I am not a yoke person, but I kind of like the looks of this new Yoke Thrustmaster and Boeing came up with. It doesn't look like it takes up half your PC desk, like some other yokes do, and should work well with Boeing Aircraft as well as some GA aircraft, 

 

 

Edited September 28, 20214 yr by Bobsk8

It looks real nice if it fits your style of flying. I'd wait for a score of reviews (early ones can be influenced).  Looks like it would sit pretty high on my desk. Not sure how it stays in place.  Too few details in the infomercial. Cannot envision its use for general aviation flying.  Very Boeing specific in design.

Right now I'd be hard pressed to rec anything overall on a cost effective and quality basis than the Honeycomb Alpha and Bravo selections, though they are not Boeing specific. I have been at this since late 1981 and have been through scores of controllers.  This is Thrustmaster's first yoke.  Is that right?  Surprised me but previous TM products have I guess been sticks.  I have had a couple of those and they were very good.  I used the TM sticks with a laptop as I traveled on business.

I without my own choice had to wait out availability of the Honeycomb products and benefited from the delay as I was able to watch and listen.  With any new offerings I highly recommend you watch, and listen, before taking off.

Edited September 28, 20214 yr by fppilot

I looked at the Honeycomb and almost ordered one they seem good value for the price, but ended up paying the extra for a Fulcrum.  I was happy enough to lose some desktop space to get the extra elevator travel.  Landing a Cessna without pulling the yoke all way back to your chest just feels wrong.

 

 

8 minutes ago, Glenn Fitzpatrick said:

Landing a Cessna without pulling the yoke all way back to your chest just feels wrong.

Seriously?  Sounds like excessive ROD.

5 minutes ago, fppilot said:

Seriously?  Sounds like excessive ROD.

Nope just stalling onto the runway at the very end of flare.

There seem to be two trains of thought on this depending who is teaching you, one is to maintain sight of the end of the runway as long as possible and pretty much butter it by flying all the way onto the runway, the other is to get within a few inches of the runway and gradually pull the nose up more and more until you run out of elevator and it settles gently in a nose high attitude.

I was taught the second way and if I touched down before the yoke was fully back got chided for it.

Edited September 29, 20214 yr by Glenn Fitzpatrick

23 minutes ago, Glenn Fitzpatrick said:

Nope just stalling onto the runway at the very end of flare.

There seem to be two trains of thought on this depending who is teaching you, one is to maintain sight of the end of the runway as long as possible and pretty much butter it by flying all the way onto the runway, the other is to get within a few inches of the runway and gradually pull the nose up more and more until you run out of elevator and it settles gently in a nose high attitude.

I was taught the second way and if I touched down before the yoke was fully back got chided for it.

And then you learn to fly heavy metal and fly it onto the runway😁

That Yoke looks too bulky and intrusive around the chest/crotch area.

Not feeling the quadrant either.

I always want to see the developers show a picture of their setup, and the location of their keyboard and mouse with their products "installed".

34 minutes ago, Glenn Fitzpatrick said:

I was taught the second way and if I touched down before the yoke was fully back got chided for it.

We went to different schools together. I learned with a 6,700 by 150 foot runway in front of me. And for the flying club a bit of float upon flare was better than an abrupt landing.

$$$$$$$

 

Edited September 29, 20214 yr by fppilot

I was taught to look at the horizon at the  end of the runway, and hold the nose there, and as you slow down, keep adding back pressure to keep the nose in the same position. Smooth as silk landings every time. 

The whole subject is contentious and not something that can be resolved here. There are arguments both ways. This is what one website has to say about full stall landings in a Cherokee:

http://www.pilotfriend.com/training/flight_training/fxd_wing/piperpa28.htm

Quote

Another Piper landing difference that is a typical transition problem is allowing the nose wheel to make the initial contact with the ground. This is easy to do if the pilot's desire is to keep the runway in sight. The pilot, sensing that the nose wheel is about to make ground contact will jerk the yoke back. Too late!! The jerk on the yoke is compounded by the decompression of the nose strut. We are now nose high, out of airspeed, and pushing forward on the yoke. Too late!!! The nose is now falling with sufficient momentum to smash the nose gear and propeller. If you sense such a situation developing, GO AROUND.

The landing of a low-wing Piper is deceptively easy. Deceptive because the perceived good landing is holding potential dangers. The Piper can be landed flat with the runway in view. It will feel good. However, a slight increase in speed, a slight forward jerk as ground contact is made can produce wheel barrowing. This is where the combination of flaps and ground effect will raise the main wheels slightly off the ground while the nose wheel becomes the only ground contact. The airplane effectively becomes an unbalanced wheelbarrow and just as uncontrollable. If you sense such a situation, GO AROUND. To prevent wheelbarrowing the yoke must be well back while there is still effectiveness and the nose allowed to fall slowly as the effectiveness decreases. Stop the yoke, yes. Move it forward, never.

A Cherokee will land and you will still have the runway in sight. This landing is damaging to the aircraft. The purpose of learning to do full stall landings, in the first place, is to reduce the potential for damage to the aircraft. Any landing faster than a full stall is too fast. If you can see the runway while landing 56K you have not made a full stall landing. Any pilot who accepts anything less than the best landing needs to get some instruction. Poor landings cost us all more in maintenance than it should. The major cause of poor landings is directly related to the instruction and checkouts given.

Reducing the amount of flaps used will make possible nose high landings if full yoke movement is included in the flare. Some Piper students are being taught to land with less than full flaps but without the required yoke movement. It is easier to teach partial flap ( flat) landings that please the student. However, the student is being taught to fly without a full deck of cards. Full flaps have a purpose. Flaps are meant to improve the approach and landing aim for the pilot. Full flaps, except in crosswinds, are better for this purpose than partial flaps. In addition, with the advent of the long wing Piper students are being taught that an abrupt reduction of power to reduce float can be corrected with the yoke and ground effect. This less than desirable technique can be made to work with long wing Cherokees. Use of this technique on a Hershey-bar Cherokee or in transition to Cessnas produces a very hard landing.

 

Edited September 29, 20214 yr by Glenn Fitzpatrick

Full stall landings are for STOL runways and Navy carriers!  LOL!
Any landing that does not damage, and that we can walk away from.......

But full stall as a goal?  Not even discussed in my training.  It was at a military post......

It looks like plastic junk to me.

3 hours ago, blueshark747 said:

That Yoke looks too bulky and intrusive around the chest/crotch area.

Not feeling the quadrant either.

Don't see the point of a quadrant with throttles and speedbrake, but no flap lever.

My first Instructor was a retired airline pilot 👨🏼‍✈️ That always told me from day one do with the joke/stick what ever you want “just stop before the end “ and we be good 👍. 
i may order this joke.