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About Flexman

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  • Birthday 05/28/1982

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    Madrid, Spain
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  • About Me
    Currently working as a 737 first officer. Also type rated on 757/767.

About Me

  • About Me
    Flight Simulation started when I was 14 years old with FS5.1. I knew it was more than a game for me and inevitably became an airline pilot. After a short time flying a cargo converted Boeing 757 based in Spain I quickly realized cargo flying was not my thing. Now I work as a Boeing 737 first officer for a major European airline. I still use P3D and the NGX to get familiar with airports I fly to for the first time.

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  1. Maybe this animation explains better what I'm looking to do.
  2. Hello, I've been wondering if there's a way to change the camera center in Prepar3d. I don't mean panning the camera left or right I mean shifting how much cockpit we see left or right by shifting the vanishing point position so that it's not centered in the monitor (kind of what would happen with a tilt shift lens on a camera). I place my camera such that in my 27" monitor I see the whole MCP and my PDF (FO seat). To achieve that, I have to move the camera to the left and that leaves me uncentered with my PFD/control column, like you would sit in the actual cockpit. Is there a way to change the render center so that the new center of the render shifts to the right of the monitor while keeping my control column centered with the PFD? I made an animation (with photoshop) that I hope explains what I mean. Notice how the vanishing point is shifted to the right (which is what I want) and there's more render to the left of it. Thanks
  3. Airport Elevation and Threshold elevation in P3D should be identical as airports are completely flat.
  4. The LANDING ALTITUDE REFERENCE BAR starts at the LANDING ALTITUDE INDICATION. The first 500 feet of the bar are amber and the last 500 ft are white. We call 500 CONTINUE or GO AROUND exactly at the point where the landing altitude reference bar changes from white to amber. When parked on the platform in the real non-flat world, if you change the departure runway you can see how the landing altitude reference bar moves up or down. So it's definitely threshold elevation. In P3D airports are flat, so airport elevation should always be equal to threshold elevation anyway. From my experience with FS2CREW SOP3, the 500 continue call doesn't happen when the reference bar changes from white to amber. I thought the problem could be that it was RA based but since your code is correct maybe the problem is not on your side but on the PMDG SDK..I'll ask in their forum. Thanks
  5. Thank you, but that's just how the procedure is. You don't need to be flying over a mountain for RA to be different than aerodrome level. At the time you are 500ft above the airdrome, the radio altimeter will be reading hills, the sea, trees and what not. Even in very flat areas you can see a difference of 100ft or 200ft. airports along shores have this too, where the radio altimeter will show you a higher height than how high you really are with reference to the threshold. What matters is that in real life the trigger for 500 continue or 500 go around is the amber bar in the landing altitude reference bar in the altimeter, not the radio altimeter 500ft reading. Thanks for looking into it. I'm just pointing out the differences between SOP3 and the procedures in the company on which they are based on, for which I happen to fly for.
  6. Hello, In SOP3, the "500 continue" call on approach should happen at 500ft AAL not RA. That means it should happen at the beginning of the amber bar in the Landing Altitude Reference bar in the altimeter and not when the radio altimeter reads 500ft. Is there a chance to get this fixed or is there a sim limitation? Thanks!
  7. There's just too many little things that change every year. Basically most of SOP3 is outdated now. It's ok for a regular simulator user though.
  8. Hello, Is there any way to change a trigger phrase or even a procedure? I use SOP3 and some of the callouts are a bit outdated. Thanks
  9. Oh yeah true. EI-DAC is still around. It's been based in OPO lately.
  10. You think about graphics on the PMDG needing updates. I think that's useless. We're on a super old version of the FMC and AFDS and, if anything, that's the main thing that PMDG need to start working on. Even the 777 and the 747 have outdated softwares that no real world airline is using right now.
  11. All you have to do is select the new altitude on the MCP Altitude Window and hit ALT INTV. The airplane will descend on VNAV PTH at a fixed rate of 1000fpm. If you plan to stay long enough at that new altitude, just set up a new CRZ ALT in the CRZ page and change the FLT ALT on the presurization panel. If that's not a new cruise level and you expect to continue descending, when they give you a new cleared level, just set it in the MCP, the airplane will catch the new VNAV PTH and fly it. Sometimes the instruction is "descend now" and some other times it's "descent at discretion". In one case, you don't have to start your descent until you hit your TOD. In the other case, ATC expect you to descend with at least 500fpm.
  12. I don't think you'll find one. Make it yourself as part of the project and then you could upload it for others to use. Shouldn't be hard considering you'll only have to do single case letters, numbers and just a few other characters.
  13. That's exactly how the old 757 I used to fly did it. If you're high, it'd go VNAV SPD and if I remember correctly, it'll open the speed window on the MCP for you to increase speed to catch up. In fact that's one of the hardest parts I found when learning to manage our version of the 737. The fact that VNAV PTH has such a large tolerance when above the path, that the airplane will not think twice before diving. People tell me it will happily exceed MMO/VMO... haven't tried in the real airplane. In the sim, with steady winds, it didn't hit barber pole. Most people I fly with don't question it because, in this company, most people have only flown for this company, so they don't have a comparison point (flight sim or other boeing airplanes). It was very strange for me to see on a 250kt descent, the bug slowly crawling to 220 after a decel point. My initial interpretaion was that the airplane was so bad at keeping that speed in a poorly calculated idle VNAV PTH, that FMS was just giving up and matching the actual speed of the airplane. Now I know what the airplane is doing but since the speed window is closed, I've had to train myself to look at the descent page to know what final speed it's going for, and whether it'll be able to reach it or if it'll require flaps. I don't really like that feature to be honest. In the 757, the bug would just jump instantly from 250 to 220 or whatever speed you had set up in the next waypoint or restriction. No need to look at the CDU.
  14. My bad. I can confirm our airplanes are on U13.0. U13 came out in April 2017. Just checked my FCOM and it says that some older ones are still on 10.8A which is strange because I flew EI-DAD a few days ago and I remember it having RTE2 and all, so maybe, it being the oldest airplane in our fleet AFAIK, I'd assume they've all been updated to U13.0. I also know U14.0 is coming with the MAX and will probably be retrofitted in the whole fleet because we already have FCOM bulletins talking about the "bugs" that we can expect to be corrected in U14.0
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