Interesting - no plans for MSFS but no plans for more XP11 aircraft either.
XP12?
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They have job openings. That to me hints at MSFS whether they say so now or not. If XP12 was more than just an assumption, I think we would have heard something by now.
If that’s the case, it would be like the opposite approach to Razbam, I quite like it.
Announce when well under way rather than have Bob CAD up an intake or two and call dibs for another bird in the 15-year pipeline…
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seems like a really nice guy
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OMG this is soooooooooooo tasty…
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I am right in the middle of my ARMA deep dive and also expecting the Mi24 to drop soon. I am giving this one a wait although I will buy it for sure after the 1st update. As most here know already, his 412 is a fine piece of work.
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I pulled the trigger 
Its pretty nice and fly lovely! Also includes many options through a plugin to adjust doors, controllers sensibility, lights, cargo, …
To hype a bit, check these nice manuals:
user’s manual - Chinook CH-47D by X-Trident - X-Plane.Org Forum
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I think it might be a bit much for my system in VR, based on what I have read. I did read the manual. The depth is exactly what we’ve come to expect from x-trident.
Now with AH2 + CH47D no shortage of shrimp.
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I failed to follow my own advice and bought. VR controls don’t work so I haven’t flown it yet. But just as a ground ornament it is the most exquisitely detailed helicopter yet.
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Is there such thing as a multi engine helicopter rating or is it just a helicopter rating (and I assume type rating for certain helos?) I just realized how little I know about how helo pilots are certified… 
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Funny. @Nevo and I were discussing a similar question off line. I believe in Australia, where he flies, each model helicopter (Bell 206, R44, 300CBi) requires a separate type rating. In America I do not believe there are ratings for multi-engine or turbine. In fact I think the rules are the same as fixed wing: >12500lb requires a type. There is a special case: the Robinson R22* and R44. A special regulation was written just for those two, SFAR 73. The rule requires 20 prior to solo and has other restrictions as well due, I guess, to the mast-bumping risk and high accident rates of both types. The lack of a multiengine rating requirement would make sense really. Two or more engines in a helicopter makes things easier, not harder; much opposite to fixed wing.
My progress has been slow due to work and my instructor’s babysitting duties. So far 16 hours and no solo (SFAR 73).
*The R22 is a joy to fly. But it does have some very unique characteristics that make it dangerous in the hands of us fixed-wing pilots. When we attempt to fly it we bring with us all sorts of bad, potentially fatal habits.
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Thats interesting, I would of guessed it would complicate things a lot. Why is that @smokinhole? Is it for redundancy and shared power?
with exotic exceptions usually traditional helis and aircraft the multi engines are for shared power and redundancy. In aircraft the things for the pilot goes worst mainly in an engine failure. Because startup and engine management +/- is what you do for one engine do to the other. But when 1 engine fails is were the things goes a hell because the aircraft physics became very unbalanced and it requires the feathering of the prop (in very old birds you can’t even do it to worst th3 things even more) and after you should use rudder to counter the effect of non centered power point not be inline with aircraft center. So all that requires acknowledge and training.
In classic helis, both engines are pure redundancy and share power. Both engines are connected to the same gearbox and that gearbox connect to both props.
To the eyes of props they only see more or less power (if 1 or 2 engines are running) also in terms of physics (except more power) is almost non existence diference if only 1 engine is running.
Both engines are very closed and if exist a somekind of torque or gyroscopic contribution diference if 1 or 2 engines are running, its not a big effect that mainly interferes with the other more normal physical effects that exist in a helli.
Contrary, in an aircraft, were a engine is not running and if the prop is in free spinning with high rpm, that point turns from a point of source of power to a point with high drag, usually corresponding to a drag that is as if that place have a solid disc with the same diameter of the props), so it completelly changes all the game.
By “complexity” I mean special skills required to safely operate. While multiengine aircraft, fixed and rotary, do require more training and study to understand the systems logic that make them tick, fixed-wing multiengine types additionally require very special skills which must guide how one handles an engine failure. Without a good foundation of training, flying a twin-engined fixed-wing would be way more hazardous than flying a single when a/the engine dies. That’s why a specific rating is required in the fixed-wing world. An engine failure in a multiengine helicopter also requires knowledge and training to ensure the safest outcome. But the failure doesn’t require a set of unique stick and rudder skills.
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XP Org store has a Memorial Day sale on…thinking of picking up the FlyJSim 732 Twinjet at 30% off…they also have the wonderful 727 on for a similar deal, if you haven’t got yours yet.
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Its why, even after msfs, imho, the xp11 still the king of jetliners…