JetPlan User Manual JetPlan User Manual V ERSION 15.1 Copyright © 2003-2023 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 15.0 March 30, 2023 Changes • The “Route Commands” chapter contains updated information on the Electronic Route Availability Document (ERAD) flight plan option. The updated content is in the new “Advanced European Route Optimization” section. • Some ERAD command-line options are no longer supported. These options were removed from the manual. • In the “Scenario Database” chapter, the definitions of the Optimization Type and the RAD Ignore parameters were revised as a result of updates to the ERAD flight plan functionality. • In the “Estimated Time of Departure Commands” chapter, the definition of the window for National Weather Service (NWS) forecasts was changed from 48 hours to 30 hours. • The “Hold-Alternate Commands” chapter now includes information about the number of characters allowed in a userdefined route string in the Dynamic Alternate Route (DAR) command. The route string is limited to 80 characters. • The “Reclear Commands” chapter now includes information about the number of characters allowed in a user-defined route from the reclear point to the reclear destination. The route string is limited to 68 characters. • Previously, the “ATC Filing” chapter contained the statement that the delay (DLA) command cannot be used to delay a flight more than 22 hours from the current time. This obsolete information was removed from the manual. 15.1 July 17, 2023 • The “Customer Aircraft Database” and “Payload, POD/POA, Weight, and Fuel Commands” chapters contain updated information about the Minimum Fuel (MF) parameter. The MF parameter in the Customer Aircraft Database defines a minimum amount of fuel that the aircraft must have on arrival at the destination. A Minimum Fuel on Destination (MFOD) value entered on the 16 POD or POA Fuel command line overrides the value of the MF parameter. • The “Route Commands” chapter contains updated information on avoiding countries in ERAD flight plans using the Restricted Area (RST) command. You can now specify two-character or threecharacter ISO 3166 codes for countries you want to avoid. • The “Route Commands” chapter contains information on the North Pacific (NOPAC) organized tracks redesign. Brief Contents INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CHAPTER 1 JetPlan Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CHAPTER 2 Option Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 CHAPTER 3 Point of Departure and Point of Arrival Commands . . . . . . . . . . . . . . . . 61 CHAPTER 4 Restricted Area Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 CHAPTER 5 4D Avoid and Alert Restrictive Airspaces . . . . . . . . . . . . . . . . . . . . . . . 107 CHAPTER 6 Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 CHAPTER 7 Hold-Alternate Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259 CHAPTER 8 Estimated Time of Departure Commands . . . . . . . . . . . . . . . . . . . . . . 297 Brief Contents CHAPTER 9 Profile Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 CHAPTER 10 Aircraft Type Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 CHAPTER 11 Cruise Mode Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347 CHAPTER 12 Cost Index Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375 CHAPTER 13 Operational Weight Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397 CHAPTER 14 Payload, POD/POA, Weight, and Fuel Commands . . . . . . . . . . . . . . . 401 CHAPTER 15 Fuel Off/On and Payload Off Commands . . . . . . . . . . . . . . . . . . . . . . 465 CHAPTER 16 Departure and Arrival Bias Commands . . . . . . . . . . . . . . . . . . . . . . . . 469 CHAPTER 17 Message Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481 CHAPTER 18 Forward Plans and Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487 CHAPTER 19 ATC Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 497 CHAPTER 20 Reclear Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543 CHAPTER 21 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 577 CHAPTER 22 Overwater Driftdown and Terrain Analysis . . . . . . . . . . . . . . . . . . . . . 581 JetPlan User Manual iv July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Brief Contents CHAPTER 23 Point of Safe Diversion and Point of Safe Return . . . . . . . . . . . . . . . . 643 CHAPTER 24 Optimal Scenario Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 653 CHAPTER 25 Enroute Charges and FIR Traversal . . . . . . . . . . . . . . . . . . . . . . . . . . 669 CHAPTER 26 Archiving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 683 CHAPTER 27 Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697 CHAPTER 28 Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 799 CHAPTER 29 Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 817 CHAPTER 30 Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825 CHAPTER 31 Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 849 CHAPTER 32 Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877 CHAPTER 33 City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 887 CHAPTER 34 City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901 CHAPTER 35 Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 925 CHAPTER 36 Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 933 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual v Brief Contents CHAPTER 37 Master Database (MDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 961 CHAPTER 38 Minimum Equipment List Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 973 CHAPTER 39 Preferred Runways Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1005 CHAPTER 40 Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013 CHAPTER 41 Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1023 CHAPTER 42 Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1089 CHAPTER 43 Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1107 CHAPTER 44 Customer Schedule Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1119 CHAPTER 45 Customer Controlled Avoid and Alert Database . . . . . . . . . . . . . . . . 1131 CHAPTER 46 User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . 1135 CHAPTER 47 Weather Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1139 CHAPTER 48 Text Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1149 CHAPTER 49 Graphic Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1169 CHAPTER 50 Vertical Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1215 JetPlan User Manual vi July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Tables Introduction xxxv 1 About JetPlan® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 About the JetPlan User Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Document Overview and Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 User ID and Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Default Flight Plan Output Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Customer Support Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Flight Plan Options–Weather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Flight Plan Options–Routing Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Flight Plan Options–Performance Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Flight Plan Options–Feature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Flight Plan Options–Flight Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Flight Plan Options–Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Additional Command-Line Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Weather Services Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Messages Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Chapter 3: Point of Departure and Point of Arrival Commands 61 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Specifying Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Airport Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Sequential Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Paired-Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ETP Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Determination of Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Interval Halving Between Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 CADB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Variations in ETP Calculation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Default ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Second ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Third ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 ETP and Diversion Airport Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Ad Hoc Airports and In-Flight Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 About Ad Hoc Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Defining an Ad Hoc Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 About Flight Level (FL) and Ad Hoc Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 About In-Flight Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Defining an Ad Hoc In-Flight Start Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Ad Hoc Airports as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Stored Airports as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 NAVAIDs as In-Flight Start Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Running In-Flight-Start ETP Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Taxi Parameters in the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Entering Taxi Fuel Directly in the Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . 86 JetPlan User Manual viii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents TXA and TXO taxi-time adjustment options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Takeoff Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Specifying a Fuel Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Chapter 4: Restricted Area Commands 93 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Using the RST Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Delineated Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 Restrictions By Route Structure Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 FIR/UIR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Airway Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Airway Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Checkpoint Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Customer Route Database Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 Applying Restricted Area Database Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Applying Multiple Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Omitting a Restricted Area Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 Chapter 5: 4D Avoid and Alert Restrictive Airspaces 107 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Understanding the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 Creation of the Initial CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Understanding the Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . . 113 Restrictive Airspace Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Generic Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Organized Tracks Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . 115 Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Turbulence Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 FIR/UIR Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Geopolitical Country Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . 116 Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Understanding the Contents of CCAA Database Records . . . . . . . . . . . . . . . . . . . 117 The RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 The ICAO Code in the RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 About the Default SCA Type and Default Avoidance Level . . . . . . . . . . . . . . . . . . . . . 119 Modifying the SCA Type and the Avoidance Level . . . . . . . . . . . . . . . . . . . . 121 Working with the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . . 122 Understanding the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . 122 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual ix Contents Using the CCAA, CCAAN, and CCAAF Options . . . . . . . . . . . . . . . . . . . . . . . . . 125 Using the CCAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Using the CCAAN Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Using the CCAAF Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Using the ORTRKA and ORTRKN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Using the GCAA and GCAN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Using the AVDERR Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Using the EXSS Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Using the EXCD Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 Using the CCAAQ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 Understanding the City Pair and City Pair Fleet Database CCAAQ Parameters . . . . 132 Overriding an Avoidance Level on a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Understanding 4D Avoid and Alert Customer Preferences . . . . . . . . . . . . . . . . . . 136 4D Altitudes (4DALTS) Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 AVDERR Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 CCAAQ Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Understanding 4D Avoid and Alert Error Messages . . . . . . . . . . . . . . . . . . . . . . . . 137 Chapter 6: Route Commands 139 About Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 About the Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 The Navigation Database and Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 JetPlan Defined Route Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Applying Route Inputs – General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 JetPlan-Defined Flight Plan Types and the Route Segment Inputs . . . . . . . . . . . . . . . 148 Route Input Segments – Basic Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 RTD and RTA Segments – Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Waypoint Identification (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 Waypoint External Output (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Waypoint Ambiguity (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 RTW Segment – Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 The Route Optimizer and SID/STAR Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Using Route Proof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Applying Route Inputs – Domestic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 NAV Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Nav Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Airway Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . 160 Domestic Planning – All 3 Route Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Applying Route Inputs – International Planning . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 POD and POA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Enroute Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 Overwater Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 JetPlan User Manual x July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Nav Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Nav Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . . 164 Airway Optimized Routing – Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . 164 JetPlan Designated Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 International Planning – Organized Track Structures . . . . . . . . . . . . . . . . . . . . . . 165 North Atlantic Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 North Atlantic Tracks – Basic Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 North Atlantic Tracks – Preferred Route Considerations . . . . . . . . . . . . . . . . . . . 169 Area 1 Preferred Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Preferred Routes Without the NATs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Preferred Route Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 North Atlantic Tracks – Flight Level Considerations . . . . . . . . . . . . . . . . . . . . . . 172 North Atlantic Tracks – Input Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Selecting the Optimal Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Selecting a Specific Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 Westbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Eastbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 North Atlantic Tracks – Crossing Without The NATS . . . . . . . . . . . . . . . . . . . . . 176 North Atlantic Performance-Based Communications and Surveillance . . . . . . . . 177 Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 About the Required Equipment Codes in the CADB . . . . . . . . . . . . . . . . . . . 178 Possible PBCS Error Message ─ Half-Degree PBCS Track . . . . . . . . . . . . 182 Possible PBCS Alert Messages ─ Whole-Degree PBCS Tracks . . . . . . . . . . 182 Output of Half-Degree Latitude Points on the Operational Flight Plan . . . . 182 Pacific Organized Track Structures (PACOTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Flex Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Flex Tracks – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 PACOTS – Far East To or From North America . . . . . . . . . . . . . . . . . . . . . . . . . 185 PACOTS – Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 North Pacific Organized Tracks Redesign, Phase 1 . . . . . . . . . . . . . . . . . . . 187 AUSOTS Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 NRP Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 Route Summary Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Non-Restrictive Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 High-Altitude Redesign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 HAR Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 NRS Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xi Contents High-Altitude RNAV Routes (Q Routes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Pitch and Catch Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 NRR Levels of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 NRR Flight Planning Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 NRR Setup Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 Customer Aircraft Database (CADB) – Equipment Section . . . . . . . . . . . . . . . . . 203 City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 About the NRR Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204 NRR with HAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204 Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204 Pitch and Catch Points in an NRS-Optimized Route . . . . . . . . . . . . . . . . . . . . . . . 205 NRR with PTP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 NRR with SRS Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 NRR and NRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 MEL RNAV Degradation and NRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 About the Specific Route Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 The Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 SRS Facts and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 SRS Syntax Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 The Dash Delimiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 Input Styles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 Starting/Ending Route With a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 Starting/Ending Route With an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 SRS Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 Unnamed Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 User-Named Latitude and Longitude Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 Guidelines for Naming Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215 Charted (External) Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 Charted Names (No Modifier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 Charted Names Using NAVAID-Type Modifiers . . . . . . . . . . . . . . . . . . . . . . . . . 216 Charted Names Using Coordinate Approximation . . . . . . . . . . . . . . . . . . . . . . . . 217 RNAV Waypoint Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217 Airway Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217 Charted Airway Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 User-Specified Airway Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 SID/STAR Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 Runway Name Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 NAVAID/Radial Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 NAVAID/Radial Intersecting a NAVAID/Radial . . . . . . . . . . . . . . . . . . . . . . . . . 220 NAVAID/Radial Intersecting an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 NAVAID/Radial to a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 NAVAID/Radial/Distance Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 Great Circle Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 Single Segment Great Circle Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 JetPlan User Manual xii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Multi-Segment Great Circle Route: Latitudinal or Longitudinal Crossings . . . . . 222 Multi-Segment Great Circle Route: Latitudinal and Longitudinal Crossings . . . 223 Predominantly East/West Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 Predominantly North/South Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 Great Circle Route Segment(s) Between Any Two SRS Waypoints . . . . . . . . . . 224 JetPlan SRS Distance Override/Bias Specification . . . . . . . . . . . . . . . . . . . . . . . . . . 225 SRS Routing for User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 SRS Naming Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 VOR, VORDME, VORTAC, TACAN and NDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 Named RNAV Waypoints, Intersections, and Reporting Points . . . . . . . . . . . . . . . . . . 228 One-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 Multi-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 Combination (SRS – Route Optimizer) Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 Input Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 Combination Routing Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 SRS to Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 Route Optimizer to SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 Multiple Switch Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 SRS Static Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 Published Preferred Routing (High Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Limited Navigational Capability Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 Route Line Editing for Route Optimizer and SRS . . . . . . . . . . . . . . . . . . . . . . . . . 236 Route Line Editing Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 Changing a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 Deleting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238 Inserting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 Runway-to-Runway Flight Planning and Preferred Runways . . . . . . . . . . . . . . . 242 Overriding a Preferred Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 Preferred Runway Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 Creating a Preferred Runway Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 Creating a Preferred Runway Record in JetPlan.com . . . . . . . . . . . . . . . . . . . . . . . . . 244 Using the JetPlan Command-Line Interface to Manage Preferred Runway Records . 245 Using Customer Route Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 Route Line Editing of a CRDB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 Using Coded Departure Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 About Coded Departure Routes (CDRs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 About the Customer Coded Departure Route Database . . . . . . . . . . . . . . . . . . . . . 249 Using a Coded Departure Route Database Record As a Flight Plan Input . . . . . . 250 Advanced European Route Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252 About the ERAD Flight Plan Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252 About Options and Inputs in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . 252 Flight Plan Options in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 POD and POA Options in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xiii Contents Runway-to-Runway Flight Planning in ERAD flight plans . . . . . . . . . . . . . . . . . . 254 Restricted Area Options in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Route Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256 Profile Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257 Chapter 7: Hold-Alternate Commands 259 Hold-Alternate Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261 Hold-Alternate Fuel Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262 Hold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262 Alternate Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 Uplift Option (AIR OPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 Alternate Flight Level Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 About the Dynamic Alternate Route (DAR) option . . . . . . . . . . . . . . . . . . . . . . . . 266 Specifying a Route in DAR Command Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Distance Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269 Route Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 CALT Database Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 Hold-Alternate Command-Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 Automatic Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 Automatic Selection Criteria and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Criteria Tests at Compute Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276 About the TAF Time Window (TAFWINDW) Customer Preference . . . . . . . . . . . . . . . 277 Alternate Selection Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 Departure (Takeoff) Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 ETOPS/Overwater Driftdown Enroute Alternates (Diversion Airports) . . . . . . . . . . . 280 AIR OPS Enroute Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 The Automatic AIR OPS ERA Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 AIR OPS Qualification Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282 Automatic Alternate Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Setting Up the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Departure Airport (POD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Arrival Airport (POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 Alternate Airport (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Chapter 8: Estimated Time of Departure Commands 297 ETD Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 The Standard ETD Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 Understanding the Wind and Temperature Database . . . . . . . . . . . . . . . . . . . . . . 301 JetPlan User Manual xiv July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents PROGS Time Output on Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Online Winds: Sources and Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 NWS Format (Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 UKMO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 UK MET Office Historical Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Reliability Equivalent Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 National Center for Atmospheric Research (NCAR) Database . . . . . . . . . . . . . . . . . . 303 Confidence Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 Using the Reliability Equivalent Winds Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 Required Arrival Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 RATCI (Fixed ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 RATCI Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 RATCI and the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 RAT (Variable ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 RAT Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 ORBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 ORB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 ORB and RAT Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 Chapter 9: Profile Commands 315 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317 Altitude Flight Rule Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 Other Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319 Altitude Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 Auto Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 Changing Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 Waypoints As Constraint Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 Altitude Change After Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 Altitude Change at Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 Constraint Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 Altitude Control Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 Maximum Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 Climb and Descent Altitude Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326 FPM Climb and Descent Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 Required FPM Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 Required FPM Climb and Descent Method Parameter Settings . . . . . . . . . . . . . . 327 Initial Climb and Descent Speed Schedule Settings . . . . . . . . . . . . . . . . . . . . . . . 328 Requesting Climb and Descent Altitude Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . 328 Requesting MEA,MAA and GRID MORA Data Constraints . . . . . . . . . . . . . . . . . . . . 329 SID/STAR Profile Constraints Customer Preference . . . . . . . . . . . . . . . . . . . . . . . . . . 329 Using the FPM Secondary Climb and Descent Option . . . . . . . . . . . . . . . . . . . . . . . . 330 Flight Plan Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 Performance Index (Fuel, Time, and Cost) Optimization . . . . . . . . . . . . . . . . . . . 330 Fuel Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xv Contents Time Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Cost Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332 Order of Precedence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Chapter 10: Aircraft Type Commands 335 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337 Using the JetPlan Aircraft Library (Generic Aircraft) . . . . . . . . . . . . . . . . . . . . . . 337 Retrieving Library Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338 Retrieving Generic Aircraft Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341 Applying a Generic Aircraft to a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344 Using the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345 Chapter 11: Cruise Mode Commands 347 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349 Determining an Aircraft’s Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 Standard Cruise Mode Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 Non-Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352 Primary Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356 Multiple Primary Cost Index Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357 Auxiliary Cruise Mode Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358 Auxiliary Cruise with Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . . 359 Climb and Descent Schedule Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360 First Principles Aircraft Model Secondary Climb and Descent Options . . . . . . . . 360 Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361 FPM Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361 Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362 FPM Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363 Bias Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364 Bias Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364 Climb Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366 CF – Climb Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366 CT – Climb Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 CD – Climb Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 Cruise Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368 FF – Fuel Flow Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368 AS – True Airspeed Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369 Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369 DF – Descent Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369 DT – Descent Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 DD – Descent Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 JetPlan User Manual xvi July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Alternate Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371 AF – Alternate Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371 AT – Alternate Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371 AD – Alternate Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371 Combined Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372 Applying MEL Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 MEL Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 Chapter 12: Cost Index Commands 375 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377 Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377 Cost Index Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378 General Requirements and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 Cost Index Application (Static Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 Cost Index Application (Dynamic Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 Cost Index vs. Other Economy Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383 Minimum Adjusted Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384 MACI and Required Arrival Time Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384 MACI Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 Configuring Customer Databases for MACI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 CAPDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389 CPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389 Default Block Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 Crew Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 Lateness Time Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391 CAPFDB and ACFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393 Related JetPlan Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394 Chapter 13: Operational Weight Commands 397 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 Operational Weight Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 Chapter 14: Payload, POD/POA, Weight, and Fuel Commands 401 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403 Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404 Payload, Fuel, and Weight Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405 Payload Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405 xxxxx (Specify Actual Payload Amount – Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405 xxxxx,T (Specify Actual Payload Amount – Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . 406 Wxxxxxx/nnnnn (Waypoint Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406 W (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406 ZW (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407 F (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xvii Contents ZF (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408 xxxxx,Z (Zero Fuel Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408 PAXxxx (Passenger Count) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409 POD or POA WT Fuel Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410 Dxxxxx (Departure Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410 Axxxxx (Arrival Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410 DM (Departure Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410 AM (Arrival Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411 POD or POA WT Fuel Secondary Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411 MFODxxxx (Minimum Fuel On Destination) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411 Specifying MFOD in the JetPlan.com New Flight Planner . . . . . . . . . . . . . . . . . . 412 MFAGxxxx (Minimum Fuel at Gate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 MFALTxxxx (Minimum Fuel At Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 AFxxxx (Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414 FC=xxxxx (Fuel Capacity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414 FD=x.xx (Fuel Density) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414 TO=xxxxxx (Takeoff Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415 LA=xxxxxx (Landing Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415 ERA=xxxx (Enroute Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415 Bxxxxx (Ballast Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416 ADJ=xxx (Adjustment Fuel Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416 PAD=xxxx or PADxxxx (PAD Fuel Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417 MAXT=xxxxx (Maximum Tanker Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417 MCHT=xxx (Minimum Contingency Holding Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . 418 MCCT=xxx (Minimum Contingency Cruise Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418 PN=1234 (Multi-Sector Tankering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419 Domestic, International, and Island Reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419 Dxxx (Domestic Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 Ixxx (Island Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 I (International Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 xxx (International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421 B43X=xx (B43 International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422 About the B43 Reserve Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423 How JetPlan Supports B43 Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423 B43 Flight Plan Inputs and Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424 China Civil Aviation Regulation 121 R5 Fuel Policy . . . . . . . . . . . . . . . . . . . . . . . . . . 428 Contingency Fuel and Time Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428 Reserve Fuel Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429 Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429 Additional Options that Affect Payload, Fuel, and Weight . . . . . . . . . . . . . . . . . . 429 Hold Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430 Reserve Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431 Max Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431 Automatic Weight Reiteration (Autoweight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431 Application of Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433 Arrival Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . 433 Departure Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . 434 JetPlan User Manual xviii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Arrival Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . 436 Departure Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . 437 Departure Fuel Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . 438 Departure Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . 439 Arrival Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 Comparing Max Fuel Capacity Plans with MFOD Inputs . . . . . . . . . . . . . . . . . . . 440 Single-Leg Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442 Fuel Index Tankering: TANK1 and TANK1X . . . . . . . . . . . . . . . . . . . . . . . . . . . 443 Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443 Flight Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445 Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445 Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446 Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options . . . . 447 Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450 TANK2/TANK2X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450 TANK3/TANK3X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452 Using Bonded Fuel Prices in Tankering Calculations . . . . . . . . . . . . . . . . . . . . . . . . . 453 Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454 Tanker Limiting Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454 Fuel Savings Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455 Multi-Sector Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456 Automatic Weight Reiteration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458 Arrival Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458 Arrival Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459 Departure Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460 Departure Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461 Reclear Flight Plans And Landing Burnoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462 Chapter 15: Fuel Off/On and Payload Off Commands 465 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467 Offloading and Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467 Offloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467 Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467 Offloading Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468 Chapter 16: Departure and Arrival Bias Commands 469 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471 Departure and Arrival Biases and the Customer Aircraft Database . . . . . . . . . . . 471 Climb/Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472 Climb/Descent Fuel Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472 Climb/Descent Time Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472 Climb/Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xix Contents Climb Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473 Climb Bias - TOC Before First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474 Climb Bias - TOC After First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 Climb Bias - Flattening Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476 Combining Bias Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477 Interaction Between Bias Database Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478 Chapter 17: Message Commands 481 Creating Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483 Packaging JetPlan Products in Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484 Combining Products Using the MG Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485 Message No Number - MGNN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486 Chapter 18: Forward Plans and Messages 487 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489 AFTN, ARINC, and SITA Designators and Priority Codes . . . . . . . . . . . . . . . . . . 489 AFTN Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490 ARINC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491 SITA Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491 ACARS Uplink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492 Character Length Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 495 Chapter 19: ATC Filing 497 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499 JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 Filing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 The Filing Program Command Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501 Database Support for the Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516 The Customer Aircraft Database (CADB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516 The Flight Brief Database (FBDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517 The Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . . 518 The Customer Preference Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518 The JetPlan Flight Plan Filing Database (FDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . 519 Overriding the Flight Plan Filing Database . . . . . . . . . . . . . . . . . . . . . . . . . . 520 ICAO 2012 Flight Plan Filings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521 Summary of ICAO 2012 Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521 ICAO 2012 Changes to Item 10a/b and Item 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521 ICAO 2012 Changes to the JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . 524 ICAO 2012 Changes to Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 Before Filing the ICAO 2012 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 Filing Priority and Timeliness Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 527 JetPlan User Manual xx July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents File Immediately . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528 AFTN Priority Code Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528 Delaying Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528 Lead Time Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530 Filing at a Specified Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530 Canceling Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531 Changing Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531 Filing Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 532 Viewing Filing Status and History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 533 Using the STAT Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 533 Using the SHOW Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 534 Working with Domestic Flight Plan Sequence Numbers . . . . . . . . . . . . . . . . . . . 537 Short Autofile Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538 Domestic U.S. Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539 Canceling a Domestic Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541 Chapter 20: Reclear Commands 543 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 545 Plan Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546 Autoweight Flight Plan Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547 Commands, Options, and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547 Output Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 549 Reclear Command Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 Reclear Point Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 Automatic Selection of the Reclear Airport and Reclear Alternate . . . . . . . . . . . . 552 Automatic Selection and the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . 552 Automatic Selection of the Reclear Alternate Airport . . . . . . . . . . . . . . . . . . . . . 554 Applying $AUTO to Multiple Reclear Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . 555 Other Reclear Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556 Route Selection for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558 User-Defined Routing for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558 Routing when Using the Auto Select Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560 Reclear Scenario Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562 Known Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562 Known Takeoff Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562 Known Takeoff Fuel/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 563 Known Landing Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 564 Landing Burnoff Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565 Examples of Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 566 Inputs for Known Payload (Arrival Fuel Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . 566 Inputs for Unknown Payload (Departure Weight Case) . . . . . . . . . . . . . . . . . . . . 567 Inputs for Unknown Payload (Departure Fuel Case) . . . . . . . . . . . . . . . . . . . . . . . 568 Reclear Example Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxi Contents Decision Point Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575 DPP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575 EU-OPS Attribute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576 Chapter 21: ETOPS 577 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579 Chapter 22: Overwater Driftdown and Terrain Analysis 581 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583 FAR Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584 FAR 121.191 – One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584 FAR 121.193 – Two Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584 Overwater (Basic) Driftdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586 Overwater Driftdown Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587 Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587 ETP Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 588 Driftdown Performance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 591 Overwater Driftdown Flight Plan Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . 591 Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592 ETP Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593 Critical Fuel Calculation Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593 Depressurized Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 One-Engine and Two-Engines Inoperative Scenarios . . . . . . . . . . . . . . . . . . . . . . 595 Highest Terrain Diversion Path Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596 Overwater Driftdown Data on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597 Terrain Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601 Terrain Analysis Key Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601 Terrain Analysis Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 603 Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604 Customer Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607 Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607 Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 608 Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 609 City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611 Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 612 Application of Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . . 613 Escape Routes Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614 Terrain Analysis Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616 Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617 Terrain Clearance Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622 Terrain Clearance Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 624 Mountain Driftdown Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 626 Mountain Driftdown Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 629 Mountain Driftdown Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632 Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636 JetPlan User Manual xxii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Terrain Database Extract Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637 Segment Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637 Enroute Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638 Off-Route Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640 Raw Terrain Data Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 641 Chapter 23: Point of Safe Diversion and Point of Safe Return 643 About Point of Safe Diversion (PSD) Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . 645 PSD Flight Plan Inputs and Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 645 PSD Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646 Calculating the PSDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647 Calculating Reserve and Divert Leg Fuel Burn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 648 Calculating PSD for Normal Operations and for the Worst Performance Case . . . . . 649 Order of Precedence for Worst Performance Case Calculations . . . . . . . . . . . . . 650 Chapter 24: Optimal Scenario Analysis 653 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656 Internal Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656 External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 657 Internal and External Scenario Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 657 OSA Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 658 Basic OSA Examples And Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660 Multiple External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 661 Explicit External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 662 Explicit External Scenario Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663 Changing Outcome Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 664 Optimizing Direct vs. Specific Route Selector (SRS) Great Circle . . . . . . . . . . . 665 Enroute Charges and OSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666 Enroute Charge Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666 Enroute Charge Print Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667 Route Cost Summary Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667 Chapter 25: Enroute Charges and FIR Traversal 669 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 671 Accessing Enroute Charges Through JetPlanIII . . . . . . . . . . . . . . . . . . . . . . . . . . . 672 Generating an Ad Hoc Enroute Charges Report . . . . . . . . . . . . . . . . . . . . . . . . . . 673 Viewing Exchange Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676 Viewing and Modifying Customer Exchange Rate Information . . . . . . . . . . . . . . . . . . 678 Generating a FIR/UIR Traversal Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680 Chapter 26: Archiving 683 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 685 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxiii Contents Enroute Charges Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686 Archive Commands (EC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688 To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688 To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688 To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 689 To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 689 Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 690 Archive and Report Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 691 Cosmic Radiation Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 691 Archive Commands (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692 To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692 To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693 To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693 To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693 Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 696 Chapter 27: Customer Aircraft Database 697 About the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 699 CADB Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701 CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702 Searching Generic Aircraft Records for FPM and OUTFLT Information . . . . . . 706 CADB Parameters by Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708 CADB Parameters “Weights” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708 CADB Parameters: “Fuels” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710 CADB Parameters: “Miscellaneous” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715 CADB Parameters: “Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724 CADB Parameters: “Cutoff Weight Tables” Section . . . . . . . . . . . . . . . . . . . . . . . 726 CADB Parameters: “Bracket Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 727 CADB Parameters: “Mode Coupling” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . 728 CADB Parameters: “Tanker” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 731 CADB Parameters: “Equipment” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732 Overview of RAIM Prediction Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732 Overview of ADS-B SAPT Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733 Configuring the CADB for ADS-B SAPT Report Requests . . . . . . . . . . . . . . . . . 734 Requesting an ADS-B SAPT Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736 About ADS-B SAPT Report Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 737 CADB Parameters: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 743 CADB Parameters: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 746 CADB Parameters: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 CADB Parameters: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 757 ETOPS Flag and Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 764 ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765 ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766 JetPlan User Manual xxiv July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767 ETOPS Factor Code Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768 CADB Parameters: “Driftdown” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771 CADB Parameters: “Biases” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774 CADB Parameters: “Special Bias Modifications” Section . . . . . . . . . . . . . . . . . . 776 CADB Parameters: “ICAO 2012 Certification and Equipment” Section . . . . . . . 777 How the CADB Supports the ICAO 2012 Filed Flight Plan Format . . . . . . . . . . . . . . 777 Related Customer Database Changes for ICAO 2012 . . . . . . . . . . . . . . . . . . . . . . . . . 780 Before Using the ICAO 2012 CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 780 Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 781 CADB Parameters: ICAO 2012 Certification and Equipment Section . . . . . . . . . . . . 782 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795 CADB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 796 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 796 Chapter 28: Aircraft Fleet Database 799 About the Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801 SCM Data Sets and the ACFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815 ACFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 Chapter 29: Customer Alternate Database 817 About the Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 819 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 819 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 820 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822 CALT Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823 Chapter 30: Customer Airport Database 825 About the Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxv Contents Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845 CAPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 846 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 846 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847 Chapter 31: Airport Fleet Database 849 About the Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 851 About Automatic Reclear and Reclear Alternate Selection . . . . . . . . . . . . . . . . . . 851 About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 852 About Runway-to-Runway Planning and the Preferred Runways Parameters . . . 853 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 871 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 871 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 871 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 872 CAPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 873 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 873 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875 Chapter 32: Generic Airport Database 877 About the Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 884 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 884 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 884 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 884 Generic Airport Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 886 Chapter 33: City Pair Database 887 About the City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898 City Pair Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 899 JetPlan User Manual xxvi July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 899 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 899 Chapter 34: City Pair Fleet Database 901 About the City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903 About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903 Taxi Time Adjustment Set Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 905 Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 906 SCM Sets and the CPFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907 About ETOPS SCM Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907 Setting a Default ETOPS SCM Set in a City Pair Fleet Record . . . . . . . . . . . . . . . . . 908 Order of Precedence for ETOPS SCM Set Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 908 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919 CPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 921 CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 921 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 923 Chapter 35: Coded Departure Routes Database 925 About the Customer Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . . 927 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 928 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929 Coded Departure Routes Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . 929 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 930 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931 Chapter 36: Flight Brief Database 933 About the Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 935 The Flight Brief Database and the ICAO 2012 FPL Format . . . . . . . . . . . . . . . . . 936 Before Using the ICAO 2012 Flight Brief Database Parameters . . . . . . . . . . . . . . . . 936 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956 Flight Brief Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 957 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 957 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 959 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxvii Contents Chapter 37: Master Database (MDB) 961 About the Master Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 963 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 964 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966 MDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 969 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 969 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 971 Chapter 38: Minimum Equipment List Database 973 About the MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 975 How the MEL Database Supports the ICAO 2012 FPL . . . . . . . . . . . . . . . . . . . . . 976 Before Using the ICAO 2012 MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . 977 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 978 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994 MEL Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 995 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 995 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 996 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 998 Applying True Airspeed and Fuel Flow Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . 998 Applying Multipliers to Fuel Flow Bias and Weight Penalties . . . . . . . . . . . . . . 1000 Applying the Phase of Flight Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 Applying Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . . . . . . 1001 Applying Equipment and Certification Degradations . . . . . . . . . . . . . . . . . . . . . 1003 Chapter 39: Preferred Runways Database 1005 About the Preferred Runways Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1007 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1008 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010 Preferred Runways Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012 JetPlan User Manual xxviii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Chapter 40: Restricted Area Database 1013 About the Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016 Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016 Schedule Database Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016 Overriding a Restricted Area Database record Built Into a Schedule . . . . . . . . . 1017 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018 Restricted Area Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1019 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1019 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020 Chapter 41: Customer Route Database 1023 About the Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1025 Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1025 Route Segment Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1026 The Pre-Effective Database Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1028 Getting Help on Using the Pre-Effective Database . . . . . . . . . . . . . . . . . . . . . . . . . . 1029 Sending FMS Route Output to Jeppesen NavData . . . . . . . . . . . . . . . . . . . . . . . 1029 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1030 Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1030 Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1036 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1039 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1039 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1039 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1040 File Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1040 Customer Route Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1041 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1041 Generate Command (RT,GEN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1041 Modify Command (RT,CHG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1044 Delete Command (RT,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1046 Rename Command (RT,RN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048 Update Command (RT,UPD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048 Route Group Command (RG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1053 Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 Group Name Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 Add Command (RG,ADD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 Delete Command (RG,DEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1055 Using Group Names to Select Route Files in a Flight Plan . . . . . . . . . . . . . . . . 1055 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1057 Print Command (RT,PRI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1057 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxix Contents List Command (RT,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1059 Route Proof Command (RT,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062 Summary Command (RT,SUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1064 Total Command (RT,TOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1067 Record Identifier Command (RT,RID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1069 Search Command (RT,SRH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1069 Airway/Checkpoint Search Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1070 Customer Route Database File Content Verification . . . . . . . . . . . . . . . . . . . . . . . . . 1073 Check Command (RT,CHK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1075 Check List (RT,CHK,LST) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1075 List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1077 Check Route Proof (RT,CHK,RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1077 OK Command (RT,OK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1078 Changing Failed Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1079 Customer Route Database Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1080 Creating a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1080 Changing a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1081 Displaying a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1082 Renaming a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1083 Deleting a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1084 Displaying a Route Proof of All Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1084 Displaying a Route Proof of a Specific File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1085 Displaying a Summary of All Airports in Customer Route Database . . . . . . . . . 1085 Displaying a Summary of All Stored Routes in Customer Route Database . . . . 1085 Displaying a Summary of All Stored Routes To/From an Airport . . . . . . . . . . . 1086 Displaying a Summary of All Stored Routes Between Two Airports . . . . . . . . . 1086 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1087 Chapter 42: Route Constraint Database 1089 About the Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1091 Canned Route Optimization Versus Random Route Optimization . . . . . . . . . . . 1092 Route Constraint Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1093 Canned Route Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1093 Random Route Optimization (Route Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1094 Random Route Optimization (Restricted Area Only) . . . . . . . . . . . . . . . . . . . . . . . . . 1096 Random Route Optimization (Route & Restricted Area) . . . . . . . . . . . . . . . . . . . . . . 1097 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1099 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101 Route Constraint Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1102 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1102 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1104 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1105 Precedence and Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1105 JetPlan User Manual xxx July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Chapter 43: Scenario Database 1107 About the Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109 Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1110 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 Scenario Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1118 Chapter 44: Customer Schedule Database 1119 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1121 Interaction Between the CSDB and the Customer Aircraft Database . . . . . . . . 1122 Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 CSDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1124 File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1124 File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1127 Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1128 Using CSDB Files (Without Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1128 Using CSDB Files (With Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1128 Ad Hoc Restricted Area/Restricted Area Database File . . . . . . . . . . . . . . . . . . . 1129 Overriding CRAD Files Stored in CSDB Files . . . . . . . . . . . . . . . . . . . . . . . . . . 1130 Chapter 45: Customer Controlled Avoid and Alert Database 1131 About the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1133 Chapter 46: User-Defined Restrictive Airspace Database 1135 About the User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . 1137 Chapter 47: Weather Introduction 1139 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1141 Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1142 Quick Reference Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1145 Hourly Reports, Special Observations, and Terminal Forecasts . . . . . . . . . . . . . 1145 Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1145 Multiple Reports/Complete Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1146 Great Circle Weather Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1147 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxxi Contents Chapter 48: Text Weather 1149 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1151 Types Of Weather Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1151 Terminal Forecasts And Surface Observations . . . . . . . . . . . . . . . . . . . . . . . . . . 1151 Surface Observations And Special Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1151 Regional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1152 Regional Surface Observations (METARs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1152 Terminal Forecasts (TAFs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1153 Terminal Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1154 Area Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1154 NOTAMs - Jeppesen NOTAM Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1155 Winds and Temperatures Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1157 Pilot Reports - PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1158 U.S. PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1158 SIGMETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1159 SIGMETs, AIRMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1159 Convective SIGMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1159 Convective Outlook - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1160 SIGMETs - Atlantic, Pacific, Caribbean and Canadian Areas . . . . . . . . . . . . . . . 1160 Severe Weather Watches and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1161 Typhoon, Hurricane Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1161 Volcanic Ash Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1162 NWS Meteorological Forecast Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1163 NWS Offshore Marine Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1163 ATC Center Weather Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1163 Multiple Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1164 Great Circle Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1165 Weather Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1166 Chapter 49: Graphic Weather 1169 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171 Accessing Weather Maps Through JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171 Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1172 Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1172 Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1174 Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1176 Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 Caribbean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1179 East Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1181 Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1183 Europe/Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1185 Indian Ocean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1187 Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1189 JetPlan User Manual xxxii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Contents Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1191 North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1192 North Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1195 South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1197 South Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1198 United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200 U.S. Regional (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203 U.S. Regional (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1205 U.S. Regional (North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1207 U.S. Regional (Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1208 U.S. Regional (Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1209 U.S. Regional (South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1210 U.S. Regional (Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1211 U.S. Regional (Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1212 Chapter 50: Vertical Wind Shear 1215 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1217 Shear Value Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1218 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxxiii Tables JetPlan Command-Line Interface Table 1-1: Table 1-2: Option Commands 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: 21 Flight Plan Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Flight Plan Options–Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Flight Plan Options–Weather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Flight Plan Options–Routing Variables . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Flight Plan Options–Performance Variables . . . . . . . . . . . . . . . . . . . . . . 35 Flight Plan Options–Feature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Flight Plan Options/Commands–FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Flight Plan Options–Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . . 45 Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Flight Plan Commands–Weather Information . . . . . . . . . . . . . . . . . . . . . 55 Flight Plan Commands–Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Flight Plan Commands–Customer Database Access . . . . . . . . . . . . . . . . 57 Restricted Area Commands Table 4-1: 9 Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 JetPlan Interface Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 93 Route Structure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Tables 4D Avoid and Alert Restrictive Airspaces Table 5-1: Default SCA Types and Avoidance Levels in CCAA DB Records . . . . 119 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: 259 Hold-Alternate Command Line Sample Inputs . . . . . . . . . . . . . . . . . . . 271 CAPFDB – POD Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 CAPFDB – POA Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 CAPFDB – Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . . 287 CAPDB – Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . . . 292 Profile Commands Table 9-1: 139 Internal Identifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 North Atlantic Tracks (Eastbound Examples) . . . . . . . . . . . . . . . . . . . . 168 North Atlantic Tracks (Westbound Examples) . . . . . . . . . . . . . . . . . . . . 168 North American Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 PBCS – Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 NOPAC Redesign – Required Equipment . . . . . . . . . . . . . . . . . . . . . . . 187 Flight Plan Options Not Supported in ERAD Flight Plans . . . . . . . . . . 253 Restricted Area Options in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . 254 Route Line Options in ERAD Flight Plans . . . . . . . . . . . . . . . . . . . . . . . 256 Hold-Alternate Commands Table 7-1: Table 7-2: Table 7-3: Table 7-4: Table 7-5: 107 315 Flight Rules Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 Cruise Mode Commands 347 Table 11-1: Cruise Mode Designators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 Table 11-2: Ad Hoc Bias Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 Table 11-3: MEL Record Name Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381 CADB CI Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382 MACI Cost Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386 CADB Operating Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388 CADB RAT Max/Min CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 388 CAPDB MACI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389 CPFDB Default Block Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . 390 JetPlan User Manual xxxvi 375 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Tables Table 12-8: CPFDB Crew Costs Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391 Table 12-9: Sample Lateness Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392 Table 12-10: CPFDB Lateness Segment Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 392 Payload, POD/POA, Weight, and Fuel Commands 401 Table 14-1: Common International Reserve Policy Formulas . . . . . . . . . . . . . . . . . 421 Table 14-2: Arrival Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . . . . 433 Table 14-3: Departure Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . . 435 Table 14-4: Arrival Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . . 436 Table 14-5: Departure Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . . 437 Table 14-6: Departure Fuel Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . . 438 Table 14-7: Departure Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . . 439 Table 14-8: Arrival Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . . . . . 440 Table 14-9: Fuel Index Tankering - Database Requirements . . . . . . . . . . . . . . . . . . 443 Table 14-10: Fuel Cost Tankering - Database Requirements . . . . . . . . . . . . . . . . . . . 447 Table 14-11: Tanker Limiting Factors – Output Messages . . . . . . . . . . . . . . . . . . . . . 454 Forward Plans and Messages Table 18-1: Table 18-2: Table 18-3: Table 18-4: Network Designators (AFTN, ARINC, SITA) . . . . . . . . . . . . . . . . . . . 490 Priority Codes (SITA, ARINC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490 Priority Codes (AFTN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490 Character Length Control Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 495 ATC Filing Table 19-1: Table 19-2: Table 19-3: Table 19-4: 487 497 JetPlan Automatic Filing Program Command Prompts . . . . . . . . . . . . . 502 Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . . 523 FI,SHOW Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535 FI,SHOW Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536 Reclear Commands 543 Table 20-1: Canned Tracks Available for Reclear Routing . . . . . . . . . . . . . . . . . . . 559 Overwater Driftdown and Terrain Analysis Table 22-1: Table 22-2: Table 22-3: Table 22-4: Table 22-5: Table 22-6: 581 Airport Fleet Database Parameters Used in Overwater Driftdown . . . . 587 Overwater Driftdown – ETP Database Parameters . . . . . . . . . . . . . . . . 588 Overwater Driftdown Summary Data . . . . . . . . . . . . . . . . . . . . . . . . . . 599 Terrain Analysis Customer Preferences . . . . . . . . . . . . . . . . . . . . . . . . . 604 Terrain Analysis – Customer Airport Database Parameters . . . . . . . . . 607 Terrain Analysis – Airport Fleet Database Parameters . . . . . . . . . . . . . 608 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxxvii Tables Table 22-7: Terrain Analysis – Customer Aircraft Database Parameters . . . . . . . . . 609 Table 22-8: Terrain Analysis – City Pair Fleet Database Parameters . . . . . . . . . . . . 611 Table 22-9: Terrain Analysis – MEL Database Parameters . . . . . . . . . . . . . . . . . . . . 612 Table 22-10: Escape Route Record Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 615 Table 22-11: Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618 Table 22-12: Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636 Point of Safe Diversion and Point of Safe Return 643 Table 23-1: CADB Parameters Used to Determine Worst Performance Case . . . . . 650 Enroute Charges and FIR Traversal 669 Table 25-1: Enroute Charges Prompts and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 673 Archiving 683 Table 26-1: Enroute Charges Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . . 687 Table 26-2: Cosmic Radiation Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . 692 Customer Aircraft Database 697 Table 27-1: CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703 Table 27-2: CADB Record: “Weights” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708 Table 27-3: CADB Record: “Fuels” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710 Table 27-4: CADB Record: “Miscellaneous” Section . . . . . . . . . . . . . . . . . . . . . . . . 715 Table 27-5: CADB Record: “Modes” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724 Table 27-6: CADB Record: “Cutoff Weight Tables” Section . . . . . . . . . . . . . . . . . . 726 Table 27-7: CADB Record: “Bracket Modes” Section . . . . . . . . . . . . . . . . . . . . . . . 727 Table 27-8: CADB Record: “Mode Coupling” Section . . . . . . . . . . . . . . . . . . . . . . . 730 Table 27-9: CADB Record: “Tanker” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 731 Table 27-10: CADB Parameters Used in the ADS-B SAPT Report Requests . . . . . . 734 Table 27-11: CADB Record: “Equipment” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . 738 Table 27-12: CADB Record: “Certified” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 743 Table 27-13: CADB Record: “ATS Plan” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . 746 Table 27-14: CADB Record: “ETP” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 Table 27-15: CADB Record: “ETOPS” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758 Table 27-16: ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765 Table 27-17: ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766 Table 27-18: ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767 Table 27-19: ETOPS Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768 Table 27-20: APU Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 769 Table 27-21: MAP Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 770 JetPlan User Manual xxxviii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Tables Table 27-22: ETOPS Hold Burn Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 770 Table 27-23: ETOPS Cruise Distance Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . 770 Table 27-24: CADB Record: “Driftdown” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . 771 Table 27-25: CADB Record: “Biases” Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774 Table 27-26: Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . . 779 Table 27-27: CADB Record: “ICAO 2012” Section . . . . . . . . . . . . . . . . . . . . . . . . . . 783 Table 27-28: CADB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . 796 Aircraft Fleet Database 799 Table 28-1: SCM Data Set Overlap with the CADB . . . . . . . . . . . . . . . . . . . . . . . . 801 Table 28-2: Aircraft Fleet Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804 Table 28-3: ACFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . 816 Table 28-4: ACFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 Customer Alternate Database 817 Table 29-1: Customer Alternate Database Parameters . . . . . . . . . . . . . . . . . . . . . . . 820 Table 29-2: CALT Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . 823 Customer Airport Database 825 Table 30-1: CAPDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828 Table 30-2: CAPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . 846 Table 30-3: CAPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847 Airport Fleet Database Table 31-1: Table 31-2: Table 31-3: Table 31-4: 849 Airport Fleet Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854 CAPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 872 CAPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . 873 CAPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875 Generic Airport Database 877 Table 32-1: Generic Airport Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 880 Table 32-2: Generic Airport Database File Maintenance Commands . . . . . . . . . . . . 885 Table 32-3: Generic Airport Database File Display Commands . . . . . . . . . . . . . . . . 886 City Pair Database 887 Table 33-1: City Pair Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890 Table 33-2: City Pair Database File Maintenance Commands . . . . . . . . . . . . . . . . . 899 Table 33-3: City Pair Database File Display Commands . . . . . . . . . . . . . . . . . . . . . 899 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xxxix Tables City Pair Fleet Database Table 34-1: Table 34-2: Table 34-3: Table 34-4: Table 34-5: 901 Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . 906 CPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909 CPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 920 CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 921 CPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 923 Coded Departure Routes Database 925 Table 35-1: Customer Coded Departure Routes Database Parameters . . . . . . . . . . . 928 Table 35-2: Coded Departure Routes Database File Maintenance Commands . . . . . 930 Table 35-3: Coded Departure Routes Database File Display Commands . . . . . . . . . 931 Flight Brief Database 933 Table 36-1: Flight Brief Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938 Table 36-2: Flight Brief Database File Maintenance Commands . . . . . . . . . . . . . . . 957 Table 36-3: Flight Brief Database File Display Commands . . . . . . . . . . . . . . . . . . . 959 Master Database (MDB) Table 37-1: Table 37-2: Table 37-3: Table 37-4: 961 MDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 964 MDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 967 MDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . 969 MDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970 Minimum Equipment List Database 973 Table 38-1: MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 978 Table 38-2: MEL Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . . 995 Table 38-3: MEL Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . 996 Preferred Runways Database 1005 Table 39-1: Preferred Runway Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1008 Table 39-2: Preferred Runways Database File Maintenance Commands . . . . . . . . 1012 Table 39-3: Preferred Runways Database File Display Commands . . . . . . . . . . . . 1012 Restricted Area Database 1013 Table 40-1: Restricted Area Database File Maintenance Commands . . . . . . . . . . . 1019 Table 40-2: Restricted Area Database File Display Commands . . . . . . . . . . . . . . . 1020 JetPlan User Manual xl July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Tables Customer Route Database Table 41-1: Table 41-2: Table 41-3: Table 41-4: Table 41-5: Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1030 Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 1036 Route Group Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 List (LST) Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1077 OK Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1079 Route Constraint Database Table 42-1: Table 42-2: Table 42-3: Table 42-4: 1023 1089 Qualifying Parameters in the CADB . . . . . . . . . . . . . . . . . . . . . . . . . . 1091 Route Constraint Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . 1099 Route Constraint Database File Maintenance Commands . . . . . . . . . . 1102 Route Constraint Database File Display Commands . . . . . . . . . . . . . . 1104 Scenario Database 1107 Table 43-1: Scenario Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1110 Table 43-2: Scenario Database File Maintenance Commands . . . . . . . . . . . . . . . . 1116 Table 43-3: Scenario Database File Display Commands . . . . . . . . . . . . . . . . . . . . 1118 Customer Schedule Database 1119 Table 44-1: CSDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1124 Table 44-2: CSDB Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . 1127 Weather Introduction 1139 Table 47-1: Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1142 Table 47-2: Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1145 Table 47-3: Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1146 Text Weather 1149 Table 48-1: NWS Weather Bulletins: Regional Surface Observations (METARs) 1152 Table 48-2: NWS Weather Bulletins: Regional Terminal Forecasts (TAFs) . . . . . 1153 Table 48-3: Mexico Region: Hourly Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1153 Table 48-4: United States: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . 1154 Table 48-5: International: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . . 1155 Table 48-6: NOTAM Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1155 Table 48-7: United States: SIGMET/AIRMET Stations . . . . . . . . . . . . . . . . . . . . . 1159 Table 48-8: United States: Convective SIGMET Stations . . . . . . . . . . . . . . . . . . . 1159 Table 48-9: United States: Convective Outlook Stations . . . . . . . . . . . . . . . . . . . . 1160 Table 48-10: Atlantic, Pacific, Caribbean, and Canadian: SIGMET Stations . . . . . . 1160 Table 48-11: United States: Severe Weather Watches and Warnings Stations . . . . . 1161 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xli Tables Table 48-12: Other Regions: Severe Weather Warnings Stations . . . . . . . . . . . . . . . 1161 Table 48-13: Other Regions: Typhoon and Hurricane Report Stations . . . . . . . . . . . 1161 Table 48-14: Other Regions: Volcanic Ash Report Stations . . . . . . . . . . . . . . . . . . . 1162 Table 48-15: Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1164 Table 48-16: NWS Report Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1164 Graphic Weather 1169 Table 49-1: Type: Satellite (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1172 Table 49-2: Type: Surface & Low-level Significant Weather (Africa) . . . . . . . . . . 1172 Table 49-3: Type: High-level Significant Weather (Africa) . . . . . . . . . . . . . . . . . . 1172 Table 49-4: Type: Winds And Temps Aloft (Africa) . . . . . . . . . . . . . . . . . . . . . . . . 1173 Table 49-5: Type: Aviation Hazards (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1173 Table 49-6: Type: Satellite (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1174 Table 49-7: Type: Surface & Low-level Significant Weather (Asia) . . . . . . . . . . . 1174 Table 49-8: Type: High-level Significant Weather (Asia) . . . . . . . . . . . . . . . . . . . . 1174 Table 49-9: Type: Winds And Temps Aloft (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . 1175 Table 49-10: Type: Aviation Hazards (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175 Table 49-11: Type: Satellite (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1176 Table 49-12: Type: Surface & Low-level Significant Weather (Australia) . . . . . . . . 1176 Table 49-13: Type: High-level Significant Weather (Australia) . . . . . . . . . . . . . . . . 1176 Table 49-14: Type: Winds And Temps Aloft (Australia) . . . . . . . . . . . . . . . . . . . . . 1176 Table 49-15: Type: Aviation Hazards (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1177 Table 49-16: Type: Satellite (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 Table 49-17: Type: Surface & Low-level Significant Weather (Canada) . . . . . . . . . 1178 Table 49-18: Type: High-level Significant Weather (Canada) . . . . . . . . . . . . . . . . . 1178 Table 49-19: Type: Winds and Temps Aloft (Canada) . . . . . . . . . . . . . . . . . . . . . . . 1178 Table 49-20: Type: Aviation HazardS (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1179 Table 49-21: Type: Satellite (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1179 Table 49-22: Type: Surface & Low-level Significant Weather (Caribbean) . . . . . . . 1180 Table 49-23: Type: High-level Significant Weather (Caribbean) . . . . . . . . . . . . . . . 1180 Table 49-24: Type: Winds And Temps Aloft (Caribbean) . . . . . . . . . . . . . . . . . . . . 1180 Table 49-25: Type: Aviation Hazards (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . . 1181 Table 49-26: Type: Satellite (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1181 Table 49-27: Type: Surface & Low-level Significant Weather (East Pacific) . . . . . . 1182 Table 49-28: Type: High-level Significant Weather (East Pacific) . . . . . . . . . . . . . . 1182 Table 49-29: Type: Winds And Temps Aloft (East Pacific) . . . . . . . . . . . . . . . . . . . 1182 Table 49-30: Type: Aviation Hazards (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . 1183 Table 49-31: Type: Satellite (Europe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1183 JetPlan User Manual xlii July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Tables Table 49-32: Type: Surface & Low-level Significant Weather (Europe) . . . . . . . . . 1183 Table 49-33: Type: High-level Significant Weather (Europe) . . . . . . . . . . . . . . . . . 1184 Table 49-34: Type: Winds And Temps Aloft (Europe) . . . . . . . . . . . . . . . . . . . . . . . 1184 Table 49-35: Type: Satellite (Europe/Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1185 Table 49-36: Type: Surface & Low-level Significant Weather (Europe/Asia) . . . . . 1185 Table 49-37: Type: High-level Significant Weather (Europe/asia) . . . . . . . . . . . . . . 1186 Table 49-38: Type: Winds And Temps Aloft (Europe/Asia) . . . . . . . . . . . . . . . . . . 1186 Table 49-39: Type: Aviation Hazards (Europe/asia) . . . . . . . . . . . . . . . . . . . . . . . . . 1187 Table 49-40: Type: Satellite (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1187 Table 49-41: Type: Surface & Low-level Significant Weather (Indian Ocean) . . . . 1187 Table 49-42: Type: High-level Significant Weather (Indian Ocean) . . . . . . . . . . . . 1188 Table 49-43: Type: Winds and Temps Aloft (Indian Ocean) . . . . . . . . . . . . . . . . . . 1188 Table 49-44: Type: Aviation Hazards (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . . 1189 Table 49-45: Type: Satellite (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1189 Table 49-46: Type: Surface & Low-level Significant Weather (Mexico) . . . . . . . . . 1189 Table 49-47: Type: High-level Significant Weather (Mexico) . . . . . . . . . . . . . . . . . 1189 Table 49-48: Type: Winds And Temps Aloft (Mexico) . . . . . . . . . . . . . . . . . . . . . . 1190 Table 49-49: Type: Aviation Hazards (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1190 Table 49-50: Type: Satellite (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1191 Table 49-51: Type: Surface & Low-level Significant Weather (Middle East) . . . . . 1191 Table 49-52: Type: High-level Significant Weather (Middle East) . . . . . . . . . . . . . 1191 Table 49-53: Type: Winds And Temps Aloft (Middle East) . . . . . . . . . . . . . . . . . . . 1191 Table 49-54: Type: Aviation Hazards (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . 1192 Table 49-55: Type: Satellite (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1192 Table 49-56: Type: Surface & Low-level Significant Weather (North Atlantic) . . . 1193 Table 49-57: Type: High-level Significant Weather (North Atlantic) . . . . . . . . . . . 1193 Table 49-58: Type: Winds and Temps Aloft (North Atlantic) . . . . . . . . . . . . . . . . . 1194 Table 49-59: Type: Aviation Hazards (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . . 1194 Table 49-60: Type: Satellite (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1195 Table 49-61: Type: Surface & Low-level Significant Weather (North Pacific) . . . . 1195 Table 49-62: Type: High-level Significant Weather (North Pacific) . . . . . . . . . . . . 1195 Table 49-63: Type: Winds and Temps Aloft (North Pacific) . . . . . . . . . . . . . . . . . . 1196 Table 49-64: Type: Aviation Hazards (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . 1196 Table 49-65: Type: Satellite (South America) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1197 Table 49-66: Type: Surface & Low-level Significant Weather (South America) . . . 1197 Table 49-67: Type: High-level Significant Weather (South America) . . . . . . . . . . . 1197 Table 49-68: Type: Winds And Temps Aloft (South America) . . . . . . . . . . . . . . . . 1197 Table 49-69: Type: Aviation Hazards (South America) . . . . . . . . . . . . . . . . . . . . . . 1198 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xliii Tables Table 49-70: Type: Surface & Low-level Significant Weather (South Pacific) . . . . 1198 Table 49-71: Type: High-level Significant Weather (South Pacific) . . . . . . . . . . . . . 1199 Table 49-72: Type: Winds and Temps Aloft (South Pacific) . . . . . . . . . . . . . . . . . . 1199 Table 49-73: Type: Aviation Hazards (South Pacific) . . . . . . . . . . . . . . . . . . . . . . . . 1200 Table 49-74: Type: Satellite (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200 Table 49-75: Type: Radar (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200 Table 49-76: Type: Surface & Low-level Significant Weather (U.S.) . . . . . . . . . . . 1201 Table 49-77: Type: High-level Significant Weather (U.S.) . . . . . . . . . . . . . . . . . . . . 1201 Table 49-78: Type: Winds and Temps Aloft (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . 1202 Table 49-79: Type: Aviation Hazards (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1202 Table 49-80: Type: Satellite (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203 Table 49-81: Type: Surface & Low-level Significant Weather (Alaska) . . . . . . . . . 1204 Table 49-82: Type: High-level Significant Weather (Alaska) . . . . . . . . . . . . . . . . . . 1204 Table 49-83: Type: Winds and Temps Aloft (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . 1204 Table 49-84: Type: Satellite (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1205 Table 49-85: Type: Surface & Low-level Significant Weather (Hawaii) . . . . . . . . . 1205 Table 49-86: Type: Winds and Temps Aloft (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . 1206 Table 49-87: Type: Aviation Hazards (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1206 Table 49-88: Type: Satellite (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1207 Table 49-89: Type: Radar (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1207 Table 49-90: Type: Surface & Low-level Significant Weather (U.S. North Central) 1207 Table 49-91: Type: Satellite (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1208 Table 49-92: Type: Radar (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1208 Table 49-93: Type: Surface & Low-level Significant Weather (U.S. Northeast) . . . 1208 Table 49-94: Type: Aviation Hazards (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . 1209 Table 49-95: Type: Satellite (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1209 Table 49-96: Type: Radar (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1209 Table 49-97: Type: Surface & Low-level Significant Weather (U.S. Northwest) . . . 1209 Table 49-98: Type: Satellite (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1210 Table 49-99: Type: Radar (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1210 Table 49-100:Type: Surface & Low-level Significant Weather (U.S. South Central) 1210 Table 49-101:Type: Aviation Hazards (U.S. South Central) . . . . . . . . . . . . . . . . . . . 1211 Table 49-102:Type: Satellite (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1211 Table 49-103:Type: Radar (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1211 Table 49-104:Type: Surface & Low-level Significant Weather (U.S. Southeast) . . . 1211 Table 49-105:Type: Aviation Hazards (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . 1212 Table 49-106:Type: Satellite (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1212 JetPlan User Manual xliv July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Tables Table 49-107:Type: Radar (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1212 Table 49-108:Type: Surface & Low-level Significant Weather (U.S. Southwest) . . 1213 Table 49-109:Type: Aviation Hazards (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . 1213 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual xlv Introduction Introduction About JetPlan® About JetPlan® JetPlan is a complete flight-planning and aviation data system provided by Jeppesen®, a leader in aviation information and services. JetPlan is the core engine behind flight-planning user interfaces such as Jeppesen’s JetPlanner Pro. Once you enter JetPlan through any of its user interfaces, you can access a wide range of flight-planning features and information. JetPlan features include but are not limited to: • Flight plan optimization • Weather and NOTAM information • Automated flight plan filing • Customized customer databases July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 contains information on requesting, retrieving, and maintaining JetPlan information. This manual describes flight plan options you can request and the resulting calculations and output. This flight-planning information is useful to anyone using any of the flight plan products that interface with JetPlan. These products include the JetPlan question and answer command-line interface and graphical user interface (GUI) applications such as JetPlanner Pro. Document Overview and Conventions In the JetPlan User 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. JetPlan User Manual 4 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Introduction Getting Started Getting Started This section describes how 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 service 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 must provide 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 service manager. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 5 Introduction Getting Started The following plan is an example of the standard JetPlan flight plan format. 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 MCS DST DSTR ETE ETR FU FR FF/E D303B .. .. .... . .. .. 302.4 003 0840 ./.. ./.. .. .. . .. . MOONY .. .. .... . .. .. 120.9 028 0812 ./.. ./.. .. .. . .. . PXN .. .. .... . .. .. 108.4 046 0766 ./.. ./.. .. .. . .. . 112.6 TOC 450 .. .... . .. .. 062.1 015 0751 0/14 1/34 014 0064 .. . CZQ 450 66 26050 7 479 529 062.1 033 0718 0/04 1/30 002 0063 1281 112.9 OAL 450 66 27050 7 479 522 039.6 118 0600 0/14 1/16 006 0057 1271 117.7 ILC 490 65 26028 4 480 508 068.2 160 0440 0/19 0/57 008 0049 1252 116.3 BCE 490 65 28022 3 480 501 093.2 105 0335 0/12 0/45 005 0044 1193 112.8 GUP 490 68 30017 3 477 494 114.2 212 0123 0/26 0/19 010 0034 1165 115.1 TOD 490 70 29015 2 475 489 080.3 007 0116 0/01 0/18 000 0034 1142 CURLY .. .. .... . .. .. 080.3 080 0036 ./.. ./.. .. .. . .. . ABQ .. .. .... . .. .. 137.5 026 0010 ./.. ./.. .. .. . .. . 113.2 KABQ .. .. .... . .. .. 079.1 010 0000 0/18 0/00 003 0031 .. . ELEV 05355FT FIRS KZLC/0035 KZDV/0106 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 JetPlan User Manual 6 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 customization 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 service 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 specific user characteristics that apply to your flight-planning operations. You can discuss your User ID Attribute file settings with your Jeppesen service 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. • measurement units used in the flight plan output (metric or English). • specific calculation methods used. 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 use of features that otherwise require a manual input in the flight plan request—for example, Autoweight. (Any features that are automatically applied can always be overridden with manual inputs.) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 7 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 (sources of monetary exchange rate information) • Various biasing and fuel burn methods • Enroute alternate airport display This list is a small sample of what is available in the Customer Preferences database. For more information, contact your Jeppesen service manager. JetPlan User Manual 8 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 Pro. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 11 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 12 Command-Line Prompts July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 13 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 14 Command-Line Prompts (continued) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 15 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 JetPlan User Manual 16 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 17 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 18 JetPlan Interface Comparison Notes Specify the //AC keyword with GO when loading a previous request and changing the //FLV keyword inputs. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 19 C HAPTER 2 Option Commands Option Commands Overview Overview This chapter describes the commands and option codes you can enter on the JetPlan Options command line (01 OPTIONS). 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 entries 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 23 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 24 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 53. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 25 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). JetPlan User Manual 26 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 27 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 JetPlan User Manual 28 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 29 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 JetPlan User Manual 30 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 31 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 use the ERAD flight plan option, the NOCRAM flight plan option does not turn off processing of AUP/UUP (CRAM) files. FP,ERAD Electronic Route Availability Document Option. The ERAD flight plan option creates routes that achieve a high rate of acceptance of optimized routes by IFPS. ERAD flight plans use an advanced European route selector that generates routes compliant with constraints published by EUROCONTROL and member states. For information on ERAD, see Chapter 6, “Route Commands.” FP,LA Low Altitude Navigational Database Option. The Low Altitude option instructs JetPlan to access the low-altitude navigational database when computing the flight plan. The low altitude database is available worldwide. NOTE You can use the input LA by itself in place of FP,LA. The FP option is implied. FP,MA Mid Altitude Navigational Database Option. The Mid Altitude option instructs JetPlan to access the mid altitude navigational database (FL 195 to FL 245) when computing the flight plan. The mid altitude database is only applicable in portions of Area 2 (France, Switzerland, Belgium, Netherlands, and Finland). Using this option, JetPlan accesses the low altitude database in Area 2 when operating outside of the aforementioned countries. NOTE You can use the input MA by itself in place of FP,MA. The FP option is implied. FP,RN RNAV Routes Option. This option instructs JetPlan to consider RNAV segments when calculating the flight plan’s route. The RN option overrides the Customer Aircraft Database (CADB) setting for RNAV and ignores any MEL degradations that have been applied to RNAV. NOTE RNAV routes are not available with the low and mid-altitude (LA, MA) navigational databases. JetPlan User Manual 32 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Option Commands Flight Plan Command Table 2-4 Flight Plan Options–Routing Variables (continued) Option Explanation FP,NOERA No Automatic Enroute Alternate (ERA) Option. If the Automatic ERA customer preference is set to Yes, the NOERA option enables you to disable the automatic ERA search on a per-flight plan basis. NOTE When set to Yes, the Automatic ERA customer preference instructs JetPlan to perform an automatic search for an enroute alternate, assuming that no enroute alternate has been manually entered in the flight plan request using the ERA command on line 16. For information on the ERA command, see Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” NOTE Use of the Automatic ERA preference depends on other preference, database settings, and format settings. For more information, contact your Jeppesen account manager. FP,NORN No RNAV Routes Option. This option directs the Route Optimizer to avoid all RNAV segments. The NORN option overrides the Customer Aircraft Database (CADB) setting for RNAV and ignores any MEL degradations that have been applied to RNAV. FP,NOSTAR No STAR Option. This option overrides any user preferences for preferred departure/arrival procedures. When this option is used, Standard Terminal Arrival Route altitude constraints are ignored. FP,NRP National Route Program Option. The NRP option enables you to flight plan in the conterminous U.S. using free flight rules (per AC 90-91). For more information, see Chapter 6, “Route Commands.” FP,NRR Non-Restrictive Routing Option. The NRR option enables you to flight plan above FL350 in the conterminous U.S. using free flight rules (per AC 9099). For more information, see Chapter 6, “Route Commands.” FP,PITCAH NRR Pitch and Catch Option. The PITCAH option enables you to include pitch and catch points in the route (per AC 90-99). This option must be used with the NRR flight plan option. For more information, see Chapter 6, “Route Commands.” FP,RST Restricted Area Option. The RST option enables you to define an area along the intended or generally expected route of flight as restricted airspace that the plan’s computed route avoids. The area can be defined using a delineated boundary or a common route structure element. A delineated boundary definition can even be stored as a Customer Restricted Area Database record. For more information, see Chapter 4, “Restricted Area Commands.” FP,NRTC No Route Constraint Option. The NRTC option prevents the application of a route constraint record from the Route Constraint Database, regardless of the characteristics of the selected customer aircraft. Prerequisite: The Override Flag parameter (OVR) in the Route Constraint Database must be set to Yes (OVR=Y). If OVR is set to N, no explicit override is possible with the NRTC option. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 33 Option Commands Flight Plan Command Table 2-4 Flight Plan Options–Routing Variables (continued) Option Explanation FP,TR TACAN Routes Option. This option instructs JetPlan to consider European TACAN routes as viable choices in the route selection process of a flight plan in that sphere of operation. FP,OWATAN Overwater Alert Option. This option instructs JetPlan to generate an alert when the aircraft specified in the flight plan request does not have the necessary level of overwater certification to fly the specified route. The Overwater Capability (OA) parameter in the Customer Aircraft database (CADB) defines the overwater certification, which can be Full, Limited, or None. See Chapter 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.” 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 JetPlan User Manual 34 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 35 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.” JetPlan User Manual 36 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 37 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.” JetPlan User Manual 38 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 39 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. JetPlan User Manual 40 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 41 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 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. JetPlan User Manual 42 Flight Plan Options/Commands–FMS July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 43 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 JetPlan User Manual 44 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 45 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. JetPlan User Manual 46 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 47 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,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. 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. JetPlan User Manual 48 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Option Commands Additional Command-Line Options Table 2-9 Support Information and Action Commands (continued) Command Explanation 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). 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 JPRA1234,1235 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 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 49 Option Commands Additional Command-Line Options Table 2-9 Support Information and Action Commands (continued) Command Explanation LD1234 and LDR1234 Load Commands. The LD and LDR commands enable you to reuse inputs from a previously computed flight plan. Simply enter the command (LD or LDR), followed by the computer transaction number (flight plan number) of the plan you wish to reuse. Transaction numbers must be from plans that were run in the past 8–12 hours. Otherwise, the input data is lost. Both LD and LDR enable you to change any of the previously entered inputs. However, only LDR lets you insert additional codes on the Options command line without affecting previous entries on that line. If LD is used, and additional codes are intended, reenter the entire line of inputs (Options command line only). For example, to make a long plan (LP) from a previously computed short plan, use the following entry: LDR1234,LP As for all other command-line inputs, entering LD or LDR enables you to change any of these other entry lines. You can use the at symbol (@) to move to the command line you want to edit or change, without affecting the inputs on the other command lines. Enter @, followed by the command-line number you want to change. NOTE If question 10 A/C TYPE/REGN is changed, also re-answer question 11 CRZ MODE, question 14 PAYLOAD, and question 16 POD OR POA FUEL. After all changes are made and your request is ready to be recomputed, type GO at the next command line to start the computation. For example, the following inputs illustrate creating a long plan (LP) from a previously computed short plan (SP) and changing the route, payload and arrival fuel: 01 OPTIONS LDR1234,LP 02 POD @6 06 ROUTE J,FIM 07 HOLD,ALTERNATE/DIST @14 14 PAYLOAD 84250 16 POD OR POA FUEL A0,I 17 MVR GO 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 JetPlan User Manual 50 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Option Commands Additional Command-Line Options Table 2-9 Support Information and Action Commands (continued) Command Explanation 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 JetPlan Version Number Command. Displays the current JetPlan program version. WXE1234 Enroute Weather Command. Enter WXE, followed by the plan transaction number, and JetPlan reproduces the plan, including the enroute weather. A maximum of four flight plan numbers can be entered separated by commas. For example: WXE1234,2345,3456,4567 NOTE This command does not recalculate the flight plan. The enroute weather briefing is based on the route from the flight plan with the transaction number specified. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 51 Option Commands Additional Command-Line Options Table 2-9 Support Information and Action Commands (continued) Command Explanation XAP,ALT,xxxx Alternate Search Command. A search for alternate airports can be accomplished using the following commands: XAP,ALT,origin,rad,rwy,etd,ete,gsa,lst where: origin = an ICAO or IATA airport code, or lat/long coordinates entered as [N|S|+|-]ddmm[W|E|+|-]dddmm (for example, N3356W11824) rad = nnnn: search radius in NM (default is 100) rwy = nnn: minimum length of longest runway in hundreds of feet (default is 80) etd = hhmm or ddmmyyyy@hhmm: UTC departure time or date@time from the POD, not the origin (used for TAF processing) ete = hhmm: flight time to origin from the POD (used for TAF processing) gsa = nnn: origin-to-alternate groundspeed in KT (default is 250) lst = nnn: maximum number of alternates in response (default is 20) NOTE All parameters except origin are optional (default values are used). NOTE TAF-processing is bypassed when both ETD and ETE inputs are omitted. For example: Explanation: Search for airports within 150 nm of KLVK with runway lengths of at least 7000 feet. 01 OPTIONS XAP,ALT,KLVK,RAD=150,RWY=70 or 01 OPTIONS XAP,ALT,KLVK,150,70D JetPlan User Manual 52 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 53 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 OPTIONS FPR 02 POD @6 06 ROUTE J,FIM 07 HOLD,ALTERNATE/DIST @11 11 CRUISE MODE LRC 12 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. JetPlan User Manual 54 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). JetPlan provides for up to 55 lines of text and 68 characters per line. For more information, see Chapter 17, “Message Commands.” MGNN Message No Number Option. This command is the same as the MG command except that the No Number option, NN, suppresses the transaction number when the message is printed or forwarded via a communication network. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 55 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. 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 JetPlan User Manual 56 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 57 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.” JetPlan User Manual 58 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 59 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.” JetPlan User Manual 60 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 77. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 63 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 JetPlan User Manual 64 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 65 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 JetPlan User Manual 66 LPLA July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 67 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. JetPlan User Manual 68 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 69 Point of Departure and Point of Arrival Commands Specifying Airports 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 JetPlan User Manual 70 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Specifying Airports 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 71 Point of Departure and Point of Arrival Commands Specifying Airports 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 JetPlan User Manual 72 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Specifying Airports 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 73 Point of Departure and Point of Arrival Commands Specifying Airports 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.” JetPlan User Manual 74 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Specifying Airports 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 1620 TIME 04.03 TIME 02.54 BURN 1274 BURN 0575 LAT/LONG N36402 E168210 AVG W/C RJAA M012 TO PACD P080 -LINE 1 -LINE 2 -LINE 3 -LINE 4 -LINE 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 75 Point of Departure and Point of Arrival Commands Specifying Airports • 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). JetPlan User Manual 76 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands 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 77. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 77 Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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 78 and “Defining an Ad Hoc In-Flight Start Point” on page 79. 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 86. 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. JetPlan User Manual 78 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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 79. 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 79.) 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 77. However, do not use the FL option to specify the airport elevation. Instead, use FL to specify the altitude of the inflight start point. For in-flight start points, the FL input always specifies an actual flight level July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 79 Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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 JetPlan User Manual 80 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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 78. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 81 Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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. 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 * JetPlan User Manual 82 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 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. • 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 83 Point of Departure and Point of Arrival Commands Ad Hoc Airports and In-Flight Starts 17 RESERVE 0 * 18 CLIMB FUEL,TIME,DIST BIAS * 19 DESCENT FUEL,TIME,DIST BIAS * 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. JetPlan User Manual 84 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands Taxi Fuel Taxi Fuel The following sections discuss options for entering information about taxi fuel. Taxi Parameters in the Customer Databases The CADB includes three parameters that affect the inclusion of taxi fuel: • 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 85 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. JetPlan User Manual 86 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Point of Departure and Point of Arrival Commands 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 87 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 85. 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. JetPlan User Manual 88 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 89 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. JetPlan User Manual 90 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 333 in Chapter 9, “Profile Commands.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 91 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 95 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 OPTIONS FP,LP,RST 02 POD EDDF 03 POA LIRA 05 RESTRICTED AREA (Single Input or Multiple Inputs) 06 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 JetPlan User Manual 96 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST 02 POD MMUN 03 POA LFPG 05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 97 Restricted Area Commands Using the RST Option Example: Explanation: The restricted area is a one hundred mile radius around the coordinate point identified. 01 OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST 02 POD MMUN 03 POA LFPG 05 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. JetPlan User Manual 98 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST 02 POD EDDF 03 POA HECA 05 RESTRICTED AREA XIR=LIMM 06 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 99 Restricted Area Commands 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. JetPlan User Manual 100 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 101 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). JetPlan User Manual 102 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST 02 POD MMUN 03 POA LFPG 05 RESTRICTED AREA XNAT1 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 103 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 OPTIONS FP,RST 02 POD MMUN 03 POA LFPG 05 RESTRICTED AREA XAVD1,XAVD2 Example: Explanation: Multiple inputs, including a FIR/UIR boundary, are entered on the Restricted Area command line. 01 OPTIONS FP,RST 02 POD MMUN 03 POA LFPG 05 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 JetPlan User Manual 104 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 OPTIONS FP 02 POD MMUN 03 POA LFPG 05 RESTRICTED AREA NONE July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 105 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 109 4D Avoid and Alert Restrictive Airspaces Overview The remainder of this chapter covers the following topics: The Customer Controlled Avoid and Alert (CCAA) Database and the source restrictive airspace databases These database records contain information relative to the avoidance levels of restrictive airspaces. The CCAA Database is a prerequisite for the 4D Avoid and Alert feature. See “Understanding the CCAA Database” on page 111. 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 122. JetPlan User Manual 110 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database Understanding the CCAA Database NOTE This section presents an overview of the CCAA Database and how it supports the Avoid and Alert flight plan options. For complete information on creating and maintaining CCAA Database records, see the JetPlan.com Help file for the CCAA Database. The CCAA Database allows users to create and manage records that reference pre-defined restrictive airspace records residing in several different source restrictive airspace databases. The pre-defined restrictive airspace records contain data originating in sources such as an ARINC 424 extract, customer-provided source, or an online electronic service (for example, organized track updates or customer or vendor-provided turbulence forecasts). For this reason, these databases are referred to as “source” restrictive airspace databases. Records in the source restrictive airspace databases are referred to as “referenced” records, and records in the CCAA Database are referred to as “referencing” records. While the CCAA Database does not allow you to alter restrictive airspace records stored in source restrictive airspace databases, you can set and modify the following two important parameters in the referencing CCAA Database records: Avoidance Level JetPlan uses the avoidance level to determine how to treat the referenced restrictive airspace when computing a flight plan—as an Avoid or Notify airspace or as an airspace that can be ignored. Special Customer Airspace Type (SCA Type) The SCA Type is a unique, user-defined value. You can use the SCA Type to invoke an ad hoc override of a restrictive airspace’s avoidance level. Application of the avoidance level and SCA Type by the JetPlan 4D Avoid and Alert feature is discussed in more detail in the following paragraphs. For detailed descriptions of these two parameters, see the JetPlan.com Help file for the CCAA and User-Defined Restrictive Airspace Databases. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 111 4D Avoid and Alert Restrictive Airspaces 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 JetPlan User Manual 112 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 113 4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database 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. JetPlan User Manual 114 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 115 4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database 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. JetPlan User Manual 116 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 117 4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database 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. JetPlan User Manual 118 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. JetPlan User Manual 119 4D Avoid and Alert Restrictive Airspaces Understanding the CCAA Database 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 JetPlan User Manual 120 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 121 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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 112. 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 125. 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 JetPlan User Manual 122 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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 125. 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 128 and “Using the GCAA and GCAN Options” on page 129. 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 125. 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 128. 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 128. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 123 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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 130. 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 130. 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 131. 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 131. NOTE AVDERR and CCAAQ are also customer preferences. See “Understanding 4D Avoid and Alert Customer Preferences” on page 136. All of the options summarized above are described in more detail in the following sections. JetPlan User Manual 124 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 125 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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. JetPlan User Manual 126 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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 128 and “Using the GCAA and GCAN Options” on page 129. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 127 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options the route from KDFW to KLAX, the CCAA option can result in the flight deviating north well into Colorado and Utah or south into Mexico, depending on the weather. When the CCAAF option is invoked, the route goes through New Mexico and Arizona. NOTE Because the use of the fine grid generates so many possible segments for evaluation, additional compute time is required. Very long flights 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 JetPlan User Manual 128 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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 125). 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 125). 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 129 4D Avoid and Alert Restrictive Airspaces 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 136. As explained in “Using the CCAA Option” on page 125, 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 130. 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. JetPlan User Manual 130 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces 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 130). • 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 136. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 131 4D Avoid and Alert Restrictive Airspaces 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. JetPlan User Manual 132 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 4D Avoid and Alert Restrictive Airspaces Working with the 4D Avoid and Alert Flight Plan Options 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, 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 133 4D Avoid and Alert Restrictive Airspaces 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. JetPlan User Manual 134 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 135 4D Avoid and Alert Restrictive Airspaces Understanding 4D Avoid and Alert Customer Preferences Understanding 4D Avoid and Alert Customer Preferences Settings for the following customer preferences can be used to customize the application of the CCAA and CCAAN flight plan options. When the customer preference is enabled, the specified functionality is applied automatically rather than having to be invoked on a flight plan-by-flight plan basis. NOTE Customer preferences are set by Jeppesen. For more information on these preferences, contact your Jeppesen account manager. NOTE As discussed in “Overriding an Avoidance Level on a Flight Plan” on page 133, 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 130. JetPlan User Manual 136 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 131. 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 133. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 137 4D Avoid and Alert Restrictive Airspaces 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 117. JetPlan User Manual 138 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 142. 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 247. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 141 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 249. 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 “Advanced European Route Optimization” on page 252. 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. JetPlan User Manual 142 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 143 Route Commands 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. JetPlan User Manual 144 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 145 Route Commands About the Route Optimizer • 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. JetPlan User Manual 146 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 144), 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 147 Route Commands About the Route Optimizer 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 JetPlan User Manual 148 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 149 Route Commands About the Route Optimizer 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) JetPlan User Manual 150 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 151 Route Commands About the Route Optimizer 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 153. 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 JetPlan User Manual 152 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 153 Route Commands About the Route Optimizer 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). JetPlan User Manual 154 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer • 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 155 Route Commands About the Route Optimizer information about international track codes and the associated Organized Track Structures, see “International Planning – Organized Track Structures” on page 165. 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 53 in Chapter 2, “Option Commands.” JetPlan User Manual 156 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 OPTIONS FP,RP 02 POD WIII/WBSB/RPMM/RCTP/RJFK,TX800 03 POA RKSI 06 ROUTE J 07 HOLD,ALTERNATE/DIST 30,RKSM 08 ETD 0100 09 PROFILE I 10 A/C TYPE/REGN $N123 11 CRUISE MODE LRC 14 PAYLOAD 50000 16 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 OPTIONS FPR 02 POD @6 or @06 06 ROUTE J,LBG 07 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 157 Route Commands About the Route Optimizer 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 JetPlan User Manual 158 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 159 Route Commands About the Route Optimizer 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. JetPlan User Manual 160 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 161 Route Commands About the Route Optimizer 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 POD EINN 03 POA CYYR 06 ROUTE D/5200,01500,5400,03000,SCROD/D or 06 ROUTE D/N52W015 N54W030 SCROD/D or 06 ROUTE D/N52W015,N54W030,SCROD/D JetPlan User Manual 162 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 163 Route Commands About the Route Optimizer 02 POD EDDF 03 POA KLAX 06 ROUTE J//J Like nav optimization, airway optimization can be applied to one route area if desired. Simply remove the J input from the route area that you want to free from airway requirements. See the example given for nav optimization in one route area (above). Nav Optimized Routing – Between Specific Waypoints You can specify one or more waypoints as part of the route in the POD or POA route area. JetPlan nav optimizes between waypoints as long as the route elements, J or D, have not been specified. As the number of overfly waypoints increases, Route Optimizer capability decreases. Example: Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North Atlantic (Area 0), and then fly nav optimized routing through Area 2 to POA via SUM and AAL. 02 POD KSEA 03 POA EKCH 06 ROUTE //SUM,AAL Example: Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North Atlantic (Area 0) via N61E000, and then, after going direct to ZOL, nav optimize in Area 2 to POA via VES. 02 POD KSEA 03 POA EKCH 06 ROUTE /N61E000/D,ZOL,VES 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. JetPlan User Manual 164 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 165 Route Commands About the Route Optimizer 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. JetPlan User Manual 166 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer • 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 167 Route Commands About the Route Optimizer 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 JetPlan User Manual 168 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 169 Route Commands About the Route Optimizer 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 JetPlan User Manual 170 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 171 Route Commands About the Route Optimizer 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. JetPlan User Manual 172 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 POD EDDF 03 POA KPHL 06 ROUTE J/A/J,P,BRIGS 09 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 POD EDDF 03 POA KPHL 06 ROUTE J/A/J,P,BRIGS 09 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 173 Route Commands About the Route Optimizer 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. JetPlan User Manual 174 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 175 Route Commands About the Route Optimizer 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. JetPlan User Manual 176 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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/. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 177 Route Commands About the Route Optimizer 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. JetPlan User Manual 178 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 179 Route Commands About the Route Optimizer 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. JetPlan User Manual 180 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 181 Route Commands About the Route Optimizer 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 JetPlan User Manual 182 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 183 Route Commands About the Route Optimizer 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 JetPlan User Manual 184 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer PACOTS – Far East To or From North America The PACOTS between the Far East (Area 4—landing or overflying Japan) and the west coast of North America (Area 1) are updated on a daily basis. They are available only at specific times of the day. The eastbound tracks are valid on JetPlan from 0900 to 1600 UTC (for flights crossing the 160 East parallel). The westbound tracks are valid from 1900 to 0800 UTC (for flights crossing the 160 East parallel). To view the latest update of these tracks, enter the following on the Options command line: IFS,PAC-OTS – Prints the eastbound PACOTS Tracks NOTAM. IFS,FREEFLOW – Prints the westbound PACOTS Tracks NOTAM. NOTE The output resulting from this input is in a user-input format. The output is prepared by the Jeppesen Customer Service staff. PACOTS – Route Inputs Routing in both directions requires similar basic inputs to use the track structure. The twoletter designator OE is entered on the RTW input segment to access the optimum eastbound PACOTS track. The two-letter designator OW is entered on the RTW input segment to access the optimum westbound PACOTS track. You can use the J option or nav optimize on the RTD or RTA route segments when accessing the optimal track. For more control, you can enter some or all of the overfly waypoints provided in the track printout message. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 185 Route Commands About the Route Optimizer 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 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 JetPlan User Manual 186 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer North Pacific Organized Tracks Redesign, Phase 1 To support Phase 1 of the North Pacific (NOPAC) organized tracks redesign, JetPlan enforces flight-level restrictions for track R220. To fly between FL340–FL400 (inclusive) on R220, an aircraft must have the equipment in Table 6-8. Table 6-8 NOPAC Redesign – Required Equipment Equipment ICAO FPL Item Value CADB parameter RCP240 Item 10 a/b P2 P2 RNP4 Item 18 PBN/ L1 L1 RSP180 Item 18 SUR/ RSP180 Item 18/SUR If a flight plan request includes an unequipped aircraft flying between FL340–FL400 on track R220, JetPlan displays the following alert: PBCS/RNP Equipment missing – FL340 – FL400 unavailable Configuring the required equipment in the CADB On JetPlan.com, set up the required equipment in the “ICAO 2012” section of your CADB. Figure 6.6 shows P2 selected for Item 10a. Figure 6.6. Item 10a Required: P2 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 187 Route Commands About the Route Optimizer Figure 6.7 shows L1 selected for Item 18 PBN/. Figure 6.7. Item 18 PBN/ Required: L1 Figure 6.8 shows RSP180 entered in Item 18 SUR/. Figure 6.8. Field 18 SUR/ Required: RSP180 For more information on these equipment parameters, see the JetPlan.com Help file or the “ICAO 2012” section in Chapter 27, “Customer Aircraft Database.” 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) JetPlan User Manual 188 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 189 Route Commands About the Route Optimizer 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. JetPlan User Manual 190 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 191 Route Commands About the Route Optimizer 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 JetPlan User Manual 192 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 193 Route Commands About the Route Optimizer 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) JetPlan User Manual 194 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 195 Route Commands About the Route Optimizer 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) JetPlan User Manual 196 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 197 Route Commands About the Route Optimizer 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 6.9 shows HAR airspace as of 2007 and which centers are part of the airspace. Figure 6.9. 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 6.10 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) JetPlan User Manual 198 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer Figure 6.10. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 199 Route Commands About the Route Optimizer 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 JetPlan User Manual 200 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer • 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 201 Route Commands About the Route Optimizer 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 JetPlan User Manual 202 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 203 Route Commands About the Route Optimizer 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 FP,NRR 02 POD KSFO 03 POA KORD 06 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) JetPlan User Manual 204 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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 OPTIONS FP,NRR,PITCAH 02 POD KLAX 03 POA KDEN 06 ROUTE H Note that JetPlan observes the Vertical Pitch Line. Example: Explanation: The route uses NRS points beyond the Vertical Pitch Line only. 01 OPTIONS FP,NRR,PITCAH 02 POD KMIA 03 POA KLAX 06 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 205 Route Commands About the Route Optimizer 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 OPTIONS FP,TST,WH06,NRR 02 POD KSFO 03 POA KORD 06 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) JetPlan User Manual 206 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Route Optimizer 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 207 Route Commands About the Specific Route Selector 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 229. 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. JetPlan User Manual 208 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 209 Route Commands About the Specific Route Selector • 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 JetPlan User Manual 210 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 211 Route Commands About the Specific Route Selector 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 JetPlan User Manual 212 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. N3712.4 3712N JetPlan User Manual 213 Route Commands About the Specific Route Selector 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 JetPlan User Manual 214 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 215 Route Commands About the Specific Route Selector 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. JetPlan User Manual 216 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 217 Route Commands About the Specific Route Selector 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. JetPlan User Manual 218 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 219 Route Commands About the Specific Route Selector – 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 JetPlan User Manual 220 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 221 Route Commands About the Specific Route Selector 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 158”). 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. JetPlan User Manual 222 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 223 Route Commands About the Specific Route Selector 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 JetPlan User Manual 224 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 225 Route Commands About the Specific Route Selector 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. JetPlan User Manual 226 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands About the Specific Route Selector 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 227 Route Commands About the Specific Route Selector 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. JetPlan User Manual 228 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Combination (SRS – Route Optimizer) Routing 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. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 229 Route Commands Combination (SRS – Route Optimizer) Routing • 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 • 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 JetPlan User Manual 230 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Combination (SRS – Route Optimizer) Routing 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. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 231 Route Commands Combination (SRS – Route Optimizer) Routing Example: 02 POD RKSI 03 POA EHAM 06 ROUTE -GOLF$32$ SEL G597 JEC N3730E13300 N3749E13557 GTC -- J//J 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 JetPlan User Manual 232 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 233 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 JetPlan User Manual 234 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 235 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. JetPlan User Manual 236 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 237 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. JetPlan User Manual 238 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 239 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. JetPlan User Manual 240 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Route Line Editing for Route Optimizer and SRS Enter @6C. JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 11 12 13 -OSI V25 PYE V27 ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO A590 14 15 16 17 18 PABBA OTR6 KETAR OTR10 CVC Enter 10 CDB A342 OLCOT NIPPI R220 NANAC. JetPlan responds with: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 -OSI V25 PYE V27 ENI C1486 GUTTS GENCO GAVEL CBD A342 OLCOT NIPPI R220 15 16 17 18 19 20 21 22 23 NANAC G215 PLADO A590 PABBA OTR6 KETAR OTR10 CVC Delete fields 16 through 21 using the procedure specified above. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 241 Route Commands Runway-to-Runway Flight Planning and Preferred Runways Runway-to-Runway Flight Planning and Preferred Runways 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 243. 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. 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 JetPlan User Manual 242 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Runway-to-Runway Flight Planning and Preferred Runways 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 243. • 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 245. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 243 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 6.11 shows the Change Runways page in JetPlan.com. Figure 6.11. Change Runways in Airport Fleet Page - JetPlan.com JetPlan User Manual 244 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 245 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.” JetPlan User Manual 246 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 247 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 236 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 236. JetPlan User Manual 248 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Using Coded Departure Route Records Using Coded Departure Route Records 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. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 249 Route Commands Using Coded Departure Route Records 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. 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 JetPlan User Manual 250 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Using Coded Departure Route Records 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 251 Route Commands Advanced European Route Optimization Advanced European Route Optimization The Electronic Route Availability Document (ERAD) flight plan option uses a route selector that is designed for flights with a POD or a POA in Europe and for flights that overfly Europe. With this route selector, JetPlan creates an optimized route that is fully compliant with EUROCONTROL traffic flow restrictions. The ERAD flight plan option is not required for planning in and around European airspace. However, this option increases the likelihood that routing is validated and accepted by EUROCONTROL. About the ERAD Flight Plan Option In the JetPlan command-line interface, entering FP,ERAD on the 01 OPTIONS command-line requests use of the route selector that supports advanced European optimization. The corresponding option is labeled differently in front-end flight-planning products, such as JetPlanner Pro. Consult your product’s documentation for more information or contact your Jeppesen service manager. About Options and Inputs in ERAD Flight Plans You can use most JetPlan flight plan options and other inputs in ERAD flight plans. However, a few options are not supported, and a few behave differently in ERAD plans. The following sections provide more information: • “Flight Plan Options in ERAD Flight Plans” on page 253 • “POD and POA Options in ERAD Flight Plans” on page 253 • “Restricted Area Options in ERAD Flight Plans” on page 254 • “Route Options” on page 256 • “Profile Options” on page 257 JetPlan User Manual 252 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Advanced European Route Optimization Flight Plan Options in ERAD Flight Plans You can use most JetPlan flight plan options in ERAD flight plans. The following table lists the flight plan options that are not supported. NOTE A few command-line flight plan options that were supported with an earlier version of ERAD have been deprecated. See Chapter 2, “Option Commands,” on page 21 for the full list of flight plan options. Table 6-9 Flight Plan Options Not Supported in ERAD Flight Plans Flight Plan Option Syntax Notes No Conditional Route Availability Message (CRAM) Processing FP,NOCRAM In ERAD flight plans, the NOCRAM flight plan option does not turn off processing of AUP/UUP (CRAM) files. Customer Avoid and Alert FP,CCAA In ERAD flight plans, the CCAA and CCAAN options are not considered in the generation of the route. For example, when CCAA is used with ERAD, the route selector does not attempt to generate a route that avoids an avoid-level restrictive airspace. However, both the CCAA and CCAAN options do cause alerts for each traversal of active avoidlevel and alert-level airspace. These alerts are included in the output on flight plan formats that support all JetPlan alerts. FP,CCAAN POD and POA Options in ERAD Flight Plans Usually, in ERAD flight plans, the POD, the POA, or both are in Europe. However, ERAD enhance operations that occur within European airspace, regardless of whether flights are transiting Europe or departing and arriving within Europe. For more information on the POD and POA options, see Chapter 3, “Point of Departure and Point of Arrival Commands,” on page 61. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 253 Route Commands Advanced European Route Optimization Runway-to-Runway Flight Planning in ERAD flight plans Runway-to-runway planning with the Preferred Runways database is not supported in ERAD flight plans. Restricted Area Options in ERAD Flight Plans In ERAD flight plans, you can use the Restricted Area (RST) flight plan option. Most of the syntax and rules are the same as for other types of flight plans. Some inputs are not supported. See the Notes column in the following table for an explanation of differences. For more information on RST options, see Chapter 4, “Restricted Area Commands.” Table 6-10 Option Restricted Area Options in ERAD Flight Plans Syntax Notes Supported with the ERAD flight plan option Avoid airways RST command entered on the 01 OPTIONS command line - or RST command entered on the 01 OPTIONS and the 05 RESTRICTED AREA command lines Examples: In an ERAD plan, the following entries request a route that avoids the entire UL607 airway, not just between KONAN and NTM: In flight plans that don’t use the ERAD option, the route selector accepts entry of a checkpoint, followed by an airway name, followed by a checkpoint. The route selector then avoids the airway only between the two checkpoints. In ERAD flight plans, the route selector does not consider the checkpoints. Instead, it always avoids the entire airway. 01 OPTIONS FP,ERAD,RST/AW= KONAN UL607 NTM The following entries request a route that avoids the entire UB4 airway, not just between RLP and CTL: 01 OPTIONS FP,ERAD,RST 05 RESTRICTED AREA AW=RLP UB4 CTL Avoid checkpoints RST command entered on the 01 OPTIONS command line - or RST command entered on the 01 OPTIONS and the 05 RESTRICTED AREA command lines JetPlan User Manual 254 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Advanced European Route Optimization Table 6-10 Restricted Area Options in ERAD Flight Plans (continued) Option Syntax Notes Avoid countries by ISO 3166 codes RST command entered on the 01 OPTIONS command line Using the RST command and ISO 3166 codes to avoid countries is supported only in ERAD flight plan requests. - or RST command entered on the 01 OPTIONS and the 05 RESTRICTED AREA command lines You can specify two-character or three-character ISO 3166 codes for countries you want to avoid. Two-character (ISO 2) and threecharacter (ISO 3) ISO 3166 country codes are supported. You cannot enter more than one ISO 3166 country code on the 01 OPTIONS command line. Examples: The following entries request a route from EGLL to VTBD that excludes the following: all waypoints within Ukraine (UA), within the People’s Republic of China (CN), and within Iran (IR). 01 OPTIONS FP,RST,ERAD 02 POD EGLL 03 POA VTBD 05 RESTRICTED AREA ICAO/UA CN IR The following entry specifies a country to avoid on the 01 OPTIONS command line: 01 FP,ERAD,RST/ICAO/IR Avoiding FIRs RST command entered on the 01 OPTIONS command line - or RST command entered on the 01 OPTIONS and the 05 RESTRICTED AREA command lines Not Supported with the ERAD flight plan option Avoiding two-dimensional (delineated boundary) restricted areas The following command-line inputs are not supported and result in an error: 05 RESTRICTED AREA 5700,05000,5700,01000, 4800,02000,4800,05000 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. These restricted areas are polygons or circles defined with coordinates. These inputs are not supported in ERAD flight plans. JetPlan User Manual 255 Route Commands Advanced European Route Optimization Table 6-10 Restricted Area Options in ERAD Flight Plans (continued) Option Syntax Notes Ignoring Route Availability Document (RAD) rules The following command-line inputs are not supported and result in an error: Ignoring RAD rules is not supported in ERAD flight plans or in other flight plans. 01 OPTIONS FP,ERAD,RST 05 RESTRICTED AREA IR/<rule> <rule> <rule> Route Options Most Route options supported in other types of flight plans are also supported in ERAD plans. Most of the syntax and rules are the same as for other types of flight plans. See the Notes column in the following table for an explanation of differences. For more information on Route options, see Chapter 6, “Route Commands.” Table 6-11 Route Input Type Route Line Options in ERAD Flight Plans Syntax Notes Supported with the ERAD flight plan option Nav optimize Blank Airway optimize J Direct optimize D Direct to point <waypoint> DCT <waypoint> D/<waypoint> Nav optimize between waypoints <waypoint 1>,<waypoint 2>,<waypoint 3> Airway optimize between waypoints J,<waypoint 1>,<waypoint 2>,<waypoint 3> Waypoint airway waypoint <waypoint> <airway> <waypoint> Westbound North Atlantic organized tracks (NATs) /A/ /Z/ /OE/ /OW/ Eastbound NATs Eastbound Pacific Organized Tracks (PACOTS) Westbound PACOTS JetPlan User Manual 256 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Route Commands Advanced European Route Optimization Table 6-11 Route Line Options in ERAD Flight Plans (continued) Route Input Type Syntax Notes Preferred routes with eastbound NATs P/A/ P/Z/ Other preferred routes are not supported with the ERAD flight plan option. Preferred routes with westbound NATs Not supported with the ERAD flight plan option NOTE If you have alerts turned on, JetPlan alerts you that these input types do not work with ERAD. Combination routes Example: P/Z/LUTOV--SOSIM L15 BIG UL9 DVR L18 VABIK Q70 KOK KOK5X Example: If you use this type of route input in an ERAD flight plan, JetPlan generates a standard combination route and does not use the ERAD route selector. D,4750N-- SRS routes Example: --LIFY6A.DUB P600 . . . Company route Example: RT/* If you use this type of route input in an ERAD flight plan, JetPlan generates a standard SRS route and does not use the ERAD route selector. If you use this type of route input in an ERAD flight plan, JetPlan generates a standard company route and does not use the ERAD route selector. Profile Options You cannot use the VFR (V) or C profile options with the ERAD flight plan option. (C is used to prevent a step climb when flight planning on the organized tracks.) Otherwise, you can use all user-specified profile inputs supported in non-ERAD flight plans. For more information on profile options, see Chapter 9, “Profile Commands.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 257 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 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. The Hold-Alternate 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 261 Hold-Alternate Commands 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 271. • 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 271. 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. JetPlan User Manual 262 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 263 Hold-Alternate Commands 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 266. 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. JetPlan User Manual 264 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 265 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 ([]). NOTE The route string entered inside the DAR command brackets cannot contain more than 80 characters (including spaces). JetPlan User Manual 266 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Hold-Alternate Command Line 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] 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 267 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 271. JetPlan User Manual 268 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 269 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 JetPlan User Manual 270 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 271 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 266. 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 266. 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). JetPlan User Manual 272 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 273 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 284.) 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. JetPlan User Manual 274 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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 292. • 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 275 Hold-Alternate Commands Automatic Alternate Selection 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 287 and Table 7-5, “CAPDB – Alternate Airport Application,” on page 292. • 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 277. • 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. JetPlan User Manual 276 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection • 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 277 Hold-Alternate Commands Automatic Alternate Selection 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 284.) 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). JetPlan User Manual 278 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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 275 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 275 for more information about the hours of operations and minimum ceiling/visibility parameters and the criteria tests. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 279 Hold-Alternate Commands Automatic Alternate Selection 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 275 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.” JetPlan User Manual 280 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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 284. 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 276). 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 281 Hold-Alternate Commands Automatic Alternate Selection 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 284. 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. JetPlan User Manual 282 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 283 Hold-Alternate Commands Automatic Alternate Selection 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 JetPlan User Manual 284 CAPFDB – POD Application July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 285 Hold-Alternate Commands Automatic Alternate Selection 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) JetPlan User Manual 286 (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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 287 Hold-Alternate Commands Automatic Alternate Selection 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. JetPlan User Manual 288 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 289 Hold-Alternate Commands Automatic Alternate Selection 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. JetPlan User Manual 290 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 291 Hold-Alternate Commands Automatic Alternate Selection 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. JetPlan User Manual 292 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 293 Hold-Alternate Commands Automatic Alternate Selection 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. JetPlan User Manual 294 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Hold-Alternate Commands Automatic Alternate Selection 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. (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. JetPlan User Manual 295 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 299 Estimated Time of Departure Commands The Standard ETD Input The Standard ETD Input An ETD input is a four-digit, UTC value. Example: ETD 2230 The following considerations apply to the standard ETD input: • 23 hours and 59 minutes from the current time is as far into the future that a flight plan can be computed. For example, if the current time is 1000 UTC, the latest the ETD input is 0959 for the next day. • The ETD determines the forecast data (enroute winds and temperatures) on which the flight plan is calculated. • If the flight plan passes into a new forecast period (the length of the flight exceeds the time range of the forecast data used to start the computation), the remainder of the flight plan is computed using data from the next forecast period. NOTE JetPlan 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. JetPlan User Manual 300 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 of flight-planning capability. JetPlan has two sources for recently gathered forecast wind and temperature aloft data: the NWS in the U.S and the UKMO in England. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 301 Estimated Time of Departure Commands Understanding the Wind and Temperature Database 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) 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 (at 0000Z, 0600Z, 1200Z, and 1800Z) and provides a weather window that extends approximately 30 hours into the future. 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 (at 0000Z, 0600Z, 1200Z, and 1800Z) and provides a weather window that extends approximately 30 hours into the future. 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 JetPlan User Manual 302 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Estimated Time of Departure Commands Understanding the Wind and Temperature Database 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 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 303 Estimated Time of Departure Commands Understanding the Wind and Temperature 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. 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. JetPlan User Manual 304 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Estimated Time of Departure Commands Required Arrival Time 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: 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 305 Estimated Time of Departure Commands Required Arrival Time 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 307 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. You also must enter a cost index cruise mode on the Cruise Mode command 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. JetPlan User Manual 306 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Estimated Time of Departure Commands Required Arrival Time • 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 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 307 Estimated Time of Departure Commands Required Arrival Time • 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). – 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. JetPlan User Manual 308 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Estimated Time of Departure Commands Required Arrival Time 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. • 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 309 Estimated Time of Departure Commands Required Arrival Time 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 JetPlan User Manual 310 08/17/06 LBS July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 311 Estimated Time of Departure Commands 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 TRP F/L TMP WIND T/C T/H AW/MH TAS FIR N46084 E006024 / LFFF FIR 42 370 M03 31053 133 133 UG32 457 ORB01 N45447 E006387 42 370 M03 31053 133 133 UG32 457 LASBA N45447 E006387 42 370 M03 31056 133 133 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 JetPlan User Manual 312 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 313 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 317 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 330 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 JetPlan User Manual 318 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 319 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 JetPlan User Manual 320 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 321 Profile Commands 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. JetPlan User Manual 322 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 323 Profile Commands 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 POD EGLL 03 POA OEJN 06 ROUTE J,MAN 09 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 POD VHHH 03 POA OMSJ 06 ROUTE J 09 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 POD RJAA 03 POA KSFO 06 ROUTE J/OE/J 09 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 POD RJAA 03 POA KDFW 06 ROUTE J/OE/J 09 PROFILE C,BOI,290,330,SLC,330,JNC,370,410 JetPlan User Manual 324 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Profile Commands Altitude Control Example: Explanation: Apply IFR rules. Constrain the profile to any MAAs encountered in the route. 02 POD VHHH 03 POA OMDB 06 ROUTE J//J 09 PROFILE I,M Example: Explanation: Apply IFR rules. Check the profile against GRID MORA data. 02 POD KSFO 03 POA KDEN 06 ROUTE D 09 PROFILE I,T Example: Explanation: Apply IFR rules. Fly FL290 up to and including the waypoint 5050N (SRS syntax for the point identified on the Route command line), then fly FL330 the rest of the way. 02 POD CYQX 03 POA EINN 06 ROUTE D/5000,05000/D 09 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 325 Profile Commands 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. JetPlan User Manual 326 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 706 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 327 Profile Commands 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. JetPlan User Manual 328 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 329 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 327. 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. JetPlan User Manual 330 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 331 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 JetPlan User Manual 332 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 333 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 337 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 JetPlan User Manual 338 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 JetPlan User Manual 339 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. JetPlan User Manual 340 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 338). 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 341 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 M84 >210 M85 . . . . . . . . ALT 110 450 M85 >210 M86 . . . . . . . . ALT 240 450 M86 >240 M88 . . . . . . . . ALT 280 450 M88 >280 CUTOFF 13G . . . . . . . . 1.3G 14G . . . . . . . . 1.4G 15G . . . . . . . . 1.5G AAA . . . . . . . . MCT 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. JetPlan User Manual 342 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 343 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 LBS 0000000 LBS 0000000 LBS 0000000 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 LBS 000000 LBS 000000 LBS 000000 LBS 000000 LBS 000000 MIN 000000 LBS 000000 LBS 000000 LBS EP BK CW DD HA LC IX PRI ETOPS N PRI BRACKETS N PRI ALT CAP TB N PRI DRIFTDOWN N HOLD ALT 00000 FT LIMITED CI N INDEX 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 JetPlan User Manual 344 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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/ July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 345 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. JetPlan User Manual 346 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 349 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 M84 >210 M85 . . . . . . . . ALT 110 450 M85 >210 M86 . . . . . . . . ALT 240 450 M86 >240 M88 . . . . . . . . ALT 280 450 M88 >280 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 JetPlan User Manual 350 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 356.) 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 351 Cruise Mode Commands 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). JetPlan User Manual 352 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Cruise Mode Commands 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 354. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 353 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. JetPlan User Manual 354 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 355 Cruise Mode Commands 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. JetPlan User Manual 356 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 354. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 357 Cruise Mode Commands Auxiliary Cruise Mode Option Auxiliary Cruise Mode Option In addition to primary cruise mode inputs, the Cruise Mode command line also accepts an auxiliary cruise mode input. This option is for comparison purposes. It provides cruise data (fuel, time, distance information) based on one of the following two hypothetical choices: • A cruise mode that is the same as the primary cruise mode but uses only the initial level-off altitude to determine fuel burn. - or • A cruise mode that differs from the primary cruise mode but uses the same flight levels as computed for the primary cruise mode. NOTE In either case, the auxiliary cruise mode option is format-dependent, meaning it requires an output format that can handle the inclusion of this type of scenario information. As stated above, the computation of auxiliary cruise data is determined by a comparison to the primary cruise mode input, as follows: • If the auxiliary cruise mode input is the same as the primary cruise mode input, the auxiliary cruise data (fuel, time, and distance) is calculated using the initial cruise altitude for the entire flight. This generates a comparison that might be indicative of a step climb restriction by ATC. • If the auxiliary cruise mode input differs from the primary cruise mode input, the auxiliary cruise data is calculated using the profile determined by the primary cruise flight plan computation (the set of altitudes flown using the primary cruise airspeed). The data generated by this setup provides a simple comparison of one cruise mode to another. NOTE JetPlan does not output auxiliary cruise data if it cannot calculate aircraft performance at the flight levels the primary cruise mode uses. NOTE A cost index cruise mode cannot be used as an auxiliary cruise mode. To apply an auxiliary cruise mode, enter the auxiliary value immediately after the primary cruise mode value, and separate the two with a comma. JetPlan User Manual 358 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 359 Cruise Mode Commands 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 350. 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 706 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 361 and “FPM Secondary Descent Option” on page 363. 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 849. JetPlan User Manual 360 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 706 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.”) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 361 Cruise Mode Commands 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 JetPlan User Manual 362 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 363 Cruise Mode Commands 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 JetPlan User Manual 364 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Cruise Mode Commands Bias Options defines the phase of flight for which the input is applicable (for example, c=climb, d=descent, and so on) and the factor being biased (for example, f=fuel, t=time, or d=distance). The equal sign separates the parameter code from the bias value. Example: Parameter Code=Bias Value (percentage or integer) The following table lists all of the bias parameter codes and defines the phase of flight and bias factor. Table 11-2 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 365 Cruise Mode Commands 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. JetPlan User Manual 366 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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%. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 367 Cruise Mode Commands 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%. JetPlan User Manual 368 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Cruise Mode Commands 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%. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 369 Cruise Mode Commands 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) JetPlan User Manual 370 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 371 Cruise Mode Commands Bias Options 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 JetPlan User Manual 372 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 Degradation Type in MEL DB Record Minimum Equipment List (MEL) MEL Record Name Input Input on Cruise Mode Line <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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 373 Cruise Mode Commands Applying MEL Data Example: 11 CRZ MODE M84,MEL=ABCD - or 11 CRZ MODE M84,MEL=M,ABCD Example: 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD Example: Explanation: The following example invokes the application of two MEL database records. The degradation type in the first record is “MEL,” and the degradation type in the second record is “CDL.” 11 CRZ MODE M80, MEL=ABCD, MEL=C,EFGH Example: Explanation: The following example illustrates a combination input on the Cruise Mode command line, including an MEL database record entry. 11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD,FFDEF=1.02 Note the following when applying biases from various sources, including MEL records, to the flight plan request: • When an MEL database record that contains a specific bias is included in a flight plan, and a corresponding bias exists in the aircraft’s CADB record, the two biases are combined in effect. For example, assume that your aircraft input is a CADB record that has a fuel flow bias set at 2.5% for the cruise mode M84, and you enter an MEL record on the Cruise Mode command line that includes a fuel flow bias of 1.3%. The total fuel flow bias applied to the flight plan is plus 3.8% (2.5% + 1.3% = 3.8%). When an MEL fuel flow bias and an ad hoc fuel flow bias (see “Bias Options” on page 364) 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. JetPlan User Manual 374 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 377 Cost Index Commands Overview 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. JetPlan User Manual 378 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 379 Cost Index Commands Overview 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. JetPlan User Manual 380 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Cost Index Commands Overview 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 381 Cost Index Commands Overview 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. JetPlan User Manual 382 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 394). • 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 383 Cost Index Commands Overview 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 387. JetPlan User Manual 384 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 385 Cost Index Commands Overview 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. JetPlan User Manual 386 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Cost Index Commands Overview 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 387 Cost Index Commands 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 384. 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. JetPlan User Manual 388 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 389 Cost Index Commands 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 (for example, JetPlan.com) 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. JetPlan User Manual 390 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 391 Cost Index Commands 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. JetPlan User Manual 392 CPFDB Lateness Segment Parameters July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 389. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 393 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 JetPlan User Manual 394 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 395 Cost Index Commands Related JetPlan Features -- 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.”) JetPlan User Manual 396 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 399 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. JetPlan User Manual 400 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 options and the Payload options because these options affect each 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 403 Payload, POD/POA, Weight, and Fuel Commands Load Performance Scenarios Load Performance Scenarios JetPlan is designed to compute flight plans under a variety of load scenarios. These scenarios fall within two basic categories: departure case planning and arrival case planning. Departure case planning occurs when a departure fuel or weight load is predetermined and specified in the flight plan request. In this case, JetPlan simply computes the flight plan based on the known information. Any fuel remaining (in excess of contingency fuels such as 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. JetPlan User Manual 404 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 405 Payload, POD/POA, Weight, and Fuel Commands 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. JetPlan User Manual 406 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 407 Payload, POD/POA, Weight, and Fuel Commands 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. JetPlan User Manual 408 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 409 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. JetPlan User Manual 410 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 411 Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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. NOTE A value entered for MFOD in the flight plan request overrides the value of the Minimum Fuel (MF) parameter in the Customer Aircraft Database. 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: JetPlan User Manual 412 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options -55 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 413 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 JetPlan User Manual 414 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 415 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. JetPlan User Manual 416 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 417 Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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. JetPlan User Manual 418 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 456. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 419 Payload, POD/POA, Weight, and Fuel Commands 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 422. Example: 16 POD OR POA FUEL A0,I JetPlan User Manual 420 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 421 Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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. JetPlan User Manual 422 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 423 Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options • 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 JetPlan User Manual 424 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands 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** July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 425 Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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*** JetPlan User Manual 426 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands Payload, Fuel, and Weight Options 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 427 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]. JetPlan User Manual 428 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 429 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 JetPlan User Manual 430 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 431 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. JetPlan User Manual 432 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 440 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 433 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 JetPlan User Manual 434 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 Departure Fuel Case/Known Payload Basics Prompt (Keyword) Input Remarks 14 PAYLOAD (//PLD) xxxx Actual Payload value xxxxxx,Z Actual ZFW value (maximize payload) ZF ZF code (maximize payload - CADB) 16 POD FUEL (//DFL) Dxxxxxx Departure case, takeoff fuel amt 17 RESERVE (//RES) xxxxx Reserve fuel value Example: 14 PAYLOAD 50000 16 POD OR POA FUEL D110000,I,MFOD25000 Explanation: 50,000 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 435 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) Input Remarks 14 PAYLOAD (//PLD) ZW ZW code (maximize payload - CADB) W W code (maximize payload) 16 POA WT (//AWT) 17 MAX FUEL (//MVR) 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 JetPlan User Manual 436 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 437 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 JetPlan User Manual 438 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 439 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 JetPlan User Manual 440 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 441 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. JetPlan User Manual 442 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 443 Payload, POD/POA, Weight, and Fuel Commands Single-Leg Tankering 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 JetPlan User Manual 444 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. FLT-I 029.41 A/C-I 010.50 TANKER 068404 TRANSPORT 004179 JetPlan User Manual 445 Payload, POD/POA, Weight, and Fuel Commands 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. JetPlan User Manual 446 The TM parameter setting is a more permanent solution if that is what you July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 447 Payload, POD/POA, Weight, and Fuel Commands 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. JetPlan User Manual 448 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 449 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 JetPlan User Manual 450 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 451 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. JetPlan User Manual 452 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 447. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 453 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 446. 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 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) JetPlan User Manual 454 Tanker Limiting Factors – Output Messages 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 455 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. JetPlan User Manual 456 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 457 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) JetPlan User Manual 458 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Payload, POD/POA, Weight, and Fuel Commands Automatic Weight Reiteration If plan exceeds max fuel (XMF), then: 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 459 Payload, POD/POA, Weight, and Fuel Commands Automatic Weight Reiteration If plan exceeds max fuel (XMF), then: 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 JetPlan User Manual 460 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 461 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. JetPlan User Manual 462 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 463 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 467 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 467, 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 JetPlan User Manual 468 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 477. For more information on Flight Plan shortcuts, see Chapter 2, “Option Commands.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 471 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. JetPlan User Manual 472 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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.” July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 473 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 JetPlan User Manual 474 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 475 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 old Wa ypoint #1 TOC 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. JetPlan User Manual 476 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 477 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) JetPlan User Manual 478 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 479 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 483 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. JetPlan User Manual 484 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 485 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 JetPlan User Manual 486 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 489 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 JetPlan User Manual 490 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Forward Plans and Messages 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 491 Forward Plans and Messages ACARS Uplink ACARS Uplink The ACARS Uplink feature allows you to forward flight plans or messages directly to the aircraft via an ACARS network. NOTE Presently, special services must be set up or in place before you can uplink a flight plan. Please contact your Jeppesen account manager for more information. The uplink of messages does not require any special setup. To forward a JetPlan transaction using the ACARS Uplink feature, use the following input syntax on the Options command line: 01 OPTIONS ul,[dn],1234,[fm],[rg=tail#] where: • ul is the ACARS Uplink command. • dn is the uplink network, either (AR)INC or (SI)TA. • 1234 represents a JetPlan transaction number. In this case, 1234 is the example transaction number. • fm is the (Flight Management System) FMS type aboard the aircraft. This input is optional if you preset the FMS type parameter in the Customer Aircraft Database (CADB) for the aircraft being used (for example, FY=UF). The three choices are: – UF = Universal Unilink FMS – SF = Smith Industries FMS – HF = Honeywell FMS • rg=tail# is the aircraft’s registration or tail number. When uplinking flight plans, this input is optional only if you preset the Registration Number parameter in the CADB for the aircraft being used (for example, RN=n12345). However, if the aircraft does not have a preset registration number or is not in the CADB at all, you must include this option. NOTE If you omit the registration number when it is required, JetPlan prompts you for the information. JetPlan User Manual 492 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Forward Plans and Messages 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 493 Forward Plans and Messages 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 JetPlan User Manual 494 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Forward Plans and Messages Character Length Control Character Length Control When using the forwarding option, you can specify the number of characters that JetPlan sends with each flight plan, weather request, and message. JetPlan stores default character numbers for each communication service. However, these can be changed in your password attribute file as long as the numbers do not exceed the maximum or minimum length. A nondefault value can be specified during a print and forward request by indicating the character control number after the last address for each communication service. Example: 01 OPTIONS SI4577,QU DENJS7X PAOJD7X/2300 Example: 01 OPTIONS AF4578,FF KSFOXLDI EGKKJPNX/1600 The default, maximum, and minimum character counts are listed in the following table. Table 18-4 Character Length Control Limits Comm Service Default Value Maximum Value Minimum Value AFTN 1200 1800 800 ARINC 2900 3500 1000 SITA 2500 3500 1000 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 495 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 521. 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 500 • “ICAO 2012 Flight Plan Filings” on page 521 • “Domestic U.S. Filing” on page 539 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 499 ATC Filing JetPlan Automatic Filing Program JetPlan Automatic Filing Program IMPORTANT The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL) format occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by default. The automatic filing command, FI, allows you to submit flight plans to the proper ATC authorities for both U.S. Domestic and ICAO flights. Filing a Flight Plan To file a flight plan, type FI followed by the flight plan number (transaction number) on the Options command line. In the following example, a flight plan with the number 1234 is filed. 01 OPTIONS FI1234 NOTE The command and the transaction number are not separated by comma or space. Entering the File (FI) command initiates the JetPlan Automatic Filing Program, which presents a series of command prompts that require your response with specific information about the flight. Much of the information requested at the prompts can be derived from the CADB or other repositories. (See “Database Support for the Filing Program” on page 516.) 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 AIRCRAFT ID OR CALL SIGN 04 TYPE OF FLIGHT 07 WAKE TURBULENCE CATEGORY 09 EQUIPMENT 12 PROPOSED DEPARTURE TIME 18 REMARKS/GENERAL INFORMATION 20 1ST ALTERNATE AIRPORT 21 2ND ALTERNATE AIRPORT 24 ENDURANCE 25 PERSONS ON BOARD 26 COLOR OF AIRCRAFT 27 EMERGENCY RADIO 28 SURVIVAL EQUIPMENT 29 LIFE JACKETS JetPlan User Manual 500 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing 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 502. The Filing Program Command Prompts Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 502 lists the command prompts and the source of the associated data. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 501 ATC Filing 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 521 and for data input restriction information. JetPlan User Manual 502 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing 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 521. • 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 521. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 503 ATC Filing 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 521. • 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 521. • 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 521. • 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) JetPlan User Manual 504 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing 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 521. • 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 521. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 505 ATC Filing 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 521. 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 JetPlan User Manual 506 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 521. 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 538 below). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 507 ATC Filing JetPlan Automatic Filing Program 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 JetPlan User Manual 508 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing JetPlan Automatic Filing Program 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 521. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 509 ATC Filing JetPlan Automatic Filing Program 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 521. JetPlan User Manual 510 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing JetPlan Automatic Filing Program 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 521. 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 521. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 511 ATC Filing JetPlan Automatic Filing Program 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. JetPlan User Manual 512 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing JetPlan Automatic Filing Program 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 513 ATC Filing JetPlan Automatic Filing Program 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. JetPlan User Manual 514 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing 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. 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. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 515 ATC Filing JetPlan Automatic Filing Program Table 19-1 JetPlan Automatic Filing Program Command Prompts (continued) Command Prompt Data Source and Notes 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 538 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 502 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. 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.” JetPlan User Manual 516 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing JetPlan Automatic Filing Program 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.” 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 517 ATC Filing JetPlan Automatic Filing Program 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.” 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. JetPlan User Manual 518 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing JetPlan Automatic Filing Program 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) • 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 519 ATC Filing JetPlan Automatic Filing Program 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. 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... JetPlan User Manual 520 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings ICAO 2012 Flight Plan Filings This section contains information on the ICAO 2012 FPL format, which became the default filing format used by the JetPlan Automatic Filing Program after Jeppesen’s cutover to the ICAO 2012 FPL format on November 14, 2012. IMPORTANT All flight plans filed with Jeppesen flight planning products are filed in the ICAO 2012 format by default. IMPORTANT This document assumes a working knowledge of the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444),” which describes the ICAO 2012 FPL requirements in detail. Summary of ICAO 2012 Changes The following paragraphs describe the ICAO 2012 FPL changes and how the JetPlan customer databases support those changes. ICAO 2012 Changes to Item 10a/b and Item 18 New Item 10a/b EQUIPMENT and Codes ICAO 2012 introduced new EQUIPMENT Item 10a codes for communication and navigation equipment and capabilities and new Item 10b codes for surveillance equipment and capabilities. Database Source: When your CADB Item 10a/b EQUIPMENT (NC2) parameter is configured with these codes, JetPlan automatically inserts the 10a codes before the “/” indicator and the 10b codes after the “/” indicator in Item 10a/b EQUIPMENT on the filing strip. NOTE If you manually override Item 10a/b codes using the command line, be sure to enter the “S” code (if used) first, or some ATC Centers 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 502. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 521 ATC Filing ICAO 2012 Flight Plan Filings R – PBN Approved Item 10a Indicator The PBN Approved (“R”) code in Item10a indicates that the aircraft has Performance Based Navigation (PBN) capabilities. Note that there are dependencies between “R” in Item 10a and Item 18 PBN/. For information, see “New links between Item 10a/b and Item 18” below. Database Source: When the PBN Certified (I1) parameter in the CADB is set to “Yes,” JetPlan automatically inserts an “R” in Item 10a on the filing strip. New or Revised Item 18 Indicators and Definitions The following new or revised Item 18 indicators parameters are available. • Item 18 PBN/ – ICAO codes for the aircraft's PBN capabilities. This indicator must be populated if “R” is in Item 10a and vice versa. • Item 18 COM/ – Communications applications or capabilities not listed in Item 10a. • Item 18 DAT/ – Data capabilities not specified in Item10b. • Item 18 SUR/ – Surveillance application/capability not specified in Item10b. • Item 18 CODE/ – The aircraft address. • Item 18 PER/ – Aircraft performance data. Item 18 indicators must be filed in a prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” Database Source: When an Item 18 indicator parameter is populated in the CADB, JetPlan inserts the stored value in Item 18 on the filing strip in the required order. (See the Help file for the CADB on JetPlan.com or Chapter 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 502. JetPlan User Manual 522 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings 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. • 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 523 ATC Filing ICAO 2012 Flight Plan Filings 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.”) 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 JetPlan User Manual 524 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings Although the FI command remains the same for ICAO 2012 filings, modifications to the 22 OTHER INFORMATION and 18 REMARKS/GENERAL INFORMATION prompts were made. Other changes were made to Delay, Change, and Cancel messages. These changes, which are now the default functionality in the JetPlan Filing Program, are described below. 22 OTHER INFORMATION The 22 OTHER INFORMATION @22 command prompt is not used at all for ICAO 2012 filings. 18 REMARKS /GENERAL INFORMATION Information added with @18 with the FI or CHG command at the 18 REMARKS/GENERAL INFORMATION prompt overwrites all of the Item 18 information that was generated for the flight plan. If you manually override any data in Item 18 using the command line, you must enter all the Item 18 data even if you are changing just some of the data. You must also ensure that the Item 18 indicators are entered in the prescribed order, per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444)” or the filing might be rejected. For a list of Item 18 indicators and codes, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 502. Delay (DLA) Messages The default functionality for DLA messages is as follows: • DLA messages include the Date of Flight (DOF). • 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 528. 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 531. Cancel (CNL) Messages CNL messages include the ETD and DOF. For more information, see “Canceling Filed ICAO Plans” on page 531. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 525 ATC Filing ICAO 2012 Flight Plan Filings 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 516. 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 526 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 521. • Enter a maximum of eight PBN codes in the Item 18 PBN/ parameter. • Enter only numbers and letters for the ICAO 2012 parameters. JetPlan User Manual 526 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings • If making changes at the @09 (EQUIPMENT) prompt, the “S” code (for Standard Equipment) is retained as the first character. (The correct order is implemented automatically when JetPlan derives the Item 10a/b codes from the CADB). Also, E, J,M, P, Q before the slash in Item10a are no longer valid entries, and D in 10b after the slash is no longer valid. • If making changes at the @18 (REMARKS/GENERAL INFORMATION) prompt, be sure to re-enter all the Item 18 data (not just the items you are changing) and enter the indicators in the prescribed order per the “Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANS-ATM, DOC 4444).” For the indicators, see Table 19-1, “JetPlan Automatic Filing Program Command Prompts,” on page 502. (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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 527 ATC Filing ICAO 2012 Flight Plan Filings 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. 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 A CHG message is automatically used for a delay over midnight UTC. See “ICAO 2012 Flight Plan Filings” on page 521. 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. JetPlan User Manual 528 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings 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). 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 529 ATC Filing ICAO 2012 Flight Plan Filings 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 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 JetPlan User Manual 530 You are responsible for ensuring the time is adequately ahead of the ETD. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings 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) 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 531 ATC Filing ICAO 2012 Flight Plan Filings – 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 502. When you submit a change to a previously filed flight plan, the notification sent to ATC includes the CHG lead, as long as the plan has been actually filed. If the plan is still in queue to be filed, the notification sent to ATC appears like any other filing (no CHG lead in the message). CHG messages always contain the ETD and the DOF. Example: 01 OPTIONS FI1184,CHG ENTER QUESTION NUMBER OR GO @18 18 REMARKS/GENERAL INFORMATION -PBN/A1B3B4B5C3C4 ENTER QUESTION NUMBER OR GO GO 20 COMPUTING 11661 (CHG-TEST1-KMSP2300-KLAX-DOF/121109-8/IS-9/B772/H -10/SABCDE1E2E3FGHIJ1J2J3J4J5J6J7KM1M2M3TURWXYZ/D1EU1V1 -15/N0478F430 DCT ONL J114 SNY DCT DBL J60 HEC DCT -18/PBN/A1B3B4B5C3C4) 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 528. 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 JetPlan User Manual 532 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings flight plan because JetPlan automatically prepares the RIF/ data in Item 18 of the ICAO ATS plan for output in the second and third flight plans of the reclear set (for most formats). JetPlan does not prepare this data for output in the first flight plan of the reclear set. NOTE Do not attempt to file the third flight plan of the reclear set. This is the flight plan to the reclear airport. JetPlan does not file this plan. If you request a reclear flight plan compression set with the RCC command, JetPlan prints out the flight plan number to file above the compression plan. Viewing Filing Status and History You can check the status of computed flight plans and search for filing records. Using the STAT Command Entering FI<####>,STAT (where <####> represents the flight plan number) provides the status of a flight plan, whether filed, queued, or canceled. Example: 01 OPTIONS FI2615,STAT 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: July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 533 ATC Filing ICAO 2012 Flight Plan Filings 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> JetPlan User Manual 534 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 535 ATC Filing ICAO 2012 Flight Plan Filings 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 JetPlan User Manual 536 POA PDX Calsign TEST ETD 09/03-00:00 SEQNO 011 STATE SUBMITTED July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. ATC Filing ICAO 2012 Flight Plan Filings 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. FILING SUBMITTED CENTER ~~~~ REFNO SEQNO 10027 011 JetPlan User Manual 537 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 JetPlan User Manual 538 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 539 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. JetPlan User Manual 540 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 541 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) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 545 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. JetPlan User Manual 546 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 562. 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 - July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 547 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. JetPlan User Manual 548 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. 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 compress 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. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 549 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 database settings. The reclear alternate is an optional input on the Reclear command line, but it too can be specifically defined by you or automatically selected by JetPlan. Other options that change or affect the alternate are also available on the Reclear command line. Reclear Point Selection Four different types of inputs can be entered on the Reclear command line to specify a reclear point (fix or waypoint). Three of the input types are user-defined positions, while the fourth type requests JetPlan to determine the reclear point for you. Reclear point types and examples are given below: Waypoint A waypoint on the non-reclear (original) flight plan’s route of flight can be used as a reclear point. You can enter the JetPlan ID for this waypoint or the charted name (NOA or NODAN). Example: Explanation: NODAN is entered as the reclear point. RJAA is the reclear airport, and RJTT is the reclear alternate. 02 RECLEAR NODAN,RJAA,RJTT Distance JetPlan User Manual 550 A distance value from the intended destination (POA) can be used as a reclear point. JetPlan scans the waypoint information in the nonreclear flight plan for the nearest waypoint to the distance value entered. The waypoint on the route of flight found to be the nearest to the selected distance is then used as the reclear point (for example, 400M). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs Example: Explanation: The reclear point is a waypoint on the route of flight that most closely approximates the specified distance (400M) from the intended POA. KSFO is the reclear airport, and KOAK is the reclear alternate. 02 RECLEAR 400M,KSFO,KOAK Coordinate A latitude or longitude value can be used as a reclear point. The value entered must include the hemisphere identifier (N, S, E, or W appended to the value). JetPlan scans the waypoint information in the non-reclear flight plan for the nearest waypoint to the entered coordinate. The waypoint on the route of flight found to be the nearest to the specified coordinate is then used as the reclear point (130W). Example: Explanation: The reclear point is a waypoint on the route of flight that most closely approximates the 130 West longitude. KSFO is the reclear airport and KOAK is the reclear alternate. 02 RECLEAR 130W,KSFO,KOAK Auto Selection Entering $AUTO or $AUTO,D directs JetPlan to automatically select the reclear point. The automatically selected reclear point is a fix (waypoint) on the non-reclear plan’s route of flight. JetPlan determines the reclear point based on the following theory: The optimal reclear point is an equal fuel point. This is the point where the fuel required for the flight from the POD to the reclear airport exactly matches the fuel required for the flight from the POD to the actual POA (with the appropriate reserve fuel included in each scenario). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 551 Reclear Commands Reclear Command Line Inputs To attain the optimal reclear point, JetPlan applies the following methodology: Using a formula to solve for the equal fuel point, JetPlan accurately determines the optimal point. The nearest fix (found on the nonreclear plan’s route of flight) to the optimal point is then selected as the reclear point. NOTE Despite the fact that the reclear point is not precisely the optimal point, the results are very accurate. However, this methodology can produce some odd results, such as backtracking to the reclear airport, or—in the case of both airports (reclear and POA) being in close proximity—long distances between the reclear point and both airports. Example: Explanation: The reclear point is the waypoint on the route of flight that most closely approximates the calculated equal fuel point (as defined previously). KSFO is the reclear airport, and KOAK is the reclear alternate. 02 RECLEAR $AUTO,KSFO,KOAK Automatic Selection of the Reclear Airport and Reclear Alternate You can specify the reclear airport and reclear alternate in the flight plan request by entering the ICAO identifier for each airport in the correct position on the 02 Reclear line. You can also use the automatic selection ($AUTO) option to direct JetPlan to select the best reclear or reclear alternate airport from your customer databases. Automatic Selection and the Customer Databases Before you can apply automatic selection to the reclear airport, you must save candidate reclear airports to the Customer Airport Database (CAPDB). When the request includes the $AUTO reclear airport option, JetPlan looks in the CAPDB for a reclear airport that best meets the internal requirements of the flight plan. JetPlan User Manual 552 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs Configuring the CAPDB for automatic selection of reclear airports Create candidate airport records containing at least the airport name. Only the airport name is required for automatic reclear airport selection, but you can set other parameters in the record also. For information on creating and managing CAPDB records, see the Help file on www.jetplan.com or Chapter 30, “Customer Airport Database.” If you have the appropriate customer preference, you can also configure your Customer Airport Fleet Database (CAPFDB) for automatic selection of the reclear airport. In this case, when the $AUTO option applies to the reclear airport, JetPlan looks first in the CAPFDB for an optimal reclear airport and aircraft fleet type combination. If JetPlan cannot find an acceptable airport in the CAPFDB, it looks for one in the CAPDB. NOTE Your customer preferences must be configured to support using the CAPFDB for automatic selection of the reclear airport. For more information, contact your service manager. Configuring the CAPFDB for automatic selection of reclear airports Create candidate airport fleet records containing the following required values: • Airport name • Aircraft fleet type • Reclear Destination (RC) parameter set to Yes (RC=Y) JetPlan looks for candidate airports in CAPFDB records that contain the airport and fleet type combination that is in the flight plan request. The RC parameter in the record must be set to Y. You can also set other parameter values. For information on creating and managing CAPFDB records, see the Help file on www.jetplan.com or Chapter 30, “Customer Airport Database.” The following example illustrates the use of the $AUTO option for reclear airports. Example: Explanation: Direct JetPlan to select the best reclear airport from the set of available airports in your customer databases. The waypoint, CVC, is the user-specified reclear point. RJTT is the ICAO code for the user-specified reclear alternate. The $AUTO option applies to the reclear airport. 02 RECLEAR CVC,$AUTO,RJTT July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 553 Reclear Commands Reclear Command Line Inputs If your CAPFDB is configured to support automatic selection of the reclear airport, JetPlan looks first in the CAPFDB for an acceptable airport. If JetPlan cannot find an airport in the CAPFDB, or if the database is not configured for automatic selection, JetPlan looks in the CAPDB for a reclear airport that meets the flight plan requirements. Automatic Selection of the Reclear Alternate Airport Before you can apply automatic selection to the reclear alternate airport, you must save candidate alternate airports to the Customer Alternate Database (CALT). When the request includes the $AUTO option for the reclear alternate, JetPlan looks in the CALT for a reclear alternate airport that best meets the flight plan requirements. Configuring the CALT for automatic selection of reclear alternates To configure the CALT to support automatic selection of the reclear alternate, create records for candidate alternate airports. Alternate airport records must contain the following values: • The ICAO identifier of the airport for which the alternate applies. • The ICAO identifier of the alternate airport. • Either a distance value or a route record name from your Customer Route Database (CRDB). To use a route record name rather than a distance value, first store the route in your CRDB. For information about managing the CALT and the CRDB, see the Help file on www.jetplan.com or Chapter 29, “Customer Alternate Database” and Chapter 41, “Customer Route Database.” The following example illustrates the use of the $AUTO option for the reclear alternate airport. Example: Explanation: Direct JetPlan to select the best reclear alternate from the set of alternates available for RJAA in the CALT. The waypoint, CVC, is the user-specified reclear point. RJTT is the user-specified reclear airport. The $AUTO option applies to the reclear alternate. 02 RECLEAR CVC,RJAA,$AUTO JetPlan User Manual 554 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs Applying $AUTO to Multiple Reclear Entries The following examples illustrate the use of the $AUTO option for the reclear airport, reclear alternate, and reclear point. Example: Explanation: Direct JetPlan to first select the best reclear airport from the CAPDB or the CAPFDB (if it is configured to support automatic selection). Then, using the automatically selected reclear airport, JetPlan looks for a corresponding alternate in the CALT. If the reclear airport has no corresponding records in the CALT, an error occurs. CVC is the user-specified reclear point. 02 RECLEAR CVC,$AUTO,$AUTO Example: Explanation: Direct JetPlan to perform the following actions automatically: • Determine your reclear airport • Find a stored alternate for that airport • Find the optimal reclear point based on the identified reclear airport 02 RECLEAR $AUTO,$AUTO,$AUTO You can also use the following entry: 02 RECLEAR $AUTO In this example, the two entries are equivalent. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 555 Reclear Commands Reclear Command Line Inputs Other Reclear Options To this point, the reclear examples provided have included the basic inputs of the reclear point, the reclear airport, and the reclear alternate airport only. However, additional options are available to define certain alternate and reserve situations. These additional options are standard JetPlan options already described in other sections of this manual. The following list identifies the options that you can add to the Reclear command line: Alternate airport distance bias This distance bias works for the reclear alternate in the same manner as the conventional alternate bias. To apply a distance bias to the reclear alternate, enter a slash and the distance value (in nautical miles or kilometers) after the reclear alternate input. Example: 02 RECLEAR 130W,KSFO,KOAK/50 Alternate airport holding time This holding time works for the reclear alternate in the same manner as the conventional alternate holding time. For example, a standard, non-reclear flight plan request might include the following input on the Hold (Alternate/Distance) command line. Example: 07 HOLD,ALTERNATE/DIST 30,EFHK However, in a reclear flight plan, a hold time for the reclear alternate airport is entered on the Reclear command line between the reclear airport input and the reclear alternate input. See the following example. JetPlan User Manual 556 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs Example: Explanation: The input, 45, changes the hold time from the default value of 30 minutes to a hold time of 45 minutes. 02 RECLEAR 400M,ENFB,45,ENGM NOTE The standard (default) holding time value for the reclear alternate is 30 minutes. Enter a different value, like the preceding example, if a time other than 30 minutes is needed. NOTE fuel. Reserve fuel The holding time input does not affect the calculation of international reserve A reserve fuel can be added to the reclear flight via the Reclear command line. The value entered (in minutes) must be prefixed with the letter, I or D. Typically, I stands for island reserve and D stands for domestic reserve, but in this case the two letters are interchangeable. The reserve fuel amount is calculated using the fuel flow from the last cruise segment before Top of Descent (TOD). The input of an alternate airport is optional. The default hold fuel amount for the reclear airport (30 minutes) is eliminated unless specifically added to the request. Example: Explanation: I120 requests 120 minutes of island reserve fuel. 02 RECLEAR 006E,ENFB,I120 These options can be applied to the same flight plan as the options in the next example. Example: Explanation: 120 minute Island reserves and 60 nautical miles bias to reclear alternate airport. 02 RECLEAR 006E,ENFB,I120,ENGM/60 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 557 Reclear Commands Reclear Command Line Inputs Example: Explanation: 120 minute Island reserves and 30 minute hold. 02 RECLEAR 4640,LPLA,I120,30 Route Selection for Reclear JetPlan typically determines the routing from the reclear point to the reclear airport. The Route Optimizer (RO) applies the nav optimize method to make this determination—selecting the best combination of airways and direct segments to complete the route. User-Defined Routing for Reclear Some instances require you to apply your own route input. In that case, you have the following options: Direct route You can request a direct route from the reclear point to the reclear airport by entering the letter D (for direct) between the two inputs on the Reclear command line. Navigational route structure is ignored, and direct segments are created to get from the reclear point to the reclear airport. Example: 02 RECLEAR 5070,D,PANC,PAFA NOTE The entry in the previous example does not work when the reclear waypoint and the reclear airport are both in Area 0. See the next example. Example: Explanation: The reclear point and reclear airport are both in Area 0. Do not use the D input. 02 RECLEAR 4030,LPLA,LPAZ JetPlan User Manual 558 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs NOTE For more information about the Route Optimizer, route areas, and Area 0 route inputs, see Chapter 6, “Route Commands.” You can request a canned (previously stored) track from the reclear point to the reclear airport. A canned track file must be available between the specific reclear point and the specific reclear airport. If the file is available, the route input is as follows: Canned track 02 RECLEAR <reclear point,/three-character canned track name,reclear airport,remainder of input> Example: 02 RECLEAR NINNA,/NP1,PANC,PAFA NOTE rare. Canned tracks are not common on the JetPlan system. Use of this option is Table 20-1 lists the canned tracks that currently exist and are available for this purpose. The table lists the canned track file name (ID) and the start and end points of each track. Table 20-1 Canned Tracks Available for Reclear Routing ID Start/End ID Start/End AN1 JED / LOWW NP7 ONEIL / PAFA AN4 MAG / EDDF NP8 ONEIL / PAKN AN5 CDA / EDDF NP9 ONEMU / RJCC AN6 ALS / EDDF 1AN TEB / EKCH AN7 SORLA / EKCH 2AN SVD / EHAM AN8 CDA / EHAM 3AN IKADA / RJCC AN9 SPB / EFHK 4AN SCORE / RJAA AN0 SPB / ESSA 5AN VACKY / RJAA EE1 VELTA / RJCC 6AN SMOLT / RJAA KA1 NUBDA / RJCC 7AN FORDO / RJAA NP1 NINNA / PANC 8AN JNS / ESSA July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 559 Reclear Commands Reclear Command Line Inputs Table 20-1 SRS route Canned Tracks Available for Reclear Routing (continued) ID Start/End ID Start/End NP2 ONEIL / PANC 9AN AGAMO / EFHK NP3 NINNA / PAFA 0AN AGAMO / ESSA NP6 NINNA / PAKN You can specify an SRS route from the reclear point to the reclear destination. The SRS route entry on the Reclear command line cannot contain more than 68 characters, including spaces. Example: 02 RECLEAR 33N135W,-33N135W CREAN R465 CINNY PIRAT?,KOAK,KSFO where: • 33N135W is the reclear point. • -33N135W CREAN R465 CINNY PIRAT? is the SRS route to the reclear destination. The initial dash (-) delimiter is required for all SRS routes. For detailed information about SRS syntax, see Chapter 6, “Route Commands.” • KOAK is the reclear airport. • KSFO is the reclear alternate Routing when Using the Auto Select Option Routing from the automatically selected reclear point to the reclear airport is determined by the input used, as follows: • If $AUTO is entered, JetPlan’s Route Optimizer uses the nav optimize method for determining the route. This means that the best combination of airways and direct segments within the navigational route structure is used to get from the reclear point to the reclear airport. JetPlan User Manual 560 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Command Line Inputs • If $AUTO,D is entered, JetPlan’s Route Optimizer uses the optimize direct method for determining the route. This means that the navigational route structure is ignored and direct segments are created to get from the reclear point to the reclear airport. NOTE See the Route Commands chapter for more information on the Route Optimizer. Example: 02 RECLEAR $AUTO,RJAA,RJTT (nav optimize) - or 02 RECLEAR $AUTO,D,RJCC,RJCH (optimize direct) July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 561 Reclear Commands Reclear Scenario Review Reclear Scenario Review The following sections review each of the possible plan scenarios when running reclear flight plans. Known Payload This arrival case scenario is used to minimize the required fuel when the payload is a known value. JetPlan applies the following criteria to the calculations and output for the Known Payload case. • JetPlan calculates four flight plans internally, of which the first three are run in the arrival fuel case: – Flight plan 1 – POD to POA with full international reserve fuel. – Flight plan 2 – POD to POA with international reserve fuel from the reclear point. – Flight plan 3 – POD to reclear airport, with full international reserve fuel. – Flight plan 4 – JetPlan compares the fuel amounts required for flight plans 2 and 3 and flags for output the one that requires more fuel. Taking the other plan (the one that requires less fuel), JetPlan recalculates it in a departure fuel case, and flags it for output as flight plan 4. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3 (whichever requires more fuel). Finally, it outputs flight plan 4. Known Takeoff Weight/Optimum Payload This scenario is used to maximize the payload when the takeoff weight is a known value. The following criteria apply to the calculations and output for the “Known Takeoff Weight” case. • JetPlan calculates four flight plans internally, all of which are run in the departure weight case: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point. JetPlan User Manual 562 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Reclear Scenario Review • Flight plan 3 – POD to reclear airport, with full international reserve fuel. • Flight plan 4 – JetPlan compares the payloads calculated for flight plans 2 and 3 and flags for output the one with less payload (the more restrictive of the two). Taking the other plan (the one that provides more payload), JetPlan recalculates it using the lighter payload in a Tanker Fuel/Departure Weight Case. This is flight plan 4, which is also flagged for output. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3, whichever plan allows less payload. Finally, it outputs flight plan 4. Known Takeoff Fuel/Optimum Payload This scenario is used to maximize the allowable payload when the takeoff fuel is a known value. It is frequently used when the “Reclear With Known Takeoff Weight” scenario results in weight or fuel limits exceeded, thus obstructing the output of the reclear flight plans and compression. This can occur on long flights, especially with a strong headwind component. The following criteria apply to the calculations and output for the “Known Takeoff Fuel” case. • JetPlan calculates four flight plans internally, all of which are run in the departure fuel case: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point. • Flight plan 3 – POD to reclear airport, with full international reserve fuel. • Flight plan 4 – JetPlan compares the payloads calculated for flight plans 2 and 3 and flags for output the one with less payload (the more restrictive of the two). Taking the other plan (the one that provides more payload), JetPlan recalculates it using the lighter payload. This is plan 4, which is also flagged for output. • JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3, whichever plan allows less payload. Finally, it outputs plan 4. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 563 Reclear Commands Reclear Scenario Review Known Landing Weight/Optimum Payload This scenario is used to maximize the allowable payload when the landing weight is a known value. It is the least used of all the reclear scenarios because of the payload restrictions calculated during the computations to match weights. The following criteria apply to the calculations and output for the “Known Landing Weight” case. • JetPlan calculates five flight plans internally: • Flight plan 1 – POD to POA with full international reserve fuel. • Flight plan 2 – POD to POA with international reserve fuel from the reclear point. • Flight plan 3 – POD to reclear airport with full international reserve. • Flight plan 4 – JetPlan compares the takeoff weights calculated for flight plans 2 and 3. It then takes the lower takeoff weight amount from the two plans and plugs it into the plan that had the higher takeoff weight and calculates a new plan. This is flight plan 4. In effect, this matches the takeoff weights for flight plans 2 and 3. • Flight plan 5 – In addition to comparing takeoff weights, JetPlan compares the payloads of the two plans that now have the same takeoff weight (flight plan 4 and either plan 2 or 3—whichever originally had the lower takeoff weight). In doing this comparison, JetPlan takes the flight plan with the higher payload and recalculates it using the lower payload amount. This results in flight plan 5. JetPlan needs to match not only the takeoff weights for flight plans 2 and 3, but also the payload and takeoff fuel. This keeps the plans consistent for compression. • JetPlan always outputs flight plan 1. It outputs flight plan 4, which is either flight plan 2 or 3 with the lighter takeoff weight and lesser payload. Finally, it outputs flight plan 5, which is either flight plan 2 or plan 3 rerun in a tanker case to reduce the initially heavier payload to the lighter payload of the other plan. JetPlan User Manual 564 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Landing Burnoff Calculations Landing Burnoff Calculations If you select a reclear point and reclear airport combination that causes one or both of the reclear flight plans to exceed the aircraft's maximum landing weight, JetPlan offers the following two options: 1. Print out an “Exceed Landing Weight” (XLWnnnnn) error and stop the reclear flight planning process. 2. Print out a warning statement and process the reclear flight plans using the aircraft's maximum landing weight. NOTE Both solutions require the use of autoweight, either as an option or as a parameter setting in your ID/Attribute File. See the information on Automatic Weight Reiteration (Autoweight) in Chapter 14, “Payload, POD/POA, Weight, and Fuel Commands.” Contact your Jeppesen account manager for more information. When the first option is chosen, JetPlan uses the maximum landing weight stored in the CADB file, or, in the case of a generic aircraft, in the generic aircraft data file. When the second option is preferred, the following statement appears in reclear flight plans that have exceeded the maximum landing weight: *** WARNING LBO ASSUMED IN LANDING WEIGHT CALCULATION *** LBO is the acronym for landing burnoff. This value is the amount of fuel that needs to be burned off (or dumped) to bring the aircraft’s weight down to the maximum for landing. That value is found in the CADB or generic aircraft data file. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 565 Reclear Commands Examples of Reclear Flight Plans Examples of Reclear Flight Plans This section illustrates examples of reclear flight plans for the following scenarios: • Known payload, arrival fuel case • Unknown payload, departure weight case • Unknown payload, departure fuel case NOTE These examples demonstrate only one compression flight plan. They show the inputs for each set of reclear flight plans, followed by pertinent remarks. Both reclear flight plans (the flight plan to the intended destination with reduced reserves and the flight plan to the reclear airport) output the letter R after the date on the top line of the flight plan. The compression plan outputs the letter C after the date on the top line of the flight plan. Inputs for Known Payload (Arrival Fuel Case) The following inputs were used to obtain the known payload, arrival fuel case scenario reclear flight plans. (See plans numbered 8120, 8124, 8129 in “Reclear Example Output” on page 569.) Example: 01 OPTIONS FP,RC,SP 02 POD KJFK/CYQX 03 POA LYBE/EINN 06 ROUTE P/Z/J 07 HOLD,ALTERNATE/DIST 30,LQSA 08 ETD 0100 09 PROFILE C 10 A/C TYPE/REGN $DC8-73 11 CRUISE MODE M80 14 PAYLOAD 65000 16 POD OR POA FUEL A0,I The first flight plan (8120), KJFK to LYBE with full international reserve fuel, requires 109,203 pounds of fuel. The more restrictive reclear plan requires only 101,612 pounds of fuel. JetPlan User Manual 566 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Examples of Reclear Flight Plans The flight plan (8124) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan from KJFK to EDDF (8129) with full international reserve fuel, which shows 5,200 pounds extra fuel. The compression flight plan (8136) has a header composed of the data from the two reclear plans (8124 and 8129). It has two complete flight plan bodies: (1) KJFK to LYBE and (2) KJFK to EDDF. Only the compression header is illustrated in the text. Inputs for Unknown Payload (Departure Weight Case) The following inputs were used to obtain the “unknown payload, departure weight case” scenario reclear flight plans. (See plans numbered 8152, 8164, and 8171 in “Reclear Example Output” on page 569.) Example: 01 OPTIONS FP,RC,SP 02 POD KJFK/CYQX 03 POA LYBE/EINN 06 ROUTE P/Z/J 07 HOLD,ALTERNATE/DIST 30,LQSA 08 ETD 0100 09 PROFILE C 10 A/C TYPE/REGN $DC8-73 11 CRUISE MODE M80 14 PAYLOAD ZW 16 POD OR POA WT DM,I Notice the payload differences between the first, second, and third flight plans. The first plan (8152) allows 69,765 pounds payload without taking advantage of the reclear option. The payload increases to 75,984 pounds in the reclear plans (8164 and 8171). The flight plan (8164) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan (8171) from KJFK to EDDF with full international reserve fuel, which shows 5,321 pounds extra fuel. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 567 Reclear Commands Examples of Reclear Flight Plans Inputs for Unknown Payload (Departure Fuel Case) The following inputs were used to obtain the “unknown payload, departure fuel case” scenario reclear flight plans. (See plans numbered 8173, 8180, and, 8182 in “Reclear Example Output” on page 569.) Example: 01 OPTIONS FP,RC,SP 02 POD KJFK/CYQX 03 POA LYBE/EINN 06 ROUTE P/Z/J 07 HOLD,ALTERNATE/DIST 30,LQSA 08 ETD 0100 09 PROFILE C 10 A/C TYPE/REGN $DC8-73 11 CRUISE MODE M80 14 PAYLOAD F 16 POD OR POA FUEL D100000,I All three flight plans were calculated based on a takeoff fuel load of 100,000 pounds. Notice the payload differences between the first, second, and third flight plans. The first plan (8173) allows 35,203 pounds payload without taking advantage of the reclear option. The payload increases to 57,710 pounds in the reclear plans (8180 and 8182). The flight plan (8180) from KJFK to LYBE with international reserve fuel from the reclear point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than the flight plan (8182) from KJFK to EDDF with full international reserve fuel, which shows 5,206 pounds extra fuel. JetPlan User Manual 568 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Examples of Reclear Flight Plans Reclear Example Output This section contains examples of flight plan output. July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 569 Reclear Commands Examples of Reclear Flight Plans The user input on 02 RECLEAR for this flight plan is: 02 RECLEAR KOK,EDDF,EDDM JetPlan User Manual 570 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Examples of Reclear Flight Plans The user input on 01 OPTIONS to compress these plans is: 01 OPTIONS CM8124,8129 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 571 Reclear Commands Examples of Reclear Flight Plans The user input on 02 RECLEAR for this flight plan is: 02 RECLEAR KOK,EDDF,EDDM JetPlan User Manual 572 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Examples of Reclear Flight Plans July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 573 Reclear Commands Examples of Reclear Flight Plans The user input on 02 RECLEAR for this flight plan is: 02 RECLEAR KOK,EDDF,EDDM JetPlan User Manual 574 July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. Reclear Commands Decision Point Procedure Decision Point Procedure Decision Point Procedure (DPP) is a EU-OPS compliant fuel policy (Reg. 1.255) which allows you to legally reduce international fuel reserves. It is available only to those customers with the EU-OPS attribute set in their ID/Attribute File (contact Jeppesen Customer Service for this attribute setting). The policy requires that the operator carry reserves based on one of two scenarios: • Contingency fuel equaling no less than 5% of the estimated fuel consumption from the decision point to the destination airport - or • Contingency fuel equaling no less than 3% of the estimated fuel consumption from the departure airport to the enroute alternate. DPP Usage DPP is used in conjunction with the Reclear and Flight Plan commands on the Options command line. The following example demonstrates a Decision Point Procedure entry. Example: 01 OPTIONS FP,RC,DPP Using the figure below, JetPlan produces the following outputs: 1. A long or short plan (per user’s request) from POD to POA with a full international fuel reserve policy of 5%. 2. A short plan from POD to POA (via Decision Point) with international reserve fuel of 5% computed from Decision Point to POA (second plan). July 17, 2023 © 2003-2023 Jeppesen. All rights reserved. JetPlan User Manual 575 Reclear Commands Decision Point Procedure 3. A short plan from POD to reclear airport (via Decision Point) with full international fuel reserve policy of 3% (third plan). In both plans 2 and 3, the total amount of fuel carried is the greater of those two fuel scenarios. 4. For those users with formats that are compressible, a compressed plan can be attained entering the CM command on the Options command line. A compression plan can also be attained automatically by using the RCC command on the Options command line. Example: 01 OPTIONS FP,RCC,DPP EU-OPS Attribute As stated previously, the DPP option is only available to those customers with the EU-OPS attribute set in the ID/Attribute File. The following information depicts how JetPlan handles computations when the proper attribute is set and when it is not. • EU-OPS ID attribute set – User invokes the RC option: JetPlan conducts the reclear planning sequence using the fuel reserve policy stored in the ID/Attribute File (for example, 5%) and according to the current functionality. – User invokes the RC,DPP options: JetPlan conducts the DPP planning sequence in agreement with EUOPS 1.