network Connection Pin-Out
SkyView Network SkyView Network

Description
Male D9 Pin Cable Wire Color
1 Green SkyView Network Data 1 A
2 Black SkyView Network Ground 1
White with Black
3 SkyView Network Ground 2
Stripe
White with Blue
4 SkyView Network Data 2 B
Stripe
5 Orange SkyView EMS Auxiliary Voltage
6 Blue SkyView Network Data 1 B
7 Red SkyView Network Power 1
White with Green
8 SkyView Network Data 2 A
stripe
White with Red
9 SkyView Network Power 2
stripe
Table 56–SkyView Network Male D9 Pin-out and Wire Harness Colors

Ground 1
Ground 2
EMS Aux
Data 1 A
Data 2 B
White/Black
White/Blue
Orange
Green
Black
1
2
3
4
5
Blue 6
Red 7
Data 2 A White/Green 8
White/Red 9
Data 1 B
Power 1
Power 2
Figure 93–SkyView Network Female D9 Pin Insertion View (Rear)
SV-EMS-220/221 Pin-Out
SV-EMS-220 Male EMS 37-pin Harness Wire

Description
D37 Pin Color
1 Red Voltmeter 1 (0 to 30 volts DC)
2 Yellow or Unwired Voltmeter 2 (0 to 30 volts DC)
3 Black Signal Ground
4 Purple/Blue General Purpose Input 1
6 White/Yellow General Purpose Input 11
7 White/Brown General Purpose Input 12
8 Brown Enhanced General Purpose Input 4
9 Brown/Blue General Purpose Input 5
10 Brown/Yellow General Purpose Input 6
11 Orange General Purpose Input 7
12 Yellow General Purpose Input 8
14 Yellow Fuel Flow Input 1

SV-EMS-220 Male EMS 37-pin Harness Wire

Description
D37 Pin Color
15 Red +12 volts DC Auxiliary Power Output
+5 volts DC Auxiliary Power Output
18 White/Red
(Fuse limited to 500 mA)
19 White/Black Fuel Flow Input 2
20 Orange/Brown General Purpose Input 9
21 Orange/Blue General Purpose Input 10
22 Purple/Yellow Enhanced General Purpose Input 2
23 Purple/Green General Purpose Input 3
24 Orange/Green Amps+ Input
25 Orange/Purple Amps- Input
26 Green/Red Manifold Pressure Input
27 Open General Purpose TC Input 1+
28 Open General Purpose TC Input 1-
31 White/Orange Enhanced General Purpose Input 13
32 White/Green Standard RPM Left Input
33 White/Blue Standard RPM Right Input
34 Blue Low Voltage RPM Left Input
35 Green Low Voltage RPM Right Input
36 Blue General Purpose TC Input 2+
37 Green General Purpose TC Input 2-
Table 57–SV-EMS-220 Male D37 Transducer Connector
SV-EMS-221 D37 EMS 37-pin Harness Wire Sensor (with Dynon part number if
Pin Color applicable)
4 Purple/Blue Not connected
6 White/Yellow Not connected
7 White/Brown Not connected
8 Brown Fuel pressure (101716-000)
9 Brown/Blue Not connected

SV-EMS-221 D37 EMS 37-pin Harness Wire Sensor (with Dynon part number if
Pin Color applicable)
Fuel flow power (100403-003) / Oil
15 Red
pressure (Honeywell only) sensor power
Manifold Pressure Sensor Power (+5 volt)
18 White/Red
/ Kavlico Pressure Sensors
19 White/Black Return fuel flow (100403-003)
22 Purple/Yellow Not connected
RPM Signal to Rotax 912 iS Prop
27 Open
Controller (optional)
NOTE: Must be grounded to common
28 Open
ground with Prop Controller
32 White/Green Not connected
36 Blue or Unwired CAN High from 912 iS ECU
37 Green or Unwired CAN Low CAN High from 912 iS ECU
Table 58 - SV-EMS-221 Male D37 Transducer Connector
EMS 25-pin
SV-EMS-220/221 Female D25
Thermocouple Description
Thermocouple Connector Pin
Harness Wire Color*
2 Red CHT6 RED
3 Red EGT6 RED
4 Red CHT5 RED

EMS 25-pin
SV-EMS-220/221 Female D25
Thermocouple Description
Thermocouple Connector Pin
Harness Wire Color*
5 Red EGT5 RED
6 Red CHT4 RED
7 Red EGT4 RED
8 Red CHT3 RED
9 Red EGT3 RED
10 Red CHT2 RED
11 Red EGT2 RED
12 Red CHT1 RED
13 Red EGT1 RED
14 White CHT6 WHITE
15 Yellow EGT6 YELLOW
16 White CHT5 WHITE
18 White CHT4 WHITE
20 White CHT3 WHITE
22 White CHT2 WHITE
24 White CHT1 WHITE
Table 59–SV-EMS-220/221 Female D25 Thermocouple Connector
*Note, this is the 6-cylinder harness.

SV-ARINC-429 Pin-Out
Pin Function Notes
1 No Connect -
2 No Connect -
3 Serial RX Aviation Format Only From Connected ARINC-429 GPS
4 No Connect -
5 No Connect -
6 No Connect -
7 No Connect -
8 No Connect -
9 No Connect -
10 ARINC 2 RX B -
11 ARINC 1 RX B -
12 ARINC TX B
13 ARINC TX B
14 No Connect -
15 No Connect -
16 No Connect -
17 No Connect -
18 No Connect -
19 No Connect -
20 Ground -
21 No Connect -
22 ARINC 2 RX A -
23 ARINC 1 RX A -
24 ARINC TX A
25 ARINC TX A
Table 60 - SV-ARINC-429 Female D25 Connector

SV-XPNDR-26X Pin-Out
SV-XPNDR-26X
Function Description
D25 Pin
3 GPS Serial Input Aviation Format Only
4 No Connect -
Transponder Serial Connect to Pin 4, 6, 8, or 10 on
5
RX SkyView Display D37 connector
6 No Connect -
Transponder Serial Connect to Pin 3, 5, 7, or 9 on
7
TX SkyView Display D37 connector
8 No Connect -
9 No Connect -
10 No Connect -
11 No Connect -
14 Ground Connect to Aircraft Ground
15 11-33V DC Connect to Aircraft Power
16 No Connect -
External Standby
17 Optional: Not Commonly Connected
In
Mutual
18 Optional: Not Commonly Connected
Suppression
19 Squat Switch In Optional: Not Commonly Connected
20 Ident Switch In Optional: Not Commonly Connected
21 No Connect -
22 No Connect -
23 No Connect -
24 No Connect -
25 No Connect -
Table 61 - SV-SPNDR-26X D25 Connector

SV-XPNDR-26X Qualification Forms

Nomenclature: TT21 Mode S Transponder (Dynon Avionics SV-XPNDR-262)
Part Number: 00675-(XX) ETSO: 2C112b, C166a
Manufacturer: Trig Avionics Limited
Address: Heriot Watt Research Park, Riccarton, Currie, Scotland, EH14 4AP
Conditions DO-160F Description of Conducted Tests
Section
Temperature and Altitude 4.0 Equipment tested to Categories A2, C1
Low temperature ground survival 4.5.1 -55°C
Low temperature short-time 4.5.1 -40°C
operating
Low temperature operating 4.5.2 -20°C
High temperature operating 4.5.4 +70°C
High temperature short-time 4.5.3 +70°C
operating
High temperature ground survival 4.5.3 +85°C
Loss of Cooling 4.5.5 Cooling air not required (+70°C operating without cooling air)
Altitude 4.6.1 35,000 feet
Decompression 4.6.2 8,000 to 35,000 feet in 15 seconds
Overpressure 4.6.3 -15,000 feet
Temperature Variation 5.0 Equipment tested to Category C
Humidity 6.0 Equipment tested to Category A
Operational Shocks 7.2 Equipment tested to Category B
Crash Safety 7.3 Equipment tested to Category B type 5
Vibration 8.0 Aircraft zone 2; type 3, 4, 5 to category S level M, type 1 (Helicopters) to
category U level G
Explosion 9.0 Equipment identified as Category X – no test required
Waterproofness 10.0 Equipment identified as Category X – no test required
Fluids Susceptibility 11.0 Equipment identified as Category X – no test required
Sand and Dust 12.0 Equipment identified as Category X – no test required
Fungus 13.0 Equipment identified as Category X – no test required
Salt Spray 14.0 Equipment identified as Category X – no test required
Magnetic Effect 15.0 Equipment tested to Category Z
Power Input 16.0 Equipment tested to Category BX
Voltage Spike 17.0 Equipment tested to Category B
Audio frequency conducted 18.0 Equipment tested to Category B
susceptibility
Induced signal susceptibility 19.0 Equipment tested to Category AC
Radio frequency susceptibility 20.0 Equipment tested to Category TT
Radio frequency emission 21.0 Equipment tested to Category B
Lightning induced transient 22.0 Equipment identified as Category XXXX – no test required
susceptibility
Lightning direct effects 23.0 Equipment identified as Category X – no test required
Icing 24.0 Equipment identified as Category X – no test required
Electrostatic Discharge 25.0 Equipment identified as Category X – no test required
Fire, Flammability 26.0 Equipment identified as Category C

Nomenclature: TT22 Mode S Transponder (Dynon Avionics SV-XPNDR-261)

Part Number: 00745-(XX) ETSO: 2C112b, C166a
Manufacturer: Trig Avionics Limited
Address: Heriot Watt Research Park, Riccarton, Currie, Scotland, EH14 4AP
Conditions DO-160F Description of Conducted Tests
Section
Temperature and Altitude 4.0 Equipment tested to Categories A2, C1
Low temperature ground survival 4.5.1 -55°C
Low temperature short-time 4.5.1 -40°C
operating
Low temperature operating 4.5.2 -20°C
High temperature operating 4.5.4 +70°C
High temperature short-time 4.5.3 +70°C
operating
High temperature ground survival 4.5.3 +85°C
Loss of Cooling 4.5.5 Cooling air not required (+70°C operating without cooling air)
Altitude 4.6.1 35,000 feet
Decompression 4.6.2 8,000 to 35,000 feet in 15 seconds
Overpressure 4.6.3 -15,000 feet
Temperature Variation 5.0 Equipment tested to Category C
Humidity 6.0 Equipment tested to Category A
Operational Shocks 7.2 Equipment tested to Category B
Crash Safety 7.3 Equipment tested to Category B type 5
Vibration 8.0 Aircraft zone 2; type 3, 4, 5 to category S level M, type 1 (Helicopters) to
category U level G
Explosion 9.0 Equipment identified as Category X – no test required
Waterproofness 10.0 Equipment identified as Category X – no test required
Fluids Susceptibility 11.0 Equipment identified as Category X – no test required
Sand and Dust 12.0 Equipment identified as Category X – no test required
Fungus 13.0 Equipment identified as Category X – no test required
Salt Spray 14.0 Equipment identified as Category X – no test required
Magnetic Effect 15.0 Equipment tested to Category Z
Power Input 16.0 Equipment tested to Category BX
Voltage Spike 17.0 Equipment tested to Category B
Audio frequency conducted 18.0 Equipment tested to Category B
susceptibility
Induced signal susceptibility 19.0 Equipment tested to Category AC
Radio frequency susceptibility 20.0 Equipment tested to Category TT
Radio frequency emission 21.0 Equipment tested to Category B
Lightning induced transient 22.0 Equipment identified as Category XXXX – no test required
susceptibility
Lightning direct effects 23.0 Equipment identified as Category X – no test required
Icing 24.0 Equipment identified as Category X – no test required
Electrostatic Discharge 25.0 Equipment identified as Category X – no test required
Fire, Flammability 26.0 Equipment identified as Category C
Table 62 - SV-XPNDR-26X Qualification Forms

SV-XPNDR-26X ADS-B Compliance

SV-XPNDR-26X transponder modules include support for Extended Squitter ADS-B out. The SV-
XPNDR-26X is a DO-260A change 2 compliant class B0 broadcast-only participant.
ADS-B Parameters Supported

The following table lists the ADS-B parameters that are transmitted by the SV-XPNDR-26X
transponder when connected to an appropriate GPS receiver.
Parameter BDS Register

SPI 0,5
Emergency Indicator 0,5
Barometric Altitude 0,5
Quality Indicator (NIC) 0,5
Airborne Latitude 0,5

Position Longitude 0,5
Quality Indicator (NIC) 0,6
Latitude 0,6
Surface Position
Longitude 0,6
Surface Ground Speed 0,6
Surface Ground Track 0,6
Aircraft Identification 0,8
Airborne Ground Velocity 0,9
Emergency Status 6,1
Quality Indicator (NACp) 6,5
Quality Indicator (SIL) 6,5
Version Indicator 6,5
Surface Length/Width 6,5
Table 63 - SV-XPNDR-26X ADS-B Parameters Supported
In addition the TEST message with 4096 squawk code information can also be transmitted to
support coordination with ATC radar systems. TEST message transmission status is an
installation option.
In all cases, uncompensated latency due to the transponder is less than 10 milliseconds.
Analysis of the system latency should add this to the latency of the GPS system and the

transmission time of the position data from the GPS to the transponder to determine the
overall latency.
ADS-B Service Levels

ADS-B forms part of the future plans for airspace management, and is being deployed in certain
limited applications. The following summary of the ADS-B service is current at the date of
publication of this manual, but you should be aware that regulatory changes are taking place in
this area, and the most recent regulatory information should be consulted.
There are currently three levels of service that an ADS-B transmitter can provide.
Operational ADS-B EASA has published the certification requirements for

Surveillance using ADS-B position information for Air Traffic
Control services in a non-radar environment, AMC20-
24. AMC20-24 includes both technical attributes of
the individual components of an installation and
system attributes for the overall aircraft installation.
AMC20-24 has been adopted as a base standard for
ADS-B surveillance in other parts of the world, and
provides radar-like separation capabilities between
participating IFR aircraft.
Experimental ADS-B ADS-B trials have taken place in a number of
Surveillance countries which, because of the experimental nature,
have allowed deviations from the operational
standards represented by AMC20-24, but which have
been based on positional information with
comparable integrity.
ADS-B Information There are a number of non-certified applications of
ADS-B technology such as fleet monitoring and traffic
awareness which can be deployed using position
sources of lower integrity which, because the
integrity is reported in the transmissions, are also
compatible with the ADS-B surveillance environment.
There is also a widely publicised fourth level of service in discussion which is the US “Next
Generation” plan, but at the time of publication of this manual a number of key aspects of this
are undefined and no compliance statement against that future plan is practical.
The SV-XPNDR-26X is designed to provide all of the required parameters listed in AMC20-24.
However, in order to be used for separation services AMC20-24 sets additional criteria related
to the position accuracy and integrity of the GPS position source used, and the ability for the
GPS to communicate those accuracy and integrity parameters to the ADS-B output system in
the transponder. At the publication date of this manual, the only commercially available GPS

receivers we are aware of that can be used with SV-XPNDR-26X to meet the system
requirements of AMC20-24 are the Freeflight 1201 and the NexNav 3101.
A wide range of other GPS receivers can be used as the position source for ADS-B, including
ETSO-129a receivers and simpler VFR GPS receivers. Whilst these receivers may be suitable for
Informational or Experimental installations, they generally lack one or more of the required
integrity parameters for an operational IFR separation application.

18.Appendix D: SV-EMS-220/221 Sensor Input Mapping Worksheet
Use this worksheet to record SV-EMS-220/221 sensor input mapping.
IMPORTANT INSTALLATION INFORMATION

SV-EMS-220/221 Serial
Number
Installer
Installation Completion Date
Pin Function Sensor Name

C37 P1
C37 P2
C37 P4
C37 P6
C37 P7
C37 P8
C37 P9
C37 P10
C37 P11
C37 P12
C37 P14
C37 P19
C37 P20
C37 P21
C37 P22
C37 P23
C37 P24/25
C37 P26
C37 P27/28
C37 P31
C37 P32/34

Appendix D: SV-EMS-220/221 Sensor Input Mapping Worksheet
Pin Function Sensor Name

C37 P33/35
C37 P36/37
C25 P2/14
C25 P3/15
C25 P4/16
C25 P5/17
C25 P6/18
C25 P7/19
C25 P8/20
C25 P9/21
C25 P10/22
C25 P11/23
C25 P12/24
C25 P13/25

19.Appendix E: Serial Data Output
Any of SkyView’s five RS232 serial ports can be configured to output various types of serial data
via SETUP MENU > LOCAL DISPLAY SETUP > SERIAL PORT SETUP. Technical information on the
installation and connection to the serial ports can be found in the Serial Devices section of the
SkyView Installation Guide. To log serial data, you must select either DYNON EMS, DYNON
ADAHRS, DYNON SYSTEM, DYNON ADAHRS + SYSTEM, DYNON ADAHRS + EMS, or DYNON
ADAHRS + SYS + EMS, NMEA OUT (BASIC), or NMEA OUT (FULL) as a Serial Out device, select a
baud rate, and connect the serial port to an external serial device such as a PC. The serial data
can be logged using any standard serial terminal program, a data logger program, or dedicated
data logger device. All numbers are output in decimal except where noted and are standard
ASCII. To view the data using a terminal program, that program should be configured to receive
data in the following format:
 Baud rate: Set baud rate to match the baud rate selected on SkyView’s serial port
 Data: 8 bit
 Parity: none
 Stop: 1 bit
 Flow control: none
Multiple SkyView display systems: SkyView’s serial ports are designed in a way
that allows serial transmission to continue, uninterrupted, as long as at least one
SkyView display is operational. SkyView accomplishes this by only transmitting
from exactly one display’s serial ports in a multi-display system. SkyView manages
which display is the “actual transmitter” automatically to avoid serial port
conflicts. However, the display that transmits is not user-selectable. Therefore, for
reliable serial reception in multi-display systems, a SkyView serial data output wire
should be wired from each display, in parallel, to the external serial device that is
being used to capture SkyView’s serial data. Then, the serial port employed in all
displays (it is useful to use the same serial port on each display for ease of setup)
should be set to output the format desired. If the serial outputs are not configured
in this fashion, serial data will not be seen by your external serial device at all
times.

Appendix E: Serial Data Output
DYNON ADAHRS Serial Data Format

The following section details the format of DYNON ADAHRS serial output data:
Start
Num Range of Example/Notes
Parameter Character
Chars values /Units
Position
Start of
1 1 !
Record
Data Type 2 1 1 (ADAHRS data)
Data Version 3 1 1 (Version 1)
00 to 23 12 (12 hrs)
Zulu Hour 4 2
Hours ‘—‘ if no GPS
00 to 59 12 (12 mins)
Zulu Min 6 2
Minutes ‘—‘if no GPS
00 to 59 12 (12 secs)
Zulu Sec 8 2
Seconds ‘—‘ if no GPS
00 to 15
Fraction 10 2 12 (12/16 sec)
1/16 seconds
‘+’ means aircraft is pitched up
Pitch Sign 12 1 ‘+’ or ‘-‘
from level flight
000 to 900
Pitch 13 3 900 (90 degrees)
1/10 degrees
‘+’ means aircraft is banked
Roll Sign 16 1 ‘+’ or ‘-‘
right of level flight
0000 to 1800
Roll 17 4 1800 (180 degrees of roll right)
1/10 degrees
000 to 359
Yaw 21 3 degrees 010 (10 degrees)
magnetic
0000 to 9999
Airspeed (IAS) 24 4 1234 (123.4 knots)
1/10 knots
Pressure ‘+’ means altitude is above sea
28 1 ‘+’ or ‘-‘
Altitude Sign level
00000 to
Pressure
29 5 99999 05000 (5000 feet)
Altitude
feet
‘+’ means aircraft is turning
Turn Rate Sign 34 1 ‘+’ or ‘-‘
right
000 to 999
Turn Rate 35 3 1/10 020 (2 degrees/sec)
degrees/sec

` Appendix E: Serial Data Output
Start
Parameter Character
Chars values /Units
Position
‘+’ means aircraft is
Lateral g’s experiencing leftward lateral
38 1 ‘+’ or ‘-‘
Sign acceleration (slip / skid ball is
deflected to the right)
00 to 99
Lateral g’s 39 2 99 (.99 g’s)
1/100 g
‘+’ means aircraft is
Vertical g’s
41 1 ‘+’ or ‘-‘ experiencing upward vertical
Sign
acceleration
00 to 99
Vertical g’s 42 2 99 (9.9 g’s)
1/10 g
00 to 99
Angle of
44 2 percent of stall 10 (10 percent)
Attack
angle
Vertical Speed
46 1 ‘+’ or ‘-‘ ‘+’ means aircraft is climbing
Sign
000 to 999
Vertical Speed 47 3 feet/minute * 042 (420 feet per minute )
10
OAT Sign 50 1 ‘+’ or ‘-‘
00 to 99
OAT 51 2 30 (30 °C)
°C
Airspeed 0000 to 9999
53 4 1234 (123.4 knots)
(TAS) 1/10 knots
000 to 400
400 (31.50 inHg)
Barometer 1/100 inHg
57 3 Total range is 27.50 to 31.50
Setting offset from
inHg
27.50 inHg
Density ‘+’ means altitude is above sea
60 1 ‘+’ or ‘-‘
Altitude Sign level
00000 to
Density
61 5 99999 12345 (12,345 feet)
Altitude
feet
000 to 359
Wind
66 3 degrees 010 (10 degrees)
Direction
magnetic
00 to 99
Wind Speed 69 2 15 (15 knots)
knots
1 byte sum of all 70 preceding
Checksum 71 2 00 to FF
bytes in hex

Start
Parameter Character
Chars values /Units
Position
CR/LF 73 2 0x0D,0x0A Carriage Return, Linefeed
Table 64 – SkyView ADAHRS Serial Data Output Format
Note: If the value of any field starting in position 12 up to position 71 is either invalid or
unknown, then an 'X' is output for each character in the field instead of a value.
As an example, the following is one line of DYNON ADAHRS serial output data:
!1122260511+890-05262380930+09843-015-01+1002+000+381171249+1491121699A7

DYNON SYSTEM Serial Data Format

The following section details the format of DYNON SYSTEM serial output data:
Start
Parameter Character
Chars values /Units
Position
Start of
1 1 !
Record
Data Type 2 1 2 (System data)
Data Version 3 1 1 (Version 1)
00 to 23 12 (12 hrs)
Zulu Hour 4 2
00 to 59 12 (12 mins)
Zulu Min 6 2
00 to 59 12 (12 secs)
Zulu Sec 8 2
00 to 15
Fraction 10 2 12 (12/16 sec)
1/16 seconds
000 to 359 XXX if heading bug is not
Heading Bug 12 3
degrees displayed.
Altitude Bug
15 1 ‘+’ or ‘-’ X if altitude bug is not displayed
Sign
1234 (12,340 ft)
0000 to 9999
Altitude Bug 16 4 XXXX if altitude bug is not
feet * 10
displayed
1234 (123.4 knots)
0000 to 9999
Airspeed Bug 20 4 XXXX if airspeed bug is not
knots / 10
displayed
‘+’ means climb
Vertical Speed
24 1 ‘+’ or ‘-’ X if vertical speed bug is not
Bug Sign
displayed
000 to 999 123 (1230 ft/min)
Vertical Speed
25 3 feet/minute * XXX if vertical speed bug is not
Bug
10 displayed
000 to 359
Course 28 3 XXX if navigation inactive
degrees
CDI Source 0=GPS, 1=NAV, 2=LOC
31 1 0 to 2
Type X if navigation inactive
Tells which GPS, NAV or LOC
source was selected for
CDI Source 32 1 0 to 5
navigation
X if navigation inactive

Start
Parameter Character
Chars values /Units
Position
50 (5.0 NM)
00 to 50 XX when not in GPS mode
CDI Scale 33 2
1/10 * NM (there is no scale in NAV or LOC
modes) or CDI invalid
CDI Deflection ‘+’ means deflected to right
35 1 ‘+’, or ‘-’
Sign X if CDI invalid
00 to 99 50 (50 percent deflection)
CDI Deflection 36 2
percent XX if CDI invalid
Glideslope ‘+’ means deflected up
38 1 ‘+’, or ‘-’
Sign X if glideslope invalid
00 to 99 50 (50 percent deflection)
Glideslope 39 2
percent XX if glideslope invalid
0=Off, 1= roll only, 2=pitch only,
3= roll+pitch, 4=yaw,
5=roll+yaw, 6=pitch+yaw,
AP Engaged 41 1 0 to 7
7=pitch+roll+yaw
0 if AP not installed
See Note 1
0=Heading, 1=Track, 2=NAV,
AP Roll Mode 42 1 0 to 3 3=GPS Steering,
0 if AP not installed
AP Roll Force
43 1 ‘L’ or ‘R‘ ‘L’ mean leftward force exerted
Sign
00 to 80 00 (no force exerted)
force exerted 80 (max force before slipping)
AP Roll Force 44 2
by the roll 00 if not engaged or AP not
servo installed
AP Pitch Force
46 1 ‘U’ or ‘D‘ ‘U’ means upward force exerted
Sign
00 to 80 00 (no force exerted)
force exerted 80 (max force before slipping)
AP Pitch Force 47 2
by the pitch 00 if not engaged or AP not
servo installed
AP Yaw Force ‘L’ means leftward force
49 1 ‘L’ or ‘R‘
Sign exerted

Start
Parameter Character
Chars values /Units
Position
00 (no force exerted)
00 to 80 80 (max force before slipping)
force exerted 00 if not engaged or AP not
AP Yaw Force 50 2
by the yaw installed
servo See Note 1
(this field will currently be 00)
0=SBY, 1= GND, 2=ON, 3=ALT
Transponder
52 1 0 to 3 X if transponder not installed or
Status
not communicating
0 = No reply in last second, 1 =
at least one reply within last
Transponder second
53 1 0 or 1
Reply X if transponder not installed or
not communicating
0 = not IDENT'ing, 1 = IDENT

active, as reported by
Transponder
54 1 0 or 1 Transponder
Ident
X if transponder not installed or
not communicating
Transponder XXXX if transponder not
55 4 0000 to 7777
Code installed or not communicating
1 byte sum of all 58 preceding
Checksum 59 2 00 to FF
bytes in hex
CR/LF 61 2 0x0D,0x0A Carriage Return, Linefeed
Table 65 – SkyView SYSTEM Serial Data Output Format
Note 1: Yaw axis AP does not exist at this time, but the serial output format supports it.
As an example, the following is one line of DYNON SYSTEM serial output data:
!2118132412302+00101590+0500020050+16XXX30L00U02R000001110E6

DYNON EMS Serial Data Format

The following section details the format of EMS data output to the serial port:
Start
Parameter Character Pin
Chars Values/Units
Position
Start of
1 1 - !
Record
Data Type 2 1 - 3 (EMS data)
Data Version 3 1 - 1 (Version 1)
00 to 23 12 (12 hrs)
Zulu Hour 4 2
00 to 59 12 (12 mins)
Zulu Min 6 2
00 to 59 12 (12 secs)
Zulu Sec 8 2
00 to 15
Fraction 10 2 12 (12/16 sec)
1/16 of sec
Varies 000 to 999 099 (99 PSI)
Oil Pressure 12 3
see note1 PSI see notes 2, 4
+123 (123 °C) or -123
Varies +000 to +999
Oil Temp 15 4 (-123C);
see note 1 °C
see notes 2, 5
C37 0000 to 9999
RPM L 19 4 1234 (1234 RPM)
P32/34 RPM
C37 0000 to 9999
RPM R 23 4 1234 (1234 RPM)
P33/35 RPM
Manifold 000 to 600 123 (12.3 inHg)
27 3 C37 P26
Pressure inHg*10 see note 2
000 to 999
Fuel Flow 1 30 3 C37 P14 123 (12.3 GPH)
GPH*10
000 to 999 123 (12.3 GPH)
Fuel Flow 2 33 3 C37 P19
GPH*10 see note 2
Varies 000 to 999 123 (12.3 PSI)
Fuel Pressure 36 3
see note 1 PSI*10 see notes 2, 6
Fuel Level Varies 000 to 999 123 (12.3 g)
39 3
LEFT see note 1 Gallons*10 see notes 2,7
Fuel Level Varies 000 to 999 123 (12.3 g)
42 3
RIGHT see note 1 Gallons*10 see notes 2, 8
Fuel Fuel 000 to 999 123 (12.3 g)
45 3
Remaining Computer Gallons*10 see note 2

Start
Chars Values/Units
Position
000 to 360 123 (12.3 V)
Volts 1 48 3 C37 P1
volts*10 see note 2
000 to 360 123 (12.3 V)
Volts 2 51 3 C37 P2
volts*10 see note 2
+123 (12.3A) or -123
C37 -999 to 999
Amps 54 4 (-12.3A)
P24/25 amps*10
see note 2
00000 to
12345 (1234.5 hrs)
Hobbs Time 58 5 Calculated 99999
see note 2
Hours*10
00000 to
12345 (1234.5 hrs)
Tach Time 63 5 Calculated 99999
see note 2
Hours*10
+123 (123°C ) or -123 (-
Thermocouple -999 to 999
68 4 C25 P2/14 123°C)
1 °C
see note 2
+123 (123°C ) or -123 (-
72 4 C25 P3/15 123°C)
2 °C
see note 2
+123 (123°C ) or -123 (-
76 4 C25 P4/16 123°C
3 °C
see note 2
+123 (123°C ) or -123 (-
80 4 C25 P5/17 123°C)
4 °C
see note 2
+123 (123°C ) or -123 (-
84 4 C25 P6/18 123°C)
5 °C
see note 2
+123 (123°C ) or -123 (-
88 4 C25 P7/19 123°C
6 °C
see note 2
+123 (123°C ) or -123 (-
92 4 C25 P8/20 123°C)
7 °C
see note 2
+123 (123°C ) or -123 (-
96 4 C25 P9/21 123°C)
8 °C
see note 2
+123 (123°C ) or -123 (-
Thermocouple C25 -999 to 999
100 4 123°C)
9 P10/22 °C
see note 2

Start
Chars Values/Units
Position
+123 (123°C ) or -123 (-
104 4 123°C
10 P11/23 °C
see note 2
+123 (123°C ) or -123 (-
108 4 123°C)
11 P12/24 °C
see note 2
+123 (123°C ) or -123 (-
112 4 123°C)
12 P13/25 °C
see note 2
+123 (123°C ) or -123 (-
116 4 123°C
13 P27/28 °C
see note 2
+123 (123°C ) or -123 (-
120 4 123°C)
14 P36/37 °C
see note 2
Varies
GP input 1 124 6 C37 P4 See GP output table
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3
Varies
see note 3

Start
Chars Values/Units
Position
Varies
see note 3
Not Used
Contacts 202 16 in - ZZZZZZZZZZZZZZZZ
SkyView
3a (0x3a) 1 byte sum of all
Checksum 218 2 - -
217 preceding bytes.
CR/LF 220 2 - 0x0D,0x0A Carriage Return, Linefeed
Table 66 – Dynon EMS Serial Output Format
Note 1: These sensors can be connected to various pins on the EMS 37-pin D-sub connector
(D37). See the SkyView Installation Guide for more information.
Note 2: If the value is invalid, or out of range for the sensor, or the sensor is not configured, or
if the sensor is configured but not calibrated, then an 'X' is output for each character in the field
instead of a value.
Note 3: Units for each GP input depends on the type of sensor that is connected to the pin.
See GP Outputs
Note 4: There must be a pressure sensor named "OIL" for this to work.
Note 5: There must be a temperature sensor named "OIL" for this to work.
Note 6: There must be a pressure sensor named "FUEL" for this to work.
Note 7: There must be a Level sensor named "LEFT" for this to work. If there is no "LEFT" OR
"RIGHT" but there is a "MAIN", this will be MAIN.
Note 8: There must be a Level sensor named "RIGHT" for this to work.
GP Outputs
The output for GP input pins is:
 ZZZZZZZ if a sensor has not been configured for the pin
 XXXXXX if a sensor is configured but the signal is out of range or invalid, or the sensor
has not been calibrated.
 +YYYYZ or –YYYYZ if the signal is valid where:
o YYYY is the value of the signal in units defined in the GP Output Table
o Z is the units character from the GP Output Table

Sensor Type ( and

Units Units Character Example/Range
Name if applicable)
Temperature °C*10 C +1234C (123.4 °C)
Pressure PSI*10 P +1234P (123.4 PSI)
Level Gallons*10 G +1234G (123.4 gal)
Volts volts*1000 V +1234V (1.234 V)
Position (ELEV,
Percent T +0012T (12%)
RUDDER, or AILERN)
Position (FLAPS) Degrees T +0012T (12 degrees)
Table 67 - GP Serial Output Format
As an example, the following is one line of DYNON EMS serial output data:
!3118354201079-01123112311226021021107XXXXXX000113000+0070046200707-060-046-
060-046+195+251+214+251+203+251+232+251-060-046+0100T+0018T+0000V+0107P
XXXXXXXXXXXXZZZZZZZZZZZZXXXXXXXXXXXX+0790P+0123CZZZZZZZZZZZZZZZZZZZZZZ5A
DYNON ADAHRS / SYSTEM / EMS Serial Data Output Combinations
DYNON ADAHRS + SYSTEM Serial Data Format

DYNON ADAHRS+SYSTEM output data alternates between DYNON ADAHRS data and DYNON
SYSTEM data. For example, the following is one cycle of DYNON ADAHRS+SYSTEM serial output
data where the first line is ADAHRS output and the next line is SYSTEM output:
!1122260511+890-05262380930+09843-015-01+1002+000+381171249+1491121699A7
!2122260512302+00101590+0500020050+16XXX30L00U02R000001110E6
DYNON ADAHRS + EMS Serial Data Format

DYNON ADAHRS+EMS output data alternates between DYNON ADAHRS data and DYNON EMS
data. For example, the following is one cycle of DYNON ADAHRS+EMS output data where the
first line is ADAHRS output and that is followed by EMS output:
!1122260511+890-05262380930+09843-015-01+1002+000+381171249+1491121699A7

!3122060512079-01123112311226021021107XXXXXX000113000+0070046200707-060-046-
060-046+195+251+214+251+203+251+232+251-060-046+0100T+0018T+0000V+0107P
DYNON ADAHRS + SYS + EMS Serial Data Format

DYNON ADAHRS+SYS+EMS output data alternates between DYNON ADAHRS data, DYNON
SYSTEM data, and DYNON EMS data. For example, the following is one cycle of DYNON
ADAHRS+SYS+EMS serial output data where the first line is ADAHRS output, the second is
SYSTEM output, and that is followed by EMS output:
!1122260511+890-05262380930+09843-015-01+1002+000+381171249+1491121699A7
!2122060512302+00101590+0500020050+16XXX30L00U02L000001110E6
!3122060513079-01123112311226021021107XXXXXX000113000+0070046200707-060-046-
060-046+195+251+214+251+203+251+232+251-060-046+0100T+0018T+0000V+0107P
NMEA OUT Serial Data Formats

NMEA output data consists of industry standard NMEA 0183 Version v4.00 sentences. A
reference for Version 4.00 of the standard can be found here:
http://www.nmea.org/content/nmea_standards/nmea_083_v_400.asp
NMEA OUT (BASIC)

NMEA OUT (BASIC) serial output data consists of GGA, GSA, GSV, RMC, and VTG sentences
nominally output at a rate of 1 Hz. The rate is reduced if necessary to transmit the entire set of
data at the selected baud rate. This format outputs GPS data for position, speed, altitude, and
heading.
For example, the following is one cycle of NMEA OUT (BASIC) serial output data:
$GPGGA,214921,3121.6199,N,00000.0000,E,1,04,1.90,3000.0,M,33.9,M,,0000
*62
$GPGSA,A,3,01,02,03,04,00,00,00,00,00,00,00,00,1.00,1.90,1.90*07
$GPGSV,1,1,04,01,20,100,10,02,30,200,56,03,45,300,32,04,62,045,05*7A
$GPRMC,214921,A,3121.6199,N,00000.0000,E,82.07,1.00,300811,0.51,W,A*01
$GPVTG,1.00,T,0.51,M,82.07,N,151.99,K,A*1E
NMEA OUT ( FULL)

NMEA OUT (FULL) data consists of all of the NMEA OUT (BASIC) sentences followed by RMB,
GLL, BWC, XTE, BOD, and APB sentences nominally output at a rate of 1 Hz. The rate is reduced

if necessary to transmit the entire set of data at the selected baud rate. This format outputs
navigation information derived by SkyView.
For example, the following is one cycle of NMEA OUT (FULL) serial output data:
$GPGGA,221755,3157.4430,N,00000.0000,E,1,04,1.30,3000.0,M,33.9,M,,0000
*66
$GPGSA,A,3,01,02,03,04,00,00,00,00,00,00,00,00,1.00,1.30,1.40*00
$GPGSV,1,1,04,01,20,100,10,02,30,200,56,03,45,300,32,04,62,045,05*7A
$GPRMC,221755,A,3157.4430,N,00000.0000,E,82.07,1.00,300811,0.49,W,A*06
$GPVTG,1.00,T,0.49,M,82.07,N,151.99,K,A*17
$GPRMB,A,9.99,L,FHAW,TUPJ,1826.7333,N,06432.4998,W,999.9,273.6,005.1,V
,A*41
$GPGLL,3157.4430,N,00000.0000,E,221755,A,A*42
$GPBWC,221755,1826.7333,N,06432.4998,W,273.6,T,274.1,M,999.9,N,TUPJ,A*
67
$GPXTE,A,A,9.99,L,N,A*0A
$GPBOD,299.3,T,299.8,M,TUPJ,FHAW*4F
$GPAPB,A,A,9.99,L,N,V,V,299.8,M,TUPJ,274.1,M,274.1,M,A*4E

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SkyView

System Installation Guide

This product is not approved for installation in type certificated aircraft

Document 101320-011, Revision L

Document number changed to 101320-001.

SV-EMS-220 Installation and Configuration Chapter Updates:

Document number changed to 101320-002.

iv SkyView System Installation Guide - Revision L

Document number changed to 101320-003.

Reiterated the importance of proper ADAHRS orientation and other installation

Clarified that cable-side transponder TNC connector is not provided by Dynon.

SkyView System Installation Guide - Revision L v

Added connector labels to SkyView Network Module and Display Diagrams.

Removed Create System Backup description.

Added angle of attack menu item.

vi SkyView System Installation Guide - Revision L

Added Garmin GTN connection information.

Added information about equipping for IFR.

SkyView System Installation Guide - Revision L vii

Clarified obtaining hex codes for mode S operation.

Table 1–SkyView System Installation Guide Revision History

viii SkyView System Installation Guide - Revision L

Contact Information ..................................................................................................................................................... iii

SkyView System Installation Guide ix

Electrical Installation ..................................................................................................................................................4-7

x SkyView System Installation Guide - Revision L

Oil Pressure Sensor ...........................................................................................................................................7-35

SkyView System Installation Guide - Revision L xi

SkyView Network Connection ..................................................................................................................................12-2

xii SkyView System Installation Guide - Revision L

NMEA OUT Serial Data Formats .............................................................................................................................19-13

SkyView System Installation Guide - Revision L xiii

Dynon Avionics Product Registration

SkyView System Installation Guide 1-1

About this Guide

This icon denotes information that merits special attention.

This icon denotes a helpful installation tip.

1-2 SkyView System Installation Guide - Revision L

SkyView System Installation Guide - Revision L 1-3

SkyView System Installation Guide - Revision L 2-1

Major Component Physical Specifications

2-2 SkyView System Installation Guide - Revision L

Environmental Specifications Storage Temperature Operating Temperature

SkyView System Installation Guide - Revision L 2-3

General System Installation Tips

Installing SkyView in an IFR-Equipped Aircraft

2-4 SkyView System Installation Guide - Revision L

SV-D1000 and SV-D700

SkyView System Installation Guide - Revision L 2-5

SV-ADAHRS-200 and SV-ADAHRS-201

Figure 1–ADAHRS with Respect to Center-of-Gravity

2-6 SkyView System Installation Guide - Revision L

Use of stainless steel mounting hardware is not recommended as it is not always

Move a handheld compass throughout the space surrounding your intended

Figure 2–ADAHRS Installation Orientation

SkyView System Installation Guide - Revision L 2-7

There are no module-to-module proximity requirements when installing multiple

2-8 SkyView System Installation Guide - Revision L

SkyView System Installation Guide - Revision L 2-9

Servos (SV32, SV42, and SV52)