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Jessica Bannister-Pearce

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Everything posted by Jessica Bannister-Pearce

  1. That’s so cool, but word not allowed, 1974. That feels awful close to recent history.
  2. How about a new cockpit builders suite. I know a few builders who use the NGX as a base, but it’s a bit difficult as you need a single machine to run the aircraft and sim. Now imagine a full line of Aircraft suites for the builder, based on the systems fidelity we know and love from PMDG, but highly optimised for networked computers, spreading the load across two, three or more machines. They could take over the cockpit builders market in with the 737, 747 and 777.
  3. This has been an issue for me since V4. I think it’s linked to heavy autogen areas. I figure it’s the autogen loading innahead of the aircraft. I’ve found it in London for example. As a BTW, I flew with friends on the weekend and we all experieced pauses in the same spot. This was in Orbx New Zealand.
  4. It seems PayPal are at fault, not orbx. From JV himself. Hello everyone, I'll keep this as brief as possible. Firstly, my sincere apologies for removing PayPal as a payment option for now, but we had no choice as you will see below. I am on the phone to PayPal daily and working with them to resolve the situation. I am sure Orbx is not the first business in the world to face this problem but their timing could not be worse, right after our store opening and during a sale. We're as outraged as you all are, that much I can promise you. I love using PayPal myself, have done for years. It's quick, convenient and secure. It's also the first time we have been on the other side of the fence as a merchant. So here is the facts, although as you can understand there are delicate confidential business discussions taking place which would be foolish for me to disclosure until the matter is settled. On November 29th PayPal informed me our account was under review and limited. This limitation was restricted to Orbx not being allowed to close our PP account. Not a problem for us The reason cited was the sudden huge increase in $ and transaction volume since our store opened PP requested company documentation to clarify what business we are in - this was provided immediately We heard nothing more about the matter, but I thought this would be a formality and the limitation lifted On December 6th PP informed me our account was further limited This time we were unable to move any money out of our merchant account, effectively freezing our funds Extensive further documentation was requested and immediately provided I called PP every two days expecting the review to be concluded. Meantime the merchant account balance was growing; I normally do a transfer each Monday When the merchant account balance grew to six figures and with no resolution in sight, I made the decision to stop all PP payments We now have a substantial amount of our income held by PP until this review is concluded We have no promise this money will be released We have no choice then, but to protect both the interests of Orbx and its developers to ensure they are paid for their hard work If we fail to resolve the issue then many customers would have 'bought' and effectively gotten free products We will continue to call PP daily, as I have just done. I have been requested more documentation today which I provided. I hope, along with all our staff and of course you as customers, that PP can complete this review and allow us the confidence to use their service again. We did not feel it was appropriate to reveal this information to you yesterday because it is business confidential and frankly, we're not obliged to tell you. But after waking up to the furore on the forums this morning, and the rampant conjecture that has been going on at many forums, I thought I would reveal as much as I can without actually risking jeopardising the PP account review. So .... it appears some people like to think Orbx is doing its best to push customers away with V2 migration, OrbxDirect, FTXCv3 and now this PayPal situation. The truth is that we have had a vision for some years to make the way our customers interact, purchase and maintain our software the simplest and easiest on the market. Sure, there have been bumps in the road. Sure, there are bugs outstanding. But Rome was not built in a day and I believe we are heading in the right direction. We have closed over 2,000 Zendesk tickets since the store opened. We have hired two permanent support staff to deal with issues. Ben is working some very long hours on coding and other tasks. We feel your pain, but we know most issues will be resolved eventually. Orbx is not going anywhere soon. We have a lot of very exciting plans for 2017 and beyond. Plans that move us beyond just FSX/P3D and into some of the most ambitious projects we have ever conceived. We are spending many hundreds of thousands of dollars on R&D in 2017 and this is without any guarantee of success. But where there is no risk there is no reward. So watch this space! Allow me again to apologise for a situation that was NOT in our control, not planned, nor desired. I hope to have it end in a positive outcome as soon as possible but the matter is not in my hands. Thanks for your continued loyalty to Orbx products and your support in 2016, I hope you will give us the chance to grow into new ventures in 2017 and come along for the journey ... A great festive season to all of you! 1 Quote Regards, JV
  5. Peter doesn't need much encouragement. He's spurred on by a strong desire for perfection. Wait until he's added the PBR textures to the model.
  6. Great Peter. We ran into a few issues connecting today. Two of us couldn't host a session, despite having port 6112 open. The other weird issue is that my system isn't broadcasting on the 6112 port. According to my friends, my system broadcast around the 25036 area. (It changed twice during seperate sessions). Otherwise, a fair success.
  7. Try opening the aircraft box and selecting 'broadcast' on your aircraft. That might help.
  8. Peter, I trials this with a friend and you sir are a genius. Super smooth, lightweight and simple modelmatching. I love it. I'm hoping to do a much bigger test on Sunday, but after issues using FSCloud and DafSIM, this fits the bill perfectly. Jess B
  9. Peter, this could just be what we've been looking for. The cross platform support is huge. If it's as smooth as a direct connection to host session, then this will be a winner. Also, looking forward to X-Plane support.
  10. Freelance journalist/writer/playwright/novelist. The pay is rubbish, but I do love the work. In my spare time, I work with my partner for her business. Usually driving and providing IT support.
  11. Impressive. I may pick this up for my A320 home cockpit build.
  12. In fairness to just flight, thier already looking into the autopilot behaviour. So they're definetly listening to us.
  13. Hi, The next leg will probably be flown some time next week. There's likely to be an equipment change for the next leg.
  14. First up, Apologise for letting this slide guys. When my Mother passed, many things seemed unimportant, but as life got back to normal, this blog just got forgotten about. Its a good thing Tom gave me gentle nudge Right, With that out of the way,, its time to pick up where I left off. Now as it happens, this trip report was written just a few days before my Mother passed, so, it's a little out of date. so don't expect cool cloud shadows and such. Getting on with it then..... XPX world tour flight 2 Inverness to Keflavik Flown 27/09/13 1215z With the fuss of the first flight over, I was determined to get the second flight right. So on a nice early afternoon in Inverness I got 'Charlie' (yes Charlie. That's the unoriginal name that suggested itself and she's certainly seems happy with my choice) ready for the four hour plus flight to Iceland. The first thing I did was to call for the fuel truck to make sure I had enough fuel for the trip. Topped with 1000lbs of avgas, I felt a lot better for the upcoming trip. In Theory this would give me 6 hours of endurance. My plans today involve a touch and go at Wick. Call it unfinished business. I also plan on breaking the trip with a bit of lunch at Vagnar in the Faeroe Islands. All that was to come though. With Charlie's engines running I taxied out to runway 23 and prepared to leave Scotland. The weather today is much nicer than expected with just some fluffy Clouds and a light wind to worry about. I'm hoping this stays with me for the whole trip, but I'm not holding my breath. Leaving Inverness I turn on course with Wick's VOR and settle into a cruise at 7000ft. The trip is only half an hour and the clouds cover much of my view. Every now and again I get a glimpse of the coastline off to my left. Soon enough I begin a slow descent for my touch and go at Wick. I turn onto final and perform a nice lick of the runway surface before its wheels up and a climb up to 15000ft. I want to get up as high as I can to enjoy a faster cruise. It'll be a few hours until I'll need to return to earth. With Wick disappearing behind me, I say goodbye to the mainland and start out to sea. This is where the real fun starts. Below me I overfly the various islands that make up the Shetlands. Kirkwall passes quickly and I'm off to the last Scottish waypoint. Lerwick marks the end of Scotland and I start my turn out to the west and the Faeroe's. This leg is a hour at cruise and Charlie and I settle in for the longhaul. The weather has continued to behave and fluffy white clouds sit below me. There's not much to see out this far north. An occasion island passes the window but little else. So I busy myself with instrument sweeps and checks. The hour passes and I'm soon descending towards the desolate North Atlantic Faeroe Islands, home to a big fishing industry, but little else. I'm feeling the need for a break and I'm more than pleased to see the airport off to my right. I continue downwind and Land at Vagnar. Its a surprisingly beautiful approach and in the bright sunshine I taxi to the terminal for a leg stretch and lunch. The Faeroe Islands are a place I've never been, but I so glad I landed here. The freeware xp9 scenery works perfectly. The weather however is blatantly wrong. Checking plan G as I approached the Islands, I expected 6000ft visibility and rain. Obviously XPX's weather downloads don't cover this area. Its a shame and I remind myself to install the noaa plugin to help with the weather downloads I Depart Vagnar I begin the longest leg of this trip. Leaving the Faeroe's behind, it'll be a full hour and a half until I see land again. For the time being I relax and return to 15000ft. The wind has turned from a nice tailwind to a bit do a headwind and all to soon, cloud returns beneath me, though gone are the nice fluffy clouds to be replaced with near full overcast underneath. At least up here the sun is out. The weather radar paints a picture of rain below. It's not to long until my VOR sparks to life and I find myself just 160nm or so from land. Up until now I've been on a heading only, so the reassurance of a proper navigation aid lifts my mood. My happy mood doesn't last though. Shortly after passing over the coast of Iceland, my left engine unexplainable coughs and stops. With last flights fuel cock up now at the front of my mind, I quickly check the gauges. This time, there's plenty of fuel in the auxiliary tanks and I'm puzzled by the issue. I try to restart the engine with no success. I check the electronic fuel flow gauge and notice that despite the fuel pumps being on, the left pump reads 0. I assume the auxiliary pump has failed and I switch back to the main tank where I was saving a couple of Lbs just incase. I retry the engine and this time she purrs into life. With a problem on board I look for my nearest airfield only to find Keflavik to be my nearest. The engine out has also cost me height. I'm down to 9000ft, but with the left engine running, things are not to bad. The broken pump though has left precious fuel in the left auxiliary tank, and I can't use it. So for the second flight in a row, I'm watching the fuel gauges hoping to make it. There's cloud all around me and below, signs of life, sort of. Vast glaciers cut through the landscape. Its eeriest beautiful. Soon Keflavik is on the nose and I've had to switch the left engine to the right fuel tank to get me here. The needles are still perilously hovering near zero. It's all ok though and I pass over the threshold and on to Icelandic soil safe and sound. I taxi to the apron and shut Charlie down. A quick chat with a local mechanic and I find my faulty pump to be little more than a blocked fuel vent in he auxiliary tank. Its quickly fixed and the mechanic promises to give Charlie a good clean once I'm gone. It's been a long day and I'll need a long rest before I tackle the next leg to Greenland. So off to the Capitol for a Bacardi or three and a some rest. The engine failure really threw me, and I mean that in a good way. It turns out that I have' random' failures set in the failures menu. It's very lifelike given that this aircraft isn't that new and from what I've seen, faults like this happen all the time.
  15. Having seen this thread and done a bit of testing tonight, I can confirm that the vegetation slider is definetly at fault. Running P3D 2.1, FTX global (no lighting), uk2000 heathrow and the AXE, it just wasn't possible to get out of London with the Veg AG slider set to normal. At the gate vas left was around 1500mb, After takeoff and passing London to the left, vas decreases to OOM vG slider off and well at the gate I've 1800mb, and after leaving the axe crushing for over two hours, there was still around 1000mb remaining.
  16. Tom, it does seem to be a little strange that a flight sim show in the US doesn't generate the same traffic we have here in Europe. I've worked at the Lelystad show in the Netherlands and have seen 5000 people come through in the two days. Even in the uk this year, we had a new show crop up at RAF Cosford last October. In just one day, we saw nearly 2000 people come, with 800 pre ordered tickets. Perhaps in the US, the cost of GA flying is so low compared to Europe, that pilots would rather fly than visit a fancon about flying virtually. Either way, its real shame that you can't get people in. I'm fairly sure that distance isn't an issue, as then?Netherlands show sees people travel from across the continent. Hopefully this will change in the future. Best wishes, Jess
  17. Oh yes. October 1984, BA 747-100, LHR-LAX. I was 8 years old and part way across the Atlantic, my sister and I were asked if we'd like to see the cockpit. I just remember the huge cockpit, all the dials and this beautiful view of the Atlantic. I fell in love with flying right there, and it's never left me. Jess B
  18. I think we had the only yoke in the UK. So getting hold of a review sample is difficult.
  19. Hi guys, We reviewed the go flight yoke in issue 88 I think (or 87) of PC pilot. Can't remember how we scored it though.
  20. Apologies to anyone waiting for the next leg of the journey. My mother passed away this week and I've been unable to finish writing the second leg. Hopefully everything will be back to normal soon. Jess
  21. Thanks Mario. I've got wick covered but nice find for Cardiff. I'll look into the GPS issue for my next flight.
  22. Date flown 24th September 2013 Time 1600z So, this is it. The inaugural flight of my around the world trip. Ahead of me are 63 different flight plans. But today, here are Wales's only international airport, an excited crowd has gathered early to se me off. In reality of course the crowd are her for the food at the Wales Aero club. But I prefer to enjoy my delusion. Things don't get off to a good start though. Fog is covering the airport and it's going to be a few hours until it lifts enough for me to take off. I'm also having aircraft trouble. The Cessna C337 I planned to take has been hit with engine trouble. The rear engine has issues and take off with just the single engine is prohibited. With no mechanic available, I've been left with the Cessna C340 for the trip. The extra GPS and storms scope are more than welcome, plus the plush interior means I can manage more luggage than the C337. I return to the Wales aero club for abit of tea and sympathy. p Weather for EGFF - EGFF 241620z 07007KT 4800 HZ SCT004 BKN006 15/14 Q1013 Weather for EGPC - EGPC 241820z 08013KT 5000 -DZ FEW004 SCT006 BKN010 10/10 Q1018 Weather for EGPE - EGPE 241820Z 00000KT 9999 FEW008 SCT023 13/12 Q1015 Waiting on the GA ramp at Cardiff It's around five by the time the fog has lifted enough for me to begin my preflight. The C340 is prepared and ready to go, but a new issue has turned up. Time. Today's flight sees me leave Cardiff for the north, heading to the Brecon VOR beacon (not in Brecon by the way) before heading though mid Wales for the Welsh border, then on to Manchester. From Manchester I head up into the Lake District passing Carlisle and the Scottish border not long after. Edinburgh, Perth and Inverness all Beckon before I reach Wick or John o Groates. The problem I have is that Wick closes at 1830z and the time has just pasted 1600z. My flight time with the C340 is expected to be around two hours and a half, and that's in clear air. So I have time to make up. Still, its time to get going and after taxiing to runway 12, I set the flaps and advance the throttles. I head off into the wild blue yonder, leaving Cardiff behind as I pass over the cliff below and out over the bay below of what affectionately known locally as Barrybados. Bye Bye With the flaps and gear up, I bring the throttles back, adjust the prop pitch and bring the mixture back. I settle into a climb and turn towards my first waypoint. The clouds thicken around me and I head to 5000 ft to try and clear the worst of it. Ebbw Vale and the Heads of the Valleys road Passing over the Welsh town of Ebbw Vale, the view clears and I get a glance of the Brecon Beacons off to my left. So far the aircraft is behaving herself nicely. There's a bit of left wing low as I took off, but as the speed picks up, she balances out and becomes a real softy to fly. Even the autopilot behaves itself despite its simplicity. Brecon Beacons To the West Ok so this italics section is where you'll find the details of the add-ons I'm using away from the narrative I'm using to frame the this whole crazy trip. So what's going on With the Cessna C337? I had intended to use this brilliant aircraft from Carenado, but after the the last update to XPX to fix the memory leak with 64 bit Carenado aircraft, the C337 seems to crash in no time at all. The C340 doesn't suffer from this so it made my Aircraft choice easy. Cardiff airport doesn't have any add on scenery although I did toy with converting some fsx freeware, but the surrounding scenery, all the way to the scots border, is Flight 1's VFR uk. The complete set is made up of 4 volumes and takes up over 300gb on my hard drive. I'm not usually a fan of vfr scenery but this looks good and marks a great start to the trip. The Carenado C340 is a beautiful looking aircraft. It does have a tendency to roll to the left on take off it seems. But unusually as the aircraft speeds increase I find the trim has to reset to the centre. Its an interesting experience and I'm not sure that the dreaded 'torque' issue is at work here. Near Shrewsbury With the Welsh countryside disappearing below, I start to worry about the amount of daylight left. The last thing I fancy is a late evening approach to the Wick. For now though I concentrate on flying. Ahead of me, more cloud is bubbling up and as pass over Shrewsbury, I decided to climb to 10'000 ft to clear the worst of it. The Dee estury in the distance I needn't have worried, as I pass overhead Manchester Airport the cloud has cleared and I'm looking forward to heading into the lake district. With the British seaside resort of Blackpool off to my left I set y sights on on of the UK's most beautiful spots. With the sun starting to hang low over the Irish sea, I take in the scenery. The view is simply Breathtaking. Overhead Manchester Blackpool and the Irish Sea So Passing into the Lake district really begins to show the Flight 1 Photo scenery off to best effect. The combination of XPX's mesh and the photoscenery is second to none, and its a beautiful sight to behold. Sadly though, As I leave the mountains, I can see where the Photo scenery ends and it's not a pretty transition. The Lake District As I cross the border into Scotland, I hear the right engine cough. A quick check of the fuel gauges gives me a bit of panic. The right tank is almost empty and the left, whist being a bit more frugal, is showing next to zero. I switch the Auxiliary tanks and curse. In my rush to leave Cardiff, I forgot to check the fuel for the aircraft. With the Auxiliary tanks now supplying the engines, I realise that Wick is as far from me as ever. If time doesn't beat me, the lack of fuel might. As I push on to Edinburgh I reassess my plans and begin to think of landing elsewhere. The Weather radar pointing out showers below The low fuel in the aircraft is a big mistake, but I'm not convinced it's just that. one of the problems of 'jumping in' to the C340 at the last moment is that I Haven't read the manuals, or more importantly I haven't looked at the performance tables. I've probably kept the mixture too high, set the prop pitch incorrectly and in an effort to race the clock, just pushed to hard at the expense of fuel economy. ​Edinburgh Leaving Edinburgh airspace, I check the time. It's not looking good. According to my calculations, I have about an hours flight time. But Wick shuts within two minutes of my time. I push on and as I reach Perth I check again. it's 1800z and I've 40 minutes flight time left. My fuel is looking low and I call ahead for the Weather at Wick. The news isn't good. Visibility is around 6000 feet and fog and low cloud cover the airport. I sigh as I realise it's all in vain. I set course for Inverness with the knowledge that this will be my stop for the night. Inverness is clear and offers the reassurance of ILS approaches. So as I begin my descent from 10000ft I'm not to concerned at the cloud cover around the airport. I pass over the mountains below and as the sun bids farewell for the day, I join the circuit for a runway 23 approach. Ahead of me the lights of Inverness blink into view and as I turn onto final I get a quick look at the estuary that feeds into the north sea. Approaching Inverness I land at 1830z, confirming I had no hope of getting to Wick tonight. So I taxi in, shut down and secure the C340. For our first flight together things have gone ok. She hasn't really spoken to me yet though. I sure once we get to know each other, I'll be able to give her a name. For now though she's just a C340. As it stands, It's time to head into Inverness in search of a bed, a glass of white wine and a nice meal. Tomorrow I'll reassess my route, making sure I take a stop at Wick before heading out in to the North Atlantic. And shut down for the night. So An interesting first flight and most importantly, I learnt a few things about XPX. First I made a mistake with the weather. Having downloaded the RW weather, I switched to 'Set Weather uniformity' to view the actual weather. I forgot however to set is back until I was passing Perth, Meaning the weather I'd seen throughout the trip was not accurate. It was a stupid mistake that won't happen again. With weather in mind, I may checkout the NOAA plugin to provide weather to XPX. IT should improve the reporting of the conditions I'm flying in. Navigation was fairly easy with most VOR's woking OK. However some were not broadcasting, whist XPX made others unavailable until I left the tile of scenery i was flying in. This should make navigating the North Atlantic tricky to say the least. It's not helped in the least by the poor GPS found in the C340. The Standard Garmin 430 is not great, but it's usable. The biggest problem though is the lack of Flight plan support. XPX is able to use .fms fligthplans, but only with aircraft with FMC's. so the 430 GPS is relegated to just a nice moving display for now. I'll dig into it but I suspect I'll need a replacement for it soon. In the meantime I'm grateful for Tim Arnot's excellent Plan-G flight planner. I planned the whole trip using this and when I'm flying it provides a view of my route, VOR frequencies and a moving map, all displayed on a second PC. For now I'm using this as my defacto GPS. On other thing I'll touch on is scenery popping. Now many X-plane pilot will tell you that XPX is great because you don't get the 'popping' of autogen like in FSX. They're wrong. As I reached Edinbough, I could clearly see the city Autogen 'pop' as I flew over . This probably has to do with the World Detail level your running. Finally, you'll have noticed the white clouds as I approached Inverness. These are probably due to user error. Thanks to John, who has kindly included me in the beta for the upcoming 'Skymaxx Pro' clouds add on. I'm looking forward to seeing what weather they'll provide along the way. Add-ons used VFR UK - flight1 and RC simulations. www.flight1.com Plan-G flight planner. - www.tasoftware.co.uk Carenado C340 HD - www.carenado.com UK OSM Data - www.simheaven.com
  23. It's no secret things have been a little slow around here lately. Since starting this blog at the end of June, I've been away for a much needed long vacation and on my return in early August, I found myself inundated with other Flight sim work. From a complete rebuild of my PC for an article to a month that has seen quite a few highly anticipated product releases, I've found little time to fly. And that sucks. So I think its time for a change. All Change Ok, so change it is. My original idea for this blog was to delve into XPX and learn as much as I could, which I could then tell you guys about. The problem is that all this tinkering is kind of boring. For example, I'm still working on the XPX tuning guide. To do this, I have set everything in the rendering options to minimum. It's not pretty, believe me. With everything set to minimum, I then adjust one item, check the frame rate and move on. This involves a shut down and restart of XPX each time to ensure a clean result. It's slow, tedious work. It's the same tinkering with the weather engine, or looking at any of the other different aspects of the sim. Whist the end result may make a few say 'wow' the truth is, that taken in isolation, these cool features mean nothing. If XPX is going to appeal to a new audience then having me explain how great the weather engine isn't necessarily sell the sim. There's just no sizzle. The best way to Sell XPX is fly. Off into the Wild Blue Yonder So with flying now top of the agenda, I've come up with an idea to help showcase XPX to the full. We're taking XPX on a world tour. That's right, it's time to fly around the world. At least that's the plan. Here's how it'll work. Starting on Saturday the 28th of September 2013, I'll be taking off from my home airport and flying counter clockwise around the globe. After all XPX comes with 60+gb of data, the vast majority of which I've never seen. I'll be using real world weather supplied by XPX's weather engine and hoping for a bit of fun along the way. After the flight, I'll type up a trip report complete with route details, weather and a shed load of pictures all help show off XPX. Along the way, I'll be taking in some of the best default, freeware and if funds allow, payware scenery around. This will happen every two weeks. Route Journey consists of 63 different flight plans grouped together in just three legs. The first leg takes me from Cardiff to Anchorage. Leg two goes on from Anchorage to the orient and into New Delhi. Leg three is the run from New Delhi into Europe and home. For now I'll publish the Leg one routes below, with more to follow Leg 1 - Cardiff to Anchorage. 1. Cardiff to Wick 2. Wick to Keflavik 3. Keflavik to Narsarsuaq 4. Narsarsuaq to Schefferville 5. Schefferville to Baie Comeau 6. Baie Comeau to Toronto City Centre 7. Toronto City Centre to Detroit Metro 8. Detroit Metro to Hausmann 9. Hausmann to Eppley airfield 10. Eppley Airfield to Denver Int 11. Denver Int to Salt lake int 12. Salt lake int to Boise 13. Boise to Pearson airfield 14. Pearson airfield to boundary Bay 15. Boundary bay to Bella coola 16. Bella coola to Ketchikan Int 17. Ketchiken Int to skagway 18. Skagway to Beaver creek 19. Beaver creek to Lake hood Strip. It's going to take me awhile to get to Anchorage but considering this will be over winter, I expect it to be a lot of fun. Aircraft The choice of aircraft isn't that obvious, and it won't be from any of XPX's included aircraft. Instead I've narrowed the choice down to just two made by Carenado. It's a straight shootout between the Fun and Freaky looking Cessna C337 or the more refined Cessna C340. Both are twins so I have a contingency should an engine fail over the north Atlantic. Both have pluses. THe C337 has that great high wing making scenic flying a pleasure whist the C340 offers dual GPS and a stormoscope whick could be really handy Mid Atlantic. Either way one of these great aircraft is going to be my new friend. I mentioned GPS above but that will only be my back up for the trip. Being primarily a tube liner flyer, my nav skills are a little rusty. I can cope with VOR nav but in parts of the world I'm flying to, NDB's are the order of the day. I've never flown with NDB's active so I'll be hitting the books and doing a few training flights to brush up on a skill I should have learned along time ago. Watch this Space. So there you have it. It's time to XPX though its paces and see if the Sim is all it's cracked up to be. It'll also test me as I plan to hand fly as much as possible. So stay tuned and see how good XPX can be.
  24. Sorry guys. Real life has gotten in the way. See new post though for an update.
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