JetPlanUserManual.pdf

JetPlan User Manual

JetPlan User Manual VERSION 7.0

Copyright © 2003-2015 Jeppesen. All rights reserved.

Document Revision History NOTE For additional change history information, see the User Manuals page on JetPlan.com.

Version

Release Date

7.0

19 February 2015

Changes • In the “Route Commands” chapter, information on the updated ERAD flight plan option (ERAD 2.0) has been added. • In the “Scenario Database” chapter, the definition of the Optimization Type parameter has been revised with the new ERAD 2.0 option, Trajectory Optimized RAD Compliant Route Selection. • In the “Route Commands” chapter, information on the North Atlantic Data Link Mandate has been added. • In the “Customer Aircraft Database” and “Route Constraint Database” chapters, the AUSEP Approved Certification parameter has been removed because the parameter is no longer in use. • In the “Aircraft Fleet Database” chapter, the input value has been revised for the Time-Limited Systems Cruise FL parameter. • In the “MEL Database” chapter, command-line codes for the ICAO 2012 degradation parameters have been added.

Brief Contents INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CHAPTER 1 JetPlan Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CHAPTER 2 Option Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 CHAPTER 3 Point of Departure and Point of Arrival Commands . . . . . . . . . . . . . . . . 61 CHAPTER 4 Restricted Area Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 CHAPTER 5 4D Avoid and Alert Restrictive Airspaces . . . . . . . . . . . . . . . . . . . . . . . 103 CHAPTER 6 Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 CHAPTER 7 Hold-Alternate Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 CHAPTER 8 Estimated Time of Departure Commands . . . . . . . . . . . . . . . . . . . . . . 285

Brief Contents

CHAPTER 9 Profile Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 CHAPTER 10 Aircraft Type Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 CHAPTER 11 Cruise Mode Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 CHAPTER 12 Cost Index Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 CHAPTER 13 Operational Weight Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 CHAPTER 14 Payload, POD/POA, Weight, and Fuel Commands . . . . . . . . . . . . . . . 391 CHAPTER 15 Fuel Off/On and Payload Off Commands . . . . . . . . . . . . . . . . . . . . . . 451 CHAPTER 16 Departure and Arrival Bias Commands . . . . . . . . . . . . . . . . . . . . . . . . 457 CHAPTER 17 Message Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469 CHAPTER 18 Forward Plans and Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 CHAPTER 19 ATC Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489 CHAPTER 20 Reclear Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537 CHAPTER 21 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569 CHAPTER 22 Overwater Driftdown and Terrain Analysis . . . . . . . . . . . . . . . . . . . . . 573

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February 19, 2015 © 2003-2015 Jeppesen. All rights reserved.

Brief Contents

CHAPTER 23 Optimal Scenario Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633 CHAPTER 24 Enroute Charges and FIR Traversal . . . . . . . . . . . . . . . . . . . . . . . . . . 649 CHAPTER 25 Archiving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663 CHAPTER 26 Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679 CHAPTER 27 Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773 CHAPTER 28 Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 791 CHAPTER 29 Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801 CHAPTER 30 Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825 CHAPTER 31 City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 849 CHAPTER 32 City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861 CHAPTER 33 Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885 CHAPTER 34 Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 893 CHAPTER 35 Minimum Equipment List Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 919 CHAPTER 36 Master Database (MDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 949


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Brief Contents

CHAPTER 37 Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 961 CHAPTER 38 Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 971 CHAPTER 39 Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1035 CHAPTER 40 Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1053 CHAPTER 41 Customer Schedule Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1067 CHAPTER 42 Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . . . . . . . 1079 CHAPTER 43 Customer Controlled Avoid and Alert Database . . . . . . . . . . . . . . . . 1087 CHAPTER 44 User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . 1091 CHAPTER 45 Weather Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1095 CHAPTER 46 Text Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1105 CHAPTER 47 Graphic Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 CHAPTER 48 JEPPFAX Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1169 CHAPTER 49 Vertical Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1173

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Contents Tables

xxxiii

Introduction

1

About JetPlan® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . About this Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Document Overview and Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User ID and Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Default Flight Plan Output Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Support Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 4 4 5 5 5 7

User ID/Attribute File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Chapter 1: JetPlan Command-Line Interface

9

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Understanding the Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Information Provided by the CADB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Optional Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Understanding the Batch Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Command-Line and Batch Method: Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Command-Line and Batch Method: Similarities . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Chapter 2: Option Commands

21

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Flight Plan Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Contents

Flight Plan Command Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Flight Plan Options–Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Weather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Routing Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Performance Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Feature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Flight Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26 30 32 36 37 42 44

Additional Command-Line Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Services Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Messages Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46 46 54 55 56 56 57

Chapter 3: Point of Departure and Point of Arrival Commands

61

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specifying Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airport Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

63 64 64 64

Sequential Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Paired-Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

ETP Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Determination of Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interval Halving Between Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Variations in ETP Calculation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Default ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Second ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Third ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETP and Diversion Airport Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

66 71 73 74 74 75 75 76

User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Station Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 In-Flight Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Running In-Flight-Start ETP Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Taxi Parameters in the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Ad Hoc Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Adding the Taxi-Out Value to the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

Takeoff Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

Chapter 4: Restricted Area Commands

89

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

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Using the RST Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Delineated Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Restrictions By Route Structure Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 FIR/UIR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checkpoint Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Route Database Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95 95 96 97 98

Applying Restricted Area Database Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Applying Multiple Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Omitting a Restricted Area Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Chapter 5: 4D Avoid and Alert Restrictive Airspaces

103

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Creation of the Initial CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding the Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . .

105 105 107 108 108

Restrictive Airspace Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generic Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organized Tracks Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbulence Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIR/UIR Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Geopolitical Country Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . .

108 109 110 110 110 110 111 111 111 111 111 112 112

Understanding the Contents of CCAA Database Records . . . . . . . . . . . . . . . . . . . 112 The RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The ICAO Code in the RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . About the Default SCA Type and Default Avoidance Level . . . . . . . . . . . . . . . . . . . . . Modifying the SCA Type and the Avoidance Level . . . . . . . . . . . . . . . . . . . .

112 113 114 116

Working with the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . . 118 Understanding the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . 118 Using the CCAA, CCAAN, and CCAAF Options . . . . . . . . . . . . . . . . . . . . . . . . 120 Using the CCAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 Using the CCAAN Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Using the CCAAF Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Using the ORTRKA and ORTRKN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Using the GCAA and GCAN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Using the AVDERR Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126


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Using the EXSS Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Using the EXCD Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Using the CCAAQ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Understanding the City Pair and City Pair Fleet Database CCAAQ Parameters . . . . 128

Overriding an Avoidance Level on a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding 4D Avoid and Alert Customer Preferences . . . . . . . . . . . . . . . . . . 4D Altitudes (4DALTS) Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVDERR Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCAAQ Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding 4D Avoid and Alert Error Messages . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 6: Route Commands

129 132 132 132 133 134

137

About Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Navigation Database and Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JetPlan Defined Route Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Applying Route Inputs – General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JetPlan-Defined Flight Plan Types and the Route Segment Inputs . . . . . . . . . . . . . . . Route Input Segments – Basic Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTD and RTA Segments – Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint Identification (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint External Output (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint Ambiguity (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTW Segment – Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Route Optimizer and SID/STAR Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using Route Proof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

139 141 141 144 146 147 148 149 151 152 152 153 154 155

Applying Route Inputs – Domestic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nav Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . .

157 158 158 159 159

Domestic Planning – All 3 Route Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Applying Route Inputs – International Planning . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POD and POA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enroute Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overwater Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nav Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nav Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . Airway Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . JetPlan Designated Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

160 160 161 161 162 162 163 164 164

International Planning – Organized Track Structures . . . . . . . . . . . . . . . . . . . . . . 164 North Atlantic Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

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North Atlantic Tracks – Basic Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Atlantic Tracks – Preferred Route Considerations . . . . . . . . . . . . . . . . . . . Area 1 Preferred Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preferred Routes Without the NATs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preferred Route Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Atlantic Tracks – Flight Level Considerations . . . . . . . . . . . . . . . . . . . . . . North Atlantic Data Link Mandate (NAT DLM) . . . . . . . . . . . . . . . . . . . . . . North Atlantic Track – Input Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selecting the Optimal Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selecting a Specific Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Westbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Eastbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Atlantic Tracks – Crossing Without The NATS . . . . . . . . . . . . . . . . . . . . . . . . . Pacific Organized Track Structures (PACOTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flex Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flex Tracks – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PACOTS – Far East To/From North America . . . . . . . . . . . . . . . . . . . . . . . . . . . PACOTS – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUSOTS Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

166 168 168 170 170 171 172 173 173 174 174 175 176 176 177 177 178 178 180

Route Input Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 POD and POA in the Same Route Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 POD and POA in Different Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

Electronic Route Availability Document Option . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Possible Error Messages with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186

Upper-Level Winds and Temperature Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . 186 Accessing ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 ERAD 2.0 Options and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 ERAD Point of Departure (POD) and Point of Arrival (POA) Inputs . . . . . . . . . . . . . ERAD Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERAD and the NATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERAD Flight-Level Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERAD Conditional Route Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERAD and the Restricted Areas Option and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoiding Checkpoints and Airways with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . Avoiding Countries by ICAO Code with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . Ignoring RAD Rules with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avoiding Two-Dimensional Restricted Areas and FIRs with ERAD . . . . . . . . . . . . . . ERAD and the Four-Dimensional Avoid and Alert Restrictive Airspaces Options . . . ERAD and the Time, Fuel, and Cost Optimization Options . . . . . . . . . . . . . . . . . . . . . ERAD Special Remarks in the Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suppressing ERAD Special Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface

187 187 189 189 189 192 192 193 194 194 195 196 197 197

198

Include DAL/TOC/BOC Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 Runway to Runway Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 Dynamic SID/STAR Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198

National Route Program (NRP) Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199


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NRP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 NRP Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Route Summary Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

Non-Restrictive Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 High-Altitude Redesign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 HAR Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 NRS Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

High-Altitude RNAV Routes (Q Routes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitch and Catch Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NRR Levels of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NRR Flight Planning Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NRR Setup Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

204 204 205 206 207

Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Customer Aircraft Database (CADB) – Equipment Section . . . . . . . . . . . . . . . . . . . . . 208 City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208

NRR Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 NRR with HAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using Pitch and Catch Points in an NRS-Optimized Route . . . . . . . . . . . . . . . . . . . . . NRR with PTP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NRR with SRS Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NRR and NRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEL RNAV Degradation and NRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

209 209 210 210 211 211 211 212

Specific Route Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRS Facts and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRS Syntax Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

213 214 214 215

The Dash Delimiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Input Styles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting/Ending Route With a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting/Ending Route With an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

215 216 216 217

SRS Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 LAT/LONG Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unnamed LAT/LONG Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User-Named LAT/LONG Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charted (External) Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charted Names (No Modifier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charted Names Using “NAVAID Type” Modifiers . . . . . . . . . . . . . . . . . . . . . . . Charted Names Using Coordinate Approximation . . . . . . . . . . . . . . . . . . . . . . . . RNAV Waypoint Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charted Airway Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . User-Specified Airway Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SID/STAR Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Runway Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAID/Radial Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAID/Radial Intersecting a NAVAID/Radial . . . . . . . . . . . . . . . . . . . . . . . . NAVAID/Radial Intersecting an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAID/Radial to a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAID/Radial/Distance Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Great Circle Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single Segment Great Circle Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multi-Segment Great Circle Route: Latitudinal or Longitudinal Crossings . . . . . Multi-Segment Great Circle Route: Latitudinal and Longitudinal Crossings . . . Predominantly East/West Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Predominantly North/South Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Great Circle Route Segment(s) Between Any Two SRS Waypoints . . . . . . . . . . JetPlan SRS Distance Override/Bias Specification . . . . . . . . . . . . . . . . . . . . . . . . . .

223 224 224 224 225 225 225 226 226 227 227 228 228 229

SRS Routing for User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 SRS Naming Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 VOR, VORDME, VORTAC, TACAN and NDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Named RNAV Waypoints, Intersections, and Reporting Points . . . . . . . . . . . . . . . . . . One-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multi-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

232 232 232 232

Combination (SRS – Route Optimizer) Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 Input Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 Combination Routing Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRS to Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Optimizer to SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Switch Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRS Static Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Published Preferred Routing (High Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limited Navigational Capability Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

235 235 236 236 236 237 237 237

Route Line Editing for Route Optimizer and SRS . . . . . . . . . . . . . . . . . . . . . . . . . 239 Route Line Editing Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 Changing a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 Deleting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 Inserting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242

Using Customer Route Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Line Editing of a CRDB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using Coded Departure Route (CDR) Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . About Coded Departure Routes (CDRs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . About the Customer Coded Departure Route Database . . . . . . . . . . . . . . . . . . . . . Using a Coded Departure Route Database Record As a Flight Plan Input . . . . . .

Chapter 7: Hold-Alternate Commands

245 246 247 247 248 248

251

Hold-Alternate Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253


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Hold-Alternate Fuel Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Hold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Alternate Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255 Uplift Option (EU-OPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

Alternate Flight Level Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distance Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

256 258 258 259

Route Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260

CALT Database Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hold-Alternate Command-Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Selection Criteria and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

260 261 264 265

Criteria Tests at Compute Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 About the TAF Time Window (TAFWINDW) Customer Preference . . . . . . . . . . . . . . . 267

Alternate Selection Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Departure (Takeoff) Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS/Overwater Driftdown Enroute Alternates (Diversion Airports) . . . . . . . . . . . EU-OPS Enroute Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Automatic EU-OPS ERA Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EU-OPS Qualification Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

269 269 270 271 271 272 272

Automatic Alternate Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Setting Up the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Departure Airport (POD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Airport (POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate Airport (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 8: Estimated Time of Departure Commands

274 275 276 277 281

285

ETD Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Standard ETD Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Understanding the Wind and Temperature Database . . . . . . . . . . . . . . . . . . . . . . “PROGS” Time Output on Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Online Winds – Sources and Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF Format (Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NWS Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UKMO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rapid Update Cycle (RUC) Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

287 288 289 289 289 290 291 291 291

UK MET Office Historical Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 Reliability Equivalent Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 National Center for Atmospheric Research (NCAR) Database . . . . . . . . . . . . . . . . . . 293 Confidence Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

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Reliability Equivalent Wind Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294

Required Arrival Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 Required Arrival Time – Cost Index (Fixed ETD) . . . . . . . . . . . . . . . . . . . . . . . . 295 RATCI Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296 RATCI and the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297

Required Arrival Time (Variable ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298 RAT Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

ORBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 ORB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 ORB and RAT Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302

Chapter 9: Profile Commands

305

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Flight Rule Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

307 308 309 311 311 311

Waypoints As Constraint Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Change After Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Change at Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constraint Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

312 312 313 313

Altitude Control Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Index (Fuel, Time, and Cost) Optimization . . . . . . . . . . . . . . . . . . . Fuel Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Time Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

314 316 318 318 319 319

Order of Precedence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320

Chapter 10: Aircraft Type Commands

321

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using the JetPlan Aircraft Library (Generic Aircraft) . . . . . . . . . . . . . . . . . . . . . Retrieving Library Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retrieving Generic Aircraft Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Applying a Generic Aircraft to a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 11: Cruise Mode Commands

323 324 325 328 331 333

335

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337 Determining an Aircraft’s Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338


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Standard Cruise Mode Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 Non-Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340

Primary Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344 Multiple Primary Cost Index Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346

Auxiliary Cruise Mode Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary Cruise with Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . Climb and Descent Schedule Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . First Principles Aircraft Model Secondary Climb and Descent Options . . . . . . . . Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

347 348 349 349 350

FPM Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350

Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 FPM Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352

Bias Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 Bias Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 Climb Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CF – Climb Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CT – Climb Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CD – Climb Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FF – Fuel Flow Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS – True Airspeed Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF – Descent Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DT – Descent Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DD – Descent Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AF – Alternate Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT – Alternate Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AD – Alternate Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combined Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

356 356 356 356 357 357 358 358 358 359 359 360 360 360 361 361

Applying MEL Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362 MEL Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362

Chapter 12: Cost Index Commands

365

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 Cost Index Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Requirements and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost Index Application (Static Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost Index Application (Dynamic Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost Index vs. Other Economy Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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368 369 370 370 373


Contents

Minimum Adjusted Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374 MACI and Required Arrival Time Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACI Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuring Customer Databases for MACI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Default Block Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crew Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateness Time Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPFDB and ACFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

374 375 377 377 379 379 380 380 381 383

Related JetPlan Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384

Chapter 13: Operational Weight Commands

387

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389 Operational Weight Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390

Chapter 14: Payload, POD/POA, Weight, and Fuel Commands

391

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Payload, Fuel, and Weight Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Payload Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

393 394 396 396

xxxxx (Specify Actual Payload Amount – Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxx,T (Specify Actual Payload Amount – Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . Wxxxxxx/nnnnn (Waypoint Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . W (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZW (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxx,Z (Zero Fuel Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

396 396 397 397 397 398 398 399

POD or POA WT/Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 Dxxxxx (Departure Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axxxxx (Arrival Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DM (Departure Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AM (Arrival Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

399 399 400 400

POD or POA WT/Fuel Secondary Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 MFODxxxx (Minimum Fuel Over Destination) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFxxxx (Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FC=xxxxx (Fuel Capacity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FD=x.xx (Fuel Density) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO=xxxxxx (Takeoff Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA=xxxxxx (Landing Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ERA=xxxx (Enroute Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bxxxxx (Ballast Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXT=xxxxx (Maximum Tanker Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


401 401 402 402 402 403 403 403 404

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MCHT=xxx (Minimum Contingency Holding Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . 404 MCCT=xxx (Minimum Contingency Cruise Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405 PN=1234 (Multi-Sector Tankering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405

Domestic, International, and Island Reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405 Dxxx (Domestic Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ixxx (Island Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I (International Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxx (International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B43X=xx (B43 International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . About the B43 Reserve Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . How JetPlan Supports B43 Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B43 Flight Plan Inputs and Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

406 406 407 407 409 409 409 410

Other Options that Affect Payload, Fuel, and Weight . . . . . . . . . . . . . . . . . . . . . . 415 Hold Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reserve Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Weight Reiteration (Autoweight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

415 416 416 416

Application of Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . Departure Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . Arrival Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . Departure Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . Departure Fuel Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . Departure Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . Comparing Max Fuel Capacity Plans with MFOD Inputs . . . . . . . . . . . . . . . . . . . Single-Leg Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Index Tankering: TANK1 and TANK1X . . . . . . . . . . . . . . . . . . . . . . . . . . . .

418 418 419 421 422 423 424 425 425 428 429

Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

429 431 431 432

Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options . . . . . 432 Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TANK2/TANK2X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TANK3/TANK3X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using Bonded Fuel Prices in Tankering Calculations . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tanker Limiting Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Savings Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multi-Sector Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Weight Reiteration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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433 435 436 438 439 440 440

441 442 444 444 445


Contents

Departure Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446 Departure Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 Reclear Flight Plans And Landing Burnoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447

Chapter 15: Fuel Off/On and Payload Off Commands

451

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Offloading and Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Offloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Offloading Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 16: Departure and Arrival Bias Commands

453 454 454 454 455

457

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Departure and Arrival Biases and the Customer Aircraft Database . . . . . . . . . . . Climb/Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb/Descent Fuel Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb/Descent Time Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb/Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

459 459 460 460 460 461

Climb Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb Bias - TOC Before First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb Bias - TOC After First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb Bias - Flattening Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

461 462 463 463 464

Combining Bias Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465 Interaction Between Bias Database Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467

Chapter 17: Message Commands

469

Creating Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Packaging JetPlan Products in Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combining Products Using the MG Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Message No Number - MGNN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 18: Forward Plans and Messages

471 472 473 474

475

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFTN, ARINC, and SITA Designators and Priority Codes . . . . . . . . . . . . . . . . . . AFTN Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARINC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SITA Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fax Forwarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

477 478 479 479 480 480

Basic Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480 Enhanced Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481

ACARS Uplink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484


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Character Length Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487

Chapter 19: ATC Filing

489

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491 JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492 Filing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492 The Filing Program Command Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Support for the Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Customer Aircraft Database (CADB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Flight Brief Database (FBDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . . The Customer Preference Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The JetPlan Flight Plan Filing Database (FDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . Overriding the Flight Plan Filing Database . . . . . . . . . . . . . . . . . . . . . . . . .

493 508 508 510 510 510 511 513

ICAO 2012 Flight Plan Filings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514 Summary of ICAO 2012 Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514 ICAO 2012 Changes to Item 10a/b and Item 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514 ICAO 2012 Changes to the JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . 517 ICAO 2012 Changes to Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519

Before Filing the ICAO 2012 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519 Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519

Filing Priority and Timeliness Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520 File Immediately . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFTN Priority Code Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delaying Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lead Time Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filing at a Specified Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Canceling Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filing Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viewing Filing Status and History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

521 521 522 523 523

524 524 526 526

Using the STAT Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 Using the SHOW Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 527 Working with Domestic Flight Plan Sequence Numbers . . . . . . . . . . . . . . . . . . . . 530

Short Autofile Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531 Domestic U.S. Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 533 Canceling a Domestic Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535

Chapter 20: Reclear Commands

537

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commands, Options, and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reclear Command Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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539 540 541 543 544


Contents

Reclear Point Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 544 Reclear Airport/Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546 Auto Selection (Reclear Airport and Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546

Other Reclear Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548 Route Selection for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 User-Defined Routing for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 551 Routing when Using the Auto Select Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552

Reclear Scenario Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Known Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Known Takeoff Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Known Takeoff Fuel/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Known Landing Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Burnoff Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Examples of Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inputs for Known Payload (Arrival Fuel Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . Inputs for Unknown Payload (Departure Weight Case) . . . . . . . . . . . . . . . . . . . . Inputs for Unknown Payload (Departure Fuel Case) . . . . . . . . . . . . . . . . . . . . . . . Reclear Example Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decision Point Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

554 554 554 555 556 557 558 558 559 559 560 566 566

EU-OPS Attribute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 567

Chapter 21: ETOPS

569

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571

Chapter 22: Overwater Driftdown and Terrain Analysis

573

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575 FAR Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575 FAR 121.191 – One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576 FAR 121.193 – Two Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576

Overwater (Basic) Driftdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578 Overwater Driftdown Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578 Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579 ETP Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580 Driftdown Performance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583

Overwater Driftdown Flight Plan Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . 583 Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETP Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Critical Fuel Calculation Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depressurized Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . One-Engine and Two-Engines Inoperative Scenarios . . . . . . . . . . . . . . . . . . . . . Highest Terrain Diversion Path Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

584 585 585 586 587 588

Overwater Driftdown Data on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589


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Terrain Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592 Terrain Analysis Key Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592 Terrain Analysis Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Application of Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . . Escape Routes Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

595 597 598 598 600 602 603 603 605

Terrain Analysis Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 606 Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Clearance Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Clearance Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mountain Driftdown Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mountain Driftdown Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mountain Driftdown Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

608 613 615 617 620 623 627

Terrain Database Extract Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 628 Segment Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enroute Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off-Route Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Raw Terrain Data Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 23: Optimal Scenario Analysis

628 629 630 631

633

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636 Internal Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636 External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637 Internal and External Scenario Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637

OSA Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OSA Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic OSA Examples And Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Explicit External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Explicit External Scenario Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing Outcome Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optimizing Direct vs. Specific Route Selector (SRS) Great Circle . . . . . . . . . . . .

638 638 640 641 642 643 644 645

Enroute Charges and OSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646 Enroute Charge Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646 Enroute Charge Print Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647 Route Cost Summary Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647

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Chapter 24: Enroute Charges and FIR Traversal

649

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessing Enroute Charges Through JetPlanIII . . . . . . . . . . . . . . . . . . . . . . . . . . . Generating an Ad Hoc Enroute Charges Report . . . . . . . . . . . . . . . . . . . . . . . . . . Viewing Exchange Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

651 652 653 656

Viewing and Modifying Customer Exchange Rate Information . . . . . . . . . . . . . . . . . . 658

Generating a FIR/UIR Traversal Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660

Chapter 25: Archiving

663

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 665 Enroute Charges Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666 Archive Commands (EC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668 To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

668 668 669 669

Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Archive and Report Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cosmic Radiation Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Archive Commands (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

670 671 672 673

To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

673 674 674 674

Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677

Chapter 26: Customer Aircraft Database

679

About the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Searching Generic Aircraft Records for FPM and OUTFLT Information . . . . . CADB Parameters by Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters “Weights” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Fuels” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Miscellaneous” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Cutoff Weight Tables” Section . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Bracket Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Mode Coupling” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Tanker” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Equipment” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


681 682 683 684 688 690 690 692 695 704 705 706 707 710 711

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Overview of RAIM Prediction Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 711

CADB Parameters: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Flag and Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

716 719 722 729 736

ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Factor Code Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CADB Parameters: “Driftdown” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: “Biases” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: Special Bias Modifications Section . . . . . . . . . . . . . . . . . . . . CADB Parameters: “ICAO 2012 Certification and Equipment” Section . . . . . . .

737 738 738 739

743 746 748 749

How the CADB Supports the ICAO 2012 Filed Flight Plan Format . . . . . . . . . . . . . . Related Customer Database Changes for ICAO 2012 . . . . . . . . . . . . . . . . . . . . . . . . . Before Using the ICAO 2012 CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Parameters: ICAO 2012 Certification and Equipment Section . . . . . . . . . . . . .

749 752 752 753 754

Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767

CADB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771

Chapter 27: Aircraft Fleet Database

773

About the Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCM Data Sets and the ACFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

775 775 778 789 789

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 789 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 789

ACFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 790 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 790 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 790

Chapter 28: Generic Airport Database

791

About the Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798

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Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798

Generic Airport Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 799 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 799 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800

Chapter 29: Customer Airport Database

801

About the Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

803 804 821 821

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 821 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 821

CAPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823

Chapter 30: Airport Fleet Database

825

About the Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

827 827 828 843 843


CAPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847

Chapter 31: City Pair Database

849

About the City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

851 852 858 858


CPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859


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Chapter 32: City Pair Fleet Database

861

About the City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863 About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863 Taxi Time Adjustment Set Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 865 Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866

SCM Sets and the CPFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 867 About ETOPS SCM Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 867 Setting a Default ETOPS SCM Set in a City Pair Fleet Record . . . . . . . . . . . . . . . . . . 868 Order of Precedence for ETOPS SCM Set Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 868

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 869 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879

CPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880 CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 881 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883

Chapter 33: Customer Alternate Database

885

About the Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

887 887 888 890 890

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890

CALT Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 891 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 891

Chapter 34: Flight Brief Database

893

About the Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895 The Flight Brief Database and the ICAO 2012 FPL Format . . . . . . . . . . . . . . . . . 896 Before Using the ICAO 2012 Flight Brief Database Parameters . . . . . . . . . . . . . . . . . 896

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Brief Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

898 914 914 914

File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 914

File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 916

Chapter 35: Minimum Equipment List Database

919

About the MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 921

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How the MEL Database Supports the ICAO 2012 FPL . . . . . . . . . . . . . . . . . . . . 922 Before Using the ICAO 2012 MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . 923

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 924 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938

MEL Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 940

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Applying True Airspeed and Fuel Flow Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . Applying Multipliers to Fuel Flow Bias and Weight Penalties . . . . . . . . . . . . . . . Applying the Phase of Flight Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Applying Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . . . . . . Applying Equipment and Certification Degradations . . . . . . . . . . . . . . . . . . . . . .

Chapter 36: Master Database (MDB)

942 942 944 944 945 947

949

About the Master Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

951 952 954 954


MDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 957

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 959

Chapter 37: Restricted Area Database

961

About the Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Schedule Database Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overriding a Restricted Area Database record Built Into a Schedule . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

963 964 964 964 964 966 966


Restricted Area Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 967 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 967 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 968


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Chapter 38: Customer Route Database

971

About the Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Segment Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Pre-Effective Database Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

973 973 974 976

Getting Help on Using the Pre-Effective Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 977

Sending FMS Route Output to Jeppesen NavData . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

977 978 978 984 987 987

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 987 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988 File Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988

Customer Route Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 989 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 989 Generate Command (RT,GEN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 989 Modify Command (RT,CHG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 992 Delete Command (RT,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994 Rename Command (RT,RN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 996 Update Command (RT,UPD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 996 Route Group Command (RG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1001 Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1002 Group Name Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1002 Add Command (RG,ADD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1002 Delete Command (RG,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1003 Using Group Names to Select Route Files in a Flight Plan . . . . . . . . . . . . . . . . . 1003 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1004 Print Command (RT,PRI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1005 List Command (RT,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1006 Route Proof Command (RT,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1009 Summary Command (RT,SUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011 Total Command (RT,TOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1014 Record Identifier Command (RT,RID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016 Search Command (RT,SRH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016 Airway/Checkpoint Search Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017 Customer Route Database File Content Verification . . . . . . . . . . . . . . . . . . . . . . . . . 1020 Check Command (RT,CHK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1022 Check List (RT,CHK,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1022 List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024 Check Route Proof (RT,CHK,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024 OK Command (RT,OK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1025 Changing Failed Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1026 Customer Route Database Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1027 Creating a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1027

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Changing a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displaying a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . Renaming a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deleting a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displaying a Route Proof of All Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displaying a Route Proof of a Specific File . . . . . . . . . . . . . . . . . . . . . . . . . . . . Displaying a Summary of All Airports in Customer Route Database . . . . . . . . Displaying a Summary of All Stored Routes in Customer Route Database . . . . Displaying a Summary of All Stored Routes To/From an Airport . . . . . . . . . . . Displaying a Summary of All Stored Routes Between Two Airports . . . . . . . .

1028 1029 1030 1030 1031 1031 1032 1032 1032 1033

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1034

Chapter 39: Route Constraint Database

1035

About the Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1037 Canned Route Optimization Versus Random Route Optimization . . . . . . . . . . . 1038 Route Constraint Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1039 Canned Route Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Random Route Optimization (Route Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Random Route Optimization (Restricted Area Only) . . . . . . . . . . . . . . . . . . . . . . . . . Random Route Optimization (Route & Restricted Area) . . . . . . . . . . . . . . . . . . . . . .

1039 1040 1041 1043

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1045 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047

Route Constraint Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051 Precedence and Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051

Chapter 40: Scenario Database

1053

About the Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1055 1056 1062 1062

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062

Scenario Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1063 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1065


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Chapter 41: Customer Schedule Database

1067

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interaction Between the CSDB and the Customer Aircraft Database . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1069 1070 1071 1071


CSDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1072 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1072 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1075

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using CSDB Files (Without Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . Using CSDB Files (With Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ad Hoc Restricted Area/Restricted Area Database File . . . . . . . . . . . . . . . . . . . . Overriding CRAD Files Stored in CSDB Files . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 42: Coded Departure Routes Database

1076 1076 1076 1077 1078

1079

About the Customer Coded Departure Routes (CDRs) Database . . . . . . . . . . . . Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1081 1082 1083 1083


Coded Departure Routes Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1083 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1084 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1085

Chapter 43: Customer Controlled Avoid and Alert Database

1087

About the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1089

Chapter 44: User-Defined Restrictive Airspace Database

1091

About the User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . 1093

Chapter 45: Weather Introduction

1095

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quick Reference Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hourly Reports, Special Observations, and Terminal Forecasts . . . . . . . . . . . . . Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Reports/Complete Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Great Circle Weather Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1097 1098 1101 1101 1101 1102 1103


Contents

Chapter 46: Text Weather

1105

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types Of Weather Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terminal Forecasts And Surface Observations . . . . . . . . . . . . . . . . . . . . . . . . . . Surface Observations And Special Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1107 1108 1108 1108 1109

Regional Surface Observations (METARs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109 Terminal Forecasts (TAFs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109

Terminal Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Area Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTAMs - Jeppesen NOTAM Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Winds and Temperatures Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot Reports - PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1111 1111 1112 1113 1115

U.S. PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115

SIGMETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 SIGMETs, AIRMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 Convective SIGMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116

Convective Outlook - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIGMETs - Atlantic, Pacific, Caribbean and Canadian Areas . . . . . . . . . . . . . . Severe Weather Watches and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typhoon, Hurricane Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NWS Meteorological Forecast Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NWS Offshore Marine Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC Center Weather Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Great Circle Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 47: Graphic Weather

1123

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessing Weather Maps Through JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caribbean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . East Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Europe/Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indian Ocean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


1116 1117 1117 1118 1118 1119 1119 1119 1121 1122

1125 1125 1126 1126 1128 1130 1132 1133 1135 1137 1139 1141 1143 1145

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Contents

North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . South Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1146 1149 1151 1152 1154

U.S. Regional (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U.S. Regional (Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 48: JEPPFAX Weather Maps

1157 1159 1161 1162 1163 1164 1165 1166

1169

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171

Chapter 49: Vertical Wind Shear

1173

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175 Shear Value Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1176

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Tables JetPlan Command-Line Interface Table 1-1: Table 1-2:

9

Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 JetPlan Interface Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Option Commands

21

Table 2-1: Table 2-2: Table 2-3: Table 2-4: Table 2-5: Table 2-6: Table 2-7: Table 2-8: Table 2-9: Table 2-10: Table 2-11: Table 2-12: Table 2-13: Table 2-14:

24 26 30 32 36 37 42 44 46 54 55 56 56 57

Flight Plan Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Weather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Routing Variables . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Performance Variables . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Feature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options/Commands–FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Options–Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . . Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Commands–Weather Information . . . . . . . . . . . . . . . . . . . . . Flight Plan Commands–Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Commands–Customer Database Access . . . . . . . . . . . . . . . .

Restricted Area Commands Table 4-1:

89

Route Structure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Tables

4D Avoid and Alert Restrictive Airspaces Table 5-1:

103

Default SCA Types and Avoidance Levels in CCAA DB Records . . . . 114

Route Commands Table 6-1: Table 6-2: Table 6-3: Table 6-4: Table 6-5: Table 6-6: Table 6-7: Table 6-8: Table 6-9: Table 6-10: Table 6-11:

137

Internal Identifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North Atlantic Tracks (Eastbound Examples) . . . . . . . . . . . . . . . . . . . . North Atlantic Tracks (Westbound Examples) . . . . . . . . . . . . . . . . . . . . North American Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAT DLM Phase 2A – Required Item 10a/b Equipment . . . . . . . . . . . . Route Inputs Supported with ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . . Route Inputs Planned for a Future Version of ERAD . . . . . . . . . . . . . . Route Inputs Not Supported or Not Recommended for Use with ERAD FP_CDR Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hold-Alternate Commands Table 7-1: Table 7-2: Table 7-3: Table 7-4: Table 7-5:

251

Hold-Alternate Command Line Sample Inputs . . . . . . . . . . . . . . . . . . . CAPFDB – POD Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPFDB – POA Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPFDB – Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . . CAPDB – Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . . .

Profile Commands Table 9-1:

152 165 166 166 167 168 172 187 188 188 192

261 275 276 277 281

305

Flight Rules Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308

Cruise Mode Commands

335

Table 11-1: Cruise Mode Designators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 Table 11-2: Ad Hoc Bias Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 Table 11-3: MEL Record Name Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362

Cost Index Commands Table 12-1: Table 12-2: Table 12-3: Table 12-4:

CAPDB CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB CI Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACI Cost Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Operating Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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365 371 372 376 378


Tables

Table 12-5: Table 12-6: Table 12-7: Table 12-8: Table 12-9: Table 12-10:

CADB RAT Max/Min CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . CAPDB MACI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB Default Block Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB Crew Costs Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sample Lateness Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB Lateness Segment Parameters . . . . . . . . . . . . . . . . . . . . . . . . .

Payload, POD/POA, Weight, and Fuel Commands Table 14-1: Table 14-2: Table 14-3: Table 14-4: Table 14-5: Table 14-6: Table 14-7: Table 14-8: Table 14-9: Table 14-10: Table 14-11:

391

Common International Reserve Policy Formulas . . . . . . . . . . . . . . . . . Arrival Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . . . . Departure Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . . Arrival Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . . Departure Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . . Departure Fuel Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . . Departure Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . . Arrival Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . . . . . Fuel Index Tankering - Database Requirements . . . . . . . . . . . . . . . . . . Fuel Cost Tankering - Database Requirements . . . . . . . . . . . . . . . . . . . Tanker Limiting Factors – Output Messages . . . . . . . . . . . . . . . . . . . . .

Forward Plans and Messages Table 18-1: Table 18-2: Table 18-3: Table 18-4: Table 18-5:

408 418 420 421 422 423 424 425 429 433 440

475

Network Designators (AFTN, ARINC, SITA) . . . . . . . . . . . . . . . . . . . Priority Codes (SITA, ARINC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Priority Codes (AFTN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fax Forwarding Keywords . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Character Length Control Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATC Filing Table 19-1: Table 19-2: Table 19-3: Table 19-4:

378 379 380 381 382 382

478 478 479 482 487

489 JetPlan Automatic Filing Program Command Prompts . . . . . . . . . . . . . Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . . FI,SHOW Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI,SHOW Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reclear Commands

494 516 528 529

537

Table 20-1: Canned Tracks Available for Reclear Routing . . . . . . . . . . . . . . . . . . . 552


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Overwater Driftdown and Terrain Analysis Table 22-1: Table 22-2: Table 22-3: Table 22-4: Table 22-5: Table 22-6: Table 22-7: Table 22-8: Table 22-9: Table 22-10: Table 22-11: Table 22-12:

573

Airport Fleet Database Parameters Used in Overwater Driftdown . . . . Overwater Driftdown – ETP Database Parameters . . . . . . . . . . . . . . . . Overwater Driftdown Summary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Analysis Customer Preferences . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Analysis – Customer Airport Database Parameters . . . . . . . . . . Terrain Analysis – Airport Fleet Database Parameters . . . . . . . . . . . . . Terrain Analysis – Customer Aircraft Database Parameters . . . . . . . . . Terrain Analysis – City Pair Fleet Database Parameters . . . . . . . . . . . . Terrain Analysis – MEL Database Parameters . . . . . . . . . . . . . . . . . . . . Escape Route Record Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Enroute Charges and FIR Traversal

579 580 590 595 598 598 600 602 603 606 609 627

649

Table 24-1: Enroute Charges Prompts and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 653

Archiving

663

Table 25-1: Enroute Charges Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . . 667 Table 25-2: Cosmic Radiation Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . 673

Customer Aircraft Database Table 26-1: Table 26-2: Table 26-3: Table 26-4: Table 26-5: Table 26-6: Table 26-7: Table 26-8: Table 26-9: Table 26-10: Table 26-11: Table 26-12: Table 26-13: Table 26-14:

CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Weights” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Fuels” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Section: “Miscellaneous” Section . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Cutoff Weight Tables” Section . . . . . . . . . . . . . . . . . . CADB Record: “Bracket Modes” Section . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Mode Coupling” Section . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Tanker” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Equipment” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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679 685 690 692 696 704 706 707 709 710 712 716 719 723 730


Tables

Table 26-15: Table 26-16: Table 26-17: Table 26-18: Table 26-19: Table 26-20: Table 26-21: Table 26-22: Table 26-23: Table 26-24: Table 26-25: Table 26-26: Table 26-27: Table 26-28:

ETOPS Activation Flag Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APU Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAP Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Hold Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ETOPS Cruise Distance Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Driftdown” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB Record: “Biases” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . . CADB Record: “ICAO 2012” Section . . . . . . . . . . . . . . . . . . . . . . . . . . CADB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . CADB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aircraft Fleet Database Table 27-1: Table 27-2: Table 27-3: Table 27-4:

737 738 738 739 741 741 741 742 743 746 751 755 768 771

773

CADB/ACFDB SCM Data Set Overlap . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Fleet Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . ACFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Generic Airport Database

776 778 790 790

791

Table 28-1: Generic Airport Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 794 Table 28-2: Generic Airport Database File Maintenance Commands . . . . . . . . . . . . 799 Table 28-3: Generic Airport Database File Display Commands . . . . . . . . . . . . . . . . 800

Customer Airport Database

801

Table 29-1: Customer Airport Database (CAPDB) Parameters . . . . . . . . . . . . . . . . 804 Table 29-2: CAPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . 822 Table 29-3: CAPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823

Airport Fleet Database Table 30-1: Table 30-2: Table 30-3: Table 30-4:

825

Customer Airport Fleet Database (CAPFDB) Parameters . . . . . . . . . . . CAPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . CAPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . .


828 844 845 847

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Tables

City Pair Database

849

Table 31-1: City Pair Database (CPDB) Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 852 Table 31-2: CPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . 859 Table 31-3: CPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859

City Pair Fleet Database Table 32-1: Table 32-2: Table 32-3: Table 32-4: Table 32-5:

861

Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . City Pair Fleet Database (CPFDB) Parameters . . . . . . . . . . . . . . . . . . . CPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . CPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Customer Alternate Database

866 869 880 881 883

885

Table 33-1: Customer Alternate (CALT) Database Parameters . . . . . . . . . . . . . . . . 888 Table 33-2: CALT Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . 891

Flight Brief Database

893

Table 34-1: Flight Brief Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898 Table 34-2: Flight Brief Database File Maintenance Commands . . . . . . . . . . . . . . . 915 Table 34-3: Flight Brief Database File Display Commands . . . . . . . . . . . . . . . . . . . 916

Minimum Equipment List Database

919

Table 35-1: MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 924 Table 35-2: MEL Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . . 939 Table 35-3: MEL Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . 940

Master Database (MDB) Table 36-1: Table 36-2: Table 36-3: Table 36-4:

949

Master Database (MDB) Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . MDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Restricted Area Database

952 955 956 957

961

Table 37-1: Restricted Area Database File Maintenance Commands . . . . . . . . . . . . 967 Table 37-2: Restricted Area Database File Display Commands . . . . . . . . . . . . . . . . 968

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Tables

Customer Route Database Table 38-1: Table 38-2: Table 38-3: Table 38-4: Table 38-5:

971

Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 979 Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . 984 Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1002 List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024 OK Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1026

Route Constraint Database Table 39-1: Table 39-2: Table 39-3: Table 39-4:

1035

Qualifying Parameters in the CADB . . . . . . . . . . . . . . . . . . . . . . . . . . Route Constraint Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . Route Constraint Database File Maintenance Commands . . . . . . . . . . Route Constraint Database File Display Commands . . . . . . . . . . . . . .

Scenario Database

1037 1045 1048 1050

1053

Table 40-1: Scenario Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1056 Table 40-2: Scenario Database File Maintenance Commands . . . . . . . . . . . . . . . . 1063 Table 40-3: Scenario Database File Display Commands . . . . . . . . . . . . . . . . . . . . 1065

Customer Schedule Database

1067

Table 41-1: CSDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1072 Table 41-2: CSDB Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . 1075

Coded Departure Routes Database

1079

Table 42-1: Customer Coded Departure Routes (CDRs) Database Parameters . . . 1082 Table 42-2: Coded Departure Routes Database File Maintenance Commands . . . . 1084 Table 42-3: Coded Departure Route Database File Display Commands . . . . . . . . 1085

Weather Introduction

1095

Table 45-1: Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1098 Table 45-2: Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101 Table 45-3: Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1102


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Tables

Text Weather Table 46-1: Table 46-2: Table 46-3: Table 46-4: Table 46-5: Table 46-6: Table 46-7: Table 46-8: Table 46-9: Table 46-10: Table 46-11: Table 46-12: Table 46-13: Table 46-14: Table 46-15:

1105

NWS Weather Bulletins: Regional Surface Observations (METARs) NWS Weather Bulletins: Regional Terminal Forecasts (TAFs) . . . . . Mexico Region: Hourly Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . United States: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . . International: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . . NOTAM Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . United States: SIGMET/AIRMET Stations . . . . . . . . . . . . . . . . . . . . . United States: Convective SIGMET Stations . . . . . . . . . . . . . . . . . . . . United States: Convective Outlook Stations . . . . . . . . . . . . . . . . . . . . . Atlantic, Pacific, Caribbean, and Canadian: SIGMET Stations . . . . . . United States: Severe Weather Watches and Warnings Stations . . . . . Other Regions: Severe Weather Warnings Stations . . . . . . . . . . . . . . . Other Regions: Typhoon and Hurricane Report Stations . . . . . . . . . . . Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NWS Report Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Graphic Weather Table 47-1: Table 47-2: Table 47-3: Table 47-4: Table 47-5: Table 47-6: Table 47-7: Table 47-8: Table 47-9: Table 47-10: Table 47-11: Table 47-12: Table 47-13: Table 47-14: Table 47-15: Table 47-16: Table 47-17:

xl

1123

Type: Satellite (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Africa) . . . . . . . . . . Type: High-level Significant Weather (Africa) . . . . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Africa) . . . . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Asia) . . . . . . . . . . . Type: High-level Significant Weather (Asia) . . . . . . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Australia) . . . . . . . . Type: High-level Significant Weather (Australia) . . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Australia) . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Canada) . . . . . . . . .

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1109 1109 1110 1111 1112 1112 1115 1116 1116 1117 1117 1118 1118 1119 1120

1126 1126 1126 1127 1127 1128 1128 1128 1129 1129 1130 1130 1130 1130 1131 1132 1132


Tables

Table 47-18: Table 47-19: Table 47-20: Table 47-21: Table 47-22: Table 47-23: Table 47-24: Table 47-25: Table 47-26: Table 47-27: Table 47-28: Table 47-29: Table 47-30: Table 47-31: Table 47-32: Table 47-33: Table 47-34: Table 47-35: Table 47-36: Table 47-37: Table 47-38: Table 47-39: Table 47-40: Table 47-41: Table 47-42: Table 47-43: Table 47-44: Table 47-45: Table 47-46: Table 47-47: Table 47-48: Table 47-49: Table 47-50: Table 47-51: Table 47-52: Table 47-53:

Type: High-level Significant Weather (Canada) . . . . . . . . . . . . . . . . . Type: Winds and Temps Aloft (Canada) . . . . . . . . . . . . . . . . . . . . . . . Type: Aviation HazardS (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Caribbean) . . . . . . . Type: High-level Significant Weather (Caribbean) . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Caribbean) . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (East Pacific) . . . . . Type: High-level Significant Weather (East Pacific) . . . . . . . . . . . . . . Type: Winds And Temps Aloft (East Pacific) . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Europe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Europe) . . . . . . . . . Type: High-level Significant Weather (Europe) . . . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Europe) . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Europe/Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Europe/asia) . . . . . Type: High-level Significant Weather (Europe/asia) . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Europe/asia) . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Europe/asia) . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Indian Ocean) . . . . Type: High-level Significant Weather (Indian Ocean) . . . . . . . . . . . . Type: Winds and Temps Aloft (Indian Ocean) . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Mexico) . . . . . . . . . Type: High-level Significant Weather (Mexico) . . . . . . . . . . . . . . . . . Type: Winds And Temps Aloft (Mexico) . . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Middle East) . . . . . Type: High-level Significant Weather (Middle East) . . . . . . . . . . . . . Type: Winds And Temps Aloft (Middle East) . . . . . . . . . . . . . . . . . . .


1132 1132 1133 1133 1134 1134 1134 1135 1135 1136 1136 1136 1137 1137 1137 1138 1138 1139 1139 1140 1140 1141 1141 1141 1142 1142 1143 1143 1143 1143 1144 1144 1145 1145 1145 1145

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Tables

Table 47-54: Table 47-55: Table 47-56: Table 47-57: Table 47-58: Table 47-59: Table 47-60: Table 47-61: Table 47-62: Table 47-63: Table 47-64: Table 47-65: Table 47-66: Table 47-67: Table 47-68: Table 47-69: Table 47-70: Table 47-71: Table 47-72: Table 47-73: Table 47-74: Table 47-75: Table 47-76: Table 47-77: Table 47-78: Table 47-79: Table 47-80: Table 47-81: Table 47-82: Table 47-83: Table 47-84: Table 47-85: Table 47-86: Table 47-87: Table 47-88: Table 47-89:

Type: Aviation Hazards (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (North Atlantic) . . . Type: High-level Significant Weather (North Atlantic) . . . . . . . . . . . . Type: Winds and Temps Aloft (North Atlantic) . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (North Pacific) . . . . Type: High-level Significant Weather (North Pacific) . . . . . . . . . . . . . Type: Winds and Temps Aloft (North Pacific) . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (South America) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (South America) . . . Type: High-level Significant Weather (South America) . . . . . . . . . . . Type: Winds And Temps Aloft (South America) . . . . . . . . . . . . . . . . . Type: Aviation Hazards (South America) . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (South Pacific) . . . . Type: High-level Significant Weather (South Pacific) . . . . . . . . . . . . . Type: Winds and Temps Aloft (South Pacific) . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (South Pacific) . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Radar (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (U.S.) . . . . . . . . . . . Type: High-level Significant Weather (U.S.) . . . . . . . . . . . . . . . . . . . . Type: Winds and Temps Aloft (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Alaska) . . . . . . . . . Type: High-level Significant Weather (Alaska) . . . . . . . . . . . . . . . . . . Type: Winds and Temps Aloft (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Surface & Low-level Significant Weather (Hawaii) . . . . . . . . . Type: Winds and Temps Aloft (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . Type: Aviation Hazards (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Satellite (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . Type: Radar (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1146 1146 1147 1147 1148 1148 1149 1149 1149 1150 1150 1151 1151 1151 1151 1152 1152 1153 1153 1154 1154 1154 1155 1155 1156 1156 1157 1158 1158 1158 1159 1159 1160 1160 1161 1161


Tables

Table 47-90: Type: Surface & Low-level Significant Weather (U.S. North Central) Table 47-91: Type: Satellite (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-92: Type: Radar (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-93: Type: Surface & Low-level Significant Weather (U.S. Northeast) . . . Table 47-94: Type: Aviation Hazards (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . Table 47-95: Type: Satellite (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-96: Type: Radar (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-97: Type: Surface & Low-level Significant Weather (U.S. Northwest) . . Table 47-98: Type: Satellite (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-99: Type: Radar (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-100:Type: Surface & Low-level Significant Weather (U.S. South Central) Table 47-101:Type: Aviation Hazards (U.S. South Central) . . . . . . . . . . . . . . . . . . . Table 47-102:Type: Satellite (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-103:Type: Radar (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-104:Type: Surface & Low-level Significant Weather (U.S. Southeast) . . . Table 47-105:Type: Aviation Hazards (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . Table 47-106:Type: Satellite (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-107:Type: Radar (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 47-108:Type: Surface & Low-level Significant Weather (U.S. Southwest) . . Table 47-109:Type: Aviation Hazards (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . .


1161 1162 1162 1162 1163 1163 1163 1163 1164 1164 1164 1165 1165 1165 1165 1166 1166 1166 1167 1167

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Introduction

Introduction About JetPlan®

About JetPlan® Welcome to JetPlan, the complete flight planning and aviation data system provided by Jeppesen®, a world leader in aviation information and services. JetPlan is the core engine behind flight-planning user interfaces such as JetPlanner, Jeppesen Dispatch Control, and JetPlan.com. JetPlan features include but are not limited to: • Flight plan optimization • Weather and NOTAM information • Automated flight plan filing • Customized customer databases Once you enter JetPlan through any of its user interfaces, you can access an extensive range of flight planning features and information. Simply submit your inputs to JetPlan, and it calculates or retrieves the information you need. Whether you are requesting a local terminal area forecast (TAF) or computing a flight plan that traverses half the globe, JetPlan is your resource for increased efficiency and for aviation information.


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Introduction About this Manual

About this Manual NOTE Check the JetPlan.com website for the most current online version of this document. Printed versions of this manual may not contain the latest changes. If you have questions about your JetPlan.com logon information, contact your Jeppesen account manager.

The JetPlan User Manual provides information on requesting, retrieving, and maintaining JetPlan information. This manual covers the general principles behind user inputs and the resulting JetPlan calculations and output, providing valuable information to users of any of the interfaces to JetPlan. These interfaces include the traditional JetPlan interactive Question and Answer command-line interface and graphical user interface (GUI) applications such as JetPlanner, JetPlan.com, and Jeppesen Dispatch Control.

Document Overview and Conventions In this manual, each flight-planning topic is discussed and then demonstrated with examples of user input. Sometimes, a sample of the JetPlan output is provided, illustrating the relationship between the input and the resulting output. This manual contains examples of command-line prompts and commands. Historically, the command-line interface was the main method of flight planning using JetPlan, and some users still use this interface. For examples of flight planning with a Jeppesen flight-planning GUI application, see the user documentation for that product.

NOTE Notes are offset as shown here. They provide important information to consider when using JetPlan.

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Introduction Getting Started

Getting Started The following sections describe what you need to get started using JetPlan.

User ID and Password To use the JetPlan system, you must be assigned a user ID and password. Your customer user ID is a unique, permanent identifier that allows Jeppesen to track your system usage for accounting and billing purposes. Your password is a unique code that provides secure access to JetPlan. Upon request, Jeppesen can assign more than one password to a customer user ID for data security purposes. For example, some organizations prefer to restrict database management to specific personnel trained in that function. Jeppesen can provide additional passwords, each conferring unique privileges. For information on getting or changing a user ID and password or passwords, contact your Jeppesen account manager.

Default Flight Plan Output Format An important element of any flight planning system is the flight plan output it produces. The flight plan output needs to provide all of the basic and critical information for the flight in a clear and simple-to-read layout. In the JetPlan system, the JetPlan standard format is the default output format for all flight plans. You can arrange to have another format set as your default output. For information, contact your Jeppesen account manager. The following is an example of the standard JetPlan flight plan format.


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PLAN 0791 NONSTOP COMPUTED 2159Z

KSJC TO KABQ GLF5 M85/F IFR FOR ETD 1700Z PROGS 2012ADF

FUEL TIME DIST ARRIVE TAKEOFF LAND POA KABQ 004696 01/48 0843 1848Z 057007 052311 ALT KELP 001408 00/31 0194 1919Z HLD 000000 00/00 RES 001703 00/45 XTR 000000 00/00 TXI 000000 TOT 007807 03/04

06/20/07 G5 LBS

AV PLD 001200

OPNLWT 048000

KSJC SJC9 PXN..CZQ..OAL J58 ILC..BCE..GUP CURLY2 KABQ WIND P027 MXSH 7/CZQ FL 450/OAL 490 KSJC ELEV 00062FT CPT FLT T WIND S TAS GRS FREQ D303B MOONY PXN 112.6 TOC CZQ 112.9 OAL 117.7 ILC 116.3 BCE 112.8 GUP 115.1 TOD CURLY ABQ 113.2 KABQ ELEV

.. .. ..

.. .... .. .... .. ....

FIRS

KZLC/0035

. .. . .. . ..

.. .. ..

MCS

DST DSTR ETE

ETR

FU

302.4 003 0840 ./.. ./.. .. 120.9 028 0812 ./.. ./.. .. 108.4 046 0766 ./.. ./.. ..

FR

FF/E

.. . .. . .. . .. . .. . .. .

450 .. .... . .. .. 062.1 015 0751 0/14 1/34 014 0064 .. . 450 66 26050 7 479 529 062.1 033 0718 0/04 1/30 002 0063 1281 450 66 27050 7 479 522 039.6 118 0600 0/14 1/16 006 0057 1271 490 65 26028 4 480 508 068.2 160 0440 0/19 0/57 008 0049 1252 490 65 28022 3 480 501 093.2 105 0335 0/12 0/45 005 0044 1193 490 68 30017 3 477 494 114.2 212 0123 0/26 0/19 010 0034 1165 490 70 29015 2 475 489 080.3 007 0116 0/01 0/18 000 0034 1142 .. .. .... . .. .. 080.3 080 0036 ./.. ./.. .. .. . .. . .. .. .... . .. .. 137.5 026 0010 ./.. ./.. .. .. . .. . .. .. .... 05355FT

. ..

..

KZDV/0106

079.1 010 0000 0/18 0/00 003 0031 .. .

KZAB/0125

FP GLF5/ 479 SJC 1700 450 SJC.SJC9.PXN..CZQ..OAL.J58.ILC..BCE..GUP.CURLY2.ABQ/0148 END OF JEPPESEN DATAPLAN REQUEST NO. 0791

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Customer Support Files The JetPlan system has two customer support files that are mentioned in this manual: the User ID/Attribute File and the Customer Preferences database. User-specific settings in these files support custom-tailoring of the flight planning system and the flight plan product. Jeppesen maintains these files. To request any changes, contact Jeppesen Customer Service or your Jeppesen account manager. The following paragraphs briefly describe the User ID/Attribute File and the Customer Preferences database. The description is general but gives an idea of how these files support customization.

User ID/Attribute File The User ID/Attribute File contains parameter settings, or attributes, which are activated when you log on to the JetPlan system. The assigned attributes are specific to your user ID. Some of the attributes are for Jeppesen accounting purposes. Others assign certain user characteristics that apply to your flight planning operations. You can discuss your User ID/Attribute File settings with your Jeppesen account manager at any time. The following list describes some of the attributes that can be set to support your use of JetPlan: Database Access

Attribute settings define your level of access to your customer databases (Customer Route Database, Customer Aircraft Database, and so on).

Format Definitions

Attribute settings define the layout and design of your flight plan output, the measurement units used in the flight plan output (metric or English), and specific calculation methods.

Feature Options

Some attribute settings enable you use a feature that may not be available without consent from Jeppesen—for example, Enroute Charges or Optimal Scenario Analysis. Other settings support the automatic application of certain features that would normally require a manual input in the flight plan request, such as the Autoweight option. (Any settings that are automatically applied can always be overridden with manual inputs.)


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Customer Preferences Database The Customer Preferences database supports settings for numerous flight plan calculation options, display options, and feature options such as: • Second alternate calculation method • Autoweight fuel reduction method versus the standard method, where payload is typically reduced • Enroute Charges option (monetary exchange rate information sources) • Various biasing and fuel burn methods • Enroute alternate airport display This list provides just a sample of what is available in the Customer Preferences database. For more information, contact your Jeppesen account manager.

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C HAPTER 1

JetPlan Command-Line Interface

JetPlan Command-Line Interface Overview

Overview You can access the JetPlan flight planning functionality through the traditional Question and Answer command-line interface and through the Jeppesen graphical user interface (GUI) products that interface with JetPlan, such as JetPlanner, JetPlan.com, and Jeppesen Dispatch Control. In addition, some JetPlan customers, such as large commercial airlines, have developed in-house software applications that interface with JetPlan. Most customers now use one of the GUI interfaces to use JetPlan, but some customers still use the command-line interface. This manual covers JetPlan flight-planning concepts relevant for users of any of the JetPlan interfaces. Each product interfacing with JetPlan also has its own user documentation that describes how to use that product to perform specific flight-planning tasks. The JetPlan User Manual provides examples of using command-line prompts to perform flight-planning tasks.


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JetPlan Command-Line Interface Understanding the Command-Line Interface

Understanding the Command-Line Interface The JetPlan command-line interface presents a series of standard question and answer prompts to which you provide specific responses that determine the resulting flight plan or informational output. Some responses are mandatory, while others are optional. Some prompts are not always displayed. For example, if JetPlan can use data stored in your Customer Aircraft Database (CADB) record, the related question prompts do not appear. The following sections provide an overview of the command-line prompts and how they are used.

Command-Line Prompts The following table briefly describes each flight planning command-line prompt and provides information about why some prompts might not appear in a given flight-planning session.

NOTE When using the system, press the ENTER key to confirm your input (or lack of input) and move on to the next prompt.

Table 1-1 Command-Line Prompt

Description

ENTER ID

(Required) This entry is used to log on to JetPlan. With certain access software, your customer ID is a stored value and may be automatically inserted for you.

ENTER PASSWORD

(Required) This entry is used to log on to JetPlan. With certain access software, your password is a stored value and may be automatically inserted for you.

01 OPTIONS

(Required) For a flight plan, enter the flight plan option codes at a minimum. For the various codes that can be entered at this prompt, see Chapter 2, “Option Commands.”

02 POD

(Required) Enter the point of departure (POD) airport, using an ICAO or IATA identifier. Divert airports, field coordinates, taxi fuel values, and takeoff alternates can also be entered if necessary. For more information, see Chapter 3, “Point of Departure and Point of Arrival Commands.”

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Command-Line Prompts



Table 1-1

Command-Line Prompts (continued)

Command-Line Prompt

Description

03 POA

(Required) Enter the point of arrival (POA) airport using an ICAO or IATA identifier. For more information, see Chapter 3, “Point of Departure and Point of Arrival Commands.”

05 RESTRICTED AREA

(Optional) The system presents this prompt only when RST has been entered on the 01 OPTIONS command line. Enter a temporary restricted area or a Customer Restricted Area Database (CRAD) record name. For more information, see Chapter 37, “Restricted Area Database.”

06 ROUTE

(Optional) Enter a route that follows the syntax rules of the Route Selector you wish to employ, or use a Customer Route Database (CRDB) record name. If no route or record name is entered, JetPlan determines an optimized route using the best combination of airways and direct segments. For more information, see Chapter 6, “Route Commands.”

07 HOLD,ALTERNATE/DIST

(Optional) Enter a hold time and/or alternate airport identifier in either ICAO or IATA format. You can enter up to four destination alternates on this command line. You can also override stored alternate information by entering an alternate distance, a stored route (CRDB record), or a great circle distance to use for alternate calculations. For more information, see Chapter 7, “Hold-Alternate Commands.”

08 ETD

(Required) Enter the estimated time of departure (ETD) using a four-digit coordinated universal time (UTC) input. For more information, see Chapter 8, “Estimated Time of Departure Commands.”

09 PROFILE

(Required) Enter the altitude flight rule under which you want to fly (I for IFR; V for VFR). You can also enter specific flight-level constraints. For more information, see Chapter 9, “Profile Commands.”

10 A/C TYPE/REGN

(Required) Enter either a generic aircraft type or a CADB record name. When you enter a CADB record name, some of the other command-line prompts are not displayed. Instead, the system looks for that information in the CADB record. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 10, “Aircraft Type Commands.”


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Table 1-1 Command-Line Prompt

Description

11 CRZ MODE

(Required) Enter one or more primary cruise modes and, if needed, an auxiliary cruise mode. You can specify a secondary climb schedule as well as ad hoc biases for climb, cruise, descent, and alternate. The system does not display this prompt when you enter a CADB record containing a default cruise mode on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 11, “Cruise Mode Commands.”

12 PRFM INDEX

(Required) Enter the performance basis on which the flight plan is calculated (save fuel, time, or money). The system does not display this prompt when you enter a CADB record containing a default performance index value on the 10 A/C TYPE/REGN line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 9, “Profile Commands.”

13 OPERATIONAL WT

(Required) Enter the aircraft’s basic operational weight. The system does not display this prompt when you enter a CADB record containing the information on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 13, “Operational Weight Commands.”

14 PAYLOAD

(Optional) Enter a payload amount or let JetPlan calculate the maximum payload automatically. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

15 FUEL OFF/ON

(Optional) Enter a checkpoint and fuel off-load or onload amount. This option is for fuel off, fuel on, or payload drop applications. For more information, see Chapter 15, “Fuel Off/On and Payload Off Commands.”

16 POD OR POA FUEL

(Required) Enter an arrival or departure fuel if a known payload value or zero fuel (ZF) entry has been entered on the 14 PAYLOAD command line. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

16 POD OR POA WT

(Required) Enter an arrival or departure weight if an unknown payload value has been entered on the 14 PAYLOAD command line. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

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Table 1-1


Command-Line Prompt

Description

17 RESERVE

(Optional) Enter extra reserve fuel if a departure weight or fuel value is specified on line 16 or 17. The system does not display this prompt when a CADB record containing the information has been entered on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

17 MAX FUEL

(Required) Enter the maximum fuel available if an arrival weight or arrival fuel is specified on line 16 or 17. The system does not display this prompt when a CADB record containing the information has been entered on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

18 CLIMB FUEL,TIME,DIST BIAS

(Optional) Enter departure biases. The system does not display this prompt when a CADB record containing the information has been entered on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 16, “Departure and Arrival Bias Commands.”

19 DESCENT FUEL,TIME,DIST BIAS

(Optional) Enter arrival biases. The system does not display this prompt when a CADB record containing the information has been entered on the 10 A/C TYPE/REGN command line. For more information, see “Information Provided by the CADB Record” on page 15 and Chapter 16, “Departure and Arrival Bias Commands.”

Information Provided by the CADB Record On the 10 A/C TYPE/REGN command line, you can enter a generic aircraft type or a CADB record name. When you enter a CADB record name, JetPlan does not prompt you for entries on the following command lines because the information exists in the CADB record: • 11 CRZ MODE • 12 PRFM INDEX • 13 OPERATIONAL WT • 17 RESERVE or MAX FUEL


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• 18 CLIMB FUEL,TIME,DIST BIAS • 19 DESCENT FUEL,TIME,DIST BIAS

Optional Responses The following flight-planning command-line prompts do not require responses. In this case, your entries provide additional information, beyond the basic information necessary to calculate a flight plan. • 05 RESTRICTED AREA • 07 HOLD,ALTERNATE/DIST • 18 CLIMB FUEL,TIME,DIST • 19 DESCENT FUEL,TIME,DIST

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JetPlan Command-Line Interface Understanding the Batch Interface

Understanding the Batch Interface The following paragraphs are for the benefit of anyone who uses the JetPlan batch interface. Similarities and differences between the command-line interface and the batch interface are discussed. A user accesses the batch interface with a dumb terminal and an older message transmission network (SITA or ARINC). This difference in access method dictates the difference in input procedures.

Command-Line and Batch Method: Differences To create a JetPlan request for information, command-line users are prompted for required inputs through a question and answer session (the command-line interface). In contrast, batch users have no such session to guide them. Users must provide the batch interface with both the type of input (keyword) and the input value itself. For example, once you are connected to the command-line interface, the system prompts you for the inputs that determine your request. The inputs are simple codes or data values that define your request parameters. If you request a flight plan, the system prompts you for specific information such as the departure airport, the arrival airport, or the aircraft. Once you have satisfactorily answered all of the necessary questions, the system computes your request and returns the results. The batch interface, however, requires you to not only enter an input value but also to label the input with a keyword that identifies it. JetPlan does not understand a batch input value without the keyword label. To enter the departure airport, the arrival airport, and other values in a flight plan request, first specify the keyword that defines the input type, and then follow the keyword with your input value. For example, a departure airport input starts with the keyword POD and continues with an ICAO or IATA code that defines the specific airport. The batch interface is more challenging than the command-line interface because a greater intrinsic knowledge of JetPlan is required to satisfy the request input syntax.

Command-Line and Batch Method: Similarities Despite their differences, the command-line and batch method interfaces are functionally similar. They use the same command options (prompts and keywords) to create an input set that meets the requirements for a request for information. The codes and values you enter after the command options are identical in most cases.


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The following table compares the command-line prompts and the batch method keywords. Table 1-2 Command-Line Prompts

Batch Keywords

ENTER ID

//ID

ENTER PASSWORD

//PWD

01 OPTIONS

//OPT

02 POD

//POD

03 POA

//POA

05 RESTRICTED AREA

//RST

06 ROUTE

//RTD (//RTW & //RTA) or //RDB

Route Optimizer: If the route enters more than one JetPlan area of coverage, the keywords //RTW and //RTA can be used. You can use keyword //RDB to enter a CRDB file as your route input.

07 HOLD, ALTERNATE/DIST

//HLD or //ALT

If you have a hold time set in the ID/Attributes file, you can use the //ALT keyword instead of //HLD.

08 ETD

//ETD

09 PROFILE

//FLV

10 A/C TYPE/REGN

//AC or //ADB

11 CRZ MODE

//CRZ

12 PRFM INDEX

//PRF

These command options are not used when a CADB file is specified at the A/C TYPE/REGN prompt or the //ADB keyword.

13 OPERATIONAL WT

//OEW


14 PAYLOAD

//PLD

15 FUEL OFF/ON

//RF

16 POD OR POA FUEL

//DFL or //AFL

16 POD OR POA WT

//DWT or //AWT

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JetPlan Interface Comparison Notes

Specify the //AC keyword with GO when loading a previous request and changing the //FLV keyword inputs.



Table 1-2 JetPlan Interface Comparison (continued) Command-Line Prompts

Batch Keywords

Notes

17 RESERVE or MAX FUEL

//RES or //MVR


18 CLIMB FUEL,TIME,DIST BIAS

//DBS


19 DESCENT FUEL,TIME,DIST BIAS

//ABS



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C HAPTER 2

Option Commands

Option Commands Overview

Overview This chapter explains and defines the various command and option codes available for input on the JetPlan Options command line. The Options command line refers to the 01 OPTIONS prompt in line mode. On this line, you can enter commands and options for flight planning, weather information, message and data transmission, reference material, and the customer databases.

NOTE The total number of command and option inputs on the Options command line must not exceed 240 characters.


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Option Commands Flight Plan Command

Flight Plan Command The Flight Plan (FP) command is a required input for original flight plan requests. Flight plan options must follow the FP command on the Options command line (unless otherwise noted in this manual). Flight plan options are described in “Flight Plan Command Options” on page 24.

NOTE You can retrieve and recompute previously computed flight plans with the FPR, LD, or LDR commands, described in the following sections.

Table 2-1

Flight Plan Commands

Command

Explanation

FP

Flight Plan Request Command. The FP command is a mandatory input for an original flight plan request.

SC,FLT

Schedule Database Flight Plan Request Command. The SC command is associated with access to and management of the Customer Schedule Database. However, when combined with the FLT option and a Schedule Database record, this command instructs JetPlan to produce a flight plan using the inputs in the database record. For example: SC,FLT,TRIP101 NOTE Do not use the flight plan options listed in “Flight Plan Command Options” on page 24 with the SC,FLT command. All options must be added to the Schedule Database record before you invoke this command.

For more information, see Chapter 41, “Customer Schedule Database.”

Flight Plan Command Options You can enter flight plan-related options (options that follow the FP command) in random combinations on the Options command line, unless the options are conflicting or mutually exclusive. For example, codes that derive similar information from different sources—such as the route structure selection codes LA and MA—create a conflict in JetPlan logic when entered together on the Options command line. The result of such conflicts is an output error or, worse, a flight plan with incorrect output data.

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In addition, command codes not listed in the following Flight Plan Options sections cannot be used with the FP command. Examples of inputs not used with the FP command are: the Weather Request Command (WX), Message Command (MG), reference codes, or any database access code. Flight plan options fall into various categories. The following sections contain examples of these options. Some of the examples substitute placeholders for values a user would actually enter when the input value is a user-specific variable, free text, or other variable. Placeholders are used as follows: • Options that require text input values (any combination of alphanumeric characters) include one or more of the lower-case “x” characters as the dummy value, for example, xxx(xxx). If the number of characters the value represents is not clearly stated in the Explanation column, you can assume that the placeholder value includes the proper number of place holders—for example, “xxx” represents a text variable that is three characters in length. • Options that require an integer, such as a month number, wind velocity, or temperature deviation, include one or more pound symbols (#) as the placeholder value. If the number of digits the value represents is not clearly stated in the Explanation column, you can assume that the placeholder value includes the proper number of place holders—for example, ### represents a numeric component that is three digits in length. • The numbers, 1234, 2345, and so on, are used in examples that include a computer transaction number. JetPlan assigns a unique four- or five-digit number for each computer transaction (a flight plan or other information request) and usually displays the number in the following places: – At the top and bottom of each flight plan and text weather output – At the top of each message (except for a no number message)


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Flight Plan Options–Output The options in this section are related to flight plan output. They meet various needs by adding specific information to the output or by changing the appearance or amount of information presented Table 2-2

Flight Plan Options–Output

Option

Explanation

FP,xxx

Output Format (Layout) Option. This option is generally a custom code applied to identify and use a specific output layout. It determines what information is presented in the calculated flight plan output, and its appearance. Jeppesen provides various output formats and can customize one or more to meet your needs. NOTE A specific Output Format code may be preset in your ID/Attribute File to be applied automatically to every flight plan. In this case, you would apply this option only when you wish to use an Output Format other than your default one. Contact your account manager for more information.

FP,AP

Abbreviated Plan Output Option. The Abbreviated Plan code provides a summary that includes the following data: enroute burn/time, distance, takeoff weight, alternate burn, reserve/hold/extra fuel, takeoff fuel, route summary line, wind component, maximum shear, and altitude profile. It does not list: arrival times, landing weight, payload, operational weight, or aircraft database file. This option provides detail that the Short Plan option does not.

FP,LP

Long Plan Output Option. The Long Plan code provides the entire flight plan output; nothing is omitted. This format is generally the default output format. Typically, this option is used when the first plan is in the Short Plan format, and the user wants to see the entire output of that plan.

FP,SP

Short Plan Output Option. The SP code delivers the top portion of the flight plan output only. This output includes the fuel block totals and route summary. The point-by-point body of the flight plan is omitted.

(Format Specific) FP,RP

Route Proof Output Option. The RP code provides route summary and total mileage output only. All other flight plan output is omitted. This option is useful for checking distance and route information before you request the more data-intensive short or long flight plan format outputs. After reviewing the Route Proof information, you can choose to enter FP at the next 01 OPTIONS prompt and then GO at the next prompt to compute a flight plan in a more complete form. NOTE For information on the GO command and changing flight plan inputs, see “Flight Plan Shortcuts” on page 54.

FP,TP

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Turboprop Output Option. The TP option instructs JetPlan to provide waypoint output every five degrees rather than the standard ten. This option specifically applies to turboprop aircraft, but can be applied to any flight plan if that type of waypoint output is desired. The estimated time enroute (ETE) between the checkpoints must exceed the preset minimum value.



Table 2-2

Flight Plan Options–Output (continued)

Option

Explanation

FP,.xxxxxxxxx.

Plan Header Output Option. You can insert a header (or title) at the top of a flight plan by including this input string. A header is up to 12 characters in length and must be entered between two periods. Use a comma to separate this entry from the FP code and any additional inputs. For example: FP,.MYFLIGHTPLAN.

FP,CS/xxxxx...

Aircraft Call Sign Output Option. This option enables you to insert the call sign of the aircraft into the flight plan filing program. Enter CS followed by a slash and the call sign. A call sign entry includes up to 12 characters, although most ARTCCs/ACCs accept only seven characters. The call sign is included on the ICAO flight plan filing strip. Some customer formats include the call sign in the flight plan body as well. For example: FP,CS/TANGO11

For more information, see Chapter 19, “ATC Filing.” FP,FN/xxxxxx...

Flight Number Output Option. This option allows the flight number to be included in the flight plan output and filing program. This option is different from the Aircraft Call Sign Output Option (FP,CS) with regards to output placement and filing behavior. For more information, see Chapter 19, “ATC Filing.”

FP,TLK/xxxxx... (Format Specific)

Talk (Free Form Text) Output Option. If your format is set up for this feature, the Talk option includes your plain text message in the flight plan output. If more than one line of text is required, end the current line with a space and a slash (/), and then continue on the next line. A maximum of 80 characters per line is permitted, with an overall maximum of 200 characters. For example: FP,TLK/ENTER YOUR MESSAGE HERE...

FP,TRAK

Track Summary Output Option. This option instructs JetPlan to provide a latitude and longitude summary for every checkpoint on the route of flight at the bottom of the flight plan. NOTE The TRAK output is provided even without specifying the TRAK option if either of the following is true: A stored aircraft database record is used in question 10 A/C TYPE/REGN - or A generic aircraft ID is used together with a registration number in question 10 A/C TYPE/REGN (entered in the form xxxx/nnnnnn, where xxxx is the generic JetPlan aircraft ID, and nnnnnn is the registration number of the aircraft).


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Table 2-2


Option

Explanation

FP,KILO

Measurement Output Option–Kilograms. If the weight unit default in your ID/Attribute File is set to pounds, but you want to use kilograms on a given flight plan, use the KILO option. FP,KILO instructs JetPlan to provide the flight plan output of weight values in kilograms, regardless of the default setting in your ID/Attribute File. NOTE The KILO FP option does not override the value of the Weight Unit (WU) parameter in the Customer Aircraft Database (CADB) record when WU has been set to anything other than Default. When WU has been set to a nondefault value, it overrides both FP,KILO and the default setting in the ID/Attribute file.

FP,KM

Measurement Output Option–Kilometers. The KM option switches flight plan output distance/time values from nautical miles to kilometers. This option is used in combination with the KILO option. NOTE You can request two separate user passwords for your user ID: one that displays distance/time values in kilometers, and one that displays them in nautical miles. Contact your Jeppesen account manager for information.

FP,LBS

Measurement Output Option–Pounds. If the weight unit default in your ID/Attribute File is set to kilograms, but you want to use pounds on a given flight plan, you can use the LBS option. FP,LBS instructs JetPlan to provide the flight plan output of weight values in pounds, regardless of the default setting in your ID/Attribute File. NOTE The LBS option does not override the value of the Weight Unit (WU) parameter in the Customer Aircraft Database (CADB) record when WU has been set to anything other than Default. When WU has been set to a nondefault value, it overrides both FP,KILO and the default setting in the ID/Attribute file.

FP,NM

Measurement Output Option–Nautical Miles. The NM option switches flight plan output distance/time values from kilometers to nautical miles. This option is used in combination with the LBS option. NOTE You can request two separate user passwords for your user ID: one that displays distance/time values in kilometers, and one that displays them in nautical miles. Contact your Jeppesen account manager for information.

FP,WXE

Enroute Weather Output Option. The WXE option provides enroute weather information at the end of the calculated flight plan. An enhanced version of this option is available upon request. Contact Jeppesen Customer Service for more information.

FP,WXEL

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Enroute Weather Output List Option. The WXEL option is equivalent to the WXE option but generates only a list of the enroute airports, not the associated NOTAMs and weather.



Table 2-2


Option

Explanation

FP,OPGF

Winds and Temperatures Aloft Output Option. The OPGF option instructs JetPlan to attach forecast data for each enroute waypoint to the end of the calculated flight plan. (This option only works with certain formats).

(Format Specific)

Another way to retrieve Winds and Temperatures aloft data is to reformat a flight plan that has already been computed using the format code WX1. This method enables any customer to access this type of forecast data. However, reformatting only outputs the OPGF data, not the complete flight plan. For example: RFMT,1234,WX1

Where: RFMT is the Reformat option. 1234 is the plan number of the flight plan. WX1 is the format code that retrieves winds and temperature aloft data for the

flight plan number specified. FP,CPT/xxxxx... (Format Specific)

Captain’s Name Output Option. This option lets you insert the name of the pilot in command into the flight plan filing program so that it appears in the ICAO flight plan filing strip. Normally, the maximum number of letters allowed is 20. However, you can request that the option be changed to allow up to 40 characters. As for the normal flight plan output, this option is format-specific, meaning the format must be modified before the option can be applied in this manner. Given format modifications, the captain’s name appears in the plan output. You can request a change to allow two separate names. This option requires a slash (/) between the names. For example: FP,CPT/SILVERFP,CPT/D SILVER/B JONES

FP,DSP/xxxxx... (Format Specific)

Dispatcher’s Name Output Option. The dispatcher’s name option is only for formats that have been modified to include this information. The option enables you to insert the name of the flight’s dispatcher into the plan output. The maximum number of characters is 40. For example: FP,DSP/C PARK

FP,FOF/xxxxx... (Format Specific)

First Officer’s Name Output Option. The first officer’s name option is only for formats that have been modified to include this information. The option enables you to insert the name of the flight’s first officer into the flight plan. The maximum number of characters is 40. For example: FP,FOF/G NGUYEN


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Table 2-2


Option

Explanation

FP,FEN/xxxxx...

Flight Engineer’s Name Output Option. The flight engineer’s name option is only for formats that have been modified to include this information. The option enables you to insert the name of the flight engineer into the flight plan. The maximum number of characters is 40.

(Format Specific)

For example: FP,FEN/M ROBERTS

Flight Plan Options–Weather Sources The following flight plan options enable you to change the source database for wind and temperature information used in the flight plan calculation. For more information on these options, see Chapter 8, “Estimated Time of Departure Commands.”

NOTE These options have nothing to do with text and graphic (map) weather products available through the Weather Services portion of JetPlan.

Table 2-3 Option

Explanation

FP,WXADF

ADF Weather Option. The WXADF option instructs JetPlan to use the National Weather Service Database in the flight plan computation rather than your default weather database. The National Weather Service Database is used in Aviation Digital Format, 2.5° calibration between 20° and 70° north and 20° and 70° south latitudes. This database contains current winds and temperature data, collected and compiled by the U.S. National Weather Service within the previous 24 hours.

FP,WXNWS

NWS Weather Option. The WXNWS option instructs JetPlan to use the National Weather Service Database (1.25° calibration) in the flight plan computation rather than your default weather database. This database contains current winds and temperature data, collected and compiled by the U.S. National Weather Service within the previous 24 hours.

FP,WXRUC

Rapid Update Cycle Winds Option. The WXRUC option instructs JetPlan to use the Rapid Update Cycle Database in the flight plan computation rather than your default weather database. The RUC is a numerical analysis and forecasting system designed to give accurate forecasts in the 0–12 hour time frame.

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Flight Plan Options–Weather Sources



Table 2-3

Flight Plan Options–Weather Sources (continued)

Option

Explanation

FP,WXUK

UK Met Office (UKMO) Weather Option. This option instructs JetPlan to use the UKMO Database (1.25° calibration) in the flight plan computation rather than your default weather database. This database contains current wind and temperature data, collected and compiled by the United Kingdom Met Office within the previous 24 hours.

FP,W()###,()##

User-Specified Weather Option. Typically, JetPlan calculates flight plans using current weather forecasts from data collected and compiled within the previous 24 hours. This option is a planning tool, enabling you to review fuel computations based on various fixed weather scenarios. You enter your own wind component value (1–3 digits) and ISA deviation value (1–2 digits) into the flight plan request. JetPlan uses the values to calculate the flight plan results. Use the letter P to represent a positive value (a tailwind component or a greater-than-ISA condition). Use the letter M to represent a negative value (a headwind component or a less-than-ISA condition). The following example requests a headwind component of 50 knots and an ISA deviation component of +10 degrees: For example: FP,WM50,P10

FP,WH##

UK Met Office Historical Weather Option. Typically, JetPlan calculates flight plans using current weather forecasts from data collected and compiled within the previous 24 hours. This option instructs JetPlan to use the UK Met Office Historical Weather Database in the flight plan computation rather than your default (current winds and temperatures) weather database. Enter WH followed by a two-digit value defining the month of the year. The following example shows how to access the historical data for the month of November: For example: FP,WH11

FP,WS##(##),R##

Reliability Equivalent Winds Option. This option provides the capability of applying a confidence level (a reliability factor) on weather data from a historical database. Using a 40-year compilation of information, you can specify a time of year and apply a confidence level to gain a greater feel for the accuracy of the predicted winds and temperature data when planning future flights. The time of year can be specified as a single month or a season (range of months). The reliability factor is expressed in percentage terms from 50–98 percent. In the example below, the reliability equivalence expressed by the inputs shown is based on a range of months, from December (12) to March (03), with a confidence level of 80 percent. For example: FP,WS1203,R80


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Flight Plan Options–Routing Variables The following options provide control over the route calculation process by either allowing or limiting use of certain types of route structure. Table 2-4

Flight Plan Options–Routing Variables

Option

Explanation

FP,GC

Great Circle Option. The Great Circle option forces the Route Optimizer (RO) to determine great circle routing, even when waypoints are submitted on the Route command line. Avoid route options that contradict this option (jet airways [J]). For more information on this option, see Chapter 6, “Route Commands.”

FP,AX

Time-Restricted Routes – Access Option. The AX option instructs JetPlan to consider all time-restricted routes, regardless of the time frame. As a rule, JetPlan automatically performs a time-check on all routes accessed via the Route Optimizer or through a Customer Route Database (CRDB) record. This option removes the time-check functionality. The following list describes how the AX option affects the various types of JetPlan routes: • Route Optimizer routes: JetPlan considers all time-restricted airway segments among all route possibilities when your route inputs dictate. • SRS routes: JetPlan ignores this option when using SRS routes. • Combination routes: JetPlan considers all time-restricted airway segments among all route possibilities when your Route Optimizer inputs dictate. This option does not affect SRS inputs. • CRDB routes: JetPlan considers all CRDB files that meet the POD/POA limitation and that contain time-restricted airway segments.

FP,NX

Time-Restricted Routes – No Access Option. The NX option instructs JetPlan not to consider any time-restricted routes. As a rule, JetPlan automatically performs a time-check on all routes accessed via the Route Optimizer or through a Customer Route Database (CRDB) record. This option removes all time-restricted airways from consideration, regardless of the time you are looking at flying them. The following list describes how this option affects JetPlan routes: • Route Optimizer routes: JetPlan does not consider any time-restricted airway segments. • SRS routes: JetPlan ignores this option when using SRS routes. • Combination routes: JetPlan does not consider any time-restricted airway segments for the Route Optimizer inputs. This option does not affect SRS inputs. • CRDB routes: JetPlan does not consider any CRDB files that have timerestricted airway segments.

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Table 2-4

Flight Plan Options–Routing Variables (continued)

Option

Explanation

FP,CRAM

Conditional Route Availability Message (CRAM) Processing Option. If the CRAM preference is available and is inactive in the customer preference database, this option turns on AUP/UUP (formerly CRAM) processing and gives access to CDR1/CDR2 AUP/UUP routes as published by EUROCONTROL. NOTE CRAM is not compatible with the MA or LA options.The AX and NX options override the CRAM option or preference.

FP,NOCRAM

No Conditional Route Availability Message (CRAM) Processing Option. If the CRAM preference is available and is active in the customer preference database, this option turns off AUP/UUP (formerly CRAM) processing. NOTE When you are using the ERAD 2.0 FP option, the NOCRAM flight plan option does not turn off processing of AUP/UUP (CRAM) files.

FP,ERAD

Electronic Route Availability Document Option. ERAD is a central repository of European airspace traffic flow restrictions. Second-generation ERAD (ERAD 2.0) achieves a high rate of acceptance of optimized routes by IFPS by providing multi-dimensional optimized route selection that is fully compliant with routing constraints published by EUROCONTROL and member states. For information on ERAD, see Chapter 6, “Route Commands.”

FP,LA

Low Altitude Navigational Database Option. The Low Altitude option instructs JetPlan to access the low-altitude navigational database when computing the flight plan. The low altitude database is available worldwide. NOTE You can use the input LA by itself in place of FP,LA. The FP option is implied.

FP,MA

Mid Altitude Navigational Database Option. The Mid Altitude option instructs JetPlan to access the mid altitude navigational database (FL 195 to FL 245) when computing the flight plan. The mid altitude database is only applicable in portions of Area 2 (France, Switzerland, Belgium, Netherlands, and Finland). Using this option, JetPlan accesses the low altitude database in Area 2 when operating outside of the aforementioned countries. NOTE You can use the input MA by itself in place of FP,MA. The FP option is implied.

FP,RN

RNAV Routes Option. This option instructs JetPlan to consider RNAV segments when calculating the flight plan’s route. The RN option overrides the Customer Aircraft Database (CADB) setting for RNAV and ignores any MEL degradations that have been applied to RNAV. NOTE RNAV routes are not available with the low and mid-altitude (LA, MA) navigational databases.


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Table 2-4


Option

Explanation

FP,NOERA

No Automatic Enroute Alternate (ERA) Option. If the Automatic ERA customer preference is set to Yes, the NOERA option enables you to disable the automatic ERA search on a per-flight plan basis. NOTE When set to Yes, the Automatic ERA customer preference instructs JetPlan to perform an automatic search for an enroute alternate, assuming that no enroute alternate has been manually entered in the flight plan request using the ERA command on line 16. For information on the ERA command, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” NOTE Use of the Automatic ERA preference depends on other preference, database settings, and format settings. For more information, contact your Jeppesen account manager.

FP,NORN

No RNAV Routes Option. This option directs the Route Optimizer to avoid all RNAV segments. The NORN option overrides the Customer Aircraft Database (CADB) setting for RNAV and ignores any MEL degradations that have been applied to RNAV.

FP,NOSTAR

No STAR Option. This option overrides any user preferences for preferred departure/arrival procedures. When this option is used, Standard Terminal Arrival Route altitude constraints are ignored.

FP,NRP

National Route Program Option. The NRP option enables you to flight plan in the conterminous U.S. using free flight rules (per AC 90-91). For more information, see Chapter 6, “Route Commands.”

FP,NRR

Non-Restrictive Routing Option. The NRR option enables you to flight plan above FL350 in the conterminous U.S. using free flight rules (per AC 9099). For more information, see Chapter 6, “Route Commands.”

FP,PITCAH

NRR Pitch and Catch Option. The PITCAH option enables you to include pitch and catch points in the route (per AC 90-99). This option must be used with the NRR flight plan option. For more information, see Chapter 6, “Route Commands.”

FP,RST

Restricted Area Option. The RST option enables you to define an area along the intended or generally expected route of flight as restricted airspace that the plan’s computed route avoids. The area can be defined using a delineated boundary or a common route structure element. A delineated boundary definition can even be stored as a Customer Restricted Area Database record. For more information, see Chapter 4, “Restricted Area Commands.”

FP,NRTC

No Route Constraint Option. The NRTC option prevents the application of a route constraint record from the Route Constraint Database, regardless of the characteristics of the selected customer aircraft. Prerequisite: The Override Flag parameter (OVR) in the Route Constraint Database must be set to Yes (OVR=Y). If OVR is set to N, no explicit override is possible with the NRTC option.

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Table 2-4


Option

Explanation

FP,TR

TACAN Routes Option. This option instructs JetPlan to consider European TACAN routes as viable choices in the route selection process of a flight plan in that sphere of operation.

FP,OWATAN

Overwater Alert Option. This option instructs JetPlan to generate an alert when the aircraft specified in the flight plan request does not have the necessary level of overwater certification to fly the specified route. The Overwater Capability (OA) parameter in the Customer Aircraft database (CADB) defines the overwater certification, which can be Full, Limited, or None. See Chapter 26, “Customer Aircraft Database.” In addition, when the OWATAN or the OWATAA option (see below) is used, JetPlan checks the Overwater (OWI) parameter in the City Pair database (CPDB) to determine whether an aircraft flying this flight leg route must have limited or full overwater capability. If OWI is set to No, JetPlan ignores the OWATAN or OWATAA option for any flight plan computed for that city pair. For more information on the OWI parameter, see Chapter 31, “City Pair Database.”

FP,OWATAA

Overwater Avoid Option. This option instructs JetPlan to compute an optimized route so that the aircraft specified in the flight plan request does not (based on its overwater certification) violate overwater restrictions at any point along the route. The Overwater Capability (OA) parameter in the Customer Aircraft database (CADB) defines the overwater certification, which can be Full, Limited, or None. See Chapter 26, “Customer Aircraft Database.” During route optimization, if the system cannot find a valid route around full or limited overwater airspaces, it generates an error indicating that a valid route cannot be found. If the user specifies a route (using SRS) through an overwater airspace, and the aircraft does not have the necessary level of overwater capability, JetPlan generates an alert. When the OWATAN (see above) or the OWATAA option is used, JetPlan checks the Overwater (OWI) parameter in the City Pair database (CPDB) to determine whether an aircraft flying this flight-leg route must have limited or full overwater capability. It OWI is set the No, JetPlan ignores the OWATAN or OWATAA option for any flight plan computed for that city pair. For more information on the OWI parameter, see Chapter 31, “City Pair Database.”


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Flight Plan Options–Performance Variables The following options directly affect the performance calculation process of the flight plan. Table 2-5

Flight Plan Options–Performance Variables

Option

Explanation

FP,AW

Autoweight Option. The AW option instructs JetPlan to run an iterative process whereby any plan calculation that exceeds a weight limit or fuel capacity limit is automatically recalculated using a reduced weight value. This option eliminates most of the “Too Heavy” errors that occur when limits are unknowingly tested. The Autoweight option can be preset in your ID/Attribute File to be invoked on every flight plan calculation. Contact your Account Manager for information. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

FP,NOAW

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No Autoweight Option. This option turns off the Autoweight feature when it is the default setting in your ID/Attribute File (see the AW option above).



Flight Plan Options–Feature Options The following options provide special and unique capabilities to any flight operation. The information provided here is for quick reference only. Review the individual chapters or sections about these options for more complete information. Table 2-6

Flight Plan Options–Feature Options

Option

Explanation

FP,EUETS

EU ETS Option. This option supports ad hoc requests for CO2 calculations that are then included in the flight plan output. When the EU ETS emission computation is performed, JetPlan reports the EU ETS distance as equal to the Great Circle Distance (GCD) in kilometers from the POD to the POA plus 95 kilometers. The latitude/longitude coordinates of the POD and POA and the GCD between them are computed in compliance with the WGS-84 standard. EU ETS emissions results are returned in metric units (metric tons and kilometers), regardless of the units used for the rest of the flight plan. The EU ETS outputs are available for archiving by utilizing the archiving options with an XML (X09) format. Prerequisite: The Fuel Type parameter must be set for the aircraft record in the CADB before you can use the EU ETS option. Otherwise, JetPlan returns an error. You can also implement the EU ETS option by setting the EU-ETS Emissions Flag in the Flight Brief Database. For more information, see Chapter 34, “Flight Brief Database.” NOTE Contact your Jeppesen account manager for information about compatible flight plan formats or to arrange to have your format modified.

FP,RC or FP,RCC

Reclear Option. The RC option invokes the Reclear feature. This option lets you enter the inputs necessary to perform a reserve fuel recalculation, which can legally reduce the international reserve fuel carried. The purpose of Reclear is to increase payload or extend mileage. It generally includes output for the original flight plan with full international reserves, a recleared plan to the original destination with reduced reserves, and a recleared plan to a user-specified reclear airport with full international reserves. The RCC option is format-specific, meaning the output created by this option depends on your format. It provides flight plan information for each of the reclear plans mentioned above, but in a compressed layout. Compression Print Command. Another way to compress previously computed reclear flight plans into one informative output format is to use the Reclear Compression Print Command. Depending on your output format, you can compress two or three reclear flight plans by specifying the plan numbers after the CM command. For example: CM1234,1235,1236

For more information, see Chapter 20, “Reclear Commands.”


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Table 2-6

Flight Plan Options–Feature Options (continued)

Option

Explanation

FP,RC,DPP

Decision Point Procedure Option. An extension of the Reclear option, the DPP option also enables you to reduce international reserve fuel legally. This option is an EU-OPS compliant operation NOTE Use of this option requires that the EU-OPS parameter is set in your ID/Attribute File. Contact Jeppesen Customer Service.

For more information, see Chapter 20, “Reclear Commands.” FP,ETOP or FP,ETOPX (Format Specific)

ETOPS Option. This option invokes the JetPlan ETOPS feature for extended twin engine operations. Both options, ETOP and ETOPX, provide critical fuel data based on Equal Time Point (ETP) information you provide. ETOPX, which is format-specific, also provides extended information through a detailed fuel analysis of the computed flight. For more information, see Chapter 21, “ETOPS.”

FP,DRFT or FP,DRFTX

Driftdown Option. This option invokes the JetPlan Driftdown feature, which provides for the following driftdown scenarios: depressurization, one engine-out, and two engines-out. Both DRFT and DRFTX provide critical fuel data based on Equal Time Point (ETP) information you provide. DRFTX also provides extended information through a detailed fuel analysis of the computed flight. For more information, see Chapter 22, “Overwater Driftdown and Terrain Analysis.”

FP,TANK1 or FP,TANK1X

Single-Leg Tankering Option (Fuel Index). This option instructs JetPlan to determine whether tankering fuel is warranted or not. The TANK1/1X option uses a fuel index method for making the determination. The fuel index method is desirable if fuel price information is sensitive. The TANK1X option provides extended information in the flight plan output. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” This chapter also contains information on Multi-sector Tankering, where fuel requirements for the initial leg of a two-legged flight are determined in the second leg and carried over to the flight plan request for the first leg.


Single-Leg Tankering Option (Fuel Cost). Like the previous option, the TANK2/2X option also instructs JetPlan to determine whether tankering fuel is warranted or not. However, the TANK2/2X option uses actual fuel prices to make the determination. The TANK2X option provides extended information in the flight plan output. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” This chapter also contains information on Multi-sector Tankering, where fuel requirements for the initial leg of a two-legged flight are determined in the second leg and carried over to the flight plan request for the first leg.

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Table 2-6


Option

Explanation


Single-Leg Tankering Option (Varying Percentages). This option displays results for tankering different amounts of fuel (20%, 40%, 60%, 80%, and 100%). This option can be useful if you are deciding whether to tanker the maximum amount of fuel or a lesser quantity. For more information, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

FP,4DF or 4DC

Optimal Scenario Analysis (OSA) Option. This option enables you to enter multiple scenarios for a given flight plan request. Each scenario is comprised of a unique combination of flight plan inputs. A given scenario is made distinct from any of the other scenarios by the unique contents of at least one of these inputs. Each scenario is subjected to a complete flight plan computation, and the scenario that produces the overall optimum result based on user-specified optimization criteria (fuel, time, or cost) is determined. The flight plan computed for that scenario then serves as the basis for the detailed formatted flight plan output presented to the user. At the end of the detailed output, certain parameters taken from the flight plans computed for the other scenarios are presented in summary form, ranked based on optimization. When you enter 4DF or 4DC along with the RT/ALL input, a scenario is defined for each customer route currently active for the specified POD and POA airports. For more information, see Chapter 23, “Optimal Scenario Analysis.”

FP,CCAA

4D Avoid and Alert Option. This option instructs JetPlan to avoid avoidlevel Special Use Airspaces (SUAs), user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces when determining an optimum route and profile. JetPlan allows the optimum route and profile to traverse notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces, but alerts must be posted for each such traversal. NOTE

CCAA does not apply to Organized Track airspaces.

For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.” FP,CCAAN

4D Alert Option. This option instructs JetPlan to allow transversal of avoid and notify-level Special Use Airspaces (SUAs), user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces when determining an optimum route and profile. Alerts must be posted for each such traversal. Alerts for traversal of avoid-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces must be distinguishable from alerts for traversal of notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces. NOTE

CCAAN does not apply to Organized Track airspaces.

For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”


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Table 2-6


Option

Explanation

FP,CCAAF

CCAA – Fine Grid Option. This option invokes 4D Avoid and Alert functionality (CCAA), using a finer latitude/longitude grid for avoidance of avoid-level airspaces when D routing has been specified on the flight plan. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,ORTRKA

4D Avoid Functionality for Organized Track Airspaces Option. When ORTRKA is specified, JetPlan ensures that all avoid-level Organized Track Airspaces are avoided when determining an optimum route and profile. JetPlan allows the optimum route and profile to traverse notify-level Organized Track Airspaces, but alerts must be posted for each such traversal. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,ORTRKN

4D Alert Functionality for Organized Track Airspaces Option. When ORTRKN is specified, JetPlan allows both avoid and notify-level organized track airspaces to be traversed when determining an optimum route and profile. Alerts must be posted for each such traversal. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,GCAA

The GCAA option invokes 4D Avoid functionality for geopolitical country airspaces. The GCAA option avoids a country with the avoidance level of avoid in the CCAA DB when determining an optimal route and profile. The GCAA option can be used with or without the CCAA or CCAAN option. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,GCAN

The GCAN option invokes 4D Alert functionality for geopolitical country airspaces. This option allows countries with an avoidance level of avoid or notify when determining an optimal route and profile, but generates an alert for each such traversal. The GCAN option can be used with or without the CCAA or CCAAN option. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,CCAA,AVDERR

CCAA – Avoid Error Messaging Functionality Option. When the AVDERR flight plan option is invoked together with the CCAA option, JetPlan alerts the user when JetPlan cannot find a valid route due to incursions of avoidlevel SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces. The system also lists the specific route segment and airspace name for each incursion. NOTE AVDERR is also available as a customer preference. When the preference is enabled, AVDERR functionality applies to all CCAA flight plans automatically.

For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

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Table 2-6


Option

Explanation

FP,CCAA,CCAAQ

CCAA Qualify Option. When the CCAAQ flight plan option is invoked together with the CCAA option, the system computes the route from the POA to the POD, looking for any avoid-level SUA, user-defined, Jeppesen turbulence airspaces, or FIR/UIR airspaces. If such an incursion occurs, the system automatically reruns the flight plan as a CCAA plan. NOTE CCAAQ is also available as a customer preference. When the preference is set, CCAAQ functionality applies to all CCAA flight plans automatically.

For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.” FP,CCAA,EXSS FP,CCAAN,EXSS

CCAA/CCAAN – Except SIDS and STARS Option. When the EXSS option is invoked together with the CCAA or CCAAN option, standard CCAA and CCAAN functionality applies except that alerts for traversal of SUAs are suppressed for any segment that is part of a SID or STAR. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,CCAA,EXCD FP,CCAAN,EXCD

CCAA/CCAAN – Except Climb and Descent Option. When the EXCD option is invoked together with the CCAA or CCAAN option, segments starting before Top of Climb (TOC) or ending after Top of Descent (TOD) or that are part of a SID or STAR are not checked for incursions of Generic Restrictive Airspaces. For more information, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”

FP,PBNDC=Y/N

• PBNDC=Y – Compute Geopolitical Country Boundary Crossings Option. The PBNDC=Y flight plan option directs the system to generate a country border crossing report and output it on supporting flight plan formats. • PBNDC=N – Suppress Geopolitical Country Boundary Crossings Option. The PBNDC=N flight plan option directs the system to suppress a country border crossing report. If the Flight Brief Database contains a matching record in which the Display Political Boundary Report (PBNDC) parameter is set to Yes, you can suppress the boundary crossing report on an individual flight plan by including the PBNDC=N option in the request. For more information, see Chapter 34, “Flight Brief Database.” NOTE The political boundary report includes only boundary crossings for countries for which records exist in the CCAA database with the avoid level set to either Avoid or Alert. See the CCAA Database Help topic on JetPlan.com. NOTE The boundary crossing report requires a specific format. You may need to request a format change if you wish to use this report. Contact your Jeppesen account manager for information. NOTE The PBNDC=Y/N flight plan option overrides the value of the PBNDC parameter in the Flight Brief Database.


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Table 2-6 Option


Explanation

FP,FBNDC=Y/N

• FBNDC=Y – Compute FIR/UIR Boundary Crossings Option. The FBNDC=Y flight plan option directs the system to generate a FIR/UIR border crossing report and output it on supporting flight plan formats. • FBNDC=N – Suppress FIR/UIR Boundary Crossings Option. The FBNDC=N flight plan option directs the system to suppress a FIR/UIR border crossing report. If the Flight Brief Database contains a matching record in which the Display FIR/UIR Boundary Report (FBNDC) parameter is set to Yes, you can suppress the boundary crossing report on an individual flight plan by including the FBNDC=N option in the request. For more information, see Chapter 34, “Flight Brief Database.” NOTE The FIR/UIR boundary report includes only boundary crossings for FIR/UIRs for which records exist in the CCAA database with the avoid level set to either Avoid or Alert. See the CCAA Database Help topic on JetPlan.com. NOTE The boundary crossing report requires a specific format. You may need to request a format change if you wish to use this report. Contact your Jeppesen account manager for information. NOTE The FBNDC=Y/N flight plan option overrides the value of the FBNDC parameter in the Flight Brief Database.

Flight Plan Options–Flight Management Systems This section provides both options and commands. Each option instructs JetPlan to store internally the computed flight plan data in a format that is compatible with the selected Flight Management System (FMS). The command associated with each option enables you to print (to screen) the newly formatted FMS data.

NOTE If you use JetPlanner to run flight plans, the output generated by any of the listed FMS reformat commands is automatically downloaded to a file on your computer. The file can then be uploaded to the FMS on the aircraft if it has dataloading capabilities.

Table 2-7 Option/Command

Explanation

FP,SFS

Sperry FMS Option. The SFS option instructs JetPlan to store internally the computed flight plan data in a format that is compatible with the Sperry FMS. Externally, no change is visible in the output of your flight plan. However, the data is prepared for the next command (see below).

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Flight Plan Options/Commands–FMS



Table 2-7

Flight Plan Options/Commands–FMS (continued)

Option/Command

Explanation

FM1234

Sperry FMS Reformat Command. This command prints the data stored from a flight plan that used the SFS option. The data is formatted for the Sperry FMS. Enter FM and the appropriate computer transaction number from your SFS plan.

FP,UNI

Universal FMS Option. The UNI option instructs JetPlan to store internally the computed flight plan data in a format that is compatible with the Universal FMS. Externally, no change is visible in the output of your flight plan. However, the data is prepared for the next command (see below).

UN1234

Universal FMS Reformat Command. This command prints the data stored from a flight plan that used the UNI option. The data is formatted for the Universal FMS. Enter UN and the appropriate computer transaction number from your UNI plan.

FP,AFIS

Global-Wulfsberg (Honeywell) AFIS Option. The AFIS option instructs JetPlan to store internally the computed flight plan data in a format that is compatible with the Global-Wulfsberg FMS. Externally, no change is visible in the output of your flight plan. However, the data is prepared for the next command (see below).

GW1234

Global-Wulfsberg (Honeywell) Reformat Command. This command prints the data stored from a flight plan that used the AFIS option. The data is formatted for the Global-Wulfsberg FMS. The data is sent to Allied Signal's Global Data Center for upload to the aircraft via AFIS. Enter GW and the appropriate computer transaction number from your AFIS plan.

FP,LTN

Litton FMS Option. The LTN option instructs JetPlan to store internally the computed flight plan data in a format that is compatible with the Litton FMS. Externally, no change is visible in the output of your flight plan. However, the data is prepared for the next command (see below).

LT1234

Litton FMS Reformat Command. This command prints the data stored from a flight plan that used the LTN option. The data is formatted for the Litton FMS. Enter LT and the appropriate computer transaction number from your LTN plan.


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Flight Plan Options–Miscellaneous These options provide various capabilities. The CR and EC options are also commands that can be used without running a flight plan at the same time (see Flight Plan Support Commands below). Table 2-8

Flight Plan Options–Miscellaneous

Option

Explanation

FP,-E

Enroute Charges Option. Considers enroute navigational fees (see related Output Option below). This option is typically only used when performing 4D cost-based analysis.

FP,-O

Enroute Charges – Output Option. This option (a dash or minus sign followed by the letter O) displays the calculated navigational fees at the bottom of the flight plan. NOTE This feature requires activation of specific settings in your ID/Attribute File. Contact Jeppesen Customer Service for more information.

FP,CR

Cosmic Radiation – Long-Term Archive Option. This option stores specific information from the flight plan to track crew exposure to the possibly harmful effects of cosmic radiation. The archive function provides long-term storage of up to one year. For more information, see Chapter 24, “Enroute Charges and FIR Traversal.” NOTE Both this feature and the application that automatically performs this function (Automatic Archive) require activation of specific settings in your ID/Attribute File. Contact Jeppesen Customer Service for more information.

FP,EC

Enroute Charges – Long Term Archive Option. This option stores specific information from the flight plan to track navigational fees associated with flight over other countries’ airspace. The archive function provides longterm storage of up to one year. For more information, see Chapter 24, “Enroute Charges and FIR Traversal.” NOTE Both this feature and the application that automatically performs this function (Automatic Archive) require activation of specific settings in your ID/Attribute File. Contact Jeppesen Customer Service for more information.

FP,HOLD

Hold Option. The Hold option instructs JetPlan to look for inputs not otherwise required. For example, when you request a flight plan that specifies a departure weight or fuel value, JetPlan does not typically prompt a reserve fuel input. However, with HOLD specified on the Options command line, the JetPlan Interactive system prompts you for a reserve fuel input (Question 17). The Hold option also enables you to change pre-stored option values for the flight plan request at hand without permanently affecting the stored values. For example, you can change the Performance Index on an immediate flight plan request from fuel optimization (F) to time optimization (T), without changing the stored value (in the Customer Aircraft Database) of fuel optimization in future plan requests.

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Table 2-8

Flight Plan Options–Miscellaneous (continued)

Option

Explanation

FP,PMIN

Precision Minima Option. This option directs JetPlan to use precision minima for checking suitability of alternate airports. Normally, the more conservative non-precision minima are used. This option allows airports with lower ceiling or visibility forecasts to be used as alternates. NOTE The Precision Approach Alternate Ceiling Minimum (P3) and Precision Approach Alternate Visibility Minimum (P4) parameters must be set in the Customer Airport Fleet Database and/or the Customer Airport Database.

FP,RF

Fuel Off/On and Payload Off Option. The RF option is a request to include a fuel on-load or off-load (or a payload off-load) as part of your flight plan.When the RF option is invoked, JetPlan prompts for an on-load/off-load input with the Refuel command line (Question 15). For more information, see Chapter 15, “Fuel Off/On and Payload Off Commands.”

FP,XFDB

Exception to Filing Database Option. This option directs JetPlan to ignore the special addresses and/or filing parameters set in your Filing database (if you have one). For this flight plan request, default addresses and/or parameters are used.


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Option Commands Additional Command-Line Options

Additional Command-Line Options The following sections cover options that are entered on the 01 OPTIONS command line but that are not used with the FP command.

Support Information and Action Commands The following commands are entered on the Options command line. They provide separate support information or perform specific action functionality for the JetPlan system (flight planning, weather, and so on).

NOTE

These commands are not used with the FP command at all.

Table 2-9

Support Information and Action Commands

Command

Explanation

ATTRA,PRI

Print Attributes Command. This command displays the attributes that are associated with your password (your ID/Attribute File).

BU

Bulletins Command. Entering BU displays the current on-line bulletins. This includes the status of organized track structures (OTS) such as those in the Pacific and North Atlantic, and other system pertinent information.

CM1234,1235 (Format Specific)

Reclear Compression Print Command. This command provides output of reclear flight plans in a compressed format. Depending on your output format, you can compress two or three reclear flight plans by specifying the plan numbers after the CM command. For example: CM1234,1235,1236

For more information, see Chapter 20, “Reclear Commands.” CR,1234

Cosmic Radiation – Archive and Report Command. This command enables you to track your crews’ increased exposure to the possibly harmful effects of cosmic radiation. The archive function provides long-term storage of specific flight data for up to one year. You can use this feature on a per plan basis or set it to store information for every flight plan computed automatically. For information on cosmic radiation archive and report functionality, see Chapter 25, “Archiving.” NOTE Both this feature and the application that automatically performs this function (Automatic Archive) require activation of specific settings in your ID/Attribute File. Contact Jeppesen Customer Service for more information.

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Table 2-9

Support Information and Action Commands (continued)

Command

Explanation

CR,1234,CX

Cosmic Radiation – Archive and Report Cancel Command. Marks flight plans in the archive as canceled and prevents their display in future reports. For information on the cosmic radiation archive and report functionality, see Chapter 25, “Archiving.”

EC,1234

Enroute Charges – Long-Term Archive Command. Provides long-term storage (up to one year) of navigational fee records, including specific information about the flight. You can use this feature on a per plan basis or set it to store information for every flight plan computed automatically. For information on the archive and report functionality, see Chapter 25, “Archiving.” NOTE Both this feature and the application that automatically performs this function (Automatic Archive) require activation of specific settings in your ID/Attribute File. Contact Jeppesen Customer Service for more information.

EC,1234,CX

Enroute Charges – Long-Term Archive Cancel Command. Marks flight plans in the archive as canceled, and prevents their display in future reports. For information on the archive and report functionality, see Chapter 25, “Archiving.”

ER,xxxxx...

Error Decode Command. This option provides plain language error explanations if not already preset in your ID/Attribute File. Enter ER immediately followed by the error code (or a comma and the error code). For example: ER,SEAGUL06

FI1234

Filing Command. Enables you to file the flight plan by the transaction number. For more information, see Chapter 19, “ATC Filing.” For information on automatic archive functionality, see Chapter 25, “Archiving.”

FI1234,CHG,(various entries)

Filing Change Command. Sends a change message based on the entries included.

FI1234,CX

Filing Cancel Command. Enables you to cancel previously filed flight plans (by transaction number). For more information, see Chapter 19, “ATC Filing.” For information on automatic archive functionality, see Chapter 25, “Archiving.”

FI1234,DLA=####

Filing Delay Command. Allows the ETD on a previously filed plan to be delayed. For example: FI2615,DLA=1745

FI1234,HOLD

Filing Hold Command. Prompts “enter question number or GO” to allow user to make changes before filing.

FI1234,NOW

File Now Command. Makes filing immediate, rather than holding in queue.


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Table 2-9


Command

Explanation

FIxxxx,STAT

Filing Status Command. Provides the status of a flight plan, whether filed, queued, or canceled. For example: 01 OPTIONS FI2615,STAT ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT) STATUS CENTER REFNO SEQNO SEND BY04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP 25240

For example: 01 OPTIONS FI2615,STAT,ALL ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT) STATUS CENTER REFNO SEQNO SEND BY04/12/2007-10:31:04 FILING QUEUED ~~~~ 25238 04/12/2007-10:3104/12/2007-10:31:37 FILING SUBMITTED ~~~~ 2523804/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP 25240

FPR

Flight Plan Reload Command. Reloads the inputs from the most recent previously computed flight plan during an uninterrupted connection to the JetPlan system, saving you from having to answer all of the flight plan prompts again.

IATA,xxx

IATA Airport Decode Command. Displays an airport's IATA and ICAO identifiers, coordinates, and full (proper) airport name. Either a comma or a space can be entered between IATA and the identifier. For example: IATA,JFK

ICAO,xxxx

ICAO Airport Decode Command. Displays an airport's IATA and ICAO identifiers, coordinates, and full (proper) airport name. Either a comma or a space can be entered between ICAO and the identifier. For example: ICAO,KJFK

IFS,FLEX

Print PACOTS (eastbound flex tracks) Command. Displays the eastbound Flex Track NOTAM (routes from Japan to Hawaii). These particular tracks are on-line between 00-02Z, and are valid 10-21Z for aircraft crossing 160E between 12-16Z.

IFS,FREEFLOW

Print PACOTS (westbound) Command. Displays the route inputs necessary to access the westbound Pacific Organized Track Structure. These particular tracks are on-line between 14-16Z, and are valid 19-08Z for aircraft crossing 160E between 02-06Z.

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Table 2-9


Command

Explanation

IFS,PAC-OTS

Print PACOTS (eastbound) Command. Displays the route inputs necessary to access the eastbound Pacific Organized Track Structure. These particular tracks are on-line between 21-23Z, and are valid 07-23Z for aircraft crossing 160E between 09-16Z. NOTE The dash (minus sign) is required between PAC and OTS when you input this support command.

IFS,WFTR

Print PACOTS (westbound flex tracks) Command. Displays the westbound Flex Track NOTAM (routes from Hawaii to Japan). These particular tracks are on-line between 11-13Z, and are valid 19-08Z for aircraft crossing 160E between 23-06Z.

INFO,ABS

Arrival Bias Reference Command. Displays all arrival biases stored under your ID/Password.

INFO,ACQREF

Aircraft Reference Command. Displays the names of all the manufacturers with aircraft loaded in the JetPlan Aircraft Library. You can enter subset commands by specifying an individual manufacturer or the ICAO code for the aircraft. The first example is a request for all Boeing aircraft loaded in the JetPlan library (by the ICAO code). For example: INFO,BOEING

The next example is a request for all aircraft in the JetPlan library with the ICAO code B747 For example: INFO,B747

INFO,ATC

ATC Reference Command. Displays Center Flight Data phone numbers and addresses.

INFO,CHANGES

Customer Database Changes Command. Displays a summary of all changes to your Customer Route Database. Changes occur periodically, and are usually based on the AIRAC cycle.

INFO,DBS

Departure Bias Reference Command. Displays all departure biases stored under your ID/Password.

INFO,FAX

FAX-Forwarding Reference Command. Displays all FAX-forwarding features.

INFO,FAXCHRG

FAX Charges Reference Command. Lists the international communication charges associated with the FAX-forwarding feature.

INFO,IDQREF

Aircraft ID Reference Command. Displays all of the JetPlan identifiers for generic aircraft loaded in the JetPlan Aircraft Library. Each identifier is cross-referenced to its counterpart ICAO identifier. Use the JetPlan aircraft identifier as your A/C input if you wish to flight plan with a generic aircraft.

INFO,JPOPT

JetPlan Options Reference Command. Lists most JetPlan options.


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Table 2-9


Command

Explanation

INFO,MAPS

Map Codes Reference Command. Lists all of the codes used to obtain weather maps on the JetPlan system. See the WX command.

INFO,METAR

METAR Decode Command. Displays a METAR weather report example along with a decoding of the METAR hourly weather report format.

INFO,TAF

TAF Decode Command. Displays a TAF weather report example along with a decoding of the TAF terminal forecast format.

JPIII

JetPlan 3 Reference Help Command. This command accesses various database information that may help you research and create flight plans. Information that can be accessed includes: • Airport Information • High/Low Altitude Airway Information • SID/STAR Information • SID/STAR Details • Waypoint Information • Currency Exchange Rates • FIR Traversal Information • Enroute Charges Information Enter JPIII at the Options command line and simply follow the directions.

JPRA1234,1235

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JetPlan Route Analysis Command. This command enables you to condense up to 14 long or short format flight plans into a comparative analysis onto one page. The standard output format, STF, must be used with this option.



Table 2-9


Command

Explanation

LD1234 and LDR1234

Load Commands. The LD and LDR commands enable you to reuse inputs from a previously computed flight plan. Simply enter the command (LD or LDR), followed by the computer transaction number (flight plan number) of the plan you wish to reuse. Transaction numbers must be from plans that were run in the past 8–12 hours. Otherwise, the input data is lost. Both LD and LDR enable you to change any of the previously entered inputs. However, only LDR lets you insert additional codes on the Options command line without affecting previous entries on that line. If LD is used, and additional codes are intended, reenter the entire line of inputs (Options command line only). For example, to make a long plan (LP) from a previously computed short plan, use the following entry: LDR1234,LP

As for all other command-line inputs, entering LD or LDR enables you to change any of these other entry lines. You can use the at symbol (@) to move to the command line you want to edit or change, without affecting the inputs on the other command lines. Enter @, followed by the command-line number you want to change. NOTE If question 10 A/C TYPE/REGN is changed, also re-answer question 11 CRZ MODE, question 14 PAYLOAD, and question 16 POD OR POA FUEL.

After all changes are made and your request is ready to be recomputed, type GO at the next command line to start the computation. For example, the following inputs illustrate creating a long plan (LP) from a previously computed short plan (SP) and changing the route, payload and arrival fuel: 01 02 06 07 14 16 17

LL,()####,()##### or LLX,xxxxx

OPTIONS LDR1234,LP POD @6 ROUTE J,FIM HOLD,ALTERNATE/DIST @14 PAYLOAD 84250 POD OR POA FUEL A0,I MVR GO

LAT/LONG Database Search Commands. This option provides the JetPlan internal name of a waypoint. You can enter either the waypoint’s coordinates after LL or the waypoint's charted (external) name after LLX. When entering the waypoint’s coordinates, use four digits to express the latitude and five digits to express the longitude. Also, when specifying South or East coordinates, the letters S and E (or a minus sign) must precede the coordinate entries. The letters N and W are optional (they are default) for north and west coordinates. See the following examples: LL,-3356,-11510 (south 33 deg., 56 min.; east 115 deg., 10 min.) LL,S3356,E11510 LLX,ALCOA LLX,SPY


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Table 2-9


Command

Explanation

PI1234

Print Inputs Command. This command followed by a specific flight plan or message transaction number prints the inputs of that particular flight plan or message.

PN1234

Print Plan (Transaction) Number Command. This command followed by a specific flight plan or message transaction number prints the output of a particular flight plan or message.

PA

Print ABC NATs Command. Displays the current westbound North Atlantic Tracks (ABCs), including valid altitudes. These tracks are updated between 23-01Z, and valid between 1130-19Z.

PZ

Print XYZ NATs Command. Displays the current eastbound North Atlantic Tracks (XYZs), including valid altitudes. These tracks are updated between 12-14Z, and valid between 01-08Z.

RFMT,1234,xxx

Reformat Plan Command. Enables you to reformat a previously computed flight plan without actually computing it again. Enter the plan transaction number from the flight plan you wish to reformat and a different output format (layout) code to complete the input. For example: RFMT,1234,STF NOTE The RFMT command may not always translate information from one plan format to another plan format properly. Certain information may be lost due to the differences in the formats.

VERSION

JetPlan Version Number Command. Displays the current JetPlan program version.

WXE1234

Enroute Weather Command. Enter WXE, followed by the plan transaction number, and JetPlan reproduces the plan, including the enroute weather. A maximum of four flight plan numbers can be entered separated by commas. For example: WXE1234,2345,3456,4567 NOTE This command does not recalculate the flight plan. The enroute weather briefing is based on the route from the flight plan with the transaction number specified.

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Table 2-9


Command

Explanation

XAP,ALT,xxxx

Alternate Search Command. A search for alternate airports can be accomplished using the following commands: XAP,ALT,origin,rad,rwy,etd,ete,gsa,lst

where: origin = an ICAO or IATA airport code, or lat/long coordinates entered as [N|S|+|-]ddmm[W|E|+|-]dddmm (for example, N3356W11824) rad = nnnn: search radius in NM (default is 100) rwy = nnn: minimum length of longest runway in hundreds of feet (default is 80) etd = hhmm or ddmmyyyy@hhmm: UTC departure time or date@time from the POD, not the origin (used for TAF processing) ete = hhmm: flight time to origin from the POD (used for TAF processing) gsa = nnn: origin-to-alternate groundspeed in KT (default is 250) lst = nnn: maximum number of alternates in response (default is 20) NOTE

All parameters except origin are optional (default values are used).

NOTE TAF-processing is bypassed when both ETD and ETE inputs are omitted.

For example: Explanation: Search for airports within 150 nm of KLVK with runway lengths of at least 7000 feet. 01 OPTIONS XAP,ALT,KLVK,RAD=150,RWY=70

or 01 OPTIONS XAP,ALT,KLVK,150,70D


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Flight Plan Shortcuts The following inputs can be entered on the Options command line. They are time-saving shortcuts that expedite the flight planning process. Table 2-10

Flight Plan Shortcuts

Command

Explanation

FPR

Reloads the inputs from the most recent previous flight plan during an uninterrupted interactive session. This command saves you time because you do not need to answer all of the flight plan prompts again.

LD

Loads (or reloads) the inputs from a flight plan previously computed in the preceding 8–12 hours. See above.

LDR

Same as LD except LDR allows for additional inputs to be added to the Options command line. See above.

RFMT

Enables you to reformat a previously computed flight plan without actually computing it again. Enter the transaction number from the flight plan you wish to reformat and a different format code to complete the input (for example, RFMT,1234,STF).

NOTE The RFMT command may not always translate information from one plan format to another plan format properly. Certain information may be lost due to the differences in the formats.

The following command inputs can be entered from any command line. • @–The At command. When followed by an interactive line number, this JetPlan shortcut jumps to the logical position of the line specified where the desired change is needed. This command simplifies the flight planning process immensely because you can move immediately to the line that needs to be added, changed, or corrected without answering other command inputs again. • GO–The GO command. Directs JetPlan to begin computing the flight plan request immediately. The following example demonstrates the application of JetPlan shortcuts. Assume a flight plan has just been computed, and it was not correct. You want to change your route and cruise mode information. In this case, you can apply the following shortcuts as shown in the following example.

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Example: 01 02 06 07 11 12

OPTIONS FPR POD @6 ROUTE J,FIM HOLD,ALTERNATE/DIST @11 CRUISE MODE LRC PRFM INDEX GO

Explanation: • Option Line – User reloads the flight plan from the immediately previous computation. • POD Line – User jumps to the Route Line, bypassing all command lines in between. • Hold Line – User jumps to the Cruise Line, bypassing all command lines in between. • Performance Index Line – User directs JetPlan to begin the computation of the edited plan, bypassing all other possible inputs.

Weather Services Command The following command accesses text and graphical (maps) weather information from the Jeppesen Weather Services portion of the JetPlan system.

NOTE

This command is not used with the FP command at all.

Table 2-11

Flight Plan Commands–Weather Information

Command

Explanation

WX

Weather Request Command. The WX command enables you to display Jeppesen weather products, including text briefings and graphic weather depictions (maps). Upon input of this command, JetPlan prompts for your weather request input on the Stations command line (02 STATIONS). For more information, see Chapter 47, “Graphic Weather.” See also Chapter 46, “Text Weather.”


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Messages Command You can compose and store text messages for transmission using the command shown below. You can also include previously computed non-graphic JetPlan products (flight plans and weather briefings) into one package using this feature.

NOTE

This command is not used with the FP command at all.

Table 2-12

Flight Plan Commands–Messages

Command

Explanation

MG

Message Command. Entering this command enables you to create a plain text message. It also enables you to bundle other JetPlan products together under one transaction number. The created message or message package may be transmitted via one of the major data communication networks (AFTN, ARINC, SITA) or faxed. JetPlan provides for up to 55 lines of text and 68 characters per line. For more information, see Chapter 17, “Message Commands.”

MGNN

Message No Number Option. This command is the same as the MG command except that the No Number option, NN, suppresses the transaction number when the message is printed or forwarded via a communication network.

Data Transmission Commands You can forward any recently computed, non-graphic JetPlan product via a specific data network using the commands in the following table. For more information on these commands, see Chapter 18, “Forward Plans and Messages.”

NOTE


Table 2-13 Command

Explanation

AF

AFTN Command. This command enables you to transmit flight plan/message/weather data via the AFTN network.

AR

ARINC Command. This command enables you to transmit flight plan/message/weather data via the ARINC network.

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Data Transmission Commands



Table 2-13

Data Transmission Commands (continued)

Command

Explanation

FX

FAX Command. This command enables you to transmit flight plan/message/weather data via FACSIMILE.

SI

SITA Command. This command enables you to transmit flight plan/message/weather data via the SITA network.

UL,1234

ACARS Uplink Command. This command enables you to upload flight plans or text message information to the FMS system on the aircraft. Presently, you can uplink to three types of systems: Universal, Smith Industries, and Honeywell. For example: UL,AR,1234,UF,RG=N123ZZ

Database Commands The following commands access specific customer databases. Using these access commands, you can create and manage information used in your flight plan requests, customizing the information that affects your flight plans while simplifying your inputs.

NOTE


Table 2-14

Flight Plan Commands–Customer Database Access

Command

Explanation

AC

Aircraft Database Access Command. Enables you to create and manage custom records of the aircraft you use in the JetPlan system. An aircraft record’s parameter settings are invoked in a flight plan when the record name is specified in the flight plan request. For more information, see Chapter 26, “Customer Aircraft Database.”

ACF

Aircraft Fleet Database Access Command. Enables you to create and manage custom records of the aircraft fleet types you use in the JetPlan system. A fleet type is the Jeppesen generic aircraft ID that defines a specific airframe/engine combination. An aircraft fleet record’s parameter settings are invoked in a flight plan when the record name is specified in the flight plan request. For more information, see Chapter 27, “Aircraft Fleet Database.”


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Table 2-14

Flight Plan Commands–Customer Database Access (continued)

Command

Explanation

ALT

Alternate Database Access Command. Enables you to create and manage alternate airport records for any arrival station you choose. Also enables you to define the route and/or distance information from a POA to an alternate if desired. If your flight plan request contains a POA that is recognized as having alternate information in the database, alternate airport records are invoked automatically For more information, Chapter 33, “Customer Alternate Database.”

AP

Airport Database Access Command. Enables you to create and manage custom records for any airport you wish to store in the database. Records can include obstacle information, special procedures, fuel prices, taxi times and more. If your flight plan request contains a POD or POA that is recognized as having information in the database, Airport Database records are invoked automatically For more information, see Chapter 29, “Customer Airport Database.”

APF

Airport Fleet Database Access Command. Enables you to create and manage custom records that define an airport’s practical usefulness for the type of aircraft (fleet type) being used in the flight plan. If your flight plan contains a POD, POA, or implicit alternate with information stored in the database, Airport Fleet Database records are automatically reviewed. Further, if the specific fleet type in the flight plan request coincides with a particular airport record, information in the record is then invoked. For more information, see Chapter 30, “Airport Fleet Database.”

CDR

Coded Departure Routes Database Access Command. Coded Departure Routes (CDRs) are predefined alternate routes for flying between city pairs when a user-preferred route is not available due to weather or traffic constraints. This database enables you to find, view, and mark as “OK to Use” records of CDRs between specific airport pairs. For more information, see Chapter 42, “Coded Departure Routes Database.”

CP

City Pair Database Access Command. Enables you to create and manage records that contain values specific to specific airport pairs. For more information, see Chapter 31, “City Pair Database.”

CPF

City Pair Fleet Database Access Command. Enables you to create and manage records that contain values specific to certain aircraft types operating between specific airport pairs. For more information, see Chapter 32, “City Pair Fleet Database.”

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Table 2-14


Command

Explanation

FB

Flight Brief Database Access Command. Enables you to create and manage records that identify remarks intended for ATC or the flight crew. Remarks can include diplomatic clearance information, crew notes, or weather information. An FB record is applied in a flight plan if certain conditions for the flight (for example, departure FIR, arrival FIR, flight number, and fleet type) match user-defined, key parameters in the database. NOTE A quick help file is available to guide you through the various management inputs for this database. Enter FB,HLP on the Options command line.

For more information, see Chapter 34, “Flight Brief Database.” MEL

MEL Database Access Command. Accesses the Minimum Equipment List/Configuration Deviation List Database. Enables you to create and manage records that address performance degradations and/or equipment shortcomings for aircraft of a specific fleet type. Records are invoked when a MEL Database record name is specified in a flight plan request. NOTE You can have your output format customized to display MEL information from the database in the flight plan.

For more information, see Chapter 35, “Minimum Equipment List Database.” MDB

Master (MEL) Database Access Command. Enables you to create and manage records that address performance and/or equipment degradations for individual aircraft. This database is keyed by the aircraft’s Customer Aircraft Database (CADB) record name rather than by its fleet type. A record is invoked any time the CADB record name is used in a flight plan request as long as it has not expired. This database depends on the MEL Database for information. For more information, see Chapter 36, “Master Database (MDB).”

RST

Restricted Area Database Access Command. Enables you to create and manage records that identify restricted areas you define. A restricted area from the database is invoked when a record’s file name is specified in a flight plan request. For more information, see Chapter 37, “Restricted Area Database.”

RT

Route Database Access Command. Enables you to create and manage as many routes between specific airport pairs as you need. A record is invoked when a route file name is specified in a flight plan request. For more information, see Chapter 38, “Customer Route Database.”

RG

Route Group Access Command. Enables you to create and manage records that categorize Customer Route Database records by group record names. For more information, see Chapter 38, “Customer Route Database.”


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Table 2-14


Command

Explanation

RTC

Route Constraint Database Access Command. Enables you to create and manage records that restrict routes based on aircraft capabilities, limitations, or equipment. For more information, see Chapter 39, “Route Constraint Database.”

SDB

Scenario Database Access Command. Enables you to create and manage records of inputs that can be used automatically with the OSA (4D) feature. For more information, see Chapter 40, “Scenario Database.”

SC

Schedule Database Access Command. Enables you to create and manage flight plan request sets in a database of scheduled records. A schedule record is invoked when specified in a flight plan request (SC,FLT,record name). For more information, see Chapter 41, “Customer Schedule Database.”

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C HAPTER 3

Point of Departure and Point of Arrival Commands

Point of Departure and Point of Arrival Commands Overview

Overview This chapter contains information on entering a point of departure (POD) and a point of arrival (POA) in a JetPlan flight plan request. This chapter also introduces optional features and other capabilities related to the POD and POA command lines. These features include: • Equal Time Point (ETP) locations • Taxi-out and taxi-in fuel • POD and POA positions and elevations for user-defined airports and inflight start points • Takeoff alternate (POD command line only)


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Point of Departure and Point of Arrival Commands Specifying Airports

Specifying Airports The following sections describe options for entering airport information.

Airport Identification JetPlan recognizes all airports stored in its Navigation Database, which contains information on the location and elevation of each airport. The system uses the location and elevation of the airport in the calculation that determines the flight’s route and performance information. You can enter airports on the POD and POA command lines. Specify the four-character ICAO or three-character IATA identifiers to confirm your departure and arrival airports. Example: 02 POD KDEN or DEN 03 POA PHNL or HNL NOTE For information on using airports that are not in the Navigation Database, see “User-Defined Airports” on page 78.

Diversion Airports You can include diversion airports in the flight plan calculation. JetPlan uses diversion airports to determine ETP information. You can specify a maximum of 12 diversion airports in your flight plan request. JetPlan has two methods for specifying diversion airports: sequential entry or paired entry.

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Sequential Entry Method The sequential entry method requires you to type the diversion airports one after the other (sequentially) on the POD line only. These inputs follow the departure airport input and are separated from the POD and from each other by a slash (/). With the sequential method, the first divert airport (aft) is the POD. The POA is the last forward divert airport. In the following example, JetPlan determines ETP information between KLAX and KSFO, KSFO and PACD, PACD and RJCC, and, finally, between RJCC and RJAA. Example: 02 POD KLAX/KSFO/PACD/RJCC 03 POA RJAA

Paired-Entry Method The paired-entry method requires you to specify the diversion airports in paired sets between the POD and the POA lines. These inputs follow the departure and arrival airport inputs and are separated from the POD, POA, and each other by a slash (/). With the paired-entry method, the first divert airport (aft) is the first airport identified after the departure airport. The last (forward) divert airport is the last airport identified on the POA line. In the following example, JetPlan determines ETP information in two places: between KSFO and PACD and between PACD and RJCC. (This input method is easier to follow if you view the example from top to bottom rather than from left to right.) Example: 02 POD KLAX/KSFO/PACD 03 POA RJAA/PACD/RJCC

ETP Calculations When using diversion airports to calculate ETP information, JetPlan computes the basic flight plan (POD to POA) first. Before JetPlan delivers the results, it runs the ETP subroutine that applies your specified divert airports. This calculation is not based on a complex mathematical formula, but rather on a simple iterative process. This process requires JetPlan to determine both a route to the divert airport and a time factor on which a comparison can be made. JetPlan determines the route using a great circle projection from a point along the route of flight to the candidate divert airport. The system determines the time factor by gathering information that defines a groundspeed. JetPlan uses


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wind averages based on forecast data at a selected altitude (or millibar level) for this information. Once this information is set, the system performs a comparison process involving the following two steps: • Step 1 – Determination of the bounding points • Step 2 – Interval halving between the bounding points NOTE Several JetPlan applications use this approach, including Basic ETP Calculator, ETOPS, and Overwater Driftdown. However, variations in this method exist for certain formats or aircraft. These variations are discussed later in this section.

The two-step approach analyzes the results of repetitive calls (iterations) to a trial ETP calculation function. This technique is based on the existence of a forward and backward divert airport. The trial ETP calculation determines the enroute time required from a trial point on the flight plan route to either a forward or a backward divert airport. The airport closest to the flight plan POD is the backward divert airport. The airport closest to the flight plan POA is the forward divert airport.

Determination of Bounding Points The objective of the first step is to determine the checkpoints that contain, or bound, the ETP position. This process uses the ETP airspeed and flight level data stored in either the generic aircraft data file or in a Customer Aircraft Database (CADB) record. The particular parameters the system uses to calculate a specific set of ETP positions depend on the specific JetPlan application. For example, the ETOPS program uses different parameters than the Basic ETP calculation program. In any event, the algorithm that determines the bounding pair of checkpoints begins.

NOTE For basic ETP calculations, JetPlan looks in the CADB for the NA/NF parameters first. If no data exists for these parameters, the system uses the EA/EM(F) parameters.

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Starting at the beginning of the primary route of flight (the route developed in the basic flight plan) and proceeding incrementally with each checkpoint, JetPlan creates an ETP trial point. When divert airports are entered sequentially, the POD is generally the first ETP trial point. See Figure 3.1. Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft CYQX

EINN

Trial ETP #1

EGLL

KIAD ETP METHODOLOGY Determine the trial ETP

Figure 3.1.

LPLA

Trial Equal Time Point


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To collect wind and temperature data, JetPlan runs a great circle route from the ETP trial point to each divert airport. JetPlan uses this data to determine an overall wind component that can then be used with the ETP airspeed to determine a time enroute to each divert airport. If the time to the divert airports does not come within 30 seconds of being equal, JetPlan moves to the ensuing checkpoint and makes it the next ETP trial point. See Figure 3.2 and Figure 3.3. Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft CYQX Great Circle Route 1 +15 kt tailwind 2:00 hrs

EINN

Trial ETP #1 Great C ircle Route 2 +30 kt tailwind 5:00 hrs

KIAD

ETP METHODO LOG Y Test of Trial ETP #1

Figure 3.2.

LPLA

Test of Trial Equal Time Point #1

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EGLL



Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft Great Circle Route 3 1:00 hr

CYQX

Trial ETP #2

EINN

Great Circle R oute 4 3:55 hr

KIAD

ETP METHODOLOGY Test of T rial ETP #2

Figure 3.3.

EGLL LPLA

Test of Trial Equal Time Point #2

Initially, the time to the forward divert airport is greater than the time to the backward divert airport. At the waypoint where the time to the forward airport becomes less than the time to the backward airport, a time switch is detected. At this point, known as the switch point, JetPlan


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knows that the ETP must exist somewhere between the switch point and the checkpoint analyzed immediately prior to the switch point. The bounding points are now known. See Figure 3.4. Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft Great Circle Route 13 2:55 hr

CYQX

Bounding Point #1 Bounding Point #2 (Switch point)

EINN

Great Circle Route 14 1:45 hr

EGLL

KIAD ETP METHODOLOGY Test of Trial ETP #7, Switch point is determined

Figure 3.4.

Determining the ETP Switch Point

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LPLA



Interval Halving Between Bounding Points The objective of the second step is to determine the ETP position precisely, using the interval halving technique. JetPlan creates a new ETP trial point that is midway between the two bounding points. The system can then recalculate the time to each of the two divert airports and note the difference. If the time difference is less than 30 seconds, the iteration is satisfied, and the trial ETP position is established as the actual ETP. See Figure 3.5. Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft Great Circle Route 15 2:35 hr

CYQX

Bounding Point # 1 New Trial ETP Bounding Point #2 (Switch point)

EINN

Trial ETP #1


EGLL

KIAD ETP METHODOLOGY Post Interval Halving Test of Ne w Trial ETP

Figure 3.5.

LPLA

Interval-Halving Test of New Trial ETP

If the time difference between the backward and forward airports and the trial ETP is greater than 30 seconds, JetPlan determines a new pair of bounding points using the current ETP trial point as one of the bounding points. A new trial ETP is computed midway between the current


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trial ETP and the other bounding point (interval halving is applied again). This process continues over and over, until the less-than-30-seconds check is satisfied, and an actual ETP is determined. See Figure 3.6. Dulles (KIAD) - Heathrow (EGLL) Diverts CYQX / LPLA EA=320kts EF=10,000ft Great Circle Route 17 2:20 hr

CYQX

Bounding Point #1 New Trial ETP (Ultimate ETP) New Bounding Point & Switch Point Bounding Point #2 (original switch point)

EINN

Trial ETP #1


KIAD

Figure 3.6.

ETP METHODOLOGY Second Interval Halving Test of New T rial ETP Actual ETP Determined

LPLA

Determining the ETP

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EGLL



CADB Considerations The system determines both the trial and the final ETP points in one of the following ways: • By applying the default true airspeed (TAS) and wind extract level found in the generic aircraft data file - or • By applying the customer-specified TAS and wind extract level stored in the CADB. NOTE In the CADB, the ETP TAS value is stored as the value of the EA parameter (ETP airspeed), while the ETP wind extract level is stored as the value of the EM parameter (ETP millibar). By default, a display of the CADB shows the wind extract parameter as EM. If you use the EM parameter, you are required to apply one of the following millibar values: 850, 700, 500, 400, 300, 250 or 200. However, you can apply a flight level rather than a millibar value by specifying the EF parameter (ETP flight level) and entering a flight level value in hundreds of feet (for example, EF310 for 31,000 feet). Using the EF parameter lets you specify any flight level, as long as it is valid for the aircraft.

Normally, JetPlan uses the EA and EM/EF parameters for the basic ETP calculations. JetPlan also makes ETP calculations when the ETOPS and Driftdown options are selected. If the ETOPS option is selected, the EA parameter is used to specify the ETP TAS, and the EM/EF parameter is used to specify both the ETP wind selection altitude and the low-level cruise altitude. If the Driftdown option is selected, the EA parameter is used to specify the low-level allengine cruise ETP TAS, and the EM/EF parameter is used to specify both the ETP wind selection altitude and the low-level all-engine cruise altitude. The Driftdown option also calculates ETPs for one and two-engine out scenarios (for three and four engine aircraft). This process requires you to provide the following additional parameter values: • EA1 is used to specify the one engine-out (1LE) ETP TAS • EM1/EF1 is used to specify the one engine-out ETP wind selection altitude • EA2 is used to specify the two engines-out (2LE) ETP TAS • EM2/EF2 is used to specify the two engines-out ETP wind selection altitude The cruise altitude for one engine-out and two engines-out is determined by a table lookup that considers aircraft weight and ambient temperature.


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Some users prefer to use a high-altitude ETP for JetPlan’s basic ETP calculations. JetPlan refers to this scenario as a non-emergency ETP. In this case, the NA (non-emergency TAS) parameter is used to specify the non-emergency ETP TAS, and the NF (non-emergency flight level) parameter is used to specify the non-emergency ETP wind level. The NF parameter recognizes a flight level only; no millibar levels are allowed (no NM parameter exists).

NOTE The term non-emergency refers to the operational integrity of the aircraft. The non-emergency ETP may, in fact, be used in an emergency situation, such as a passenger medical emergency on board. In this case, the aircraft is not compromised, but a diversion is still required.

NOTE When you apply the Driftdown option to a flight plan with an aircraft that has CADB values loaded for the NA and NF parameters, the ETP output at the top of the flight plan is based on these parameters (the non-emergency scenario). However, the ETP information in the Driftdown summary block is based on the other ETP parameters, depending on the scenarios applied (all-engine, one engine-out, or two engines-out calculations).

For more information, see the ETOPS User’s Guide: 2 Engine Aircraft on JetPlan.com and Chapter 22, “Overwater Driftdown and Terrain Analysis.”

Variations in ETP Calculation Methods JetPlan has three variations in the methods used to calculate ETP data. Each is briefly explained in the following paragraphs. The first method is the default and available to most users, depending on the generic aircraft or CADB file applied. The second and third methods are more format and aircraft-specific.

Default ETP Calculation Method The default method calculates the ETP location using a TAS constant and a specific flight level or millibar for weather data (winds and temps aloft). These constants are stored either in the generic aircraft data file in use or in the CADB record (EA, EM/EF parameters). If using a CADB file, both parameter values can be altered. However, if using a generic aircraft data file, only the TAS constant can be changed.

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Most generic aircraft data files that have ETOPS or Driftdown table data available contain the following information: One of the following TAS constants: • All-engine, low-level cruise (usually LRC) • One engine-out cruise (usually 1LE) A wind extract flight level of 700mb (approximately FL100). Some older generic aircraft loads have a flight level of 300mb (approximately FL300). By applying a wind component value—determined by running a great circle flight at the ETP flight level from a trial ETP to the divert airports—to the TAS constant at the midpoint between the ETP and the divert airports, JetPlan can determine the groundspeed for the ETP formula.

Second ETP Calculation Method The second ETP calculation method, applicable to specific formats and aircraft, determines the ETP location in the same manner as the first method. In addition, this method determines the fuel burn from the ETP to one or more diversion airports, based on user-supplied fuel flow constants. Typically, these fuel flow constants represent all-engine, low-level cruise or one engine-out cruise. The fuel burn calculations include: • Descent from cruise altitude to the specified wind data flight level (millibar) loaded in the CADB. For example, if 700 mb is specified, the divert cruise altitude is 10,000 feet. • Cruise to the divert airport at the specified wind data flight level. • Descent to the divert airport. • Hold over the divert airport for user-specified time and altitude.

Third ETP Calculation Method The third ETP calculation method is an enhanced version of the second method. Instead of using constants for the TAS and fuel flow, table data is used to determine slightly more accurate TAS and fuel flow values. For specific two-engine aircraft, JetPlan may use this method in ETOPS flight plans. For specific two, three, and four-engine aircraft, JetPlan may use this method in Driftdown flight plans.


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For more information, see the ETOPS User’s Guide: 2 Engine Aircraft at JetPlan.com and Chapter 22, “Overwater Driftdown and Terrain Analysis.”

ETP and Diversion Airport Output The following output is typical for the default ETP calculation method. ETP KSFO/PACD 03/05 1404NM ETP PACD/RJAA 07/34 3490NM --- --------- ----- -----1 2 3 4

P009/M028 BURN 0536 N42402W145348 P038/P000 BURN 1149 N41492E167180 --------- --------- ------------5/6 7 8

Explanation: • Column 1 – ETP indicator. • Column 2 – Airport pair. • Column 3 – Estimated time enroute (ETE) from the POD to the ETP with all engines operating. • Column 4 – Distance from the POD to the ETP. • Column 5 – Wind component from the ETP to the rearward ETP airport (KSFO on the first line)—in this case, plus nine knots (tailwind). • Column 6 – Wind component from the ETP to the forward ETP airport (PACD on the first line)—in this case, minus 28 knots (headwind). • Column 7 – Total fuel burn from the POD to the ETP. Most formats generally round off this value to the nearest hundred pounds (for example, 0536 on the first line is 53,600+ pounds). Other available formats display this value to the nearest pound. • Column 8 – The ETP coordinates. The following output is representative of the second or third ETP calculation method. RJAA-PACD DIST 2093 DIST TIME 04.03 TIME BURN 1274 BURN LAT/LONG N36402 E168210 AVG W/C RJAA M012 TO PACD

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1620 02.54 0575 P080

-LINE -LINE -LINE -LINE -LINE

1 2 3 4 5



Explanation: • Line 1 – Distance in the left column is from the POD to the ETP. Distance in the right column is from the ETP to the forward ETP airport (PACD). • Line 2 – Time in the left column is from the POD to the ETP. Time in the right column is from the ETP to the forward ETP airport (PACD). • Line 3 – Burn in the left column is from the POD to the ETP. Burn in the right column is from the ETP to the forward ETP airport (PACD). • Line 4 – The ETP coordinates. • Line 5 – Average wind components to the rearward ETP airport (RJAA–M012) and to the forward ETP airport (PACD–P080).


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Point of Departure and Point of Arrival Commands User-Defined Airports

User-Defined Airports The following sections discuss options for entering information about user-defined airports.

Station Identification For an airport not loaded in the Navigation Database, you can use an arbitrary, unique, fourcharacter alphanumeric dummy identifier in combination with the coordinates and elevation of the airport to define a valid POD or POA input in the JetPlan system. The dummy identifier must not match any identifiers in the Navigation Database. For flights in the U.S., the letter K can be used as the first character in the dummy identifier (for example, KXXX). This assists ATC in recognizing the filing strip as U.S. domestic information. The coordinate values for this type of airport input must follow the convention of a four-digit latitude and a five-digit longitude. A dash, or minus sign (-), must precede southern or eastern hemisphere coordinate values. The airport’s elevation is a three-digit value (in hundreds of feet) and must be preceded by the letters FL. If an elevation value is not entered, JetPlan assumes that the airport is at sea level. Example: 02 POD KXXX,4136,10409,FL055

This example illustrates how to enter a user-defined airport as a POD or POA. The coordinates and elevation for this airport are: N4135.6 W10409.4 and 5,535'. Notice that rounding is performed to comply with coordinate and elevation input rules.

In-Flight Start The term In-Flight Start refers to beginning a flight plan at altitude, or in-flight. The In-Flight Start feature is a useful planning tool for various situations. It may also be applied to an arrival airport and, therefore, the name is a bit of a misnomer, but it works equally well. The In-Flight Start feature is similar to the User-Defined Airport feature, in that the inputs are similar. However, with In-Flight Start, you can use either an airport from the Navigation Database or a user-defined airport as an in-flight start point. In addition, you can use NAVAIDs as in-flight start points. Another difference between the two features is that instead of using the FL option to specify an airport elevation, you are using it as an actual flight level (altitude) at which to begin (or end, in the case of a POA) the flight.

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Example: 02 POD XXXX,4136,10409,FL350

Explanation: This example applies a user-defined airport followed by an in-flight start altitude of 35,000 ft. Example: 02 POD KPDT,FL390

Explanation: For airports stored in the JetPlan Navigation Database, enter the ICAO or IATA identifier followed by the in-flight start altitude. Here, an in-flight start is applied at Pendleton (KPDT) at 39,000 ft. Example: 02 POD PDT,K1,FL370

Explanation: To specify a NAVAID that is collocated at an airport, use the ARINC 424 alphanumeric method of identification. Here, the in-flight start begins at the Pendleton VOR, K1, using a flight level of 37,000 ft. Example: 02 POD BILLO,P,FL360

Explanation: You can also specify a NAVAID that is located over some known route structure, such as an OTS. Use the ARINC 424 alphanumeric method of identification for the NAVAID. Here, an in-flight start is applied using the waypoint, BILLO, from the Hawaiian Track structure R-464 at an altitude of 36,000 ft.

Running In-Flight-Start ETP Flight Plans This section describes the in-flight start flight plan with an engine-out cruise mode. Two different techniques exist to output one engine-out and two engine-out performance data. The first technique invokes the Driftdown option. (For more information, see Chapter 22, “Overwater Driftdown and Terrain Analysis.”) The second technique requires an in-flight start flight plan.

NOTE JetPlan considers a one engine-out ferry flight plan as a normal plan, using an aircraft data file with one engine-out climb and cruise data. JetPlan has many corporate and transport generic aircraft data files with one engine-out data. In addition, JetPlan has some transport generic aircraft data files with two engine-out data.


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The following steps illustrate how to run optimized flight plans from the ETP to the rearward and forward ETP airports. 1. Run a flight plan from the POD to the POA, specifying ETP airport pairs that meet operational requirements (weather, NAVAID availability, runway length, and so on). The following inputs are representative of a flight plan from KJFK to EGLL using sequential ETP airports. Example: 01 OPTIONS FP 02 POD KJFK/CYHZ/CYYR/BIKF/EINN,TX1200 03 POA EGLL 06 ROUTE P//P 07 HOLD,ALTERNATE/DIST 30,EGSS 08 ETD 0200 09 PROFILE I 10 A/C TYPE/REGN D30M/N12345 or CADB entry $345/ 11 CRUISE MODE M82,M82 12 PRFM INDEX F * 13 OPERATIONAL WT 270000 * 14 PAYLOAD 75000 16 POD OR POA FUEL A2000,I 17 MAX FUEL 243000 * 18 CLIMB FUEL,TIME,DIST * 19 DESCENT FUEL,TIME,DIST * NOTE Items with an asterisk are not required if a CADB file is used (for example, $345/).

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2. From this flight plan, determine the following items for the ETP in-flight start flight plans: • The ETP coordinates constitute the POD (in-flight start point). • The POD elevation is the cruise altitude at the ETP. • The POA is one of the diversion airports. • Determine the in-flight start ETD by adding the enroute time to the ETP to the original flight plan ETD. • Specify the appropriate cruise mode. The most common one engineout cruise mode is 1LE (one less engine). The most common two engines-out cruise mode is 2LE (two less engines). • Determine the POD fuel by subtracting the fuel burn to the ETP from the takeoff fuel.


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3. Run the first in-flight start flight plan: Example: 01 OPTIONS FP 02 POD ETPX,5028,03807,FL330 03 POA BIKF 06 ROUTE D//D 07 HOLD,ALTERNATE/DIST 08 ETD 0506 (original flight plan ETD plus ETE to the ETP) 09 PROFILE I 10 A/C TYPE/REGN M1LE/N12345 or CADB entry $345/ 11 CRUISE MODE 1LE (use the designated one or two engine-out cruise mode) 12 PRFM INDEX F * 13 OPERATIONAL WT 270000 * 14 PAYLOAD 75000 16 POD OR POA FUEL D64500 (fuel remaining at ETP) 17 RESERVE 0 * 18 CLIMB FUEL,TIME,DIST BIAS * 19 DESCENT FUEL,TIME,DIST BIAS * NOTE If a CADB file is used (for example, $345/), items with an asterisk are not required.

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4. After receiving the first in-flight start flight plan, run the second in-flight start flight plan, specifying the other diversion airport as the POA. Example: 01 OPTIONS FPR 02 POD ETPX,5028,03807,FL330 03 POA CYYR 06 ROUTE D//D 07 HOLD,ALTERNATE/DIST 08 ETD 0506 09 PROFILE I 10 A/C TYPE/REGN M1LE/N12345 or CADB entry $345/ 11 CRUISE 1LE 12 PRFM INDEX F * 13 OPERATIONAL WT 270000 * 14 PAYLOAD 75000 16 POD OR POA FUEL D64500 17 RESERVE 0 * 18 CLIMB FUEL,TIME,DIST BIAS * 19 DESCENT FUEL,TIME,DIST BIAS * NOTE If a CADB file is used (for example, $345/), items with an asterisk are not required.

5. The generic aircraft data file, M1LE, is embedded in the D30M load, supporting use of the Driftdown (DRFT/DRFTX) feature with the D30M load. The M1LE generic load is selected since the D30M does not have a 1LE cruise mode. Customer Service can provide a list of corporate and transport generic aircraft data files with one engine-out and two engines-out cruise modes. 6. Flight plans can be run for each ETP airport pair in a similar manner.


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Point of Departure and Point of Arrival Commands Taxi Fuel

Taxi Fuel The following sections discuss options for entering information about taxi fuel.

Taxi Parameters in the Customer Databases The CADB includes three parameters that affect the inclusion of taxi fuel: • TX – Taxi fuel flow (lbs/hr) • DT – POD taxi fuel weight • AT – POA taxi fuel weight When the CADB record is specified in the flight plan request, the DT and AT parameters apply a specific amount of fuel (by weight) to your flight plan. The CADB parameter TX affects flight planning only when a taxi time amount is specified. Taxi time is specified through the parameters TO (AVE Taxi Out Minutes) and TI (AVE Taxi In Minutes) in the Customer Airport Database. If the correct combination of aircraft and airports is specified in your flight plan request, these parameters initiate a taxi fuel amount in the flight plan output. The amount of fuel derived from the TX parameter in the CADB (together with the TO and TI parameters in the Airport Database) override the DT and AT parameter values.

NOTE The CADB TX parameter also works in coordination with the taxi-in and taxiout data sets in the City Pair Fleet Database and the Airport Fleet Database. For information, see Chapter 27, “Aircraft Fleet Database” and Chapter 32, “City Pair Fleet Database.”

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Ad Hoc Taxi Fuel You can use the POD and POA command lines to add taxi fuel to your flight plan requests. You can enter the taxi fuel value in weight or time.

NOTE

Ad hoc taxi fuel overrides any parameter setting in your customer databases.

NOTE Many different output formats provide separate taxi fuel information in the fuel block summaries of flight plans. Other formats embed taxi fuel in other totals. If you want taxi fuel totals output on a separate fuel summary line, you can change your output format to one that does show this information. You can also have a taxi fuel line added to your output format. Contact your Jeppesen account manager for more information.

To enter the taxi fuel value in weight, enter the TX option on either the POD or POA line or both. Include the weight value immediately after the option. Depending on your weight measure preferences, the value you enter is in pounds or kilograms. Example: 02 POD KLAS/KLAX/KSFO,TX1200

Explanation: Include 1200 pounds taxi-out fuel. Example: 03 POA PHNL/PHTO/PHTO,TX400

Explanation: Include 400 pounds taxi-in fuel.

NOTE As a rule, JetPlan subtracts taxi-out fuel from the total fuel before takeoff. JetPlan considers taxi-in fuel as extra fuel carried to the POA.

To enter the taxi fuel value in minutes, enter the TXT option on either the POD or POA line or both. Include the time in minutes immediately after the option. Example: 02 POD KSFO,TXT12

Explanation: Include 12 minutes of taxi-out fuel


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Example: 03 POA KMAN,TXT14

Explanation: Include 14 minutes of taxi-in fuel

Adding the Taxi-Out Value to the ETD The TXA option enables you to add the taxi-out value to the ETD time specified in the flight plan request. The ETD used in the flight plan calculation is then the taxi-out time + ETD. If you do not enter a taxi-out value in the flight plan request, JetPlan looks in the customer databases for a taxi-out value to use. See “Taxi Parameters in the Customer Databases” on page 84. When TXA is specified and taxi-out is a non-zero value, the following information is added to the RMK/ field in the filing strip: TAXI#####, where ##### is the taxi time in minutes (for example, 30) or, if needed, in hours and minutes (0130). To add the taxi-out time to the ETD in the flight plan request, type TXA on the POD line. Example: 02 POD KSFO,TXA 03 POA KMAN

Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD used in the flight plan computation. The taxi-out time is then added to the value entered for the ETD. Because no taxi-in or taxi-out time is specified in the flight plan request, JetPlan determines the values based on what is stored in the customer databases. Example: 02 POD KSFO,TXT16,TXA 03 POA KMAN,TXT11

Explanation: Instruct JetPlan to add the taxi-out time (16 minutes) to the ETD to determine the actual ETD to be used in the flight plan computation. Request a taxi-in time of 11 minutes. The taxi-out and taxi-in time values entered on the flight plan request override any taxi-in and taxi-out values stored in the customer databases. Example: 02 POD KSFO,TXA 03 POA KMAN,TXT8

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Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD to be used in the flight plan computation. Request a taxi-in time of eight minutes. Because no taxi-out time is specified in the flight plan request, JetPlan determines the value based on what is stored in the customer databases. The taxi-out time is then added to the value entered for the ETD. The taxi-in time entered on the flight plan request overrides any taxi-in value stored in the customer databases.


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Point of Departure and Point of Arrival Commands Takeoff Alternate

Takeoff Alternate The Takeoff Alternate is an EU-OPS compliant feature that enables you to specify one alternate, in IATA or ICAO format, on the POD command line. Example: 02 POD EGLL,ALT=LGW

- or 02 POD EGLL,ALT=EGKK

To validate whether the entered takeoff alternate meets EU-OPS requirements, JetPlan: • Determines the total distance from the POD to the takeoff alternate. JetPlan does this using a sequential checklist that searches first in the Alternate Database (which stores either the Route Database distance or the userspecified distance) and then by performing a great circle distance check. • Determines if the total distance from POD to takeoff alternate is less than the maximum allowable distance based on the engine-out true airspeed (EA1) specified in the ETP database (a subsection of the CADB). • Determines the setting of the ETOPS approval time parameter (ET in the ETOPS database), which then implements a time factor of one or two hours, depending on that parameter entry. A non-entry (blank or zero) provides for a one-hour factor at engine-out cruise speed. A time parameter entry of 60 minutes to 180 minutes provides for a two-hour factor at engine-out cruise speed. • Displays the takeoff alternate data (format-dependent). • Prints a warning message at the bottom of the flight plan if a takeoff alternate is not specified or if it is not within the maximum allowable distance. • Uses the engine-out flight level (EM1) set in the ETP database (a subsection of the CADB).

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C HAPTER 4

Restricted Area Commands

Restricted Area Commands Overview

Overview JetPlan allows you to define an area along the intended, or generally expected route of flight as restricted airspace through the use of the RST option and Restricted Area command line. Application of this feature forces JetPlan to generate a route that avoids the defined restriction. A restricted area may be defined at the time of flight plan creation or predefined for future and continued use. There are two types of user-defined restricted areas: delineated boundary and common route structure element. A delineated boundary is created by the demarcation of a region through the use of coordinate values. Elements of common route structure that may be used to define restricted areas include FIR/UIR boundaries, airways, and navaids. In addition, delineated boundary restricted areas can be stored in the Restricted Area Database for use at any time, as flight requirements dictate (see Chapter 37, “Restricted Area Database.”).

NOTE The restricted area functionality invoked by the RST option command and the 4D Avoid and Alert restrictive airspace functionality are two separate and distinct features. For information on the 4D Avoid and Alert feature, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”


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Restricted Area Commands Using the RST Option

Using the RST Option To apply a restricted area input to a flight plan, you must first invoke the RST option in the flight plan request. The RST option is entered on the 01 OPTIONS command line anywhere after the FP command (for example, FP,RST or FP,LP,AW,RST). When entered without any further qualifying information on the Options command line, the RST option tells JetPlan to prompt you for a restricted area input later (on the 05 RESTRICTED AREA line). At this prompt you may input either a delineated boundary, a common route structure element, or a record from the Restricted Area Database. If needed, you may even enter multiple inputs (excluding the delineated boundary type). Example: 01 02 03 05 06

OPTIONS FP,LP,RST POD EDDF POA LIRA RESTRICTED AREA (Single Input or Multiple Inputs) ROUTE J

You may also enter a restricted area input on the Options command line immediately after the RST option. However, this input must be of the predefined variety (database file name or common route structure element), and only one input is allowed here. You may not enter a delineated boundary type of input on the Options command line. To add a restricted area input on the Options command line, enter RST, followed by a slash (/) and the file or element input. The slash after RST is required (RST/XAVD1). Example: 01 OPTIONS FP,LP,RST/XAVD01

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Delineated Boundaries There are two techniques for defining delineated boundary restricted areas. The first is to demarcate a polygonal area using coordinates as corner points. The other is to define a circular region by providing a coordinate and a radius distance. In either case, each coordinate must be expressed as a number set with latitudinal and longitudinal values. User-de lineated Restricted Are as

Polygonal Areas

Circu lar Area

The following rules apply to restricted area inputs of the delineated boundary type: • A delineated boundary may be either a polygonal or circular area. – A polygonal area is composed of three to five sets of coordinates. – Coordinates must be input in a manner similar to connecting points on a piece of paper, with no lines crossing and the area enclosed. – A circular area is composed of a single coordinate followed by a radius distance. The radius must be specified in nautical miles and have the letter, R, appended. – All coordinate sets must be expressed as four-digit latitude and fivedigit longitude values. South latitude and East longitude entries must be prefixed with a minus sign (-), or the letters “S” and “E” respectively. A prefix may be omitted for the North latitude and West longitude entries (these hemispheres are accepted as default). However, you may prefix these coordinates with a plus sign (+), or the letters “N” and “W” respectively. Example: Explanation: The restricted area is the four-sided polygon created by the coordinate sets identified. 01 02 03 05

OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST POD MMUN POA LFPG RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000


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Example: Explanation: The restricted area is a one hundred mile radius around the coordinate point identified. 01 02 03 05

OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST POD MMUN POA LFPG RESTRICTED AREA N5700,W01000,100R

Restrictions By Route Structure Element There are three elements of route structure which may be used to define a restricted area: FIR/UIR boundaries, airway segments, and navaids. Using a FIR or UIR as a restricted area input allows you to avoid an entire airspace region, while specifying an airway segment or a NAVAID as a restricted area allows you to avoid the identified route structure element. When using a route structure element as a restricted area input you must explicitly identify the element by prefixing the input with a code that identifies the type of element you are entering. The following table shows each element type, its required prefix, and a description of the input value. Table 4-1

Route Structure Elements

Element

Prefix

Input Description

FIR/UIR

XIR=

Charted FIR/UIR identifier Ex. XIR=LIMM

Airway Segment

AW=

Nav1 AirwayID Nav2 Ex. AW=DQO J75 GVE

Navaid

CP=

Charted NAVAID identifier Ex. CP=KOKSY or CP=CTL

Route structure elements as restricted area inputs are typically entered on the Options command line, immediately after the RST option (RST/prefix=element input). While this method saves time, it does limit the input to only one restricted area entry. You may enter route structure elements as inputs on the Restricted Area command line. This method allows you to enter multiple restricted area inputs if needed.

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FIR/UIR Examples The examples below demonstrate the use of airspace regions as restricted area inputs. Two examples are given; one shows a restricted area input on the Options command line, the other shows a restricted area input on the Restricted Area command line.

NOTE Extraneous command line inputs are omitted for brevity (for example, POD, POA, and so on).

Example: Explanation: (Options command line) This example defines the Switzerland UIR boundary as the area to be avoided. 01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XIR=LSAS

Example: Explanation: (Restricted Area command line) This example defines the Milan, Italy UIR boundary as the area to be avoided. 01 02 03 05 06

OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST POD EDDF POA HECA RESTRICTED AREA XIR=LIMM ROUTE J

Airway Examples When defining an airway restriction, you must define an airway segment. This is done by entering a begin and an end point on the airway you wish to avoid using charted NAVAID identifiers. Enter the option, AW=, followed by the NAVAID that marks the start of the airway segment, the airway identifier/name, and finally the NAVAID that marks the end of the airway segment. Separate each identifier with a blank space. Do not enter a comma between these entries.


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The examples below demonstrate the use of airways as restricted area inputs. Two examples are given; one shows a restricted area input on the Options command line, the other shows a restricted area input on the Restricted Area command line.


Example: Explanation: (Options command line) This example defines the airway segment between Konan and Nattenheim on UL607 as restricted. Notice that a blank space separates the NAVAID and airway identifiers, not a comma. 01 OPTIONS FP,RST/AW=KONAN UL607 NTM 06 ROUTE J

Example: Explanation: (Restricted Area command line) This example defines the airway, UB4, between Rolampont and Chatillon, as restricted. 01 OPTIONS FP,RST 05 RESTRICTED AREA AW=RLP UB4 CTL 06 ROUTE J

Airway Altitude Restrictions You may restrict certain altitudes on a particular airway by including the altitude restriction option on your airway restriction input. This type of restriction instructs JetPlan to test two routes (generate two flight plans). The first flight plan uses the route that includes the defined airway segment, but at an altitude above or below the altitude restriction. The second plan uses the route that avoids the defined airway segment altogether. JetPlan prints the plan that provides the optimum results (based on your preferred performance index: fuel, time, or money). To add an altitude restriction to the airway restriction option, enter a slash (/) at the end of the defined airway restriction, followed by the prefix, FL=, and the altitude range you wish to avoid. The altitude range input follows standard flight level syntax, except that a dash ( - ) separates the two flight level inputs rather than a comma.

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Example: Explanation: This example defines an airway restriction on UB4 (same as previous example), but with a specific altitude restriction (330 to 370). The possible outcome of this input is a plan that includes the airway, UB4, with a flight level above or below the specified avoid range; or a plan that avoids UB4 between the points, RLP and CTL. 01 OPTIONS FP,RST 05 RESTRICTED AREA AW=RLP UB4 CTL/FL=330-370 06 ROUTE J

Checkpoint Examples The examples below demonstrate the use of checkpoints as restricted area inputs. Two examples are given; one shows a restricted area input on the Options command line, the other show a restricted area input on the Restricted Area command line.


Example: Explanation: (Options command line) This example defines the Frankfurt NAVAID, FFM, as a restricted overfly point. 01 OPTIONS FP,RST/CP=FFM 06 ROUTE J

Example: Explanation: (Restricted Area command line) This example defines the Honiley NAVAID, HON, as a restricted overfly point. 01 OPTIONS FP,RST 05 RESTRICTED AREA CP=HON 06 ROUTE J


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Customer Route Database Considerations When using a Customer Route Database (CRDB) file as your route input, be careful not to specify a restricted area input that conflicts with the stored route. If you are going to create a flight plan request in which a CRDB file and a restricted area are both applied as the route input and the route restriction input respectively, there is a possible conflict to consider. A problem arises when a route structure element within the CRDB file (a NAVAID or airway) matches a route structure element named as a restricted area input. The conflict is the opposing logic between the two inputs you are supplying JetPlan. On the one hand, you are saying, “give me the route stored in this CRDB file”. On the other, you are saying “be sure to avoid this route structure,” even if it is part of the stored route data. If the element you wish to avoid is part of the route you are supplying JetPlan, an error occurs. For example, consider the following inputs. Example: 01 OPTIONS FP,RST/CP=FFM 06 ROUTE RT/RTE1

If the CRDB input, RTE1, includes the checkpoint you wish to avoid, FFM, an error message is generated. This is due to the fact that there is no dynamic route selection when using a CRDB file as your route input. JetPlan, in this case, can only deliver a route based on the information stored in the CRDB file. If the stored information includes the NAVAID or airway you wish to avoid, then an obvious conflict exists. The same can be said for FIR/UIR restricted area inputs too. If the submitted route file is designed to traverse the FIR/UIR named as a restricted area, an error occurs. To alleviate this type of conflict, you must remove the restricted area input or select another CRDB file; one that does not contain the named restriction.

NOTE When using a restricted area input and the Route command line input, RT/ALL, the same conflict is possible. However, if the file selected as the optimum route contains the defined restriction (the route element you wish to avoid), only a warning banner is produced (no error message is generated).

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Applying Restricted Area Database Files Restricted Area Database files may be applied to a flight plan request (standard or scheduled) on either the Options command line or the Restricted Area command line.

NOTE This section does not consider the creation or maintenance of Restricted Area Database files. To create or manage such files, see the Customer Restricted Area Database chapter.

If you wish to enter a Restricted Area Database file name after RST on the Options command line, you may enter only one. Be sure to separate the option from the input value with a slash (/). Example: Explanation: A single Restricted Area Database file name is entered after the RST option on a standard flight plan request. 01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XNAT1

Example: Explanation: A single Restricted Area Database file name is entered after the RST option on a schedule flight plan request. 01 OPTIONS SC,FLT,JFK-LHR,DRFT,RST/XNAT1

You may enter one or more database file names on the Restricted Area command line.

NOTE

For multiple inputs, see the next section below.

Example: Explanation: A single Restricted Area Database file name is entered on the Restricted Area command line. 01 02 03 05

OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST POD MMUN POA LFPG RESTRICTED AREA XNAT1


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Applying Multiple Restricted Areas If you wish to enter more than one restricted area input in a flight plan request, you must use the Restricted Area command line only. Multiple inputs may not be entered on the Options command line. Multiple restricted area entries can include any combination of database file names and route structure elements. Each entry in a multiple input must be separated by a comma.

NOTE You may not enter more than one delineated boundary input (the type that is defined by coordinate sets).

Example: Explanation: Multiple database file names are entered on the Restricted Area command line. 01 02 03 05

OPTIONS FP,RST POD MMUN POA LFPG RESTRICTED AREA XAVD1,XAVD2

Example: Explanation: Multiple inputs, including a FIR/UIR boundary, are entered on the Restricted Area command line. 01 02 03 05

OPTIONS FP,RST POD MMUN POA LFPG RESTRICTED AREA XIR=LECM,XAVD1,XAVD2 NOTE

You may enter up to five FIR entries.

Example: Explanation: Multiple airway/altitude restrictions are entered on the Restricted Area command line. 01 OPTIONS FP,RST 05 RESTRICTED AREA AW=ONL J114 SNY/FL=200-370,AW=AVE J6 HEC/FL=310370 06 ROUTE J

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Restricted Area Commands Omitting a Restricted Area Input

Omitting a Restricted Area Input When working with stored or previously computed flight plans that contain restricted area inputs, you may enter the option, NORST, on the Options command line to prevent or cancel the application of that input. In other words, when computing or recomputing a plan that includes a restricted area input – database file name, route structure element, or delineated boundary – you may supersede that input by adding the NORST option. This may be entered on the Options command line after the FP, FPR, LD or LDR commands. With the NORST option, the 05 RESTRICTED AREA prompt is suppressed. If for some reason this does not suppress the 05 RESTRICTED AREA prompt, or if you forget to enter this option, you may enter NONE as your input at the prompt and continue to the next question. Example: 01 OPTIONS FPR,NORST

or 01 02 03 05

OPTIONS FP POD MMUN POA LFPG RESTRICTED AREA NONE


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C HAPTER 5

4D Avoid and Alert Restrictive Airspaces

4D Avoid and Alert Restrictive Airspaces Overview

Overview NOTE The 4D Avoid and Alert restrictive airspace functionality and the restricted area functionality are two separate and distinct features. The restricted area functionality is invoked by the RST option. For information on the RST option command, see the “Restricted Area Commands” chapter in the Jetplan User Manual.

This chapter provides information on the JetPlan 4D Avoid and Alert feature. This feature governs JetPlan’s behavior when it is: • Determining an optimized route and vertical profile • Providing airspace incursion alerts for a user-entered route and its computed vertical profile • Providing airspace incursion alerts for a user-entered customer route and its computed vertical profile The aspects of a restrictive airspace that most impact route optimization and route validation are its vertical and lateral boundaries, operational times, and avoidance level. Three avoidance levels are possible: Ignore, Notify, and Avoid. These are discussed in detail in the following sections.

Prerequisites The following prerequisites exist for the 4D Avoid and Alert feature: Restrictive Airspace Alerts

A restrictive airspace alert is provided for each segment of the route of a completed flight plan that is determined to incur at least one restrictive airspace with an avoidance level of Avoid or Notify. To display such alerts, you need either a flight plan format that supports alerts or an interface that automatically displays them. For more information on these requirements, contact your Jeppesen account manager.

Customer Controlled Avoid and Alert (CCAA) Database

As mentioned above, the JetPlan 4D Avoid and Alert feature requires the existence of customer records—both in the CCAA Database and in source restrictive airspace databases. These databases are discussed in detail in the following sections.


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4D Avoid and Alert Restrictive Airspaces Overview

The remainder of this chapter covers the following topics: The Customer Controlled Avoid and Alert (CCAA) Database and the source restrictive airspace databases

These database records contain information relative to the avoidance levels of restrictive airspaces. The CCAA Database is a prerequisite for the 4D Avoid and Alert feature. See “Understanding the CCAA Database” on page 107.

The JetPlan 4D Avoid and Alert flight plan options

These options invoke the restrictive airspace avoid and alert functionality. See “Working with the 4D Avoid and Alert Flight Plan Options” on page 118.

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4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database

Understanding the CCAA Database NOTE This section presents an overview of the CCAA Database and how it supports the Avoid and Alert flight plan options. For complete information on creating and maintaining CCAA Database records, see the JetPlan.com Help file for the CCAA Database.

The CCAA Database allows users to create and manage records that reference pre-defined restrictive airspace records residing in several different source restrictive airspace databases. The pre-defined restrictive airspace records contain data originating in sources such as an ARINC 424 extract, customer-provided source, or an online electronic service (for example, organized track updates or customer or vendor-provided turbulence forecasts). For this reason, these databases are referred to as “source” restrictive airspace databases. Records in the source restrictive airspace databases are referred to as “referenced” records, and records in the CCAA Database are referred to as “referencing” records. While the CCAA Database does not allow you to alter restrictive airspace records stored in source restrictive airspace databases, you can set and modify the following two important parameters in the referencing CCAA Database records: Avoidance Level

JetPlan uses the avoidance level to determine how to treat the referenced restrictive airspace when computing a flight plan—as an Avoid or Notify airspace or as an airspace that can be ignored.

Special Customer Airspace Type (SCA Type)

The SCA Type is a unique, user-defined value. You can use the SCA Type to invoke an ad hoc override of a restrictive airspace’s avoidance level.

Application of the avoidance level and SCA Type by the JetPlan 4D Avoid and Alert feature is discussed in more detail in the following paragraphs. For detailed descriptions of these two parameters, see the JetPlan.com Help file for the CCAA and User-Defined Restrictive Airspace Databases.


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Creation of the Initial CCAA Database NOTE For step-by-step procedures on creating and maintaining the CCAA Database, see the JetPlan.com Help file.

A customer-appointed authorized user is required to invoke a special procedure to initially create/reconcile the customer’s CCAA Database. This procedure both creates the CCAA Database and reconciles it to each of the source restrictive airspace databases. The CCAA Database create/reconcile procedure must be performed before the JetPlan 4D Avoid and Alert options can be used. The create/reconcile procedure only needs to be invoked once. Afterwards, the CCAA Database is automatically updated and reconciled each time one of the source restrictive airspace databases is updated. However, in the event of loss or corruption of either the CCAA Database or one or more of the source restrictive airspace databases, the authorized user can always perform the create/reconcile procedure to ensure that the CCAA Database is properly constituted. JetPlan.com provides a convenient way to perform the CCAA Database create/reconcile procedure. For instructions, see the JetPlan.com Help file. For users of the JetPlan commandline interface, the command for invoking the CCAA create/reconcile procedure is as follows: 01 OPTIONS CAA,GEN

Understanding the Source Restrictive Airspace Databases As discussed in the previous section, the CCAA Database is initially populated and subsequently updated through automatic reconciliation with the source restrictive airspace databases. The following paragraphs provide more information about these databases.

Restrictive Airspace Terminology The following terms are used throughout this chapter to describe types of restrictive airspace: Special Use Airspace (SUA)

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A government-managed airspace stored in the Generic Restrictive Airspace Database.



User-Defined Airspace

A user-defined airspace stored in the User-Defined Restrictive Airspace Database.

Organized Track Airspace

An airspace formed around an organized track and stored in the Organized Track Restrictive Airspace Database.

Jeppesen Turbulence Airspace

An airspace for which there is forecasted turbulence.

Flight Information Region/Upper Information Region Airspace (FIR/UIR)

An airspace formed by the boundaries of a FIR or UIR.

Geopolitical Country Boundary

An airspace formed by the boundaries of a country.

Avoid-Level Airspace

An airspace for which the referencing CCAA Database record has an avoidance level of Avoid.

Notify-Level Airspace

An airspace for which the referencing CCAA Database record has an avoidance level of Notify.

Ignore-Level Airspace

An airspace for which the referencing CCAA Database record has an avoidance level of Ignore.

Source Restrictive Airspace Databases The following source restrictive airspace databases are referenced by records in the CCAA Database.

NOTE Only the User-Defined Restrictive Airspace Database can be modified. The other databases are read-only.


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Generic Restrictive Airspace Database The Generic Restrictive Airspace Database is included in the suite of JetPlan navigational databases provided to you by Jeppesen. This database contains a standard, customerindependent set of restrictive airspaces, each of which is constructed based on a specific government-defined Special Use Airspace (SUA). All SUAs are extracted from the ARINC 424 file that is provided by Jeppesen’s NavData service every 28 days. These extracts are processed to produce and store airspaces in the Generic Restrictive Airspace Database. Updates The Generic Restrictive Airspace Database is updated by Jeppesen every 28 days per the ARINC 424 28-day cycle. For flight planning purposes, you have access to the current version of this database and all subsequent updates to it as soon as creation of the initial CCAA Database has been completed. From that point on, each update to the Generic Restrictive Airspace Database is immediately followed by an automatic reconciliation of the CCAA Database.

Organized Tracks Restrictive Airspace Database The Organized Tracks Restrictive Airspace Database is included in the suite of JetPlan navigational databases provided to you by Jeppesen. This database contains Organized Tracks restrictive airspaces built around the following organized track structures: • North Atlantic tracks (NATS) • Pacific tracks (PACOTS) – includes the Northern Pacific tracks as well as the Flex tracks for Hawaii to and from Japan • Australian tracks (AUSOTS) Updates Jeppesen updates the Organized Tracks Restrictive Airspace Database periodically over a 24hour period each day as it receives and processes track updates from the appropriate government agencies. For flight planning purposes, you have access to the current version of this database and all subsequent updates as soon as creation of the initial CCAA Database has been completed. From that point on, each update to the Organized Tracks Restrictive Airspace Database is immediately followed by an automatic reconciliation of the CCAA Database.

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Turbulence Restrictive Airspace Database This customer-specific database contains restrictive airspaces based on forecasted turbulence. Data such as lateral and vertical boundaries and intensity levels that define any given forecasted turbulence restrictive airspace must be provided by a system operated by the customer or by a vendor on behalf of the customer. Updates Customer forecasted turbulence data is received by an offline Jeppesen process that initially populates the Turbulence Restrictive Airspace Database and then maintains it 24 hours a day, seven days a week. For flight planning purposes, you have access to the current version of this database and all subsequent updates as soon as creation of the initial CCAA Database has been completed. From that point on, each update to the Turbulence Restrictive Airspace Database is immediately followed by an automatic reconciliation of the CCAA Database.

NOTE Only customers that provide their own data defining forecasted turbulence airspaces have access to the Turbulence Restrictive Airspace Database. Contact your Jeppesen account manager for more information.

FIR/UIR Restrictive Airspace Database The FIR/UIR Restrictive Airspace Database is included in the suite of JetPlan navigational databases provided to you by Jeppesen. This database contains FIR/UIR restrictive airspaces built around FIR/UIR boundaries. Updates FIR/UIR data is extracted from the ARINC 424 file that is provided by Jeppesen’s NavData service every 28 days. The data is normally not modified during mid-cycle (non 28-day) updates, but can be if needed. For flight planning purposes, you have access to the current version of this database and all subsequent updates as soon as creation of the initial CCAA Database has been completed. From that point on, each update to the FIR/UIR Restrictive Airspace Database is immediately followed by an automatic reconciliation of the CCAA Database.

Geopolitical Country Restrictive Airspace Database The Geopolitical Country Restrictive Airspace Database is included in the suite of JetPlan navigational databases provided to you by Jeppesen. This database contains airspaces defined by geopolitical country boundaries.


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Updates Geopolitical country boundary data is derived from Jeppesen’s NavData. For flight planning purposes, you have access to the current version of this database and all subsequent updates as soon as creation of the initial CCAA Database has been completed. From that point on, any update to the Geopolitical Country Restrictive Airspace Database is immediately followed by an automatic reconciliation of the CCAA Database.

User-Defined Restrictive Airspace Database This database contains restrictive airspaces that are specific to a customer. A customerauthorized user can create and change airspaces in the User-Defined Restrictive Airspace Database by using the User-Defined Restricted Areas options on the CCAA Database page in JetPlan.com. For information on creating User-Defined Restrictive Airspace Database records, see the JetPlan.com Help file.

Understanding the Contents of CCAA Database Records This section covers the following elements of CCAA Database records: • The RSA Tag • The SCA Type • Default avoidance levels

The RSA Tag A given CCAA Database record is uniquely defined by its Restrictive Airspace (RSA) Tag. The RSA Tag is made up of (from left to right): • The ICAO code (two characters) • The restrictive type (one character) • The restrictive airspace designation (up to ten characters) • The multiple code (optional – one character) For example, WXUHURIRENE_1 is an RSA Tag, where WX is the ICAO code, U is the restrictive type, HURIRENE is the restrictive airspace designation, and 1 is the multiple code.

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The RSA Tag in a CCAA Database record acts as a reference to an airspace that has the same tag and that is stored in one of the source restrictive airspace databases. Interfaces such as JetPlan.com take advantage of this relationship by enabling you to view a particular CCAA Database record and also the source restrictive airspace record that it references. You can view any of the parameters stored for the referenced airspace, such as vertical and lateral boundaries, operational times, start and end effectivity, and so on.

The ICAO Code in the RSA Tag For a CCAA Database record that references an SUA record in the Generic Restrictive Airspace Database, the ICAO code portion of the RSA tag is the actual ICAO code that defines the region within which that SUA resides. However, for a CCAA Database record that references a record in one of the other source restrictive airspace databases, the ICAO code in the RSA Tag is an arbitrary 2-letter code that represents the airspace type. To identify the airspace type for records in the Organized Track, Turbulence, FIR/UIR, and Geopolitical Country Restrictive Airspace Databases and for their corresponding records in the CCAA Database, Jeppesen inserts the following codes into the ICAO portion of the RSA tag: • OT – For records in the Organized Track Restrictive Airspace Database and their corresponding CCAA Database referencing records • JT – For records in the Turbulence Restrictive Airspace Database and their corresponding CCAA Database referencing records • JF – For records in the FIR/UIR Restrictive Airspace Database and their corresponding CCAA Database referencing records • CB – For records in the Geopolitical Country Restrictive Airspace Database and the corresponding CCAA Database referencing records. For user-defined airspaces, the user decides how to define the ICAO code portion of the RSA tag. For instance, in the user-defined record with the RSA tag WXUHURIRENE_1, the airspace type is WX, which the user has chosen to convey the fact that the referenced airspace is based on weather activity.


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About the Default SCA Type and Default Avoidance Level As discussed above, each CCAA Database record also contains an SCA Type and an avoidance level. Three avoidance levels are possible: Ignore, Notify (Alert), and Avoid. When the CCAA Database is first established, each of its records is assigned an initial, sourcedependent default SCA Type and also a default avoidance level. The methods used to determine these default values vary, depending on which source restrictive airspace database a CCAA Database record is referencing. The following table shows how the default SCA Types and avoidance levels are determined. Table 5-1

Default SCA Types and Avoidance Levels in CCAA DB Records

Referenced Source Database Records Generic Restrictive Airspace Database records (SUAs)

Default SCA Types

Default Avoidance Levels

CCAA Database records that reference SUA records in the Generic Restrictive Airspace Database have a blank default SCA Type value.

CCAA Database records that reference SUA records in the Generic Restrictive Airspace Database have a default avoidance level value determined by an automatic mapping between the restrictive airspace type and avoidance level. This mapping is controlled by preferences stored in the JetPlan Customer Preference Database. For example, for a given customer, a part of the mapping may be that all SUAs for which the restrictive type is R are mapped to the Avoid avoidance level. For more information on the mapping of restrictive type to avoidance level in your Customer Preference Database, contact your Jeppesen account manager.

Organized Tracks Restrictive Airspace Database records

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CCAA Database records that reference records in the Organized Tracks Restrictive Airspace Database have a default SCA Type value of NAT for NATs, PAC for PACOTS, and AUS for AUSOTS.

The default avoidance level for CCAA Database references to NAT and PACOTS restrictive airspaces is Avoid. The default avoidance level for CCAA Database references to AUSOTS restrictive airspaces is Notify.



Table 5-1

Default SCA Types and Avoidance Levels in CCAA DB Records (continued)

Referenced Source Database Records Turbulence Restrictive Airspace Database Records

Default SCA Types


CCAA Database records that reference records in the Turbulence Restrictive Airspace Database have a default SCA Type value of JTA.

CCAA Database records that reference records in the Turbulence Restrictive Airspace Database have a default avoidance level value determined by the automatic mapping between the restrictive airspace type and avoidance level. For Turbulence Restrictive Airspace Database records, the restrictive airspace type is always set to the turbulence intensity level, which is a number between 0 and 9.For information on the mapping of airspace-type to avoidance-level in your Customer Preference Database, contact your Jeppesen account manager.

FIR/UIR Restrictive Airspace Database Records

Each CCAA Database record that references records in the FIR/UIR Restrictive Airspace Database has a default SCA Type value of one of the following: • FIR – Flight information region (lower level) • UIR – Upper information region

The default avoidance level for CCAA Database references to FIR/UIR restrictive airspaces is Ignore. To use these restrictive airspaces in CCAA, CCAAN, CCAAQ, and CCAAF flight plans, change the default avoidance level in the appropriate CCAA Database record to Avoid or Notify.

• F/U – Both upper and lower information region Geopolitical Country Restrictive Airspace Database Records


Each CCAA Database record that references records in the Geopolitical Country Restrictive Airspace Database has a default SCA Type that corresponds to the ISO code for the country—for example, GB for the United Kingdom, BE for Belgium, BD for Bangladesh, and so on.

The default avoidance level for CCAA Database references to Geopolitical Country restrictive airspaces is Ignore. To use these restrictive airspaces in GCAN and GCAA flight plans, change the default avoidance level in the appropriate CCAA Database record to Avoid or Notify.

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Table 5-1

Default SCA Types and Avoidance Levels in CCAA DB Records (continued)

Referenced Source Database Records User-Defined Restrictive Airspace Database Records

Default SCA Types


CCAA Database records that reference records in the UserDefined Restrictive Airspace Database have a blank default SCA Type value.

CCAA Database records that reference records in the UserDefined Restrictive Airspace Database have a default avoidance level value determined by an automatic mapping between the restrictive airspace type and avoidance level. This mapping is controlled by preferences stored in the JetPlan Customer Preference Database. For example, for a given customer, a part of the mapping may be that all user-defined restrictive airspaces for which the restrictive type is U are mapped to the Ignore avoidance level. For more information on the mapping of airspace type to avoidance level in your Customer Preference Database, contact your Jeppesen account manager.

Modifying the SCA Type and the Avoidance Level NOTE For step-by-step procedures on modifying CCAA Database records, see the JetPlan.com Help file.

An authorized user can, at any time, set or change the value for the SCA Type in a CCAA Database record using JetPlan.com. This is significant because the SCA Type can be used to override the avoidance level of certain airspaces on a specific flight plan request. In addition, an authorized user can change the avoidance level in a CCAA Database record using JetPlan.com. The avoidance level determines how JetPlan treats a restrictive airspace with regard to optimizing and validating routes and vertical profiles and issuing alerts. Once you change an avoidance level in a CCAA Database record, that avoidance level remains unchanged when the associated airspace record in the source restrictive airspace database is subsequently updated. The same concept applies to the SCA Type. For example, assume that you have a CCAA Database record that has the RSA Tag K2R2601A and an avoidance level of Avoid. This CCAA Database record references a source record with the same RSA Tag in

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the Generic Restrictive Airspace Database. If you change the CCAA Database record’s avoidance level to Notify and its SCA Type to MI, the avoidance level and the SCA Type in the CCAA Database record stays the same, even if the referenced source restrictive airspace record is changed by a 28-day cycle update of the Generic Restrictive Airspace Database.


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4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options

Working with the 4D Avoid and Alert Flight Plan Options This section describes the 4D Avoid and Alert flight plan options and how they are used in flight planning.

NOTE The CCAA Database must contain records before you can use the 4D Avoid and Alert flight plan options. See “Creation of the Initial CCAA Database” on page 108. See also the CCAA Database and User-Defined Restrictive Area Database Help files in JetPlan.com.

Understanding the 4D Avoid and Alert Flight Plan Options The JetPlan 4D Avoid and Alert Functionality is activated and influenced by the following flight plan options: CCAA

This option invokes the 4D Avoid and Alert functionality. When CCAA is specified, JetPlan ensures that avoid-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces are avoided when determining an optimum route and profile. JetPlan allows notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces to be traversed by the optimum route and profile, but alerts must be posted for each such traversal. For more information, see “Using the CCAA, CCAAN, and CCAAF Options” on page 120.

CCAAN

This option invokes the 4D Alert functionality. When CCAAN is specified, JetPlan allows both avoid and notify-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces to be traversed when determining an optimum route and profile. Alerts must be posted for each such traversal. Alerts for

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traversal of avoid-level airspaces must be distinguishable from alerts for traversal of notify-level airspaces. For more information, see “Using the CCAA, CCAAN, and CCAAF Options” on page 120.

NOTE CCAA and CCAAN apply to SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces but not to organized track or geopolitical country airspaces. See “Using the ORTRKA and ORTRKN Options” on page 124 and “Using the GCAA and GCAN Options” on page 125.

CCAAF

This option invokes 4D Avoid and Alert functionality, using a finer latitude/longitude (lat/long) grid for avoidance of avoid-level airspaces when direct (D) routing has been specified on the flight plan. For more information, see “Using the CCAA, CCAAN, and CCAAF Options” on page 120.

ORTRKA

This option invokes 4D Avoid functionality for organized track airspaces. When ORTRKA is specified, JetPlan ensures that all avoid-level organized track airspaces are avoided when determining an optimum route and profile. JetPlan allows notify-level organized track airspaces to be traversed by the optimum route and profile, but alerts must be posted for each such traversal. For more information, see “Using the ORTRKA and ORTRKN Options” on page 124.

ORTRKN

This option invokes 4D Alert functionality for organized track airspaces. When ORTRKN is specified, JetPlan allows both avoid and notify-level organized track airspaces to be traversed when determining an optimum route and profile. Alerts must be posted for each such traversal. For more information, see “Using the ORTRKA and ORTRKN Options” on page 124.

GCAA

The GCAA option invokes 4D Avoid functionality for geopolitical country airspaces. The GCAA option avoids a country with the avoidance level of Avoid in the CCAA DB when determining an optimal route and profile. The GCAA option can be used with or without the CCAA or CCAAN option.


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The GCAN option invokes 4D Alert functionality for geopolitical country airspaces. This option allows countries with an avoidance level of Avoid or Notify when determining an optimal route and profile, but generates an alert for each such traversal. The GCAN option can be used with or without the CCAA or CCAAN option.

GCAN

Options that may be used in combination with CCAA or CCAAN: AVDERR

This option invokes Avoid Error messaging functionality, which includes specific information about avoid-level airspace incursions in error messages when applicable. For details, see “Using the AVDERR Option” on page 126.

EXSS

This option invokes Except SIDS/STARS functionality, which allows certain exceptions for SIDS and STARS traversing SUAs. For details, see “Using the EXSS Option” on page 126.

EXCD

This option invokes Except Climb and Descent functionality, which allows certain exceptions for segments starting before Top of Climb (TOC) or ending after Top of Descent (TOD) or that are part of a SID or STAR. For details, see “Using the EXCD Option” on page 127.

CCAAQ

This option invokes CCAA Qualify functionality, which directs the system to qualify the route as needing 4D avoidance before computing an optimized route with 4D in effect. For details, see “Using the CCAAQ Option” on page 127.

NOTE AVDERR and CCAAQ are also customer preferences. See “Understanding 4D Avoid and Alert Customer Preferences” on page 132.

All of the options summarized above are described in more detail in the following sections.

Using the CCAA, CCAAN, and CCAAF Options The CCAA, CCAAN, and CCAAF options apply to all SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces but not to organized tracks or geopolitical country airspaces.

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Using the CCAA Option The CCAA option invokes the 4D Avoid and Alert functionality, with full avoidance of avoidlevel SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. In addition, alerts are generated for incursions of notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Organized track restrictive airspaces are not considered. In the JetPlan command-line interface, the input for the CCAA option is as follows: 01 OPTIONS FP,CCAA

When the CCAA flight plan option is invoked, any SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces can impact (1) JetPlan’s determination of an optimum route and vertical profile, (2) JetPlan’s provision of alerts based on a user-defined route and its computed vertical profile, and (3) JetPlan’s provision of alerts based on a userselected customer route and its computed vertical profile. The manner of the impact depends on whether the airspace is an ignore, alert, or avoid-level airspace, as described below: Ignore-Level Airspace

The airspace has no impact on the flight plan computation or flight plan output. JetPlan ignores the restrictive airspace.

Notify-Level Airspace

The airspace has no impact on the flight plan computation. JetPlan generates an alert for each segment of the flight plan that incurs the airspace.


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Avoid-Level Airspace

JetPlan responds as follows to restrictive airspaces with an avoidance level of Avoid: • When determining an optimum route. JetPlan avoids the airspace in the most optimal manner (laterally by route or vertically by profile), depending on the capacity of the aircraft and on the restrictive airspace’s operational time, its effective status, and its lateral, upper, and lower boundaries.

NOTE If, for a given flight plan computation, it is not possible to determine a route and profile that successfully avoid all of the relevant avoid-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces, JetPlan returns an error.

• When the user defines the route using the Specific Route Selector (SRS), that route is subjected to vertical profile optimization. If one or more route segments of that route are then determined to incur the restrictive airspace, an alert is issued for each combination of segment and airspace. • When the user requests customer route optimization, then each customer route is subjected to vertical profile optimization. If, for a given customer route, one or more route segments of that route are determined to incur the restrictive airspace, the entire route is eliminated from consideration as the optimum route. If for a given flight plan computation, all customer routes are eliminated because each incurs at least one airspace with the avoidance level of Avoid, JetPlan returns an error. • When the user requests a specific customer route, that route is subjected to vertical profile optimization. If one or more route segments of that route are then determined to incur the restrictive airspace, an alert is issued for each combination of segment and incurred airspace.

Using the CCAAN Option The CCAAN flight plan option differs from the CCAA option in the treatment of avoid-level airspaces. While the CCAA option invokes full avoidance of avoid-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces, the CCAAN option invokes alerting for route segment incursions of these airspaces. No attempt is made to avoid avoidlevel restrictive airspaces.

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In the JetPlan command-line interface, the input for CCAAN is as follows: 01 OPTIONS FP,CCAAN

This command invokes the 4D Alert functionality, alerting on all incursions of avoid-level and notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Avoid-level restrictive airspaces are not avoided. Organized track restrictive airspaces are not considered.

NOTE The CCAAN option overrides the CCAA option if both are entered on the same flight plan request.

NOTE The CCAA/CCAAN options can be used with the ORTRKA/ORTRKN and GCAA/GCAN options. See “Using the ORTRKA and ORTRKN Options” on page 124 and “Using the GCAA and GCAN Options” on page 125.

Using the CCAAF Option The CCAAF option is intended for use when CCAA does not produce a reasonable flight plan because of excessive avoid-level SUA or user-defined, Jeppesen turbulence, or FIR/UIR airspace congestion anywhere along the route. When the CCAAF option is invoked, and direct (D) routing has been specified on the flight plan, the route optimizer uses a finer lat/long grid than is used when the standard CCAA or CCAAN option has been invoked. The spacing of the fine lat/long grid is one half the size of the standard grid used with CCAA flight plans. For example the standard grid is 1 degree latitude by 10 degrees longitude for an east/west non-polar region. The fine grid for the same route would be ½ degree latitude by 5 degrees longitude. A good indication that CCAAF may be preferable to the CCAA option is when a large deviation from the great circle route results with D routing and the CCAA flight plan option. For example, because of the density of SUAs in Mexico, Arizona, and Southern California on


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the route from KDFW to KLAX, the CCAA option can result in the flight deviating north well into Colorado and Utah or south into Mexico, depending on the weather. When the CCAAF option is invoked, the route goes through New Mexico and Arizona.

NOTE Because the use of the fine grid generates so many possible segments for evaluation, additional compute time is required. Very long flights may exceed the capabilities of the system and produce a “WETRAD” error.

NOTE If you enter both the CCAA and the CCAAF commands on the same flight plan request, the system uses the first command entered and ignores the second command. Also, the CCAAN option always overrides both the CCAA and the CCAAF option.

Using the ORTRKA and ORTRKN Options The ORTRKA and ORTRKN options apply only to organized tracks airspaces. The impact of the ORTRKA option on JetPlan’s treatment of organized track airspaces is the same as the impact of the CCAA option on JetPlan’s treatment of avoid-level SUAs and user-defined, Jeppesen turbulence, and FIR/UIR airspaces. Similarly, the ORTRKN option has the same impact as the CCAAN option but applies only to organized tracks restrictive airspaces. When required to avoid one or more organized track airspaces, JetPlan attempts to avoid them either laterally or vertically, taking into account the effective times of the restriction. It is the nature of such airspaces that lateral avoidance keeps the aircraft at least 60 nm from the associated track. In the JetPlan command-line interface, the input for ORTRKA is as follows: 01 OPTIONS FP,ORTRKA

This command invokes the 4D Avoid and Alert functionality, with full avoidance of organized tracks airspaces. Other types of restrictive airspaces (SUAs, user-defined, Jeppesen turbulence airspaces, and FIR/UIR airspaces) are not considered. In the JetPlan command-line interface, the input for ORTRKAN is as follows: 01 OPTIONS FP,ORTRKAN

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This command invokes the 4D Alert functionality, alerting on all incursions of organized tracks airspaces. No organized tracks airspaces are avoided. Other types of restrictive airspaces (SUAs, user-defined, Jeppesen turbulence airspaces, FIR/UIR, and geopolitical country airspaces) are not considered.

NOTE The ORTRKA/ORTRKN options can be used with or without the CCAA/CCAAN options. See “Using the CCAA, CCAAN, and CCAAF Options” on page 120).

Using the GCAA and GCAN Options The GCAA and GCAN options apply only to geopolitical country airspaces. The GCAA option avoids a country with the avoidance level of Avoid in the CCAA DB when determining an optimal route and profile. The GCAN option invokes 4D Alert functionality for geopolitical country airspaces. This option allows countries with an avoidance level of Avoid or Notify when determining an optimal route and profile, but generates an alert for each such traversal. The default avoidance level for geopolitical country airspaces is Ignore.

NOTE The GCAA/GCAN options can be used with or without the CCAA/CCAAN options. See “Using the CCAA, CCAAN, and CCAAF Options” on page 120).

The impact of the GCAA option on JetPlan’s treatment of geopolitical country airspaces is the same as the impact of the CCAA option on JetPlan’s treatment of avoid-level SUA, userdefined, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Similarly, the GCAN option has the same impact as the CCAAN option but applies only to geopolitical country airspaces. In the JetPlan command-line interface, the input for GCAA is as follows: 01 OPTIONS FP,GCAA

This command invokes the 4D Avoid and Alert functionality, with full avoidance of geopolitical country airspaces. Other types of restrictive airspaces (SUAs, user-defined, Jeppesen turbulence, FIR/UIRs, and organized tracks) are not considered. In the JetPlan command-line interface, the input for GCAN is as follows: 01 OPTIONS FP,GCAN


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This command invokes the 4D Alert functionality, alerting on all incursions of geopolitical country airspaces. No geopolitical country airspaces are avoided. Other types of restrictive airspaces (SUAs, user-defined, Jeppesen turbulence, FIR/UIRs, and organized tracks) are not considered

Using the AVDERR Option NOTE AVDERR is also available as a customer preference. When the preference is enabled, AVDERR functionality applies to all CCAA flight plans automatically. See “Understanding 4D Avoid and Alert Customer Preferences” on page 132.

As explained in “Using the CCAA Option” on page 121, if it is not possible to determine a route that successfully avoids all restrictive airspaces that have an avoidance level of Avoid, JetPlan returns an error. In this case, the general PUZZLE01 error message indicates only that a valid route could not be found, given the flight plan inputs. No information about avoid-level airspace incursions is provided. The AVDERR flight plan option is designed to provide such information. When the AVDERR flight plan option is invoked along with the CCAA option, JetPlan alerts the user when JetPlan cannot find a valid route due to incursions of avoid-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. The system also lists the specific route segment and airspace name for each incursion. In the JetPlan command-line interface, the inputs are as follows: 01 OPTIONS FP,CCAA,AVDERR

NOTE When the EXSS flight plan option is invoked, SIDs and STARs are not checked for incursions of SUAs, and thus, these incursions by SIDs and STARs do not generate errors or alerts. See “Using the EXSS Option” on page 126.

Using the EXSS Option It is not uncommon for a SID or STAR to traverse avoid-level SUAs or notify-level SUAs. When the EXSS option is invoked with the CCAA or CCAAN option, standard CCAA and CCAAN functionality applies except that JetPlan considers it acceptable for SIDS and STARS to traverse SUAs. Therefore, alerts for traversal of SUAs are suppressed for any segment that is part of a SID or STAR.

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In the JetPlan command-line interface, the inputs are as follows: 01 OPTIONS FP,CCAA,EXSS

- or 01 OPTIONS FP,CCAAN,EXSS

Using the EXCD Option When the EXCD option is invoked with the CCAA or CCAAN option, standard CCAA and CCAAN functionality applies except that segments starting before Top of Climb (TOC) or ending after Top of Descent (TOD) or that are part of a SID or STAR are not checked for SUA incursions. Airspace incursion alerts are suppressed for any segments that meet one or more of the following conditions: • The segment coincides with a SID or STAR (same functionality as for the EXSS option; see “Using the EXSS Option” on page 126). • The segment’s initial fix occurs prior to but not at TOC. • The segment’s ending fix occurs after but not at TOD. In the JetPlan command-line interface, the inputs are as follows: 01 OPTIONS FP,CCAA,EXCD

- or 01 OPTIONS FP,CCAAN,EXCD

Using the CCAAQ Option NOTE CCAAQ is also available as a customer preference. When the preference is set, CCAAQ functionality applies to all CCAA flight plans automatically. See “Understanding 4D Avoid and Alert Customer Preferences” on page 132.

When the CCAAQ flight plan option is invoked together with the CCAA option, the system computes the route from the POA to the POD, looking for any avoid-level SUA, user-defined, Jeppesen turbulence, or FIR/UIR airspace incursions. If even one such incursion occurs, the system automatically reruns the flight plan as a CCAA plan.


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For city pairs for which the probability of one or more avoid-level SUA, user-defined airspace, Jeppesen turbulence, or FIR/UIR airspace incursions by the optimum route/profile is less than 50% on a long-term basis for any given departure time/date, use of the CCAAQ option along with the CCAA option can save significant computation time compared to use of the CCAA alone. For the majority of flight plans, it saves the route selector from having to perform unnecessary time consuming airspace avoidance computations for each candidate radial within the optimization ellipse. On the other hand, for city pairs for which the probability of one or more avoid-level SUA, user-defined, Jeppesen turbulence, or FIR/UIR airspace incursions is greater than 50%, use of the CCAAQ option along with the CCAA is not advised as it adds to the computation time for the majority of flight plan computations compared to use of the CCAA option by itself. In summary, the CCAAQ option is preferable as an add-on to the CCAA option for any given city pair if it is determined that there is less than a 50% probability of one or more avoid-level SUA, user-defined, Jeppesen turbulence, or FIR/UIR airspace incursions by the optimum route for that city pair on a long-term basis. CCAAQ is functional only when entered along with the CCAA flight plan option. It has no impact when entered alone or with the CCAAN option.

Understanding the City Pair and City Pair Fleet Database CCAAQ Parameters The City Pair Fleet and City Pair Databases each contain a CCAAQ parameter. The value of each parameter has the potential to influence the application of the CCAAQ option on flight plan requests that include the CCAA option and the applicable city pair or city pair fleet combination. In both the City Pair Fleet and the City Pair Databases, the choices for the CCAAQ parameter are: • Yes – Ensures that the CCAAQ option is imposed whenever the CCAA option and the city pair or city pair fleet combination are present in the flight plan request. • No – Ensures that the CCAAQ option is not imposed whenever the CCAA option is in effect for the city pair or city pair fleet combination, unless the CCAAQ option is explicitly invoked by the user on the flight plan request. • Unset (Default) – The CCAAQ parameter has no influence.

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The City Pair Fleet Database has precedence over the City Pair Database. In other words, if the CCAAQ parameter in the City Pair Fleet Database is set to No and the parameter in the City Pair Database is set to Yes, then the effective value is No. The CCAAQ City Pair and City Pair Fleet Database parameters are applied together with the CCAAQ User Preference setting as follows: • If the CCAAQ flight plan option is specified in conjunction with CCAA (for example, 01 OPTIONS FP,CCAA,CCAAQ, in command-line mode), then the CCAAQ option is in effect, no matter what the settings are for the CCAAQ parameters in the City Pair Fleet and/or City Pair Database records and regardless of whether or not the CCAAQ preference is turned on. • If the CCAAQ flight plan option is not specified, but the CCAA option is (for example, 01 OPTIONS FP,CCAA, in command-line mode), then the CCAAQ option is in effect if one of the following conditions is met: – The CCAAQ parameter in the applicable City Pair Fleet Database record is set to Yes. - or – The CCAAQ parameter in the applicable City Pair Database record is set to Yes, and the CCAAQ parameter in the applicable City Pair Fleet Database record is set to Yes or Unset. - or – The CCAAQ parameters in the City Pair and City Pair Fleet Database records are not set, but the CCAAQ User Preference is turned on.

Overriding an Avoidance Level on a Flight Plan As described above, an airspace’s avoidance level is determined by the avoidance level set in its referencing CCAA Database record. If you are using a front-end GUI application such as JetPlan.com or Jeppesen Dispatch Control, you can override this avoidance level for a given flight plan request. JetPlan applies the ad hoc avoidance level during route optimization or validation, regardless of the airspace’s default avoidance level in its referencing CCAA Database record.


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This ad hoc avoidance level override can be accomplished by any of the following means: • You can specify the restrictive airspaces by name (called “Restrictive Airspace Designation” or “AD” in JetPlan.com). • You can specify SCA Types as defined and stored in CCAA Database records. For each SCA Type specified, all referencing restrictive airspace records in the CCAA Database with that SCA Type are impacted by the ad hoc avoidance-level override. • You can specify a combination of restrictive airspaces by name and SCA Type. JetPlan applies the following precedence rules when ad hoc avoidance-level overrides are specified in a flight plan request: • For a given airspace, an ad hoc avoidance-level override always takes precedence over the avoidance level in the airspace’s referencing CCAA Database record. • Avoidance levels for restrictive airspaces that are specified by name (Restrictive Airspace Designation) in an ad hoc avoidance-level override have higher priority than avoidance levels for the same airspaces specified by SCA Type. For example, a flight plan request may include an ad hoc avoidance-level override for an airspace specified by name. The same flight plan request may also include another avoidance-level override for an SCA Type that happens to apply to the same airspace specified by name. In this case, the ad hoc avoidance level applied to the airspace by name takes precedence over the avoidance level applied by SCA Type. • If, on a given flight plan, there are two or more ad hoc avoidance-level overrides applied to the same airspace name or to the same SCA Type, the specification of Avoid takes precedence over any other avoidance-level specified.

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As an example, the following graphic shows the Customer Controlled Avoid and Alert area in the New Flight Planner in JetPlan.com. You can use this area to invoke 4D Avoid and Alert options and enter ad hod avoidance levels. (Note that in this view, the SCA Type is abbreviated as “SCAT.”)

Figure 5.1.

Customer Controlled Avoid and Alert Options in JetPlan.com

NOTE For more information, see the documentation for your front-end GUI application or contact your Jeppesen account manager.


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4D Avoid and Alert Restrictive Airspaces Understanding 4D Avoid and Alert Customer Preferences

Understanding 4D Avoid and Alert Customer Preferences Settings for the following customer preferences can be used to customize the application of the CCAA and CCAAN flight plan options. When the customer preference is enabled, the specified functionality is applied automatically rather than having to be invoked on a flight plan-by-flight plan basis.

NOTE Customer preferences are set by Jeppesen. For more information on these preferences, contact your Jeppesen account manager.

NOTE As discussed in “Overriding an Avoidance Level on a Flight Plan” on page 129, Customer Preference settings determine the default avoidance level for each record in the CCAA Database. For more information, contact your Jeppesen account manager.

4D Altitudes (4DALTS) Preference The 4DALTS preference allows you to define the lowest cruise altitude used for eliminating avoid restrictive airspaces. This speeds up CCAA computations by reducing the number of avoid restrictive airspaces considered for a given flight plan. For example, when 4DALTS=290, the minimum cruise altitude to be considered by the 4D Avoid and Alert function is FL290. You also have the option to specify minimum flight levels that apply within the range of up to four separate, defined great circles. For example, you can set 4DALTS to use FL050 within a great circle distance of 0 nm to 300 nm, FL150 within a great circle distance of 301 nm to 1000 nm, and so on, up to four great circles.

AVDERR Preference When the AVDERR preference is set, and the CCAA flight plan option has been invoked, the system automatically behaves as if the AVDERR flight plan option has been submitted along with the CCAA option. For information on how AVDERR works, see “Using the AVDERR Option” on page 126.

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4D Avoid and Alert Restrictive Airspaces Understanding 4D Avoid and Alert Customer Preferences

CCAAQ Preference When the CCAAQ preference is set, and the CCAA flight plan option has been invoked, the system automatically behaves as if the CCAAQ flight plan option has been submitted along with the CCAA option. For information on how CCAAQ works, see “Using the CCAAQ Option” on page 127.


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4D Avoid and Alert Restrictive Airspaces Understanding 4D Avoid and Alert Error Messages

Understanding 4D Avoid and Alert Error Messages When a user specifies a route on a CCAA flight plan (for example, an SRS or company route), alert messages provide information about any incursions of avoid or notify-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Similarly, for a CCAAN flight plan, alert messages provide information about any incursions of avoid or notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Each alert message contains the following information: • The avoidance level of the airspace that has been incurred. • The start and end point of the route segment that has incurred the airspace. • Information on the airspace, including a one-character code for the source restrictive airspace database (G for Generic, U for User-Defined, J for Turbulence, F for FIR/UIR, P for Geopolitical Country). • The RSA Tag for the airspace. • Repetition of the restrictive airspace designation and the multiplier code from the RSA Tag to make it easier to find in case the user wants to use it for an ad hoc override of the airspace’s default avoidance level. See “Overriding an Avoidance Level on a Flight Plan” on page 129. For example, the following is an example of an alert message for an incursion of a notify-level airspace by a customer-entered route: Segment MEDOG ABAPO incurs alert airspace GEGD203_____B:203_____B SENNYBRIDGE

In the alert message above: • G signifies that the source database is the Generic Restrictive Airspace Database (the airspace is an SUA). • EGD203_____B is the RSA Tag. • The ICAO code is EG. • The restrictive type is D, the restrictive airspace designation is 203_____, and the multiple code is B. Note that the restrictive airspace designation and multiple code (203_____B) are repeated after the colon.

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4D Avoid and Alert Restrictive Airspaces Understanding 4D Avoid and Alert Error Messages

The following is an example of an alert message for an incursion of an avoid-level restrictive airspace by a customer-entered route. The User-Defined Restrictive Airspace Database is the source database, and, again, the airspace designation is repeated after the colon. Route incurs avoid-level restrictive airspace: Segment SLANY MALOT incurs avoid airspace UJKPTEST0:TEST0 TEST

For a description of the RSA Tag, see “Understanding the Contents of CCAA Database Records” on page 112.


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C HAPTER 6

Route Commands

Route Commands About Route Commands

About Route Commands JetPlan provides the following methods for selecting a route. Each route-selection method supports the ultimate goal of producing a flight plan. The methods vary to some degree in approach and application. This chapter focuses on how each method is used. Route Optimizer

This is JetPlan’s traditional route selection method. Your inputs (or lack thereof) are the tools that control the route selection process. The Route Optimizer works with both “dynamic” and “non-dynamic” inputs. A dynamic route input is one that entrusts the system to determine and deliver the missing pieces of the routing puzzle. A non-dynamic route input is one that dictates the route each step of the way. Routes are generated using the JetPlan Navigation Database as the source of airway and waypoint information. The Route Optimizer can be used alone or combined with the Specific Route Selector to produce the precise routing that meets your needs.

Specific Route Selector (SRS)

The SRS allows complete control of the route. Unlike the Route Optimizer, the SRS requires input of the full route. Using Jeppesen syntax, you can specify a customer route from POD to POA. The SRS can also be used in conjunction with the Route Optimizer to produce combination routes. The source of navigational information for the SRS is the Jeppesen Aviation Database (JAD), which uses the ARINC 424 standard.

Customer Route Database (CRDB)

This is another non-dynamic route input method because you enter a user-defined CRDB record name to use a pre-stored route when the flight plan is computed. Before you can use a CRDB record, you must first create the desired route using one of the route selection tools mentioned above. When satisfied with the route, you can save it to the CRDB for subsequent recall and application in your flight plan requests.

Coded Departure Route (CDR) Database

Coded Departure Routes are predefined alternate routes for flying between city pairs when a user-preferred route is not available due to weather or traffic constraints. Coded departure routes are complete routes from departure to arrival, including terminal procedures. The FAA maintains coded departure routes and publishes an updated list of the effective coded departure routes every 56 days. Each record in the Customer Coded Departure Route Database is a duplicate of a coded departure route stored in the generic NavData Coded Departure


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Route Commands About Route Commands

Route Database, which is replaced every 56 days. You can enter the coded departure route record name to use the pre-stored route when the flight plan is computed. The following sections cover each of the above route selection tools in detail.

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Route Commands Route Optimizer

Route Optimizer The Route Optimizer is both the simplest and the most complicated means of entering a route input on the JetPlan system. The simplicity shines in its dynamic ability to provide a route with a minimum of inputs. The complexity comes with the routing concepts and syntax rules you must apply to make the inputs you do enter valid and effective. You can let the Route Optimizer do the work for you, or limit its dynamic abilities by providing more inputs. This section explains how to use this flight planning tool. The Route Optimizer enables you to apply complete route optimization, partial route optimization, or no route optimization to your flight plans. Each is defined below. Complete Route Optimization

Defined as a route created without user input. This “no-input” method allows the Route Optimizer to dynamically determine the route based solely on the POD and POA entries.

Partial Route Optimization

Defined as a route that is controlled to some degree by the user’s inputs. This method still allows the Route Optimizer to dynamically determine the route, but the user has provided constraints that must be followed. For example, you could choose to limit the route to airways only, overflight of a particular waypoint, ATC preferred routing, or something more complicated.

No Route Optimization

Defined as a route that is controlled every step of the way by the user. Though the Route Optimizer is designed to dynamically determine a route based on a minimum of inputs, you can instruct it to use the course you determine by specifying each waypoint along the way.

The Navigation Database and Route Areas How you achieve the route optimization level of your choice depends on your inputs and the sphere of operation in which a flight is to be flown. The Route Optimizer’s source of navigational information is the JetPlan Navigation Database. This database, which is originally derived from the Jeppesen Aviation Database (JAD), separates the world into logical “route areas” for flight planning purposes. There are five different land mass areas (labeled as Areas 1 through 5) and one overwater area (Area 0) within this database. The following list is a breakdown of the major countries or land masses defined as route areas in the JetPlan Navigation Database:


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Area 1

Alaska, Canada, Greenland, United States, Mexico, Central America, Caribbean, and northern South America.

Area 2

Europe (up to and including Western Russia), Africa, and most of the Middle East.

Area 3

South America (with the exception of that portion of South America covered by Area 1).

Area 4

Part of the Middle East, China, South East Asia, Japan, Philippines, Indonesia, Malaysia, Australia, New Zealand, Guam, South Pacific Islands, Eastern Russia.

Area 5

Hawaiian Islands, Iceland, and Azores.

Area 0

All areas not covered under areas 1 through 5, including overwater areas. Further, all airports defined by latitude/longitude coordinates are considered to be in Area 0. (For more information, see Chapter 3, “Point of Departure and Point of Arrival Commands.”)

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The map below provides a rough overview of the defined route areas in the JetPlan Navigation Database.

Figure 6.1.

Navigation Database Route Areas

The JetPlan Navigation Database uses three altitude route structures: High Altitude

The high-altitude route structure is used the default information for all flight plans. However, two subset options are available for various altitude restrictions.

Low Altitude (LA)

The low-altitude (LA) option provides worldwide low-altitude route structure. For regions of the world that do not have separate low and high-altitude structures, the low-altitude option uses the same route structure as the high-altitude option.

Mid Altitude (MA)

The mid-altitude (MA) option provides a hybrid high/low-altitude route structure over Europe (Area 2) for flight planning between FL200 and FL245. This structure is needed to handle the different altitudes that countries in Europe use to separate low and high altitude airspace.


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You can use only one of the three (high, mid, or low) options per flight plan request. For information on the application of the LA and MA subset options, see the following sections in this chapter and Chapter 2, “Option Commands.”

NOTE You can use SRS inputs or the CRDB to accommodate unique flight planning situations not covered by standard Route Optimizer inputs. These options are discussed later in this chapter.

JetPlan Defined Route Types There are a variety of route types you can use when applying Route Optimizer concepts. They include the following: Optimized Routes

Optimized routes are dynamically calculated routes that use wind direction and speed to come up with the best path. Depending on the aircraft’s general course of flight, the Route Optimizer attempts to either maximize a tailwind or minimize a headwind. Optimized routes are based on the following: • The best combination of airways or direct segments between NAVAIDS. This type of optimizing (within navigational route structure) is referred to as “Nav Optimized” routing. • The best available airways (high, mid, or low altitude navigational route structure). This type of optimizing (airway structure only) is referred to as “Airway Optimized” routing or simply as “Airways.” The navigational route structure used in either of these route optimization types may vary, depending on the altitude option used (high, mid, or low).

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• The best latitude/longitude direct route. This type of optimizing ignores the JetPlan Navigation Database, meaning that NAVAID and airway structure is irrelevant. It is often referred to as “random” routing, but this manual refers to it as Direct routing. NOTE Do not be confused or misled by this manual’s use of the term Direct. With regard to the Route Optimizer, the term Direct is used in two contexts: - A route segment of sufficient length to allow the route optimization algorithms to determine the optimal route (winds and temperatures are factored into the equation). - A route segment too short to be thought of as anything other than a direct route. The segment is sufficiently short so as not to be changed by any optimization algorithms.

Published Organized Track Structures

Organized track structures (OTS) include: the dynamic (changing daily) North Atlantic (NATS) routes, Pacific (PACOTS—includes Northern Pacific Tracks as well as the Flex Tracks for Hawaii to and from Japan) routes, and Australian (AUSOTS) routes.

CRDB Records

CRDB route records apply to the Route Optimizer only, in the sense that they can be created using the Route Optimizer.

Time-Restricted Airway

JetPlan considers the availability of a time-restricted (daily or weekly) airway, based on the Estimated Time of Arrival (ETA) over a window waypoint. In addition, JetPlan has two options that override this capability: AX and NX. Either option is applied on the Options command line after the FP entry, as follows: • AX allows the Route Optimizer to consider routes normally not available due to time restrictions associated with one or more segments. • NX prevents JetPlan from considering any time-restricted airway that would normally be available for flight planning based on an ETA over a window fix.

National Route Program (NRP)

NRP refers to the FAA National Route Program, which allows flights operating at or above FL290 within the conterminous U.S. to participate in minimum time/cost routes without restrictions (free flight). Although NRP plans do not require route inputs for the typical


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U.S. domestic flight, some coordination may be necessary if using NRP for the U.S. portion of an international flight plan. For more information, see “National Route Program (NRP) Option” on page 199. Non-Restrictive Routing (NRR) Routes

NRR refers to the FAA Non-Restrictive Routing program, which applies to flights operating at or above FL350 (configurable) within the conterminous U.S. NRR allows the flexibility and increased efficiency of point-to-point navigation, rather than requiring flights to traverse existing airway structures such as Jet airways. Two levels of NRR service are available: High Altitude Redesign (HAR) and Pointto-Point (PTP). For additional information on these two NRR service levels, including setup requirements, see “Non-Restrictive Routing” on page 202.

Applying Route Inputs – General NOTE For information about route input limits, see “Route Input Limits” on page 182.

The Route Optimizer provides three route segments for your inputs: the Departure Area Routing (RTD) segment, Overwater Area Routing (RTW) segment, and the Arrival Area Routing (RTA) segment. This design was created to meet the needs of intercontinental flight while complying with the design of a navigational database that separates data into specific route areas. For example, if you are flying from Area 1 to Area 2 (see the picture above) and you want to apply some sort of control over the route, the RTD segment allows you to enter navigational fixes within the area of your departure airport, the RTW segment allows you to enter some sort of transition routing over the Atlantic Ocean (for example, a North Atlantic Track), and the RTA segment allows you to enter navigational fixes within the area of your arrival airport. The three segments combined provide the input fields necessary to develop a route between two airports for almost any flight plan. In many cases, only one route input segment (RTD) is necessary because many flights never leave the departure airport route area. The following paragraphs describe the RTD, RTW, and RTA segments in more detail:

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RTD

Departure Area Routing – The RTD segment is used to navigate route structure within the same route area as the Point-of-Departure. It is the only route segment necessary if the flight stays within the same route area (the POD and POA are in the same area-of-coverage). It can also be used to enter specific route constraints for departure area routing on intercontinental flights (from one route area to another).

RTW

Overwater Area Routing – The purpose of the RTW segment is to control the route transiting between non-zero route areas (1 through 5), or any other Area 0 routing (for example, Organized Track Structures, latitude-longitude coordinates, and so on).

RTA

Arrival Area Routing – The RTA segment is used to navigate route structure within the same route area as the Point-of-Arrival. This route segment is required any time the arrival airport is in a route area that differs from the departure airport route area. It also applies any time inputs are made to the RTW segment.

NOTE JetPlan accepts all three segments of inputs on one Route command line (06 ROUTE). Each segment is separated by forward slashes— for example, 06 ROUTE RTD input/RTW input/RTA input. If it is necessary to continue a route input to the next computer screen line, a comma is entered before the entry does a line wrap.

JetPlan-Defined Flight Plan Types and the Route Segment Inputs The following paragraphs describe the JetPlan flight plan types and how they relate to the RTD, RTW, and RTA route segments. Domestic Flight Plans

As it applies to the Route Optimizer, JetPlan defines a domestic flight plan as one in which the POD and POA are in the same route area (for example, Area 1 to Area 1), not the same country. Even if the POD and the POA are both in Area 0 (overwater area), the flight plan is still defined as domestic because the origination and termination occur within the same JetPlan logical area. In either case, an RTD route input is generally necessary (unless nav optimization is desired, in which case no inputs are made). The RTW and RTA segments do not need to be entered at all, unless the flight plan is transitioning


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from one area to another (international flights) or using preferred routes or canned tracks (see “Domestic Flight Plans with Three Route Segment Inputs” below). Domestic Flight Plans with Three Route Segment Inputs

There are times when a domestic flight plan uses the three route segments (RTD/RTW/RTA) rather than the single segment normally used, despite having a POD and POA in the same route area. You specify RTD, RTW, and RTA inputs when you want to use one of the following RTW input types: • A published preferred route • A JetPlan canned route • An Area 0 waypoint or a latitude-longitude coordinate set

International Flight Plans

International flight plans are defined as those plans that originate in one JetPlan route area and terminate in another JetPlan route area (for example, flights from North America to Europe). When a flight plan transits the Atlantic, Pacific, or any other Area 0 region, JetPlan clearly regards this as transiting three areas: the POD route area, the overwater route area, and the POA route area. In this case, you generally have to specify route inputs for the RTD and RTA. If one or more Area 0 waypoints or latitude-longitude coordinate sets are to be included in the route input, then an RTW segment must also be specified. If coordinates are used to define either the POD or the POA, then JetPlan recognizes this point to be in Area 0. Specific rules must be followed to define the route correctly for the computer.

Route Input Segments – Basic Structure If you want to let the Route Optimizer determine the entire route without constraints (complete route optimization), then no route segment inputs are necessary. The Route Optimizer either determines the route dynamically or provides an error message suggesting further user intervention in the form of route inputs. Assuming that some sort of user control (input) is to be applied to the route, it may not be necessary to apply inputs to all three route segments, as in the case of flights within a single route area.

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Example: 06 ROUTE (RTD inputs)

If a flight is to transit two route areas (for example, Area 1 to Area 2), specify route inputs for at least the RTD and RTA segments. Note that the slash must be entered to separate the route segments, and in the case of no RTW input, two consecutive slashes are necessary to signify the separation of route areas and the lack of an RTW input. See example below. Example: 06 ROUTE (RTD inputs)//(RTA inputs)

If an overwater (Area 0) input is needed, specify information for the RTD, the RTW, and the RTA segments. Note that a slash separates each segment. Example: 06 ROUTE (RTD inputs)/(RTW inputs)/(RTA inputs)

RTD and RTA Segments – Input Types The RTD and RTA route segments allow the same types of input and require the same syntax. The following route entry types and syntax rules apply to the RTD and RTA segments. Jet Airways (J)

You must enter the J option if you want to ensure that the Route Optimizer looks for airway routing throughout the flight. The J option must be entered only once, and it must be the first entry on the RTD or RTA segment. If the J option is applied anywhere but in the first position, you can expect a flight plan error at best or an invalid route at worst. When using both the RTD and RTA input segments, there is no requirement to use the J option on both segments unless you expressly want airways in both route areas. When the J option is used, the Route Optimizer discriminates against improper use of one-way airways.

Victor Airways (V)

You can use the V option in place of the J option to designate a low altitude airway request. The rules for the V option are the same as for the J option.

NOTE You must specify the low altitude navigation database (LA option) on the Options command line to use Victor airways properly.


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Direct Segments (D)

The D option instructs the Route Optimizer to ignore navigational route structure and fly an “optimized direct” route between the points specified (whether that be enroute waypoints or airport pair). This option can be placed in any position on the RTD or RTA segment, except in front of the J option. When used together with the J option, the D option always overrides the airway requirement to perform the direct routing for that portion of the flight specified, before reverting back to airway routing. For example, if a direct segment is required from a departure airport to a nearby NAVAID, and airways are otherwise desired for the majority of the flight, then the opening input on the RTD segment is J,D followed by any other valid entry. The following syntax rule apply: the D option is entered as the last entry on the RTD segment and the first entry on the RTA segment when waypoints are specified on the RTW segment. This type of input solidifies the transition into and out of Area 0. There are some instances where this input method is not necessary, but it is generally a good idea to follow this procedure, as it ensures a smooth transition. If airways are required after the RTW segment, then you must begin your RTA input with J followed by any other valid entry. The only exception to the practice of ending an RTD input (or beginning an RTA input) with D or J,D is when an international track code is used on the RTW segment. In this case, the D only interferes with the track selection process. International track codes are JetPlan inputs that access the best airway from a set of Organized Track Structures (A or Z for the NATs, OW or OE for the PACOTS, and so on).

Preferred Routes (P)

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In conjunction with the North Atlantic Tracks, ATC preferred routes are available to and from selected airports in North America. The P option can be used on the RTD or RTA segment to access these preferred routes. Entering P alone, or with specific preferred route waypoint connections, picks up the preferred North American Routes (NARs) in Area 1. Used in the same manner as the J option, the P option is generally the first input on the segment, although there are cases where it can be entered as the second entry—but only after a J input (J,P). Entering J,P instructs the Route Optimizer to ignore the non-common portion of the NAR and instead fly airways. Using the P option as an input on flights in other parts of the world (not related to the NATs), generates an error at best or produces an invalid route at worst. Also, do not use the D option with the P option.



Waypoints can be entered on the RTD and RTA input segments in two different ways. You can enter the charted ID of the waypoint (usually a two- to five-character input) or enter the JetPlan threecharacter ID (an internal code). Normally, internal IDs are only used to clarify confusion between two similarly identified points (see “Waypoint Ambiguity (RTD/RTA)” on page 152).

Waypoints

NOTE

When entering the above input types, apply the following rules:

- All route entries for the RTD and RTA segments must be separated by commas with no spaces in between (for example, J,D,OVR,HVQ,ALB or P/Z/J,LND,KOK). - A comma must never be the last item for an RTD or RTA input.

Waypoint Identification (RTD/RTA) The Route Optimizer is designed to perform all flight planning computations using the JetPlan Navigation Database. Since this database contains waypoints available around the world, it is very important that each waypoint has a unique identifier. For example, the NAVAIDS for Manchester, England and Muscat, Oman have the same identifier (MCT). Thus, a unique identifier for each is assigned (MCT for Manchester and M2B for Muscat). Since the Route Optimizer performs all computations using the JetPlan internal identifier for each waypoint, it would seem practical to use these internal IDs when entering your route inputs. However, trying to determine what internal ID to use for each waypoint can be cumbersome. For this reason, the Route Optimizer accepts waypoint entries by both the charted and the internal identifiers. In fact, using charted identifiers for waypoint input is both acceptable and recommended. This practice saves you time in the long run, because JetPlan can scan your input, determine the identifier’s location, and convert it to the internal ID faster than you can. The following rules apply to the input of charted and internal waypoint identifiers. These rules apply only to entries on the RTD or RTA input segments (route Areas 1 through 5). Charted Identifiers

These are generally two to five-character inputs. What you find on the navigational chart is what you enter. Navaids are typically two or three-character inputs (for example, CH, DVR, and HVQ), while compulsory (CRP) and non-compulsory reporting points (NCRP) are typically five-character inputs (for example, BRADD, KANNI, and WHALE).


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Internal Identifiers

These are three or four-character inputs.These identifiers are typically composed of the elements listed in the following table. Table 6-1 Internal Identifiers

Identifier Composition

Examples

Alphanumeric characters

FQF,TNP,AVE,T90, F41

Period

PU.

Hyphen (often referred to as a dash)

HL-

Waypoint External Output (RTD/RTA) JetPlan prints out the charted name of a waypoint in the flight plan output. For example, the four-character internal identifier ADSM prints out as ADSAM, which is a waypoint on the Arctic track NCA ALFA. The three-character internal identifier C1R prints out as the twocharacter identifier CH.

Waypoint Ambiguity (RTD/RTA) As mentioned above, one of the aspects of using charted identifiers for your waypoint inputs is the fact that, occasionally, some waypoints within the same route area have the same identifiers. For example, CH is the identifier for both the Cheung Chau VOR in China and the Christchurch VOR in New Zealand. Both are in the same JetPlan route area (Area 4). Knowledge of the JetPlan internal identifiers for these waypoints would be helpful because each internal ID is unique. However, this is not always practical. Sometimes you only know what you have in front of you, which are the names on the charts. Entering the charted name in this situation could cause problems because the Route Optimizer cannot determine which identifier you want. This is referred to as “waypoint ambiguity.” If faced with waypoint ambiguity, JetPlan attempts to automatically resolve the problem by selecting the waypoint closest to the route of flight.If automatic waypoint resolution fails, you can try the following: Lat/Long Approximation

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Specify a latitude/longitude coordinate in parentheses, approximate to your waypoint, next to the waypoint input. Use the Route Optimizer rules for latitude-longitude input. This technique forces JetPlan to use the charted waypoint identifier closest to the specified coordinates.



Nearby Waypoint

Specify another waypoint near the waypoint causing the ambiguity. This additional waypoint needs to be on your intended route of flight.

Internal Identifier

Specify the internal identifier of the waypoint. Because JetPlan assumes that all waypoint identifiers entered in a flight plan request are charted names, you must enter a left parenthesis before the internal waypoint name. This facilitates the waypoint file search. Example: 06 ROUTE J,(CH-

RTW Segment – Input Types The RTW route segment allows you to navigate in Area 0. There are several types of RTW inputs and all are specific to the RTW segment only. None of the input types listed for the RTD or RTA segments are allowed on the RTW segment. The following input types and rules apply to the RTW route input segment. Latitude/Longitude Coordinates

The Route Optimizer recognizes user-defined latitude/longitude coordinates on the RTW segment only. Coordinates can be entered in a different ways. The standard Route Optimizer method is given below: • Latitude is entered as a four-digit input; two digits define degrees, and two digits define minutes (ddmm). • Longitude is entered as a five-digit input; three digits define degrees, and two digits define minutes (dddmm). • South and East coordinates must be prefixed with a minus sign (-) to differentiate these coordinates from North and West coordinates. • A comma must separate the latitude from the longitude and a coordinate set from any other RTW entry. Example: D/3800,17000,3900,18000,4000,-17000,4000,-16000/D


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Other latitude-longitude entry methods are taken from the Specific Route Selector tool. However, these methods do work with the Route Optimizer. The following paragraphs describe these methods: • Latitude can be entered as a two-digit (dd) or a four-digit (ddmm) input, depending on whether you want to express a minutes value. If the minutes value is a non-zero value, enter a four-digit input. If not, then simply enter the two-digit degree value. • Longitude can be entered as a three-digit (ddd) or a five-digit (dddmm) input, depending on whether you want to express a minutes value. If the minutes value is a non-zero value, enter a five-digit input. If not, then simply enter the three-digit degree value. • All coordinates must be prefixed with the single letter designating the hemispherical location of the coordinates (N, S, E, or W). • Commas between latitude and longitude are not necessary. However, you must separate one coordinate set (latitudelongitude combination) from another with either a comma or a space. Example: D/N38W170 N39W180 N40E170 N40E160/D or D/N3830W17000,N39W180,N4015E17000,N3950E16000/D

International Track Codes

You can invoke access to certain Organized Track Structures (OTS) by entering JetPlan international track code. The code you enter instructs the Route Optimizer to determine the optimal track from the set of tracks available for the given POD/POA combination. For more information about international track codes and the associated Organized Track Structures, see “International Planning – Organized Track Structures” on page 164.

The Route Optimizer and SID/STAR Application The Route Optimizer selects a SID or STAR provided the following conditions are met: • A SID/STAR transition is part of the optimized route. • The SID/STAR identifier is loaded in the navigation database.

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If an optimized route does not print out a SID or a STAR, then you may have to specify a transition waypoint to pick up the SID or STAR. If a SID or a STAR is not loaded in the navigation database, contact Jeppesen Customer Service to have it loaded.

NOTE The Route Optimizer considers a SID or a STAR identifier—the label given to the route structure that makes up the SID or STAR—an airway name. If the Optimizer constructs a route overflying a NAVAID that has a SID or a STAR connected to it, then the SID or STAR identifier may print out in the flight plan just like any other airway. This does not occur often, and it can be avoided, given assistance from Jeppesen Customer Service.

Using Route Proof You can use the Route Proof (RP) command as a planning tool to determine the following: • Operational validity of the route • Necessary route input changes • Where to make user-specified altitude (profile) changes • Where to make user-specified cruise mode changes To use Route Proof, enter FP,RP on the Options command line, and then enter the rest of the flight plan request inputs (for example, POD, POA, RTD/RTW/RTA, and so on). Route Proof prints out the route of flight and ground distances based on your route inputs.

NOTE Using the JetPlan “shortcuts” simplifies the Route Proof process. See “Flight Plan Shortcuts” on page 54 in Chapter 2, “Option Commands.”

Once the route is “proven” satisfactory, you can build the desired flight plan request, using the information gathered from the Route Proof. Start by typing all of the necessary command inputs after FP on the Options command line, and then make changes to the other inputs, if necessary. Type GO at any point if the plan is ready to be calculated. The following example illustrates a Route Proof request, a follow-up Route Proof request that modifies the route entry, and a final plan (long version) with all of the desired commands and options, including a profile change.


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Example: Explanation: The following is the original route proof request. 01 02 03 06 07 08 09 10 11 14 16

OPTIONS FP,RP POD WIII/WBSB/RPMM/RCTP/RJFK,TX800 POA RKSI ROUTE J HOLD,ALTERNATE/DIST 30,RKSM ETD 0100 PROFILE I A/C TYPE/REGN $N123 CRUISE MODE LRC PAYLOAD 50000 POD OR POA FUEL A0,I

Example: Explanation: The following is the follow-up route proof request with route modification (FPR is the Flight Plan Reload command). 01 02 06 07

OPTIONS FPR POD @6 or @06 ROUTE J,LBG HOLD,ALTERNATE/DIST GO

Example: Explanation: The following is the final, complete flight plan request. 01 OPTIONS FPR,ETOP,DRFT,CS/JD123,CPT/S RAWLUK,DSP/T MURPHY 02 POD @909 PROFILE I,330,35010 A/C TYPE/REGN GO

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Applying Route Inputs – Domestic Planning As stated above, domestic flight plans originate and terminate within the same JetPlan route area. Even if the POD and the POA are both in Area 0 (the overwater area), the flight plan is still in one area. In either case, an RTD input is generally necessary, except in the case of pure nav optimization (no inputs). RTW and RTA inputs are not necessary unless overflying one or more Area 0 waypoints or using preferred routes or canned tracks.

NOTE This section applies the general route input concepts described previously by including more concrete examples. To keep the examples as realistic and understandable as possible, actual inputs are used, including departure, arrival, and waypoint identifiers. In addition, route areas are noted to help clarify the reason certain entries are made.

Optimized Direct Routing If you want to request the best direct route without regard for NAVAID or airway structure, then enter the “D” input type. This provides the best latitude/longitude direct route. For predominantly east/west routes, it is based on calculations at every 1 degree of latitude and 10 degrees of longitude. In other words, a computer-generated waypoint, in latitude-longitude format, prints every 10 degrees of longitude. For predominantly north/south routes, it is based on calculations at every 5 degrees of latitude and 1 degree of longitude. You can specify direct routes between an airport pair or between enroute waypoints. As more overfly waypoints are specified, the Route Optimizer capability is diminished.

NOTE In a zero wind scenario, direct routing is roughly equivalent to great circle routing.

Example: Route explanation: Optimum direct (D) route from KLAX to KJFK. 02 POD KLAX 03 POA KJFK 06 ROUTE D


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Example: Route explanation: Nav optimize to DAG, fly direct from DAG to LVZ, and then nav optimize to POA. JetPlan prints out the SID or STAR, if either are loaded in the database. 02 POD KLAX 03 POA KJFK 06 ROUTE DAG,D,LVZ

NAV Optimized Routing Any route input, or lack of route input, that does not specifically select a direct segment (D) or airways (J) automatically produces nav optimization. A nav-optimized route is one that looks at the navigational structure to produce the best combination of airways or direct segments between NAVAIDS. To nav optimize, withhold all route inputs as shown in the example below. Example: Route explanation: Nav optimize from POD to POA (no route input). 02 POD KSFO 03 POA KJFK 06 ROUTE

Airway Optimized Routing If you want to request the best airway route, then enter the “J” input type. This selects the optimal route based on the best combination of jet airway routes available. To consider RNAV routes, specify RN on the Options command line (you can also use an aircraft from the Aircraft Database that has the RNAV parameter turned on). To avoid RNAV routes, specify NORN on the Options command line. Example: Route explanation: Fly jet routes from POD to POA. 02 POD KSFO 03 POA KJFK 06 ROUTE J

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Nav Optimized Routing Between Specific Waypoints You can request a nav optimized route while overflying specific waypoints. Enter one or more waypoints as part of the route input. JetPlan nav optimizes between the waypoints as long as the J input is not specified, and the D input is not placed between waypoints. As the number of overfly waypoints increases, Route Optimizer capability decreases. Example: Route explanation: Nav optimize the entire flight, but overfly LIN and LVZ. 02 POD KSFO 03 POA KJFK 06 ROUTE LIN,LVZ

Airway Optimized Routing Between Specific Waypoints You can request airway routing while overflying specific waypoints. Enter the J input and one or more waypoints as part of the route input. JetPlan airway optimizes between waypoints as long as airway structure exists between them and as long as the D input is not entered to disrupt this type of request. As the number of overfly waypoints increases, Route Optimizer capability decreases. Example: Route explanation: Fly airways from POD to POA, but overfly TIGRA, KRK, TRL, and SIT. If jet routes do not connect all of these points, then an error occurs. 02 POD EDDM 03 POA HECA 06 ROUTE J,TIGRA,KRK,TRL,SIT

Domestic Planning – All 3 Route Segments There are times when a domestic flight plan uses all three route input segments (RTD/RTW/RTA) rather than the single segment (RTD) normally used, despite being in the same JetPlan route area. This is effectively the same as entering international route inputs.You specify three route segments when an Area 0 input (RTW input) is necessary.


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Example: Route explanation: Fly optimized routing to DVV VOR, then fly direct to N42/W110, then direct to MLD VOR, then fly optimized to POA. 02 POD KMCI 03 POA KSFO 06 ROUTE DVV,D/N42w110/D,MLD

Applying Route Inputs – International Planning As stated, international flight plans originate in one JetPlan route area and terminate in another (for example, flight plans from North America to Europe or Asia to North America). When a flight plan transits the Atlantic, Pacific, or any Area 0 region, JetPlan deems this a three area transition: the POD area, the overwater area, and the POA area.

NOTE This section applies the general route input concepts described previously by including more concrete examples. To keep the examples as realistic and understandable as possible, actual inputs are used, including departure, arrival, and waypoint identifiers. In addition, route areas are noted to help clarify the reason certain entries are made. Because general syntax rules for the Route Optimizer apply equally to both the “domestic” and the “international” route entries, detailed review of the different types of route entries would be redundant here. Therefore, only specific differences from domestic inputs and examples are explained below.

Optimized Direct Routing You can request the best direct route between the POD route area and the POA route area, without regard for navigational structure. The following paragraphs cover specifying direct routes when planning international flights.

POD and POA Example: Route explanation: In this example, a direct route is entered on a flight from Honolulu (Area 5) to Calgary (Area 1). All published route structure is ignored. Note that a non-entry on the RTW segment (blank RTW) is the same as a D on the RTD or RTA.

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02 POD PHNL 03 POA CYYC 06 ROUTE D//D

Enroute Waypoints Example: Route explanation: In this example, direct segments are entered between waypoints in Area 1on a flight from New York (Area 1) to London (Area 2). With the exception of the entered waypoints, all published route structure is ignored. Note that a non-entry on the RTW segment (blank RTW) is the same as a D on the RTD or RTA. 02 POD KJFK 03 POA EGLL 06 ROUTE D,ACK,D,YHZ//D

Overwater Waypoints Example: Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from PHNL to ZIGIE, from ZIGIE into the overwater area, direct (no input) for the overwater area to TOU in Area 1, and direct from TOU to CYYC. Note that no input on the RTW segment is the same as a D on the RTD or RTA. 02 POD PHNL 03 POA CYYC 06 ROUTE D,ZIGIE,D//D,TOU,D

Directs between overwater waypoints (Area 0 fixes) are implied, as the following example illustrates. Example: Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from EINN to 52N015W, from 52N015W to 54N030W, from 54N030W to SCROD, and from SCROD to CYYR. The additional route examples portray variations of the same RTW input. Note that an implied direct (D) exists between every entry on the RTW segment. 02 POD EINN 03 POA CYYR


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06 ROUTE D/5200,01500,5400,03000,SCROD/D or 06 ROUTE D/N52W015 N54W030 SCROD/D or 06 ROUTE D/N52W015,N54W030,SCROD/D

Nav Optimized Routing You can request the optimal routing based on the best combination of jet airways or direct segments between NAVAIDS. A non-input on the RTD and RTA segments instructs the Route Optimizer to nav optimize in both route areas (the POD route area and the POA route area). If the route crosses an overwater area (Area 0) between the POD and the POA route areas (more than just the transition between the two route area land masses), JetPlan selects an optimized direct route across the overwater area. Note that no input on the RTW segment is the same as a D on the RTD or RTA. Example: Route explanation: Route nav optimizes from POD through Area 1, optimizes direct across the North Atlantic, and then nav optimizes through Area 2 to the POA. 02 POD KJFK 03 POA EDDF 06 ROUTE (no entry made)

In addition, when planning an international flight, a nav-optimized route can be selected for one route area, POD or POA, while the other route area has various route inputs. For example, if jet airway or direct routing is desired for the POA route area only, then omit any RTD or RTW inputs. Example: Route explanation: Same as the previous example, except that the Route Optimizer now uses jet airways to the POA (through Area 2 only). 02 POD KJFK 03 POA EDDF 06 ROUTE //J

Airway Optimized Routing You can select the optimal route based on the best combination of jet airway routes available.

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Example: Route explanation: This example specifies airways through Area 2, optimized direct routing over the North Atlantic (Area 0), and then airways through Area 1 to POA. 02 POD EDDF 03 POA KLAX 06 ROUTE J//J

Like nav optimization, airway optimization can be applied to one route area if desired. Simply remove the J input from the route area that you want to free from airway requirements. See the example given for nav optimization in one route area (above).

Nav Optimized Routing – Between Specific Waypoints You can specify one or more waypoints as part of the route in the POD or POA route area. JetPlan nav optimizes between waypoints as long as the route elements, J or D, have not been specified. As the number of overfly waypoints increases, Route Optimizer capability decreases. Example: Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North Atlantic (Area 0), and then fly nav optimized routing through Area 2 to POA via SUM and AAL. 02 POD KSEA 03 POA EKCH 06 ROUTE //SUM,AAL

Example: Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North Atlantic (Area 0) via N61E000, and then, after going direct to ZOL, nav optimize in Area 2 to POA via VES. 02 POD KSEA 03 POA EKCH 06 ROUTE /N61E000/D,ZOL,VES


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Airway Optimized Routing – Between Specific Waypoints You can specify a J input and one or more waypoints as part of the route in the POD or POA area. JetPlan airway optimizes between the waypoints as long as airways exist between the waypoints and a D input has not been requested. As the number of overfly waypoints increases, Route Optimizer capability decreases. Example: Route explanation: Fly airways through Area 1, optimize direct across the North Atlantic (Area 0), and then fly airways through Area 2 to the POA via SUM. 02 POD KSEA 03 POA EKCH 06 ROUTE J//J,SUM

Example: Route explanation: Fly airways through Area 2 via TIGRA, KRK, TRL, SIT, and DBA, and then transition to airways through Area 4 to POA. 02 POD EDDM 03 POA VABB 06 ROUTE J,TIGRA,KRK,TRL,SIT,DBA//J

JetPlan Designated Preferred Routes You can invoke preferred routes between specific airport pairs located in different route areas. To do so, enter the D input on the RTD and RTA segments and PR on the RTW segment. For a list of airport pairs with preferred routes loaded between them, contact Jeppesen Customer Service.

International Planning – Organized Track Structures Organized Track Structures (OTS) are sets of ATC-approved tracks designed to facilitate traffic flow across large bodies of water. There are two kinds of organized track structures: static and dynamic. Static structures are, more or less, permanent airways that do not change over time. They can be found on navigation charts. Occasionally, waypoints on these airways may be repositioned, but charts are generally updated and changes are minimal. Static structures provide a set of valid flight levels that can be used for the direction flown. Some of these airways may be available for two-way traffic, while others are only available in one direction.

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Dynamic structures are airways that can change from day to day. A controlling agency disseminates NOTAMS that define the structure for a given time period, including valid flight levels. Dynamic structures are not on navigation charts. JetPlan provides international track codes for several OTS systems. These codes, which are entered on the RTW route input segment, allow you to access the optimal track, from the given set of airways available, for the given POD/POA combination. The following table shows the JetPlan code (input) that is used on the RTW segment and the corresponding track structure being referenced. All of the track structures in this table are dynamic.

Table 6-2


Code (Input)

Organized Track Structure Name (Direction)

A

North Atlantic Tracks (NATs – westbound)

Z

North Atlantic Tracks (NATs – eastbound)

OE

Pacific Organized Track Structures (PACOTS – eastbound)

OW

Pacific Organized Track Structures (PACOTS – westbound)

North Atlantic Tracks The North Atlantic Tracks (NATs) are a set of airways designed to alleviate traffic flow between Europe and North America. They are a dynamic track structure in that they are updated on a daily basis. The eastbound set, referred to as the “XYZ” tracks, is published by Gander OAC. The westbound set, referred to as the “ABC” tracks, is published by Shanwick OAC. Each set of tracks is available on the JetPlan system immediately upon receipt from the aforementioned agencies. To obtain a print of the latest NAT update, specify one of the following inputs on the Options command line: • PZ – Prints a current copy of the eastbound North Atlantic Tracks • PA – Prints a current copy of the westbound North Atlantic Tracks When planning to use the NATs, consider the following restrictions: • Daytime (westbound) NATs constrain traffic at the 30 West parallel from 1130 to 1800 UTC for flight levels 310 through 390. This means that for you to consider using the westbound NATs, your flight needs to be at or past the 30 West parallel within the time frame specified.


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• Nighttime (eastbound) NATs constrain traffic at the 30 West parallel from 0100 to 0800 UTC for flight levels 310 through 390. This means that for you to consider using the eastbound NATs, your flight needs to be at or past the 30 West parallel within the time specified. • The CAA and FAA recommend that random route (non-NAT) flights that cross the 30 West parallel within the hour preceding the onset of a new NAT set flight plan on the new NAT set or maintain vertical or lateral separation from the new NAT set. To request routing over the NATs, enter one of the following international track codes on the RTW route input segment. Table 6-3


Track Code

Tracks

Times

A

A, B, C, and so on

Valid 1130Z–1900Z

Z

U, V, W, and so on

Valid 0100Z–0800Z

When a NAT is requested on a submitted flight plan, the Route Optimizer automatically determines the optimum track. Flight levels are constrained to valid NAT altitudes during the NAT portion of the flight.

North Atlantic Tracks – Basic Route Inputs The examples below demonstrate the various basic inputs that access the North Atlantic Tracks. Subsequent sections provide more concrete input examples. Keep in mind that all input rules previously established in this chapter apply. The following input examples request the optimum eastbound track. Enter a “Z” on the RTW input segment. You can request nav optimization, jet airways, or preferred routing for your Area 1 and Area 2 inputs (the RTD and RTA input segments).

NOTE Not every possible combination of NAT route inputs is shown in the tables below.

Table 6-4 Input

Route Explanation

/Z/

Nav optimize through Area 1, optimum eastbound track, nav optimize through Area 2.

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North Atlantic Tracks (Eastbound Examples)



Table 6-4

North Atlantic Tracks (Eastbound Examples) (continued)

Input

Route Explanation

J/Z/J

Jet airways through Area 1, optimum eastbound track, jet airways through Area 2.

/Z/J

Nav optimize through Area 1, optimum eastbound track, jet airways through Area 2.

P/Z/J

ATC preferred routing through Area 1 (a.k.a., NARs), optimum eastbound track, nav optimize through Area 2.

The following input examples request the optimum westbound track. Enter an “A” on the RTW input segment. RTD and RTA inputs can be used in similar fashion to those shown above. Table 6-5

North Atlantic Tracks (Westbound Examples)

Input

Route Explanation

/A/

Nav optimize through Area 2, optimum westbound track, nav optimize through Area 1.

J/A/J

Jet airways through Area 2, optimum westbound track, jet airways through Area 1.

J/A/P

Jet airways through Area 2, optimum westbound track, ATC preferred routing through Area 1 (NARs).

J/A/

Jet airways through Area 2, optimum westbound track, nav optimize through Area 1.

/A/P

NAV optimize through Area 2, optimum westbound track, ATC preferred routing through Area 1 (NARs).

Overfly points can be added to your Area 1 or Area 2 route input. One type of overfly point that you may want to use is the coastal fix. Coastal fixes are waypoints that enter or exit a particular track, and they are part of the track messages that come from the controlling ATC agencies. By entering a coastal fix, you imply to the Route Optimizer that you want to use a specific track. For example, if you specify the coastal waypoint COLOR, and COLOR is connected to track Charlie (NAT C) on today’s westbound tracks (ABCs), then the likelihood of track Charlie being used in the computed flight plan is increased significantly. This implication need only be specified in one route area for it to work this way. See the following examples for application of overfly points within a NAT request (specifically coastal waypoints). Example: J/A/P,COLOR


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- or J,BURAK/A/J,P,SSM,LIT

North Atlantic Tracks – Preferred Route Considerations A NAT-associated preferred route can be requested in Area 1 by entering the P option on your RTD or RTA input segment.

NOTE The P option used on the RTD and RTA is only available in relation to North Atlantic travel. It does not access any other preferred routing except as defined here.

Area 1 Preferred Routing In Area 1, the preferred routes associated with the NATs are called North American Routes (NARs). Every NAR consists of two segments, the common portion and the non-common portion. The common portion exists between a coastal waypoint (where the NAT is either entered or exited) and an inland navigational fix. The non-common segment is the connection between the inland navigational fix and the departure (or arrival) airport, depending on the direction of the flight. The table below shows the North American (Area 1) airports connected to the North Atlantic Tracks by common and non-common NAR segments. Table 6-6 East

West

West

West

KADW

CYMX

KDTW

KORL

KBOS

CYYZ

KEWR

KPHL

KBWI

CYUL

KFLL

KPIT

KCHS

KADW

KHPN

KRDU

KDOV

KATL

KIAD

KSFB

KEWR

KBOS

KIAH

KSTL

KHPN

KBWI

KJFK

KTEB

KIAD

KCHS

KLAS

KTPA

KJFK

KCLT

KLAX

KWRI

KPHL

KCVG

KMCO

KSFB

KDEN

KMIA

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North American Airports



Table 6-6

North American Airports

East

West

West

KTEB

KDFW

KMSP

KWRI

KDOV

KORD

West

If you want to use the preferred route option as your Area 1 input, it is typically used alone. However, because of the segmented nature of NARs, you can apply additional route inputs to your Area 1 routing. When applying additional inputs to your Area 1 preferred route request, the direction determines where to place the P option. If departing Area 1 (eastbound), the P option can be placed in the last position of the input segment. If arriving Area 1 (westbound), the P option is placed in the first or second position of the input segment (this is dependent on whether you want to specify jet airways, the J option, at all). Area 1 preferred route inputs: When departing Area 1, the P may be the last input on the RTD. Example: 02 POD KDFW 03 POA EDDF 06 ROUTE J,JAROM,P/Z/J

Area 1 preferred route inputs: When arriving Area 1, it is the first or second input on the RTA. Example: 02 POD EDDF 03 POA KDFW 06 ROUTE J/A/J,P

For westbound flights, you can override the non-common portion of a NAR by specifying the inland navigational fix (the endpoint for a westbound common segment) after the P option and then entering additional waypoints that deviate from the non-common segment. Example: Route explanation: Preferred route from EHAM to the optimum westbound NAT. After the NAT, pick up the common portion of the NAR to SSM (inland navigational fix), and then fly jet airways from SSM to KDFW via LIT. 02 POD EHAM 03 POA KDFW 06 ROUTE J/A/J,P,SSM,LIT


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For North American airports not connected to the NARs, the P option accesses a common NAR segment. However, the route output to or from the common NAR depends on your input. If the P option is used alone (no other input option is specified), the route nav optimizes as follows: • Eastbound: the route optimizes from the POD to the start of the common NAR. Overfly waypoints can be specified with this input. However, the P is the last input on the RTD. • Westbound: the route nav optimizes from the end of the common NAR to the POA. Overfly waypoints can be specified with this input. If the J option is included with the P option (such as J,P), the route airway optimizes as follows: • Eastbound: the route selects optimal jet airways to the start of the common NAR. Overfly waypoints can be specified with this input. However, the P is the last input on the RTD. • Westbound: the route selects optimal jet airways from the end of the common NAR. Overfly waypoints can be specified with this input. Preferred Routes Without the NATs The preferred route option can be used even when the NATs are not specified. For example, if you are planning to cross the Atlantic but prefer to use latitude-longitude coordinates rather than specify a North Atlantic Track, you can enter the coordinates on the RTW input segment while specifying preferred routes on the RTD or RTA. Example: 02 POD EGLL 03 POA KBOS 06 ROUTE J/5500,02000,5000,05000/P

Preferred Route Restrictions The following restrictions apply to the P option for Area 1. When departing Area 1, do not use a D to direct the route from a waypoint on a common NAR segment to a waypoint input specified on the RTW route segment. The following example demonstrates an incorrect route input.

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Example: Error Message outputs: Cannot direct route from a NAR way-point—YYT—to 4800,05000. 02 POD KJFK 03 POA EGLL 06 ROUTE YYT,P,D/4800,05000/J,DOLIP

When arriving Area 1, do not use a D to direct the route from a waypoint on the RTW route segment to a waypoint on a common NAR segment. The following example demonstrates an incorrect route input. Example: Error Message outputs: cannot direct route from 5000,05000 to the beginning waypoint on a common NAR—YYT. 02 POD EGLL 03 POA KJFK 06 ROUTE J/5000,05000/P,D,YYT

North Atlantic Tracks – Flight Level Considerations When using the North Atlantic OTS, a Profile command input of I (for IFR) or C (for IFR and no step-climbs) is acceptable. In addition, waypoints can be specified as altitude constraint parameters. Without the C profile option, JetPlan step climbs into, through, or above the valid NAT flight levels if the change results in a better profile. If step climbs are not desired, you can constrain the NAT portion by adding the C option to your Profile command line. In the example below, the C option is specified. JetPlan selects IFR altitudes until the NAT track, where it selects a valid flight level and holds it (no step-climbs) for the duration of the track. After the track, JetPlan reverts back to IFR altitude rules. Example: 02 03 06 09

POD EDDF POA KPHL ROUTE J/A/J,P,BRIGS PROFILE C

In the next example, waypoints are specified as altitude constraint parameters. These inputs approximate typical ATC arrival restrictions in Area 1.


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Example: 02 03 06 09

POD EDDF POA KPHL ROUTE J/A/J,P,BRIGS PROFILE C,PVD,240,HOFFI,200

North Atlantic Data Link Mandate (NAT DLM) Phase 2A of the ICAO North Atlantic Data Link Mandate (NAT DLM) went into effect on February 5, 2015. Phase 2A requires aircraft operating between FL350 and FL390 (inclusive) on all east and westbound NATs to have specific Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance (ADS) equipment. In keeping with the NAT DLM, JetPlan automatically restricts FL350–FL390 on east and westbound NATs to aircraft with the required CPDLC and ADS-C equipment in Item10a/b on the ICAO filed flight plan (FPL). The system applies this restriction if the Profile command input is I or C for the NAT portion of the flight plan. Table 6-7 lists the equipment codes that are required to satisfy the NAT DLM. (As long as the required codes are present, other equipment codes may also be present in Item10a/b) Table 6-7

NAT DLM Phase 2A – Required Item 10a/b Equipment

ICAO FPL Item

Equipment Type

Equipment Codes

EQUIPMENT 10a

CPDLC

One or more of the following CPDLC codes: • J2 – CPDLC FANS 1/A HFDL • J5 – CPDLC FANS 1/A SATCOM (INM) • J7 – CPDLC FANS 1/A SATCOM (IRID)

EQUIPMENT 10b

ADS

D1 – ADS-C with FANS 1/A Capabilities

The CPDLC and ADS equipment in Table 6-7 is stored in the NC2 parameter in the “ICAO 2012 Certification and Equipment” section of the Customer Aircraft Database record. When the NC2 parameter is configured with this data, JetPlan automatically inserts the 10a equipment codes before the / indicator and the 10b codes after the / indicator in Item 10a/b EQUIPMENT on the filing strip. For more information, see Chapter 26, “Customer Aircraft Database.” You can override the NAT DLM flight-level restriction with an altitude constraint Profile command input—for example, I,330,400 or C,330,400. When flight levels 350 to 390 are restricted, supporting flight plan formats display an alert that the aircraft is not properly equipped, even if you override the altitude restriction. The alert is similar to the following example:

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NUMBER OF ALERTS 1 ALERT TAG NATEQUI ALERT MSG No ADS or CPDLC equipment detected. Flight levels 350 to 390 prohibited.

North Atlantic Track – Input Examples This section provides concrete examples that depict inputs that select the optimum track from those available, and specific tracks. Selecting the Optimal Track The following examples are representative of a user’s request for the optimum NAT. Example: Route explanation: Non-common and common NAR for Area 1, optimal eastbound NAT, then airways through Area 2 to destination. 02 POD KJFK 03 POA OEJN 06 ROUTE P/Z/J

Example: Route explanation: Jet airways for Area 2, optimal westbound NAT, and then the NAR through Area 1 to destination. 02 POD EDDF 03 POA CYMX 06 ROUTE J/A/P

Example: Route explanation: Nav optimize through Area 1, optimal eastbound NAT, and then airway optimized through Area 2 to destination. 02 POD KTEB 03 POA EGLL 06 ROUTE /Z/J


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Example: Route explanation: Airways via LIT to the inland navigational fix, SSM, and then the NAR, the optimal NAT, and finally, airway optimized through Area 2 to destination. 02 POD KDFW 03 POA EDDF 06 ROUTE J,P,LIT,SSM/Z/J

Selecting a Specific Track Selecting a particular NAT track for your flight plan requires you to include one or more coastal waypoints in your input. The number and location of points specified determines whether the input is a demonstrative command to fly a particular NAT track or merely a mild suggestion for which track to aim. There are many variations to this technique, and representative examples are illustrated below. Westbound Flight Plans Example: Route explanation: Jet airway optimized through Area 2 to the NAT that connects with the Area 1 coastal fix, HO. Pick up common and non-common NAR through Area 1 to destination.

NOTE

A valid track must exist with the coastal fix, HO, included.

02 POD EDDF 03 POA KORD 06 ROUTE J/A/P,HO

Example: Route explanation: Same as previous example except that only the common portion of the NAR is requested. Once the inland navigational fix (the endpoint for the common segment) is reached, jet airways prevail to the destination.

NOTE A valid NAT track with the coastal fix, HO, must exist. Also, the inclusion of the J option overrides the non-common NAR segment.

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02 POD EDDF 03 POA KORD 06 ROUTE J/A/J,P,HO

Example: Route explanation: Same as previous example except that the jet airways after the common segment of the NAR must overfly the waypoint, TUL. 02 POD EGLL 03 POA KDFW 06 ROUTE J/A/J,P,HO,TUL

Example: Route explanation: Jet optimized through Area 2 to the NAT that connects with the inland navigational fix, STEAM. Pick up the common and non-common NAR segments in Area 1 to destination.

NOTE

A valid track with the coastal fix, STEAM, must exist.

02 POD EHAM 03 POA KDFW 06 ROUTE J/A/P,STEAM

Eastbound Flight Plans Example: Route explanation: Preferred route (NARs) through Area 1 to the coastal fix, VIXUN, pick up NAT that is connected to VIXUN, and then fly jet optimized through Area 2 to destination. 02 POD KATL 03 POA EGLL 06 ROUTE P,VIXUN/Z/J

Example: Route explanation: Jet airways through Area 1 to the inland navigational fix (the start point for the common segment of the NAR), pick up the NAR to the coastal fix, COLOR, and then the NAT connected to COLOR. Jet optimized through Area 2 to destination.


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02 POD KDFW 03 POA EDDF 06 ROUTE J,COLOR,P/Z/J

North Atlantic Tracks – Crossing Without The NATS The same types of RTD and RTA inputs used on a NAT flight plan can be used for a random route flight plan across the North Atlantic. If an organized track across the North Atlantic is not desired, omit the international track code (A or Z) and the Route Optimizer develops an optimized direct route for the overwater portion of the flight. Example: Route explanation: Preferred NAR through Area 1, optimize direct across the North Atlantic (with waypoints defined every ten degrees of longitude), and then jet airways through Area 5 to destination. 02 POD KTEB 03 POA BIKF 06 ROUTE P//J

Example: Route explanation: Jet optimized through Area 2, optimize direct across the North Atlantic, and then preferred NAR through Area 1 to destination. 02 POD EGLL 03 POA CYUL 06 ROUTE J//P

Pacific Organized Track Structures (PACOTS) PACOTS refers to the multiple, dynamic airway structures that exist in the North and MidPacific. PACOTS are dynamic because they are updated daily for flight planning purposes during specific time-frames. PACOTS includes Northern Pacific Tracks as well as the Flex Tracks for Hawaii to and from Japan. The tracks in the North Pacific lie between the west coast of North America (Area 1) and the Asian Far East (Area 4—generally landing or overflying Japan). The Mid-Pacific tracks, historically referred to as the “Flex Tracks,” lie between Hawaii (Area 5) and Japan (Area 4).

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Flex Tracks The Flex Tracks exist between Hawaii and Japan. They are updated on a daily basis and are available only at specific times of the day. The eastbound Flex Tracks are valid on JetPlan from 1000 to 2100 UTC (for flights crossing the 160 East parallel between 1200 and 1600 UTC). The westbound tracks are valid from 1900 to 0800 UTC (for flights crossing the 160 East parallel between 2300 and 0600 UTC). To view the latest update of these tracks, enter the following on the Options command line: 01 IFS,FLEX – Prints the eastbound Flex Track NOTAM. 01 IFS,WFTR – Prints the westbound Flex Track NOTAM.

NOTE The outputs resulting from these two inputs differ significantly. The eastbound tracks (FLEX) printout provides the “route of flight” to follow. You must enter your inputs based on this information. The westbound tracks (WFTR) printout provides the “user inputs” that you enter to access any one of the tracks. The reason for this output difference involves how each structure is stored on the JetPlan system.

Flex Tracks – Route Inputs Routing in both directions (east and west) requires similar basic inputs to use the track structure. By entering the international track code, OE, on the RTW segment, you access the Flex track system—given the POD and POA are in Area 5 and Area 4 respectively. Entering “J” on the RTD or RTA generally provides the optimal Flex Track. For more control, you can enter some or all of the overfly points specified in the track NOTAM. Example inputs for each direction are shown below. Example: Route explanation: Jet airways through Area 4, the optimum Flex Track, jet airways through Area 5 to destination. The route input used in this example is valid for either direction. 02 POD RJAA (Area 4) 03 POA PHNL (Area 5) 06 ROUTE J/OE/J

Example: Route explanation: Jet airways through Area 4 via MILVA, pick up the Flex track connected to MILVA, jet airways through Area 5 to destination.


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02 POD RJAA 03 POA PHNL 06 ROUTE J,MILVA/OE/J

Example: Route explanation: Jet airways in Area 5 to SOK, and then direct to DANNO; pick up the Flex Track connected to the specified waypoints, and then jet airways through Area 4 via MILVA, SMOLT, SUNNS and LIBRA to destination. 02 POD PHNL 03 POA RJAA 06 ROUTE J,SOK,D,DANNO/OW/J,MILVA,SMOLT,SUNNS,LIBRA

PACOTS – Far East To/From North America The PACOTS between the Far East (Area 4—landing or overflying Japan) and the west coast of North America (Area 1) are updated on a daily basis. They are available only at specific times of the day. The eastbound tracks are valid on JetPlan from 0900 to 1600 UTC (for flights crossing the 160 East parallel). The westbound tracks are valid from 1900 to 0800 UTC (for flights crossing the 160 East parallel). To view the latest update of these tracks, enter the following on the Options command line: IFS,PAC-OTS – Prints the eastbound PACOTS Tracks NOTAM. IFS,FREEFLOW – Prints the westbound PACOTS Tracks NOTAM.

NOTE The output resulting from this input is in a user-input format. The output is prepared by the Jeppesen Customer Service staff.

PACOTS – Route Inputs Routing in both directions requires similar basic inputs to use the track structure. The twoletter designator OE is entered on the RTW input segment to access the optimum eastbound PACOTS track. The two-letter designator OW is entered on the RTW input segment to access the optimum westbound PACOTS track. You can use the J option or nav optimize on the RTD or RTA route segments when accessing the optimal track. For more control, you can enter some or all of the overfly waypoints provided in the track printout message.

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Example inputs for each direction are shown below. Example: Route explanation: Jet airways through Area 4, the optimum eastbound track, jet airways through Area 1 to destination. The route input used in this example is valid for either direction. 02 POD RJAA 03 POA CYVR 06 ROUTE J/OE/J

Example: Route explanation: Jet airways through Area 1 via ALCOA, pick up the westbound track connected to the specified waypoints, and then jet airways through Area 4 via GARRY, SCORE, VIRGO and LIBRA to destination. 02 POD KSFO 03 POA RJAA 06 ROUTE J,ALCOA/OW/J,GARRY,SCORE,VIRGO,LIBRA

If you are planning for flights between North America and Taipei, Hong Kong, Manila, or some other similar arrival, you can enter a special Customer Route Database entry, RT/ALL/TOS, to invoke the optimum track from the two tracks, K and L. This input searches a “public” CRDB record, allowing you to use these specific routes that are maintained by Jeppesen. To invoke Track K specifically, enter RT/PACK/TOS. To invoke Track L specifically, enter RT/PACL/TOS. Example: Route explanation: Entering the CRDB input shown selects the more advantageous of the two tracks, K or L. 02 POD KLAX 03 POA VHHH 06 ROUTE RT/ALL/TOS

Example: Route explanation: The following CRDB input selects track K. 02 POD KLAX 03 POA VHHH 06 ROUTE RT/PACK/TOS


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Example: Route explanation: The following CRDB input selects track L. 02 POD KLAX 03 POA VHHH 06 ROUTE RT/PACL/TOS

AUSOTS Tracks The AUSOTS tracks are flexible tracks published daily across Australia to and from the three main airports in eastern/southern Australia (YMML, YSSY and YBBN). There are three different AUSOTS groups currently ingested daily into JetPlan: • GROUP A – South/East Australia to/from Southeast Asia • GROUP B – South/East Australia to/from Middle East • GROUP E – Perth (YPPH) to/from Brisbane (YBBN) For each group, both Eastbound and Westbound tracks are published. Each track has a specific valid time that varies in begin time, but most (if not all) end at 2200Z daily. To use the AUSOTS tracks in JetPlan, the following inputs are used (independent of direction of flight): J/AA/J – GROUP A J/AB/J – GROUP B J/AE/J – GROUP E

A copy of the current AUSOTS tracks can be retrieved in JetPlan by using the following input on the Options command line: IFS,AUSOTS

A sample track message follows: 01 OPTIONS ifs,ausots 20 COMPUTING 0626 (TDM TRK XB13 091111060001

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0911110900 0911112200 ELATI MUTMI 07S097E TATOD NODAB METAB BRISO BIGUP CESCI GEKKO ANZAC LATOM TAVEV TAM RTS/TAM V327 HAWKE Y491 SMOKA Y177 BN YBBN RMK/AUSOTS GROUP B (TDM TRK XM13 091111060001 0911120900 0911122200 DADAR 07S085E 11S090E 14S095E 17S100E 20S105E SWAGY TINDA NALAR HITCH CLAMY RUFLE BUNGY MTG RTS/MTG Y53 WENDY V279 ML YMML RMK/AUSOTS GROUP B (TDM TRK XS13 091111060001 0911110900 0911112200 DADAR 07S085E 11S090E 14S095E 17S100E 20S105E WONSA 25S118E BUNNY LEC SAPED NEWMO EKKEY RTS/EKKEY J141 PKS H319 TARAL Y59 SY YSSY RMK/AUSOTS GROUP B (TDM TRK BY1A 091111120001 0911111100 0911112200 MORRO ROM TAVEV VINAX PARTY MONIC 14S130E KIKEM RTS/YBBN BN G326 MORRO RMK/AUSOTS GROUP A (TDM TRK MX13 091111110001 0911111100 0911112200 ROBET WHA RUSAD 26S127E NONAX MELBO SAPDA RTS/YMML ML H164 KEPPA Q168 ROBET RMK/AUSOTS GROUP B (TDM TRK MY1A 091111120001 0911111100 0911112200 ROBET OJJAY PUGUT ROOKS DUBIS JUGGL PONTI ATMAP RTS/YMML ML H164 KEPPA Q168 ROBET RMK/AUSOTS GROUP A (TDM TRK SY1A 091111120001 0911111100 0911112200 NYN POLEV AS TIMMI 17S125E ITCHY ATMAP RTS/YSSY SY H202 RIC UH226 NYN RMK/AUSOTS GROUP A (TDM TRK YB1A 091111120001 0911111300 0911112200 ONOXA TOBIE MONIC TASHA EML RTS/EML UY409 EAGLE Y177 BN YBBN


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RMK/AUSOTS GROUP A (TDM TRK YM1A 091111120001 0911111300 0911112200 SAPDA MELBO NONAX 28S130E RUSAD WHA HINDY RTS/HINDY Y12 ARBEY H119 ML YMML RMK/AUSOTS GROUP A

END OF JEPPESEN DATAPLAN REQUEST NO. 0626

Route Input Limits The Route Optimizer has a finite limit to the number of input elements that can be entered on each flight plan request. The maximum number of input elements is 18. This is true whether entering elements on the RTD segment only, or on all three route segments (RTD, RTW and RTA). In addition, there is a total limit of 408 characters, including spaces, for any kind of route input—route optimizer, SRS, or combination.

POD and POA in the Same Route Area When both the POD and the POA are in the same route area, and all of the waypoints entered on the RTD are in the same area, the following rules apply: • The entry “D” counts as a route element against your 18 possible inputs when it is the first input, the second input (for example, J,D), or the last input on the RTD segment. • For waypoints only: you can specify 10 waypoints in succession. • For waypoints and one or more “D” entries: you can specify 11 waypoints in succession, if the string of 11 waypoints is preceded or followed by a “D”. • The airway entry “J” does not count as a route element against your 18 possible inputs. Example: Limit explanation: 10 waypoints. 02 POD KSEA 03 POA KBGR 06 ROUTE BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK

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Example: Limit explanation: 11 waypoints, D, 7 waypoints. 02 POD KSEA 03 POA KBGR 06 ROUTE BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK, EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB

Example: Limit explanation: 11 waypoints, D. 02 POD KSEA 03 POA KBGR 06 ROUTE BTG,LMT,EHF,PMD,BLH,GBN,SSO,ELP,INK,SAT,IAH,D

Example: Limit explanation: D, 11 waypoints, D, 5 waypoints, D = 18 elements. 02 POD KSEA 03 POA KBGR 06 ROUTE D,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK, EMG,D,LIT,PXV,ROD,DJB,JHW,D

POD and POA in Different Route Areas When the POD and the POA are in different route areas, the rules stated above apply with the following exceptions: • The route input “D” does not count when it is the last route element on the RTD segment. It does count as an element on the RTD when it is the first or the second entry (when preceded immediately by a “J”). • The entry “D” does not count when it is the first route element on the RTA segment, or when it is preceded immediately by a “J”. (It does count as an element when it is the last entry on the RTA.) And the following inclusion: • Each overwater waypoint and latitude-longitude fix (RTW segment entries) counts as one route element.


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Example: Limit explanation: Airways through Area 5 = 0 elements (the “J” does not count); Area 0 = 0 elements; Area 1 = 11 waypoints, D, 7 waypoints; total = 18 elements. 02 POD PHNL 03 POA KBGR 06 ROUTE J//OAK,SNS,RZS,LAX,BLH,ELP,INK,SAT,IAH, LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB

Example: Limit explanation: Area 5 = 1 waypoint; Area 0 = 0 elements; Area 1 = 10 waypoints, D, 7 waypoints; total = 18 elements. 02 POD PHNL 03 POA KBGR 06 ROUTE J,CKH,D//J,OAK,RZS,LAX,BLH,ELP,INK,SAT, IAH,LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB

Example: Limit explanation: Area 1 = 2 waypoints; Area 0 = 11 waypoints; Area 4 = 4 waypoints, D; total = 18 elements. 02 POD KLAX 03 POA RJAA 06 ROUTE J,SNS,D,OSI,D/ ALCOA,3800,13000,3900,14000,4100,15000,4200,16000,4100,17000, 4100,18000,4000,-17000,4000,-16500,4000,-16000,CALMA/ J,D,COMFE,D,VACKY,PETAL,CVC,D

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Route Commands Electronic Route Availability Document Option

Electronic Route Availability Document Option This section describes the Electronic Route Availability Document (ERAD) flight plan option, which instructs JetPlan to create a route that is both optimized and fully compliant with EUROCONTROL traffic flow restrictions. The ERAD option employs a route selector that is designed only for flights using European airspace.

Overview In early 2013, a new version of the ERAD route selector became available in JetPlan. This second-generation ERAD (version 1.1) included new capabilities that determine optimum RAD-compliant routes by considering additional route restrictions, weather, and enroute charges. ERAD 1.1 significantly improved the percentage of flight plan filings accepted by EUROCONTROL over the legacy ERAD route selector. In February 2015, the ERAD route selector (version 2.0) was enhanced further with an improved optimization algorithm that achieves an even higher rate of acceptance by EUROCONTROL. ERAD 2.0 provides multi-dimensional optimized route selection that is fully compliant with routing constraints published by EUROCONTROL and member states. These constraints include the RAD and other efficiency schemes such as the Airspace Use Plan/Updated Airspace Use Plan (AUP/UUP) (formerly known as CRAM). Additional regional route restrictions will be supported in future enhancements of ERAD. ERAD 2.0 also supports lowest fuel, time, or cost-based route optimization, depending on the criteria specified by the user. For cost-based optimization, JetPlan accounts for cost as the sum of fuel, enroute charges, and time and considers altitude restrictions enforced by RAD and other ATC restrictions as part of the route selection process. In addition, ERAD 2.0 includes new flight plan options that are currently supported only in the JetPlan command-line interface and the Basic Flight Planner in JetPlan.com. For information on the new flight plan options available with ERAD 2.0, see “ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface” on page 198.


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Possible Error Messages with ERAD Some customers may experience the following errors when using the ERAD flight plan option: • NRADNULL error – If you consistently receive an NRADNULL response for flight plan requests containing the ERAD flight plan option, the most likely cause is that the ERAD 2.0 route selector does not yet support your aircraft type. In that case, ERAD is not currently a viable option in flight plan requests for that aircraft type. If you experience this situation, Jeppesen recommends letting your customer service representative know. Jeppesen is working to add support to ERAD 2.0 for all aircraft types in the near future. • 2HEAVY error – Under certain combinations of weather conditions and RAD rules, you might receive a 2HEAVY error in response to a flight plan request containing the ERAD flight plan option. If this happens, try incrementally lowering the payload or zero fuel weight until a flight plan is produced. If that approach is not acceptable, and it is a cost-index plan, try reducing the cost index. If it is not a cost-index plan, try reducing the Mach speed. If these approaches fail to prevent the 2HEAVY error (or if they are unacceptable), the only choice is to not use the ERAD flight plan option and to try other means to achieve a EUROCONTROL-compliant flight plan.

Upper-Level Winds and Temperature Forecasts The weather source for ERAD 2.0 is the U.S. National Weather Service (NWS). Fixed winds are supported; historical and statistical winds are not supported.

Accessing ERAD 2.0 JetPlan automatically uses the enhanced ERAD 2.0 route selector when you use the ERAD flight plan option in any of the following flight planning products: JetPlan.com (Basic Flight Planner or New Flight Planner), Jeppesen Dispatch Control, JetPlanner, Legacy OpsControl, FlightPlan Online, and the JetPlan interactive (Q and A) command-line interface. ERAD 2.0 also includes new flight plan options, currently supported only in the JetPlan command-line interface and the Basic Flight Planner in JetPlan.com. However, future enhancements will make these options available in other client interfaces, such as that provided by JetPlanner. For information on the new flight plan options available with ERAD 2.0, see “ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface” on page 198.

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ERAD 2.0 Options and Inputs With a few exceptions, use of flight plan options and inputs with ERAD has not changed as a result of the improvements to the route selector. However, some new and some changed capabilities do exist. The following sections describe supported options and explain when options are not supported.

ERAD Point of Departure (POD) and Point of Arrival (POA) Inputs The route selector employed by the ERAD flight plan option is designed only for flights using European airspace. The POD or the POA in the planned route is usually in Europe, although some flights merely overflying European airspace also benefit from the ERAD option.

ERAD Route Inputs With a few exceptions, route inputs do not change with ERAD 2.0. The following three tables list supported, planned, and unsupported route inputs.

NOTE When requesting a specific SID (with transition), STAR (with transition), airway (with entry and exit waypoints), or waypoint, enter each name separated by a blank.

Table 6-8 Route Input

Route Inputs Supported with ERAD 2.0 Type

No route input

Description Optimum RAD-compliant route via best combination of directs and airways

BANTO BANTO UMBAG

Waypoint(s)

Optimum RAD-compliant route via specified waypoints

BANTO UP155 UMBAG

Waypoint(s) plus airway(s)

Optimum RAD-compliant route via specified waypoint and airway

Waypoint DCT waypoint

Optimum RAD-compliant route constrained to fly FOO Direct to BAA

NOTE If the ERAD FP option is not specified, these inputs cannot be used in the route optimizer. BANTO DCT UMBAG


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Table 6-8

Route Inputs Supported with ERAD 2.0 (continued)

Route Input

Type

Description

TNT3E TNT HON HON2A

SID followed by transition

NOTE If the ERAD FP option is not specified, these inputs cannot be used in the route optimizer.

Transition followed by STAR

Optimum RAD-compliant route constrained to fly the SID TNT3E to TNT and the STAR HON2A from HON

Table 6-9 lists route inputs that will be supported in a future version of ERAD. Table 6-9

Route Inputs Planned for a Future Version of ERAD

Input Type

Notes

Westbound and eastbound North Atlantic Organized Tracks (NATs)

Not currently supported. Using these route inputs results in an error. For detailed information, see “ERAD and the NATS” on page 189.

/A/ /Z/

Preferred routing to or from NATs • Pacific Organized Track System (PACOTS), including Flex Tracks

Not currently supported. Using these route inputs results in an error. Not currently supported. Using these route inputs results in an error.

• Australian Organized Track Structure (AUS OTS)

The following table lists route inputs that are either not supported or not recommended with ERAD 2.0. Table 6-10 Input Type

Notes

SRS inputs and combination of optimizer and SRS inputs

Do not use with ERAD 2.0.

• JetAirways (J) • Direct (D)

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Route Inputs Not Supported or Not Recommended for Use with ERAD

These inputs are acceptable but not recommended. ERAD 2.0 applies rules to ensures that airways are included as necessary and direct optimization is always exploited whenever possible.



ERAD and the NATS In ERAD 2.0 flight plan computations, the following logic applies to the NATs: • ERAD 2.0 only includes the optimum NAT in the route computation when doing so results in the most optimum ATC-acceptable trajectory. • Including the westbound (/A/) or eastbound (/Z/) NAT in your route inputs results in an error.

ERAD Flight-Level Input Options ERAD 2.0 does not support VFR (V) or C flight-level (profile) input options (C is used to prevent a step climb when flight planning on the organized tracks). Otherwise, ERAD 2.0 supports all user-entered flight-level instructions supported by JetPlan. The system applies your flight- level constraints while determining an optimum route that is also compliant with both RAD and Conditional Route rules. For details on user-entered flight level constraints, see Chapter 9, “Profile Commands.”

ERAD Conditional Route Options NOTE The acronym CDR in the context of this section refers to conditional routes in Europe used by ERAD and not to FAA Coded Departure Routes (CDRs). For information on FAA CDRs, see “Using Coded Departure Route (CDR) Records” on page 247.

In Europe, conditional routes are Air Traffic Service (ATS) routes or portions thereof that are designated by the controlling ANSPs as non-permanent. Such routes or portions thereof are often referred to as airways. They can be planned and used under specified conditions that are time-based and altitude-based. These conditional routes are divided into three categories: • Category 1 (CDR1): Normally available for planning in the same way as permanent ATS routes but subject to short-notice closure by the daily AUP/UUP (formerly CRAM) update document. • Category 2 (CDR2): Normally unavailable for planning except when made available by the daily AUP/UUP update document. • Category 3 (CDR3): Never available for planning; usable on ATC instruction only.


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ERAD 2.0 uses the Conditional Route (CDR) Route-Segment Database. The records in this database contain airway segment/time frame/flight level data derived from the combination of data from the latest conditional route publications put forth by the ANSPs and data from the daily AUP/UUP document. The AUP/UUP document applies to the 24-hour period starting at 0600Z the day after it is published. The CDR Route-Segment Database is updated every 24 hours upon receipt of the daily AUP or whenever a UUP is released. An understanding of how the relevant data is maintained on a daily basis is critical to understanding how ERAD 2.0 treats airways subject to conditional route designation. Each day, upon receipt of the latest AUP/UUP document in electronic form, the ERAD 2.0 CDR Restrictions file is updated. For each airway segment or sequence of segments that is subject to conditional route designation, a set of records can be found in this file. The set of records defines a complete schedule for the availability of the airway segments and flight levels and, therefore, can be thought of as a schedule block. The contents of the schedule block are determined through a compositing of the AUP/UUP and the standard conditional route designations. Each schedule block covers a two-week period starting at 0000Z on the current day. Any given AUP/UUP document covers a 48-hour period, starting at 0600Z on its effective date. Thus, the contents of the first 24 hours of a schedule block for any given airway segment/flight level reflects the combination of the AUP/UUP and the standard conditional route designation. After the first 48 hours, the contents reflect only the standard conditional route designation. When computing a flight plan, ERAD 2.0 reads and processes the data from the CDR Restrictions File to determine if a given combination of candidate airway segment and flight level is open at the estimated time of entry. If the estimated time of entry is within the 48-hour coverage window of the latest AUP/UUP, the impact of the AUP/UUP is accounted as composited with the standard conditional route designations. If the estimated time of entry is beyond the 48-hour coverage window of the latest AUP/UUP, the latest AUP/UUP has no impact, and only the standard conditional route designators have an impact.

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As an example, consider the airway A333 between AGUNI and LUTEL. For FL300 to FL530, this section of A333 is designated CDR2 on weekdays and CDR1 on weekends. Assume that a flight plan is run on a particular Wednesday, and for that day, the AUP/UUP caused this section of A333 to be open for the 48-hour period extending from 0600Z on that day. ERAD 2.0 behaves as follows when computing this flight plan: • If the flight plan’s ETD, aircraft performance, forecast winds and temperatures, and so on, are such that the estimated time of entry to the section of A333 between AGUNI and LUTEL is prior to 0600Z on Friday of that week (and thus within the 48-hour coverage of the latest AUP/UUP), that section is considered to be open. • If the flight plan’s EDT, aircraft performance, forecast winds and temperatures, and so on are such that the estimated time of entry to the section of A333 between AGUNI and LUTEL is after 0600Z on Friday of that week (and thus beyond the 48-hour coverage of the latest AUP/UPP), that section is considered to be closed. ERAD 2.0 applies the following Flight Planning-relevant CDR (FP_CDR) classifications dynamically when determining whether a particular combination of airway segment and flight level is available for consideration in the optimum route/profile computation. Note that for certain airway segment flight level combinations, the FP_CDR classification can depend on a flight plan computation’s estimated time of entry. • FP_NOCDR – The combination of airway segment and flight level is not subject to conditional route designation. • FP_CDR0 – The estimated time of entry for the airway segment/flight level is within the period of the latest AUP/UUP, and the combination of the latest AUP/UUP and the standard conditional route designations is such that the airway segment/flight level is considered open. • FP_CDR1 – The estimated time of entry for the airway segment/flight level is beyond the period of the latest AUP/UUP and is at a point in time that the airway segment/flight level is designated a CDR1. • FP_CDR2 – The estimated time of entry for the airway segment/flight level is beyond the period of the latest AUP/UUP and is at a point in time that the airway segment/flight level is designated a CDR2. • FP_CDR3 – The combination of airway segment and flight level is designated a CDR3. NOTE When you are using ERAD 2.0, the NOCRAM flight plan option does not turn off processing of AUP/UUP (CRAM) files.


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The following table summarizes how ERAD 2.0 uses the FP_CDR classifications. Table 6-11

FP_CDR Classifications

Command-Line Input

Description

Notes

FP,ERAD

Consider airway flight level combinations that are determined to be FP_NOCDR, FP_CDR0 or FP_CDR1.

Consider only those airway segments that are explicitly known to be open at the estimated point of time of entry or are considered probably open at the estimated time of entry.

FP,ERAD,AX

Consider airway flight level combinations that are determined to be FP_NOCDR, FP_CDR0, FP_CDR1 or FP_CDR2.

Consider any airway segment flight level combination that has the possibility to be open at given time of entry in the future within or beyond the coverage of the current AUP/UUP.

FP,ERAD,NX

Consider only those airway flight level combinations that are determined to be FP_NOCDR.

Consider only those airway segments that have no CDR designation.

ERAD and the Restricted Areas Option and Inputs The following sections describe how the Restricted Area (RST) flight plan option and inputs work with ERAD 2.0.

NOTE For detailed information on restricted area options, see Chapter 4, “Restricted Area Commands.”

Avoiding Checkpoints and Airways with ERAD ERAD 2.0 supports JetPlan checkpoint and airway-avoid inputs entered with the RST flight plan option. The syntax and rules for checkpoint avoid and airway avoid inputs using the command-line interface are the same as for the JetPlan route selector. (Examples can be found in Chapter 4, “Restricted Area Commands.”) The way the ERAD 2.0 route selector processes a checkpoint avoid input is similar to the way the JetPlan route selector processes the input. The system computes the route so that it avoids any checkpoint entered as an avoid checkpoint. However, currently, the ERAD 2.0 route selector processes an airway avoid input differently than the JetPlan route selector does. The JetPlan route selector accepts input of a checkpoint, followed by an airway name, followed by

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a checkpoint, and then ensures avoidance of the named airway only between the two checkpoints. ERAD 2.0 does not consider the checkpoints in such an input. Instead it avoids the entire airway. For example, the following command-line inputs request ERAD to compute a route that avoids airway UL607. The ERAD route selector computes a route that avoids UL607 completely, not just between KONAN and NTM. 01 OPTIONS FP,ERAD,RST/AW=KONAN UL607 NTM

The following command-line inputs request the ERAD route selector to compute the route so that it avoids the airway UB4. Again, ERAD computes a route that avoids UB4 completely, not just between RLP and CTL. 01 OPTIONS FP,ERAD,RST .... 05 RESTRICTED AREA AW=RLP UB4 CTL

A future enhancement to ERAD 2.0 will enable it to avoid an airway only between the userentered checkpoints.

Avoiding Countries by ICAO Code with ERAD You can specify complete or partial ARINC 424 ICAO codes for countries to avoid during route selection. For example, the following command-line inputs request the ERAD 2.0 route selector to compute a route from EGLL to VTBD that excludes the following: • All waypoints within Ukraine (UK) • All waypoints within the People’s Republic of China (Z) • All waypoints within IRAN (OI) 01 02 03 05

OPTIONS FP,RST,ERAD, POD EGLL POA VTBD RESTRICTED AREA ICAO/UK Z OI

You can also specify a country to avoid on the 01 OPTIONS command line, as in the following example: 01 FP,ERAD,RST/ICAO/OI

Note, however, that you cannot enter more than one ICAO country code on the 01 OPTIONS command line.


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Ignoring RAD Rules with ERAD ERAD 2.0 supports the ability to ignore individual RAD rules. In the command-line interface, the input for specifying RAD rules ignore is supported with the RST option and adheres to the following syntax: 05 RESTRICTED AREA IR/

where is the identifier of an individual RAD rule—for example, EG2345A. You can enter as many RAD rules as can fit on the input line. For example, the following command-line entries request that the ERAD route selector compute the route so that it ignores the RAD rules EHEG1002B, EH2027B, and LF2471B: 01 OPTIONS FP,ERAD,RST .... 05 RESTRICTED AREA IR/EHEG1002A EH2027B LF2471B

You can also combine checkpoint or airway avoid inputs with RAD rule ignore inputs. For example, the following command-line inputs request the ERAD 2.0 route selector to compute the route so that it avoids the checkpoint tulip and ignores the RAD rules EHEG1002 and EH2027. 01 OPTIONS FP,ERAD,RST .... 05 RESTRICTED AREA CP=tulip,IR/EHEG1002 EH2027

Avoiding Two-Dimensional Restricted Areas and FIRs with ERAD ERAD 2.0 does not currently support the JetPlan inputs for avoiding two-dimensional (delineated boundary) restricted areas with the RST option. These restricted areas are polygons or circles defined with coordinates. For example, the following command-line inputs are not supported and result in an error: 01 OPTIONS FP,LP,RST,ERAD .... 05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000

In addition, ERAD 2.0 does not currently support input of a FIR/UIR with the RST option. The following command-line inputs result in an error: 01 OPTIONS FP,LP,RST,ERAD

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.... 05 RESTRICTED AREA XIR=LIMM

However, the ERAD 2.0 route selector’s adherence to complex RAD rules and other ATC restrictions to a certain extent reduces the need to avoid user-defined restricted areas or specific route elements. For example, the need to account for a FIR/UIR entered as a restricted area is somewhat lessened because ERAD 2.0 applies FIR/UIR-based filtering to the calculation of direct segments. ERAD works to ensure that route optimization gets the most benefit possible from direct optimization without violating distance restrictions imposed on direct segments within any encountered FIR/UIR.

ERAD and the Four-Dimensional Avoid and Alert Restrictive Airspaces Options The Customer Controlled Avoid and Alert options (CCAA/CCAAN) are allowed with ERAD 2.0, meaning an error does not occur if CCAA or CCAAN is used with the ERAD flight plan option. However, ERAD 2.0 does not consider the CCAA or CCAAN inputs. Thus, ERAD used with CCAA could possibly produce a route that traverses one or more avoid-level restrictive airspaces. In such cases, flight plan formats that support alerting for such traversals include the appropriate alerts. When used with ERAD, both the CCAA option and the CCAAN option cause alerts for each traversal of active avoid-level and alert-level restrictive airspaces. The alerts are included in the output of flight plan formats that support all JetPlan alerts. For example, the system accepts the following command-line entries, and ERAD 2.0 attempts to produce a route but does not consider the CCAA entry: 01 OPTIONS FP,CCAA,ERAD,AA6

In this case, if the route traverses one or more active avoid-level restrictive airspaces, an alert is included in the output for each traversal as well as for each traversal of an alert-level restrictive airspace, since the AA6 format presents all JetPlan alerts.

NOTE For detailed information on the CCAA and CCAAN options, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”


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ERAD and the Time, Fuel, and Cost Optimization Options ERAD 2.0 considers forecast winds and temperatures and altitude variations as part of its overall methodology to determine one of the following: • A shortest-time route • A lowest-fuel route • A lowest-cost route The choice of determining a shortest-time route, lowest-fuel route, or lowest-cost route is controlled by the user’s entries on the Performance Index command line (line 12). However, if the user enters a cost index on the Cruise Mode line (line 11), ERAD 2.0 determines a lowestcost route, regardless of the Performance Index entry on line 12. For lowest-cost path determination, ERAD 2.0 considers by default the cost of time and the cost of fuel. These costs are determined from direct user entry, or extraction from the CADB, or implicitly from the user-entered cost index. Unlike the JetPlan route selector, ERAD 2.0 lets the user request consideration of enroute charges along with the costs of time and fuel in the lowest-cost path determination. In this case, the user must ensure that the cost of time and the cost of fuel are entered directly as part of the Performance Index entry (for example, M,067,6000) or are available via extraction from the CADB. Determining the cost of time and the cost of fuel implicitly from cost index is not compatible with including consideration of enroute charges in the lowest-cost path determination. The route of flight determined by the route selector is the only ERAD 2.0-specific result that is displayed in the final flight plan output. In summary, ERAD 2.0’s multi-dimensional approach enables it to provide superior constrained optimization relative to the JetPlan route selector in the face of multi-dimensional rules imposed by agencies such as EUROCONTROL through its electronic RAD.

NOTE For detailed information on the Performance Index commands and time, fuel, and cost optimization, see Chapter 9, “Profile Commands.”

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ERAD Special Remarks in the Filing Strip In ERAD 2.0 flight plans, the system appends ERAD special remarks to JetPlan Engine special remarks in the filing strip by default. The following example shows the ERAD special remarks appended to the filing strip. (FPL-JBTFS2-IS -B738/M-SDE2E3FGIJ1RWXY/LB1 -EDDV0500 -N0449F380 OSN8S OSN UM170 BAM UZ158 LNO/N0449F390 UZ707 RESMI UN857 DISAK UQ237 LMG UN10 ENSAC UP181 NEA UL14 ADINO/N0448F380 DCT ELVAR DCT GENRO -LPFR0301 LEJR -PBN/B1D1O1S2 DOF/140913 REG/DAHFW EET/EBUR0028 LFFF0036 EBUR0037 LFFF0038 LECM0143 LPPC0230 OPR/TUI PER/C RMK/TAXI:10 DAL:D55PTOSN DAL:D121PTBAM DAL:D193PTLNO DAL:D376PTRESMI DAL:D403PTDISAK DAL:D550PTLMG DAL:D671PTENSAC DAL:D872PTNEA DAL:D1030PTADINO DAL:D1092PTELVAR DAL:D1215PTGENRO DAL:D1242ADLPFR TOC:D114F360T0019 BOC:D121F360T0020 TOC:D140F380T0023 BOC:D193F380T0030 TOC:D205F390T0031 TOD:D1030F390T0222 BOD:D1033F380T0222 TOD:D1114F380T0233 TCAS EQUIPPED PLAN 9703 ID JBTFS2 RVR/200)

Note that the system only includes the DAL/TOC/BOC portion of the ERAD special remarks when both the POD and the POA are in regions where EUROCONTROL has sole control over filings. In the command-line interface and the JetPlan.com Basic Flight Plan interface, you can use the Include DAL/TOC/BOC flight plan option (DOTB) to include the DAL/TOC/BOC portion of the ERAD special remarks in the filing strip, regardless of the location of the POD and POA. For more information, see “Include DAL/TOC/BOC Option” on page 198.

Suppressing ERAD Special Remarks In ERAD flight plans, the system appends ERAD special remarks to JetPlan Engine special remarks in the filing strip (with the DAL/TOC/BOC exception described in “ERAD Special Remarks in the Filing Strip” on page 197.) A customer preference setting enables you to override this default behavior. When this customer preference setting is in place, the system does not append ERAD special remarks to the filing strip. Contact your Jeppesen account manager for more information.


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ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface NOTE At present, the following flight plan options are supported only in the JetPlan command-line interface and in the Basic Flight Planner in JetPlan.com. Future enhancements will make these options available in other client interfaces, such as that provided by JetPlanner.

Include DAL/TOC/BOC Option When you use the ERAD flight plan option, the system includes ERAD special remarks in the filing strip with the following exception: the DAL/TOC/BOC portion of the ERAD special remarks is included only when both the POD and the POA are in regions where EUROCONTROL has sole control over filings. The ERAD DAL/TOC/BOC flight plan option (DOTB) lets you override this behavior on an ad hoc basis. Entering DOTB on the 01 Options command line in an ERAD flight plan request instructs JetPlan to append the DAL/TOC/BOC portion of the ERAD special remarks to the JetPlan filing strip, regardless of the POD and POA.

Runway to Runway Flight Planning When used with the ERAD flight plan option, the Runway to Runway option (S2R2R) instructs JetPlan to select the best runway automatically, based on the most recent TAF and runway preference information for airports stored in the Jeppesen Navigation Database. To use the Runway to Runway option, enter ERAD followed by S2R2R on the 01 Options command line.

Dynamic SID/STAR Calculation When used with the ERAD flight plan option, the Dynamic SID/STAR Calculation (S2PTHT) option instructs JetPlan to compute SID and STAR routings dynamically instead of using the pre-calculated SID and STAR routings stored in the JetPlan Navigation Database. The dynamic calculation performed with this option takes into account the aircraft used in the flight plan request as well as the ARINC 424 data, resulting in a more accurate computation of SIDs, STARs, and total distance. To use the Dynamic SID/STAR Calculation option, enter ERAD followed by S2PTHT on the 01 Options command line.

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Route Commands National Route Program (NRP) Option

National Route Program (NRP) Option NRP refers to the FAA National Route Program, which allows flights operating at or above FL290, within the conterminous U.S., and regardless of city pairs, to participate in minimum time/cost routes, without route limiting restrictions (Free Flight). The NRP option in JetPlan conforms to all FAA rules, up to and including the latest Advisory Circulars. The option provides the following features: • The NRP transition points are either: (a) NRP approved transition points from the list of SIDs and STARs provided by the FAA (see AC 90-91B, Appendices 1 and 2), or (b) the closest checkpoints, at least 200 nautical miles (nm) from the POD and POA, on the optimal NAVAID route. • Checkpoints on the NRP portion of the flight are in Fix-Radial-Distance format. • Checkpoints are inserted for ARTCC reporting requirements as follows: (a) each ARTCC contains at least one checkpoint; if an ARTCC is entered and exited multiple times, each segment within the ARTCC contains at least one checkpoint; (b) each ARTCC has a checkpoint within 200nm of the flight’s entry point into the ARTCC. • The NRP flight plan avoids active restricted areas, including 3D Avoid regions. In respect to 3D Avoid regions, the flight plan either avoids the area completely or transitions from NRP to NAVAID structure and flies valid 3D Avoid deviation radials, avoiding the blocked altitudes for the area. A flight plan may transition from NRP to NAVAID structure to traverse an active 3D Avoid area and then transition back to NRP after clearing the area. • NRP is entered on all domestic flight plan filing strips. • In the event that the optimal route transits Canadian airspace (for example, on a Boston to Seattle flight), the NRP flight plan can make the transition from NRP routing to Canadian RNAV routing and back again.

NRP Usage NRP is activated by entering NRP on the Options command line. For a domestic flight plan, route inputs are not necessary unless specifying a published preferred IFR route for that portion of the flight that is within the 200nm boundary of the POD (egress) or POA (ingress). Flights can be filed and flown on the complete transition of SIDs or STARs for the airport areas listed by the FAA, in lieu of the 200nm ingress/egress filing requirements.


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For an international flight plan, route inputs are not necessary for that portion of flight within the conterminous U.S. However, routing on the overwater and the international portions are input as normal. Example: NRP routing in Area 1—no inputs, optimum eastbound NAT track, European preferred routing in Area 2. 02 POD KLAX 03 POA EGLL 06 ROUTE /Z/P

NRP Output An NRP flight plan has output that includes a route summary line that clearly indicates the NRP route, and a filing strip (if requested) that clearly indicates that the flight is an “NRP” plan. See the NRP plan on the next page.

Route Summary Line Note that the route summary line (below) shows the NRP portion in fix-radial-distance format. The portions immediately preceding and then following the NRP portion is the preferred NAVAID structure routing. The points CFB and PGS are the required transitions, positioned at least 200nm from the POD and POA. Immediately below the route summary line, in parentheses, is the indication of inserted waypoints. In the event the flight plan passes through one or more (ARTCC) traffic centers without the normal JetPlan calculation of an “optimized direct waypoint,” then one or more are inserted so that NRP rules are followed. In the example below, one waypoint was inserted between CFB and DKK278032 (BUF200033), and one was inserted between CRL295073 and BDF340053 (IOW292060). KBOS VECTOR..BAF..HNK..CFB..BUF200033..DKK278032..CRL295073.. IOW292060..BDF340053..DSM253062..HYS324076..PUB303038..PGS J128 CIVET CIVET4 KLAX (DIR RTE CRB-DKK278032) (DIR RTE CRL295073-BDF340053)

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Filing Strip Highlighted at the bottom of the NRP plan output, and shown separately below, is the ATC filing strip. On the NRP domestic flight plan, the designation NRP is clearly displayed. No such designation occurs on an NRP international flight plan at this time. FP H/B74B/ 502 BOS 0000 350 BOS..BAF..HNK..CFB..DKK278032..CRL295073..BDF340053..DSM253062.. HYS324076..PUB303038..PGS.J128.CIVET.CIVET4.LAX/0457 :NRP


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Route Commands Non-Restrictive Routing

Non-Restrictive Routing JetPlan supports the use of Non-Restrictive Routing (NRR). NRR supports point-to-point navigation, rather than requiring flights to traverse existing airway structures such as Jet airways. Flights with adequately equipped aircraft operating at or above FL350 (configurable) in U.S. airspace can maximize efficiency, choosing points along their path to report in a flight plan.

High-Altitude Redesign NRR allows aircraft to fly optimal routes in High-Altitude Redesign (HAR) airspace, which takes its name from the FAA program that has implemented fundamental changes in navigation structure and operating methods away from using ground-based NAVAIDs to leveraging the flexibility of point-to-point navigation. In HAR airspace, operators can opt to fly outside of structured routing using the NRR options.

HAR Phases The first two phases of the FAA HAR program have been implemented. The program has the following characteristics: • Applies to aircraft with equipment accompanying transponder suffixes E, F, G, and R • Enables point-to-point navigation • Is restricted to altitudes of FL350 and above (in JetPlan, this is configurable) • Supports waypoint navigation around Special Use Airspace (SUA) • Uses high-altitude RNAV routes (Q Routes) • Implements a reference grid of waypoints for flight navigation planning called Navigation Reference System (NRS) Supports user-defined NRR, including entering/exiting HAR airspace via “pitch and catch” points. If no pitch and catch points are available, appropriate SID/STAR endpoints can be used. Figure 6.2 shows HAR airspace as of 2007 and which centers are part of the airspace.

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Figure 6.2.

HAR Airspace in 2007

NRS Waypoints NRR is characterized in a flight plan through the identification of one waypoint per Air Route Traffic Control Center (ARTCC) in HAR airspace. To support NRR, the FAA developed the NRS, a grid of waypoints and waypoint naming conventions to serve as the navigation structure for HAR. See Figure 6.3 for an illustration of the waypoint naming convention. KD54W is a waypoint, where: • K represents the FIR (USA) • D represents the center or sub-FIR (Denver) • 54 represents the latitude (lat 39 00’) • W represents the longitude (104 degrees west longitude)


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Figure 6.3.

NRS Waypoints and Naming Convention

High-Altitude RNAV Routes (Q Routes) As part of the HAR program, the FAA introduced high altitude RNAV routes. The FAA also refers to these routes as preferred IFR routes. The use of RNAV facilitates less restrictive routing than is commonly available with navigation via radar vectors. This allows for more efficient routing through high-density corridors. “Q” is the International ICAO-assigned designator for a published RNAV route in Canada or the U.S. Q routes are spaced more closely than standard airways, allowing additional routes in the same airspace, and fewer conflicts between routes. Q-routes can have direction, flight level, equipment, and time constraints associated with them.

Pitch and Catch Points The FAA has defined points, called pitch and catch points, for getting into and out of HAR airspace. The pitch points indicate an end of a departure procedure, a preferred IFR routing, or other established routing program where a flight can begin a segment of NRR. The catch point indicates where a flight ends a segment of NRR and joins published arrival procedures,

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preferred IFR routings, or other established routing programs. For the portion of the route in between the pitch and catch points, NRR is permitted. If no pitch and catch points are available, appropriate SID/STAR endpoints can be used. The FAA has defined a Vertical Pitch Line (VPL) to indicate the boundary for flights to begin NRR in HAR from the East coast of the U.S. Because of the density and traffic, there are few pitch points defined for airports east of the VPL. Flights originating outside of HAR airspace and flying westbound cannot pitch into HAR until they fly to the VPL. However, flights originating west of the VPL and flying eastbound can catch out of HAR through catch points located throughout the area east of the VPL. North/south routes outside of HAR airspace are not permitted for HAR. The FAA has chosen to keep existing airway structures in place when flying in the densely populated eastern Air Traffic Control Centers.

NOTE You can find the pitch and catch points and VPL in the airport/facility directory.

NRR Levels of Service The two levels of NRR service are as follows: • HAR – When the aircraft has all NRS waypoints in its flight management systems (FMS) and is RNAV-equipped, the flight plan can be filed as fullservice capability HAR. Depending on the configuration of the NRRPRC customer preference (see “Customer Preferences Database” on page 207), “HAR” appears in the filing remarks of these flight plans. • Point-to-Point – When the aircraft has the traditional waypoints (not the NRS waypoints) in its FMS and is RNAV-equipped, the flight plan can be filed as limited-service capability PTP. You can also choose to request a PTP flight plan for an aircraft that is NRS-capable. Depending on the


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configuration of the NRRPRC customer preference (see “Customer Preferences Database” on page 207), “PTP” appears in the filing remarks of these flight plans. NOTE The flight plan can be filed as a National Route Program (NRP) plan when the following are true: The aircraft is RNAV equipped, the FMS does or does not recognize NRS waypoints, the initial cruise is a flight level above 29,000 feet and below 35,000 feet, and the route of flight contains at least one published waypoint per each ATC center. In this case, “NRP” appears in the ATC filing remarks, depending on the configuration of the NRRPRC customer preference. For more information about NRP, see “National Route Program (NRP) Option” on page 199

For additional information on NRR and the HAR redesign program, refer to FAA Advisory Circular AC 90-99.

NRR Flight Planning Guidelines The following guidelines apply to NRR flight planning with JetPlan: • (Required) The aircraft must be RNAV-equipped. JetPlan checks the aircraft’s RNAV value in the Customer Aircraft Database (CADB). If the RNAV parameter is set to No, the system alerts you that the aircraft is unable to create an NRR flight plan. • The aircraft has the NRS waypoints (required for HAR plans) or traditional waypoints in its FMS. If you request an NRR flight plan with HAR, JetPlan checks the value of the NRS-Capable parameter in the CADB. If NRS Capable is set to No, JetPlan generates a HARSET01 error. • (Required) The route of flight contains at least one NRS waypoint or NAVAID per each Air Route Traffic Control Center (ARTCC). You can allow JetPlan to generate the route, or you can input an SRS route. • (Required) An initial cruise of FL350 and above. This is a configuration item in the Customer Preference Database (see “Customer Preferences Database” on page 207). NOTE JetPlan currently checks for RVSM for aircraft to fly between FL290 and FL410.

• (Optional) The use of pitch and catch points. You can use pitch and catch points by entering PITCAH on the Options command line or through the front-end flight planning software. If you do not enter the pitch and catch

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command directly on the flight plan request, JetPlan checks the Pitch-Catch parameter for the indicated city pair in the City Pair Fleet Database (CPFDB). If the Pitch-Catch parameter is set to Yes, the system generates a flight plan request for an NRR-optimized flight plan using pitch and catch points.

NRR Setup Guidelines This section describes how your JetPlan preferences and customer databases are configured to support NRR flight planning.

Customer Preferences Database The Customer Preferences Database, which is not customer-controlled, contains the following options that apply to NRR: • Non-Restrictive Routing Flight Level Floor (NRRFLF) – Specifies a flight level floor for non-restrictive routing. This is the initial cruise an aircraft must reach to file an NRR flight plan as HAR or PTP. The default value is FL350. • Non-Restrictive Routing Preferential Route Check (NRRPRC) – Specifies an FAA preferential route check for NRR. Determines whether the system bases the NRR ATC filing remarks off of the existence of an FAA Preferential Route. The default value is Yes. This configuration item allows operators the flexibility to file NRR routes, whether or not FAA preferential routes exist. If the configuration is set to Yes, and an FAA preferential route exists, then the system files an NRRappropriate remark in the ATC filing remarks field (“HAR,” “PTP,” or “NRP”). However, if the configuration is set to Yes, and an FAA preferential route does not exist, then the system does not file an NRRappropriate remark in the ATC filing remarks field. If the NRRPRC configuration is set to No, it does not matter if an FAA preferential route exists; NRR remarks are always in the ATC filing remarks field. • NAVALERT – Aircraft flying NRR routes must be RNAV-equipped, as indicated by the setting of the RNAV parameter in the Customer Aircraft Database (CADB). The functionality associated with the RNAV setting requires the NAVALERT customer preference to be set. When the NAVALERT preference is set, and the RNAV parameter is set to a value other than Terminal and Enroute, the system optimizes to avoid RNAV segments beyond the navigational capabilities of the aircraft. If the system


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looks for and cannot find such a route, it fails the flight plan calculation and returns an error. If you specify a route that includes RNAV segments that exceed the RNAV capability of the aircraft, an alert is returned with the flight plan.

Customer Aircraft Database (CADB) – Equipment Section • NRS Capable (NR) – When set to Yes, the aircraft’s navigational database contains the NRS points for the HAR program. This parameter must be set to Yes for an aircraft to be used in a HAR flight plan that uses the NRS points. If NRS Capable is set to No, JetPlan generates a HARSET01 error when you request the HAR flight plan. • RNAV (RE) – This parameter indicates whether or not the aircraft has RNAV equipment onboard. This parameter must be set to Terminal and Enroute (T or Y in JetPlan command-line mode) or Enroute (E in JetPlan command-line mode) to access RNAV routing. If the RNAV parameter is set to No, the system alerts you that the aircraft is unable to create an NRR flight plan. NOTE The functionality associated with the RNAV setting requires the NAVALERT customer preference to be set. For information about the NAVALERT preference, see “Customer Preferences Database” on page 207.

City Pair Fleet Database Pitch-Catch (PC) – This parameter determines whether JetPlan uses available pitch and catch points when creating a NRR flight plan for a given city pair and fleet type. When you request an NRR-optimized flight plan but do not indicate the use of pitch and catch points on the JetPlan Options command line or through a front-end flight planning system, JetPlan looks for the value of the Pitch-Catch flag in the CPFDB for the indicated city pair and fleet type. If the Pitch-Catch flag is set to Yes, the system generates a flight plan request for an NRR-optimized flight plan using pitch and catch points.

NRR Usage NRR is activated by entering NRR on the Options command line. Other inputs, along with the values in the customer and preference databases, determine whether the flight plan is filed as HAR, PTP, or NRP.

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NRR with HAR In this example, either an FAA preferential route exists for the city pair and the NRRPRC preference is set to Yes, or the preference is set to No and the existence of a preferential route is irrelevant— in either case, “HAR” appears in the flight plan. The flight level is at or above the value set by the NRRFLF customer preference. Example: Explanation: NRR on the Options command line requests NRR remarks and “H” on the Route Command (06 ROUTE) line requests an NRS Optimized route (using the NRS waypoints). 01 02 03 06

FP,NRR POD KSFO POA KORD ROUTE H

Output The resulting HAR flight plan has a route summary line containing the NRS waypoints. KSFO..SAC..HAROL..KU66K..KU69M..KU72O..KU75Q..KD78U..KD81Y..KP81A..KP81C..KP81E..K P81G..KP81I..KG81K..DLL..MSN..JVL JVL5 KORD

The HAR remark in the filing strip indicates the crew is willing and the aircraft is capable of accepting a re-route including NRS points. (FPL-N901AN-IS -B738/M-SXDIRGHW/S -KSFO0100 -N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5 -KORD0342 -EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311 REG/N901AN SEL/ACBJ DAT/V RMK/HAR)

If the NRRPRC preference is set to Yes, and an FAA preferential route does not exist, the following alert appears, and “HAR” does not appear in the remarks: ALERT TAG NRR01 ALERT MSG No NRR Remarks are used because a FAA Pref Route does not exist.


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Using Pitch and Catch Points in an NRS-Optimized Route Example: Explanation: PITCAH on the Options command line requests use of catch and pitch points in the NRS-optimized route. The route contains a catch point for Denver. 01 02 03 06

OPTIONS FP,NRR,PITCAH POD KLAX POA KDEN ROUTE H

Note that JetPlan observes the Vertical Pitch Line. Example: Explanation: The route uses NRS points beyond the Vertical Pitch Line only. 01 02 03 06

OPTIONS FP,NRR,PITCAH POD KMIA POA KLAX ROUTE H

NRR with PTP In this example, either an FAA preferential route exists for the city pair and the NRRPRC preference is set to Yes, or the preference is set to No and the existence of a preferential route is irrelevant— in either case, “PTP” appears in the flight plan. The flight level is at or above the value set by the NRRFLF customer preference. Example: Explanation: NRR on the Options command line requests NRR remarks and nothing on the ROUTE 06 requests a “NAVAID optimized” flight plan that does not use the NRS points. 01 FP,NRR 02 POD KSFO 03 POA KORD 06

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Output The resulting PTP flight plan has a route summary line containing the waypoints and the “PTP” remark in the filing strip. If the NRRPRC preference is set to Yes, and an FAA preferential route does not exist, “PTP” does not appear in the filing strip and the following alert displays. ALERT TAG NRR01 ALERT MSG No NRR Remarks are used because a FAA Pref Route does not exist.

NRR with SRS Routing Example: Explanation: The specified route may or may not use NRS waypoints. 01 02 03 06

OPTIONS FP,TST,WH06,NRR POD KSFO POA KORD ROUTE -SAC HAROL KU66K KU69M KU72O KU75Q KD78U KD81Y KP81A KP81C KP81E KP81G KP81I KG81K DLL MSN JVL JVL5

. (FPL-N901AN-IS -B738/M-SXDIRGHW/S -KSFO0100 -N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5 -KORD0342 -EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311 REG/N901AN SEL/ACBJ DAT/V RMK/PTP)

NRR and NRP “NRP” appears as a remark in the filing strip when the following are true: • The NRR remarks are requested.


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• The route is computed either as NRS optimized (HAR) or as NAVAID optimized (PTP). • Either an FAA preferential route exists for the city pair and the NRRPRC preference is set to Yes, or the preference is set to No and the existence of a preferential route is irrelevant. • The flight level is below the NRR flight level set by the NRRFLF customer preference, but at or above the flight level set for NRP. For more information on NRP, see “National Route Program (NRP) Option” on page 199.

MEL RNAV Degradation and NRR It is possible that an MEL item may override the setting of the RNAV parameter in the CADB for an aircraft used in an NRR flight plan. The RNAV Degradation parameter in the MEL Database record determines the level, if any, of RNAV degradation that may apply to the RNAV setting in the CADB. When the RNAV Degradation parameter is set to Terminal, the flight plan is calculated with no terminal RNAV capability. When the parameter is set to All, the flight plan is calculated with no RNAV capability at all. For more information, see Chapter 35, “Minimum Equipment List Database.”. The RN and NORN flight plan options override the Customer Aircraft Database (CADB) setting for RNAV and ignore any MEL degradations that have been applied to RNAV. If an MEL item exists that degrades the RNAV capability, JetPlan returns an alert on the NRR flight plan. For more information, see Chapter 2, “Option Commands.”

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Route Commands Specific Route Selector

Specific Route Selector The input methodologies of the Route Optimizer are substantially different from those of the Specific Route Selector (SRS). SRS requires no keywords (for example, RTD, RTW, RTA), no knowledge of route areas (for example, Area 1 and Area 2), and no input type options to remember (for example, J,D,ABC,P/Z/J). It is separate and independent of the Route Optimizer. Nevertheless, SRS does have its own syntax rules and guidelines to follow. This section describes that information. SRS provides a very useful method for entering a route between any two points (airports or waypoints). You define the route of flight with your explicit inputs. Enter each NAVAID and airway element sequentially, as you would file a flight plan with ATC. Simply specify the route, start to finish, and you get an output that matches your input. In addition, low and high altitude airway segments may be combined in one route request. By specifying an entry waypoint, the published high (or low) altitude airway, and an exit waypoint, you define the desired route of flight on the airway structure of your choice. If desired, you can also specify as many enroute waypoints as necessary. SRS builds great circle segments using your specified inputs.

NOTE If necessary, there is a method for combining SRS and Route Optimizer inputs, which is discussed in “Combination (SRS – Route Optimizer) Routing” in this chapter.

SRS provides the following features: • Independence from Route Optimizer conventions if desired. • SRS inputs can be used to create Customer Route Database (CRDB) files. • Ability to specify waypoints that are considered “terminal” waypoints (an ARINC 424 standard.) • Ability to delineate SID/STAR route information in the flight plan output, including each fix and track to a fix. The fix data is obtained from the Jeppesen Aviation Database (ARINC 424 standard). • Ability to work in conjunction with the Route Optimizer if necessary. This provides flexibility in that portions of the route may be dynamically constructed using the Route Optimizer, while other portions are explicitly defined using SRS. • Ability to accept and interpret both IATA and ICAO identifiers from your POD, POA, Hold, Alternate, and Reclear inputs.


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The Navigation Database SRS navigational data originates in the Jeppesen Aviation Database (JAD). Specific data is extracted from JAD and placed in a file formatted to ARINC 424 standards, where it may be used for flight planning purposes. The converted database file contains worldwide airport, airway, and waypoint information. SRS has no “route area” concept to consider. All airports, airways, and waypoints are defined in the same data source, meaning that there are no subsections (route areas) to worry about.

SRS Facts and Guidelines When requesting an SRS route, be aware of the following input guidelines: • Route inputs are limited to a total of 408 characters, including spaces. • SRS route inputs are entered as they would be filed with ATC. The route is defined by entering both the airway and the waypoint names in the order of flight. The names entered on the Route command line need to be loaded in the navigation database. • Lat/long coordinates not associated with airway structures can be entered as part of your route input. • NAVAID radial/distance fixes (RNAV waypoints) not associated with airway structures can also be entered as part of your route input. • All waypoint name inputs must be entered according to their charted (external) name. If the charted name exists more than once in the navigation database, SRS selects the waypoint closest in proximity to the previously entered waypoint. • Waypoints can be entered using latitude-longitude coordinates. You can also include a name to be associated with the entered coordinate. • A route can be created, all or in part, based on the entry and exit waypoints to one or more published airways. • Both high and low altitude waypoint names may be included in the same SRS route input.

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• If needed, you can clarify a waypoint external name entry by further defining the entry using modifiers. There are two basic types of modifiers: “NAVAID type” and “coordinate approximation.” NAVAID type modifiers are used to differentiate between two waypoints that are different NAVAID types, but are located in close proximity to each other. There are three NAVAID type modifiers that can be appended to your waypoint entry: VOR, NDB, or FIX. Coordinate approximation modifiers are latitude-longitude inputs appended to your waypoint name entry to help the Specific Route Selector locate the waypoint. • When applying a coordinate approximation modifier, SRS uses your modifier to determine the waypoint. It then uses the coordinates from the navigation database, rather than your approximation, to complete the route calculation. • Static track structures can be used with SRS. • You can specify an airway name between two waypoints stored in the navigation database, or between two waypoints defined by you. • You can specify a coded departure route.

SRS Syntax Rules The following syntax rules are applied during the input of an SRS route. Please contact Jeppesen Customer Service to resolve any questions regarding route input.

The Dash Delimiter The most important syntax rule to remember is to always begin an SRS input with a dash (for example, -OSI V25 PYE). If the dash is omitted, JetPlan does not recognize the route entry as an SRS input, but rather as a Route Optimizer input, leaving you with invalid inputs for the route selection tool in use. Example: Explanation: The dash delimiter (-) is always the first entry in an SRS route input. It designates that the SRS tool is being implemented. 06 ROUTE -OSI V25 PYE


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Input Styles Two different route input styles may be employed when entering an SRS route. The first style resembles the route syntax found in an ICAO flight plan filing request, where each route element (airway name, NAVAID or waypoint name) is separated from the next by a space. The second style resembles the route syntax found in a U.S. domestic flight plan filing request, where each route element is separated from the next by a period. Example: Explanation: ICAO style—a blank space separates each route element. 06 ROUTE -J16 BIL J151 ONL J94 OBK

Example: Explanation: U.S. Domestic style—a single period separates each route element. 06 ROUTE -J16.BIL.J151.ONL.J94.OBK NOTE When using the U.S. Domestic input style, one period is entered between dissimilar route elements (for example, airway.navaid.airway.way-point). However, similar route elements are separated by two periods (for example, airway..airway.navaid.airway..airway.navaid).

Example: Explanation: U.S. domestic style—two periods separate similar route elements, while a single period separates dissimilar elements. 06 ROUTE -J16..J52.DBS.J82..J107.DPR.J34.BAE

Starting/Ending Route With a Waypoint If a NAVAID or waypoint is entered immediately after the dash, SRS creates a direct segment from the POD to that point. Similarly, if a NAVAID or waypoint is included as the last element in the route input, SRS creates a direct segment to the POA. Example: Explanation: SRS creates a direct to the NAVAID DAG, and a direct from the NAVAID DVV to the POA.

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02 POD KLAX 03 POA KDEN 06 ROUTE -DAG J146 HBU J10 DVV

Starting/Ending Route With an Airway If an airway identifier (or SID) is entered immediately after the dash, then SRS uses that airway (or SID) to begin the route. Similarly, if an airway identifier (or STAR) is included as the last element in the route input, SRS uses that airway (or STAR) to the POA. Example: Explanation: SRS uses the LOOP9 SID to DAG. 06 ROUTE -LOOP9 DAG J146 HBU J10 DVV

Jeppesen defines a circle around each NAVAID during the JetPlan route database build process. The circumference of the circle is in nautical miles and is determined by Jeppesen. If the POD (or POA) is not located within the NAVAID circle of a NAVAID on the specified airway, an error occurs. Example: Explanation: In this case, the POD does not reside within a nearby NAVAID circle on J16, so a route error occurs. 02 POD KPDX 03 POA KORD 06 ROUTE -J16 MCW J90 BRIBE

To alleviate this problem, a NAVAID must be entered before the airway on the departure. Example: Explanation: By adding the NAVAID BTG to the start of the SRS route input, a direct segment is created and the subsequent route becomes acceptable. 06 ROUTE -BTG J16 MCW J90 BRIBE

Using similar logic, a NAVAID must be entered after the airway on the arrival if the POA is not within the NAVAID circle.


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Example: Explanation: In this case, the POA does not reside within a nearby NAVAID circle on J16, so a route error occurs. 02 POD KORD 03 POA KPDX 06 ROUTE -BRIBE J90 MCW J16

Explanation: By adding the NAVAID BTG to the end of the SRS route input, a direct segment is created and the subsequent route becomes acceptable. 06 ROUTE -BRIBE J90 MCW J16 BTG

SRS Input Types This section discusses all of the types of inputs that can be entered using the SRS methodology. Typical examples are given as well as subtle variations.

LAT/LONG Inputs The following sections describe latitude and longitude inputs.

Unnamed LAT/LONG Inputs To specify latitude, you may prefix or suffix any of the following coordinate entries with the letter “N” for North, or “S” for South: • One or two digits, assumed to be degrees. • Optionally, three or four digits, the last two digits assumed to be minutes. • Optionally, enter a period and a single digit for tenths of a minute. The latitude coordinate, 3712.4N can be entered using any of the following formats: N37

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N3712

N3712.4

3712N



To specify longitude, you can prefix or suffix any of the following coordinate entries with the letter “W” for West, or “E” for East: • One to three digits assumed to be degrees. • Optionally, four or five digits, the last two digits assumed to be minutes. • Optionally, input a period and a single digit for tenths of a minute. The longitude coordinate 09823.6W can be entered using any of the following formats: W98

W098

W9823

W09823

W9823.6

W09823.6

98W

09823.6W

To specify a complete coordinate, use the guidelines mentioned above. You can include a slash, space, or comma between the latitude entry and the longitude entry. However, these separators are not required. To specify the coordinate 3712.4N / 09823.6W, enter any of the following: N37W98

N37W098

N3712W9823

N3712W09823

N3712.4W9823.6

N3712.4W09823.6

N3712.4 W09823.6

User-Named LAT/LONG Inputs For user-named latitude-longitude inputs, apply the rules mentioned previously. In addition, prefix the coordinate input with a one-to-six character name within parentheses. The name is of your choosing and can consist of alphanumeric or special characters. For example, to attach a name to the coordinate 3712.4N / 09823.6W, you can enter: (MY-CHKPT1)N3712W9823

(MY-CHKPT1)N3712.4W09823.6

Charted (External) Name Inputs There are a few ways to specify the charted (external) name of a waypoint. One way is to simply enter the name as it exists on the chart. Another way is to attach modifiers to the external name. Modifiers can describe the fix by its type—VOR, NDB, or FIX—or as an approximation of the latitude and longitude coordinates of the waypoint.


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Charted Names (No Modifier) To specify the charted (external) name of a waypoint without modifiers, enter the one to five (1-5) alphanumeric/special character name from the chart. Your entry must match the waypoint name stored in the navigation database. ALCOA

APPLE

RIPKI

MAARI

ACKIL

Charted Names Using “NAVAID Type” Modifiers To specify the charted name of a waypoint by NAVAID type, follow the procedure established for charted names (above), and append the “NAVAID type” within parentheses. A database search is made for the waypoint whose charted name is closest to the last known position and whose NAVAID type corresponds to the type specified (VOR, NDB, or FIX). Once found, JetPlan uses the coordinates associated with the waypoint in the flight plan. BNA(VOR)

BNA(NDB)

Some countries have VORs and NDBs that are either collocated or located in close proximity to each other, where airway structure is defined on the NDB in one quadrant, but defined on the VOR in another quadrant. In this case, the only way to get airway continuity is to specify the input in the following manner: 1. Inbound airway name 2. Inbound NAVAID identifier 3. Outbound NAVAID identifier 4. Outbound airway name If the VOR and NDB have the same identifier, then the “NAVAID type” modifier must be attached. Since this can be confusing, it may be more practical to specify the inbound airway name, inbound NAVAID name, and then a direct segment to the first waypoint or NAVAID on the outbound airway. In the example below, J111 is defined on the Nome VOR, whereas G212 is defined on the Ft. Davis NDB. Both are in close proximity to each other. Example: Route explanation: For the points in question—Inbound on airway J111 to the Nome VOR (OME), direct to the Ft. Davis NDB (FDV), and then outbound on airway G212 to TA. 02 POD PANC 03 POA UHMM 06 ROUTE -ANC J111 OME FDV G212 TA G212G UHMM

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Charted Names Using Coordinate Approximation To specify the charted name of a waypoint by coordinate approximation, follow the procedure established for charted names (above), followed by the latitude and longitude (using the syntax rules established earlier) within parentheses. A database check is made for the waypoint whose charted name is closest to the latitude-longitude coordinate. Once the closest waypoint is found, JetPlan uses the waypoint coordinates found in the navigation database rather than the approximated coordinates. If you also apply a user-specified name and it does not match anything in the database, an error message is generated. See the examples below. GILRO(N37W121)

AMERT(N4439.7W07743.1)

RNAV Waypoint Inputs To enter an RNAV waypoint, specify the point in “Fix-Radial-Distance” format. Enter the two- or three-character charted name of the NAVAID, followed by the radial in magnetic degrees (001–360), and the distance from the NAVAID (in nautical miles). SRS performs a database search for the NAVAID with the name that matches your input and that is in closest proximity to the previously entered user waypoint. OAK216160

RZS133024

UPP066164

Airway Name Inputs There are two ways to specify an airway name: 1) by the charted name, 2) by a user-specified convention. The latter is used for specific airways not recognized in the SRS navigation database. For example, the SRS navigation database does not recognize “ATS” and “D” airway names.

Charted Airway Names Most airways on the charts are available for input. The method for entering these airways is to simply specify the name in your route input as it is found on the chart. This means entering the airway using the one to six alphanumeric characters that identify the airway. The first character must be an alpha character. Do not insert any spaces in the airway name. A586

W41


NCA15

PTSQ

ACAO

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User-Specified Airway Names To specify an airway name that is “user-created” or not in the SRS navigation database, you must demarcate the begin and endpoints of the airway and make a unique entry in between. Do this by specifying the waypoint that marks your entry to the airway in question, the airway name prefixed with a special input, and the waypoint that marks the end of the airway segment. The prefix to the airway name is “AW/” or “AW=”. This airway input must be within parentheses. The following route input illustrates the user-specified designation of an airway not recognized in the SRS navigation database. Example: Route explanation: Pick up the ATS airway between KCC and CU, and between CU and OKC. 06 ROUTE -GO W18 KC (AW/ATS) CU (AW/ATS) OKC V23 IWC ...

The next route input illustrates the designation of a fictitious airway name, TRK34, between the waypoints ALPHA and BRAVO. Example: 06 ROUTE -(ALPHA)N40W110 (AW/TRK34) (BRAVO)N40W100

SID/STAR Name Inputs SRS lets you enter an ARINC-424 compliant SID or STAR name (maximum of six alphanumeric characters) in your route input. In addition, you can enter a transition waypoint name. The inclusion of a transition waypoint forces JetPlan to consider the POD or POA information and search the database for intermediate waypoint data. To specify a published SID or STAR and include intermediate waypoint data, enter the SID or STAR name (maximum of six alphanumeric characters) and the charted name of the SID or STAR transition waypoint. Example: Route explanation: Pick up the LOOP2 departure to DAG, fly route, then pick up the MOD2 arrival from CZQ. By entering the transition waypoints (DAG and CZQ), intermediate waypoint data for both the SID and STAR are included in the flight plan output. 02 POD KLAX 03 POA KSFO

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06 ROUTE LOOP2 DAG......CZQ MOD2

Runway Name Inputs To specify a departure or arrival runway within a SID or STAR input, append the runway name to the SID (or STAR) name. Use the dollar symbol ($) to separate the runway number from the SID/STAR name and the transition name. A space (or period) separates the transition waypoint entry from the SID/STAR/Runway input. For example: -PORTE9$28$ AVE -GMN1$24$ AVE

The following rules apply to entering runway names: • The runway number must always be two digits. • Use L to designate left runway, R to designate right runway, and B to designate a procedure common to both parallel runways. For example: -GMN1$07L$ AVE -GMN1$24B$ AVE – If there is no common procedure stored for two parallel runways, SRS defaults to the left runway procedure, and then the right runway procedure. If only the runway number is specified for parallel runways, SRS defaults first to common procedure, and then to the left procedure, and then to the right procedure. – If no procedures are stored for the specified SID/STAR and runway, or you do not specify a runway, SRS defaults to the procedure for the lowest numbered runway for the specified SID/STAR. – If SRS cannot find a SID/STAR input in the SRS database, but it does find the specified SID/STAR in the Route Optimizer database, JetPlan prints out the SID/STAR identified in the route summary line. However, no intermediate waypoints are printed. – It is possible to instruct SRS to go direct to all of the stored intermediate waypoints of a published SID/STAR. JetPlan prints out the appropriate SID/STAR name after the route is established on either the SID or STAR. ARTCC and ACC centers may not accept this type of routing when the automatic filing feature is used.


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NAVAID/Radial Inputs The combination of a NAVAID and a radial can be used as an SRS route input for the purpose of furthering the route when the published airway structure does not meet your needs. A NAVAID/radial input is a six-character entry, combining the three-letter NAVAID identifier with a three-digit radial value. There are several ways to use a NAVAID and radial combination as a route entry. Each is described in this section.

NAVAID/Radial Intersecting a NAVAID/Radial To designate the point where a NAVAID/radial intersects another NAVAID/radial, enter the intersection in the following manner: First enter the initial enroute NAVAID from which the first radial exists. Next, enter the sixcharacter NAVAID/radial combination based on the initial NAVAID. Then enter the sixcharacter NAVAID/radial combination based on the subsequent enroute NAVAID. Lastly, enter the subsequent NAVAID from which the other radial exists. See the examples below. Example: Route explanation: Beginning at the initial NAVAID, OOD, fly the 198 radial (OOD198) until it intersects with the SBY014, and then fly the 014 radial to SBY. 06 ROUTE -OOD OOD198 SBY014 SBY

Example: Route explanation: Same as previous example, except using U.S. domestic input style. Note that two periods separate the similar input elements (in this case, the NAVAID/radial combinations OOD198 and SBY014). 06 ROUTE -OOD.OOD198..SBY014.SBY

NAVAID/Radial Intersecting an Airway To designate a route input where a NAVAID/radial intersects an airway, enter the initial enroute NAVAID, the NAVAID/radial input, and the airway name (using the rules established). See the example below.

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Example: Route explanation: Beginning at the initial NAVAID, DQO, fly the 306 radial (DQO306) until it intersects with airway J110. Fly airway J110 via VINSE to the IHD310 radial, and then fly the 310 radial to DJB. 06 ROUTE -DQO DQO306 J110 VINSE J110 IHD310 DJB

NAVAID/Radial to a Waypoint To designate a NAVAID radial routing to or from a waypoint, specify the NAVAID/radial entry followed (or preceded) by the waypoint. See example. Example: Route explanation: Overfly the PTW vortac, and then proceed via the PTW320 radial to the RAV vortac. 06 ROUTE -PTW PTW320 RAV 06 ROUTE -PTW.PTW320.RAV

NAVAID/Radial/Distance Waypoint To designate a NAVAID radial/distance waypoint, enter the combination of the charted twoor three-character name of the NAVAID, the radial in magnetic degrees (001–360), and the distance in nautical miles. This is the same rule as stated for designating RNAV waypoints. See the examples below. OAK216160 RZS133024 UPP066164

Great Circle Route Inputs Great Circle routing is available using SRS. In contrast to the Route Optimizer’s “optimized direct” routing, which approximates a great circle route on direct segments when the GC option is specified on the Options command line, the SRS great circle capability generates a true great circle route. Using the Route Optimizer, a predominantly east/west great circle route is generated with longitudinal crossings printed in multiples of ten degrees and latitudinal crossings printed in multiples of one degree (see “Optimized Direct Routing” in this chapter). The deviation (round-off) of the latitudinal crossings from the exact great circle position is for appearance sake.


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SRS on the other hand, generates a predominantly east/west great circle route with longitudinal crossings printed in segments of user-defined degrees, and the exact latitudinal crossings are printed (not rounded to whole degree values). For example, if you request SRS to compute a flight plan from KJFK to PHNL in 10 degree segments of longitude, SRS may cross W100 at N3858.6. If the Route Optimizer calculated a similar route, it would deviate from an exact great circle route to cross W100 at N3900.0. Likewise, a predominantly north/south route generated by the Route Optimizer has latitudinal crossings printed in multiples of five degrees and longitudinal crossings printed in multiples of one degree. SRS on the other hand, generates a north/south route with latitudinal crossings printed in segments of user-defined degrees, and exact longitudinal crossings printed. Again, no roundoff is done. For example, if you request SRS to compute a flight plan from FHAW to BIKF, in 5 degree segments of latitude, SRS may cross N10 at W01534.6. If the Route Optimizer calculated a similar route, it would deviate from an exact great circle route to cross N10 at W01600.0.

Single Segment Great Circle Route To specify a single segment SRS great circle route (POD to POA), enter a dash (for SRS routing) as the only route element input. With no route elements entered, JetPlan samples wind and temperature data at only one point along the route. Example: 06 ROUTE

Multi-Segment Great Circle Route: Latitudinal or Longitudinal Crossings To specify a multi-segment SRS great circle route with latitudinal or longitudinal crossings at whole degree intervals, enter the following inputs without any spaces between them: a dash (for SRS routing), followed by the command “GR8C”, followed by a crossing interval value. The crossing interval value must be a four-digit number. The first two digits represent a latitude entry, while the last two digits represent a longitude entry. The entry has a nonzero input for one directional value or the other (latitude or longitude), not both. Zeroes are entered for the direction not taken. For a predominantly north/south route, only the first two digits (designated latitude parameter) are used. For a predominantly east/west route, only the last two digits (designated longitude parameter) are used. The examples below are typical of inputs necessary for predominantly north/south routes.

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Example: Explanation: The first route input shows an entry that produces a plan with latitude crossings every 5 degrees. The second route input shows the entry that produces a plan with latitude crossings every 10 degrees. 06 ROUTE -GR8C0500 06 ROUTE -GR8C1000

The next set of examples are typical of inputs necessary for predominantly east/west routes. Example: Explanation: The first route input shows an entry that produces a plan with longitude crossings every 10 degrees. The second route input shows the entry that produces a plan with longitude crossings every 20 degrees. 06 ROUTE -GR8C0010 06 ROUTE -GR8C0020

Multi-Segment Great Circle Route: Latitudinal and Longitudinal Crossings To specify a multi-segment SRS great circle route with latitudinal and longitudinal crossings at whole degree intervals, make the following entries without any spaces between them: a dash (for SRS routing), followed by “GR8C”, followed by a crossing interval value. The crossing interval value is a four-digit number specified by you. The first two digits represent a latitude entry, while the last two digits represent a longitude entry. Each two-digit value is entered as something greater than zero in this type of input. Predominantly East/West Routes For predominantly east/west routes, only the last two digits (longitude parameter) are typically given a value greater than zero. However, to include additional waypoints, you can also enter a value greater than zero for the first two digits (latitude parameter), thereby creating waypoints at the specified intervals of latitude. At the additional waypoints, the longitude coordinate values prints out in degrees, minutes, and tenths of minutes without any rounding.


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Example: Explanation: Print 10-degree intervals of longitude when flight planning predominantly east/west, such as KJFK to PHNL. Also print additional way-points at 10-degree intervals of latitude. 06 ROUTE -GR8C1010

Example: Explanation: Print 20-degree intervals of longitude when flight planning predominantly east/west. Also print additional waypoints at 5-degree intervals of latitude. 06 ROUTE -GR8C0520

Predominantly North/South Routes For predominantly north/south routes, only the first two digits (designated latitude parameter) are typically given a value greater than zero. However, to include additional waypoints, you can also enter a value greater than zero for the last two digits (designated longitude parameter), thereby creating waypoints at the specified intervals of longitude. At the additional waypoints, the latitude coordinate values print out in degrees, minutes, and tenths of minutes without any rounding. Example: Explanation: Print 5-degree intervals of latitude when flight planning predominantly north/south, such as FHAW to BIKF. Also print additional waypoints at 3-degree intervals of longitude. 06 ROUTE -GR8C0503

Example: Explanation: Print 10-degree intervals of latitude when flight planning predominantly north/south. Also print additional waypoints at 5-degree intervals of longitude. 06 ROUTE -GR8C1005

Great Circle Route Segment(s) Between Any Two SRS Waypoints To specify one great circle route segment between any two SRS waypoints, enter either a space (ICAO style) or two periods (domestic style) between the two waypoints. SRS builds one great circle direct segment between the two waypoints, regardless of distance. To specify

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multi-segment great circle routing between any two SRS waypoints, enter GR8Cnnnn between the two waypoints. Specify the desired segments of latitude/longitude (nnnn) using the syntax rules explained in the previous sections. In the following example, the first input generates a single segment great circle route between two points. The second input also generates a great circle route between two points, but with multiple segments. Example: Explanation: Generate a single great circle route segment between SYA and PABBA. 02 POD KSJC 03 POA RJAA 06 ROUTE -OSI PYE J143 ENI C1486 DAANN G215 SYA PABBA OTR6 KETAR OTR10 CVC

Example: Explanation: Generate a great circle route between SYA and PABBA, but with multiple segments. Since this is a predominantly east/west flight, the input prints 10-degree intervals of longitude, and prints additional waypoints at every 10-degree intervals of latitude. 02 POD KSJC 03 POA RJAA 06 ROUTE -OSI PYE J143 ENI C1486 DAANN G215 SYA GR8C1010 PABBA OTR6 KETAR OTR10 CVC

JetPlan SRS Distance Override/Bias Specification You can enter an absolute distance or specify a distance bias between checkpoints in the SRS route input. Examples: 06 ROUTE -ABC (DIST=260) XYZ

Explanation: You have specified a distance of 260 nm between ABC and XYZ. The 260 nm distance overrides the direct point-to-point distance that JetPlan would have otherwise calculated between ABC and XYZ. 06 ROUTE -ABC (DIST=+33) XYZ


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Explanation: You have specified an incremental distance of 33 nm between ABC and XYZ. A 33 nm distance bias is added to the point-to-point distance that JetPlan calculated between ABC and XYZ. 06 ROUTE -(DIST=15) HOLTZ7 TRM IRK LVZ LENDY5

Explanation: You have specified a distance of 15 nm between the departure airport and the first checkpoint of the HOLTZ7 departure procedure (DLREY). The 15 nm distance overrides the direct point-to-point distance that JetPlan would have otherwise calculated between the POD and DLREY (first leg on the SID procedure). 06 ROUTE -HOLTZ7 TRM IRK LVZ LENDY5 (DST=+22)

Explanation: You have specified an arrival procedure distance bias of 22 nm. This bias is reflected between the last checkpoint of the LENDY5 arrival procedure (LGA) and the arrival airport. The 22 nm distance bias is added to the point-to-point distance that JetPlan calculated between LGA and the POA. (The added distance is reflected on the last leg of the STAR procedure). If the requested distance override is less than the great circle distance between the checkpoints, one of the following error messages appears: • SID DIST – If the requested distance of a segment (from POD to the first SID checkpoint) is less than the great circle distance for that segment. • STARDIST – If the requested distance of a segment (from last checkpoint of STAR to POA) is less than the great circle distance for that segment. • RTE DIST – If the requested distance of a segment (between two successive enroute checkpoints) is less than the great circle distance for that segment.

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SRS Routing for User-Defined Airports To specify SRS routing when flight planning to or from user-defined airports (see the POD and POA Commands chapter), the typical inputs can be one of the following: • A great circle route for part or all of the route. Example: 02 POD AAAA,3900,12000 03 POA XXXX,3900,07000 06 ROUTE -

Example: 02 POD AAAA,3900,12000 03 POA XXXX,3900,07000 06 ROUTE -GR8C0010

• A combination of great circle and airway routes. Example: 02 POD AAAA,3900,12000 03 POA XXXX,3900,07000 06 ROUTE -LAX J78 J161 FMN DVV GR8C0010

• A direct segment to a waypoint, and then airway structure—if the POD is defined by coordinates. • Airway structure to a waypoint, and then a direct segment to the POA—if the POA is defined by coordinates.

SRS Naming Conventions SRS follows the ARINC 424 standard for data naming conventions. Common naming conventions are shown in the following sections.


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VOR, VORDME, VORTAC, TACAN and NDB Waypoints located at any of the above types of facilities take on the official one-, two-, three-, or four-character identifier of the facility.

Named RNAV Waypoints, Intersections, and Reporting Points In many countries, these waypoints are assigned unique five-character names. The identifier is the same as the name. For waypoints not so named, an identifier is developed using five or fewer character names, according to the following rules.

One-Word Names • Use the full name if five or less characters are involved. ACRA LOGAN PIKE DOT • Eliminate double letters. KIMMEL becomes KIMEL, COTTON becomes COTON, and RABBITT becomes RABIT. • Keep the first letter, first vowel, and last letter. Drop other vowels starting from right to left. ADOLPH becomes ADLPH, BAILEY becomes BAILY, and BURWELL becomes BURWL. • Drop consonants, starting from right to left. ANDREWS becomes ANDRS, BRIDGEPORT becomes BRIDT, and KHABAROVSK becomes KHABK.

Multi-Word Names Use the first letter of the first word and abbreviate the last word using the above rules for single word names to reduce the last word to four characters. CLEAR LAKE becomes CLAKE, and ROUGH AND READY becomes RREDY.

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Route Commands Combination (SRS – Route Optimizer) Routing

Combination (SRS – Route Optimizer) Routing You can alternate between SRS and Route Optimizer types of inputs to create a combination route request. This capability allows you to take advantage of the unique benefits of both methods. There is no restriction on the number of times you alternate between SRS and Route Optimizer within your route input.

Input Rules Combination routing requires you to adhere to some guidelines when entering your route request. First, all current SRS and Route Optimizer syntax rules and guidelines must be followed when applying the particular methodology. Next, you must follow the unique and specific guidelines listed below to ensure the proper parsing of input information. • When alternating between SRS and Route Optimizer inputs, separate each selection tool segment with two dashes. You can include spacing around the two dashes, or have no spacing at all. Example: Explanation: The first line demonstrates the “no spacing” style that can be applied. It also shows the request starting with an SRS entry (thus the single dash begins the input). The second line demonstrates the “spacing” style, where spaces separate the inputs from the two dashes. It also shows the request starting with a Route Optimizer entry (thus, there is no single dash as the first input). Route Optimizer 06 ROUTE -SRS--RO--SRS--RO

- or 06 ROUTE RO -- SRS -- RO -- SRS

• Do not duplicate waypoint names when switching from one selection tool style to the other (SRS to Route Optimizer or Route Optimizer to SRS). Example: Explanation: Incorrect entry. The waypoint GAS is duplicated between the two methods. 06 ROUTE -DHA A1 SIBLI--J,D,SIBLI,GAS,D--GAS V22 MAD

Explanation: Correct entry. Duplication is avoided. 06 ROUTE -DHA A1 SIBLI -- J,BOPAN,GAS -- V22 MAD


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• When switching from SRS to Route Optimizer, the last SRS waypoint must exist in one of the recognizable land mass route areas of the navigation database that the Route Optimizer uses (Areas 1, 2, 3, 4, or 5). It cannot be a latitude-longitude coordinate or a waypoint located in Area 0 of the Route Optimizer navigation database. Example: Explanation: Incorrect entry. The last SRS waypoint, N3730E133, is in Area 0 according to Route Optimizer rules. 06 ROUTE -SEL G597 KAE N3730E133 -- J,GTC//J

Explanation: Correct entry. The last SRS waypoint, GTC, can be found in Area 4. 06 ROUTE -SEL G597 KAE N3730E133 GTC -- J//J

• JetPlan automatically constructs a direct segment from the last Route Optimizer waypoint to a subsequent SRS waypoint unless the first SRS input is an airway name, in which case an airway segment is used. Do not use a “D” input to direct the route from a Route Optimizer waypoint to an SRS waypoint. Example: Explanation: Direct segment from MLD to MVA. 06 ROUTE J,MLD -- MVA MOD2

Explanation: Airway segment from MLD to MVA. 06 ROUTE J,MLD -- J158 MVA MOD2

Explanation: Incorrect use of “D” input. 06 ROUTE J,MLD,D -- MVA MOD2

Combination Routing Examples The following examples illustrate how you can alternate between SRS and Route Optimizer inputs in one combination route request. If more than one line of route entries is required, a comma (,) or a backslash (\) can be used at the end of the current line of input to establish a continuation.

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Use a comma only if it is part of the route input, extending Route Optimizer inputs to the next line. SRS inputs can only be ended with a comma and the next line started with a space.

NOTE Examples with next line inputs show more space than is realistic just to emphasize the point.

Route Optimizer to SRS Example: 02 POD KSFO 03 POA KJFK 06 ROUTE J,DVV -- J60 JOT J146 GIJ J554 JHW J70 AVP LENDY3

Example: 02 POD EHAM 03 POA RKSI 06 ROUTE J//J,GTC -- N3735E13559 N3710E13232 KAE G597 SEL MADOO

SRS to Route Optimizer Example: 02 POD KSFO 03 POA KJFK 06 ROUTE -SHOR9 LIN J84 MVA -- J,DVV,LVZ

Example: 02 POD RKSI 03 POA KJFK 06 ROUTE -GOLF$32$ SEL G597 JEC -- J/P/J,IGN

Example: 02 POD RKSI 03 POA EHAM 06 ROUTE -GOLF$32$ SEL G597 JEC N3730E13300 N3749E13557 GTC -- J//J


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SRS to Route Optimizer to SRS Example: 02 POD KSFO 03 POA KJFK 06 ROUTE -SHOR9 LIN J84 MVA -- J,DVV -- J60 JOT J146 GIJ J554 JHW , J70 LVZ LENDY4

Example: 02 POD RKSI 03 POA EDDF 06 ROUTE -GOLF$32$ SEL G597 JEC -- J,GTC//J,SR,HEL -- UR1 SVD , UA905 HAM UG5 FUL

Route Optimizer to SRS to Route Optimizer Example: 02 POD KSFO 03 POA KJFK 06 ROUTE J,EKR -- J116 DVV J60 JOT -- J,GIJ,JHW,LVZ

Example: 02 POD WIII 03 POA RKSI 06 ROUTE J,DKI,MAARI -- R471 HCN B591 APU -- J,CJU

Multiple Switch Examples Example: 02 POD KSFO 03 POA KSFO 06 ROUTE J//J,BDO,PVO//J,GTC,CVC//J,ANC

(Route Optimizer example, for comparison only) - or 06 ROUTE J//J,BDO -- UP854 VAS UG44 HEL -- J,SPB//J,GTC,CVC//J,ANC

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- or 06 ROUTE J,6860N -- N68W050 N69W040 N69W020 N68W010 N66W000 N64E010 BDO -- J,PVO,SPB -- R30 METAT R30G UHT R30 ARELI B152 IVADA A333 UHHH R211 GTC -- J,CVC//J,ANC -- J804R MDO B453 KYLLE FOT GOLDN4

SRS Static Preferred Routes There are several types of static Preferred Routes in JetPlan that are stored as SRS route strings. These routings can be used through the use of special SRS/Combo route inputs. Currently the following Preferred Route types are available in JetPlan: • U.S./Canada High Altitude Preferred Routes • U.S./Canada High Altitude RNAV Preferred Routes • U.S. Coded Departure Routes (FAA CDRs) • Australian Domestic Preferred Routes

Published Preferred Routing (High Altitude) To invoke a U.S./Canadian/Australian preferred routes in SRS specify –PR*. To invoke a U.S./Canadian RNAV preferred route, specify –RN*. If JetPlan generates a “RTDVRPRR” error, a preferred route is not loaded in SRS between the POD and the POA. Example 02 POD KSFO 03 POA KJFK 06 ROUTE –PR*

- or 02 POD KDFW 03 POA KORD 06 ROUTE –RN*

Limited Navigational Capability Tracks For aircraft that have limited navigational capability, canned track entries can be used to keep the flight plan on published routes between Goose Bay, Newfoundland via Keflavik, Iceland, and Stornoway, Scotland. Four SRS preferred route tracks are stored in JetPlan—two eastbound and two westbound. You can enter these routes in the SRS portion of a combination SRS-optimizer route input.


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The four preferred route tracks are as follows: Track Name

Route

CHK (Eastbound)

HOIST 5850N OZN 6140N 6330N EMBLA (AW/ATS) KEF R1 VM (AW/ATS) ALDAN 57STN ATSIX

CK1 (Westbound)

ATSIX 57STN ALDAN (AW/ATS) VM R1 KEF (AW/ATS) EMBLA 6330N 6140N OZN 5850N HOIST

CK2 (Eastbound)

HOIST 5850N OZN 6140N 6330N EMBLA

CK3 (Westbound)

EMBLA 6330N 6140N OZN 5850N HOIST

Using the following input, you can use the track name as an SRS element: CT*

Example 02 POD CYYR 03 POA BIKF 06 ROUTE HOIST -- CT*CK2 EMBLA

- or 02 POD CYUL 03 POA EGLL 06 ROUTE J,HOIST –- CT*CHK ATSIX -- J

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Route Commands Route Line Editing for Route Optimizer and SRS

Route Line Editing for Route Optimizer and SRS Route line edit gives the ability to edit a typing mistake or some other error without having to retype the complete route input.

Route Line Editing Commands Edit a route input by entering @6C after any JetPlan prompt. The route must have been successfully entered after 06 ROUTE. If the previous route input failed syntax checks, it is not saved and needs to be reentered. Example: 08 ETD @6C (same flight planning session/request) 01 OPTIONS LD1234 02 POD @6C (flight plan request previously computed)

JetPlan displays the route input with field numbers over each changeable field. Except for the last field, the minimum field length is four characters—the three-character waypoint identifier plus the comma after it. Unless it is the last route element, a D is the first element in a field. Fields are ended by one of four delimiters: a space, a comma, a period, or a forward slash. To terminate a field edit, press the ENTER key with no input. JetPlan prompts 07 HOLD,ALTERNATE/DIST. Type GO, and JetPlan processes the revised route input.

Changing a Field Entry To change a field entry, specify the field number, a space, and the new input. One or several fields can be changed in a single request. Example: Original Flight Plan Request: 02 POD KSEA 03 POA KBGR 06 ROUTE J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK

To overfly ABQ instead of ELP, enter @6C on any line.


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JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK

Enter 6 ABQ. JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 J,BTG,LMT,EHF,PMD,BLH,ABQ,INK,SAT,IAH,LFK

Press . JetPlan displays the 07 HOLD,ALTERNATE/DIST prompt. Example: Original Flight Plan Request: 02 POD KDFW 03 POA EGLL 06 ROUTE J/Z/J

To change the Area 1 route from a jet route to a preferred (NAR) route, enter @6C. Then press . JetPlan responds with: 1 2 J/Z/J

Enter 1 P/Z/. JetPlan responds with: 1 2 P/Z/J

To change the Area 2 input to a “P,” enter 2 P.

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JetPlan responds with: 1 2 P/Z/P

Press: JetPlan prompts the 07 HOLD,ALTERNATE/DIST question.

Deleting a Field Entry To delete a field entry, specify the field number alone. Delete only one field at a time; however, more than one deletion can be made for each @6C input. Example: Original flight plan request: 02 POD KSEA 03 POA KBGR 06 ROUTE J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK

To delete BLH and SAT, enter @6C. JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK

Enter 5. JetPlan responds with:

1 2 3 4 5 6 7 8 9 J,BTG,LMT,EHF,PMD,ELP,INK,SAT,IAH,LFK

Enter 7.


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JetPlan responds with: 1 2 3 4 5 6 7 8 J,BTG,LMT,EHF,PMD,ELP,INK,IAH,LFK

Press . JetPlan displays the 07 HOLD,ALTERNATE/DIST prompt.

Inserting a Field Entry To insert a new route input between two consecutive fields, specify the following: • The preceding field number, followed by a decimal point and the number 5 (X.5, where X is the preceding field number), and then a space and the new route input. Using a comma after the new route input is optional. To add a new route input after the last field number, specify the following: • The last field number, followed by a decimal point and the number 5 (X.5), two spaces, and the new route input. NOTE The “change” technique can be used to add a new route input after the last field number. Specify the last field number, retype the existing route input for that field, and then add the new route input.

Example: Original flight plan request: 02 POD KSEA 03 POA KBGR 06 ROUTE J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK

To insert the SLI VOR between LAX and BLH, enter @6C on any line. JetPlan displays the following prompts: 1 2 3 4 5 6 7 8 9 10 J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK

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Enter 4.5 SLI, (or 4.5 SLI with no comma). JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 11 J,BTG,LMT,EHF,LAX,SLI,BLH,ELP,INK,SAT,IAH,LFK

Press . If the flight plan is computed using this route input, JetPlan responds with KSEA NG, because the Route Optimizer is limited to 10 consecutive waypoints. At this point, insert D between one of the NAVAIDS, or delete one of the NAVAIDS. To insert D between field 8 and 9, for example, enter: @6C JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 11 J,BTG,LMT,EHF,LAX,SLI,BLH,ABQ,INK,SAT,IAH,LFK

Enter 8.5 D, (or 8.5 D with no comma) JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 11 12 J,BTG,LMT,EHF,LAX,SLI,BLH,ABQ,INK,D,SAT,IAH,LFK

Press . JetPlan displays the 07 HOLD,ALTERNATE/DIST prompt. Example: Original flight plan request: 02 POD KSJC 03 POA RJAA 06 ROUTE -OSI V25 PYE V27 ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO A590 \ PABBA OTR6 KETAR OTR10 CVC

In this case, the requirement is to replace the route segment between the inputs, GAVEL and OTR10, with the route segment “CDB A342 OLCOT NIPPI R220 NANAC”. This requires both the insertion process and the deletion process.


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Enter @6C. JetPlan responds with: 1 2 3 4 -OSI V25 PYE V27 14 15 16 PABBA OTR6 KETAR

5 6 7 8 9 10 11 12 13 ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO A590 17 18 OTR10 CVC

Enter 10 CDB A342 OLCOT NIPPI R220 NANAC. JetPlan responds with: 1 2 3 4 -OSI V25 PYE V27 15 16 17 NANAC G215 PLADO

5 6 7 ENI C1486 GUTTS 18 19 20 A590 PABBA OTR6

8 GENCO 21 KETAR

9 GAVEL 22 OTR10

10 11 12 13 14 CBD A342 OLCOT NIPPI R220 23 CVC

Delete fields 16 through 21 using the procedure specified above.

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Route Commands Using Customer Route Database Records

Using Customer Route Database Records NOTE This section covers applying customer-defined routes that are stored in the Customer Route Database (CRDB). For detailed information on creating and managing customer route records, see Chapter 38, “Customer Route Database.”

The CRDB allows you to create and manage one or multiple route records for a given airport pair. A CRDB record is created using standard JetPlan route inputs for the Route Optimizer, SRS, or combination routing (SRS-Route Optimizer). When you define a route, you assign it a unique record name that identifies it in the CRDB. You can then enter the record name as the route input on a flight plan request. The airport pair in the record you choose must match the airport pair in the flight plan request. If you are unsure of which CRDB record to choose, you can direct JetPlan to select a record from those available for the airport pair in the database. This method selects the optimal route from the available choices. You can also add delimiting factors that narrow the search process. The following examples provide inputs that allow JetPlan to find the optimal route: • Find the optimal route stored between the POD and the POA. Example: Explanation: This input selects the optimum from all routes available between the specified POD and POA. 06 ROUTE RT/ALL

• Find the optimal route stored between the POD and the POA from those files stored under the specified group names. Example: Explanation: This input selects the optimum from only those groups specified (groups “ALPHA” and “BRAVO”). 06 ROUTE RT/ALL,GP=ALPHA,BRAVO


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Route Commands Using Customer Route Database Records

• Find the optimal route stored between the POD and the POA that does not come from the excluded groups. Example: Explanation: This input selects the optimum from all files except those specified (groups “ALPHA” and “XRAY”). 06 ROUTE RT/ALL,GP=-ALPHA,-XRAY

• Find the specific route stored under the database record name given for the specified POD and POA. Example: Explanation: This input selects route record P001. If the record exists, and if the airport pair matches the pair in the flight plan request, the record is used. 06 ROUTE RT/P001

Route Line Editing of a CRDB Record The route line edit feature described in “Route Line Editing Commands” on page 239 can be applied to CRDB records when making a change to the route entries in the record. See the example below. Example: 01 OPTIONS RT,CHG,KSEA,KBGR/RT01 06 ROUTE @6C

JetPlan displays the following prompts: 1 2 3 4 5 6 7 8 9 10 J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK

Make changes as necessary using the techniques demonstrated in “Route Line Editing Commands” on page 239.

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Route Commands Using Coded Departure Route (CDR) Records

Using Coded Departure Route (CDR) Records NOTE CDR in the context of this section refers to FAA Coded Departure Routes, not the European Conditional Routes (CDRs) used with the ERAD flight plan option. For information on ERAD, see “Electronic Route Availability Document Option” on page 185.

NOTE This section covers applying routes that are stored in the Customer Coded Departure Route (CDR) Database. For detailed information on generating and managing CDR records, see Chapter 42, “Coded Departure Routes Database.”

About Coded Departure Routes (CDRs) Coded departure routes are predefined city-pair routes, complete from departure to arrival, including terminal procedures. The FAA maintains coded departure routes and publishes a list of the effective coded departure routes every 56 days. To facilitate orderly routing around weather and other adverse conditions, Air Traffic Control (ATC) may issue an advisory indicating that coded departure routes are in effect for flights departing from specified airports or from any airport within an indicated FIR and flying to specified airports or centers. ATC advisories indicate that the crew of an affected flight may be asked to fly a coded departure route when requesting clearance to depart. However, advisories do not indicate the particular coded departure routes to fly or state that the crew will definitely be asked to fly a coded departure route, only that coded departure routes need to be taken into account in planning. An airline must respond operationally to a coded departure route advisory to prepare a crew for a request to fly an unknown coded departure route. Prior to flight planning, the airline must determine if it flies the indicated city pairs and if it has operational agreements to fly a coded departure route with the centers involved. In addition, during flight planning, the airline must determine which coded departure routes are flyable, given the aircraft’s navigational capabilities and the planned amount of onboard fuel. The Customer Coded Departure Route Database helps airlines meet these operational needs.


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About the Customer Coded Departure Route Database The Customer Coded Departure Route Database allows airlines to make the necessary decisions about coded departure routes prior to and during flight planning. An updated list of effective coded departure routes is downloaded from the FAA Route Management Tool every 56 days. The JetPlan Navigation Data (NavData®) team processes the downloaded coded departure routes, validating that (1) they are compliant with JetPlan’s version of the latest ARINC 424 navigation data and (2) that they are flyable routes according to JetPlan routing routines. The coded departure routes downloaded from the FAA are stored in the generic NavData Coded Departure Route Database, which is replaced every 56 days. Using JetPlan.com, you can populate your initial Customer Coded Departure Route Database with duplicates of coded departure route records in the current generic NavData Coded Departure Route Database. The FAA code for the coded departure route becomes the record name in your Customer Coded Departure Route Database. All coded departure routes in the Customer Coded Departure Route Database are initially marked as OK to Use, meaning JetPlan considers them as acceptable choices for flight planning, indicating you have the operational prerequisites in place. You can change the OK to Use setting to No for selected coded departure routes that you do not want JetPlan to use.

NOTE After you have created your initial Customer Coded Departure Route Database, you need to manually reconcile it with the generic NavData Coded Departure Route Database when needed. Your “OK to Use” settings are retained during reconciliation.

For more information on working with Coded Departure Route Database records, see Chapter 42, “Coded Departure Routes Database.”

Using a Coded Departure Route Database Record As a Flight Plan Input The name of the coded departure route record in the Customer Coded Departure Route Database is the same as the FAA code for the route. The FAA coded departure route naming convention is PODPOAxx, where POD and POA are the 3-character IATA airport identifiers and xx are two alphanumeric characters that act as a secondary identifier. For example, a coded departure route for the directional city pair KJFK/KORD is JFKORD60. The syntax for the route input on the Route command line is: -CD*xx.

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The following are examples of coded departure route records and the corresponding route input syntax. Airport Pair

Coded Departure Route Record Name Route Input

KMSP, KORD

MSPORDE2

-CD*E2

KMSP, KORD

MSPORDS1

-CD*S1

KLAX, KJFK

LAXJFKB1

-CD*B1

Example: Explanation: The following input selects coded departure route record MSPORDE3. The record is used if the record exists, is active, is marked OK to Use and if the airport pair matches the pair in the flight plan request. 02 POD KMSP 03 POA KORD 06 ROUTE -CD*E3 NOTE When used with certain flight plan formats, Jeppesen Dispatch Control can provide a summary report that allows you to compare multiple coded departure route scenarios. For more information, consult the Jeppesen Dispatch Control User’s Guide or contact your Jeppesen account manager.


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C HAPTER 7

Hold-Alternate Commands

Hold-Alternate Commands Hold-Alternate Command Line

Hold-Alternate Command Line The Hold-Alternate command line (07 HOLD,ALTERNATE/DIST) is a multifunctional prompt, allowing you to specify several inputs at one time. It is also an optional prompt on the JetPlan system, meaning no input is absolutely necessary in the course of creating a flight plan. However, it does provide a way to ensure that fuel is laded for the contingency of delay or diversion. You may use this line to specify a hold time, which in turn provides an extra fuel amount to the total fuel carried. You may also use this line to specify up to four destination alternate airports and a distance, route, or altitude (specific or range) to each. Specifically, this command line allows the following information to be entered: • Hold time at the Point-of-Arrival (POA). When entered without a destination alternate airport, this input is applied to the POA. • Hold time at a destination alternate airport. If a hold time and an alternate are both entered, then the time is applied to the alternate rather than the POA, and the amount of hold fuel is based on the aircraft’s weight at the alternate (not the POA). • Hold time at a primary alternate and one to three (1-3) secondary alternates. The display of secondary alternate information in the flight plan output is format-dependent. NOTE A second destination alternate (if submitted) is included on the ATC filing strip by default. A customer preference can be set to limit the number of destination alternates in the filing strip to one, regardless of how many destination alternates exist in the flight plan request. Please contact your Jeppesen account manager for more information.

• Hold time that overrides default hold time information stored in your ID/Password attribute file, Customer Aircraft Database (CADB), or Customer Airport Database (CAPDB). If you have a default setting for hold time in a database file, entering a hold time on the Hold command line overrides that setting. • Destination alternate airport(s) only – no hold time. One primary alternate airport and up to three secondary alternates may be specified.


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• User-specified alternate distances. You can apply distance values to any or all specified destination alternates. The value you enter is used in the alternate calculation rather than the standard great circle method for determining the alternate distance, unless a route is stored in the Customer Alternate (CALT) database. • User-specified alternate flight levels. You can apply a single flight level or a range of flight levels to any or all specified destination alternates. When applying a flight-level override, the minimum and maximum flight level must be specified for a single flight level as well as for a range of flight levels. See the examples in Table 7-1, “Hold-Alternate Command Line Sample Inputs,” on page 261. • A Customer Route Database (CRDB) file. You may use a pre-stored route database file as information for the route and performance to a destination alternate if the file contains the correct airport pair (the departure and arrival airports in the file match the specified arrival and alternate airports in the flight plan request). If the airports in the file do not match those specified in the plan, JetPlan defaults to either the great circle or the CALT Database distance and route information. • EU-OPS-compliant destination alternate fuel uplift policy. The following paragraphs discuss the Hold-Alternate commands in more detail. For additional examples, see Table 7-1, “Hold-Alternate Command Line Sample Inputs,” on page 261.

Hold-Alternate Fuel Considerations The following section provides some of the factors used in the determination of Hold and Alternate fuel. You have the option of further control over these factors through certain parameter settings in your customer databases.

Hold Fuel The Hold fuel calculation is generally based on the long-range cruise mode fuel flow and the aircraft weight at the POA. Some factors that can provide more control over how this fuel is calculated can be found in the CADB. Specifically, this database allows you to set parameters that control the holding fuel flow, the hold altitude, the minimum amount of hold fuel, and whether landing weight or max zero fuel weight (MZFW) is used to calculate hold fuel.

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Alternate Fuel Alternate fuel is the fuel required to fly from the point of intended landing (the POA) to the alternate airport. Depending on the output format, this can be determined by either a calculated “mini flight plan” between the POA and the alternate, or a simple table look-up based on the great-circle or user-specified distance to the alternate. These scenarios are described below. In any case, the alternate fuel calculation is based on the aircraft weight at the POA. The altitude profile and distance to the alternate airport is determined by the configuration of a particular format setting (ALTPFM), and the existence of a stored route.

NOTE Contact your Jeppesen account manager to request a changes to format settings.

Primary case 1: Stored route, optimized altitude

If a customer route from the POA to the alternate is stored in the CALT Database, JetPlan ignores the ALTPFM format setting and the customer route is used. Altitude optimization calculations are performed just as if JetPlan were computing a normal flight plan. Long Range Cruise (LRC) data is used.

Primary case 2: Great-circle distance, optimized altitude

If there is no stored route between the POA and the alternate, and ALTPFM is set to 2, then the great-circle distance to the alternate is used along with JetPlan’s normal altitude optimization calculations. LRC data is used.

Standard case: Great-circle or user-specified distance, altitude selected from table

If there is no stored route and ALTPFM is set to 0 or 1, then the greatcircle distance to the alternate airport is used. The optimum altitude is not calculated, but rather selected based on altitude/distance tables hard-coded into the aircraft performance data. LRC data is used for aircraft speed and fuel flow information. This generally applies to older output formats that do not enumerate the checkpoints and flight levels of an alternate route. If you do not want to use great-circle distance, you can control the distance factor in the standard case through a user-specified distance input.


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For example, assuming that no stored route exists from the POA to KSCK, the following input uses a distance of 110 nm instead of the great circle distance: 07 HOLD,ALTERNATE/DIST KSCK/110

Secondary Alternate Case

This method applies to secondary alternates, and only when the output format is designed to include this information. When a particular secondary alternate has a route from the POA stored in the CALT Database, the distance determined by that route file is used to make performance calculations, including an optimum profile calculation. For computation purposes, the route to this secondary alternate is considered to be a single segment.

Uplift Option (EU-OPS) If flying under EU-OPS regulations, two destination alternates are required. The fuel uplift option (ALTF=n), which addresses the destination alternate policy, calculates departure fuel based on whichever alternate needs the greater amount of fuel (from POA to alternate). The ALTF parameter has a valid range of 0–4. The range value always matches the number of alternates entered (for example, two alternates = uplift value of 2).

NOTE Application of this and any option related to EU-OPS requires that a special parameter in your ID/Password attribute file be set. Contact your Jeppesen account manager for more information.

Alternate Flight Level Restriction You may request a maximum altitude value (MAv) setting in the Customer Preferences database to limit the flight level of the alternate route.

NOTE The Customer Preferences database is an extension of your ID/Attribute File. It allows you to specify certain preference settings that are unique to your operational requirements. For example, customer preference settings can be defined for flight level restrictions, reserve fuel calculations, and format, among other factors. Contact your Jeppesen account manager to discuss your options regarding the Customer Preferences database.

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The maximum altitude value is used in the following formula to determine a maximum alternate flight level. MAv x route distance = maximum flight level The maximum altitude value is a percentage figure that provides a certain altitude (in thousands of feet) when multiplied by the route distance to the alternate. To elaborate, if the maximum altitude value is set to 150 in the Customer Preferences database, the maximum altitude for any alternate calculation is 150% of the distance to the alternate. For example, assume that for a given flight plan the distance to the alternate is 120 nautical miles. Using a maximum altitude value of 150 produces a maximum flight level of 18,000 feet. 150 x 120nm = 18,000’ or FL180

NOTE The Customer Preferences database setting does not override the limits set for the aircraft in its generic data or in the CADB (FL parameter), nor does it override user-specified flight levels entered on the Hold-Alternate command line.


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Hold-Alternate Commands Customer Alternate Database

Customer Alternate Database The Customer Alternate (CALT) database allows you to store information for user-specified destination alternate airports. You can define distances between POA airports and their alternates or reference specific route records stored in the CRDB. Once your CALT Database is developed, you do not need to do anything to invoke its use other than include a POA airport and a destination alternate in your flight plan request. Upon submission of your flight plan request, the JetPlan system automatically scans the CALT Database for matching records. If your flight plan request contains a POA/alternate combination that matches a record in the CALT Database, the stored data (distance value or CRDB record) is applied to the calculation process. This section reviews the type of records stored in the CALT and the methods available to override these stored records. For information on managing the CALT, see Chapter 33, “Customer Alternate Database.”

Distance Records The CALT Database allows you to store a distance record for any POA/alternate combination. JetPlan uses the stored distance value to calculate performance data (flight level, fuel burn) to the alternate. This feature eliminates the need for repetitive inputs of alternate distances.

NOTE on.

The following example omits extraneous inputs, such as POD, Route, and so

Example: Explanation: Assuming a distance value is stored in the CALT Database for the airport combination (KJFK - KEWR), JetPlan automatically applies the distance to its alternate fuel calculation. 03 POA KJFK 07 HOLD,ALTERNATE/DIST 30,KEWR

For more examples, see Table 7-1 on page 261.

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Route Records The CALT Database allows you to store a route record from the CRDB that defines the routing between any two airports, specifically, a POA/alternate combination. JetPlan automatically applies the stored route if the airport matches the POA/alternate combination in the flight plan. The distance determined by the route file is used to calculate performance data (flight level and fuel burn) to the alternate.

NOTE The display of a stored alternate route in the flight plan output is format-dependent. Certain formats allow JetPlan to print out both an alternate route summary and alternate waypoints. The route summary includes the airspeed and altitude in an ICAO style output.

The following rules apply when using alternate route files: • To view alternate route data in the flight plan, the output format must be programmed to display this information. Otherwise, application is internal and not displayed fully. • Low-altitude performance data must be stored in the generic aircraft data file, the basis for CADB records. • A route record from the POA airport to the alternate must exist in the CRDB. – Each record name stored in the CRDB that is intended for use as an alternate route must be added to the CALT Database. The route record name in the CALT Database is the key to finding the actual route string in the CRDB. Hence, for every route record name in the CALT Database, there must be a matching record with the correct airport pair combination in the route database. • JetPlan uses the standard case for determining the alternate burn calculation if: – The POA/alternate airport combination in the flight plan has no corresponding record in the CALT Database, or if it does, has no corresponding record in the CRDB. – A performance error is generated during the calculation of the alternate route. – An ad hoc alternate distance is entered after the alternate airport, thereby nullifying the stored route.


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Route Output The following is an example of an output format that displays alternate route information. In this case, a route from KLAX (POA) to KONT (alternate) is displayed. Alternate route output is generally designed to display toward the end of a flight plan, right after the main body of the plan and before any ATC filing information.

. ..flight plan body... ALTERNATE DATA -N0277F070 V23 SLI V8N PDZ DCT CPT HERMO SLI AHEIM OLLIE PDZ KONT

LAT N33516 N33468 N33492 N33504 N33552 N34036

LONG W118 210 W118 030 W117 552 W117 486 W117 318 W117 360

MCS 134 094 056 064 057 313

DIST 0006 0016 0007 0006 0015 0009

...ATC filing inform ation... END OF JEPPESEN DATAPLAN REQUEST NO. 1234

CALT Database Overrides You may override a CALT Database record (distance or route) in one of three ways: • Enter a slash after the alternate airport identifier. This nullifies the stored record and forces JetPlan to determine the distance based on great circle routing to the alternate. Example: 30,KEWR/

• Enter a slash and a new distance value after the alternate airport identifier. This nullifies the stored record and force JetPlan to use the new distance value. Example: 30,KEWR/250

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• Enter a slash and a CRDB record name after the alternate airport identifier. This nullifies the stored record and force JetPlan to use the route defined in the specified database file. Example: 30,KEWR/A001

For more examples, see Table 7-1.

Hold-Alternate Command-Line Inputs The following examples illustrate representative inputs on the Hold-Alternate command line (07 HOLD,ALTERNATE/DIST). Table 7-1

Hold-Alternate Command Line Sample Inputs

Sample Input

Explanation

30

30 minutes of hold time at the POA.

30,4500

30 minutes of hold time at the POA, at 4,500 feet above field elevation. The default holding altitude is 1,500 feet above field elevation. This value may be changed in the CADB.

45

45 minutes of hold time at the POA; also, assuming a default value of 30 minutes in your ID/Password attribute file, this example is an override of that default value.

30,EGLL

30 minutes of hold time at the alternate, EGLL.

30,KSJC,POAH,25

30 minutes of hold time at the alternate, KSJC, plus 25 minutes of hold time at the original POA. (POAH=Point of Arrival Hold.)

30,KSJC,POAH,25,3500

30 minutes of hold time at the alternate, KSJC, plus 25 minutes of hold time at the original POA at an altitude of 3,500 feet above field elevation (1,500 feet is the default altitude).

30,POAHF=1000

30 minutes of hold time at the POA plus additional POA hold fuel (POAHF) (weight value). Assuming pounds is in effect for this example, the additional fuel value is 1000 lbs.


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Table 7-1 Sample Input

Explanation

30,POAHF=1000,POAH=15

30 minutes of hold time at the POA plus 15 minutes of hold time at the POA (POAH), plus additional POA hold fuel (POAHF). Additional POA hold fuel can be entered as both a time value (POAH) and a fuel value (POAHF). In such cases, JetPlan adds the fuel and time values.

30,KSEA,POAH=15,POAHF=1800

30 minutes of hold time at the alternate, KSEA, plus 15 minutes of hold time at the original POA, plus 1800 pounds of hold fuel at the original POA. JetPlan adds the POA fuel and time values.

KABQ

Alternate airport with no hold time. If the ID/Password attribute file has a default hold time of something other than zero, then this example would also override the default hold time value.

30,EGLL/120

30 minutes of hold time at the alternate, EGLL; distance from POA to EGLL is a user-specified value of 120 nm.

30,EGLL,EGKK,EGCC,EGPK

30 minutes of hold time at the primary alternate, EGLL; secondary alternates are defined as EGKK, EGCC, and EGPK.

KAUS/100,KELP/200,KDAL/333,KDEN/1111

One primary alternate, KAUS, and three secondary alternates; the distance from the POA to each alternate is a user-specified value in nautical miles.

30,RCTP/A001

30 minutes of hold time at the primary alternate, RCTP; use the route database file, A001, to provide the route and performance information to the alternate. This input overrides any information stored in the CALT Database for the given airport pair, as long as the airport pair in A001 matches the pair in the flight plan (the POA and alternate).

KSFO/RT01/100/200

Use the CRDB record RT01, and fly between 10000ft (FL100) and FL200 inclusive. The RT01 record provides the route and performance information to the alternate, overriding any information stored in the CALT Database for the given airport pair (the POA and alternate). Note the slashes around the minimum and maximum flight levels after the route record entry.

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Hold-Alternate Command Line Sample Inputs (continued)



Table 7-1

Hold-Alternate Command Line Sample Inputs (continued)

Sample Input

Explanation

KSFO/50/180/240

Primary alternate airport (KSFO) with no hold time; the distance from POA to KSFO is a user-specified value of 50 nautical miles (or 50 am), and the flight level is between FL180 and FL240 inclusive. Note the slashes around the minimum and maximum flight levels after the distance entry.

KSFO/50/200/200

Primary alternate airport (KSFO) with no hold time; the distance from POA to KSFO is a user-specified value of 50 nautical miles (or 50 km), and a single flight level of FL200 is specified. You must specify the minimum and maximum flight level whenever you apply an altitude override, even for a single flight level.

KSFO//200/200

Primary alternate airport with no hold time and no user-specified distance and with a user-specified altitude of FL200.

KSFO//060/120

Use the default distance value, which is the distance value specified in the CALT Database. If there is no distance value in the CALT Database, use the great circle distance. Fly between 6000ft and 12000ft inclusive.

KSFO//060/120/

Use the great circle distance, even if there is a distance value in the CALT Database, and fly between 6000ft and 12000ft inclusive. Note the trailing slash after 120.

30,EDDM,EDDF,ALTF=2

30 minutes of hold time at the primary alternate, EDDM. The secondary alternate is defined as EDDF. Alternate fuel (ALTF) is determined by an uplift policy of 2, meaning fuel calculations for both alternates are evaluated to determine the greater amount, which is then applied to the departure fuel total (EU-OPS requirement).

EXEMPT

Some customers may need to state on a flight release that a special exemption has allowed them not to specify a destination alternate. The information to be displayed on the release is format-specific and may vary by operator. If not legally required, it may be operationally required to avoid confusion by flight crew when no alternate is specified.


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Hold-Alternate Commands Automatic Alternate Selection

Automatic Alternate Selection In addition to the CALT Database, where alternate distance or route information is stored for retrieval and application when the correct POA/ALT combination is submitted in your flight plan request, JetPlan can also automatically select alternates based on other preset preferences and conditions. In this case, no alternate airport needs to be submitted in the flight plan request.

NOTE If you specify an alternate airport in your flight plan request, the Automatic Alternate functionality is deactivated for that type of alternate airport.

Automatic selection may be used with destination, departure, and enroute alternates. The criteria that JetPlan uses to select an alternate automatically is defined by you in your Customer Airport Fleet Database (CAPFDB) and CAPDB. In these databases, you can set parameters that help the system to determine a candidate alternate airport’s availability and suitability. (For information on setting up the CAPFDB and the CAPDB for automatic alternate selection, see “Setting Up the Customer Databases” on page 274.) Availability refers to factors that make an airport appropriate for the aircraft type being used, such as runway length, refueling facilities, passenger exchange, and so on. These factors must be determined by you for the aircraft in question because simply including them in your databases defines the airports as available. Suitability refers to factors that limit airport operation, such as weather minima and hours of operation. These factors are determined in a more dynamic fashion, though you are required to provide guidelines that assist in the determination process.

NOTE The CALT Database also comes into play when an automatically selected alternate creates a situation where the POA/ALT combination matches a record in the CALT Database. In this case, the stored route or distance information found in the CALT Database is applied to the flight plan calculation.

The following sections describe the automatic alternate selection feature in more detail.

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Automatic Selection Criteria and Tests Although the automatic selection criteria differs somewhat between takeoff, destination, and enroute alternates, automatic selection is generally a function of the following considerations: • The estimated time of operation (arrival) into the candidate alternate airport. This time estimate is part of the calculation process, and it is used to secure an accurate weather forecast as well for comparison to the candidate airport’s hours of operation. It also supports ETOPS calculations, where adjustable earliest/latest arrival time deltas (variations) factor into the divert calculation. • The candidate alternate airport’s hours of operation, as defined by the following parameters in the CAPDB: – Hours Operation - Open – Hours Operation - Close – Week Days – UTC/Local Flag For more information on these parameters, see Table 7-5, “CAPDB – Alternate Airport Application,” on page 281.


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• The candidate alternate airport’s terminal weather forecast (TAF). This forecast is compared to the candidate’s minimum ceiling and visibility settings stored in the CAPFDB or CAPDB in the following parameters: – Non-Precision Approach Alternate Ceiling Minimum – Non-Precision Approach Alternate Visibility Minimum These parameters are in both the CAPFDB and the CAPDB. JetPlan first checks the CAPFDB for the Non-Precision Approach Alternate Ceiling/Visibility minimum values. If the values in the CAPFDB are zero, JetPlan checks the CAPDB. If you use the optional Precision Minima (PMIN) flight plan option, the system uses the Precision Approach Alternate Ceiling and Visibility Minimum values in the CAPFDB or the CAPDB, rather than the NonPrecision Approach values, to check suitability of alternate airports. NOTE A customer preference setting allows you to change the database (CAPFDB or CAPDB) used as the default source of the Alternate Ceiling Minimum and Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

For more information on all the ceiling/visibility minima parameters, see Table 7-4, “CAPFDB – Alternate Airport Application,” on page 277 and Table 7-5, “CAPDB – Alternate Airport Application,” on page 281. • The candidate alternate airport’s proximity to the departure or arrival airport. • Airline preference and operating practices. This consideration supports airline specified combinations of acceptable divert airports along with the allowable aircraft fleet types.

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Criteria Tests at Compute Time Airports that are considered candidates as alternates must pass criteria tests at plan compute time. Failure to meet one of the three basic criteria listed below eliminates the airport as an alternate candidate. • Weather information for the airport (TAF). Failure occurs when TAF for a candidate alternate is unavailable or incomplete. NOTE The TAF Time Window customer preference extends the effectivity of TAFs. For information, see “About the TAF Time Window (TAFWINDW) Customer Preference” on page 267.

• Airport operational hours. Failure occurs when the flight’s estimated time of arrival into the candidate’s alternate airport is outside the facility’s scheduled hours of operation. • Weather minima (ceiling and visibility). Failure occurs when the reported minima are below the prescribed minima in the candidate alternate’s CAPDB record. NOTE JetPlan can provide a briefing of the alternates reviewed at the end of the flight plan output. The briefing includes those alternates selected as well as those eliminated due to some criteria failure. This briefing feature is format dependant. Contact your Jeppesen account manager for more information.

About the TAF Time Window (TAFWINDW) Customer Preference NOTE For information about setting the TAF Time Window customer preference, contact your Jeppesen account manager.

The optional TAF Time Window customer preference defines a time window—before or after the effectivity of a given TAF—during which the TAF is applied to the automatic alternate selection process, thus extending the effectivity of the TAF by the specified number of minutes. The window value can be defined as anything from zero minutes to 720 minutes (12 hours). A value of zero provides for strict enforcement of TAF effective times. When the TAF Time Window preference is set, the system applies the following functionality during the automatic alternate selection process:


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• An approximate time to arrive at the alternate is calculated, based on the planned time to arrive at the POA and then a call to the alternate performance calculation with the estimated arrival weight. • The value of the TAF Time Window (TAFWINDW) customer preference is used to establish start and end times (estimated arrival time - TAFWINDW value) and (estimated arrival time + TAFWINDW value). • TAF is checked all the way from the start time to the end time. If ceiling or visibility fall below minimum anywhere in that time range, the airport is eliminated from consideration.

Alternate Selection Process As discussed above, the Automatic Alternate selection process requires the setup of specific database parameters and the deliberate omission of an alternate airport entry in your flight plan request. When you specify an alternate airport in your flight plan request, the Automatic Alternate functionality is deactivated for that type of alternate airport. For example, if you include a destination alternate in your flight plan request, the system does not apply the automatic selection process to destination alternates. However, departure alternates could still be automatically selected, given the proper database setup and plan scenario. (For information on setting up the customer databases for automatic alternate selection, see “Setting Up the Customer Databases” on page 274.) The following sections describe the automatic alternate selection process for each type of alternate.

NOTE In all cases mentioned below, the use of a record from the CAPFDB implies a match in aircraft fleet type between the record and the flight plan request.

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Departure (Takeoff) Alternates If the POD has a preferred Takeoff Alternate Airport (TA) identified in its CAPFDB record (for example, TA=KXXX), the process explained below is applied to the preferred takeoff alternate. However, if the preferred airport does not meet the operational requirements based on the hours of operation or weather minima, then the proximity search of possible departure alternates begins. Possible departure alternates come from a pool of airports stored in the CAPFDB. These airports are identified as available for use as takeoff alternates by the following parameter settings: • Departure Alternate (DA)=Yes • Type of Operations (TO)=Regular, Alternate, Refueling, or Provisional From this candidate pool, JetPlan can perform a preliminary ranking of candidate departure alternates based on proximity to the POD. This is performed using the departure airport’s record in the CAPFDB, where the Max Distance to Takeoff Alternate (MA) parameter is defined (for example, MA=50). JetPlan filters out all candidate departure alternate airports that do not meet the operational requirement established in the plan calculation. If a candidate’s hours of operation parameters in the CAPDB do not support the possible divert time calculated in the flight plan, the candidate is eliminated. Then, JetPlan filters out those candidate departure alternates whose forecast weather is not available or is below the minima established by the candidate’s ceiling and visibility minimum values in the CAPFDB or the CAPDB. Using the remaining airports (those that survive the criteria tests), JetPlan determines which airport provides the best results relative to the optimization process. See “Automatic Selection Criteria and Tests” on page 265 for more information about the hours of operations and minimum ceiling/visibility parameters and the criteria tests.

Destination Alternates Selection of a destination alternate is primarily based on airline preference. JetPlan checks the POA record in the CAPFDB for Preferred Destination Alternate Airports (A1-A8). For each preferred destination alternate, the system examines the criteria of the TAF, operating hours in the CAPDB, and ceiling/visibility minima in the CAPFDB or the CAPDB. From the list of preferred airports that meet the criteria, JetPlan selects the airport that provides the best results relative to the optimization process.


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If the POA does not have any preferred alternates stored in the CAPFDB, or if all the defined preferred airports fail the criteria tests, JetPlan performs a proximity search based on the Max Distance to Destination Alternate (MD) parameter in the CAPFDB. The proximity search is for those airports identified as being available destination alternates by the following parameters in the CAPFDB: • Arrival Alternate (AA)=Yes • Type of Operations (TO)=Regular, Alternate, Refueling, or Provisional The system then selects the alternate that meets the operating hours, weather forecast, and ceiling/visibility minima criteria and that delivers the best numbers in terms of optimization. See “Automatic Selection Criteria and Tests” on page 265 for more information about the hours of operations and minimum ceiling/visibility parameters and the criteria tests.

ETOPS/Overwater Driftdown Enroute Alternates (Diversion Airports) NOTE ETOPS and Overwater Driftdown flight plan calculations requires extensive setup, beyond the scope of this section. For complete information on Overwater Driftdown setup, see Chapter 22, “Overwater Driftdown and Terrain Analysis.” For complete information on ETOPS, see the ETOPS User’s Guide: 2 Engine Aircraft on the User Manuals page on JetPlan.com. For information on the Equal Time Point (ETP) calculation, see Chapter 3, “Point of Departure and Point of Arrival Commands.”

When creating an ETOPS or Overwater Driftdown flight plan, you can enter the diversion airports manually on the POD and POA command lines. However, they may also be automatically selected from a pool of airports stored in the CAPFDB and identified as available for use in the automatic selection process by the Enroute Alternate in ETOPS/Overwater Driftdown Operations parameter in the CAPFDB (ET=Yes). Taking into account additional Overwater Driftdown, ETP, and/or ETOPS parameters (depending on the type of flight plan), JetPlan can select airports from the pool of candidate alternates and perform equal time point (ETP) calculations to determine appropriate enroute alternates. JetPlan filters out potential enroute alternate airports that do not meet the requirements for hours of operation or weather minimums. See “Automatic Selection Criteria and Tests” on page 265 for more information.

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EU-OPS Enroute Alternates You can enter an EU-OPS enroute alternate (ERA) manually on line 16. The ERA input is compliant with EU-OPS 1.255, which allows operators to reduce contingency fuel from 5 percent to 3 percent if they have a qualified enroute alternate. (For more information on the manual ERA input, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”) JetPlan can also select ERAs automatically from a pool of airports identified in the CAPFDB as available ERAs (EU=Y). A candidate ERA must pass the operating hours, TAF, and weather/ceiling minima criteria tests. If the candidate also meets route distance and qualifying circle requirements as specified in EU-OPS 1.255, the system qualifies the selected ERA as meeting European Aviation Safety Agency (EASA) regulations and automatically reduces the contingency fuel for the entire flight to 3 percent. For more information on EU-OPS 1.255, see the Chapter 20, “Reclear Commands.”

Prerequisites Before you can use this feature, the Automatic ERA customer preference must be set to “Yes” and the EU (JAR)-OPS, International Reserve Fuel Policy, and Special Fuel attributes must be set in your ID/Attribute file, in addition to other customer preference and format settings. For complete information, contact your Jeppesen account manager.

NOTE You can override any International Reserve Fuel Policy setting in your ID/Attribute file by entering the appropriate policy code in the flight plan request (on line 16) or through the City Pair Fleet DB IR parameter. Successful ERA autoselection depends on a correct fuel policy entry. For information on International Reserve Policies, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.”

The following customer database settings are also required: • The CAPDB and the CAPFDB must each contain a record for any airport you want considered as an EU-OPS ERA. • In the CAPFDB, the EU-OPS Enroute Alternate (EU) parameter must be set to “Yes” for any airport you want considered as an EU-OPS ERA. For more information on customer database setup, see “Setting Up the Customer Databases” on page 274.


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The Automatic EU-OPS ERA Process When the Automatic ERA customer preference is set to “Yes,” JetPlan performs an automatic search for an EU-OPS ERA in matching flight plans. JetPlan filters out potential airports that do not meet the requirements of EU-OPS 1.255 or pass the TAF, operating hours, and weather minima criteria (see “Criteria Tests at Compute Time” on page 267). Using the remaining airports, JetPlan determines which ERA provides the optimum results. When using the Automatic EU-OPS ERA feature, be aware of the following: • If the Automatic ERA customer preference is present and set to “Yes,” entering an ERA airport manually on the flight plan request switches off the automatic ERA selection process. • You can use the No Automatic Enroute Alternate (NOERA) flight plan option to disable the automatic ERA search on a per-flight plan basis. For more information on the NOERA option, see See Chapter 2, “Option Commands.”

EU-OPS Qualification Output When JetPlan identifies a qualified EU-OPS ERA, it automatically reduces the contingency fuel to 3 percent. The following paragraphs illustrate this process. Assume that the CAPFDB record for the Pulkovo airport (ULLI) is set up as follows: • The Non-Precision Approach Alternate Ceiling Minimum parameter (N3) is set to 1200 feet. • The Non-Precision Approach Alternate Visibility Minimum parameter (N4) is set to 1000 meters. NOTE For more information on the approach parameters in the CAPDB and CAPFDB and how they are used in automatic alternate selection, see “Setting Up the Customer Databases” on page 274.

For purposes of illustration, assume the TAF check for ULLI is as follows:

TAF ULLI 031340Z 0315/0415 16005G10MPS 3000 SN BR BKN006 OVC010 TEMPO 0315/0324 0800 +SNRA FZRA BKN003 640000 BECMG 0400/0402 22005G10MPS TEMPO 0400/0415 1600 SHSN BKN006 BKN010CB=

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In this example, the EU-OPS Qualification output indicates that the automatic selection process did not discover a qualifying ERA. Because no ERA was found, contingency fuel remains at 5 percent, as shown in the Fuel Plan section in the following graphic. EU OPS QUALIFICATION ERA NO ALTERNATES FOUND Fuel plan: CONT

FUEL TIME 00350 00.06

However, if the Ceiling and Visibility Minimum values for ULLI are set to 200 feet and 600 meters respectively, ULLI passes the ceiling/visibility minima check. If it also passes the other criteria for an ERA, including the EU-OPS 1.255 requirements, ULLI qualifies as an ERA when the plan is recomputed. As the following output shows, contingency fuel is also reduced to 3 percent. EU OPS QUALIFICATION ERA ULLI

DIVERT PT CUMD MSA N6048.4 0488 022 E02916.8 Fuel plan: FUEL TIME CONT 00210 00.03

TTK 154

DIST 0067

FL TIME 220 0.10

ETA 1816

NOTE The system respects the value of the Min. Contingency/RES Fuel (MC) and the Min. Contingency/RES Time (MT) parameters in the CADB, even when an airport qualifies for reduced 3 percent.

Automatic Alternate Setup Use of the Automatic Alternate feature requires that customer database records be created for the candidate alternate airports. The following list summarizes what is needed. • POD – Requires a record in the CAPFDB for every departure airport that you want considered as a takeoff alternate. • POA – Requires a record in the CAPFDB for every arrival airport that you want considered as a destination alternate. • Candidate takeoff alternate – Requires a record in both the CAPFDB and the CAPDB for every airport you want considered as a takeoff alternate.


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• Candidate destination alternate – Requires a record in both the CAPFDB and the CAPDB for every airport you want considered as a destination alternate. • Candidate ETOPS/Overwater Driftdown enroute alternate – Requires a record in both the CAPFDB and the CAPDB for every airport you want considered as an enroute alternate. • Candidate EU-OPS ERA – Requires a record in both the CAPFDB and the CAPDB for every airport you want considered as a an ERA. NOTE An airport may be defined as a candidate for more than one alternate scenario in the CAPFDB.

Setting Up the Customer Databases The two main databases required for application of the Automatic Alternate selection functionality are the CAPFDB and the CAPDB.

Customer Airport Fleet Database The CAPFDB contains parameters that allow you to control the alternate information and operating procedures for specific sets of aircraft when non-standard or emergency situations (diverts) occur. Stored records are referenced by both the airport and the fleet type (airframe/engine combination) in your flight plan request. For more information, see Chapter 30, “Airport Fleet Database.” As noted previously, records must be created in this database to support the Automatic Alternate selection process. This includes records for airports used as departure airports and arrival airports, as well as those airports you wish to include as possible alternates. The following tables explain the necessary relationships to this database for each type of airport application.

NOTE Because the CAPFDB is indexed by airport and fleet type, your flight plan request must contain a POD (or POA) and aircraft that match a record in the database for this application to work properly. Furthermore, only those airports denoted as candidate alternates, with the correct aircraft fleet type, are considered in the selection process.

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Departure Airport (POD) Any airport used as a POD must be stored in the CAPFDB if you want to apply the automatic takeoff alternate selection process. If you have more than one type of aircraft in your fleet, then multiple records may be required for a particular airport. Table 7-2

CAPFDB – POD Application

Parameter

Application/Reason

Airport ID

(Required). The ICAO or IATA identifier of the airport being stored. This entry is one of the two keys that initiate the use of the CAPFDB. Ex. KLAX or LAX

Fleet Type ID

(Required). Typically the Jeppesen identifier of the aircraft fleet type. This entry is the other key that initiates the use of the CAPFDB. Ex. B747

Takeoff Alternate (TA)

(Optional). You can specify a takeoff alternate airfield as the “preferred” alternate for a specific POD. When the Automatic Alternate selection process begins, this is the first airport checked for suitability. If the criteria check fails (TAF is incomplete or missing, ETA is outside airport operating hours, or weather is below minimums), a proximity check is performed for possible alternates by using the Maximum Allowable Distance to Takeoff Alternate (MA) parameter.

Maximum Allowable Distance to Takeoff Alternate (MA)

(Optional). You can specify a distance limit to the proximity search for a takeoff alternate airfield (up to 4 digits, in NM or Km). This parameter is considered only when the Takeoff Alternate (TA) parameter is left blank or when the TA airport is disqualified due to weather or curfew. The Automatic Alternate selection process tests candidate airports within the distance specified. NOTE This proximity limit does not typically apply to your TA parameter input. However, if you invoke the Terrain Driftdown Approved parameter (TD=Y), the proximity limit applies to the TA input.


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Arrival Airport (POA) Any airport used as a POA must be stored in the CAPFDB if you want to apply the automatic destination alternate selection process. If you have more than one type of aircraft in your fleet, then multiple records may be required for a particular airport. Table 7-3

CAPFDB – POA Application

Parameter

Application/Reason

Airport ID


Fleet Type ID


Maximum Allowable Distance to Destination Alternate (MD)

(Optional). You can specify a distance limit to the proximity search for a destination alternate airfield (up to 4 digits, in NM or Km). This parameter is considered only when parameters A1 through A8 are left blank or when these airports are disqualified due to weather or curfew (unlikely if all 8 are employed in the database). The Automatic Alternate selection functionality tests candidate airports within the distance specified. NOTE This proximity limit does not apply to your preferred destination alternate entries (parameters A1 A8). However, if you invoke the Terrain Driftdown Approved parameter (TD=Y), the proximity limit applies to the destination alternate entries.

Preferred Alternate Airports (A1...A8)

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(Optional). You can specify up to 8 preferred destination alternate airfields for a specific POA. The order of preference is numeric, with A1 being the first preference and A8 being the last. When the Automatic Alternate selection process begins, these airports are the first checked for suitability. The entire list must be exhausted before a proximity search for alternates is begun. If the criteria check eliminates all of the preferred alternates, a proximity check is performed for possible alternates by using the MD parameter.



Alternate Airport (ALT) Any airport you wish to have considered as a candidate alternate in the Automatic Alternate selection process must be stored in the CAPFDB. If you have more than one type of aircraft in your fleet, then multiple records may be required for these airports. Table 7-4 CAPFDB – Alternate Airport Application Parameter

Application/Reason

Airport ID


Fleet Type ID


Departure Alternate (DA)

(Optional). By invoking this parameter (DA=Y) you designate the airport as a “suitable” takeoff alternate for the aircraft fleet type identified. Thus, when departing another airport with an aircraft of the fleet type identified in this record, the Automatic Alternate selection process considers this airport as a possible takeoff alternate. Of course, this airport must be “available” based on the criteria mentioned previously. NOTE Any airport designated as a departure alternate may be eliminated from consideration for a variety of reasons, most notably when the POD has a preferred takeoff alternate assigned (TA parameter for the POD airport), or when the POD has a maximum allowable distance parameter (MA) that is less than the distance between the POD and this departure alternate airport.

Arrival Alternate (AA)

(Optional). By invoking this parameter (AA=Y) you designate the airport as a “suitable” destination alternate for the aircraft fleet type identified. Thus, when arriving at another airport with an aircraft of the fleet type identified in this record, the Automatic Alternate selection process considers this airport as a possible alternate. Of course, this airport must be “available” based on the criteria mentioned previously. NOTE Any airport designated as a arrival alternate may be eliminated from consideration for a variety of reasons, most notably when the POA has some preferred alternates assigned (parameters A1-A8 for the POA airport), or when the POA has a maximum allowable distance parameter (MA) that is less than the distance between the POA and this destination alternate airport.


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Table 7-4

CAPFDB – Alternate Airport Application (continued)

Parameter

Application/Reason

Enroute Alternate in ETOPS/Overwater Driftdown Operations

(Optional). This parameter activates the key airport as a possible enroute alternate in the automatic alternate selection process when either the ETOPS or the Basic (Overwater) Driftdown feature is employed in the flight plan.

ET

EU-OPS Enroute Alternate (EU/JAR Operations Alternate) EU ETOPS Approach ETOPS Ceiling Minimum ECM

(Optional). Defines the key airport as available for use as an enroute alternate for automatic enroute alternate selection. Applies to EU(JAR)-OPS only.

NOTE This parameter is used only with ETOPS 2 flight plan options. Contact your Jeppesen account manager for more information.

(Optional). This parameter defines the ceiling minimum for the airport in feet or meters. It is used to determine if an ETOPS alternate is suitable based on the TAF weather between the Early Arrival Time and later arrival time. This parameter works in conjunction with the ETOPS Ceiling Minimum parameter in the CAPDB. If there is not a minimum value in the CAPFDB, JetPlan checks for the minimum in the CAPDB. If there is no minimum value in the CAPDB, JetPlan uses zero ceiling.

ETOPS Approach ETOPS Visibility Minimum EVM


(Optional). This parameter defines the visibility minimum for the airport in feet or meters. This parameter is used to determine if an ETOPS alternate is suitable based on the TAF weather between the Early Arrival Time and later arrival time. This parameter works in conjunction with the ETOPS Visibility Minimum parameter in the CAPDB. If there is not a minimum value in the CAPFDB, JetPlan checks for the minimum in the CAPDB. If there is no minimum value in the CAPDB, JetPlan uses zero visibility.

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Table 7-4


Parameter

Application/Reason

Non-Precision Approach

NOTE The Precision Minima (PMIN) flight plan option uses the Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternate airports. See definitions of those parameters below.

Alternate Ceiling Minimum N3

Defines the ceiling minimum for the airport in feet or meters. This parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, enroute, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the CAPFDB for the Non-Precision Approach Alternate Ceiling Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Non-Precision Approach Alternate Visibility Minimum N4


Defines the visibility minimum for the airport in feet or meters. This parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, enroute, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the CAPFDB for the Non-Precision Approach Alternate Visibility Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.


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Table 7-4


Parameter

Application/Reason

Precision Approach

Defines the ceiling minimum for the airport in feet or meters.

Alternate Ceiling Minimum P3

When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Ceiling Minimum and the Precision Approach Alternate Visibility Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates.) By default, JetPlan first checks the CAPFDB for the Precision Approach Alternate Ceiling Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Precision Approach Alternate Visibility Minimum P4

Defines the visibility minimum for the airport in feet or meters. When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Visibility Minimum and the Precision Approach Alternate Ceiling Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates.) By default, JetPlan first checks the CAPFDB for the Precision Approach Alternate Visibility Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

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NOTE Even though each airport application (POD, POA, and ALT) is addressed separately, and as if unique, a record for a particular airport could address all three applications in the CAPFDB. In other words, you can create a record for a particular airport/AC fleet type that sets all of the parameters necessary to make the airport applicable in all situations of the automatic alternate selection process (as a POD, as a POA, and as a candidate alternate).

Customer Airport Database Along with numerous other parameters for other purposes, the Customer Airport Database (CAPDB) contains parameters that allow you to control the factors that determine the suitability of an airport in the Automatic Alternate selection process. Specifically, the CAPDB is where you define the weather minima and operating hours criteria for individual airports. For more information about all of the available parameter settings, see Chapter 29, “Customer Airport Database.” Any airport to be considered as a possible alternate in the Automatic Alternate selection process must have a record in this database. The following table defines the parameters needed to support the Automatic Alternate application.

NOTE The CAPDB may be used for several applications, not the least of which is the Automatic Alternate selection process; and an airport record may include information that applies to the facility as a POD, a POA, or alternate. However, the information presented in the table below specifically applies to the Automatic Alternate selection process.

Table 7-5

CAPDB – Alternate Airport Application

Parameter

Application/Reason

Airport ID

(Required). The ICAO or IATA identifier of the airport being stored. This entry is the key that initiates the use of the CAPDB. Ex. KLAX


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Table 7-5 CAPDB – Alternate Airport Application (continued) Parameter

Application/Reason



Alternate Ceiling Minimum N3

Defines the ceiling minimum for the airport in feet or meters. This parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, enroute, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the CAPFDB for the Non-Precision Approach Alternate Ceiling Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Non-Precision Approach Alternate Visibility Minimum N4


Defines the visibility minimum for the airport in feet or meters. This parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, enroute, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the CAPFDB for the Non-Precision Approach Alternate Visibility Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

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Application/Reason

Precision Approach

Defines the ceiling minimum for the airport in feet or meters.

Alternate Ceiling Minimum P3

When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Ceiling Minimum and the Precision Approach Alternate Visibility Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates.) By default, JetPlan first checks the CAPFDB for the Precision Approach Alternate Ceiling Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Precision Approach Alternate Visibility Minimum P4

Defines the visibility minimum for the airport in feet or meters. When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Visibility Minimum and the Precision Approach Alternate Ceiling Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates.) By default, JetPlan first checks the CAPFDB for the Precision Approach Alternate Visibility Minimum value. If the value in the CAPFDB is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Opening Hour of Operation (O1)


(Optional). The O1 parameter allows you to define the hour at which the airport opens (for example, O1=0600). If no input is entered, 0000Z is assumed by default.

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Application/Reason

Closing Hour of Operation (C1)

(Optional). The C1 parameter allows you to define the hour at which the airport closes (for example, C1=1800). If no input is entered, 2400Z is assumed by default.

Days of Week Open (W1)

(Optional). The W1 parameter allows you to define the days of the week the airport operates using the hours defined by the O1 and C1 parameters (for example, W1=23456). The default setting is 1234567, or all seven days. NOTE Monday is considered the start of the operational week. Hence, 1=M, 2=T, 3=W, etc.

UTC/Local Flag (T1)

(Optional). This parameter allows you to designate the airport’s hours of operation as coordinated universal time (UTC) or local time. The default setting is UTC.

Other Parameters (O2..O4, C2..C4, W2..W4, T2..T4)

(Optional). These parameters allow you to define the airport’s hours/days of operation if multiple settings are necessary. For example, an airport may have different operating hours on different days, or may have midday closings.

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C HAPTER 8

Estimated Time of Departure Commands

Estimated Time of Departure Commands ETD Command Line

ETD Command Line The ETD command line is used for entering a flight’s Estimated Time of Departure (ETD), which is a mandatory input. The ETD input affects the performance calculation immensely. The ETD input directly correlates to the forecast wind and temperature data that is applied in the computation of the flight plan. For this reason, a large portion of this chapter is devoted to the various weather databases that provide online winds to JetPlan. In addition to ETD, the ETD command line supports the input of these options: Required Arrival Time option (RAT)

You can set a time for arriving at a specific point in the flight (enroute fix or POA) and JetPlan adjusts the ETD to meet the required arrival time. JetPlan uses your specified cruise mode. In this case, the cruise mode input is a more or less fixed airspeed, forcing the change in the ETD.

Required Arrival Time Cost Index option (RATCI)

Using a cost index value as your cruise mode input, you can set a time for arriving at a specific point in the flight (enroute fix or POA) without affecting the defined ETD. In this case, the cruise speed varies (increases or decreases) to meet the required arrival time while the ETD remains fixed.

Orbit (ORB)

You can orbit (hold at) a selected enroute point at a specified altitude for a specific amount of time.

NOTE The RATCI and RAT options are mutually exclusive features. They may not be used together in the same flight plan. The ORB option, however, may be used in conjunction with the RAT option, if needed.

The following sections describe all of the ETD command line options in detail.


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Estimated Time of Departure Commands The Standard ETD Input

The Standard ETD Input An ETD input is a four digit, UTC value. Example: ETD 2230

The following considerations apply to the standard ETD input: • 23 hours and 59 minutes from the current time is as far into the future that a flight plan can be computed. For example, if the current time is 1000 UTC, the latest the ETD input is 0959 for the next day. • The ETD determines the forecast data (enroute winds and temperatures) on which the flight plan is calculated. • If the flight plan passes into a new forecast period (the length of the flight exceeds the time range of the forecast data used to start the computation), the remainder of the flight plan is computed using data from the next forecast period. NOTE JetPlan has the capability to accept an estimated date of departure (EDD). However, by default, this feature is not active. Example:

08 ETD 1700/EDD,19APR07 Using EDD does not automatically activate the forecast data feature when the flight plan is computed. Contact your account manager if your operations require the input of EDD.

NOTE Some front-end flight planning applications, such as JetPlanner, allow you to enter a Scheduled Date of Departure (SDD) in your flight plan request. The SDD is not factored into flight plan calculations. It is informational only and is output on supporting flight plans.

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Estimated Time of Departure Commands Understanding the Wind and Temperature Database

Understanding the Wind and Temperature Database The ETD input correlates to the forecast wind and temperature data that is applied in the computation of the flight plan. The following sections describe the forecast weather data used in flight plan calculations.

“PROGS” Time Output on Flight Plans Every flight plan computed on the JetPlan system includes the valid time of the weather forecast data used in the calculation of that flight plan. Forecast data refers to the wind and temperature aloft information stored in and accessed from a special database. The valid time is a day/time stamp typically displayed on the second line of the header information in the flight plan output. It is always identified by the label “PROGS. The PROGS day/time stamp indicates the collection date and time of the forecast data. For example, the day/time stamp, 2212ADF, indicates that the weather data was collected on the 22nd day of the month and is the 1200Z update of the ADF file. Database updates are expressed in Zulu [UTC] time. The Aviation Digital Format (ADF) database updates twice in a 24-hour period: at 0000Z and 1200Z The high-resolution National Weather Service (NWS) and United Kingdom Meteorological Office (UKMO) forecast weather databases update four times in a 24 hour period: at 0000Z, 0600Z, 1200Z, and 1800Z. The PROGS day/time stamp defines the relative recentness of the forecast information used in the flight plan calculation.

Online Winds – Sources and Formats Forecast weather data is collected, compiled, and sent from a major meteorologic gathering agency to Jeppesen four to seven hours after the noted collection time. Jeppesen validates the integrity of the data transmission and updates JetPlan generally within one hour of receiving the information. Each update creates a new weather database file that is valid for the period extending until the next update. The information within an update spans approximately 30 hours of flight planning capability, depending on which database you use. This means that you can plan flights that extend 30 hours into the future on any of the forecasted databases.


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JetPlan has two sources for recently gathered forecast wind and temperature aloft data: the UKMO (also known as the UK Met Office Weather Service) in England and the NWS in the U.S. From these two sources Jeppesen provides three different forecast models for the application of weather to the flight plan computation: ADF, NWS, and UK. Typically, the ADF weather model is the default format. However, you may select any one of these three as your default format by requesting the setting of one in your ID/Attribute File. The default format may be overridden on any individual flight plan by entering the option that selects another weather database on the Options command line.

NOTE For information on changing your default forecast weather model, contact your Jeppesen account manager.

ADF Format (Default) The ADF database file is the default forecast weather model if no other choice is made on the Options command line and if no other format is set as the default in your ID/Attribute File. The ADF file is usually updated twice a day (0000Z and 1200Z) and is generally composed of reformatted NWS GRIB (gridded binary) data, although it may also be taken from UKMO GRIB data if necessary. In either case, the data originates from a high-resolution forecast weather file and is converted to this older, lower resolution format to create a separate file. Information in the ADF file is compiled into a grid with points every 2.5 degrees of latitude and longitude between 20N to 70N and between 20S to 70S. Between 20N and 20S, and on the extreme poles, the grid points are placed every 5 degrees of latitude and longitude. Information about wind direction, wind velocity, and temperature for a given set of mandatory altitudes is collected for each grid point. ADF provides faster processing times than either of the other two formats, though the difference is minimal. The data within the ADF file extends approximately 30 hours into the future. Any plan that goes beyond that window receives data that is reexamined and applied from earlier in the update. While this ensures the completion of the flight plan (no error is promulgated due to a lack of data), it does affect the quality of the information within it. Whether it is the default format or user-defined at the time of plan creation, “ADF” generally appears after the day/time stamp on the flight plan output (for example, 0500ADF). To select the ADF format, enter WXADF on the Options command line anywhere after the FP command. Example: FP,WXADF

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NWS Format The NWS GRIB format provides a high-resolution database file. It uses advanced numerical models for wind and temperature aloft forecasting. The data for this format is compiled into a grid with points every 1.25 degrees of latitude and longitude (more than doubling the lateral amount of data available compared to ADF). In addition to the greater number of lateral grid points, NWS GRIB collects extra intermediate readings in the vertical direction too. This provides more precise information about the wind direction, velocity, and temperature at a given altitude, especially compared to the standard atmosphere levels of data collected for ADF. The NWS format is updated four times a day (0000Z, 0600Z, 1200Z, and 1800Z) and provides a weather window that extends approximately 48 hours into the future (preferable for long flights being planned a day in advance). Whether it is the default format or user-defined at the time of plan creation, the letters “NWS” generally appears after the day/time stamp on the flight plan output (for example, 1018NWS). To select this format, enter WXNWS on the Options command line anywhere after the FP command. Example: FP,WXNWS

UKMO Format The UKMO GRIB format is a high-resolution model that is similar in data compilation to that of the NWS format. Like the NWS format, it is updated four times a day (0000Z, 0600Z, 1200Z, and 1800Z). However, this file only provides a 30-hour weather window. Whether it is the default format or user-defined, the letters “UK” generally appear after the day/time stamp on the flight plan output (for example, 0500UK). To select this format, enter WXUK on the Options command line anywhere after the FP command. Example: FP,WXUK

Rapid Update Cycle (RUC) Format The Rapid Update Cycle (RUC) is a numerical forecast model offering high-frequency updates (every hour) of weather information. This weather data is valid for approximately 12 hours.


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Whether it is the default format or user-defined, the code “R4S” generally appears after the day/time stamp on the flight plan output (for example, 1918R4S). R4S indicates the RUC 40km model, Short form (19 mb levels instead of 25 mb levels). To select this format, enter WXRUC on the Options command line anywhere after the FP command. Example: FP,WXRUC NOTE The weather database labels, ADF, NWS, UK, and R4S may or may not appear in the header section of your flight plan, depending on your output format design.

UK MET Office Historical Winds The UK Met Office Historical Winds Database is a weather model that provides historically likely wind and temperature aloft figures for any given month of the year. The historical winds are a statistical average from the period 1960–1980 whereby each grid point uses the average wind direction and wind speed from each day in the month to come up with a monthly average grid point value at each standard altitude for that month. This database is a helpful “What if?” option for planning possible flights in the future. To select this database, enter WHXX, where “XX” is a number value for the desired month of the year (01–12), on the Options command line anywhere after the FP command. For example, to specify UK Met Office historical data for the month of December, enter: Example: FP,WH12

JetPlan displays the three-letter abbreviation for the selected month in the header of the flight plan output, right after PROGS (see output sample below). PLAN 7027 EGKK TO LIRF MD11 LRC/F IFR NONSTOP COMPUTED 1659Z FOR ETD 0000Z PROGS DEC

08/17/06 LBS

*** JEPPESEN HISTORICAL AVERAGE WINDS HAVE BEEN USED. ***

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Reliability Equivalent Winds “Reliability Equivalent Winds” refers to a JetPlan method whereby you specify a confidence level in the data from a historical weather database. This is another analysis tool, like the UK Met Office Historical Winds Database. However, with this database you have the ability to estimate the likeliness of the information gathered for a particular month. For example, if August winds are historically light for a given region, but this year you expect stronger than usual winds, you can increase expected wind speed by expressing a lower confidence in its accuracy. By providing a reliability factor, in percentage terms, you can gather information about the aircraft’s performance and economy through various scenarios.

National Center for Atmospheric Research (NCAR) Database The weather database used with the Reliability Equivalent Winds option is a 41 year (1958– 1999) upper level wind/temperature compilation. The information was gathered and maintained by the NCAR. It is based on the daily computerized analyses provided by the U.S. National Meteorological Center. With this option, you are able to focus in on an individual month, a season, or an annual time frame for your flight planning research data.

Confidence Level The confidence level value is a percentage number that represents the reliability of the occurrence of the gathered historical wind speeds. For example, looking at a specific month like November, we know the database contains 40 monthly average readings for this month (1958–1997). If express an 80% confidence level in the data, we are saying that our flight plan headwind component values will not exceed those values gathered in 32 out of 40 Novembers.

Reliability Equivalent Wind Features The features of this function include: • The ability to enter any confidence level value between 50% and 98% NOTE JetPlan accesses historic mean values when the confidence level is 50%. A reliability wind of 98% indicates the likelihood of occurrence of an equivalent wind smaller than the historic mean plus two times standard deviation. Thus, for a specific month like April, 98% reliability equivalent wind indicates an equivalent headwind component value that will not be exceeded in 39 Aprils for the historical time frame of 40 years.


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• The ability to enter any time period input from one month to a year (12 months) • Availability for any airport or lat/long around the world • Higher resolution historical wind and temperature data than current UK Met Office Historical Winds

Application The Reliability Equivalent Winds option is entered on the Options command line (anywhere after the FP command) using the following format: Example: FP,WS##(##),R##

Specify a time frame after the letters, WS, by entering a two-digit month value (for example, 11 = November), or a four-digit range of months value (for example, 0103 = January through March). The numbers 01–12 correspond to January through December. Specify a confidence level value using a percentage number after the letter R. This input must not be less than 50% and not more than 98%. The following examples illustrate different time period and confidence level inputs: • For November with 70% confidence: WS11,R70 • For Summer (June to August) with 80% confidence: WS0608,R80 • For Winter (January to March) with 50% confidence: WS0103,R50 • For annual data with a 90% confidence: FP,WS0112,R90

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Estimated Time of Departure Commands Required Arrival Time

Required Arrival Time NOTE The Required Arrival Time (RAT) option and the Required Arrival Time – Cost Index (RATCI) option are mutually exclusive.

The ETD command line may be used to specify a RAT or a RATCI input. This allows you to define a fixed arrival time at just about any point enroute or at the destination. The two options cannot be used together because of the opposite effect each option has on the ETD. The main determination of which option to use depends on whether or not the ETD can be changed. The two methods are: Fixed ETD (RATCI option)

JetPlan varies the airspeed by adjusting a cost index (CI) cruise mode until the required arrival time input is met, while maintaining the original ETD. In most cases, the ability to specify a cost index value as your cruise mode input is mandatory.

Variable ETD (RAT option)

JetPlan adjusts the ETD to make the required arrival time while applying a cruise mode that is relatively constant. In this case, a cost index cruise mode cannot be used. However, cruise modes such as ECO, CMC, and LRC are acceptable.

(For more information on cruise modes, see Chapter 11, “Cruise Mode Commands.”)

Required Arrival Time – Cost Index (Fixed ETD) The Required Arrival Time – Cost Index (RATCI) feature generates a flight plan based on a set arrival time at either the POA or an enroute fix. JetPlan varies the aircraft speed to make the required arrival time while maintaining the original ETD.

NOTE You must include a cost index cruise mode input on the Cruise Mode command line or set certain parameters in the Customer Aircraft Database for this option to work (see below).

To invoke the RATCI option, enter your estimated time of departure value on the ETD command line. Follow that with a slash (/), the option (RATCI), an enroute fix or the POA, and finally a required arrival time.


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Example: 08 ETD deptime/option,ckpt,arrtime

RATCI Considerations The following considerations apply to the RATCI option: • The time constraint input must be achievable, considering the aircraft’s minimum and maximum speeds. • If a waypoint is designated as the required arrival time point, it must be located after Top of Climb (TOC) and before Top of Descent (TOD). • The required arrival time point (POA or enroute waypoint) must be entered in ICAO format only. • This option may be used with JetPlan’s Reclear feature, but only for an enroute waypoint that is located at or before the reclear fix. The Reclear POA cannot be specified as the RATCI point. • The display of the cost index value used in a flight plan can usually be found on the top line of the flight plan output (the header section), before the forward slash that separates the cruise mode stamp from the performance index stamp. The required arrival time is displayed under the ARRIVE column of the flight plan output. However, the display of this information may depend on your output format design. Example: Explanation: The estimated time of departure is 0100Z, the required arrival time point is RKSI, and the required arrival time is 1207Z. 08 ETD 0100/RATCI,RKSI,1207 NOTE line.

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You also must enter a cost index cruise mode on the Cruise Mode command



RATCI and the Customer Aircraft Database The Customer Aircraft Database contains five parameters that may be used to control the RATCI process. They are: Min RAT Cost Index (CI1)

Minimum RATCI value

Max RAT Cost Index (CI2)

Maximum RATCI value

Default Cost Index (CI3)

First CI value tried in the RATCI process

Lowest Cost Index Mach (LM)

Lowest Mach number to use in cost index (not just RATCI) flight plans

Highest Cost Index Mach (HM)

Highest Mach number to use in cost index (not just RATCI) flight plans

If these parameters are set, and the RATCI option is invoked, JetPlan performs an iterative process that determines the CI cruise mode necessary to attain the required arrival time. The iterative process is as follows: • JetPlan first computes the flight plan using the cruise mode specified in the flight plan request on the Cruise Mode command line. If this calculation satisfies the requested arrival time (the RAT point is reached on time), the iterative process is stopped, and the plan is output. • If the cruise mode from the flight plan produces a flight that arrives at the RAT point early, JetPlan reviews the cruise mode input to determine if it is a constant mach value. – If it is a constant mach value, JetPlan reviews the LM parameter setting in the aircraft database. If the input value and the LM parameter setting are equal, JetPlan uses this value, stops the iterative process and produces the plan output. In this case, JetPlan can do no more because the LM setting prevents any attempt at a slower airspeed. – If it is not a constant mach value, JetPlan determines a cost index value.


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• If the cruise mode from the flight plan is not a cost index value and not a constant mach value, JetPlan determines the cost index by starting with the default value in the CADB (CI3). In this case, test CI values are tried until one works and a plan is produced or until one of the CI limits (CI1 or CI2) is reached and the time is determined to be unattainable. • Otherwise, the cruise mode from the flight plan is a cost index value, in which case, JetPlan starts searching for the right cost index value by applying one of the four methods listed below: – If the user-specified cost index value is higher than the default value in the CADB (CI3) and the plan is early, JetPlan starts the search by applying CI3. – If the user-specified cost index value is higher than the default value in the CADB (CI3) and the plan is late, JetPlan starts the search by applying the maximum CI value from the CADB (CI2). – If the user-specified cost index value is lower than the default value in the CADB (CI3) and the plan is early, JetPlan starts the search by applying the minimum CI value from the CADB (CI1). – If the user-specified cost index value is lower than the default value in the CADB (CI3) and the plan is late, JetPlan starts the search by applying CI3. • Continue search until the iterations converge (when the arrival time is within three minutes from the RAT—early or late). Since these iterations may be time consuming, there are many checks to stop them early. For example, if the maximum allowable CI is used, and the arrival time is still late, then the search is terminated because there is no speed greater, based on your own CADB inputs.

Required Arrival Time (Variable ETD) The Required Arrival Time (RAT) option allows you to generate a flight plan based on a set arrival time at either the POA or an enroute fix. JetPlan determines the departure time based on the fixed airspeed.

NOTE You must enter an estimated time of departure value on the ETD command line. This value needs to be a reasonable estimate of the departure time so that JetPlan can access the correct blocks of forecast data (winds and temperatures) for the flight computation.

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To invoke the Required Arrival Time option, enter your estimated time of departure value on the ETD command line. Follow that with a slash (/), the option (RAT), an enroute fix or the POA, and finally a required arrival time. Example: 08 ETD departure time/RAT,checkpoint,arrival time

RAT Considerations The following considerations apply to the RAT option: • If the required arrival time input results in a departure time that is past the day’s current time, a processing error result. • If a waypoint is designated as the required arrival time point, it must be located after TOC and before TOD. • The required arrival time point (POA or enroute waypoint) must be entered in ICAO format only. • This option may be used with JetPlan’s Reclear feature, but only for an enroute waypoint that is located at or before the reclear fix. The Reclear POA cannot be specified as the RAT point. • The RAT option and the Orbit (ORB) option may be used together. • JetPlan displays the following statement on the third line of the flight plan: REQUIRED ARRIVAL TIME AT XXXX HHMM. The “XXXX” is the RAT point identifier, and “HHMM” is the coordinated universal time of the arrival. Example: Explanation: The estimated time of departure is 1200Z (this estimate is for accessing the correct forecast weather data). The required arrival time point is RKSI, and the required arrival time is 1825Z. 08 ETD 1200/RAT,RKSI,1825

The following examples further demonstrate the RAT option. Sample flight plan outputs show what to expect based on the example input.


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Example: Explanation: The estimated time of departure is 1900Z (to access forecast weather data). The RAT point is the POA, LIRF, and the arrival time is set to 2130Z. The sample output reveals the results of this input. 02 POD EGKK 03 POA LIRF 08 ETD 1900/RAT,LIRF,2130

Sample output: PLAN 7061 EGKK TO LIRF MD11 M85/F IFR NONSTOP COMPUTED 1740Z FOR ETD 1953Z PROGS 1700ADF REQUIRED ARRIVAL TIME AT LIRF 2130Z

08/17/06 LBS

Example: Explanation: The estimated time of departure is 1900Z (to access forecast weather data). The RAT point is the enroute waypoint, LASBA, and the arrival time is set to 2030Z. Sample output reveals the results of this input. 02 POD EGKK 03 POA LIRF 08 ETD 1900/RAT,LASBA,2030

Sample output: PLAN 7099 EGKK TO LIRF MD11 M85/F IFR NONSTOP COMPUTED 1709Z FOR ETD 1935Z PROGS 1700ADF REQUIRED ARRIVAL TIME AT LASBA 2030Z

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08/17/06 LBS


Estimated Time of Departure Commands ORBIT

ORBIT The Orbit (ORB) option allows you hold at a waypoint for a specific length of time, airspeed, and flight level. This may be used to burn excess fuel (or time), to rendezvous with another aircraft, or to meet any requirement you deem necessary. To invoke the ORB option, enter your estimated time of departure value on the ETD command line. Follow that with a slash (/), the orbit option (ORB), the orbit point, the hold time, the orbit airspeed (cruise mode), and the orbit altitude. Example: 08 ETD departure time/ORB,checkpoint,time,speed,flight level

ORB Considerations The following considerations apply to the ORB option: • JetPlan does not make climb/descent performance calculations between the enroute cruise altitude and the orbit altitude. • This option may be used with JetPlan’s Reclear feature, but only for an enroute waypoint that is located at or before the reclear fix. • This option may be used with the RAT option (but not RATCI). • JetPlan inserts the checkpoint, ORB01, (and the associated performance data) in the flight plan body prior to the user-defined orbit fix. ORB01 is deemed “collocated” with the orbit fix. • JetPlan displays the performance data (distance, time, and burn) from the immediately previous enroute waypoint to the orbit fix on the ORB01 line. Since ORB01 and the orbit fix are collocated, JetPlan generates zero distance from ORB01 to the orbit fix. JetPlan displays the orbit time and fuel burn on the same line as the orbit fix. Example: Explanation: Depart at 1900Z. Orbit the enroute waypoint, LASBA, for 45 minutes at long range cruise, at an altitude of 37,000 feet. 02 POD EGKK 03 POA LIRF 08 ETD 1900/ORB,LASBA,45,LRC,370


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Example: Explanation: Multiple orbit points may be entered as shown. Depart at 1900Z. Orbit SFO for 20 minutes at long range cruise, at an altitude of 25,000 feet. Orbit XIDIL for 20 minutes at long range cruise, at an altitude of 21,000 feet. Orbit TOP for 10 minutes at long range cruise, at an altitude of 23,000 feet. 08 ETD 1900/ORB,SFO,20,LRC,250,XIDIL,20,LRC,210,TOP,10,LRC,230

The following sample flight plan output illustrates the expected results when the ORB option is invoked. Three points are shown for clarification: 1) the fix prior to ORB01; 2) the ORB01 point; and 3) the orbit fix. Column headers are included at the top of the sample for ease of interpretation. CPT

COORDINATES / FIR F/L TMP WIND T/C T/H FIR N46084 E006024 / LFFF 370 M03 31053 133 133 ORB01 N45447 E006387 370 M03 31053 133 133 LASBA N45447 E006387 370 M03 31056 133 133

TRP AW/MH TAS FIR 42 UG32 457 42 UG32 457 42 UG32 484

SR G/S 2 510 2 510 2 540

DIST ZD CD

TIME ZT CT

FUEL ZF CF

002 0411 0/00 0/45 000 0121 035 0446 0/04 0/49 007 0128 000 0446 0/45 1/34 078 0206

ORB and RAT Options The ORB and RAT options may both be entered on the ETD command line if needed. The use of both does not necessarily tie the two together in a joint purpose, but the two can be applied to coordinate a specific mission. For example, the RAT option could be applied to one enroute point as a rendezvous, where timing is critical, while the ORB option could be applied to the next enroute point for the purpose of completing some requirement. The order in which these options are added to the ETD command line is irrelevant. The following examples illustrate this point. Example: Explanation: Estimated time of departure is 1900Z. The required arrival point is the POA station, LIRF, and the arrival time is set for 2230Z. An orbit is set for the enroute point, LASBA, for 45 minutes using long range cruise at an altitude of 33,000 feet. 02 POD EGKK 03 POA LIRF 08 ETD 1900/RAT,LIRF,2230/ORB,LASBA,45,LRC,330

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Example: Explanation: Same as above. 02 POD EGKK 03 POA LIRF 08 ETD 1900/ORB,LASBA,45,LRC,330/RAT,LIRF,2230


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C HAPTER 9

Profile Commands

Profile Commands Overview

Overview JetPlan is designed to automatically attain the best flight profile for a given aircraft within a given airspace for any situation. The Profile command line provides user control over this designed optimization. With it, you can manage the: • Altitude Flight Rule Selection • Altitude Control Options You must enter at least one Flight Rule option on the Profile command line to complete a flight plan request. Altitude Control options are optional; they may be included with your flight rule input if necessary.


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Profile Commands Altitude Flight Rule Selection

Altitude Flight Rule Selection An altitude flight rule is applied using the following Profile command line options. Table 9-1

Flight Rules Options

Option

Explanation

I

Selects the optimal IFR altitudes based on your performance index setting. NOTE The performance index setting is entered in the flight plan request on the Performance Index command line (line 12) or stored as the default setting in your Aircraft Database file (see the “Performance Index (Fuel, Time, and Cost) Optimization” on page 318 for more information).

If the flight plan request includes routing via one of the organized track structures, the I option allows step climbs/descents between designated track altitudes, provided the aircraft weight and ambient temperature are conducive to such a maneuver. The I option considers all MEA airway restrictions. For information on organized tracks, see Chapter 6, “Route Commands.” I, M

Selects the optimal IFR altitudes (as explained above) and also considers MAA airway restrictions. This option prompts a check of the altitude profile against MEAs and constrains the profile to MAAs. If JetPlan cannot find a valid altitude, or if you specify an altitude below the MEA or above the MAA, an MEAMAA01 error is generated.

I, T

Selects the optimal IFR altitudes (as explained above) and uses GRID MORA data to ensure that flight levels clear all obstacles along a given route area (grid region). If a selected flight level is below the recommended clearance level, JetPlan generates a MORALT01 error. Output formats designed for this information prints the GRID MORA data in the flight plan body. NOTE GRID MORA is the Minimum Off Route Altitude within a section–outlined by the latitude and longitude lines (the grid)–that clears the tallest obstacle within that section. Jeppesen values clear all terrain and man-made structures by 1,000’ in areas where the highest elevations are 5,000’ MSL or lower, and by 2,000’ in areas where the highest elevations are 5,001’ MSL or higher.

I, M, T

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Selects the optimal IFR altitude (as explained above) and considers MEAs, MAAs, and GRID MORA data. If a route segment is on an airway, JetPlan checks for stored MEA/MAA information first. If no MEA or MAA value is found, then a check is done against the GRID MORA data. If a route segment is not on an airway (an optimized direct segment), the only check is against the GRID MORA data.



Table 9-1 Flight Rules Options (continued) Option

Explanation

C

Same as the I option except that it restricts step climbs/descents while on the following organized track structures: North Atlantic and PACOTS. If the PACOTS include one or more segments on the NOPAC, this does not apply.

V

Selects the optimal VFR altitudes. NOTE Must be used in conjunction with the low or mid altitude databases to be applicable.

I,xxxxx/V

This is used for flight plans that begin as IFR and transition to VFR (described as “Y” type flight plans in ICAO 4444 Air Traffic Management, 14th Ed. 2001). The transition fix is entered followed by /V to indicate a transition to VFR altitudes. EXAMPLE: Explanation: IFR to VFR transition at MALOT. 09 PROFILE I,MALOT/V NOTE This functionality is not applicable in the United States with FAA flight plans. It is applicable only to ICAO flight plans.

V,xxxxx/I

This is used for flight plans that begin as VFR and transition to IFR (described as “Z” type flight plans in ICAO 4444 Air Traffic Management, 14th Ed. 2001). The transition fix is entered followed by /I to indicate a transition to IFR altitudes. EXAMPLE: Explanation: VFR to IFR transition at MALOT. 09 PROFILE V,MALOT/I NOTE This functionality is not applicable in the United States with FAA flight plans. It is applicable only to ICAO flight plans.

Other Considerations The following considerations apply to the selection of optimal altitudes: • Up to twenty-nine different altitudes may be output on each flight plan. The altitude changes may occur to minimize fuel, time, or cost, and to conform to the appropriate cruising altitude for the direction of flight. • All non-hemispherical altitudes are loaded in the airway information of the navigation database. Flight plans step climb/descend between hemispherical and non-hemispherical altitudes provided there is at least a 60 nm segment distance for which the new altitude is effective. • The appropriate metric equivalent flight level(s) are output in the FIR/UIR boundaries where applicable.


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• If a flight plan cruise altitude is above the highest altitude of an organized track structure prior to the transition onto the track structure, the profile does not descend to a designated track altitude when the flight rule option “C” is entered on the Profile command line. • Hawaiian Tracks R-463, R-465, and R-577 have a non-published “track” altitude of FL420 loaded into the route database, which is 2,000' above the highest published track altitude for these tracks. Additionally, R-465 and R577 have FL440 loaded in the database. Within the constraints of aircraft performance, this allows the system to consider additional altitude(s) which may be assigned by ATC.

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Profile Commands Altitude Control

Altitude Control Altitude control refers to the flight planner's option to constrain the profile one or more times, or to invoke 2,000' step climbs while enroute. You may change the flight’s profile using up to ten sets of altitude restrictions. A restriction may be entered as either a single altitude value or a range of altitudes. Where the restriction takes effect in the flight depends on the constraint points (waypoints) specified by the planner. Restrictions can be specified to occur after the crossing of an enroute waypoint or by the time the waypoint is reached.

Auto Step Climb The unique command to invoke 2,000' step climbs is the input, 920. This option may be applied to the entire flight or to a specific route segment.

NOTE For those organized track structures (OTS) that allow it (the North Atlantic tracks), JetPlan automatically applies 2,000' step climbs, if applicable.

To invoke 2000’ step climbs, enter “920” on the Profile command line. Example: Explanation: Apply IFR rules and 2,000’ step climbs for the entire flight. 09 PROFILE I,920

Example: Explanation: Apply IFR rules to the flight. Step climb, in 2,000’ increments, between BAE and ENM. 09 PROFILE I,BAE,920,ENM

Changing Flight Levels Up to ten sets of flight level restrictions and associated altitude constraint points may be specified on a Profile command line.


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To enter flight level changes, you must specify waypoints from the route of flight as constraint points for each change event. The examples below illustrate the correct way to enter profile changes, including the constraint points. Example: Explanation: Apply IFR rules. Fly at flight level 260 to DBQ, 280 to ONL, 310 to CYS, and 350 the rest of the way (until Top of Descent). 09 PROFILE I,260,DBQ,280,ONL,310,CYS,350

Example: Explanation: Apply IFR rules. Fly at flight level 260 to DBQ, 280 to ONL, 310 to CYS, 350 to OAL, and optimize the flight level the rest of the way (no input after OAL). 09 PROFILE I,260,DBQ,280,ONL,310,CYS,350,OAL

Unlike the examples above, it is a good practice to provide a flight level range as your restriction rather than a single “hard” altitude. This allows JetPlan to consider climbs/descents when non-hemispherical airways are encountered. It also generally provides better optimization and avoids “2 Heavy” errors which increase in likeliness when a single flight level is specified. Consider the following example. Example: Explanation: Apply IFR rules. Fly anywhere between the flight levels 290 and 350 (inclusive) until the waypoint, BAE. Select optimal altitudes the rest of the flight. 09 PROFILE I,290,350,BAE

Waypoints As Constraint Parameters As stated earlier, where the change in profile occurs can be controlled. A descent or climb can be specified to occur after crossing a waypoint or by the time the waypoint is reached.

Altitude Change After Waypoint When entering multiple profile changes, note that unless explicitly defined otherwise, changes in flight level occur after the specified constraint point is reached. This is illustrated in the following example.

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Example: 09 PROFILE I,M,260,DBQ,280,ONL,310,CYS,350,OAL

This input applies a change in flight level from 260 to 280 after reaching the waypoint DBQ. Likewise, each subsequent flight level change occurs after crossing the defined waypoint.

Altitude Change at Waypoint Altitudes that must be attained by a specific waypoint, rather than after crossing the waypoint, can be entered in two ways: • By entering a minus sign (-) in front of the flight level. In this case, the comma separation is retained (for example, AVE,-280). - or • By enter the waypoint and flight level as a single unit, separated by an “AT” symbol (@). In this case, the comma is omitted (for example, AVE@280). For example, assume a flight from TPA to LAX overflying the waypoint, IAH. In this hypothetical flight, the required profile is flight level 350. However, the aircraft must be at flight level 280 by IAH. This probably could be attained by specifying 280 and the waypoint that immediately precedes IAH. However, that waypoint is not presently known. Hence, an input that utilizes IAH as the constraint point is required. The two possible profile entries are: Example: 09 PROFILE I,350,IAH,-280

- or 09 PROFILE I,350,IAH@280

Had the standard input, (I,350,IAH,280), been entered, the flight level, 280, would have been attained, but only after crossing IAH (by the next waypoint).

Constraint Rules When specifying a waypoint as a constraint point, adhere to the following rules: • All waypoints referenced as constraint points must be on the route of flight. Therefore, it is good practice to include these waypoints in your route input.


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• Altitude controls work with all flight rule options. However, if the flight rule option, C (no step climb rule), is applied, constraints are only recognized when the route is not on an organized track structure (do not apply flight level changes to points on an organized track with this option). • Both the charted identifier and the internal identifier (in Areas 1 through 5 of the Route Optimizer navigation database) are acceptable inputs when specifying a waypoint as a constraint. • Both the charted identifier and the internal four-character identifier (in Area 0 of the Route Optimizer navigation database) are acceptable inputs when specifying a waypoint as a constraint. • For a latitude/longitude waypoint, the four-digit identifier for this point must be used. Typically, this identifier is the first two digits of the latitude and the second and third digits of the longitude. NOTE JetPlan internally generates four-digit identifiers to define lat/long waypoints. These identifiers can be found in the flight plan output (in the route summary line and the flight plan body).

• For a SRS waypoint, the charted (output) name must be used. • A fix/radial/distance (FRD) waypoint must be specified as it prints out on the route summary line.

Altitude Control Examples The examples below illustrate the various types of altitude control entries. POD, POA and Route command line inputs are included to provide better understanding. Example: Explanation: Apply IFR rules. Fly at flight level 290 up to and including the waypoint MAN. Fly optimal IFR flight levels after MAN. 02 03 06 09

POD EGLL POA OEJN ROUTE J,MAN PROFILE I,290,MAN

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Example: Explanation: Apply IFR rules. Fly at FL295 (metric equivalent) up to and including BH, then FL361 (metric equivalent) to LNO. Fly optimal IFR altitudes after LNO. 02 03 06 09

POD VHHH POA OMSJ ROUTE J PROFILE I,295,BH,361,LNO

Example: Explanation: Apply IFR rules. Select altitudes between FL290 and FL370. Retain initial track altitude for the entire track structure portion of the flight. 02 03 06 09

POD RJAA POA KSFO ROUTE J/OE/J PROFILE C,290,370

Example: Explanation: Apply IFR rules. While on track structure, retain initial track altitude until the last track fix. Fly optimal altitudes to BOI, optimize between FL290 and FL330 to SLC. After SLC, only fly FL330 to JNC, then optimize between FL370 and FL410 the rest of the way. 02 03 06 09

POD RJAA POA KDFW ROUTE J/OE/J PROFILE C,BOI,290,330,SLC,330,JNC,370,410

Example: Explanation: Apply IFR rules. Constrain the profile to any MAAs encountered in the route. 02 03 06 09

POD VHHH POA OMDB ROUTE J//J PROFILE I,M

Example: Explanation: Apply IFR rules. Check the profile against GRID MORA data. 02 POD KSFO


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03 POA KDEN 06 ROUTE D 09 PROFILE I,T

Example: Explanation: Apply IFR rules. Fly FL290 up to and including the waypoint 5050N (SRS syntax for the point identified on the Route command line), then fly FL330 the rest of the way. 02 03 06 09

POD CYQX POA EINN ROUTE D/5000,05000/D PROFILE I,290,5050N,330

Maximum Altitude Restrictions Using one or more of the following techniques restricts the maximum flight level applied to the flight plan profile: • Specify a flight level value or a minimum and maximum flight level range value on the Profile command line. The following example demonstrates the min/max range concept. Example: 09 PROFILE I,100,170

• Use the Customer Aircraft Database (CADB) file to set a maximum flight level (FL parameter) for all performance calculations. This is a permanent restriction applied to a single aircraft that is typically used to define a “never to exceed” flight level value. The following example demonstrates how to set FL390 as a “never to exceed” maximum altitude in the CADB. Example: 01 OPTIONS AC,CHG,12345,FL=390

• Set a maximum altitude value as a function of route distance in the Preferences database. NOTE The Preferences database is an extension of your ID/Attribute File. It allows you to specify certain preferred settings that are unique to your operational requirements. This includes flight level restriction factors, reserve fuel calculation factors, format preference factors, and other useful settings. Contact your Jeppesen account manager to discuss your options regarding the Preferences database.

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This is a method that is applicable to short flights, where optimal cruise altitudes may not be practical. The maximum altitude value you provide is used in the following formula: MAv x route distance = maximum flight level The maximum altitude value is a percentage figure that provides an altitude (in thousands of feet) when multiplied by the flight’s route distance. For example, if your maximum altitude value is set to 150 (150%) in the Preferences database, and the flight distance is 120 nm, then the maximum altitude for the flight is: 150 x 120nm = 18,000’ or FL180

NOTE This feature does not override the limits set for the aircraft, either in its generic data or in the CADB (Max Flight Level parameter).


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Profile Commands Performance Index (Fuel, Time, and Cost) Optimization

Performance Index (Fuel, Time, and Cost) Optimization In JetPlan, Performance Index (PI) refers to the type of optimization factor used to calculate an altitude profile. PI is a code that tells JetPlan how to compute the flight plan in order to meet the desired objective of increasing performance to reduce cost. In all performance index cases, JetPlan evaluates the profile within the context of the submitted primary cruise mode(s), and determines the most advantageous altitude profile, using the most favorable wind conditions given certain logical restrictions, such as distance and general direction. For flight plans that do not use the Cruise Mode Cost Index (CI) input, you can choose between three performance index parameters: fuel, time, or money (overall cost). In JetPlan, you enter the PI information on the Performance Index command line (Line 12). You can also store your preference for one of these parameters in the Customer Aircraft Database (CADB) so that it is applied automatically (see Chapter 26, “Customer Aircraft Database.”) However, the CADB PI setting can always be overridden by a value entered on the Performance Index command line.The display of the cost information on the flight plan output is formatdependent.

NOTE If the flight plan is run using a Cost Index cruise mode, including Require Arrival Time Cost Index (RATCI), the PI is automatically determined by JetPlan. In this case, any PI value in the CADB or input by the user on the Performance Index command line is ignored.

Fuel Optimization In the fuel optimization (or save fuel) scenario, JetPlan calculates performance to determine the most advantageous altitude profile for minimizing fuel consumption. In comparison with the other performance indices, fuel optimization produces a minimum fuel burn at the cost of a longer flight time. To select fuel optimization, enter the letter “F” on the Performance Index command line. Example: 12 PRFM INDEX F

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Time Optimization In the time optimization (or save time) scenario, JetPlan calculates performance to determine the most advantageous altitude profile for minimizing the enroute time. Some examples of time-based costs are: aircraft and engine lease rates, crew pay, and time-dependent maintenance costs. In comparison with the other performance indices, time optimization produces a minimum enroute time at the cost of a larger enroute fuel burn. To select time optimization, enter the letter T on the Performance Index command line. Example: 12 PRFM INDEX T

Cost Optimization In the cost optimization (or save money) scenario, JetPlan optimizes the flight plan profile to minimize the total cost of the flight. To determine the total cost, you must provide fuel and operating (time) cost values.

NOTE This feature produces a total cost figure in the flight plan output, even if you run the plan using a different cost index.

To select cost optimization, enter the letter “M” (for money), followed by a fuel cost value and an operating cost value, on the Performance Index command line. Separate each item with a comma. Example: 12 PRFM INDEX M,$$$,$$$$

The fuel cost input is the price per U.S. gallon of fuel. It is a three or four-digit input without any decimal points (for example, 110 = $1.10/USG). The operating cost figure is a four or five-digit input (no decimal point), representing the total price per hour of variable factors such as the cost of operating the aircraft, the crew salaries, and maintenance fees (for example, 1250 = $1,250/hr).


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Example: Explanation: Fuel cost is $1.10/USG, and operating cost is $1,250/hr. 12 PRFM INDEX M,110,1250

If you want to omit the operating cost figures to determine fuel costs only, include a minimum operating cost of one dollar per hour as part of the input. Example: Fuel cost is $1.10/USG, and operating cost is $1.00/hr. 12 PRFM INDEX M,110,0001

Order of Precedence It is important to understand the order of precedence JetPlan applies to fuel prices and Performance Index values. A fuel price entered on the Performance Index command line and the value of the PI parameter in the CADB can each be overridden by other values. The order of precedence for fuel price is: • JetPlan first uses any fuel price entered on line 2 POD. • If no fuel price is entered on line 2 POD, JetPlan uses the fuel price entered with the parameter “M” on line 12 PRFM INDEX. • If no fuel price is entered on line 12 PRFM INDEX, JetPlan uses the value of the Fuel Price (FP) or Bonded Fuel price (BP) parameter in the Customer Airport database (CAPD). (Which price is used is determined by the setting of the Bonded Fuel indicator parameter in the City Pair database.) • If the FP (or BP) parameter in the CAPD is not set, JetPlan uses the fuel price associated with the parameter “M” and stored for the PI parameter in the CADB.

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C HAPTER 10

Aircraft Type Commands

Aircraft Type Commands Overview

Overview JetPlan requires the input of an aircraft before any flight plan can be computed. To do this, you must enter the ID of a generic aircraft from the JetPlan Aircraft Library or the record name of an aircraft stored in your Customer Aircraft Database (CADB) on the Aircraft Type command line. Example: 10 A/C TYPE/REGN

JetPlan applies the information from these input sources to calculate performance data in the flight plan computation.


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Aircraft Type Commands Using the JetPlan Aircraft Library (Generic Aircraft)

Using the JetPlan Aircraft Library (Generic Aircraft) The JetPlan Aircraft Library is the source of all Aircraft Type command line inputs, including CADB files. This library is developed, built, and maintained by Jeppesen. It contains weight and performance data for hundreds of aircraft from many different manufacturers. Each aircraft in the library is referred to as a “generic aircraft” load because the information stored is enough to meet basic flight plan requirements. Enough basic weight and performance data are contained within each generic aircraft record to provide JetPlan with the climb, cruise, descent, hold, and weight information needed for flight plan computations. In some cases, there are multiple versions of the same generic aircraft in the library. The addition of these extra models to the library depends on factors such as certain manufacturer redesigns or reconfigurations (for example, an engine upgrade) and customer requirements. A generic aircraft load incorporates the following forms of data: Weight Figures

Data includes various weight settings, such as maximum takeoff, maximum landing, maximum zero fuel, maximum payload weight, and weight range limits for customer adjustments.

Cruise Data

Cruise data consists of aircraft performance data on airspeeds and fuel flows as a function of temperature, altitude, and weight and up to five cruise modes for each generic aircraft identifier.

Climb Data

Climb data consists of aircraft performance data on climb fuel, time, and distance as a function of temperature, altitude, and weight.

Descent Data

Descent data consists of an adjustable profile to simulate your descent schedule

Hold Data

Hold information is characteristic of the aircraft type and may be modified to your requirements.

Alternate Data

Alternate information is characteristic of the aircraft type and may be modified to your requirements

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Retrieving Library Information You can retrieve library information from JetPlan to determine the availability of an aircraft model (airframe/power plant combination). The type of information available includes lists of the following: • Manufacturers • Aircraft from particular manufacturers • All aircraft loads for particular ICAO identifiers • All aircraft by their Jeppesen identifiers You can view these lists by using the INFO command on the Options command line. To view a list of manufacturers in the library To view a list of manufacturers with aircraft loaded in the JetPlan Aircraft Library, enter INFO,ACQREF on the Options command line. Example: 01 OPTIONS INFO,ACQREF

The information displayed includes the manufacturer code and the ICAO code for each aircraft.

NOTE The following example is intended as an illustration only and is not necessarily complete or current. In addition, certain proprietary information may be represented by placeholder text .


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NAME -----AERITALIA: AEROSPATIALE: AIRBUS INDUSTRIES: BRITISH AEROSPACE:

CODE -----AERITALI AEROSPAT AIRBUS BAC

BEECH:

BEECH

BOEING:

BOEING

CANADAIR: CASA: CESSNA:

CANADAIR CASA CESSNA

CONVAIR: DASSAULT: DEHAVILLAND: DORNIER: MCDONNELL DOUGLAS:

CONVAIR DASSAULT DEHVLAND DORNIER DOUGLAS

EMBRAER: FAIRCHILD: FOKKER:

EMBRAER FARCHLD FOKKER

GATES LEARJET:

LEARJET

GULFSTREAM: ILYUSHIN: ISRAEL: LOCKHEED:

GLFSTRM ILYUSHIN ISRAEL LOCKHEED

MITSUBISHI: MOONEY: PIPER: ROCKWELL: SAAB/SCANIA: TUPOLEV: MISCELLANEOUS:

MTSBISHI MOONEY PIPER ROCKWELL SAAB TUPOLEV MISCELL

ICAO ---------------------------------AT42 AT43 AT45 AT72 AY22 S210 BA11 H25A H25B H25C HS25 VC10 BA46 JS31 JS41 BA46 A748 HS74 ATP B350 BE10 BE20 BE30 BE33 BE35 BE36 BE55 BE60 BE9L STAR BE58 BE40 B701 B703 B707 B712 B720 B721 B722 B727 B732 B733 B734 B735 B736 B737 B738 B739 B73A B73S B741 B742 B743 B744 B747 B74F B74S B752 B753 B757 B762 B763 B764 B767 B772 CARJ CL44 CL60 GLEX CS12 C172 C177 C182 C208 C210 C402 C406 C421 C425 C441 C500 C501 C525 C550 C560 C56X C650 C750 CVLT F2TH F900 FA10 FA20 FA50 DH8A DH8B DH8C DH8D DHC6 DHC7 D328 C17 DC10 DC8 DC85 DC86 DC87 DC8S DC9 DH8C MD11 MD80 MD90 E110 E120 E135 E145 FA4 SW3 SW4 F100 F28 F50 F60 FK28 FK50 FK7 FK70 LJ24 LJ25 LJ31 LJ35 LJ36 LJ45 LJ55 LJ60 LR24 LR31 AC95 G159 GLF2 GLF3 GLF4 GLF5 IL62 IL76 IL86 AJ25 ASTR GALX JC21 WW23 WW24 C130 C140 L101 L188 L29B L329 L382 P3 P3C MU2 MU3 M02K P32R PA28 PA31 PA46 PAY2 PAY3 PAY4 AC90 AC95 N265 SBR1 SBR2 SB20 SF34 T134 T154 PC12 SH36

To view a list of aircraft from a particular manufacturer To view a list of aircraft from a particular manufacturer, enter the manufacturer code after the INFO command on the Options command line. The sample output above shows the manufacturer codes. Example: 01 OPTIONS INFO,BOEING

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The information displayed in this request appears in the following sample output.

NOTE The following information is sample output, abbreviated for space. For each manufacturer code, there is a list of aircraft, and for each aircraft, there may be several generic aircraft loads.. 767D 470 B767/H BOEING GE CF6-80A 767-200ER BOEING 767 OPS.MAN. 6-L34A SEPT 82 / SEP 87 * BASIC OPTWT MXTOWT MXVRF MXLDWT MXZFWT 181000 LBS 351000 113000 278000 253000 MIN.OPWT ETP AS/LVL-DRIFT CLIMB = 250/290/.78M 80000 365KT/FL230 CRUISE/ALTITUDE RANGE: LRC-070,430 *LRC UNDER FL250 M74-070,430* M80-070,430* M81-070,430* M82-070,430* M84-070,410* HOLD = 1500 FT/ISA DESCENT = DEFAULT: .78/290/250 AUX: (M79)-.79/290 ALTERNATE= ALTERNATE PLANNING CHART PG 23.10.33 / BASED ON LRC * SAME PERFORMANCE FIGURES AS 767B BUT WITH EXT. RANGE CONF. =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=777A 714 B772/H BOEING P W 4077/84 BOEING B777-200 OPERATIONS MANUAL BASIC OPTWT MXTOWT MXVRF MXLDWT MXZFWT 315000 LBS 535500* 208000* 445000* 420000* MIN.OPWT ETP AS/LVL-DRIFT CLIMB = 250/310/.84M 175000 1LE-370KT/FL190 CRUISE/ALTITUDE RANGE: LRC-100,430 M84-100,430 (325IAS UNDER FL250) HOLD = 1500 FT FLAPS UP *WEIGHT LIMITS BASED ON (A) MARKET DESCENT = M84/310/250 CONFIGURATION ALTERNATE = ALTERNATE PLANNING CHART AT LRC ALTITUDE CAPABILITY BASED ON MCT AND 1.4G BUFFET

To view a list of all aircraft for a particular ICAO identifier To view the list of all aircraft loads for a particular ICAO identifier, enter the ICAO code after the INFO command on the Options command line. Example: 01 OPTIONS INFO,B767 NOTE The output for the ICAO option is similar to the output that shows the list of manufacturers (see page 325).


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The output includes the Jeppesen identifier for each aircraft shown. This is the four-character code at the top left corner of each section of the aircraft output. In the previous output example, the Jeppesen identifiers for the two aircraft shown are 767D and 777A. With this information, you can look up more information about the individual version of this generic aircraft.

Retrieving Generic Aircraft Information You can retrieve other library information about a generic aircraft using the AC command on the Options command line. The following commands provide a more detailed view of default information stored in the generic aircraft file. To view basic weight and speed schedule information To view the basic weight and speed schedule information of a generic aircraft, enter AC,,CRZ on the Options command line.

NOTE The JeppID and CRZ option may be entered in reverse order without changing the outcome (for example, AC,CRZ,747H).

Example: 01 OPTIONS AC,747H,CRZ

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The output shows the default weights for the selected aircraft and its speed schedules for the various stages of flight. EXAMPLE (AC,JEPPID,CRZ)

-------------------- 747H INFO ----------------------------B743(ICAO) 747-300 engine: JT9D-7R4G2 MAX TOW MAX LAND WT MAX ZFW MAX FUEL CAP 833000 605000 535000 361700 lbs 377800 274400 242700 164100 kg -------------------- FLIGHT SCHEDULES ---------------------CLB AAA . . . . . . . . 330/.84 CRZ 1LE . . . . . . . . ENGOUT LRC 270 . . . . . . . . 270KIAS FL050 - FL390 GDC . . . . . . . . GEAR DOWN CRUISE LRC . . . . . . . . LONG RANGE CRUISE M84 . . . . . . . . ALT 110 450 M85 . . . . . . . . ALT 110 450 M86 . . . . . . . . ALT 240 450 M88 . . . . . . . . ALT 280 450 CUTOFF 13G . . . . . . . . 1.3G 14G . . . . . . . . 1.4G 15G . . . . . . . . 1.5G AAA . . . . . . . . MCT

M84 M85 M86 M88

>210 >210 >240 >280

To view cruise modes loaded for a generic aircraft To view just the cruise modes loaded for a generic aircraft, enter AC,,INF on the Options command line.

NOTE The JeppID and INF option may be entered in reverse order without changing the outcome (for example, AC,INF,747H).


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Example: 01 OPTIONS AC,747H,INF EXAMPLE (AC,JEPPID,INF) CRUISE MODES 1LE 270 GDC LRC M84 M85 M86 ETOP/DRIFTDOWN CRUISE MODES FOR 303E 1LE ETOP/DRIFTDOWN CRUISE MODES FOR 302E 2LE WEIGHT CUTOFF TABLES 13G 1.3G 14G 1.4G 15G 1.5G AAA * MCT * THIS TABLE IS ALWAYS CONSIDERED

M88

To view the aircraft’s default constants The aircraft’s default constants are the parameter settings you would start with if you saved this aircraft to a CADB record without changing anything. To view the default constants in a layout similar to the CADB, enter AC, on the Options command line. Example: 01 OPTIONS AC,747H

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EXAMPLE (AC,JEPPID) CUSTOMER AIRCRAFT DATA FILE FOR FILE NAME -- WEIGHTS TO MAX T/OFF WT 0833000 LBS ZF MAX ZF WT 0535000 LBS MP MAX PAYLOAD 0150000 LBS NW NAV CHGS WT 0000000 LBS -- FUELS ZT ZERO FUEL TBL N FC MAX FUEL CAP 361700 LBS MF MIN FUEL 000000 LBS MD MIN DEP FUEL 000000 LBS SF STEP CLMB FUEL 000000 LBS AF APPROACH FUEL 000000 LBS FW FOD WARNING 000000 LBS TX TAXI FF 000000 LBS FE MN EMRGNC FUEL 000000 LBS DT TAXI OUT 000000 LBS ST SITUATION CODE BR APU BURN RATE 0000 LBS/HR -- MISC PI PERF INDX F FL MAX FLT LVL 450 AD MIN ALT DIST 000 NM SI SITA ADDRESS OI PROFILE OPT INTERVAL 000 NM FD FUEL DISTR TBL NZ NOISE CATEGORY WU WEIGHT UNIT

APRIL 30, 2007 A/C TYPE

747H

LA OP RW MW

MAX LNDNG WT OP WT MAX RAMP WT MIN FLIGHT WT

0605000 0000000 0000000 0000000

LBS LBS LBS LBS

HC HF MH MA RF MC MT MX RH AT

HOLD CALC ZF HOLDING FF MIN HOLD FUEL MIN ALT FUEL RESERVE FUEL MIN CONT/RES MIN C/R TIME MAX CONT/RES RES+HLD/CTG TAXI IN

N 000000 000000 000000 000000 000000 000000 000000 000000 000000

EP BK CW DD HA LC IX

PRI ETOPS PRI BRACKETS PRI ALT CAP TB PRI DRIFTDOWN HOLD ALT LIMITED CI INDEX

N N N N 00000 FT N

LBS LBS LBS LBS LBS MIN LBS LBS LBS

Applying a Generic Aircraft to a Flight Plan To apply a generic aircraft to your flight plan request, enter the Jeppesen ID for the aircraft on the Aircraft Type command line. Example: 10 A/C TYPE/REGN 747H

You can add ICAO or FAA domestic ATC information (a filing strip) to the bottom of the flight plan output by entering a forward slash (/) after the aircraft entry. However, to ensure proper identification, include the aircraft’s registration number when using this feature. Example: 10 A/C TYPE/REGN 747H/N12345


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Using a generic aircraft file as your Aircraft Type input dictates the need to provide other information before a flight plan can be computed. For example, there is no operational weight setting in the generic file. A weight range is stored in the file, but no specific setting made. This means that you must input that information before JetPlan processes the flight plan. You can avoid the extra inputs and time by saving your generic aircraft selection in the CADB. There, you can set these required parameters and bypass the extra inputs when creating flight plans.

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Aircraft Type Commands Using the Customer Aircraft Database

Using the Customer Aircraft Database The Customer Aircraft Database (CADB) allows you to store generic aircraft files and customize the parameter settings of each file for your repeated use on the JetPlan system. In this way, you simplify the input process by providing a single record name on the Aircraft Type command line that provides the information that JetPlan requires. The record name you enter references both the original generic data and a host of optional, user-defined information. Because a CADB record is a child of the JetPlan Aircraft Library, it inherits all of the parameter settings and default performance characteristics of its generic parent. However, this record may then be modified with a set of characteristics that make it a unique vehicle designed to meet your requirements. This customized aircraft record is yours to manage. For more information about CADB capabilities and management, see Chapter 26, “Customer Aircraft Database.” To enter a CADB record as your Aircraft Type input, you must prefix the record name input with the dollar symbol ($). Example: 10 A/C TYPE/REGN $RECORDNAME NOTE A CADB record name is the identifier of the generic aircraft you saved and modified in the Customer Aircraft database.

You can add ICAO or FAA domestic ATC information (filing strip) to the bottom of the flight plan output by entering a forward slash (/) after the aircraft entry. Example: 10 A/C TYPE/REGN $AC12/

If you do not have the aircraft’s registration number stored in the database file, include the number after the forward slash. This ensures that the registration number is included in the ATC filing strip. Example: 10 A/C TYPE/REGN $AC12/N12345 NOTE The File Strip feature can be set in your ID/Attribute File for permanent inclusion in all flight plan output. Contact your Jeppesen account manager for information.


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C HAPTER 11

Cruise Mode Commands

Cruise Mode Commands Overview

Overview JetPlan requires input of an accurate cruise mode for the aircraft specified on the flight plan request. The Cruise Mode command line enables you to enter up to seven primary airspeeds in your request. You can apply changes to the aircraft’s cruising speed seven times in a given flight, as long as the entered values are valid for the selected aircraft. You can also use the Cruise Mode command line to enter any of the following: • Auxiliary cruise mode • Secondary climb and descent schedules • Bias information • Minimum Equipment List (MEL) data


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Cruise Mode Commands Determining an Aircraft’s Cruise Modes

Determining an Aircraft’s Cruise Modes Before applying any airspeed inputs, you need to determine the available cruise mode designations for the aircraft you are planning to use. This information is stored in the aircraft’s generic record, which you can view if you know the four-character Jeppesen ID for the aircraft. (If you do not know the Jeppesen ID, you can use the ICAO identifier for the aircraft to help determine the Jeppesen ID.) To determine the cruise modes for an aircraft, enter AC,JEPPID,CRZ or AC,JEPPID,INF on the Options command line. The INF option provides a basic list of available cruise modes only, while the CRZ option provides additional airspeed and weight information. The input order of these command options does not affect the output information. The CRZ or INF option can precede or follow the aircraft’s JEPPID, without changing the outcome. However, the AC command always precedes these inputs. Example: 01 OPTIONS AC,747H,CRZ -------------------- 747H INFO ----------------------------B743(ICAO) 747-300 engine: JT9D-7R4G2 MAX TOW MAX LAND WT MAX ZFW MAX FUEL CAP 833000 605000 535000 361700 lbs 377800 274400 242700 164100 kg -------------------- FLIGHT SCHEDULES ---------------------CLB AAA . . . . . . . . 330/.84 CRZ 1LE . . . . . . . . ENGOUT LRC 270 . . . . . . . . 270KIAS FL050 - FL390 GDC . . . . . . . . GEAR DOWN CRUISE LRC . . . . . . . . LONG RANGE CRUISE M84 . . . . . . . . ALT 110 450 M85 . . . . . . . . ALT 110 450 M86 . . . . . . . . ALT 240 450 M88 . . . . . . . . ALT 280 450 CUTOFF 13G . . . . . . . . 1.3G 14G . . . . . . . . 1.4G 15G . . . . . . . . 1.5G AAA . . . . . . . . MCT -------------------- AUXILIARY SCHEDULES ------------------CLB AAA aux. 302E (2LE) 290/.76 AAA aux. 303E (1LE) TABLE IS FROM FILE 6 CRZ 1LE aux. 303E (1LE) TABLE IS FROM FILE 6 2LE aux. 302E (2LE) LRC aux. 302E (2LE) LRC aux. 303E (1LE) TABLE IS FROM FILE 6

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M84 M85 M86 M88

>210 >210 >240 >280



Example: 01 OPTIONS AC,747H,INF CRUISE MODES 1LE 270 GDC LRC M84 M85 M86 ETOP/DRIFTDOWN CRUISE MODES FOR 303E 1LE ETOP/DRIFTDOWN CRUISE MODES FOR 302E 2LE WEIGHT CUTOFF TABLES 13G 1.3G 14G 1.4G 15G 1.5G AAA * MCT * THIS TABLE IS ALWAYS CONSIDERED

M88

For more information on accessing generic aircraft data, see Chapter 10, “Aircraft Type Commands.”

Standard Cruise Mode Designations The JetPlan system uses a three-character airspeed designation standard for most cruise mode inputs. Only cost index cruise mode inputs deviate from this standard (see “Cost Index Cruise Mode” on page 344.) Otherwise, you can enter one of the designations stored in the aircraft’s generic record, or apply a non-stored, intermediate cruise mode value.

Stored Cruise Modes Generally, most aircraft records in the JetPlan Aircraft Library include performance data that include up to five cruise modes. These stored cruise modes are typically the sources for your primary, auxiliary, and multiple cruise mode inputs. The following table lists the most commonly referenced cruise modes by their designators. Table 11-1

Cruise Mode Designators

Cruise Mode Designator

Definition

M<##>, where <##> is the Mach Airspeed number

Cruise at Mach number <##> (for example, M84)

CMC

Constant Mach Cruise

ECO

Economy Cruise

HSC

High Speed Cruise


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Table 11-1

Cruise Mode Designators (continued)

Cruise Mode Designator

Definition

LRC

Long-Range Cruise

MSR

Maximum Specific Range

MRC

Maximum Range Cruise

MCT

Maximum Cruise Thrust

MSC

Maximum Speed Cruise

NCT

Normal Cruise Thrust

925

925 TIT Cruise

945

945 TIT Cruise

1LE

1 Less Engine

2LE

2 Less Engines

ECP

Economy Cruise Power

MCP

Maximum Cruise Power

RCP

Recommended Cruise Power

Non-Stored Cruise Modes In addition to stored cruise modes, the JetPlan system accepts certain constant Mach number values as your cruise mode input, even if these values are not loaded in the aircraft’s generic record. However, the following requirements apply to the use of this input type: • The aircraft’s generic record must have performance data loaded for at least three constant Mach cruise schedules (for example, M78, M80, and M82).

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• Your input must be a constant Mach number value that falls between the constant Mach values loaded in the generic record. For example, if your aircraft’s generic record has performance data loaded for the cruise modes M78, M80, and M82, you can apply the non-stored value M79 or M81 as a non-stored cruise mode entry in the flight plan request. JetPlan uses the stored information to interpolate the non-stored inputs. However, the interpolation does not work for any input that is outside the range of the loaded Mach numbers or if fewer than three Mach numbers are stored in the aircraft’s generic record. NOTE If you run a plan using a non-stored cruise mode and then change the aircraft for some reason, the cruise mode input may become invalid.


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Cruise Mode Commands Primary Cruise Mode

Primary Cruise Mode You can specify the primary cruise mode, the main airspeed for the enroute portion of the flight: top of climb (TOC) to top of descent (TOD). JetPlan uses the primary cruise mode to calculate the flight plan fuel figures for this phase of the flight. If necessary, you can specify additional primary cruise modes. You can enter a maximum of seven primary cruise modes on the Cruise Mode command line. For more information, see “Multiple Primary Cruise Modes” on page 342. To specify a single primary cruise mode, enter the three-character, alphanumeric designation on the Cruise Mode command line. Example: Explanation: The following input requests the constant Mach airspeed of Mach 0.80 for the entire flight. 11 CRZ MODE M80

Example: Explanation: The following input requests LRC for the entire flight. 11 CRZ MODE LRC

Multiple Primary Cruise Modes The ability to change the aircraft’s airspeed to meet ATC or other flight requirements provides flexibility in the planning process. JetPlan allows up to seven primary cruise mode inputs in a flight plan request. This feature is called multiple primary cruise modes. To indicate a cruise mode change, you must specify not only the new cruise mode but also the enroute position where the change in airspeed is to occur. Therefore, you must include enroute waypoints in the additional cruise mode inputs to define the ending of one airspeed and the beginning of another. To apply multiple primary cruise modes, enter the initial primary cruise mode followed by a slash (/), and then a waypoint and cruise mode combination that defines where and what the change is. The slash (/) is the trigger character that invokes the multiple primary cruise mode feature. You can add up to six waypoint and cruise mode combinations after the slash, defining the remaining primary cruise inputs.

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Example: Explanation: The following input requests an initial primary cruise of Mach 85 to Coaldale (OAL), and then Mach 84 the rest of the way. 11 CRZ MODE M85/OAL,M84

Example: Explanation: The following input requests an initial primary cruise of Mach 85 to Coaldale (OAL), and then Mach 84 to Blue Mesa (HBU), Mach 82 to Lamar (LAA), and LRC the rest of the way. 11 CRZ MODE M85/OAL,M84,HBU,M82,LAA,LRC

Follow these rules when using multiple primary cruise modes: • A primary cruise mode change can be made anywhere along the route of flight, as long as it is between the TOC and the TOD. • Always enter the initial primary cruise mode input before the slash and the subsequent primary cruise mode inputs after the slash. • Separate each input after the slash with a comma, including each waypoint and cruise mode combination and each primary input. • Enter charted waypoints using the charted identifiers for the points. • Enter uncharted waypoints—such as the latitude/longitude points generated by JetPlan while over water or fix/radial/distance waypoints—using either the JetPlan method for naming these types of identifiers or the ARINC 424 standard. The JetPlan method for naming the internal identifier of a latitude/longitude point is to combine the first two digits of the latitude with the second and third digits of the longitude. For example, the coordinate point N4800, W17500 is identified as 4875. Because the ARINC 424 standard for this type of point is often output in the flight plan body, it may be helpful to run a flight plan with a single primary cruise mode and then review the route output for the identifier names. Examples of the ARINC 424 standard are 44E70 (for N4400, E17000) and 44N40 (for N4400, W14000). Fix/radial/distance waypoints are entered as ECA125035 (for ECA 125 radial at 35nm).


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The following example illustrates the use of four primary cruise modes based on a flight from Tokyo (RJAA) to Los Angeles (KLAX). The aircraft is an MD11, which has four cruise modes loaded: M85, M83, M82, and LRC. The three waypoints used as constraints for changing the primary cruise are 4870 (N4800, E17000), 4240 (N4200, W14000), and OSI. Example: Explanation: The following input requests an initial primary cruise of Mach 85 to coordinate point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC for the remainder of the flight. 11 CRZ MODE M85/4870,M83,4240,M82,OSI,LRC

The output for multiple primary cruise information is similar, in most formats, to the following sample output from the previous example.

MULTI CRZ

M85/4870

M83/4240

M82/OSI

LRC

You can also specify a waypoint using a fix/radial/distance. Example: Explanation: The following input requests an initial primary cruise of Mach 85 to the point described as the 246 radial from GTF at 44 nm, and then Mach 83 for the remainder of the flight. 11 CRZ MODE M85/GTF246044,M83

Cost Index Cruise Mode In addition to standard cruise mode values, JetPlan accepts cost index cruise mode values as the primary cruise inputs on the Cruise Mode command line.

NOTE For more information on cost index, see Chapter 12, “Cost Index Commands.”

To specify a cost index cruise mode, enter CI followed by the cost index number on the Cruise Mode command line.

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Example: Explanation: The following input requests a cost index of 108 as the primary cruise mode for the entire flight. 11 CRZ MODE CI108

The following requirements apply to the use of cost index values as primary cruise mode inputs: • The aircraft used in the flight plan must have a minimum of three cruise modes loaded in its generic record, two of which must be constant Mach numbers (for example, M80, M82). If only three cruise modes are loaded, the only non-Mach number cruise mode that is acceptable is LRC. For example, a generic aircraft record that has LRC, M84, and M85 loaded qualifies for cost index planning. An aircraft that has LRC, CMC, and M84 does not qualify. • The cost index calculation increases in accuracy with every extra constant Mach number loaded in the aircraft’s generic record. • The minimum cost index value is zero (0); the maximum is 9999. • As in the case of LRC, when a cost index cruise mode is used, JetPlan does not force a constant Mach airspeed over certain route segments to conform with ATC requirements. NOTE It is the responsibility of the flight planner to apply a constant Mach cruise mode to these types of route segments.

• To apply actual cost figures, enter fuel and operating cost values on the Performance Index command line (using the M option), or store these figures in the Customer Airport and Airport Fleet Databases.


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Multiple Primary Cost Index Cruise Modes You can apply cost index values as multiple primary cruise mode inputs using the same rules described in “Multiple Primary Cruise Modes” on page 342. Example: Explanation: The following input requests a cost index of 200 as the initial primary cruise to the GTF waypoint. After GTF, CI150 is applied until YTH. CI100 is the primary cruise for the rest of the flight. 11 CRZ MODE CI200/GTF,CI150,YTH,CI100

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Cruise Mode Commands Auxiliary Cruise Mode Option

Auxiliary Cruise Mode Option In addition to primary cruise mode inputs, the Cruise Mode command line also accepts an auxiliary cruise mode input. This option is for comparison purposes. It provides cruise data (fuel, time, distance information) based on one of the following two hypothetical choices: • A cruise mode that is the same as the primary cruise mode but uses only the initial level-off altitude to determine fuel burn. - or • A cruise mode that differs from the primary cruise mode but uses the same flight levels as computed for the primary cruise mode. NOTE In either case, the auxiliary cruise mode option is format-dependent, meaning it requires an output format that can handle the inclusion of this type of scenario information.

As stated above, the computation of auxiliary cruise data is determined by a comparison to the primary cruise mode input, as follows: • If the auxiliary cruise mode input is the same as the primary cruise mode input, the auxiliary cruise data (fuel, time, and distance) is calculated using the initial cruise altitude for the entire flight. This generates a comparison that might be indicative of a step climb restriction by ATC. • If the auxiliary cruise mode input differs from the primary cruise mode input, the auxiliary cruise data is calculated using the profile determined by the primary cruise flight plan computation (the set of altitudes flown using the primary cruise airspeed). The data generated by this setup provides a simple comparison of one cruise mode to another. NOTE JetPlan does not output auxiliary cruise data if it cannot calculate aircraft performance at the flight levels the primary cruise mode uses.

NOTE

A cost index cruise mode cannot be used as an auxiliary cruise mode.

To apply an auxiliary cruise mode, enter the auxiliary value immediately after the primary cruise mode value, and separate the two with a comma.


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Cruise Mode Commands Auxiliary Cruise Mode Option

Example: Explanation: The following input specifies a primary cruise mode of Mach 85 and an auxiliary cruise mode of Mach 85 (shown in bold). Auxiliary cruise data is calculated using the initial (level-off) flight level. 11 CRZ MODE M85,M85

Example: Explanation: The following input specifies a primary cruise mode of Mach 85 and an auxiliary cruise mode of Mach 83 (shown in bold). Auxiliary cruise data is calculated using the complete flight level profile. 11 CRZ MODE M85,M83

Auxiliary Cruise with Multiple Primary Cruise Modes You can specify an auxiliary cruise mode value in a Cruise Mode command line input that also applies multiple primary cruise values. The initial primary input is followed by the auxiliary input, which is followed by a slash and the additional primary values (waypoint and cruise mode combinations). The following example adds an auxiliary cruise mode to the inputs for the example flight from Tokyo (RJAA) to Los Angeles (KLAX) discussed in “Multiple Primary Cruise Modes.” The auxiliary cruise mode is included in the second input position. Example: Explanation: The following inputs specify an initial primary cruise of Mach 85 to coordinate point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC the rest of the flight. In addition, auxiliary cruise data is requested by the inclusion of Mach 85 (shown in bold) after the initial primary cruise. 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC

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Cruise Mode Commands Climb and Descent Schedule Options

Climb and Descent Schedule Options An aircraft in the JetPlan Aircraft Library may or may not have multiple climb and descent schedules (airspeeds) loaded in its generic data record, depending on the information available at the time of the file’s inception or some other factor, such as customer preference. If an aircraft has more than one climb or descent schedule loaded, one schedule is defined as the primary (default) airspeed for that phase of flight, while all other schedules are considered secondary. You can switch to a secondary schedule in your flight plan request by using the Climb Schedule and/or Descent Schedule options on the Cruise Mode command line.

NOTE To determine if your aircraft has more than one climb and/or descent schedule, use the AC,JEPPID,CRZ command illustrated in “Determining an Aircraft’s Cruise Modes” on page 338.

First Principles Aircraft Model Secondary Climb and Descent Options If the generic file for the aircraft you are using includes First Principles Aircraft Model (FPM) climb and descent data, you can specify FPM secondary climb and descent schedules on the Cruise Mode command line. FPM data files provide coefficients for computing aero performance using First Principles equations. You can check the generic aircraft record for the presence of FPM cruise, climb, and descent data. For information, see “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688 in Chapter 26, “Customer Aircraft Database.” Specifying FPM secondary climb and descent schedules on the Cruise Mode command line also requires certain parameter settings in the Customer Aircraft Database (CADB). For more information, see “FPM Secondary Climb Option” on page 350 and “FPM Secondary Descent Option” on page 352.

NOTE FPM secondary climb and descent entries on the Cruise Mode command line override any settings for FPM secondary climb and descent in the Customer Airport Fleet Database or in the generic data files. For more information, see “Airport Fleet Database” on page 825.


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Secondary Climb Option To specify a secondary climb schedule on the Cruise Mode command line, enter a dash (-) followed by the designation for the secondary schedule. This input is the first entry on the Cruise Mode command line, preceding the input for the required primary cruise mode. Example: 11 CRZ MODE -climb,primary,auxiliary/additional primary

For example, assume a generic aircraft has the climb schedules 320/M84 and 340/M84 loaded. The designations for these schedules are 320 and 340 respectively. The following example illustrates the inputs if the default climb schedule is 320, but you want to use 340 for this flight plan. Example: 11 CRZ MODE -340,primary cruise,remainder of input

The next example applies the same climb schedule change but includes a multiple primary cruise input and an auxiliary cruise input. Example: Explanation: Change the climb schedule to 340 (340/M84), then initial primary cruise Mach 85 to coordinate point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC the rest of the flight. In addition, the inclusion of Mach 85 after the initial primary cruise requests an auxiliary cruise mode. 11 CRZ MODE -340,M85,M85/4870,M83,4240,M82,OSI,LRC

FPM Secondary Climb Option Specifying an FPM climb schedule in a flight plan request has the following prerequisites: • The generic aircraft record must include an FPM file with climb data. If you are specifying FPM climb with cost index, the generic aircraft record must contain both FPM climb data and FPM FMC (Flight Management Computer) data. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688 in Chapter 26, “Customer Aircraft Database.” • The Climb Method (CM) parameter in the CADB must be set to the appropriate FPM method. (For more information, see the “Miscellaneous Parameters” section in Chapter 26, “Customer Aircraft Database.”)

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To specify an FPM secondary climb speed schedule on the Cruise Mode command line, separate the climb speed entries with the underscore ( _ ) character. Example: The following example of an FPM secondary climb input assumes that the Climb Method parameter in the CADB is set to Mach Calibrated Airspeed (CAS) Schedule (CM=G). The underscore character ( _ ) in the input separates climb speeds. 11 CRZ MODE -250_10000_300_0.78, LRC

Explanation: Climb from takeoff to 10,000 feet at 250 knots CAS. At 10,000 feet, accelerate to 300 knots CAS until reaching 0.78M. Continue climbing at a constant 0.78M until initial cruise flight level. The next example illustrates specifying an FPM secondary climb with CI. Example: The following example of an FPM secondary climb input with CI assumes that the Climb Method parameter in the CADB is set to (F) Cost Index: FMS Matching (FPM). JetPlan uses the FPM cost index method to calculate the optimal climb CAS for an aircraft with an FMC. 11 CRZ MODE -CI20, CI40

Explanation: Climb with CI=20 (and then cruise at CI=40). JetPlan calculates the initial climb speed based on the takeoff weight to achieve a cost index of 20, not to exceed 250 knots CAS below 10,000 ft. JetPlan picks the final climb Mach number to match the cruise speed corresponding to cruise CI=40 at optimal cruise altitude.

Secondary Descent Option To specify a secondary descent schedule, enter the prefix DE=, followed by the designation for the secondary schedule on the Cruise Mode command line. You can enter this input anywhere on the Cruise Mode command line, although it makes sense for it to follow the primary cruise input. Example: 11 CRZ MODE primary,auxiliary/additional primary,DE=descent


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For example, assume a generic aircraft has the descent schedules 340/M84 and 360/M84 loaded. The designations for these schedules are 340 and 360, respectively. The following example illustrates the inputs if the default descent schedule is 340, but you want 360 for this flight plan. Example: 11 CRZ MODE primary cruise,DE=360

The next example applies the same descent schedule change but includes a multiple primary cruise input and an auxiliary cruise input. Example: Explanation: The following inputs indicate an initial primary cruise of Mach 85 to coordinate point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC the rest of the flight. The inclusion of Mach 85 after the initial primary cruise requests an auxiliary cruise mode. The descent schedule is changed to 360 (360/M84). 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,DE=360

FPM Secondary Descent Option Specifying an FPM descent schedule in a flight plan request requires the following: • The generic aircraft record must include an FPM file with descent data. Also, if you are specifying FPM climb with CI, the generic aircraft record must contain both the FPM descent data and FPM FMC data. • The Descent Method (DM) parameter in the CADB must be set to the appropriate FPM method. (For more information, see the “Miscellaneous Parameters” section in Chapter 26, “Customer Aircraft Database.”) To specify an FPM secondary descent speed schedule on the Cruise Mode command line, separate the descent speed entries with the underscore ( _ ) character. Example: The following example of FPM secondary descent inputs assumes that the Descent Method (DM) parameter in the CADB is set to Mach Calibrated Airspeed (CAS) Schedule (CM=G). 11 CRZ MODE -CI20,DE=0.80_320_10000_240

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Explanation: Descend from cruise speed at 0.80M until 320 knots CAS. Continue the descent at a constant 320 knots CAS to 10,000 ft. Decelerate to 250 knots CAS until established on approach or ATC advises. The next example illustrates specifying an FPM secondary descent schedule with CI. Example: The following example of an FPM secondary climb input with CI assumes that the Descent Method (DM) parameter in the CADB is set to (F) Cost Index: FMS Matching (FPM). JetPlan uses the FPM cost index method to calculate the optimal descent CAS for an aircraft with an FMC. 11 CRZ MODE -CI20, CI40, DE=CI15

Explanation: Climb at CI20, and then cruise at CI=40 and descend at CI=15. JetPlan picks the initial descent Mach to match the final cruise Mach for a CI=40 at cruise altitude. JetPlan calculates the descent CAS based on landing weight at CI=15.


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Cruise Mode Commands Bias Options

Bias Options The Cruise Mode command line accepts a variety of bias inputs aimed at various phases of flight (for example, climb, cruise, and so on) for the purpose of adjusting the fuel, time, or distance calculations, if needed. These bias options are ad hoc and intended to meet the specific needs of an individual flight plan. Ad hoc biases are available for the following flight performance phases: • Climb • Cruise • Descent • Alternate

Bias Input Syntax An ad hoc bias is specified as either a percentage change (in decimal form) or a whole number value that defines an increased or decreased amount. Whatever the value is, the input must be preceded by a unique parameter code and an equal sign (=). The parameter code generally defines the phase of flight for which the input is applicable (for example, c=climb, d=descent, and so on) and the factor being biased (for example, f=fuel, t=time, or d=distance). The equal sign separates the parameter code from the bias value. Example: Parameter Code=Bias Value (percentage or integer)

The following table lists all of the bias parameter codes and defines the phase of flight and bias factor. Table 11-2 Parameter Code

Definition (Phase/Factor)

CF

Climb Fuel

CT

Climb Time

CD

Climb Distance

DF

Descent Fuel

DT

Descent Time

DD

Descent Distance

AF

Alternate Fuel

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Ad Hoc Bias Parameters



Table 11-2

Ad Hoc Bias Parameters (continued)

Parameter Code

Definition (Phase/Factor)

AT

Alternate Time

AD

Alternate Distance

FF

Cruise Fuel Flow

AS

Cruise True Airspeed

The following rules apply to all bias value inputs: • A percentage bias must be entered in a decimal form. It is based on the assumption that the standard is 100% functionality. Therefore, a percentage change in functionality is a decimal expression centered on the number one. Example: CF=1.03 (1+.03 = 3% increase) CF=.97 (1-.03 = 3% decrease)

• An integer bias is entered in some whole number value. It is the amount of fuel, time or distance that is increased or decreased to define the expected gain or loss. For negative values, the number must be preceded by the minus sign (-). Example: CF=500 (500 pound increase in climb fuel) AS=-10 (10 knot decrease in cruise true airspeed)

• For cruise mode biases, FF and AS, the three-letter input DEF may be used as a substitute for all of the cruise modes available in the aircraft’s generic file. When used, this code applies the bias to all cruise modes specified as primary in the flight plan request. For example, if you were to enter M84, M85 and LRC in your flight plan as the primary cruise modes (multiple primary cruise modes), and you needed to apply the same fuel flow bias to each of these airspeeds, you could enter one bias for each cruise mode (for example, FFM84=.99, FFM85=.99, and FFLRC=.99), or use the DEF (default) input to apply the bias to all three (for example, FFDEF=.99). Both methods provide the same results, but the DEF substitute minimizes your typing. NOTE In regard to cost index inputs, DEF must be used to define the cruise mode bias. This is due to the fact that cost index calculations are based on all of the available cruise modes in the aircraft’s generic file, and the only way to reference all of those cruise modes at one time is to use the DEF input.


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• Although bias inputs may be entered anywhere after the initial primary cruise mode input, Jeppesen recommends that these inputs be entered at the end of the cruise mode string, after all other inputs.

Climb Biases A climb bias is specified using one or more of the following parameters.

CF – Climb Fuel Parameter After CF, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed as a weight (lb or kg). Example: Explanation: Add 500 lbs/kgs to climb fuel. 11 CRZ MODE M86,M85,CF=500

Explanation: Increase climb fuel by 3%. 11 CRZ MODE M86,M85,CF=1.03

CT – Climb Time Parameter After CT, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in minutes. Example: Explanation: Add 5 minutes to climb time. 11 CRZ MODE M86,M85,CT=5

Explanation: Increase climb time by 0.7%. 11 CRZ MODE M86,M85,CT=1.007

CD – Climb Distance Parameter After CD, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in nautical miles.

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Example: Explanation: Flatten the climb profile by 20 nm. 11 CRZ MODE M86,M85,CD=20

Explanation: Flatten the climb profile by 5%. 11 CRZ MODE M86,M85,CD=1.05

NOTE The Climb Distance bias flattens out the climb profile by the bias amount. It moves the Top of Climb point, but does not add mileage to the flight plan. On the other hand, the following types of biases add mileage to the flight plan by the bias amount, but do not affect the climb profile: - A distance bias specified in the flight plan request on the Departure Bias command line - A distance bias stored in a Customer Route Database file (the DD parameter) - A distance bias stored in a Customer Aircraft Database (CADB) file (the DB parameter)

Cruise Biases The cruise biases are expressed using the parameter codes, FF and AS. These codes do not follow the convention described above, but are descriptive of what they affect: fuel flow and airspeed. When using these codes, you must include a cruise mode designation after the parameter code and before the equal sign. Only the primary cruise mode(s) may be biased. To reduce typing time, the cruise mode substitute, DEF, may be used in place of specific cruise modes.

NOTE

The DEF input must be used to bias a cost index cruise mode.

FF – Fuel Flow Parameter After FF, enter a cruise mode designation or DEF, an equal sign, and the bias value. This bias must be a percentage input.


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Example: Explanation: Increase M86 fuel flow by 0.5%. 11 CRZ MODE M86,M85,FFM86=1.005

Explanation: Decrease M86 fuel flow by 1.0%. 11 CRZ MODE M86,M85,FFM86=0.99

Explanation: Increase cost index fuel flow by 1.5%. 11 CRZ MODE CI80,FFDEF=1.015

AS – True Airspeed Parameter After AS, enter a cruise mode designation or DEF, an equal sign, and the bias value. If you are using the integer method, note that the value is expressed in knots. Example: Explanation: Decrease M86 true airspeed by 10 knots. 11 CRZ MODE M86,M85,ASM86=-10

Example of combined inputs of FF and AS: Example: Explanation: Increase the fuel flow of the cost index by 1.5%, and decrease the true airspeed by 8 knots for all primary cruise modes. 11 CRZ MODE CI102,M82,FFDEF=1.015,ASDEF=-8

Descent Biases A descent bias is specified by the use of one or more of the following parameters.

DF – Descent Fuel Parameter After DF, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed as a weight (lb or kg).

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Example: Explanation: Add 500 lbs/kgs to descent fuel. 11 CRZ MODE M86,M85,DF=500

Explanation: Increase descent fuel by 3%. 11 CRZ MODE M86,M85,DF=1.03

DT – Descent Time Parameter After DT, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in minutes. Example: Explanation: Add 5 minutes to descent time. 11 CRZ MODE M86,M85,DT=5

Explanation: Increase descent time by 0.7%. 11 CRZ MODE M86,M85,DT=1.007

DD – Descent Distance Parameter After DD, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in nautical miles. Example: Explanation: Flatten the descent profile by 20 nm. 11 CRZ MODE M86,M85,DD=20

Explanation: Flatten the descent profile by 5%.


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11 CRZ MODE M86,M85,DD=1.05

NOTE This bias value flattens out the descent profile by the bias amount. It moves the Top of Descent point, but does not add mileage to the flight plan. On the other hand, the following types of biases add mileage to the flight plan by the bias amount, but do not affect the descent profile. - A distance bias specified in the flight plan request on the Arrival Bias command line - A distance bias stored in a Customer Route Database file (the AD parameter) - A distance bias stored in a CADB file (the AB parameter)

Alternate Biases An alternate bias is specified by the use of one or more of the following parameters.

AF – Alternate Fuel Parameter After AF, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed as a weight (lb or kg). Example: Explanation: Add 500 lbs/kgs to alternate fuel. 11 CRZ MODE M86,M85,AF=500

Explanation: Increase alternate fuel by 3%. 11 CRZ MODE M86,M85,AF=1.03

AT – Alternate Time Parameter After AT, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in minutes. Example: Explanation: Add 5 minutes to alternate time.

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11 CRZ MODE M86,M85,AT=5

Explanation: Increase alternate time by 0.7%. 11 CRZ MODE M86,M85,AT=1.007

AD – Alternate Distance Parameter After AD, enter an equal sign and the bias value. If you are using the integer method, note that the value is expressed in nautical miles. Example: Explanation: Add 20 nm to alternate distance. 11 CRZ MODE M86,M85,AD=20

Explanation: Increase alternate distance by 5%. 11 CRZ MODE M86,M85,AD=1.05

Combined Inputs The following examples illustrate some bias input combinations. Example: Explanation: Bias the climb fuel by 1.5%, cruise fuel flow by 1.5%, and descent fuel by 1.5%. 11 CRZ MODE CI102,M85,CF=1.015,FFDEF=1.015,DF=1.015

Example: Explanation: Bias the cruise fuel flow by a negative 2%, and increase cruise true airspeed by 5 knots. 11 CRZ MODE M83,M82,FFM83=0.98,ASM83=5


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Cruise Mode Commands Applying MEL Data

Applying MEL Data You can apply MEL information to the flight plan computation by entering the name of a Customer MEL database record on the Cruise Mode line. JetPlan applies whatever biases or degradations are stored in the MEL database record.

NOTE An MEL database record may contain a variety of settings aimed at limiting or degrading certain performance characteristics of a specific aircraft type. To learn more about creating and managing MEL database records, see Chapter 35, “Minimum Equipment List Database.”

MEL Input Syntax You may include more than one MEL database record name in a flight plan, but each record entry must be preceded by the MEL= prefix. All MEL record entries follow any primary and/or auxiliary cruise mode inputs. The syntax you use to enter the MEL database record name depends on the definition of the Degradation Type parameter in the database record. The following table lists the degradation types and the corresponding syntax. Table 11-3 Degradation Type in MEL DB Record Minimum Equipment List (MEL)

MEL Record Name Input Input on Cruise Mode Line MEL=M, - or MEL= For “MEL” degradation types, you may omit “M,” before the record name.

NOTE

Configuration Deviation List (CDL)

MEL=C,

Deferred Maintenance Item (DMI)

MEL=D,

The following examples invoke MEL database records with the “MEL” degradation type. Because “MEL” is the default degradation type, you can opt to put the database record name immediately after the equal sign (MEL=RECORD NAME), or you can use the full syntax for the entry (MEL=M,RECORD NAME). The MEL record entry must follow any primary and/or auxiliary cruise mode inputs.

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Cruise Mode Commands Applying MEL Data

Example: 11 CRZ MODE M84,MEL=ABCD

- or 11 CRZ MODE M84,MEL=M,ABCD

Example: 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD

Example: Explanation: The following example invokes the application of two MEL database records. The degradation type in the first record is “MEL,” and the degradation type in the second record is “CDL.” 11 CRZ MODE M80, MEL=ABCD, MEL=C,EFGH

Example: Explanation: The following example illustrates a combination input on the Cruise Mode command line, including an MEL database record entry. 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD,FFDEF=1.02

Note the following when applying biases from various sources, including MEL records, to the flight plan request: • When an MEL database record that contains a specific bias is included in a flight plan, and a corresponding bias exists in the aircraft’s CADB record, the two biases are combined in effect. For example, assume that your aircraft input is a CADB record that has a fuel flow bias set at 2.5% for the cruise mode M84, and you enter an MEL record on the Cruise Mode command line that includes a fuel flow bias of 1.3%. The total fuel flow bias applied to the flight plan is plus 3.8% (2.5% + 1.3% = 3.8%). • When an MEL fuel flow bias and an ad hoc fuel flow bias (see “Bias Options” on page 354) are both added to the same flight plan, JetPlan combines the two biases. However, an ad hoc bias overrides any corresponding bias stored in the aircraft’s CADB record.


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C HAPTER 12

Cost Index Commands

Cost Index Commands Overview

Overview Cost indexing is the practice of evaluating the effect of one cost factor to another in the hopes of minimizing the sum of those factors. Many commercial jet aircraft are equipped with performance computers for the purpose of determining the best speed at which to travel (the “economy speed”) in order to minimize the total operating cost of the flight. To do this, the flight management computer (FMC) needs information about time-related costs and fuel cost. Time-related costs are typically those factors that increase in cost as the flight progresses, such as the service of the flight and cabin crews and certain maintenance outlays. Fuel costs are based on the price and amount of fuel needed to complete the flight plus contingencies and/or reserves. Rather than enter these individual factors into the onboard FMC, most airlines use a ratio of the time-related cost to fuel cost to determine the economy speed for a given flight on a given day. This ratio is called the Cost Index (CI), and it determines the economy speed for a flight by minimizing the total cost of aircraft operation. In JetPlan, this practice is applied to the optimization process through the Cost Index (CI) cruise mode option.

NOTE This chapter covers the CI Cruise Mode option. For information on Performance Index, see Chapter 9, “Profile Commands.”

Cost Index Cruise Mode The CI cruise mode is a ratio value determined by the relationship of time-related costs (dollars per flight hour) to fuel costs (cents per pound). It is expressed by the following formula:

NOTE This ratio is valid for any currency, provided that the fuel cost is converted to a “per pound” basis.


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You can specify this ratio value as a primary cruise input on the Cruise Mode command line (static method), or set the necessary parameters in your customer databases and let JetPlan determine the proper CI value during the flight plan computation (dynamic method). In either case, JetPlan regulates both the flight plan profile and true airspeed to meet the objective set by the cost index, thus minimizing the flight’s total cost. The CI cruise mode is very useful because it is a measure of the relative effects of time and fuel on the total operating cost of the aircraft. If the CI is small, time-related costs are relatively small, and the resulting economy speed is close to the minimum fuel speed. If the CI is large, time becomes important and the resulting economy speed is high. Accurately determining the CI value for a given flight on a given day produces benefits from a speed profile that minimizes the total cost for that flight.

Cost Index Methodology JetPlan is designed to perform both airspeed and vertical optimization based on the input of a CI cruise mode. The index value sets the relative cost of time and fuel, and this defines the speed schedule and profile that JetPlan selects to minimize total cost. Speeds are defined to the thousandths of Mach on a segment-by-segment basis, and profile is optimized using standard JetPlan procedures. For each segment of the flight, JetPlan’s optimization algorithm uses the altitude and cruise speed that minimizes the total cost for the entire flight. Specifically, a range of altitudes, up and down, is exposed to the economy speed analysis dictated by the CI value. The altitude that is ultimately selected is the one for which the segment cost, as a function of mach number, is the lowest. In essence, JetPlan performs the same economy speed analysis that an onboard flight management computer (FMC) does. However, JetPlan applies forecasted (or user-defined) winds and temperature data to the down-range portion of the flight, providing better downrange fuel and weight information on which to base the current and future profile optimization. The onboard FMC is limited to the wind and temperature measurements it reads as the flight progresses, no information down range. Since the flight’s immediate economy speed analysis is based, in part, on what the aircraft situation is further along in the flight, JetPlan’s Cost Index feature provides superior economy speed optimization, relative to an onboard FMC.

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General Requirements and Characteristics A minimum set of requirements must be met before JetPlan calculates a cost index flight plan. They are: • The aircraft’s generic file must have a minimum of three cruise modes loaded in the performance data, two of which must be constant mach designations. The only non-mach cruise mode that is acceptable is LRC. Hence, a generic aircraft load with LRC, M84, and M85 qualifies for cost index flight planning. However, a generic load with LRC, CMC, and M85 does not qualify. • The minimum cost index is 0, and the upper limit is 9999. Other characteristics include: • Cost index accuracy improves with the more constant mach designations loaded in the aircraft’s generic file. The three constant mach minimum provides a cruise spectrum by which numbers are interpolated. Obviously, the more constant mach cruise modes loaded, the more accurate the interpolation is. • As in the case of LRC, when a cost index cruise mode is used, JetPlan does not force a constant mach airspeed over certain route segments in order to conform with ATC requirements. It is the responsibility of the user to provide a constant mach cruise mode for these segments. • The range of cost index values over which the highest variability occurs depends on many factors, such as aircraft type, aircraft weight, winds/temperatures, altitude constraints, and trip distance. For typical twoengine narrow and wide body aircraft, not much variation may occur beyond a cost index of 900. However, for large aircraft it is possible to have variability upwards to a cost index of 5000. For a given aircraft, the performance sensitivity to cost index: – Decreases with increased weight at typical cruise altitude – Decreases as cruise altitude increases – Decreases as a tail wind component increases – Decreases with reduced distance between POD and POA – Increases with reduced weight at typical cruise altitude – Increases as cruise altitude decreases – Increases as a head wind component increases – Increases with greater distance between POD and POA


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Cost Index Application (Static Method) As stated above, you can opt to specify a CI value as a primary cruise input on the Cruise Mode command line. In this case, you must predetermine the value for the flight. This means the flight’s operating cost (time-related costs) must be defined and then divided by the fuel price (in cents per pound) for the flight. The resulting ratio is then entered into the flight plan request as the CI value. The input must be preceded by the letters, CI, to be acknowledged as a cost index cruise mode. For example, assume the flight hour cost is $3,500 USD and the fuel cost is $1.65/USG; then the CI is 142.

NOTE Remember, to get the fuel cost factor (cents/lb), you must divide the price per gallon by the fuel density (in this case 6.7lbs/gallon).

Example: 11 CRZ MODE CI350

Cost Index Application (Dynamic Method) JetPlan can also determine the most efficient CI value without a specific input (dynamically) during the flight plan computation. For this to happen, you must set certain parameter values in your Customer Airport Database (CAPDB) and Customer Aircraft Database (CADB). In the CAPDB, you must set the Fuel Price (FP) and/or Bonded Fuel Price (BP), the Fuel Currency Code (FC), and the Fuel Density (FD) parameters.

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Table 12-1

CAPDB CI Parameters

Parameter

Code

Definition

Fuel Price

FP

Enter the appropriate fuel price for the airport:

- or -

- or -

Bonded Fuel Price

BP

• Fuel Price (FP) is assumed to be the non-bonded price that includes all taxes and fees required for domestic flights. • Bonded Fuel Price (BP), generally used for international flights, is the non-bonded (domestic) price minus any taxes and customs fees. The price needs to reflect the monetary unit specified by the Fuel Currency Code (FC). See below. Ex. FP=3.30 ($3.30 USD)

Fuel Currency Code

FC

Enter the appropriate ISO code. Ex. FC=USD or FC=JPY

Fuel Density

FD

Optional. Enter a fuel density value only if the airport altitude dictates a non-standard requirement. Otherwise, JetPlan applies the default standard value of 6.7 lbs/gal. Example: FD=6.8

For more detailed information on these parameters, see Chapter 29, “Customer Airport Database.” In the CADB, you must set the Operational (time-related) Cost parameter. The Operational Cost parameter is actually the time-related cost field in the Performance Index parameter (PI) of the CADB. This is the same field you would use if you were to apply the PI Cost Optimization option (for example, M,$$$,$$$$) as your performance index through the CADB. Since fuel optimization is typically preferable, your setting input would be


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F,$$$,$$$$. However, the fuel price field is irrelevant in the dynamic CI process because the fuel price figure from the CAPDB has precedence. See “Performance Index (Fuel, Time, Cost) Optimization” in Chapter 9, “Profile Commands.”

NOTE While the Performance Index fuel price parameter may be irrelevant in the dynamic CI process, some reasonable value needs to be entered on the off chance that the departure airport is not loaded in the CAPDB.

Table 12-2

CADB CI Parameter

Parameter

Code

Definition

Performance Index

PI

Example: PI=T

Enter the operational cost (time-related costs) in the field provided. Typically, fuel optimization is preferred (and recommended under this scenario). The fuel price field is irrelevant as long as a price is set for the departure station in the CAPDB.

Example: PI=M,115,1850

Example: PI=F,110,2000 (Fuel optimization, $1.10 fuel price, $2000 operational cost setting)

PI or PI= Example: PI=F

NOTE The Operational Cost you enter is always presumed to be in the monetary unit of U.S. Dollars (USD).

To invoke the dynamic CI process, enter CI on the Cruise Mode command line. No value is necessary, as JetPlan computes the optimal cost index value for you. Example: 11 CRZ MODE CI

The following guidelines apply to these cost index features: • If you enter a value after CI (for example, CI750) or any other cruise mode input (for example, M85, LRC, MRC) on the Cruise Mode command line, the dynamic CI process is ignored and the entered cruise mode is applied. • For CI or CI### Cruise Modes, an ad hoc request for CI optimization overrides any conflicting optimization criteria in the CADB file: – The leading letter (F, T, or M) has no effect. – If the Cruise Mode input is CI, then the CADB fuel price has no effect unless the CAPDB fuel price is not available.

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– If the Cruise Mode input is CI### (for example, CI350), then the entire performance parameter is ignored. This also applies to RATCI (described in“Related JetPlan Features” on page 384). • For Non-CI Cruise Modes, performance is based on the letter value of the PI field: – PI=F,088,2500 is a minimum fuel plan. Cost information has no effect on optimization. – PI=T,088,2500 is a minimum time plan. Cost information has no effect on optimization. – PI=M,088,2500 is a minimum cost plan. Cost information has the same effect as the legacy money option.

Cost Index vs. Other Economy Schedules The following list shows the relationship between cost index and other JetPlan economy speed schedules. MRC (Maximum Range Cruise)

MRC effectively equates to a cost index of zero (0).

LRC (Long Range Cruise)

Since LRC performance is typically close to MRC performance, LRC airspeeds are consistent with low CI values, falling somewhere in the range of CI0 (zero) to CI250.

Cost Optimization (save money) Option with Fixed Speed

When used in conjunction with a fixed airspeed (for example, M,088,6200 and M85), the legacy Cost Optimization (Performance Index) option provides vertical optimization similar to that used in CI flight planning. However, fixed speeds tend to prevent more effective cost optimization.

Cost Optimization (save money) with Cost Index

When used in conjunction with a Cost Index value (for example, M,088,6200 and CI500), the legacy Cost Optimization option offers redundant information. In general, these two options should not be used together. If they are, ensure that the Cost Optimization ratio (time/fuel cost) is equal to the specified CI value. JetPlan always uses the CI value as the basis for the optimization calculations. In other words, when the Cruise and Performance entries contradict, JetPlan


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optimizes the profile and true airspeed in accordance with the Cruise Mode input, while providing total flight cost information based on the Performance Index input. Minimum Adjusted Cost Index (MACI)

Extends CI methodology to include crew costs and lateness costs. See “Minimum Adjusted Cost Index Cruise Mode.”

Minimum Adjusted Cost Index Cruise Mode This section covers the Minimum Adjusted Cost Index (MACI) method. As explained above, the CI cruise mode process uses the ratio of hourly time costs to fuel costs to determine the lowest cost flight plan. The ratio can be provided as part of the CI cruise mode input (CI60) or calculated from user-provided time cost rate and fuel price information stored in the CADB and CAPDB. MACI extends CI by factoring flight-specific time-based costs into the cost minimization criteria used to determine an effective cost index. In addition to the hourly time cost from the CADB, the user can specify a fixed aircraft cost, crew costs, and the cost of being early or late, referred to in this document as “Lateness Costs.” Other than calculating the final cost as required for MACI, there is no difference between a CI and an MI plan. The additional costs are included in the total cost computation for a flight plan. JetPlan then chooses the optimal speed schedule and profile that minimizes total cost. To invoke the MACI process, enter MI on the Cruise Mode command line. No value is necessary, as JetPlan computes the effective cost index value for you. Example: 11 CRZ MODE MI

The MACI output shows the total cost and CI value.

MACI and Required Arrival Time Methods Either Required Arrival Time method may be requested (Q8 RAT or RATCI) along with MACI. When both MACI and RATCI are requested, the plan required to achieve the arrival time is considered the best plan. Both RATCI and MACI use the Minimum and Maximum RAT Cost Index values in the CADB. Setting these parameters to meaningful values for the aircraft reduces the processing time for these plans. A meaningful Maximum RAT Cost Index value is particularly important. See “CADB Parameters” on page 377.

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Any RATCI limitation also applies to MACI. MACI plans differ from RATCI plans in these ways: • In RATCI plans, the system replaces a CI that is too high to be achievable with a lower CI, even if the original CI was requested by the user. The system does not do this for MACI plans, even if it means a plan is not created. • If needed to achieve the desired arrival time, RATCI functionality overrides user-specified cruise modes. The MACI method does not do this.

MACI Costs In a MACI flight plan computation, the system chooses the optimal speed schedule and profile that minimize total cost. The MACI-specific costs can be broken into five categories: Fuel Cost

Fuel cost is the cost of the fuel burned, and decreases with time as the less fuel is burned the slower the aircraft flies. Fuel cost is stored in the CAPDB, and can also be entered ad hoc.

Aircraft maintenance costs

Maintenance costs include a fixed operating cost and a per-hour operating cost, so maintenance costs increase with time. Maintenance costs apply only during the flight (non-taxi) time. Maintenance costs are stored in the CADB.

Crew costs

Crew costs also increase with time, but have two rates: the initial onschedule rate that is paid until the default block time has elapsed, and the hourly over-schedule rate. Crew costs apply from OUT time to IN time. Crew costs and the default block time are stored in the CPFDB. Crew costs may also be defined in the Customer Airport Fleet Database (CAPFDB) and the Aircraft Fleet Database (ACFDB). The CAPFDB values are used only if no crew cost values are defined in the CPFDB. If the CAPFDB also does not contain crew cost values, the system uses the values in the ACFDB record. No values equals no crew cost.

Lateness costs

As with maintenance costs, lateness costs include a fixed portion and a time-based portion. Unlike maintenance costs, lateness costs can vary with how late (or early) the flight is. In the CPFDB, you can define five lateness time segments, each of which has its own fixed


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and variable cost. For example, you can define a time-based cost so that, within a “late” lateness segment, the lateness costs increase with time, while within an “early” lateness segment, the lateness costs decrease with time. Conversely, you can define an early lateness segment so that the lateness costs increase with time. Enroute Charges

Included only when requested on the flight plan.

With the exception of fuel cost and the hourly portion of the maintenance costs (the CADB hourly time cost), any of these costs can be zero. Aircraft operating costs and a POD fuel price must be defined for MACI to be calculated. The MACI cost computation is arrived at as shown in the following table. Table 12-3

MACI Cost Computation

Total Cost = Fuel Cost + Crew Cost + Maintenance Cost + FIR Charges + Lateness Charges Crew Cost = Flight Crew Cost + Cabin Crew Cost • Flight Crew Cost = Number of Flight Crew * ((Cockpit Crew On-Schedule Rate * Default Block Time) + (Cockpit Crew Over-Schedule Rate * Hours Over Schedule)) • Cabin Crew Cost = Number of Cabin Crew * ((Cabin Crew On-Schedule Rate * Default Block Time) + (Cabin Crew Over-Schedule Rate * Hours Over Schedule)) • The number crew members is derived from the flight plan request. If no number is provided in the flight plan request, JetPlan uses the default crew count stored in the City Pair Fleet Database (CPFDB). • Crew on and over-schedule rates may be stored in the CPFDB, the Customer Airport Fleet Database (CAPFDB), and the Aircraft Fleet Database (ACFDB). JetPlan looks first in the CPFDB for the values. If they are not there, JetPlan looks for them in the CAPFDB. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the ACFDB record. No values = no crew cost.Hours Over-Schedule Time = Scheduled IN Time Default Block Time. Hours Over-Schedule Time cannot be a negative value. • Default Block Time = Block (OUT to IN) time. The Default Block Time value is stored in the CPFDB. Default Block Time cannot be a negative value. Maintenance Cost = Aircraft operating cost * estimated time enroute (flying time only not taxi times) + Fixed Aircraft Operating Costs • Aircraft operating cost = The time-based value in the Performance Index (PI) parameter in the CADB. • Fixed Aircraft Operating Costs = The value of the Fixed Operating Cost (OC) parameter in the CADB.

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Table 12-3

MACI Cost Computation (continued)

Lateness Cost = Late Time * Lateness Rate + Fixed Lateness Cost • Late Time = Planned ETA - Lateness Range (segment) • Lateness segment = Defines a range of “lateness” in minutes. Negative values (early) are valid. Lateness segments store a start time, end time, a lateness rate/minute, and a fixed lateness cost. A sequence of up to five lateness segments is possible. • Lateness Rate = The dollar-per-minute value applied to a given lateness time segment, as defined in the CPFDB. If the Lateness Rate cannot be found in the CPFDB, JetPlan uses zero as the lateness cost. Fuel Cost = Cost of fuel burn based on fuel price at POD. Must use the correct bonded/non-bonded fuel price based on the flight. Fuel price is stored in the CAPDB. NOTE The POD fuel price is used in the computation, even when the engine is performing a tankering computation.

Configuring Customer Databases for MACI The MACI method requires that certain customer database parameters be set. The following section describes these parameters.

NOTE Operating costs in the Performance Index (PI) parameter (in the CADB) and the POD fuel price (which can be set by multiple methods) must be defined, or JetPlan returns an error when you try to run a MACI plan. If crew costs are not defined in the CPFDB, APFDB, or ACFDB, the flight plan indicates that crew costs were not included in the cost calculation. If a lateness table in the CPFDB is not in effect, or there is not a lateness entry corresponding to the time, the lateness cost is zero. If none of MACI-specific costs (lateness and crew) are defined in the customer databases, the dynamic CI is used instead.

CADB Parameters The CADB enables you to store values for two parameters related to operating costs. Both of these values are included in the MACI calculation: • A fixed operating cost that captures fixed maintenance costs per flight per aircraft, measured in monetary units (dollars). This value is stored in the Fixed Operating Cost parameter in the “Modes” section of the CADB.


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• (Required) An operating cost per flight hour per aircraft, measured in monetary units per unit of time (dollars/hr). This value is stored in the timerelated operational cost field of the Performance Index parameter in the “Miscellaneous” section of the CADB. Table 12-4 CADB Operating Cost Parameters Parameter

Code

Definition

Performance Index

PI

NOTE The time portion of this parameter must be set for MACI flight plans.

PI or PI=

Enter the operational cost (time-related costs) in the field provided. Typically, fuel optimization is preferred (and recommended under this scenario). The fuel price field is irrelevant as long as a price is set for the departure station in the CAPDB.

ex. PI=F ex. PI=T ex. PI=M,115,1850

Ex. PI=F,110,2000 (Fuel optimization, $1.10 fuel price, $2000 operational cost setting). Fixed Operating Cost

OC

This parameter allows you to specify a fixed operating cost (dollars/hour). The fixed operating cost is typically used to capture fixed maintenance costs per flight. Example: 200

In addition to the operating costs parameters above, it is recommended that the Aircraft Minimum and Maximum RAT CI values be set to meaningful values, for both MACI and RAT/RATCI methods. For more information, see “MACI and Required Arrival Time Methods” on page 374.

Table 12-5

CADB RAT Max/Min CI Parameters

Parameter

Code

Definition

Min RAT Cost Index

CI1

This parameter sets the lower cost index airspeed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid cost index number. Example: 010. For more information, see the “ETD Commands” chapter.

Max RAT Cost Index

CI2

This parameter sets the upper cost index airspeed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid cost index number. Example: 1000 For more information, see the “ETD Commands” chapter.

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CAPDB Parameters You must set the fuel price, currency code, and fuel density in the CAPDB for the POD airport, or specify them on the flight plan request. These values are used in the MACI calculation. Table 12-6

CAPDB MACI Parameters

Parameter

Code

Definition

Fuel Price

FP

Enter the appropriate fuel price for the airport:

- or -

- or -

Bonded Fuel Price

BP

• Fuel Price (FP) is assumed to be the non-bonded price that includes all taxes and fees required for domestic flights. • Bonded Fuel Price (BP), generally used for international flights, is the non-bonded (domestic) price minus any taxes and customs fees. The price needs to reflect the monetary unit specified by the Fuel Currency Code (FC). See below. Ex. FP=3.30 ($3.30 USD)

Fuel Currency Code

FC

Enter the appropriate ISO code. Ex. FC=USD or FC=JPY

Fuel Density

FD

Optional. Enter a fuel density value only if the airport altitude dictates a non-standard requirement. Otherwise, JetPlan applies the default standard value of 6.7 lbs/gal. Ex. FD=6.8

CPFDB Parameters The CPFDB contains the following parameters used in MACI calculations: • Default Block Time • Lateness Time Segments • Crew Costs


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Default Block Time The value of the Default Block Time parameter is the standard Out to In time for the fleet type/city pair combination. It is used to calculate crew costs for a given flight. Table 12-7

CPFDB Default Block Time Parameter

Parameter

Code

Definition

Default Block Time

DBT

The DBT indicates the standard amount of time from Out to In time for the fleet type/city pair combination. The DBT is added to ETD for use in taxi-time adjustment look up. DBT is also used by the Minimum Adjusted Cost Index (MACI) process to determine crew costs when a scheduled time isn't available. This parameter is used by the front-end system (OPSControl, JetPlan.com, and so on) to automatically determine an ETA when a flight is created manually. Input value: 0–2359. Default is 0000. Enter the value as hhmm. For example, an entry of 1015 means 10 hours and 15 minutes. NOTE DBT must be set to a value greater than zero for the CPFDB or CAPFDB taxi time values to be used.

Crew Cost Parameters You can define values for both a default cabin crew count and a default cockpit crew count in the CPFDB. Cost is also stored for both cabin and cockpit crews. Each crew type must have an on-schedule rate and an over-schedule rate as follows: On Schedule Rates

Cost of cockpit and cabin crew members measured in monetary units/time, such as dollars/hour. The on-schedule cost for the crew member is calculated by multiplying the default block time in the CPFDB* the on-schedule rate. On-schedule costs are calculated based on default block time, and are not reduced even if the estimated flying time is less than the original default block time.

Over Schedule Rates

Cost of cockpit and cabin crew members measured in monetary units/time, such as dollars/hour. The over-schedule cost for a crew member is calculated by multiplying the estimated time overschedule time * the over-schedule rate. These costs are stored for cockpit crew and cabin crew.

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If crew costs are not defined in the CPFDB, APFDB, or ACFDB, the flight plan indicates that crew costs were not included in the cost calculation. Alert messages appear in the output if you are using a format that supports alerts. When no crew count has been defined, the output includes the following alert: MACINOCW CREW COSTS NOT INCLUDED AS NO CREW

When no crew costs have been defined, the output includes the following alert: • MACINOCC CREW COSTS NOT INCLUDED AS COST NOT SET Table 12-8

CPFDB Crew Costs Parameters

Parameter

Code

Definition

Default Cockpit Crew Number

NCOD

Sets the default cockpit crew count; used when computing total cost if no crew count is passed in the flight plan request. Input value: 0–99

Cockpit Crew Cost On Schedule

OSRO

Cockpit Crew Cost Over Schedule

VSRO

Default Cabin Crew Number

NCAD

Sets the fixed cost for the cockpit crew for on-time arrivals. Input value: Dollars/hour, range=0–10,000 Sets the fixed cost for the cockpit crew for late arrivals. Input value: Dollars/hour, range=0–10,000 Sets the default cabin crew count; used when computing total cost if no crew count is passed in the flight plan request. Input value: 0–99

Cabin Crew Cost On Schedule

OSRA

Cabin Crew Cost Over Schedule

VSRA

Sets the fixed cost for the cabin crew for on-time arrivals. Input value: Dollars/hour, range=0–10,000 Sets the fixed cost for the cabin crew for late arrivals. Input value: Dollars/hour, range=0–10,000

Lateness Time Segments You can store five lateness time segments for each fleet/POD/POA combination in the CPFDB. The city pairs are directional. For example, the city pair for DFW->JFK is different from JFK->DFW. Each lateness segment for a city pair is designated with a lateness sequence number, starting with 0 (zero).


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The lateness time segments for a city pair consist of a start time, a lateness rate/minute, and a fixed lateness cost. The fixed lateness cost for each lateness time segment has a range of valid values from $0-$99,999. The start or end times for each segment can be negative numbers; for example, there are cases where a penalty can be applied even if the scheduled ETA is met. Lateness costs are based on the flight’s scheduled arrival time, not when the flight actually arrives (ETA + Taxi In time). Thus, JetPlan must be aware of the scheduled ETA when a MACI flight plan is computed. The following table shows sample lateness segment data for the city pairs DFW->JFK and JFK->DFW. As an example, a flight that is seven minutes late from DFW to JFK represents a lateness sequence number of 1. Table 12-9 Sample Lateness Segments Lateness Rate ($/min)

Fixed Lateness Cost ($)

Sequence

POD

POA

Start Time (min)

0

DFW

JFK

–1

0

1000

1

DFW

JFK

5

50

2000

2

DFW

JFK

8

0

3000

3

DFW

JFK

15

0

0

0

JFK

DFW

0

0

0

1

JFK

DFW

5

50

400

2

JFK

DFW

10

0

1100

3

JFK

DFW

14

0

1100

The following table lists the Lateness Segment parameters in the CPFDB.

Table 12-10 Parameter

Code

Definition

Late Band Effective Begin

LBEB

In JetPlan command-line interface, this parameter activates the Lateness Segments. The effective start/end time values are a “time of day” range during which the band times are active, stored as hhmm.

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CPFDB Lateness Segment Parameters



Table 12-10

CPFDB Lateness Segment Parameters (continued)

Parameter

Code

Definition

Late Band Effective End

LBEE

In JetPlan command-line interface, this parameter deactivates the Lateness Segments. The effective start/end time values are a “time of day” range during which the band times are active, stored as hhmm.

Lateness Time Segments–Sequence Start Time

LB0B–LB4B

The Lateness Time Segments start/end times define a range of “lateness” in minutes. Negative values (early) are valid. A sequence of up to five lateness segments is possible.

(Sequence 0–4)

The Start Time parameter indicates the number of minutes past the scheduled arrival time at which the given lateness sequence becomes effective. Input value: -9999–9999 for begin and end time

Lateness Time Segments–Sequence End Time

LB0E–LB4E

(Sequence 0–4)

The Lateness Time Segments start/end times define a range of “lateness” in minutes. Negative values (early) are valid. A sequence of up to five lateness segments is possible. The End Time parameter indicates the number of minutes past the scheduled arrival time at which the given lateness time segment ceases to be effective. Input value: -9999–9999 for begin and end time

Lateness Rate (Per Minute)

LB0R–LB4R

(Sequence 0–4)

This parameter is the dollar-per-minute value that is applied to the given lateness time segment. A sequence of up to five lateness segments is possible. Input value: Whole dollars 0-9999

Fixed Lateness Cost

LB0F–LB4F

(Sequence 0–4)

This parameter is the fixed dollar value that is applied to the given lateness time segment. A sequence of up to five lateness segments is possible. Input value: Whole dollars 0-9999

CAPFDB and ACFDB Parameters As explained above, crew costs are defined in the CPFDB, but they may also be defined in the CAPFDB and the ACFDB. JetPlan looks first in the CPFDB for the values. If they are not there, JetPlan looks for them in the CAPFDB. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the ACFDB record. If the system can find no crew cost values in any of these databases, crew costs are counted as zero, and alerts are output if the format supports them. See “CPFDB Parameters” on page 379.


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Cost Index Commands Related JetPlan Features

Related JetPlan Features The Cost Index Cruise Mode has applicability in the following flight planning features: RATCI (Destination)

One of the primary applications of Cost Index is the ability to exercise better control over flight plan arrival times. Aircraft operators are constantly confronted with the issue of meeting scheduled arrival times in the face of departure delays. Since basic CI essentially solves the problem of what speed/altitude combination is cost optimal, the Required Arrival Time (RAT) problem can be translated as follows: What CI achieves the required arrival time? The answer is provided by JetPlan’s RATCI option. For more information, see Chapter 8, “Estimated Time of Departure Commands.”

RATCI (Enroute Waypoint)

Similar to the destination RATCI functionality described above. This option is applicable to those situations where an aircraft operator must plan a specific time to reach a specific enroute waypoint (possibly for a rendezvous) before proceeding on with a more cost efficient speed schedule. For more information, see Chapter 8, “Estimated Time of Departure Commands.”

Cost Index Method (Non-FMC CI/RATCI)

As discussed above, cost index flight planning and operations are usually associated with an onboard FMC. However, the CI concept and functionality can be applied to aircraft lacking an FMC through the Cost Index Method parameter (LC) in the “Miscellaneous” section of the CADB. This parameter allows you to select the method JetPlan uses to determine the economy airspeed for a given cost index value. To use this parameter correctly, you must enter a cost index value in the flight plan request or ensure that one is automatically determined for you. When this parameter is set, and a cost index cruise mode is entered on the Cruise Mode command line, JetPlan calculates the flight plan based on the CI input and then uses the data from this calculation to determine the cruise mode (from those available for the aircraft) that most closely duplicates the initial data. The plan is then recalculated

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using the selected cruise mode. This provides some cost optimization while avoiding the constant throttle adjustments that only an onboard computer can make.

NOTE Using the Traditional JetPlan cost index method with the MACI cost index method is not recommended because the newer cost index methods are faster and more accurate.

RATCI and Reclear

The RATCI option described above is designed to work with JetPlan’s Reclear feature. This includes support for special fuel efficient speed schedule planning along the non-time critical leg to the reclear airport.

Climb/Descent Methods

The Climb and Descent Method parameters in the “Miscellaneous” section of the CADB allow you to select a method to compute climb and descent with cost index or with a user-specified climb/descent profile (speed schedule).

Climb and Descent Schedules (Bracket Modes)

CI-based climb and descent operation may also be applied in a limited fashion.

NOTE The relatively limited availability of manufacturer supplied climb and descent schedule data necessitates a hybrid approach within JetPlan to model CI climb and descent flight planning performance.

This approach allows for sets of CI ranges to be established in the “Bracket Modes” section of the CADB. Here, default climb and descent speed schedules can be explicitly defined for each CI range. This method allows you to associate the more time-aggressive climb and descent speed schedules with the higher CI ranges, and closely emulates FMC performance. The following sample illustrates how climb and descent speed schedules can be defined by cost index ranges.


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-- BRACKET MODES (UP TO 6) BK1 FROM CI0 TO CI70 CLIMB AAA BK2 FROM CI71 TO CI200 CLIMB 340 BK3 FROM CI201 TO CI9999 CLIMB 360

DSCNT AAA DSCNT 320 DSCNT 340

Based on the information shown, any flight plan computed with a CI value between 0 (zero) and 70 uses the AAA (default) climb and descent schedules (modes). A plan computed with a CI value between 71 and 200 uses climb mode 340 and descent mode 320, and a plan computed with a CI value above 200 uses climb mode 360 and descent mode 340.

NOTE Use of this feature may be overridden on any flight plan by entering a climb and/or descent mode on the Cruise Mode command line (for more information, see Chapter 11, “Cruise Mode Commands.”)

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C HAPTER 13

Operational Weight Commands

Operational Weight Commands Overview

Overview The Operational Weight command line allows you to specify the aircraft's basic operating weight (or operating empty weight). This is a requirement before any flight plan can be computed. However, you may set an aircraft’s operational weight in the Customer Aircraft Database (CADB) by saving the value to the OP parameter. See Chapter 26, “Customer Aircraft Database.” If you set this value in the CADB, then no input is necessary on the Operational Weight command line. Of course, you may always override the stored setting by entering a different value on the Operational Weight command line. Example: 13 OPERATIONAL WT 382000


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Operational Weight Commands Operational Weight Considerations

Operational Weight Considerations The following considerations apply to Operational Weight inputs: • Input values are specified in pounds or kilograms, depending on the unit of measure you have selected for flight planning. • JetPlan compares the aircraft's maximum zero fuel weight to the sum of the entered operational weight and payload. If the operational weight input results in the maximum zero fuel weight being exceeded, an error is generated. • When using a CADB file as your aircraft type input, the sum of the Operational Weight (OP) and Max Payload (MP) values must be at or below the Maximum Zero Fuel Weight (ZF) value. If they exceed the maximum zero fuel weight, the excess amount is printed out in an error message. NOTE JetPlan attempts to recalculate the flight plan if the Autoweight option (AW) is exercised on the Options command line (or if the Autoweight option is stored in your ID/Attribute File).

• Setting the Operational Weight value equal to the zero fuel weight value is not recommended. However, if this technique is used, be sure to set the payload value to zero.

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C HAPTER 14

Payload, POD/POA, Weight, and Fuel Commands

Payload, POD/POA, Weight, and Fuel Commands Overview

Overview The Fuel/Weight and Payload options are all discussed in this chapter because of the effect one plays upon the other. Since an aircraft has absolute weight limits, there are obvious restrictions on how much load can be placed on the aircraft, and on how the load affects the flight’s performance. Maximizing range tends to require more fuel and less payload. Maximizing payload tends to limit range. Hence, flight plan results are predicated on these performance factors. Payload inputs are entered on the Payload command line (Question 14). Fuel or aircraft weight inputs are entered on the POD or POA Fuel (or Weight) command line (Question 16). Whether fuel or weight is the desired load factor you wish to apply, generally depends on what type of input you enter on the Payload command line. Whether your fuel or weight input is a departure or arrival value, depends on what you want from JetPlan. If you submit an arrival value, JetPlan determines the departure weight and fuel load that meets your arrival specifications. If you submit a departure value, JetPlan simply takes the weight or fuel load you provide and calculates the plan. In either case, the plan results are dictated by your inputs, the capability of the aircraft, and the effects of weather on the flight.


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Payload, POD/POA, Weight, and Fuel Commands Load Performance Scenarios

Load Performance Scenarios JetPlan is designed to compute flight plans under a variety of load scenarios. These scenarios fall within two basic categories: departure case planning and arrival case planning. Departure case planning occurs when a departure fuel or weight load is predetermined and specified in the flight plan request. In this case, JetPlan simply computes the flight plan based on the known information. Any fuel remaining (in excess of contingency fuels such as holding, alternate, and other reserves) or shortfall is a result of the departure amount specified. Arrival case planning occurs when no departure condition is specified. It is the default method used by JetPlan. In this case, JetPlan must determine departure loads based on the specified arrival condition. For example, if you submit a request where zero extra pounds of fuel is needed upon arrival at the destination (not including contingency fuel amounts), JetPlan calculates the proper departure fuel amount needed to meet that zero extra fuel requirement. Within these two basic conditions, you have the option of entering a specific payload figure or allowing JetPlan to automatically maximize payload. To maximize payload, JetPlan uses the various weight limit figures stored in the aircraft’s generic or customer database record and the departure or arrival load value you apply in the flight plan request. There are five basic load performance scenarios, allowing you to: • Submit a flight plan with a known departure or a known arrival fuel value and a known payload value. • Submit a flight plan with a known departure or a known arrival fuel value, and let JetPlan maximize payload based on a zero fuel weight (maximum or user-specified). • Submit a flight plan with a known departure or a known arrival weight value, and let JetPlan maximize payload. • Submit a flight plan with a known departure or a known arrival weight value and a known payload value, and let JetPlan calculate tanker fuel. NOTE The above is an older method of fuel tankering, not to be confused with JetPlan’s Single-Leg Tankering feature (TANK1, TANK2 options).

• Submit a flight plan with a known departure fuel value, and let JetPlan maximize payload.

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Payload, POD/POA, Weight, and Fuel Commands Load Performance Scenarios

Two more scenarios exist, but these are not considered basic because of the application of the JetPlan feature, Single-Leg Tankering. • Submit a flight plan with the Single-Leg Tankering option. JetPlan determines whether tankering fuel is warranted. NOTE There are two Single-Leg Tankering cases: one is based on a fuel index (TANK1), and the other is based on actual fuel cost (TANK2).

• Submit a flight plan using the Multi-sector Tankering option. Based on the results from a referenced flight plan, JetPlan automatically tankers the fuel necessary for the second leg of a flight operation.


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Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options

Payload, Fuel, and Weight Options The following options illustrate the application of the various load performance scenarios mentioned above. As alluded to earlier, the type of payload input you enter generally defines the type of load factor (weight or fuel) you intend to apply. A user-defined payload (a quantitative amount such as 50,000 lbs) defines a load factor of fuel by default. In addition, when entering the load factor, you must specify whether the flight plan is to be a departure case or an arrival case, which in turn influences the performance calculation results immensely.

NOTE Other (secondary) options shown in the following sections also have fuel/weight and payload implications.

Payload Inputs The following paragraphs describe the commands that may be entered on the Payload command line. (Question 14).

xxxxx (Specify Actual Payload Amount – Fuel) This input specifies an actual payload amount. The input leaves the case (departure/arrival) input open to your discretion, but presumes a fuel (not weight) load factor. Example: 14 PAYLOAD 50000 16 POD OR POA FUEL A5000

Explanation: Request 50,000 lbs of payload and 5,000 lbs of arrival fuel (above and beyond contingency fuels).

xxxxx,T (Specify Actual Payload Amount – Weight) This input specifies an actual payload amount. The input leaves the case (departure/arrival) input open to your discretion, but presumes a weight (not fuel) load factor. Excess weight is identified as extra fuel, which can be considered a tankered amount.

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Wxxxxxx/nnnnn (Waypoint Arrival Fuel) This input allows you to arrive over a requested waypoint with a requested amount of fuel onboard. You must enter an actual payload amount on the PAYLOAD command line. Example: 14 PAYLOAD 5000 16 POD OR POA FUEL W2000/GUP

Explanation: Request 5,000 lbs of payload and arrive over the waypoint GUP with 2,000 lbs of fuel.

NOTE The alert message “ALERT TAG WPARFU ALERT MSG OPTION XXXX” is suppressed for Waypoint Arrival Fuel case. Where “XXXX” is one of following options: AW, ETOP(X), DRFT(X), TANK1(X), TANK2(X), TANK3, RF, RC(C), ORB.

W (Maximize the Payload Amount) This input requests JetPlan to maximize the payload amount. You must enter a departure or arrival weight value on the POD or POA Weight command line. Example: 14 PAYLOAD W 16 POD OR POA WT D150000

Explanation: Request max payload based on a departure (takeoff) weight of 150,000 lbs.

ZW (Maximize the Payload Amount) This input requests JetPlan to maximize the payload amount. You must enter a departure or arrival weight value on the POD or POA Weight command line.

NOTE ZW is only available for use with an aircraft stored in the CADB. ZW ensures the maximum payload amount cannot be exceeded.


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Example: 14 PAYLOAD ZW 16 POD OR POA WT A140000

Explanation: Request max payload and an arrival (landing) weight of 140,000 lbs.

F (Maximize the Payload Amount) This input requests JetPlan to maximize the payload amount. You must enter a departure fuel value on the POD or POA Fuel command line.

NOTE

The F option only works on a departure case flight plan.

Example: 14 PAYLOAD F 16 POD OR POA FUEL D25000

Explanation: Request max payload and a departure fuel of 25,000 lbs.

ZF (Maximize the Payload Amount) This input requests JetPlan to maximize the payload amount. You must enter a departure or arrival fuel value on the POD or POA Fuel command line.

NOTE ZF is only available for use with aircraft stored in the CADB. ZF invokes this functionality: Initially, the payload amount starts as the difference between the operational weight and the maximum zero fuel weight (MZFW). This difference may be decreased (payload is decreased) to meet the calculated fuel requirements (for example, on long flights).

Example: 14 PAYLOAD ZF 16 POD OR POA FUEL A0

Explanation: Request max payload and an arrival fuel of 0 lbs.

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xxxxx,Z (Zero Fuel Weight) This input requests JetPlan to determine payload based on a specified zero fuel weight. This input leaves the case (departure/arrival) input open to your discretion, but presumes a fuel (not weight) load factor.

NOTE The value entered here is not a payload amount, but a zero fuel weight amount. The option, Z, invokes this differentiation. The payload amount is the difference between the operational weight and the specified zero fuel weight.

Example: 14 PAYLOAD 130000,Z 16 POD OR POA FUEL A0

Explanation: Request payload to be the difference between the operational weight and the zero fuel weight (130,000 lbs). Request arrival fuel of 0 lbs.

POD or POA WT/Fuel Inputs The POD or POA Weight (or Fuel) command line requires an input of one of the options listed below. In addition, there are several secondary options and reserve fuel options that may be appended to the required input. These secondary options are discussed in the subsections below.

Dxxxxx (Departure Case) The D indicates a departure case; specify the takeoff fuel or weight value. Example: 16 POD OR POA FUEL D50000

Axxxxx (Arrival Case) The A indicates an arrival case; specify the landing fuel, weight value, or time. Example: 16 POD OR POA FUEL A5000

Explanation: Arrive with 5,000 lbs of fuel.


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Example: 16 POD OR POA FUEL A20M

Explanation: Arrive with 20 minutes of fuel (from holding charts in aircraft data).

DM (Departure Case, Maximum Load) Departure case; the M requests a maximum load. Plan calculation is based on the maximum takeoff fuel or weight for the aircraft. Example: 16 POD OR POA FUEL DM

Explanation: Depart with the max amount of fuel for the aircraft. Example: 16 POD OR POA WT DM

Explanation: Depart at the max takeoff weight for the aircraft.

AM (Arrival Case, Maximum Load) Arrival case; the M requests a maximum load. This option applies only to a weight load factor. Plan calculation is based on the maximum landing weight for the aircraft. Example: 16 POD OR POA WT AM

POD or POA WT/Fuel Secondary Inputs The following options may be entered after specifying the case (departure or arrival) and load factor (fuel or weight) input.

NOTE Be sure to enter a comma between the primary (case/load factor) input and any of these secondary options.

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MFODxxxx (Minimum Fuel Over Destination) May be applied to any payload/case/load factor combination. This option ensures that a specific amount of fuel is available at landing. If the sum of the hold, alternate, reserve, and requested extra fuels (contingency fuels) is less than the specified MFOD value, extra fuel is added. JetPlan accepts excess contingency fuel with this option. You can enter the MFOD value as either a weight or time value. JetPlan converts the time value to a weight value, and uses the weight value for processing. Example: 16 POD OR POA FUEL A0,MFOD6000

Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination amount of 6,000 lbs. - or 16 POD OR POA FUEL A0,MFOD55M

Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination value of 55 minutes.

AFxxxx (Arrival Fuel) This option allows you to specify an arrival fuel when the load factor is a weight value. Example: 16 POD OR POA WT A150000,AF2000

Explanation: Request an arrival (landing) weight of 150,000 lbs and an Arrival Fuel of 2,000 lbs.

NOTE This option may not be used with a departure weight scenario (16 POD OR POA WT D150000,AF2000 is not a valid input).


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FC=xxxxx (Fuel Capacity) This option applies to aircraft stored in the CADB only. It restricts the maximum fuel capacity of the aircraft to the amount specified by overriding the value stored in the CADB record. You may enter this option with or without the equal sign between the option and the value (for example, FCxxxxx or FC=xxxxx). Example: 10 A/C TYPE/REGN $N12345 16 POD OR POA WT D150000,FC=45000

Explanation: Request a departure (takeoff) weight of 150,000 lbs and a max Fuel Capacity of 45,000 lbs for the CADB record N12345.

FD=x.xx (Fuel Density) This option applies to aircraft stored in the CADB only. It changes the fuel capacity of the aircraft for an individual flight plan by changing the fuel density. Fuel density is specified in pounds per gallon (lbs/gal). For output formats that use kilograms as the preferred weight unit, JetPlan determines the volume and convert the output appropriately. You may enter this option with or without the equal sign between the option and the value (for example, FDx.xx or FD=x.xx). Example: 10 A/C TYPE/REGN $N12345 16 POD OR POA WT D150000,FD=6.83

Explanation: Request a departure (takeoff) weight of 150000 lbs and change the Fuel Density to 6.83 lbs/gal for the CADB record N12345.

TO=xxxxxx (Takeoff Weight) This option applies to aircraft stored in the CADB only. It restricts the max takeoff weight of the aircraft to the amount specified by overriding the value found in the CADB record. You may enter this option with or without the equal sign between the option and the value (for example, TOxxxxx or TO=xxxxx). Example: 10 A/C TYPE/REGN $N12345 16 POD OR POA WT A140000,TO=168000

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Explanation: Request an arrival (landing) weight of 140,000 lbs and limit the max Takeoff Weight to 168,000 lbs for the CADB record N12345.

LA=xxxxxx (Landing Weight) This option applies to aircraft stored in the CADB only. It restricts the maximum landing weight of the aircraft to the amount specified by overriding the value found in the CADB record. You may enter this option with or without the equal sign between the option and the value (for example, LAxxxxxx or LA=xxxxxx). Example: 10 A/C TYPE/REGN $N12345 16 POD OR POA WT D150000,LA=140000

Explanation: Request a departure (takeoff) weight of 150,000 lbs and limit the max Landing Weight to 140,000 lbs for the CADB record N12345.

ERA=xxxx (Enroute Alternate) This option applies to customers with specific output formats only. The format must be capable of displaying enroute alternate information in the flight plan output. The option value must be a valid ICAO or IATA airport identifier.

NOTE

This option is EU-OPS compliant.

Example: 16 POD OR POA FUEL A0,ERA=EGLL

Explanation: Request an arrival fuel of 0 lbs and the enroute alternate, EGLL.

Bxxxxx (Ballast Fuel) This option applies to customers with specific output formats only. The format must be capable of displaying a ballast fuel figure in the flight plan output. The option value is the amount of ballast fuel in pounds or kilograms. Example: 16 POD OR POA FUEL A0,B9500


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Explanation: Request an arrival fuel of 0 lbs, but carry 9,500 lbs ballast.

MAXT=xxxxx (Maximum Tanker Fuel) This option is used with the Single-Leg Tankering option. It limits the tanker quantity to the amount specified, which can be verified by summing the alternate, hold, reserve and extra fuel totals. The only exception to a MAXT restriction is when the flight needs more fuel to meet legal requirements. In this case, the MAXT amount is overridden. The MAXT option may also be applied to Multi-sector Tankering. Example: 16 POD OR POA FUEL D50000,MAXT=12000

Explanation: Request a departure fuel of 50,000 lbs and tanker no more than 12,000 lbs of fuel.

MCHT=xxx (Minimum Contingency Holding Time) This option compares the flight’s calculated contingency fuel to a holding fuel figure that is based on the time specified (Hold Fuel Flow Rate x MCHT value). JetPlan uses the greater of the two amounts as the flight’s contingency fuel total. The option value is specified in minutes.

NOTE


Example: 16 POD OR POA FUEL A0,i,MCHT=5

Explanation: Request an arrival fuel of 0 lbs and compare the flight’s calculated contingency fuel total to a holding fuel figure based on the Minimum Contingency Holding Time of 5 minutes.

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MCCT=xxx (Minimum Contingency Cruise Time) This option compares the flight’s calculated contingency fuel to a cruise fuel figure that is based on the time specified (Cruise Fuel Flow Rate x MCCT value). The fuel flow rate used to calculate the cruise fuel figure is generally the final fuel flow rate prior to the Top of Descent point (TOD). JetPlan uses the greater of the two amounts as the flight’s contingency fuel total. The option value is specified in minutes.

NOTE


Example: 16 POD OR POA FUEL A0,MCCT=180

Explanation: Request an arrival fuel of 0 lbs and compare the flight’s calculated contingency fuel total to a cruise fuel figure based on the Minimum Contingency Cruise Time of 180 minutes.

PN=1234 (Multi-Sector Tankering) This option supplies JetPlan with the departure fuel requirements from the referenced flight plan (number) for the purpose of tankering that amount on another flight plan. Typically, this would apply to turnaround operations where the fuel price, or the time factor, dictates tankering enough fuel for the return leg of the operation. See “Multi-Sector Tankering” below.

NOTE All options that adjust the aircraft’s maximum values (for example, max takeoff, landing, fuel volume) must have inputs that fall within the range limits loaded for the aircraft.

Domestic, International, and Island Reserves In addition to the secondary inputs listed above, you can specify reserve fuel rules and amounts as options on the POD or POA FUEL(WT) command line as well.


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The following options may be entered after specifying the case (departure or arrival) and load factor (fuel or weight) input.

NOTE Be sure to enter a comma between the case/load factor input and any of these sub-options.

Dxxx (Domestic Reserves) This option calculates reserve fuel based on the number of minutes specified. The time value is multiplied by the fuel flow rate of the last level cruise segment before Top of Descent (TOD). Example: 16 POD OR POA FUEL A0,D45

Explanation: Request an arrival fuel of 0 lbs and 45 minutes of reserve fuel.

Ixxx (Island Reserves) The I option followed by a time value defines the input as island reserves. Island reserve totals are determined in the same manner as domestic reserves (the time value is multiplied by the fuel flow for the last level cruise segment). Example: 16 POD OR POA FUEL A0,I120

Explanation: Request an arrival fuel of 0 lbs and 120 minutes of reserve fuel.

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I (International Reserves) The I option by itself indicates a request for international reserve fuel based on a specific fuel policy. The lack of a time value distinguishes this input from Island reserves.

NOTE This manual uses the term “International Reserve Fuel” to describe functional calculations made by JetPlan. For U.S. Federal Aviation Regulations, these calculations always include: enroute fuel, alternate fuel, enroute reserve fuel (based on 10% of the enroute time), and international reserve fuel (30 minutes hold). The B43 international reserve policy is an alternative calculation. For more information, see “B43X=xx (B43 International Reserve Policy)” on page 409.

Example: 16 POD OR POA FUEL A0,I

Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on a default international policy.

NOTE A specific international reserve policy may be set in your ID/Attribute record so that it is automatically invoked every time an international flight plan is computed. Otherwise, JetPlan applies a default policy. The JetPlan default policy for international reserve fuel is based on U.S. Federal Aviation Regulations (FARs), which define specific calculations based on the type of aircraft (for example, turbojet or turboprop). The JetPlan default policy for turbojet aircraft is ten percent (10%) of the enroute time to the destination. The policy for turboprop aircraft is fifteen percent (15%) of the enroute time to destination and alternate plus 30 minutes. Refer to FAR 121 and 125.

International reserve policies are categorized as either Reserve or Contingency. When a policy is defined as “reserve,” the calculated reserve fuel is included in the landing weight. When a policy is defined as “contingency,” the calculated reserve fuel is not included in the landing weight. How this applies to your operation depends on your requirements or other restrictions.

xxx (International Reserve Policy) This option overrides any stored or default policy. A policy is a three- digit code that identifies a specific formula for calculating reserve fuel. The first number of the code defines the formula, while the remaining two numbers define the applicable percentage rate. For example, the international reserve policy, 105, suggests the following: use the formula defined for policy code 1, and apply a 5% calculation rate.


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The most common international reserve fuel policies are listed below.

Table 14-1

Common International Reserve Policy Formulas

Policy

Description

1xx

xx% of enroute time, output in RES. Multiplies last cruise segment fuel flow by time.

2xx

xx% of enroute burn, output in RES. xx% of alternate burn, output in ALT. Same as policy 8, but this is a “contingency” policy.

3xx

xx% of both enroute burn and alternate burn, output in RES.

4xx

xx% of enroute burn, output in RES. Same as policy 6, but this is a “contingency” policy.

5xx

RAAF and AAF Reserves Reserve Policy 5. Reserve burn and time are 10% of enroute burn/time. Add in fixed reserves - always 4000 lbs for RESDOM 5, and 4300 lbs for RESDOM 38.

6xx

xx% of enroute burn, output in RES. Same as policy 4, but this is a “reserve” policy.

7xx

xx% of enroute burn, alternate burn and hold fuel, output in RES.

8xx

xx% of enroute burn, output in RES. xx% of alternate burn, output in ALT. Same as policy 2, but this is a “reserve” policy.

Example: Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on policy number eight, at a rate of ten percent. 16 POD OR POA FUEL A0,810 NOTE You can also set the International Reserve (IR) parameter in the City Pair Fleet database (CPFDB) to a valid JetPlan code for an international fuel reserve policy. JetPlan then applies that policy by default to any flight for the city pair and fleet type, overriding the system default. For more information, see Chapter 32, “City Pair Fleet Database.”

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B43X=xx (B43 International Reserve Policy) This option allows you to request the B43 International Reserve Policy. JetPlan determines the B43 Areas of Operation (AOO) and the B43 required reserve fuel and also displays the B43 reserve fuel in the flight plan output. The following paragraphs cover the B43 reserve policy and JetPlan’s solution in more detail.

About the B43 Reserve Policy FAA Standard Operations Specification section B43 allows reduced enroute reserves for international flights for Part 121 operators that have received approval from the FAA. The B43 reserve policy is based on the following assumptions: • Navigation errors are unlikely when the aircraft is in Class 1 airspace, receiving signals from ground-based navaids. • Fuel reserves can be safely and reasonably reduced to account for the time the aircraft is in Class 2 airspace, outside the range of navaid signals, where navigation errors are most likely. The B43 reserve policy stipulates that: • Enroute reserves can be calculated only for portions of the route where the aircraft is in Class 2 airspace and is more than an hour away from Class 1 airspace along the route. • Enroute reserves can be calculated at 10%, 5%, or 3% by agreement with the FAA and based on aircraft capabilities. • Destination reserves must be increased from 30 minutes to 45 minutes. The destination reserves are computed the same as domestic reserves–at final segment fuel flow, as opposed to “hold” over most distant airport (destination or farthest alternate).

How JetPlan Supports B43 Flight Plans JetPlan provides the following capabilities: • Allows you to enter the B43 policy and percentage to apply. In JetPlan command-line mode, this information is entered on line 16 POD OR POA.


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• Automatically determines the B43 AOO based on available navaid signals, either on the route or near the route. Class 1 airspace is defined as that area along the route of flight in which radio signals from ground-based navaids can be received. These navaids may either be on the route of flight or in the vicinity of the route of flight. A segment on the route of flight is considered outside of Class 1 airspace if: – It is more than 130 nautical miles (nm) from any H VOR in the JetPlan database on or off-route. – It is more than 75 nm from any NDB in the JetPlan database on or off route. The NDB is not considered if its ARINC power rating is “blank” (50 to 1999 watts). • Allows you to indicate navaids that are out of service. In JetPlan commandline mode, this information is entered on line 16 POD OR POA FUEL. • Takes the one-hour rule into account, returning reserves only when the aircraft is at least one-hour distant from Class 1 airspace along the route. • Displays an alert on the flight plan when no B43 AOOs exist. • Provides “special reserves” output information on the flight plan, as specified by the customer’s flight plan format. • Provides a diagnostic extended flight plan output that supports detailed validation of the calculations, including entry and exit points for B43 AOOs. NOTE You must add the 45 minutes of flying time to the destination required for the B43 policy. JetPlan does not automatically add this to the calculation.

B43 Flight Plan Inputs and Output The following example illustrates using command line mode to apply the B43 reserve policy to a flight plan request. Example: 16 POD OR POA FUEL A0,D45,B43X=10/HPB,NSE/

Explanation: • Arrive with zero extra fuel (A0). • Calculate domestic 45 minutes reserve fuel (D45). (Mandatory when invoking the B43 reserve policy.)

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• Calculate 10% B43 reserves (B43X=10). • Output the B43 Diagnostic Log at the end of the flight plan (B43X=10). • Exclude waypoints HPB and NSE from consideration in the determination of Class 1 airspace coverage while making the B43 reserve calculations (/HPB,NSE/). Example: 16 POD OR POA FUEL A0,D45,B43X=10

The following illustrations show excerpts of output from a sample flight plan (abbreviated) resulting from these inputs.

NOTE The output of B43 Entry and Exit points in the flight plan body is only for those B43 segments that are more than 1 hour of flying time. The output of B43 Entry and Exit points in the B43 Diagnostic Log is for all B43 segments.


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The following flight plan excerpt shows the B43 special reserve fuel. IFR /03 772/B772LR KORD/ORD EDDF/FRA ALTN NONE MIN T/O FUEL121904 RLS FUEL 127404 TOT BRN 105378 PLAN ARR FUEL 016526 01HR/18MIN MEL/CDL 5500 RTE FF KZAUZQZX CZYZZQZX CZULZQZX CZQXZQZX EUCBZMFP EUCHZMFP EGGXZOZX (FPL-B772LR-IG ***Abbreviated for space*** RWT 544853 PLD 065000 GND / LRC SKD / BIAS 0000 AVG WIND DIR/COMP 278/P062 AVG TD P008 PLAN ARR FUEL 016526 0118 --------------------------------------------------------------ARPT FUEL TIME DIST NAM ENRT BRN FRA 105378 0717 3892 3462 --------------------------------------------------------------SP/RSV 01316 0006 **10% B43 SPECIAL RESERVES USED** RSV 09710 0045 ALTN NONE 00000 0000 0000 HOLD 00000 0000 BUFR 00000 MEL/CDL 05500 --------------------------------------------------------------T/O FUEL 121904 MIN T/O 121904 --------------------------------------------------------------TAXI 00000 -----TOTAL 121904 EXTRA 005500 0027 RLS FUEL ORD 127404 ENDURNC 0744 ADJ

00 MINS/1000 LBS

***Abbreviated for space**

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The following flight plan excerpt shows the B43 entry and exit points.

***Abbreviated for space*** --------------------------------------------------------------N52132 W053221 084 840 531 P07 0113 0013 0031 HECKK 370 35 24042 P042 086 032 489 TBD 2335 0300 0763 --------------------------------------------------------------N53000 W050000 089 839 540 P09 0132 0014 0035 5350N 370 35 23053 P049 092 010 491 TBD 2203 0314 0728 --------------------------------------------------------------B43 ENTRY 1

N5500 W03959

N55000 W040000 089 838 567 P08 0374 0040 0093 5540N 370 40 22089 P078 093 010 489 TBD 1829 0354 0635 --------------------------------------------------------------N55000 W030000 105 838 578 P05 0345 0036 0082 5530N 370 40 28093 P092 104 010 486 TBD 1484 0430 0552 --------------------------------------------------------------B43 EXIT

1

N5440 W02544

N54000 W020000 111 836 610 P06 0355 0034 0079 5420N 370 39 30141 P124 105 010 486 TBD 1129 0504 0473 --------------------------------------------------------------N53000 W015000 117 836 580 P09 0189 0020 0044 MALOT 370 35 30095 P091 115 010 489 TBD 0940 0524 0428 --------------------------------------------------------------***Abbreviated for space***


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The following flight plan excerpt shows the B43 diagnostic log. ***Abbreviated for space*** B43 DIAGNOSTIC LOG SEGMENT DST COVERAGE 1 KORD - EBAKE 42 GIJ=42 2 EBAKE - WISMO 43 OBK=43 3 WISMO - POSTS 47 PMM=47 4 POSTS - PADDE 25 GRR=25 5 PADDE - SVM 40 CRL=40 6 SVM - YEE 211 CRL=81 YEE=130 7 YEE - YXI 113 YEE=130 YXI=130 8 YXI - YMW 76 YXI=130 9 YMW - YLQ 149 YXI=54 YUL=95 10 YLQ - VBS 71 VBS=130 11 VBS - YYY 128 VBS=130 YYY=130 12 YYY - PN 167 YYY=130 YGP=37 13 PN - YNA 103 YNA=130 14 YNA - YAY 229 YNA=130 YAY=130 15 YAY - HECKK 113 YAY=130 16 HECKK - 5350N 132 YAY=17 CLASS2=115 * CLASS2 Entry 1 17 5350N - 5540N 374 CLASS2=374 B43=0 * B43 Entry 1 (3600 sec after CLASS2 Entry) 18 5540N - 5530N 345 B43=345 19 5530N - 5420N 355 B43=149 CLASS2=206 * B43 Exit 1 (3600 sec before CLASS2 Exit) (Duration: 3669 20 5420N - MALOT 189 CLASS2=189 21 MALOT - GISTI 36 CLASS2=36 22 GISTI - BANBA 291 CLASS2=58 SHA=233 * CLASS2 Exit 1 (Duration: 10869 sec) 23 BANBA - KONAN 312 BCN=242 BIG=70 24 KONAN - KOK 25 KOK=130 25 KOK - FERDI 39 KOK=130 26 FERDI - BUPAL 38 KOK=38 27 BUPAL - REMBA 13 KOK=13 28 REMBA - SPI 29 KOK=29 29 SPI - DITEL 31 SPI=130 30 DITEL - BENAK 3 SPI=3 31 BENAK - POBIX 13 SPI=13 32 POBIX - AKIGO 8 SPI=8 33 AKIGO - OSMAX 12 SPI=12 34 OSMAX - EPINO 5 SPI=5 35 EPINO - LAGES 11 SPI=11 36 LAGES - ROKIM 17 SPI=17 37 ROKIM - FFM 23 SPI=23 38 FFM - MTR 16 FFM=130 MTR=130 39 MTR - EDDF 18 MTR=130

sec)

Total flying time of B43 AOO * 10% (flying time > 1 hr): 366 Fuel flow rate used to compute the SP/RSV value: 12946

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Other Options that Affect Payload, Fuel, and Weight The following options affect the flight performance by adjusting the balance between fuel, weight and payload.

Hold Option The Hold option allows you to make changes to the flight plan through command lines typically omitted when a CADB record is used. This option is entered on the Options command line anywhere after the flight plan command (for example, FP,HOLD). Specific to this chapter, the Hold option allows you access to the Reserve and Max Fuel command lines when these options would not typically be available. When the Hold option is applied, after all normal questions are answered, JetPlan prompts the following: “ENTER QUESTION NUMBER OR GO.” At this prompt, enter @17 to bring up Question 17. What Question 17 prompts for depends on the flight performance case you have entered in the flight plan request. If you have specified an arrival case, Question 17 prompts for “Max Fuel.” If you have specified a departure case, Question 17 prompts for “Reserve” fuel. The applicability of these items is explained below. Reserve

This is the expected change item when the Hold option is applied in a departure case flight plan. For the departure fuel case (for example, depart with 45,000 lbs of fuel), a reserve fuel input has no bearing on the flight plan computation and results. Avoid this input in this case. For the departure weight case (for example, depart at a takeoff weight of 150,000 lbs) a reserve fuel input changes the flight plan in the following way: the plan results are the same as if no reserve is entered except that the reserve input amount is displayed in the XTRA fuel block, and the payload is reduced by that exact amount. Hence, this input shows extra fuel, but robs payload to do so. Avoid this input unless this result is deemed useful.

NOTE To add arrival fuel to a departure weight case flight plan, use the secondary input option, AFxxxxx. See above.


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Max Fuel

This is the expected change item when the Hold option is applied in an arrival case flight plan. For either arrival fuel case (fuel or weight), a max fuel input simply changes the aircraft’s fuel capacity, which can be done using the secondary input option FC=xxxxx. Hence, this is to be avoided as well.

Reserve Inputs When using a generic aircraft as your Aircraft Type command line input, the Reserve command line (17 RESERVE) is prompted if a departure case flight plan is specified. The amount you enter is in addition to any hold, alternate, and domestic or international reserve fuel calculated. However, this amount is taken from what could be carried as payload. To avoid this, enter zero on the Reserve command line (for example, 17 RESERVE 0). Amounts may be entered in lbs or minutes. To indicate minutes, enter a two-digit value followed by “M.” Example: 17 RESERVE 30M

Explanation: 30 minutes of extra reserve fuel.

NOTE If arrival taxi fuel is included in the flight plan request or stored in the aircraft’s CADB record, JetPlan subtracts that amount from the reserve fuel. For example, assume a 5,000 pound reserve fuel. If 500 pounds of arrival taxi fuel is included in the flight plan, the reserve fuel output is 4,500 pounds.

Max Fuel Inputs When using a generic aircraft as your Aircraft Type command line input, the Max Fuel command line (17 MAX FUEL) is prompted if an arrival case flight plan is specified. The amount you enter sets the fuel capacity for the flight plan computation. In most cases, this is the maximum tank fuel available at rotation/takeoff.

Automatic Weight Reiteration (Autoweight) The Automatic Weight Reiteration feature (autoweight) allows JetPlan to recalculate the flight plan when either a weight limit or the maximum fuel capacity is exceeded. Typically, to find a solution to an excess weight problem, the autoweight process adjusts the payload or the flight case (departure/arrival) until a viable answer is determined. JetPlan can also be set to adjust extra fuel, while maintaining the specified payload.

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The autoweight feature is invoked in a flight plan by entering the AW option on the Options command line. Example: 01 OPTIONS FP,AW NOTE Jeppesen recommends the use of this option. The autoweight feature may be set in your ID/Attribute record so that it is invoked regularly. You may choose to have it set the standard way, where payload and/or flight case is adjusted; or have it set so that payload is maintained and extra fuel is adjusted. Contact your Jeppesen account manager for assistance.


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Payload, POD/POA, Weight, and Fuel Commands Application of Load Performance Scenarios

Application of Load Performance Scenarios As stated earlier, there are five load performance scenarios. Applying these scenarios to the JetPlan system leads to the conclusion that there are seven basic combinations available in which you can enter payload, fuel, weight, reserves, and maximum fuel to get a flight plan. These combinations are illustrated below. They show the relationship between the various load factors and the flight performance cases.

NOTE JetPlan requires a Reserve or Max Fuel input only if a CADB record name is not used (when a generic aircraft is used). With departure case flight plans, a Reserve input provides extra (pad) fuel (at a cost to payload). With arrival case flight plans, extra fuel is specified on the POA Fuel command line (for example, A5000).

“Comparing Max Fuel Capacity Plans with MFOD Inputs” on page 425 discusses the characteristics of the JetPlan system when the MFOD option is applied in a flight plan that requests maximum fuel capacity.

Arrival Fuel Case/Known Payload Flight Plans An Arrival Fuel Case flight plan calculates the required departure fuel when the payload is a known value. If a CADB record is used, JetPlan requires a Payload and Arrival Fuel input. If a generic aircraft is used, JetPlan requires Payload, Arrival Fuel and Max Fuel inputs. Table 14-2 Prompt (Keyword) 14 PAYLOAD (//PLD)

Arrival Fuel Case/Known Payload Basics Input

Remarks

xxxxx

Actual Payload value

xxxxx,Z

Actual ZFW value (maximize payload)

ZF

ZF code (maximize payload - CADB)

16 POA FUEL (//AFL)

Axxxxx

Arrival case, arrival fuel amount

17 MAX FUEL (//MVR)

xxxxxx

Fuel capacity value (generic AC)

Example: 14 PAYLOAD ZF 16 POD OR POA FUEL A0,D45,FC137800 17 MAX FUEL 137800 (generic AC)

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Explanation: Calculate flight plan using the aircraft’s CADB record value for max zero fuel weight (MZFW). Maximize payload based on that weight. Arrive with no extra fuel (A0) beyond contingencies (hold, alternate or reserve fuel). Calculate 45 minutes of domestic reserve fuel (D45), and restrict the fuel capacity to 137,800 lbs (FC137800).

NOTE The Max Fuel command line would be used to specify the fuel capacity if the aircraft were a generic record rather than a CADB record.

Example: 14 PAYLOAD 50000 16 POD OR POA FUEL A5000,I,TO327400

Explanation: Requests 50,000 lbs of payload. Arrive with 5,000 lbs extra fuel (A5000), calculate international reserve fuel (I), and restrict maximum takeoff weight to 327,400 lbs (TO327400). Example: 14 PAYLOAD 174000,Z 16 POD OR POA FUEL A3500,I120

Explanation: Calculate flight plan at a zero fuel weight value of 174000 lbs. Arrive with 3500 lbs extra fuel (A3500), and calculate 120 minutes of island reserve fuel (I120). Example: 14 PAYLOAD ZF 16 POD OR POA FUEL A0,I,MFOD23000,FD=6.95

Explanation: Calculate flight plan using the aircraft’s CADB record value for max zero fuel weight (MZFW). Maximize payload based on that weight. Arrive with zero extra fuel (A0). Ensure a minimum fuel over destination of 23,000 lbs (MFOD23000). Use a fuel density value of 6.95 lbs/gal (FD=6.95) – increasing the maximum fuel capacity.

Departure Fuel Case/Known Payload Flight Plans A Departure Fuel Case flight plan with a known payload calculates the required fuel when both the payload and the takeoff fuel values are known. If a CADB record is used, JetPlan requires a Payload and Departure Fuel input. If a generic aircraft is used, JetPlan requires


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Payload, Departure Fuel and Reserve inputs. If a CADB record is used and the Hold option is specified on the Options command line (for example, FP,HOLD), a Reserve amount may be entered to add extra fuel to the flight plan (at the price of less payload).

NOTE A reserve fuel may be added to flight plans (without the Hold option) when the plan is submitted as a Schedule Database record and the aircraft input within the record is a generic identifier.

Table 14-3

Departure Fuel Case/Known Payload Basics

Prompt (Keyword)

Input

Remarks

14 PAYLOAD (//PLD)

xxxx

Actual Payload value

xxxxxx,Z

Actual ZFW value (maximize payload)

ZF

ZF code (maximize payload - CADB)

16 POD FUEL (//DFL)

Dxxxxxx

Departure case, takeoff fuel amt

17 RESERVE (//RES)

xxxxx

Reserve fuel value

Example: 14 PAYLOAD 50000 16 POD OR POA FUEL D110000,I,MFOD25000

Explanation: 50,000 lbs payload. Depart with 110,000 lbs fuel (D110000) and calculate international reserve fuel (I). Minimum fuel over destination is 25,000 lbs (MFOD25000). Example: 01 OPTIONS FP,HOLD (other optional commands may also be entered) 14 PAYLOAD 75000 16 POD OR POA FUEL D200000,108 ENTER QUESTION NUMBER OR GO 17 17 RESERVE 5000

Explanation: 75,000 lbs payload. Depart with 200,000 lbs fuel (D200000) and calculate international reserve fuel using reserve policy number one (1) at an eight percent (8%) rate (108). Add an additional reserve (extra) fuel of 5,000 lbs.

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Arrival Weight Case/Unknown Payload Flight Plans An Arrival Weight Case flight plan calculates the maximum allowable payload when the landing weight is a known value. If a CADB record is used, JetPlan requires a Payload and Arrival Weight input. If a generic aircraft type is used, JetPlan requires Payload, Arrival Weight and Max Fuel inputs. Two entries may be selected for payload: W or ZW. Both tell the system to calculate the maximum payload; however, ZW may be used only with a CADB record. If the sum of the basic operating weight plus the payload exceeds the maximum zero fuel weight, the ZW input causes a transfer of the excess weight to extra fuel. It is possible to select both an arrival weight value and an arrival fuel value. This gives the capability to specify extra fuel, just as in the Arrival Fuel Case. Table 14-4

Arrival Weight Case/Unknown Payload Basics

Prompt (Keyword) 14 PAYLOAD (//PLD) 16 POA WT (//AWT) 17 MAX FUEL (//MVR)

Input

Remarks

ZW

ZW code (maximize payload - CADB)

W

W code (maximize payload)

Axxxxxx

Arrival case, landing weight

AM

Arrive at max landing weight

xxxxxx


Example: 14 PAYLOAD ZW 16 POD OR POA WT AM,D45

Explanation: Calculate maximum payload. Arrive at the maximum landing weight stored in the CADB record (AM), and calculate 45 minutes of domestic reserve fuel (D45). Example: 14 PAYLOAD ZW 16 POD OR POA WT A247000,I,AF5000

Explanation: Calculate maximum payload. Arrive at 247,000 lbs (A247000), calculate international reserve fuel (I), and add an arrival fuel of 5,000 lbs as extra reserve fuel (AF5000). Example: 14 PAYLOAD W 16 POD OR POA WT A421000,I120 17 MAX FUEL 240000


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Explanation: Calculate maximum payload. Arrive at 421,000 lbs (A421000), calculate 120 minutes island reserve fuel (I120). Restrict total fuel to 240,000 lbs (MVR = 240000). CADB record is not used.

Departure Weight Case/Unknown Payload Flight Plans A Departure Weight Case flight plan calculates the maximum allowable payload when the takeoff weight is known. If a CADB record is used, JetPlan requires a Payload and Departure Weight input. If a generic aircraft type is used, JetPlan requires Payload, Departure Weight and Reserve inputs. Two entries may be selected for payload: W or ZW. Both direct JetPlan to calculate the maximum payload; however, ZW may only be used with a CADB record. If the sum of the basic operating weight plus the payload exceeds the maximum zero fuel weight (MZFW) value in the CADB, the ZW input switches excess weight to the extra fuel category. Table 14-5

Departure Weight Case/Unknown Payload Basics

Prompt (Keyword)

Input

Remarks

14 PAYLOAD (//PLD)

ZW

ZW code (maximize payload - CADB)

W

W code (maximize payload)

16 POD WT (//DWT) 17 RESERVE (//RES)

Dxxxxxx

Departure case, takeoff weight

DM

Depart at max takeoff weight

xxxxx

Reserve fuel value

Example: 14 PAYLOAD ZW 16 POD OR POA WT DM,I

Explanation: Calculate maximum payload. Depart at the maximum takeoff weight stored in the CADB record (DM), and calculate international reserve fuel (I). Example: 14 PAYLOAD ZW 16 POD OR POA WT D800000,I

Explanation: Calculate maximum payload. Depart at 800,000 lbs (D800000) and calculate international reserve fuel (I). Example: 14 PAYLOAD W

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16 POD OR POA WT D355000,I120 17 RESERVE 0

Explanation: Calculate maximum payload. Depart at 355,000 lbs (D355000) and calculate 120 minutes of island reserve fuel (I120). No additional reserve fuel selected. CADB record is not used. Example: 01 OPTIONS FP,HOLD (other optional commands may also be entered) 14 PAYLOAD ZW 16 POD OR POA WT D155000 ENTER QUESTION NUMBER OR GO 17 17 RESERVE 5000

Explanation: Calculate maximum payload. Depart at 155,000 lbs (D155000) and calculate reserve fuel of 5,000 lbs. CADB is used.

Departure Fuel Case/Unknown Payload Flight Plans A Departure Fuel Case flight plan calculates the maximum allowable payload when the takeoff fuel value is known. Both this case and the Departure Weight Case calculate the maximum payload that may be carried. If a Departure Weight Case flight plan results in an “Exceeds Max Fuel” error (XMFXXXXX), the flight plan request can be switched to this case. The switch increases the chances of getting a flight plan without error. If a CADB record is used, JetPlan requires a Payload and Departure Fuel input. If a generic aircraft type is used, JetPlan requires Payload, Departure Fuel and Reserve inputs. Table 14-6

Departure Fuel Case/Unknown Payload Basics

Prompt (Keyword)

Input

Remarks

14 PAYLOAD (//PLD)

F

F code (maximize payload)

16 POD FUEL (//DFL)

Dxxxxxx

Departure case, takeoff fuel amt

DM

Depart with max fuel

xxxxx

Reserve fuel value

17 RESERVE (//RES)

Example: 14 PAYLOAD F 16 POD OR POA FUEL DM,I,MFOD10000


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Explanation: Calculate maximum payload. Depart with the maximum fuel capacity stored in the CADB record (DM), calculate international reserve fuel (I), and arrive with a minimum fuel over destination of 10,000 lbs (MFOD10000).

Departure Weight Case/Tanker Fuel Flight Plans A Departure Weight Case/Tanker Fuel flight plan calculates the extra fuel which may be carried until a weight limit is reached. This case is similar to the Departure Weight Case flight plan, except that a known payload value is specified. The difference between the known payload and the maximum allowable payload is output as extra fuel. The letter T after the payload invokes this case. If a CADB record is used, JetPlan requires a Payload and Departure Weight input. If a generic aircraft type is used, JetPlan requires Payload, Departure Weight and Reserve inputs. Table 14-7

Departure Weight Case/Tanker Fuel Basics

Prompt (Keyword)

Input

Remarks

14 PAYLOAD (//PLD)

xxxxx,T

Actual payload value, tanker fuel

16 POD WT (//DWT) 17 RESERVE (//RES)

Dxxxxxx

Departure case, takeoff weight

DM

Depart at max takeoff weight

xxxxx

Reserve fuel value

Example: 14 PAYLOAD 50000,T 16 POD OR POA WT DM,I

Explanation: Calculate the extra fuel which may be carried with 50,000 lbs of payload. Depart at the maximum takeoff weight stored in the CADB record (DM) and calculate international reserve fuel (I). Example: 14 PAYLOAD 50000,T 16 POD OR POA WT D355000,I

Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload. Depart at 355,000 lbs (D355000) and calculate international reserve fuel (I).

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Arrival Weight Case/Tanker Fuel Flight Plans An Arrival Weight Case/Tanker Fuel flight plan calculates the amount of extra fuel which may be carried until a weight limit is reached. This case is similar to the Arrival Weight Case flight plan, except that a known payload value is specified. The difference between the known payload and the maximum allowable payload is output as extra fuel. The letter T after the payload value invokes this case. If a CADB record is used, JetPlan requires a Payload and Arrival Weight input. If a generic aircraft type is used, JetPlan requires Payload, Arrival Weight and Max Fuel inputs. Table 14-8

Arrival Weight Case/Tanker Fuel Basics

Prompt (Keyword)

Input

Remarks

14 PAYLOAD (//PLD)

xxxxx,T

Actual payload value, tanker fuel

16 POA WT (//AWT)

Axxxxxx

Arrival case, landing weight

AM

Arrive at max landing weight

xxxxxx


17 MAX FUEL (//MVR)

Example: 14 PAYLOAD 50000,T 16 POD OR POA WT AM,I

Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload. Arrive at the maximum landing weight stored in the CADB record (AM) and calculate international reserve fuel (I).

Comparing Max Fuel Capacity Plans with MFOD Inputs There is an important concept to understand when comparing flight plans requested with both a maximum fuel capacity implication and an MFOD option. It is that the amount of fuel available for enroute burn does not typically vary with different route inputs. This functionality also applies when the Autoweight feature changes a departure weight case flight plan or a maximum zero fuel weight flight plan into a maximum fuel capacity flight plan. The following example illustrates a request for a maximum zero fuel weight flight plan. Example: 01 OPTIONS FP,AW


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14 PAYLOAD ZF 16 POD OR POA FUEL A0,I,MFOD23000,FD=6.8

If, due to the length of the flight, JetPlan cannot calculate the flight plan at the MZFW value, the Autoweight feature tries to calculate the flight plan based on one of the following cases: • Maximum takeoff weight • Maximum landing weight • Maximum fuel capacity If JetPlan finds that it can only calculate the flight plan at maximum fuel capacity, then the amount of fuel available for enroute burn is the difference between the maximum fuel capacity available at takeoff (as amended by fuel density) and the MFOD value. This may be expressed as: MAX FUEL CAPACITY - TAXI FUEL - MFOD = AMOUNT FOR ENROUTE BURN The following data illustrates a fuel block for a flight plan run at maximum fuel capacity. The fuel values are in pounds. POA RCTP

233600

ALT RCKH

007500

HLD

007100

RES

007000

REQ

255200

XTR

001400

TOT

256600

TAXI

001500

RAMP

258100

JetPlan adds an extra fuel amount (1,400 lbs) to raise the MFOD to 23,000 lbs: ALT + HOLD + RES = VALUE + XTR = MFOD 7500 + 7100 + 7000 = 21600 + 1400 = 23000 Assuming that the sum of alternate, hold, and reserve fuel does not exceed the specified MFOD value (23,000 lbs in this case), the amount of fuel available for enroute burn is: RAMP - TAXI - MFOD = AMOUNT FOR ENROUTE BURN

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258100 - 1500 - 23000 = 233600 This concept is important to keep in mind when comparing different flight plans run with maximum fuel capacity and the MFOD option. Assuming that all input parameters stay the same (except for the route input), the amount of enroute burn fuel available remains constant. However, the payload (and takeoff weight) vary according to the nautical air miles.


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Payload, POD/POA, Weight, and Fuel Commands Single-Leg Tankering

Single-Leg Tankering The Single-Leg Tankering feature is designed to make a tankering/no tankering determination based on either a known fuel cost or a fuel index. The basic functionality is predicated on the comparison of two different flight plans: one carrying fuel as defined by the basic flight plan inputs, the other carrying as much fuel as possible (subject to structural limitations such as takeoff weight, landing weight, and fuel capacity). This feature requires the application of certain parameters within the CADB and the Customer Airport Database (CAPDB). To invoke the Single-Leg Tankering feature, enter one of the following options on the Options command line: TANK1

Fuel index tankering. JetPlan tankers fuel if certain criteria are met.

TANK1X

Fuel index tankering and analysis. JetPlan tankers fuel if certain criteria are met. In addition, an analysis prints out at the bottom of the flight plan. It includes the following: POD fuel index, POA fuel index, aircraft database fuel index, and the dynamically computed flight index. Also, if tankering is warranted, the tanker amount and transport amount are printed.

TANK2

Fuel cost tankering. JetPlan tankers fuel if certain criteria are met.

TANK2X

Fuel cost tankering and analysis. JetPlan tankers fuel if certain criteria are met. In addition, an analysis prints out at the bottom of the flight plan. It includes the following: POD and POA information: fuel price, fuel units, fuel currencies, and price/lb (or price/kg). A tanker cost comparison is printed, and if tankering is warranted, the savings is printed.

TANK3/TANK3X

Fuel cost tankering analysis. This option displays results for tankering different amounts of fuel (20%, 40%, 60%, 80%, and 100%). This option can be useful if you are deciding whether to tanker the maximum amount of fuel or a lesser quantity.

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Fuel Index Tankering: TANK1 and TANK1X If fuel price information is sensitive to your operation’s competitiveness, JetPlan allows you to conceal actual fuel cost information by using a fuel index method for defining fuel price data. The index method defines fuel prices relative to some standard, such as the cost of fuel at your home base of operations. This enables you to specify fuel costs in a relative manner without revealing the actual prices paid.

Database Requirements Certain database parameters must be set before you can apply this method of the Single-Leg Tankering feature. The following table lists the required (and optional) parameters. Table 14-9

Fuel Index Tankering - Database Requirements

Parameter

Database

Information

Tanker Index (TI)

CADB

The Tanker Index value is a ratio that conveys a measure of relative fuel prices (between the departure and arrival stations) corrected for time. This value may be different for each aircraft in your fleet. When computing a flight plan, JetPlan compares the TI value to the dynamically calculated Flight Index (FI) value. When the Tanker Index is less than or equal to the dynamically computed ratio, fuel tankering is warranted.

Optional

NOTE The Tanker Index value for each aircraft must be determined by the operator. It is generally arrived at through experimentation. Theoretically, it is the point at which tankering fuel is economically viable for a given time/distance, when the fuel cost difference (between the two airports – departure and arrival) is known.


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Table 14-9

Fuel Index Tankering - Database Requirements (continued)

Parameter

Database

Information

Fuel Index (FI)

CAPDB

The fuel index value for a particular station is based on a fuel price standard (typically the fuel price at your home base of operation). Setting the standard to a fuel index value of 100 allows you to define other airport fuel prices as a percentage increase or decrease from the standard. For example, if an airport has fuel prices 20% higher than the standard, it can be given a fuel index value of 120 (100 + 20). If fuel prices are 6% lower, then the index value is 94 (100-6).

Required.

A fuel index value must be set for every airport used (departure or arrival) with this feature. Tanker Landing Weight (TL)

CADB

Optional

Limits the amount of fuel that can be tankered based on a specific landing weight. For example, assuming a tanker landing weight of 480,000 lbs, if the flight’s calculated landing weight (without tankering) is 475,000 lbs, the flight is limited to tanker 5,000 lbs extra fuel (480,000 - 475,000). This option does not affect the aircraft’s max landing weight.

Tanker Fuel Maximum (TM)

CADB

Optional

Sets a limit on the maximum amount of fuel to tanker. NOTE May be entered on an ad hoc basis using the MAXT option on the Arrival Fuel command line.

To set the CADB parameters, use the AC,CHG command. Example: 01 OPTIONS AC,CHG,acfilename,TI=10.5,TL=152000,TM=12000

To set the CAPDB parameter, use the AP,CHG (or SAV) command. Example: 01 OPTIONS AP,SAV,airportID,FI=150

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Flight Index The method employed in Fuel Index tankering is simply to compare your preset Tanker Index value to some other figure that measures the relative fuel prices between the departure and arrival stations. This other figure is the Flight Index. The flight index is a value calculated during the flight plan computation. It is derived from the fuel index values set for the departure and arrival airports in your CAPDB and the calculated flight time. The Flight Index value is dynamically calculated using the following formula: FI = (AI - DI) / T where: • FI = Flight Index • AI = POA fuel index (stored in your CAPDB) • DI = POD fuel index (stored in your CAPDB) • T = Flight time, in hours (from the flight plan computation)

Decision to Tanker When the dynamically calculated Flight Index is greater than the Tanker Index stored in your CADB record, fuel tankering is applied to the flight plan calculation. JetPlan automatically recomputes the flight plan to tanker the maximum amount of fuel from the POD to the POA without violating any structural limits (or specified tankering thresholds). If the TANK1X option is specified, JetPlan provides extended information that shows the respective airport fuel index data at the bottom of the flight plan. When tankering is warranted, JetPlan prints out both the tanker amount and the transport amount (the amount necessary to carry the extra tanker weight). The following examples illustrate the extended information supplied by the TANK1X option. Example: In this example, the output suggests that tankering is warranted because the flight index (FLTI) is greater than the tankering index (A/C-I). The amount of fuel tankered is shown, as well as the amount of fuel needed to carry the extra weight (transport fuel). TANK 1:

POD-I 130.00

POA-I 180.00


FLT-I 029.41

A/C-I 010.50

TANKER 068404

TRANSPORT 004179

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Example: In this example, tankering is not warranted because the flight index (FLT-I) is less than the tankering index (A/C-I): TANK 1:

POD-I 180.00

POA-I 130.00

FLT-I -027.50

A/C-I 010.50

TANKER 000000

TRANSPORT 000000

In performing the analysis, JetPlan preserves the user-specified payload. Hence, the value must be known when the flight plan is requested. Therefore, the Single-Leg Tankering feature is only valid in the Arrival Fuel Case scenarios.

Maximum Tanker Value If you wish to cap the amount of fuel tankered to a maximum quantity, you can set the Tanker Fuel Maximum parameter (TM) in your CADB record or use the MAXT option. The MAXT option is applied to the individual flight plan on the Arrival Fuel command line. Example: 16 POA FUEL A0,I,MAXT=6000

Explanation: For this flight, the maximum amount of fuel that can be tankered is set to 6,000 lbs/kgs.

NOTE The TM parameter setting would be a more permanent solution if that is what you need.

Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options The fuel cost tankering option assumes that fuel prices are known to JetPlan. It is based on the concept of a tankering cost threshold, where you define the minimum amount of monetary savings that must be achieved before JetPlan tankers extra fuel.

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Database Requirements The fuel cost method requires certain database parameters to be set before applying this option. The following table lists the required (and optional) parameters: Table 14-10

Fuel Cost Tankering - Database Requirements

Parameter

Database

Information

Tanker Threshold (TT)

CADB

The Tanker Threshold value sets the minimum savings before tankering extra fuel is warranted. Any calculation which arrives at a figure that is less than the tanker threshold value defines a “no tanker” situation.

Required

For example, assuming a tanker threshold of $100, JetPlan only tankers fuel when the tankering plan produces a savings of $100 or more over the non-tankering flight plan. The default value is zero, meaning any tankering amount that saves money is warranted. Tanker Currency (TC)

CADB

Required

The tanker currency code is the ISO code that defines the monetary unit you wish to use. Any fuel savings/shortfall printed in the extended information at the end of the flight plan is in this currency. NOTE A list of codes and exchange rates can be found using the option, JPIII, on the Options command line.

Tanker Landing Weight (TL)

CADB

Optional

Limits the amount of fuel that can be tankered based on a specific landing weight. For example, assuming a tanker landing weight of 480,000 lbs, if the flight’s calculated landing weight (without tankering) is 475,000 lbs, the flight is limited to tanker 5,000 lbs extra fuel (480,000 - 475,000). This option does not affect the aircraft’s max landing weight.

Tanker Fuel Maximum (TM)

CADB

Optional

Sets a limit on the maximum amount of fuel to tanker. NOTE May be entered on an ad hoc basis using the MAXT option on the Arrival Fuel command line.


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Table 14-10

Fuel Cost Tankering - Database Requirements (continued)

Parameter

Database

Information

Fuel Price (FP)

CAPDB

Defines the cost of fuel at the individual airport. This must be set for the departure and arrival station. This value needs to be in line with the specified Fuel Currency (FC) code.

Required

Fuel Price equates to the “non-bonded price” that includes all taxes and fees required for domestic flights (as opposed to the bonded fuel price that can be used for international flights. See Bonded Fuel Price below). Bonded Fuel Price (BP)

CAPDB

Tankering calculations. Bonded Fuel Price is the domestic (non-bonded) price minus any taxes and customs fees. Under certain circumstances, taxes and customs fees may be avoided if a flight can be classified as international.

CAPDB

Defines the ISO currency unit by which the fuel is purchased. This code needs to be in line with the specified Fuel Price (FP) setting.

Optional

Fuel Currency (FC) Required

NOTE A list of codes and exchange rates can be found using the option, JPIII, on the Options command line.

Fuel Units (FU)

CAPDB

You can set this to gallons (GAL) or liters (LTR). The default is GAL.

CAPDB

Fuel density is automatically assumed to be 6.70 lbs/gal unless specified otherwise with this parameter.

Optional Fuel Density (FD) Optional

NOTE All volume/weight/price calculations are performed automatically by JetPlan. Differing currency code/fuel units can be used for different airports.

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Table 14-10

Fuel Cost Tankering - Database Requirements (continued)

Parameter

Database

Information

Bonded Fuel Indicator

City Pair (CPDB)

NOTE This parameter is used only by certain front-end dispatch software applications. Contact your Jeppesen account manager for more information.

BFI ex. BFI=B ex. BFI=NB

Indicates a default the system uses when determining the fuel price (bonded or nonbonded) to use in cost index and tankering analysis for the city pair. This indicator can be overridden on the flight plan request via the flight planning front end. The fuel price types are defined as followed: • Bonded – The Bonded fuel price is equivalent to the domestic (Non-Bonded) fuel price minus any taxes and customs fees, which can be avoided if a flight can be classified as International from a tax perspective. • Non-Bonded – The Non-Bonded fuel price is equivalent to the cost “at the pump” in either USD/Gallon or in the user’s currency/user’s units and includes all applicable federal, state, and local taxes. Input values: B – Bonded Fuel N – Non-bonded Fuel (the default)

To set the CADB parameters, use the AC,CHG command. Example: 01 OPTIONS AC,CHG,acfilename,TT=250,TC=USD,TL=152000,TM=12000

To set the CAPDB parameter, use the AP,CHG (or SAV) command. Example: 01 OPTIONS AP,SAV,airportID,FP=1.50,FC=USD,FU=GAL,FD=6.75

Decision to Tanker JetPlan compares the cost of acquiring the tanker fuel at the POD (including the cost of the fuel needed to transport the tanker fuel), to the cost of acquiring fuel (the tankered amount) at the POA. The total cost determination is calculated using the following formula:


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TC = ((TF + KF) x Pd) - (KF x Pa) where: • TC = Total fuel cost. • TF = Trip fuel. The fuel necessary to fly from POD to POA. • KF = Tanker fuel. The amount of fuel to be tankered (including transport fuel). • Pd = Fuel price at POD. The fuel price may be bonded or non-bonded. • Pa = Fuel price at POA. The fuel price may be bonded or non-bonded. If the total cost of the tankering plan is lower than the non-tankering plan, then the tankering plan is selected. JetPlan automatically recomputes the flight plan to carry the extra fuel.

TANK2/TANK2X Options If the TANK2X option is specified, JetPlan prints out the cost comparison at the bottom of the flight plan and shows the determining figure (savings or loss). This extended information includes a tanker fuel value (positive or negative) whether a savings is realized or not. Example: In the following examples, tankering and output of the cost comparison are requested. JetPlan uses the Fuel Price (non-bonded) value set in the CAPDB unless you specify otherwise. 01 OPTIONS FP,TANK2X 02 POD RKSS 03 POA RJAA

In the CADB, the Tanker Currency parameter is set to USD, and the Tanker Threshold is set to $50.00. In this case, the cost comparison indicates that tankering is warranted.

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TANK2 INPUT: FUEL PRICE FUEL UNIT FUEL CURRENCY PRICE/LB (USD)

RKSS 1303.00 GAL KRW 00.2477

RJAA 0234.00 GAL JPY 00.3358

COST COMPARISON: TANKER EXTRA TRANSPORT TOTAL FUEL FUEL COST (USD) THRESHOLD

060126 003711 063837 015815

060126 0 060126 020192

SAVINGS =

+004377 (USD) 50 (USD) SAVINGS = 000146 (USD) PER TON

EXCHANGE RATES RELATIVE TO USD: KRW JPY USD

0785.0000 0104.0000 0001.0000

Example: In the following case, the cost comparison indicates that tankering is not warranted. The Tanker Currency parameter (TC) in the CADB is set to USD. TANK2 INPUT: FUEL PRICE FUEL UNIT FUEL CURRENCY PRICE/LB (USD)

RJAA 0234.00 GAL JPY 00.3358

RKSS 1303.00 GAL KRW 00.2477

COST COMPARISON: TANKER EXTRA TRANSPORT TOTAL FUEL FUEL COST (USD) THRESHOLD

062245 003228 065473 021987

062245 0 062245 015421

SAVINGS =

-006566 (USD) 50 (USD) SAVINGS = 000000 (USD) PER TON

EXCHANGE RATES RELATIVE TO USD: JPY KRW USD

0104.0000 0785.0000 0001.0000


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In performing the tankering analysis, JetPlan preserves the user-specified payload. Hence, its value must be known when the flight plan is requested. Therefore, the Single-Leg Tankering feature is valid only in the arrival fuel case scenario.

NOTE The Savings figure in the fuel cost tankering output prints out a negative or positive value. In addition, the Savings figure is listed on a per tonne basis if the standard weight unit used is kilograms rather than pounds.

TANK3/TANK3X Options The TANK3 and TANK3X options are similar to TANK2 and TANK2X, except that in addition to running the tankering analysis for the maximum tankered fuel (limited either by the structural and capacitive limits of the aircraft or by the POA departure fuel in Multi-Sector Tankering), cost analyses are also run on five different percentages (100%,80%,60%,40% and 20%) of the maximum tankered fuel. JetPlan first calculates 100% tankering that is the same as in the TANK2/TANK2X options, and then reduces the tankering amount by 20% until 20% of total tankering is reached. The corresponding extra time, extra fuel to carry, and profit are calculated for the different percentages of tankering. The optimum amount is determined based on profit/loss analysis. TANK3 and TANK3X provide analysis only; no fuel is uplifted. Example: The following example shows the output of the TANK3 cost comparison.

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ECONOMICS OF CARRYING EXTRA FUEL

EXTRA TIME EXTRA FUEL FUEL TO CARRY PROFIT/LOSS

MAX 0035 001353 000080 000014

80PC 0028 001082 000064 000011

60PC 0021 000812 000048 000009

40PC 0014 000542 000031 000006

20PC 0007 000271 000015 000004

OPT 0035 001353 000080 000014

TANKERING ANALYSIS TANKERING CRITERIA 00010.7142 FUEL COST DIFFERENCE 00.0391 OPTIMUM TANKERING AMOUNT 001353 ESTIMATED ENDURANCE TIME 0035 ADDITIONAL B/O DUE TANKERING 000080 AT 100.0PC MAX. TANKERING END OF JEPPESEN DATAPLAN REQUEST NO. 4122

Using Bonded Fuel Prices in Tankering Calculations If you have defined a Bonded Fuel Price value for an airport in the CAPDB, you can use it in the tankering calculation. Example: OPTIONS FP,TANK2X 02 POD KSEA,FI=B 03 POA KPHX

Explanation: To specify use of the bonded fuel price, enter FI=B for the appropriate airport. You can also use the “G” option in the Flight Brief database to create a Flight Brief record that specifies which CAPDB fuel price (bonded or non-bonded) is to be used for flight plans with a specific flight number or other key parameters. For more information see Chapter 34, “Flight Brief Database.” In addition, certain front-end flight planning applications allow you to use the Bonded Fuel Indicator parameter in the CPDB to determine the default fuel price used in tankering analysis for the city pair. For more information, see “Database Requirements” on page 433.


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If you want to override the use of the non-bonded fuel price on a given flight plan, you can enter FI=NB for the airport. OPTIONS FP,TANK2X 02 POD KSEA,FI=B 03 POA KPHX,FI=NB

Maximum Tanker Value See “Maximum Tanker Value” on page 432.

Tanker Limiting Factors When determining the tanker amount, JetPlan must check a variety of factors to ensure that certain defined limits are not exceeded. These limits can be either the structural limits of the aircraft, such as the maximum takeoff and landing weights and the maximum fuel capacity, or the user-specified limits set in the databases and/or on the plan request itself. For tankering plans run with the TANK2X option, the factor that limits the amount of extra fuel carried is automatically reported at the end of the extended information output (after the Exchange Rate information). The following table lists all of the possible limiting factors. Table 14-11

Tanker Limiting Factors – Output Messages

Tanker Restriction

Explanation

Max Takeoff Weight xxxxxx lbs/kgs

The tankered amount was limited by the maximum takeoff weight setting (TO parameter) in the CADB.

(ACDB) Max Landing Weight xxxxxx lbs/kgs (ACDB) Fuel Capacity xxxxxx lbs/kgs (ACDB) Tanker Landing Weight xxxxxx lbs/kgs (ACDB) Max Tanker Fuel xxxxxx lbs/kgs (ACDB) Max Tanker Fuel xxxxxx lbs/kgs (Dispatch) Max Landing Weight xxxxxx lbs/kgs (Dispatch)

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The tankered amount was limited by the maximum landing weight setting (LA parameter) in the CADB. The tankered amount was limited by the maximum fuel capacity setting (FC parameter) in the CADB. The tankered amount was limited by the tanker landing weight setting (TL parameter) in the CADB. The tankered amount was limited by the tankering maximum setting (TM parameter) in the CADB. The tankered amount was limited by the MAXT input entered on the POA Fuel command line. The tankered amount was limited by the LA input entered on the POA Fuel command line.



Table 14-11

Tanker Limiting Factors – Output Messages (continued)

Tanker Restriction

Explanation

Max Takeoff Weight xxxxxx lbs/kgs

The tankered amount was limited by the TO input entered on the POA Fuel command line.

(Dispatch) Max Tanker Fuel xxxxxx lbs/kgs (Dispatch)

The tankered amount was limited by the sector fuel requirement (PN option) entered on the POA Fuel command line. NOTE

Max Takeoff Weight xxxxxx lbs/kgs (MEL) Max Landing Weight xxxxxx lbs/kgs (MEL) Fuel Capacity xxxxxx lbs/kgs (MEL)

See “Multi-Sector Tankering” in this chapter.

The tankered amount was limited by the maximum takeoff weight setting (TO parameter) in the Customer MEL Database. The tankered amount was limited by the maximum landing weight setting (LA parameter) in the Customer MEL Database. The tankered amount was limited by the maximum fuel capacity setting (FC parameter) in the Customer MEL Database.

NOTE The display of the Tanker Limiting Factor output is also available with the TANK2 option. However, you must have your output format modified (a simple keyword addition) to include this information. This feature does not apply to the TANK1 or TANK1X options.

Fuel Savings Calculations The monetary savings for both Single-Leg Tankering methods may be calculated as follows: S = (M1 - M2) where: • S = Savings • M1 = The money needed to attain the net amount of fuel transported from the POD, at the POA price. • M2 = The money needed to attain and transport the net amount of extra fuel delivered to the POA via use of the Single-Leg Tankering feature.


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• M1 = Net x FPa • M2 = (Net + Tr) x FPd where: • Net = Net amount of fuel transported to the POA as reported by JetPlan when Single-Leg Tankering is invoked. • Tr = Extra fuel required to transport the Net amount to the POA as reported by JetPlan when Single-Leg Tankering is invoked. • FPa = Actual fuel price (per pound or kilo) at the POA. • FPd = Actual fuel price (per pound or kilo) at the POD. NOTE In the fuel index-based tankering scenario, actual fuel prices are withheld from JetPlan due to the sensitive nature of this data. In these cases the “Net” and “Tr” figures give you the information required to compute the actual fuel savings in their own monetary units.

Multi-Sector Tankering Multi-sector tankering refers to transporting enough tanker fuel on the departure leg of a turnaround flight operation so as to avoid refueling the aircraft for the return leg. One way JetPlan supports this concept is through the use of the MAXT option, which is applied on the POA Fuel command line. By entering a maximum tankering fuel quantity on the departure leg flight plan – enough to meet the departure fuel requirements for the return leg (for example, MAXT=50000) – you provide reasonable assurance to the flight operation for the return trip. Unfortunately, this is awkward because the return leg flight plan must be run first (to determine the fuel requirements) before the outbound leg can be properly supplied with accurate information. A simpler method for ensuring enough tanker fuel for a second flight is JetPlan’s Multi-sector Tankering feature. This option still requires the return leg plan to be run first, but instead of you determining the return leg departure fuel requirements and transferring that information over to the outbound plan, you simply supply JetPlan with the plan number from the return leg computation and let JetPlan extract the data automatically.

NOTE While the use of the term “return leg” is made here, the second leg of the flight operation need not necessarily return to the original (outbound) departure station.

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To use this feature, run the return (or second) leg plan first and note the plan transaction number (found at the bottom of the computed output). Then, enter the inputs for the outbound plan and include the return leg plan number. This is done with a secondary input on the POA Fuel command line. Example: 01 OPTIONS FP,TANK2X 16 POA FUEL A0,D45,PN=4386

Explanation: In this example, the departure fuel from plan number 4386 would be applied as the maximum tanker quantity. Errors or incorrect output figures can occur for the following reasons: • If the plan number is entered incorrectly • If the POA from the outbound leg does not match the POD from the second leg. • If the aircraft used in the outbound leg plan does not match the aircraft entered on the second leg. • If you attempt to incorporate both multi-sector tankering methods on the same plan (for example, MAXT=value, PN=value). In this case, the more restrictive of the two fuel values is used by JetPlan (the smaller amount is tankered). Example: 01 OPTIONS FP,TANK2X 16 POA FUEL A0,D45,PN=4386,MAXT=23000

Explanation: In this example, assuming plan number 4386 has a departure fuel of 22560, the plan amount is tankered because it is less than the MAXT value. If the plan number value is more than the MAXT value, then the MAXT value would be tankered.


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Payload, POD/POA, Weight, and Fuel Commands Automatic Weight Reiteration

Automatic Weight Reiteration The automatic weight reiteration option (autoweight) instructs JetPlan to recalculate the flight plan if one or more of the aircraft’s structural limits is exceeded. JetPlan attempts several iterations to produce a valid plan. If all recalculations prove unproductive, JetPlan finally returns an error message that explains the problem. The AW option is entered on the Options command line (for example, FP,AW). Example: 01 OPTIONS FP,RC,AW,CS/JD123,CPT/S RAWLUK,DSP/S LEE,.FLT123/15. NOTE If you want this feature applied all the time, the AW option can be stored in your ID/Attribute record.

The following sections illustrate the standard iteration process of the autoweight feature. The examples show the basic internal flow JetPlan uses to recalculate flight plans which have exceeded a fuel/weight limit. Each flight case/load factor is examined individually with the original flight plan inputs shown, followed by the subsequent internal iterations.

NOTE You may request that Jeppesen set your autoweight function in a nonstandard manner, where payload is maintained and extra fuel is the factor that is adjusted. The examples below do not cover non-standard scenarios. Contact your Jeppesen account manager for assistance.

Arrival Fuel Case Example: 14 PAYLOAD XXXXXX or ZF 16 POD OR POA FUEL AXXXXX,(RES)

If plan exceeds landing weight (XLW), then: Example: 14 PAYLOAD W 16 POD OR POA WT AM,(RES)

If plan exceeds max fuel (XMF), then:

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Example: 14 PAYLOAD F 16 POD OR POA FUEL DM,(RES)

If plan exceeds takeoff weight (XTW), then: Example: 14 PAYLOAD W 16 POD OR POA WT DM,(RES)

If plan exceeds zero fuel weight (XZFW), then: N/A If plan needs more burnable fuel (MBF), then: N/A

Arrival Weight Case Example: 14 PAYLOAD W or ZW 16 POD OR POA WT AXXXXXX,(RES) or AM,(RES)

If plan exceeds takeoff weight (XTW), then: Example: 14 PAYLOAD W 16 POD OR POA WT DM,(RES)

If plan exceeds max zero fuel weight (XZFW), then: Example: 14 PAYLOAD ZW 16 POD OR POA WT AM,(RES)

- or 16 POD OR POA WT AXXXXXX,(RES)

If plan exceeds max fuel (XMF), then:


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Example: 14 PAYLOAD F 16 POD OR POA FUEL DM,(RES)

If plan exceeds landing weight (XLW), then: N/A If plan needs more burnable fuel (MBF), then: N/A

Departure Fuel Case Example: 14 PAYLOAD XXXXX or ZF 16 POD OR POA FUEL DXXXXXX,(RES) or DM,(RES)


If plan needs more burnable fuel (MBF), then: Print error and stop If plan exceeds zero fuel weight (XZFW), then: N/A If plan exceeds max fuel (XMF), then: N/A

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Departure Weight Case Example: 14 PAYLOAD W or ZW 16 POD OR POA WT DXXXX,(RES) or DM,(RES)


If plan exceeds max zero fuel weight (XZFW), then: Example: 14 PAYLOAD ZF 16 POD OR POA WT DM,(RES)

If plan exceeds max fuel (XMF), then: Example: 14 PAYLOAD F 16 POD OR POA FUEL DM,(RES)

If plan exceeds max fuel (XMF), then: Example: 14 PAYLOAD F 16 POD OR POA WT DM,(RES)

If plan needs more burnable fuel (MBF), then: Print error and stop

Reclear Flight Plans And Landing Burnoff The following items are pertinent to reclear flight plans when the automatic weight reiteration feature is invoked:


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LBO formats

The landing burnoff calculation takes precedence over the automatic weight recalculation. If one or both of the reclear flight plans exceed the maximum landing weight, the excess weight is printed out as fuel to be burned off in order to lower the landing weight to the maximum landing weight.

Non-LBO formats

The automatic recalculation feature allows JetPlan to calculate and output reclear flight plans which would otherwise produce an “exceed landing weight” (XLW) error. In this case, the following statement is printed under the affected reclear flight plan(s). *** WARNING LBO ASSUMED IN LANDING WEIGHT CALCULATION *** 003456

Long range flight planning considerations for maximum payload: the first flight plan is recalculated based on the maximum fuel capacity if a “2 HEAVY” or an “XMFXXXXXX” error is generated without the automatic weight reiteration feature. However, the reclear plans are calculated based on the maximum or specified takeoff weight if this gives a greater payload. Flight plan initially requested with inputs similar to the following inputs: Example: 14 PAYLOAD ZW 16 POD OR POA WT DM,I

- or 14 PAYLOAD ZF 16 POD OR POA FUEL A0,I

If JetPlan calculates a “2 HEAVY” or “XMFXXXXXX” error, then the flight plan is automatically recalculated based on the following input. Example: 14 PAYLOAD F 16 POD OR POA FUEL DM,I

The reclear flight plans may be recalculated using the maximum takeoff weight (or specified takeoff weight) if this results in a higher payload than using a maximum fuel case.

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Example: 14 PAYLOAD ZW 16 POD OR POA WT DM,I


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C HAPTER 15

Fuel Off/On and Payload Off Commands

Fuel Off/On and Payload Off Commands Overview

Overview You can use the RF flight plan option to offload or onload fuel and to offload payload (cargo) at one enroute waypoint. When you include the RF option on the 01 Options command line, JetPlan automatically displays the 15 FUEL OFF/ON prompt, so you can provide the waypoint and fuel or payload value. The following paragraphs describe these options in more detail.

NOTE

The RF flight plan option does not support onloading payload.


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Fuel Off/On and Payload Off Commands Offloading and Onloading Fuel

Offloading and Onloading Fuel The RF flight plan option enables you to offload or onload fuel at one enroute waypoint.

Offloading Fuel On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a comma and the fuel offload value expressed in hundreds of pounds or kilograms, depending on your weight measure preference. Always precede the offload fuel value with a minus sign. For example, -030 indicates that you want to offload 3,000 pounds (or kilograms) of fuel. Example Explanation: This example illustrates using the RF option to offload 5,000 pounds (or kilograms) of fuel at the AVE waypoint. 01 OPTIONS FP,RF 15 FUEL OFF/ON AVE,-050

Onloading Fuel On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a comma and the fuel onload value expressed in hundreds of pounds or kilograms, depending on your weight measure preference. For example, 030 indicates that you want to onload 3,000 pounds (or kilograms) of fuel. Example Explanation: This example illustrates using the RF option to onload 5,000 pounds (or kilograms) of fuel at the AVE waypoint. 01 OPTIONS FP,RF 15 FUEL OFF/ON AVE,050

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Fuel Off/On and Payload Off Commands Offloading and Onloading Fuel

Offloading Payload You can also use the RF flight plan option to offload payload. The process of offloading payload is just like the process of offloading fuel described on page 454, except that the letter P must precede the offload payload value. For example, P-020 indicates that you want to offload 2,000 pounds (or kilograms) of payload. Example Explanation: This example illustrates using the RF option to offload 5,000 pounds (or kilograms) of payload at the AVE waypoint. 01 OPTIONS FP,RF 15 FUEL OFF/ON AVE,P-050


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C HAPTER 16

Departure and Arrival Bias Commands

Departure and Arrival Bias Commands Overview

Overview JetPlan provides several ways to bias the results of a flight plan. Most of the bias options may be invoked for a specific flight by entering a value in the flight plan request. Of these options, several have duplicate parameters in various customer databases that may be set for a more permanent application. Among the options available for biasing a flight are the departure and arrival biases that may be set on the Climb Bias command line and the Descent Bias command line.These command lines are Questions 18 and 19 in JetPlan line mode. There are three types of departure and/or arrival biases: fuel, time, and distance. Each type may be entered alone or combined with the other biases. If entering more than one bias value, the order is not a concern. Typically, a multi-type departure or arrival bias input would be entered as shown in the example below. Example: 18 CLIMB FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias 19 DESCENT FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias

Departure and Arrival Biases and the Customer Aircraft Database Fuel, time, and distance biases for the climb and descent phases of flight may be set in the Customer Aircraft database (CADB). The parameters AB and DB accept settings that address all three types of biases. When a CADB record is entered on the A/C Type/Regn command line, the bias settings in the database are used, and prompts for Questions 18 and 19 are not displayed. You may add to the CADB record settings by using the @ command at any question prompt to call up Questions 18 and 19. For example, entering @18 takes you to the Question 18 prompt. Inputs on these command lines add to the database settings for the flight plan. For example, if a Departure Distance Bias of 100 nm is stored in the CADB, and a Question 18 command line Departure Distance Bias (Climb Bias) of 100 nm is entered, the total Departure Distance bias applied to the flight plan is 200 nm. For more information on databases and biases, see “Combining Bias Inputs” on page 465. For more information on Flight Plan shortcuts, see Chapter 2, “Option Commands.”


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Departure and Arrival Bias Commands Climb/Descent Biases

Climb/Descent Biases The following sections review each bias type for the climb and descent phases of flight.

Climb/Descent Fuel Biases When a fuel bias value is entered, there is a cost of carrying extra fuel weight that must be considered in the flight plan calculation. In the case of a departure bias, the fuel totals for the climb portion of the flight are not only increased by the bias amount, but also by the amount necessary to carry the extra fuel. For example, a particular aircraft with a departure bias of 1,000 lbs may require an additional 30 lbs to carry it to TOC. In the case of an arrival bias, the same holds true, except that the descent fuel total is increased by both the bias and the penalty amount. Likewise, the fuel total for the enroute cruise portion of the flight is also affected negatively.

NOTE The contention of an added fuel weight penalty can be proven by comparing “arrival case” flight plans calculated with and without a bias. Use a format which does not round-off segment fuel burn, such as the ZJ6 format, for this test.

To add a fuel bias to the climb and/or the descent phase of the flight, enter the letter, F, followed by the fuel amount (in lbs or kgs) on the Bias command line. Example: Explanation: A departure fuel bias of 1,000 lbs/kgs. 18 CLIMB FUEL,TIME,DIST BIAS F1000

Explanation: An arrival fuel bias of 1,000 lbs/kgs. 19 DESCENT FUEL,TIME,DIST BIAS F1000

Climb/Descent Time Biases When a departure time bias is entered, the amount is added to the climb table time. In turn, it is also added to the cruise and descent time totals. When an arrival time bias is entered, the amount is added to the descent table time. In turn, it is also added to the climb and cruise time totals.

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To add a time bias to the climb and/or the descent phase of the flight, enter the letter, T, followed by a time value (in minutes) on the Bias command line. Example: Explanation: A departure bias of 10 minutes. 18 CLIMB FUEL,TIME,DIST BIAS T10

Explanation: An arrival bias of 10 minutes. 19 DESCENT FUEL, TIME, DIST BIAS T10

Climb/Descent Distance Biases Distance biases affect the flight in a very specific way, depending on the computed distance between the station (departure or arrival), the Top of Climb (TOC) or Top of Descent (TOD) point, and the closest waypoint to the station. For this reason, the two flight phases (climb and descent) are discussed separately.

Climb Distance Biases When a climb distance bias is entered, the departure airport is “extended” from the first waypoint by the bias amount. This bias value does not change the distance to Top of Climb (TOC), but it does add the bias amount to the total flight plan distance. Three climb bias scenarios are discussed below. In the first scenario, TOC occurs before the first waypoint. In the second scenario, TOC occurs after the first waypoint. In the third scenario, a percent or integer bias is applied to the climb distance to “flatten” the climb profile without adding additional distance to the flight plan.

NOTE In order to flatten a climb profile without adding distance to the flight plan, the distance bias must be entered on the Cruise Mode command line instead of the Climb Fuel, Dist, Time Bias command line. See Chapter 11, “Cruise Mode Commands.”


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Climb Bias - TOC Before First Waypoint To illustrate the first scenario, assume a particular flight plan computes a 70 nautical mile (nm) distance between the departure station and TOC. It is another 30 nm to the first waypoint. Thus, the total distance to the first waypoint is 100 nm. Waypoint #1

TOC

POD 70

30 100

If a 50 nm climb distance bias is entered: Example: 18 CLIMB FUEL,TIME,DIST BIAS D50

The departure airport is “extended” 50 nm from the first waypoint; hence, it is now 150 nm to the first waypoint. Since TOC still occurs after 70 nm, the distance between TOC and the first waypoint is now 80 nm – an increase of 50 nm. Waypoint #1 TOC old

TOC

POD

(distance bias)

70

50 70

30 80

150

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Climb Bias - TOC After First Waypoint To illustrate the second scenario, assume a particular flight plan computes a 70 nm distance between the departure station and TOC. The first waypoint is 10 nm from the departure airport and the second waypoint is 100nm from the departure airport. The distance between the first waypoint and TOC is 60 nm, and the distance from TOC to the second waypoint is 30 nm. Waypoint #2

TOC

Wa ypoint #1 POD 10

60

30

70 100

If a 50 nm departure bias is entered (see previous example), the departure airport is “extended” 50 nm from the first waypoint; hence, it is now 60 nm to the first waypoint. Since TOC still occurs after 70 nm, the distance between the first waypoint and TOC is now 10 nm. The distance between TOC and the second waypoint is now 80 nm – an increase of 50 nm.

Waypoint #1

Waypoint #2 TOC old

TOC 10

POD

(distance bias)

70

50 70

30 80

150

Climb Bias - Flattening Climb Profile To illustrate the third scenario, use the waypoint and TOC distances from the second scenario. In this scenario, however, the desired result is to “flatten” the climb profile without adding distance to the flight plan. This is accomplished by biasing the climb distance either by a percentage or an integer amount of the normal climb distance. For this illustration, the climb is biased by an additional 20 nm.


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This is the profile without the additional 20 nm bias: Waypoint #2

TOC

Wa ypoint #1 POD 10

60

30 100

When the climb profile is flattened by 20 nm, TOC occurs 20 nm further down the route of flight. No other distances, relative to the non-biased profile, are changed. Thus, the distance between the first waypoint and TOC is now 80 nm instead of 60 nm, and the distance between TOC and the second waypoint is now 10 nm instead of 30 nm. The total distance from the first and second waypoint do not change. Example: 11 CRZ MODE

M85,CD=20 TOC

TOC old Wa ypoint #1

Waypoint #2

20 (distance bias)

POD 80

10

10

100

Descent Distance Biases When a descent distance bias is entered, the arrival airport is “extended” by the amount of the bias from the last waypoint before Top of Descent (TOD). It does not change the distance between TOD and the arrival airport. However, it does add the bias amount to the total flight plan distance.

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To illustrate an arrival distance bias, assume a particular flight plan computes a 120 nm distance between TOD and the arrival airport. Without an arrival bias, it is 10 nm from a waypoint to TOD. It is 60 nm from TOD to the last waypoint, and it is another 60 nm from the last waypoint to the arrival airport. Waypoint X TOD Wa ypoint Y

10

60

POA

60 120

If a 50 nm descent distance bias is entered... Example: 19 DESCENT FUEL,TIME,DIST BIAS D50

The waypoint preceding TOD (Waypoint X) is now 60 nm to TOD. Now it is only 10 nm from TOD to the next waypoint, and it is 110 nm from this waypoint to the arrival airport. The total distance from TOD to the airport has not changed. Waypoint X TOD old

10

TOD

Waypoint Y

60

60 60

50

POA

(distance bias)

10

110 120

Combining Bias Inputs Departure and arrival biases may be combined to comply with your operational requirements. Illustrated below are examples of combining bias inputs.


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Example: Explanation: Departure biases of 1,000 lbs/kgs, 10 minutes time, and 30 nm distance. 18 CLIMB FUEL,TIME,DIST BIAS F1000,T10,D30

Explanation: Arrival biases of 750 lbs/kgs fuel, 5 minutes time, and 10 nm distance. 19 DESCENT FUEL,TIME,DIST BIAS F750,T5,D10

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Departure and Arrival Bias Commands Interaction Between Bias Database Settings

Interaction Between Bias Database Settings As stated previously, certain biases can be set in particular customer databases to produce the expected results anytime the database file is applied in a flight plan request. There are bias parameters in the MEL Database, the CADB, the Route Database (CRDB), and the Schedule Database (CSDB).

NOTE The biases set in the Schedule database are typically those biases applied in a flight plan request on an ad hoc basis. Therefore, these biases are not really parameter settings as much as they are previously stored flight plan request settings.

The following rules define the interaction between bias settings in different databases when applied to a flight plan request.

NOTE Typically, ad hoc bias inputs (those inputs for a single plan request) are generally cumulative to any database setting.

• When both a CADB file and a CSDB file are entered into a flight plan request on the Options command line, the biases stored in the CADB file are added to the biases in the CSDB file. The CADB bias information does not override or delete the CSDB bias information. Example: 01 OPTIONS SC,FLT,SKEDDB,$ACFTDB, (plus any other inputs)

• When a CADB file is entered on the Aircraft Type command line, the biases stored in the CADB file override any biases built into a CSDB file. This includes the case where the CADB file contains no bias information at all. In this case, no bias information is passed to the flight plan request. Example: 01 OPTIONS SC,FLT,SKEDDB 10 A/C TYPE/REGN $ACFTDB 11 CRUISE MODE LRC

• When a CADB file and a MEL database file containing bias information are used in the same flight plan request, the bias values from the MEL database are added to the corresponding bias values in the CADB to produce a sum bias amount that might be more than anticipated. For example, if a CADB file has a fuel flow bias (such as the Holding Fuel Flow parameter, HF) of


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Departure and Arrival Bias Commands Interaction Between Bias Database Settings

2.5% and a MEL file has a fuel flow bias of 1.3%, the total fuel flow bias for the flight plan if both database files are applied, is 3.8% (albeit for the Holding portion of the flight calculation).

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C HAPTER 17

Message Commands

Message Commands Creating Messages

Creating Messages JetPlan provides a messaging capability which allows you to compose a textual message for transmission by itself or as part of a package of products from JetPlan. (For information on transmitting messages (or any other non-graphic JetPlan product), see Chapter 18, “Forward Plans and Messages.”) To invoke JetPlan’s message composer program, type the command, MG, on the Options command line and press ENTER. JetPlan responds with the Enter Message command line, which includes a number that identifies the transaction. Immediately below the Enter Message command line is the first input line (line 1 of your message). This is the spot where you begin typing your message. You may type up to 68 characters, including spaces, per input line. If you exceed that character total, the line of text is ignored, and the message composer is terminated. If this happens, any text entered on previous input lines that did not exceed the character limit is saved as the message transaction, whether it is a complete message or not. If you exceed the character total on the first input line, the text is ignored and the message composer is terminated without anything saved at all. After typing a line of text (not to exceed 68 characters, including spaces), press the ENTER key. JetPlan responds with the next input line. You may continue this process until your message is complete (not to exceed 55 lines). Once done, you can terminate the message composer by pressing ENTER at the beginning of the next input line (before typing any characters). The message is saved, and you may retrieve the contents by referencing the transaction number. The following example illustrates a proper message transaction. User inputs are highlighted. Example: 01 OPTIONS MG 02 ENTER MESSAGE 1234 1- ATTN DEN OPS 2- FROM SMITH/JFK DISPATCH 3- PLEASE ADV OUTBOUND FLT123 CREW THAT 4- NMBR 2 AUTOPILOT OTS 5- REGARDS SMITH 6- END OF JEPPESEN DATAPLAN REQUEST NO. 1234 01 OPTIONS (JetPlan is ready for next product request) NOTE Messages are limited to a maximum of 55 lines of text. Lines of text are limited to a maximum of 68 characters, including spaces.


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Packaging JetPlan Products in Messages Previously composed message transactions, flight plans, and weather briefings (any nongraphic JetPlan product) may be appended to any new message transaction by using the /INCLUDE option. To do this, type the input, /INCLUDE ####, on any message input line. The value after the /INCLUDE option is a JetPlan product transaction number. Finish the new message by pressing ENTER on the next empty input line. The saved message is whatever text is written and the contents of the referenced inclusions. You can print the new message to see all of the contents or transmit the message as a package of information. For example, assume you have computed a flight plan (transaction #1450) and a weather briefing (#1477) and now want to package these products within a new message. Use the /INCLUDE option to reference those products as inclusions to the new message. Example: 01 OPTIONS MG 02 ENTER MESSAGE 1520 1- ATTN DEN GATE AGENT 2- FROM SMITH/JFK DISPATCH 3- PLEASE DELIVER FOLLOWING FLT PLN 4- AND WX BRIEF TO FLT CREW FOR JD123 5- REGARDS SMITH 6- /INCLUDE 1450 7- /INCLUDE 1477 8- COMPLETED

To print the contents of message transaction #1520, use the Print (transaction) Number command on the Options command line. Example: 01 OPTIONS PN1520

The contents of message #1520 shows whatever text message you created plus the contents (output) from flight plan #1450 and weather briefing #1477. Likewise, when message #1520 is forwarded via a communications network (for example, SITA or AFTN), the text message, flight plan, and weather briefing are transmitted as a package of information.

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Combining Products Using the MG Option Similar to the /INCLUDE option described above, you may append a message to the end of another JetPlan non-graphic product, such as a flight plan, by adding the transaction number of that product to the MG command and then typing your message.

NOTE Appending a text message to the end of another product tends to result in the message being overlooked. Hence, the /INCLUDE option is a better method for packaging products.

To add a message to the end of a flight plan (or other product), type the MG command followed by the plan (or other product) transaction number (and then type your message). Example: 01 OPTIONS MG9222 02 ENTER MESSAGE 1- PLEASE HOLD FOR CAPT. RUDY WITH JDI AIRWAYS 2- REGARDS 3- SMITH / JFK DISPATCH 4- COMPLETED

JetPlan does not assign a separate transaction number to this message, because the message is now part of another transaction (for example, flight plan #9222). Similarly, any non-graphic JetPlan product may be appended to other products by using the MG command. For example, assume you have computed a weather briefing (#5678), and you want to append that briefing to a previously computed flight plan (#1234). Use the MG command to package the two products together as shown below. Example: 01 OPTIONS MG1234,5678 COMPLETED NOTE Transactions are packaged in the order listed. In the above example, the contents of transaction #5678 are added to the end of the contents of transaction #1234.


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Message No Number - MGNN You may suppress the message transaction number by adding the “No Number” option, NN, to the MG command. This option is useful with certain message trafficking facilities that lack the capability to recognize JetPlan transaction numbers. Eliminating the transaction number allows these facilities to process transmitted messages without getting stuck on unrecognizable numbers. A transaction number is still created, but is not displayed when the message is printed or forwarded. Example: 01 OPTIONS MGNN 02 ENTER MESSAGE 9277 1- 5GL SA 2250 M60 BKN 95 OVC 7RW- 170/64/61/2406/003/RB35 2- COMPLETED

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C HAPTER 18

Forward Plans and Messages

Forward Plans and Messages Overview

Overview JetPlan’s forwarding capability provides the means to transmit any recently computed nongraphic JetPlan product—including flight plans, messages, and text weather briefings—via any of three standard aviation communication networks (AFTN, ARINC, and SITA), facsimile, or ACARS uplink.

NOTE Transmission via email is available through various user interfaces such as JetPlanner and JetPlan.com


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Forward Plans and Messages AFTN, ARINC, and SITA Designators and Priority Codes

AFTN, ARINC, and SITA Designators and Priority Codes The designators for the AFTN, ARINC, and SITA networks are option commands that define the service by which data is to be transmitted. These designators are the opening input on the Options command line. The designator input is typically followed by the transaction number of the product you wish to transmit, the priority code, and the network address or addresses to which the product is to be sent. Example: 01 OPTIONS NetworkDesignator(xactn #),PriorityCode Address1 Address2 NOTE If you specify more than one line of network addresses (destinations), the current line must end with a space followed by a comma, and the next line must begin with a space. You can begin the next line with the letter “A,” followed by a space, to be consistent with flight plan filing.

The table below shows the network designators for AFTN, ARINC and SITA. Table 18-1

Network Designators (AFTN, ARINC, SITA)

Command

Network

AF

AFTN

AR

ARINC

SI

SITA

Priority codes define the timeliness of the transmission (how quickly the data or message reaches the destinations). SITA and ARINC have priority codes in common, AFTN accepts slightly different priority codes. These codes and their definitions are shown below. Table 18-2 Code

Definitions

QU

Urgent message. SITA guarantees delivery within 1 hour. SITA charge is twice normal.

QN or QK

Normal message. SITA guarantees delivery within 3 hours.

QD

Deferred message. SITA guarantees delivery within 24 hours. SITA charge is 2/3 normal.

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Priority Codes (SITA, ARINC)



Table 18-3

Priority Codes (AFTN)

Code

Definitions

DD

Priority operations and circuit control data

FF

Administrative data of a directive nature; flight movement and control messages

GG

Administrative data of a routine nature; meteorological and notam data

AFTN Circuit When forwarding data via an AFTN circuit, a maximum of six addresses may be specified. To transmit a JetPlan transaction via AFTN, enter the following on the Options command line: the network designator (AF) immediately followed by the transaction number of the JetPlan product you wish to send, a comma, the priority code followed by a space, and finally, one or more addresses (each separated by a space). In the example below, transaction number 1234 is transmitted via AFTN using the administrative directive priority to the three addresses specified. Example: 01 OPTIONS AF1234,FF KSFOXLDI EGKKJPNX KBGRXHYR

ARINC Circuit When forwarding data via an ARINC circuit, a maximum of 18 addresses may be specified. To transmit a JetPlan transaction via ARINC, follow the conventions established above. Be sure to use the ARINC designator (AR) and the correct priority code. In the example below, transaction number 1245 is transmitted via ARINC as an urgent message to the two addresses specified. Example: 01 OPTIONS AR1245,QU PAOYRXH LGWMKXH


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SITA Circuit When forwarding data via an SITA circuit, a maximum of 18 addresses may be specified. Follow the previous input conventions to transmit a JetPlan transaction via SITA. Be sure to use the SITA designator (SI) and the correct priority code. In the example below, transaction number 1234 is transmitted via SITA as an urgent message to the four specified addresses. Example: 01 OPTIONS SI1234,QU PAOJD7X DENJS7X LGWJD7X NRTJD7X

Fax Forwarding JetPlan’s Fax Forwarding feature provides expanded capabilities over forwarding transactions via one of the standard aviation networks. Among these features are the capability to transmit several products at one time and the ability to include graphic weather products (maps) in the transmission. To forward JetPlan transactions via fax, enter the following on the Options command line: • Fax designator (FX) • Fax phone number (include the international calling code, country code and city code, area code, or whatever is necessary and applicable) • JetPlan transaction number(s) • Any other applicable option (see below) Commas separate each entry. One fax number and as many JetPlan transaction numbers that can fit on the Options command line (240 characters including spaces) can be specified in a single request.

NOTE To obtain detailed instructions on the use of Fax Forwarding, type INFO,FAX on the Options command line. To obtain a list of all weather maps available for forwarding via fax, type INFO,MAPS on the Options command line.

Basic Fax Forwarding Input The examples below illustrate the use of the basic Fax Forwarding commands.

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Example: Explanation: U.S. Domestic. Fax number includes area code. 01 OPTIONS FX,3037844416,5678,5679,US10,NA10,.NAME.

Example: Explanation: International. Fax number includes international calling code, country and city code. 01 OPTIONS FX,011469996831897,5678,5679,US10,NA10,.NAME.

The following list identifies all of the inputs shown in the above examples. • FX – Fax Forwarding command. • 011469996831897 – Complete fax number. International numbers must begin with 011, followed by country code, city code, and number. • 5678,5679 – Two sample JetPlan transaction numbers. These could identify computed flight plans, non-graphic weather briefings, and/or user-generated messages. • UA10,NA10 – Two sample graphic weather map codes. • .NAME. – Optional identification input. You can enter a name up to 30 characters long that appears on the fax cover sheet. NOTE The optional identification input must be contained within two periods (for example, .John Smith.) A single page fax can display two maps by using a slash (/) between the map code entries instead of a comma.

Enhanced Fax Forwarding Input Fax Forwarding provides other features which allow you to more clearly identify and control the composition of the information you are sending. These features give you the following capabilities: • Data/information composition or order • Cover sheet suppression • Custom cover sheet inclusion • Fax status querying (also available for basic fax)


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• Multiple recipient (phone number) transmissions • Expanded (free form) text capability for phone numbers, recipients, flight plans, text weather reports, maps, and messages using appropriate/valid keywords (prefix codes) The following syntax rules are unique to the enhanced Fax Forwarding input: • Blank spaces are equivalent to commas as delimiters. • A single page fax can display two maps by using a slash (/) between the map code entries instead of a comma. • Both blank spaces and commas are allowed within the recipient's name and title. • The name/title keyword TO= is terminated by a period or another keyword. • To support terminals that do not have an equal sign (=), a hyphen (-) is equivalent to an equal sign for all keywords. • Flight plans, non-graphic weather, and messages can be specified after the FLIGHT and FP keywords. The MESSAGE, MG, and MS keywords can be used interchangeably with the FLIGHT and FP keywords. The following table lists keywords that you can apply when using the Enhanced Fax Forwarding feature.

Table 18-4

Fax Forwarding Keywords

Keyword Type

Purpose

Recipient Name/Title

Specifies the name or name and title of the recipient. Enter the information after one of the keywords.

• TO=

Specifies transaction number(s) for flight plans, text weather reports, and messages. Enter the number or numbers after one of the keywords.

• FLIGHT=

Specifies the same transaction types as listed above for Flight Plan. Enter the number or numbers after one of the keywords.

• MESSAGE=

Flight Plan

Message

Keywords • TO-

• FP= • FP-

• MG= • MG• MS= • MS-

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Table 18-4

Fax Forwarding Keywords (continued)

Keyword Type

Purpose

Weather Map

Specifies maps. Enter the map identifier(s) after one of the keywords.

Keywords • MAPS= • MAPS• MAP= • MAP-

Phone Number

Specifies a phone number. Enter the phone number after one of the keywords.

• PHONE= • PHONE• PH= • PH-

Cover Sheet Suppress

Cover Sheet

Suppresses the printing of the Fax Forwarding cover sheet. Enter NO after one of the keywords.

• COVER=NO

Specifies a custom cover sheet. Enter the cover sheet name after one of the keywords.

• COVER=

• COVER-NO

• COVER• CV= • CV• CS= • CSNOTE Custom cover sheets must be provided by you to Jeppesen so that it is on file for this purpose. Contact your Jeppesen account manager for more information.

Fax Query

Allows you to enquire about a previously sent fax. After the keyword, enter the transaction number provided by JetPlan when the fax is forwarded.

FX QUERY

The following examples illustrate the use of the keywords defined in the preceding table: Example: 01 OPTIONS FX PHONE=4088665648 TO=CAPT DON SMITH JEPPESEN MAPS=USRA/US10 MESSAGE=4379 FLIGHT=2432

Example: 01 OPTIONS FX,PH-011469996831,PH-3037844112,TO-CAPT. JIM SMITH, JEPPESEN,TO-FLT OPS/DEN,FP-2345,FP-2347,COVER-NO

Example: 01 OPTIONS FX QUERY=12345 (where 12345 is the fax transaction number)


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Forward Plans and Messages ACARS Uplink

ACARS Uplink The ACARS Uplink feature allows you to forward flight plans or messages directly to the aircraft via an ACARS network.

NOTE Presently, special services must be set up or in place before you can uplink a flight plan. Please contact your Jeppesen account manager for more information. The uplink of messages does not require any special setup.

To forward a JetPlan transaction using the ACARS Uplink feature, use the following input syntax on the Options command line: 01 OPTIONS ul,[dn],1234,[fm],[rg=tail#]

where: • ul is the ACARS Uplink command. • dn is the uplink network, either (AR)INC or (SI)TA. • 1234 represents a JetPlan transaction number. In this case, 1234 is the example transaction number. • fm is the (Flight Management System) FMS type aboard the aircraft. This input is optional if you preset the FMS type parameter in the Customer Aircraft Database (CADB) for the aircraft being used (for example, FY=UF). The three choices are: – UF = Universal Unilink FMS – SF = Smith Industries FMS – HF = Honeywell FMS • rg=tail# is the aircraft’s registration or tail number. When uplinking flight plans, this input is optional only if you preset the Registration Number parameter in the CADB for the aircraft being used (for example, RN=n12345). However, if the aircraft does not have a preset registration number or is not in the CADB at all, you must include this option. NOTE If you omit the registration number when it is required, JetPlan prompts you for the information.

The following examples demonstrate the various entries you can make with the ACARS Uplink feature.

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Example: Explanation: This is a free-text message example. A message is first created on the JetPlan system. The transaction number is then used in the uplink input. Note that the network is not specified, meaning that the uplink is via ARINC. 01 OPTIONS mg 02 ENTER MESSAGE 1234 1- test of uplink message method 2END OF JEPPESEN DATAPLAN REQUEST NO. 1234 ......... 01 OPTIONS ul,1234,uf,rg=ntest 20 COMPUTING ......... MESSAGE 1234 TEST OF UPLINK MESSAGE ......... MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST

Example: Explanation: Uplink of the same message as in the previous example but without the “rg=” option. In this case, JetPlan prompts for the tail number. 01 OPTIONS ul,1234,uf 02 TAIL NUMBER ntest 20 COMPUTING ......... MESSAGE 1234 TEST OF UPLINK MESSAGE ......... MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST

Example: Explanation: This is a flight plan example. The flight plan1234 is uplinked via ARINC ACARS to an aircraft that uses a Universal FMS, and has a tail number, NTEST. 01 OPTIONS ul,ar,1234,uf,rg=ntest 20 COMPUTING .......... FPN/RP:DA:KSFO:AA:KBOS:F:LIN,N38045W121002.J84..OBK,N42133W087571. J584..CRL,N42029W083275.J554..JHW,N42113W079073.J82..ALB, N42448W073482:A:GDM2.ALB


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......... PLAN #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST

Example: Explanation: Same as previous example except that the FMS type and registration number information comes from the aircraft’s CADB record. 01 OPTIONS ul,1234 20 COMPUTING .......... FPN/RP:DA:KSFO:AA:KBOS:F:LIN,N38045W121002.J84..OBK,N42133W087571. J584..CRL,N42029W083275.J554..JHW,N42113W079073.J82..ALB, N42448W073482:A:GDM2.ALB ......... PLAN #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST

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Forward Plans and Messages Character Length Control

Character Length Control When using the forwarding option, you can specify the number of characters that JetPlan sends with each flight plan, weather request, and message. JetPlan stores default character numbers for each communication service. However, these can be changed in your password attribute file as long as the numbers do not exceed the maximum or minimum length. A nondefault value can be specified during a print and forward request by indicating the character control number after the last address for each communication service. Example: 01 OPTIONS SI4577,QU DENJS7X PAOJD7X/2300

Example: 01 OPTIONS AF4578,FF KSFOXLDI EGKKJPNX/1600

The default, maximum, and minimum character counts are listed in the following table. Table 18-5

Character Length Control Limits

Comm Service

Default Value

Maximum Value

Minimum Value

AFTN

1200

1800

800

ARINC

2900

3500

1000

SITA

2500

3500

1000


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C HAPTER 19

ATC Filing

ATC Filing Overview

Overview IMPORTANT The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL) format occurred on November 14, 2012 at 14:00Z. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default.

IMPORTANT This document assumes a working knowledge of the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444),” which describes the ICAO 2012 FPL requirements in detail. Also, see “ICAO 2012 Flight Plan Filings” on page 514.

This chapter discusses the commands, options, and databases available on JetPlan for the purpose of filing flight plan information with Air Traffic Control facilities. Two kinds of fight plan filings are possible: ICAO 2012 filings

This became JetPlan’s standard format for ICAO filings when Jeppesen cut over to the ICAO 2012 FPL format on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default.

U.S. Domestic filings

The default filing format within the USA is domestic (NAS FP). Your account must be configured to allow you to file in the ICAO filing format inside the USA. Contact your Jeppesen account manager for more information.

NOTE

The NAS FP was not impacted by the cutover to the ICAO 2012 FPL format.

The following sections provide more information about using JetPlan to file flight plans: • “JetPlan Automatic Filing Program” on page 492 • “ICAO 2012 Flight Plan Filings” on page 514 • “Domestic U.S. Filing” on page 533


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ATC Filing JetPlan Automatic Filing Program

JetPlan Automatic Filing Program IMPORTANT The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL) format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default.

The automatic filing command, FI, allows you to submit flight plans to the proper ATC authorities for both U.S. Domestic and ICAO flights.

Filing a Flight Plan To file a flight plan, type FI followed by the flight plan number (transaction number) on the Options command line. In the following example, a flight plan with the number 1234 is filed. 01 OPTIONS FI1234 NOTE The command and the transaction number are not separated by comma or space.

Entering the File (FI) command initiates the JetPlan Automatic Filing Program, which presents a series of command prompts that require your response with specific information about the flight. Much of the information requested at the prompts can be derived from the CADB or other repositories. (See “Database Support for the Filing Program” on page 508.) Some of the information is transferred from the flight plan. In either case, JetPlan can retrieve the needed information automatically and, thus, preempt your manual input. You always have the option of overriding stored information if necessary. The possible prompts are: 02 04 07 09 12 18 20 21 24 25 26 27 28 29

AIRCRAFT ID OR CALL SIGN TYPE OF FLIGHT WAKE TURBULENCE CATEGORY EQUIPMENT PROPOSED DEPARTURE TIME REMARKS/GENERAL INFORMATION 1ST ALTERNATE AIRPORT 2ND ALTERNATE AIRPORT ENDURANCE PERSONS ON BOARD COLOR OF AIRCRAFT EMERGENCY RADIO SURVIVAL EQUIPMENT LIFE JACKETS

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30 DINGHIES 31 FILED BY 33 DEPARTURE CENTER NOTE The command prompts listed above are for ICAO 2012 filings. The command prompts for Domestic flight plans vary somewhat. See Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494.

The Filing Program Command Prompts Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494 lists the command prompts and the source of the associated data.


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Table 19-1

JetPlan Automatic Filing Program Command Prompts

Command Prompt

Data Source and Notes

02 AIRCRAFT ID OR CALL SIGN (ICAO Item 7)

For U.S. Domestic flights, you can store the domestic call sign in the CADB (DO parameter). If you use the Call Sign option (CS/xxxxxx) in the flight plan request, the filing program retrieves the sign from the flight plan, regardless of the type of filing (U.S. domestic or ICAO). NOTE ARTCCs/ACCs accept no more than 7 characters.

04 TYPE OF FLIGHT (ICAO Item 8)

(Required) Specifies the type of flight the aircraft typically performs. This information is derived from the CADB, if a value is available in the Type of Flight (TF) parameter. Otherwise, enter the appropriate information.

06 TYPE OF AIRCRAFT (ICAO Item 9)

Specifies the Aircraft ICAO code of the aircraft. This information is derived from the CADB, if a value is available in the Aircraft ICAO Code (KO) parameter.

07 WAKE TURBULENCE CATEGORY (ICAO Item 9)

Typically not prompted because the category value is set in the aircraft’s generic file and is included in the filing form automatically. It can also be derived from the Aircraft ICAO Code (KO) parameter in the CADB. You can also edit the value manually using this command prompt.

08 SPECIAL EQUIPMENT (U.S. Domestic)

NOTE This command prompt is not used for ICAO filings. It applies only to U.S. Domestic filings.

(Required for Domestic filings) Identifies the aircraft’s special Nav/Com capabilities. This information is derived from the USA Equipment Suffix (EQ) parameter in the CADB. 09 EQUIPMENT (ICAO Item 10a/b)

Lists the (10a) radio communication, navigation, approach aid equipment and capabilities, as well as the (10b) surveillance equipment and capabilities of the flight. Item 10a/b changed significantly for ICAO 2012 filings. There are new codes for Items 10a and 10b, and new dependencies between Item 10 and Item 18. See individual ICAO 2012 indicator descriptions in this table. See also “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514 and for data input restriction information.

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Table 19-1


Command Prompt


09 EQUIPMENT (ICAO Item 10a/b)

Input values: Codes selected from the lists below. 10a Equipment codes are entered as a single, concatenated string before the “/” indicator and 10b Surveillance Equipment codes are entered after the “/” indicator. If “S” is used in 10a, it is listed first. Example: SABCDHJ2KM2RT/CHU2 With a few exceptions (noted below), Item 10a/b is automatically populated by the 10a/b EQUIPMENT (NC2) parameter in the “ICAO 2012 Certification and Equipment” section of the CADB. NOTE The application of degradations to RNAV, RVSM, RNP, and MNPS in the MEL database overrides the settings for these items in the CADB and removes their designators from Item 10a of the ICAO filing strip. See the Help file for the MEL DB on JetPlan.com or see Chapter 35, “Minimum Equipment List Database.” NOTE If the plan is sent to an AFTN center, the 10a/b EQUIPMENT parameter is limited to the first 69 characters (including the / indicator).

EQUIPMENT 10a codes • S – Standard COM/NAV/approach aid equipment is carried and serviceable. Standard Equipment is considered to be: V (VHF) + O (VOR) + L (ILS) NOTE If “S” is used, it is listed first in the EQUIPMENT field. Otherwise, the flight plan may be rejected. For example, SDGI. NOTE Code “S” or code “O” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

• N: No COM/NAV/ approach aid equipment or the equipment is unserviceable. NOTE If N is present, no other equipment is accepted.

• A – GBAS Refers to GBAS landing system • B – LPV Refers to LPV (APV with SBAS) • C – LORAN C NOTE “C” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.


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Table 19-1 Command Prompt EQUIPMENT 10a codes (continued)

JetPlan Automatic Filing Program Command Prompts Data Source and Notes • D – DME NOTE “D” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

• E1 – FMC WPR ACARS • E2 – D FIS ACARS • E3 – PDC ACARS • F – ADF • G – GNSS NOTE “G” is required in Item 10a when Item 18 PBN/ contains certain descriptors. When “G” is in Item 10a, additional types of external augmentation, if any, may be specified in item 18 following NAV/ and separated by a space. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

• H – HF RTF • I – Inertial Navigation NOTE “I” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

• J1 – CPDLC ATN VDL Mode 2 • J2 – CPDLC FANS 1/A HFDL • J3 -CPDLC FANS 1/A VDL Mode A • J4 – CPDLC FANS 1/A VDL Mode 2 • J5 – CPDLC FANS 1/A SATCOM (INM) • J6 – CPDLC FANS 1/A SATCOM (MTS) • J7 – CPDLC FANS 1/A SATCOM (IRID) • K – MLS • L – ILS NOTE L – ILS is considered Standard Equipment (S).

• M1 – ATC RTF SATCOM (INMARSAT) • M2 – ATC RTF (MTSAT) • M3 – ATC RTF (Iridium)

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Table 19-1


Command Prompt EQUIPMENT 10a codes (continued)

Data Source and Notes • O – VOR NOTE O – VOR is considered Standard Equipment (S). NOTE “O” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

• R – PBN Certified Indicates that the aircraft has Performance Based Navigation (PBN) capabilities. “R” is inserted in Item 10a when the PBN Certified (I1) parameter in the “ICAO 2012” section of the CADB is set to “Yes.” IMPORTANT The insertion of “R” in field 10a requires that the PBN levels must also be specified after the PBN/ indicator in Item 18. Otherwise, the flight plan may be rejected. See the Performance-Based Navigation Manual (ICAO Doc 9613) for guidance on application of PBN levels. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514. NOTE The application of a degradation to PBN certification in the ICAO 2012 section of the MEL Database overrides the R - PBN Certified value in the CADB and removes the “R” designator from Item 10a in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

• S – See “S – Standard Equipment” above. • T – TACAN • U – UHF RTF • V – VHF RTF NOTE V – VHF RTF is considered Standard Equipment (S).

• W – RVSM This field is populated from the RVSM Certified (RV) parameter in the “Certified” section of the CADB. • X – MNPS Approved This field is populated from the ME parameter in the “Certified” section of the CADB. • Y- VHF with 8.33 KHz channel spacing capability This field is populated from the 8.33 KHz Communication (83) parameter in the “Equipment” section of the CADB.


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Table 19-1 Command Prompt EQUIPMENT 10a codes (continued)

JetPlan Automatic Filing Program Command Prompts Data Source and Notes • Z – Other Equipment Carried or Other Capabilities Indicates the presence of other equipment or capabilities not specified in Item 10a. “Z” is automatically inserted into Item 10a on the filing strip if the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB is populated. IMPORTANT If you enter code “Z” in Item 10a, you also must specify the other equipment carried or other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514. NOTE NAV/ is automatically populated from the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB.

EQUIPMENT 10b Codes NOTE The maximum number of characters allowed by the ICAO for 10b is 20. Item 10b input options are restricted to codes selected from the following lists of transponder and ADS codes.

Equipment 10b Transponder Codes: NOTE Only one transponder code is used.

• N – None No surveillance equipment for the route to be flown is carried, or the equipment is unserviceable. • A – Transponder - Mode A (4 digits – 4 096 codes) • C – Transponder - Mode A (4 digits – 4 096 codes) and Mode C • E – Transponder - Mode S, including Aircraft Identification, Pressure-Altitude and Extended Squitter (ADS-B) Capability • H – Transponder - Mode S, including Aircraft Identification, Pressure-Altitude and Enhanced Surveillance Capability • I – Transponder - Mode S, including Aircraft Identification, but no Pressure-Altitude Capability • L – Transponder - Mode S, including Aircraft Identification, Pressure-Altitude, Extended Squitter (ADS-B) and Enhanced Surveillance Capability • P – Transponder - Mode S, including Pressure-Altitude, but no Aircraft Identification Capability • S – Transponder - Mode S, including both Pressure-Altitude and Aircraft Identification Capability

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Table 19-1


Command Prompt EQUIPMENT 10b Codes (continued)

Data Source and Notes • X – Transponder - Mode S with neither Aircraft Identification nor Pressure-Altitude Capability Equipment 10/b ADS Codes: NOTE Only one type of each ADS-B code is used: B1 or B2, U1 or U2, V1 or V2.

• B1 – ADS-B with dedicated 1090 MHz ADS-B “out” Capability • B2 – ADB-B with dedicated 1090 MHz ADS-B “out” and “in” Capability • U1 – ADS-B “out” Capability using UAT • U2 – ADS-B “out” and “in” Capability using UAT • V1 – ADS-B “out” Capability using VDL Mode 4 • V2 – ADS-B “out” and “in” Capability using VDL Mode 4 • D1 – ADS-C with FANS 1/A Capabilities • G1 – ADS-C with ATN Capabilities 12 PROPOSED DEPARTURE TIME (ICAO Item 13)

This information is derived from the flight plan. However, you may change the time, if necessary, using this command prompt.

18 REMARKS/GENERAL INFORMATION (ICAO Item 18)

ICAO 2012 introduced new and changed indicators and descriptors for Item 18, as well as new dependencies between Item 18 and Item 10. In addition, information entered at the 18 REMARKS/GENERAL INFORMATION command prompt overwrites field 18 data from the computed plan when using @18 at filing time. For more information, see “ICAO 2012 Flight Plan Filings” on page 514. NOTE The Short Autofile feature may be applied by having remarks set in your ID/Attribute File (see “Short Autofile Feature” on page 531 below).


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Table 19-1 Command Prompt

JetPlan Automatic Filing Program Command Prompts Data Source and Notes

Item 18 Indicators Leave all indicator fields blank if no Item 18 indicators are used. IMPORTANT In ICAO 2012 filings, when Item 18 is populated from the customer database, the entries are automatically entered into the FPL in the prescribed order. If you manually enter the Item 18 indicators, you must retain the correct order. Use only numbers and letters.

STS/ – Special handling information Reason for special handling by ATS. This field may be populated by a matching Flight Brief Type “A” record with STS/ in the FBDB. IMPORTANT Non-standard STS is indicated in RMK/.

Input Values – One or more of the following descriptors, separated by a space: • ALTRV – Used for a flight operated in accordance with an altitude reservation • ATFMX – Used for a flight approved for exemption from ATFM measures by the appropriate ATS authority • FFR – Used for fire-fighting • FLTCK – Used for flight check for calibration of Navaids • HAZMAT – Used for a flight carrying hazardous material • HEAD – Used for a flight with Head of State status • HOSP – Used for a medical flight declared by medical authorities • HUM – Used for a flight operating on a humanitarian mission • MARSA – Used for a flight for which a military entity assumes responsibility for separation of military aircraft • MEDVAC – Used for a life critical medical emergency evacuation • NONRVSM – Used for a non-RVSM capable flight intending to operate in RVSM airspace NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO 2012 FPL format when the RVSM parameter in the CADB is set to Exempt.

• SAR – Used for a flight engaged in a search and rescue mission • STATE – Used for a flight engaged in military, customs or police

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Table 19-1


Command Prompt


Item 18 Indicators (continued)

PBN/ – Performance Based Navigation Indication of RNAV and/or RNP capabilities. This field is populated from the Item 18 PBN/ (I2) parameter in the “ICAO 2012” section of the CADB. The PBN Certified (I1) parameter in the CADB must also be set to Yes when Item 18 PBN/ (I2) is populated. IMPORTANT The insertion of R in field 10a requires that the PBN levels must also be specified after the PBN/ indicator in Item 18. Otherwise, the flight plan may be rejected. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514. IMPORTANT The current ICAO limit is eight Performance Based Navigation codes (16 characters) in the PBN/ indicator. If the allowed maximum (currently eight codes) is exceeded, your flight plans may be rejected. NOTE The application of a degradation to the Item 18 PBN/ parameter in the ICAO 2012 section of the MEL Database overrides the PBN/ parameter value in the CADB and removes the CADB output from Item 18 PBN/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database on JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

Input Options: Item 18 PBN/ input options are restricted to a total of eight codes (16 characters) from the following lists of RNAV and RNP Certification codes. Example: A1B2C2D2LIS1T204 PBN/ RNAV Specification Codes • A1 – RNAV 10 (RNP 10) • B1 – RNAV 5 All Permitted Sensors NOTE ICAO guidance indicates usage of B1 is acceptable even when you have all sensors except LORANC.

• B2 – RNAV 5 GNSS • B3 – RNAV 5 DME/DME • B4 – RNAV 5 VOR/DME • B5 – RNAV 5 INS or IRS • B6 – RNAV 5 LORANC • C1 – RNAV 2 All Permitted Sensors • C2 – RNAV 2 GNSS • C3 – RNAV 2 DME/DME • C4 – RNAV 2 DME/DME/IRU • D1 – RNAV 1 All Permitted Sensors • D2 – RNAV 1 GNSS • D3 – RNAV 1 DME/DME • D4 – RNAV 1 DME/DME/IRU


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Table 19-1


Command Prompt



PBN/ RNP Specification Codes • L1 – RNP 4 • O1 – Basic RNP 1 All Permitted Sensors • O2 – Basic RNP 1 GNSS • O3 – Basic RNP 1 DME/DME • O4 – Basic RNP 1 DME/DME/IRU • S1 – RNP APCH • S2 – RNP APCH with BARO-VNAV • T1 – RNP AR APCH with RF (special authorization required) • T2 – RNP AR APCH without RF (special authorization required) NAV/ – Navigation equipment Significant data related to navigation equipment, other than specified in PBN/ as required by the appropriate ATS authority. This field is automatically populated from the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB “Z “is automatically inserted in 10a if the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB is populated. If a “Z” is in Item 10a, the other equipment or other capabilities must be specified in Item 18, preceded by COM/, NAV/, and/or DAT/, as appropriate. When “G” is in Item 10a, additional types of external augmentation, if any, may be specified in Item 18 following NAV/ and separated by a space. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.

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Table 19-1


Command Prompt



COM// – Communication applications or capabilities Indicates additional communications applications or capabilities for the aircraft that are not covered by the codes for Item 10a. This field is populated from the Item 18/ COM (I3) parameter in the “ICAO 2012” section of the CADB. Input value: EUROCONTROL accepts only 50 characters IMPORTANT “Z “is automatically inserted in 10a if the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB is populated. If “Z” is in Item 10a, the other equipment or other capabilities must be specified in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514. NOTE ANSP/ Air Services Australia indicates satcom phone numbers can be entered here. No special characters are allowed. Example: 8889993123. NOTE If the 8.33 KHz Communication (83) parameter is set to Permit (P) or Exempt (E) in the “Equipment” section of the CADB, EXM833 is inserted in Item 18 COM/. NOTE The application of an override to the Item 18 COM/ parameter in the “ICAO 2012” section of the MEL Database overrides the Item 18 COM/ parameter value in the CADB and removes the CADB value from Item 18 COM/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

DAT/ – Data applications and capabilities Indicates additional data applications or capabilities for the aircraft that are not covered by the codes for Item 10a. This field is populated from the Item 18/ DAT (I4) parameter in the “ICAO 2012” section of the CADB. Input value: EUROCONTROL accepts only 50 characters IMPORTANT The letter Z is automatically inserted in 10a if the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB is populated. If the letter Z is in Item 10a, the other equipment or other capabilities must be specified in Item 18, preceded by COM/, NAV/, and/or DAT/, as appropriate (and vice versa). See “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514.


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Table 19-1


Command Prompt



SUR/ – Surveillance applications and capabilities Indicates surveillance applications or capabilities for the aircraft that are not covered by the codes for Item 10b. This field is populated from the Item 18/ SUR (I5) parameter in the “ICAO 2012” section of the CADB. Input value: EUROCONTROL accepts only 50 characters. NOTE Per the FAA Aeronautical Information Manual, “SUR/ indicates surveillance capabilities not specified in 10b, when requested by an Air Navigation Service Provider. If ADS-B capability filed in Item 10 is compliant with RTCA DO-260B, include the item –260B|| in SUR/. If ADS-B capability filed in Item 10 is compliant with RTCA DO-282B, include the item –282B||– in SUR/.” EXAMPLE: 1. SUR/260B 2. SUR/260B 282B For the latest FAA information on the above, see the Aeronautical Information Manual on the FAA Web site. NOTE The application of an override to the Item 18 SUR/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 SUR/ parameter value in the CADB and removes the output from Item 18 SUR/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

DEP/ – Name and location of departure airport if ZZZZ is in Item 13. This information is derived from the flight plan. It is only output if the departure airport is ZZZZ. DEST/ – Name and location of destination airport if ZZZZ in Item 16. This information is derived from the flight plan. It is only output if the destination airport is ZZZZ. DOF/ – Date of flight departure This information is transferred from the flight plan. NOTE Previously optional, DOF/ (Date of Flight) is always output in all ICAO 2012 FPLs to ensure compliance with more stringent DOF/ rules for ICAO 2012.

REG/ – Nationality or common mark and registration mark of aircraft This field is populated by the Registration Number (RN) parameter in the “ATS Plan” section of the CADB. EET/ – Significant points or FIR boundary designators and accumulated estimated elapsed times This information is transferred from the flight plan.

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Command Prompt



SEL/ – Special Code, for aircraft so equipped This field is populated from the (SC) SELCAL CODE parameter in the “ATS Plan” section of the CADB. TYP/ – Type(s) of aircraft if ZZZZ in Item 9. NOTE Not currently supported.

CODE/ – Aircraft address Specifies the aircraft address for the aircraft, expressed in the form of an alphanumerical code of six hexadecimal characters (as prescribed by the appropriate ATS authority). For example, F00001 is the lowest aircraft address contained in the specific block administered by ICAO. This field is populated from the Item 18/ CODE (I6) parameter in the “ICAO 2012” section of the CADB. Input value: Alphanumeric code of six hexadecimal characters NOTE The application of an override to the Item 18 CODE/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 CODE/ parameter value in the CADB and removes the output from Item 18 CODE/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

DLE/ – Enroute delay or holding This information is derived from the ETD input by the user. See the “Estimated Time of Departure Commands” chapter in the JetPlan User Manual. OPR/ – ICAO designator or name of the aircraft operating agency This field is populated from the Company Name (CN) and OPR Required (OR) parameters in the “ATS Plan” section of the CADB. ORGN/ – Originator’s 8 letter AFTN address This field is populated by a matching Flight Brief Type “A” record with ORG/ in the FBDB. Input value: Up to 30 alphanumeric characters


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Command Prompt



PER/ – Aircraft performance data Allows you to enter aircraft performance data as prescribed by the appropriate ATS authority. The data is indicated by a single letter as specified in the ICAO document: Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures. This field is populated from the Item 18/ PER (I7) parameter in the “ICAO 2012” section of the CADB. Input value: One (1) alphanumeric character only. Permissible values are: A, B, C, D, E, or H. May be left blank. NOTE The application of an override to the Item 18 PER/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 PER/ parameter value in the CADB and removes the output from Item 18 PER/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or Chapter 35, “Minimum Equipment List Database.”

ALTN/ – Destination alternate if ZZZZ in Item 16 This information is derived from the flight plan. It is only output if the destination alternate is ZZZZ. NOTE Not presently handled in JetPlan.

RALT/ – Enroute alternates ETOPS alternates for flight. This information is derived from the computed flight plan. NOTE Requires RALT Preference to be set for output. Contact Jeppesen Technical Support if needed.

TALT/ – Takeoff alternate This information is transferred from the computed flight plan. Information can also be entered manually at filing time. RIF/ – Reclear information Route to reclear airport This information is transferred from the computed flight plan. Information can also be entered manually at filing time. Automatically output if the customer format supports it, and a reclear plan is run. Only output if customer format supports it.

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Command Prompt



RMK/ – Other remarks This is a free-text field. As a general guideline, anything not covered in any of the available Item 18 sub-fields may be put in RMK/. This field is automatically populated from the Flight Brief Text parameter in the Fight Brief Database. Information can also be entered manually at filing time. NOTE RMK/ output can also be generated from other data sources, such as a customer’s ID/Attribute File. NOTE If the flight plan contains the ERAD flight plan option, ERAD special remarks are automatically added to Item 18 on the filing strip. For information, see the “Electronic Route Availability Document Option” in the Chapter 6, “Route Commands.”

20 1ST ALTERNATE AIRPORT (ICAO Item 16)

This information is derived from the flight plan. The system prompts for this information if no alternate is specified in the flight plan.

21 2ND ALTERNATE AIRPORT (ICAO Item 16)

This information is derived from the flight plan. The system does not prompt for this information, whether or not the flight plan has it. However, you may add a second alternate using this command prompt.

23 PILOT NAME (ICAO Item 19)

This information is derived from the flight plan if the name option (CPT/xxxxx) is entered in flight plan request. The system does not prompt for this information, whether or not the flight plan has it. However, you may add or change the pilot’s name using this command prompt.

24 ENDURANCE (ICAO Item 19)

This information is derived from flight plan. However, you may change the value using this command prompt.

25 PERSONS ON BOARD (ICAO Item 19)

(Required) This information is derived from the flight plan or from the CADB, if a value is available in the Persons on Board (OB) parameter. Otherwise, enter the appropriate information.

26 COLOR OF AIRCRAFT (ICAO Item 19)

(Required) This information is derived from the flight plan or from the CADB, if a value is available in the Aircraft Color (AC) parameter. Otherwise, enter the appropriate information.

27 EMERGENCY RADIO (ICAO Item 19)

(Required) This information is populated from the CADB, if a value is available in the Emergency Radio (ER) parameter. Otherwise, enter the appropriate information.

28 SURVIVAL EQUIPMENT (ICAO Item 19)

(Required) This information is populated from the CADB, if a value is available in the Survival Equipment (SE) parameter. Otherwise, enter the appropriate information.

29 LIFE JACKETS (ICAO Item 19)

(Required) This information is populated from the CADB, if a value is available in the Life Jackets (JA) parameter. Otherwise, enter the appropriate information.


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Command Prompt


30 DINGHIES (ICAO Item 19)

(Required) This information is populated from the CADB, if a value is available in the Dinghies (DN) parameter. Otherwise, enter the appropriate information.

31 FILED BY (ICAO Item 19)

(Required) Enter the name of the person who is filing the flight plan. An entry is required for international filings. The Short Autofile feature may be applied by having this information set in your ID/Attribute File (see “Short Autofile Feature” on page 531 below).

33 DEPARTURE CENTER (ICAO ADDRESSES Field)

This information is derived from the flight plan. However, you may change the information using this command prompt.

Database Support for the Filing Program JetPlan provides several databases that support your automatic filing capabilities.

The Customer Aircraft Database (CADB) You can store information related to ATC filing for each aircraft in the CADB, including navigation/communication information, certifications, and other equipment information. When you use an aircraft in a flight plan request, the system derives the aircraft’s information from the CADB, eliminating the need to provide information for many of the FI prompts. See Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494 for the prompts and data sources. The CADB must be configured for ICAO 2012. The “ICAO 2012 Certification and Equipment” section in the CADB contains ICAO-2012 specific data elements that automatically populate Item 10 and Item 18 in the ICAO FPL. The parameters added for ICAO 2012 parameters are listed in the following paragraphs.

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Item /b EQUIPMENT Parameter (NC2)

You can store codes for communication, navigation equipment and capabilities, and/or surveillance equipment and capabilities in the NC2 parameter. JetPlan automatically inserts the 10a codes before the “/” indicator and the 10b codes after the “/” indicator in Item 10a/b EQUIPMENT on the filing strip.

NOTE The application of degradations to RNAV equipment and to RVSM, RNP, and MNPS certifications in the MEL database overrides the settings for these items in the CADB and removes their designators from the NAV/COM code in Item 10 of the ICAO filing strip. See Chapter 35, “Minimum Equipment List Database.”

PBN Certified parameter (I1)

Indicates whether or not the aircraft has Performance Based Navigation (PBN) capabilities. When the PBN Certified (I1) parameter is set to “Yes,” JetPlan inserts an “R” in Item 10a on the filing strip.

ICAO 2012 Item 18 indicators and codes (I2)

Item 18 indicators must be filed in a prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” When an Item 18 indicator parameter is populated in the CADB, JetPlan inserts the stored value in Item 18 on the filing strip in the required order. The following parameters are available: • Item 18 PBN/ – Stores ICAO codes for the aircraft's PBN capabilities. JetPlan inserts your selected codes as a single, concatenated string in Item 18 PBN/. • Item 18 COM/ – Stores communications applications or capabilities not listed in Item 10a. • Item 18 DAT/ – Stores data capabilities not specified in Item10b. • Item 18 SUR/ – Stores surveillance application/capability not specified in Item10b. • Item 18 CODE/ – Stores the aircraft address. For complete information, see the Help topic for the CADB on JetPlan.com or Chapter 26, “Customer Aircraft Database.”


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The Flight Brief Database (FBDB) When creating an FBDB record, you first define a “flight brief type,” which indicates information that you want to add or a condition that you want to apply automatically to certain flight plan requests. You can then use selection criteria, such as fleet type or POD and POA, to limit use of that information or condition to flight plan requests that match the criteria. For example, you can include Remarks in Item 18 on the ATC filing strip just for flight plans with a particular POA. Other examples include specifying the use of bonded or non-bonded fuel price or including the output of EU-OPS emissions data on flight plans. The FBDB includes parameters that support the ICAO 2012 FPL format. Those parameters allow you to automatically output Item 18 Special Handling (STS/) and 18 Originator (ORGN/) information to specified flight plan requests, auto populating the filing strip. For more information on the FBDB, see the Help topic for the FBDB on JetPlan.com or Chapter 34, “Flight Brief Database.”

The Minimum Equipment List (MEL) Database The MEL Database contains parameters that allow you to degrade or override certain capabilities and certifications stored for the aircraft in the CADB. Parameters have been added to the MEL Database to degrade the following ICAO 2012-specific parameters in the “ICAO 2012” section of the CADB: • 10a/b EQUIPMENT • R - PBN Certified • Item 18 COM/ • Item 18 PBN/ • Item 18 SUR/ • Item 18 CODE/ For more information, see the Help topic for the MEL Database on JetPlan.com, or see Chapter 35, “Minimum Equipment List Database.”

The Customer Preference Database The Customer Preference Database allows you to save time by setting some filing activities to happen automatically. Some filing related preferences are:

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FILEORIG=(Y/N) Filing Originator Address (Control)

When this preference is present and set to N, it prevents the flight plan filing from being sent to the originator address, as defined in the customer's ID/Attribute file. If the preference is set to Y or is not present in the Customer Preference Database, the filing is sent to the originator address.

FINOW File Now

When present, this preference carries out an immediate transmission action on the filing request. This preference also enables the TIME option in line mode. If the TIME or the LEAD option is used, the FILE NOW action is overridden.

FIONEALT=(Y/N) File One Alternate

When this preference is present and set to Y, it limits the number of destination alternates included on the ATC filing strip to one, even if two or more are in the flight plan request. If the preference is set to N or is not present in the Customer Preference Database, a second destination alternate (if submitted) is included on the ATC filing strip.

The JetPlan Flight Plan Filing Database (FDB) The JetPlan Flight Plan Filing Database enables you to customize the filed product, including a way to define the type of message sent, any additional addresses, and the suppression of specific information. This custom alteration capability applies to the format of the information sent and to the filing destinations.

NOTE Contact your Jeppesen account manager to make use of the Flight Plan Filing database.

The custom alterations available through the Flight Plan Filing Database are as follows: • Include down-line FIR and customer addresses when transmitting ICAO filing • Omit down-line FIR and customer addresses when transmitting ICAO filing • Send long ICAO filing (includes supplementary data)


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• Send short ICAO filing (excludes supplementary data) • Send flight plan in U.S. Domestic format only, regardless of departure (POD) and/or arrival (POA) station identifiers • Send flight plan in ICAO format only, regardless of departure (POD) and/or arrival (POA) station identifiers • Include additional filing destination addresses • Suppress the output of SID and/or STAR identifiers in the ICAO filing. The application of the Flight Plan Filing database is typically keyed to information in your flight plan. This means that custom alterations are applied automatically when the plan is filed. The following factors may be set to initiate certain filing alterations: • POD identifier • POA identifier • POD/POA combination of identifiers • Specific FIR identifiers These key factors may be stored in the database as complete ICAO IDs (for example, EGLL, LIRA, and so on) so that only the presence of the complete identifiers in your flight information (plan) activates the custom filing. They may also be stored as abbreviations, using the first one or two characters of the ICAO IDs (for example, EG, LI, G). The abbreviation of identifiers to the first one or two characters allows the custom alterations to be applied to any filing that has the abbreviated portion in the key factor (POD, POA, or FIR). A flight plan with the correct ICAO ID portion activates custom filing instructions. For example, if you want to send a flight plan filing message to additional addresses (such as RJAA and RJCC) for all flights that depart from Seoul, South Korea, and arrive at Jakarta, Indonesia, you would have the ICAO identifiers RKSS and WIII entered into the Flight Plan Filing database as key factors that initiate the additional transmissions. For another example, if you wanted to suppress the output of SID identifiers in your ICAO filing for all flight plans that depart a Japanese airport, you would have the characters RJ entered into the filing database as a key factor.

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Overriding the Flight Plan Filing Database You may always override the custom filing information in the Flight Plan Filing database, regardless of key factors, by including the exception option, XFDB, in your flight plan request. The filing of a plan run with this option is standard, not custom. The exception option is entered on the Options command line, anywhere after the FP command. Example: 01 OPTIONS FP,XFDB,CS/JD123...


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ATC Filing ICAO 2012 Flight Plan Filings

ICAO 2012 Flight Plan Filings This section contains information on the ICAO 2012 FPL format, which became the default filing format used by the JetPlan Automatic Filing Program after Jeppesen’s cutover to the ICAO 2012 FPL format on November 14, 2012.

IMPORTANT All flight plans filed with Jeppesen flight planning products are filed in the ICAO 2012 format by default.

IMPORTANT This document assumes a working knowledge of the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444),” which describes the ICAO 2012 FPL requirements in detail.

Summary of ICAO 2012 Changes The following paragraphs describe the ICAO 2012 FPL changes and how the JetPlan customer databases support those changes.

ICAO 2012 Changes to Item 10a/b and Item 18 New Item 10a/b EQUIPMENT and Codes

ICAO 2012 introduced new EQUIPMENT Item 10a codes for communication and navigation equipment and capabilities and new Item 10b codes for surveillance equipment and capabilities. Database Source: When your CADB Item 10a/b EQUIPMENT (NC2) parameter is configured with these codes, JetPlan automatically inserts the 10a codes before the “/” indicator and the 10b codes after the “/” indicator in Item 10a/b EQUIPMENT on the filing strip.

NOTE If you manually override Item 10a/b codes using the command line, be sure to enter the “S” code (if used) first, or some ATC Centers may reject the filing. In addition, if entering Item 10a/b manually, you need to include the “/” indicator after the Item 10a codes and before the Item 10b codes. For a list of the Item 10a/b codes, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494.

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R – PBN Approved Item 10a Indicator

The PBN Approved (“R”) code in Item10a indicates that the aircraft has Performance Based Navigation (PBN) capabilities. Note that there are dependencies between “R” in Item 10a and Item 18 PBN/. For information, see “New links between Item 10a/b and Item 18” below. Database Source: When the PBN Certified (I1) parameter in the CADB is set to “Yes,” JetPlan automatically inserts an “R” in Item 10a on the filing strip.

New or Revised Item 18 Indicators and Definitions

The following new or revised Item 18 indicators parameters are available. • Item 18 PBN/ – ICAO codes for the aircraft's PBN capabilities. This indicator must be populated if “R” is in Item 10a and vice versa. • Item 18 COM/ – Communications applications or capabilities not listed in Item 10a. • Item 18 DAT/ – Data capabilities not specified in Item10b. • Item 18 SUR/ – Surveillance application/capability not specified in Item10b. • Item 18 CODE/ – The aircraft address. • Item 18 PER/ – Aircraft performance data. Item 18 indicators must be filed in a prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” Database Source: When an Item 18 indicator parameter is populated in the CADB, JetPlan inserts the stored value in Item 18 on the filing strip in the required order. (See the Help file for the CADB on JetPlan.com or Chapter 26, “Customer Aircraft Database.”)

IMPORTANT If you manually override any data in the Item 18 field using the command line, you override all the Item 18 data that was generated by the flight plan computation. You need to re-enter any desired Item 18 data plus your changes in the prescribed order. For a list of Item 18 indicators and codes, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494.


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New links between Item 10a/b and Item 18

Several links between Item 10a and Item 18 apply, as follows: • R (PBN Approved) and Item 18 PBN/ – When “R” is in Item 10a on the filing strip (the PBN Certified [I1] parameter is set to “Yes” in the CADB), PBN levels must be specified in Item 18 PBN/ and vice versa. Otherwise, the flight plan may be rejected. Database Source: The Item 18 PBN/ (I2) parameter in the CADB allows you to store the required data for insertion into Item 18 on the filing strip. • Specific Associations Between Item 10a Codes and Item 18 PBN/ Descriptors – The following table lists specific associations that exist between Item 10a codes and descriptors in Item 18 PBN/. Table 19-2

Links Between Item 18 PBN/ and Item 10a

For Item 18 PBN RNAV Specification:

If Item 18 PBN/ entry includes any/all of these:

GNSS

B1, B2, C1, C2, D1, D2, O1, O2

G

DME/DME

B1, B3, C1, C3, D1, D3, O1, O3

D

VOR/DME

B1, B4

OD or SD

INS

B1, B5

I

DME/DME/IRU

C1, C4, D1, D4, O1, O4

DI

LORAN

B6

C

Then Item 10a requires:

• G (GNSS) and Item 18 NAV/ – When “G” is in Item 10a on the filing strip, the type of external GNSS augmentation, if any, must be specified in Item 18 NAV/. Database Source: The Other Equipment (OE) parameter in the “ATS Plan” section of the CADB allows you to store the GNSS augmentation information for insertion into Item 18 NAV/ on the filing strip. • Z (Other Equipment) and Item 18 COM/, NAV/, or DAT/ – “Z” is inserted in 10a when OE is populated. When “Z” is in Item 10a, equipment or capabilities that are not specified in Item 10a must be specified in Item 18, preceded by COM/,

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NAV/, or DAT/. Database Source: The Item 18 COM/ (I3) and Item 18 DAT/ (I4) parameters in the CADB allow you to store data for insertion into Item 18 on the filing strip. The Other Equipment (OE) parameter in the “ATS Plan” section of the CADB allows you to specify the data for insertion into Item 18 NAV/ on the filing strip. (See the Help file for the CADB on JetPlan.com or Chapter 26, “Customer Aircraft Database.”)

ICAO 2012 Changes to the JetPlan Automatic Filing Program While a few modifications to the JetPlan Automatic Filing Program were made to support ICAO 2012 FPL filings, the FI command itself did not change. The following example shows the FI filing commands and the resulting FPL with the ICAO 2012-specific data in Item 10a/b and in Item 18. In this case, the data was derived from the CADB. 01 OPTIONS FI561,NOW 02 AIRCRAFT ID OR CALL SIGN TTTJP1 18 REMARKS/GENERAL INFORMATION 31 FILED BY TONY ENTER QUESTION NUMBER OR GO GO 20 COMPUTING 29012

(FPL-TTTJP1-IN -B772/H-SDGHIJ1M1RWXYZ/HU1 -KMSP2300 -N0483F410 SMITH4 DLL J34 CRL J584 SLT DCT MIP MIP4 -KLGA0202 -PBN/A1B1C1D1 NAV/RNVD1E2A1 DOF/121031 REG/973603 EET/KZAU0017 KZOB0049 CZYZ0100 KZNY0130 SEL/ABCD CODE/F00001 OPR/JEPPESEN TONY 1 PER/D RMK/AGCS EQUIPPED TCAS EQUIPPED)

COMPLETE, FLIGHT PLAN #00561 WILL BE FILED NOW AT FOLLOWING ADDRESS(ES) KZMPZQZX CZYZZQZX END OF JEPPESEN DATAPLAN REQUEST NO. 29012


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Although the FI command remains the same for ICAO 2012 filings, modifications to the 22 OTHER INFORMATION and 18 REMARKS/GENERAL INFORMATION prompts were made. Other changes were made to Delay, Change, and Cancel messages. These changes, which are now the default functionality in the JetPlan Filing Program, are described below. 22 OTHER INFORMATION

The 22 OTHER INFORMATION @22 command prompt is not used at all for ICAO 2012 filings.

18 REMARKS /GENERAL INFORMATION

Information added with @18 with the FI or CHG command at the 18 REMARKS/GENERAL INFORMATION prompt overwrites all of the Item 18 information that was generated for the flight plan. If you manually override any data in Item 18 using the command line, you must enter all the Item 18 data even if you are changing just some of the data. You must also ensure that the Item 18 indicators are entered in the prescribed order, per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444)” or the filing may be rejected. For a list of Item 18 indicators and codes, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494.

Delay (DLA) Messages

Default functionality: • DLA messages include the Date of Flight (DOF). • Delays are not entered beyond 22 hours from the current time. • To comply with the ICAO recommendation to use a CHG message for a delay over midnight, a DLA command over midnight UTC sends a CHG message automatically. All subsequent CHG/DLA/CNL messages have the new DOF. For more information about DLA messages, see “Delaying Filing” on page 522.

Change (CHG) Messages

As explained above, a DLA over midnight UTC uses a CHG message. In addition, all CHG messages now contain the DOF. For more information, see “Changing Filed ICAO Plans” on page 524.

Cancel (CNL) Messages

CNL messages include the ETD and DOF. For more information, see “Canceling Filed ICAO Plans” on page 524.

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ICAO 2012 Changes to Customer Databases The CADB, FBDB, and MEL databases have been modified to support ICAO 2012 flight plan filings. See “Database Support for the Filing Program” on page 508.

Before Filing the ICAO 2012 Flight Plan Before filing in the ICAO 2012 format, please be aware of the following: • The ICAO 2012 FPL format is used by default unless your account has been configured to file in the Domestic format. • You must configure your CADB with ICAO 2012 parameters. The ICAO 2012 FPL is pre-populated with this data. For information on setting up the CADB, see the “ICAO 2012 Certification and Equipment” section in the Help topic for the CADB on JetPlan.com or Chapter 26, “Customer Aircraft Database.” • See “Reducing the Likelihood of Flight Plan Rejects” on page 519 for important notes and cautions. • For detailed information on the requirements of the ICAO 2012 FPL format, see the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).”

Reducing the Likelihood of Flight Plan Rejects To reduce the likelihood of flight plans rejections due to incorrect entry of ICAO 2012 data, follow these guidelines: • Ensure that when “R” is in Item 10a, PBN levels are specified in Item 18 PBN/ and vice versa. • Manage the other dependencies between Item 10a EQUIPMENT and Item 18 PBN/ described in “ICAO 2012 Changes to Item 10a/b and Item 18” on page 514. • Enter a maximum of eight PBN codes in the Item 18 PBN/ parameter. • Enter only numbers and letters for the ICAO 2012 parameters.


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• If making changes at the @09 (EQUIPMENT) prompt, the “S” code (for Standard Equipment) is retained as the first character. (The correct order is implemented automatically when JetPlan derives the Item 10a/b codes from the CADB). Also, E, J,M, P, Q before the slash in Item10a are no longer valid entries, and D in 10b after the slash is no longer valid. • If making changes at the @18 (REMARKS/GENERAL INFORMATION) prompt, be sure to re-enter all the Item 18 data (not just the items you are changing) and enter the indicators in the prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” For the indicators, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494. (The correct order is implemented automatically when JetPlan derives the indicators from the customer databases). • Enter ICAO 2012-specific data only in the proper fields.

Filing Priority and Timeliness Options JetPlan transmits your filed flight plan to the departure station ACC/ARTCC three hours before the estimated time of departure (ETD) for U.S. Domestic flights and five hours before the ETD for international flights. If the flight plan is filed less than three hours prior to the ETD (or five hours for international), then the flight plan is filed immediately. In the case of international filings, JetPlan also transmits the flight plan to the appropriate enroute and/or destination addresses.

NOTE For filing purposes, JetPlan distinguishes between U.S. Domestic and ICAO flight plans by the first letter of the ICAO identifier for the POD and POA stations. If both begin with the letter, K, JetPlan recognizes a U.S. Domestic flight plan. If one or both stations begin with any letter other than K, JetPlan recognizes an international (ICAO) flight plan.

If the planned flight is changed or delayed so that the departure time (ETD) is different, you have options available for filing immediately or delaying the auto-file, depending on the situation.

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File Immediately A flight plan filed more than three to five hours prior to the ETD (as discussed above) may be filed immediately by using the command FI<####>,NOW, where <####> is the flight plan number. This command may also be used with plans that are already in the queue.

NOTE JetPlan allows flight plans to be filed right up to one minute prior to the planned ETD.

Example: Explanation: File plan number 1234 immediately. 01 OPTIONS FI1234,NOW NOTE If you have made changes to a previously filed flight plan that are beyond the scope of the CHG option and are re-filing the plan using the NOW option, do not forget to cancel the previously filed flight plan. Otherwise, ATC may exhibit some confusion as to which plan to follow.

AFTN Priority Code Method Another method available for filing a flight plan immediately is to raise the priority of the message. The default AFTN priority code for transmitting flight plan filings is FF. You can specify the priority code DD after the File command to raise the priority of the transmission. There are a few ACCs that process the filing message more quickly when the DD code is used. See the Forward Plans, Messages, etc chapter for more information about priority codes. Example: 01 OPTIONS FI1234,DD


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Delaying Filing NOTE You cannot delay a flight more than 22 hours from the current time. A CHG message is automatically used for a delay over midnight UTC. See “ICAO 2012 Flight Plan Filings” on page 514.

To delay the filing of an ICAO flight plan by revising the ETD, enter the filing command followed by DLA=<####> where <####> is the revised ETD. Example: Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of 1230. 01 OPTIONS FI1234,DLA=1230

The delay option may also contain an estimated date of departure (EDD). Example: Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of 1230 on the 27th of July, 2007. 01 OPTIONS FI1234,DLA=1230/EDD,27JUL07

DLA messages always contain the ETD and DOF. Example: 01 OPTIONS FI561,DLA=2345 20 COMPUTING 29014 (DLA-TTTJP1-KMSP2345-KLGA-DOF/121031)

In addition, a CHG message is automatically used for a delay over midnight UTC. All subsequent CHG/DLA/CNL messages have the new DOF. Example: 01 OPTIONS FI561,DLA=0100 20 COMPUTING 29016 (CHG-TTTJP1-KMSP2345-KLGA-DOF/121031-8/IN-9/B772/H

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-10/SDGHIJ1M1RWXYZ/HU1 -13/KMSP0100 -15/N0483F410 SMITH4 DLL J34 CRL J584 SLT DCT MIP MIP4 -18/PBN/A1B1C1D1 NAV/RNVD1E2A1 DOF/121101 REG/973603 EET/KZAU0017 KZOB0049 CZYZ0100 KZNY0130 SEL/ABCD CODE/F00001 OPR/JEPPESEN TONY 1 PER/D RMK/AGCS EQUIPPED TCAS EQUIPPED)

Lead Time Filing The command FI<####>,LEAD= (hours and minutes) specifies the time before ETD that the filing request is sent. The time specified with this option must be at least one hour and not more than 23 hours and 59 minutes prior to ETD. If no time is specified, the default of 3 or 5 hours is used. Example: Explanation: File plan number 1234 12 hours and 30 minutes prior to the ETD. 01 OPTIONS FI1234,LEAD=1230

Filing at a Specified Time The TIME option can be used to specify the time at which the flight plan is sent to ATC. If an estimated date of departure (EDD) is not specified, the TIME value is assumed to be within the preceding 24 hours of the ETD.

NOTE The FINOW customer preference setting is required for the TIME option to work. Contact your Jeppesen account manager for more information.

The TIME option is specified by FI<####>,TIME=, where is the desired filing time expressed in UTC (Zulu time). The TIME option may also be used with an estimated date of departure as shown here: FI<####>,TIME=hhmm/EDD,ddMONyy


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Example: Explanation: File plan 1234 at 1545Z on the 27th of July, 2007 01 OPTIONS FI1234,TIME=1545/EDD,27JUL07 NOTE

You are responsible for ensuring the time is adequately ahead of the ETD.

Canceling Filed ICAO Plans To cancel an ICAO flight plan, type the command, FI, followed by the plan number of the international flight, a comma, and the cancel option, CX, on the Options command line. You may cancel a flight plan up to 90 minutes past the ETD. The cancellation message is sent to all stations that received the original transmission. Cancel (CNL) messages include the ETD and DOF. Example: Explanation: Cancel the filing of plan number 561 01 OPTIONS FI561,CX 20 COMPUTING 29020 (CNL-TTTJP1-KMSP0100-KLGA-DOF/121101)

Changing Filed ICAO Plans To invoke a change on a previously filed flight plan, enter the File command, followed by the change option, CHG. This option provides the security of retaining the original filing slot time, which can be lost when the method of applying changes involves canceling and re-filing a plan. Example: Explanation: Modify the filing of plan number 1234. 01 OPTIONS FI1234,CHG

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The CHG option has the following restrictions: • Applies only to ICAO 2012 filings. The CHG option does not work for U.S. Domestic filings. • You can only change the following items: – 04 TYPE OF FLIGHT – 06 TYPE OF AIRCRAFT – 07 WAKE TURBULENCE CATEGORY – 09 EQUIPMENT – 18 REMARKS/GENERAL INFORMATION IMPORTANT If you use the @18 REMARKS/GENERAL INFORMATION prompt to make a change to any Item 18 information in an ICAO 2012 filing, you overwrite all of the Item 18 data from the computed plan. You must re-enter the entire field 18 plus your changes. You must also ensure that the Item 18 indicators are entered in the prescribed order, per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” For a list of Item 18 indicators and codes, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 494.

When you submit a change to a previously filed flight plan, the notification sent to ATC includes the CHG lead, as long as the plan has been actually filed. If the plan is still in queue to be filed, the notification sent to ATC appears like any other filing (no CHG lead in the message). CHG messages always contain the ETD and the DOF. Example: 01 OPTIONS FI1184,CHG ENTER QUESTION NUMBER OR GO @18 18 REMARKS/GENERAL INFORMATION -PBN/A1B3B4B5C3C4 ENTER QUESTION NUMBER OR GO GO 20 COMPUTING 11661 (CHG-TEST1-KMSP2300-KLAX-DOF/121109-8/IS-9/B772/H -10/SABCDE1E2E3FGHIJ1J2J3J4J5J6J7KM1M2M3TURWXYZ/D1EU1V1 -15/N0478F430 DCT ONL J114 SNY DCT DBL J60 HEC DCT -18/PBN/A1B3B4B5C3C4)


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A CHG message is automatically used for a delay over midnight UTC. All subsequent CHG/DLA/CNL messages have the new DOF. For more information on DLA messages, see “Delaying Filing” on page 522.

Filing Reclear Flight Plans If you request a reclear flight plan set with the RC, RC3, or RCN command, you have the choice of filing either the first or second flight plan. The first flight plan is to the intended destination with full reserve fuel. The second flight plan is to the intended destination with reserve fuel calculated from the reclear fix. Jeppesen recommends that you file the second flight plan because JetPlan automatically prepares the RIF/ data in Item 18 of the ICAO ATS plan for output in the second and third flight plans of the reclear set (for most formats). JetPlan does not prepare this data for output in the first flight plan of the reclear set.

NOTE Do not attempt to file the third flight plan of the reclear set. This is the flight plan to the reclear airport. JetPlan does not file this plan.

If you request a reclear flight plan compression set with the RCC command, JetPlan prints out the flight plan number to file above the compression plan.

Viewing Filing Status and History You can check the status of computed flight plans and search for filing records.

Using the STAT Command Entering FI<####>,STAT (where <####> represents the flight plan number) provides the status of a flight plan, whether filed, queued, or canceled. Example: 01 OPTIONS FI2615,STAT

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Output: ATC MESSAGES FOR PLAN 2615 DATE/TIME (GMT) STATUS SEND BY 04/12/2007-10:31:57 FILING ACCEPTED

CENTER

REFNO

LFPYZMFP

25240

SEQNO

Entering FI<####>,STAT,ALL shows the filing history (when the flight plan was queued, submitted, accepted, canceled, and so on). Example: 01 OPTIONS FI2615,STAT,ALL

Output: ATC MESSAGES FOR PLAN 2615 DATE/TIME (GMT)

STATUS CENTER SEND BY 04/12/2007-10:31:04 FILING QUEUED ~~~~ 04/12/2007-10:31 04/12/2007-10:31:37 FILING SUBMITTED ~~~~ 04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP

REFNO

SEQNO

25238 25238 25240

Using the SHOW Command Several input options may be used with the SHOW option. The syntax is as follows: FI<####>,SHOW<,options 1>,


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The following table lists the input options that can be used with SHOW. Table 19-3

FI,SHOW Input Options

Parameter

Explanation

####

Plan number

Request Date

The date for which you want to look up filing records. • To display a specific month, enter: /mm (ex. /03 for March). • To display a specific day, enter: /mmdd (ex. /0331 for March 31). • To display a specific hour, enter: /mmdd/hh (ex. /0331/17 for 1700Z).

Options 1

One or more of the following options may be entered: • ALL – Shows all unexpired entries. By default, these are active entries. Active entries are those with an ETD/EDD + 90 minutes before the current time. An expired entry increases this range by 48 hours. If the ALL option is used, it must be first. • Q – Shows queued requests • S – Shows submitted requests • R – Shows responded to requests (for “roger/reject” users only) • N – Shows requests that were never sent due to user cancellations. • T – Shows requests on the queue. This must be used separately (not used with other options). NOTE Each option must be separated with a comma.

Options 2

One or more of the following options may be entered: • POD (enter the airport designator) • POA (enter the airport designator) • Call sign (enter the aircraft call sign) • ETD entered in one of the following formats: hhmm /mm /mmdd /mmdd/hhmm

Specifying any of the options 1 or options 2 parameters is optional. However, if the options are used, they must be entered in the correct order. A comma placeholder must be entered for each parameter skipped and a comma must always separate each value entered.

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The following table lists examples of the various uses of the FI,SHOW command:. Table 19-4

FI,SHOW Examples

Option

Description

FI,SHOW

Displays all of the active filed plans. NOTE This can be a lengthy process.

FI,/mmdd,SHOW

Displays all of the active filed plans computed on specified date.

FI1234,SHOW

Displays all of the active filed plans with the specified plan number (1234).

FI1234,SHOW,ALL

Displays all of the filed plans with the specified plan number (1234) that are still in the FPFHDB, expired or not. NOTE This can be a lengthy process.

FI/0630,SHOW, ,SJC,LAX,,0100

Displays active requests computed on specified date (0630) with specified time (0100) for specified airport pair (SJC-LAX).

FI/0630,SHOW, ,SJC,LAX,0701/0100

Same as above except that the request further limits what is displayed to those flights that are also on the specified date (0701).

FI/mmdd,SHOW,Q,S,SJC,LAX,mmdd/0100

Same as above except that the request further limits what is displayed to those requests that are still queued or submitted (not responded to).

FI,SHOW,T

Displays the currently, actually queued requests for this user, including send time (T – must be used separately).

FI,SHOW,,,,,/0630

Displays the active requests for flights with an EDD of the specified date (0630).

FI,SHOW,ALL,,,TEST

Displays requests for flights with a call sign of “TEST.”

FI,SHOW,,,TEST

Displays only active requests for flights with a call sign of “TEST.”

Example output: 01 OPTIONS FI9618,SHOW

PLAN/mmdd/hh POD 9618/0902/22 DEN

POA PDX


Calsign TEST

ETD 09/03-00:00

SEQNO 011

STATE SUBMITTED

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Working with Domestic Flight Plan Sequence Numbers All domestic USA filing strips are assigned a sequence number used for identification by ATC. Plans filed immediately are not actually sent to ATC until the next minute or so. Therefore, the sequence number is not immediately available when the plan is filed and displays as zeros instead, as shown in this example:

XLD0000000 FP TEST B752/Q 0461 DEN P0000 400 DEN.ROCKI4.EKR..MLD..BOI.J15.IMB.BONVL4.PDX/0215 : TEST COMPLETE, FLIGHT PLAN #09618 WILL BE FILED NOW AT FOLLOWING ADDRESS(ES) KZDVZQZX

The sequence number can be found by using the FI<####>,STAT or FI<####>,SHOW commands described above. Before the plan is sent to ATC, it shows as queued but indicates the scheduled send time. The sequence number is displayed as “TBA.” (For ICAO plans, the sequence number is blank.)

ATC MESSAGES FOR PLAN 9618 DATE/TIME (GMT) STATUS SEND BY 09/02/2005-22:20:07

FILING QUEUED 09/02/2005-22:20

CENTER

REFNO

~~~~

SEQNO

10024

TBA

After the plan is sent, the sequence number is available using either the FI<####>,STAT or FI<####>,SHOW command. Example: 01 OPTIONS FI9618,STAT

Output:

ATC MESSAGES FOR PLAN 9618 DATE/TIME (GMT) STATUS SEND BY 09/02/2005-22:21:00

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FILING SUBMITTED

CENTER

REFNO

~~~~

SEQNO

10027

011



or: 01 OPTIONS FI9618,SHOW

Output:

PLAN/mmdd/hh POD POA Calsign 9618/0902/22 DEN PDX TEST

ETD 09/03-00:00

SEQNO STATE 011 SUBMITTED

The new REFNO shows the filing strip with the correct reference number added:

XLD2221003 FP TEST B752/Q 0461 DEN P0000 400 DEN.ROCKI4.EKR..MLD..BOI.J15.IMB.BONVL4.PDX/0215 : TEST COMPLETE, FLIGHT PLAN #09618 WILL BE FILED NOW AT FOLLOWING ADDRESS(ES) KZDVZQZX

Short Autofile Feature Short Autofile is a feature that is set in your ID/Attribute File and that allows you to store answers for the Remarks/General Information and Filed By command lines of the JetPlan Automatic Filing Program. It eliminates the need to enter these inputs manually. The Remarks command input applies to both domestic and international (ICAO) filings. The Filed By command input applies to ICAO filings only. Please contact your Jeppesen account manager to have the Short Autofile feature set.

NOTE To change or add remarks or specify who is filing the flight plan, enter FI<####> (where<####> is the plan number), followed by the option, HOLD, on the Options command line. You can then make any changes and/or additions (overrides) to these and any other filing program command input needed.


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Example: 01 OPTIONS FI1234,HOLD ENTER QUESTION NUMBER OR GO 02 02 AIRCRAFT ID OR CALL SIGN JEPP234 ENTER QUESTION NUMBER OR GO 18 18 REMARKS/GENERAL INFORMATION 3 ENG FERRY ENTER QUESTION NUMBER OR GO 33 33 DEPARTURE CENTER A KSFOXLDI ENTER QUESTION NUMBER OR GO GO

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ATC Filing Domestic U.S. Filing

Domestic U.S. Filing NOTE U.S. Domestic Flight Plans (NAS FP) were unaffected by the ICAO 2012 FPL changes.

To file a domestic flight plan, enter FI and the flight plan number on the Options command line. The filing program may require other information prior to transmission in order to clarify the filing message. JetPlan prompts you for needed information. This section reviews the possible needs. AIRCRAFT ID OR CALL SIGN

The aircraft call sign command. This is not required if the aircraft call sign or full registration number is entered on the Options command line when the flight plan is requested. In addition, this is optional if the CADB contains the necessary information.

REMARKS/ GENERAL INFORMATION

Remarks related to ATC handling command. For example, remarks may include: loss of pressurization, inoperative avionics, and so on. Bypass this prompt without specifying an input by pressing the ENTER key.

1ST ALTERNATE AIRPORT

Alternate airport command. This item is optional except when no alternate is specified in the flight plan request. JetPlan looks for an alternate airport in the flight plan. You may bypass this prompt without specifying an alternate airport input by pressing the ENTER key.

PERSONS ON BOARD

Persons on board command. This information may be stored in the OB parameter in the CADB record. The inputs, ON FILE and TBN (To Be Notified), are possible entries for this option.

DEPARTURE CENTER

Filing center command. This option allows the change of the departure center address or the addition of extra addresses. To specify changes or additions, type 33 at the “ENTER QUESTION NUMBER OR GO” prompt to get the Departure Center command line prompt.


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To change the departure center address, or to override it and add one or more new addresses, specify the new or additional addresses at the Departure Center Command. If more than one address is specified, separate each address with a space. To include additional addresses in the filing message without changing the departure address, type the letter A, followed by the additional addresses at the prompt. Include a comma or a space between A and the first address. If more than one address is specified, separate each address with a space. The following examples highlight the application of the filing program commands for a domestic flight. These illustrations assume that you do not have the Short Autofile feature set in your ID/Attribute File. For this example, assume that an alternate airport has been specified in the flight plan. Example: 01 OPTIONS FI5330 02 AIRCRAFT ID OR CALL SIGN JD1234 18 REMARKS/GENERAL INFORMATION BOTH ADF INOP 25 PERSONS ON BOARD ON FILE ENTER QUESTION NUMBER OR GO 33 33 DEPARTURE CENTER A,KSFOXLDI KSFOXHYR

The JetPlan response to a successful domestic filing input is to output the filing message sent to the ARTCC and a summary statement listing the addresses to which the filing was sent. This is illustrated below. Output example: XLD0249060 FP JD123 H/MD11/R 0470 SFO P0800 370 SFO.PORTE8.AVE.J1.FIM.FIM6.LAX/0055: COMPLETE, FLIGHT PLAN #5330 TO BE FILED AT FOLLOWING ADDRESS(ES) KZOAZQZX KSFOXLDI KSFOXHYR

“XLD0249060” includes the Jeppesen DataPlan filing identifier “XLD”, the time of day (0249 UTC), and the sequential number for this filing (this was the 60th filing message since 0000 UTC). In the next example, assume that no alternate airport has been specified in the flight plan. Example: 01 OPTIONS FI5330

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02 AIRCRAFT ID OR CALL SIGN JD1234 18 REMARKS/GENERAL INFORMATION - 20 1ST ALTERNATE AIRPORT KONT ENTER QUESTION NUMBER OR GO

In this example, two extra AFTN addresses are added. Example: 01 OPTIONS FI5330 02 AIRCRAFT ID OR CALL SIGN JD1234 18 REMARKS/GENERAL INFORMATION - ENTER QUESTION NUMBER OR GO 33 33 DEPARTURE CENTER A,KSFOXLDI EGKKJPNX - ENTER QUESTION NUMBER OR GO GO

Canceling a Domestic Flight Plan To cancel a domestic flight plan, type the command, FI, followed by the flight plan number, a comma, and the cancel option, CX, on the Options command line. You may cancel a flight plan up to 90 minutes past the ETD. The cancellation message is sent to all stations that received the original filing message. Example: 01 OPTIONS FI5330,CX

The JetPlan response includes the cancellation message (“Remove Strip” message) sent to the ARTCC and a summary statement listing the addresses to which the cancellation was sent. XLD0249061 RS JD123 COMPLETE, FLIGHT PLAN #5330 TO BE CANCELED AT FOLLOWING ADDRESS(ES) KZOAZQZX KSFOXLDI EGKKJPNX


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C HAPTER 20

Reclear Commands

Reclear Commands Overview

Overview The purpose of the reclear flight plan is to legally reduce the reserve fuel required on an international flight. Achieving this goal affords a corresponding increase in the amount of payload a flight can carry or the distance it can cover. International reserve fuel is calculated as a percentage of the fuel required to complete the trip. However, if the trip is broken up and “re-cleared” enroute, we can safely and legally carry less reserve fuel. The example below shows how this is done using a reclear flight plan. For this example assume a distance of 6,000nm, average speed of 500kts, average fuel burn of 16,000 lbs/hr, and a reserve fuel requirement of 10% of the trip fuel. To fly the trip directly from the Point of Departure (POD) to the Point of Arrival (POA) would require a total of 211,200 lbs of fuel, as follows: • Trip time = 12 hrs (6,000nm ÷ 500kts = 12hrs) • Trip fuel = 192,000 lbs (12hrs × 16,000 lbs/hr = 192,000 lbs) • 10% reserve = 19,200 lbs • Total fuel = 211,200 lbs (trip + reserve) Now, suppose we select a different airport (the reclear airport) which is along the route of flight and 5000nm from the POD. Reclear Airport

The fuel required to fly from the POD to the reclear airport is: • Trip time = 10 hrs (5,000nm ÷ 500kts = 10hrs) • Trip fuel = 160,000 lbs (10hrs × 16,000 lbs/hr = 160,000 lbs) • 10% reserve = 16,000 lbs • Total fuel = 176,000 lbs (trip + reserve) And the fuel required to fly from the reclear airport to the POA is: • Trip time = 2 hrs (1,000nm ÷ 500kts = 2hrs) • Trip fuel = 32,000 lbs (2hrs × 16,000 lbs/hr = 32,000 lbs)


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• 10% reserve = 3,200 lbs • Total fuel = 35,200 lbs (trip + reserve) But if we carry the trip fuel for the POD-to-reclear leg and the total fuel for the reclear-to-POA leg, we satisfy the total fuel requirements for both legs, while actually carrying less fuel than is required for original POD-to-POA flight: • POD-to-reclear trip fuel = 160,000 lbs • Reclear-to-POA total fuel = 35,200 lbs • Total fuel carried = 195,200 lbs (satisfies the POD-to-reclear requirement of 176,000 lbs) This results in a savings of 16,000 lbs of fuel when compared to the original POD-to-POA flight plan (211,200-195,200). In order for this to work, we must initially plan as if our destination is the reclear airport. We then determine (at an enroute decision point) if we do, in fact, have enough fuel to continue to the actual POA. If we do, then the flight is “re-cleared” to the originally intended POA. If, for some reason, we do not have enough fuel to continue to the POA, the reclear airport becomes a convenient diversion airport. Of course, this example is an oversimplification to illustrate the principles behind a reclear flight plan. JetPlan takes into account variables such as winds and the location of usable reclear airports.

Plan Scenarios JetPlan offers five different reclear scenarios (cases). • Reclear with known payload value and arrival fuel value. • Reclear with known payload value and departure fuel value. • Reclear with known takeoff weight value. JetPlan determines the optimal payload. • Reclear with known takeoff fuel value. JetPlan determines the optimal payload. • Reclear with known landing weight value. JetPlan determines the optimal payload.

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If several reclear flight plans are calculated, Jeppesen recommends that you invoke the Autoweight (AW) flight plan option—or have it set for automatic application by including it in your ID/Attribute File. Depending on the given reclear scenario, the Autoweight option provides the following resolutions: • It adjusts the payload/fuel/weight case as necessary in order to achieve the greatest payload increase or the greatest fuel decrease. • It includes an alert message (“Landing Burnoff Warning”) in the flight plan output, suggesting the need to either dump fuel or hold in pattern until the aircraft’s weight is reduced to the maximum landing weight (rather than simply output an “Exceeds Landing Weight” error message). The specific amount to be reduced or dumped is included in the alert message. NOTE For a review of each plan scenario, see “Reclear Scenario Review” on page 554.

Commands, Options, and Definitions To request a reclear flight plan, three steps are required. First, the reclear option must be invoked on the Options command line. Second, the reclear point, airport, and alternate (or Island Reserve value) must be entered on the Reclear command line. Finally, the compression plan must be requested. See the explanation of each step numbered below. To request a reclear flight plan, using the command-line 1. On the Options command line, enter one of the following reclear options: • 01 OPTIONS FP,RC JetPlan generates a flight plan based on the request, in long or short form (depending on the use of the SP option), to the intended destination with full international reserve fuel. - or -


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• 01 OPTIONS FP,RCC JetPlan delivers a long (or short) plan to the intended destination with full international reserve fuel. NOTE

For output formats that provide two column compression only.

NOTE JetPlan prints only the flight plan numbers from the two reclear plans. The first number is used for ATC filing.

2. After the non-reclear (original) plan has been computed, JetPlan displays the Reclear command line (02 RECLEAR) prompt. At this prompt enter the reclear point, airport, and alternate (or Island Reserve) inputs you wish to apply in the reclear calculations. Example: 02 RECLEAR NODAN,RJAA,RJTT

JetPlan generates the following: • Based on the RC option, a short plan to the intended destination with international reserve fuel from the reclear point • Based on the RC option, a second short plan to the reclear airport with full international reserve fuel • Based on the RCC option, a compression plan 3. For reclear plans run using the RC option, specify the Reclear Compression Print command (CM) on the Options command line. The reclear flight plan is compressed to output a comprehensive comparison plan that includes either a two or three column header section (format dependent). To request a compression flight plan, enter one of the following inputs on the Options command line: • CM1234,1235 – Two column compression. The numbers (1234,1235) represent the reclear flight plan transaction numbers. Enter the actual numbers from your plan computations.

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• CM1234,1235,1236 – Three column compression. The numbers (1234,1235,1236) represent the flight plan transaction numbers from the non-reclear and the two reclear flight plans. Enter the actual numbers from your plan computations. NOTE The CM command is not necessary with the RCC option because the RCC option causes the system to compresses the reclear plans automatically.

Output Criteria To make the second flight plan (first reclear plan—intended destination with partial international reserves) and the third flight plan (second reclear plan—reclear airport with full international reserves) consistent for compression, JetPlan ensures that the second and third flight plans meet the following criteria: • Both plans have the same takeoff weight. • Both plans have the same payload. • Both plans have the same departure fuel. • Both plans meet or exceed all user input criteria.


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Reclear Commands Reclear Command Line Inputs

Reclear Command Line Inputs There are two basic requirements for a Reclear command line input: 1) a reclear point and 2) a reclear airport. Without these two items, the reclear calculation cannot proceed. JetPlan allows you to specifically define both the reclear point and the reclear airport or request that JetPlan make an automatic selection based on certain principles and database settings. The reclear alternate is an optional input on the Reclear command line, but it too may be specifically defined by you or automatically selected by JetPlan. Other options that change or affect the alternate are also available on the Reclear command line.

Reclear Point Selection Four different types of inputs may be entered on the Reclear command line to specify a reclear point (fix or waypoint). Three of the input types are user-defined positions, while the fourth type requests JetPlan to determine the reclear point for you. Reclear point types and examples are given below: Waypoint

A waypoint on the non-reclear (original) flight plan’s route of flight may be used as a reclear point. You may enter the JetPlan ID for this waypoint or the charted name (NOA or NODAN). Example: Explanation: NODAN is entered as the reclear point, RJAA is the reclear airport, and RJTT is the reclear alternate. 02 RECLEAR NODAN,RJAA,RJTT

Distance

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A distance value from the intended destination (POA) may be used as a reclear point. JetPlan scans the waypoint information in the nonreclear flight plan for the nearest waypoint to the distance value entered. The waypoint on the route of flight found to be the nearest to the selected distance is then used as the reclear point (for example, 400M).



Example: Explanation: The reclear point is a waypoint on the route of flight that most closely approximates the specified distance (400M) from the intended POA. KSFO is the reclear airport and KOAK is the reclear alternate. 02 RECLEAR 400M,KSFO,KOAK

Coordinate

A latitude or longitude value may be used as a reclear point. The value entered must include the hemisphere identifier (N, S, E, or W appended to the value). JetPlan scans the waypoint information in the non-reclear flight plan for the nearest waypoint to the entered coordinate. The waypoint on the route of flight found to be the nearest to the specified coordinate is then used as the reclear point (130W). Example: Explanation: The reclear point is a waypoint on the route of flight that most closely approximates the 130 West longitude. KSFO is the reclear airport and KOAK is the reclear alternate. 02 RECLEAR 130W,KSFO,KOAK

Auto Selection

Entering $AUTO or $AUTO,D instructs JetPlan to automatically select the reclear point. The automatically selected reclear point is a fix (waypoint) on the non-reclear plan’s route of flight. JetPlan determines the reclear point based on the following theory: The optimal reclear point is an equal fuel point. This is the point where the fuel required for the flight from the POD to the reclear airport exactly matches the fuel required for the flight from the POD to the actual POA (with the appropriate reserve fuel included in each scenario). To attain the optimal reclear point, JetPlan applies the following methodology:


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Using a formula to solve for the equal fuel point, JetPlan accurately determines the optimal point. The nearest fix (found on the nonreclear plan’s route of flight) to the optimal point is then selected as the reclear point.

NOTE Despite the fact that the reclear point is not precisely the optimal point, the results are very accurate. However, this methodology may produce some odd results, such as backtracking to the reclear airport, or—in the case of both airports (reclear and POA) being in close proximity—long distances between the reclear point and both airports.

Example: Explanation: The reclear point is the waypoint on the route of flight that most closely approximates the calculated equal fuel point (as defined previously). KSFO is the reclear airport and KOAK is the reclear alternate. 02 RECLEAR $AUTO,KSFO,KOAK

Reclear Airport/Alternate Selection The reclear airport and reclear alternate inputs are typically defined by entering the ICAO identifier for each station. However, like the reclear point, you may use the $AUTO option to instruct JetPlan to automatically select these items.

Auto Selection (Reclear Airport and Alternate) JetPlan’s auto selection capability may be applied to the reclear airport and the reclear alternate when the $AUTO option is entered in the appropriate field. However, to perform this capability, JetPlan must be able to find candidate airports from those stored in specific customer databases. For reclear airports, this means storing stations in your Customer Airport Database (CAPD). To save an airport record in your CAPD, enter the AP access command on the 01 Options command line, followed by the save option (SAV) and the ICAO identifier of the airport you want to store.

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Example: 01 OPTIONS AP,SAV,RJAA NOTE For the purpose of the Reclear option, your input can be kept to a minimum (as shown above). However, you can include additional parameter settings with each AP,SAV input. For more information about parameter settings, see the Customer Airport Database chapter.

The airport selected by JetPlan as the reclear airport is the one that meets specific internal requirements for the flight. For the reclear alternate the application of the $AUTO option requires the storage of information in the Customer Alternate Database. To save an alternate airport record in your alternate database, enter the access command, ALT, followed by the add option (ADD), the ICAO identifier of the airport for which the alternate applies, the ICAO identifier of the alternate airport, and a distance value or a route file name from your Customer Route Database (CRDB). Example: 01 OPTIONS ALT,ADD,KLAX,KSAN,90 NOTE To use a route file name (rather than a distance value), you must first store the route in your CRDB. For more information about saving alternate and route records in customer databases, see the Customer Alternate Database and the Customer Route Database chapters.

The following examples illustrate the use of the $AUTO option for reclear airports and reclear alternates. Example: Explanation: Select the best reclear airport from the set of airports available in the Customer Airport Database. Note that the waypoint, CVC, is the selected reclear point and the airport, RJTT, is the selected reclear alternate. 02 RECLEAR CVC,$AUTO,RJTT


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Example: Explanation: Select the best reclear alternate from the set of alternates available for RJAA in the Customer Alternate Database. Note that the waypoint, CVC, is the selected reclear point and the airport, RJAA, is the selected reclear airport. 02 RECLEAR CVC,RJAA,$AUTO

Example: Explanation: First, select the best reclear airport from the CAPD. Second, using the automatically selected reclear airport, find a corresponding alternate from the Alternate Database. If the reclear airport has no records in the Customer Alternate Database, an error occurs. Note that the waypoint, CVC, is the selected reclear point. 02 RECLEAR CVC,$AUTO,$AUTO

Example: Explanation: This example applies the auto select feature to all three fields. 02 RECLEAR $AUTO,$AUTO,$AUTO

or simply 02 RECLEAR $AUTO (works the same as entering three $AUTO inputs)

Hence, entering the Auto Selection option, $AUTO, as your input for all three fields instructs JetPlan to determine your reclear airport, an alternate stored for that airport, and then find the optimal reclear point based on the identified reclear airport.

Other Reclear Options To this point, the reclear examples given have included the basic inputs of the reclear point, the reclear airport, and the reclear alternate airport only. However, additional option capabilities are available to define certain alternate/reserve situations. These additional options are standard JetPlan options already described in other sections of this manual. The following list identifies the options that may be added to the Reclear command line.

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Alternate airport distance bias

This distance bias works for the reclear alternate in the same manner as the conventional alternate bias. To apply a distance bias to the reclear alternate, enter a slash and the distance value (in nautical miles or kilometers) after the reclear alternate input. Example: 02 RECLEAR 130W,KSFO,KOAK/50

Alternate airport holding time

This holding time works for the reclear alternate in the same manner as the conventional alternate holding time. For example, a standard, non-reclear flight plan request might include the following input on the Hold (Alternate/Distance) command line. Example: 07 HOLD,ALTERNATE/DIST 30,EFHK

However, in a reclear flight plan, a hold time for the reclear alternate airport is entered on the Reclear command line between the reclear airport input and the reclear alternate input. See example below. Example: Explanation: The input, 45, changes the hold time from the default value of 30 minutes to a hold time of 45 minutes. 02 RECLEAR 400M,ENFB,45,ENGM

NOTE The standard (default) holding time value for the reclear alternate is 30 minutes. Enter a different value, like the example above, if a time other than 30 minutes is needed.

NOTE fuel.

Reserve fuel

The holding time input does not affect the calculation of international reserve

A reserve fuel may be added to the reclear flight via the Reclear command line. The value entered (in minutes) must be prefixed with the letter, I or D. Typically, I stands for island reserve and D stands


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for domestic reserve, but in this case the two letters are interchangeable. The reserve fuel amount is calculated using the fuel flow from the last cruise segment before Top of Descent (TOD). The input of an alternate airport is optional. The default hold fuel amount for the reclear airport (30 minutes) is eliminated unless specifically added to the request. Example: Explanation: I120 requests 120 minutes of island reserve fuel. 02 RECLEAR 006E,ENFB,I120

The options listed above may be applied to the same flight plan as the examples below illustrate: Example: Explanation: 120 minute Island reserves and 60 nm bias to reclear alternate airport. 02 RECLEAR 006E,ENFB,I120,ENGM/60

Example: Explanation: 120 minute Island reserves and 30 minute hold. 02 RECLEAR 4640,LPLA,I120,30

Route Selection for Reclear Routing from the reclear point to the reclear airport is typically determined by JetPlan. The Route Optimizer (RO) applies the “nav optimize” method to make this determination— selecting the best combination of airways and/or direct segments to complete the route.

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User-Defined Routing for Reclear Some instances may require you to apply your own route input. In those instances you have the following options: • You may request a direct route from the reclear point to the reclear airport by entering the letter, D (for direct), between the two inputs on the Reclear command line. This means that the navigational route structure is ignored and direct segments are created to get from the reclear point to the reclear airport. Example: 02 RECLEAR 5070,D,PANC,PAFA NOTE This entry does not work when the reclear waypoint and the reclear airport are both in Area 0. See next example.

Example: Explanation: Reclear point and reclear airport are both in Area 0. Do not use the D input. 02 RECLEAR 4030,LPLA,LPAZ NOTE See the Route Commands chapter for more information about the Route Optimizer, route areas, and Area 0 route inputs.

• You may request a canned (previously stored) track from the reclear point to the reclear airport. A canned track file must be available between the two (the specific reclear point and the specific reclear airport). If one is available, then the input is: the reclear point, a comma, a virgule (/), the three-character canned track name, a comma, the reclear airport, and the rest of your input, whatever it may be. See the example below. Example: 02 RECLEAR NINNA,/NP1,PANC,PAFA NOTE Canned tracks are relatively scarce on the JetPlan system. Therefore, this option is rare.


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Table 20-1 lists the canned tracks that currently exist and are available for this purpose. The table lists the canned track file name (ID) and the start and end points of each track. Table 20-1

Canned Tracks Available for Reclear Routing

ID

Start/End

ID

Start/End

AN1

JED / LOWW

NP7

ONEIL / PAFA

AN4

MAG / EDDF

NP8

ONEIL / PAKN

AN5

CDA / EDDF

NP9

ONEMU / RJCC

AN6

ALS / EDDF

1AN

TEB / EKCH

AN7

SORLA / EKCH

2AN

SVD / EHAM

AN8

CDA / EHAM

3AN

IKADA / RJCC

AN9

SPB / EFHK

4AN

SCORE / RJAA

AN0

SPB / ESSA

5AN

VACKY / RJAA

EE1

VELTA / RJCC

6AN

SMOLT / RJAA

KA1

NUBDA / RJCC

7AN

FORDO / RJAA

NP1

NINNA / PANC

8AN

JNS / ESSA

NP2

ONEIL / PANC

9AN

AGAMO / EFHK

NP3

NINNA / PAFA

0AN

AGAMO / ESSA

NP6

NINNA / PAKN

Routing when Using the Auto Select Option Routing from the automatically selected reclear point to the reclear airport is determined by the input used, as follows: • If “$AUTO” is entered, JetPlan’s Route Optimizer uses the “nav optimize” method for determining the route. This means that the best combination of airways and/or direct segments within the navigational route structure is used to get from the reclear point to the reclear airport.

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• If “$AUTO,D” is entered, JetPlan’s Route Optimizer uses the “optimize direct” method for determining the route. This means that the navigational route structure is ignored and direct segments are created to get from the reclear point to the reclear airport. NOTE See the Route Commands chapter for more information on the Route Optimizer.

Example: 02 RECLEAR $AUTO,RJAA,RJTT (nav optimize)

- or 02 RECLEAR $AUTO,D,RJCC,RJCH (optimize direct)


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Reclear Commands Reclear Scenario Review

Reclear Scenario Review The following sections review each of the possible plan scenarios when running reclear flight plans.

Known Payload This arrival case scenario is used to minimize the required fuel when the payload is a known value. JetPlan applies the following criteria to the calculations and output for the Known Payload case. • JetPlan calculates four flight plans internally, of which the first three are run in the arrival fuel case: – Flight plan 1 – POD to POA with full international reserve fuel. – Flight plan 2 – POD to POA with international reserve fuel from the reclear point. – Flight plan 3 – POD to reclear airport, with full international reserve fuel. – Flight plan 4 – JetPlan compares the fuel amounts required for flight plans 2 and 3 and flags for output the one that requires more fuel. Taking the other plan (the one that requires less fuel), JetPlan recalculates it in a departure fuel case, and flags it for output as flight plan 4. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3 (whichever requires more fuel). Finally, it outputs flight plan 4.

Known Takeoff Weight/Optimum Payload This scenario is used to maximize the payload when the takeoff weight is a known value. The following criteria apply to the calculations and output for the “Known Takeoff Weight” case. • JetPlan calculates four flight plans internally, all of which are run in the departure weight case: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point.

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• Flight plan 3 – POD to reclear airport, with full international reserve fuel. • Flight plan 4 – JetPlan compares the payloads calculated for flight plans 2 and 3 and flags for output the one with less payload (the more restrictive of the two). Taking the other plan (the one that provides more payload), JetPlan recalculates it using the lighter payload in a Tanker Fuel/Departure Weight Case. This is flight plan 4, which is also flagged for output. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3, whichever plan allows less payload. Finally, it outputs flight plan 4.

Known Takeoff Fuel/Optimum Payload This scenario is used to maximize the allowable payload when the takeoff fuel is a known value. It is frequently used when the “Reclear With Known Takeoff Weight” scenario results in weight or fuel limits exceeded, thus obstructing the output of the reclear flight plans and compression. This may occur on long flights, especially with a strong headwind component. The following criteria apply to the calculations and output for the “Known Takeoff Fuel” case. • JetPlan calculates four flight plans internally, all of which are run in the departure fuel case: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point. • Flight plan 3 – POD to reclear airport, with full international reserve fuel. • Flight plan 4 – JetPlan compares the payloads calculated for flight plans 2 and 3 and flags for output the one with less payload (the more restrictive of the two). Taking the other plan (the one that provides more payload), JetPlan recalculates it using the lighter payload. This is plan 4, which is also flagged for output. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3, whichever plan allows less payload. Finally, it outputs plan (4).


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Known Landing Weight/Optimum Payload This scenario is used to maximize the allowable payload when the landing weight is a known value. It is the least used of all the reclear scenarios because of the payload restrictions calculated during the computations to match weights. The following criteria apply to the calculations and output for the “Known Landing Weight” case. • JetPlan calculates five flight plans internally: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point. • Flight plan 3 – POD to reclear airport with full international reserve. • Flight plan 4 – JetPlan compares the takeoff weights calculated for flight plans 2 and 3. It then takes the lower takeoff weight amount from the two plans and plugs it into the plan that had the higher takeoff weight and calculates a new plan. This is flight plan 4. In effect, this matches the takeoff weights for flight plans 2 and 3. • Flight plan 5 – In addition to comparing takeoff weights, JetPlan compares the payloads of the two plans that now have the same takeoff weight (flight plan 4 and either plan 2 or 3—whichever originally had the lower takeoff weight). In doing this comparison, JetPlan takes the flight plan with the higher payload and recalculates it using the lower payload amount. This results in flight plan 5. JetPlan needs to match not only the takeoff weights for flight plans 2 and 3, but also the payload and takeoff fuel. This keeps the plans consistent for compression. • JetPlan always outputs flight plan 1. It outputs flight plan 4, which is either flight plan 2 or 3 with the lighter takeoff weight and lesser payload. Finally it outputs flight plan 5, which is either flight plan 2 or plan 3 rerun in a tanker case to reduce the initially heavier payload to the lighter payload of the other plan.

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Reclear Commands Landing Burnoff Calculations

Landing Burnoff Calculations If you select a reclear point and reclear airport combination that causes one or both of the reclear flight plans to exceed the aircraft's maximum landing weight, JetPlan offers two options:

NOTE Both solutions require the use of autoweight, either as an option or as a parameter setting in your ID/Attribute File. See the information on Automatic Weight Reiteration (Autoweight) in Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” Contact your Jeppesen account manager for more information.

1. Print out an “Exceed Landing Weight” (XLWnnnnn) error and stop the reclear flight planning process. 2. Print out a warning statement and process the reclear flight plans using the aircraft's maximum landing weight. When the first option is chosen, JetPlan uses the maximum landing weight stored in the CADB file, or, in the case of a generic aircraft, in the generic aircraft data file. When the second option is preferred, the following statement appears in the reclear flight plan(s) that have exceeded the maximum landing weight: *** WARNING LBO ASSUMED IN LANDING WEIGHT CALCULATION ***

“LBO” is an acronym for “landing burnoff.” This is the amount of fuel that needs to be burned off (or dumped) to bring the aircraft’s weight down to the maximum for landing, which is found in the CADB or generic aircraft data file.


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Reclear Commands Examples of Reclear Flight Plans

Examples of Reclear Flight Plans This section illustrates examples of reclear flight plans for the following scenarios: • Known payload, arrival fuel case. • Unknown payload, departure weight case. • Unknown payload, departure fuel case. NOTE These examples demonstrate only one compression flight plan. They show the inputs for each set of reclear flight plans, followed by pertinent remarks. Both reclear flight plans (the flight plan to the intended destination with reduced reserves and the flight plan to the reclear airport) output the letter, R, after the date on the top line of the flight plan. The compression plan outputs the letter, C, after the date on the top line of the flight plan.

Inputs for Known Payload (Arrival Fuel Case) The following inputs were used to obtain the “known payload, arrival fuel case” scenario reclear flight plans. (See plans numbered 8120, 8124, 8129 in “Reclear Example Output” in this chapter.) Example: 01 02 03 06 07 08 09 10 11 14 16

OPTIONS FP,RC,SP POD KJFK/CYQX POA LYBE/EINN ROUTE P/Z/J HOLD,ALTERNATE/DIST 30,LQSA ETD 0100 PROFILE C A/C TYPE/REGN $DC8-73 CRUISE MODE M80 PAYLOAD 65000 POD OR POA FUEL A0,I

The first flight plan (#8120), KJFK to LYBE with full international reserve fuel, requires 109,203 lbs of fuel. The more restrictive reclear plan requires only 101,612 lbs of fuel. The flight plan (#8124) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan from KJFK to EDDF (#8129) with full international reserve fuel which shows 5,200 lbs extra fuel.

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The compression flight plan (#8136) has a header composed of the data from the two reclear plans (#s 8124 and 8129). It has two complete flight plan bodies: (1) KJFK to LYBE and (2) KJFK to EDDF. Only the compression header is illustrated in the text.

Inputs for Unknown Payload (Departure Weight Case) The following inputs were used to obtain the “unknown payload, departure weight case” scenario reclear flight plans. (See plans numbered 8152, 8164, and 8171 in “Reclear Example Output” below.) Example: 01 02 03 06 07 08 09 10 11 14 16

OPTIONS FP,RC,SP POD KJFK/CYQX POA LYBE/EINN ROUTE P/Z/J HOLD,ALTERNATE/DIST 30,LQSA ETD 0100 PROFILE C A/C TYPE/REGN $DC8-73 CRUISE MODE M80 PAYLOAD ZW POD OR POA WT DM,I

Notice the payload differences between the first, second, and third flight plans. The first plan (#8152) allows 69,765 lbs payload without taking advantage of the reclear option. The payload increases to 75,984 lbs in the reclear plans (#s 8164, 8171). The flight plan (#8164) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan (#8171) from KJFK to EDDF with full international reserve fuel, which shows 5,321 lbs extra fuel.

Inputs for Unknown Payload (Departure Fuel Case) The following inputs were used to obtain the “unknown payload, departure fuel case” scenario reclear flight plans. (See plans numbered 8173, 8180, and, 8182 in “Reclear Example Output” below.) Example: 01 OPTIONS FP,RC,SP 02 POD KJFK/CYQX


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03 06 07 08 09 10 11 14 16

POA LYBE/EINN ROUTE P/Z/J HOLD,ALTERNATE/DIST 30,LQSA ETD 0100 PROFILE C A/C TYPE/REGN $DC8-73 CRUISE MODE M80 PAYLOAD F POD OR POA FUEL D100000,I

All three flight plans were calculated based on a takeoff fuel load of 100,000 lbs. Notice the payload differences between the first, second, and third flight plans. The first plan (#8173) allows 35,203 lbs payload without taking advantage of the reclear option. The payload increases to 57,710 lbs in the reclear plans (#s 8180, 8182). The flight plan (#8180) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan (#8182) from KJFK to EDDF with full international reserve fuel, which shows 5,206 lbs extra fuel.

Reclear Example Output Flight plan example output follows.

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The user response to 02 RECLEAR for this flight plan was: 02 RECLEAR KOK,EDDF,EDDM


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The user response to 01 OPTIONS to compress these plans was: 01 OPTIONS CM8124,8129

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Reclear Commands Decision Point Procedure

Decision Point Procedure Decision Point Procedure (DPP) is a EU-OPS compliant fuel policy (Reg. 1.255) which allows you to legally reduce international fuel reserves. It is available only to those customers with the EU-OPS attribute set in their ID/Attribute File (contact Jeppesen Customer Service for this attribute setting). The policy requires that the operator carry reserves based on one of two scenarios: • Contingency fuel equaling no less than 5% of the estimated fuel consumption from the decision point to the destination airport - or • Contingency fuel equaling no less than 3% of the estimated fuel consumption from the departure airport to the enroute alternate.

DPP Usage DPP is used in conjunction with the Reclear and Flight Plan commands on the Options command line. The following example demonstrates a Decision Point Procedure entry. Example: 01 OPTIONS FP,RC,DPP

Using the figure below, JetPlan produces the following outputs:

1. A long or short plan (per user’s request) from POD to POA with a full international fuel reserve policy of 5%. 2. A short plan from POD to POA (via Decision Point) with international reserve fuel of 5% computed from Decision Point to POA (second plan).

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Reclear Commands Decision Point Procedure

3. A short plan from POD to reclear airport (via Decision Point) with full international fuel reserve policy of 3% (third plan). In both plans 2 and 3, the total amount of fuel carried is the greater of those two fuel scenarios. 4. For those users with formats that are compressible, a compressed plan may be attained entering the CM command on the Options command line. A compression plan may also be attained automatically by using the RCC command on the Options command line. Example: 01 OPTIONS FP,RCC,DPP

EU-OPS Attribute As stated previously, the DPP option is only available to those customer’s with the EU-OPS attribute set in the ID/Attribute File. The following information depicts how JetPlan handles computations when the proper attribute is set and when it is not. • EU-OPS ID attribute set – User invokes the RC option: JetPlan conducts the reclear planning sequence using the fuel reserve policy stored in the ID/Attribute File (for example, 5%) and according to the current functionality. – User invokes the RC,DPP options: JetPlan conducts the DPP planning sequence in agreement with EUOPS 1.255 regarding the fuel policy. – User specifies an enroute alternate (ERA), with the RC,DPP option: The ERA is ignored and the DPP plan is computed. For more information on ERA, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” • EU-OPS ID attribute not set – User invokes the RC option: JetPlan conducts the reclear planning sequence as normal. – User invokes the RC,DPP options: JetPlan ignores the DPP option.


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C HAPTER 21

ETOPS

ETOPS Overview

Overview The “ETOPS” chapter in the JetPlan User Manual has been superseded by the ETOPS User’s Guide: 2 Engine Aircraft, which can be found on the User Manuals page on JetPlan.com. The JetPlan User Manual contains information on customer database parameters related to ETOPS in the following chapters: • Chapter 26, “Customer Aircraft Database.” • Chapter 27, “Aircraft Fleet Database.” • Chapter 29, “Customer Airport Database.” • Chapter 30, “Airport Fleet Database.” • Chapter 32, “City Pair Fleet Database.” • Chapter 35, “Minimum Equipment List Database.”


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C HAPTER 22

Overwater Driftdown and Terrain Analysis

Overwater Driftdown and Terrain Analysis Overview

Overview JetPlan’s Overwater (Basic) Driftdown and Terrain Analysis features are intended to assist in verifying compliance with the following regulations that ensure the safety of flight in emergency situations: • FAR 121.191 defines the operational limitations with one-engine inoperative. • FAR 121.193 defines the operational limitations with two-engines inoperative. • FAR 121.646 defines an additional critical fuel analysis to account for a rapid decompression scenario when operating more than 90 minutes from an adequate airport. This chapter describes the following terrain clearance and driftdown features available on the JetPlan system: • Overwater Driftdown (with MORA check) – Most JetPlan users can access this feature, as long as their generic aircraft database contains the necessary data. Overwater Driftdown is invoked by the entering the DRFT or DRFTX flight plan command in a front-end flight-planning application that interfaces with JetPlan or in the JetPlan command-line interface. • Terrain Analysis – Terrain Analysis refers collectively to Terrain Clearance and Mountain Driftdown, which is completely separate from Overwater Driftdown. Terrain Analysis is not available through the JetPlan commandline interface. It requires a front-end flight planning application such as Jeppesen Dispatch Control or a customer application designed to interface with JetPlan.

FAR Regulations The following paragraphs provide additional information on the federal regulations governing terrain clearance in emergency situations.


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FAR 121.191 – One Engine Inoperative FAR 121.191 requires that an operator comply with one of the following: • There is a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within 5 statue miles (sm) of each side of the intended track, and there is a positive slope at 1,500 feet above the airport where the airplane is assumed to land after engine failure. • The net flight path allows the airplane to continue flight from the cruising altitude to an airport where a landing can be made under FAR 121.197 (alternate airport), clearing all terrain and obstructions within 5 sm of the intended flight track by at least 2,000 feet vertically, and there is a positive slope at 1,500 feet above the airport where the airplane is assumed to land after engine failure. FAR 121.191 assumes the following conditions: • The engine fails at the most critical point enroute. • The airplane passes over the critical obstruction after engine failure at a point that is no closer to the obstruction than the nearest approved radio navigation fix, unless a different procedure is authorized. • An approved method is used to allow for adverse winds. • Fuel dumping is allowed if the crew is trained for it. • The alternate airport meets prescribed weather minima.

FAR 121.193 – Two Engines Inoperative FAR 121.193 requires that an operator comply with one of the following: • At no place along the route of flight is the aircraft more than 90 minutes flying time with all engines operating at cruise power from an airport that satisfies the alternate airport requirements of FAR121.197 (alternate airport). • The net flight path allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that satisfies the requirements of FAR 121.197, with the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions within 5 sm on each side of the intended track.

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FAR 121.193 assumes the following conditions: • Two engines fail at the most critical point enroute. • The net flight path has a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engines fail. • Fuel dumping is approved if the crew is trained for it. • The airplane's weight at the point where the two engines are assumed to fail provides enough fuel to continue to the diversion airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and thereafter to fly for 15 minutes at cruise power or thrust, or both.


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Overwater Driftdown and Terrain Analysis Overwater (Basic) Driftdown

Overwater (Basic) Driftdown The primary objective of JetPlan’s Overwater Driftdown feature is to determine the critical fuel shortfall for a given flight and address it by ensuring that there is enough fuel on board for the worst case scenario, even at the expense of payload. Overwater Driftdown uses user-specified enroute alternates and Equal Time Points (ETPs) along the primary flight path, and reports MORA heights along the forward and backward path from each ETP to each associated enroute alternate. One-engine out, two-engines-out, and depressurization scenarios are analyzed. The FP,DRFT and FP,DRFTX option commands invoke Overwater Driftdown. Both DRFT and DRFTX provide critical fuel data based on ETP information you provide, but DRFTX also provides extended information on the flight plan through a detailed fuel analysis of the computed flight. The following sections provide more information on Overwater Driftdown setup requirements, flight plan calculation, and output.

Overwater Driftdown Setup Requirements This section describes how your customer databases must be configured to support Overwater Driftdown.

NOTE For complete information about fulfilling the prerequisites for the Overwater Driftdown feature, contact your Jeppesen account manager.

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Customer Airport Fleet Database The following table lists the Customer Airport Fleet database parameters that apply to Overwater Driftdown. For detailed descriptions, see Chapter 30, “Airport Fleet Database.” Table 22-1

Airport Fleet Database Parameters Used in Overwater Driftdown

Parameter

Description

Enroute Alternate

Defines the key airport as available for use as an enroute alternate for the key fleet type.

(EA)

When set to Yes, this parameter indicates that the airport is available for use in the entry/exit point calculations in the automatic driftdown process or for ETOPS alternate selection. Input value: Yes/No Enroute Alternate in ETOPS/Overwater Driftdown Operations (ET)


Activates the key airport as a possible enroute alternate in the automatic alternate selection process when either the ETOPS or the Overwater (Basic) Driftdown feature is employed in the flight plan.

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ETP Database In Overwater Driftdown processing, user-supplied aircraft performance factors dictate the determination of the ETPs. These factors include situational cruise modes, flight levels, and true airspeeds, all of which are addressed in the ETP database, which is a subsection of the CADB. The following table briefly describes these parameters. For detailed descriptions, see Chapter 26, “Customer Aircraft Database.”

NOTE The only ETP database parameters necessary for Overwater Driftdown are EA, EM/EF, EA1, EM1/EF1, and—if more than two engines—EA2 and EM2/EF2.

NOTE The information in the ETP database is applicable to Overwater Driftdown but not to the Mountain Driftdown option described in the Terrain Analysis section of this chapter.

Table 22-2

Overwater Driftdown – ETP Database Parameters

Parameter

Description

Non-emergency ETP True Airspeed

This parameter is for customers who wish to perform the basic ETP calculation without being at a depressurized flight level. JetPlan ignores the EA parameter if a value is entered here.

(NA)

Non-emergency ETP Flight Level (NF)

ETP O2 Time (OX)

ETP O2 FL x100 FT (OF) - or ETP O2 Millibars

The NF parameter does not accept a millibar input, only a flight level. This parameter is for customers who wish to perform the basic ETP calculation without being at a depressurized flight level. JetPlan ignores the EM parameter if a value is entered here. Allows you to indicate the time in minutes that oxygen is available for use after depressurization occurs. Use this parameter in conjunction with the ETP O2 FL x100 FT parameter Allows you to indicate the flight level at which the aircraft can cruise while depressurized and using oxygen. Set this value only when ETP O2 Time (OX) is set to a positive value. OF is the flight level in feet; OL is the flight level in millibars.

(OL) ETP Cruise Mode (EC)

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Low level (depressurized) ETP Cruise Mode Table. Entry must coincide with table performance data within the generic aircraft data file. This parameter provides cruise data, based on the aircraft’s weight and the weather conditions, for the actual driftdown segment under an all-engine, low-level scenario.



Table 22-2

Overwater Driftdown – ETP Database Parameters (continued)

Parameter

Description

ETP Cruise Mode (Anti-Ice On)

Low level (depressurized) ETP Cruise Mode Table Anti-Ice on. Entry must coincide with table performance data within the generic aircraft data file.

(ECA) ETP Cruise Mode (Anti-Ice Off) (ECN) ETP True Airspeed (EA)

Low level (depressurized) ETP Cruise Mode Table Anti-Ice off. Entry must coincide with table performance data within the generic aircraft data file. Low level (depressurized) ETP True Airspeed constant. This parameter provides the airspeed used in the ETP selection process under the all-engine, lowlevel scenario.

(EM)

Low level (depressurized) ETP Millibar constant. (May be replaced with the flight level parameter EF, for which an actual flight level value is entered.) This parameter provides the altitude at which winds are averaged for the ETP selection process under the allengine, low-level scenario.

ETP Hold Time

Scenario: All-engine, depressurized

(EH)

Provides a reserve fuel that is used in the ETP worst case (critical) fuel calculation for the all-engine, lowlevel scenario.

ETP Flight Level (EF) - or ETP Millibars

- or ETP Reserve Fuel (EX)

The EH parameter allows you to set a hold time for the purpose of providing a reserve fuel. The input value is a 1 to 3-digit time entry in minutes. Example: EH=15 The EX parameter allows you to set a specific amount of reserve fuel. The input value is a 1 to 6-digit fuel entry in pounds or kilograms. Example: EX=2500 NOTE The EH and EX parameters are mutually exclusive. You can use one or the other but not both.

ETP 1LE Cruise Mode (EC1)

ETP 1LE Cruise Mode (Anti-Ice On) (ECA1) ETP 1LE Cruise Mode (Anti-Ice Off) (ECN1)


One-engine inoperative (1LE) ETP Cruise Mode Table. Entry must coincide with table performance data within the generic aircraft data file. This parameter provides cruise data, based on the aircraft’s weight and the weather conditions, for the actual driftdown segment under a one-engine out scenario. One-engine inoperative (1LE) ETP Cruise Mode Anti-Ice On. Entry must coincide with table performance data within the generic aircraft data file. One-engine inoperative (1LE) ETP Cruise Mode Anti-Ice Off. Entry must coincide with table performance data within the generic aircraft data file.

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Table 22-2


Parameter

Description

ETP 1LE Descent (Anti-Ice On)

One-engine inoperative (1LE) ETP Descent - Anti-Ice On.

(EDA1) ETP 1LE Descent (Anti-Ice Off) (EDN1) ETP 1LE True Airspeed (EA1)

One-engine inoperative (1LE) ETP True Airspeed constant. This parameter provides the airspeed used in the ETP selection process under the one-engine out scenario.

(EM1)

One-engine inoperative (1LE) ETP Millibar constant. (May be replaced with the flight level parameter EF1, in which an actual flight level value is entered.) This parameter provides the altitude at which winds are averaged for the ETP selection process under the oneengine out scenario.

ETP 1LE Hold Time

Scenario: One engine-out, depressurized

(EH1)

The EH1 and EX1 parameters are similar to the EH and EX parameters but are applicable to the one engine-out, low-level scenario (Driftdown). Example: EH1=120 or EX1=2250.

ETP 1LE Flight Level (EF1) - or ETP 1LE Millibars

- or ETP 1LE Reserve Fuel (EX1)

ETP 2LE Cruise Mode (EC2)

ETP 2LE Cruise Mode (Anti-Ice On) (ECA2) ETP 2LE Cruise Mode (Anti-Ice Off) (ECN2) ETP 2LE Descent (Anti-Ice On) (EDA2) ETP 2LE Descent (Anti-Ice Off) (EDN2)

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One-engine inoperative (1LE) ETP Descent - Anti-Ice Off

NOTE The EH1 and EX1 parameters are mutually exclusive. You can use one or the other but not both.

Two-engine inoperative (2LE) ETP Cruise Mode Table. Entry must coincide with table performance data within the generic aircraft data file. This parameter provides cruise data, based on the aircraft’s weight and the weather conditions, for the actual driftdown segment under a two-engine out scenario. Two-engine inoperative (2LE) ETP Cruise Mode Anti-Ice On. Entry must coincide with table performance data within the generic aircraft data file. Two-engine inoperative (2LE) ETP Cruise Mode Anti-Ice Off. Entry must coincide with table performance data within the generic aircraft data file. Two-engine inoperative (2LE) ETP Descent - Anti-Ice On Two-engine inoperative (2LE) ETP Descent - Anti-Ice Off



Table 22-2


Parameter

Description

ETP 2LE True Airspeed

Two-engine inoperative (2LE) ETP True Airspeed constant. This parameter provides the airspeed used in the ETP selection process under the two-engine out scenario.

(EA2)

(EF2)

Two-engine inoperative (2LE) ETP Millibar constant. (May be replaced with the flight level parameter EF2, in which an actual flight level value is entered.) This parameter provides the altitude at which winds are averaged for the ETP selection process under the twoengine out scenario.

ETP 2LE Hold Time

Scenario: Two engine-out, depressurized

(EH2)

The EH2 and EX2 parameters are similar to the EH and EX parameters but are applicable to the two engine-out scenario (Driftdown). Example: EH2=20 or EX2=2800

ETP 2LE Millibars (EM2) - or ETP 2LE Flight Level

- or ETP 2LE Reserve Fuel (EX2)

NOTE The EH2 and EX2 parameters are mutually exclusive. You can use one or the other but not both.

Driftdown Performance Tables JetPlan Overwater Driftdown performance is calculated using the combination of a specially constructed JetPlan descent model (1LE/2LE engine inoperative) and ordinary 1LE/2LE cruise table data. JetPlan does not strictly use the manufacturer's driftdown performance tables. This approach yields satisfactory, albeit slightly more conservative, performance figures compared to the manufacturer's driftdown performance data. The advantage of this practice is that the performance figures should be reasonable without involving a dependency upon nearly flawless pilot technique and aircraft performance.

Overwater Driftdown Flight Plan Methodology Overwater Driftdown is invoked by the FP,DRFT or FP,DRFTX flight plan command. In response, JetPlan performs the following three steps: • Step 1 involves running the basic flight plan, gathering the necessary weight and fuel data. This process provides the profile and the reserve fuel figures for the route selected. The objective is to meet the flight level rules/restrictions, the company fuel policies, and all basic and optional flight plan request parameters at a minimum expenditure of fuel or time.


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• Step 2 involves running the Overwater Driftdown program to determine the ETP positions and perform the critical fuel analyses. This step revolves around several important computations performed by the Overwater Driftdown program, the first of which is the determination of ETP positions based on the user-specified divert airports. After the ETPs are determined, the time, distance, and fuel expenditures from the POD to each ETP are determined based on the departure weight/fuel and segment times/burns determined in Step 1. At this point JetPlan performs the critical fuel analysis. For each ETP, the largest detected fuel need considering backward and forward scenarios to the appropriate divert airport is recorded as the ETP critical fuel. Then an evaluation is made to determine if there is enough fuel available to meet or exceed the critical fuel. If there is enough fuel, the plan is finished. If there is a “worst case fuel shortfall” (WCFS), then step 3 begins. • Step 3 involves performing a methodology for alleviating the worst case fuel shortfall. NOTE Step 3 is not applicable to the Overwater Driftdown program available to most JetPlan customers.

The following sections provide more detailed information about the Overwater Driftdown process.

Diversion Airports A maximum of twelve diversion airports may be entered for overwater driftdown purposes by one of two methods: • Diversion airports can be entered sequentially on the POD Command line. • Diversion airports can be entered in combined pairs between the POD and POA Command lines. Example: 02 POD VTBD/VECC/VIDP/OIII/LTBA 03 POA LOWW

Example: 02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA 03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW

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For sample flight plan output resulting from the above inputs, see “Overwater Driftdown Data on the Flight Plan” on page 589. For more information on diversion airports, see Chapter 3, “Point of Departure and Point of Arrival Commands.”

ETP Selection NOTE

For an in-depth review of the basic ETP process see Chapter

Departure and Point of Arrival Commands.”

3, “Point of

Part of the Overwater Driftdown procedure is to determine the worst-case diversion fuel burn. This critical fuel calculation requires the determination of critical points. A critical point is defined as “a point from the intended route where the one-engine (or two-engines) inoperative diversion time from the two closest alternates is equal”— an ETP (equal-time point). When performing the Overwater Driftdown calculation, JetPlan must determine three different ETP cases simultaneously: • Depressurized operation (low-level all-engine cruise) • One-engine inoperative operation (1LE) • Two-engines inoperative operation (2LE) JetPlan determines the ETPs based on your diversion airport inputs and performance factors stored in the ETP database, which is a subsection of the CADB (see “ETP Database” on page 580).

Critical Fuel Calculation Scenarios The Overwater Driftdown program calculates the worst-case diversion fuel burn using three scenarios at each ETP (critical point): lost pressurization, one-engine inoperative, and twoengines inoperative. Each scenario calculation is discussed below.


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Depressurized Scenario For the depressurized (low-level) cruise with all engines operating scenario, the following assumptions and calculations are made: • If the ETP O2 Time (OX) parameter is set to a positive value, cruise at the altitude defined by the ETP O2 FL x100 FT parameter (OF or OL) for the time that oxygen is available, as indicated by the OX parameter. When the oxygen runs out, a descent to 10,000 feet can occur. - or If the ETP O2 Time (OX) parameter is not set to a positive value (is 0), at the critical point, initiate an emergency descent to the “depressurized” flight level specified in the ETP database (EM/EF parameter). For critical fuel calculation purposes, this descent is considered to be zero distance, zero time, and zero fuel. • The final descent from the ETP “depressurized” flight level to the field elevation of the diversion airport is computed using the descent performance model found in the generic aircraft data file. • The low-level (depressurized) cruise distance is computed using the great circle distance from the ETP to the diversion airport minus the final descent distance. Cruise performance is calculated using an iterative process of taking snapshots of several factors at the midpoint of the cruise segment and applying the information to a cruise table found in the generic aircraft data file. Typically, the cruise table used is all-engine long range cruise (LRC), but it may be specified differently in the ETP Database using the EC, ECA or ECN parameters. NOTE The cruise mode specified using the EC/ECA/ECN parameter must have performance table data available/loaded in the generic aircraft file.

Each midpoint snapshot of information includes the temperature and aircraft gross weight. These factors determine the average cruise fuel flow for the given airspeed (EA parameter). Midpoint winds are measured and applied to the average cruise true airspeed across the segment. This provides a ground speed figure, which is then used to compute the low-level (depressurized) cruise segment fuel burn and time. • Fifteen minutes of hold fuel is computed using the estimated landing weight at the diversion airport and the hold calculation model found in the generic aircraft data file.

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• Depressurized critical fuel is the sum of the cruise, final descent, and hold fuel burns.

One-Engine and Two-Engines Inoperative Scenarios • At the critical point (and using the computed aircraft gross weight, determined in the basic flight plan calculation), JetPlan generates a series of trial descents. These descents use the one and two-engine inoperative descent models found in the generic aircraft’s data file. For each trial descent, a gross weight and ambient temperature are measured at the descent level-off altitude. Using the measured weight and temperature information, JetPlan determines if the 1LE/2LE operation is sustainable at the descent’s level-off altitude, according to the aircraft’s cruise table data. If the descent’s level-off altitude is not sustainable in the 1LE/2LE cruise tables, then another iteration is performed using a lower descent level-off altitude. This iteration process continues until: – A descent level-off altitude is found that is sustainable, in which case the descent performance information (distance, fuel and time) is saved for use in the critical fuel calculation. - or – The lowest flight level available for the aircraft being used is reached, and is found to be unsustainable, in which case a value (that equals the difference between the aircraft gross weight at the bottom of the last trial descent and the maximum weight in the table data) is reported as “driftdown dump fuel.” • The final descent is computed using the same descent model described in the first step - or a model based on the value entered in the EDA1/EDN1/EDA2/EDN2 parameters—except that the descent parameters are constructed to calculate performance from the trial descent altitude to the diversion airport elevation.


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• The 1LE/2LE cruise distance is computed using the great circle distance from the ETP to the diversion airport minus the sum of the two descent (trial and final) distances. Cruise performance is calculated using an iterative process of taking snapshots of several factors at the midpoint of the cruise segment and applying the information to a cruise table. The 1LE/2LE cruise table is used, but it may be specified differently in the ETP Database (EC1, EC2, ECA1, ECA2, ECN1 or ECN2 parameters). NOTE The cruise mode specified using the EC1(2)/ECA1(2)/ECN1(2) parameter must have performance table data available/loaded in the generic aircraft file.

Each midpoint snapshot of information includes the temperature and aircraft gross weight. These factors determine the average cruise fuel flow for the given true airspeed (EA1 or EA2 parameter). Midpoint winds are measured and applied to the average cruise true airspeed across the segment. This provides a ground speed figure, which is then used to compute the 1LE/2LE cruise segment fuel burn and time. • Fifteen minutes of hold time is computed using the 1LE/2LE hold calculation model, at the estimated landing weight, at the diversion airport. • The 1LE/2LE critical fuel is the sum of the trial descent, cruise, final descent and hold fuel burns.

Highest Terrain Diversion Path Calculation In the Overwater Driftdown process, JetPlan evaluates the terrain and the need for terrain avoidance on the diversion route. This informational process for providing the highest terrain elevation diversion path is done by: 1. Considering the great circle segment from each enroute ETP to each diversion airport 2. Determining the highest point five miles either side of the great circle route segment 3. Adding 2000 feet of pad altitude for any obstacle over 5001 feet MSL within the determined path. 4. Printing the largest elevation value found next to the computed driftdown altitude on the flight plan.

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Overwater Driftdown Data on the Flight Plan FP,DRFT or FP,DRFTX can be entered on the Option Command line. Both options provide the same Overwater Driftdown critical fuel calculation, and the data from both is intended for operational use. However, DRFTX provides a critical fuel analysis for each ETP airport pair at the end of any flight plan format output. This analysis is intended to justify the Overwater Driftdown calculations rather than to provide operational data to flight crews.

NOTE The examples below demonstrate the two methods for entering diversion airports. The sample output is based on either of these input methods. Depressurized (low-level) and one-engine inoperative scenario data is output. For more information, see Chapter 3, “Point of Departure and Point of Arrival Commands.”

Example: 02 POD VTBD/VECC/VIDP/OIII/LTBA 03 POA LOWW

Example: 02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA 03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW

Explanation of output: Line 1: Driftdown summary data header Line 2: Column headings Lines 3–6: Diversion data based on LRC Lines 7–10: Diversion data based on 1LE


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The following table defines the driftdown summary output in detail. Table 22-3 Column Headings

Description

CRZ

Cruise mode indicator. JetPlan uses LRC for low-level (depressurized) all engines operating, 1LE for one-engine inoperative cruise, and 2LE for twoengines inoperative cruise (3 and 4-engine aircraft).

TO

ICAO identifier of the divert airport backward to the point of departure from the applicable ETP. The divert airport listed under the second “TO” is forward of the applicable ETP towards the point of arrival (POA).

BURN

Total fuel burn from the ETP backward to the divert airport.

FL

Cruise altitude from the ETP backward to the divert airport. For LRC diversion, this is the altitude specified by the EM (EF) parameter. For 1LE and 2LE diversion, this altitude is determined by the performance calculations.

MSA

Minimum Safe Altitude backward to the divert airport. It is derived from the grid MORA altitudes on the Jeppesen charts. These values clear all reference points within the section outlined by latitude/longitude lines by 1000 feet in areas where the highest reference point is 5000 feet MSL or lower. They clear all reference points by 2000 feet in areas where the highest reference point is 5001 feet MSL or higher.

TO

ICAO identifier of the divert airport forward towards the point of arrival from the applicable ETP. The divert airport listed under the first “TO” is backward from the applicable ETP to the point of departure (POD).

BURN

Total fuel burn from the ETP to the forward divert airport.

FL

Cruise altitude from the ETP forward to the divert airport. For LRC diversion, this is the altitude specified by the EM (EF) parameter. For 1LE and 2LE diversion, this altitude is whatever the performance calculations determine.

MSA

Minimum Safe Altitude forward to the divert airport. It is derived from the grid MORA altitudes on the Jeppesen charts. These values clear all reference points within the section outlined by latitude/longitude lines by 1000 feet in areas where the highest reference point is 5000 feet MSL or lower. They clear all reference points by 2000 feet in areas where the highest reference point is 5001 feet MSL or higher.

FOB

Fuel On Board at the applicable ETP. This is the available fuel from which JetPlan calculates the total required fuel to each diversion airport.

LAT

The latitude of the applicable ETP.

LON

The longitude of the applicable ETP.

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Overwater Driftdown Summary Data



Table 22-3

Overwater Driftdown Summary Data (continued)

Column Headings

Description

W

Warning flags to alert dispatchers and pilots of potential problems. Only one flag is output per line, so it may be necessary to look carefully at the diversion data to determine which diversion airport is being flagged. It is possible that the flag applies to both diversion airports. For example, the divert cruise altitude may be below the grid MORA to both divert airports. Also, there is a hierarchy of flags. For example, a divert fuel required flag overrides the grid MORA flag. The possible warning flags are: • M – Indicates that the cruise altitude is below the grid MORA from the applicable ETP to the divert airport via a great circle route. • D – Indicates that it may be necessary to dump fuel. This is most frequently seen with the TWO-ENGINE INOP DIVERT SUMMARY. This value is the difference between the maximum table weight (considering temperature deviation) loaded for the divert cruise altitude and the computed weight at the end of descent to this altitude. • F – Indicates that additional fuel is required from the applicable ETP to the diversion airport • X – Indicates that an error has occurred in the driftdown summary calculation.

NOTE The asterisk (*) in the TO column indicates the fuel critical diversion airport pair for each cruise mode. There is sufficient fuel onboard for the diversion calculation, but there is less pad between the fuel required and the fuel onboard than for any of the other diversion airport pairs. If there is only one diversion airport pair for each cruise mode, the asterisk prints out next to it.


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Overwater Driftdown and Terrain Analysis Terrain Analysis

Terrain Analysis The goal of the Terrain Analysis is to assist operators in verifying compliance with FARs 121.191 and 121.193. The term Terrain Analysis refers collectively to the JetPlan Terrain Clearance and Mountain Driftdown options. Briefly described, terrain clearance refers to the ability of an aircraft with one or more engines out to clear terrain by 1,000 feet in a corridor along the route for the entire distance, without the need for driftdown alternates. Mountain driftdown, on the other hand, refers to the ability of an aircraft with one or more engines out to clear obstructions by 2,000 feet throughout the driftdown gradient to an alternate airport. JetPlan can be configured to perform either terrain clearance or mountain driftdown or both in the order you specify until a safe route of flight is determined. When a flight plan is submitted with the Terrain Analysis feature activated, the primary flight plan is calculated first. Once those calculations are complete, Terrain Analysis is initiated to test one or more (depending on configuration) of four possible scenarios: terrain clearance/anti-ice on, terrain clearance/antiice off, mountain driftdown/anti-ice on, and mountain driftdown/anti-ice off. The flight plan may be run again and again utilizing each of the four scenarios one at a time until one complies or all fail. If the chosen scenario fails, the primary flight plan is printed with an alert of the failure to comply with terrain clearance/mountain driftdown requirements.

NOTE Terrain Analysis is available through front-end flight planning applications that interface with JetPlan, such as Jeppesen Dispatch Control and JetPlanner. Terrain Analysis is not available through the JetPlan command-line interface.

Terrain Analysis Key Terms Applicable Terminal Area Forecast (TAF)

The Applicable TAF is the data used to evaluate alternate airport suitability. For a single airport, multiple TAFs with different weather data may be available to the system from multiple sources. The system prioritizes the use of TAFs from a customer’s source over TAFs from Jeppesen's source.

Decision Point

The last mileage marker from which the previous diversion option was achievable, and the first mileage marker from which the next diversion option is considered.

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Diversion Option

An alternate airport that can be reached via some path (great circle or escape route) from a decision point.

Driftdown Alternate

The adequate or suitable airports that are candidates for selection along the route of flight in the mountain driftdown computations.

Escape Route

A user-defined stored approach route to a mountain driftdown alternate designed to route the aircraft safely through high terrain and to be used when a great circle route fails mountain driftdown validation. The escape route string begins with the departure point (or transition point) and ends with the driftdown alternate airport. Escape route records are stored in the Customer Route String database.

Escape Route Transition Point

The first waypoint farthest from the mountain driftdown alternate airport in the series of waypoints defining an escape route. For example, for the escape route defined as BNA CBC .LRS PJG ABA TNCA, where TNCA is the mountain driftdown alternate, the escape route transition point is BNA.

Mileage Marker

The points along the primary route where checks are made for the capability to drift down to an alternate.The system calculates the distance of each segment along the primary route of flight and divides this distance by the given corridor width. This is done in order to break the segment up into equal mileage marker distances that are ten (default value) statue miles or less.

Mountain Driftdown

In general terms, the computational problem of suitable enroute alternate selection by assuming engine failure at planned all-engine altitude, and determining decision points and alternates so that the aircraft can fly safely according to the plan by drifting down, clearing terrain by 2,000 feet, and flying to an enroute alternate. Mountain Driftdown is also the name of the JetPlan option that calculates a mountain driftdown flight plan.

Terrain Analysis

A collective term for the Terrain Clearance and Mountain Driftdown options in JetPlan.


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Terrain Clearance

In general terms, the computations of clearance of terrain by 1,000 feet with one or two engines out along the primary route, without the need for driftdown alternates. Terrain Clearance is also the name of the JetPlan feature that calculates a terrain clearance flight plan.

Terrain Summary

An extracted summary of the Terrain Analysis results computed for a flight plan. The Terrain Summary is accessible separately from the flight plan through Jeppesen Dispatch Control or other front-end user interface with similar capability.

Transition Point

See the definition for “Escape Route Transition Point” on page 593.

Terrain Analysis Setup Requirements The setup requirements for Terrain Analysis include the following: • You must have access to a flight-planning front-end application that interacts with JetPlan and supports Terrain Analysis functionality. The JetPlan command-line interface does not support Terrain Analysis fight plan requests. Front-end Terrain Analysis options are described in “Terrain Analysis Flight Planning” on page 606. • You must supply manufacturer driftdown and engine-out climb/cruise performance data for each fleet type before you can use Terrain Analysis for flight planning. • You must use a flight plan format that supports inclusion of Terrain Analysis results. • Your customer preferences and customer databases must be configured to support Terrain Analysis, as described in the following sections. NOTE For complete information about fulfilling the prerequisites for the Terrain Analysis feature, contact your Jeppesen account manager.

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Customer Preferences Database The Customer Preferences database, which is not customer-controlled, contains some of the basic specifications for the Terrain Analysis option. For example, the anti-ice rules used to clear the portion of a flight from the planned destination airport to a destination alternate are stored in this database.

NOTE For information on configuring Terrain Analysis customer preferences, contact your Jeppesen account manager.

NOTE Some front-end flight planning software applications offer options that override some customer preferences. See “Terrain Analysis Flight Planning” on page 606.

The following table lists customer preferences that apply to Terrain Analysis. Table 22-4 Customer Preference

Terrain Analysis Customer Preferences Description

NOTE The following anti-ice settings are specific to the Terrain Analysis feature. They are different from other anti-ice settings that can be requested for take-off anti-ice, ETOPS anti-ice for the Critical Fuel Scenario calculation, and the anti-ice setting for the Overwater (Basic) Driftdown functionality. The Terrain Analysis antiice selection apply only to the terrain clearance and mountain driftdown portions of the flight plan.

Anti-Ice Rules for the Primary Route

This parameter allows you to configure the system to attempt terrain analysis scenarios for the primary route. You can specify how many of these scenarios are attempted and in what order. The following four scenarios are possible: • Terrain clearance/anti-ice on • Terrain clearance/anti-ice off • Mountain driftdown/anti-ice on • Mountain driftdown/anti-ice off NOTE The default values set by this parameter can be overridden by the Terrain Analysis Indicator parameter in the City Pair Fleet database and by ad hoc entries on the flight plan. See “City Pair Fleet Database” on page 602 and “Terrain Analysis Flight Planning” on page 606.


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Table 22-4

Terrain Analysis Customer Preferences (continued)

Customer Preference

Description

Anti-Ice Rules for the Alternate Route

This parameter allows you to configure the system to attempt a terrain analysis scenario for the route to the alternate. You can specify how many of these scenarios are attempted and in what order. The following four scenarios are possible: • Terrain clearance/anti-ice on • Terrain clearance/anti-ice off • Mountain driftdown/anti-ice on • Mountain driftdown/anti-ice off NOTE The default values set by this parameter can be overridden by the Terrain Analysis Indicator parameter in the City Pair Fleet database and by ad hoc entries on the flight plan. See “City Pair Fleet Database” on page 602 and “Terrain Analysis Flight Planning” on page 606. NOTE A terrain analysis scenario for the route to the destination alternate is always qualified using Terrain Clearance Anti-Ice ON rules.

Airport Minima Source

When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival) it may perform a TAF check on that airport by comparing the TAF forecast with the landing minima values for the airport. This preference specifies which customer database acts as the source or sources of the minima values. The options are: • (Default) Get the minima values from the Customer Airport Fleet database first, and then, for any that are zero, get them from the Customer Airport database. • Get the minima values from the Customer Airport Fleet database only. • Get the minima values from the Customer Airport database only. See “Customer Airport Database” on page 598 and “Customer Airport Fleet Database” on page 598.

Corridor Width

This preference defines the lateral terrain clearance minimum in feet. FAR 121.191 requires a 10 statute mile corridor clearance width.

Mountain Driftdown Clearance Altitude

This preference defines the vertical clearance minimum for mountain driftdown scenarios. The default value is 2000 feet per FAR 121.191.

Terrain Clearance Altitude

This preference defines the vertical clearance minimum for terrain clearance scenarios. The default value is 1000 feet per FAR 121.191.

Airfield Clearance

This preference defines the airfield vertical clearance minimum. The default value is 1500 feet per FAR 121.191.

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Table 22-4

Terrain Analysis Customer Preferences (continued)

Customer Preference

Description

ETOPS Terrain Clearance

For terrain clearance and mountain driftdown flight plans that are also ETOPS flight plans, this preference tells JetPlan to compute terrain clearance or mountain driftdown either for the entire route or just for all areas of the route outside of the ETOPS area of operation. NOTE Both this parameter and the ETOPS Area of Operation Determination Policy (ETOPSAOO) preference must be turned on, or the terrain clearance or mountain driftdown calculation reverts back to default of computing for the entire route.

Mountain Driftdown Alternate Ellipse

This preference (1) defines the alternate ellipse, which is the area in which the system searches for alternates, and (2) determines the sort order for the search results. The ellipse is computed forward along the route from each decision point. The nearest edge of the ellipse falls at the edge of the decision point. The alternate ellipse preference is defined as follows: • The length of the major axis in nautical miles (nm). The default value is 300 nm. • The length of the minor axis given as a percentage of the major axis. The default value is 75 percent. (100 percent is a full circle). • The ellipse search type. The search type determines the sort order for alternates found within the ellipse. Depending on the search type, alternates are sorted appropriately and placed at the top of the list. The possible sort orders are: - (Default) Closest to the decision point - Closest to the center of the ellipse - Farthest from the decision point For all alternates that fall outside of the ellipse, the system reverts to the default of sorting by alternates that are closest to the decision point.

Driftdown Escape Routes

This preference specifies whether or not the user uses escape routes when qualifying mountain driftdown alternates. The default is to use escape routes if they exist.

Terrain Clearance Method

Previously, flight levels were limited to that of the driftdown level-off altitudes. When set to 1, this preference removes this limitation for the primary route. This preference applies to terrain clearance scenarios, not mountain driftdown.

Customer Database Requirements The following databases contain parameters that can be configured to support the Terrain Analysis feature. For more detailed information, see the chapters in this manual that cover these databases.


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Customer Airport Database An entry in the Customer Airport database must exist for every airport you want the system to consider using as a mountain driftdown alternate. The identifiers for these airports must match the identifiers used in any other airport database. The following table lists the Customer Airport database parameters that apply to mountain driftdown alternates. For detailed descriptions, see Chapter 29, “Customer Airport Database.” Table 22-5

Terrain Analysis – Customer Airport Database Parameters

Parameter

Description

Application

Alternate Ceiling Minimum (Non-Precision Approach)

These non-precision approach parameters are weather criteria checks in the automatic alternate selection process.

Mountain Drifdown

(N3) - and Alternate Visibility Minimum (Non-Precision Approach) (N4)

When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival) it may compare the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the Customer Airport Fleet database for these minima values. If the minima value in the Customer Airport Fleet database is zero, JetPlan looks for the value in the Customer Airport database. This default behavior can be overridden by changing the setting of the Airport Minima Source customer preference. For more information, see “Customer Preferences Database” on page 595.

Customer Airport Fleet Database The Customer Airport Fleet database allows you to store and manage data related to a specific airport and a specific aircraft fleet type, the Jeppesen generic aircraft ID that defines a specific airframe/engine combination. An entry must exist in this database for every airport you want the system to consider using as a mountain driftdown alternate. The identifiers for these airports must match the identifiers used in any other airport database. Table 22-6

Terrain Analysis – Airport Fleet Database Parameters

Parameter

Description

Application

Enroute Alternate in Terrain Driftdown Operations

This parameter defines the clearance status for airports as terrain clearance/mountain driftdown alternate airports.

Mountain Driftdown and Terrain Clearance

(TD)

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Table 22-6

Terrain Analysis – Airport Fleet Database Parameters (continued)

Parameter

Description

Application

Maximum Allowable Distance to Takeoff Alternate

This parameter defines a radius distance limit to the proximity search for candidate takeoff alternate airports in the automatic alternate selection process. The distance is relative to the key airport when used as a POD.


This parameter defines the availability of approach plate material for the key airport.For an airport to be considered a candidate mountain driftdown alternate, either this parameter must be set to Yes, or the All Alternates Valid option in the front-end application must be selected. For more information on the All Alternates Valid option, see “Terrain Analysis Flight Planning” on page 606.

Mountain Driftdown

This parameter defines the airport’s operational status. It provides information in the flight plan output and is format-dependent. To apply to mountain driftdown and terrain clearance flight plans, this parameter must be set to Charter (C). Also, the airport is considered a mountain driftdown or terrain clearance alternate only when selected as the POD or POA.


Alternate Ceiling Minimum (Non-Precision Approach)

These non-precision approach parameters are weather criteria checks in the automatic alternate selection process.

Mountain Drifdown

(N3)

When JetPlan checks the suitability of an airport as an alternate (departure, enroute, or arrival) it may compare the TAF forecast with the landing minima values for the candidate alternate airport.

(MA) Approach Plate Available (AP)

Type of Operations (TO)

- and Alternate Visibility Minimum (Non-Precision Approach) (N4)

By default, JetPlan first checks the Customer Airport Fleet database for these minima values. If the minima value in the Customer Airport Fleet database is zero, JetPlan looks for the value in the Customer Airport database. This default behavior can be overridden by changing the setting of the Airport Minima Source customer preference. For more information, see “Customer Preferences Database” on page 595.


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Customer Aircraft Database NOTE The standard aircraft performance tables do not support the Terrain Clearance and Mountain Driftdown features. You must arrange for additional tables to be loaded in the Generic Aircraft database for the aircraft types you plan to use with Terrain Analysis. Contact your Jeppesen account manager for more information.

The following table lists the Customer Aircraft database parameters that apply to mountain driftdown. These parameters are in the “Driftdown” section of the Customer Aircraft database parameters. For detailed descriptions, see Chapter 26, “Customer Aircraft Database.” Table 22-7 Terrain Analysis – Customer Aircraft Database Parameters Parameter

Description

Generic Aircraft ID

The name of the associated aircraft record in the Generic Aircraft database

Driftdown-Climbout Engine Out Climbout Anti-Ice On (D11) Engine Out Climbout Anti-Ice Off (D12) Engine Out Cruise Anti-Ice On (D13) Engine Out Cruise Anti-Ice Off (D14) Driftdown Descent Anti-Ice On (D15) Driftdown Descent Anti-Ice Off (D16)

The name of the engine-out climb table for the climbout, anti-ice on The name of the engine-out climb table for the climbout, anti-ice off The name of the engine-out cruise table for the climbout, anti-ice on The name of the engine-out cruise table for the climbout, anti-ice off The name of the driftdown descent table for the climbout, anti-ice on The name of the driftdown descent table for the climbout, anti-ice off

Driftdown-Enroute (Route Exclusive) Engine Out Climbout Anti-Ice On (D21) Engine Out Climbout Anti-Ice Off (D22) Engine Out Cruise Anti-Ice On (D23) Engine Out Cruise Anti-Ice Off (D24)

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The name of the engine-out climb table for the route exclusive of climbout, anti-ice on The name of the engine-out climb table for the route exclusive of climbout, anti-ice off The name of the engine-out cruise table for the route exclusive of climbout, anti-ice on The name of the engine-out cruise table for the route exclusive of climbout, anti-ice off



Table 22-7

Terrain Analysis – Customer Aircraft Database Parameters (continued)

Parameter

Description

Driftdown Descent Anti-Ice On

The name of the driftdown descent table for the route exclusive of climbout, anti-ice on

(D25) Driftdown Descent Anti-Ice Off (D26)

The name of the driftdown descent table for the route exclusive of climbout, anti-ice off

Defaults Takeoff Fuel Burn

The default takeoff fuel burn value in pounds

(D31) Takeoff Time

The default takeoff time value in minutes

(D32) Takeoff Distance

The default takeoff distance value in nautical miles

(D33) Approach Fuel Burn

The default approach fuel burn value in pounds

(D34) Approach Time

The default approach time value in minutes

(D35) Landing Table

The default landing data table name (may be blank)

(D36) Temperature Threshold

Unavailable at this time.

(D41) Driftdown Bias (D42)

The driftdown bias, a percent bias to apply to fuel burn calculations for engine-out operations (an integer representing a fixed-point number in tenths of a percent; for example, 16.9% would be passed as 169) NOTE The driftdown bias parameter (D42) is not yet supported.


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City Pair Fleet Database This database stores information that may be applied to a city pair/fleet type combination. The following parameters apply to Terrain Analysis. Table 22-8

Terrain Analysis – City Pair Fleet Database Parameters

Parameter

Description

Terrain Analysis Indicator

Indicates the default Terrain Analysis computation to be applied to any flight for the designated city pair and fleet type. Choices are:

(TA)

• (Default) None • Terrain clearance • Mountain driftdown • Both terrain clearance and mountain driftdown NOTE When set, the value of the Terrain Analysis Indicator overrides the Anti-Ice Terrain Analysis Rules defined in the Customer Preference database. In turn, these City Pair Fleet and Customer Preference database values may be overridden by ad hoc inputs entered through the front-end flight planning software. For more information, see “Customer Preferences Database” on page 595 and “Terrain Analysis Flight Planning” on page 606. NOTE A terrain analysis scenario for the route to the destination alternate is always qualified using Terrain Clearance Anti-Ice ON rules.

NOTE The following parameters in the City Pair Fleet database are inoperative: Driftdown Mode: Primary (DRFP) and Driftdown Mode: Alternate (DRFA).

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Minimum Equipment List (MEL) Database The MEL database allows you to create and manage records of performance degradations and equipment shortcomings for aircraft of a given fleet type. The following table lists weight penalty parameters that apply to Terrain Analysis flight plans.

NOTE All weight penalties included in an ad hoc flight plan request are summed with all Enroute Weight Penalty values and all Enroute Weight Factor values contained in each Type M or C MEL currently assigned to the aircraft. For more information about how weight penalties are applied in terrain clearance and mountain driftdown scenarios, see “Application of Weight Penalties to Terrain Analysis Flight Plans” on page 603.

Table 22-9

Terrain Analysis – MEL Database Parameters

Parameter

Description

Application

Enroute Weight Factor

The Enroute Weight Factor option allows you to set a penalty to be applied to the aircraft gross weight at the decision point for mountain driftdown computations and over the entire route for terrain clearance. The value is a percentage by which the gross weight is increased. You can choose to apply a multiplier degradation to this penalty.


When selected, this parameter indicates that the Enroute Weight Factor is subject to a multiplier.


The Enroute Weight Penalty (LBS) option allows you to set a penalty in pounds to be added to the aircraft gross weight for Terrain Analysis. You can choose to apply a multiplier degradation to this penalty.


When selected, indicates that the Enroute Weight Penalty (LBS) is subject to a multiplier.


(EF)

Penalty Subject to Multiplier (MEF) Enroute Weight Penalty (LBS) (EP) Penalty Subject to Multiplier (MEP)

Application of Weight Penalties to Terrain Analysis Flight Plans When JetPlan computes terrain clearance flight profiles, the total enroute weight penalty is applied as follows: • Any ad hoc enroute weight penalty contained in the flight plan request - plus -


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• Any enroute weight penalty contained in each type M or C MEL record currently assigned to the aircraft - plus • Any enroute weight factor contained in each type M or C MEL currently assigned to the aircraft, converted to a weight penalty as follows: enroute weight factor (%) x aircraft gross weight. NOTE Because aircraft gross weight changes due to fuel burn off, the enroute weight factor penalty is computed using a gross weight at each mileage marker.

When JetPlan computes the mountain driftdown gradient, the total enroute weight penalty is applied as follows: • Any ad hoc enroute weight penalty contained in the flight plan request - plus • Any enroute weight penalty contained in each type M or C MEL record currently assigned to the aircraft - plus • Any enroute weight factor contained in each type M or C MEL currently assigned to the aircraft, converted to a weight penalty as follows: enroute weight factor (%) x aircraft gross weight at the decision point. The responsibility for determining the correct Gradient Penalty percentage to use for each MEL is left to the JetPlan user. The following is a sample formula for deriving an enroute weight penalty factor from the enroute gradient penalty in the published MEL: EWF = 1 + (GP / (1 / LDR + NG)), where: • EWF is the Enroute Weight Factor percentage that is to be stored in the MEL record. • GP is the Gradient Penalty as defined in the manufacturer’s MEL. • LDR is the Lift to Drag Ratio. • NG is the Net/Gross Performance Factor. A standard value for NG is 0.011 (or 1.1%) for two-engine aircraft.

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For example, using the formula above, for an MEL that specifies a 0.032% gradient penalty for a 737-800 at 160,000 pounds at the decision point, the weight penalty derived would be 751 pounds, assuming that LDR is 17.5 and NG is 0.011. (This equates to a 0.469% Enroute Weight Factor if the gradient penalty were instead calculated against the aircraft weight without the L/D formula.)

Escape Routes Database Records NOTE The Driftdown Escape Routes customer preference controls use of escape routes. For more information, see “Customer Preferences Database” on page 595.

The Customer Route String database stores escape route records. Escape routes define arrival routes to mountain driftdown alternates that have been designated for use in mountainous terrain as alternatives to the direct route. When an attempt to use a great circle route to a particular driftdown alternate fails, the system attempts to use an escape route, as long as a record for the given alternate exists in the Route String (Escape Routes) database.

NOTE Escape routes records appear as a sub-database on the Customer Route database page in JetPlan.com. This is where escape route records can be maintained. However, escape route records are stored in the Route String database, not the Customer Route database.

The use of escape routes in mountain driftdown flight planning offers the following advantages: • A preferred route might otherwise be rejected in flight planning due to failure to find a suitable mountain driftdown alternate that can be reached via the normally-assumed direct, great-circle route. • Sub-optimal alternates (far afield) may be selected for a route because better alternates cannot be reached via the great-circle routing from the decision point. • Escape routes in the flight plan can provide safe-routing guidance to the pilot in mountain driftdown situations.


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The following table lists the parameters included in each escape route database record. For more detailed information on escape route database parameters, see Chapter 38, “Customer Route Database.” Table 22-10

Escape Route Record Parameters

Parameter

Description

Route Name

This parameter is the name you give to the escape route record in the database.

Group Name

This parameter indicates the group to which all escape routes below (ES). This information cannot be modified for escape routes.

Begin Point and End Point of the Route

This parameter specifies the beginning and end points of the route. An escape route can go from airport to airport, waypoint to airport, airport to waypoint, or waypoint to waypoint.

Airport or Waypoint

This parameter defines the ICAO or IATA code for the airport used as the route departure or arrival point, as appropriate. - or The name of the waypoint used as the beginning or end point of the escape route.

Waypoint Area

This parameter specifies the 2-character A424 area code for the waypoint. NOTE This parameter must be set when the corresponding point is a waypoint. If the point is an airport, do not set this parameter.

Waypoint Type

This parameter defines the VOR, Enroute Waypoint, Terminal NDB, Terminal Waypoint, or NDB NOTE This parameter must be set when the corresponding point is a waypoint. If the point is an airport, do not set this parameter.

Routing String

This parameter defines the Specific Route Selector (SRS) route string. For information on SRS syntax, see Chapter 6, “Route Commands.”

Terrain Analysis Flight Planning The front-end flight planning application, such as JetPlanner or Jeppesen Dispatch Control, allows you to include Terrain Analysis on a selected flight plan request. How JetPlan responds to the request is determined by the database parameter settings described in the preceding sections and also by front-end, ad hoc inputs made on the flight plan request itself. Some of the front-end options allow you to override default database configuration settings on a given flight plan request.

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The system can be configured to attempt the following four possible Terrain Analysis scenarios. • Terrain clearance/anti-ice on • Terrain clearance/anti-ice off • Mountain driftdown/anti-ice on • Mountain driftdown/anti-ice off How many of these scenarios are attempted and in what order is configurable through database settings and also through the front-end application. Up to four different attempts can be made on any one flight plan. Processing continues until the first success or until all selected scenarios have been exhausted. The default Terrain Analysis sequence is defined by the Anti-Ice Rules for the Primary and Alternate Route preferences, stored in the Customer Preference database. You can also set the Terrain Analysis Indicator in the City Pair Fleet database, which overrides the Customer Preference settings. Front-end options allow you to override both the Customer Preference and the City Pair Fleet database values on a given flight plan. Precedence for these values works as follows: • If only a Customer Preference value exists, it is used. • If only a Customer Preference value and a City Pair Fleet database value exist, the City Pair Fleet database value overrides the Customer Preference database value. • If any database values are set and front-end options are also set, the frontend options take precedence over the database values. NOTE Terrain analysis scenarios for the route to the destination alternate are always qualified using Terrain Clearance Anti-Ice ON rules.

For more information, see “Customer Preferences Database” on page 595, “City Pair Fleet Database” on page 602, and “Terrain Analysis Front-End Options” on page 608


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Terrain Analysis Front-End Options Front-end applications that support JetPlan Terrain Analysis allow you to set configuration options that customize the Terrain Analysis functionality for a given flight plan. For example, Figure 22.1 shows the Driftdown tab in JetPlanner, a Jeppesen front-end flight planning application that interfaces with JetPlan. The Driftdown tab lists options that JetPlanner users can select to customize Terrain Analysis for a selected flight plan request.

Figure 22.1. Driftdown Tab in JetPlanner

Front-end configuration options, in combination with your database and customer preference settings, affect terrain clearance and mountain driftdown calculations and flight plan output. Once the flight plan request has been submitted, JetPlan applies the various computations, generates the flight plan in the customer's format, and returns the results to the flight planning front end.

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The following table lists some possible front-end flight planning configuration options that apply to terrain clearance or mountain driftdown or both.

NOTE Available Terrain Analysis flight plan options are determined by the capabilities and configuration of your front-end software application. For detailed information, contact your Jeppesen account manager or consult your product documentation.

Table 22-11

Terrain Analysis Front-End Options

Option

Description

Application

Anti-Ice Rules for the Primary Route

Front-end options allow you to define up to four different scenarios to indicate the types of Terrain Analysis processing desired for the primary route.You can specify how many of these scenarios are attempted and in what order:

Terrain Clearance and Mountain Driftdown

• Terrain clearance/anti-ice on • Terrain clearance/anti-ice off • Mountain driftdown/anti-ice on • Mountain driftdown/anti-ice off NOTE If any combination of scenarios is specified through the front-end options, these options supersede any values that are set in the Customer Preference Database or the City-Pair Fleet Database. For more information, see “Customer Preferences Database” on page 595 and “City Pair Fleet Database” on page 602.

Mandatory Alternates

This option allows you to name up to 25 mountain driftdown alternates for a given flight plan.

Mountain Driftdown only

When mandatory alternates are specified, the list of alternates is restricted to the mandatory alternates, the POD and POA, and the takeoff alternate, if one is specified. The system does not consider any other alternates in the Airport or Airport Fleet databases. Excluded Alternates

This option allows you to name up to 25 alternate airports to be disqualified from consideration as mountain driftdown alternates for a given flight plan.


Maximum Driftdown Alternates

This option allows you to specify the maximum number of driftdown alternate airports for which the system searches. During mountain driftdown processing, the search for viable and qualified alternates can be lengthy. Setting this value reduces search times by preventing the system from attempting to reach driftdown alternates that are too far to away to be practical.



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Table 22-11

Terrain Analysis Front-End Options (continued)

Option

Description

Application

Maximum Alternate Distance

This option allows you to specify the maximum radius (in nautical miles) within which the system searches for suitable alternate airports. Setting this value reduces search times by eliminating from consideration alternates that are too far away to be practical.


ISA Temperature Deviation Padding

This option allows you to specify a value in degrees centigrade to be added to all retrieved ISA temperature values.


Default value: 0 NOTE Since the system uses the retrieved weather values from the specified database, it is highly recommended that this value never be set to anything other than zero (0).

Wind Padding

This option allows you to specify a value, in nautical miles per hour, that is added to all retrieved wind data. Default value: 0


NOTE Since the system uses the retrieved weather values from the specified weather database, it is highly recommended that this value never be set to anything other than zero (0).

Weather (WX) Time Window

This option allows you to specify a time in minutes used to filter TAF reports to evaluate a candidate mountain driftdown alternate for suitability. This value is applied to the arrival time in a plus-or- minus fashion. For example, if the value is 60, TAF reports for plus or minus one hour of the calculated arrival time is considered.


Default value: 0 Fuel Reserve, Time

This option allows you to specify a fuel reserve in minutes at the driftdown alternate. This option is specific to mountain driftdown divert alternates and has no bearing on any other fuel reserve policy. If a certain amount of fuel is necessary landing at the divert alternate, then a driftdown reserve must be specified.


Default value: 0 NOTE The fuel reserve option may be set to time or weight, but not both.

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Table 22-11


Option

Description

Application

Fuel Reserve, Weight

This option allows you to specify a fuel reserve, in pounds, at the divert alternate. This option is specific to mountain driftdown divert alternates and has no bearing on any other fuel reserve policy. If a certain amount of fuel is necessary landing at the divert alternate, then a driftdown reserve must be specified.


Default value: 0 NOTE The fuel reserve option may be set to time or weight, but not both.

Short Search

When the Short Search option is turned on, the system stops searching for mountain driftdown alternates once a destination-assured point is determined. The destination-assured point is that point at which the aircraft can reach the POA, using driftdown rules, along the planned route of flight.


Default value: OFF Display Ad Hoc Enroute Weight Penalty

This option allows you to specify an Enroute Weight Penalty on a given flight plan NOTE All weight penalties included in the ad-hoc flight plan request are summed with all Enroute Weight Penalty values and all Enroute Weight Factor values contained in each type M or C MEL currently assigned to the aircraft.

Terrain Clearance Fuel Check

When set, this option tells the system not to check for an out-of-fuel condition during normal terrain clearance calculations (from POD to POA, or from POA to all destination alternates, if any have been designated). This flag has no effect on calculations done under mountain driftdown rules. See the “Mountain Driftdown Fuel Check” parameter below.


Terrain Clearance only

WARNING It is the position of Jeppesen that setting the Terrain Clearance Fuel Check flag to anything other than OFF (O or not set) is extremely dangerous and should never be done. If you have any questions about this parameter, contact your Jeppesen account manager.


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Table 22-11


Option

Description

Application

Mountain Driftdown Fuel Check

When set, this option tells the Driftdown server not to check for any out-of-fuel conditions during driftdown calculations to the POD, the Take-Off alternate, or the POA. This flag has no effect on calculations done under terrain clearance rules. See the “Terrain Clearance Fuel Check” parameter above.


WARNING It is the position of Jeppesen that setting the Mountain Driftdown Fuel Check flag to anything other than OFF (O or not set) is extremely dangerous and should never be done. If you have any questions about this parameter, contact your Jeppesen account manager.

Abbreviated Driftdown Report

This option allows you to abbreviate the driftdown report in the flight plan output.


Climbout Qualification

This option is an on/off value which, when turned on, processes mountain driftdown rules during the climb portion of the flight. If set to “off,” no driftdown climbout qualification occurs prior to top of climb. This field has no effect on terrain clearance.


Landings Limiting

This option is an on/off value which, when turned on, instructs the mountain driftdown program to do a landing field check. It requires that landing data be present in the aircraft performance database.


NOTE For customers with their own MGL packages, this option should never be turned on.

All Alternates Valid

This option is an on/off value which, when turned on, tells the Mountain Driftdown program to consider all possible alternates in the SRS Airports database as divert candidates. When turned off, mountain driftdown only considers the airports stored as candidates in the Customer Airport Fleet database.


Three Flight Levels On (3FL)

This option is an on/off value which, when turned on, instructs the mountain driftdown program to attempt driftdown qualification at two flight levels below, one flight level below, and finally at the planned altitude. If driftdown passes two flight levels below, then no further check is done. If a failure occurs, then the program goes up to the next level and evaluate the calculations there, until all levels are exhausted and a total driftdown failure occurs.


NOTE If there are user-specified altitudes for the flight plan, these levels are not reduced by two flight levels. The 3FL option is ignored for destination alternates.

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Table 22-11


Option

Description

Application

Delete Summary

This option allows you to delete the mountain driftdown summary file at the end of processing.


Terrain Clearance Computations The primary assumption under which the JetPlan Terrain Clearance function operates is that there is no suitable divert alternate that is closer to the POD than the POA. Because there are no divert alternate airports under terrain clearance rules, terrain clearance processing is an allor-nothing proposition. The terrain clearance criteria state that the aircraft must clear all terrain and obstructions by at least 1000 feet within 5 statute miles of the route center line. See Figure 22.2. At least 100 nm

At least 1000’

Failure

At least 1000’

P OA

POD Engine-out climb to terrain clearance altitude. Engine-out cruise to destination. Maintain airfield clearance and positive slope at the POA.

Figure 22.2. Terrain Clearance Profile

The Terrain Clearance option performs under the following guidelines: • All weight penalties included in the ad-hoc flight plan request are summed with all Enroute Weight Penalty values and all Enroute Weight Factor values contained in each type M or C MEL currently assigned to the aircraft. For more information on application of weight penalties, see “Minimum Equipment List (MEL) Database” on page 603 and “Terrain Analysis FrontEnd Options” on page 608.


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• Fuel checks from POD to POA, or from POA to destination alternates, if any, are configurable on or off. For more information, see the Terrain Clearance Fuel Check option in Table 22-11, “Terrain Analysis Front-End Options,” on page 609. WARNING It is the position of Jeppesen that setting the Terrain Clearance Fuel Check flag to anything other than OFF (O or not set) is extremely dangerous and should never be done. If you have any questions about this parameter, contact your Jeppesen account manager.

• JetPlan iterates to find the maximum takeoff weight that allows terrain clearance. This can be reported in the output, depending on the flight plan format. The front-end flight-planning software can be configured to return an alert. • JetPlan assumes engine failure at cruise altitude and determines the highest terrain along the route of flight. The target enroute altitude is determined this way. • As in mountain driftdown, engine-out climb is made without regard to terrain for the first 16 nm outbound from the POD. After reaching the 16nm marker, the climb continues on to the target enroute altitude while checking for terrain obstructions. • If level-off occurs prior to the POA, an engine-out cruise is calculated for a 100 nm segment. At the 100 nm outbound mark, a step-climb check is performed. If a step-climb is possible, then one is included in the flight plan. If a step-climb is not possible, then the engine-out cruise is calculated again for another 100 nm segment. This pattern repeats until over the POA, where airfield clearance and positive slope are checked. See Figure 22.2 on page 613. • When a departure alternate is mandated, it is handled in the same manner described in the mountain driftdown case. See “Mountain Driftdown Computations” on page 617. NOTE When ETOPS is requested for the same flight plan for which terrain clearance has been requested, JetPlan returns a terrain clearance failure only when terrain clearance fails for segments not between an ETOPS entry point (EEP) and an ETOPS exit point (EXP) pair.

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Terrain Clearance Output on the Flight Plan The following sample block of output shows a typical Terrain Clearance Primary Route scenario with Terrain Clearance Altitude, Departure Terrain Clearance Weight and ISA Temperature Deviation displayed.

The following sample block of output uses another format to display similar results as above. With this format, however, the ramp weight is displayed.

The following sample block of output shows a typical Terrain Clearance Takeoff Alternate analysis.


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The following sample block of output shows a typical Terrain Clearance Landing Alternate analysis.

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Mountain Driftdown Computations The primary assumption under which the JetPlan Mountain Driftdown option operates is that the flight qualifies under driftdown rules as long as the aircraft can safely reach a qualified divert airfield, from any point along the planned route of flight while clearing all obstacles by at least 2,000 feet. See Figure 22.3. Decision Point

Driftdown Level-Off Point At least 2000’

At least 2000’ Engine-Out Cruise Altitude

Diversion Airfield Great circle route or escape route from the decision point to the diversion airfield. Maintain driftdown clearance height during and after descent. Maintain airfield clearance and positive slope at the diversion airfield.

Figure 22.3. Mountain Driftdown Profile

The Mountain Driftdown option performs under the following guidelines: • Terrain checking is ignored in the outbound direction from the POD to the 16nm point. It is assumed that all departure possibilities are cleared within that limit. • Mileage marker positions along the route of flight—from which attempts are made to reach a diversion option—are controlled by a configurable customer preference. FAR 121.191 requires 10 statute miles—5 statute miles either side of the center line (see “Customer Preferences Database” on page 595). • The decision point, the point at which a new diversion option is established, is a mileage marker from which at least two diversion options to alternate airfields can be safely reached.


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• The list of candidate alternates for each decision point consists of “adequate airports” defined as follows: – All user-submitted mandatory alternates received on the flight plan request. In this case, the list of alternates consists of the specified mandatory alternates, as well as the POD and POA and a takeoff alternate if one has been specified. No other alternate airport listed in a customer database is considered.When mandatory alternates are specified, they are not evaluated for suitability against the Customer Airport or Customer Airport Fleet databases. NOTE Whether an alternate is mandatory or not, it is always checked for suitability in the SRS Airports database.

– Airports that are listed as acceptable driftdown alternates for the aircraft's fleet type in the Customer Airport and the Customer Airport Fleet database and that are not on the list of alternates to be excluded in the flight plan request. These airports are ranked for proximity relative to the decision point and are evaluated for distance along the route forward of the decision point and to the side of the route within the parameters of the alternate ellipse as defined in the Customer Preference database. See “Customer Preferences Database” on page 595 and “Mountain Driftdown Methodology” on page 620 for more information about the alternate ellipse. When no mandatory alternates are specified, alternates are evaluated for suitability in the Customer Airport and the Customer Airport Fleet database. Ceiling and visibility are evaluated using the applicable TAFs and the ETA factors in the additional time to fly the escape route.The Weather Time Range is submitted on the flight plan request. See Chapter 29, “Customer Airport Database.” and “Customer Airport Fleet Database” on page 598 for more information. NOTE Driftdown alternates can be located within established and ad hoc restricted areas. JetPlan does not check routing restrictions to driftdown alternates.

• For every mileage marker on the primary route, the great circle route to the driftdown alternate is tried first. • An attempt to use an escape route is processed only when a great circle attempt to a particular driftdown alternate fails (if a record for that alternate exists in the Route String database).The system prefers a more optimal escape route in terms of the distance from the decision point to the transition

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point, which is defined as the first point of the escape route. For more information on escape routes, see “Escape Routes Database Records” on page 605 and “Mountain Driftdown Methodology” on page 620. • All weight penalties included in the ad-hoc flight plan request are summed with all Enroute Weight Penalty values and all Enroute Weight Factor values contained in each type M or C MEL currently assigned to the aircraft. JetPlan determines the driftdown gradient after adding the Total Enroute Weight Penalty and anti-ice penalty (if selected) to the aircraft gross weight. For more information on how the system computes the driftdown gradient, see “Application of Weight Penalties to Terrain Analysis Flight Plans” on page 603. NOTE JetPlan applies the anti-ice penalty to the level-off altitude if anti-ice is specified for mountain driftdown in the flight plan request. If the request does not specify, the system applies anti-ice penalties to mountain driftdown when the Terrain Analysis anti-ice default is set.

• If the Three Flight Levels On (3FL) front-end option is selected, JetPlan validates mountain driftdown two flight levels lower than the planned flight level, factoring in the effects of the Enroute Weight Penalty and Enroute Weight factors to the profiles as described above. For more information on the 3FL Option, see Table 22-11, “Terrain Analysis Front-End Options,” on page 609. • Fuel checks to the POD, Takeoff Alternate, and POA are configurable on or off. For more information on the Mountain Driftdown Fuel Check option, see Table 22-11, “Terrain Analysis Front-End Options,” on page 609. WARNING It is the position of Jeppesen that setting the Mountain Driftdown Fuel Check flag to anything other than OFF (O or not set) is extremely dangerous and should never be done. If you have any questions about this parameter, contact your Jeppesen account manager.

• When ETOPS is requested for the same flight plan for which mountain driftdown has been requested, JetPlan responds according to the setting of the ETOPS Terrain Clearance and ETOPS Area of Operation customer preferences (see “Customer Preferences Database” on page 595.) If these preferences are set, JetPlan only applies mountain driftdown computations to the portions of the route that are not between an ETOPS entry point (EEP) and an ETOPS exit point (EXP) pair. At each EEP and EXP, the system ensures that a driftdown alternate can be reported.


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• The Short Search front-end flight-planning option can configure the process to look for a destination-assured point. This is defined as the point at which, using normal driftdown procedures, the aircraft can lose an engine and make it to the planned POA by following the flight-planned route. If the Short Search option is active, the system does not look for alternates past that point in the route. For more information on the Short Search option, see Table 22-11, “Terrain Analysis Front-End Options,” on page 609. • Destination alternates are run as straight terrain clearance problems.

Mountain Driftdown Methodology In simple terms, mountain driftdown refers to the search for a viable emergency landing alternate airfield. The unique feature of this option is the active search forward along the route of flight for viable and qualified alternates, while maintaining specified minimum terrain clearance. The mountain driftdown scenario assumes engine failure at cruise altitude, and the route is evaluated based on the need for divert airports. A check is made for diversion option at specific mileage markers. As discussed above, the distance between mileage markers is a configurable customer preference setting (the FAR-mandated flight path corridor clearance width is 10 statute miles—5 statute miles either side of center line). These mileage markers generally begin at Top of Climb (TOC), although there can be exceptions—for example, when the departure airport is at a relatively high altitude and the climbout is such that the TOC is a considerable distance beyond the 16 nm mark (as in Figure 22.4 on page 622). Checks for diversion options at the mileage markers continue until the destination is determined to be within range, eliminating the need for any more diverts. At each decision point, the system locates the closest alternate airport within the default parameters set for the alternate ellipse in the Customer Preference database (see “Customer Preferences Database” on page 595.) The starting point of the alternate ellipse is the decision point; its forward dimensions are determined by a configurable customer preference setting. The major axis is a distance in nautical miles, and the minor axis is a percentage factor of the major axis. For every decision point attempt to identify a suitable driftdown alternate, the great circle route to the alternate is tried first. The system attempts to verify that the great circle route to the alternate is feasible—for example, clearing terrain and meeting weather minimums. When a great circle attempt to a particular driftdown alternate fails, an attempt using an escape route is processed—if a record for that alternate exists in the escape route subsection of the Route String database (see the “Escape Routes Database Records” on page 605.) The escape routes are tried in proximity order, starting with the closest escape route in terms of distance from the decision point to the transition point (the first point of the escape route).

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If the first escape route is not feasible for that decision point, the system attempts to verify that the next closest escape route is feasible. When an escape route is not feasible, the system moves on to the next escape route to the same alternate until a valid escape route is found or until all escape routes to this alternate are exhausted. If no escape route is found, the system moves on to the next closest alternate airport and repeats above steps until a feasible great circle or escape route is found. If an escape route is feasible, the system transitions onto the route only via the transition point, which is the first waypoint defining the escape route. At each subsequent mileage marker, the system attempts to verify that the same escape route, beginning with the same transition point, is still feasible. JetPlan attempts to maintain the same escape route for as many mileage markers as possible. The process continues until that particular escape route is no longer feasible because of terrain, fuel constraints, changed conditions at the destination alternate airport, or other factors. Once a divert airport fails to meet driftdown requirements, JetPlan reverts from this “failure point” to the previous mileage marker and begins a search for a new divert airport within the alternate ellipse. If the Short Search (destination-assured point) option is active, the system does not look for alternates past the point that it becomes known that the aircraft can lose an engine and make it to the planned POA by following the flight-planned route. (For more information on the Short Search option, see Table 22-11, “Terrain Analysis Front-End Options,” on page 609.) If the Short Search option is not active, the system continues to look for alternates until the POA or a feasible driftdown alternate has been achieved. The alternate ellipse becomes smaller as the aircraft approaches the POA. With regard to the portion of the flight from POD to TOC, the FAR regulations do not address climbout under driftdown rules. However, JetPlan is designed to always return to the POD via the great circle route during the climbout, even if the POD is known to be below required weather minimums. If the POD is known to be below minimums, another alternate (departure alternate, if specified; closest available, if not) is selected and a modified terrain clearance


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analysis is attempted from over the POD to the alternate. If a failure point is encountered on the climb, a decision point is established at the previous mileage marker and the remainder of the flight continues to be evaluated/cleared under driftdown rules. See Figure 22.4. TOC

This Point Fails Decision Point

16 nm

POD Qualification back to the POD starts at the 16 nm point and goes to the TOC. Driftdown problem is run from the edge of each terrain profile back to the P OD. Any failure prior to TOC establishes a decision point at the previous profil e.

Figure 22.4. Climbout

When a departure alternate is mandated, JetPlan assumes the POD is not available for landing. Departure alternates are cleared, based on a modified terrain clearance problem. If it is necessary for the aircraft to first climb in order to reach a safe terrain clearance altitude, climb is assumed to take place over the POD. Level flight (engine-out cruise) from over the POD to the departure alternate is assumed. See Figure 22.5.

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Minimum 1000’

16 nm POD

Departure Alternate

For planning purposes, assume 32 nm (16 out and 16 back) are always used for climb. If still too low to clear terrain, climb in place to terrain clearance altitude. Check for a irfield clearance and positive slope at alternate.

Figure 22.5. Departure Alternate

Mountain Driftdown Output on the Flight Plan Mountain driftdown output on the flight plan is customer-specific. Generally speaking, the output includes a brief description, driftdown decision points, and routes to driftdown alternates. Some formats display escape routes if they can be successfully flown to a given driftdown alternate. The following sample block of output shows a typical mountain driftdown scenario with Direct (great circle) routes to RST, PVU, and SFO. In this example the short search option (also known as destination-assured) is turned off. Each decision point is displayed in Radial DME format.


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In the sample output above. the first three lines provide the following information: • The first line indicates that up to the first decision point (MTU232/008), if the airplane loses an engine, the pilot should use RST as the first divert alternate. The maximum calculated landing weight at RST is 135.4 thousand pounds. The minimum acceptable altitude shows that this analysis is valid as long as the plan maintains a flight level of at least 300. • The second line indicates that up to the second decision point (TROSE067/024), if the airplane loses an engine, the pilot should use PVU as the second divert alternate. The maximum calculated landing weight at PVU is 135.5 thousand pounds. The minimum acceptable altitude shows that this analysis is valid as long as the plan maintains a flight level of at least 300. • The third line indicates that from the second decision point (TROSE067/024) to SFO (the POA), if the aircraft loses an engine, the divert alternate is SFO, via a Direct (great circle) route for the remainder of the route of flight. The following sample block of output shows a typical mountain driftdown scenario with Direct (great circle) routes to MSP and JNU. In this example the short search option (also known as destination-assured) is turned on. The second decision point indicates destination assured—the point at which the aircraft can reach the POA, using driftdown rules, along the planned route of flight.

The following sample block of output shows a typical mountain driftdown scenario where mountain driftdown is successful, but no alternates were required because destination assured is found at Top of Climb.

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The following sample block of output uses another format to display the same results as above.

The following sample block of output shows driftdown decision points and direct (great circle) routes to KCOS, KPIH, and KCOS. In this example, the Short Search (destination-assured) option was either turned off or destination assured was never found.

The next sample block of output shows driftdown decision points, a direct route, and an escape route. The main change from the previous sample is on the second and third decision points. The “AFTER” route on the second decision point is “CYS FQF – KCOS/COS.” The PRIOR route on the third decision point is “CYS FQF – KCOS/COS.” Note that the location some of


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the decision points themselves change. The second sample shows the ability to find and successfully traverse a customer escape route to KCOS after the great circle route to KCOS has failed.

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Mountain Driftdown Error Codes A mountain driftdown route may fail for a variety of reasons, such as poor weather, failure to clear terrain, or an inadequate airport. The system displays an error code that defines the failure. The following is a list of possible error codes and associated meanings. Table 22-12

Mountain Driftdown Error Codes

Tag

Code

Description

DD_FAILED

GF

Either the system failed to allocate memory, or a Jeppesen utility errored-out.

DD_FAILED_WX

WX

An error occurred during weather retrieval.

DD_FAILED_FUEL

FF

There is insufficient fuel

DD_FAILED_WEIGHT

WT

Performance issue; the aircraft is too heavy to be at start-climb altitude.

DD_FAILED_RWY

RY

The aircraft cannot land in the available runway (or is over maximum certified landing weight).

DD_FAILED_SLOPE

SL

The aircraft not maintaining positive slope at airfield.

DD_FAILED_RESERVES

FR

Unused at this time.

DD_FAILED_ISA

IS

Unused at this time.

DD_FAILED_TERRAIN

TR

There was a problem retrieving data from the Terrain database.

DD_FAILED_PERFORMANCE

PF

Attempt to access performance data that is out of range.

DD_FAILED_TOO_LOW

LW

Aircraft fell below terrain clearance altitude.

DD_FAILED_NO_ALT

NA

A suitable takeoff alternate was not found.

DD_FAILED_INPUT

IE

Some data from performance was illegal.

DD_FAILED_UNKNOWN

UK

Cause of failure unknown.

DD_FAILED_TAF

TF

TAF weather did not meet minimums or was not available.

DD_FAILED_NO_POD_POA

NP

The POD or POA is not in the Airport database.


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Terrain Database Extract Reports JetPlan provides the ability to extract terrain and route data from Jeppesen’s NavData sources and Terrain database. The data can be imported into third-party software that can then generate reports that support troubleshooting and analysis of route paths and profiles relative to terrain heights as computed by the system. The visual presentation of these reports depends upon the software tools available to you. For more information on generating Terrain database extract reports, contact your Jeppesen account manager. JetPlan supports the following Terrain database reports: • Segment Terrain Profile Report • Enroute Terrain Profile Report • Off-route Terrain Profile Report • Raw Terrain Data Extract Report The following paragraphs describe these reports.

Segment Terrain Profile Report This report covers the maximum terrain heights within a user-specified corridor along a great circle route between two user-specified waypoints, reported at user- specified intervals along the route. See the following input and output requirements. Report Input: • Start Point in the form of a waypoint, latitude/longitude, or airport ID • End Point in the form of a waypoint, latitude/longitude, or airport ID • Corridor width, defaulted to 5 nm; can be over-ridden by user NOTE A customer preference may be used to override the default corridor width (default = 5.000 nm).

• Mileage marker interval distance, defaulted to 2.5 nm, over-ridable upon request Report Output: • Segment overview – Corridor width

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– Mileage marker interval distance – Start point – End point – Great circle distance of the segment. – True course heading from the start point to the end point (magnetic not required) – Maximum terrain height along the great circle route within the corridor, based on the TerrainScape Data at the resolution used by JetPlan in Terrain Analysis computations • Mileage marker detail – Mileage markers at user specified intervals (defaults to 2.5 nm). – Maximum terrain height within specified corridor and between the specified intervals

Enroute Terrain Profile Report This report covers the maximum terrain heights within a user-specified corridor for all segments of a given Customer Route String database record. See the following input and output requirements. Report Input: • Start point in the form of a customer route string waypoint or a customer route string airport ID • End point in the form of a customer route string waypoint or a customer route string airport ID • Name in the form of a customer route string name • Group in the form of a customer route string group • Corridor width, defaulted to 5 nm; can be over-ridden by user NOTE A customer preference may be used to override the default corridor width (default = 5.000 nm).


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Report Output: • Segment overview – Corridor width – Maximum terrain height for any one segment – Customer route string start point – Customer route string end point – Customer route string name – Customer route string group • Mileage marker detail – Point name – Great circle distance of the segment – True course heading from the start point to the end point (magnetic not required – Maximum terrain height along the great circle route within the corridor, based on the TerrainScape data at the resolution used by JetPlan in Terrain Analysis computations

Off-Route Terrain Profile Report This report covers the maximum terrain heights for all off-route diversion attempts within a user-specified corridor at specified intervals within a given Customer Route String database record. The enroute intervals are computed as the corridor width x 2. For example, if the corridor width is 5 nm, the enroute intervals move in increments of 10. See the following input and output requirements. Report Input: • Start point in the form of a customer route string waypoint or a customer route string airport ID • End point in the form of a customer route string waypoint or a customer route string airport ID • Name in the form of a customer route string name • Group in the form of a customer route string group

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• Corridor width, defaulted to 5 nm; can be over-ridden by user NOTE A customer preference may be used to override the default corridor width (default = 5.000 nm).

• Mileage marker interval distance, defaulted to 2.5 nm; can be over-ridden upon request Report Output: • Segment overview – Corridor width – Mileage marker interval distance – Maximum terrain height for any one segment – Customer route string start point – Customer route string end point – Customer route string name – Customer route string group – Off-route airport – True course heading from the enroute point to the off-route airport – Great circle distance from the enroute point to the off-route airport – Maximum terrain from the enroute point to the off-route airport, within the corridor width, based on the TerrainScape data at the resolution used by JetPlan in Terrain Analysis computations • Mileage marker detail – Mileage markers at user-specified intervals (default is 2.5 nm) – Maximum terrain height within specified corridor, between the specified intervals

Raw Terrain Data Report This report covers the post latitude and longitude of each sub-tile to the West and North of a given point. JetPlan’s Terrain data is expected to be at 5-minute resolution, which is 1/12th of a degree. One tile covers 1 degree square northwest from a given point.


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Report Input: • Raw point in the form of a waypoint, latitude/longitude, or airport ID. • Tile resolution in the form an integer. For example, if a tile resolution of 12 is entered, then a 12 by 12 output is delivered. Report Output: • Segment overview – Raw point – Tile resolution • Tile Detail • Latitude/longitude for each post within the tile – Maximum terrain height for each post within the tile

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C HAPTER 23

Optimal Scenario Analysis

Optimal Scenario Analysis Overview

Overview Optimal Scenario Analysis (OSA) is a JetPlan feature that provides increased route choice and flight cost evaluation. The purpose is to achieve the best possible route, based on a userdefined factor of fuel, time, or money. This is done through examination and comparison of multiple route/profile possibilities, or “scenarios.” These multiple scenarios are the result of either an “external evaluation,” where several routes are considered (for example, as in the case of a RT/ALL input), or an “internal evaluation,” where multiple profile entries provide route variations that can be evaluated. To exercise OSA, enter 4D after the flight plan command FP on the Options command line For more information on flight plan commands, see Chapter 2, “Option Commands.” Typically, JetPlan produces an optimal route and profile for nearly every flight plan calculated. However, conditions may exist which result in less efficient, sub-optimal results. Generally, these conditions can occur on very long flights where the weight of the aircraft varies greatly between the beginning and end of cruise, or if other factors cause the aircraft to stay at a lower altitude than normal for a significant portion of the flight. In these cases, OSA improves flight planning results and lower costs along the way. With OSA active, JetPlan calculates information by accessing wind and temperature information at two or more flight levels. Optimal routes are determined using the data from each profile and the results are ranked. The analysis and ranking process of an OSA flight plan is based on the user-determined outcome parameters: fuel burn or flight operating cost. By reducing inefficient route planning, fuel and operating costs can be lowered significantly. However, fuel and operating costs are not always the most expensive factors. OSA can be used in coordination with JetPlan's Enroute Charges feature to produce savings that are even more meaningful. Combining the OSA cost parameter with the Enroute Charges function results in ranking routes based on total cost figures: operating costs plus navigational fees. In this way, JetPlan can calculate an operator's optimal route between city pairs for any day, time, or condition. Used properly, OSA can be a practical and necessary tool to determine the most cost-effective route, based on fuel, time, or enroute charges.

NOTE The decision to use OSA is based on several factors and the type of operation. Used in its simple form, OSA is employed when an operator expects to encounter any of the aforementioned conditions that lead to sub-optimal results. If these conditions are not expected, or are unlikely to impact a flight due to userimposed restrictions (altitude restraints, Minimum Equipment List items, and so on), OSA probably will not provide a benefit compared to JetPlan's traditional optimization methods.


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Background With JetPlan’s traditional optimization method, a flight plan is calculated using one external and one internal scenario. The external scenario is the data, or “user input strings,” that compose a flight plan request, for example, Point of Departure (POD), Point of Arrival (POA), Route, Profile, and so on. The internal scenario is the basis on which a flight plan is computed. With any flight plan calculation, a consideration of both external and internal factors is made before a result is produced. On a rare occasion the traditional method may produce a sub-optimal route given the right set of circumstances. The OSA technique, however, allows the flight planner to provide the extra data necessary to reduce the possibility of sub-optimal routes. By entering multiple scenarios, you can ensure a ranking of the results based on the specified outcome parameter. The extra scenarios can be “internal,” “external,” or both, depending on your requirements. The OSA feature automatically applies two internal scenarios by default, but this can be adjusted to fit your needs. Multiple external scenarios can be run and the results archived for comparison, then printed at your discretion. The specifics depend on the requirements of the planner. To determine which method to use, a more detailed understanding of internal and external scenarios is necessary.

Internal Scenarios Internal scenarios are the predefined or “programmed” situations set up to provide a basis for developing information. For example, using JetPlan's traditional optimization method, the internal scenario is a single “representative” airspeed and altitude used to calculate the route. Once that route is determined, an optimized profile can then be applied and a flight plan is formed. This process of applying “representative” data is normally outside the control of the user, but is set up by JetPlan for the development of route information. Implicitly, there is always one internal scenario for every computer flight plan. With OSA, multiple internal scenarios can be predefined by varying or increasing the number of “representative” altitudes used in the calculations. Having multiple altitudes provides multiple optimal routes, one for each altitude used. The variance in each route (if any) is the result of changes in the weather data from one flight level to the next. With multiple internal scenarios there is an increased probability of achieving the optimal route for the given flight factors. OSA has a default setup defining two internal scenarios. The first accesses weather data from the 200 millibar level; the second uses data from the 300 millibar level. A route is determined for each of these scenarios. A plan is then calculated for each route, an optimized profile is applied, and the data from the two completed flight plans is then analyzed and ranked based on

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your preferred outcome parameter: fuel, time or cost. The most effective flight plan can then be printed. As implied above, user-defined internal scenarios can be set up to calculate flight plans at additional or alternative altitudes.

External Scenarios External scenarios refer to those factors directly controlled by the JetPlan user, specifically the “input request set.” For example, the inputs that typically provide the data necessary to compute a flight plan constitute one external scenario. If a change is made to any one input item, or input string, a new external scenario is created. In other words, every flight plan request that differs from the next request is a new external scenario. By definition, every computer flight plan has at least one external scenario. External scenarios can also be defined implicitly using the Customer Route Database (CRDB) entry of RT/ALL. In this case, each applicable company-stored route invokes a unique external scenario, a unique flight plan. For example, if ten company-stored routes exist for the POD/POA combination of KSFO and RJAA, a RT/ALL input implicitly defines ten external scenarios. When you enter multiple external scenarios, OSA generates a complete route optimization computation on each input set and every predefined internal scenario (see “Internal and External Scenario Interaction” on page 637). The outcome provides one optimal plan per input set. These plans are ranked based on the outcome parameter (least fuel burned), and the top five are printed according to rank. OSA prints the top ranked, or primary, flight plan in its full output format, while summarizing the four lower ranked, secondary plans.

Internal and External Scenario Interaction In OSA, every external scenario encounters the predefined internal scenarios for route generation. Using the default internal scenario situation, an external scenario faces two internal calculations—one at 200mb and the other at 300mb. However, a RT/ALL entry that provides ten company routes (10 external scenarios) encounters only 10 OSA calculations. This is because the routes are already defined. Invoking the RT/ALL command limits the route evaluation process to the RT/ALL inputs only. In this case, JetPlan evaluates to find the best of the available routes.


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Optimal Scenario Analysis OSA Options

OSA Options In preparing to use OSA, you need to maintain a consistency between the flight plan performance index (whether defined in your Customer Aircraft Database [CADB] or entered on the Performance Index Command Line) and the OSA preferred outcome parameter. If the outcome parameter and performance index do not match, the resulting output may be misleading. For example, entering an outcome parameter of flight cost (C) and a performance index of fuel (F) creates a situation whereby JetPlan calculates the flight plan data based on one factor (fuel) and ranks the plans based on another factor (cost). If a user typically runs flight plans with a performance index set to optimize based on fuel, then fuel needs to be the outcome parameter specified in the OSA plan. Of course, you can enter any OSA outcome parameter available, but be aware of how the plans are calculated versus the way they are ranked.

OSA Definitions The commands and options defined below are available through any JetPlan access method (such as Service Bureau, JetPlan.com, Jeppesen Dispatch Control, or JetPlanner). If you access JetPlan through another means (for example, a company GUI), then consult the user guide for that interface. OSA definitions: 4D

Option command – Invokes the OSA feature. 4D follows the flight plan command (FP) on the Options command line. This input must be used in conjunction with a preferred outcome parameter.

F

Preferred outcome parameter – Ranks OSA flight plans based on the least fuel burned enroute. The flight plan's Performance Index should not contradict the preferred outcome parameter.

T

Preferred outcome parameter – Ranks OSA flight plans based on the least amount of time enroute. The flight plan's Performance Index should not contradict the preferred outcome parameter.

C

Preferred outcome parameter – Ranks OSA flight plans based on the least amount of flight cost (fuel cost and direct operating cost). The flight plan's Performance Index should not contradict the preferred outcome parameter.

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P

Immediate Print parameter – Specifies that you are entering only one explicitly defined external scenario (not including the RT/ALL input). Plan results are immediately printed upon completion of the computation. Note: Omitting the P option invokes the JetPlan expectation of multiple external scenario requests, that is, no output is rendered until Print is requested. (see “Explicit External Scenarios” on page 642).

MB/xxx,xxx,xxx...

Specifies additional or alternative millibar levels (altitudes). Up to nine (9) values may be entered. This option is only available for OSA flight plans.

-e

Calculates enroute charges and includes results in the total cost computation. The least-cost outcome parameter (C) should be invoked when this option is of interest.

-o

Outputs enroute charges summary at the bottom of the flight plan. This is only available to those accounts contracted to use JetPlan's Enroute Charges feature.

-k

Similar to the “-e” option, the “-k” is used in conjunction with the cost outcome parameter (C) to determine the price difference between fuel at POD and POA. This option takes the total fuel the flight plan represents to be in the aircraft upon landing—reserve, alternate, and contingency fuel as well as any extra or tankering fuel—and multiplies that amount by the price difference between fuel at the POD and POA. Fuel price figures must be stored in the Customer Airport Database for each airport.

PRINT

Used after multiple external scenario requests. This option prints the top five optimal flight plans (those selected as optimal in the internal scenario calculations). The plan ranking the best, based on your preferred outcome parameter, is printed in its entirety, while the four lower ranked plans are printed in synopsis as secondary.

2D

Revert back to standard (non-OSA) mode. After running a 4D request, you can rerun the same request, without OSA, by entering 2D rather than 4D.


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Basic OSA Examples And Explanations The basic OSA flight plan refers to the calculation of the predefined internal scenario(s)— however many that may be—for the single external scenario requested (non-RT/ALL input). A single optimum output is expected. The following examples demonstrate the proper use of the basic OSA feature and provide explanations of the user input. The examples given use the line mode entry method and assume all remaining JetPlan prompts (questions 02–19) are answered in a typical fashion. Example: 01 OPTIONS FP,4DFP

This input invokes JetPlan to compute a flight plan (FP) using the OSA feature (4D). The program performs dynamic route optimization using the OSA default wind and temperature forecast data from 2 altitudes, 200mb and 300mb. The two resulting optimal routes are analyzed according to your preferred outcome parameter (F), and the most effective plan (fuelefficient) is printed immediately (P). Example: 01 OPTIONS FP,4DTP

This input is the same as the example above except that the analysis and subsequent output is time (T) based rather than fuel based. Example: 01 OPTIONS FP,4DCP

This input is the same as the previous two except that the analysis and subsequent output is cost-based. The cost parameter (C) implies the specification of a cost index and/or cost factors within the request set or stored in the CADB. Example: 01 OPTIONS FP,4DFP,MB/300,250,200,150

This input requests an OSA flight plan using four internal scenario calculations. Dynamic route optimization is performed using wind and temperature forecasts from the 300, 250, 200, and 150 millibar levels. The resulting output is based on your preferred outcome parameter (fuel) and printed immediately. Example: 01 OPTIONS FP,4DFP,MB/250

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This example generates only one internal scenario calculation (250mb) which is no different than the traditional method, but the level specified can be closer to the intended flight level, and thereby more beneficial. Example: 01 OPTIONS FP,MB/250,150

This input invokes the use of the OSA millibar feature despite missing the 4D command input. Since the millibar specification command (MB/xxx,xxx) is only available when used in conjunction with the 4D command, the implication is that the intent of the request is for an OSA calculation. In this example, two internal scenarios are calculated using forecast data from the 250 and the 150 millibar level. JetPlan assumes the “print immediately” option (P) and uses the performance index specified (in the CADB or on the Performance Index command line) as the preferred outcome parameter. Example: 01 OPTIONS FPR1234,2D

This input takes plan #1234, previously run with OSA invoked, and runs it without OSA (in standard or traditional mode).

Multiple External Scenarios As defined above, the basic OSA example derives one flight plan from the analysis of two or more internal scenarios per request set. This example increases the likelihood of an optimal route for a given request set, but it does not address the possibilities available by varying the external scenario request sets and then comparing and ranking those results. By using multiple external scenarios, the data available for analysis increases the optimization and cost savings benefits far beyond simple route optimization. Varying any of the inputs in the request set provides the possibility of a new outcome. Comparing and ranking multiple outcomes is the intended idea behind OSA. Hence, using multiple external scenarios provides both route optimization—the result of internal scenario comparisons—and plan-efficiency determination, which is the result of comparison analysis between all of the optimal outputs. Unfortunately, multiple external scenarios do increase computation times and plan number generation, but the benefits can far exceed the inconveniences, especially when least total cost is the outcome desired.


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Explicit External Scenarios By omitting the “immediate print” option (P) from the OSA command (4D), additional “input request sets” can be entered. This feature allows you to enter several request sets before actually getting any output back. When all external scenarios have been submitted and output is desired, the command 4DPRINT is entered and the results of the top five plans are printed by rank, according to your preferred outcome parameter. For example, suppose six external scenarios are submitted using the 4DF command. Each external scenario encounters the predefined internal scenario computations (12 computations by default) and then produces the optimal plan for each input request set (6 optimal plans in all). As each optimum is determined, the plan is stored in an archive file for the eventual ranking and retrieval. Once all of the computations are complete, the 4DPRINT command initiates a comparison of the archived plans. The plans are ranked and printed according to your preferred outcome parameter. The plan ranked as primary is printed in full. The secondary plans (up to four in total) are printed in summary at the end of the primary plan. More than four secondary summaries are available by requesting customer service to amend the password attribute file. An enroute charges output option also provides more than four secondary summaries. Example: 01 OPTIONS FP,SP,4DC (OSA plan with cost as the outcome parameter) 02 POD KSFO 03 POA RJTY 06 ROUTE J// 07-19... 20 COMPUTING 5959 (internal scenario at 300mb) 20 COMPUTING 5960 (internal scenario at 200mb)

Result: No flight plan output is produced, the optimal plan is archived. Example: 01 02 06 07 20 20

OPTIONS FPR (Reload previous inputs) POD @6 ROUTE //J (The route input is changed) HOLD,ALTERNATE/DIST GO (Compute request with amended inputs) COMPUTING 5961 (Internal scenario at 300mb) COMPUTING 5962 (Internal scenario at 200mb)

Result: No flight plan output is produced, the optimal plan is archived.

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Example: 01 OPTIONS 4DPRINT (Requests output of optimal plans, primary and secondary) PLAN 5960 NONSTOP COMPUTED 1733Z

KSFO TO RJTY 747N LRC/M IFR 07/22/08 FOR ETD 0000Z PROGS 2212ADF SS747 LBS

FUEL TIME DIST ARRIVE TAKEOFF LAND AV PLD OPNLWT POA RJTY 171107 09/32 4550 0932Z 607532 436425 010000 415000 ALT RJTT 004215 00/10 0024 0941Z HLD 007210 00/30 RES 000000 00/00 XTR 000000 00/00 TXI 000000 TOT 182532 10/11 KSFO MOLEN3 ENI..KLARK..4230..4540..4750..4860..4870..4890..4870.. 4560..4250..ONEMU R580 OATIS OTR3 GOC..MI..RJTY WIND M003 MXSH 3/4870 FL 390/4980 430/ONEMU 390 DOLLARS COST 035065 SECONDARY FLIGHT PLAN PLAN 005962 BURN 171164 TIME 09.32 COST 035076 AVG WIND M002 DIST 04549 TOW 607589 PLD 010000 ROUTE CRZ LRC KSFO..FARRA..TREVR..4130..4440..4650..4860..4870..4980..4870..4560.. 4250..ONEMU R580 OATIS OTR3 GOC ATS IZUMI W18 JD B14 MI..RJTY FL 390/4980 430/ONEMU 390


In this example, note that the two flight plan requests encounter two internal computations each, one at the 300mb level (plans 5959 and 5961) and the other at the 200mb level (plans 5960 and 5962). Once 4DPRINT is entered, a cost comparison is performed between the two plans archived as optimal (plans 5960 and 5962). The primary plan (least expensive, 5960) is printed in full, while the secondary plan (5962) is printed in synopsis format.

Explicit External Scenario Limits You can enter up to 100 external scenarios before OSA automatically terminates the input session and begins processing the results as if 4DPRINT had been requested. A route input of RT/ALL may be used as one of the explicitly defined external scenarios, but the number of


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external scenarios generated (the number of company-stored routes) counts against the upper limit of 100 external scenarios. For example, a RT/ALL entry that initiates twenty (20) scenarios leaves eighty external scenarios available for input before reaching the limit.

Changing Outcome Parameters If you attempt to change the outcome parameter (fuel, time, or cost) before entering 4DPRINT, the OSA feature ignores this change and continues the process as originally begun. In other words, the outcome parameter used on the first explicitly defined external scenario (request set inputs) is applied to all subsequent scenarios until 4DPRINT is entered and an output is delivered. However, other types of JetPlan requests, such as informational checks and database searches, can be made without affecting the ability of OSA to archive and rank external scenarios. The following example illustrates both. Example: 01 OPTIONS FP,SP,4DF (OSA request with “fuel” as the outcome parameter) 02 POD KSFO 03 POA EGLL 06 ROUTE J,ARBO,ZAPPO 07-19... 20 COMPUTING 1111 (Internal scenario at 300mb) 20 COMPUTING 1112 (Internal scenario at 200mb)

Result: No flight plan output is produced, and the optimal plan is archived. Example: 01 02 06 07 20 20

OPTIONS FPR,4DC (User attempts to change the outcome parameter. This is ignored.) POD @6 ROUTE ABC,XYZ HOLD,ALTERNATE/DIST GO (Compute request with amended inputs) COMPUTING 1113 (Internal scenario at 300mb) COMPUTING 1114 (Internal scenario at 200mb)

Result: No flight plan output is produced, and the optimal plan is archived. Example: 01 OPTIONS RT,SUM/ALL (A totally different type of request is made.)

Result: Customer Route Database (CRDB) summary prints. Example: 01 OPTIONS 4DPRINT (Requests output of optimal plans, primary, and secondary.)

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Result: The formatted output for the primary OSA flight plan, followed by a secondary synopsis prints.

Optimizing Direct vs. Specific Route Selector (SRS) Great Circle When an external scenario has a route input of D (or D//D) on an OSA flight plan, a special process occurs, increasing the number of internal scenarios by one. For example, if the internal scenario situation is default, meaning two calculations (one at 300mb and the other at 200mb), then the number of internal scenarios run becomes three. If you alter the number of internal scenarios to some other amount by including the altitude specification command (for example, MB/350,250,150), then the number of calculations is the amount specified plus one. The extra internal scenario is an “SRS great circle” flight plan. The reason a great circle plan is included as an internal calculation is that it is a logical and beneficial comparison to the optimized direct (route input of D or D//D) scenario. In a few cases with very light winds, the SRS great circle route can produce a better flight plan result than the optimized direct route. This is because the optimized direct route is constrained to whole degrees of latitude/longitude for ICAO ATC reporting purposes, while the SRS great circle route is primarily an analysis tool not to be used for real flight plans. In any event, it is rare for SRS great circle to produce a better result, since winds normally play a big role in determining the optimal route. In this “optimized direct” situation, OSA processes each internal scenario (300mb, 200mb and SRS great circle), ranks the results, and prints the optimal, or primary, flight plan. No secondary flight plan summaries are produced since these calculations are all internal scenarios. However, if an “optimized direct” plan is one of many external scenarios, then secondary summaries are produced. Example: 01 OPTIONS FP,SP,4DF 02 POD KSFO 03 POA KDEN 06 ROUTE D 07-19... 20 COMPUTING 1234 (internal routing) 20 COMPUTING 1235 (internal routing) 20 COMPUTING 1236 (internal GR8C1010) ...no flight plan output is


scenario at 300mb, optimized direct scenario at 200mb, optimized direct scenario using SRS great circle input produced, the optimal plan is archived...

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Example: 01 OPTIONS LDR1234 02 POD @6 06 ROUTE J 07 HOLD,ALTERNATE/DIST GO (compute request with amended inputs) 20 COMPUTING 1237 (internal scenario at 300mb, jet airway routing) 20 COMPUTING 1238 (internal scenario at 200mb, jet airway routing) ...no flight plan output is produced, the optimal plan is archived...

Example: 01 OPTIONS 4DPRINT ...the formatted output for the primary plan, followed by a secondary synopsis prints here...

Enroute Charges and OSA Among the OSA command definitions listed earlier is an option for including enroute charges in the computation (-e). This means that flight plans that have flight cost as the outcome parameter (for example, 4DCP) are impacted by the outcome of the fuel cost plus the time cost (direct operating cost) plus the enroute charges. Hence, a low fuel or minimum time plan may not necessarily be the minimum total cost plan if the route calculated incurs relatively high enroute charges. OSA is therefore a very important feature with respect to assuring true cost optimization in an environment where high enroute charges have a major impact on flight costs (for example, international flights).

Enroute Charge Example For an example of how combining enroute charges and OSA can provide dramatic results, assume a user has two routes stored for the airport pairs: WSSS and RJAA (RTE1 and RTE2). You select an OSA flight plan with “cost” as the outcome parameter and enroute charges to be included. You also have selected a cost index of 150. Example: 01 02 03 06

OPTIONS FP,4DCP,-e POD WSSS POA RJAA ROUTE RT/ALL

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Based on a route input of RT/ALL, assume that OSA computes the following results:

Scenario

Fuel Burn (lbs)

Enroute Time (Hr/Min)

Index based Cost (fuel/time)

Enroute Charges ($)

Total Cost ($)

RTE1

125613

6/08

$29,752

$2,926

$32,678

RTE2

128679

6/17

$30,449

$2,094

$32,543

These results indicate that OSA would select the second scenario (based on RTE2) for its primary flight plan output. This would not have been the case if enroute charges had not been included. It is evident that the route that is least “flight cost” is not always the least “total cost” flight plan.

Enroute Charge Print Option In coordination with the enroute charges option (-e), an enroute charges summary output option (-o) is available. This option may only be used with the (-e) option. It provides the summary output specific to JetPlan's Enroute Charges option at the bottom of the normal flight plan output. For more information, see Chapter 24, “Enroute Charges and FIR Traversal.”

Route Cost Summary Reports A feature that is available upon request (additional format necessary) is the Route Cost Summary report. This feature is used to summarize the cost effectiveness of each route stored in a CRDB for a given airport pair (POD/POA). In this case, the use of the command 4DC(P) assumes the inclusion of enroute charges. The value added by this feature includes the ranking of all routes stored in the CRDB for the given airport pair, and the inclusion of time restricted routes. In contrast, using the standard OSA/Enroute Charges feature, a RT/ALL entry with ten stored route files produces a maximum output of five plans (one primary and four secondary). See “Multiple External Scenarios” on page 641). You are left with no information on the other five routes: how they rank, what their costs are, and so on. In addition, the standard method does not provide any information regarding routes that have time restrictions. If a route is not available due to time restrictions, it is not part of the standard output at all. Example: 01 OPTIONS FP,4DCP,BAW 02 POD EGLL 03 POA OERK


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06 07 08 09 10 11 14 16 20 20 20 20 20 20 20 20 20

ROUTE RT/ALL HOLD,ALTERNATE/DIST 30,OEDR ETD 1200 PROFILE I A/C TYPE/REGN $SS747G CRZ MODE LRC PAYLOAD 20000 POD OR POA FUEL A0,I COMPUTING 5974 COMPUTING 5975 COMPUTING 5976 COMPUTING 5977 COMPUTING 5978 COMPUTING 5979 COMPUTING 5980 COMPUTING 5981 COMPUTING 5982

In the example output, all plans are ranked and displayed (not just top five) based on the amounts in the total cost column. In addition, a “warning” column provides flag information regarding specific criteria to be considered (for example, time restrictions on route files “LHRRUH4” and “LHRRUH2”). This option does not provide the typical flight plan output. It is strictly a planning and cost evaluation tool for determining the total cost of each route available.

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C HAPTER 24

Enroute Charges and FIR Traversal

Enroute Charges and FIR Traversal Overview

Overview NOTE The Enroute Charges feature is disabled unless activation is requested. Contact Jeppesen Customer Service to request activation of this feature.

Enroute Charges refers to the navigational fees levied by various countries for the privilege of overflying their territorial airspace. These fees vary from country to country and are complicated by many factors such as monetary exchange rates, aircraft size (weight), facilities used, and distances traveled. An aircraft operator can be faced with tremendous and sometimes unexpected costs if not prepared to spend the time necessary to determine leastcost routing or to crosscheck invoices. JetPlan's Enroute Charges, Flight Information Region (FIR) and Upper Information Region (UIR) Traversal, and Archive and Report features provide a means for determining, documenting, and reporting the enroute costs associated with international flight operations. With JetPlan, you can perform the following tasks: • Calculate overflight charges associated with a flight • Display enroute charges on a flight plan • Calculate overflight charges associated with a flight on an ad hoc basis (without a flight plan) • Generate and archive reports of enroute charges and FIR traversal information. (For information on Enroute Charges archiving, see Chapter 25, “Archiving.”) • View and generate reports of current exchange rates • Manage a customer exchange rate database (requires a setting in your ID/Attribute file) These topics are discussed in the following sections.


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Enroute Charges and FIR Traversal Accessing Enroute Charges Through JetPlanIII

Accessing Enroute Charges Through JetPlanIII NOTE With the exception of Enroute Charges and FIR Traversal, the JetPlanIII options are available to all customers. The Enroute Charges and FIR Traversal options are disabled unless activation is requested. You must contact Jeppesen Customer Service to request activation of these options.

You can access Enroute Charges and FIR Traversal through JetPlanIII, a program that provides support information for your flight planning requirements. JetPlanIII enables you to work with several databases that provide information on airports, airways, SIDs, STARs, and waypoints, in addition to enroute charges and FIR traversal fees.

NOTE Most JetPlanIII options are also available in JetPlan.com on the General Info tab.

To access the JetPlanIII program • On the Options command line, enter JPIII. 01 OPTIONS JPIII

The system displays the JPIII (JEPPESEN Data Bases) menu. JEPPESEN Data Bases ENTER “1” for Airport Info “2” for High/Low Altitude Airways “3” for SID/STAR Info “4” for SID/STAR Detail “5” for Waypoint Info “6” for Exchange Rates “7” for Fir traversal (ad hoc) “8” for Enroute charges (ad hoc) “Q” to QUIT

The following sections discuss using the Enroute Charges (ad hoc), Exchange Rates (ad hoc), and FIR Traversal (ad hoc) options.

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Enroute Charges and FIR Traversal Generating an Ad Hoc Enroute Charges Report

Generating an Ad Hoc Enroute Charges Report The Enroute Charges feature is a planning program that details a flight’s route in terms of navigational cost. It reports the specifics of the flight—the terminals, flight level, aircraft weight, and route—and summarizes the expected costs based on the standing currency exchange rates and the distances traveled through the airspace of the countries or regions traversed. This report provides a tool for analyzing and auditing the navigational fees charged by various countries.

NOTE The Enroute Charges option is disabled unless you contact Jeppesen Customer Service to request activation.

To generate an ad hoc Enroute Charges report 1. On the Options command line, type JPIII to start the JetPlanIII program. 01 OPTIONS JPIII

The system displays the JPIII menu. (See “Accessing Enroute Charges Through JetPlanIII” on page 652.) 2. At the JPIII prompt, enter 8. >8

The JPIII program displays the Enroute Charges Calculation Menu, prompting you to provide information—similar to running a flight plan on the JetPlan system. The following table lists the prompts and describes the inputs. Table 24-1

Enroute Charges Prompts and Inputs

Prompt

Input

Options:

Enter any flight plan option that applies to route or weather. Do not enter options defined as output format. If no options are needed, press ENTER.

POD:

Enter the ICAO or IATA identifier for the Point of Departure airport.

POA:

Enter the ICAO or IATA identifier for the Point of Arrival airport.


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Table 24-1

Enroute Charges Prompts and Inputs (continued)

Prompt

Input

Route:

Enter standard JetPlan “route” values, following the syntax and input rules defined in this manual. You can use Customer Route database files in lieu of standard inputs. If no route is entered, JetPlan determines an optimum route. For more information, see Chapter 6, “Route Commands.”

Flight Level:

Enter a flight level using the syntax and input rules defined in this manual (for example, 350 = 35,000 feet). For more information, see Chapter 9, “Profile Commands.”

Aircraft Weight:

Enter the weight of the aircraft (typically, the Maximum Takeoff Weight), in pounds or kilograms, depending on the unit of measure applied to the aircraft when running a flight plan.

Example: Enroute Charges Calculation Menu Options:RN POD:OMDB POA:EDDM Route:J,TAMRO Flight Level:350 Aircraft Weight:500000 NOTE The inputs entered at the Route prompt and the subsequent route output may or may not be applicable at this time. Navigational structure changes over time. Use this example as a guideline only.

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3. The system generates an Enroute Charges report based on your inputs. Sample Enroute Charges Report FIR/UIR Enroute Charge Report... From OMDB to EDDMa Flv 350

Weight

29APR2013b

500000 lbs

Routec OMDB NADI1G NADIL M557 BALUS UL768 HFR A788 LOXOM UN318 TAMRO UT503 OVANO UL768 FIRAS A21 KTN R785 NIKAS UL619 MUT UB545 KFK UL610 VADEN Y520 UTEKA ATS BABIT UT23 GRZ UL604 MILGO Q112 NAPSA NAPS1A EDDM Eurocontrol RSO Summaryd Country Distance Unit Rate LC 171 37.72 LT 902 31.14 LB 441 36.48 LY 355 46.38 LH 210 40.50 LJ 34 66.74 LO 260 70.21 ED 81 76.65 Total

2454 km

2179.59 EUR

Non-EuroControl Summarye FIR/UIR AW Dist GC Dist (nm) (nm) OMAE 144 129 OBBB 310 310 OEJD 565 519 OJAC 75 75 OSTT 190 182 Total

Charge 137.39 598.28 342.67 350.70 181.16 48.33 388.82 132.24

1284

Currency

Charge

USD BHD SAR JOD EUR

90.00 56.70 2096.00 121.92 283.75

1215

2855.11 USD

Charge USD 90.00 150.36 558.87 172.07 371.69 1342.99

Exchange Rate Summaryf Currency BHD SAR JOD EUR

Source JEPP JEPP JEPP JEPP

Exchg 0.377 3.750 0.709 0.763

Time 16:15:06 16:15:06 16:15:06 16:15:06

Date 29APR13 29APR13 29APR13 29APR13

Charge Summary - USDg ECTRL RSO 2855.11 Non-ECTRL 1342.99 Total 4198.10

a. POD and POA ICAO identifiers. b. Flight level, aircraft weight, and report date. c. Summary of the route as calculated using the Enroute Charges program. (This output may or may not be applicable at this time. Use this example only as a guideline.)


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d. Standard EUROCONTROL charge for POD and POA airports. Charge is in Euros and converted to U.S. Dollars. e. List of FIRs/UIRs traversed, airway distance, Great Circle distance, currency used by country, total charge in local currency, and total charge converted to U.S. Dollars for regions outside of EUROCONTROL. f. Currency exchange rate used in the calculation, source of exchange rate, and time and date the exchange rate was last updated g. Summary of charges in U.S. Dollars

Viewing Exchange Rates To support the Enroute Charges feature, Jeppesen provides and maintains a currency exchange rates database. You can access the menu for this database through JetPlanIII. The following paragraphs cover the options available on the JEPPESEN Exchange Rates menu.

NOTE Currency exchange rates are updated once a day from XE.com, a commercial data feed source based in Toronto, Canada.

To view all exchange rates in the Jeppesen Exchange Rates Database 1. On the Options command line, enter JPIII to start the JetPlanIII program. For details, see “Accessing Enroute Charges Through JetPlanIII” on page 652. 01 OPTIONS JPIII

The system displays the JPIII menu. 2. At the JPIII prompt, enter 6. >6

The system displays the JEPPESEN Exchange Rates menu. JEPPESEN Exchange Rates Enter“C” Enter“L” “V” “Q”

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for Customer Exchange Rates to List all Exchange Rates to View an Exchange Rate to QUIT



3. Enter L. The system displays a list of all the current exchange rates in the Jeppesen Currency Exchange Rates database. Sample Report (Abbreviated) COMPUTING 10840 Exchange Rates (per US Dollar) CODE RATE LAST UPDATE TIME DATE COUNTRY -------------------------------------------- ------------------------AED 3.673100 16:15:00 06MAY13 United Arab Emirates ANG 1.790005 16:15:01 06MAY13 Netherlands Antilles AON 96.049300 16:15:01 06MAY13 Angola ARS 5.203978 16:15:01 06MAY13 Argentina AUD 0.977140 16:15:01 06MAY13 Australia BDT 78.056813 16:15:01 06MAY13 Bangladesh BGL 1.494649 16:15:01 06MAY13 Bulgaria BHD 0.377099 16:15:01 06MAY13 Bahrain BOL 6.910039 16:15:01 06MAY13 Bolivia BRN 2.014623 16:15:01 06MAY13 Brazil BWP 8.116883 16:15:01 06MAY13 Botswana CAD 1.009100 16:15:01 06MAY13 Canada CHF 0.939282 16:15:01 06MAY13 Switzerland CLP 469.928195 16:15:01 06MAY13 Chile CNY 6.169204 16:15:01 06MAY13 China COP 1835.095762 16:15:01 06MAY13 Colombia CSK 19.678543 16:15:01 06MAY13 Czech Republic CUC 1.000000 16:15:01 06MAY13 Cuba CUP 26.500000 16:15:01 06MAY13 Cuba DJF 179.678271 16:15:01 06MAY13 Djibouti DKK 5.707289 16:15:01 06MAY13 Denmark DOP 40.984809 16:15:01 06MAY13 Dominican Republic DZD 78.719707 16:15:01 06MAY13 Algeria ECS 1.000000 16:15:01 06MAY13 Ecuador ECU 0.765782 16:15:01 06MAY13 European Mon. Coop Fund EEK 11.981921 16:15:01 06MAY13 Estonia ETB 18.588839 16:15:01 06MAY13 Ethiopia EUR 0.765782 16:15:01 06MAY13 European Mon. Coop Fund FJD 1.765186 16:15:01 06MAY13 Fiji GBP 0.643919 16:15:01 06MAY13 United Kingdom GTQ 7.783498 16:15:01 06MAY13 Guatemala HKD 7.758958 16:15:01 06MAY13 Hong Kong HTG 42.502513 16:15:01 06MAY13 Haiti HUF 227.569201 16:15:01 06MAY13 Hungary IDR 9737.000000 16:15:01 06MAY13 Indonesia ILS 3.570572 16:15:01 06MAY13 Israel INR 54.140490 16:15:01 06MAY13 India IQD 1158.990326 16:15:01 06MAY13 Iraq IRR 12284.529880 16:15:01 06MAY13 Iran ...


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To view a particular exchange rate in the Jeppesen Exchange Rates Database • At the JEPPESEN Exchange Rates menu prompt, enter V, and then enter the appropriate currency code when prompted. V Enter Currency Code,

EX:“USD”:GBP

The system displays the currency’s current exchange rate per one U.S. Dollar. Exchange Rates (per US Dollar) CODE

RATE

LAST UPDATE TIME

DATE

COUNTRY

---------------------------------------------------

--------------

GBP

United Kingdom

0.643919

16:15:01 06MAY13

Viewing and Modifying Customer Exchange Rate Information NOTE The rates stored in the Customer Exchange Rates database are tied to your customer ID and are only available for use with that ID. Rates stored in this database override the corresponding rates stored in the exchange rates database maintained by Jeppesen. If no value for a particular currency exists in your customer database, the system uses the Jeppesen database value.

In addition to the exchange rate data maintained by Jeppesen, JetPlanIII allows you to store and manage your own currency rate data, based on a source you choose. For example, you could store the published exchange rates provided by EUROCONTROL to better mirror that source of information. You can access the Customer Exchange Rates database through the JEPPESEN Exchange Rates database menu. The menu options allow you to add, change, and delete your exchange rate information. You can also display a list of the rates stored under your ID in the database. To access the Customer Exchange Rates database options 1. Open the JEPPESEN Exchange Rates database menu in the JetPlanIII program. See “Viewing Exchange Rates” on page 656.

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2. At the JEPPESEN Exchange Rates menu prompt, enter C to display the JEPPESEN Customer Exchange Rates menu. JEPPESEN Exchange Rates Enter“C” Enter“L” “V” “Q” C

for Customer Exchange Rates to List all Exchange Rates to View an Exchange Rate to QUIT

JEPPESEN Customer Exchange Rates Enter“A” “C” “D” “L” “Q”

to to to to to

Add Exchange Rates Change Exchange Rates Delete Exchange Rates List All Exchange Rates QUIT

3. Enter any of the following options: • A – to add an exchange rate • C – to change an exchange rate • D – to delete an exchange rate • L – to list all of the exchange rates in the Customer Exchange Rates database • Q – to exit


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Enroute Charges and FIR Traversal Generating a FIR/UIR Traversal Report

Generating a FIR/UIR Traversal Report NOTE The FIR Traversal menu option is disabled unless activation is requested. You must contact Jeppesen Customer Service to request activation of this feature.

If you do not need JetPlan’s Enroute Charges feature (for example, because you already have a program that calculates and tracks your navigational fees), you can still benefit from JetPlan’s FIR Traversal program. This feature generates a report that contains information about the airspace traversed between two airports. The report shows the identifiers of the FIRs crossed and the cumulative mileage to each boundary identifier enroute. The report basically reflects the type of information provided with the Enroute Charges program. However, the money figures are omitted. To generate a FIR Traversal Report 1. On the Options command line, type JPIII to start the JetPlanIII program. 01 OPTIONS JPIII

The system displays the JPIII menu. For details, see “Accessing Enroute Charges Through JetPlanIII” on page 652. 2. At the prompt, enter 7. >7

The program prompts you to provide information similar to that required for an Enroute Charges report. See Table 24-1, “Enroute Charges Prompts and Inputs,” on page 653. NOTE The inputs entered at the Route prompt and the subsequent route output may or may not be applicable at this time. Navigational structure changes over time. Use this example as a guideline only.

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Example: FIR/UIR Traversal Menu Options:RN POD:EGLL POA:LIRA Route:J Flight Level:410

The system generates a report based on your inputs. Sample Report FIR/UIR Traversal Report . . . from EGLL to LIRAa Routeb EGLL MID4F MID UN615 XAMAB UL612 OGULO UQ223 LURAG UM135 TOP UL50 ELB UL146 ELKAP ELKA2F LIRA No. 1 2 3 4 5 6 7 8 9 FIR/UIRg EGTT LFFF LSAS LFFF LIMM LFFF LIMM LIRR

POD/POAc EGLL

FIR/UIRd EGTT LFFF LSAS LFFF LIMM LFFF LIMM LIRR

LIRA Airway Distanceh 94 333 7 42 0 8 187 158

Mileage Markere 0 94 427 434 476 476 484 671 829

Lat/Lonf N5128.7 N5012.3 N4613.7 N4609.0 N4541.0 N4541.0 N4535.2 N4314.0 N4148.0

W00027.7 E00015.9 E00559.9 E00607.3 E00651.0 E00651.0 E00700.0 E00950.2 E01235.8

Great Circle Distancei 81 331 7 41 0 9 187 150

a. POD and POA ICAO identifiers. b. Summary of the route as calculated using the FIR Traversal program. (This output may or may not be applicable at this time. Use this example only as a guideline.) c. Departure and destination airports. d. Identifiers of FIRs/UIRs traversed. e. Cumulative airway distance from departure airport to FIR/UIR boundary.


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f. Coordinate position of FIR/UIR boundary crossing. g. Identifiers of FIRs/UIRs traversed. h. Planned route segment distance between FIR/UIR boundaries. i. Great circle distance between FIR/UIR boundaries.

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C HAPTER 25

Archiving

Archiving Overview

Overview This chapter covers JetPlan’s archiving functionality, which allows you to store and create reports for the following data: • Enroute charges • Cosmic radiation NOTE It is also possible to get access to reports of archived flight plan data elements. Contact your Jeppesen account manager for more information.


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Archiving Enroute Charges Archive and Report

Enroute Charges Archive and Report The Archive and Report feature is an extension of, and a supplement to JetPlan’s Enroute Charges feature (see “Enroute Charges and FIR Traversal” on page 649). It provides long term storage of a flight’s navigational fee information for up to one year. It can be set to automatically archive every flight plan filed through JetPlan (through an ID attribute setting), or you can apply it on a per plan basis. Each plan stored in the archive is a record of the specific costs of flying through the airspace of other countries or regions (FIR/UIR’s). The type of data stored includes the FIR/UIR boundary information, the route segment distance within each region, the fee for passage through each region, the code for the currency used in the region (country), the exchange rate of the currency to U.S. dollars, the valid date of the exchange rate, and other helpful details of the flight. These records may be used to create extensive informational reports by transferring the data stored in the archive to a common spreadsheet program. A sample archive record is shown below. The table that follows defines each column of information within an archived record.

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Table 25-1

Enroute Charges Archive Record Detail

Column Definition

Example Data

Data Format

Date of Departure

29.08.2002

DD.MM.YYYY

ETD

0100

HHMM

Call Sign/Flt No. (Optional)

SS1234

Text: 8-character maximum

Aircraft Tail No. (from CADB)

N101SS

Text: 12-character maximum

Slot No. (Optional)

0001

Four-digit number

POD

OMDB

ICAO identifier

POA

EDDM

ICAO identifier

FIR (or country)

ED

Two-letter country code or ICAO identifier

AW Distance

65

Airway distance rounded to nearest whole number, in kilometers

GC Distance

62

Great Circle distance rounded to the nearest whole number, in kilometers

Unit Rate

77

Unit rate of route charges published by EUROCONTROL for country

Enroute Charge (Nav. Fee)

141

Segment cost rounded to nearest dollar (U.S.)

Currency Code

EUR

Currency Code: 3 character ISO code

Exchange Rate

1.16

Value relative to U.S. Dollar

Exchange Rate Valid Date

08.08.2002

DD.MM.YYYY

Route

RT01

Customer Route database name

NOTE If the optional entries, Call Sign and Slot Number, are not included in the user inputs, they appear as empty fields within the record. The same is true of the Tail Number if it is not included in the aircraft file of the Customer Aircraft database (CADB).


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Archive Commands (EC) To apply the Archive and Report feature, use the EC command on the Options command line. The following functions may be applied with the EC command.

To save a record You may save the navigation fee information of a particular flight by either adding the EC option to your flight plan request or by entering the EC command and a transaction number of a flight plan that has already been computed. To ensure that the information is added to the archive upon computation of the flight, enter the option, EC, anywhere after the FP command on the Options command line. Example: 01 OPTIONS FP,EC

To add information to the archive from a plan that has already been computed, enter the command, EC, followed by the plan number on the Options command line. Example: 01 OPTIONS EC,1234 NOTE You may save flight records automatically when each plan is filed by requesting that this capability be set in your ID/Attribute File (see “Enroute Charges Archive and Report” below for more information).

You may apply an optional identification number, called a “slot” number, to the record you are saving by adding the option, SLT=####, to your input. This number may be helpful in itemizing your information. It is a four-digit value and preferably sequential in order as records are added. Example: 01 OPTIONS EC,1234,SLT=0001

To cancel a record The term “cancel,” as it applies to the Archive and Report feature, simply means that the record is flagged in the archive. This flagging prevents the record from being displayed in subsequent reports. To cancel a record, append the option, CX, to your EC command input.

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Example: 01 OPTIONS EC,1234,CX

To change the ETD You may change the departure time of a plan that has been previously stored by entering the option DLA, followed by a new departure time input, using the HHMM format. This input is similar to the Delay option used with the flight plan filing command, FI. Example: 01 OPTIONS EC,1234,DLA1630

To print a record (or records) You may display the entire contents of your archive or a defined portion by using the option PRI after the EC command. To print the entire contents of the archive, enter PRI after the EC command.

NOTE

Canceled records are omitted from any print display.

Example: 01 OPTIONS EC,PRI

To print a portion of the archive, enter a begin point and an end point after the PRI option. The begin point is a date input prefixed by the option BEG=. The end point is a later date input prefixed by the option END=. Both date inputs are entered using the following format: DDMMYYYY Example: 01 OPTIONS EC,PRI,BEG=01052002,END=31122002


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Automatic Archive Flight plans may be stored in the archive database automatically. To apply this capability, you must request that both the Enroute Charges attribute and the Archive and Report attribute be activated in your ID/Attribute File. Contact Jeppesen Customer Service to request this activation. Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan system, the navigational fee records are stored in the archive. For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system. Example: 01 02 03 06 20

OPTIONS FP,CS/ALPHA01 POD KJFK POA EDDF J//J

COMPUTING 1234

This plan is then filed with ATC through JetPlan. Example: 01 OPTIONS FI1234,SLT=0002

With the Archive and Report attribute activated, the mere filing of your plan archives the navigational fee information automatically.

NOTE The Slot Number option may be included with the Filing command to further identify the data in your archive.

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Archive and Report Limitations The following limitations exist with the Archive and Report feature. • When determining the navigational fee, the program does not separate charges within the same two-letter country code. For example, if crossing LTAA and LTBB in Turkey, the program combines the fees into one charge under the LT label. • There is no capability to archive information other than flight plans (for example, JetPlanIII Enroute Charges reports cannot be archived).


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Archiving Cosmic Radiation Archive and Report

Cosmic Radiation Archive and Report The Cosmic Radiation Archive and Report feature is functionally similar to Enroute Charges Archive and Report capabilities. However, instead of storing navigational fee information, this feature is designed to document flight crew exposure to the potentially harmful effects of ionizing radiation. Keeping track of such exposure is beneficial because the risk of harmful effects increases cumulatively (with every flight). Like Enroute Charges Archive and Report, this archive provides long-term storage of information. It can be set to automatically archive every flight plan filed through JetPlan (by setting specific ID attributes), or you can apply it on a per plan basis. Each plan stored in the archive is a record of the exposure information the flight has encountered. The data includes the flight’s departure and destination, call sign, date, route, and time at altitude. These records may be used to create extensive informational reports by transferring the data stored in the archive to a common spreadsheet program. A sample archive record is shown below. The table that follows defines the information within an archived record.

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Table 25-2

Cosmic Radiation Archive Record Detail

Item

Item Definition

Item Format

2060

Plan Number

Four digit JetPlan transaction number

EDDM

POA

ICAO identifier

OMDB

POD

ICAO identifier

SS1234

Call Sign/Flt No. (Optional)

Text: 8 character maximum

29/08/02

Date of Flight

DD/MM/YY

OMDB RANB1E RANBI M302 BALUS... EDDM

Route Summary

Standard ATC summary of airports, waypoints and airways flown

00.17,TOC,02.20,390,02.52,280... TOD

Time/Altitude Summary

Time shown in HH.MM format, followed by the flight level at which time applies

05.47,TOTAL

Time Total

Format same as above.

NOTE If the optional entry, Call Sign, is not included in the user inputs, it appears as an empty field within the record.

Archive Commands (CR) To apply the Archive and Report feature, use the command CR on the Options command line. The following functions may be applied with the CR command.

To save a record You may save the radiation exposure information of a particular flight by either adding the CR option to your flight plan request or by entering the CR command and a transaction number of a flight plan that has already been computed. To ensure that the information is added to the archive upon computation of the flight, enter the option CR anywhere after the FP command on the Options command line.


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Example: 01 OPTIONS FP,CR

To add information to the archive from a plan that has already been computed, enter the command CR, followed by the plan number on the Options command line. Example: 01 OPTIONS CR,1234 NOTE You may save flight records automatically when each plan is filed by requesting that this capability be set in your ID/Attribute File (see “Cosmic Radiation Archive and Report” in this chapter for more information).

To cancel a record The term “cancel,” as it applies to this Archive and Report feature, simply means that the record is flagged in the archive. This flagging prevents the record from being displayed in subsequent reports (print displays). To cancel a record, append the option CX to your CR command input. Example: 01 OPTIONS CR,1234,CX

To change the ETD You may change the departure time of a plan that has been previously stored by entering the option DLA, followed by a new departure time input, using the HHMM format. This input is similar to the Delay option used with the flight plan filing command FI. Example: 01 OPTIONS CR,1234,DLA1630

To print a record (or records) You may display the entire contents of your archive or various portions of it by using the option PRI after the CR command.

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To print the entire contents of the archive, enter PRI after the CR command.

NOTE

Canceled records are omitted from any print display.

Example: 01 OPTIONS CR,PRI

To print a portion of the archive by time frame, enter a begin date and an end date after the PRI option. The begin date is prefixed by the option BEG=. The end date is prefixed by the option END=. Both of the date inputs are entered using the format DDMMYYYY. Example: 01 OPTIONS CR,PRI,BEG=01052002,END=31122002

To print a portion of the archive by a single date, enter the date after the PRI option. The date input is prefixed by the option DAY=, and is entered using the format DDMMYYYY. Example: 01 OPTIONS CR,PRI,DAY=01052002

To print records by aircraft call sign, enter the call sign after the PRI option. The call sign input is prefixed by the option CS=. Example: 01 OPTIONS CR,PRI,CS=SS1234

To print records by member of the crew, enter the crew member after the PRI option. A prefix exists for each type of crew member. The flight’s captain is prefixed by the option CPT=. Example: 01 OPTIONS CR,PRI,CPT=JSMITH

The flight’s first officer is prefixed by the option FOF=. Example: 01 OPTIONS CR,PRI,FOF=RJONES

The flight’s flight engineer is prefixed by the option FEN=.


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Example: 01 OPTIONS CR,PRI,FEN=BJOHNSON NOTE Crew member information may be tracked only if included in the flight plan computation. See the “Option Commands” chapter for more information on including crew member names in flight plan requests.

You may also print records in different output formats using the SR1, SR2, and SR3 format codes. These formats give you a slightly different display of the information compared to the standard output. To print records in a different output format, prefix the format code input with the option FMT=. Example: 01 OPTIONS CR,PRI,FMT=SR1

You may combine the various print options shown to further filter the output to very specific records. For example, if you wanted a print display of all records for a particular day and with a particular call sign, you would enter something like this: Example: 01 OPTIONS CR,PRI,DAY=29082002,CS=SS1234

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Automatic Archive Flight plans may be stored in the archive database automatically. To apply this capability, you must request that both the Long-term Performance Archive attribute and the Automatic Longterm Performance Archive attribute be activated in your ID/Attribute File. Contact Jeppesen Customer Service to request this activation. Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan system, the crew exposure records are stored in the archive. For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system. Example: 01 02 03 06 20

OPTIONS FP,CS/ALPHA01 POD KJFK POA EDDF J//J

COMPUTING 1234

This plan is then filed with ATC through JetPlan. Example: 01 OPTIONS FI1234

With the proper attributes activated, the mere filing of your plan archives the crew exposure information automatically.


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C HAPTER 26

Customer Aircraft Database

Customer Aircraft Database About the Customer Aircraft Database

About the Customer Aircraft Database IMPORTANT This document contains information on International Civil Aviation Organization (ICAO) 2012 database parameters. The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL) format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default. Flight plans not filed in the ICAO 2012 format may be rejected by (Air Traffic Control) ATC.

IMPORTANT This document assumes a working knowledge of the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444)” which describes the ICAO 2012 FPL requirements in detail.

For information on the ICAO 2012 parameters in the CADB, see “CADB Parameters: “ICAO 2012 Certification and Equipment” Section” on page 749. For a summary of ICAO 2012 changes and filing requirements, see the “ATC Filing” chapter in the JetPlan User Manual. The CADB provides a medium for the creation, storage and maintenance of aircraft information in convenient records. CADB records can be used in the JetPlan system on a regular basis, replacing generic aircraft inputs, minimizing other input requirements, and increasing your flight planning capabilities in general. You identify each CADB record with a name of your choosing. (Aircraft tail numbers are commonly used for CADB record names.) The information stored in a record includes static and dynamic performance factors, specific output factors, and other factors that support various feature applications. The CADB interacts with several related but separate databases that support specific JetPlan features. For instance, the Route Constraint Database is a separate database that interacts with information in the CADB. The Route Constraint Database allows you to impose constraints on route selection based on the equipment and certifications defined for the aircraft in the CADB. For more information, see the “Route Constraint Database” chapter in the JetPlan User Manual.


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In addition, the CADB contains several sections or “sub-databases” that support specific JetPlan features. The following sections provide information about the CADB subsections and parameters: • “CADB Parameters by Section” on page 690 • “CADB Record Sections” on page 684 NOTE The number of options available in the CADB depends both on the access privileges assigned to the password you use to access the system and on your customer preference settings.

CADB Records CADB records originate from generic aircraft data records residing in the JetPlan Aircraft Library in the JetPlan system. Every generic record in the library is derived from the structural and performance data developed by the aircraft manufacturer. The data within a generic record is specific to the model configuration and engine type for the aircraft. Certain models may have more than one generic record, depending on modifications, refittings, and customer input. For more information on the JetPlan Aircraft Library, see the “Aircraft Type Commands” chapter in the JetPlan User Manual. When you create a CADB record, you save the characteristic data for a specific instance of a generic aircraft found in the JetPlan Aircraft Library. You define required and optional parameters relevant to your operation and provide a name for the database record. You do not need to set values for all the parameters in an aircraft database record before you can use it. Some parameters, however, are preset with values carried over from the aircraft’s generic data (for example, certain weight limitations). In general, values must be defined for the preset parameters, as they are vital to the performance characteristics of the aircraft and the JetPlan computation process. Within certain limits, you can elect to change the values of preset parameters, but you cannot delete these values completely. With the exception of Operational Weight, parameters that show no preset values upon record creation can be set as needed or left untouched. Operational Weight must be given a value before you can use the record in a flight plan. The use of other unset parameters is strictly optional and dependent on the information you want to see in the flight plan or on the type of operation you employ.

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For detailed definitions of the CADB parameters, see “CADB Parameters by Section” on page 690. JetPlan.com is the preferred interface for creating CADB records. For instructions, see the JetPlan.com Help documentation. For information on using JetPlan to create CADB records, see “Database Management” on page 766.

NOTE Generic aircraft records must be loaded into your account by Jeppesen before you can access them. For more information, contact your Jeppesen account manager.

Flight Plan Application The JetPlan system requires the input of an aircraft as part of the information needed to create a flight plan. You can enter a generic aircraft record name or a CADB record name to meet this requirement. By entering a CADB record name, you not only provide an aircraft input, but you also provide other inputs necessary to complete the flight plan request without manually entering each item. The referenced CADB record supplies the JetPlan system with the information you have stored in the record. The following list identifies the basic flight plan requirements that can be met by parameter settings in your CADB record: • Performance Index • Aircraft Operational Weight • Reserve or Max Fuel • Climb and Descent Biases To use a CADB record in a flight plan request, enter a dollar symbol ($) followed by the record name on the Aircraft Type command line. Example: 10 A/C TYPE/REGN $N1234

To include the Air Traffic Services (ATS) filing strip in your flight plan output, enter a slash immediately after the record name input.


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Example: 10 A/C TYPE/REGN $N1234/ NOTE You can request that all of your flight plans include the ATS filing strip by asking your account manager to set the proper flag in your Password Attribute File. You then no longer need to include the slash after the record name. Contact your Jeppesen account manager for more information.

CADB Record Sections A CADB record contains a large number of parameters. These parameters are grouped into separate sections that divide the record into logical units of information. You can view all the parameters within a given database record or just those within a specific section. When you view the Aircraft Record summary page in JetPlan.com, you are looking at the current values of the parameters within each section of the selected CADB record.

NOTE

The following image does not show the entire Aircraft Record page.

The parameters on the Aircraft Record page correspond to editable options that appear in JetPlan.com on the Change
in Aircraft Record pages. These JetPlan.com options allow you to modify the aircraft records.

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The following table briefly defines the sections in each aircraft record. For definitions of each parameter in each section, see “CADB Parameters by Section” on page 690. Table 26-1

CADB Record Sections

Section

Description

Weights

The “Weights” section provides parameters that help you define the aircraft’s weight limitations. Many of these parameters have values carried over from the generic version of the aircraft, found in the JetPlan Aircraft Library. All of the parameters can be set with new values, but settings must fall within the tolerance range defined by the aircraft’s basic structural properties. For definitions of all parameters in this section, see “CADB Parameters “Weights” Section” on page 690.

Fuels

The “Fuels” section contains parameters for various fuel specifications allowed in JetPlan. For definitions of all parameters in this section, see “CADB Parameters: “Fuels” Section” on page 692.

Misc

The “Miscellaneous” section contains parameters that apply to various unrelated features on the JetPlan system, including cost index methods. Four of the parameters (Print ETOPS, Print Brackets, Print ALT Capability, and Print Driftdown) simply allow you to display sub-database sections that typically do not display within the aircraft record. For definitions of all parameters in this section, see “CADB Parameters: “Miscellaneous” Section” on page 695.

Modes

The “Modes” section contains speed setting parameters. They allow you to set default values for the various profiles of a flight. For definitions of all parameters in this section, see “CADB Parameters: “Modes” Section” on page 704.

Cutoff Wt Tables

The “Cutoff Weight Tables” section contains a list of up to nine aircraft weight limit/flight condition settings. This section is not displayed in JetPlan.com unless you set the Print ALT Capability Table parameter in the “Miscellaneous” section to Yes. For definitions of all parameters in this section, see “CADB Parameters: “Cutoff Weight Tables” Section” on page 705.

Bracket Modes

The “Bracket Modes” section contains up to six climb/descent models available for application based on a flight’s cruise mode. The “Bracket Modes” section is not displayed in JetPlan.com unless you set the Print Brackets parameter in the “Miscellaneous” section to Yes. For definitions of all parameters in this section, see “CADB Parameters: “Bracket Modes” Section” on page 706. IMPORTANT JetPlan.com does not currently support modifying this section. Contact your Jeppesen account manager for information.


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Table 26-1 CADB Record Sections (continued) Section

Description

Mode Coupling

The “Mode Coupling” section allows you to link, or “couple,” specific airspeeds for climb, descent, alternate, takeoff alternate, and holding to a particular cruise mode. You can apply couplings to as many as 20 cruise modes per aircraft. The “Mode Coupling” section is not displayed in JetPlan.com unless you set the Print Brackets parameter in the “Miscellaneous” section to Yes. The generic file for the aircraft also must contain the necessary data. For definitions of all parameters in this section, see “CADB Parameters: “Mode Coupling” Section” on page 707.

Tanker

The “Tanker” section contains parameters related to the Single-Leg Tankering feature. “CADB Parameters: “Tanker” Section” on page 710.

Equipment

The “Equipment” section contains parameters to designate the types and quantities of various hardware onboard. Some equipment parameters are used by the RAIM Prediction Report request feature. For definitions of all parameters in this section, see “CADB Parameters: “Equipment” Section” on page 711. NOTE This section is a factor in the application of the Route Constraint database.

Certified

The “Certified” section contains parameters that flag the aircraft positively or negatively with regard to its use in various airspace regions and with certain airway structures. For definitions of all parameters in this section, see “CADB Parameters: “Certified” Section” on page 716. NOTE This section is a factor in the application of the Route Constraint database.

ATS Plan

The “ATS Plan” section contains parameters that provide information to Air Traffic Control (ATC). Some of these parameters are entered automatically in the flight plan filing form. For definitions of all parameters in this section, see “CADB Parameters: “ATS Plan” Section” on page 719.

ETP

The “ETP” section is a sub-database that contains parameters for the application of equal-time-point diversions. This information is applicable to basic ETP (equal-time-point), ETOPS (Extended-Range Twin Engine Operational Performance Standard), and Overwater Driftdown calculations. For definitions of all parameters in this section, see “CADB Parameters: “ETP” Section” on page 722.

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Table 26-1 CADB Record Sections (continued) Section

Description

ETOPS

The “ETOPS” section supports the JetPlan feature option, ETOPS. Parameters set in this section apply to the ETOPS calculation. The “ETOPS” section is not displayed in JetPlan.com unless you set the EP parameter in the “Miscellaneous” section to Yes. For definitions of all parameters in this section, see “CADB Parameters: “ETOPS” Section” on page 729. NOTE For more information about ETOPS flight plans, see the ETOPS User’s Guide: 2 Engine Aircraft on the User Manuals page on JetPlan.com.

Driftdown

The “Driftdown” section supports the JetPlan feature, Terrain Analysis. Parameters set in this section apply to the Terrain Clearance/Mountain Driftdown calculation. The “Driftdown” section is not displayed in JetPlan.com unless you set the DD parameter in the “Miscellaneous” section to Yes. For definitions of all parameters in this section, see “CADB Parameters: “Driftdown” Section” on page 743. NOTE The use of the “Driftdown” section is limited to certain customers.

Biases

The “Biases” section contains parameters that allow you to set various flight biases. POD and POA biases can be deferred (Yes/No); if set to Yes, you must specify an entry on the Descent Bias and Arrival Bias command lines, plus optional input, for each flight plan request. For definitions of all parameters in this section, see “CADB Parameters: “Biases” Section” on page 746.

ICAO 2012 Certification and Equipment

The “ICAO 2012 Certification and Equipment” section contains parameters that support the changes to be implemented for ICAO 2012 Flight Plan Filings. These changes and the new CADB parameters are covered in “CADB Parameters: “ICAO 2012 Certification and Equipment” Section” on page 749.


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Customer Aircraft Database Searching Generic Aircraft Records for FPM and OUTFLT Information

Searching Generic Aircraft Records for FPM and OUTFLT Information You can search generic aircraft records to find FPM cruise and climb/descent and OUTFLT cruise cost index information. To find FPM and OUTFLT data information in JetPlan.com 1. In JetPlan.com, click the Aircraft database tab to open the Summary of Aircraft page. 2. On the Aircraft Database menu, click Search All Aircraft Types. 3. Enter search criteria in any combination of the following boxes: • Generic Aircraft ID • ICAO (aircraft) Name • AC Model • Engine (name) TIP Entering just one character returns a list of all records that begin with that character. Entering more characters narrows the search results. The following example shows results of a search for a Generic Aircraft ID that begins with “777.”

4. Click Search. A page opens, listing FPM and OUTFLT information available in the generic aircraft record.

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Customer Aircraft Database Searching Generic Aircraft Records for FPM and OUTFLT Information

This page lists search results in the following columns: The latest available version of the corresponding OUTFLT performance database, and its revision date.

OUTFLT Info column

If the version info appears in this column, it indicates that: • The corresponding OUTFLT file is available, and it can be matched to the Generic Aircraft ID using AC Model and Engine names • The cruise FMS Matching (OUTFLT) Cost Index Method option in the “Miscellaneous” section of the CADB can be selected for the cruise performance calculation If N (No) appears in this column, it indicates either that this file is not available or that it cannot be matched to the Generic Aircraft ID.

NOTE

OUTFLT is currently implemented only as a Cruise CI (cost index) method.

FPM Cruise Data Availability

If an FPM file exists for the aircraft/engine combination, the filename is listed here. If no FPM file exists, a blank space appears in the FPM Cruise Data Availability column. To use any of the FPM cruise and climb/descent cost index methods in the “Miscellaneous” section of the CADB, an FPM file must exist.

FPM CLIMB/DESCENT Data Availability

Y (Yes) indicates that climb/descent data is available in the FPM file in addition to cruise data. N (No) indicates that only cruise data exists in the FPM file. When there is a Y in this column, the G (FPM using CAS-MACH) climb/descent FPM option in the “Miscellaneous” section of the CADB can be selected.

FPM CI FMC Data Availability

Y (Yes) indicates that FPM FMC (Flight Management Computer) data is available in the FPM file. N (No) indicates that this data does not exist in the FPM file. When there is a Y in this column and also a Y in the FPM CLIMB/DESCENT Data Availability column, the F (FPM using CI) climb/descent option in the “Miscellaneous” section of the CADB can be selected.


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Customer Aircraft Database CADB Parameters by Section

CADB Parameters by Section The following tables define all of the parameters available in the CADB. Each table below corresponds to a section in a database record. Each parameter in a table appears as an option on the corresponding CADB page in JetPlan.com. As you use JetPlan.com to review, create, and modify aircraft records, consult these tables for detailed information on the parameters, including the role they play in flight planning and their valid input values.

NOTE Depending on your customer preference settings, some options in the following tables might not be available in JetPlan.com. For more information, contact your Jeppesen account manager.

NOTE JetPlan.com is the recommended interface for customer database maintenance. See the JetPlan.com Help file for directions. For the convenience of JetPlan command-line users, the table below lists JetPlan database codes under the parameter names. When setting parameter values in the CADB using JetPlan command-line mode, you can enter the parameter code and value as one unit (for example, OP150000) or include an equal sign (=) between the two (for example, OP=150000). Exceptions to this style variation are three-character and four-character codes. When entering these parameters (for example, CI1, EDN2, and so on.) you must include the equal sign between the code and the value.

CADB Parameters “Weights” Section The “Weights” section provides parameters that help you define the aircraft’s weight limitations. Table 26-2 Parameter

CADB Record: “Weights” Section

Description

NOTE Unless stated otherwise, all parameter values in this table are entered as pounds or kilograms.

Max Takeoff Weight (TO) TO or TO= ex. TO=865000 Max Landing Weight (LA) LA or LA= ex. LA=628950

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Allows you to adjust the takeoff weight. You can change the setting, but only within certain limits for the aircraft. NOTE This parameter is preset with a value from the generic version of the aircraft.

Allows you to adjust the landing weight. You can change the setting, but only within certain limits for the aircraft. NOTE This parameter is preset with a value from the generic version of the aircraft.



Table 26-2 CADB Record: “Weights” Section (continued) Parameter

Description

Max Zero Fuel Weight

Allows you to adjust the zero fuel weight. You can change the setting, but only within certain limits for the aircraft.

(ZF) ZF or ZF= ex. ZF=560000

NOTE This parameter is preset with a value from the generic version of the aircraft. NOTE If the Zero Fuel Table (ZT) parameter is set to Yes, the ZF parameter must be set to 0.

Operational Weight (OP) OP or OP=

Allows you to set the basic operational weight (BOW) or operational empty weight (OEW). You can change the setting, but only within certain limits for the aircraft.

ex. OP=415000

NOTE This parameter must be set before using the aircraft record in a flight plan request.

Max Payload

Allows you to set the maximum payload. Typically, MP=ZF-OP, but you can change the setting to limit payload to a value less than typical.

(MP) MP or MP= ex. MP=150000 Max Ramp Weight (RW) RW or RW=

NOTE This parameter is preset with a value from the generic version of the aircraft.

Allows you to set the ramp weight to a value greater than the maximum takeoff weight. The weight beyond maximum takeoff would typically represent departure taxi fuel.

ex. RW=872500 Nav Charges Weight (NW) NW or NW=

Allows you to set the weight at which navigational fees are levied. Typically, the maximum takeoff weight is the value used, but this parameter allows you to adjust the value.

ex. NW=870000 Min. Flight Weight (MW) MW or MW= ex. MW=500000

This parameter is used to ensure that a minimum in-flight weight is maintained. When set to a non-zero, positive value, JetPlan compares the MW value with the calculated enroute weight (the sum of the aircraft’s operational weight, payload, and unusable fuel at various mid-segment points). If the calculated value is less than the MW value, JetPlan adds enough unusable fuel to meet the MW value and recalculate the plan. Thus, weight is increased and fuel capacity is decreased. NOTE This parameter is format or ID/Password-dependent.


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CADB Parameters: “Fuels” Section The “Fuels” section contains parameters for various fuel specifications allowed in JetPlan. Table 26-3 Parameter

CADB Record: “Fuels” Section

Description

NOTE Unless stated otherwise, all parameter values in this table are to be entered as pounds or kilograms.

Zero Fuel Table (ZT) Variable Max ZFW ZT or ZT= ex. ZT=Y

Allows you to access the aircraft’s MZFW table (if it exists in the aircraft’s generic data record), which sets the zero fuel weight for the aircraft to an amount related to the planned takeoff weight. If takeoff weight is reduced so that it meets specific thresholds, zero fuel weight is increased. The input value is Yes or No. No is the default setting. NOTE The MZFW table does not exist in every aircraft and must be requested for load in your aircraft. NOTE If the ZT parameter is set to Yes, the Max Zero Fuel Weight (ZF) parameter must be set to 0.

Hold Calculation ZF (HC) HC or HC= ex. HC=Y Max Fuel Capacity (FC) FC or FC= ex. FC=390000 Holding Fuel Flow (HF) HF or HF= ex. HF=15000 Min. Fuel (MF) MF or MF=

When set to Yes, this parameter instructs JetPlan to determine hold fuel based on the zero fuel weight table instead of the calculated landing weight. The MZFW table must exist in the aircraft’s generic data record before this parameter is applicable to your operation. The input value is Yes or No. No is the default setting. Allows you to set the fuel capacity of the aircraft to some value less than default (using standard density, 6.7 lbs/gal). NOTE This parameter is preset with a value from the generic version of the aircraft.

Allows you to set the fuel flow rate for the holding fuel calculation. This parameter works in coordination with the hold time you specify in the flight plan request. The value you enter represents all engines combined per hour. Example: 15000 Allows you to set a minimum amount of fuel the aircraft must have at Top of Descent (TOD). If the calculated fuel total for holding, alternate divert, and reserve/contingency is less than the MF value, JetPlan adds extra fuel.

ex. MF=24000 Min. Hold Fuel (MH) MH or MH= ex. MH=5000

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Allows you to set a minimum amount of fuel for the purpose of holding. This parameter only applies when you specify a hold time of one minute or more in the flight plan request (a hold time input of zero does not invoke the MH parameter). If the calculated hold fuel is less than the MH value, JetPlan adds fuel to meet this minimum. Example: 5000



Table 26-3

CADB Record: “Fuels” Section (continued)

Parameter

Description

Min. Departure Fuel

Allows you to set a minimum amount of fuel for departure. Ensures that the fuel listed in the total fuel block of the flight plan has at least the amount specified. Example: 50000

(MD) MD or MD= ex. MD=50000 Min. Alternate Fuel (MA) MA or MA= ex. MA=5500 Step Climb Fuel (SF)

Allows you to set a minimum amount of fuel for alternate divert. This parameter only applies when you specify an alternate airport in the flight plan request. If the calculated alternate fuel is less than the MA value, JetPlan adds more fuel to meet this minimum. Example: 5500 Adds a fuel penalty of the amount specified for every step climb initiated in the flight plan calculation. Example: 400

SF or SF= ex. SF=400 Reserve Fuel (RF) RF or RF=

Allows you to set a minimum amount of fuel for reserve. This parameter only applies when the flight plan is calculated in the departure fuel or weight case (when you specify departure fuel or weight). Example: 5000

ex. RF=5000 Approach Fuel (AF) AF or AF=

Adds the amount specified to the Extra Fuel block. The AF value is in addition to the calculated approach fuel included in the Descent or Alternate Fuel block. Example: 2000

ex. AF=2000 Min. Contingency/RES Fuel (MC) MC or MC=

Ensures a minimum amount of fuel in the Contingency or Reserve Fuel block. If calculated amount is less than the MC value, JetPlan adds fuel to meet this minimum. Example: 4500

ex. MC=4500 Fuel Over Destination Warning (FW) FW or FW= ex. FW=22000 Min. Contingency/RES Time (MT) MT or MT=

Similar to the MF parameter (see above). Adds a warning message to flight plan output that the minimum specified has not been met in the calculation. Example: 22000 NOTE This capability is dependent on specific output format designs. Contact your Jeppesen account manager for more information.

Similar to the MC parameter (see above). Ensures a minimum amount of fuel in the Contingency or Reserve Fuel block. If calculated amount is less than the MC value, JetPlan adds fuel to meet this minimum. The input value must be specified as minutes. Example: 25

ex. MT=25


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Table 26-3


Parameter

Description

Taxi Fuel Flow

This parameter works in coordination with the Taxi-out and Taxi-in Time parameters (TO and TI) in the Customer Airport Database. If the departure or arrival airport is in the Airport Database and has a taxi time value specified, that time is applied to the TX value to determine taxi fuel. The TX value represents all engines combined per hour. Example: 2500

(TX) TX or TX= ex. TX=2500

This parameter also works in coordination with the taxi-in and out data sets in the City Pair Fleet Database and the Airport Fleet Database. Max Contingency/RES Fuel (MX) MX or MX=

Allows you to set a maximum amount of fuel that can go in the Contingency or Reserve Fuel block. If calculated amount is more than the MX value, JetPlan distributes excess to Extra Fuel block. Example: 8000

ex. MX=8000 Min. Emergency Fuel (FE) FE or FE=

This parameter is dependent on specific output format designs. JetPlan adds a warning message to the flight plan output if calculated emergency fuel does not meet the FE value. Example: 15000

ex. FE=15000

NOTE Contact your Jeppesen account manager for more information.

Reserve + Hold/Contingency

This parameter may be used to specify a minimum amount of Reserve and Holding/Contingency fuel. If the sum of Reserve and Hold/Contingency fuel is less than the desired minimum, JetPlan increases the Reserve fuel accordingly.

(RH) RH or RH=

NOTE The RH parameter has no effect unless Special Reserve Policy 46 or 48 (RESDOM 46 or 48) is set. Contact your Jeppesen account manager for more information.

Taxi-out Fuel

Allows you to set a specific departure taxi fuel amount. Example: 2200

(DT) DT or DT= ex. DT=2200 (ST)

The situation code applies to aircraft that require the auxiliary power unit (APU) to be running while in ETOPS airspace.

ST or ST=

Input values:

Situation Code

ex. ST=E

• E – APU fuel burn is calculated for the time while in ETOPS airspace. • W – APU fuel burn is calculated for whole flight. NOTE The following (“X”) situation code is used only with ETOPS II flight plan options. Contact your Jeppesen account manager for more information.

• X – APU fuel burn is calculated from takeoff to the ETOPS exit point.

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Table 26-3


Parameter

Description

Taxi-in Fuel

Allows you to set a specific arrival taxi fuel amount. Example: 1500

(AT)

The following overrides apply to the use of the DT and AT parameters:

Taxi-in Fuel AT or AT= ex. AT=1500

• Ad hoc taxi fuel inputs on the POD or POA command lines of a flight plan request override all taxi fuel settings in various databases, including the CADB DT and AT parameters. • Taxi fuel inputs on the POD (point-of-departure) or POA (point-of-arrival) command lines of a Customer Schedule Database record override all taxi fuel settings in other databases, including the CADB DT and AT parameters. • The DT and AT parameters do not override format-generated taxi fuel values. • The DT and AT parameters do not override software-generated taxi fuel values (customer-specific).

(IR)

This parameter allows a default International Reserve Fuel Policy value to be set.

IR or IR=

This field may contain the following values:

International Reserve Policy

ex. IR=301

• -32768 – Unset value • 0 – Unset value • 101-199, 201-299, 301-399, 401-499, 601-699, 701-799, & 801-899 – Valid International Reserve Policy entries as defined in the “Payload, POD/POA, Weight and Fuel Commands” chapter in the JetPlan User Manual. Example: 301

APU Burn Rate (BR) BR or BR= ex. BR=110 Fuel Type (FU) Ex.: FU= AVGAS

The APU burn rate parameter applies to aircraft that require the APU to be running while in ETOPS airspace. This parameter refers to the unloaded APU burn rate, since the loaded burn rate is accounted for in the “ETOPS” section of the CADB. Example: 110 Identifies the fuel type used by the aircraft. This parameter is used to calculate CO2 emissions in support of EU ETS flight planning. NOTE If the Fuel Type parameter is not set in the CADB when the Flight Brief Database EU ETS flag or the EUETS line option is used, an error occurs.

Valid input values: JET A, JET A1, JET B, AVGAS Default: Blank

CADB Parameters: “Miscellaneous” Section The “Miscellaneous” section contains parameters that apply to various unrelated features on the JetPlan system, including cruise Cost Index Method parameters and Climb/Descent Method parameters. To use the OUTFLT cruise cost index method and the FPM cruise and


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climb/descent methods, you must ensure that the aircraft has OUTFLT and FPM files available. You can use the Search All Aircraft Types menu option in JetPlan.com to search for this information. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688. Table 26-4 Parameter Performance Index (PI) PI or PI= ex. PI=F ex. PI=T ex. PI=M,115,1850 Print ETOPS (EP)

CADB Section: “Miscellaneous” Section

Description Allows you to define the overriding optimization factor (fuel, time, or total cost) in the calculation of the flight plan. The input value choices are: fuel, time, or money. The default setting is fuel optimization. NOTE If a fuel price has been set in the Customer Airport Database record, that price takes precedence over what is set in the CADB.

For more information about these optimization factors, see the “Profile Commands” chapter in the JetPlan User Manual. Setting this parameter to Yes displays the “ETOPS” section of the database in the aircraft record. This section is otherwise hidden in the CADB record.

EP or EP= ex. EP=Y Max Flight Level (FL) FL or FL=

Allows you to prevent the aircraft from exceeding a specific flight level (altitude) in the flight plan computation. The input value is a 3-digit entry that identifies a flight level in hundreds of feet.

ex. FL=390 Print Brackets (BK) BK or BK=

Setting this parameter to Yes displays the “Bracket Modes” and “Mode Coupling” sections of the database in the aircraft record. These sections are otherwise hidden in the CADB record.

ex. BK=Y

NOTE JetPlan.com does not currently support modifying the “Bracket Modes” section.

Min. Alternate Distance

Allows you to set a minimum distance to the alternate airport. If the actual distance from the arrival airport to the alternate airport is less than the AD value, JetPlan adds distance to meet the AD value. The entered value acts as a distance bias, allowing JetPlan to properly calculate the performance data for the divert leg.

(AD) AD or AD= ex. AD=50

The input value can be a 1 to 3-digit entry, in nautical miles. Print Altitude Capability Table (CW)

Setting this parameter to Yes displays the “Cutoff Weight Table” (altitude capability) section of the database in the aircraft record. This section is otherwise hidden in the CADB record.

Print Altitude Capability Table CW or CW= ex. CW=Y

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Table 26-4 Parameter SITA Address

CADB Section: “Miscellaneous” Section (continued) Description JetPlan does not currently use this value.

(SI) SI or SI= Print Driftdown (DD) DD or DD=

Setting this parameter to Yes displays the “Driftdown” (Terrain Analysis) section of the database in the aircraft record. This section is otherwise hidden in the CADB record.

ex. DD=Y

NOTE Access to the “Driftdown” section is limited to certain customers.

Profile Optimization Interval

Provides control over the altitude optimization, or step climb process. Allows you to override the programmed review of step climbs at each checkpoint by setting a distance (in nautical miles) at which JetPlan considers a step climb.

(OI) OI or OI= ex. OI=100 Hold Altitude (HA) Hold Altitude HA or HA= ex. HA=15000 Fuel Distribution Table (FD) FD or FD= ex. FD=B747-T1

Thus, if a flight segment distance (checkpoint to checkpoint) is greater than the OI value, JetPlan considers a step climb somewhere between the checkpoints, as well as at the checkpoints. Example: 100. Allows you to set the altitude at which hold fuel is calculated. This parameter overrides the hold altitude setting loaded in the aircraft’s generic data. The input value is an altitude entry, in feet. Example: 15000. NOTE The Hold Altitude parameter is dependent on hold table data. You must request that the aircraft’s generic data include hold table information. Contact your Jeppesen account manager for more information.

Allows fuel distribution to be displayed in the flight plan output. This parameter is dependent on special table loads in the aircraft’s generic data. To display a fuel distribution report within a flight plan, the user can add the option FDIST to the JetPlan option line. NOTE The format keyword FDIST must be properly set by your account manager.

Fuel distribution reports can also be retrieved by flight plan number or by aircraft database name. Contact your Jeppesen account manager for more information.


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Table 26-4 Parameter Cost Index Method (LC or LC=) F–FMS Matching G–Golden Section Search (FPM) N–Traditional Raw Sample JetPlan P–FMS Matching (FPM) O–FMS Matching (OUTFLT) Y(es)–Simulated CI (Constant Mach)

CADB Section: “Miscellaneous” Section (continued) Description NOTE To use the First Principles Aircraft Model (FPM) cost index methods, an FPM aircraft file must be available. To use the OUTFLT method, OUTFLT aircraft files must be available. You can check the generic aircraft record for the presence of this information. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688.

This parameter allows you to select the method that JetPlan uses to determine the economy airspeed for a given cost index value. To use this parameter correctly, enter a cost index value in the flight plan request or ensure that the system automatically determines one for you. For more information, see the “Cost Index Commands” chapter in the JetPlan User Manual. Flight Management System (FMS) cost index methods are preferred. Select one of the three FMS options instead of any other option, if possible. NOTE If no FMS options are available for an aircraft, Jeppesen recommends that you contact Jeppesen and request implementation of the maximum number of possible FMS methods for the aircraft.

Of the three FMS options, the following is the recommended ranking order: • (P) FMS Matching (FPM) — If all three FMS cost index method options are available for the aircraft, select (P) FMS Matching (FPM). • (F) FMS Matching — If (P) FMS Matching (FPM) is not available, select (F) FMS Matching. • (O) FMS Matching (OUTFLT) — If (P) FMS Matching (FPM) and (F) FMS Matching are not available, select (O) FMS Matching (OUTFLT). If no FMS cost index method options are available for the aircraft, and you need to run cost index flight plans, the following is the recommended ranking order. • (G) Golden Section Search (FPM) • (N) Traditional Raw Sample JetPlan See the following paragraphs for details on all the cost index method options. Input options: • (F) FMS Matching — When the Cost Index Method is set to (F) FMS Matching, the system uses the same algorithm as in the FMS, ensuring that speeds and fuel flows on the flight plan match the speed the FMS selects and the corresponding fuel flow. • (G) Golden Section Search (FPM) — When the Cost Index Method is set to the Golden Section Search (FPM) method, the system computes the optimal speed with the fuel-flow calculation based on FPM. When you use this option, a Mach Step Cost Index input is required. NOTE The Mach Step Cost Index parameter has little effect on computational speed when used with the (G) Golden Section Search (FPM) method. When this method is used, Jeppesen recommends setting Mach Step Cost Index to the default value (1).

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Table 26-4 Parameter Cost Index Method (continued)

CADB Section: “Miscellaneous” Section (continued) Description NOTE When the Cost Index Method parameter is set to Golden Section Search (FPM), the system checks any limits set by the Rate of Climb with Max Cruise Thrust and Rate of Climb with Max Climb Thrust parameters in the Aircraft Fleet Database. For more information, see the “Aircraft Fleet Database” chapter in the JetPlan User Manual or the Aircraft Fleet Database Help file on JetPlan.com.

• (Default) (N) Traditional Raw Sample JetPlan – When this option is selected, the system builds a numerical model of cost as a function of Mach number for each flight segment. It then uses nonlinear optimization to select the minimum cost Mach number (with up to 0.001 accuracy) with fuel-flow linear interpolation for each flight segment. The Traditional Raw Sample JetPlan method is computationally expensive and sometimes diverges from actual FMS behavior, so use it only if the (P) FMS Matching (FPM) or other FPM methods are not available for the aircraft. You can decrease the computation time by using the Mach Step Cost Index (MS) parameter (see definition below) to decrease Mach accuracy. For example, when Mach Step Cost Index is set to 10, the system selects the minimal cost Mach number with 0.01 Mach accuracy. • (O) FMS Matching (OUTFLT) — When the Cost Index Method is set to (O) FMS Matching (OUTFLT), the optimal speed (Mach number) and the fuel flow are computed based on formulas used in a real FMS, which provides highly accurate fuel flow and speeds and minimizes the compute time in cost index flight plans. When the Cost Index Method parameter is set to FMS Matching (OUTFLT), the system checks any limit set by the Rate of Climb with Max Climb Thrust parameter in the Aircraft Fleet Database. In addition, the system uses the values of the MMO Margin and the VMO Margin, also in the Aircraft Fleet Database. If MMO Margin or VMO Margin is set to 0 or is not defined, the system uses a default value of five (5) calibrated airspeed (CAS) in knots. For more information, see the “Aircraft Fleet Database” chapter in the JetPlan User Manual or the Aircraft Fleet Database Help file on JetPlan.com. • (P) FMS Matching (FPM) — When the Cost Index Method parameter is set to (P) FMS Matching (FPM), the optimal speed (Mach number) is computed based on formulas used in a real FMS; however, rather than using the traditional interpolation tables method, the fuel flow is calculated based on the FPM method, reducing the compute time for the cost index flight plans. When the Cost Index Cruise Mode parameter is set to FMS Matching (FPM), the system checks any limits set by the Rate of Climb with Max Cruise Thrust and Rate of Climb with Max Climb Thrust parameters in the Aircraft Fleet Database. For more information, see the “Aircraft Fleet Database” chapter in the JetPlan User Manual or the Aircraft Fleet Database Help file on JetPlan.com.


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CADB Section: “Miscellaneous” Section (continued) Description • (T) QC (Quality Control) Table — JetPlan does not currently use this parameter. • (Y) Simulated CI (Constant Mach) — When the Cost Index Method parameter is set to (Y) Simulated CI (Constant Mach), the system selects a single constant-Mach cruise speed for the entire flight. This speed minimizes the combination of fuel and time equivalent to the Cost Index number requested (or determined by the system). The profile is also optimized to minimize the combination of fuel and time.

Mach Step Cost Index (MS) MS or MS= ex. MS=1 Default in JetPlan command-line mode is 0

NOTE The Mach Step Cost Index option is available in JetPlan.com only when you select the (N) Traditional Raw Sample JetPlan or the (G) Golden Section Search (FPM) method.

The Mach Step Cost Index parameter is used with the (N) Traditional Raw Sample JetPlan and the (G) Golden Section Search (FPM) cost index methods (see definitions above). The Mach Step Cost Index parameter has little effect on computational speed when used with the (G) Golden Section Search (FPM) method. When this method is used, Jeppesen recommends setting Mach Step Cost Index to the default value (1). When used with the (N) Traditional Raw Sample JetPlan method, increasing the value of the Mach Step Cost Index parameter decreases both the computation time and the Mach number accuracy. For example, when Mach Step Cost Index is set to 10, the Mach number accuracy is 0.01. When Mach Step Cost Index is set to 5, the Mach number accuracy is 0.05. Input values: 1, 2, 5, 10. The default is 1 (0.001 accuracy).

Noise Category (NZ) Noise Category NZ or NZ=

Allows you to display the aircraft’s noise category in the flight plan output. The input value is an alphanumeric entry of up to 5 characters. NOTE This capability is dependent on specific output format designs. Contact your Jeppesen account manager for more information.

ex. NZ=3 Index (IX) Index IX or IX=

Allows you to display the aircraft’s center of gravity (CG) index in the flight plan output. The input value is a numeric entry of up to 3 characters. NOTE This capability is dependent on specific output format designs. Contact your Jeppesen account manager for more information.

ex. IX=145 Weight Unit (WU) WU or WU= ex. WU=L

Allows you to override the lbs/kgs setting tied to your ID/Attribute file. If your attribute file is set to display all weights in kilograms, setting the WU parameter to pounds changes all weights associated with the aircraft and any flight plan output to pounds. The input value is Pounds, Kilograms, or Default.

ex. WU=K ex. WU=D

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CADB Section: “Miscellaneous” Section (continued) Description

Climb/Descent Method Parameters The Climb and Descent Method parameters allow you to select a method to compute climb and descent with cost index or with a user-specified climb/descent profile (speed schedule). Currently, there are two methods for computing climb and descent in JetPlan: • FPM – Based on the First Principles Aircraft Model (FPM), this method involves building FPM climb/descent data into the FPM file for each model/engine configuration for use with any climb/descent profile with cost index support. FPM is currently available for Airbus and Boeing aircraft. You can check the generic aircraft record for the presence of FPM climb/descent data. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688. • (N) Traditional Raw Sample JetPlan – When this option is selected, the system builds a numerical model of cost as a function of Mach number for each flight segment. The Traditional Raw Sample JetPlan method is computationally expensive and sometimes diverges from actual FMS behavior, so use it only if the FPM climb/descent methods are not available for the aircraft. Climb Method (CM)

The Climb Method parameter allows you to define the climb performance method. NOTE Display of this information on the flight plan is format-dependent. For information, contact your Jeppesen account manager. NOTE To use the FPM methods, an FPM aircraft file must be available. You can check the generic aircraft record for the presence of this information. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688.

Input options: • (F) Cost Index: FMS Matching (FPM) – The system uses the FPM cost index method to calculate the optimal climb CAS for an aircraft with a FMC. The system computes climb using the FPM method with the optimal climb CAS. NOTE To use the (F) Cost Index: FMS Matching (FPM) method, both FPM climb/descent data and climb/descent cost index FMC data must be available for the aircraft. You can check the generic aircraft record for the presence of this data. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688.

• (G) Mach CAS Schedule (FPM) – The system uses the FPM climb method with speed schedule parameters. The system uses the climb profile parameters (if set) of the RALT, RIASC, MACHC and CASC parameters in the Customer Airport Fleet database (CAPFDB). If RALT and RIASC equal 0 (are not set) in the CAPFDB, the system defaults to 100 (10000FT) for RALT and 250 knots for RIASC for Boeing and Airbus aircraft. If the MACHC and the CASC parameters are not set in the CAPFDB, the system uses the climb CAS and the climb MACH speed in the aircraft performance database record. For example, the default AAA descent mode in the format MACH/CAS is 0.78/300. This information can be found in the generic aircraft record. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688. The system computes climb using the FPM method with climb profile.


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Table 26-4 Parameter Climb Method (continued) (CM) Descent Method (DM)

CADB Section: “Miscellaneous” Section (continued) Description • (N) Traditional Raw Sample JetPlan (FPM) – For an aircraft without an FMC, the system computes climb using the FPM method with the optimal climb calibrated airspeed (CAS). The Descent Method parameter allows you to define the descent performance method. NOTE Display of this information on the flight plan is format-dependent. For information, contact your Jeppesen account manager. NOTE To use the FPM methods, an FPM aircraft file must be available. You can check the generic aircraft record for the presence of this information. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688.

Input options: • (F) Cost Index: FMS Matching (FPM) – The system uses the FPM cost index method to calculate the optimal descent CAS for an aircraft with an FMC. The system computes descent using the FPM method with the optimal descent CAS. NOTE To use the (F) Cost Index: FMS Matching (FPM) option, both FPM climb/descent data and climb/descent cost index FMC data must be available for the aircraft. You can check the generic aircraft record for the presence of this data. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688.

• (G) Mach CAS Schedule (FPM) – The system uses the FPM descent method with speed schedule parameters. The system uses the descent profile parameters (if set) of the RALT, RIASD, MACHD and CASD parameters in the Customer Airport Fleet database (CAPFDB). If RALT and RIASD equal 0 (are not set) in the CAPFDB, the system defaults to 100 (10000FT) for RALT and 250 knots for RIASD for Boeing and Airbus aircraft. If the MACHD and the CASD parameters are not set in the CAPFDB, the system uses the descent CAS speed and the descent MACH speed in the aircraft performance database record. For example, the default AAA descent mode in the format MACH/CAS is 0.78/300. This information can be found in the generic aircraft record. See “Searching Generic Aircraft Records for FPM and OUTFLT Information” on page 688. The system computes descent using the FPM method with descent profile. • (N) Traditional Raw Sample JetPlan (FPM) – For an aircraft without an FMC, the system computes descent using the FPM method with the optimal descent calibrated airspeed (CAS).

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CADB Section: “Miscellaneous” Section (continued) Description

Climb/Descent Cost Index

Allows you to define the climb/descent cost index.

(CL)

NOTE Display of this information on the flight plan is format-dependent. For information, contact your Jeppesen account manager.

This parameter can be set to perform climb/descent cost index calculations using one of the following climb/descent cost index methods: (N) Traditional Raw Sample JetPlan or (F) Cost Index: FMS Matching (FPM). If either of these two climb/descent cost index methods is set, and the Climb/Descent Cost Index parameter is not set, the system reuses the cruise cost index value. ILS Category

NOTE Use of this parameter is limited to specific customers.

(PP)

NOTE The ILS Category parameter is different from the CAT III Approved parameter in the “Certified” section of the CADB.

This parameter allows you to specify the Instrument Landing System (ILS) approach category capability for the aircraft. Input options: • 1 – Approach category I • 2 – Approach category II • 3 – Approach category III Apply French Contingency Factor FK or FK=Y/N FK=Y

NOTE This parameter’s impact is limited to modifying contingency fuel calculations being done under the auspices of European fuel policy regulations. For information on using this parameter, contact your Jeppesen account manager.

When set to Yes, this parameter instructs JetPlan to calculate the flight plan in accordance with French fuel policy rules—specifically, applying a French KFactor method to allow for a small reduction in the contingency fuel calculation relative to the standard 3% or 5% methods normally used by European operations. The small reduction allowed is for the fuel amount needed to carry the contingency fuel to the destination. “K factor” is defined as the quotient of the takeoff weight divided by the landing weight. The allowable reduction is to divide the normal 3% or 5% contingency fuel by the K factor, which reduces the contingency fuel number by an appropriate amount. When set to No (the default), JetPlan applies the standard 3% or 5% contingency fuel calculations for EU-OPS flight plans. Input options: Yes/No


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CADB Parameters: “Modes” Section The “Modes” section contains speed setting parameters. They allow you to set default values for the various profiles of a flight. Table 26-5 CADB Record: “Modes” Section Parameter

Description

Default Climb

Allows you to set a secondary climb schedule as the default climb mode. If no value is entered, JetPlan uses the default climb schedule from the originating (generic) version of the aircraft. The input value is a valid JetPlan speed schedule for climb. Example: 340

(CB) CB or CB= ex. CB=340

Default Cruise (CR) Default Cruise CR or CR= ex. CR=M82

NOTE Ad hoc climb schedule inputs in the flight plan request overrides this parameter. For more information, see the “Cruise Mode Commands” chapter in the JetPlan User Manual. NOTE An ad hoc cruise mode input in the flight plan request overrides this parameter. For more information, see the “Cruise Mode Commands” chapter in the JetPlan User Manual.

The Default Cruise parameter allows you to set a cruise mode that JetPlan uses automatically for flight planning. If the Default Cruise parameter is not set, you must specify a cruise mode in the flight plan request. NOTE The input value is a valid JetPlan speed schedule for cruise. Example: M82.

Default Descent (DE) DE or DE= ex. DE=280

Lowest Cost Index Mach (LM) LM or LM=

Allows you to set a secondary descent schedule as the default descent mode. If no value is entered, JetPlan uses the default descent schedule from the originating (generic) version of the aircraft. The input value is a valid JetPlan speed schedule for descent. Example: 280 NOTE Ad hoc descent schedule inputs in the flight plan request overrides this parameter. For more information, see the “Cruise Mode Commands” chapter in the JetPlan User Manual.

This parameter sets the lower Mach speed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for the aircraft. Example: M76

ex. LM=M76

NOTE For more information, see the “ETD Commands” chapter in the JetPlan User Manual.

Default Reclear

Allows you to set a secondary cruise schedule as the default cruise mode on the reclear segment of a Reclear flight plan. The input value is a valid JetPlan speed schedule for cruise. Example: M88

(RC) RC or RC= ex. RC=M88 Fixed Operating Cost (OC) OC or OC=

This parameter allows you to specify a fixed operating cost (dollars/hour) for use with the JetPlan cost index functionality. The fixed operating cost is typically used to capture fixed maintenance costs per flight. Example: 200.

ex. OC=5200

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Table 26-5

CADB Record: “Modes” Section (continued)

Parameter

Description

Min RAT Cost Index

This parameter sets the lower cost index airspeed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid cost index number. Example: 010.

(CI1) CI1 or CI1= ex. CI1=010


Max RAT Cost Index

This parameter sets the upper cost index airspeed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid cost index number. Example: 1000



Default Cost Index

This parameter is the default cost index used in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid cost index number. Example: 100



Highest Cost Index Mach

This parameter sets the upper Mach speed limit in the Required Arrival Time – Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for the aircraft. Example: M88

(HM) HM or HM= ex. HM=M88


Auxiliary Cruise Aircraft (AX)

This parameter provides auxiliary fuel/time data for an alternative base aircraft type within the primary flight plan (re-optimizes the profile for the auxiliary cruise calculation).

AX or AX=

NOTE Contact your Jeppesen account manager for details.

CADB Parameters: “Cutoff Weight Tables” Section Cutoff weight tables (altitude capability tables) provide a way to limit altitude based on the perceived weight of the aircraft. The perceived weight corresponds to a physical barrier, such as maximum cruise thrust or buffet limits. It is the boundary of the flight envelope for a specific condition. Almost every aircraft in the JetPlan Aircraft Library has cutoff criteria loaded in the generic data records. One cutoff weight criterion is always set as the default (standard) cutoff weight.

NOTE You can activate any or all other cutoff criteria, but you can never deactivate the default criterion. It is set to always be available.


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By having several active criteria, you ensure against flight outside of the designed capabilities for the aircraft in any given situation. Table 26-6 Parameter

CADB Record: “Cutoff Weight Tables” Section

Description

NOTE In JetPlan.com, to display the Change Cutoff in Aircraft Record page and the “Cutoff Weight Tables” section in the Aircraft Record, select Print ALT Capability Table (CW) in the “Misc” section (see above).

Cutoff Wt Tables (1-9) (CW) CW1 or CW1= ex. CW1=Y To activate a table, enter CW#=Y, where # represents the number of the table, 1 through 9, you wish to affect. To deactivate a table, enter CW#=N.

This parameter allows you to apply flight level limitations to the aircraft based on specific flight conditions (altitude, temperature, and Mach number). There can be up to nine table settings per aircraft. To activate a table, click Y. To deactivate a table, click N. To return to the previous values before submitting your changes, click Reset. Then click Submit New Cutoff Table Values.

CADB Parameters: “Bracket Modes” Section NOTE At present, modifying the Bracket Modes section of the CADB is supported only in JetPlan, not JetPlan.com.

A “bracket mode” refers to the “bracketed” range of airspeeds applied to the cruise portion of a flight plan calculation (between TOC [Top of Climb] and TOD [Top of Descent]). When a specific cruise range is entered in the flight plan request, one which matches the data found in an activated bracket mode table, JetPlan applies the climb and descent airspeed schedules defined in that table to the flight plan calculation for those portions of the flight. Foregoing the use of bracket modes restricts JetPlan to using one of the following: 1) default climb and descent schedules defined in the aircraft’s generic data; 2) the climb and descent schedules defined as default in the CADB (the CB and DE parameters); or 3) the climb and descent schedules defined in the flight plan request on the Cruise Mode command line (ad hoc inputs).

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Bracket Modes are applied automatically when data exists and is activated in the “Bracket Modes” section of the CADB record. Table 26-7 Parameter

CADB Record: “Bracket Modes” Section

Description

NOTE You can display this section in the Aircraft Record in JetPlan.com by selecting Print Brackets in the “Misc” section (see above). Modifying this section is currently supported only in JetPlan, not JetPlan.com.

Bracket Mode Tables (BK 1-6) BK1 or BK1= ex. BK1=CI0,CI500,340,290

In JetPlan, this parameter allows you to apply specific climb and descent schedules based on a range (the bracket) of cruise speeds applied in the flight plan calculation. There can be up to six table settings per aircraft. NOTE This only works with cost index cruise modes.

CADB Parameters: “Mode Coupling” Section The Mode Coupling parameter is similar to the Bracket Modes parameter in that particular airspeeds for certain phases of flight are linked to cruise mode information. However, this parameter allows you to couple more phases of flight and to do it based on an individual cruise mode, not a cruise mode range. With the Mode Coupling parameter you can couple the climb, descent, alternate, takeoff alternate and hold phases of flight to a particular cruise mode. This feature can be applied to each cruise mode available, up to 20 in total. In JetPlan, mode coupling can be entered using one of two syntax formats: restricted and unrestricted. The restricted format is very rigid in the way you can enter information. You have to enter an input for each of the five flight phases and you must follow an exact order of entry. Any deviation results in an error or bad information. The syntactical order of the restricted mode coupling input is: CP=CRZ/CLB/DSC/ALT/TOALT/HLD NOTE The cruise mode you are coupling always precedes the entries for the other 5 phases of flight (for example, CP=LRC/climb/descent/alt/toalt/hold).

The restricted method does allow you to enter just the airspeeds for each flight phase without any identifying prefix. You must separate each phase of flight entry with a slash (/).


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Example: Explanation: For the cruise mode, LRC, invoke the following airspeeds in the flight plan calculation: 300 (climb), GDD (descent), LRC (alternate), LRC (takeoff alternate), and the LRC (hold). 01 OPTIONS AC,CHG,filename,CP=LRC/300/GDD/LRC/LRC/LRC

The unrestricted format is more flexible in methodology, though it does require you to prefix each input phase and you still need to separate each phase with a slash (/). Flight phase entries can be entered in any order, though the cruise mode entry must still be first. Not all phases must have an input value. If you omit a phase input, JetPlan relies on the default setting in the aircraft’s generic data record. CP=CRZ=[crzmode]/CLB=[clmbsched]/DSC=[dscntsched]/ALT=[crzmode]/TOALT =[crzmode]/HLD=[crzmode] NOTE The cruise mode you are coupling always precedes the entries for the other 5 phases of flight (for example, CP=CRZ=LRC/CLB=AAA/DSC=290/ALT=LRC). You can specify the cruise mode input without the CRZ= prefix (for example, CP=LRC/CLB=AAA/DSC=290/HLD=LRC).

Example: Explanation: For the cruise mode, M86, invoke the following airspeeds in the flight plan calculation: 320 for climb and LRC for alternate. All other flight phases continue to use the default airspeed settings from the aircraft’s generic data record. 01 OPTIONS AC,CHG,filename,CP=CRZ=M86/CLB=320/ALT=LRC

Using the unrestricted entry method, you can make changes to an individual phase without affecting the rest of the record. Example: Explanation: For the cruise mode, M86, change the climb airspeed setting from 320 to 340. All other flight phases continue to use their previous settings. 01 OPTIONS AC,CHG,filename,CP=M86/CLB=340

To delete a setting so that the aircraft’s generic (default) setting is used, enter the option, DEL, after the phase prefix.

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Example: Explanation: For the cruise mode, M86, delete the climb airspeed setting. This results in a climb airspeed of whatever is default in the aircraft’s generic data record. 01 OPTIONS AC,CHG,filename,CP=M86/CLB=DEL

To delete a mode coupling altogether, enter CP=DEL= followed by the cruise mode you wish to uncouple. In this case, all phases of flight revert to their default settings when the particular cruise mode is used in a flight plan. Example: Explanation: For the cruise mode, M86, delete or remove all couplings. 01 OPTIONS AC,CHG,filename,CP=DEL=M86


CADB Record: “Mode Coupling” Section Description

NOTE To see the “Bracket Modes” and the “Mode Coupling” sections in JetPlan.com, you must set the Print Bracket Modes parameter in the Miscellaneous section to Yes. Jeppesen has to load specific data in the generic version of an aircraft to make Mode Coupling a viable option. If your aircraft has this data, you can see the “Mode Coupling” section immediately after the “Bracket Modes” section in the Aircraft Record. To have the necessary data for Mode Coupling loaded in the generic version of your aircraft, contact your Jeppesen account manager.

Mode Coupling CP or CP= ex. CP=CRZ=LRC/CLB=300/ALT= M82


Allows you to link, or “couple,” specific airspeeds for climb, descent, alternate, takeoff alternate, and holding to a particular cruise mode. You can apply couplings to as many as 20 cruise modes per aircraft. To enter Mode Coupling information in JetPlan.com, first select a cruise mode from the Cruise drop-down list. Then select airspeeds for any of the other phases you want to couple to the cruise mode. If you omit a phase input, JetPlan relies on the default setting in the aircraft’s generic data record.

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CADB Parameters: “Tanker” Section The “Tanker” section contains parameters related to the Single-Leg Tankering feature. Table 26-9 Parameter

CADB Record: “Tanker” Section

Description

NOTE All of the parameters in the “Tanker” Section apply to JetPlan’s Single-Leg Tankering feature. See the “Payload, POD/POA, Weight, and Fuel Commands” in the JetPlan User Manual.

Tanker Fuel Index (TI) TI or TI= ex. TI=10.5

Applies to the Fuel Index method of the Single-Leg Tankering feature (TANK1 or TANK1X options). The TI parameter is a required element of this feature. It is a ratio that defines the relative price of fuel between two airports. The ratio expresses a point at which tankering is warranted—the cost of fuel is so much greater at the arrival airport compared to the departure airport that tankering fuel is cost effective to your operation. The input value given to the TI parameter must be determined by the customer. Example: 10.5

Tanker Currency (TC) TC or TC=

Allows you to define the type of monetary output data you to work with in a single-leg tankering plan calculation. The input value must be an ISO currency code. Example: JPY

ex. TC=JPY Tanker Threshold (TT) TT or TT= ex. TT=10000

Tanker Landing Weight (TL) TL or TL= ex. TL=620000

Tanker Fuel Maximum (TM) TM or TM=

Applies to the Fuel Cost method of the Single-Leg Tankering feature (TANK2 or TANK2X options). The TT parameter is an optional element of this feature. It defines a minimum monetary savings value at which tankering is warranted. The TT value needs to correspond with the TC value in this database. For example, if TT=30000 and TC=JPY, you have expressed a tanker threshold of ¥30,000.00. Allows you to set a limit to the landing weight when tankering is involved. Since the aircraft already has a Max Landing Weight value (LA parameter), the Tanker Landing Weight parameter is only used if you want to express a different value in the tankering situation. The input value can be expressed in pounds or kilograms, depending on your preferred unit of measure. Example: 620000 Allows you to set a limit to the amount of fuel tankered in the single-leg tankering plan calculation. The input value can be expressed in pounds or kilograms, depending on your preferred unit of measure. Example: TM=15000

ex. TM=15000 Tanker Fuel Capacity (TK) TK or TK=

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This field is used by certain external graphical user interfaces to JetPlan. There is currently no other associated functionality with this parameter. Value range: 0-FC.



CADB Parameters: “Equipment” Section The “Equipment” section of the CADB contains parameters that designate the types and quantities of hardware onboard the aircraft. Some of the parameters are used for Receiver Autonomous Integrity Monitoring (RAIM) prediction reports.

Overview of RAIM Prediction Report Parameters The “Equipment” section of the CADB record stores parameters that support requests for RAIM prediction reports. Using a front-end GUI application that interfaces with JetPlan, such as JetPlanner or Jeppesen Dispatch Control, you can plan your route of flight and submit a RAIM prediction request. The system then uses sophisticated algorithms to generate a prediction for the entire route, including the departure and arrival airports. Baro-aided outages are reflected as True or False within the RAIM report, to allow easy analysis of Baro-aided algorithm usage. You can also request RAIM prediction for reports for individual airports.

NOTE RAIM prediction reports are an additional fee service, and can be set up for RAIM only, or for RAIM and RNP permissions. Contact your Jeppesen account manager for fees, terms, and conditions.

You can request RAIM prediction reports for: • Airports associated with a flight plan • A set of airports not related to a flight plan • The route in a flight plan The following parameters in the CADB can be configured to support RAIM prediction reports: • GPS • RAIM GPS Algorithm • RAIM Mask Angle • Departure Required Navigation Performance • Enroute Required Navigation Performance


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• Arrival Required Navigation Performance For detailed information on how the CADB RAIM parameters are used in RAIM prediction report requests as well as how to submit the requests, see the user documentation for the applicable front-end flight planning product or contact your Jeppesen account manager.


CADB Record: “Equipment” Section

Description

NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.

HF Radios* (HR)

Enter the number of high frequency radios available in the aircraft. Default setting is zero (0).

HR or HR= ex. HR=2 GPS (GP)

Set this parameter to Yes if the aircraft has Global Positioning Satellite capability. The default setting is No.

GP or GP= ex. GP=Y VHF Radios* (VR)

Enter the number of very high frequency radios available in the aircraft. Default setting is zero (0).

VR or VR= ex. VR=2 OMEGA (OM)

Set this parameter to Yes if the aircraft has an OMEGA radio navigation system onboard. The default setting is No.

OM or OM= ex. OM=Y Dual ADF* (DA)

Set this parameter to Yes if the aircraft has a dual Automatic Direction Finder onboard. The default setting is No.

DA or DA= ex. DA=Y

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Table 26-10 Parameter RNAV (RE) RE or RE= ex. RE=T or RE=Y

CADB Record: “Equipment” Section (continued) Description

Set this parameter to indicate whether or not the aircraft has area navigation (RNAV) equipment onboard. This parameter must be set to Terminal and Enroute (or to Y in JetPlan) or Enroute Only to access RNAV routing. Input choices are: • Terminal and Enroute – Indicates the aircraft is capable of flying all RNAV segments, and essentially implies an RNP level of less than 1.0 (or even 0.3) and higher. • Enroute Only – Indicates the aircraft is capable of flying only Enroute RNAV segments and implies an RNP capability of 2.0 or higher. • None – Indicates the aircraft is not RNAV-equipped. • (Y)es – (JetPlan command-line only) Same as Terminal and Enroute. The functionality associated with these settings requires the NAVALERT preference to be set. When the NAVALERT preference is set, and RNAV is set to a value other than Terminal and Enroute, the system optimizes to avoid RNAV segments beyond the navigational capabilities of the aircraft. The RNAV segments checked are limited to (1) those specifically referenced in AC90-100A and (2) also published enroute RNAV points (such as Navigational Reference System points created for US High Altitude Redesign). If the optimizer cannot find such a route, then it fails the flight plan calculation and returns an error. If the user specifies a route that includes RNAV segments that exceed the RNAV capability of the aircraft, an alert is returned with the flight plan.

Dual INS* (DI)

Set this parameter to Yes if the aircraft has a dual Inertial Navigation System onboard. The default setting is No.

DI or DI= ex. DI=Y TCAS Equipped (TE) TE or TE= ex. TE=Y ex. TE=A Flight Management System (FM)

Set this parameter if the aircraft has a Traffic Collision Avoidance System onboard. The default setting is No. Setting this parameter to A (Always) inserts “RMK/TCAS EQUIPPED” in ICAO flight plans (Item 18). Setting this parameter to Y inserts “RMK/TCAS EQUIPPED” in ICAO flight plans (Item 18) that enter Canadian airspace only. Set this parameter to Yes if the aircraft has a Flight Management Computer onboard. The default setting is No.

FM or FM= ex. FM=Y


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Table 26-10 Parameter 8.33 KHz Communication (83) 83 or 83= ex. 83=Y ex. 83=N ex. 83=E ex. 83=P


Set this parameter to Yes if the aircraft is compliant with 8.33 KHz channel spacing requirement (in Europe). A Y character is inserted in Item 10a of the filing strip. Set this parameter to Exempt if the aircraft is exempt at this time. JetPlan inserts EXM833 in Item 18 COM/ of the filing strip and restricts altitude. Set this parameter to Permit if the aircraft is exempt, but you do not want the altitude restricted. JetPlan inserts EXM833 in Item 18 COM/ of the filing strip and does not restrict altitude. The default setting is No.

ACARS (AS)

Set this parameter to Yes if an Aircraft Communications Addressing and Reporting System (ACARS) is onboard the aircraft. The default setting is No.

AS or AS= ex. AS=Y FMS Type

Allows you to select the format type for ACARS uplink of data/information.

(FY)

The input choices are:

FY or FY=

• Blank – not set

ex. FY=UF

• AFIS – Honeywell (AH) • ARINC Direct (AD) • Litton (SF) • SATCOM (SC) • Sperry – Honeywell (HF) • Universal (UF) NOTE For more information, see the “Forward Plans and Messages” chapter in the JetPlan User Manual.

AGCS (AG)

Set this parameter to Yes if an Air to Ground Communication System (AGCS) is onboard the aircraft. The default setting is No.

AG or AG= ex. AG=Y NRS Capable (NR)

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Set this parameter to Yes if the aircraft’s navigational database has the Navigational Reference System (NRS) points for the FAA’s High Altitude Redesign (HAR) program. The default setting is No.



Table 26-10 Parameter RAIM GPS Algorithm (RM) RM or RM= ex. RM=FDE


Allows you to indicate the algorithm used by RAIM GPS Equipment, if present. This parameter is a necessary input for requests for a RAIM prediction report. This parameter defaults to FD if no other value is supplied and if the GPS parameter (GP) is set to Yes. Input choices are: • FD – Fault Detection • FDE – Fault Detection Exclusion • FD BARO – Fault Detection with Barometric Aiding • FDE BARO – Fault Detection Exclusion with Barometric Aiding NOTE This parameter must be populated if RAIM reports are required. Submitting a request for a RAIM report without this parameter results in an error.

RAIM Mask Angle (GM) GM or GM= ex. GM=-0.5

Departure Required Navigation Performance (DR) DR or DR= ex. DR=0.3 Enroute Required Navigation Performance (RR) RR or RR= ex. RR=0.3 Arrival Required Navigation Performance (AR) AR or AR= ex. AR=0.3

Allows you to enter the mask angle for the RAIM Global Positioning Satellite receiver, if present. The mask angle is included in requests for a RAIM prediction report. Range of input values: Increments of 0.5 from -0.5 to 20.0. Default setting is 0.0. NOTE This parameter must be populated if RAIM reports are required. Submitting a request for a RAIM report without this parameter results in an error.

Allows you to define the Departure Procedure RNP level. The RNP level is included in requests for a RAIM prediction report. Input choices are 0.3 and 1.0. Default setting is 0.0. NOTE This parameter must be populated if RAIM reports are required. Submitting a request for a RAIM report without this parameter results in an error.

Allows you to define the Enroute Procedure RNP level. The RNP level is included in requests for a RAIM prediction report. Input choices are 1.0 and 2.0. Default setting is 0.0. NOTE This parameter must be populated if RAIM reports are required. Submitting a request for a RAIM report without this parameter results in an error.

Allows you to define the Arrival Procedure RNP level. The RNP level is included in requests for a RAIM prediction report. Input choices are 0.3 and 1.0. Default setting is 0.0. NOTE This parameter must be populated if RAIM reports are required. Submitting a request for a RAIM report without this parameter results in an error.

(GR)

Allows you to enter the name of the GPS receiver in the aircraft. This field is informational only and supports no functionality in JetPlan.

GR or GR=

Input value: 8 characters maximum

GPS Receiver

ex. GR=xxxx


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CADB Parameters: “Certified” Section The “Certified” section contains parameters that flag the aircraft positively or negatively with regard to its use in various airspace regions and with certain airway structures. Table 26-11 Parameter

CADB Record: “Certified” Section

Description

NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.

Overwater Equipped*

When set to Yes, identifies the aircraft as certified for overwater flights.

(OW)

The OW parameter is used in conjunction with the Customer Route Constraint Database (CRCDB) to define routes that require aircraft to have certain characteristics—for example, to be overwater approved. If the selected customer aircraft does not possess all of the characteristics to fly a route as defined in the CRCDB, route constraint is automatically applied. See the “Route Constraint Database” chapter in the JetPlan User Manual.

OW or OW= ex. OW=Y

Input options: Yes/No NOTE The OW parameter is different from the Overwater Capability parameter (OA), which is used by JetPlan only when the Overwater Avoid (FP, OWATAA) or Overwater Alert (FP, OWATAN) flight plan option has been invoked. See “Overwater Capability” below. NOTE Both the Overwater Equipped (OW) and the Overwater Capability (OA) parameters can be overridden by the Overwater Restriction (OW) parameter in the MEL Database. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment Database” chapter in the JetPlan User Manual.

MNPS Equipped* (ME) ME or ME= ex. ME=Y

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When set to Yes, identifies the aircraft as certified for Minimum Navigation Performance Specification airspace, and JetPlan includes an “X” in Item 10 of the ICAO ATS plan. NOTE The application of degradations to RNAV equipment and to RVSM, RNP, and MNPS certifications in the MEL Database overrides the settings for these items in the CADB and removes their designators from the NAV/COM code in Item 10 of the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List” chapter in the JetPlan User Manual.



Table 26-11

CADB Record: “Certified” Section (continued)

Parameter

Description

RVSM Certified*

When set to Yes, identifies the aircraft as certified for Reduced Vertical Separation airspace. JetPlan allows use of this aircraft in flight plans with altitudes above FL280, and includes a “W” in Item 10a of the ICAO ATS plan.

(RV) RV or RV= ex. RV=Y ex. RV=E

When set to No, identifies the aircraft as not certified for Reduced Vertical Separation airspace. JetPlan limits use of this aircraft to flight plans with altitudes at or below FL280, and omits “W” from Item 10a of the ICAO ATS plan. When set to Exempt, JetPlan allows use of a non-RVSM certified aircraft in flight plans with altitudes above FL280, and adds STS/NONRVSM to Item 18 of the ICAO ATS plan. NOTE The application of degradations to RNAV equipment and to RVSM, RNP, and MNPS certifications in the MEL Database overrides the settings for these items in the CADB and removes their designators from the NAV/COM code in Item 10 of the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

RNP Certified (RP) RP or RP= ex. RP=Y

When set to Yes, this parameter identifies the aircraft as certified for Area Navigation (RNAV). NOTE See also the PBN Certified (I1) parameter. When the PBN Certified (I1) parameter is set to “Yes,” JetPlan inserts an “R” in Item 10a on the filing strip. See “CADB Parameters: “ICAO 2012 Certification and Equipment” Section” on page 749”. NOTE The application of degradations to RNAV equipment and to RVSM, RNP, and MNPS certifications in the MEL Database overrides the settings for these items in the CADB. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

CAT III Approved (C3) C3 or C3= ex. C3=Y

NOTE The CAT III Approved parameter is different from the ILS Category parameter in the “Miscellaneous” section of the CADB.

When set to Yes, this parameter identifies the aircraft as approved for Category III approaches.


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Table 26-11

CADB Record: “Certified” Section (continued)

Parameter

Description

Overwater Capability (OA)

Indicates the aircraft’s overwater certification. An aircraft can be certified for limited overwater or for full overwater operations. Certification implies certain capabilities and equipment types such as personal flotation devices, life rafts equipped with survival kits, and location transmitters.

(OA) OA or OA= ex. OA=L

Input options: • Full – Certification indicating capability to safely fly extended overwater operations in compliance with regulations. 162 nm is the standard full overwater boundary as measured from the nearest coastline or acceptable landmass. • Limited – Certification indicating capability to safely fly limited overwater operations in compliance with regulations. 100 nm is the standard full overwater boundary as measured from the nearest coastline or acceptable landmass. • None – The aircraft is not overwater-capable. This parameter is used by JetPlan only when the Overwater Avoid (FP, OWATAA) or Overwater Alert (FP, OWATAN) flight plan option has been invoked. For more information, see the “Option Commands” chapter in the JetPlan User Manual. NOTE The City Pair Database Overwater (OWI) parameter must be set to Yes for JetPlan to implement the OWATAA and OWATAN options. If the Overwater (OWI) parameter is set to No, JetPlan runs the flight plan but ignores the OWATAA and OWATAN options. See the Help topic for the City Pair Database on JetPlan.com for more information. NOTE Both the Overwater Equipped (OW) and the Overwater Capability (OA) parameters can be overridden by the Overwater Restriction (OW) parameter in the MEL Database. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

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CADB Parameters: “ATS Plan” Section The “ATS Plan” section contains parameters that provide information to ATC. Some of these parameters are entered automatically in the flight plan filing form. Table 26-12

CADB Record: “ATS Plan” Section

Parameter

Description

USA Equipment Suffix

NOTE This parameter applies to U.S. domestic filings. It is not used for ICAO 2012 filings.

(EQ) EQ or EQ= ex. EQ=I

Allows you to identify the aircraft’s special Nav/Com capabilities. The input value must be a single character entry using one of the following choices: A, B, C, D, E, F, G, I, M, N, P, R, T, U, X, Y, or W. Code designations can be found in the Aeronautical Information Manual, Section 5-1-8 (Flight Plan – IFR Flights).

Operator Required (OR) OR or OR=

When set to Yes, JetPlan includes the company name (from the Company Name parameter) after OPR/ in Item 18 of the ICAO plan. The default input value is No.

ex. OR=Y Emergency Radio (ER)

Allows you to identify the types of emergency radios available on the aircraft. You can select any or all of the following:

ER or ER=

• UHF

ex. ER=UVE

• VHF • ELT – Emergency locator transmitter

Company Name (CN)

Allows you to specify the company name. This parameter needs to be set if the OR parameter is set to Yes. The input value may not exceed 16 characters.

CN or CN= ex. CN=JEPPESEN Phone Number (PH)

Allows you to specify a phone number. The input value may not exceed 12 characters.

PH or PH= ex. PH=303-799-9090 Miscellaneous Information (MI)

Allows you to add any miscellaneous note. The input value may not exceed 16 characters.

MI or MI= ex. MI=ANYTHING


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Table 26-12

CADB Record: “ATS Plan” Section (continued)

Parameter

Description

Type of Flight

Allows you to identify the type of flight the aircraft typically performs. You can select one or more of the following characters:

(TF) TF or TF=

• N (non-scheduled)

ex. TF=S

• S (scheduled) • G (general aviation) • M (military) • X (Other)

Survival Equipment (SE)

Allows you to define the type of survival equipment carried on board the aircraft. You can select any or all of the following:

SE or SE=

• P (polar)

ex. SE=PM

• M (maritime) • D (desert) • J (jungle)

Selective (SELCAL) Call Code (SC) SC or SC=

Allows you to set the Selective Call code to the unique tones that identify the aircraft. The input value is a 4-character entry using the letters A to M (excluding the letter, I), P, Q, R, and S. The specific combination of letters is user determined. Example: AGJH

ex. SC=AGJH Life Jackets

Allows you to define the type of life jackets carried on board the aircraft.

(JA)

You can select any or all of the following:

JA or JA=

• Lighted

ex. JA=LF

• Fluorescent • UHF beacon • VHF beacon

Registration Number (RN)

Allows you to define the aircraft’s registration or tail number. The input value does not exceed 12 alphanumeric characters.

RN or RN= ex. RN=N123456 Number of Dinghies (DN) DN or DN=

Allows you to define the total number of dinghies carried on board the aircraft. The input value may not exceed 2 digits.You can also enter the number, 0, to signify no or none. This ensures a zero in the ICAO plan rather than a blank.

ex. DN=15 Aircraft Type (TY)

Allows you to specify the ATA code of the aircraft. The input value may not exceed 12 characters. Example: 747N

TY or TY= ex. TY=747N

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Table 26-12


Parameter

Description

Dinghy Capacity

Allows you to define the total capacity, in persons, of all dinghies carried on board the aircraft. The input value may not exceed 3 digits. You can also enter the number, 0, to signify no or none. This ensures a zero in the ICAO plan rather than a blank.

(DC) DC or DC= ex. DC=375 Aircraft Color (AC) AC or AC= ex. AC=WHITE RED Dinghy Cover Color (CC)

Allows you to specify the aircraft’s color markings. The input value may not exceed 16 characters. Example: AC=WHITE RED NOTE The display of the Aircraft Color parameter in the aircraft record is limited to 15 characters.

Allows you to specify the color of the dinghy covers. The input value may not exceed 16 characters.

CC or CC= ex. CC=YELLOW RED Persons on Board (OB) OB or OB=

Allows you to specify the total number of people boarded on the aircraft. The input value may not exceed a 3-digit number. You can also enter the code, TBN, to acknowledge that a number is yet To Be Named.

ex. OB=185 ex. OB=TBN Aircraft ICAO Code (KO) KO or KO= ex. KO=B744/H RVR Weather Minima (WX) WX or WX= ex. WX=500 Domestic Call Sign (DO) DO or DO= ex. DO=SSDOCS101

Allows you to specify the ICAO code of the aircraft. The KO parameter is optional. JetPlan automatically includes the default ICAO code and wake turbulence category in the ICAO plan. The input value may not exceed 8 characters. Example: B744/H Allows you to define the minimum runway visual range (in meters) for the aircraft before low visibility procedures become applicable. This parameter is used primarily in Europe and matches the lowest RVR value for which the aircraft/crew are rated. The input value may not exceed a 4-digit number. Allows you to specify the aircraft’s call sign. The DO parameter value appears in both the flight plan output and the filing. The input value may not exceed 12 characters. NOTE If a flight plan is filed with a call sign of 8 or more characters, the flight plan is rejected by ATC. NOTE The ad hoc call sign option, CS/xxxxxxx, overrides the DO parameter. See the “Option Commands” chapter in the JetPlan User Manual.

FAA Aircraft Type (FA) FA or FA=

This parameter is used when the FAA aircraft identifier differs from the ICAO identifier. For example, a Stage-3 Boeing 727 can have the ICAO identifier B722, but the FAA identifier is B72Q. Example: B72Q

ex. FA=B72Q


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Table 26-12


Parameter

Description

Other Equipment

IMPORTANT Do not enter ICAO 2012 Item 18 PBN/ or Item 18 RMK/ information in the Other Equipment (OE) parameter. See “CADB Parameters: “ICAO 2012 Certification and Equipment” Section” on page 749.

(OE) OE or OE=

When populated, this parameter adds the specified text to Item 18 preceded by the indicator NAV/ and inserts “Z” into Item 10a on the filing strip. Example: (FPL-COOPAIR-IG -GLF4/M-SXDGHIWZY/S -KSFO0000 -N0455F450 DCT OAK DCT EHF J65 BLH DCT GBN J50 ELP J86 FST CSI1 -KSAT0240 -EET/KZLA0026 KZAB0103 KZHU0213 SEL/FDLF DAT/S NAV/RNAV1 RNAV5 RNP5 RMK/AGCS EQUIPPED)

Input values: Plain text entries up to 80 characters.

CADB Parameters: “ETP” Section The “ETP” section is a sub-database that contains parameters for the application of equaltime-point diversions. This information is applicable to basic ETP, ETOPS, and Overwater Driftdown calculations.

NOTE The aircraft selected as well as customer preference settings determine which ETP parameters are available for use.

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CADB Record: “ETP” Section

Description

NOTE When setting ETP parameter values in command-line mode, you must use an equal sign (=) between the parameter and the value when the parameter code ends with a number (for example, EC1=330, ECA2=290, and so on). Otherwise, you can use either method.

Non-emergency ETP True Airspeed

Scenario: All-engine, pressurized

NA or NA=

(Optional). Used in conjunction with the NF parameter, the NA parameter allows you to define a true airspeed constant for an all-engine, pressurized (high-level) ETP calculation.

ex. NA=420

The input value is a 3-digit true air speed entry, in knots.

(NA)

NOTE This parameter overrides the EA parameter. Set a parameter value only if you do not want ETP calculations performed in a depressurized, low-level scenario. NOTE For overwater driftdown flight plans (DRFT or DRFTX options), an aircraft with the NA and NF parameters set produces ETP data in the ETP summary (usually at the top of the flight plan) based on these non-emergency settings. However, the ETP data in the Driftdown summary (usually at the end of the flight plan) is based on other settings, specifically, the parameters for allengine, one engine-out, and two engine-out calculations (the EA, EA1 or EA2 parameters).

Non-emergency ETP Flight Level

Scenario: All-engine, pressurized

(NF)

(Optional). Used in conjunction with the NA parameter, the NF parameter provides a flight level constant for a pressurized, high-level ETP calculation.

NF or NF=

The input value is a 3-digit altitude entry, in hundreds of feet. Example: 350

ex. NF=350

NOTE A millibar entry is unavailable with this scenario.

ETP Cruise Mode


(EC)

The EC parameter allows you to set the cruising speed of the aircraft for the divert portion of an all-engine, low-level ETOPS or Driftdown flight plan based on cruise table data. If the EC parameter is not set, the system defaults to using the LRC cruise mode. If EC is set, it must be equal to LRC or a Mach number between the primary Mach number cruise modes that exist for the aircraft.

EC or EC= ex. EC=LRC

Set this parameter only if LRC is not preferred. The input value is a 3-character cruise mode or true airspeed entry. NOTE If EC is set with a Mach number outside the range of those listed for the aircraft type, an error occurs. NOTE The aircraft’s generic record must include cruise table data for ETOPS and Driftdown. Additional table data can be loaded in the generic record upon request.

See the “Cruise Mode Commands” chapter in the JetPlan User Manual for more information on cruise modes.


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Table 26-13

CADB Record: “ETP” Section (continued)

Parameter

Description

ETP Cruise Mode (Anti-Ice On)


(ECA) ECA or ECA= ex. ECA=330

See EC parameter. The ECA parameter setting considers the application of antiice procedures. NOTE The aircraft’s generic record must include cruise table data for ETOPS and Driftdown. Additional table data can be loaded in the generic record upon request. NOTE

ETP Cruise Mode (Anti-Ice Off) (ECN) ECN or ECN= ex. ECN=340

Use of this parameter is limited to specific customers.

Scenario: All-engine, depressurized See EC parameter. NOTE The aircraft’s generic record must include cruise table data for ETOPS and Driftdown. Additional table data can be loaded in the generic record upon request. NOTE

Use of this parameter is limited to specific customers.

ETP True Airspeed


(EA)

The EA parameter allows you to set a true airspeed constant for the ETP calculation for the divert portion of an all-engine, low-level ETP flight plan. Since ETP calculations are performed for ETOPS and Driftdown flight plans, the EA parameter is also the standard by which those calculations occur.

EA or EA= ex. EA=400

The input value is a 3-digit true airspeed entry, in knots. NOTE The NA parameter overrides this parameter when set. This is for basic ETP position, but not for overwater driftdown and ETOPS.

Entry/Exit True Airspeed (NX)

This is a true airspeed constant parameter used to determine ETOPS entry and exit points. Example: 450.

NX or NX= ex. NX=450 ETP Depressurized Flight Level (All Eng, 1LE) x 100 Feet (EF) or Millibars (EM) EM or EM= EF or EF= ex. EM=700 ex. EF=140

Scenario: All-engine, depressurized The EM or EF parameter allows you to set a flight level for the divert portion of an all-engine, low-level ETP, ETOPS or Driftdown flight plan. These parameters act as both the cruise flight level and the wind data extraction level for the ETP calculation. You have the choice of how the parameter value is entered. If you want to enter an altitude as you would a flight level, select the EF parameter. The input value is a 3-digit entry, in hundreds of feet (for example, 140 = 14,000 ft). The use of the EF parameter allows for any flight level the aircraft can fly. Example: EF=140 If you want to enter an altitude in millibars, select the EM parameter. The input value must be one of the following millibar levels: 200, 250, 300, 400, 500, 550, 600, 650, 700, 750, 800, 850.Example: EM=700 The EF and EM parameters are mutually exclusive.

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Table 26-13


Parameter

Description

ETP Available Oxygen Time


(OX)

The ETP Available Oxygen Time parameter is used for Driftdown flight plans (DRFT or DRFTX options). This parameter allows you to indicate the time in minutes that oxygen is available for use after depressurization occurs. While oxygen is available, the aircraft can cruise at a higher altitude (and therefore burn less fuel) until the oxygen runs out, at which point, a descent to 10,000 feet can occur.

OX or OX=

Use this parameter in conjunction with the ETP Decompressed Cruise Altitude parameter (OF or OL), which allows you to indicate the flight level at which to fly while depressurized and using oxygen (see below). For example, the following settings indicate that the aircraft has 60 minutes of available oxygen and can cruise depressurized at 25,000 feet: OX=60, OF=250. Setting the OX parameter to 0 (the default) disables this feature and renders the OF/OL parameter inert. Input value: Time in minutes; default is zero. NOTE Output of this information on a flight plan is format-dependent.

ETP Decompressed Cruise Altitude x100 Feet (OF) or Millibars (OL)

Scenario: All-engine, depressurized The ETP Decompressed Cruise Altitude parameter is used for Driftdown flight plans (DRFT or DRFTX options). It allows you to indicate the flight level at which the aircraft can cruise while depressurized and using oxygen. Set this value only when ETP Available Oxygen Time (OX) is set to a positive value (see above). The OX parameter indicates the number of minutes that oxygen is available for use after depressurization occurs. When the OX parameter is set to 0 (the default), the OF/OL parameter value is inert. The input value for OF is a 3-digit entry, in hundreds of feet (for example, 140 = 14,000 ft). OL is the flight level in millibars. The input value must be one of the following millibar levels: 200, 250, 300, 400, 500, 550, 600, 650, 700, 750, 800, 850. The OF and OL parameters are mutually exclusive. NOTE Output of this information on a flight plan is format-dependent.

ETP Hold Time


(EH)

Provides a reserve fuel that is used in the ETP worst case (critical) fuel calculation for the all-engine, low-level scenario.

or ETP Reserve Fuel (EX) EH or EH= EX or EX= ex. EH=15 ex. EX=2500

The EH parameter allows you to set a hold time for the purpose of providing a reserve fuel. The input value is a 1 to 3-digit time entry, in minutes. Example: EH=15 The EX parameter allows you to set a specific amount of reserve fuel. The input value is a 1 to 6-digit fuel entry, in pounds or kilograms. Example: EX=2500 NOTE The EH and EX parameters are mutually exclusive. You can use one or the other but not both.


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Table 26-13


Parameter

Description

ETP 1LE Cruise Mode

Scenario: One engine-out, pressurized/depressurized

(EC1)

The EC1 parameter is similar to the EC parameter except that it applies to the one-engine-out calculation. For ETOPS, this is a depressurized scenario. For Driftdown, it is the highest one-engine-out altitude attainable.

EC1= ex. EC1=330 ex. EC1=M76

If EC1 is not set, the system defaults to using the 1LE cruise mode. If EC1 is set, it must be equal to one of the auxiliary cruise modes that exist for the aircraft. Set this parameter only if 1LE is not preferred. The input value is a 3-character entry specifying an auxiliary cruise mode. Examples: 330 or M76. NOTE If EC1 is set to a value other than one of the auxiliary cruise modes listed for the aircraft type, an error occurs. NOTE The aircraft’s generic record must include cruise table data for ETOPS and Driftdown. Long Range Cruise (LRC) data for one engine-out (1LE) and two engine-out (2LE) scenarios is loaded in the generic record as appropriate for the aircraft type. Additional table data can be loaded in the generic record upon request.

ETP 1LE Cruise Mode (Anti-Ice On)


(ECA1)

See ECA parameter. Typically, the default airspeed is 1LE (one less engine LRC). Change this parameter only if 1LE is not preferred. Example: 290

ex. ECA1=290


ETP 1LE Cruise Mode (Anti-Ice Off)


(ECN1)

See ECN parameter. Typically, the default airspeed is 1LE (one less engine LRC). Change this parameter only if 1LE is not preferred. Example: 310

ECN1=


ex. ECN1=310 ETP 1LE Descent (Anti-Ice On)


EDA1=

Allows you to set a descent airspeed for one engine-out, low-level, anti-ice on scenario. Typically, the default airspeed is 1LE (one less engine LRC). Change this parameter only if 1LE is not preferred.

ex. EDA1=290

The input value is a 3-digit cruise mode or true airspeed entry, in knots.

(EDA1)

NOTE The aircraft’s generic record must include descent table data for ETOPS and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft type. Additional table data can be loaded in the generic record upon request.

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Table 26-13


Parameter

Description

ETP 1LE Descent (Anti-Ice Off)


EDN1=

Allows you to set a descent airspeed for one engine-out, low-level, anti-ice off scenario. Typically, the default airspeed is 1LE (one less engine LRC). Change this parameter only if 1LE is not preferred.

ex. EDN1=290

The input value is a 3-digit cruise mode or true airspeed entry, in knots.

(EDN1)

NOTE The aircraft’s generic record must include descent table data for ETOPS and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft type. Additional table data can be loaded in the generic record upon request. NOTE Use of this parameter is limited to specific customers.

ETP 1LE True Airspeed

Scenario: One engine-out

(EA1) EA1=

Similar to EA parameter except that it is a one-engine-out true airspeed constant.

ex. EA1=390

The input value is a 3-digit true air speed entry, in knots.

ETP 1LE Pressurized Flight Level

Scenario: One engine-out

x 100 Feet (EF1)

Similar to EF and EM parameters except that it is applicable to the one engineout, ETP calculations (Driftdown). Example: EF1=120 or EM1=300

or Millibars (EM1) EF1= EM1= ex. EF1=120 ex. EM1=300 ETP 1LE Hold Time


(EH1)

Similar to EH and EX parameters except that it is applicable to the one engineout, low-level scenario (Driftdown). Example: EH1=120 or EX1=2250

or ETP 1LE Reserve Fuel (EX1) EH1= EX1= ex. EH1=12 ex. EX1=2250


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Table 26-13


Parameter

Description

ETP 2LE Cruise Mode

Scenario: Two engine-out

(EC2)

The EC2 is similar to the EC parameter except that it applies to two-engine-out calculations. It is used only for driftdown and only for the highest two-engineout altitude attainable. Typically, the default airspeed is 2LE (two less engine LRC). Change this parameter only if 2LE is not preferred. Example: EC2=330 or EC2=M76.

EC2= ex. EC2=330 ex. EC2=M76

NOTE The aircraft’s generic record must include cruise table data for ETOPS and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft type. Additional table data can be loaded in the generic record upon request.

ETP 2LE Cruise Mode (Anti-Ice On)


(ECA2)

See ECA parameter.Typically, the default airspeed is 2LE (two less engine LRC). Change this parameter only if 2LE is not preferred. Example: 290

ECA2=


ex. ECA2=290 ETP 2LE Cruise Mode (Anti-Ice Off)


(ECN2)

See ECN parameter. Typically, the default airspeed is 2LE (two less engine LRC). Change this parameter only if 2LE is not preferred. Example: 310

ECN2=


ex. ECN2=310 ETP 2LE Descent (Anti-Ice On)


(EDA2)

See EDA1 parameter. Typically, the default airspeed is 2LE (two less engine LRC). Change this parameter only if 2LE is not preferred. Example: 290

EDA2=

NOTE This parameter is limited to specific customers

ex. EDA2=290 ETP 2LE Descent (Anti-Ice Off)


(EDN2)

See EDN1 parameter. Typically, the default airspeed is 2LE (two less engine LRC). Change this parameter only if 2LE is not preferred. Example: 290

EDN2=


ex. EDN2=290 ETP 2LE True Airspeed


(EA2)

Similar to EA parameter except that it is a two-engine-out true airspeed constant. Example: 390

EA2= ex. EA2=390

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Table 26-13


Parameter

Description

ETP 2LE Millibars


(EM2) or

Similar to EM and EF parameters except that it is applicable to the two engineout, low-level scenario (Driftdown).

ETP 2LE Flight Level

Example: EM2=500 or EF2=100

(EF2) EM2= EF2= ex. EM2=500 ex. EF2=100 ETP 2LE Hold Time


(EH2) or

Similar to EH and EX parameters except that it is applicable to the two engineout scenario (Driftdown).

ETP 2LE Reserve Fuel

Example: EH2=20 or EX2=2800

(EX2) EH2= EX2= ex. EH2=20 ex. EX2=2800 Medical ETP Hold Time (EH3) or Medical ETP Reserve Fuel (EX3)

Scenario: All-engine, pressurized Similar to the EH and EX parameter in that it provides a reserve fuel, which is used in the ETP worst case fuel calculation. However, this parameter is tied to the NA/NF parameters, which are used in an all-engine, high-level ETP plan. Example: EX3=3000

EH3= EX3= ex. EX3=3000

CADB Parameters: “ETOPS” Section The ETOPS section within the CADB allows you to control and modify the relevant performance criteria used in the ETOPS flight plan calculation.

NOTE The database must be activated before any of your parameter values become applicable in a flight plan. To activate the ETOPS Database, set the EP parameter in the “Miscellaneous” section of the CADB to (Y)es.


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If the ETOPS Database is not activated, the analysis calculations become limited to generic performance factors or whatever methodology is tied to your User ID or format. If your aircraft has no generic ETOPS information, then you receive no ETOPS analysis, whether the option is turned on or not. Once the ETOPS Database is populated (and activated), your inputs override any stored data found in your aircraft’s generic data file. The parameters in the ETOPS section include flags and factors. Simply put, the flag turns a feature on or off, and the factor says what to do when it is turned on. The value given to a flag or factor is coded information. A factor is the formula used in an ETOPS calculation. A flag activates a particular factor and specifies the situation in which it is applied. Although some factors are fixed values that do not need the activation of a flag, most have a corresponding flag. For example, if the anti-ice flag is activated, the corresponding anti-ice factor is calculated—for example, .05 x (cruise fuel + descent fuel + hold fuel). The following tables list the CADB ETOPS parameters and the flags and factors that affect them.

NOTE See the ETOPS User’s Guide for more information on these parameters. Click the User Manuals link on the JetPlan.com home page to access the ETOPS User’s Guide and other manuals. For information on ETOPS II, contact your Jeppesen account manager.


Description

Use ETOPS

When set to Yes, JetPlan calculates ETOPS performance data based on the parameter settings in the “ETOPS” section of the CADB. Otherwise, calculations are based on the generic aircraft information or hard-coded ETOPS methodology tied to a specific format. The default input value is No.

(ED) ED or ED= ex. ED=Y

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CADB Record: “ETOPS” Section



Table 26-14

CADB Record: “ETOPS” Section (continued)

Parameter

Description

Cruise Mode Begin Flag

NOTE In ETOPS II plans only, this parameter has been replaced by the Scenario Options parameters in the Flight Brief Database. See the “Flight Brief Database” chapter in the JetPlan User Manual or the “Flight Brief Database” Help topic on JetPlan.com.

(CS) CS or CS= ex. CS=1

Must be used in combination with the CE flag. Together, CS and CE allow you to specify which of the ETOPS critical fuel scenarios the system computes: AllEngine Depressurized or Engine-out Depressurized or both. The CE and CS parameters must be set to either 1 or 2, or an error occurs. Set the CS and CE parameters in the following manner to include the specific cruise modes in the ETOPS calculation: • CS=1 and CE=2 – Applies All-Engine Depressurized and Engine-out Depressurized • CS=1 and CE=1 – Applies All-Engine Depressurized only • CS=2 and CE=2 – Applies Engine-out Depressurized only

Cruise Mode End Flag (CE) CE or CE= ex. CE=2

NOTE In ETOPS II plans only, this parameter has been replaced by the Scenario Options parameters in the Flight Brief Database. See the “Flight Brief Database” chapter in the JetPlan User Manual or the “Flight Brief Database” Help topic on JetPlan.com.

Must be used in combination with the Cruise Mode Begin (CS) flag. Together, CS and CE allow you to specify which of the ETOPS critical fuel scenarios the system computes: All-Engine Depressurized or Engine-out Depressurized or both. The CE and CS parameters must be set to either 1 or 2, or an error occurs. See the Cruise Mode Begin Flag (CS) above for examples of how to set the CS and CE parameters.

ETOP Approval Time (ET) ET or ET=

Allows you to specify the aircraft’s approved ETOPS duration time. It can also be used as an EU-OPS compliance parameter. The input value must be a time entry, in minutes (up to 3 digits). Example: 180

ex. ET=180 Icing TEMP Threshold (IT) IT or IT= ex. IT=-3

Allows you to specify a temperature that defines the threshold where anti-ice performance calculations begin in an ETOPS flight plan. Example: -3 When temperatures encountered in the flight plan are at or above the IT value, anti-ice calculations are applied (if defined). When temperatures dip below the IT value, ice drag calculations are applied (if defined). To calculate both AI and ID, set AI=5CEI (percentage) or 1CEI (whole number). NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based Icing Penalty parameter in the Flight Brief Database is set to On. For more information, see the Flight Brief Database Help topic on JetPlan.com.


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Table 26-14


Parameter

Description

Ice Drag Flag

Defines the application of the ice drag factor. The flag input value depends on how you want to apply the ice drag factor.

(ID) ID or ID= ex. ID=1CEI

Input value: Up to five alphanumeric characters. Enter the predefined flag code followed by the situation code(s). Example: 1CEI NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based Icing Penalty parameter in the Flight Brief Database is set to On. For more information, see the Flight Brief Database Help topic on JetPlan.com.

Anti-Ice Flag (AI) AI or AI= ex. AI=1CEN

Defines the application of the anti-ice factor (the formula defined by the AL or AE parameter). The flag input value depends on how you want to apply the anti-ice factor. • 1 = whole number • 5 = percentage Input value: Up to five alphanumeric characters. Enter the predefined flag code followed by the situation code(s). Example: 1CEN NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based Icing Penalty parameter in the Flight Brief Database is set to On. For more information, see the Flight Brief Database Help topic on JetPlan.com.

Ice Drag LRC Factor


(IL)

Defines the calculation used to determine the fuel calculation for ice drag in an all-engine, low-level ETOPS plan.

IL or IL= ex. IL=P1600CDHM

The factor input value depends on how you want to calculate ice drag fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1600CDHM

Anti-Ice LRC Factor


(AL)

Defines the calculation used to determine the fuel calculation for anti-ice operations in an all-engine, low-level ETOPS plan.

AL or AL= ex. AL=P1000CDHM

The factor input value depends on how you want to calculate anti-ice fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1000CDHM

Ice Drag 1LE Factor


(IE)

Defines the calculation used to determine the fuel calculation for ice drag in a one engine-out, low-level ETOPS plan.

IE or IE= ex. IE=P1700CDHM

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The factor input value depends on how you want to calculate ice drag fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1700CDHM



Table 26-14


Parameter

Description

Anti-Ice 1LE Factor


(AE)

Defines the calculation used to determine the fuel calculation for anti-ice operations in a one engine-out, low-level ETOPS plan.

AE or AE= ex. AE=P1200CDHM

The factor input value depends on how you want to calculate anti-ice fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1200CDHM

Ice Drag 1LE Pressurized (Factor)

NOTE This parameter is used only with ETOPS II flight plan options. Contact your Jeppesen account manager for more information.

(IEP)

Scenario: One engine-out, pressurized Defines the calculation used to determine the fuel calculation for ice drag in a one engine-out, low-level ETOPS plan. The factor input value depends on how you want to calculate ice drag fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1700CDHM

Anti-Ice 1LE Pressurized (AEP)


Scenario: One engine-out, pressurized Defines the calculation used to determine the fuel calculation for anti-ice operations in a one engine-out, low-level ETOPS plan. The factor input value depends on how you want to calculate anti-ice fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1200CDHM Conservatism Flag (CF) CF or CF= ex. CF=2CE Conservatism Time (TV) TV or TV= ex. TV=120 Conservatism Factor (CV) CV or CV= ex. CV=P1000CDHM Time Conservatism Factor (TR) TR or TR=

Defines the application of the conservatism factor (the formula defined by the CV parameter). The flag input value depends on how you want to apply the conservatism factor. Enter the predefined flag code followed by the situational code(s). Example: 2CE Allows you to define the critical time for the ETOPS area. The value is used in the conservatism fuel calculation and can be applied to the APU burn calculation as well. Format specific. The input value is a time entry, in minutes. Example: 120 Defines the formula used to determine the fuel calculation for conservatism in an ETOPS plan. The factor input value depends on how you want to calculate conservatism fuel. Enter an actual fuel burn value or percentage rate followed by the application code(s). Example: P1000CDHM Defines the formula used in the conservatism time calculation. Format specific. The factor input value depends on how you want to calculate conservatism time. Example: P1000CDAI

ex. TR=P1000CDAI


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Table 26-14


Parameter

Description

Cruise Distance Flag

Defines the application of the cruise distance factor (the formula defined by the CD parameter). The flag input value depends on how you want to apply the cruise distance factor. Enter the predefined flag code followed by the initial descent distance. Example: 1D20

(CZ) CZ or CZ= ex. CZ=1D20 Missed Approach Flag (ML) ML or ML= ex. ML=1 Cruise Distance Factor (CD) CD or CD= ex. CD=20CD Missed Approach Burn (MB)

Defines the application of the missed approach (MAP) fuel burn. The flag input value is either 1 or 0, with 1 activating the missed approach burn factor (MB). Example: 1 In JetPlan.com, the input value is On or Off. Allows the inclusion of additional mileage to the cruise distance calculations. The factor input value depends on how you want to calculate cruise distance. Enter a distance (nm) to be added, followed by other inclusion code(s). Example: 20CD Allows you to specify a missed approach fuel burn amount. The input value is an amount of fuel, in pounds or kilograms. Example: 2500

MB or MB= ex. MB=2500 Auxiliary Power Unit Flag (AP) AP or AP=

Defines the application of the auxiliary power unit (APU) fuel burn. The flag input value depends on how you want to apply the APU burn factor (AU). Enter the predefined flag code followed by the situation code(s). Example: 1CE

ex. AP=1CE (HL)

Defines the application of the hold fuel burn. In JetPlan.com, when this option is selected, the Hold Burn text box appears.

HL=1 (Time in minutes)

JetPlan.com input options:

Hold Flag

HL=2 (Fuel in pounds or kilograms)

• Time – Set hold burn to a time value in minutes.

HL=0 (Ignore)

• Ignore – Ignore any hold burn value

Hold Burn Factor (HB) HB or HB= ex. HB=15

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• Fuel – Set hold burn to a fuel amount value in pounds or kilograms Defines the time or fuel amount applied to the hold fuel calculation. In JetPlan.com, the Hold Burn text box appears when the Hold Flag option is selected. Depending on the selected hold flag value, the factor input value is either a time entry in minutes, or a fuel amount in pounds or kilograms. Example: 15



Table 26-14


Parameter

Description

APU Loaded Depressurized

NOTE This parameter is not used with ETOPS II flight plan options. For ETOPS II, see the APU Loaded Pressurized (Driftdown) parameter (AY) below. Contact your Jeppesen account manager for more information.

(AU) AU or AU= ex. AU=320CDH

This parameter is used to calculate the Engine-Out Depressurized critical fuel scenario. This parameter is populated with the loaded APU burn rate at FL100. The burn rate is a percent or pounds/kilograms per hour value. Input values: The burn rate in percent or in lbs/kgs hour. Enter a percentage multiplier or an integer followed by the divert special flag code(s). Up to 16 alphanumeric characters are allowed. Example: 380CDH

APU Unloaded Depressurized (AZ)


This parameter is used to calculate the All Engine Depressurized critical fuel scenario for aircraft that do not require the APU to be running while in ETOPS airspace. This parameter is populated with the unloaded APU burn rate at FL100. The burn rate is a percent or pounds/kilograms per hour value. Input values: The burn rate in percent or in lbs/kgs hour. Enter a percentage multiplier or an integer followed by the divert special flag code(s). Example: 380CDH ISA Deviation Flag (IS) IS or IS=

Defines the application of the ISA deviation fuel burn. The flag input value depends on how you want to apply the ISA deviation burn factor (IB). Enter the predefined flag code followed by the situation code(s). Example: 1CE

ex. IS=1CE APU Loaded Pressurized (Driftdown)


(AY)

This parameter is used to calculate the Engine Out Pressurized and Engine-Out Depressurized critical fuel scenario for aircraft that require the APU to be running while in ETOPS airspace. This parameter is populated with the loaded burn rate of the APU at a nominal driftdown flight level. The burn rate is a percent or pounds/kilograms per hour value. Input value: The burn rate in percent or in lbs/kgs hour. Enter percentage multiplier or an integer or followed by the divert special flag code(s). Up to 16 alphanumeric characters are allowed.

ISA Deviation Burn Factor (IB) IB or IB= ex. IB=P300CDHM Early Arrival TAS (ES1) ES1 or ES1= ex. ES1=465

Defines the formula used to determine the fuel calculation for ISA deviation. The factor input value depends on how you want to calculate ISA deviation fuel. Enter an integer or percentage multiplier followed by the divert phase of flight code(s). Example: P300CDHM Allows you to define the airspeed used in the Earliest Arrival Time calculation. The calculation applies to the determination of the forward divert (ETP) airport’s weather suitability. Example: 465 NOTE Use of this parameter is limited to specific customers.


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Table 26-14


Parameter

Description

Late Arrival TAS

Allows you to define the airspeed used in the Latest Arrival Time calculation. The calculation applies to the determination of the backward divert (ETP) airport’s weather suitability. Example: 363

(ES2) ES2 or ES2= ex. ES2=363


Early Arrival FLT LVL

Allows you to define a fast speed altitude that corresponds to the Early Arrival TAS and allows for more accurate weather sampling.

(ESA1)

Default value: 100 Late Arrival FLT LVL (ESA2)

Allows you to define a slow speed altitude that corresponds to the Late Arrival TAS and allows for more accurate weather sampling. Default value: 100

Cargo Fire Suppression Time Limit


(FS)

Allows you to specify the amount of cargo fire suppression time that is used by JetPlan to compute the time limited system compliance times for ETOPS flights greater than 180 minutes.

Other Most Time-Limiting System Limit


(OS)

Allows you to specify the amount of fire suppression time other than cargo fire suppression that is used by JetPlan to compute the time limited system compliance times for ETOPS flights greater than 180 minutes.

Divert Time Flag

Defines the flight segments from which diversion time is determined. The flag input value depends on how you want to calculate divert time. Enter the predefined flag code followed by the situational code(s). Example: 1CDH

(DV) DV or DV= ex. DV=1CDH (PF)

Allows you to apply a performance bias when Hold and Missed Approach fuels are calculated. The input value is 1 (on) or 2 (off). Example: 1

PF or PF=

In JetPlan.com, the input value is On or Off.

ex. PF=1


Performance Bias Flag

ETOPS Flag and Factor Codes The following tables list the flag and factor codes you use with the ETOPS parameters. Flag codes can be entered in various combinations, depending on the type of performance factors you want to affect. The first set of flag codes are the “activation” codes, which basically instruct JetPlan to turn “on” or “off” the particular ETOPS control parameter. The second set of flag codes are the “situation” codes, which instruct JetPlan to apply the factor formula when

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a particular situation exists (for example—apply the formula during the LRC segment of the ETOPS calculation, or apply when icing is present). Lastly, there are some special codes that apply only to particular controls. All of the flag codes are shown in the tables below.

ETOPS Activation Flag Codes The following activation flag codes instruct JetPlan to turn “on” or “off” a particular ETOPS control parameter. Table 26-15

ETOPS Activation Flag Code

Code

Definition

0 (off)

This code implies no application; this feature is turned “off.” For example, if the Ice Drag Flag is set to 0, no fuel burn computations are performed for this particular control parameter, whether you have a formula stored in the Ice Drag Factor parameter or not.

1 (on)

This code is used if you want to activate the corresponding factor (formula). For example, if the Cruise Flag is set to 1, then the corresponding Cruise Factor is calculated and added to the ETOPS analysis. When a flag is turned “on”, the calculation made depends on the formula you set in the corresponding factor field. NOTE The following are special applications of the flag code 1: - A Hold Flag set to 1 indicates that the Hold Value is a time entry. - An ISA Flag set to 1 instructs JetPlan to add the ISA deviation burn (factor) for every 10 degrees of temperature increase above Standard ISA temperature.

2 (on)

The flag code 2 applies only to certain controls. A Hold Flag set to 2 indicates that the Hold Value is a weight entry. An ISA Flag set to 2 instructs JetPlan to add the ISA deviation burn (factor) for every 5 degrees of temperature increase above Standard ISA temperature.


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ETOPS Situation Flag Codes The situation codes instruct JetPlan to apply the factor (formula) when a particular situation exists—for example, the factor is applied when icing is present. Table 26-16

ETOPS Situation Flag Codes

Code

Definition

C

This code instructs JetPlan to apply the factor (formula) to the LRC segment of the ETOPS analysis.

D

NOTE This code is used only with ETOPS II flight plan options. For more information, contact your Jeppesen account manager.

This code instructs JetPlan to apply the factor (formula) to the engine-out pressurized (driftdown) segment of the ETOPS analysis. For example, adding the D code to the Auxiliary Power Unit Flag (AP) parameter indicates that the APU burn is computed for the engine-out pressurized (driftdown) segment. Example: AP=1CED E

This code instructs JetPlan to apply the factor (formula) to the 1LE segment of the ETOPS analysis.

I

This code instructs JetPlan to apply the factor (formula) to the ETOPS analysis when icing is present.

N

This code instructs JetPlan to apply the factor (formula) to the ETOPS analysis when icing is not present.

NOTE If neither I nor N is specified, JetPlan applies both the ice drag and anti-ice penalties simultaneously.

ETOPS Special Flag Codes The following table lists the ETOPS special flag codes. Table 26-17 Flag

Special Code Explanation

Cruise Flag

The Cruise Flag has an “initial descent distance” code, D which allows you to set the distance, in nautical miles, to the initial descent point (for example, D20 indicates an initial descent distance of 20 nautical miles).

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ETOPS Special Flag Codes



Table 26-17

ETOPS Special Flag Codes (continued)

Flag

Special Code Explanation

Divert Flag

The following codes apply to the Divert Flag only: • The code, C, indicates that “cruise time” is included in the diversion time calculation. • The code, D, indicates that descent time is included in the diversion time calculation. You can also cut the descent time in half by entering D(/2). • The code, H, indicates that hold time is included in the diversion time calculation. You can also set the hold time to a specific number of minutes (for example, H(15) sets the hold time to 15 minutes). The hold time can also be multiplied (for example, H(*2) sets the hold time to twice its calculated value).

Example: ID=1C – Demonstrates the combining of code parameters with an ETOPS Database flag. The number “1” activates the factor formula, and the letter “C” applies the formula to the LRC segment of the divert.

ETOPS Factor Code Definitions Factors are the formulas applied to the divert “phase of flight” fuel burn numbers. They are activated by the corresponding flag. The codes used for each factor vary, so factors that use the same code nomenclature are grouped together for explanation. The following factors use the same code nomenclature: Ice Drag LRC Factor, Ice Drag 1LE Factor, Anti-Ice LRC Factor, Anti-Ice 1LE Factor, Conservatism Factor, Time Conservatism Factor, and ISA (Deviation) Value. The codes for these factors are shown in the following table. Table 26-18

ETOPS Factor Codes

Code

Definition

x

Integer multiplier input. This value, when combined with the codes for the fuel burn phases of flight (for example, cruise, descent, hold, and so on shown below in this table) is multiplied by the calculated fuel burns to provide a fuel pad total for the flag entered. For example, if you enter an Ice Drag LRC Factor of 2CDH, the calculated fuels for the cruise, descent and hold (CDH) phases of the divert are doubled (CDH x 2) to provide the fuel burn total for the Ice Drag Factor. The multiplier you enter needs to be a rather small number, because the product fuel burn you produce can be a number so large as to exceed the capabilities of the aircraft (the error “needs more burnable fuel” results).


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Table 26-18

ETOPS Factor Codes (continued)

Code

Definition

Pxxx

Percentage multiplier input. This value works in the same manner as the integer multiplier explained above. However, in this case you are taking a percentage of the calculated fuel burns. For example, if you enter an Ice Drag LRC Factor of P1000CDH, the calculated fuels for the cruise, descent, and hold phases of the divert are multiplied by 10% (CDH x .10) to provide the fuel burn total for the Ice Drag Factor. NOTE The percentage you wish to enter is multiplied by 100 to arrive at your input (for example, 5% is entered as P500).

C

Using this code includes the cruise fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

D, D(/2)

Using this code includes the descent fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier. The D(/2) entry halves the descent fuel in the calculation.

H, H(xxx), H(*2)

Using this code includes the hold fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier. The H(xxx) entry sets the value of the hold fuel to the number entered—for example, H(100) sets the hold fuel to 100 lbs/kgs. The H(*2) entry doubles the hold fuel.

M

Using this code includes the missed approach (MAP) fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

A

Using this code includes the auxiliary power unit (APU) fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

V

Using this code includes the conservatism fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

T

Using this code includes the anti-ice fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

I

Using this code includes the ice drag fuel burn from the divert as part of the calculation. As one of the elements that can be applied to the factor formula, this code is used in conjunction with the integer or percentage multiplier.

Examples: • IL=P200CD – Ice Drag LRC Factor. This factor calculates a fuel total based on the product of 2% (P200) of the cruise (C) and descent (D) fuel figures from the divert fuel totals.

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• IE=2DMA – Ice Drag 1LE Factor. This factor calculates a fuel total based on the product of 2 times the descent (D), MAP (M) and APU (A) fuel figures from the divert fuel totals. • AL=P100CDH(/2)MAT – Anti-Ice LRC Factor. This factor calculates a fuel total based on the product of 1% (P100) of the cruise (C), descent (D), half of the hold (H(/2)), MAP (M), APU (A), and anti-ice (T) fuel figures from the divert fuel totals. The following tables list the codes for the other factors individually. Some codes are the same as above, and others differ from factor to factor. Examples are provided after each table. Table 26-19

APU Burn Factor Codes

Code

Definition

xx

Integer multiplier input. See previous table.

Pxxx

Percentage multiplier input. See previous table.

C

Using this code includes the cruise time for the divert as part of the calculation.

D

Using this code includes the descent time for the divert as part of the calculation.

H(xx)

Using this code includes the hold time for the divert as part of the calculation (for example, H(15) sets the hold time to 15 minutes).

Example: 5CD – APU burn is 5 times the cruise and descent time values. Table 26-20

MAP Burn Factor Codes

Code

Definition

xxx

Enter the MAP burn value, in pounds or kilos (for example, the entry 150 sets the MAP burn value to 150 lbs/kgs).

Example: 150 – MAP burn is 150 lbs/kgs. Table 26-21

ETOPS Hold Burn Factor Codes

Code

Definition

xxx

Enter the hold burn value. This is a fuel weight entry (lbs/kgs) when the Hold Flag is set to 2, and a time entry (minutes) when the Hold Flag is set to 1.


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Examples: • 500 – Hold burn is set to 500 lbs/kgs when Hold Flag is set to 2. • 15 – Hold burn is set to 15 minutes when Hold Flag is set to 1. Table 26-22

ETOPS Cruise Distance Factor Codes

Code

Definition

xx

This input adds xx nautical miles to the cruise distance.

C

This input includes the great circle (GC) distance to the cruise distance.

D

This input subtracts the descent distance from the cruise distance.

H(xx)

Using this code includes the hold time from the divert as part of the calculation (for example, H(15) sets the hold time to 15 minutes).

Example: 20CD – Add 20nm to the cruise distance, plus the great circle distance (C), minus the descent distance (D).

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CADB Parameters: “Driftdown” Section The “Driftdown” section supports the JetPlan feature, Terrain Analysis. Parameters set in this section apply to the Terrain Clearance/Mountain Driftdown calculation. The “Driftdown” section is not displayed in JetPlan.com unless you set the DD parameter in the “Miscellaneous” section to Yes.

NOTE Parameters within the “Driftdown” section apply to Mountain Driftdown, not Basic (Overwater) Driftdown (DRFT and DRFTX). Application is limited to those customers that use the Mountain Driftdown feature.


CADB Record: “Driftdown” Section

Description

NOTE If you are using the JetPlan command-line interface, all Driftdown parameter entries must include an equal sign (=) between the parameter code and the input value.

Driftdown-Climbout Engine Out Climbout AntiIce On (D11) D11=

Scenario: Engine-out, anti-ice on Allows you to set a divert climb airspeed for the climbout portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE

ex. D11=1LE Engine Out Climbout AntiIce Off (D12) D12= ex. D12=1LE Engine Out Cruise Anti-Ice On (D13) D13= ex. D13=1LE Engine Out Cruise Anti-Ice Off (D14) D14= ex. D14=1LE

Scenario: Engine-out, anti-ice off Allows you to set a divert climb airspeed for the climbout portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE Scenario: Engine-out, anti-ice on Allows you to set a divert cruise airspeed for the climbout portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE Scenario: Engine-out, anti-ice off Allows you to set a divert cruise airspeed for the climbout portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE


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Table 26-23

CADB Record: “Driftdown” Section (continued)

Parameter

Description

Driftdown Descent Anti-Ice On

Scenario: Engine-out, anti-ice on

(D15) D15= ex. D15=3DO Driftdown Descent Anti-Ice Off (D16) D16= ex. D16=3DF

Allows you to set a divert descent airspeed for the climbout portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 3DO Scenario: Engine-out, anti-ice off Allows you to set a divert descent airspeed for the climbout portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 3DF

Driftdown-Enroute (Route Exclusive) Engine Out Climbout AntiIce On (D21) D21= ex. D21=1LE Engine Out Climbout AntiIce Off (D22) D22= ex. D22=1LE Engine Out Cruise Anti-Ice On (D23) D23= ex. D23=1LE Engine Out Cruise Anti-Ice Off (D24) D24=

Scenario: Engine-out, anti-ice on Allows you to set a divert climb airspeed for the enroute portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE Scenario: Engine-out, anti-ice off Allows you to set a divert climb airspeed for the enroute portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE Scenario: Engine-out, anti-ice on Allows you to set a divert cruise airspeed for the enroute portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE Scenario: Engine-out, anti-ice off Allows you to set a divert cruise airspeed for the enroute portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 1LE

ex. D24=1LE Driftdown Descent Anti-Ice On (D25) D25=

Scenario: Engine-out, anti-ice on Allows you to set a divert descent airspeed for the enroute portion of the flight under an engine-out, anti-ice on, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 3DO

ex. D25=3DO

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Table 26-23


Parameter

Description

Driftdown Descent Anti-Ice Off

Scenario: Engine-out, anti-ice off

(D26) D26=

Allows you to set a divert descent airspeed for the enroute portion of the flight under an engine-out, anti-ice off, driftdown scenario. The input value is the name of the table data available for the aircraft. Example: 3DF

ex. D26=3DF Defaults Takeoff Fuel Burn (D31) D31=

Allows you to define the fuel burned while maneuvering from rotation to touchdown at the divert airport. The input value is a fuel amount, in pounds or kilograms. Example: 500

ex. D31=500 Takeoff Time (D32) D32=

Allows you to define the time spent while maneuvering from rotation to touchdown at the divert airport. The input value is a length of time, in minutes. Example: 10

ex. D32=10 Takeoff Distance (D33)

Allows you to define a specific takeoff distance. The input value is a distance, in nautical miles. Example: 12

D33= ex. D33=12 Approach Fuel Burn (D34) D34=

Allows you to define the fuel burned while maneuvering from overhead the divert airport to touchdown. The input value is a fuel amount, in pounds or kilograms. Example: 1000

ex. D34=1000 Approach Time (D35) D35=

Allows you to define the time spent while maneuvering from decision point to touchdown at the divert airport. The input value is a length of time, in minutes. Example: 5

ex. D35=5 Landing Table (D36) D36=

Allows you to define the table used to supply airspeed schedules. The input value is a record name. The name may not exceed 8 characters. Example: filename

ex. D36=filename Temperature Threshold (D41)

Unavailable at this time.

D41= ex. D41=5


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Table 26-23


Parameter

Description

Driftdown Bias

Allows you to set a driftdown bias for engine-out operations. The input value is a percentage bias entry (for example, 16.9 = 16.9%). Example: 10.2

(D42) D42= ex. D42=10.2

CADB Parameters: “Biases” Section The “Biases” section contains parameters that allow you to set various flight biases. Table 26-24

CADB Record: “Biases” Section

Parameter

Description

POD Biases (DB)

Allows you to bias the departure (POD) for fuel, time, and distance. Each factor can be set individually or in combination.

DB or DB=

Input values:

ex. DB500,9,50

• Fuel in pounds

ex. DB=500,0,0

• Time in minutes

or DBF

• Distance in nautical miles Default value for each of the above: 0

DBT DBD ex. DBT9,DBF500, DBD50 ex. DBT=9,DBF=500 (DBQ)

When set to Yes, allows you to defer departure bias inputs until the time the flight plan is created.

DBQ or DBQ=

Input values: Yes/No

Defer Departure Bias

ex. DBQ=Y

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Table 26-24

CADB Record: “Biases” Section (continued)

Parameter

Description

POA Biases (AB)

Allows you to bias the arrival (POA) for fuel, time, and distance. Each factor can be set individually or in combination.

AB or AB=

Input values:

ex. AB=300,0,25

• Fuel in pounds

or

• Time in minutes

ABF or ABF= ABT or ABT=

• Distance in nautical miles Default value for each of the above: 0

ABD or ABD= ex. ABF300,ABT8,ABD25 ex. ABT=10,ABF=500 (ABQ)

When set to Yes, allows you to defer arrival bias inputs until the time the flight plan is created.

ABQ or ABQ=

Input values: Yes/No

Defer Arrival Bias

ex. ABQ=Y Altimeter Bias (B11) B11= ex. B11=200

Allows you to define a bias adjustment for an altimeter that has a slight deviation in its display. Input value: The known difference, in feet, between the aircraft’s instrument reading and the actual reading. Example: 200 NOTE Use of this parameter is limited to specific customers.

Airspeed Bias (B12) B12= ex. B12=20

Allows you to define a bias adjustment for an airspeed indicator that has a slight deviation in its display. Input value: The known difference, in knots, between the aircraft’s airspeed indicator reading and the actual reading. Example: 20. NOTE Use of this parameter is limited to specific customers.

Fuel Quantity Bias (B13) B13= ex. B13=2400

Allows you to define a bias adjustment for a fuel gauge that has a slight deviation in its display. Input value: The known difference, in pounds, between the aircraft’s fuel gauge reading and the actual reading. Example: 2400 NOTE Use of this parameter is limited to specific customers.

Payload Pad (less than 800 NM flight)

Allows you to define a bias adjustment for last minute additions in passengers and cargo for flights that are less than 800 nautical miles.

(PO)

Input value: Weight in pounds. Example: 7500

P0=


ex. P0=7500


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Table 26-24

CADB Record: “Biases” Section (continued)

Parameter

Description

Payload Pad (more than 800 NM flight)

Allows you to define a bias adjustment for last minute additions in passengers and cargo for flights that are more than 800 nautical miles.

(P8)

Input value: Weight in pounds. Example: 1000

P8=


ex. P8=1000

CADB Parameters: Special Bias Modifications Section You may see the following section at the end of a CADB record summary (after the Biases parameters): Contact JetPlan Customer Service for Modification of the Following Data. The biases listed in this section can only be modified by Jeppesen. They include: • Cruise Mode Biases – For fuel flow and true airspeed NOTE Fuel flow biases may not exceed a 35% increase or decrease of the stored table value.

• Climb Biases – For fuel, distance, and time • Descent Biases – For fuel, distance, and time • Alternate Biases – For divert fuel, distance, and time NOTE Use of these biases is considered a permanent modification to your aircraft record. Contact your Jeppesen account manager or the JetPlan Global Support and Control Center (GSCC) to learn more about permanently biasing your CADB records.

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CADB Parameters: “ICAO 2012 Certification and Equipment” Section IMPORTANT The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL) format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default.


How the CADB Supports the ICAO 2012 Filed Flight Plan Format The “ICAO 2012 Certification and Equipment” section in the CADB contains data elements that support the changes implemented for ICAO 2012 flight plan filings. These changes and the new CADB parameters are summarized in the following paragraphs. For detailed definitions and input values, see “CADB Record: “ICAO 2012” Section” on page 755. New Item 10a/b EQUIPMENT Parameter (NC2) and Codes

You can select new codes for communication and navigation equipment and capabilities. JetPlan automatically inserts the selected 10a codes before the “/” indicator in Item 10a/b EQUIPMENT on the flight plan filing strip. You can also select new codes for surveillance equipment and capabilities. JetPlan automatically inserts the 10b codes after the “/” indicator in Item 10a/b EQUIPMENT on the flight plan filing strip.

R - PBN Certified Parameter

The new PBN Certified parameter allows you to indicate whether or not the aircraft has Performance Based Navigation (PBN) capabilities. When the PBN Certified (I1) parameter is set to “Yes,” JetPlan inserts an “R” in Item 10a on the filing strip.

New or Revised Item 18 Indicators and Definitions

The following new or revised Item 18 indicator parameters are available. When an Item 18 indicator parameter is populated in the aircraft record, JetPlan inserts the stored value in Item 18 on the filing strip:


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• Item 18 PBN/ – Allows you to select ICAO codes for the aircraft's PBN capabilities. JetPlan inserts your selected codes as a single, concatenated string in Item 18 PBN/. • Item 18 COM/ – Allows you to specify communications applications or capabilities not listed in Item 10a. • Item 18 DAT/ – Allows you to specify data capabilities not specified in Item10b. • Item 18 SUR/ – Allows you to specify surveillance application/capability not specified in Item10b. • Item 18 CODE/ – Allows you to enter the aircraft address. Item 18 indicators must be filed in a prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” When an Item 18 indicator parameter is populated in the CADB, JetPlan automatically inserts the stored value in Item 18 on the filing strip in the required order. New links between Item 10a/b and Item 18

Several links between Item 10a and Item 18 apply, as follows: • R (PBN Certified) and Item 18 PBN/ – When “R” is in Item 10a on the filing strip (the PBN Certified parameter is set to “Yes” in the aircraft record), PBN levels must be specified in Item 18 PBN/ and vice versa. Otherwise, the flight plan may be rejected. The Item 18 PBN/ parameter allows you to store the required data for insertion into Item 18 on the filing strip.

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• Specific Associations Between Item 18 PBN/ and Item 10a – The following table lists specific associations that exist between Item 10a codes and descriptors in Item 18 PBN/. Table 26-25

Links Between Item 18 PBN/ and Item 10a

For Item 18 PBN RNAV Specification:

If Item 18 PBN/ entry includes any/all of these:

GNSS

B1, B2, C1, C2, D1, D2, O1, O2

G

DME/DME

B1, B3, C1, C3, D1, D3, O1, O3

D

VOR/DME

B1, B4

OD or SD

INS

B1, B5

I

DME/DME/IRU

C1, C4, D1, D4, O1, O4

DI

LORAN

B6

C

Then Item 10a requires:

• G (GNSS) and Item 18 NAV/ – When “G” is in Item 10a on the filing strip, the type of external GNSS augmentation, if any, must be specified in Item 18 NAV/. The Other Equipment (OE) parameter in the “ATS Plan” section of the CADB allows you to store the GNSS augmentation information for insertion into Item 18 NAV/ on the filing strip. • Z (Other Equipment) and Item 18 COM/, NAV/, or DAT/ – When “Z” is in Item 10a, equipment or capabilities that are not specified in Item 10a must be specified in Item 18, preceded by COM/, NAV/, or DAT/. The Item 18 COM/ and Item 18 DAT/ parameters allow you to store data for insertion into Item 18 on the filing strip. The Other Equipment (OE) parameter in the “ATS Plan” section of the CADB allows you to specify the data for insertion into Item 18 NAV/ on the filing strip.


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Related Customer Database Changes for ICAO 2012 The following section describes customer database changes related to ICAO 2012. Flight Brief Database

Parameters in the Flight Brief Database allow you to automatically apply the Item 18 Special Handling (STS/) and 18 Originator (ORGN/) parameters to specified flights, auto populating the filing strip. For more information, see the Help topic for the Flight Brief Database on JetPlan.com or the “Flight Brief Database” chapter in the JetPlan User Manual.

MEL Database

Parameters have been added to the MEL Database to degrade the following ICAO 2012–specific parameters in the “ICAO 2012 Certification and Equipment” section of the CADB: • 10a/b EQUIPMENT • R - PBN Certified • Item 18 COM/ • Item 18 PBN/ • Item 18 SUR/ • Item 18 CODE/ For more information, see the Help topic for the MEL Database on JetPlan.com or the “Minimum Equipment List” chapter in the JetPlan User Manual.

Before Using the ICAO 2012 CADB Parameters Before using the ICAO 2012 parameters or filing ICAO 2012 flight plans, be aware of the following guidelines: • You must configure your CADB with ICAO 2012 parameters to file ICAO 2012 flight plans using Jeppesen’s flight planning products. The ICAO 2012 FPL is pre-populated with this data. • If your CADB is not configured correctly for ICAO 2012, your flight plans may fail or be rejected. For information on setting up the CADB, see the following sections.

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• See “Reducing the Likelihood of Flight Plan Rejects” on page 753 and individual parameter definitions in “CADB Parameters: “ICAO 2012 Certification and Equipment” Section” on page 749 for important notes and cautions.

Reducing the Likelihood of Flight Plan Rejects To reduce the likelihood of ATC rejections of flight plans due to incorrect entry of ICAO 2012 data, follow these guidelines: • Ensure that when the PBN Certified (I1) parameter is set to “Yes,” PBN levels are specified for the Item 18 PBN/ (I2) parameter. • Manage the other dependencies between Item 10a EQUIPMENT and Item 18 PBN/ described in “How the CADB Supports the ICAO 2012 Filed Flight Plan Format” on page 749. • Enter no more than eight PBN codes in the PBN/ parameter. • Enter only numbers and letters for the ICAO 2012 parameters. See “CADB Parameters: ICAO 2012 Certification and Equipment Section” on page 754 for information on entering data in the ICAO 2012 database fields. • Enter ICAO 2012-specific data only in the designated ICAO 2012 database fields. For example, enter Item 18 PBN/ information only in the Item 18 PBN/ (I2) parameter in the “ICAO 2012 Certification and Equipment” section. • Do not enter ICAO 2012 Item 18 RMK/ information in the Other Equipment (OE) parameter in the “ATS Plan” section. Use the Flight Brief Database to set up an “A” Flight Brief type that uses the Flight Brief Text parameter to output Item 18 RMK information. • Do not enter any of the Item 18 indicators themselves in any database field. The indicators are the following terms: NAV/, PBN/, COM/, DAT/, SUR/, CODE/, PER/, STS/, ORGN/. For example, in the Item 18 CODE/ (I6) field, do not enter “CODE” or “CODE/” followed by the input value. Enter only the input value for the field. Example: F00001


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CADB Parameters: ICAO 2012 Certification and Equipment Section NOTE

This section assumes you use JetPlan.com to maintain the CADB.

IMPORTANT The table in this section provides high-level information. For detailed information on ICAO 2012 changes, requirements, and data, see the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” See also “How the CADB Supports the ICAO 2012 Filed Flight Plan Format” on page 749 and “Reducing the Likelihood of Flight Plan Rejects” on page 753.

The following table lists the parameters in the “ICAO 2012 Certification and Equipment” section of the CADB. As you perform database tasks, consult this table for information.

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CADB Record: “ICAO 2012” Section

Description

10a/b EQUIPMENT Parameter (NC2) In JetPlan.com, the 10a Equipment codes and the 10b Surveillance Equipment codes are entered in separate areas on the CADB ICAO 2012 page. However, the 10a and 10b codes are stored together in the Aircraft database record as the value of the 10a/b EQUIPMENT (NC2) parameter. Based on your selections on the “Change ICAO 2012 in Aircraft Record” page in JetPlan.com, JetPlan automatically inserts the 10a codes before the / indicator and the 10b codes after the / indicator in Item 10a/b EQUIPMENT on the flight plan filing strip. Example: ABCDHJ2KM2RT/CHU2 NOTE If the plan is sent to an AFTN (Aeronautical Fixed Telecommunication Network) center, the 10a/b EQUIPMENT parameter is limited to the first 69 characters (including the “/” indicator), even though you can enter 82 characters for the parameter value in the CADB record. NOTE The application of a degradation to the Item 10a/b EQUIPMENT parameter in the ICAO 2012 section of the MEL Database overrides the 10a/b EQUIPMENT parameter value in the CADB and removes the CADB output from Item 10/a in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment Database” chapter in the JetPlan User Manual.

10a Equipment NOTE The values for 10a Equipment and for 10b Surveillance Equipment together constitute the value of the NC2 parameter in the Aircraft record.

Allows you to add ICAO 2012 codes for Item 10a/ to the aircraft record. 10a codes are for radio communication (COM) equipment, navigation (NAV) equipment, and approach aids. You can make multiple selections on the “Change ICAO 2012 in Aircraft Record” page. JetPlan inserts your selected 10a codes as a single, concatenated string before the “/” indicator in Item 10a/b EQUIPMENT on the flight plan filing strip. Example: ABCDHJ2KM2RT/CHU2 Input options: • N - No Std Equip Indicates that no COM/NAV/approach aid equipment for the route to be flown is carried or that the equipment is unserviceable. If you select N - No Std Equip, none of the 10a Equipment codes are available for selection on the CADB ICAO 2012 page. Code “N” is automatically inserted into Item 10a on the filing strip.


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Table 26-26 Parameter 10a Equipment (continued)

CADB Record: “ICAO 2012” Section (continued) Description • S - Standard Equip Indicates that standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable. If code “S” is used, standard equipment is considered to be VHF RTF,VOR and ILS. Code “S” is automatically inserted into Item 10a/b EQUIPMENT on the flight plan filing strip. You can also select additional equipment codes (see 10a Equipment codes below) for insertion into Item 10a. When you select S - Standard Equip, the following equipment codes are not available for selection on the ICAO 2012 page in JetPlan.com. - L (ILS) - O (VOR) - V (VHF) • Edit Standard Equipment When you select Edit Standard Equipment, the following equipment codes are automatically selected on the CADB ICAO 2012 page but is also available for editing: - L (ILS) - O (VOR) - V (VHF) You can also select additional equipment codes (see 10a Equipment codes on below) for insertion into Item 10a in the filing strip. NOTE Code “S” or code “O” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “New links between Item 10a/b and Item 18” on page 750.

10a Equipment Codes If you choose S - Standard Equip or Edit Standard Equipment for 10a Equipment, you can also select additional equipment codes that you want to use on the flight plan filing strip. The equipment codes for Item 10a are listed below: • A - GBAS Stands for the GBAS landing system • B - LPV Stands for LPV (APV with SBAS)

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CADB Record: “ICAO 2012” Section (continued) Description • C - LORAN C NOTE “C” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “New links between Item 10a/b and Item 18” on page 750.

• D - DME NOTE “D” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “Links Between Item 18 PBN/ and Item 10a” on page 751.

• E1 - FMC WPR ACARS • E2 - D FIS ACARS • E3 - PDC ACARS • F - ADF • G - GNSS NOTE “G” is required in Item 10a when Item 18 PBN/ contains certain descriptors. NOTE When “G” is in Item 10a, additional types of external augmentation, if any, are specified in item 18 following NAV/ and separated by a space. You can use the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB to save the GNSS augmentation information. JetPlan automatically inserts the augmentation information in Item 18 NAV/ on the filing strip. See the Other Equipment (OE) parameter in the “CADB Parameters: “ATS Plan” Section” on page 719. See “New links between Item 10a/b and Item 18” on page 750.

• H - HF RTF • I - Inertial Navigation NOTE “I” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “New links between Item 10a/b and Item 18” on page 750.

• J1 - CPDLC ATN VDL Mode 2 • J2 - CPDLC FANS 1/A HFDL • J3 -CPDLC FANS 1/A VDL Mode A • J4 - CPDLC FANS 1/A VDL Mode 2 • J5 - CPDLC FANS 1/A SATCOM (INM)


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CADB Record: “ICAO 2012” Section (continued) Description • J6 - CPDLC FANS 1/A SATCOM (MTS) • J7 - CPDLC FANS 1/A SATCOM (IRID) • K - MLS • L - ILS NOTE L - ILS is selected by default if you have chosen S - Standard Equip for the 10a Equipment option.

• M1 - ATC RTF SATCOM (INMARSAT) • M2 - ATC RTF (MTSAT) • M3 - ATC RTF (Iridium) • O - VOR NOTE O - VOR is selected by default if you have chosen S - Standard Equip for the 10a Equipment parameter. NOTE “O” is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “New links between Item 10a/b and Item 18” on page 750.

• R - See “R - PBN Certified” below. • See “S - Standard Equipment” above. NOTE This code is required in Item 10a when Item 18 PBN/ contains certain descriptors. See “New links between Item 10a/b and Item 18” on page 750.

• T - TACAN • U - UHF RTF • V - VHF RTF NOTE V - VHF RTF is selected by default if you have chosen S - Standard Equip for the 10a Equipment parameter.

• W - This code is not included in the “ICAO 2012 Certification and Equipment” section of the CADB. Code “W” is inserted in Item 10a of the filing strip when the RVSM Certified (RV) parameter is set to “Yes” in the “Certified” section of the CADB. See the RVSM (RV) parameter in “CADB Parameters: “Certified” Section” on page 716. • X - This code is not included in the “ICAO 2012 Certification and Equipment” section of the CADB. Code “X” is inserted in Item 10a of the filing strip when the MNPS Certified (ME) parameter is set to “Yes” in the “Certified” section of the CADB. See the MNPS Certified (ME) parameter in “CADB Parameters: “Certified” Section” on page 716.

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CADB Record: “ICAO 2012” Section (continued) Description • Y- This code is not included in the “ICAO 2012 Certification and Equipment” section of the CADB. Code “Y” is inserted in Item 10a of the filing strip when the 8.33 KHz Communication (83) parameter is set to “Yes” in the “Equipment” section of the CADB. See the 8.33 KHz Communication (83) parameter in “CADB Parameters: “Equipment” Section” on page 711. • Z - Other Equipment Carried If you select code “Z,” you also must specify the other equipment carried or other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See “New links between Item 10a/b and Item 18” on page 750. For NAV/ equipment and capabilities, you can specify the information in the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB. JetPlan automatically inserts the information in Item 18 NAV/ on the filing strip. “Z” is automatically inserted into Item 10a on the filing strip if the Other Equipment (OE) parameter in the “ATS” section of the CADB is populated. See the Other Equipment (OE) parameter in the “CADB Parameters: “ATS Plan” Section” on page 719.

Item 18 COM/ (I3)

Allows you to specify additional communications applications or capabilities for the aircraft that are not covered by the codes for Item 10a. Input value: Up to 100 alphanumeric characters if needed. However, EUROCONTROL accepts only 50 characters. When “Z” is in Item 10a, you also must specify the other equipment carried or other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See “New links between Item 10a/b and Item 18” on page 750. NOTE “Z “is automatically inserted in 10a if the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB is populated. NOTE If the 8.33 KHz Communication (83) parameter is set to “Permit (P)” or “Exempt (E)” in the “Equipment” section of the CADB, EXM833 is inserted in Item 18 COM/. NOTE ANSP/ Air Services Australia indicates satcom phone numbers can be entered here. No special characters are allowed. Example: 8889993123 NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings. NOTE The application of an override to the Item 18 COM/ parameter in the “ICAO 2012” area of the MEL Database overrides the Item 18 COM/ parameter value in the CADB and removes the CADB value from Item 18 COM/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.


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Table 26-26

CADB Record: “ICAO 2012” Section (continued)

Parameter

Description

Item 18 DAT/

Allows you to specify additional data applications or capabilities for the aircraft that are not covered by the codes for Item 10a.

(I4)

Input value: Up to 100 alphanumeric characters if needed. However, EUROCONTROL accepts only 50 characters. If you select code “Z,” you also must specify the other equipment carried or other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See “New links between Item 10a/b and Item 18” on page 750. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings.

Item 18 NAV/

Navigation equipment Significant data related to navigation equipment, other than specified in PBN/ as required by the appropriate ATS authority. This field is automatically populated from the Other Equipment (OE) parameter in the “ATS Plan” section of the CADB. See “CADB Parameters: “ATS Plan” Section” on page 719. See also “Z - Other Equipment Carried” above. If a “Z” is in Item 10a, the other equipment or other capabilities must be specified in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. When “G” is in Item 10a, additional types of external augmentation, if any, can be specified in Item 18 following NAV/ and separated by a space. See “New links between Item 10a/b and Item 18” on page 750.

R - PBN Certified

NOTE See also the definition for the RNP Certified parameter above.

(I1)

Allows you to indicate whether or not the aircraft has Performance Based Navigation (PBN) capabilities. When you select Yes, JetPlan automatically inserts an “R” before the “/” indicator in item 10a/b EQUIPMENT on the flight plan filing strip. In addition, when the PBN Certified parameter is set to “Yes,” the PBN levels must be specified after the PBN/ indicator in Item 18. Otherwise, the flight plan may be rejected. See “Item 18 PBN/” below and “New links between Item 10a/b and Item 18” on page 750. See the Performance-Based Navigation Manual (ICAO Doc 9613) for guidance on application of PBN levels. Input options: Yes/No NOTE The application of a degradation to PBN certification in the ICAO 2012 section of the MEL Database overrides the R - PBN Certified value in the CADB and removes the “R” designator from Item 10a in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or “Minimum Equipment Database” chapter in the JetPlan User Manual.

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Table 26-26


Parameter

Description

Item 18 PBN/

IMPORTANT When the PBN Certified (I1) parameter is set to “Yes” in the aircraft record, the PBN levels must also be specified in the PBN/ indicator in Item 18. Otherwise, the flight plan may be rejected. See “New links between Item 10a/b and Item 18” on page 750.

(I2)

IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the PBN/ indicator. If the allowed maximum (currently eight codes) is exceeded, your flight plans may be rejected.

This parameter allows you to identify the aircraft's Performance Based Navigation (PBN) capabilities. If the aircraft has Area Navigation (RNAV) or Required Navigation Performance (RNP) capabilities, they must be described in Item 18 PBN/, using only the codes listed below. You can make multiple selections, and JetPlan inserts your selected codes as a single, concatenated string in Item 18 PBN/ on the flight plan filing strip. Example: A1B2C2D2LIS1T204 NOTE The number of allowed codes (currently eight) might change in the future. Therefore, there is no limit in the CADB to the number of codes you can select. It is your responsibility to ensure that the number of selected codes complies with the current ICAO 4444 Amendment. NOTE The application of a degradation to the Item 18 PBN/ parameter in the ICAO 2012 section of the MEL Database overrides the PBN/ parameter value in the CADB and removes the CADB output from Item 18 PBN/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment Database” chapter in the JetPlan User Manual.

Input value: Item 18 PBN/ input options are restricted to a total of eight codes (16 characters) from the following lists of RNAV and RNP Certification codes. PBN/ RNAV Specification Codes: • A1 - RNAV 10 (RNP 10) • B1 - RNAV 5 All Permitted Sensors NOTE ICAO guidance indicates usage of B1 is acceptable even when you have all sensors except LORANC.

• B2 - RNAV 5 GNSS • B3 - RNAV 5 DME/DME • B4 - RNAV 5 VOR/DME • B5 - RNAV 5 INS or IRS • B6 - RNAV 5 LORANC • C1 - RNAV 2 All Permitted Sensors • C2 - RNAV 2 GNSS • C3 - RNAV 2 DME/DME


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Table 26-26 Parameter Item 18 PBN/ (continued)

CADB Record: “ICAO 2012” Section (continued) Description • C4 - RNAV 2 DME/DME/IRU • D1 - RNAV 1 All Permitted Sensors • D2 - RNAV 1 GNSS • D3 - RNAV 1 DME/DME • D4 - RNAV 1 DME/DME/IRU PBN/ RNP Specification Codes: • L1 - RNP 4 • O1 - RNP 1 All Permitted Sensors • O2 - Basic RNP 1 GNSS • O3 - Basic RNP 1 DME/DME • O4 - Basic RNP 1 DME/DME/IRU • S1 - RNP APCH • S2 - RNP APCH with BARO-VNAV • T1 - RNP AR APCH with RF Requires special authorization. • T2 - RNP AR APCH without RF Requires special authorization.

10b Surveillance Equipment NOTE The values for 10a Equipment and 10b Surveillance Equipment together constitute the value of the NC2 parameter in the Aircraft record.

Allows you to add ICAO 2012 codes for Item 10b/ to the aircraft record. 10b codes are for surveillance equipment and capabilities. You can make multiple selections. JetPlan inserts your selected 10b codes as a single, concatenated string after the “/” indicator in Item 10a/b EQUIPMENT on the flight plan filing strip. Example: ABCDHJ2KM2RT/CHU2 Input options: Item 10b input options are restricted to codes selected from the following lists of transponder and ADS codes. NOTE The maximum number of characters allowed by the ICAO for 10b is 20.

Equipment 10b Transponder Codes NOTE Only one transponder code can be selected.

• None – Select if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable. If you select None, no 10b Surveillance Equipment codes are available for selection on the CADB ICAO 2012 page. • A - Mode A (4 digits - 4 096 codes)

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Table 26-26 Parameter 10b Surveillance Equipment (continued)

CADB Record: “ICAO 2012” Section (continued) Description • C - Mode A and C Stands for Mode A (4 digits - 4 096 codes) and Mode C • E - Mode S, including Aircraft Identification, Pressure-Altitude and Extended Squitter (ADS-B) Capability • H - Mode S, including Aircraft Identification, Pressure-Altitude and Enhanced Surveillance Capability • I - Mode S, including Aircraft Identification, but no Pressure-Altitude Capability • L - Mode S, including Aircraft Identification, Pressure-Altitude, Extended Squitter (ADS-B) and Enhanced Surveillance Capability • P - Mode S, including Pressure-Altitude, but no Aircraft Identification Capability • S - Mode S, including both Pressure-Altitude and Aircraft Identification Capability • X - Mode S with neither Aircraft Identification nor Pressure-Altitude Capability Equipment 10b ADS Codes NOTE Only one type of each ADS-B code is used: B1 or B2, U1 or U2, V1 or V2.

• B1 - ADS-B with dedicated 1090 MHz ADS-B “out” Capability • B2 - ADB-B with dedicated 1090 MHz ADS-B “out” and “in” Capability • U1 - ADS-B “out” Capability using UAT • U2 - ADS-B “out” and “in” Capability using UAT • V1 - ADS-B “out” Capability using VDL Mode 4 • V2 - ADS-B “out” and “in” Capability using VDL Mode 4 • D1 - ADS-C with FANS 1/A Capabilities • G1 - ADS-C with ATN Capabilities


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Table 26-26


Parameter

Description

Item 18 SUR/

Allows you to enter surveillance applications or capabilities for the aircraft that are not covered by the codes for Item 10b.

(I5)

Input value: Up to 100 alphanumeric characters if needed. However, EUROCONTROL accepts only 50 characters. Per the FAA Aeronautical Information Manual, “SUR/ indicates surveillance capabilities not specified in 10b, when requested by an Air Navigation Service Provider. If ADS-B capability filed in Item 10 is compliant with RTCA DO260B, include the item –260B|| in SUR/. If ADS-B capability filed in Item 10 is compliant with RTCA DO-282B, include the item –282B||– in SUR/.” EXAMPLE: 1. SUR/260B 2. SUR/260B 282B For the latest FAA information on the above, see the Aeronautical Information Manual on the FAA Web site. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings. NOTE The application of an override to the Item 18 SUR/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 SUR/ parameter value in the CADB and removes the output from Item 18 SUR/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

Item 18 CODE/ (I6)

Allows you to enter the aircraft address for the aircraft, expressed in the form of an alphanumerical code of six hexadecimal characters (as prescribed by the appropriate ATS authority). For example, F00001 is the lowest aircraft address contained in the specific block administered by ICAO. Input value: Alphanumeric code of six hexadecimal characters NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings. NOTE The application of an override to the Item 18 CODE/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 CODE/ parameter value in the CADB and removes the output from Item 18 CODE/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

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Table 26-26


Parameter

Description

Item 18 PER/

Allows you to enter aircraft performance data as prescribed by the appropriate ATS authority. The data is indicated by a single letter as specified in the ICAO document: Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures.

(I7)

Input value: One (1) alphanumeric character only. Permissible values are: A, B, C, D, E, or H. May be left blank. NOTE The application of an override to the Item 18 PER/ parameter in the ICAO 2012 section of the MEL Database overrides the Item 18 PER/ parameter value in the CADB and removes the output from Item 18 PER/ in the ICAO filing strip. For more information, see the Help topic for the MEL Database in JetPlan.com or the “Minimum Equipment List Database” chapter in the JetPlan User Manual.

Item 18 STS/

Item 18 Special Handling (STS/) parameters are not included in the “ICAO 2012 Certification and Equipment” section of the CADB. Instead, Item 18 STS/ values can be stored in a Flight Brief Database record and applied to flight plans according to filtering criteria you have established in the same record. For more information, see the Help topic for the Flight Brief Database on JetPlan.com, or see the “Flight Brief Database” chapter in the JetPlan User Manual. NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO 2012 FPL format when the RVSM parameter in the CADB is set to Exempt.

Item 18 ORGN/

The Item 18 Originator (ORGN/) parameter is not included in the “ICAO 2012 Certification and Equipment” section of the CADB. Instead, Item 18 ORGN/ values can be stored in a Flight Brief Database record and applied to flight plans according to filtering criteria you have established in the same record. For more information, see the Help topic for the Flight Brief Database on JetPlan.com, or see the “Flight Brief Database” chapter in the JetPlan User Manual.


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Customer Aircraft Database Database Management

Database Management NOTE This section covers using the JetPlan command line interface to manage this database. However, JetPlan.com is the recommended interface for managing the customer databases. See the JetPlan.com Help file for detailed information.

Using JetPlan to Manage the Database To make the CADB a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. The CADB access command is AC, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command.

NOTE Use of the CADB is intended for the customer’s control and management. You (the customer or company) can define who, within your organization, manages the information stored in the CADB. Jeppesen, upon request, can assign extra passwords specifically intended for database management. Contact your Jeppesen account manager for more information.

The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. The CADB function commands are divided into categories: file maintenance and file display. These categories are listed below with the respective functions.

File Maintenance • SAV – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record • CPY – Copies the data of one record to another record • REN – Renames an existing record

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File Display • PRI – Displays the record • SUM – Displays a list of records in the database NOTE The CADB access command has several more function commands, but these functions apply to the display of generic aircraft data. For more information see the “Aircraft Type Commands” chapter in the JetPlan User Manual.

The records you affect in the database are referenced by record name. Record names are twoto-eight (2-8) character inputs of your choosing.

NOTE You can choose to use the aircraft's registration number (or tail number) as the aircraft record name. Note, however, that although registration numbers may exceed eight characters, the aircraft record name cannot.

In most cases, the record name input immediately follows the access code and function command. One time this is not true is when you first create a new record. In this case, the ID of the generic aircraft you wish to save as a record in the database must precede the record name (it is entered between the function command and the record name). Hence, the input structure of a CADB command that creates a new record has the following syntax: AC,function command,genericID,filename,parameter 1,parameter 2,parameter 3

In most other cases, the input structure of a CADB command has the syntax: AC,function command,filename,parameter 1,parameter 2,parameter 3 NOTE

Each input item in the command must be separated by a comma.


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CADB Commands The CADB command functions are divided into two categories: file maintenance and file display. This section describes each command function.

File Maintenance Commands File maintenance commands create, modify, and delete records in the database. An explanation and example of each maintenance command is shown in the following table. Table 26-27

CADB File Maintenance Commands

Command

Description

AC,SAV

The SAV function command allows you to create a new record of information for a particular aircraft in the database. On the Options command line, enter the generic ID of the aircraft you want to save and the record name (or tail number) under which it is to be stored. The record name can be from two to eight (2-8) characters in length. Example: Explanation: Save the generic record, 747N, to a CADB record named N12345. No parameters are set with this input. 01 OPTIONS AC,SAV,747N,N12345

You can set any parameter value with the SAV command. You must set the OP (operational weight) parameter to make use of the aircraft record in a flight plan. NOTE When setting parameter values in the CADB, you may enter the parameter code and value as one unit (for example, OP150000) or include an equal sign (=) between the two (for example, OP=150000). Exceptions to this style variation are three-character and four-character codes. When entering these parameters (for example, CI1, EDN2, and so on), you must include the equal sign between the code and the value.

Example: Explanation: Save the generic record, 747N, to a CADB record named N12345. Set the operational weight (OP) to 415,000 lbs, the minimum flight weight (MW) to 630,000 lbs, and turn on the display of the following CADB sections: ETOPS (EP) and Bracket Modes (BK). 01 OPTIONS AC,SAV,747N,N12345,OP=415000,MW=630000,EP=Y,BK=Y

Once a modification is submitted via the SAV command, JetPlan returns a display of the entire CADB record, showing the default settings and any new parameter settings you might have made.

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Table 26-27

CADB File Maintenance Commands (continued)

Command

Description

AC,CHG

The CHG function command allows you to modify or update the parameter value settings in an existing CADB record. The input is similar to the SAV command, except that the generic ID is no longer needed. You can add new parameter settings to the record, change existing values, or reset values to zero or their default (original) status. In most cases, resetting a parameter value to its default state simply requires the input of the parameter code without a value assignment. NOTE It is a good practice to include the equal sign when resetting parameters to their default status because some parameters require it.

Example: Explanation: Update the CADB record, N12345, by changing the operational weight (OP) to 414,500 lbs, and resetting the minimum flight weight (MW) to its default state (zero). 01 OPTIONS AC,CHG,N12345,OP=414500,MW=

IMPORTANT The practice of resetting parameters to their default status does not apply to certain aircraft weight parameters that have values brought into the record from the generic record. Resetting one of these parameters (for example, takeoff weight - TO) by omitting a value input results in a parameter value of zero. This must be avoided at all cost. These parameters require some positive value that coincides with the physical characteristics of the aircraft and they are vital to the flight plan calculation process.

Once a modification is submitted via the CHG command, JetPlan returns a display of the entire CADB record, showing the new or changed values. AC,CHG,ALL=

You can make global changes to parameter settings by using the ALL= option. This option allows you to apply modifications across all aircraft in your database by fleet type. After the CHG command simply enter the option, ALL=xxxx, where xxxx is the generic ID of the aircraft in your fleet that require the change. For example, to change a couple of parameters for all 747M aircraft in your database, simply include the option, ALL=747M, in the CHG command and specify the new parameter settings. Example: Explanation: Set taxi fuel flow (TX) to 7200 lbs, and minimum contingency/reserve time to 15 minutes for all 747M aircraft in the CADB. 01 OPTIONS AC,CHG,ALL=747M,TX=7200,MT=15


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Table 26-27

CADB File Maintenance Commands (continued)

Command

Description

AC,DEL

The DEL function command allows you to delete one or more existing aircraft records from the CADB. To delete a single record from the CADB, enter the name of the record you wish to delete after the AC,DEL command. Example: 01 OPTIONS AC,DEL,N12345

To delete multiple records from the CADB, enter the names of the record you wish to delete after the AC,DEL command. Specify each record name and separate each with a comma. Example: 01 OPTIONS AC,DEL,N12345,N23456,N34567,and so on

To delete all records in the CADB not used in X number of days, enter the number of days and append the letter, D (days), after the AC,DEL command. NOTE When using this option, exercise caution to avoid deleting records unintentionally.

Example: 01 OPTIONS AC,DEL,180D

AC,DEL,$ALL

To delete all records in the CADB, enter the wildcard, $ALL, after the AC,DEL command. Example: 01 OPTIONS AC,DEL,$ALL

AC,CPY

The CPY function command allows you to copy the contents (parameter settings) of one CADB record into a new CADB record. If you try to copy data to an existing record, JetPlan notifies you that the record already exists. To copy the parameter settings of one record into a new record, enter the original record’s name followed by a newly created name for the previously non-existent record after the AC,CPY command. Example: Explanation: Copy the contents of CADB record, N12345, into the previously nonexistent CADB record, N54321. 01 OPTIONS AC,CPY,N12345,N54321

NOTE Once the new CADB record is created, modify those parameters that differentiate it from the original record before using it in a flight plan (for example, the registration number, SELCAL number, and possibly the operating weight).

AC,REN

The REN function command allows you to give an existing CADB record a new record name. To rename a record, enter the original record’s name followed by a new name for the record after the AC,REN command. Example: 01 OPTIONS AC,REN,N12345,N99999

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File Display Commands Display commands are those that print (to screen) the content of the database. This section reviews each display command function individually. Table 26-28

CADB File Display Commands

Command

Description

AC,SUM

The SUM function command allows you to display a summary list of all aircraft records stored under your ID by record name. Included in the summary is each aircraft’s fleet type (generic ID), the stored registration number (if any), the last save/change date, and the last used date. To display a summary of the records in your database, enter the command, SUM, after the AC command. Example: 01 OPTIONS AC,SUM

AC,PRI

The PRI function command allows you to print (to screen) all or portions of the data within a CADB record. To display the entire contents of a CADB record, enter the aircraft record name after the AC,PRI command. Example: 01 OPTIONS AC,PRI,N12345

Each section of an aircraft database record can be displayed individually. Simply include the section name (or at least the first four characters of the section name) in your print command input. This feature allows you to review one section without the clutter of the entire record. To display an individual section of an aircraft database record, enter the aircraft record name and the section you want to view after the AC,PRI command. Example: Explanation: Display the “Weights” section of the CADB record, 777. 01 OPTIONS AC,PRI,777,WEIGHTS

Example: Explanation: Same as previous example except that the section name is abbreviated to the first four characters. 01 OPTIONS AC,PRI,777,WEIG

Example: Explanation: Display the “Fuels” section of the CADB record, 777. 01 OPTIONS AC,PRI,777,FUEL


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C HAPTER 27

Aircraft Fleet Database

Aircraft Fleet Database About the Aircraft Fleet Database

About the Aircraft Fleet Database You can use the Aircraft Fleet database (ACFDB) to store and manage data related to a specific aircraft “fleet type.” A fleet type is the Jeppesen generic aircraft ID that defines a specific airframe/engine combination. For example, if you create an ACFDB record containing parameters for a Boeing 777-200ER aircraft with GE90-110B1L engines (JetPlan GAID 772R), JetPlan automatically applies the information in the ACFDB record whenever you create a flight plan request that includes an aircraft of type 772R. (For more information about generic aircraft IDs, see the “Aircraft Type Commands” chapter in the JetPlan User Manual.)

SCM Data Sets and the ACFDB NOTE The ETPRRMFL customer preference is not required if you are using ETOPS II. ETOPS II flight plans automatically use SCM data sets, regardless of customer preference or other configuration settings. For information on customer preferences and ETOPS II, contact your Jeppesen account manager.

The ACFDB is primarily dedicated to the 12 ETOPS Speed/Cruise Mode (SCM) data sets. The ETPRRMFL (ETP Range Ring Method Flag) customer preference activates the SCM data sets as a replacement for a set of Customer Aircraft Database (CADB) parameters that defines the ETOPS area of operation, equal time point (ETP) location, approved coverage ranges for ETOPS alternates, and suitability times. The SCM data sets provide ETOPS operators with a degree of flexibility and control that is not available when only using the CADB parameters. The advantages of SCM data sets include: • The approval range around alternates is a user-provided distance as opposed to a speed/time combination. This provides credit in the ETOPS coverage circles for the extra distance resulting from the driftdown profile that would be flown after engine loss. • SCM data sets allow ETOPS planning using different diversion speeds in different regions of the world. For example, in one region, a slower speed than approved for the aircraft type reduces the fuel required to meet the ETOPS critical fuel requirement. In another region, the maximum approved speed eases routing restrictions. • If a Minimum Equipment List (MEL) item results in a restriction on the approval time for the aircraft, an alternative SCM can be used to plan with a lower approval time. • SCM data sets allow for testing to determine the aircraft’s ETOPS results using different approval times.


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As noted above, the SCM data sets are used instead of certain CADB parameters when the ETPRRMFL preference is set. The following table shows the overlap between the CADB and the SCM data sets: Table 27-1 CADB Parameter ETOPS Approval Time (ET)

CADB/ACFDB SCM Data Set Overlap SCM Data Set Parameter • Default ETOPS Diversion Mode Title (DMT)/Default ETOPS Deviation Time (SD) • Sets 1-12 ETOPS Diversion Mode Title (DMT1DMT12)/ETOPS Deviation Time (SD1-SD12)

ETP Cruise Mode (EC)

ETOPS All Engine Cruise Mode (CA1-CA12)

ETP Cruise Mode (EC1)

ETOPS 1LE Depressurized Cruise Mode (CO1CO12)

ETP True Airspeed (EA)

ETOPS All Engine ETP TAS (SA1-SA12)

ETP True Airspeed (EA1)

ETOPS 1LE Depressurized ETP TAS (SO1-SO2)

Each ETOPS SCM data set is uniquely identified in the database by the combined values of the ETOPS Diversion Mode Title parameter and the ETOPS Deviation Time parameter (the approved ETOPS diversion time in minutes). In addition to the ETOPS Range Ring Radius, each SCM data set also includes corresponding true airspeeds and cruise modes used for ETP and Critical Fuel Scenario (CFS) calculations. JetPlan applies the appropriate SCM data to a flight plan using the following logic: • User interfaces capable of doing so can identify an SCM data set to use as an override to any stored default. • If no user input has been submitted as an override, JetPlan uses the default SCM data set (if any) defined in the City Pair Fleet Database (CPFDB). • If an SCM data set reference cannot be derived from the CPFDB, JetPlan uses the default ETOPS SCM data set in the ACFDB. • If the ACFDB does not contain a default SCM data set, JetPlan fails the flight plan and returns an error.

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For more information on ETOPS, see the ETOPS User’s Guide: 2 Engine Aircraft on the User Manuals page on JetPlan.com.

NOTE The ACFDB also contains other parameters that are used directly by certain front-end dispatch software applications such as Jeppesen Dispatch Control. The JetPlan Engine does not itself access these database parameters; it simply stores them. For more information, consult the appropriate front-end product documentation or contact your Jeppesen account manager.


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Database Parameters The following table lists the parameters that can be set in the ACFDB. These parameters appear as options on the ACFDB pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. See the JetPlan.com Help file.

Table 27-2

Aircraft Fleet Database Parameters

Parameter

Description

Fleet Type

(Required) “Fleet Type” refers to a specific airframe/engine combination. The Fleet Type value is the generic aircraft ID from the JetPlan Aircraft Library. For instance, 777E is the JetPlan generic ID for the aircraft type with ICAO identifier B772.

Critical Fuel Scenario (CFS) Fuel Pad

NOTE This parameter is used only by certain frontend dispatch software applications. Consult the dispatch software product documentation or contact your Jeppesen Account Manager for more information.

CFS

This parameter specifies the default CFS fuel pad that is applied to the CFS calculation for an aircraft belonging to the fleet. Input value: 0–99999 lbs/kgs. Default is 0. Default ETOPS Diversion Mode Title DMT

This parameter is the customer-specified title of the SCM data set to be used as the default. This parameter and ETOPS Deviation Time together constitute the SCM data set key. This title/time combination must exactly match those of the SCM data set that is to be used by default for the fleet type. Input value: 1-10 alphanumeric characters

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Table 27-2

Aircraft Fleet Database Parameters (continued)

Parameter

Description

Default ETOPS Deviation Time

This parameter and ETOPS Diversion Mode Title together constitute the SCM data set key. This parameter indicates the number of minutes that defines the approved ETOPS diversion time. This title/time combination must match exactly those of the SCM data set that is to be used by default for the fleet type.

SD

NOTE This parameter (with the Default ETOPS Diversion Mode Title) corresponds to the ETOPS Approval Time (ET) parameter in the CADB. For a description of the ETOPS Approval Time parameter, see the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

Input value: 60, 75, 120, 138, 180, 207, or 240 minutes Tankering Interval TI


This parameter specifies the maximum allowable time aircraft can be on ground while holding extra fuel intended for tankering. Input value: 0–1440 minutes Payload Tolerance PT


This parameter is used by the front-end system when payload weights are received. The system checks if the received payload exceeds a payload tolerance. Input value: 0–999999 lbs/kgs Print Aero Performance AP

Set this parameter to Yes to display the aero performance parameters. See below. Input values: Yes/No

Aero Performance Parameters The following parameters become available for editing in JetPlan.com when you set the Print Aero Performance Parameter to Yes. Mach Speed Limit

This parameter is currently not in use.

MCL CAS Speed Limit


CSL


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Table 27-2


Parameter

Description

(TAS) Speed Limit


TSL MMO Margin MMOM

NOTE This parameter is used with the OUTFLT cost index cruise method. Cost index cruise methods are set in the Customer Aircraft Database (CADB). See the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

This parameter defines the maximum operating Mach number (MMO) margin, intended to prevent accidentally exceeding the MMO limit in flight. The OUTFLT cost index cruise method uses the MMO Margin parameter when it is set to a non-zero number. When the Cost Index Method parameter in the CADB is set to OUTFLT (LC=O), the system automatically uses the value of the MMO Margin parameter. If the Cost Index Method in the CADB is set to OUTFLT, but the MMO Margin parameter is set to 0 or is not defined, the system uses a default value of five (5) calibrated airspeed (CAS) in knots. Input value: 0-10 CAS in knots VMO Margin VMOM

NOTE This parameter is used with the OUTFLT cost index cruise method. Cost index cruise methods are set in the Customer Aircraft Database (CADB). See the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

This parameter defines the maximum operating airspeed (VMO) margin, intended to prevent accidentally exceeding the VMO limit in flight. The OUTFLT cost index cruise method uses the VMO Margin parameter when it is set to a non-zero number. When the Cost Index Method parameter in the CADB is set to OUTFLT (LC=O), the system automatically uses the value of the VMO Margin parameter. If the Cost Index Method in the CADB is set to OUTFLT, but the VMO Margin parameter is set to 0 or is not defined, the system uses a default value of five (5) calibrated airspeed (CAS) in knots. Input value: 0-10 CAS in knots Buffet Margin JAR


BMJAR Buffet Margin FAR


BMFAR

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Table 27-2


Parameter

Description

Thrust Margin Bank Angle


TMBA Rate of Climb with Max Climb Thrust RCMCL

NOTE This parameter is used with the OUTFLT and FPM cost index cruise methods. Cost index cruise methods are set in the Customer Aircraft Database (CADB). See the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

This parameter defines the aircraft’s altitude capability limits or sets a speed limit, using the rate of climb with maximum climb thrust. When the Cost Index Method parameter in the CADB is set to OUTFLT (LC=O), to Golden Section Search (FPM) (LC=G) or to FMS Matching (FPM) (LC=P), the system checks the limit set by the Rate of Climb with Max Climb Thrust at available altitudes during profile optimization. Input value: 0-500 feet per minute Rate of Climb with Max Cruise Thrust RCMCR

NOTE This parameter is used with the FPM cost index cruise methods. Cost index cruise methods are set in the Customer Aircraft Database (CADB). See the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

This parameter defines the aircraft’s altitude capability limits, using the rate of climb with maximum cruise thrust. When the Cost Index Method parameter in the CADB is set to Golden Section Search (FPM) (LC=G) or to FMS Matching (FPM) (LC=P), the system checks the limit set by the Rate of Climb with Max Cruise Thrust at available altitudes during profile optimization. Input value: 0-500 feet per minute Truncate ECON Speed to Max Speed


TECON


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Table 27-2


Parameter

Description

Cockpit and Cabin Crew Parameters NOTE The following cockpit and cabin crew parameters support the Minimum Adjusted Cost Index (MACI) feature. When JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the City Pair Fleet Database (CPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter values in the CAPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet Database (ACFDB) record. See the “Cost Index Commands” chapter in the JetPlan User Manual for information about MACI.

Cockpit Crew Count NCOD ex. NCOD=3

Sets the default cockpit crew count; used when computing total cost if no crew count is passed in the flight plan request. Input value: 0–99

OSRO

Sets the fixed cost for the cockpit crew for on-time arrivals.

ex. OSRO=2,000

Input value: Dollars/hour, range=0–10,000

Cockpit Crew Cost Over Schedule Rate VSRO

Sets the fixed cost for the cockpit crew for late arrivals.

ex. VSRO =3,000


Cabin Crew Count

Sets the default cabin crew count; used when computing total cost if no crew count is passed in the flight plan request.

Cockpit Crew Cost On Schedule Rate

NCAD ex. NCAD=3 Cabin Crew Cost On Schedule Rate

Input value: 0–99

OSRA

Sets the fixed cost for the cabin crew for on-time arrivals.

ex. OSRA =5,000


Cabin Crew Cost Over Schedule Rate

Sets the fixed cost for the cabin crew for late arrivals.

VSRA


ex. VSRA =7,500

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Table 27-2


Parameter

Description

ETOPS SCM Datasets (12 Sets) NOTE Select Clear SCM Dataset to delete all values from the selected SCM data set. Each data set can be cleared independently of the others. No other options on the page are affected.

General Parameters Diversion Mode Title DMT1–DMT12

This parameter is the customer-specified title of the SCM data set. This parameter and ETOPS Deviation Time together constitute the SCM data set key. Input value: 1-10 alphanumeric characters. Default is blank.

Deviation Time SD1–SD12

This parameter and ETOPS Diversion Mode Title together constitute the SCM data set key. This parameter indicates the number of minutes that defines the approved ETOPS diversion time. Input values: 60, 75, 120, 138, 180, 207, or 240 minutes. NOTE This parameter corresponds to the ETOPS Approval Time (ET) parameter in the CADB. For a description of the ETOPS Approval Time parameter, see the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

Descent Speed DS1-DS12

This parameter allows you to define an ETOPS Descent Speed. This value is included on the ETOPS flight plan output in the equal time points (ETPs) summary section. It provides a reminder to the crew about the descent speed on which the ETOPS critical fuel summary is based. Input value: Up to 10 alphanumeric characters NOTE This descent value is used for inclusion in the flight plan output and is informational only. This has no impact on the actual descent speed used by JetPlan for computation.

Range Ring Radius SR1–SR12

This distance specifies the radius of the “large ETOPS circles.” This distance is determined by the customer (not calculated by JetPlan) based on how far the airplane can fly on one engine, accounting for 1LE driftdown within the approved ETOPS Deviation Time. Input value: 0–9999 nm


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Table 27-2


Parameter

Description

Adequate Airport Radius


AR1–AR12

This distance specifies the “small circle radius” for the ETOPS Area of Operations entry/exit points calculation. Input value: 0–9999 nm Reference Weight SW1–SW12

This parameter allows you to specify the weight to be used by the airline to determine aircraft performance for the ETOPS range-ring radius. This weight is not used by JetPlan in any calculations. This is simply a field that you can use as a reference. Input value: 0–9999999 lbs/kgs

1LE Depressurized ETP TAS SO1–SO12

This parameter specifies the true airspeed (TAS) to be used by JetPlan to calculate the location of 1LE Depressurized equal time points (ETPs) between ETOPS Alternates. Input value: 0–9999 knots NOTE The Cruise Mode Begin Flag (CS) and Cruise Mode End Flag (CE) parameters in the CADB specify which of the ETOPS Critical Fuel Scenarios (CFS’s) the system should compute for the aircraft. This TAS may not be used if JetPlan does not need to calculate the 1LE Depressurized ETP TAS scenario. NOTE This parameter corresponds to the ETP True Airspeed (EA1) parameter in the CADB. For a description of the ETP True Airspeed (EA1) parameter, as well as the Cruise Mode Begin Flag (CS) and Cruise Mode End Flag (CE), see the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

Depressurized Engine-Out Parameters Initial Emergency Descent DO1-DO12


This parameter allows you to store a reference to the performance data to be used for the initial descent (emergency descent) for the Depressurized EngineOut scenario. Input value: 3 alphanumeric characters NOTE If the Initial Emergency Descent parameter is left blank, the descent is based on zero distance, zero time, and zero fuel.

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Table 27-2


Parameter

Description

Cruise Mode

This parameter specifies the cruise mode to be used by JetPlan as the basis for the 1LE Depressurized Critical Fuel Scenario (CFS).

CO1–CO12

Input value: Valid cruise mode NOTE This parameter corresponds to the ETP Cruise Mode (EC1) parameter in the CADB. For a description of the EC1 parameter, see the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

Final Descent FO1-FO12


This parameter allows you to store a reference to the performance data to be used for the final descent for the Depressurized Engine-Out scenario. Input value: 3 alphanumeric characters Hold HO1-HO12


This parameter allows you to store a reference to the performance data to be used for the hold calculations for the Depressurized Engine-Out scenario. Input value: 3 alphanumeric characters Depressurized All-Engine Parameters Initial Emergency Descent DA1-DA12


This parameter allows you to store a reference to the performance data to be used for the initial descent (emergency descent) for the Depressurized AllEngine scenario. Input value: 3 alphanumeric characters NOTE If the Initial Emergency Descent is left blank, the descent is based on zero distance, zero time, and zero fuel.


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Table 27-2


Parameter

Description

Cruise Mode

This parameter specifies the cruise mode to be used by JetPlan as the basis for the All-Engine Depressurized Critical Fuel Scenario (CFS).

CA1–CA12

Input value: Valid cruise mode NOTE This parameter corresponds to the ETP Cruise Mode (EC) parameter in the CADB. For a description of the EC parameter, see the “Customer Aircraft Database” chapter in the JetPlan User Manual or the Help file on JetPlan.com.

Final Descent FA1-FA12


This parameter allows you to store a reference to the performance data to be used for the final descent for the Depressurized All-Engine scenario. Input value: 3 alphanumeric characters Hold HA1-HA12


This parameter allows you to store a reference to the performance data to be used for the hold calculations for the Depressurized All-Engine scenario. Input value: 3 alphanumeric characters Pressurized Engine Out Parameters Initial Emergency Descent DDO1-DDO12


This parameter allows you to store a reference to the performance data to be used for the Initial Descent (driftdown) for the Pressurized Engine-Out scenario. Input value: 3 alphanumeric characters NOTE If the Initial Emergency Descent is left blank, the descent is based on zero distance, zero time, and zero fuel.

Cruise Mode DCO1-DCO12


This parameter allows you to specify the cruise mode that is used by JetPlan to compute the cruise fuel for the Engine-Out, Pressurized Critical Fuel Scenario (CFS). Input value: Valid auxiliary cruise mode

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Table 27-2


Parameter

Description

Final Descent


DFO1-DFO12

This parameter allows you to store a reference to the performance data to be used for the Final Descent for the Pressurized Engine-Out scenario. Input value: 3 alphanumeric characters Hold DHO1-DHO12


This parameter allows you to store a reference to the performance data to be used for the hold calculations for the Pressurized Engine-Out scenario. Input value: 3 alphanumeric characters Time-Limited Systems (TLS) Fire Suppression Scenario Parameters Calculate TLS TLSF1-TLSF12


Allows you to include or exclude Time-Limited Systems (TLS) calculations for the SCM data set from the ETOPS calculations and from the flight plan output. Input options: • Yes–TLS calculations are included in the ETOPS calculations, and TLS outputs are included in the flight plan (format-dependent). • No–TLS calculation are excluded from the ETOPS calculations and TLS outputs are excluded from the flight plan. Cruise FL TFL1-TFL12


This parameter allows you to store a flight level to be used in the time computations for time-limited systems (TLS) fire suppression scenario plans. The purpose of this field is to identify the most likely nominal flight level at which an all-engine emergency (medical, fire, or system malfunction) would be flown. Input value: A 3-digit value that identifies a flight level in hundreds of feet. Example: 350


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Table 27-2


Parameter

Description

Initial Descent


TID1-TID12

This parameter allows you to store a reference to the performance data to be used for the initial descent (driftdown) for the time-limited systems (TLS) fire suppression scenario computations. Accounting for the initial descent in the TLS evaluation can be expected to result in a lower time value, making the ETOPS plan more likely to not return negative results. Input value: 3 alphanumeric characters Cruise Mode TCR1-TCR12


This parameter allows you to store a reference to the performance data (the cruise mode) to be used to compute the level-flight cruise portion of the timelimited systems (TLS) fire suppression scenario computations. The level-flight cruise—the segment starting at end of driftdown and ending at beginning of final descent— is computed at the TLS fire suppression scenario flight level stored in the SCM data set. Input value: A valid cruise mode (3 alphanumeric characters) Final Descent TFD1-TFD12


The system allows the user to store a reference to the performance data to be used for the final descent for the time-limited systems (TLS) fire suppression scenario computations. Input value: 3 alphanumeric characters

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Aircraft Fleet Database Database Management


Using JetPlan to Manage the Database To use the ACFDB when flight planning, you must first create records in the database. To do this, you need to access the database. In the JetPlan command-line interface, the ACFDB access command is ACF, and it is entered on the Options command line. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. The ACF function commands are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions.

File Maintenance • ADD – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record

File Display • PRI – Displays a record • SUM – Displays a list of records in the database The ACFDB record key element is fleet type. The order of the inputs when working with ACFDB records must always be: Access command (ACF), function command, fleet type, and then any desired parameters. The inputs are separated by commas as shown below:


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Aircraft Fleet Database Database Management

ACF,function command,fleet type,parameter 1,parameter 2,parameter 3, (and so on)

NOTE You can include any or all parameters (see Table 27-2) when adding or changing records in the database. In fact, you can even omit all parameter settings if you just want to have a record in the database for the airport and fleet type. The parameter settings for such a record may be addressed at another time using the CHG function.

ACFDB Commands The ACFDB function commands are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions.

File Maintenance Commands File maintenance commands create, modify, and delete records in the database. An explanation of each maintenance command is shown in the following table. Table 27-3

ACFDB File Maintenance Commands

Command

Description

ACF,ADD

This command enables you to add a new record of information for a city pair in the ACFDB.

ACF,CHG

This command enables you to change a record in the ACFDB.

ACF,DEL

This command enables you to delete a record from the ACFDB.

File Display Commands File display commands enable you to view stored information in the database. An explanation of each display command is shown in the following table. Table 27-4 ACFDB File Display Commands Command

Description

ACF,PRI

This command provides a display of all specified records in the ACFDB.

ACF,SUM

This command enables you to view a list of all records in the ACFDB.

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C HAPTER 28

Generic Airport Database

Generic Airport Database About the Generic Airport Database

About the Generic Airport Database You can use the customer Generic Airport Database to create records for private airfields, military airports, and other airports that are not already in JetPlan. You can then use your generic airport records in flight planning. For example, you might need to create a flight plan to a small airport that has runways shorter than 5,000 feet. In general, however, JetPlan loads only airports with runways over 5,000 feet into the system. In this instance, you could add the small airport to your Generic Airport Database and then use it in your flight plans. To complete a new generic airport record, you need to determine information such as the airport’s ARINC 424 area code, latitude and longitude coordinates, magnetic variation, and so on. For airports that have not been loaded into JetPlan, you can find information in aviation charts, government documents—such as the Airport/Facility Directory published by the FAA—and ARINC 424 specification documents published by Aeronautical Radio Inc. See “Database Parameters” on page 794 for a complete list of the parameters that you need to define in the airport record.


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Generic Airport Database Database Parameters

Database Parameters The following table lists the parameters that you can set in the Generic Airport Database. These parameters appear as options on the Change Generic Airport Record page in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE If you have any questions about locating or recording the data required to create a generic airport database record, contact your Jeppesen account representative.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan users, the table below lists JetPlan database codes in parentheses beneath the corresponding parameter names. For example, “LA” is the JetPlan database code for the Latitude parameter. Some JetPlan database codes also appear as parameter abbreviations on JetPlan.com pages.

Table 28-1 Parameter Airport

Generic Airport Database Parameters

Description (Required) This parameter is the airport identifier. Input value: The four-character ICAO or three-character IATA code for the airport Example: KGDM

Area 424

This parameter is the ARINC Area 424 code for the airport.

(A4)

Input value: Two alphanumeric characters Examples: K2, K6

IATA

This parameter is the IATA identifier for the airport.

(AA)

Input value: Three alphanumeric characters Example: GDM

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Table 28-1

Generic Airport Database Parameters (continued)

Parameter

Description

Latitude

This parameter is the latitude coordinate for the airport.

(LA)

Input value:

Examples:

Latitude expressed as [-]DDmmss00, where:

LA=40000000

• [-] denotes South

- or -

• DD equals degrees

LA=-40000000

• mm equals minutes • ss equals seconds • 00 equals hundredths of seconds Examples: • 40N is 40000000 • 40S is -40000000

Longitude

This parameter is the longitude coordinate for the airport.

(LO)

Input value:

Examples:

Longitude expressed as [-]DDDmmss00, where:

LO=102000000

• [-] denotes East

- or -

• DDD equals degrees

LO=-013000000

• mm equals minutes • ss equals seconds • 00 equals hundredths of seconds Examples: • 102W is 102000000 • 130E is -013000000

Elevation

This parameter is the field elevation for the airport in feet.

(EL)

Input value: Up to five digits. Negative values are possible. Examples: 350, -8

Magnetic Variation

This parameter is the magnetic variation of the airport.

(MV)

Input value: • Up to three characters, including numbers, a decimal point (if needed), and a minus sign (if needed). • East values are prefixed by a minus sign (-). Example: -17 • Decimal values are supported. Example: 14.0

ARTCC (AC)

This parameter is the Air Route Traffic Control Center (ARTCC) for the airport. Input value: Three alphanumeric characters Example: ZOA


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Table 28-1


Parameter

Description

FIR ID

This parameter is the Flight Information Region (FIR) for the airport.

(FI)

Input value: Four alphanumeric characters Examples: KZOA, EBUR

UIR ID

This parameter is the Upper Information Region (UIR) for the airport.

(UI)

Input value: Four alphanumeric characters Examples: KZOA, EBBU

ICAO Address

This parameter is the address used for filing ICAO flight plans.

(IA)

Input value: Eight alphanumeric characters Example: KZBWZQZX

Description

This parameter is the airport name.

(DS)

Input value: Up to 30 alphanumeric characters Example: Jones Field

Longest Runway

This parameter is the length in feet of the airport’s longest runway.

(LR)

Input value: 0-999 feet (in hundreds) Example: 030 (equals 3000 feet)

Com Type (CT)

This parameter is the airport’s communication type. The only allowed input is “ATI” for ATIS. Can be left blank. Input value: ATI or blank

Com Frequency

This parameter is the airport’s ATIS communication frequency.

(CF)

Input value: Up to seven digits, decimal value Example: 112.50

Time Zone

This parameter is the time zone in which the airport is located.

(TZ)

Input value: A four-character alphanumeric identifier in ARINC 424 time zone format, where: • The first character is a letter that corresponds to different time zone hours around the world. • The second and third characters (2-3) represent minutes added to the time zone hour for selected countries. • The fourth character is either Y (Yes) or N (No), indicating whether or not daylight savings time is observed. Example: U00Y

City

This parameter is the city in which the airport is located.

(CY)

Input value: Up to 24 alphanumeric characters Example: Gardner

State

This parameter is the code for the state in which the airport is located.

(ST)

Input value: Two alphanumeric characters Example: MA

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Table 28-1


Parameter

Description

Country

This parameter is the code for the country in which the airport is located.

(CO)

Input value: Three alphanumeric characters Examples: USA, GBR, NZL


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Generic Airport Database Database Management


Using JetPlan to Manage the Database To make the Generic Airport Database a data resource for your flight planning needs, you must first create and manage records of information in the database. To do this, you need to access the database. The Generic Airport Database access command is CGA, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a command function. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the Generic Airport Database. These functional categories are listed below with the specific commands.

File Maintenance • SAV – Adds a record to the database • CHG – Modifies an existing record • DEL – Deletes a record from the database

File Display • SUM – Displays a list of records in the database • PRI – Displays the content of the record

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The record you affect in the database is referenced by the ICAO or IATA identifier of the airport. This identifier is the record name, and it is entered after the function command so that the input structure has the following syntax: CGA,function command,recordname,parameter 1=,parameter 2=,parameter 3=

NOTE As long as the airport identifier is provided, you may include any or all other parameters (see “Database Parameters” on page 794) when saving or changing records in the database. The parameter settings for the record can be added at another time.

Generic Airport Database Commands The Generic Airport Database command functions are divided into two categories: file maintenance and file display. This section describes each command function.


Generic Airport Database File Maintenance Commands

Command

Description

CGA,SAV

The SAV command allows you to create a new record of information for a particular airport in the database. Specify the airport identifier as the record name and enter any parameter that you wish to set. Example: 01 OPTIONS CGA,SAV,MIDA,LA=39450000,LO=105040000,EL=5000

CGA,CHG

The CHG command allows you to modify the parameter settings of an airport record previously stored in the database. The input is similar to the SAV input. You can add new parameter settings to the record or change existing values. Example: To change the description (DS) and add city and state values to the record, enter: 01 OPTIONS CGA,CHG,KOWD,DS=Norwood Meml,CY=Norwood,ST=MA

CGA,DEL

The DEL command allows you to remove a complete record from the database. To delete a record, you must explicitly specify the record name. Example: 01 OPTIONS CGA,DEL,KOWD


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File Display Commands File display commands enable you to view stored information in the database. An explanation and example of each display command is shown in the following table. Table 28-3

Generic Airport Database File Display Commands

Command

Description

CGA,SUM

The SUM command instructs JetPlan to display a listing of all generic airports stored under your ID. This listing includes an explanation of the standard parameters and then shows the values stored for each of those standard parameters per airport record. Example: 01 OPTIONS CGA,SUM

CGA,PRI

The PRI command displays the entire contents of a record. You must include the record name of the record you wish to display. Example: 01 OPTIONS CGA,PRI,KOWD

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C HAPTER 29

Customer Airport Database

Customer Airport Database About the Customer Airport Database

About the Customer Airport Database The Customer Airport Database (CAPDB) allows you to create and manage specific airport information that supports the flight planning process. The CAPDB gives you control over basic airport data used in general planning and also allows you to set parameters that support more advanced functionality, such as the automatic alternate, ETOPS, and single-leg tankering features. None of the information you store in the CAPDB is mandatory for the creation of flight plans on the JetPlan system. However, if used, this database enhances JetPlan’s planning features.


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Customer Airport Database Database Parameters

Database Parameters The following table lists the parameters in the CAPDB. These parameters appear as options on the CAPDB pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan users, the table below lists JetPlan command-line database codes under the parameter names.

NOTE Some of the parameters in the CAPDB provide information that may be displayed in the flight plan output, depending on the flight plan format. For more information, contact your Jeppesen account representative.


Customer Airport Database (CAPDB) Parameters Description

Purpose

Defines whether an obstruction exists at the airport.

General use.

OB ex. OB=Y

Input value: Yes or No

Special Procedures SP

Defines whether special procedures exist at the airport.

ex. SP=Y


Special Reserve Policy

Defines the application of a special reserve fuel policy for the airport.

MISC Parameters Obstructions

SR ex. SR=I

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Input value: Currently, this parameter only accepts the letter “I,” which denotes Island Reserves.

This parameter provides information in the flight plan output about whether or not there is an obstacle. Inclusion in the flight plan output is formatdependent. General use. This parameter provides information in the flight plan output about whether or not there are special procedures. Inclusion in the flight plan output is formatdependent. General use. This parameter provides 120 minutes of reserve fuel when the airport is submitted as the POA in the flight plan.



Table 29-1

Customer Airport Database (CAPDB) Parameters (continued)

Parameter

Description

Purpose

(Approach) Category

Input value: A, B, C, or D

General use.

CA

This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.

ex. CA=A

Hold Time (Minutes)

Defines a default hold time.

General use.

HT

Input value: Time in minutes

This parameter provides a hold time when the airport is used as an alternate. It is applied only when no other hold time value exists. If no hold time is specified in the flight plan inputs, in the aircraft database, or in the ID/Attribute File, this value is applied. General use.

TI

Defines the average time of taxiing at the (arrival) airport.

ex. TI=10


ex. HT=10

AVE Taxi In Minutes

This parameter is applied when the airport is used as a POA. NOTE This parameter works in coordination with the TX parameter (taxi fuel flow) in the Customer Aircraft database.

TO

Defines the average time of taxiing at the (departure) airport.

ex. TO=8


AVE Taxi Out Minutes

General use. This parameter is applied when the airport is used as a POD. NOTE This parameter works in coordination with the TX parameter (taxi fuel flow) in the Customer Aircraft Database.

Maximum Takeoff Decibels MT ex. MT=90

Maximum Landing Decibels ML ex. ML=75


Defines the maximum degree of loudness allowed for takeoff at the airport. Input value: Number of decibels Defines the maximum degree of loudness allowed for landing at the airport. Input value: Number of decibels

General use. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent. General use. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.

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Table 29-1


Parameter

Description

Purpose

Maximum Crosswinds (Knots)

Defines any crosswind that may be, on average, typical for the airport.

General use.

MC ex. MC=10

Airport Handling Codes 1, 2, 3 H1–H3 ex. H1=C

Primary (Airport) Division AD

Input value: Knots Each of these parameters defines a code used to exhibit an Airport Handling capability. Input value: These codes are for display purposes only and the precise meaning of any given character is up to the user to decide. The airport division defined as primary. Each airport division defines a pre-selected set of airports with common attributes. Input value: 1-6 characters

Secondary (Airport) Divisions 1-5 SD1-SD5

Up to five secondary airport divisions can be defined. Each airport division defines a preselected set of airports with common attributes. Input value: 1-6 characters

RAIM Mask Angle GM

The RAIM mask angle for the airport. The required mask angle is obtained from the licensing authority of the airport concerned and may be shown in the appropriate AIP publication.

This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent. General use. These parameters provide information in the flight plan output. Inclusion in the flight plan output is format-dependent.

The Airport Division parameters are stored in the CAPDB but are used only by certain GUI dispatch software applications that interface with JetPlan. See the documentation for the dispatch software application or contact your Jeppesen account representative for more information. The Airport Division parameters are stored in the CAPDB but are used only by certain GUI dispatch software applications that interface with JetPlan. See the documentation for the dispatch software application or contact your Jeppesen account representative for more information. In the event of an airport being constrained as to the number of visible satellites, for example because of high terrain, a steeper mask angle can be saved into the airport database to make the RAIM prediction more restrictive.

Input value: Increments of 0.5 from -0.5 to 20.0. Default setting is 0.0.

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Table 29-1


Parameter

Description

Purpose

Defines the monetary unit in which fuel is purchased.

Used in tankering and Cost Index (CI) calculations.

Input value: The three-letter ISO code for the currency used. The default setting is the U.S. Dollar (USD).

The currency code is used in the cost-based tankering (TANK2/2X,TANK3/3X) process. This parameter must be set for both the departure and the arrival airports. It is also used in Cost Index (CI) flight plans. See the “Payload, POD/POA Weight and Fuel Commands” and the “Cost Index Commands” chapters in the JetPlan User Manual for more information.

Fuel Parameters Fuel Price Currency FC ex. FC=JPY

NOTE ISO currency codes and corresponding exchange rates can be acquired using the JPIII command on the 01 Options command line.

Fuel Unit FU

Defines the measurement unit in which fuel is acquired.

ex. FU=GAL

Input value: GAL (U.S. gallon) or LTR (liters). The default setting is GAL.

Fuel Price

Defines the price of fuel at the airport. The price entered must be relative to the currency established with the FC parameter.

FP ex. FP=3.50

Fuel Price equates to the “nonbonded” price that includes all taxes and fees required for domestic flights, as opposed to the “bonded” fuel price that can be used for international flights that meet certain criteria. See “Bonded Fuel Price” below.

Used in tankering calculations. The fuel unit is used in the costbased tankering (TANK2/2X,TANK3/3X) process. See the “Payload, POD/POA Weight and Fuel Commands” chapter in the JetPlan User Manual for more information. Used in tankering and Cost Index (CI) calculations. The fuel price is used in the costbased tankering (TANK2/2X, TANK3/3X) process and in Cost Index (CI) flight plans. See the “Payload, POD/POA Weight and Fuel Commands” and the “Cost Index Commands” chapters in the JetPlan User Manual for more information.

Input value: Fuel price Example: 3.50 NOTE The display of fuel price information, including fuel density, fuel index, currency code, and fuel unit, does not appear when you view a record unless set to do so in the ID/Attribute file. Contact your Jeppesen account representative for more information.


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Table 29-1


Parameter

Description

Purpose

Fuel Price Updated

This field is automatically filled in with a date/time stamp whenever the fuel price (FP, described above) is changed.

See “Fuel Price” above.

Bonded Fuel Price is the “nonbonded” (domestic) price minus any taxes and customs fees. Under certain circumstances, taxes and customs fees can be avoided if a flight can be classified as international.


LU Automatic date/time stamp Bonded Fuel Price BP ex. BP=2.80

Input value: Bonded fuel price Example: 2.80 Bonded Price Updated BU Automatic date/time stamp Fuel Density FD ex. FD=6.78

This field is automatically filled in with a date/time stamp whenever the bonded fuel price (BP, described above) is changed.

See “Bonded Fuel Price” above.

Defines a non-standard fuel density at the airport.


Fuel density is specified in pounds per gallon (lbs/gal).

The fuel density parameter is an optional parameter used in the cost-based tankering (TANK2/2X, TANK3/3X) process. It is also used in Cost Index flight plans. See the “Payload, POD/POA Weight and Fuel Commands” and the “Cost Index Commands” chapters in the JetPlan User Manual for more information.

Example: 6.78

Fuel Index FI ex. FI=100

Defines the fuel price at the airport relative to some standard. The index standard would generally be set for the airport that represents your home base of operations. Example: 100

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The bonded fuel price is used in the cost-based tankering for flights that meet certain criteria. See the “Payload, POD/POA Weight and Fuel Commands” and the “Cost Index Commands” chapters in the JetPlan User Manual for more information.

Used in tankering calculations. The fuel index is used in the indexbased tankering (TANK1/1X) process. See the “Payload, POD/POA Weight and Fuel Commands” chapter in the JetPlan User Manual for more information.



Table 29-1


Parameter

Description

Purpose

ETOPS Parameters See the ETOPS User’s Guide: 2-Engine Aircraft on JetPlan.com for more information on ETOPS flight planning. ETOPS Early Arrival Delta

Defines a length of time.

Used in ETOPS flight planning.

E1


This parameter allows you to set a time cushion for the determination of the weather condition at the airport. In this case, the airport is being used as an enroute divert. The delta provides a time frame– between the calculated earliest arrival time and an earlier time–at which weather information is considered for the airport’s suitability.

ex. E1=90

See the ETOPS User’s Guide: 2Engine Aircraft on JetPlan.com for more information. ETOPS Late Arrival Delta

Defines a length of time.

Used in ETOPS flight planning.

E2


This parameter allows you to set a time cushion for the determination of the weather condition at the airport. In this case, the airport is being used as an enroute divert. The delta provides a time frame– between the calculated latest arrival time and a later time–at which weather information is considered for the airport’s suitability.

ex. E2=90

See the ETOPS User’s Guide: 2Engine Aircraft on JetPlan.com for more information.


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Table 29-1


Parameter

Description

Purpose

ETOPS Terminal Area Width E3

Defines a radius distance from the airport.

Used in ETOPS/Overwater Driftdown flight planning.

ex. E3=90

Input value: Nautical miles

This parameter only applies when the airport is used as an enroute divert from an ETP (specifically during overwater driftdown operations). It allows you to specify a distance at which reserve fuel adjustments are made. The distance input acts as a boundary at which anti-icing operations turn on or off, depending on customer set up, which in turn, affects reserve fuel. See the ETOPS User’s Guide: 2Engine Aircraft on JetPlan.com for more information. NOTE Use is limited at this time.

Approach Parameters: Precision, Non-Precision, and ETOPS Precision Approach POA Ceiling Minimum P1 ex. P1=350

Defines the ceiling minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an arrival airport. Input value: 0–10000 feet or meters

General use. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.

Feet is the default. To specify meters, you must append the input with the letter M (P1=500M). To change from meters to feet, you must append the input with the letter F (P1=500F). Precision Approach POA Visibility Minimum P2 ex. P2=2400F

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an arrival airport. Input value: 0–10000 feet or meters


Feet is the default. To specify meters, you must append the input with the letter M (P2=500M). To change from meters to feet, you must append the input with the letter F (P2=500F).

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Table 29-1


Parameter

Description

Purpose

Precision Approach

Defines the ceiling minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate.

When the Precision Minima (PMIN) flight plan option is used, this precision approach parameter is a weather criteria check in the automatic alternate selection process.

Alternate Ceiling Minimum P3 ex. P3=600

Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P3=500M). To change from meters to feet, you must append the input with the letter F (P3=500F).

When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Ceiling Minimum and the Precision Approach Alternate Visibility Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates. See the definitions of these parameters below.) By default, JetPlan first checks the Airport Fleet database for the Precision Approach Alternate Ceiling Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.


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Table 29-1


Parameter

Description

Purpose

Precision Approach

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate.

When the Precision Minima (PMIN) flight plan option is used, this precision approach parameter is a weather criteria check in the automatic alternate selection process.

Alternate Visibility Minimum P4 ex. P4=9999F

Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P4=500M). To change from meters to feet, you must append the input with the letter F (P4=500F).

When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Visibility Minimum and the Precision Approach Alternate Ceiling Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates. See the definitions of these parameters below.) By default, JetPlan first checks the Airport Fleet database for the Precision Approach Alternate Visibility Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.

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Table 29-1


Parameter

Description

Purpose


Defines the ceiling minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an arrival airport.

For non-precision approaches, this parameter provides information in the flight plan output. Inclusion in the flight plan output is formatdependent.

POA Ceiling Minimum N1 ex. N1=500

Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (N1=500M). To change from meters to feet, you must append the input with the letter F (N1=500F).

Non-Precision Approach POA Visibility Minimum N2 ex. N2=3200F

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an arrival airport. Input value: 0–10000 feet or meters

For non-precision approaches, this parameter provides information in the flight plan output. Inclusion in the flight plan output is formatdependent.

Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (N2=500M). To change from meters to feet, you must append the input with the letter F (N2=500F).


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Table 29-1


Parameter

Description

Purpose



NOTE The Precision Minima (PMIN) flight plan option uses the Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternate airports. See definitions of those parameters above.

Alternate Ceiling Minimum N3 ex. N3=800


This non-precision approach parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Ceiling Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information.

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Table 29-1


Parameter

Description

Purpose


Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate


Alternate Visibility Minimum N4 ex. N4=9999F


This non-precision approach parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival alternate) it may perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Visibility Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the CAPDB. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information.


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Table 29-1


Parameter

Description

Purpose

ETOPS Approach



ETOPS Ceiling Minimum ECM

Input value: 0–10000 feet or meters

This parameter is used to determine if an ETOPS alternate is suitable based on the TAF weather between the early arrival time and later arrival time. This parameter works in conjunction with the ETOPS Ceiling Minimum parameter in the Customer Airport Fleet database. If there is not a minimum value in the Customer Airport Fleet database, JetPlan checks for the minimum in the CAPDB. If there is no minimum value in the CAPDB, JetPlan uses zero ceiling.

ETOPS Approach ETOPS Visibility Minimum EVM

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate. Input value: 0–10000 feet or meters


This parameter is used to determine if an ETOPS alternate is suitable based on the TAF weather between the early arrival time and later arrival time. This parameter works in conjunction with the ETOPS Visibility Minimum parameter in the Customer Airport Fleet database. If there is not a minimum value in the Customer Airport Fleet database, JetPlan checks for the minimum in the CAPDB. If there is no minimum value in the CAPDB, JetPlan uses zero visibility.

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Table 29-1


Parameter

Description

Purpose

Operational Time Sets 1-8 The Hours of Operation (Open and Close) parameters establish the operational hours for the airport. The Week Days parameter establishes the days of the week the airport uses the hours set by the Hours of Operation parameters. The UTC/Local parameter defines the entered time value as UTC or local. The Start Date/Time and End/Date Time parameters define the period during which the operational set is in effect. The operational time sets allow you to set variances in the hours of operation schedule for the airport. For example, you could use the first set of parameters to establish morning hours of operation and the second set to establish afternoon hours of operation, allowing for a midday shutdown for one hour. The third and fourth sets could be used to establish weekend operations, and so on. Hours Operation (Open) O1-O8 ex. O1=0600

Defines the time from which the airport is open for the given operational time set. There are eight sets of opening times. Input value: Time in HHMM format

Hours Operation (Close) C1-C8 ex. C1=2200

Defines the time at which the airport closes for the given operational time set. There are eight sets of closing times. See the O1 parameter information above. Input value: Time in HHMM format

Week Days W1-W8 ex. W1=12345

UTC/Local Flag T1-T8 ex. T1=U

This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process. Used in the automatic alternate selection process. This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process.

Week Days Available. Defines the days of the week the airport is open using the hours established by the O1-O8 parameters. Monday is considered day 1. Thus, the input, 12345, suggests a Monday through Friday availability.

Used in the automatic alternate selection process.

Defines the clock used in establishing the hours of operation (Open/Close) (O1-8/C1-8) for the given operational time set.


Input value: U (Universal) or L (Local).



This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process.

This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process.

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Table 29-1


Parameter

Description

Purpose

Start Date/Time

Specifies a beginning date and time for the hours of operation entered for the operational time set.


DS1-DS8 ex. DS1=23082007@1300

Input value: • Date in DDMMYYYY format • Time in HHMM format End Date/Time DE1-DE8 ex. DEI=29082007@1300

Specifies an ending date and time for the hours of operation entered for the set. Input value: • Date in DDMMYYYY format • Time in HHMM format

This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process. Used in the automatic alternate selection process. This parameter, used in coordination with the other Operational Time set parameters, is an availability criteria check in the automatic alternate selection process.

Curfew Time Sets 1-4 These parameter sets allow you to set multiple curfews for the airport. Curfew Start (Close) (HHMM) CS1-CS4 ex. CS1=2200

This parameter allows a curfew starting time to be set. NOTE A curfew start time means that applicable operations must cease at that time.


Input value: Time in HHMM format. Curfew End (Open) (HHMM) CE1-CE4 ex. CE1=0600

This parameter allows a curfew ending time to be set. NOTE A curfew end time means that applicable operations may begin at that time.


Input value: Time in HHMM format. Week Days CD1-CD4 ex. CD1=567

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Defines the days of the week that the curfew is in effect. Monday is considered day 1. Thus, the input, 567, indicates the curfew is effective Friday, Saturday, and Sunday.




Table 29-1


Parameter

Description

Purpose

UTC/Local Flag

Defines the clock used in establishing the hours of the curfew (CS1/CE1).

General use.

CT1-CT4 ex. CT1=L

Input value: U (Universal) or L (Local)


ATC Tower Time Sets 1-4 These parameter sets allow you to set multiple times of operation for the airport ATC tower. ATC Tower Start (Open) TS1-TS4

This parameter allows a tower opening time to be set. Input value: Time in HHMM format.

ATC Tower End (Close) TE1-TE4

This parameter allows a tower closing time to be set. Input value: Time in HHMM format.

Week Days TD1-TD4

UTC/Local Flag TT1-TT4

General use. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent. General use. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.

ATC Tower Days of Operation. Defines the days of the week that the tower is open using the hours established by the TS1 and TE1 parameters. Monday is considered day 1. Thus, the input, 12345, indicates that the tower is open Monday through Friday.

General use.

Defines the clock used in establishing the hours of operation (TS1/TE1).

General use.

Input value: U (Universal) or L (Local).



Company Frequency Sets (1–10) These parameter sets allow you to define up to 10 radio frequencies for use at the airport. Company Frequency CF ex. CF=123.45


Defines the radio frequency your company uses at the airport or in general. Input value: Value representing the frequency


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Table 29-1


Parameter

Description

Purpose

Company Frequency Description

A description of the frequency specified with the CF parameter. You can enter up to 30 characters of text.

General use.

Allows you to define up to nine other frequencies—ten in all, including the CF parameter—for company use.

General use.

Each parameter coincides with parameters F1 through F9. Enter a plain language description of the frequency specified. You can enter up to 30 characters of text.

General use.

DF ex. DF=textinput

(Additional) Company Frequencies F1–F9 ex. F1=123.45 (Additional) Company Frequency Descriptions D1–D9 ex. D7=textinput

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This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent. This parameter provides information in the flight plan output. Inclusion in the flight plan output is format-dependent.


Customer Airport Database Database Management


Using JetPlan to Manage the Database To make the CAPDB a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. In the JetPlan command-line interface, the CAPDB access command is AP, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the CAPDB. These functional categories are listed below with the specific commands.

File Maintenance • SAV – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record

File Display • SUM – Displays a list of records (by name) • PRI – Displays the record of the file name (airport) specified


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The record you affect in the database is referenced by the ICAO or IATA code of the airport. This code is the file name, and it is entered after the function command so that the input structure has the following syntax: AP,function command,filename,parameter 1,parameter 2,parameter 3,and so on

The following example illustrates the creation of a new record for the airport KLAX. All parameter inputs are strictly optional. Therefore, the parameters shown are just examples. EXAMPLE: 01 OPTIONS AP,SAV,KLAX,OB=Y,SP=Y,TI=10,TO=5,CF=123.45

NOTE You can include any or all parameters (see the Database Parameters table on page 804) when saving or changing records in the database. In fact, you can even omit all parameter settings if you just want to have a record in the database for the airport. The parameter settings for such a record can be addressed at another time. The point is that a record is affected or referenced by the input of the access command (AP), the function command (for example, SAV), and the file name (Airport ID).

CAPDB Commands The CAPDB command functions are divided into two categories: file maintenance and file display. This section describes each command function.


CAPDB File Maintenance Commands

Command

Description

AP,SAV

The SAV command allows you to create a new record of information for a particular airport in the database. Specify the airport code as the file or record name and enter any parameter that you wish to set. Example: 01 OPTIONS AP,SAV,DEN,TI=15,TO=15,FD=6.78

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Table 29-2

CAPDB File Maintenance Commands (continued)

Command

Description

AP,CHG

The CHG command allows you to modify the parameter settings of an airport record previously stored in the database. The input is similar to the SAV input. You may add new parameter settings to the record, change setting values, or reset values to their original (default) state. To reset a particular parameter to its default value, enter the parameter without a value input. Example: To reset the fuel density value that was set in the previous example, enter the following: 01 OPTIONS AP,CHG,DEN,FD

AP,DEL

As shown above, deleting a parameter setting within a record (setting its value to the default value) requires the omission of the value input for that parameter within a CHG command entry. The function command DEL allows you to remove a complete record from the database. To delete a record, you must explicitly specify the record name. Example: To delete the record for the Anchorage, Alaska, airport from the database, enter: 01 OPTIONS AP,DEL,PANC


CAPDB File Display Commands

Command

Description

AP,SUM

The SUM command instructs JetPlan to display a listing of all airports stored under your ID. This listing includes an explanation of the standard parameters and then shows the values stored for each of those standard parameters per airport record. NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI), currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account manager for more information.

Example: To display a summary listing of all stored airports, enter the following 01 OPTIONS AP,SUM


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Table 29-3

CAPDB File Display Commands (continued)

Command

Description

AP,PRI

The PRI command displays the entire contents of a record. You must include the file name of the record you wish to display. NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI), currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account manager for more information.

Example: 01 OPTIONS AP,PRI,RJAA

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C HAPTER 30

Airport Fleet Database

Airport Fleet Database About the Customer Airport Fleet Database

About the Customer Airport Fleet Database The Customer Airport Fleet database (CAPFDB) gives you control over parameters that support various features and functionality. Many of the CAPFDB parameters support the automatic alternate feature or other operational requirements for “non-standard” or emergency (divert) situations. The CAPFDB allows you to store and manage data that is related to a specific airport and a specific aircraft fleet type. A fleet type is the Jeppesen generic aircraft ID that defines a specific airframe/engine combination. (For more information about generic aircraft identifiers, see the “Aircraft Type Commands” chapter in the JetPlan User Manual.) A CAPFDB record stores default parameter values that apply each time you create a flight plan request using a given airport/fleet type combination. Each record in the CAPFDB must contain, at a minimum, the airport and fleet type information. When you create a flight plan request, the airport and fleet type in the request serve as a key to the data in the CAPFDB record. The parameters that you can store in the CAPFD database are covered in “Database Parameters” on page 828.

About Taxi Time Adjustment Sets You can set base and adjustment taxi-in and taxi-out values in the CAPFDB and in the City Pair Fleet database (CPFDB). The CAPFDB and CPFDB taxi-in and taxi-out values are used only if there is not a taxi value of higher precedence. Precedence for taxi-out and taxi-in values is determined separately. User input of POD or POA taxi values on a given flight plan request override CPFDB taxi values, while the CPFDB taxi values take precedence over the CAPFDB values. For detailed information about the taxi-time adjustment sets and the order of precedence, see the “City Pair Fleet Database” chapter in the JetPlan User Manual or the Help topic on JetPlan.com.


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Airport Fleet Database Database Parameters

Database Parameters The following table lists the parameters that can be set in the CAPFDB. These parameters appear as options on the CAPFDB pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan users, the table below lists JetPlan database codes under the parameter names.

Table 30-1

Customer Airport Fleet Database (CAPFDB) Parameters

Parameter

Description

Airport

(Required) The ICAO or IATA identifier for the airport. Clicking the ICAO identifier opens the Change Airport Fleet Record pages.

Fleet Type

(Required) Fleet Type refers to a specific airframe/engine combination. The Fleet Type value is the generic aircraft ID from the JetPlan Aircraft Library. For instance, 777E is the JetPlan generic ID for the aircraft type with ICAO identifier B772.

Misc and Cost Index Parameters Maximum Takeoff Weight TW ex. TW=689000

This parameter limits the maximum takeoff weight at a given airport for a given fleet type. The value entered here limits the setting in the generic aircraft database or Customer Aircraft Database (CADB). However, this parameter can be overridden with an ad hoc input on the POD or POA weight command line. Defines a weight value maximum, in pounds or kilos, for the key airport and fleet type. Input value: Up to seven digits NOTE Neither this value, nor the ad hoc value, may exceed the lesser of the generic aircraft or Customer Aircraft Database (CACDB) Maximum Takeoff Weight (MTOW) value.

Maximum Landing Weight LW ex. LW=590000

This parameter limits the maximum landing weight at a given airport for a given fleet type. The value functions in a similar manner to the TW parameter. Defines a weight value maximum, in pounds or kilos, for the key airport and fleet type. Input value: Up to seven digits NOTE Neither this value, nor the ad hoc value, may exceed the lesser of the generic aircraft or Customer Aircraft Database (CACDB) Maximum Landing Weight (MLDW) value.

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Table 30-1

Customer Airport Fleet Database (CAPFDB) Parameters (continued)

Parameter

Description

Approach Plate Available

Defines the availability of approach plate material for the key airport.

AP

Input value: Yes or No. Required to be Y in order for the airport to be considered a candidate Mountain Driftdown alternate.

ex. AP=Y TO

This parameter defines the key airport’s operational status. It provides information in the flight plan output and is format-dependent.

ex. TO=P

Input values:

Type of Operations

• (R)egular – Flights operate at this airport on a regular, scheduled basis. This is the default setting.

ex. TO=E

• (A)lternate – Flights may divert to this airport when proceeding to the intended destination becomes inadvisable. Payload may be de-planed at this airport, but not loaded. • Re(F)ueling – Flights may be accepted for refueling purposes only. Payload may not be removed from or added to the cargo at this airport. • (P)rovisional – Flights may divert to this airport if the intended destination becomes unavailable. Payload may be de-planed and boarded. • (C)harter – Irregular operations; applies to Mountain Driftdown and Terrain Clearance scenarios only. An airport is considered a MTDD/TC Alternate only when selected as the POD or POA. • (E)mergency Only – Flights may divert to this airport only for emergencies, such as Driftdown, ETOPS, and Reclear operations. Ferry In Indicator FI ex. FI=Y

NOTE The Ferry In and Ferry Out parameters are used only by certain front-end dispatch software applications. Contact your Jeppesen account representative for more information.

Input Values: Y/N/blank • Yes – Indicates the dispatcher should ferry fuel into the airport for administrative reasons. • No – Indicates the dispatcher should not ferry fuel into the airport. • Blank – Indicates the dispatcher should ferry fuel into the airport if it makes economic sense to do so.

Ferry Out Indicator FO ex. FO=Y

NOTE The Ferry In and Ferry Out parameters are used only by certain front-end dispatch software applications. Contact your Jeppesen account representative for more information.

Input Values: Y/N/blank • Yes – Indicates the dispatcher should ferry fuel out of the airport for administrative reasons. • No – Indicates the dispatcher should not ferry fuel out of the airport. • Blank – Indicates the dispatcher should ferry fuel out of the airport if it makes economic sense to do so.


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Table 30-1


Parameter

Description

Cockpit and Cabin Crew Parameters NOTE The following cockpit and cabin crew parameters support the Minimum Adjusted Cost Index (MACI) feature. When JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the City Pair Fleet Database (CPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter values in the CAPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet Database (ACFDB) record. See the “Cost Index Commands” chapter in the JetPlan User Manual for information about MACI.

NCOD

Sets the default cockpit crew count; used when computing total cost if no crew count is passed in the flight plan request.

ex. NCOD=3

Input value: 0–99



Default Cockpit Crew Number


OSRO ex. OSRO=2,000 Cockpit Crew Cost Over Schedule

Sets the fixed cost for the cockpit crew for late arrivals. Input value: Dollars/hour, range=0–10,000

VSRO ex. VSRO =3,000 Default Cabin Crew Number NCAD


ex. NCAD=3

Input value: 0–99

Cabin Crew Cost On Schedule


OSRA


ex. OSRA =5,000 Cabin Crew Cost Over Schedule

Sets the fixed cost for the cabin crew for late arrivals. Input value: Dollars/hour, range=0–10,000

VSRA ex. VSRA =7,500

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Table 30-1


Parameter

Description

Climb/Descent Profile Calculation Method The climb/descent profile calculation parameters are used with the Climb or Descent Method parameters in the Customer Aircraft Database (CADB). See the Help document for the CADB on JetPlan.com for information about the Climb/Descent Method parameters. RALT – Maximum altitude with speed restriction

Sets the speed transition altitude. This is the altitude at which the aircraft is: • Accelerated from the transition climb speed limit to the climb calibrated airspeed (CAS) - and/or • Decelerated from the descent CAS to the transition descent limit. Input value: 0–999 NOTE If RALT=0 (is not set) in the CAPFDB, the system defaults to 100 (10000FT) for Boeing and Airbus aircraft.

RIASC – Initial climb speed limit

Sets the transition climb speed limit (altitude is less than the value of the RALT parameter). Input value: 0–999 knots NOTE If RIASC=0 (is not set) in the CAPFDB, the system defaults to 250 knots for Boeing and Airbus aircraft.

CASC – Climb speed in CAS

Sets the climb Calibrated Airspeed (CAS) (altitude is greater than the value of the RALT parameter). This is the constant CAS until the MACH number is equal to the climb speed in MACH at the crossover altitude. Input value: 0–999 knots

MACHC – Climb speed in MACH

Sets the climb speed at the constant MACH number, which is equal to the cruise MACH number (altitude is greater than the value of the crossover altitude). Input value: Mach number in thousands Example: 780 is expressed as 0.78

RIASD – Final descent speed limit

Sets the transition descent speed limit (altitude is less than the value of the RALT parameter). Input value: 0–999 knots NOTE If RIASD=0 (is not set) in the CAPFDB, the system defaults to 250 knots for Boeing and Airbus aircraft.

CASD – Descent speed in CAS

Sets the descent constant CAS (altitude is less than the value of the crossover altitude).

MACHD – Descent speed in MACH

Sets the descent speed at the constant MACH number, which is equal to the cruise MACH number until the CAS speed is equal to CASD (crossover altitude). Input value: Mach number in thousands Example: 780 is expressed as 0.78


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Table 30-1


Parameter

Description

Alternate Requirements Parameters These parameters support the automatic alternate feature. See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. Takeoff Alternate Airport TA ex. TA=KXXX

This parameter supports the Automatic Alternate feature. It specifies an airport as your preferred (takeoff) alternate when the key airport is a departure airport in the flight plan. It is the first airport scrutinized as a possible takeoff alternate in the automatic alternate selection process. Input value: Valid ICAO ID

Max Distance to Takeoff Alternate MA

This parameter sets a (radius) distance limit to the proximity search for candidate takeoff alternate airports in the automatic alternate selection process. The distance is relative to the key airport when used as a POD.

ex. MA=1000

Input value: Nautical miles, up to four digits (thousands of miles)

Max Distance to Destination Alternate MD

This parameter is equivalent to the Max Distance to Takeoff Alternate parameter but applies to destination alternates. The distance value is relative to the key airport when used as a POA.

ex. MD=750

Input value: Nautical miles, up to four digits (thousands of miles)

Alternate Proximity List Length

This parameter sets the maximum number of airports returned by the proximity search service.

ALTL

Input value: 0–100

ex. ALTL=100 Preferred Destination Alternate Airports (Nos. 1–8)

Each parameter defines an airport identifier.

A1–A8

These parameters identify, in succession, airports you wish to designate as preferred arrival alternates when the key airport is an arrival airport.

ex. A1=KXXX

Input value: Valid ICAO IDs

Alternate Availability Parameters These parameters support the automatic alternate feature. See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. DA

Defines the key airport as available for use as a departure (takeoff) alternate for the key fleet type.

ex. DA=Y


Enroute Alternate EA

Defines the key airport as available for use as an enroute alternate for the key fleet type.

ex. EA=Y


EU-OPS Enroute Alternate

Defines the key airport as available for use as an enroute alternate for automatic enroute alternate selection. Applies to JAR/EU-OPS only.

Departure Alternate

(JAR/EU Operations Alternate)


EU ex. EU=Y

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Table 30-1


Parameter

Description

Arrival Alternate AA

Defines the key airport as available for use as a destination alternate for the key fleet type.

ex. AA=Y


ETOPS Suitable Alternate


ESU

Defines the airport as acceptable for use in the flight plan as an ETOPS alternate, typically based on its inclusion in the carrier's operations specification. To be deemed suitable for inclusion in a flight plan as an ETOPS alternate, the airport requires the following conditions to be true between the planned earliest and latest arrival times: • The weather is forecast above minimums. • Field condition reports indicate that a safe landing can be made. • The forecast crosswinds and tailwinds do not exceed certified limits for the aircraft. Input value: Y/N ETOPS Adequate Alternate EAD


Defines the airport as an ETOPS adequate alternate, for use in calculating the ETOPS area of operation. An airport is considered adequate if it is certified as an FAR Part 139 airport or is equivalent with respect to safety requirements. It needs to have a runway of sufficient length, width and strength, airport services, emergency equipment, field reporting conditions (NOTAMS), hourly weather reporting (METARS) and an instrument approach other than GPS. Input value: Y/N Enroute Alternate in Terrain Driftdown Operations TD

This parameter activates the key airport as a possible enroute alternate in the automatic alternate selection process when the Mountain Driftdown feature is employed in the flight plan.

ex. TD=N


Enroute Alternate in ETOPS/Overwater Driftdown Operations

This parameter activates the key airport as a possible enroute alternate in the automatic alternate selection process when either the ETOPS or the Basic (Overwater) Driftdown feature is employed in the flight plan.

ET


ex. ET=N


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Table 30-1


Parameter

Description

Approach Parameters POA Ceiling Minimum


P1


ex. P1=350

Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P1=500M). To change from meters to feet, you must append the input with the letter F (P1=500F).

Precision Approach POA Visibility Minimum

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an arrival airport.

P2


ex. P2=2400F

Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P2=500M). To change from meters to feet, you must append the input with the letter F (P2=500F).

Precision Approach


Precision Approach

Alternate Ceiling Minimum P3 ex. P3=600

When the Precision Minima (PMIN) flight plan option is used, this precision approach parameter is a weather criteria check in the automatic alternate selection process. When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Ceiling Minimum and the Precision Approach Alternate Visibility Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates. See the definitions of those parameters below.) By default, JetPlan first checks the Airport Fleet database for the Precision Approach Alternate Ceiling Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the Customer Airport database. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P3=500M). To change from meters to feet, you must append the input with the letter F (P3=500F).

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Table 30-1


Parameter

Description

Precision Approach

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate.

Alternate Visibility Minimum P4 ex. P4=9999F

When the Precision Minima (PMIN) flight plan option is used, this precision approach parameter is a weather criteria check in the automatic alternate selection process. When the PMIN flight plan option is used, JetPlan uses the Precision Approach Alternate Visibility Minimum and the Precision Approach Alternate Ceiling Minimum values to check the suitability of alternate airports. (When the PMIN option is not used, JetPlan uses the more conservative Non-Precision Approach Alternate Ceiling and Visibility Minimum values to check suitability of alternates. See the definitions of those parameters below.) By default, JetPlan first checks the Airport Fleet database for the Precision Approach Alternate Visibility Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the Customer Airport database. NOTE A customer preference setting allows you to change the database used as the default source of the Precision Approach Alternate Ceiling Minimum and Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (P4=500M). To change from meters to feet, you must append the input with the letter F (P4=500F). POA Ceiling Minimum


N1


ex. N1=500


Non-Precision Approach POA Visibility Minimum

Defines the visibility minimum for the airport in feet or meters.This parameter is applicable when the airport is used as an arrival airport.

N2


ex. N2=3200F




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Table 30-1


Parameter

Description



Alternate Ceiling Minimum N3 ex. N3=800

Defines the ceiling minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate. This non-precision approach parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival alternate) it might perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Ceiling Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the Customer Airport database. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (N3=500M). To change from meters to feet, you must append the input with the letter F (N3=500F).

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Table 30-1


Parameter

Description



Alternate Visibility Minimum N4 ex. N4=9999F

Defines the visibility minimum for the airport in feet or meters. This parameter is applicable when the airport is used as an alternate. This non-precision approach parameter is a weather criteria check in the automatic alternate selection process. When JetPlan checks the suitability of an airport as an alternate (departure, en route, or arrival alternate) it might perform a “TAF check” on that airport. That is, it compares the TAF forecast with the landing minima values for the candidate alternate airport. By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Visibility Minimum value. If the value in the Airport Fleet database is zero, JetPlan gets the value from the Customer Airport database. See the “Hold-Alternate Commands” chapter in the JetPlan User Manual for more information. NOTE A customer preference setting allows you to change the database used as the default source of the Non-Precision Approach Alternate Ceiling Minimum and Non-Precision Approach Alternate Visibility Minimum values. Contact your Jeppesen Account Representative for information.

Input value: 0–10000 feet or meters Feet is the default. To specify meters in the command-line interface, you must append the input with the letter M (N4=500M). To change from meters to feet, you must append the input with the letter F (N4=500F). ETOPS Approach ETOPS Ceiling Minimum ECM


This parameter defines the ceiling minimum for the airport in feet or meters. It is used to determine if an ETOPS alternate is suitable based on the TAF weather between the Early Arrival Time and later arrival time. This parameter works in conjunction with the ETOPS Ceiling Minimum parameter in the Customer Airport database. If there is not a minimum value in the Customer Airport Fleet database, JetPlan checks for the minimum in the Customer Airport database. If there is no minimum value in the Customer Airport database, JetPlan uses zero ceiling. Input value: 0–10000 feet or meters


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Table 30-1


Parameter

Description

ETOPS Approach


ETOPS Visibility Minimum EVM

This parameter defines the visibility minimum for the airport in feet or meters. This parameter is used to determine if an ETOPS alternate is suitable based on the TAF weather between the Early Arrival Time and later arrival time. This parameter works in conjunction with the ETOPS Visibility Minimum parameter in the Customer Airport database. If there is not a minimum value in the Customer Airport Fleet database, JetPlan checks for the minimum in the Customer Airport database. If there is no minimum value in the Customer Airport database, JetPlan uses zero visibility. Input value: 0–10000 feet or meters

Taxi Time Segment Parameters You can set base and adjustment taxi-in and taxi-out values in the CAPFDB and in the City Pair Fleet (CPFDB) database. The CPFDB taxi values take precedence over the CAPFDB taxi values. For detailed information about the taxi time adjustment sets and the order of precedence, see the “City Pair Fleet Database” Help topic. NOTE For the Taxi Time Adjustment values to be used, the Default Block Time (DBT) field in the CPFDB must be set to a non-zero value, and a Customer Aircraft database record with the Taxi Fuel Flow (TX) value set must be used.

Set 1 Taxi Time Adjustment Segments Set 1 Start Date

Effective start date of Set 1 taxi time adjustments.

WDM

Input value: Day and Month (ddmm)

Set 1 Start Year

The year setting is optional. The start date and time apply to each and every year if year is not set.

WYR

Input value: Year (YYYY) Set 1 Start Time (HHMM)

Effective start time of Set 1 taxi time adjustments.

WHM

Input value: 0000–2359 (HHMM)

Set 1 Base Taxi Out Time

Indicates the average amount of taxi-out time for the specified airport fleet for Set 1 taxi time adjustments.

BTOW

Input value: 0–99 minutes Set 1 Base Taxi In Time BTIW

Indicates the average amount of taxi-in time for the specified airport fleet for Set 1 taxi time adjustments. Input value: 0–99 minutes

Set 1 Segment# Effective Start Time

Effective start time for the given Set 1 Taxi Time adjustment (1–60) in HHMM.

1–60


STW#

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Table 30-1


Parameter

Description

Set 1 Taxi Out Adjustment 1–60

Defines the adjustment to the Base Taxi Out Time defined for the airport fleet when the flight's scheduled departure time is between the Start Time and End Time for the specified taxi adjustment set.

TOW#

Input value: -99–99 minutes (negative values are possible) Set 1 Taxi In Adjustment 1–60 TIW#

Defines the adjustment to the Base Taxi In Time defined for the airport fleet, when the flight's ETD plus DBT is between the Start Time and End Time for the specified taxi adjustment set. Input value: -99–+99 (negative values are possible)



SDM

Input value: day and month (ddmm)

Set 2 Start Year


SYR

Input value: Year (YYYY) Set 2 Start Time (HHMM)


SHM

Input value: 0000–2359 (HHMM)

Set 2 Base Taxi Out Time BTOS

Indicates the average amount of taxi-out time for the specified airport fleet Set 2 taxi time adjustments. Input value: 0–99 minutes

Set 2 Base Taxi In Time BTIS

Indicates the average amount of taxi-in time for the specified airport fleet Set 2 taxi time adjustments. Input value: 0–99 minutes

Set 2 Segment # Effective Start Time

Effective start time for the given Set 2 Taxi-In Time adjustment (#1–60) in HHMM

#1–60


STS# Set 2 Taxi Out Adjustment #1–60 TOS# Set 2 Taxi In Adjustment #1–60 TIS#

Defines the adjustment to the Base Taxi Out Time defined for the airport fleet, when the flight's scheduled departure time is between the Start Time and End Time for the specified taxi adjustment set. Input value: -99–+99 minutes (negative values are possible) Defines the adjustment to the Base Taxi In Time defined for the airport fleet, when the flight's ETD plus DBT is between the Start Time and End Time for the specified taxi adjustment set. Input value: -99–+99 (negative values are possible)


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Table 30-1


Parameter

Description

Minimum Fuel Over Destination (MFOD) Parameters Begin Time for Time Ranges #1–4 TB1–TB4 ex. TB1=1230 ex. TB4=1230 End Time for Time Ranges #1–4 TE1–TE4 ex. TE1=1530 ex. TE4=1530

There are four sets of time ranges, and each time range has a Begin Time parameter, which is used in conjunction with the End Time parameter to define a time range that is applied to the Minimum Fuel Over Destination parameter. Input value: HHMM There are four sets of time ranges, and each time range has an End Time parameter, which is used in conjunction with the Begin Time parameter to define a time range that is applied to the Minimum Fuel Over Destination parameter. Input value: HHMM

Time Flag for Time Ranges #1–4

Defines the clock used in establishing the Minimum Fuel Over Destination Time range for each of the four time ranges.

TF1–TF4

Input value: U (Universal) or L (Local)

ex. TF1=U ex. TF4=L Minimum Fuel Over Destination (MFOD) for Time Ranges #1–4

Defines a weight, in pounds or kilos, that represents the minimum amount of fuel the aircraft should have over the destination (usually TOD) at the arrival (key) airport.

MF1–MF4

The value you enter is tied to the time range defined by the Begin Time and End Time parameters. You can define multiple time ranges using the time range parameters (TB1–TB4 and TE1–TE4), providing different fuel minimums (using MF1–MF4 parameters) for different times of the day. Thus, you can plan for late day delays due to increased traffic or weather buildup.

ex. MF1=5000 ex. MF4=15000

Input value: Up to seven digits

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Table 30-1


Parameter

Description

Departure and Arrival Biases Parameters These parameters allow you to apply departure and arrival biases based on the combination of a specific aircraft fleet type and airport. Departure Bias For Fuel, Time, and/or Distance

Allows you to enter departure biases for one or all of the following: fuel, time, and minimum distance.

DB

Applying biases via the CAPFDB has the following ramifications: • The biases stored in the CAPFDB override any stored in the Customer Schedule Database.

ex. DB=250,4,0 ex. DB=0,15,0

• Any biases applied (ad hoc) to the flight plan request are added to those stored in the CAPFDB (they accumulate).

or DBF

• Any biases stored in the Customer Aircraft Database are added to those stored in the CAPFDB (they accumulate).

ex. DBF=250 DBT ex. DBT=5 DBD ex. DBD=20

There are two methods for entering bias information. The first method uses the DB parameter. With this parameter you must enter a value for each bias factor in the following order: Fuel, Time and Distance. Separate each value with a comma. To omit one or more factors, you can enter a value of zero (0). Example: DB=250,4,0 The second method uses suffixes applied to the DB parameter for fuel (DBF), time (DBT), and distance (DBD) to distinguish between and allow individual input. With this method, if you wish to omit a particular bias factor, simply omit the input altogether. Example: DBF=250 Input values: • Fuel in pounds • Time in minutes • Distance in nautical miles


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Table 30-1


Parameter

Description

Arrival Bias For Fuel, Time, and/or MIN Distance

Allows you to enter arrival biases for one or all of the following: fuel, time, and minimum distance.

AB

Applying biases via the CAPFDB has the following ramifications:

ex. AB=500,0,20 ex. AB=0,5,0 or ABF ex. ABF=500 ABT ex. ABT=10 ABD ex. ABD=25

• The biases stored in the CAPFDB override any stored in the Customer Schedule Database. • Any biases applied (ad hoc) to the flight plan request are added to those stored in the CAPFDB (they accumulate). • Any biases stored in the Customer Aircraft Database are added to those stored in the CAPFDB (they accumulate). There are two methods for entering bias information. The first method uses the DB parameter. With this parameter you must enter a value for each bias factor in the following order: Fuel, Time and Distance. Separate each value with a comma. To omit one or more factors, you can enter a value of zero (0). Example: AB=500,0,20 The second method uses suffixes applied to the DB parameter for fuel (DBF), time (DBT), and distance (DBD) to distinguish between and allow individual input. With this method, if you wish to omit a particular bias factor, simply omit the input altogether. Example: ABF=500 Input values: • Fuel in pounds • Time in minutes • Distance in nautical miles

HUB

Defines an airport as high-density or not.

ex. HUB=Y

If the hub parameter is set to Y(es) (HUB=Y), then the arrival fuel bias in the Customer Aircraft Database is used from the POA to the alternate. If the hub parameter is set to N(o) (HUB=N), then the bias is not used.

Runway Parameters Departure Runways

These parameters have no impact on fight plan functionality at this time.

Arrival Runways

These parameters have no impact on fight plan functionality at this time.

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Airport Fleet Database Database Management


Using JetPlan to Manage the Database To make the CAPFDB a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. In the JetPlan command-line interface, the CAPFDB access command is APF, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. The CAPFDB command functions are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions. Two categories of command functions are available when accessing the CAPFDB. These functional categories are listed below with the specific commands.

File Maintenance • SAV – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record • CPY – Copies a record to a new record

File Display • PRI – Displays a record • SUM – Displays a list of records • RID – Displays the record identifiers • SRH – Search for records


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The record that you affect with a function command may be referenced by an airport, by a fleet type, or by the combination of the two. When creating a new record you must enter both reference keys, with the airport listed first. The input structure has the following syntax: APF,function command,arpt,fleet type,parameter 1,parameter 2,parameter 3,and so on.

The following example illustrates the creation of a new record for the airport, KLAX, and the fleet type, B747. All parameter settings are strictly optional. Therefore, the parameters shown are just examples. Example: 01 OPTIONS APF,SAV,KLAX,B747,TA=KBUR,MA=100,A1=KBUR,MD=400 NOTE You can include any or all parameters (see Table 30-1 on page 828) when saving or changing records in the database. In fact, you can even omit all parameter settings if you just want to have a record in the database for the airport and fleet type. The parameter settings for such a record may be addressed at another time using the CHG function. The point is that a record is created or affected by the input of the access command (APF), the function command (SAV), and the file keys (Airport ID and Fleet type).

The CAPFDB record key elements are described in the following table. Table 30-2 CAPFDB Record Key Elements Parameter

Description

Airport

(Required) The ICAO or IATA identifier for the airport.

Fleet Type


CAPFDB Commands The CAPFDB command functions are divided into two categories: file maintenance and file display. This section describes each command function.

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CAPFDB File Maintenance Commands

Command

Description

APF,SAV

The SAV command allows you to create a new record of information for a particular airport and aircraft fleet type. Specify these keys and any parameter you wish to set. Example: 01 OPTIONS APF,SAV,KSFO,B747,TA=KOAK,MA=100,A1=KOAK

APF,CHG

The CHG command allows you to modify the parameter settings of a previously stored record. The input is similar to the SAV input. You can add new parameter settings to the record, change setting values, or reset values to their original (default) state. To reset a parameter to its default value, enter the parameter without a value input. For example, to reset the MA parameter to its default value, enter the following: Example: 01 OPTIONS APF,CHG,KSFO,B747,MA

APF,CHG,$$

The global CHG command can be used to make global changes to various records by using the wild card variable, $, in place of the airport and/or fleet type identifiers. To affect records by airport identifier only, substitute the wild card variable for the fleet type identifier. Example: Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA parameter) for all records keyed to KLAX, regardless of fleet type. 01 OPTIONS APF,CHG,KLAX,$,MA=500

To affect records by fleet type only, substitute the wild card variable for the airport identifier. Example: Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA parameter) for all records keyed to the B747 fleet type, regardless of airport ID. 01 OPTIONS APF,CHG,$,B747,MA=350

To affect all records, substitute the wild card variable for both the airport identifier and the fleet type identifier. Example: Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA parameter) for all records. 01 OPTIONS APF,CHG,$,$,MA=350


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Table 30-3

CAPFDB File Maintenance Commands (continued)

Command

Description

APF,DEL

As shown previously, deleting a parameter setting within a record (setting its value to the default value) requires the omission of the value input for that parameter within a CHG command entry. The DEL command, however, allows you to remove a complete record from the database. Like the global change command, you have multiple ways of deleting records in this database. You can remove a specific record, all records for one or more airports, or all records for a particular fleet type. See the examples below. To delete a particular record, specify both the airport and the fleet type. Example: Explanation: Delete the record keyed to KLAX and the fleet type, B747. 01 OPTIONS APF,DEL,KLAX,B747

To delete all records for a particular airport, specify the airport only. Example: Explanation: Delete all records keyed to KLAX. 01 OPTIONS APF,DEL,KLAX

To delete all records for a particular fleet type, specify the fleet type. However, in this case you must fill the airport field with the wild card variable. Example: Explanation: Delete all records keyed to the fleet type, B747. 01 OPTIONS APF,DEL,$,B747

APF,CPY

The CPY command allows you to copy the contents of a record for one fleet type to a record for another fleet type. Example: 01 OPTIONS APF,CPY,B747,B757

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CAPFDB File Display Commands

Command

Description

APF,SUM

The SUM command instructs JetPlan to display a listing of all records stored under your ID. This listing includes a brief description of the standard parameters and shows the values stored for each of those parameters per airport/fleet type record. To display a summary listing of all stored airport/fleet type records, enter the following: Example: 01 OPTIONS APF,SUM

You can display the same information, but list the airports by their IATA identifiers by using the option, IATA, after the SUM command. Example: 01 OPTIONS APF,SUM,IATA

You can also display listings by airport or fleet type. Example: 01 OPTIONS APF,SUM,KLAX

Example: 01 OPTIONS APF,SUM,$,B747

APF,RID

The RID command displays only the identifiers (only the airport and fleet names) for all records in the APF database. Example: 01 OPTIONS APF,RID

APF,PRI

The PRI command works in the same manner as the SUM function. The output is similar to that shown under a SAV function. You can print a display of a particular record by referencing both the airport and the fleet type, or you can print a display of all records for a particular airport or a particular fleet type. In the case of a particular fleet type, you must include the wild card variable, $, in the field reserved for the airport identifier. Example: Explanation: Print record for airport, KSFO, and fleet type, B747. 01 OPTIONS APF,PRI,KSFO,B747

Example: Explanation: Print all records for airport, KSFO. 01 OPTIONS APF,PRI,KLAX

Example: Explanation: Print all records for fleet type, B747. 01 OPTIONS APF,PRI,$,B747


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Table 30-4

CAPFDB File Display Commands (continued)

Command

Description

APF,SRH

The SRH command allows a user to filter records based on any of the parameters mentioned above in “Database Parameters.” Example: Explanation: Search for airport records that are ETOPS approved (ET=Y) and have a maximum landing weight of 550,000 lbs (LW=550000). 01 OPTIONS APF,SRH,ET=Y,LW=550000

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C HAPTER 31

City Pair Database

City Pair Database About the City Pair Database

About the City Pair Database You can use the City Pair database (CPDB) to store and manage data related to a specific departure and arrival airport combination (a city pair). A CPDB record stores default parameter values that apply each time you create a flight plan request for a given city pair combination. For example, if you create a CPDB record for the city pair KOAK to KABQ, JetPlan automatically applies the information in the CPDB record whenever you create a flight plan request that includes that city pair. Each record in the CPDB must contain, at a minimum, the departure and arrival airports. Note that city pairs in the database are directional. KOAK–KABQ is not the same as KABQ– KOAK. Any parameters set in the CPDB record for KOAK to KABQ are not applied in a flight plan request for a flight from KABQ to KOAK.

NOTE Some parameters in the CPDB are stored in JetPlan but are used only by certain front-end dispatch software applications. Consult the appropriate product documentation or contact your Jeppesen account manager for more information.


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City Pair Database Database Parameters

Database Parameters The following table lists the parameters that can be set in the CPDB. These parameters appear as options on the CPDB pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE As noted in the table below, some parameters in the CPDB are stored in JetPlan but used only by certain front-end dispatch software applications. Contact your Jeppesen account manager for more information.


Table 31-1

City Pair Database (CPDB) Parameters

Parameter

Description

POD

ICAO/IATA code for the point of departure for the city pair.

(ICAO or IATA code) POA (ICAO or IATA code) HF Radios Required (HF)

ICAO/IATA code for the point of arrival for the city pair. NOTE This parameter is used only by certain frontend dispatch software applications. Contact your Jeppesen account manager for more information.

This parameter indicates the number of HF Radios required. This value is used to indicate whether the aircraft flying any route between the city pair needs to be equipped with HF Communication Equipment and the number of radios, up to nine, that are required. JetPlan generates an alert when a specified city pair requires HF communications, and the aircraft specified in the flight plan request is not HF-equipped. Input value: 0–9. Default is 0.

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Table 31-1

City Pair Database (CPDB) Parameters (continued)

Parameter

Description

(International) Fuel Reserve Policy

This parameter indicates the default international reserve policy to be applied.

(RP)

NOTE If this parameter is set to 43xx for the B43 international reserve policy, Dispatch Control or another similarly capable user interface is required to enforce the value. Contact your Jeppesen account manager for more information.

Input value: • A valid 3-digit JetPlan code for an international fuel reserve policy. See a list of valid codes and corresponding policies in “Domestic, International and Island Reserves” in the “Payload, POD/POA, Weight and Fuel Commands” chapter in the JetPlan User Manual. • The 4-digit JetPlan code for the B43 international reserve policy (43xx). Example: IR=4305, where 43 represents the B43 policy and 05 represents an application rate of 5%. See NOTE above. Bonded Fuel (BFI)

NOTE This parameter is stored in JetPlan but is used only by certain front-end dispatch software applications. Contact your Jeppesen account manager for more information.

The Bonded Fuel parameter indicates which Customer Airport database (CAPDB) fuel price (bonded or nonbonded) the system uses in cost index and tankering analysis for the city pair. This indicator and the CAPDB values can be overridden on the flight plan request via the flight planning front-end application. The fuel price types are defined as followed: • Bonded – The bonded fuel price is equivalent to the domestic (non-bonded) fuel price minus any taxes and customs fees, which can be avoided if a flight can be classified as International from a tax perspective. • Non-Bonded – The non-bonded fuel price is equivalent to the cost “at the pump” in either USD/Gallon or in the user’s currency/user’s units and includes all applicable federal, state, and local taxes. Input value: • B–Bonded fuel • N – Non-bonded fuel (the default) • See also the “Customer Airport Database” chapter in the JetPlan User Manual.


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Table 31-1


Parameter

Description

Overwater

When the OWATAN or the OWATAA option has been invoked, JetPlan checks the Overwater parameter to determine whether an aircraft flying this flight leg route must be subjected to overwater consideration during flight plan computation.

(OWI)

The Overwater parameter must be set to Yes for JetPlan to subject the flight plan computation to overwater considerations when the Overwater Avoid (FP, OWATAA) or Overwater Alert (FP, OWATAN) flight plan option is specified. If the OWI parameter is set to No, JetPlan runs the flight plan but ignores the OWATAA and OWATAN options. See the “Option Commands” chapter in the JetPlan User Manual. Input values: • Yes – JetPlan subjects the flight plan computation to overwater considerations when the Overwater Avoid (FP, OWATAA) option or Overwater Alert (FP, OWATAN) flight plan option is specified. • No – JetPlan does not subject the flight plan computation to overwater considerations when the Overwater Avoid (FP, OWATAA) option or Overwater Alert (FP, OWATAN) flight plan option is specified. CCAA Qualify

The CCAA Qualify parameter triggers or prevents automatic application of the CCAAQ functionality to any flight plan request that includes the CCAA flight plan option and the applicable city pair combination. NOTE The CCAA Qualify parameter in the CPDB can be overridden by the CCAA Qualify parameter in the City Pair Fleet Database. For detailed information on order of precedence for these parameters and the CCAA Qualify Customer Preference, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Input values: • Yes – Invokes the CCAAQ functionality when the CCAA option and the city pair combination are present in the flight plan request. • No – Ensures that the CCAAQ option is not invoked when the CCAA option is in effect for the city pair combination. • Unset (Default) – The CCAAQ parameter has no influence.

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Table 31-1


Parameter

Description

International

NOTE This parameter is used only by certain frontend dispatch software applications. Contact your Jeppesen account manager for more information.

(II)

Indicates whether the system treats the flight as an international or domestic flight for the purposes of flight plan filing. Input value: • International • Domestic Optimization Type

Indicates the default optimization algorithm to be applied for flights for the city pair. Can be overridden on the flight plan request. The input values are: • Minimum Fuel (F) • Minimum Time (T) • Minimum Cost (C) • Minimum Adjusted Cost (M) • Unset (U) NOTE This parameter is used only by certain frontend dispatch software applications. Contact your Jeppesen account manager for more information.

Air Queue (2 sets) The Air Queue parameters allow the user to adjust the amount of minutes for climbing or descending air time produced during flight planning. The number of minutes is added to or subtracted from climb and descent. Air Queue minutes add to the fuels, but does not take away from the fuels. Air Queue Start Date (DMY) and Start Time (hhmm) for Sets 1 and 2

Effective start date and time for the Air Queue set. The year is optional. Input value: • Day, Month, and Year • Hours: 0000–2400 (hhmm)


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Table 31-1


Parameter Air Queue Details for Sets 1 and 2 (24 subsets)

Description • Start Time – Defines the time of day for the start of the particular Air Queue Data Time Segment. Input value: 0000–2400; 2400 is unset. • Air Queue Time – Specifies the number of minutes that the air time produced during flight planning calculation is to be adjusted. The number of minutes represented by the Air Queue is to be applied by taking the total number of Air Queue minutes, dividing by 2. The result is rounded up to the next whole value and applied to the number of minutes for descent, and rounded down to the next whole value and applied to the number of minutes for climb. Input value: 99–+99

Burn Factor (2 sets) The Burn Factor option is used to allow the user to modify a percentage fuel burn efficiency used for the descent fuel burn calculation. This is to be applied in addition to any other descent fuel flow bias applied. Burn Factor Start Date (DMY) and Start Time (hhmm) for Sets 1 and 2

Effective start date and time for the Burn Factor set. Day and month must be set. The year is optional. Input value: • Day, Month, and Year • Hours: 0000–2400 (hhmm)

Burn Factor Details for Sets 1 and 2 (24 subsets)

• Start Time – Defines the time of day for the start of the Burn Factor Details segment. Input value: 0000–2400 (hhmm); 2400 is unset. • Adjustment – A percentage fuel burn efficiency factor to be used for the descent burn calculation. This is to be applied in addition to any other descent fuel flow bias applied. Based on historical data that indicates vectoring or circuitous routings imposed by ATC for specific times of day. Input value: -0.99–+0.99

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Table 31-1


Parameter

Description

Holding Time (2 sets) NOTE These parameters are used only by certain front-end dispatch software applications. Contact your Jeppesen account manager for more information.

Holding Time is used to allow the user to adjust the amount of holding time planned for once the flight arrives at its destination. Holding is circling in a pattern designated by the airport control tower and may be necessary if unexpected weather or congestion occurs at the airport. Holding Time Start Date (DMY) and Start Time (hhmm) for Sets 1 and 2

Effective start date and time for the Hold Time Adjustment set. Day and month must be set. The year is optional. Input value: • Day, Month, and Year • Hours: 0000–2400 (hhmm)

Holding Time Details for Sets 1 and 2 (24 subsets)

• Start Time – Defines the time of day for the start of the Holding Time segment. Input value: 0000–2400 (hhmm); 2400 is unset. • Hold Time With Alternate – This hold time is used to allow the user to adjust the amount of planned holding time once the flight is at the destination or alternate airport. Input value: 0–99 minutes • Hold Time No Alternate – This hold time is used to allow the user to adjust the amount of planned holding time once the flight is at the Point of Arrival (POA) airport. Input value: 0–99 minutes


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City Pair Database Database Management


Using JetPlan to Manage the Database To use the CPDB when flight planning, you must first create records in the database. To do this, you need to access the database. In the JetPlan command-line interface, the CPDB access command is CP, and it is entered on the Options command line. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database.

File Maintenance • ADD – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record

File Display • PRI – Displays a record • SUM – Displays a list of records in the database The CPDP record key elements are POD and POA. The order of the inputs when working with CPDP records must always be: Access command (CP), function command, POD, POA, and then any desired parameters. The POD and POA are either the ICAO or IATA code and may be $ to indicate All. The inputs are separated by commas as shown below: CP,function command,POD,POA,parameter1,parameter2,etc.

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City Pair Database Database Management

CPDB Commands The CPDB function commands are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions.

File Maintenance Commands File maintenance commands create, modify, and delete records in the database. An explanation of each maintenance command is shown in the following table. Table 31-2

CPDB File Maintenance Commands

Command

Description

CP,ADD

This command enables you to add a new record of information for a city pair in the CPDB.

CP,DEL

This command enables you to delete a record from the CPDB.

CP,CHG

This command enables you to change a record in the CPDB.

File Display Commands File display commands enable you to view stored information in the database. An explanation of each display command is shown in the following table. Table 31-3

CPDB File Display Commands

Command

Description

CP,PRI

This command provides a display of all specified records in the CPDB.

CP,SUM

This command enables you to view a list of all records in the CPDB.


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C HAPTER 32

City Pair Fleet Database

City Pair Fleet Database About the City Pair Fleet Database

About the City Pair Fleet Database You can use the City Pair Fleet Database (CPFDB) to store and manage data related to a specific departure and arrival airport combination (a city pair) and a specific aircraft fleet type. A fleet type is the Jeppesen generic aircraft ID that defines a specific airframe/engine combination. (For more information about generic aircraft identifiers, see the “Aircraft Type Commands” chapter in the JetPlan User Manual.) A CPFDB record stores default parameter values that apply each time you create a flight plan request for a given city pair/fleet type combination. For example, you can create a CPFDB record containing parameters for the city pair KOAK–KABQ and a Gulfstream V aircraft. JetPlan automatically applies the information in the CPFDB record whenever you create flight plan requests that contain that city pair and aircraft type. Note that city pairs are directional. KOAK–KABQ is not the same as KABQ–KOAK. Any parameters in a CPFDB record for the city pair KOAK to KABQ are not triggered in a flight request for KABQ to KOAK. Examples of settings you can store in the CPFDB include: • Additional operating weight value, a cruise mode, route input, an international reserve policy, primary and alternate driftdown methods, and two taxi-in and out time adjustment sets with different effective dates. • An ETOPS Required flag that indicates ETOPS flight plans are requested for the city pair/fleet type combination by default. An alert is returned when the flight plan requested is not ETOPS. • ETOPS Speed/Cruise Mode (SCM) data. For more information on SCM sets in the CPFDB, see “SCM Sets and the CPFDB” on page 867. Each record in the database must contain, at a minimum, the departure and arrival airports and fleet type information for it to be accessible for flight planning. For information on all CPFDB parameters, see “Database Parameters” on page 869.

About Taxi Time Adjustment Sets You can set base and adjustment taxi-in and taxi-out values in the CPFDB and in the Customer Airport Fleet database (CAPFDB). The CPFDB and CAPFDB taxi-in and taxi-out values are used only if there is not a taxi value of higher precedence. User input of POD or POA taxi values on a given flight plan request overrides CPFDB taxi values, while the CPFDB taxi


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values take precedence over the CAPFDB values. Precedence for taxi-out and taxi-in values is determined separately. For more information on precedence, see “Order of Precedence for Taxi Time” on page 866. For taxi values in either the CPFDB or the CAPFDB to be used, the flight plan request must use a Customer Aircraft database record with the Taxi Fuel Flow (TX) parameter set. In addition, the Default Block Time (DBT) parameter in the CPFDB must be set to a value greater than zero. The CPFDB and the CAPFDB have base taxi-out and base taxi-in values and two sets of taxi data. Each taxi data set has an effective date. The data set used for the flight plan is the one with the effective date closest and prior to, or the same as, the flight date and the Estimated Time of Departure (ETD) or the Estimated Time of Arrival (ETA). The ETA is the ETD plus the DBT value. If neither taxi data set is in effect, the taxi values from the database are not used. Each taxi data set contains up to 60 entries consisting of a start time and taxi-out and taxi-in adjustment times in start-time order. The taxi adjustment entry to be used is the entry closest but after or equal to the start time for either the ETD or the ETA.The taxi adjustment time is added to the base taxi time. If there is not a taxi adjustment entry in the data set in effect, just the base taxi time is used. If the resulting taxi time is less than zero, zero is used.

NOTE The two taxi data sets can be used to support variations that are typically seasonal in nature. For example, an airline could have a Winter set and a Summer set of taxi data. These designations imply no special processing beyond making the correct use of the active dates for the two data sets. There is no “automated” clearing of data sets or swapping of set content. The content remains in place until directly overwritten with modified data by the user.

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Taxi Time Adjustment Set Examples CPFDB (For the POD -> POA) Settings: • DBT: 4 hours (0400) • Base Taxi Time In: 7 minutes • Base Taxi Time Out: 3 minutes CPFDB

Set 1

Set 2

Effective Date, Time: Oct 31, 2008, 0000

Effective Date, Time: Dec 30, 2008, 1200

Entries

Start Time

Taxi In

Taxi Out

Start Time

Taxi In

Taxi Out

1

0000

–1

2

0000

0

3

2

1200

3

4

1000

2

3

3

2000

5

6

1200

3

4

etc.

2400

-

-

2400

-

-

CAPFDB (for both POD and POA) • Base Taxi Time In: 4 minutes • Base Taxi Time Out: 2 minutes CAPFDB

Set 1

Set 2

Effective Date, Time: Jan 1, no year, 0000

Effective Date, Time: Sep 30, 2008, 0000

Entries

Start Time

Taxi In

Taxi Out

Start Time

Taxi In

Taxi Out

1

0000

1

2

0000

0

3

2

1200

4

4

1000

2

3

3

2000

5

6

1200

3

–3

etc.

2400

-

-

2400

-

-

Explanation: • For a flight on Oct 31, 2008, with ETD 0133: – CPFDB Data Set 1, Entry 1 is used for both the taxi-in and the taxiout time adjustment (ETA = ETD + DBT=0533).


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– Taxi-in time = 7 + –1 = 6, and taxi-out time = 3 + 2 = 5. • For a flight on Dec 30, 2008 with ETD 1000: – CPFDB Data Set 1 is used for taxi-out value as Data Set 2 does not become effective until noon, but Data Set 2 is used for the taxi-in values, as the ETA is in the afternoon. – The taxi-out data is from Data Set 1, Entry 1, as the ETD is 1000, and the taxi-in data is from Data Set 2, Entry 3 (ETA = 1400). – Taxi-in time = 7 + 3 = 10, and taxi-out time = 3 + 2 = 5. • For a flight on Oct 30, 2008 with ETD 1600: – There is no effective CPFDB entry, as the flight is prior to the effective dates. – For the CAPFDB, both data sets are active, but the second data set is closest in time. The taxi-in and taxi-out adjustment values are from CAPFDB Data Set 2, Entry 3, as the ETD is 1600 and the ETA is 2000. – Taxi-in time = 4 + 3 = 7, and taxi-out time = 2 + –3 = –1 = 0. Since the taxi-out time is negative, it is adjusted to 0.

Order of Precedence for Taxi Time The following table shows the order of precedence for the taxi time values, from highest to lowest. Table 32-1 Origin

Value

Notes

User input for POD and POA taxi fuel type and amount on a specific flight plan request

Pounds or Minutes

To use minutes, a Customer Aircraft database record with the Taxi Fuel Flow parameter (TX) set is required.

User input for taxi fuel on the POD or POA command lines (TXxxx) on a specific flight plan request

Weight

Customer City Pair Fleet database

Minutes

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Order of Precedence for Taxi Time

A Customer Aircraft database record with the Taxi Fuel Flow parameter (TX) set, an active taxitime data set, and a CPFDB Default Block Time (DBT) greater than 0 are required.



Table 32-1

Order of Precedence for Taxi Time (continued)

Origin

Value

Notes

Airport Fleet database

Minutes

A Customer Aircraft database record with the Taxi Fuel Flow parameter (TX) set, an active taxitime data set, and a CPFDB Default Block Time (DBT) greater than 0 are required.

Airport database

Minutes

A Customer Aircraft database record with the Taxi Fuel Flow parameter (TX) set is required.

Pounds

A Customer Aircraft database record must be used.

Weight

For certain customer IDs, Taxi-in and Taxi-out fuels are set to constant values.

AVE Taxi Out (TO) AVE Taxi In (TI) Aircraft database Taxi Out (DT) Taxi In (AT) Hard Coded

SCM Sets and the CPFDB You can use the ETOPS Diversion Mode Title and the ETOPS Deviation Time parameters in the CPFDB to indicate a default ETOPS SCM data set to apply to a specific city pair/fleet combination.

NOTE For detailed information about ETOPS, see the ETOPS User’s Guide: 2-Engine Aircraft on JetPlan.com.

About ETOPS SCM Sets NOTE The ETPRRMFL customer preference is not required if you are using ETOPS II. ETOPS II flight plans automatically use SCM data sets, regardless of customer preference or other configuration settings. For information on customer preferences and ETOPS II, contact your Jeppesen account manager.

Before you can apply ETOPS SCM data sets, the ETPRRMFL (ETP Range Ring Method Flag) customer preference must be set. This preference activates the SCM sets as a replacement for a selection of CADB parameters that define the ETOPS area of operation,


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equal time point location, approved coverage ranges for ETOPS alternates, and suitability times. In addition to the ETOPS Range Ring Radius, each SCM set also includes corresponding true airspeeds and cruise modes used for ETP and CFS calculations. The SCM sets provide a degree of flexibility and control to ETOPS operators that is not available when only using the CADB parameters. Using SCM sets in the CPFDB, for example, allows you to apply a slower, more conservative diversion speed for one city pair and a faster speed for another city pair. For more detailed information about SCM sets, see the “Aircraft Fleet Database” Help topic on JetPlan.com or the chapter in the JetPlan User Manual.

Setting a Default ETOPS SCM Set in a City Pair Fleet Record When you define a default SCM set in a CPFDB record, you are referencing a specific SCM set in the ACFDB. Up to 12 SCM sets can be defined and stored in the ACFDB. Each SCM set is uniquely identified by the values of the ETOPS Diversion Mode Title parameter and the ETOPS Deviation Time parameter (the approved ETOPS diversion time in minutes). You must ensure that the value of the ETOPS Diversion Mode Title and the ETOPS Deviation Time parameters in the CPFDB record exactly match the values of those parameters in the ACFDB SCM set that you want to use as the default for the city pair/fleet.

Order of Precedence for ETOPS SCM Set Data JetPlan applies the appropriate ETOPS SCM set data to a flight plan using the following logic: • User-interfaces capable of doing so can identify an SCM set to use as an override to any stored default. • If no user input has been submitted as an override, JetPlan uses the default SCM set identified in the CPFDB (if one has been defined). • If an SCM set reference cannot be derived from the CPFDB, JetPlan uses the default ETOPS SCM set in the ACFDB. • If the ACFDB does not contain a default SCM set, JetPlan fails the flight plan and returns an error.

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City Pair Fleet Database Database Parameters

Database Parameters The following table lists the parameters that you can set in the CPFDB. These parameters appear as options on the CPFDB pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan command-line users, the table below lists JetPlan database codes in parentheses under the parameter names.

Table 32-2

City Pair Fleet Database (CPFDB) Parameters

Parameter

Description

POD

(Required) The ICAO or IATA identifier for the point of departure airport.

POA

(Required) The ICAO or IATA identifier for the point of arrival airport.

Fleet Type

(Required) “Fleet Type” refers to a specific airframe/engine combination. The Fleet Type value is the generic aircraft ID from the JetPlan Aircraft Library. For instance, 777E is the JetPlan generic ID for the aircraft type with ICAO identifier B772.

Required Arrival Time Delta in Minutes: Early

JetPlan does not currently use this parameter.

(RATE) ex. RATE=15[ Required Arrival Time Delta in Minutes: Late


(RATL) ex. RATL=10 Driftdown Mode: Primary


(DRFP) ex. DRFP=2 Driftdown Mode: Alternate


(DRFA) ex. DRFA=3


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Table 32-2

City Pair Fleet Database (CPFDB) Parameters (continued)

Parameter

Description

CCAA Qualify

The CCAA Qualify parameter triggers or prevents automatic application of the CCAAQ functionality to any flight plan request that includes the CCAA flight plan option and the applicable city pair/fleet combination. NOTE When set to Yes or No, the CCAA Qualify parameter in the CPFDB overrides the CCAA Qualify parameter in the City Pair database. For detailed information on order of precedence for these parameters and the CCAA Qualify Customer Preference, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Input values: • Yes – Invokes the CCAAQ functionality when the CCAA option and the city pair/fleet combination are present in the flight plan request. • No – Ensures that the CCAAQ option is not invoked when the CCAA option is in effect for the city pair/fleet combination. • Unset (Default) – The CCAAQ parameter has no influence. HF Comm Equipment (HF) ex. HF=2

This parameter is used to indicate whether the aircraft flying any route between the city pair needs to be equipped with HF Communication Equipment and the number, up to nine, that are required. JetPlan generates an alert when a specified city pair requires HF communications, and the aircraft specified in the flight plan request is not HF equipped. Input value: 0–9 Default is 0.

Additional Operating Weight (AOW) ex. AOW=1200

This parameter is used when a flight between two specific airports should use a higher than normal operating weight. The amount entered here is added automatically to the aircraft operational weight when the specified city pair and aircraft type is entered in a flight plan request. Default is blank.

Contingency Min Rule (minutes)


(CMR) ex. CMR=45

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Table 32-2


Parameter

Description

Default Payload (LBS)

This parameter indicates the default amount of payload to apply to a flight for the designated city pair and fleet type in the absence of values entered in the flight plan request.

(DP)

Input value: 0–999999 in kilos or lbs (based on kilo/lbs attribute setting in customer attributes file). Default is 000000. Default Route Input (RTI)

This parameter indicates the default route entry or route database name that is applied to this city pair/fleet. (Any text that could be entered for Q6 in JetPlan line mode. For example: ‘J’ ‘D’ ‘RT/vvvvv’, abc ua34 xyx, and so on.) Input value: 1–11 alphanumeric characters.

Pitch-Catch (PC)

This parameter determines whether JetPlan uses available pitch/catch points when creating a NonRestrictive Route (NRR) flight plan for the designated city pair and fleet type. When the user requests an NRR-optimized flight plan, but does not indicate the use of pitch/catch points on the JetPlan command line or through a front-end flight planning system, JetPlan looks for the value of the Pitch-Catch flag in the CPFDB for the city pair and fleet type for the flight plan in question. If the PitchCatch flag is set to Yes, the system generates a flight plan request for an NRR-optimized flight plan using pitch/catch points. Input value: • Yes – use Pitch/Catch • No – do not use Pitch/Catch Default is No.


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Table 32-2


Parameter

Description

International Reserve Policy

This parameter indicates the default international reserve policy to be applied.

(IR) ex. IR=605

NOTE If this parameter is set to 43xx for the B43 international reserve policy, Dispatch Control or another similarly capable user interface is required to enforce the value. Contact your Jeppesen account manager for more information.

Input value: • A valid 3-digit JetPlan code for an international fuel reserve policy. See a list of valid codes and corresponding policies in “Domestic, International and Island Reserves” in the “Payload, POD/POA, Weight and Fuel Commands” chapter in the JetPlan User Manual. • The 4-digit JetPlan code for the B43 international reserve policy (43xx). Ex. IR=4305, where 43 represents the B43 policy and 05 represents an application rate of 5%. See NOTE above. Cruise Mode (CRZ) ex. CRZ=M82 ex. CRZ=CI55

This parameter specifies a cruise mode to be used automatically whenever the specified city pair and aircraft type are entered in a flight plan request. The cruise mode may be entered as a specific mach number or as a cost index. See the “Cruise Mode Commands” chapter in the JetPlan User Manual for more information. Input value: 1–6 characters NOTE A cruise mode parameter specified in the CPFDB overrides any cruise mode stored in the Customer Aircraft database.

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Table 32-2


Parameter

Description

Default Block Time

The DBT indicates the standard amount of time from Out to In time for the fleet type/city pair combination. The DBT is added to ETD for use in taxi-time adjustment look-up.

(DBT) ex. DBT=1015

DBT is also used by the Minimum Adjusted Cost Index (MACI) process to determine crew costs when a scheduled time isn’t available. This parameter is used by the front-end system (OPSControl, JetPlan.com, and so on) to automatically determine an ETA when a flight is created manually. Input value: 0–2359. Default is 0000. Enter the value as hhmm. For example, an entry of 1015 means 10 hours and 15 minutes. NOTE DBT must be set to a value greater than zero for the CPFDB or CAPFDB taxi time values to be used.

Terrain Analysis Indicator (TA)

This parameter indicates the default terrain analysis computation to be applied to any flight for the designated city pair and fleet type. Input values: • 0 – None • 1 – Terrain Clearance • 2 – Mountain Driftdown • 3 – Both Terrain Clearance and Mountain Driftdown Default is 0. NOTE When set, the value of the Terrain Analysis Indicator overrides the Anti-Ice Terrain Analysis Rules defined in the Customer Preference database. In turn, these City Pair Fleet and Customer Preference database values may be overridden by ad hoc inputs entered through the front-end flight planning software. For more information, see the “Overwater Driftdown and Terrain Analysis” chapter in the JetPlan User Manual. NOTE A terrain analysis scenario for the route to the destination alternate is always qualified using Terrain Clearance Anti-Ice ON rules.


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Table 32-2


Parameter

Description

ETOPS Required

Indicates whether ETOPS is performed by default. If this parameter is set to require ETOPS, and a flight plan request does not specify ETOPS, a non-ETOPS plan is computed and an alert is returned.

(ETOP)

Input values: • 1 – ETOPS is required • 2 – ETOPS is required • Any other value: ETOPS is not required Default is 0 Dispatcher Add Fuel (DAF) ex.=1555

NOTE This parameter is stored in JetPlan but is used only by certain front-end dispatch software applications. For more information, consult the appropriate front-end product documentation or contact your Jeppesen account manager.

This parameter sets the default value for discretionary additional fuel that can be added to the release fuel at the request of the dispatcher. Input value: 0–999999. Default is 0. Cockpit and Cabin Crew Cost Parameters NOTE The following cockpit and cabin crew parameters support the Minimum Adjusted Cost Index (MACI) feature. When JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the CPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter values in the Customer Airport Fleet Database (CAPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet Database (ACFDB) record. See the “Cost Index Commands” chapter in the JetPlan User Manual for information about MACI.

Default Cockpit Crew Number NCOD ex. NCOD=3

Input value: 0–99

OSRO


ex. OSRO=2,000


Cockpit Crew Cost Over Schedule VSRO

Sets the fixed cost for the cockpit crew for late arrivals.

ex. VSRO =3,000



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Sets the default cockpit crew count; used when computing total cost if no crew count is passed in the flight plan request.



Table 32-2


Parameter

Description

Default Cabin Crew Number


NCAD ex. NCAD=3 Cabin Crew Cost On Schedule

Input value: 0–99

OSRA


ex. OSRA =5,000


Cabin Crew Cost Over Schedule

Sets the fixed cost for the cabin crew for late arrivals.

VSRA


ex. VSRA =7,500 Show Lateness Time Segments Parameters NOTE The following Lateness Cost parameters support the Minimum Adjusted Cost Index (MACI) feature. When JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the CPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter values in the Customer Airport Fleet Database (CAPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet Database (ACFDB) record. See the “Cost Index Commands” chapter in the JetPlan User Manual for information about MACI.

LBEB

In JetPlan command-line interface, this parameter activates the Lateness Segments. The effective start/end time values are a “time of day” range during which the band times are active, stored as hhmm.

LBEE

In JetPlan command-line interface, this parameter deactivates the Lateness Segments. The effective start/end time values are a “time of day” range during which the band times are active, stored as hhmm.

Lateness Time Segments–Sequence Start Time

The Lateness Time Segments start/end times define a range of “lateness” in minutes. Negative values (early) are valid. A sequence of up to five lateness segments is possible.

Lateness Band Segment Begin (Sequence 0–4) LB0B–LB4B

The Start Time parameter indicates the number of minutes past the scheduled arrival time at which the given lateness sequence becomes effective. Input value: -9999–9999 for begin and end time Lateness Time Segments–Sequence End Time Lateness Band Segment End (Sequence 0–4) LB0E–LB4E

The Lateness Time Segments start/end times define a range of “lateness” in minutes. Negative values (early) are valid. A sequence of up to five lateness segments is possible. The End Time parameter indicates the number of minutes past the scheduled arrival time at which the given lateness time segment ceases to be effective. Input value: -9999–9999 for begin and end time


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Table 32-2


Parameter

Description

Lateness Rate

This parameter is the dollar-per-minute value that is applied to the given lateness time segment. A sequence of up to five lateness segments is possible.

Late Band Segment Rate Per Minute (Sequence 0–4) LB0R–LB4R Fixed Lateness Cost Late Band Segment Fixed Rate (Sequence 0–4) LB0F–LB4F

Input value: Whole dollars 0-9999 This parameter is the fixed dollar value that is applied to the given lateness time segment. A sequence of up to five lateness segments is possible. Input value: Whole dollars 0-9999

Taxi Time Segment Parameters You can set base and adjustment taxi-in and taxi-out values in the CPFDB and in the Airport Fleet database (CAPFDB). The CPFDB taxi values take precedence over the CAPFDB taxi values. NOTE For the Taxi Time Adjustment values to be used, the Default Block Time (DBT) field in the CPFDB must be set to a non-zero value, and a Customer Aircraft database record with the Taxi Fuel Flow (TX) value set must be used.

Set 1 Taxi Time Adjustment Segments NOTE You do not need to enter the taxi time adjustments in chronological order. JetPlan sorts the data automatically.

Set 1 Start Date


(WDM)


Set 1 Start Year


(WYR)

Input value: year (yyyy) Set 1 Start Time (hhmm)


(WHM)

Input value: 0000–2359 (hhmm)


Indicates the average amount of taxi-out time for the specified airport fleet for Set 1 taxi time adjustments.

(BTOW)

Input value: 0–99 minutes Set 1 Base Taxi In Time (BTIW)

Indicates the average amount of taxi-in time for the specified airport fleet for Set 1 taxi time adjustments. Input value: 0–99 minutes

Set 1 Segment# Effective Start Time

Effective start time for the given Set 1 Taxi Time adjustment (#1–60) in hhmm.

#1–60


(STW#)

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Table 32-2


Parameter

Description

Set 1 Taxi Out Adjustment #1–60

Defines the adjustment to the Base Taxi Out Time defined for the airport fleet when the flight’s scheduled departure time is between the Start Time and End Time for the specified taxi adjustment set.

(TOW#)

Input value: –99–99 minutes (negative values are possible) Set 1 Taxi In Adjustment #1–60 (TIW#)

Defines the adjustment to the Base Taxi In Time defined for the airport fleet, when the flight’s ETD plus DBT is between the Start Time and End Time for the specified taxi adjustment set. Input value: –99–+99 (negative values are possible)



(SDM)


Set 2 Start Year


(SYR)

Input value: year (yyyy) Set 2 Start Time (hhmm)


(SHM)

Input value: 0000–2359 (hhmm)


Indicates the average amount of taxi-out time for the specified airport fleet Set 2 taxi time adjustments.

(BTOS)

Input value: 0–99 minutes Set 2 Base Taxi In Time (BTIS)

Indicates the average amount of taxi-in time for the specified airport fleet Set 2 taxi time adjustments. Input value: 0–99 minutes

Set 2 Segment # Effective Start Time

Effective start time for the given Set 2 Taxi-In Time adjustment (#1–60) in hhmm

#1–60


(STS#) Set 2 Taxi Out Adjustment #1–60 (TOS#)

Defines the adjustment to the Base Taxi Out Time defined for the airport fleet, when the flight’s scheduled departure time is between the Start Time and End Time for the specified taxi adjustment set. Input value: –99–+99 minutes (negative values are possible).


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Table 32-2


Parameter

Description

Set 2 Taxi In Adjustment

Defines the adjustment to the Base Taxi In Time defined for the airport fleet, when the flight’s ETD plus DBT is between the Start Time and End Time for the specified taxi adjustment set.

#1–60 (TIS#)

Input value: –99–+99 (negative values are possible). ETOPS SCM Data Set ETOPS Diversion Mode Title (SN) (ETOPS Multi Speed/Cruise Mode Diversion Mode Title) ex. SN=M80

This parameter is the customer-specified title of the SCM set used as the default for the designated city pair and fleet type. This parameter and ETOPS Deviation Time together constitute the SCM data set key in the CPFDB record. Both parameters are required if the ETOPS SCM set is used. This title/time combination must exactly match those of the SCM set in the Aircraft Fleet database (ACFDB) that is being referenced as the default for this city pair/fleet type combination. Input value: 1–10 alphanumeric characters. Default is blank. NOTE JetPlan requires that the ETOPS Diversion Mode Title and the ETOPS Deviation Time match the same parameters in one of the SCM sets in the ACFDB. Otherwise an error occurs.

ETOPS Deviation Time (SD) (ETOPS Multi Speed/Cruise Mode Deviation Time) ex. SD=45

Indicates the number of minutes that defines the approved ETOPS diversion time for the designated city pair and fleet type. This parameter and Diversion Mode Title together constitute the SCM data set key in the CPFDB record. Both parameters are required if the ETOPS SCM set is used. This title/time combination must match exactly those of the SCM set in the Aircraft Fleet database (ACFDB) that is being referenced as the default for this city pair/fleet type combination. Input value: 60, 75, 120,138, 180, 207, or 240 minutes. Default is blank. NOTE JetPlan requires that the ETOPS Diversion Mode Title and the ETOPS Deviation Time match the same parameters in one of the SCM sets in the ACFDB. Otherwise an error occurs.

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City Pair Fleet Database Database Management


Using JetPlan to Manage the Database To use the CPFDB when flight planning, you must first create records in the database. To do this, you need to access the database. In JetPlan, the CPFDB access command is CPF, and it is entered on the Options command line. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the CPFDB. These functional categories are listed below with the specific commands.

File Maintenance • ADD – Creates a new record • CHG – Modifies an existing record • DEL– Deletes an existing record

File Display • PRI – Displays record


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The order of the inputs when working with CPFDB records must always be: access command (CPF), function command, departure airport, arrival airport, fleet type, and then any desired parameters. The inputs are separated by commas as shown below: CPF,function command,pod,poa,fleet type,parameter1,parameter2,and so on NOTE You can include any or all parameters (see Database Parameters table above) when adding or changing records in the database. In fact, you can even omit all parameter settings if you just want to have a record in the database for the airport and fleet type. The parameter settings for such a record may be addressed at another time using the CHG function.

The CPFDB record key elements are described in the following table. Table 32-3

CPFDB Record Key Elements

Parameter

Description

Fleet Type


POD

(Required) The ICAO or IATA identifier for the point of departure airport.

POA

(Required) The ICAO or IATA identifier for the point of arrival airport.

CPFDB Commands The CPFDB command functions are divided into two categories: file maintenance and file display. This section describes each command function.

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CPFDB File Maintenance Commands File maintenance commands create, modify, and delete records in the database. An explanation and example of each maintenance command is shown in the following table. Table 32-4 CPFDB File Maintenance Commands Command

Description

CPF,ADD

New database records for a particular city pair and aircraft fleet type are created using the ADD command. Airport identifiers can be either ICAO or IATA. The following example illustrates the creation of a new record for the city pair KLAX– RJAA and the fleet type B747. All parameter settings are strictly optional. Therefore, the parameters shown are just examples. Example: 01 OPTIONS CPF,ADD,KLAX,RJAA,B747,AOW=25000,HF=2

CPF,CHG

You can modify the parameters of a previously stored record by using the CHG command. The input is similar to the ADD input. You can add new parameter settings to the record, change existing parameter settings, or reset parameters to their default setting. To reset a parameter to its default value, enter the parameter without a value input. Example: 01 OPTIONS CPF,CHG,KLAX,RJAA,B747,DBT=

CPF,CHG,$,$,$

You can make changes to multiple records all at once by using the wild card variable, $, in place of the POD, POA, or fleet type identifiers. This is very useful if you have hundreds or even thousands of CPFDB records that need updating. Example: Explanation: Change the Added Operational Weight to 1000 for all records departing KLAX, regardless of arrival airport or fleet type. 01 OPTIONS CPF,CHG,KLAX,$,$,AOW=1000

To change records by fleet type only, substitute the wild card variable for the airport identifiers. Example: Explanation: Change the Added Operational Weight to 15000 for all records with a B747 fleet type, regardless of airport identifiers. 01 OPTIONS CPF,CHG,$,$,B747,AOW=15000


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Table 32-4

CPFDB File Maintenance Commands (continued)

Command

Description

CPF,DEL

The DEL command allows you to remove an entire record from the database. You can also use the global change command to delete all records for one or more airports, or all records for a particular fleet type. NOTE Use caution when deleting records with the global change command to avoid accidentally deleting records.

To delete one particular record, specify the city pair airports and the fleet type. Example: Explanation: Delete the record with the city pair KLAX–RJAA and the fleet type B747. 01 OPTIONS CPF,DEL,KLAX,RJAA,B747

To delete all records for a particular departure or arrival airport, specify the airport only. Example: Explanation: Delete all records with KLAX as an arrival airport. 01 OPTIONS CPF,DEL,$,KLAX,$

NOTE Remember, the order is always POD, POA, fleet type. Make sure you put the wild card variable in the correct location to avoid deleting the wrong records.

To delete all records for a particular fleet type, specify the fleet type. Example: Explanation: Delete all records with the fleet type B747. 01 OPTIONS CPF,DEL,$,$,B747

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CPFDB File Display Commands

Command

Description

CPF,PRI

The function command PRI displays the contents of the CPFDB records on the screen. You can display all records, one specific record, or multiple records by using the wildcard variable. Example: Explanation: Display all records. 01 OPTIONS CPF,PRI

Example: Explanation: Display the record for the city pair KLAX–RJAA with the fleet type B747. 01 OPTIONS CPF,PRI,KLAX,RJAA,B747

Example: Explanation: Display all records departing from KSJC. 01 OPTIONS CPF,PRI,KSJC,$,$

NOTE Wildcard variables may be omitted from the end of a request without affecting the results. In this example, the request CPF,PRI,KSJC produces the same result as CPF,PRI,KSJC,$,$. However, if you want to display all records arriving at KSJC, the wildcard must be placed in the departure airport position.

Example: Explanation: Display all records with a fleet type of 767H. 01 OPTIONS CPF,PRI,$,$,767H

Example: Explanation: Display all records for the city pair KSFO–KJFK. 01 OPTIONS CPF,PRI,KSFO,KJFK,$

Example: Explanation: Display all records arriving in KOAK with a fleet type of B737. 01 OPTIONS CPF,PRI,$,KOAK,B737


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C HAPTER 33

Customer Alternate Database

Customer Alternate Database About the Customer Alternate Database

About the Customer Alternate Database The Customer Alternate (CALT) Database enables you to store information for user-defined destination alternate airports (“alternates”). You can define distances and altitudes between Point-of-Arrival (POA) airports and their alternates or reference specific route records stored in the Customer Route Database (CRDB). Once a CALT Database is created, you do not need to do anything to invoke its use other than include a POA airport and a destination alternate in your flight plan request. Upon submission of your flight plan request to the JetPlan system, the CALT Database is automatically scanned for matching records. If your flight plan request contains a POA/alternate combination that matches a record in the CALT Database, the stored data (distance value, altitude, or customer route record) is applied to the calculation process. The destination alternate data is used in the flight plan calculation for the divert leg of the plan. The CALT Database provides the following benefits: • Eliminates the need for repetitive inputs of distances or routes to alternate airports. • Provides more choices for flight planning. You can store standard alternate information for typical use and override the standard at any time using ad hoc inputs. For definitions of the parameters in the CALT Database, see “Database Parameters” on page 888.

Flight Plan Application For detailed information on applying CALT Database records to flight plan requests and overriding records with ad hoc inputs, see the “Hold-Alternate Commands” chapter in the JetPlan User Manual.


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Customer Alternate Database Database Parameters

Database Parameters The following table lists the parameters that can be set in the CALT Database. These parameters appear as options on the CALT Database pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance.

Table 33-1

Customer Alternate (CALT) Database Parameters

Parameter

Description

Arrival Airport

(Required) The ICAO or IATA identifier of the POA for which you want to store alternate information. Example: KLAX or LAX

Alternate Airport

(Required) The ICAO or IATA identifier of the airport you want to designate as the alternate for the POA. Example: KLAX or LAX

Routing Method Options (Required) You can enter either a Customer Route Database (CRDB) record name or a distance value in nautical miles. With either option, you can also enter flight-level information. Route Name

The route record name from the CRDB. The distance value is derived from the route generation process when the route is created in the CRDB. Storing a route in the CALT Database requires that the route first be generated in the CRDB and then transferred by referencing the route’s record name. Input value: The CRDB record name

Distance Mileage (no CRDB route name provided)

Lets the user store a flying distance from the POA to the destination alternate. Input value: Distance in nautical miles

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Customer Alternate Database Database Parameters

Table 33-1

Customer Alternate (CALT) Database Parameters (continued)

Parameter

Description

Flight Levels (100 * FEET)

(Optional) You can add a single flight level or a flight level range between the two airports. This information is stored only if you enter it when creating a CALT Database record. Otherwise, an optimum flight level is determined for the distance between the two airports in the flight plan calculation process.

At Level - or Between Levels FLnnn For lower/upper enter: FLnnn,nnn

NOTE If flight level values for the route are stored in the CRDB record and also in the CALT Database, the value in the CALT Database takes precedence.

Input value: Flight level in feet x 100 The value you enter must follow the JetPlan standard for flight level inputs: 3 digits, in hundreds of feet. Otherwise, the system returns an error.


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Customer Alternate Database Database Management


Using JetPlan to Manage the Database To make the CALT Database a data resource for your flight planning needs, you must first create and manage records of information in the database. To do this, you need to access the database. The CALT Database access command is ALT, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a command function. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the CALT Database. These functional categories are listed below with the specific commands.

File Maintenance • ADD – Adds a record to the database • CHG – Modifies an existing record • DEL – Deletes a record from the database

File Display • SUM – Displays a list of records in the database • PRI – Displays the content of the record • TOT – Displays the number of records stored in the database

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When applying file maintenance commands, the record you affect in the database is referenced by the ICAO or IATA identifiers of the POA and alternate. These identifiers together act as the key (or record name), and they are entered after the function command so that the input structure has the following syntax: ALT,function command,POA,ALT,alternate value

The identifier for the POA must precede the identifier for the destination alternate. The alternate value is either a distance in nautical miles or a record name from the CRDB.

CALT Database Commands The CALT Database command functions are divided into two categories: file maintenance and file display. This section describes each command function.


CALT Database File Maintenance Commands

Command

Description

ALT,ADD

The ADD function enables you to add a record of information to the CALT Database. To add a record, enter the POA airport identifier, the destination alternate airport identifier, and the alternate value (distance value, altitude, or customer route record name) after the ALT,ADD command. Example: Add a record to the database. Make KEWR a destination alternate for KJFK, and specify a distance (100 nm) between the two airports. 01 OPTIONS ALT,ADD,KJFK,KEWR,100

Example: Add another alternate record for KJFK. This time make KLGA the destination alternate and the alternate value another distance input (80 nm). 01 OPTIONS ALT,ADD,KJFK,KLGA,80

Example: Add a destination alternate record to the database, using KONT as an alternate for KLAX. The alternate value is CRDB record, A01. 01 OPTIONS ALT,ADD,KLAX,KONT,A01


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Table 33-2

CALT Database File Maintenance Commands (continued)

Command

Description

ALT,ADD (Continued)

NOTE The example above applies a record name (A01) as the destination alternate value. The record, A01, must exist in the CRDB before it can be stored in the CALT Database.

Example: Add a destination alternate record for KSFO. Make KSAT the alternate, specify a distance (102 nm), and an altitude (FL100). 01 OPTIONS ALT,ADD,KSFO,KSAT,102,FL100

Example: Add a destination alternate record for KMIA. Make KIAD the alternate, specify a distance (102 nm), and an altitude range, where 100 is the lower flight level and 230 is the higher level. 01 OPTIONS ALT,ADD,KMIA,KIAD,A01,FL100,230

ALT,CHG

The CHG command enables you to modify an existing CALT Database record. To modify a record, you must reference the two airports that identify the record you wish to affect. The real change, if any, is to be made to the destination alternate value (distance, altitude, or route record). Example: Change the destination alternate value for the record that has KJFK as the arrival airport and KEWR as the alternate. The new alternate value is a distance input (120 nm). 01 OPTIONS ALT,CHG,KJFK,KEWR,120

Example: Replace the previous alternate value with the route record, A02. 01 OPTIONS ALT,CHG,KLAX,KONT,A02

Example: Add flight level 100 to the previous alternate value. 01 OPTIONS ALT,CHG,KLAX,KONT,A02,FL100

ALT,DEL

The DEL command enables you to remove records from the database by specific POA or by specific POA - ALT airport combination. Example: Delete all alternate records for the (arrival) airport, KJFK. 01 OPTIONS ALT,DEL,KJFK

Example: Delete the destination alternate record for the POA/ALT combination, KJFK to KLGA. 01 OPTIONS ALT,DEL,KJFK,KLGA

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C HAPTER 34

Flight Brief Database

Flight Brief Database About the Flight Brief Database

About the Flight Brief Database IMPORTANT This document contains information on the International Civil Aviation Organization (ICAO) 2012 Filed Flight Plan (FPL) database parameters. The Jeppesen cutover to the ICAO 2012 FPL format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default. Air Traffic Control (ATC) may reject flight plans not filed in the ICAO 2012 format.

IMPORTANT This document assumes a working knowledge of the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444),” which details the ICAO 2012 FPL requirements.

You can use the Flight Brief Database to define criteria that support the following: • Automatic inclusion of user-provided text, such as diplomatic clearance remarks, in all or in specified flight release packages or filing strips. • Automatic application of conditions, such as the use of bonded or nonbonded fuel price, to certain types of flight plan requests. • Automatic output of specific information, such as EU-OPS emissions data, in certain flight plans. • Automatic use of a designated flight plan format. • Automatic output of data on flight plans filed in the ICAO 2012 FPL format. For more information, see “The Flight Brief Database and the ICAO 2012 FPL Format” on page 896. When creating a flight brief record, define the flight brief type, which indicates the type of data or condition that you want to apply automatically. Then use the selection criteria options in the database to limit application of the data or condition to certain flight plan requests. For example, to include a remark in certain filing strips, select the (A) Permit Remarks for ATC Flight Brief Type and then type the remark text in the Flight Brief Text box. Then use selection criteria options, such as Effective Date, Fleet Type, and Flight Number, to include the remark output in matching flight plan requests. If you do not define selection criteria, the remarks in the flight brief record are included automatically in all flight releases or filing strips.


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Other flight brief types may require more constraining factors. For example, the (E) EUETOPS Early/Late Override type applies only to ETOPS II flight plan requests, while the (G) Fuel Price Selection type requires you to set certain parameters and not set others. Otherwise, the record is not applied to any flight plans. See “Database Parameters” on page 898 for details on flight brief types and selection criteria parameters.

NOTE You can choose to have remarks in flight brief records displayed in the main body of the flight plan output. This option is format-dependent. Contact your Jeppesen account manager for more information.

The Flight Brief Database and the ICAO 2012 FPL Format IMPORTANT This section assumes that you use JetPlan.com to maintain the Flight Brief Database.

NOTE For a full description of the Jeppesen ICAO 2012 FPL changes and requirements, see the “ATC Filing” chapter in the JetPlan User Manual.

Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. The ICAO 2012 FPL format is standard for all of the Jeppesen flight planning software applications. The (A) Permit Remarks for ATC flight brief type and the ICAO 2012 Item18 output parameters in the Flight Brief Database enable you to add Item18 Special Handling (STS/) and 18 Originator (ORGN/) data to matching flights filed in the ICAO 2012 FPL format.

Before Using the ICAO 2012 Flight Brief Database Parameters Before using the ICAO 2012 Flight Brief Database parameters, note the following: • Configure your Customer Aircraft Database (CADB) with ICAO 2012 parameters. The ICAO 2012 FPL is pre-populated with this data. For information on setting up the CADB, see the “ICAO 2012 Certification and Equipment” section in the Help topic for the CADB on JetPlan.com or the “Customer Aircraft Database” chapter in the JetPlan User Manual.

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• To avoid ATC rejections, be sure to enter ICAO 2012-specific data only in the designated ICAO 2012 database fields. For example, do not enter PBN/ values in a type A flight brief record. Enter Item 18 PBN/ values only in the Item 18 PBN/ (I2) parameter field in the “ICAO 2012 Certification and Equipment” section of the CADB in JetPlan.com. • In JetPlan.com, do not enter any of the Item 18 indicators in any Flight Brief Database field. For example, in the Item 18 ORGN/ text box in JetPlan.com, do not type the indicator “ORGN” or “ORGN/” or the slash mark (/). Type only the input value in the ORGN/ text box. For more information on the Flight Brief Database ICAO 2012 parameters, see “Database Parameters” on page 898.


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Flight Brief Database Database Parameters

Database Parameters The following table defines the parameters that you can set in the Flight Brief Database. These parameters appear as options on the Flight Brief Database pages in JetPlan.com. As you perform database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan command-line users, the JetPlan database codes are included in parentheses in the Parameter column.

Table 34-1

Flight Brief Database Parameters

Parameter

Description

Flight Brief Name

(Required) This parameter lets you assign a name to the Flight Brief Database record. Input value: Unique name consisting of up to12 alphanumeric characters Example: A300ATCDIP

Flight Brief Type (Required) Select the type that represents the category to which you want to assign the database record. Select only one type for each record. (A) Permit Remarks for ATC

IMPORTANT Before using the ICAO 2012 parameters in the Flight Brief Database, read “The Flight Brief Database and the ICAO 2012 FPL Format” on page 896.

The (A) Permit Remarks for ATC flight brief type enables you to: • Provide text, such as a diplomatic clearance remark, for inclusion in the RMK/ field in Item 18 on the ATC filing strip. When creating the flight brief record, select (A) Permit Remarks for ATC and then enter the remark in the Flight Brief Text box. • Output STS/ and ORGN/ data in Item 18 on the filing strip for specified flights. When creating the flight brief record, select (A) Permit Remarks for ATC and then provide values for the STS/ and ORGN/ parameters. See the “ICAO 2012 Item 18 Output Parameters” section of this table below. • Automatically include the flight number as a remark in Item 18 on the filing strip. When creating the flight brief record, select (A) Permit Remarks for ATC and then select Yes for the Display Flight Number parameter. IMPORTANT Do not enter PBN/ in an (A) Permit Remarks for ATC flight brief record. Enter Item 18 PBN/ information only in the Item 18 PBN/ parameter in the “ICAO 2012 Certification and Equipment” section of the CADB. Do not add any ICAO 2012-specific information to a type A flight brief record other than the values for STS/ and ORGN/. Do not use any special characters, including a slash (/).

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Table 34-1

Flight Brief Database Parameters (continued)

Parameter

Description

(E) EU-ETOPS Early/Late Override

NOTE The E flight brief type is used only with ETOPS II flight plan options. Contact your Jeppesen account manager for more information. NOTE If the Flight Brief Database contains two or more matching type E flight brief records, the system uses the first record it finds.

The (E) EU-ETOPS Early/Late Override flight brief type supports several options that enable users to be compliant with non-FAA ETOPS rules. To create the flight brief record, select the EU-ETOPS Early/Late Override option. Then choose from the following ETOPS options (see the “ETOPS II Output Parameters” section of this table for more information on all these options): • Extend early and late arrival times – To extend the early and late arrival times at ETOPS alternates, set buffer times to be included in ETOPS calculations for suitable times in matching flight plan requests. Enter the buffer times in the ETOPS Early Buffer and ETOPS Late Buffer text boxes. The input value is 000-999 (time in minutes). • Include the 5% wind penalty – Set the 5% Wind Bias option to On to include the 5% wind penalty in the ETOPS II calculations in matching flight plan requests. • Apply a temperature-based icing penalty – Set the Temp-Based Icing Penalty option to On to apply a temperature-based icing penalty logic to ETOPS II calculations in matching flight plan requests. • Select critical fuel scenario – The Scenario Options let you indicate which of the three ETOPS critical fuel scenarios (Engine-Out Depressurized, AllEngine Depressurized, and Engine-Out Pressurized) are computed and used in the ETOPS uplift calculations and which are displayed in the extended output block on the flight plan. • Enter values for the Multi-Segment ETOPS Options – These options enable you to do the following in matching flight plan requests: – Treat consecutive ETOPS segments that are beyond a configurable distance from one another as two separate ETOPS segments, as opposed to combining them. – Determine which ETPs the system can omit based on a configurable distance between the abeam points of the forward and backward alternates.


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Table 34-1


Parameter

Description

(F) Override Output Plan Format

The (F) Override Output Plan Format flight brief type lets you store a default flight plan format for a given aircraft fleet type. To create the flight brief record, select (F) Override Output Plan Format. Then type the flight plan format output name (for example, aa6) in the Flight Brief Text box and the fleet type in the Fleet Type box. NOTE If you specify a flight plan format output name but do not specify a fleet type, the system applies the indicated format to all flight plans, regardless of the fleet type.

In the command line interface, to create an F type flight brief record for a specific fleet type, specify the fleet type identifier (FT) on the command line. For example, to set the flight plan output format to aa6 for fleet type 777e, type the following on the command line: 01 OPTIONS fb,sav,fmttest,f,ft=777e TX=aa6

(G) Fuel Price Selection

The (G) Fuel Price Selection flight brief type lets you specify which Customer Airport Database (CAPDB) fuel price (bonded or non-bonded) to use for flight plans with a specific flight number or other key parameters. To create the flight brief record, select the (G) Fuel Price Selection option. Then type FP=BP in the Flight Brief Text box to specify the bonded fuel price or type FP=FP to specify the non-bonded fuel price. NOTE Not all parameters in the flight brief record can be set for (G) Fuel Price Selection. The expected options are Flight Number, Aircraft Type, POD or POA, and Tail Number. If an unexpected parameter is set, the record is not used. Also, if both the POD and the POA are set, the record is not used.

(N) Company Note for Flight Brief

The (N) Company Note for Flight Brief type lets you create and store a company note or a remark for the crew. When creating the flight brief record, select (N) Company Note for Flight Brief and then type the remark in the Flight Brief Text box.

(R) Permit Note for Flight Brief

The (R) Permit Note for Flight Brief type lets you create and store a diplomatic clearance remark that appears only in the flight crew’s filing package. When creating the flight brief record, select (R) Permit Note for Flight Brief and then type the remark in the Flight Brief Text box.

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Table 34-1


Parameter

Description

(S) Set Spill Cost Parameters

The (S) Set Spill Cost Parameters flight brief type lets you account for forfeited cargo revenue (spill cost) in cost comparisons when using autoweight or when using Optimal Scenario Analysis (OSA) for an unknown payload case. To create the flight brief record, select (S) Set Spill Cost Parameters and then type the unit value for forfeited cargo in the Flight Brief Text box. The text must be in the format /, where: • value is a numeric value with decimal values. The range of valid values is 0.0–9999.99 with no limit to the number of decimal values. The default is 0.0. Example: 1.0625 • currency is a 3-character abbreviation for a currency. The default is USD. Examples: USD or EUR. • unit of weight is LB or KG. The default is LB. For example, enter a unit value of 2 1/8 dollars per pound in the Flight Brief Text box as 2.125USD/LB. Spill cost is calculated as the forfeited cargo unit value (as described above) times the forfeited cargo weight. The forfeited cargo weight is the difference between the actual payload weight for the current scenario and a target payload weight. How the target payload weight is defined depends on the payload value entered in the flight plan request (Question 14 in the JetPlan command-line interface). The target weight is one of the following: • The actual amount (if one is specified) for payload in the flight plan request. - or • If ZF is entered for payload in the flight plan request, target weight is the difference between the Max Zero Fuel Weight (ZF) value in the CADB and the aircraft’s operational weight value. The operational weight value is the combined value of Operational Weight (OP) in the CADB and the Additional Operating Weight (AOW) in the City Pair Fleet Database. It can be overridden by an ad hoc entry in the flight plan request. - or • If an actual payload amount or ZF is not specified in the flight plan request, the target weight is the Max Payload (MP) value from the CADB. NOTE The cost of the forfeited cargo (when not 0) is included on compatible flight plan formats. Contact your Jeppesen account manager for information about compatible flight plan formats or to arrange to have your format modified.


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Table 34-1


Parameter

Description

(T) WXE Time Buffer

The (T) WXE Time Buffer flight brief type enhances the Enroute Weather Output (WXE) option to return NOTAMs beyond the window defined by the Estimated Time of Departure (ETD) to the Estimated Time of Arrival (ETA) at the POA. The (T) WXE Time Buffer option enables you to extend this window in matching flight plans to: the ETA at the POA plus the number of hours you specify, up to 48 hours. NOTE You must include the WXE option in your flight plan request.

When creating the flight brief record, select the (T) WXE Time Buffer option. In the Flight Brief Text box, type the number of hours to extend the window, up to 48 hours. NOTE If you specify more than 48 hours in the Flight Brief Text box, the system defaults to using 4 hours.

(W) Weather Maps for Flight Brief

The (W) Weather Maps for Flight Brief type lets you list weather map codes in the remark text area as a reminder to the crew to retrieve specific flight weather maps to include in the filing package. To create the flight brief record, select the (W) Weather Maps for Flight Brief option. In the Flight Brief Text box, enter only Fax Forwarding (FF) map codes and include a space between each code entry. For example, the FF code for the High-level Significant Weather map for Europe is EUHISIG12. For more information on FF codes, see the “Graphic Weather” chapter in the JetPlan User Manual.

(X) Enroute Weather Airports and FIRS

The (X) Enroute Weather Airports and FIRS flight brief type lets you list airports or FIRs for extra weather reports. NOTE You must include the Enroute Weather Output (WXE) option in your flight plan request.

To create the flight brief record, select the (X) Enroute Weather Airports and FIRS option and then list airport or FIR identifiers in the Flight Brief Text box. Separate each identifier with a space. Example: KLVK KDEN KRBL. JetPlan scans the codes, and then retrieves reports (if available) from those stations or regions listed and includes them in the flight brief package.

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Table 34-1


Parameter

Description

(Z) Reports and Diagnostics

NOTE The political boundary report includes country boundary crossings only for countries with Customer Controlled Avoid and Alert (CCAA) database records in which the avoid level is set to either Avoid or Alert. The FIR boundary report includes FIR crossings only for FIRs with CCAA database records in which the avoid level is set to either Avoid or Alert. See the “Customer Controlled Avoid and Alert Database” Help topic on JetPlan.com.

The (Z) Reports and Diagnostics flight brief type lets you include FIR/UIR and geopolitical country boundary crossing reports on flight plans for matching flights. When creating the flight brief record, select the (Z) Reports and Diagnostics option and then select Yes for one or both of the following options: • Display Political Boundary Report • Display FIR/UIR Boundary Report See descriptions of these options below in the “Output Parameters” section of this table. Selection Criteria Parameters Effective Date

(Optional) This option defines the date on which the record becomes effective.

(ddmmyyyy or UFN)

NOTE If you type only one date in your flight brief record command-line input, JetPlan assumes that it is an effective date. The expiration is then considered UFN. For more information, see “Using JetPlan to Manage the Database” on page 914.

Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No entry or UFN makes the record effective immediately. Example: 31122002 Fleet Type (FT)

The Fleet Type option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified aircraft fleet type. Input value: The four-character Jeppesen ID for the aircraft fleet type

Expiration Date (ddmmyyyy or UFN)

(Optional) This option defines the date on which the record expires (is no longer effective). NOTE If you type only one date in your flight brief record command-line input, JetPlan assumes that it is an effective date. The expiration date is then considered UFN. For more information, see “Using JetPlan to Manage the Database” on page 914.

Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No entry or UFN makes the record effective immediately. Example: 31122006 Tail Number (AC)

The Tail Number option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified aircraft tail number. Input value: The tail number (up to 12 characters)


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Table 34-1


Parameter

Description

Flight Number

The Flight Number option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified flight number.

(FN)

Input value: The flight number (up to 12 characters) Enroute FIR (EFIR)

The Enroute FIR option links the dissemination of a Flight Brief Database remark to any flight plan that transits the specified FIR along the enroute portion of its computed route. Input value: The ICAO identifier for the FIR

POD (POD)

The POD option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified departure airport identifier. Input value: The four-character ICAO identifier for the POD

Departure FIR (DFIR)

The Departure FIR option links the dissemination of a Flight Brief Database remark to any flight plan that departs from the specified FIR. Input value: The ICAO identifier for the FIR

POA (POA)

The POA option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified arrival airport identifier. Input value: The four-character ICAO identifier for the POA

Arrival FIR (AFIR)

The Arrival FIR option links the dissemination of a Flight Brief Database remark to any flight plan that arrives within the specified FIR. Input value: The ICAO identifier for the FIR

APT (AP)

The APT (Associated Airport) option links the dissemination of a Flight Brief Database remark to any flight plan containing the specified airport identifier. Input value: The four-character ICAO identifier for the airport

FIR (FIR)

The FIR option links the dissemination of a Flight Brief Database remark to any flight plan that transits the defined FIR along the computed route, including the departure, enroute, and arrival areas. Input value: The ICAO identifier for the FIR

Output Parameters These parameters control inclusion of the selected information on flight plans. Display EU-ETS Emissions (EUETS=Y/N)

When the Display EU-ETS Emissions option is set to Yes, the system includes EU ETS CO2 calculations on formatted flight plans for requests that meet the criteria defined by the flight brief record. If the parameter is set to No, the EU ETS information does not appear on the flight plan automatically. However, you can still include the information in a flight plan request by submitting the EUETS flight plan option. NOTE

The Fuel Type parameter in the CADB must also be set.

Input values: Yes or No

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Table 34-1


Parameter

Description

Display Flight Number

NOTE This option can only be used with the (A) Permit Remarks for ATC flight brief type.

(OFN=Y/N)

When the Display Flight Number option is set to Yes, the flight number is automatically included as a remark in Item 18 on the filing strip for requests that meet the criteria defined by the flight brief record. When this option is set to Yes and no additional selection criteria are defined, the flight number is automatically included in all filing strips. Input values: Yes or No Display Political Boundary Report (PBNDC=Y/N)

IMPORTANT The Political Boundary Crossing Report flight plan options (PBNDC=Yes/No) override the value of this parameter in the Flight Brief Database. The PBNDC=N(o) flight plan option directs the system to suppress the boundary crossing report, while the PBNDC=Y(es) flight plan option directs the system to generate the border crossing report. NOTE This option can be used only with (Z) Reports and Diagnostics flight brief type records. NOTE The political boundary report includes country boundary crossings only for countries with CCAA database records in which the avoid level is set to either Avoid or Alert. The boundary crossing report requires a specific format. You may need to request a format change to use this report. Contact your Jeppesen account manager for information.

Input value: Yes/No • When the Display Political Boundary Report option is set to Yes, the geopolitical boundary crossing report is automatically included on supporting flight plan formats for requests that meet the criteria in the flight brief record. This setting may be overridden on a per-flight plan basis by the PBNDC=N flight plan option. • When this option is set to No, the boundary crossing report is not automatically included on supporting flight plan formats for requests that meet the criteria in the flight brief record. This setting may be overridden on a per-flight plan basis by the PBNDC=Y flight plan option.


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Table 34-1


Parameter

Description

Display FIR/UIR Boundary Report

IMPORTANT The FIR/UIR Boundary Crossing Report flight plan options (FBNDC=Y/N) override the value of this parameter in the Flight Brief Database. The FBNDC=N flight plan option directs the system to suppress the boundary crossing report, while the FBNDC=Y flight plan option directs the system to generate the border crossing report.

(FBNDC=Y/N)

NOTE This option can be used only with (Z) Reports and Diagnostics flight brief type records. NOTE The FIR boundary report includes only FIR crossings for FIRs for which records exist in the CCAA database with the avoid level set to either Avoid or Alert. See the CCAA Database Help topic on JetPlan.com. NOTE The boundary crossing report requires a specific format. If you want to use this report, you may need to request a format change. Contact your Jeppesen account manager for information.

Input value: Yes/No • When the Display FIR/UIR Boundary Report option is set to Yes, the FIR/UIR boundary crossing report is automatically included on supporting flight plan formats for requests that meet the criteria in the flight brief record. This setting can be overridden on a per-flight plan basis by the FBNDC=N flight plan option. • When this option is set to No, the boundary crossing report does not appear on matching flight plans automatically. This setting can be overridden on a per-flight plan basis by the FBNDC=Y flight plan option. ETOPS II Output Parameters NOTE The ETOPS II Output parameters are used with the (E) EU-ETOPS Early/Late Override flight brief type. (See “(E) EU-ETOPS Early/Late Override” on page 899.) The E flight brief type and the following ETOPS II output parameters are used only with ETOPS II flight plan options. Contact your Jeppesen account manager for more information.

ETOPS Early Buffer

NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options.

The ETOPS Early Buffer option extends the early arrival time at an ETOPS alternate. Input value: 000–999 (time in minutes) ETOPS Late Buffer

NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options.

The ETOPS Late Buffer option extends the late arrival time at an ETOPS alternate. Input value: 000–999 (time in minutes)

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Table 34-1


Parameter

Description

5% Wind Bias

NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options.

(WIND=Y/N) NOTE In the JetPlan command-line interface, Y=on (the wind adjustment is applied), and N=off (the wind adjustment is not applied.) The default setting is Y.

When the 5% Wind Bias option is set to On (the default), the system includes the 5% wind penalty in matching ETOPS II flight plan requests (the wind adjustment is applied.) The average wind component is computed using the forecast winds for the following ETOPS II scenarios associated with each diversion: • Depressurized Engine Out • Depressurized All Engine • Pressurized Engine Out When this option is set to Off, no wind adjustment is applied. NOTE If no matching Flight Brief Database record exists, the system automatically applies a 5% bias (5% higher headwinds and 5% lower tailwinds).

Input values: On and Off. On is the default setting. Temp-Based Icing Penalty (ICE=Y/N) NOTE In the JetPlan command-line interface, Y=on (the temperaturebased icing penalty logic is applied), and N=off (the non-temperature-based icing penalty logic is applied.) The default setting is N.

NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options.

When the Temp-Based Icing Penalty option is set to On, the system applies temperature-based icing penalty logic to compute icing penalties in matching ETOPS II flight plan requests. Anti-ice and ice-drag penalties are computed using the following Customer Aircraft database (CADB) parameter values: • Icing Temperature (IT) • Anti-Ice Flag (AI) • Ice Drag Flag (ID) When this option is set to Off (the default), the system applies non-temperaturebased icing penalty logic. For more information, see the “Aircraft Record - ETOPS Section” and the “ETOPS Flag and Factor Codes” tables in the CADB Help topic on JetPlan.com. See also the ETOPS II Startup Guide. Input values: On/Off. Off is default setting.


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Table 34-1


Parameter

Description

(ETOPS II) Scenario Options

NOTE These options can be used only with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options. Contact your Jeppesen account manager for more information.

(D1LEF – Engine-Out Depressurized scenario DLRCF – All-Engine Depressurized scenario P1LEF – Engine-Out Pressurized scenario Options for each scenario:

NOTE These parameters replace the Cruise Mode Begin Flag (CS) and Cruise Mode End Flag (CE) parameters in the Customer Aircraft Database in ETOPS II flight plans only. Any values set for those parameters are not used in ETOPS II flight plan calculations. However, CS and CE are still used in legacy ETOPS flight plans.

The (ETOPS II) Scenario Options enable you to control:

1 – Output in plan, Use in uplift (default value)

• Which ETOPS critical fuel scenarios are computed and used in the ETOPS uplift calculations. (Uplift is a fuel that is added to takeoff fuel to compensate for ETOPS fuel short fall.)

2 – Output in plan, Exclude in uplift

• Which ETOPS critical fuel scenarios are displayed in the extended output block on the flight plan.

3 – Do not output, Exclude in uplift Ex: D1LEF=1 DLRCF=2 P1LEF=1)

You can choose one or all of the following scenarios: • Engine-Out Depressurized • All-Engine Depressurized • Engine-Out Pressurized For each of the scenarios above, you can choose one of the following options: • Output in plan, Use in uplift – (Default) The TOTAL fuel for the selected scenario is used in the calculation of the total fuel required for the Equal Time Point (ETP). The data column for the scenario is output in the EQUAL TIME POINT DATA section of the flight plan if it was included in the flight plan request. • Output in plan, Exclude in uplift – The TOTAL fuel for the selected scenario is not used in the calculation of the total fuel required for the ETP. The data column for the scenario is output in the EQUAL TIME POINT DATA section of the flight plan if it was included in the flight plan request. • Do not output, Exclude in uplift – The TOTAL fuel for the selected scenario is not used in the calculation of the total fuel required for the ETP. The data column for the scenario is not output in the EQUAL TIME POINT DATA section of the flight plan if it was included in the flight plan request. See also the following IMPORTANT note. IMPORTANT If all three scenarios are set to Do not output, Exclude in uplift, the system computes the flight plan without ETOPS and outputs an alert that all three scenarios have been excluded and that a fuel deficit may exist. The system does not output any ETOPS data on the flight plan. NOTE If a flight has a matching flight brief record, but one or more of these scenarios is not set in the record, the system defaults to Output in Plan, Use in Uplift for the scenarios that are not set. If no matching Flight Brief Database record exists for the flight, the system automatically uses all three scenarios in the critical fuel calculation and outputs all three scenarios in the extended output block on the flight plan.

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Description

(ETOPS II) Multi-Segment ETOPS Options NOTE These options can only be used with (E) EU-ETOPS Early/Late Override flight brief type records and ETOPS II flight plan options. Contact your Jeppesen account manager for more information.

These Flight Brief Database options support multi-segment ETOPS flight planning functionality, which enables you to do the following: • Treat consecutive ETOPS segments that are beyond a configurable distance from one another as two separate ETOPS segments, as opposed to combining them • Determine which ETPs the system can omit based on a configurable distance between the abeam points of the forward and backward alternates Combine ETOPS segments less than nm apart

This option lets you specify a maximum distance in nautical miles between consecutive ETOPS segments. If the distance between any two ETOPS segments is less than or equal to the value of this parameter, the system considers the two ETOPS segments and the route in between them as one ETOPS segment. NOTE If you do not enter a value for this parameter, the system uses 9999 nm as the default value. In this case, the system considers the two ETOPS segments and the entire route between them as one ETOPS segment.

Input values: 1–9999 nautical miles. The default value is 9999. Include ETP in computation for alternates closer than times the range-ring radius

This option lets you specify a factor that the system multiplies by the range ring radius used in the flight plan to define a maximum distance between two sequential ETOPS alternates. The system uses the distance value to determine whether to include the ETP between the alternates in the flight plan. The system computes the ETP, associated critical fuel, and early and late arrival time (EAT/LAT) values for each ETOPS alternate pair that is closer together than the maximum distance. The system also includes these ETPs in the ETP summary output on the flight plan and as waypoints in the navigation log. ETPs for alternate pairs that are farther apart than the maximum distance are omitted from the flight plan results unless they occur during an ETOPS segment. NOTE The applicable range ring radius is stored in the Speed Cruise Mode (SCM) data set that is used to compute ETOPS for the flight plan. (The SCM sets are stored in the City Pair Fleet and Aircraft Fleet Databases. See the Help files for these databases on JetPlan.com.) NOTE If you do not enter a value for this parameter, the system applies no limit to the distance between two sequential ETOPS alternates. In this case, the system computes ETPs and the associated critical fuel and EAT/LAT values between each alternate. NOTE If you enter 0.000 for this parameter, the system treats each sequential ETOPS alternate as a standalone alternate and does not compute the ETP between them.

Input values: 0.000–99.999


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Description

Flight Brief Text Output Parameters Flight Brief Text NOTE In the commandline interface, JetPlan prompts you for your remark text once you submit the FB,SAV or CHG command.

The Flight Brief Text option enables you to enter up to 2,000 characters of text. This parameter is used with several flight brief types. See “Flight Brief Type (Required)” on page 898.

ICAO 2012 Item 18 Output Parameters Use the Item 18 Output Parameters with the (A) Permit Remarks for ATC flight brief type to add ICAO 2012 Item 18 STS/ and ORGN/ data to the filing strip for specified flights. IMPORTANT Before using the ICAO 2012 parameters in the Flight Brief Database, read “The Flight Brief Database and the ICAO 2012 FPL Format” on page 896. Do not enter PBN/ information in a Flight Brief Database type A flight brief record. Enter Item 18 PBN/ information only in the Item 18 PBN/ parameter in the “ICAO 2012 Certification and Equipment” section of the CADB. Do not add any ICAO 2012-specific information to a Flight Brief Database type A flight brief other than the values for STS/ and ORGN/. Do not use any special characters, including a slash (/).

PBN/ (PBNT)

IMPORTANT This option is reserved for future use if and when certain countries decide to use non-ICAO PBN/ codes. IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers that comply with the ICAO 2012 4444 specification. NOTE This option can only be used with the (A) Permit Remarks for ATC flight brief type.

(For future use) This option lets you enter Performance Based Navigation (PBN) information to account for regional differences when filing using the ICAO 2012 FPL format. You are able to specify PBN/ values that are not in the ICAO 2012 section of the CADB. If the flight plan request matches the other selection criteria that you set in the Flight Brief Database record, the value you specify in the PBN/ box is appended to the CADB PBN/ data or overrides it, according to the settings of the PBN Append and PBN Override options in the Flight Brief Database (see below). The information you enter is output in Item 18 PBN/ on the filing strip. Input value: Up to 100 alphanumeric characters, if needed. IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the PBN/ indicator, but that may change in the future. It is your responsibility to ensure that the information entered for this parameter complies with the current ICAO 4444 Amendment. If the allowed maximum is exceeded, your flight plans may be rejected. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings.

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Table 34-1


Parameter

Description

PBN Append to CADB PBN/

NOTE This option is reserved for future use if and when certain countries decide to use non-ICAO PBN/ codes

or

IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers that comply with the ICAO 2012 4444 specification.

PBN Override CADB PBN/ (PBNF =A/O)


(For future use) This parameter lets you indicate whether data that is entered in the PBN/ box (see above) is appended to or overrides the value of the PBN/ parameter (I2) in the ICAO 2012 section of the CADB database. If the flight plan request matches the other selection criteria that you set in the Flight Brief Database record, this information is output in Item 18 PBN/ on the filing strip. Input values: • Append – (Default) Select to append the PBN/ value from the Flight Brief Database to the value stored in the CADB. • Override – Select to override the PBN/ value in the CADB with the value from the Flight Brief Database.


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Table 34-1


Parameter

Description

Special Handling Information (STS/)

NOTE This option can be used only with the (A) Permit Remarks for ATC flight brief type.

(STS)

The Special Handling Information (STS/) parameter lets you enter special handling (STS/) information on the filing strip. Multiple selections are supported. If the flight plan request matches the other selection criteria set in the Flight Brief Database record, this information is output in Item 18 STS/ on the filing strip. Separate values by a space. Input Values – One or more of the following descriptors: • ALTRV – Used for a flight operated in accordance with an altitude reservation • ATFMX – Used for a flight approved for exemption from ATFM measures by the appropriate ATS authority • FFR – Used for fire-fighting • FLTCK – Used for flight check for calibration of NAVAIDs • HAZMAT – Used for a flight carrying hazardous material • HEAD – Used for a flight with Head of State status • HOSP – Used for a medical flight declared by medical authorities • HUM – Used for a flight operating on a humanitarian mission • MARSA – Used for a flight for which a military entity assumes responsibility for separation of military aircraft • MEDVAC – Used for a life critical medical emergency evacuation • NONRVSM – Used for a non-RVSM capable flight intending to operate in RVSM airspace NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO 2012 FPL format when the RVSM parameter in the CADB is set to Exempt.

• SAR – Used for a flight engaged in a search and rescue mission • STATE – Used for a flight engaged in military, customs, or police

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Table 34-1


Parameter

Description

Item 18 STS/ (Regional)

IMPORTANT This option is reserved for future use if and when certain countries decide to use non-ICAO STS/ codes in the future.

(OSTS)

IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers that comply with the ICAO 2012 4444 specification. NOTE This option is used with the (A) Permit Remarks for ATC flight brief type.

(For future use) The Item 18 STS/ (Regional) parameter lets you enter additional special handling (STS/) information to account for regional differences when the list of Special Handling Information items (see above) is not sufficient. If the flight plan request matches the other selection criteria that you set in the Flight Brief Database record, this information is output in Item 18 STS/Data on the filing strip. Input value: Up to 256 alphanumeric characters. Separate codes by a space. NOTE If you enter an unauthorized code or duplicate indicator, the ATC rejects the flight plan. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings. IMPORTANT If the Flight Brief Database STS/ option is blank, STS/ is not output in Item 18.

ORGN/ (ORGN)


The ORGN/ parameter lets you identify the eight-character AFTN address of the originator or other appropriate contact details. If the flight plan request matches the other selection criteria set in the Flight Brief Database record, this data is output for Item 18 ORGN/ in the ICAO-specified order on the filing strip. Input value: Up to 30 alphanumeric characters NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so may result in rejected flight plan filings. NOTE Do not enter the indicator “ORGN” or “ORGN/” or “/”, followed by the input value. Enter only the input value NOTE If the Flight Brief Database ORGN/ option is blank, ORGN/ is not output in Item 18.


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Flight Brief Database Database Management

Database Management NOTE This section covers using the JetPlan command-line interface to manage the Flight Brief Database. However, JetPlan.com is the recommended interface for managing the customer databases. See the JetPlan.com Help file for detailed information.

Using JetPlan to Manage the Database In the JetPlan command-line interface, you can create and maintain records in the Flight Brief Database by entering commands on the Options command line, starting with the command FB. FB accesses the database and is followed by a command function, the record name, a remark type, an effective and expiration date, and any other key parameters needed. The system automatically prompts you for your remark text once you submit the command to save the flight brief record (if the flight brief type supports remarks). Remarks can be up to 2,000 characters of text. Example: 01 Options FB, TX=enter your remark text here...

Flight Brief Database Commands Two categories of command functions are available for the Flight Brief Database: file maintenance and file display. The following paragraphs describe these commands and provide examples of their use.

File Maintenance Commands File maintenance commands enable you to create, modify, and delete records in the database. The file maintenance commands for the Flight Brief Database are as follows: • SAV – Creates a new record • CHG – Modifies an existing record

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• DEL – Deletes an existing record • DEX – Deletes all existing records that have expired • CPY – Copies a record to another record • RN – Renames an existing record The following table contains explanations and examples of each file maintenance command. Table 34-2

Flight Brief Database File Maintenance Commands

Command

Explanation

Example

FB,SAV

The Save command enables you to create and store a record in the database. You must include a record name and indicate a flight brief type. All other inputs, including the effective and expiration dates are optional.

Example:

For Type A records, JetPlan prompts you for your remark or other text after you enter the Save command.

Explanation: Save the flight brief record, ALGERIA1, in the Flight Brief Database. The record is defined as a diplomatic clearance remark for ATC (A). It is set to be effective immediately (UFN) and available indefinitely (UFN). The remark is keyed to output only when the flight plan contains a specific flight number (TEST1), a specific fleet type (757B), and a specific arrival FIR (DGAC). 01 OPTIONS FB,SAV,ALGERIA1,A,UFN,UFN, FN=TEST1,FT=757B,AFIR=DGAC TX=Algeria DGAC1234

FB,CHG

FB,DEL

FB,DEX

The Change command enables you to modify an existing record in the database. You must include the name of the record that you want to modify and the parameter or parameters that you want to add or change.

Example:

The Delete command enables you to remove an existing record from the database. You must include the name of the record that you want to delete.

Example:

The Delete-Expired command enables you to remove all expired records in the database (based on the defined expiration date). Since you are deleting all expired records, you do not need to specify a record name.

Example:


Explanation: Modify the flight brief record, ALGERIA1. The Flight Number parameter is the only change made (TEST1 is now TEST2). The remark text remains the same. 01 OPTIONS FB,CHG,ALGERIA1,FN=TEST2

Explanation: Delete the ALGERIA1 record from the database. 01 OPTIONS FB,DEL,ALGERIA1

Explanation: Delete all expired records in the database. 01 OPTIONS FB,DEX

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Table 34-2

Flight Brief Database File Maintenance Commands (continued)

Command

Explanation

Example

FB,CPY

The Copy command enables you to copy the contents of one record into another record that has a different record name. This action requires two record name inputs: the name of the record being copied and a name for the record being created. The name of the record being created must not already exist in the database.

Example:

The Rename command enables you to change the name of an existing record in the database. The new name must not already exist in the database.

Example:

FB,RN

Explanation: Copy the contents of ALGERIA1 into the new record ALGERIA2. Both ALGERIA1 and ALGERIA2 are now in the database. 01 OPTIONS FB,CPY,ALGERIA1,ALGERIA2

Explanation: Rename the record, ALGERIA1, to the new name, TEMP1. ALGERIA1 no longer exists in the database. 01 OPTIONS FB,RN,ALGERIA1,TEMP1

File Display Commands The file display commands enable you to view the stored information in the database. The display commands for the Flight Brief Database are as follows: • PRI – Displays all existing records • SUM – Displays a list of records by name • PEX – Displays all expired records The following table contains explanations and examples of each file display command. Table 34-3

Flight Brief Database File Display Commands

Command

Explanation

Example

FB,PRI

The Print command lets you display the contents of one or all records in the database. Specify a record name to see one record. Omit the record name, and all records are displayed.

Example: Explanation: The first example requests a printout of every record in the database. The second example requests a printout of the record named ALGERIA1. 01 OPTIONS FB,PRI 01 OPTIONS FB,PRI,ALGERIA1

FB,SUM

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The Summary command lets you display a list of all record names in the database.

Example: 01 OPTIONS FB,SUM



Table 34-3

Flight Brief Database File Display Commands (continued)

Command

Explanation

Example

FB,PEX

The Print-Expired command lets you display the contents of all expired records in the database.

Example:


01 OPTIONS FB,PEX

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C HAPTER 35

Minimum Equipment List Database

Minimum Equipment List Database About the MEL Database

About the MEL Database IMPORTANT This document contains information on ICAO 2012 Filed Flight Plan (FPL) database parameters. The Jeppesen cutover to the ICAO 2012 FPL format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default. Flight plans not filed in the ICAO 2012 format may be rejected by ATC.


The Minimum Equipment List (MEL) database allows you to create and manage records of performance degradations and equipment shortcomings for aircraft of a given fleet type (a specific airframe/engine combination). Examples of degradations include increased fuel flow, decreased airspeed, and takeoff weight limitations. These degradations can be identified by standard ATA codes. The purpose of the MEL database is only to store predefined MEL items for subsequent assignment to specific aircraft. When you create an MEL database record, you provide the degradation and fleet type information and give the record a name. You can then use the MEL record name when assigning the MEL item to an aircraft, either through the Master Database (MDB) or by including the MEL record name on the flight plan request. For more information on the MDB, see the “Master Database (MDB)” chapter in the JetPlan User Manual. The primary benefit of using the MEL database is that you do not have to define the degradations to be applied for each flight plan. Instead, degradations can be applied by reference to a predefined MEL record. One MEL record can apply to a fleet of aircraft, all having the same characteristic shortcoming or need for limitation. For example, assume you have a fleet of B747-400s and that you have used the generic aircraft ID, 747M, from the JetPlan Aircraft Library as the basis for the B747-400 fleet in your Customer Aircraft Database (CADB). You can define degradations for your fleet of 747-400s by using the generic aircraft ID (747M) to define a fleet type in your MEL database record. Once stored in the MEL database, the MEL record is available for assignment to an aircraft of this fleet type.


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For information on applying MEL records, see “Flight Plan Application” on page 942.

NOTE Your flight plan output format can be customized to display information from the MEL database. For more information, contact your Jeppesen account manager.

How the MEL Database Supports the ICAO 2012 FPL NOTE This section assumes that you use JetPlan.com to maintain the MEL database.

Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. Since then, the ICAO 2012 FPL format has been the Jeppesen standard used by all of Jeppesen’s flight planning applications. The MEL database contains parameters that allow you to degrade or override the following ICAO 2012-specific parameters in the “ICAO 2012 Certification and Equipment” section of the CADB: • 10a/b EQUIPMENT • R - PBN Certified • Item 18 COM/ • Item 18 PBN/ • Item 18 SUR/ • Item 18 CODE/ • Item 18 PER/ For detailed definitions and input values for the ICAO 2012 MEL database parameters, see “Database Parameters” on page 924.

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Before Using the ICAO 2012 MEL Database Parameters Before using the ICAO 2012 MEL Database parameters, note the following: • You must configure your CADB with ICAO 2012 parameters. The ICAO 2012 FPL is pre-populated with this data. For information on setting up the CADB, see the “ICAO 2012 Certification and Equipment” section in the Help topic for the CADB on JetPlan.com or the “Customer Aircraft Database” chapter in the JetPlan User Manual. • Entering any of the Item 18 indicators themselves in a database parameter text box may cause the flight plan to be rejected. For example, in the COM/ Override text box, do not enter “COM” or “COM/” or “/”, followed by the input value. Enter only the input value for the parameter, using only numbers and letters—for example, F10000.


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Minimum Equipment List Database Database Parameters

Database Parameters The following table lists the parameters in the MEL database. These parameters appear as options on the MEL database pages in JetPlan.com. As you perform MEL database tasks, consult this table for information.

NOTE Depending on your customer preference settings, some options may not be available. For more information, contact your Jeppesen account manager.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan users, the table below lists JetPlan database codes under the associated parameter names.

Table 35-1

MEL Database Parameters

Parameter

Description

MEL Name

(Required) The MEL Name option allows you to assign a name to the MEL database record. To assign an MEL to an aircraft, you must specify both the MEL Name and the MEL Type. Otherwise, no degradations are applied Input value: 1–16 alphanumeric characters NOTE Clicking MEL Name on the Minimum Equipment List Record page opens the Change Minimum Equipment List Record page.

Degradation Type

(Required) The Degradation Type option allows you to indicate the type of MEL item. NOTE The ICAO 2012 parameters are not available for SEL and NEF MEL types.

To assign an MEL to an aircraft, you must specify both the MEL Name and the MEL Type. Otherwise, no degradations are applied. Input values: • MEL – Minimum Equipment List. • CDL – Configuration Deviation List. • SEL – Special Equipment List. JetPlan does not accept performance degradations if the MEL record is designated as an SEL type. • NEF – Non-Essential Furnishings. JetPlan does not accept performance degradations if the MEL record is designated as an NEF type. • DMI – Deferred Maintenance Item.

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Table 35-1

MEL Database Parameters (continued)

Parameter

Description

Fleet Type


Max Fuel Capacity (LBS)

The Max Fuel Capacity option allows you to set a limitation to the amount of fuel an aircraft can load on board. If the MEL is applied to the aircraft, this value overrides the maximum fuel capacity figure stored in the CADB.

FC ex. FC=145950 True Airspeed Bias TAS

The True Airspeed Bias option allows you to set an airspeed degradation factor. The value you enter must be a percentage decrease based on a factor of 1 (100%). For example, a 2% decrease in TAS is expressed by the input value, 1.02. MEL true airspeed biases are in addition to any TAS biases already stored in a CADB file. For example, using an aircraft from the CADB that has a 3% TAS bias stored and invoking an MEL file that has a 3.5% bias results in a cumulative TAS bias of 6.5%.

Max Airspeed MAS - and Max Airspeed Type T, C, M ex. MAS=T250 ex. MAS=C220

The Max Airspeed (MAS) value and the Max Airspeed Type must be entered together. Input values for airspeed type include Mach (M), Calibrated (C), and True (T). The Max Airspeed (MAS) value option allows you to set the airspeed for a fleet type to a maximum limit based on a specific type of speed measure. Max speed values need to be relative to the selected type and not out of line with the aircraft’s capabilities.

ex. MAS=M72 Max Airspeed Type

See Max Airspeed above.

Max Zero Fuel Wt (LBS)

The Max Zero Fuel Weight option allows you to set a zero fuel weight limitation for the fleet type. If the MEL is applied to the aircraft, this value overrides the MZFW figure stored in the CADB.

ZF ex. ZF=189950 Ballast (LBS) BAL

The Ballast option allows you to set a specific amount of fuel on the aircraft, increasing the basic operating weight of the aircraft.

ex. BAL=8900 Max Takeoff Wt (LBS) TO ex. TO=369000

The Max Takeoff Wt option allows you to set a takeoff weight limitation for the fleet type. If the MEL is applied to the aircraft, this value overrides the maximum takeoff weight figure stored in the CADB.


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Table 35-1


Parameter

Description

Max Flight Level

The Max Flight Level option allows you to set a maximum altitude for the aircraft.

FL ex. FL=250

Input value: The value you enter must follow the JetPlan standard for flight level inputs (3 digits, in hundreds of feet). For example, the input 250 represents 25,000 feet. This input prevents the aircraft from exceeding the specified MEL maximum in a flight plan computation.

Max Landing Wt (LBS)

The Max Landing Wt option allows you to set a landing weight limitation for the fleet type. If the MEL is applied to the aircraft, this value overrides the maximum landing weight figure stored in the CADB.

LA ex. LA=350000 Min Temperature TMN

The Min Temperature option allows you to specify a minimum temperature threshold that, if exceeded at any waypoint within a flight plan, results in an alert about the extreme condition. NOTE This alert feature is designed for specific customer usage. Contact your Jeppesen account manager if you have questions.

Flat Fuel Amount (LBS) FA

The Flat Fuel Amount (LBS) option allows you to set a fuel burn penalty, specified in pounds. JetPlan treats this as unburnable fuel. Unlike ballast, this fuel could be present in any fuel tank. It is most often associated with a fuel pump that is inoperative or that must be kept submerged. Input value range: 0–99999 lbs. Default is 0.

Max Temperature TMX

The Max Temperature option allows you to specify a maximum temperature threshold that, if exceeded at any waypoint within a flight plan, results in an alert about the extreme condition. NOTE This alert feature is designed for specific customer usage. Contact your Jeppesen account manager if you have questions.

Operational Code OC

NOTE This parameter is stored in the JetPlan database for use by GUI software applications that interface with JetPlan. This parameter has no JetPlan functionality. Contact your Jeppesen account manager for more information.

For users of a front-end flight planning GUI interface, the Operational Code option allows storage of a value that has meaning in their operations. This value has no effect on flight plan computation. Input value: 1–6 alphanumeric characters

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Table 35-1


Parameter

Description

Overwater Restriction

When set to Yes, this parameter degrades the overwater certification or capability of the aircraft, overriding the values of the CADB Overwater Equipped (OW) and Overwater Capability (OA) parameters.

OW

Input options: • Yes – Indicates that the aircraft is unable to perform up to the standard of the overwater certification/capability, overriding both the Overwater Equipped (OW) and the Overwater Capability (OA) parameters in the CADB when the MEL is applied to the aircraft. • No – Indicates that the MEL item does not affect the aircraft’s overwater certification or capability setting in the CADB. No is the default value. RVSM Degradation RV

The RVSM Degradation option allows you to indicate how the MEL item affects the aircraft’s Separation Minimums capability to perform as certified. Degrading RVSM causes the system to seek flight levels outside of the RVSM flight levels when in RVSM airspace, or to alert you when you force an invalid flight level. Input value: Yes/No • Yes – Indicates that the aircraft is unable to perform up to the standard of the RVSM certification, overriding the RVSM Certified (RV) parameter in the CADB when the MEL is applied to the aircraft. This setting causes an automated edit to remove the “W” character from Item 10a of the ICAO filing strip. • No – Indicates that the MEL item does not affect the aircraft’s RVSM capability setting in the CADB. No is the default value.

RNP Degradation RP

The RNP Degradation option allows you to indicate how the MEL item affects the aircraft’s area navigation capability to perform as certified. Degrading RNP causes the system to require flight levels outside of those required in RNP areas or on RNP routes. Input value: Yes/No • Yes – Indicates that the aircraft is unable to perform up to the standard of the RNP certification, overriding the RNP Certified (RP) parameter setting in the CADB when the MEL is applied to the aircraft. NOTE You must use the PBN Degradation parameter (see below) to exclude “R” from Item 10a and “PBN/” from Item 18 on the ICAO filing strip.

• No – Indicates that the MEL item does not affect the aircraft’s RNP capability setting in the CADB. No is the default value.


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Table 35-1


Parameter

Description

MNPS Degradation

The MNPS Degradation option allows you to indicate how the MEL item affects the aircraft’s Minimum Navigation Performance Specification (MNPS) capability to perform as certified. Degrading MNPS causes the system to require flight levels above or below those required in MNPS areas or to alert you if you force an MNPS flight level.

ME

Input value: Yes/No • Yes – Indicates that the aircraft is unable to perform up to the standard of the MNPS certification, overriding the MNPS Certified (ME) parameter setting in the CADB when this MEL is applied to the aircraft. This setting causes an automated edit to remove the “X” character from Item 10a of the ICAO filing strip. • No – Indicates that the MEL item does not affect the aircraft’s MNPS capability setting in the CADB. No is the default value. Dispatcher Concurrence DC


The Dispatcher Concurrence option allows you to require that the dispatcher agree with the assignment of the MEL to the aircraft. The system checks and logs the concurrence. Input value: Yes/No Yes – Indicates dispatcher concurrence is required. No is the default value. RNAV Degradation RN

The RNAV Degradation option allows you to indicate how the MEL item affects the aircraft’s RNAV capability to perform as certified. Input values: • None – Indicates that the MEL item does not affect the aircraft’s RNAV capability as it is set in the CADB. None is the default value. • Terminal Degraded/Enroute OK – Indicates that flight plans are calculated with no Terminal RNAV capability, regardless of the aircraft’s settings in the CADB. • Terminal & Enroute Degraded – Indicates that flight plans are calculated as if the aircraft had no RNAV capabilities. NOTE RNAV degradation only affects the flight plan computation as described above. It does not remove “I” and “G” from Item 10a on the ICAO filing strip. You must use the 10a/b Equipment Degradation parameter (see below) to remove “I” and “G” codes from Item 10a on the ICAO filing strip. NOTE The RN and NORN flight plan options override the Customer Aircraft Database (CADB) setting for RNAV and ignore any MEL degradations that have been applied to RNAV. See the “Option Commands” chapter in the JetPlan User Manual.

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MEL Database Parameters (continued) Description

ICAO 2012 Parameters The following parameters are used with ICAO 2012 filings. IMPORTANT Before using the ICAO 2012 parameters, read “How the MEL Database Supports the ICAO 2012 FPL” on page 922. NOTE The ICAO 2012 parameters are not available for SEL and NEF MEL types.

10a/b Equipment Degradation EQD

The 10a/b Equipment Degradation option allows you to indicate how the MEL affects the aircraft’s equipment and surveillance equipment capabilities as defined by the values of the ICAO 2012 10a/b Equipment (NC2) parameter in the CADB. When the MEL DB10a/b Equipment Degradation parameter is populated with a given 10a or 10b code, that code is automatically removed from Item 10a/b on the filing strip. Input values: Up to 100 characters, selected from the list of 10a and 10b codes in the “ICAO 2012 Certification and Equipment” section of the CADB. The “/” 10a/b delimiter (slash) is used in the same way that it is used in the CADB Equipment 10a/b parameter definition—to separate equipment capabilities and surveillance equipment. To enter just 10a codes, type the codes and do not include a slash (/). To enter just 10b codes, type a slash followed by the codes. If you enter both 10a and 10b codes, type the 10a codes before the slash (/) and the 10b codes after the slash (/). For example: • To exclude “C” from the 10a Equipment item in the filing strip, you would enter the following in the MEL DB 10a/b Equipment Degradation box: C. • To exclude “C” from 10b Surveillance Equipment, you would enter the following in the MEL DB 10a/b Equipment Degradation box: /C. • To exclude “C” from both 10a and 10b, you would enter the following in the MEL 10a/b Equipment Degradation box: C/C. Sample 10a/b Equipment Degradation entry using several 10a codes and one 10b code: SXJCZWHGRY/C. Input values – For a list of the 10a/b codes and their definitions, see the 10a/b EQUIPMENT parameter in the CADB Help topic on JetPlan.com.


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Table 35-1


Parameter

Description

PBN Degradation

The PBN Degradation option allows you to indicate how the MEL item affects the aircraft’s Performance Based Navigation (PBN) ability to perform as certified as indicated by the setting of the PBN Certified (I1) parameter in the “ICAO 2012 Certification and Equipment” section of the CADB. When this parameter is selected, an automatic edit removes the “R” designator from Item 10a and the PBN/ indicator from Item 18 in the filing strip.

FPBN

NOTE PBN Degradation does not affect how the system computes a flight plan.

Input options: • Selected (Yes) – Indicates that the aircraft is unable to perform up to the standard of the PBN certification. This setting overrides the setting of the PBN Certified (I1) parameter in the CADB when the MEL item is applied to the aircraft and causes an automated edit to remove the “R” designator from Item 10a and the PBN/ indicator from Item 18 in the filing strip. • Not selected (No) – Indicates that the MEL item does not affect the aircraft’s PBN Certification setting.

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Table 35-1


Parameter

Description

PBN/ Degradation

NOTE This parameter is not available when the MEL DB PBN Degradation parameter has been selected.

PBND

The PBN/ Degradation parameter allows you to remove specific PBN/ equipment values from Item 18 in the filing strip. Depending on the setting of the PBN Degradation parameter, the PBN/ Degradation parameter value has the following effect: • If the CADB PBN Certified parameter equals “Yes” and the MEL PBN Degradation also equals “Yes” (is selected), the system excludes “PBN/” output from Item 18 on the filing strip. In this case, the PBN/ Degradation parameter is not available in JetPlan.com and has no effect. • If the CADB PBN Certified parameter equals “No,” the system automatically excludes “PBN/” from the Item 18 output—that is, the MEL PBN/ Degradation parameter is ignored even if it has a value. • If the CADB PBN Certified parameter equals “Yes,” and the MEL DB PBN Degradation parameter is not selected, PBN codes in the MEL DB PBN/ Degradation parameter triggers a removal of those particular CADB PBN/ codes from Item 18 PBN/ on the filing strip. NOTE PBN/ Degradation does not affect how the system computes a flight plan.

Input values – For a list of the PBN/ codes and their definitions, see the Item 18 PBN/ parameter in the “ICAO 2012 Certification and Equipment” section of the CADB Help topic on JetPlan.com. NOTE The current ICAO limit is eight codes (16 characters), but that might change in the future. For that reason, there is no limit to the number of codes that can be selected. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings.


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Table 35-1


Parameter

Description

PBN/ Addition

The PBN/ Addition parameter allows you to store Item 18 PBN/ codes in an MEL DB record. The MEL PBN/ Addition parameter is used in conjunction with the MEL PBN/ Degradation entries when an MEL item removes certain PBN codes but adds others.

PBNA

If the MEL PBN/ Addition parameter is populated, the system adds the codes to the existing CADB Item 18 PBN/ codes and outputs all in Item 18 on the filing strip in alphanumeric order. The PBN/ Addition parameter interacts with the CADB PBN Certified parameter, the MEL DB PBN Degradation parameter, and the MEL DB PBN/ Degradation parameters as follows: • If the CADB PBN Certified parameter equals “No,” the system automatically excludes “PBN/” from the Item 18 output—that is, the MEL PBN/ Addition parameter is ignored even if it has a value. • If the CADB PBN Certified parameter equals “Yes” and the MEL PBN Degradation parameter also equals “Yes” (is selected), the system excludes “PBN/” output from Item 18 on the filing strip. In this case, the PBN/ Addition parameter has no effect. • If the CADB PBN Certified parameter equals “Yes,” and the MEL DB PBN Degradation parameter is not selected, PBN codes in the PBN/ Addition parameter are added in alphanumeric order to the CADB PBN/ codes in Item 18 PBN/ on the filing strip. • If the CADB PBN Certified parameter equals “Yes,” and the MEL DB PBN Degradation parameter is not selected, and the MEL PBN/ Degradation parameter does not contain a matching code, PBN codes in the PBN/ Addition parameter are added to the CADB PBN/ codes in Item 18 PBN/ on the filing strip. Any Item 18 PBN/code that is in the PBN/ Degradation parameter is excluded from the Item 18 output, even if it is in the PBN/ Addition parameter or in the CADB Item 18 parameter. Input values – For a list of the PBN/ codes and their definitions, see the Item 18 PBN/ parameter in the “ICAO 2012 Certification and Equipment” section of the CADB Help topic on JetPlan.com. IMPORTANT JetPlan does not verify that your PBN/ Addition entries are valid PBN codes. Item 18 PBN/ codes consist of two alphanumeric characters. Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE If a non-degraded code is in both the PBN/ Addition parameter and the CADB Item 18 PBN/ parameter, it is not added twice to the Item 18 output. NOTE All Item 18 PBN/ codes are entered in Item 18 on the filing strip in alphanumeric order.

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Table 35-1


Parameter

Description

COM/ Override

Allows you to store an Item 18 COM/ override in an MEL DB record. If the MEL DB COM/ Override parameter is populated, the system uses the MEL DB COM/ value in the Item 18 COM/ output instead of the COM/ value in the “ICAO 2012 Certification and Equipment” section of the CADB. See the CADB Help topic on JetPlan.com for information about the COM/ parameter.

COMO

Input values: Up to 100 alphanumeric characters, if needed. However, EUROCONTROL accepts only 50. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE Entering an asterisk (*) in COM/ Override triggers the exclusion of the COM/ indicator from Item 18 with the following exception: COM/EXM833 is still output if the CADB parameter 83 833 KHZ COMM parameter is set to E (for Exempt).

DAT/ Override DATO

Allows you to store an Item 18 DAT/ override in an MEL DB record. If the MEL DB DAT/ Override parameter is populated, the system uses the MEL DB DAT/ value in the Item 18 DAT/ output instead of the DAT/ value in the “ICAO 2012 Certification and Equipment” section of the CADB. See the CADB Help topic on JetPlan.com for information about the DAT/ parameter. Input values: Up to 100 alphanumeric characters, if needed. However, EUROCONTROL accepts only 50. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE Entering an asterisk (*) triggers the exclusion of the DAT/ indicator from Item 18.

SUR/ Override SURO

Allows you to store an Item 18 SUR/ override in an MEL DB record. If the MEL DB SUR/ Override parameter is populated, the system uses the MEL DB SUR/ value in the Item 18 SUR/ output instead of the SUR/ value in the “ICAO 2012 Certification and Equipment” section of the CADB. See the CADB Help topic on JetPlan.com for information about the SUR/ parameter. Input values: Up to 100 alphanumeric characters, if needed. However, EUROCONTROL accepts only 50 NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE Entering an asterisk (*) triggers the exclusion of the SUR/ indicator from Item 18.


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Table 35-1


Parameter

Description

CODE/ Override

Allows you to store an Item 18 CODE/ override in an MEL DB record. If the MEL DB CODE/ Override parameter is populated, the system uses the MEL DB CODE/ value in the Item 18 CODE/ output instead of the CODE/ value in the “ICAO 2012 Certification and Equipment” section of the CADB. See the CADB Help topic on JetPlan.com for information about the CODE/ parameter.

CODEO

Input values: Up to six (6) alphanumeric characters. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE Entering an asterisk (*) triggers the exclusion of the CODE/ indicator from Item 18.

PER/ Override PERO

Allows you to store an Item 18 PER/ override in an MEL DB record. If the MEL DB PER/ Override parameter is populated, the system uses the MEL DB PER/ value in the Item 18 PER/ output instead of the PER/ value in the CADB. See the CADB Help topic on JetPlan.com for information about the PER/ parameter. Input values: One (1) alphanumeric character only. NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in any Item18 text. Doing so might result in rejected flight plan filings. NOTE Entering an asterisk (*) triggers the exclusion of the PER/ indicator from Item 18.

Miscellaneous Parameters Dispatch UI DUI


The Dispatch UI option allows you to indicate whether the MEL is displayed to dispatchers on the front-end flight-planning user interface. This option has no effect on flight plan computation. Input value: Yes/No Flight Plan Output FPI


The Flight Plan Output option indicates whether the MEL is listed on the flight plan output. Input value: Yes/No

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Table 35-1


Parameter

Description

Phase of Flight

The Phase of Flight option allows you to limit the flight phase or phases to which the MEL applies. The Phase of Flight indicator applies only to the Fuel Flow bias. You can select more than one option.

(CFS Indicator) CFS (ETOPS Critical Fuel Scenario)

Input values: • ETOPS Critical Fuel (CFS) – The MEL degradation is considered for the critical fuel scenario calculations (ETOPS flight plans).

CLB CRZ

• Climb – The MEL degradation is considered when calculating the climb phase of the flight plan.

DES TXI

• Cruise – The MEL degradation is considered when calculating the cruise phase of the flight plan. • Descent – The MEL degradation is considered when calculating the descent phase of the flight plan. • Taxi Out – The MEL degradation is considered when calculating the taxi-out phase of the flight plan. • Hold – The MEL degradation is considered when calculating the hold phase of the flight plan.

Documentation Reference URL RL

The Documentation Reference URL option allows storage of a URL reference to a file location. The front-end system uses this value to provide a link to the file, allowing the dispatcher to view the related Master MEL data directly from the flight-planning application. Input value: URL address or text up to 100 characters

MEL Display Name

Allows you to specify a unique and meaningful name for the MEL type. Input value: 16 alphanumeric characters

Multiplier Penalties Multiplier Description

This is a text field for adding notes about the multiplier.

DDSC

Input value: Up to 100 characters

Fuel Flow Bias

The Fuel Flow Bias option allows you to set a fuel burn degradation factor. The value you enter is a percentage increase based on a factor of 1 (100%). For example, a 4.5% increase in fuel flow is expressed by the input value, 1.045. Values are applied in the measure of pounds (or kilos) per hour per engine (lbs/hr/engine or kgs/hr/engine).

FF

Alternatively, you can enter the bias value as an integer, expressing a mass/time bias. MEL fuel biases apply in addition to any fuel biases already stored in the CADB record. For example, using an aircraft from the CADB that has a 3% bias stored and invoking an MEL file that has a 2.5% bias results in a cumulative fuel flow bias of 5.5%. Fuel Flow Bias is subject to a multiplier and/or a Phase of Flight degradation if you select that option when you create the MEL record. Penalty Subject to Multiplier MFF

When selected, this option indicates that the Fuel Flow Bias (FF) is subject to a multiplier and/or a Phase of Flight degradation.


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Table 35-1


Parameter

Description

Enroute Weight Factor

The Enroute Weight Factor option allows you to set a penalty to be applied to the aircraft gross weight at the decision point for Mountain Driftdown computations and over the entire route for Terrain Clearance. The value is a percentage by which the gross weight is increased.

EF

Input value range: 0.00000–1.00000. The default is 0. This penalty is subject to a multiplier degradation if you select that option when you create the MEL record. Penalty Subject to Multiplier MEF Enroute Weight Penalty (LBS) EP

When selected, this option indicates that the Enroute Weight Factor is subject to a multiplier. The Enroute Weight Penalty (LBS) option allows you to set a penalty in pounds to be added to the aircraft gross weight for Terrain Analysis (Mountain Driftdown and Terrain Clearance). Input value: 0–999,999 pounds. Default is 0. This penalty is subject to a multiplier degradation if you select that option when you create the MEL record.

Penalty Subject to Multiplier MEP Add Biases AMB

When selected, this option indicates that the Enroute Weight Penalty (LBS) is subject to a multiplier. When a parent MEL record is applied to an aircraft, the biases in parent and child records are applied cumulatively when Add Biases is selected. NOTE Add Biases is selected by default. To turn off the automatic cumulative application of biases in parent and child MELs, clear the Add Biases checkbox.

For more information about parent-child records and how Add Biases is applied, see “Child MEL Parameters” on page 937. Description

This is a text field for adding notes about the MEL.

DSC

Input value: Up to 200 characters

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MEL Database Parameters (continued) Description

Child MEL Parameters NOTE Parent-child MELs only apply to Fuel Flow Bias, Enroute Weight Factor, and Enroute Weight Penalty values.

You can associate one or more MEL records with one “parent” MEL record. The child records are applied to an aircraft when the parent record is applied. When the Add Biases parameter is selected in the parent record or any of the associated child records, JetPlan applies any indicated multipliers to the value of Fuel Flow Bias, Enroute Weight Factor, and Enroute Weight Penalty parameters in each MEL record and then sums up all of the degradation values for application to the aircraft. The sum total is output on the flight plan. NOTE Only a parent and its second-generation child records are applied to the aircraft. If a parent record has a child record which in turn has a child record, that third-generation record is not counted in the cumulative application of MELs to the aircraft. NOTE When the parent MEL record is applied to an aircraft in a flight plan, the biases in parent and child records are applied cumulatively when Add Biases is selected. Add Biases is selected by default. To turn off the automatic cumulative application of biases in parent and child MELs, clear the Add Biases checkbox.

Name

Enter the name of the child MEL record. You can click See Candidates to select the child record from a list of MEL records that apply to the given fleet type. Input value: The child MEL record name must already exist in the MEL database and must apply to the same fleet type as the parent MEL.

Type

Select the Degradation Type for the child MEL record. The Degradation Type setting for the child MEL must be the same as the Degradation Type setting for the parent MEL record.


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Minimum Equipment List Database Database Management


Using JetPlan to Manage the Database To apply MEL data in your flight plan requests, you must first create and manage records of information in the database. To do this, you need to access the database. The MEL Database is accessed by the command MEL on the Options command line. Any attempt to affect or reference the information in the database must begin with the MEL command. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the MELDB. These functional categories are listed below with the specific commands.

File Maintenance • SAV – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record or records

File Display • SUM – Displays a record or records • PRI – Displays a record or records The fleet type, MEL type, and MEL name are the key elements that define the MEL record. They follow function commands, such as SAV, and precede any optional parameters in the command-line input. MEL Database functions use the following syntax: MEL,function command,fleet type,MEL type,MEL name,parameter 1,parameter 2,and so on.

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MEL Database Commands The MEL Database command functions are divided into two categories: file maintenance and file display. This section describes each command function.


MEL Database File Maintenance Commands

Command

Description

MEL,SAV

The SAV command allows you to create a new record of information for a particular fleet type in the MEL Database. Specify the fleet type and the MEL type and provide a file MEL name before entering the parameters you wish to set. You can include any other parameters when saving records in the database. You can even omit all optional parameter inputs if you just want to set up a record in the database for future refining. The point is that a record is created or affected by the input of the access command (MEL), the function command (SAV), the fleet type, the MEL type, and the MEL name. NOTE To assign an MEL to an aircraft, you must specify both the MEL name and the MEL Type. Otherwise, no degradations are applied.

Example: 01 OPTIONS MEL,SAV,747M,D,FILEABC,FF=1.02

MEL,CHG

The CHG function allows you to modify the parameter settings of an existing record. The input is similar to the SAV input. You can add new parameter settings to the record, change previous settings to new values, or reset values to the default state. To reset a parameter value to a default state, you must provide a zero (0) value to the parameter (for example, ff=0). Example: 01 OPTIONS MEL,CHG,747M,D,FILEABC,FF=0,MAS=T300

NOTE Changing the MAS parameter to its default value requires you to include the Type prefix (T, C, or M) before the zero value (for example, MAS=T0). If you try to reset the MAS parameter without the Type prefix, no change occurs.


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Table 35-2 Command MEL,DEL

MEL Database File Maintenance Commands (continued)

Description The DEL function command allows you to delete any or all records stored in the database. To delete a specific record, enter the fleet type, the MEL type, and the file name after the DEL command. Example: 01 OPTIONS MEL,DEL,747M,D,FILEABC

To delete all records by fleet type, enter just the fleet type after the DEL command. Example: 01 OPTIONS MEL,DEL,747M

To delete all records, just specify the DEL command (without anything further). Example: 01 OPTIONS MEL,DEL

File Display Commands File display commands enable you to view stored information in the database. An explanation and example of each display command is shown in the following table. Table 35-3 Command MEL,SUM

MEL Database File Display Commands

Description The SUM command displays a summary of MEL record information. To display summary information for all records in the database, enter MEL,SUM. Example: 01 OPTIONS MEL,SUM

To display summary records by fleet type, enter the fleet type after the SUM command. Example: 01 OPTIONS MEL,SUM,747M

To display a summary for a specific record, enter the fleet type, MEL type, and MEL name after the SUM command. Example: 01 OPTIONS MEL,SUM,747M,M,SS1234

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Table 35-3

MEL Database File Display Commands (continued)

Command

Description

MEL,PRI

The PRI function allows you to display detailed information about the content of the MEL Database. To display detailed information for all records in the database, enter MEL,PRI. Example: 01 OPTIONS MEL,PRI

To display detailed records by fleet type, enter the fleet type after the PRI command. Example: 01 OPTIONS MEL,PRI,747M

To display detailed information for a specific record, enter the fleet type, MEL type, and MEL name after the PRI command. Example: 01 OPTIONS MEL,PRI,747M,M,SS1234


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Minimum Equipment List Database Flight Plan Application

Flight Plan Application The application of an MEL database record to a flight plan computation requires the inclusion of the record’s name in the flight plan request. The record name is specified on the Cruise Mode command line, after other cruise mode inputs. The input must be preceded by the option, MEL=, which identifies the input to the JetPlan system as an MEL entry. Example: 11 CRZ MODE LRC,MEL=ABCD

In addition, you can create Master Database (MDB) records that apply MEL records to particular aircraft, referencing the aircraft record names in the Customer Aircraft database (CADB). Because an MDB record includes the specific CADB record name of the aircraft being affected, there is no input that applies the MDB record to the flight plan other than the use of the aircraft record name in the flight plan request. The MDB record is effective until the record expires or until you deactivate (delete) it. For more information, see the “Master Database (MDB)” chapter in the JetPlan User Manual.

NOTE Use of the MDB is required to apply MEL multiplier penalties to aircraft. See “Applying Multipliers to Fuel Flow Bias and Weight Penalties” on page 944.

Applying True Airspeed and Fuel Flow Biases You can apply MEL biases for true airspeed and for fuel flow to flight plans. The fuel flow bias and true airspeed bias are entered as multipliers based on a factor of 1 (100%). For example, you would input 1.05 for a 5% fuel flow bias and 0.95 for a negative 5% fuel flow bias. For detailed definitions of these and other MEL DB parameters, see “Database Parameters” on page 924. Biasing a flight through the MEL database must be done with caution. The JetPlan system assumes that any MEL bias applied to a flight plan is in addition to any ad hoc bias input or Customer Aircraft database (CADB) bias.

NOTE Ad hoc biases that are cruise-mode-specific override biases stored in the CADB.

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The following examples demonstrate the application of an MEL record (ABCD) with a fuel flow bias and the interaction between this MEL bias and other biases. Assume the use of a CADB file (N1234) with a fuel flow bias set at 2% (1.02). The MEL record has a fuel flow bias set at 3% (1.03). Example: Explanation: Without an MEL record specified, the flight plan incurs a fuel flow bias of 2% (from CADB file, N1234). 10 A/C TYPE/REGN $N1234 11 CRZ MODE LRC

Example: Explanation: With the MEL record, ABCD, specified, the flight plan incurs a fuel flow bias of 5% (2% from CADB file, N1234, plus 3% from MEL record, ABCD). 10 A/C TYPE/REGN $N1234 11 CRZ MODE LRC,MEL=ABCD

Example: Explanation: Without an MEL record specified, the flight plan incurs a fuel flow bias of 4% (the ad hoc bias on the Cruise Mode command line overrides the bias set in the CADB file). 10 A/C TYPE/REGN $N1234 11 CRZ MODE LRC,FFLRC=1.04

Example: Explanation: With an MEL record specified, the flight plan incurs a fuel flow bias of 7% (the ad hoc bias overrides the CADB bias, but is added to the MEL bias). 10 A/C TYPE/REGN $N1234 11 CRZ MODE LRC,FFLRC=1.04,MEL=ABCD


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Applying Multipliers to Fuel Flow Bias and Weight Penalties The MEL Multiplier parameter in the MDB allows you to apply one or more of the following MEL items multiple times to one aircraft in a flight plan. • Fuel Flow Bias • Enroute Weight Factor • Enroute Weight Penalty The MEL item must be given a value in the MEL database and its corresponding Subject to Multiplier parameter, also in the MEL database, must be set to Yes. In addition, the MEL item’s associated MEL Multiplier parameter in the Master database (MDB) must be set to a multiplier value. The total value is included in the flight plan calculation. For example, a 777 aircraft has a normal complement of 16 feet of inboard flap center track fairing seals. Assume that an MEL item in the operator’s MEL book states a fuel flow penalty of 0.1% per foot of missing seal. The MEL record for this aircraft would be created with (1) a fuel flow penalty of 0.1%, and (2) with the Subject to Multiplier indicator set, and (3) with “Per foot” stored in the multiplier description field. If maintenance work identified 4 feet of missing seal in the aircraft, the MDB record would be created with a multiplier of 4. Flight plans including this aircraft would then be computed with a fuel flow penalty of 0.4%. MEL fuel biases apply in addition to any fuel biases already stored in the CADB record or ad hoc entries on the flight plan, as explained in “Applying True Airspeed and Fuel Flow Biases” on page 942. Similarly, all weight penalties included in an ad hoc flight plan request are summed with all Enroute Weight Penalty values and all Enroute Weight Factor values contained in each type M or C MEL currently assigned to the aircraft. For detailed definitions of the MEL parameters, see “Database Parameters” on page 924. For more information on the MDB, see the “Master Database (MDB)” chapter in the JetPlan User Manual.

Applying the Phase of Flight Parameter The Phase of Flight parameter in the MEL database applies only to Fuel Flow Bias. It allows you to limit the flight phase or phases to which the Fuel Flow Bias applies. When you create the MEL record, you can select more than one of the following phases: • CFS – The MEL degradation is considered for the critical fuel scenario calculations (ETOPS flight plans).

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• Climb – The MEL degradation is considered when calculating the climb phase of the flight plan. • Cruise – The MEL degradation is considered when calculating the cruise phase of the flight plan. • Descent – The MEL degradation is considered when calculating the descent phase of the flight plan. • Hold – The MEL degradation is considered when calculating the hold phase of the flight plan. • Taxi Out – The MEL degradation is considered when calculating the taxiout phase of the flight plan. Note that you can create an MDB record that applies a multiplier to the Fuel Flow Bias and that MEL fuel biases apply in addition to any fuel biases already stored in the CADB record or ad hoc entries on the flight plan. For more information, see “Applying True Airspeed and Fuel Flow Biases” on page 942 and “Applying Multipliers to Fuel Flow Bias and Weight Penalties” on page 944.

Applying Weight Penalties to Terrain Analysis Flight Plans The MEL database contains two weight penalty parameters that apply to Terrain Analysis (Terrain Clearance and Mountain Driftdown) flight plans. • The Enroute Weight Factor parameter allows you to set a penalty to be applied to the aircraft gross weight over the entire route for Terrain Clearance computations and at the decision point for Mountain Driftdown computations. The value of this parameter is a percentage by which the gross weight is increased. • The Enroute Weight Penalty (LBS) option allows you to set a penalty in pounds to be added to the aircraft gross weight for Terrain Clearance and Mountain Driftdown. Both of these MEL parameters can be made subject to a multiplier effect. See “Applying Multipliers to Fuel Flow Bias and Weight Penalties” on page 944. When JetPlan computes Terrain Clearance flight profiles, the total enroute weight penalty is applied as follows: • Any ad hoc enroute weight penalty contained in the flight plan request, plus


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• Any enroute weight penalty contained in each type M or C MEL currently assigned to the aircraft, plus • Any enroute weight factor contained in each type M or C MEL currently assigned to the aircraft, converted to a weight penalty as follows: enroute weight factor (%) * aircraft gross weight. NOTE Because aircraft gross weight changes due to fuel burn off, the enroute weight factor penalty is computed using a gross weight at each mileage marker.

When JetPlan computes the Mountain Driftdown gradient, the total enroute weight penalty is applied as follows: • Any ad hoc enroute weight penalty contained in the flight plan request, plus • Any enroute weight penalty contained in each type M or C MEL currently assigned to the aircraft, plus • Any enroute weight factor contained in each type M or C MEL currently assigned to the aircraft, converted to a weight penalty as follows: enroute weight factor (%) * aircraft gross weight at the decision point. The correct gradient penalty percentage must be determined for each MEL. The following is a sample formula for deriving an enroute weight penalty factor from the enroute gradient penalty in the published MEL: EWF = 1 + (GP / (1 / LDR + NG)), where: • EWF is the Enroute Weight Factor percentage that is to be stored in the MEL record. • GP is the Gradient Penalty as defined in the manufacturer’s MEL. • LDR is the Lift to Drag Ratio. • NG is the Net/Gross Performance Factor. A standard value for NG is 0.011 (or 1.1%) for two-engine aircraft. For example, using the formula above, for an MEL that specifies a 0.032% gradient penalty for a 737-800 at 160,000 pounds at the decision point, the weight penalty derived would be 751 pounds, assuming that LDR is 17.5 and NG is 0.011. (This equates to a 0.469% Enroute Weight Factor if the gradient penalty were instead calculated against the aircraft weight without the L/D formula.)

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Applying Equipment and Certification Degradations The MEL Database contains several parameters which, when applied to a flight plan, override the aircraft’s corresponding equipment and certification settings in the CADB. See full descriptions in Table 35-1, “MEL Database Parameters,” on page 924.


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C HAPTER 36

Master Database (MDB)

Master Database (MDB) About the Master Database

About the Master Database The following sections cover creation and maintenance of the customer Master Database (MDB) and its application to flight plan computations. The MDB might be thought of as the “MEL Assignment” database because it allows you to assign performance degradations and equipment limitations to individual aircraft. These degradations and limitations are generically referred to as MELs and include such factors as increased fuel flow, decreased airspeed, takeoff weight limitations, and so on. When you add a record to the MDB, you cite a specific aircraft record name (the Customer Aircraft Database [CADB] record name), the appropriate filename from the MEL database, and the MEL type. This information identifies the individual aircraft and its problem. The following is a list of available MEL types: • Minimum Equipment List (MEL) • Configuration Deviation List (CDL) • Deferred Maintenance Item (DMI) • Non-Essential Furnishings (NEF) • Special Equipment List (SEL) In addition, the MDB allows you to specify a time frame for the resolution of the problem and to add notes related to the issue and its resolution. For example, assume that you have several B757 aircraft in your fleet and that one of the aircraft has a minor fuel flow problem due to a sticky valve. Assume also that your MEL database contains a fuel flow degradation MEL record that applies to the B757 fleet type. Using the MDB, you can create a record that references the individual B757 CADB record name, the name of the MEL record that contains a fuel flow bias appropriate for the situation, and the MEL Type (see list above). You can also define the expected suspense time until the problem is resolved and note any other information necessary. Because the MDB record you created is tied to a specific CADB record name, every time that aircraft is used in a JetPlan flight plan computation, the fuel flow bias is included in the plan computation until the suspense period ends or until you delete the MDB record from the MDB.


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Master Database (MDB) Database Parameters

Database Parameters The following table defines the parameters that can be set in the MDB. These parameters appear as options on the MDB pages in JetPlan.com. As you perform MDB tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. For the convenience of JetPlan users, the table below lists JetPlan database codes under the parameter name.

NOTE Depending on your customer preference settings, some options in the following list might not be available. For more information, contact your Jeppesen account manager.

Table 36-1

Master Database (MDB) Parameters

Parameter

Description

Effective Date/Time

The Effective Date and Time parameter allows you to set the chronological start point of the aircraft’s problem. The value must be entered in the following format: DDMMYYYY@HHMM. The time input (HHMM) is UTC. JetPlan disregards an MDB record that is not yet effective when you run the flight plan.

EFF ex. EFF=23082002@0100

Expiration Date/Time EXP ex. EXP=31122002@2359 Duration Type DURTYPE ex. DURTYPE=text Duration Time DURTIME ex. DURTIME=text Airplane Grounded GRND ex. GRND=Y

The Expiration Date and Time parameter allows you to set the chronological end point of the aircraft’s problem. The value input is the same format as described above. JetPlan disregards an MDB record that is no longer in effect when you run the flight plan. This option allows you to enter 8 characters of text information. The application of this option is at your discretion and has no effect on the flight plan computation.

This option allows you to enter 8 characters of text information. The application of this option is at your discretion and has no effect on the flight plan computation.

(Required) This option allows you to specify the status of the aircraft. Choices are “Yes” and “No.” This option has no effect on the flight plan computation. NOTE This parameter is for informational purposes only. No warning or alert is provided if a flight plan is generated using a grounded aircraft.

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Master Database (MDB) Database Parameters

Table 36-1

Master Database (MDB) Parameters (continued)

Parameter

Description

Location Code

The Location Code option allows you to enter text identifying the location on the aircraft to which the MEL item applies; for example: “Left,” Right,” Fore,” Aft,” and so on. This option has no effect on the flight plan computation.

LC Ex. LC=text

Value: A maximum of 10 characters is allowed. MEL Multiplier MX Ex. MX=02

The MEL Multiplier option allows you to apply the MEL degradation specified in the MEL record multiple times to one aircraft. The total is included in the flight plan calculation. You can apply the multiplier value against one or more of the following options by selecting the associated Subject to Multiplier checkbox on the Add a Minimum Equipment List Code page in JetPlan.com: • Fuel Flow Bias • Enroute Weight Factor • Enroute Weight Penalty Example: In the MEL database record, the Enroute Weight Factor penalty is set to 0.9, and the Subject to Multiplier checkbox for Enroute Weight Factor is selected. The MEL Multiplier option in the associated MDB record is set to 02, so the Enroute Weight Factor penalty value is applied twice in the flight plan calculation. For more information on the Subject to Multiplier option, see the Minimum Equipment List Database” chapter in the JetPlan User Manual. Value for the MEL Multiplier option: A two-digit number between 01 and 99. The default value is 01.

Tracking Number TN Ex. TN=text

The Tracking Number option allows you to enter a free-form code that combines with the A/C name to identify a unique MEL Assignment record in the system. This information has no effect on flight plan computations, but is displayed in the flight planning system and might appear on the flight plan output, depending on format. Value: A maximum of 14 characters is allowed.

Department/Personnel

Allows you to enter 24 characters of text information at your discretion.

DEPT ex. DEPT=text Comments

Allows you to enter 50 characters of text at your discretion.

CMNT ex. CMNT=text


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Master Database (MDB) Database Management


Using JetPlan to Manage the Database To make the MDB a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. In the JetPlan command-line interface, the MDB access command is MDB, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the CAPDB. These functional categories are listed below with the specific commands.

File Maintenance • SAV – Creates a new record • CHG – Modifies an existing record • DEL – Deletes an existing record or records

File Display • SUM – Displays a summary record or records • PRI – Displays a detailed record or records The record you affect in the database is referenced by its name. The record name, referred to in the MDB as the A/C tail number, must be the aircraft’s Customer Aircraft database (CADB) record name. Using the aircraft’s CADB record name ties the MDB record to the specific

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aircraft with a problem. This forces the application of the MDB record and the MEL within it every time the aircraft is used in a flight plan. The CADB record name input immediately follows the function command input. Since the purpose of the MDB is to apply MELs, an existing MEL type and MEL Database record name must be referenced to properly save or change an MDB record. This input immediately follows the CADB record name, so that the input structure has the following syntax: MDB,function command,CADB record name,MEL type,MEL name,parameter 1,parameter 2,and so on. NOTE The MEL name must reference an existing MEL record or an error occurs. If you are unsure of the file name (or its existence), perform the command MEL,PRI on the Options command line to see what is available in the MEL Database.

The MDB record key elements are described in the following table. Table 36-2

MDB Record Key Elements

Parameter

Description

A/C tail number (CADB Record Name)

(Required) The CADB record name identifies the aircraft.

NOTE The CADB record name is created by the user and may or may not be the same as the A/C Tail Number.

MEL Type

(Required) This element identifies the type of MEL item. To assign an MEL to an aircraft, you must specify both the MEL name and the MEL Type. Otherwise, no degradations are applied. For each record, you can input one of the following values: Possible values: • M – MEL (the default) • C – Configuration Deviation List (CDL) • D – Deferred Maintenance Item (DMI) • N – Non-Essential Furnishings (NEF) – JetPlan does not accept performance degradations if the MEL record is designated as type N. • S – Special Equipment List (SEL) – JetPlan does not accept performance degradations if the MEL record is designated as type S.

MEL Name

(Required) This is the name of the MEL record you are referencing. This is typically the ATA code. Value: 1-16 characters. If the MDB references an MEL that does not exist in the MEL database, JetPlan generates an alert when you run the flight plan.


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MDB Commands The MDB command functions are divided into two categories: file maintenance and file display. This section describes each command function.


MDB File Maintenance Commands

Command

Description

MDB,SAV

The SAV function command allows you to create a new record of information for a particular aircraft in the MDB Database. Specify the CADB record name and the MEL type and MEL name you want to apply before entering any parameters. EXAMPLE: Explanation: Save record, N1234, with the degradations assigned in MEL record, SS1234, MEL type M, to the MDB Database. Apply the MEL for a period of 27 days (beginning 4 September 2009 and ending 30 September 2009). 01 OPTIONS MDB,SAV,N1234,M,SS1234,EFF=04092009@0000,EXP=30092009 @2359

JetPlan displays the new record upon completion of the input. NOTE “Tail Number” in the output corresponds (in this case) to the CADB record name for the aircraft. Although the CADB record name can be the same as the tail number, it does not need to be.

To include more details, enter other parameter options as needed (see“Database Parameters” on page 952). EXAMPLE: 01 OPTIONS MDB,SAV,CADB RECORD NAME,TYPE,MELNAME,DEPT=,CMNT=,GRND=,DURTIME=,DURTYPE=

MDB,CHG

The CHG command allows you to modify the parameter settings of an existing record. The input is similar to the SAV input. You can add new parameter settings to the record or change previous settings to new values. EXAMPLE: 01 OPTIONS MDB,CHG, N1234, D,SS1234,EXP=01102002@2359,GRND=Y

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Table 36-3

MDB File Maintenance Commands (continued)

Command

Description

MDB,DEL

The DEL command allows you to delete individual records from the database. To delete a record, enter the CADB record name, MEL type, and the MEL name after the function command. EXAMPLE: 01 OPTIONS MDB,DEL,N1234,D,SS1234


MDB File Display Commands

Command

Description

MDB,SUM

The SUM function allows you to display records in a list format. File information is abbreviated with this command, showing only the CADB record name (tail number), MEL type, MEL name, effective date, and expiration date. To display all records in the database, enter the command, SUM. EXAMPLE: 01 OPTIONS MDB,SUM

To display records with the same CADB record name, enter the CADB record name after the SUM command. EXAMPLE: 01 OPTIONS MDB,SUM,N1234

To display an individual record, enter the CADB record name, MEL type, and MEL name after the SUM command. EXAMPLE: 01 OPTIONS MDB,SUM,N5678,M,SS1234


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Table 36-4 MDB File Display Commands (continued) Command

Description

MDB,PRI

The PRI function allows you to display the entire contents of one or more records. To display the contents of all records, enter the PRI command only. EXAMPLE: 01 OPTIONS MDB,PRI

To display the contents of records with the same CADB record name, enter the CADB record name after the PRI command. EXAMPLE: 01 OPTIONS MDB,PRI,N1234

To display the contents of a single record, enter the CADB record name and the MEL type and name after the PRI command. EXAMPLE: 01 OPTIONS MDB,PRI,N5678,M,SS1234

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Master Database (MDB) Flight Plan Application

Flight Plan Application Because an MDB record includes the specific CADB record name of the aircraft being affected, there is no input that applies the MDB record to the flight plan other than the use of the aircraft record name in the flight plan request. The MDB record is effective until the record expires or until you deactivate (delete) it.


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C HAPTER 37

Restricted Area Database

Restricted Area Database About the Restricted Area Database

About the Restricted Area Database NOTE The Restricted Area Database is used with the RST option command and inputs on the 05 Restricted Area command line This functionality is separate from the 4D Avoid and Alert feature and the Customer Controlled Avoid and Alert Database.

The Restricted Area Database is a feature created and maintained by the user and provides storage and access to “avoid region” files. JetPlan recognizes a request using a stored Restricted Area Database record during both dynamic and canned route selection. The following considerations apply to the use of the Restricted Area Database: • The Restricted Area Database works with the dynamically created routes of JetPlan’s Route Optimizer and the canned routes found in the Customer Route Database. • The Restricted Area Database does not work with JetPlan’s SRS route development tool. • The Restricted Area Database cannot be used with the Customer Route Database command “RT,GEN.”


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Restricted Area Database Flight Plan Application

Flight Plan Application The following sections describe how to apply the RST command in flight plans.

Flight Plan Request After FP and any other command inputs, continue the Options command line with the following command: RST, slash (/), Restricted Area Database record name. For example, to invoke the restricted area record name “XNAT1,” make the following input: Example: 01 OPTIONS FP,RCC,CS/JD1,CPT/S SMITH,DSP/R JONES,RST/XNAT1

You can also enter the RST command on the Options command line without specifying a Restricted Area record name. Enter the record name in the appropriate position later in the request. Example: 01 OPTIONS FP,RCC,CS/JD1,PCT/S SMITH,DSP/R JONES,RST 05 RESTRICTED AREA XNAT1

Schedule Database Request At the Options command line, input SC,FLT,(FILE NAME), and RST. Specify the Restricted Area file name in the appropriate position later in the request. You can also specify the record name after RST/ on the Options command line if preferred. Example: 01 OPTIONS SC,FLT,CUN-MAD,RST 05 RESTRICTED AREA XNAT1

Overriding a Restricted Area Database record Built Into a Schedule Specify RST as the final input on the Options command line. When JetPlan prompts with the 05 RESTRICTED AREA, hit and then continue answering the rest of the questions.

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Restricted Area Database Flight Plan Application

Example: 01 OPTIONS SC,FLT,NRT-LAX-R001,RST 05 RESTRICTED AREA (hit and continue on)


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Restricted Area Database Database Management


Using JetPlan to Manage the Database To make the Restricted Area Database a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. The Restricted Area Database access command is RST, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command.

NOTE Help instructions on how to build or maintain the Restricted Area Database are available by entering RST,HELP on the Options command line.

The RST access command followed by a slash (/) is used to create a new Restricted Area record. The RST access command precedes a command function to delete or display information in the database. Two categories of command functions are available when accessing the Restricted Area Database. These functional categories are listed below with the specific commands.

File Maintenance • RST/X – Creates a new record • DEL – Deletes an existing record

File Display • SUM – Displays a list of all records • PRI – Displays the contents of the record or records specified

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Restricted Area Database Commands The Restricted Area Database command functions are divided into two categories: file maintenance and file display. This section describes each command function.

File Maintenance Commands File maintenance commands create and delete records in the database. An explanation and example of each maintenance command is shown in the following table. Table 37-1

Restricted Area Database File Maintenance Commands

Command

Description

RST/X

To create a Restricted Area Database record, enter the following on the Options command line: RST, a slash (/), a three to eight character record name starting with X, another slash, and the avoid region boundaries. The following rules apply: • A slash separates each input item. • The file name must begin with the letter X, followed by two to seven characters (three to eight characters total). • The restricted area boundaries can be defined as a three- to five-sided enclosed area or a radius distance about a coordinate. • A minimum of three coordinates and a maximum of five coordinates can be specified to define an enclosed restricted area. • The coordinates must be specified as they would be drawn on a chart. The segments must define an enclosed area with no line crossing another line. • You must indicate south latitude and east longitude by using either a hyphen (-) or the letters “S” and “E.” North latitude and west longitude are default entries, meaning no designation is necessary. However, a plus sign (+) or the letters “N” and “W” can be used. Example: Explanation: Create a Restricted Area Database record 01 OPTIONS RST/XNAT1/5700,05000,5700,01000,4800,02000,4800,05000

Example: Explanation: A radius about a coordinate is specified by stating a single latitude/longitude coordinate followed by the distance of the radius (in miles or kilometers) and the letter R. 01 OPTIONS RST/XAVOID2/N3640,E12136,100R


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Table 37-1

Restricted Area Database File Maintenance Commands (continued)

Command

Description

RST/X

Example:

(continued)

Explanation: You can specify more than one restricted area in one Restricted Area record. However, each area entry must be separated by a slash (/), and cannot use more than 200 characters to define the region. Control the line break by ending the line with a comma. Do not end the last line with a comma. The first example below creates one restricted area. The second creates two restricted areas. Example: 01 OPTIONS RST/XNAT1/5700,05000,5700,01000,4800,02000,4800,05000

- or 01 OPTIONS RST/XAVOID1/N6000,E16000,N6500,W16500,N4000,W16000, N4300,E16500/N4200,E17500,300R

RST/DEL

The DEL function allows you to delete a Restricted Area Database record by name or serial number. Example: Explanation: To delete a Restricted Area Database record by name, enter the following on the Options command line: RST, DEL, slash, and the record name. (A comma or slash can be used to separate the RST command from the DEL option.) 01 OPTIONS RST/DEL/XAVOID3

Example: Explanation: To delete a Restricted Area Database record by serial number, enter the following on the Options command line: RST/DEL/SN=, followed by the serial number of the restricted area. 01 OPTIONS RST/DEL/SN=12345

NOTE A record’s serial number can be found by requesting a summary output (RST,SUM) of all records.


Restricted Area Database File Display Commands

Command

Description

RST/SUM

To display a list of all Restricted Area Database records, enter the following on the Options command line: RST, slash(/), and SUM. Example: Explanation: Display a list of all records. 01 OPTIONS RST/SUM

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Table 37-2

Restricted Area Database File Display Commands (continued)

Command

Description

RST/PRI

To display the contents of a particular Restricted Area Database record, enter the following on the Options command line: RST, slash, PRI, slash, and the record name. Example: Explanation: Display the contents of the XAVOID3 record. 01 OPTIONS RST/PRI/XAVOID3

To display the contents of a particular Restricted Area Database record in complete detail, add the /FULL parameter. This parameter applies more readily to restricted areas created for JetPlan’s 3D Avoid option. Example: Explanation: Display the XAVOID3 record in full. 01 OPTIONS RST/PRI/XAVOID3/FULL


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C HAPTER 38

Customer Route Database

Customer Route Database About the Customer Route Database

About the Customer Route Database The Customer Route Database provides a way to create and manage route information that is used regularly in your flight plan requests. This database enables you to create and manage two types of records: “route” records and “route segment” records.

NOTE The Customer Route Database is intended to be controlled and managed by the customer. The customer can apply as much control as necessary over who, within their organization, manages the information stored in the Customer Route Database. Upon request, Jeppesen can assign extra passwords specifically intended for database management. Contact your Jeppesen account manager for more information.

Route Records You can create route records in the Customer Route Database by providing standard JetPlan route inputs, which in turn are used to generate stored routes. Standard inputs refer to entries that properly define, access, and select the route structure you want through the Route Optimizer (RO), the Specific Route Selector (SRS), or the combination of these two methods of route input. (For more information on route inputs, see the “Route Commands” chapter in the JetPlan User Manual). Once a route record is created, you can enter the name of the record on the Route line of a flight plan request. This type of input, which is generally much shorter than the typical string of elements needed to generate a specific route, provides a “canned” track between two airports. When you store multiple route records in the Customer Route Database between the same POD and POA combination, you can direct JetPlan to utilize (1) a specific record, (2) the best record from a selected few, or (3) the best one from all available for that airport pair. A route record can be copied to your Customer Alternate database and invoked in the flight plan computation as a divert route. This occurs automatically when the arrival and alternate airports from the flight plan request match the airport pair of a record stored in the Alternate Database.

NOTE To use a Customer Route Database record as a route input to an alternate airport, you must copy the record into your Customer Alternate Database. See the “Customer Alternate Database” chapter in the JetPlan User Manual or the Help topic on JetPlan.com for more information.


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Route Segment Records NOTE JetPlan.com is the recommended interface for creating and maintaining route segment records.

In addition to route records, you can also create and manage escape route and reclear route segment records. In JetPlan.com, these records are accessed on the Customer Route Database page, using the ROUTE SEGMENTS menu commands. Escape routes are used with Jeppesen’s Terrain Analysis feature. An escape route is a userdefined approach route to a mountain driftdown alternate designed to route the aircraft safely through high terrain. For a discussion of the use of escape routes with Terrain Analysis flight planning, see the “Overwater Driftdown and Terrain Analysis” chapter in the JetPlan User Manual.

NOTE The Driftdown Escape Routes customer preference controls use of escape routes. For information, contact your Jeppesen account manager.

A reclear flight plan enables you to legally reduce the reserve fuel required on an international flight. This affords a corresponding increase in the amount of payload a flight can carry or the distance it can cover. For more information on reclear flight plans, see the “Reclear Commands” chapter in the JetPlan User Manual.

NOTE Reclear route records in the Route Segment Database are not yet available for use in all Jeppesen “front-end” flight planning applications, such as JetPlanner and the New Flight Planner in JetPlan.com. Contact your Jeppesen account manager for information.

When creating and maintaining route segment records, you define the begin and end points (waypoints or airports or latitude/longitude coordinates), provide a route string input, select the route segment group (escape route or reclear route), and then submit the information to create the record. For example, you could create an escape route segment record using airports as the begin and end points with the following input: • Route segment record name: RT1 • Begin point airport: KCOS

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• End point airport: KABQ • Route segment group: Escape Route (ES) • Route string: -ALS ESPAN FLYBY FRIHO ABQ The following image shows the Create a New Route Segment dialog box in JetPlan.com with the sample inputs listed above.

Figure 38.1. Create a New Route Segment Dialog Box in JetPlan.com

The equivalent inputs in line mode for this sample escape route record are: 01 OPTIONS CS,GEN,KCOS,KABQ/RT1,ES 06 ROUTE -ALS ESPAN FLYBY FRIHO ABQ

If you want the route to start and/or end at a waypoint (rather than an airport), you must provide the waypoint name, area, and type. This information can be looked up on JetPlan.com, using the Airport & Navigation Info menu command on the Customer Route Database page. For detailed instructions on route segment records using JetPlan.com, see the Help file for the Customer Route Database on JetPlan.com.


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The Pre-Effective Database Feature NOTE When the Pre-effective Database is available, authorized users can access it on the Customer Route Database page in JetPlan.com.

Your account must be configured to allow you to access the Pre-Effective Database, which is a non-production route database that authorized customers can use to maintain company route records prior to the effective date of the next AIRAC cycle update. The data in the PreEffective Database is readied for eventual release but is made available before implementation to those customers who request it. Any changes made to routes in the Pre-Effective Database will become effective with the next AIRAC cycle update (and not before then). If your user privileges give you access to the Pre-Effective Database and if there is a PreEffective Database available for use, you will see a Route Database dialog box above the menu on the Customer Route Database page in JetPlan.com. Typically, when you first open the database page, the Route Database dialog box is green and contains a LIVE button, indicating that the currently effective “Live” Database is in use.

Figure 38.2. Route Database Dialog Box in JetPlan.com

Clicking the LIVE button opens the AIRAC Database Options page, which enables you to switch between the Live Database and the Pre-Effective Database in JetPlan.com. When you are using the Pre-Effective Database, the Route Database dialog box is red (not green) and contains a button you can use to return to the AIRAC Database Options page, where you can switch back to the Live Database.

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Getting Help on Using the Pre-Effective Database When the Pre-Effective Database is available, the Customer Route Database page in JetPlan.com contains the Route Database dialog box. Clicking the button in the Route Database dialog box opens the AIRAC Database Options page. Click the Help icon on the AIRAC Database Options page to open a document that explains how to use the PreEffective Database.

NOTE The Pre-effective Database feature is available upon request. Contact your Jeppesen account manager for more information.

Sending FMS Route Output to Jeppesen NavData IMPORTANT The Send to FMS option is visible on the Route Database menu in JetPlan.com only if your account has been configured to enable this option.

If the Send to FMS option is visible on the Route Database menu in JetPlan.com, you have arranged with your Jeppesen NavData representative to enable automatic forwarding of your FMS routes from your Customer Route Database to Jeppesen’s FMS data team. In that case, when you click Send to FMS, all routes that have been added to groups FMS1 through FMS9 are sent to Jeppesen, so they can be added to your custom NavData for the next cycle update.

NOTE For more information on the Send to FMS feature, contact your NavData representative.


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Customer Route Database Database Parameters

Database Parameters This section contains the following topics: • “Route Parameters” on page 978 lists the parameters used to create customer route records. • “Route Segment Database Parameters” on page 984 lists the parameters used to create route segment records (for escape routes and reclear routes).

Route Parameters NOTE The following table describes the parameters used to create routes in the Customer Route Database. For information on the route segment parameters, see “Route Segment Database Parameters” on page 984.

Required parameters must be included in a command input to reference a file specifically. Other parameters are “optional,” depending on the situation and the command function. Some of the parameters are simply input fields for information. They have no identifying prefix or parameter code.

NOTE JetPlan.com is the recommended interface for customer database maintenance. See the Help file for the Customer Route Database on the Customer Route tab in JetPlan.com. The table below provides information specific to the JetPlan command-line interface. JetPlan database codes are listed under the parameter names.

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Table 38-1

Route Parameters

Parameter

Description

RT Name

(Required) Use the RT Name parameter to create a record name for the stored route.

/ ex. /R1 ex. /RT01 ex. /JFKGLL ex. /A1234567890 Group GP ex. GP=BLUERTES ex. GP=.RED RTES.

Input value: The RT Name can be 2–11 characters in length and must contain at least one letter. NOTE In the JetPlan command-line interface, the file name input typically follows the POD and POA inputs. It must begin with a slash (for example, /RT66).

(Optional). Use the Group parameter to identify a group or category to which you want to assign the route record. When adding a new group name to a route record, the criteria you use to categorize the record is left to your discretion. Input value: Up to 20 characters. Names can include spaces between characters—like a phrase or sentence—if enclosed with periods. NOTE In the JetPlan command-line interface, this input (if used) is always the final entry.The Group parameter is only applied when creating a new route record (when using the RT,GEN command). Otherwise, this parameter is unavailable. Use the Group Database access command, RG, to affect preexisting route records.

Expiration Date ddmmyy ex. 311205

(Optional) Use the Expiration Date parameter to set the date that the route record is no longer valid for use. If no expiration date is specified, the route remains available indefinitely. Input value: A date in the following format: ddmmyy NOTE In the JetPlan command-line interface, this parameter is the final entry if the FL and GP parameters are omitted.

POD or ex. KJFK or JFK

(Required) Use the POD parameter to specify the departure airport identifier. Input value: The valid ICAO or IATA identifier for the POD station you are defining as the route’s start point. NOTE In the JetPlan command-line interface, you can omit the POD parameter input if you want to use a user-defined airport. If the POD is omitted, the system prompts you to enter your airport on the POD command line. Enter the airport input using the guidelines stipulated in the “Point of Arrival/Departure Commands” chapter in the JetPlan User Manual.


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Table 38-1

Route Parameters (continued)

Parameter

Description

POD Bias

(Optional). Use the Departure Distance parameter to apply a distance bias (pad) to the route.

DD=#(##) ex. DD=20

Input value: One to 3 digits (1 to 999), entered in nautical miles or kilometers, depending on your preferred unit of measure when flight planning.This bias is included in the flight plan before Top of Climb (TOC) is reached.

POA

(Required) Use the POA parameter to specify the arrival airport identifier.

or ex. EGLL or LHR

Input value: The valid ICAO or IATA identifier for the POA station you are defining as the route’s end point NOTE In the JetPlan command-line interface, you can omit the POA parameter input if you want to use a user-defined airport. If the POA is omitted, the system prompts you to enter your airport on the POA command line. Enter the airport input using the guidelines stipulated in the “Point of Arrival/Departure Commands” chapter in the JetPlan User Manual.

POA Bias AD=#(##) ex. AD=35

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(Optional). Use the Arrival Distance parameter to apply a distance bias (pad) to the route. Input value: One to 3 digits (1 to 999), entered in nautical miles or kilometers, depending on your preferred unit of measure when flight planning. This bias is included in the flight plan after Top of Descent (TOD) is reached.



Table 38-1


Parameter

Description

Navigation Data Source

ex. RN

Use the Navigation Database codes to identify a requested change in the source data for navigational information. The code can request the elimination of certain types of airways or a complete switch to another navigation data source.

ex. AX

Code choices include:

ex. MA

NOTE The default navigation information source is the High Altitude Database. NOTE In the JetPlan command-line interface, the Navigation Data Source parameter code is entered between the function command and the POD input only.

• LA – Use the low-altitude navigation data source. Lower airspace applies worldwide. This option is not relevant when creating a route record with SRS inputs. • MA – Use the mid-altitude navigation data source. Middle airspace applies to portions of airspace in Western Europe. This option is not relevant when creating a route record with SRS inputs. • AX – Allow time-sensitive airway consideration (regardless of the time restriction). This option is not relevant when creating a route record with SRS inputs. • RN – Consider RNAV route segments. The RN parameter is required when generating routes in Europe or any RNAV segments. RNAV routes are not available with low or mid-altitude airspace. This parameter is not relevant when creating a route record with SRS inputs. • RP – Display output in Route Proof format, which provides a simple route summary of the generated route rather than a point-by-point detailed output. NOTE Follow Route Optimizer syntax when entering route inputs (no SRS inputs).


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Table 38-1


Parameter

Description

Primary Flight Levels

(Optional). Use the Primary Flight Levels parameter to apply a profile constraint on the route file. Unlike the Alternate Flight Levels parameter, this parameter applies the profile constraint to the primary flight plan (POD to POA).

FL ex. FL

Input value: In the JetPlan command-line interface, the value is simply the two letter code, FL. This parameter is generally the last entry in a route generation command input, unless the Group Name parameter is included. By entering FL in the route command, you notify JetPlan that you intend to include a profile input. The Profile command line prompts you for the actual flight-level entries. The entry must follow standard JetPlan syntax for flight level entries. You can enter a single altitude (for example, 170), or an altitude range (for example, 100,170). See the “Profile Commands” chapter in the JetPlan User Manual for more information. Alternate Flight Levels FL=###(,###) ex. FL=100,150 ex. FL=170

(Optional) Use the Alternate Flight Levels parameter to apply a profile constraint on the route file for alternate calculations. This parameter applies to route files used as diversion segments only (POA to Alternate) and only if the route is stored in the Customer Alternate Database. It does not apply to files used for primary route purposes (POD to POA). The Primary Flight Levels parameter applies to the primary route. Input value: The input value must follow standard JetPlan syntax for flight level entries. You can enter a single altitude (for example, 170), or an altitude range (for example, 100,170). NOTE Route files intended for use as divert segments must be copied to the Customer Alternate Database before they can be used in a flight plan for this purpose. JetPlan selects the optimum altitude within that range.

Remarks Section RMK NOTE In the JetPlan command-line interface, the RMK parameter is used with the RG (Rename Group) function command.

(Optional) Use the Remarks Section parameter to add remarks to the route record. This option lets you add or modify an internal remark associated with the group name. In the JetPlan command-line interface, view the remark by using one of the List Route options. Example: RMK=Rte valid from 12Z to 18Z only. Input value: Up to 52 characters

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Table 38-1


Parameter

Description

Routing

In JetPlan.com, use the Routing box to enter your route inputs, which, when submitted to JetPlan, generate the stored track. In the JetPlan command-line interface, the system prompts you to enter the route inputs on the 06 ROUTE line when you are creating or modifying the route record. Entries must be valid JetPlan input types: Route Optimizer, SRS, or Route Optimizer/SRS combination inputs. See the “Route Commands” chapter in the JetPlan User Manual for the types of route inputs that you can make in the JetPlan system.

Reclear Data

The Reclear Data parameter is not currently in use by JetPlan. NOTE For information on creating reclear route segments, see “Route Segment Records” on page 974.

Airway Search AWY=(route string) ex. AWY=UB12 ex. AWY=UB12 SIT ex. AWY=UB12 SIT UA14

(Optional). The Airway Search parameter only applies to the file display commands in the JetPlan commandline interface: LST, RP, SUM, and TOT. It enables you to define the route files you want to display by identifying certain airways or airway intersections within the stored route. The input values include an individual airway identifier, an airway and checkpoint identifier combination, an airway, checkpoint, airway combination, and so on. In all cases, it must begin with an airway identifier.

Checkpoint Search CPT=(route string) ex. CPT=TANSA ex. CPT=TANSA UB12 ex. CPT=TANSA UB12 SIT

(Optional). The Checkpoint Search parameter, like the Airway Search parameter, only applies to the file display commands in the JetPlan command-line interface: LST, RP, SUM, and TOT. It enables you to define the route files you want to display by identifying certain checkpoints or checkpoint segments within the stored route. The input values include an individual checkpoint identifier, a checkpoint and airway identifier combination, a checkpoint, airway, checkpoint combination, and so on. In all cases, it must begin with a checkpoint identifier.


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Table 38-1


Parameter

Description

Route Search SRH,POD=xxxx...

(Optional). In the JetPlan command-line interface, the Route Search parameter enables you to display the routes stored in the Customer Route Database that match the specified criteria. A wildcard search can also be performed using an asterisk (*). For example: RT,SRH,EXP=*2009 returns routes that expire anytime in 2009.

POA RTN (route name) GP (group name) CH (change date) LU (last used) EXP (expiration date) NU (number of times used) ex. SRH,POD=KLVK

Although group names (GP) can contain spaces when enclosed within periods, they cannot be searched for in that form. When searching for a group name that contains more than one word, input one or more letters of the first word. For example, if searching for the group name “FAR EAST,” any of the following inputs work: RT,SRH,GP=FRT,SRH,GP=FAR However, entering GP=.FAR EAST. returns an error.

Route Segment Database Parameters NOTE The following table describes the parameters used to create routes segments for escape routes and reclear routes. For information on route parameters, see “Route Parameters” on page 978.

NOTE JetPlan.com is the recommended interface for customer database maintenance.

Table 38-2

Route Segment Database Parameters

Parameter

Description

Route Segment Name

This is the name you give to the route segment record in the database. Input value: Up to six alphanumeric characters

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Table 38-2

Route Segment Database Parameters (continued)

Parameter

Description

Route Segment Group Name ES - Escape Route

This parameter indicates the group to which the route segment record belongs.

RC- Reclear Route

Input options: • Escape Routes – A user-defined approach route to a mountain driftdown alternate designed to route the aircraft safely through high terrain. Supports the JetPlan Terrain Analysis feature. • Reclear Routes – A user-defined route from the reclear point to the reclear airport.

Begin Point and End Point Parameters These parameters enable you to define the begin point and end point of the route segment. A begin or end point can be one of the following: • An airport - or • A waypoint - or • Latitude/Longitude coordinates Airport

The route segment can begin or end at an airport. This parameter enables you to specify the ICAO or IATA code for the airport used as the route departure (begin) or arrival (end) point. Input value: Three or four alphanumeric characters (ICAO or IATA code) NOTE When the Airport parameter is defined, do not set the Waypoint or Latitude/Longitude parameters for the same point.

Waypoint

The route segment can begin or end at a waypoint. This parameter enables you to specify the name of the waypoint used as the begin or end point of the route segment. Input value: Up to six alphanumeric characters NOTE When the Waypoint parameters are defined, do not set the Airport or Latitude/Longitude parameters for the same point.

(Waypoint) Area

This parameter enables you to specify the two-character A424 area code for the waypoint. NOTE This parameter must be set when the corresponding point is a waypoint. If the point is not a waypoint, do not set this parameter.


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Table 38-2

Route Segment Database Parameters (continued)

Parameter

Description

(Waypoint) Type

This parameter enables you to specify the waypoint type. NOTE This parameter must be set when the corresponding point is a waypoint. If the point is not a waypoint, do not set this parameter.

Input options: • VOR (D) • Enroute Waypoint (EA) • Terminal NDB (PN) • Terminal Waypoint (PC) • NDB (DB) For information on the waypoint types, see the “Route Commands” chapter in the JetPlan User Manual. Latitude

The route segment can begin or end at a point defined by latitude/longitude coordinates. This parameter enables you to set the latitude value. Input value: Full degree and minute and/or tenths of minutes. Use the same syntax as used in SRS routing. For information on syntax, see the “Route Commands” chapter in the JetPlan User Manual. Example: N3712.4

Longitude

The route segment can begin or end at a point defined by latitude/longitude coordinates. This parameter enables you to set the longitude value. Input value: Full degree and minute and/or tenths of minutes. Use the same syntax as used in SRS routing. For information on syntax, see the “Route Commands” chapter in the JetPlan User Manual. Example: W9823.6

Custom Name (Optional)

This parameter enables you to associate a name with the Latitude/Longitude point. The name appears in the route output in lieu of the Latitude/Longitude point or together with the Latitude/Longitude point. Input value: Up to six characters, including alphanumeric and special characters Example: MYPNT1

Routing

This parameter enables you to specify the SRS route string. For information on SRS syntax, see the “Route Commands” chapter in the JetPlan User Manual. Example: -ALS ESPAN FLYBY FRIHO ABQ

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Customer Route Database Database Management


Using JetPlan to Manage the Database Before you can apply Customer Route Database files to your flight plan requests, you must first create and manage records of information in the database. To do this, you need to access the database. The Customer Route Database access command is RT, and it is entered on the Options command line. Example: Explanation: Customer Route Database Access Command 01 OPTIONS RT NOTE Any attempt to affect or reference the information in the database must begin with the RT command.

The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. The Customer Route Database command functions are divided into three categories: file maintenance, file display, and file verification. These categories are listed below with the respective functions.

File Maintenance • GEN – Generates the route and creates a new record • CHG – Modifies an existing record • DEL – Deletes a record or records • RN – Renames a record • UPD – Updates route inputs on a global scale


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• RG – Adds, changes or deletes the group name of a record NOTE RG is an access command like RT. It is not a function command. It works like a separate database.

File Display • PRI – Displays the complete information of an individual route record • LST – Displays route inputs and summaries • RP – Displays route names and other information • SUM – Displays the airports and other information • TOT – Displays the number of records in the database • RID – Displays the record identifier • SRH – Searches for records

File Verification • CHK – Checks route files against recent navigation updates • OK – Marks route files as being verified and approved To affect the content of any individual record, you need to reference the record’s identifier. In this case, it is the name you give the route file (see the File Name parameter in previous table). In most cases, you must include the departure and arrival stations. These items are typically required for all maintenance functions (for example, GEN, CHG, DEL, and RN). Hence, the proper syntax of a basic Customer Route Database input is: RT,function command,POD,POA/filename

The command syntax for an input that includes all of the parameter options is: RT,function command,XX,POD,POA/filename, FL=###,###,DD=###,AD=###,DDMMYY,FL,GP=XXXXXXX

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Example: Explanation: The following Customer Route Database command input requests the generation (create and save) of a new route between the airports, KJFK and EDDF. The new route is being saved under the file name, RT01. The request includes a consideration for RNAV route segments (RN), a departure distance bias (DD=), an arrival distance bias (AD=), and an expiration date (Dec. 31, 2005). It also categorizes the route file in the group, BLUE. 01 OPTIONS RT,GEN,RN,KJFK,EDDF/RT01,DD=20,AD=5,123105,FL,GP=BLUE

Customer Route Database Commands The Customer Route Database command functions are divided into three categories: file maintenance, file display, and file verification. These commands are described below.

File Maintenance Commands File maintenance commands are those that affect the content of a file, the existence of a file, or the name of a file. This section reviews the maintenance commands, GEN, CHG, DEL, RN, and UPD. In addition, this section reviews the Route Group command, RG. The RG command is an access command like RT, but its function is similar to the other maintenance commands and is therefore included here.

Generate Command (RT,GEN) The function command, GEN, enables you to create and save new route files in the database. When this function is applied, the command must be followed by the route inputs that define the course of travel you want to store. Your route inputs must be entered on the Route command line (similar to the way route inputs are entered in a flight plan request). The following list provides some tips and rules to remember. • A slash (/) always precedes the Customer Route Database route file name. • If you want to include a Navigation Source Data parameter code, it must be entered between the function command, GEN, and the POD input. • If you want to apply a profile constraint to a file intended for use as an alternate route (between a POA and ALT), use the parameter, FL=###(,###). Enter this parameter after the File Name input.


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• If you want to apply a profile constraint to a file intended for use as a primary route (between a POD and POA), enter the code, FL, at the end of your command input (unless a Group Name input is to be included, in which case, the FL code is the second to last entry). • Customer Route Database files can be stored in special categories (of your choosing) by using the Group Name parameter in the RT,GEN command. If used, it is the final entry on the RT,GEN command. • When entering your route inputs, you can use the Route Optimizer method, the SRS method, or a combination of the two methods to create a route file in the database. • The inputs that create the route are saved for your review and reference. The following examples illustrate RT,GEN command inputs. Each example includes a Route command line input.

NOTE The inputs shown on the Route command lines of the following examples below may or may not be applicable to a real flight plan today. Jeppesen attempts to keep the route inputs valid, but navigation structure constantly changes over time. Therefore, these route inputs serve as examples only. Plan accordingly.

Example: Explanation: This RT,GEN command shows the minimum required inputs (no optional parameters are used). It creates the route file, R001, with a route from San Francisco, USA (KSFO) to Seoul, South Korea (RKSI). The Route command line inputs request jet airways to a North Pacific track (R220, via NUBDA), and jet airways the rest of the way. 01 OPTIONS RT,GEN KSFO,RKSI/R001 06 ROUTE J/P/J,NUBDA,KPO

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Example: Explanation: This RT,GEN command creates the route file, R002, between KSJC and RJAA. The Route command line inputs are made using the SRS route selection method. Optional parameter entries include the profile constraint parameter (FL) and a group name input (GP=). The input of the FL code mandates a Profile command line input, where IFR rules are applied and the profile is constrained to be between FL280 and FL390. 01 OPTIONS RT,GEN,KSJC,RJAA/R002,FL,GP=TEAM1 06 ROUTE -OSI V25 PYE V27 ENI C1486 GUTTS KLARK BEGUN CDB A342 PINSO \A590 PABBA OTR6 KETAR OTR10 CVC 09 PROFILE I,280,390

Example: Explanation: This RT,GEN command creates the route file, R003, between VTBD and RJAA. The Route command line inputs request jet airways with overflight of waypoints: IDOSI, CH, ELATO, and MAMAS. Because one of the possible airways is time restricted, the AX parameter is included in the command input to allow consideration of that airway. Other optional inputs include an expiration date and a group name. 01 OPTIONS RT,GEN,AX,VTBD,RJAA/R003,311210,GP=TEAM2 06 ROUTE J,IDOSI,CH,ELATO,MAMAS

Example: Explanation: This RT,GEN command creates the route file, A001, between LFPG and EDDF. The MA parameter is applied to access the mid-altitude database as the navigation source data. A profile constraint (FL=130,210) is applied to the route for times when the file is used as a divert route resource. Departure (DD) and arrival (AD) distance biases are also applied to the route. 01 OPTIONS RT,GEN,MA,LFPG,EDDF/A001,FL=130,210,DD=10,AD=20 06 ROUTE J NOTE The route file, A001 (shown above), cannot be used as a divert route until it is copied to the Customer Alternate Database.


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Example: Explanation: This RT,GEN command demonstrates how to enter user-defined airports into a route file. By excluding the POD and POA input from the GEN command, you instruct JetPlan to prompt for the airport inputs. Using the POD and POA command lines, you can enter any valid type of airport input. See the POD and POA Commands chapter for more information on valid types of airport inputs with user-defined airports. 01 OPTIONS RT,GEN/H01 02 POD PODX,3950,10653,FL063 03 POA KSFO 06 ROUTE D//J,D,EKR

Modify Command (RT,CHG) The function command, CHG, enables you to amend and update previously created route files. The input is similar to the GEN input. In fact, you can enter all of the same types of inputs with certain exceptions. The following list provides some rules to remember when using this command. When modifying a Customer Route Database file, all original parameter inputs must be included (reentered) in the command input if you want to retain them (as is) in the modified file. The following exceptions to this are: • The Flight Level parameter code, FL. The flight level information is carried over from the original file without reentering FL. If you do enter the FL code in the RT,CHG command, you need to reenter a flight level input. The reentered input can be the same value as before or a new value. • The Group Name parameter, GP=(xxxx). This parameter cannot be modified using the RT,CHG command; an error occurs if it is used. If you want to change a route file’s grouping identification, you must use the Route Group access command, RG. Of course, you can omit any other optional parameter from the original file if you no longer want to include it in the modified file. • Like the parameter inputs, route inputs must be reentered in their entirety in order to retain them as originally set. However, you can invoke the Route Line Edit program to avoid the hassle of reentering your route inputs. To do this, enter @6C on the Route command line. JetPlan displays the original route inputs and mark each entry with a field number. You can make changes to the entries (by field number) if you want; but, more importantly,

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you can hit the ENTER key and retain the original route inputs without having to reenter the entire line. See the Route Commands chapter for more information on Route Line Editing. • Before making any changes to a Customer Route Database file, Jeppesen suggests you employ the RT,LST command to compare and verify the current route inputs. You can also invoke the Route Line Edit program to see the route inputs before deciding on modifications. The following examples illustrate the RT,CHG command by providing scenarios in which route files are created and then modified.

NOTE The inputs shown on the Route command lines of the following examples below may or may not be applicable to a real flight plan today. We (Jeppesen) attempt to keep the route inputs valid, but navigation structure constantly changes over time. Therefore, these route inputs serve as examples only. Plan accordingly.

CASE 1 Assume the original Customer Route Database file, R01, is created using the inputs in this first example. The MA parameter is the only optional entry. Example: 01 OPTIONS RT,GEN,MA,LFPG,EDDF/R01 06 ROUTE J

Using the RT,CHG command, modifications to R01 are made. The change in this case is the addition of an expiration date (Jun. 30, 2009). Please note that all inputs from the RT,GEN are reentered in order to maintain the original file’s previous settings. Example: 01 OPTIONS RT,CHG,MA,LFPG,EDDF/R01,300609 06 ROUTE J

CASE 2 The Customer Route Database file, R001, is created with the following inputs.


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Example: 01 OPTIONS RT,GEN,AX,KSFO,RKSI/R001,311205,FL,GP=TEAM2 06 ROUTE J,ENI/P/J,OATIS,KPO

Using the RT,CHG command, the route is modified. Note that the optional parameters from the original file, AX and 311209 (expiration date), are reentered in order to retain these values in the modified file. Also note that the Flight Level parameter (FL) and the Group Name parameter (GP=) are omitted. The flight level information is carried over to the modified file automatically. The file’s grouping identification cannot be modified through the RT,CHG command. Example: 01 OPTIONS RT,CHG,AX,KSFO,RKSI/R001,311209 06 ROUTE J,ENI/P/J,NUBDA,JEC,KAE NOTE Be sure to review the flight level information carried over from an original route file to a modified route file, especially when route inputs are changed. Route input changes could conflict with the stored altitude constraints, depending on various factors. For example, if the flight level information carried over from the original route file contains specific waypoints (used as constraint points for altitude ascents and/or descents), the route inputs in the modified file may change the route significantly enough to invalidate the flight level information.

Delete Command (RT,DEL) The function command, DEL, enables you to remove route files from the Customer Route Database. You can delete one or more files at a time, depending on the qualifications you apply to the command input. There are six ways to delete a route file or files. • Delete a specific route (POD,POA/FILENAME) • Delete all routes from a specific POD to a specific POA (POD,POA/ALL) • Delete all routes to/from a specific airport (ARPT/ALL) • Delete all expired routes (/ALL) • Delete all routes not used in the last X number of days (/###D) • Delete all routes by group name (/GP=xxxx) The following list provides some rules to remember when using this command. • A slash (/) must precede the deletion qualifier.

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• Deleting by group name requires the slash and the following string:GP=NAME or GP=NAME1,NAME2,NAME3 To delete a specific route file, enter the identifiers of the POD and POA, a slash, and the file name after the DEL command. Example: Explanation: Delete route file, R001, for the airport pair: KSFO to RKSI. 01 OPTIONS RT,DEL,KSFO,RKSI/R001

To delete all route files for a specific airport pair, enter the identifiers of the POD and POA, a slash, and the option, ALL, after the DEL command. Example: Explanation: Delete all route files for the airport pair: KSFO to RKSI. 01 OPTIONS RT,DEL,KSFO,RKSI/ALL

To delete all route files that fly to or from a specific airport, enter the airport identifier, a slash, and the option, ALL, after the DEL command. Example: Explanation: Delete all route files that fly to or from KSFO. 01 OPTIONS RT,DEL,KSFO/ALL

To delete all route files that have expired, enter a slash and the option, EXP, after the DEL command. Example: Explanation: Delete all routes that have expired under the user's ID. 01 OPTIONS RT,DEL/EXP

To delete all route files that have not been used for a specific length of time, enter a slash and the option, xxxD, (where xxx is a value indicating the number of days) after the DEL command.


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Example: Explanation: Delete all routes not used in the last 300 days. 01 OPTIONS RT,DEL/300D

To delete all route files that belong to a specific group, enter the identifiers of the POD and POA, a slash, and the option, GP=xxx, (where xxx is the group or category name) after the DEL command. Example: Explanation: Delete all routes within the category, TEAM1. 01 OPTIONS RT,DEL/GP=TEAM1

Rename Command (RT,RN) The function command, RN, enables you to change the name of a route file in the Customer Route Database. The following example illustrates the application of the rename function. To rename a route file, enter the identifiers of the POD and POA, a slash, the original file name, another slash, and the new file name. Example: Explanation: The route file, 04F, is renamed to R001. 01 OPTIONS RT,RN,KSEA,KLAX/04F/R001

Update Command (RT,UPD) The function command, UPD, enables you to modify the route inputs contained within route files. This capability is not unique to the Customer Route Database because you can do the same thing using the RT,CHG command. However, the CHG command requires you to reenter every element on the Route command line, not just the ones that have changed, and it affects only one file at a time. The CHG command also forces you to reenter almost all of the parameters you originally applied to the file if you want to keep it basically the same.

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With the RT,UPD command, you can affect only those individual route elements, or strings of route elements, that need amending. You do not have to reenter the entire input on the Route command line, nor do you have to bother with reentering other file parameters. In addition, with one UPD command input, changes can be applied to every file in the database that contains the obsolete route element or elements without affecting any other information within those files (global change capability). With this command you can easily clean up scores of files that need amending due to periodic route structure changes.

NOTE A route element is the identifier of an individual checkpoint or airway. A route string is a series of two or more route elements that define a route segment, an airway intersection, or a combination of the two.

The following list provides some tips and rules to remember when applying the UPD command. • Updating route inputs requires the use of the Airway/Checkpoint Search option (AWY= or CPT=). Use the checkpoint search option, CPT=, if the input element is a checkpoint (a waypoint or navaid) or if the input string begins with a checkpoint. Use the airway search option, AWY=, if the input element is an airway or if the input string begins with an airway. NOTE

See “Airway/Checkpoint Search Option” in this chapter for more information.

• The UPD command input must provide both the element or string you want to change and its replacement, using the following sequence: [old element],[new element] or [old string],[new string]. • Route element (or string) inputs, both old and new, must be enclosed by brackets (for example, CPT=[old string],[new string]). • You must separate the old input string from the new input string with a comma between the close bracket and the open bracket. • When using the UPD command, the route files you affect can be defined using filtering options. You can specify target route files by an individual airport, by an airport pair (POD/POA combination), by an airport pair and a file name, or use the /ALL option to target all files. The wildcard, $ALL, can be used in place of one of the airports (the POD or the POA) to target files by departure station or by arrival station only.


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• Route files that have been updated are flagged with the message: “Route Inputs Need to be Verified”. You must verify and approve (RT,OK) these files before they can be considered valid routes. NOTE See “File Verification Commands” for more information on verification and approval.

• If the route input being updated is an SRS type of entry, it must be preceded with a dash (-). Since Standard Instrument Departures (SIDs) are considered SRS airway elements, the input for a SID would include a dash prefix (for example, [-BODO3E]). • Route string updates that include SRS/Route Optimizer combinations must follow standard JetPlan rules of input, including the use of a double dash (--) between SRS and Route Optimizer entries. NOTE See the Route Commands chapter for more information on Combination Routing.

• All route inputs must follow standard JetPlan route syntax rules. The following examples illustrate the use of the UPD command.

NOTE The route element (or string) inputs do not reflect actual route structure. They are example characters only.

To update all route files that contain the specified “old” route element, enter the option, /ALL, after the UPD command. Example: Explanation: Update all route files that contain the checkpoint, ABC, by replacing it with the checkpoint, XYZ. 01 OPTIONS RT,UPD/ALL,CPT=[ABC],[XYZ]

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Example: Explanation: Update all route files that contain the airway, UB111, by replacing it with the airway, UG999. 01 OPTIONS RT,UPD/ALL,AWY=[UB111],[UG999]

To update all route files that contain the specified “old” route string, enter the option, /ALL, after the UPD command. Example: Explanation: Update all route files that contain the route string, ABC UB111 XYZ, by replacing it with the route string, DEF UG999 TUV. Since the string begins with a checkpoint, the option, CPT=, is used. 01 OPTIONS RT,UPD/ALL,CPT=[ABC UB111 XYZ],[DEF UG999 TUV]

If the route string begins with SRS type of inputs, be sure to identify the input as SRS by starting the string with a dash (-). Likewise, if the string includes combination routing (switching back and forth between SRS and Route Optimizer types of inputs), be sure to identify the switch from one type to the other by entering two dashes (--) between the types. Example: Explanation: Update all route files that contain the route string, -BODO3E BODOK-J,TOMUK, by replacing it with the route string, -SAMALA SAMAN--J,TOMUK. Since the original string begins with a SID, which is an airway identifier and an SRS type of route input, the airway search option, AWY=, is applied and the input value begins with a dash. In addition, because the route string switches from an SRS to a Route Optimizer type of input, double dashes are entered to denote the switch. 01 OPTIONS RT,UPD/ALL,AWY=[-BODO3E BODOK--J,TOMUK],[-SAMALA SAMAN-J,TOMUK] NOTE The previous examples of a route string update can be applied similarly to the examples that follow.

To update all route files that contain a particular airport (POD or POA) and the specified “old” route element, enter the identifier for the airport after the UPD command.


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Example: Explanation: Update all route files that contain the checkpoint, ABC, and the airport, EGLL (as a POD or POA), by replacing ABC with the checkpoint, XYZ. 01 OPTIONS RT,UPD,EGLL,CPT=[ABC],[XYZ]

To update all route files that contain a particular airport pair (POD/POA combination) and the specified “old” route element, enter the identifiers for the POD and POA after the UPD command. Example: Explanation: Update all route files with a departure of EGLL and an arrival of KJFK that contain the airway, UG111, by replacing it with the airway, UG999. 01 OPTIONS RT,UPD,EGLL,KJFK,AWY=[UG111],[UG999]

To update a specific route file that contains the specified “old” route element, enter the identifiers for the POD and POA and the route’s file name after the UPD command.

NOTE

Do not forget to prefix the file name with a slash (/).

Example: Explanation: Update the route file, R001, with a departure of EGLL and an arrival of KJFK, that contains the checkpoint, ABC, by replacing it with the checkpoint, XYZ. 01 OPTIONS RT,UPD,EGLL,KJFK/R001,CPT=[ABC],[XYZ]

To update all route files that contain the specified “old” route element and that depart or arrive at a specific airport, enter the identifier for either the POD or POA and the wildcard, $ALL, for the airport not specified. Example: Explanation: Update all route files with a departure of EGLL and an arrival of anything else, that contain the checkpoint, ABC. Replace the element with the checkpoint, XYZ. 01 OPTIONS RT,UPD,EGLL,$ALL,CPT=[ABC],[XYZ]

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To update multiple route elements (or route strings) within a file, you only need to specify one Airway/Checkpoint Search option for all changes, as long as the first element (or route string) remains consistent to the option prefix. For example, if you had two (or more) changes within a route file that need to be updated – one beginning with an airway, the other beginning with a checkpoint – you can minimize your input by specifying both updates using one search option (AWY= or CPT=). However, that option must coordinate with the first element being changed. If you use the AWY= option, then you need to specify an old route element (or string) that begins with an airway. It does not matter what any subsequent element or string changes begin with, as long as the first is correct. Example: Explanation: This example demonstrates multiple changes within a route file. Since the first input value is an airway (a SID to be precise), the search option used is AWY=. It does not matter that the next change begins with a checkpoint. If the changes have been reversed, the search option would have had to be CPT=. 01 OPTIONS RT,UPD,KEWR,VHHH,AWY=[-SID01E],[-SID02E],[-UESO G495 AL],[-UESO G495 UEEA]

Route Group Command (RG) The Route Group command, RG, is a database access command similar to the Route Database access command, RT. It enables you to manage and maintain the categories under which route files can be stored. Typically, to apply a group name to a route file, you include the Group Name parameter in your command input when creating a new route file. For example, if you want to create a new route file (R001) for the airport pair, KSAN to KSEA, and include the file in the group, BLUE, you would enter the following command. RT,GEN,KSAN,KSEA/R001,GP=BLUE

Unfortunately, there is no way to affect a route file’s group name using the RT access command, other than the original input that creates the route file (the RT,GEN command). However, with the Route Group command, you can add group names to and delete group names from route files that already exist. In addition, the RG command enables you to include remarks in a route file, and assign responsibility labels to a route file.


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Route Group Parameters The following table lists the parameters associated with the Route Group (RG) command. Table 38-3

Route Group Parameters

Parameter

Explanation

Group Name

(Optional). The Group Name parameter enables you to identify a group or category to which a route file is to be added or from which a route file is to be deleted. When assigning a new group name to a route file, the criteria you use to categorize the file is left to your discretion.

GP=xxxxxxx... ex. GP=BLUERTES ex. GP=.RED RTES.

You can enter names that are up to 20 characters long. Names can include spaces between characters – like a phrase or sentence – if enclosed with periods. Remarks RMK=xxxxxxx... ex. RMK=Rte valid from 12Z to 18Z only.

(Optional). The Remarks parameter enables you to include remarks in the route file. These remarks are internal and can only be viewed when displaying the route file via a RT,PRI or RT,LST command. You can enter up to 52 characters of text as the input value.

Responsibility Label RSP=xxxxxxx... ex. RSP=Disp. J Fray

(Optional). The Responsibility Label parameter enables you to identify yourself or another as the person who created or who maintains the information within the route file. This information is internal and can only be viewed when displaying the route file via a RT,PRI or RT,LST command. You can enter up to 32 characters of text as the input value.

Group Name Database Management The Route Group command enables you the functionality of adding or deleting group names, remarks, and responsibility information to or from a route file. This section reviews these functions for each option. Add Command (RG,ADD) To add a route file to a group (assign a group name to a route file), enter the Route Group access command, RG, followed by the function command, ADD, the identifiers for the POD and POA, the file name of the route, and the Group Name parameter, GP=, with the name of the group to which you want to add the file. Example: 01 OPTIONS RG,ADD,KSAN,KSEA/R001,GP=TEAM1

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To add a remark to a route file, enter the Route Group access command, RG, followed by the function command, ADD, the identifiers for the POD and POA, the file name of the route, and the Remarks parameter, RMK=, with the remark text. Example: 01 OPTIONS RG,ADD,KSAN,KSEA/R001,RMK=ROUTE VALID FOR SUMMER ONLY!

To add a responsibility label to a route file, enter the Route Group access command, RG, followed by the function command, ADD, the identifiers for the POD and POA, the file name of the route, and the Responsibility Label parameter, RSP=, with the text input. Example: 01 OPTIONS RG,ADD,KSEA,KSAN/R001,RSP=J Q DISPATCHER

Delete Command (RG,DEL) To delete a route file from a group, enter the Route Group access command, RG, followed by the function command, DEL, the identifiers for the POD and POA, the file name of the route, and the Group Name parameter, GP=, with the name of the group from which you want to remove the file. Example: 01 OPTIONS RG,DEL,KSAN,KSEA/R002,GP=.TEAM1 VS TEAM2.

To delete a remark from a route file, enter the Route Group access command, RG, followed by the function command, DEL, the identifiers for the POD and POA, the file name of the route, and the Remarks parameter, RMK=, without any text. Example: 01 OPTIONS RG,DEL,KSAN,KSEA/R001,RMK=

To delete a responsibility label from a route file, enter the Route Group access command, RG, followed by the function command, DEL, the identifiers for the POD and POA, the file name of the route, and the Responsibility Label parameter, RSP=, without any text. Example: 01 OPTIONS RG,DEL,KSAN,KSEA/R001,RSP=

Using Group Names to Select Route Files in a Flight Plan As stated in the introduction to this chapter, JetPlan can be directed “to use (1) a specific route file, (2) the best (optimum) file from a selected few, or (3) the best one from the entire lot.” The group name parameter is a prime example of the second option.


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By grouping route files you create selected sets of routes. If these sets of routes have two or more files between the same airport pair (POD/POA combination), you can use the group name to identify a list of routes from which JetPlan can determine the optimum choice. For example, assume you have your route files stored under the group names, Blue, Red, and Green. Each of these route groups has several route files for the airport pair, VABB to EGLL. When you enter your input on the flight plan’s Route command line, you could direct JetPlan to select the best route between VABB and EGLL from the Blue group. Example: Explanation: Select the optimum route from those route files in the Blue group. 01 OPTIONS FP,CS/SS1234 02 VABB 03 EGLL 06 RT/ALL,GP=BLUE ... 20 COMPUTING 1234

Likewise, you can use group names to eliminate sets of route files from the flight planning process. To do this, prefix the group name value with a minus sign (–). Example: Explanation: Select the optimum route from those route files not in the Red or Green groups. Effectively, this input has identified the Blue group again as the set from which you want the route file to come. 01 OPTIONS FP,CS/SS1234 02 VABB 03 EGLL ... 06 RT/ALL,GP=–RED,–GREEN ... 20 COMPUTING 1234

File Display Commands Display commands are those that print (to screen) the content of the database. This section reviews the various ways of displaying the data stored in the Customer Route Database.

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Print Command (RT,PRI) The function command, PRI, enables you to display the entire contents of a single Customer Route Database file. Example: Explanation: Display the contents of route file, R001, for KSJC to KABQ. 01 OPTIONS RT,PRI,KSJC,KABQ/R001

CUSTOMER ROUTE R001 FOR USERNAME LAST CHANGED 29.08.2007

KSJC TO KABQ LAST USED

29.08.2007

ROUTE INPUTS J CPT

LAT

LONG

A/W

MCS

DIST

001 D303B

3723.9

12158.1

SUNOL6

302.6

0003

002 SUNOL

3736.3

12148.6

SUNOL6

008.6

0015

003 TRACY

3743.9

12127.6

SUNOL6

050.5

0018

004 ECA

3750.0

12110.3

SUNOL6

050.6

0015

005 DUGLE

3751.9

12040.1

J58

069.6

0024

006 TIOGA

3756.0

11925.7

J58

072.8

0059

007 OAL

3800.2

11746.2

J58

073.0

0079

008 ILC

3815.0

11423.7

J58

071.6

0160

009 MLF

3821.6

11300.8

J58

071.2

0066

010 RSK

3644.9

10805.9

J58

100.4

0253

011 PUMPS

3613.1

10741.6

J15

137.6

0037

012 TANER

3552.1

10725.7

J15

138.8

0024

013 CURLY

3525.1

10705.5

CURLY2

138.0

0032

014 ABQ

3502.6

10649.0

CURLY2

138.2

0026

015 KABQ

3502.4

10636.6

CURLY2

081.3

0010


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List Command (RT,LST) The function command, LST, provides a sort of summary that includes the customer’s route input, a route summary (in an ATC format), and basic information about the file, its use, and its expiration date (if any). This output lacks the point-by-point listing displayed with a PRI command. The LST command must be entered with accompanying specifications that define the files you want to see. The LST command by itself does not produce any output.

NOTE The option, $ALL, can be entered as a wildcard value in place of the POD, the POA, the POD/POA combination, or in place of a route’s file name in order to display information when an item is unknown. You can use only one $ALL option per command input.

To see every route file stored in your database, enter the option, /ALL, after the LST command. Example: Explanation: List all route files in the database. 01 OPTIONS RT,LST/ALL NOTE Because the /ALL option displays every file in your database, this input may provide too much information at one time, depending on the number of files in your database. Using more selective options with the LST command may be more useful.

To see a list of all route files for a specific airport pair, enter the identifiers for the POD and POA after the LST command. Example: Explanation: List all route files stored for the airport pair, KSEA to KLAX. 01 OPTIONS RT,LST,KSEA,KLAX

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RT,LST AIRPORT PAIR EXAMPLE 12.09.2007 TRACKS KSEA TO KLAX FOR USERNAME -------------------------------------------------------------POD POA TRACK KSEA KLAX R001

GEN/CHG LAST USED EXPIRES 11.09.2007 11.09.2007

ROUTE INPUTS J KSEA VECTOR BTG J189 AVE SADDE6 KLAX DIST 869 NM -------------------------------------------------------------POD POA TRACK KSEA KLAX R002

GEN/CHG LAST USED EXPIRES 12.09.2007 12.09.2007 31.12.2009

ROUTE INPUTS J,LIN FLT LVLS 290 330 KSEA VECTOR BTG J189 AVE SADDE6 KLAX DIST 869 NM

To see a list display for a specific route file with a specific airport pair, enter the identifiers for the POD and POA and the route’s file name after the LST command. Do not forget to prefix the file name with a slash (/). Example: Explanation: List the route file, R001, for the airport pair, KSEA to KLAX. 01 OPTIONS RT,LST,KSEA,KLAX/R001


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RT,LST SPECIFIC ROUTE FILE EXAMPLE 12.09.2007 TRACK R001 FOR USERNAME

KSEA TO KLAX

------------------------------------------------------------POD POA TRACK KSEA KLAX R001


ROUTE INPUTS J KSEA VECTOR BTG J189 AVE SADDE6 KLAX DIST 869 NM -------------------------------------------------------------

To see a list of all route files associated with a particular airport, enter the identifier for the airport after the LST command. Example: Explanation: List all route files that have RKSI as a POD or POA. 01 OPTIONS RT,LST,RKSI

To see a list of all route files with the same file name (for assorted airport pairs), enter the routes’ file name after the LST command. Do not forget to prefix the file name with a slash (/). Example: Explanation: List all route files named R001. 01 OPTIONS RT,LST/R001

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RT,LST ALL ROUTES BY FILENAME EXAMPLE 12.09.2007 SUMMARY OF TRACK R001 FOR USERNAME -------------------------------------------------------------POD POA TRACK KSEA KLAX R001


ROUTE INPUTS J KSEA VECTOR BTG J189 AVE SADDE6 KLAX DIST 869 NM -------------------------------------------------------------POD POA TRACK KVNY KDEN R001


ROUTE INPUTS J,EKR KVNY NUAL6 DAG J100 EKR TOMSN3 KDEN DIST 826 NM

--------------------------------------------------------------

Route Proof Command (RT,RP) The function command, RP, provides a display called a Route Proof. This display includes the file name, a route summary (in an ATC format), and a total distance value. Use the options shown in the examples below to discriminate between files.


To display all route files in a route proof format, enter the option, /ALL, after the RP command.


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Example: Explanation: Display a route proof for all route files in the database. 01 OPTIONS RT,RP/ALL

To display a route proof for all route files with a specific airport pair, enter the identifiers for the POD and POA and the option, /ALL, after the RP command. Example: Explanation: Display the route proofs for all route files stored in the database with the airport pair, CYVR to RKSI. 01 OPTIONS RT,RP,CYVR,RKSI/ALL

To display a route proof for a specific route file, enter the identifiers for the POD and POA and the route’s file name after the RP command. Example: Explanation: Display the route proof of route file, R001, for the airport pair, KVNY to KDEN. 01 OPTIONS RT,RP,EDDF,OEJN/R004

RT,RP SPECIFIC ROUTE FILE EXAMPLE R001 KVNY NUAL6 DAG J100 EKR TOMSN3 KDEN DIST 826 NM

To display a route proof for all route files associated with a specific airport, enter the identifier for the airport after the RP command. Example: Explanation: Display the route proof for all route files that have EDDF as the POD or POA. 01 OPTIONS RT,RP,EDDF

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Summary Command (RT,SUM) The function command, SUM, provides another display of route files stored in the Customer Route Database. The information displayed does not deviate far from what has been shown so far. It summarizes the information in another format. Use the options shown in the examples below to discriminate between files.


To view a display of all airports used as POD or POA in all route files, enter the function command, SUM, only. Example: Explanation: Display a summary of all airports in the Customer Route Database. 01 OPTIONS RT,SUM

RT,SUM ALL AIRPORTS EXAMPLE 12.09.2007 SUMMARY OF AIRPORTS IN ROUTE FILE FOR USERNAME KBOS

KDEN

KEWR

KJFK

KLAX

KSAC

KSEA

KSFO

KVNY

9 ROUTES ARE STORED UNDER THIS ID

To view a display of all route files, enter the option, /ALL, after the SUM command. Example: Explanation: Display a summary of all route files in your database. 01 OPTIONS RT,SUM/ALL


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RT,SUM ALL ROUTE FILES EXAMPLE 12.09.2002 SUMMARY OF ALL TRACKS FOR USERNAME POD KJFK KJFK KSEA KSEA KSFO KSFO KVNY KVNY KVNY

POA KBOS KEWR KLAX KLAX KSAC KSAC KDEN KDEN KDEN

TOTAL

TRACK ALTJFKBOS ALTJFKEWR R001 R002 ALTSFOSAC ALTSFOSAC2 R001 RT01 RT02

GROUP

PAGE 01

GEN/CHG 04.09.2007 04.09.2007 11.09.2007 12.09.2007 04.09.2007 04.09.2007 12.09.2007 09.09.2007 10.09.2007

LAST USED EXPIRES USED 17.04.2007 30 21.05.2007 119 11.09.2007 0 12.09.2007 31.12.2007 0 17.04.2006 27 17.09.2006 9 12.09.2007 0 09.09.2007 0 09.09.2007 0

9

To view a display of all dormant route files, enter the option, /###D (where ### is the number of days not used value), after the SUM command. Example: Explanation: Display all routes not used in the last 120 days. 01 OPTIONS RT,SUM/120D

RT,SUM DORMANT TRACKS EXAMPLE 12.09.2007 DORMANT TRACKS FOR USERNAME POD KJFK KSFO KSFO

POA KBOS KSAC KSAC

TOTAL

TRACK ALTJFKBOS ALTSFOSAC ALTSFOSAC2

GROUP

PAGE 01

GEN/CHG 04.09.2007 04.09.2007 04.09.2007

LAST USED EXPIRES 17.04.2007 17.04.2007 17.04.2007

USED 30 27 9

3

To view a display of all expired route files, enter the option, /EXP, after the SUM command. Example: Explanation: Display all expired route files in the database. 01 OPTIONS RT,SUM/EXP

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To display all route files associated with a particular airport, enter the identifier for the airport after the SUM command. Example: Explanation: Display all route files that have EDDF as a POD or POA. 01 OPTIONS RT,SUM,EDDF

To display all route files for a specific airport pair, enter the identifiers for the POD and POA after the SUM command. Example: Explanation: Display all route files with the airport pair, EDDF to OEJN. 01 OPTIONS RT,SUM,EDDF,OEJN

To display a single route file, enter the identifiers for the POD and POA, and the route’s file name after the SUM command. Example: Explanation: Display the route file, R01, with the airport pair, EDDF to OEJN. 01 OPTIONS RT,SUM,EDDF,OEJN/R01

To display all route files with the same file name, enter the routes’ file name after the SUM command. Do not forget to prefix the file name with a slash (/). Example: Explanation: Display all route files with the file name, R001. 01 OPTIONS RT,SUM/R001

To display all route files stored under a specific group name, enter the option, GP=(group name), after the SUM command. Example: Explanation: Display all route files with the group name, SIERRA. 01 OPTIONS RT,SUM,GP=SIERRA


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If the database contains a large number of records, you can limit the number of records displayed by entering a range with the PAGE command as shown below. This can be used with any of the above commands. Example: Explanation: Display records 25 - 50 that contain the group name SILVER. 01 OPTIONS RT,SUM,GP=SILVER,PAGE=25,50

Example: Explanation: Display the first 10 records that contain KMEM as a POD or POA, and display a count of the total number of records found. 01 OPTIONS RT,SUM,KMEM,PAGE=1,5,YES

POD CYWG CYYC CYYZ CYYZ EDDF

POA KMEM KMEM KMEM KMEM KMEM

TRACK PRIMARY PRIMARY HANDY ARR PRIMARY PRIMARY

GROUP

GEN/CHG 24.12.2003 24.12.2003 06.01.2004 24.12.2003 24.12.2003

LAST USED EXPIRES 24.12.2003 24.12.2003 06.01.2004 24.12.2003 24.12.2003

USED 0 0 0 0 0

TOTAL RECORDS 589

Total Command (RT,TOT) The function command, TOT, provides a simple total “number of files” figure. The figure displayed varies with the option you use to discriminate between files. Option application is similar to the SUM command. There is no other output displayed with the TOT command, just the lone number of files figure.


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Example: Explanation: Display the total number of route files in your database. 01 OPTIONS RT,TOT/ALL

Example: Explanation: Display the total number of route files in your database that have not been used in the last 90 days. 01 OPTIONS RT,TOT/090D

Example: Explanation: Display the total number of route files that have expired. 01 OPTIONS RT,TOT/EXP

Example: Explanation: Display the total number of route files with the airport, WSSS, stored as a POD or POA. 01 OPTIONS RT,TOT,WSSS

Example: Explanation: Display the total number of route files in the database with the specific airport pair, WSSS to RJAA. 01 OPTIONS RT,TOT,WSSS,RJAA

Example: Explanation: Display the total number of route files with the file name, R001. 01 OPTIONS RT,TOT/R001


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Example: Explanation: Display the total number of route files stored under the group name, ALPHA. 01 OPTIONS RT,TOT,GP=ALPHA NOTE You can also get a total figure based on group name by using the RG command (see example below).

Example: 01 OPTIONS RG,TOT,GP=BRAVO

Record Identifier Command (RT,RID) The RID command displays only the identifiers (only the POD, POA, and route names) for all records in the route database. Example: 01 OPTIONS RT,RID

Search Command (RT,SRH) The Route Search feature enables a user to display the routes stored in the Customer Route Database that match specified criteria. Search criteria can include: • POD= • POA= • RTN= (route name) • GP= (group name) • CH= (change date) • LU= (last used) • EXP= (expiration date) • NU= (number of times used)

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Example: Explanation: Search for route files that contain the airport KLVK as a POD. 01 OPTIONS RT,SRH,POD=KLVK

A wildcard search can also be performed using an asterisk (*). Example: Explanation: Search for route files that expire anytime in 2009. 01 OPTIONS RT,SRH,EXP=*2009 NOTE Although group names (GP) can contain spaces when enclosed within periods, they can not be searched for in that form. When searching for a group name that contains more than one word, input one or more letters of the first word. For example, if searching for the group name “FAR EAST,” any of the following inputs work: RT,SRH,GP=F RT,SRH,GP=FA RT,SRH,GP=FAR However, entering GP=.FAR EAST returns an error.

Airway/Checkpoint Search Option The function commands, LST, SUM, RP, and TOT have an option that can be applied to your command inputs to further the search capability for route files down to specific route segments. The Airway/Checkpoint Search option enables you to retrieve and display only those files that contain certain airways, checkpoints, airway segments, or intersections. The Airway/Checkpoint search option has two prefixes, AWY= and CPT=. The use of one over the other depends on the input value you want to enter. If you want to begin your input string with an airway, then the AWY= prefix must be entered. If you want to begin your input string with a checkpoint, then the CPT= prefix is required.


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The following examples illustrate the application of the Airway search option.

NOTE To minimize text and time, the examples given below use the RT,LST command. Keep in mind that the Airway/Checkpoint search option also applies to the SUM, RP, and TOT commands.

To retrieve a display of all route files that contain a specific airway, enter the option, AWY=awyid, at the end of the command. Example: Explanation: List all route files that contain the airway, UB12. 01 OPTIONS RT,LST/ALL,AWY=UB12

To retrieve a display of all route files that contain a specific intersection, regardless of direction, enter the option, AWY=awyid cptid, at the end of the command. Example: Explanation: List all route files that contain the route intersection, UB12 to SIT. 01 OPTIONS RT,LST/ALL,AWY=UB12 SIT

To retrieve a display of all route files that contain a specific intersection, in a particular directional sequence, enter the option, AWY=awyid cptid awyid, at the end of the command. Example: Explanation: List all route files that contain the route intersection, UB12 to SIT to UA14. 01 OPTIONS RT,LST/ALL,AWY=UB12 SIT UA14

To retrieve a display of all route files that contain an airway or intersection, for a specific airport pair, enter the identifiers for the POD and POA, and the option, AWY=awyid (cptid (awyid)), at the end of the command. Example: Explanation: List all route files for the airport pair, HECA to LGAT, that have the intersection, UB12 to SIT. 01 OPTIONS RT,LST,HECA,LGAT,AWY=UB12 SIT

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To retrieve a display of all route files that contain an airway or intersection, for a specific airport with any other airport, enter the identifier for one of the airports (POD or POA), the wildcard, $ALL, for the other airport, and the option, AWY=awyid (cptid (awyid)), at the end of the command. Example: Explanation: List all route files that contain the departure airport, LGAT, and airway or SID identifier, KEA1D. 01 OPTIONS RT,LST,LGAT,$ALL,AWY=KEA1D

Example: Explanation: List all route files that contain the arrival airport, LGAT, and airway or STAR identifier, MIL2K. 01 OPTIONS RT,LST,$ALL,LGAT,AWY=MIL2K

The following examples illustrate the application of the Checkpoint search option.

NOTE To minimize text and time, the examples given below use the RT,SUM command. Keep in mind that the Airway/Checkpoint search option also applies to the LST, RP, and TOT commands.

To retrieve a display of all route files that contain a specific checkpoint, enter the option, CPT=cptid, at the end of the command. Example: Explanation: Display a summary of all route files that contain the checkpoint TANSA. 01 OPTIONS RT,SUM/ALL,CPT=TANSA

To retrieve a display of all route files that contain a specific route segment, regardless of direction, enter the option, CPT=cptid awyid, at the end of the command. Example: Explanation: Display a summary of all route files that contain the route segment, TANSA to UB12. 01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12


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To retrieve a display of all route files that contain a specific route segment, in a particular direction, enter the option, CPT=cptid awyid cptid, at the end of the command. Example: Explanation: Display a summary of all route files that contain the route segment, TANSA to UB12 to SIT. 01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12 SIT

To retrieve a display of all route files, for a particular airport pair, that contain a specific route segment, enter the identifiers for the POD and POA, and the option, CPT=cptid awyid cptid, at the end of the command.

NOTE The wildcard, $ALL, can be used in place of one of the airports (POD or POA) to screen for all files containing one particular airport.

Example: Explanation: Display a summary of all route files that contain the airport pair, HECA to LGAT, and that contain the route segment, TANSA to UB12 to SIT. 01 OPTIONS RT,SUM,HECA,LGAT,CPT=TANSA UB12 SIT

Customer Route Database File Content Verification Jeppesen navigational data provides the JetPlan system with route structure information for two separate databases. One database supports Route Optimizer (RO) inputs. The other database is used for Specific Route Selector (SRS) inputs. These databases serve as the source of information for the two methods of route selection on the JetPlan system. Both databases are updated regularly as changes in navigation structure become effective.

NOTE The Customer Route Database obviously applies as a route selection method, but only after files have been created using one of the two methods mentioned above (the Route Optimizer or the Specific Route Selector).

Upon the update of these two databases, the JetPlan system attempts to automatically update all Customer Route Database files. This automated service relieves customers from the time it takes to review all of their route files manually.

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The automatic update process is composed of two steps: Regeneration and Verification. Regeneration refers to the automated process of submitting the route inputs from your stored route files for recalculation. It is akin to you rerunning RT,GEN commands on all of your route files, except that JetPlan performs the process for you. Once a route has gone through the regeneration process, it is internally flagged with a verification status message. Verification refers to the status of regenerated route files. Once a route is verified, it can be approved (OK) for use. Regenerated routes generally end up with one of three verification status messages attached. • Automatically Verified • Needs to be Verified • Failed Automatic Regeneration An “automatically verified” route is one in which the route summary line precisely matches the previous version of the file. JetPlan compares the route with its predecessor and applies the “verified” status to save you time from reviewing it yourself. Route files that have this status only await your approval (RT,OK) for use. A route that “needs to be verified” is one in which a functional route is produced, but the route summary line deviates from the file’s previous version. Route files that have this status must be manually verified before approval for use. A route that has “failed automatic regeneration” is no longer valid. The inputs stored in the file no longer produce a functional route (an error occurs). You can review the file and the updated route structure to come up with new inputs (see below) or delete the file. The verification process serves to ensure the quality of the information in your files. All regenerated routes, whether verified automatically or verified manually, must ultimately be approved before they can be used with high assurance of validity.

NOTE If the verification flag is not removed (not okayed) and the file is used in a flight plan, JetPlan inserts a warning message in the output of the flight plan, letting you know that the information may not be valid.

NOTE SRS routes that regenerate properly (do not fail regeneration) are always automatically verified. This is due to the fact that SRS route summary lines only change when the route inputs change (they are the same).


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Check Command (RT,CHK) The function command, CHK, enables you to determine the number of Customer Route Database records affected by a recent update to the navigation structure. Command options enable you to display those files that have been (1) automatically verified by JetPlan or (2) need manual verification (both successful and unsuccessful regenerations) by you. The CHK options, LST and RP, display output of those records that need manual verification. The difference between the two options is simply the amount of information shown in the output (see “Route Database Management” in this chapter for information on display differences). The CHK option, AV, which must be entered in coordination with the LST or RP options, displays output of those records that have been automatically verified by JetPlan.

Check List (RT,CHK,LST) The LST option shows those route files that need manual approval. This includes routes that have been successfully regenerated, but have changed to some degree over the previous version, and routes that have failed regeneration. The LST option provides more information than the RP option. The following output is an example of a basic RT,CHK,LST request. Example: 01 OPTIONS RT,CHK,LST

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WHEN CHART CHANGES ARE MADE, YOUR ROUTES ARE CHECKED TO SEE IF THEY ARE AFFECTED. WHEN POSSIBLE, THEY WILL BE CHANGED FOR YOU. THE FOLLOWING COULD NOT BE CHANGED -----------------------------------------------------------------POD RJFM

POA RKPK

TRK# P001

GROUP

GEN/CHG 17/10/06

LAST USED 12/08/07

EXPIRES

ROUTE INPUTS FAILED AUTOMATIC REGENERATION J,D,SHX,D,OLE,APELA,D,PSN RJFM..SHX..OLE V40 FU W12 IKE A582 APELA..PSN..RKPK DIST 274NM -----------------------------------------------------------------THE FOLLOWING WERE CHANGED -----------------------------------------------------------------POD KLAX

POA KBFL

TRK# A01

ROUTE INPUTS J,EHF,D

GROUP

GEN/CHG 06/02/07

LAST USED 15/01/07

EXPIRES

ROUTE NEEDS TO BE VERIFIED

KLAX V23 EHF..KBFL DIST 106NM -----------------------------------------------------------------END OF JEPPESEN DATAPLAN

Additional options can be applied after the LST option to invoke a more restrictive search for records and limit the output to certain information. The following list gives you an idea of the criteria by which you can display information.


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List (LST) Options Table 38-4

List (LST) Options

Example

Explanation

RT,CHK,LST,GP=X

Display a list of all affected routes with the group name, X.

RT,CHK,LST,ARPT

Display a list of all affected routes associated with a specific airport.

RT,CHK,LST,ARPT,GP=Y

Display a list of all affected routes with the group name, Y, associated with a specific airport.

RT,CHK,LST,POD,POA

Display a list of all affected routes associated with a specific airport pair (POD/POA combination).

RT,CHK,LST,POD,POA,GP=Z

Display a list of all affected routes with the group name, Z, associated with a specific airport pair.

RT,CHK,LST,POD,POA/FNAME

Display a list of all routes with the same file name and associated with a specific airport pair.

NOTE You can enter the option, AV, at the end of any of these command examples to retrieve a display of those records which were automatically verified by JetPlan.

For example: RT,CHK,LST,GP=X,AV

Display a list of all affected routes with the group name X that were automatically verified by JetPlan.

RT,CHK,LST,ARPT,AV

Display a list of all affected routes associated with a specific airport that were automatically verified by JetPlan.

Check Route Proof (RT,CHK,RP) The RP option, like LST, shows those route files that need manual approval. However, the RP option provides less information than the LST option. The following output is an example of a basic RT,CHK,RP request. Example: 01 OPTIONS RT,CHK,RP

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WHEN CHART CHANGES ARE MADE, YOUR ROUTES ARE CHECKED TO SEE IF THEY ARE AFFECTED. WHEN POSSIBLE, THEY WILL BE CHANGED FOR YOU. THE FOLLOWING COULD NOT BE CHANGED -----------------------------------------------------------------P001 FAILED AUTOMATIC REGENERATION RJFM..SHX..OLE ATS IK A582 APELA..PSN..RKPK DIST 274NM -----------------------------------------------------------------THE FOLLOWING WERE CHANGED -----------------------------------------------------------------A01 NEEDS TO BE VERIFIED KLAX V23 EHF..KBFL DIST 106NM -----------------------------------------------------------------END OF JEPPESEN DATAPLAN REQUEST NO. 4567

Additional options can be applied after the RP option to invoke a more restrictive search for records and limit the output to certain information. See the examples for the LST option to get an idea of the criteria by which you can display information using the RP option.

OK Command (RT,OK) The function command, OK, enables you to finalize the verification process by approving verified route files for use. Once a route file is OK’d, the internal verification flag is removed.

NOTE All route verification approvals need to be completed within ten days of the route structure update. Any route file not okayed within this time frame may be internally flagged for verification with the next route structure update, even if not affected by route structure changes.

All successfully regenerated routes that have been verified (manually or automatically) can be approved by entering a RT,OK command. Like the CHK command, you can apply other options to the OK command to define the specific routes you want to approve. The following list illustrates the OK command with various options.


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Table 38-5

OK Option

Example

Explanation

RT,OK/ALL

Approves all updated routes.

RT,OK/ALL,GP=XRAY

Approves all updated routes with the group name, XRAY.

RT,OK,ARPT/ALL

Approves all updated routes associated with a specific airport.

RT,OK,ARPT/ALL,GP=XRAY

Approves all updated routes associated with a specific airport and within a specific group (XRAY).

RT,OK,POD,POA/ALL

Approves all updated routes associated with a specific airport pair (POD/POA combination).

RT,OK,POD,POA/ALL,GP=XRAY

Approves all updated routes associated with a specific airport pair and within a specific group (XRAY).

RT,OK,POD,POA/FNAME

Approves all updated routes associated with a specific airport pair and having a specific file name.

NOTE Enter the option, AV, at the end of any of these command examples to approve records that were automatically verified by JetPlan.

For example: RT,OK/ALL,AV

Approves the updated routes that were automatically verified by JetPlan.

RT,OK,ARPT/ALL,GP=XRAY,AV

Approves all updated routes associated with a specific airport and within a specific group (XRAY) that were automatically verified by JetPlan.

Changing Failed Routes If you want to rectify routes that fail the regeneration process, you must determine the cause of the failure and make the appropriate changes. Generally, Customer Route Database files fail regeneration because the stored route input contains an input element (a waypoint, navaid, or airway ID) that has changed with the recent navigation structure update. You must review the new route structure and determine new inputs for your route file. Jeppesen customer service is

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available to assist you with this process. Once the problem is solved, you simply perform a RT,UPD command on the failed route file and replace the obsolete or bad route inputs with new ones.

Customer Route Database Usage The examples that follow illustrate various route database command inputs and output.

Creating a Customer Route Database File Example: 01 OPTIONS RT,GEN,RJAA,RKSI/R001,311202,FL,GP=AONE 06 ROUTE J,HME,D,KCC,KPO 09 PROFILE I,280,310


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CUSTOMER ROUTE R001 RJAA TO RKSS AAAA ID AND PASSWORD LAST CHANGED 31/01/07 LAST USED

GROUP A 31/01/07

ROUTE INPUTS J,HME,D,KCC,KPO FLT LVLS 280 310 CPT

LAT

LONG

A/W

MCS

DIST

001

HME

3532.8

-13946.6

SID

254.0

0054

002

KCC

3515.7

-13655.1

..

270.1

0141

003

JEC

3531.7

-13306.0

V26

282.3

0188

004

SAPRA

3549.3

-13043.6

G585

286.4

0017

005

KPO

3558.5

-12928.5

G585

286.4

0062

006

REBIT

3646.5

-12804.0

G585

312.5

0083

007

KALMA

3718.2

-12707.1

G585

312.6

0055

008

SEL

3724.7

-12655.9

G585

312.6

0012

009

RKSS

3733.3

-12648.0

STAR

332.6

0035

TOTAL DISTANCE 0747 END OF JEPPESEN DATAPLAN

Changing a Customer Route Database File Example: 01 OPTIONS RT,CHG,RJAA,RKSI/R001,310605,GP=ATHREE 06 ROUTE J,HME,D,KCC,KPO NOTE

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Group code and expiration date changed



CUSTOMER ROUTE R001 RJAA TO RKSS AAAA ID AND PASSWORD LAST CHANGED 31/12/06 LAST USED

GROUP 3 18/01/07

ROUTE INPUTS J,HME,D,KCC,KPO// CPT

LAT

LONG

A/W

MCS

DIST

001

HME

3532.8

-13946.6

SID

254.0

0054

002

KCC

3515.7

-13655.1

..

270.1

0141

003

JEC

3531.7

-13306.0

V26

282.3

0188

004

SAPRA

3549.3

-13043.6

G585

286.4

0017

005

KPO

3558.5

-12928.5

G585

286.4

0062

006

REBIT

3646.5

-12804.0

G585

312.5

0083

007

KALMA

3718.2

-12707.1

G585

312.6

0055

008

SEL

3724.7

-12655.9

G585

312.6

0012

009

RKSS

3733.3

-12648.0

STAR

332.6

0035


Displaying a Customer Route Database File Example: 01 OPTIONS RT,PRI,KSEA,KLAX/R001


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CUSTOMER ROUTE R001

KSEA TO KLAX

GROUP 1

LAST USED

10/02/07

AAAA ID AND PASSWORD LAST CHANGED 15/12/06 ROUTE INPUTS J,FIM--V107 SADDE CPT

LAT

LONG

A/W

MCS

DIST

001

BTG

4544.9

12235.4

VECTOR

166.7

0103

002

LMT

4209.2

12143.6

J189

151.9

0219

003

LIN

3804.5

12100.2

J189

155.5

0246

004

AVE

3538.8

11958.7

J189

145.7

0154

005

FIM

3421.4

11852.8

J1

130.6

0066

006

GINNA

3413.4

11849.9

V107

148.9

0009

007

SADDE

3402.3

11845.8

V107

149.0

0012

008

KLAX

3356.5

11824.4

..

094.9

0019


Renaming a Customer Route Database File Example: 01 OPTIONS RT,RN,RJAA,RKSI/01W/001R

ROUTE

01W FROM RJAA TO RKSS HAS BEEN RENAMED 001R


Deleting a Customer Route Database File Example: 01 OPTIONS RT,DEL,RJAA,RKSI/001R

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1 ROUTE(S) DELETED END OF JEPPESEN DATAPLAN REQUEST NO.

5070

Displaying a Route Proof of All Files Example: 01 OPTIONS RT,RP,CYVR,RKSI/ALL

R33 CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 EHM..OZZIE R580 OATIS ATS SNAIL OTR3 GOC W18 KCC V26 JEC G585 SEL STAR RKSS DIST 4860NM R580 CYVR..YZT TRK17 GUPEY G585 FOXES G469 ORDON R580 OATIS ATS KETAR OTR10 CVC..KCC V26 JEC G585 SEL STAR RKSS DIST 4850NM S001 CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 OYSTA R580 OATIS ATS SNAIL OTR3 GOC W18 KCC V26 JEC G585 SEL STAR RKSS DIST 4827NM

Displaying a Route Proof of a Specific File Example: 01 OPTIONS RT,RP,KSFO,RKSI/R001

KSFO VECTOR ENI D FOT C1416 DAASH B453 KATCH B327 NUKKS R220 NOGAR V51 GTC V30 JEC G585 SEL STAR RKSS END OF JEPPESEN DATAPLAN REQUEST NO. 5074


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Displaying a Summary of All Airports in Customer Route Database Example: 01 OPTIONS RT,SUM

SUMMARY OF AIRPORTS IN ROUTE FILE AAAA ID AND PASSWORD KLAX KSEA KSFO OMSJ RJAA RKSS VABB 13 ROUTES ARE STORED UNDER THIS ID END OF JEPPESEN DATAPLAN

Displaying a Summary of All Stored Routes in Customer Route Database Example: 01 OPTIONS RT,SUM/ALL

21/01/07 SUMMARY OF ALL TRACKS

PAGE 01

AAAA ID AND PASSWORD POD KLAX KLAX KSEA KSFO KSFO VABB

POA KSEA KSEA KLAX RKSS RKSS OMSJ

TOTAL

6

TRK# R001 R002 R001 A001 A002 001

GROUP G S 1 1 1 A

GEN/CHG 15/01/07 15/01/07 15/01/07 16/01/07 16/01/07 17/01/07

LAST USED 20/01/07 19/01/07 20/01/07 19/01/07 20/01/07 20/01/07

EXPIRES 31/12/11 31/12/11 31/12/11 31/06/08 31/06/08 31/12/10


Displaying a Summary of All Stored Routes To/From an Airport Example: 01 OPTIONS RT,SUM,KSEA

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21/01/07 SUMMARY OF ALL TRACKS FROM OR TO KSEA

PAGE 01

AAAA ID AND PASSWORD POD KLAX KLAX KSEA

POA KSEA KSEA KLAX

TOTAL

3

TRK# R001 R002 R001

GROUP G S 1

GEN/CHG 15/01/07 15/01/07 15/01/07

LAST USED 20/01/07 19/01/07 20/01/07

EXPIRES 31/12/11 31/12/11 31/12/11


Displaying a Summary of All Stored Routes Between Two Airports Example: 01 OPTIONS RT,SUM,KSFO,RKSI

21/01/07 SUMMARY OF ALL TRACKS

PAGE 01 KSFO TO RKSS

AAAA ID AND PASSWORD POD KSFO KSFO

POA RKSS RKSS

TOTAL

2

TRK# A001 A002

GROUP 1 1

GEN/CHG 16/01/07 16/01/07

LAST USED 19/01/07 20/01/07

EXPIRES 31/06/08 31/06/08



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Flight Plan Application Illustrated below are five examples showing different ways to enter a route database file on the Route command line of your flight plan request.

NOTE If the “Default Route String” customer preference is set and the user enters a blank input on the Route command line, the route selector first looks for any ATC preferred routes. If there are none, it then searches for stored Customer Route Database routes. Finally, if there are no stored routes, JetPlan optimizes a route. Contact your Jeppesen account manager for details on this preference setting.

Example: Explanation: This input considers all route files that contain the same POD and POA identifiers as entered in the flight plan request. 06 ROUTE RT/ALL

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C HAPTER 39

Route Constraint Database

Route Constraint Database About the Route Constraint Database

About the Route Constraint Database The Customer Route Constraint Database supports the concept of fleet-dependent routing, which means that the system qualifies usable routes based on an aircraft’s equipment or navigational capabilities. An airline can choose to restrict certain routes to particular aircraft in its fleet, unless an aircraft has the necessary equipment or certifications to fly the route. The Route Constraint Database lets you create and maintain records of customer-specific information that defines a stored (or replacement) route and the aircraft characteristics required to use the route. Used in conjunction with both the Customer Aircraft Database (CADB) and the Customer Route Database (CRDB), the Route Constraint Database lets you identify, for any given CADB record, the existence of data that potentially affects the qualification of a route. You can find the qualifying parameters in the “Equipment” and “Certified” sections of your CADB records. The following table lists these parameters. Table 39-1

Qualifying Parameters in the CADB

On-Board Equipment

Certification Stamps

Number VHF radios (VR)

Overwater Certification (OW)

Number HF radios (HR)

MNPS Certification (ME)

Dual ADF Equipped (DA)

RVSM Certification (RV)

Dual INS Equipped (DI)

RNP Certification (RP)

RNAV Equipped (RE) FMS Equipped (FM) OMEGA Equipped (OM) GPS Equipped (GP) TCAS Equipped (TE)

As stated above, the Route Constraint Database enables you to automatically identify for any given tail-number (CADB record) the existence of data that potentially affects the qualification of your route input. If the aircraft type does not qualify based on its equipment or certifications, your route input is either replaced with the constraining route found in the Route Constraint Database (in the case of random route optimization) or is prevented from using a particular canned route (in the case of a canned route optimization—for example, RT/ALL) for the specified airport pair. These options are explained in more detail in the following sections.


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Canned Route Optimization Versus Random Route Optimization The Route Constraint Database enables you to identify two types of route constraint options for a given airport pair. The first option, known as canned route optimization, puts constraints on stored routes in the CRDB. When JetPlan receives an RT/ALL input or something similar, the system checks the Route Constraint Database for the appropriate records. If there is a match with the airport pair, aircraft type, and the use of a canned route record, the system performs a check against the CADB to verify presence of the necessary equipment or certifications. If all qualifications are satisfied, the Route Constraint Database is dismissed, and the system selects the optimum route record from the CRDB. However, if a qualification is not satisfied, the canned route specified in the Route Constraint Database record (for example, RT01) is omitted from the list of available and applicable CRDB records. The system then selects the optimum route record from the CRDB, minus the constrained canned route (RT01). The second option, known as random route optimization, puts constraints on routes other than those found in the CRDB. The random route method is performed using either a Customer Restricted Area Database entry or a user-specified route input, or a combination of the two. In this case, when a qualification is not satisfied, the route (or restricted area) stored in the Route Constraint Database is applied as an override to whatever route input you entered in the flight plan request. Both of these constraint options are stored as individual records, with basically the same information. The difference between the records lies in the applicability of certain fields. The Customer Route name field does not apply to a random route constraint record, while the restricted area name and substitute route (Route command line input) fields do not apply to a canned route constraint record.

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Route Constraint Records The examples in this section include constraint records for the canned route option and the random route option. In addition, the random route option breaks down into three different examples: one with the substitute route by itself, one with the restricted area by itself, and one with both.

Canned Route Optimization Example: • Generic aircraft type: 472C • POD: KSFO • POA: RJAA • Customer route name: RT123 (stored route from the CRDB) Required aircraft characteristics: • Number of HF radios: 1 • Number of VHF radios: 2 • DUAL ADF: Y • DUAL INS: Y • FMS: N • GPS: N • OMEGA: N • RNAV: Y • TCAS: N • MNPS: N • RVSM: N • OWTR: Y • Restricted area name: Not applicable (NA) • Substitute Route command line entry (Question 6) input: NA Note that the restricted area name and substitute Route command line input fields are not applicable since this is an example of a stored route (or canned) constraint record.


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The example record applies to any flight plan with the specified POD and POA (KSFO and RJAA), a routing input of RT/ALL, or a variation or RT/ALL, and an aircraft with the 472C as its generic type. If all three factors are satisfied, the record is further evaluated to determine whether to apply a route constraint. This involves cross checking the individual characteristics of the selected customer aircraft against the required aircraft characteristics found in the constraint record. In this case, the required aircraft characteristics are the following: • Number of HF radios: 1 • Number of VHF radios: 2 • DUAL ADF: Yes • DUAL INS: Yes • RNAV: Yes • OWTR: Yes If the selected customer aircraft does not possess all of the defined characteristics shown above, then the route constraint is automatically applied. In this case, the route constraint is the elimination of customer route RT123 from consideration in the RT/ALL optimization request. It does not matter what the selected customer aircraft settings are for the parameters FMS, GPS, OMEGA, RNAV, TCAS, MNPS or RVSM. These are set to No in the record, making them irrelevant characteristics.

Random Route Optimization (Route Only) Example: • Generic aircraft type: 472C • POD: KSFO • POA: RJAA • Customer route name: NA Required aircraft characteristics: • Number of HF radios: 1 • Number of VHF radios: 2 • DUAL ADF: N

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• DUAL INS: N • FMS: N • GPS: Y • OMEGA: N • RNAV: N • TCAS: N • MNPS: N • RVSM: N • OWTR: Y • Restricted area name: No entry • Substitute Route command line entry (Question 6) input: J,ABC Because this is an example of a user-specified route constraint record, the customer route name is labeled not applicable. Also, this example omits a restricted area name entry. The record applies to any flight plan with the specified POD and POA, a routing input of anything other than RT/ALL (or a variation of RT/ALL) and an aircraft with the 472C as its generic type. If all three of these factors are satisfied, the record is further evaluated to determine whether to apply a route constraint. The selected customer aircraft is cross-checked against the required aircraft characteristics found in the constraint record. In this case, the required aircraft characteristics are the following: • Number of HF radios: 1 • Number of VHF radios: 2 • GPS: Yes • OWTR: Yes If the selected customer aircraft does not possess all of the defined characteristics, the route constraint is automatically applied. In this case, the route constraint is the input J,ABC, which replaces whatever you entered as the route input.

Random Route Optimization (Restricted Area Only) Example: • Generic aircraft type: 472C


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• POD: KSFO • POA: RJAA • Customer route name: NA Required aircraft characteristics: • Number of HF radios: 1 • Number of VHF radios: 2 • DUAL ADF: N • DUAL INS: N • FMS: N • GPS: N • OMEGA: N • RNAV: Y • TCAS: N • MNPS: N • RVSM: N • OWTR: Y • Restricted area name: XAREA1 • Substitute Route command line entry (Question 6) input: No entry Again, the customer route name is not applicable and the substitute Question 6 input field is left empty in this example. The record applies to any flight plan with the specified POD and POA, a routing input of anything other than RT/ALL (or a variation of RT/ALL), and an aircraft with the 472C as its generic type. If all three of these factors are satisfied, the record is further evaluated to determine whether to apply a route constraint. In this case, the required aircraft characteristics are the following: • Number of HF radios: 1 • Number of VHF radios: 2 • RNAV: Yes • OWTR: Yes

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If the selected customer aircraft does not possess all of the defined characteristics, then the route constraint is automatically applied. In this case, the route constraint is the activation of the customer-restricted area XAREA. This has the same affect as specifying a customerrestricted area manually.

Random Route Optimization (Route & Restricted Area) Example: • Generic aircraft type: 472C • POD: KSFO • POA: RJAA • Customer route name: NA Required aircraft characteristics: • Number of HF radios: 1 • Number of VHF radios: 2 • DUAL ADF: N • DUAL INS: N • FMS: N • GPS: Y • OMEGA: N • RNAV: Y • TCAS: N • MNPS: N • RVSM: N • OWTR: Y • Restricted area name: XAREA1 • Substitute Route command line entry (Question 6): J,XYZ This record applies to any flight plan with the specified POD and POA, a routing input of anything other than RT/ALL, and an aircraft with the 472C as its generic type. If all three of these factors are satisfied, the record is further evaluated to determine whether to apply a route constraint.


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In this case, the required aircraft characteristics are the following: • Number of HF radios: 1 • Number of VHF radios: 2 • GPS: Yes • RNAV: Yes • OWTR: Yes If the aircraft does not meet the criteria, the route constraint is automatically applied. In this case, the route constraint involves the substitution of J,XYZ for your route input and the activation of the restricted area XAREA1.

NOTE You can use the canned route optimization option to create multiple constraint records for a given combination of POD, POA, and generic aircraft type, as long as each customer route name is unique. Conversely, you can use the random route optimization choice to create only one constraint record of that type for a given combination of POD, POA, and aircraft. Thus, if you created a Route Constraint Database based on the above examples, the first example could be loaded in coordination with the second, third, or fourth examples. However, the second, third, and fourth examples could not be combined for a given airport pair and generic aircraft type. These examples are mutually exclusive entries.

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Route Constraint Database Database Parameters

Database Parameters The following table lists the parameters that can be set in the Route Constraint Database. These parameters appear as options on the Route Constraint Database pages in JetPlan.com. As you perform database tasks, consult this table for information.


Table 39-2

Route Constraint Database Parameters

Parameter

Description

POD

ICAO or IATA airport identifier

POA

ICAO or IATA airport identifier

A/C Type

Generic aircraft identifier

xxxx Override OVR

Database Override Flag. Enables you to ignore and override the application of the Route Constraint Database. Input value: Yes or No

On-Board Equipment Parameters NOTE The following parameters can be entered with a (Y)es or (N)o value. If the parameter is entered on the command line without a value, JetPlan assumes you are setting the value to (Y)es by default. The equal sign following the parameters is optional.

VHF Radios

Very high frequency radios

VHF=x

Input value: The number of radios on board the aircraft

HF Radios

High frequency radios

HF=x

Input value: The number of radios on board the aircraft

Dual ADF

Dual ADF equipped

ADF=x


Dual INS

Dual INS equipped

INS=x


RNAV

RNAV equipped

RNAV=x



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Route Constraint Database Database Parameters

Table 39-2

Route Constraint Database Parameters (continued)

Parameter

Description

FMS

FMS equipped

FMS=x


OMEGA

OMEGA equipped

OMEGA=x


GPS

GPS equipped

GPS=x


TCAS

TCAS equipped

TCAS=x


Certification Stamps MNPS

MNPS certification

MNPS=x


Overwater

Overwater certification

OWTR=x


RVSM

RVSM certification

RVSM=x


COST=x,yyy

Cost and Currency Input values: The x value is a cost and the yyy value is a currency. The comma between the two is required.

Canned Route Optimization Parameter Route Name

Customer Route database record name

yyyy

NOTE If no CRDB file is used, then leave the field empty by entering two commas in a row.

Random Route Optimization Parameters Restricted Area Name

Restricted Area

RST=xxxx

Input value: The record name (8-character maximum)

Route Input

Route input. This input must be the last entry in the command.

Q6=Text

Input value: No more than 52 characters of route input.

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Route Constraint Database Database Management


Using JetPlan to Manage the Database To make the Route Constraint Database a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. The Route Constraint Database access command is RTC, and it is entered on the Options command line. Any attempt to affect or reference the information in the database must begin with this command.

NOTE Help instructions on how to build or maintain the Route Constraint Database are available by entering RTC,HELP on the Options command line.

The access command always precedes a command function. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. Two categories of command functions are available when accessing the Route Constraint database. These functional categories are listed below with the specific commands.


File Display • SUM – Displays a list of records (by POD/POA) • PRI – Displays the contents of the record or records specified


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Route Constraint Database Commands The Route Constraint command functions are divided into two categories: file maintenance and file display. This section describes each command function.


Route Constraint Database File Maintenance Commands

Command

Description

RTC,SAV

The SAV command enables you to create a new record of information in the database. Specify the POD, POA, and aircraft type as the elements that define the file, and include any parameter applicable for implementing a route constraint. To build a Route Constraint Database record, define one or more route constraints that can be applied automatically when the selected aircraft is lacking specific characteristics (for example, missing certain equipment or certifications). A record in the database contains the following information: • POD • POA • Generic aircraft type • Customer route database record name • Required aircraft characteristics (equipment and certifications) • Constraint type (1/rte only, 2/restricted area only, 3/both) • Override flag • Restricted area record name • Substitute Question 6 input EXAMPLE: 01 OPTIONS RTC,SAV,POD,POA,XXXX,YYYY,K1,K2

– or – 01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2 01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2

Where: • RTC is the Customer Route Constraint Database access command.

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Table 39-3 Command RTC,SAV (continued)

Route Constraint Database File Maintenance Commands (continued) Description • SAV is the Save function. Other commands such as CHG, DEL, PRI, and SUM follow the RTC access command when you want to apply those functions. • POD is the ICAO or IATA airport identifier. • POA is the ICAO or IATA airport identifier. • XXXX is the Generic aircraft identifier. • YYYY is the Customer Route database record name. NOTE If no CRDB file is used, then leave the field empty by entering two commas in a row.

• K1,K2 is the Constraint parameters and associated inputs. See “Database Parameters” on page 1045. The remaining parameters can be entered with a (Y)es or (N)o value. If the parameter is entered without a value, JetPlan assumes you are setting the value to (Y)es by default. RTC,CHG

The CHG command enables you to modify or update a previously created database record. The command is entered in the same manner as the SAV command. You can add new settings to the record or change previously stored settings to new values in the record. EXAMPLE: 01 OPTIONS RTC,CHG,KSFO,RJAA,472C,RST=XNPAC

RTC,DEL

The DEL command enables you to remove a record, or records in several different ways. EXAMPLE: Explanation: Delete a specific record. 01 OPTIONS RTC,DEL,POD,POA,ACTYPE,RTE

EXAMPLE: Explanation: If no CRDB file is stored, delete by POD/POA/ACTYPE combination. 01 OPTIONS RTC,DEL,POD,POA,ACTYPE

EXAMPLE: Explanation: Delete all records for a given aircraft type. 01 OPTIONS RTC,DEL,POD,POA,ACTYPE,$ALL

EXAMPLE: Explanation: Delete by POD/POA combination. 01 OPTIONS RTC,DEL,POD,POA

EXAMPLE: Explanation: Delete by POD (or POA). 01 OPTIONS RTC,DEL,POD

NOTE If all records need to be deleted, contact Jeppesen Customer Service.


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Route Constraint Database File Display Commands

Command

Description

RTC,SUM

The SUM command provides a list of all records requested. EXAMPLE: Explanation: Display a list of all records. 01 OPTIONS RTC,SUM

EXAMPLE: Explanation: Display a list of all records that includes the specified POD. 01 OPTIONS RTC,SUM,POD

EXAMPLE: Explanation: Display a list of all records that includes the specified POD/POA combination. 01 OPTIONS RTC,SUM,POD,POA

RTC,PRI

The PRI command displays the entire contents of a record or records. It includes every parameter and value stored within the record. EXAMPLE: Explanation: Print a complete record for every file stored in the Route Constraint Database. 01 OPTIONS RTC,PRI

EXAMPLE: Explanation: Print a complete record for every file stored in the Route Constraint Database with the specified POD. 01 OPTIONS RTC,PRI,POD

EXAMPLE: Explanation: Print a complete record for every file stored in the Route Constraint Database with the specified POD/POA combination. 01 OPTIONS RTC,PRI,POD,POA

EXAMPLE: Explanation: Print a complete record for every file stored in the Route Constraint Database with the specified POD/POA/AC type combination. 01 OPTIONS RTC,PRI,POD,POA,ACTYPE

EXAMPLE: Explanation: Print a complete record for every file stored in the Route Constraint Database with the specified POD/POA/AC type combination and the specified CRDB file name. 01 OPTIONS RTC,PRI,POD,POA,ACTYPE,RTE

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Route Constraint Database Flight Plan Application

Flight Plan Application Whether route constraints are applied to a flight plan or not depends entirely on the existence of data stored in the Route Constraint Database. If the Route Constraint Database exists, then the function of comparing and matching stored information with flight plan inputs occurs automatically. You do not explicitly request this application. A comparison is made between the stored data and the data entered in the flight plan request. If the combination of POD, POA, and generic aircraft matches the flight plan's inputs, and the stored characteristics of the aircraft do not, then a constraint is applied to the routing. If a flight plan’s route inputs are substituted for the route inputs found in the Route Constraint Database, the substitute inputs are not stored in the P file. The P file is a storage area on the JetPlan computer where the day's requests are held temporarily for recall convenience. By not storing the request with the constraint record's substitute route inputs, you can recall the flight plan and insert a customer aircraft that may not be subjected to the route constraint. The same rule applies when the activation of a restricted area is forced by an entry in the Route Constraint Database. If you recall the flight plan, the constraint record's restricted area is not included. Also, it is important to keep in mind that the canned route and random route type of route constraints are mutually exclusive. In other words, a route substitution or restricted area activation can never occur for flight plans where your routing input is RT/ALL; only canned route constraints can apply.

Precedence and Overrides A route constraint is applied to a flight plan based on data stored in the applicable route constraint record. If the constraint record includes a Restricted Area database file, then the constraint record takes precedence over your explicitly specified restricted area named on the flight plan request. For example, suppose you specify the Restricted Area database file, XOPN, on a flight plan request. However, a Route Constraint Database record is applied to the plan request, and the aircraft in the flight plan does not pass all of the requirements necessary for the flight plan to proceed; hence a stored Restricted Area database file within the Route Constraint Database record, XAREA5, is activated. In this case, the Restricted Area database record (XAREA5) would take precedence over XOPN. It is possible to override the application of route constraints by answering Y(es) to the Override Flag parameter (OVR). If OVR=Y, you can explicitly prevent the application of a record's route constraints. If OVR is set to N, then no explicit override is possible.


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Route Constraint Database Flight Plan Application

An explicit override is specified by entering NRTC on the Options command line. EXAMPLE: 01 OPTIONS FP,SP,NRTC

This input prevents the application of route constraints, regardless of the characteristics of the selected customer aircraft.

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C HAPTER 40

Scenario Database

Scenario Database About the Scenario Database

About the Scenario Database The Scenario Database is intended to be used in conjunction with Optimal Scenario Analysis (OSA or 4D) planning and lets you repeat OSA flight plans quickly and easily. You can use the Scenario Database to store flight plan input variations for routing, area restrictions, and other airway limitations that are used in 4D planning to provide other flight possibilities. The system compares the computed differences, evaluates them for time, distance, or cost, and returns the optimum results. When using the Scenario Database, be aware of the following conditions: • Only 4D flight plans use Scenario Database records. • The generic aircraft name must match during OSA flight plan computations, or the record is ignored. • Only the first non-blank secondary format is used, even though each Scenario Database record can have its own secondary format. • During scenario optimization, only valid inputs are used. A Scenario Database record that has invalid inputs stored is skipped, and the final output does not indicate a problem with the inputs exists. • Answering the Restricted Area command line or the Route command line prompt with a blank results in the initial inputs being used. Type NONE on the Restricted Area command line if a non-restricted area plan is desired.


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Scenario Database Database Parameters

Database Parameters The following table lists the parameters in the Scenario Database. These parameters appear as options on the Scenario Database pages in JetPlan.com. As you perform Scenario Database tasks, consult this table for information.

NOTE JetPlan.com is the recommended interface for customer database maintenance. The table below lists JetPlan database codes under the associated parameter names.

Table 40-1

Scenario Database Parameters

Parameter

Description

Scenario Name

This parameter allows you to enter a name for the new scenario record. Input value: Up to 12 alphanumeric characters

POD

This parameter defines the point of departure for the scenario. Input value: IATA or ICAO code

POA

This parameter defines the point of arrival for the scenario. Input value: IATA or ICAO code

Optimization Type (F – Trajectory Optimized RAD Compliant Route Selection)

NOTE The Trajectory Optimized RAD Compliant Route Selection option is not used with 4D Airspace Avoidance (CCAA).

This parameter defines the optimization type used by the scenario: • Enhanced lateral route selection (VBBR) –This option is not currently used. • Trajectory Optimized RAD Compliant Route Selection – This parameter invokes a new route selector that is designed to be fully compliant with Euro RAD rules, CDRs and other fourdimensional conditional routing schemes imposed in Europe and other parts of the world. For information on ERAD, see the “Route Commands” chapter in the JetPlan User Manual. • None – None of the above optimization types applies.

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Table 40-1

Scenario Database Parameters (continued)

Parameter

Description

Customer Controlled Avoid/Alert (CCAA):

NOTE 4D Airspace Avoidance (CCAA) is not used with the following Optimization Type: Trajectory Optimized RAD Compliant Route Selection.

(CCAA)

This parameter invokes 4D Avoid and Alert (CCAA/CCAAN) functionality. Input options: • 4D Airspace Avoidance – Invokes 4D Avoid (CCAA) functionality, which instructs JetPlan to avoid avoid-level Special Use Airspaces (SUAs), user-defined airspaces, or Jeppesen turbulence airspaces when determining an optimum route and profile. JetPlan allows “notify-level” SUAs, user-defined airspaces, or Jeppesen turbulence airspaces to be traversed by the optimum route and profile, but alerts must be posted for each such traversal. • 4D Airspace Alerting – Invokes 4D Alert (CCAAN) functionality, which instructs JetPlan to allow transversal of “avoid” and “notify-level” Special Use Airspaces (SUAs), user-defined airspaces, or Jeppesen turbulence airspaces when determining an optimum route and profile. Alerts must be posted for each such traversal. Alerts for traversal of avoid-level SUAs, user-defined airspaces, or Jeppesen turbulence airspaces must be distinguishable from alerts for traversal of notify-level SUAs, user-defined airspaces, or Jeppesen turbulence airspaces. • None – Ensures JetPlan does not invoke 4D Avoid and/or Alert (CCAA/CCAAN) functionality. NOTE For additional information, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Use fine grid for 4D airspace avoidance (CCAAF)

When this option is selected together with the CCAA option, the system uses a finer latitude/longitude grid for avoidance of “avoid-level” airspaces when “D” routing has been specified on the flight plan. NOTE For additional information, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Input options: Yes/No


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Table 40-1


Parameter

Description

Pre-qualify optimized route as needing 4D airspace avoidance

NOTE This parameter is not used with the following Optimization Type: Trajectory Optimized RAD Compliant Route Selection.

(CCAAQ)

When this option is selected together with the CCAA option, the system computes the route from the POA to the POD, looking for any avoid-level SUA, userdefined, or Jeppesen turbulence airspace incursions. If such an incursion occurs, the system automatically reruns the flight plan as a CCAA plan. NOTE For additional information, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Input options: Yes/No Produce error if route selection fails due to 4D airspaces (AVDERR)


When this option is selected together with the CCAA option, JetPlan alerts the user when JetPlan cannot find a valid route due to incursions of avoid-level SUAs and/or user-defined airspaces, and/or Jeppesen turbulence airspaces. The system also lists the specific route segment and airspace name for each incursion. NOTE For additional information, see the “4D Avoid and Alert Restrictive Airspaces” chapter in the JetPlan User Manual.

Input options: Yes/No

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Table 40-1


Parameter

Description

Suppress airspace incursion alerts

Invokes CCAA/CCAAN functionality with specific exceptions.

(EXSS: Suppress when on a SID or a STAR) (EXCD: Suppress on segments prior to TOC or after TOD)

Input options are: • When on a SID or STAR – When this option is selected together with the CCAA or CCAAN option, standard CCAA and CCAAN functionality applies except that alerts for traversal of SUAs are suppressed for any segment that is part of a SID or STAR. • On segments prior to TOC or after TOD – When this option is selected together with the CCAA or CCAAN option, segments that start before Top of Climb (TOC) or end after Top of Descent (TOD) are not checked for incursions of Generic Restrictive Airspaces. • Never – Ensures that JetPlan does not suppress airspace alerts for incursions of SIDS and STARS or on segments prior to TOC or after TOD.

Information Only – Does not affect flight plan ranking (INFO)

Indicates the plan should not be selected as the best plan as the results are for information purposes only. Input values: Yes/No

Millibar levels – Max 9, comma separated (MB/xxx[,xxx])

NOTE This parameter is not used with the Optimization Type options (see above).

This parameter allows you to specify Millibar (MB) levels for the scenario. Input value: Maximum of nine comma-separated MB entries in following format: xxx,xxx,xxx. Profile

This parameter allows you to enter a flight profile.

(PRF)

Input value: Valid flight rule and altitude control entry. Example: I,100,400 NOTE For additional information, see the “Profile Commands” chapter in the JetPlan User Manual. NOTE This value is only used if the route does not begin with RT/.


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Table 40-1


Parameter

Description

RAD Ignore

NOTE This parameter is applicable only when the Trajectory Optimized RAD Compliant Route Selection Optimization Type option has been selected.

This parameter allows you to instruct JetPlan to ignore specific European Route Availability Document (ERAD) rules for this scenario. Input value: Name of rule(s) to ignore. Example: EHAM1002B EFAKE Secondary format (FMT)

This parameter allows you to enter the name of a secondary format. Input value: Format name, up to four alphanumeric characters

Allow time restricted airways (AX/NX)

This parameter controls the use of time-restricted airways. When the parameter is set to Yes, timerestricted airways are allowed. When the parameter is set to No, time-restricted airways are not allowed. Input values: Yes/No

Use national route program (NRP/NONRP)


This parameter controls the use of National Route Program (NRP) routing. When the parameter is set to Yes, use of NRP is allowed. When the parameter is set to No, use of NRP is not allowed. Input values: Yes/No Tanker flight plan (TKR)

When set to Yes, this parameter defines the scenario as a tanker flight plan and allows for these additional input values: • Generic Aircraft – Up to four alphanumeric characters. Example: 777A • Payload – Up to six digits • Departure Weight – Up to six digits • Reserve Fuel – Up to six digits Input values: Yes/No

Restricted area name (RTDB)

NOTE This parameter is not used with the Optimization Type options (see above).

This parameter allows you to specify a Customer Route Database record for the route. The route is recomputed using this route. Input value: Name of database record

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Table 40-1 Parameter Route Input

Scenario Database Parameters (continued) Description This parameter allows you to enter a route string. Input value: Up to 480 characters NOTE For information on route syntax, see the “Route Commands” chapter in the JetPlan User Manual.


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Scenario Database Database Management


Using JetPlan to Manage the Database To use the Scenario Database when flight planning, you must first create records in the database. To do this, you need to access the database. In the JetPlan command-line interface the Scenario Database access command is SDB, and it is entered on the Options command line. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database.


File Display • PRI – Displays a record

Scenario Database Commands The Scenario Database function commands are divided into two categories: file maintenance and file display. This section describes each function command.

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Scenario Database File Maintenance Commands

Command

Description

SDB,SAV

The create and save command SDB,SAV provides the means for initially building and storing a new Scenario Database record. Specify the airports (POD and POA), the file name, and the options to be included in the record. EXAMPLE: 01 OPTIONS SDB,SAV,KLAX,RKSO,LAXKSO,AX 05 RESTRICTED AREA XIR=UHPP 06 ROUTE J/P/J,KCC 20 COMPUTING 19978 SCENARIO SAVED END OF JEPPESEN DATAPLAN REQUEST NO. 19978

SDB,CHG

The modify command SDB,CHG provides the ability to affect changes on SDB records that already exist. EXAMPLE: 01 OPTIONS SDB,CHG,KLAX,RKSO,LAXKSO,NX 05 RESTRICTED AREA 06 ROUTE GO 20 COMPUTING 19980 SCENARIO SAVED END OF JEPPESEN DATAPLAN REQUEST NO. 19980


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Table 40-2

Scenario Database File Maintenance Commands (continued)

Command

Description

SDB,DEL

The delete command SDB,DEL may be applied to individual records, to multiple records (using wild card entries), or to the entire database. EXAMPLE: Explanation: This input deletes the matching record. 01 OPTIONS SDB,DEL,KLAX,RKSO,LAXKSO

EXAMPLE: Explanation: This input deletes all records with matching POD and POA. 01 OPTIONS SDB,DEL,KLAX,RKSO,$

EXAMPLE: Explanation: This input deletes all entries with matching POD’s, no matter what the POA or name of the SDB record is. 01 OPTIONS SDB,DEL,KLAX,$,$

EXAMPLE: Explanation: This input deletes all entries with matching POA. 01 OPTIONS SDB,DEL,$,RKSO,$

EXAMPLE: Explanation: This input deletes all entries with matching names. 01 OPTIONS SDB,DEL,$,$,LAXKSO

EXAMPLE: Explanation: This input deletes all entries in the SDB. 01 OPTIONS SDB,DEL,ALL

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File Display Commands File display commands enable you to view stored information in the database. An explanation and example of each display command is shown in the following table. Table 40-3 Scenario Database File Display Commands Command

Description

SDB,PRI

The print command SDB,PRI is the only output display command available. However, all of the options are the same as the delete command. When displaying the records, the route inputs are displayed as well. EXAMPLE: Explanation: This input displays the matching record. 01 OPTIONS SDB,PRI,KLAX,RKSO,LAXKSO

EXAMPLE: Explanation: This input displays all records with matching POD and POA. 01 OPTIONS SDB,PRI,KLAX,RKSO,$

EXAMPLE: Explanation: This input displays all entries with matching POD’s, no matter what the POA or name of the SDB record is. 01 OPTIONS SDB,PRI,KLAX,$,$

EXAMPLE: Explanation: This input displays all entries with matching POA. 01 OPTIONS SDB,PRI,$,RKSO,$

EXAMPLE: Explanation: This input displays all entries with matching names. 01 OPTIONS SDB,PRI,$,$,LAXKSO

EXAMPLE: Explanation: This input displays all entries in the SDB. 01 OPTIONS SDB,PRI,ALL


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C HAPTER 41

Customer Schedule Database

Customer Schedule Database Overview

Overview JetPlan’s Customer Schedule Database (CSDB) provides a way to create, store, and maintain files containing flight plan requests. It helps in the planning process by eliminating the need to repeatedly re-enter the required and optional inputs of standard flight plan requests. The files you create can save you valuable planning time for those flights that are out of the ordinary. The CSDB allows you to create a flight plan request in the same manner that you normally would using JetPlan. However, instead of immediately submitting the request for computation, you store it in the database for use at another time. This is particularly useful for flights that are repeated on a regular basis. With the CSDB, you can store completed or partially completed flight plan requests. You can defer those inputs that may be variable or currently unknown, and enter them when known or at the time that you submit the file to compute the flight plan.

NOTE The CSDB is intended to relieve you from the monotony of repeated inputs. However, Jeppesen recommends that you have a firm understanding of the JetPlan request set (those inputs that create a flight plan request) before you use the CSDB.


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Customer Schedule Database Interaction Between the CSDB and the Customer Aircraft Database

Interaction Between the CSDB and the Customer Aircraft Database The CSDB interacts with the Customer Aircraft Database (CADB) in certain ways with regard to biases and taxi fuel. Consider the following rules when applying CADB files to CSDB files: • Bias Rules – The following rules apply to the interaction of aircraft database biases with schedule database biases. You must observe these distinctions when storing biases in a schedule file. – When a CSDB file contains a CADB file as the aircraft type input, the CADB file bias settings override any biases built into the schedule file. This is true even when the CADB file has no bias parameters set. The mere lack of bias settings in the CADB overrides any biases stored in the CSDB file. • Taxi Fuel Rules – Departure and arrival taxi fuel values stored in a schedule file override all default taxi fuel values, including those stored in a CADB file.

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Customer Schedule Database Database Management


Using JetPlan to Manage the Database To make the CSDB a data resource for flight planning, you must first create and manage records of information in the database. To do this, you need to access the database. The CSDB access command is SC, and you enter it on the Options command line. Any attempt to affect or reference the information in the database must begin with this command. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database. The CSDB functions are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions.


File Display • PRI – Displays the content of a record • SUM – Displays a list of records (by name) A database record is referenced by its file name. A CSDB file name may be any string of alphanumeric characters that helps you identify the record. The file name may not exceed 12 characters. It typically follows the function command when performing a file maintenance action.


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CSDB Commands The CSDB functions are divided into two categories: file maintenance and file display. These commands are described below.

File Maintenance Commands File maintenance commands create, modify, and delete records in the database. An explanation and example of each maintenance command is shown in the following table. Table 41-1 Command SC,SAV

CSDB File Maintenance Commands

Description The SAV command allows you to create a new record of information in the database. Example: 01 OPTIONS SC,SAV,FILENAME

When you create a new CSDB file, you can add an expiration or effective date to the record. This allows you to set a period of usefulness for the file or defer its use for a while. All date entries must adhere to the following format: DDMMYY; where DD is the day input (01-31), MM is the month input (01-12), and YY is the year input. The expiration date input always precedes the effective date. Commas separate the two inputs. Example: 01 OPTIONS SC,SAV,FILENAME,311204,101002

If you choose to omit the expiration date, but still include an effective date, you must show the omission of the expiration date by entering consecutive commas before the effective date input. Example: 01 OPTIONS SC,SAV,FILENAME,,101002

Once the SAV command is entered, you must then enter the flight plan inputs. You can defer an input by entering the dollar symbol ($) in lieu of an actual value. The following notes apply to using the dollar symbol ($) to defer an input: • If the A/C Type command line is deferred (the dollar symbol, $, is entered in place of a Customer Aircraft Database [CADB] file), you must address those items normally provided for by a CADB file (Performance Index, Departure Bias, and Arrival Bias). How you address these items is up to you. You can enter values or defer the answers to these items to a later time. • If an A/C Type value is entered (a CADB file is specified) and a Payload value is entered, JetPlan requires a Reserve fuel entry (for a departure case plan) or a Max Fuel entry (for an arrival case plan). You enter values for these items or defer them.

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Table 41-1 CSDB File Maintenance Commands (continued) Command

Description

SC,SAV (continued)

The following examples illustrate the creation of a CSDB file. The first two examples demonstrate the inclusion of a CADB file input for both a departure and an arrival case flight plan (note the RES and MVR inputs respectively). The last example defers the A/C Type input, meaning the information normally provided by the CADB file must now be addressed with either a valid input or the dollar symbol ($). The following is an example of inputs for a departure weight case flight plan: 01 02 03 06 07 08 09 10 11 14 16 17

OPTIONS SC,SAV,SEL-JFK,311208 POD RKSS/RJAA,TX1700 POA KJFK/PACD ROUTE J,SEL,KAE,JEC/P/J HOLD,ALTERNATE/DIST 30,KPHL ETD 0130 PROFILE C A/C TYPE/REGN $N1234 CRUISE MODE M85,M85 PAYLOAD ZW POD OR POA WT DM,I RESERVE $

The following is an example of inputs for an arrival fuel case flight plan: 01 02 03 06 07 08 09 10 11 14 16 17

OPTIONS SC,SAV,NRT-LAX,311208 POD RJAA/RJCC/PACD,TX1500 POA KLAX/PACD/KSFO ROUTE RT/ALL HOLD,ALTERNATE/DIST 30,KLAS ETD 1025 PROFILE I A/C TYPE/REGN $N1234 CRUISE MODE M85,M85 PAYLOAD 100000 POD OR POA FUEL A5000,I MAX FUEL $

The following example defers the Route, Hold, and Aircraft inputs. 01 02 03 06 07 08 09 10 12 14 16 17 18 19

OPTIONS SC,SAV,JFK-ANC,311208 POD KJFK POA PANC ROUTE $ HOLD,ALTERNATE/DIST $ ETD 0600 PROFILE I A/C TYPE/REGN $ PRFM INDEX F PAYLOAD ZW POD OR POA WT AM,I MAX FUEL $ CLIMB FUEL,TIME,DIST BIAS DESCENT FUEL,TIME,DIST BIAS


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Table 41-1

CSDB File Maintenance Commands (continued)

Command

Description

SC,CHG

The CHG command allows you to correct, amend, or update a previously created CSDB file. The command input is similar to the SAV command. Once initiated, you can re-enter each input or select the specific item to change. To select a specific item, follow these steps: 1. At the 02 POD prompt, enter the “At” symbol (@) followed by the line number of the item to be modified. JetPlan prompts that command line for your new input value. NOTE If the POD is the item that you want to change, then enter the new airport identifier. You are prompted for the next item (03 POA) after you enter the POD. You can then use the @line# method for the next item or follow the standard sequence of inputs.

2. When all changes are finalized, enter the GO command at your current command line, and JetPlan executes the modification, and stores the changes in the file. Example: Explanation: The file, SEL-LAX, is modified with new route and cruise mode input values. 01 02 06 07 11 12

SC,DEL

OPTIONS SC,CHG,SEL-LAX POD @6 ROUTE J,SEL,KAE/P/J,FIM HOLD,ALTERNATE/DIST @11 CRUISE MODE LRC,LRC PRFM INDEX GO

The DEL command allows you to remove files stored in the CSDB. To delete an individual file, enter the name of the file that you wish to delete after the SC,DEL command. Example: Explanation: Delete the schedule database file, NRT-SJC3. 01 OPTIONS SC,DEL,NRT-SJC3

To delete all files that have expired, enter the option EXP after the SC,DEL command. Example: Explanation: Delete all expired schedule files. 01 OPTIONS SC,DEL,EXP

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CSDB Database File Display Commands

Command

Description

SC,SUM

The SUM command instructs JetPlan to display various lists of information from the database, depending on the option applied. To display a list of all departure and arrival airports included in the database files stored under your ID, enter the SC,SUM command. Example: Explanation: List every airport that is either a POD or a POA in the database. The dollar symbol ($) is listed for any deferred POD or POA entries. 01 OPTIONS SC,SUM

To display a list of all schedule files available to or from a particular airport, enter the identifier of the airport of interest after the SC,SUM command. Example: Explanation: List every schedule file that has RJAA as either the POD or the POA. 01 OPTIONS SC,SUM,RJAA

To display a list of all schedule files available to or from deferred airports, enter the dollar symbol $ after the SC,SUM command. Example: Explanation: List every schedule file that has an airport deferment for either the POD or the POA. 01 OPTIONS SC,SUM,$

or 01 OPTIONS SC,SUM/ALL

To display a list of all schedule files available with a specific airport pair, enter the identifiers for the POD and POA after the SC,SUM command. Example: Explanation: List all schedule files that have VTBD as the POD and LOWW as the POA. 01 OPTIONS SC,SUM,VTBD,LOWW

SC,PRI

The function command PRI allows you to display the contents of an individual schedule file. To display the contents of a CSDB file, enter the name of the file after the SC,PRI command. Example: 01 OPTIONS SC,PRI,LAX-NRT


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Customer Schedule Database Flight Plan Application

Flight Plan Application Using a schedule file to create a computed flight plan differs from the standard method of computing a flight plan, in that the flight plan command, FP, is replaced with the schedule database access command, SC. Furthermore, to indicate this is to be a flight plan computation (rather than some database management action), you must add the function command FLT. Hence, the command to compute a flight plan using a schedule database file is SC,FLT on the Options command line. Additional inputs that define the file you wish to apply vary, depending on the file’s construction (whether deferred inputs exist or not).

Using CSDB Files (Without Deferred Inputs) To apply a schedule database file that does not contain any deferred inputs, enter the command SC,FLT followed by the name of the file that you wish to use (and any applicable options) on the Options command line. Example: Explanation: Compute a flight plan using the CSDB file, TRIP313. This example includes a crew name option, identifying the flight’s captain. 01 OPTIONS SC,FLT,TRIP313,CPT/M. JONES

Using CSDB Files (With Deferred Inputs) To apply a schedule database file that contains one or more deferred inputs, enter the command SC,FLT followed by the name of the file that you wish to use (and any applicable options) on the Options command line. Once you enter the command, you must then enter values for the items that were deferred in the schedule file. The following examples illustrate flight plan requests based on schedule files with deferred input values for various input items. The deferred items must be given input values before you submit the plans for computation.

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Example: 01 OPTIONS SC,FLT,SEL-LAX,.FLT 123/15. 10 A/C TYPE/REGN $N1234 11 CRUISE MODE M84,M84 14 PAYLOAD 106000 16 POD OR POA FUEL A5000,I

Example: 01 OPTIONS SC,FLT,SEL-SFO,RC,CS/JDI123,CPT/JS JONES,.FLT 456/16. 06 ROUTE RT/ALL 10 A/C TYPE/REGN $N4321 11 CRUISE MODE M84,M84 14 PAYLOAD ZF 16 POD OR POA FUEL A0,I

Ad Hoc Restricted Area/Restricted Area Database File You can include an ad hoc restricted area input or a Customer Restricted Area Database (CRAD) file input in a CSDB flight plan by adding the option RST on the Options command line. This instructs JetPlan to expect a restricted area input on the Restricted Area command line. Example: 01 OPTIONS SC,FLT,CUN-MAD,ETOPX,RST 05 RESTRICTED AREA XNAT1

or 05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000

A CRAD file may also be entered after the RST option on the Options command line. To do this, add a slash and the file name after the RST option. Example: 01 OPTIONS SC,FLT,CUN-MAD,ETOPX,RST/XNAT1


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Overriding CRAD Files Stored in CSDB Files If you want to override the inclusion of a CRAD file stored in your schedule file, enter the option RST as the final entry of your SC,FLT command. When JetPlan prompts for a restricted area input on the Restricted Area command line, press the ENTER key. This nonentry overrides the CRAD file stored in your CSDB file. Example: 01 OPTIONS SC,FLT,NRT-LAX-R001,RST 05 RESTRICTED AREA (continue with deferred prompts, if any)

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C HAPTER 42

Coded Departure Routes Database

Coded Departure Routes Database About the Customer Coded Departure Routes (CDRs) Database

About the Customer Coded Departure Routes (CDRs) Database NOTE CDR in the context of this section refers to FAA Coded Departure Routes and not the European Conditional Routes (CDRs) used with the ERAD flight plan option. For information on ERAD, see Chapter 6, “Route Commands.”

Coded Departure Routes (CDRs) are: • Predefined alternate routes for flying between city pairs when a userpreferred route is not available due to weather or traffic constraints • Complete routes from departure to arrival, including terminal procedures The FAA maintains coded departure routes and publishes an updated list of the effective coded departure routes every 56 days. The updated list is downloaded from the FAA Route Management Tool and is validated by the JetPlan Navigation Data (NavData®) team. The downloaded coded departure routes are stored in the generic NavData Coded Departure Routes database. Each record in the Customer Coded Departure Routes database is a duplicate of a coded departure route stored in the generic NavData Coded Departure Routes database, which is replaced every 56 days. You can use the Customer Coded Departure Routes database function commands to: • Populate the Customer Coded Departure Routes database with an initial list of coded departure routes and subsequently synchronize your database with the latest revision of the FAA coded departure route data that is stored in the generic NavData database • Find and list coded departure routes by city pair • View the details of individual coded departure routes • Indicate which coded departure routes are “OK to Use” in your flight operations NOTE After you have created your initial Customer Coded Departure Route database, you need to manually reconcile it with the generic NavData Coded Departure Route database when needed. Your “OK to Use” settings are retained during reconciliation.

For more information on coded departure routes and how they are applied in flight planning, see the “Route Commands” chapter in the JetPlan User Manual.


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Coded Departure Routes Database Database Parameters

Database Parameters The following table lists the parameters that may be set in the Customer Coded Departure Routes database.These parameters appear as options on the Coded Departure Routes database pages in JetPlan.com. As you perform database tasks, consult this table for information.


Table 42-1

Customer Coded Departure Routes (CDRs) Database Parameters

Parameter

Description

FAA Code

This is the FAA-assigned 8-character coded departure route code.

FAA

Characters 1-3 are the ID of the origination airport. Characters 4-6 are the ID for the destination airport. Characters 7 and 8 are reserved for local adaptation.

Departure Airport

This is the ICAO departure airport code.

POD Arrival Airport

This is the ICAO arrival airport code.

POA Date Added ADD Date Changed CHG Effective To EXP Active ACT

This is the date that this record was added to the Customer Coded Departure Routes database. This is the date a user last changed the “OK to Use” status for this coded departure route record. This is the date to which the coded departure route is certain to be effective. It could be extended or removed after this date. This parameter indicates whether the referenced coded departure route record exists in the generic NavData Coded Departure Routes database. Values are: • A – The coded departure route record has been activated and is in effect. • E – The coded departure route record has expired and is no longer in effect.

OK to use USE

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Set to Yes (Y) to mark this coded departure route as OK to use in flight operations. Set to No (N) to indicate the coded departure route is not to be used. Changing this option updates the changed (CHG) date for the coded departure route in the database.


Coded Departure Routes Database Database Management


Using JetPlan to Manage the Database To use the Coded Departure Routes Database when flight planning, you must first create records in the database. To do this, you need to access the database. In the JetPlan commandline interface, the Coded Departure Routes Database access command is CDR, and it is entered on the Options command line. The access command always precedes a function command. Function commands are those inputs that instruct JetPlan to store, change, delete, or display information in the database.

File Maintenance • GEN – Initializes or reconciles records. • CHG – Modifies an existing record

File Display • PRI – Displays a record • KEY – Displays specific codes • TOT – Shows the count of specific records

Coded Departure Routes Database Commands The Coded Departure Route database function commands are divided into two categories: file maintenance and file display. These categories are listed below with the respective functions.


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Coded Departure Routes Database File Maintenance Commands

Command

Description

CDR,GEN

This command enables you to initialize and reconcile a Coded Departure Routes Database record.

CDR,CHG

This command enables you to change USE (“Ok to Use”) in specific records. NOTE

USE (“Ok to use”) is the only user-alterable record element in this database.

Example:

CDR,CHG[,faa],USE=x[,FLTR/opt[,...]] where faa is a full or partial FAA code, USE is “Ok to use,” and opt is any of the parameters listed in the database parameters table above. Example: Change “Ok to use” to No in all records whose FAA Code’ starts with V:

CDR,CHG,V,USE=N Example: Change “Ok to use” to No in all records whose POD is KATL and whose POA is KGNV:

CDR,CHG,USE=N,FLTR/POA=KGNV,POD=KATL

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Coded Departure Route Database File Display Commands

Command

Description

CDR,PRI

This command enables you to display specific records. Example:

CDR,PRI[,faa][,FLTR/opt[,...]] where faa is a full or partial FAA code, and opt is any of the parameters in the database parameters table above. Example: Display all records whose FAA code begins with ATL and whose “OK to use” value is No:

CDR,PRI,ATL,FLTR/USE=N Example: Display the FAA codes of all records whose POD is KATL, “OK to use” value is No, and Active flag value is Active:

CDR,KEY,FLTR/USE=N,POD=KATL,ACT=A Example: Display the count of all records whose Active flag value is Active, POA is KEGE, and Effective To date is 20.12.2013:

CDR,TOT,FLTR/ACT=A,POA=KEGE,EXP=20.12.2013 CDR,KEY

This command enables you to display specific FAA codes. Example:

CDR,KEY[,faa][,FLTR/opt[,...]] where faa is a full or partial FAA code, and opt is any of the parameters in the database parameters table above. CDR,TOT

This command shows the count of specific records. Example:

CDR,TOT[,faa][,FLTR/opt[,...]] where faa is a full or partial FAA code, and opt is any of the parameters in the database parameters table above.


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C HAPTER 43

Customer Controlled Avoid and Alert Database

Customer Controlled Avoid and Alert Database About the CCAA Database

About the CCAA Database The Customer Controlled Avoid and Alert (CCAA) database is required for the JetPlan 4D Avoid and Alert feature, which is invoked by the CCAA, CCAAN, CCAAF, ORTRKA, and ORTRKN flight plan options. The 4D Avoid and Alert feature governs JetPlan’s behavior when it is: • Determining an optimized route and vertical profile • Providing airspace incursion alerts for a user-entered route and its computed vertical profile • Providing airspace incursion alerts for a user-entered customer route and its computed vertical profile The CCAA Database allows users to create and manage records that reference pre-defined restrictive airspace records residing in several source restrictive airspace databases. The predefined restrictive airspace records contain data originating in sources such as an ARINC 424 extract, a customer-provided source, or an online electronic service (for example, organized track updates or customer or vendor-provided turbulence forecasts). For this reason, these databases are referred to as “source” restrictive airspace databases. Records in the source restrictive airspace databases are referred to as “referenced” records, and records in the CCAA Database are referred to as “referencing” records. While the CCAA Database does not allow you to alter restrictive airspace records stored in source restrictive airspace databases, you can set and modify the following two important parameters in the referencing CCAA Database records: • Avoid Level – JetPlan uses the avoidance level to determine how to treat the referenced restrictive airspace when computing a flight plan—as an Avoid or Notify airspace or as an airspace that can be ignored. • Special Customer Airspace Type (SCA Type) – The SCA Type is a unique, user-editable value. You can use the SCA Type to invoke an ad hoc override of a restrictive airspace’s avoidance level on a specific flight plan request. You can instruct JetPlan to account for generic, user-defined, Jeppesen turbulence, and FIR/UIR restrictive airspaces by specifying the CCAA, CCAAN, or CCAAF flight plan options. You can direct JetPlan to account for organized track restrictive airspaces by specifying the ORTRKA or ORTRKN flight plan options and geopolitical country restrictive airspaces by specifying the GCAA or GCAN flight plan options. For complete information on the 4D Avoid and Alert feature, as well as a full description of the CCAA Database and the various source restrictive airspace databases, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.”


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Customer Controlled Avoid and Alert Database About the CCAA Database

For information on creating and maintaining CCAA and User-Defined Restrictive Airspace database records, including specifications for all the database parameters, see the JetPlan.com Help file for the Customer Controlled Avoid and Alert Database page.

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C HAPTER 44

User-Defined Restrictive Airspace Database

User-Defined Restrictive Airspace Database About the User-Defined Restrictive Airspace Database

About the User-Defined Restrictive Airspace Database The User-Defined Restrictive Airspace Database is one of the source restrictive airspace databases referenced by the Customer Controlled Avoid and Alert (CCAA) Database. The CCAA Database is used by the JetPlan 4D Avoid and Alert feature, which governs JetPlan’s behavior when it is: • Determining an optimized route and vertical profile • Providing airspace incursion alerts for a user-entered route and its computed vertical profile • Providing airspace incursion alerts for a user-entered customer route and its computed vertical profile The CCAA Database is initially populated and subsequently updated through automatic reconciliation with several source restrictive airspace databases, including the User-Defined Restrictive Airspace Database. A customer-authorized user can use the “User-Defined Restricted Areas” options on the Customer Controlled Avoid and Alert Database page in JetPlan.com to set up restrictive airspaces and define their vertical and lateral boundaries, operational times, and avoidance levels. Once created, a user-defined restrictive airspace record is automatically referenced by a record in the CCAA Database, where the information is accessible for flight planning with the 4D Avoid and Alert flight plan options. For complete information on the 4D Avoid and Alert feature, as well as a full description of the CCAA Database and the various source restrictive airspace databases, see Chapter 5, “4D Avoid and Alert Restrictive Airspaces.” For information on creating and maintaining CCAA and User-Defined Restrictive Airspace database records, including specifications for all the database parameters, see the JetPlan.com Help file for the Customer Controlled Avoid and Alert Database page.


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C HAPTER 45

Weather Introduction

Weather Introduction Overview

Overview Jeppesen's aviation weather service provides worldwide weather information to airlines, corporate flight departments, government agencies, and individual users. The following types of weather products are available: • Text weather reports • High-resolution graphic weather maps • Worldwide infrared and visible satellite imagery • NEXRAD radar imagery Subscribers may access briefings and charts through various JetPlan user interfaces such as JetPlanner, Jeppesen Dispatch Control, and JetPlan.com or by ARINC/SITA message. Jeppesen provides you with the capability to receive, store, manipulate, and retrieve weather information so that you can tailor briefings to your specific operational requirements. Jeppesen's professional meteorologists analyze current worldwide weather information consisting of satellite imagery, radar analyses, surface and upper air weather observations, and numerical prognoses on a 24 x 7 basis to produce the most accurate weather maps possible. All of Jeppesen's weather information conforms to the recommended practices contained in ICAO Annex 3/WMO Technical Regulations, Chapter 9, and are in compliance with FAR 91, 121, and 135. Jeppesen receives text weather reports from the U.S. National Weather Service (NWS) and the U.K. Met Office. Custom forecasting is available for those locations that do not provide Terminal Forecasts over the above mentioned weather sources. This text weather information is available on a global basis. Jeppesen also uses a weather workstation and staff meteorologists to create a variety of graphic weather maps. Jeppesen receives weather information from the NWS, the U.K. Met Office, and private weather companies, allowing us to provide innovative aviation-specific weather maps. Jeppesen's meteorologists are available for consultations and verbal weather briefings 24 hours a day. If you need assistance or have any questions concerning weather data, contact our meteorology department at 1-408-963-2000 or 1-877-537-7487.


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Weather Introduction Weather Commands and Options

Weather Commands and Options This section lists and explains all of the JetPlan Options command line choices available for retrieving weather information from Jeppesen. Respond to all questions that the system prompts when requesting weather information.

NOTE

Press the ENTER key after each question has been answered.

ENTER ID

Not a weather service question, but an important prompt during the logon procedure. With some access methods the ID is a pre-stored and automatic input.

ENTER PASSWORD

Not a weather service question, but an important prompt during the logon procedure. With some access methods the Password is a prestored and automatic input.

01 OPTIONS

Specify WX and any weather option command. WX is a mandatory weather request command. The Options command line choices listed below may be combined in any order following the mandatory “WX” entry on the Options command line.

User inputs after 01 OPTIONS prompt: Table 45-1 Command/Option

Explanation/Description

WX

Weather request - mandatory command to request any type of weather, text or graphic, information.

WX,CO

Compresses weather information or removes line returns within a weather brief. This helps to reduce the length of a briefing when forwarding weather information to stations.

WX,NH

Provides weather data only without header on the printout.

WX,.xxxxxxxxxxxx.

Twelve spaces between periods are available to print a heading in the top line of the weather briefing.

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Weather Commands and Options



Table 45-1

Weather Commands and Options (continued)

Command/Option

Explanation/Description

WX####[,####][,####][,####]...

Weather request appended to one or more flight plans (or messages) already calculated. EXAMPLE: WX1234 or WX1234,3456,6789

WXE####[,####][,####][,####]...

Recall Enroute Weather for one or more flight plans already calculated. This information provides a full enroute briefing. A copy is attached to the bottom of the fight plan. EXAMPLE: WXE1234 or WXE1234,3456,6789

INFO,METAR

Information to decode a METAR.

INFO/TAF

Information to decode a TAF.

02 STATIONS

Specify stations and weather report types that you require. All weather information is only available in the format provided by the NWS or U.K. Met Office. Weather information for up to 16 stations/airports can be retrieved in one request. All locations: Either the three-letter IATA station identifier or the four- letter ICAO station identifier may be used to retrieve METARs and TAFs.

Three different methods may be used to request non-graphic weather reports: 1. Specify the NWS report type after the station identifier(s). Use SA for MET AR's, and FT for TAFs. Example: 02 STATIONS LAX SA,SFO FT,RJAA NO

2. Specify the Jeppesen multiple report code after the station identifier(s): Example: 02 STATIONS LAX 1,SFO 0,RJAA 4,WSSS 5


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3. Specify the NWS report type, followed by a series of station identifiers. More than one report type may be included in this type of request. More than one series of reports may be requested, and other request types may precede or follow a series of requests. Example: 02 STATIONS SA6 RKSS RKSM,FD RKSS RJAA,RJAA,RJTT,RJCC,KWBC UAPA

(Requests the last 6 hours of METARs for RKSS and RKSM; the winds/temps aloft forecasts for RKSS and RJAA; TAFs and METARs for RJAA, RJTT, and RJCC; and PIREPs for the Pacific as covered by HNL and OAK.)

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Weather Introduction Quick Reference Information

Quick Reference Information Hourly Reports, Special Observations, and Terminal Forecasts Example: 02 STATIONS KJFK,YQX,BIKF,EINN

Single Report Types Example: 02 STATIONS FT KJFK KMIA CYQX EGKK RJAA Table 45-2

Single Report Types

Report

Code

Surface Observations (METARs)

SAa

Area Forecast

FA

Terminal Forecast (TAFs)

FT/FC/FT1/FC1

Winds and Temperatures Aloft

FD

NOTAMs

NO

PIREPs

UA

SIGMETs (All)

WS

AIRMETs

WA

Convective Outlook

AC

Severe Weather Warnings

WW

Severe Weather Alert

AW

Typhoon Reports

WT

Hurricane Reports

WT

High Surf Advisory

WO

Radar Reports

SD

Short-term European TAFs

FC


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Table 45-2 Single Report Types (continued) Report

Code

Recall current and previous TAFs

FT1

Recall current and previous short-term TAFs

FC1

a.METAR reports can be requested for the latest observation and up to 24 hours in the past. Using a number after the code SA indicates how many past hours worth of METAR observations you are requesting. For example, SA0 would only provide the most recent observation. SA12 would provide the past 12 hours of METAR observations. If SA is entered without a number, the default is the last 3 hours.

Multiple Reports/Complete Briefings Example: 02 STATIONS KJFK 1, KMIA 3, CYQX 0 Table 45-3 Report Types

Code Level

All Reports

0

TAF, METAR, NO

1

TAF, METAR, NO, UA, FD

2

TAF, METAR, NO, UA, AC, AW, WA, WO, WS, WT, WW

3

UA, FD

4

TAF, METAR, UA, FD

5

TAF, METAR, UA, AC, AW, WA, WO, WS, WT, WW, FD

6

AC, AW, WA, WO, WS, WT, WW

7

UA, AC, AW, WA, WO, WS, WT, WW

8

FD, UA, AC, WA, WS, WT, WW

9

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Multiple Reports Codes



Great Circle Weather Briefing Example: 02 STATIONS G/JFK-MIA

or 02 STATIONS G/KJFK-EBBR


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C HAPTER 46

Text Weather

Text Weather Overview

Overview Text weather is available through various JetPlan user interfaces such as JetPlanner, Jeppesen Dispatch Control, and JetPlan.com or via SITA/ARINC. In addition, customized text weather briefs can be produced to meet specialized dispatch and operational needs. These include custom TAFs, detailed route briefings, passenger weather briefings, and climatology data.


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Text Weather Types Of Weather Reports

Types Of Weather Reports You may retrieve a variety of text weather reports through the Jeppesen Weather Service. Each type of report has a unique code to identify the specific request. This section reviews all of the available report types and the associated codes.

Terminal Forecasts And Surface Observations To request current station forecasts (TAF) and the last two hours of surface observations (METARs) plus special reports (SPECI), enter the station's ICAO or IATA identifier on the Stations command line. ICAO or IATA identifiers may be used for both U.S. and International stations. If more than one station is requested, separate each station identifier by a comma. Example: 01 OPTIONS WX 02 STATIONS OEJN,LFPG,EINN,CYYR,YYZ,ORD

Surface Observations And Special Reports The NWS code for surface observations is SA. To request the last two hours of METARs, plus any SPECI reports, enter the station's ICAO identifier, a space, and SA on the Stations command line. If more than one station is requested, separate each request with a comma. Or, enter SA followed by a space and one or more station identifiers, each separated with a space. If more than the last two hours of METARs are desired, input the number of hours desired after SA. This feature allows up to the last 24 hours of observations to be output. If more than one station is desired, separate each station by a space. Example: 01 OPTIONS WX 02 STATIONS EDDF SA,EGLL SA,KJFK SA,BOS SA

- or 02 STATIONS SA EDDF EGLL KJFK BOS

- or 02 STATIONS SA12 EDDF EGLL KJFK BOS

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Regional Reports Regional Surface Observations (METARs) Regional surface observations (METARs) are obtained by specifying the NWS weather bulletin code BU, a slash, and the area number. A list of codes and the associated areas covered is provided below. Table 46-1

NWS Weather Bulletins: Regional Surface Observations (METARs)

Bulletin

Area

Bulletin

Area

BU/200

New England States

BU/210

Southwestern States

BU/201

Eastern States

BU/211

Pacific NW States

BU/202

Mid-Atlantic States

BU/212

Pacific States

BU/203

Southeastern States

BU/213

Western Military Bases

BU/204

Great Lakes States

BU/214

Eastern Military Bases

BU/205

Ohio Valley

BU/215

Eastern Canada

BU/206

Northern Plains

BU/216

Western Canada

BU/207

Great Plains States

BU/217

Mexico and Caribbean

BU/208

Gulf Coast States

BU/290

Alaska

BU/209

Northern Rockies

BU/291

Hawaii

Example: 01 OPTIONS WX 02 STATIONS BU/201,BU/205

Terminal Forecasts (TAFs) To obtain regional Terminal Forecasts (TAFs), use the following NWS weather bulletin number. Table 46-2

NWS Weather Bulletins: Regional Terminal Forecasts (TAFs)

Bulletin

Area

Bulletin

Area

BU/246

New England States

BU/255

Northern Rockies

BU/247

Eastern States

BU/256

Southwestern States

BU/248

Mid-Atlantic States

BU/257

Pacific Northwest States


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Table 46-2

NWS Weather Bulletins: Regional Terminal Forecasts

Bulletin

Area

Bulletin

Area

BU/249

Southeastern States

BU/258

Pacific States

BU/251

Ohio Valley

BU/259

Eastern States

BU/252

Northern Plains

BU/260

Western States

BU/253

Great Plains States

BU/292

Alaska

BU/254

Gulf Coast States

BU/293

Hawaii

Example: 01 OPTIONS WX 02 STATIONS BU/246,BU/255

In addition, the following stations provide hourly weather reports in the Mexico region. Table 46-3

Mexico Region: Hourly Reports

City

Station

City

Station

Mexico City

MMMX

Cozumel

MMCZ

Guadalajara

MMEX

Durango

MMDO

Hermosillo

MMHO

Torreon

MMTC

La Paz (Baja)

MMLP

Veracruz

MMVR

Mazatlan

MMMZ

Nuevo Laredo

MMNL

Monterrey

MMMY

Guaymas

MMGM

Chihuahua

MMCU

Merida

MMMD

Culiacan

MMCL

Tampico

MMTM

Cancun

MMUN

Tijuana

MMTJ

Puerto Vallarta

MMPR

Manzanillo

MMZOD.

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Terminal Forecasts The NWS code for terminal forecasts is FT. To request the current station forecast (TAF) information, specify the station's ICAO identifier, a space, and FT on the Stations command line. If more than one station request is needed, separate each request by a comma. Another entry method is to specify FT followed by a space and one or more station identifiers. Separate each station identifier with a space.

NOTE

To specify both a current and previous TAF, use the command FT1.

Example: 01 OPTIONS WX 02 STATIONS CYYR FT,BIKF FT,EINN FT

- or 02 STATIONS FT CYYR BIKF EINN

Area Forecast The NWS code FA provides Area Forecasts. The stations listed after the examples all provide area forecast information. (The entries in parentheses indicate special function sites.) Example: 01 OPTIONS WX 02 STATIONS SFO FA,YYZ FA,MMMX FA

- or 02 STATIONS FA SFO YYZ MMMX Table 46-4

United States: Area Forecast Stations

Area

Station

West Coast

SFO

Rocky Mountains

SLC

Great Lakes

CHI

South Gulf Coast

DFW

Florida

MIA


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Table 46-4

United States: Area Forecast Stations (continued)

Area

Station

New England

BOS

Anchorage

ANC

Fairbanks

FAI

Juneau

JNU

Hawaii

PHFO

Table 46-5

International: Area Forecast Stations

Area

Station

Southern Brazil

SBBR

South Pacific

NFFN

Trinidad Tobago

TTPP

Caribbean and Gulf of Mexico

KKCI

Mexico

MMMX

Bahamas

MYNN

NOTAMs - Jeppesen NOTAM Service To retrieve various NOTAM information, use the following codes on the Stations command line. Table 46-6

NOTAM Codes

Format

Code

Jeppesen's NOTAM format

NO

ICAO NOTAM format

NOI

FIR/UIR Jeppesen's NOTAM format

NOF

FIR/UIR ICAO format

NOFI

Example: 01 OPTIONS WX 02 STATIONS LAX NO,DEN NOI,EBBU NO,LFPG NOI

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- or 02 STATIONS NO LAX DEN EBBU LFPG

- or 02 STATIONS EBBU NOF, EBUR NOFI

- or 02 STATIONS NOF EDLL EBBU SAEF

The following is a list of electronic source NOTAMs and paper source published NOTAMs contained in official publications available through the Jeppesen NOTAM Service. • ICAO International Class I/System NOTAMs • U.S. “D” NOTAMs • U.S. FDC NOTAMs • U.S. Military NOTAMs • SNOWTAMs • ICAO International Class II NOTAMs • Aeronautical Information Publications (AIP) • AIP Supplement • Aeronautical Information Circular (AIC) • U.S. Airport Facility Directory (AF/D) • U.S. National Flight Daily Digest (NFDD) • U.S. International Notices To Airmen • U.S. Notices to Airmen

Winds and Temperatures Aloft The NWS code for winds and temperatures aloft is FD. To request winds and temperatures aloft information, specify the station's identifier, a space, and FD on the Stations command line. If more than one station is requested, separate each request by a comma. Another entry method is to specify FD followed by a space and one or more station identifiers. Separate each station identifier with a space. The standard winds and temps aloft report provides winds and


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temps forecast for winds between 6,000 ft and 39,000 ft. The forecast uses NWS GRIB numerical forecast data from the global GFS model, which is the same model used to provide winds and temps in the JetPlan flight planning system. Example: 01 OPTIONS WX 02 STATIONS LAX FD,DEN FD,JFK FD

- or 02 STATIONS FD LAX DEN JFK

- or 02 STATIONS KLAX FD,KDEN FD,EBBR FD,RJAA FD

- or 02 STATIONS FD KLAX KDEN EBBR RJAA

Jeppesen winds and temperatures aloft are derived using GRIB numerical forecast data that is interpolated to the airport location. The standard wind and temperature format provides for altitudes between FL060 and FL390. Jeppesen also provides a low-level format (FDL) that provides winds and temperatures from FL030 to FL240, as well as a high level format (FDH) that provides winds and temperatures from FL120 to FL500. To obtain-high altitude forecast winds and temperatures between 12,000 and 50,000 ft., use the code FDH in place of FD. Example: 01 OPTIONS WX 02 STATIONS KLAX FDH,EBBR FDH,RJAA FDH

- or To obtain low altitude forecast winds between 3,000 and 24,000 ft, use the code FDL in place of FD. 02 STATIONS FDL KLAX EBBR RJAA

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Pilot Reports - PIREPs U.S. PIREPs The NWS code for U.S. PIREPs is UA. To access PIREPs, enter the IATA or ICAO airport identifier followed by the UA code. If listing multiple stations, separate each station request with a comma. Another entry method is to specify the code first followed by one or more stations with a space separating each entry. Example: 01 OPTIONS WX 02 STATIONS LAX UA, DEN UA, KJFK UA

- or 02 STATIONS UA LAX DEN JFK

SIGMETs SIGMETs, AIRMETs - U.S. The NWS code for SIGMETs is WS. The NWS code for AIRMETs is WA. Enter the IATA three-letter airport identifier followed by the appropriate NWS code to receive SIGMET and/or AIRMET information. Reports are available in the U.S. for the following areas. Table 46-7

United States: SIGMET/AIRMET Stations

AREA

STATION

AREA

STATION

West Coast

SFO

Northeast U.S.

BOS

Inter-Mountain West

SLC

Fairbanks

FAI

Great Lakes and Great Plains

CHI

Anchorage

ANC

Southern Plains

DFW

Juneau

JUN

Southeast U.S.

MIA


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Example: 01 OPTIONS WX 02 STATIONS SLC WS, CHI WA

Convective SIGMETs - U.S. Convective SIGMETs (NWS code: WS) are available for the following U.S. areas. Table 46-8

United States: Convective SIGMET Stations

AREA

STATION

Central U.S.

KKCI WSUS32

Western U.S.

KKCI WSUS33

Eastern U.S.

KKCI WSUS31

Example: 01 OPTIONS WX 02 STATIONS KKCI WSUS31

Convective Outlook - U.S. The NWS code for a convective outlook is AC. A convective outlook report is available for the United States through the following station only. Table 46-9

United States: Convective Outlook Stations

AREA

STATION

United States

KWNS

Example: 01 OPTIONS WX 02 STATIONS KWNS AC

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SIGMETs - Atlantic, Pacific, Caribbean and Canadian Areas To recall the latest significant weather for Atlantic, Pacific, Caribbean and Canadian areas, use the NWS code for SIGMETs (WS). The following stations are available for reports. Table 46-10

Atlantic, Pacific, Caribbean, and Canadian: SIGMET Stations

Area

Station

Area

Station

Caribbean Area

KMIA

Eastern Quebec

CWXK

Eastern Pacific Area

KSFO

Western/Northern Quebec

CWUL

North Atlantic Area

KJFK

Ontario

CWTO

Caribbean Area

TJSJ

Manitoba/Saskachewan/Alberta

CWEG

Central Pacific Area

PHNL

Northern Territory/Arctic

CWNT

Canadian Maritimes

CYQX

British Columbia/Yukon

CWLW

Example: 01 OPTIONS WX 02 STATIONS TJSJ WS, CYXY WS

Severe Weather Watches and Warnings The NWS code for Severe Weather Warnings is WW. Severe Weather Watches and Warnings, as posted by NSSFC, are available for the United States through the following station. Table 46-11

United States: Severe Weather Watches and Warnings Stations

Area

Station

United States

KWNS

Example: 01 OPTIONS WX 02 STATIONS KWNS WW


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In addition, Severe Weather Warnings (WW) for other regions are available by specifying the following stations. Table 46-12

Other Regions: Severe Weather Warnings Stations

AREA

STATION

North Atlantic, Gulf of Mexico and Caribbean for Tropical Storms

KWBC

Western Pacific for Tropical Storms

PGTW

Japan and Western Pacific Area for Tropical Storms

RJTD

Example: 01 OPTIONS WX 02 STATIONS KWBC WW, RJTD WW

Typhoon, Hurricane Reports The NWS code for typhoon and hurricane activity information is WT. Reports are available for the following areas. Table 46-13

Other Regions: Typhoon and Hurricane Report Stations

AREA

STATION

Central Pacific

PHNL

Philippines

RPMM

Western Pacific

PGTW

South Pacific

NFFN

Eastern Pacific, Western Atlantic, Gulf of Mexico and Caribbean

KNHC

Example: 01 OPTIONS WX 02 STATIONS KNHC WT, PHNL WT

NWS Meteorological Forecast Discussion The NWS code FP provides the public forecasts for U.S. stations that have NWS forecast offices. Information includes a short term forecast, a long term forecast, maximum and minimum temperatures for up to three days, and the chance of precipitation.

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Example: 01 OPTIONS WX 02 STATIONS BOU FP

NWS Offshore Marine Forecast The NWS code FZ provides the public forecasts for coastal U.S. stations that have NWS forecast offices. Information includes marine warnings and advisories. Example: 01 OPTIONS WX 02 STATIONS MTR FZ

ATC Center Weather Summary The NWS code which provides weather reports from Air Traffic Control Centers within the U.S. is the same as the area forecast code. To obtain this information, the Air Traffic Control Center station identifier must be specified along with the FA code. These reports are known as Meteorological Impact Statements and are issued by a NWS forecaster stationed within the ARTCC. Example: 01 OPTIONS WX 02 STATIONS KZMP FA

Multiple Reports Multiple report combinations can be obtained through a unique numeric identifier. By entering the station and the numeric code desired, several reports can be gathered at once while minimizing keystrokes and time. The report combinations and the associated code numbers are listed below. Table 46-14

Multiple Reports Codes

Report Types

Code Level

All Reports

0

FT, SA, NO

1

FT, SA, NO, UA, FD

2


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Table 46-14

Multiple Reports Codes (continued)

Report Types

Code Level

FT, SA, NO, UA, AC, AW, WA, WO, WS, WT, WW

3

UA, FD

4

FT, SA, UA, FD

5

FT, SA, UA, AC, AW, WA, WO, WS, WT, WW, FD

6

AC, AW, WA, WO, WS, WT, WW

7

UA, AC, AW, WA, WO, WS, WT, WW

8

FD, UA, AC, WA, WS, WT, WW

9

Example: 01 OPTIONS WX 02 STATIONS SFO 3,MIA 0,DEN 4

The following list reviews the individual reports available and their NWS codes. Table 46-15

NWS Report Codes

Report

Code

Surface Observation (METAR)

SA

Area Forecast

FA

Terminal Forecast (TAF)

FT

Winds and Temperature Aloft

FD

NOTAMs

NO

PIREPs

UA

AIRMETs

WA

SIGMETs

WS

Convective Outlook

AC

Severe Weather Warning

WW

Typhoon/Hurricane Reports

WT

Radar Reports

SD

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Great Circle Weather The Great Circle weather option provides terminal forecasts, surface observations, PIREPs, NOTAMs, wind and temperature aloft forecasts, and SIGMETs for enroute stations, departure airports, arrival airports, and alternate airports. The enroute segment information directly corresponds to the subset of Great Circle checkpoints using weather reporting stations located usually within 50 nautical miles of those checkpoints. The subset of checkpoints that is selected provides an approximately equal distance between reporting stations. The magnitude of this distance is determined from the total Great Circle mileage and adequately covers significant geographic variations in current and forecasted weather. To enter a great circle weather request, input the letter G, followed by a slash, and the station identifiers. Use IATA three-letter codes for U.S., Canada, and Mexico stations. Use ICAO codes for all other stations. Example: 01 OPTIONS WX 02 STATIONS G/SFO-LAX

- or 02 STATIONS G/JFK-EBBR

The Great Circle feature automatically incorporates weather information for three reporting stations closest to the POA airport. However, you may also specify your own alternate stations. Example: 01 OPTIONS WX 02 STATIONS G/SFO-LAX(ONT+LAS+PSP)

- or 02 STATIONS G/JFK-EBBR(EHAM+ELLX+LFPG)

The Great Circle feature allows additional text weather briefings to be requested on the same line. Example: 01 OPTIONS WX 02 STATIONS G/SFO-LAX,SAN 3,SNA NO


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- or 02 STATIONS G/JFK-EBBR(EHAM+ELLX),LFPG NO,LFPO FD

Weather Enroute Flight planning users can customize text weather reports along their actual route of flight. The WXE option provides a user-defined set of reports for terminal and enroute stations. Users can customize the list of reports by selecting the Databases tab on JetPlan.com and then selecting the WXE tab. If users do not create their own set of reports, a default set of reports is provided. The enroute segment information directly corresponds with a subset of flight plan checkpoints using weather reporting stations located within approximately 75 nautical miles of those checkpoints. The checkpoints are selected to provide equal distance separation between reporting stations. This distance is based on the total flight plan mileage so that the number of points adequately covers significant geographic variations in current and forecasted weather. For Point-of-Arrival entries in the United States and Canada, weather for three surrounding stations within 100 miles is provided when possible. A flight plan request for the enroute weather can be made by entering WXE after FP on the Options command line. Example: 01 OPTIONS FP,WXE

To add enroute weather information to a flight plan that has already been computed, enter WXE followed by the flight plan transaction number (no space) on the Options command line. Example: 01 OPTIONS WXE1234

This example requests enroute weather for flight plan number “1234,” which was already computed. Enroute weather may also be appended to multiple flight plans that have been previously computed by separating the plan numbers with commas. Example: 01 OPTIONS WXE1234,5678,4567

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C HAPTER 47

Graphic Weather

Graphic Weather Overview

Overview Jeppesen has a full-service meteorology department that produces and supports a robust selection of weather maps. The Jeppesen Weather Service is a 24 x 7 operation that is fully staffed with qualified aviation meteorologists. It conforms to the recommended practices outlined in the ICAO Annex 3/WMO Technical Regulations (Chapter 9), and it is run in compliance with Federal Aviation Regulations (FAR 91, 121, and 135). Our meteorologists utilize every available data source to produce the most accurate and up-todate weather maps in the industry today. They develop forecast and analysis maps and use advanced computer resources to process and disseminate a full line of weather products, including: NEXRAD radar, GOES, MTSAT, and MeteoSat satellite images, and a wide variety of other specialty maps. All weather maps produced by the Jeppesen Weather Service are listed in this chapter. Many of these maps may be accessed through the JetPlan system, given the proper option codes, equipment, and/or software. Most of these maps are available through fax forwarding from the JeppFax® system.

Accessing Weather Maps Through JetPlan To access the weather maps produced by the Jeppesen Weather Service, you must use a Jeppesen-provided application, such as JetPlan.com, JetPlanner, or Jeppesen Dispatch Control. The FF maps codes provided below are used to fax forward a map.

NOTE You can also save the FF code to the Flight Brief database so that it can be used in EasyBrief. For example, the FF code for the High-level Significant Weather map for Europe would be EUHISIG12.


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Graphic Weather Weather Maps

Weather Maps This section provides table listings of all maps available through the Jeppesen Weather Service. The maps are listed alphabetically by region and are categorized by the type of map produced (satellite, radar, and so on). The items in the table column, FF CODE, are the product identifiers for retrieving maps through the JetPlan system using the fax forwarding option. These codes are relatively new to the JetPlan system; therefore, old product identifiers are included in parentheses (if applicable). While the old codes are still usable, the new codes provide many more map options. Either set of codes (old or new) may be specified in a fax forwarding request to retrieve a map.

Africa Table 47-1

Type: Satellite (Africa)

Title

Description

Update

FF Code

MeteoSat IR Image

Current 12km infrared satellite image

Every 6 hrs

AFSATIR00 (G890)

Table 47-2

Type: Surface & Low-level Significant Weather (Africa)

Title

Description

Update

FF Code

Surface Analysis

Current surface analysis

Every 6 hrs

AFSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Africa

Every hr

AFWXDEP00

Surface Wx 24

Depicts 24 hour surface

Every 12 hrs

AFSFCWX24

Hour Forecast

weather forecast conditions

Table 47-3

Type: High-level Significant Weather (Africa)

Title

Description

Update

FF Code

Significant Wx Forecast

Depicts 12 hour forecast of significant features between FL240 and FL600

Every 6 hrs

AFHISIG12 (NT18)

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Table 47-4

Type: Winds And Temps Aloft (Africa)

Title

Description

Update

FF Code

FL 050 Wind & Temp Forecast

AVN wind and temperature 24 hour forecast at FL 050

Every 6 hrs

AFWT05024 (AR85)



Every 6 hrs

AFWT10024 (AR70)



Every 6 hrs

AFWT18024 (AR50)



Every 6 hrs

AFWT24024 (AR40)



Every 6 hrs

AFWT30024 (AR30)



Every 6 hrs

AFWT34024 (AR25)



Every 6 hrs

AFWT39024 (AR20)



Every 6 hrs

AFWT45024 (AR15)

Table 47-5

Type: Aviation Hazards (Africa)

Title

Description

Update

FF Code

Tropical Cyclone Tracks

Depicts current and forecast positions of tropical systems

Every 6 hrs

AFHURCN00


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Asia Table 47-6

Type: Satellite (Asia)

Title

Description

Update

FF Code

GMS IR Image

Current GMS 5km infrared satellite image

Every hr

ASSATIR00 (G841)

GMS Visible Image

Current GMS 5km visible satellite image

Every hr (daylight hrs)

ASSATVS00

GMS IR & Single Site Radar Composite

Current GMS 5km infrared satellite and NEXRAD 2km single site (Guam) base reflectivity composite

Every hr

ASSATRA00

Table 47-7

Type: Surface & Low-level Significant Weather (Asia)

Title

Description

Update

FF Code

Surface Analysis


Every hr

ASSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Asia

Every hr

ASWXDEP00

Surface Wx 24 Hour Forecast

Depicts 24 hour surface weather forecast conditions

Every 12 hrs

ASSFCWX24

Table 47-8

Type: High-level Significant Weather (Asia)

Title

Description

Update

FF Code



Every 6 hrs

ASHISIG12 (AS10)

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Table 47-9 Type: Winds And Temps Aloft (Asia) Title

Description

Update

FF Code



Every 6 hrs

ASWT05024



Every 6 hrs

ASWT10024



Every 6 hrs

ASWT18024



Every 6 hrs

ASWT24024



Every 6 hrs

ASWT30024



Every 6 hrs

ASWT34024 (AS25)



Every 6 hrs

ASWT39024 (AS20)



Every 6 hrs

ASWT45024 (AS15)

Table 47-10

Type: Aviation Hazards (Asia)

Title

Description

Update

FF Code

Hurricane/Typhoon Tracks


Every 6 hrs

ASHURCN00 (WPWT)


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Australia Table 47-11

Type: Satellite (Australia)

Title

Description

Update

FF Code

GMS IR Image

Current GMS 12km infrared satellite image

Every 3 hrs

AUSATIR00 (G843)

GMS Visible Satellite Image

Current GMS 12km visible satellite image

Every 3 hrs (daylight hrs)

AUSATVS00

Table 47-12 Type: Surface & Low-level Significant Weather (Australia) Title

Description

Update

FF Code

Surface Analysis


Every hr

AUSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Australia

Every hr

AUWXDEP00



Every 12 hrs

AUSFCWX24

Table 47-13

Type: High-level Significant Weather (Australia)

Title

Description

Update

FF Code



Every 12 hrs

AUHISIG12 (AP10)

Table 47-14

Type: Winds And Temps Aloft (Australia)

Title

Description

Update

FF Code



Every 6 hrs

AUWT05024 (AF85)

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Table 47-14

Type: Winds And Temps Aloft (Australia) (continued)

Title

Description

Update

FF Code



Every 6 hrs

AUWT10024 (AF70)



Every 6 hrs

AUWT18024 (AF50)



Every 6 hrs

AUWT24024



Every 6 hrs

AUWT30024 (AF30)



Every 6 hrs

AUWT34024 (AF25)



Every 6 hrs

AUWT39024 (AF20)



Every 6 hrs

AUWT45024 (AF15)

Table 47-15

Type: Aviation Hazards (Australia)

Title

Description

Update

FF Code

Tropical Cyclone Tracks


Every 6 hrs

AUHURCN00


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Canada Table 47-16

Type: Satellite (Canada)

Title

Description

Update

FF Code

GOES IR Image

GOES 8km infrared satellite image

Every 30 min

CNSATIR00 (G800)

GOES Visible Satellite Image

GOES 8km visible satellite image

Every 30 min (daylight hrs)

CNSATVS00 (G900)

Table 47-17

Type: Surface & Low-level Significant Weather (Canada)

Title

Description

Update

FF Code

Surface Analysis


Every hr

CNSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Canada

Every hr

CNWXDEP00 (CNWX)



Every 12 hrs

CNSFCWX24 (CN03)

Table 47-18

Type: High-level Significant Weather (Canada)

Title

Description

Update

FF Code



Every 6 hrs

CNHISIG12 (CN10)

Table 47-19

Type: Winds and Temps Aloft (Canada)

Title

Description

Update

FF Code



Every 6 hrs

CNWT05024 (CF85)

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Table 47-19

Type: Winds and Temps Aloft (Canada) (continued)

Title

Description

Update

FF Code



Every 6 hrs

CNWT10024 (CF70)



Every 6 hrs

CNWT18024 (CF50)



Every 6 hrs

CNWT24024 (CF40)



Every 6 hrs

CNWT30024 (CF30)



Every 6 hrs

CNWT34024 (CF25)



Every 6 hrs

CNWT39024 (CF20)



Every 6 hrs

CNWT45024 (CF15)

Table 47-20

Type: Aviation HazardS (Canada)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

CNHURCN00 (NTWT)

Caribbean Table 47-21

Type: Satellite (Caribbean)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

CASATIR00 (G804)


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Table 47-21

Type: Satellite (Caribbean) (continued)

Title

Description

Update

FF Code




CASATVS00 (G910)

GOES IR & Single Site Radar Composite

GOES 4km infrared satellite and NEXRAD 2km single site (San Juan) base reflectivity composite

Every hr

CASATRA00

Table 47-22

Type: Surface & Low-level Significant Weather (Caribbean)

Title

Description

Update

FF Code

Surface Analysis


Every hr

CASFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Caribbean

Every hr

CAWXDEP00



Every 12 hrs

CASFCWX24

Table 47-23

Type: High-level Significant Weather (Caribbean)

Title

Description

Update

FF Code



Every 6 hrs

CAHISIG12 (US10)

Table 47-24

Type: Winds And Temps Aloft (Caribbean)

Title

Description

Update

FF Code



Every 6 hrs

CAWT05024



Every 6 hrs

CAWT10024

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Table 47-24

Type: Winds And Temps Aloft (Caribbean) (continued)

Title

Description

Update

FF Code



Every 6 hrs

CAWT18024



Every 6 hrs

CAWT24024



Every 6 hrs

CAWT30024



Every 6 hrs

CAWT34024



Every 6 hrs

CAWT39024



Every 6 hrs

CAWT45024

Table 47-25

Type: Aviation Hazards (Caribbean)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

CAHURCN00 (NTWT)

East Pacific Table 47-26

Type: Satellite (East Pacific)

Title

Description

Update

FF Code

GOES IR Image

Current GOES 4km infrared satellite image

Every 30 min

EPSATIR00 (G877)


Current GOES 1km visible satellite image


EPSATVS00


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Table 47-27

Type: Surface & Low-level Significant Weather (East Pacific)

Title

Description

Update

FF Code

Surface Analysis


Every hr

EPSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for East Pacific

Every hr

EPWXDEP00

Surface Wx Forecast

24 hour surface weather forecast

Every 12 hrs

EPSFCWX24 (US03)

Table 47-28

Type: High-level Significant Weather (East Pacific)

Title

Description

Update

FF Code



Every 6 hrs

EPHISIG12

Table 47-29

Type: Winds And Temps Aloft (East Pacific)

Title

Description

Update

FF Code



Every 6 hrs

EPWT05024



Every 6 hrs

EPWT10024



Every 6 hrs

EPWT18024



Every 6 hrs

EPWT24024



Every 6 hrs

EPWT30024

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Table 47-29

Type: Winds And Temps Aloft (East Pacific) (continued)

Title

Description

Update

FF Code



Every 6 hrs

EPWT34024



Every 6 hrs

EPWT39024



Every 6 hrs

EPWT45024

Table 47-30

Type: Aviation Hazards (East Pacific)

Title

Description

Update

FF Code

Hurricane Tracks


Every 3 hrs

EPHURCN00

Europe Table 47-31

Type: Satellite (Europe)

Title

Description

Update

FF Code

MeteoSat IR Image

Current composite 24km infrared satellite image

Every 3 hrs

EUSATIR00

MeteoSat Hi-Res IR Image

Current MeteoSat 5km infrared satellite image

Every 6 hrs

EUSATHR00 (G891)

Table 47-32

Type: Surface & Low-level Significant Weather (Europe)

Title

Description

Update

FF Code

Surface Analysis


Every 6 hrs (valid at 00, 06, 12, 18 UTC)

EUSFCWX00 (EUSF)


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Table 47-32

Type: Surface & Low-level Significant Weather (Europe) (continued)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for Europe

Every hr

EUWXDEP00 (EUWX)

Surface Wx Forecast


Every 12 hrs

EUSFCWX24 (EU03)

Table 47-33

Type: High-level Significant Weather (Europe)

Title

Description

Update

FF Code



Every 6 hrs

EUHISIG12 (EU18)

850mb (FL 050) Analysis

850mb height and temperature analysis

Every 12 hrs

EUUA05000



Every 12 hrs

EUUA10000



Every 12 hrs

EUUA18000


400mb height and wind speed analysis

Every 12 hrs

EUUA24000



Every 12 hrs

EUUA30000



Every 12 hrs

EUUA34000



Every 12 hrs

EUUA39000



Every 12 hrs

EUUA45000

Table 47-34

Type: Winds And Temps Aloft (Europe)

Title

Description

Update

FF Code



Every 6 hrs

EUWT05024 (EF85)

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Table 47-34

Type: Winds And Temps Aloft (Europe) (continued)

Title

Description

Update

FF Code



Every 6 hrs

EUWT10024 (EF70)



Every 6 hrs

EUWT18024 (EF50)



Every 6 hrs

EUWT24024 (EF40)



Every 6 hrs

EUWT30024 (EF30)



Every 6 hrs

EUWT34024 (EF25)



Every 6 hrs

EUWT39024 (EF20)



Every 6 hrs

EUWT45024 (EF15)

Europe/Asia Table 47-35

Type: Satellite (Europe/Asia)

Title

Description

Update

FF Code

MeteoSat IR Image


Every 3 hrs

EASATIR00 (G824)

Table 47-36

Type: Surface & Low-level Significant Weather (Europe/asia)

Title

Description

Update

FF Code

Surface Analysis


Every hr

EASFCWX00


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Table 47-36

Type: Surface & Low-level Significant Weather (Europe/asia) (continued)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for Europe/Asia

Every hr

EAWXDEP00

Surface Wx Forecast


Every 12 hrs

EASFCWX24

Table 47-37

Type: High-level Significant Weather (Europe/asia)

Title

Description

Update

FF Code



Every 12 hrs

EAHISIG12 (AS10)

Table 47-38

Type: Winds And Temps Aloft (Europe/asia)

Title

Description

Update

FF Code



Every 6 hrs

EAWT05024 (AS85)



Every 6 hrs

EAWT10024 (AS70)



Every 6 hrs

EAWT18024 (AS50)



Every 6 hrs

EAWT24024 (AS40)



Every 6 hrs

EAWT30024 (AS30)



Every 6 hrs

EAWT34024 (AS25)



Every 6 hrs

EAWT39024 (AS20)

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Table 47-38 Type: Winds And Temps Aloft (Europe/asia) (continued) Title

Description

Update

FF Code



Every 6 hrs

EAWT45024 (AS15)

Table 47-39

Type: Aviation Hazards (Europe/asia)

Title

Description

Update

FF Code

Tropical Cyclone/Typhoon Tracks


Every 6 hrs

EAHURCN00

Indian Ocean Table 47-40

Type: Satellite (Indian Ocean)

Title

Description

Update

FF Code

MeteoSat IR Image

Current MeteoSat 5 8km infrared satellite image

Every hr

IOSATIR00

MeteoSat Visible Satellite Image

Current MeteoSat 5 8km visible satellite image


IOSATVS00

Table 47-41

Type: Surface & Low-level Significant Weather (Indian Ocean)

Title

Description

Update

FF Code

Surface Analysis


Every hr

IOSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Indian Ocean

Every hr

IOWXDEP00

Surface Wx Forecast


Every 12 hrs

IOSFCWX24


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Table 47-42

Type: High-level Significant Weather (Indian Ocean)

Title

Description

Update

FF Code



Every 6 hrs

IOHISIG12 (IO10)

Table 47-43

Type: Winds and Temps Aloft (Indian Ocean)

Title

Description

Update

FF Code



Every 6 hrs

IOWT05024 (IO85)



Every 6 hrs

IOWT10024 (IO70)



Every 6 hrs

IOWT18024 (IO50)



Every 6 hrs

IOWT24024 (IO40)



Every 6 hrs

IOWT30024 (IO30)



Every 6 hrs

IOWT34024 (IO25)



Every 6 hrs

IOWT39024 (IO20)



Every 6 hrs

IOWT45024 (IO15)

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Table 47-44 Type: Aviation Hazards (Indian Ocean) Title

Description

Update

FF Code

Hurricane Tracks


Every 3 hrs

IOHURCN00

Mexico Table 47-45

Type: Satellite (Mexico)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

MXSATIR00 (G800)




MXSATVS00 (G900)

Table 47-46

Type: Surface & Low-level Significant Weather (Mexico)

Title

Description

Update

FF Code

Surface Analysis


Every hr

MXSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Mexico

Every hr

MXWXDEP00



Every 12 hrs

MXSFCWX24

Table 47-47

Type: High-level Significant Weather (Mexico)

Title

Description

Update

FF Code



Every 6 hrs

MXHISIG12


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Table 47-48

Type: Winds And Temps Aloft (Mexico)

Title

Description

Update

FF Code



Every 6 hrs

MXWT05024



Every 6 hrs

MXWT10024



Every 6 hrs

MXWT18024



Every 6 hrs

MXWT24024



Every 6 hrs

MXWT30024



Every 6 hrs

MXWT34024



Every 6 hrs

MXWT39024



Every 6 hrs

MXWT45024

Table 47-49

Type: Aviation Hazards (Mexico)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

MXHURCN00 (NTWT)

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Middle East Table 47-50

Type: Satellite (Middle East)

Title

Description

Update

FF Code

MeteoSat IR Image

Current MeteoSat 5 8km infrared satellite image

Every hr

MESATIR00

MeteoSat Visible Satellite Image

Current MeteoSat 5 8km visible satellite image


MESATVS00

Table 47-51

Type: Surface & Low-level Significant Weather (Middle East)

Title

Description

Update

FF Code

Surface Analysis


Every 6 hrs

MESFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Middle East

Every hr

MEWXDEP00



Every 12 hrs

MESFCWX24

Table 47-52

Type: High-level Significant Weather (Middle East)

Title

Description

Update

FF Code



Every 6 hrs

MEHISIG12

Table 47-53

Type: Winds And Temps Aloft (Middle East)

Title

Description

Update

FF Code


GFS wind and temperature 24 hour forecast at FL 050

Every 6 hrs

MEWT05024


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Table 47-53

Type: Winds And Temps Aloft (Middle East) (continued)

Title

Description

Update

FF Code



Every 6 hrs

MEWT10024



Every 6 hrs

MEWT18024



Every 6 hrs

MEWT24024



Every 6 hrs

MEWT30024



Every 6 hrs

MEWT34024



Every 6 hrs

MEWT39024



Every 6 hrs

MEWT45024

Table 47-54

Type: Aviation Hazards (Middle East)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

MEHURCN00

North Atlantic Table 47-55

Type: Satellite (North Atlantic)

Title

Description

Update

FF Code

IR Image


Every 3 hrs

NTSATIR00 (G831)

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Table 47-56

Type: Surface & Low-level Significant Weather (North Atlantic)

Title

Description

Update

FF Code

Surface Analysis


Every hr

NTSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for North Atlantic

Every hr

NTWXDEP00



Every 12 hrs

NTSFCWX24

Table 47-57 Type: High-level Significant Weather (North Atlantic) Title

Description

Update

FF Code



Every 6 hrs

NTHISIG12 (NT10)

ABC NAT Tracks

Depicts current westbound North Atlantic Tracks

2300 UTC

NTNTABC00

XYZ NAT Tracks

Depicts current eastbound North Atlantic Tracks

1400 UTC

NTNTXYZ00

ABC NAT Tracks (Mercator)

Depicts current westbound North Atlantic Tracks on Mercator projection

2300 UTC

NTMRABC00 (NATA)

XYZ NAT Tracks (Mercator)

Depicts current eastbound North Atlantic Tracks on Mercator projection

1400 UTC

NTMRXYZ00 (NATZ)


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Table 47-58

Type: Winds and Temps Aloft (North Atlantic)

Title

Description

Update

FF Code



Every 6 hrs

NTWT05024 (TF85)



Every 6 hrs

NTWT10024 (TF70)



Every 6 hrs

NTWT18024 (TF50)



Every 6 hrs

NTWT24024 (TF40)



Every 6 hrs

NTWT30024 (TF30)



Every 6 hrs

NTWT34024 (TF25)



Every 6 hrs

NTWT39024 (TF20)



Every 6 hrs

NTWT45024 (TF15)

Table 47-59 Type: Aviation Hazards (North Atlantic) Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

NTHURCN00

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North Pacific Table 47-60

Type: Satellite (North Pacific)

Title

Description

Update

FF Code

IR Image


Every 3 hrs

NPSATIR00 (G825)

Table 47-61

Type: Surface & Low-level Significant Weather (North Pacific)

Title

Description

Update

FF Code

Surface Analysis


Every hr

NPSFCWX00 (PNSF)

Surface Depiction

Depicts current flight conditions at selected airports for North Pacific

Every hr

NPWXDEP00

Surface Wx Forecast


Every 12 hrs

NPSFCWX24 (PN03)

Table 47-62

Type: High-level Significant Weather (North Pacific)

Title

Description

Update

FF Code



Every 6 hrs

NPHISIG12 (PN10)

North Pacific Tracks

Depicts current eastbound North Pacific Tracks

2100 UTC

NPNPOTE00

North Pacific Tracks

Depicts current westbound North Pacific Tracks

1100 UTC

NPNPOTW00

North Pacific Tracks (Mercator)

Depicts current eastbound North Pacific Tracks on Mercator projection

2100 UTC

NPMROTE00

North Pacific Tracks (Mercator)

Depicts current westbound North Pacific Tracks on Mercator projection

1100 UTC

NPMROTW00


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Table 47-63

Type: Winds and Temps Aloft (North Pacific)

Title

Description

Update

FF Code



Every 6 hrs

NPWT05024 (PF85)



Every 6 hrs

NPWT10024 (PF70)



Every 6 hrs

NPWT18024 (PF50)



Every 6 hrs

NPWT24024 (PF40)



Every 6 hrs

NPWT30024 (PF30)



Every 6 hrs

NPWT34024 (PF25)



Every 6 hrs

NPWT39024 (PF20)



Every 6 hrs

NPWT45024 (PF15)

Table 47-64

Type: Aviation Hazards (North Pacific)

Title

Description

Update

FF Code

Hurricane/Typhoon Tracks


Every 6 hrs

NPHURCN00 (WPWT)

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South America Table 47-65

Type: Satellite (South America)

Title

Description

Update

FF Code

GOES IR Image


Every 3 hrs

SASATIR00 (G846)



Every 3 hrs (daylight hrs)

SASATVS00

Table 47-66

Type: Surface & Low-level Significant Weather (South America)

Title

Description

Update

FF Code

Surface Analysis


Every hr

SASFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for South America

Every hr

SAWXDEP00

Surface Wx Forecast


Every 12 hrs

SASFCWX24

Table 47-67

Type: High-level Significant Weather (South America)

Title

Description

Update

FF Code



Every 6 hrs

SAHISIG12 (SA10)

Table 47-68

Type: Winds And Temps Aloft (South America)

Title

Description

Update

FF Code



Every 6 hrs

SAWT05024 (SF85)


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Table 47-68

Type: Winds And Temps Aloft (South America) (continued)

Title

Description

Update

FF Code



Every 6 hrs

SAWT10024 (SF70)



Every 6 hrs

SAWT18024 (SF50)



Every 6 hrs

SAWT24024 (SF40)



Every 6 hrs

SAWT30024 (SF30)



Every 6 hrs

SAWT34024 (SF25)



Every 6 hrs

SAWT39024 (SF20)



Every 6 hrs

SAWT45024 (SF15)

Table 47-69

Type: Aviation Hazards (South America)

Title

Description

Update

FF Code

Hurricane Tracks


Every 3 hrs

SAHURCN00

South Pacific Table 47-70

Type: Surface & Low-level Significant Weather (South Pacific)

Title

Description

Update

FF Code

Surface Analysis


Every hr

SPSFCWX00

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Table 47-70

Type: Surface & Low-level Significant Weather (South Pacific) (continued)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for South Pacific

Every hr

SPWXDEP00

Surface Wx Forecast


Every 12 hrs

SPSFCWX24

Table 47-71

Type: High-level Significant Weather (South Pacific)

Title

Description

Update

FF Code



Every 12 hrs

SPHISIG12

Table 47-72

Type: Winds and Temps Aloft (South Pacific)

Title

Description

Update

FF Code



Every 6 hrs

SPWT05024



Every 6 hrs

SPWT10024



Every 6 hrs

SPWT18024



Every 6 hrs

SPWT24024



Every 6 hrs

SPWT30024



Every 6 hrs

SPWT34024



Every 6 hrs

SPWT39024


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Table 47-72

Type: Winds and Temps Aloft (South Pacific) (continued)

Title

Description

Update

FF Code



Every 6 hrs

SPWT45024

Table 47-73

Type: Aviation Hazards (South Pacific)

Title

Description

Update

FF Code

Hurricane Tracks


Every 3 hrs

SPHURCN00

United States Table 47-74

Type: Satellite (U.S.)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

USSATIR00 (G800)

GOES Visible Image


Every 30 min (daylight hours)

USSATVS00 (G900)

IR & Radar Composite

GOES infrared satellite & NEXRAD base reflectivity composite

Every 30 min

USSATRA00

Table 47-75

Type: Radar (U.S.)

Title

Description

Update

FF Code

Base Reflectivity

NEXRAD 4km base reflectivity

Every 5 min

USRADBR00 (R001)

Composite

NEXRAD 8km radar composite

Every 30 min

USRADCP00 (USRA)

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Table 47-76

Type: Surface & Low-level Significant Weather (U.S.)

Title

Description

Update

FF Code

Surface Analysis


Every 3 hrs (valid at 00, 03, 06, 09, 12, 15, 18, 21 UTC)

USSFCWX00 (USSF)

Surface Depiction

Depicts current flight conditions at selected U.S. airports

Every hr

USWXDEP00 (USWX)

Surface Wx Forecast


Every 12 hrs

USSFCWX24 (US03)

Low-level Significant Wx Forecast

12 hour low-level forecast conditions

Every 6 hrs

USLOSIG12 (US02)

Low-level Significant Wx Forecast

24 hour low-level forecast conditions

Every 12 hrs

USLOSIG24 (US04)

Table 47-77

Type: High-level Significant Weather (U.S.)

Title

Description

Update

FF Code



Every 6 hrs

USHISIG12 (US10)



Every 12 hrs

USUA05000 (US8W)



Every 12 hrs

USUA10000 (US7W)



Every 12 hrs

USUA18000 (US5W)



Every 12 hrs

USUA24000



Every 12 hrs

USUA30000 (US3W)



Every 12 hrs

USUA34000 (US2H)



Every 12 hrs

USUA39000 (US2W)


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Table 47-77

Type: High-level Significant Weather (U.S.) (continued)

Title

Description

Update

FF Code



Every 12 hrs

USUA45000

Table 47-78

Type: Winds and Temps Aloft (U.S.)

Title

Description

Update

FF Code



Every 6 hrs

USWT05024 (US85)



Every 6 hrs

USWT10024 (US70)



Every 6 hrs

USWT18024 (US50)



Every 6 hrs

USWT24024 (US40)



Every 6 hrs

USWT30024 (US30)



Every 6 hrs

USWT34024 (US25)



Every 6 hrs

USWT39024 (US20)



Every 6 hrs

USWT45024 (US15)

Table 47-79

Type: Aviation Hazards (U.S.)

Title

Description

Update

FF Code

IFR & Mountain Obscuration AIRMETs

Current IFR and mountain obscuration AIRMETs

Every hr

USIFRWX00

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Table 47-79

Type: Aviation Hazards (U.S.) (continued)

Title

Description

Update

FF Code

Turbulence AIRMETs & Reports

Current turbulence AIRMET areas and reports

Every hr

USTURBC00 (USTB)

Icing AIRMETs & Reports

Current icing AIRMET areas, freezing levels and reports

Every hr

USICING00 (ICAN)

SIGMET & Convective SIGMET Areas

Current SIGMET and convective SIGMET areas

Every hr

USSIGMT00 (USCS)

Lifted Index Analysis

Depicts current lifted index values

Every 6 hrs

USLINDX00 (LIAN)

Lifted Index 12 Hour Forecast

Depicts 12 hour forecast lifted index values

Every 6 hrs

USLINDX12 (LI12)

Lifted Index 24 Hour Forecast

Depicts 24 hour forecast lifted index values

Every 6 hrs

USLINDX24 (LI24)

Convective Outlook

Depicts 12-24 hours of convective and severe activity

Every 24 hrs

USCVOUT12 (AC01)

Hurricane Tracks


Every 6 hrs

USHURCN00 (NTWT)

U.S. Regional (Alaska) Table 47-80

Type: Satellite (Alaska)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

AKSATIR00 (G828)




AKSATVS00 (G902)


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Table 47-81

Type: Surface & Low-level Significant Weather (Alaska)

Title

Description

Update

FF Code

Surface Analysis


Every hr

AKSFCWX00 (AKSF)

Surface Depiction

Depicts current flight conditions at selected airports for Southeast U.S.

Every hr

AKWXDEP00 (AKWX)



Every 12 hrs

AKSFCWX24 (AK03)

Table 47-82

Type: High-level Significant Weather (Alaska)

Title

Description

Update

FF Code



Every 6 hrs

AKHISIG12

Table 47-83

Type: Winds and Temps Aloft (Alaska)

Title

Description

Update

FF Code



Every 6 hrs

AKWT05024



Every 6 hrs

AKWT10024



Every 6 hrs

AKWT18024



Every 6 hrs

AKWT24024



Every 6 hrs

AKWT30024

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Table 47-83

Type: Winds and Temps Aloft (Alaska) (continued)

Title

Description

Update

FF Code



Every 6 hrs

AKWT34024



Every 6 hrs

AKWT39024



Every 6 hrs

AKWT45024

U.S. Regional (Hawaii) Table 47-84

Type: Satellite (Hawaii)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

HISATIR00 (G847)




HISATVS00

GOES IR & Single Site Radar Composite

GOES 4km infrared satellite and NEXRAD 2km single site (Molokai) base reflectivity composite

Every 30 min

HISATRA00

Table 47-85

Type: Surface & Low-level Significant Weather (Hawaii)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for Hawaii

Every hr

HIWXDEP00


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Table 47-86

Type: Winds and Temps Aloft (Hawaii)

Title

Description

Update

FF Code



Every 6 hrs

HIWT05024



Every 6 hrs

HIWT10024



Every 6 hrs

HIWT18024



Every 6 hrs

HIWT24024



Every 6 hrs

HIWT30024



Every 6 hrs

HIWT34024



Every 6 hrs

HIWT39024



Every 6 hrs

HIWT45024

Table 47-87

Type: Aviation Hazards (Hawaii)

Title

Description

Update

FF Code

Hurricane Tracks


Every 3 hrs

HIHURCN00 (EPWT)

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U.S. Regional (North Central) Table 47-88

Type: Satellite (U.S. North Central)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

NCSATIR00 (G854)



Every 30 min

NCSATVS00 (G984)


GOES infrared & NEXRAD base reflectivity

Every 30 min

NCSATRA00

Table 47-89

Type: Radar (U.S. North Central)

Title

Description

Update

FF Code

Base Reflectivity

Current NEXRAD 2km base reflectivity

Every 5 min

NCRADBR00 (R004)

Composite

Current NEXRAD 8km radar composite

Every 30 min

NCRADCP00 (NCRR)

Table 47-90

Type: Surface & Low-level Significant Weather (U.S. North Central)

Title

Description

Update

FF Code

Surface Analysis



NCSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for North Central U.S.

Every hr

NCWXDEP00 (NCWX)


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U.S. Regional (Northeast) Table 47-91

Type: Satellite (U.S. Northeast)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

NESATIR00 (G880)



Every 30 min

NESATVS00 (G980)



Every 30 min

NESATRA00

Table 47-92

Type: Radar (U.S. Northeast)

Title

Description

Update

FF Code

Base Reflectivity


Every 5 min

NERADBR00 (R006)

Composite


Every 30 min

NERADCP00 (NERR)

Table 47-93

Type: Surface & Low-level Significant Weather (U.S. Northeast)

Title

Description

Update

FF Code

Surface Analysis



NESFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Northeast U.S.

Every hr

NEWXDEP00 (NEWX)

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Table 47-94

Type: Aviation Hazards (U.S. Northeast)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

NEHURCN00

U.S. Regional (Northwest) Table 47-95

Type: Satellite (U.S. Northwest)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

NWSATIR00 (G882)



Every 30 min

NWSATVS00 (G979)



Every 30 min

NWSATRA00

Table 47-96

Type: Radar (U.S. Northwest)

Title

Description

Update

FF Code

Base Reflectivity


Every 5 min

NWRADBR00 (R002)

Composite


Every 30 min

NWRADCP00 (NWRR)

Table 47-97

Type: Surface & Low-level Significant Weather (U.S. Northwest)

Title

Description

Update

FF Code

Surface Analysis



NWSFCWX00


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Table 47-97

Type: Surface & Low-level Significant Weather (U.S. Northwest) (continued)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for Northwest

Every hr

NWWXDEP00 (NWWX)

U.S. Regional (South Central) Table 47-98

Type: Satellite (U.S. South Central)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

SCSATIR00 (G802)



Every 30 min

SCSATVS00 (G902)



Every 30 min

SCSATRA00

Table 47-99

Type: Radar (U.S. South Central)

Title

Description

Update

FF Code

Base Reflectivity


Every 5 min

SCRADBR00 (R014)

Composite


Every 30 min

SCRADCP00 (SCRR)

Table 47-100

Type: Surface & Low-level Significant Weather (U.S. South Central)

Title

Description

Update

FF Code

Surface Analysis



SCSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for South Central U.S.

Every hr

SCWXDEP00 (SCWX)

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Table 47-101

Type: Aviation Hazards (U.S. South Central)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

SCHURCN00

U.S. Regional (Southeast) Table 47-102

Type: Satellite (U.S. Southeast)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

SESATIR00 (G852)



Every 30 min

SESATVS00 (G969)



Every 30 min

SESATRA00

Table 47-103

Type: Radar (U.S. Southeast)

Title

Description

Update

FF Code

Base Reflectivity


Every 5 min

SERADBR00 (R015)

Composite


Every 30 min

SERADCP00 (SERR)

Table 47-104

Type: Surface & Low-level Significant Weather (U.S. Southeast)

Title

Description

Update

FF Code

Surface Analysis



SESFCWX00


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Table 47-104

Type: Surface & Low-level Significant Weather (U.S. Southeast) (continued)

Title

Description

Update

FF Code

Surface Depiction

Depicts current flight conditions at selected airports for Southeast U.S.

Every hr

SEWXDEP00 (SEWX)

Table 47-105

Type: Aviation Hazards (U.S. Southeast)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

SEHURCN00

U.S. Regional (Southwest) Table 47-106

Type: Satellite (U.S. Southwest)

Title

Description

Update

FF Code

GOES IR Image


Every 30 min

SWSATIR00 (G878)



Every 30 min

SWSATVS00 (G978)



Every 30 min

SWSATRA00

Table 47-107 Type: Radar (U.S. Southwest) Title

Description

Update

FF Code

Base Reflectivity


Every 5 min

SWRADBR00 (R012)

Composite


Every 30 min

SWRADCP00 (SWRR)

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Table 47-108

Type: Surface & Low-level Significant Weather (U.S. Southwest)

Title

Description

Update

FF Code

Surface Analysis



SWSFCWX00

Surface Depiction

Depicts current flight conditions at selected airports for Southwest U.S.

Every hr

SWWXDEP00 (SWWX)

Table 47-109

Type: Aviation Hazards (U.S. Southwest)

Title

Description

Update

FF Code

Hurricane Tracks


Every 6 hrs

SWHURCN00


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C HAPTER 48

JEPPFAX Weather Maps

JEPPFAX Weather Maps Overview

Overview Jeppesen provides a service in which most weather maps produced or distributed by the Jeppesen Weather Service may be transmitted to a fax machine of your designation. This service, known as JeppFax®, allows you to forward text or graphic weather maps to a fax machine. JeppFax automatically provides a standard cover page with each transmission request. This cover page contains the latest information about the JeppFax service.

NOTE JetPlan customers may use JeppFax to request weather maps via the Faxforwarding option (FX). For more information, see Chapter 18, “Forward Plans and Messages.”

Consider the following when using the JeppFax system: • The quality of the maps and images may vary with the different types of fax machines used. • Busy fax machines may inhibit the transmission of products. JeppFax attempts to connect to your fax machine up to 5 times (approximately 3 minutes apart). If the system cannot make a connection to your fax machine after 5 attempts, the system cancels your order. You are only billed for pages that are successfully transmitted to your fax machine. • Partial transmissions can occur due to excessive noise on the phone line, or when the phone connection is lost. In the event you do not receive a complete transmission, JeppFax makes 4 more attempts (every 3 minutes) to transmit the remaining portion of the request. Again, you are only billed for pages that are successfully transmitted to your fax machine. NOTE A complete list of JeppFax map codes may be found in the Graphic Weather chapter of this manual.


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C HAPTER 49

Vertical Wind Shear

Vertical Wind Shear Overview

Overview JetPlan calculates wind shear based on a formula that samples wind velocity and direction two thousand feet above and two thousand feet below the current cruise altitude. Presently, JetPlan does not make use of any ICAO tables to assign a relative intensity to shear. The formula is as follows:

where: • WD1= wind direction 2,000 feet below cruise altitude (degrees) • SP1= wind velocity 2,000 feet below cruise altitude (knots) • WD2 = wind direction 2,000 feet above cruise altitude (degrees) • SP2 = wind velocity 2,000 feet above cruise altitude (knots) • x1= SP1 × COS(WD1) • y1= SP1 × SIN(WD1) • x2 = SP2 × COS(WD2) • y2 = SP2 × SIN(WD2) • ALT1= altitude at 2,000 feet below cruise altitude. • ALT2 = altitude at 2,000 feet above cruise altitude.


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Vertical Wind Shear Shear Value Interpretation

Shear Value Interpretation The following statement was prepared to guide pilots and dispatchers in the interpretation of shear values as they relate to Clear Air Turbulence (CAT). Vertical wind shear calculated on JetPlan takes a velocity difference in a 4,000 foot section centered on the cruise flight level. The numbers derived from this method can sometimes be misleading when trying to relate wind shear to CAT. For example, an aircraft could be flying in the center of a 100 knot jet stream and the wind shear could be zero if the wind velocity 2,000 feet above and 2,000 feet below the cruise altitude are the same. In contrast, an aircraft could be flying through light winds of approximately 20 knots and there may be a direction difference above and below the cruise flight level that would cause a relatively high shear number, but little turbulence. Vertical wind shear is only one of the many factors that cause CAT. Other factors may include: position relative to upper level troughs and ridges, position relative to the tropopause, position relative to jet streams, temperature gradients, mountain waves and other small scale phenomenon. Generally, only large scale CAT is forecast for aircraft operations. In general, the higher the vertical wind shear, the more likely an encounter with CAT and strong turbulence. There is little aviation criteria for relating wind shear values to a probable turbulence threshold, except the suggestions that exist in AC 00-6A, p. 143, and AC 00-45D, pp. 13-1,2. No criteria is defined for relating wind shear values to the occurrence of light, moderate, or severe. The only relation is that the likelihood of encountering CAT is increased when there is strong vertical wind shear. But vertical wind shear values are used for guidance only, not for determining aircraft operations. High Level Significant Weather Prognostic charts and pilot reports (PIREPs) are useful tools for determining the areas of CAT over a large region.

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