News
Fresh Exterior Art Pass
Hello Pilots,
A visual treat this week! Instead of deep-dive systems, we’ve been polishing what you see on the ramp.
What’s new
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Fuselage & Vertical Fin: Exterior shell built and fully UV-unwrapped for clean, distortion-free paint.
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First Airfoillabs Livery: Our house colors are on the airframe - this also sets the baseline for future repaints.
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Detail, Detail, Detail: We’ve placed thousands of bolts/rivets and defined metal panel connections in the normal map so seams,
fasteners, and panels pop under lighting. -
Texture Readiness: Consistent texel density and layout to keep logos sharp and panel lines aligned across doors and hatches.
Check out the new screenshots below to see the depth and definition these maps add to the surface. Thanks for flying along with us - more eye candy coming as we expand the exterior set.
Clear skies!
Hello Pilots!
This is our latest development update for the 737 MAX project. This report provides a comprehensive overview of our recent progress, with a particular focus on the aircraft’s complex display systems. Our development philosophy is rooted in a dual approach: meticulously replicating the observable elements a pilot sees and interacts with, while simultaneously building the deep, underlying systems architecture that drives them.
Engine Display System Development
A significant portion of our recent work has been dedicated to a comprehensive rework of the engine display indications. This work moves the simulation beyond a generic representation to one that reflects the specific operational modes and logic of the 737 MAX's LEAP-1B engines. The annunciations are not static text; they are the final output of the Thrust Management Computer's (TMC) simulated logic, which continuously evaluates FMS inputs, atmospheric data, and aircraft configuration to provide accurate, real-time information.
The following Thrust Mode Annunciations are now logically implemented: These are critical for procedural flying and confirming the autothrottle's status. Each mode corresponds to a specific phase of flight or operational need, a technique used by airlines to optimize performance and reduce engine wear.
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TO, TO 1, TO 2: Full power and fixed derated takeoff thrust modes.
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D-TO, D-TO 1, D-TO 2: Assumed temperature reduced thrust takeoffs, including combination derates.
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TO B: Takeoff bump thrust, where applicable.
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CLB, CLB 1, CLB 2: Full and derated climb thrust modes, essential for efficient climb profiles.
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CRZ: The economy or long-range cruise thrust mode calculated by the FMS.
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G/A: Go-around mode, commanding the necessary thrust for a missed approach.
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CON: Continuous thrust, used in engine-out scenarios or other non-normals.
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MAN: Indicates manual N1 setting by the pilot.
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---: Displayed when the FMC is not computing a thrust limit.
Additionally, the following critical indications are being implemented: These indicators are part of an interconnected system, providing vital cues about engine health and configuration.
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Engine Parameters: Total Air Temperature, Selected Temperature for assumed temp takeoffs, Reference N1 Bugs, N1 Command Sectors, digital N1/EGT Readouts, and dynamic N1/EGT Indications. The N1 and EGT Redlines and EGT Amber Bands are now rendered dynamically based on operational limits.
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System Alerts & Limits: The Autothrottle Limit (A/T LIM) now appears when the autothrottle enters a protection mode (e.g., to prevent overspeed). The Thermal Anti–Ice (TAI) indication is tied to the pneumatic anti-ice system; its activation correctly adjusts the N1 limits and is reflected in EGT, a crucial system interdependency. The Thrust Reverser (REV) and Engine Fail (ENG FAIL) alerts are also fully integrated.
Display Unit and Electrical Logic Architecture
Progress continues on the foundational electrical and data logic for the Display Units (DUs). We are simulating this from the ground up, treating the electrical system as a network of buses, generators, and switches. The DUs act as clients of this network, meaning their behavior is dictated entirely by the state of their assigned power source. This architecture is fundamental for creating a truly robust simulation, enabling realistic cold-and-dark startups and the accurate replication of non-normal procedures.
Current implementation work includes:
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Electrical Power Sources: The DUs are now correctly mapped to their respective power sources, including the DC Standby Bus and DC Bus 2. This means a DU will correctly power down if its associated bus fails and will power on via the standby system during specific non-normal events, as per the aircraft's schematics.
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Display Switching Logic: Logic for the Overhead Displays Source Panel and the Main Panel's PFD/MFD selector is being implemented. This functionality is vital for IFR flight, as it allows the crew to maintain primary flight and navigation data in the event of a screen failure, directly replicating a critical non-normal checklist procedure.
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Display Processor Computers (DPCs): The logic for DPC 1 and DPC 2 is being coded to correctly prioritize, process, and display data from other aircraft systems. This is a precursor to simulating more subtle failures, such as data flags or invalid readouts.
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Brightness and Contrast: Independent BRT/CONTRAST logic for all six main display units is functional, allowing for individual adjustment by both Captain and FO.
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Failure Logic Framework: The groundwork is in place to begin implementing specific DU failure modes, which will be triggered by the electrical system simulation or via a dedicated failure menu.
Cockpit Interaction and Fidelity
Our philosophy is that every interactive element should not only look correct but also behave correctly.
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3D Modeling & Texturing: We have completed accuracy passes on the EFIS, landing gear, and main instrument panels. This involves refining high-polygon models and using a full Physically Based Rendering (PBR) workflow to ensure materials like brushed aluminum, matte plastics, and backlit panel text react realistically to X-Plane's lighting engine.
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Animations & Manipulators: Switch and knob animations have been tuned to match the correct travel distance and rotation angles. The click-spots and manipulator logic are being carefully defined to provide an intuitive experience for users in both traditional 2D and VR environments.
Integrated Standby Flight Display (ISFD) Development
Development has commenced on the ISFD. This unit functions as a critical "last line of defense," providing attitude, altitude, airspeed, and heading information independent of the main display system. We are simulating it as such, with its own (virtual) internal power source and inertial sensors.
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The 3D model, manipulators, and animations for the unit are finalized.
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The base attitude display is functional.
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A key part of this task is the development of a custom, pixel-perfect font. The legibility of these backup instruments is critical, and standard simulator fonts do not accurately capture the specific stroke weight and spacing of the real unit's display. This custom development is necessary to achieve the required level of authenticity.
Current and Forward-Looking Development Plan
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Systems Integration and Logic Hardening: The immediate next phase is to connect these various components. This involves ensuring the EFIS panel commands correctly interface with the DPCs, which in turn must request data from the IRS and FMS, all while respecting the state of the electrical system. We will be rigorously testing edge cases and logical priorities.
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Electrical System Expansion: Beyond the displays, we will be expanding the electrical simulation to the entire overhead panel, including bus transfer switches, generator controls, and battery management. The goal is a full electrical flow simulation for a complete cold-and-dark startup.
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Flight Model and Performance Validation: With the core engine parameters established, we will begin a rigorous tuning pass. This involves validating takeoff and landing performance against the Flight Crew Operations Manual (FCOM) charts, matching climb profiles (time, fuel, distance), and ensuring cruise fuel flow is accurate within a small margin of error.
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Failure Model Implementation: With the foundational systems solidifying, we can begin the systematic implementation of the failure model. This will be guided by the aircraft's Quick Reference Handbook (QRH), starting with DU failures, electrical bus faults, and sensor data discrepancies.
Thank you for your continued interest in our project. We will provide another update when we have more progress to share.
Clear skies!
Dear Fellow Aviators,
We're thrilled to share an in-depth look at the latest developments in our AFL737MAX project for X-Plane 12. While much of our recent work happens beneath the surface, the complexity and authenticity we're building into this aircraft will fundamentally transform your flight simulation experience.
Strategic Development Focus: Building from the Core
Our development philosophy has evolved to prioritize the aircraft's most critical and complex systems first. We've strategically shifted our focus to the FMS (Flight Management System), autopilot, and navigation infrastructure – the digital nervous system that makes modern aviation possible. This approach ensures that when we implement our vertical navigation (VNAV) capabilities, they'll rest on a rock-solid foundation of interconnected systems that behave exactly as they do in the real aircraft.
The Flight Model: Where Physics Meets Precision
Creating an accurate flight model for the 737 MAX requires an intricate dance between numerous systems. Each component affects the others in ways that might surprise even experienced simmers. Let's explore what we've been building:
Engine Logic: The Heart of Performance
The 737 MAX's engines aren't just about thrust – they're sophisticated systems managed by the EEC (Electronic Engine Control), essentially the FADEC (Full Authority Digital Engine Control) system that acts as the brain of each powerplant. Here's what we've implemented:
Thrust Management Architecture
We've developed a comprehensive thrust lever ratio system that accurately models both the LEAP-1B27 and LEAP-1B28 engine variants. But what does this mean for your flying experience?
In the real aircraft, the throttle position doesn't directly correlate to engine output. Instead, the EEC interprets your throttle position based on numerous factors: altitude, temperature, aircraft configuration, and selected thrust mode. We've implemented custom performance tables for each thrust setting:
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Amber Line Thrust Limit: The absolute thrust limit - amber line.
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Maximum Takeoff Thrust including BUMP thrust Option: The maximum power available for takeoff, typically limited to 5 minutes.
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TO1/TO2 (Takeoff Derate 1/2): Reduced thrust settings that extend engine life while providing adequate takeoff performance
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CLB/CLB1/CLB2 (Climb Thrust Settings): Optimized power settings for various climb scenarios
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MAX CONT (Maximum Continuous): The highest thrust setting available for extended use
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GA (Go-Around): Specifically calibrated thrust for missed approach scenarios
EEC Operating Modes: Intelligence Under Pressure
The Electronic Engine Control system we've simulated operates in three distinct modes:
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Normal Mode (ON): The EEC has full authority, managing all engine parameters automatically. It prevents exceedances, optimizes fuel flow, and maintains engine health.
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Soft Alternate Mode: When certain sensors fail, the EEC reverts to this degraded mode. It uses the last available sensor inputs and maintains most protections, but with reduced optimization. Pilots might notice slightly different throttle response and must monitor parameters more closely.
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Hard Alternate Mode: The most degraded state, where the EEC provides minimal protection, but still a significant one. In this mode, the throttle lever position more directly controls fuel flow, similar to older hydro-mechanical systems. Pilots must carefully monitor all engine parameters to prevent damage, especially EGT.
Idle Logic: Four Distinct Personalities
Engine idle isn't just "minimum thrust" – we've implemented four separate idle modes:
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Ground Idle: Optimized for taxi operations with minimal thrust
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Flight Idle: Higher idle setting for in-flight operations, ensuring rapid acceleration when needed
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Approach Idle: Calibrated for stable approach configurations
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Icing Idle: Elevated idle to maintain engine anti-ice effectiveness and prevent flame-out in icing conditions
Engine Dynamics: Bringing Metal to Life
Beyond the control logic, we've meticulously modeled the physical relationships between:
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N1/N2 correlation (the relationship between fan and core speeds)
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Spool-up characteristics that vary with altitude and temperature
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Oil pressure and temperature behaviors that change with power settings and time
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EGT (Exhaust Gas Temperature) responses that pilots monitor during start-up and high-power operations
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Realistic vibration signatures that change with engine wear and operating conditions
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Fuel flow calculations that account for altitude, temperature, and thrust setting
Currently, 80% of our manual throttle control implementation is complete, laying the groundwork for the autothrottle system to come.
Elevator Trim System: More Than Just Pitch Control
The 737 MAX's trim system gained worldwide attention due to MCAS (Maneuvering Characteristics Augmentation System), but the underlying trim architecture is a marvel of redundancy and precision. Here's what we've built:
Manual and Electric Trim Implementation
Our trim system features realistic trim rates that vary based on:
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Flap configuration (trim effectiveness decreases at high speeds)
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Manual Trimming - the system knows when you're fighting it
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Automated trim modes for flaps up and down
The manual trim wheels provide tactile feedback through varying resistance based on aerodynamic loads. When you're significantly out of trim at high speed, you'll need more force (which we simulate by trim speed increase or decrease) to turn the wheel, just like the real aircraft.
Automated Trim Functions (In Development)
We're currently implementing three automated trim systems:
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Speed Trim System (STS): Automatically trims the aircraft to maintain speed stability during manual flight with autopilot off. It's subtle but crucial for maintaining the aircraft's handling qualities across its entire flight envelope.
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Mach Trim: Compensates for the aerodynamic pitch changes that occur as the aircraft accelerates through high Mach numbers, preventing the nose-down tendency common in swept-wing jets.
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MCAS: The Maneuvering Characteristics Augmentation System that provides automated nose-down trim inputs under very specific high angle-of-attack conditions with flaps up. We're implementing this system with all the updates and safeguards introduced after the MAX's return to service.
Flight Model Refinement: The Foundation of Realism
Our clean-configuration flight model is approaching real-world accuracy. What we are working on is the effect of flaps and slats:
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Lift curves that accurately represent the MAX's flaps/slats
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Drag coefficients across the entire speed range for flaps
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Pitching moments that change with configuration and CG position with flaps
Next, we're expanding this model to include:
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Spoiler effectiveness variations with airspeed and deployment angle/ ground and flight spoilers logic
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Landing gear drag and pitching moment contributions
Visual Refinements: Enhancing Immersion
While systems take priority, we've also enhanced the visual experience:
Control Stand Animations
Levers now move with realistic speed and travel. The throttle levers follow accurate tracks, trim wheels rotate at proper speeds, and have an extendable handle for manual trimming. Flap selection lever movement follows the characteristic tracks.
Annunciator System Overhaul
Real annunciator lights don't simply switch on and off – they have a characteristic glow-up and fade that our eyes perceive. We've completely reworked our annunciator textures and lighting system to replicate this behavior. When a warning light illuminates, it brightens over several milliseconds, creating the subtle but authentic visual cue pilots rely on.
The Path Forward
This foundation of engine management, trim systems, and flight model accuracy serves a crucial purpose: enabling realistic autoflight development as soon as possible. Once our VNAV and autopilot systems come online, they'll be controlling an aircraft that behaves very close to the real MAX. This means holds will be flown with proper bank angles, climbs and descents will honor the real aircraft's performance limits, and approaches will require the same energy management as the actual aircraft.
Every parameter we've implemented, from engine spool times to trim rates, feeds into the autoflight system's decision-making. When the autothrottle commands a thrust change, the engines will respond with the same lag and overshoot characteristics as the real thing. When VNAV calculates a descent path, it will use our accurate drag models to determine when to extend spoilers or call for flap deployment.
For Our Community
We understand that flight simmers and aviation enthusiasts crave this level of detail. You're not just looking for an aircraft that flies from A to B – you want to understand and experience the intricate systems that make modern aviation possible. Every switch should have a consequence, every procedure should matter, and every phase of flight should challenge and reward your growing expertise.
We're building something special here, and we can't wait to share more as development continues.
Stay tuned for our next update.
Blue skies and tailwinds!
Hello Pilots!
We're thrilled to be back with another substantial update on our 737 MAX development journey! As we push deeper into systems integration and cockpit refinement, the aircraft is truly coming alive. We have been working tirelessly across multiple disciplines - from advanced FMS functionality to intricate lighting systems - and today, we're excited to share some remarkable milestones that demonstrate just how far we've come.
Major FMS Development Progress
We have achieved a significant breakthrough: we've completed approximately 75% of the functionality required for MCDU preflight procedures! This represents countless coding, testing, and refinement hours to ensure every aspect meets professional standards.
Performance Pages & Behind-the-Scenes Magic
The newly implemented performance pages you see on the MCDU are merely the tip of the iceberg. Beneath the surface, we have built a sophisticated framework of:
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Complex performance table calculations and interpolations
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Advanced internal logic systems
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Seamless integration with our vertical navigation architecture (currently in stealth mode but progressing rapidly!)
Full 3D Cockpit Integration
We've achieved a significant milestone by fully connecting our internal FMS logic to the 3D cockpit environment. This isn't just about making things look pretty – it's about creating a living, breathing flight deck where every interaction feels authentic.
What This Means:
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Every button press triggers proper animations with realistic travel and feedback
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Complete integration with test light sequences across all panels
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Pedestal panel lighting responds dynamically to dimmer controls
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Each switch, button, and knob now behaves exactly as pilots expect
2D Panel Graphics Excellence
We have been obsessing over every pixel to deliver ultra-high-fidelity 2D panels for EFIS and MCDU displays. This isn't just about resolution - it's about authenticity at every level.
Custom Font Design
We've gone to extraordinary lengths, including:
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Creating custom fonts from scratch to match real-world displays perfectly
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Ensuring pixel-perfect rendering at all zoom levels
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Seamless integration with our FMS performance development
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Direct connection to vertical navigation and the autopilot systems we're now beginning to implement
IRS System Development
The Inertial Reference System is taking shape! Our systems team has been hard at work implementing this critical navigation component:
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Full 2D display integration with our custom-designed fonts
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Proper integration with the 3D model representation
Electrical Display and Metering Panel
We've completed the implementation of the Electrical Display and Metering Panel with meticulous attention to detail:
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Custom fonts specifically designed for electrical readouts
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Full functional implementation in the 3D model
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Electrical systems logic is currently in active development
Control Column Features
Our animation team has delivered something special with the control column system:
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Partial hiding functionality (sliding down) for improved visibility
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Full hiding capability when needed
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Individual yoke button animations, including checklist plate movement
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Smooth, realistic motion that enhances the flying experience
Seat Integration Complete
We've finalized the pilot and co-pilot seat systems:
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Perfect placement with corrected UV mapping
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Fully integrated adjustment animations, including hand rests
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Ready for that ideal cockpit view
Pedestal / Control Stand / FWD Electrical Panel Illumination
We've fully integrated the backlit system for these critical panels using X-Plane's new texture lighting model:
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Dynamic brightness response to ambient conditions
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Proper electrical bus integration
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Stunning visual fidelity in all lighting conditions
Audio Panel Integration
All three audio panels are now fully operational:
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Complete animation sequences for every switch and knob
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Integrated lighting systems
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Full connection to test light sequences
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Authentic behavior in X-Plane
Overhead Panel Annunciators
The overhead panels have received comprehensive attention:
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All annunciators now feature proper push-to-test functionality and correct lighting
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BRT/DIM mode integrated
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Lit Texture Corrections
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Complete animation integration
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Test mode sequences are fully implemented
Backlit Integration for Overhead Panels
Both the Aft and Forward Overhead Panels now feature:
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Full backlit system integration using X-Plane's latest lighting technology
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Proper electrical power source connections
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Stunning visual quality in low-light conditions
Looking Ahead: The Next Phase
As we celebrate these achievements, we are already deep into the next wave of critical systems:
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FMS Vertical Navigation: Building on our lateral nav success
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IRS System: Finishing functionality and failure modes
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Electrical System: Comprehensive bus logic and load management
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Full Internal Cockpit Lighting: Every light, every circuit
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Autopilot Integration: The brain of modern aviation
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Rudder Animation: Complex mechanical modeling and adjustment
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Full Control Stand Animations: Every lever, every detent
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Flight Model Tuning: Pursuing perfection in the air
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And much more!
We continue to be amazed by your support and enthusiasm. Every piece of feedback helps us refine and perfect this simulation. Thank you for being part of this incredible journey as we bring the 737 MAX to life in ways never before seen in X-Plane!
Clear skies!