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It is not currently implemented and I haven't looked into it at this time (nor librain), my plate is pretty full with other things that take higher precedence; however, it is on my list and my code is structured to support integration with some of these great add-ons.... so it will get looked at in due course. -tkyler

A few more interior shots showing some more angles. The interior design is quite subjective and I suspect I may (after release) do some alternate schemes for folks to choose from.

for the record.....I am absolutely willing and anxious to look at popular 3rd party products and integration with such; however, only after I get everything working smooth with default X-Plane first. So any love for these 3rd party add-ons will have to wait until after release. The G500/600 received a little extra love because a lot of MU2s have these nowadays and the integration was discussed early in the MU2 rework with the G500/600 developer. The weather radar specifically is a bit of a odd duck at the moment in that we are close to transitioning to XP12 with its completely new weather engine and possibly new weather radar....so the weather radar is not getting any love at this instant and will initially ship with default XP11 weather radar. I want a properly functioning "old school" radar for sure, but am currently in a 'wait and see' with XP12 being around the corner. I do not have visual 3D icing effects yet but intend to. I'm reluctant to quickly toss on 'stacking show/hide polygons' to simulate 3D ice buildup as I think its a bit cheesy. For myself, given the choice of "do nothing" vs. "do something, but it looks kind of cheesy to me", I'd rather do nothing until I can do it to what I feel is a quality implementation. As far as whats "planned", all I can say is "everything I can"....in due time. The Moo is really a labor of love and I have quite a long list of extras I want to add to it once this new foundation is in. Right now its 10 things at once leading up to release, but afterwards, I can begin developing high quality extra features that will really improve the Moo experience. 2022 is basically slated for IXEG and Moo improvements. -tkyler

While I don't like to give dates because there are a few unknowns (FMOD sound in particular)....I think its fair to say it will come out some time in April almost certainly. I have a target on my calendar that is in April and working feverishly towards that and best I can tell, still on track. That's the best I can say atm.

we are looking into it. We have reached out to Reality XP but have not heard back yet. I certainly want to, but if/when it happens, it will be after the initial MU2 release stabilizes a bit. I have been planning for it however.

Do I look forward to this..??!! Oh yes, I do ! I have flown the X- Plane based MU-2 95% of my sim time since I installed X- Plane in 2016 (...and spent more than a months salary in buying a powerful lap top with enough power to make it run perfect). As for glass cockpits, for sure they're great,- but... nah......I myself stick to good old clocks ( And they will not shut down same way as glass cockpits will when next powerful solar storm hits us... I believe). I have "followed" the MU-2 for more than 40 years, and I am totally hooked on this master piece of a flying machine In X-Plane 10 and 11 I have landed the MU-2 several times at VNLK / Lukla / Nepal. The book says 1950 ft runway is needed at sea level with max weight (MU-2P MU-2B-26A), while VNLK has 1729ft runway at elevation 9334ft. Book says take off distance over 50ft is 1,800 at sea level. Turns out that even if I manage to land and stop at VNLK; I run a bit out of runway when taking off even in headwind. Seemingly landing with a speed of close to 100kts as close to the treshold (read edge !) as possible is needed to be able to stop. Stall speed Vfe (flaps down) is 73kts. Gradient is 11,7% and wind changes normally from morning to afternoon so the pilots flying to and from VNLK arrive before mid day as wind direction then is more or less around head wind for RW24 with uphill landing. During the afternoon the wind changes in favor of downhill take off from RW06. RW24 is not an option for take off anyway as it ends in front of buildings and a steep mountain wall. I suppose that the MU-2 simply has not enough runway with 1729ft at an elevation of 9334ft. (I wonder if the upgraded MU-2 Limited Edition would make it...?) I look forward to do IFR approaches and departures to sometimes very challenging Norwegian short field runways as well, as for instance ENSG and ENSD to mention a few of them.... Looking so much forward for the upgraded MU-2 ! Best regards Harald Eide Norway

Depends on how you set up the approach in the FMS. If you plan to fly the full ILS procedure from the IAF or from a feeder fix, the FMS will handle nav-to-nav transfer automatically once APP is selected in the flight guidance panel. Once the localizer comes alive, the system will switch from FMS to LOC, magenta needles will change to green needles. The glideslope will capture normally. If you are receiving ATC vectors for the approach and have selected the VECTORS option when you load the loaded the approach, the process is similar. Once you receive radar vectors, then you can go direct to the FAF waypoint and then select the intercept course option (i.e., make the inbound course in the CRS field big) to extend the RNAV final. When you receive your intercept vector, you may: 1. Select NAV to intercept the FMS magenta line to intercept the inbound course to the FAF. This procedure should be used if you are outside of the localizer SV or are on the fringes of it when ATC issues the clearance. The Collins system has nasty habit of capturing a false localizer. Transport Canada covers this very well in their AIM after a CL604 dang near flew into the side of hill near Vancouver many years ago. I have captured false localizers in Collins-equipped DA2000 and in the Honeywell-equipped Lear 45 in the US after selecting APP mode too early. I have even seen it turn the wrong way and fly outbound if APP is armed at a 90 degree angle to the final approach course. Wait until you are within a 30 degree intercept heading to the final approach course and within the localizer service volume before arming APP. In fact, I will often let the NAV capture the final approach course in LNV and then ARM approach when the FAF is the active inbound fix. This especially true if I have stepdown altitudes prior to the FAF and I need to use VNAV to comply with these intermediate segment stepdown altitudes. These altitudes may be for terrain, airspace (e.g., Class B compliance), or for air traffic separation purposes (e.g., simultaneous parallel independent approach operations). Capturing the glideslope too early, especially on hot days and result in busting those altitudes. Remember, the altimeter reads HIGH when it's warm, while the glideslope is an "iron rail" that doesn't care about temperature. It will take you BELOW those charted altitudes on hot days. Same is true for LPV approaches from the intermediate fix (IF) inbound. I waiting to test a known issue in the Collins FMS in HS CL650, X-Plane, and hot temperatures at KDFW on the RNAV (GPS) approaches. 2. You can select APP Mode when cleared for the approach or cleared to intercept the final approach course. Nav-to-Nav transfer will occur when the localizer capture parameters are met, and the needles will switch from magenta to green. If you are NOT cleared for the approach, you need to switch back to NAV mode to prevent premature glideslope capture and then re-select APP mode when cleared for the approach. This technique is also used if intercepting the localizer for a LOC only or LDA approach. Also, for the reasons above, you need to look out for false localizer captures and make sure that you meet the intermediate segment stepdown altitudes prior to the FAF. Selecting APP mode when cleared for the approach should wait until your heading is within 30 degrees of the final approach course and within in the localizer service volume. On a simple approach with no stepdown altitudes or when receiving vectors at an altitude below these altitudes, this is the easiest. 3. When on vectors, you can manually switch to green needles and select APP mode when cleared for the approach, when the heading is within 30 degrees of the final approach course, and when you're within the localizer service volume. Some folks like to use #3 because they have been bitten by Nav-to-Nav transfer. At 30 NM from the ARP, the Collins FMS will auto-tune the ILS or LOC frequency and set the inbound course in background. If you are unfortunate enough to execute a Direct-To in the FMS at the time that this auto-tuning is occurring in background, there is a chance that the inbound course will not be auto-set. This happened to me once on the LDA Rwy 25 approach into KEGE. We received a Direct-To clearance to QNDRY right as we were at the 30 NM distance from the ARP. While the radios both tuned to the localizer frequency of 109.75, the captain's CDI did not change in background to the inbound course of 250. We used the FMS in LNV and VNAV to laterally and vertically navigate the approach to just prior to WASHI, the FAF, then selected APP mode. I was in the right seat, and my CDI was set to 250; however, the captain's CDI course was set to something else, if I recall 360. Needless to say, we had some last minute changes to make. As result, some pilots (not me...) do not trust Nav-to-Nav transfer and set up the CDI course on their own. There are many different techniques. You may use differing techniques based on the needs of the approach that you're flying and how you're being handled by ATC. Rich Boll