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  1. Version 1.0.0


    Just throw the contents of the PFPX Data folder in this .zip into your existing one at: C:\Users\Public\Documents\PFPX Data\FlightplanTemplates (or wherever you have your PFPX files located) This is just a basic rendition of the LIDO layout Norwegian Air was using at some time shortly after the switch from AirSupport PPS8 to LIDO v7. I recommend you use this layout for Norwegian Air flights on the 737 exclusively, this is highly tailored to that operation and might cause problems down the road if you try to plan wildly exotic stuff with it. Some tips: 1) LNNGW and EIFVX are included with some weight variants 2) CLB at 250/280/.78 CRZ at CI15 DES at .78/280/250 -> that's what Norwegian Air was planning with at the time of my samples. 3) You'll need to select "NAX_LIDO" from the crewinfo dropdown to take full advantage of the layout. Use 'NAX_LIDO_TOAltn' as an OFP layout when planning with a takeoff alternate. after you release a flight, select this when printing: -Courier Bold 12pt -CrewInfo yes -ATC-FP no (as it's included in the OFP) What I added was the Alternate Nav Log, this is an EASA requirement that I believe came after my most recent OFP samples were dated but is now mandatory in every OFP.
  2. Yes, it technically wouldn't affect fuel burn. But then again, neither would the DOW - at the end of the day it's the ZFW that counts. Just wondering, since we are able to enter a basic weight and configurations for an airframe The layout I'm recreating has a weight & balance section in which the data for BW, crew, catering, payload are listed which make up the ZFW.
  3. G'day all, just wondering, if the following variables are availble for call-up in PFPX, as they don't appear in the layout template manual(s): -Empty weight (the basic weight as entered in the airframe details, with no config adding pantry codes or crew) as opposed to Dry Operating Weight -configuration weight (difference between DOW and BW) The aircraft.txt files have the BW entered as <DOW> which is, technically, incorrect...it is a BW that becomes a DOW with the addition of crew, crew baggage, catering, potable water, etc.
  4. And, in addition to what you have correctly figured out, the ISA deviation can greatly affect the optimum flight level, or even the maximum reachable flight level. Last summer, ISA deviation on the way home from the Canary Islands to mainland Europe was rather high. And with fully laden and fully fueled narrowbody aircraft, even FL360 was unreachable, not to mention sensible in terms of fuel burn, so it was indeed smart to start out on a lower level as it would even save gas compared to aiming for FL360 or 380 right away.
  5. Version 1.0.0


    Hiya, thanks for downloading my PFPX template. It closely resembles the current layout used by Lufthansa's newest leisure carrier venture/experiment, the very young and very hip and very start-uppy 'Eurowings Discover'! The OFPs are calculated by Lufthansa's dispatch centre so I would assume the current DLH OFP layout looks pretty much the same. Keep in mind they are switching to electronic OFPs anyway though, so as for many airlines, printed PDF versions of flightplans will be a thing of the past. Anyway, I've built this layout because it was fun, it's a pretty comprehensive one, and I've also set it up to be compatible with aircraft types and fuel policies beyond your standard European A320 ops. ----------------------------------------------------------------------------------------------------------------------- TO INSTALL: 1) Go into Explorer, paste this into the navigation bar in the top center: "%PUBLIC%\Documents\PFPX Data\FlightplanTemplates" This will open a folder containing all your installed flightplan layouts. 2) Put the "OCN.txt" file into your this folder you just opened. 3) The next time you start PFPX, "OCN" will be available as a flightplan layout from the dropdown-menu. 4) optional: Lufthansa/Ocean seem to use Courier Bold around 12pt as font, so you can set your PFPX up to use this, too. ----------------------------------------------------------------------------------------------------------------------- NICE TO KNOW: Dispatcher info at the end of the OFP is taken from aircraft data. To edit, go into the aircraft database menu, select and edit the particular airframe as follows: Remarks -> Aircraft Operational Data: enter phone number here Remarks -> Aircraft Remarks: enter SITA address (7 digits, uppercase) here ----------------------------------------------------------------------------------------------------------------------- Known limitations: 1) "SPEED" in the header can only show one of three options (ECON, MACH, or FIXED) instead of "VRBL" in real life. VRBL should be displayed when a flight is planned with alternating speed schedules (e.g. Oceanic crossings through MNPS airspace with fixed MACH required, but taking off with a cost index) 2) Protected/un-protected contingency fuel not available in PFPX. The "CONT DES" in the fuel ladder is not accurate. 3) EROPS data lacks many many details that PFPX just doesn't provide, like for example approach minima or crosswind components at aedequate enroute airfields. If you're into realism, feel free to edit these fields with a text editor after saving the OFP.
  6. That is indeed a fair question! I'll have to check with my sources. My assumption is, though, that nothing substantial has changed. I would guess that the UK CAA has tons of other things on their mind right now 😄
  7. Okay now that's a no-no in PFPX I'm afraid 😕 it would be the easiest thing in the world to do in HTML though... But thanks for sharing anyway. I've been trying to get my hands on a Channex OFP for a while now.
  8. The fuel policy does not depend on the country you happen to be flying in... An operator will always have to comply with the fuel policy of the country it is registered in. If Delta was to start domestic flights in Spain, it would still need to comply with FAA fuel requirements, just like Qantas wouldn't stop using their Aussie fuel policy when operating from Singapore to Heathrow.
  9. Hi all, I'm putting together a new OFP layout and try to keep it as close to the real deal as possible. While I was able to get a lot of things right, there's a few issues that still puzzle me and that I wonder are even possible to recreate. The airline uses LIDO irl so it should look familiar to most. 1) This is what the upper right corner of the first page should look like: Now, for the cost index: If I just put: it displays perfectly fine. However, if I want it to show a fixed Mach or Speed (not all aircraft are always flown with a cost index, after all), and use this: it swallows an entire line of text and looks like this: Now that line is taken from the default PFPX layout where it shows perfectly fine, so I'm curious as to why that is? 2) The line 'SPEED ECON' should say 'VRBL' instead of ECON when a fixed speed or Mach portion is planned within a flight, for example over Oceanic airspace. I've tried several ways of forcing PFPX to replace "ECON" with "VRBL" for example by starting <&Oceanic_something_Begin> but that never worked. Any chance to incorporate that into one single template.txt file or would I have to publish two, one for oceanic flights and one without fixed Mach segments? 3) Does PFPX do protected/unprotected contingency fuel calculations? 4) Can I display the 'WX from ... to ...' text for the alternate in the same manner as for the enroute alternate? I solved it with the +/- 1 hour remark around the <&Altn1ETA> for now, in the real layout it's formatted in the same way for both enroute and destination alternate. Also, when planning without an enroute alternate, PFPX doesn't leave a blank line between the line for contingency fuel, and for alternate fuel which looks odd. This is the code I came up with: These, I think, are the main issues I ran into...gladly appreciate any input! Best regards
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