jon b

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About jon b

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    FROM COMMODORE 64 RUNNING SUBLOGIC FS II UP TO PRESENT DAY AND....
    P3D: PMDG 747, A2A GA FLEET, FSLABS 320,ORBX, AS
    XP11: JAR 330, FF350, VFLYTEAIR TWIN COMANCHE
    DCS: A10C, F18,F5,UH1,HAWK,SABRE, SPITFIRE
    CONDOR 2, AEROFLY FS2

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  1. jon b

    EGCC Winter Operations

    Excellent info. I actually taxied past all this yesterday and wondered what was going off, I though they were doing some training exercise. It was like a scene from the film Airport.
  2. jon b

    Favorite Widebody - real life experience?

    Thank you John for such a wonderful comment. As the captain of a 747 in the real world I have been flying her for over 20 years, but now sadly there’s only 2 years left before she’s retired, and I am starting to get sentimental. Your comment has brought a tear to my eye. cheers Jon
  3. jon b

    Current thoughts on ATC programs

    Hi all, I may or may not be Ray's secret contact in the real world aviation industry 😉 Things operate a little differently in the USA to the UK with regard dispatch. In the US dispatchers are licenced and trained to a high standard and as such have more of say over the operation, however I'm sure , in fact positive that the aircraft captain would still have ultimate authority. With smaller business jet outfits or private IFR flights the routing including the SID would be planned and filed by the pilot/s The whole point of a SID or STAR is that it's standardised so the departure controller for example knows as soon as he/she see's you pop up on his screen after getting airbourne where you are going to turn and what hight you will be levelling off without having to even talk to you. The top altitude for a SID may be 1,000ft below the lowest altitude from the airports STAR so separation is automatically applied. There would be no real need as captain to be pestering to use a different SID just for the sake of it, however there may be a time where you may not be able to meet the minimum climb gradients of a SID or be unable to fly an RNAV SID in which case an alternative will be provided by ATC if you let them know. I doubt anyone in the office would be too bothered about which SID you actually end up flying. At large airports such as JFK you can never be quite sure which SID you're going to get until the clearance is actually issued and even then it can be re issued with a different departure as you taxi out,.It's chaos there on stormy nights with the ATIS warning " SWAP in effect expect re-routes " (SWAP- severe weather avoidance program) Jon
  4. jon b

    Is it worth buy FSLabs a320

    Or on Montreal center’s Frequencies in Canada Cant say it bothers me too much though.
  5. It was a pleasure to have you over for a visit Ray,and thanks again for your settings tips and checklist. The TPR isn’t cheap, but it’s one of those (now rare) things in life that fully justifies it’s price tag with its performance and build quality. Taxiing an aircraft has now become a pleasure rather than just an unrealistic chore required to reach the runway. I’ve tried the TPR on a variety of aircraft now from gliders to airliners and they perform faultlessly and improve the handling experience no end. While Ray was round we looked at an engine failure at V1 on a heavy jet, and the TPR allowed just the correct amount of rudder to be squeezed on and held as the engine ran down and the thrust decayed leading to a fairly stable , straight and realistic climb out.That level of control just isn’t possible when using the CH rudders I had before and would lead to a lot of lateral instability. In short, they’re not cheap, but are well worth it, I doubt anyone would be disappointed with the TPR’s performance. Jon
  6. I’m going to be away for a couple of days so won’t be able to play around with the TPR until I get back I’m afraid. However thus far I’m not feeling anything unrealistic or exaggerated with the neutral position, I have two springs installed at their least resistance positions at the moment and everything feels smooth and pleasant. I don’t think anyone would be disappointed with these pedals. I tried a bit of asymmetric work last night with a light -ish twin and they worked well , a big improvement over my previous CH pro. Jon
  7. My toe brakes feel totally smooth so I wouldn’t agree with the reviewers comments there. You attach the pedals yourself when you assemble the rudders. There’s a metal washer in the attachment to keep things smooth, also you tighten the bar yourself so maybe the reviewers rudders had been tightened up too much ? But, no, the brake pedals feel very smooth and pleasant to use . Jon
  8. Ray, I’m out in the Peak District not a million miles away. If you ever wanted to have a look at the TPS and shoot some some circuits you’d be welcome anytime.
  9. Ray, don't let my ramblings put you off in any way, they're a great set of pedals and it's just a case of everyone finding their own sweetspot with their foot placement and pedal angles. I've not tried changing the pedal angle yet, mine are set almost bolt upright, but I'm sure you're correct if I were to adjust them to more of an inclined angle the resistance I mentioned may well reduce. I have a UK 10 so can confirm you won't have any problems keeping your feet on the floor if you want to. The pedals are cupped so the leverage applied to them varies on how high your foot is but putting the ball of your foot on the bottom bar of the rudder and squeezing the brakes with your toes seems to work well for me. There's many different ways to skin this particular cat so it's just a matter of finding a way that suits. Some of my aircraft need a technique of rudder and differential brake to get them to behave and turn on the ground, there's something in DCS that's coming to mind. I occasionally have to combine fairly large rudder movements and toe pedal breaking during the landing roll in my real world aircraft, and I don't find that particularly comfortable to do either so the TPR probably are indeed a good recreation of real world controls in that respect. As I say, still very early and lots of different aircraft and scenarios to try, engine failure on take off and asymmetrical flight, I suspect , are where these pedals will really shine.
  10. I was also impressed by Derek's review in PC Pilot ( my goodie bag contained the previous edition so had to buy the current issue , bah !) I've just taken delivery of a TPR not had a great deal of time with them yet but my initial thoughts.... The build quality vs price seems spot on really, the machined arms and pedals look to be of a quality that they are easily on a par with say a set of OEM motorbike foot rests which would sell for a similar amount, and then of course you also have the electronic internals included in the price. So, overall the manufacturing quality justifies the price alone I'd say.I've been using a set of CH pro pedals and the TPR is a big step up. I've not used them to test ground handling so far but I expect them to be good. The few brief flights I've used them with have been positive.They do self centre nicely but I've got them set to a low resistance so it is possible to be applying a slight input without realising it unless you take your feet off completely, as per real life I suppose. My only slight negative observation is this, many people have commented that they do not pivot around a centre axis and so are more realistic in their movement.True, but what has been overlooked is that they are still rotating on an axis and so there is a vertical movement of the pedal as it rotates on its axis.This isn't an issue if either applying full foot brake or applying full rudder with your feet on the floor. It does become an issue however if you try applying rudder and full brake at the same time as a resistance is felt, caused by the changing geometry.If you can imagine the pedals are following the circumference of an arc due to the pendulum design and so their angle changes throughout their travel.For example, in the centre position both toe brakes are pointing up at the 11 oclock postion, put in full left rudder and the left toe brake will be pointing to 12 oclock and the right toe brake will have rotated the other way and be pointing at 10 oclock. As a result you need to change the pitch of your foot as the rudder travels while applying brake to allow the rudders to move. If you don't move your foot pitch, as you wouldn't in real life, then a resistance is felt as the pedal is trying to change its angle but cant because of your rigid foot. Likewise if you were to apply rudder with your foot on the pedal as opposed to having your heel on the floor then the pedals rotate into your foot causing an accidental brake application.In this repect the CH pedals actually have a more natural feel. That's not to say I'd ever chose the CH over the TPR I wouldn't the pros outweigh this little annoyance which I'm sure I'll adapt to by finding a good foot position.. I don't think it would take much to adapt the TPR mechanism design so that the toe brake pedals are held at a constant angle through out the rudders travel, likewise it might be overcome by adjusting the angle the pedals are mounted, which you can easily do, I'm not sure I've not played around with them yet. I just have them on the carpet under my desk and so for there's no issue with them sliding. I obviously need to do more flying with them but overall I'm very happy with the purchase , theyre good quality and offer much greater fidelity and therefore much greather control and ultimately realism than my previous pedals. They also match the design of my warthog HOTAS which is nice. So thus far I'd say very good and I'd recommend them , but there is that slight niggle caused by the geometry of the mechanism. Cheers Jon
  11. jon b

    RAAS question.

    Likewise at EGCC Manchester, runway 24R is announced rather than the current 23R Jon Bunting
  12. Thanks again Ray, I hope yourself and other seasoned swimmers can give some input and fine tuning before the product goes fixed and we might finally have the yoke we’ve been waiting for. ‘The Yoko now comes with a hat switch is seems. I’ll hang fire and put up with ballooned landings for a few more months and see how things pan out. cheers jon
  13. Thank you Ray for posting your findings. I went with the intention of checking out their stand but there was nothing on show when I went past and then got distracted by the presentations for the rest of the day. I managed to have a quick push and pull on the go flight yoke that just flight on their demo machine but the guy there said he wasn’t impressed with it. ‘The only options left from what I can see are the fulcrum or the yoko. I don’t mind the price I just want the realism, the CH and saitek yokes I have at present are spoiling the whole experience for me, especially in the flare. I have the warthog for stick flying which is really nice but it’s not appropriate for many of my aircraft. I can’t believe lack of quality controls on the market in comparison to the growth of quality add ons that are now available. The controller side of things seems to have been at a standstill in the 10 years I’ve been away from simming. Jon
  14. jon b

    Why the World is Running Out of Pilots

    The video mentions the requirement, or preference for a degree. I think it’s worth mentioning if you’re reading this in the U.K. and are planning your career this degree qualification is not required. I’ve noticed more and more flight schools in the U.K. are copying the US system and are trying to promote and sell an imbedded degree in airline management, large jet flying or some other daft title as part of an ATPL course. My advice would be to give these degrees a wide birth , they’re pointless and serve only to increase the profits of the training establishments. Sure if you want to be in airline management, get yourself an airline management degree, if you want to be a pilot get yourself flying ASAP. Four years in a classroom can’t touch four years of flying experience. Jon
  15. jon b

    Who's going to Cosford in 2018?

    I’ll be knocking around, but I’m on leave so it’s all legit’ Jon