Escolar Documentos
Profissional Documentos
Cultura Documentos
Version
Release Date
7.0
19 February 2015
Changes
In the Route Commands chapter, information on the updated
ERAD flight plan option (ERAD 2.0) has been added.
In the Scenario Database chapter, the definition of the
Optimization Type parameter has been revised with the new
ERAD 2.0 option, Trajectory Optimized RAD Compliant Route
Selection.
In the Route Commands chapter, information on the North
Atlantic Data Link Mandate has been added.
In the Customer Aircraft Database and Route Constraint
Database chapters, the AUSEP Approved Certification parameter
has been removed because the parameter is no longer in use.
In the Aircraft Fleet Database chapter, the input value has been
revised for the Time-Limited Systems Cruise FL parameter.
In the MEL Database chapter, command-line codes for the
ICAO 2012 degradation parameters have been added.
Brief Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHAPTER 1
JetPlan Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CHAPTER 2
Option Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
CHAPTER 3
Point of Departure and Point of Arrival Commands . . . . . . . . . . . . . . . . 61
CHAPTER 4
Restricted Area Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
CHAPTER 5
4D Avoid and Alert Restrictive Airspaces . . . . . . . . . . . . . . . . . . . . . . . 103
CHAPTER 6
Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
CHAPTER 7
Hold-Alternate Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
CHAPTER 8
Estimated Time of Departure Commands . . . . . . . . . . . . . . . . . . . . . . 285
Brief Contents
CHAPTER 9
Profile Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
CHAPTER 10
Aircraft Type Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
CHAPTER 11
Cruise Mode Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
CHAPTER 12
Cost Index Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
CHAPTER 13
Operational Weight Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
CHAPTER 14
Payload, POD/POA, Weight, and Fuel Commands . . . . . . . . . . . . . . . 391
CHAPTER 15
Fuel Off/On and Payload Off Commands . . . . . . . . . . . . . . . . . . . . . . 451
CHAPTER 16
Departure and Arrival Bias Commands . . . . . . . . . . . . . . . . . . . . . . . . 457
CHAPTER 17
Message Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
CHAPTER 18
Forward Plans and Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
CHAPTER 19
ATC Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489
CHAPTER 20
Reclear Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537
CHAPTER 21
ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
CHAPTER 22
Overwater Driftdown and Terrain Analysis . . . . . . . . . . . . . . . . . . . . . 573
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Brief Contents
CHAPTER 23
Optimal Scenario Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
CHAPTER 24
Enroute Charges and FIR Traversal . . . . . . . . . . . . . . . . . . . . . . . . . . 649
CHAPTER 25
Archiving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663
CHAPTER 26
Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
CHAPTER 27
Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773
CHAPTER 28
Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 791
CHAPTER 29
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801
CHAPTER 30
Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825
CHAPTER 31
City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 849
CHAPTER 32
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861
CHAPTER 33
Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885
CHAPTER 34
Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 893
CHAPTER 35
Minimum Equipment List Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 919
CHAPTER 36
Master Database (MDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 949
Brief Contents
CHAPTER 37
Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 961
CHAPTER 38
Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 971
CHAPTER 39
Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1035
CHAPTER 40
Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1053
CHAPTER 41
Customer Schedule Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1067
CHAPTER 42
Coded Departure Routes Database . . . . . . . . . . . . . . . . . . . . . . . . . 1079
CHAPTER 43
Customer Controlled Avoid and Alert Database . . . . . . . . . . . . . . . . 1087
CHAPTER 44
User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . 1091
CHAPTER 45
Weather Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1095
CHAPTER 46
Text Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1105
CHAPTER 47
Graphic Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123
CHAPTER 48
JEPPFAX Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1169
CHAPTER 49
Vertical Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1173
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Tables
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Introduction
About JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About this Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Document Overview and Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
User ID and Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Default Flight Plan Output Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Support Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
4
4
5
5
5
7
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Understanding the Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Information Provided by the CADB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Optional Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
21
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Flight Plan Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
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30
32
36
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42
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54
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61
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specifying Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airport Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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64
ETP Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Determination of Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interval Halving Between Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variations in ETP Calculation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Default ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETP and Diversion Airport Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Station Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
In-Flight Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Running In-Flight-Start ETP Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Taxi Parameters in the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Ad Hoc Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Adding the Taxi-Out Value to the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Takeoff Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
89
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
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Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creation of the Initial CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . .
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116
Working with the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . . 118
Understanding the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . 118
Using the CCAA, CCAAN, and CCAAF Options . . . . . . . . . . . . . . . . . . . . . . . . 120
Using the CCAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Using the CCAAN Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Using the CCAAF Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
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ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface
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ORBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
ORB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
ORB and RAT Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
305
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Flight Rule Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the JetPlan Aircraft Library (Generic Aircraft) . . . . . . . . . . . . . . . . . . . . .
Retrieving Library Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retrieving Generic Aircraft Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Applying a Generic Aircraft to a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
323
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325
328
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333
335
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Determining an Aircrafts Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
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Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Cost Index Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Requirements and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Static Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Dynamic Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index vs. Other Economy Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Operational Weight Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
391
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload, Fuel, and Weight Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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429
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
429
431
431
432
Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options . . . . . 432
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK2/TANK2X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK3/TANK3X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Bonded Fuel Prices in Tankering Calculations . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tanker Limiting Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xviii
433
435
436
438
439
440
440
441
442
444
444
445
Contents
451
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading and Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
453
454
454
454
455
457
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure and Arrival Biases and the Customer Aircraft Database . . . . . . . . . . .
Climb/Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Fuel Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Time Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
459
459
460
460
460
461
461
462
463
463
464
469
Creating Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Packaging JetPlan Products in Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combining Products Using the MG Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Message No Number - MGNN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
471
472
473
474
475
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTN, ARINC, and SITA Designators and Priority Codes . . . . . . . . . . . . . . . . . .
AFTN Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARINC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SITA Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fax Forwarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
477
478
479
479
480
480
xix
Contents
489
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
Filing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
The Filing Program Command Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Support for the Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Customer Aircraft Database (CADB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Flight Brief Database (FBDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . .
The Customer Preference Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The JetPlan Flight Plan Filing Database (FDB) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overriding the Flight Plan Filing Database . . . . . . . . . . . . . . . . . . . . . . . . .
493
508
508
510
510
510
511
513
521
521
522
523
523
524
524
526
526
537
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plan Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Commands, Options, and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Command Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xx
539
540
541
543
544
Contents
554
554
554
555
556
557
558
558
559
559
560
566
566
569
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
573
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575
FAR Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575
FAR 121.191 One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
FAR 121.193 Two Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
584
585
585
586
587
588
xxi
Contents
595
597
598
598
600
602
603
603
605
608
613
615
617
620
623
627
628
629
630
631
633
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
Internal Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
Internal and External Scenario Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
OSA Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OSA Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic OSA Examples And Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Explicit External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Explicit External Scenario Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Outcome Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Optimizing Direct vs. Specific Route Selector (SRS) Great Circle . . . . . . . . . . . .
638
638
640
641
642
643
644
645
xxii
Contents
649
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Enroute Charges Through JetPlanIII . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generating an Ad Hoc Enroute Charges Report . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing Exchange Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
651
652
653
656
663
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 665
Enroute Charges Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666
Archive Commands (EC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
668
668
669
669
Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive and Report Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cosmic Radiation Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive Commands (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
670
671
672
673
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
673
674
674
674
679
681
682
683
684
688
690
690
692
695
704
705
706
707
710
711
xxiii
Contents
716
719
722
729
736
737
738
738
739
743
746
748
749
How the CADB Supports the ICAO 2012 Filed Flight Plan Format . . . . . . . . . . . . . .
Related Customer Database Changes for ICAO 2012 . . . . . . . . . . . . . . . . . . . . . . . . .
Before Using the ICAO 2012 CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: ICAO 2012 Certification and Equipment Section . . . . . . . . . . . . .
749
752
752
753
754
773
775
775
778
789
789
791
xxiv
Contents
801
803
804
821
821
825
827
827
828
843
843
849
851
852
858
858
xxv
Contents
861
885
887
887
888
890
890
893
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Brief Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
898
914
914
914
919
xxvi
Contents
How the MEL Database Supports the ICAO 2012 FPL . . . . . . . . . . . . . . . . . . . . 922
Before Using the ICAO 2012 MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . 923
942
942
944
944
945
947
949
951
952
954
954
961
963
964
964
964
964
966
966
xxvii
Contents
971
973
973
974
976
977
978
978
984
987
987
xxviii
Contents
1028
1029
1030
1030
1031
1031
1032
1032
1032
1033
1035
1039
1040
1041
1043
1053
1055
1056
1062
1062
xxix
Contents
1067
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interaction Between the CSDB and the Customer Aircraft Database . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1069
1070
1071
1071
1076
1076
1076
1077
1078
1079
1081
1082
1083
1083
1087
1091
1095
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Reference Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hourly Reports, Special Observations, and Terminal Forecasts . . . . . . . . . . . . .
Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Reports/Complete Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Weather Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxx
1097
1098
1101
1101
1101
1102
1103
Contents
1105
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types Of Weather Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terminal Forecasts And Surface Observations . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface Observations And Special Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1107
1108
1108
1108
1109
Terminal Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Area Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTAMs - Jeppesen NOTAM Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Winds and Temperatures Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Reports - PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1111
1111
1112
1113
1115
SIGMETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
SIGMETs, AIRMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
Convective SIGMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116
1123
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Weather Maps Through JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caribbean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
East Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe/Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indian Ocean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1116
1117
1117
1118
1118
1119
1119
1119
1121
1122
1125
1125
1126
1126
1128
1130
1132
1133
1135
1137
1139
1141
1143
1145
xxxi
Contents
North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1146
1149
1151
1152
1154
1157
1159
1161
1162
1163
1164
1165
1166
1169
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
1173
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175
Shear Value Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1176
xxxii
Tables
JetPlan Command-Line Interface
Table 1-1:
Table 1-2:
Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
JetPlan Interface Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Option Commands
21
Table 2-1:
Table 2-2:
Table 2-3:
Table 2-4:
Table 2-5:
Table 2-6:
Table 2-7:
Table 2-8:
Table 2-9:
Table 2-10:
Table 2-11:
Table 2-12:
Table 2-13:
Table 2-14:
24
26
30
32
36
37
42
44
46
54
55
56
56
57
89
Tables
103
Route Commands
Table 6-1:
Table 6-2:
Table 6-3:
Table 6-4:
Table 6-5:
Table 6-6:
Table 6-7:
Table 6-8:
Table 6-9:
Table 6-10:
Table 6-11:
137
Internal Identifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Eastbound Examples) . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Westbound Examples) . . . . . . . . . . . . . . . . . . . .
North American Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAT DLM Phase 2A Required Item 10a/b Equipment . . . . . . . . . . . .
Route Inputs Supported with ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . .
Route Inputs Planned for a Future Version of ERAD . . . . . . . . . . . . . .
Route Inputs Not Supported or Not Recommended for Use with ERAD
FP_CDR Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hold-Alternate Commands
Table 7-1:
Table 7-2:
Table 7-3:
Table 7-4:
Table 7-5:
251
Profile Commands
Table 9-1:
152
165
166
166
167
168
172
187
188
188
192
261
275
276
277
281
305
335
CAPDB CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB CI Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACI Cost Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Operating Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxxiv
365
371
372
376
378
Tables
Table 12-5:
Table 12-6:
Table 12-7:
Table 12-8:
Table 12-9:
Table 12-10:
391
408
418
420
421
422
423
424
425
429
433
440
475
ATC Filing
Table 19-1:
Table 19-2:
Table 19-3:
Table 19-4:
378
379
380
381
382
382
478
478
479
482
487
489
JetPlan Automatic Filing Program Command Prompts . . . . . . . . . . . . .
Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Commands
494
516
528
529
537
xxxv
Tables
573
579
580
590
595
598
598
600
602
603
606
609
627
649
Archiving
663
xxxvi
679
685
690
692
696
704
706
707
709
710
712
716
719
723
730
Tables
Table 26-15:
Table 26-16:
Table 26-17:
Table 26-18:
Table 26-19:
Table 26-20:
Table 26-21:
Table 26-22:
Table 26-23:
Table 26-24:
Table 26-25:
Table 26-26:
Table 26-27:
Table 26-28:
737
738
738
739
741
741
741
742
743
746
751
755
768
771
773
776
778
790
790
791
801
825
828
844
845
847
xxxvii
Tables
849
861
866
869
880
881
883
885
893
919
949
952
955
956
957
961
xxxviii
Tables
971
1035
Scenario Database
1037
1045
1048
1050
1053
1067
1079
Table 42-1: Customer Coded Departure Routes (CDRs) Database Parameters . . . 1082
Table 42-2: Coded Departure Routes Database File Maintenance Commands . . . . 1084
Table 42-3: Coded Departure Route Database File Display Commands . . . . . . . . 1085
Weather Introduction
1095
xxxix
Tables
Text Weather
Table 46-1:
Table 46-2:
Table 46-3:
Table 46-4:
Table 46-5:
Table 46-6:
Table 46-7:
Table 46-8:
Table 46-9:
Table 46-10:
Table 46-11:
Table 46-12:
Table 46-13:
Table 46-14:
Table 46-15:
1105
Graphic Weather
Table 47-1:
Table 47-2:
Table 47-3:
Table 47-4:
Table 47-5:
Table 47-6:
Table 47-7:
Table 47-8:
Table 47-9:
Table 47-10:
Table 47-11:
Table 47-12:
Table 47-13:
Table 47-14:
Table 47-15:
Table 47-16:
Table 47-17:
xl
1123
1109
1109
1110
1111
1112
1112
1115
1116
1116
1117
1117
1118
1118
1119
1120
1126
1126
1126
1127
1127
1128
1128
1128
1129
1129
1130
1130
1130
1130
1131
1132
1132
Tables
Table 47-18:
Table 47-19:
Table 47-20:
Table 47-21:
Table 47-22:
Table 47-23:
Table 47-24:
Table 47-25:
Table 47-26:
Table 47-27:
Table 47-28:
Table 47-29:
Table 47-30:
Table 47-31:
Table 47-32:
Table 47-33:
Table 47-34:
Table 47-35:
Table 47-36:
Table 47-37:
Table 47-38:
Table 47-39:
Table 47-40:
Table 47-41:
Table 47-42:
Table 47-43:
Table 47-44:
Table 47-45:
Table 47-46:
Table 47-47:
Table 47-48:
Table 47-49:
Table 47-50:
Table 47-51:
Table 47-52:
Table 47-53:
1132
1132
1133
1133
1134
1134
1134
1135
1135
1136
1136
1136
1137
1137
1137
1138
1138
1139
1139
1140
1140
1141
1141
1141
1142
1142
1143
1143
1143
1143
1144
1144
1145
1145
1145
1145
xli
Tables
Table 47-54:
Table 47-55:
Table 47-56:
Table 47-57:
Table 47-58:
Table 47-59:
Table 47-60:
Table 47-61:
Table 47-62:
Table 47-63:
Table 47-64:
Table 47-65:
Table 47-66:
Table 47-67:
Table 47-68:
Table 47-69:
Table 47-70:
Table 47-71:
Table 47-72:
Table 47-73:
Table 47-74:
Table 47-75:
Table 47-76:
Table 47-77:
Table 47-78:
Table 47-79:
Table 47-80:
Table 47-81:
Table 47-82:
Table 47-83:
Table 47-84:
Table 47-85:
Table 47-86:
Table 47-87:
Table 47-88:
Table 47-89:
xlii
1146
1146
1147
1147
1148
1148
1149
1149
1149
1150
1150
1151
1151
1151
1151
1152
1152
1153
1153
1154
1154
1154
1155
1155
1156
1156
1157
1158
1158
1158
1159
1159
1160
1160
1161
1161
Tables
Table 47-90: Type: Surface & Low-level Significant Weather (U.S. North Central)
Table 47-91: Type: Satellite (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-92: Type: Radar (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-93: Type: Surface & Low-level Significant Weather (U.S. Northeast) . . .
Table 47-94: Type: Aviation Hazards (U.S. Northeast) . . . . . . . . . . . . . . . . . . . . . .
Table 47-95: Type: Satellite (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-96: Type: Radar (U.S. Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-97: Type: Surface & Low-level Significant Weather (U.S. Northwest) . .
Table 47-98: Type: Satellite (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-99: Type: Radar (U.S. South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-100:Type: Surface & Low-level Significant Weather (U.S. South Central)
Table 47-101:Type: Aviation Hazards (U.S. South Central) . . . . . . . . . . . . . . . . . . .
Table 47-102:Type: Satellite (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-103:Type: Radar (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-104:Type: Surface & Low-level Significant Weather (U.S. Southeast) . . .
Table 47-105:Type: Aviation Hazards (U.S. Southeast) . . . . . . . . . . . . . . . . . . . . . .
Table 47-106:Type: Satellite (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-107:Type: Radar (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 47-108:Type: Surface & Low-level Significant Weather (U.S. Southwest) . .
Table 47-109:Type: Aviation Hazards (U.S. Southwest) . . . . . . . . . . . . . . . . . . . . . .
1161
1162
1162
1162
1163
1163
1163
1163
1164
1164
1164
1165
1165
1165
1165
1166
1166
1166
1167
1167
xliii
Introduction
Introduction
About JetPlan
About JetPlan
Welcome to JetPlan, the complete flight planning and aviation data system provided by
Jeppesen, a world leader in aviation information and services. JetPlan is the core engine
behind flight-planning user interfaces such as JetPlanner, Jeppesen Dispatch Control, and
JetPlan.com. JetPlan features include but are not limited to:
Flight plan optimization
Weather and NOTAM information
Automated flight plan filing
Customized customer databases
Once you enter JetPlan through any of its user interfaces, you can access an extensive range of
flight planning features and information. Simply submit your inputs to JetPlan, and it
calculates or retrieves the information you need. Whether you are requesting a local terminal
area forecast (TAF) or computing a flight plan that traverses half the globe, JetPlan is your
resource for increased efficiency and for aviation information.
Introduction
About this Manual
The JetPlan User Manual provides information on requesting, retrieving, and maintaining
JetPlan information. This manual covers the general principles behind user inputs and the
resulting JetPlan calculations and output, providing valuable information to users of any of the
interfaces to JetPlan. These interfaces include the traditional JetPlan interactive Question and
Answer command-line interface and graphical user interface (GUI) applications such as
JetPlanner, JetPlan.com, and Jeppesen Dispatch Control.
NOTE Notes are offset as shown here. They provide important information to
consider when using JetPlan.
Introduction
Getting Started
Getting Started
The following sections describe what you need to get started using JetPlan.
Introduction
Getting Started
PLAN 0791
NONSTOP COMPUTED 2159Z
06/20/07
G5
LBS
AV PLD
001200
OPNLWT
048000
..
..
..
.. ....
.. ....
.. ....
FIRS
KZLC/0035
. ..
. ..
. ..
..
..
..
MCS
ETR
FU
FR
FF/E
.. . .. .
.. . .. .
.. . .. .
. ..
..
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
Introduction
Getting Started
Format Definitions
Attribute settings define the layout and design of your flight plan
output, the measurement units used in the flight plan output (metric or
English), and specific calculation methods.
Feature Options
Some attribute settings enable you use a feature that may not be
available without consent from Jeppesenfor example, Enroute
Charges or Optimal Scenario Analysis. Other settings support the
automatic application of certain features that would normally require
a manual input in the flight plan request, such as the Autoweight
option. (Any settings that are automatically applied can always be
overridden with manual inputs.)
Introduction
Getting Started
C HAPTER 1
JetPlan Command-Line
Interface
Overview
You can access the JetPlan flight planning functionality through the traditional Question and
Answer command-line interface and through the Jeppesen graphical user interface (GUI)
products that interface with JetPlan, such as JetPlanner, JetPlan.com, and Jeppesen Dispatch
Control. In addition, some JetPlan customers, such as large commercial airlines, have
developed in-house software applications that interface with JetPlan. Most customers now use
one of the GUI interfaces to use JetPlan, but some customers still use the command-line
interface.
This manual covers JetPlan flight-planning concepts relevant for users of any of the JetPlan
interfaces. Each product interfacing with JetPlan also has its own user documentation that
describes how to use that product to perform specific flight-planning tasks. The JetPlan User
Manual provides examples of using command-line prompts to perform flight-planning tasks.
11
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
ENTER PASSWORD
01 OPTIONS
02 POD
12
Command-Line Prompts
Table 1-1
Command-Line Prompt
Description
03 POA
05 RESTRICTED AREA
06 ROUTE
07 HOLD,ALTERNATE/DIST
08 ETD
09 PROFILE
10 A/C TYPE/REGN
13
Table 1-1
Command-Line Prompt
Description
11 CRZ MODE
12 PRFM INDEX
13 OPERATIONAL WT
14 PAYLOAD
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 WT
14
Table 1-1
Command-Line Prompt
Description
17 RESERVE
17 MAX FUEL
15
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
16
17
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
07 HOLD, ALTERNATE/DIST
//HLD or //ALT
08 ETD
//ETD
09 PROFILE
//FLV
10 A/C TYPE/REGN
//AC or //ADB
11 CRZ MODE
//CRZ
12 PRFM INDEX
//PRF
13 OPERATIONAL WT
//OEW
14 PAYLOAD
//PLD
15 FUEL OFF/ON
//RF
//DFL or //AFL
16 POD OR POA WT
//DWT or //AWT
18
Batch Keywords
Notes
//RES or //MVR
18 CLIMB FUEL,TIME,DIST
BIAS
//DBS
19 DESCENT FUEL,TIME,DIST
BIAS
//ABS
19
C HAPTER 2
Option Commands
Option Commands
Overview
Overview
This chapter explains and defines the various command and option codes available for input
on the JetPlan Options command line. The Options command line refers to the 01 OPTIONS
prompt in line mode. On this line, you can enter commands and options for flight planning,
weather information, message and data transmission, reference material, and the customer
databases.
NOTE The total number of command and option inputs on the Options command
line must not exceed 240 characters.
23
Option Commands
Flight Plan Command
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
Command
Explanation
FP
SC,FLT
24
Option Commands
Flight Plan Command
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 holdersfor
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 holdersfor 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)
25
Option Commands
Flight Plan Command
Option
Explanation
FP,xxx
FP,AP
FP,LP
Long Plan Output Option. The Long Plan code provides the entire flight plan
output; nothing is omitted. This format is generally the default output format.
Typically, this option is used when the first plan is in the Short Plan format,
and the user wants to see the entire output of that plan.
FP,SP
Short Plan Output Option. The SP code delivers the top portion of the flight
plan output only. This output includes the fuel block totals and route
summary. The point-by-point body of the flight plan is omitted.
(Format Specific)
FP,RP
Route Proof Output Option. The RP code provides route summary and total
mileage output only. All other flight plan output is omitted. This option is
useful for checking distance and route information before you request the
more data-intensive short or long flight plan format outputs.
After reviewing the Route Proof information, you can choose to enter FP at
the next 01 OPTIONS prompt and then GO at the next prompt to compute a
flight plan in a more complete form.
NOTE For information on the GO command and changing flight plan inputs,
see Flight Plan Shortcuts on page 54.
FP,TP
26
Option Commands
Flight Plan Command
Table 2-2
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
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
27
Option Commands
Flight Plan Command
Table 2-2
Option
Explanation
FP,KILO
FP,KM
FP,LBS
FP,NM
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
28
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.
Option Commands
Flight Plan Command
Table 2-2
Option
Explanation
FP,OPGF
Winds and Temperatures Aloft Output Option. The OPGF option instructs
JetPlan to attach forecast data for each enroute waypoint to the end of the
calculated flight plan. (This option only works with certain formats).
(Format Specific)
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
Captains 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 captains 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)
Dispatchers Name Output Option. The dispatchers name option is only for
formats that have been modified to include this information. The option
enables you to insert the name of the flights dispatcher into the plan output.
The maximum number of characters is 40.
For example:
FP,DSP/C PARK
FP,FOF/xxxxx...
(Format Specific)
First Officers Name Output Option. The first officers name option is only
for formats that have been modified to include this information. The option
enables you to insert the name of the flights first officer into the flight plan.
The maximum number of characters is 40.
For example:
FP,FOF/G NGUYEN
29
Option Commands
Flight Plan Command
Table 2-2
Option
Explanation
FP,FEN/xxxxx...
Flight Engineers Name Output Option. The flight engineers 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
NOTE These options have nothing to do with text and graphic (map) weather
products available through the Weather Services portion of JetPlan.
Table 2-3
Option
Explanation
FP,WXADF
ADF Weather Option. The WXADF option instructs JetPlan to use the
National Weather Service Database in the flight plan computation rather than
your default weather database. The National Weather Service Database is
used in Aviation Digital Format, 2.5 calibration between 20 and 70 north
and 20 and 70 south latitudes. This database contains current winds and
temperature data, collected and compiled by the U.S. National Weather
Service within the previous 24 hours.
FP,WXNWS
NWS Weather Option. The WXNWS option instructs JetPlan to use the
National Weather Service Database (1.25 calibration) in the flight plan
computation rather than your default weather database. This database
contains current winds and temperature data, collected and compiled by the
U.S. National Weather Service within the previous 24 hours.
FP,WXRUC
Rapid Update Cycle Winds Option. The WXRUC option instructs JetPlan to
use the Rapid Update Cycle Database in the flight plan computation rather
than your default weather database. The RUC is a numerical analysis and
forecasting system designed to give accurate forecasts in the 012 hour time
frame.
30
Option Commands
Flight Plan Command
Table 2-3
Option
Explanation
FP,WXUK
FP,W()###,()##
FP,WH##
FP,WS##(##),R##
31
Option Commands
Flight Plan Command
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
FP,NX
32
Option Commands
Flight Plan Command
Table 2-4
Option
Explanation
FP,CRAM
FP,NOCRAM
FP,ERAD
FP,LA
FP,MA
FP,RN
33
Option Commands
Flight Plan Command
Table 2-4
Option
Explanation
FP,NOERA
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 plans 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
34
Option Commands
Flight Plan Command
Table 2-4
Option
Explanation
FP,TR
FP,OWATAN
FP,OWATAA
35
Option Commands
Flight Plan Command
Option
Explanation
FP,AW
FP,NOAW
36
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).
Option Commands
Flight Plan Command
Option
Explanation
FP,EUETS
EU ETS Option. This option supports ad hoc requests for CO2 calculations
that are then included in the flight plan output.
When the EU ETS emission computation is performed, JetPlan reports the
EU ETS distance as equal to the Great Circle Distance (GCD) in kilometers
from the POD to the POA plus 95 kilometers. The latitude/longitude
coordinates of the POD and POA and the GCD between them are computed
in compliance with the WGS-84 standard.
EU ETS emissions results are returned in metric units (metric tons and
kilometers), regardless of the units used for the rest of the flight plan. The
EU ETS outputs are available for archiving by utilizing the archiving options
with an XML (X09) format.
Prerequisite: The Fuel Type parameter must be set for the aircraft record in
the CADB before you can use the EU ETS option. Otherwise, JetPlan returns
an error.
You can also implement the EU ETS option by setting the EU-ETS
Emissions Flag in the Flight Brief Database. For more information, see
Chapter 34, Flight Brief Database.
NOTE Contact your Jeppesen account manager for information about
compatible flight plan formats or to arrange to have your format modified.
FP,RC or FP,RCC
Reclear Option. The RC option invokes the Reclear feature. This option lets
you enter the inputs necessary to perform a reserve fuel recalculation, which
can legally reduce the international reserve fuel carried.
The purpose of Reclear is to increase payload or extend mileage. It generally
includes output for the original flight plan with full international reserves, a
recleared plan to the original destination with reduced reserves, and a
recleared plan to a user-specified reclear airport with full international
reserves.
The RCC option is format-specific, meaning the output created by this
option depends on your format. It provides flight plan information for each
of the reclear plans mentioned above, but in a compressed layout.
Compression Print Command. Another way to compress previously
computed reclear flight plans into one informative output format is to use the
Reclear Compression Print Command. Depending on your output format,
you can compress two or three reclear flight plans by specifying the plan
numbers after the CM command.
For example:
CM1234,1235,1236
37
Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,RC,DPP
ETOPS Option. This option invokes the JetPlan ETOPS feature for extended
twin engine operations. Both options, ETOP and ETOPX, provide critical
fuel data based on Equal Time Point (ETP) information you provide.
ETOPX, which is format-specific, also provides extended information
through a detailed fuel analysis of the computed flight.
For more information, see Chapter 21, ETOPS.
FP,DRFT or
FP,DRFTX
Driftdown Option. This option invokes the JetPlan Driftdown feature, which
provides for the following driftdown scenarios: depressurization, one
engine-out, and two engines-out. Both DRFT and DRFTX provide critical
fuel data based on Equal Time Point (ETP) information you provide.
DRFTX also provides extended information through a detailed fuel analysis
of the computed flight.
For more information, see Chapter 22, Overwater Driftdown and Terrain
Analysis.
FP,TANK1 or
FP,TANK1X
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.
38
Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,TANK3 or
FP,TANK3X
FP,4DF or 4DC
Optimal Scenario Analysis (OSA) Option. This option enables you to enter
multiple scenarios for a given flight plan request. Each scenario is comprised
of a unique combination of flight plan inputs. A given scenario is made
distinct from any of the other scenarios by the unique contents of at least one
of these inputs. Each scenario is subjected to a complete flight plan
computation, and the scenario that produces the overall optimum result
based on user-specified optimization criteria (fuel, time, or cost) is
determined. The flight plan computed for that scenario then serves as the
basis for the detailed formatted flight plan output presented to the user. At
the end of the detailed output, certain parameters taken from the flight plans
computed for the other scenarios are presented in summary form, ranked
based on optimization. When you enter 4DF or 4DC along with the RT/ALL
input, a scenario is defined for each customer route currently active for the
specified POD and POA airports.
For more information, see Chapter 23, Optimal Scenario Analysis.
FP,CCAA
4D Avoid and Alert Option. This option instructs JetPlan to avoid avoidlevel Special Use Airspaces (SUAs), user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces when determining an optimum
route and profile. JetPlan allows the optimum route and profile to traverse
notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or
FIR/UIR airspaces, but alerts must be posted for each such traversal.
NOTE
39
Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,CCAAF
CCAA Fine Grid Option. This option invokes 4D Avoid and Alert
functionality (CCAA), using a finer latitude/longitude grid for avoidance of
avoid-level airspaces when D routing has been specified on the flight plan.
For more information, see Chapter 5, 4D Avoid and Alert Restrictive
Airspaces.
FP,ORTRKA
FP,ORTRKN
FP,GCAA
FP,GCAN
FP,CCAA,AVDERR
40
Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,CCAA,CCAAQ
CCAA Qualify Option. When the CCAAQ flight plan option is invoked
together with the CCAA option, the system computes the route from the
POA to the POD, looking for any avoid-level SUA, user-defined, Jeppesen
turbulence airspaces, or FIR/UIR airspaces. If such an incursion occurs, the
system automatically reruns the flight plan as a CCAA plan.
NOTE CCAAQ is also available as a customer preference. When the
preference is set, CCAAQ functionality applies to all CCAA flight plans
automatically.
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
FP,PBNDC=Y/N
41
Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,FBNDC=Y/N
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).
42
Option Commands
Flight Plan Command
Table 2-7
Option/Command
Explanation
FM1234
Sperry FMS Reformat Command. This command prints the data stored from
a flight plan that used the SFS option. The data is formatted for the Sperry
FMS. Enter FM and the appropriate computer transaction number from your
SFS plan.
FP,UNI
Universal FMS Option. The UNI option instructs JetPlan to store internally
the computed flight plan data in a format that is compatible with the
Universal FMS. Externally, no change is visible in the output of your flight
plan. However, the data is prepared for the next command (see below).
UN1234
Universal FMS Reformat Command. This command prints the data stored
from a flight plan that used the UNI option. The data is formatted for the
Universal FMS. Enter UN and the appropriate computer transaction number
from your UNI plan.
FP,AFIS
GW1234
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.
43
Option Commands
Flight Plan Command
Option
Explanation
FP,-E
FP,-O
FP,CR
FP,EC
Enroute Charges Long Term Archive Option. This option stores specific
information from the flight plan to track navigational fees associated with
flight over other countries airspace. The archive function provides longterm storage of up to one year.
For more information, see Chapter 24, Enroute Charges and FIR Traversal.
NOTE Both this feature and the application that automatically performs this
function (Automatic Archive) require activation of specific settings in your
ID/Attribute File. Contact Jeppesen Customer Service for more information.
FP,HOLD
Hold Option. The Hold option instructs JetPlan to look for inputs not
otherwise required. For example, when you request a flight plan that
specifies a departure weight or fuel value, JetPlan does not typically prompt
a reserve fuel input. However, with HOLD specified on the Options
command line, the JetPlan Interactive system prompts you for a reserve fuel
input (Question 17).
The Hold option also enables you to change pre-stored option values for the
flight plan request at hand without permanently affecting the stored values.
For example, you can change the Performance Index on an immediate flight
plan request from fuel optimization (F) to time optimization (T), without
changing the stored value (in the Customer Aircraft Database) of fuel
optimization in future plan requests.
44
Option Commands
Flight Plan Command
Table 2-8
Option
Explanation
FP,PMIN
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
45
Option Commands
Additional Command-Line Options
NOTE
Table 2-9
Command
Explanation
ATTRA,PRI
Print Attributes Command. This command displays the attributes that are
associated with your password (your ID/Attribute File).
BU
CM1234,1235
(Format Specific)
46
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
CR,1234,CX
EC,1234
EC,1234,CX
ER,xxxxx...
FI1234
Filing Command. Enables you to file the flight plan by the transaction
number.
For more information, see Chapter 19, ATC Filing. For information on
automatic archive functionality, see Chapter 25, Archiving.
FI1234,CHG,(various
entries)
FI1234,CX
Filing Cancel Command. Enables you to cancel previously filed flight plans
(by transaction number).
For more information, see Chapter 19, ATC Filing. For information on
automatic archive functionality, see Chapter 25, Archiving.
FI1234,DLA=####
FI1234,HOLD
FI1234,NOW
File Now Command. Makes filing immediate, rather than holding in queue.
47
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
FIxxxx,STAT
Filing Status Command. Provides the status of a flight plan, whether filed,
queued, or canceled.
For example:
01 OPTIONS FI2615,STAT
ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT)
STATUS
CENTER
REFNO SEQNO
SEND
BY04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP 25240
For example:
01 OPTIONS FI2615,STAT,ALL
ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT)
STATUS
CENTER
REFNO
SEQNO
SEND
BY04/12/2007-10:31:04 FILING QUEUED ~~~~ 25238
04/12/2007-10:3104/12/2007-10:31:37 FILING SUBMITTED
~~~~
2523804/12/2007-10:31:57 FILING ACCEPTED
LFPYZMFP 25240
FPR
Flight Plan Reload Command. Reloads the inputs from the most recent
previously computed flight plan during an uninterrupted connection to the
JetPlan system, saving you from having to answer all of the flight plan
prompts again.
IATA,xxx
ICAO,xxxx
IFS,FLEX
IFS,FREEFLOW
48
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
IFS,PAC-OTS
IFS,WFTR
INFO,ABS
Arrival Bias Reference Command. Displays all arrival biases stored under
your ID/Password.
INFO,ACQREF
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
INFO,DBS
INFO,FAX
INFO,FAXCHRG
INFO,IDQREF
INFO,JPOPT
49
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
INFO,MAPS
Map Codes Reference Command. Lists all of the codes used to obtain
weather maps on the JetPlan system. See the WX command.
INFO,METAR
INFO,TAF
TAF Decode Command. Displays a TAF weather report example along with
a decoding of the TAF terminal forecast format.
JPIII
JPRA1234,1235
50
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
LD1234 and
LDR1234
Load Commands. The LD and LDR commands enable you to reuse inputs
from a previously computed flight plan. Simply enter the command (LD or
LDR), followed by the computer transaction number (flight plan number) of
the plan you wish to reuse. Transaction numbers must be from plans that
were run in the past 812 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
After all changes are made and your request is ready to be recomputed, type
GO at the next command line to start the computation. For example, the
following inputs illustrate creating a long plan (LP) from a previously
computed short plan (SP) and changing the route, payload and arrival fuel:
01
02
06
07
14
16
17
LL,()####,()##### or
LLX,xxxxx
OPTIONS LDR1234,LP
POD @6
ROUTE J,FIM
HOLD,ALTERNATE/DIST @14
PAYLOAD 84250
POD OR POA FUEL A0,I
MVR GO
51
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
PI1234
PN1234
PA
Print ABC NATs Command. Displays the current westbound North Atlantic
Tracks (ABCs), including valid altitudes. These tracks are updated between
23-01Z, and valid between 1130-19Z.
PZ
Print XYZ NATs Command. Displays the current eastbound North Atlantic
Tracks (XYZs), including valid altitudes. These tracks are updated between
12-14Z, and valid between 01-08Z.
RFMT,1234,xxx
VERSION
WXE1234
52
Option Commands
Additional Command-Line Options
Table 2-9
Command
Explanation
XAP,ALT,xxxx
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
53
Option Commands
Additional Command-Line Options
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 812 hours. See above.
LDR
Same as LD except LDR allows for additional inputs to be added to the Options
command line. See above.
RFMT
NOTE The RFMT command may not always translate information from one plan
format to another plan format properly. Certain information may be lost due to the
differences in the formats.
The following command inputs can be entered from any command line.
@The At command. When followed by an interactive line number, this
JetPlan shortcut jumps to the logical position of the line specified where the
desired change is needed. This command simplifies the flight planning
process immensely because you can move immediately to the line that needs
to be added, changed, or corrected without answering other command inputs
again.
GOThe GO command. Directs JetPlan to begin computing the flight plan
request immediately.
The following example demonstrates the application of JetPlan shortcuts. Assume a flight plan
has just been computed, and it was not correct. You want to change your route and cruise
mode information. In this case, you can apply the following shortcuts as shown in the
following example.
54
Option Commands
Additional Command-Line Options
Example:
01
02
06
07
11
12
OPTIONS FPR
POD @6
ROUTE J,FIM
HOLD,ALTERNATE/DIST @11
CRUISE MODE LRC
PRFM INDEX GO
Explanation:
Option Line User reloads the flight plan from the immediately previous
computation.
POD Line User jumps to the Route Line, bypassing all command lines in
between.
Hold Line User jumps to the Cruise Line, bypassing all command lines in
between.
Performance Index Line User directs JetPlan to begin the computation of
the edited plan, bypassing all other possible inputs.
NOTE
Table 2-11
Command
Explanation
WX
55
Option Commands
Additional Command-Line Options
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
Table 2-12
Command
Explanation
MG
MGNN
NOTE
Table 2-13
Command
Explanation
AF
AR
56
Option Commands
Additional Command-Line Options
Table 2-13
Command
Explanation
FX
SI
UL,1234
Database Commands
The following commands access specific customer databases. Using these access commands,
you can create and manage information used in your flight plan requests, customizing the
information that affects your flight plans while simplifying your inputs.
NOTE
Table 2-14
Command
Explanation
AC
ACF
57
Option Commands
Additional Command-Line Options
Table 2-14
Command
Explanation
ALT
AP
APF
Airport Fleet Database Access Command. Enables you to create and manage
custom records that define an airports practical usefulness for the type of
aircraft (fleet type) being used in the flight plan. If your flight plan contains a
POD, POA, or implicit alternate with information stored in the database,
Airport Fleet Database records are automatically reviewed. Further, if the
specific fleet type in the flight plan request coincides with a particular airport
record, information in the record is then invoked.
For more information, see Chapter 30, Airport Fleet Database.
CDR
CP
City Pair Database Access Command. Enables you to create and manage
records that contain values specific to specific airport pairs.
For more information, see Chapter 31, City Pair Database.
CPF
City Pair Fleet Database Access Command. Enables you to create and
manage records that contain values specific to certain aircraft types operating
between specific airport pairs.
For more information, see Chapter 32, City Pair Fleet Database.
58
Option Commands
Additional Command-Line Options
Table 2-14
Command
Explanation
FB
Flight Brief Database Access Command. Enables you to create and manage
records that identify remarks intended for ATC or the flight crew. Remarks
can include diplomatic clearance information, crew notes, or weather
information. An FB record is applied in a flight plan if certain conditions for
the flight (for example, departure FIR, arrival FIR, flight number, and fleet
type) match user-defined, key parameters in the database.
NOTE A quick help file is available to guide you through the various
management inputs for this database. Enter FB,HLP on the Options command
line.
RST
RT
RG
Route Group Access Command. Enables you to create and manage records
that categorize Customer Route Database records by group record names.
For more information, see Chapter 38, Customer Route Database.
59
Option Commands
Additional Command-Line Options
Table 2-14
Command
Explanation
RTC
SDB
SC
60
C HAPTER 3
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)
63
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 flights route and performance information.
You can enter airports on the POD and POA command lines. Specify the four-character ICAO
or three-character IATA identifiers to confirm your departure and arrival airports.
Example:
02 POD KDEN or DEN
03 POA PHNL or HNL
NOTE For information on using airports that are not in the Navigation Database, see
User-Defined Airports on page 78.
Diversion Airports
You can include diversion airports in the flight plan calculation. JetPlan uses diversion airports
to determine ETP information.
You can specify a maximum of 12 diversion airports in your flight plan request. JetPlan has
two methods for specifying diversion airports: sequential entry or paired entry.
64
Paired-Entry Method
The paired-entry method requires you to specify the diversion airports in paired sets between
the POD and the POA lines. These inputs follow the departure and arrival airport inputs and
are separated from the POD, POA, and each other by a slash (/).
With the paired-entry method, the first divert airport (aft) is the first airport identified after the
departure airport. The last (forward) divert airport is the last airport identified on the POA line.
In the following example, JetPlan determines ETP information in two places: between KSFO
and PACD and between PACD and RJCC. (This input method is easier to follow if you view
the example from top to bottom rather than from left to right.)
Example:
02 POD KLAX/KSFO/PACD
03 POA RJAA/PACD/RJCC
ETP Calculations
When using diversion airports to calculate ETP information, JetPlan computes the basic flight
plan (POD to POA) first. Before JetPlan delivers the results, it runs the ETP subroutine that
applies your specified divert airports. This calculation is not based on a complex mathematical
formula, but rather on a simple iterative process.
This process requires JetPlan to determine both a route to the divert airport and a time factor
on which a comparison can be made. JetPlan determines the route using a great circle
projection from a point along the route of flight to the candidate divert airport. The system
determines the time factor by gathering information that defines a groundspeed. JetPlan uses
65
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.
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.
66
Starting at the beginning of the primary route of flight (the route developed in the basic flight
plan) and proceeding incrementally with each checkpoint, JetPlan creates an ETP trial point.
When divert airports are entered sequentially, the POD is generally the first ETP trial point.
See Figure 3.1.
Dulles (KIAD) - Heathrow (EGLL)
Diverts CYQX / LPLA
EA=320kts EF=10,000ft
CYQX
EINN
Trial
ETP #1
EGLL
KIAD
ETP METHODOLOGY
Determine the trial ETP
Figure 3.1.
LPLA
67
To collect wind and temperature data, JetPlan runs a great circle route from the ETP trial point
to each divert airport. JetPlan uses this data to determine an overall wind component that can
then be used with the ETP airspeed to determine a time enroute to each divert airport. If the
time to the divert airports does not come within 30 seconds of being equal, JetPlan moves to
the ensuing checkpoint and makes it the next ETP trial point. See Figure 3.2 and Figure 3.3.
Dulles (KIAD) - Heathrow (EGLL)
Diverts CYQX / LPLA
EA=320kts EF=10,000ft
CYQX
Great Circle Route 1
+15 kt tailwind
2:00 hrs
EINN
Trial
ETP #1
Great C ircle Route 2
+30 kt tailwind
5:00 hrs
KIAD
Figure 3.2.
LPLA
68
EGLL
CYQX
Trial
ETP #2
EINN
KIAD
ETP METHODOLOGY
Test of T rial ETP #2
Figure 3.3.
EGLL
LPLA
Initially, the time to the forward divert airport is greater than the time to the backward divert
airport. At the waypoint where the time to the forward airport becomes less than the time to the
backward airport, a time switch is detected. At this point, known as the switch point, JetPlan
69
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
EGLL
KIAD
ETP METHODOLOGY
Test of Trial ETP #7,
Switch point is determined
Figure 3.4.
70
LPLA
CYQX
Bounding Point # 1
New Trial ETP
Bounding Point #2 (Switch point)
EINN
Trial
ETP #1
EGLL
KIAD
ETP METHODOLOGY
Post Interval Halving Test
of Ne w Trial ETP
Figure 3.5.
LPLA
If the time difference between the backward and forward airports and the trial ETP is greater
than 30 seconds, JetPlan determines a new pair of bounding points using the current ETP trial
point as one of the bounding points. A new trial ETP is computed midway between the current
71
trial ETP and the other bounding point (interval halving is applied again). This process
continues over and over, until the less-than-30-seconds check is satisfied, and an actual ETP is
determined. See Figure 3.6.
Dulles (KIAD) - Heathrow (EGLL)
Diverts CYQX / LPLA
EA=320kts EF=10,000ft
Great Circle Route 17
2:20 hr
CYQX
Bounding Point #1
New Trial ETP (Ultimate ETP)
New Bounding Point & Switch Point
Bounding Point #2 (original switch point)
EINN
Trial
ETP #1
KIAD
Figure 3.6.
ETP METHODOLOGY
Second Interval Halving
Test of New T rial ETP
Actual ETP Determined
LPLA
72
EGLL
CADB Considerations
The system determines both the trial and the final ETP points in one of the following ways:
By applying the default true airspeed (TAS) and wind extract level found in
the generic aircraft data file
- or By applying the customer-specified TAS and wind extract level stored in the
CADB.
NOTE In the CADB, the ETP TAS value is stored as the value of the EA parameter
(ETP airspeed), while the ETP wind extract level is stored as the value of the EM
parameter (ETP millibar). By default, a display of the CADB shows the wind extract
parameter as EM. If you use the EM parameter, you are required to apply one of the
following millibar values: 850, 700, 500, 400, 300, 250 or 200. However, you can
apply a flight level rather than a millibar value by specifying the EF parameter (ETP
flight level) and entering a flight level value in hundreds of feet (for example, EF310
for 31,000 feet). Using the EF parameter lets you specify any flight level, as long as it
is valid for the aircraft.
Normally, JetPlan uses the EA and EM/EF parameters for the basic ETP calculations. JetPlan
also makes ETP calculations when the ETOPS and Driftdown options are selected.
If the ETOPS option is selected, the EA parameter is used to specify the ETP TAS, and the
EM/EF parameter is used to specify both the ETP wind selection altitude and the low-level
cruise altitude.
If the Driftdown option is selected, the EA parameter is used to specify the low-level allengine cruise ETP TAS, and the EM/EF parameter is used to specify both the ETP wind
selection altitude and the low-level all-engine cruise altitude.
The Driftdown option also calculates ETPs for one and two-engine out scenarios (for three and
four engine aircraft). This process requires you to provide the following additional parameter
values:
EA1 is used to specify the one engine-out (1LE) ETP TAS
EM1/EF1 is used to specify the one engine-out ETP wind selection altitude
EA2 is used to specify the two engines-out (2LE) ETP TAS
EM2/EF2 is used to specify the two engines-out ETP wind selection altitude
The cruise altitude for one engine-out and two engines-out is determined by a table lookup that
considers aircraft weight and ambient temperature.
73
Some users prefer to use a high-altitude ETP for JetPlans basic ETP calculations. JetPlan
refers to this scenario as a non-emergency ETP. In this case, the NA (non-emergency TAS)
parameter is used to specify the non-emergency ETP TAS, and the NF (non-emergency flight
level) parameter is used to specify the non-emergency ETP wind level. The NF parameter
recognizes a flight level only; no millibar levels are allowed (no NM parameter exists).
NOTE The term non-emergency refers to the operational integrity of the aircraft.
The non-emergency ETP may, in fact, be used in an emergency situation, such as a
passenger medical emergency on board. In this case, the aircraft is not compromised,
but a diversion is still required.
NOTE When you apply the Driftdown option to a flight plan with an aircraft that has
CADB values loaded for the NA and NF parameters, the ETP output at the top of the
flight plan is based on these parameters (the non-emergency scenario). However, the
ETP information in the Driftdown summary block is based on the other ETP
parameters, depending on the scenarios applied (all-engine, one engine-out, or two
engines-out calculations).
For more information, see the ETOPS Users Guide: 2 Engine Aircraft on JetPlan.com and
Chapter 22, Overwater Driftdown and Terrain Analysis.
74
Most generic aircraft data files that have ETOPS or Driftdown table data available contain the
following information:
One of the following TAS constants:
All-engine, low-level cruise (usually LRC)
One engine-out cruise (usually 1LE)
A wind extract flight level of 700mb (approximately FL100). Some older
generic aircraft loads have a flight level of 300mb (approximately FL300).
By applying a wind component valuedetermined by running a great circle
flight at the ETP flight level from a trial ETP to the divert airportsto the
TAS constant at the midpoint between the ETP and the divert airports,
JetPlan can determine the groundspeed for the ETP formula.
75
For more information, see the ETOPS Users Guide: 2 Engine Aircraft at JetPlan.com and
Chapter 22, Overwater Driftdown and Terrain Analysis.
Explanation:
Column 1 ETP indicator.
Column 2 Airport pair.
Column 3 Estimated time enroute (ETE) from the POD to the ETP with all
engines operating.
Column 4 Distance from the POD to the ETP.
Column 5 Wind component from the ETP to the rearward ETP airport
(KSFO on the first line)in this case, plus nine knots (tailwind).
Column 6 Wind component from the ETP to the forward ETP airport
(PACD on the first line)in this case, minus 28 knots (headwind).
Column 7 Total fuel burn from the POD to the ETP. Most formats
generally round off this value to the nearest hundred pounds (for example,
0536 on the first line is 53,600+ pounds). Other available formats display
this value to the nearest pound.
Column 8 The ETP coordinates.
The following output is representative of the second or third ETP calculation method.
RJAA-PACD
DIST
2093
DIST
TIME
04.03
TIME
BURN
1274
BURN
LAT/LONG N36402 E168210
AVG W/C RJAA M012 TO PACD
76
1620
02.54
0575
P080
-LINE
-LINE
-LINE
-LINE
-LINE
1
2
3
4
5
Explanation:
Line 1 Distance in the left column is from the POD to the ETP. Distance in
the right column is from the ETP to the forward ETP airport (PACD).
Line 2 Time in the left column is from the POD to the ETP. Time in the
right column is from the ETP to the forward ETP airport (PACD).
Line 3 Burn in the left column is from the POD to the ETP. Burn in the
right column is from the ETP to the forward ETP airport (PACD).
Line 4 The ETP coordinates.
Line 5 Average wind components to the rearward ETP airport
(RJAAM012) and to the forward ETP airport (PACDP080).
77
User-Defined Airports
The following sections discuss options for entering information about user-defined airports.
Station Identification
For an airport not loaded in the Navigation Database, you can use an arbitrary, unique, fourcharacter alphanumeric dummy identifier in combination with the coordinates and elevation of
the airport to define a valid POD or POA input in the JetPlan system. The dummy identifier
must not match any identifiers in the Navigation Database. For flights in the U.S., the letter K
can be used as the first character in the dummy identifier (for example, KXXX). This assists
ATC in recognizing the filing strip as U.S. domestic information.
The coordinate values for this type of airport input must follow the convention of a four-digit
latitude and a five-digit longitude. A dash, or minus sign (-), must precede southern or eastern
hemisphere coordinate values.
The airports elevation is a three-digit value (in hundreds of feet) and must be preceded by the
letters FL. If an elevation value is not entered, JetPlan assumes that the airport is at sea level.
Example:
02 POD KXXX,4136,10409,FL055
This example illustrates how to enter a user-defined airport as a POD or POA. The coordinates
and elevation for this airport are: N4135.6 W10409.4 and 5,535'. Notice that rounding is
performed to comply with coordinate and elevation input rules.
In-Flight Start
The term In-Flight Start refers to beginning a flight plan at altitude, or in-flight. The In-Flight
Start feature is a useful planning tool for various situations. It may also be applied to an arrival
airport and, therefore, the name is a bit of a misnomer, but it works equally well.
The In-Flight Start feature is similar to the User-Defined Airport feature, in that the inputs are
similar. However, with In-Flight Start, you can use either an airport from the Navigation
Database or a user-defined airport as an in-flight start point. In addition, you can use
NAVAIDs as in-flight start points. Another difference between the two features is that instead
of using the FL option to specify an airport elevation, you are using it as an actual flight level
(altitude) at which to begin (or end, in the case of a POA) the flight.
78
Example:
02 POD XXXX,4136,10409,FL350
Explanation: This example applies a user-defined airport followed by an in-flight start altitude
of 35,000 ft.
Example:
02 POD KPDT,FL390
Explanation: For airports stored in the JetPlan Navigation Database, enter the ICAO or IATA
identifier followed by the in-flight start altitude. Here, an in-flight start is applied at Pendleton
(KPDT) at 39,000 ft.
Example:
02 POD PDT,K1,FL370
Explanation: To specify a NAVAID that is collocated at an airport, use the ARINC 424
alphanumeric method of identification. Here, the in-flight start begins at the Pendleton VOR,
K1, using a flight level of 37,000 ft.
Example:
02 POD BILLO,P,FL360
Explanation: You can also specify a NAVAID that is located over some known route
structure, such as an OTS. Use the ARINC 424 alphanumeric method of identification for the
NAVAID. Here, an in-flight start is applied using the waypoint, BILLO, from the Hawaiian
Track structure R-464 at an altitude of 36,000 ft.
NOTE JetPlan considers a one engine-out ferry flight plan as a normal plan, using
an aircraft data file with one engine-out climb and cruise data. JetPlan has many
corporate and transport generic aircraft data files with one engine-out data. In
addition, JetPlan has some transport generic aircraft data files with two engine-out
data.
79
The following steps illustrate how to run optimized flight plans from the ETP to the rearward
and forward ETP airports.
1. Run a flight plan from the POD to the POA, specifying ETP airport pairs
that meet operational requirements (weather, NAVAID availability, runway
length, and so on). The following inputs are representative of a flight plan
from KJFK to EGLL using sequential ETP airports.
Example:
01 OPTIONS FP
02 POD KJFK/CYHZ/CYYR/BIKF/EINN,TX1200
03 POA EGLL
06 ROUTE P//P
07 HOLD,ALTERNATE/DIST 30,EGSS
08 ETD 0200
09 PROFILE I
10 A/C TYPE/REGN D30M/N12345 or CADB entry $345/
11 CRUISE MODE M82,M82
12 PRFM INDEX F *
13 OPERATIONAL WT 270000 *
14 PAYLOAD 75000
16 POD OR POA FUEL A2000,I
17 MAX FUEL 243000 *
18 CLIMB FUEL,TIME,DIST *
19 DESCENT FUEL,TIME,DIST *
NOTE Items with an asterisk are not required if a CADB file is used (for example,
$345/).
80
2. From this flight plan, determine the following items for the ETP in-flight
start flight plans:
The ETP coordinates constitute the POD (in-flight start point).
The POD elevation is the cruise altitude at the ETP.
The POA is one of the diversion airports.
Determine the in-flight start ETD by adding the enroute time to the
ETP to the original flight plan ETD.
Specify the appropriate cruise mode. The most common one engineout cruise mode is 1LE (one less engine). The most common two
engines-out cruise mode is 2LE (two less engines).
Determine the POD fuel by subtracting the fuel burn to the ETP
from the takeoff fuel.
81
82
4. After receiving the first in-flight start flight plan, run the second in-flight
start flight plan, specifying the other diversion airport as the POA.
Example:
01 OPTIONS FPR
02 POD ETPX,5028,03807,FL330
03 POA CYYR
06 ROUTE D//D
07 HOLD,ALTERNATE/DIST <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 *
NOTE If a CADB file is used (for example, $345/), items with an asterisk are not
required.
5. The generic aircraft data file, M1LE, is embedded in the D30M load,
supporting use of the Driftdown (DRFT/DRFTX) feature with the D30M
load. The M1LE generic load is selected since the D30M does not have a
1LE cruise mode. Customer Service can provide a list of corporate and
transport generic aircraft data files with one engine-out and two engines-out
cruise modes.
6. Flight plans can be run for each ETP airport pair in a similar manner.
83
Taxi Fuel
The following sections discuss options for entering information about taxi fuel.
NOTE The CADB TX parameter also works in coordination with the taxi-in and taxiout data sets in the City Pair Fleet Database and the Airport Fleet Database. For
information, see Chapter 27, Aircraft Fleet Database and Chapter 32, City Pair
Fleet Database.
84
NOTE
Ad hoc taxi fuel overrides any parameter setting in your customer databases.
NOTE Many different output formats provide separate taxi fuel information in the
fuel block summaries of flight plans. Other formats embed taxi fuel in other totals. If
you want taxi fuel totals output on a separate fuel summary line, you can change your
output format to one that does show this information. You can also have a taxi fuel
line added to your output format. Contact your Jeppesen account manager for more
information.
To enter the taxi fuel value in weight, enter the TX option on either the POD or POA line or
both. Include the weight value immediately after the option. Depending on your weight
measure preferences, the value you enter is in pounds or kilograms.
Example:
02 POD KLAS/KLAX/KSFO,TX1200
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
85
Example:
03 POA KMAN,TXT14
Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD
used in the flight plan computation. The taxi-out time is then added to the value entered for the
ETD. Because no taxi-in or taxi-out time is specified in the flight plan request, JetPlan
determines the values based on what is stored in the customer databases.
Example:
02 POD KSFO,TXT16,TXA
03 POA KMAN,TXT11
Explanation: Instruct JetPlan to add the taxi-out time (16 minutes) to the ETD to determine the
actual ETD to be used in the flight plan computation. Request a taxi-in time of 11 minutes.
The taxi-out and taxi-in time values entered on the flight plan request override any taxi-in and
taxi-out values stored in the customer databases.
Example:
02 POD KSFO,TXA
03 POA KMAN,TXT8
86
Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD
to be used in the flight plan computation. Request a taxi-in time of eight minutes. Because no
taxi-out time is specified in the flight plan request, JetPlan determines the value based on what
is stored in the customer databases. The taxi-out time is then added to the value entered for the
ETD. The taxi-in time entered on the flight plan request overrides any taxi-in value stored in
the customer databases.
87
Takeoff Alternate
The Takeoff Alternate is an EU-OPS compliant feature that enables you to specify one
alternate, in IATA or ICAO format, on the POD command line.
Example:
02 POD EGLL,ALT=LGW
- or 02 POD EGLL,ALT=EGKK
To validate whether the entered takeoff alternate meets EU-OPS requirements, JetPlan:
Determines the total distance from the POD to the takeoff alternate. JetPlan
does this using a sequential checklist that searches first in the Alternate
Database (which stores either the Route Database distance or the userspecified distance) and then by performing a great circle distance check.
Determines if the total distance from POD to takeoff alternate is less than
the maximum allowable distance based on the engine-out true airspeed
(EA1) specified in the ETP database (a subsection of the CADB).
Determines the setting of the ETOPS approval time parameter (ET in the
ETOPS database), which then implements a time factor of one or two hours,
depending on that parameter entry. A non-entry (blank or zero) provides for
a one-hour factor at engine-out cruise speed. A time parameter entry of 60
minutes to 180 minutes provides for a two-hour factor at engine-out cruise
speed.
Displays the takeoff alternate data (format-dependent).
Prints a warning message at the bottom of the flight plan if a takeoff
alternate is not specified or if it is not within the maximum allowable
distance.
Uses the engine-out flight level (EM1) set in the ETP database (a subsection
of the CADB).
88
C HAPTER 4
Restricted Area
Commands
Overview
JetPlan allows you to define an area along the intended, or generally expected route of flight as
restricted airspace through the use of the RST option and Restricted Area command line.
Application of this feature forces JetPlan to generate a route that avoids the defined restriction.
A restricted area may be defined at the time of flight plan creation or predefined for future and
continued use.
There are two types of user-defined restricted areas: delineated boundary and common route
structure element. A delineated boundary is created by the demarcation of a region through the
use of coordinate values. Elements of common route structure that may be used to define
restricted areas include FIR/UIR boundaries, airways, and navaids.
In addition, delineated boundary restricted areas can be stored in the Restricted Area Database
for use at any time, as flight requirements dictate (see Chapter 37, Restricted Area
Database.).
NOTE The restricted area functionality invoked by the RST option command and
the 4D Avoid and Alert restrictive airspace functionality are two separate and distinct
features. For information on the 4D Avoid and Alert feature, see Chapter 5, 4D Avoid
and Alert Restrictive Airspaces.
91
OPTIONS FP,LP,RST
POD EDDF
POA LIRA
RESTRICTED AREA (Single Input or Multiple Inputs)
ROUTE J
You may also enter a restricted area input on the Options command line immediately after the
RST option. However, this input must be of the predefined variety (database file name or
common route structure element), and only one input is allowed here. You may not enter a
delineated boundary type of input on the Options command line. To add a restricted area input
on the Options command line, enter RST, followed by a slash (/) and the file or element input.
The slash after RST is required (RST/XAVD1).
Example:
01 OPTIONS FP,LP,RST/XAVD01
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Delineated Boundaries
There are two techniques for defining delineated boundary restricted areas. The first is to
demarcate a polygonal area using coordinates as corner points. The other is to define a circular
region by providing a coordinate and a radius distance. In either case, each coordinate must be
expressed as a number set with latitudinal and longitudinal values.
User-de lineated Restricted Are as
Polygonal Areas
The following rules apply to restricted area inputs of the delineated boundary type:
A delineated boundary may be either a polygonal or circular area.
A polygonal area is composed of three to five sets of coordinates.
Coordinates must be input in a manner similar to connecting points
on a piece of paper, with no lines crossing and the area enclosed.
A circular area is composed of a single coordinate followed by a
radius distance. The radius must be specified in nautical miles and
have the letter, R, appended.
All coordinate sets must be expressed as four-digit latitude and fivedigit longitude values. South latitude and East longitude entries
must be prefixed with a minus sign (-), or the letters S and E
respectively. A prefix may be omitted for the North latitude and
West longitude entries (these hemispheres are accepted as default).
However, you may prefix these coordinates with a plus sign (+), or
the letters N and W respectively.
Example:
Explanation: The restricted area is the four-sided polygon created by the coordinate sets
identified.
01
02
03
05
93
Example:
Explanation: The restricted area is a one hundred mile radius around the coordinate point
identified.
01
02
03
05
Element
Prefix
Input Description
FIR/UIR
XIR=
Charted FIR/UIR
identifier
Ex. XIR=LIMM
Airway Segment
AW=
Navaid
CP=
Charted NAVAID
identifier
Ex. CP=KOKSY or
CP=CTL
Route structure elements as restricted area inputs are typically entered on the Options
command line, immediately after the RST option (RST/prefix=element input). While this
method saves time, it does limit the input to only one restricted area entry.
You may enter route structure elements as inputs on the Restricted Area command line. This
method allows you to enter multiple restricted area inputs if needed.
94
FIR/UIR Examples
The examples below demonstrate the use of airspace regions as restricted area inputs. Two
examples are given; one shows a restricted area input on the Options command line, the other
shows a restricted area input on the Restricted Area command line.
NOTE Extraneous command line inputs are omitted for brevity (for example, POD,
POA, and so on).
Example:
Explanation: (Options command line) This example defines the Switzerland UIR boundary as
the area to be avoided.
01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XIR=LSAS
Example:
Explanation: (Restricted Area command line) This example defines the Milan, Italy UIR
boundary as the area to be avoided.
01
02
03
05
06
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.
95
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
96
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
97
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).
98
NOTE This section does not consider the creation or maintenance of Restricted
Area Database files. To create or manage such files, see the Customer Restricted
Area Database chapter.
If you wish to enter a Restricted Area Database file name after RST on the Options command
line, you may enter only one. Be sure to separate the option from the input value with a slash
(/).
Example:
Explanation: A single Restricted Area Database file name is entered after the RST option on a
standard flight plan request.
01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XNAT1
Example:
Explanation: A single Restricted Area Database file name is entered after the RST option on a
schedule flight plan request.
01 OPTIONS SC,FLT,JFK-LHR,DRFT,RST/XNAT1
You may enter one or more database file names on the Restricted Area command line.
NOTE
Example:
Explanation: A single Restricted Area Database file name is entered on the Restricted Area
command line.
01
02
03
05
99
NOTE You may not enter more than one delineated boundary input (the type that is
defined by coordinate sets).
Example:
Explanation: Multiple database file names are entered on the Restricted Area command line.
01
02
03
05
OPTIONS FP,RST
POD MMUN
POA LFPG
RESTRICTED AREA XAVD1,XAVD2
Example:
Explanation: Multiple inputs, including a FIR/UIR boundary, are entered on the Restricted
Area command line.
01
02
03
05
OPTIONS FP,RST
POD MMUN
POA LFPG
RESTRICTED AREA XIR=LECM,XAVD1,XAVD2
NOTE
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
100
or
01
02
03
05
OPTIONS FP
POD MMUN
POA LFPG
RESTRICTED AREA NONE
101
C HAPTER 5
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 JetPlans 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
Customer
Controlled Avoid
and Alert (CCAA)
Database
105
The JetPlan 4D
Avoid and Alert
flight plan options
106
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
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 airspaces
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.
107
108
User-Defined
Airspace
Organized Track
Airspace
Jeppesen
Turbulence
Airspace
Flight Information
Region/Upper
Information
Region Airspace
(FIR/UIR)
Geopolitical
Country Boundary
Avoid-Level
Airspace
Notify-Level
Airspace
Ignore-Level
Airspace
NOTE Only the User-Defined Restrictive Airspace Database can be modified. The
other databases are read-only.
109
110
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.
111
Updates
Geopolitical country boundary data is derived from Jeppesens 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.
112
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.
113
Referenced Source
Database Records
Generic Restrictive Airspace
Database records (SUAs)
114
Table 5-1
Referenced Source
Database Records
Turbulence Restrictive Airspace
Database Records
115
Table 5-1
Referenced Source
Database Records
User-Defined Restrictive Airspace
Database Records
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
116
the Generic Restrictive Airspace Database. If you change the CCAA Database records
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.
117
NOTE The CCAA Database must contain records before you can use the 4D Avoid
and Alert flight plan options. See Creation of the Initial CCAA Database on
page 108. See also the CCAA Database and User-Defined Restrictive Area Database
Help files in JetPlan.com.
CCAAN
118
CCAAF
ORTRKA
ORTRKN
GCAA
119
GCAN
EXSS
EXCD
CCAAQ
NOTE AVDERR and CCAAQ are also customer preferences. See Understanding
4D Avoid and Alert Customer Preferences on page 132.
All of the options summarized above are described in more detail in the following sections.
120
When the CCAA flight plan option is invoked, any SUAs, user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces can impact (1) JetPlans determination of an
optimum route and vertical profile, (2) JetPlans provision of alerts based on a user-defined
route and its computed vertical profile, and (3) JetPlans 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
Notify-Level
Airspace
121
Avoid-Level
Airspace
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.
122
This command invokes the 4D Alert functionality, alerting on all incursions of avoid-level and
notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR
airspaces. Avoid-level restrictive airspaces are not avoided. Organized track restrictive
airspaces are not considered.
NOTE The CCAAN option overrides the CCAA option if both are entered on the
same flight plan request.
NOTE The CCAA/CCAAN options can be used with the ORTRKA/ORTRKN and
GCAA/GCAN options. See Using the ORTRKA and ORTRKN Options on page 124
and Using the GCAA and GCAN Options on page 125.
123
the route from KDFW to KLAX, the CCAA option can result in the flight deviating north well
into Colorado and Utah or south into Mexico, depending on the weather. When the CCAAF
option is invoked, the route goes through New Mexico and Arizona.
NOTE Because the use of the fine grid generates so many possible segments for
evaluation, additional compute time is required. Very long flights may exceed the
capabilities of the system and produce a WETRAD error.
NOTE If you enter both the CCAA and the CCAAF commands on the same flight
plan request, the system uses the first command entered and ignores the second
command. Also, the CCAAN option always overrides both the CCAA and the CCAAF
option.
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
124
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 GCAA/GCAN options can be used with or without the CCAA/CCAAN
options. See Using the CCAA, CCAAN, and CCAAF Options on page 120).
The impact of the GCAA option on JetPlans treatment of geopolitical country airspaces is the
same as the impact of the CCAA option on JetPlans 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
125
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
As explained in Using the CCAA Option on page 121, if it is not possible to determine a
route that successfully avoids all restrictive airspaces that have an avoidance level of Avoid,
JetPlan returns an error. In this case, the general PUZZLE01 error message indicates only that
a valid route could not be found, given the flight plan inputs. No information about avoid-level
airspace incursions is provided. The AVDERR flight plan option is designed to provide such
information.
When the AVDERR flight plan option is invoked along with the CCAA option, JetPlan alerts
the user when JetPlan cannot find a valid route due to incursions of avoid-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. The system also lists
the specific route segment and airspace name for each incursion.
In the JetPlan command-line interface, the inputs are as follows:
01 OPTIONS FP,CCAA,AVDERR
NOTE When the EXSS flight plan option is invoked, SIDs and STARs are not
checked for incursions of SUAs, and thus, these incursions by SIDs and STARs do
not generate errors or alerts. See Using the EXSS Option on page 126.
126
- or 01 OPTIONS FP,CCAAN,EXSS
- or 01 OPTIONS FP,CCAAN,EXCD
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.
127
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.
128
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.
129
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 airspaces referencing CCAA
Database record.
Avoidance levels for restrictive airspaces that are specified by name
(Restrictive Airspace Designation) in an ad hoc avoidance-level override
have higher priority than avoidance levels for the same airspaces specified
by SCA Type.
For example, a flight plan request may include an ad hoc avoidance-level
override for an airspace specified by name. The same flight plan request
may also include another avoidance-level override for an SCA Type that
happens to apply to the same airspace specified by name. In this case, the ad
hoc avoidance level applied to the airspace by name takes precedence over
the avoidance level applied by SCA Type.
If, on a given flight plan, there are two or more ad hoc avoidance-level
overrides applied to the same airspace name or to the same SCA Type, the
specification of Avoid takes precedence over any other avoidance-level
specified.
130
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.
NOTE For more information, see the documentation for your front-end GUI
application or contact your Jeppesen account manager.
131
NOTE Customer preferences are set by Jeppesen. For more information on these
preferences, contact your Jeppesen account manager.
AVDERR Preference
When the AVDERR preference is set, and the CCAA flight plan option has been invoked, the
system automatically behaves as if the AVDERR flight plan option has been submitted along
with the CCAA option.
For information on how AVDERR works, see Using the AVDERR Option on page 126.
132
CCAAQ Preference
When the CCAAQ preference is set, and the CCAA flight plan option has been invoked, the
system automatically behaves as if the CCAAQ flight plan option has been submitted along
with the CCAA option.
For information on how CCAAQ works, see Using the CCAAQ Option on page 127.
133
134
For a description of the RSA Tag, see Understanding the Contents of CCAA Database
Records on page 112.
135
C HAPTER 6
Route Commands
Route Commands
About Route Commands
Specific Route
Selector (SRS)
The SRS allows complete control of the route. Unlike the Route
Optimizer, the SRS requires input of the full route. Using Jeppesen
syntax, you can specify a customer route from POD to POA. The SRS
can also be used in conjunction with the Route Optimizer to produce
combination routes. The source of navigational information for the
SRS is the Jeppesen Aviation Database (JAD), which uses the
ARINC 424 standard.
Customer Route
Database (CRDB)
Coded Departure
Route (CDR)
Database
139
Route Commands
About Route Commands
Route Database, which is replaced every 56 days. You can enter the
coded departure route record name to use the pre-stored route when
the flight plan is computed.
The following sections cover each of the above route selection tools in detail.
140
Route Commands
Route Optimizer
Route Optimizer
The Route Optimizer is both the simplest and the most complicated means of entering a route
input on the JetPlan system. The simplicity shines in its dynamic ability to provide a route
with a minimum of inputs. The complexity comes with the routing concepts and syntax rules
you must apply to make the inputs you do enter valid and effective. You can let the Route
Optimizer do the work for you, or limit its dynamic abilities by providing more inputs. This
section explains how to use this flight planning tool.
The Route Optimizer enables you to apply complete route optimization, partial route
optimization, or no route optimization to your flight plans. Each is defined below.
Complete Route
Optimization
Partial Route
Optimization
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.
141
Route Commands
Route Optimizer
Area 1
Area 2
Europe (up to and including Western Russia), Africa, and most of the
Middle East.
Area 3
Area 4
Part of the Middle East, China, South East Asia, Japan, Philippines,
Indonesia, Malaysia, Australia, New Zealand, Guam, South Pacific
Islands, Eastern Russia.
Area 5
Area 0
142
Route Commands
Route Optimizer
The map below provides a rough overview of the defined route areas in the JetPlan Navigation
Database.
Figure 6.1.
143
Route Commands
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. These options are
discussed later in this chapter.
144
Route Commands
Route Optimizer
Published
Organized Track
Structures
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
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
145
Route Commands
Route Optimizer
The Route Optimizer provides three route segments for your inputs: the Departure Area
Routing (RTD) segment, Overwater Area Routing (RTW) segment, and the Arrival Area
Routing (RTA) segment. This design was created to meet the needs of intercontinental flight
while complying with the design of a navigational database that separates data into specific
route areas.
For example, if you are flying from Area 1 to Area 2 (see the picture above) and you want to
apply some sort of control over the route, the RTD segment allows you to enter navigational
fixes within the area of your departure airport, the RTW segment allows you to enter some sort
of transition routing over the Atlantic Ocean (for example, a North Atlantic Track), and the
RTA segment allows you to enter navigational fixes within the area of your arrival airport.
The three segments combined provide the input fields necessary to develop a route between
two airports for almost any flight plan. In many cases, only one route input segment (RTD) is
necessary because many flights never leave the departure airport route area.
The following paragraphs describe the RTD, RTW, and RTA segments in more detail:
146
Route Commands
Route Optimizer
RTD
RTW
RTA
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.
147
Route Commands
Route Optimizer
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
148
Route Commands
Route Optimizer
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)
You must enter the J option if you want to ensure that the Route
Optimizer looks for airway routing throughout the flight. The J option
must be entered only once, and it must be the first entry on the RTD
or RTA segment. If the J option is applied anywhere but in the first
position, you can expect a flight plan error at best or an invalid route
at worst. When using both the RTD and RTA input segments, there is
no requirement to use the J option on both segments unless you
expressly want airways in both route areas. When the J option is used,
the Route Optimizer discriminates against improper use of one-way
airways.
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.
149
Route Commands
Route Optimizer
Direct Segments
(D)
Preferred Routes
(P)
150
Route Commands
Route Optimizer
Waypoints
NOTE
When entering the above input types, apply the following rules:
- All route entries for the RTD and RTA segments must be separated by commas with
no spaces in between (for example, J,D,OVR,HVQ,ALB or P/Z/J,LND,KOK).
- A comma must never be the last item for an RTD or RTA input.
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).
151
Route Commands
Route Optimizer
Internal Identifiers
Identifier Composition
Examples
Alphanumeric characters
FQF,TNP,AVE,T90, F41
Period
PU.
HL-
152
Route Commands
Route Optimizer
Nearby Waypoint
Internal Identifier
153
Route Commands
Route Optimizer
International Track
Codes
154
Route Commands
Route Optimizer
If an optimized route does not print out a SID or a STAR, then you may have to specify a
transition waypoint to pick up the SID or STAR. If a SID or a STAR is not loaded in the
navigation database, contact Jeppesen Customer Service to have it loaded.
NOTE The Route Optimizer considers a SID or a STAR identifierthe label given to
the route structure that makes up the SID or STARan airway name. If the Optimizer
constructs a route overflying a NAVAID that has a SID or a STAR connected to it,
then the SID or STAR identifier may print out in the flight plan just like any other
airway. This does not occur often, and it can be avoided, given assistance from
Jeppesen Customer Service.
NOTE Using the JetPlan shortcuts simplifies the Route Proof process. See Flight
Plan Shortcuts on page 54 in Chapter 2, Option Commands.
Once the route is proven satisfactory, you can build the desired flight plan request, using the
information gathered from the Route Proof. Start by typing all of the necessary command
inputs after FP on the Options command line, and then make changes to the other inputs, if
necessary. Type GO at any point if the plan is ready to be calculated.
The following example illustrates a Route Proof request, a follow-up Route Proof request that
modifies the route entry, and a final plan (long version) with all of the desired commands and
options, including a profile change.
155
Route Commands
Route Optimizer
Example:
Explanation: The following is the original route proof request.
01
02
03
06
07
08
09
10
11
14
16
OPTIONS FP,RP
POD WIII/WBSB/RPMM/RCTP/RJFK,TX800
POA RKSI
ROUTE J
HOLD,ALTERNATE/DIST 30,RKSM
ETD 0100
PROFILE I
A/C TYPE/REGN $N123
CRUISE MODE LRC
PAYLOAD 50000
POD OR POA FUEL A0,I
Example:
Explanation: The following is the follow-up route proof request with route modification (FPR
is the Flight Plan Reload command).
01
02
06
07
OPTIONS FPR
POD @6 or @06
ROUTE J,LBG
HOLD,ALTERNATE/DIST GO
Example:
Explanation: The following is the final, complete flight plan request.
01 OPTIONS FPR,ETOP,DRFT,CS/JD123,CPT/S RAWLUK,DSP/T MURPHY
02 POD @909 PROFILE I,330,35010 A/C TYPE/REGN GO
156
Route Commands
Route Optimizer
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.
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
157
Route Commands
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
158
Route Commands
Route Optimizer
159
Route Commands
Route Optimizer
Example:
Route explanation: Fly optimized routing to DVV VOR, then fly direct to N42/W110, then
direct to MLD VOR, then fly optimized to POA.
02 POD KMCI
03 POA KSFO
06 ROUTE DVV,D/N42w110/D,MLD
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.
160
Route Commands
Route Optimizer
02 POD PHNL
03 POA CYYC
06 ROUTE D//D
Enroute Waypoints
Example:
Route explanation: In this example, direct segments are entered between waypoints in Area
1on a flight from New York (Area 1) to London (Area 2). With the exception of the entered
waypoints, all published route structure is ignored. Note that a non-entry on the RTW segment
(blank RTW) is the same as a D on the RTD or RTA.
02 POD KJFK
03 POA EGLL
06 ROUTE D,ACK,D,YHZ//D
Overwater Waypoints
Example:
Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from
PHNL to ZIGIE, from ZIGIE into the overwater area, direct (no input) for the overwater area
to TOU in Area 1, and direct from TOU to CYYC. Note that no input on the RTW segment is
the same as a D on the RTD or RTA.
02 POD PHNL
03 POA CYYC
06 ROUTE D,ZIGIE,D//D,TOU,D
Directs between overwater waypoints (Area 0 fixes) are implied, as the following example
illustrates.
Example:
Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from
EINN to 52N015W, from 52N015W to 54N030W, from 54N030W to SCROD, and from
SCROD to CYYR. The additional route examples portray variations of the same RTW input.
Note that an implied direct (D) exists between every entry on the RTW segment.
02 POD EINN
03 POA CYYR
161
Route Commands
Route Optimizer
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
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
162
Route Commands
Route Optimizer
Example:
Route explanation: This example specifies airways through Area 2, optimized direct routing
over the North Atlantic (Area 0), and then airways through Area 1 to POA.
02 POD EDDF
03 POA KLAX
06 ROUTE J//J
Like nav optimization, airway optimization can be applied to one route area if desired. Simply
remove the J input from the route area that you want to free from airway requirements. See the
example given for nav optimization in one route area (above).
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
163
Route Commands
Route Optimizer
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
164
Route Commands
Route Optimizer
Dynamic structures are airways that can change from day to day. A controlling agency
disseminates NOTAMS that define the structure for a given time period, including valid flight
levels. Dynamic structures are not on navigation charts.
JetPlan provides international track codes for several OTS systems. These codes, which are
entered on the RTW route input segment, allow you to access the optimal track, from the given
set of airways available, for the given POD/POA combination. The following table shows the
JetPlan code (input) that is used on the RTW segment and the corresponding track structure
being referenced. All of the track structures in this table are dynamic.
Table 6-2
Code (Input)
OE
OW
165
Route Commands
Route Optimizer
Track Code
Tracks
Times
A, B, C, and so on
Valid 1130Z1900Z
U, V, W, and so on
Valid 0100Z0800Z
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.
NOTE Not every possible combination of NAT route inputs is shown in the tables
below.
Table 6-4
Input
Route Explanation
/Z/
166
Route Commands
Route Optimizer
Table 6-4
Input
Route Explanation
J/Z/J
/Z/J
P/Z/J
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
Input
Route Explanation
/A/
J/A/J
J/A/P
J/A/
/A/P
Overfly points can be added to your Area 1 or Area 2 route input. One type of overfly point
that you may want to use is the coastal fix. Coastal fixes are waypoints that enter or exit a
particular track, and they are part of the track messages that come from the controlling ATC
agencies. By entering a coastal fix, you imply to the Route Optimizer that you want to use a
specific track. For example, if you specify the coastal waypoint COLOR, and COLOR is
connected to track Charlie (NAT C) on todays 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
167
Route Commands
Route Optimizer
- or J,BURAK/A/J,P,SSM,LIT
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.
West
West
West
KADW
CYMX
KDTW
KORL
KBOS
CYYZ
KEWR
KPHL
KBWI
CYUL
KFLL
KPIT
KCHS
KADW
KHPN
KRDU
KDOV
KATL
KIAD
KSFB
KEWR
KBOS
KIAH
KSTL
KHPN
KBWI
KJFK
KTEB
KIAD
KCHS
KLAS
KTPA
KJFK
KCLT
KLAX
KWRI
KPHL
KCVG
KMCO
KSFB
KDEN
KMIA
168
Route Commands
Route Optimizer
Table 6-6
East
West
West
KTEB
KDFW
KMSP
KWRI
KDOV
KORD
West
If you want to use the preferred route option as your Area 1 input, it is typically used alone.
However, because of the segmented nature of NARs, you can apply additional route inputs to
your Area 1 routing.
When applying additional inputs to your Area 1 preferred route request, the direction
determines where to place the P option. If departing Area 1 (eastbound), the P option can be
placed in the last position of the input segment. If arriving Area 1 (westbound), the P option is
placed in the first or second position of the input segment (this is dependent on whether you
want to specify jet airways, the J option, at all).
Area 1 preferred route inputs: When departing Area 1, the P may be the last input on the RTD.
Example:
02 POD KDFW
03 POA EDDF
06 ROUTE J,JAROM,P/Z/J
Area 1 preferred route inputs: When arriving Area 1, it is the first or second input on the RTA.
Example:
02 POD EDDF
03 POA KDFW
06 ROUTE J/A/J,P
For westbound flights, you can override the non-common portion of a NAR by specifying the
inland navigational fix (the endpoint for a westbound common segment) after the P option and
then entering additional waypoints that deviate from the non-common segment.
Example:
Route explanation: Preferred route from EHAM to the optimum westbound NAT. After the
NAT, pick up the common portion of the NAR to SSM (inland navigational fix), and then fly
jet airways from SSM to KDFW via LIT.
02 POD EHAM
03 POA KDFW
06 ROUTE J/A/J,P,SSM,LIT
169
Route Commands
Route Optimizer
For North American airports not connected to the NARs, the P option accesses a common
NAR segment. However, the route output to or from the common NAR depends on your input.
If the P option is used alone (no other input option is specified), the route nav optimizes as
follows:
Eastbound: the route optimizes from the POD to the start of the common
NAR. Overfly waypoints can be specified with this input. However, the P is
the last input on the RTD.
Westbound: the route nav optimizes from the end of the common NAR to
the POA. Overfly waypoints can be specified with this input.
If the J option is included with the P option (such as J,P), the route airway optimizes as
follows:
Eastbound: the route selects optimal jet airways to the start of the common
NAR. Overfly waypoints can be specified with this input. However, the P is
the last input on the RTD.
Westbound: the route selects optimal jet airways from the end of the
common NAR. Overfly waypoints can be specified with this input.
Preferred Routes Without the NATs
The preferred route option can be used even when the NATs are not specified. For example, if
you are planning to cross the Atlantic but prefer to use latitude-longitude coordinates rather
than specify a North Atlantic Track, you can enter the coordinates on the RTW input segment
while specifying preferred routes on the RTD or RTA.
Example:
02 POD EGLL
03 POA KBOS
06 ROUTE J/5500,02000,5000,05000/P
170
Route Commands
Route Optimizer
Example:
Error Message outputs: Cannot direct route from a NAR way-pointYYTto 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 NARYYT.
02 POD EGLL
03 POA KJFK
06 ROUTE J/5000,05000/P,D,YYT
POD EDDF
POA KPHL
ROUTE J/A/J,P,BRIGS
PROFILE C
In the next example, waypoints are specified as altitude constraint parameters. These inputs
approximate typical ATC arrival restrictions in Area 1.
171
Route Commands
Route Optimizer
Example:
02
03
06
09
POD EDDF
POA KPHL
ROUTE J/A/J,P,BRIGS
PROFILE C,PVD,240,HOFFI,200
Equipment Type
Equipment Codes
EQUIPMENT 10a
CPDLC
EQUIPMENT 10b
ADS
The CPDLC and ADS equipment in Table 6-7 is stored in the NC2 parameter in the ICAO
2012 Certification and Equipment section of the Customer Aircraft Database record. When
the NC2 parameter is configured with this data, JetPlan automatically inserts the 10a
equipment codes before the / indicator and the 10b codes after the / indicator in Item 10a/b
EQUIPMENT on the filing strip. For more information, see Chapter 26, Customer Aircraft
Database.
You can override the NAT DLM flight-level restriction with an altitude constraint Profile
command inputfor example, I,330,400 or C,330,400.
When flight levels 350 to 390 are restricted, supporting flight plan formats display an alert that
the aircraft is not properly equipped, even if you override the altitude restriction. The alert is
similar to the following example:
172
Route Commands
Route Optimizer
NUMBER OF ALERTS 1
ALERT TAG NATEQUI
ALERT MSG No ADS or CPDLC equipment detected.
Flight levels 350 to 390 prohibited.
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
173
Route Commands
Route Optimizer
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
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.
174
Route Commands
Route Optimizer
02 POD EDDF
03 POA KORD
06 ROUTE J/A/J,P,HO
Example:
Route explanation: Same as previous example except that the jet airways after the common
segment of the NAR must overfly the waypoint, TUL.
02 POD EGLL
03 POA KDFW
06 ROUTE J/A/J,P,HO,TUL
Example:
Route explanation: Jet optimized through Area 2 to the NAT that connects with the inland
navigational fix, STEAM. Pick up the common and non-common NAR segments in Area 1 to
destination.
NOTE
02 POD EHAM
03 POA KDFW
06 ROUTE J/A/P,STEAM
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.
175
Route Commands
Route Optimizer
02 POD KDFW
03 POA EDDF
06 ROUTE J,COLOR,P/Z/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
176
Route Commands
Route Optimizer
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.
Example:
Route explanation: Jet airways through Area 4 via MILVA, pick up the Flex track connected
to MILVA, jet airways through Area 5 to destination.
177
Route Commands
Route Optimizer
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
NOTE The output resulting from this input is in a user-input format. The output is
prepared by the Jeppesen Customer Service staff.
178
Route Commands
Route Optimizer
Example:
Route explanation: Jet airways through Area 1 via ALCOA, pick up the westbound track
connected to the specified waypoints, and then jet airways through Area 4 via GARRY,
SCORE, VIRGO and LIBRA to destination.
02 POD KSFO
03 POA RJAA
06 ROUTE J,ALCOA/OW/J,GARRY,SCORE,VIRGO,LIBRA
If you are planning for flights between North America and Taipei, Hong Kong, Manila, or
some other similar arrival, you can enter a special Customer Route Database entry,
RT/ALL/TOS, to invoke the optimum track from the two tracks, K and L. This input searches
a public CRDB record, allowing you to use these specific routes that are maintained by
Jeppesen. To invoke Track K specifically, enter RT/PACK/TOS. To invoke Track L
specifically, enter RT/PACL/TOS.
Example:
Route explanation: Entering the CRDB input shown selects the more advantageous of the two
tracks, K or L.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/ALL/TOS
Example:
Route explanation: The following CRDB input selects track K.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/PACK/TOS
179
Route Commands
Route Optimizer
Example:
Route explanation: The following CRDB input selects track L.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/PACL/TOS
AUSOTS Tracks
The AUSOTS tracks are flexible tracks published daily across Australia to and from the three
main airports in eastern/southern Australia (YMML, YSSY and YBBN). There are three
different AUSOTS groups currently ingested daily into JetPlan:
GROUP A South/East Australia to/from Southeast Asia
GROUP B South/East Australia to/from Middle East
GROUP E Perth (YPPH) to/from Brisbane (YBBN)
For each group, both Eastbound and Westbound tracks are published. Each track has a specific
valid time that varies in begin time, but most (if not all) end at 2200Z daily.
To use the AUSOTS tracks in JetPlan, the following inputs are used (independent of direction
of flight):
J/AA/J GROUP A
J/AB/J GROUP B
J/AE/J GROUP E
A copy of the current AUSOTS tracks can be retrieved in JetPlan by using the following input
on the Options command line:
IFS,AUSOTS
180
Route Commands
Route Optimizer
0911110900 0911112200
ELATI MUTMI 07S097E TATOD NODAB METAB BRISO BIGUP CESCI GEKKO
ANZAC LATOM TAVEV TAM
RTS/TAM V327 HAWKE Y491 SMOKA Y177 BN YBBN
RMK/AUSOTS GROUP B
(TDM TRK XM13 091111060001
0911120900 0911122200
DADAR 07S085E 11S090E 14S095E 17S100E 20S105E SWAGY TINDA NALAR
HITCH CLAMY RUFLE BUNGY MTG
RTS/MTG Y53 WENDY V279 ML YMML
RMK/AUSOTS GROUP B
(TDM TRK XS13 091111060001
0911110900 0911112200
DADAR 07S085E 11S090E 14S095E 17S100E 20S105E WONSA 25S118E
BUNNY LEC SAPED NEWMO EKKEY
RTS/EKKEY J141 PKS H319 TARAL Y59 SY YSSY
RMK/AUSOTS GROUP B
(TDM TRK BY1A 091111120001
0911111100 0911112200
MORRO ROM TAVEV VINAX PARTY MONIC 14S130E KIKEM
RTS/YBBN BN G326 MORRO
RMK/AUSOTS GROUP A
(TDM TRK MX13 091111110001
0911111100 0911112200
ROBET WHA RUSAD 26S127E NONAX MELBO SAPDA
RTS/YMML ML H164 KEPPA Q168 ROBET
RMK/AUSOTS GROUP B
(TDM TRK MY1A 091111120001
0911111100 0911112200
ROBET OJJAY PUGUT ROOKS DUBIS JUGGL PONTI ATMAP
RTS/YMML ML H164 KEPPA Q168 ROBET
RMK/AUSOTS GROUP A
(TDM TRK SY1A 091111120001
0911111100 0911112200
NYN POLEV AS TIMMI 17S125E ITCHY ATMAP
RTS/YSSY SY H202 RIC UH226 NYN
RMK/AUSOTS GROUP A
(TDM TRK YB1A 091111120001
0911111300 0911112200
ONOXA TOBIE MONIC TASHA EML
RTS/EML UY409 EAGLE Y177 BN YBBN
181
Route Commands
Route Optimizer
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
182
Route Commands
Route Optimizer
Example:
Limit explanation: 11 waypoints, D, 7 waypoints.
02 POD KSEA
03 POA KBGR
06 ROUTE BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK,
EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: 11 waypoints, D.
02 POD KSEA
03 POA KBGR
06 ROUTE BTG,LMT,EHF,PMD,BLH,GBN,SSO,ELP,INK,SAT,IAH,D
Example:
Limit explanation: D, 11 waypoints, D, 5 waypoints, D = 18 elements.
02 POD KSEA
03 POA KBGR
06 ROUTE D,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK,
EMG,D,LIT,PXV,ROD,DJB,JHW,D
183
Route Commands
Route Optimizer
Example:
Limit explanation: Airways through Area 5 = 0 elements (the J does not count); Area 0 = 0
elements; Area 1 = 11 waypoints, D, 7 waypoints; total = 18 elements.
02 POD PHNL
03 POA KBGR
06 ROUTE J//OAK,SNS,RZS,LAX,BLH,ELP,INK,SAT,IAH,
LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: Area 5 = 1 waypoint; Area 0 = 0 elements; Area 1 = 10 waypoints, D, 7
waypoints; total = 18 elements.
02 POD PHNL
03 POA KBGR
06 ROUTE J,CKH,D//J,OAK,RZS,LAX,BLH,ELP,INK,SAT,
IAH,LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: Area 1 = 2 waypoints; Area 0 = 11 waypoints; Area 4 = 4 waypoints, D;
total = 18 elements.
02 POD KLAX
03 POA RJAA
06 ROUTE J,SNS,D,OSI,D/
ALCOA,3800,13000,3900,14000,4100,15000,4200,16000,4100,17000,
4100,18000,4000,-17000,4000,-16500,4000,-16000,CALMA/
J,D,COMFE,D,VACKY,PETAL,CVC,D
184
Route Commands
Electronic Route Availability Document Option
Overview
In early 2013, a new version of the ERAD route selector became available in JetPlan. This
second-generation ERAD (version 1.1) included new capabilities that determine optimum
RAD-compliant routes by considering additional route restrictions, weather, and enroute
charges. ERAD 1.1 significantly improved the percentage of flight plan filings accepted by
EUROCONTROL over the legacy ERAD route selector. In February 2015, the ERAD route
selector (version 2.0) was enhanced further with an improved optimization algorithm that
achieves an even higher rate of acceptance by EUROCONTROL.
ERAD 2.0 provides multi-dimensional optimized route selection that is fully compliant with
routing constraints published by EUROCONTROL and member states. These constraints
include the RAD and other efficiency schemes such as the Airspace Use Plan/Updated
Airspace Use Plan (AUP/UUP) (formerly known as CRAM). Additional regional route
restrictions will be supported in future enhancements of ERAD.
ERAD 2.0 also supports lowest fuel, time, or cost-based route optimization, depending on the
criteria specified by the user. For cost-based optimization, JetPlan accounts for cost as the sum
of fuel, enroute charges, and time and considers altitude restrictions enforced by RAD and
other ATC restrictions as part of the route selection process.
In addition, ERAD 2.0 includes new flight plan options that are currently supported only in the
JetPlan command-line interface and the Basic Flight Planner in JetPlan.com. For information
on the new flight plan options available with ERAD 2.0, see ERAD 2.0 Flight Plan Options
Supported Only in the Command-Line Interface on page 198.
185
Route Commands
Electronic Route Availability Document Option
186
Route Commands
Electronic Route Availability Document Option
NOTE When requesting a specific SID (with transition), STAR (with transition),
airway (with entry and exit waypoints), or waypoint, enter each name separated by a
blank.
Table 6-8
Route Input
No route input
Description
Optimum RAD-compliant route
via best combination of directs and
airways
BANTO
BANTO UMBAG
Waypoint(s)
187
Route Commands
Electronic Route Availability Document Option
Table 6-8
Route Input
Type
Description
Table 6-9 lists route inputs that will be supported in a future version of ERAD.
Table 6-9
Input Type
Notes
/A/
/Z/
The following table lists route inputs that are either not supported or not recommended with
ERAD 2.0.
Table 6-10
Input Type
Notes
JetAirways (J)
Direct (D)
188
Route Inputs Not Supported or Not Recommended for Use with ERAD
Route Commands
Electronic Route Availability Document Option
In Europe, conditional routes are Air Traffic Service (ATS) routes or portions thereof that are
designated by the controlling ANSPs as non-permanent. Such routes or portions thereof are
often referred to as airways. They can be planned and used under specified conditions that are
time-based and altitude-based. These conditional routes are divided into three categories:
Category 1 (CDR1): Normally available for planning in the same way as
permanent ATS routes but subject to short-notice closure by the daily
AUP/UUP (formerly CRAM) update document.
Category 2 (CDR2): Normally unavailable for planning except when made
available by the daily AUP/UUP update document.
Category 3 (CDR3): Never available for planning; usable on ATC
instruction only.
189
Route Commands
Electronic Route Availability Document Option
ERAD 2.0 uses the Conditional Route (CDR) Route-Segment Database. The records in this
database contain airway segment/time frame/flight level data derived from the combination of
data from the latest conditional route publications put forth by the ANSPs and data from the
daily AUP/UUP document. The AUP/UUP document applies to the 24-hour period starting at
0600Z the day after it is published. The CDR Route-Segment Database is updated every 24
hours upon receipt of the daily AUP or whenever a UUP is released.
An understanding of how the relevant data is maintained on a daily basis is critical to
understanding how ERAD 2.0 treats airways subject to conditional route designation. Each
day, upon receipt of the latest AUP/UUP document in electronic form, the ERAD 2.0 CDR
Restrictions file is updated. For each airway segment or sequence of segments that is subject to
conditional route designation, a set of records can be found in this file. The set of records
defines a complete schedule for the availability of the airway segments and flight levels and,
therefore, can be thought of as a schedule block. The contents of the schedule block are
determined through a compositing of the AUP/UUP and the standard conditional route
designations. Each schedule block covers a two-week period starting at 0000Z on the current
day.
Any given AUP/UUP document covers a 48-hour period, starting at 0600Z on its effective
date. Thus, the contents of the first 24 hours of a schedule block for any given airway
segment/flight level reflects the combination of the AUP/UUP and the standard conditional
route designation. After the first 48 hours, the contents reflect only the standard conditional
route designation.
When computing a flight plan, ERAD 2.0 reads and processes the data from the CDR
Restrictions File to determine if a given combination of candidate airway segment and flight
level is open at the estimated time of entry. If the estimated time of entry is within the 48-hour
coverage window of the latest AUP/UUP, the impact of the AUP/UUP is accounted as
composited with the standard conditional route designations. If the estimated time of entry is
beyond the 48-hour coverage window of the latest AUP/UUP, the latest AUP/UUP has no
impact, and only the standard conditional route designators have an impact.
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Electronic Route Availability Document Option
As an example, consider the airway A333 between AGUNI and LUTEL. For FL300 to FL530,
this section of A333 is designated CDR2 on weekdays and CDR1 on weekends. Assume that a
flight plan is run on a particular Wednesday, and for that day, the AUP/UUP caused this
section of A333 to be open for the 48-hour period extending from 0600Z on that day. ERAD
2.0 behaves as follows when computing this flight plan:
If the flight plans ETD, aircraft performance, forecast winds and
temperatures, and so on, are such that the estimated time of entry to the
section of A333 between AGUNI and LUTEL is prior to 0600Z on Friday
of that week (and thus within the 48-hour coverage of the latest AUP/UUP),
that section is considered to be open.
If the flight plans EDT, aircraft performance, forecast winds and
temperatures, and so on are such that the estimated time of entry to the
section of A333 between AGUNI and LUTEL is after 0600Z on Friday of
that week (and thus beyond the 48-hour coverage of the latest AUP/UPP),
that section is considered to be closed.
ERAD 2.0 applies the following Flight Planning-relevant CDR (FP_CDR) classifications
dynamically when determining whether a particular combination of airway segment and flight
level is available for consideration in the optimum route/profile computation. Note that for
certain airway segment flight level combinations, the FP_CDR classification can depend on a
flight plan computations estimated time of entry.
FP_NOCDR The combination of airway segment and flight level is not
subject to conditional route designation.
FP_CDR0 The estimated time of entry for the airway segment/flight level
is within the period of the latest AUP/UUP, and the combination of the latest
AUP/UUP and the standard conditional route designations is such that the
airway segment/flight level is considered open.
FP_CDR1 The estimated time of entry for the airway segment/flight level
is beyond the period of the latest AUP/UUP and is at a point in time that the
airway segment/flight level is designated a CDR1.
FP_CDR2 The estimated time of entry for the airway segment/flight level
is beyond the period of the latest AUP/UUP and is at a point in time that the
airway segment/flight level is designated a CDR2.
FP_CDR3 The combination of airway segment and flight level is
designated a CDR3.
NOTE When you are using ERAD 2.0, the NOCRAM flight plan option does not turn
off processing of AUP/UUP (CRAM) files.
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Route Commands
Electronic Route Availability Document Option
The following table summarizes how ERAD 2.0 uses the FP_CDR classifications.
Table 6-11
FP_CDR Classifications
Command-Line Input
Description
Notes
FP,ERAD
FP,ERAD,AX
FP,ERAD,NX
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Route Commands
Electronic Route Availability Document Option
a checkpoint, and then ensures avoidance of the named airway only between the two
checkpoints. ERAD 2.0 does not consider the checkpoints in such an input. Instead it avoids
the entire airway.
For example, the following command-line inputs request ERAD to compute a route that
avoids airway UL607. The ERAD route selector computes a route that avoids UL607
completely, not just between KONAN and NTM.
01 OPTIONS FP,ERAD,RST/AW=KONAN UL607 NTM
The following command-line inputs request the ERAD route selector to compute the route so
that it avoids the airway UB4. Again, ERAD computes a route that avoids UB4 completely,
not just between RLP and CTL.
01 OPTIONS FP,ERAD,RST
....
05 RESTRICTED AREA AW=RLP UB4 CTL
A future enhancement to ERAD 2.0 will enable it to avoid an airway only between the userentered checkpoints.
OPTIONS FP,RST,ERAD,
POD EGLL
POA VTBD
RESTRICTED AREA ICAO/UK Z OI
You can also specify a country to avoid on the 01 OPTIONS command line, as in the
following example:
01 FP,ERAD,RST/ICAO/OI
Note, however, that you cannot enter more than one ICAO country code on the 01 OPTIONS
command line.
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Route Commands
Electronic Route Availability Document Option
where <rule> is the identifier of an individual RAD rulefor example, EG2345A. You can
enter as many RAD rules as can fit on the input line.
For example, the following command-line entries request that the ERAD route selector
compute the route so that it ignores the RAD rules EHEG1002B, EH2027B, and LF2471B:
01 OPTIONS FP,ERAD,RST
....
05 RESTRICTED AREA IR/EHEG1002A EH2027B LF2471B
You can also combine checkpoint or airway avoid inputs with RAD rule ignore inputs. For
example, the following command-line inputs request the ERAD 2.0 route selector to compute
the route so that it avoids the checkpoint tulip and ignores the RAD rules EHEG1002 and
EH2027.
01 OPTIONS FP,ERAD,RST
....
05 RESTRICTED AREA CP=tulip,IR/EHEG1002 EH2027
In addition, ERAD 2.0 does not currently support input of a FIR/UIR with the RST option.
The following command-line inputs result in an error:
01 OPTIONS FP,LP,RST,ERAD
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Electronic Route Availability Document Option
....
05 RESTRICTED AREA XIR=LIMM
However, the ERAD 2.0 route selectors adherence to complex RAD rules and other ATC
restrictions to a certain extent reduces the need to avoid user-defined restricted areas or
specific route elements. For example, the need to account for a FIR/UIR entered as a restricted
area is somewhat lessened because ERAD 2.0 applies FIR/UIR-based filtering to the
calculation of direct segments. ERAD works to ensure that route optimization gets the most
benefit possible from direct optimization without violating distance restrictions imposed on
direct segments within any encountered FIR/UIR.
In this case, if the route traverses one or more active avoid-level restrictive airspaces, an alert
is included in the output for each traversal as well as for each traversal of an alert-level
restrictive airspace, since the AA6 format presents all JetPlan alerts.
NOTE For detailed information on the CCAA and CCAAN options, see Chapter 5,
4D Avoid and Alert Restrictive Airspaces.
195
Route Commands
Electronic Route Availability Document Option
NOTE For detailed information on the Performance Index commands and time, fuel,
and cost optimization, see Chapter 9, Profile Commands.
196
Route Commands
Electronic Route Availability Document Option
Note that the system only includes the DAL/TOC/BOC portion of the ERAD special remarks
when both the POD and the POA are in regions where EUROCONTROL has sole control over
filings. In the command-line interface and the JetPlan.com Basic Flight Plan interface, you can
use the Include DAL/TOC/BOC flight plan option (DOTB) to include the DAL/TOC/BOC
portion of the ERAD special remarks in the filing strip, regardless of the location of the POD
and POA. For more information, see Include DAL/TOC/BOC Option on page 198.
197
Route Commands
Electronic Route Availability Document Option
198
Route Commands
National Route Program (NRP) Option
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.
199
Route Commands
National Route Program (NRP) Option
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 1no 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.
200
Route Commands
National Route Program (NRP) Option
Filing Strip
Highlighted at the bottom of the NRP plan output, and shown separately below, is the ATC
filing strip. On the NRP domestic flight plan, the designation NRP is clearly displayed. No
such designation occurs on an NRP international flight plan at this time.
FP
H/B74B/ 502 BOS
0000 350
BOS..BAF..HNK..CFB..DKK278032..CRL295073..BDF340053..DSM253062..
HYS324076..PUB303038..PGS.J128.CIVET.CIVET4.LAX/0457 :NRP
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Route Commands
Non-Restrictive Routing
Non-Restrictive Routing
JetPlan supports the use of Non-Restrictive Routing (NRR). NRR supports point-to-point
navigation, rather than requiring flights to traverse existing airway structures such as Jet
airways. Flights with adequately equipped aircraft operating at or above FL350 (configurable)
in U.S. airspace can maximize efficiency, choosing points along their path to report in a flight
plan.
High-Altitude Redesign
NRR allows aircraft to fly optimal routes in High-Altitude Redesign (HAR) airspace, which
takes its name from the FAA program that has implemented fundamental changes in
navigation structure and operating methods away from using ground-based NAVAIDs to
leveraging the flexibility of point-to-point navigation. In HAR airspace, operators can opt to
fly outside of structured routing using the NRR options.
HAR Phases
The first two phases of the FAA HAR program have been implemented. The program has the
following characteristics:
Applies to aircraft with equipment accompanying transponder suffixes E, F,
G, and R
Enables point-to-point navigation
Is restricted to altitudes of FL350 and above (in JetPlan, this is configurable)
Supports waypoint navigation around Special Use Airspace (SUA)
Uses high-altitude RNAV routes (Q Routes)
Implements a reference grid of waypoints for flight navigation planning
called Navigation Reference System (NRS)
Supports user-defined NRR, including entering/exiting HAR airspace via pitch and catch
points. If no pitch and catch points are available, appropriate SID/STAR endpoints can be
used. Figure 6.2 shows HAR airspace as of 2007 and which centers are part of the airspace.
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Non-Restrictive Routing
Figure 6.2.
NRS Waypoints
NRR is characterized in a flight plan through the identification of one waypoint per Air Route
Traffic Control Center (ARTCC) in HAR airspace. To support NRR, the FAA developed the
NRS, a grid of waypoints and waypoint naming conventions to serve as the navigation
structure for HAR. See Figure 6.3 for an illustration of the waypoint naming convention.
KD54W is a waypoint, where:
K represents the FIR (USA)
D represents the center or sub-FIR (Denver)
54 represents the latitude (lat 39 00)
W represents the longitude (104 degrees west longitude)
203
Route Commands
Non-Restrictive Routing
Figure 6.3.
204
Route Commands
Non-Restrictive Routing
preferred IFR routings, or other established routing programs. For the portion of the route in
between the pitch and catch points, NRR is permitted. If no pitch and catch points are
available, appropriate SID/STAR endpoints can be used.
The FAA has defined a Vertical Pitch Line (VPL) to indicate the boundary for flights to begin
NRR in HAR from the East coast of the U.S. Because of the density and traffic, there are few
pitch points defined for airports east of the VPL. Flights originating outside of HAR airspace
and flying westbound cannot pitch into HAR until they fly to the VPL. However, flights
originating west of the VPL and flying eastbound can catch out of HAR through catch points
located throughout the area east of the VPL. North/south routes outside of HAR airspace are
not permitted for HAR. The FAA has chosen to keep existing airway structures in place when
flying in the densely populated eastern Air Traffic Control Centers.
NOTE You can find the pitch and catch points and VPL in the airport/facility
directory.
205
Route Commands
Non-Restrictive Routing
For additional information on NRR and the HAR redesign program, refer to FAA Advisory
Circular AC 90-99.
(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
206
Route Commands
Non-Restrictive Routing
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.
207
Route Commands
Non-Restrictive Routing
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.
NRR Usage
NRR is activated by entering NRR on the Options command line. Other inputs, along with the
values in the customer and preference databases, determine whether the flight plan is filed as
HAR, PTP, or NRP.
208
Route Commands
Non-Restrictive Routing
FP,NRR
POD KSFO
POA KORD
ROUTE H
Output
The resulting HAR flight plan has a route summary line containing the NRS waypoints.
KSFO..SAC..HAROL..KU66K..KU69M..KU72O..KU75Q..KD78U..KD81Y..KP81A..KP81C..KP81E..K
P81G..KP81I..KG81K..DLL..MSN..JVL JVL5 KORD
The HAR remark in the filing strip indicates the crew is willing and the aircraft is capable of
accepting a re-route including NRS points.
(FPL-N901AN-IS
-B738/M-SXDIRGHW/S
-KSFO0100
-N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT
KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G
DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5
-KORD0342
-EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311
REG/N901AN SEL/ACBJ DAT/V
RMK/HAR)
If the NRRPRC preference is set to Yes, and an FAA preferential route does not exist, the
following alert appears, and HAR does not appear in the remarks:
ALERT TAG NRR01
ALERT MSG No NRR Remarks are used because a FAA Pref Route does not
exist.
209
Route Commands
Non-Restrictive Routing
OPTIONS FP,NRR,PITCAH
POD KLAX
POA KDEN
ROUTE H
OPTIONS FP,NRR,PITCAH
POD KMIA
POA KLAX
ROUTE H
210
Route Commands
Non-Restrictive Routing
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.
OPTIONS FP,TST,WH06,NRR
POD KSFO
POA KORD
ROUTE -SAC HAROL KU66K KU69M KU72O KU75Q KD78U KD81Y KP81A KP81C
KP81E KP81G KP81I KG81K DLL MSN JVL JVL5
.
(FPL-N901AN-IS
-B738/M-SXDIRGHW/S
-KSFO0100
-N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT
KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G
DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5
-KORD0342
-EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311
REG/N901AN SEL/ACBJ DAT/V
RMK/PTP)
211
Route Commands
Non-Restrictive Routing
212
Route Commands
Specific Route Selector
NOTE If necessary, there is a method for combining SRS and Route Optimizer
inputs, which is discussed in Combination (SRS Route Optimizer) Routing in this
chapter.
213
Route Commands
Specific Route Selector
214
Route Commands
Specific Route Selector
215
Route Commands
Specific Route Selector
Input Styles
Two different route input styles may be employed when entering an SRS route. The first style
resembles the route syntax found in an ICAO flight plan filing request, where each route
element (airway name, NAVAID or waypoint name) is separated from the next by a space.
The second style resembles the route syntax found in a U.S. domestic flight plan filing request,
where each route element is separated from the next by a period.
Example:
Explanation: ICAO stylea blank space separates each route element.
06 ROUTE -J16 BIL J151 ONL J94 OBK
Example:
Explanation: U.S. Domestic stylea 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 styletwo periods separate similar route elements, while a single
period separates dissimilar elements.
06 ROUTE -J16..J52.DBS.J82..J107.DPR.J34.BAE
216
Route Commands
Specific Route Selector
02 POD KLAX
03 POA KDEN
06 ROUTE -DAG J146 HBU J10 DVV
Jeppesen defines a circle around each NAVAID during the JetPlan route database build
process. The circumference of the circle is in nautical miles and is determined by Jeppesen. If
the POD (or POA) is not located within the NAVAID circle of a NAVAID on the specified
airway, an error occurs.
Example:
Explanation: In this case, the POD does not reside within a nearby NAVAID circle on J16, so
a route error occurs.
02 POD KPDX
03 POA KORD
06 ROUTE -J16 MCW J90 BRIBE
To alleviate this problem, a NAVAID must be entered before the airway on the departure.
Example:
Explanation: By adding the NAVAID BTG to the start of the SRS route input, a direct
segment is created and the subsequent route becomes acceptable.
06 ROUTE -BTG J16 MCW J90 BRIBE
Using similar logic, a NAVAID must be entered after the airway on the arrival if the POA is
not within the NAVAID circle.
217
Route Commands
Specific Route Selector
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
LAT/LONG Inputs
The following sections describe latitude and longitude inputs.
218
N3712
N3712.4
3712N
Route Commands
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 mentioned above. You can include a
slash, space, or comma between the latitude entry and the longitude entry. However, these
separators are not required. To specify the coordinate 3712.4N / 09823.6W, enter any of the
following:
N37W98
N37W098
N3712W9823
N3712W09823
N3712.4W9823.6
N3712.4W09823.6
N3712.4 W09823.6
(MY-CHKPT1)N3712.4W09823.6
219
Route Commands
Specific Route Selector
APPLE
RIPKI
MAARI
ACKIL
BNA(NDB)
Some countries have VORs and NDBs that are either collocated or located in close proximity
to each other, where airway structure is defined on the NDB in one quadrant, but defined on
the VOR in another quadrant. In this case, the only way to get airway continuity is to specify
the input in the following manner:
1. Inbound airway name
2. Inbound NAVAID identifier
3. Outbound NAVAID identifier
4. Outbound airway name
If the VOR and NDB have the same identifier, then the NAVAID type modifier must be
attached. Since this can be confusing, it may be more practical to specify the inbound airway
name, inbound NAVAID name, and then a direct segment to the first waypoint or NAVAID
on the outbound airway. In the example below, J111 is defined on the Nome VOR, whereas
G212 is defined on the Ft. Davis NDB. Both are in close proximity to each other.
Example:
Route explanation: For the points in questionInbound 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
220
Route Commands
Specific Route Selector
AMERT(N4439.7W07743.1)
RZS133024
UPP066164
W41
NCA15
PTSQ
ACAO
221
Route Commands
Specific Route Selector
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
222
Route Commands
Specific Route Selector
223
Route Commands
Specific Route Selector
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.
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
224
Route Commands
Specific Route Selector
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 (001360), and the
distance in nautical miles. This is the same rule as stated for designating RNAV waypoints.
See the examples below.
OAK216160 RZS133024 UPP066164
225
Route Commands
Specific Route Selector
SRS on the other hand, generates a predominantly east/west great circle route with
longitudinal crossings printed in segments of user-defined degrees, and the exact latitudinal
crossings are printed (not rounded to whole degree values).
For example, if you request SRS to compute a flight plan from KJFK to PHNL in 10 degree
segments of longitude, SRS may cross W100 at N3858.6. If the Route Optimizer calculated a
similar route, it would deviate from an exact great circle route to cross W100 at N3900.0.
Likewise, a predominantly north/south route generated by the Route Optimizer has latitudinal
crossings printed in multiples of five degrees and longitudinal crossings printed in multiples of
one degree.
SRS on the other hand, generates a north/south route with latitudinal crossings printed in
segments of user-defined degrees, and exact longitudinal crossings printed. Again, no roundoff is done. For example, if you request SRS to compute a flight plan from FHAW to BIKF, in
5 degree segments of latitude, SRS may cross N10 at W01534.6. If the Route Optimizer
calculated a similar route, it would deviate from an exact great circle route to cross N10 at
W01600.0.
226
Route Commands
Specific Route Selector
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
227
Route Commands
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
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
228
Route Commands
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
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
229
Route Commands
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.
230
Route Commands
Specific Route Selector
Example:
02 POD AAAA,3900,12000
03 POA XXXX,3900,07000
06 ROUTE -GR8C0010
231
Route Commands
Specific Route Selector
One-Word Names
Use the full name if five or less characters are involved.
ACRA LOGAN PIKE DOT
Eliminate double letters.
KIMMEL becomes KIMEL, COTTON becomes COTON, and RABBITT
becomes RABIT.
Keep the first letter, first vowel, and last letter. Drop other vowels starting
from right to left.
ADOLPH becomes ADLPH, BAILEY becomes BAILY, and BURWELL
becomes BURWL.
Drop consonants, starting from right to left.
ANDREWS becomes ANDRS, BRIDGEPORT becomes BRIDT, and
KHABAROVSK becomes KHABK.
Multi-Word Names
Use the first letter of the first word and abbreviate the last word using the above rules for
single word names to reduce the last word to four characters.
CLEAR LAKE becomes CLAKE, and ROUGH AND READY becomes RREDY.
232
Route Commands
Combination (SRS Route Optimizer) Routing
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
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
233
Route Commands
Combination (SRS Route Optimizer) Routing
When switching from SRS to Route Optimizer, the last SRS waypoint must
exist in one of the recognizable land mass route areas of the navigation
database that the Route Optimizer uses (Areas 1, 2, 3, 4, or 5). It cannot be a
latitude-longitude coordinate or a waypoint located in Area 0 of the Route
Optimizer navigation database.
Example:
Explanation: Incorrect entry. The last SRS waypoint, N3730E133, is in Area
0 according to Route Optimizer rules.
06 ROUTE -SEL G597 KAE N3730E133 -- J,GTC//J
Explanation: Correct entry. The last SRS waypoint, GTC, can be found in
Area 4.
06 ROUTE -SEL G597 KAE N3730E133 GTC -- J//J
234
Route Commands
Combination (SRS Route Optimizer) Routing
Use a comma only if it is part of the route input, extending Route Optimizer inputs to the next
line. SRS inputs can only be ended with a comma and the next line started with a space.
NOTE Examples with next line inputs show more space than is realistic just to
emphasize the point.
Example:
02 POD EHAM
03 POA RKSI
06 ROUTE J//J,GTC -- N3735E13559 N3710E13232 KAE G597 SEL MADOO
Example:
02 POD RKSI
03 POA KJFK
06 ROUTE -GOLF$32$ SEL G597 JEC -- J/P/J,IGN
Example:
02 POD RKSI
03 POA EHAM
06 ROUTE -GOLF$32$ SEL G597 JEC N3730E13300 N3749E13557 GTC -- J//J
235
Route Commands
Combination (SRS Route Optimizer) Routing
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
Example:
02 POD WIII
03 POA RKSI
06 ROUTE J,DKI,MAARI -- R471 HCN B591 APU -- J,CJU
236
Route Commands
Combination (SRS Route Optimizer) Routing
- or 02 POD KDFW
03 POA KORD
06 ROUTE RN*
237
Route Commands
Combination (SRS Route Optimizer) Routing
Route
CHK (Eastbound)
CK1 (Westbound)
CK2 (Eastbound)
CK3 (Westbound)
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
238
Route Commands
Route Line Editing for Route Optimizer and SRS
JetPlan displays the route input with field numbers over each changeable field. Except for the
last field, the minimum field length is four charactersthe three-character waypoint identifier
plus the comma after it. Unless it is the last route element, a D is the first element in a field.
Fields are ended by one of four delimiters: a space, a comma, a period, or a forward slash. To
terminate a field edit, press the ENTER key with no input. JetPlan prompts 07
HOLD,ALTERNATE/DIST. Type GO, and JetPlan processes the revised route input.
239
Route Commands
Route Line Editing for Route Optimizer and SRS
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
240
Route Commands
Route Line Editing for Route Optimizer and SRS
Press: <ENTER>
JetPlan prompts the 07 HOLD,ALTERNATE/DIST question.
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.
241
Route Commands
Route Line Editing for Route Optimizer and SRS
Press <ENTER>.
JetPlan displays the 07 HOLD,ALTERNATE/DIST prompt.
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
242
Route Commands
Route Line Editing for Route Optimizer and SRS
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
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.
243
Route Commands
Route Line Editing for Route Optimizer and SRS
5
6
7
8
9
10 11
12
13
ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO A590
17
18
OTR10 CVC
5
6
7
ENI C1486 GUTTS
18
19
20
A590 PABBA OTR6
8
GENCO
21
KETAR
9
GAVEL
22
OTR10
10 11
12
13
14
CBD A342 OLCOT NIPPI R220
23
CVC
244
Route Commands
Using Customer Route Database Records
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
245
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
Make changes as necessary using the techniques demonstrated in Route Line Editing
Commands on page 239.
246
Route Commands
Using Coded Departure Route (CDR) 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 42, Coded Departure Routes Database.
247
Route Commands
Using Coded Departure Route (CDR) Records
NOTE After you have created your initial Customer Coded Departure Route
Database, you need to manually reconcile it with the generic NavData Coded
Departure Route Database when needed. Your OK to Use settings are retained
during reconciliation.
For more information on working with Coded Departure Route Database records, see
Chapter 42, Coded Departure Routes Database.
248
Route Commands
Using Coded Departure Route (CDR) Records
The following are examples of coded departure route records and the corresponding route
input syntax.
Airport Pair
Coded Departure
Route Record Name Route Input
KMSP, KORD
MSPORDE2
-CD*E2
KMSP, KORD
MSPORDS1
-CD*S1
KLAX, KJFK
LAXJFKB1
-CD*B1
Example:
Explanation: The following input selects coded departure route record MSPORDE3. The
record is used if the record exists, is active, is marked OK to Use and if the airport pair
matches the pair in the flight plan request.
02 POD KMSP
03 POA KORD
06 ROUTE -CD*E3
NOTE When used with certain flight plan formats, Jeppesen Dispatch Control can
provide a summary report that allows you to compare multiple coded departure route
scenarios. For more information, consult the Jeppesen Dispatch Control Users Guide
or contact your Jeppesen account manager.
249
C HAPTER 7
Hold-Alternate
Commands
Hold-Alternate Commands
Hold-Alternate Command Line
Hold time that overrides default hold time information stored in your
ID/Password attribute file, Customer Aircraft Database (CADB), or
Customer Airport Database (CAPDB). If you have a default setting for hold
time in a database file, entering a hold time on the Hold command line
overrides that setting.
Destination alternate airport(s) only no hold time. One primary alternate
airport and up to three secondary alternates may be specified.
253
Hold-Alternate Commands
Hold-Alternate Command Line
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.
254
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.
Primary case 1:
Stored route,
optimized altitude
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 JetPlans 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.
255
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
NOTE Application of this and any option related to EU-OPS requires that a special
parameter in your ID/Password attribute file be set. Contact your Jeppesen account
manager for more information.
256
Hold-Alternate Commands
Hold-Alternate Command Line
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.
257
Hold-Alternate Commands
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
258
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.
259
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.
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
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
260
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
Sample Input
Explanation
30
30,4500
45
30,EGLL
30,KSJC,POAH,25
30,KSJC,POAH,25,3500
30,POAHF=1000
261
Hold-Alternate Commands
Customer Alternate Database
Table 7-1
Sample Input
Explanation
30,POAHF=1000,POAH=15
30,KSEA,POAH=15,POAHF=1800
KABQ
30,EGLL/120
30,EGLL,EGKK,EGCC,EGPK
KAUS/100,KELP/200,KDAL/333,KDEN/1111
30,RCTP/A001
KSFO/RT01/100/200
262
Hold-Alternate Commands
Customer Alternate Database
Table 7-1
Sample Input
Explanation
KSFO/50/180/240
KSFO/50/200/200
KSFO//200/200
KSFO//060/120
KSFO//060/120/
30,EDDM,EDDF,ALTF=2
EXEMPT
263
Hold-Alternate Commands
Automatic Alternate Selection
NOTE If you specify an alternate airport in your flight plan request, the Automatic
Alternate functionality is deactivated for that type of alternate airport.
Automatic selection may be used with destination, departure, and enroute alternates. The
criteria that JetPlan uses to select an alternate automatically is defined by you in your
Customer Airport Fleet Database (CAPFDB) and CAPDB. In these databases, you can set
parameters that help the system to determine a candidate alternate airports availability and
suitability. (For information on setting up the CAPFDB and the CAPDB for automatic
alternate selection, see Setting Up the Customer Databases on page 274.)
Availability refers to factors that make an airport appropriate for the aircraft type being used,
such as runway length, refueling facilities, passenger exchange, and so on. These factors must
be determined by you for the aircraft in question because simply including them in your
databases defines the airports as available.
Suitability refers to factors that limit airport operation, such as weather minima and hours of
operation. These factors are determined in a more dynamic fashion, though you are required to
provide guidelines that assist in the determination process.
NOTE The CALT Database also comes into play when an automatically selected
alternate creates a situation where the POA/ALT combination matches a record in the
CALT Database. In this case, the stored route or distance information found in the
CALT Database is applied to the flight plan calculation.
The following sections describe the automatic alternate selection feature in more detail.
264
Hold-Alternate Commands
Automatic Alternate Selection
265
Hold-Alternate Commands
Automatic Alternate Selection
266
Hold-Alternate Commands
Automatic Alternate Selection
Airport operational hours. Failure occurs when the flights estimated time of
arrival into the candidates alternate airport is outside the facilitys
scheduled hours of operation.
Weather minima (ceiling and visibility). Failure occurs when the reported
minima are below the prescribed minima in the candidate alternates
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.
The optional TAF Time Window customer preference defines a time windowbefore or after
the effectivity of a given TAFduring 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:
267
Hold-Alternate Commands
Automatic Alternate Selection
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.
268
Hold-Alternate Commands
Automatic Alternate Selection
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.
269
Hold-Alternate Commands
Automatic Alternate Selection
If the POA does not have any preferred alternates stored in the CAPFDB, or if all the defined
preferred airports fail the criteria tests, JetPlan performs a proximity search based on the Max
Distance to Destination Alternate (MD) parameter in the CAPFDB. The proximity search is
for those airports identified as being available destination alternates by the following
parameters in the CAPFDB:
Arrival Alternate (AA)=Yes
Type of Operations (TO)=Regular, Alternate, Refueling, or Provisional
The system then selects the alternate that meets the operating hours, weather forecast, and
ceiling/visibility minima criteria and that delivers the best numbers in terms of optimization.
See Automatic Selection Criteria and Tests on page 265 for more information about the
hours of operations and minimum ceiling/visibility parameters and the criteria tests.
When creating an ETOPS or Overwater Driftdown flight plan, you can enter the diversion
airports manually on the POD and POA command lines. However, they may also be
automatically selected from a pool of airports stored in the CAPFDB and identified as
available for use in the automatic selection process by the Enroute Alternate in
ETOPS/Overwater Driftdown Operations parameter in the CAPFDB (ET=Yes).
Taking into account additional Overwater Driftdown, ETP, and/or ETOPS parameters
(depending on the type of flight plan), JetPlan can select airports from the pool of candidate
alternates and perform equal time point (ETP) calculations to determine appropriate enroute
alternates. JetPlan filters out potential enroute alternate airports that do not meet the
requirements for hours of operation or weather minimums. See Automatic Selection Criteria
and Tests on page 265 for more information.
270
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.
271
Hold-Alternate Commands
Automatic Alternate Selection
For purposes of illustration, assume the TAF check for ULLI is as follows:
272
Hold-Alternate Commands
Automatic Alternate Selection
In this example, the EU-OPS Qualification output indicates that the automatic selection
process did not discover a qualifying ERA. Because no ERA was found, contingency fuel
remains at 5 percent, as shown in the Fuel Plan section in the following graphic.
EU OPS QUALIFICATION
ERA NO ALTERNATES FOUND
Fuel plan:
CONT
FUEL TIME
00350 00.06
However, if the Ceiling and Visibility Minimum values for ULLI are set to 200 feet and 600
meters respectively, ULLI passes the ceiling/visibility minima check. If it also passes the other
criteria for an ERA, including the EU-OPS 1.255 requirements, ULLI qualifies as an ERA
when the plan is recomputed. As the following output shows, contingency fuel is also reduced
to 3 percent.
EU OPS QUALIFICATION
ERA
ULLI
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.
273
Hold-Alternate Commands
Automatic Alternate Selection
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.
274
Hold-Alternate Commands
Automatic Alternate Selection
Parameter
Application/Reason
Airport ID
Fleet Type ID
275
Hold-Alternate Commands
Automatic Alternate Selection
Parameter
Application/Reason
Airport ID
Fleet Type ID
276
Hold-Alternate Commands
Automatic Alternate Selection
Application/Reason
Airport ID
Fleet Type ID
277
Hold-Alternate Commands
Automatic Alternate Selection
Table 7-4
Parameter
Application/Reason
ET
ETOPS Approach
ETOPS Visibility Minimum
EVM
278
Hold-Alternate Commands
Automatic Alternate Selection
Table 7-4
Parameter
Application/Reason
Non-Precision Approach
Non-Precision Approach
Alternate Visibility Minimum
N4
279
Hold-Alternate Commands
Automatic Alternate Selection
Table 7-4
Parameter
Application/Reason
Precision Approach
Precision Approach
Alternate Visibility Minimum
P4
280
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).
NOTE The CAPDB may be used for several applications, not the least of which is
the Automatic Alternate selection process; and an airport record may include
information that applies to the facility as a POD, a POA, or alternate. However, the
information presented in the table below specifically applies to the Automatic
Alternate selection process.
Table 7-5
Parameter
Application/Reason
Airport ID
281
Hold-Alternate Commands
Automatic Alternate Selection
Application/Reason
Non-Precision Approach
Non-Precision Approach
Alternate Visibility Minimum
N4
282
Hold-Alternate Commands
Automatic Alternate Selection
Application/Reason
Precision Approach
Precision Approach
Alternate Visibility Minimum
P4
283
Hold-Alternate Commands
Automatic Alternate Selection
Application/Reason
284
C HAPTER 8
Estimated Time of
Departure Commands
You can set a time for arriving at a specific point in the flight (enroute
fix or POA) and JetPlan adjusts the ETD to meet the required arrival
time. JetPlan uses your specified cruise mode. In this case, the cruise
mode input is a more or less fixed airspeed, forcing the change in the
ETD.
Required Arrival
Time Cost Index
option (RATCI)
Using a cost index value as your cruise mode input, you can set a time
for arriving at a specific point in the flight (enroute fix or POA)
without affecting the defined ETD. In this case, the cruise speed
varies (increases or decreases) to meet the required arrival time while
the ETD remains fixed.
Orbit (ORB)
You can orbit (hold at) a selected enroute point at a specified altitude
for a specific amount of time.
NOTE The RATCI and RAT options are mutually exclusive features. They may not
be used together in the same flight plan. The ORB option, however, may be used in
conjunction with the RAT option, if needed.
The following sections describe all of the ETD command line options in detail.
287
08 ETD 1700/EDD,19APR07
Using EDD does not automatically activate the forecast data feature when the flight
plan is computed. Contact your account manager if your operations require the input
of EDD.
NOTE Some front-end flight planning applications, such as JetPlanner, allow you to
enter a Scheduled Date of Departure (SDD) in your flight plan request. The SDD is
not factored into flight plan calculations. It is informational only and is output on
supporting flight plans.
288
289
JetPlan has two sources for recently gathered forecast wind and temperature aloft data: the
UKMO (also known as the UK Met Office Weather Service) in England and the NWS in the
U.S. From these two sources Jeppesen provides three different forecast models for the
application of weather to the flight plan computation: ADF, NWS, and UK. Typically, the
ADF weather model is the default format. However, you may select any one of these three as
your default format by requesting the setting of one in your ID/Attribute File. The default
format may be overridden on any individual flight plan by entering the option that selects
another weather database on the Options command line.
NOTE For information on changing your default forecast weather model, contact
your Jeppesen account manager.
290
NWS Format
The NWS GRIB format provides a high-resolution database file. It uses advanced numerical
models for wind and temperature aloft forecasting. The data for this format is compiled into a
grid with points every 1.25 degrees of latitude and longitude (more than doubling the lateral
amount of data available compared to ADF). In addition to the greater number of lateral grid
points, NWS GRIB collects extra intermediate readings in the vertical direction too. This
provides more precise information about the wind direction, velocity, and temperature at a
given altitude, especially compared to the standard atmosphere levels of data collected for
ADF.
The NWS format is updated four times a day (0000Z, 0600Z, 1200Z, and 1800Z) and provides
a weather window that extends approximately 48 hours into the future (preferable for long
flights being planned a day in advance).
Whether it is the default format or user-defined at the time of plan creation, the letters NWS
generally appears after the day/time stamp on the flight plan output (for example, 1018NWS).
To select this format, enter WXNWS on the Options command line anywhere after the FP
command.
Example:
FP,WXNWS
UKMO Format
The UKMO GRIB format is a high-resolution model that is similar in data compilation to that
of the NWS format. Like the NWS format, it is updated four times a day (0000Z, 0600Z,
1200Z, and 1800Z). However, this file only provides a 30-hour weather window.
Whether it is the default format or user-defined, the letters UK generally appear after the
day/time stamp on the flight plan output (for example, 0500UK). To select this format, enter
WXUK on the Options command line anywhere after the FP command.
Example:
FP,WXUK
291
Whether it is the default format or user-defined, the code R4S generally appears after the
day/time stamp on the flight plan output (for example, 1918R4S). R4S indicates the RUC
40km model, Short form (19 mb levels instead of 25 mb levels). To select this format, enter
WXRUC on the Options command line anywhere after the FP command.
Example:
FP,WXRUC
NOTE The weather database labels, ADF, NWS, UK, and R4S may or may not
appear in the header section of your flight plan, depending on your output format
design.
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
292
Confidence Level
The confidence level value is a percentage number that represents the reliability of the
occurrence of the gathered historical wind speeds. For example, looking at a specific month
like November, we know the database contains 40 monthly average readings for this month
(19581997). If express an 80% confidence level in the data, we are saying that our flight plan
headwind component values will not exceed those values gathered in 32 out of 40 Novembers.
293
The ability to enter any time period input from one month to a year (12
months)
Availability for any airport or lat/long around the world
Higher resolution historical wind and temperature data than current UK Met
Office Historical Winds
Application
The Reliability Equivalent Winds option is entered on the Options command line (anywhere
after the FP command) using the following format:
Example:
FP,WS##(##),R##
Specify a time frame after the letters, WS, by entering a two-digit month value (for example,
11 = November), or a four-digit range of months value (for example, 0103 = January through
March). The numbers 0112 correspond to January through December.
Specify a confidence level value using a percentage number after the letter R. This input must
not be less than 50% and not more than 98%.
The following examples illustrate different time period and confidence level inputs:
For November with 70% confidence: WS11,R70
For Summer (June to August) with 80% confidence: WS0608,R80
For Winter (January to March) with 50% confidence: WS0103,R50
For annual data with a 90% confidence: FP,WS0112,R90
294
The ETD command line may be used to specify a RAT or a RATCI input. This allows you to
define a fixed arrival time at just about any point enroute or at the destination. The two options
cannot be used together because of the opposite effect each option has on the ETD. The main
determination of which option to use depends on whether or not the ETD can be changed. The
two methods are:
Fixed ETD (RATCI
option)
JetPlan varies the airspeed by adjusting a cost index (CI) cruise mode
until the required arrival time input is met, while maintaining the
original ETD. In most cases, the ability to specify a cost index value
as your cruise mode input is mandatory.
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.)
NOTE You must include a cost index cruise mode input on the Cruise Mode
command line or set certain parameters in the Customer Aircraft Database for this
option to work (see below).
To invoke the RATCI option, enter your estimated time of departure value on the ETD
command line. Follow that with a slash (/), the option (RATCI), an enroute fix or the POA,
and finally a required arrival time.
295
Example:
08 ETD deptime/option,ckpt,arrtime
RATCI Considerations
The following considerations apply to the RATCI option:
The time constraint input must be achievable, considering the aircrafts
minimum and maximum speeds.
If a waypoint is designated as the required arrival time point, it must be
located after Top of Climb (TOC) and before Top of Descent (TOD).
The required arrival time point (POA or enroute waypoint) must be entered
in ICAO format only.
This option may be used with JetPlans Reclear feature, but only for an
enroute waypoint that is located at or before the reclear fix. The Reclear
POA cannot be specified as the RATCI point.
The display of the cost index value used in a flight plan can usually be found
on the top line of the flight plan output (the header section), before the
forward slash that separates the cruise mode stamp from the performance
index stamp. The required arrival time is displayed under the ARRIVE
column of the flight plan output. However, the display of this information
may depend on your output format design.
Example:
Explanation: The estimated time of departure is 0100Z, the required arrival time point is
RKSI, and the required arrival time is 1207Z.
08 ETD 0100/RATCI,RKSI,1207
NOTE
line.
296
You also must enter a cost index cruise mode on the Cruise Mode command
Lowest Mach number to use in cost index (not just RATCI) flight
plans
Highest Mach number to use in cost index (not just RATCI) flight
plans
If these parameters are set, and the RATCI option is invoked, JetPlan performs an iterative
process that determines the CI cruise mode necessary to attain the required arrival time. The
iterative process is as follows:
JetPlan first computes the flight plan using the cruise mode specified in the
flight plan request on the Cruise Mode command line. If this calculation
satisfies the requested arrival time (the RAT point is reached on time), the
iterative process is stopped, and the plan is output.
If the cruise mode from the flight plan produces a flight that arrives at the
RAT point early, JetPlan reviews the cruise mode input to determine if it is a
constant mach value.
If it is a constant mach value, JetPlan reviews the LM parameter
setting in the aircraft database. If the input value and the LM
parameter setting are equal, JetPlan uses this value, stops the
iterative process and produces the plan output. In this case, JetPlan
can do no more because the LM setting prevents any attempt at a
slower airspeed.
If it is not a constant mach value, JetPlan determines a cost index
value.
297
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 RATearly or late).
Since these iterations may be time consuming, there are many checks to stop them early. For
example, if the maximum allowable CI is used, and the arrival time is still late, then the search
is terminated because there is no speed greater, based on your own CADB inputs.
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.
298
To invoke the Required Arrival Time option, enter your estimated time of departure value on
the ETD command line. Follow that with a slash (/), the option (RAT), an enroute fix or the
POA, and finally a required arrival time.
Example:
08 ETD departure time/RAT,checkpoint,arrival time
RAT Considerations
The following considerations apply to the RAT option:
If the required arrival time input results in a departure time that is past the
days current time, a processing error result.
If a waypoint is designated as the required arrival time point, it must be
located after TOC and before TOD.
The required arrival time point (POA or enroute waypoint) must be entered
in ICAO format only.
This option may be used with JetPlans Reclear feature, but only for an
enroute waypoint that is located at or before the reclear fix. The Reclear
POA cannot be specified as the RAT point.
The RAT option and the Orbit (ORB) option may be used together.
JetPlan displays the following statement on the third line of the flight plan:
REQUIRED ARRIVAL TIME AT XXXX HHMM. The XXXX is the
RAT point identifier, and HHMM is the coordinated universal time of the
arrival.
Example:
Explanation: The estimated time of departure is 1200Z (this estimate is for accessing the
correct forecast weather data). The required arrival time point is RKSI, and the required arrival
time is 1825Z.
08 ETD 1200/RAT,RKSI,1825
The following examples further demonstrate the RAT option. Sample flight plan outputs show
what to expect based on the example input.
299
Example:
Explanation: The estimated time of departure is 1900Z (to access forecast weather data). The
RAT point is the POA, LIRF, and the arrival time is set to 2130Z. The sample output reveals
the results of this input.
02 POD EGKK
03 POA LIRF
08 ETD 1900/RAT,LIRF,2130
Sample output:
PLAN 7061
EGKK TO LIRF MD11
M85/F IFR
NONSTOP COMPUTED 1740Z FOR ETD 1953Z
PROGS 1700ADF
REQUIRED ARRIVAL TIME AT LIRF 2130Z
08/17/06
LBS
Example:
Explanation: The estimated time of departure is 1900Z (to access forecast weather data). The
RAT point is the enroute waypoint, LASBA, and the arrival time is set to 2030Z. Sample
output reveals the results of this input.
02 POD EGKK
03 POA LIRF
08 ETD 1900/RAT,LASBA,2030
Sample output:
PLAN 7099
EGKK TO LIRF MD11
M85/F IFR
NONSTOP COMPUTED 1709Z FOR ETD 1935Z
PROGS 1700ADF
REQUIRED ARRIVAL TIME AT LASBA 2030Z
300
08/17/06
LBS
ORBIT
The Orbit (ORB) option allows you hold at a waypoint for a specific length of time, airspeed,
and flight level. This may be used to burn excess fuel (or time), to rendezvous with another
aircraft, or to meet any requirement you deem necessary.
To invoke the ORB option, enter your estimated time of departure value on the ETD command
line. Follow that with a slash (/), the orbit option (ORB), the orbit point, the hold time, the
orbit airspeed (cruise mode), and the orbit altitude.
Example:
08 ETD departure time/ORB,checkpoint,time,speed,flight level
ORB Considerations
The following considerations apply to the ORB option:
JetPlan does not make climb/descent performance calculations between the
enroute cruise altitude and the orbit altitude.
This option may be used with JetPlans Reclear feature, but only for an
enroute waypoint that is located at or before the reclear fix.
This option may be used with the RAT option (but not RATCI).
JetPlan inserts the checkpoint, ORB01, (and the associated performance
data) in the flight plan body prior to the user-defined orbit fix. ORB01 is
deemed collocated with the orbit fix.
JetPlan displays the performance data (distance, time, and burn) from the
immediately previous enroute waypoint to the orbit fix on the ORB01 line.
Since ORB01 and the orbit fix are collocated, JetPlan generates zero
distance from ORB01 to the orbit fix. JetPlan displays the orbit time and
fuel burn on the same line as the orbit fix.
Example:
Explanation: Depart at 1900Z. Orbit the enroute waypoint, LASBA, for 45 minutes at long
range cruise, at an altitude of 37,000 feet.
02 POD EGKK
03 POA LIRF
08 ETD 1900/ORB,LASBA,45,LRC,370
301
Example:
Explanation: Multiple orbit points may be entered as shown. Depart at 1900Z. Orbit SFO for
20 minutes at long range cruise, at an altitude of 25,000 feet. Orbit XIDIL for 20 minutes at
long range cruise, at an altitude of 21,000 feet. Orbit TOP for 10 minutes at long range cruise,
at an altitude of 23,000 feet.
08 ETD 1900/ORB,SFO,20,LRC,250,XIDIL,20,LRC,210,TOP,10,LRC,230
The following sample flight plan output illustrates the expected results when the ORB option
is invoked. Three points are shown for clarification: 1) the fix prior to ORB01; 2) the ORB01
point; and 3) the orbit fix. Column headers are included at the top of the sample for ease of
interpretation.
CPT
COORDINATES / FIR
F/L TMP WIND T/C T/H
FIR
N46084 E006024 / LFFF
370 M03 31053 133 133
ORB01 N45447 E006387
370 M03 31053 133 133
LASBA N45447 E006387
370 M03 31056 133 133
TRP
AW/MH TAS
FIR
42
UG32 457
42
UG32 457
42
UG32 484
SR
G/S
2
510
2
510
2
540
DIST
ZD CD
TIME
ZT
CT
FUEL
ZF CF
302
Example:
Explanation: Same as above.
02 POD EGKK
03 POA LIRF
08 ETD 1900/ORB,LASBA,45,LRC,330/RAT,LIRF,2230
303
C HAPTER 9
Profile Commands
Profile Commands
Overview
Overview
JetPlan is designed to automatically attain the best flight profile for a given aircraft within a
given airspace for any situation. The Profile command line provides user control over this
designed optimization. With it, you can manage the:
Altitude Flight Rule Selection
Altitude Control Options
You must enter at least one Flight Rule option on the Profile command line to complete a
flight plan request. Altitude Control options are optional; they may be included with your
flight rule input if necessary.
307
Profile Commands
Altitude Flight Rule Selection
Option
Explanation
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
sectionoutlined 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
308
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.
Profile Commands
Altitude Flight Rule Selection
Explanation
I,xxxxx/V
This is used for flight plans that begin as IFR and transition to VFR
(described as Y type flight plans in ICAO 4444 Air Traffic
Management, 14th Ed. 2001). The transition fix is entered
followed by /V to indicate a transition to VFR altitudes.
EXAMPLE:
Explanation: IFR to VFR transition at MALOT.
09 PROFILE I,MALOT/V
NOTE This functionality is not applicable in the United States with
FAA flight plans. It is applicable only to ICAO flight plans.
V,xxxxx/I
This is used for flight plans that begin as VFR and transition to IFR
(described as Z type flight plans in ICAO 4444 Air Traffic
Management, 14th Ed. 2001). The transition fix is entered
followed by /I to indicate a transition to IFR altitudes.
EXAMPLE:
Explanation: VFR to IFR transition at MALOT.
09 PROFILE V,MALOT/I
NOTE This functionality is not applicable in the United States with
FAA flight plans. It is applicable only to ICAO flight plans.
Other Considerations
The following considerations apply to the selection of optimal altitudes:
Up to twenty-nine different altitudes may be output on each flight plan. The
altitude changes may occur to minimize fuel, time, or cost, and to conform
to the appropriate cruising altitude for the direction of flight.
All non-hemispherical altitudes are loaded in the airway information of the
navigation database. Flight plans step climb/descend between hemispherical
and non-hemispherical altitudes provided there is at least a 60 nm segment
distance for which the new altitude is effective.
The appropriate metric equivalent flight level(s) are output in the FIR/UIR
boundaries where applicable.
309
Profile Commands
Altitude Flight Rule Selection
310
Profile Commands
Altitude Control
Altitude Control
Altitude control refers to the flight planner's option to constrain the profile one or more times,
or to invoke 2,000' step climbs while enroute. You may change the flights profile using up to
ten sets of altitude restrictions. A restriction may be entered as either a single altitude value or
a range of altitudes. Where the restriction takes effect in the flight depends on the constraint
points (waypoints) specified by the planner. Restrictions can be specified to occur after the
crossing of an enroute waypoint or by the time the waypoint is reached.
NOTE For those organized track structures (OTS) that allow it (the North Atlantic
tracks), JetPlan automatically applies 2,000' step climbs, if applicable.
To invoke 2000 step climbs, enter 920 on the Profile command line.
Example:
Explanation: Apply IFR rules and 2,000 step climbs for the entire flight.
09 PROFILE I,920
Example:
Explanation: Apply IFR rules to the flight. Step climb, in 2,000 increments, between BAE
and ENM.
09 PROFILE I,BAE,920,ENM
311
Profile Commands
Altitude Control
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
312
Profile Commands
Altitude Control
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.
- 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.
313
Profile Commands
Altitude Control
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).
POD EGLL
POA OEJN
ROUTE J,MAN
PROFILE I,290,MAN
314
Profile Commands
Altitude Control
Example:
Explanation: Apply IFR rules. Fly at FL295 (metric equivalent) up to and including BH, then
FL361 (metric equivalent) to LNO. Fly optimal IFR altitudes after LNO.
02
03
06
09
POD VHHH
POA OMSJ
ROUTE J
PROFILE I,295,BH,361,LNO
Example:
Explanation: Apply IFR rules. Select altitudes between FL290 and FL370. Retain initial track
altitude for the entire track structure portion of the flight.
02
03
06
09
POD RJAA
POA KSFO
ROUTE J/OE/J
PROFILE C,290,370
Example:
Explanation: Apply IFR rules. While on track structure, retain initial track altitude until the
last track fix. Fly optimal altitudes to BOI, optimize between FL290 and FL330 to SLC. After
SLC, only fly FL330 to JNC, then optimize between FL370 and FL410 the rest of the way.
02
03
06
09
POD RJAA
POA KDFW
ROUTE J/OE/J
PROFILE C,BOI,290,330,SLC,330,JNC,370,410
Example:
Explanation: Apply IFR rules. Constrain the profile to any MAAs encountered in the route.
02
03
06
09
POD VHHH
POA OMDB
ROUTE J//J
PROFILE I,M
Example:
Explanation: Apply IFR rules. Check the profile against GRID MORA data.
02 POD KSFO
315
Profile Commands
Altitude Control
03 POA KDEN
06 ROUTE D
09 PROFILE I,T
Example:
Explanation: Apply IFR rules. Fly FL290 up to and including the waypoint 5050N (SRS
syntax for the point identified on the Route command line), then fly FL330 the rest of the way.
02
03
06
09
POD CYQX
POA EINN
ROUTE D/5000,05000/D
PROFILE I,290,5050N,330
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
316
Profile Commands
Altitude Control
This is a method that is applicable to short flights, where optimal cruise altitudes may not be
practical. The maximum altitude value you provide is used in the following formula:
MAv x route distance = maximum flight level
The maximum altitude value is a percentage figure that provides an altitude (in thousands of
feet) when multiplied by the flights 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).
317
Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
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
318
Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
Time Optimization
In the time optimization (or save time) scenario, JetPlan calculates performance to determine
the most advantageous altitude profile for minimizing the enroute time. Some examples of
time-based costs are: aircraft and engine lease rates, crew pay, and time-dependent
maintenance costs.
In comparison with the other performance indices, time optimization produces a minimum
enroute time at the cost of a larger enroute fuel burn.
To select time optimization, enter the letter T on the Performance Index command line.
Example:
12 PRFM INDEX T
Cost Optimization
In the cost optimization (or save money) scenario, JetPlan optimizes the flight plan profile to
minimize the total cost of the flight. To determine the total cost, you must provide fuel and
operating (time) cost values.
NOTE This feature produces a total cost figure in the flight plan output, even if you
run the plan using a different cost index.
To select cost optimization, enter the letter M (for money), followed by a fuel cost value and
an operating cost value, on the Performance Index command line. Separate each item with a
comma.
Example:
12 PRFM INDEX M,$$$,$$$$
The fuel cost input is the price per U.S. gallon of fuel. It is a three or four-digit input without
any decimal points (for example, 110 = $1.10/USG).
The operating cost figure is a four or five-digit input (no decimal point), representing the total
price per hour of variable factors such as the cost of operating the aircraft, the crew salaries,
and maintenance fees (for example, 1250 = $1,250/hr).
319
Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
Example:
Explanation: Fuel cost is $1.10/USG, and operating cost is $1,250/hr.
12 PRFM INDEX M,110,1250
If you want to omit the operating cost figures to determine fuel costs only, include a minimum
operating cost of one dollar per hour as part of the input.
Example:
Fuel cost is $1.10/USG, and operating cost is $1.00/hr.
12 PRFM INDEX M,110,0001
Order of Precedence
It is important to understand the order of precedence JetPlan applies to fuel prices and
Performance Index values. A fuel price entered on the Performance Index command line and
the value of the PI parameter in the CADB can each be overridden by other values. The order
of precedence for fuel price is:
JetPlan first uses any fuel price entered on line 2 POD.
If no fuel price is entered on line 2 POD, JetPlan uses the fuel price entered
with the parameter M on line 12 PRFM INDEX.
If no fuel price is entered on line 12 PRFM INDEX, JetPlan uses the value
of the Fuel Price (FP) or Bonded Fuel price (BP) parameter in the Customer
Airport database (CAPD). (Which price is used is determined by the setting
of the Bonded Fuel indicator parameter in the City Pair database.)
If the FP (or BP) parameter in the CAPD is not set, JetPlan uses the fuel
price associated with the parameter M and stored for the PI parameter in
the CADB.
320
C HAPTER 10
Aircraft Type
Commands
Overview
JetPlan requires the input of an aircraft before any flight plan can be computed. To do this, you
must enter the ID of a generic aircraft from the JetPlan Aircraft Library or the record name of
an aircraft stored in your Customer Aircraft Database (CADB) on the Aircraft Type command
line.
Example:
10 A/C TYPE/REGN <GENERIC ID or CADB RECORD NAME>
JetPlan applies the information from these input sources to calculate performance data in the
flight plan computation.
323
Cruise Data
Climb Data
Descent Data
Hold Data
Alternate Data
324
The information displayed includes the manufacturer code and the ICAO code for each
aircraft.
325
NAME
-----AERITALIA:
AEROSPATIALE:
AIRBUS INDUSTRIES:
BRITISH AEROSPACE:
CODE
-----AERITALI
AEROSPAT
AIRBUS
BAC
BEECH:
BEECH
BOEING:
BOEING
CANADAIR:
CASA:
CESSNA:
CANADAIR
CASA
CESSNA
CONVAIR:
DASSAULT:
DEHAVILLAND:
DORNIER:
MCDONNELL DOUGLAS:
CONVAIR
DASSAULT
DEHVLAND
DORNIER
DOUGLAS
EMBRAER:
FAIRCHILD:
FOKKER:
EMBRAER
FARCHLD
FOKKER
GATES LEARJET:
LEARJET
GULFSTREAM:
ILYUSHIN:
ISRAEL:
LOCKHEED:
GLFSTRM
ILYUSHIN
ISRAEL
LOCKHEED
MITSUBISHI:
MOONEY:
PIPER:
ROCKWELL:
SAAB/SCANIA:
TUPOLEV:
MISCELLANEOUS:
MTSBISHI
MOONEY
PIPER
ROCKWELL
SAAB
TUPOLEV
MISCELL
ICAO
---------------------------------AT42 AT43 AT45 AT72 AY22
S210
<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
326
The information displayed in this request appears in the following sample output.
NOTE The following information is sample output, abbreviated for space. For each
manufacturer code, there is a list of aircraft, and for each aircraft, there may be
several generic aircraft loads..
767D 470 B767/H
BOEING
GE CF6-80A
767-200ER BOEING 767 OPS.MAN. 6-L34A SEPT 82 / SEP 87 *
BASIC OPTWT
MXTOWT
MXVRF
MXLDWT
MXZFWT
181000 LBS
351000
113000
278000
253000
MIN.OPWT
ETP AS/LVL-DRIFT
CLIMB = 250/290/.78M
80000
365KT/FL230
CRUISE/ALTITUDE RANGE: LRC-070,430
*LRC UNDER FL250
M74-070,430* M80-070,430* M81-070,430* M82-070,430*
M84-070,410*
HOLD
= 1500 FT/ISA
DESCENT = DEFAULT: .78/290/250 AUX: (M79)-.79/290
ALTERNATE= ALTERNATE PLANNING CHART PG 23.10.33 / BASED ON LRC
* SAME PERFORMANCE FIGURES AS 767B BUT WITH EXT. RANGE CONF.
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=777A 714 B772/H
BOEING
P W 4077/84
BOEING B777-200 OPERATIONS MANUAL
BASIC OPTWT
MXTOWT
MXVRF
MXLDWT
MXZFWT
315000 LBS
535500*
208000*
445000*
420000*
MIN.OPWT
ETP AS/LVL-DRIFT
CLIMB = 250/310/.84M
175000
1LE-370KT/FL190
CRUISE/ALTITUDE RANGE:
LRC-100,430
M84-100,430 (325IAS UNDER FL250)
HOLD
= 1500 FT FLAPS UP
*WEIGHT LIMITS BASED ON (A) MARKET
DESCENT
= M84/310/250
CONFIGURATION
ALTERNATE = ALTERNATE PLANNING CHART AT LRC
ALTITUDE CAPABILITY BASED ON MCT AND 1.4G BUFFET
327
The output includes the Jeppesen identifier for each aircraft shown. This is the four-character
code at the top left corner of each section of the aircraft output. In the previous output
example, the Jeppesen identifiers for the two aircraft shown are 767D and 777A. With this
information, you can look up more information about the individual version of this generic
aircraft.
NOTE The JeppID and CRZ option may be entered in reverse order without
changing the outcome (for example, AC,CRZ,747H).
Example:
01 OPTIONS AC,747H,CRZ
328
The output shows the default weights for the selected aircraft and its speed schedules for the
various stages of flight.
EXAMPLE (AC,JEPPID,CRZ)
M84
M85
M86
M88
>210
>210
>240
>280
NOTE The JeppID and INF option may be entered in reverse order without
changing the outcome (for example, AC,INF,747H).
329
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
330
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
747H
LA
OP
RW
MW
MAX LNDNG WT
OP WT
MAX RAMP WT
MIN FLIGHT WT
0605000
0000000
0000000
0000000
LBS
LBS
LBS
LBS
HC
HF
MH
MA
RF
MC
MT
MX
RH
AT
HOLD CALC ZF
HOLDING FF
MIN HOLD FUEL
MIN ALT FUEL
RESERVE FUEL
MIN CONT/RES
MIN C/R TIME
MAX CONT/RES
RES+HLD/CTG
TAXI IN
N
000000
000000
000000
000000
000000
000000
000000
000000
000000
EP
BK
CW
DD
HA
LC
IX
PRI ETOPS
PRI BRACKETS
PRI ALT CAP TB
PRI DRIFTDOWN
HOLD ALT
LIMITED CI
INDEX
N
N
N
N
00000 FT
N
LBS
LBS
LBS
LBS
LBS
MIN
LBS
LBS
LBS
You can add ICAO or FAA domestic ATC information (a filing strip) to the bottom of the
flight plan output by entering a forward slash (/) after the aircraft entry. However, to ensure
proper identification, include the aircrafts registration number when using this feature.
Example:
10 A/C TYPE/REGN 747H/N12345
331
Using a generic aircraft file as your Aircraft Type input dictates the need to provide other
information before a flight plan can be computed. For example, there is no operational weight
setting in the generic file. A weight range is stored in the file, but no specific setting made.
This means that you must input that information before JetPlan processes the flight plan. You
can avoid the extra inputs and time by saving your generic aircraft selection in the CADB.
There, you can set these required parameters and bypass the extra inputs when creating flight
plans.
332
You can add ICAO or FAA domestic ATC information (filing strip) to the bottom of the flight
plan output by entering a forward slash (/) after the aircraft entry.
Example:
10 A/C TYPE/REGN $AC12/
If you do not have the aircrafts 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.
333
C HAPTER 11
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 aircrafts 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
337
338
M84
M85
M86
M88
>210
>210
>240
>280
Example:
01 OPTIONS AC,747H,INF
CRUISE MODES
1LE
270
GDC
LRC
M84
M85
M86
ETOP/DRIFTDOWN CRUISE MODES FOR 303E
1LE
ETOP/DRIFTDOWN CRUISE MODES FOR 302E
2LE
WEIGHT CUTOFF TABLES
13G
1.3G
14G
1.4G
15G
1.5G
AAA * MCT
* THIS TABLE IS ALWAYS CONSIDERED
M88
For more information on accessing generic aircraft data, see Chapter 10, Aircraft Type
Commands.
Definition
CMC
ECO
Economy Cruise
HSC
339
Table 11-1
Definition
LRC
Long-Range Cruise
MSR
MRC
MCT
MSC
NCT
925
945
1LE
1 Less Engine
2LE
2 Less Engines
ECP
MCP
RCP
340
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
aircrafts 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 aircrafts generic record.
NOTE If you run a plan using a non-stored cruise mode and then change the aircraft
for some reason, the cruise mode input may become invalid.
341
Example:
Explanation: The following input requests LRC for the entire flight.
11 CRZ MODE LRC
342
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
343
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
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.
344
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 aircrafts generic record.
The minimum cost index value is zero (0); the maximum is 9999.
As in the case of LRC, when a cost index cruise mode is used, JetPlan does
not force a constant Mach airspeed over certain route segments to conform
with ATC requirements.
NOTE It is the responsibility of the flight planner to apply a constant Mach cruise
mode to these types of route segments.
To apply actual cost figures, enter fuel and operating cost values on the
Performance Index command line (using the M option), or store these
figures in the Customer Airport and Airport Fleet Databases.
345
346
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
To apply an auxiliary cruise mode, enter the auxiliary value immediately after the primary
cruise mode value, and separate the two with a comma.
347
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
348
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 Aircrafts
Cruise Modes on page 338.
NOTE FPM secondary climb and descent entries on the Cruise Mode command line
override any settings for FPM secondary climb and descent in the Customer Airport
Fleet Database or in the generic data files. For more information, see Airport Fleet
Database on page 825.
349
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
350
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.
351
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
352
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.
353
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
The following table lists all of the bias parameter codes and defines the phase of flight and bias
factor.
Table 11-2
Parameter Code
Definition (Phase/Factor)
CF
Climb Fuel
CT
Climb Time
CD
Climb Distance
DF
Descent Fuel
DT
Descent Time
DD
Descent Distance
AF
Alternate Fuel
354
Table 11-2
Parameter Code
Definition (Phase/Factor)
AT
Alternate Time
AD
Alternate Distance
FF
AS
For cruise mode biases, FF and AS, the three-letter input DEF may be used
as a substitute for all of the cruise modes available in the aircrafts 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 aircrafts generic file, and the only way to reference all
of those cruise modes at one time is to use the DEF input.
355
Although bias inputs may be entered anywhere after the initial primary
cruise mode input, Jeppesen recommends that these inputs be entered at the
end of the cruise mode string, after all other inputs.
Climb Biases
A climb bias is specified using one or more of the following parameters.
356
Example:
Explanation: Flatten the climb profile by 20 nm.
11 CRZ MODE M86,M85,CD=20
NOTE The Climb Distance bias flattens out the climb profile by the bias amount. It
moves the Top of Climb point, but does not add mileage to the flight plan. On the
other hand, the following types of biases add mileage to the flight plan by the bias
amount, but do not affect the climb profile:
- A distance bias specified in the flight plan request on the Departure Bias command
line
- A distance bias stored in a Customer Route Database file (the DD parameter)
- A distance bias stored in a Customer Aircraft Database (CADB) file (the DB
parameter)
Cruise Biases
The cruise biases are expressed using the parameter codes, FF and AS. These codes do not
follow the convention described above, but are descriptive of what they affect: fuel flow and
airspeed. When using these codes, you must include a cruise mode designation after the
parameter code and before the equal sign.
Only the primary cruise mode(s) may be biased. To reduce typing time, the cruise mode
substitute, DEF, may be used in place of specific cruise modes.
NOTE
The DEF input must be used to bias a cost index cruise mode.
357
Example:
Explanation: Increase M86 fuel flow by 0.5%.
11 CRZ MODE M86,M85,FFM86=1.005
Descent Biases
A descent bias is specified by the use of one or more of the following parameters.
358
Example:
Explanation: Add 500 lbs/kgs to descent fuel.
11 CRZ MODE M86,M85,DF=500
359
NOTE This bias value flattens out the descent profile by the bias amount. It moves
the Top of Descent point, but does not add mileage to the flight plan. On the other
hand, the following types of biases add mileage to the flight plan by the bias amount,
but do not affect the descent profile.
- A distance bias specified in the flight plan request on the Arrival Bias command line
- A distance bias stored in a Customer Route Database file (the AD parameter)
- A distance bias stored in a CADB file (the AB parameter)
Alternate Biases
An alternate bias is specified by the use of one or more of the following parameters.
360
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
361
NOTE An MEL database record may contain a variety of settings aimed at limiting
or degrading certain performance characteristics of a specific aircraft type. To learn
more about creating and managing MEL database records, see Chapter 35,
Minimum Equipment List Database.
NOTE
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.
362
Example:
11 CRZ MODE M84,MEL=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 aircrafts CADB record,
the two biases are combined in effect. For example, assume that your
aircraft input is a CADB record that has a fuel flow bias set at 2.5% for the
cruise mode M84, and you enter an MEL record on the Cruise Mode
command line that includes a fuel flow bias of 1.3%. The total fuel flow bias
applied to the flight plan is plus 3.8%
(2.5% + 1.3% = 3.8%).
When an MEL fuel flow bias and an ad hoc fuel flow bias (see Bias
Options on page 354) are both added to the same flight plan, JetPlan
combines the two biases. However, an ad hoc bias overrides any
corresponding bias stored in the aircrafts CADB record.
363
C HAPTER 12
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.
NOTE This ratio is valid for any currency, provided that the fuel cost is converted to
a per pound basis.
367
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 flights 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.
368
369
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
370
Table 12-1
CAPDB CI Parameters
Parameter
Code
Definition
Fuel Price
FP
- or -
- or -
BP
FC
Fuel Density
FD
For more detailed information on these parameters, see Chapter 29, Customer Airport
Database.
In the CADB, you must set the Operational (time-related) Cost parameter.
The Operational Cost parameter is actually the time-related cost field in the Performance
Index parameter (PI) of the CADB. This is the same field you would use if you were to apply
the PI Cost Optimization option (for example, M,$$$,$$$$) as your performance index
through the CADB. Since fuel optimization is typically preferable, your setting input would be
371
F,$$$,$$$$. However, the fuel price field is irrelevant in the dynamic CI process because the
fuel price figure from the CAPDB has precedence. See Performance Index (Fuel, Time, Cost)
Optimization in Chapter 9, Profile Commands.
NOTE While the Performance Index fuel price parameter may be irrelevant in the
dynamic CI process, some reasonable value needs to be entered on the off chance
that the departure airport is not loaded in the CAPDB.
Table 12-2
CADB CI Parameter
Parameter
Code
Definition
Performance Index
PI
Example: PI=T
Example:
PI=M,115,1850
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
372
If the Cruise Mode input is CI### (for example, CI350), then the
entire performance parameter is ignored. This also applies to
RATCI (described inRelated JetPlan Features on page 384).
For Non-CI Cruise Modes, performance is based on the letter value of the PI
field:
PI=F,088,2500 is a minimum fuel plan. Cost information has no
effect on optimization.
PI=T,088,2500 is a minimum time plan. Cost information has no
effect on optimization.
PI=M,088,2500 is a minimum cost plan. Cost information has the
same effect as the legacy money option.
Cost Optimization
(save money)
Option with Fixed
Speed
Cost Optimization
(save money) with
Cost Index
373
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)
374
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
Crew costs
Crew costs also increase with time, but have two rates: the initial onschedule rate that is paid until the default block time has elapsed, and
the hourly over-schedule rate. Crew costs apply from OUT time to IN
time. Crew costs and the default block time are stored in the CPFDB.
Crew costs may also be defined in the Customer Airport Fleet
Database (CAPFDB) and the Aircraft Fleet Database (ACFDB). The
CAPFDB values are used only if no crew cost values are defined in
the CPFDB. If the CAPFDB also does not contain crew cost values,
the system uses the values in the ACFDB record. No values equals no
crew cost.
Lateness costs
375
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
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
Total Cost = Fuel Cost + Crew Cost + Maintenance Cost + FIR Charges + Lateness Charges
Crew Cost = Flight Crew Cost + Cabin Crew Cost
Flight Crew Cost = Number of Flight Crew * ((Cockpit Crew On-Schedule Rate * Default
Block Time) + (Cockpit Crew Over-Schedule Rate * Hours Over Schedule))
Cabin Crew Cost = Number of Cabin Crew * ((Cabin Crew On-Schedule Rate * Default
Block Time) + (Cabin Crew Over-Schedule Rate * Hours Over Schedule))
The number crew members is derived from the flight plan request. If no
number is provided in the flight plan request, JetPlan uses the default crew
count stored in the City Pair Fleet Database (CPFDB).
Crew on and over-schedule rates may be stored in the CPFDB, the Customer
Airport Fleet Database (CAPFDB), and the Aircraft Fleet Database (ACFDB).
JetPlan looks first in the CPFDB for the values. If they are not there, JetPlan
looks for them in the CAPFDB. If the CAPFDB also does not contain crew
cost parameter values, the system uses crew cost values in the ACFDB record.
No values = no crew cost.Hours Over-Schedule Time = Scheduled IN Time Default Block Time. Hours Over-Schedule Time cannot be a negative value.
Default Block Time = Block (OUT to IN) time. The Default Block Time value
is stored in the CPFDB. Default Block Time cannot be a negative value.
Maintenance Cost = Aircraft operating cost * estimated time enroute (flying time only not taxi times) +
Fixed Aircraft Operating Costs
Aircraft operating cost = The time-based value in the Performance Index (PI)
parameter in the CADB.
Fixed Aircraft Operating Costs = The value of the Fixed Operating Cost (OC)
parameter in the CADB.
376
Table 12-3
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.
377
Code
Definition
Performance Index
PI
PI or PI=
ex. PI=F
ex. PI=T
ex. PI=M,115,1850
OC
In addition to the operating costs parameters above, it is recommended that the Aircraft
Minimum and Maximum RAT CI values be set to meaningful values, for both MACI and
RAT/RATCI methods. For more information, see MACI and Required Arrival Time
Methods on page 374.
Table 12-5
Parameter
Code
Definition
CI1
CI2
378
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
Parameter
Code
Definition
Fuel Price
FP
- or -
- or -
BP
FC
Fuel Density
FD
CPFDB Parameters
The CPFDB contains the following parameters used in MACI calculations:
Default Block Time
Lateness Time Segments
Crew Costs
379
Parameter
Code
Definition
DBT
Over Schedule
Rates
380
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
Parameter
Code
Definition
NCOD
OSRO
VSRO
NCAD
Sets the fixed cost for the cockpit crew for on-time arrivals.
Input value: Dollars/hour, range=010,000
Sets the fixed cost for the cockpit crew for late arrivals.
Input value: Dollars/hour, range=010,000
Sets the default cabin crew count; used when computing
total cost if no crew count is passed in the flight plan
request.
Input value: 099
OSRA
VSRA
Sets the fixed cost for the cabin crew for on-time arrivals.
Input value: Dollars/hour, range=010,000
Sets the fixed cost for the cabin crew for late arrivals.
Input value: Dollars/hour, range=010,000
381
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 flights 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)
DFW
JFK
1000
DFW
JFK
50
2000
DFW
JFK
3000
DFW
JFK
15
JFK
DFW
JFK
DFW
50
400
JFK
DFW
10
1100
JFK
DFW
14
1100
The following table lists the Lateness Segment parameters in the CPFDB.
Table 12-10
Parameter
Code
Definition
LBEB
382
Table 12-10
Parameter
Code
Definition
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
SegmentsSequence
Start Time
LB0BLB4B
(Sequence 04)
Lateness Time
SegmentsSequence
End Time
LB0ELB4E
(Sequence 04)
LB0RLB4R
(Sequence 04)
LB0FLB4F
(Sequence 04)
383
RATCI (Enroute
Waypoint)
384
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.
Climb/Descent
Methods
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.
385
DSCNT AAA
DSCNT 320
DSCNT 340
NOTE Use of this feature may be overridden on any flight plan by entering a climb
and/or descent mode on the Cruise Mode command line (for more information, see
Chapter 11, Cruise Mode Commands.)
386
C HAPTER 13
Operational Weight
Commands
Overview
The Operational Weight command line allows you to specify the aircraft's basic operating
weight (or operating empty weight). This is a requirement before any flight plan can be
computed. However, you may set an aircrafts operational weight in the Customer Aircraft
Database (CADB) by saving the value to the OP parameter. See Chapter 26, Customer
Aircraft Database. If you set this value in the CADB, then no input is necessary on the
Operational Weight command line. Of course, you may always override the stored setting by
entering a different value on the Operational Weight command line.
Example:
13 OPERATIONAL WT 382000
389
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.
390
C HAPTER 14
Payload, POD/POA,
Weight, and Fuel
Commands
Overview
The Fuel/Weight and Payload options are all discussed in this chapter because of the effect
one plays upon the other. Since an aircraft has absolute weight limits, there are obvious
restrictions on how much load can be placed on the aircraft, and on how the load affects the
flights performance. Maximizing range tends to require more fuel and less payload.
Maximizing payload tends to limit range. Hence, flight plan results are predicated on these
performance factors.
Payload inputs are entered on the Payload command line (Question 14). Fuel or aircraft weight
inputs are entered on the POD or POA Fuel (or Weight) command line (Question 16).
Whether fuel or weight is the desired load factor you wish to apply, generally depends on what
type of input you enter on the Payload command line. Whether your fuel or weight input is a
departure or arrival value, depends on what you want from JetPlan. If you submit an arrival
value, JetPlan determines the departure weight and fuel load that meets your arrival
specifications. If you submit a departure value, JetPlan simply takes the weight or fuel load
you provide and calculates the plan. In either case, the plan results are dictated by your inputs,
the capability of the aircraft, and the effects of weather on the flight.
393
Submit a flight plan with a known departure fuel value, and let JetPlan
maximize payload.
394
Two more scenarios exist, but these are not considered basic because of the application of the
JetPlan feature, Single-Leg Tankering.
Submit a flight plan with the Single-Leg Tankering option. JetPlan
determines whether tankering fuel is warranted.
NOTE There are two Single-Leg Tankering cases: one is based on a fuel index
(TANK1), and the other is based on actual fuel cost (TANK2).
Submit a flight plan using the Multi-sector Tankering option. Based on the
results from a referenced flight plan, JetPlan automatically tankers the fuel
necessary for the second leg of a flight operation.
395
NOTE Other (secondary) options shown in the following sections also have
fuel/weight and payload implications.
Payload Inputs
The following paragraphs describe the commands that may be entered on the Payload
command line. (Question 14).
Explanation: Request 50,000 lbs of payload and 5,000 lbs of arrival fuel (above and beyond
contingency fuels).
396
Explanation: Request 5,000 lbs of payload and arrive over the waypoint GUP with 2,000 lbs of
fuel.
NOTE The alert message ALERT TAG WPARFU ALERT MSG OPTION XXXX is
suppressed for Waypoint Arrival Fuel case. Where XXXX is one of following options:
AW, ETOP(X), DRFT(X), TANK1(X), TANK2(X), TANK3, RF, RC(C), ORB.
Explanation: Request max payload based on a departure (takeoff) weight of 150,000 lbs.
NOTE ZW is only available for use with an aircraft stored in the CADB. ZW ensures
the maximum payload amount cannot be exceeded.
397
Example:
14 PAYLOAD ZW
16 POD OR POA WT A140000
Explanation: Request max payload and an arrival (landing) weight of 140,000 lbs.
NOTE
Example:
14 PAYLOAD F
16 POD OR POA FUEL D25000
NOTE ZF is only available for use with aircraft stored in the CADB. ZF invokes this
functionality: Initially, the payload amount starts as the difference between the
operational weight and the maximum zero fuel weight (MZFW). This difference may
be decreased (payload is decreased) to meet the calculated fuel requirements (for
example, on long flights).
Example:
14 PAYLOAD ZF
16 POD OR POA FUEL A0
398
NOTE The value entered here is not a payload amount, but a zero fuel weight
amount. The option, Z, invokes this differentiation. The payload amount is the
difference between the operational weight and the specified zero fuel weight.
Example:
14 PAYLOAD 130000,Z
16 POD OR POA FUEL A0
Explanation: Request payload to be the difference between the operational weight and the zero
fuel weight (130,000 lbs). Request arrival fuel of 0 lbs.
399
Example:
16 POD OR POA FUEL A20M
Explanation: Arrive with 20 minutes of fuel (from holding charts in aircraft data).
Explanation: Depart with the max amount of fuel for the aircraft.
Example:
16 POD OR POA WT DM
NOTE Be sure to enter a comma between the primary (case/load factor) input and
any of these secondary options.
400
Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination amount of
6,000 lbs.
- or 16 POD OR POA FUEL A0,MFOD55M
Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination value of 55
minutes.
Explanation: Request an arrival (landing) weight of 150,000 lbs and an Arrival Fuel of 2,000
lbs.
NOTE This option may not be used with a departure weight scenario (16 POD OR
POA WT D150000,AF2000 is not a valid input).
401
Explanation: Request a departure (takeoff) weight of 150,000 lbs and a max Fuel Capacity of
45,000 lbs for the CADB record N12345.
Explanation: Request a departure (takeoff) weight of 150000 lbs and change the Fuel Density
to 6.83 lbs/gal for the CADB record N12345.
402
Explanation: Request an arrival (landing) weight of 140,000 lbs and limit the max Takeoff
Weight to 168,000 lbs for the CADB record N12345.
Explanation: Request a departure (takeoff) weight of 150,000 lbs and limit the max Landing
Weight to 140,000 lbs for the CADB record N12345.
NOTE
Example:
16 POD OR POA FUEL A0,ERA=EGLL
Explanation: Request an arrival fuel of 0 lbs and the enroute alternate, EGLL.
403
Explanation: Request an arrival fuel of 0 lbs, but carry 9,500 lbs ballast.
Explanation: Request a departure fuel of 50,000 lbs and tanker no more than 12,000 lbs of
fuel.
NOTE
Example:
16 POD OR POA FUEL A0,i,MCHT=5
Explanation: Request an arrival fuel of 0 lbs and compare the flights calculated contingency
fuel total to a holding fuel figure based on the Minimum Contingency Holding Time of 5
minutes.
404
NOTE
Example:
16 POD OR POA FUEL A0,MCCT=180
Explanation: Request an arrival fuel of 0 lbs and compare the flights calculated contingency
fuel total to a cruise fuel figure based on the Minimum Contingency Cruise Time of 180
minutes.
NOTE All options that adjust the aircrafts maximum values (for example, max
takeoff, landing, fuel volume) must have inputs that fall within the range limits loaded
for the aircraft.
405
The following options may be entered after specifying the case (departure or arrival) and load
factor (fuel or weight) input.
NOTE Be sure to enter a comma between the case/load factor input and any of
these sub-options.
Explanation: Request an arrival fuel of 0 lbs and 120 minutes of reserve fuel.
406
I (International Reserves)
The I option by itself indicates a request for international reserve fuel based on a specific fuel
policy. The lack of a time value distinguishes this input from Island reserves.
NOTE This manual uses the term International Reserve Fuel to describe
functional calculations made by JetPlan. For U.S. Federal Aviation Regulations, these
calculations always include: enroute fuel, alternate fuel, enroute reserve fuel (based
on 10% of the enroute time), and international reserve fuel (30 minutes hold). The
B43 international reserve policy is an alternative calculation. For more information,
see B43X=xx (B43 International Reserve Policy) on page 409.
Example:
16 POD OR POA FUEL A0,I
Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on a default
international policy.
NOTE A specific international reserve policy may be set in your ID/Attribute record
so that it is automatically invoked every time an international flight plan is computed.
Otherwise, JetPlan applies a default policy. The JetPlan default policy for
international reserve fuel is based on U.S. Federal Aviation Regulations (FARs),
which define specific calculations based on the type of aircraft (for example, turbojet
or turboprop). The JetPlan default policy for turbojet aircraft is ten percent (10%) of
the enroute time to the destination. The policy for turboprop aircraft is fifteen percent
(15%) of the enroute time to destination and alternate plus 30 minutes. Refer to FAR
121 and 125.
International reserve policies are categorized as either Reserve or Contingency. When a policy
is defined as reserve, the calculated reserve fuel is included in the landing weight. When a
policy is defined as contingency, the calculated reserve fuel is not included in the landing
weight. How this applies to your operation depends on your requirements or other restrictions.
407
The most common international reserve fuel policies are listed below.
Table 14-1
Policy
Description
1xx
2xx
3xx
4xx
5xx
6xx
7xx
8xx
Example:
Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on policy number
eight, at a rate of ten percent.
16 POD OR POA FUEL A0,810
NOTE You can also set the International Reserve (IR) parameter in the City Pair
Fleet database (CPFDB) to a valid JetPlan code for an international fuel reserve
policy. JetPlan then applies that policy by default to any flight for the city pair and fleet
type, overriding the system default. For more information, see Chapter 32, City Pair
Fleet Database.
408
409
Explanation:
Arrive with zero extra fuel (A0).
Calculate domestic 45 minutes reserve fuel (D45). (Mandatory when
invoking the B43 reserve policy.)
410
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.
411
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
412
The following flight plan excerpt shows the B43 entry and exit points.
N5500 W03959
N5440 W02544
413
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)
414
Hold Option
The Hold option allows you to make changes to the flight plan through command lines
typically omitted when a CADB record is used. This option is entered on the Options
command line anywhere after the flight plan command (for example, FP,HOLD). Specific to
this chapter, the Hold option allows you access to the Reserve and Max Fuel command lines
when these options would not typically be available.
When the Hold option is applied, after all normal questions are answered, JetPlan prompts the
following: ENTER QUESTION NUMBER OR GO. At this prompt, enter @17 to bring up
Question 17.
What Question 17 prompts for depends on the flight performance case you have entered in the
flight plan request. If you have specified an arrival case, Question 17 prompts for Max Fuel.
If you have specified a departure case, Question 17 prompts for Reserve fuel.
The applicability of these items is explained below.
Reserve
This is the expected change item when the Hold option is applied in a
departure case flight plan. For the departure fuel case (for example,
depart with 45,000 lbs of fuel), a reserve fuel input has no bearing on
the flight plan computation and results. Avoid this input in this case.
For the departure weight case (for example, depart at a takeoff weight
of 150,000 lbs) a reserve fuel input changes the flight plan in the
following way: the plan results are the same as if no reserve is entered
except that the reserve input amount is displayed in the XTRA fuel
block, and the payload is reduced by that exact amount. Hence, this
input shows extra fuel, but robs payload to do so. Avoid this input
unless this result is deemed useful.
NOTE To add arrival fuel to a departure weight case flight plan, use the secondary
input option, AFxxxxx. See above.
415
Max Fuel
This is the expected change item when the Hold option is applied in
an arrival case flight plan. For either arrival fuel case (fuel or weight),
a max fuel input simply changes the aircrafts fuel capacity, which
can be done using the secondary input option FC=xxxxx. Hence, this
is to be avoided as well.
Reserve Inputs
When using a generic aircraft as your Aircraft Type command line input, the Reserve
command line (17 RESERVE) is prompted if a departure case flight plan is specified. The
amount you enter is in addition to any hold, alternate, and domestic or international reserve
fuel calculated. However, this amount is taken from what could be carried as payload. To
avoid this, enter zero on the Reserve command line (for example, 17 RESERVE 0). Amounts
may be entered in lbs or minutes. To indicate minutes, enter a two-digit value followed by
M.
Example:
17 RESERVE 30M
NOTE If arrival taxi fuel is included in the flight plan request or stored in the aircrafts
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.
416
The autoweight feature is invoked in a flight plan by entering the AW option on the Options
command line.
Example:
01 OPTIONS FP,AW
NOTE Jeppesen recommends the use of this option. The autoweight feature may
be set in your ID/Attribute record so that it is invoked regularly. You may choose to
have it set the standard way, where payload and/or flight case is adjusted; or have it
set so that payload is maintained and extra fuel is adjusted. Contact your Jeppesen
account manager for assistance.
417
NOTE JetPlan requires a Reserve or Max Fuel input only if a CADB record name is
not used (when a generic aircraft is used). With departure case flight plans, a Reserve
input provides extra (pad) fuel (at a cost to payload). With arrival case flight plans,
extra fuel is specified on the POA Fuel command line (for example, A5000).
Comparing Max Fuel Capacity Plans with MFOD Inputs on page 425 discusses the
characteristics of the JetPlan system when the MFOD option is applied in a flight plan that
requests maximum fuel capacity.
Remarks
xxxxx
xxxxx,Z
ZF
Axxxxx
xxxxxx
Example:
14 PAYLOAD ZF
16 POD OR POA FUEL A0,D45,FC137800
17 MAX FUEL 137800 (generic AC)
418
Explanation: Calculate flight plan using the aircrafts CADB record value for max zero fuel
weight (MZFW). Maximize payload based on that weight. Arrive with no extra fuel (A0)
beyond contingencies (hold, alternate or reserve fuel). Calculate 45 minutes of domestic
reserve fuel (D45), and restrict the fuel capacity to 137,800 lbs (FC137800).
NOTE The Max Fuel command line would be used to specify the fuel capacity if the
aircraft were a generic record rather than a CADB record.
Example:
14 PAYLOAD 50000
16 POD OR POA FUEL A5000,I,TO327400
Explanation: Requests 50,000 lbs of payload. Arrive with 5,000 lbs extra fuel (A5000),
calculate international reserve fuel (I), and restrict maximum takeoff weight to 327,400 lbs
(TO327400).
Example:
14 PAYLOAD 174000,Z
16 POD OR POA FUEL A3500,I120
Explanation: Calculate flight plan at a zero fuel weight value of 174000 lbs. Arrive with 3500
lbs extra fuel (A3500), and calculate 120 minutes of island reserve fuel (I120).
Example:
14 PAYLOAD ZF
16 POD OR POA FUEL A0,I,MFOD23000,FD=6.95
Explanation: Calculate flight plan using the aircrafts CADB record value for max zero fuel
weight (MZFW). Maximize payload based on that weight. Arrive with zero extra fuel (A0).
Ensure a minimum fuel over destination of 23,000 lbs (MFOD23000). Use a fuel density value
of 6.95 lbs/gal (FD=6.95) increasing the maximum fuel capacity.
419
Payload, Departure Fuel and Reserve inputs. If a CADB record is used and the Hold option is
specified on the Options command line (for example, FP,HOLD), a Reserve amount may be
entered to add extra fuel to the flight plan (at the price of less payload).
NOTE A reserve fuel may be added to flight plans (without the Hold option) when
the plan is submitted as a Schedule Database record and the aircraft input within the
record is a generic identifier.
Table 14-3
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxx
xxxxxx,Z
ZF
Dxxxxxx
17 RESERVE (//RES)
xxxxx
Example:
14 PAYLOAD 50000
16 POD OR POA FUEL D110000,I,MFOD25000
Explanation: 50,000 lbs payload. Depart with 110,000 lbs fuel (D110000) and calculate
international reserve fuel (I). Minimum fuel over destination is 25,000 lbs (MFOD25000).
Example:
01 OPTIONS FP,HOLD (other optional commands may also be entered)
14 PAYLOAD 75000
16 POD OR POA FUEL D200000,108
ENTER QUESTION NUMBER OR GO 17
17 RESERVE 5000
Explanation: 75,000 lbs payload. Depart with 200,000 lbs fuel (D200000) and calculate
international reserve fuel using reserve policy number one (1) at an eight percent (8%) rate
(108). Add an additional reserve (extra) fuel of 5,000 lbs.
420
Prompt (Keyword)
14 PAYLOAD (//PLD)
16 POA WT (//AWT)
17 MAX FUEL (//MVR)
Input
Remarks
ZW
Axxxxxx
AM
xxxxxx
Example:
14 PAYLOAD ZW
16 POD OR POA WT AM,D45
Explanation: Calculate maximum payload. Arrive at the maximum landing weight stored in
the CADB record (AM), and calculate 45 minutes of domestic reserve fuel (D45).
Example:
14 PAYLOAD ZW
16 POD OR POA WT A247000,I,AF5000
421
Explanation: Calculate maximum payload. Arrive at 421,000 lbs (A421000), calculate 120
minutes island reserve fuel (I120). Restrict total fuel to 240,000 lbs (MVR = 240000). CADB
record is not used.
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
ZW
16 POD WT (//DWT)
17 RESERVE (//RES)
Dxxxxxx
DM
xxxxx
Example:
14 PAYLOAD ZW
16 POD OR POA WT DM,I
Explanation: Calculate maximum payload. Depart at the maximum takeoff weight stored in
the CADB record (DM), and calculate international reserve fuel (I).
Example:
14 PAYLOAD ZW
16 POD OR POA WT D800000,I
Explanation: Calculate maximum payload. Depart at 800,000 lbs (D800000) and calculate
international reserve fuel (I).
Example:
14 PAYLOAD W
422
Explanation: Calculate maximum payload. Depart at 355,000 lbs (D355000) and calculate 120
minutes of island reserve fuel (I120). No additional reserve fuel selected. CADB record is not
used.
Example:
01 OPTIONS FP,HOLD (other optional commands may also be entered)
14 PAYLOAD ZW
16 POD OR POA WT D155000
ENTER QUESTION NUMBER OR GO 17
17 RESERVE 5000
Explanation: Calculate maximum payload. Depart at 155,000 lbs (D155000) and calculate
reserve fuel of 5,000 lbs. CADB is used.
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
Dxxxxxx
DM
xxxxx
17 RESERVE (//RES)
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,I,MFOD10000
423
Explanation: Calculate maximum payload. Depart with the maximum fuel capacity stored in
the CADB record (DM), calculate international reserve fuel (I), and arrive with a minimum
fuel over destination of 10,000 lbs (MFOD10000).
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxxx,T
16 POD WT (//DWT)
17 RESERVE (//RES)
Dxxxxxx
DM
xxxxx
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT DM,I
Explanation: Calculate the extra fuel which may be carried with 50,000 lbs of payload. Depart
at the maximum takeoff weight stored in the CADB record (DM) and calculate international
reserve fuel (I).
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT D355000,I
Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload.
Depart at 355,000 lbs (D355000) and calculate international reserve fuel (I).
424
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxxx,T
16 POA WT (//AWT)
Axxxxxx
AM
xxxxxx
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT AM,I
Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload.
Arrive at the maximum landing weight stored in the CADB record (AM) and calculate
international reserve fuel (I).
425
14 PAYLOAD ZF
16 POD OR POA FUEL A0,I,MFOD23000,FD=6.8
If, due to the length of the flight, JetPlan cannot calculate the flight plan at the MZFW value,
the Autoweight feature tries to calculate the flight plan based on one of the following cases:
Maximum takeoff weight
Maximum landing weight
Maximum fuel capacity
If JetPlan finds that it can only calculate the flight plan at maximum fuel capacity, then the
amount of fuel available for enroute burn is the difference between the maximum fuel capacity
available at takeoff (as amended by fuel density) and the MFOD value. This may be expressed
as:
MAX FUEL CAPACITY - TAXI FUEL - MFOD = AMOUNT FOR ENROUTE BURN
The following data illustrates a fuel block for a flight plan run at maximum fuel capacity. The
fuel values are in pounds.
POA RCTP
233600
ALT RCKH
007500
HLD
007100
RES
007000
REQ
255200
XTR
001400
TOT
256600
TAXI
001500
RAMP
258100
JetPlan adds an extra fuel amount (1,400 lbs) to raise the MFOD to 23,000 lbs:
ALT + HOLD + RES = VALUE + XTR = MFOD
7500 + 7100 + 7000 = 21600 + 1400 = 23000
Assuming that the sum of alternate, hold, and reserve fuel does not exceed the specified
MFOD value (23,000 lbs in this case), the amount of fuel available for enroute burn is:
RAMP - TAXI - MFOD = AMOUNT FOR ENROUTE BURN
426
427
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
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.
428
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
Parameter
Database
Information
CADB
Optional
429
Table 14-9
Parameter
Database
Information
CAPDB
Required.
CADB
Optional
CADB
Optional
To set the CAPDB parameter, use the AP,CHG (or SAV) command.
Example:
01 OPTIONS AP,SAV,airportID,FI=150
430
Flight Index
The method employed in Fuel Index tankering is simply to compare your preset Tanker Index
value to some other figure that measures the relative fuel prices between the departure and
arrival stations. This other figure is the Flight Index. The flight index is a value calculated
during the flight plan computation. It is derived from the fuel index values set for the departure
and arrival airports in your CAPDB and the calculated flight time.
The Flight Index value is dynamically calculated using the following formula:
FI = (AI - DI) / T
where:
FI = Flight Index
AI = POA fuel index (stored in your CAPDB)
DI = POD fuel index (stored in your CAPDB)
T = Flight time, in hours (from the flight plan computation)
Decision to Tanker
When the dynamically calculated Flight Index is greater than the Tanker Index stored in your
CADB record, fuel tankering is applied to the flight plan calculation. JetPlan automatically
recomputes the flight plan to tanker the maximum amount of fuel from the POD to the POA
without violating any structural limits (or specified tankering thresholds).
If the TANK1X option is specified, JetPlan provides extended information that shows the
respective airport fuel index data at the bottom of the flight plan. When tankering is warranted,
JetPlan prints out both the tanker amount and the transport amount (the amount necessary to
carry the extra tanker weight).
The following examples illustrate the extended information supplied by the TANK1X option.
Example:
In this example, the output suggests that tankering is warranted because the flight index (FLTI) is greater than the tankering index (A/C-I). The amount of fuel tankered is shown, as well as
the amount of fuel needed to carry the extra weight (transport fuel).
TANK 1:
POD-I
130.00
POA-I
180.00
FLT-I
029.41
A/C-I
010.50
TANKER
068404
TRANSPORT
004179
431
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.
Explanation: For this flight, the maximum amount of fuel that can be tankered is set to 6,000
lbs/kgs.
NOTE The TM parameter setting would be a more permanent solution if that is what
you need.
432
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
Parameter
Database
Information
CADB
Required
CADB
Required
CADB
Optional
CADB
Optional
433
Table 14-10
Parameter
Database
Information
CAPDB
Required
CAPDB
CAPDB
Optional
CAPDB
CAPDB
Optional
Fuel Density (FD)
Optional
434
Table 14-10
Parameter
Database
Information
City Pair
(CPDB)
BFI
ex. BFI=B
ex. BFI=NB
To set the CAPDB parameter, use the AP,CHG (or SAV) command.
Example:
01 OPTIONS AP,SAV,airportID,FP=1.50,FC=USD,FU=GAL,FD=6.75
Decision to Tanker
JetPlan compares the cost of acquiring the tanker fuel at the POD (including the cost of the
fuel needed to transport the tanker fuel), to the cost of acquiring fuel (the tankered amount) at
the POA. The total cost determination is calculated using the following formula:
435
TANK2/TANK2X Options
If the TANK2X option is specified, JetPlan prints out the cost comparison at the bottom of the
flight plan and shows the determining figure (savings or loss). This extended information
includes a tanker fuel value (positive or negative) whether a savings is realized or not.
Example:
In the following examples, tankering and output of the cost comparison are requested. JetPlan
uses the Fuel Price (non-bonded) value set in the CAPDB unless you specify otherwise.
01 OPTIONS FP,TANK2X
02 POD RKSS
03 POA RJAA
In the CADB, the Tanker Currency parameter is set to USD, and the Tanker Threshold is set to
$50.00. In this case, the cost comparison indicates that tankering is warranted.
436
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
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
0104.0000
0785.0000
0001.0000
437
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.
438
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
Explanation:
To specify use of the bonded fuel price, enter FI=B for the appropriate airport.
You can also use the G option in the Flight Brief database to create a Flight Brief record that
specifies which CAPDB fuel price (bonded or non-bonded) is to be used for flight plans with a
specific flight number or other key parameters. For more information see Chapter 34, Flight
Brief Database.
In addition, certain front-end flight planning applications allow you to use the Bonded Fuel
Indicator parameter in the CPDB to determine the default fuel price used in tankering analysis
for the city pair. For more information, see Database Requirements on page 433.
439
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
Tanker Restriction
Explanation
(ACDB)
Max Landing Weight xxxxxx lbs/kgs
(ACDB)
Fuel Capacity xxxxxx lbs/kgs
(ACDB)
Tanker Landing Weight xxxxxx lbs/kgs
(ACDB)
Max Tanker Fuel xxxxxx lbs/kgs
(ACDB)
Max Tanker Fuel xxxxxx lbs/kgs
(Dispatch)
Max Landing Weight xxxxxx lbs/kgs
(Dispatch)
440
Table 14-11
Tanker Restriction
Explanation
(Dispatch)
Max Tanker Fuel xxxxxx lbs/kgs
(Dispatch)
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.
441
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 JetPlans 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.
442
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.
443
The following sections illustrate the standard iteration process of the autoweight feature. The
examples show the basic internal flow JetPlan uses to recalculate flight plans which have
exceeded a fuel/weight limit. Each flight case/load factor is examined individually with the
original flight plan inputs shown, followed by the subsequent internal iterations.
NOTE You may request that Jeppesen set your autoweight function in a nonstandard manner, where payload is maintained and extra fuel is the factor that is
adjusted. The examples below do not cover non-standard scenarios. Contact your
Jeppesen account manager for assistance.
444
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,(RES)
445
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,(RES)
446
447
LBO formats
Non-LBO formats
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
The reclear flight plans may be recalculated using the maximum takeoff weight (or specified
takeoff weight) if this results in a higher payload than using a maximum fuel case.
448
Example:
14 PAYLOAD ZW
16 POD OR POA WT DM,I
449
C HAPTER 15
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
453
Offloading Fuel
On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a
comma and the fuel offload value expressed in hundreds of pounds or kilograms, depending
on your weight measure preference. Always precede the offload fuel value with a minus sign.
For example, -030 indicates that you want to offload 3,000 pounds (or kilograms) of fuel.
Example
Explanation: This example illustrates using the RF option to offload 5,000 pounds (or
kilograms) of fuel at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,-050
Onloading Fuel
On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a
comma and the fuel onload value expressed in hundreds of pounds or kilograms, depending on
your weight measure preference. For example, 030 indicates that you want to onload 3,000
pounds (or kilograms) of fuel.
Example
Explanation: This example illustrates using the RF option to onload 5,000 pounds (or
kilograms) of fuel at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,050
454
Offloading Payload
You can also use the RF flight plan option to offload payload. The process of offloading
payload is just like the process of offloading fuel described on page 454, except that the letter
P must precede the offload payload value. For example, P-020 indicates that you want to
offload 2,000 pounds (or kilograms) of payload.
Example
Explanation: This example illustrates using the RF option to offload 5,000 pounds (or
kilograms) of payload at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,P-050
455
C HAPTER 16
Overview
JetPlan provides several ways to bias the results of a flight plan. Most of the bias options may
be invoked for a specific flight by entering a value in the flight plan request. Of these options,
several have duplicate parameters in various customer databases that may be set for a more
permanent application.
Among the options available for biasing a flight are the departure and arrival biases that may
be set on the Climb Bias command line and the Descent Bias command line.These command
lines are Questions 18 and 19 in JetPlan line mode.
There are three types of departure and/or arrival biases: fuel, time, and distance. Each type
may be entered alone or combined with the other biases. If entering more than one bias value,
the order is not a concern. Typically, a multi-type departure or arrival bias input would be
entered as shown in the example below.
Example:
18 CLIMB FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias
19 DESCENT FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias
459
Climb/Descent Biases
The following sections review each bias type for the climb and descent phases of flight.
NOTE The contention of an added fuel weight penalty can be proven by comparing
arrival case flight plans calculated with and without a bias. Use a format which does
not round-off segment fuel burn, such as the ZJ6 format, for this test.
To add a fuel bias to the climb and/or the descent phase of the flight, enter the letter, F,
followed by the fuel amount (in lbs or kgs) on the Bias command line.
Example:
Explanation: A departure fuel bias of 1,000 lbs/kgs.
18 CLIMB FUEL,TIME,DIST BIAS F1000
460
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
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.
461
TOC
POD
70
30
100
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
462
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
463
TOC
Wa ypoint #1
POD
10
60
30
100
When the climb profile is flattened by 20 nm, TOC occurs 20 nm further down the route of
flight. No other distances, relative to the non-biased profile, are changed. Thus, the distance
between the first waypoint and TOC is now 80 nm instead of 60 nm, and the distance between
TOC and the second waypoint is now 10 nm instead of 30 nm. The total distance from the first
and second waypoint do not change.
Example:
11 CRZ MODE
M85,CD=20
TOC
TOC old
Wa ypoint #1
Waypoint #2
20
(distance bias)
POD
80
10
10
100
464
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
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
465
Example:
Explanation: Departure biases of 1,000 lbs/kgs, 10 minutes time, and 30 nm distance.
18 CLIMB FUEL,TIME,DIST BIAS F1000,T10,D30
Explanation: Arrival biases of 750 lbs/kgs fuel, 5 minutes time, and 10 nm distance.
19 DESCENT FUEL,TIME,DIST BIAS F750,T5,D10
466
NOTE The biases set in the Schedule database are typically those biases applied in
a flight plan request on an ad hoc basis. Therefore, these biases are not really
parameter settings as much as they are previously stored flight plan request settings.
The following rules define the interaction between bias settings in different databases when
applied to a flight plan request.
NOTE Typically, ad hoc bias inputs (those inputs for a single plan request) are
generally cumulative to any database setting.
When both a CADB file and a CSDB file are entered into a flight plan
request on the Options command line, the biases stored in the CADB file are
added to the biases in the CSDB file. The CADB bias information does not
override or delete the CSDB bias information.
Example:
01 OPTIONS SC,FLT,SKEDDB,$ACFTDB, (plus any other inputs)
When a CADB file is entered on the Aircraft Type command line, the biases
stored in the CADB file override any biases built into a CSDB file. This
includes the case where the CADB file contains no bias information at all. In
this case, no bias information is passed to the flight plan request.
Example:
01 OPTIONS SC,FLT,SKEDDB
10 A/C TYPE/REGN $ACFTDB
11 CRUISE MODE LRC
When a CADB file and a MEL database file containing bias information are
used in the same flight plan request, the bias values from the MEL database
are added to the corresponding bias values in the CADB to produce a sum
bias amount that might be more than anticipated. For example, if a CADB
file has a fuel flow bias (such as the Holding Fuel Flow parameter, HF) of
467
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).
468
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 JetPlans message composer program, type the command, MG, on the Options
command line and press ENTER. JetPlan responds with the Enter Message command line,
which includes a number that identifies the transaction. Immediately below the Enter Message
command line is the first input line (line 1 of your message). This is the spot where you begin
typing your message.
You may type up to 68 characters, including spaces, per input line. If you exceed that character
total, the line of text is ignored, and the message composer is terminated. If this happens, any
text entered on previous input lines that did not exceed the character limit is saved as the
message transaction, whether it is a complete message or not. If you exceed the character total
on the first input line, the text is ignored and the message composer is terminated without
anything saved at all.
After typing a line of text (not to exceed 68 characters, including spaces), press the ENTER
key. JetPlan responds with the next input line. You may continue this process until your
message is complete (not to exceed 55 lines). Once done, you can terminate the message
composer by pressing ENTER at the beginning of the next input line (before typing any
characters). The message is saved, and you may retrieve the contents by referencing the
transaction number. The following example illustrates a proper message transaction. User
inputs are highlighted.
Example:
01 OPTIONS MG <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.
471
Message Commands
Creating Messages
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.
472
Message Commands
Creating Messages
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 may be appended to other products by using the
MG command. For example, assume you have computed a weather briefing (#5678), and you
want to append that briefing to a previously computed flight plan (#1234). Use the MG
command to package the two products together as shown below.
Example:
01 OPTIONS MG1234,5678
COMPLETED
NOTE Transactions are packaged in the order listed. In the above example, the
contents of transaction #5678 are added to the end of the contents of transaction
#1234.
473
Message Commands
Creating Messages
474
C HAPTER 18
Overview
JetPlans forwarding capability provides the means to transmit any recently computed nongraphic JetPlan productincluding flight plans, messages, and text weather briefingsvia
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
477
The table below shows the network designators for AFTN, ARINC and SITA.
Table 18-1
Command
Network
AF
AFTN
AR
ARINC
SI
SITA
Priority codes define the timeliness of the transmission (how quickly the data or message
reaches the destinations). SITA and ARINC have priority codes in common, AFTN accepts
slightly different priority codes. These codes and their definitions are shown below.
Table 18-2
Code
Definitions
QU
QN or QK
QD
478
Table 18-3
Code
Definitions
DD
FF
GG
AFTN Circuit
When forwarding data via an AFTN circuit, a maximum of six addresses may be specified. To
transmit a JetPlan transaction via AFTN, enter the following on the Options command line: the
network designator (AF) immediately followed by the transaction number of the JetPlan
product you wish to send, a comma, the priority code followed by a space, and finally, one or
more addresses (each separated by a space). In the example below, transaction number 1234 is
transmitted via AFTN using the administrative directive priority to the three addresses
specified.
Example:
01 OPTIONS AF1234,FF KSFOXLDI EGKKJPNX KBGRXHYR
ARINC Circuit
When forwarding data via an ARINC circuit, a maximum of 18 addresses may be specified.
To transmit a JetPlan transaction via ARINC, follow the conventions established above. Be
sure to use the ARINC designator (AR) and the correct priority code. In the example below,
transaction number 1245 is transmitted via ARINC as an urgent message to the two addresses
specified.
Example:
01 OPTIONS AR1245,QU PAOYRXH LGWMKXH
479
SITA Circuit
When forwarding data via an SITA circuit, a maximum of 18 addresses may be specified.
Follow the previous input conventions to transmit a JetPlan transaction via SITA. Be sure to
use the SITA designator (SI) and the correct priority code. In the example below, transaction
number 1234 is transmitted via SITA as an urgent message to the four specified addresses.
Example:
01 OPTIONS SI1234,QU PAOJD7X DENJS7X LGWJD7X NRTJD7X
Fax Forwarding
JetPlans Fax Forwarding feature provides expanded capabilities over forwarding transactions
via one of the standard aviation networks. Among these features are the capability to transmit
several products at one time and the ability to include graphic weather products (maps) in the
transmission.
To forward JetPlan transactions via fax, enter the following on the Options command line:
Fax designator (FX)
Fax phone number (include the international calling code, country code and
city code, area code, or whatever is necessary and applicable)
JetPlan transaction number(s)
Any other applicable option (see below)
Commas separate each entry. One fax number and as many JetPlan transaction numbers that
can fit on the Options command line (240 characters including spaces) can be specified in a
single request.
NOTE To obtain detailed instructions on the use of Fax Forwarding, type INFO,FAX
on the Options command line. To obtain a list of all weather maps available for
forwarding via fax, type INFO,MAPS on the Options command line.
480
Example:
Explanation: U.S. Domestic. Fax number includes area code.
01 OPTIONS FX,3037844416,5678,5679,US10,NA10,.NAME.
Example:
Explanation: International. Fax number includes international calling code, country and city
code.
01 OPTIONS FX,011469996831897,5678,5679,US10,NA10,.NAME.
The following list identifies all of the inputs shown in the above examples.
FX Fax Forwarding command.
011469996831897 Complete fax number. International numbers must
begin with 011, followed by country code, city code, and number.
5678,5679 Two sample JetPlan transaction numbers. These could identify
computed flight plans, non-graphic weather briefings, and/or user-generated
messages.
UA10,NA10 Two sample graphic weather map codes.
.NAME. Optional identification input. You can enter a name up to 30
characters long that appears on the fax cover sheet.
NOTE The optional identification input must be contained within two periods (for
example, .John Smith.) A single page fax can display two maps by using a slash (/)
between the map code entries instead of a comma.
481
Table 18-4
Keyword Type
Purpose
Recipient Name/Title
TO=
FLIGHT=
MESSAGE=
Flight Plan
Message
Keywords
TO-
FP=
FP-
MG=
MG MS=
MS-
482
Table 18-4
Keyword Type
Purpose
Weather Map
Keywords
MAPS=
MAPS MAP=
MAP-
Phone Number
PHONE=
PHONE PH=
PH-
Cover Sheet
COVER=NO
COVER=
COVER-NO
COVER CV=
CV CS=
CSNOTE Custom cover sheets must
be provided by you to Jeppesen so
that it is on file for this purpose.
Contact your Jeppesen account
manager for more information.
Fax Query
FX QUERY
The following examples illustrate the use of the keywords defined in the preceding table:
Example:
01 OPTIONS FX PHONE=4088665648 TO=CAPT DON SMITH JEPPESEN
MAPS=USRA/US10 MESSAGE=4379 FLIGHT=2432
Example:
01 OPTIONS FX,PH-011469996831,PH-3037844112,TO-CAPT. JIM SMITH,
JEPPESEN,TO-FLT OPS/DEN,FP-2345,FP-2347,COVER-NO
Example:
01 OPTIONS FX QUERY=12345 (where 12345 is the fax transaction number)
483
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 aircrafts registration or tail number. When uplinking flight
plans, this input is optional only if you preset the Registration Number
parameter in the CADB for the aircraft being used (for example,
RN=n12345). However, if the aircraft does not have a preset registration
number or is not in the CADB at all, you must include this option.
NOTE If you omit the registration number when it is required, JetPlan prompts you
for the information.
The following examples demonstrate the various entries you can make with the ACARS
Uplink feature.
484
Example:
Explanation: This is a free-text message example. A message is first created on the JetPlan
system. The transaction number is then used in the uplink input. Note that the network is not
specified, meaning that the uplink is via ARINC.
01 OPTIONS mg
02 ENTER MESSAGE 1234
1- test of uplink message method
2END OF JEPPESEN DATAPLAN REQUEST NO. 1234
.........
01 OPTIONS ul,1234,uf,rg=ntest
20 COMPUTING
.........
MESSAGE 1234
TEST OF UPLINK MESSAGE
.........
MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST
Example:
Explanation: Uplink of the same message as in the previous example but without the rg=
option. In this case, JetPlan prompts for the tail number.
01 OPTIONS ul,1234,uf
02 TAIL NUMBER ntest
20 COMPUTING
.........
MESSAGE 1234
TEST OF UPLINK MESSAGE
.........
MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST
Example:
Explanation: This is a flight plan example. The flight plan1234 is uplinked via ARINC
ACARS to an aircraft that uses a Universal FMS, and has a tail number, NTEST.
01 OPTIONS ul,ar,1234,uf,rg=ntest
20 COMPUTING
..........
FPN/RP:DA:KSFO:AA:KBOS:F:LIN,N38045W121002.J84..OBK,N42133W087571.
J584..CRL,N42029W083275.J554..JHW,N42113W079073.J82..ALB,
N42448W073482:A:GDM2.ALB
485
.........
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 aircrafts 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
486
Example:
01 OPTIONS AF4578,FF KSFOXLDI EGKKJPNX/1600
The default, maximum, and minimum character counts are listed in the following table.
Table 18-5
Comm Service
Default Value
Maximum Value
Minimum Value
AFTN
1200
1800
800
ARINC
2900
3500
1000
SITA
2500
3500
1000
487
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.
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
U.S. Domestic
filings
The default filing format within the USA is domestic (NAS FP). Your
account must be configured to allow you to file in the ICAO filing
format inside the USA. Contact your Jeppesen account manager for
more information.
NOTE
The NAS FP was not impacted by the cutover to the ICAO 2012 FPL format.
The following sections provide more information about using JetPlan to file flight plans:
JetPlan Automatic Filing Program on page 492
ICAO 2012 Flight Plan Filings on page 514
Domestic U.S. Filing on page 533
491
ATC Filing
JetPlan Automatic Filing Program
The automatic filing command, FI, allows you to submit flight plans to the proper ATC
authorities for both U.S. Domestic and ICAO flights.
Entering the File (FI) command initiates the JetPlan Automatic Filing Program, which
presents a series of command prompts that require your response with specific information
about the flight. Much of the information requested at the prompts can be derived from the
CADB or other repositories. (See Database Support for the Filing Program on page 508.)
Some of the information is transferred from the flight plan. In either case, JetPlan can retrieve
the needed information automatically and, thus, preempt your manual input. You always have
the option of overriding stored information if necessary. The possible prompts are:
02
04
07
09
12
18
20
21
24
25
26
27
28
29
492
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 494.
493
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
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.
06 TYPE OF AIRCRAFT
(ICAO Item 9)
07 WAKE TURBULENCE
CATEGORY (ICAO Item 9)
Typically not prompted because the category value is set in the aircrafts
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.
494
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
Input values: Codes selected from the lists below. 10a Equipment codes
are entered as a single, concatenated string before the / indicator and
10b Surveillance Equipment codes are entered after the / indicator. If
S is used in 10a, it is listed first.
Example:
SABCDHJ2KM2RT/CHU2
With a few exceptions (noted below), Item 10a/b is automatically
populated by the 10a/b EQUIPMENT (NC2) parameter in the ICAO
2012 Certification and Equipment section of the CADB.
NOTE The application of degradations to RNAV, RVSM, RNP, and
MNPS in the MEL database overrides the settings for these items in the
CADB and removes their designators from Item 10a of the ICAO filing strip.
See the Help file for the MEL DB on JetPlan.com or see Chapter 35,
Minimum Equipment List Database.
NOTE If the plan is sent to an AFTN center, the 10a/b EQUIPMENT
parameter is limited to the first 69 characters (including the / indicator).
A GBAS
Refers to GBAS landing system
B LPV
Refers to LPV (APV with SBAS)
C LORAN C
NOTE C is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See ICAO 2012 Changes to Item 10a/b and Item 18 on
page 514.
495
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)
H HF RTF
I Inertial Navigation
NOTE I is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See ICAO 2012 Changes to Item 10a/b and Item 18 on
page 514.
496
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)
R PBN Certified
Indicates that the aircraft has Performance Based Navigation (PBN)
capabilities. R is inserted in Item 10a when the PBN Certified (I1)
parameter in the ICAO 2012 section of the CADB is set to Yes.
IMPORTANT The insertion of R in field 10a requires that the PBN
levels must also be specified after the PBN/ indicator in Item 18.
Otherwise, the flight plan may be rejected. See the Performance-Based
Navigation Manual (ICAO Doc 9613) for guidance on application of PBN
levels. See ICAO 2012 Changes to Item 10a/b and Item 18 on page 514.
NOTE The application of a degradation to PBN certification in the ICAO
2012 section of the MEL Database overrides the R - PBN Certified value in
the CADB and removes the R designator from Item 10a in the ICAO filing
strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or Chapter 35, Minimum Equipment List Database.
W RVSM
This field is populated from the RVSM Certified (RV) parameter in
the Certified section of the CADB.
X MNPS Approved
This field is populated from the ME parameter in the Certified
section of the CADB.
Y- VHF with 8.33 KHz channel spacing capability
This field is populated from the 8.33 KHz Communication (83)
parameter in the Equipment section of the CADB.
497
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)
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
498
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
EQUIPMENT 10b Codes
(continued)
This information is derived from the flight plan. However, you may
change the time, if necessary, using this command prompt.
18 REMARKS/GENERAL
INFORMATION (ICAO Item
18)
ICAO 2012 introduced new and changed indicators and descriptors for
Item 18, as well as new dependencies between Item 18 and Item 10. In
addition, information entered at the 18 REMARKS/GENERAL
INFORMATION command prompt overwrites field 18 data from the
computed plan when using @18 at filing time. For more information, see
ICAO 2012 Flight Plan Filings on page 514.
NOTE The Short Autofile feature may be applied by having remarks set
in your ID/Attribute File (see Short Autofile Feature on page 531 below).
499
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
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.
500
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
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
501
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
502
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
503
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
504
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
505
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
506
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
20 1ST ALTERNATE
AIRPORT (ICAO Item 16)
This information is derived from the flight plan. The system prompts for
this information if no alternate is specified in the flight plan.
21 2ND ALTERNATE
AIRPORT (ICAO Item 16)
This information is derived from the flight plan. The system does not
prompt for this information, whether or not the flight plan has it.
However, you may add a second alternate using this command prompt.
This information is derived from the flight plan if the name option
(CPT/xxxxx) is entered in flight plan request. The system does not
prompt for this information, whether or not the flight plan has it.
However, you may add or change the pilots name using this command
prompt.
This information is derived from flight plan. However, you may change
the value using this command prompt.
25 PERSONS ON BOARD
(ICAO Item 19)
(Required) This information is derived from the flight plan or from the
CADB, if a value is available in the Persons on Board (OB) parameter.
Otherwise, enter the appropriate information.
26 COLOR OF AIRCRAFT
(ICAO Item 19)
(Required) This information is derived from the flight plan or from the
CADB, if a value is available in the Aircraft Color (AC) parameter.
Otherwise, enter the appropriate information.
27 EMERGENCY RADIO
(ICAO Item 19)
28 SURVIVAL EQUIPMENT
(ICAO Item 19)
29 LIFE JACKETS
(ICAO Item 19)
507
ATC Filing
JetPlan Automatic Filing Program
Table 19-1
Command Prompt
(Required) Enter the name of the person who is filing the flight plan. An
entry is required for international filings.
The Short Autofile feature may be applied by having this information set
in your ID/Attribute File (see Short Autofile Feature on page 531
below).
33 DEPARTURE CENTER
(ICAO ADDRESSES Field)
This information is derived from the flight plan. However, you may
change the information using this command prompt.
508
ATC Filing
JetPlan Automatic Filing Program
Item /b
EQUIPMENT
Parameter (NC2)
PBN Certified
parameter (I1)
509
ATC Filing
JetPlan Automatic Filing Program
510
ATC Filing
JetPlan Automatic Filing Program
FILEORIG=(Y/N)
Filing Originator
Address (Control)
FIONEALT=(Y/N)
File One Alternate
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)
511
ATC Filing
JetPlan Automatic Filing Program
512
ATC Filing
JetPlan Automatic Filing Program
513
ATC Filing
ICAO 2012 Flight Plan Filings
IMPORTANT All flight plans filed with Jeppesen flight planning products are filed in
the ICAO 2012 format by default.
NOTE If you manually override Item 10a/b codes using the command line, be sure
to enter the S code (if used) first, or some ATC Centers may reject the filing. In
addition, if entering Item 10a/b manually, you need to include the / indicator after the
Item 10a codes and before the Item 10b codes. For a list of the Item 10a/b codes, see
Table 19-1, JetPlan Automatic Filing Program Command Prompts, on page 494.
514
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
IMPORTANT If you manually override any data in the Item 18 field using the
command line, you override all the Item 18 data that was generated by the flight plan
computation. You need to re-enter any desired Item 18 data plus your changes in the
prescribed order. For a list of Item 18 indicators and codes, see Table 19-1, JetPlan
Automatic Filing Program Command Prompts, on page 494.
515
ATC Filing
ICAO 2012 Flight Plan Filings
If Item 18 PBN/
entry includes
any/all of these:
GNSS
DME/DME
VOR/DME
B1, B4
OD or SD
INS
B1, B5
DME/DME/IRU
DI
LORAN
B6
516
ATC Filing
ICAO 2012 Flight Plan Filings
NAV/, or DAT/.
Database Source: The Item 18 COM/ (I3) and Item 18 DAT/
(I4) parameters in the CADB allow you to store data for
insertion into Item 18 on the filing strip. The Other Equipment
(OE) parameter in the ATS Plan section of the CADB allows
you to specify the data for insertion into Item 18 NAV/ on the
filing strip. (See the Help file for the CADB on JetPlan.com or
Chapter 26, Customer Aircraft Database.)
(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)
517
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
18 REMARKS
/GENERAL
INFORMATION
Delay (DLA)
Messages
Default functionality:
DLA messages include the Date of Flight (DOF).
Delays are not entered beyond 22 hours from the current time.
To comply with the ICAO recommendation to use a CHG
message for a delay over midnight, a DLA command over
midnight UTC sends a CHG message automatically. All
subsequent CHG/DLA/CNL messages have the new DOF.
For more information about DLA messages, see Delaying Filing on
page 522.
Change (CHG)
Messages
Cancel (CNL)
Messages
CNL messages include the ETD and DOF. For more information, see
Canceling Filed ICAO Plans on page 524.
518
ATC Filing
ICAO 2012 Flight Plan Filings
519
ATC Filing
ICAO 2012 Flight Plan Filings
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.
520
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) may be
filed immediately by using the command FI<####>,NOW, where <####> is the flight plan
number. This command may also be used with plans that are already in the queue.
NOTE JetPlan allows flight plans to be filed right up to one minute prior to the
planned ETD.
Example:
Explanation: File plan number 1234 immediately.
01 OPTIONS FI1234,NOW
NOTE If you have made changes to a previously filed flight plan that are beyond the
scope of the CHG option and are re-filing the plan using the NOW option, do not
forget to cancel the previously filed flight plan. Otherwise, ATC may exhibit some
confusion as to which plan to follow.
521
ATC Filing
ICAO 2012 Flight Plan Filings
Delaying Filing
NOTE You cannot delay a flight more than 22 hours from the current time. A CHG
message is automatically used for a delay over midnight UTC. See ICAO 2012 Flight
Plan Filings on page 514.
To delay the filing of an ICAO flight plan by revising the ETD, enter the filing command
followed by DLA=<####> where <####> is the revised ETD.
Example:
Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of
1230.
01 OPTIONS FI1234,DLA=1230
The delay option may also contain an estimated date of departure (EDD).
Example:
Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of
1230 on the 27th of July, 2007.
01 OPTIONS FI1234,DLA=1230/EDD,27JUL07
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
522
ATC Filing
ICAO 2012 Flight Plan Filings
-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)
NOTE The FINOW customer preference setting is required for the TIME option to
work. Contact your Jeppesen account manager for more information.
523
ATC Filing
ICAO 2012 Flight Plan Filings
Example:
Explanation: File plan 1234 at 1545Z on the 27th of July, 2007
01 OPTIONS FI1234,TIME=1545/EDD,27JUL07
NOTE
You are responsible for ensuring the time is adequately ahead of the ETD.
524
ATC Filing
ICAO 2012 Flight Plan Filings
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)
525
ATC Filing
ICAO 2012 Flight Plan Filings
A CHG message is automatically used for a delay over midnight UTC. All subsequent
CHG/DLA/CNL messages have the new DOF. For more information on DLA messages, see
Delaying Filing on page 522.
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.
526
ATC Filing
ICAO 2012 Flight Plan Filings
Output:
ATC MESSAGES FOR PLAN 2615
DATE/TIME (GMT)
STATUS
SEND BY
04/12/2007-10:31:57 FILING ACCEPTED
CENTER
REFNO
LFPYZMFP
25240
SEQNO
Entering FI<####>,STAT,ALL shows the filing history (when the flight plan was queued,
submitted, accepted, canceled, and so on).
Example:
01 OPTIONS FI2615,STAT,ALL
Output:
ATC MESSAGES FOR PLAN 2615
DATE/TIME (GMT)
STATUS
CENTER
SEND BY
04/12/2007-10:31:04 FILING QUEUED
~~~~
04/12/2007-10:31
04/12/2007-10:31:37 FILING SUBMITTED ~~~~
04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP
REFNO
SEQNO
25238
25238
25240
527
ATC Filing
ICAO 2012 Flight Plan Filings
The following table lists the input options that can be used with SHOW.
Table 19-3
Parameter
Explanation
####
Plan number
Request Date
Options 1
Options 2
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.
528
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
FI,/mmdd,SHOW
FI1234,SHOW
FI1234,SHOW,ALL
FI/0630,SHOW, ,SJC,LAX,,0100
FI/0630,SHOW, ,SJC,LAX,0701/0100
FI/mmdd,SHOW,Q,S,SJC,LAX,mmdd/0100
FI,SHOW,T
FI,SHOW,,,,,/0630
FI,SHOW,ALL,,,TEST
FI,SHOW,,,TEST
Example output:
01 OPTIONS FI9618,SHOW
PLAN/mmdd/hh POD
9618/0902/22 DEN
POA
PDX
Calsign
TEST
ETD
09/03-00:00
SEQNO
011
STATE
SUBMITTED
529
ATC Filing
ICAO 2012 Flight Plan Filings
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:
530
FILING SUBMITTED
CENTER
REFNO
~~~~
SEQNO
10027
011
ATC Filing
ICAO 2012 Flight Plan Filings
or:
01 OPTIONS FI9618,SHOW
Output:
ETD
09/03-00:00
SEQNO STATE
011
SUBMITTED
The new REFNO shows the filing strip with the correct reference number added:
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.
531
ATC Filing
ICAO 2012 Flight Plan Filings
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
532
ATC Filing
Domestic U.S. Filing
To file a domestic flight plan, enter FI and the flight plan number on the Options command
line. The filing program may require other information prior to transmission in order to clarify
the filing message. JetPlan prompts you for needed information. This section reviews the
possible needs.
AIRCRAFT ID OR
CALL SIGN
The aircraft call sign command. This is not required if the aircraft call
sign or full registration number is entered on the Options command
line when the flight plan is requested. In addition, this is optional if
the CADB contains the necessary information.
REMARKS/
GENERAL
INFORMATION
1ST ALTERNATE
AIRPORT
PERSONS ON
BOARD
DEPARTURE
CENTER
533
ATC Filing
Domestic U.S. Filing
The JetPlan response to a successful domestic filing input is to output the filing message sent
to the ARTCC and a summary statement listing the addresses to which the filing was sent.
This is illustrated below.
Output example:
XLD0249060 FP JD123 H/MD11/R 0470 SFO P0800 370
SFO.PORTE8.AVE.J1.FIM.FIM6.LAX/0055:
COMPLETE, FLIGHT PLAN #5330 TO BE FILED AT FOLLOWING ADDRESS(ES)
KZOAZQZX KSFOXLDI KSFOXHYR
XLD0249060 includes the Jeppesen DataPlan filing identifier XLD, the time of day (0249
UTC), and the sequential number for this filing (this was the 60th filing message since 0000
UTC).
In the next example, assume that no alternate airport has been specified in the flight plan.
Example:
01 OPTIONS FI5330
534
ATC Filing
Domestic U.S. Filing
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
535
C HAPTER 20
Reclear Commands
Reclear Commands
Overview
Overview
The purpose of the reclear flight plan is to legally reduce the reserve fuel required on an
international flight. Achieving this goal affords a corresponding increase in the amount of
payload a flight can carry or the distance it can cover.
International reserve fuel is calculated as a percentage of the fuel required to complete the trip.
However, if the trip is broken up and re-cleared enroute, we can safely and legally carry less
reserve fuel. The example below shows how this is done using a reclear flight plan.
For this example assume a distance of 6,000nm, average speed of 500kts, average fuel burn of
16,000 lbs/hr, and a reserve fuel requirement of 10% of the trip fuel.
To fly the trip directly from the Point of Departure (POD) to the Point of Arrival (POA) would
require a total of 211,200 lbs of fuel, as follows:
Trip time = 12 hrs (6,000nm 500kts = 12hrs)
Trip fuel = 192,000 lbs (12hrs 16,000 lbs/hr = 192,000 lbs)
10% reserve = 19,200 lbs
Total fuel = 211,200 lbs (trip + reserve)
Now, suppose we select a different airport (the reclear airport) which is along the route of
flight and 5000nm from the POD.
Reclear Airport
The fuel required to fly from the POD to the reclear airport is:
Trip time = 10 hrs (5,000nm 500kts = 10hrs)
Trip fuel = 160,000 lbs (10hrs 16,000 lbs/hr = 160,000 lbs)
10% reserve = 16,000 lbs
Total fuel = 176,000 lbs (trip + reserve)
And the fuel required to fly from the reclear airport to the POA is:
Trip time = 2 hrs (1,000nm 500kts = 2hrs)
Trip fuel = 32,000 lbs (2hrs 16,000 lbs/hr = 32,000 lbs)
539
Reclear Commands
Overview
Plan Scenarios
JetPlan offers five different reclear scenarios (cases).
Reclear with known payload value and arrival fuel value.
Reclear with known payload value and departure fuel value.
Reclear with known takeoff weight value. JetPlan determines the optimal
payload.
Reclear with known takeoff fuel value. JetPlan determines the optimal
payload.
Reclear with known landing weight value. JetPlan determines the optimal
payload.
540
Reclear Commands
Overview
If several reclear flight plans are calculated, Jeppesen recommends that you invoke the
Autoweight (AW) flight plan optionor have it set for automatic application by including it
in your ID/Attribute File. Depending on the given reclear scenario, the Autoweight option
provides the following resolutions:
It adjusts the payload/fuel/weight case as necessary in order to achieve the
greatest payload increase or the greatest fuel decrease.
It includes an alert message (Landing Burnoff Warning) in the flight plan
output, suggesting the need to either dump fuel or hold in pattern until the
aircrafts weight is reduced to the maximum landing weight (rather than
simply output an Exceeds Landing Weight error message). The specific
amount to be reduced or dumped is included in the alert message.
NOTE For a review of each plan scenario, see Reclear Scenario Review on
page 554.
541
Reclear Commands
Overview
01 OPTIONS FP,RCC
JetPlan delivers a long (or short) plan to the intended destination
with full international reserve fuel.
NOTE
NOTE JetPlan prints only the flight plan numbers from the two reclear plans. The
first number is used for ATC filing.
2. After the non-reclear (original) plan has been computed, JetPlan displays the
Reclear command line (02 RECLEAR) prompt. At this prompt enter the
reclear point, airport, and alternate (or Island Reserve) inputs you wish to
apply in the reclear calculations.
Example:
02 RECLEAR NODAN,RJAA,RJTT
542
Reclear Commands
Overview
Output Criteria
To make the second flight plan (first reclear planintended destination with partial
international reserves) and the third flight plan (second reclear planreclear 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.
543
Reclear Commands
Reclear Command Line Inputs
Distance
544
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
Auto Selection
545
Reclear Commands
Reclear Command Line Inputs
Using a formula to solve for the equal fuel point, JetPlan accurately
determines the optimal point. The nearest fix (found on the nonreclear plans route of flight) to the optimal point is then selected as
the reclear point.
NOTE Despite the fact that the reclear point is not precisely the optimal point, the
results are very accurate. However, this methodology may produce some odd results,
such as backtracking to the reclear airport, orin the case of both airports (reclear
and POA) being in close proximitylong 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
546
Reclear Commands
Reclear Command Line Inputs
Example:
01 OPTIONS AP,SAV,RJAA
NOTE For the purpose of the Reclear option, your input can be kept to a minimum
(as shown above). However, you can include additional parameter settings with each
AP,SAV input. For more information about parameter settings, see the Customer
Airport Database chapter.
The airport selected by JetPlan as the reclear airport is the one that meets specific internal
requirements for the flight.
For the reclear alternate the application of the $AUTO option requires the storage of
information in the Customer Alternate Database.
To save an alternate airport record in your alternate database, enter the access command, ALT,
followed by the add option (ADD), the ICAO identifier of the airport for which the alternate
applies, the ICAO identifier of the alternate airport, and a distance value or a route file name
from your Customer Route Database (CRDB).
Example:
01 OPTIONS ALT,ADD,KLAX,KSAN,90
NOTE To use a route file name (rather than a distance value), you must first store
the route in your CRDB. For more information about saving alternate and route
records in customer databases, see the Customer Alternate Database and the
Customer Route Database chapters.
The following examples illustrate the use of the $AUTO option for reclear airports and reclear
alternates.
Example:
Explanation: Select the best reclear airport from the set of airports available in the Customer
Airport Database. Note that the waypoint, CVC, is the selected reclear point and the airport,
RJTT, is the selected reclear alternate.
02 RECLEAR CVC,$AUTO,RJTT
547
Reclear Commands
Reclear Command Line Inputs
Example:
Explanation: Select the best reclear alternate from the set of alternates available for RJAA in
the Customer Alternate Database. Note that the waypoint, CVC, is the selected reclear point
and the airport, RJAA, is the selected reclear airport.
02 RECLEAR CVC,RJAA,$AUTO
Example:
Explanation: First, select the best reclear airport from the CAPD. Second, using the
automatically selected reclear airport, find a corresponding alternate from the Alternate
Database. If the reclear airport has no records in the Customer Alternate Database, an error
occurs. Note that the waypoint, CVC, is the selected reclear point.
02 RECLEAR CVC,$AUTO,$AUTO
Example:
Explanation: This example applies the auto select feature to all three fields.
02 RECLEAR $AUTO,$AUTO,$AUTO
or simply
02 RECLEAR $AUTO (works the same as entering three $AUTO inputs)
Hence, entering the Auto Selection option, $AUTO, as your input for all three fields instructs
JetPlan to determine your reclear airport, an alternate stored for that airport, and then find the
optimal reclear point based on the identified reclear airport.
548
Reclear Commands
Reclear Command Line Inputs
Alternate airport
distance bias
This distance bias works for the reclear alternate in the same manner
as the conventional alternate bias. To apply a distance bias to the
reclear alternate, enter a slash and the distance value (in nautical
miles or kilometers) after the reclear alternate input.
Example:
02 RECLEAR 130W,KSFO,KOAK/50
Alternate airport
holding time
This holding time works for the reclear alternate in the same manner
as the conventional alternate holding time. For example, a standard,
non-reclear flight plan request might include the following input on
the Hold (Alternate/Distance) command line.
Example:
07 HOLD,ALTERNATE/DIST 30,EFHK
However, in a reclear flight plan, a hold time for the reclear alternate
airport is entered on the Reclear command line between the reclear
airport input and the reclear alternate input. See example below.
Example:
Explanation: The input, 45, changes the hold time from the default
value of 30 minutes to a hold time of 45 minutes.
02 RECLEAR 400M,ENFB,45,ENGM
NOTE The standard (default) holding time value for the reclear alternate is 30
minutes. Enter a different value, like the example above, if a time other than 30
minutes is needed.
NOTE
fuel.
Reserve fuel
The holding time input does not affect the calculation of international reserve
A reserve fuel may be added to the reclear flight via the Reclear
command line. The value entered (in minutes) must be prefixed with
the letter, I or D. Typically, I stands for island reserve and D stands
549
Reclear Commands
Reclear Command Line Inputs
for domestic reserve, but in this case the two letters are
interchangeable. The reserve fuel amount is calculated using the fuel
flow from the last cruise segment before Top of Descent (TOD). The
input of an alternate airport is optional. The default hold fuel amount
for the reclear airport (30 minutes) is eliminated unless specifically
added to the request.
Example:
Explanation: I120 requests 120 minutes of island reserve fuel.
02 RECLEAR 006E,ENFB,I120
The options listed above may be applied to the same flight plan as the
examples below illustrate:
Example:
Explanation: 120 minute Island reserves and 60 nm bias to reclear
alternate airport.
02 RECLEAR 006E,ENFB,I120,ENGM/60
Example:
Explanation: 120 minute Island reserves and 30 minute hold.
02 RECLEAR 4640,LPLA,I120,30
550
Reclear Commands
Reclear Command Line Inputs
Example:
Explanation: Reclear point and reclear airport are both in Area 0. Do not use
the D input.
02 RECLEAR 4030,LPLA,LPAZ
NOTE See the Route Commands chapter for more information about the Route
Optimizer, route areas, and Area 0 route inputs.
You may request a canned (previously stored) track from the reclear point to
the reclear airport. A canned track file must be available between the two
(the specific reclear point and the specific reclear airport). If one is
available, then the input is: the reclear point, a comma, a virgule (/), the
three-character canned track name, a comma, the reclear airport, and the rest
of your input, whatever it may be. See the example below.
Example:
02 RECLEAR NINNA,/NP1,PANC,PAFA
NOTE Canned tracks are relatively scarce on the JetPlan system. Therefore, this
option is rare.
551
Reclear Commands
Reclear Command Line Inputs
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
ID
Start/End
ID
Start/End
AN1
JED / LOWW
NP7
ONEIL / PAFA
AN4
MAG / EDDF
NP8
ONEIL / PAKN
AN5
CDA / EDDF
NP9
ONEMU / RJCC
AN6
ALS / EDDF
1AN
TEB / EKCH
AN7
SORLA / EKCH
2AN
SVD / EHAM
AN8
CDA / EHAM
3AN
IKADA / RJCC
AN9
SPB / EFHK
4AN
SCORE / RJAA
AN0
SPB / ESSA
5AN
VACKY / RJAA
EE1
VELTA / RJCC
6AN
SMOLT / RJAA
KA1
NUBDA / RJCC
7AN
FORDO / RJAA
NP1
NINNA / PANC
8AN
JNS / ESSA
NP2
ONEIL / PANC
9AN
AGAMO / EFHK
NP3
NINNA / PAFA
0AN
AGAMO / ESSA
NP6
NINNA / PAKN
552
Reclear Commands
Reclear Command Line Inputs
Example:
02 RECLEAR $AUTO,RJAA,RJTT (nav optimize)
553
Reclear Commands
Reclear Scenario Review
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.
554
Reclear Commands
Reclear Scenario Review
555
Reclear Commands
Reclear Scenario Review
556
Reclear Commands
Landing Burnoff Calculations
1. Print out an Exceed Landing Weight (XLWnnnnn) error and stop the
reclear flight planning process.
2. Print out a warning statement and process the reclear flight plans using the
aircraft's maximum landing weight.
When the first option is chosen, JetPlan uses the maximum landing weight stored in the CADB
file, or, in the case of a generic aircraft, in the generic aircraft data file.
When the second option is preferred, the following statement appears in the reclear flight
plan(s) that have exceeded the maximum landing weight:
*** WARNING LBO ASSUMED IN LANDING WEIGHT CALCULATION ***
LBO is an acronym for landing burnoff. This is the amount of fuel that needs to be burned
off (or dumped) to bring the aircrafts weight down to the maximum for landing, which is
found in the CADB or generic aircraft data file.
557
Reclear Commands
Examples of Reclear Flight Plans
OPTIONS FP,RC,SP
POD KJFK/CYQX
POA LYBE/EINN
ROUTE P/Z/J
HOLD,ALTERNATE/DIST 30,LQSA
ETD 0100
PROFILE C
A/C TYPE/REGN $DC8-73
CRUISE MODE M80
PAYLOAD 65000
POD OR POA FUEL A0,I
The first flight plan (#8120), KJFK to LYBE with full international reserve fuel, requires
109,203 lbs of fuel. The more restrictive reclear plan requires only 101,612 lbs of fuel.
The flight plan (#8124) from KJFK to LYBE with international reserve fuel from the reclear
point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than
the flight plan from KJFK to EDDF (#8129) with full international reserve fuel which shows
5,200 lbs extra fuel.
558
Reclear Commands
Examples of Reclear Flight Plans
The compression flight plan (#8136) has a header composed of the data from the two reclear
plans (#s 8124 and 8129). It has two complete flight plan bodies: (1) KJFK to LYBE and (2)
KJFK to EDDF. Only the compression header is illustrated in the text.
OPTIONS FP,RC,SP
POD KJFK/CYQX
POA LYBE/EINN
ROUTE P/Z/J
HOLD,ALTERNATE/DIST 30,LQSA
ETD 0100
PROFILE C
A/C TYPE/REGN $DC8-73
CRUISE MODE M80
PAYLOAD ZW
POD OR POA WT DM,I
Notice the payload differences between the first, second, and third flight plans. The first plan
(#8152) allows 69,765 lbs payload without taking advantage of the reclear option. The
payload increases to 75,984 lbs in the reclear plans (#s 8164, 8171).
The flight plan (#8164) from KJFK to LYBE with international reserve fuel from the reclear
point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than
the flight plan (#8171) from KJFK to EDDF with full international reserve fuel, which shows
5,321 lbs extra fuel.
559
Reclear Commands
Examples of Reclear Flight Plans
03
06
07
08
09
10
11
14
16
POA LYBE/EINN
ROUTE P/Z/J
HOLD,ALTERNATE/DIST 30,LQSA
ETD 0100
PROFILE C
A/C TYPE/REGN $DC8-73
CRUISE MODE M80
PAYLOAD F
POD OR POA FUEL D100000,I
All three flight plans were calculated based on a takeoff fuel load of 100,000 lbs. Notice the
payload differences between the first, second, and third flight plans. The first plan (#8173)
allows 35,203 lbs payload without taking advantage of the reclear option. The payload
increases to 57,710 lbs in the reclear plans (#s 8180, 8182).
The flight plan (#8180) from KJFK to LYBE with international reserve fuel from the reclear
point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than
the flight plan (#8182) from KJFK to EDDF with full international reserve fuel, which shows
5,206 lbs extra fuel.
560
Reclear Commands
Examples of Reclear Flight Plans
561
Reclear Commands
Examples of Reclear Flight Plans
562
Reclear Commands
Examples of Reclear Flight Plans
563
Reclear Commands
Examples of Reclear Flight Plans
564
Reclear Commands
Examples of Reclear Flight Plans
565
Reclear Commands
Decision Point Procedure
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
1. A long or short plan (per users 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).
566
Reclear Commands
Decision Point Procedure
3. A short plan from POD to reclear airport (via Decision Point) with full
international fuel reserve policy of 3% (third plan).
In both plans 2 and 3, the total amount of fuel carried is the greater of those
two fuel scenarios.
4. For those users with formats that are compressible, a compressed plan may
be attained entering the CM command on the Options command line.
A compression plan may also be attained automatically by using the RCC
command on the Options command line.
Example:
01 OPTIONS FP,RCC,DPP
EU-OPS Attribute
As stated previously, the DPP option is only available to those 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 1.255 regarding the fuel policy.
User specifies an enroute alternate (ERA), with the RC,DPP option:
The ERA is ignored and the DPP plan is computed. For more
information on ERA, see Chapter 14, Payload, POD/POA, Weight,
and Fuel Commands.
EU-OPS ID attribute not set
User invokes the RC option:
JetPlan conducts the reclear planning sequence as normal.
User invokes the RC,DPP options:
JetPlan ignores the DPP option.
567
C HAPTER 21
ETOPS
ETOPS
Overview
Overview
The ETOPS chapter in the JetPlan User Manual has been superseded by the ETOPS Users
Guide: 2 Engine Aircraft, which can be found on the User Manuals page on JetPlan.com.
The JetPlan User Manual contains information on customer database parameters related to
ETOPS in the following chapters:
Chapter 26, Customer Aircraft Database.
Chapter 27, Aircraft Fleet Database.
Chapter 29, Customer Airport Database.
Chapter 30, Airport Fleet Database.
Chapter 32, City Pair Fleet Database.
Chapter 35, Minimum Equipment List Database.
571
C HAPTER 22
Overwater Driftdown
and Terrain Analysis
Overview
JetPlans Overwater (Basic) Driftdown and Terrain Analysis features are intended to assist in
verifying compliance with the following regulations that ensure the safety of flight in
emergency situations:
FAR 121.191 defines the operational limitations with one-engine
inoperative.
FAR 121.193 defines the operational limitations with two-engines
inoperative.
FAR 121.646 defines an additional critical fuel analysis to account for a
rapid decompression scenario when operating more than 90 minutes from an
adequate airport.
This chapter describes the following terrain clearance and driftdown features available on the
JetPlan system:
Overwater Driftdown (with MORA check) Most JetPlan users can access
this feature, as long as their generic aircraft database contains the necessary
data. Overwater Driftdown is invoked by the entering the DRFT or DRFTX
flight plan command in a front-end flight-planning application that
interfaces with JetPlan or in the JetPlan command-line interface.
Terrain Analysis Terrain Analysis refers collectively to Terrain Clearance
and Mountain Driftdown, which is completely separate from Overwater
Driftdown. Terrain Analysis is not available through the JetPlan commandline interface. It requires a front-end flight planning application such as
Jeppesen Dispatch Control or a customer application designed to interface
with JetPlan.
FAR Regulations
The following paragraphs provide additional information on the federal regulations governing
terrain clearance in emergency situations.
575
576
577
NOTE For complete information about fulfilling the prerequisites for the Overwater
Driftdown feature, contact your Jeppesen account manager.
578
Parameter
Description
Enroute Alternate
(EA)
579
ETP Database
In Overwater Driftdown processing, user-supplied aircraft performance factors dictate the
determination of the ETPs. These factors include situational cruise modes, flight levels, and
true airspeeds, all of which are addressed in the ETP database, which is a subsection of the
CADB. The following table briefly describes these parameters. For detailed descriptions, see
Chapter 26, Customer Aircraft Database.
NOTE The only ETP database parameters necessary for Overwater Driftdown are
EA, EM/EF, EA1, EM1/EF1, andif more than two enginesEA2 and EM2/EF2.
Table 22-2
Parameter
Description
(NA)
ETP O2 Time
(OX)
ETP O2 FL x100 FT
(OF)
- or ETP O2 Millibars
(OL)
ETP Cruise Mode
(EC)
580
Table 22-2
Parameter
Description
Low level (depressurized) ETP Cruise Mode Table Anti-Ice on. Entry must coincide with table
performance data within the generic aircraft data file.
(ECA)
ETP Cruise Mode (Anti-Ice Off)
(ECN)
ETP True Airspeed
(EA)
Low level (depressurized) ETP Cruise Mode Table Anti-Ice off. Entry must coincide with table
performance data within the generic aircraft data file.
Low level (depressurized) ETP True Airspeed
constant. This parameter provides the airspeed used in
the ETP selection process under the all-engine, lowlevel scenario.
(EM)
(EH)
581
Table 22-2
Parameter
Description
(EDA1)
ETP 1LE Descent (Anti-Ice Off)
(EDN1)
ETP 1LE True Airspeed
(EA1)
(EM1)
(EH1)
582
Table 22-2
Parameter
Description
(EA2)
(EF2)
(EH2)
583
The following sections provide more detailed information about the Overwater Driftdown
process.
Diversion Airports
A maximum of twelve diversion airports may be entered for overwater driftdown purposes by
one of two methods:
Diversion airports can be entered sequentially on the POD Command line.
Diversion airports can be entered in combined pairs between the POD and
POA Command lines.
Example:
02 POD VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW
Example:
02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW
584
For sample flight plan output resulting from the above inputs, see Overwater Driftdown Data
on the Flight Plan on page 589. For more information on diversion airports, see Chapter 3,
Point of Departure and Point of Arrival Commands.
ETP Selection
NOTE
3, Point of
Part of the Overwater Driftdown procedure is to determine the worst-case diversion fuel burn.
This critical fuel calculation requires the determination of critical points. A critical point is
defined as a point from the intended route where the one-engine (or two-engines) inoperative
diversion time from the two closest alternates is equal an ETP (equal-time point).
When performing the Overwater Driftdown calculation, JetPlan must determine three different
ETP cases simultaneously:
Depressurized operation (low-level all-engine cruise)
One-engine inoperative operation (1LE)
Two-engines inoperative operation (2LE)
JetPlan determines the ETPs based on your diversion airport inputs and performance factors
stored in the ETP database, which is a subsection of the CADB (see ETP Database on
page 580).
585
Depressurized Scenario
For the depressurized (low-level) cruise with all engines operating scenario, the following
assumptions and calculations are made:
If the ETP O2 Time (OX) parameter is set to a positive value, cruise at the
altitude defined by the ETP O2 FL x100 FT parameter (OF or OL) for the
time that oxygen is available, as indicated by the OX parameter. When the
oxygen runs out, a descent to 10,000 feet can occur.
- or If the ETP O2 Time (OX) parameter is not set to a positive value (is 0), at
the critical point, initiate an emergency descent to the depressurized flight
level specified in the ETP database (EM/EF parameter). For critical fuel
calculation purposes, this descent is considered to be zero distance, zero
time, and zero fuel.
The final descent from the ETP depressurized flight level to the field
elevation of the diversion airport is computed using the descent performance
model found in the generic aircraft data file.
The low-level (depressurized) cruise distance is computed using the great
circle distance from the ETP to the diversion airport minus the final descent
distance.
Cruise performance is calculated using an iterative process of taking
snapshots of several factors at the midpoint of the cruise segment and
applying the information to a cruise table found in the generic aircraft data
file. Typically, the cruise table used is all-engine long range cruise (LRC),
but it may be specified differently in the ETP Database using the EC, ECA
or ECN parameters.
NOTE The cruise mode specified using the EC/ECA/ECN parameter must have
performance table data available/loaded in the generic aircraft file.
586
Depressurized critical fuel is the sum of the cruise, final descent, and hold
fuel burns.
587
The 1LE/2LE cruise distance is computed using the great circle distance
from the ETP to the diversion airport minus the sum of the two descent (trial
and final) distances.
Cruise performance is calculated using an iterative process of taking
snapshots of several factors at the midpoint of the cruise segment and
applying the information to a cruise table. The 1LE/2LE cruise table is used,
but it may be specified differently in the ETP Database (EC1, EC2, ECA1,
ECA2, ECN1 or ECN2 parameters).
NOTE The cruise mode specified using the EC1(2)/ECA1(2)/ECN1(2) parameter
must have performance table data available/loaded in the generic aircraft file.
588
NOTE The examples below demonstrate the two methods for entering diversion
airports. The sample output is based on either of these input methods. Depressurized
(low-level) and one-engine inoperative scenario data is output. For more information,
see Chapter 3, Point of Departure and Point of Arrival Commands.
Example:
02 POD VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW
Example:
02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW
Explanation of output:
Line 1: Driftdown summary data header
Line 2: Column headings
Lines 36: Diversion data based on LRC
Lines 710: Diversion data based on 1LE
589
Description
CRZ
Cruise mode indicator. JetPlan uses LRC for low-level (depressurized) all
engines operating, 1LE for one-engine inoperative cruise, and 2LE for twoengines inoperative cruise (3 and 4-engine aircraft).
TO
ICAO identifier of the divert airport backward to the point of departure from
the applicable ETP. The divert airport listed under the second TO is forward
of the applicable ETP towards the point of arrival (POA).
BURN
Total fuel burn from the ETP backward to the divert airport.
FL
Cruise altitude from the ETP backward to the divert airport. For LRC
diversion, this is the altitude specified by the EM (EF) parameter. For 1LE and
2LE diversion, this altitude is determined by the performance calculations.
MSA
Minimum Safe Altitude backward to the divert airport. It is derived from the
grid MORA altitudes on the Jeppesen charts. These values clear all reference
points within the section outlined by latitude/longitude lines by 1000 feet in
areas where the highest reference point is 5000 feet MSL or lower. They clear
all reference points by 2000 feet in areas where the highest reference point is
5001 feet MSL or higher.
TO
ICAO identifier of the divert airport forward towards the point of arrival from
the applicable ETP. The divert airport listed under the first TO is backward
from the applicable ETP to the point of departure (POD).
BURN
Total fuel burn from the ETP to the forward divert airport.
FL
Cruise altitude from the ETP forward to the divert airport. For LRC diversion,
this is the altitude specified by the EM (EF) parameter. For 1LE and 2LE
diversion, this altitude is whatever the performance calculations determine.
MSA
Minimum Safe Altitude forward to the divert airport. It is derived from the grid
MORA altitudes on the Jeppesen charts. These values clear all reference points
within the section outlined by latitude/longitude lines by 1000 feet in areas
where the highest reference point is 5000 feet MSL or lower. They clear all
reference points by 2000 feet in areas where the highest reference point is 5001
feet MSL or higher.
FOB
Fuel On Board at the applicable ETP. This is the available fuel from which
JetPlan calculates the total required fuel to each diversion airport.
LAT
LON
590
Table 22-3
Column Headings
Description
Warning flags to alert dispatchers and pilots of potential problems. Only one
flag is output per line, so it may be necessary to look carefully at the diversion
data to determine which diversion airport is being flagged. It is possible that
the flag applies to both diversion airports. For example, the divert cruise
altitude may be below the grid MORA to both divert airports. Also, there is a
hierarchy of flags. For example, a divert fuel required flag overrides the grid
MORA flag.
The possible warning flags are:
M Indicates that the cruise altitude is below the grid MORA from the
applicable ETP to the divert airport via a great circle route.
D Indicates that it may be necessary to dump fuel. This is most
frequently seen with the TWO-ENGINE INOP DIVERT SUMMARY.
This value is the difference between the maximum table weight
(considering temperature deviation) loaded for the divert cruise altitude
and the computed weight at the end of descent to this altitude.
F Indicates that additional fuel is required from the applicable ETP to
the diversion airport
X Indicates that an error has occurred in the driftdown summary
calculation.
NOTE The asterisk (*) in the TO column indicates the fuel critical diversion airport
pair for each cruise mode. There is sufficient fuel onboard for the diversion
calculation, but there is less pad between the fuel required and the fuel onboard than
for any of the other diversion airport pairs. If there is only one diversion airport pair for
each cruise mode, the asterisk prints out next to it.
591
Terrain Analysis
The goal of the Terrain Analysis is to assist operators in verifying compliance with FARs
121.191 and 121.193. The term Terrain Analysis refers collectively to the JetPlan Terrain
Clearance and Mountain Driftdown options. Briefly described, terrain clearance refers to the
ability of an aircraft with one or more engines out to clear terrain by 1,000 feet in a corridor
along the route for the entire distance, without the need for driftdown alternates. Mountain
driftdown, on the other hand, refers to the ability of an aircraft with one or more engines out to
clear obstructions by 2,000 feet throughout the driftdown gradient to an alternate airport.
JetPlan can be configured to perform either terrain clearance or mountain driftdown or both in
the order you specify until a safe route of flight is determined. When a flight plan is submitted
with the Terrain Analysis feature activated, the primary flight plan is calculated first. Once
those calculations are complete, Terrain Analysis is initiated to test one or more (depending on
configuration) of four possible scenarios: terrain clearance/anti-ice on, terrain clearance/antiice off, mountain driftdown/anti-ice on, and mountain driftdown/anti-ice off. The flight plan
may be run again and again utilizing each of the four scenarios one at a time until one
complies or all fail. If the chosen scenario fails, the primary flight plan is printed with an alert
of the failure to comply with terrain clearance/mountain driftdown requirements.
Decision Point
The last mileage marker from which the previous diversion option
was achievable, and the first mileage marker from which the next
diversion option is considered.
592
Diversion Option
An alternate airport that can be reached via some path (great circle or
escape route) from a decision point.
Driftdown
Alternate
Escape Route
Escape Route
Transition Point
Mileage Marker
The points along the primary route where checks are made for the
capability to drift down to an alternate.The system calculates the
distance of each segment along the primary route of flight and divides
this distance by the given corridor width. This is done in order to
break the segment up into equal mileage marker distances that are ten
(default value) statue miles or less.
Mountain
Driftdown
Terrain Analysis
593
Terrain Clearance
Terrain Summary
Transition Point
See the definition for Escape Route Transition Point on page 593.
594
NOTE Some front-end flight planning software applications offer options that override some customer preferences. See Terrain Analysis Flight Planning on page 606.
The following table lists customer preferences that apply to Terrain Analysis.
Table 22-4
Customer Preference
NOTE The following anti-ice settings are specific to the Terrain Analysis feature. They are different from other
anti-ice settings that can be requested for take-off anti-ice, ETOPS anti-ice for the Critical Fuel Scenario
calculation, and the anti-ice setting for the Overwater (Basic) Driftdown functionality. The Terrain Analysis antiice selection apply only to the terrain clearance and mountain driftdown portions of the flight plan.
595
Table 22-4
Customer Preference
Description
Corridor Width
Airfield Clearance
596
Table 22-4
Customer Preference
Description
For terrain clearance and mountain driftdown flight plans that are also
ETOPS flight plans, this preference tells JetPlan to compute terrain
clearance or mountain driftdown either for the entire route or just for
all areas of the route outside of the ETOPS area of operation.
NOTE Both this parameter and the ETOPS Area of Operation
Determination Policy (ETOPSAOO) preference must be turned on, or
the terrain clearance or mountain driftdown calculation reverts back to
default of computing for the entire route.
This preference (1) defines the alternate ellipse, which is the area in
which the system searches for alternates, and (2) determines the sort
order for the search results. The ellipse is computed forward along the
route from each decision point. The nearest edge of the ellipse falls at
the edge of the decision point.
The alternate ellipse preference is defined as follows:
The length of the major axis in nautical miles (nm). The default
value is 300 nm.
The length of the minor axis given as a percentage of the major
axis. The default value is 75 percent. (100 percent is a full circle).
The ellipse search type. The search type determines the sort order
for alternates found within the ellipse. Depending on the search
type, alternates are sorted appropriately and placed at the top of
the list. The possible sort orders are:
- (Default) Closest to the decision point
- Closest to the center of the ellipse
- Farthest from the decision point
For all alternates that fall outside of the ellipse, the system reverts to
the default of sorting by alternates that are closest to the decision
point.
This preference specifies whether or not the user uses escape routes
when qualifying mountain driftdown alternates. The default is to use
escape routes if they exist.
597
Parameter
Description
Application
Mountain Drifdown
(N3)
- and Alternate Visibility
Minimum (Non-Precision
Approach)
(N4)
Parameter
Description
Application
Enroute Alternate in
Terrain Driftdown
Operations
Mountain Driftdown
and Terrain Clearance
(TD)
598
Table 22-6
Parameter
Description
Application
Maximum Allowable
Distance to Takeoff
Alternate
Mountain Driftdown
and Terrain Clearance
Mountain Driftdown
Mountain Driftdown
and Terrain Clearance
Alternate Ceiling
Minimum (Non-Precision
Approach)
Mountain Drifdown
(N3)
(MA)
Approach Plate Available
(AP)
Type of Operations
(TO)
599
The following table lists the Customer Aircraft database parameters that apply to mountain
driftdown. These parameters are in the Driftdown section of the Customer Aircraft database
parameters. For detailed descriptions, see Chapter 26, Customer Aircraft Database.
Table 22-7 Terrain Analysis Customer Aircraft Database Parameters
Parameter
Description
Generic Aircraft ID
Driftdown-Climbout
Engine Out Climbout Anti-Ice On
(D11)
Engine Out Climbout Anti-Ice Off
(D12)
Engine Out Cruise Anti-Ice On
(D13)
Engine Out Cruise Anti-Ice Off
(D14)
Driftdown Descent Anti-Ice On
(D15)
Driftdown Descent Anti-Ice Off
(D16)
600
Table 22-7
Parameter
Description
(D25)
Driftdown Descent Anti-Ice Off
(D26)
Defaults
Takeoff Fuel Burn
(D31)
Takeoff Time
(D32)
Takeoff Distance
(D33)
Approach Fuel Burn
(D34)
Approach Time
(D35)
Landing Table
(D36)
Temperature Threshold
(D41)
Driftdown Bias
(D42)
601
Parameter
Description
(TA)
(Default) None
Terrain clearance
Mountain driftdown
Both terrain clearance and mountain driftdown
NOTE When set, the value of the Terrain Analysis
Indicator overrides the Anti-Ice Terrain Analysis Rules
defined in the Customer Preference database. In turn,
these City Pair Fleet and Customer Preference
database values may be overridden by ad hoc inputs
entered through the front-end flight planning software.
For more information, see Customer Preferences
Database on page 595 and Terrain Analysis Flight
Planning on page 606.
NOTE A terrain analysis scenario for the route to the
destination alternate is always qualified using Terrain
Clearance Anti-Ice ON rules.
NOTE The following parameters in the City Pair Fleet database are inoperative:
Driftdown Mode: Primary (DRFP) and Driftdown Mode: Alternate (DRFA).
602
NOTE All weight penalties included in an ad hoc flight plan request are summed
with all Enroute Weight Penalty values and all Enroute Weight Factor values
contained in each Type M or C MEL currently assigned to the aircraft. For more
information about how weight penalties are applied in terrain clearance and mountain
driftdown scenarios, see Application of Weight Penalties to Terrain Analysis Flight
Plans on page 603.
Table 22-9
Parameter
Description
Application
(EF)
Penalty Subject to
Multiplier
(MEF)
Enroute Weight
Penalty (LBS)
(EP)
Penalty Subject to
Multiplier
(MEP)
603
When JetPlan computes the mountain driftdown gradient, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request
- plus Any enroute weight penalty contained in each type M or C MEL record
currently assigned to the aircraft
- plus Any enroute weight factor contained in each type M or C MEL currently
assigned to the aircraft, converted to a weight penalty as follows: enroute
weight factor (%) x aircraft gross weight at the decision point.
The responsibility for determining the correct Gradient Penalty percentage to use for each
MEL is left to the JetPlan user. The following is a sample formula for deriving an enroute
weight penalty factor from the enroute gradient penalty in the published MEL:
EWF = 1 + (GP / (1 / LDR + NG)), where:
EWF is the Enroute Weight Factor percentage that is to be stored in the
MEL record.
GP is the Gradient Penalty as defined in the manufacturers MEL.
LDR is the Lift to Drag Ratio.
NG is the Net/Gross Performance Factor. A standard value for NG is 0.011
(or 1.1%) for two-engine aircraft.
604
For example, using the formula above, for an MEL that specifies a 0.032% gradient penalty
for a 737-800 at 160,000 pounds at the decision point, the weight penalty derived would be
751 pounds, assuming that LDR is 17.5 and NG is 0.011. (This equates to a 0.469% Enroute
Weight Factor if the gradient penalty were instead calculated against the aircraft weight
without the L/D formula.)
The Customer Route String database stores escape route records. Escape routes define arrival
routes to mountain driftdown alternates that have been designated for use in mountainous
terrain as alternatives to the direct route. When an attempt to use a great circle route to a
particular driftdown alternate fails, the system attempts to use an escape route, as long as a
record for the given alternate exists in the Route String (Escape Routes) database.
The use of escape routes in mountain driftdown flight planning offers the following
advantages:
A preferred route might otherwise be rejected in flight planning due to
failure to find a suitable mountain driftdown alternate that can be reached
via the normally-assumed direct, great-circle route.
Sub-optimal alternates (far afield) may be selected for a route because better
alternates cannot be reached via the great-circle routing from the decision
point.
Escape routes in the flight plan can provide safe-routing guidance to the
pilot in mountain driftdown situations.
605
The following table lists the parameters included in each escape route database record. For
more detailed information on escape route database parameters, see Chapter 38, Customer
Route Database.
Table 22-10
Parameter
Description
Route Name
This parameter is the name you give to the escape route record
in the database.
Group Name
Airport or Waypoint
This parameter defines the ICAO or IATA code for the airport
used as the route departure or arrival point, as appropriate.
- or The name of the waypoint used as the beginning or end point of
the escape route.
Waypoint Area
This parameter specifies the 2-character A424 area code for the
waypoint.
NOTE This parameter must be set when the corresponding
point is a waypoint. If the point is an airport, do not set this
parameter.
Waypoint Type
Routing String
606
The system can be configured to attempt the following four possible Terrain Analysis
scenarios.
Terrain clearance/anti-ice on
Terrain clearance/anti-ice off
Mountain driftdown/anti-ice on
Mountain driftdown/anti-ice off
How many of these scenarios are attempted and in what order is configurable through database
settings and also through the front-end application. Up to four different attempts can be made
on any one flight plan. Processing continues until the first success or until all selected
scenarios have been exhausted.
The default Terrain Analysis sequence is defined by the Anti-Ice Rules for the Primary and
Alternate Route preferences, stored in the Customer Preference database. You can also set the
Terrain Analysis Indicator in the City Pair Fleet database, which overrides the Customer
Preference settings. Front-end options allow you to override both the Customer Preference and
the City Pair Fleet database values on a given flight plan. Precedence for these values works as
follows:
If only a Customer Preference value exists, it is used.
If only a Customer Preference value and a City Pair Fleet database value
exist, the City Pair Fleet database value overrides the Customer Preference
database value.
If any database values are set and front-end options are also set, the frontend options take precedence over the database values.
NOTE Terrain analysis scenarios for the route to the destination alternate are
always qualified using Terrain Clearance Anti-Ice ON rules.
For more information, see Customer Preferences Database on page 595, City Pair Fleet
Database on page 602, and Terrain Analysis Front-End Options on page 608
607
Front-end configuration options, in combination with your database and customer preference
settings, affect terrain clearance and mountain driftdown calculations and flight plan output.
Once the flight plan request has been submitted, JetPlan applies the various computations,
generates the flight plan in the customer's format, and returns the results to the flight planning
front end.
608
The following table lists some possible front-end flight planning configuration options that
apply to terrain clearance or mountain driftdown or both.
NOTE Available Terrain Analysis flight plan options are determined by the
capabilities and configuration of your front-end software application. For detailed
information, contact your Jeppesen account manager or consult your product
documentation.
Table 22-11
Option
Description
Application
Terrain Clearance
and Mountain
Driftdown
Terrain clearance/anti-ice on
Terrain clearance/anti-ice off
Mountain driftdown/anti-ice on
Mountain driftdown/anti-ice off
NOTE If any combination of scenarios is specified
through the front-end options, these options supersede
any values that are set in the Customer Preference
Database or the City-Pair Fleet Database. For more
information, see Customer Preferences Database on
page 595 and City Pair Fleet Database on page 602.
Mandatory Alternates
Mountain Driftdown
only
Mountain Driftdown
only
Maximum Driftdown
Alternates
Mountain Driftdown
only
609
Table 22-11
Option
Description
Application
Maximum Alternate
Distance
Mountain Driftdown
only
ISA Temperature
Deviation Padding
Terrain Clearance
and Mountain
Driftdown
Default value: 0
NOTE Since the system uses the retrieved weather
values from the specified database, it is highly
recommended that this value never be set to anything
other than zero (0).
Wind Padding
Terrain Clearance
and Mountain
Driftdown
Mountain Driftdown
only
Default value: 0
Fuel Reserve, Time
Mountain Driftdown
only
Default value: 0
NOTE The fuel reserve option may be set to time or
weight, but not both.
610
Table 22-11
Option
Description
Application
Mountain Driftdown
only
Default value: 0
NOTE The fuel reserve option may be set to time or
weight, but not both.
Short Search
Mountain Driftdown
only
When set, this option tells the system not to check for
an out-of-fuel condition during normal terrain clearance
calculations (from POD to POA, or from POA to all
destination alternates, if any have been designated).
This flag has no effect on calculations done under
mountain driftdown rules. See the Mountain
Driftdown Fuel Check parameter below.
Terrain Clearance
and Mountain
Driftdown
Terrain Clearance
only
611
Table 22-11
Option
Description
Application
Mountain Driftdown
only
Abbreviated Driftdown
Report
Mountain Driftdown
only
Climbout Qualification
Mountain Driftdown
only
Landings Limiting
Mountain Driftdown
only
Mountain Driftdown
only
Mountain Driftdown
only
612
Table 22-11
Option
Description
Application
Delete Summary
Mountain Driftdown
only
At least 1000
Failure
At least 1000
P OA
POD
Engine-out climb to terrain clearance altitude.
Engine-out cruise to destination.
Maintain airfield clearance and positive slope at the POA.
613
JetPlan iterates to find the maximum takeoff weight that allows terrain
clearance. This can be reported in the output, depending on the flight plan
format. The front-end flight-planning software can be configured to return
an alert.
JetPlan assumes engine failure at cruise altitude and determines the highest
terrain along the route of flight. The target enroute altitude is determined
this way.
As in mountain driftdown, engine-out climb is made without regard to
terrain for the first 16 nm outbound from the POD. After reaching the 16nm
marker, the climb continues on to the target enroute altitude while checking
for terrain obstructions.
If level-off occurs prior to the POA, an engine-out cruise is calculated for a
100 nm segment. At the 100 nm outbound mark, a step-climb check is
performed. If a step-climb is possible, then one is included in the flight plan.
If a step-climb is not possible, then the engine-out cruise is calculated again
for another 100 nm segment. This pattern repeats until over the POA, where
airfield clearance and positive slope are checked. See Figure 22.2 on
page 613.
When a departure alternate is mandated, it is handled in the same manner
described in the mountain driftdown case. See Mountain Driftdown
Computations on page 617.
NOTE When ETOPS is requested for the same flight plan for which terrain
clearance has been requested, JetPlan returns a terrain clearance failure only when
terrain clearance fails for segments not between an ETOPS entry point (EEP) and an
ETOPS exit point (EXP) pair.
614
The following sample block of output uses another format to display similar results as above.
With this format, however, the ramp weight is displayed.
The following sample block of output shows a typical Terrain Clearance Takeoff Alternate
analysis.
615
The following sample block of output shows a typical Terrain Clearance Landing Alternate
analysis.
616
At least 2000
Engine-Out Cruise Altitude
Diversion Airfield
Great circle route or escape route from the decision point to the
diversion airfield.
Maintain driftdown clearance height during and after descent.
Maintain airfield clearance and positive slope at the diversion airfield.
617
The list of candidate alternates for each decision point consists of adequate
airports defined as follows:
All user-submitted mandatory alternates received on the flight plan
request. In this case, the list of alternates consists of the specified
mandatory alternates, as well as the POD and POA and a takeoff
alternate if one has been specified. No other alternate airport listed
in a customer database is considered.When mandatory alternates are
specified, they are not evaluated for suitability against the Customer
Airport or Customer Airport Fleet databases.
NOTE Whether an alternate is mandatory or not, it is always checked for suitability
in the SRS Airports database.
For every mileage marker on the primary route, the great circle route to the
driftdown alternate is tried first.
An attempt to use an escape route is processed only when a great circle
attempt to a particular driftdown alternate fails (if a record for that alternate
exists in the Route String database).The system prefers a more optimal
escape route in terms of the distance from the decision point to the transition
618
point, which is defined as the first point of the escape route. For more
information on escape routes, see Escape Routes Database Records on
page 605 and Mountain Driftdown Methodology on page 620.
All weight penalties included in the ad-hoc flight plan request are summed
with all Enroute Weight Penalty values and all Enroute Weight Factor
values contained in each type M or C MEL currently assigned to the aircraft.
JetPlan determines the driftdown gradient after adding the Total Enroute
Weight Penalty and anti-ice penalty (if selected) to the aircraft gross weight.
For more information on how the system computes the driftdown gradient,
see Application of Weight Penalties to Terrain Analysis Flight Plans on
page 603.
NOTE JetPlan applies the anti-ice penalty to the level-off altitude if anti-ice is
specified for mountain driftdown in the flight plan request. If the request does not
specify, the system applies anti-ice penalties to mountain driftdown when the Terrain
Analysis anti-ice default is set.
When ETOPS is requested for the same flight plan for which mountain
driftdown has been requested, JetPlan responds according to the setting of
the ETOPS Terrain Clearance and ETOPS Area of Operation customer
preferences (see Customer Preferences Database on page 595.) If these
preferences are set, JetPlan only applies mountain driftdown computations
to the portions of the route that are not between an ETOPS entry point (EEP)
and an ETOPS exit point (EXP) pair. At each EEP and EXP, the system
ensures that a driftdown alternate can be reported.
619
The Short Search front-end flight-planning option can configure the process
to look for a destination-assured point. This is defined as the point at which,
using normal driftdown procedures, the aircraft can lose an engine and make
it to the planned POA by following the flight-planned route. If the Short
Search option is active, the system does not look for alternates past that
point in the route. For more information on the Short Search option, see
Table 22-11, Terrain Analysis Front-End Options, on page 609.
Destination alternates are run as straight terrain clearance problems.
620
If the first escape route is not feasible for that decision point, the system attempts to verify that
the next closest escape route is feasible. When an escape route is not feasible, the system
moves on to the next escape route to the same alternate until a valid escape route is found or
until all escape routes to this alternate are exhausted. If no escape route is found, the system
moves on to the next closest alternate airport and repeats above steps until a feasible great
circle or escape route is found.
If an escape route is feasible, the system transitions onto the route only via the transition point,
which is the first waypoint defining the escape route. At each subsequent mileage marker, the
system attempts to verify that the same escape route, beginning with the same transition point,
is still feasible. JetPlan attempts to maintain the same escape route for as many mileage
markers as possible. The process continues until that particular escape route is no longer
feasible because of terrain, fuel constraints, changed conditions at the destination alternate
airport, or other factors. Once a divert airport fails to meet driftdown requirements, JetPlan
reverts from this failure point to the previous mileage marker and begins a search for a new
divert airport within the alternate ellipse.
If the Short Search (destination-assured point) option is active, the system does not look for
alternates past the point that it becomes known that the aircraft can lose an engine and make it
to the planned POA by following the flight-planned route. (For more information on the Short
Search option, see Table 22-11, Terrain Analysis Front-End Options, on page 609.) If the
Short Search option is not active, the system continues to look for alternates until the POA or a
feasible driftdown alternate has been achieved. The alternate ellipse becomes smaller as the
aircraft approaches the POA.
With regard to the portion of the flight from POD to TOC, the FAR regulations do not address
climbout under driftdown rules. However, JetPlan is designed to always return to the POD via
the great circle route during the climbout, even if the POD is known to be below required
weather minimums. If the POD is known to be below minimums, another alternate (departure
alternate, if specified; closest available, if not) is selected and a modified terrain clearance
621
analysis is attempted from over the POD to the alternate. If a failure point is encountered on
the climb, a decision point is established at the previous mileage marker and the remainder of
the flight continues to be evaluated/cleared under driftdown rules. See Figure 22.4.
TOC
16 nm
POD
Qualification back to the POD starts at the 16 nm point and goes to the TOC.
Driftdown problem is run from the edge of each terrain profile back to the P OD.
Any failure prior to TOC establishes a decision point at the previous profil e.
When a departure alternate is mandated, JetPlan assumes the POD is not available for landing.
Departure alternates are cleared, based on a modified terrain clearance problem. If it is
necessary for the aircraft to first climb in order to reach a safe terrain clearance altitude, climb
is assumed to take place over the POD. Level flight (engine-out cruise) from over the POD to
the departure alternate is assumed. See Figure 22.5.
622
Minimum 1000
16 nm
POD
Departure Alternate
For planning purposes, assume 32 nm (16 out and 16 back) are always used for climb.
If still too low to clear terrain, climb in place to terrain clearance altitude.
Check for a irfield clearance and positive slope at alternate.
623
In the sample output above. the first three lines provide the following information:
The first line indicates that up to the first decision point (MTU232/008), if
the airplane loses an engine, the pilot should use RST as the first divert
alternate. The maximum calculated landing weight at RST is 135.4 thousand
pounds. The minimum acceptable altitude shows that this analysis is valid as
long as the plan maintains a flight level of at least 300.
The second line indicates that up to the second decision point
(TROSE067/024), if the airplane loses an engine, the pilot should use PVU
as the second divert alternate. The maximum calculated landing weight at
PVU is 135.5 thousand pounds. The minimum acceptable altitude shows
that this analysis is valid as long as the plan maintains a flight level of at
least 300.
The third line indicates that from the second decision point
(TROSE067/024) to SFO (the POA), if the aircraft loses an engine, the
divert alternate is SFO, via a Direct (great circle) route for the remainder of
the route of flight.
The following sample block of output shows a typical mountain driftdown scenario with
Direct (great circle) routes to MSP and JNU. In this example the short search option (also
known as destination-assured) is turned on. The second decision point indicates destination
assuredthe point at which the aircraft can reach the POA, using driftdown rules, along the
planned route of flight.
The following sample block of output shows a typical mountain driftdown scenario where
mountain driftdown is successful, but no alternates were required because destination assured
is found at Top of Climb.
624
The following sample block of output uses another format to display the same results as above.
The following sample block of output shows driftdown decision points and direct (great circle)
routes to KCOS, KPIH, and KCOS. In this example, the Short Search (destination-assured)
option was either turned off or destination assured was never found.
The next sample block of output shows driftdown decision points, a direct route, and an escape
route. The main change from the previous sample is on the second and third decision points.
The AFTER route on the second decision point is CYS FQF KCOS/COS. The PRIOR
route on the third decision point is CYS FQF KCOS/COS. Note that the location some of
625
the decision points themselves change. The second sample shows the ability to find and
successfully traverse a customer escape route to KCOS after the great circle route to KCOS
has failed.
626
Tag
Code
Description
DD_FAILED
GF
DD_FAILED_WX
WX
DD_FAILED_FUEL
FF
DD_FAILED_WEIGHT
WT
DD_FAILED_RWY
RY
DD_FAILED_SLOPE
SL
DD_FAILED_RESERVES
FR
DD_FAILED_ISA
IS
DD_FAILED_TERRAIN
TR
DD_FAILED_PERFORMANCE
PF
DD_FAILED_TOO_LOW
LW
DD_FAILED_NO_ALT
NA
DD_FAILED_INPUT
IE
DD_FAILED_UNKNOWN
UK
DD_FAILED_TAF
TF
DD_FAILED_NO_POD_POA
NP
627
628
629
Report Output:
Segment overview
Corridor width
Maximum terrain height for any one segment
Customer route string start point
Customer route string end point
Customer route string name
Customer route string group
Mileage marker detail
Point name
Great circle distance of the segment
True course heading from the start point to the end point (magnetic
not required
Maximum terrain height along the great circle route within the
corridor, based on the TerrainScape data at the resolution used by
JetPlan in Terrain Analysis computations
630
631
Report Input:
Raw point in the form of a waypoint, latitude/longitude, or airport ID.
Tile resolution in the form an integer. For example, if a tile resolution of 12
is entered, then a 12 by 12 output is delivered.
Report Output:
Segment overview
Raw point
Tile resolution
Tile Detail
Latitude/longitude for each post within the tile
Maximum terrain height for each post within the tile
632
C HAPTER 23
Optimal Scenario
Analysis
Overview
Optimal Scenario Analysis (OSA) is a JetPlan feature that provides increased route choice and
flight cost evaluation. The purpose is to achieve the best possible route, based on a userdefined factor of fuel, time, or money. This is done through examination and comparison of
multiple route/profile possibilities, or scenarios. These multiple scenarios are the result of
either an external evaluation, where several routes are considered (for example, as in the
case of a RT/ALL input), or an internal evaluation, where multiple profile entries provide
route variations that can be evaluated.
To exercise OSA, enter 4D after the flight plan command FP on the Options command line For
more information on flight plan commands, see Chapter 2, Option Commands.
Typically, JetPlan produces an optimal route and profile for nearly every flight plan
calculated. However, conditions may exist which result in less efficient, sub-optimal results.
Generally, these conditions can occur on very long flights where the weight of the aircraft
varies greatly between the beginning and end of cruise, or if other factors cause the aircraft to
stay at a lower altitude than normal for a significant portion of the flight. In these cases, OSA
improves flight planning results and lower costs along the way.
With OSA active, JetPlan calculates information by accessing wind and temperature
information at two or more flight levels. Optimal routes are determined using the data from
each profile and the results are ranked. The analysis and ranking process of an OSA flight plan
is based on the user-determined outcome parameters: fuel burn or flight operating cost. By
reducing inefficient route planning, fuel and operating costs can be lowered significantly.
However, fuel and operating costs are not always the most expensive factors.
OSA can be used in coordination with JetPlan's Enroute Charges feature to produce savings
that are even more meaningful. Combining the OSA cost parameter with the Enroute Charges
function results in ranking routes based on total cost figures: operating costs plus navigational
fees. In this way, JetPlan can calculate an operator's optimal route between city pairs for any
day, time, or condition.
Used properly, OSA can be a practical and necessary tool to determine the most cost-effective
route, based on fuel, time, or enroute charges.
NOTE The decision to use OSA is based on several factors and the type of
operation. Used in its simple form, OSA is employed when an operator expects to
encounter any of the aforementioned conditions that lead to sub-optimal results. If
these conditions are not expected, or are unlikely to impact a flight due to userimposed restrictions (altitude restraints, Minimum Equipment List items, and so on),
OSA probably will not provide a benefit compared to JetPlan's traditional optimization
methods.
635
Background
With JetPlans traditional optimization method, a flight plan is calculated using one external
and one internal scenario. The external scenario is the data, or user input strings, that
compose a flight plan request, for example, Point of Departure (POD), Point of Arrival (POA),
Route, Profile, and so on. The internal scenario is the basis on which a flight plan is computed.
With any flight plan calculation, a consideration of both external and internal factors is made
before a result is produced.
On a rare occasion the traditional method may produce a sub-optimal route given the right set
of circumstances. The OSA technique, however, allows the flight planner to provide the extra
data necessary to reduce the possibility of sub-optimal routes. By entering multiple scenarios,
you can ensure a ranking of the results based on the specified outcome parameter. The extra
scenarios can be internal, external, or both, depending on your requirements.
The OSA feature automatically applies two internal scenarios by default, but this can be
adjusted to fit your needs. Multiple external scenarios can be run and the results archived for
comparison, then printed at your discretion. The specifics depend on the requirements of the
planner. To determine which method to use, a more detailed understanding of internal and
external scenarios is necessary.
Internal Scenarios
Internal scenarios are the predefined or programmed situations set up to provide a basis for
developing information. For example, using JetPlan's traditional optimization method, the
internal scenario is a single representative airspeed and altitude used to calculate the route.
Once that route is determined, an optimized profile can then be applied and a flight plan is
formed. This process of applying representative data is normally outside the control of the
user, but is set up by JetPlan for the development of route information. Implicitly, there is
always one internal scenario for every computer flight plan.
With OSA, multiple internal scenarios can be predefined by varying or increasing the number
of representative altitudes used in the calculations. Having multiple altitudes provides
multiple optimal routes, one for each altitude used. The variance in each route (if any) is the
result of changes in the weather data from one flight level to the next. With multiple internal
scenarios there is an increased probability of achieving the optimal route for the given flight
factors.
OSA has a default setup defining two internal scenarios. The first accesses weather data from
the 200 millibar level; the second uses data from the 300 millibar level. A route is determined
for each of these scenarios. A plan is then calculated for each route, an optimized profile is
applied, and the data from the two completed flight plans is then analyzed and ranked based on
636
your preferred outcome parameter: fuel, time or cost. The most effective flight plan can then
be printed. As implied above, user-defined internal scenarios can be set up to calculate flight
plans at additional or alternative altitudes.
External Scenarios
External scenarios refer to those factors directly controlled by the JetPlan user, specifically the
input request set. For example, the inputs that typically provide the data necessary to
compute a flight plan constitute one external scenario. If a change is made to any one input
item, or input string, a new external scenario is created. In other words, every flight plan
request that differs from the next request is a new external scenario. By definition, every
computer flight plan has at least one external scenario.
External scenarios can also be defined implicitly using the Customer Route Database (CRDB)
entry of RT/ALL. In this case, each applicable company-stored route invokes a unique
external scenario, a unique flight plan. For example, if ten company-stored routes exist for the
POD/POA combination of KSFO and RJAA, a RT/ALL input implicitly defines ten external
scenarios.
When you enter multiple external scenarios, OSA generates a complete route optimization
computation on each input set and every predefined internal scenario (see Internal and
External Scenario Interaction on page 637). The outcome provides one optimal plan per input
set. These plans are ranked based on the outcome parameter (least fuel burned), and the top
five are printed according to rank. OSA prints the top ranked, or primary, flight plan in its full
output format, while summarizing the four lower ranked, secondary plans.
637
OSA Options
In preparing to use OSA, you need to maintain a consistency between the flight plan
performance index (whether defined in your Customer Aircraft Database [CADB] or entered
on the Performance Index Command Line) and the OSA preferred outcome parameter. If the
outcome parameter and performance index do not match, the resulting output may be
misleading. For example, entering an outcome parameter of flight cost (C) and a performance
index of fuel (F) creates a situation whereby JetPlan calculates the flight plan data based on
one factor (fuel) and ranks the plans based on another factor (cost). If a user typically runs
flight plans with a performance index set to optimize based on fuel, then fuel needs to be the
outcome parameter specified in the OSA plan. Of course, you can enter any OSA outcome
parameter available, but be aware of how the plans are calculated versus the way they are
ranked.
OSA Definitions
The commands and options defined below are available through any JetPlan access method
(such as Service Bureau, JetPlan.com, Jeppesen Dispatch Control, or JetPlanner). If you
access JetPlan through another means (for example, a company GUI), then consult the user
guide for that interface.
OSA definitions:
4D
638
Immediate Print parameter Specifies that you are entering only one
explicitly defined external scenario (not including the RT/ALL
input). Plan results are immediately printed upon completion of the
computation.
Note: Omitting the P option invokes the JetPlan expectation of
multiple external scenario requests, that is, no output is rendered until
Print is requested. (see Explicit External Scenarios on page 642).
MB/xxx,xxx,xxx...
-e
-o
-k
Used after multiple external scenario requests. This option prints the
top five optimal flight plans (those selected as optimal in the internal
scenario calculations). The plan ranking the best, based on your
preferred outcome parameter, is printed in its entirety, while the four
lower ranked plans are printed in synopsis as secondary.
2D
639
This input invokes JetPlan to compute a flight plan (FP) using the OSA feature (4D). The
program performs dynamic route optimization using the OSA default wind and temperature
forecast data from 2 altitudes, 200mb and 300mb. The two resulting optimal routes are
analyzed according to your preferred outcome parameter (F), and the most effective plan (fuelefficient) is printed immediately (P).
Example:
01 OPTIONS FP,4DTP
This input is the same as the example above except that the analysis and subsequent output is
time (T) based rather than fuel based.
Example:
01 OPTIONS FP,4DCP
This input is the same as the previous two except that the analysis and subsequent output is
cost-based. The cost parameter (C) implies the specification of a cost index and/or cost factors
within the request set or stored in the CADB.
Example:
01 OPTIONS FP,4DFP,MB/300,250,200,150
This input requests an OSA flight plan using four internal scenario calculations. Dynamic
route optimization is performed using wind and temperature forecasts from the 300, 250, 200,
and 150 millibar levels. The resulting output is based on your preferred outcome parameter
(fuel) and printed immediately.
Example:
01 OPTIONS FP,4DFP,MB/250
640
This example generates only one internal scenario calculation (250mb) which is no different
than the traditional method, but the level specified can be closer to the intended flight level,
and thereby more beneficial.
Example:
01 OPTIONS FP,MB/250,150
This input invokes the use of the OSA millibar feature despite missing the 4D command input.
Since the millibar specification command (MB/xxx,xxx) is only available when used in
conjunction with the 4D command, the implication is that the intent of the request is for an
OSA calculation. In this example, two internal scenarios are calculated using forecast data
from the 250 and the 150 millibar level. JetPlan assumes the print immediately option (P)
and uses the performance index specified (in the CADB or on the Performance Index
command line) as the preferred outcome parameter.
Example:
01 OPTIONS FPR1234,2D
This input takes plan #1234, previously run with OSA invoked, and runs it without OSA (in
standard or traditional mode).
641
642
Example:
01 OPTIONS 4DPRINT (Requests output of optimal plans, primary and secondary)
PLAN 5960
NONSTOP COMPUTED 1733Z
In this example, note that the two flight plan requests encounter two internal computations
each, one at the 300mb level (plans 5959 and 5961) and the other at the 200mb level (plans
5960 and 5962). Once 4DPRINT is entered, a cost comparison is performed between the two
plans archived as optimal (plans 5960 and 5962). The primary plan (least expensive, 5960) is
printed in full, while the secondary plan (5962) is printed in synopsis format.
643
external scenarios generated (the number of company-stored routes) counts against the upper
limit of 100 external scenarios. For example, a RT/ALL entry that initiates twenty (20)
scenarios leaves eighty external scenarios available for input before reaching the limit.
Result: No flight plan output is produced, and the optimal plan is archived.
Example:
01
02
06
07
20
20
OPTIONS FPR,4DC (User attempts to change the outcome parameter. This is ignored.)
POD @6
ROUTE ABC,XYZ
HOLD,ALTERNATE/DIST GO (Compute request with amended inputs)
COMPUTING 1113 (Internal scenario at 300mb)
COMPUTING 1114 (Internal scenario at 200mb)
Result: No flight plan output is produced, and the optimal plan is archived.
Example:
01 OPTIONS RT,SUM/ALL (A totally different type of request is made.)
644
Result: The formatted output for the primary OSA flight plan, followed by a secondary
synopsis prints.
645
Example:
01 OPTIONS LDR1234
02 POD @6
06 ROUTE J
07 HOLD,ALTERNATE/DIST GO (compute request with amended inputs)
20 COMPUTING 1237 (internal scenario at 300mb, jet airway routing)
20 COMPUTING 1238 (internal scenario at 200mb, jet airway routing)
...no flight plan output is produced, the optimal plan is archived...
Example:
01 OPTIONS 4DPRINT
...the formatted output for the primary plan, followed by a secondary
synopsis prints here...
OPTIONS FP,4DCP,-e
POD WSSS
POA RJAA
ROUTE RT/ALL
646
Based on a route input of RT/ALL, assume that OSA computes the following results:
Scenario
Fuel Burn
(lbs)
Enroute
Time
(Hr/Min)
Index
based
Cost
(fuel/time)
Enroute
Charges
($)
Total Cost
($)
RTE1
125613
6/08
$29,752
$2,926
$32,678
RTE2
128679
6/17
$30,449
$2,094
$32,543
These results indicate that OSA would select the second scenario (based on RTE2) for its
primary flight plan output. This would not have been the case if enroute charges had not been
included. It is evident that the route that is least flight cost is not always the least total cost
flight plan.
647
06
07
08
09
10
11
14
16
20
20
20
20
20
20
20
20
20
ROUTE RT/ALL
HOLD,ALTERNATE/DIST 30,OEDR
ETD 1200
PROFILE I
A/C TYPE/REGN $SS747G
CRZ MODE LRC
PAYLOAD 20000
POD OR POA FUEL A0,I
COMPUTING 5974
COMPUTING 5975
COMPUTING 5976
COMPUTING 5977
COMPUTING 5978
COMPUTING 5979
COMPUTING 5980
COMPUTING 5981
COMPUTING 5982
In the example output, all plans are ranked and displayed (not just top five) based on the
amounts in the total cost column. In addition, a warning column provides flag information
regarding specific criteria to be considered (for example, time restrictions on route files
LHRRUH4 and LHRRUH2).
This option does not provide the typical flight plan output. It is strictly a planning and cost
evaluation tool for determining the total cost of each route available.
648
C HAPTER 24
Overview
NOTE The Enroute Charges feature is disabled unless activation is requested.
Contact Jeppesen Customer Service to request activation of this feature.
Enroute Charges refers to the navigational fees levied by various countries for the privilege of
overflying their territorial airspace. These fees vary from country to country and are
complicated by many factors such as monetary exchange rates, aircraft size (weight), facilities
used, and distances traveled. An aircraft operator can be faced with tremendous and
sometimes unexpected costs if not prepared to spend the time necessary to determine leastcost routing or to crosscheck invoices. JetPlan's Enroute Charges, Flight Information Region
(FIR) and Upper Information Region (UIR) Traversal, and Archive and Report features
provide a means for determining, documenting, and reporting the enroute costs associated
with international flight operations.
With JetPlan, you can perform the following tasks:
Calculate overflight charges associated with a flight
Display enroute charges on a flight plan
Calculate overflight charges associated with a flight on an ad hoc basis
(without a flight plan)
Generate and archive reports of enroute charges and FIR traversal
information. (For information on Enroute Charges archiving, see
Chapter 25, Archiving.)
View and generate reports of current exchange rates
Manage a customer exchange rate database (requires a setting in your
ID/Attribute file)
These topics are discussed in the following sections.
651
You can access Enroute Charges and FIR Traversal through JetPlanIII, a program that
provides support information for your flight planning requirements. JetPlanIII enables you to
work with several databases that provide information on airports, airways, SIDs, STARs, and
waypoints, in addition to enroute charges and FIR traversal fees.
NOTE Most JetPlanIII options are also available in JetPlan.com on the General
Info tab.
The following sections discuss using the Enroute Charges (ad hoc), Exchange Rates (ad hoc),
and FIR Traversal (ad hoc) options.
652
NOTE The Enroute Charges option is disabled unless you contact Jeppesen
Customer Service to request activation.
The system displays the JPIII menu. (See Accessing Enroute Charges
Through JetPlanIII on page 652.)
2. At the JPIII prompt, enter 8.
>8
Prompt
Input
Options:
Enter any flight plan option that applies to route or weather. Do not
enter options defined as output format. If no options are needed,
press ENTER.
POD:
POA:
Enter the ICAO or IATA identifier for the Point of Arrival airport.
653
Table 24-1
Prompt
Input
Route:
Flight Level:
Enter a flight level using the syntax and input rules defined in this
manual (for example, 350 = 35,000 feet). For more information,
see Chapter 9, Profile Commands.
Aircraft Weight:
Example:
Enroute Charges Calculation Menu
Options:RN
POD:OMDB
POA:EDDM
Route:J,TAMRO
Flight Level:350
Aircraft Weight:500000
NOTE The inputs entered at the Route prompt and the subsequent route output may or may
not be applicable at this time. Navigational structure changes over time. Use this example as a
guideline only.
654
Weight
29APR2013b
500000 lbs
Routec
OMDB NADI1G NADIL M557 BALUS UL768 HFR A788 LOXOM UN318 TAMRO UT503
OVANO UL768 FIRAS A21 KTN R785 NIKAS UL619 MUT UB545 KFK UL610
VADEN Y520 UTEKA ATS BABIT UT23 GRZ UL604 MILGO Q112 NAPSA NAPS1A
EDDM
Eurocontrol RSO Summaryd
Country
Distance
Unit Rate
LC
171
37.72
LT
902
31.14
LB
441
36.48
LY
355
46.38
LH
210
40.50
LJ
34
66.74
LO
260
70.21
ED
81
76.65
Total
2454 km
2179.59 EUR
Non-EuroControl Summarye
FIR/UIR
AW Dist GC Dist
(nm)
(nm)
OMAE
144
129
OBBB
310
310
OEJD
565
519
OJAC
75
75
OSTT
190
182
Total
Charge
137.39
598.28
342.67
350.70
181.16
48.33
388.82
132.24
1284
Currency
Charge
USD
BHD
SAR
JOD
EUR
90.00
56.70
2096.00
121.92
283.75
1215
2855.11 USD
Charge
USD
90.00
150.36
558.87
172.07
371.69
1342.99
Source
JEPP
JEPP
JEPP
JEPP
Exchg
0.377
3.750
0.709
0.763
Time
16:15:06
16:15:06
16:15:06
16:15:06
Date
29APR13
29APR13
29APR13
29APR13
655
d. Standard EUROCONTROL charge for POD and POA airports. Charge is in Euros and converted to U.S. Dollars.
e. List of FIRs/UIRs traversed, airway distance, Great Circle distance,
currency used by country, total charge in local currency, and total charge
converted to U.S. Dollars for regions outside of EUROCONTROL.
f. Currency exchange rate used in the calculation, source of exchange rate, and
time and date the exchange rate was last updated
g. Summary of charges in U.S. Dollars
NOTE Currency exchange rates are updated once a day from XE.com, a
commercial data feed source based in Toronto, Canada.
656
3. Enter L.
The system displays a list of all the current exchange rates in the Jeppesen
Currency Exchange Rates database.
Sample Report (Abbreviated)
COMPUTING 10840
Exchange Rates (per US Dollar)
CODE RATE
LAST UPDATE TIME
DATE
COUNTRY
-------------------------------------------- ------------------------AED
3.673100
16:15:00
06MAY13
United Arab Emirates
ANG
1.790005
16:15:01
06MAY13
Netherlands Antilles
AON
96.049300
16:15:01
06MAY13
Angola
ARS
5.203978
16:15:01
06MAY13
Argentina
AUD
0.977140
16:15:01
06MAY13
Australia
BDT
78.056813
16:15:01
06MAY13
Bangladesh
BGL
1.494649
16:15:01
06MAY13
Bulgaria
BHD
0.377099
16:15:01
06MAY13
Bahrain
BOL
6.910039
16:15:01
06MAY13
Bolivia
BRN
2.014623
16:15:01
06MAY13
Brazil
BWP
8.116883
16:15:01
06MAY13
Botswana
CAD
1.009100
16:15:01
06MAY13
Canada
CHF
0.939282
16:15:01
06MAY13
Switzerland
CLP
469.928195
16:15:01
06MAY13
Chile
CNY
6.169204
16:15:01
06MAY13
China
COP
1835.095762
16:15:01
06MAY13
Colombia
CSK
19.678543
16:15:01
06MAY13
Czech Republic
CUC
1.000000
16:15:01
06MAY13
Cuba
CUP
26.500000
16:15:01
06MAY13
Cuba
DJF
179.678271
16:15:01
06MAY13
Djibouti
DKK
5.707289
16:15:01
06MAY13
Denmark
DOP
40.984809
16:15:01
06MAY13
Dominican Republic
DZD
78.719707
16:15:01
06MAY13
Algeria
ECS
1.000000
16:15:01
06MAY13
Ecuador
ECU
0.765782
16:15:01
06MAY13
European Mon. Coop Fund
EEK
11.981921
16:15:01
06MAY13
Estonia
ETB
18.588839
16:15:01
06MAY13
Ethiopia
EUR
0.765782
16:15:01
06MAY13
European Mon. Coop Fund
FJD
1.765186
16:15:01
06MAY13
Fiji
GBP
0.643919
16:15:01
06MAY13
United Kingdom
GTQ
7.783498
16:15:01
06MAY13
Guatemala
HKD
7.758958
16:15:01
06MAY13
Hong Kong
HTG
42.502513
16:15:01
06MAY13
Haiti
HUF
227.569201
16:15:01
06MAY13
Hungary
IDR
9737.000000
16:15:01
06MAY13
Indonesia
ILS
3.570572
16:15:01
06MAY13
Israel
INR
54.140490
16:15:01
06MAY13
India
IQD
1158.990326
16:15:01
06MAY13
Iraq
IRR
12284.529880
16:15:01
06MAY13
Iran
...
657
EX:USD:GBP
The system displays the currencys current exchange rate per one U.S.
Dollar.
Exchange Rates (per US Dollar)
CODE
RATE
DATE
COUNTRY
---------------------------------------------------
--------------
GBP
United Kingdom
0.643919
16:15:01 06MAY13
In addition to the exchange rate data maintained by Jeppesen, JetPlanIII allows you to store
and manage your own currency rate data, based on a source you choose. For example, you
could store the published exchange rates provided by EUROCONTROL to better mirror that
source of information.
You can access the Customer Exchange Rates database through the JEPPESEN Exchange
Rates database menu. The menu options allow you to add, change, and delete your exchange
rate information. You can also display a list of the rates stored under your ID in the database.
To access the Customer Exchange Rates database options
1. Open the JEPPESEN Exchange Rates database menu in the JetPlanIII
program. See Viewing Exchange Rates on page 656.
658
to
to
to
to
to
659
If you do not need JetPlans Enroute Charges feature (for example, because you already have a
program that calculates and tracks your navigational fees), you can still benefit from JetPlans
FIR Traversal program. This feature generates a report that contains information about the
airspace traversed between two airports. The report shows the identifiers of the FIRs crossed
and the cumulative mileage to each boundary identifier enroute. The report basically reflects
the type of information provided with the Enroute Charges program. However, the money
figures are omitted.
To generate a FIR Traversal Report
1. On the Options command line, type JPIII to start the JetPlanIII program.
01 OPTIONS JPIII
The system displays the JPIII menu. For details, see Accessing Enroute
Charges Through JetPlanIII on page 652.
2. At the prompt, enter 7.
>7
The program prompts you to provide information similar to that required for
an Enroute Charges report. See Table 24-1, Enroute Charges Prompts and
Inputs, on page 653.
NOTE The inputs entered at the Route prompt and the subsequent route output
may or may not be applicable at this time. Navigational structure changes over time.
Use this example as a guideline only.
660
Example:
FIR/UIR Traversal Menu
Options:RN
POD:EGLL
POA:LIRA
Route:J
Flight Level:410
POD/POAc
EGLL
FIR/UIRd
EGTT
LFFF
LSAS
LFFF
LIMM
LFFF
LIMM
LIRR
LIRA
Airway
Distanceh
94
333
7
42
0
8
187
158
Mileage Markere
0
94
427
434
476
476
484
671
829
Lat/Lonf
N5128.7
N5012.3
N4613.7
N4609.0
N4541.0
N4541.0
N4535.2
N4314.0
N4148.0
W00027.7
E00015.9
E00559.9
E00607.3
E00651.0
E00651.0
E00700.0
E00950.2
E01235.8
Great Circle
Distancei
81
331
7
41
0
9
187
150
661
662
C HAPTER 25
Archiving
Archiving
Overview
Overview
This chapter covers JetPlans archiving functionality, which allows you to store and create
reports for the following data:
Enroute charges
Cosmic radiation
NOTE It is also possible to get access to reports of archived flight plan data
elements. Contact your Jeppesen account manager for more information.
665
Archiving
Enroute Charges Archive and Report
666
Archiving
Enroute Charges Archive and Report
Table 25-1
Column Definition
Example Data
Data Format
Date of Departure
29.08.2002
DD.MM.YYYY
ETD
0100
HHMM
SS1234
N101SS
0001
Four-digit number
POD
OMDB
ICAO identifier
POA
EDDM
ICAO identifier
ED
AW Distance
65
GC Distance
62
Unit Rate
77
141
Currency Code
EUR
Exchange Rate
1.16
08.08.2002
DD.MM.YYYY
Route
RT01
NOTE If the optional entries, Call Sign and Slot Number, are not included in the user
inputs, they appear as empty fields within the record. The same is true of the Tail
Number if it is not included in the aircraft file of the Customer Aircraft database
(CADB).
667
Archiving
Enroute Charges Archive and Report
To save a record
You may save the navigation fee information of a particular flight by either adding the EC
option to your flight plan request or by entering the EC command and a transaction number of
a flight plan that has already been computed.
To ensure that the information is added to the archive upon computation of the flight, enter the
option, EC, anywhere after the FP command on the Options command line.
Example:
01 OPTIONS FP,EC
To add information to the archive from a plan that has already been computed, enter the
command, EC, followed by the plan number on the Options command line.
Example:
01 OPTIONS EC,1234
NOTE You may save flight records automatically when each plan is filed by
requesting that this capability be set in your ID/Attribute File (see Enroute Charges Archive and Report below for more information).
You may apply an optional identification number, called a slot number, to the record you are
saving by adding the option, SLT=####, to your input. This number may be helpful in
itemizing your information. It is a four-digit value and preferably sequential in order as
records are added.
Example:
01 OPTIONS EC,1234,SLT=0001
To cancel a record
The term cancel, as it applies to the Archive and Report feature, simply means that the
record is flagged in the archive. This flagging prevents the record from being displayed in
subsequent reports. To cancel a record, append the option, CX, to your EC command input.
668
Archiving
Enroute Charges Archive and Report
Example:
01 OPTIONS EC,1234,CX
NOTE
Example:
01 OPTIONS EC,PRI
To print a portion of the archive, enter a begin point and an end point after the PRI option. The
begin point is a date input prefixed by the option BEG=. The end point is a later date input
prefixed by the option END=. Both date inputs are entered using the following format:
DDMMYYYY
Example:
01 OPTIONS EC,PRI,BEG=01052002,END=31122002
669
Archiving
Enroute Charges Archive and Report
Automatic Archive
Flight plans may be stored in the archive database automatically. To apply this capability, you
must request that both the Enroute Charges attribute and the Archive and Report attribute be
activated in your ID/Attribute File. Contact Jeppesen Customer Service to request this
activation.
Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan
system, the navigational fee records are stored in the archive.
For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system.
Example:
01
02
03
06
20
OPTIONS FP,CS/ALPHA01
POD KJFK
POA EDDF
J//J
COMPUTING 1234
With the Archive and Report attribute activated, the mere filing of your plan archives the
navigational fee information automatically.
NOTE The Slot Number option may be included with the Filing command to further
identify the data in your archive.
670
Archiving
Enroute Charges Archive and Report
671
Archiving
Cosmic Radiation Archive and Report
672
Archiving
Cosmic Radiation Archive and Report
Table 25-2
Item
Item Definition
Item Format
2060
Plan Number
EDDM
POA
ICAO identifier
OMDB
POD
ICAO identifier
SS1234
29/08/02
Date of Flight
DD/MM/YY
Route Summary
00.17,TOC,02.20,390,02.52,280...
TOD
Time/Altitude Summary
05.47,TOTAL
Time Total
NOTE If the optional entry, Call Sign, is not included in the user inputs, it appears as
an empty field within the record.
To save a record
You may save the radiation exposure information of a particular flight by either adding the CR
option to your flight plan request or by entering the CR command and a transaction number of
a flight plan that has already been computed.
To ensure that the information is added to the archive upon computation of the flight, enter the
option CR anywhere after the FP command on the Options command line.
673
Archiving
Cosmic Radiation Archive and Report
Example:
01 OPTIONS FP,CR
To add information to the archive from a plan that has already been computed, enter the
command CR, followed by the plan number on the Options command line.
Example:
01 OPTIONS CR,1234
NOTE You may save flight records automatically when each plan is filed by
requesting that this capability be set in your ID/Attribute File (see Cosmic Radiation Archive and Report in this chapter for more information).
To cancel a record
The term cancel, as it applies to this Archive and Report feature, simply means that the
record is flagged in the archive. This flagging prevents the record from being displayed in
subsequent reports (print displays).
To cancel a record, append the option CX to your CR command input.
Example:
01 OPTIONS CR,1234,CX
674
Archiving
Cosmic Radiation Archive and Report
To print the entire contents of the archive, enter PRI after the CR command.
NOTE
Example:
01 OPTIONS CR,PRI
To print a portion of the archive by time frame, enter a begin date and an end date after the PRI
option. The begin date is prefixed by the option BEG=. The end date is prefixed by the option
END=. Both of the date inputs are entered using the format DDMMYYYY.
Example:
01 OPTIONS CR,PRI,BEG=01052002,END=31122002
To print a portion of the archive by a single date, enter the date after the PRI option. The date
input is prefixed by the option DAY=, and is entered using the format DDMMYYYY.
Example:
01 OPTIONS CR,PRI,DAY=01052002
To print records by aircraft call sign, enter the call sign after the PRI option. The call sign
input is prefixed by the option CS=.
Example:
01 OPTIONS CR,PRI,CS=SS1234
To print records by member of the crew, enter the crew member after the PRI option. A prefix
exists for each type of crew member. The flights captain is prefixed by the option CPT=.
Example:
01 OPTIONS CR,PRI,CPT=JSMITH
675
Archiving
Cosmic Radiation Archive and Report
Example:
01 OPTIONS CR,PRI,FEN=BJOHNSON
NOTE Crew member information may be tracked only if included in the flight plan
computation. See the Option Commands chapter for more information on including
crew member names in flight plan requests.
You may also print records in different output formats using the SR1, SR2, and SR3 format
codes. These formats give you a slightly different display of the information compared to the
standard output.
To print records in a different output format, prefix the format code input with the option
FMT=.
Example:
01 OPTIONS CR,PRI,FMT=SR1
You may combine the various print options shown to further filter the output to very specific
records. For example, if you wanted a print display of all records for a particular day and with
a particular call sign, you would enter something like this:
Example:
01 OPTIONS CR,PRI,DAY=29082002,CS=SS1234
676
Archiving
Cosmic Radiation Archive and Report
Automatic Archive
Flight plans may be stored in the archive database automatically. To apply this capability, you
must request that both the Long-term Performance Archive attribute and the Automatic Longterm Performance Archive attribute be activated in your ID/Attribute File. Contact Jeppesen
Customer Service to request this activation.
Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan
system, the crew exposure records are stored in the archive.
For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system.
Example:
01
02
03
06
20
OPTIONS FP,CS/ALPHA01
POD KJFK
POA EDDF
J//J
COMPUTING 1234
With the proper attributes activated, the mere filing of your plan archives the crew exposure
information automatically.
677
C HAPTER 26
Customer Aircraft
Database
For information on the ICAO 2012 parameters in the CADB, see CADB Parameters: ICAO
2012 Certification and Equipment Section on page 749. For a summary of ICAO 2012
changes and filing requirements, see the ATC Filing chapter in the JetPlan User Manual.
The CADB provides a medium for the creation, storage and maintenance of aircraft
information in convenient records. CADB records can be used in the JetPlan system on a
regular basis, replacing generic aircraft inputs, minimizing other input requirements, and
increasing your flight planning capabilities in general. You identify each CADB record with a
name of your choosing. (Aircraft tail numbers are commonly used for CADB record names.)
The information stored in a record includes static and dynamic performance factors, specific
output factors, and other factors that support various feature applications.
The CADB interacts with several related but separate databases that support specific JetPlan
features. For instance, the Route Constraint Database is a separate database that interacts with
information in the CADB. The Route Constraint Database allows you to impose constraints on
route selection based on the equipment and certifications defined for the aircraft in the CADB.
For more information, see the Route Constraint Database chapter in the JetPlan User
Manual.
681
In addition, the CADB contains several sections or sub-databases that support specific
JetPlan features. The following sections provide information about the CADB subsections and
parameters:
CADB Parameters by Section on page 690
CADB Record Sections on page 684
NOTE The number of options available in the CADB depends both on the access
privileges assigned to the password you use to access the system and on your
customer preference settings.
CADB Records
CADB records originate from generic aircraft data records residing in the JetPlan Aircraft
Library in the JetPlan system. Every generic record in the library is derived from the structural
and performance data developed by the aircraft manufacturer. The data within a generic record
is specific to the model configuration and engine type for the aircraft. Certain models may
have more than one generic record, depending on modifications, refittings, and customer
input. For more information on the JetPlan Aircraft Library, see the Aircraft Type
Commands chapter in the JetPlan User Manual.
When you create a CADB record, you save the characteristic data for a specific instance of a
generic aircraft found in the JetPlan Aircraft Library. You define required and optional
parameters relevant to your operation and provide a name for the database record.
You do not need to set values for all the parameters in an aircraft database record before you
can use it. Some parameters, however, are preset with values carried over from the aircrafts
generic data (for example, certain weight limitations). In general, values must be defined for
the preset parameters, as they are vital to the performance characteristics of the aircraft and the
JetPlan computation process. Within certain limits, you can elect to change the values of
preset parameters, but you cannot delete these values completely.
With the exception of Operational Weight, parameters that show no preset values upon record
creation can be set as needed or left untouched. Operational Weight must be given a value
before you can use the record in a flight plan. The use of other unset parameters is strictly
optional and dependent on the information you want to see in the flight plan or on the type of
operation you employ.
682
For detailed definitions of the CADB parameters, see CADB Parameters by Section on
page 690. JetPlan.com is the preferred interface for creating CADB records. For instructions,
see the JetPlan.com Help documentation. For information on using JetPlan to create CADB
records, see Database Management on page 766.
NOTE Generic aircraft records must be loaded into your account by Jeppesen
before you can access them. For more information, contact your Jeppesen account
manager.
To include the Air Traffic Services (ATS) filing strip in your flight plan output, enter a slash
immediately after the record name input.
683
Example:
10 A/C TYPE/REGN $N1234/
NOTE You can request that all of your flight plans include the ATS filing strip by
asking your account manager to set the proper flag in your Password Attribute File.
You then no longer need to include the slash after the record name. Contact your
Jeppesen account manager for more information.
NOTE
The following image does not show the entire Aircraft Record page.
The parameters on the Aircraft Record page correspond to editable options that appear in
JetPlan.com on the Change <Section> in Aircraft Record pages. These JetPlan.com options
allow you to modify the aircraft records.
684
The following table briefly defines the sections in each aircraft record. For definitions of each
parameter in each section, see CADB Parameters by Section on page 690.
Table 26-1
Section
Description
Weights
The Weights section provides parameters that help you define the aircrafts
weight limitations. Many of these parameters have values carried over from the
generic version of the aircraft, found in the JetPlan Aircraft Library. All of the
parameters can be set with new values, but settings must fall within the
tolerance range defined by the aircrafts basic structural properties.
For definitions of all parameters in this section, see CADB Parameters
Weights Section on page 690.
Fuels
The Fuels section contains parameters for various fuel specifications allowed
in JetPlan.
For definitions of all parameters in this section, see CADB Parameters:
Fuels Section on page 692.
Misc
Modes
The Modes section contains speed setting parameters. They allow you to set
default values for the various profiles of a flight.
For definitions of all parameters in this section, see CADB Parameters:
Modes Section on page 704.
Cutoff Wt Tables
The Cutoff Weight Tables section contains a list of up to nine aircraft weight
limit/flight condition settings. This section is not displayed in JetPlan.com
unless you set the Print ALT Capability Table parameter in the Miscellaneous
section to Yes.
For definitions of all parameters in this section, see CADB Parameters:
Cutoff Weight Tables Section on page 705.
Bracket Modes
685
Description
Mode Coupling
Tanker
Equipment
Certified
The Certified section contains parameters that flag the aircraft positively or
negatively with regard to its use in various airspace regions and with certain
airway structures.
For definitions of all parameters in this section, see CADB Parameters:
Certified Section on page 716.
NOTE This section is a factor in the application of the Route Constraint
database.
ATS Plan
The ATS Plan section contains parameters that provide information to Air
Traffic Control (ATC). Some of these parameters are entered automatically in
the flight plan filing form.
For definitions of all parameters in this section, see CADB Parameters: ATS
Plan Section on page 719.
ETP
686
Description
ETOPS
The ETOPS section supports the JetPlan feature option, ETOPS. Parameters
set in this section apply to the ETOPS calculation. The ETOPS section is not
displayed in JetPlan.com unless you set the EP parameter in the
Miscellaneous section to Yes.
For definitions of all parameters in this section, see CADB Parameters:
ETOPS Section on page 729.
NOTE For more information about ETOPS flight plans, see the ETOPS Users
Guide: 2 Engine Aircraft on the User Manuals page on JetPlan.com.
Driftdown
Biases
The Biases section contains parameters that allow you to set various flight
biases. POD and POA biases can be deferred (Yes/No); if set to Yes, you must
specify an entry on the Descent Bias and Arrival Bias command lines, plus
optional input, for each flight plan request.
For definitions of all parameters in this section, see CADB Parameters:
Biases Section on page 746.
687
4. Click Search.
A page opens, listing FPM and OUTFLT information available in the generic aircraft record.
688
OUTFLT Info
column
NOTE
FPM
CLIMB/DESCENT
Data Availability
689
Description
NOTE Unless stated otherwise, all parameter values in this table are entered as pounds or kilograms.
690
Allows you to adjust the takeoff weight. You can change the setting, but only
within certain limits for the aircraft.
NOTE This parameter is preset with a value from the generic version of the
aircraft.
Allows you to adjust the landing weight. You can change the setting, but only
within certain limits for the aircraft.
NOTE This parameter is preset with a value from the generic version of the
aircraft.
Description
Allows you to adjust the zero fuel weight. You can change the setting, but only
within certain limits for the aircraft.
(ZF)
ZF or ZF=
ex. ZF=560000
NOTE This parameter is preset with a value from the generic version of the
aircraft.
NOTE If the Zero Fuel Table (ZT) parameter is set to Yes, the ZF parameter
must be set to 0.
Operational Weight
(OP)
OP or OP=
Allows you to set the basic operational weight (BOW) or operational empty
weight (OEW). You can change the setting, but only within certain limits for the
aircraft.
ex. OP=415000
NOTE This parameter must be set before using the aircraft record in a flight
plan request.
Max Payload
Allows you to set the maximum payload. Typically, MP=ZF-OP, but you can
change the setting to limit payload to a value less than typical.
(MP)
MP or MP=
ex. MP=150000
Max Ramp Weight
(RW)
RW or RW=
NOTE This parameter is preset with a value from the generic version of the
aircraft.
Allows you to set the ramp weight to a value greater than the maximum takeoff
weight. The weight beyond maximum takeoff would typically represent
departure taxi fuel.
ex. RW=872500
Nav Charges Weight
(NW)
NW or NW=
Allows you to set the weight at which navigational fees are levied. Typically,
the maximum takeoff weight is the value used, but this parameter allows you to
adjust the value.
ex. NW=870000
Min. Flight Weight
(MW)
MW or MW=
ex. MW=500000
691
Description
NOTE Unless stated otherwise, all parameter values in this table are to be entered as pounds or kilograms.
Allows you to access the aircrafts MZFW table (if it exists in the aircrafts
generic data record), which sets the zero fuel weight for the aircraft to an
amount related to the planned takeoff weight. If takeoff weight is reduced so
that it meets specific thresholds, zero fuel weight is increased.
The input value is Yes or No. No is the default setting.
NOTE The MZFW table does not exist in every aircraft and must be requested
for load in your aircraft.
NOTE If the ZT parameter is set to Yes, the Max Zero Fuel Weight (ZF)
parameter must be set to 0.
Hold Calculation ZF
(HC)
HC or HC=
ex. HC=Y
Max Fuel Capacity
(FC)
FC or FC=
ex. FC=390000
Holding Fuel Flow
(HF)
HF or HF=
ex. HF=15000
Min. Fuel
(MF)
MF or MF=
When set to Yes, this parameter instructs JetPlan to determine hold fuel based
on the zero fuel weight table instead of the calculated landing weight. The
MZFW table must exist in the aircrafts generic data record before this
parameter is applicable to your operation.
The input value is Yes or No. No is the default setting.
Allows you to set the fuel capacity of the aircraft to some value less than default
(using standard density, 6.7 lbs/gal).
NOTE This parameter is preset with a value from the generic version of the
aircraft.
Allows you to set the fuel flow rate for the holding fuel calculation. This
parameter works in coordination with the hold time you specify in the flight
plan request.
The value you enter represents all engines combined per hour. Example: 15000
Allows you to set a minimum amount of fuel the aircraft must have at Top of
Descent (TOD). If the calculated fuel total for holding, alternate divert, and
reserve/contingency is less than the MF value, JetPlan adds extra fuel.
ex. MF=24000
Min. Hold Fuel
(MH)
MH or MH=
ex. MH=5000
692
Allows you to set a minimum amount of fuel for the purpose of holding. This
parameter only applies when you specify a hold time of one minute or more in
the flight plan request (a hold time input of zero does not invoke the MH
parameter). If the calculated hold fuel is less than the MH value, JetPlan adds
fuel to meet this minimum. Example: 5000
Table 26-3
Parameter
Description
Allows you to set a minimum amount of fuel for departure. Ensures that the fuel
listed in the total fuel block of the flight plan has at least the amount specified.
Example: 50000
(MD)
MD or MD=
ex. MD=50000
Min. Alternate Fuel
(MA)
MA or MA=
ex. MA=5500
Step Climb Fuel
(SF)
Allows you to set a minimum amount of fuel for alternate divert. This
parameter only applies when you specify an alternate airport in the flight plan
request. If the calculated alternate fuel is less than the MA value, JetPlan adds
more fuel to meet this minimum. Example: 5500
Adds a fuel penalty of the amount specified for every step climb initiated in the
flight plan calculation. Example: 400
SF or SF=
ex. SF=400
Reserve Fuel
(RF)
RF or RF=
Allows you to set a minimum amount of fuel for reserve. This parameter only
applies when the flight plan is calculated in the departure fuel or weight case
(when you specify departure fuel or weight). Example: 5000
ex. RF=5000
Approach Fuel
(AF)
AF or AF=
Adds the amount specified to the Extra Fuel block. The AF value is in addition
to the calculated approach fuel included in the Descent or Alternate Fuel block.
Example: 2000
ex. AF=2000
Min. Contingency/RES Fuel
(MC)
MC or MC=
ex. MC=4500
Fuel Over Destination
Warning
(FW)
FW or FW=
ex. FW=22000
Min. Contingency/RES
Time
(MT)
MT or MT=
Similar to the MF parameter (see above). Adds a warning message to flight plan
output that the minimum specified has not been met in the calculation.
Example: 22000
NOTE This capability is dependent on specific output format designs. Contact
your Jeppesen account manager for more information.
ex. MT=25
693
Table 26-3
Parameter
Description
This parameter works in coordination with the Taxi-out and Taxi-in Time
parameters (TO and TI) in the Customer Airport Database. If the departure or
arrival airport is in the Airport Database and has a taxi time value specified, that
time is applied to the TX value to determine taxi fuel. The TX value represents
all engines combined per hour. Example: 2500
(TX)
TX or TX=
ex. TX=2500
This parameter also works in coordination with the taxi-in and out data sets in
the City Pair Fleet Database and the Airport Fleet Database.
Max Contingency/RES Fuel
(MX)
MX or MX=
Allows you to set a maximum amount of fuel that can go in the Contingency or
Reserve Fuel block. If calculated amount is more than the MX value, JetPlan
distributes excess to Extra Fuel block. Example: 8000
ex. MX=8000
Min. Emergency Fuel
(FE)
FE or FE=
ex. FE=15000
Reserve +
Hold/Contingency
(RH)
RH or RH=
Taxi-out Fuel
Allows you to set a specific departure taxi fuel amount. Example: 2200
(DT)
DT or DT=
ex. DT=2200
(ST)
The situation code applies to aircraft that require the auxiliary power unit
(APU) to be running while in ETOPS airspace.
ST or ST=
Input values:
Situation Code
ex. ST=E
E APU fuel burn is calculated for the time while in ETOPS airspace.
W APU fuel burn is calculated for whole flight.
NOTE The following (X) situation code is used only with ETOPS II flight plan
options. Contact your Jeppesen account manager for more information.
X APU fuel burn is calculated from takeoff to the ETOPS exit point.
694
Table 26-3
Parameter
Description
Taxi-in Fuel
Allows you to set a specific arrival taxi fuel amount. Example: 1500
(AT)
Taxi-in Fuel
AT or AT=
ex. AT=1500
Ad hoc taxi fuel inputs on the POD or POA command lines of a flight plan
request override all taxi fuel settings in various databases, including the
CADB DT and AT parameters.
Taxi fuel inputs on the POD (point-of-departure) or POA (point-of-arrival)
command lines of a Customer Schedule Database record override all taxi
fuel settings in other databases, including the CADB DT and AT
parameters.
The DT and AT parameters do not override format-generated taxi fuel
values.
The DT and AT parameters do not override software-generated taxi fuel
values (customer-specific).
(IR)
IR or IR=
ex. IR=301
The APU burn rate parameter applies to aircraft that require the APU to be
running while in ETOPS airspace. This parameter refers to the unloaded APU
burn rate, since the loaded burn rate is accounted for in the ETOPS section of
the CADB. Example: 110
Identifies the fuel type used by the aircraft. This parameter is used to calculate
CO2 emissions in support of EU ETS flight planning.
NOTE If the Fuel Type parameter is not set in the CADB when the Flight Brief
Database EU ETS flag or the EUETS line option is used, an error occurs.
695
climb/descent methods, you must ensure that the aircraft has OUTFLT and FPM files
available. You can use the Search All Aircraft Types menu option in JetPlan.com to search
for this information. See Searching Generic Aircraft Records for FPM and OUTFLT
Information on page 688.
Table 26-4
Parameter
Performance Index
(PI)
PI or PI=
ex. PI=F
ex. PI=T
ex. PI=M,115,1850
Print ETOPS
(EP)
Description
Allows you to define the overriding optimization factor (fuel, time, or total
cost) in the calculation of the flight plan. The input value choices are: fuel, time,
or money. The default setting is fuel optimization.
NOTE If a fuel price has been set in the Customer Airport Database record, that
price takes precedence over what is set in the CADB.
For more information about these optimization factors, see the Profile
Commands chapter in the JetPlan User Manual.
Setting this parameter to Yes displays the ETOPS section of the database in
the aircraft record. This section is otherwise hidden in the CADB record.
EP or EP=
ex. EP=Y
Max Flight Level
(FL)
FL or FL=
Allows you to prevent the aircraft from exceeding a specific flight level
(altitude) in the flight plan computation. The input value is a 3-digit entry that
identifies a flight level in hundreds of feet.
ex. FL=390
Print Brackets
(BK)
BK or BK=
Setting this parameter to Yes displays the Bracket Modes and Mode
Coupling sections of the database in the aircraft record. These sections are
otherwise hidden in the CADB record.
ex. BK=Y
NOTE JetPlan.com does not currently support modifying the Bracket Modes
section.
Allows you to set a minimum distance to the alternate airport. If the actual
distance from the arrival airport to the alternate airport is less than the AD
value, JetPlan adds distance to meet the AD value. The entered value acts as a
distance bias, allowing JetPlan to properly calculate the performance data for
the divert leg.
(AD)
AD or AD=
ex. AD=50
Setting this parameter to Yes displays the Cutoff Weight Table (altitude
capability) section of the database in the aircraft record. This section is
otherwise hidden in the CADB record.
696
Table 26-4
Parameter
SITA Address
(SI)
SI or SI=
Print Driftdown
(DD)
DD or DD=
ex. DD=Y
Profile Optimization
Interval
Provides control over the altitude optimization, or step climb process. Allows
you to override the programmed review of step climbs at each checkpoint by
setting a distance (in nautical miles) at which JetPlan considers a step climb.
(OI)
OI or OI=
ex. OI=100
Hold Altitude
(HA)
Hold Altitude
HA or HA=
ex. HA=15000
Fuel Distribution Table
(FD)
FD or FD=
ex. FD=B747-T1
Allows fuel distribution to be displayed in the flight plan output. This parameter
is dependent on special table loads in the aircrafts generic data.
To display a fuel distribution report within a flight plan, the user can add the
option FDIST to the JetPlan option line.
NOTE The format keyword FDIST must be properly set by your account
manager.
697
Table 26-4
Parameter
Cost Index Method
(LC or LC=)
FFMS Matching
GGolden Section Search
(FPM)
NTraditional Raw Sample
JetPlan
PFMS Matching (FPM)
OFMS Matching
(OUTFLT)
Y(es)Simulated CI
(Constant Mach)
This parameter allows you to select the method that JetPlan uses to determine
the economy airspeed for a given cost index value. To use this parameter
correctly, enter a cost index value in the flight plan request or ensure that the
system automatically determines one for you. For more information, see the
Cost Index Commands chapter in the JetPlan User Manual.
Flight Management System (FMS) cost index methods are preferred. Select one
of the three FMS options instead of any other option, if possible.
NOTE If no FMS options are available for an aircraft, Jeppesen recommends
that you contact Jeppesen and request implementation of the maximum number
of possible FMS methods for the aircraft.
Of the three FMS options, the following is the recommended ranking order:
(P) FMS Matching (FPM) If all three FMS cost index method options
are available for the aircraft, select (P) FMS Matching (FPM).
(F) FMS Matching If (P) FMS Matching (FPM) is not available, select
(F) FMS Matching.
(O) FMS Matching (OUTFLT) If (P) FMS Matching (FPM) and (F)
FMS Matching are not available, select (O) FMS Matching (OUTFLT).
If no FMS cost index method options are available for the aircraft, and you need
to run cost index flight plans, the following is the recommended ranking order.
(G) Golden Section Search (FPM)
(N) Traditional Raw Sample JetPlan
See the following paragraphs for details on all the cost index method options.
Input options:
(F) FMS Matching When the Cost Index Method is set to (F) FMS
Matching, the system uses the same algorithm as in the FMS, ensuring that
speeds and fuel flows on the flight plan match the speed the FMS selects
and the corresponding fuel flow.
(G) Golden Section Search (FPM) When the Cost Index Method is set
to the Golden Section Search (FPM) method, the system computes the
optimal speed with the fuel-flow calculation based on FPM. When you use
this option, a Mach Step Cost Index input is required.
NOTE The Mach Step Cost Index parameter has little effect on computational
speed when used with the (G) Golden Section Search (FPM) method. When this
method is used, Jeppesen recommends setting Mach Step Cost Index to the
default value (1).
698
Table 26-4
Parameter
Cost Index Method
(continued)
699
Table 26-4
Parameter
NOTE The Mach Step Cost Index option is available in JetPlan.com only when
you select the (N) Traditional Raw Sample JetPlan or the (G) Golden Section
Search (FPM) method.
The Mach Step Cost Index parameter is used with the (N) Traditional Raw
Sample JetPlan and the (G) Golden Section Search (FPM) cost index methods
(see definitions above).
The Mach Step Cost Index parameter has little effect on computational speed
when used with the (G) Golden Section Search (FPM) method. When this
method is used, Jeppesen recommends setting Mach Step Cost Index to the
default value (1).
When used with the (N) Traditional Raw Sample JetPlan method, increasing the
value of the Mach Step Cost Index parameter decreases both the computation
time and the Mach number accuracy. For example, when Mach Step Cost Index
is set to 10, the Mach number accuracy is 0.01. When Mach Step Cost Index is
set to 5, the Mach number accuracy is 0.05.
Input values: 1, 2, 5, 10. The default is 1 (0.001 accuracy).
Noise Category
(NZ)
Noise Category
NZ or NZ=
Allows you to display the aircrafts noise category in the flight plan output. The
input value is an alphanumeric entry of up to 5 characters.
NOTE This capability is dependent on specific output format designs. Contact
your Jeppesen account manager for more information.
ex. NZ=3
Index
(IX)
Index
IX or IX=
Allows you to display the aircrafts center of gravity (CG) index in the flight
plan output. The input value is a numeric entry of up to 3 characters.
NOTE This capability is dependent on specific output format designs. Contact
your Jeppesen account manager for more information.
ex. IX=145
Weight Unit
(WU)
WU or WU=
ex. WU=L
Allows you to override the lbs/kgs setting tied to your ID/Attribute file. If your
attribute file is set to display all weights in kilograms, setting the WU parameter
to pounds changes all weights associated with the aircraft and any flight plan
output to pounds. The input value is Pounds, Kilograms, or Default.
ex. WU=K
ex. WU=D
700
Table 26-4
Parameter
The Climb Method parameter allows you to define the climb performance
method.
NOTE Display of this information on the flight plan is format-dependent. For
information, contact your Jeppesen account manager.
NOTE To use the FPM methods, an FPM aircraft file must be available. You
can check the generic aircraft record for the presence of this information. See
Searching Generic Aircraft Records for FPM and OUTFLT Information on
page 688.
Input options:
(F) Cost Index: FMS Matching (FPM) The system uses the FPM cost
index method to calculate the optimal climb CAS for an aircraft with a
FMC. The system computes climb using the FPM method with the optimal
climb CAS.
NOTE To use the (F) Cost Index: FMS Matching (FPM) method, both FPM
climb/descent data and climb/descent cost index FMC data must be available for
the aircraft. You can check the generic aircraft record for the presence of this
data. See Searching Generic Aircraft Records for FPM and OUTFLT
Information on page 688.
(G) Mach CAS Schedule (FPM) The system uses the FPM climb method
with speed schedule parameters. The system uses the climb profile
parameters (if set) of the RALT, RIASC, MACHC and CASC parameters
in the Customer Airport Fleet database (CAPFDB).
If RALT and RIASC equal 0 (are not set) in the CAPFDB, the system
defaults to 100 (10000FT) for RALT and 250 knots for RIASC for Boeing
and Airbus aircraft.
If the MACHC and the CASC parameters are not set in the CAPFDB, the
system uses the climb CAS and the climb MACH speed in the aircraft
performance database record. For example, the default AAA descent mode
in the format MACH/CAS is 0.78/300. This information can be found in
the generic aircraft record. See Searching Generic Aircraft Records for
FPM and OUTFLT Information on page 688. The system computes
climb using the FPM method with climb profile.
701
Table 26-4
Parameter
Climb Method (continued)
(CM)
Descent Method
(DM)
Input options:
(F) Cost Index: FMS Matching (FPM) The system uses the FPM cost
index method to calculate the optimal descent CAS for an aircraft with an
FMC. The system computes descent using the FPM method with the
optimal descent CAS.
NOTE To use the (F) Cost Index: FMS Matching (FPM) option, both FPM
climb/descent data and climb/descent cost index FMC data must be available for
the aircraft. You can check the generic aircraft record for the presence of this
data. See Searching Generic Aircraft Records for FPM and OUTFLT
Information on page 688.
(G) Mach CAS Schedule (FPM) The system uses the FPM descent
method with speed schedule parameters. The system uses the descent
profile parameters (if set) of the RALT, RIASD, MACHD and CASD
parameters in the Customer Airport Fleet database (CAPFDB).
If RALT and RIASD equal 0 (are not set) in the CAPFDB, the system
defaults to 100 (10000FT) for RALT and 250 knots for RIASD for Boeing
and Airbus aircraft.
If the MACHD and the CASD parameters are not set in the CAPFDB, the
system uses the descent CAS speed and the descent MACH speed in the
aircraft performance database record. For example, the default AAA
descent mode in the format MACH/CAS is 0.78/300. This information can
be found in the generic aircraft record. See Searching Generic Aircraft
Records for FPM and OUTFLT Information on page 688. The system
computes descent using the FPM method with descent profile.
(N) Traditional Raw Sample JetPlan (FPM) For an aircraft without an
FMC, the system computes descent using the FPM method with the
optimal descent calibrated airspeed (CAS).
702
Table 26-4
Parameter
(CL)
(PP)
NOTE The ILS Category parameter is different from the CAT III Approved
parameter in the Certified section of the CADB.
This parameter allows you to specify the Instrument Landing System (ILS)
approach category capability for the aircraft.
Input options:
1 Approach category I
2 Approach category II
3 Approach category III
Apply French Contingency
Factor
FK or FK=Y/N
FK=Y
When set to Yes, this parameter instructs JetPlan to calculate the flight plan in
accordance with French fuel policy rulesspecifically, applying a French KFactor method to allow for a small reduction in the contingency fuel calculation
relative to the standard 3% or 5% methods normally used by European
operations. The small reduction allowed is for the fuel amount needed to carry
the contingency fuel to the destination. K factor is defined as the quotient of
the takeoff weight divided by the landing weight. The allowable reduction is to
divide the normal 3% or 5% contingency fuel by the K factor, which reduces
the contingency fuel number by an appropriate amount.
When set to No (the default), JetPlan applies the standard 3% or 5%
contingency fuel calculations for EU-OPS flight plans.
Input options: Yes/No
703
Description
Default Climb
Allows you to set a secondary climb schedule as the default climb mode. If no
value is entered, JetPlan uses the default climb schedule from the originating
(generic) version of the aircraft. The input value is a valid JetPlan speed
schedule for climb. Example: 340
(CB)
CB or CB=
ex. CB=340
Default Cruise
(CR)
Default Cruise
CR or CR=
ex. CR=M82
NOTE Ad hoc climb schedule inputs in the flight plan request overrides this
parameter. For more information, see the Cruise Mode Commands chapter in
the JetPlan User Manual.
NOTE An ad hoc cruise mode input in the flight plan request overrides this
parameter. For more information, see the Cruise Mode Commands chapter in
the JetPlan User Manual.
The Default Cruise parameter allows you to set a cruise mode that JetPlan uses
automatically for flight planning. If the Default Cruise parameter is not set, you
must specify a cruise mode in the flight plan request.
NOTE The input value is a valid JetPlan speed schedule for cruise. Example:
M82.
Default Descent
(DE)
DE or DE=
ex. DE=280
Allows you to set a secondary descent schedule as the default descent mode. If
no value is entered, JetPlan uses the default descent schedule from the
originating (generic) version of the aircraft. The input value is a valid JetPlan
speed schedule for descent. Example: 280
NOTE Ad hoc descent schedule inputs in the flight plan request overrides this
parameter. For more information, see the Cruise Mode Commands chapter in
the JetPlan User Manual.
This parameter sets the lower Mach speed limit in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for
the aircraft. Example: M76
ex. LM=M76
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
Default Reclear
Allows you to set a secondary cruise schedule as the default cruise mode on the
reclear segment of a Reclear flight plan. The input value is a valid JetPlan speed
schedule for cruise. Example: M88
(RC)
RC or RC=
ex. RC=M88
Fixed Operating Cost
(OC)
OC or OC=
This parameter allows you to specify a fixed operating cost (dollars/hour) for
use with the JetPlan cost index functionality. The fixed operating cost is
typically used to capture fixed maintenance costs per flight. Example: 200.
ex. OC=5200
704
Table 26-5
Parameter
Description
This parameter sets the lower cost index airspeed limit in the Required Arrival
Time Cost Index (RATCI) calculation. The input value is a valid cost index
number. Example: 010.
(CI1)
CI1 or CI1=
ex. CI1=010
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
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
(CI2)
CI2 or CI2=
ex. CI2=1000
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
This parameter is the default cost index used in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid cost index number.
Example: 100
(CI3)
CI3 or CI3=
ex. CI3=100
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
This parameter sets the upper Mach speed limit in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for
the aircraft. Example: M88
(HM)
HM or HM=
ex. HM=M88
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
This parameter provides auxiliary fuel/time data for an alternative base aircraft
type within the primary flight plan (re-optimizes the profile for the auxiliary
cruise calculation).
AX or AX=
NOTE You can activate any or all other cutoff criteria, but you can never deactivate
the default criterion. It is set to always be available.
705
By having several active criteria, you ensure against flight outside of the designed capabilities
for the aircraft in any given situation.
Table 26-6
Parameter
Description
NOTE In JetPlan.com, to display the Change Cutoff in Aircraft Record page and the Cutoff Weight Tables
section in the Aircraft Record, select Print ALT Capability Table (CW) in the Misc section (see above).
This parameter allows you to apply flight level limitations to the aircraft based
on specific flight conditions (altitude, temperature, and Mach number). There
can be up to nine table settings per aircraft.
To activate a table, click Y. To deactivate a table, click N. To return to the
previous values before submitting your changes, click Reset. Then click
Submit New Cutoff Table Values.
A bracket mode refers to the bracketed range of airspeeds applied to the cruise portion of
a flight plan calculation (between TOC [Top of Climb] and TOD [Top of Descent]). When a
specific cruise range is entered in the flight plan request, one which matches the data found in
an activated bracket mode table, JetPlan applies the climb and descent airspeed schedules
defined in that table to the flight plan calculation for those portions of the flight.
Foregoing the use of bracket modes restricts JetPlan to using one of the following: 1) default
climb and descent schedules defined in the aircrafts generic data; 2) the climb and descent
schedules defined as default in the CADB (the CB and DE parameters); or 3) the climb and
descent schedules defined in the flight plan request on the Cruise Mode command line (ad hoc
inputs).
706
Bracket Modes are applied automatically when data exists and is activated in the Bracket
Modes section of the CADB record.
Table 26-7
Parameter
Description
NOTE You can display this section in the Aircraft Record in JetPlan.com by selecting Print Brackets in the Misc
section (see above). Modifying this section is currently supported only in JetPlan, not JetPlan.com.
In JetPlan, this parameter allows you to apply specific climb and descent
schedules based on a range (the bracket) of cruise speeds applied in the flight
plan calculation. There can be up to six table settings per aircraft.
NOTE This only works with cost index cruise modes.
The restricted method does allow you to enter just the airspeeds for each flight phase without
any identifying prefix. You must separate each phase of flight entry with a slash (/).
707
Example:
Explanation: For the cruise mode, LRC, invoke the following airspeeds in the flight plan
calculation: 300 (climb), GDD (descent), LRC (alternate), LRC (takeoff alternate), and the
LRC (hold).
01 OPTIONS AC,CHG,filename,CP=LRC/300/GDD/LRC/LRC/LRC
The unrestricted format is more flexible in methodology, though it does require you to prefix
each input phase and you still need to separate each phase with a slash (/). Flight phase entries
can be entered in any order, though the cruise mode entry must still be first. Not all phases
must have an input value. If you omit a phase input, JetPlan relies on the default setting in the
aircrafts generic data record.
CP=CRZ=[crzmode]/CLB=[clmbsched]/DSC=[dscntsched]/ALT=[crzmode]/TOALT
=[crzmode]/HLD=[crzmode]
NOTE The cruise mode you are coupling always precedes the entries for the other
5 phases of flight (for example, CP=CRZ=LRC/CLB=AAA/DSC=290/ALT=LRC). You
can specify the cruise mode input without the CRZ= prefix (for example,
CP=LRC/CLB=AAA/DSC=290/HLD=LRC).
Example:
Explanation: For the cruise mode, M86, invoke the following airspeeds in the flight plan
calculation: 320 for climb and LRC for alternate. All other flight phases continue to use the
default airspeed settings from the aircrafts generic data record.
01 OPTIONS AC,CHG,filename,CP=CRZ=M86/CLB=320/ALT=LRC
Using the unrestricted entry method, you can make changes to an individual phase without
affecting the rest of the record.
Example:
Explanation: For the cruise mode, M86, change the climb airspeed setting from 320 to 340. All
other flight phases continue to use their previous settings.
01 OPTIONS AC,CHG,filename,CP=M86/CLB=340
To delete a setting so that the aircrafts generic (default) setting is used, enter the option, DEL,
after the phase prefix.
708
Example:
Explanation: For the cruise mode, M86, delete the climb airspeed setting. This results in a
climb airspeed of whatever is default in the aircrafts generic data record.
01 OPTIONS AC,CHG,filename,CP=M86/CLB=DEL
To delete a mode coupling altogether, enter CP=DEL= followed by the cruise mode you wish
to uncouple. In this case, all phases of flight revert to their default settings when the particular
cruise mode is used in a flight plan.
Example:
Explanation: For the cruise mode, M86, delete or remove all couplings.
01 OPTIONS AC,CHG,filename,CP=DEL=M86
Table 26-8
Parameter
NOTE To see the Bracket Modes and the Mode Coupling sections in JetPlan.com, you must set the Print
Bracket Modes parameter in the Miscellaneous section to Yes. Jeppesen has to load specific data in the generic
version of an aircraft to make Mode Coupling a viable option. If your aircraft has this data, you can see the Mode
Coupling section immediately after the Bracket Modes section in the Aircraft Record. To have the necessary
data for Mode Coupling loaded in the generic version of your aircraft, contact your Jeppesen account manager.
Mode Coupling
CP or CP=
ex.
CP=CRZ=LRC/CLB=300/ALT=
M82
709
Description
NOTE All of the parameters in the Tanker Section apply to JetPlans Single-Leg Tankering feature. See the
Payload, POD/POA, Weight, and Fuel Commands in the JetPlan User Manual.
Applies to the Fuel Index method of the Single-Leg Tankering feature (TANK1
or TANK1X options). The TI parameter is a required element of this feature. It
is a ratio that defines the relative price of fuel between two airports. The ratio
expresses a point at which tankering is warrantedthe cost of fuel is so much
greater at the arrival airport compared to the departure airport that tankering
fuel is cost effective to your operation.
The input value given to the TI parameter must be determined by the customer.
Example: 10.5
Tanker Currency
(TC)
TC or TC=
Allows you to define the type of monetary output data you to work with in a
single-leg tankering plan calculation. The input value must be an ISO currency
code. Example: JPY
ex. TC=JPY
Tanker Threshold
(TT)
TT or TT=
ex. TT=10000
Applies to the Fuel Cost method of the Single-Leg Tankering feature (TANK2
or TANK2X options). The TT parameter is an optional element of this feature.
It defines a minimum monetary savings value at which tankering is warranted.
The TT value needs to correspond with the TC value in this database. For
example, if TT=30000 and TC=JPY, you have expressed a tanker threshold of
30,000.00.
Allows you to set a limit to the landing weight when tankering is involved.
Since the aircraft already has a Max Landing Weight value (LA parameter), the
Tanker Landing Weight parameter is only used if you want to express a
different value in the tankering situation.
The input value can be expressed in pounds or kilograms, depending on your
preferred unit of measure. Example: 620000
Allows you to set a limit to the amount of fuel tankered in the single-leg
tankering plan calculation. The input value can be expressed in pounds or
kilograms, depending on your preferred unit of measure. Example: TM=15000
ex. TM=15000
Tanker Fuel Capacity
(TK)
TK or TK=
710
This field is used by certain external graphical user interfaces to JetPlan. There
is currently no other associated functionality with this parameter. Value range:
0-FC.
NOTE RAIM prediction reports are an additional fee service, and can be set up for
RAIM only, or for RAIM and RNP permissions. Contact your Jeppesen account
manager for fees, terms, and conditions.
711
Table 26-10
Parameter
Description
NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.
HF Radios*
(HR)
Enter the number of high frequency radios available in the aircraft. Default
setting is zero (0).
HR or HR=
ex. HR=2
GPS
(GP)
Set this parameter to Yes if the aircraft has Global Positioning Satellite
capability. The default setting is No.
GP or GP=
ex. GP=Y
VHF Radios*
(VR)
Enter the number of very high frequency radios available in the aircraft. Default
setting is zero (0).
VR or VR=
ex. VR=2
OMEGA
(OM)
Set this parameter to Yes if the aircraft has an OMEGA radio navigation system
onboard. The default setting is No.
OM or OM=
ex. OM=Y
Dual ADF*
(DA)
Set this parameter to Yes if the aircraft has a dual Automatic Direction Finder
onboard. The default setting is No.
DA or DA=
ex. DA=Y
712
Table 26-10
Parameter
RNAV
(RE)
RE or RE=
ex. RE=T or RE=Y
Set this parameter to indicate whether or not the aircraft has area navigation
(RNAV) equipment onboard. This parameter must be set to Terminal and
Enroute (or to Y in JetPlan) or Enroute Only to access RNAV routing.
Input choices are:
Terminal and Enroute Indicates the aircraft is capable of flying all
RNAV segments, and essentially implies an RNP level of less than 1.0 (or
even 0.3) and higher.
Enroute Only Indicates the aircraft is capable of flying only Enroute
RNAV segments and implies an RNP capability of 2.0 or higher.
None Indicates the aircraft is not RNAV-equipped.
(Y)es (JetPlan command-line only) Same as Terminal and Enroute.
The functionality associated with these settings requires the NAVALERT
preference to be set. When the NAVALERT preference is set, and RNAV is set
to a value other than Terminal and Enroute, the system optimizes to avoid
RNAV segments beyond the navigational capabilities of the aircraft.
The RNAV segments checked are limited to (1) those specifically referenced in
AC90-100A and (2) also published enroute RNAV points (such as Navigational
Reference System points created for US High Altitude Redesign). If the
optimizer cannot find such a route, then it fails the flight plan calculation and
returns an error. If the user specifies a route that includes RNAV segments that
exceed the RNAV capability of the aircraft, an alert is returned with the flight
plan.
Dual INS*
(DI)
Set this parameter to Yes if the aircraft has a dual Inertial Navigation System
onboard. The default setting is No.
DI or DI=
ex. DI=Y
TCAS Equipped
(TE)
TE or TE=
ex. TE=Y
ex. TE=A
Flight Management System
(FM)
Set this parameter if the aircraft has a Traffic Collision Avoidance System
onboard. The default setting is No.
Setting this parameter to A (Always) inserts RMK/TCAS EQUIPPED in
ICAO flight plans (Item 18).
Setting this parameter to Y inserts RMK/TCAS EQUIPPED in ICAO flight
plans (Item 18) that enter Canadian airspace only.
Set this parameter to Yes if the aircraft has a Flight Management Computer
onboard. The default setting is No.
FM or FM=
ex. FM=Y
713
Table 26-10
Parameter
8.33 KHz Communication
(83)
83 or 83=
ex. 83=Y
ex. 83=N
ex. 83=E
ex. 83=P
Set this parameter to Yes if the aircraft is compliant with 8.33 KHz channel
spacing requirement (in Europe). A Y character is inserted in Item 10a of the
filing strip.
Set this parameter to Exempt if the aircraft is exempt at this time. JetPlan inserts
EXM833 in Item 18 COM/ of the filing strip and restricts altitude.
Set this parameter to Permit if the aircraft is exempt, but you do not want the
altitude restricted. JetPlan inserts EXM833 in Item 18 COM/ of the filing strip
and does not restrict altitude.
The default setting is No.
ACARS
(AS)
AS or AS=
ex. AS=Y
FMS Type
Allows you to select the format type for ACARS uplink of data/information.
(FY)
FY or FY=
ex. FY=UF
AGCS
(AG)
AG or AG=
ex. AG=Y
NRS Capable
(NR)
714
Set this parameter to Yes if the aircrafts navigational database has the
Navigational Reference System (NRS) points for the FAAs High Altitude
Redesign (HAR) program. The default setting is No.
Table 26-10
Parameter
RAIM GPS Algorithm
(RM)
RM or RM=
ex. RM=FDE
Allows you to indicate the algorithm used by RAIM GPS Equipment, if present.
This parameter is a necessary input for requests for a RAIM prediction report.
This parameter defaults to FD if no other value is supplied and if the GPS
parameter (GP) is set to Yes.
Input choices are:
FD Fault Detection
FDE Fault Detection Exclusion
FD BARO Fault Detection with Barometric Aiding
FDE BARO Fault Detection Exclusion with Barometric Aiding
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
Departure Required
Navigation Performance
(DR)
DR or DR=
ex. DR=0.3
Enroute Required
Navigation Performance
(RR)
RR or RR=
ex. RR=0.3
Arrival Required Navigation
Performance
(AR)
AR or AR=
ex. AR=0.3
Allows you to enter the mask angle for the RAIM Global Positioning Satellite
receiver, if present. The mask angle is included in requests for a RAIM
prediction report. Range of input values: Increments of 0.5 from -0.5 to 20.0.
Default setting is 0.0.
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
Allows you to define the Departure Procedure RNP level. The RNP level is
included in requests for a RAIM prediction report. Input choices are 0.3 and
1.0. Default setting is 0.0.
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
Allows you to define the Enroute Procedure RNP level. The RNP level is
included in requests for a RAIM prediction report. Input choices are 1.0 and
2.0. Default setting is 0.0.
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
Allows you to define the Arrival Procedure RNP level. The RNP level is
included in requests for a RAIM prediction report. Input choices are 0.3 and
1.0. Default setting is 0.0.
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
(GR)
Allows you to enter the name of the GPS receiver in the aircraft. This field is
informational only and supports no functionality in JetPlan.
GR or GR=
GPS Receiver
ex. GR=xxxx
715
Description
NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.
Overwater Equipped*
When set to Yes, identifies the aircraft as certified for overwater flights.
(OW)
OW or OW=
ex. OW=Y
MNPS Equipped*
(ME)
ME or ME=
ex. ME=Y
716
When set to Yes, identifies the aircraft as certified for Minimum Navigation
Performance Specification airspace, and JetPlan includes an X in Item 10 of
the ICAO ATS plan.
NOTE The application of degradations to RNAV equipment and to RVSM, RNP,
and MNPS certifications in the MEL Database overrides the settings for these
items in the CADB and removes their designators from the NAV/COM code in
Item 10 of the ICAO filing strip. For more information, see the Help topic for the
MEL Database in JetPlan.com or the Minimum Equipment List chapter in the
JetPlan User Manual.
Table 26-11
Parameter
Description
RVSM Certified*
When set to Yes, identifies the aircraft as certified for Reduced Vertical
Separation airspace. JetPlan allows use of this aircraft in flight plans with
altitudes above FL280, and includes a W in Item 10a of the ICAO ATS plan.
(RV)
RV or RV=
ex. RV=Y
ex. RV=E
When set to No, identifies the aircraft as not certified for Reduced Vertical
Separation airspace. JetPlan limits use of this aircraft to flight plans with
altitudes at or below FL280, and omits W from Item 10a of the ICAO ATS
plan.
When set to Exempt, JetPlan allows use of a non-RVSM certified aircraft in
flight plans with altitudes above FL280, and adds STS/NONRVSM to Item 18
of the ICAO ATS plan.
NOTE The application of degradations to RNAV equipment and to RVSM, RNP,
and MNPS certifications in the MEL Database overrides the settings for these
items in the CADB and removes their designators from the NAV/COM code in
Item 10 of the ICAO filing strip. For more information, see the Help topic for the
MEL Database in JetPlan.com or the Minimum Equipment List Database
chapter in the JetPlan User Manual.
RNP Certified
(RP)
RP or RP=
ex. RP=Y
When set to Yes, this parameter identifies the aircraft as certified for Area
Navigation (RNAV).
NOTE See also the PBN Certified (I1) parameter. When the PBN Certified (I1)
parameter is set to Yes, JetPlan inserts an R in Item 10a on the filing strip. See
CADB Parameters: ICAO 2012 Certification and Equipment Section on
page 749.
NOTE The application of degradations to RNAV equipment and to RVSM, RNP,
and MNPS certifications in the MEL Database overrides the settings for these
items in the CADB. For more information, see the Help topic for the MEL
Database in JetPlan.com or the Minimum Equipment List Database chapter in
the JetPlan User Manual.
NOTE The CAT III Approved parameter is different from the ILS Category
parameter in the Miscellaneous section of the CADB.
When set to Yes, this parameter identifies the aircraft as approved for Category
III approaches.
717
Table 26-11
Parameter
Description
(OA)
OA or OA=
ex. OA=L
Input options:
Full Certification indicating capability to safely fly extended overwater
operations in compliance with regulations. 162 nm is the standard full
overwater boundary as measured from the nearest coastline or acceptable
landmass.
Limited Certification indicating capability to safely fly limited overwater
operations in compliance with regulations. 100 nm is the standard full
overwater boundary as measured from the nearest coastline or acceptable
landmass.
None The aircraft is not overwater-capable.
This parameter is used by JetPlan only when the Overwater Avoid (FP,
OWATAA) or Overwater Alert (FP, OWATAN) flight plan option has been
invoked. For more information, see the Option Commands chapter in the
JetPlan User Manual.
NOTE The City Pair Database Overwater (OWI) parameter must be set to Yes
for JetPlan to implement the OWATAA and OWATAN options. If the Overwater
(OWI) parameter is set to No, JetPlan runs the flight plan but ignores the
OWATAA and OWATAN options. See the Help topic for the City Pair Database
on JetPlan.com for more information.
NOTE Both the Overwater Equipped (OW) and the Overwater Capability (OA)
parameters can be overridden by the Overwater Restriction (OW) parameter in
the MEL Database. For more information, see the Help topic for the MEL
Database in JetPlan.com or the Minimum Equipment List Database chapter in
the JetPlan User Manual.
718
Parameter
Description
NOTE This parameter applies to U.S. domestic filings. It is not used for ICAO
2012 filings.
(EQ)
EQ or EQ=
ex. EQ=I
Allows you to identify the aircrafts special Nav/Com capabilities. The input
value must be a single character entry using one of the following choices: A, B,
C, D, E, F, G, I, M, N, P, R, T, U, X, Y, or W.
Code designations can be found in the Aeronautical Information Manual,
Section 5-1-8 (Flight Plan IFR Flights).
Operator Required
(OR)
OR or OR=
When set to Yes, JetPlan includes the company name (from the Company Name
parameter) after OPR/ in Item 18 of the ICAO plan. The default input value is
No.
ex. OR=Y
Emergency Radio
(ER)
Allows you to identify the types of emergency radios available on the aircraft.
You can select any or all of the following:
ER or ER=
UHF
ex. ER=UVE
VHF
ELT Emergency locator transmitter
Company Name
(CN)
Allows you to specify the company name. This parameter needs to be set if the
OR parameter is set to Yes. The input value may not exceed 16 characters.
CN or CN=
ex. CN=JEPPESEN
Phone Number
(PH)
Allows you to specify a phone number. The input value may not exceed 12
characters.
PH or PH=
ex. PH=303-799-9090
Miscellaneous Information
(MI)
Allows you to add any miscellaneous note. The input value may not exceed 16
characters.
MI or MI=
ex. MI=ANYTHING
719
Table 26-12
Parameter
Description
Type of Flight
Allows you to identify the type of flight the aircraft typically performs. You can
select one or more of the following characters:
(TF)
TF or TF=
N (non-scheduled)
ex. TF=S
S (scheduled)
G (general aviation)
M (military)
X (Other)
Survival Equipment
(SE)
Allows you to define the type of survival equipment carried on board the
aircraft. You can select any or all of the following:
SE or SE=
P (polar)
ex. SE=PM
M (maritime)
D (desert)
J (jungle)
Allows you to set the Selective Call code to the unique tones that identify the
aircraft. The input value is a 4-character entry using the letters A to M
(excluding the letter, I), P, Q, R, and S. The specific combination of letters is
user determined. Example: AGJH
ex. SC=AGJH
Life Jackets
Allows you to define the type of life jackets carried on board the aircraft.
(JA)
JA or JA=
Lighted
ex. JA=LF
Fluorescent
UHF beacon
VHF beacon
Registration Number
(RN)
Allows you to define the aircrafts registration or tail number. The input value
does not exceed 12 alphanumeric characters.
RN or RN=
ex. RN=N123456
Number of Dinghies
(DN)
DN or DN=
Allows you to define the total number of dinghies carried on board the aircraft.
The input value may not exceed 2 digits.You can also enter the number, 0, to
signify no or none. This ensures a zero in the ICAO plan rather than a blank.
ex. DN=15
Aircraft Type
(TY)
Allows you to specify the ATA code of the aircraft. The input value may not
exceed 12 characters. Example: 747N
TY or TY=
ex. TY=747N
720
Table 26-12
Parameter
Description
Dinghy Capacity
Allows you to define the total capacity, in persons, of all dinghies carried on
board the aircraft. The input value may not exceed 3 digits. You can also enter
the number, 0, to signify no or none. This ensures a zero in the ICAO plan
rather than a blank.
(DC)
DC or DC=
ex. DC=375
Aircraft Color
(AC)
AC or AC=
ex. AC=WHITE RED
Dinghy Cover Color
(CC)
Allows you to specify the aircrafts color markings. The input value may not
exceed 16 characters. Example: AC=WHITE RED
NOTE The display of the Aircraft Color parameter in the aircraft record is limited
to 15 characters.
Allows you to specify the color of the dinghy covers. The input value may not
exceed 16 characters.
CC or CC=
ex. CC=YELLOW RED
Persons on Board
(OB)
OB or OB=
Allows you to specify the total number of people boarded on the aircraft. The
input value may not exceed a 3-digit number. You can also enter the code, TBN,
to acknowledge that a number is yet To Be Named.
ex. OB=185
ex. OB=TBN
Aircraft ICAO Code
(KO)
KO or KO=
ex. KO=B744/H
RVR Weather Minima
(WX)
WX or WX=
ex. WX=500
Domestic Call Sign
(DO)
DO or DO=
ex. DO=SSDOCS101
Allows you to specify the ICAO code of the aircraft. The KO parameter is
optional. JetPlan automatically includes the default ICAO code and wake
turbulence category in the ICAO plan. The input value may not exceed 8
characters. Example: B744/H
Allows you to define the minimum runway visual range (in meters) for the
aircraft before low visibility procedures become applicable.
This parameter is used primarily in Europe and matches the lowest RVR value
for which the aircraft/crew are rated.
The input value may not exceed a 4-digit number.
Allows you to specify the aircrafts call sign. The DO parameter value appears
in both the flight plan output and the filing. The input value may not exceed 12
characters.
NOTE If a flight plan is filed with a call sign of 8 or more characters, the flight
plan is rejected by ATC.
NOTE The ad hoc call sign option, CS/xxxxxxx, overrides the DO parameter.
See the Option Commands chapter in the JetPlan User Manual.
This parameter is used when the FAA aircraft identifier differs from the ICAO
identifier. For example, a Stage-3 Boeing 727 can have the ICAO identifier
B722, but the FAA identifier is B72Q. Example: B72Q
ex. FA=B72Q
721
Table 26-12
Parameter
Description
Other Equipment
(OE)
OE or OE=
When populated, this parameter adds the specified text to Item 18 preceded by
the indicator NAV/ and inserts Z into Item 10a on the filing strip.
Example:
(FPL-COOPAIR-IG
-GLF4/M-SXDGHIWZY/S
-KSFO0000
-N0455F450 DCT OAK DCT EHF J65 BLH DCT GBN J50 ELP J86 FST
CSI1
-KSAT0240
-EET/KZLA0026 KZAB0103 KZHU0213
SEL/FDLF DAT/S
NAV/RNAV1 RNAV5 RNP5
RMK/AGCS EQUIPPED)
722
Table 26-13
Parameter
Description
NOTE When setting ETP parameter values in command-line mode, you must use an equal sign (=) between the
parameter and the value when the parameter code ends with a number (for example, EC1=330, ECA2=290, and
so on). Otherwise, you can use either method.
NA or NA=
ex. NA=420
(NA)
NOTE This parameter overrides the EA parameter. Set a parameter value only
if you do not want ETP calculations performed in a depressurized, low-level
scenario.
NOTE For overwater driftdown flight plans (DRFT or DRFTX options), an
aircraft with the NA and NF parameters set produces ETP data in the ETP
summary (usually at the top of the flight plan) based on these non-emergency
settings. However, the ETP data in the Driftdown summary (usually at the end of
the flight plan) is based on other settings, specifically, the parameters for allengine, one engine-out, and two engine-out calculations (the EA, EA1 or EA2
parameters).
(NF)
NF or NF=
The input value is a 3-digit altitude entry, in hundreds of feet. Example: 350
ex. NF=350
(EC)
The EC parameter allows you to set the cruising speed of the aircraft for the
divert portion of an all-engine, low-level ETOPS or Driftdown flight plan based
on cruise table data. If the EC parameter is not set, the system defaults to using
the LRC cruise mode. If EC is set, it must be equal to LRC or a Mach number
between the primary Mach number cruise modes that exist for the aircraft.
EC or EC=
ex. EC=LRC
Set this parameter only if LRC is not preferred. The input value is a 3-character
cruise mode or true airspeed entry.
NOTE If EC is set with a Mach number outside the range of those listed for the
aircraft type, an error occurs.
NOTE The aircrafts generic record must include cruise table data for ETOPS
and Driftdown. Additional table data can be loaded in the generic record upon
request.
See the Cruise Mode Commands chapter in the JetPlan User Manual for
more information on cruise modes.
723
Table 26-13
Parameter
Description
(ECA)
ECA or ECA=
ex. ECA=330
See EC parameter. The ECA parameter setting considers the application of antiice procedures.
NOTE The aircrafts generic record must include cruise table data for ETOPS
and Driftdown. Additional table data can be loaded in the generic record upon
request.
NOTE
(EA)
The EA parameter allows you to set a true airspeed constant for the ETP
calculation for the divert portion of an all-engine, low-level ETP flight plan.
Since ETP calculations are performed for ETOPS and Driftdown flight plans,
the EA parameter is also the standard by which those calculations occur.
EA or EA=
ex. EA=400
This is a true airspeed constant parameter used to determine ETOPS entry and
exit points. Example: 450.
NX or NX=
ex. NX=450
ETP Depressurized Flight
Level (All Eng, 1LE)
x 100 Feet (EF)
or
Millibars
(EM)
EM or EM=
EF or EF=
ex. EM=700
ex. EF=140
724
Table 26-13
Parameter
Description
(OX)
The ETP Available Oxygen Time parameter is used for Driftdown flight plans
(DRFT or DRFTX options). This parameter allows you to indicate the time in
minutes that oxygen is available for use after depressurization occurs. While
oxygen is available, the aircraft can cruise at a higher altitude (and therefore
burn less fuel) until the oxygen runs out, at which point, a descent to 10,000 feet
can occur.
OX or OX=
Use this parameter in conjunction with the ETP Decompressed Cruise Altitude
parameter (OF or OL), which allows you to indicate the flight level at which to
fly while depressurized and using oxygen (see below). For example, the
following settings indicate that the aircraft has 60 minutes of available oxygen
and can cruise depressurized at 25,000 feet: OX=60, OF=250.
Setting the OX parameter to 0 (the default) disables this feature and renders the
OF/OL parameter inert.
Input value: Time in minutes; default is zero.
NOTE Output of this information on a flight plan is format-dependent.
(EH)
Provides a reserve fuel that is used in the ETP worst case (critical) fuel
calculation for the all-engine, low-level scenario.
or
ETP Reserve Fuel
(EX)
EH or EH=
EX or EX=
ex. EH=15
ex. EX=2500
The EH parameter allows you to set a hold time for the purpose of providing a
reserve fuel. The input value is a 1 to
3-digit time entry, in minutes. Example: EH=15
The EX parameter allows you to set a specific amount of reserve fuel. The input
value is a 1 to 6-digit fuel entry, in pounds or kilograms. Example: EX=2500
NOTE The EH and EX parameters are mutually exclusive. You can use one or
the other but not both.
725
Table 26-13
Parameter
Description
(EC1)
The EC1 parameter is similar to the EC parameter except that it applies to the
one-engine-out calculation. For ETOPS, this is a depressurized scenario. For
Driftdown, it is the highest one-engine-out altitude attainable.
EC1=
ex. EC1=330
ex. EC1=M76
If EC1 is not set, the system defaults to using the 1LE cruise mode. If EC1 is
set, it must be equal to one of the auxiliary cruise modes that exist for the
aircraft.
Set this parameter only if 1LE is not preferred. The input value is a 3-character
entry specifying an auxiliary cruise mode. Examples: 330 or M76.
NOTE If EC1 is set to a value other than one of the auxiliary cruise modes listed
for the aircraft type, an error occurs.
NOTE The aircrafts generic record must include cruise table data for ETOPS
and Driftdown. Long Range Cruise (LRC) data for one engine-out (1LE) and two
engine-out (2LE) scenarios is loaded in the generic record as appropriate for the
aircraft type. Additional table data can be loaded in the generic record upon
request.
(ECA1)
See ECA parameter. Typically, the default airspeed is 1LE (one less engine
LRC). Change this parameter only if 1LE is not preferred. Example: 290
ex. ECA1=290
(ECN1)
See ECN parameter. Typically, the default airspeed is 1LE (one less engine
LRC). Change this parameter only if 1LE is not preferred. Example: 310
ECN1=
ex. ECN1=310
ETP 1LE Descent (Anti-Ice
On)
EDA1=
Allows you to set a descent airspeed for one engine-out, low-level, anti-ice on
scenario. Typically, the default airspeed is 1LE (one less engine LRC). Change
this parameter only if 1LE is not preferred.
ex. EDA1=290
The input value is a 3-digit cruise mode or true airspeed entry, in knots.
(EDA1)
NOTE The aircrafts generic record must include descent table data for ETOPS
and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft
type. Additional table data can be loaded in the generic record upon request.
726
Table 26-13
Parameter
Description
EDN1=
Allows you to set a descent airspeed for one engine-out, low-level, anti-ice off
scenario. Typically, the default airspeed is 1LE (one less engine LRC). Change
this parameter only if 1LE is not preferred.
ex. EDN1=290
The input value is a 3-digit cruise mode or true airspeed entry, in knots.
(EDN1)
NOTE The aircrafts generic record must include descent table data for ETOPS
and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft
type. Additional table data can be loaded in the generic record upon request.
NOTE Use of this parameter is limited to specific customers.
(EA1)
EA1=
ex. EA1=390
Similar to EF and EM parameters except that it is applicable to the one engineout, ETP calculations (Driftdown). Example: EF1=120 or EM1=300
or
Millibars
(EM1)
EF1=
EM1=
ex. EF1=120
ex. EM1=300
ETP 1LE Hold Time
(EH1)
Similar to EH and EX parameters except that it is applicable to the one engineout, low-level scenario (Driftdown). Example: EH1=120 or EX1=2250
or
ETP 1LE Reserve Fuel
(EX1)
EH1=
EX1=
ex. EH1=12
ex. EX1=2250
727
Table 26-13
Parameter
Description
(EC2)
EC2=
ex. EC2=330
ex. EC2=M76
NOTE The aircrafts generic record must include cruise table data for ETOPS
and Driftdown. Long Range Cruise data for one engine-out (1LE) and two engineout (2LE) scenarios is loaded in the generic record as appropriate for the aircraft
type. Additional table data can be loaded in the generic record upon request.
(ECA2)
See ECA parameter.Typically, the default airspeed is 2LE (two less engine
LRC). Change this parameter only if 2LE is not preferred. Example: 290
ECA2=
ex. ECA2=290
ETP 2LE Cruise Mode
(Anti-Ice Off)
(ECN2)
See ECN parameter. Typically, the default airspeed is 2LE (two less engine
LRC). Change this parameter only if 2LE is not preferred. Example: 310
ECN2=
ex. ECN2=310
ETP 2LE Descent (Anti-Ice
On)
(EDA2)
See EDA1 parameter. Typically, the default airspeed is 2LE (two less engine
LRC). Change this parameter only if 2LE is not preferred. Example: 290
EDA2=
ex. EDA2=290
ETP 2LE Descent (Anti-Ice
Off)
(EDN2)
See EDN1 parameter. Typically, the default airspeed is 2LE (two less engine
LRC). Change this parameter only if 2LE is not preferred. Example: 290
EDN2=
ex. EDN2=290
ETP 2LE True Airspeed
(EA2)
EA2=
ex. EA2=390
728
Table 26-13
Parameter
Description
(EM2)
or
Similar to EM and EF parameters except that it is applicable to the two engineout, low-level scenario (Driftdown).
(EF2)
EM2=
EF2=
ex. EM2=500
ex. EF2=100
ETP 2LE Hold Time
(EH2)
or
Similar to EH and EX parameters except that it is applicable to the two engineout scenario (Driftdown).
(EX2)
EH2=
EX2=
ex. EH2=20
ex. EX2=2800
Medical ETP Hold Time
(EH3)
or
Medical ETP Reserve Fuel
(EX3)
EH3=
EX3=
ex. EX3=3000
NOTE The database must be activated before any of your parameter values
become applicable in a flight plan. To activate the ETOPS Database, set the EP
parameter in the Miscellaneous section of the CADB to (Y)es.
729
If the ETOPS Database is not activated, the analysis calculations become limited to generic
performance factors or whatever methodology is tied to your User ID or format. If your
aircraft has no generic ETOPS information, then you receive no ETOPS analysis, whether the
option is turned on or not. Once the ETOPS Database is populated (and activated), your inputs
override any stored data found in your aircrafts generic data file.
The parameters in the ETOPS section include flags and factors. Simply put, the flag turns a
feature on or off, and the factor says what to do when it is turned on. The value given to a flag
or factor is coded information. A factor is the formula used in an ETOPS calculation. A flag
activates a particular factor and specifies the situation in which it is applied. Although some
factors are fixed values that do not need the activation of a flag, most have a corresponding
flag. For example, if the anti-ice flag is activated, the corresponding anti-ice factor is
calculatedfor example, .05 x (cruise fuel + descent fuel + hold fuel).
The following tables list the CADB ETOPS parameters and the flags and factors that affect
them.
NOTE See the ETOPS Users Guide for more information on these parameters.
Click the User Manuals link on the JetPlan.com home page to access the ETOPS
Users Guide and other manuals.
For information on ETOPS II, contact your Jeppesen account manager.
Table 26-14
Parameter
Description
Use ETOPS
When set to Yes, JetPlan calculates ETOPS performance data based on the
parameter settings in the ETOPS section of the CADB. Otherwise,
calculations are based on the generic aircraft information or hard-coded ETOPS
methodology tied to a specific format. The default input value is No.
(ED)
ED or ED=
ex. ED=Y
730
Table 26-14
Parameter
Description
NOTE In ETOPS II plans only, this parameter has been replaced by the
Scenario Options parameters in the Flight Brief Database. See the Flight Brief
Database chapter in the JetPlan User Manual or the Flight Brief Database Help
topic on JetPlan.com.
(CS)
CS or CS=
ex. CS=1
Must be used in combination with the CE flag. Together, CS and CE allow you
to specify which of the ETOPS critical fuel scenarios the system computes: AllEngine Depressurized or Engine-out Depressurized or both. The CE and CS
parameters must be set to either 1 or 2, or an error occurs.
Set the CS and CE parameters in the following manner to include the specific
cruise modes in the ETOPS calculation:
CS=1 and CE=2 Applies All-Engine Depressurized and Engine-out
Depressurized
CS=1 and CE=1 Applies All-Engine Depressurized only
CS=2 and CE=2 Applies Engine-out Depressurized only
NOTE In ETOPS II plans only, this parameter has been replaced by the
Scenario Options parameters in the Flight Brief Database. See the Flight Brief
Database chapter in the JetPlan User Manual or the Flight Brief Database Help
topic on JetPlan.com.
Must be used in combination with the Cruise Mode Begin (CS) flag. Together,
CS and CE allow you to specify which of the ETOPS critical fuel scenarios the
system computes: All-Engine Depressurized or Engine-out Depressurized or
both. The CE and CS parameters must be set to either 1 or 2, or an error occurs.
See the Cruise Mode Begin Flag (CS) above for examples of how to set the CS
and CE parameters.
Allows you to specify the aircrafts approved ETOPS duration time. It can also
be used as an EU-OPS compliance parameter. The input value must be a time
entry, in minutes (up to 3 digits). Example: 180
ex. ET=180
Icing TEMP Threshold
(IT)
IT or IT=
ex. IT=-3
Allows you to specify a temperature that defines the threshold where anti-ice
performance calculations begin in an ETOPS flight plan. Example: -3
When temperatures encountered in the flight plan are at or above the IT value,
anti-ice calculations are applied (if defined). When temperatures dip below the
IT value, ice drag calculations are applied (if defined).
To calculate both AI and ID, set AI=5CEI (percentage) or 1CEI (whole
number).
NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based
Icing Penalty parameter in the Flight Brief Database is set to On. For more
information, see the Flight Brief Database Help topic on JetPlan.com.
731
Table 26-14
Parameter
Description
Defines the application of the ice drag factor. The flag input value depends on
how you want to apply the ice drag factor.
(ID)
ID or ID=
ex. ID=1CEI
Input value: Up to five alphanumeric characters. Enter the predefined flag code
followed by the situation code(s). Example: 1CEI
NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based
Icing Penalty parameter in the Flight Brief Database is set to On. For more
information, see the Flight Brief Database Help topic on JetPlan.com.
Anti-Ice Flag
(AI)
AI or AI=
ex. AI=1CEN
Defines the application of the anti-ice factor (the formula defined by the AL or
AE parameter). The flag input value depends on how you want to apply the
anti-ice factor.
1 = whole number
5 = percentage
Input value: Up to five alphanumeric characters. Enter the predefined flag code
followed by the situation code(s). Example: 1CEN
NOTE The value of this parameter is used in the calculation of a temperaturebased icing penalty in certain ETOPS II flight plans when the Temperature-Based
Icing Penalty parameter in the Flight Brief Database is set to On. For more
information, see the Flight Brief Database Help topic on JetPlan.com.
(IL)
Defines the calculation used to determine the fuel calculation for ice drag in an
all-engine, low-level ETOPS plan.
IL or IL=
ex. IL=P1600CDHM
The factor input value depends on how you want to calculate ice drag fuel.
Enter an actual fuel burn value or percentage rate followed by the application
code(s). Example: P1600CDHM
(AL)
Defines the calculation used to determine the fuel calculation for anti-ice
operations in an all-engine, low-level ETOPS plan.
AL or AL=
ex. AL=P1000CDHM
The factor input value depends on how you want to calculate anti-ice fuel. Enter
an actual fuel burn value or percentage rate followed by the application code(s).
Example: P1000CDHM
(IE)
Defines the calculation used to determine the fuel calculation for ice drag in a
one engine-out, low-level ETOPS plan.
IE or IE=
ex. IE=P1700CDHM
732
The factor input value depends on how you want to calculate ice drag fuel.
Enter an actual fuel burn value or percentage rate followed by the application
code(s). Example: P1700CDHM
Table 26-14
Parameter
Description
(AE)
Defines the calculation used to determine the fuel calculation for anti-ice
operations in a one engine-out, low-level ETOPS plan.
AE or AE=
ex. AE=P1200CDHM
The factor input value depends on how you want to calculate anti-ice fuel. Enter
an actual fuel burn value or percentage rate followed by the application code(s).
Example: P1200CDHM
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
(IEP)
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
Defines the application of the conservatism factor (the formula defined by the
CV parameter). The flag input value depends on how you want to apply the
conservatism factor. Enter the predefined flag code followed by the situational
code(s). Example: 2CE
Allows you to define the critical time for the ETOPS area. The value is used in
the conservatism fuel calculation and can be applied to the APU burn
calculation as well. Format specific. The input value is a time entry, in minutes.
Example: 120
Defines the formula used to determine the fuel calculation for conservatism in
an ETOPS plan. The factor input value depends on how you want to calculate
conservatism fuel. Enter an actual fuel burn value or percentage rate followed
by the application code(s). Example: P1000CDHM
Defines the formula used in the conservatism time calculation. Format specific.
The factor input value depends on how you want to calculate conservatism
time. Example: P1000CDAI
ex. TR=P1000CDAI
733
Table 26-14
Parameter
Description
Defines the application of the cruise distance factor (the formula defined by the
CD parameter). The flag input value depends on how you want to apply the
cruise distance factor. Enter the predefined flag code followed by the initial
descent distance. Example: 1D20
(CZ)
CZ or CZ=
ex. CZ=1D20
Missed Approach Flag
(ML)
ML or ML=
ex. ML=1
Cruise Distance Factor
(CD)
CD or CD=
ex. CD=20CD
Missed Approach Burn
(MB)
Defines the application of the missed approach (MAP) fuel burn. The flag input
value is either 1 or 0, with 1 activating the missed approach burn factor (MB).
Example: 1
In JetPlan.com, the input value is On or Off.
Allows the inclusion of additional mileage to the cruise distance calculations.
The factor input value depends on how you want to calculate cruise distance.
Enter a distance (nm) to be added, followed by other inclusion code(s).
Example: 20CD
Allows you to specify a missed approach fuel burn amount. The input value is
an amount of fuel, in pounds or kilograms. Example: 2500
MB or MB=
ex. MB=2500
Auxiliary Power Unit Flag
(AP)
AP or AP=
Defines the application of the auxiliary power unit (APU) fuel burn. The flag
input value depends on how you want to apply the APU burn factor (AU). Enter
the predefined flag code followed by the situation code(s). Example: 1CE
ex. AP=1CE
(HL)
Defines the application of the hold fuel burn. In JetPlan.com, when this option
is selected, the Hold Burn text box appears.
Hold Flag
HL=0 (Ignore)
734
Table 26-14
Parameter
Description
NOTE This parameter is not used with ETOPS II flight plan options. For ETOPS
II, see the APU Loaded Pressurized (Driftdown) parameter (AY) below. Contact
your Jeppesen account manager for more information.
(AU)
AU or AU=
ex. AU=320CDH
APU Unloaded
Depressurized (AZ)
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
This parameter is used to calculate the All Engine Depressurized critical fuel
scenario for aircraft that do not require the APU to be running while in ETOPS
airspace. This parameter is populated with the unloaded APU burn rate at
FL100. The burn rate is a percent or pounds/kilograms per hour value.
Input values: The burn rate in percent or in lbs/kgs hour. Enter a percentage
multiplier or an integer followed by the divert special flag code(s). Example:
380CDH
ISA Deviation Flag
(IS)
IS or IS=
Defines the application of the ISA deviation fuel burn. The flag input value
depends on how you want to apply the ISA deviation burn factor (IB). Enter the
predefined flag code followed by the situation code(s). Example: 1CE
ex. IS=1CE
APU Loaded Pressurized
(Driftdown)
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
(AY)
This parameter is used to calculate the Engine Out Pressurized and Engine-Out
Depressurized critical fuel scenario for aircraft that require the APU to be
running while in ETOPS airspace. This parameter is populated with the loaded
burn rate of the APU at a nominal driftdown flight level. The burn rate is a
percent or pounds/kilograms per hour value.
Input value: The burn rate in percent or in lbs/kgs hour. Enter percentage
multiplier or an integer or followed by the divert special flag code(s). Up to 16
alphanumeric characters are allowed.
Defines the formula used to determine the fuel calculation for ISA deviation.
The factor input value depends on how you want to calculate ISA deviation
fuel. Enter an integer or percentage multiplier followed by the divert phase of
flight code(s). Example: P300CDHM
Allows you to define the airspeed used in the Earliest Arrival Time calculation.
The calculation applies to the determination of the forward divert (ETP)
airports weather suitability. Example: 465
NOTE Use of this parameter is limited to specific customers.
735
Table 26-14
Parameter
Description
Allows you to define the airspeed used in the Latest Arrival Time calculation.
The calculation applies to the determination of the backward divert (ETP)
airports weather suitability. Example: 363
(ES2)
ES2 or ES2=
ex. ES2=363
Allows you to define a fast speed altitude that corresponds to the Early Arrival
TAS and allows for more accurate weather sampling.
(ESA1)
Allows you to define a slow speed altitude that corresponds to the Late Arrival
TAS and allows for more accurate weather sampling.
Default value: 100
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
(FS)
Allows you to specify the amount of cargo fire suppression time that is used by
JetPlan to compute the time limited system compliance times for ETOPS flights
greater than 180 minutes.
NOTE This parameter is used only with ETOPS II flight plan options. Contact
your Jeppesen account manager for more information.
(OS)
Allows you to specify the amount of fire suppression time other than cargo fire
suppression that is used by JetPlan to compute the time limited system
compliance times for ETOPS flights greater than 180 minutes.
Defines the flight segments from which diversion time is determined. The flag
input value depends on how you want to calculate divert time. Enter the
predefined flag code followed by the situational code(s). Example: 1CDH
(DV)
DV or DV=
ex. DV=1CDH
(PF)
Allows you to apply a performance bias when Hold and Missed Approach fuels
are calculated. The input value is 1 (on) or 2 (off). Example: 1
PF or PF=
ex. PF=1
736
a particular situation exists (for exampleapply the formula during the LRC segment of the
ETOPS calculation, or apply when icing is present). Lastly, there are some special codes that
apply only to particular controls. All of the flag codes are shown in the tables below.
Code
Definition
0 (off)
This code implies no application; this feature is turned off. For example, if the Ice Drag
Flag is set to 0, no fuel burn computations are performed for this particular control
parameter, whether you have a formula stored in the Ice Drag Factor parameter or not.
1 (on)
This code is used if you want to activate the corresponding factor (formula). For example, if
the Cruise Flag is set to 1, then the corresponding Cruise Factor is calculated and added to
the ETOPS analysis. When a flag is turned on, the calculation made depends on the
formula you set in the corresponding factor field.
NOTE The following are special applications of the flag code 1:
- A Hold Flag set to 1 indicates that the Hold Value is a time entry.
- An ISA Flag set to 1 instructs JetPlan to add the ISA deviation burn (factor) for every 10
degrees of temperature increase above Standard ISA temperature.
2 (on)
The flag code 2 applies only to certain controls. A Hold Flag set to 2 indicates that the Hold
Value is a weight entry. An ISA Flag set to 2 instructs JetPlan to add the ISA deviation burn
(factor) for every 5 degrees of temperature increase above Standard ISA temperature.
737
Code
Definition
This code instructs JetPlan to apply the factor (formula) to the LRC segment of the ETOPS
analysis.
NOTE This code is used only with ETOPS II flight plan options. For more information,
contact your Jeppesen account manager.
This code instructs JetPlan to apply the factor (formula) to the engine-out pressurized
(driftdown) segment of the ETOPS analysis.
For example, adding the D code to the Auxiliary Power Unit Flag (AP) parameter indicates
that the APU burn is computed for the engine-out pressurized (driftdown) segment.
Example: AP=1CED
E
This code instructs JetPlan to apply the factor (formula) to the 1LE segment of the ETOPS
analysis.
This code instructs JetPlan to apply the factor (formula) to the ETOPS analysis when icing
is present.
This code instructs JetPlan to apply the factor (formula) to the ETOPS analysis when icing
is not present.
NOTE If neither I nor N is specified, JetPlan applies both the ice drag and anti-ice
penalties simultaneously.
Cruise Flag
The Cruise Flag has an initial descent distance code, D which allows you to set the
distance, in nautical miles, to the initial descent point (for example, D20 indicates an initial
descent distance of 20 nautical miles).
738
Table 26-17
Flag
Divert Flag
Example:
ID=1C Demonstrates the combining of code parameters with an ETOPS Database flag. The
number 1 activates the factor formula, and the letter C applies the formula to the LRC
segment of the divert.
Code
Definition
Integer multiplier input. This value, when combined with the codes for the fuel burn phases
of flight (for example, cruise, descent, hold, and so on shown below in this table) is
multiplied by the calculated fuel burns to provide a fuel pad total for the flag entered.
For example, if you enter an Ice Drag LRC Factor of 2CDH, the calculated fuels for the
cruise, descent and hold (CDH) phases of the divert are doubled (CDH x 2) to provide the
fuel burn total for the Ice Drag Factor. The multiplier you enter needs to be a rather small
number, because the product fuel burn you produce can be a number so large as to exceed
the capabilities of the aircraft (the error needs more burnable fuel results).
739
Table 26-18
Code
Definition
Pxxx
Percentage multiplier input. This value works in the same manner as the integer multiplier
explained above. However, in this case you are taking a percentage of the calculated fuel
burns.
For example, if you enter an Ice Drag LRC Factor of P1000CDH, the calculated fuels for the
cruise, descent, and hold phases of the divert are multiplied by 10% (CDH x .10) to provide
the fuel burn total for the Ice Drag Factor.
NOTE The percentage you wish to enter is multiplied by 100 to arrive at your input (for
example, 5% is entered as P500).
Using this code includes the cruise fuel burn from the divert as part of the calculation. As
one of the elements that can be applied to the factor formula, this code is used in conjunction
with the integer or percentage multiplier.
D, D(/2)
Using this code includes the descent fuel burn from the divert as part of the calculation. As
one of the elements that can be applied to the factor formula, this code is used in conjunction
with the integer or percentage multiplier. The D(/2) entry halves the descent fuel in the
calculation.
H, H(xxx),
H(*2)
Using this code includes the hold fuel burn from the divert as part of the calculation. As one
of the elements that can be applied to the factor formula, this code is used in conjunction
with the integer or percentage multiplier. The H(xxx) entry sets the value of the hold fuel to
the number enteredfor example, H(100) sets the hold fuel to 100 lbs/kgs. The H(*2) entry
doubles the hold fuel.
Using this code includes the missed approach (MAP) fuel burn from the divert as part of the
calculation. As one of the elements that can be applied to the factor formula, this code is
used in conjunction with the integer or percentage multiplier.
Using this code includes the auxiliary power unit (APU) fuel burn from the divert as part of
the calculation. As one of the elements that can be applied to the factor formula, this code is
used in conjunction with the integer or percentage multiplier.
Using this code includes the conservatism fuel burn from the divert as part of the
calculation. As one of the elements that can be applied to the factor formula, this code is
used in conjunction with the integer or percentage multiplier.
Using this code includes the anti-ice fuel burn from the divert as part of the calculation. As
one of the elements that can be applied to the factor formula, this code is used in conjunction
with the integer or percentage multiplier.
Using this code includes the ice drag fuel burn from the divert as part of the calculation. As
one of the elements that can be applied to the factor formula, this code is used in conjunction
with the integer or percentage multiplier.
Examples:
IL=P200CD Ice Drag LRC Factor. This factor calculates a fuel total based
on the product of 2% (P200) of the cruise (C) and descent (D) fuel figures
from the divert fuel totals.
740
IE=2DMA Ice Drag 1LE Factor. This factor calculates a fuel total based
on the product of 2 times the descent (D), MAP (M) and APU (A) fuel
figures from the divert fuel totals.
AL=P100CDH(/2)MAT Anti-Ice LRC Factor. This factor calculates a fuel
total based on the product of 1% (P100) of the cruise (C), descent (D), half
of the hold (H(/2)), MAP (M), APU (A), and anti-ice (T) fuel figures from
the divert fuel totals.
The following tables list the codes for the other factors individually. Some codes are the same
as above, and others differ from factor to factor. Examples are provided after each table.
Table 26-19
Code
Definition
xx
Pxxx
Using this code includes the cruise time for the divert as part of the calculation.
Using this code includes the descent time for the divert as part of the calculation.
H(xx)
Using this code includes the hold time for the divert as part of the calculation (for example,
H(15) sets the hold time to 15 minutes).
Example:
5CD APU burn is 5 times the cruise and descent time values.
Table 26-20
Code
Definition
xxx
Enter the MAP burn value, in pounds or kilos (for example, the entry 150 sets the MAP burn
value to 150 lbs/kgs).
Example:
150 MAP burn is 150 lbs/kgs.
Table 26-21
Code
Definition
xxx
Enter the hold burn value. This is a fuel weight entry (lbs/kgs) when the Hold Flag is set to
2, and a time entry (minutes) when the Hold Flag is set to 1.
741
Examples:
500 Hold burn is set to 500 lbs/kgs when Hold Flag is set to 2.
15 Hold burn is set to 15 minutes when Hold Flag is set to 1.
Table 26-22
Code
Definition
xx
This input includes the great circle (GC) distance to the cruise distance.
This input subtracts the descent distance from the cruise distance.
H(xx)
Using this code includes the hold time from the divert as part of the calculation (for
example, H(15) sets the hold time to 15 minutes).
Example:
20CD Add 20nm to the cruise distance, plus the great circle distance (C), minus the descent
distance (D).
742
NOTE Parameters within the Driftdown section apply to Mountain Driftdown, not
Basic (Overwater) Driftdown (DRFT and DRFTX). Application is limited to those
customers that use the Mountain Driftdown feature.
Table 26-23
Parameter
Description
NOTE If you are using the JetPlan command-line interface, all Driftdown parameter entries must include an
equal sign (=) between the parameter code and the input value.
Driftdown-Climbout
Engine Out Climbout AntiIce On
(D11)
D11=
ex. D11=1LE
Engine Out Climbout AntiIce Off
(D12)
D12=
ex. D12=1LE
Engine Out Cruise Anti-Ice
On
(D13)
D13=
ex. D13=1LE
Engine Out Cruise Anti-Ice
Off
(D14)
D14=
ex. D14=1LE
743
Table 26-23
Parameter
Description
(D15)
D15=
ex. D15=3DO
Driftdown Descent Anti-Ice
Off
(D16)
D16=
ex. D16=3DF
Allows you to set a divert descent airspeed for the climbout portion of the flight
under an engine-out, anti-ice on, driftdown scenario.
The input value is the name of the table data available for the aircraft. Example:
3DO
Scenario: Engine-out, anti-ice off
Allows you to set a divert descent airspeed for the climbout portion of the flight
under an engine-out, anti-ice off, driftdown scenario.
The input value is the name of the table data available for the aircraft. Example:
3DF
ex. D24=1LE
Driftdown Descent Anti-Ice
On
(D25)
D25=
ex. D25=3DO
744
Table 26-23
Parameter
Description
(D26)
D26=
Allows you to set a divert descent airspeed for the enroute portion of the flight
under an engine-out, anti-ice off, driftdown scenario. The input value is the
name of the table data available for the aircraft. Example: 3DF
ex. D26=3DF
Defaults
Takeoff Fuel Burn
(D31)
D31=
Allows you to define the fuel burned while maneuvering from rotation to
touchdown at the divert airport. The input value is a fuel amount, in pounds or
kilograms. Example: 500
ex. D31=500
Takeoff Time
(D32)
D32=
Allows you to define the time spent while maneuvering from rotation to
touchdown at the divert airport. The input value is a length of time, in minutes.
Example: 10
ex. D32=10
Takeoff Distance
(D33)
Allows you to define a specific takeoff distance. The input value is a distance,
in nautical miles. Example: 12
D33=
ex. D33=12
Approach Fuel Burn
(D34)
D34=
Allows you to define the fuel burned while maneuvering from overhead the
divert airport to touchdown. The input value is a fuel amount, in pounds or
kilograms. Example: 1000
ex. D34=1000
Approach Time
(D35)
D35=
Allows you to define the time spent while maneuvering from decision point to
touchdown at the divert airport. The input value is a length of time, in minutes.
Example: 5
ex. D35=5
Landing Table
(D36)
D36=
Allows you to define the table used to supply airspeed schedules. The input
value is a record name. The name may not exceed 8 characters. Example:
filename
ex. D36=filename
Temperature Threshold
(D41)
D41=
ex. D41=5
745
Table 26-23
Parameter
Description
Driftdown Bias
Allows you to set a driftdown bias for engine-out operations. The input value is
a percentage bias entry (for example, 16.9 = 16.9%). Example: 10.2
(D42)
D42=
ex. D42=10.2
Parameter
Description
POD Biases
(DB)
Allows you to bias the departure (POD) for fuel, time, and distance. Each factor
can be set individually or in combination.
DB or DB=
Input values:
ex. DB500,9,50
Fuel in pounds
ex. DB=500,0,0
Time in minutes
or
DBF
DBT
DBD
ex. DBT9,DBF500,
DBD50
ex. DBT=9,DBF=500
(DBQ)
When set to Yes, allows you to defer departure bias inputs until the time the
flight plan is created.
DBQ or DBQ=
ex. DBQ=Y
746
Table 26-24
Parameter
Description
POA Biases
(AB)
Allows you to bias the arrival (POA) for fuel, time, and distance. Each factor
can be set individually or in combination.
AB or AB=
Input values:
ex. AB=300,0,25
Fuel in pounds
or
Time in minutes
ABF or ABF=
ABT or ABT=
ABD or ABD=
ex. ABF300,ABT8,ABD25
ex. ABT=10,ABF=500
(ABQ)
When set to Yes, allows you to defer arrival bias inputs until the time the flight
plan is created.
ABQ or ABQ=
ex. ABQ=Y
Altimeter Bias
(B11)
B11=
ex. B11=200
Allows you to define a bias adjustment for an altimeter that has a slight
deviation in its display.
Input value: The known difference, in feet, between the aircrafts instrument
reading and the actual reading. Example: 200
NOTE Use of this parameter is limited to specific customers.
Airspeed Bias
(B12)
B12=
ex. B12=20
Allows you to define a bias adjustment for an airspeed indicator that has a slight
deviation in its display.
Input value: The known difference, in knots, between the aircrafts airspeed
indicator reading and the actual reading. Example: 20.
NOTE Use of this parameter is limited to specific customers.
Allows you to define a bias adjustment for a fuel gauge that has a slight
deviation in its display.
Input value: The known difference, in pounds, between the aircrafts fuel gauge
reading and the actual reading. Example: 2400
NOTE Use of this parameter is limited to specific customers.
Allows you to define a bias adjustment for last minute additions in passengers
and cargo for flights that are less than 800 nautical miles.
(PO)
P0=
ex. P0=7500
747
Table 26-24
Parameter
Description
Allows you to define a bias adjustment for last minute additions in passengers
and cargo for flights that are more than 800 nautical miles.
(P8)
P8=
ex. P8=1000
748
How the CADB Supports the ICAO 2012 Filed Flight Plan
Format
The ICAO 2012 Certification and Equipment section in the CADB contains data elements
that support the changes implemented for ICAO 2012 flight plan filings. These changes and
the new CADB parameters are summarized in the following paragraphs. For detailed
definitions and input values, see CADB Record: ICAO 2012 Section on page 755.
New Item 10a/b
EQUIPMENT
Parameter (NC2)
and Codes
R - PBN Certified
Parameter
New or Revised
Item 18 Indicators
and Definitions
749
750
If Item 18 PBN/
entry includes
any/all of these:
GNSS
DME/DME
VOR/DME
B1, B4
OD or SD
INS
B1, B5
DME/DME/IRU
DI
LORAN
B6
751
MEL Database
752
See Reducing the Likelihood of Flight Plan Rejects on page 753 and
individual parameter definitions in CADB Parameters: ICAO 2012
Certification and Equipment Section on page 749 for important notes and
cautions.
753
IMPORTANT The table in this section provides high-level information. For detailed
information on ICAO 2012 changes, requirements, and data, see the Procedures for
Air Navigation Services Air Traffic Management, Fifteenth Edition (PANS-ATM,
DOC 4444).
See also How the CADB Supports the ICAO 2012 Filed Flight Plan Format on
page 749 and Reducing the Likelihood of Flight Plan Rejects on page 753.
The following table lists the parameters in the ICAO 2012 Certification and Equipment
section of the CADB. As you perform database tasks, consult this table for information.
754
Table 26-26
Parameter
Description
10a Equipment
NOTE The values for 10a
Equipment and for 10b
Surveillance Equipment
together constitute the value
of the NC2 parameter in the
Aircraft record.
Allows you to add ICAO 2012 codes for Item 10a/ to the aircraft record. 10a
codes are for radio communication (COM) equipment, navigation (NAV)
equipment, and approach aids. You can make multiple selections on the
Change ICAO 2012 in Aircraft Record page. JetPlan inserts your selected
10a codes as a single, concatenated string before the / indicator in Item 10a/b
EQUIPMENT on the flight plan filing strip.
Example:
ABCDHJ2KM2RT/CHU2
Input options:
N - No Std Equip
Indicates that no COM/NAV/approach aid equipment for the route to be flown
is carried or that the equipment is unserviceable. If you select N - No Std Equip,
none of the 10a Equipment codes are available for selection on the CADB
ICAO 2012 page. Code N is automatically inserted into Item 10a on the filing
strip.
755
Table 26-26
Parameter
10a Equipment (continued)
756
Table 26-26
Parameter
10a Equipment (continued)
D - DME
NOTE D is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See Links Between Item 18 PBN/ and Item 10a on page 751.
H - HF RTF
I - Inertial Navigation
NOTE I is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See New links between Item 10a/b and Item 18 on page 750.
757
Table 26-26
Parameter
10a Equipment (continued)
T - TACAN
U - UHF RTF
V - VHF RTF
NOTE V - VHF RTF is selected by default if you have chosen S - Standard
Equip for the 10a Equipment parameter.
758
Table 26-26
Parameter
10a Equipment (continued)
Item 18 COM/
(I3)
759
Table 26-26
Parameter
Description
Item 18 DAT/
Allows you to specify additional data applications or capabilities for the aircraft
that are not covered by the codes for Item 10a.
(I4)
Item 18 NAV/
Navigation equipment
Significant data related to navigation equipment, other than specified in PBN/
as required by the appropriate ATS authority.
This field is automatically populated from the Other Equipment (OE) parameter
in the ATS Plan section of the CADB. See CADB Parameters: ATS Plan
Section on page 719. See also Z - Other Equipment Carried above.
If a Z is in Item 10a, the other equipment or other capabilities must be
specified in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. When
G is in Item 10a, additional types of external augmentation, if any, can be
specified in Item 18 following NAV/ and separated by a space. See New links
between Item 10a/b and Item 18 on page 750.
R - PBN Certified
NOTE See also the definition for the RNP Certified parameter above.
(I1)
Allows you to indicate whether or not the aircraft has Performance Based
Navigation (PBN) capabilities. When you select Yes, JetPlan automatically
inserts an R before the / indicator in item 10a/b EQUIPMENT on the flight
plan filing strip.
In addition, when the PBN Certified parameter is set to Yes, the PBN levels
must be specified after the PBN/ indicator in Item 18. Otherwise, the flight plan
may be rejected. See Item 18 PBN/ below and New links between Item
10a/b and Item 18 on page 750. See the Performance-Based Navigation
Manual (ICAO Doc 9613) for guidance on application of PBN levels.
Input options: Yes/No
NOTE The application of a degradation to PBN certification in the ICAO 2012
section of the MEL Database overrides the R - PBN Certified value in the CADB
and removes the R designator from Item 10a in the ICAO filing strip. For more
information, see the Help topic for the MEL Database in JetPlan.com or
Minimum Equipment Database chapter in the JetPlan User Manual.
760
Table 26-26
Parameter
Description
Item 18 PBN/
IMPORTANT When the PBN Certified (I1) parameter is set to Yes in the
aircraft record, the PBN levels must also be specified in the PBN/ indicator in
Item 18. Otherwise, the flight plan may be rejected. See New links between Item
10a/b and Item 18 on page 750.
(I2)
IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the
PBN/ indicator. If the allowed maximum (currently eight codes) is exceeded, your
flight plans may be rejected.
Input value: Item 18 PBN/ input options are restricted to a total of eight codes
(16 characters) from the following lists of RNAV and RNP Certification codes.
PBN/ RNAV Specification Codes:
A1 - RNAV 10 (RNP 10)
B1 - RNAV 5 All Permitted Sensors
NOTE ICAO guidance indicates usage of B1 is acceptable even when you have
all sensors except LORANC.
B2 - RNAV 5 GNSS
B3 - RNAV 5 DME/DME
B4 - RNAV 5 VOR/DME
B5 - RNAV 5 INS or IRS
B6 - RNAV 5 LORANC
C1 - RNAV 2 All Permitted Sensors
C2 - RNAV 2 GNSS
C3 - RNAV 2 DME/DME
761
Table 26-26
Parameter
Item 18 PBN/ (continued)
10b Surveillance
Equipment
NOTE The values for 10a
Equipment and 10b
Surveillance Equipment
together constitute the value
of the NC2 parameter in the
Aircraft record.
Allows you to add ICAO 2012 codes for Item 10b/ to the aircraft record. 10b
codes are for surveillance equipment and capabilities. You can make multiple
selections. JetPlan inserts your selected 10b codes as a single, concatenated
string after the / indicator in Item 10a/b EQUIPMENT on the flight plan
filing strip.
Example:
ABCDHJ2KM2RT/CHU2
Input options: Item 10b input options are restricted to codes selected from the
following lists of transponder and ADS codes.
NOTE The maximum number of characters allowed by the ICAO for 10b is 20.
762
Table 26-26
Parameter
10b Surveillance
Equipment (continued)
763
Table 26-26
Parameter
Description
Item 18 SUR/
Allows you to enter surveillance applications or capabilities for the aircraft that
are not covered by the codes for Item 10b.
(I5)
Item 18 CODE/
(I6)
Allows you to enter the aircraft address for the aircraft, expressed in the form of
an alphanumerical code of six hexadecimal characters (as prescribed by the
appropriate ATS authority). For example, F00001 is the lowest aircraft address
contained in the specific block administered by ICAO.
Input value: Alphanumeric code of six hexadecimal characters
NOTE Do not use any special characters, including a slash (/) or a hyphen (-)
in any Item18 text. Doing so may result in rejected flight plan filings.
NOTE The application of an override to the Item 18 CODE/ parameter in the
ICAO 2012 section of the MEL Database overrides the Item 18 CODE/ parameter
value in the CADB and removes the output from Item 18 CODE/ in the ICAO filing
strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or the Minimum Equipment List Database chapter in the JetPlan
User Manual.
764
Table 26-26
Parameter
Description
Item 18 PER/
(I7)
Input value: One (1) alphanumeric character only. Permissible values are: A, B,
C, D, E, or H. May be left blank.
NOTE The application of an override to the Item 18 PER/ parameter in the
ICAO 2012 section of the MEL Database overrides the Item 18 PER/ parameter
value in the CADB and removes the output from Item 18 PER/ in the ICAO filing
strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or the Minimum Equipment List Database chapter in the JetPlan
User Manual.
Item 18 STS/
Item 18 Special Handling (STS/) parameters are not included in the ICAO
2012 Certification and Equipment section of the CADB. Instead, Item 18 STS/
values can be stored in a Flight Brief Database record and applied to flight
plans according to filtering criteria you have established in the same record. For
more information, see the Help topic for the Flight Brief Database on
JetPlan.com, or see the Flight Brief Database chapter in the JetPlan User
Manual.
NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO
2012 FPL format when the RVSM parameter in the CADB is set to Exempt.
Item 18 ORGN/
The Item 18 Originator (ORGN/) parameter is not included in the ICAO 2012
Certification and Equipment section of the CADB. Instead, Item 18 ORGN/
values can be stored in a Flight Brief Database record and applied to flight
plans according to filtering criteria you have established in the same record. For
more information, see the Help topic for the Flight Brief Database on
JetPlan.com, or see the Flight Brief Database chapter in the JetPlan User
Manual.
765
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
NOTE Use of the CADB is intended for the customers control and management.
You (the customer or company) can define who, within your organization, manages
the information stored in the CADB. Jeppesen, upon request, can assign extra
passwords specifically intended for database management. Contact your Jeppesen
account manager for more information.
The access command always precedes a function command. Function commands are those
inputs that instruct JetPlan to store, change, delete, or display information in the database. The
CADB function commands are divided into categories: file maintenance and file display.
These categories are listed below with the respective functions.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
CPY Copies the data of one record to another record
REN Renames an existing record
766
File Display
PRI Displays the record
SUM Displays a list of records in the database
NOTE The CADB access command has several more function commands, but
these functions apply to the display of generic aircraft data. For more information see
the Aircraft Type Commands chapter in the JetPlan User Manual.
The records you affect in the database are referenced by record name. Record names are twoto-eight (2-8) character inputs of your choosing.
NOTE You can choose to use the aircraft's registration number (or tail number) as
the aircraft record name. Note, however, that although registration numbers may
exceed eight characters, the aircraft record name cannot.
In most cases, the record name input immediately follows the access code and function
command. One time this is not true is when you first create a new record. In this case, the ID
of the generic aircraft you wish to save as a record in the database must precede the record
name (it is entered between the function command and the record name). Hence, the input
structure of a CADB command that creates a new record has the following syntax:
AC,function command,genericID,filename,parameter 1,parameter
2,parameter 3
In most other cases, the input structure of a CADB command has the syntax:
AC,function command,filename,parameter 1,parameter 2,parameter 3
NOTE
767
CADB Commands
The CADB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
Command
Description
AC,SAV
The SAV function command allows you to create a new record of information for a
particular aircraft in the database. On the Options command line, enter the generic ID of
the aircraft you want to save and the record name (or tail number) under which it is to be
stored. The record name can be from two to eight (2-8) characters in length.
Example:
Explanation: Save the generic record, 747N, to a CADB record named N12345. No
parameters are set with this input.
01 OPTIONS AC,SAV,747N,N12345
You can set any parameter value with the SAV command. You must set the OP
(operational weight) parameter to make use of the aircraft record in a flight plan.
NOTE When setting parameter values in the CADB, you may enter the parameter code
and value as one unit (for example, OP150000) or include an equal sign (=) between the
two (for example, OP=150000). Exceptions to this style variation are three-character and
four-character codes. When entering these parameters (for example, CI1, EDN2, and so
on), you must include the equal sign between the code and the value.
Example:
Explanation: Save the generic record, 747N, to a CADB record named N12345. Set the
operational weight (OP) to 415,000 lbs, the minimum flight weight (MW) to 630,000 lbs,
and turn on the display of the following CADB sections: ETOPS (EP) and Bracket
Modes (BK).
01 OPTIONS AC,SAV,747N,N12345,OP=415000,MW=630000,EP=Y,BK=Y
Once a modification is submitted via the SAV command, JetPlan returns a display of the
entire CADB record, showing the default settings and any new parameter settings you
might have made.
768
Table 26-27
Command
Description
AC,CHG
The CHG function command allows you to modify or update the parameter value settings
in an existing CADB record. The input is similar to the SAV command, except that the
generic ID is no longer needed. You can add new parameter settings to the record, change
existing values, or reset values to zero or their default (original) status. In most cases,
resetting a parameter value to its default state simply requires the input of the parameter
code without a value assignment.
NOTE It is a good practice to include the equal sign when resetting parameters to their
default status because some parameters require it.
Example:
Explanation: Update the CADB record, N12345, by changing the operational weight
(OP) to 414,500 lbs, and resetting the minimum flight weight (MW) to its default state
(zero).
01 OPTIONS AC,CHG,N12345,OP=414500,MW=
IMPORTANT The practice of resetting parameters to their default status does not apply
to certain aircraft weight parameters that have values brought into the record from the
generic record. Resetting one of these parameters (for example, takeoff weight - TO) by
omitting a value input results in a parameter value of zero. This must be avoided at all cost.
These parameters require some positive value that coincides with the physical
characteristics of the aircraft and they are vital to the flight plan calculation process.
Once a modification is submitted via the CHG command, JetPlan returns a display of the
entire CADB record, showing the new or changed values.
AC,CHG,ALL=
You can make global changes to parameter settings by using the ALL= option. This
option allows you to apply modifications across all aircraft in your database by fleet type.
After the CHG command simply enter the option, ALL=xxxx, where xxxx is the generic
ID of the aircraft in your fleet that require the change.
For example, to change a couple of parameters for all 747M aircraft in your database,
simply include the option, ALL=747M, in the CHG command and specify the new
parameter settings.
Example:
Explanation: Set taxi fuel flow (TX) to 7200 lbs, and minimum contingency/reserve time
to 15 minutes for all 747M aircraft in the CADB.
01 OPTIONS AC,CHG,ALL=747M,TX=7200,MT=15
769
Table 26-27
Command
Description
AC,DEL
The DEL function command allows you to delete one or more existing aircraft records
from the CADB.
To delete a single record from the CADB, enter the name of the record you wish to delete
after the AC,DEL command.
Example:
01 OPTIONS AC,DEL,N12345
To delete multiple records from the CADB, enter the names of the record you wish to
delete after the AC,DEL command. Specify each record name and separate each with a
comma.
Example:
01 OPTIONS AC,DEL,N12345,N23456,N34567,and so on
To delete all records in the CADB not used in X number of days, enter the number of
days and append the letter, D (days), after the AC,DEL command.
NOTE When using this option, exercise caution to avoid deleting records unintentionally.
Example:
01 OPTIONS AC,DEL,180D
AC,DEL,$ALL
To delete all records in the CADB, enter the wildcard, $ALL, after the AC,DEL
command.
Example:
01 OPTIONS AC,DEL,$ALL
AC,CPY
The CPY function command allows you to copy the contents (parameter settings) of one
CADB record into a new CADB record. If you try to copy data to an existing record,
JetPlan notifies you that the record already exists.
To copy the parameter settings of one record into a new record, enter the original records
name followed by a newly created name for the previously non-existent record after the
AC,CPY command.
Example:
Explanation: Copy the contents of CADB record, N12345, into the previously nonexistent CADB record, N54321.
01 OPTIONS AC,CPY,N12345,N54321
NOTE Once the new CADB record is created, modify those parameters that differentiate
it from the original record before using it in a flight plan (for example, the registration
number, SELCAL number, and possibly the operating weight).
AC,REN
The REN function command allows you to give an existing CADB record a new record
name.
To rename a record, enter the original records name followed by a new name for the
record after the AC,REN command.
Example:
01 OPTIONS AC,REN,N12345,N99999
770
Command
Description
AC,SUM
The SUM function command allows you to display a summary list of all aircraft records
stored under your ID by record name. Included in the summary is each aircrafts fleet type
(generic ID), the stored registration number (if any), the last save/change date, and the last
used date.
To display a summary of the records in your database, enter the command, SUM, after the
AC command.
Example:
01 OPTIONS AC,SUM
AC,PRI
The PRI function command allows you to print (to screen) all or portions of the data within
a CADB record.
To display the entire contents of a CADB record, enter the aircraft record name after the
AC,PRI command.
Example:
01 OPTIONS AC,PRI,N12345
Each section of an aircraft database record can be displayed individually. Simply include
the section name (or at least the first four characters of the section name) in your print
command input. This feature allows you to review one section without the clutter of the
entire record.
To display an individual section of an aircraft database record, enter the aircraft record
name and the section you want to view after the AC,PRI command.
Example:
Explanation: Display the Weights section of the CADB record, 777.
01 OPTIONS AC,PRI,777,WEIGHTS
Example:
Explanation: Same as previous example except that the section name is abbreviated to the
first four characters.
01 OPTIONS AC,PRI,777,WEIG
Example:
Explanation: Display the Fuels section of the CADB record, 777.
01 OPTIONS AC,PRI,777,FUEL
771
C HAPTER 27
The ACFDB is primarily dedicated to the 12 ETOPS Speed/Cruise Mode (SCM) data sets.
The ETPRRMFL (ETP Range Ring Method Flag) customer preference activates the SCM data
sets as a replacement for a set of Customer Aircraft Database (CADB) parameters that defines
the ETOPS area of operation, equal time point (ETP) location, approved coverage ranges for
ETOPS alternates, and suitability times. The SCM data sets provide ETOPS operators with a
degree of flexibility and control that is not available when only using the CADB parameters.
The advantages of SCM data sets include:
The approval range around alternates is a user-provided distance as opposed
to a speed/time combination. This provides credit in the ETOPS coverage
circles for the extra distance resulting from the driftdown profile that would
be flown after engine loss.
SCM data sets allow ETOPS planning using different diversion speeds in
different regions of the world. For example, in one region, a slower speed
than approved for the aircraft type reduces the fuel required to meet the
ETOPS critical fuel requirement. In another region, the maximum approved
speed eases routing restrictions.
If a Minimum Equipment List (MEL) item results in a restriction on the
approval time for the aircraft, an alternative SCM can be used to plan with a
lower approval time.
SCM data sets allow for testing to determine the aircrafts ETOPS results
using different approval times.
775
As noted above, the SCM data sets are used instead of certain CADB parameters when the
ETPRRMFL preference is set. The following table shows the overlap between the CADB and
the SCM data sets:
Table 27-1
CADB Parameter
ETOPS Approval Time (ET)
Each ETOPS SCM data set is uniquely identified in the database by the combined values of
the ETOPS Diversion Mode Title parameter and the ETOPS Deviation Time parameter (the
approved ETOPS diversion time in minutes). In addition to the ETOPS Range Ring Radius,
each SCM data set also includes corresponding true airspeeds and cruise modes used for ETP
and Critical Fuel Scenario (CFS) calculations.
JetPlan applies the appropriate SCM data to a flight plan using the following logic:
User interfaces capable of doing so can identify an SCM data set to use as an
override to any stored default.
If no user input has been submitted as an override, JetPlan uses the default
SCM data set (if any) defined in the City Pair Fleet Database (CPFDB).
If an SCM data set reference cannot be derived from the CPFDB, JetPlan
uses the default ETOPS SCM data set in the ACFDB.
If the ACFDB does not contain a default SCM data set, JetPlan fails the
flight plan and returns an error.
776
For more information on ETOPS, see the ETOPS Users Guide: 2 Engine Aircraft on the User
Manuals page on JetPlan.com.
NOTE The ACFDB also contains other parameters that are used directly by certain
front-end dispatch software applications such as Jeppesen Dispatch Control. The
JetPlan Engine does not itself access these database parameters; it simply stores
them. For more information, consult the appropriate front-end product documentation
or contact your Jeppesen account manager.
777
Database Parameters
The following table lists the parameters that can be set in the ACFDB. These parameters
appear as options on the ACFDB pages in JetPlan.com. As you perform database tasks,
consult this table for information.
Table 27-2
Parameter
Description
Fleet Type
NOTE This parameter is used only by certain frontend dispatch software applications. Consult the
dispatch software product documentation or contact
your Jeppesen Account Manager for more information.
CFS
778
Table 27-2
Parameter
Description
SD
NOTE This parameter is used only by certain frontend dispatch software applications. Consult the
dispatch software product documentation or contact
your Jeppesen Account Manager for more information.
NOTE This parameter is used only by certain frontend dispatch software applications. Consult the
dispatch software product documentation or contact
your Jeppesen Account Manager for more information.
MCL
CAS Speed Limit
CSL
779
Table 27-2
Parameter
Description
TSL
MMO Margin
MMOM
BMJAR
Buffet Margin FAR
BMFAR
780
Table 27-2
Parameter
Description
TMBA
Rate of Climb with Max Climb Thrust
RCMCL
TECON
781
Table 27-2
Parameter
Description
OSRO
Sets the fixed cost for the cockpit crew for on-time
arrivals.
ex. OSRO=2,000
Sets the fixed cost for the cockpit crew for late
arrivals.
NCAD
ex. NCAD=3
Cabin Crew Cost On Schedule Rate
OSRA
Sets the fixed cost for the cabin crew for on-time
arrivals.
Sets the fixed cost for the cabin crew for late arrivals.
VSRA
782
Table 27-2
Parameter
Description
General Parameters
Diversion Mode Title
DMT1DMT12
Deviation Time
SD1SD12
Descent Speed
DS1-DS12
783
Table 27-2
Parameter
Description
AR1AR12
784
Table 27-2
Parameter
Description
Cruise Mode
CO1CO12
Final Descent
FO1-FO12
785
Table 27-2
Parameter
Description
Cruise Mode
CA1CA12
Final Descent
FA1-FA12
Cruise Mode
DCO1-DCO12
786
Table 27-2
Parameter
Description
Final Descent
DFO1-DFO12
787
Table 27-2
Parameter
Description
Initial Descent
TID1-TID12
788
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
ADD Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
PRI Displays a record
SUM Displays a list of records in the database
The ACFDB record key element is fleet type. The order of the inputs when working with
ACFDB records must always be: Access command (ACF), function command, fleet type, and
then any desired parameters. The inputs are separated by commas as shown below:
789
NOTE You can include any or all parameters (see Table 27-2) when adding or
changing records in the database. In fact, you can even omit all parameter settings if
you just want to have a record in the database for the airport and fleet type. The
parameter settings for such a record may be addressed at another time using the
CHG function.
ACFDB Commands
The ACFDB function commands are divided into two categories: file maintenance and file
display. These categories are listed below with the respective functions.
Command
Description
ACF,ADD
This command enables you to add a new record of information for a city pair in the ACFDB.
ACF,CHG
ACF,DEL
Description
ACF,PRI
ACF,SUM
This command enables you to view a list of all records in the ACFDB.
790
C HAPTER 28
Generic Airport
Database
793
Database Parameters
The following table lists the parameters that you can set in the Generic Airport Database.
These parameters appear as options on the Change Generic Airport Record page in
JetPlan.com. As you perform database tasks, consult this table for information.
NOTE If you have any questions about locating or recording the data required to
create a generic airport database record, contact your Jeppesen account
representative.
Table 28-1
Parameter
Airport
Description
(Required) This parameter is the airport identifier.
Input value: The four-character ICAO or three-character IATA code for the
airport
Example: KGDM
Area 424
This parameter is the ARINC Area 424 code for the airport.
(A4)
IATA
(AA)
794
Table 28-1
Parameter
Description
Latitude
(LA)
Input value:
Examples:
LA=40000000
- or -
DD equals degrees
LA=-40000000
mm equals minutes
ss equals seconds
00 equals hundredths of seconds
Examples:
40N is 40000000
40S is -40000000
Longitude
(LO)
Input value:
Examples:
LO=102000000
- or -
LO=-013000000
mm equals minutes
ss equals seconds
00 equals hundredths of seconds
Examples:
102W is 102000000
130E is -013000000
Elevation
(EL)
Magnetic Variation
(MV)
Input value:
Up to three characters, including numbers, a decimal point (if needed),
and a minus sign (if needed).
East values are prefixed by a minus sign (-). Example: -17
Decimal values are supported. Example: 14.0
ARTCC
(AC)
This parameter is the Air Route Traffic Control Center (ARTCC) for the
airport.
Input value: Three alphanumeric characters
Example: ZOA
795
Table 28-1
Parameter
Description
FIR ID
This parameter is the Flight Information Region (FIR) for the airport.
(FI)
UIR ID
This parameter is the Upper Information Region (UIR) for the airport.
(UI)
ICAO Address
This parameter is the address used for filing ICAO flight plans.
(IA)
Description
(DS)
Longest Runway
(LR)
Com Type
(CT)
This parameter is the airports communication type. The only allowed input is
ATI for ATIS. Can be left blank.
Input value: ATI or blank
Com Frequency
(CF)
Time Zone
(TZ)
City
(CY)
State
This parameter is the code for the state in which the airport is located.
(ST)
796
Table 28-1
Parameter
Description
Country
This parameter is the code for the country in which the airport is located.
(CO)
797
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Adds a record to the database
CHG Modifies an existing record
DEL Deletes a record from the database
File Display
SUM Displays a list of records in the database
PRI Displays the content of the record
798
The record you affect in the database is referenced by the ICAO or IATA identifier of the
airport. This identifier is the record name, and it is entered after the function command so that
the input structure has the following syntax:
CGA,function command,recordname,parameter 1=<x>,parameter
2=<x>,parameter 3=<x>
NOTE As long as the airport identifier is provided, you may include any or all other
parameters (see Database Parameters on page 794) when saving or changing
records in the database. The parameter settings for the record can be added at
another time.
Command
Description
CGA,SAV
The SAV command allows you to create a new record of information for a particular airport
in the database. Specify the airport identifier as the record name and enter any parameter
that you wish to set.
Example:
01 OPTIONS CGA,SAV,MIDA,LA=39450000,LO=105040000,EL=5000
CGA,CHG
The CHG command allows you to modify the parameter settings of an airport record
previously stored in the database. The input is similar to the SAV input. You can add new
parameter settings to the record or change existing values.
Example:
To change the description (DS) and add city and state values to the record, enter:
01 OPTIONS CGA,CHG,KOWD,DS=Norwood Meml,CY=Norwood,ST=MA
CGA,DEL
The DEL command allows you to remove a complete record from the database. To delete a
record, you must explicitly specify the record name.
Example:
01 OPTIONS CGA,DEL,KOWD
799
Command
Description
CGA,SUM
The SUM command instructs JetPlan to display a listing of all generic airports stored under
your ID. This listing includes an explanation of the standard parameters and then shows the
values stored for each of those standard parameters per airport record.
Example:
01 OPTIONS CGA,SUM
CGA,PRI
The PRI command displays the entire contents of a record. You must include the record
name of the record you wish to display.
Example:
01 OPTIONS CGA,PRI,KOWD
800
C HAPTER 29
Customer Airport
Database
803
Database Parameters
The following table lists the parameters in the CAPDB. These parameters appear as options on
the CAPDB pages in JetPlan.com. As you perform database tasks, consult this table for
information.
NOTE Some of the parameters in the CAPDB provide information that may be
displayed in the flight plan output, depending on the flight plan format. For more
information, contact your Jeppesen account representative.
Table 29-1
Parameter
Purpose
General use.
OB
ex. OB=Y
Special Procedures
SP
ex. SP=Y
MISC Parameters
Obstructions
SR
ex. SR=I
804
Table 29-1
Parameter
Description
Purpose
(Approach) Category
Input value: A, B, C, or D
General use.
CA
ex. CA=A
General use.
HT
TI
ex. TI=10
ex. HT=10
TO
ex. TO=8
General use.
This parameter is applied when the
airport is used as a POD.
NOTE This parameter works in
coordination with the TX parameter
(taxi fuel flow) in the Customer
Aircraft Database.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
805
Table 29-1
Parameter
Description
Purpose
General use.
MC
ex. MC=10
806
Table 29-1
Parameter
Description
Purpose
Fuel Parameters
Fuel Price Currency
FC
ex. FC=JPY
Fuel Unit
FU
ex. FU=GAL
Fuel Price
FP
ex. FP=3.50
807
Table 29-1
Parameter
Description
Purpose
LU
Automatic date/time stamp
Bonded Fuel Price
BP
ex. BP=2.80
Example: 6.78
Fuel Index
FI
ex. FI=100
808
Table 29-1
Parameter
Description
Purpose
ETOPS Parameters
See the ETOPS Users Guide: 2-Engine Aircraft on JetPlan.com for more information on ETOPS flight
planning.
ETOPS Early Arrival Delta
E1
ex. E1=90
E2
ex. E2=90
809
Table 29-1
Parameter
Description
Purpose
Used in ETOPS/Overwater
Driftdown flight planning.
ex. E3=90
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
810
Table 29-1
Parameter
Description
Purpose
Precision Approach
811
Table 29-1
Parameter
Description
Purpose
Precision Approach
812
Table 29-1
Parameter
Description
Purpose
Non-Precision Approach
Non-Precision Approach
POA Visibility Minimum
N2
ex. N2=3200F
813
Table 29-1
Parameter
Description
Purpose
Non-Precision Approach
814
Table 29-1
Parameter
Description
Purpose
Non-Precision Approach
815
Table 29-1
Parameter
Description
Purpose
ETOPS Approach
ETOPS Approach
ETOPS Visibility Minimum
EVM
816
Table 29-1
Parameter
Description
Purpose
Week Days
W1-W8
ex. W1=12345
UTC/Local Flag
T1-T8
ex. T1=U
817
Table 29-1
Parameter
Description
Purpose
Start Date/Time
DS1-DS8
ex. DS1=23082007@1300
Input value:
Date in DDMMYYYY
format
Time in HHMM format
End Date/Time
DE1-DE8
ex. DEI=29082007@1300
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
818
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
Table 29-1
Parameter
Description
Purpose
UTC/Local Flag
General use.
CT1-CT4
ex. CT1=L
Week Days
TD1-TD4
UTC/Local Flag
TT1-TT4
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
General use.
General use.
General use.
This parameter provides
information in the flight plan
output. Inclusion in the flight plan
output is format-dependent.
819
Table 29-1
Parameter
Description
Purpose
General use.
General use.
General use.
DF
ex. DF=textinput
(Additional) Company
Frequencies
F1F9
ex. F1=123.45
(Additional) Company Frequency
Descriptions
D1D9
ex. D7=textinput
820
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
SUM Displays a list of records (by name)
PRI Displays the record of the file name (airport) specified
821
The record you affect in the database is referenced by the ICAO or IATA code of the airport.
This code is the file name, and it is entered after the function command so that the input
structure has the following syntax:
AP,function command,filename,parameter 1,parameter 2,parameter 3,and
so on
The following example illustrates the creation of a new record for the airport KLAX. All
parameter inputs are strictly optional. Therefore, the parameters shown are just examples.
EXAMPLE:
01 OPTIONS AP,SAV,KLAX,OB=Y,SP=Y,TI=10,TO=5,CF=123.45
NOTE You can include any or all parameters (see the Database Parameters table
on page 804) when saving or changing records in the database. In fact, you can even
omit all parameter settings if you just want to have a record in the database for the
airport. The parameter settings for such a record can be addressed at another time.
The point is that a record is affected or referenced by the input of the access
command (AP), the function command (for example, SAV), and the file name (Airport
ID).
CAPDB Commands
The CAPDB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
Command
Description
AP,SAV
The SAV command allows you to create a new record of information for a particular airport
in the database. Specify the airport code as the file or record name and enter any parameter
that you wish to set.
Example:
01 OPTIONS AP,SAV,DEN,TI=15,TO=15,FD=6.78
822
Table 29-2
Command
Description
AP,CHG
The CHG command allows you to modify the parameter settings of an airport record
previously stored in the database. The input is similar to the SAV input. You may add new
parameter settings to the record, change setting values, or reset values to their original
(default) state. To reset a particular parameter to its default value, enter the parameter
without a value input.
Example:
To reset the fuel density value that was set in the previous example, enter the following:
01 OPTIONS AP,CHG,DEN,FD
AP,DEL
As shown above, deleting a parameter setting within a record (setting its value to the default
value) requires the omission of the value input for that parameter within a CHG command
entry. The function command DEL allows you to remove a complete record from the
database. To delete a record, you must explicitly specify the record name.
Example:
To delete the record for the Anchorage, Alaska, airport from the database, enter:
01 OPTIONS AP,DEL,PANC
Command
Description
AP,SUM
The SUM command instructs JetPlan to display a listing of all airports stored under your ID.
This listing includes an explanation of the standard parameters and then shows the values
stored for each of those standard parameters per airport record.
NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI),
currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or
SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account
manager for more information.
Example:
To display a summary listing of all stored airports, enter the following
01 OPTIONS AP,SUM
823
Table 29-3
Command
Description
AP,PRI
The PRI command displays the entire contents of a record. You must include the file name
of the record you wish to display.
NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI),
currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or
SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account
manager for more information.
Example:
01 OPTIONS AP,PRI,RJAA
824
C HAPTER 30
827
Database Parameters
The following table lists the parameters that can be set in the CAPFDB. These parameters
appear as options on the CAPFDB pages in JetPlan.com. As you perform database tasks,
consult this table for information.
Table 30-1
Parameter
Description
Airport
Fleet Type
This parameter limits the maximum takeoff weight at a given airport for a
given fleet type. The value entered here limits the setting in the generic
aircraft database or Customer Aircraft Database (CADB). However, this
parameter can be overridden with an ad hoc input on the POD or POA
weight command line.
Defines a weight value maximum, in pounds or kilos, for the key airport
and fleet type.
Input value: Up to seven digits
NOTE Neither this value, nor the ad hoc value, may exceed the lesser of
the generic aircraft or Customer Aircraft Database (CACDB) Maximum
Takeoff Weight (MTOW) value.
This parameter limits the maximum landing weight at a given airport for a
given fleet type. The value functions in a similar manner to the TW
parameter.
Defines a weight value maximum, in pounds or kilos, for the key airport
and fleet type.
Input value: Up to seven digits
NOTE Neither this value, nor the ad hoc value, may exceed the lesser of
the generic aircraft or Customer Aircraft Database (CACDB) Maximum
Landing Weight (MLDW) value.
828
Table 30-1
Parameter
Description
Defines the availability of approach plate material for the key airport.
AP
ex. AP=Y
TO
ex. TO=P
Input values:
Type of Operations
ex. TO=E
NOTE The Ferry In and Ferry Out parameters are used only by certain
front-end dispatch software applications. Contact your Jeppesen account
representative for more information.
NOTE The Ferry In and Ferry Out parameters are used only by certain
front-end dispatch software applications. Contact your Jeppesen account
representative for more information.
829
Table 30-1
Parameter
Description
NCOD
Sets the default cockpit crew count; used when computing total cost if no
crew count is passed in the flight plan request.
ex. NCOD=3
Sets the fixed cost for the cockpit crew for on-time arrivals.
OSRO
ex. OSRO=2,000
Cockpit Crew Cost Over
Schedule
Sets the fixed cost for the cockpit crew for late arrivals.
Input value: Dollars/hour, range=010,000
VSRO
ex. VSRO =3,000
Default Cabin Crew Number
NCAD
Sets the default cabin crew count; used when computing total cost if no
crew count is passed in the flight plan request.
ex. NCAD=3
Sets the fixed cost for the cabin crew for on-time arrivals.
OSRA
Sets the fixed cost for the cabin crew for late arrivals.
Input value: Dollars/hour, range=010,000
VSRA
ex. VSRA =7,500
830
Table 30-1
Parameter
Description
Sets the speed transition altitude. This is the altitude at which the aircraft is:
Accelerated from the transition climb speed limit to the climb
calibrated airspeed (CAS)
- and/or Decelerated from the descent CAS to the transition descent limit.
Input value: 0999
NOTE If RALT=0 (is not set) in the CAPFDB, the system defaults to 100
(10000FT) for Boeing and Airbus aircraft.
Sets the transition climb speed limit (altitude is less than the value of the
RALT parameter).
Input value: 0999 knots
NOTE If RIASC=0 (is not set) in the CAPFDB, the system defaults to 250
knots for Boeing and Airbus aircraft.
Sets the climb Calibrated Airspeed (CAS) (altitude is greater than the value
of the RALT parameter). This is the constant CAS until the MACH number
is equal to the climb speed in MACH at the crossover altitude.
Input value: 0999 knots
Sets the climb speed at the constant MACH number, which is equal to the
cruise MACH number (altitude is greater than the value of the crossover
altitude).
Input value: Mach number in thousands
Example: 780 is expressed as 0.78
Sets the transition descent speed limit (altitude is less than the value of the
RALT parameter).
Input value: 0999 knots
NOTE If RIASD=0 (is not set) in the CAPFDB, the system defaults to 250
knots for Boeing and Airbus aircraft.
Sets the descent constant CAS (altitude is less than the value of the
crossover altitude).
Sets the descent speed at the constant MACH number, which is equal to the
cruise MACH number until the CAS speed is equal to CASD (crossover
altitude).
Input value: Mach number in thousands
Example: 780 is expressed as 0.78
831
Table 30-1
Parameter
Description
This parameter sets a (radius) distance limit to the proximity search for
candidate takeoff alternate airports in the automatic alternate selection
process. The distance is relative to the key airport when used as a POD.
ex. MA=1000
ex. MD=750
ALTL
ex. ALTL=100
Preferred Destination
Alternate Airports (Nos. 18)
A1A8
ex. A1=KXXX
Defines the key airport as available for use as a departure (takeoff) alternate
for the key fleet type.
ex. DA=Y
Enroute Alternate
EA
Defines the key airport as available for use as an enroute alternate for the
key fleet type.
ex. EA=Y
Defines the key airport as available for use as an enroute alternate for
automatic enroute alternate selection. Applies to JAR/EU-OPS only.
Departure Alternate
(JAR/EU Operations
Alternate)
EU
ex. EU=Y
832
Table 30-1
Parameter
Description
Arrival Alternate
AA
Defines the key airport as available for use as a destination alternate for the
key fleet type.
ex. AA=Y
NOTE This parameter is used only with ETOPS 2 flight plan options.
Contact your Jeppesen account manager for more information.
ESU
Defines the airport as acceptable for use in the flight plan as an ETOPS
alternate, typically based on its inclusion in the carrier's operations
specification. To be deemed suitable for inclusion in a flight plan as an
ETOPS alternate, the airport requires the following conditions to be true
between the planned earliest and latest arrival times:
The weather is forecast above minimums.
Field condition reports indicate that a safe landing can be made.
The forecast crosswinds and tailwinds do not exceed certified limits
for the aircraft.
Input value: Y/N
ETOPS Adequate Alternate
EAD
NOTE This parameter is used only with ETOPS 2 flight plan options.
Contact your Jeppesen account manager for more information.
ex. TD=N
Enroute Alternate in
ETOPS/Overwater Driftdown
Operations
ET
ex. ET=N
833
Table 30-1
Parameter
Description
Approach Parameters
POA Ceiling Minimum
Defines the ceiling minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an arrival airport.
P1
ex. P1=350
Precision Approach
POA Visibility Minimum
Defines the visibility minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an arrival airport.
P2
ex. P2=2400F
Precision Approach
Defines the ceiling minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an alternate.
Precision Approach
When the Precision Minima (PMIN) flight plan option is used, this
precision approach parameter is a weather criteria check in the automatic
alternate selection process.
When the PMIN flight plan option is used, JetPlan uses the Precision
Approach Alternate Ceiling Minimum and the Precision Approach
Alternate Visibility Minimum values to check the suitability of alternate
airports. (When the PMIN option is not used, JetPlan uses the more
conservative Non-Precision Approach Alternate Ceiling and Visibility
Minimum values to check suitability of alternates. See the definitions of
those parameters below.)
By default, JetPlan first checks the Airport Fleet database for the Precision
Approach Alternate Ceiling Minimum value. If the value in the Airport
Fleet database is zero, JetPlan gets the value from the Customer Airport
database.
NOTE A customer preference setting allows you to change the database
used as the default source of the Precision Approach Alternate Ceiling
Minimum and Precision Approach Alternate Visibility Minimum values.
Contact your Jeppesen Account Representative for information.
834
Table 30-1
Parameter
Description
Precision Approach
Defines the visibility minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an alternate.
When the Precision Minima (PMIN) flight plan option is used, this
precision approach parameter is a weather criteria check in the automatic
alternate selection process.
When the PMIN flight plan option is used, JetPlan uses the Precision
Approach Alternate Visibility Minimum and the Precision Approach
Alternate Ceiling Minimum values to check the suitability of alternate
airports. (When the PMIN option is not used, JetPlan uses the more
conservative Non-Precision Approach Alternate Ceiling and Visibility
Minimum values to check suitability of alternates. See the definitions of
those parameters below.)
By default, JetPlan first checks the Airport Fleet database for the Precision
Approach Alternate Visibility Minimum value. If the value in the Airport
Fleet database is zero, JetPlan gets the value from the Customer Airport
database.
NOTE A customer preference setting allows you to change the database
used as the default source of the Precision Approach Alternate Ceiling
Minimum and Precision Approach Alternate Visibility Minimum values.
Contact your Jeppesen Account Representative for information.
Defines the ceiling minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an arrival airport.
N1
ex. N1=500
Non-Precision Approach
POA Visibility Minimum
N2
ex. N2=3200F
Non-Precision Approach
835
Table 30-1
Parameter
Description
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 above.
Defines the ceiling minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an alternate.
This non-precision approach parameter is a weather criteria check in the
automatic alternate selection process. When JetPlan checks the suitability
of an airport as an alternate (departure, en route, or arrival alternate) it
might perform a TAF check on that airport. That is, it compares the TAF
forecast with the landing minima values for the candidate alternate airport.
By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Ceiling Minimum value. If the value in the
Airport Fleet database is zero, JetPlan gets the value from the Customer
Airport database.
NOTE A customer preference setting allows you to change the database
used as the default source of the Non-Precision Approach Alternate Ceiling
Minimum and Non-Precision Approach Alternate Visibility Minimum values.
Contact your Jeppesen Account Representative for information.
836
Table 30-1
Parameter
Description
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 above.
Defines the visibility minimum for the airport in feet or meters. This
parameter is applicable when the airport is used as an alternate.
This non-precision approach parameter is a weather criteria check in the
automatic alternate selection process. When JetPlan checks the suitability
of an airport as an alternate (departure, en route, or arrival alternate) it
might perform a TAF check on that airport. That is, it compares the TAF
forecast with the landing minima values for the candidate alternate airport.
By default, JetPlan first checks the Airport Fleet database for the NonPrecision Approach Alternate Visibility Minimum value. If the value in the
Airport Fleet database is zero, JetPlan gets the value from the Customer
Airport database.
See the Hold-Alternate Commands chapter in the JetPlan User Manual
for more information.
NOTE A customer preference setting allows you to change the database
used as the default source of the Non-Precision Approach Alternate Ceiling
Minimum and Non-Precision Approach Alternate Visibility Minimum values.
Contact your Jeppesen Account Representative for information.
NOTE This parameter is used only with ETOPS 2 flight plan options.
Contact your Jeppesen account manager for more information.
This parameter defines the ceiling minimum for the airport in feet or
meters. It is used to determine if an ETOPS alternate is suitable based on
the TAF weather between the Early Arrival Time and later arrival time.
This parameter works in conjunction with the ETOPS Ceiling Minimum
parameter in the Customer Airport database. If there is not a minimum
value in the Customer Airport Fleet database, JetPlan checks for the
minimum in the Customer Airport database. If there is no minimum value
in the Customer Airport database, JetPlan uses zero ceiling.
Input value: 010000 feet or meters
837
Table 30-1
Parameter
Description
ETOPS Approach
NOTE This parameter is used only with ETOPS 2 flight plan options.
Contact your Jeppesen account manager for more information.
This parameter defines the visibility minimum for the airport in feet or
meters. This parameter is used to determine if an ETOPS alternate is
suitable based on the TAF weather between the Early Arrival Time and
later arrival time.
This parameter works in conjunction with the ETOPS Visibility Minimum
parameter in the Customer Airport database. If there is not a minimum
value in the Customer Airport Fleet database, JetPlan checks for the
minimum in the Customer Airport database. If there is no minimum value
in the Customer Airport database, JetPlan uses zero visibility.
Input value: 010000 feet or meters
WDM
The year setting is optional. The start date and time apply to each and every
year if year is not set.
WYR
WHM
Indicates the average amount of taxi-out time for the specified airport fleet
for Set 1 taxi time adjustments.
BTOW
Indicates the average amount of taxi-in time for the specified airport fleet
for Set 1 taxi time adjustments.
Input value: 099 minutes
Set 1 Segment#
Effective Start Time
Effective start time for the given Set 1 Taxi Time adjustment (160) in
HHMM.
160
STW#
838
Table 30-1
Parameter
Description
Defines the adjustment to the Base Taxi Out Time defined for the airport
fleet when the flight's scheduled departure time is between the Start Time
and End Time for the specified taxi adjustment set.
TOW#
Defines the adjustment to the Base Taxi In Time defined for the airport
fleet, when the flight's ETD plus DBT is between the Start Time and End
Time for the specified taxi adjustment set.
Input value: -99+99 (negative values are possible)
SDM
The year setting is optional. The start date and time apply to each and every
year if year is not set.
SYR
SHM
Indicates the average amount of taxi-out time for the specified airport fleet
Set 2 taxi time adjustments.
Input value: 099 minutes
Indicates the average amount of taxi-in time for the specified airport fleet
Set 2 taxi time adjustments.
Input value: 099 minutes
Set 2 Segment #
Effective Start Time
Effective start time for the given Set 2 Taxi-In Time adjustment (#160) in
HHMM
#160
STS#
Set 2 Taxi Out Adjustment
#160
TOS#
Set 2 Taxi In Adjustment
#160
TIS#
Defines the adjustment to the Base Taxi Out Time defined for the airport
fleet, when the flight's scheduled departure time is between the Start Time
and End Time for the specified taxi adjustment set.
Input value: -99+99 minutes (negative values are possible)
Defines the adjustment to the Base Taxi In Time defined for the airport
fleet, when the flight's ETD plus DBT is between the Start Time and End
Time for the specified taxi adjustment set.
Input value: -99+99 (negative values are possible)
839
Table 30-1
Parameter
Description
There are four sets of time ranges, and each time range has a Begin Time
parameter, which is used in conjunction with the End Time parameter to
define a time range that is applied to the Minimum Fuel Over Destination
parameter.
Input value: HHMM
There are four sets of time ranges, and each time range has an End Time
parameter, which is used in conjunction with the Begin Time parameter to
define a time range that is applied to the Minimum Fuel Over Destination
parameter.
Input value: HHMM
Defines the clock used in establishing the Minimum Fuel Over Destination
Time range for each of the four time ranges.
TF1TF4
ex. TF1=U
ex. TF4=L
Minimum Fuel Over
Destination (MFOD) for Time
Ranges #14
MF1MF4
The value you enter is tied to the time range defined by the Begin Time and
End Time parameters. You can define multiple time ranges using the time
range parameters (TB1TB4 and TE1TE4), providing different fuel
minimums (using MF1MF4 parameters) for different times of the day.
Thus, you can plan for late day delays due to increased traffic or weather
buildup.
ex. MF1=5000
ex. MF4=15000
840
Table 30-1
Parameter
Description
Allows you to enter departure biases for one or all of the following: fuel,
time, and minimum distance.
DB
ex. DB=250,4,0
ex. DB=0,15,0
Any biases applied (ad hoc) to the flight plan request are added to
those stored in the CAPFDB (they accumulate).
or
DBF
ex. DBF=250
DBT
ex. DBT=5
DBD
ex. DBD=20
There are two methods for entering bias information. The first method uses
the DB parameter. With this parameter you must enter a value for each bias
factor in the following order: Fuel, Time and Distance. Separate each value
with a comma. To omit one or more factors, you can enter a value of zero
(0). Example: DB=250,4,0
The second method uses suffixes applied to the DB parameter for fuel
(DBF), time (DBT), and distance (DBD) to distinguish between and allow
individual input. With this method, if you wish to omit a particular bias
factor, simply omit the input altogether.
Example: DBF=250
Input values:
Fuel in pounds
Time in minutes
Distance in nautical miles
841
Table 30-1
Parameter
Description
Allows you to enter arrival biases for one or all of the following: fuel, time,
and minimum distance.
AB
ex. AB=500,0,20
ex. AB=0,5,0
or
ABF
ex. ABF=500
ABT
ex. ABT=10
ABD
ex. ABD=25
The biases stored in the CAPFDB override any stored in the Customer
Schedule Database.
Any biases applied (ad hoc) to the flight plan request are added to
those stored in the CAPFDB (they accumulate).
Any biases stored in the Customer Aircraft Database are added to
those stored in the CAPFDB (they accumulate).
There are two methods for entering bias information. The first method uses
the DB parameter. With this parameter you must enter a value for each bias
factor in the following order: Fuel, Time and Distance. Separate each value
with a comma. To omit one or more factors, you can enter a value of zero
(0). Example: AB=500,0,20
The second method uses suffixes applied to the DB parameter for fuel
(DBF), time (DBT), and distance (DBD) to distinguish between and allow
individual input. With this method, if you wish to omit a particular bias
factor, simply omit the input altogether.
Example: ABF=500
Input values:
Fuel in pounds
Time in minutes
Distance in nautical miles
HUB
ex. HUB=Y
If the hub parameter is set to Y(es) (HUB=Y), then the arrival fuel bias in
the Customer Aircraft Database is used from the POA to the alternate.
If the hub parameter is set to N(o) (HUB=N), then the bias is not used.
Runway Parameters
Departure Runways
Arrival Runways
842
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
CPY Copies a record to a new record
File Display
PRI Displays a record
SUM Displays a list of records
RID Displays the record identifiers
SRH Search for records
843
The record that you affect with a function command may be referenced by an airport, by a fleet
type, or by the combination of the two. When creating a new record you must enter both
reference keys, with the airport listed first. The input structure has the following syntax:
APF,function command,arpt,fleet type,parameter 1,parameter
2,parameter 3,and so on.
The following example illustrates the creation of a new record for the airport, KLAX, and the
fleet type, B747. All parameter settings are strictly optional. Therefore, the parameters shown
are just examples.
Example:
01 OPTIONS APF,SAV,KLAX,B747,TA=KBUR,MA=100,A1=KBUR,MD=400
NOTE You can include any or all parameters (see Table 30-1 on page 828) when
saving or changing records in the database. In fact, you can even omit all parameter
settings if you just want to have a record in the database for the airport and fleet type.
The parameter settings for such a record may be addressed at another time using the
CHG function. The point is that a record is created or affected by the input of the
access command (APF), the function command (SAV), and the file keys (Airport ID
and Fleet type).
The CAPFDB record key elements are described in the following table.
Table 30-2 CAPFDB Record Key Elements
Parameter
Description
Airport
Fleet Type
CAPFDB Commands
The CAPFDB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
844
Command
Description
APF,SAV
The SAV command allows you to create a new record of information for a particular airport
and aircraft fleet type. Specify these keys and any parameter you wish to set.
Example:
01 OPTIONS APF,SAV,KSFO,B747,TA=KOAK,MA=100,A1=KOAK
APF,CHG
The CHG command allows you to modify the parameter settings of a previously stored
record. The input is similar to the SAV input. You can add new parameter settings to the
record, change setting values, or reset values to their original (default) state. To reset a
parameter to its default value, enter the parameter without a value input. For example, to
reset the MA parameter to its default value, enter the following:
Example:
01 OPTIONS APF,CHG,KSFO,B747,MA
APF,CHG,$$
The global CHG command can be used to make global changes to various records by using
the wild card variable, $, in place of the airport and/or fleet type identifiers.
To affect records by airport identifier only, substitute the wild card variable for the fleet type
identifier.
Example:
Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA
parameter) for all records keyed to KLAX, regardless of fleet type.
01 OPTIONS APF,CHG,KLAX,$,MA=500
To affect records by fleet type only, substitute the wild card variable for the airport
identifier.
Example:
Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA
parameter) for all records keyed to the B747 fleet type, regardless of airport ID.
01 OPTIONS APF,CHG,$,B747,MA=350
To affect all records, substitute the wild card variable for both the airport identifier and the
fleet type identifier.
Example:
Explanation: Change the Maximum Allowable Distance to Takeoff Alternate (MA
parameter) for all records.
01 OPTIONS APF,CHG,$,$,MA=350
845
Table 30-3
Command
Description
APF,DEL
As shown previously, deleting a parameter setting within a record (setting its value to the
default value) requires the omission of the value input for that parameter within a CHG
command entry. The DEL command, however, allows you to remove a complete record
from the database. Like the global change command, you have multiple ways of deleting
records in this database. You can remove a specific record, all records for one or more
airports, or all records for a particular fleet type. See the examples below.
To delete a particular record, specify both the airport and the fleet type.
Example:
Explanation: Delete the record keyed to KLAX and the fleet type, B747.
01 OPTIONS APF,DEL,KLAX,B747
To delete all records for a particular airport, specify the airport only.
Example:
Explanation: Delete all records keyed to KLAX.
01 OPTIONS APF,DEL,KLAX
To delete all records for a particular fleet type, specify the fleet type. However, in this case
you must fill the airport field with the wild card variable.
Example:
Explanation: Delete all records keyed to the fleet type, B747.
01 OPTIONS APF,DEL,$,B747
APF,CPY
The CPY command allows you to copy the contents of a record for one fleet type to a record
for another fleet type.
Example:
01 OPTIONS APF,CPY,B747,B757
846
Command
Description
APF,SUM
The SUM command instructs JetPlan to display a listing of all records stored under your ID.
This listing includes a brief description of the standard parameters and shows the values
stored for each of those parameters per airport/fleet type record. To display a summary
listing of all stored airport/fleet type records, enter the following:
Example:
01 OPTIONS APF,SUM
You can display the same information, but list the airports by their IATA identifiers by using
the option, IATA, after the SUM command.
Example:
01 OPTIONS APF,SUM,IATA
Example:
01 OPTIONS APF,SUM,$,B747
APF,RID
The RID command displays only the identifiers (only the airport and fleet names) for all
records in the APF database.
Example:
01 OPTIONS APF,RID
APF,PRI
The PRI command works in the same manner as the SUM function. The output is similar to
that shown under a SAV function. You can print a display of a particular record by
referencing both the airport and the fleet type, or you can print a display of all records for a
particular airport or a particular fleet type. In the case of a particular fleet type, you must
include the wild card variable, $, in the field reserved for the airport identifier.
Example:
Explanation: Print record for airport, KSFO, and fleet type, B747.
01 OPTIONS APF,PRI,KSFO,B747
Example:
Explanation: Print all records for airport, KSFO.
01 OPTIONS APF,PRI,KLAX
Example:
Explanation: Print all records for fleet type, B747.
01 OPTIONS APF,PRI,$,B747
847
Table 30-4
Command
Description
APF,SRH
The SRH command allows a user to filter records based on any of the parameters mentioned
above in Database Parameters.
Example:
Explanation: Search for airport records that are ETOPS approved (ET=Y) and have a
maximum landing weight of 550,000 lbs (LW=550000).
01 OPTIONS APF,SRH,ET=Y,LW=550000
848
C HAPTER 31
NOTE Some parameters in the CPDB are stored in JetPlan but are used only by
certain front-end dispatch software applications. Consult the appropriate product
documentation or contact your Jeppesen account manager for more information.
851
Database Parameters
The following table lists the parameters that can be set in the CPDB. These parameters appear
as options on the CPDB pages in JetPlan.com. As you perform database tasks, consult this
table for information.
NOTE As noted in the table below, some parameters in the CPDB are stored in
JetPlan but used only by certain front-end dispatch software applications. Contact
your Jeppesen account manager for more information.
Table 31-1
Parameter
Description
POD
852
Table 31-1
Parameter
Description
(RP)
Input value:
A valid 3-digit JetPlan code for an international
fuel reserve policy. See a list of valid codes and
corresponding policies in Domestic,
International and Island Reserves in the
Payload, POD/POA, Weight and Fuel
Commands chapter in the JetPlan User Manual.
The 4-digit JetPlan code for the B43 international
reserve policy (43xx). Example: IR=4305, where
43 represents the B43 policy and 05 represents an
application rate of 5%. See NOTE above.
Bonded Fuel
(BFI)
853
Table 31-1
Parameter
Description
Overwater
(OWI)
Input values:
Yes Invokes the CCAAQ functionality when
the CCAA option and the city pair combination
are present in the flight plan request.
No Ensures that the CCAAQ option is not
invoked when the CCAA option is in effect for
the city pair combination.
Unset (Default) The CCAAQ parameter has no
influence.
854
Table 31-1
Parameter
Description
International
NOTE This parameter is used only by certain frontend dispatch software applications. Contact your
Jeppesen account manager for more information.
(II)
Air Queue (2 sets) The Air Queue parameters allow the user to adjust the amount of minutes for climbing or
descending air time produced during flight planning. The number of minutes is added to or subtracted from
climb and descent. Air Queue minutes add to the fuels, but does not take away from the fuels.
Air Queue Start Date (DMY) and Start Time (hhmm)
for Sets 1 and 2
Effective start date and time for the Air Queue set.
The year is optional.
Input value:
Day, Month, and Year
Hours: 00002400 (hhmm)
855
Table 31-1
Parameter
Air Queue Details for Sets 1 and 2 (24 subsets)
Description
Start Time Defines the time of day for the start
of the particular Air Queue Data Time Segment.
Input value: 00002400; 2400 is unset.
Air Queue Time Specifies the number of
minutes that the air time produced during flight
planning calculation is to be adjusted. The
number of minutes represented by the Air Queue
is to be applied by taking the total number of Air
Queue minutes, dividing by 2. The result is
rounded up to the next whole value and applied
to the number of minutes for descent, and
rounded down to the next whole value and
applied to the number of minutes for climb.
Input value: 99+99
Effective start date and time for the Burn Factor set.
Day and month must be set. The year is optional.
Input value:
Day, Month, and Year
Hours: 00002400 (hhmm)
856
Table 31-1
Parameter
Description
Holding Time is used to allow the user to adjust the amount of holding time planned for once the flight arrives at
its destination. Holding is circling in a pattern designated by the airport control tower and may be necessary if
unexpected weather or congestion occurs at the airport.
Holding Time Start Date (DMY) and Start Time
(hhmm) for Sets 1 and 2
857
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
ADD Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
PRI Displays a record
SUM Displays a list of records in the database
The CPDP record key elements are POD and POA. The order of the inputs when working with
CPDP records must always be: Access command (CP), function command, POD, POA, and
then any desired parameters. The POD and POA are either the ICAO or IATA code and may
be $ to indicate All. The inputs are separated by commas as shown below:
CP,function command,POD,POA,parameter1,parameter2,etc.
858
CPDB Commands
The CPDB function commands are divided into two categories: file maintenance and file
display. These categories are listed below with the respective functions.
Command
Description
CP,ADD
This command enables you to add a new record of information for a city pair in the CPDB.
CP,DEL
CP,CHG
Command
Description
CP,PRI
CP,SUM
This command enables you to view a list of all records in the CPDB.
859
C HAPTER 32
863
values take precedence over the CAPFDB values. Precedence for taxi-out and taxi-in values is
determined separately. For more information on precedence, see Order of Precedence for
Taxi Time on page 866.
For taxi values in either the CPFDB or the CAPFDB to be used, the flight plan request must
use a Customer Aircraft database record with the Taxi Fuel Flow (TX) parameter set. In
addition, the Default Block Time (DBT) parameter in the CPFDB must be set to a value
greater than zero.
The CPFDB and the CAPFDB have base taxi-out and base taxi-in values and two sets of taxi
data. Each taxi data set has an effective date. The data set used for the flight plan is the one
with the effective date closest and prior to, or the same as, the flight date and the Estimated
Time of Departure (ETD) or the Estimated Time of Arrival (ETA). The ETA is the ETD plus
the DBT value. If neither taxi data set is in effect, the taxi values from the database are not
used.
Each taxi data set contains up to 60 entries consisting of a start time and taxi-out and taxi-in
adjustment times in start-time order. The taxi adjustment entry to be used is the entry closest
but after or equal to the start time for either the ETD or the ETA.The taxi adjustment time is
added to the base taxi time. If there is not a taxi adjustment entry in the data set in effect, just
the base taxi time is used. If the resulting taxi time is less than zero, zero is used.
NOTE The two taxi data sets can be used to support variations that are typically
seasonal in nature. For example, an airline could have a Winter set and a Summer
set of taxi data. These designations imply no special processing beyond making the
correct use of the active dates for the two data sets. There is no automated clearing
of data sets or swapping of set content. The content remains in place until directly
overwritten with modified data by the user.
864
Set 1
Set 2
Entries
Start Time
Taxi In
Taxi Out
Start Time
Taxi In
Taxi Out
0000
0000
1200
1000
2000
1200
etc.
2400
2400
Set 1
Set 2
Entries
Start Time
Taxi In
Taxi Out
Start Time
Taxi In
Taxi Out
0000
0000
1200
1000
2000
1200
etc.
2400
2400
Explanation:
For a flight on Oct 31, 2008, with ETD 0133:
CPFDB Data Set 1, Entry 1 is used for both the taxi-in and the taxiout time adjustment (ETA = ETD + DBT=0533).
865
Value
Notes
Pounds or Minutes
Weight
Minutes
866
Table 32-1
Origin
Value
Notes
Minutes
Airport database
Minutes
Pounds
Weight
NOTE For detailed information about ETOPS, see the ETOPS Users Guide:
2-Engine Aircraft on JetPlan.com.
Before you can apply ETOPS SCM data sets, the ETPRRMFL (ETP Range Ring Method
Flag) customer preference must be set. This preference activates the SCM sets as a
replacement for a selection of CADB parameters that define the ETOPS area of operation,
867
equal time point location, approved coverage ranges for ETOPS alternates, and suitability
times. In addition to the ETOPS Range Ring Radius, each SCM set also includes
corresponding true airspeeds and cruise modes used for ETP and CFS calculations. The SCM
sets provide a degree of flexibility and control to ETOPS operators that is not available when
only using the CADB parameters. Using SCM sets in the CPFDB, for example, allows you to
apply a slower, more conservative diversion speed for one city pair and a faster speed for
another city pair.
For more detailed information about SCM sets, see the Aircraft Fleet Database Help topic
on JetPlan.com or the chapter in the JetPlan User Manual.
868
Database Parameters
The following table lists the parameters that you can set in the CPFDB. These parameters
appear as options on the CPFDB pages in JetPlan.com. As you perform database tasks, consult
this table for information.
Table 32-2
Parameter
Description
POD
POA
Fleet Type
(RATE)
ex. RATE=15[
Required Arrival Time Delta in Minutes: Late
(RATL)
ex. RATL=10
Driftdown Mode: Primary
(DRFP)
ex. DRFP=2
Driftdown Mode: Alternate
(DRFA)
ex. DRFA=3
869
Table 32-2
Parameter
Description
CCAA Qualify
Input values:
Yes Invokes the CCAAQ functionality when
the CCAA option and the city pair/fleet
combination are present in the flight plan
request.
No Ensures that the CCAAQ option is not
invoked when the CCAA option is in effect for
the city pair/fleet combination.
Unset (Default) The CCAAQ parameter has no
influence.
HF Comm Equipment
(HF)
ex. HF=2
(CMR)
ex. CMR=45
870
Table 32-2
Parameter
Description
(DP)
Pitch-Catch
(PC)
871
Table 32-2
Parameter
Description
(IR)
ex. IR=605
Input value:
A valid 3-digit JetPlan code for an international
fuel reserve policy. See a list of valid codes and
corresponding policies in Domestic,
International and Island Reserves in the
Payload, POD/POA, Weight and Fuel
Commands chapter in the JetPlan User Manual.
The 4-digit JetPlan code for the B43 international
reserve policy (43xx). Ex. IR=4305, where 43
represents the B43 policy and 05 represents an
application rate of 5%. See NOTE above.
Cruise Mode
(CRZ)
ex. CRZ=M82
ex. CRZ=CI55
872
Table 32-2
Parameter
Description
(DBT)
ex. DBT=1015
873
Table 32-2
Parameter
Description
ETOPS Required
(ETOP)
Input values:
1 ETOPS is required
2 ETOPS is required
Any other value: ETOPS is not required
Default is 0
Dispatcher Add Fuel
(DAF)
ex.=1555
OSRO
Sets the fixed cost for the cockpit crew for on-time
arrivals.
ex. OSRO=2,000
Sets the fixed cost for the cockpit crew for late
arrivals.
874
Table 32-2
Parameter
Description
NCAD
ex. NCAD=3
Cabin Crew Cost On Schedule
OSRA
Sets the fixed cost for the cabin crew for on-time
arrivals.
Sets the fixed cost for the cabin crew for late arrivals.
VSRA
LBEB
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.
875
Table 32-2
Parameter
Description
Lateness Rate
(WDM)
(WYR)
(WHM)
(BTOW)
Set 1 Segment#
Effective Start Time
#160
(STW#)
876
Table 32-2
Parameter
Description
(TOW#)
(SDM)
(SYR)
(SHM)
(BTOS)
Set 2 Segment #
Effective Start Time
#160
(STS#)
Set 2 Taxi Out Adjustment
#160
(TOS#)
877
Table 32-2
Parameter
Description
#160
(TIS#)
878
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
ADD Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
PRI Displays record
879
The order of the inputs when working with CPFDB records must always be: access command
(CPF), function command, departure airport, arrival airport, fleet type, and then any desired
parameters. The inputs are separated by commas as shown below:
CPF,function command,pod,poa,fleet type,parameter1,parameter2,and so
on
NOTE You can include any or all parameters (see Database Parameters table
above) when adding or changing records in the database. In fact, you can even omit
all parameter settings if you just want to have a record in the database for the airport
and fleet type. The parameter settings for such a record may be addressed at another
time using the CHG function.
The CPFDB record key elements are described in the following table.
Table 32-3
Parameter
Description
Fleet Type
POD
(Required) The ICAO or IATA identifier for the point of departure airport.
POA
(Required) The ICAO or IATA identifier for the point of arrival airport.
CPFDB Commands
The CPFDB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
880
Description
CPF,ADD
New database records for a particular city pair and aircraft fleet type are created using the
ADD command. Airport identifiers can be either ICAO or IATA.
The following example illustrates the creation of a new record for the city pair KLAX
RJAA and the fleet type B747. All parameter settings are strictly optional. Therefore, the
parameters shown are just examples.
Example:
01 OPTIONS CPF,ADD,KLAX,RJAA,B747,AOW=25000,HF=2
CPF,CHG
You can modify the parameters of a previously stored record by using the CHG command.
The input is similar to the ADD input. You can add new parameter settings to the record,
change existing parameter settings, or reset parameters to their default setting. To reset a
parameter to its default value, enter the parameter without a value input.
Example:
01 OPTIONS CPF,CHG,KLAX,RJAA,B747,DBT=
CPF,CHG,$,$,$
You can make changes to multiple records all at once by using the wild card variable, $, in
place of the POD, POA, or fleet type identifiers. This is very useful if you have hundreds or
even thousands of CPFDB records that need updating.
Example:
Explanation: Change the Added Operational Weight to 1000 for all records departing
KLAX, regardless of arrival airport or fleet type.
01 OPTIONS CPF,CHG,KLAX,$,$,AOW=1000
To change records by fleet type only, substitute the wild card variable for the airport
identifiers.
Example:
Explanation: Change the Added Operational Weight to 15000 for all records with a B747
fleet type, regardless of airport identifiers.
01 OPTIONS CPF,CHG,$,$,B747,AOW=15000
881
Table 32-4
Command
Description
CPF,DEL
The DEL command allows you to remove an entire record from the database. You can also
use the global change command to delete all records for one or more airports, or all records
for a particular fleet type.
NOTE Use caution when deleting records with the global change command to avoid
accidentally deleting records.
To delete one particular record, specify the city pair airports and the fleet type.
Example:
Explanation: Delete the record with the city pair KLAXRJAA and the fleet type B747.
01 OPTIONS CPF,DEL,KLAX,RJAA,B747
To delete all records for a particular departure or arrival airport, specify the airport only.
Example:
Explanation: Delete all records with KLAX as an arrival airport.
01 OPTIONS CPF,DEL,$,KLAX,$
NOTE Remember, the order is always POD, POA, fleet type. Make sure you put the wild
card variable in the correct location to avoid deleting the wrong records.
To delete all records for a particular fleet type, specify the fleet type.
Example:
Explanation: Delete all records with the fleet type B747.
01 OPTIONS CPF,DEL,$,$,B747
882
Command
Description
CPF,PRI
The function command PRI displays the contents of the CPFDB records on the screen. You
can display all records, one specific record, or multiple records by using the wildcard
variable.
Example:
Explanation: Display all records.
01 OPTIONS CPF,PRI
Example:
Explanation: Display the record for the city pair KLAXRJAA with the fleet type B747.
01 OPTIONS CPF,PRI,KLAX,RJAA,B747
Example:
Explanation: Display all records departing from KSJC.
01 OPTIONS CPF,PRI,KSJC,$,$
NOTE Wildcard variables may be omitted from the end of a request without affecting the
results. In this example, the request CPF,PRI,KSJC produces the same result as
CPF,PRI,KSJC,$,$. However, if you want to display all records arriving at KSJC, the wildcard
must be placed in the departure airport position.
Example:
Explanation: Display all records with a fleet type of 767H.
01 OPTIONS CPF,PRI,$,$,767H
Example:
Explanation: Display all records for the city pair KSFOKJFK.
01 OPTIONS CPF,PRI,KSFO,KJFK,$
Example:
Explanation: Display all records arriving in KOAK with a fleet type of B737.
01 OPTIONS CPF,PRI,$,KOAK,B737
883
C HAPTER 33
Customer Alternate
Database
887
Database Parameters
The following table lists the parameters that can be set in the CALT Database. These
parameters appear as options on the CALT Database pages in JetPlan.com. As you perform
database tasks, consult this table for information.
Table 33-1
Parameter
Description
Arrival Airport
Alternate Airport
888
Table 33-1
Parameter
Description
At Level
- or Between Levels
FLnnn
For lower/upper enter: FLnnn,nnn
889
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
ADD Adds a record to the database
CHG Modifies an existing record
DEL Deletes a record from the database
File Display
SUM Displays a list of records in the database
PRI Displays the content of the record
TOT Displays the number of records stored in the database
890
When applying file maintenance commands, the record you affect in the database is referenced
by the ICAO or IATA identifiers of the POA and alternate. These identifiers together act as the
key (or record name), and they are entered after the function command so that the input
structure has the following syntax:
ALT,function command,POA,ALT,alternate value
The identifier for the POA must precede the identifier for the destination alternate. The
alternate value is either a distance in nautical miles or a record name from the CRDB.
Command
Description
ALT,ADD
The ADD function enables you to add a record of information to the CALT Database. To
add a record, enter the POA airport identifier, the destination alternate airport identifier, and
the alternate value (distance value, altitude, or customer route record name) after the
ALT,ADD command.
Example:
Add a record to the database. Make KEWR a destination alternate for KJFK, and specify a
distance (100 nm) between the two airports.
01 OPTIONS ALT,ADD,KJFK,KEWR,100
Example:
Add another alternate record for KJFK. This time make KLGA the destination alternate and
the alternate value another distance input (80 nm).
01 OPTIONS ALT,ADD,KJFK,KLGA,80
Example:
Add a destination alternate record to the database, using KONT as an alternate for KLAX.
The alternate value is CRDB record, A01.
01 OPTIONS ALT,ADD,KLAX,KONT,A01
891
Table 33-2
Command
Description
ALT,ADD
(Continued)
NOTE The example above applies a record name (A01) as the destination alternate value.
The record, A01, must exist in the CRDB before it can be stored in the CALT Database.
Example:
Add a destination alternate record for KSFO. Make KSAT the alternate, specify a distance
(102 nm), and an altitude (FL100).
01 OPTIONS ALT,ADD,KSFO,KSAT,102,FL100
Example:
Add a destination alternate record for KMIA. Make KIAD the alternate, specify a distance
(102 nm), and an altitude range, where 100 is the lower flight level and 230 is the higher
level.
01 OPTIONS ALT,ADD,KMIA,KIAD,A01,FL100,230
ALT,CHG
The CHG command enables you to modify an existing CALT Database record. To modify a
record, you must reference the two airports that identify the record you wish to affect. The
real change, if any, is to be made to the destination alternate value (distance, altitude, or
route record).
Example:
Change the destination alternate value for the record that has KJFK as the arrival airport and
KEWR as the alternate. The new alternate value is a distance input (120 nm).
01 OPTIONS ALT,CHG,KJFK,KEWR,120
Example:
Replace the previous alternate value with the route record, A02.
01 OPTIONS ALT,CHG,KLAX,KONT,A02
Example:
Add flight level 100 to the previous alternate value.
01 OPTIONS ALT,CHG,KLAX,KONT,A02,FL100
ALT,DEL
The DEL command enables you to remove records from the database by specific POA or by
specific POA - ALT airport combination.
Example:
Delete all alternate records for the (arrival) airport, KJFK.
01 OPTIONS ALT,DEL,KJFK
Example:
Delete the destination alternate record for the POA/ALT combination, KJFK to KLGA.
01 OPTIONS ALT,DEL,KJFK,KLGA
892
C HAPTER 34
You can use the Flight Brief Database to define criteria that support the following:
Automatic inclusion of user-provided text, such as diplomatic clearance
remarks, in all or in specified flight release packages or filing strips.
Automatic application of conditions, such as the use of bonded or nonbonded fuel price, to certain types of flight plan requests.
Automatic output of specific information, such as EU-OPS emissions data,
in certain flight plans.
Automatic use of a designated flight plan format.
Automatic output of data on flight plans filed in the ICAO 2012 FPL format.
For more information, see The Flight Brief Database and the ICAO 2012
FPL Format on page 896.
When creating a flight brief record, define the flight brief type, which indicates the type of
data or condition that you want to apply automatically. Then use the selection criteria options
in the database to limit application of the data or condition to certain flight plan requests.
For example, to include a remark in certain filing strips, select the (A) Permit Remarks for
ATC Flight Brief Type and then type the remark text in the Flight Brief Text box. Then use
selection criteria options, such as Effective Date, Fleet Type, and Flight Number, to include
the remark output in matching flight plan requests. If you do not define selection criteria, the
remarks in the flight brief record are included automatically in all flight releases or filing
strips.
895
Other flight brief types may require more constraining factors. For example, the (E) EUETOPS Early/Late Override type applies only to ETOPS II flight plan requests, while the (G)
Fuel Price Selection type requires you to set certain parameters and not set others. Otherwise,
the record is not applied to any flight plans. See Database Parameters on page 898 for details
on flight brief types and selection criteria parameters.
NOTE You can choose to have remarks in flight brief records displayed in the main
body of the flight plan output. This option is format-dependent. Contact your
Jeppesen account manager for more information.
NOTE For a full description of the Jeppesen ICAO 2012 FPL changes and
requirements, see the ATC Filing chapter in the JetPlan User Manual.
Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. The ICAO 2012 FPL
format is standard for all of the Jeppesen flight planning software applications.
The (A) Permit Remarks for ATC flight brief type and the ICAO 2012 Item18 output
parameters in the Flight Brief Database enable you to add Item18 Special Handling (STS/) and
18 Originator (ORGN/) data to matching flights filed in the ICAO 2012 FPL format.
896
897
Database Parameters
The following table defines the parameters that you can set in the Flight Brief Database. These
parameters appear as options on the Flight Brief Database pages in JetPlan.com. As you
perform database tasks, consult this table for information.
Table 34-1
Parameter
Description
(Required) This parameter lets you assign a name to the Flight Brief Database
record.
Input value: Unique name consisting of up to12 alphanumeric characters
Example: A300ATCDIP
IMPORTANT Before using the ICAO 2012 parameters in the Flight Brief
Database, read The Flight Brief Database and the ICAO 2012 FPL Format on
page 896.
The (A) Permit Remarks for ATC flight brief type enables you to:
Provide text, such as a diplomatic clearance remark, for inclusion in the
RMK/ field in Item 18 on the ATC filing strip. When creating the flight brief
record, select (A) Permit Remarks for ATC and then enter the remark in
the Flight Brief Text box.
Output STS/ and ORGN/ data in Item 18 on the filing strip for specified
flights. When creating the flight brief record, select (A) Permit Remarks
for ATC and then provide values for the STS/ and ORGN/ parameters. See
the ICAO 2012 Item 18 Output Parameters section of this table below.
Automatically include the flight number as a remark in Item 18 on the filing
strip. When creating the flight brief record, select (A) Permit Remarks for
ATC and then select Yes for the Display Flight Number parameter.
IMPORTANT Do not enter PBN/ in an (A) Permit Remarks for ATC flight brief
record. Enter Item 18 PBN/ information only in the Item 18 PBN/ parameter in the
ICAO 2012 Certification and Equipment section of the CADB. Do not add any
ICAO 2012-specific information to a type A flight brief record other than the values
for STS/ and ORGN/. Do not use any special characters, including a slash (/).
898
Table 34-1
Parameter
Description
NOTE The E flight brief type is used only with ETOPS II flight plan options.
Contact your Jeppesen account manager for more information.
NOTE If the Flight Brief Database contains two or more matching type E flight
brief records, the system uses the first record it finds.
The (E) EU-ETOPS Early/Late Override flight brief type supports several options
that enable users to be compliant with non-FAA ETOPS rules. To create the flight
brief record, select the EU-ETOPS Early/Late Override option. Then choose
from the following ETOPS options (see the ETOPS II Output Parameters
section of this table for more information on all these options):
Extend early and late arrival times To extend the early and late arrival
times at ETOPS alternates, set buffer times to be included in ETOPS
calculations for suitable times in matching flight plan requests. Enter the
buffer times in the ETOPS Early Buffer and ETOPS Late Buffer text
boxes. The input value is 000-999 (time in minutes).
Include the 5% wind penalty Set the 5% Wind Bias option to On to
include the 5% wind penalty in the ETOPS II calculations in matching flight
plan requests.
Apply a temperature-based icing penalty Set the Temp-Based Icing
Penalty option to On to apply a temperature-based icing penalty logic to
ETOPS II calculations in matching flight plan requests.
Select critical fuel scenario The Scenario Options let you indicate which
of the three ETOPS critical fuel scenarios (Engine-Out Depressurized, AllEngine Depressurized, and Engine-Out Pressurized) are computed and used
in the ETOPS uplift calculations and which are displayed in the extended
output block on the flight plan.
Enter values for the Multi-Segment ETOPS Options These options
enable you to do the following in matching flight plan requests:
Treat consecutive ETOPS segments that are beyond a configurable
distance from one another as two separate ETOPS segments, as opposed to
combining them.
Determine which ETPs the system can omit based on a configurable
distance between the abeam points of the forward and backward alternates.
899
Table 34-1
Parameter
Description
The (F) Override Output Plan Format flight brief type lets you store a default
flight plan format for a given aircraft fleet type. To create the flight brief record,
select (F) Override Output Plan Format. Then type the flight plan format
output name (for example, aa6) in the Flight Brief Text box and the fleet type in
the Fleet Type box.
NOTE If you specify a flight plan format output name but do not specify a fleet
type, the system applies the indicated format to all flight plans, regardless of the
fleet type.
In the command line interface, to create an F type flight brief record for a specific
fleet type, specify the fleet type identifier (FT) on the command line.
For example, to set the flight plan output format to aa6 for fleet type 777e, type
the following on the command line:
01 OPTIONS fb,sav,fmttest,f,ft=777e
TX=aa6
The (G) Fuel Price Selection flight brief type lets you specify which Customer
Airport Database (CAPDB) fuel price (bonded or non-bonded) to use for flight
plans with a specific flight number or other key parameters.
To create the flight brief record, select the (G) Fuel Price Selection option. Then
type FP=BP in the Flight Brief Text box to specify the bonded fuel price or type
FP=FP to specify the non-bonded fuel price.
NOTE Not all parameters in the flight brief record can be set for (G) Fuel Price
Selection. The expected options are Flight Number, Aircraft Type, POD or POA,
and Tail Number. If an unexpected parameter is set, the record is not used. Also, if
both the POD and the POA are set, the record is not used.
The (N) Company Note for Flight Brief type lets you create and store a company
note or a remark for the crew. When creating the flight brief record, select (N)
Company Note for Flight Brief and then type the remark in the Flight Brief
Text box.
The (R) Permit Note for Flight Brief type lets you create and store a diplomatic
clearance remark that appears only in the flight crews filing package. When
creating the flight brief record, select (R) Permit Note for Flight Brief and then
type the remark in the Flight Brief Text box.
900
Table 34-1
Parameter
Description
The (S) Set Spill Cost Parameters flight brief type lets you account for forfeited
cargo revenue (spill cost) in cost comparisons when using autoweight or when
using Optimal Scenario Analysis (OSA) for an unknown payload case.
To create the flight brief record, select (S) Set Spill Cost Parameters and then
type the unit value for forfeited cargo in the Flight Brief Text box. The text must
be in the format <value><currency>/<units of weight>, where:
value is a numeric value with decimal values. The range of valid values is
0.09999.99 with no limit to the number of decimal values. The default is
0.0. Example: 1.0625
currency is a 3-character abbreviation for a currency. The default is USD.
Examples: USD or EUR.
unit of weight is LB or KG. The default is LB.
For example, enter a unit value of 2 1/8 dollars per pound in the Flight Brief Text
box as 2.125USD/LB.
Spill cost is calculated as the forfeited cargo unit value (as described above) times
the forfeited cargo weight. The forfeited cargo weight is the difference between
the actual payload weight for the current scenario and a target payload weight.
How the target payload weight is defined depends on the payload value entered in
the flight plan request (Question 14 in the JetPlan command-line interface).
The target weight is one of the following:
The actual amount (if one is specified) for payload in the flight plan request.
- or If ZF is entered for payload in the flight plan request, target weight is the
difference between the Max Zero Fuel Weight (ZF) value in the CADB and
the aircrafts operational weight value. The operational weight value is the
combined value of Operational Weight (OP) in the CADB and the
Additional Operating Weight (AOW) in the City Pair Fleet Database. It can
be overridden by an ad hoc entry in the flight plan request.
- or If an actual payload amount or ZF is not specified in the flight plan request,
the target weight is the Max Payload (MP) value from the CADB.
NOTE The cost of the forfeited cargo (when not 0) is included on compatible flight
plan formats. Contact your Jeppesen account manager for information about
compatible flight plan formats or to arrange to have your format modified.
901
Table 34-1
Parameter
Description
The (T) WXE Time Buffer flight brief type enhances the Enroute Weather Output
(WXE) option to return NOTAMs beyond the window defined by the Estimated
Time of Departure (ETD) to the Estimated Time of Arrival (ETA) at the POA.
The (T) WXE Time Buffer option enables you to extend this window in matching
flight plans to: the ETA at the POA plus the number of hours you specify, up to 48
hours.
NOTE You must include the WXE option in your flight plan request.
When creating the flight brief record, select the (T) WXE Time Buffer option. In
the Flight Brief Text box, type the number of hours to extend the window, up to
48 hours.
NOTE If you specify more than 48 hours in the Flight Brief Text box, the system
defaults to using 4 hours.
The (W) Weather Maps for Flight Brief type lets you list weather map codes in
the remark text area as a reminder to the crew to retrieve specific flight weather
maps to include in the filing package.
To create the flight brief record, select the (W) Weather Maps for Flight Brief
option. In the Flight Brief Text box, enter only Fax Forwarding (FF) map codes
and include a space between each code entry. For example, the FF code for the
High-level Significant Weather map for Europe is EUHISIG12. For more
information on FF codes, see the Graphic Weather chapter in the JetPlan User
Manual.
The (X) Enroute Weather Airports and FIRS flight brief type lets you list airports
or FIRs for extra weather reports.
NOTE You must include the Enroute Weather Output (WXE) option in your flight
plan request.
To create the flight brief record, select the (X) Enroute Weather Airports and
FIRS option and then list airport or FIR identifiers in the Flight Brief Text box.
Separate each identifier with a space. Example: KLVK KDEN KRBL.
JetPlan scans the codes, and then retrieves reports (if available) from those
stations or regions listed and includes them in the flight brief package.
902
Table 34-1
Parameter
Description
NOTE The political boundary report includes country boundary crossings only for
countries with Customer Controlled Avoid and Alert (CCAA) database records in
which the avoid level is set to either Avoid or Alert. The FIR boundary report
includes FIR crossings only for FIRs with CCAA database records in which the
avoid level is set to either Avoid or Alert. See the Customer Controlled Avoid and
Alert Database Help topic on JetPlan.com.
The (Z) Reports and Diagnostics flight brief type lets you include FIR/UIR and
geopolitical country boundary crossing reports on flight plans for matching
flights.
When creating the flight brief record, select the (Z) Reports and Diagnostics
option and then select Yes for one or both of the following options:
Display Political Boundary Report
Display FIR/UIR Boundary Report
See descriptions of these options below in the Output Parameters section of this
table.
Selection Criteria Parameters
Effective Date
(Optional) This option defines the date on which the record becomes effective.
(ddmmyyyy or UFN)
NOTE If you type only one date in your flight brief record command-line input,
JetPlan assumes that it is an effective date. The expiration is then considered UFN.
For more information, see Using JetPlan to Manage the Database on page 914.
Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No
entry or UFN makes the record effective immediately.
Example: 31122002
Fleet Type
(FT)
The Fleet Type option links the dissemination of a Flight Brief Database remark
to any flight plan containing the specified aircraft fleet type.
Input value: The four-character Jeppesen ID for the aircraft fleet type
Expiration Date
(ddmmyyyy or UFN)
(Optional) This option defines the date on which the record expires (is no longer
effective).
NOTE If you type only one date in your flight brief record command-line input,
JetPlan assumes that it is an effective date. The expiration date is then considered
UFN. For more information, see Using JetPlan to Manage the Database on
page 914.
Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No
entry or UFN makes the record effective immediately.
Example: 31122006
Tail Number
(AC)
The Tail Number option links the dissemination of a Flight Brief Database remark
to any flight plan containing the specified aircraft tail number.
Input value: The tail number (up to 12 characters)
903
Table 34-1
Parameter
Description
Flight Number
The Flight Number option links the dissemination of a Flight Brief Database
remark to any flight plan containing the specified flight number.
(FN)
The Enroute FIR option links the dissemination of a Flight Brief Database remark
to any flight plan that transits the specified FIR along the enroute portion of its
computed route.
Input value: The ICAO identifier for the FIR
POD
(POD)
The POD option links the dissemination of a Flight Brief Database remark to any
flight plan containing the specified departure airport identifier.
Input value: The four-character ICAO identifier for the POD
Departure FIR
(DFIR)
The Departure FIR option links the dissemination of a Flight Brief Database
remark to any flight plan that departs from the specified FIR.
Input value: The ICAO identifier for the FIR
POA
(POA)
The POA option links the dissemination of a Flight Brief Database remark to any
flight plan containing the specified arrival airport identifier.
Input value: The four-character ICAO identifier for the POA
Arrival FIR
(AFIR)
The Arrival FIR option links the dissemination of a Flight Brief Database remark
to any flight plan that arrives within the specified FIR.
Input value: The ICAO identifier for the FIR
APT
(AP)
The APT (Associated Airport) option links the dissemination of a Flight Brief
Database remark to any flight plan containing the specified airport identifier.
Input value: The four-character ICAO identifier for the airport
FIR
(FIR)
The FIR option links the dissemination of a Flight Brief Database remark to any
flight plan that transits the defined FIR along the computed route, including the
departure, enroute, and arrival areas.
Input value: The ICAO identifier for the FIR
Output Parameters
These parameters control inclusion of the selected information on flight plans.
Display EU-ETS
Emissions
(EUETS=Y/N)
When the Display EU-ETS Emissions option is set to Yes, the system includes
EU ETS CO2 calculations on formatted flight plans for requests that meet the
criteria defined by the flight brief record.
If the parameter is set to No, the EU ETS information does not appear on the
flight plan automatically. However, you can still include the information in a
flight plan request by submitting the EUETS flight plan option.
NOTE
904
Table 34-1
Parameter
Description
NOTE This option can only be used with the (A) Permit Remarks for ATC flight
brief type.
(OFN=Y/N)
When the Display Flight Number option is set to Yes, the flight number is
automatically included as a remark in Item 18 on the filing strip for requests that
meet the criteria defined by the flight brief record.
When this option is set to Yes and no additional selection criteria are defined, the
flight number is automatically included in all filing strips.
Input values: Yes or No
Display Political
Boundary Report
(PBNDC=Y/N)
905
Table 34-1
Parameter
Description
Display FIR/UIR
Boundary Report
(FBNDC=Y/N)
NOTE This option can be used only with (Z) Reports and Diagnostics flight brief
type records.
NOTE The FIR boundary report includes only FIR crossings for FIRs for which
records exist in the CCAA database with the avoid level set to either Avoid or Alert.
See the CCAA Database Help topic on JetPlan.com.
NOTE The boundary crossing report requires a specific format. If you want to use
this report, you may need to request a format change. Contact your Jeppesen
account manager for information.
NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight
brief type records and ETOPS II flight plan options.
The ETOPS Early Buffer option extends the early arrival time at an ETOPS
alternate.
Input value: 000999 (time in minutes)
ETOPS Late Buffer
NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight
brief type records and ETOPS II flight plan options.
The ETOPS Late Buffer option extends the late arrival time at an ETOPS
alternate.
Input value: 000999 (time in minutes)
906
Table 34-1
Parameter
Description
5% Wind Bias
NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight
brief type records and ETOPS II flight plan options.
(WIND=Y/N)
NOTE In the JetPlan
command-line interface,
Y=on (the wind adjustment
is applied), and N=off (the
wind adjustment is not
applied.) The default
setting is Y.
When the 5% Wind Bias option is set to On (the default), the system includes the
5% wind penalty in matching ETOPS II flight plan requests (the wind adjustment
is applied.) The average wind component is computed using the forecast winds
for the following ETOPS II scenarios associated with each diversion:
Depressurized Engine Out
Depressurized All Engine
Pressurized Engine Out
When this option is set to Off, no wind adjustment is applied.
NOTE If no matching Flight Brief Database record exists, the system
automatically applies a 5% bias (5% higher headwinds and 5% lower tailwinds).
NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight
brief type records and ETOPS II flight plan options.
When the Temp-Based Icing Penalty option is set to On, the system applies
temperature-based icing penalty logic to compute icing penalties in matching
ETOPS II flight plan requests.
Anti-ice and ice-drag penalties are computed using the following Customer
Aircraft database (CADB) parameter values:
Icing Temperature (IT)
Anti-Ice Flag (AI)
Ice Drag Flag (ID)
When this option is set to Off (the default), the system applies non-temperaturebased icing penalty logic.
For more information, see the Aircraft Record - ETOPS Section and the
ETOPS Flag and Factor Codes tables in the CADB Help topic on JetPlan.com.
See also the ETOPS II Startup Guide.
Input values: On/Off. Off is default setting.
907
Table 34-1
Parameter
Description
NOTE These options can be used only with (E) EU-ETOPS Early/Late Override
flight brief type records and ETOPS II flight plan options. Contact your Jeppesen
account manager for more information.
(D1LEF Engine-Out
Depressurized scenario
DLRCF All-Engine
Depressurized scenario
P1LEF Engine-Out
Pressurized scenario
Options for each scenario:
NOTE These parameters replace the Cruise Mode Begin Flag (CS) and Cruise
Mode End Flag (CE) parameters in the Customer Aircraft Database in ETOPS II
flight plans only. Any values set for those parameters are not used in ETOPS II
flight plan calculations. However, CS and CE are still used in legacy ETOPS flight
plans.
Which ETOPS critical fuel scenarios are computed and used in the ETOPS
uplift calculations. (Uplift is a fuel that is added to takeoff fuel to
compensate for ETOPS fuel short fall.)
2 Output in plan,
Exclude in uplift
Which ETOPS critical fuel scenarios are displayed in the extended output
block on the flight plan.
908
Table 34-1
Parameter
Description
These Flight Brief Database options support multi-segment ETOPS flight planning functionality, which enables
you to do the following:
Treat consecutive ETOPS segments that are beyond a configurable distance from one another as two
separate ETOPS segments, as opposed to combining them
Determine which ETPs the system can omit based on a configurable distance between the abeam points of
the forward and backward alternates
Combine ETOPS
segments less than <n>
nm apart
This option lets you specify a maximum distance in nautical miles between
consecutive ETOPS segments. If the distance between any two ETOPS segments
is less than or equal to the value of this parameter, the system considers the two
ETOPS segments and the route in between them as one ETOPS segment.
NOTE If you do not enter a value for this parameter, the system uses 9999 nm as
the default value. In this case, the system considers the two ETOPS segments and
the entire route between them as one ETOPS segment.
This option lets you specify a factor that the system multiplies by the range ring
radius used in the flight plan to define a maximum distance between two
sequential ETOPS alternates. The system uses the distance value to determine
whether to include the ETP between the alternates in the flight plan.
The system computes the ETP, associated critical fuel, and early and late arrival
time (EAT/LAT) values for each ETOPS alternate pair that is closer together than
the maximum distance. The system also includes these ETPs in the ETP summary
output on the flight plan and as waypoints in the navigation log. ETPs for
alternate pairs that are farther apart than the maximum distance are omitted from
the flight plan results unless they occur during an ETOPS segment.
NOTE The applicable range ring radius is stored in the Speed Cruise Mode
(SCM) data set that is used to compute ETOPS for the flight plan. (The SCM sets
are stored in the City Pair Fleet and Aircraft Fleet Databases. See the Help files for
these databases on JetPlan.com.)
NOTE If you do not enter a value for this parameter, the system applies no limit to
the distance between two sequential ETOPS alternates. In this case, the system
computes ETPs and the associated critical fuel and EAT/LAT values between each
alternate.
NOTE If you enter 0.000 for this parameter, the system treats each sequential
ETOPS alternate as a standalone alternate and does not compute the ETP
between them.
909
Table 34-1
Parameter
Description
The Flight Brief Text option enables you to enter up to 2,000 characters of text.
This parameter is used with several flight brief types. See Flight Brief Type
(Required) on page 898.
PBN/
(PBNT)
IMPORTANT This option is reserved for future use if and when certain countries
decide to use non-ICAO PBN/ codes.
IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers
that comply with the ICAO 2012 4444 specification.
NOTE This option can only be used with the (A) Permit Remarks for ATC flight
brief type.
(For future use) This option lets you enter Performance Based Navigation (PBN)
information to account for regional differences when filing using the ICAO 2012
FPL format. You are able to specify PBN/ values that are not in the ICAO 2012
section of the CADB.
If the flight plan request matches the other selection criteria that you set in the
Flight Brief Database record, the value you specify in the PBN/ box is appended
to the CADB PBN/ data or overrides it, according to the settings of the PBN
Append and PBN Override options in the Flight Brief Database (see below). The
information you enter is output in Item 18 PBN/ on the filing strip.
Input value: Up to 100 alphanumeric characters, if needed.
IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the
PBN/ indicator, but that may change in the future. It is your responsibility to ensure
that the information entered for this parameter complies with the current ICAO 4444
Amendment. If the allowed maximum is exceeded, your flight plans may be
rejected.
NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in
any Item18 text. Doing so may result in rejected flight plan filings.
910
Table 34-1
Parameter
Description
NOTE This option is reserved for future use if and when certain countries decide
to use non-ICAO PBN/ codes
or
IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers
that comply with the ICAO 2012 4444 specification.
NOTE This option can only be used with the (A) Permit Remarks for ATC flight
brief type.
(For future use) This parameter lets you indicate whether data that is entered in
the PBN/ box (see above) is appended to or overrides the value of the PBN/
parameter (I2) in the ICAO 2012 section of the CADB database. If the flight plan
request matches the other selection criteria that you set in the Flight Brief
Database record, this information is output in Item 18 PBN/ on the filing strip.
Input values:
Append (Default) Select to append the PBN/ value from the Flight Brief
Database to the value stored in the CADB.
Override Select to override the PBN/ value in the CADB with the value
from the Flight Brief Database.
911
Table 34-1
Parameter
Description
Special Handling
Information (STS/)
NOTE This option can be used only with the (A) Permit Remarks for ATC flight
brief type.
(STS)
The Special Handling Information (STS/) parameter lets you enter special
handling (STS/) information on the filing strip. Multiple selections are supported.
If the flight plan request matches the other selection criteria set in the Flight Brief
Database record, this information is output in Item 18 STS/ on the filing strip.
Separate values by a space.
Input Values One or more of the following descriptors:
ALTRV Used for a flight operated in accordance with an altitude
reservation
ATFMX Used for a flight approved for exemption from ATFM measures
by the appropriate ATS authority
FFR Used for fire-fighting
FLTCK Used for flight check for calibration of NAVAIDs
HAZMAT Used for a flight carrying hazardous material
HEAD Used for a flight with Head of State status
HOSP Used for a medical flight declared by medical authorities
HUM Used for a flight operating on a humanitarian mission
MARSA Used for a flight for which a military entity assumes
responsibility for separation of military aircraft
MEDVAC Used for a life critical medical emergency evacuation
NONRVSM Used for a non-RVSM capable flight intending to operate in
RVSM airspace
NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO 2012
FPL format when the RVSM parameter in the CADB is set to Exempt.
912
Table 34-1
Parameter
Description
IMPORTANT This option is reserved for future use if and when certain countries
decide to use non-ICAO STS/ codes in the future.
(OSTS)
IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers
that comply with the ICAO 2012 4444 specification.
NOTE This option is used with the (A) Permit Remarks for ATC flight brief type.
(For future use) The Item 18 STS/ (Regional) parameter lets you enter additional
special handling (STS/) information to account for regional differences when the
list of Special Handling Information items (see above) is not sufficient. If the
flight plan request matches the other selection criteria that you set in the Flight
Brief Database record, this information is output in Item 18 STS/Data on the
filing strip.
Input value: Up to 256 alphanumeric characters. Separate codes by a space.
NOTE If you enter an unauthorized code or duplicate indicator, the ATC rejects
the flight plan.
NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in
any Item18 text. Doing so may result in rejected flight plan filings.
IMPORTANT If the Flight Brief Database STS/ option is blank, STS/ is not output
in Item 18.
ORGN/
(ORGN)
NOTE This option can only be used with the (A) Permit Remarks for ATC flight
brief type.
The ORGN/ parameter lets you identify the eight-character AFTN address of the
originator or other appropriate contact details. If the flight plan request matches
the other selection criteria set in the Flight Brief Database record, this data is
output for Item 18 ORGN/ in the ICAO-specified order on the filing strip.
Input value: Up to 30 alphanumeric characters
NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in
any Item18 text. Doing so may result in rejected flight plan filings.
NOTE Do not enter the indicator ORGN or ORGN/ or /, followed by the input
value. Enter only the input value
NOTE If the Flight Brief Database ORGN/ option is blank, ORGN/ is not output in
Item 18.
913
Database Management
NOTE This section covers using the JetPlan command-line interface to manage the
Flight Brief Database. However, JetPlan.com is the recommended interface for
managing the customer databases. See the JetPlan.com Help file for detailed
information.
914
Command
Explanation
Example
FB,SAV
Example:
FB,CHG
FB,DEL
FB,DEX
Example:
Example:
Example:
915
Table 34-2
Command
Explanation
Example
FB,CPY
Example:
Example:
FB,RN
Command
Explanation
Example
FB,PRI
Example:
Explanation: The first example requests a printout of
every record in the database. The second example
requests a printout of the record named ALGERIA1.
01 OPTIONS FB,PRI
01 OPTIONS FB,PRI,ALGERIA1
FB,SUM
916
Example:
01 OPTIONS FB,SUM
Table 34-3
Command
Explanation
Example
FB,PEX
Example:
01 OPTIONS FB,PEX
917
C HAPTER 35
Minimum Equipment
List Database
The Minimum Equipment List (MEL) database allows you to create and manage records of
performance degradations and equipment shortcomings for aircraft of a given fleet type (a
specific airframe/engine combination). Examples of degradations include increased fuel flow,
decreased airspeed, and takeoff weight limitations. These degradations can be identified by
standard ATA codes.
The purpose of the MEL database is only to store predefined MEL items for subsequent
assignment to specific aircraft. When you create an MEL database record, you provide the
degradation and fleet type information and give the record a name. You can then use the MEL
record name when assigning the MEL item to an aircraft, either through the Master Database
(MDB) or by including the MEL record name on the flight plan request. For more information
on the MDB, see the Master Database (MDB) chapter in the JetPlan User Manual.
The primary benefit of using the MEL database is that you do not have to define the
degradations to be applied for each flight plan. Instead, degradations can be applied by
reference to a predefined MEL record. One MEL record can apply to a fleet of aircraft, all
having the same characteristic shortcoming or need for limitation.
For example, assume you have a fleet of B747-400s and that you have used the generic aircraft
ID, 747M, from the JetPlan Aircraft Library as the basis for the B747-400 fleet in your
Customer Aircraft Database (CADB). You can define degradations for your fleet of 747-400s
by using the generic aircraft ID (747M) to define a fleet type in your MEL database record.
Once stored in the MEL database, the MEL record is available for assignment to an aircraft of
this fleet type.
921
For information on applying MEL records, see Flight Plan Application on page 942.
NOTE Your flight plan output format can be customized to display information from
the MEL database. For more information, contact your Jeppesen account manager.
Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. Since then, the ICAO
2012 FPL format has been the Jeppesen standard used by all of Jeppesens flight planning
applications. The MEL database contains parameters that allow you to degrade or override the
following ICAO 2012-specific parameters in the ICAO 2012 Certification and Equipment
section of the CADB:
10a/b EQUIPMENT
R - PBN Certified
Item 18 COM/
Item 18 PBN/
Item 18 SUR/
Item 18 CODE/
Item 18 PER/
For detailed definitions and input values for the ICAO 2012 MEL database parameters, see
Database Parameters on page 924.
922
923
Database Parameters
The following table lists the parameters in the MEL database. These parameters appear as
options on the MEL database pages in JetPlan.com. As you perform MEL database tasks,
consult this table for information.
NOTE Depending on your customer preference settings, some options may not be
available. For more information, contact your Jeppesen account manager.
Table 35-1
Parameter
Description
MEL Name
(Required) The MEL Name option allows you to assign a name to the
MEL database record.
To assign an MEL to an aircraft, you must specify both the MEL Name
and the MEL Type. Otherwise, no degradations are applied
Input value: 116 alphanumeric characters
NOTE Clicking MEL Name on the Minimum Equipment List Record
page opens the Change Minimum Equipment List Record page.
Degradation Type
(Required) The Degradation Type option allows you to indicate the type
of MEL item.
NOTE The ICAO 2012 parameters are not available for SEL and NEF
MEL types.
To assign an MEL to an aircraft, you must specify both the MEL Name
and the MEL Type. Otherwise, no degradations are applied.
Input values:
MEL Minimum Equipment List.
CDL Configuration Deviation List.
SEL Special Equipment List. JetPlan does not accept performance
degradations if the MEL record is designated as an SEL type.
NEF Non-Essential Furnishings. JetPlan does not accept
performance degradations if the MEL record is designated as an NEF
type.
DMI Deferred Maintenance Item.
924
Table 35-1
Parameter
Description
Fleet Type
The Max Fuel Capacity option allows you to set a limitation to the amount
of fuel an aircraft can load on board. If the MEL is applied to the aircraft,
this value overrides the maximum fuel capacity figure stored in the
CADB.
FC
ex. FC=145950
True Airspeed Bias
TAS
The True Airspeed Bias option allows you to set an airspeed degradation
factor. The value you enter must be a percentage decrease based on a
factor of 1 (100%). For example, a 2% decrease in TAS is expressed by
the input value, 1.02.
MEL true airspeed biases are in addition to any TAS biases already stored
in a CADB file. For example, using an aircraft from the CADB that has a
3% TAS bias stored and invoking an MEL file that has a 3.5% bias results
in a cumulative TAS bias of 6.5%.
Max Airspeed
MAS
- and Max Airspeed Type
T, C, M
ex. MAS=T250
ex. MAS=C220
The Max Airspeed (MAS) value and the Max Airspeed Type must be
entered together.
Input values for airspeed type include Mach (M), Calibrated (C), and True
(T).
The Max Airspeed (MAS) value option allows you to set the airspeed for
a fleet type to a maximum limit based on a specific type of speed measure.
Max speed values need to be relative to the selected type and not out of
line with the aircrafts capabilities.
ex. MAS=M72
Max Airspeed Type
The Max Zero Fuel Weight option allows you to set a zero fuel weight
limitation for the fleet type. If the MEL is applied to the aircraft, this value
overrides the MZFW figure stored in the CADB.
ZF
ex. ZF=189950
Ballast (LBS)
BAL
The Ballast option allows you to set a specific amount of fuel on the
aircraft, increasing the basic operating weight of the aircraft.
ex. BAL=8900
Max Takeoff Wt (LBS)
TO
ex. TO=369000
The Max Takeoff Wt option allows you to set a takeoff weight limitation
for the fleet type. If the MEL is applied to the aircraft, this value overrides
the maximum takeoff weight figure stored in the CADB.
925
Table 35-1
Parameter
Description
The Max Flight Level option allows you to set a maximum altitude for the
aircraft.
FL
ex. FL=250
Input value: The value you enter must follow the JetPlan standard for
flight level inputs (3 digits, in hundreds of feet). For example, the input
250 represents 25,000 feet. This input prevents the aircraft from
exceeding the specified MEL maximum in a flight plan computation.
The Max Landing Wt option allows you to set a landing weight limitation
for the fleet type. If the MEL is applied to the aircraft, this value overrides
the maximum landing weight figure stored in the CADB.
LA
ex. LA=350000
Min Temperature
TMN
The Flat Fuel Amount (LBS) option allows you to set a fuel burn penalty,
specified in pounds. JetPlan treats this as unburnable fuel. Unlike ballast,
this fuel could be present in any fuel tank. It is most often associated with
a fuel pump that is inoperative or that must be kept submerged.
Input value range: 099999 lbs. Default is 0.
Max Temperature
TMX
Operational Code
OC
NOTE This parameter is stored in the JetPlan database for use by GUI
software applications that interface with JetPlan. This parameter has no
JetPlan functionality. Contact your Jeppesen account manager for more
information.
926
Table 35-1
Parameter
Description
Overwater Restriction
OW
Input options:
Yes Indicates that the aircraft is unable to perform up to the
standard of the overwater certification/capability, overriding both the
Overwater Equipped (OW) and the Overwater Capability (OA)
parameters in the CADB when the MEL is applied to the aircraft.
No Indicates that the MEL item does not affect the aircrafts
overwater certification or capability setting in the CADB. No is the
default value.
RVSM Degradation
RV
The RVSM Degradation option allows you to indicate how the MEL item
affects the aircrafts Separation Minimums capability to perform as
certified. Degrading RVSM causes the system to seek flight levels outside
of the RVSM flight levels when in RVSM airspace, or to alert you when
you force an invalid flight level.
Input value: Yes/No
Yes Indicates that the aircraft is unable to perform up to the
standard of the RVSM certification, overriding the RVSM Certified
(RV) parameter in the CADB when the MEL is applied to the
aircraft. This setting causes an automated edit to remove the W
character from Item 10a of the ICAO filing strip.
No Indicates that the MEL item does not affect the aircrafts
RVSM capability setting in the CADB. No is the default value.
RNP Degradation
RP
The RNP Degradation option allows you to indicate how the MEL item
affects the aircrafts area navigation capability to perform as certified.
Degrading RNP causes the system to require flight levels outside of those
required in RNP areas or on RNP routes.
Input value: Yes/No
Yes Indicates that the aircraft is unable to perform up to the
standard of the RNP certification, overriding the RNP Certified (RP)
parameter setting in the CADB when the MEL is applied to the
aircraft.
NOTE You must use the PBN Degradation parameter (see below) to
exclude R from Item 10a and PBN/ from Item 18 on the ICAO filing strip.
No Indicates that the MEL item does not affect the aircrafts RNP
capability setting in the CADB. No is the default value.
927
Table 35-1
Parameter
Description
MNPS Degradation
The MNPS Degradation option allows you to indicate how the MEL item
affects the aircrafts Minimum Navigation Performance Specification
(MNPS) capability to perform as certified. Degrading MNPS causes the
system to require flight levels above or below those required in MNPS
areas or to alert you if you force an MNPS flight level.
ME
NOTE This parameter is stored in the JetPlan database for use by GUI
software applications that interface with JetPlan. This parameter has no
JetPlan functionality. Contact your Jeppesen account manager for more
information.
The RNAV Degradation option allows you to indicate how the MEL item
affects the aircrafts RNAV capability to perform as certified.
Input values:
None Indicates that the MEL item does not affect the aircrafts
RNAV capability as it is set in the CADB. None is the default value.
Terminal Degraded/Enroute OK Indicates that flight plans are
calculated with no Terminal RNAV capability, regardless of the
aircrafts settings in the CADB.
Terminal & Enroute Degraded Indicates that flight plans are
calculated as if the aircraft had no RNAV capabilities.
NOTE RNAV degradation only affects the flight plan computation as
described above. It does not remove I and G from Item 10a on the ICAO
filing strip. You must use the 10a/b Equipment Degradation parameter (see
below) to remove I and G codes from Item 10a on the ICAO filing strip.
NOTE The RN and NORN flight plan options override the Customer
Aircraft Database (CADB) setting for RNAV and ignore any MEL
degradations that have been applied to RNAV. See the Option
Commands chapter in the JetPlan User Manual.
928
Table 35-1
Parameter
The 10a/b Equipment Degradation option allows you to indicate how the
MEL affects the aircrafts equipment and surveillance equipment
capabilities as defined by the values of the ICAO 2012 10a/b Equipment
(NC2) parameter in the CADB. When the MEL DB10a/b Equipment
Degradation parameter is populated with a given 10a or 10b code, that
code is automatically removed from Item 10a/b on the filing strip.
Input values: Up to 100 characters, selected from the list of 10a and 10b
codes in the ICAO 2012 Certification and Equipment section of the
CADB. The / 10a/b delimiter (slash) is used in the same way that it is
used in the CADB Equipment 10a/b parameter definitionto separate
equipment capabilities and surveillance equipment. To enter just 10a
codes, type the codes and do not include a slash (/). To enter just 10b
codes, type a slash followed by the codes. If you enter both 10a and 10b
codes, type the 10a codes before the slash (/) and the 10b codes after the
slash (/). For example:
To exclude C from the 10a Equipment item in the filing strip, you
would enter the following in the MEL DB 10a/b Equipment
Degradation box: C.
To exclude C from 10b Surveillance Equipment, you would enter
the following in the MEL DB 10a/b Equipment Degradation box: /C.
To exclude C from both 10a and 10b, you would enter the
following in the MEL 10a/b Equipment Degradation box: C/C.
Sample 10a/b Equipment Degradation entry using several 10a codes and
one 10b code: SXJCZWHGRY/C.
Input values For a list of the 10a/b codes and their definitions, see the
10a/b EQUIPMENT parameter in the CADB Help topic on JetPlan.com.
929
Table 35-1
Parameter
Description
PBN Degradation
The PBN Degradation option allows you to indicate how the MEL item
affects the aircrafts Performance Based Navigation (PBN) ability to
perform as certified as indicated by the setting of the PBN Certified (I1)
parameter in the ICAO 2012 Certification and Equipment section of the
CADB. When this parameter is selected, an automatic edit removes the
R designator from Item 10a and the PBN/ indicator from Item 18 in the
filing strip.
FPBN
NOTE PBN Degradation does not affect how the system computes a flight
plan.
Input options:
Selected (Yes) Indicates that the aircraft is unable to perform up to
the standard of the PBN certification. This setting overrides the
setting of the PBN Certified (I1) parameter in the CADB when the
MEL item is applied to the aircraft and causes an automated edit to
remove the R designator from Item 10a and the PBN/ indicator
from Item 18 in the filing strip.
Not selected (No) Indicates that the MEL item does not affect the
aircrafts PBN Certification setting.
930
Table 35-1
Parameter
Description
PBN/ Degradation
PBND
Input values For a list of the PBN/ codes and their definitions, see the
Item 18 PBN/ parameter in the ICAO 2012 Certification and Equipment
section of the CADB Help topic on JetPlan.com.
NOTE The current ICAO limit is eight codes (16 characters), but that
might change in the future. For that reason, there is no limit to the number
of codes that can be selected.
NOTE Do not use any special characters, including a slash (/) or a hyphen
(-) in any Item18 text. Doing so might result in rejected flight plan filings.
931
Table 35-1
Parameter
Description
PBN/ Addition
The PBN/ Addition parameter allows you to store Item 18 PBN/ codes in
an MEL DB record. The MEL PBN/ Addition parameter is used in
conjunction with the MEL PBN/ Degradation entries when an MEL item
removes certain PBN codes but adds others.
PBNA
If the MEL PBN/ Addition parameter is populated, the system adds the
codes to the existing CADB Item 18 PBN/ codes and outputs all in Item
18 on the filing strip in alphanumeric order.
The PBN/ Addition parameter interacts with the CADB PBN Certified
parameter, the MEL DB PBN Degradation parameter, and the MEL DB
PBN/ Degradation parameters as follows:
If the CADB PBN Certified parameter equals No, the system
automatically excludes PBN/ from the Item 18 outputthat is, the
MEL PBN/ Addition parameter is ignored even if it has a value.
If the CADB PBN Certified parameter equals Yes and the MEL
PBN Degradation parameter also equals Yes (is selected), the
system excludes PBN/ output from Item 18 on the filing strip. In
this case, the PBN/ Addition parameter has no effect.
If the CADB PBN Certified parameter equals Yes, and the MEL
DB PBN Degradation parameter is not selected, PBN codes in the
PBN/ Addition parameter are added in alphanumeric order to the
CADB PBN/ codes in Item 18 PBN/ on the filing strip.
If the CADB PBN Certified parameter equals Yes, and the MEL
DB PBN Degradation parameter is not selected, and the MEL PBN/
Degradation parameter does not contain a matching code, PBN
codes in the PBN/ Addition parameter are added to the CADB PBN/
codes in Item 18 PBN/ on the filing strip. Any Item 18 PBN/code that
is in the PBN/ Degradation parameter is excluded from the Item 18
output, even if it is in the PBN/ Addition parameter or in the CADB
Item 18 parameter.
Input values For a list of the PBN/ codes and their definitions, see the
Item 18 PBN/ parameter in the ICAO 2012 Certification and Equipment
section of the CADB Help topic on JetPlan.com.
IMPORTANT JetPlan does not verify that your PBN/ Addition entries are
valid PBN codes. Item 18 PBN/ codes consist of two alphanumeric
characters. Do not use any special characters, including a slash (/) or a
hyphen (-) in any Item18 text. Doing so might result in rejected flight plan
filings.
NOTE If a non-degraded code is in both the PBN/ Addition parameter and
the CADB Item 18 PBN/ parameter, it is not added twice to the Item 18
output.
NOTE All Item 18 PBN/ codes are entered in Item 18 on the filing strip in
alphanumeric order.
932
Table 35-1
Parameter
Description
COM/ Override
COMO
DAT/ Override
DATO
SUR/ Override
SURO
933
Table 35-1
Parameter
Description
CODE/ Override
CODEO
PER/ Override
PERO
Miscellaneous Parameters
Dispatch UI
DUI
NOTE This parameter is stored in the JetPlan database for use by GUI
software applications that interface with JetPlan. This parameter has no
JetPlan functionality. Contact your Jeppesen account manager for more
information.
NOTE This parameter is stored in the JetPlan database for use by GUI
software applications that interface with JetPlan. This parameter has no
JetPlan functionality. Contact your Jeppesen account manager for more
information.
The Flight Plan Output option indicates whether the MEL is listed on the
flight plan output.
Input value: Yes/No
934
Table 35-1
Parameter
Description
Phase of Flight
The Phase of Flight option allows you to limit the flight phase or phases to
which the MEL applies. The Phase of Flight indicator applies only to the
Fuel Flow bias. You can select more than one option.
(CFS Indicator)
CFS (ETOPS Critical Fuel
Scenario)
Input values:
ETOPS Critical Fuel (CFS) The MEL degradation is considered for
the critical fuel scenario calculations (ETOPS flight plans).
CLB
CRZ
DES
TXI
Allows you to specify a unique and meaningful name for the MEL type.
Input value: 16 alphanumeric characters
Multiplier Penalties
Multiplier Description
DDSC
The Fuel Flow Bias option allows you to set a fuel burn degradation
factor. The value you enter is a percentage increase based on a factor of 1
(100%). For example, a 4.5% increase in fuel flow is expressed by the
input value, 1.045. Values are applied in the measure of pounds (or kilos)
per hour per engine (lbs/hr/engine or kgs/hr/engine).
FF
When selected, this option indicates that the Fuel Flow Bias (FF) is
subject to a multiplier and/or a Phase of Flight degradation.
935
Table 35-1
Parameter
Description
EF
When selected, this option indicates that the Enroute Weight Factor is
subject to a multiplier.
The Enroute Weight Penalty (LBS) option allows you to set a penalty in
pounds to be added to the aircraft gross weight for Terrain Analysis
(Mountain Driftdown and Terrain Clearance).
Input value: 0999,999 pounds. Default is 0.
This penalty is subject to a multiplier degradation if you select that option
when you create the MEL record.
When selected, this option indicates that the Enroute Weight Penalty
(LBS) is subject to a multiplier.
When a parent MEL record is applied to an aircraft, the biases in parent
and child records are applied cumulatively when Add Biases is selected.
NOTE Add Biases is selected by default. To turn off the automatic
cumulative application of biases in parent and child MELs, clear the Add
Biases checkbox.
For more information about parent-child records and how Add Biases is
applied, see Child MEL Parameters on page 937.
Description
DSC
936
Table 35-1
Parameter
You can associate one or more MEL records with one parent MEL record. The child records are applied to
an aircraft when the parent record is applied.
When the Add Biases parameter is selected in the parent record or any of the associated child records, JetPlan
applies any indicated multipliers to the value of Fuel Flow Bias, Enroute Weight Factor, and Enroute Weight
Penalty parameters in each MEL record and then sums up all of the degradation values for application to the
aircraft. The sum total is output on the flight plan.
NOTE Only a parent and its second-generation child records are applied to the aircraft. If a parent record has a
child record which in turn has a child record, that third-generation record is not counted in the cumulative
application of MELs to the aircraft.
NOTE When the parent MEL record is applied to an aircraft in a flight plan, the biases in parent and child
records are applied cumulatively when Add Biases is selected. Add Biases is selected by default. To turn off the
automatic cumulative application of biases in parent and child MELs, clear the Add Biases checkbox.
Name
Enter the name of the child MEL record. You can click See Candidates to
select the child record from a list of MEL records that apply to the given
fleet type.
Input value: The child MEL record name must already exist in the MEL
database and must apply to the same fleet type as the parent MEL.
Type
Select the Degradation Type for the child MEL record. The Degradation
Type setting for the child MEL must be the same as the Degradation Type
setting for the parent MEL record.
937
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record or records
File Display
SUM Displays a record or records
PRI Displays a record or records
The fleet type, MEL type, and MEL name are the key elements that define the MEL record.
They follow function commands, such as SAV, and precede any optional parameters in the
command-line input. MEL Database functions use the following syntax:
MEL,function command,fleet type,MEL type,MEL name,parameter
1,parameter 2,and so on.
938
Command
Description
MEL,SAV
The SAV command allows you to create a new record of information for a particular fleet type
in the MEL Database. Specify the fleet type and the MEL type and provide a file MEL name
before entering the parameters you wish to set.
You can include any other parameters when saving records in the database. You can even omit
all optional parameter inputs if you just want to set up a record in the database for future
refining. The point is that a record is created or affected by the input of the access command
(MEL), the function command (SAV), the fleet type, the MEL type, and the MEL name.
NOTE To assign an MEL to an aircraft, you must specify both the MEL name and the MEL
Type. Otherwise, no degradations are applied.
Example:
01 OPTIONS MEL,SAV,747M,D,FILEABC,FF=1.02
MEL,CHG
The CHG function allows you to modify the parameter settings of an existing record. The
input is similar to the SAV input. You can add new parameter settings to the record, change
previous settings to new values, or reset values to the default state. To reset a parameter value
to a default state, you must provide a zero (0) value to the parameter (for example, ff=0).
Example:
01 OPTIONS MEL,CHG,747M,D,FILEABC,FF=0,MAS=T300
NOTE Changing the MAS parameter to its default value requires you to include the Type
prefix (T, C, or M) before the zero value (for example, MAS=T0). If you try to reset the MAS
parameter without the Type prefix, no change occurs.
939
Table 35-2
Command
MEL,DEL
Description
The DEL function command allows you to delete any or all records stored in the database.
To delete a specific record, enter the fleet type, the MEL type, and the file name after the DEL
command.
Example:
01 OPTIONS MEL,DEL,747M,D,FILEABC
To delete all records by fleet type, enter just the fleet type after the DEL command.
Example:
01 OPTIONS MEL,DEL,747M
To delete all records, just specify the DEL command (without anything further).
Example:
01 OPTIONS MEL,DEL
Description
The SUM command displays a summary of MEL record information.
To display summary information for all records in the database, enter MEL,SUM.
Example:
01 OPTIONS MEL,SUM
To display summary records by fleet type, enter the fleet type after the SUM command.
Example:
01 OPTIONS MEL,SUM,747M
To display a summary for a specific record, enter the fleet type, MEL type, and MEL name
after the SUM command.
Example:
01 OPTIONS MEL,SUM,747M,M,SS1234
940
Table 35-3
Command
Description
MEL,PRI
The PRI function allows you to display detailed information about the content of the MEL
Database.
To display detailed information for all records in the database, enter MEL,PRI.
Example:
01 OPTIONS MEL,PRI
To display detailed records by fleet type, enter the fleet type after the PRI command.
Example:
01 OPTIONS MEL,PRI,747M
To display detailed information for a specific record, enter the fleet type, MEL type, and MEL
name after the PRI command.
Example:
01 OPTIONS MEL,PRI,747M,M,SS1234
941
In addition, you can create Master Database (MDB) records that apply MEL records to
particular aircraft, referencing the aircraft record names in the Customer Aircraft database
(CADB). Because an MDB record includes the specific CADB record name of the aircraft
being affected, there is no input that applies the MDB record to the flight plan other than the
use of the aircraft record name in the flight plan request. The MDB record is effective until the
record expires or until you deactivate (delete) it. For more information, see the Master
Database (MDB) chapter in the JetPlan User Manual.
NOTE Use of the MDB is required to apply MEL multiplier penalties to aircraft. See
Applying Multipliers to Fuel Flow Bias and Weight Penalties on page 944.
NOTE Ad hoc biases that are cruise-mode-specific override biases stored in the
CADB.
942
The following examples demonstrate the application of an MEL record (ABCD) with a fuel
flow bias and the interaction between this MEL bias and other biases. Assume the use of a
CADB file (N1234) with a fuel flow bias set at 2% (1.02). The MEL record has a fuel flow
bias set at 3% (1.03).
Example:
Explanation: Without an MEL record specified, the flight plan incurs a fuel flow bias of 2%
(from CADB file, N1234).
10 A/C TYPE/REGN $N1234
11 CRZ MODE LRC
Example:
Explanation: With the MEL record, ABCD, specified, the flight plan incurs a fuel flow bias of
5% (2% from CADB file, N1234, plus 3% from MEL record, ABCD).
10 A/C TYPE/REGN $N1234
11 CRZ MODE LRC,MEL=ABCD
Example:
Explanation: Without an MEL record specified, the flight plan incurs a fuel flow bias of 4%
(the ad hoc bias on the Cruise Mode command line overrides the bias set in the CADB file).
10 A/C TYPE/REGN $N1234
11 CRZ MODE LRC,FFLRC=1.04
Example:
Explanation: With an MEL record specified, the flight plan incurs a fuel flow bias of 7% (the
ad hoc bias overrides the CADB bias, but is added to the MEL bias).
10 A/C TYPE/REGN $N1234
11 CRZ MODE LRC,FFLRC=1.04,MEL=ABCD
943
944
945
When JetPlan computes the Mountain Driftdown gradient, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request, plus
Any enroute weight penalty contained in each type M or C MEL currently
assigned to the aircraft, plus
Any enroute weight factor contained in each type M or C MEL currently
assigned to the aircraft, converted to a weight penalty as follows: enroute
weight factor (%) * aircraft gross weight at the decision point.
The correct gradient penalty percentage must be determined for each MEL. The following is a
sample formula for deriving an enroute weight penalty factor from the enroute gradient
penalty in the published MEL:
EWF = 1 + (GP / (1 / LDR + NG)), where:
EWF is the Enroute Weight Factor percentage that is to be stored in the
MEL record.
GP is the Gradient Penalty as defined in the manufacturers MEL.
LDR is the Lift to Drag Ratio.
NG is the Net/Gross Performance Factor. A standard value for NG is 0.011
(or 1.1%) for two-engine aircraft.
For example, using the formula above, for an MEL that specifies a 0.032% gradient penalty
for a 737-800 at 160,000 pounds at the decision point, the weight penalty derived would be
751 pounds, assuming that LDR is 17.5 and NG is 0.011. (This equates to a 0.469% Enroute
Weight Factor if the gradient penalty were instead calculated against the aircraft weight
without the L/D formula.)
946
947
C HAPTER 36
951
Database Parameters
The following table defines the parameters that can be set in the MDB. These parameters
appear as options on the MDB pages in JetPlan.com. As you perform MDB tasks, consult this
table for information.
Table 36-1
Parameter
Description
Effective Date/Time
The Effective Date and Time parameter allows you to set the
chronological start point of the aircrafts problem. The value must be
entered in the following format: DDMMYYYY@HHMM. The time input
(HHMM) is UTC. JetPlan disregards an MDB record that is not yet
effective when you run the flight plan.
EFF
ex. EFF=23082002@0100
Expiration Date/Time
EXP
ex. EXP=31122002@2359
Duration Type
DURTYPE
ex. DURTYPE=text
Duration Time
DURTIME
ex. DURTIME=text
Airplane Grounded
GRND
ex. GRND=Y
The Expiration Date and Time parameter allows you to set the
chronological end point of the aircrafts problem. The value input is the
same format as described above. JetPlan disregards an MDB record that is
no longer in effect when you run the flight plan.
This option allows you to enter 8 characters of text information. The
application of this option is at your discretion and has no effect on the
flight plan computation.
(Required) This option allows you to specify the status of the aircraft.
Choices are Yes and No. This option has no effect on the flight plan
computation.
NOTE This parameter is for informational purposes only. No warning or
alert is provided if a flight plan is generated using a grounded aircraft.
952
Table 36-1
Parameter
Description
Location Code
The Location Code option allows you to enter text identifying the location
on the aircraft to which the MEL item applies; for example: Left,
Right, Fore, Aft, and so on. This option has no effect on the flight plan
computation.
LC
Ex. LC=text
The MEL Multiplier option allows you to apply the MEL degradation
specified in the MEL record multiple times to one aircraft. The total is
included in the flight plan calculation. You can apply the multiplier value
against one or more of the following options by selecting the associated
Subject to Multiplier checkbox on the Add a Minimum Equipment List
Code page in JetPlan.com:
Fuel Flow Bias
Enroute Weight Factor
Enroute Weight Penalty
Example: In the MEL database record, the Enroute Weight Factor penalty
is set to 0.9, and the Subject to Multiplier checkbox for Enroute Weight
Factor is selected. The MEL Multiplier option in the associated MDB
record is set to 02, so the Enroute Weight Factor penalty value is applied
twice in the flight plan calculation.
For more information on the Subject to Multiplier option, see the
Minimum Equipment List Database chapter in the JetPlan User Manual.
Value for the MEL Multiplier option: A two-digit number between 01 and
99. The default value is 01.
Tracking Number
TN
Ex. TN=text
The Tracking Number option allows you to enter a free-form code that
combines with the A/C name to identify a unique MEL Assignment
record in the system. This information has no effect on flight plan
computations, but is displayed in the flight planning system and might
appear on the flight plan output, depending on format.
Value: A maximum of 14 characters is allowed.
Department/Personnel
DEPT
ex. DEPT=text
Comments
CMNT
ex. CMNT=text
953
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record or records
File Display
SUM Displays a summary record or records
PRI Displays a detailed record or records
The record you affect in the database is referenced by its name. The record name, referred to in
the MDB as the A/C tail number, must be the aircrafts Customer Aircraft database (CADB)
record name. Using the aircrafts CADB record name ties the MDB record to the specific
954
aircraft with a problem. This forces the application of the MDB record and the MEL within it
every time the aircraft is used in a flight plan. The CADB record name input immediately
follows the function command input.
Since the purpose of the MDB is to apply MELs, an existing MEL type and MEL Database
record name must be referenced to properly save or change an MDB record. This input
immediately follows the CADB record name, so that the input structure has the following
syntax:
MDB,function command,CADB record name,MEL type,MEL name,parameter
1,parameter 2,and so on.
NOTE The MEL name must reference an existing MEL record or an error occurs. If
you are unsure of the file name (or its existence), perform the command MEL,PRI on
the Options command line to see what is available in the MEL Database.
The MDB record key elements are described in the following table.
Table 36-2
Parameter
Description
MEL Type
MEL Name
(Required) This is the name of the MEL record you are referencing. This
is typically the ATA code. Value: 1-16 characters.
If the MDB references an MEL that does not exist in the MEL database,
JetPlan generates an alert when you run the flight plan.
955
MDB Commands
The MDB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
Command
Description
MDB,SAV
MDB,CHG
956
Table 36-3
Command
Description
MDB,DEL
The DEL command allows you to delete individual records from the
database. To delete a record, enter the CADB record name, MEL type,
and the MEL name after the function command.
EXAMPLE:
01 OPTIONS MDB,DEL,N1234,D,SS1234
Command
Description
MDB,SUM
The SUM function allows you to display records in a list format. File
information is abbreviated with this command, showing only the CADB
record name (tail number), MEL type, MEL name, effective date, and
expiration date.
To display all records in the database, enter the command, SUM.
EXAMPLE:
01 OPTIONS MDB,SUM
To display records with the same CADB record name, enter the CADB
record name after the SUM command.
EXAMPLE:
01 OPTIONS MDB,SUM,N1234
To display an individual record, enter the CADB record name, MEL type,
and MEL name after the SUM command.
EXAMPLE:
01 OPTIONS MDB,SUM,N5678,M,SS1234
957
Description
MDB,PRI
The PRI function allows you to display the entire contents of one or more
records.
To display the contents of all records, enter the PRI command only.
EXAMPLE:
01 OPTIONS MDB,PRI
To display the contents of records with the same CADB record name,
enter the CADB record name after the PRI command.
EXAMPLE:
01 OPTIONS MDB,PRI,N1234
To display the contents of a single record, enter the CADB record name
and the MEL type and name after the PRI command.
EXAMPLE:
01 OPTIONS MDB,PRI,N5678,M,SS1234
958
959
C HAPTER 37
Restricted Area
Database
The Restricted Area Database is a feature created and maintained by the user and provides
storage and access to avoid region files. JetPlan recognizes a request using a stored
Restricted Area Database record during both dynamic and canned route selection. The
following considerations apply to the use of the Restricted Area Database:
The Restricted Area Database works with the dynamically created routes of
JetPlans Route Optimizer and the canned routes found in the Customer
Route Database.
The Restricted Area Database does not work with JetPlans SRS route
development tool.
The Restricted Area Database cannot be used with the Customer Route
Database command RT,GEN.
963
You can also enter the RST command on the Options command line without specifying a
Restricted Area record name. Enter the record name in the appropriate position later in the
request.
Example:
01 OPTIONS FP,RCC,CS/JD1,PCT/S SMITH,DSP/R JONES,RST
05 RESTRICTED AREA XNAT1
964
Example:
01 OPTIONS SC,FLT,NRT-LAX-R001,RST
05 RESTRICTED AREA (hit <ENTER> and continue on)
965
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
NOTE Help instructions on how to build or maintain the Restricted Area Database
are available by entering RST,HELP on the Options command line.
The RST access command followed by a slash (/) is used to create a new Restricted Area
record. The RST access command precedes a command function to delete or display
information in the database.
Two categories of command functions are available when accessing the Restricted Area
Database. These functional categories are listed below with the specific commands.
File Maintenance
RST/X<NAME> Creates a new record
DEL Deletes an existing record
File Display
SUM Displays a list of all records
PRI Displays the contents of the record or records specified
966
Command
Description
RST/X<NAME>
To create a Restricted Area Database record, enter the following on the Options command
line: RST, a slash (/), a three to eight character record name starting with X, another slash,
and the avoid region boundaries. The following rules apply:
A slash separates each input item.
The file name must begin with the letter X, followed by two to seven characters (three
to eight characters total).
The restricted area boundaries can be defined as a three- to five-sided enclosed area or
a radius distance about a coordinate.
A minimum of three coordinates and a maximum of five coordinates can be specified
to define an enclosed restricted area.
The coordinates must be specified as they would be drawn on a chart. The segments
must define an enclosed area with no line crossing another line.
You must indicate south latitude and east longitude by using either a hyphen (-) or the
letters S and E. North latitude and west longitude are default entries, meaning no
designation is necessary. However, a plus sign (+) or the letters N and W can be
used.
Example:
Explanation: Create a Restricted Area Database record
01 OPTIONS RST/XNAT1/5700,05000,5700,01000,4800,02000,4800,05000
Example:
Explanation: A radius about a coordinate is specified by stating a single latitude/longitude
coordinate followed by the distance of the radius (in miles or kilometers) and the letter R.
01 OPTIONS RST/XAVOID2/N3640,E12136,100R
967
Table 37-1
Command
Description
RST/X<NAME>
Example:
(continued)
Explanation: You can specify more than one restricted area in one Restricted Area record.
However, each area entry must be separated by a slash (/), and cannot use more than 200
characters to define the region. Control the line break by ending the line with a comma. Do
not end the last line with a comma. The first example below creates one restricted area. The
second creates two restricted areas.
Example:
01 OPTIONS RST/XNAT1/5700,05000,5700,01000,4800,02000,4800,05000
- or 01 OPTIONS RST/XAVOID1/N6000,E16000,N6500,W16500,N4000,W16000,
N4300,E16500/N4200,E17500,300R
RST/DEL
The DEL function allows you to delete a Restricted Area Database record by name or
serial number.
Example:
Explanation: To delete a Restricted Area Database record by name, enter the following on
the Options command line: RST, DEL, slash, and the record name. (A comma or slash can
be used to separate the RST command from the DEL option.)
01 OPTIONS RST/DEL/XAVOID3
Example:
Explanation: To delete a Restricted Area Database record by serial number, enter the
following on the Options command line: RST/DEL/SN=, followed by the serial number of
the restricted area.
01 OPTIONS RST/DEL/SN=12345
NOTE A records serial number can be found by requesting a summary output (RST,SUM)
of all records.
Command
Description
RST/SUM
To display a list of all Restricted Area Database records, enter the following on the Options
command line: RST, slash(/), and SUM.
Example:
Explanation: Display a list of all records.
01 OPTIONS RST/SUM
968
Table 37-2
Command
Description
RST/PRI
To display the contents of a particular Restricted Area Database record, enter the following
on the Options command line: RST, slash, PRI, slash, and the record name.
Example:
Explanation: Display the contents of the XAVOID3 record.
01 OPTIONS RST/PRI/XAVOID3
To display the contents of a particular Restricted Area Database record in complete detail,
add the /FULL parameter. This parameter applies more readily to restricted areas created for
JetPlans 3D Avoid option.
Example:
Explanation: Display the XAVOID3 record in full.
01 OPTIONS RST/PRI/XAVOID3/FULL
969
C HAPTER 38
Customer Route
Database
Route Records
You can create route records in the Customer Route Database by providing standard JetPlan
route inputs, which in turn are used to generate stored routes. Standard inputs refer to entries
that properly define, access, and select the route structure you want through the Route
Optimizer (RO), the Specific Route Selector (SRS), or the combination of these two methods
of route input. (For more information on route inputs, see the Route Commands chapter in
the JetPlan User Manual).
Once a route record is created, you can enter the name of the record on the Route line of a
flight plan request. This type of input, which is generally much shorter than the typical string
of elements needed to generate a specific route, provides a canned track between two
airports. When you store multiple route records in the Customer Route Database between the
same POD and POA combination, you can direct JetPlan to utilize (1) a specific record, (2) the
best record from a selected few, or (3) the best one from all available for that airport pair.
A route record can be copied to your Customer Alternate database and invoked in the flight
plan computation as a divert route. This occurs automatically when the arrival and alternate
airports from the flight plan request match the airport pair of a record stored in the Alternate
Database.
973
In addition to route records, you can also create and manage escape route and reclear route
segment records. In JetPlan.com, these records are accessed on the Customer Route Database
page, using the ROUTE SEGMENTS menu commands.
Escape routes are used with Jeppesens Terrain Analysis feature. An escape route is a userdefined approach route to a mountain driftdown alternate designed to route the aircraft safely
through high terrain. For a discussion of the use of escape routes with Terrain Analysis flight
planning, see the Overwater Driftdown and Terrain Analysis chapter in the JetPlan User
Manual.
NOTE The Driftdown Escape Routes customer preference controls use of escape
routes. For information, contact your Jeppesen account manager.
A reclear flight plan enables you to legally reduce the reserve fuel required on an international
flight. This affords a corresponding increase in the amount of payload a flight can carry or the
distance it can cover. For more information on reclear flight plans, see the Reclear
Commands chapter in the JetPlan User Manual.
NOTE Reclear route records in the Route Segment Database are not yet available
for use in all Jeppesen front-end flight planning applications, such as JetPlanner and
the New Flight Planner in JetPlan.com. Contact your Jeppesen account manager for
information.
When creating and maintaining route segment records, you define the begin and end points
(waypoints or airports or latitude/longitude coordinates), provide a route string input, select
the route segment group (escape route or reclear route), and then submit the information to
create the record.
For example, you could create an escape route segment record using airports as the begin and
end points with the following input:
Route segment record name: RT1
Begin point airport: KCOS
974
The equivalent inputs in line mode for this sample escape route record are:
01 OPTIONS CS,GEN,KCOS,KABQ/RT1,ES
06 ROUTE -ALS ESPAN FLYBY FRIHO ABQ
If you want the route to start and/or end at a waypoint (rather than an airport), you must
provide the waypoint name, area, and type. This information can be looked up on JetPlan.com,
using the Airport & Navigation Info menu command on the Customer Route Database
page.
For detailed instructions on route segment records using JetPlan.com, see the Help file for the
Customer Route Database on JetPlan.com.
975
Your account must be configured to allow you to access the Pre-Effective Database, which is a
non-production route database that authorized customers can use to maintain company route
records prior to the effective date of the next AIRAC cycle update. The data in the PreEffective Database is readied for eventual release but is made available before implementation
to those customers who request it. Any changes made to routes in the Pre-Effective Database
will become effective with the next AIRAC cycle update (and not before then).
If your user privileges give you access to the Pre-Effective Database and if there is a PreEffective Database available for use, you will see a Route Database dialog box above the
menu on the Customer Route Database page in JetPlan.com. Typically, when you first open
the database page, the Route Database dialog box is green and contains a LIVE button,
indicating that the currently effective Live Database is in use.
Clicking the LIVE button opens the AIRAC Database Options page, which enables you to
switch between the Live Database and the Pre-Effective Database in JetPlan.com. When you
are using the Pre-Effective Database, the Route Database dialog box is red (not green) and
contains a button you can use to return to the AIRAC Database Options page, where you can
switch back to the Live Database.
976
NOTE The Pre-effective Database feature is available upon request. Contact your
Jeppesen account manager for more information.
If the Send to FMS option is visible on the Route Database menu in JetPlan.com, you have
arranged with your Jeppesen NavData representative to enable automatic forwarding of your
FMS routes from your Customer Route Database to Jeppesens FMS data team. In that case,
when you click Send to FMS, all routes that have been added to groups FMS1 through FMS9
are sent to Jeppesen, so they can be added to your custom NavData for the next cycle update.
NOTE For more information on the Send to FMS feature, contact your NavData
representative.
977
Database Parameters
This section contains the following topics:
Route Parameters on page 978 lists the parameters used to create
customer route records.
Route Segment Database Parameters on page 984 lists the parameters
used to create route segment records (for escape routes and reclear routes).
Route Parameters
NOTE The following table describes the parameters used to create routes in the
Customer Route Database. For information on the route segment parameters, see
Route Segment Database Parameters on page 984.
978
Table 38-1
Route Parameters
Parameter
Description
RT Name
/<xx>
ex. /R1
ex. /RT01
ex. /JFKGLL
ex. /A1234567890
Group
GP
ex. GP=BLUERTES
ex. GP=.RED RTES.
Expiration Date
ddmmyy
ex. 311205
POD
<XXXX> or <XXX>
ex. KJFK or JFK
979
Table 38-1
Parameter
Description
POD Bias
DD=#(##)
ex. DD=20
POA
<XXXX> or <XXX>
ex. EGLL or LHR
POA Bias
AD=#(##)
ex. AD=35
980
Table 38-1
Parameter
Description
ex. RN
ex. AX
<XX>
ex. MA
981
Table 38-1
Parameter
Description
FL
ex. FL
Input value:
In the JetPlan command-line interface, the value is
simply the two letter code, FL. This parameter is
generally the last entry in a route generation command
input, unless the Group Name parameter is included.
By entering FL in the route command, you notify
JetPlan that you intend to include a profile input. The
Profile command line prompts you for the actual
flight-level entries.
The entry must follow standard JetPlan syntax for
flight level entries. You can enter a single altitude (for
example, 170), or an altitude range (for example,
100,170). See the Profile Commands chapter in the
JetPlan User Manual for more information.
Alternate Flight Levels
FL=###(,###)
ex. FL=100,150
ex. FL=170
Remarks Section
RMK
NOTE In the JetPlan command-line interface, the
RMK parameter is used with the RG (Rename Group)
function command.
982
Table 38-1
Parameter
Description
Routing
Reclear Data
Airway Search
AWY=(route string)
ex. AWY=UB12
ex. AWY=UB12 SIT
ex. AWY=UB12 SIT UA14
Checkpoint Search
CPT=(route string)
ex. CPT=TANSA
ex. CPT=TANSA UB12
ex. CPT=TANSA UB12 SIT
983
Table 38-1
Parameter
Description
Table 38-2
Parameter
Description
This is the name you give to the route segment record in the
database.
Input value: Up to six alphanumeric characters
984
Table 38-2
Parameter
Description
Input options:
Escape Routes A user-defined approach route to a
mountain driftdown alternate designed to route the aircraft
safely through high terrain. Supports the JetPlan Terrain
Analysis feature.
Reclear Routes A user-defined route from the reclear
point to the reclear airport.
Waypoint
(Waypoint) Area
985
Table 38-2
Parameter
Description
(Waypoint) Type
Input options:
VOR (D)
Enroute Waypoint (EA)
Terminal NDB (PN)
Terminal Waypoint (PC)
NDB (DB)
For information on the waypoint types, see the Route
Commands chapter in the JetPlan User Manual.
Latitude
Longitude
Routing
This parameter enables you to specify the SRS route string. For
information on SRS syntax, see the Route Commands chapter
in the JetPlan User Manual.
Example: -ALS ESPAN FLYBY FRIHO ABQ
986
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
The access command always precedes a function command. Function commands are those
inputs that instruct JetPlan to store, change, delete, or display information in the database. The
Customer Route Database command functions are divided into three categories: file
maintenance, file display, and file verification. These categories are listed below with the
respective functions.
File Maintenance
GEN Generates the route and creates a new record
CHG Modifies an existing record
DEL Deletes a record or records
RN Renames a record
UPD Updates route inputs on a global scale
987
File Display
PRI Displays the complete information of an individual route record
LST Displays route inputs and summaries
RP Displays route names and other information
SUM Displays the airports and other information
TOT Displays the number of records in the database
RID Displays the record identifier
SRH Searches for records
File Verification
CHK Checks route files against recent navigation updates
OK Marks route files as being verified and approved
To affect the content of any individual record, you need to reference the records identifier. In
this case, it is the name you give the route file (see the File Name parameter in previous table).
In most cases, you must include the departure and arrival stations. These items are typically
required for all maintenance functions (for example, GEN, CHG, DEL, and RN). Hence, the
proper syntax of a basic Customer Route Database input is:
RT,function command,POD,POA/filename
The command syntax for an input that includes all of the parameter options is:
RT,function command,XX,POD,POA/filename,
FL=###,###,DD=###,AD=###,DDMMYY,FL,GP=XXXXXXX
988
Example:
Explanation: The following Customer Route Database command input requests the generation
(create and save) of a new route between the airports, KJFK and EDDF. The new route is
being saved under the file name, RT01. The request includes a consideration for RNAV route
segments (RN), a departure distance bias (DD=), an arrival distance bias (AD=), and an
expiration date (Dec. 31, 2005). It also categorizes the route file in the group, BLUE.
01 OPTIONS RT,GEN,RN,KJFK,EDDF/RT01,DD=20,AD=5,123105,FL,GP=BLUE
989
NOTE The inputs shown on the Route command lines of the following examples
below may or may not be applicable to a real flight plan today. Jeppesen attempts to
keep the route inputs valid, but navigation structure constantly changes over time.
Therefore, these route inputs serve as examples only. Plan accordingly.
Example:
Explanation: This RT,GEN command shows the minimum required inputs (no optional
parameters are used). It creates the route file, R001, with a route from San Francisco, USA
(KSFO) to Seoul, South Korea (RKSI). The Route command line inputs request jet airways to
a North Pacific track (R220, via NUBDA), and jet airways the rest of the way.
01 OPTIONS RT,GEN KSFO,RKSI/R001
06 ROUTE J/P/J,NUBDA,KPO
990
Example:
Explanation: This RT,GEN command creates the route file, R002, between KSJC and RJAA.
The Route command line inputs are made using the SRS route selection method. Optional
parameter entries include the profile constraint parameter (FL) and a group name input (GP=).
The input of the FL code mandates a Profile command line input, where IFR rules are applied
and the profile is constrained to be between FL280 and FL390.
01 OPTIONS RT,GEN,KSJC,RJAA/R002,FL,GP=TEAM1
06 ROUTE -OSI V25 PYE V27 ENI C1486 GUTTS KLARK BEGUN CDB A342 PINSO
\A590 PABBA OTR6 KETAR OTR10 CVC
09 PROFILE I,280,390
Example:
Explanation: This RT,GEN command creates the route file, R003, between VTBD and RJAA.
The Route command line inputs request jet airways with overflight of waypoints: IDOSI, CH,
ELATO, and MAMAS. Because one of the possible airways is time restricted, the AX
parameter is included in the command input to allow consideration of that airway. Other
optional inputs include an expiration date and a group name.
01 OPTIONS RT,GEN,AX,VTBD,RJAA/R003,311210,GP=TEAM2
06 ROUTE J,IDOSI,CH,ELATO,MAMAS
Example:
Explanation: This RT,GEN command creates the route file, A001, between LFPG and EDDF.
The MA parameter is applied to access the mid-altitude database as the navigation source data.
A profile constraint (FL=130,210) is applied to the route for times when the file is used as a
divert route resource. Departure (DD) and arrival (AD) distance biases are also applied to the
route.
01 OPTIONS RT,GEN,MA,LFPG,EDDF/A001,FL=130,210,DD=10,AD=20
06 ROUTE J
NOTE The route file, A001 (shown above), cannot be used as a divert route until it
is copied to the Customer Alternate Database.
991
Example:
Explanation: This RT,GEN command demonstrates how to enter user-defined airports into a
route file. By excluding the POD and POA input from the GEN command, you instruct JetPlan
to prompt for the airport inputs. Using the POD and POA command lines, you can enter any
valid type of airport input. See the POD and POA Commands chapter for more information on
valid types of airport inputs with user-defined airports.
01 OPTIONS RT,GEN/H01
02 POD PODX,3950,10653,FL063
03 POA KSFO
06 ROUTE D//J,D,EKR
992
you can hit the ENTER key and retain the original route inputs without
having to reenter the entire line. See the Route Commands chapter for more
information on Route Line Editing.
Before making any changes to a Customer Route Database file, Jeppesen
suggests you employ the RT,LST command to compare and verify the
current route inputs. You can also invoke the Route Line Edit program to
see the route inputs before deciding on modifications.
The following examples illustrate the RT,CHG command by providing scenarios in which
route files are created and then modified.
NOTE The inputs shown on the Route command lines of the following examples
below may or may not be applicable to a real flight plan today. We (Jeppesen)
attempt to keep the route inputs valid, but navigation structure constantly changes
over time. Therefore, these route inputs serve as examples only. Plan accordingly.
CASE 1
Assume the original Customer Route Database file, R01, is created using the inputs in this first
example. The MA parameter is the only optional entry.
Example:
01 OPTIONS RT,GEN,MA,LFPG,EDDF/R01
06 ROUTE J
Using the RT,CHG command, modifications to R01 are made. The change in this case is the
addition of an expiration date (Jun. 30, 2009). Please note that all inputs from the RT,GEN are
reentered in order to maintain the original files previous settings.
Example:
01 OPTIONS RT,CHG,MA,LFPG,EDDF/R01,300609
06 ROUTE J
CASE 2
The Customer Route Database file, R001, is created with the following inputs.
993
Example:
01 OPTIONS RT,GEN,AX,KSFO,RKSI/R001,311205,FL,GP=TEAM2
06 ROUTE J,ENI/P/J,OATIS,KPO
Using the RT,CHG command, the route is modified. Note that the optional parameters from
the original file, AX and 311209 (expiration date), are reentered in order to retain these values
in the modified file. Also note that the Flight Level parameter (FL) and the Group Name
parameter (GP=) are omitted. The flight level information is carried over to the modified file
automatically. The files grouping identification cannot be modified through the RT,CHG
command.
Example:
01 OPTIONS RT,CHG,AX,KSFO,RKSI/R001,311209
06 ROUTE J,ENI/P/J,NUBDA,JEC,KAE
NOTE Be sure to review the flight level information carried over from an original
route file to a modified route file, especially when route inputs are changed. Route
input changes could conflict with the stored altitude constraints, depending on various
factors. For example, if the flight level information carried over from the original route
file contains specific waypoints (used as constraint points for altitude ascents and/or
descents), the route inputs in the modified file may change the route significantly
enough to invalidate the flight level information.
994
To delete all route files for a specific airport pair, enter the identifiers of the POD and POA, a
slash, and the option, ALL, after the DEL command.
Example:
Explanation: Delete all route files for the airport pair: KSFO to RKSI.
01 OPTIONS RT,DEL,KSFO,RKSI/ALL
To delete all route files that fly to or from a specific airport, enter the airport identifier, a slash,
and the option, ALL, after the DEL command.
Example:
Explanation: Delete all route files that fly to or from KSFO.
01 OPTIONS RT,DEL,KSFO/ALL
To delete all route files that have expired, enter a slash and the option, EXP, after the DEL
command.
Example:
Explanation: Delete all routes that have expired under the user's ID.
01 OPTIONS RT,DEL/EXP
To delete all route files that have not been used for a specific length of time, enter a slash and
the option, xxxD, (where xxx is a value indicating the number of days) after the DEL
command.
995
Example:
Explanation: Delete all routes not used in the last 300 days.
01 OPTIONS RT,DEL/300D
To delete all route files that belong to a specific group, enter the identifiers of the POD and
POA, a slash, and the option, GP=xxx, (where xxx is the group or category name) after the
DEL command.
Example:
Explanation: Delete all routes within the category, TEAM1.
01 OPTIONS RT,DEL/GP=TEAM1
996
With the RT,UPD command, you can affect only those individual route elements, or strings of
route elements, that need amending. You do not have to reenter the entire input on the Route
command line, nor do you have to bother with reentering other file parameters. In addition,
with one UPD command input, changes can be applied to every file in the database that
contains the obsolete route element or elements without affecting any other information within
those files (global change capability). With this command you can easily clean up scores of
files that need amending due to periodic route structure changes.
The following list provides some tips and rules to remember when applying the UPD
command.
Updating route inputs requires the use of the Airway/Checkpoint Search
option (AWY= or CPT=). Use the checkpoint search option, CPT=, if the
input element is a checkpoint (a waypoint or navaid) or if the input string
begins with a checkpoint. Use the airway search option, AWY=, if the input
element is an airway or if the input string begins with an airway.
NOTE
The UPD command input must provide both the element or string you want
to change and its replacement, using the following sequence: [old
element],[new element] or [old string],[new string].
Route element (or string) inputs, both old and new, must be enclosed by
brackets (for example, CPT=[old string],[new string]).
You must separate the old input string from the new input string with a
comma between the close bracket and the open bracket.
When using the UPD command, the route files you affect can be defined
using filtering options. You can specify target route files by an individual
airport, by an airport pair (POD/POA combination), by an airport pair and a
file name, or use the /ALL option to target all files. The wildcard, $ALL,
can be used in place of one of the airports (the POD or the POA) to target
files by departure station or by arrival station only.
997
Route files that have been updated are flagged with the message: Route
Inputs Need to be Verified. You must verify and approve (RT,OK) these
files before they can be considered valid routes.
NOTE See File Verification Commands for more information on verification and
approval.
If the route input being updated is an SRS type of entry, it must be preceded
with a dash (-). Since Standard Instrument Departures (SIDs) are considered
SRS airway elements, the input for a SID would include a dash prefix (for
example, [-BODO3E]).
Route string updates that include SRS/Route Optimizer combinations must
follow standard JetPlan rules of input, including the use of a double dash
(--) between SRS and Route Optimizer entries.
NOTE See the Route Commands chapter for more information on Combination
Routing.
All route inputs must follow standard JetPlan route syntax rules.
The following examples illustrate the use of the UPD command.
NOTE The route element (or string) inputs do not reflect actual route structure. They
are example characters only.
To update all route files that contain the specified old route element, enter the option, /ALL,
after the UPD command.
Example:
Explanation: Update all route files that contain the checkpoint, ABC, by replacing it with the
checkpoint, XYZ.
01 OPTIONS RT,UPD/ALL,CPT=[ABC],[XYZ]
998
Example:
Explanation: Update all route files that contain the airway, UB111, by replacing it with the
airway, UG999.
01 OPTIONS RT,UPD/ALL,AWY=[UB111],[UG999]
To update all route files that contain the specified old route string, enter the option, /ALL,
after the UPD command.
Example:
Explanation: Update all route files that contain the route string, ABC UB111 XYZ, by
replacing it with the route string, DEF UG999 TUV. Since the string begins with a checkpoint,
the option, CPT=, is used.
01 OPTIONS RT,UPD/ALL,CPT=[ABC UB111 XYZ],[DEF UG999 TUV]
If the route string begins with SRS type of inputs, be sure to identify the input as SRS by
starting the string with a dash (-). Likewise, if the string includes combination routing
(switching back and forth between SRS and Route Optimizer types of inputs), be sure to
identify the switch from one type to the other by entering two dashes (--) between the types.
Example:
Explanation: Update all route files that contain the route string, -BODO3E BODOK-J,TOMUK, by replacing it with the route string, -SAMALA SAMAN--J,TOMUK. Since the
original string begins with a SID, which is an airway identifier and an SRS type of route input,
the airway search option, AWY=, is applied and the input value begins with a dash. In
addition, because the route string switches from an SRS to a Route Optimizer type of input,
double dashes are entered to denote the switch.
01 OPTIONS RT,UPD/ALL,AWY=[-BODO3E BODOK--J,TOMUK],[-SAMALA SAMAN-J,TOMUK]
NOTE The previous examples of a route string update can be applied similarly to
the examples that follow.
To update all route files that contain a particular airport (POD or POA) and the specified old
route element, enter the identifier for the airport after the UPD command.
999
Example:
Explanation: Update all route files that contain the checkpoint, ABC, and the airport, EGLL
(as a POD or POA), by replacing ABC with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,CPT=[ABC],[XYZ]
To update all route files that contain a particular airport pair (POD/POA combination) and the
specified old route element, enter the identifiers for the POD and POA after the UPD
command.
Example:
Explanation: Update all route files with a departure of EGLL and an arrival of KJFK that
contain the airway, UG111, by replacing it with the airway, UG999.
01 OPTIONS RT,UPD,EGLL,KJFK,AWY=[UG111],[UG999]
To update a specific route file that contains the specified old route element, enter the
identifiers for the POD and POA and the routes file name after the UPD command.
NOTE
Example:
Explanation: Update the route file, R001, with a departure of EGLL and an arrival of KJFK,
that contains the checkpoint, ABC, by replacing it with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,KJFK/R001,CPT=[ABC],[XYZ]
To update all route files that contain the specified old route element and that depart or arrive
at a specific airport, enter the identifier for either the POD or POA and the wildcard, $ALL, for
the airport not specified.
Example:
Explanation: Update all route files with a departure of EGLL and an arrival of anything else,
that contain the checkpoint, ABC. Replace the element with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,$ALL,CPT=[ABC],[XYZ]
1000
To update multiple route elements (or route strings) within a file, you only need to specify one
Airway/Checkpoint Search option for all changes, as long as the first element (or route string)
remains consistent to the option prefix. For example, if you had two (or more) changes within
a route file that need to be updated one beginning with an airway, the other beginning with a
checkpoint you can minimize your input by specifying both updates using one search option
(AWY= or CPT=). However, that option must coordinate with the first element being
changed. If you use the AWY= option, then you need to specify an old route element (or
string) that begins with an airway. It does not matter what any subsequent element or string
changes begin with, as long as the first is correct.
Example:
Explanation: This example demonstrates multiple changes within a route file. Since the first
input value is an airway (a SID to be precise), the search option used is AWY=. It does not
matter that the next change begins with a checkpoint. If the changes have been reversed, the
search option would have had to be CPT=.
01 OPTIONS RT,UPD,KEWR,VHHH,AWY=[-SID01E],[-SID02E],[-UESO G495
AL],[-UESO G495 UEEA]
Unfortunately, there is no way to affect a route files group name using the RT access
command, other than the original input that creates the route file (the RT,GEN command).
However, with the Route Group command, you can add group names to and delete group
names from route files that already exist. In addition, the RG command enables you to include
remarks in a route file, and assign responsibility labels to a route file.
1001
Parameter
Explanation
Group Name
GP=xxxxxxx...
ex. GP=BLUERTES
ex. GP=.RED RTES.
Responsibility Label
RSP=xxxxxxx...
ex. RSP=Disp. J Fray
1002
To add a remark to a route file, enter the Route Group access command, RG, followed by the
function command, ADD, the identifiers for the POD and POA, the file name of the route, and
the Remarks parameter, RMK=, with the remark text.
Example:
01 OPTIONS RG,ADD,KSAN,KSEA/R001,RMK=ROUTE VALID FOR SUMMER ONLY!
To add a responsibility label to a route file, enter the Route Group access command, RG,
followed by the function command, ADD, the identifiers for the POD and POA, the file name
of the route, and the Responsibility Label parameter, RSP=, with the text input.
Example:
01 OPTIONS RG,ADD,KSEA,KSAN/R001,RSP=J Q DISPATCHER
To delete a remark from a route file, enter the Route Group access command, RG, followed by
the function command, DEL, the identifiers for the POD and POA, the file name of the route,
and the Remarks parameter, RMK=, without any text.
Example:
01 OPTIONS RG,DEL,KSAN,KSEA/R001,RMK=
To delete a responsibility label from a route file, enter the Route Group access command, RG,
followed by the function command, DEL, the identifiers for the POD and POA, the file name
of the route, and the Responsibility Label parameter, RSP=, without any text.
Example:
01 OPTIONS RG,DEL,KSAN,KSEA/R001,RSP=
1003
By grouping route files you create selected sets of routes. If these sets of routes have two or
more files between the same airport pair (POD/POA combination), you can use the group
name to identify a list of routes from which JetPlan can determine the optimum choice.
For example, assume you have your route files stored under the group names, Blue, Red, and
Green. Each of these route groups has several route files for the airport pair, VABB to EGLL.
When you enter your input on the flight plans Route command line, you could direct JetPlan
to select the best route between VABB and EGLL from the Blue group.
Example:
Explanation: Select the optimum route from those route files in the Blue group.
01 OPTIONS FP,CS/SS1234
02 VABB
03 EGLL
06 RT/ALL,GP=BLUE
...
20 COMPUTING 1234
Likewise, you can use group names to eliminate sets of route files from the flight planning
process. To do this, prefix the group name value with a minus sign ().
Example:
Explanation: Select the optimum route from those route files not in the Red or Green groups.
Effectively, this input has identified the Blue group again as the set from which you want the
route file to come.
01 OPTIONS FP,CS/SS1234
02 VABB
03 EGLL
...
06 RT/ALL,GP=RED,GREEN
...
20 COMPUTING 1234
1004
KSJC TO KABQ
LAST USED
29.08.2007
ROUTE INPUTS
J
CPT
LAT
LONG
A/W
MCS
DIST
001 D303B
3723.9
12158.1
SUNOL6
302.6
0003
002 SUNOL
3736.3
12148.6
SUNOL6
008.6
0015
003 TRACY
3743.9
12127.6
SUNOL6
050.5
0018
004 ECA
3750.0
12110.3
SUNOL6
050.6
0015
005 DUGLE
3751.9
12040.1
J58
069.6
0024
006 TIOGA
3756.0
11925.7
J58
072.8
0059
007 OAL
3800.2
11746.2
J58
073.0
0079
008 ILC
3815.0
11423.7
J58
071.6
0160
009 MLF
3821.6
11300.8
J58
071.2
0066
010 RSK
3644.9
10805.9
J58
100.4
0253
011 PUMPS
3613.1
10741.6
J15
137.6
0037
012 TANER
3552.1
10725.7
J15
138.8
0024
013 CURLY
3525.1
10705.5
CURLY2
138.0
0032
014 ABQ
3502.6
10649.0
CURLY2
138.2
0026
015 KABQ
3502.4
10636.6
CURLY2
081.3
0010
1005
NOTE The option, $ALL, can be entered as a wildcard value in place of the POD,
the POA, the POD/POA combination, or in place of a routes file name in order to
display information when an item is unknown. You can use only one $ALL option per
command input.
To see every route file stored in your database, enter the option, /ALL, after the LST
command.
Example:
Explanation: List all route files in the database.
01 OPTIONS RT,LST/ALL
NOTE Because the /ALL option displays every file in your database, this input may
provide too much information at one time, depending on the number of files in your
database. Using more selective options with the LST command may be more useful.
To see a list of all route files for a specific airport pair, enter the identifiers for the POD and
POA after the LST command.
Example:
Explanation: List all route files stored for the airport pair, KSEA to KLAX.
01 OPTIONS RT,LST,KSEA,KLAX
1006
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
KSEA VECTOR BTG J189 AVE SADDE6 KLAX
DIST
869 NM
-------------------------------------------------------------POD POA TRACK
KSEA KLAX R002
GEN/CHG
LAST USED EXPIRES
12.09.2007 12.09.2007 31.12.2009
ROUTE INPUTS
J,LIN
FLT LVLS 290 330
KSEA VECTOR BTG J189 AVE SADDE6 KLAX
DIST
869 NM
To see a list display for a specific route file with a specific airport pair, enter the identifiers for
the POD and POA and the routes file name after the LST command. Do not forget to prefix
the file name with a slash (/).
Example:
Explanation: List the route file, R001, for the airport pair, KSEA to KLAX.
01 OPTIONS RT,LST,KSEA,KLAX/R001
1007
KSEA TO KLAX
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
KSEA VECTOR BTG J189 AVE SADDE6 KLAX
DIST
869 NM
-------------------------------------------------------------
To see a list of all route files associated with a particular airport, enter the identifier for the
airport after the LST command.
Example:
Explanation: List all route files that have RKSI as a POD or POA.
01 OPTIONS RT,LST,RKSI
To see a list of all route files with the same file name (for assorted airport pairs), enter the
routes file name after the LST command. Do not forget to prefix the file name with a slash (/).
Example:
Explanation: List all route files named R001.
01 OPTIONS RT,LST/R001
1008
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
KSEA VECTOR BTG J189 AVE SADDE6 KLAX
DIST
869 NM
-------------------------------------------------------------POD POA TRACK
KVNY KDEN R001
GEN/CHG
LAST USED EXPIRES
12.09.2007 12.09.2007
ROUTE INPUTS
J,EKR
KVNY NUAL6 DAG J100 EKR TOMSN3 KDEN
DIST
826 NM
--------------------------------------------------------------
NOTE The option, $ALL, can be entered as a wildcard value in place of the POD,
the POA, the POD/POA combination, or in place of a routes file name in order to
display information when an item is unknown. You can use only one $ALL option per
command input.
To display all route files in a route proof format, enter the option, /ALL, after the RP
command.
1009
Example:
Explanation: Display a route proof for all route files in the database.
01 OPTIONS RT,RP/ALL
To display a route proof for all route files with a specific airport pair, enter the identifiers for
the POD and POA and the option, /ALL, after the RP command.
Example:
Explanation: Display the route proofs for all route files stored in the database with the airport
pair, CYVR to RKSI.
01 OPTIONS RT,RP,CYVR,RKSI/ALL
To display a route proof for a specific route file, enter the identifiers for the POD and POA and
the routes file name after the RP command.
Example:
Explanation: Display the route proof of route file, R001, for the airport pair, KVNY to KDEN.
01 OPTIONS RT,RP,EDDF,OEJN/R004
To display a route proof for all route files associated with a specific airport, enter the identifier
for the airport after the RP command.
Example:
Explanation: Display the route proof for all route files that have EDDF as the POD or POA.
01 OPTIONS RT,RP,EDDF
1010
NOTE The option, $ALL, can be entered as a wildcard value in place of the POD,
the POA, the POD/POA combination, or in place of a routes file name in order to
display information when an item is unknown. You can use only one $ALL option per
command input.
To view a display of all airports used as POD or POA in all route files, enter the function
command, SUM, only.
Example:
Explanation: Display a summary of all airports in the Customer Route Database.
01 OPTIONS RT,SUM
KDEN
KEWR
KJFK
KLAX
KSAC
KSEA
KSFO
KVNY
To view a display of all route files, enter the option, /ALL, after the SUM command.
Example:
Explanation: Display a summary of all route files in your database.
01 OPTIONS RT,SUM/ALL
1011
POA
KBOS
KEWR
KLAX
KLAX
KSAC
KSAC
KDEN
KDEN
KDEN
TOTAL
TRACK
ALTJFKBOS
ALTJFKEWR
R001
R002
ALTSFOSAC
ALTSFOSAC2
R001
RT01
RT02
GROUP
PAGE 01
GEN/CHG
04.09.2007
04.09.2007
11.09.2007
12.09.2007
04.09.2007
04.09.2007
12.09.2007
09.09.2007
10.09.2007
To view a display of all dormant route files, enter the option, /###D (where ### is the number
of days not used value), after the SUM command.
Example:
Explanation: Display all routes not used in the last 120 days.
01 OPTIONS RT,SUM/120D
POA
KBOS
KSAC
KSAC
TOTAL
TRACK
ALTJFKBOS
ALTSFOSAC
ALTSFOSAC2
GROUP
PAGE 01
GEN/CHG
04.09.2007
04.09.2007
04.09.2007
USED
30
27
9
To view a display of all expired route files, enter the option, /EXP, after the SUM command.
Example:
Explanation: Display all expired route files in the database.
01 OPTIONS RT,SUM/EXP
1012
To display all route files associated with a particular airport, enter the identifier for the airport
after the SUM command.
Example:
Explanation: Display all route files that have EDDF as a POD or POA.
01 OPTIONS RT,SUM,EDDF
To display all route files for a specific airport pair, enter the identifiers for the POD and POA
after the SUM command.
Example:
Explanation: Display all route files with the airport pair, EDDF to OEJN.
01 OPTIONS RT,SUM,EDDF,OEJN
To display a single route file, enter the identifiers for the POD and POA, and the routes file
name after the SUM command.
Example:
Explanation: Display the route file, R01, with the airport pair, EDDF to OEJN.
01 OPTIONS RT,SUM,EDDF,OEJN/R01
To display all route files with the same file name, enter the routes file name after the SUM
command. Do not forget to prefix the file name with a slash (/).
Example:
Explanation: Display all route files with the file name, R001.
01 OPTIONS RT,SUM/R001
To display all route files stored under a specific group name, enter the option, GP=(group
name), after the SUM command.
Example:
Explanation: Display all route files with the group name, SIERRA.
01 OPTIONS RT,SUM,GP=SIERRA
1013
If the database contains a large number of records, you can limit the number of records
displayed by entering a range with the PAGE command as shown below. This can be used
with any of the above commands.
Example:
Explanation: Display records 25 - 50 that contain the group name SILVER.
01 OPTIONS RT,SUM,GP=SILVER,PAGE=25,50
Example:
Explanation: Display the first 10 records that contain KMEM as a POD or POA, and display a
count of the total number of records found.
01 OPTIONS RT,SUM,KMEM,PAGE=1,5,YES
POD
CYWG
CYYC
CYYZ
CYYZ
EDDF
POA
KMEM
KMEM
KMEM
KMEM
KMEM
TRACK
PRIMARY
PRIMARY
HANDY ARR
PRIMARY
PRIMARY
GROUP
GEN/CHG
24.12.2003
24.12.2003
06.01.2004
24.12.2003
24.12.2003
USED
0
0
0
0
0
NOTE The option, $ALL, can be entered as a wildcard value in place of the POD,
the POA, the POD/POA combination, or in place of a routes file name in order to
display information when an item is unknown. You can use only one $ALL option per
command input.
1014
Example:
Explanation: Display the total number of route files in your database.
01 OPTIONS RT,TOT/ALL
Example:
Explanation: Display the total number of route files in your database that have not been used
in the last 90 days.
01 OPTIONS RT,TOT/090D
Example:
Explanation: Display the total number of route files that have expired.
01 OPTIONS RT,TOT/EXP
Example:
Explanation: Display the total number of route files with the airport, WSSS, stored as a POD
or POA.
01 OPTIONS RT,TOT,WSSS
Example:
Explanation: Display the total number of route files in the database with the specific airport
pair, WSSS to RJAA.
01 OPTIONS RT,TOT,WSSS,RJAA
Example:
Explanation: Display the total number of route files with the file name, R001.
01 OPTIONS RT,TOT/R001
1015
Example:
Explanation: Display the total number of route files stored under the group name, ALPHA.
01 OPTIONS RT,TOT,GP=ALPHA
NOTE You can also get a total figure based on group name by using the RG
command (see example below).
Example:
01 OPTIONS RG,TOT,GP=BRAVO
1016
Example:
Explanation: Search for route files that contain the airport KLVK as a POD.
01 OPTIONS RT,SRH,POD=KLVK
1017
The following examples illustrate the application of the Airway search option.
NOTE To minimize text and time, the examples given below use the RT,LST
command. Keep in mind that the Airway/Checkpoint search option also applies to the
SUM, RP, and TOT commands.
To retrieve a display of all route files that contain a specific airway, enter the option,
AWY=awyid, at the end of the command.
Example:
Explanation: List all route files that contain the airway, UB12.
01 OPTIONS RT,LST/ALL,AWY=UB12
To retrieve a display of all route files that contain a specific intersection, regardless of
direction, enter the option, AWY=awyid cptid, at the end of the command.
Example:
Explanation: List all route files that contain the route intersection, UB12 to SIT.
01 OPTIONS RT,LST/ALL,AWY=UB12 SIT
To retrieve a display of all route files that contain a specific intersection, in a particular
directional sequence, enter the option, AWY=awyid cptid awyid, at the end of the command.
Example:
Explanation: List all route files that contain the route intersection, UB12 to SIT to UA14.
01 OPTIONS RT,LST/ALL,AWY=UB12 SIT UA14
To retrieve a display of all route files that contain an airway or intersection, for a specific
airport pair, enter the identifiers for the POD and POA, and the option, AWY=awyid (cptid
(awyid)), at the end of the command.
Example:
Explanation: List all route files for the airport pair, HECA to LGAT, that have the intersection,
UB12 to SIT.
01 OPTIONS RT,LST,HECA,LGAT,AWY=UB12 SIT
1018
To retrieve a display of all route files that contain an airway or intersection, for a specific
airport with any other airport, enter the identifier for one of the airports (POD or POA), the
wildcard, $ALL, for the other airport, and the option, AWY=awyid (cptid (awyid)), at the end
of the command.
Example:
Explanation: List all route files that contain the departure airport, LGAT, and airway or SID
identifier, KEA1D.
01 OPTIONS RT,LST,LGAT,$ALL,AWY=KEA1D
Example:
Explanation: List all route files that contain the arrival airport, LGAT, and airway or STAR
identifier, MIL2K.
01 OPTIONS RT,LST,$ALL,LGAT,AWY=MIL2K
The following examples illustrate the application of the Checkpoint search option.
NOTE To minimize text and time, the examples given below use the RT,SUM
command. Keep in mind that the Airway/Checkpoint search option also applies to the
LST, RP, and TOT commands.
To retrieve a display of all route files that contain a specific checkpoint, enter the option,
CPT=cptid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the checkpoint TANSA.
01 OPTIONS RT,SUM/ALL,CPT=TANSA
To retrieve a display of all route files that contain a specific route segment, regardless of
direction, enter the option, CPT=cptid awyid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the route segment, TANSA to
UB12.
01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12
1019
To retrieve a display of all route files that contain a specific route segment, in a particular
direction, enter the option, CPT=cptid awyid cptid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the route segment, TANSA to
UB12 to SIT.
01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12 SIT
To retrieve a display of all route files, for a particular airport pair, that contain a specific route
segment, enter the identifiers for the POD and POA, and the option, CPT=cptid awyid cptid, at
the end of the command.
NOTE The wildcard, $ALL, can be used in place of one of the airports (POD or
POA) to screen for all files containing one particular airport.
Example:
Explanation: Display a summary of all route files that contain the airport pair, HECA to
LGAT, and that contain the route segment, TANSA to UB12 to SIT.
01 OPTIONS RT,SUM,HECA,LGAT,CPT=TANSA UB12 SIT
Upon the update of these two databases, the JetPlan system attempts to automatically update
all Customer Route Database files. This automated service relieves customers from the time it
takes to review all of their route files manually.
1020
The automatic update process is composed of two steps: Regeneration and Verification.
Regeneration refers to the automated process of submitting the route inputs from your stored
route files for recalculation. It is akin to you rerunning RT,GEN commands on all of your
route files, except that JetPlan performs the process for you. Once a route has gone through the
regeneration process, it is internally flagged with a verification status message.
Verification refers to the status of regenerated route files. Once a route is verified, it can be
approved (OK) for use. Regenerated routes generally end up with one of three verification
status messages attached.
Automatically Verified
Needs to be Verified
Failed Automatic Regeneration
An automatically verified route is one in which the route summary line precisely matches
the previous version of the file. JetPlan compares the route with its predecessor and applies the
verified status to save you time from reviewing it yourself. Route files that have this status
only await your approval (RT,OK) for use.
A route that needs to be verified is one in which a functional route is produced, but the route
summary line deviates from the files previous version. Route files that have this status must
be manually verified before approval for use.
A route that has failed automatic regeneration is no longer valid. The inputs stored in the file
no longer produce a functional route (an error occurs). You can review the file and the updated
route structure to come up with new inputs (see below) or delete the file.
The verification process serves to ensure the quality of the information in your files. All
regenerated routes, whether verified automatically or verified manually, must ultimately be
approved before they can be used with high assurance of validity.
NOTE If the verification flag is not removed (not okayed) and the file is used in a
flight plan, JetPlan inserts a warning message in the output of the flight plan, letting
you know that the information may not be valid.
NOTE SRS routes that regenerate properly (do not fail regeneration) are always
automatically verified. This is due to the fact that SRS route summary lines only
change when the route inputs change (they are the same).
1021
1022
POA
RKPK
TRK#
P001
GROUP
GEN/CHG
17/10/06
LAST USED
12/08/07
EXPIRES
ROUTE INPUTS
FAILED AUTOMATIC REGENERATION
J,D,SHX,D,OLE,APELA,D,PSN
RJFM..SHX..OLE V40 FU W12 IKE A582 APELA..PSN..RKPK
DIST
274NM
-----------------------------------------------------------------THE FOLLOWING WERE CHANGED
-----------------------------------------------------------------POD
KLAX
POA
KBFL
TRK#
A01
ROUTE INPUTS
J,EHF,D
GROUP
GEN/CHG
06/02/07
LAST USED
15/01/07
EXPIRES
Additional options can be applied after the LST option to invoke a more restrictive search for
records and limit the output to certain information. The following list gives you an idea of the
criteria by which you can display information.
1023
Example
Explanation
RT,CHK,LST,GP=X
RT,CHK,LST,ARPT
RT,CHK,LST,ARPT,GP=Y
RT,CHK,LST,POD,POA
RT,CHK,LST,POD,POA,GP=Z
RT,CHK,LST,POD,POA/FNAME
Display a list of all routes with the same file name and
associated with a specific airport pair.
NOTE You can enter the option, AV, at the end of any of these command examples
to retrieve a display of those records which were automatically verified by JetPlan.
For example:
RT,CHK,LST,GP=X,AV
RT,CHK,LST,ARPT,AV
1024
Additional options can be applied after the RP option to invoke a more restrictive search for
records and limit the output to certain information. See the examples for the LST option to get
an idea of the criteria by which you can display information using the RP option.
OK Command (RT,OK)
The function command, OK, enables you to finalize the verification process by approving
verified route files for use. Once a route file is OKd, the internal verification flag is removed.
NOTE All route verification approvals need to be completed within ten days of the
route structure update. Any route file not okayed within this time frame may be
internally flagged for verification with the next route structure update, even if not
affected by route structure changes.
All successfully regenerated routes that have been verified (manually or automatically) can be
approved by entering a RT,OK command. Like the CHK command, you can apply other
options to the OK command to define the specific routes you want to approve. The following
list illustrates the OK command with various options.
1025
Table 38-5
OK Option
Example
Explanation
RT,OK/ALL
RT,OK/ALL,GP=XRAY
RT,OK,ARPT/ALL
RT,OK,ARPT/ALL,GP=XRAY
RT,OK,POD,POA/ALL
RT,OK,POD,POA/ALL,GP=XRAY
RT,OK,POD,POA/FNAME
NOTE Enter the option, AV, at the end of any of these command examples to
approve records that were automatically verified by JetPlan.
For example:
RT,OK/ALL,AV
RT,OK,ARPT/ALL,GP=XRAY,AV
1026
available to assist you with this process. Once the problem is solved, you simply perform a
RT,UPD command on the failed route file and replace the obsolete or bad route inputs with
new ones.
1027
GROUP A
31/01/07
ROUTE INPUTS
J,HME,D,KCC,KPO
FLT LVLS 280 310
CPT
LAT
LONG
A/W
MCS
DIST
001
HME
3532.8
-13946.6
SID
254.0
0054
002
KCC
3515.7
-13655.1
..
270.1
0141
003
JEC
3531.7
-13306.0
V26
282.3
0188
004
SAPRA
3549.3
-13043.6
G585
286.4
0017
005
KPO
3558.5
-12928.5
G585
286.4
0062
006
REBIT
3646.5
-12804.0
G585
312.5
0083
007
KALMA
3718.2
-12707.1
G585
312.6
0055
008
SEL
3724.7
-12655.9
G585
312.6
0012
009
RKSS
3733.3
-12648.0
STAR
332.6
0035
1028
GROUP 3
18/01/07
ROUTE INPUTS
J,HME,D,KCC,KPO//
CPT
LAT
LONG
A/W
MCS
DIST
001
HME
3532.8
-13946.6
SID
254.0
0054
002
KCC
3515.7
-13655.1
..
270.1
0141
003
JEC
3531.7
-13306.0
V26
282.3
0188
004
SAPRA
3549.3
-13043.6
G585
286.4
0017
005
KPO
3558.5
-12928.5
G585
286.4
0062
006
REBIT
3646.5
-12804.0
G585
312.5
0083
007
KALMA
3718.2
-12707.1
G585
312.6
0055
008
SEL
3724.7
-12655.9
G585
312.6
0012
009
RKSS
3733.3
-12648.0
STAR
332.6
0035
1029
KSEA TO KLAX
GROUP 1
LAST USED
10/02/07
LAT
LONG
A/W
MCS
DIST
001
BTG
4544.9
12235.4
VECTOR
166.7
0103
002
LMT
4209.2
12143.6
J189
151.9
0219
003
LIN
3804.5
12100.2
J189
155.5
0246
004
AVE
3538.8
11958.7
J189
145.7
0154
005
FIM
3421.4
11852.8
J1
130.6
0066
006
GINNA
3413.4
11849.9
V107
148.9
0009
007
SADDE
3402.3
11845.8
V107
149.0
0012
008
KLAX
3356.5
11824.4
..
094.9
0019
ROUTE
1030
1 ROUTE(S) DELETED
END OF JEPPESEN DATAPLAN
REQUEST NO.
5070
R33
CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 EHM..OZZIE R580 OATIS ATS SNAIL
OTR3 GOC W18 KCC V26 JEC G585 SEL STAR RKSS
DIST 4860NM
R580
CYVR..YZT TRK17 GUPEY G585 FOXES G469 ORDON R580 OATIS ATS KETAR OTR10 CVC..KCC V26
JEC G585 SEL STAR RKSS
DIST 4850NM
S001
CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 OYSTA R580 OATIS ATS SNAIL OTR3
GOC W18 KCC V26 JEC G585 SEL STAR RKSS
DIST 4827NM
KSFO VECTOR ENI D FOT C1416 DAASH B453 KATCH B327 NUKKS R220 NOGAR V51 GTC V30 JEC
G585 SEL STAR RKSS
END OF JEPPESEN DATAPLAN
REQUEST NO. 5074
1031
21/01/07
SUMMARY OF ALL TRACKS
PAGE 01
POA
KSEA
KSEA
KLAX
RKSS
RKSS
OMSJ
TOTAL
TRK#
R001
R002
R001
A001
A002
001
GROUP
G
S
1
1
1
A
GEN/CHG
15/01/07
15/01/07
15/01/07
16/01/07
16/01/07
17/01/07
LAST USED
20/01/07
19/01/07
20/01/07
19/01/07
20/01/07
20/01/07
EXPIRES
31/12/11
31/12/11
31/12/11
31/06/08
31/06/08
31/12/10
1032
21/01/07
SUMMARY OF ALL TRACKS FROM OR TO KSEA
PAGE 01
POA
KSEA
KSEA
KLAX
TOTAL
TRK#
R001
R002
R001
GROUP
G
S
1
GEN/CHG
15/01/07
15/01/07
15/01/07
LAST USED
20/01/07
19/01/07
20/01/07
EXPIRES
31/12/11
31/12/11
31/12/11
21/01/07
SUMMARY OF ALL TRACKS
PAGE 01
KSFO TO RKSS
POA
RKSS
RKSS
TOTAL
TRK#
A001
A002
GROUP
1
1
GEN/CHG
16/01/07
16/01/07
LAST USED
19/01/07
20/01/07
EXPIRES
31/06/08
31/06/08
1033
NOTE If the Default Route String customer preference is set and the user enters a
blank input on the Route command line, the route selector first looks for any ATC
preferred routes. If there are none, it then searches for stored Customer Route
Database routes. Finally, if there are no stored routes, JetPlan optimizes a route.
Contact your Jeppesen account manager for details on this preference setting.
Example:
Explanation: This input considers all route files that contain the same POD and POA
identifiers as entered in the flight plan request.
06 ROUTE RT/ALL
1034
C HAPTER 39
Route Constraint
Database
On-Board Equipment
Certification Stamps
As stated above, the Route Constraint Database enables you to automatically identify for any
given tail-number (CADB record) the existence of data that potentially affects the
qualification of your route input. If the aircraft type does not qualify based on its equipment or
certifications, your route input is either replaced with the constraining route found in the Route
Constraint Database (in the case of random route optimization) or is prevented from using a
particular canned route (in the case of a canned route optimizationfor example, RT/ALL)
for the specified airport pair. These options are explained in more detail in the following
sections.
1037
1038
1039
The example record applies to any flight plan with the specified POD and POA (KSFO and
RJAA), a routing input of RT/ALL, or a variation or RT/ALL, and an aircraft with the 472C as
its generic type. If all three factors are satisfied, the record is further evaluated to determine
whether to apply a route constraint. This involves cross checking the individual characteristics
of the selected customer aircraft against the required aircraft characteristics found in the
constraint record.
In this case, the required aircraft characteristics are the following:
Number of HF radios: 1
Number of VHF radios: 2
DUAL ADF: Yes
DUAL INS: Yes
RNAV: Yes
OWTR: Yes
If the selected customer aircraft does not possess all of the defined characteristics shown
above, then the route constraint is automatically applied. In this case, the route constraint is the
elimination of customer route RT123 from consideration in the RT/ALL optimization request.
It does not matter what the selected customer aircraft settings are for the parameters FMS,
GPS, OMEGA, RNAV, TCAS, MNPS or RVSM. These are set to No in the record, making
them irrelevant characteristics.
1040
DUAL INS: N
FMS: N
GPS: Y
OMEGA: N
RNAV: N
TCAS: N
MNPS: N
RVSM: N
OWTR: Y
Restricted area name: No entry
Substitute Route command line entry (Question 6) input: J,ABC
Because this is an example of a user-specified route constraint record, the customer route
name is labeled not applicable. Also, this example omits a restricted area name entry.
The record applies to any flight plan with the specified POD and POA, a routing input of
anything other than RT/ALL (or a variation of RT/ALL) and an aircraft with the 472C as its
generic type. If all three of these factors are satisfied, the record is further evaluated to
determine whether to apply a route constraint. The selected customer aircraft is cross-checked
against the required aircraft characteristics found in the constraint record.
In this case, the required aircraft characteristics are the following:
Number of HF radios: 1
Number of VHF radios: 2
GPS: Yes
OWTR: Yes
If the selected customer aircraft does not possess all of the defined characteristics, the route
constraint is automatically applied. In this case, the route constraint is the input J,ABC, which
replaces whatever you entered as the route input.
1041
POD: KSFO
POA: RJAA
Customer route name: NA
Required aircraft characteristics:
Number of HF radios: 1
Number of VHF radios: 2
DUAL ADF: N
DUAL INS: N
FMS: N
GPS: N
OMEGA: N
RNAV: Y
TCAS: N
MNPS: N
RVSM: N
OWTR: Y
Restricted area name: XAREA1
Substitute Route command line entry (Question 6) input: No entry
Again, the customer route name is not applicable and the substitute Question 6 input field is
left empty in this example.
The record applies to any flight plan with the specified POD and POA, a routing input of
anything other than RT/ALL (or a variation of RT/ALL), and an aircraft with the 472C as its
generic type. If all three of these factors are satisfied, the record is further evaluated to
determine whether to apply a route constraint.
In this case, the required aircraft characteristics are the following:
Number of HF radios: 1
Number of VHF radios: 2
RNAV: Yes
OWTR: Yes
1042
If the selected customer aircraft does not possess all of the defined characteristics, then the
route constraint is automatically applied. In this case, the route constraint is the activation of
the customer-restricted area XAREA. This has the same affect as specifying a customerrestricted area manually.
1043
NOTE You can use the canned route optimization option to create multiple
constraint records for a given combination of POD, POA, and generic aircraft type, as
long as each customer route name is unique. Conversely, you can use the random
route optimization choice to create only one constraint record of that type for a given
combination of POD, POA, and aircraft. Thus, if you created a Route Constraint
Database based on the above examples, the first example could be loaded in
coordination with the second, third, or fourth examples. However, the second, third,
and fourth examples could not be combined for a given airport pair and generic
aircraft type. These examples are mutually exclusive entries.
1044
Database Parameters
The following table lists the parameters that can be set in the Route Constraint Database.
These parameters appear as options on the Route Constraint Database pages in JetPlan.com.
As you perform database tasks, consult this table for information.
Table 39-2
Parameter
Description
POD
POA
A/C Type
xxxx
Override
OVR
VHF Radios
VHF=x
HF Radios
HF=x
Dual ADF
ADF=x
Dual INS
INS=x
RNAV
RNAV equipped
RNAV=x
1045
Table 39-2
Parameter
Description
FMS
FMS equipped
FMS=x
OMEGA
OMEGA equipped
OMEGA=x
GPS
GPS equipped
GPS=x
TCAS
TCAS equipped
TCAS=x
Certification Stamps
MNPS
MNPS certification
MNPS=x
Overwater
Overwater certification
OWTR=x
RVSM
RVSM certification
RVSM=x
COST=x,yyy
yyyy
Restricted Area
RST=xxxx
Route Input
Q6=Text
1046
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
NOTE Help instructions on how to build or maintain the Route Constraint Database
are available by entering RTC,HELP on the Options command line.
The access command always precedes a command function. Function commands are those
inputs that instruct JetPlan to store, change, delete, or display information in the database.
Two categories of command functions are available when accessing the Route Constraint
database. These functional categories are listed below with the specific commands.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
SUM Displays a list of records (by POD/POA)
PRI Displays the contents of the record or records specified
1047
Command
Description
RTC,SAV
The SAV command enables you to create a new record of information in the database.
Specify the POD, POA, and aircraft type as the elements that define the file, and include any
parameter applicable for implementing a route constraint.
To build a Route Constraint Database record, define one or more route constraints that can
be applied automatically when the selected aircraft is lacking specific characteristics (for
example, missing certain equipment or certifications). A record in the database contains the
following information:
POD
POA
Generic aircraft type
Customer route database record name
Required aircraft characteristics (equipment and certifications)
Constraint type (1/rte only, 2/restricted area only, 3/both)
Override flag
Restricted area record name
Substitute Question 6 input
EXAMPLE:
01 OPTIONS RTC,SAV,POD,POA,XXXX,YYYY,K1,K2
or
01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2
01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2
Where:
RTC is the Customer Route Constraint Database access command.
1048
Table 39-3
Command
RTC,SAV
(continued)
K1,K2 is the Constraint parameters and associated inputs. See Database Parameters
on page 1045.
The remaining parameters can be entered with a (Y)es or (N)o value. If the parameter is
entered without a value, JetPlan assumes you are setting the value to (Y)es by default.
RTC,CHG
The CHG command enables you to modify or update a previously created database record.
The command is entered in the same manner as the SAV command. You can add new
settings to the record or change previously stored settings to new values in the record.
EXAMPLE:
01 OPTIONS RTC,CHG,KSFO,RJAA,472C,RST=XNPAC
RTC,DEL
The DEL command enables you to remove a record, or records in several different ways.
EXAMPLE:
Explanation: Delete a specific record.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE,RTE
EXAMPLE:
Explanation: If no CRDB file is stored, delete by POD/POA/ACTYPE combination.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE
EXAMPLE:
Explanation: Delete all records for a given aircraft type.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE,$ALL
EXAMPLE:
Explanation: Delete by POD/POA combination.
01 OPTIONS RTC,DEL,POD,POA
EXAMPLE:
Explanation: Delete by POD (or POA).
01 OPTIONS RTC,DEL,POD
1049
Command
Description
RTC,SUM
EXAMPLE:
Explanation: Display a list of all records that includes the specified POD.
01 OPTIONS RTC,SUM,POD
EXAMPLE:
Explanation: Display a list of all records that includes the specified POD/POA combination.
01 OPTIONS RTC,SUM,POD,POA
RTC,PRI
The PRI command displays the entire contents of a record or records. It includes every
parameter and value stored within the record.
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database.
01 OPTIONS RTC,PRI
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database
with the specified POD.
01 OPTIONS RTC,PRI,POD
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database
with the specified POD/POA combination.
01 OPTIONS RTC,PRI,POD,POA
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database
with the specified POD/POA/AC type combination.
01 OPTIONS RTC,PRI,POD,POA,ACTYPE
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database
with the specified POD/POA/AC type combination and the specified CRDB file name.
01 OPTIONS RTC,PRI,POD,POA,ACTYPE,RTE
1050
1051
This input prevents the application of route constraints, regardless of the characteristics of the
selected customer aircraft.
1052
C HAPTER 40
Scenario Database
Scenario Database
About the Scenario Database
1055
Scenario Database
Database Parameters
Database Parameters
The following table lists the parameters in the Scenario Database. These parameters appear as
options on the Scenario Database pages in JetPlan.com. As you perform Scenario Database
tasks, consult this table for information.
Table 40-1
Parameter
Description
Scenario Name
POD
POA
Optimization Type
(F Trajectory Optimized RAD Compliant Route
Selection)
1056
Scenario Database
Database Parameters
Table 40-1
Parameter
Description
(CCAA)
1057
Scenario Database
Database Parameters
Table 40-1
Parameter
Description
(CCAAQ)
1058
Scenario Database
Database Parameters
Table 40-1
Parameter
Description
(PRF)
1059
Scenario Database
Database Parameters
Table 40-1
Parameter
Description
RAD Ignore
1060
Scenario Database
Database Parameters
Table 40-1
Parameter
Route Input
1061
Scenario Database
Database Management
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
PRI Displays a record
1062
Scenario Database
Database Management
Command
Description
SDB,SAV
The create and save command SDB,SAV provides the means for initially building and
storing a new Scenario Database record. Specify the airports (POD and POA), the file name,
and the options to be included in the record.
EXAMPLE:
01 OPTIONS SDB,SAV,KLAX,RKSO,LAXKSO,AX
05 RESTRICTED AREA XIR=UHPP
06 ROUTE J/P/J,KCC
20 COMPUTING 19978
SCENARIO SAVED
END OF JEPPESEN DATAPLAN
REQUEST NO. 19978
SDB,CHG
The modify command SDB,CHG provides the ability to affect changes on SDB records that
already exist.
EXAMPLE:
01 OPTIONS SDB,CHG,KLAX,RKSO,LAXKSO,NX
05 RESTRICTED AREA <RETURN>
06 ROUTE GO
20 COMPUTING 19980
SCENARIO SAVED
END OF JEPPESEN DATAPLAN
REQUEST NO. 19980
1063
Scenario Database
Database Management
Table 40-2
Command
Description
SDB,DEL
The delete command SDB,DEL may be applied to individual records, to multiple records
(using wild card entries), or to the entire database.
EXAMPLE:
Explanation: This input deletes the matching record.
01 OPTIONS SDB,DEL,KLAX,RKSO,LAXKSO
EXAMPLE:
Explanation: This input deletes all records with matching POD and POA.
01 OPTIONS SDB,DEL,KLAX,RKSO,$
EXAMPLE:
Explanation: This input deletes all entries with matching PODs, no matter what the POA or
name of the SDB record is.
01 OPTIONS SDB,DEL,KLAX,$,$
EXAMPLE:
Explanation: This input deletes all entries with matching POA.
01 OPTIONS SDB,DEL,$,RKSO,$
EXAMPLE:
Explanation: This input deletes all entries with matching names.
01 OPTIONS SDB,DEL,$,$,LAXKSO
EXAMPLE:
Explanation: This input deletes all entries in the SDB.
01 OPTIONS SDB,DEL,ALL
1064
Scenario Database
Database Management
Description
SDB,PRI
The print command SDB,PRI is the only output display command available. However, all of
the options are the same as the delete command. When displaying the records, the route
inputs are displayed as well.
EXAMPLE:
Explanation: This input displays the matching record.
01 OPTIONS SDB,PRI,KLAX,RKSO,LAXKSO
EXAMPLE:
Explanation: This input displays all records with matching POD and POA.
01 OPTIONS SDB,PRI,KLAX,RKSO,$
EXAMPLE:
Explanation: This input displays all entries with matching PODs, no matter what the POA
or name of the SDB record is.
01 OPTIONS SDB,PRI,KLAX,$,$
EXAMPLE:
Explanation: This input displays all entries with matching POA.
01 OPTIONS SDB,PRI,$,RKSO,$
EXAMPLE:
Explanation: This input displays all entries with matching names.
01 OPTIONS SDB,PRI,$,$,LAXKSO
EXAMPLE:
Explanation: This input displays all entries in the SDB.
01 OPTIONS SDB,PRI,ALL
1065
C HAPTER 41
Customer Schedule
Database
Overview
JetPlans Customer Schedule Database (CSDB) provides a way to create, store, and maintain
files containing flight plan requests. It helps in the planning process by eliminating the need to
repeatedly re-enter the required and optional inputs of standard flight plan requests. The files
you create can save you valuable planning time for those flights that are out of the ordinary.
The CSDB allows you to create a flight plan request in the same manner that you normally
would using JetPlan. However, instead of immediately submitting the request for computation,
you store it in the database for use at another time. This is particularly useful for flights that are
repeated on a regular basis.
With the CSDB, you can store completed or partially completed flight plan requests. You can
defer those inputs that may be variable or currently unknown, and enter them when known or
at the time that you submit the file to compute the flight plan.
NOTE The CSDB is intended to relieve you from the monotony of repeated inputs.
However, Jeppesen recommends that you have a firm understanding of the JetPlan
request set (those inputs that create a flight plan request) before you use the CSDB.
1069
1070
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
SAV Creates a new record
CHG Modifies an existing record
DEL Deletes an existing record
File Display
PRI Displays the content of a record
SUM Displays a list of records (by name)
A database record is referenced by its file name. A CSDB file name may be any string of
alphanumeric characters that helps you identify the record. The file name may not exceed 12
characters. It typically follows the function command when performing a file maintenance
action.
1071
CSDB Commands
The CSDB functions are divided into two categories: file maintenance and file display. These
commands are described below.
Description
The SAV command allows you to create a new record of information in the database.
Example:
01 OPTIONS SC,SAV,FILENAME
When you create a new CSDB file, you can add an expiration or effective date to the record.
This allows you to set a period of usefulness for the file or defer its use for a while. All date
entries must adhere to the following format: DDMMYY; where DD is the day input (01-31),
MM is the month input (01-12), and YY is the year input. The expiration date input always
precedes the effective date. Commas separate the two inputs.
Example:
01 OPTIONS SC,SAV,FILENAME,311204,101002
If you choose to omit the expiration date, but still include an effective date, you must show
the omission of the expiration date by entering consecutive commas before the effective
date input.
Example:
01 OPTIONS SC,SAV,FILENAME,,101002
Once the SAV command is entered, you must then enter the flight plan inputs. You can defer
an input by entering the dollar symbol ($) in lieu of an actual value.
The following notes apply to using the dollar symbol ($) to defer an input:
If the A/C Type command line is deferred (the dollar symbol, $, is entered in place of a
Customer Aircraft Database [CADB] file), you must address those items normally
provided for by a CADB file (Performance Index, Departure Bias, and Arrival Bias).
How you address these items is up to you. You can enter values or defer the answers to
these items to a later time.
If an A/C Type value is entered (a CADB file is specified) and a Payload value is
entered, JetPlan requires a Reserve fuel entry (for a departure case plan) or a Max Fuel
entry (for an arrival case plan). You enter values for these items or defer them.
1072
Description
SC,SAV
(continued)
The following examples illustrate the creation of a CSDB file. The first two examples
demonstrate the inclusion of a CADB file input for both a departure and an arrival case
flight plan (note the RES and MVR inputs respectively). The last example defers the A/C
Type input, meaning the information normally provided by the CADB file must now be
addressed with either a valid input or the dollar symbol ($).
The following is an example of inputs for a departure weight case flight plan:
01
02
03
06
07
08
09
10
11
14
16
17
OPTIONS SC,SAV,SEL-JFK,311208
POD RKSS/RJAA,TX1700
POA KJFK/PACD
ROUTE J,SEL,KAE,JEC/P/J
HOLD,ALTERNATE/DIST 30,KPHL
ETD 0130
PROFILE C
A/C TYPE/REGN $N1234
CRUISE MODE M85,M85
PAYLOAD ZW
POD OR POA WT DM,I
RESERVE $
The following is an example of inputs for an arrival fuel case flight plan:
01
02
03
06
07
08
09
10
11
14
16
17
OPTIONS SC,SAV,NRT-LAX,311208
POD RJAA/RJCC/PACD,TX1500
POA KLAX/PACD/KSFO
ROUTE RT/ALL
HOLD,ALTERNATE/DIST 30,KLAS
ETD 1025
PROFILE I
A/C TYPE/REGN $N1234
CRUISE MODE M85,M85
PAYLOAD 100000
POD OR POA FUEL A5000,I
MAX FUEL $
The following example defers the Route, Hold, and Aircraft inputs.
01
02
03
06
07
08
09
10
12
14
16
17
18
19
OPTIONS SC,SAV,JFK-ANC,311208
POD KJFK
POA PANC
ROUTE $
HOLD,ALTERNATE/DIST $
ETD 0600
PROFILE I
A/C TYPE/REGN $
PRFM INDEX F
PAYLOAD ZW
POD OR POA WT AM,I
MAX FUEL $
CLIMB FUEL,TIME,DIST BIAS <Enter>
DESCENT FUEL,TIME,DIST BIAS <Enter>
1073
Table 41-1
Command
Description
SC,CHG
The CHG command allows you to correct, amend, or update a previously created CSDB
file. The command input is similar to the SAV command. Once initiated, you can re-enter
each input or select the specific item to change. To select a specific item, follow these steps:
1. At the 02 POD prompt, enter the At symbol (@) followed by the line number of the
item to be modified. JetPlan prompts that command line for your new input value.
NOTE If the POD is the item that you want to change, then enter the new airport identifier.
You are prompted for the next item (03 POA) after you enter the POD. You can then use the
@line# method for the next item or follow the standard sequence of inputs.
2. When all changes are finalized, enter the GO command at your current command line,
and JetPlan executes the modification, and stores the changes in the file.
Example:
Explanation: The file, SEL-LAX, is modified with new route and cruise mode input values.
01
02
06
07
11
12
SC,DEL
OPTIONS SC,CHG,SEL-LAX
POD @6
ROUTE J,SEL,KAE/P/J,FIM
HOLD,ALTERNATE/DIST @11
CRUISE MODE LRC,LRC
PRFM INDEX GO
The DEL command allows you to remove files stored in the CSDB.
To delete an individual file, enter the name of the file that you wish to delete after the
SC,DEL command.
Example:
Explanation: Delete the schedule database file, NRT-SJC3.
01 OPTIONS SC,DEL,NRT-SJC3
To delete all files that have expired, enter the option EXP after the SC,DEL command.
Example:
Explanation: Delete all expired schedule files.
01 OPTIONS SC,DEL,EXP
1074
Command
Description
SC,SUM
The SUM command instructs JetPlan to display various lists of information from the
database, depending on the option applied.
To display a list of all departure and arrival airports included in the database files stored
under your ID, enter the SC,SUM command.
Example:
Explanation: List every airport that is either a POD or a POA in the database. The dollar
symbol ($) is listed for any deferred POD or POA entries.
01 OPTIONS SC,SUM
To display a list of all schedule files available to or from a particular airport, enter the
identifier of the airport of interest after the SC,SUM command.
Example:
Explanation: List every schedule file that has RJAA as either the POD or the POA.
01 OPTIONS SC,SUM,RJAA
To display a list of all schedule files available to or from deferred airports, enter the dollar
symbol $ after the SC,SUM command.
Example:
Explanation: List every schedule file that has an airport deferment for either the POD or the
POA.
01 OPTIONS SC,SUM,$
or
01 OPTIONS SC,SUM/ALL
To display a list of all schedule files available with a specific airport pair, enter the
identifiers for the POD and POA after the SC,SUM command.
Example:
Explanation: List all schedule files that have VTBD as the POD and LOWW as the POA.
01 OPTIONS SC,SUM,VTBD,LOWW
SC,PRI
The function command PRI allows you to display the contents of an individual schedule
file.
To display the contents of a CSDB file, enter the name of the file after the SC,PRI
command.
Example:
01 OPTIONS SC,PRI,LAX-NRT
1075
1076
Example:
01 OPTIONS SC,FLT,SEL-LAX,.FLT 123/15.
10 A/C TYPE/REGN $N1234
11 CRUISE MODE M84,M84
14 PAYLOAD 106000
16 POD OR POA FUEL A5000,I
Example:
01 OPTIONS SC,FLT,SEL-SFO,RC,CS/JDI123,CPT/JS JONES,.FLT 456/16.
06 ROUTE RT/ALL
10 A/C TYPE/REGN $N4321
11 CRUISE MODE M84,M84
14 PAYLOAD ZF
16 POD OR POA FUEL A0,I
or
05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000
A CRAD file may also be entered after the RST option on the Options command line. To do
this, add a slash and the file name after the RST option.
Example:
01 OPTIONS SC,FLT,CUN-MAD,ETOPX,RST/XNAT1
1077
1078
C HAPTER 42
For more information on coded departure routes and how they are applied in flight planning,
see the Route Commands chapter in the JetPlan User Manual.
1081
Database Parameters
The following table lists the parameters that may be set in the Customer Coded Departure
Routes database.These parameters appear as options on the Coded Departure Routes database
pages in JetPlan.com. As you perform database tasks, consult this table for information.
Table 42-1
Parameter
Description
FAA Code
FAA
Departure Airport
POD
Arrival Airport
POA
Date Added
ADD
Date Changed
CHG
Effective To
EXP
Active
ACT
This is the date that this record was added to the Customer Coded
Departure Routes database.
This is the date a user last changed the OK to Use status for this
coded departure route record.
This is the date to which the coded departure route is certain to be
effective. It could be extended or removed after this date.
This parameter indicates whether the referenced coded departure
route record exists in the generic NavData Coded Departure
Routes database.
Values are:
A The coded departure route record has been activated and
is in effect.
E The coded departure route record has expired and is no
longer in effect.
OK to use
USE
1082
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
File Maintenance
GEN Initializes or reconciles records.
CHG Modifies an existing record
File Display
PRI Displays a record
KEY Displays specific codes
TOT Shows the count of specific records
1083
Command
Description
CDR,GEN
This command enables you to initialize and reconcile a Coded Departure Routes Database
record.
CDR,CHG
This command enables you to change USE (Ok to Use) in specific records.
NOTE
USE (Ok to use) is the only user-alterable record element in this database.
Example:
CDR,CHG[,faa],USE=x[,FLTR/opt[,...]]
where faa is a full or partial FAA code, USE is Ok to use, and opt is any of the
parameters listed in the database parameters table above.
Example:
Change Ok to use to No in all records whose FAA Code starts with V:
CDR,CHG,V,USE=N
Example:
Change Ok to use to No in all records whose POD is KATL and whose POA is KGNV:
CDR,CHG,USE=N,FLTR/POA=KGNV,POD=KATL
1084
Command
Description
CDR,PRI
CDR,PRI[,faa][,FLTR/opt[,...]]
where faa is a full or partial FAA code, and opt is any of the parameters in the database
parameters table above.
Example:
Display all records whose FAA code begins with ATL and whose OK to use value is No:
CDR,PRI,ATL,FLTR/USE=N
Example:
Display the FAA codes of all records whose POD is KATL, OK to use value is No, and
Active flag value is Active:
CDR,KEY,FLTR/USE=N,POD=KATL,ACT=A
Example:
Display the count of all records whose Active flag value is Active, POA is KEGE, and
Effective To date is 20.12.2013:
CDR,TOT,FLTR/ACT=A,POA=KEGE,EXP=20.12.2013
CDR,KEY
CDR,KEY[,faa][,FLTR/opt[,...]]
where faa is a full or partial FAA code, and opt is any of the parameters in the database
parameters table above.
CDR,TOT
CDR,TOT[,faa][,FLTR/opt[,...]]
where faa is a full or partial FAA code, and opt is any of the parameters in the database
parameters table above.
1085
C HAPTER 43
Customer Controlled
Avoid and Alert
Database
1089
For information on creating and maintaining CCAA and User-Defined Restrictive Airspace
database records, including specifications for all the database parameters, see the JetPlan.com
Help file for the Customer Controlled Avoid and Alert Database page.
1090
C HAPTER 44
User-Defined Restrictive
Airspace Database
1093
C HAPTER 45
Weather Introduction
Weather Introduction
Overview
Overview
Jeppesen's aviation weather service provides worldwide weather information to airlines,
corporate flight departments, government agencies, and individual users. The following types
of weather products are available:
Text weather reports
High-resolution graphic weather maps
Worldwide infrared and visible satellite imagery
NEXRAD radar imagery
Subscribers may access briefings and charts through various JetPlan user interfaces such as
JetPlanner, Jeppesen Dispatch Control, and JetPlan.com or by ARINC/SITA message.
Jeppesen provides you with the capability to receive, store, manipulate, and retrieve weather
information so that you can tailor briefings to your specific operational requirements.
Jeppesen's professional meteorologists analyze current worldwide weather information
consisting of satellite imagery, radar analyses, surface and upper air weather observations, and
numerical prognoses on a 24 x 7 basis to produce the most accurate weather maps possible. All
of Jeppesen's weather information conforms to the recommended practices contained in ICAO
Annex 3/WMO Technical Regulations, Chapter 9, and are in compliance with FAR 91, 121,
and 135.
Jeppesen receives text weather reports from the U.S. National Weather Service (NWS) and the
U.K. Met Office. Custom forecasting is available for those locations that do not provide
Terminal Forecasts over the above mentioned weather sources. This text weather information
is available on a global basis. Jeppesen also uses a weather workstation and staff
meteorologists to create a variety of graphic weather maps. Jeppesen receives weather
information from the NWS, the U.K. Met Office, and private weather companies, allowing us
to provide innovative aviation-specific weather maps.
Jeppesen's meteorologists are available for consultations and verbal weather briefings 24
hours a day. If you need assistance or have any questions concerning weather data, contact our
meteorology department at 1-408-963-2000 or 1-877-537-7487.
1097
Weather Introduction
Weather Commands and Options
NOTE
Press the ENTER key after each question has been answered.
ENTER ID
ENTER
PASSWORD
01 OPTIONS
Explanation/Description
WX
WX,CO
WX,NH
WX,.xxxxxxxxxxxx.
1098
Weather Introduction
Weather Commands and Options
Table 45-1
Command/Option
Explanation/Description
WX####[,####][,####][,####]...
WXE####[,####][,####][,####]...
INFO,METAR
INFO/TAF
02 STATIONS
Specify stations and weather report types that you require. All
weather information is only available in the format provided by the
NWS or U.K. Met Office. Weather information for up to 16
stations/airports can be retrieved in one request.
All locations: Either the three-letter IATA station identifier or the
four- letter ICAO station identifier may be used to retrieve METARs
and TAFs.
2. Specify the Jeppesen multiple report code after the station identifier(s):
Example:
02 STATIONS LAX 1,SFO 0,RJAA 4,WSSS 5
1099
Weather Introduction
Weather Commands and Options
(Requests the last 6 hours of METARs for RKSS and RKSM; the
winds/temps aloft forecasts for RKSS and RJAA; TAFs and METARs for
RJAA, RJTT, and RJCC; and PIREPs for the Pacific as covered by HNL
and OAK.)
1100
Weather Introduction
Quick Reference Information
Report
Code
SAa
Area Forecast
FA
FT/FC/FT1/FC1
FD
NOTAMs
NO
PIREPs
UA
SIGMETs (All)
WS
AIRMETs
WA
Convective Outlook
AC
WW
AW
Typhoon Reports
WT
Hurricane Reports
WT
WO
Radar Reports
SD
FC
1101
Weather Introduction
Quick Reference Information
Code
FT1
FC1
Code Level
All Reports
TAF, METAR, NO
TAF, METAR, NO, UA, AC, AW, WA, WO, WS, WT,
WW
UA, FD
1102
Weather Introduction
Quick Reference Information
or
02 STATIONS G/KJFK-EBBR
1103
C HAPTER 46
Text Weather
Text Weather
Overview
Overview
Text weather is available through various JetPlan user interfaces such as JetPlanner, Jeppesen
Dispatch Control, and JetPlan.com or via SITA/ARINC. In addition, customized text weather
briefs can be produced to meet specialized dispatch and operational needs. These include
custom TAFs, detailed route briefings, passenger weather briefings, and climatology data.
1107
Text Weather
Types Of Weather Reports
1108
Text Weather
Types Of Weather Reports
Regional Reports
Regional Surface Observations (METARs)
Regional surface observations (METARs) are obtained by specifying the NWS weather
bulletin code BU, a slash, and the area number. A list of codes and the associated areas
covered is provided below.
Table 46-1
Bulletin
Area
Bulletin
Area
BU/200
BU/210
Southwestern States
BU/201
Eastern States
BU/211
Pacific NW States
BU/202
Mid-Atlantic States
BU/212
Pacific States
BU/203
Southeastern States
BU/213
BU/204
BU/214
BU/205
Ohio Valley
BU/215
Eastern Canada
BU/206
Northern Plains
BU/216
Western Canada
BU/207
BU/217
BU/208
BU/290
Alaska
BU/209
Northern Rockies
BU/291
Hawaii
Example:
01 OPTIONS WX
02 STATIONS BU/201,BU/205
Bulletin
Area
Bulletin
Area
BU/246
BU/255
Northern Rockies
BU/247
Eastern States
BU/256
Southwestern States
BU/248
Mid-Atlantic States
BU/257
1109
Text Weather
Types Of Weather Reports
Table 46-2
Bulletin
Area
Bulletin
Area
BU/249
Southeastern States
BU/258
Pacific States
BU/251
Ohio Valley
BU/259
Eastern States
BU/252
Northern Plains
BU/260
Western States
BU/253
BU/292
Alaska
BU/254
BU/293
Hawaii
Example:
01 OPTIONS WX
02 STATIONS BU/246,BU/255
In addition, the following stations provide hourly weather reports in the Mexico region.
Table 46-3
City
Station
City
Station
Mexico City
MMMX
Cozumel
MMCZ
Guadalajara
MMEX
Durango
MMDO
Hermosillo
MMHO
Torreon
MMTC
La Paz (Baja)
MMLP
Veracruz
MMVR
Mazatlan
MMMZ
Nuevo Laredo
MMNL
Monterrey
MMMY
Guaymas
MMGM
Chihuahua
MMCU
Merida
MMMD
Culiacan
MMCL
Tampico
MMTM
Cancun
MMUN
Tijuana
MMTJ
Puerto Vallarta
MMPR
Manzanillo
MMZOD.
1110
Text Weather
Types Of Weather Reports
Terminal Forecasts
The NWS code for terminal forecasts is FT. To request the current station forecast (TAF)
information, specify the station's ICAO identifier, a space, and FT on the Stations command
line. If more than one station request is needed, separate each request by a comma. Another
entry method is to specify FT followed by a space and one or more station identifiers. Separate
each station identifier with a space.
NOTE
To specify both a current and previous TAF, use the command FT1.
Example:
01 OPTIONS WX
02 STATIONS CYYR FT,BIKF FT,EINN FT
Area Forecast
The NWS code FA provides Area Forecasts. The stations listed after the examples all provide
area forecast information. (The entries in parentheses indicate special function sites.)
Example:
01 OPTIONS WX
02 STATIONS SFO FA,YYZ FA,MMMX FA
Area
Station
West Coast
SFO
Rocky Mountains
SLC
Great Lakes
CHI
DFW
Florida
MIA
1111
Text Weather
Types Of Weather Reports
Table 46-4
Area
Station
New England
BOS
Anchorage
ANC
Fairbanks
FAI
Juneau
JNU
Hawaii
PHFO
Table 46-5
Area
Station
Southern Brazil
SBBR
South Pacific
NFFN
Trinidad Tobago
TTPP
KKCI
Mexico
MMMX
Bahamas
MYNN
NOTAM Codes
Format
Code
NO
NOI
NOF
NOFI
Example:
01 OPTIONS WX
02 STATIONS LAX NO,DEN NOI,EBBU NO,LFPG NOI
1112
Text Weather
Types Of Weather Reports
The following is a list of electronic source NOTAMs and paper source published NOTAMs
contained in official publications available through the Jeppesen NOTAM Service.
ICAO International Class I/System NOTAMs
U.S. D NOTAMs
U.S. FDC NOTAMs
U.S. Military NOTAMs
SNOWTAMs
ICAO International Class II NOTAMs
Aeronautical Information Publications (AIP)
AIP Supplement
Aeronautical Information Circular (AIC)
U.S. Airport Facility Directory (AF/D)
U.S. National Flight Daily Digest (NFDD)
U.S. International Notices To Airmen
U.S. Notices to Airmen
1113
Text Weather
Types Of Weather Reports
temps forecast for winds between 6,000 ft and 39,000 ft. The forecast uses NWS GRIB
numerical forecast data from the global GFS model, which is the same model used to provide
winds and temps in the JetPlan flight planning system.
Example:
01 OPTIONS WX
02 STATIONS LAX FD,DEN FD,JFK FD
Jeppesen winds and temperatures aloft are derived using GRIB numerical forecast data that is
interpolated to the airport location. The standard wind and temperature format provides for
altitudes between FL060 and FL390. Jeppesen also provides a low-level format (FDL) that
provides winds and temperatures from FL030 to FL240, as well as a high level format (FDH)
that provides winds and temperatures from FL120 to FL500.
To obtain-high altitude forecast winds and temperatures between 12,000 and 50,000 ft., use
the code FDH in place of FD.
Example:
01 OPTIONS WX
02 STATIONS KLAX FDH,EBBR FDH,RJAA FDH
- or To obtain low altitude forecast winds between 3,000 and 24,000 ft, use the code FDL in place
of FD.
02 STATIONS FDL KLAX EBBR RJAA
1114
Text Weather
Types Of Weather Reports
SIGMETs
SIGMETs, AIRMETs - U.S.
The NWS code for SIGMETs is WS. The NWS code for AIRMETs is WA. Enter the IATA
three-letter airport identifier followed by the appropriate NWS code to receive SIGMET
and/or AIRMET information. Reports are available in the U.S. for the following areas.
Table 46-7
AREA
STATION
AREA
STATION
West Coast
SFO
Northeast U.S.
BOS
Inter-Mountain West
SLC
Fairbanks
FAI
CHI
Anchorage
ANC
Southern Plains
DFW
Juneau
JUN
Southeast U.S.
MIA
1115
Text Weather
Types Of Weather Reports
Example:
01 OPTIONS WX
02 STATIONS SLC WS, CHI WA
AREA
STATION
Central U.S.
KKCI WSUS32
Western U.S.
KKCI WSUS33
Eastern U.S.
KKCI WSUS31
Example:
01 OPTIONS WX
02 STATIONS KKCI WSUS31
AREA
STATION
United States
KWNS
Example:
01 OPTIONS WX
02 STATIONS KWNS AC
1116
Text Weather
Types Of Weather Reports
Area
Station
Area
Station
Caribbean Area
KMIA
Eastern Quebec
CWXK
KSFO
Western/Northern Quebec
CWUL
KJFK
Ontario
CWTO
Caribbean Area
TJSJ
Manitoba/Saskachewan/Alberta
CWEG
PHNL
Northern Territory/Arctic
CWNT
Canadian Maritimes
CYQX
British Columbia/Yukon
CWLW
Example:
01 OPTIONS WX
02 STATIONS TJSJ WS, CYXY WS
Area
Station
United States
KWNS
Example:
01 OPTIONS WX
02 STATIONS KWNS WW
1117
Text Weather
Types Of Weather Reports
In addition, Severe Weather Warnings (WW) for other regions are available by specifying the
following stations.
Table 46-12
AREA
STATION
KWBC
PGTW
RJTD
Example:
01 OPTIONS WX
02 STATIONS KWBC WW, RJTD WW
AREA
STATION
Central Pacific
PHNL
Philippines
RPMM
Western Pacific
PGTW
South Pacific
NFFN
KNHC
Example:
01 OPTIONS WX
02 STATIONS KNHC WT, PHNL WT
1118
Text Weather
Types Of Weather Reports
Example:
01 OPTIONS WX
02 STATIONS BOU FP
Multiple Reports
Multiple report combinations can be obtained through a unique numeric identifier. By entering
the station and the numeric code desired, several reports can be gathered at once while
minimizing keystrokes and time. The report combinations and the associated code numbers
are listed below.
Table 46-14
Report Types
Code Level
All Reports
FT, SA, NO
1119
Text Weather
Types Of Weather Reports
Table 46-14
Report Types
Code Level
FT, SA, NO, UA, AC, AW, WA, WO, WS, WT, WW
UA, FD
FT, SA, UA, AC, AW, WA, WO, WS, WT, WW, FD
Example:
01 OPTIONS WX
02 STATIONS SFO 3,MIA 0,DEN 4
The following list reviews the individual reports available and their NWS codes.
Table 46-15
Report
Code
SA
Area Forecast
FA
FT
FD
NOTAMs
NO
PIREPs
UA
AIRMETs
WA
SIGMETs
WS
Convective Outlook
AC
WW
Typhoon/Hurricane Reports
WT
Radar Reports
SD
1120
Text Weather
Types Of Weather Reports
- or 02 STATIONS G/JFK-EBBR
The Great Circle feature automatically incorporates weather information for three reporting
stations closest to the POA airport. However, you may also specify your own alternate
stations.
Example:
01 OPTIONS WX
02 STATIONS G/SFO-LAX(ONT+LAS+PSP)
- or 02 STATIONS G/JFK-EBBR(EHAM+ELLX+LFPG)
The Great Circle feature allows additional text weather briefings to be requested on the same
line.
Example:
01 OPTIONS WX
02 STATIONS G/SFO-LAX,SAN 3,SNA NO
1121
Text Weather
Types Of Weather Reports
Weather Enroute
Flight planning users can customize text weather reports along their actual route of flight. The
WXE option provides a user-defined set of reports for terminal and enroute stations. Users can
customize the list of reports by selecting the Databases tab on JetPlan.com and then selecting
the WXE tab. If users do not create their own set of reports, a default set of reports is
provided.
The enroute segment information directly corresponds with a subset of flight plan checkpoints
using weather reporting stations located within approximately 75 nautical miles of those
checkpoints. The checkpoints are selected to provide equal distance separation between
reporting stations. This distance is based on the total flight plan mileage so that the number of
points adequately covers significant geographic variations in current and forecasted weather.
For Point-of-Arrival entries in the United States and Canada, weather for three surrounding
stations within 100 miles is provided when possible.
A flight plan request for the enroute weather can be made by entering WXE after FP on the
Options command line.
Example:
01 OPTIONS FP,WXE
To add enroute weather information to a flight plan that has already been computed, enter
WXE followed by the flight plan transaction number (no space) on the Options command line.
Example:
01 OPTIONS WXE1234
This example requests enroute weather for flight plan number 1234, which was already
computed. Enroute weather may also be appended to multiple flight plans that have been
previously computed by separating the plan numbers with commas.
Example:
01 OPTIONS WXE1234,5678,4567
1122
C HAPTER 47
Graphic Weather
Graphic Weather
Overview
Overview
Jeppesen has a full-service meteorology department that produces and supports a robust
selection of weather maps.
The Jeppesen Weather Service is a 24 x 7 operation that is fully staffed with qualified aviation
meteorologists. It conforms to the recommended practices outlined in the ICAO Annex
3/WMO Technical Regulations (Chapter 9), and it is run in compliance with Federal Aviation
Regulations (FAR 91, 121, and 135).
Our meteorologists utilize every available data source to produce the most accurate and up-todate weather maps in the industry today. They develop forecast and analysis maps and use
advanced computer resources to process and disseminate a full line of weather products,
including: NEXRAD radar, GOES, MTSAT, and MeteoSat satellite images, and a wide
variety of other specialty maps.
All weather maps produced by the Jeppesen Weather Service are listed in this chapter. Many
of these maps may be accessed through the JetPlan system, given the proper option codes,
equipment, and/or software. Most of these maps are available through fax forwarding from the
JeppFax system.
NOTE You can also save the FF code to the Flight Brief database so that it can be
used in EasyBrief. For example, the FF code for the High-level Significant Weather
map for Europe would be EUHISIG12.
1125
Graphic Weather
Weather Maps
Weather Maps
This section provides table listings of all maps available through the Jeppesen Weather
Service. The maps are listed alphabetically by region and are categorized by the type of map
produced (satellite, radar, and so on). The items in the table column, FF CODE, are the
product identifiers for retrieving maps through the JetPlan system using the fax forwarding
option. These codes are relatively new to the JetPlan system; therefore, old product identifiers
are included in parentheses (if applicable). While the old codes are still usable, the new codes
provide many more map options. Either set of codes (old or new) may be specified in a fax
forwarding request to retrieve a map.
Africa
Table 47-1
Title
Description
Update
FF Code
MeteoSat IR Image
Every 6 hrs
AFSATIR00 (G890)
Table 47-2
Title
Description
Update
FF Code
Surface Analysis
Every 6 hrs
AFSFCWX00
Surface Depiction
Every hr
AFWXDEP00
Surface Wx 24
Every 12 hrs
AFSFCWX24
Hour Forecast
weather forecast
conditions
Table 47-3
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
AFHISIG12 (NT18)
1126
Graphic Weather
Weather Maps
Table 47-4
Title
Description
Update
FF Code
Every 6 hrs
AFWT05024 (AR85)
Every 6 hrs
AFWT10024 (AR70)
Every 6 hrs
AFWT18024 (AR50)
Every 6 hrs
AFWT24024 (AR40)
Every 6 hrs
AFWT30024 (AR30)
Every 6 hrs
AFWT34024 (AR25)
Every 6 hrs
AFWT39024 (AR20)
Every 6 hrs
AFWT45024 (AR15)
Table 47-5
Title
Description
Update
FF Code
Every 6 hrs
AFHURCN00
1127
Graphic Weather
Weather Maps
Asia
Table 47-6
Title
Description
Update
FF Code
GMS IR Image
Every hr
ASSATIR00 (G841)
ASSATVS00
Every hr
ASSATRA00
Table 47-7
Title
Description
Update
FF Code
Surface Analysis
Every hr
ASSFCWX00
Surface Depiction
Every hr
ASWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
ASSFCWX24
Table 47-8
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
ASHISIG12 (AS10)
1128
Graphic Weather
Weather Maps
Description
Update
FF Code
Every 6 hrs
ASWT05024
Every 6 hrs
ASWT10024
Every 6 hrs
ASWT18024
Every 6 hrs
ASWT24024
Every 6 hrs
ASWT30024
Every 6 hrs
ASWT34024 (AS25)
Every 6 hrs
ASWT39024 (AS20)
Every 6 hrs
ASWT45024 (AS15)
Table 47-10
Title
Description
Update
FF Code
Hurricane/Typhoon
Tracks
Every 6 hrs
ASHURCN00 (WPWT)
1129
Graphic Weather
Weather Maps
Australia
Table 47-11
Title
Description
Update
FF Code
GMS IR Image
Every 3 hrs
AUSATIR00 (G843)
AUSATVS00
Description
Update
FF Code
Surface Analysis
Every hr
AUSFCWX00
Surface Depiction
Every hr
AUWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
AUSFCWX24
Table 47-13
Title
Description
Update
FF Code
Significant Wx Forecast
Every 12 hrs
AUHISIG12 (AP10)
Table 47-14
Title
Description
Update
FF Code
Every 6 hrs
AUWT05024 (AF85)
1130
Graphic Weather
Weather Maps
Table 47-14
Title
Description
Update
FF Code
Every 6 hrs
AUWT10024 (AF70)
Every 6 hrs
AUWT18024 (AF50)
Every 6 hrs
AUWT24024
Every 6 hrs
AUWT30024 (AF30)
Every 6 hrs
AUWT34024 (AF25)
Every 6 hrs
AUWT39024 (AF20)
Every 6 hrs
AUWT45024 (AF15)
Table 47-15
Title
Description
Update
FF Code
Every 6 hrs
AUHURCN00
1131
Graphic Weather
Weather Maps
Canada
Table 47-16
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
CNSATIR00 (G800)
CNSATVS00 (G900)
Table 47-17
Title
Description
Update
FF Code
Surface Analysis
Every hr
CNSFCWX00
Surface Depiction
Every hr
CNWXDEP00 (CNWX)
Surface Wx 24 Hour
Forecast
Every 12 hrs
CNSFCWX24 (CN03)
Table 47-18
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
CNHISIG12 (CN10)
Table 47-19
Title
Description
Update
FF Code
Every 6 hrs
CNWT05024 (CF85)
1132
Graphic Weather
Weather Maps
Table 47-19
Title
Description
Update
FF Code
Every 6 hrs
CNWT10024 (CF70)
Every 6 hrs
CNWT18024 (CF50)
Every 6 hrs
CNWT24024 (CF40)
Every 6 hrs
CNWT30024 (CF30)
Every 6 hrs
CNWT34024 (CF25)
Every 6 hrs
CNWT39024 (CF20)
Every 6 hrs
CNWT45024 (CF15)
Table 47-20
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
CNHURCN00 (NTWT)
Caribbean
Table 47-21
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
CASATIR00 (G804)
1133
Graphic Weather
Weather Maps
Table 47-21
Title
Description
Update
FF Code
CASATVS00 (G910)
Every hr
CASATRA00
Table 47-22
Title
Description
Update
FF Code
Surface Analysis
Every hr
CASFCWX00
Surface Depiction
Every hr
CAWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
CASFCWX24
Table 47-23
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
CAHISIG12 (US10)
Table 47-24
Title
Description
Update
FF Code
Every 6 hrs
CAWT05024
Every 6 hrs
CAWT10024
1134
Graphic Weather
Weather Maps
Table 47-24
Title
Description
Update
FF Code
Every 6 hrs
CAWT18024
Every 6 hrs
CAWT24024
Every 6 hrs
CAWT30024
Every 6 hrs
CAWT34024
Every 6 hrs
CAWT39024
Every 6 hrs
CAWT45024
Table 47-25
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
CAHURCN00 (NTWT)
East Pacific
Table 47-26
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
EPSATIR00 (G877)
EPSATVS00
1135
Graphic Weather
Weather Maps
Table 47-27
Title
Description
Update
FF Code
Surface Analysis
Every hr
EPSFCWX00
Surface Depiction
Every hr
EPWXDEP00
Surface Wx Forecast
Every 12 hrs
EPSFCWX24 (US03)
Table 47-28
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
EPHISIG12
Table 47-29
Title
Description
Update
FF Code
Every 6 hrs
EPWT05024
Every 6 hrs
EPWT10024
Every 6 hrs
EPWT18024
Every 6 hrs
EPWT24024
Every 6 hrs
EPWT30024
1136
Graphic Weather
Weather Maps
Table 47-29
Title
Description
Update
FF Code
Every 6 hrs
EPWT34024
Every 6 hrs
EPWT39024
Every 6 hrs
EPWT45024
Table 47-30
Title
Description
Update
FF Code
Hurricane Tracks
Every 3 hrs
EPHURCN00
Europe
Table 47-31
Title
Description
Update
FF Code
MeteoSat IR Image
Every 3 hrs
EUSATIR00
MeteoSat Hi-Res IR
Image
Every 6 hrs
EUSATHR00 (G891)
Table 47-32
Title
Description
Update
FF Code
Surface Analysis
EUSFCWX00 (EUSF)
1137
Graphic Weather
Weather Maps
Table 47-32
Title
Description
Update
FF Code
Surface Depiction
Every hr
EUWXDEP00 (EUWX)
Surface Wx Forecast
Every 12 hrs
EUSFCWX24 (EU03)
Table 47-33
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
EUHISIG12 (EU18)
Every 12 hrs
EUUA05000
Every 12 hrs
EUUA10000
Every 12 hrs
EUUA18000
Every 12 hrs
EUUA24000
Every 12 hrs
EUUA30000
Every 12 hrs
EUUA34000
Every 12 hrs
EUUA39000
Every 12 hrs
EUUA45000
Table 47-34
Title
Description
Update
FF Code
Every 6 hrs
EUWT05024 (EF85)
1138
Graphic Weather
Weather Maps
Table 47-34
Title
Description
Update
FF Code
Every 6 hrs
EUWT10024 (EF70)
Every 6 hrs
EUWT18024 (EF50)
Every 6 hrs
EUWT24024 (EF40)
Every 6 hrs
EUWT30024 (EF30)
Every 6 hrs
EUWT34024 (EF25)
Every 6 hrs
EUWT39024 (EF20)
Every 6 hrs
EUWT45024 (EF15)
Europe/Asia
Table 47-35
Title
Description
Update
FF Code
MeteoSat IR Image
Every 3 hrs
EASATIR00 (G824)
Table 47-36
Title
Description
Update
FF Code
Surface Analysis
Every hr
EASFCWX00
1139
Graphic Weather
Weather Maps
Table 47-36
Title
Description
Update
FF Code
Surface Depiction
Every hr
EAWXDEP00
Surface Wx Forecast
Every 12 hrs
EASFCWX24
Table 47-37
Title
Description
Update
FF Code
Significant Wx Forecast
Every 12 hrs
EAHISIG12 (AS10)
Table 47-38
Title
Description
Update
FF Code
Every 6 hrs
EAWT05024 (AS85)
Every 6 hrs
EAWT10024 (AS70)
Every 6 hrs
EAWT18024 (AS50)
Every 6 hrs
EAWT24024 (AS40)
Every 6 hrs
EAWT30024 (AS30)
Every 6 hrs
EAWT34024 (AS25)
Every 6 hrs
EAWT39024 (AS20)
1140
Graphic Weather
Weather Maps
Description
Update
FF Code
Every 6 hrs
EAWT45024 (AS15)
Table 47-39
Title
Description
Update
FF Code
Tropical
Cyclone/Typhoon Tracks
Every 6 hrs
EAHURCN00
Indian Ocean
Table 47-40
Title
Description
Update
FF Code
MeteoSat IR Image
Every hr
IOSATIR00
MeteoSat Visible
Satellite Image
IOSATVS00
Table 47-41
Title
Description
Update
FF Code
Surface Analysis
Every hr
IOSFCWX00
Surface Depiction
Every hr
IOWXDEP00
Surface Wx Forecast
Every 12 hrs
IOSFCWX24
1141
Graphic Weather
Weather Maps
Table 47-42
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
IOHISIG12 (IO10)
Table 47-43
Title
Description
Update
FF Code
Every 6 hrs
IOWT05024 (IO85)
Every 6 hrs
IOWT10024 (IO70)
Every 6 hrs
IOWT18024 (IO50)
Every 6 hrs
IOWT24024 (IO40)
Every 6 hrs
IOWT30024 (IO30)
Every 6 hrs
IOWT34024 (IO25)
Every 6 hrs
IOWT39024 (IO20)
Every 6 hrs
IOWT45024 (IO15)
1142
Graphic Weather
Weather Maps
Description
Update
FF Code
Hurricane Tracks
Every 3 hrs
IOHURCN00
Mexico
Table 47-45
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
MXSATIR00 (G800)
MXSATVS00 (G900)
Table 47-46
Title
Description
Update
FF Code
Surface Analysis
Every hr
MXSFCWX00
Surface Depiction
Every hr
MXWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
MXSFCWX24
Table 47-47
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
MXHISIG12
1143
Graphic Weather
Weather Maps
Table 47-48
Title
Description
Update
FF Code
Every 6 hrs
MXWT05024
Every 6 hrs
MXWT10024
Every 6 hrs
MXWT18024
Every 6 hrs
MXWT24024
Every 6 hrs
MXWT30024
Every 6 hrs
MXWT34024
Every 6 hrs
MXWT39024
Every 6 hrs
MXWT45024
Table 47-49
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
MXHURCN00 (NTWT)
1144
Graphic Weather
Weather Maps
Middle East
Table 47-50
Title
Description
Update
FF Code
MeteoSat IR Image
Every hr
MESATIR00
MeteoSat Visible
Satellite Image
MESATVS00
Table 47-51
Title
Description
Update
FF Code
Surface Analysis
Every 6 hrs
MESFCWX00
Surface Depiction
Every hr
MEWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
MESFCWX24
Table 47-52
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
MEHISIG12
Table 47-53
Title
Description
Update
FF Code
Every 6 hrs
MEWT05024
1145
Graphic Weather
Weather Maps
Table 47-53
Title
Description
Update
FF Code
Every 6 hrs
MEWT10024
Every 6 hrs
MEWT18024
Every 6 hrs
MEWT24024
Every 6 hrs
MEWT30024
Every 6 hrs
MEWT34024
Every 6 hrs
MEWT39024
Every 6 hrs
MEWT45024
Table 47-54
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
MEHURCN00
North Atlantic
Table 47-55
Title
Description
Update
FF Code
IR Image
Every 3 hrs
NTSATIR00 (G831)
1146
Graphic Weather
Weather Maps
Table 47-56
Title
Description
Update
FF Code
Surface Analysis
Every hr
NTSFCWX00
Surface Depiction
Every hr
NTWXDEP00
Surface Wx 24 Hour
Forecast
Every 12 hrs
NTSFCWX24
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
NTHISIG12 (NT10)
Depicts current
westbound North
Atlantic Tracks
2300 UTC
NTNTABC00
Depicts current
eastbound North Atlantic
Tracks
1400 UTC
NTNTXYZ00
Depicts current
westbound North
Atlantic Tracks on
Mercator projection
2300 UTC
NTMRABC00 (NATA)
Depicts current
eastbound North Atlantic
Tracks on Mercator
projection
1400 UTC
NTMRXYZ00 (NATZ)
1147
Graphic Weather
Weather Maps
Table 47-58
Title
Description
Update
FF Code
Every 6 hrs
NTWT05024 (TF85)
Every 6 hrs
NTWT10024 (TF70)
Every 6 hrs
NTWT18024 (TF50)
Every 6 hrs
NTWT24024 (TF40)
Every 6 hrs
NTWT30024 (TF30)
Every 6 hrs
NTWT34024 (TF25)
Every 6 hrs
NTWT39024 (TF20)
Every 6 hrs
NTWT45024 (TF15)
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
NTHURCN00
1148
Graphic Weather
Weather Maps
North Pacific
Table 47-60
Title
Description
Update
FF Code
IR Image
Every 3 hrs
NPSATIR00 (G825)
Table 47-61
Title
Description
Update
FF Code
Surface Analysis
Every hr
NPSFCWX00 (PNSF)
Surface Depiction
Every hr
NPWXDEP00
Surface Wx Forecast
Every 12 hrs
NPSFCWX24 (PN03)
Table 47-62
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
NPHISIG12 (PN10)
Depicts current
eastbound North Pacific
Tracks
2100 UTC
NPNPOTE00
Depicts current
westbound North Pacific
Tracks
1100 UTC
NPNPOTW00
Depicts current
eastbound North Pacific
Tracks on Mercator
projection
2100 UTC
NPMROTE00
Depicts current
westbound North Pacific
Tracks on Mercator
projection
1100 UTC
NPMROTW00
1149
Graphic Weather
Weather Maps
Table 47-63
Title
Description
Update
FF Code
Every 6 hrs
NPWT05024 (PF85)
Every 6 hrs
NPWT10024 (PF70)
Every 6 hrs
NPWT18024 (PF50)
Every 6 hrs
NPWT24024 (PF40)
Every 6 hrs
NPWT30024 (PF30)
Every 6 hrs
NPWT34024 (PF25)
Every 6 hrs
NPWT39024 (PF20)
Every 6 hrs
NPWT45024 (PF15)
Table 47-64
Title
Description
Update
FF Code
Hurricane/Typhoon
Tracks
Every 6 hrs
NPHURCN00 (WPWT)
1150
Graphic Weather
Weather Maps
South America
Table 47-65
Title
Description
Update
FF Code
GOES IR Image
Every 3 hrs
SASATIR00 (G846)
SASATVS00
Table 47-66
Title
Description
Update
FF Code
Surface Analysis
Every hr
SASFCWX00
Surface Depiction
Every hr
SAWXDEP00
Surface Wx Forecast
Every 12 hrs
SASFCWX24
Table 47-67
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
SAHISIG12 (SA10)
Table 47-68
Title
Description
Update
FF Code
Every 6 hrs
SAWT05024 (SF85)
1151
Graphic Weather
Weather Maps
Table 47-68
Title
Description
Update
FF Code
Every 6 hrs
SAWT10024 (SF70)
Every 6 hrs
SAWT18024 (SF50)
Every 6 hrs
SAWT24024 (SF40)
Every 6 hrs
SAWT30024 (SF30)
Every 6 hrs
SAWT34024 (SF25)
Every 6 hrs
SAWT39024 (SF20)
Every 6 hrs
SAWT45024 (SF15)
Table 47-69
Title
Description
Update
FF Code
Hurricane Tracks
Every 3 hrs
SAHURCN00
South Pacific
Table 47-70
Title
Description
Update
FF Code
Surface Analysis
Every hr
SPSFCWX00
1152
Graphic Weather
Weather Maps
Table 47-70
Title
Description
Update
FF Code
Surface Depiction
Every hr
SPWXDEP00
Surface Wx Forecast
Every 12 hrs
SPSFCWX24
Table 47-71
Title
Description
Update
FF Code
Significant Wx Forecast
Every 12 hrs
SPHISIG12
Table 47-72
Title
Description
Update
FF Code
Every 6 hrs
SPWT05024
Every 6 hrs
SPWT10024
Every 6 hrs
SPWT18024
Every 6 hrs
SPWT24024
Every 6 hrs
SPWT30024
Every 6 hrs
SPWT34024
Every 6 hrs
SPWT39024
1153
Graphic Weather
Weather Maps
Table 47-72
Title
Description
Update
FF Code
Every 6 hrs
SPWT45024
Table 47-73
Title
Description
Update
FF Code
Hurricane Tracks
Every 3 hrs
SPHURCN00
United States
Table 47-74
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
USSATIR00 (G800)
USSATVS00 (G900)
Every 30 min
USSATRA00
Table 47-75
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
USRADBR00 (R001)
Composite
Every 30 min
USRADCP00 (USRA)
1154
Graphic Weather
Weather Maps
Table 47-76
Title
Description
Update
FF Code
Surface Analysis
USSFCWX00 (USSF)
Surface Depiction
Every hr
USWXDEP00 (USWX)
Surface Wx Forecast
Every 12 hrs
USSFCWX24 (US03)
Low-level Significant
Wx Forecast
12 hour low-level
forecast conditions
Every 6 hrs
USLOSIG12 (US02)
Low-level Significant
Wx Forecast
24 hour low-level
forecast conditions
Every 12 hrs
USLOSIG24 (US04)
Table 47-77
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
USHISIG12 (US10)
Every 12 hrs
USUA05000 (US8W)
Every 12 hrs
USUA10000 (US7W)
Every 12 hrs
USUA18000 (US5W)
Every 12 hrs
USUA24000
Every 12 hrs
USUA30000 (US3W)
Every 12 hrs
USUA34000 (US2H)
Every 12 hrs
USUA39000 (US2W)
1155
Graphic Weather
Weather Maps
Table 47-77
Title
Description
Update
FF Code
Every 12 hrs
USUA45000
Table 47-78
Title
Description
Update
FF Code
Every 6 hrs
USWT05024 (US85)
Every 6 hrs
USWT10024 (US70)
Every 6 hrs
USWT18024 (US50)
Every 6 hrs
USWT24024 (US40)
Every 6 hrs
USWT30024 (US30)
Every 6 hrs
USWT34024 (US25)
Every 6 hrs
USWT39024 (US20)
Every 6 hrs
USWT45024 (US15)
Table 47-79
Title
Description
Update
FF Code
Every hr
USIFRWX00
1156
Graphic Weather
Weather Maps
Table 47-79
Title
Description
Update
FF Code
Current turbulence
AIRMET areas and
reports
Every hr
USTURBC00 (USTB)
Every hr
USICING00 (ICAN)
Every hr
USSIGMT00 (USCS)
Every 6 hrs
USLINDX00 (LIAN)
Every 6 hrs
USLINDX12 (LI12)
Every 6 hrs
USLINDX24 (LI24)
Convective Outlook
Every 24 hrs
USCVOUT12 (AC01)
Hurricane Tracks
Every 6 hrs
USHURCN00 (NTWT)
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
AKSATIR00 (G828)
AKSATVS00 (G902)
1157
Graphic Weather
Weather Maps
Table 47-81
Title
Description
Update
FF Code
Surface Analysis
Every hr
AKSFCWX00 (AKSF)
Surface Depiction
Every hr
AKWXDEP00 (AKWX)
Surface Wx 24 Hour
Forecast
Every 12 hrs
AKSFCWX24 (AK03)
Table 47-82
Title
Description
Update
FF Code
Significant Wx Forecast
Every 6 hrs
AKHISIG12
Table 47-83
Title
Description
Update
FF Code
Every 6 hrs
AKWT05024
Every 6 hrs
AKWT10024
Every 6 hrs
AKWT18024
Every 6 hrs
AKWT24024
Every 6 hrs
AKWT30024
1158
Graphic Weather
Weather Maps
Table 47-83
Title
Description
Update
FF Code
Every 6 hrs
AKWT34024
Every 6 hrs
AKWT39024
Every 6 hrs
AKWT45024
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
HISATIR00 (G847)
HISATVS00
Every 30 min
HISATRA00
Table 47-85
Title
Description
Update
FF Code
Surface Depiction
Every hr
HIWXDEP00
1159
Graphic Weather
Weather Maps
Table 47-86
Title
Description
Update
FF Code
Every 6 hrs
HIWT05024
Every 6 hrs
HIWT10024
Every 6 hrs
HIWT18024
Every 6 hrs
HIWT24024
Every 6 hrs
HIWT30024
Every 6 hrs
HIWT34024
Every 6 hrs
HIWT39024
Every 6 hrs
HIWT45024
Table 47-87
Title
Description
Update
FF Code
Hurricane Tracks
Every 3 hrs
HIHURCN00 (EPWT)
1160
Graphic Weather
Weather Maps
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
NCSATIR00 (G854)
Every 30 min
NCSATVS00 (G984)
Every 30 min
NCSATRA00
Table 47-89
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
NCRADBR00 (R004)
Composite
Every 30 min
NCRADCP00 (NCRR)
Table 47-90
Title
Description
Update
FF Code
Surface Analysis
NCSFCWX00
Surface Depiction
Every hr
NCWXDEP00 (NCWX)
1161
Graphic Weather
Weather Maps
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
NESATIR00 (G880)
Every 30 min
NESATVS00 (G980)
Every 30 min
NESATRA00
Table 47-92
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
NERADBR00 (R006)
Composite
Every 30 min
NERADCP00 (NERR)
Table 47-93
Title
Description
Update
FF Code
Surface Analysis
NESFCWX00
Surface Depiction
Every hr
NEWXDEP00 (NEWX)
1162
Graphic Weather
Weather Maps
Table 47-94
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
NEHURCN00
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
NWSATIR00 (G882)
Every 30 min
NWSATVS00 (G979)
Every 30 min
NWSATRA00
Table 47-96
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
NWRADBR00 (R002)
Composite
Every 30 min
NWRADCP00 (NWRR)
Table 47-97
Title
Description
Update
FF Code
Surface Analysis
NWSFCWX00
1163
Graphic Weather
Weather Maps
Table 47-97
Title
Description
Update
FF Code
Surface Depiction
Every hr
NWWXDEP00
(NWWX)
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
SCSATIR00 (G802)
Every 30 min
SCSATVS00 (G902)
Every 30 min
SCSATRA00
Table 47-99
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
SCRADBR00 (R014)
Composite
Every 30 min
SCRADCP00 (SCRR)
Table 47-100
Title
Description
Update
FF Code
Surface Analysis
SCSFCWX00
Surface Depiction
Every hr
SCWXDEP00 (SCWX)
1164
Graphic Weather
Weather Maps
Table 47-101
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
SCHURCN00
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
SESATIR00 (G852)
Every 30 min
SESATVS00 (G969)
Every 30 min
SESATRA00
Table 47-103
Title
Description
Update
FF Code
Base Reflectivity
Every 5 min
SERADBR00 (R015)
Composite
Every 30 min
SERADCP00 (SERR)
Table 47-104
Title
Description
Update
FF Code
Surface Analysis
SESFCWX00
1165
Graphic Weather
Weather Maps
Table 47-104
Title
Description
Update
FF Code
Surface Depiction
Every hr
SEWXDEP00 (SEWX)
Table 47-105
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
SEHURCN00
Title
Description
Update
FF Code
GOES IR Image
Every 30 min
SWSATIR00 (G878)
Every 30 min
SWSATVS00 (G978)
Every 30 min
SWSATRA00
Description
Update
FF Code
Base Reflectivity
Every 5 min
SWRADBR00 (R012)
Composite
Every 30 min
SWRADCP00 (SWRR)
1166
Graphic Weather
Weather Maps
Table 47-108
Title
Description
Update
FF Code
Surface Analysis
SWSFCWX00
Surface Depiction
Every hr
SWWXDEP00 (SWWX)
Table 47-109
Title
Description
Update
FF Code
Hurricane Tracks
Every 6 hrs
SWHURCN00
1167
C HAPTER 48
Overview
Jeppesen provides a service in which most weather maps produced or distributed by the
Jeppesen Weather Service may be transmitted to a fax machine of your designation. This
service, known as JeppFax, allows you to forward text or graphic weather maps to a fax
machine.
JeppFax automatically provides a standard cover page with each transmission request. This
cover page contains the latest information about the JeppFax service.
NOTE JetPlan customers may use JeppFax to request weather maps via the Faxforwarding option (FX). For more information, see Chapter 18, Forward Plans and
Messages.
1171
C HAPTER 49
Overview
JetPlan calculates wind shear based on a formula that samples wind velocity and direction two
thousand feet above and two thousand feet below the current cruise altitude. Presently, JetPlan
does not make use of any ICAO tables to assign a relative intensity to shear.
The formula is as follows:
where:
WD1= wind direction 2,000 feet below cruise altitude (degrees)
SP1= wind velocity 2,000 feet below cruise altitude (knots)
WD2 = wind direction 2,000 feet above cruise altitude (degrees)
SP2 = wind velocity 2,000 feet above cruise altitude (knots)
x1= SP1 COS(WD1)
y1= SP1 SIN(WD1)
x2 = SP2 COS(WD2)
y2 = SP2 SIN(WD2)
ALT1= altitude at 2,000 feet below cruise altitude.
ALT2 = altitude at 2,000 feet above cruise altitude.
1175
1176