Dynon Expands the SkyView HDX IFR Package at Oshkosh

At EAA AirVenture Oshkosh this summer, Dynon announced an expansion of its SkyView HDX package aimed squarely at instrument flying. According to AVweb’s coverage of the reveal, the update centers on three additions: a remote audio panel, support for dual communication radios, and a stand-alone engine monitor configuration. Together they push the affordable experimental glass panel closer to being a genuine single-pilot IFR platform.

What Did Dynon Announce for the SkyView HDX at Oshkosh?

The panel of a homebuilt or Light Sport airplane a decade ago was often a patchwork - a little glass, a steam gauge or two, and a handheld radio velcroed to the yoke because a certified stack cost more than the airframe. The three new SkyView HDX features address exactly that gap, and each one matters to a different pilot.

What Is a Remote Audio Panel and Why Does It Matter?

A traditional audio panel is the row of buttons near the top of the stack. It decides which radio you’re hearing, whether you’re transmitting on com one or com two, and whether passengers can talk to the tower or just to you. Conventionally it’s a physical box with its own faceplate that eats up scarce panel space.

A remote audio panel moves the guts of that box elsewhere in the airframe - behind the panel, in the tail, wherever there’s room. The controls come up onto the SkyView touchscreen instead.

That does two things. It frees up panel real estate, and it folds audio management into the same display logic you already use for everything else.

This matters most if you’re building or upgrading an experimental and fighting for every square inch. It also matters if you fly hard IFR, because audio management is workload. Putting com one, com two, and your monitoring in one predictable place is a real reduction in heads-down time when you’re single-pilot in the soup.

Why Does Dual Com Radio Support Signal Panel Maturity?

For a long stretch, the affordable experimental glass world was a one-radio world. You made a single com work. But single-pilot IFR in busy airspace often wants two radios - talking to approach on one while you pull up the next frequency, the ATIS, or clearance on the other. That standby monitoring is how you stay ahead of the airplane instead of chasing it.

By supporting dual coms in the HDX IFR package, Dynon is signaling that these panels are meant for real instrument platforms, not just fair-weather cross-country machines.

The capability is only as good as the ergonomics around it: how you flip active and standby, how you swap which radio is primary, and how the audio panel and coms talk to each other. That’s why the remote audio panel and dual-com support arriving together makes sense - they’re two halves of the same idea: a panel a pilot can actually manage in the clouds.

What Can a Stand-Alone Engine Monitor Configuration Do?

Imagine an airplane with a perfectly good primary flight display and navigator already installed - maybe a certified airplane under an approved path, maybe an experimental with an older setup you don’t want to rip out. You don’t need a whole new flight display. You need a modern, digital engine monitor.

A stand-alone engine monitor configuration lets a SkyView screen serve purely in that role: engine data instead of attitude and navigation. That means cylinder head temperatures, exhaust gas temperatures, fuel flow, manifold pressure, and oil temperature and pressure - all trended, logged, and shown cleanly.

This opens the door for pilots who want Dynon’s engine monitoring without committing to a full panel transplant. It’s especially relevant if you’re facing an aging engine analyzer that’s hard to support, or you’re ready for real-time trend data instead of pulling numbers off a download after the flight.

Engine monitoring isn’t a luxury. It’s the single best early-warning system you have for a cylinder going bad or a fuel system problem - before it becomes a mayday.

Why This Matters for Pilots

The bigger story across Oshkosh announcements like this one is the continued closing of the gap between the experimental and certified worlds. Ten to fifteen years ago, the capable, redundant, IFR-ready glass panel lived almost entirely in factory-built certified airplanes at certified prices. The experimental and Light Sport crowd often got innovation first, but without the redundancy and radio muscle needed to file and fly in weather.

Remote audio, dual coms, and flexible engine monitoring are the ingredients of a serious IFR platform - and they’re now showing up in a product line many builders and owners can actually afford.

Worth watching: as these features prove themselves in the experimental fleet, pressure grows on the industry to bring the same capability and pricing sanity into certified panels through approved upgrade paths. Competition in the panel benefits everyone, whether you fly a homebuilt or a fifty-year-old certified airplane.

What Should You Do Next?

If you’re building right now, look hard at this before finalizing your panel layout - a remote audio panel changes how you’ll use your available space. If you’re flying an existing SkyView airplane, watch how these expansions roll out to installed systems and ask your avionics shop what your specific configuration can accept. And if you’re walking the grounds at Oshkosh this year, put your hands on one and flip between com one and com two on the screen. That small motion captures where light aircraft panels are headed.

Key Takeaways

• Dynon expanded its SkyView HDX IFR package at Oshkosh with three additions, per AVweb: a remote audio panel, dual com radio support, and a stand-alone engine monitor configuration.
• The remote audio panel relocates the audio hardware and moves controls onto the touchscreen, freeing panel space and reducing IFR workload.
• Dual com support enables standby monitoring for single-pilot IFR in busy airspace - a signal that these panels are built for real instrument flying.
• The stand-alone engine monitor displays CHT, EGT, fuel flow, manifold pressure, and oil temperature/pressure without requiring a full panel transplant.
• The expansion narrows the gap between affordable experimental avionics and certified IFR capability.