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jon b

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About jon b

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  1. @TurboKen Well, it’s a very comfortable environment to work in, it’s got massive windows letting in lots of light, the cabin altitude remains very low at 6,000ft with a humidifier, and it’s very quiet. However I find the fly by wire system and the rigid carbon fibre construction just make it feel very soulless and you never really feel connected with the jet, plus I’m really missing the performance of the 747. The 787 will turn, climb and accelerate but you have to prioritise as it will only do about 1.5 of those 3 things at once so you have to chose. I find the same with modern cars and motorcycles though, completely uninspiring compared to the stuff of only 20 years ago, so maybe it’s just me getting old.
  2. I feel exactly the same about flying the real 787, so perhaps you could say they’ve captured the character, or rather lack of character, quite well !
  3. Well that turned into a complete Goat***k , as the US military say.
  4. it certainly used to be a bit more rigid, but capacity and flexibility have increased with performance based navigation and more tracks being introduced. There are some relatively new CPDLC message sets and procedures that have been brought in , these included the messages”SHANWICK ADVISES HIGHER LEVEL MAY BE AVAILABLE IF REQUESTED’ and my favourite “ RESUME NORMAL SPEED” As ECON is quite often faster than the planned fixed Mach number this saves time and often fuel. So after receiving the resume normal speed message you can delete the fixed Mach number and cruise at ECON or anything else you fancy , you only need to tell oceanic if your new speed differs from your original cleared speed by +/- M.02.
  5. The excellent point was made by “Trigger” the USAF instructor in the flightsim association YouTube video on the use of VR within USAF training….hours don’t make a pilot, experiences do. It is on the one hand good that the CAA go after these infringements to deter others , but on the other I find it quite disgusting how they’re happy to go after the “little people “ who are easy targets while turning a blind eye to industry lead deterioration in flight time limitations and hostile rostering practices, which have much greater safety implications. Something I fear the whole world will learn about to their horror in the next few years if not much sooner. Personally I have no sympathy for airline or airport management who treated staff abhorrently during the previous 2 years , both morally and financially,while continuing to take multimillion £\$ bonuses and now expect those staff members to either come running back or those remaining do extra work to cover gaps. Time to reap the whirlwind.
  6. An entertaining watch thanks for that. I look forward to watching the future videos you mentioned you’re working on. I hope you’ll post links up here when they’re ready to view.
  7. As I do with practically everything that’s on mainstream legacy media nowadays.
  8. And that’s the beauty of flight simulation compared to the now miserable world of real flying where even the cups we drink our coffee from are subject to approval and regulation
  9. Yes, and it makes a dramatic improvement to the TE landscape
  10. The 787 can have a strange rapid oscillation on approach known as a body structural mode, which apparently is an oscillation present in all long airliners but is exaggerated by the carbon fibre construction of the 787. The FBW tries to counter these aircraft body oscillations which feel like the aircraft is in chop, but when hand flying on approach if the pilot is holding the yoke tightly these oscillations get fed back into the control system and thus increased, through the pilots actual grip on the yoke. I was aware of the strange chop that came out of nowhere when I started flying the 787 and took the autopilot out, but didn’t know what it was, I thought it was just the FBW fighting to keep the aircraft from being dislodged from its trajectory by wind gusts. I then stumbled across a description of this phenomenon, which no one mentioned during training, I’m even not sure it’s widely known about. Then while bouncing about on an approach in a scene reminiscent of the Star Wars attack on the Death Star and a voice in my head saying “ use the force Luke, let go” I relaxed my grip on the yoke and was amazed to find the chop completely vanish !
  11. When I was a young man aged 21 I was on the jump seat doing familiarisation flights so not a handling pilot but I had too many beers the night before with the crew. The quality of the beer , or rather the beer’s additives, in that particular location, (South East Asia) give me such a bad hangover, completely disproportionate to the amount I’d drunk. I felt so rough I swore never to get on an aeroplane with a hangover ever again , and 30 years later I’ve stuck to that. Todays gruelling pilot rosters and lack of quality rest mean your mind and body are so dulled with fatigue already without introducing alcohol into the mix, so I steer clear of alcohol altogether while down route now. Perhaps on the luxury of a 2 night layover I’ll have a single beer or wine with my dinner but that’s it. Whenever there is one of these incidents you notice a marked increase in the security operatives trying to engage you in conversation, no doubt to try and identify anyone intoxicated. Their normal line is “ going anywhere nice ?” To which I always sullenly reply “ no, just to work”
  12. Then I think you’d like marmite, I find it’s particularly nice with burnt black toast , very savoury. Nothing like marmalade, but very nice ( or completely horrible depending on your taste but never in between, love or hate only)
  13. I have the same issue with my uk2000 scenery only, I’ve not installed the navaid update though so I suspect it’s something else causing the issue.
  14. If it's somewhere busy then I usually mention it to ground while taxiing and ask if they can pass it on to tower we need 30 seconds static for their planning. You can imagine if they give you a line up and then an immediate take off clearance as they have someone on short finals then you say sorry I've got to wait 30 seconds they wont be happy. At quieter airfields, maybe like CYYT runway occupancy isn't as much of an issue. On my example at Boston they were departing on 09 and arriving on 04R which cross each other so the easier option was to get the 30 second core anti ice run out of the way on the taxiway, the fan deice run up on the 787 is only 2 seconds static run up at 50-55% N1 so not as much of an issue. On the 747 though it requires a 30 second static run up at the start of the take off roll at 60% N1 and also the same run up every 30 minutes when you're in icing conditions , that's some times more tricky to accommodate as you'd imagine 60% N1 on one of those things creates quite a lot of jet blast.. it's a proper aeroplane.
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