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This will serve as a formal forum announcement that we have released the version 1.3.0 update for the SR22 G1000 Series. All customers who have purchased the SR22 G1000 Series up till now have been sent an e-mail by X-Aviation with complete instructions on how to obtain your update. We have made this a very simple process! For those that purchase the SR22 G1000 Series from today forward, your purchased download will already be updated to version 1.3.0 for you. What if I didn't get the update e-mail? If you did not receive your update e-mail don't fret! X-Aviation has updated our system to allow all customers to update with ease, regardless of whether you received an e-mail for the update! Here's what to do: 1. Login to your X-Aviation account here: https://www.x-aviation.com/catalog/account_history.php 2. Find your original SR22 G1000 Series download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: New Features: Major infrastructure refactoring in preparation for X-Plane 12, bringing over our modern fundamental function library, activation system, and anonymized statistics platform from our in-development aircraft. These systems should increase the aircraft functions' stability and provide a better basis going into X-Plane 12 for a more unified experience across our fleet. Improved FMOD sounds throughout with surround sound support and fixed audio compression. Reworked sound space, sound positioning, and refined engine and prop sounds. Visual model overhaul, improving fuselage mesh and interior textures. No more ripples or pinches in the composite exterior. Added 3D stitching on the glare shield. Performance tuning and general improvements Bug Fixes and Improvements: [T-1203] Exterior lights should now work with "hide_3d_details" setting [T-1602] Tabs fuel option on SR20 should fill properly [T-1611] Persist setting option in the menu was previously finicky [T-1431] SR22 NA adjust fuselage drag coefficients [T-1542] Adjust MD302 power handling with RSG Cirrus Cockpit hardware [T-1630] Wobbly propeller disc texture [T-1631] Magnetic compass texture orientation [T-1259] Improved engine model handling [T-1639] Fixed hidden visor in exterior view [T-1643] Fix GCU frequency ENT key on engine page for frequency entry As always, thanks for being a customer with X-Aviation. We appreciate your feedback and support! Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.

Thanks oisin650. Never checked the network options. Always learning. Thanks again.

Hi all, This was tested in the (actual) 650 and the K does need to be added. You will see this in the next update. Rich - thanks for the input as always, much appreciated. Brgds

There are a few ways you can do this. First, if you are going to a single altitude constraint, say an along track waypoint, destination/-30 at 10,000, then you can use the DIRECT TO button on the CDU, line select the altitude into the scratch pad, and then re-enter it for the along track waypoint. That will re-sync the VNAV and execute a vertical “direct to”. If you’re in VNAV mode, e.g., VALT or VVS, the aircraft should recapture the VNAV path and change to VPATH mode. You can do this with any altitude constraint and create a vertical “direct to”. The second method is used of you’re descending on a STAR with multiple constraints. You can use the same method above to execute a vertical direct to the next altitude constraint. However, of that constraint is an “at or above”, then you have just changed that constraint into an “at” constraint. That will affect the downstream VNAV path angle after that constraint. You will comply with the altitude constraints on the STAR, but you may fly them at a much shallower VNAV path angle. Basically, the Collins VNAV uses the default VNAV path angle (3.0 but can be changed) and the lowest “AT” constraint, or the lowest “AT or BELOW” constraint, and then checks that 3.0 degree path back up through the remaining higher altitude constraints. If that path meets all coded/pilot entered altitude constraints, then the 3.0 path is used. If not, then the VNAV path is “smooth” between the constraints where is doesn’t work until it can again project a 3.0 degree path back to the cruise altitude for TOD. On a STAR with many altitude constraints, the best way to recapture the VNAV path from above when ATC interrupts the descent is to use either VVS or VFLC and descend at a rate equal to or faster than the target vertical speed shown on the vertical speed indicator (pink target bug) or as shown on the MFD Vertical Path information display. The only catch is that if the target constraint is a window altitude constraint, one that is both “at or above” and “at or below” altitudes, you need to make sure you capture VPATH before you reach that waypoint. Otherwise, you risk not meeting the “at or below” constraint. This is my preferred real world method. Rich

Completed my first flight KLAS to KVCV...