JetPlan User Manual
JetPlan User Manual
VERSION 14.0
Copyright © 2003-2022 Jeppesen. All rights reserved.
DATD_Jepp_JPE_UserManual
Document Revision History
NOTE For additional change history information, see the User Manuals page on
JetPlan.com.
Version
Release Date
13.0
April 9, 2021
Changes
• The “Point of Departure and Point of Arrival Commands” chapter
includes information about the new TXO taxi-time adjustment
option.
• The “Route Commands” chapter includes information about the
North Atlantic Data Link Mandate (NAT DLM), Phase 2C.
• The “Flight Brief Database” chapter includes information about
the new TXA and TXO taxi-time adjustment parameters.
13.1
August 31, 2021
• The “Customer Aircraft Database” chapter includes information
about the new Selective Availability parameter.
• The “Payload, POD/POA, Weight, and Fuel Commands” chapter
now includes information about the PAD fuel option.
• The “Aircraft Fleet Database” chapter includes a revised definition
for the database record display option (ACF,PRI).
• The “City Pair Database” chapter includes revised input values for
the Air Queue Details and Burn Factor Details parameters.
13.2
November 17, 2021
• The “Reclear Commands” chapter includes information about
using Reclear with a Specific Route Selector (SRS) route.
• The “Customer Aircraft Database” chapter includes information
about the new Number of Seats parameter.
• The “Customer Aircraft Database” chapter includes new
information about the expanded ILS Category and Index
parameters.
• The “Minimum Equipment List Database” chapter contains
information about the new ILS Category parameter.
14.0
March 11, 2022
• The “Hold-Alternate Commands” chapter contains information
about updates to the Dynamic Alternate Route (DAR) option.
• The DAROPT option is obsolete. Information on using it has been
removed from the “Hold-Alternate Commands” and “Option
Commands” chapters.
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 . . . . . . . . . . . . . . . . 63
CHAPTER 4
Restricted Area Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
CHAPTER 5
4D Avoid and Alert Restrictive Airspaces . . . . . . . . . . . . . . . . . . . . . . . 109
CHAPTER 6
Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
CHAPTER 7
Hold-Alternate Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
CHAPTER 8
Estimated Time of Departure Commands . . . . . . . . . . . . . . . . . . . . . . 307
Brief Contents
CHAPTER 9
Profile Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
CHAPTER 10
Aircraft Type Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
CHAPTER 11
Cruise Mode Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
CHAPTER 12
Cost Index Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
CHAPTER 13
Operational Weight Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
CHAPTER 14
Payload, POD/POA, Weight, and Fuel Commands . . . . . . . . . . . . . . . 411
CHAPTER 15
Fuel Off/On and Payload Off Commands . . . . . . . . . . . . . . . . . . . . . . 475
CHAPTER 16
Departure and Arrival Bias Commands . . . . . . . . . . . . . . . . . . . . . . . . 479
CHAPTER 17
Message Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
CHAPTER 18
Forward Plans and Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 497
CHAPTER 19
ATC Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
CHAPTER 20
Reclear Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 557
CHAPTER 21
ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 591
CHAPTER 22
Overwater Driftdown and Terrain Analysis . . . . . . . . . . . . . . . . . . . . . 595
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Brief Contents
CHAPTER 23
Point of Safe Diversion and Point of Safe Return . . . . . . . . . . . . . . . . 655
CHAPTER 24
Optimal Scenario Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 665
CHAPTER 25
Enroute Charges and FIR Traversal . . . . . . . . . . . . . . . . . . . . . . . . . . 681
CHAPTER 26
Archiving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
CHAPTER 27
Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 709
CHAPTER 28
Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 811
CHAPTER 29
Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
CHAPTER 30
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 837
CHAPTER 31
Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861
CHAPTER 32
Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 887
CHAPTER 33
City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 897
CHAPTER 34
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 911
CHAPTER 35
Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 935
CHAPTER 36
Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 943
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© 2003-2022 Jeppesen. All rights reserved.
JetPlan User Manual
v
Brief Contents
CHAPTER 37
Master Database (MDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 971
CHAPTER 38
Minimum Equipment List Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 983
CHAPTER 39
Preferred Runways Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015
CHAPTER 40
Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1023
CHAPTER 41
Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1033
CHAPTER 42
Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1099
CHAPTER 43
Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1117
CHAPTER 44
Customer Schedule Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1131
CHAPTER 45
Customer Controlled Avoid and Alert Database . . . . . . . . . . . . . . . . 1143
CHAPTER 46
User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . 1147
CHAPTER 47
Weather Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1151
CHAPTER 48
Text Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1161
CHAPTER 49
Graphic Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1181
CHAPTER 50
JEPPFAX Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1227
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Brief Contents
CHAPTER 51
Vertical Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1231
March 11, 2022
© 2003-2022 Jeppesen. All rights reserved.
JetPlan User Manual
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Contents
Tables
xxxvii
Introduction
1
About JetPlan® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the JetPlan User 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
29
31
36
37
43
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
56
56
57
58
Chapter 3: Point of Departure and Point of Arrival Commands
63
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specifying Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airport Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
65
65
65
66
Sequential Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Paired-Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ETP Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
67
72
73
75
75
76
76
77
Ad Hoc Airports and In-Flight Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
About Ad Hoc Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Defining an Ad Hoc Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
About Flight Level (FL) and Ad Hoc Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
About In-Flight Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Defining an Ad Hoc In-Flight Start Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ad Hoc Airports as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stored Airports as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVAIDs as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Running In-Flight-Start ETP Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
81
81
83
83
84
Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Taxi Parameters in the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Entering Taxi Fuel Directly in the Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . 89
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Contents
TXA and TXO taxi-time adjustment options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Takeoff Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Specifying a Fuel Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Chapter 4: Restricted Area Commands
95
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Using the RST Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Delineated Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Restrictions By Route Structure Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
FIR/UIR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checkpoint Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Route Database Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101
101
102
103
104
Applying Restricted Area Database Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Applying Multiple Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Omitting a Restricted Area Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Chapter 5: 4D Avoid and Alert Restrictive Airspaces
109
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creation of the Initial CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . .
111
111
113
114
115
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
115
116
116
116
117
117
117
117
118
118
118
118
118
Understanding the Contents of CCAA Database Records . . . . . . . . . . . . . . . . . . . 119
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 . . . . . . . . . . . . . . . . . . . .
119
119
121
123
Working with the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . . 124
Understanding the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . 124
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Using the CCAA, CCAAN, and CCAAF Options . . . . . . . . . . . . . . . . . . . . . . . . . 127
Using the CCAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Using the CCAAN Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Using the CCAAF Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Using the ORTRKA and ORTRKN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the GCAA and GCAN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the AVDERR Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the EXSS Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the EXCD Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the CCAAQ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
130
131
132
132
133
133
Understanding the City Pair and City Pair Fleet Database CCAAQ Parameters . . . . 134
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
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138
138
139
139
141
About Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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145
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152
152
154
155
155
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Applying Route Inputs – Domestic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nav Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . .
Domestic Planning – All 3 Route Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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161
161
162
162
162
Applying Route Inputs – International Planning . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POD and POA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overwater Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Nav Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nav Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . .
JetPlan Designated Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165
165
166
166
167
International Planning – Organized Track Structures . . . . . . . . . . . . . . . . . . . . . . 167
North Atlantic Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 Tracks – Input Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selecting the Optimal Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selecting a Specific Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Westbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Eastbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks – Crossing Without The NATS . . . . . . . . . . . . . . . . . . . . .
North Atlantic Performance-Based Communications and Surveillance . . . . . . . .
Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the Required Equipment Codes in the CADB . . . . . . . . . . . . . . . . . . .
Possible PBCS Error Message ─ Half-Degree PBCS Track . . . . . . . . . . . .
Possible PBCS Alert Messages ─ Whole-Degree PBCS Tracks . . . . . . . . . .
Output of Half-Degree Latitude Points on the Operational Flight Plan . . . .
Pacific Organized Track Structures (PACOTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flex Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flex Tracks – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACOTS – Far East To/From North America . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACOTS – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUSOTS Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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169
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175
176
177
178
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179
180
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184
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185
185
186
186
187
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Route Input Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
POD and POA in the Same Route Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
POD and POA in Different Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
North Atlantic Data Link Mandate (NAT DLM) . . . . . . . . . . . . . . . . . . . . . . . . . . 193
How JetPlan Supports the NAT DLM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Overriding Automatic Altitude Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
National Route Program (NRP) Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
NRP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRP Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Summary Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Non-Restrictive Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
High-Altitude Redesign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HAR Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRS Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High-Altitude RNAV Routes (Q Routes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Pitch and Catch Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Levels of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Flight Planning Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Setup Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Aircraft Database (CADB) – Equipment Section . . . . . . . . . . . . . . . . .
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the NRR Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR with HAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the Specific Route Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Facts and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Syntax Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Dash Delimiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Input Styles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting/Ending Route With a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting/Ending Route With an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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SRS Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unnamed Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
User-Named Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Guidelines for Naming Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . .
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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 . . . . . . . . . . . . . . . . . . . . . . . . . .
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SRS Routing for User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
SRS Naming Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
VOR, VORDME, VORTAC, TACAN and NDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Named RNAV Waypoints, Intersections, and Reporting Points . . . . . . . . . . . . . . . . . .
One-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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228
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229
Combination (SRS – Route Optimizer) Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Input Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Combination Routing Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Route Line Editing for Route Optimizer and SRS . . . . . . . . . . . . . . . . . . . . . . . . . 237
Route Line Editing Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Changing a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Deleting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Inserting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Runway-to-Runway Flight Planning and Preferred Runways . . . . . . . . . . . . . . .
Overriding a Preferred Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preferred Runway Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creating a Preferred Runway Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
243
244
244
244
Creating a Preferred Runway Record in JetPlan.com . . . . . . . . . . . . . . . . . . . . . . . . . 245
Using the JetPlan Command-Line Interface to Manage Preferred Runway Records . 246
Using Customer Route Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Line Editing of a CRDB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Coded Departure Route 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 . . . . . .
Electronic Route Availability Document Option . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the FlitePlan Core Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About 2HEAVY Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Options and Inputs Supported with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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ERAD Point of Departure (POD) and Point of Arrival (POA) Inputs . . . . . . . . . . . . .
ERAD Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD and the NATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Flight-Level Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD and European Conditional Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD 2.0 Restricted Areas Options and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Checkpoints and Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Checkpoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Countries by ICAO Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignoring RAD Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RST Options Not Supported with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
How ERAD Responds to Customer Controlled Avoid and Alert Options . . . . . . . . . . .
Time, Fuel, and Cost Optimization Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Special Remarks in the Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suppressing ERAD Special Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Lateral Route Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Lateral Route Only Option in the Generic Aircraft Database . . . . . . . . . .
ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface . . . .
Include DAL/TOC/BOC Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD 2.0 Runway-to-Runway Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . .
Dynamic SID/STAR Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No Internal EUROCONTROL Validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 7: Hold-Alternate Commands
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257
260
260
260
260
261
261
261
262
263
264
265
265
266
266
267
267
267
268
268
269
Hold-Alternate Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Hold-Alternate Fuel Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Hold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Alternate Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Uplift Option (AIR OPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Alternate Flight Level Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
About the Dynamic Alternate Route (DAR) option . . . . . . . . . . . . . . . . . . . . . . . . 276
Specifying a Route in DAR Command Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
Distance Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Route Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
CALT Database Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hold-Alternate Command-Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Selection Criteria and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
280
281
284
285
Criteria Tests at Compute Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
About the TAF Time Window (TAFWINDW) Customer Preference . . . . . . . . . . . . . . . 287
Alternate Selection Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
Departure (Takeoff) Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
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Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS/Overwater Driftdown Enroute Alternates (Diversion Airports) . . . . . . . . . . .
AIR OPS Enroute Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Automatic AIR OPS ERA Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR OPS Qualification Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Automatic Alternate Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
Setting Up the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Airport (POD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Airport (POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alternate Airport (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 8: Estimated Time of Departure Commands
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297
301
307
ETD Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Standard ETD Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the Wind and Temperature Database . . . . . . . . . . . . . . . . . . . . . .
PROGS Time Output on Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Online Winds: Sources and Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
309
310
311
311
311
NWS Format (Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
UKMO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
UK MET Office Historical Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Reliability Equivalent Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
National Center for Atmospheric Research (NCAR) Database . . . . . . . . . . . . . . . . . . 314
Confidence Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Using the Reliability Equivalent Winds Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Required Arrival Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
RATCI (Fixed ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
RATCI Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
RATCI and the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
RAT (Variable ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
RAT Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
ORBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
ORB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
ORB and RAT Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
Chapter 9: Profile Commands
325
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Flight Rule Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Changing Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Waypoints As Constraint Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Change After Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Change at Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constraint Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
332
332
332
333
Altitude Control Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
Maximum Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Climb and Descent Altitude Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
FPM Climb and Descent Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Required FPM Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Required FPM Climb and Descent Method Parameter Settings . . . . . . . . . . . . . .
Initial Climb and Descent Speed Schedule Settings . . . . . . . . . . . . . . . . . . . . . . .
Requesting Climb and Descent Altitude Constraints . . . . . . . . . . . . . . . . . . . . . . . . . .
Requesting MEA,MAA and GRID MORA Data Constraints . . . . . . . . . . . . . . . . . . . . .
SID/STAR Profile Constraints Customer Preference . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the FPM Secondary Climb and Descent Option . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Index (Fuel, Time, and Cost) Optimization . . . . . . . . . . . . . . . . . . . .
Fuel Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Time Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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341
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Order of Precedence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Chapter 10: Aircraft Type Commands
345
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
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Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Determining an Aircraft’s Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
Standard Cruise Mode Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
Non-Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Primary Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
Multiple Primary Cost Index Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Auxiliary Cruise Mode Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
Auxiliary Cruise with Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . 369
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Climb and Descent Schedule Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
First Principles Aircraft Model Secondary Climb and Descent Options . . . . . . . . 370
Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
FPM Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
FPM Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Bias Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
Bias Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
376
376
377
377
378
378
379
379
379
380
380
381
381
381
381
382
Applying MEL Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
MEL Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
Chapter 12: Cost Index Commands
385
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Cost Index Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Requirements and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Static Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Dynamic Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index vs. Other Economy Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
388
389
390
390
393
Minimum Adjusted Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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395
397
397
399
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Related JetPlan Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
Chapter 13: Operational Weight Commands
407
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Operational Weight Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410
Chapter 14: Payload, POD/POA, Weight, and Fuel Commands
411
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload, Fuel, and Weight Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAXxxx (Passenger Count) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
413
414
415
415
415
416
416
416
417
417
418
418
419
POD or POA WT Fuel Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
Dxxxxx (Departure Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Axxxxx (Arrival Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DM (Departure Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AM (Arrival Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
420
420
420
421
POD or POA WT Fuel Secondary Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
MFODxxxx (Minimum Fuel On Destination) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specifying MFOD in the JetPlan.com New Flight Planner . . . . . . . . . . . . . . . . . .
MFAGxxxx (Minimum Fuel at Gate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFALTxxxx (Minimum Fuel At Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADJ=xxx (Adjustment Fuel Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAD=xxxx or PADxxxx (PAD Fuel Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAXT=xxxxx (Maximum Tanker Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCHT=xxx (Minimum Contingency Holding Time) . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCCT=xxx (Minimum Contingency Cruise Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PN=1234 (Multi-Sector Tankering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
421
422
423
423
424
424
424
425
425
425
426
426
427
427
428
428
429
Domestic, International, and Island Reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
Dxxx (Domestic Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
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Contents
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
China Civil Aviation Regulation 121 R5 Fuel Policy . . . . . . . . . . . . . . . . . . . . . . . . .
Contingency Fuel and Time Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reserve Fuel Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
430
430
431
432
433
433
434
438
438
439
439
Additional Options that Affect Payload, Fuel, and Weight . . . . . . . . . . . . . . . . . . 439
Hold Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reserve Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Weight Reiteration (Autoweight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
440
441
441
441
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 . . . . . . . . . . . . . . . . . . . . . . . . . . .
443
443
444
446
447
448
449
450
450
452
453
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
453
455
455
456
Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options . . . . 457
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK2/TANK2X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK3/TANK3X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Bonded Fuel Prices in Tankering Calculations . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tanker Limiting Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
457
460
460
462
463
464
464
Fuel Savings Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Sector Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Weight Reiteration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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466
468
468
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Departure Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
Reclear Flight Plans And Landing Burnoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
Chapter 15: Fuel Off/On and Payload Off Commands
475
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading and Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 16: Departure and Arrival Bias Commands
477
477
477
477
478
479
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
481
481
482
482
482
483
Climb Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb Bias - TOC Before First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb Bias - TOC After First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb Bias - Flattening Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
483
484
485
485
486
Combining Bias Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
Interaction Between Bias Database Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488
Chapter 17: Message Commands
491
Creating Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Packaging JetPlan Products in Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combining Products Using the MG Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Message No Number - MGNN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 18: Forward Plans and Messages
493
494
495
496
497
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTN, ARINC, and SITA Designators and Priority Codes . . . . . . . . . . . . . . . . . .
AFTN Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARINC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SITA Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fax Forwarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
499
499
500
501
501
501
Basic Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 502
Enhanced Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 503
ACARS Uplink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
Character Length Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
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Chapter 19: ATC Filing
511
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513
JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
Filing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
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 . . . . . . . . . . . . . . . . . . . . . . . . .
515
530
530
532
532
533
533
535
ICAO 2012 Flight Plan Filings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535
Summary of ICAO 2012 Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536
ICAO 2012 Changes to Item 10a/b and Item 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536
ICAO 2012 Changes to the JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . 539
ICAO 2012 Changes to Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540
Before Filing the ICAO 2012 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541
Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541
Filing Priority and Timeliness Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542
File Immediately . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTN Priority Code Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delaying Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lead Time Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing at a Specified Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
542
543
543
544
545
Canceling Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing Filing Status and History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
545
546
547
548
Using the STAT Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548
Using the SHOW Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548
Working with Domestic Flight Plan Sequence Numbers . . . . . . . . . . . . . . . . . . . 551
Short Autofile Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552
Domestic U.S. Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 553
Canceling a Domestic Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
Chapter 20: Reclear Commands
557
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559
Plan Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560
Autoweight Flight Plan Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 561
Commands, Options, and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Command Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Point Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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563
564
564
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Reclear Airport and Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 566
Auto Selection (Reclear Airport and Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 566
Other Reclear Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
Route Selection for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
User-Defined Routing for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
Routing when Using the Auto Select Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 573
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
575
575
575
576
577
578
579
579
580
581
582
588
588
EU-OPS Attribute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
Chapter 21: ETOPS
591
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593
Chapter 22: Overwater Driftdown and Terrain Analysis
595
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597
FAR Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
FAR 121.191 – One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
FAR 121.193 – Two Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
Overwater (Basic) Driftdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600
Overwater Driftdown Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
ETP Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602
Driftdown Performance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 605
Overwater Driftdown Flight Plan Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . 605
Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETP Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Critical Fuel Calculation Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depressurized Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
One-Engine and Two-Engines Inoperative Scenarios . . . . . . . . . . . . . . . . . . . . . .
Highest Terrain Diversion Path Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
606
607
607
608
609
610
Overwater Driftdown Data on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610
Terrain Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
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Terrain Analysis Key Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
Terrain Analysis Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
617
620
620
621
622
624
625
626
627
Terrain Analysis Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 629
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
630
635
637
639
642
645
649
Terrain Database Extract Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650
Segment Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Off-Route Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Raw Terrain Data Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 23: Point of Safe Diversion and Point of Safe Return
650
651
653
654
655
About Point of Safe Diversion (PSD) Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . 657
PSD Flight Plan Inputs and Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 657
PSD Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 658
Calculating the PSDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 659
Calculating Reserve and Divert Leg Fuel Burn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660
Calculating PSD for Normal Operations and for the Worst Performance Case . . . . . 661
Order of Precedence for Worst Performance Case Calculations . . . . . . . . . . . . . 662
Chapter 24: Optimal Scenario Analysis
665
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668
Internal Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668
External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 669
Internal and External Scenario Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 669
OSA Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670
Basic OSA Examples And Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 672
Multiple External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673
Explicit External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 674
Explicit External Scenario Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675
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Changing Outcome Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676
Optimizing Direct vs. Specific Route Selector (SRS) Great Circle . . . . . . . . . . . . 677
Enroute Charges and OSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678
Enroute Charge Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678
Enroute Charge Print Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
Route Cost Summary Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
Chapter 25: Enroute Charges and FIR Traversal
681
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Enroute Charges Through JetPlanIII . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generating an Ad Hoc Enroute Charges Report . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing Exchange Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
683
684
685
688
Viewing and Modifying Customer Exchange Rate Information . . . . . . . . . . . . . . . . . . 690
Generating a FIR/UIR Traversal Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692
Chapter 26: Archiving
695
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
Enroute Charges Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698
Archive Commands (EC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive and Report Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cosmic Radiation Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive Commands (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
700
700
701
701
702
703
703
704
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
704
705
705
705
Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708
Chapter 27: Customer Aircraft Database
709
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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711
712
713
714
718
720
720
722
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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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
727
736
738
739
740
743
744
Overview of RAIM Prediction Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overview of ADS-B SAPT Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Configuring the CADB for ADS-B SAPT Report Requests . . . . . . . . . . . . . . . .
Requesting an ADS-B SAPT Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About ADS-B SAPT Report Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
744
745
746
748
749
CADB Parameters: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Flag and Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
755
758
762
769
776
ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Factor Code Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
777
778
779
780
CADB Parameters: “Driftdown” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: “Biases” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: “Special Bias Modifications” Section . . . . . . . . . . . . . . . . . .
CADB Parameters: “ICAO 2012 Certification and Equipment” Section . . . . . . .
783
786
788
789
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 . . . . . . . . . . . .
789
792
792
793
794
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 806
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 806
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 806
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 807
CADB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 808
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 808
Chapter 28: Aircraft Fleet Database
811
About the Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SCM Data Sets and the ACFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
813
813
816
827
827
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827
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File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827
ACFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
Chapter 29: Customer Alternate Database
829
About the Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
831
831
832
834
834
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 834
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 834
CALT Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
Chapter 30: Customer Airport Database
837
About the Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
839
840
857
857
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 857
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 857
CAPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 858
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 858
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859
Chapter 31: Airport Fleet Database
861
About the Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About Runway-to-Runway Planning and the Preferred Runways Parameters . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
863
863
864
865
881
881
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 881
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 882
CAPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885
Chapter 32: Generic Airport Database
887
About the Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889
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Contents
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894
Generic Airport Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 896
Chapter 33: City Pair Database
897
About the City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
899
900
908
908
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 908
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 908
City Pair Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909
Chapter 34: City Pair Fleet Database
911
About the City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 913
About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 913
Taxi Time Adjustment Set Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 915
Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 916
SCM Sets and the CPFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 917
About ETOPS SCM Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 917
Setting a Default ETOPS SCM Set in a City Pair Fleet Record . . . . . . . . . . . . . . . . . 918
Order of Precedence for ETOPS SCM Set Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 918
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929
CPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931
CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 933
Chapter 35: Coded Departure Routes Database
935
About the Customer Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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938
939
939
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File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939
Coded Departure Routes Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . 939
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 940
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 941
Chapter 36: Flight Brief Database
943
About the Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 945
The Flight Brief Database and the ICAO 2012 FPL Format . . . . . . . . . . . . . . . . . 946
Before Using the ICAO 2012 Flight Brief Database Parameters . . . . . . . . . . . . . . . . . 946
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Brief Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
948
966
966
967
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 967
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 969
Chapter 37: Master Database (MDB)
971
About the Master Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
973
974
976
976
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 976
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 976
MDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 979
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 979
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 980
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 981
Chapter 38: Minimum Equipment List Database
983
About the MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 985
How the MEL Database Supports the ICAO 2012 FPL . . . . . . . . . . . . . . . . . . . . . 986
Before Using the ICAO 2012 MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . 987
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1004
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1004
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1004
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1004
MEL Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1005
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1005
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1006
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1008
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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 39: Preferred Runways Database
1008
1010
1010
1011
1013
1015
About the Preferred Runways Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1017
1018
1020
1020
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020
Preferred Runways Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1021
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1021
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1022
Chapter 40: Restricted Area Database
1023
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1025
1026
1026
1026
1027
1028
1028
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1028
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1028
Restricted Area Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1029
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1029
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1030
Chapter 41: Customer Route Database
1033
About the Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Segment Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Pre-Effective Database Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1035
1035
1036
1038
Getting Help on Using the Pre-Effective Database . . . . . . . . . . . . . . . . . . . . . . . . . . 1039
Sending FMS Route Output to Jeppesen NavData . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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1040
1040
1046
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Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1049
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1049
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050
File Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050
Customer Route Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generate Command (RT,GEN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Modify Command (RT,CHG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delete Command (RT,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rename Command (RT,RN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Update Command (RT,UPD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Group Command (RG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Group Name Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Add Command (RG,ADD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delete Command (RG,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Group Names to Select Route Files in a Flight Plan . . . . . . . . . . . . . . . . .
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Print Command (RT,PRI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
List Command (RT,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Proof Command (RT,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Summary Command (RT,SUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total Command (RT,TOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Record Identifier Command (RT,RID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Search Command (RT,SRH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway/Checkpoint Search Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Route Database File Content Verification . . . . . . . . . . . . . . . . . . . . . . . . .
Check Command (RT,CHK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check List (RT,CHK,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check Route Proof (RT,CHK,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OK Command (RT,OK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Failed Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Route Database Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creating a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . .
1051
1051
1054
1056
1058
1058
1063
1064
1064
1064
1065
1065
1067
1067
1069
1072
1074
1077
1079
1079
1080
1083
1085
1085
1087
1087
1088
1089
1090
1090
1091
1092
1093
1094
1094
1095
1095
1095
1096
1096
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1097
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Chapter 42: Route Constraint Database
1099
About the Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101
Canned Route Optimization Versus Random Route Optimization . . . . . . . . . . . 1102
Route Constraint Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1103
Canned Route Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Route Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Restricted Area Only) . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Route & Restricted Area) . . . . . . . . . . . . . . . . . . . . . .
1103
1104
1106
1107
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111
Route Constraint Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1112
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1112
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1114
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
Precedence and Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
Chapter 43: Scenario Database
1117
About the Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1119
1120
1126
1126
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1126
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1126
Scenario Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1126
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1127
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1129
Chapter 44: Customer Schedule Database
1131
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interaction Between the CSDB and the Customer Aircraft Database . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1133
1134
1135
1135
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1135
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1135
CSDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1136
File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1136
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1139
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1140
Using CSDB Files (Without Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1140
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Using CSDB Files (With Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1140
Ad Hoc Restricted Area/Restricted Area Database File . . . . . . . . . . . . . . . . . . . . 1141
Overriding CRAD Files Stored in CSDB Files . . . . . . . . . . . . . . . . . . . . . . . . . . 1142
Chapter 45: Customer Controlled Avoid and Alert Database
1143
About the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1145
Chapter 46: User-Defined Restrictive Airspace Database
1147
About the User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . 1149
Chapter 47: Weather Introduction
1151
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 48: Text Weather
1153
1154
1157
1157
1157
1158
1159
1161
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types Of Weather Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terminal Forecasts And Surface Observations . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface Observations And Special Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1163
1163
1163
1163
1164
Regional Surface Observations (METARs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1164
Terminal Forecasts (TAFs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1165
Terminal Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Area Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTAMs - Jeppesen NOTAM Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Winds and Temperatures Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Reports - PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1166
1166
1167
1169
1170
U.S. PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1170
SIGMETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
SIGMETs, AIRMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
Convective SIGMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
Convective Outlook - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIGMETs - Atlantic, Pacific, Caribbean and Canadian Areas . . . . . . . . . . . . . . .
Severe Weather Watches and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typhoon, Hurricane Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Volcanic Ash Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Meteorological Forecast Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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1173
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Contents
NWS Offshore Marine Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC Center Weather Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 49: Graphic Weather
1175
1175
1176
1177
1178
1181
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Weather Maps Through JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caribbean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
East Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe/Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indian Ocean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1183
1183
1184
1184
1186
1188
1190
1191
1193
1195
1197
1199
1201
1203
1204
1207
1209
1210
1212
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1215
1217
1219
1220
1221
1222
1223
1224
Chapter 50: JEPPFAX Weather Maps
1227
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1229
Chapter 51: Vertical Wind Shear
1231
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1233
Shear Value Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1234
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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:
23
25
29
31
36
37
43
44
46
54
56
56
57
58
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:
95
Route Structure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Tables
4D Avoid and Alert Restrictive Airspaces
Table 5-1:
109
Default SCA Types and Avoidance Levels in CCAA DB Records . . . . 121
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:
141
Internal Identifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Eastbound Examples) . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Westbound Examples) . . . . . . . . . . . . . . . . . . . .
North American Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PBCS – Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Inputs Supported with ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . .
Route Inputs Planned for a Future Version of ERAD . . . . . . . . . . . . . .
Route Inputs Not Supported or 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:
269
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:
155
168
169
170
170
171
180
254
255
256
259
281
294
295
297
302
325
Flight Rules Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Cruise Mode Commands
357
Table 11-1: Cruise Mode Designators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
Table 11-2: Ad Hoc Bias Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Table 11-3: MEL Record Name Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
Cost Index Commands
Table 12-1:
Table 12-2:
Table 12-3:
Table 12-4:
Table 12-5:
Table 12-6:
Table 12-7:
CAPDB CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB CI Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACI Cost Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Operating Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB RAT Max/Min CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPDB MACI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Default Block Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . .
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391
392
396
398
398
399
400
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Tables
Table 12-8: CPFDB Crew Costs Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Table 12-9: Sample Lateness Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
Table 12-10: CPFDB Lateness Segment Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 402
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:
411
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:
497
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:
431
443
445
446
447
448
449
450
453
457
464
500
500
500
504
509
511
JetPlan Automatic Filing Program Command Prompts . . . . . . . . . . . . .
Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Commands
516
538
549
550
557
Table 20-1: Canned Tracks Available for Reclear Routing . . . . . . . . . . . . . . . . . . . 572
Overwater Driftdown and Terrain Analysis
Table 22-1:
Table 22-2:
Table 22-3:
Table 22-4:
Table 22-5:
595
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 . . . . . . . . .
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602
612
617
620
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Tables
Table 22-6:
Table 22-7:
Table 22-8:
Table 22-9:
Table 22-10:
Table 22-11:
Table 22-12:
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Point of Safe Diversion and Point of Safe Return
621
622
624
625
628
631
649
655
Table 23-1: CADB Parameters Used to Determine Worst Performance Case . . . . . 662
Enroute Charges and FIR Traversal
681
Table 25-1: Enroute Charges Prompts and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 685
Archiving
695
Table 26-1: Enroute Charges Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . . 699
Table 26-2: Cosmic Radiation Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . 704
Customer Aircraft Database
Table 27-1:
Table 27-2:
Table 27-3:
Table 27-4:
Table 27-5:
Table 27-6:
Table 27-7:
Table 27-8:
Table 27-9:
Table 27-10:
Table 27-11:
Table 27-12:
Table 27-13:
Table 27-14:
Table 27-15:
Table 27-16:
Table 27-17:
Table 27-18:
Table 27-19:
Table 27-20:
CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “Weights” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “Fuels” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “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 Parameters Used in the ADS-B SAPT Report Requests . . . . . .
CADB Record: “Equipment” Section . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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709
715
720
722
727
736
738
739
742
743
746
750
755
758
762
770
777
778
779
780
781
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© 2003-2022 Jeppesen. All rights reserved.
Tables
Table 27-21:
Table 27-22:
Table 27-23:
Table 27-24:
Table 27-25:
Table 27-26:
Table 27-27:
Table 27-28:
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 . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aircraft Fleet Database
782
782
782
783
786
791
795
808
811
Table 28-1: SCM Data Set Overlap with the CADB . . . . . . . . . . . . . . . . . . . . . . . .
Table 28-2: Aircraft Fleet Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 28-3: ACFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . .
Table 28-4: ACFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Alternate Database
813
816
828
828
829
Table 29-1: Customer Alternate Database Parameters . . . . . . . . . . . . . . . . . . . . . . . 832
Table 29-2: CALT Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . 835
Customer Airport Database
837
Table 30-1: CAPDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 840
Table 30-2: CAPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . 858
Table 30-3: CAPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859
Airport Fleet Database
Table 31-1:
Table 31-2:
Table 31-3:
Table 31-4:
861
CAPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generic Airport Database
865
882
883
885
887
Table 32-1: Generic Airport Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 890
Table 32-2: Generic Airport Database File Maintenance Commands . . . . . . . . . . . . 895
Table 32-3: Generic Airport Database File Display Commands . . . . . . . . . . . . . . . . 896
City Pair Database
897
Table 33-1: City Pair Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900
Table 33-2: City Pair Database File Maintenance Commands . . . . . . . . . . . . . . . . . 909
Table 33-3: City Pair Database File Display Commands . . . . . . . . . . . . . . . . . . . . . 909
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Tables
City Pair Fleet Database
Table 34-1:
Table 34-2:
Table 34-3:
Table 34-4:
Table 34-5:
911
Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coded Departure Routes Database
916
919
930
931
933
935
Table 35-1: Customer Coded Departure Routes Database Parameters . . . . . . . . . . . 938
Table 35-2: Coded Departure Routes Database File Maintenance Commands . . . . . 940
Table 35-3: Coded Departure Routes Database File Display Commands . . . . . . . . . 941
Flight Brief Database
943
Table 36-1: Flight Brief Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 948
Table 36-2: Flight Brief Database File Maintenance Commands . . . . . . . . . . . . . . . 967
Table 36-3: Flight Brief Database File Display Commands . . . . . . . . . . . . . . . . . . . 969
Master Database (MDB)
Table 37-1:
Table 37-2:
Table 37-3:
Table 37-4:
971
MDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Equipment List Database
974
977
979
980
983
Table 38-1: MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988
Table 38-2: MEL Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . 1005
Table 38-3: MEL Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . . 1006
Preferred Runways Database
1015
Table 39-1: Preferred Runway Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018
Table 39-2: Preferred Runways Database File Maintenance Commands . . . . . . . . 1022
Table 39-3: Preferred Runways Database File Display Commands . . . . . . . . . . . . 1022
Restricted Area Database
1023
Table 40-1: Restricted Area Database File Maintenance Commands . . . . . . . . . . . 1029
Table 40-2: Restricted Area Database File Display Commands . . . . . . . . . . . . . . . 1030
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Tables
Customer Route Database
Table 41-1:
Table 41-2:
Table 41-3:
Table 41-4:
Table 41-5:
1033
Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OK Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Constraint Database
Table 42-1:
Table 42-2:
Table 42-3:
Table 42-4:
1040
1046
1064
1087
1089
1099
Qualifying Parameters in the CADB . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Constraint Database Parameters . . . . . . . . . . . . . . . . . . . . . . . .
Route Constraint Database File Maintenance Commands . . . . . . . . . .
Route Constraint Database File Display Commands . . . . . . . . . . . . . .
Scenario Database
1101
1109
1112
1114
1117
Table 43-1: Scenario Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1120
Table 43-2: Scenario Database File Maintenance Commands . . . . . . . . . . . . . . . . 1127
Table 43-3: Scenario Database File Display Commands . . . . . . . . . . . . . . . . . . . . 1129
Customer Schedule Database
1131
Table 44-1: CSDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1136
Table 44-2: CSDB Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . 1139
Weather Introduction
1151
Table 47-1: Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1154
Table 47-2: Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1157
Table 47-3: Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1158
Text Weather
Table 48-1:
Table 48-2:
Table 48-3:
Table 48-4:
Table 48-5:
Table 48-6:
Table 48-7:
Table 48-8:
Table 48-9:
Table 48-10:
Table 48-11:
1161
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 . . . . .
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Tables
Table 48-12:
Table 48-13:
Table 48-14:
Table 48-15:
Table 48-16:
Other Regions: Severe Weather Warnings Stations . . . . . . . . . . . . . . .
Other Regions: Typhoon and Hurricane Report Stations . . . . . . . . . . .
Other Regions: Volcanic Ash Report Stations . . . . . . . . . . . . . . . . . . .
Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Report Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Graphic Weather
Table 49-1:
Table 49-2:
Table 49-3:
Table 49-4:
Table 49-5:
Table 49-6:
Table 49-7:
Table 49-8:
Table 49-9:
Table 49-10:
Table 49-11:
Table 49-12:
Table 49-13:
Table 49-14:
Table 49-15:
Table 49-16:
Table 49-17:
Table 49-18:
Table 49-19:
Table 49-20:
Table 49-21:
Table 49-22:
Table 49-23:
Table 49-24:
Table 49-25:
Table 49-26:
Table 49-27:
Table 49-28:
Table 49-29:
Table 49-30:
Table 49-31:
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1181
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) . . . . . . . . .
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Tables
Table 49-32:
Table 49-33:
Table 49-34:
Table 49-35:
Table 49-36:
Table 49-37:
Table 49-38:
Table 49-39:
Table 49-40:
Table 49-41:
Table 49-42:
Table 49-43:
Table 49-44:
Table 49-45:
Table 49-46:
Table 49-47:
Table 49-48:
Table 49-49:
Table 49-50:
Table 49-51:
Table 49-52:
Table 49-53:
Table 49-54:
Table 49-55:
Table 49-56:
Table 49-57:
Table 49-58:
Table 49-59:
Table 49-60:
Table 49-61:
Table 49-62:
Table 49-63:
Table 49-64:
Table 49-65:
Table 49-66:
Table 49-67:
Table 49-68:
Table 49-69:
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) . . . . . . . . . . . . . . . . . . .
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) . . . . . . . . . . . . . . . . . . . . . .
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1202
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Tables
Table 49-70: Type: Surface & Low-level Significant Weather (South Pacific) . . . .
Table 49-71: Type: High-level Significant Weather (South Pacific) . . . . . . . . . . . . .
Table 49-72: Type: Winds and Temps Aloft (South Pacific) . . . . . . . . . . . . . . . . . .
Table 49-73: Type: Aviation Hazards (South Pacific) . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-74: Type: Satellite (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-75: Type: Radar (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-76: Type: Surface & Low-level Significant Weather (U.S.) . . . . . . . . . . .
Table 49-77: Type: High-level Significant Weather (U.S.) . . . . . . . . . . . . . . . . . . . .
Table 49-78: Type: Winds and Temps Aloft (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-79: Type: Aviation Hazards (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-80: Type: Satellite (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-81: Type: Surface & Low-level Significant Weather (Alaska) . . . . . . . . .
Table 49-82: Type: High-level Significant Weather (Alaska) . . . . . . . . . . . . . . . . . .
Table 49-83: Type: Winds and Temps Aloft (Alaska) . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-84: Type: Satellite (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-85: Type: Surface & Low-level Significant Weather (Hawaii) . . . . . . . . .
Table 49-86: Type: Winds and Temps Aloft (Hawaii) . . . . . . . . . . . . . . . . . . . . . . .
Table 49-87: Type: Aviation Hazards (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-88: Type: Satellite (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-89: Type: Radar (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-90: Type: Surface & Low-level Significant Weather (U.S. North Central)
Table 49-91: Type: Satellite (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-92: Type: Radar (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-93: Type: Surface & Low-level Significant Weather (U.S. Northeast) . . .
Table 49-94: Type: Aviation Hazards (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . .
Table 49-95: Type: Satellite (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-96: Type: Radar (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-97: Type: Surface & Low-level Significant Weather (U.S. Northwest) . . .
Table 49-98: Type: Satellite (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-99: Type: Radar (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-100:Type: Surface & Low-level Significant Weather (U.S. South Central)
Table 49-101:Type: Aviation Hazards (U.S. South Central) . . . . . . . . . . . . . . . . . . .
Table 49-102:Type: Satellite (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-103:Type: Radar (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-104:Type: Surface & Low-level Significant Weather (U.S. Southeast) . . .
Table 49-105:Type: Aviation Hazards (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . .
Table 49-106:Type: Satellite (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 49-107:Type: Radar (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Tables
Table 49-108:Type: Surface & Low-level Significant Weather (U.S. Southwest) . . 1225
Table 49-109:Type: Aviation Hazards (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . 1225
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JetPlan User Manual
xlvii
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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JetPlan User Manual
3
Introduction
About the JetPlan User Manual
About the JetPlan User Manual
NOTE Check the JetPlan.com website for the most current online version of this
document. Printed versions of this manual might not contain the latest changes. If you
have questions about your JetPlan.com user account information, contact Jeppesen
customer support.
The JetPlan User Manual provides information on requesting, retrieving, and maintaining
JetPlan information. This manual describes the options that users can include in a flight plan
request and the resulting calculations and output.This information is useful to anyone using
any of the flight plan products that interface with 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 more 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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JetPlan User Manual
5
Introduction
Getting Started
PLAN 0791
NONSTOP COMPUTED 2159Z
KSJC TO KABQ GLF5 M85/F IFR
FOR ETD 1700Z
PROGS 2012NWS
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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Introduction
Getting Started
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
customizations.
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 to use features that require
Jeppesen consent —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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JetPlan User Manual
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Introduction
Getting Started
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 User Manual
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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 is 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 is 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.”
JetPlan User Manual
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Command-Line Prompts
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JetPlan Command-Line Interface
Understanding the Command-Line Interface
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 40, “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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JetPlan User Manual
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JetPlan Command-Line Interface
Understanding the Command-Line Interface
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.”
JetPlan User Manual
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Command-Line Prompts (continued)
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JetPlan Command-Line Interface
Understanding the Command-Line Interface
Table 1-1
Command-Line Prompts (continued)
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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JetPlan User Manual
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JetPlan Command-Line Interface
Understanding the Command-Line Interface
• 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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JetPlan User Manual
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JetPlan Command-Line Interface
Understanding the Batch Interface
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
These command options are not
used when a CADB file is
specified at the A/C TYPE/REGN
prompt or the //ADB keyword.
14 PAYLOAD
//PLD
15 FUEL OFF/ON
//RF
16 POD OR POA FUEL
//DFL or //AFL
16 POD OR POA WT
//DWT or //AWT
JetPlan User Manual
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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.
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JetPlan Command-Line Interface
Understanding the Batch Interface
Table 1-2 JetPlan Interface Comparison (continued)
Command-Line Prompts
Batch Keywords
Notes
17 RESERVE or MAX FUEL
//RES or //MVR
These command options are not
used when a CADB file is
specified at the A/C TYPE/REGN
prompt or the //ADB keyword.
18 CLIMB FUEL,TIME,DIST
BIAS
//DBS
These command options are not
used when a CADB file is
specified at the A/C TYPE/REGN
prompt or the //ADB keyword.
19 DESCENT FUEL,TIME,DIST
BIAS
//ABS
These command options are not
used when a CADB file is
specified at the A/C TYPE/REGN
prompt or the //ADB keyword.
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JetPlan User Manual
19
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.
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 44, “Customer Schedule
Database.”
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JetPlan User Manual
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Option Commands
Flight Plan Command
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.
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)
JetPlan User Manual
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Option Commands
Flight Plan Command
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 can 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
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.
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Option Commands
Flight Plan Command
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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Option Commands
Flight Plan Command
Table 2-2
Flight Plan Options–Output (continued)
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
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.
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Option Commands
Flight Plan Command
Table 2-2
Flight Plan Options–Output (continued)
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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Option Commands
Flight Plan Command
Table 2-2
Flight Plan Options–Output (continued)
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.
NOTE JetPlan no longer supports the Aviation Digital Format (ADF) weather
forecast model. The National Weather Service (NWS) model automatically replaces
the ADF model in Customer ID Attribute files.
Table 2-3
Flight Plan Options–Weather Sources
Option
Explanation
FP,WXNWS
NWS Weather Option (Default). 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.
NOTE JetPlan no longer supports the ADF weather format. The NWS format
replaces the ADF format as the default for JetPlan.
FP,WXUK
United Kingdom 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
UKMO within the previous 24 hours.
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Option Commands
Flight Plan Command
Table 2-3
Flight Plan Options–Weather Sources (continued)
Option
Explanation
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. The UK
Met Office Historical Weather Database uses a 30-year history of average
monthly wind values.
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 41-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.
CAUTION Jeppesen recommends using a confidence level of no more than
50%. Higher confidence levels can underestimate wind speeds.
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 50 percent.
For example:
FP,WS1203,R50
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Option Commands
Flight Plan Command
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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Option Commands
Flight Plan Command
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,ERAD,DOTB
ERAD Include DAL/TOC/BOC Option. When used with the ERAD flight
plan option, the DOTB option 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.
FP,ERAD,S2PTHT
ERAD Dynamic SID/STAR Calculation Option. When used with the ERAD
flight plan option, the 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.
FP,ERAD,S2R2R
ERAD Runway to Runway Option. When used with the ERAD flight plan
option, the S2R2R option 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
FP,ERAD,S2RTO
ERAD Lateral Route Only Option. When used with the ERAD flight plan
option, the S2RTO option instructs JetPlan to process only the lateral route
returned by the ERAD route selector. JetPlan Engine excludes the ERAD
vertical profile calculations and instead uses the JetPlan Engine vertical
profile calculations.
FP,ERAD,S2VF
No Internal EUROCONTROL Validation Option. When used with the
ERAD flight plan option, the S2VF option instructs JetPlan to request the
ERAD route selector to return a trajectory (route plus profile) without first
performing EUROCONTROL validation.
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Option Commands
Flight Plan Command
Table 2-4
Flight Plan Options–Routing Variables (continued)
Option
Explanation
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.
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.”
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Option Commands
Flight Plan Command
Table 2-4
Flight Plan Options–Routing Variables (continued)
Option
Explanation
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.
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 27, “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 33, “City Pair
Database.”
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Option Commands
Flight Plan Command
Table 2-4
Flight Plan Options–Routing Variables (continued)
Option
Explanation
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 27, “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 33, “City Pair Database.”
FP,PSD
Point of Safe Diversion and Point of Safe Return (PSD) Option. This option
directs JetPlan to calculate PSDs along a flight plan route. A PSD is the point
where the fuel required to fly to a divert airport is the same as the fuel
onboard while maintaining necessary reserve fuel. You can use this option to
specify airports for consideration as PSD divert airports. JetPlan always
considers the POD as the first divert airport. When JetPlan identifies a PSD
for the POD, that PSD is also the Point of Safe Return (PSR), the point at
which it is possible to return to the POD with required reserve fuel intact. For
more information on the PSD option, see Chapter 23, “Point of Safe
Diversion and Point of Safe Return.”
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Option Commands
Flight Plan Command
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).
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Option Commands
Flight Plan Command
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 36, “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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Option Commands
Flight Plan Command
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 AIR OPS compliant operation.
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 and Driftdown Extended options. These options both invoke the
JetPlan Overwater Driftdown feature, which provides for the following
driftdown scenarios: depressurization, one engine-out, and two engines-out.
Both Driftdown (DRFT) and Driftdown Extended (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.
FP,TANK2 or
FP,TANK2X
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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Option Commands
Flight Plan Command
Table 2-6
Flight Plan Options–Feature Options (continued)
Option
Explanation
FP,TANK3 or
FP,TANK3X
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 24, “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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Option Commands
Flight Plan Command
Table 2-6
Flight Plan Options–Feature Options (continued)
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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Option Commands
Flight Plan Command
Table 2-6
Flight Plan Options–Feature Options (continued)
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 36,
“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 might
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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Option Commands
Flight Plan Command
Table 2-6
Option
FP,FBNDC=Y/N
Flight Plan Options–Feature Options (continued)
Explanation
• 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 36, “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 might
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.
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Option Commands
Flight Plan Command
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
Flight Plan Options/Commands–FMS
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).
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.
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JetPlan User Manual
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Option Commands
Flight Plan Command
Table 2-7
Flight Plan Options/Commands–FMS (continued)
Option/Command
Explanation
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.
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 25, “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.
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Option Commands
Flight Plan Command
Table 2-8
Flight Plan Options–Miscellaneous (continued)
Option
Explanation
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 25, “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.
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,R5xx
China Civil Aviation Regulation 121 (CCAR-121) R5 Fuel Policy (R5xx)
Option. The CCAR-121 R5 fuel policy defines formulas for calculating
contingency and reserve fuel for operators flying under Chinese Civil
Aviation Regulations.
For more information, see Chapter 14, “Payload, POD/POA, Weight, and
Fuel Commands.”
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 26, “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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Option Commands
Additional Command-Line Options
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 26, “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 26,
“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 26,
“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 26, “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 26, “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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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
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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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
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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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
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 III Reference Help Command. This command accesses database
information you can use when researching and creating flight plans. Type
JPIII on the Options command line and follow the on-screen directions.
Information that you can access includes:
• Airport information
• High/Low altitude airway information
• SID/STAR information
• SID/STAR details, including altitude constraint and rule information
for checkpoints
• Waypoint information
• Currency exchange rates
• FIR traversal information
• Enroute charges information
You can use the JPIII command to display altitude constraint and rule
information for checkpoints in SIDs and STARs. After typing JPIII on the
Options command line, type 4 for SID/STAR detail. Then follow the onscreen prompts to display details for a SID or a STAR. JetPlan displays the
altitude in the ALT column and rules in the RULE column, where:
• The plus (+) sign in the RULE column means that the aircraft must
cross the fix at or above the altitude specified in the ALT column. For
example, 13000 + means cross the fix at or above 13000 feet (FL 130).
• The minus (-) sign in the RULE column means that the aircraft must
cross the fix at or below the altitude specified in the ALT column. For
example, 13000 - means cross the fix at or below 13000 feet (FL 130).
• The letter B in the RULE column means that the aircraft must cross the
referenced fix between 1000 feet above and 1000 feet below the flight
level specified in the ALT column. For example, 12000 B means cross
the fix between 11000 feet (FL110) and 13000 feet (FL 130).
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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
Command
Explanation
JPIII (continued)
The following example shows altitude constraint and rule information for the
SIER7A STAR:
AIRPORT - VHHH
RUNWAY - 07B
CPT
CANTO
MURRY
SILVA
LIMES
VHHH
DST
21.8
8.6
7.5
16.8
14.3
STAR - SIER7A
TOTDST
21.8
30.5
37.9
54.8
69.1
TRANSITION - SIERA
MCS
159.5
45.0
45.0
337.8
34.7
ALT
13000
12000
0
0
RULE
+
B
JPRA1234,1235
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.
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
OPTIONS LDR1234,LP
POD @6
ROUTE J,FIM
HOLD,ALTERNATE/DIST @14
PAYLOAD 84250
POD OR POA FUEL A0,I
MVR GO
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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
Command
Explanation
LL,()####,()##### or
LLX,xxxxx
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
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.
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.
PW<####>
Print Weather Command. This command followed by a specific flight plan
number prints the most recent WXE report for that flight plan.
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 might not always translate information from one
plan format to another plan format properly. Certain information might be lost
due to the differences in the formats.
VERSION
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JetPlan Version Number Command. Displays the current JetPlan program
version.
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Option Commands
Additional Command-Line Options
Table 2-9
Support Information and Action Commands (continued)
Command
Explanation
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.
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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Option Commands
Additional Command-Line Options
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 might not always translate information from one plan
format to another plan format properly. Certain information might 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.
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Option Commands
Additional Command-Line Options
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.
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.
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Option Commands
Additional Command-Line Options
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 49, “Graphic Weather.” See also
Chapter 48, “Text Weather.”
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 can
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
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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.
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Option Commands
Additional Command-Line Options
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
These commands are not used with the FP command at all.
Table 2-13
Data Transmission Commands
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.
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
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Option Commands
Additional Command-Line Options
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
These commands are not used with the FP command at all.
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 27, “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 28, “Aircraft Fleet Database.”
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 29, “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 30, “Customer Airport Database.”
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Option Commands
Additional Command-Line Options
Table 2-14
Flight Plan Commands–Customer Database Access (continued)
Command
Explanation
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 31, “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 35, “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 33, “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 34, “City Pair Fleet Database.”
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 36, “Flight Brief Database.”
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Option Commands
Additional Command-Line Options
Table 2-14
Flight Plan Commands–Customer Database Access (continued)
Command
Explanation
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 38, “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 37, “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 40, “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 41, “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 41, “Customer Route Database.”
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 42, “Route Constraint Database.”
RWY
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Preferred Runways Database Access Command. Enables you to create and
manage records that rank runways in terms of preference. The Runway-toRunway feature uses this database. For more information, see Chapter 39,
“Preferred Runways Database.”
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Option Commands
Additional Command-Line Options
Table 2-14
Flight Plan Commands–Customer Database Access (continued)
Command
Explanation
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 43, “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 44, “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)
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 route and performance information for the flight.
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
“Ad Hoc Airports and In-Flight Starts” on page 79.
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Point of Departure and Point of Arrival Commands
Specifying Airports
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.
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
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Point of Departure and Point of Arrival Commands
Specifying Airports
ETP Calculations
When using diversion airports to calculate ETP information, JetPlan first computes the basic
flight plan (POD to POA). 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
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
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Point of Departure and Point of Arrival Commands
Specifying Airports
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.
Starting at the beginning of the primary route of flight (the route 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.
Trial Equal Time Point
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LPLA
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Point of Departure and Point of Arrival Commands
Specifying Airports
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
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
KIAD
Great C ircle Route 2
+30 kt tailwind
5:00 hrs
ETP METHODO LOG Y
Test of Trial ETP #1
Figure 3.2.
EGLL
LPLA
Test of Trial Equal Time Point #1
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Point of Departure and Point of Arrival Commands
Specifying Airports
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. The system detects a time switch at the waypoint where the time to the forward airport
becomes less than the time to the backward airport. This point is known as the switch point.
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Point of Departure and Point of Arrival Commands
Specifying Airports
JetPlan 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.
LPLA
Determining the ETP Switch Point
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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
Great Circle Route 16
2:05 hr
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. The system uses the
current ETP trial point as one of the bounding points. A new trial ETP is computed midway
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between the current 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
Great Circle Route 18
2:20 hr
KIAD
ETP METHODOLOGY
Second Interval Halving
Test of New T rial ETP
Actual ETP Determined
Figure 3.6.
EGLL
LPLA
Determining the ETP
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
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, the CADB record display 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
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specifying the EF parameter (ETP flight level) and entering a flight level value in hundreds of
feet (for example, EF310 for 31,000 feet). 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 CADB parameter
values:
• EA1 – specifies the one engine-out (1LE) ETP TAS
• EM1/EF1 – specifies the one engine-out ETP wind selection altitude
• EA2 – specifies the two engines-out (2LE) ETP TAS
• EM2/EF2 – specifies 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.
Some users prefer to use a high-altitude ETP for 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. The NF (non-emergency flight level) parameter
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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 might, 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
NA and NF values in the CADB, 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 scenario 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 the
CADB record is used, both parameter values can be altered. However, a generic aircraft data
file is used, 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).
JetPlan determines a wind-component value by running a great circle flight at the ETP flight
level from a trial ETP to the divert airports. JetPlan then applies the wind component value to
the TAS constant at the midpoint between the ETP and the divert airports to 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 700mb 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 the 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 can use this
method in ETOPS flight plans. For specific two, three, and four-engine aircraft, JetPlan can
use this method in Driftdown flight plans.
For more information, see the ETOPS User’s Guide: 2 Engine Aircraft at JetPlan.com and
Chapter 22, “Overwater Driftdown and Terrain Analysis.”
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ETP and Diversion Airport Output
The following airport 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
1620
02.54
0575
P080
-LINE
-LINE
-LINE
-LINE
-LINE
1
2
3
4
5
Explanation:
• Line 1 (DIST) – The distance (DIST) in the left column is from the POD to
the ETP. The distance in the right column is from the ETP to the forward
ETP airport (PACD).
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• Line 2 (TIME) – The time in the left column is from the POD to the ETP.
The time in the right column is from the ETP to the forward ETP airport
(PACD).
• Line 3 (BURN) – The burn in the left column is from the POD to the ETP.
The burn in the right column is from the ETP to the forward ETP airport
(PACD).
• Line 4 (LAT/LONG) – The ETP coordinates.
• Line 5 (AVG W/C)– The average wind components to the rearward ETP
airport (RJAA–M012) and to the forward ETP airport (PACD–P080).
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Ad Hoc Airports and In-Flight Starts
Ad Hoc Airports and In-Flight Starts
This section contains information on the Ad Hoc Airport and In-Flight Start features. The
inputs for these two features on the POD and POA lines are very similar, but they are used for
different purposes, and JetPlan interprets the inputs differently, depending partly on the value
of the Flight Level (FL) input, which defines field elevation for ad hoc airports and actual
flight level for in-flight start points. The following paragraphs describe the Ad Hoc Airport
and In-Flight Start features and the differences between them.
About Ad Hoc Airports
An ad hoc airport is a user-defined airport that is not stored in the Navigation Database or the
Generic Airport Database. You enter the ad hoc airport directly in a flight plan request on the
POD or POA line. Because the ad hoc airport is not stored, you need to enter it in the flight
plan request each time you want to use it.
You can create a valid JetPlan POD or POA value for an ad hoc airport by creating a unique,
arbitrary four-character alphanumeric dummy identifier—for example, KXXX. Enter the
dummy identifier plus the ad hoc airport’s coordinates and elevation on the POD or POA line.
For complete guidelines, see “Defining an Ad Hoc Airport” on page 79.
When the flight plan request includes a valid ad hoc airport, JetPlan includes the following
values in the flight plan calculation: Taxi-Out and In Fuel (from the flight plan request or from
the CADB record) and Minimum Departure Fuel, Minimum Hold Fuel, and Minimum
Alternate Fuel from the CADB.
Defining an Ad Hoc Airport
Define the ad hoc airport by entering the following information on the POD or POA line:
Dummy Airport
Identifier
Provide a dummy airport identifier that contains four alphanumeric
characters —for example, KXXX. The dummy identifier must not
match any identifiers in the Navigation Database or Generic Airport
Database. Use K as the first character in the dummy airport identifier
for a flight in the United States. The initial K helps ATC recognize
that the filing strip contains domestic United States information.
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Airport Location
Coordinates
After the dummy airport identifier, type the coordinate values for the
ad hoc airport. The coordinate values follow the convention of a fourdigit latitude and a five-digit longitude value. A dash, or minus sign
(-), precedes southern or eastern hemisphere coordinate values.
Flight Level
(FLxxx)
After the coordinate values, enter the ad hoc airport field elevation
using FL, for flight level, followed by a three-digit value (in hundreds
of feet) that is less than 10,000 feet —for example, FL090. If you do
not provide an elevation, JetPlan assumes that the ad hoc airport is at
sea level.
NOTE If the field elevation input for an ad hoc airport is FL100 or greater, JetPlan
automatically treats the airport as an in-flight start point and ignores ad hoc or stored
taxi-out and taxi-in fuel and the minimum fuel values in the CADB. For more
information, see “About Flight Level (FL) and Ad Hoc Airports” on page 80 and
“Defining an Ad Hoc In-Flight Start Point” on page 81.
Example:
The following example illustrates how to enter an ad hoc airport—in this case, as a POD. The
coordinates for this airport are N4135.6 W10409.4, and the elevation is 5,535 feet. The values
are rounded to comply with coordinate and elevation input rules. Because the elevation is less
than 10,000 feet, JetPlan treats this as an ad hoc airport and not an in-flight start.
02 POD KXXX,4136,10409,FL055
You can add ad hoc taxi fuel to an ad hoc airport, as you can for any POD or POA. See
“Entering Taxi Fuel Directly in the Flight Plan Request” on page 89.
About Flight Level (FL) and Ad Hoc Airports
For ad hoc airports, the FL input on the POD or POA line always defines the elevation of the
airfield. For in-flight starts, on the other hand, FL defines the altitude of an in-flight start point.
If the FL value for an ad hoc airport is less than 10,000 feet (FL100), JetPlan automatically
considers it an airport and includes the following values in the calculation: Taxi-Out and In
Fuel (from the flight plan request or from the CADB record) and Minimum Departure Fuel,
Minimum Hold Fuel, and Minimum Alternate Fuel from the CADB.
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However, if the FL value is FL100 or more, JetPlan considers the ad hoc airport an in-flight
start point and ignores ad hoc or stored taxi-out and taxi-in fuel and the fuel minimums stored
in the CADB.
As a workaround, if you need to specify an airport with a field elevation of 10,000 feet or
more, add it to the Generic Airport Database and do not use it as an ad hoc airport.
See also “Defining an Ad Hoc In-Flight Start Point” on page 81.
About In-Flight Starts
The term in-flight start refers to beginning a flight plan at altitude, or in-flight. In-Flight Start
can also be applied to a POA, in which case the term in-flight start applies to the end point.
You can define in-flight start points on the POD and POA lines. To define the geographical
location of an in-flight start point, use any of the following: an airport that is stored in a
JetPlan database, an ad hoc airport, or a NAVAID. Provide the altitude of the in-flight start
point in hundreds of feet, using the FL option. (Note that for in-flight starts, the FL input
defines the altitude of the in-flight start point, not the elevation of an airfield. For more
information about the value of FL, see “Defining an Ad Hoc In-Flight Start Point” on
page 81.)
Because you cannot add fuel to a plan for a flight that is already underway, JetPlan ignores the
following: Taxi-Out and In Fuel (from the flight plan request or from the CADB record) and
Minimum Departure Fuel, Minimum Hold Fuel, and Minimum Alternate Fuel from the
CADB.
Defining an Ad Hoc In-Flight Start Point
The following paragraphs describe how to use an altitude value with an ad hoc airport, a stored
airport, or a NAVAID to define an in-flight start point.
Ad Hoc Airports as In-Flight Start Points
If you use an ad hoc airport to define the geographical location of the in-flight start point, enter
the dummy airport identifier and the coordinate values for the airport on the POD or POA line,
following the guidelines in “Defining an Ad Hoc Airport” on page 79. However, do not use
the FL option to specify the airport elevation. Instead, use FL to specify the altitude of the in-
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flight start point. For in-flight start points, the FL input always specifies an actual flight level
at which to begin the flight—or end it, in the case of a POA. To be considered an in-flight start
point, the altitude must be 10,000 feet (FL100) or above.
Note that the value of the FL input is the only thing that distinguishes between an ad hoc
airport used as an airport and an ad hoc airport used as an in-flight start point:
• If the FL value is less than FL100, JetPlan automatically considers the ad
hoc airport as a POD or POA and includes Taxi-Out and Taxi-In Fuel (from
the flight plan request or from the CADB record), and Minimum Departure
Fuel, Minimum Hold Fuel, and Minimum Alternate Fuel in the CADB.
• If the FL value is FL100 or more, JetPlan automatically considers the ad hoc
airport as a geographical location at a specific altitude to be used for inflight starts. In this case, the system ignores Taxi-Out and Taxi-In Fuel
(from the flight plan request or from the CADB record), and Minimum
Departure Fuel, Minimum Hold Fuel, and Minimum Alternate Fuel in the
CADB.
As a workaround, if you want to use an in-flight start point at a flight level below 10,000 feet,
change the CADB record for the aircraft in the request, removing the Taxi-Out and Taxi-In
Fuel, Minimum Departure Fuel, Minimum Hold Fuel, and Minimum Alternate Fuel values.
Otherwise, JetPlan automatically includes these values in the flight plan calculation
The following are examples of an ad hoc airport and an in-flight start point defined by an ad
hoc airport location.
Example:
The following entry includes an ad hoc airport, with a field elevation of 5,000 feet. Because
the FL value is less than 10,000 feet, JetPlan considers this ad hoc entry an airport and not an
in-flight start point.
02 POD KXXX,4136,10409,FL050
Example:
The following example includes an ad hoc airport used to define the geographical location of
the in-flight start point, followed by an in-flight start altitude of 35,000 ft. Because the FL
value is at least 10,000 feet, JetPlan considers this ad hoc entry an in-flight start point.
02 POD KXXX,4136,10409,FL350
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Stored Airports as In-Flight Start Points
To use an airport stored in the Navigation Database or Generic Airport Database as an in-flight
start point, enter its ICAO or IATA identifier on the POA or POD line. After the airport
identifier, use the FL option to enter the altitude of the in-flight start point.
To be considered an in-flight start point, the altitude must be 10,000 feet (FL100) or above. If
the FL is equal to or more than FL100, JetPlan ignores Taxi-Out and Taxi-In Fuel (from the
flight plan request or from the CADB record), and Minimum Departure Fuel, Minimum Hold
Fuel, and Minimum Alternate Fuel in the CADB. If the FL is under FL100, JetPlan considers
the point as a POD or POA rather than an in-flight point and includes stored or ad hoc taxi-in
and out fuel and CADB minimum fuel values in the calculation.
As a workaround, if you want to use an in-flight start point at a flight level below 10,000 feet,
change the CADB record for the aircraft in the request, removing the Taxi-Out and Taxi-In
Fuel, Minimum Departure Fuel, Minimum Hold Fuel, and Minimum Alternate Fuel values.
For more information, see “About Flight Level (FL) and Ad Hoc Airports” on page 80.
Example:
For airports stored in the JetPlan Navigation Database or the Generic Airport 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.
02 POD KPDT,FL390
NAVAIDs as In-Flight Start Points
Enter the NAVAID on the POD or POA line, followed by the altitude of the in-flight start
point.
Example:
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.
02 POD PDT,K1,FL370
Example:
You can also specify a NAVAID that is located over some known route structure, such as an
organized track structure (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.
02 POD BILLO,P,FL360
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Running In-Flight-Start ETP Flight Plans
This section describes the In-Flight Start flight plan with an engine-out cruise mode. Two
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. JetPlan
also has some transport generic aircraft data files with two engine-out data.
The following steps illustrate how to run optimized In-Flight Start flight plans from the ETP to
the rearward and forward ETP airports.
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To run an In-flight Start ETP plan
1. Run a flight plan from the POD to the POA, specifying ETP airport pairs
that meet operational requirements (for example, weather, NAVAID
availability, and runway length). The following inputs are representative of
a flight plan from KJFK to EGLL using sequential ETP airports.
NOTE Items with an asterisk are not required if a CADB record is used (for
example, $345/).
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 *
2. From this flight plan, you can determine the following items for the ETP inflight 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.
• The in-flight start ETD is determined by adding the enroute time to
the ETP to the original flight plan ETD.
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• Determine the POD fuel by subtracting the fuel burn to the ETP
from the takeoff fuel.
You must also specify the appropriate cruise mode. The most common one
engine-out cruise mode is 1LE (one less engine). The most common two
engines-out cruise mode is 2LE (two less engines).
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 <ENTER>
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 *
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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.
NOTE If a CADB file is used (for example, $345/), items with an asterisk are not
required.
Example:
01 OPTIONS FPR
02 POD ETPX,5028,03807,FL330
03 POA CYYR
06 ROUTE D//D
07 HOLD,ALTERNATE/DIST <ENTER>
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 *
Flight plans can be run for each ETP airport pair in a similar manner.
NOTE The generic aircraft data file, M1LE, is embedded in the D30M load,
supporting use of the Driftdown feature with the D30M load. The M1LE generic load is
selected since the D30M does not have a 1LE cruise mode. Jeppesen Customer
Service can provide a list of corporate and transport generic aircraft data files with
one engine-out and two engines-out cruise modes.
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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:
• DT – POD taxi fuel weight
• AT – POA taxi fuel weight
• TX – Taxi fuel flow (pounds/hour)
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 produce 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) overrides 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 28, “Aircraft Fleet Database” and Chapter 34, “City Pair
Fleet Database.”
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Point of Departure and Point of Arrival Commands
Taxi Fuel
Entering Taxi Fuel Directly in the Flight Plan Request
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 Entering taxi fuel directly in the flight plan request 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 the POD or the 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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Taxi Fuel
Example:
03 POA KMAN,TXT14
Explanation: Include 14 minutes of taxi-in fuel
TXA and TXO taxi-time adjustment options
The TXA and TXO taxi-time adjustment options prompt JetPlan to account for the taxi-out
time and the ETD when calculating takeoff time. TXA and TXO both adjust the ETD in the
Operational Flight Plan (OFP) to reflect the takeoff time (ETD plus taxi-out time). TXA and
TXO also both add the taxi-out time to the RMK/ field in Item 18 on the ATC filing strip. The
difference between the two options is that while TXA adjusts the ETD in the filing strip to
reflect the takeoff time (ETD plus taxi-out time), TXO does not alter the ETD value in the
filing strip.
NOTE The TXA taxi-time adjustment option and the TXO taxi-time adjustment
option cannot be used in the same flight plan request.
NOTE You can create records with default TXA and TXO settings in the Flight Brief
database. TXA and TXO entries in the flight plan request override any TXA or TXO
settings in matching Flight Brief records. See Chapter 36, “Flight Brief Database.”
TXA taxi-time
adjustment option
When you enter TXA on the 02 POD command line, JetPlan takes the
following actions:
• Accounts for the taxi-out time and the ETD when calculating
takeoff time
• Adjusts the ETD in the OFP to reflect the takeoff time (ETD
plus taxi-out time)
• Adds the taxi-out time to the RMK/ field in Item 18 on the ATC
filing strip in the following format: TAXI<hhmm>, where
<hhmm> is the taxi time in minutes (for example, 30) or, if
needed, in hours and minutes (0130)
• Adjusts the ETD in the ATC filing strip to reflect the takeoff
time (ETD plus taxi-out time)
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Point of Departure and Point of Arrival Commands
Taxi Fuel
TXO taxi-time
adjustment option
When you enter TXO on the 02 POD command line, JetPlan takes the
following actions:
• Accounts for the taxi-out time and the ETD when calculating
takeoff time
• Adjusts the ETD in the OFP to reflect the takeoff time (ETD
plus taxi-out time)
• Adds the taxi-out time to the RMK/ field in Item 18 on the ATC
filing strip in the following format: TAXI<hhmm>, where
<hhmm> is the taxi time in minutes (for example, 30) or, if
needed, in hours and minutes (0130)
• Does not alter the ETD in the ATC filing strip.
To specify the TXA or the TXO option, enter it on the 02 POD command line in the flight plan
request.
NOTE 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 with TXA and TXO. See “Taxi
Parameters in the Customer Databases” on page 88.
Example:
02 POD KSFO,TXA
03 POA KMAN
Explanation: JetPlan adds the taxi-out time to the ETD to calculate takeoff time. 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. JetPlan adjusts the ETD in the OFP and in
the filing strip to reflect the takeoff time (ETD plus taxi-out time). In addition, JetPlan adds the
taxi-out time to the RMK/ field in Item 18 on the filing strip.
Example:
02 POD KSFO,TXT16,TXA
03 POA KMAN,TXT11
Explanation: JetPlan adds the taxi-out time (16 minutes) to the ETD in the flight plan
calculation to determine the takeoff time. JetPlan adjusts the ETD in the OFP and in the filing
strip to reflect the takeoff time (ETD plus taxi-out time). In addition, JetPlan adds the taxi-out
time to the RMK/ field in Item 18 on the filing strip. A taxi-in time of 11 minutes is requested.
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.
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Point of Departure and Point of Arrival Commands
Taxi Fuel
Example:
02 POD KSFO,TXA
03 POA KMAN,TXT8
Explanation: JetPlan adds the taxi-out time to the ETD in the flight plan calculation to
determine the takeoff time. 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. JetPlan adjusts
the ETD in the OFP and in the filing strip to reflect the takeoff time (ETD plus taxi-out time).
In addition, JetPlan adds the taxi-out time to the RMK/ field in Item 18 on the filing strip. A
taxi-in time of 8 minutes is requested. The taxi-in time entered on the flight plan request
overrides any taxi-in value stored in the customer databases.
Example:
02 POD EDDF,TXT15,TXO
. . .
08 ETD 0000
Explanation: JetPlan adds the taxi-out time to the ETD in the flight plan calculation to
determine the takeoff time (0015). JetPlan adjusts the ETD in the OFP to reflect the takeoff
time (ETD plus taxi-out time). In addition, JetPlan adds the taxi-out time to the RMK/ field in
Item 18 on the filing strip. However, JetPlan does not adjust the ETD (0000) in the filing strip.
(FPL-NPOSZ-IS
-B738/M-SADFGHIJ1LORVWXY/LB1
-EDDF0000
-N0365F360 SOBRA1L SOBRA/N0376F380 Y180 BITBU Y181 DEMUL DCT FERDI
DCT SASKI L608 LOGAN
-EGLL0119 EGKK EGDM
-PBN/A1B1C1D1L1O1S1 SUR/260B DOF/200709 REG/NPOSZ
EET/EBUR0020 EHAA0050 EGTT0055 SEL/ABCD PER/C RMK/TAXI:15 RVR/200
-E/0134 P/TBN
A/WHITE)
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Point of Departure and Point of Arrival Commands
Takeoff Alternate
Takeoff Alternate
Takeoff Alternate is an AIR 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 AIR OPS requirements, JetPlan:
• Determines the total distance from the POD to the takeoff alternate. To
perform this determination, JetPlan uses a sequential checklist. JetPlan first
searches in the Alternate Database (which stores either the Route Database
distance or the user-specified distance), and then JetPlan performs a great
circle distance check.
• Determines if the total distance from the POD to the takeoff alternate is less
than the maximum allowable distance based on the engine-out true airspeed
(EA1) specified in the ETP section of the CADB.
• Determines the value of the ETOPS approval time parameter (ET) in the
ETOPS section of the CADB. The ET parameter value implements a time
factor of one or two hours. A blank or zero value provides for a one-hour
factor at engine-out cruise speed. A value 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 when a takeoff
alternate is not specified or is not within the maximum allowable distance.
• Uses the engine-out flight level (EM1) value set in the ETP section of the
CADB.
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Point of Departure and Point of Arrival Commands
Specifying a Fuel Price
Specifying a Fuel Price
You can specify fuel price on the 02 POD command line for use in Cost Index flight plans,
using the following syntax: FP=$$$.$$. JetPlan outputs this value as DOLLARS COST in the
flight plan. When applying the specified fuel price, JetPlan uses the fuel currency (FC) value
set in the airport record in the Customer Airport Database (CAPDB).
Example:
02 POD KEWR,FP=4.90
Any fuel price value entered on the 02 POD command line overrides all customer database
fuel price values and any fuel price value entered with the parameter M on the 12 PRFM
INDEX command line. For complete information on the order of precedence for fuel price in
Cost Index plans, see “Order of Precedence” on page 343 in Chapter 9, “Profile Commands.”
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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 can 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 can 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 40, “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 can enter either a delineated boundary, a
common route structure element, or a record from the Restricted Area Database. If needed,
you can 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 can 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 cannot 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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Restricted Area Commands
Using the RST Option
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 can 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 can be omitted for the North latitude and
West longitude entries (these hemispheres are accepted as default).
However, you can 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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Restricted Area Commands
Using the RST Option
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 can 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 can 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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Restricted Area Commands
Using the RST Option
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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Using the RST Option
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.
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 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 can 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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Restricted Area Commands
Using the RST Option
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.
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 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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Restricted Area Commands
Using the RST Option
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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Restricted Area Commands
Using the RST Option
Applying Restricted Area Database Files
Restricted Area Database files can 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 can 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 can 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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Restricted Area Commands
Using the RST Option
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. Multiple inputs cannot 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 cannot 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 can 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 can 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 can supersede that input by adding the NORST option.
The NORST option can 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 can 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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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 113.
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 124.
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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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Understanding the CCAA Database
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
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Understanding the CCAA Database
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)
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.
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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.
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.
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Understanding 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.
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.
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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.
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.
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Understanding the CCAA Database
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.
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.
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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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Understanding the CCAA Database
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 might 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.
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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
Default Avoidance Levels
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
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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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Understanding the CCAA Database
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
Default Avoidance Levels
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 might 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.
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 114. 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 127.
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
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profile. Alerts must be posted for each such traversal. Alerts for
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 127.
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 130 and
“Using the GCAA and GCAN Options” on page 131.
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 127.
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 130.
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 130.
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 can be used in combination with CCAA or CCAAN are as follows:
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 132.
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 132.
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 133.
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 133.
NOTE AVDERR and CCAAQ are also customer preferences. See “Understanding
4D Avoid and Alert Customer Preferences” on page 138.
All of the options summarized above are described in more detail in the following sections.
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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.
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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Working with the 4D Avoid and Alert Flight Plan Options
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 130
and “Using the GCAA and GCAN Options” on page 131.
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 might 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
the route from KDFW to KLAX, the CCAA option can result in the flight deviating north well
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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 might 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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Working with the 4D Avoid and Alert Flight Plan Options
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 127).
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 127).
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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Working with the 4D Avoid and Alert Flight Plan Options
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 138.
As explained in “Using the CCAA Option” on page 127, 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 132.
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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Working with the 4D Avoid and Alert Flight Plan Options
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 132).
• 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 138.
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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Working with the 4D Avoid and Alert Flight Plan Options
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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Working with the 4D Avoid and Alert Flight Plan Options
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 can include an ad hoc avoidance-level
override for an airspace specified by name. The same flight plan request can
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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4D Avoid and Alert Restrictive Airspaces
Working with the 4D Avoid and Alert Flight Plan Options
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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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 135, 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 132.
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4D Avoid and Alert Restrictive Airspaces
Understanding 4D Avoid and Alert Error Messages
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 133.
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 135.
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
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Understanding 4D Avoid and Alert Error Messages
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.
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 119.
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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 (SRS) to produce
the precise routing that meets your needs. See “About the Route
Optimizer” on page 144.
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. See “About the Specific Route Selector” on
page 208.
Customer Route
Database (CRDB)
The CRDB 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. See “Using Customer Route Database Records” on
page 248.
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
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Route Commands
About the Route Optimizer
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
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. See “Using Coded Departure Route
Records” on page 250.
Electronic Route
Availability
Document (ERAD)
The ERAD option employs a route selector that is designed for flights
using European airspace and that produces a multi-dimensional route
that is optimized and fully compliant with EUROCONTROL traffic
flow restrictions. See “Electronic Route Availability Document
Option” on page 253.
The following sections cover each of the above route selection tools in detail.
About the Route Optimizer
The Route Optimizer is both the simplest and the most complicated means of entering a route
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 you can 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.
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Route Commands
About the Route Optimizer
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 (Areas
1 through 5) and one overwater area (Area 0) in this database.
The following list is a breakdown of the major countries or land masses defined as route areas
in the JetPlan Navigation Database:
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, the South
Pacific Islands, and 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 (LAT/LONG)
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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About the Route Optimizer
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
flight level (FL) 200 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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Route Commands
About the Route Optimizer
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. See “About the Specific
Route Selector” on page 208.
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 can 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 North Atlantic (NATS) routes that change daily
• Pacific (PACOTS) routes – includes Northern Pacific Tracks as
well as the Flex Tracks for Hawaii to and from Japan
• 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.
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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
U.S. domestic flight, some coordination might 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 195.
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 197.
Applying Route Inputs – General
NOTE For information about route input limits, see “Route Input Limits” on
page 190.
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 Figure 6.1 on page 146), you can use
the following segments to apply control over the route:
• The RTD segment enables you to enter navigational fixes within the area of
your departure airport.
• The RTW segment enables you to enter transition routing over the Atlantic
Ocean (for example, a North Atlantic Track).
• The RTA segment enables you to enter navigational fixes within the area of
your arrival airport.
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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:
RTD
Departure Area Routing – The RTD segment is used to navigate route
structure within the same route area as the POD. 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
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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
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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
from one area to another (international flights) or using preferred
routes or canned tracks. See “Domestic Flight Plans with Three Route
Segment Inputs.”
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.
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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 might not be
necessary to apply inputs to all three route segments, as in the case of flights within a single
route area.
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)
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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
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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.
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).
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Preferred Routes
(P)
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
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. For more
information, see “Waypoint Ambiguity (RTD/RTA)” on page 155.
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
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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).
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
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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 actions.
Latitude/Longitude
Approximation
Specify latitude/longitude coordinates in parentheses, approximate to
your waypoint, next to the waypoint input. Use the Route Optimizer
rules for latitude and 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).
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• 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
Other latitude/longitude entry methods are taken from the SRS 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
(latitude/longitude 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
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information about international track codes and the associated
Organized Track Structures, see “International Planning – Organized
Track Structures” on page 167.
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.
If an optimized route does not print out a SID or a STAR, then you might 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 might 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.”
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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.
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 @9
09 PROFILE I,330,35010 A/C TYPE/REGN GO
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Applying Route Inputs – Domestic Planning
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 <Press ENTER> (no entry)
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.
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.
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02 POD KMCI
03 POA KSFO
06 ROUTE DVV,D/N42w110/D,MLD
Applying Route Inputs – International Planning
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.
02 POD PHNL
03 POA CYYC
06 ROUTE D//D
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Enroute Waypoints
Example:
Route explanation: In this example, direct segments are entered between waypoints in Area 1
on 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
03
06
or
06
or
06
POD EINN
POA CYYR
ROUTE D/5200,01500,5400,03000,SCROD/D
ROUTE D/N52W015 N54W030 SCROD/D
ROUTE D/N52W015,N54W030,SCROD/D
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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 <Press ENTER> (no entry)
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.
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
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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
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.
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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
might 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 might be available for two-way traffic, while others are only available in one
direction.
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.
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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
International Track Codes
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.
• 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.
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• 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
International Track Codes
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.
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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
North Atlantic Tracks (Eastbound Examples)
Input
Route Explanation
/Z/
Nav optimize through Area 1, optimum eastbound
track, nav optimize through Area 2.
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 (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 might 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
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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
- 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
North American Airports
East
West
West
West
KADW
CYMX
KDTW
KORL
KBOS
CYYZ
KEWR
KPHL
KBWI
CYUL
KFLL
KPIT
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Table 6-6
North American Airports (continued)
East
West
West
West
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
KTEB
KDFW
KMSP
KWRI
KDOV
KORD
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 (depending on whether you want to
specify jet airways, the J option, at all).
Area 1 preferred route inputs: When departing Area 1, the P might 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
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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
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.
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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.
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.
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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.
Example:
02
03
06
09
POD EDDF
POA KPHL
ROUTE J/A/J,P,BRIGS
PROFILE C,PVD,240,HOFFI,200
North Atlantic Tracks – 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
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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
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.
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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.
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
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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.
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.
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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
North Atlantic Performance-Based Communications and Surveillance
On March 30, 2018, Performance-Based Communications and Surveillance (PBCS) replaces
the North Atlantic Reduced Lateral Separation Minimum (RLatSM) trial. PBCS expands the
requirements and scope of the RLatSM trial it replaces. Under PBCS, east and westbound
NATs can include multiple PBCS half-degree (latitude) tracks, along with adjacent whole
degree tracks to the north and the south. Only aircraft with the required PBCS equipment are
allowed to operate between FL350 and FL390 (inclusive) on the PBCS half-degree track and
between FL350 and FL390 (inclusive) on the adjacent whole-degree PBCS tracks. The
adjacent whole-degree tracks can be used at or below FL340 without the PBCS equipment.
Required Equipment
To support PBCS, JetPlan restricts FL350–390 (inclusive) on the PBCS half-degree track and
on the adjacent whole-degree tracks to aircraft with the required PBCS equipment codes in
Item 10a, Item 10b, Item 18 PBN/, and Item 18 SUR/.
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Table 6-7 lists the equipment types and codes required for compliance with PBCS. JetPlan
automatically inserts these codes in the filing strip when they are configured in the CADB
record.
Table 6-7
ICAO FPL Item
EQUIPMENT 10a
PBCS – Required Equipment
Equipment Type
Required Equipment Codes
• RCP
• P2
• CPDLC
• One or both of the following CPDLC
codes:
- 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
Item 18 PBN/
RNP
L1 – RNP 4
NOTE The R-PBN Certified parameter must
also be set to Yes for the L1 code to appear in
Item 18 of the ICAO filing strip. The R-PBN
Certified parameter is in the “ICAO 2012
Certification and Equipment” section of the
CADB record.
Item 18 SUR/
RSP
RSP180
About the Required Equipment Codes in the CADB
The Equipment 10a and 10b values in Table 6-7 are stored in the 10a/b Equipment (NC2)
parameter in the “ICAO 2012 Certification and Equipment” section of the CADB record.
When the NC2 parameter contains 10a/b Equipment codes, JetPlan automatically inserts those
10a codes before the / indicator and the 10b codes after the / indicator in Item 10a/b
EQUIPMENT on the filing strip—for example, NC2=SDHIJ5P2/D1.
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Figure 6.2 shows the required PBCS 10a CPDLC and Required Communication Performance
(RCP) equipment codes in the “ICAO 2012” section of the CADB on JetPlan.com. P2 must be
selected. You can select either J5 and J7 or both, but at least one is required. As long as the
required codes are selected, you can add other 10a codes and still comply with the PBCS
requirements.
Figure 6.2.
Field 10a Equipment Required: J5 and/or J7 and P2
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Figure 6.3 shows the required 10b ADS code, D1, in the “ICAO 2012” section of the CADB
record on JetPlan.com. As long as D1 is selected, you can include other 10b codes and still
comply with the PBCS requirements.
Figure 6.3.
Field 10b Equipment Required: D1
The Item 18 PBN/ value in Table 6-7 is stored in the 18 PBN/ (I2) parameter in the “ICAO
2012” section of the CADB record. When the I2 parameter is set to L1, JetPlan automatically
inserts L1 in Item 18 on the filing strip.
NOTE The R-PBN Certified parameter must also be set to Yes for the selected L1
code to appear in Item 18 of the ICAO filing strip. The R-PBN Certified parameter is
also in the “ICAO 2012” section of the CADB record.
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Figure 6.4 shows the required Item 18 PBN/ (I2) RNP specification code, L1, in the “ICAO
2012” section of the CADB in JetPlan.com. As long as L1 is selected, you can include up to
seven other codes and still meet the PBCS requirements. Note that PBN CERTIFIED (I1)
must be set to Yes for PBN codes to appear in Item 18 on the filing strip.
Figure 6.4.
Field 18 PBN/ RNP Specification Required: L1
The Item 18 SUR/ value in Table 6-7 is stored in the 18 SUR/ (I5) parameter in the “ICAO
2012” section of the CADB record. When the I5 parameter is set to RSP180, JetPlan
automatically inserts RSP180 in Item 18 on the filing strip. Figure 6.5 shows the required Item
18 SUR/ (I5) RSP180 code in the “ICAO 2012” section of the CADB record on JetPlan.com.
Figure 6.5.
Field 18 SUR/
For more information on the equipment parameters, see Chapter 27, “Customer Aircraft
Database.”
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Possible PBCS Error Message ─ Half-Degree PBCS Track
If JetPlan or the user attempts to plan a route using a half-degree PBCS track, and any of the
required PBCS equipment is missing, JetPlan does not compute a plan and displays the
following error message:
ADS, CPDLC, or RNP 4 equipment missing. PBCS Half Latitude track
[track ID of the half-latitude track] prohibited.
Possible PBCS Alert Messages ─ Whole-Degree PBCS Tracks
If the planned route includes an adjacent whole-degree PBCS track, no altitude is specified in
the request, and the required PBCS equipment is missing, JetPlan plans the route at or below
FL340 on the whole-degree PBCS track and displays the following alert:
ALERT TAG NATEQUI
ALERT MSG NAT PBCS equipment missing. Flight levels 350 to 390
prohibited.
You can specify altitudes within FL350 to FL390 (inclusive) on an adjacent whole-degree
PBCS track. If the required PBCS equipment is missing, JetPlan plans the route and the
requested altitude but displays the following alert:
ALERT TAG NATEQUI
ALERT MSG NAT PBCS equipment missing. Flight levels 350 to 390
prohibited.
Output of Half-Degree Latitude Points on the Operational Flight Plan
The ICAO and Air Navigation Service Providers (ANSPs) request that flight planning systems
and aircraft operators use the new Hdddd output format for the half-degree PBCS tracks on
operational flight plans. For example, the point at 5430N050W equates to H5450 in the flight
plan output.
JetPlan uses the Hdddd output format for the latitude points in the half-degree PBCS tracks
and also for optimizer routes or ad hoc user route inputs in these Flight Information Regions
(FIRS):
• Gander Oceanic/CZQX
• Shanwick Oceanic/EGGX
• REYKJAVIK/BIRD
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JetPlan Engine also uses the Hdddd format in Item 18 Estimated Elapsed Time (EET) on the
ICAO FPL, as shown in the following example:
EET/CZQM0034 CZQX0111 TUDEP0151 CZQX0153 H52500206 H54400243
EGGX0318 H55200352 EISN0410 NETKI0414 EGTT0446 EHAA0522
NOTE The Hdddd output format applies only to points in the North Atlantic airspace
(north latitude and west longitude) within the FIRs listed above. All other areas
continue to appear in the Ndddd format.
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).
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.
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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.
The following examples include inputs for each direction:
Example:
Route explanation: Jet airways through Area 4, followed by the optimum Flex Track, and then
jet airways through Area 5 to the 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, followed by the Flex track
connected to MILVA, and then jet airways through Area 5 to destination.
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
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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.
Example inputs for each direction are shown below.
Example:
Route explanation: Jet airways through Area 4, followed by the optimum eastbound track and
then 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, followed by 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
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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
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)
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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):
GROUP A – J/AA/J
GROUP B – J/AB/J
GROUP E – J/AE/J
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
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
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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
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.
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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 D entry 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 D.
• The J airway entry 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
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
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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 D route input 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 D entry 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.
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
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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
North Atlantic Data Link Mandate (NAT DLM)
Phase 2C of the NAT DLM became effective on January 30, 2020. In Phase 2C, aircraft must
have the required NAT DLM equipment to operate between FL 290 and FL 410 (inclusive) in
the entire NAT airspace that is not in ATS Surveillance Airspace.
The required NAT DLM equipment is defined as follows:
• FANS 1/A (or equivalent) Controller-Pilot Data Link Communications
(CPDLC)
• Automatic Dependent Surveillance (ADS)
The following airspace is not included in NAT Region DLM airspace:
• ATS Surveillance Airspace – ATS Surveillance Airspace is airspace where
surveillance is provided by radar, multilateration, and/or ADS-B and VHF
voice communications are available. Aircraft must be suitably equipped
with a transponder/ADS-B extended squitter (ES) transmitter.
• Airspace north of 80° North (N) – Airspace north of 80°N lies outside the
reliable service area of geostationary satellites.
• The New York Oceanic East flight information region (FIR).
How JetPlan Supports the NAT DLM
JetPlan automatically restricts NAT DLM airspace to aircraft with the required CPDLC and
ADS-C equipment in Item 10a/b on the ICAO filed flight plan (FPL). JetPlan applies this
restriction if the Profile command option is I or C for the NAT portion of the flight plan.
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The Customer Aircraft Database record must be configured to support NAT DLM Phase 2C.
The following database settings are required:
• One of the following 10a codes:
– J2 – CPDLC FANS 1/A HFDL
– J5 – CPDLC FANS 1/A SATCOM (INM)
– J7 – CPDLC FANS 1/A SATCOM (IRID)
• The following 10b code:
– D1 – ADS-C with FANS 1/A Capabilities
The CPDLC and ADS equipment codes are 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 27, “Customer Aircraft Database.”
If the Customer Aircraft Database record is not configured for NAT DLM, JetPlan generates
the following alert message for flight plans in the NAT area:
ALERT TAG NATEQPD
ALERT MSG No ADS or CPDLC equipment found. Flight levels 290–410 in
NAT area prohibited.
Overriding Automatic Altitude Checking
You can override automatic altitude checking by specifying an altitude range on the Profile
command line—for example, I,250,350 or C,250,350. In this case, JetPlan generates the
following alert message for flight plans in the NAT area:
ALERT TAG NATSPOV
ALERT MSG NAT Space altitude checking overridden
For regulatory guidance, see the following document:
North Atlantic Operations Bulletin 2017_001_Revision 04 (9 July 2019)
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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 might 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
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)
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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 6.6 shows HAR airspace as of 2007 and which centers are part of the airspace.
Figure 6.6.
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 6.7 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 6.7.
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. The letter Q is the International ICAOassigned 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,
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.
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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
full-service capability HAR. Depending on the configuration of the
NRRPRC customer preference (see “Customer Preferences
Database” on page 202), 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 configuration of the NRRPRC customer preference
(see “Customer Preferences Database” on page 202), PTP appears in
the filing remarks of these flight plans.
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
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• 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 195.
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 202).
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
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.
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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 NRR-appropriate 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 NRR-appropriate 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
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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 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.
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Customer Aircraft Database (CADB) – Equipment Section
The Customer Aircraft Database, which is customer-controlled, contains the following options
that apply to NRR:
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 202.
City Pair Fleet Database
The City Pair Fleet Database, which is customer-controlled, contains the following option that
applies to NRR:
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.
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About the NRR Options
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. The following paragraphs illustrate use of these options.
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)
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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.
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
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02 POD KSFO
03 POA KORD
06
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
The specified route might use NRS waypoints.
Example:
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)
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NRR and NRP
NRP appears as a remark in the filing strip when the following are true:
• The NRR remarks are requested.
• 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 195.
MEL RNAV Degradation and NRR
It is possible that an MEL item overrides 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 might 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 38, “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 6, “Route Commands.”
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About the 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 might 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, you can use a method for combining SRS and Route Optimizer
inputs, which is discussed in “Combination (SRS – Route Optimizer) Routing” on
page 230.
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 can 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 can 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 can 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 can 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.
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Example:
Explanation: SRS creates a direct to the NAVAID DAG, and a direct from the NAVAID DVV
to the POA.
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
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Using similar logic, a NAVAID must be entered after the airway on the arrival if the POA is
not within the NAVAID circle.
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. The following paragraphs include examples of these inputs.
Latitude and Longitude Entries
The following sections describe latitude and longitude entries.
Unnamed Latitude and Longitude Entries
To specify latitude, you can 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
N3712
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N3712.4
3712N
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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 described above. You can include a slash,
space, or comma between the latitude entry and the longitude entry. However, these separators
are not required. For example, 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 Latitude and Longitude Entries
For user-named waypoints, apply the rules described in “Unnamed Latitude and Longitude
Entries” on page 213 to specify the coordinates. Then, prefix the latitude and longitude entry
with a four-to-five character name inside parentheses. For example, to attach a name to
3712.4N/09823.6W, you can use either of the following formats:
• (pt01)N3712W9823
• (pt01)N3712.4W09823.6
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Guidelines for Naming Waypoints
Outside of China, the following guidelines apply to user-defined waypoint names:
• Waypoint names can consist of four-to-five alphanumeric characters.
• Waypoint names that include at least one number display as the latitude and
longitude coordinates in the ICAO filed flight plan (FPL).
• Waypoint names that include only letters display as the user-defined names
in the FPL.
Inside China, the following guidelines apply to user-defined waypoint names:
• Waypoint names can consist of four-to-five alphanumeric characters.
• Alphanumeric waypoint names display as the defined names in the ICAO
FPL.
Example
The following example shows two user-defined waypoints on line 06 in the flight plan request.
Both waypoints use alphanumeric naming. The first named waypoint (pt13) is outside China,
and the second waypoint (pt14) is inside China. In the FPL, the first named waypoint appears
as the latitude and longitude coordinates because the name contains one number and the point
is outside China. The second named waypoint displays as the defined name (pt14) because it is
in China.
02 pod rodn
03 poa zdpd
06 route -(pt13)n2450e134 (pt14)n29e121
(fpl-pkgsh-is
-b772/h-sdghij2p2rwxyz/lb1d1
-rodn2300
-n0486f410 dct 2450n13400e dct pt14 dct
-zspd0258
-pbn/a1b1d1l1 nav/ausep rnav1 rnp5 rnp10 com/b1m1e2 sur/ea0cs2ac2
dof/190227 reg/pkgsh eet/rcaa0209 zsha0215 sel/ehfr code/f10000
per/d rmk/agcs equipped tcas equipped)
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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.
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 can 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.
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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
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 twoor 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.
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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
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.
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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
06 ROUTE LOOP2 DAG...<continuing input>...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.
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– 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 might not accept
this type of routing when the automatic filing feature is used.
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
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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.
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.
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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” on page 160”). The deviation
(round-off) of the latitudinal crossings from the exact great circle position is for appearance
sake.
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 might 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 might 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. Zeros are entered
for the direction not taken.
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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.
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.
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SRS Naming Conventions
SRS follows the ARINC 424 standard for data naming conventions. Common naming
conventions are shown in the following sections.
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.
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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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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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Route Commands
Combination (SRS – Route Optimizer) Routing
• 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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Route Commands
Combination (SRS – Route Optimizer) Routing
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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Route Commands
Combination (SRS – Route Optimizer) Routing
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
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Route Commands
Combination (SRS – Route Optimizer) Routing
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
- 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
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Route Commands
Combination (SRS – Route Optimizer) Routing
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.
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
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Route Commands
Combination (SRS – Route Optimizer) Routing
Using the following input, you can use the track name as an SRS element:
CT*<track name>
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 a final comma. 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 displays the following
prompt: 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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Route Commands
Route Line Editing for Route Optimizer and SRS
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 ENTER.
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 ENTER.
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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Route Commands
Route Line Editing for Route Optimizer and SRS
JetPlan responds with:
1
2
P/Z/P
Press: ENTER
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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Route Commands
Route Line Editing for Route Optimizer and SRS
JetPlan responds with:
1
2
3
4
5
6
7
8
J,BTG,LMT,EHF,PMD,ELP,INK,IAH,LFK
Press ENTER.
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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Route Commands
Route Line Editing for Route Optimizer and SRS
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 ENTER.
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 ENTER.
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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Route Commands
Route Line Editing for Route Optimizer and SRS
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
Runway-to-Runway Flight Planning and Preferred Runways
Runway-to-Runway Flight Planning and
Preferred Runways
IMPORTANT Do not confuse this Runway-to-Runway feature with the ERAD
runway-to-runway option used only in ERAD flight plan requests. To use runway-torunway flight planning in an ERAD flight plan, use the ERAD, S2R2R option. ERAD
flight plans do not use the Preferred Runways Database. See “ERAD 2.0 Runway-toRunway Flight Planning” on page 267.
When properly configured, JetPlan attempts to use your preferred POD and POA runways
when applying terminal SID and STAR procedures in flight plan computations. You can use
parameters in the Preferred Runways Database to define preferred POD and POA runways,
rank them, and specify maximum allowable crosswind and tailwind values for them. When
you submit a flight plan request, JetPlan looks in the Preferred Runways Database for
preferred runway records for the requested airport and fleet type combination. If preferred
runway records exist, JetPlan validates them against the predicted wind speed and direction in
the current Terminal Area Forecast (TAF) for the ETD or ETA. When computing the flight
plan, JetPlan uses your highest-ranked preferred POD or POA runway that passes the TAFvalidation check. For information on configuring the Preferred Runways Database, see
“Creating a Preferred Runway Record” on page 244.
If Preferred Runways Database records exist, JetPlan checks them whenever you request a
flight plan unless one of the following conditions is true:
• You enter a route that contains a runway for the SID or STAR.
• You enter a route with a SID or STAR that is runway-specific.
• You specify a route from the Customer Route Database
Also, JetPlan uses a system default runway instead of a preferred runway if any of the
following conditions is true:
• JetPlan cannot find a preferred runway record in the Preferred Runways
Database.
• JetPlan cannot find an acceptable runway for the weather conditions in the
Preferred Runways Database.
• The TAFCHECK customer preference is not set.
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Route Commands
Runway-to-Runway Flight Planning and Preferred Runways
Overriding a Preferred Runway
You can override the preferred runway obtained from the Preferred Runways Database. On the
POD or POA command line, type the rwy=<runway> command, where <runway> is the oneto-three character designator for the runway you want to use. For example:
02 POD kden,rwy=16L
03 POA kpit,rwy=10R
Preferred Runway Prerequisites
To use preferred runways in your flight plan computations, do the following:
• Use the Preferred Runways Database to define and rank your departure and
arrival runways for specific airport and fleet-type combinations. Set
maximum allowable crosswind and tailwind velocities in each preferred
runway record. For information, see “Creating a Preferred Runway Record”
on page 244.
• Ensure that the TAFCHECK customer preference is enabled for your
account. TAFCHECK must be set to 4. Contact your Jeppesen customer
support representative for information.
• Ensure that your flight plan format can display the preferred runway
information. Contact your Jeppesen customer support representative for
information.
Creating a Preferred Runway Record
You can create a Preferred Runways Database record using JetPlan.com or the JetPlan
command-line interface. The following sections briefly describe these two methods.
IMPORTANT Although the Preferred Runways Database is a separate database, it
is combined with the Airport Fleet database in JetPlan.com as a convenience to
customers. If you use JetPlan command-line, note that the 01 Option maintenance
command for the Preferred Runways Database is RWY. For complete information on
using the command-line interface to maintain Preferred Runways Database records,
see “Using the JetPlan Command-Line Interface to Manage Preferred Runway
Records” on page 246.
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Route Commands
Runway-to-Runway Flight Planning and Preferred Runways
Creating a Preferred Runway Record in JetPlan.com
NOTE This section assumes that you have already created the airport fleet record
and are now adding preferred runways to the record. See the Airport Fleet database
Help file on JetPlan.com for detailed instructions on creating airport fleet records. For
complete information on the Preferred Runways Database parameters, see
Chapter 39, “Preferred Runways Database.”
In JetPlan.com, the preferred runway parameters appear in the “Runways” section of the
Airport Fleet database. You can add and rank multiple departure and arrival runways for each
airport and fleet type combination. Once you create an Airport Fleet record, you can add
preferred runways to the record. Figure 6.8 shows the Change Runways page in JetPlan.com.
Figure 6.8.
Change Runways in Airport Fleet Page - JetPlan.com
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Route Commands
Runway-to-Runway Flight Planning and Preferred Runways
You first need to designate a runway as either a departure or an arrival runway. In the
departure or arrival area of the Change Runways in Airport Fleet page, provide the
following information:
• Rank – (Required) The preference order for this runway. For
example, type 1 if this runway ranks number one in your preference
order. You can change this number at any time.
• Runway – (Required) The one-to-three character runway identifier.
Example: 34L
• Max Crosswind – The maximum acceptable crosswind for the
runway in knots. Example: 30.
• Max Tailwind – The maximum acceptable tailwind for the runway
in knots. Example: 10.
To add another runway, click Add to add a new row and provide the runway information.
NOTE For complete information on the Preferred Runways Database parameters,
see Chapter 39, “Preferred Runways Database.”
Using the JetPlan Command-Line Interface to Manage
Preferred Runway Records
If you use the JetPlan command-line interface, you can manage preferred runways using the
RWY command on the Options command line. The RWY command always precedes any
function command to save, change, delete, or display preferred runway records in the
database. For example, the command-line syntax for creating a preferred runway record is as
follows:
01 OPTIONS RWY,SAV,<ICAO>,<FLEET>,<A or D>,<rank>,RWY=<XXX>,
MT=<n>,MX=<n>
where
• RWY is the Preferred Runways Database maintenance command.
• SAV is the save function command.
• <ICAO> is the ICAO or IATA airport code. Example: KDEN
• <FLEET> is the aircraft fleet type name. Example: 777E
• <A or D> is an arrival runway (A) or a departure runway (D).
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Route Commands
Runway-to-Runway Flight Planning and Preferred Runways
• <rank> is a number representing preference order. Example: 1
• RWY=<xxx> is the runway identifier. Example: RWY=15R
• MX=<n> is the maximum crosswind value in knots. Example: MX=30
• MT=<n> is the maximum tailwind value in knots. Example: MT=10
Example:
01 OPTIONS RWY,SAV,KDEN,B737,A,1,RWY=34L,MX=30,MT=10
NOTE For complete information on the Preferred Runways Database parameters
and on using the command-line interface to maintain the Preferred Runways
Database, see Chapter 39, “Preferred Runways Database.”
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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 41, “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 237 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 237.
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Route Commands
Using Coded Departure Route Records
Using Coded Departure Route 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 253.
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 35, “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) might 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 might
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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Using Coded Departure Route Records
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 35, “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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Using Coded Departure Route Records
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 specifies a coded departure route record named
MSPORDE3. The system uses the record if it can be found in the database, is active, and is
marked OK to Use. The airport pair in the record must also match 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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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 multi-dimensional route that is 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.
NOTE Additional regional route restrictions will be supported in future
enhancements of ERAD.
About the FlitePlan Core Route Optimizer
When you use the ERAD option in your request, JetPlan automatically employs the FlitePlan
Core route optimizer for flights in European airspace. FlitePlan Core provides superior
constrained optimization relative to the JetPlan route selector. FlitePlan Core selects multidimensional, optimized routes that are 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).
In addition, ERAD and FlitePlan Core support lowest fuel, time, or cost-based route
optimization, depending on the criteria specified by the user. For cost-based optimization, the
system accounts for cost as the sum of fuel, enroute charges, and time and also considers
altitude restrictions enforced by RAD and other ATC restrictions as part of the route-selection
process.
About 2HEAVY Errors
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 the flight plan 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 are unsuccessful or 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.
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Accessing ERAD 2.0
JetPlan automatically uses FlitePlan Core when you use the ERAD flight plan option in these
Jeppesen flight planning products: JetPlan.com (Basic Flight Planner or New Flight Planner),
JetPlanner, Legacy OpsControl, FlightPlan Online, and the JetPlan interactive (Q and A)
command-line interface.
In addition, ERAD flight plans support a few options that are currently available only in the
JetPlan command-line interface and the Basic Flight Planner in JetPlan.com. For more
information, see “ERAD 2.0 Flight Plan Options Supported Only in the Command-Line
Interface” on page 267.
Options and Inputs Supported with ERAD
For the most part, 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 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 invoked by the ERAD flight plan option is designed only for flights that use
European airspace. Usually, the POD or the POA or both are in Europe, although some flights
that overfly 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 for ERAD flight plans.
Table 6-8
Route Input Type
NOTE
Example
Description
A blank space separates each waypoint, airway, SID (with transition), and STAR (with transition) entry.
No route input
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Route Inputs Supported with ERAD 2.0
NA
Optimum RAD-compliant route
via best combination of directs and
airways
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Route Commands
Electronic Route Availability Document Option
Table 6-8
Route Inputs Supported with ERAD 2.0
Route Input Type
Example
Description
Waypoint(s)
BANTO
Optimum RAD-compliant route
via specified waypoints
BANTO UMBAG
Waypoint(s) plus airway(s)
BANTO UP155 UMBAG
Optimum RAD-compliant route
via specified waypoint and airway
BANTO DCT UMBAG
Optimum RAD-compliant route
constrained to fly BANTO direct
(DCT) to UMBAG
TNT3E TNT HON HON2A
Optimum RAD-compliant route
constrained to fly the SID TNT3E
to TNT and the STAR HON2A
from HON
NOTE If the ERAD FP option is
not specified, the route optimizer
cannot use these inputs.
Waypoint Direct (DCT) Waypoint
NOTE If the ERAD FP option is
not specified, the route optimizer
cannot use these inputs.
• SID followed by transition
• Transition followed by STAR
NOTE If the ERAD FP option is
not specified, the route optimizer
cannot use these inputs.
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.
/A/
/Z/
Preferred routing to or from NATs
• Pacific Organized Track System (PACOTS),
including Flex Tracks
For detailed information, see “ERAD and the NATS”
on page 256.
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)
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Table 6-10 lists route inputs that are either not supported or not recommended with ERAD 2.0.
Table 6-10 Route Inputs Not Supported or Recommended for Use with ERAD
Input Type
Notes
SRS inputs and combination of optimizer and SRS
inputs
These inputs are not supported with ERAD 2.0
• JetAirways (J)
• Direct (D)
These inputs are acceptable but not recommended.
ERAD applies rules to ensure 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:
• FlitePlan Core only includes the optimum NAT in the route computation
when doing so results in the most optimum ATC-acceptable trajectory.
• If you include the westbound (/A/) or eastbound (/Z/) NAT in your ERAD
route input, an error will occur.
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. FlitePlan Core applies
your flight-level constraints while determining an optimum route that is also compliant with
the RAD and European Conditional Route rules.
For details on user-entered flight level constraints, see Chapter 9, “Profile Commands.”
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Route Commands
Electronic Route Availability Document Option
ERAD and European Conditional Routes
NOTE The acronym CDR in the context of this section refers to conditional routes in
Europe and not to FAA Coded Departure Routes (CDRs). For information on FAA
CDRs, see “Using Coded Departure Route Records” on page 250.
In Europe, conditional routes are Air Traffic Service (ATS) routes or portions of routes that
are designated by the controlling ANSPs as non-permanent. Such routes or portions of routes
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.
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 published 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.
Knowing how the relevant data is maintained on a daily basis is critical to understanding how
FlitePlan Core treats airways subject to conditional route designation. The ERAD CDR
Restrictions file is updated each day upon receipt of the latest AUP/UUP electronic document.
For each airway segment or sequence of segments that is subject to conditional route
designation, a set of records can be found in the CDR Restrictions file. The set of records
defines a complete schedule for the availability of the airway segments and flight levels and
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 reflect 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.
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When computing a flight plan, FlitePlan Core 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 for 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.
For example, consider the A333 airway 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. FlitePlan
Core 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.
FlitePlan Core 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 and profile computation. Note that for
certain airway segment and flight-level combinations, the FP_CDR classification can depend
on the estimated time of entry in the flight plan computation.
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 and
flight-level combination 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 and
flight-level combination is considered open.
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FP_CDR1
The estimated time of entry for the airway segment and flight-level
combination is beyond the period of the latest AUP/UUP and is at a
point in time that the airway segment and flight-level combination is
designated a CDR1.
FP_CDR2
The estimated time of entry for the airway segment and flight-level
combination is beyond the period of the latest AUP/UUP and is at a
point in time that the airway segment and flight level combination 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.
The following table summarizes how FlitePlan Core 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.
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Electronic Route Availability Document Option
ERAD 2.0 Restricted Areas Options 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
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 for FlitePlan Core as for the JetPlan route selector.
(Examples can be found in Chapter 4, “Restricted Area Commands.”)
Avoiding Checkpoints
FlitePlan Core processes an avoid checkpoint input similar to the way the JetPlan route
selector processes the input. FlitePlan Core computes the route so that it avoids any checkpoint
entered as an avoid checkpoint.
Avoiding Airways
Currently, FlitePlan Core processes an avoid airway input differently than the JetPlan route
selector does. The JetPlan route selector accepts input of a checkpoint, followed by an airway
name, followed by a checkpoint, and then ensures avoidance of the named airway only
between the two checkpoints. FlitePlan Core does not consider the checkpoints in such an
input. Instead, it avoids the entire airway. For example, the following command-line inputs
request FlitePlan Core to compute a route that avoids airway UL607. FlitePlan Core 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 FlitePlan Core to compute the route so that it
avoids the UB4 airway. Again, FlitePlan Core 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
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Route Commands
Electronic Route Availability Document Option
Avoiding Countries by ICAO Code
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 FlitePlan Core to
compute a route from EGLL to VTBD that excludes the following: all waypoints within
Ukraine (UK), within the People’s Republic of China (Z), and 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.
Avoiding FIRs
You can specify one or more Flight Information Regions (FIRs) to avoid during route
selection. For example, the following command-line inputs request FlitePlan Core to compute
a route from EGLL to LIRA that excludes the LSAS FIR.
01
02
03
05
OPTIONS FP,ERAD,RST
POD EGLL
POA LIRA
RESTRICTED AREA XIR=LSAS
Ignoring RAD Rules
ERAD 2.0 supports the ability to ignore individual RAD rules. In the JetPlan command-line
interface, the input for ignoring specific RAD rules is used with the RST option and adheres to
the following syntax:
05 RESTRICTED AREA IR/rule rule rule
where rule 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.
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For example, the following command-line entries request FlitePlan Core to 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 ignore RAD rule inputs. For
example, the following command-line inputs request FlitePlan Core to compute the route so
that it avoids the tulip checkpoint and ignores the EHEG1002 and EH2027 RAD rules.
01 OPTIONS FP,ERAD,RST
....
05 RESTRICTED AREA CP=tulip,IR/EHEG1002 EH2027
RST Options Not Supported 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
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Electronic Route Availability Document Option
How ERAD Responds to Customer Controlled Avoid and Alert
Options
NOTE The Customer Controlled Avoid and Alert options (CCAA and CCAAN) are
allowed with ERAD 2.0, meaning an error does not occur if CCAA or CCAAN is used
with ERAD. However, FlitePlan Core does not consider the CCAA or CCAAN inputs.
FlitePlan Core does not consider CCAA or CCAAN entries in ERAD flight plan requests.
Therefore, ERAD used with CCAA might produce a route that traverses one or more avoidlevel 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, JetPlan accepts
the following command-line entries, and FlitePlan Core 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, because 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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Time, Fuel, and Cost Optimization Options
FlitePlan Core 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), FlitePlan Core determines a
lowest-cost route, regardless of the Performance Index entry on line 12.
For lowest-cost path determination, FlitePlan Core 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, FlitePlan Core 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 FlitePlan Core is the only FlitePlan Core-specific result that
is displayed in the final flight plan output.
NOTE For detailed information on the Performance Index commands and time, fuel,
and cost optimization, see Chapter 9, “Profile Commands.”
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Route Commands
Electronic Route Availability Document Option
ERAD Special Remarks in the Filing Strip
In ERAD flight plans, special remarks are appended to JetPlan Engine special remarks in the
filing strip by default. The following example shows the 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 qLFFF0036 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 FlitePlan Core only includes the DAL/TOC/BOC portion of the 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 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 267.
Suppressing ERAD Special Remarks
In ERAD flight plans, ERAD special remarks are appended 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 265.) A customer preference setting enables you to override this
default behavior. When this customer preference setting is in place, FlitePlan Core does not
append these special remarks to the filing strip. Contact your Jeppesen account manager for
more information.
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ERAD Lateral Route Only
When used with the ERAD flight plan option, the ERAD Lateral Route Only (S2RTO) option
instructs JetPlan to process only the lateral route received from FlitePlan Core. JetPlan Engine
excludes the vertical profile calculations from FlitePlan Core and instead uses the JetPlan
Engine vertical profile calculations.
To use the ERAD Lateral Route Only option, type ERAD followed by S2RTO on the 01
Options command line. Separate the options with commas. For example:
01 OPTIONS FP,ERAD,S2RTO
ERAD Lateral Route Only Option in the Generic Aircraft Database
NOTE Jeppesen maintains the Generic Aircraft Database. For information about
viewing the contents of Generic Aircraft Database records, see Chapter 10, “Aircraft
Type Commands,” on page 345. For information about setting the S2RTO database
parameter, contact your Jeppesen account manager.
The S2RTO parameter in the Generic Aircraft Database can be set to control ERAD Lateral
Route Only processing.
When you use the ERAD flight plan option, JetPlan automatically checks the value of the
S2RTO parameter in the Generic Aircraft Database and does the following:
• If the S2RTO database parameter is blank (the default setting) or is set to
Y (Yes), JetPlan processes only the lateral route received from FlitePlan
Core. JetPlan excludes the vertical profile calculations received from
FlitePlan Core and instead uses the JetPlan Engine vertical profile
calculations.
• If the S2RTO parameter is set to N (No), JetPlan processes both the lateral
route and the vertical profile received from FlitePlan Core.
NOTE If the S2RTO parameter is set to N (No) in the Generic Aircraft Database,
you can override it by entering S2RTO on the 01 OPTIONS command line.
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Route Commands
Electronic Route Availability Document Option
ERAD 2.0 Flight Plan Options Supported Only in the
Command-Line Interface
Currently, the following flight plan options are supported only in the JetPlan command-line
interface and in the Basic Flight Planner in JetPlan.com.
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 special remarks is
included only when both the POD and the POA are in regions where EUROCONTROL has
sole control over filings. The DAL/TOC/BOC (DOTB) flight plan option 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 special
remarks to the JetPlan filing strip, regardless of the POD and POA.
ERAD 2.0 Runway-to-Runway Flight Planning
IMPORTANT Do not confuse the ERAD, S2R2R flight plan option with the nonERAD Runway-to-Runway feature (see “Runway-to-Runway Flight Planning and
Preferred Runways” on page 243.) ERAD flight plans do not use the Preferred
Runways Database, which is used by the non-ERAD Runway-to-Runway feature. To
use runway-to-runway flight planning in an ERAD flight plan, use the ERAD, S2R2R
option described in this section.
NOTE You can request that your customer preferences be set to turn on the
Runway-to-Runway functionality in all ERAD flight plans by default. This preference
setting allows you to use this functionality even if the client interface you are using
does not let you specify this option. For more information, contact your Jeppesen
Account Manager.
When used with the ERAD flight plan option, the ERAD Runway-to-Runway (S2R2R) option
requests FlitePlan Core 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.
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Route Commands
Electronic Route Availability Document Option
Dynamic SID/STAR Calculation
NOTE You can request that your customer preferences be set to turn on the
Dynamic SID/STAR Calculation functionality in all ERAD flight plans by default. This
preference setting allows you to use this functionality even if the client interface you
are using does not let you specify this option. For more information, contact your
Jeppesen Account Manager.
When used with the ERAD flight plan option, the Dynamic SID/STAR Calculation (S2PTHT)
option instructs FlitePlan Core 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.
No Internal EUROCONTROL Validation
When used with the ERAD flight plan option, the No Internal EUROCONTROL Validation
(S2VF) option instructs JetPlan to request FlitePlan Core to return a trajectory (route plus
profile) without first performing EUROCONTROL validation.
Internal EUROCONTROL validation is enabled in FlitePlan Core by default. The route
selector sends a request to the EUROCONTROL CFMU to validate a candidate optimum
trajectory. If EUROCONTROL responds with a rejection and one or more error messages,
FlitePlan Core attempts to re-optimize the trajectory using constraints derived from the error
messages. This process ensures that FlitePlan Core produces the most optimum
EUROCONTROL-compliant route.
However, in certain situations, obtaining a EUROCONTROL-compliant trajectory is not
necessary or beneficial. For example, JetPlan might request FlitePlan Core to dynamically
provide a route from a POA to one or more of its alternate airports. In this case, not only is
EUROCONTROL compliance not required, but requesting the route selector to internally
validate each route could lead to sub-optimal routes that provide no benefits compared to the
most optimum routes.
To use the No Internal EUROCONTROL Validation option, enter ERAD followed by S2VF
on the 01 Options command-line.
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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 multi-functional
prompt that enables 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 can use this line to specify a hold time, which in turn provides an extra fuel amount to the
total fuel carried. You can 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 with no hold time. One primary
alternate airport and up to three secondary alternates can be specified using
the following syntax:
07 HOLD,ALTERNATE/DIST <xxxx>
where xxxx is the ICAO code for the destination alternate.
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Hold-Alternate Command Line
• 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 281.
• A Customer Route Database (CRDB) file. You can 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.
• AIR OPS-compliant destination alternate fuel uplift policy.
• The Dynamic Alternate Route (DAR) option, which instructs JetPlan to
calculate an optimal route to the destination alternate, instead of using great
circle routing or a customer database route.
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 281.
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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Hold-Alternate Commands
Hold-Alternate Command Line
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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Hold-Alternate Command Line
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.
NOTE You can also use the Dynamic Alternate Route (DAR) option to instruct
JetPlan to automatically calculate the optimal route to the destination alternate. See
“About the Dynamic Alternate Route (DAR) option” on page 276.
Uplift Option (AIR OPS)
If flying under AIR 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 AIR OPS requires that a special
parameter in your ID/Password attribute file be set. Contact your Jeppesen account
manager for more information.
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Hold-Alternate Commands
Hold-Alternate Command Line
Alternate Flight Level Restriction
You can 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.
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
Hold-Alternate Command Line
About the Dynamic Alternate Route (DAR) option
You can use the DAR option ([]) to calculate an optimal route to up to four destination
alternates. The DAR option instructs JetPlan to determine the most optimal route in terms of
time, fuel, and cost. The optimized route considers SIDs and STARs, waypoints, NAVAIDS,
direct segment routing, and airways. If you specify a destination alternate but do not use the
DAR option, JetPlan uses a great circle route or customer database route to the alternate.
NOTE The DAROPT option is obsolete. If a flight plan request includes both the
DAR option and the DAROPT option, JetPlan ignores DAROPT and runs the
optimized plan to the alternate.
To use the DAR option ([]), use the following syntax, where xxxx is the ICAO designator for
the destination alternate airport:
07 HOLD,ALTERNATE/DIST <xxxx>[]
For example, in the following entry, LEMD is the destination alternate:
07 HOLD,ALTERNATE/DIST LEMD[]
NOTE
The DAR option cannot be used with automatic alternate selection.
Specifying a Route in DAR Command Brackets
The DAR option prompts JetPlan to calculate an optimal route to a destination alternate. You
can also specify a route to the alternate by typing the route string inside the DAR option
brackets ([]).
Only Specific Route Selector (SRS) syntax is supported in the DAR brackets. To specify
direct routing, you can no longer use the DAR direct (DCT) option. Instead, use one period
(.), two periods (..), or spaces between the waypoints to specify direct routing. For example,
the following entry prompts JetPlan to generate a direct route to the alternate KSMF via the
waypoints in the brackets:
07 HOLD,ALTERNATE/DIST KSMF[SPTNS1..VLREE..AVE..MOD..SAC..J65..RBL
..TUDOR2]
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Hold-Alternate Commands
Hold-Alternate Command Line
Spaces between the waypoints are also acceptable:
07 HOLD,ALTERNATE/DIST KSMF[SPTNS1 VLREE AVE MOD SAC J65 RBL TUDOR2]
NOTE Use SRS syntax in the brackets but omit the initial hyphen used in SRS
entries on the 06 Route line. The initial hyphen is not required for the DAR route entry.
For information on SRS syntax, see Chapter 6, “Route Commands.”
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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 29,
“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 281.
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Hold-Alternate Commands
Customer Alternate Database
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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Hold-Alternate Commands
Customer Alternate Database
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 can 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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Hold-Alternate Commands
Customer Alternate Database
• 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 can 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 pounds.
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Hold-Alternate Commands
Customer Alternate Database
Table 7-1
Hold-Alternate Command Line Sample Inputs (continued)
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.
KABQ []
An alternate airport with the Dynamic Alternate Route
(DAR) option ([]). JetPlan automatically calculates an
optimal route to the alternate.
See “Specifying a Route in DAR Command Brackets”
on page 276.
KSMF[SPTNS1 VLREE AVE MOD SAC J65 RBL
TUDOR2]
An alternate airport with the Dynamic Alternate Route
(DAR) option ([]) and a specific route string. JetPlan
calculates a route to the alternate using the specified
route.
See “Specifying a Route in DAR Command Brackets”
on page 276.
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).
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Hold-Alternate Commands
Customer Alternate Database
Table 7-1
Hold-Alternate Command Line Sample Inputs (continued)
Sample Input
Explanation
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.
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 (AIR OPS requirement).
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Hold-Alternate Commands
Automatic Alternate Selection
Table 7-1
Hold-Alternate Command Line Sample Inputs (continued)
Sample Input
Explanation
EXEMPT
Some customers might 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 can
vary by operator. If not legally required, it might be
operationally required to avoid confusion by flight
crew when no alternate is specified.
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 can 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 294.)
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.
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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.
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 302.
• 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
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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 297 and
Table 7-5, “CAPDB – Alternate Airport Application,” on page 302.
• 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.
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 287.
• 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.
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• 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:
• 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.
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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 294.)
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.
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).
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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 285 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.
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 285 for more information about the
hours of operations and minimum ceiling/visibility parameters and the criteria tests.
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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 can 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 285 for more information.
AIR OPS Enroute Alternates
You can enter an AIR OPS enroute alternate (ERA) manually on line 16. The ERA input is
compliant with AIR 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 AIR 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 AIR OPS 1.255, see the Chapter 20, “Reclear Commands.”
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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 AIR OPS ERA.
• In the CAPFDB, the AIR OPS Enroute Alternate (EU) parameter must be
set to “Yes” for any airport you want considered as an AIR OPS ERA.
For more information on customer database setup, see “Setting Up the Customer Databases”
on page 294.
The Automatic AIR OPS ERA Process
When the Automatic ERA customer preference is set to “Yes,” JetPlan performs an automatic
search for an AIR OPS ERA in matching flight plans. JetPlan filters out potential airports that
do not meet the requirements of AIR OPS 1.255 or pass the TAF, operating hours, and weather
minima criteria (see “Criteria Tests at Compute Time” on page 286). Using the remaining
airports, JetPlan determines which ERA provides the optimum results.
When using the Automatic AIR 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.”
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AIR OPS Qualification Output
When JetPlan identifies a qualified AIR 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 294.
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=
In this example, the AIR 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 AIR 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.
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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.
• 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 AIR 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 can be defined as a candidate for more than one alternate
scenario in the CAPFDB.
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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 31, “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.
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 can be required for a particular airport.
Table 7-2
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
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Table 7-2
CAPFDB – POD Application (continued)
Parameter
Application/Reason
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.
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 can be required for a particular airport.
Table 7-3
CAPFDB – POA 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
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Table 7-3
CAPFDB – POA Application (continued)
Parameter
Application/Reason
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.
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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 can be required for these airports.
Table 7-4 CAPFDB – Alternate Airport 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
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 might 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
might 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
AIR 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
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 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
CAPFDB – Alternate Airport Application (continued)
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
might perform a TAF check on that airport. That is, it
compares the TAF forecast with the landing minimum
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
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.
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
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 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
CAPFDB – Alternate Airport Application (continued)
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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Hold-Alternate Commands
Automatic Alternate Selection
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 30, “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 can be used for several applications. An airport record can
include information that applies to the facility as a POD, a POA, or an alternate.
However, the information in the table below specifically applies to the Automatic
Alternate selection process.
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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
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
might perform a TAF check on that airport. That is, it
compares the TAF forecast with the landing minimum
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.
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Hold-Alternate Commands
Automatic Alternate Selection
Table 7-5 CAPDB – Alternate Airport Application (continued)
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 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
might perform a TAF check on that airport. That is, it
compares the TAF forecast with the landing minimum
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.
Precision Approach
Alternate Ceiling Minimum
P3
Defines the ceiling minimum for the airport in feet or
meters.
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.
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Table 7-5 CAPDB – Alternate Airport Application (continued)
Parameter
Application/Reason
Precision Approach
Defines the visibility minimum for the airport in feet
or meters.
Alternate Visibility Minimum
P4
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.
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.
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Table 7-5 CAPDB – Alternate Airport Application (continued)
Parameter
Application/Reason
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)
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(Optional). These parameters allow you to define the
airport’s hours/days of operation if multiple settings
are necessary. For example, an airport might have
different operating hours on different days, or might
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 has a significant effect on the performance calculation. The ETD input directly
correlates to the forecast wind and temperature data that is used 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
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 cannot
be used together in the same flight plan. You can, however, use the ORB option 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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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 can accept an estimated date of departure (EDD).
Example:
08 ETD 1700/EDD,19APR07
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
ETD inputs correlate to the forecast wind and temperature data that JetPlan applies when
computing a flight plan. The following sections describe the forecast weather data used in
flight plan calculations.
PROGS Time Output on Flight Plans
Every flight plan that JetPlan computes includes the valid time of the weather forecast data
used in the calculation. Forecast data refers to wind and temperature aloft information that is
stored in a special database. The valid time is a day and time stamp that usually appears on the
second line of the header in the flight plan output. The day and time stamp is always identified
by the PROGS label and shows the time that the forecast data is collected.
The PROGS day and time stamp defines the relative recentness of the forecast information used
in the flight plan calculation. For example, the day and time stamp, 2212NWS, states that the
weather data was collected on the 22nd day of the month and is the 1200Z update of the
National Weather Service (NWS) file. Database updates are expressed in Zulu [UTC] time.
The high-resolution NWS and United Kingdom Meteorological Office (UKMO) forecast
weather databases update four times in a 24-hour period at 0000Z, 0600Z, 1200Z, and 1800Z.
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, usually 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 updated information spans approximately 30 hours or 48 hours of flight
planning capability, depending on the database you use.
JetPlan has two sources for recently gathered forecast wind and temperature aloft data: the
UKMO in England and the NWS in the U.S. From these two sources, Jeppesen provides two
forecast models to apply weather to the flight plan computation. The NWS weather model is
the default format. However, you can request either of these formats as the default in your
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Customer ID Attribute file. You can also override the default format on any individual flight
plan. Enter the option that selects the other weather database on the Options command line.
See Chapter 2, “Option Commands,” on page 21.
NOTE For information about changing your default forecast weather model, contact
your Jeppesen service manager.
NWS Format (Default)
NOTE JetPlan no longer supports the ADF weather format. The NWS format
replaces the ADF format as the default for JetPlan.
The NWS GRIB format provides a high-resolution database file. The NWS format 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. In
addition to the high number of lateral grid points, NWS GRIB collects extra intermediate
readings in the vertical direction. This approach provides more precise information about the
wind direction, velocity, and temperature at a given altitude.
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. This model is
preferable for long flights planned a day in advance.
When NWS is the default format or specified in the flight plan request, the letters NWS
usually appear after the day and time stamp on the flight plan output (for example, 1018NWS).
To select the NWS 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 the
NWS format. Like the NWS format, the UKMO format is updated four times a day (0000Z,
0600Z, 1200Z, and 1800Z). However, this file provides only a 30-hour weather window.
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Understanding the Wind and Temperature Database
Whether UKMO is the default format or specified in the flight plan request, the letters UK
usually appear after the day and 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
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 UK Met Office
Historical Weather Database uses a 30-year history of average monthly wind values. The
historical winds are a statistical average from the period 1960–1990. 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. ***
Reliability Equivalent Winds
The Reliability Equivalent Winds option enables you to apply a statistical reliability value to
the historical weather data that you use for planning purposes. For example, the historical
weather data might indicate that August winds are historically light in a given region.
However, you expect stronger winds than usual in that region this August. You can increase
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the expected wind speed by applying a lower statistical reliability value to the historical data.
The following paragraphs describe the historical weather database and the confidence level in
more detail.
National Center for Atmospheric Research (NCAR) Database
The Reliability Equivalent Winds option enables you to plan using monthly, seasonal, or
annual data stored in the NCAR database. The NCAR database is a compilation of 40 years
(1960–1999) of upper-level wind and temperature data. The data is based on daily
computerized analyses provided by the U.S. National Weather Service. The NCAR database
contains higher-resolution historical wind and temperature data than is available in the UK
Met Office Historical Winds database. The NCAR data is also available for any airport and
any latitude/longitude.
Confidence Level
The confidence level value is a percentage that represents the statistical likelihood that the
wind speeds recorded in the NCAR database will occur in a given time period in the future.
You can specify a confidence-level value from 1 to 99%, with 50% being the statistical
average.
CAUTION Jeppesen recommends using a confidence level of no more than 50%.
Higher confidence levels can underestimate wind speeds.
You can apply the confidence level value to data gathered for any single month or for a range
of up to 12 months. For example, the NCAR database contains 40 monthly average readings
for November from the years 1960–1999. A 50% confidence level means that flight plan
headwind component values for November will not exceed the values gathered in 50% of the
monthly values.
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Estimated Time of Departure Commands
Required Arrival Time
Using the Reliability Equivalent Winds Option
Anywhere after FP on the Options command line, type the Reliability Equivalent Winds
command, using one of the following formats:
• FP,WS##,R##
where WS## is a calendar month, expressed as a two-digit value from 0112, and R## is a confidence level expressed as a percentage. For example,
November is expressed as WS11, and 50% is expressed as R50.
• FP,WS####,R##
where #### is a range of months, expressed as a four-digit value, and R## is
a confidence level expressed as a percentage. For example, December (12)
through March (03) is expressed as WS1203, and 50% is expressed as R50.
CAUTION Jeppesen recommends using a confidence level of no more than 50%.
Higher confidence levels can underestimate wind speeds.
The following examples illustrate different time periods and the recommended confidence
level input:
Time Period and Confidence Level
Command Line Values
November with 50% confidence
Summer (June to August) with 50% confidence
Winter (January to March) with 50% confidence
Annual period (January to December) with 50% confidence
WS11,R50
WS0608,R50
WS0103,R50
FP,WS0112,R50
Required Arrival Time
NOTE The Required Arrival Time and the Required Arrival Time – Cost Index
options are mutually exclusive.
This section describes the Required Arrival Time - Cost Index (RATCI) and the Required
Arrival Time (RAT) options. These options enable you to define a fixed arrival time at just
about any enroute point or at the destination. You cannot use the two options together because
each option has an opposite effect on the ETD. The main determiner of which option to use is
whether or not the ETD can be changed. The two options are:
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Required Arrival Time
Fixed ETD (RATCI
option)
JetPlan varies the airspeed by adjusting a cost index (CI) cruise mode
until the required arrival time input is met. The original ETD is
maintained. In most cases, a cost index cruise mode input is
mandatory. For more information on cost index cruise mode inputs,
see Chapter 12, “Cost Index Commands.”
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.”
The following sections describe the RATCI and RAT options in more detail.
RATCI (Fixed ETD)
NOTE You must set certain parameters in the Customer Aircraft Database or
include a cost index cruise mode input on the Cruise Mode command line for this
option to work. See “RATCI and the Customer Aircraft Database” on page 317 and
Chapter 12, “Cost Index Commands.”
The 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.
To invoke the RATCI option, enter your estimated time of departure value on the ETD
command line. Follow that with a slash (/), the RATCI option, an enroute fix or the POA, and
a required arrival time.
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
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Required Arrival Time
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.
• The RATCI option can 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 in the ARRIVE column
of the flight plan output. However, the display of this information depends
on your output format.
RATCI and the Customer Aircraft Database
The Customer Aircraft Database contains five parameters that are 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
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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.
• 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).
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Required Arrival Time
– 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 can 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 greater speed, based on your own CADB inputs.
RAT (Variable ETD)
The 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.
To invoke the RAT 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:
Explanation: The estimated time of departure is 1200Z. This estimate is used to access 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
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 results.
• If a waypoint is designated as the required arrival time point, it must be
located after TOC and before TOD.
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Estimated Time of Departure Commands
Required Arrival Time
• The required arrival time point (POA or enroute waypoint) must be entered
in ICAO format only.
• This option can 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 can be used together.
• JetPlan displays the following statement on the third line of the flight plan:
REQUIRED ARRIVAL TIME AT <XXXX HHMM>, where XXXX is the RAT
point identifier, and HHMM is the coordinated universal time of the arrival.
The following examples illustrate the RAT option. Sample flight plan outputs are included to
show what to expect based on the example input.
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
illustrates 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 1700NWS
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. The sample
output illustrates 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 1700NWS
REQUIRED ARRIVAL TIME AT LASBA 2030Z
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08/17/06
LBS
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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 can 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 can be used with the JetPlan Reclear feature, but only for an
enroute waypoint that is located at or before the reclear fix.
• This option can 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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ORBIT
Example:
Explanation: Multiple orbit points can 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 can 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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Estimated Time of Departure Commands
ORBIT
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 can 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 340 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.
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Profile Commands
Altitude Flight Rule Selection
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 can be output on each flight plan. The
altitude changes can 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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Profile Commands
Altitude Control
• 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
might be assigned by ATC.
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 can change the flight’s profile using up to
ten sets of altitude restrictions. A restriction can 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 can 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
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Profile Commands
Altitude Control
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 can be
specified on a Profile command line.
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
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Altitude Control
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.
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 entering 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. For that
reason, an input that utilizes IAH as the constraint point is required.
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Profile Commands
Altitude Control
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.
• 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.
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Altitude Control
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
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
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Profile Commands
Altitude Control
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
03
06
09
POD KSFO
POA KDEN
ROUTE D
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
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Altitude Control
• 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.
This is a method that is applicable to short flights, where optimal cruise altitudes might 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).
Climb and Descent Altitude Constraints
When altitude constraints are requested during climb and descent, the system needs to change
the climb and descent speed profile to satisfy the constraints. The First Principles Aircraft
Model (FPM) Climb and Descent aeroperformance calculation provides the flexibility
required to change the climb and descent speeds.
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Profile Commands
Altitude Control
When the flight plan request includes climb or descent altitude constraints, and the requested
aircraft is supported by FPM, JetPlan attempts to satisfy the constraints by changing the climb
or descent speed automatically using FPM. The system displays an alert when the climb or
descent speed has changed and also displays an alert if it cannot satisfy the altitude constraints.
FPM Climb and Descent Settings
This section describes the settings that the system requires to activate the FPM climb and
descent calculation and apply it to the automatic climb and descent speed change to satisfy
altitude constraints.
Required FPM Data
A file with FPM climb and descent data must exist in the generic aircraft record for the aircraft
used in the flight plan request. You can check the Generic Aircraft ID (GAID) record for the
presence of an FPM file with climb and descent data. For information, see “Searching Generic
Aircraft Records for FPM and OUTFLT Information” on page 718 in Chapter 27, “Customer
Aircraft Database.”
Required FPM Climb and Descent Method Parameter Settings
Set the Climb Method (CM) and Descent Method (DM) parameters in the “Miscellaneous”
section of the CADB. You can use the following values for CM and DM:
• CM – (G) Mach CAS Schedule (FPM)
• DM – (G) Mach CAS Schedule (FPM)
or
• CM – (F) Cost Index: FMS Matching (FPM)
• DM – (F) Cost Index: FMS Matching (FPM)
NOTE If the CM or DM parameter is not set to (G) Mach CAS Schedule (FPM) or
to (F) Cost Index: FMS Matching (FPM), JetPlan does not use FPM to recalculate the
speed profile to satisfy a climb or descent profile constraint.
For more information on these parameters, see Chapter 27, “Customer Aircraft Database.”
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Altitude Control
Initial Climb and Descent Speed Schedule Settings
You can set custom climb and descent speeds in the Customer Airport Fleet Database, or you
can use climb and descent speed schedules in the generic aircraft file. The custom climb and
descent speeds in the Customer Airport Fleet Database are used when the Climb and Descent
Method parameters in the CADB are set to (G) Mach CAS Schedule (FPM).
NOTE Climb and descent speed settings in the Customer Airport Fleet Database
override the speed schedules in the generic aircraft file.
To specify custom initial climb speeds, set one or both of the following in the Customer
Airport Fleet Database:
• CASC – Climb speed in Calibrated Airspeed (CAS)
• MACHC – Climb speed in MACH
To specify custom initial descent speeds, set one or both of the following in the Customer
Airport Fleet Database:
• CASD – Descent speed in CAS
• MACHD – Descent speed in MACH
For more information on these parameters, see Chapter 31, “Airport Fleet Database.”
If you do not set custom climb and descent speeds in the Airport Fleet Database, JetPlan uses
the climb and descent speed schedules in the generic aircraft record. To view the climb and
descent schedule information in the generic file, use the AC,<JEPPID>,CRZ command on the
Options command line. For information, see “Determining an Aircraft’s Cruise Modes” in
Chapter 9, “Profile Commands.” See also Chapter 10, “Aircraft Type Commands.”
Requesting Climb and Descent Altitude Constraints
If you request an altitude constraint at a specific climb or descent waypoint, the system
attempts to ensure that the aircraft is at or above the altitude when it reaches the waypoint. To
satisfy the altitude constraint, JetPlan uses FPM to automatically recalculate the climb and
descent speed profile as necessary. JetPlan alerts you if the system climb or descent speed
profile changes or if the altitude constraint cannot be satisfied.
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Profile Commands
Altitude Control
For example, if the aircraft must be at or above a specific altitude when it reaches a given
climb or descent waypoint, you can enter the flight level constraint as follows:
09 PROFILE I,UMKAL@260
In this example, IFR rules are applied. UMKAL is the waypoint, and 260 is the minimum
flight level the aircraft must reach by UMKAL. If necessary, the system uses FPM to
recalculate the climb and descent speed profile to satisfy this altitude constraint.
If the aircraft must be below a specified altitude when it reaches a climb or descent waypoint
or must stay within a range of altitudes between waypoints, you can enter the profile constraint
as follows:
09 PROFILE I,<Waypoint 1>,180,200,<Waypoint 2>
In this example, IFR rules are applied. Upon reaching Waypoint 1, the aircraft must be
between flight levels 180 and 200 feet (inclusive) and must remain within that range until
arriving at Waypoint 2. If the aircraft cannot attain the required altitude at Waypoint 1 with its
initial speed profile, the system uses FPM to automatically recalculate the climb and descent
speed profile to satisfy the altitude constraint if possible.
Requesting MEA,MAA and GRID MORA Data Constraints
You can also apply MEA,MAA and GRID MORA data constraints to climb and descent
waypoints using FPM. Enter the following command:
09 PROFILE I,M,T
JetPlan automatically checks MAA and MEA altitude constraints and checks the profile
against the GRID MORA data. The system uses FPM to automatically recalculate the climb
and descent speed profile to satisfy minimum and maximum altitude limits at the climb or
descent waypoint.
SID/STAR Profile Constraints Customer Preference
The SID/STAR Profile Constraints customer preference activates FPM for SID/STAR profile
constraints. If JetPlan detects SID/STAR profile constraints, the system automatically uses
FPM to reset the climb and descent speeds to satisfy checkpoint profile constraints if possible,
and displays an alert message if the constraint cannot be satisfied.
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Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
The SID/STAR Profile Constraints functionality has the same settings as those listed in “FPM
Climb and Descent Settings” on page 337. In addition, the SID/STAR Profile preference must
be active in your customer preference file. Output of SID/STAR profile constraint information
is format-dependent. See “Flight Plan Output” below. Contact your Jeppesen Service Manager
for more information.
NOTE You can use the NOSTAR 01 Option to override the SID/STAR Profile
Constraints customer preference. See Chapter 2, “Option Commands.”
Using the FPM Secondary Climb and Descent Option
You can also change the climb and descent speed schedule manually using the FPM
Secondary Climb and Descent option. See “First Principles Aircraft Model Secondary Climb
and Descent Options” in Chapter 11, “Cruise Mode Commands.”
Flight Plan Output
Output of climb and descent altitude constraints with FPM information on the flight plan is
format-dependent. The output includes information on the cruise, climb, and descent methods
and the speeds and profiles used in climb and descent. Also included is the origin of the speed
data. For example, the output indicates if the climb and descent speed is derived from the
Airport Fleet Database, from the generic aircraft file, or from a secondary climb input on the
Cruise command line in the flight plan request. The output also indicates whether or not FPM
automatically recalculated the speed. Contact your Service Manager for more information.
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.
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Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
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 27, “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
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.
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Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
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).
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
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Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
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 the 02 POD command line.
• If no fuel price is entered on the 02 POD command line, 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 (CAPDB). Which price is used is determined by the setting
of the Bonded Fuel indicator parameter in the City Pair Database (CPDB).
• If the FP (or BP) parameter in the CAPDB 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 type 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 <GENERIC ID or CADB RECORD NAME>
JetPlan applies the information from these input sources to calculate performance data in the
flight plan computation.
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.
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
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 can be
modified to your requirements.
Alternate Data
Alternate information is characteristic of the aircraft type and can be
modified to your requirements
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, type
INFO,ACQREF on the Options command line.
Example:
01 OPTIONS INFO,ACQREF
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
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 is
represented by placeholder text <xxxx>.
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
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ICAO
---------------------------------AT42 AT43 AT45 AT72 AY22
S210
<xxxx> <xxxx>
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
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
To view a list of aircraft from a particular manufacturer
To view a list of aircraft from a particular manufacturer, type 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
The information displayed in this request appears in the following sample output.
NOTE The following sample output is abbreviated for space. Each manufacturer
code is associated with a list of aircraft, and each aircraft can have 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, type the aircraft ICAO
code after the INFO command on the Options command line.
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
Example:
01 OPTIONS INFO,B767
NOTE The output for the INFO,<ICAO Code> option is similar to the output that
shows the list of manufacturers (see “To view a list of manufacturers in the library” on
page 348).
The output includes the Jeppesen identifier for each aircraft listed. The identifier is the fourcharacter code in the top left corner of each section of the aircraft output. For example, in the
previous output example, the Jeppesen identifiers for the two aircraft are 767D and 777A. You
can use the Jeppesen identifiers to look up more information about an individual version of
this generic aircraft.
Retrieving Generic Aircraft Information
You can use the AC command on the Options command line to retrieve more information
about a generic aircraft. 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, type
AC,<JEPPID>,CRZ on the Options command line.
Example:
01 OPTIONS AC,747H,CRZ
NOTE The JeppID and CRZ option can be entered in reverse order without
changing the outcome (for example, AC,CRZ,747H).
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
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 Cost Index FMC data
You can look for Cost Index (CI) FMC data in the generic aircraft file. CI FMC data is
contained in Jeppesen New Cost Index Method (NCIM) files. To view this information, type
AC,<JEPPID>,CRZ on the Options command line.
Example:
01 OPTIONS AC,773L,CRZ
If an NCIM file is available in the generic aircraft record, JetPlan displays the NCIM file name
and location, followed by the first line of the NCIM file.
NCIM AVAILABLE:/OnSight/jetplan/data/release/fpmfiles_test/NCIM_777300ER_GE90-115BL
NCIM SOURCE:773bl2.dat Version Number 1.6 Dated 22 DECEMBER 2010
If an NCIM file is not available in the generic aircraft record, but NCIM hard-coded data is
available, JetPlan displays the following message: NCIM AVAILABLE.
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
To view cruise modes loaded for a generic aircraft
To view just the cruise modes loaded for a generic aircraft, type AC,<JEPPID>,INF on the
Options command line.
NOTE The JeppID and INF option can be entered in reverse order without changing
the outcome (for example, AC,INF,747H).
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, type AC,<JEPPID> on the Options command line.
Example:
01 OPTIONS AC,747H
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Aircraft Type Commands
Using the JetPlan Aircraft Library (Generic Aircraft)
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, type 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 typing 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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Aircraft Type Commands
Using the Customer Aircraft Database
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, the generic file does not
include an operational weight setting. A weight range is stored in the file, but not a specific
setting. You must input an operational weight setting before JetPlan can process a flight plan.
You can avoid extra inputs and save time by saving your generic aircraft selection in the
CADB. There, you can set the required parameters and bypass extra inputs when creating
flight plans.
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
specify 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, you
can then modify this record with a set of characteristics that meet your requirements. This
customized aircraft record is yours to manage.
For more information about CADB capabilities and management, see Chapter 27, “Customer
Aircraft Database.”
To use a CADB record as your Aircraft Type input, 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 typing a forward slash (/) after the aircraft entry.
Example:
10 A/C TYPE/REGN $AC12/
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Aircraft Type Commands
Using the Customer Aircraft Database
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
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Cruise Mode Commands
Determining an Aircraft’s Cruise Modes
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 366.) 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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Determining an Aircraft’s Cruise Modes
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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Primary Cruise Mode
• 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 might become invalid.
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 364.
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
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Cruise Mode Commands
Primary Cruise Mode
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.
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.
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Cruise Mode Commands
Primary Cruise Mode
• 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 can 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).
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.
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Primary Cruise Mode
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.
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.
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Cruise Mode Commands
Primary Cruise Mode
• 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.
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 364.
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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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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Climb and Descent Schedule Options
Climb and Descent Schedule Options
An aircraft in the JetPlan Aircraft Library might 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 360.
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
aeroperformance 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 718 in Chapter 27,
“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 371 and “FPM Secondary Descent
Option” on page 373.
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 861.
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Cruise Mode Commands
Climb and Descent Schedule Options
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 718 in Chapter 27, “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 27, “Customer Aircraft Database.”)
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Climb and Descent Schedule Options
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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Cruise Mode Commands
Climb and Descent Schedule Options
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 27, “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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Bias Options
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.
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,
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Cruise Mode Commands
Bias Options
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
Ad Hoc Bias Parameters
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
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)
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Bias Options
• 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 can 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.
• Although bias inputs can 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 (pound or kilogram).
Example:
Explanation: Add 500 pounds or kilograms to climb fuel.
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Cruise Mode Commands
Bias Options
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.
Example:
Explanation: Flatten the climb profile by 20 nm.
11 CRZ MODE M86,M85,CD=20
Explanation: Flatten the climb profile by 5%.
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Bias Options
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) can be biased. To reduce typing time, the cruise mode
substitute, DEF, can 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.
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%.
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Bias Options
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).
Example:
Explanation: Add 500 pounds or kilograms to descent fuel.
11 CRZ MODE M86,M85,DF=500
Explanation: Increase descent fuel by 3%.
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Bias Options
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%.
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)
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Cruise Mode Commands
Bias Options
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 pounds or kilograms 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.
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.
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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 can 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 38,
“Minimum Equipment List Database.”
MEL Input Syntax
You can 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
MEL Record Name Input
Degradation Type in MEL DB Record
Input on Cruise Mode Line
Minimum Equipment List (MEL)
<CRUISE MODE>MEL=M,<RECORD NAME>
- or MEL=<RECORD NAME>
For “MEL” degradation types, you can omit
“M,” before the record name.
NOTE
Configuration Deviation List (CDL)
<CRUISE MODE>MEL=C,<RECORD NAME>
Deferred Maintenance Item (DMI)
<CRUISE MODE>MEL=D,<RECORD NAME>
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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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 374)
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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Cost Index Commands
Overview
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 can 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 30, “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,$$$,$$$$) as your performance index through the
CADB. Since fuel optimization is typically preferable, your setting input would be
F,$$$,$$$$. However, the fuel price field is irrelevant in the dynamic CI process because the
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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 might be irrelevant in the
dynamic CI process, a 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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Cost Index Commands
Overview
– 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 404).
• 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 can 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 397.
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Cost Index Commands
Overview
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 can 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 can 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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Overview
• (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 394.
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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Cost Index Commands
Overview
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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Overview
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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Cost Index Commands
Overview
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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Overview
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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Cost Index Commands
Overview
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 can 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 399.
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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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Cost Index Commands
Related JetPlan Features
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 can 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 can 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 can set an aircraft’s operational weight in the Customer Aircraft
Database (CADB) by saving the value to the OP parameter. See Chapter 27, “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 can 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
This chapter covers the Fuel/Weight and Payload options in this chapter because these options
affect one another. For example, an aircraft’s absolute weight limits restricts 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.
Flight plan results are predicated on these performance factors.
Payload inputs are entered on the Payload command line (Line14). Fuel or aircraft weight
inputs are entered on the POD or POA Fuel (or Weight) command line (Line 16).
Whether fuel or weight is the desired load factor you want to apply depends generally 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.
In addition, this chapter contains information on some flight plan (FP) options entered on the
Options command line (Line 01). These FP options are included in this chapter because they
invoke functionality related to fuel policies and calculations.
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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 hold,
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.
Five basic load performance scenarios enable you to do the following:
• 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 method described in the preceding bullet point 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
Payload, Fuel, and Weight Options
Two more scenarios exist, but these are not considered basic because of the application of the
JetPlan Single-Leg Tankering feature:
• Submit a flight plan with the Single-Leg Tankering option. JetPlan
determines whether tankering fuel is warranted.
NOTE Two Single-Leg Tankering cases exist: 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.
Payload, Fuel, and Weight Options
The following options illustrate the application of the various load performance scenarios. 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 pounds) defines
a load factor of fuel by default.
In addition, when entering the load factor, you must specify whether the flight plan is a
departure case or an arrival case, which in turn significantly influences the performance
calculation results.
NOTE Other (secondary) options shown in the following sections also have
fuel/weight and payload implications.
Payload Commands
The following paragraphs describe the commands that you can enter on the Payload command
line (Line 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.
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Payload, Fuel, and Weight Options
Example:
14 PAYLOAD 50000
16 POD OR POA FUEL A5000
Explanation: Request 50,000 pounds of payload and 5,000 pounds 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.
Wxxxxxx/nnnnn (Waypoint Arrival Fuel)
This input enables you to arrive over a requested waypoint with a requested amount of fuel
onboard. 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 pounds of payload and arrive over the waypoint GUP with 2,000
pounds 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), or ORB.
W (Maximize the Payload Amount)
This input requests JetPlan to maximize the payload amount. Enter a departure or arrival
weight value on the POD or POA Weight command line (Line 16).
Example:
14 PAYLOAD W
16 POD OR POA WT D150000
Explanation: Request max payload based on a departure (takeoff) weight of 150,000 pounds.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
ZW (Maximize the Payload Amount)
This input requests JetPlan to maximize the payload amount. Enter a departure or arrival
weight value on the POD or POA Weight command line (Line 16).
NOTE ZW is only available for use with an aircraft stored in the CADB. ZW ensures
the maximum payload amount cannot be exceeded.
Example:
14 PAYLOAD ZW
16 POD OR POA WT A140000
Explanation: Request max payload and an arrival (landing) weight of 140,000 pounds.
F (Maximize the Payload Amount)
This input requests JetPlan to maximize the payload amount. 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 pounds.
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Payload, Fuel, and Weight Options
ZF (Maximize the Payload Amount)
This input requests JetPlan to maximize the payload amount. 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 can 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 pounds.
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 pounds). Request arrival fuel of 0 pounds.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
PAXxxx (Passenger Count)
The PAX input specifies the number of passengers. The number of passengers is multiplied by
an estimated weight value for each passenger plus his or her bags. The estimated weight value
is 170 pounds per passenger. This input leaves the case (departure/arrival) input open to your
discretion.
NOTE
The PAX value is independent of the payload.
Example
14 PAYLOAD 30000,PAX120
16 POD OR POA FUEL A0,D45
Explanation: 30000 is the payload, and 120 is the number of passengers.
The output of the PAX value is format-specific. On plain flight plan formats, the PAX value is
purely informational. It is not included in the weight or fuel-burn computation. For example:
WEIGHT AND FUEL-ALL IN LBS
TOTAL PAX 120 EST PLD 30000
When the flight plan output is formatted or reformatted for a Sperry or Litton Flight
Management System (FMS), the PAX weight value is used to determine the excess weight,
which is reported in the Flight Management Data as cargo. The difference between the total
payload and the PAX weight is output as cargo weight.
When the flight plan output is formatted or reformatted for a Sperry or Litton FMS, and the
payload input is less than the PAX weight value (number of passengers x 170), there is no
excess weight to report, and the PAX output is purely informational.
NOTE FMS formatted or reformatted flight plan output can be uploaded to the
onboard FMS. For information about the FMS options, see Chapter 2, “Option
Commands.”
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
POD or POA WT Fuel Commands
The POD or POA Weight (or Fuel) command line (16) requires input of one of the options
listed below. In addition, several secondary options and reserve fuel options can 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 pounds of fuel.
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)
The D indicates a departure case. The M requests a maximum load. The 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.
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Payload, Fuel, and Weight Options
Example:
16 POD OR POA WT DM
Explanation: Depart at the maximum takeoff weight for the aircraft.
AM (Arrival Case, Maximum Load)
The A indicates an Arrival case. The M requests a maximum load. This option applies only to
a weight load factor. The 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 Options
The following options can 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.
MFODxxxx (Minimum Fuel On Destination)
The MFODxxxx option applies to any combination of payload, case, and load factor. This
option ensures that a specific amount of fuel is available on 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.
NOTE You cannot include both MFOD and Minimum Fuel at Gate (MFAG) in the
same flight plan request.
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Payload, Fuel, and Weight Options
Example:
16 POD OR POA FUEL A0,MFOD6000
Explanation: Request zero pounds of arrival fuel and specify an MFOD value of 6,000 pounds.
Example:
16 POD OR POA FUEL A0,MFOD55M
Explanation: Request zero pounds of arrival fuel and specify an MFOD value of 55 minutes.
Specifying MFOD in the JetPlan.com New Flight Planner
The JetPlan command-line syntax for specifying MFOD in minutes does not work in the New
Flight Planner and results in the following error:
Error Code: Data type '' mismatch in element 'mfod'
In JetPlan.com, MFOD is specified in the Special Fuel Reserves palette in the New Flight
Planner. The correct syntax for entering MFOD in minutes in the Special Fuel Reserves
palette is as follows:
-<xxxx>
where:
- indicates minutes (instead of pounds), and xxxx is the number of minutes.
For example, when entered in the Special Fuel Reserves palette, the following syntax
specifies an MFOD value of 55 minutes:
-55
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
MFAGxxxx (Minimum Fuel at Gate)
The MFAGxxxx option applies to any combination of payload, case, and load factor. This
option ensures that a specific amount of fuel is available when the aircraft arrives at the gate. If
the sum of the hold, reserve, and requested extra fuels (contingency fuels) is less than the
specified MFAG value, extra fuel is added. JetPlan accepts excess contingency fuel with this
option.
NOTE
You can enter the MFAG value only as a weight value.
NOTE
You cannot include both MFOD and MFAG in the same flight plan request.
Example:
16 POD OR POA FUEL A0,D45,MFAG=10000
Explanation: Request zero pounds of arrival fuel and specify an MFAG value of 10,000
pounds.
MFALTxxxx (Minimum Fuel At Alternate)
The MFALTxxxx option applies to any combination of payload, case, and load factor. This
option ensures that a specific amount of fuel is available on landing at the primary alternate. If
the sum of the hold, reserve, and requested extra fuels (contingency fuels) is less than the
specified MFALT value, extra fuel is added. JetPlan accepts excess contingency fuel with this
option.
NOTE
You can enter the MFALT value only as a weight value.
Example:
16 POD OR POA FUEL A0,MFALT6000
Explanation: Request zero pounds of arrival fuel, and specify an MFALT value of 6,000
pounds.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
AFxxxx (Arrival Fuel)
This option enables 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 pounds and an Arrival Fuel of
2,000 pounds.
NOTE This option cannot be used with a departure weight scenario (16 POD OR
POA WT D150000,AF2000 is not a valid input).
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
can 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 pounds and a max Fuel Capacity
of 45,000 pounds 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 can 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
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Payload, Fuel, and Weight Options
Explanation: Request a departure (takeoff) weight of 150000 pounds 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
can 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
Explanation: Request an arrival (landing) weight of 140,000 pounds and limit the max Takeoff
Weight to 168,000 pounds 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 can 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 pounds and limit the max
Landing Weight to 140,000 pounds 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 AIR OPS compliant.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
Example:
16 POD OR POA FUEL A0,ERA=EGLL
Explanation: Request an arrival fuel of 0 pounds 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
Explanation: Request an arrival fuel of 0 pounds, but carry 9,500 pounds ballast.
ADJ=xxx (Adjustment Fuel Amount)
The adjustment fuel amount accounts for additional fuel above the required minimums. Enter
the ADJ value on line 16. The value is in pounds or kilograms.
NOTE The display of the ADJ value on the flight plan is format-dependent. For
information, contact your Jeppesen service manager.
Example:
16 POD OR POA FUEL A0,ADJ=300
Explanation: Do not add arrival fuel, but plan to carry 300 pounds of ADJ fuel.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
PAD=xxxx or PADxxxx (PAD Fuel Amount)
The PAD fuel amount accounts for additional fuel above the required minimums. Enter the
PAD value on line 16. The value is in pounds or kilograms.
NOTE The display of the PAD value on the flight plan is format-dependent. For
information, contact your Jeppesen service manager.
Example:
16 POD OR POA FUEL A0,PAD=500
Explanation: Do not add arrival fuel, but plan to carry 500 pounds of PAD fuel.
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 can also
be applied to Multi-sector Tankering.
Example:
16 POD OR POA FUEL D50000,MAXT=12000
Explanation: Request a departure fuel of 50,000 pounds and tanker no more than 12,000
pounds of fuel.
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MCHT=xxx (Minimum Contingency Holding Time)
NOTE
This option is used only in EU OPS flight plans.
The MCHT option compares the flight’s calculated contingency fuel to a holding fuel figure
that is based on the time specified by MCHT (Hold Fuel Flow Rate x the MCHT value).
JetPlan uses the greater of the two amounts as the flight’s contingency fuel total. The MCHT
option value is specified in minutes.
NOTE When calculating EU OPS flight plans, JetPlan uses the highest of the
following values: the calculated contingency fuel, the MCHT, the Minimum
Contingency Cruise Time (MCCT), or the Min. Contingency/RES Time (MT) in the
CADB.
Example:
16 POD OR POA FUEL A0,i,MCHT=5
Explanation: Request an arrival fuel of 0 pounds and compare the flight’s calculated
contingency fuel total to a holding fuel figure based on the minimum contingency holding
time of five minutes.
MCCT=xxx (Minimum Contingency Cruise Time)
NOTE
This option is used only in EU OPS flight plans.
The MCCT option compares the flight’s calculated contingency fuel to a cruise fuel figure that
is based on the time specified by MCCT (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 When calculating EU OPS flight plans, JetPlan uses the highest of the
following values: the calculated contingency fuel, the MCCT, the Minimum
Contingency Holding Time (MCHT), or the Min. Contingency/RES Time (MT) in the
CADB.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
Example:
16 POD OR POA FUEL A0,MCCT=180
Explanation: Request an arrival fuel of 0 pounds 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” on
page 466.
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
You can specify reserve fuel rules and amounts as options on the POD or POA Fuel Weight
command line (Line 16).
The following options can 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.
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Payload, Fuel, and Weight 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 pounds 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 pounds and 120 minutes of reserve fuel.
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 432.
Example:
16 POD OR POA FUEL A0,I
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Payload, Fuel, and Weight Options
Explanation: Request an arrival fuel of 0 pounds; calculate reserve fuel based on a default
international policy.
NOTE A specific international reserve policy can 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.
The most common international reserve fuel policies are listed in Table 14-1.
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.
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Table 14-1
Common International Reserve Policy Formulas (continued)
Policy
Description
5xx
RAAF and AAF Reserves Reserve Policy 5.
Reserve burn and time are 10% of enroute
burn/time. Add in fixed reserves—always 3500 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 pounds. 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 34, “City Pair
Fleet Database.”
B43X=xx (B43 International Reserve Policy)
This option enables 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.
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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:
• Enables 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.
• 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 can
be either 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).
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• Enables 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.)
• 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
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Payload, Fuel, and Weight Options
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.
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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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
China Civil Aviation Regulation 121 R5 Fuel Policy
IMPORTANT When included in a flight plan request, the China Civil Aviation
Regulation (CCAR-121) R5 fuel policy overrides any other fuel policy, such as an
International Reserve Policy entered on Line 16 or a customer-specific default policy.
Before using the CCAR flight plan option with any other reserve fuel option, such as a
07 HOLD, ALTERNATE hold value, contact Jeppesen Customer Support or your
Jeppesen Service Manager.
The CCAR-121 R5 fuel policy defines formulas for calculating contingency and reserve fuel
for operators flying under Chinese Civil Aviation Regulations. The CCAR-121 R5 fuel policy
is invoked by the R5xx 01 Option. The value of xx is a percentage of trip fuel from 3–10
percent, represented by 03, 04, 05, 06, 07, 08, 09, or 10. For example, the following command
specifies five percent of the trip fuel:
01 OPTION FP,R505
Contingency Fuel and Time Calculations
When the flight plan request includes the R5xx flight plan option, JetPlan computes
contingency fuel as the greater of the following amounts:
• The specified percentage of trip fuel, from 3–10 percent, inclusive
- or • Fifteen minutes of hold at the POA based on the following values:
– The landing weight at the POA
– An altitude of 1500 feet above the POA
– The ISA temperature
IMPORTANT Reclear plans do not support use of the R5xx option with three or four
percent trip fuel. If you use R503 or R504 in a Reclear request, JetPlan displays an
error.
Contingency time is computed using the following formula: [contingency fuel] /[fuel flow
based on the POA landing weight, 1500 feet above the POA, and ISA].
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
Reserve Fuel Calculations
When the request includes the R5xx option and no destination alternate is associated with the
flight plan, the following computations occur:
• Reserve fuel is computed as 30 minutes hold at the POA based on the
following values:
– The landing weight at the POA
– An altitude of 1500 feet above the POA
– The ISA temperature
• An additional 15 minutes of fuel is added and appears in the Additional Fuel
block on the format.
When a destination alternate is associated with the flight plan, reserve fuel is computed as 30
minutes hold at the destination alternate based on the following values:
• The landing weight at the alternate
• An altitude of 1500 feet above the alternate
• The ISA temperature
Output
The contingency fuel and time and the reserve fuel and time are included in the output in
supporting formats. (If you have any questions about formats, contact your Jeppesen Service
Manager or Jeppesen Customer Support.)
Additional Options that Affect Payload, Fuel, and
Weight
The following options affect the flight performance by adjusting the balance between fuel,
weight and payload.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
Hold Option
The Hold option enables you to make changes to the flight plan using command lines that are
typically omitted when a CADB record is used. Enter the Hold option on the Options
command line anywhere after the flight plan command (for example, FP,HOLD). The Hold
option enables you to access 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 displays the
following prompt: “ENTER QUESTION NUMBER OR GO.” At this prompt, enter @17 to
display 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.
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 pounds of fuel), a reserve fuel input has no
bearing on the flight plan computation and results. Avoid this input in
this case.
Reserve
For the departure weight case (for example, depart at a takeoff weight
of 150,000 pounds) 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.
Max Fuel
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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.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
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
can be entered in pounds 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.
The autoweight feature is invoked in a flight plan by entering the AW option on the Options
command line.
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Payload, POD/POA, Weight, and Fuel Commands
Payload, Fuel, and Weight Options
Example:
01 OPTIONS FP,AW
NOTE Jeppesen recommends the use of this option. The autoweight feature can be
set in your ID/Attribute record so that it is invoked regularly. You can 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
Five load performance scenarios exist. 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 450 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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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
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 pounds (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 pounds of payload. Arrive with 5,000 pounds extra fuel
(A5000), calculate international reserve fuel (I), and restrict maximum takeoff weight to
327,400 pounds (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 pounds. Arrive with
3500 pounds 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 on landing of 23,000 pounds (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, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
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 can be
entered to add extra fuel to the flight plan (at the price of less payload).
NOTE A reserve fuel can 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
Prompt (Keyword)
14 PAYLOAD (//PLD)
Departure Fuel Case/Known Payload Basics
Input
Remarks
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 pounds payload. Depart with 110,000 pounds fuel (D110000) and
calculate international reserve fuel (I). Minimum fuel on landing is 25,000 pounds
(MFOD25000).
Example:
01 OPTIONS FP,HOLD (other optional commands can 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 pounds payload. Depart with 200,000 pounds 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 pounds.
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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
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 can be selected for payload: W or ZW. Both tell the system to calculate the
maximum payload; however, ZW can 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
Fuel capacity value (generic AC)
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 pounds (A247000), calculate
international reserve fuel (I), and add an arrival fuel of 5,000 pounds as extra reserve fuel
(AF5000).
Example:
14 PAYLOAD W
16 POD OR POA WT A421000,I120
17 MAX FUEL 240000
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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
Explanation: Calculate maximum payload. Arrive at 421,000 pounds (A421000), calculate
120 minutes island reserve fuel (I120). Restrict total fuel to 240,000 pounds (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 can be selected for payload: W or ZW. Both direct JetPlan to calculate the
maximum payload; however, ZW can 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 pounds (D800000) and calculate
international reserve fuel (I).
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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
Example:
14 PAYLOAD W
16 POD OR POA WT D355000,I120
17 RESERVE 0
Explanation: Calculate maximum payload. Depart at 355,000 pounds (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 can 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 pounds (D155000) and calculate
reserve fuel of 5,000 pounds. 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 can 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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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
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 on landing of 10,000 pounds (MFOD10000).
Departure Weight Case/Tanker Fuel Flight Plans
A Departure Weight Case/Tanker Fuel flight plan calculates the extra fuel which can 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 can be carried with 50,000 pounds 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 can be carried with a 50,000 pounds of payload.
Depart at 355,000 pounds (D355000) and calculate international reserve fuel (I).
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449
Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
Arrival Weight Case/Tanker Fuel Flight Plans
An Arrival Weight Case/Tanker Fuel flight plan calculates the amount of extra fuel which can
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
Fuel capacity value (generic AC)
17 MAX FUEL (//MVR)
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT AM,I
Explanation: Calculate the extra fuel which can be carried with a 50,000 pounds 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
When comparing flight plan requests with both a maximum fuel capacity implication and an
MFOD option, note 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
14 PAYLOAD ZF
16 POD OR POA FUEL A0,I,MFOD23000,FD=6.8
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Payload, POD/POA, Weight, and Fuel Commands
Application of Load Performance Scenarios
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 can 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 pounds) to raise the MFOD to 23,000 pounds:
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 pounds in this case), the amount of fuel available for enroute burn is:
RAMP - TAXI - MFOD = AMOUNT FOR ENROUTE BURN
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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
Fuel Index Tankering: TANK1 and TANK1X
If fuel price information is sensitive to your operation’s competitiveness, JetPlan enables 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 can 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.
Fuel Index (FI)
Required.
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 enables 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).
A fuel index value must be set for every airport
used (departure or arrival) with this feature.
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Table 14-9
Fuel Index Tankering - Database Requirements (continued)
Parameter
Database
Information
Tanker Landing Weight (TL)
CADB
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).
Optional
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 Can 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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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
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FLT-I
029.41
A/C-I
010.50
TANKER
068404
TRANSPORT
004179
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Single-Leg Tankering
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 (Line 16).
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
pounds or kilograms.
NOTE
need.
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456
The TM parameter setting is a more permanent solution if that is what you
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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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.
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 pounds, if the flight’s calculated
landing weight (without tankering) is 475,000
pounds, the flight is limited to tanker 5,000
pounds extra fuel (480,000 - 475,000).
This option does not affect the aircraft’s max
landing weight.
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Single-Leg Tankering
Table 14-10
Fuel Cost Tankering - Database Requirements (continued)
Parameter
Database
Information
Tanker Fuel Maximum (TM)
CADB
Sets a limit on the maximum amount of fuel to
tanker.
Optional
NOTE Can be entered on an ad hoc basis
using the MAXT option on the Arrival Fuel
command line.
Fuel Price (FP)
CAPDB
Required
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.
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 can 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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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
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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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:
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 can be bonded or non-bonded.
• Pa = Fuel price at POA. The fuel price can 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
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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
In the CADB, the Tanker Currency parameter is set to USD, and the Tanker Threshold is set to
$50.00. In the following case, the cost comparison indicates that tankering is warranted.
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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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 36, “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 457.
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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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 456.
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 lb/kg
The tankered amount was limited by the maximum
takeoff weight setting (TO parameter) in the CADB.
(ACDB)
Max Landing Weight xxxxxx lb/kg
(ACDB)
Fuel Capacity xxxxxx lb/kg
(ACDB)
Tanker Landing Weight xxxxxx lb/kg
(ACDB)
Max Tanker Fuel xxxxxx lb/kg
(ACDB)
Max Tanker Fuel xxxxxx lb/kg
(Dispatch)
Max Landing Weight xxxxxx lb/kg
(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.
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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
Table 14-11
Tanker Limiting Factors – Output Messages (continued)
Tanker Restriction
Explanation
Max Takeoff Weight xxxxxx lb/kg
The tankered amount was limited by the TO input
entered on the POA Fuel command line.
(Dispatch)
Max Tanker Fuel xxxxxx lb/kg
(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 lb/kg
(MEL)
Max Landing Weight xxxxxx lb/kg
(MEL)
Fuel Capacity xxxxxx lb/kg
(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 can 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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
• 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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Payload, POD/POA, Weight, and Fuel Commands
Single-Leg Tankering
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 are 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 (Line 01)as follows: 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 can 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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Payload, POD/POA, Weight, and Fuel Commands
Automatic Weight Reiteration
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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Payload, POD/POA, Weight, and Fuel Commands
Automatic Weight Reiteration
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 exceeds landing weight (XLW), then:
Example:
14 PAYLOAD W
16 POD OR POA WT AM,(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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Payload, POD/POA, Weight, and Fuel Commands
Automatic Weight Reiteration
Departure Weight Case
Example:
14 PAYLOAD W or ZW
16 POD OR POA WT DXXXX,(RES) or DM,(RES)
If plan exceeds landing weight (XLW), then:
Example:
14 PAYLOAD W
16 POD OR POA WT AM,(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
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Payload, POD/POA, Weight, and Fuel Commands
Automatic Weight Reiteration
Reclear Flight Plans And Landing Burnoff
The following items are pertinent to reclear flight plans when the automatic weight reiteration
feature is invoked:
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.
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Payload, POD/POA, Weight, and Fuel Commands
Automatic Weight Reiteration
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,I
The reclear flight plans can be recalculated using the maximum takeoff weight (or specified
takeoff weight) if this results in a higher payload than using a maximum fuel case.
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.
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.
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Fuel Off/On and Payload Off Commands
Offloading and Onloading 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
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 477, 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 can
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 can be set for a more
permanent application.
Among the options available for biasing a flight are the departure and arrival biases that can 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 can
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 can 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 can 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 487. 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 pounds can require an additional 30 pounds 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 pounds or kilograms) on the Bias command line.
Example:
Explanation: A departure fuel bias of 1,000 lb/kg.
18 CLIMB FUEL,TIME,DIST BIAS F1000
Explanation: An arrival fuel bias of 1,000 lb/kg.
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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Departure and Arrival Bias Commands
Climb/Descent Biases
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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Departure and Arrival Bias Commands
Climb/Descent Biases
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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Departure and Arrival Bias Commands
Climb/Descent Biases
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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Departure and Arrival Bias Commands
Climb/Descent Biases
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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Departure and Arrival Bias Commands
Climb/Descent Biases
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 can be combined to comply with your operational requirements.
Illustrated below are examples of combining bias inputs.
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Departure and Arrival Bias Commands
Interaction Between Bias Database Settings
Example:
Explanation: Departure biases of 1,000 lb/kg, 10 minutes time, and 30 nm distance.
18 CLIMB FUEL,TIME,DIST BIAS F1000,T10,D30
Explanation: Arrival biases of 750 lb/kg fuel, 5 minutes time, and 10 nm distance.
19 DESCENT FUEL,TIME,DIST BIAS F750,T5,D10
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)
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Departure and Arrival Bias Commands
Interaction Between Bias Database Settings
• 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
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 can 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 can 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 can retrieve the contents by referencing the
transaction number. The following example illustrates a proper message transaction. User
inputs are highlighted.
Example:
01 OPTIONS MG <ENTER>
02 ENTER MESSAGE 1234
1- ATTN DEN OPS <ENTER>
2- FROM SMITH/JFK DISPATCH <ENTER>
3- PLEASE ADV OUTBOUND FLT123 CREW THAT<ENTER>
4- NMBR 2 AUTOPILOT OTS <ENTER>
5- REGARDS SMITH <ENTER>
6- <ENTER>
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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Message Commands
Creating Messages
Packaging JetPlan Products in Messages
Previously composed message transactions, flight plans, and weather briefings (any nongraphic JetPlan product) can 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- <ENTER>
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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Message Commands
Creating Messages
Combining Products Using the MG Option
Similar to the /INCLUDE option described above, you can 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- <ENTER>
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 can 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 Commands
Creating Messages
Message No Number - MGNN
You can 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- <ENTER>
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
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.
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Forward Plans and Messages
AFTN, ARINC, and SITA Designators and Priority Codes
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
Priority Codes (SITA, ARINC)
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.
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 can 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
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AFTN, ARINC, and SITA Designators and Priority Codes
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 can 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
SITA Circuit
When forwarding data via an SITA circuit, a maximum of 18 addresses can 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.
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AFTN, ARINC, and SITA Designators and Priority Codes
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.
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.
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AFTN, ARINC, and SITA Designators and Priority Codes
• 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)
• 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.
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AFTN, ARINC, and SITA Designators and Priority Codes
• 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-
Weather Map
Specifies maps. Enter the map
identifier(s) after one of the
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
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Suppresses the printing of the Fax
Forwarding cover sheet. Enter NO
after one of the keywords.
• COVER=NO
• COVER-NO
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AFTN, ARINC, and SITA Designators and Priority Codes
Table 18-4
Fax Forwarding Keywords (continued)
Keyword Type
Purpose
Cover Sheet
Specifies a custom cover sheet.
Enter the cover sheet name after
one of the keywords.
Keywords
• COVER=
• 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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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.
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ACARS Uplink
The following examples demonstrate the various entries you can make with the ACARS
Uplink feature.
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
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ACARS Uplink
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
.........
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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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 535.
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 514
• “ICAO 2012 Flight Plan Filings” on page 535
• “Domestic U.S. Filing” on page 553
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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 530.)
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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JetPlan Automatic Filing Program
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 516.
The Filing Program Command Prompts
Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 516 lists the
command prompts and the source of the associated data.
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JetPlan Automatic Filing Program
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 536
and for data input restriction information.
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JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
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 (NAT HLA) 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 38, “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 might 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 536.
• 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 536.
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JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
EQUIPMENT 10a codes
(continued)
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 536.
• 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, can 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 536.
• 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 536.
• 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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JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
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 536.
• Required Communication Performance: P1, P2, P3, P4, P5, P6, P7,
P8, and P9
• 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 might 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 536.
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 (NAT HLA) Approved
This field is populated from the MNPS Equipped (ME) parameter in
the “Certified” section of the CADB.
NOTE MNPS Equipped is being renamed “NAT HLA” in 2016.
• 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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JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
EQUIPMENT 10a codes
(continued)
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 536.
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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ATC Filing
JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
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 can
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 535.
IMPORTANT The IFPS requires the registration number (REG/######)
in Item 18 on the ICAO flight plan. If the registration number is not present,
the IFPS might reject the flight plan. If you add the registration number to
the “ATS Plan” section of your CADB record, JetPlan automatically adds
the number to Item 18.
NOTE The Short Autofile feature can be applied by having remarks set in
your ID/Attribute File (see “Short Autofile Feature” on page 552 below).
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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
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 can 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
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
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 might be rejected. See “ICAO 2012 Changes to Item 10a/b and
Item 18” on page 536.
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 might 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 38, “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
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
Item 18 Indicators (continued)
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, can 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 536.
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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
Item 18 Indicators (continued)
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 536.
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 38, “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 536.
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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
Item 18 Indicators (continued)
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 38, “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.
IMPORTANT The IFPS requires the registration number (REG/######)
in Item 18 on the ICAO flight plan. If the registration number is not present,
the IFPS might reject the flight plan.
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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
EET/ – Significant points or FIR boundary designators and accumulated
estimated elapsed times
This information is transferred from the flight plan.
Item 18 Indicators (continued)
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 38, “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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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
Item 18 Indicators (continued)
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 38, “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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JetPlan Automatic Filing Program
Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
Item 18 Indicators (continued)
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 can 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 can 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 can 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 can 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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Table 19-1
JetPlan Automatic Filing Program Command Prompts (continued)
Command Prompt
Data Source and Notes
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 can be applied by having this information set
in your ID/Attribute File (see “Short Autofile Feature” on page 552
below).
33 DEPARTURE CENTER
(ICAO ADDRESSES Field)
This information is derived from the flight plan. However, you can
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 516 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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JetPlan Automatic Filing Program
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 (NAT HLA) 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 38, “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 27, “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 AIR 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 36, “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 38, “Minimum Equipment List Database.”
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JetPlan Automatic Filing Program
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:
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
• Include one or more destination alternate filing addresses
• Suppress the output of SID and 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 can be set to initiate certain filing alterations:
• POD identifier
• POA identifier
• POD/POA combination of identifiers
• Specific FIR identifiers
These key factors can 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 can 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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ICAO 2012 Flight Plan Filings
Overriding the Flight Plan Filing Database
You can 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...
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.
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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 might 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 516.
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.
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• 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 27, “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 516.
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 might 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.
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• 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/,
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 27, “Customer Aircraft Database.”)
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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
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
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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 might be rejected.
For a list of Item 18 indicators and codes, see Table 19-1, “JetPlan
Automatic Filing Program Command Prompts,” on page 516.
Delay (DLA)
Messages
The default functionality for DLA messages is as follows:
• 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 543.
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 546.
Cancel (CNL)
Messages
CNL messages include the ETD and DOF. For more information, see
“Canceling Filed ICAO Plans” on page 545.
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 530.
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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 27, “Customer Aircraft
Database.”
• See “Reducing the Likelihood of Flight Plan Rejects” on page 541 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 536.
• Enter a maximum of eight PBN codes in the Item 18 PBN/ parameter.
• Enter only numbers and letters for the ICAO 2012 parameters.
• 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
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Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on
page 516. (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.
File Immediately
A flight plan filed more than three to five hours prior to the ETD (as discussed above) can be
filed immediately by using the command FI<####>,NOW, where <####> is the flight plan
number. This command can 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.
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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 might 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
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 535.
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 can also contain an estimated date of departure (EDD).
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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
-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=<hhmm> (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
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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=<hhmm>, where <hhmm> is the desired
filing time expressed in UTC (Zulu time).
The TIME option can also be used with an estimated date of departure as shown here:
FI<####>,TIME=hhmm/EDD,ddMONyy
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
can 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)
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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
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 516.
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).
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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)
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 543.
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.
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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
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 can be used with the SHOW option. The syntax is as follows:
FI<####><request date>,SHOW,<options 1>,<options 2>
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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 can 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 can 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:
01 OPTIONS FI9618,SHOW
PLAN/mmdd/hh POD
9618/0902/22 DEN
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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
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ATC Filing
ICAO 2012 Flight Plan Filings
Example:
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.
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 might 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
can 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 can
bypass this prompt without specifying an alternate airport input by
pressing the ENTER key.
PERSONS ON
BOARD
Persons on board command. This information can 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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ATC Filing
Domestic U.S. Filing
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.
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ATC Filing
Domestic U.S. Filing
Example:
01 OPTIONS FI5330
02 AIRCRAFT ID OR CALL SIGN JD1234
18 REMARKS/GENERAL INFORMATION <ENTER>
- <ENTER>
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>
- <ENTER>
ENTER QUESTION NUMBER OR GO 33
33 DEPARTURE CENTER A,KSFOXLDI EGKKJPNX
- <ENTER>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 can 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, the operator can safely and legally
carry less reserve fuel. The following example shows how this is accomplished with a reclear
flight plan.
For this example, assume a distance of 6,000 nautical miles, average speed of 500 knots,
average fuel burn of 16,000 pounds/hour, 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 pounds of fuel, as follows:
• Trip time = 12 hours (6,000 nautical miles ÷ 500 knots = 12 hours)
• Trip fuel = 192,000 pounds (12 hours × 16,000 pounds/hour = 192,000
pounds)
• 10% reserve = 19,200 pounds
• Total fuel = 211,200 pounds (trip + reserve)
Now, suppose we select a different airport (the reclear airport) which is along the route of
flight and 5,000 nautical miles from the POD.
Reclear Airport
The fuel required to fly from the POD to the reclear airport is:
• Trip time = 10 hours (5,000 nautical miles ÷ 500 knots = 10 hours)
• Trip fuel = 160,000 pounds (10 hours × 16,000 pounds/hour = 160,000
pounds)
• 10% reserve = 16,000 pounds
• Total fuel = 176,000 pounds (trip + reserve)
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Reclear Commands
Overview
The fuel required to fly from the reclear airport to the POA is:
• Trip time = 2 hours (1,000 nautical miles ÷ 500 knots = 2 hours)
• Trip fuel = 32,000 pounds (2 hours × 16,000 pounds/hour = 32,000 pounds)
• 10% reserve = 3,200 pounds
• Total fuel = 35,200 pounds (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 pounds
• Reclear-to-POA total fuel = 35,200 pounds
• Total fuel carried = 195,200 pounds (satisfies the POD-to-reclear
requirement of 176,000 pounds)
This results in a savings of 16,000 pounds of fuel when compared to the original POD-to-POA
flight plan (211,200-195,200).
In order for this approach 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:
• 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.
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Reclear Commands
Overview
• Reclear with known landing weight value. JetPlan determines the optimal
payload.
Autoweight Flight Plan Option
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 User 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 575.
Commands, Options, and Definitions
To request a reclear flight plan, three steps are required. First, invoke the Reclear flight plan
option on the Options command line. Second, enter the reclear point, airport, and alternate (or
Island Reserve value) on the Reclear command line. Finally, request the compression plan.
The following paragraphs describe these steps in more detail.
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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Reclear Commands
Overview
• 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 is 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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Reclear Commands
Overview
• 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
A Reclear command line input has two basic requirements: 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