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The G500 displays should always be untouched though?

You can also store and reuse this pilot waypoint.

Did that always affect Panel textures? That seems like a bug tbh. Maybe I’m misunderstanding what OP is posting about.

I believe that's the gear door safety. You can't remove it if it's under hydraulic pressure. make sure the gear switch on the outer panel is not in the up position. Also you really should have the hydraulics off when you're going in there

Maybe you forgot to switch the mode before the takeoff?

Part of the problem is that the world is tipping on its side, and it's happening faster each year. Doesn't bode well for those southern vacation spots in a hundred years or so! ;-) The reality is that in the US we're not updating the VOR MagVars that often, part it is due to the ongoing decommissioning process in the US called the VOR Minimum Operational Network. Adjusting for MagVar requires changes to the actual VOR and the FAA is just behind the problem as they work through the VOR MON program. Here's an FAA Aeronautical Charting Meeting agenda item discussing the MagVar discrepancies that can happen between conventional procedures and the MagVar in the FMS: Hist_11-01-296 (faa.gov). Here's one on use of MagVar on DMEs: 14-02-284-ACF_DME_Facilities.pdf (faa.gov) This InFO explains the differences between conventional procedures and FMS tracks: InFO 12009, Magnetic Variation Differences Between Ground-Based Navigational Aid (NAVAID) (faa.gov) Much of the issues are involved outdated MagVar tables in the IRU, collected by the field and used in procedure development and documentation along with the procedure not being updated. There's been much talk in in various industry groups, including the Aeronautical Charting Meeting, which is going on as I type, about moving towards using the Airport Reference Point as the source MagVar for all instrument procedures tied to that airport. All of these issues go away if move to True. Magnetic track, course, and heading is presented solely for pilot convenience. The FMs and IRU computes everything in True, then converts it to Magnetic so it agrees with the magnetic compass. Going to True would mean no more runway repainting due to runway number changes resulting from MagVar changes. It would mean no more mis-match between procedure tracks as MagVar changes. Rich

It looks like there could be some improvements possible with temperatures and persistence. The developers and testers are aware and will investigate further. Thanks for the report.

EXPERIMENTAL FLIGHT MODEL: We suggest you do not use the EFM. We never know when Austin will add new things to the EFM, which may cause issues. Therefore, it is our recommendation that you do not use the EFM and only use the current stable release of X-Plane. That being said, you are free to experiment and try it as you wish. --------------------------------------------------------------------------------- NOSE WHEEL STEERING: There seems to be some confusion on how this is implemented. We have provided two (2) options (selectable in user preferences). 1) Use Tiller Checked (ON) - This allows you to use the in-cockpit tiller (manipulator) to steer. 2) Use Tiller Unchecked (OFF) - This allows for mouse/hardware steering. In addition... steering is only available when the following criteria are met: • On the ground (WOW) • Hydraulic PSI >= 1500 • Aircraft is moving • Tiller is engaged (depressed) --------------------------------------------------------------------------------- HDG/SLAVE BUTTON:. This was incorrectly modeled in previous versions of the Saab. It is not meant to "sync" the A/P bug with the aircraft heading. The actual functionality is as follows : "The system contains a quick heading slave function, which by means of a push button, slaves the magnetic heading related to present flux detector readout." Since X-Plane now accurately simulates gyroscopic drift and flux_detector errors, that functionality is now modeled correctly. ---------------------------------------------------------------------------------