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Hello All. This post will be locked as its only intended for public statement. While many people are aware of the IXEG Development status, many others will not and so this post is intended to provide clarifying information. For a while now, IXEG development has sat relatively idle. The reasons for this are multiple and have been stated in other forums; however, two significant factors contributing to that idleness have since wained and IXEG are looking at how to best move forward with IXEG updates again. There are two areas we are looking at for updates, 3D cabin/doors/animations and the FMS. Regarding the FMS, IXEG are looking at transitioning to the XP1100 Navdata format, which is derived from the ARINC 424 standard. Moving to this dataset format would yield increased accuracy in the representation of procedures and more practical data with which to improve LNAV / VNAV / performance caclulations. If it turns out that porting our code to the new XP1100 format is too cumbersome in the short term, then we will seek to patch what we have now and transition at a later time. The important thing is that IXEG are moving again to improve the FMS. Regarding the 3D, this will be a bit more of a undertaking. The development tools IXEG used for 3D development are nearly fully deprecated and there has been a major transition to newer tools and methods. This necessitates IXEG reconfigure our source material to the new formats and we have a LOT of 3D material to translate. This means that the 3D updates will be longer in coming than the FMS updates. Once the 3D is ported to the new tools though, any updates we implement thereafter would come much quicker, simliar to what was done shortly after our release for those that recall. We apologize for the idle time and appreciate all our customers and any patience you've exercised. We are sincerely committed to making the most immersive and accurate simulation of this aircraft as we can and will continue to push towards that goal, no matter where its end may be. -Tom Kyler

FMOD doing it's thing....

That is interesting. Gotta check software version on mine

There are actually only two. The EFIS/PFD display, and the HSI. Taking it a step further, if you are in a certified airplane only ONE screen exists per the FAA STC. Only when two are installed together can you have that ability with the HSI unit being able to go between both PFD as a backup, and the HSI. The primary PFD can never show the HSI in a certified install, whereas in experimental it can. The magnetometer is simply there for HDG readings rather than TRK. When the G5 gets a GMU11 paired with it then the heading at the top turns from pink to white to indicate you are seeing HDG instead of TRK. In the images above you can see HDG, implying the GMU11 is "installed" on this aircraft.

Thanks

Hi @TonyVier Anytime you see on a procedure (SID or STAR) an Altitude constrain that states i.e. "FL100A and FL150B" (which means cross this waypoint -100 or Above- and -150 or Below- there is a known VNAV limitation/shortcoming that the FMC will parse it as the higher altitude or Above always. So when the procedure states for a waypoint -100A and 150B- the fmc/vnav will set 150A, which will lead to a very high VNAV profile. You should recognize this situations during flight planning and EDIT/CHANGE the waypoints on the FMC to correct those altitudes manually. i.e. In your video at 12:30 please note: -Chart for WWAVS says 15000 to 19000 ft, the FMC/VNAV set 19000 or above -Chart for EPICK says 10000 to 15000 ft, the FMC/VNAV set 15000 ft or above note: fix all this during route planning/entry to the FMC. Hope this helps, this should be cured when redone VNAV code is available.

Thanks for reporting this. I completely forgot we do custom rendering for all the arrows in the tutorial mode. I'll extend the renderer there to support VR as well, now that I know how to do it

A full manual will he made available later today before release with all those figures. Exactly, this plane is designed to be super fun and very fast! Official figures will be published later today, but this plane can climb sustained at ~7000 fpm, and does not have a power on stall speed. (Stall speed power off is ~50kts) Cruise speed (retract gear version) at FL250 is Mach 0.6. Fuel capacity isn’t a typo - those tip tanks are huge! And we have large Center fuel tank. (The fuel system has 190 gallons total capacity) Thank you for the kind words- happy flying!

We are ready to push out as many updates as needed