Release & Model Notes:
 
Notes for v815 model.  This model started ~810 to both capture and test the systems Austin constantly says "...just like my Cirrus"  I had great and grand hopes for the Avidyne, the Garmin and even the Auto-RPM systems that the turbine Meridian and conversion turbine Bonanza uses as well.  Initial modeling was complete late ~811 and time-in-type test pilots were called, as well as model supplied to Austin for evaluation.  Feedback from test pilots was acceptable, however feedback from Austin was less than supportive.  He had largely cosmetic gripes, and cited all the misc-bodies to interfere with the flight model.  Needless to day Austin refused to even test it, and didn't offer any constructive input on how to achieve the 'round-body' composite form with the format that plane-maker uses for modelling.  (notably, the round engine inlets, and seamless form fuse to vstab intersection).  Worse yet, he loved my paint and panel enough that he wanted me to give it to him in exchange for him completing the Avidyne MFD.  Hmm, now let me see. I give away my laborious graphics work, to him for him to use on his soon to be default Cirrus model, in exchange for him doing what he needs to do anyway.  Yeah, I think the logic is clear... I have exclusive beautiful paint, panel and instruments, the verifiable airframe and we're all going to have to wait for him to do what he needs to, to finish the Avidyne implementation in x-plane.
 
Anyway, here are my developer notes on this model, to cite known discrepancies, and topics.
 
Auto-RPM : To my expectations, it does not perform as advertised.  I entered rpm values found in the Manual (2700-2500-1000) for max power-rpm, cruise power-rpm, and idle-rpm.  That resulted in the prop pitch advancing too steep in reduced power, slow down & go down situations, so that the aircraft would retain too much speed and in cases ACCELERATE when power was REDUCED.  It would be like cruising in 4th gear in your car, and when you went to decelerate ad reduced throttle, to shift into FIFTH instead of downshifting to third or second.  The prop rpm would reduce, but by increasing prop blade angle and as such to provide thrust even at reduced power settings.  I asked Austin, what rpm does he get in VFR pattern deceleration and glide, he gave me the prop auto-rpm values he uses.  2700-2500-1900.  Which translates to 2700 at max throttle, SHOULD translate to 2500 at any open throttle position less than max, and 1900 at flight idle, and engine idle while stationary*.  The manual indicates cruise rpm to be 2500 and max power rpm to be 2700, those match.  the idle rpm he provided is different even that what he describes in the PM engine1 screen to set it up.  "rpm auto-select with throttle at idle".  Well I guess it's right depending on your view of things, but is that flight idle or ground idle.  Anyway, I'll continue. I have entered an engine idle rpm of 500rpm, and prop pitch limits as provided by the TCDS. Sadly ground idle is nearly ~1300rpm, and flight idle generally is above ~2000rpm.  I don't know about you, but typically 20" MP is a very conservative cruise power setting, yet prop is still doing 2700rpm.  It takes a power reduction to ~12" MP to finally get down to 2500rpm (as tested at 120KIAS).  All not quite the "2500 rpm at 'open throttle' less than max".  Anyway, Austin's own numbers are in there for now. I may re-tune in the future if I notice more proper operation of this system.
 
Benign Issue : There is no 'throttle' or otherwise engine control elements on the 'panel' as they are, in the actual aircraft, otherwise 'off screen' down between the seats like a shifter in a car.  It would have been more unrealistic to put them on the otherwise forward looking view, than to omit them and let you use the controls on your yoke, joystick, or even the F1/F2 throttle control keys.  Same with Mixture control, I believe to be F7/8 or something.  
 
Avidyne Entrega : Where to begin.  I call it 45% complete.  The Avidyne Entrega system is entirely a stock & default X-Plane provided item.  I have installed higher resolution master 'screen-panel' element but all display contents and functions are exclusively up to Austin to provide for and to make work & display properly.  Custom fabrications on top of the Avidyne are not a viable solution (in the case of the ASI & ALT tapes), and completely impossible for the MFD.  Primary operation of the PFD I consider 90% complete, lacking only the ASI & ALT tapes on the display.  Those need to be installed by Austin so they are legitimately integrated into the display, scalable with the whole unit, and properly marked with vspeeds automatically.  His response to me was "make it out of the EFIS tapes", to which I said those need to be an integrated element of that single display fixture.  Otherwise for the PFD most all otherwise standard facets of the primary display are correct.  There is no reversionary mode, and no other modes.  As of 815, the altimeter autopilot preselect on the Avidyne did not link to the STEC 55X autopilot system so alt-engage does not work unless a separate altitude autopilot preselect is installed on the panel.  I suspect it may work properly in >817.  The MFD, oh the poor MFD. if it weren't for the base panel piece, it might as well be absent or have a piece of tape across it labelling it INOP.  The MFD is 0% correct (as of 815 and I have not heard reports of any change to that status in 817 or 820B/RC)  For all practical purposes consider it INOP and of less than no use.  I did press Austin that it had to be completed as a primary priority.  The Avidyne Entrega has been present as a default element in x-plane since ~7.6, yet has had no finishing or continuing work on it's implementation since it appeared.  I made the case that nearly every GA manufacturer is shipping aircraft with the Avidyne Entrega or Garmin 1000 integrated systems and that x-plane must follow suit, in immediate fashion, to provide for what actual aircraft have, what pilots need, and what customers expect and demand.  It's all up to you, the end user to continue to apply pressure to Austin to get the Avidyne completed, and the Garmin 1000 introduced as critical facets of most all new aircraft.  ASIDE: this does need to be a built-in, stock and default solution. NOT reliant on any unsupported external third party plug-in.  He has taken too many shortcuts and outs while shirking responsibility to the core functionality and feature set x-plane needs to deliver.  
 
Anyway, all that aside, no pun intended, the Avidyne Entrega in this model will improve and evolve as it's core functionality matures within x-plane, as a default system.  The Avidyne manuals are downloadable from their site, but I have obtained the right ones and included them in this aircraft distribution so that everyone is on the 'same page' about what they need to and should do.  
 
Known discrepancy.  The actual aircraft would have all digital fuel status on the MFD, and an analog fuel indication otherwise 'off screen' down between the seats. I have a 'total fuel' digital readout on the panel in the unusable area occupied by the vent controls.
 
Known discrepancy.  While the Avidyne base panels appear to have illuminated buttons, that is only as 'pictured' in the base element source photo and buttons do not presently illuminate at night.  I do suspect that should be a default element enhancement but I may install illumination 'rings' in the future if that doesn't come about.
 
Garmin 430 : many of the same issues with the Avidyne.  The Garmin 430 has been an available default element in x-plane for many versions now going back to at least 8.00.  However it's functions are extremely limited.  At present (as of 815) it can only accept Direct-To to destination airports.  No fixes or navaids may be entered as GPS destinations.  It has been appealed to Austin countless times to get it working in a more acceptable format, to include ability to enter short leg flight plan routes, and to function more similarly to the actual unit.  Presently I recommend using it primarily for the FLIP-FLOP NAV/COM functions, and use the GPS to track your ultimate destination airport as you navigate from VOR stations.  All discrepant and missing features are known issues.  Please feel free and welcome to voice your opinions to Austin about the functionality and lack thereof.
 
Known Issue (815) : FUEL FLOW & FUEL PUMP.  In 815 if the Fuel Pump is ON, the indicated and measured FF is boosted/high.  Turn the Fuel Pump OFF for proper FF rate and indications.  Should be resolved in >817.
 
Known Issue (815) : RPM FLUCTUATION.  At high indicated/actual airspeed, and at maximum rpm, FPS based flight model flutter/fluctuation can and does cause the RPM needle, prop & engine RPM to fluctuate.  Solution Unknown.  Identified similar situations with the T6B and x250TP.  Is only present in auto-rpm configurations.  If you experience the rpm fluctuation issue, note your simulator FPS.  If less than 20, reduce graphic options to increase your sim fps performance. If over 30fps, let me know and I'll try to obtain more information to better formulate the bug to Austin.
 
Known Issue (Cosmetic) : Nose inlet.  Initial aircraft model drafts had several pieces making the round inlets on the nose and an otherwise smooth fuse leading out to the spinner.  Austin griped about those bodies used to form the separate inlets, which almost caused the aircraft to be scrapped. I was really frustrated with being told that I could not use the solution I had come up with to make the round inlets on the 'round-body' aircraft.  Graphically it didn't 'meld' cleanly although it did achieve exactly the right shape and form.  Ultimately I invented a new counter-sunk nose inlet design, installed cylinders, and it has an 'open to the spinner' look instead of separated round inlets.
 
Known Issue (Cosmetic) : intersection of vstab leader and fuselage tail.  I know that the actual aircraft body 'melds' into the vertical stabilizer.  Not possible in x-plane.  I could experiment with extending the final stations of the fuselage vertically up inside the rudder area to attempt to meld the profile of the fuselage into the tail.  The present vstab leader has been vertically shortened so that it does not produce as much interference as Austin cited, does do the job of suiting the profile, and does do the job of leading the fuselage form into the vertical stabilizer.
 
Known Issue (Cosmetic) : SWITCHES.  Problem being, in drafting a 2D view of a 3D multi-surface & face panel, how to design switches and rheostats that FACE THE SKY.  In the actual aircraft you would lean forward, see, read and actuate those switches and in the seated and piloting position those switches would actually be unreadable and unidentifiable as you are looking at the 'butt' of them. As viewed in a natrual form, the space in 2D for those switches is prohibitively short, would require forced perspective on the 'butt' of the switches and text would likely be unreadable unless more rules were broken and the label was written on the 'butt' of the rocker switch.  I'm not saying it's impossible, but it will require extensive fabrication of new switch elements to resemble those otherwise out-of-sight switches and make them work, uselful, and seamless integration to this panel.  In the meantime, metal toggles are installed, if you don't like those you can delete the 'switches' folder in the custom cockpit folder and get basic toggles back.  I may just do that anyway at some point.
 
Known Issue & Discrepancy : Avidyne ASI / ALT.  In lieu of the Avidyne having Absent ASI & ALT indications, I highly recommend you treat that as a simulated Avidyne system glitch and revert to your actual standby instruments for Airspeed and Altitude.  Once Flying you can use the reported groundspeed on the Avidyne for speed, but do cross-reference your standby ASI & ALT, as you would in reality.  
 
Known Issue : Parachute.  The parachute attachment point has to be installed at one fixed location in the .acf.  I have it currently installed at the AFT CG LIMIT.  If you want to deploy the chute, or if you have already deployed the chute and are 'nose-down', go into the weight and balance screen and adjust the CG slider to the aft limit, to just prior to where the bar turns red.  That will simulate you shifting cabin available weight to the aft of the compartment to balance out your angle.  Actual aircraft may have a more dynamic balancing system versus where the chute attachment point and assembly is.  Please do read the manual about Chute deployment, there is a speed to slow below before popping it.
 
Known Issue: Stall Speeds.  Airfoil Master Tony Gondola produced and provided these airfoils based on his insight and assessment of what was called for.  The actual airfoils are not published, and are highly proprietary.  Tony produced best replicas of these foils based on all available information.  Stall speeds in this aircraft may be fractionally anomalous, but are as authentic as this airfoil provides for.  Interestingly enough, standard & default NACA 2412 airfoils on this aircraft produce a stall at EXACTLY the right speed, which leads me to assume and believe that Austin has 2412's on his version of the model (erroneously) and has tuned the flight model around 'his Cirrus' with the wrong foils.  But that's just a wild guess.
 
Notes on the Split Wing : Included in the TCDS folder within the Aircraft Documents is a file on the Stall Issues of the SR20 which I feel are applicable to the subsequent SR22 model.  The reason for the split wing geometry is to aid in the certification of the model and it's less than desirable  stall & spin tendency.  Numerous sources indicate "in the event of a spin, don't even try to recover, just pop the chute" (paraphrased) which indicates a very unstable spin tendency and this split wing geometry is a peculiar 'band-aid' to improve the stall handling and a preventative measure to avert spin entry in these aircraft.
 
Known Discrepancy : BEACON.  In all pictures I've seen, none of the actual aircraft indicate that they have a red beacon on top of the vertical stabilzer.  In fact none of them appear to have a Beacon or Tail light anywhere.  I took the liberty of installing a beacon fixture on the belly, if for nothing more than I think it looks good there.  x-plane will put a red beacon on top of the vstab by default though.  If you own an SR22/SR20 please let me know where the beacon and tail light are located and i will apply.
 
Known Discrepancy : VSTAB.  Vstab as installed in x-plane is more appropriate to the SRV-G2 rudder-top, than the rounded one on the other models.  I will see what the newer x-plane versions can do with variable cord lengths to get rounded tips, but in the meantime the SRV rudder top is what is present.
 
Known Discrepancy (Cosmetic) : air vents.  enough said, but space and size is an issue.  Vents were designed for the Bonanza but were very applicable here without reinventing the wheel.  New vents may be designed at some point in the future.  In the meantime these vents represent the panel mounted vents acceptably.  Placement is a space issue.  The standby instruments consume so much of the forward panel and it would be a grand disservice to make them any smaller.  Open cockpit panel format, you can arrange or reposition elements as you choose if you want to try a different layout.
 
Known Discrepancy : Audio Panel.  In short. no acceptable audio panel is available in x-plane and it became prohibitive to fabricate the modern audio panel using the antique foundation.   Similarly space became an issue about where to put it, and the need for 'some' space for necessary system switches and the chute button.
 
Bonus Items: Even after being scolded by Austin about the misc-body use, I put BACK IN the exhaust cowlings, exhaust pipes, and some extra fixtures. I did shave them down to minimum size so that they would have measurably less impact as he had cited, but the model just positively requires these fixtures.
 
Bonus Items : Texture.  Recognizing that 'flat white' does not a good 'texture' make, on this and another couple otherwise white aircraft, I made all best attempts at installing a very rich, albeit very subtle pantone gradient to the fuse and all surfaces.  Unfortunately x-plane applies it's own shading which may make these very hard to see.  Open the paint.png to see what I mean, but I wouldn't want to exaggerate the gradients any further than that else it starts to take on a 'dirty' appearance.
 
I've you've read this far, Congratulate yourself!
 
Please take time to review all the great files in the aircraft documents folders.  Please take a moment to appreciate all of the gorgeous hand made artwork on the entire aircraft.  And last but not least, make sure you just thoroughly and completely enjoy this aircraft.  As you can see, it's been a long way coming, and has a ways to go until it's all-good, but the best we can do is the best we can, and to continue to strive for perfection.  
 
My Very Best,
Jason Chandler