JetPlanUserManual PDF

JetPlan User Manual
JetPlan User Manual

VERSION 7.0
Copyright 2003-2015 Jeppesen. All rights reserved.
Document Revision History

NOTE For additional change history information, see the User Manuals page on
JetPlan.com.
Version
Release Date
7.0
19 February 2015
Changes
In the Route Commands chapter, information on the updated
ERAD flight plan option (ERAD 2.0) has been added.
In the Scenario Database chapter, the definition of the
Optimization Type parameter has been revised with the new
ERAD 2.0 option, Trajectory Optimized RAD Compliant Route
Selection.
In the Route Commands chapter, information on the North
Atlantic Data Link Mandate has been added.
In the Customer Aircraft Database and Route Constraint
Database chapters, the AUSEP Approved Certification parameter
has been removed because the parameter is no longer in use.
In the Aircraft Fleet Database chapter, the input value has been
revised for the Time-Limited Systems Cruise FL parameter.
In the MEL Database chapter, command-line codes for the
ICAO 2012 degradation parameters have been added.
Brief Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHAPTER 1
JetPlan Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CHAPTER 2
Option Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
CHAPTER 3
Point of Departure and Point of Arrival Commands . . . . . . . . . . . . . . . . 61
CHAPTER 4
Restricted Area Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
CHAPTER 5
4D Avoid and Alert Restrictive Airspaces . . . . . . . . . . . . . . . . . . . . . . . 103
CHAPTER 6
Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
CHAPTER 7
Hold-Alternate Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
CHAPTER 8
Estimated Time of Departure Commands . . . . . . . . . . . . . . . . . . . . . . 285
Brief Contents
CHAPTER 9
Profile Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
CHAPTER 10
Aircraft Type Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
CHAPTER 11
Cruise Mode Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
CHAPTER 12
Cost Index Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
CHAPTER 13
Operational Weight Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
CHAPTER 14
Payload, POD/POA, Weight, and Fuel Commands . . . . . . . . . . . . . . . 391
CHAPTER 15
Fuel Off/On and Payload Off Commands . . . . . . . . . . . . . . . . . . . . . . 451
CHAPTER 16
Departure and Arrival Bias Commands . . . . . . . . . . . . . . . . . . . . . . . . 457
CHAPTER 17
Message Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
CHAPTER 18
Forward Plans and Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
CHAPTER 19
ATC Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489
CHAPTER 20
Reclear Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537
CHAPTER 21
ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
CHAPTER 22
Overwater Driftdown and Terrain Analysis . . . . . . . . . . . . . . . . . . . . . 573
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2003-2015 Jeppesen. All rights reserved.
Brief Contents
CHAPTER 23
Optimal Scenario Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
CHAPTER 24
Enroute Charges and FIR Traversal . . . . . . . . . . . . . . . . . . . . . . . . . . 649
CHAPTER 25
Archiving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663
CHAPTER 26
Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
CHAPTER 27
Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773
CHAPTER 28
Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 791
CHAPTER 29
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801
CHAPTER 30
Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825
CHAPTER 31
City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 849
CHAPTER 32
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861
CHAPTER 33
Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885
CHAPTER 34
Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 893
CHAPTER 35
Minimum Equipment List Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 919
CHAPTER 36
Master Database (MDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 949
February 19, 2015

JetPlan User Manual
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
JetPlan User Manual
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Contents
Tables
xxxiii
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
User ID/Attribute File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Chapter 1: JetPlan Command-Line Interface
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Understanding the Command-Line Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Command-Line Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Information Provided by the CADB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Optional Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Understanding the Batch Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Command-Line and Batch Method: Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Command-Line and Batch Method: Similarities . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Chapter 2: Option Commands
21
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Flight Plan Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Contents
Flight Plan Command Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Flight Plan OptionsOutput . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsWeather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsRouting Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsPerformance Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsFeature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsFlight Management Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsMiscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
30
32
36
37
42
44
Additional Command-Line Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Services Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Messages Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
46
54
55
56
56
57
Chapter 3: Point of Departure and Point of Arrival Commands
61
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specifying Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airport Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63
64
64
64
Sequential Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

Paired-Entry Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
ETP Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Determination of Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interval Halving Between Bounding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variations in ETP Calculation Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Default ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Second ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third ETP Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETP and Diversion Airport Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
66
71
73
74
74
75
75
76
User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Station Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
In-Flight Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Running In-Flight-Start ETP Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Taxi Parameters in the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Ad Hoc Taxi Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Adding the Taxi-Out Value to the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Takeoff Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Chapter 4: Restricted Area Commands
89
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
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Contents
Using the RST Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

Delineated Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Restrictions By Route Structure Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
FIR/UIR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checkpoint Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Route Database Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
95
95
96
97
98
Applying Restricted Area Database Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

Applying Multiple Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Omitting a Restricted Area Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Chapter 5: 4D Avoid and Alert Restrictive Airspaces
103
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creation of the Initial CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . .
105
105
107
108
108
Restrictive Airspace Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Source Restrictive Airspace Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generic Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Organized Tracks Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . .
Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbulence Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIR/UIR Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Geopolitical Country Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . .
Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . . . . . . . . .
108
109
110
110
110
110
111
111
111
111
111
112
112
Understanding the Contents of CCAA Database Records . . . . . . . . . . . . . . . . . . . 112

The RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The ICAO Code in the RSA Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the Default SCA Type and Default Avoidance Level . . . . . . . . . . . . . . . . . . . . .
Modifying the SCA Type and the Avoidance Level . . . . . . . . . . . . . . . . . . . .
112
113
114
116
Working with the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . . 118
Understanding the 4D Avoid and Alert Flight Plan Options . . . . . . . . . . . . . . . . . 118
Using the CCAA, CCAAN, and CCAAF Options . . . . . . . . . . . . . . . . . . . . . . . . 120
Using the CCAA Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Using the CCAAN Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Using the CCAAF Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Using the ORTRKA and ORTRKN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Using the GCAA and GCAN Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Using the AVDERR Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
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Contents
Using the EXSS Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Using the EXCD Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Using the CCAAQ Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Understanding the City Pair and City Pair Fleet Database CCAAQ Parameters . . . . 128
Overriding an Avoidance Level on a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . .

Understanding 4D Avoid and Alert Customer Preferences . . . . . . . . . . . . . . . . . .
4D Altitudes (4DALTS) Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AVDERR Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CCAAQ Preference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding 4D Avoid and Alert Error Messages . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 6: Route Commands
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134
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About Route Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Navigation Database and Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JetPlan Defined Route Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Applying Route Inputs General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JetPlan-Defined Flight Plan Types and the Route Segment Inputs . . . . . . . . . . . . . . .
Route Input Segments Basic Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTD and RTA Segments Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint Identification (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint External Output (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint Ambiguity (RTD/RTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTW Segment Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Route Optimizer and SID/STAR Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Route Proof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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141
141
144
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147
148
149
151
152
152
153
154
155
Applying Route Inputs Domestic Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nav Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . . . . .
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158
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Domestic Planning All 3 Route Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

Applying Route Inputs International Planning . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Optimized Direct Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POD and POA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overwater Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nav Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nav Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . . . . .
Airway Optimized Routing Between Specific Waypoints . . . . . . . . . . . . . . . . .
JetPlan Designated Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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161
161
162
162
163
164
164
International Planning Organized Track Structures . . . . . . . . . . . . . . . . . . . . . . 164

North Atlantic Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
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North Atlantic Tracks Basic Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

North Atlantic Tracks Preferred Route Considerations . . . . . . . . . . . . . . . . . . .
Area 1 Preferred Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preferred Routes Without the NATs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preferred Route Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks Flight Level Considerations . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Data Link Mandate (NAT DLM) . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Track Input Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selecting the Optimal Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selecting a Specific Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Westbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Eastbound Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks Crossing Without The NATS . . . . . . . . . . . . . . . . . . . . . . . . .
Pacific Organized Track Structures (PACOTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flex Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flex Tracks Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACOTS Far East To/From North America . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACOTS Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AUSOTS Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Route Input Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182

POD and POA in the Same Route Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
POD and POA in Different Route Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Electronic Route Availability Document Option . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Possible Error Messages with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Upper-Level Winds and Temperature Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . 186

Accessing ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
ERAD 2.0 Options and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
ERAD Point of Departure (POD) and Point of Arrival (POA) Inputs . . . . . . . . . . . . .
ERAD Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD and the NATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Flight-Level Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD Conditional Route Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD and the Restricted Areas Option and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Checkpoints and Airways with ERAD . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Countries by ICAO Code with ERAD . . . . . . . . . . . . . . . . . . . . . . . . .
Ignoring RAD Rules with ERAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoiding Two-Dimensional Restricted Areas and FIRs with ERAD . . . . . . . . . . . . . .
ERAD and the Four-Dimensional Avoid and Alert Restrictive Airspaces Options . . .
ERAD and the Time, Fuel, and Cost Optimization Options . . . . . . . . . . . . . . . . . . . . .
ERAD Special Remarks in the Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suppressing ERAD Special Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface
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Include DAL/TOC/BOC Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198

Runway to Runway Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
Dynamic SID/STAR Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
National Route Program (NRP) Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
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NRP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199

NRP Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
Route Summary Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
Filing Strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Non-Restrictive Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202

High-Altitude Redesign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
HAR Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
NRS Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
High-Altitude RNAV Routes (Q Routes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pitch and Catch Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Levels of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Flight Planning Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR Setup Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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204
205
206
207
Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

Customer Aircraft Database (CADB) Equipment Section . . . . . . . . . . . . . . . . . . . . . 208
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
NRR Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208

NRR with HAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Pitch and Catch Points in an NRS-Optimized Route . . . . . . . . . . . . . . . . . . . . .
NRR with PTP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR with SRS Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NRR and NRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MEL RNAV Degradation and NRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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209
210
210
211
211
211
212
Specific Route Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The Navigation Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Facts and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Syntax Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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214
214
215
The Dash Delimiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Input Styles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting/Ending Route With a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting/Ending Route With an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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216
217
SRS Input Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

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

NAVAID/Radial Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVAID/Radial Intersecting a NAVAID/Radial . . . . . . . . . . . . . . . . . . . . . . . .
NAVAID/Radial Intersecting an Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVAID/Radial to a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVAID/Radial/Distance Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Route Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single Segment Great Circle Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Segment Great Circle Route: Latitudinal or Longitudinal Crossings . . . . .
Multi-Segment Great Circle Route: Latitudinal and Longitudinal Crossings . . .
Predominantly East/West Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Predominantly North/South Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Route Segment(s) Between Any Two SRS Waypoints . . . . . . . . . .
JetPlan SRS Distance Override/Bias Specification . . . . . . . . . . . . . . . . . . . . . . . . . .
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SRS Routing for User-Defined Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

SRS Naming Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
VOR, VORDME, VORTAC, TACAN and NDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Named RNAV Waypoints, Intersections, and Reporting Points . . . . . . . . . . . . . . . . . .
One-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Word Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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232
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Combination (SRS Route Optimizer) Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

Input Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Combination Routing Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS to Route Optimizer to SRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Optimizer to SRS to Route Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Switch Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SRS Static Preferred Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Published Preferred Routing (High Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Limited Navigational Capability Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
235
235
236
236
236
237
237
237
Route Line Editing for Route Optimizer and SRS . . . . . . . . . . . . . . . . . . . . . . . . . 239

Route Line Editing Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Changing a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Deleting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Inserting a Field Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
Using Customer Route Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Route Line Editing of a CRDB Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Coded Departure Route (CDR) Records . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About Coded Departure Routes (CDRs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the Customer Coded Departure Route Database . . . . . . . . . . . . . . . . . . . . .
Using a Coded Departure Route Database Record As a Flight Plan Input . . . . . .
Chapter 7: Hold-Alternate Commands
245
246
247
247
248
248
251
Hold-Alternate Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
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Hold-Alternate Fuel Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254

Hold Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Alternate Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Uplift Option (EU-OPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Alternate Flight Level Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distance Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
256
258
258
259
Route Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CALT Database Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hold-Alternate Command-Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Selection Criteria and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
260
261
264
265
Criteria Tests at Compute Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267

About the TAF Time Window (TAFWINDW) Customer Preference . . . . . . . . . . . . . . . 267
Alternate Selection Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268

Departure (Takeoff) Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS/Overwater Driftdown Enroute Alternates (Diversion Airports) . . . . . . . . . . .
EU-OPS Enroute Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Automatic EU-OPS ERA Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EU-OPS Qualification Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
269
269
270
271
271
272
272
Automatic Alternate Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

Setting Up the Customer Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Airport (POD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Airport (POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alternate Airport (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 8: Estimated Time of Departure Commands
274
275
276
277
281
285
ETD Command Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The Standard ETD Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Understanding the Wind and Temperature Database . . . . . . . . . . . . . . . . . . . . . .
PROGS Time Output on Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Online Winds Sources and Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF Format (Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
UKMO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rapid Update Cycle (RUC) Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
287
288
289
289
289
290
291
291
291
UK MET Office Historical Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292

Reliability Equivalent Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
National Center for Atmospheric Research (NCAR) Database . . . . . . . . . . . . . . . . . . 293
Confidence Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
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Reliability Equivalent Wind Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
Required Arrival Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

Required Arrival Time Cost Index (Fixed ETD) . . . . . . . . . . . . . . . . . . . . . . . . 295
RATCI Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
RATCI and the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Required Arrival Time (Variable ETD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298

RAT Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
ORBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
ORB Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
ORB and RAT Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Chapter 9: Profile Commands
305
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Flight Rule Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
307
308
309
311
311
311
Waypoints As Constraint Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Altitude Change After Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Change at Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constraint Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
312
312
313
313
Altitude Control Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Index (Fuel, Time, and Cost) Optimization . . . . . . . . . . . . . . . . . . .
Fuel Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Time Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
314
316
318
318
319
319
Order of Precedence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
Chapter 10: Aircraft Type Commands
321
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the JetPlan Aircraft Library (Generic Aircraft) . . . . . . . . . . . . . . . . . . . . .
Retrieving Library Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retrieving Generic Aircraft Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Applying a Generic Aircraft to a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 11: Cruise Mode Commands
323
324
325
328
331
333
335
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Determining an Aircrafts Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
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Standard Cruise Mode Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339

Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Non-Stored Cruise Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
Primary Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342

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

Auxiliary Cruise with Multiple Primary Cruise Modes . . . . . . . . . . . . . . . . . . . . .
Climb and Descent Schedule Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First Principles Aircraft Model Secondary Climb and Descent Options . . . . . . . .
Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
347
348
349
349
350
FPM Secondary Climb Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351

FPM Secondary Descent Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
Bias Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354

Bias Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
Climb Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CF Climb Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CT Climb Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CD Climb Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FF Fuel Flow Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AS True Airspeed Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DF Descent Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DT Descent Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DD Descent Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alternate Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AF Alternate Fuel Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AT Alternate Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AD Alternate Distance Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combined Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
356
356
356
356
357
357
358
358
358
359
359
360
360
360
361
361
Applying MEL Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362

MEL Input Syntax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Chapter 12: Cost Index Commands
365
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Cost Index Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Requirements and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Static Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index Application (Dynamic Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cost Index vs. Other Economy Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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369
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Minimum Adjusted Cost Index Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374

MACI and Required Arrival Time Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACI Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Configuring Customer Databases for MACI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Default Block Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateness Time Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB and ACFDB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
374
375
377
377
379
379
380
380
381
383
Related JetPlan Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
Chapter 13: Operational Weight Commands
387
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Operational Weight Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
Chapter 14: Payload, POD/POA, Weight, and Fuel Commands
391
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload, Fuel, and Weight Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
393
394
396
396
xxxxx (Specify Actual Payload Amount Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xxxxx,T (Specify Actual Payload Amount Weight) . . . . . . . . . . . . . . . . . . . . . . . . . .
Wxxxxxx/nnnnn (Waypoint Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
W (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZW (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF (Maximize the Payload Amount) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxxxx,Z (Zero Fuel Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
396
396
397
397
397
398
398
399
POD or POA WT/Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399

Dxxxxx (Departure Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Axxxxx (Arrival Case) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DM (Departure Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AM (Arrival Case, Maximum Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
399
399
400
400
POD or POA WT/Fuel Secondary Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400

MFODxxxx (Minimum Fuel Over Destination) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFxxxx (Arrival Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FC=xxxxx (Fuel Capacity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FD=x.xx (Fuel Density) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TO=xxxxxx (Takeoff Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LA=xxxxxx (Landing Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ERA=xxxx (Enroute Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bxxxxx (Ballast Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAXT=xxxxx (Maximum Tanker Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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401
402
402
402
403
403
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404
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MCHT=xxx (Minimum Contingency Holding Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . 404

MCCT=xxx (Minimum Contingency Cruise Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
PN=1234 (Multi-Sector Tankering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Domestic, International, and Island Reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405

Dxxx (Domestic Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ixxx (Island Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I (International Reserves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xxx (International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B43X=xx (B43 International Reserve Policy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
About the B43 Reserve Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
How JetPlan Supports B43 Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B43 Flight Plan Inputs and Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
406
406
407
407
409
409
409
410
Other Options that Affect Payload, Fuel, and Weight . . . . . . . . . . . . . . . . . . . . . . 415

Hold Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reserve Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max Fuel Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Weight Reiteration (Autoweight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
415
416
416
416
Application of Load Performance Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Arrival Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Fuel Case/Known Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . .
Departure Weight Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . .
Departure Fuel Case/Unknown Payload Flight Plans . . . . . . . . . . . . . . . . . . . . . .
Departure Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case/Tanker Fuel Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . .
Comparing Max Fuel Capacity Plans with MFOD Inputs . . . . . . . . . . . . . . . . . . .
Single-Leg Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Index Tankering: TANK1 and TANK1X . . . . . . . . . . . . . . . . . . . . . . . . . . . .
418
418
419
421
422
423
424
425
425
428
429
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
429
431
431
432
Fuel Cost Tankering: TANK2, TANK2X, TANK3, and TANK3X Options . . . . . 432
Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision to Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK2/TANK2X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TANK3/TANK3X Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Bonded Fuel Prices in Tankering Calculations . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Tanker Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tanker Limiting Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Savings Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multi-Sector Tankering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Weight Reiteration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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435
436
438
439
440
440
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442
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Departure Fuel Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446

Departure Weight Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
Reclear Flight Plans And Landing Burnoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
Chapter 15: Fuel Off/On and Payload Off Commands
451
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading and Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Onloading Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Offloading Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 16: Departure and Arrival Bias Commands
453
454
454
454
455
457
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure and Arrival Biases and the Customer Aircraft Database . . . . . . . . . . .
Climb/Descent Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Fuel Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Time Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb/Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
459
459
460
460
460
461
Climb Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Climb Bias - TOC Before First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb Bias - TOC After First Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb Bias - Flattening Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent Distance Biases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
461
462
463
463
464
Combining Bias Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465

Interaction Between Bias Database Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
Chapter 17: Message Commands
469
Creating Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Packaging JetPlan Products in Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combining Products Using the MG Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Message No Number - MGNN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 18: Forward Plans and Messages
471
472
473
474
475
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTN, ARINC, and SITA Designators and Priority Codes . . . . . . . . . . . . . . . . . .
AFTN Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARINC Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SITA Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fax Forwarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
477
478
479
479
480
480
Basic Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480

Enhanced Fax Forwarding Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
ACARS Uplink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
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Character Length Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
Chapter 19: ATC Filing
489
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
JetPlan Automatic Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
Filing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
The Filing Program Command Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Support for the Filing Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Customer Aircraft Database (CADB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Flight Brief Database (FBDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . .
The Customer Preference Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The JetPlan Flight Plan Filing Database (FDB) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overriding the Flight Plan Filing Database . . . . . . . . . . . . . . . . . . . . . . . . .
493
508
508
510
510
510
511
513
ICAO 2012 Flight Plan Filings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514

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

Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519
Filing Priority and Timeliness Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520

File Immediately . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFTN Priority Code Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delaying Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lead Time Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing at a Specified Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Canceling Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Changing Filed ICAO Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filing Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing Filing Status and History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
521
521
522
523
523
524
524
526
526
Using the STAT Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526

Using the SHOW Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 527
Working with Domestic Flight Plan Sequence Numbers . . . . . . . . . . . . . . . . . . . . 530
Short Autofile Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531

Domestic U.S. Filing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 533
Canceling a Domestic Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535
Chapter 20: Reclear Commands
537
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plan Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Commands, Options, and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Output Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Command Line Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Reclear Point Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 544

Reclear Airport/Alternate Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546
Auto Selection (Reclear Airport and Alternate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546
Other Reclear Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548

Route Selection for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550
User-Defined Routing for Reclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 551
Routing when Using the Auto Select Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552
Reclear Scenario Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Known Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Known Takeoff Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Known Takeoff Fuel/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Known Landing Weight/Optimum Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Burnoff Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Examples of Reclear Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inputs for Known Payload (Arrival Fuel Case) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inputs for Unknown Payload (Departure Weight Case) . . . . . . . . . . . . . . . . . . . .
Inputs for Unknown Payload (Departure Fuel Case) . . . . . . . . . . . . . . . . . . . . . . .
Reclear Example Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decision Point Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DPP Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
554
554
554
555
556
557
558
558
559
559
560
566
566
EU-OPS Attribute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 567
Chapter 21: ETOPS
569
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
Chapter 22: Overwater Driftdown and Terrain Analysis
573
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575
FAR Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575
FAR 121.191 One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
FAR 121.193 Two Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
Overwater (Basic) Driftdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578

Overwater Driftdown Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579
ETP Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580
Driftdown Performance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583
Overwater Driftdown Flight Plan Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . 583

Diversion Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETP Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Critical Fuel Calculation Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depressurized Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
One-Engine and Two-Engines Inoperative Scenarios . . . . . . . . . . . . . . . . . . . . .
Highest Terrain Diversion Path Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
584
585
585
586
587
588
Overwater Driftdown Data on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
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Terrain Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592

Terrain Analysis Key Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592
Terrain Analysis Setup Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594
Customer Preferences Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Database Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Equipment List (MEL) Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Application of Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . .
Escape Routes Database Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
595
597
598
598
600
602
603
603
605
Terrain Analysis Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 606

Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Clearance Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Clearance Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mountain Driftdown Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mountain Driftdown Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mountain Driftdown Output on the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
608
613
615
617
620
623
627
Terrain Database Extract Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 628

Segment Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Off-Route Terrain Profile Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Raw Terrain Data Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 23: Optimal Scenario Analysis
628
629
630
631
633
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
Internal Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
Internal and External Scenario Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
OSA Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OSA Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic OSA Examples And Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Explicit External Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Explicit External Scenario Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changing Outcome Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Optimizing Direct vs. Specific Route Selector (SRS) Great Circle . . . . . . . . . . . .
638
638
640
641
642
643
644
645
Enroute Charges and OSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646

Enroute Charge Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646
Enroute Charge Print Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647
Route Cost Summary Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647
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Chapter 24: Enroute Charges and FIR Traversal
649
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Enroute Charges Through JetPlanIII . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generating an Ad Hoc Enroute Charges Report . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing Exchange Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
651
652
653
656
Viewing and Modifying Customer Exchange Rate Information . . . . . . . . . . . . . . . . . . 658
Generating a FIR/UIR Traversal Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660
Chapter 25: Archiving
663
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 665
Enroute Charges Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666
Archive Commands (EC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
668
668
669
669
Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive and Report Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cosmic Radiation Archive and Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Archive Commands (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
670
671
672
673
To save a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To cancel a record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To change the ETD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
To print a record (or records) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
673
674
674
674
Automatic Archive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677
Chapter 26: Customer Aircraft Database
679
About the Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CADB Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Searching Generic Aircraft Records for FPM and OUTFLT Information . . . . .
CADB Parameters by Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters Weights Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Fuels Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Miscellaneous Section . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Modes Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Cutoff Weight Tables Section . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Bracket Modes Section . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Mode Coupling Section . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Tanker Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Equipment Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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681
682
683
684
688
690
690
692
695
704
705
706
707
710
711
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Overview of RAIM Prediction Report Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 711
CADB Parameters: Certified Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CADB Parameters: ATS Plan Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: ETP Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: ETOPS Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Flag and Factor Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
716
719
722
729
736
ETOPS Activation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ETOPS Situation Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Special Flag Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ETOPS Factor Code Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Driftdown Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CADB Parameters: Biases Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: Special Bias Modifications Section . . . . . . . . . . . . . . . . . . . .
CADB Parameters: ICAO 2012 Certification and Equipment Section . . . . . . .
737
738
738
739
743
746
748
749
How the CADB Supports the ICAO 2012 Filed Flight Plan Format . . . . . . . . . . . . . .
Related Customer Database Changes for ICAO 2012 . . . . . . . . . . . . . . . . . . . . . . . . .
Before Using the ICAO 2012 CADB Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reducing the Likelihood of Flight Plan Rejects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Parameters: ICAO 2012 Certification and Equipment Section . . . . . . . . . . . . .
749
752
752
753
754
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766

Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
CADB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768

File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771
Chapter 27: Aircraft Fleet Database
773
About the Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SCM Data Sets and the ACFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
775
775
778
789
789

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 789
ACFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 790

Chapter 28: Generic Airport Database
791
About the Generic Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794
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Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798

File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798
Generic Airport Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 799

Chapter 29: Customer Airport Database
801
About the Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
803
804
821
821

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 821
CAPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822

Chapter 30: Airport Fleet Database
825
About the Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
827
827
828
843
843

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 843
CAPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844

Chapter 31: City Pair Database
849
About the City Pair Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

851
852
858
858

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 858
CPDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859

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Chapter 32: City Pair Fleet Database
861
About the City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863

About Taxi Time Adjustment Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863
Taxi Time Adjustment Set Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 865
Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 866
SCM Sets and the CPFDB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 867

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

Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879
CPFDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880

CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 881
Chapter 33: Customer Alternate Database
885
About the Customer Alternate Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
887
887
888
890
890

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890
CALT Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 891

Chapter 34: Flight Brief Database
893
About the Flight Brief Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895

The Flight Brief Database and the ICAO 2012 FPL Format . . . . . . . . . . . . . . . . . 896
Before Using the ICAO 2012 Flight Brief Database Parameters . . . . . . . . . . . . . . . . . 896
Flight Brief Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
898
914
914
914
File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 916
Chapter 35: Minimum Equipment List Database
919
About the MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 921
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How the MEL Database Supports the ICAO 2012 FPL . . . . . . . . . . . . . . . . . . . . 922
Before Using the ICAO 2012 MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . 923

Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 938
MEL Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939

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

Applying True Airspeed and Fuel Flow Biases . . . . . . . . . . . . . . . . . . . . . . . . . . .
Applying Multipliers to Fuel Flow Bias and Weight Penalties . . . . . . . . . . . . . . .
Applying the Phase of Flight Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Applying Weight Penalties to Terrain Analysis Flight Plans . . . . . . . . . . . . . . . .
Applying Equipment and Certification Degradations . . . . . . . . . . . . . . . . . . . . . .
Chapter 36: Master Database (MDB)
942
942
944
944
945
947
949
About the Master Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

951
952
954
954

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 954
MDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956

Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 959
Chapter 37: Restricted Area Database
961
About the Restricted Area Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Schedule Database Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overriding a Restricted Area Database record Built Into a Schedule . . . . . . . . . .
963
964
964
964
964
966
966

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966
Restricted Area Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 967

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Chapter 38: Customer Route Database
971
About the Customer Route Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Route Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Segment Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Pre-Effective Database Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
973
973
974
976
Getting Help on Using the Pre-Effective Database . . . . . . . . . . . . . . . . . . . . . . . . . . . 977
Sending FMS Route Output to Jeppesen NavData . . . . . . . . . . . . . . . . . . . . . . . . .

Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Segment Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
977
978
978
984
987
987

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988
File Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 988
Customer Route Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 989

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

Displaying a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . .
Renaming a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deleting a Customer Route Database File . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Displaying a Route Proof of All Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Displaying a Route Proof of a Specific File . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Displaying a Summary of All Airports in Customer Route Database . . . . . . . .
Displaying a Summary of All Stored Routes in Customer Route Database . . . .
Displaying a Summary of All Stored Routes To/From an Airport . . . . . . . . . . .
Displaying a Summary of All Stored Routes Between Two Airports . . . . . . . .
1028
1029
1030
1030
1031
1031
1032
1032
1032
1033
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1034
Chapter 39: Route Constraint Database
1035
About the Route Constraint Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1037

Canned Route Optimization Versus Random Route Optimization . . . . . . . . . . . 1038
Route Constraint Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1039
Canned Route Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Route Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Restricted Area Only) . . . . . . . . . . . . . . . . . . . . . . . . .
Random Route Optimization (Route & Restricted Area) . . . . . . . . . . . . . . . . . . . . . .
1039
1040
1041
1043
Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1045

Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047
File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1047
Route Constraint Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048

File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048
Flight Plan Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051

Precedence and Overrides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051
Chapter 40: Scenario Database
1053
About the Scenario Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using JetPlan to Manage the Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1055
1056
1062
1062
File Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062
Scenario Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062

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Chapter 41: Customer Schedule Database
1067
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interaction Between the CSDB and the Customer Aircraft Database . . . . . . . . .
1069
1070
1071
1071

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1071
CSDB Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1072


Using CSDB Files (Without Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using CSDB Files (With Deferred Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ad Hoc Restricted Area/Restricted Area Database File . . . . . . . . . . . . . . . . . . . .
Overriding CRAD Files Stored in CSDB Files . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 42: Coded Departure Routes Database
1076
1076
1076
1077
1078
1079
About the Customer Coded Departure Routes (CDRs) Database . . . . . . . . . . . .

Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1081
1082
1083
1083

File Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1083
Coded Departure Routes Database Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1083

Chapter 43: Customer Controlled Avoid and Alert Database
1087
About the CCAA Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1089
Chapter 44: User-Defined Restrictive Airspace Database
1091
About the User-Defined Restrictive Airspace Database . . . . . . . . . . . . . . . . . . . . 1093
Chapter 45: Weather Introduction
1095
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Reference Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hourly Reports, Special Observations, and Terminal Forecasts . . . . . . . . . . . . .
Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Reports/Complete Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Weather Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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1098
1101
1101
1101
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Chapter 46: Text Weather
1105
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types Of Weather Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terminal Forecasts And Surface Observations . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface Observations And Special Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1107
1108
1108
1108
1109
Regional Surface Observations (METARs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109

Terminal Forecasts (TAFs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109
Terminal Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Area Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTAMs - Jeppesen NOTAM Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Winds and Temperatures Aloft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Reports - PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1111
1111
1112
1113
1115
U.S. PIREPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
SIGMETs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
SIGMETs, AIRMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
Convective SIGMETs - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116
Convective Outlook - U.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SIGMETs - Atlantic, Pacific, Caribbean and Canadian Areas . . . . . . . . . . . . . .
Severe Weather Watches and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typhoon, Hurricane Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Meteorological Forecast Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Offshore Marine Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC Center Weather Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Great Circle Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 47: Graphic Weather
1123
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Weather Maps Through JetPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caribbean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
East Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Europe/Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indian Ocean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 19, 2015

1116
1117
1117
1118
1118
1119
1119
1119
1121
1122
1125
1125
1126
1126
1128
1130
1132
1133
1135
1137
1139
1141
1143
1145
JetPlan User Manual
xxxi
Contents
North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
South Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1146
1149
1151
1152
1154
U.S. Regional (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

U.S. Regional (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (Northeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (Northwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (South Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (Southeast) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U.S. Regional (Southwest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chapter 48: JEPPFAX Weather Maps
1157
1159
1161
1162
1163
1164
1165
1166
1169
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
Chapter 49: Vertical Wind Shear
1173
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175
Shear Value Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1176
JetPlan User Manual
xxxii
February 19, 2015

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
Flight Plan Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Plan OptionsOutput . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsWeather Sources . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsRouting Variables . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsPerformance Variables . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsFeature Options . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Options/CommandsFMS . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan OptionsMiscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Support Information and Action Commands . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Shortcuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan CommandsWeather Information . . . . . . . . . . . . . . . . . . . . .
Flight Plan CommandsMessages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Transmission Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan CommandsCustomer Database Access . . . . . . . . . . . . . . . .
Restricted Area Commands

Table 4-1:
89
Route Structure Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Tables
4D Avoid and Alert Restrictive Airspaces

Table 5-1:
103
Default SCA Types and Avoidance Levels in CCAA DB Records . . . . 114
Route Commands
Table 6-1:
Table 6-2:
Table 6-3:
Table 6-4:
Table 6-5:
Table 6-6:
Table 6-7:
Table 6-8:
Table 6-9:
Table 6-10:
Table 6-11:
137
Internal Identifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International Track Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Eastbound Examples) . . . . . . . . . . . . . . . . . . . .
North Atlantic Tracks (Westbound Examples) . . . . . . . . . . . . . . . . . . . .
North American Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAT DLM Phase 2A Required Item 10a/b Equipment . . . . . . . . . . . .
Route Inputs Supported with ERAD 2.0 . . . . . . . . . . . . . . . . . . . . . . . .
Route Inputs Planned for a Future Version of ERAD . . . . . . . . . . . . . .
Route Inputs Not Supported or Not Recommended for Use with ERAD
FP_CDR Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hold-Alternate Commands
Table 7-1:
Table 7-2:
Table 7-3:
Table 7-4:
Table 7-5:
251
Hold-Alternate Command Line Sample Inputs . . . . . . . . . . . . . . . . . . .

CAPFDB POD Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB POA Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . .
CAPDB Alternate Airport Application . . . . . . . . . . . . . . . . . . . . . . . .
Profile Commands
Table 9-1:
152
165
166
166
167
168
172
187
188
188
192
261
275
276
277
281
305
Flight Rules Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Cruise Mode Commands
335
Table 11-1: Cruise Mode Designators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339

Table 11-2: Ad Hoc Bias Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
Table 11-3: MEL Record Name Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Cost Index Commands

Table 12-1:
Table 12-2:
Table 12-3:
Table 12-4:
CAPDB CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB CI Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACI Cost Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Operating Cost Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JetPlan User Manual
xxxiv
365
371
372
376
378
February 19, 2015

Tables
Table 12-5:
Table 12-6:
Table 12-7:
Table 12-8:
Table 12-9:
Table 12-10:
CADB RAT Max/Min CI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . .

CAPDB MACI Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Default Block Time Parameter . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Crew Costs Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sample Lateness Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB Lateness Segment Parameters . . . . . . . . . . . . . . . . . . . . . . . . .
Payload, POD/POA, Weight, and Fuel Commands

Table 14-1:
Table 14-2:
Table 14-3:
Table 14-4:
Table 14-5:
Table 14-6:
Table 14-7:
Table 14-8:
Table 14-9:
Table 14-10:
Table 14-11:
391
Common International Reserve Policy Formulas . . . . . . . . . . . . . . . . .

Arrival Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . . . .
Departure Fuel Case/Known Payload Basics . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . .
Departure Weight Case/Unknown Payload Basics . . . . . . . . . . . . . . . .
Departure Fuel Case/Unknown Payload Basics . . . . . . . . . . . . . . . . . . .
Departure Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . .
Arrival Weight Case/Tanker Fuel Basics . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Index Tankering - Database Requirements . . . . . . . . . . . . . . . . . .
Fuel Cost Tankering - Database Requirements . . . . . . . . . . . . . . . . . . .
Tanker Limiting Factors Output Messages . . . . . . . . . . . . . . . . . . . . .
Forward Plans and Messages

Table 18-1:
Table 18-2:
Table 18-3:
Table 18-4:
Table 18-5:
408
418
420
421
422
423
424
425
429
433
440
475
Network Designators (AFTN, ARINC, SITA) . . . . . . . . . . . . . . . . . . .

Priority Codes (SITA, ARINC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Priority Codes (AFTN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fax Forwarding Keywords . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Character Length Control Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC Filing
Table 19-1:
Table 19-2:
Table 19-3:
Table 19-4:
378
379
380
381
382
382
478
478
479
482
487
489
JetPlan Automatic Filing Program Command Prompts . . . . . . . . . . . . .
Links Between Item 18 PBN/ and Item 10a . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Input Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FI,SHOW Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reclear Commands
494
516
528
529
537
Table 20-1: Canned Tracks Available for Reclear Routing . . . . . . . . . . . . . . . . . . . 552
February 19, 2015

JetPlan User Manual
xxxv
Tables
Overwater Driftdown and Terrain Analysis

Table 22-1:
Table 22-2:
Table 22-3:
Table 22-4:
Table 22-5:
Table 22-6:
Table 22-7:
Table 22-8:
Table 22-9:
Table 22-10:
Table 22-11:
Table 22-12:
573
Airport Fleet Database Parameters Used in Overwater Driftdown . . . .

Overwater Driftdown ETP Database Parameters . . . . . . . . . . . . . . . .
Overwater Driftdown Summary Data . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Analysis Customer Preferences . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Analysis Customer Airport Database Parameters . . . . . . . . . .
Terrain Analysis Airport Fleet Database Parameters . . . . . . . . . . . . .
Terrain Analysis Customer Aircraft Database Parameters . . . . . . . . .
Terrain Analysis City Pair Fleet Database Parameters . . . . . . . . . . . .
Terrain Analysis MEL Database Parameters . . . . . . . . . . . . . . . . . . . .
Escape Route Record Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Analysis Front-End Options . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mountain Driftdown Error Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Charges and FIR Traversal
579
580
590
595
598
598
600
602
603
606
609
627
649
Table 24-1: Enroute Charges Prompts and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 653
Archiving
663
Table 25-1: Enroute Charges Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . . 667

Table 25-2: Cosmic Radiation Archive Record Detail . . . . . . . . . . . . . . . . . . . . . . . 673
Customer Aircraft Database

Table 26-1:
Table 26-2:
Table 26-3:
Table 26-4:
Table 26-5:
Table 26-6:
Table 26-7:
Table 26-8:
Table 26-9:
Table 26-10:
Table 26-11:
Table 26-12:
Table 26-13:
Table 26-14:
CADB Record Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CADB Record: Weights Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Fuels Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Section: Miscellaneous Section . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Modes Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Cutoff Weight Tables Section . . . . . . . . . . . . . . . . . .
CADB Record: Bracket Modes Section . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Mode Coupling Section . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Tanker Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Equipment Section . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: Certified Section . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: ATS Plan Section . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: ETP Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CADB Record: ETOPS Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JetPlan User Manual
xxxvi
679
685
690
692
696
704
706
707
709
710
712
716
719
723
730
February 19, 2015

Tables
Table 26-15:
Table 26-16:
Table 26-17:
Table 26-18:
Table 26-19:
Table 26-20:
Table 26-21:
Table 26-22:
Table 26-23:
Table 26-24:
Table 26-25:
Table 26-26:
Table 26-27:
Table 26-28:
ETOPS Activation Flag Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Table 27-1:
Table 27-2:
Table 27-3:
Table 27-4:
737
738
738
739
741
741
741
742
743
746
751
755
768
771
773
CADB/ACFDB SCM Data Set Overlap . . . . . . . . . . . . . . . . . . . . . . . .

Aircraft Fleet Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . .
ACFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generic Airport Database
776
778
790
790
791
Table 28-1: Generic Airport Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 794

Table 28-2: Generic Airport Database File Maintenance Commands . . . . . . . . . . . . 799
Table 28-3: Generic Airport Database File Display Commands . . . . . . . . . . . . . . . . 800
Customer Airport Database
801
Table 29-1: Customer Airport Database (CAPDB) Parameters . . . . . . . . . . . . . . . . 804

Table 29-2: CAPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . 822
Table 29-3: CAPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823
Airport Fleet Database

Table 30-1:
Table 30-2:
Table 30-3:
Table 30-4:
825
Customer Airport Fleet Database (CAPFDB) Parameters . . . . . . . . . . .

CAPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . .
CAPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 19, 2015

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844
845
847
JetPlan User Manual
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Tables
City Pair Database
849
Table 31-1: City Pair Database (CPDB) Parameters . . . . . . . . . . . . . . . . . . . . . . . . . 852

Table 31-2: CPDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . 859
Table 31-3: CPDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859
City Pair Fleet Database

Table 32-1:
Table 32-2:
Table 32-3:
Table 32-4:
Table 32-5:
861
Order of Precedence for Taxi Time . . . . . . . . . . . . . . . . . . . . . . . . . . . .

City Pair Fleet Database (CPFDB) Parameters . . . . . . . . . . . . . . . . . . .
CPFDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . .
CPFDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Customer Alternate Database
866
869
880
881
883
885
Table 33-1: Customer Alternate (CALT) Database Parameters . . . . . . . . . . . . . . . . 888

Table 33-2: CALT Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . 891
Flight Brief Database
893
Table 34-1: Flight Brief Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898

Table 34-2: Flight Brief Database File Maintenance Commands . . . . . . . . . . . . . . . 915
Table 34-3: Flight Brief Database File Display Commands . . . . . . . . . . . . . . . . . . . 916
Minimum Equipment List Database
919
Table 35-1: MEL Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 924

Table 35-2: MEL Database File Maintenance Commands . . . . . . . . . . . . . . . . . . . . 939
Table 35-3: MEL Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . 940
Master Database (MDB)

Table 36-1:
Table 36-2:
Table 36-3:
Table 36-4:
949
Master Database (MDB) Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . .

MDB Record Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MDB File Display Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restricted Area Database
952
955
956
957
961
Table 37-1: Restricted Area Database File Maintenance Commands . . . . . . . . . . . . 967

Table 37-2: Restricted Area Database File Display Commands . . . . . . . . . . . . . . . . 968
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February 19, 2015

Tables
Customer Route Database

Table 38-1:
Table 38-2:
Table 38-3:
Table 38-4:
Table 38-5:
971
Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 979

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

Table 39-1:
Table 39-2:
Table 39-3:
Table 39-4:
1035
Qualifying Parameters in the CADB . . . . . . . . . . . . . . . . . . . . . . . . . .

Route Constraint Database Parameters . . . . . . . . . . . . . . . . . . . . . . . .
Route Constraint Database File Maintenance Commands . . . . . . . . . .
Route Constraint Database File Display Commands . . . . . . . . . . . . . .
Scenario Database
1037
1045
1048
1050
1053
Table 40-1: Scenario Database Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1056

Table 40-2: Scenario Database File Maintenance Commands . . . . . . . . . . . . . . . . 1063
Table 40-3: Scenario Database File Display Commands . . . . . . . . . . . . . . . . . . . . 1065
Customer Schedule Database
1067
Table 41-1: CSDB File Maintenance Commands . . . . . . . . . . . . . . . . . . . . . . . . . . 1072

Table 41-2: CSDB Database File Display Commands . . . . . . . . . . . . . . . . . . . . . . 1075
Coded Departure Routes Database
1079
Table 42-1: Customer Coded Departure Routes (CDRs) Database Parameters . . . 1082
Table 42-2: Coded Departure Routes Database File Maintenance Commands . . . . 1084
Table 42-3: Coded Departure Route Database File Display Commands . . . . . . . . 1085
Weather Introduction
1095
Table 45-1: Weather Commands and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1098

Table 45-2: Single Report Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1101
Table 45-3: Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1102
February 19, 2015

JetPlan User Manual
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Tables
Text Weather
Table 46-1:
Table 46-2:
Table 46-3:
Table 46-4:
Table 46-5:
Table 46-6:
Table 46-7:
Table 46-8:
Table 46-9:
Table 46-10:
Table 46-11:
Table 46-12:
Table 46-13:
Table 46-14:
Table 46-15:
1105
NWS Weather Bulletins: Regional Surface Observations (METARs)

NWS Weather Bulletins: Regional Terminal Forecasts (TAFs) . . . . .
Mexico Region: Hourly Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . .
International: Area Forecast Stations . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTAM Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States: SIGMET/AIRMET Stations . . . . . . . . . . . . . . . . . . . . .
United States: Convective SIGMET Stations . . . . . . . . . . . . . . . . . . . .
United States: Convective Outlook Stations . . . . . . . . . . . . . . . . . . . . .
Atlantic, Pacific, Caribbean, and Canadian: SIGMET Stations . . . . . .
United States: Severe Weather Watches and Warnings Stations . . . . .
Other Regions: Severe Weather Warnings Stations . . . . . . . . . . . . . . .
Other Regions: Typhoon and Hurricane Report Stations . . . . . . . . . . .
Multiple Reports Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NWS Report Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Graphic Weather
Table 47-1:
Table 47-2:
Table 47-3:
Table 47-4:
Table 47-5:
Table 47-6:
Table 47-7:
Table 47-8:
Table 47-9:
Table 47-10:
Table 47-11:
Table 47-12:
Table 47-13:
Table 47-14:
Table 47-15:
Table 47-16:
Table 47-17:
xl
1123
Type: Satellite (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Type: Surface & Low-level Significant Weather (Africa) . . . . . . . . . .
Type: High-level Significant Weather (Africa) . . . . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Africa) . . . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Africa) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Asia) . . . . . . . . . . .
Type: High-level Significant Weather (Asia) . . . . . . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Asia) . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Australia) . . . . . . . .
Type: High-level Significant Weather (Australia) . . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Australia) . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Australia) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Canada) . . . . . . . . .
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1109
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
February 19, 2015

Tables
Table 47-18:
Table 47-19:
Table 47-20:
Table 47-21:
Table 47-22:
Table 47-23:
Table 47-24:
Table 47-25:
Table 47-26:
Table 47-27:
Table 47-28:
Table 47-29:
Table 47-30:
Table 47-31:
Table 47-32:
Table 47-33:
Table 47-34:
Table 47-35:
Table 47-36:
Table 47-37:
Table 47-38:
Table 47-39:
Table 47-40:
Table 47-41:
Table 47-42:
Table 47-43:
Table 47-44:
Table 47-45:
Table 47-46:
Table 47-47:
Table 47-48:
Table 47-49:
Table 47-50:
Table 47-51:
Table 47-52:
Table 47-53:
Type: High-level Significant Weather (Canada) . . . . . . . . . . . . . . . . .

Type: Winds and Temps Aloft (Canada) . . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation HazardS (Canada) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Caribbean) . . . . . . .
Type: High-level Significant Weather (Caribbean) . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Caribbean) . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Caribbean) . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (East Pacific) . . . . .
Type: High-level Significant Weather (East Pacific) . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (East Pacific) . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (East Pacific) . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Europe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Europe) . . . . . . . . .
Type: High-level Significant Weather (Europe) . . . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Europe) . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Europe/Asia) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Europe/asia) . . . . .
Type: High-level Significant Weather (Europe/asia) . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Europe/asia) . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Europe/asia) . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Indian Ocean) . . . .
Type: High-level Significant Weather (Indian Ocean) . . . . . . . . . . . .
Type: Winds and Temps Aloft (Indian Ocean) . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Indian Ocean) . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Mexico) . . . . . . . . .
Type: High-level Significant Weather (Mexico) . . . . . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Mexico) . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Mexico) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Middle East) . . . . .
Type: High-level Significant Weather (Middle East) . . . . . . . . . . . . .
Type: Winds And Temps Aloft (Middle East) . . . . . . . . . . . . . . . . . . .
February 19, 2015

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1132
1133
1133
1134
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1135
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1137
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1138
1139
1139
1140
1140
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1142
1142
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1143
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JetPlan User Manual
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Tables
Table 47-54:
Table 47-55:
Table 47-56:
Table 47-57:
Table 47-58:
Table 47-59:
Table 47-60:
Table 47-61:
Table 47-62:
Table 47-63:
Table 47-64:
Table 47-65:
Table 47-66:
Table 47-67:
Table 47-68:
Table 47-69:
Table 47-70:
Table 47-71:
Table 47-72:
Table 47-73:
Table 47-74:
Table 47-75:
Table 47-76:
Table 47-77:
Table 47-78:
Table 47-79:
Table 47-80:
Table 47-81:
Table 47-82:
Table 47-83:
Table 47-84:
Table 47-85:
Table 47-86:
Table 47-87:
Table 47-88:
Table 47-89:
Type: Aviation Hazards (Middle East) . . . . . . . . . . . . . . . . . . . . . . . . .

Type: Satellite (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (North Atlantic) . . .
Type: High-level Significant Weather (North Atlantic) . . . . . . . . . . . .
Type: Winds and Temps Aloft (North Atlantic) . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (North Atlantic) . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (North Pacific) . . . .
Type: High-level Significant Weather (North Pacific) . . . . . . . . . . . . .
Type: Winds and Temps Aloft (North Pacific) . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (North Pacific) . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (South America) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (South America) . . .
Type: High-level Significant Weather (South America) . . . . . . . . . . .
Type: Winds And Temps Aloft (South America) . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (South America) . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (South Pacific) . . . .
Type: High-level Significant Weather (South Pacific) . . . . . . . . . . . . .
Type: Winds and Temps Aloft (South Pacific) . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (South Pacific) . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Radar (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (U.S.) . . . . . . . . . . .
Type: High-level Significant Weather (U.S.) . . . . . . . . . . . . . . . . . . . .
Type: Winds and Temps Aloft (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (U.S.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Alaska) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Alaska) . . . . . . . . .
Type: High-level Significant Weather (Alaska) . . . . . . . . . . . . . . . . . .
Type: Winds and Temps Aloft (Alaska) . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Surface & Low-level Significant Weather (Hawaii) . . . . . . . . .
Type: Winds and Temps Aloft (Hawaii) . . . . . . . . . . . . . . . . . . . . . . .
Type: Aviation Hazards (Hawaii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Satellite (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type: Radar (U.S. North Central) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JetPlan User Manual
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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
February 19, 2015

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) . . . . . . . . . . . . . . . . . . . . . .
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JetPlan User Manual
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.
February 19, 2015

JetPlan User Manual
Introduction
About this Manual
About this Manual

NOTE Check the JetPlan.com website for the most current online version of this
document. Printed versions of this manual may not contain the latest changes. If you
have questions about your JetPlan.com logon information, contact your Jeppesen
account manager.
The JetPlan User Manual provides information on requesting, retrieving, and maintaining
JetPlan information. This manual covers the general principles behind user inputs and the
resulting JetPlan calculations and output, providing valuable information to users of any of the
interfaces to JetPlan. These interfaces include the traditional JetPlan interactive Question and
Answer command-line interface and graphical user interface (GUI) applications such as
JetPlanner, JetPlan.com, and Jeppesen Dispatch Control.
Document Overview and Conventions

In this manual, each flight-planning topic is discussed and then demonstrated with examples of
user input. Sometimes, a sample of the JetPlan output is provided, illustrating the relationship
between the input and the resulting output.
This manual contains examples of command-line prompts and commands. Historically, the
command-line interface was the main method of flight planning using JetPlan, and some users
still use this interface. For examples of flight planning with a Jeppesen flight-planning GUI
application, see the user documentation for that product.
NOTE Notes are offset as shown here. They provide important information to
consider when using JetPlan.
JetPlan User Manual
February 19, 2015

Introduction
Getting Started
Getting Started
The following sections describe what you need to get started using JetPlan.
User ID and Password

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

An important element of any flight planning system is the flight plan output it produces. The
flight plan output needs to provide all of the basic and critical information for the flight in a
clear and simple-to-read layout.
In the JetPlan system, the JetPlan standard format is the default output format for all flight
plans. You can arrange to have another format set as your default output. For information,
contact your Jeppesen account manager.
The following is an example of the standard JetPlan flight plan format.
February 19, 2015

JetPlan User Manual
Introduction
Getting Started
PLAN 0791
NONSTOP COMPUTED 2159Z
KSJC TO KABQ GLF5 M85/F IFR

FOR ETD 1700Z
PROGS 2012ADF
FUEL TIME DIST ARRIVE TAKEOFF LAND

POA KABQ 004696 01/48 0843 1848Z 057007 052311
ALT KELP 001408 00/31 0194 1919Z
HLD
000000 00/00
RES
001703 00/45
XTR
000000 00/00
TXI
000000
TOT
007807 03/04
06/20/07
G5
LBS
AV PLD
001200
OPNLWT
048000
KSJC SJC9 PXN..CZQ..OAL J58 ILC..BCE..GUP CURLY2 KABQ

WIND P027
MXSH 7/CZQ
FL 450/OAL
490
KSJC ELEV 00062FT
CPT
FLT T WIND S TAS GRS
FREQ
D303B
MOONY
PXN
112.6
TOC
CZQ
112.9
OAL
117.7
ILC
116.3
BCE
112.8
GUP
115.1
TOD
CURLY
ABQ
113.2
KABQ
ELEV
..
..
..
.. ....
.. ....
.. ....
FIRS
KZLC/0035
. ..
. ..
. ..
..
..
..
MCS
DST DSTR ETE
ETR
FU
302.4 003 0840 ./.. ./.. ..

120.9 028 0812 ./.. ./.. ..
108.4 046 0766 ./.. ./.. ..
FR
FF/E
.. . .. .
.. . .. .
.. . .. .
450 .. .... . .. .. 062.1 015 0751 0/14 1/34 014 0064 .. .

450 66 26050 7 479 529 062.1 033 0718 0/04 1/30 002 0063 1281
450 66 27050 7 479 522 039.6 118 0600 0/14 1/16 006 0057 1271
490 65 26028 4 480 508 068.2 160 0440 0/19 0/57 008 0049 1252
490 65 28022 3 480 501 093.2 105 0335 0/12 0/45 005 0044 1193
490 68 30017 3 477 494 114.2 212 0123 0/26 0/19 010 0034 1165
490 70 29015 2 475 489 080.3 007 0116 0/01 0/18 000 0034 1142
.. .. .... . .. .. 080.3 080 0036 ./.. ./.. .. .. . .. .
.. .. .... . .. .. 137.5 026 0010 ./.. ./.. .. .. . .. .
.. .. ....
05355FT
. ..
..
KZDV/0106
079.1 010 0000 0/18 0/00 003 0031 .. .
KZAB/0125
FP
GLF5/ 479 SJC 1700 450
SJC.SJC9.PXN..CZQ..OAL.J58.ILC..BCE..GUP.CURLY2.ABQ/0148
END OF JEPPESEN DATAPLAN
REQUEST NO. 0791
JetPlan User Manual
February 19, 2015

Introduction
Getting Started
Customer Support Files

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

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

databases (Customer Route Database, Customer Aircraft Database,
and so on).
Format Definitions
Attribute settings define the layout and design of your flight plan
output, the measurement units used in the flight plan output (metric or
English), and specific calculation methods.
Feature Options
Some attribute settings enable you use a feature that may not be
available without consent from 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.)
February 19, 2015

JetPlan User Manual
Introduction
Getting Started
Customer Preferences Database

The Customer Preferences database supports settings for numerous flight plan calculation
options, display options, and feature options such as:
Second alternate calculation method
Autoweight fuel reduction method versus the standard method, where
payload is typically reduced
Enroute Charges option (monetary exchange rate information sources)
Various biasing and fuel burn methods
Enroute alternate airport display
This list provides just a sample of what is available in the Customer Preferences database. For
more information, contact your Jeppesen account manager.
JetPlan User Manual
February 19, 2015

C HAPTER 1
JetPlan Command-Line
Interface

Overview
Overview
You can access the JetPlan flight planning functionality through the traditional Question and
Answer command-line interface and through the Jeppesen graphical user interface (GUI)
products that interface with JetPlan, such as JetPlanner, JetPlan.com, and Jeppesen Dispatch
Control. In addition, some JetPlan customers, such as large commercial airlines, have
developed in-house software applications that interface with JetPlan. Most customers now use
one of the GUI interfaces to use JetPlan, but some customers still use the command-line
interface.
This manual covers JetPlan flight-planning concepts relevant for users of any of the JetPlan
interfaces. Each product interfacing with JetPlan also has its own user documentation that
describes how to use that product to perform specific flight-planning tasks. The JetPlan User
Manual provides examples of using command-line prompts to perform flight-planning tasks.
February 19, 2015

JetPlan User Manual
11

Understanding the Command-Line Interface
Understanding the Command-Line

Interface
The JetPlan command-line interface presents a series of standard question and answer prompts
to which you provide specific responses that determine the resulting flight plan or
informational output. Some responses are mandatory, while others are optional. Some prompts
are not always displayed. For example, if JetPlan can use data stored in your Customer
Aircraft Database (CADB) record, the related question prompts do not appear. The following
sections provide an overview of the command-line prompts and how they are used.
Command-Line Prompts
The following table briefly describes each flight planning command-line prompt and provides
information about why some prompts might not appear in a given flight-planning session.
NOTE When using the system, press the ENTER key to confirm your input (or lack
of input) and move on to the next prompt.
Table 1-1
Command-Line Prompt
Description
ENTER ID
(Required) This entry is used to log on to JetPlan.

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

With certain access software, your password is a
stored value and may be automatically inserted for
you.
01 OPTIONS
(Required) For a flight plan, enter the flight plan

option codes at a minimum. For the various codes that
can be entered at this prompt, see Chapter 2, Option
Commands.
02 POD
(Required) Enter the point of departure (POD) airport,

using an ICAO or IATA identifier. Divert airports,
field coordinates, taxi fuel values, and takeoff
alternates can also be entered if necessary. For more
information, see Chapter 3, Point of Departure and
Point of Arrival Commands.
JetPlan User Manual
12
February 19, 2015


Table 1-1
Command-Line Prompts (continued)
Command-Line Prompt
Description
03 POA
(Required) Enter the point of arrival (POA) airport

using an ICAO or IATA identifier. For more
information, see Chapter 3, Point of Departure and
Point of Arrival Commands.
05 RESTRICTED AREA
(Optional) The system presents this prompt only when

RST has been entered on the 01 OPTIONS command
line. Enter a temporary restricted area or a Customer
Restricted Area Database (CRAD) record name. For
more information, see Chapter 37, Restricted Area
Database.
06 ROUTE
(Optional) Enter a route that follows the syntax rules

of the Route Selector you wish to employ, or use a
Customer Route Database (CRDB) record name. If no
route or record name is entered, JetPlan determines an
optimized route using the best combination of airways
and direct segments. For more information, see
Chapter 6, Route Commands.
07 HOLD,ALTERNATE/DIST
(Optional) Enter a hold time and/or alternate airport

identifier in either ICAO or IATA format. You can
enter up to four destination alternates on this
command line. You can also override stored alternate
information by entering an alternate distance, a stored
route (CRDB record), or a great circle distance to use
for alternate calculations. For more information, see
Chapter 7, Hold-Alternate Commands.
08 ETD
(Required) Enter the estimated time of departure

(ETD) using a four-digit coordinated universal time
(UTC) input. For more information, see Chapter 8,
Estimated Time of Departure Commands.
09 PROFILE
(Required) Enter the altitude flight rule under which

you want to fly (I for IFR; V for VFR). You can also
enter specific flight-level constraints. For more
information, see Chapter 9, Profile Commands.
10 A/C TYPE/REGN
(Required) Enter either a generic aircraft type or a

CADB record name. When you enter a CADB record
name, some of the other command-line prompts are
not displayed. Instead, the system looks for that
information in the CADB record. For more
information, see Information Provided by the CADB
Record on page 15 and Chapter 10, Aircraft Type
Commands.
February 19, 2015

JetPlan User Manual
13

Table 1-1
Command-Line Prompt
Description
11 CRZ MODE
(Required) Enter one or more primary cruise modes

and, if needed, an auxiliary cruise mode. You can
specify a secondary climb schedule as well as ad hoc
biases for climb, cruise, descent, and alternate. The
system does not display this prompt when you enter a
CADB record containing a default cruise mode on the
10 A/C TYPE/REGN command line. For more
Record on page 15 and Chapter 11, Cruise Mode
Commands.
12 PRFM INDEX
(Required) Enter the performance basis on which the

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

weight. The system does not display this prompt when
you enter a CADB record containing the information
on the 10 A/C TYPE/REGN command line. For more
Record on page 15 and Chapter 13, Operational
Weight Commands.
14 PAYLOAD
(Optional) Enter a payload amount or let JetPlan

calculate the maximum payload automatically. For
more information, see Chapter 14, Payload,
POD/POA, Weight, and Fuel Commands.
15 FUEL OFF/ON
(Optional) Enter a checkpoint and fuel off-load or onload amount. This option is for fuel off, fuel on, or
payload drop applications. For more information, see
Chapter 15, Fuel Off/On and Payload Off
Commands.
16 POD OR POA FUEL
(Required) Enter an arrival or departure fuel if a

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

unknown payload value has been entered on the 14
PAYLOAD command line. For more information, see
Chapter 14, Payload, POD/POA, Weight, and Fuel
Commands.
JetPlan User Manual
14
February 19, 2015


Table 1-1
Command-Line Prompt
Description
17 RESERVE
(Optional) Enter extra reserve fuel if a departure

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

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

not display this prompt when a CADB record
containing the information has been entered on the 10
A/C TYPE/REGN command line. For more
Record on page 15 and Chapter 16, Departure and
Arrival Bias Commands.
19 DESCENT FUEL,TIME,DIST BIAS
(Optional) Enter arrival biases. The system does not

display this prompt when a CADB record containing
the information has been entered on the 10 A/C
TYPE/REGN command line. For more information,
see Information Provided by the CADB Record on
page 15 and Chapter 16, Departure and Arrival Bias
Commands.
Information Provided by the CADB Record

On the 10 A/C TYPE/REGN command line, you can enter a generic aircraft type or a CADB
record name. When you enter a CADB record name, JetPlan does not prompt you for entries
on the following command lines because the information exists in the CADB record:
11 CRZ MODE
12 PRFM INDEX
13 OPERATIONAL WT
17 RESERVE or MAX FUEL
February 19, 2015

JetPlan User Manual
15

18 CLIMB FUEL,TIME,DIST BIAS

19 DESCENT FUEL,TIME,DIST BIAS
Optional Responses
The following flight-planning command-line prompts do not require responses. In this case,
your entries provide additional information, beyond the basic information necessary to
calculate a flight plan.
05 RESTRICTED AREA
07 HOLD,ALTERNATE/DIST
18 CLIMB FUEL,TIME,DIST
19 DESCENT FUEL,TIME,DIST
JetPlan User Manual
16
February 19, 2015


Understanding the Batch Interface

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

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

Despite their differences, the command-line and batch method interfaces are functionally
similar. They use the same command options (prompts and keywords) to create an input set
that meets the requirements for a request for information. The codes and values you enter after
the command options are identical in most cases.
February 19, 2015

JetPlan User Manual
17

The following table compares the command-line prompts and the batch method keywords.
Table 1-2
Batch Keywords
ENTER ID
//ID
ENTER PASSWORD
//PWD
01 OPTIONS
//OPT
02 POD
//POD
03 POA
//POA
05 RESTRICTED AREA
//RST
06 ROUTE
//RTD (//RTW & //RTA) or //RDB
Route Optimizer: If the route

enters more than one JetPlan area
of coverage, the keywords //RTW
and //RTA can be used. You can
use keyword //RDB to enter a
CRDB file as your route input.
07 HOLD, ALTERNATE/DIST
//HLD or //ALT
If you have a hold time set in the

ID/Attributes file, you can use the
//ALT keyword instead of //HLD.
08 ETD
//ETD
09 PROFILE
//FLV
10 A/C TYPE/REGN
//AC or //ADB
11 CRZ MODE
//CRZ
12 PRFM INDEX
//PRF
These command options are not

used when a CADB file is
specified at the A/C TYPE/REGN
prompt or the //ADB keyword.
13 OPERATIONAL WT
//OEW

14 PAYLOAD
//PLD
15 FUEL OFF/ON
//RF
16 POD OR POA FUEL
//DFL or //AFL
16 POD OR POA WT
//DWT or //AWT
JetPlan User Manual
18
JetPlan Interface Comparison

Notes
Specify the //AC keyword with

GO when loading a previous
request and changing the //FLV
keyword inputs.
February 19, 2015


Table 1-2 JetPlan Interface Comparison (continued)

Batch Keywords
Notes
17 RESERVE or MAX FUEL
//RES or //MVR

18 CLIMB FUEL,TIME,DIST
BIAS
//DBS

19 DESCENT FUEL,TIME,DIST
BIAS
//ABS

February 19, 2015

JetPlan User Manual
19
C HAPTER 2
Option Commands
Option Commands
Overview
Overview
This chapter explains and defines the various command and option codes available for input
on the JetPlan Options command line. The Options command line refers to the 01 OPTIONS
prompt in line mode. On this line, you can enter commands and options for flight planning,
weather information, message and data transmission, reference material, and the customer
databases.
NOTE The total number of command and option inputs on the Options command
line must not exceed 240 characters.
February 19, 2015

JetPlan User Manual
23
Option Commands
Flight Plan Command
Flight Plan Command

The Flight Plan (FP) command is a required input for original flight plan requests. Flight plan
options must follow the FP command on the Options command line (unless otherwise noted in
this manual). Flight plan options are described in Flight Plan Command Options on page 24.
NOTE You can retrieve and recompute previously computed flight plans with the
FPR, LD, or LDR commands, described in the following sections.
Table 2-1
Flight Plan Commands
Command
Explanation
FP
Flight Plan Request Command. The FP command is a mandatory

input for an original flight plan request.
SC,FLT
Schedule Database Flight Plan Request Command. The SC

command is associated with access to and management of the
Customer Schedule Database. However, when combined with the
FLT option and a Schedule Database record, this command
instructs JetPlan to produce a flight plan using the inputs in the
database record.
For example:
SC,FLT,TRIP101
NOTE Do not use the flight plan options listed in Flight Plan
Command Options on page 24 with the SC,FLT command. All
options must be added to the Schedule Database record before you
invoke this command.
For more information, see Chapter 41, Customer Schedule

Database.
Flight Plan Command Options

You can enter flight plan-related options (options that follow the FP command) in random
combinations on the Options command line, unless the options are conflicting or mutually
exclusive. For example, codes that derive similar information from different sourcessuch as
the route structure selection codes LA and MAcreate a conflict in JetPlan logic when
entered together on the Options command line. The result of such conflicts is an output error
or, worse, a flight plan with incorrect output data.
JetPlan User Manual
24
February 19, 2015

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)
February 19, 2015

JetPlan User Manual
25
Option Commands
Flight Plan Command
Flight Plan OptionsOutput

The options in this section are related to flight plan output. They meet various needs by adding
specific information to the output or by changing the appearance or amount of information
presented
Table 2-2
Flight Plan OptionsOutput
Option
Explanation
FP,xxx
Output Format (Layout) Option. This option is generally a custom code

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

summary that includes the following data: enroute burn/time, distance,
takeoff weight, alternate burn, reserve/hold/extra fuel, takeoff fuel, route
summary line, wind component, maximum shear, and altitude profile. It does
not list: arrival times, landing weight, payload, operational weight, or aircraft
database file. This option provides detail that the Short Plan option does not.
FP,LP
Long Plan Output Option. The Long Plan code provides the entire flight plan
output; nothing is omitted. This format is generally the default output format.
Typically, this option is used when the first plan is in the Short Plan format,
and the user wants to see the entire output of that plan.
FP,SP
Short Plan Output Option. The SP code delivers the top portion of the flight
plan output only. This output includes the fuel block totals and route
summary. The point-by-point body of the flight plan is omitted.
(Format Specific)
FP,RP
Route Proof Output Option. The RP code provides route summary and total
mileage output only. All other flight plan output is omitted. This option is
useful for checking distance and route information before you request the
more data-intensive short or long flight plan format outputs.
After reviewing the Route Proof information, you can choose to enter FP at
the next 01 OPTIONS prompt and then GO at the next prompt to compute a
flight plan in a more complete form.
NOTE For information on the GO command and changing flight plan inputs,
see Flight Plan Shortcuts on page 54.
FP,TP
JetPlan User Manual
26
Turboprop Output Option. The TP option instructs JetPlan to provide

waypoint output every five degrees rather than the standard ten. This option
specifically applies to turboprop aircraft, but can be applied to any flight plan
if that type of waypoint output is desired. The estimated time enroute (ETE)
between the checkpoints must exceed the preset minimum value.
February 19, 2015

Option Commands
Flight Plan Command
Table 2-2
Flight Plan OptionsOutput (continued)
Option
Explanation
FP,.xxxxxxxxx.
Plan Header Output Option. You can insert a header (or title) at the top of a
flight plan by including this input string. A header is up to 12 characters in
length and must be entered between two periods. Use a comma to separate
this entry from the FP code and any additional inputs.
For example:
FP,.MYFLIGHTPLAN.
FP,CS/xxxxx...
Aircraft Call Sign Output Option. This option enables you to insert the call
sign of the aircraft into the flight plan filing program. Enter CS followed by a
slash and the call sign. A call sign entry includes up to 12 characters,
although most ARTCCs/ACCs accept only seven characters. The call sign is
included on the ICAO flight plan filing strip. Some customer formats include
the call sign in the flight plan body as well.
For example:
FP,CS/TANGO11
For more information, see Chapter 19, ATC Filing.

FP,FN/xxxxxx...
Flight Number Output Option. This option allows the flight number to be
included in the flight plan output and filing program. This option is different
from the Aircraft Call Sign Output Option (FP,CS) with regards to output
placement and filing behavior.
For more information, see Chapter 19, ATC Filing.
FP,TLK/xxxxx...
(Format Specific)
Talk (Free Form Text) Output Option. If your format is set up for this feature,
the Talk option includes your plain text message in the flight plan output. If
more than one line of text is required, end the current line with a space and a
slash (/), and then continue on the next line. A maximum of 80 characters per
line is permitted, with an overall maximum of 200 characters.
For example:
FP,TLK/ENTER YOUR MESSAGE HERE...
FP,TRAK
Track Summary Output Option. This option instructs JetPlan to provide a

latitude and longitude summary for every checkpoint on the route of flight at
the bottom of the flight plan.
NOTE The TRAK output is provided even without specifying the TRAK
option if either of the following is true:
A stored aircraft database record is used in question 10 A/C TYPE/REGN
- or A generic aircraft ID is used together with a registration number in question 10
A/C TYPE/REGN (entered in the form xxxx/nnnnnn, where xxxx is the generic
JetPlan aircraft ID, and nnnnnn is the registration number of the aircraft).
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JetPlan User Manual
27
Option Commands
Flight Plan Command
Table 2-2
Option
Explanation
FP,KILO
Measurement Output OptionKilograms. If the weight unit default in your

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

plan output distance/time values from nautical miles to kilometers. This
option is used in combination with the KILO option.
NOTE You can request two separate user passwords for your user ID: one
that displays distance/time values in kilometers, and one that displays them in
nautical miles. Contact your Jeppesen account manager for information.
FP,LBS
Measurement Output OptionPounds. If the weight unit default in your

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

plan output distance/time values from kilometers to nautical miles. This
option is used in combination with the LBS option.
NOTE You can request two separate user passwords for your user ID: one
that displays distance/time values in kilometers, and one that displays them in
nautical miles. Contact your Jeppesen account manager for information.
FP,WXE
Enroute Weather Output Option. The WXE option provides enroute weather
information at the end of the calculated flight plan.
An enhanced version of this option is available upon request. Contact
Jeppesen Customer Service for more information.
FP,WXEL
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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.
February 19, 2015

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)
Another way to retrieve Winds and Temperatures aloft data is to reformat a

flight plan that has already been computed using the format code WX1. This
method enables any customer to access this type of forecast data. However,
reformatting only outputs the OPGF data, not the complete flight plan.
For example:
RFMT,1234,WX1
Where:
RFMT is the Reformat option.
1234 is the plan number of the flight plan.
WX1 is the format code that retrieves winds and temperature aloft data for the
flight plan number specified.

FP,CPT/xxxxx...
(Format Specific)
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
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JetPlan User Manual
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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
Flight Plan OptionsWeather Sources

The following flight plan options enable you to change the source database for wind and
temperature information used in the flight plan calculation.
For more information on these options, see Chapter 8, Estimated Time of Departure
Commands.
NOTE These options have nothing to do with text and graphic (map) weather
products available through the Weather Services portion of JetPlan.
Table 2-3
Option
Explanation
FP,WXADF
ADF Weather Option. The WXADF option instructs JetPlan to use the
National Weather Service Database in the flight plan computation rather than
your default weather database. The National Weather Service Database is
used in Aviation Digital Format, 2.5 calibration between 20 and 70 north
and 20 and 70 south latitudes. This database contains current winds and
temperature data, collected and compiled by the U.S. National Weather
Service within the previous 24 hours.
FP,WXNWS
NWS Weather Option. The WXNWS option instructs JetPlan to use the
National Weather Service Database (1.25 calibration) in the flight plan
computation rather than your default weather database. This database
contains current winds and temperature data, collected and compiled by the
U.S. National Weather Service within the previous 24 hours.
FP,WXRUC
Rapid Update Cycle Winds Option. The WXRUC option instructs JetPlan to
use the Rapid Update Cycle Database in the flight plan computation rather
than your default weather database. The RUC is a numerical analysis and
forecasting system designed to give accurate forecasts in the 012 hour time
frame.
JetPlan User Manual
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Flight Plan OptionsWeather Sources
February 19, 2015

Option Commands
Flight Plan Command
Table 2-3
Flight Plan OptionsWeather Sources (continued)
Option
Explanation
FP,WXUK
UK Met Office (UKMO) Weather Option. This option instructs JetPlan to

use the UKMO Database (1.25 calibration) in the flight plan computation
rather than your default weather database. This database contains current
wind and temperature data, collected and compiled by the United Kingdom
Met Office within the previous 24 hours.
FP,W()###,()##
User-Specified Weather Option. Typically, JetPlan calculates flight plans

using current weather forecasts from data collected and compiled within the
previous 24 hours. This option is a planning tool, enabling you to review fuel
computations based on various fixed weather scenarios. You enter your own
wind component value (13 digits) and ISA deviation value (12 digits) into
the flight plan request. JetPlan uses the values to calculate the flight plan
results.
Use the letter P to represent a positive value (a tailwind component or a
greater-than-ISA condition). Use the letter M to represent a negative value (a
headwind component or a less-than-ISA condition).
The following example requests a headwind component of 50 knots and an
ISA deviation component of +10 degrees:
For example:
FP,WM50,P10
FP,WH##
UK Met Office Historical Weather Option. Typically, JetPlan calculates

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

applying a confidence level (a reliability factor) on weather data from a
historical database. Using a 40-year compilation of information, you can
specify a time of year and apply a confidence level to gain a greater feel for
the accuracy of the predicted winds and temperature data when planning
future flights. The time of year can be specified as a single month or a season
(range of months). The reliability factor is expressed in percentage terms
from 5098 percent.
In the example below, the reliability equivalence expressed by the inputs
shown is based on a range of months, from December (12) to March (03),
with a confidence level of 80 percent.
For example:
FP,WS1203,R80
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JetPlan User Manual
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Option Commands
Flight Plan Command
Flight Plan OptionsRouting Variables

The following options provide control over the route calculation process by either allowing or
limiting use of certain types of route structure.
Table 2-4
Flight Plan OptionsRouting Variables
Option
Explanation
FP,GC
Great Circle Option. The Great Circle option forces the Route Optimizer
(RO) to determine great circle routing, even when waypoints are submitted
on the Route command line. Avoid route options that contradict this option
(jet airways [J]). For more information on this option, see Chapter 6, Route
Commands.
FP,AX
Time-Restricted Routes Access Option. The AX option instructs JetPlan to

consider all time-restricted routes, regardless of the time frame. As a rule,
JetPlan automatically performs a time-check on all routes accessed via the
Route Optimizer or through a Customer Route Database (CRDB) record.
This option removes the time-check functionality. The following list
describes how the AX option affects the various types of JetPlan routes:
Route Optimizer routes: JetPlan considers all time-restricted airway
segments among all route possibilities when your route inputs dictate.
SRS routes: JetPlan ignores this option when using SRS routes.
Combination routes: JetPlan considers all time-restricted airway
segments among all route possibilities when your Route Optimizer
inputs dictate. This option does not affect SRS inputs.
CRDB routes: JetPlan considers all CRDB files that meet the
POD/POA limitation and that contain time-restricted airway segments.
FP,NX
Time-Restricted Routes No Access Option. The NX option instructs

JetPlan not to consider any time-restricted routes. As a rule, JetPlan
automatically performs a time-check on all routes accessed via the Route
Optimizer or through a Customer Route Database (CRDB) record. This
option removes all time-restricted airways from consideration, regardless of
the time you are looking at flying them. The following list describes how this
option affects JetPlan routes:
Route Optimizer routes: JetPlan does not consider any time-restricted
airway segments.
SRS routes: JetPlan ignores this option when using SRS routes.
Combination routes: JetPlan does not consider any time-restricted
airway segments for the Route Optimizer inputs. This option does not
affect SRS inputs.
CRDB routes: JetPlan does not consider any CRDB files that have timerestricted airway segments.
JetPlan User Manual
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February 19, 2015

Option Commands
Flight Plan Command
Table 2-4
Flight Plan OptionsRouting Variables (continued)
Option
Explanation
FP,CRAM
Conditional Route Availability Message (CRAM) Processing Option. If the

CRAM preference is available and is inactive in the customer preference
database, this option turns on AUP/UUP (formerly CRAM) processing and
gives access to CDR1/CDR2 AUP/UUP routes as published by
EUROCONTROL.
NOTE CRAM is not compatible with the MA or LA options.The AX and NX
options override the CRAM option or preference.
FP,NOCRAM
No Conditional Route Availability Message (CRAM) Processing Option. If

the CRAM preference is available and is active in the customer preference
database, this option turns off AUP/UUP (formerly CRAM) processing.
NOTE When you are using the ERAD 2.0 FP option, the NOCRAM flight plan
option does not turn off processing of AUP/UUP (CRAM) files.
FP,ERAD
Electronic Route Availability Document Option. ERAD is a central

repository of European airspace traffic flow restrictions.
Second-generation ERAD (ERAD 2.0) achieves a high rate of acceptance of
optimized routes by IFPS by providing multi-dimensional optimized route
selection that is fully compliant with routing constraints published by
EUROCONTROL and member states. For information on ERAD, see
FP,LA
Low Altitude Navigational Database Option. The Low Altitude option

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

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

segments when calculating the flight plans route.
The RN option overrides the Customer Aircraft Database (CADB) setting for
RNAV and ignores any MEL degradations that have been applied to RNAV.
NOTE RNAV routes are not available with the low and mid-altitude (LA, MA)
navigational databases.
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JetPlan User Manual
33
Option Commands
Flight Plan Command
Table 2-4
Option
Explanation
FP,NOERA
No Automatic Enroute Alternate (ERA) Option. If the Automatic ERA

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

route constraint record from the Route Constraint Database, regardless of the
characteristics of the selected customer aircraft.
Prerequisite: The Override Flag parameter (OVR) in the Route Constraint
Database must be set to Yes (OVR=Y). If OVR is set to N, no explicit
override is possible with the NRTC option.
JetPlan User Manual
34
February 19, 2015

Option Commands
Flight Plan Command
Table 2-4
Option
Explanation
FP,TR
TACAN Routes Option. This option instructs JetPlan to consider European

TACAN routes as viable choices in the route selection process of a flight
plan in that sphere of operation.
FP,OWATAN
Overwater Alert Option. This option instructs JetPlan to generate an alert

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

optimized route so that the aircraft specified in the flight plan request does
not (based on its overwater certification) violate overwater restrictions at any
point along the route. The Overwater Capability (OA) parameter in the
Customer Aircraft database (CADB) defines the overwater certification,
which can be Full, Limited, or None. See Chapter 26, Customer Aircraft
Database.
During route optimization, if the system cannot find a valid route around full
or limited overwater airspaces, it generates an error indicating that a valid
route cannot be found. If the user specifies a route (using SRS) through an
overwater airspace, and the aircraft does not have the necessary level of
overwater capability, JetPlan generates an alert.
When the OWATAN (see above) or the OWATAA option is used, JetPlan
checks the Overwater (OWI) parameter in the City Pair database (CPDB) to
determine whether an aircraft flying this flight-leg route must have limited or
full overwater capability. It OWI is set the No, JetPlan ignores the OWATAN
or OWATAA option for any flight plan computed for that city pair. For more
information on the OWI parameter, see Chapter 31, City Pair Database.
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JetPlan User Manual
35
Option Commands
Flight Plan Command
Flight Plan OptionsPerformance Variables

The following options directly affect the performance calculation process of the flight plan.
Table 2-5
Flight Plan OptionsPerformance Variables
Option
Explanation
FP,AW
Autoweight Option. The AW option instructs JetPlan to run an iterative

process whereby any plan calculation that exceeds a weight limit or fuel
capacity limit is automatically recalculated using a reduced weight value.
This option eliminates most of the Too Heavy errors that occur when limits
are unknowingly tested. The Autoweight option can be preset in your
ID/Attribute File to be invoked on every flight plan calculation. Contact your
Account Manager for information.
For more information, see Chapter 14, Payload, POD/POA, Weight, and
Fuel Commands.
FP,NOAW
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No Autoweight Option. This option turns off the Autoweight feature when it
is the default setting in your ID/Attribute File (see the AW option above).
February 19, 2015

Option Commands
Flight Plan Command
Flight Plan OptionsFeature Options

The following options provide special and unique capabilities to any flight operation. The
information provided here is for quick reference only. Review the individual chapters or
sections about these options for more complete information.
Table 2-6
Flight Plan OptionsFeature Options
Option
Explanation
FP,EUETS
EU ETS Option. This option supports ad hoc requests for CO2 calculations
that are then included in the flight plan output.
When the EU ETS emission computation is performed, JetPlan reports the
EU ETS distance as equal to the Great Circle Distance (GCD) in kilometers
from the POD to the POA plus 95 kilometers. The latitude/longitude
coordinates of the POD and POA and the GCD between them are computed
in compliance with the WGS-84 standard.
EU ETS emissions results are returned in metric units (metric tons and
kilometers), regardless of the units used for the rest of the flight plan. The
EU ETS outputs are available for archiving by utilizing the archiving options
with an XML (X09) format.
Prerequisite: The Fuel Type parameter must be set for the aircraft record in
the CADB before you can use the EU ETS option. Otherwise, JetPlan returns
an error.
You can also implement the EU ETS option by setting the EU-ETS
Emissions Flag in the Flight Brief Database. For more information, see
Chapter 34, Flight Brief Database.
NOTE Contact your Jeppesen account manager for information about
compatible flight plan formats or to arrange to have your format modified.
FP,RC or FP,RCC
Reclear Option. The RC option invokes the Reclear feature. This option lets
you enter the inputs necessary to perform a reserve fuel recalculation, which
can legally reduce the international reserve fuel carried.
The purpose of Reclear is to increase payload or extend mileage. It generally
includes output for the original flight plan with full international reserves, a
recleared plan to the original destination with reduced reserves, and a
recleared plan to a user-specified reclear airport with full international
reserves.
The RCC option is format-specific, meaning the output created by this
option depends on your format. It provides flight plan information for each
of the reclear plans mentioned above, but in a compressed layout.
Compression Print Command. Another way to compress previously
computed reclear flight plans into one informative output format is to use the
Reclear Compression Print Command. Depending on your output format,
you can compress two or three reclear flight plans by specifying the plan
numbers after the CM command.
For example:
CM1234,1235,1236
For more information, see Chapter 20, Reclear Commands.
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JetPlan User Manual
37
Option Commands
Flight Plan Command
Table 2-6
Flight Plan OptionsFeature Options (continued)
Option
Explanation
FP,RC,DPP
Decision Point Procedure Option. An extension of the Reclear option, the

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

FP,ETOP or
FP,ETOPX (Format
Specific)
ETOPS Option. This option invokes the JetPlan ETOPS feature for extended
twin engine operations. Both options, ETOP and ETOPX, provide critical
fuel data based on Equal Time Point (ETP) information you provide.
ETOPX, which is format-specific, also provides extended information
through a detailed fuel analysis of the computed flight.
For more information, see Chapter 21, ETOPS.
FP,DRFT or
FP,DRFTX
Driftdown Option. This option invokes the JetPlan Driftdown feature, which
provides for the following driftdown scenarios: depressurization, one
engine-out, and two engines-out. Both DRFT and DRFTX provide critical
fuel data based on Equal Time Point (ETP) information you provide.
DRFTX also provides extended information through a detailed fuel analysis
of the computed flight.
For more information, see Chapter 22, Overwater Driftdown and Terrain
Analysis.
FP,TANK1 or
FP,TANK1X
Single-Leg Tankering Option (Fuel Index). This option instructs JetPlan to

determine whether tankering fuel is warranted or not. The TANK1/1X option
uses a fuel index method for making the determination. The fuel index
method is desirable if fuel price information is sensitive. The TANK1X
option provides extended information in the flight plan output.
Fuel Commands. This chapter also contains information on Multi-sector
Tankering, where fuel requirements for the initial leg of a two-legged flight
are determined in the second leg and carried over to the flight plan request
for the first leg.
FP,TANK2 or
FP,TANK2X
Single-Leg Tankering Option (Fuel Cost). Like the previous option, the
TANK2/2X option also instructs JetPlan to determine whether tankering fuel
is warranted or not. However, the TANK2/2X option uses actual fuel prices
to make the determination. The TANK2X option provides extended
information in the flight plan output.
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.
JetPlan User Manual
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February 19, 2015

Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,TANK3 or
FP,TANK3X
Single-Leg Tankering Option (Varying Percentages). This option displays

results for tankering different amounts of fuel (20%, 40%, 60%, 80%, and
100%). This option can be useful if you are deciding whether to tanker the
maximum amount of fuel or a lesser quantity.
Fuel Commands.
FP,4DF or 4DC
Optimal Scenario Analysis (OSA) Option. This option enables you to enter
multiple scenarios for a given flight plan request. Each scenario is comprised
of a unique combination of flight plan inputs. A given scenario is made
distinct from any of the other scenarios by the unique contents of at least one
of these inputs. Each scenario is subjected to a complete flight plan
computation, and the scenario that produces the overall optimum result
based on user-specified optimization criteria (fuel, time, or cost) is
determined. The flight plan computed for that scenario then serves as the
basis for the detailed formatted flight plan output presented to the user. At
the end of the detailed output, certain parameters taken from the flight plans
computed for the other scenarios are presented in summary form, ranked
based on optimization. When you enter 4DF or 4DC along with the RT/ALL
input, a scenario is defined for each customer route currently active for the
specified POD and POA airports.
For more information, see Chapter 23, Optimal Scenario Analysis.
FP,CCAA
4D Avoid and Alert Option. This option instructs JetPlan to avoid avoidlevel Special Use Airspaces (SUAs), user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces when determining an optimum
route and profile. JetPlan allows the optimum route and profile to traverse
notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, or
FIR/UIR airspaces, but alerts must be posted for each such traversal.
NOTE
CCAA does not apply to Organized Track airspaces.
For more information, see Chapter 5, 4D Avoid and Alert Restrictive

Airspaces.
FP,CCAAN
4D Alert Option. This option instructs JetPlan to allow transversal of avoid

and notify-level Special Use Airspaces (SUAs), user-defined airspaces,
Jeppesen turbulence airspaces, or FIR/UIR airspaces when determining an
optimum route and profile. Alerts must be posted for each such traversal.
Alerts for traversal of avoid-level SUAs, user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces must be distinguishable from
alerts for traversal of notify-level SUAs, user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces.
NOTE
CCAAN does not apply to Organized Track airspaces.

Airspaces.
February 19, 2015

JetPlan User Manual
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.
Airspaces.
FP,ORTRKA
4D Avoid Functionality for Organized Track Airspaces Option. When

ORTRKA is specified, JetPlan ensures that all avoid-level Organized Track
Airspaces are avoided when determining an optimum route and profile.
JetPlan allows the optimum route and profile to traverse notify-level
Organized Track Airspaces, but alerts must be posted for each such traversal.
Airspaces.
FP,ORTRKN
4D Alert Functionality for Organized Track Airspaces Option. When

ORTRKN is specified, JetPlan allows both avoid and notify-level organized
track airspaces to be traversed when determining an optimum route and
profile. Alerts must be posted for each such traversal.
Airspaces.
FP,GCAA
The GCAA option invokes 4D Avoid functionality for geopolitical country

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

airspaces. This option allows countries with an avoidance level of avoid or
notify when determining an optimal route and profile, but generates an alert
for each such traversal. The GCAN option can be used with or without the
CCAA or CCAAN option.
Airspaces.
FP,CCAA,AVDERR
CCAA Avoid Error Messaging Functionality Option. When the AVDERR

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

Airspaces.
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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.

Airspaces.
FP,CCAA,EXSS
FP,CCAAN,EXSS
CCAA/CCAAN Except SIDS and STARS Option. When the EXSS option
is invoked together with the CCAA or CCAAN option, standard CCAA and
CCAAN functionality applies except that alerts for traversal of SUAs are
suppressed for any segment that is part of a SID or STAR.
Airspaces.
FP,CCAA,EXCD
FP,CCAAN,EXCD
CCAA/CCAAN Except Climb and Descent Option. When the EXCD

option is invoked together with the CCAA or CCAAN option, segments
starting before Top of Climb (TOC) or ending after Top of Descent (TOD) or
that are part of a SID or STAR are not checked for incursions of Generic
Restrictive Airspaces.
Airspaces.
FP,PBNDC=Y/N
PBNDC=Y Compute Geopolitical Country Boundary Crossings

Option. The PBNDC=Y flight plan option directs the system to
generate a country border crossing report and output it on supporting
flight plan formats.
PBNDC=N Suppress Geopolitical Country Boundary Crossings
Option. The PBNDC=N flight plan option directs the system to
suppress a country border crossing report. If the Flight Brief Database
contains a matching record in which the Display Political Boundary
Report (PBNDC) parameter is set to Yes, you can suppress the
boundary crossing report on an individual flight plan by including the
PBNDC=N option in the request. For more information, see Chapter 34,
Flight Brief Database.
NOTE The political boundary report includes only boundary crossings for
countries for which records exist in the CCAA database with the avoid level set
to either Avoid or Alert. See the CCAA Database Help topic on JetPlan.com.
NOTE The boundary crossing report requires a specific format. You may
need to request a format change if you wish to use this report. Contact your
Jeppesen account manager for information.
NOTE The PBNDC=Y/N flight plan option overrides the value of the PBNDC
parameter in the Flight Brief Database.
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Option Commands
Flight Plan Command
Table 2-6
Option
Explanation
FP,FBNDC=Y/N
FBNDC=Y Compute FIR/UIR Boundary Crossings Option. The

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

This section provides both options and commands. Each option instructs JetPlan to store
internally the computed flight plan data in a format that is compatible with the selected Flight
Management System (FMS). The command associated with each option enables you to print
(to screen) the newly formatted FMS data.
NOTE If you use JetPlanner to run flight plans, the output generated by any of the
listed FMS reformat commands is automatically downloaded to a file on your
computer. The file can then be uploaded to the FMS on the aircraft if it has dataloading capabilities.
Table 2-7
Option/Command
Explanation
FP,SFS
Sperry FMS Option. The SFS option instructs JetPlan to store internally the
computed flight plan data in a format that is compatible with the Sperry
FMS. Externally, no change is visible in the output of your flight plan.
However, the data is prepared for the next command (see below).
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Flight Plan Options/CommandsFMS
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Option Commands
Flight Plan Command
Table 2-7
Flight Plan Options/CommandsFMS (continued)
Option/Command
Explanation
FM1234
Sperry FMS Reformat Command. This command prints the data stored from
a flight plan that used the SFS option. The data is formatted for the Sperry
FMS. Enter FM and the appropriate computer transaction number from your
SFS plan.
FP,UNI
Universal FMS Option. The UNI option instructs JetPlan to store internally
the computed flight plan data in a format that is compatible with the
Universal FMS. Externally, no change is visible in the output of your flight
plan. However, the data is prepared for the next command (see below).
UN1234
Universal FMS Reformat Command. This command prints the data stored
from a flight plan that used the UNI option. The data is formatted for the
Universal FMS. Enter UN and the appropriate computer transaction number
from your UNI plan.
FP,AFIS
Global-Wulfsberg (Honeywell) AFIS Option. The AFIS option instructs

JetPlan to store internally the computed flight plan data in a format that is
compatible with the Global-Wulfsberg FMS. Externally, no change is visible
in the output of your flight plan. However, the data is prepared for the next
command (see below).
GW1234
Global-Wulfsberg (Honeywell) Reformat Command. This command prints

the data stored from a flight plan that used the AFIS option. The data is
formatted for the Global-Wulfsberg FMS. The data is sent to Allied Signal's
Global Data Center for upload to the aircraft via AFIS. Enter GW and the
appropriate computer transaction number from your AFIS plan.
FP,LTN
Litton FMS Option. The LTN option instructs JetPlan to store internally the
computed flight plan data in a format that is compatible with the Litton FMS.
Externally, no change is visible in the output of your flight plan. However,
the data is prepared for the next command (see below).
LT1234
Litton FMS Reformat Command. This command prints the data stored from
a flight plan that used the LTN option. The data is formatted for the Litton
FMS. Enter LT and the appropriate computer transaction number from your
LTN plan.
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Option Commands
Flight Plan Command
Flight Plan OptionsMiscellaneous

These options provide various capabilities. The CR and EC options are also commands that
can be used without running a flight plan at the same time (see Flight Plan Support Commands
below).
Table 2-8
Flight Plan OptionsMiscellaneous
Option
Explanation
FP,-E
Enroute Charges Option. Considers enroute navigational fees (see related

Output Option below). This option is typically only used when performing
4D cost-based analysis.
FP,-O
Enroute Charges Output Option. This option (a dash or minus sign

followed by the letter O) displays the calculated navigational fees at the
bottom of the flight plan.
NOTE This feature requires activation of specific settings in your ID/Attribute
File. Contact Jeppesen Customer Service for more information.
FP,CR
Cosmic Radiation Long-Term Archive Option. This option stores specific

information from the flight plan to track crew exposure to the possibly
harmful effects of cosmic radiation. The archive function provides long-term
storage of up to one year.
For more information, see Chapter 24, Enroute Charges and FIR Traversal.
NOTE Both this feature and the application that automatically performs this
function (Automatic Archive) require activation of specific settings in your
ID/Attribute File. Contact Jeppesen Customer Service for more information.
FP,EC
Enroute Charges Long Term Archive Option. This option stores specific
information from the flight plan to track navigational fees associated with
flight over other countries airspace. The archive function provides longterm storage of up to one year.
For more information, see Chapter 24, Enroute Charges and FIR Traversal.
FP,HOLD
Hold Option. The Hold option instructs JetPlan to look for inputs not
otherwise required. For example, when you request a flight plan that
specifies a departure weight or fuel value, JetPlan does not typically prompt
a reserve fuel input. However, with HOLD specified on the Options
command line, the JetPlan Interactive system prompts you for a reserve fuel
input (Question 17).
The Hold option also enables you to change pre-stored option values for the
flight plan request at hand without permanently affecting the stored values.
For example, you can change the Performance Index on an immediate flight
plan request from fuel optimization (F) to time optimization (T), without
changing the stored value (in the Customer Aircraft Database) of fuel
optimization in future plan requests.
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Option Commands
Flight Plan Command
Table 2-8
Flight Plan OptionsMiscellaneous (continued)
Option
Explanation
FP,PMIN
Precision Minima Option. This option directs JetPlan to use precision

minima for checking suitability of alternate airports. Normally, the more
conservative non-precision minima are used. This option allows airports
with lower ceiling or visibility forecasts to be used as alternates.
NOTE The Precision Approach Alternate Ceiling Minimum (P3) and
Precision Approach Alternate Visibility Minimum (P4) parameters must be set
in the Customer Airport Fleet Database and/or the Customer Airport Database.
FP,RF
Fuel Off/On and Payload Off Option. The RF option is a request to include a
fuel on-load or off-load (or a payload off-load) as part of your flight
plan.When the RF option is invoked, JetPlan prompts for an on-load/off-load
input with the Refuel command line (Question 15).
For more information, see Chapter 15, Fuel Off/On and Payload Off
Commands.
FP,XFDB
Exception to Filing Database Option. This option directs JetPlan to ignore

the special addresses and/or filing parameters set in your Filing database (if
you have one). For this flight plan request, default addresses and/or
parameters are used.
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Option Commands
Additional Command-Line Options

The following sections cover options that are entered on the 01 OPTIONS command line but
that are not used with the FP command.
Support Information and Action Commands

The following commands are entered on the Options command line. They provide separate
support information or perform specific action functionality for the JetPlan system (flight
planning, weather, and so on).
NOTE
These commands are not used with the FP command at all.
Table 2-9
Support Information and Action Commands
Command
Explanation
ATTRA,PRI
Print Attributes Command. This command displays the attributes that are
associated with your password (your ID/Attribute File).
BU
Bulletins Command. Entering BU displays the current on-line bulletins. This

includes the status of organized track structures (OTS) such as those in the
Pacific and North Atlantic, and other system pertinent information.
CM1234,1235
(Format Specific)
Reclear Compression Print Command. This command provides output of

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

CR,1234
Cosmic Radiation Archive and Report Command. This command enables

you to track your crews increased exposure to the possibly harmful effects
of cosmic radiation. The archive function provides long-term storage of
specific flight data for up to one year. You can use this feature on a per plan
basis or set it to store information for every flight plan computed
automatically. For information on cosmic radiation archive and report
functionality, see Chapter 25, Archiving.
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Option Commands
Table 2-9
Support Information and Action Commands (continued)
Command
Explanation
CR,1234,CX
Cosmic Radiation Archive and Report Cancel Command. Marks flight

plans in the archive as canceled and prevents their display in future reports.
For information on the cosmic radiation archive and report functionality, see
Chapter 25, Archiving.
EC,1234
Enroute Charges Long-Term Archive Command. Provides long-term

storage (up to one year) of navigational fee records, including specific
information about the flight. You can use this feature on a per plan basis or
set it to store information for every flight plan computed automatically. For
information on the archive and report functionality, see Chapter 25,
Archiving.
EC,1234,CX
Enroute Charges Long-Term Archive Cancel Command. Marks flight

plans in the archive as canceled, and prevents their display in future reports.
For information on the archive and report functionality, see Chapter 25,
Archiving.
ER,xxxxx...
Error Decode Command. This option provides plain language error

explanations if not already preset in your ID/Attribute File. Enter ER
immediately followed by the error code (or a comma and the error code).
For example:
ER,SEAGUL06
FI1234
Filing Command. Enables you to file the flight plan by the transaction
number.
For more information, see Chapter 19, ATC Filing. For information on
automatic archive functionality, see Chapter 25, Archiving.
FI1234,CHG,(various
entries)
Filing Change Command. Sends a change message based on the entries

included.
FI1234,CX
Filing Cancel Command. Enables you to cancel previously filed flight plans
(by transaction number).
For more information, see Chapter 19, ATC Filing. For information on
automatic archive functionality, see Chapter 25, Archiving.
FI1234,DLA=####
Filing Delay Command. Allows the ETD on a previously filed plan to be

delayed.
For example:
FI2615,DLA=1745
FI1234,HOLD
Filing Hold Command. Prompts enter question number or GO to allow

user to make changes before filing.
FI1234,NOW
File Now Command. Makes filing immediate, rather than holding in queue.
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Option Commands
Table 2-9
Command
Explanation
FIxxxx,STAT
Filing Status Command. Provides the status of a flight plan, whether filed,
queued, or canceled.
For example:
01 OPTIONS FI2615,STAT
ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT)
STATUS
CENTER
REFNO SEQNO
SEND
BY04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP 25240
For example:
01 OPTIONS FI2615,STAT,ALL
ATC MESSAGES FOR PLAN 2615DATE/TIME (GMT)
STATUS
CENTER
REFNO
SEQNO
SEND
BY04/12/2007-10:31:04 FILING QUEUED ~~~~ 25238
04/12/2007-10:3104/12/2007-10:31:37 FILING SUBMITTED
~~~~
2523804/12/2007-10:31:57 FILING ACCEPTED
LFPYZMFP 25240
FPR
Flight Plan Reload Command. Reloads the inputs from the most recent
previously computed flight plan during an uninterrupted connection to the
JetPlan system, saving you from having to answer all of the flight plan
prompts again.
IATA,xxx
IATA Airport Decode Command. Displays an airport's IATA and ICAO

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

identifiers, coordinates, and full (proper) airport name. Either a comma or a
space can be entered between ICAO and the identifier.
For example:
ICAO,KJFK
IFS,FLEX
Print PACOTS (eastbound flex tracks) Command. Displays the eastbound

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

to access the westbound Pacific Organized Track Structure. These particular
tracks are on-line between 14-16Z, and are valid 19-08Z for aircraft crossing
160E between 02-06Z.
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Option Commands
Table 2-9
Command
Explanation
IFS,PAC-OTS
Print PACOTS (eastbound) Command. Displays the route inputs necessary

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

Flex Track NOTAM (routes from Hawaii to Japan). These particular tracks
are on-line between 11-13Z, and are valid 19-08Z for aircraft crossing 160E
between 23-06Z.
INFO,ABS
Arrival Bias Reference Command. Displays all arrival biases stored under
your ID/Password.
INFO,ACQREF
Aircraft Reference Command. Displays the names of all the manufacturers

with aircraft loaded in the JetPlan Aircraft Library. You can enter subset
commands by specifying an individual manufacturer or the ICAO code for
the aircraft. The first example is a request for all Boeing aircraft loaded in the
JetPlan library (by the ICAO code).
For example:
INFO,BOEING
The next example is a request for all aircraft in the JetPlan library with the
ICAO code B747
For example:
INFO,B747
INFO,ATC
ATC Reference Command. Displays Center Flight Data phone numbers and
addresses.
INFO,CHANGES
Customer Database Changes Command. Displays a summary of all changes

to your Customer Route Database. Changes occur periodically, and are
usually based on the AIRAC cycle.
INFO,DBS
Departure Bias Reference Command. Displays all departure biases stored

under your ID/Password.
INFO,FAX
FAX-Forwarding Reference Command. Displays all FAX-forwarding

features.
INFO,FAXCHRG
FAX Charges Reference Command. Lists the international communication

charges associated with the FAX-forwarding feature.
INFO,IDQREF
Aircraft ID Reference Command. Displays all of the JetPlan identifiers for

generic aircraft loaded in the JetPlan Aircraft Library. Each identifier is
cross-referenced to its counterpart ICAO identifier. Use the JetPlan aircraft
identifier as your A/C input if you wish to flight plan with a generic aircraft.
INFO,JPOPT
JetPlan Options Reference Command. Lists most JetPlan options.
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Option Commands
Table 2-9
Command
Explanation
INFO,MAPS
Map Codes Reference Command. Lists all of the codes used to obtain
weather maps on the JetPlan system. See the WX command.
INFO,METAR
METAR Decode Command. Displays a METAR weather report example

along with a decoding of the METAR hourly weather report format.
INFO,TAF
TAF Decode Command. Displays a TAF weather report example along with
a decoding of the TAF terminal forecast format.
JPIII
JetPlan 3 Reference Help Command. This command accesses various

database information that may help you research and create flight plans.
Information that can be accessed includes:
Airport Information
High/Low Altitude Airway Information
SID/STAR Information
SID/STAR Details
Waypoint Information
Currency Exchange Rates
FIR Traversal Information
Enroute Charges Information
Enter JPIII at the Options command line and simply follow the directions.
JPRA1234,1235
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JetPlan Route Analysis Command. This command enables you to condense

up to 14 long or short format flight plans into a comparative analysis onto
one page. The standard output format, STF, must be used with this option.
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Option Commands
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
As for all other command-line inputs, entering LD or LDR enables you to

change any of these other entry lines. You can use the at symbol (@) to move
to the command line you want to edit or change, without affecting the inputs
on the other command lines. Enter @, followed by the command-line
number you want to change.
NOTE If question 10 A/C TYPE/REGN is changed, also re-answer question
11 CRZ MODE, question 14 PAYLOAD, and question 16 POD OR POA FUEL.
After all changes are made and your request is ready to be recomputed, type
GO at the next command line to start the computation. For example, the
following inputs illustrate creating a long plan (LP) from a previously
computed short plan (SP) and changing the route, payload and arrival fuel:
01
02
06
07
14
16
17
LL,()####,()##### or
LLX,xxxxx
OPTIONS LDR1234,LP
POD @6
ROUTE J,FIM
HOLD,ALTERNATE/DIST @14
PAYLOAD 84250
POD OR POA FUEL A0,I
MVR GO
LAT/LONG Database Search Commands. This option provides the JetPlan

internal name of a waypoint. You can enter either the waypoints coordinates
after LL or the waypoint's charted (external) name after LLX.
When entering the waypoints coordinates, use four digits to express the
latitude and five digits to express the longitude. Also, when specifying South
or East coordinates, the letters S and E (or a minus sign) must precede the
coordinate entries. The letters N and W are optional (they are default) for
north and west coordinates.
See the following examples:
LL,-3356,-11510 (south 33 deg., 56 min.; east 115 deg., 10
min.)
LL,S3356,E11510
LLX,ALCOA
LLX,SPY
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Option Commands
Table 2-9
Command
Explanation
PI1234
Print Inputs Command. This command followed by a specific flight plan or

message transaction number prints the inputs of that particular flight plan or
message.
PN1234
Print Plan (Transaction) Number Command. This command followed by a

specific flight plan or message transaction number prints the output of a
particular flight plan or message.
PA
Print ABC NATs Command. Displays the current westbound North Atlantic
Tracks (ABCs), including valid altitudes. These tracks are updated between
23-01Z, and valid between 1130-19Z.
PZ
Print XYZ NATs Command. Displays the current eastbound North Atlantic
Tracks (XYZs), including valid altitudes. These tracks are updated between
12-14Z, and valid between 01-08Z.
RFMT,1234,xxx
Reformat Plan Command. Enables you to reformat a previously computed

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

version.
WXE1234
Enroute Weather Command. Enter WXE, followed by the plan transaction

number, and JetPlan reproduces the plan, including the enroute weather. A
maximum of four flight plan numbers can be entered separated by commas.
For example:
WXE1234,2345,3456,4567
NOTE This command does not recalculate the flight plan. The enroute
weather briefing is based on the route from the flight plan with the transaction
number specified.
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Option Commands
Table 2-9
Command
Explanation
XAP,ALT,xxxx
Alternate Search Command. A search for alternate airports can be

accomplished using the following commands:
XAP,ALT,origin,rad,rwy,etd,ete,gsa,lst
where:
origin = an ICAO or IATA airport code, or lat/long coordinates entered as
[N|S|+|-]ddmm[W|E|+|-]dddmm (for example, N3356W11824)
rad = nnnn: search radius in NM (default is 100)
rwy = nnn: minimum length of longest runway in hundreds of feet (default is
80)
etd = hhmm or ddmmyyyy@hhmm: UTC departure time or date@time from
the POD, not the origin (used for TAF processing)
ete = hhmm: flight time to origin from the POD (used for TAF processing)
gsa = nnn: origin-to-alternate groundspeed in KT (default is 250)
lst = nnn: maximum number of alternates in response (default is 20)
NOTE
All parameters except origin are optional (default values are used).
NOTE TAF-processing is bypassed when both ETD and ETE inputs are
omitted.
For example:
Explanation: Search for airports within 150 nm of KLVK with runway
lengths of at least 7000 feet.
01 OPTIONS XAP,ALT,KLVK,RAD=150,RWY=70
or
01 OPTIONS XAP,ALT,KLVK,150,70D
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Option Commands
Flight Plan Shortcuts

The following inputs can be entered on the Options command line. They are time-saving
shortcuts that expedite the flight planning process.
Table 2-10
Flight Plan Shortcuts
Command
Explanation
FPR
Reloads the inputs from the most recent previous flight plan during an
uninterrupted interactive session. This command saves you time because you do
not need to answer all of the flight plan prompts again.
LD
Loads (or reloads) the inputs from a flight plan previously computed in the
preceding 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
Enables you to reformat a previously computed flight plan without actually

computing it again. Enter the transaction number from the flight plan you wish to
reformat and a different format code to complete the input (for example,
RFMT,1234,STF).
NOTE The RFMT command may not always translate information from one plan
format to another plan format properly. Certain information may be lost due to the
differences in the formats.
The following command inputs can be entered from any command line.
@The At command. When followed by an interactive line number, this
JetPlan shortcut jumps to the logical position of the line specified where the
desired change is needed. This command simplifies the flight planning
process immensely because you can move immediately to the line that needs
to be added, changed, or corrected without answering other command inputs
again.
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.
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Option Commands
Example:
01
02
06
07
11
12
OPTIONS FPR
POD @6
ROUTE J,FIM
CRUISE MODE LRC
PRFM INDEX GO
Explanation:
Option Line User reloads the flight plan from the immediately previous
computation.
POD Line User jumps to the Route Line, bypassing all command lines in
between.
Hold Line User jumps to the Cruise Line, bypassing all command lines in
between.
Performance Index Line User directs JetPlan to begin the computation of
the edited plan, bypassing all other possible inputs.
Weather Services Command

The following command accesses text and graphical (maps) weather information from the
Jeppesen Weather Services portion of the JetPlan system.
NOTE
This command is not used with the FP command at all.
Table 2-11
Flight Plan CommandsWeather Information
Command
Explanation
WX
Weather Request Command. The WX command enables you to display

Jeppesen weather products, including text briefings and graphic weather
depictions (maps).
Upon input of this command, JetPlan prompts for your weather request input
on the Stations command line (02 STATIONS).
For more information, see Chapter 47, Graphic Weather. See also
Chapter 46, Text Weather.
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Option Commands
Messages Command
You can compose and store text messages for transmission using the command shown below.
You can also include previously computed non-graphic JetPlan products (flight plans and
weather briefings) into one package using this feature.
NOTE
This command is not used with the FP command at all.
Table 2-12
Flight Plan CommandsMessages
Command
Explanation
MG
Message Command. Entering this command enables you to create a plain

text message. It also enables you to bundle other JetPlan products together
under one transaction number. The created message or message package may
be transmitted via one of the major data communication networks (AFTN,
ARINC, SITA) or faxed.
JetPlan provides for up to 55 lines of text and 68 characters per line.
For more information, see Chapter 17, Message Commands.
MGNN
Message No Number Option. This command is the same as the MG

command except that the No Number option, NN, suppresses the transaction
number when the message is printed or forwarded via a communication
network.
Data Transmission Commands

You can forward any recently computed, non-graphic JetPlan product via a specific data
network using the commands in the following table.
For more information on these commands, see Chapter 18, Forward Plans and Messages.
NOTE
Table 2-13
Command
Explanation
AF
AFTN Command. This command enables you to transmit flight

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

plan/message/weather data via the ARINC network.
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Option Commands
Table 2-13
Data Transmission Commands (continued)
Command
Explanation
FX
FAX Command. This command enables you to transmit flight

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

plan/message/weather data via the SITA network.
UL,1234
ACARS Uplink Command. This command enables you to upload flight

plans or text message information to the FMS system on the aircraft.
Presently, you can uplink to three types of systems: Universal, Smith
Industries, and Honeywell.
For example:
UL,AR,1234,UF,RG=N123ZZ
Database Commands
The following commands access specific customer databases. Using these access commands,
you can create and manage information used in your flight plan requests, customizing the
information that affects your flight plans while simplifying your inputs.
NOTE
Table 2-14
Flight Plan CommandsCustomer Database Access
Command
Explanation
AC
Aircraft Database Access Command. Enables you to create and manage

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

manage custom records of the aircraft fleet types you use in the JetPlan
system. A fleet type is the Jeppesen generic aircraft ID that defines a specific
airframe/engine combination. An aircraft fleet records parameter settings
are invoked in a flight plan when the record name is specified in the flight
plan request.
For more information, see Chapter 27, Aircraft Fleet Database.
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Option Commands
Table 2-14
Flight Plan CommandsCustomer Database Access (continued)
Command
Explanation
ALT
Alternate Database Access Command. Enables you to create and manage

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

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

Routes (CDRs) are predefined alternate routes for flying between city pairs
when a user-preferred route is not available due to weather or traffic
constraints. This database enables you to find, view, and mark as OK to
Use records of CDRs between specific airport pairs.
For more information, see Chapter 42, Coded Departure Routes Database.
CP
City Pair Database Access Command. Enables you to create and manage
records that contain values specific to specific airport pairs.
For more information, see Chapter 31, City Pair Database.
CPF
City Pair Fleet Database Access Command. Enables you to create and
manage records that contain values specific to certain aircraft types operating
between specific airport pairs.
For more information, see Chapter 32, City Pair Fleet Database.
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Option Commands
Table 2-14
Command
Explanation
FB
Flight Brief Database Access Command. Enables you to create and manage
records that identify remarks intended for ATC or the flight crew. Remarks
can include diplomatic clearance information, crew notes, or weather
information. An FB record is applied in a flight plan if certain conditions for
the flight (for example, departure FIR, arrival FIR, flight number, and fleet
type) match user-defined, key parameters in the database.
NOTE A quick help file is available to guide you through the various
management inputs for this database. Enter FB,HLP on the Options command
line.
For more information, see Chapter 34, Flight Brief Database.

MEL
MEL Database Access Command. Accesses the Minimum Equipment

List/Configuration Deviation List Database. Enables you to create and
manage records that address performance degradations and/or equipment
shortcomings for aircraft of a specific fleet type. Records are invoked when a
MEL Database record name is specified in a flight plan request.
NOTE You can have your output format customized to display MEL
information from the database in the flight plan.
For more information, see Chapter 35, Minimum Equipment List

Database.
MDB
Master (MEL) Database Access Command. Enables you to create and

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

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

many routes between specific airport pairs as you need. A record is invoked
when a route file name is specified in a flight plan request.
For more information, see Chapter 38, Customer Route Database.
RG
Route Group Access Command. Enables you to create and manage records
that categorize Customer Route Database records by group record names.
For more information, see Chapter 38, Customer Route Database.
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Option Commands
Table 2-14
Command
Explanation
RTC
Route Constraint Database Access Command. Enables you to create and

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

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

flight plan request sets in a database of scheduled records. A schedule record
is invoked when specified in a flight plan request (SC,FLT,record name).
For more information, see Chapter 41, Customer Schedule Database.
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C HAPTER 3
Point of Departure and

Point of Arrival
Commands
Point of Departure and Point of Arrival Commands

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

The sequential entry method requires you to type the diversion airports one after the other
(sequentially) on the POD line only. These inputs follow the departure airport input and are
separated from the POD and from each other by a slash (/).
With the sequential method, the first divert airport (aft) is the POD. The POA is the last
forward divert airport. In the following example, JetPlan determines ETP information between
KLAX and KSFO, KSFO and PACD, PACD and RJCC, and, finally, between RJCC and
RJAA.
Example:
02 POD KLAX/KSFO/PACD/RJCC
03 POA RJAA
Paired-Entry Method
The paired-entry method requires you to specify the diversion airports in paired sets between
the POD and the POA lines. These inputs follow the departure and arrival airport inputs and
are separated from the POD, POA, and each other by a slash (/).
With the paired-entry method, the first divert airport (aft) is the first airport identified after the
departure airport. The last (forward) divert airport is the last airport identified on the POA line.
In the following example, JetPlan determines ETP information in two places: between KSFO
and PACD and between PACD and RJCC. (This input method is easier to follow if you view
the example from top to bottom rather than from left to right.)
Example:
02 POD KLAX/KSFO/PACD
03 POA RJAA/PACD/RJCC
ETP Calculations
When using diversion airports to calculate ETP information, JetPlan computes the basic flight
plan (POD to POA) first. Before JetPlan delivers the results, it runs the ETP subroutine that
applies your specified divert airports. This calculation is not based on a complex mathematical
formula, but rather on a simple iterative process.
This process requires JetPlan to determine both a route to the divert airport and a time factor
on which a comparison can be made. JetPlan determines the route using a great circle
projection from a point along the route of flight to the candidate divert airport. The system
determines the time factor by gathering information that defines a groundspeed. JetPlan uses
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wind averages based on forecast data at a selected altitude (or millibar level) for this
information. Once this information is set, the system performs a comparison process involving
the following two steps:
Step 1 Determination of the bounding points
Step 2 Interval halving between the bounding points
NOTE Several JetPlan applications use this approach, including Basic ETP
Calculator, ETOPS, and Overwater Driftdown. However, variations in this method
exist for certain formats or aircraft. These variations are discussed later in this
section.
The two-step approach analyzes the results of repetitive calls (iterations) to a trial ETP
calculation function. This technique is based on the existence of a forward and backward
divert airport. The trial ETP calculation determines the enroute time required from a trial point
on the flight plan route to either a forward or a backward divert airport. The airport closest to
the flight plan POD is the backward divert airport. The airport closest to the flight plan POA is
the forward divert airport.
Determination of Bounding Points

The objective of the first step is to determine the checkpoints that contain, or bound, the ETP
position. This process uses the ETP airspeed and flight level data stored in either the generic
aircraft data file or in a Customer Aircraft Database (CADB) record. The particular parameters
the system uses to calculate a specific set of ETP positions depend on the specific JetPlan
application. For example, the ETOPS program uses different parameters than the Basic ETP
calculation program. In any event, the algorithm that determines the bounding pair of
checkpoints begins.
NOTE For basic ETP calculations, JetPlan looks in the CADB for the NA/NF
parameters first. If no data exists for these parameters, the system uses the
EA/EM(F) parameters.
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Starting at the beginning of the primary route of flight (the route developed in the basic flight
plan) and proceeding incrementally with each checkpoint, JetPlan creates an ETP trial point.
When divert airports are entered sequentially, the POD is generally the first ETP trial point.
See Figure 3.1.
Dulles (KIAD) - Heathrow (EGLL)
Diverts CYQX / LPLA
EA=320kts EF=10,000ft
CYQX
EINN
Trial
ETP #1
EGLL
KIAD
ETP METHODOLOGY
Determine the trial ETP
Figure 3.1.
LPLA
Trial Equal Time Point
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To collect wind and temperature data, JetPlan runs a great circle route from the ETP trial point
to each divert airport. JetPlan uses this data to determine an overall wind component that can
then be used with the ETP airspeed to determine a time enroute to each divert airport. If the
time to the divert airports does not come within 30 seconds of being equal, JetPlan moves to
the ensuing checkpoint and makes it the next ETP trial point. See Figure 3.2 and Figure 3.3.
Diverts CYQX / LPLA
CYQX
Great Circle Route 1
+15 kt tailwind
2:00 hrs
EINN
Trial
ETP #1
Great C ircle Route 2
+30 kt tailwind
5:00 hrs
KIAD
ETP METHODO LOG Y

Test of Trial ETP #1
Figure 3.2.
LPLA
Test of Trial Equal Time Point #1
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Specifying Airports

Diverts CYQX / LPLA
Great Circle
Route 3
1:00 hr
CYQX
Trial
ETP #2
EINN
Great Circle R oute 4

3:55 hr
KIAD
ETP METHODOLOGY
Test of T rial ETP #2
Figure 3.3.
EGLL
LPLA
Test of Trial Equal Time Point #2
Initially, the time to the forward divert airport is greater than the time to the backward divert
airport. At the waypoint where the time to the forward airport becomes less than the time to the
backward airport, a time switch is detected. At this point, known as the switch point, JetPlan
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knows that the ETP must exist somewhere between the switch point and the checkpoint
analyzed immediately prior to the switch point. The bounding points are now known. See
Figure 3.4.
Diverts CYQX / LPLA
2:55 hr
CYQX
Bounding Point #1
Bounding Point #2 (Switch point)
EINN

1:45 hr
EGLL
KIAD
ETP METHODOLOGY
Test of Trial ETP #7,
Switch point is determined
Figure 3.4.
Determining the ETP Switch Point
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Interval Halving Between Bounding Points

The objective of the second step is to determine the ETP position precisely, using the interval
halving technique. JetPlan creates a new ETP trial point that is midway between the two
bounding points. The system can then recalculate the time to each of the two divert airports
and note the difference. If the time difference is less than 30 seconds, the iteration is satisfied,
and the trial ETP position is established as the actual ETP. See Figure 3.5.
Diverts CYQX / LPLA
2:35 hr
CYQX
Bounding Point # 1
New Trial ETP
Bounding Point #2 (Switch point)
EINN
Trial
ETP #1

2:05 hr
EGLL
KIAD
ETP METHODOLOGY
Post Interval Halving Test
of Ne w Trial ETP
Figure 3.5.
LPLA
Interval-Halving Test of New Trial ETP
If the time difference between the backward and forward airports and the trial ETP is greater
than 30 seconds, JetPlan determines a new pair of bounding points using the current ETP trial
point as one of the bounding points. A new trial ETP is computed midway between the current
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trial ETP and the other bounding point (interval halving is applied again). This process
continues over and over, until the less-than-30-seconds check is satisfied, and an actual ETP is
determined. See Figure 3.6.
Diverts CYQX / LPLA
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

2:20 hr
KIAD
Figure 3.6.
ETP METHODOLOGY
Second Interval Halving
Test of New T rial ETP
Actual ETP Determined
LPLA
Determining the ETP
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CADB Considerations
The system determines both the trial and the final ETP points in one of the following ways:
By applying the default true airspeed (TAS) and wind extract level found in
the generic aircraft data file
- or By applying the customer-specified TAS and wind extract level stored in the
CADB.
NOTE In the CADB, the ETP TAS value is stored as the value of the EA parameter
(ETP airspeed), while the ETP wind extract level is stored as the value of the EM
parameter (ETP millibar). By default, a display of the CADB shows the wind extract
parameter as EM. If you use the EM parameter, you are required to apply one of the
following millibar values: 850, 700, 500, 400, 300, 250 or 200. However, you can
apply a flight level rather than a millibar value by specifying the EF parameter (ETP
flight level) and entering a flight level value in hundreds of feet (for example, EF310
for 31,000 feet). Using the EF parameter lets you specify any flight level, as long as it
is valid for the aircraft.
Normally, JetPlan uses the EA and EM/EF parameters for the basic ETP calculations. JetPlan
also makes ETP calculations when the ETOPS and Driftdown options are selected.
If the ETOPS option is selected, the EA parameter is used to specify the ETP TAS, and the
EM/EF parameter is used to specify both the ETP wind selection altitude and the low-level
cruise altitude.
If the Driftdown option is selected, the EA parameter is used to specify the low-level allengine cruise ETP TAS, and the EM/EF parameter is used to specify both the ETP wind
selection altitude and the low-level all-engine cruise altitude.
The Driftdown option also calculates ETPs for one and two-engine out scenarios (for three and
four engine aircraft). This process requires you to provide the following additional parameter
values:
EA1 is used to specify the one engine-out (1LE) ETP TAS
EM1/EF1 is used to specify the one engine-out ETP wind selection altitude
EA2 is used to specify the two engines-out (2LE) ETP TAS
EM2/EF2 is used to specify the two engines-out ETP wind selection altitude
The cruise altitude for one engine-out and two engines-out is determined by a table lookup that
considers aircraft weight and ambient temperature.
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Some users prefer to use a high-altitude ETP for 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.
Variations in ETP Calculation Methods

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

The default method calculates the ETP location using a TAS constant and a specific flight
level or millibar for weather data (winds and temps aloft). These constants are stored either in
the generic aircraft data file in use or in the CADB record (EA, EM/EF parameters). If using a
CADB file, both parameter values can be altered. However, if using a generic aircraft data file,
only the TAS constant can be changed.
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Most generic aircraft data files that have ETOPS or Driftdown table data available contain the
following information:
One of the following TAS constants:
All-engine, low-level cruise (usually LRC)
One engine-out cruise (usually 1LE)
A wind extract flight level of 700mb (approximately FL100). Some older
generic aircraft loads have a flight level of 300mb (approximately FL300).
By applying a wind component 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.
Second ETP Calculation Method

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

The third ETP calculation method is an enhanced version of the second method. Instead of
using constants for the TAS and fuel flow, table data is used to determine slightly more
accurate TAS and fuel flow values.
For specific two-engine aircraft, JetPlan may use this method in ETOPS flight plans.
For specific two, three, and four-engine aircraft, JetPlan may use this method in Driftdown
flight plans.
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For more information, see the ETOPS Users Guide: 2 Engine Aircraft at JetPlan.com and
Chapter 22, Overwater Driftdown and Terrain Analysis.
ETP and Diversion Airport Output

The following output is typical for the default ETP calculation method.
ETP KSFO/PACD 03/05 1404NM
ETP PACD/RJAA 07/34 3490NM
--- --------- ----- -----1
2
3
4
P009/M028 BURN 0536 N42402W145348

P038/P000 BURN 1149 N41492E167180
--------- --------- ------------5/6
7
8
Explanation:
Column 1 ETP indicator.
Column 2 Airport pair.
Column 3 Estimated time enroute (ETE) from the POD to the ETP with all
engines operating.
Column 4 Distance from the POD to the ETP.
Column 5 Wind component from the ETP to the rearward ETP airport
(KSFO on the first line)in this case, plus nine knots (tailwind).
Column 6 Wind component from the ETP to the forward ETP airport
(PACD on the first line)in this case, minus 28 knots (headwind).
Column 7 Total fuel burn from the POD to the ETP. Most formats
generally round off this value to the nearest hundred pounds (for example,
0536 on the first line is 53,600+ pounds). Other available formats display
this value to the nearest pound.
Column 8 The ETP coordinates.
The following output is representative of the second or third ETP calculation method.
RJAA-PACD
DIST
2093
DIST
TIME
04.03
TIME
BURN
1274
BURN
LAT/LONG N36402 E168210
AVG W/C RJAA M012 TO PACD
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1620
02.54
0575
P080
-LINE
-LINE
-LINE
-LINE
-LINE
1
2
3
4
5
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Specifying Airports
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).
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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.
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Example:
02 POD XXXX,4136,10409,FL350
Explanation: This example applies a user-defined airport followed by an in-flight start altitude
of 35,000 ft.
Example:
02 POD KPDT,FL390
Explanation: For airports stored in the JetPlan Navigation Database, enter the ICAO or IATA
identifier followed by the in-flight start altitude. Here, an in-flight start is applied at Pendleton
(KPDT) at 39,000 ft.
Example:
02 POD PDT,K1,FL370
Explanation: To specify a NAVAID that is collocated at an airport, use the ARINC 424
alphanumeric method of identification. Here, the in-flight start begins at the Pendleton VOR,
K1, using a flight level of 37,000 ft.
Example:
02 POD BILLO,P,FL360
Explanation: You can also specify a NAVAID that is located over some known route
structure, such as an OTS. Use the ARINC 424 alphanumeric method of identification for the
NAVAID. Here, an in-flight start is applied using the waypoint, BILLO, from the Hawaiian
Track structure R-464 at an altitude of 36,000 ft.
Running In-Flight-Start ETP Flight Plans

This section describes the in-flight start flight plan with an engine-out cruise mode. Two
different techniques exist to output one engine-out and two engine-out performance data. The
first technique invokes the Driftdown option. (For more information, see Chapter 22,
Overwater Driftdown and Terrain Analysis.) The second technique requires an in-flight start
flight plan.
NOTE JetPlan considers a one engine-out ferry flight plan as a normal plan, using
an aircraft data file with one engine-out climb and cruise data. JetPlan has many
corporate and transport generic aircraft data files with one engine-out data. In
addition, JetPlan has some transport generic aircraft data files with two engine-out
data.
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The following steps illustrate how to run optimized flight plans from the ETP to the rearward
and forward ETP airports.
1. Run a flight plan from the POD to the POA, specifying ETP airport pairs
that meet operational requirements (weather, NAVAID availability, runway
length, and so on). The following inputs are representative of a flight plan
from KJFK to EGLL using sequential ETP airports.
Example:
01 OPTIONS FP
02 POD KJFK/CYHZ/CYYR/BIKF/EINN,TX1200
03 POA EGLL
06 ROUTE P//P
07 HOLD,ALTERNATE/DIST 30,EGSS
08 ETD 0200
09 PROFILE I
10 A/C TYPE/REGN D30M/N12345 or CADB entry $345/
11 CRUISE MODE M82,M82
12 PRFM INDEX F *
13 OPERATIONAL WT 270000 *
14 PAYLOAD 75000
16 POD OR POA FUEL A2000,I
17 MAX FUEL 243000 *
18 CLIMB FUEL,TIME,DIST *
19 DESCENT FUEL,TIME,DIST *
NOTE Items with an asterisk are not required if a CADB file is used (for example,
$345/).
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2. From this flight plan, determine the following items for the ETP in-flight
start flight plans:
The ETP coordinates constitute the POD (in-flight start point).
The POD elevation is the cruise altitude at the ETP.
The POA is one of the diversion airports.
Determine the in-flight start ETD by adding the enroute time to the
ETP to the original flight plan ETD.
Specify the appropriate cruise mode. The most common one engineout cruise mode is 1LE (one less engine). The most common two
engines-out cruise mode is 2LE (two less engines).
Determine the POD fuel by subtracting the fuel burn to the ETP
from the takeoff fuel.
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3. Run the first in-flight start flight plan:

Example:
01 OPTIONS FP
02 POD ETPX,5028,03807,FL330
03 POA BIKF
06 ROUTE D//D
07 HOLD,ALTERNATE/DIST <ENTER>
08 ETD 0506 (original flight plan ETD plus ETE to the
ETP)
09 PROFILE I
10 A/C TYPE/REGN M1LE/N12345 or CADB entry $345/
11 CRUISE MODE 1LE (use the designated one or two
engine-out cruise mode)
12 PRFM INDEX F *
14 PAYLOAD 75000
16 POD OR POA FUEL D64500 (fuel remaining at ETP)
17 RESERVE 0 *
18 CLIMB FUEL,TIME,DIST BIAS *
19 DESCENT FUEL,TIME,DIST BIAS *
NOTE If a CADB file is used (for example, $345/), items with an asterisk are not
required.
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4. After receiving the first in-flight start flight plan, run the second in-flight
start flight plan, specifying the other diversion airport as the POA.
Example:
01 OPTIONS FPR
02 POD ETPX,5028,03807,FL330
03 POA CYYR
06 ROUTE D//D
07 HOLD,ALTERNATE/DIST <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 *
14 PAYLOAD 75000
16 POD OR POA FUEL D64500
17 RESERVE 0 *
18 CLIMB FUEL,TIME,DIST BIAS *
19 DESCENT FUEL,TIME,DIST BIAS *
NOTE If a CADB file is used (for example, $345/), items with an asterisk are not
required.
5. The generic aircraft data file, M1LE, is embedded in the D30M load,
supporting use of the Driftdown (DRFT/DRFTX) feature with the D30M
load. The M1LE generic load is selected since the D30M does not have a
1LE cruise mode. Customer Service can provide a list of corporate and
transport generic aircraft data files with one engine-out and two engines-out
cruise modes.
6. Flight plans can be run for each ETP airport pair in a similar manner.
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Taxi Fuel
Taxi Fuel
The following sections discuss options for entering information about taxi fuel.
Taxi Parameters in the Customer Databases

The CADB includes three parameters that affect the inclusion of taxi fuel:
TX Taxi fuel flow (lbs/hr)
DT POD taxi fuel weight
AT POA taxi fuel weight
When the CADB record is specified in the flight plan request, the DT and AT parameters
apply a specific amount of fuel (by weight) to your flight plan.
The CADB parameter TX affects flight planning only when a taxi time amount is specified.
Taxi time is specified through the parameters TO (AVE Taxi Out Minutes) and TI (AVE Taxi
In Minutes) in the Customer Airport Database. If the correct combination of aircraft and
airports is specified in your flight plan request, these parameters initiate a taxi fuel amount in
the flight plan output.
The amount of fuel derived from the TX parameter in the CADB (together with the TO and TI
parameters in the Airport Database) override the DT and AT parameter values.
NOTE The CADB TX parameter also works in coordination with the taxi-in and taxiout data sets in the City Pair Fleet Database and the Airport Fleet Database. For
information, see Chapter 27, Aircraft Fleet Database and Chapter 32, City Pair
Fleet Database.
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Taxi Fuel
Ad Hoc Taxi Fuel

You can use the POD and POA command lines to add taxi fuel to your flight plan requests.
You can enter the taxi fuel value in weight or time.
NOTE
Ad hoc taxi fuel overrides any parameter setting in your customer databases.
NOTE Many different output formats provide separate taxi fuel information in the
fuel block summaries of flight plans. Other formats embed taxi fuel in other totals. If
you want taxi fuel totals output on a separate fuel summary line, you can change your
output format to one that does show this information. You can also have a taxi fuel
line added to your output format. Contact your Jeppesen account manager for more
information.
To enter the taxi fuel value in weight, enter the TX option on either the POD or POA line or
both. Include the weight value immediately after the option. Depending on your weight
measure preferences, the value you enter is in pounds or kilograms.
Example:
02 POD KLAS/KLAX/KSFO,TX1200
Explanation: Include 1200 pounds taxi-out fuel.

Example:
03 POA PHNL/PHTO/PHTO,TX400
Explanation: Include 400 pounds taxi-in fuel.
NOTE As a rule, JetPlan subtracts taxi-out fuel from the total fuel before takeoff.
JetPlan considers taxi-in fuel as extra fuel carried to the POA.
To enter the taxi fuel value in minutes, enter the TXT option on either the POD or POA line or
both. Include the time in minutes immediately after the option.
Example:
02 POD KSFO,TXT12
Explanation: Include 12 minutes of taxi-out fuel
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Taxi Fuel
Example:
03 POA KMAN,TXT14
Explanation: Include 14 minutes of taxi-in fuel
Adding the Taxi-Out Value to the ETD

The TXA option enables you to add the taxi-out value to the ETD time specified in the flight
plan request. The ETD used in the flight plan calculation is then the taxi-out time + ETD.
If you do not enter a taxi-out value in the flight plan request, JetPlan looks in the customer
databases for a taxi-out value to use. See Taxi Parameters in the Customer Databases on
page 84.
When TXA is specified and taxi-out is a non-zero value, the following information is added to
the RMK/ field in the filing strip: TAXI#####, where ##### is the taxi time in minutes (for
example, 30) or, if needed, in hours and minutes (0130).
To add the taxi-out time to the ETD in the flight plan request, type TXA on the POD line.
Example:
02 POD KSFO,TXA
03 POA KMAN
Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD
used in the flight plan computation. The taxi-out time is then added to the value entered for the
ETD. Because no taxi-in or taxi-out time is specified in the flight plan request, JetPlan
determines the values based on what is stored in the customer databases.
Example:
02 POD KSFO,TXT16,TXA
03 POA KMAN,TXT11
Explanation: Instruct JetPlan to add the taxi-out time (16 minutes) to the ETD to determine the
actual ETD to be used in the flight plan computation. Request a taxi-in time of 11 minutes.
The taxi-out and taxi-in time values entered on the flight plan request override any taxi-in and
taxi-out values stored in the customer databases.
Example:
02 POD KSFO,TXA
03 POA KMAN,TXT8
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Taxi Fuel
Explanation: Instruct JetPlan to add the taxi-out time to the ETD to determine the actual ETD
to be used in the flight plan computation. Request a taxi-in time of eight minutes. Because no
taxi-out time is specified in the flight plan request, JetPlan determines the value based on what
is stored in the customer databases. The taxi-out time is then added to the value entered for the
ETD. The taxi-in time entered on the flight plan request overrides any taxi-in value stored in
the customer databases.
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Takeoff Alternate
Takeoff Alternate
The Takeoff Alternate is an EU-OPS compliant feature that enables you to specify one
alternate, in IATA or ICAO format, on the POD command line.
Example:
02 POD EGLL,ALT=LGW
- or 02 POD EGLL,ALT=EGKK
To validate whether the entered takeoff alternate meets EU-OPS requirements, JetPlan:
Determines the total distance from the POD to the takeoff alternate. JetPlan
does this using a sequential checklist that searches first in the Alternate
Database (which stores either the Route Database distance or the userspecified distance) and then by performing a great circle distance check.
Determines if the total distance from POD to takeoff alternate is less than
the maximum allowable distance based on the engine-out true airspeed
(EA1) specified in the ETP database (a subsection of the CADB).
Determines the setting of the ETOPS approval time parameter (ET in the
ETOPS database), which then implements a time factor of one or two hours,
depending on that parameter entry. A non-entry (blank or zero) provides for
a one-hour factor at engine-out cruise speed. A time parameter entry of 60
minutes to 180 minutes provides for a two-hour factor at engine-out cruise
speed.
Displays the takeoff alternate data (format-dependent).
Prints a warning message at the bottom of the flight plan if a takeoff
alternate is not specified or if it is not within the maximum allowable
distance.
Uses the engine-out flight level (EM1) set in the ETP database (a subsection
of the CADB).
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C HAPTER 4
Restricted Area
Commands

Overview
Overview
JetPlan allows you to define an area along the intended, or generally expected route of flight as
restricted airspace through the use of the RST option and Restricted Area command line.
Application of this feature forces JetPlan to generate a route that avoids the defined restriction.
A restricted area may be defined at the time of flight plan creation or predefined for future and
continued use.
There are two types of user-defined restricted areas: delineated boundary and common route
structure element. A delineated boundary is created by the demarcation of a region through the
use of coordinate values. Elements of common route structure that may be used to define
restricted areas include FIR/UIR boundaries, airways, and navaids.
In addition, delineated boundary restricted areas can be stored in the Restricted Area Database
for use at any time, as flight requirements dictate (see Chapter 37, Restricted Area
Database.).
NOTE The restricted area functionality invoked by the RST option command and
the 4D Avoid and Alert restrictive airspace functionality are two separate and distinct
features. For information on the 4D Avoid and Alert feature, see Chapter 5, 4D Avoid
and Alert Restrictive Airspaces.
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Using the RST Option

To apply a restricted area input to a flight plan, you must first invoke the RST option in the
flight plan request. The RST option is entered on the 01 OPTIONS command line anywhere
after the FP command (for example, FP,RST or FP,LP,AW,RST).
When entered without any further qualifying information on the Options command line, the
RST option tells JetPlan to prompt you for a restricted area input later (on the 05
RESTRICTED AREA line). At this prompt you may input either a delineated boundary, a
common route structure element, or a record from the Restricted Area Database. If needed,
you may even enter multiple inputs (excluding the delineated boundary type).
Example:
01
02
03
05
06
OPTIONS FP,LP,RST
POD EDDF
POA LIRA
RESTRICTED AREA (Single Input or Multiple Inputs)
ROUTE J
You may also enter a restricted area input on the Options command line immediately after the
RST option. However, this input must be of the predefined variety (database file name or
common route structure element), and only one input is allowed here. You may not enter a
delineated boundary type of input on the Options command line. To add a restricted area input
on the Options command line, enter RST, followed by a slash (/) and the file or element input.
The slash after RST is required (RST/XAVD1).
Example:
01 OPTIONS FP,LP,RST/XAVD01
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Delineated Boundaries
There are two techniques for defining delineated boundary restricted areas. The first is to
demarcate a polygonal area using coordinates as corner points. The other is to define a circular
region by providing a coordinate and a radius distance. In either case, each coordinate must be
expressed as a number set with latitudinal and longitudinal values.
User-de lineated Restricted Are as
Polygonal Areas
Circu lar Area
The following rules apply to restricted area inputs of the delineated boundary type:
A delineated boundary may be either a polygonal or circular area.
A polygonal area is composed of three to five sets of coordinates.
Coordinates must be input in a manner similar to connecting points
on a piece of paper, with no lines crossing and the area enclosed.
A circular area is composed of a single coordinate followed by a
radius distance. The radius must be specified in nautical miles and
have the letter, R, appended.
All coordinate sets must be expressed as four-digit latitude and fivedigit longitude values. South latitude and East longitude entries
must be prefixed with a minus sign (-), or the letters S and E
respectively. A prefix may be omitted for the North latitude and
West longitude entries (these hemispheres are accepted as default).
However, you may prefix these coordinates with a plus sign (+), or
the letters N and W respectively.
Example:
Explanation: The restricted area is the four-sided polygon created by the coordinate sets
identified.
01
02
03
05
OPTIONS FP,CS/JD123,CPT/J SMITH,DSP/D JONES,RST

POD MMUN
POA LFPG
RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000
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Example:
Explanation: The restricted area is a one hundred mile radius around the coordinate point
identified.
01
02
03
05

POD MMUN
POA LFPG
RESTRICTED AREA N5700,W01000,100R
Restrictions By Route Structure Element

There are three elements of route structure which may be used to define a restricted area:
FIR/UIR boundaries, airway segments, and navaids. Using a FIR or UIR as a restricted area
input allows you to avoid an entire airspace region, while specifying an airway segment or a
NAVAID as a restricted area allows you to avoid the identified route structure element.
When using a route structure element as a restricted area input you must explicitly identify the
element by prefixing the input with a code that identifies the type of element you are entering.
The following table shows each element type, its required prefix, and a description of the input
value.
Table 4-1
Route Structure Elements
Element
Prefix
Input Description
FIR/UIR
XIR=
Charted FIR/UIR
identifier
Ex. XIR=LIMM
Airway Segment
AW=
Nav1 AirwayID Nav2

Ex. AW=DQO J75 GVE
Navaid
CP=
Charted NAVAID
identifier
Ex. CP=KOKSY or
CP=CTL
Route structure elements as restricted area inputs are typically entered on the Options
command line, immediately after the RST option (RST/prefix=element input). While this
method saves time, it does limit the input to only one restricted area entry.
You may enter route structure elements as inputs on the Restricted Area command line. This
method allows you to enter multiple restricted area inputs if needed.
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FIR/UIR Examples
The examples below demonstrate the use of airspace regions as restricted area inputs. Two
examples are given; one shows a restricted area input on the Options command line, the other
shows a restricted area input on the Restricted Area command line.
NOTE Extraneous command line inputs are omitted for brevity (for example, POD,
POA, and so on).
Example:
Explanation: (Options command line) This example defines the Switzerland UIR boundary as
the area to be avoided.
01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XIR=LSAS
Example:
Explanation: (Restricted Area command line) This example defines the Milan, Italy UIR
boundary as the area to be avoided.
01
02
03
05
06

POD EDDF
POA HECA
RESTRICTED AREA XIR=LIMM
ROUTE J
Airway Examples
When defining an airway restriction, you must define an airway segment. This is done by
entering a begin and an end point on the airway you wish to avoid using charted NAVAID
identifiers. Enter the option, AW=, followed by the NAVAID that marks the start of the
airway segment, the airway identifier/name, and finally the NAVAID that marks the end of the
airway segment. Separate each identifier with a blank space. Do not enter a comma between
these entries.
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The examples below demonstrate the use of airways as restricted area inputs. Two examples
are given; one shows a restricted area input on the Options command line, the other shows a
restricted area input on the Restricted Area command line.
POA, and so on).
Example:
Explanation: (Options command line) This example defines the airway segment between
Konan and Nattenheim on UL607 as restricted. Notice that a blank space separates the
NAVAID and airway identifiers, not a comma.
01 OPTIONS FP,RST/AW=KONAN UL607 NTM
06 ROUTE J
Example:
Explanation: (Restricted Area command line) This example defines the airway, UB4, between
Rolampont and Chatillon, as restricted.
01 OPTIONS FP,RST
05 RESTRICTED AREA AW=RLP UB4 CTL
06 ROUTE J
Airway Altitude Restrictions

You may restrict certain altitudes on a particular airway by including the altitude restriction
option on your airway restriction input. This type of restriction instructs JetPlan to test two
routes (generate two flight plans). The first flight plan uses the route that includes the defined
airway segment, but at an altitude above or below the altitude restriction. The second plan uses
the route that avoids the defined airway segment altogether. JetPlan prints the plan that
provides the optimum results (based on your preferred performance index: fuel, time, or
money).
To add an altitude restriction to the airway restriction option, enter a slash (/) at the end of the
defined airway restriction, followed by the prefix, FL=, and the altitude range you wish to
avoid. The altitude range input follows standard flight level syntax, except that a dash ( - )
separates the two flight level inputs rather than a comma.
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Example:
Explanation: This example defines an airway restriction on UB4 (same as previous example),
but with a specific altitude restriction (330 to 370). The possible outcome of this input is a plan
that includes the airway, UB4, with a flight level above or below the specified avoid range; or
a plan that avoids UB4 between the points, RLP and CTL.
01 OPTIONS FP,RST
05 RESTRICTED AREA AW=RLP UB4 CTL/FL=330-370
06 ROUTE J
Checkpoint Examples
The examples below demonstrate the use of checkpoints as restricted area inputs. Two
examples are given; one shows a restricted area input on the Options command line, the other
show a restricted area input on the Restricted Area command line.
POA, and so on).
Example:
Explanation: (Options command line) This example defines the Frankfurt NAVAID, FFM, as
a restricted overfly point.
01 OPTIONS FP,RST/CP=FFM
06 ROUTE J
Example:
Explanation: (Restricted Area command line) This example defines the Honiley NAVAID,
HON, as a restricted overfly point.
01 OPTIONS FP,RST
05 RESTRICTED AREA CP=HON
06 ROUTE J
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Customer Route Database Considerations

When using a Customer Route Database (CRDB) file as your route input, be careful not to
specify a restricted area input that conflicts with the stored route.
If you are going to create a flight plan request in which a CRDB file and a restricted area are
both applied as the route input and the route restriction input respectively, there is a possible
conflict to consider. A problem arises when a route structure element within the CRDB file (a
NAVAID or airway) matches a route structure element named as a restricted area input.
The conflict is the opposing logic between the two inputs you are supplying JetPlan. On the
one hand, you are saying, give me the route stored in this CRDB file. On the other, you are
saying be sure to avoid this route structure, even if it is part of the stored route data. If the
element you wish to avoid is part of the route you are supplying JetPlan, an error occurs.
For example, consider the following inputs.
Example:
01 OPTIONS FP,RST/CP=FFM
06 ROUTE RT/RTE1
If the CRDB input, RTE1, includes the checkpoint you wish to avoid, FFM, an error message
is generated.
This is due to the fact that there is no dynamic route selection when using a CRDB file as your
route input. JetPlan, in this case, can only deliver a route based on the information stored in the
CRDB file. If the stored information includes the NAVAID or airway you wish to avoid, then
an obvious conflict exists.
The same can be said for FIR/UIR restricted area inputs too. If the submitted route file is
designed to traverse the FIR/UIR named as a restricted area, an error occurs.
To alleviate this type of conflict, you must remove the restricted area input or select another
CRDB file; one that does not contain the named restriction.
NOTE When using a restricted area input and the Route command line input,
RT/ALL, the same conflict is possible. However, if the file selected as the optimum
route contains the defined restriction (the route element you wish to avoid), only a
warning banner is produced (no error message is generated).
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Applying Restricted Area Database Files

Restricted Area Database files may be applied to a flight plan request (standard or scheduled)
on either the Options command line or the Restricted Area command line.
NOTE This section does not consider the creation or maintenance of Restricted
Area Database files. To create or manage such files, see the Customer Restricted
Area Database chapter.
If you wish to enter a Restricted Area Database file name after RST on the Options command
line, you may enter only one. Be sure to separate the option from the input value with a slash
(/).
Example:
Explanation: A single Restricted Area Database file name is entered after the RST option on a
standard flight plan request.
01 OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST/XNAT1
Example:
Explanation: A single Restricted Area Database file name is entered after the RST option on a
schedule flight plan request.
01 OPTIONS SC,FLT,JFK-LHR,DRFT,RST/XNAT1
You may enter one or more database file names on the Restricted Area command line.
NOTE
For multiple inputs, see the next section below.
Example:
Explanation: A single Restricted Area Database file name is entered on the Restricted Area
command line.
01
02
03
05
OPTIONS FP,RCC,CS/JD123,CPT/S SMITH,DSP/R JONES,RST

POD MMUN
POA LFPG
RESTRICTED AREA XNAT1
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Applying Multiple Restricted Areas

If you wish to enter more than one restricted area input in a flight plan request, you must use
the Restricted Area command line only. Multiple inputs may not be entered on the Options
command line.
Multiple restricted area entries can include any combination of database file names and route
structure elements. Each entry in a multiple input must be separated by a comma.
NOTE You may not enter more than one delineated boundary input (the type that is
defined by coordinate sets).
Example:
Explanation: Multiple database file names are entered on the Restricted Area command line.
01
02
03
05
OPTIONS FP,RST
POD MMUN
POA LFPG
RESTRICTED AREA XAVD1,XAVD2
Example:
Explanation: Multiple inputs, including a FIR/UIR boundary, are entered on the Restricted
Area command line.
01
02
03
05
OPTIONS FP,RST
POD MMUN
POA LFPG
RESTRICTED AREA XIR=LECM,XAVD1,XAVD2
NOTE
You may enter up to five FIR entries.
Example:
Explanation: Multiple airway/altitude restrictions are entered on the Restricted Area command
line.
01 OPTIONS FP,RST
05 RESTRICTED AREA AW=ONL J114 SNY/FL=200-370,AW=AVE J6 HEC/FL=310370
06 ROUTE J
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Omitting a Restricted Area Input
Omitting a Restricted Area Input

When working with stored or previously computed flight plans that contain restricted area
inputs, you may enter the option, NORST, on the Options command line to prevent or cancel
the application of that input. In other words, when computing or recomputing a plan that
includes a restricted area input database file name, route structure element, or delineated
boundary you may supersede that input by adding the NORST option.
This may be entered on the Options command line after the FP, FPR, LD or LDR commands.
With the NORST option, the 05 RESTRICTED AREA prompt is suppressed. If for some
reason this does not suppress the 05 RESTRICTED AREA prompt, or if you forget to enter
this option, you may enter NONE as your input at the prompt and continue to the next
question.
Example:
01 OPTIONS FPR,NORST
or
01
02
03
05
OPTIONS FP
POD MMUN
POA LFPG
RESTRICTED AREA NONE
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C HAPTER 5
4D Avoid and Alert

Restrictive Airspaces

Overview
Overview
NOTE The 4D Avoid and Alert restrictive airspace functionality and the restricted
area functionality are two separate and distinct features. The restricted area
functionality is invoked by the RST option. For information on the RST option
command, see the Restricted Area Commands chapter in the Jetplan User Manual.
This chapter provides information on the JetPlan 4D Avoid and Alert feature. This feature
governs 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
A restrictive airspace alert is provided for each segment of the route

of a completed flight plan that is determined to incur at least one
restrictive airspace with an avoidance level of Avoid or Notify. To
display such alerts, you need either a flight plan format that supports
alerts or an interface that automatically displays them. For more
information on these requirements, contact your Jeppesen account
manager.
Customer
Controlled Avoid
and Alert (CCAA)
Database
As mentioned above, the JetPlan 4D Avoid and Alert feature requires

the existence of customer recordsboth in the CCAA Database and
in source restrictive airspace databases. These databases are discussed
in detail in the following sections.
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Overview
The remainder of this chapter covers the following topics:

The Customer
Controlled Avoid
and Alert (CCAA)
Database and the
source restrictive
airspace
databases
These database records contain information relative to the avoidance

levels of restrictive airspaces. The CCAA Database is a prerequisite
for the 4D Avoid and Alert feature. See Understanding the CCAA
Database on page 107.
The JetPlan 4D
Avoid and Alert
flight plan options
These options invoke the restrictive airspace avoid and alert

functionality. See Working with the 4D Avoid and Alert Flight Plan
Options on page 118.
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Understanding the CCAA Database

NOTE This section presents an overview of the CCAA Database and how it
supports the Avoid and Alert flight plan options. For complete information on creating
and maintaining CCAA Database records, see the JetPlan.com Help file for the CCAA
Database.
The CCAA Database allows users to create and manage records that reference pre-defined
restrictive airspace records residing in several different source restrictive airspace databases.
The pre-defined restrictive airspace records contain data originating in sources such as an
ARINC 424 extract, customer-provided source, or an online electronic service (for example,
organized track updates or customer or vendor-provided turbulence forecasts). For this reason,
these databases are referred to as source restrictive airspace databases. Records in the source
restrictive airspace databases are referred to as referenced records, and records in the CCAA
Database are referred to as referencing records.
While the CCAA Database does not allow you to alter restrictive airspace records stored in
source restrictive airspace databases, you can set and modify the following two important
parameters in the referencing CCAA Database records:
Avoidance Level
JetPlan uses the avoidance level to determine how to treat the

referenced restrictive airspace when computing a flight planas an
Avoid or Notify airspace or as an airspace that can be ignored.
Special Customer
Airspace Type
(SCA Type)
The SCA Type is a unique, user-defined value. You can use the SCA
Type to invoke an ad hoc override of a restrictive 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.
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Creation of the Initial CCAA Database

NOTE For step-by-step procedures on creating and maintaining the CCAA
Database, see the JetPlan.com Help file.
A customer-appointed authorized user is required to invoke a special procedure to initially

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

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

The following terms are used throughout this chapter to describe types of restrictive airspace:
Special Use
Airspace (SUA)
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A government-managed airspace stored in the Generic Restrictive

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

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

Organized Track Restrictive Airspace Database.
Jeppesen
Turbulence
Airspace
An airspace for which there is forecasted turbulence.
Flight Information
Region/Upper
Information
Region Airspace
(FIR/UIR)
An airspace formed by the boundaries of a FIR or UIR.
Geopolitical
Country Boundary
An airspace formed by the boundaries of a country.
Avoid-Level
Airspace
An airspace for which the referencing CCAA Database record has an

avoidance level of Avoid.
Notify-Level
Airspace

avoidance level of Notify.
Ignore-Level
Airspace

avoidance level of Ignore.
Source Restrictive Airspace Databases

The following source restrictive airspace databases are referenced by records in the CCAA
Database.
NOTE Only the User-Defined Restrictive Airspace Database can be modified. The
other databases are read-only.
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Generic Restrictive Airspace Database

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

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

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

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

The Geopolitical Country Restrictive Airspace Database is included in the suite of JetPlan
navigational databases provided to you by Jeppesen. This database contains airspaces defined
by geopolitical country boundaries.
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Updates
Geopolitical country boundary data is derived from 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.
User-Defined Restrictive Airspace Database

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

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

A given CCAA Database record is uniquely defined by its Restrictive Airspace (RSA) Tag.
The RSA Tag is made up of (from left to right):
The ICAO code (two characters)
The restrictive type (one character)
The restrictive airspace designation (up to ten characters)
The multiple code (optional one character)
For example, WXUHURIRENE_1 is an RSA Tag, where WX is the ICAO code, U is the
restrictive type, HURIRENE is the restrictive airspace designation, and 1 is the multiple code.
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The RSA Tag in a CCAA Database record acts as a reference to an airspace that has the same
tag and that is stored in one of the source restrictive airspace databases. Interfaces such as
JetPlan.com take advantage of this relationship by enabling you to view a particular CCAA
Database record and also the source restrictive airspace record that it references. You can view
any of the parameters stored for the referenced airspace, such as vertical and lateral
boundaries, operational times, start and end effectivity, and so on.
The ICAO Code in the RSA Tag

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

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

reference SUA records in the
Database have a blank default
SCA Type value.

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

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

CCAA Database references to
NAT and PACOTS restrictive
airspaces is Avoid.
AUSOTS restrictive airspaces is
Notify.
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Table 5-1
Default SCA Types and Avoidance Levels in CCAA DB Records (continued)
Referenced Source
Database Records
Turbulence Restrictive Airspace
Database Records
Default SCA Types

reference records in the
Database have a default SCA Type
value of JTA.

reference records in the
level value determined by the
avoidance level.
For Turbulence Restrictive
Airspace Database records, the
restrictive airspace type is always
set to the turbulence intensity
level, which is a number between 0
and 9.For information on the
mapping of airspace-type to
avoidance-level in your Customer
Preference Database, contact your
FIR/UIR Restrictive Airspace

Database Records
Each CCAA Database record that

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

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

information region
Geopolitical Country Restrictive
Airspace Database Records
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Each CCAA Database record that

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

Geopolitical Country restrictive
airspaces is Ignore. To use these
restrictive airspaces in GCAN and
GCAA flight plans, change the
default avoidance level in the
appropriate CCAA Database
record to Avoid or Notify.
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Table 5-1
Default SCA Types and Avoidance Levels in CCAA DB Records (continued)
Referenced Source
Database Records
User-Defined Restrictive Airspace
Database Records
Default SCA Types

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

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

NOTE For step-by-step procedures on modifying CCAA Database records, see the
JetPlan.com Help file.
An authorized user can, at any time, set or change the value for the SCA Type in a CCAA
Database record using JetPlan.com. This is significant because the SCA Type can be used to
override the avoidance level of certain airspaces on a specific flight plan request.
In addition, an authorized user can change the avoidance level in a CCAA Database record
using JetPlan.com. The avoidance level determines how JetPlan treats a restrictive airspace
with regard to optimizing and validating routes and vertical profiles and issuing alerts.
Once you change an avoidance level in a CCAA Database record, that avoidance level remains
unchanged when the associated airspace record in the source restrictive airspace database is
subsequently updated. The same concept applies to the SCA Type. For example, assume that
you have a CCAA Database record that has the RSA Tag K2R2601A and an avoidance level
of Avoid. This CCAA Database record references a source record with the same RSA Tag in
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the Generic Restrictive Airspace Database. If you change the CCAA Database 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.
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Working with the 4D Avoid and Alert Flight Plan Options
Working with the 4D Avoid and Alert

Flight Plan Options
This section describes the 4D Avoid and Alert flight plan options and how they are used in
flight planning.
NOTE The CCAA Database must contain records before you can use the 4D Avoid
and Alert flight plan options. See Creation of the Initial CCAA Database on
page 108. See also the CCAA Database and User-Defined Restrictive Area Database
Help files in JetPlan.com.
Understanding the 4D Avoid and Alert Flight Plan

Options
The JetPlan 4D Avoid and Alert Functionality is activated and influenced by the following
flight plan options:
CCAA
This option invokes the 4D Avoid and Alert functionality. When

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

specified, JetPlan allows both avoid and notify-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, or FIR/UIR
airspaces to be traversed when determining an optimum route and
profile. Alerts must be posted for each such traversal. Alerts for
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traversal of avoid-level airspaces must be distinguishable from alerts

for traversal of notify-level airspaces. For more information, see
Using the CCAA, CCAAN, and CCAAF Options on page 120.
NOTE CCAA and CCAAN apply to SUAs, user-defined airspaces, Jeppesen

turbulence airspaces, and FIR/UIR airspaces but not to organized track or geopolitical
country airspaces. See Using the ORTRKA and ORTRKN Options on page 124 and
Using the GCAA and GCAN Options on page 125.
CCAAF
This option invokes 4D Avoid and Alert functionality, using a finer

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

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

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

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

country airspaces. This option allows countries with an avoidance
level of Avoid or Notify when determining an optimal route and
profile, but generates an alert for each such traversal. The GCAN
option can be used with or without the CCAA or CCAAN option.
GCAN
Options that may be used in combination with CCAA or CCAAN:

AVDERR
This option invokes Avoid Error messaging functionality, which

includes specific information about avoid-level airspace incursions in
error messages when applicable. For details, see Using the
AVDERR Option on page 126.
EXSS
This option invokes Except SIDS/STARS functionality, which allows

certain exceptions for SIDS and STARS traversing SUAs. For details,
see Using the EXSS Option on page 126.
EXCD
This option invokes Except Climb and Descent functionality, which

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

system to qualify the route as needing 4D avoidance before
computing an optimized route with 4D in effect. For details, see
Using the CCAAQ Option on page 127.
NOTE AVDERR and CCAAQ are also customer preferences. See Understanding
4D Avoid and Alert Customer Preferences on page 132.
All of the options summarized above are described in more detail in the following sections.
Using the CCAA, CCAAN, and CCAAF Options

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

The CCAA option invokes the 4D Avoid and Alert functionality, with full avoidance of avoidlevel SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. In
addition, alerts are generated for incursions of notify-level SUAs, user-defined airspaces,
Jeppesen turbulence airspaces, and FIR/UIR airspaces. Organized track restrictive airspaces
are not considered.
In the JetPlan command-line interface, the input for the CCAA option is as follows:
01 OPTIONS FP,CCAA
When the CCAA flight plan option is invoked, any SUAs, user-defined airspaces, Jeppesen
turbulence airspaces, or FIR/UIR airspaces can impact (1) 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
The airspace has no impact on the flight plan computation or flight

plan output. JetPlan ignores the restrictive airspace.
Notify-Level
Airspace
The airspace has no impact on the flight plan computation. JetPlan

generates an alert for each segment of the flight plan that incurs the
airspace.
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Avoid-Level
Airspace
JetPlan responds as follows to restrictive airspaces with an avoidance

level of Avoid:
When determining an optimum route. JetPlan avoids the
airspace in the most optimal manner (laterally by route or
vertically by profile), depending on the capacity of the aircraft
and on the restrictive airspaces operational time, its effective
status, and its lateral, upper, and lower boundaries.
NOTE If, for a given flight plan computation, it is not possible to determine a route
and profile that successfully avoid all of the relevant avoid-level SUAs, user-defined
airspaces, Jeppesen turbulence airspaces, or FIR/UIR airspaces, JetPlan returns an
error.
When the user defines the route using the Specific Route
Selector (SRS), that route is subjected to vertical profile
optimization. If one or more route segments of that route are
then determined to incur the restrictive airspace, an alert is
issued for each combination of segment and airspace.
When the user requests customer route optimization, then each
customer route is subjected to vertical profile optimization. If,
for a given customer route, one or more route segments of that
route are determined to incur the restrictive airspace, the entire
route is eliminated from consideration as the optimum route. If
for a given flight plan computation, all customer routes are
eliminated because each incurs at least one airspace with the
avoidance level of Avoid, JetPlan returns an error.
When the user requests a specific customer route, that route is
subjected to vertical profile optimization. If one or more route
segments of that route are then determined to incur the
restrictive airspace, an alert is issued for each combination of
segment and incurred airspace.
Using the CCAAN Option

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

01 OPTIONS FP,CCAAN
This command invokes the 4D Alert functionality, alerting on all incursions of avoid-level and
notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR
airspaces. Avoid-level restrictive airspaces are not avoided. Organized track restrictive
airspaces are not considered.
NOTE The CCAAN option overrides the CCAA option if both are entered on the
same flight plan request.
NOTE The CCAA/CCAAN options can be used with the ORTRKA/ORTRKN and
GCAA/GCAN options. See Using the ORTRKA and ORTRKN Options on page 124
and Using the GCAA and GCAN Options on page 125.
Using the CCAAF Option

The CCAAF option is intended for use when CCAA does not produce a reasonable flight plan
because of excessive avoid-level SUA or user-defined, Jeppesen turbulence, or FIR/UIR
airspace congestion anywhere along the route. When the CCAAF option is invoked, and direct
(D) routing has been specified on the flight plan, the route optimizer uses a finer lat/long grid
than is used when the standard CCAA or CCAAN option has been invoked.
The spacing of the fine lat/long grid is one half the size of the standard grid used with CCAA
flight plans. For example the standard grid is 1 degree latitude by 10 degrees longitude for an
east/west non-polar region. The fine grid for the same route would be degree latitude by 5
degrees longitude.
A good indication that CCAAF may be preferable to the CCAA option is when a large
deviation from the great circle route results with D routing and the CCAA flight plan option.
For example, because of the density of SUAs in Mexico, Arizona, and Southern California on
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the route from KDFW to KLAX, the CCAA option can result in the flight deviating north well
into Colorado and Utah or south into Mexico, depending on the weather. When the CCAAF
option is invoked, the route goes through New Mexico and Arizona.
NOTE Because the use of the fine grid generates so many possible segments for
evaluation, additional compute time is required. Very long flights may exceed the
capabilities of the system and produce a WETRAD error.
NOTE If you enter both the CCAA and the CCAAF commands on the same flight
plan request, the system uses the first command entered and ignores the second
command. Also, the CCAAN option always overrides both the CCAA and the CCAAF
option.
Using the ORTRKA and ORTRKN Options

The ORTRKA and ORTRKN options apply only to organized tracks airspaces. The impact of
the ORTRKA option on JetPlans treatment of organized track airspaces is the same as the
impact of the CCAA option on JetPlans treatment of avoid-level SUAs and user-defined,
Jeppesen turbulence, and FIR/UIR airspaces. Similarly, the ORTRKN option has the same
impact as the CCAAN option but applies only to organized tracks restrictive airspaces.
When required to avoid one or more organized track airspaces, JetPlan attempts to avoid them
either laterally or vertically, taking into account the effective times of the restriction. It is the
nature of such airspaces that lateral avoidance keeps the aircraft at least 60 nm from the
associated track.
In the JetPlan command-line interface, the input for ORTRKA is as follows:
01 OPTIONS FP,ORTRKA
This command invokes the 4D Avoid and Alert functionality, with full avoidance of organized
tracks airspaces. Other types of restrictive airspaces (SUAs, user-defined, Jeppesen turbulence
airspaces, and FIR/UIR airspaces) are not considered.
In the JetPlan command-line interface, the input for ORTRKAN is as follows:
01 OPTIONS FP,ORTRKAN
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This command invokes the 4D Alert functionality, alerting on all incursions of organized
tracks airspaces. No organized tracks airspaces are avoided. Other types of restrictive
airspaces (SUAs, user-defined, Jeppesen turbulence airspaces, FIR/UIR, and geopolitical
country airspaces) are not considered.
NOTE The ORTRKA/ORTRKN options can be used with or without the

CCAA/CCAAN options. See Using the CCAA, CCAAN, and CCAAF Options on
page 120).
Using the GCAA and GCAN Options

The GCAA and GCAN options apply only to geopolitical country airspaces. The GCAA
option avoids a country with the avoidance level of Avoid in the CCAA DB when determining
an optimal route and profile. The GCAN option invokes 4D Alert functionality for geopolitical
country airspaces. This option allows countries with an avoidance level of Avoid or Notify
when determining an optimal route and profile, but generates an alert for each such traversal.
The default avoidance level for geopolitical country airspaces is Ignore.
NOTE The GCAA/GCAN options can be used with or without the CCAA/CCAAN
options. See Using the CCAA, CCAAN, and CCAAF Options on page 120).
The impact of the GCAA option on 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
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This command invokes the 4D Alert functionality, alerting on all incursions of geopolitical
country airspaces. No geopolitical country airspaces are avoided. Other types of restrictive
airspaces (SUAs, user-defined, Jeppesen turbulence, FIR/UIRs, and organized tracks) are not
considered
Using the AVDERR Option

NOTE AVDERR is also available as a customer preference. When the preference is
enabled, AVDERR functionality applies to all CCAA flight plans automatically. See
Understanding 4D Avoid and Alert Customer Preferences on page 132.
As explained in Using the CCAA Option on page 121, if it is not possible to determine a
route that successfully avoids all restrictive airspaces that have an avoidance level of Avoid,
JetPlan returns an error. In this case, the general PUZZLE01 error message indicates only that
a valid route could not be found, given the flight plan inputs. No information about avoid-level
airspace incursions is provided. The AVDERR flight plan option is designed to provide such
information.
When the AVDERR flight plan option is invoked along with the CCAA option, JetPlan alerts
the user when JetPlan cannot find a valid route due to incursions of avoid-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. The system also lists
the specific route segment and airspace name for each incursion.
In the JetPlan command-line interface, the inputs are as follows:
01 OPTIONS FP,CCAA,AVDERR
NOTE When the EXSS flight plan option is invoked, SIDs and STARs are not
checked for incursions of SUAs, and thus, these incursions by SIDs and STARs do
not generate errors or alerts. See Using the EXSS Option on page 126.
Using the EXSS Option

It is not uncommon for a SID or STAR to traverse avoid-level SUAs or notify-level SUAs.
When the EXSS option is invoked with the CCAA or CCAAN option, standard CCAA and
CCAAN functionality applies except that JetPlan considers it acceptable for SIDS and STARS
to traverse SUAs. Therefore, alerts for traversal of SUAs are suppressed for any segment that
is part of a SID or STAR.
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01 OPTIONS FP,CCAA,EXSS
- or 01 OPTIONS FP,CCAAN,EXSS
Using the EXCD Option

When the EXCD option is invoked with the CCAA or CCAAN option, standard CCAA and
CCAAN functionality applies except that segments starting before Top of Climb (TOC) or
ending after Top of Descent (TOD) or that are part of a SID or STAR are not checked for SUA
incursions. Airspace incursion alerts are suppressed for any segments that meet one or more of
the following conditions:
The segment coincides with a SID or STAR (same functionality as for the
EXSS option; see Using the EXSS Option on page 126).
The segments initial fix occurs prior to but not at TOC.
The segments ending fix occurs after but not at TOD.
01 OPTIONS FP,CCAA,EXCD
- or 01 OPTIONS FP,CCAAN,EXCD
Using the CCAAQ Option

NOTE CCAAQ is also available as a customer preference. When the preference is
set, CCAAQ functionality applies to all CCAA flight plans automatically. See
Understanding 4D Avoid and Alert Customer Preferences on page 132.
When the CCAAQ flight plan option is invoked together with the CCAA option, the system
computes the route from the POA to the POD, looking for any avoid-level SUA, user-defined,
Jeppesen turbulence, or FIR/UIR airspace incursions. If even one such incursion occurs, the
system automatically reruns the flight plan as a CCAA plan.
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For city pairs for which the probability of one or more avoid-level SUA, user-defined airspace,
Jeppesen turbulence, or FIR/UIR airspace incursions by the optimum route/profile is less than
50% on a long-term basis for any given departure time/date, use of the CCAAQ option along
with the CCAA option can save significant computation time compared to use of the CCAA
alone. For the majority of flight plans, it saves the route selector from having to perform
unnecessary time consuming airspace avoidance computations for each candidate radial
within the optimization ellipse.
On the other hand, for city pairs for which the probability of one or more avoid-level SUA,
user-defined, Jeppesen turbulence, or FIR/UIR airspace incursions is greater than 50%, use of
the CCAAQ option along with the CCAA is not advised as it adds to the computation time for
the majority of flight plan computations compared to use of the CCAA option by itself.
In summary, the CCAAQ option is preferable as an add-on to the CCAA option for any given
city pair if it is determined that there is less than a 50% probability of one or more avoid-level
SUA, user-defined, Jeppesen turbulence, or FIR/UIR airspace incursions by the optimum
route for that city pair on a long-term basis.
CCAAQ is functional only when entered along with the CCAA flight plan option. It has no
impact when entered alone or with the CCAAN option.
Understanding the City Pair and City Pair Fleet Database

CCAAQ Parameters
The City Pair Fleet and City Pair Databases each contain a CCAAQ parameter. The value of
each parameter has the potential to influence the application of the CCAAQ option on flight
plan requests that include the CCAA option and the applicable city pair or city pair fleet
combination.
In both the City Pair Fleet and the City Pair Databases, the choices for the CCAAQ parameter
are:
Yes Ensures that the CCAAQ option is imposed whenever the CCAA
option and the city pair or city pair fleet combination are present in the flight
plan request.
No Ensures that the CCAAQ option is not imposed whenever the CCAA
option is in effect for the city pair or city pair fleet combination, unless the
CCAAQ option is explicitly invoked by the user on the flight plan request.
Unset (Default) The CCAAQ parameter has no influence.
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The City Pair Fleet Database has precedence over the City Pair Database. In other words, if the
CCAAQ parameter in the City Pair Fleet Database is set to No and the parameter in the City
Pair Database is set to Yes, then the effective value is No.
The CCAAQ City Pair and City Pair Fleet Database parameters are applied together with the
CCAAQ User Preference setting as follows:
If the CCAAQ flight plan option is specified in conjunction with CCAA (for
example, 01 OPTIONS FP,CCAA,CCAAQ, in command-line mode), then
the CCAAQ option is in effect, no matter what the settings are for the
CCAAQ parameters in the City Pair Fleet and/or City Pair Database records
and regardless of whether or not the CCAAQ preference is turned on.
If the CCAAQ flight plan option is not specified, but the CCAA option is
(for example, 01 OPTIONS FP,CCAA, in command-line mode), then the
CCAAQ option is in effect if one of the following conditions is met:
The CCAAQ parameter in the applicable City Pair Fleet Database
record is set to Yes.
- or The CCAAQ parameter in the applicable City Pair Database record
is set to Yes, and the CCAAQ parameter in the applicable City Pair
Fleet Database record is set to Yes or Unset.
- or The CCAAQ parameters in the City Pair and City Pair Fleet
Database records are not set, but the CCAAQ User Preference is
turned on.
Overriding an Avoidance Level on a Flight Plan

As described above, an airspaces avoidance level is determined by the avoidance level set in
its referencing CCAA Database record. If you are using a front-end GUI application such as
JetPlan.com or Jeppesen Dispatch Control, you can override this avoidance level for a given
flight plan request. JetPlan applies the ad hoc avoidance level during route optimization or
validation, regardless of the airspaces default avoidance level in its referencing CCAA
Database record.
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This ad hoc avoidance level override can be accomplished by any of the following means:
You can specify the restrictive airspaces by name (called Restrictive
Airspace Designation or AD in JetPlan.com).
You can specify SCA Types as defined and stored in CCAA Database
records. For each SCA Type specified, all referencing restrictive airspace
records in the CCAA Database with that SCA Type are impacted by the ad
hoc avoidance-level override.
You can specify a combination of restrictive airspaces by name and SCA
Type.
JetPlan applies the following precedence rules when ad hoc avoidance-level overrides are
specified in a flight plan request:
For a given airspace, an ad hoc avoidance-level override always takes
precedence over the avoidance level in the 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.
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As an example, the following graphic shows the Customer Controlled Avoid and Alert area
in the New Flight Planner in JetPlan.com. You can use this area to invoke 4D Avoid and Alert
options and enter ad hod avoidance levels. (Note that in this view, the SCA Type is
abbreviated as SCAT.)
Figure 5.1.
Customer Controlled Avoid and Alert Options in JetPlan.com
NOTE For more information, see the documentation for your front-end GUI
application or contact your Jeppesen account manager.
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Understanding 4D Avoid and Alert Customer Preferences
Understanding 4D Avoid and Alert

Customer Preferences
Settings for the following customer preferences can be used to customize the application of the
CCAA and CCAAN flight plan options. When the customer preference is enabled, the
specified functionality is applied automatically rather than having to be invoked on a flight
plan-by-flight plan basis.
NOTE Customer preferences are set by Jeppesen. For more information on these
preferences, contact your Jeppesen account manager.
NOTE As discussed in Overriding an Avoidance Level on a Flight Plan on

page 129, Customer Preference settings determine the default avoidance level for
each record in the CCAA Database. For more information, contact your Jeppesen
account manager.
4D Altitudes (4DALTS) Preference

The 4DALTS preference allows you to define the lowest cruise altitude used for eliminating
avoid restrictive airspaces. This speeds up CCAA computations by reducing the number of
avoid restrictive airspaces considered for a given flight plan. For example, when
4DALTS=290, the minimum cruise altitude to be considered by the 4D Avoid and Alert
function is FL290. You also have the option to specify minimum flight levels that apply within
the range of up to four separate, defined great circles. For example, you can set 4DALTS to
use FL050 within a great circle distance of 0 nm to 300 nm, FL150 within a great circle
distance of 301 nm to 1000 nm, and so on, up to four great circles.
AVDERR Preference
When the AVDERR preference is set, and the CCAA flight plan option has been invoked, the
system automatically behaves as if the AVDERR flight plan option has been submitted along
with the CCAA option.
For information on how AVDERR works, see Using the AVDERR Option on page 126.
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Understanding 4D Avoid and Alert Customer Preferences
CCAAQ Preference
When the CCAAQ preference is set, and the CCAA flight plan option has been invoked, the
system automatically behaves as if the CCAAQ flight plan option has been submitted along
with the CCAA option.
For information on how CCAAQ works, see Using the CCAAQ Option on page 127.
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Understanding 4D Avoid and Alert Error Messages
Understanding 4D Avoid and Alert Error

Messages
When a user specifies a route on a CCAA flight plan (for example, an SRS or company route),
alert messages provide information about any incursions of avoid or notify-level SUAs, userdefined airspaces, Jeppesen turbulence airspaces, and FIR/UIR airspaces. Similarly, for a
CCAAN flight plan, alert messages provide information about any incursions of avoid or
notify-level SUAs, user-defined airspaces, Jeppesen turbulence airspaces, and FIR/UIR
airspaces. Each alert message contains the following information:
The avoidance level of the airspace that has been incurred.
The start and end point of the route segment that has incurred the airspace.
Information on the airspace, including a one-character code for the source
restrictive airspace database (G for Generic, U for User-Defined, J for
Turbulence, F for FIR/UIR, P for Geopolitical Country).
The RSA Tag for the airspace.
Repetition of the restrictive airspace designation and the multiplier code
from the RSA Tag to make it easier to find in case the user wants to use it
for an ad hoc override of the airspaces default avoidance level. See
Overriding an Avoidance Level on a Flight Plan on page 129.
For example, the following is an example of an alert message for an incursion of a notify-level
airspace by a customer-entered route:
Segment MEDOG ABAPO incurs alert airspace GEGD203_____B:203_____B
SENNYBRIDGE
In the alert message above:

G signifies that the source database is the Generic Restrictive Airspace
Database (the airspace is an SUA).
EGD203_____B is the RSA Tag.
The ICAO code is EG.
The restrictive type is D, the restrictive airspace designation is 203_____,
and the multiple code is B.
Note that the restrictive airspace designation and multiple code (203_____B) are repeated
after the colon.
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Understanding 4D Avoid and Alert Error Messages
The following is an example of an alert message for an incursion of an avoid-level restrictive

airspace by a customer-entered route. The User-Defined Restrictive Airspace Database is the
source database, and, again, the airspace designation is repeated after the colon.
Route incurs avoid-level restrictive airspace:
Segment SLANY MALOT incurs avoid airspace UJKPTEST0:TEST0 TEST
For a description of the RSA Tag, see Understanding the Contents of CCAA Database
Records on page 112.
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C HAPTER 6
Route Commands
Route Commands
About Route Commands

JetPlan provides the following methods for selecting a route. Each route-selection method
supports the ultimate goal of producing a flight plan. The methods vary to some degree in
approach and application. This chapter focuses on how each method is used.
Route Optimizer
This is JetPlans traditional route selection method. Your inputs (or

lack thereof) are the tools that control the route selection process. The
Route Optimizer works with both dynamic and non-dynamic
inputs. A dynamic route input is one that entrusts the system to
determine and deliver the missing pieces of the routing puzzle. A
non-dynamic route input is one that dictates the route each step of the
way. Routes are generated using the JetPlan Navigation Database as
the source of airway and waypoint information. The Route Optimizer
can be used alone or combined with the Specific Route Selector to
produce the precise routing that meets your needs.
Specific Route
Selector (SRS)
The SRS allows complete control of the route. Unlike the Route
Optimizer, the SRS requires input of the full route. Using Jeppesen
syntax, you can specify a customer route from POD to POA. The SRS
can also be used in conjunction with the Route Optimizer to produce
combination routes. The source of navigational information for the
SRS is the Jeppesen Aviation Database (JAD), which uses the
ARINC 424 standard.
Customer Route
Database (CRDB)
This is another non-dynamic route input method because you enter a

user-defined CRDB record name to use a pre-stored route when the
flight plan is computed. Before you can use a CRDB record, you must
first create the desired route using one of the route selection tools
mentioned above. When satisfied with the route, you can save it to the
CRDB for subsequent recall and application in your flight plan
requests.
Coded Departure
Route (CDR)
Database
Coded Departure Routes are predefined alternate routes for flying

between city pairs when a user-preferred route is not available due to
weather or traffic constraints. Coded departure routes are complete
routes from departure to arrival, including terminal procedures. The
FAA maintains coded departure routes and publishes an updated list
of the effective coded departure routes every 56 days. Each record in
the Customer Coded Departure Route Database is a duplicate of a
coded departure route stored in the generic NavData Coded Departure
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Route Database, which is replaced every 56 days. You can enter the
coded departure route record name to use the pre-stored route when
the flight plan is computed.
The following sections cover each of the above route selection tools in detail.
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Route Optimizer
Route Optimizer
The Route Optimizer is both the simplest and the most complicated means of entering a route
input on the JetPlan system. The simplicity shines in its dynamic ability to provide a route
with a minimum of inputs. The complexity comes with the routing concepts and syntax rules
you must apply to make the inputs you do enter valid and effective. You can let the Route
Optimizer do the work for you, or limit its dynamic abilities by providing more inputs. This
section explains how to use this flight planning tool.
The Route Optimizer enables you to apply complete route optimization, partial route
optimization, or no route optimization to your flight plans. Each is defined below.
Complete Route
Optimization
Defined as a route created without user input. This no-input method

allows the Route Optimizer to dynamically determine the route based
solely on the POD and POA entries.
Partial Route
Optimization
Defined as a route that is controlled to some degree by the users

inputs. This method still allows the Route Optimizer to dynamically
determine the route, but the user has provided constraints that must be
followed. For example, you could choose to limit the route to airways
only, overflight of a particular waypoint, ATC preferred routing, or
something more complicated.
No Route
Optimization
Defined as a route that is controlled every step of the way by the user.
Though the Route Optimizer is designed to dynamically determine a
route based on a minimum of inputs, you can instruct it to use the
course you determine by specifying each waypoint along the way.
The Navigation Database and Route Areas

How you achieve the route optimization level of your choice depends on your inputs and the
sphere of operation in which a flight is to be flown. The Route Optimizers source of
navigational information is the JetPlan Navigation Database. This database, which is
originally derived from the Jeppesen Aviation Database (JAD), separates the world into
logical route areas for flight planning purposes. There are five different land mass areas
(labeled as Areas 1 through 5) and one overwater area (Area 0) within this database.
The following list is a breakdown of the major countries or land masses defined as route areas
in the JetPlan Navigation Database:
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Area 1
Alaska, Canada, Greenland, United States, Mexico, Central America,

Caribbean, and northern South America.
Area 2
Europe (up to and including Western Russia), Africa, and most of the
Middle East.
Area 3
South America (with the exception of that portion of South America

covered by Area 1).
Area 4
Part of the Middle East, China, South East Asia, Japan, Philippines,
Indonesia, Malaysia, Australia, New Zealand, Guam, South Pacific
Islands, Eastern Russia.
Area 5
Hawaiian Islands, Iceland, and Azores.
Area 0
All areas not covered under areas 1 through 5, including overwater

areas. Further, all airports defined by latitude/longitude coordinates
are considered to be in Area 0. (For more information, see Chapter 3,
Point of Departure and Point of Arrival Commands.)
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The map below provides a rough overview of the defined route areas in the JetPlan Navigation
Database.
Figure 6.1.
Navigation Database Route Areas
The JetPlan Navigation Database uses three altitude route structures:

High Altitude
The high-altitude route structure is used the default information for

all flight plans. However, two subset options are available for various
altitude restrictions.
Low Altitude (LA)
The low-altitude (LA) option provides worldwide low-altitude route

structure. For regions of the world that do not have separate low and
high-altitude structures, the low-altitude option uses the same route
structure as the high-altitude option.
Mid Altitude (MA)
The mid-altitude (MA) option provides a hybrid high/low-altitude

route structure over Europe (Area 2) for flight planning between
FL200 and FL245. This structure is needed to handle the different
altitudes that countries in Europe use to separate low and high altitude
airspace.
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You can use only one of the three (high, mid, or low) options per flight plan request. For
information on the application of the LA and MA subset options, see the following sections in
this chapter and Chapter 2, Option Commands.
NOTE You can use SRS inputs or the CRDB to accommodate unique flight planning
situations not covered by standard Route Optimizer inputs. These options are
discussed later in this chapter.
JetPlan Defined Route Types

There are a variety of route types you can use when applying Route Optimizer concepts. They
include the following:
Optimized Routes
Optimized routes are dynamically calculated routes that use wind

direction and speed to come up with the best path. Depending on the
aircrafts general course of flight, the Route Optimizer attempts to
either maximize a tailwind or minimize a headwind. Optimized routes
are based on the following:
The best combination of airways or direct segments between
NAVAIDS. This type of optimizing (within navigational route
structure) is referred to as Nav Optimized routing.
The best available airways (high, mid, or low altitude
navigational route structure). This type of optimizing (airway
structure only) is referred to as Airway Optimized routing or
simply as Airways.
The navigational route structure used in either of these route
optimization types may vary, depending on the altitude option
used (high, mid, or low).
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Route Optimizer
The best latitude/longitude direct route. This type of optimizing

ignores the JetPlan Navigation Database, meaning that
NAVAID and airway structure is irrelevant. It is often referred
to as random routing, but this manual refers to it as Direct
routing.
NOTE Do not be confused or misled by this manuals use of the term Direct. With
regard to the Route Optimizer, the term Direct is used in two contexts:
- A route segment of sufficient length to allow the route optimization algorithms to
determine the optimal route (winds and temperatures are factored into the equation).
- A route segment too short to be thought of as anything other than a direct route. The
segment is sufficiently short so as not to be changed by any optimization algorithms.
Published
Organized Track
Structures
Organized track structures (OTS) include: the dynamic (changing

daily) North Atlantic (NATS) routes, Pacific (PACOTSincludes
Northern Pacific Tracks as well as the Flex Tracks for Hawaii to and
from Japan) routes, and Australian (AUSOTS) routes.
CRDB Records
CRDB route records apply to the Route Optimizer only, in the sense
that they can be created using the Route Optimizer.
Time-Restricted
Airway
JetPlan considers the availability of a time-restricted (daily or

weekly) airway, based on the Estimated Time of Arrival (ETA) over a
window waypoint. In addition, JetPlan has two options that override
this capability: AX and NX. Either option is applied on the Options
command line after the FP entry, as follows:
AX allows the Route Optimizer to consider routes normally not
available due to time restrictions associated with one or more
segments.
NX prevents JetPlan from considering any time-restricted
airway that would normally be available for flight planning
based on an ETA over a window fix.
National Route
Program (NRP)
NRP refers to the FAA National Route Program, which allows flights
operating at or above FL290 within the conterminous U.S. to
participate in minimum time/cost routes without restrictions (free
flight). Although NRP plans do not require route inputs for the typical
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U.S. domestic flight, some coordination may be necessary if using

NRP for the U.S. portion of an international flight plan. For more
information, see National Route Program (NRP) Option on
page 199.
Non-Restrictive
Routing (NRR)
Routes
NRR refers to the FAA Non-Restrictive Routing program, which

applies to flights operating at or above FL350 (configurable) within
the conterminous U.S. NRR allows the flexibility and increased
efficiency of point-to-point navigation, rather than requiring flights to
traverse existing airway structures such as Jet airways. Two levels of
NRR service are available: High Altitude Redesign (HAR) and Pointto-Point (PTP). For additional information on these two NRR service
levels, including setup requirements, see Non-Restrictive Routing
on page 202.
Applying Route Inputs General

NOTE For information about route input limits, see Route Input Limits on
page 182.
The Route Optimizer provides three route segments for your inputs: the Departure Area
Routing (RTD) segment, Overwater Area Routing (RTW) segment, and the Arrival Area
Routing (RTA) segment. This design was created to meet the needs of intercontinental flight
while complying with the design of a navigational database that separates data into specific
route areas.
For example, if you are flying from Area 1 to Area 2 (see the picture above) and you want to
apply some sort of control over the route, the RTD segment allows you to enter navigational
fixes within the area of your departure airport, the RTW segment allows you to enter some sort
of transition routing over the Atlantic Ocean (for example, a North Atlantic Track), and the
RTA segment allows you to enter navigational fixes within the area of your arrival airport.
The three segments combined provide the input fields necessary to develop a route between
two airports for almost any flight plan. In many cases, only one route input segment (RTD) is
necessary because many flights never leave the departure airport route area.
The following paragraphs describe the RTD, RTW, and RTA segments in more detail:
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RTD
Departure Area Routing The RTD segment is used to navigate route

structure within the same route area as the Point-of-Departure. It is
the only route segment necessary if the flight stays within the same
route area (the POD and POA are in the same area-of-coverage). It
can also be used to enter specific route constraints for departure area
routing on intercontinental flights (from one route area to another).
RTW
Overwater Area Routing The purpose of the RTW segment is to

control the route transiting between non-zero route areas (1 through
5), or any other Area 0 routing (for example, Organized Track
Structures, latitude-longitude coordinates, and so on).
RTA
Arrival Area Routing The RTA segment is used to navigate route

structure within the same route area as the Point-of-Arrival. This
route segment is required any time the arrival airport is in a route area
that differs from the departure airport route area. It also applies any
time inputs are made to the RTW segment.
NOTE JetPlan accepts all three segments of inputs on one Route command line (06
ROUTE). Each segment is separated by forward slashes for example, 06 ROUTE
RTD input/RTW input/RTA input. If it is necessary to continue a route input to the next
computer screen line, a comma is entered before the entry does a line wrap.
JetPlan-Defined Flight Plan Types and the Route Segment

Inputs
The following paragraphs describe the JetPlan flight plan types and how they relate to the
RTD, RTW, and RTA route segments.
Domestic Flight
Plans
As it applies to the Route Optimizer, JetPlan defines a domestic flight

plan as one in which the POD and POA are in the same route area (for
example, Area 1 to Area 1), not the same country. Even if the POD
and the POA are both in Area 0 (overwater area), the flight plan is
still defined as domestic because the origination and termination
occur within the same JetPlan logical area. In either case, an RTD
route input is generally necessary (unless nav optimization is desired,
in which case no inputs are made). The RTW and RTA segments do
not need to be entered at all, unless the flight plan is transitioning
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from one area to another (international flights) or using preferred

routes or canned tracks (see Domestic Flight Plans with Three Route
Segment Inputs below).
Domestic Flight
Plans with Three
Route Segment
Inputs
There are times when a domestic flight plan uses the three route
segments (RTD/RTW/RTA) rather than the single segment normally
used, despite having a POD and POA in the same route area. You
specify RTD, RTW, and RTA inputs when you want to use one of the
following RTW input types:
A published preferred route
A JetPlan canned route
An Area 0 waypoint or a latitude-longitude coordinate set
International Flight
Plans
International flight plans are defined as those plans that originate in

one JetPlan route area and terminate in another JetPlan route area (for
example, flights from North America to Europe). When a flight plan
transits the Atlantic, Pacific, or any other Area 0 region, JetPlan
clearly regards this as transiting three areas: the POD route area, the
overwater route area, and the POA route area. In this case, you
generally have to specify route inputs for the RTD and RTA. If one or
more Area 0 waypoints or latitude-longitude coordinate sets are to be
included in the route input, then an RTW segment must also be
specified.
If coordinates are used to define either the POD or the POA, then
JetPlan recognizes this point to be in Area 0. Specific rules must be
followed to define the route correctly for the computer.
Route Input Segments Basic Structure

If you want to let the Route Optimizer determine the entire route without constraints (complete
route optimization), then no route segment inputs are necessary. The Route Optimizer either
determines the route dynamically or provides an error message suggesting further user
intervention in the form of route inputs.
Assuming that some sort of user control (input) is to be applied to the route, it may not be
necessary to apply inputs to all three route segments, as in the case of flights within a single
route area.
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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)
RTD and RTA Segments Input Types

The RTD and RTA route segments allow the same types of input and require the same syntax.
The following route entry types and syntax rules apply to the RTD and RTA segments.
Jet Airways (J)
You must enter the J option if you want to ensure that the Route
Optimizer looks for airway routing throughout the flight. The J option
must be entered only once, and it must be the first entry on the RTD
or RTA segment. If the J option is applied anywhere but in the first
position, you can expect a flight plan error at best or an invalid route
at worst. When using both the RTD and RTA input segments, there is
no requirement to use the J option on both segments unless you
expressly want airways in both route areas. When the J option is used,
the Route Optimizer discriminates against improper use of one-way
airways.
Victor Airways (V)
You can use the V option in place of the J option to designate a low
altitude airway request. The rules for the V option are the same as for
the J option.
NOTE You must specify the low altitude navigation database (LA option) on the
Options command line to use Victor airways properly.
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Direct Segments
(D)
The D option instructs the Route Optimizer to ignore navigational

route structure and fly an optimized direct route between the points
specified (whether that be enroute waypoints or airport pair). This
option can be placed in any position on the RTD or RTA segment,
except in front of the J option. When used together with the J option,
the D option always overrides the airway requirement to perform the
direct routing for that portion of the flight specified, before reverting
back to airway routing. For example, if a direct segment is required
from a departure airport to a nearby NAVAID, and airways are
otherwise desired for the majority of the flight, then the opening input
on the RTD segment is J,D followed by any other valid entry.
The following syntax rule apply: the D option is entered as the last
entry on the RTD segment and the first entry on the RTA segment
when waypoints are specified on the RTW segment. This type of
input solidifies the transition into and out of Area 0. There are some
instances where this input method is not necessary, but it is generally
a good idea to follow this procedure, as it ensures a smooth transition.
If airways are required after the RTW segment, then you must begin
your RTA input with J followed by any other valid entry.
The only exception to the practice of ending an RTD input (or
beginning an RTA input) with D or J,D is when an international track
code is used on the RTW segment. In this case, the D only interferes
with the track selection process. International track codes are JetPlan
inputs that access the best airway from a set of Organized Track
Structures (A or Z for the NATs, OW or OE for the PACOTS, and so
on).
Preferred Routes
(P)
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In conjunction with the North Atlantic Tracks, ATC preferred routes

are available to and from selected airports in North America. The P
option can be used on the RTD or RTA segment to access these
preferred routes. Entering P alone, or with specific preferred route
waypoint connections, picks up the preferred North American Routes
(NARs) in Area 1. Used in the same manner as the J option, the P
option is generally the first input on the segment, although there are
cases where it can be entered as the second entrybut only after a J
input (J,P). Entering J,P instructs the Route Optimizer to ignore the
non-common portion of the NAR and instead fly airways. Using the P
option as an input on flights in other parts of the world (not related to
the NATs), generates an error at best or produces an invalid route at
worst. Also, do not use the D option with the P option.
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Route Optimizer
Waypoints can be entered on the RTD and RTA input segments in

two different ways. You can enter the charted ID of the waypoint
(usually a two- to five-character input) or enter the JetPlan threecharacter ID (an internal code). Normally, internal IDs are only used
to clarify confusion between two similarly identified points (see
Waypoint Ambiguity (RTD/RTA) on page 152).
Waypoints
NOTE
When entering the above input types, apply the following rules:
- All route entries for the RTD and RTA segments must be separated by commas with
no spaces in between (for example, J,D,OVR,HVQ,ALB or P/Z/J,LND,KOK).
- A comma must never be the last item for an RTD or RTA input.
Waypoint Identification (RTD/RTA)

The Route Optimizer is designed to perform all flight planning computations using the JetPlan
Navigation Database. Since this database contains waypoints available around the world, it is
very important that each waypoint has a unique identifier. For example, the NAVAIDS for
Manchester, England and Muscat, Oman have the same identifier (MCT). Thus, a unique
identifier for each is assigned (MCT for Manchester and M2B for Muscat).
Since the Route Optimizer performs all computations using the JetPlan internal identifier for
each waypoint, it would seem practical to use these internal IDs when entering your route
inputs. However, trying to determine what internal ID to use for each waypoint can be
cumbersome. For this reason, the Route Optimizer accepts waypoint entries by both the
charted and the internal identifiers. In fact, using charted identifiers for waypoint input is both
acceptable and recommended. This practice saves you time in the long run, because JetPlan
can scan your input, determine the identifiers location, and convert it to the internal ID faster
than you can.
The following rules apply to the input of charted and internal waypoint identifiers. These rules
apply only to entries on the RTD or RTA input segments (route Areas 1 through 5).
Charted Identifiers
These are generally two to five-character inputs. What you find on the
navigational chart is what you enter. Navaids are typically two or
three-character inputs (for example, CH, DVR, and HVQ), while
compulsory (CRP) and non-compulsory reporting points (NCRP) are
typically five-character inputs (for example, BRADD, KANNI, and
WHALE).
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Internal Identifiers
These are three or four-character inputs.These identifiers are typically

composed of the elements listed in the following table.
Table 6-1 Internal Identifiers
Identifier Composition
Examples
Alphanumeric characters
FQF,TNP,AVE,T90, F41
Period
PU.
Hyphen (often referred to as a dash)
HL-
Waypoint External Output (RTD/RTA)

JetPlan prints out the charted name of a waypoint in the flight plan output. For example, the
four-character internal identifier ADSM prints out as ADSAM, which is a waypoint on the
Arctic track NCA ALFA. The three-character internal identifier C1R prints out as the twocharacter identifier CH.
Waypoint Ambiguity (RTD/RTA)

As mentioned above, one of the aspects of using charted identifiers for your waypoint inputs is
the fact that, occasionally, some waypoints within the same route area have the same
identifiers. For example, CH is the identifier for both the Cheung Chau VOR in China and the
Christchurch VOR in New Zealand. Both are in the same JetPlan route area (Area 4).
Knowledge of the JetPlan internal identifiers for these waypoints would be helpful because
each internal ID is unique. However, this is not always practical. Sometimes you only know
what you have in front of you, which are the names on the charts. Entering the charted name in
this situation could cause problems because the Route Optimizer cannot determine which
identifier you want. This is referred to as waypoint ambiguity.
If faced with waypoint ambiguity, JetPlan attempts to automatically resolve the problem by
selecting the waypoint closest to the route of flight.If automatic waypoint resolution fails, you
can try the following:
Lat/Long
Approximation
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Specify a latitude/longitude coordinate in parentheses, approximate to

your waypoint, next to the waypoint input. Use the Route Optimizer
rules for latitude-longitude input. This technique forces JetPlan to use
the charted waypoint identifier closest to the specified coordinates.
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Nearby Waypoint
Specify another waypoint near the waypoint causing the ambiguity.

This additional waypoint needs to be on your intended route of flight.
Internal Identifier
Specify the internal identifier of the waypoint. Because JetPlan

assumes that all waypoint identifiers entered in a flight plan request
are charted names, you must enter a left parenthesis before the
internal waypoint name. This facilitates the waypoint file search.
Example:
06 ROUTE J,(CH-
RTW Segment Input Types

The RTW route segment allows you to navigate in Area 0. There are several types of RTW
inputs and all are specific to the RTW segment only. None of the input types listed for the
RTD or RTA segments are allowed on the RTW segment. The following input types and rules
apply to the RTW route input segment.
Latitude/Longitude
Coordinates
The Route Optimizer recognizes user-defined latitude/longitude

coordinates on the RTW segment only. Coordinates can be entered in
a different ways. The standard Route Optimizer method is given
below:
Latitude is entered as a four-digit input; two digits define
degrees, and two digits define minutes (ddmm).
Longitude is entered as a five-digit input; three digits define
degrees, and two digits define minutes (dddmm).
South and East coordinates must be prefixed with a minus sign
(-) to differentiate these coordinates from North and West
coordinates.
A comma must separate the latitude from the longitude and a
coordinate set from any other RTW entry.
Example:
D/3800,17000,3900,18000,4000,-17000,4000,-16000/D
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Other latitude-longitude entry methods are taken from the Specific

Route Selector tool. However, these methods do work with the Route
Optimizer. The following paragraphs describe these methods:
Latitude can be entered as a two-digit (dd) or a four-digit
(ddmm) input, depending on whether you want to express a
minutes value. If the minutes value is a non-zero value, enter a
four-digit input. If not, then simply enter the two-digit degree
value.
Longitude can be entered as a three-digit (ddd) or a five-digit
(dddmm) input, depending on whether you want to express a
minutes value. If the minutes value is a non-zero value, enter a
five-digit input. If not, then simply enter the three-digit degree
value.
All coordinates must be prefixed with the single letter
designating the hemispherical location of the coordinates (N, S,
E, or W).
Commas between latitude and longitude are not necessary.
However, you must separate one coordinate set (latitudelongitude combination) from another with either a comma or a
space.
Example:
D/N38W170 N39W180 N40E170 N40E160/D or
D/N3830W17000,N39W180,N4015E17000,N3950E16000/D
International Track
Codes
You can invoke access to certain Organized Track Structures (OTS)

by entering JetPlan international track code. The code you enter
instructs the Route Optimizer to determine the optimal track from the
set of tracks available for the given POD/POA combination. For more
information about international track codes and the associated
Organized Track Structures, see International Planning Organized
Track Structures on page 164.
The Route Optimizer and SID/STAR Application

The Route Optimizer selects a SID or STAR provided the following conditions are met:
A SID/STAR transition is part of the optimized route.
The SID/STAR identifier is loaded in the navigation database.
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If an optimized route does not print out a SID or a STAR, then you may have to specify a
transition waypoint to pick up the SID or STAR. If a SID or a STAR is not loaded in the
navigation database, contact Jeppesen Customer Service to have it loaded.
NOTE The Route Optimizer considers a SID or a STAR 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.
Using Route Proof

You can use the Route Proof (RP) command as a planning tool to determine the following:
Operational validity of the route
Necessary route input changes
Where to make user-specified altitude (profile) changes
Where to make user-specified cruise mode changes
To use Route Proof, enter FP,RP on the Options command line, and then enter the rest of the
flight plan request inputs (for example, POD, POA, RTD/RTW/RTA, and so on). Route Proof
prints out the route of flight and ground distances based on your route inputs.
NOTE Using the JetPlan shortcuts simplifies the Route Proof process. See Flight
Plan Shortcuts on page 54 in Chapter 2, Option Commands.
Once the route is proven satisfactory, you can build the desired flight plan request, using the
information gathered from the Route Proof. Start by typing all of the necessary command
inputs after FP on the Options command line, and then make changes to the other inputs, if
necessary. Type GO at any point if the plan is ready to be calculated.
The following example illustrates a Route Proof request, a follow-up Route Proof request that
modifies the route entry, and a final plan (long version) with all of the desired commands and
options, including a profile change.
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Example:
Explanation: The following is the original route proof request.
01
02
03
06
07
08
09
10
11
14
16
OPTIONS FP,RP
POD WIII/WBSB/RPMM/RCTP/RJFK,TX800
POA RKSI
ROUTE J
HOLD,ALTERNATE/DIST 30,RKSM
ETD 0100
PROFILE I
A/C TYPE/REGN $N123
CRUISE MODE LRC
PAYLOAD 50000
Example:
Explanation: The following is the follow-up route proof request with route modification (FPR
is the Flight Plan Reload command).
01
02
06
07
OPTIONS FPR
POD @6 or @06
ROUTE J,LBG
HOLD,ALTERNATE/DIST GO
Example:
Explanation: The following is the final, complete flight plan request.
01 OPTIONS FPR,ETOP,DRFT,CS/JD123,CPT/S RAWLUK,DSP/T MURPHY
02 POD @909 PROFILE I,330,35010 A/C TYPE/REGN GO
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Applying Route Inputs Domestic Planning

As stated above, domestic flight plans originate and terminate within the same JetPlan route
area. Even if the POD and the POA are both in Area 0 (the overwater area), the flight plan is
still in one area. In either case, an RTD input is generally necessary, except in the case of pure
nav optimization (no inputs). RTW and RTA inputs are not necessary unless overflying one or
more Area 0 waypoints or using preferred routes or canned tracks.
NOTE This section applies the general route input concepts described previously by
including more concrete examples. To keep the examples as realistic and
understandable as possible, actual inputs are used, including departure, arrival, and
waypoint identifiers. In addition, route areas are noted to help clarify the reason
certain entries are made.
Optimized Direct Routing

If you want to request the best direct route without regard for NAVAID or airway structure,
then enter the D input type. This provides the best latitude/longitude direct route. For
predominantly east/west routes, it is based on calculations at every 1 degree of latitude and 10
degrees of longitude. In other words, a computer-generated waypoint, in latitude-longitude
format, prints every 10 degrees of longitude. For predominantly north/south routes, it is based
on calculations at every 5 degrees of latitude and 1 degree of longitude.
You can specify direct routes between an airport pair or between enroute waypoints. As more
overfly waypoints are specified, the Route Optimizer capability is diminished.
NOTE In a zero wind scenario, direct routing is roughly equivalent to great circle
routing.
Example:
Route explanation: Optimum direct (D) route from KLAX to KJFK.
02 POD KLAX
03 POA KJFK
06 ROUTE D
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Route Optimizer
Example:
Route explanation: Nav optimize to DAG, fly direct from DAG to LVZ, and then nav optimize
to POA. JetPlan prints out the SID or STAR, if either are loaded in the database.
02 POD KLAX
03 POA KJFK
06 ROUTE DAG,D,LVZ
NAV Optimized Routing

Any route input, or lack of route input, that does not specifically select a direct segment (D) or
airways (J) automatically produces nav optimization. A nav-optimized route is one that looks
at the navigational structure to produce the best combination of airways or direct segments
between NAVAIDS. To nav optimize, withhold all route inputs as shown in the example
below.
Example:
Route explanation: Nav optimize from POD to POA (no route input).
02 POD KSFO
03 POA KJFK
06 ROUTE <ENTER>
Airway Optimized Routing

If you want to request the best airway route, then enter the J input type. This selects the
optimal route based on the best combination of jet airway routes available. To consider RNAV
routes, specify RN on the Options command line (you can also use an aircraft from the
Aircraft Database that has the RNAV parameter turned on). To avoid RNAV routes, specify
NORN on the Options command line.
Example:
Route explanation: Fly jet routes from POD to POA.
02 POD KSFO
03 POA KJFK
06 ROUTE J
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Nav Optimized Routing Between Specific Waypoints

You can request a nav optimized route while overflying specific waypoints. Enter one or more
waypoints as part of the route input. JetPlan nav optimizes between the waypoints as long as
the J input is not specified, and the D input is not placed between waypoints. As the number of
overfly waypoints increases, Route Optimizer capability decreases.
Example:
Route explanation: Nav optimize the entire flight, but overfly LIN and LVZ.
02 POD KSFO
03 POA KJFK
06 ROUTE LIN,LVZ
Airway Optimized Routing Between Specific Waypoints

You can request airway routing while overflying specific waypoints. Enter the J input and one
or more waypoints as part of the route input. JetPlan airway optimizes between waypoints as
long as airway structure exists between them and as long as the D input is not entered to
disrupt this type of request. As the number of overfly waypoints increases, Route Optimizer
capability decreases.
Example:
Route explanation: Fly airways from POD to POA, but overfly TIGRA, KRK, TRL, and SIT.
If jet routes do not connect all of these points, then an error occurs.
02 POD EDDM
03 POA HECA
06 ROUTE J,TIGRA,KRK,TRL,SIT
Domestic Planning All 3 Route Segments

There are times when a domestic flight plan uses all three route input segments
(RTD/RTW/RTA) rather than the single segment (RTD) normally used, despite being in the
same JetPlan route area. This is effectively the same as entering international route inputs.You
specify three route segments when an Area 0 input (RTW input) is necessary.
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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
Applying Route Inputs International Planning

As stated, international flight plans originate in one JetPlan route area and terminate in another
(for example, flight plans from North America to Europe or Asia to North America). When a
flight plan transits the Atlantic, Pacific, or any Area 0 region, JetPlan deems this a three area
transition: the POD area, the overwater area, and the POA area.
NOTE This section applies the general route input concepts described previously by
including more concrete examples. To keep the examples as realistic and
understandable as possible, actual inputs are used, including departure, arrival, and
waypoint identifiers. In addition, route areas are noted to help clarify the reason
certain entries are made.
Because general syntax rules for the Route Optimizer apply equally to both the
domestic and the international route entries, detailed review of the different types
of route entries would be redundant here. Therefore, only specific differences from
domestic inputs and examples are explained below.
Optimized Direct Routing

You can request the best direct route between the POD route area and the POA route area,
without regard for navigational structure. The following paragraphs cover specifying direct
routes when planning international flights.
POD and POA

Example:
Route explanation: In this example, a direct route is entered on a flight from Honolulu (Area 5)
to Calgary (Area 1). All published route structure is ignored. Note that a non-entry on the
RTW segment (blank RTW) is the same as a D on the RTD or RTA.
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02 POD PHNL
03 POA CYYC
06 ROUTE D//D
Enroute Waypoints
Example:
Route explanation: In this example, direct segments are entered between waypoints in Area
1on a flight from New York (Area 1) to London (Area 2). With the exception of the entered
waypoints, all published route structure is ignored. Note that a non-entry on the RTW segment
(blank RTW) is the same as a D on the RTD or RTA.
02 POD KJFK
03 POA EGLL
06 ROUTE D,ACK,D,YHZ//D
Overwater Waypoints
Example:
Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from
PHNL to ZIGIE, from ZIGIE into the overwater area, direct (no input) for the overwater area
to TOU in Area 1, and direct from TOU to CYYC. Note that no input on the RTW segment is
the same as a D on the RTD or RTA.
02 POD PHNL
03 POA CYYC
06 ROUTE D,ZIGIE,D//D,TOU,D
Directs between overwater waypoints (Area 0 fixes) are implied, as the following example
illustrates.
Example:
Route explanation: The inputs instruct the Route Optimizer to calculate direct segments from
EINN to 52N015W, from 52N015W to 54N030W, from 54N030W to SCROD, and from
SCROD to CYYR. The additional route examples portray variations of the same RTW input.
Note that an implied direct (D) exists between every entry on the RTW segment.
02 POD EINN
03 POA CYYR
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06 ROUTE D/5200,01500,5400,03000,SCROD/D
or
06 ROUTE D/N52W015 N54W030 SCROD/D
or
06 ROUTE D/N52W015,N54W030,SCROD/D
Nav Optimized Routing

You can request the optimal routing based on the best combination of jet airways or direct
segments between NAVAIDS. A non-input on the RTD and RTA segments instructs the
Route Optimizer to nav optimize in both route areas (the POD route area and the POA route
area). If the route crosses an overwater area (Area 0) between the POD and the POA route
areas (more than just the transition between the two route area land masses), JetPlan selects an
optimized direct route across the overwater area. Note that no input on the RTW segment is
the same as a D on the RTD or RTA.
Example:
Route explanation: Route nav optimizes from POD through Area 1, optimizes direct across the
North Atlantic, and then nav optimizes through Area 2 to the POA.
02 POD KJFK
03 POA EDDF
06 ROUTE <ENTER> (no entry made)
In addition, when planning an international flight, a nav-optimized route can be selected for
one route area, POD or POA, while the other route area has various route inputs.
For example, if jet airway or direct routing is desired for the POA route area only, then omit
any RTD or RTW inputs.
Example:
Route explanation: Same as the previous example, except that the Route Optimizer now uses
jet airways to the POA (through Area 2 only).
02 POD KJFK
03 POA EDDF
06 ROUTE //J
Airway Optimized Routing

You can select the optimal route based on the best combination of jet airway routes available.
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Example:
Route explanation: This example specifies airways through Area 2, optimized direct routing
over the North Atlantic (Area 0), and then airways through Area 1 to POA.
02 POD EDDF
03 POA KLAX
06 ROUTE J//J
Like nav optimization, airway optimization can be applied to one route area if desired. Simply
remove the J input from the route area that you want to free from airway requirements. See the
example given for nav optimization in one route area (above).
Nav Optimized Routing Between Specific Waypoints

You can specify one or more waypoints as part of the route in the POD or POA route area.
JetPlan nav optimizes between waypoints as long as the route elements, J or D, have not been
specified. As the number of overfly waypoints increases, Route Optimizer capability
decreases.
Example:
Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North
Atlantic (Area 0), and then fly nav optimized routing through Area 2 to POA via SUM and
AAL.
02 POD KSEA
03 POA EKCH
06 ROUTE //SUM,AAL
Example:
Route explanation: Fly nav optimized routing through Area 1, optimize direct across the North
Atlantic (Area 0) via N61E000, and then, after going direct to ZOL, nav optimize in Area 2 to
POA via VES.
02 POD KSEA
03 POA EKCH
06 ROUTE /N61E000/D,ZOL,VES
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Airway Optimized Routing Between Specific Waypoints

You can specify a J input and one or more waypoints as part of the route in the POD or POA
area. JetPlan airway optimizes between the waypoints as long as airways exist between the
waypoints and a D input has not been requested. As the number of overfly waypoints
increases, Route Optimizer capability decreases.
Example:
Route explanation: Fly airways through Area 1, optimize direct across the North Atlantic
(Area 0), and then fly airways through Area 2 to the POA via SUM.
02 POD KSEA
03 POA EKCH
06 ROUTE J//J,SUM
Example:
Route explanation: Fly airways through Area 2 via TIGRA, KRK, TRL, SIT, and DBA, and
then transition to airways through Area 4 to POA.
02 POD EDDM
03 POA VABB
06 ROUTE J,TIGRA,KRK,TRL,SIT,DBA//J
JetPlan Designated Preferred Routes

You can invoke preferred routes between specific airport pairs located in different route areas.
To do so, enter the D input on the RTD and RTA segments and PR on the RTW segment. For
a list of airport pairs with preferred routes loaded between them, contact Jeppesen Customer
Service.
International Planning Organized Track Structures

Organized Track Structures (OTS) are sets of ATC-approved tracks designed to facilitate
traffic flow across large bodies of water. There are two kinds of organized track structures:
static and dynamic. Static structures are, more or less, permanent airways that do not change
over time. They can be found on navigation charts. Occasionally, waypoints on these airways
may be repositioned, but charts are generally updated and changes are minimal. Static
structures provide a set of valid flight levels that can be used for the direction flown. Some of
these airways may be available for two-way traffic, while others are only available in one
direction.
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Dynamic structures are airways that can change from day to day. A controlling agency
disseminates NOTAMS that define the structure for a given time period, including valid flight
levels. Dynamic structures are not on navigation charts.
JetPlan provides international track codes for several OTS systems. These codes, which are
entered on the RTW route input segment, allow you to access the optimal track, from the given
set of airways available, for the given POD/POA combination. The following table shows the
JetPlan code (input) that is used on the RTW segment and the corresponding track structure
being referenced. All of the track structures in this table are dynamic.
Table 6-2
International Track Codes
Code (Input)
Organized Track Structure Name (Direction)
North Atlantic Tracks (NATs westbound)
North Atlantic Tracks (NATs eastbound)
OE
Pacific Organized Track Structures (PACOTS eastbound)
OW
Pacific Organized Track Structures (PACOTS westbound)
North Atlantic Tracks

The North Atlantic Tracks (NATs) are a set of airways designed to alleviate traffic flow
between Europe and North America. They are a dynamic track structure in that they are
updated on a daily basis. The eastbound set, referred to as the XYZ tracks, is published by
Gander OAC. The westbound set, referred to as the ABC tracks, is published by Shanwick
OAC. Each set of tracks is available on the JetPlan system immediately upon receipt from the
aforementioned agencies. To obtain a print of the latest NAT update, specify one of the
following inputs on the Options command line:
PZ Prints a current copy of the eastbound North Atlantic Tracks
PA Prints a current copy of the westbound North Atlantic Tracks
When planning to use the NATs, consider the following restrictions:
Daytime (westbound) NATs constrain traffic at the 30 West parallel from
1130 to 1800 UTC for flight levels 310 through 390. This means that for you
to consider using the westbound NATs, your flight needs to be at or past the
30 West parallel within the time frame specified.
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Nighttime (eastbound) NATs constrain traffic at the 30 West parallel from

0100 to 0800 UTC for flight levels 310 through 390. This means that for you
to consider using the eastbound NATs, your flight needs to be at or past the
30 West parallel within the time specified.
The CAA and FAA recommend that random route (non-NAT) flights that
cross the 30 West parallel within the hour preceding the onset of a new NAT
set flight plan on the new NAT set or maintain vertical or lateral separation
from the new NAT set.
To request routing over the NATs, enter one of the following international track codes on the
RTW route input segment.
Table 6-3
International Track Codes
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.
North Atlantic Tracks Basic Route Inputs

The examples below demonstrate the various basic inputs that access the North Atlantic
Tracks. Subsequent sections provide more concrete input examples. Keep in mind that all
input rules previously established in this chapter apply.
The following input examples request the optimum eastbound track. Enter a Z on the RTW
input segment. You can request nav optimization, jet airways, or preferred routing for your
Area 1 and Area 2 inputs (the RTD and RTA input segments).
NOTE Not every possible combination of NAT route inputs is shown in the tables
below.
Table 6-4
Input
Route Explanation
/Z/
Nav optimize through Area 1, optimum eastbound

track, nav optimize through Area 2.
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Table 6-4
North Atlantic Tracks (Eastbound Examples) (continued)
Input
Route Explanation
J/Z/J
Jet airways through Area 1, optimum eastbound track,

jet airways through Area 2.
/Z/J
Nav optimize through Area 1, optimum eastbound

track, jet airways through Area 2.
P/Z/J
ATC preferred routing through Area 1 (a.k.a., NARs),

optimum eastbound track, nav optimize through Area
2.
The following input examples request the optimum westbound track. Enter an A on the
RTW input segment. RTD and RTA inputs can be used in similar fashion to those shown
above.
Table 6-5
North Atlantic Tracks (Westbound Examples)
Input
Route Explanation
/A/
Nav optimize through Area 2, optimum westbound

J/A/J
Jet airways through Area 2, optimum westbound

track, jet airways through Area 1.
J/A/P

track, ATC preferred routing through Area 1 (NARs).
J/A/

/A/P
NAV optimize through Area 2, optimum westbound

track, ATC preferred routing through Area 1 (NARs).
Overfly points can be added to your Area 1 or Area 2 route input. One type of overfly point
that you may want to use is the coastal fix. Coastal fixes are waypoints that enter or exit a
particular track, and they are part of the track messages that come from the controlling ATC
agencies. By entering a coastal fix, you imply to the Route Optimizer that you want to use a
specific track. For example, if you specify the coastal waypoint COLOR, and COLOR is
connected to track Charlie (NAT C) on 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
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- or J,BURAK/A/J,P,SSM,LIT
North Atlantic Tracks Preferred Route Considerations

A NAT-associated preferred route can be requested in Area 1 by entering the P option on your
RTD or RTA input segment.
NOTE The P option used on the RTD and RTA is only available in relation to North
Atlantic travel. It does not access any other preferred routing except as defined here.
Area 1 Preferred Routing

In Area 1, the preferred routes associated with the NATs are called North American Routes
(NARs). Every NAR consists of two segments, the common portion and the non-common
portion. The common portion exists between a coastal waypoint (where the NAT is either
entered or exited) and an inland navigational fix. The non-common segment is the connection
between the inland navigational fix and the departure (or arrival) airport, depending on the
direction of the flight.
The table below shows the North American (Area 1) airports connected to the North Atlantic
Tracks by common and non-common NAR segments.
Table 6-6
East
West
West
West
KADW
CYMX
KDTW
KORL
KBOS
CYYZ
KEWR
KPHL
KBWI
CYUL
KFLL
KPIT
KCHS
KADW
KHPN
KRDU
KDOV
KATL
KIAD
KSFB
KEWR
KBOS
KIAH
KSTL
KHPN
KBWI
KJFK
KTEB
KIAD
KCHS
KLAS
KTPA
KJFK
KCLT
KLAX
KWRI
KPHL
KCVG
KMCO
KSFB
KDEN
KMIA
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Table 6-6
North American Airports
East
West
West
KTEB
KDFW
KMSP
KWRI
KDOV
KORD
West
If you want to use the preferred route option as your Area 1 input, it is typically used alone.
However, because of the segmented nature of NARs, you can apply additional route inputs to
your Area 1 routing.
When applying additional inputs to your Area 1 preferred route request, the direction
determines where to place the P option. If departing Area 1 (eastbound), the P option can be
placed in the last position of the input segment. If arriving Area 1 (westbound), the P option is
placed in the first or second position of the input segment (this is dependent on whether you
want to specify jet airways, the J option, at all).
Area 1 preferred route inputs: When departing Area 1, the P may be the last input on the RTD.
Example:
02 POD KDFW
03 POA EDDF
06 ROUTE J,JAROM,P/Z/J
Area 1 preferred route inputs: When arriving Area 1, it is the first or second input on the RTA.
Example:
02 POD EDDF
03 POA KDFW
06 ROUTE J/A/J,P
For westbound flights, you can override the non-common portion of a NAR by specifying the
inland navigational fix (the endpoint for a westbound common segment) after the P option and
then entering additional waypoints that deviate from the non-common segment.
Example:
Route explanation: Preferred route from EHAM to the optimum westbound NAT. After the
NAT, pick up the common portion of the NAR to SSM (inland navigational fix), and then fly
jet airways from SSM to KDFW via LIT.
02 POD EHAM
03 POA KDFW
06 ROUTE J/A/J,P,SSM,LIT
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For North American airports not connected to the NARs, the P option accesses a common
NAR segment. However, the route output to or from the common NAR depends on your input.
If the P option is used alone (no other input option is specified), the route nav optimizes as
follows:
Eastbound: the route optimizes from the POD to the start of the common
NAR. Overfly waypoints can be specified with this input. However, the P is
the last input on the RTD.
Westbound: the route nav optimizes from the end of the common NAR to
the POA. Overfly waypoints can be specified with this input.
If the J option is included with the P option (such as J,P), the route airway optimizes as
follows:
Eastbound: the route selects optimal jet airways to the start of the common
NAR. Overfly waypoints can be specified with this input. However, the P is
the last input on the RTD.
Westbound: the route selects optimal jet airways from the end of the
common NAR. Overfly waypoints can be specified with this input.
Preferred Routes Without the NATs
The preferred route option can be used even when the NATs are not specified. For example, if
you are planning to cross the Atlantic but prefer to use latitude-longitude coordinates rather
than specify a North Atlantic Track, you can enter the coordinates on the RTW input segment
while specifying preferred routes on the RTD or RTA.
Example:
02 POD EGLL
03 POA KBOS
06 ROUTE J/5500,02000,5000,05000/P
Preferred Route Restrictions

The following restrictions apply to the P option for Area 1.
When departing Area 1, do not use a D to direct the route from a waypoint on a common NAR
segment to a waypoint input specified on the RTW route segment. The following example
demonstrates an incorrect route input.
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Example:
Error Message outputs: Cannot direct route from a NAR way-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
North Atlantic Tracks Flight Level Considerations

When using the North Atlantic OTS, a Profile command input of I (for IFR) or C (for IFR and
no step-climbs) is acceptable. In addition, waypoints can be specified as altitude constraint
parameters.
Without the C profile option, JetPlan step climbs into, through, or above the valid NAT flight
levels if the change results in a better profile. If step climbs are not desired, you can constrain
the NAT portion by adding the C option to your Profile command line.
In the example below, the C option is specified. JetPlan selects IFR altitudes until the NAT
track, where it selects a valid flight level and holds it (no step-climbs) for the duration of the
track. After the track, JetPlan reverts back to IFR altitude rules.
Example:
02
03
06
09
POD EDDF
POA KPHL
ROUTE J/A/J,P,BRIGS
PROFILE C
In the next example, waypoints are specified as altitude constraint parameters. These inputs
approximate typical ATC arrival restrictions in Area 1.
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Example:
02
03
06
09
POD EDDF
POA KPHL
ROUTE J/A/J,P,BRIGS
PROFILE C,PVD,240,HOFFI,200
North Atlantic Data Link Mandate (NAT DLM)

Phase 2A of the ICAO North Atlantic Data Link Mandate (NAT DLM) went into effect on
February 5, 2015. Phase 2A requires aircraft operating between FL350 and FL390 (inclusive)
on all east and westbound NATs to have specific Controller-Pilot Data Link Communications
(CPDLC) and Automatic Dependent Surveillance (ADS) equipment.
In keeping with the NAT DLM, JetPlan automatically restricts FL350FL390 on east and
westbound NATs to aircraft with the required CPDLC and ADS-C equipment in Item10a/b on
the ICAO filed flight plan (FPL). The system applies this restriction if the Profile command
input is I or C for the NAT portion of the flight plan.
Table 6-7 lists the equipment codes that are required to satisfy the NAT DLM. (As long as the
required codes are present, other equipment codes may also be present in Item10a/b)
Table 6-7
NAT DLM Phase 2A Required Item 10a/b Equipment
ICAO FPL Item
Equipment Type
Equipment Codes
EQUIPMENT 10a
CPDLC
One or more of the following CPDLC codes:

J2 CPDLC FANS 1/A HFDL
J5 CPDLC FANS 1/A SATCOM (INM)
J7 CPDLC FANS 1/A SATCOM (IRID)
EQUIPMENT 10b
ADS
D1 ADS-C with FANS 1/A Capabilities
The CPDLC and ADS equipment in Table 6-7 is stored in the NC2 parameter in the ICAO
2012 Certification and Equipment section of the Customer Aircraft Database record. When
the NC2 parameter is configured with this data, JetPlan automatically inserts the 10a
equipment codes before the / indicator and the 10b codes after the / indicator in Item 10a/b
EQUIPMENT on the filing strip. For more information, see Chapter 26, Customer Aircraft
Database.
You can override the NAT DLM flight-level restriction with an altitude constraint Profile
command 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:
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NUMBER OF ALERTS 1
ALERT TAG NATEQUI
ALERT MSG No ADS or CPDLC equipment detected.
Flight levels 350 to 390 prohibited.
North Atlantic Track Input Examples

This section provides concrete examples that depict inputs that select the optimum track from
those available, and specific tracks.
Selecting the Optimal Track
The following examples are representative of a users request for the optimum NAT.
Example:
Route explanation: Non-common and common NAR for Area 1, optimal eastbound NAT, then
airways through Area 2 to destination.
02 POD KJFK
03 POA OEJN
06 ROUTE P/Z/J
Example:
Route explanation: Jet airways for Area 2, optimal westbound NAT, and then the NAR
through Area 1 to destination.
02 POD EDDF
03 POA CYMX
06 ROUTE J/A/P
Example:
Route explanation: Nav optimize through Area 1, optimal eastbound NAT, and then airway
optimized through Area 2 to destination.
02 POD KTEB
03 POA EGLL
06 ROUTE /Z/J
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Example:
Route explanation: Airways via LIT to the inland navigational fix, SSM, and then the NAR,
the optimal NAT, and finally, airway optimized through Area 2 to destination.
02 POD KDFW
03 POA EDDF
06 ROUTE J,P,LIT,SSM/Z/J
Selecting a Specific Track

Selecting a particular NAT track for your flight plan requires you to include one or more
coastal waypoints in your input. The number and location of points specified determines
whether the input is a demonstrative command to fly a particular NAT track or merely a mild
suggestion for which track to aim. There are many variations to this technique, and
representative examples are illustrated below.
Westbound Flight Plans
Example:
Route explanation: Jet airway optimized through Area 2 to the NAT that connects with the
Area 1 coastal fix, HO. Pick up common and non-common NAR through Area 1 to
destination.
NOTE
A valid track must exist with the coastal fix, HO, included.
02 POD EDDF
03 POA KORD
06 ROUTE J/A/P,HO
Example:
Route explanation: Same as previous example except that only the common portion of the
NAR is requested. Once the inland navigational fix (the endpoint for the common segment) is
reached, jet airways prevail to the destination.
NOTE A valid NAT track with the coastal fix, HO, must exist. Also, the inclusion of
the J option overrides the non-common NAR segment.
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02 POD EDDF
03 POA KORD
06 ROUTE J/A/J,P,HO
Example:
Route explanation: Same as previous example except that the jet airways after the common
segment of the NAR must overfly the waypoint, TUL.
02 POD EGLL
03 POA KDFW
06 ROUTE J/A/J,P,HO,TUL
Example:
Route explanation: Jet optimized through Area 2 to the NAT that connects with the inland
navigational fix, STEAM. Pick up the common and non-common NAR segments in Area 1 to
destination.
NOTE
A valid track with the coastal fix, STEAM, must exist.
02 POD EHAM
03 POA KDFW
06 ROUTE J/A/P,STEAM
Eastbound Flight Plans

Example:
Route explanation: Preferred route (NARs) through Area 1 to the coastal fix, VIXUN, pick up
NAT that is connected to VIXUN, and then fly jet optimized through Area 2 to destination.
02 POD KATL
03 POA EGLL
06 ROUTE P,VIXUN/Z/J
Example:
Route explanation: Jet airways through Area 1 to the inland navigational fix (the start point for
the common segment of the NAR), pick up the NAR to the coastal fix, COLOR, and then the
NAT connected to COLOR. Jet optimized through Area 2 to destination.
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02 POD KDFW
03 POA EDDF
06 ROUTE J,COLOR,P/Z/J
North Atlantic Tracks Crossing Without The NATS

The same types of RTD and RTA inputs used on a NAT flight plan can be used for a random
route flight plan across the North Atlantic. If an organized track across the North Atlantic is
not desired, omit the international track code (A or Z) and the Route Optimizer develops an
optimized direct route for the overwater portion of the flight.
Example:
Route explanation: Preferred NAR through Area 1, optimize direct across the North Atlantic
(with waypoints defined every ten degrees of longitude), and then jet airways through Area 5
to destination.
02 POD KTEB
03 POA BIKF
06 ROUTE P//J
Example:
Route explanation: Jet optimized through Area 2, optimize direct across the North Atlantic,
and then preferred NAR through Area 1 to destination.
02 POD EGLL
03 POA CYUL
06 ROUTE J//P
Pacific Organized Track Structures (PACOTS)

PACOTS refers to the multiple, dynamic airway structures that exist in the North and MidPacific. PACOTS are dynamic because they are updated daily for flight planning purposes
during specific time-frames.
PACOTS includes Northern Pacific Tracks as well as the Flex Tracks for Hawaii to and from
Japan. The tracks in the North Pacific lie between the west coast of North America (Area 1)
and the Asian Far East (Area 4generally landing or overflying Japan). The Mid-Pacific
tracks, historically referred to as the Flex Tracks, lie between Hawaii (Area 5) and Japan
(Area 4).
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Flex Tracks
The Flex Tracks exist between Hawaii and Japan. They are updated on a daily basis and are
available only at specific times of the day. The eastbound Flex Tracks are valid on JetPlan
from 1000 to 2100 UTC (for flights crossing the 160 East parallel between 1200 and 1600
UTC). The westbound tracks are valid from 1900 to 0800 UTC (for flights crossing the 160
East parallel between 2300 and 0600 UTC). To view the latest update of these tracks, enter the
following on the Options command line:
01 IFS,FLEX Prints the eastbound Flex Track NOTAM.
01 IFS,WFTR Prints the westbound Flex Track NOTAM.
NOTE The outputs resulting from these two inputs differ significantly. The
eastbound tracks (FLEX) printout provides the route of flight to follow. You must
enter your inputs based on this information. The westbound tracks (WFTR) printout
provides the user inputs that you enter to access any one of the tracks. The reason
for this output difference involves how each structure is stored on the JetPlan system.
Flex Tracks Route Inputs

Routing in both directions (east and west) requires similar basic inputs to use the track
structure. By entering the international track code, OE, on the RTW segment, you access the
Flex track systemgiven the POD and POA are in Area 5 and Area 4 respectively.
Entering J on the RTD or RTA generally provides the optimal Flex Track. For more control,
you can enter some or all of the overfly points specified in the track NOTAM.
Example inputs for each direction are shown below.
Example:
Route explanation: Jet airways through Area 4, the optimum Flex Track, jet airways through
Area 5 to destination. The route input used in this example is valid for either direction.
02 POD RJAA (Area 4)
03 POA PHNL (Area 5)
06 ROUTE J/OE/J
Example:
Route explanation: Jet airways through Area 4 via MILVA, pick up the Flex track connected
to MILVA, jet airways through Area 5 to destination.
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02 POD RJAA
03 POA PHNL
06 ROUTE J,MILVA/OE/J
Example:
Route explanation: Jet airways in Area 5 to SOK, and then direct to DANNO; pick up the Flex
Track connected to the specified waypoints, and then jet airways through Area 4 via MILVA,
SMOLT, SUNNS and LIBRA to destination.
02 POD PHNL
03 POA RJAA
06 ROUTE J,SOK,D,DANNO/OW/J,MILVA,SMOLT,SUNNS,LIBRA
PACOTS Far East To/From North America

The PACOTS between the Far East (Area 4landing or overflying Japan) and the west coast
of North America (Area 1) are updated on a daily basis. They are available only at specific
times of the day. The eastbound tracks are valid on JetPlan from 0900 to 1600 UTC (for flights
crossing the 160 East parallel). The westbound tracks are valid from 1900 to 0800 UTC (for
flights crossing the 160 East parallel). To view the latest update of these tracks, enter the
following on the Options command line:
IFS,PAC-OTS Prints the eastbound PACOTS Tracks NOTAM.
IFS,FREEFLOW Prints the westbound PACOTS Tracks NOTAM.
NOTE The output resulting from this input is in a user-input format. The output is
prepared by the Jeppesen Customer Service staff.
PACOTS Route Inputs

Routing in both directions requires similar basic inputs to use the track structure. The twoletter designator OE is entered on the RTW input segment to access the optimum eastbound
PACOTS track. The two-letter designator OW is entered on the RTW input segment to access
the optimum westbound PACOTS track.
You can use the J option or nav optimize on the RTD or RTA route segments when accessing
the optimal track. For more control, you can enter some or all of the overfly waypoints
provided in the track printout message.
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Example inputs for each direction are shown below.

Example:
Route explanation: Jet airways through Area 4, the optimum eastbound track, jet airways
through Area 1 to destination. The route input used in this example is valid for either direction.
02 POD RJAA
03 POA CYVR
06 ROUTE J/OE/J
Example:
Route explanation: Jet airways through Area 1 via ALCOA, pick up the westbound track
connected to the specified waypoints, and then jet airways through Area 4 via GARRY,
SCORE, VIRGO and LIBRA to destination.
02 POD KSFO
03 POA RJAA
06 ROUTE J,ALCOA/OW/J,GARRY,SCORE,VIRGO,LIBRA
If you are planning for flights between North America and Taipei, Hong Kong, Manila, or
some other similar arrival, you can enter a special Customer Route Database entry,
RT/ALL/TOS, to invoke the optimum track from the two tracks, K and L. This input searches
a public CRDB record, allowing you to use these specific routes that are maintained by
Jeppesen. To invoke Track K specifically, enter RT/PACK/TOS. To invoke Track L
specifically, enter RT/PACL/TOS.
Example:
Route explanation: Entering the CRDB input shown selects the more advantageous of the two
tracks, K or L.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/ALL/TOS
Example:
Route explanation: The following CRDB input selects track K.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/PACK/TOS
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Example:
Route explanation: The following CRDB input selects track L.
02 POD KLAX
03 POA VHHH
06 ROUTE RT/PACL/TOS
AUSOTS Tracks
The AUSOTS tracks are flexible tracks published daily across Australia to and from the three
main airports in eastern/southern Australia (YMML, YSSY and YBBN). There are three
different AUSOTS groups currently ingested daily into JetPlan:
GROUP A South/East Australia to/from Southeast Asia
GROUP B South/East Australia to/from Middle East
GROUP E Perth (YPPH) to/from Brisbane (YBBN)
For each group, both Eastbound and Westbound tracks are published. Each track has a specific
valid time that varies in begin time, but most (if not all) end at 2200Z daily.
To use the AUSOTS tracks in JetPlan, the following inputs are used (independent of direction
of flight):
J/AA/J GROUP A
J/AB/J GROUP B
J/AE/J GROUP E
A copy of the current AUSOTS tracks can be retrieved in JetPlan by using the following input
on the Options command line:
IFS,AUSOTS
A sample track message follows:

01 OPTIONS ifs,ausots
20 COMPUTING 0626
(TDM TRK XB13 091111060001
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0911110900 0911112200
ELATI MUTMI 07S097E TATOD NODAB METAB BRISO BIGUP CESCI GEKKO
ANZAC LATOM TAVEV TAM
RTS/TAM V327 HAWKE Y491 SMOKA Y177 BN YBBN
RMK/AUSOTS GROUP B
(TDM TRK XM13 091111060001
0911120900 0911122200
DADAR 07S085E 11S090E 14S095E 17S100E 20S105E SWAGY TINDA NALAR
HITCH CLAMY RUFLE BUNGY MTG
RTS/MTG Y53 WENDY V279 ML YMML
RMK/AUSOTS GROUP B
(TDM TRK XS13 091111060001
0911110900 0911112200
DADAR 07S085E 11S090E 14S095E 17S100E 20S105E WONSA 25S118E
BUNNY LEC SAPED NEWMO EKKEY
RTS/EKKEY J141 PKS H319 TARAL Y59 SY YSSY
RMK/AUSOTS GROUP B
(TDM TRK BY1A 091111120001
0911111100 0911112200
MORRO ROM TAVEV VINAX PARTY MONIC 14S130E KIKEM
RTS/YBBN BN G326 MORRO
RMK/AUSOTS GROUP A
(TDM TRK MX13 091111110001
0911111100 0911112200
ROBET WHA RUSAD 26S127E NONAX MELBO SAPDA
RTS/YMML ML H164 KEPPA Q168 ROBET
RMK/AUSOTS GROUP B
(TDM TRK MY1A 091111120001
0911111100 0911112200
ROBET OJJAY PUGUT ROOKS DUBIS JUGGL PONTI ATMAP
RTS/YMML ML H164 KEPPA Q168 ROBET
RMK/AUSOTS GROUP A
(TDM TRK SY1A 091111120001
0911111100 0911112200
NYN POLEV AS TIMMI 17S125E ITCHY ATMAP
RTS/YSSY SY H202 RIC UH226 NYN
RMK/AUSOTS GROUP A
(TDM TRK YB1A 091111120001
0911111300 0911112200
ONOXA TOBIE MONIC TASHA EML
RTS/EML UY409 EAGLE Y177 BN YBBN
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RMK/AUSOTS GROUP A
(TDM TRK YM1A 091111120001
0911111300 0911112200
SAPDA MELBO NONAX 28S130E RUSAD WHA HINDY
RTS/HINDY Y12 ARBEY H119 ML YMML
RMK/AUSOTS GROUP A

REQUEST NO. 0626
Route Input Limits

The Route Optimizer has a finite limit to the number of input elements that can be entered on
each flight plan request. The maximum number of input elements is 18. This is true whether
entering elements on the RTD segment only, or on all three route segments (RTD, RTW and
RTA). In addition, there is a total limit of 408 characters, including spaces, for any kind of
route inputroute optimizer, SRS, or combination.
POD and POA in the Same Route Area

When both the POD and the POA are in the same route area, and all of the waypoints entered
on the RTD are in the same area, the following rules apply:
The entry D counts as a route element against your 18 possible inputs
when it is the first input, the second input (for example, J,D), or the last
input on the RTD segment.
For waypoints only: you can specify 10 waypoints in succession.
For waypoints and one or more D entries: you can specify 11 waypoints in
succession, if the string of 11 waypoints is preceded or followed by a D.
The airway entry J does not count as a route element against your 18
possible inputs.
Example:
Limit explanation: 10 waypoints.
02 POD KSEA
03 POA KBGR
06 ROUTE BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK
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Example:
Limit explanation: 11 waypoints, D, 7 waypoints.
02 POD KSEA
03 POA KBGR
06 ROUTE BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK,
EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: 11 waypoints, D.
02 POD KSEA
03 POA KBGR
06 ROUTE BTG,LMT,EHF,PMD,BLH,GBN,SSO,ELP,INK,SAT,IAH,D
Example:
Limit explanation: D, 11 waypoints, D, 5 waypoints, D = 18 elements.
02 POD KSEA
03 POA KBGR
06 ROUTE D,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK,
EMG,D,LIT,PXV,ROD,DJB,JHW,D
POD and POA in Different Route Areas

When the POD and the POA are in different route areas, the rules stated above apply with the
following exceptions:
The route input D does not count when it is the last route element on the
RTD segment. It does count as an element on the RTD when it is the first or
the second entry (when preceded immediately by a J).
The entry D does not count when it is the first route element on the RTA
segment, or when it is preceded immediately by a J. (It does count as an
element when it is the last entry on the RTA.)
And the following inclusion:
Each overwater waypoint and latitude-longitude fix (RTW segment entries)
counts as one route element.
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Example:
Limit explanation: Airways through Area 5 = 0 elements (the J does not count); Area 0 = 0
elements; Area 1 = 11 waypoints, D, 7 waypoints; total = 18 elements.
02 POD PHNL
03 POA KBGR
06 ROUTE J//OAK,SNS,RZS,LAX,BLH,ELP,INK,SAT,IAH,
LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: Area 5 = 1 waypoint; Area 0 = 0 elements; Area 1 = 10 waypoints, D, 7
waypoints; total = 18 elements.
02 POD PHNL
03 POA KBGR
06 ROUTE J,CKH,D//J,OAK,RZS,LAX,BLH,ELP,INK,SAT,
IAH,LFK,EMG,D,LIT,PXV,ROD,DJB,JHW,SYR,PLB
Example:
Limit explanation: Area 1 = 2 waypoints; Area 0 = 11 waypoints; Area 4 = 4 waypoints, D;
total = 18 elements.
02 POD KLAX
03 POA RJAA
06 ROUTE J,SNS,D,OSI,D/
ALCOA,3800,13000,3900,14000,4100,15000,4200,16000,4100,17000,
4100,18000,4000,-17000,4000,-16500,4000,-16000,CALMA/
J,D,COMFE,D,VACKY,PETAL,CVC,D
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Electronic Route Availability Document Option
Electronic Route Availability Document

Option
This section describes the Electronic Route Availability Document (ERAD) flight plan option,
which instructs JetPlan to create a route that is both optimized and fully compliant with
EUROCONTROL traffic flow restrictions. The ERAD option employs a route selector that is
designed only for flights using European airspace.
Overview
In early 2013, a new version of the ERAD route selector became available in JetPlan. This
second-generation ERAD (version 1.1) included new capabilities that determine optimum
RAD-compliant routes by considering additional route restrictions, weather, and enroute
charges. ERAD 1.1 significantly improved the percentage of flight plan filings accepted by
EUROCONTROL over the legacy ERAD route selector. In February 2015, the ERAD route
selector (version 2.0) was enhanced further with an improved optimization algorithm that
achieves an even higher rate of acceptance by EUROCONTROL.
ERAD 2.0 provides multi-dimensional optimized route selection that is fully compliant with
routing constraints published by EUROCONTROL and member states. These constraints
include the RAD and other efficiency schemes such as the Airspace Use Plan/Updated
Airspace Use Plan (AUP/UUP) (formerly known as CRAM). Additional regional route
restrictions will be supported in future enhancements of ERAD.
ERAD 2.0 also supports lowest fuel, time, or cost-based route optimization, depending on the
criteria specified by the user. For cost-based optimization, JetPlan accounts for cost as the sum
of fuel, enroute charges, and time and considers altitude restrictions enforced by RAD and
other ATC restrictions as part of the route selection process.
In addition, ERAD 2.0 includes new flight plan options that are currently supported only in the
JetPlan command-line interface and the Basic Flight Planner in JetPlan.com. For information
on the new flight plan options available with ERAD 2.0, see ERAD 2.0 Flight Plan Options
Supported Only in the Command-Line Interface on page 198.
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Possible Error Messages with ERAD

Some customers may experience the following errors when using the ERAD flight plan
option:
NRADNULL error If you consistently receive an NRADNULL response
for flight plan requests containing the ERAD flight plan option, the most
likely cause is that the ERAD 2.0 route selector does not yet support your
aircraft type. In that case, ERAD is not currently a viable option in flight
plan requests for that aircraft type. If you experience this situation, Jeppesen
recommends letting your customer service representative know. Jeppesen is
working to add support to ERAD 2.0 for all aircraft types in the near future.
2HEAVY error Under certain combinations of weather conditions and
RAD rules, you might receive a 2HEAVY error in response to a flight plan
request containing the ERAD flight plan option. If this happens, try
incrementally lowering the payload or zero fuel weight until a flight plan is
produced. If that approach is not acceptable, and it is a cost-index plan, try
reducing the cost index. If it is not a cost-index plan, try reducing the Mach
speed. If these approaches fail to prevent the 2HEAVY error (or if they are
unacceptable), the only choice is to not use the ERAD flight plan option and
to try other means to achieve a EUROCONTROL-compliant flight plan.
Upper-Level Winds and Temperature Forecasts

The weather source for ERAD 2.0 is the U.S. National Weather Service (NWS). Fixed winds
are supported; historical and statistical winds are not supported.
Accessing ERAD 2.0

JetPlan automatically uses the enhanced ERAD 2.0 route selector when you use the ERAD
flight plan option in any of the following flight planning products: JetPlan.com (Basic Flight
Planner or New Flight Planner), Jeppesen Dispatch Control, JetPlanner, Legacy OpsControl,
FlightPlan Online, and the JetPlan interactive (Q and A) command-line interface.
ERAD 2.0 also includes new flight plan options, currently supported only in the JetPlan
command-line interface and the Basic Flight Planner in JetPlan.com. However, future
enhancements will make these options available in other client interfaces, such as that
provided by JetPlanner. For information on the new flight plan options available with ERAD
2.0, see ERAD 2.0 Flight Plan Options Supported Only in the Command-Line Interface on
page 198.
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ERAD 2.0 Options and Inputs

With a few exceptions, use of flight plan options and inputs with ERAD has not changed as a
result of the improvements to the route selector. However, some new and some changed
capabilities do exist. The following sections describe supported options and explain when
options are not supported.
ERAD Point of Departure (POD) and Point of Arrival (POA)

Inputs
The route selector employed by the ERAD flight plan option is designed only for flights using
European airspace. The POD or the POA in the planned route is usually in Europe, although
some flights merely overflying European airspace also benefit from the ERAD option.
ERAD Route Inputs

With a few exceptions, route inputs do not change with ERAD 2.0. The following three tables
list supported, planned, and unsupported route inputs.
NOTE When requesting a specific SID (with transition), STAR (with transition),
airway (with entry and exit waypoints), or waypoint, enter each name separated by a
blank.
Table 6-8
Route Input
Route Inputs Supported with ERAD 2.0

Type
No route input
Description
Optimum RAD-compliant route
via best combination of directs and
airways
BANTO
BANTO UMBAG
Waypoint(s)

via specified waypoints
BANTO UP155 UMBAG
Waypoint(s) plus airway(s)

via specified waypoint and airway
Waypoint DCT waypoint

constrained to fly FOO Direct to
BAA
NOTE If the ERAD FP option is

not specified, these inputs cannot
be used in the route optimizer.
BANTO DCT UMBAG
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Table 6-8
Route Inputs Supported with ERAD 2.0 (continued)
Route Input
Type
Description
TNT3E TNT HON HON2A
SID followed by transition
NOTE If the ERAD FP option is

not specified, these inputs cannot
be used in the route optimizer.
Transition followed by STAR

constrained to fly the SID TNT3E
to TNT and the STAR HON2A
from HON
Table 6-9 lists route inputs that will be supported in a future version of ERAD.
Table 6-9
Route Inputs Planned for a Future Version of ERAD
Input Type
Notes
Westbound and eastbound North Atlantic Organized

Tracks (NATs)
Not currently supported. Using these route inputs

results in an error.
For detailed information, see ERAD and the NATS
on page 189.
/A/
/Z/
Preferred routing to or from NATs

Pacific Organized Track System (PACOTS),
including Flex Tracks

Australian Organized Track Structure

(AUS OTS)
The following table lists route inputs that are either not supported or not recommended with
ERAD 2.0.
Table 6-10
Input Type
Notes
SRS inputs and combination of optimizer and SRS

inputs
Do not use with ERAD 2.0.
JetAirways (J)
Direct (D)
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Route Inputs Not Supported or Not Recommended for Use with ERAD
These inputs are acceptable but not recommended.

ERAD 2.0 applies rules to ensures that airways are
included as necessary and direct optimization is
always exploited whenever possible.
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ERAD and the NATS

In ERAD 2.0 flight plan computations, the following logic applies to the NATs:
ERAD 2.0 only includes the optimum NAT in the route computation when
doing so results in the most optimum ATC-acceptable trajectory.
Including the westbound (/A/) or eastbound (/Z/) NAT in your route inputs
ERAD Flight-Level Input Options

ERAD 2.0 does not support VFR (V) or C flight-level (profile) input options (C is used to
prevent a step climb when flight planning on the organized tracks). Otherwise, ERAD 2.0
supports all user-entered flight-level instructions supported by JetPlan. The system applies
your flight- level constraints while determining an optimum route that is also compliant with
both RAD and Conditional Route rules.
For details on user-entered flight level constraints, see Chapter 9, Profile Commands.
ERAD Conditional Route Options

NOTE The acronym CDR in the context of this section refers to conditional routes in
Europe used by ERAD and not to FAA Coded Departure Routes (CDRs). For
information on FAA CDRs, see Using Coded Departure Route (CDR) Records on
page 247.
In Europe, conditional routes are Air Traffic Service (ATS) routes or portions thereof that are
designated by the controlling ANSPs as non-permanent. Such routes or portions thereof are
often referred to as airways. They can be planned and used under specified conditions that are
time-based and altitude-based. These conditional routes are divided into three categories:
Category 1 (CDR1): Normally available for planning in the same way as
permanent ATS routes but subject to short-notice closure by the daily
AUP/UUP (formerly CRAM) update document.
Category 2 (CDR2): Normally unavailable for planning except when made
available by the daily AUP/UUP update document.
Category 3 (CDR3): Never available for planning; usable on ATC
instruction only.
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ERAD 2.0 uses the Conditional Route (CDR) Route-Segment Database. The records in this
database contain airway segment/time frame/flight level data derived from the combination of
data from the latest conditional route publications put forth by the ANSPs and data from the
daily AUP/UUP document. The AUP/UUP document applies to the 24-hour period starting at
0600Z the day after it is published. The CDR Route-Segment Database is updated every 24
hours upon receipt of the daily AUP or whenever a UUP is released.
An understanding of how the relevant data is maintained on a daily basis is critical to
understanding how ERAD 2.0 treats airways subject to conditional route designation. Each
day, upon receipt of the latest AUP/UUP document in electronic form, the ERAD 2.0 CDR
Restrictions file is updated. For each airway segment or sequence of segments that is subject to
conditional route designation, a set of records can be found in this file. The set of records
defines a complete schedule for the availability of the airway segments and flight levels and,
therefore, can be thought of as a schedule block. The contents of the schedule block are
determined through a compositing of the AUP/UUP and the standard conditional route
designations. Each schedule block covers a two-week period starting at 0000Z on the current
day.
Any given AUP/UUP document covers a 48-hour period, starting at 0600Z on its effective
date. Thus, the contents of the first 24 hours of a schedule block for any given airway
segment/flight level reflects the combination of the AUP/UUP and the standard conditional
route designation. After the first 48 hours, the contents reflect only the standard conditional
route designation.
When computing a flight plan, ERAD 2.0 reads and processes the data from the CDR
Restrictions File to determine if a given combination of candidate airway segment and flight
level is open at the estimated time of entry. If the estimated time of entry is within the 48-hour
coverage window of the latest AUP/UUP, the impact of the AUP/UUP is accounted as
composited with the standard conditional route designations. If the estimated time of entry is
beyond the 48-hour coverage window of the latest AUP/UUP, the latest AUP/UUP has no
impact, and only the standard conditional route designators have an impact.
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As an example, consider the airway A333 between AGUNI and LUTEL. For FL300 to FL530,
this section of A333 is designated CDR2 on weekdays and CDR1 on weekends. Assume that a
flight plan is run on a particular Wednesday, and for that day, the AUP/UUP caused this
section of A333 to be open for the 48-hour period extending from 0600Z on that day. ERAD
2.0 behaves as follows when computing this flight plan:
If the flight 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.
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.
is beyond the period of the latest AUP/UUP and is at a point in time that the
airway segment/flight level is designated a CDR2.
FP_CDR3 The combination of airway segment and flight level is
designated a CDR3.
NOTE When you are using ERAD 2.0, the NOCRAM flight plan option does not turn
off processing of AUP/UUP (CRAM) files.
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The following table summarizes how ERAD 2.0 uses the FP_CDR classifications.
Table 6-11
FP_CDR Classifications
Command-Line Input
Description
Notes
FP,ERAD
Consider airway flight level

combinations that are determined
to be FP_NOCDR, FP_CDR0 or
FP_CDR1.
Consider only those airway

segments that are explicitly known
to be open at the estimated point of
time of entry or are considered
probably open at the estimated
time of entry.
FP,ERAD,AX
Consider airway flight level

combinations that are determined
to be FP_NOCDR, FP_CDR0,
FP_CDR1 or FP_CDR2.
Consider any airway segment

flight level combination that has
the possibility to be open at given
time of entry in the future within or
beyond the coverage of the current
AUP/UUP.
FP,ERAD,NX
Consider only those airway flight

level combinations that are
determined to be FP_NOCDR.
Consider only those airway

segments that have no CDR
designation.
ERAD and the Restricted Areas Option and Inputs

The following sections describe how the Restricted Area (RST) flight plan option and inputs
work with ERAD 2.0.
NOTE For detailed information on restricted area options, see Chapter 4,

Restricted Area Commands.
Avoiding Checkpoints and Airways with ERAD

ERAD 2.0 supports JetPlan checkpoint and airway-avoid inputs entered with the RST flight
plan option. The syntax and rules for checkpoint avoid and airway avoid inputs using the
command-line interface are the same as for the JetPlan route selector. (Examples can be found
in Chapter 4, Restricted Area Commands.)
The way the ERAD 2.0 route selector processes a checkpoint avoid input is similar to the way
the JetPlan route selector processes the input. The system computes the route so that it avoids
any checkpoint entered as an avoid checkpoint. However, currently, the ERAD 2.0 route
selector processes an airway avoid input differently than the JetPlan route selector does. The
JetPlan route selector accepts input of a checkpoint, followed by an airway name, followed by
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a checkpoint, and then ensures avoidance of the named airway only between the two
checkpoints. ERAD 2.0 does not consider the checkpoints in such an input. Instead it avoids
the entire airway.
For example, the following command-line inputs request ERAD to compute a route that
avoids airway UL607. The ERAD route selector computes a route that avoids UL607
completely, not just between KONAN and NTM.
01 OPTIONS FP,ERAD,RST/AW=KONAN UL607 NTM
The following command-line inputs request the ERAD route selector to compute the route so
that it avoids the airway UB4. Again, ERAD computes a route that avoids UB4 completely,
not just between RLP and CTL.
01 OPTIONS FP,ERAD,RST
....
05 RESTRICTED AREA AW=RLP UB4 CTL
A future enhancement to ERAD 2.0 will enable it to avoid an airway only between the userentered checkpoints.
Avoiding Countries by ICAO Code with ERAD

You can specify complete or partial ARINC 424 ICAO codes for countries to avoid during
route selection. For example, the following command-line inputs request the ERAD 2.0 route
selector to compute a route from EGLL to VTBD that excludes the following:
All waypoints within Ukraine (UK)
All waypoints within the Peoples Republic of China (Z)
All waypoints within IRAN (OI)
01
02
03
05
OPTIONS FP,RST,ERAD,
POD EGLL
POA VTBD
RESTRICTED AREA ICAO/UK Z OI
You can also specify a country to avoid on the 01 OPTIONS command line, as in the
following example:
01 FP,ERAD,RST/ICAO/OI
Note, however, that you cannot enter more than one ICAO country code on the 01 OPTIONS
command line.
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Ignoring RAD Rules with ERAD

ERAD 2.0 supports the ability to ignore individual RAD rules. In the command-line interface,
the input for specifying RAD rules ignore is supported with the RST option and adheres to the
following syntax:
05 RESTRICTED AREA IR/<rule rule rule,>
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:
....
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.
....
05 RESTRICTED AREA CP=tulip,IR/EHEG1002 EH2027
Avoiding Two-Dimensional Restricted Areas and FIRs with

ERAD
ERAD 2.0 does not currently support the JetPlan inputs for avoiding two-dimensional
(delineated boundary) restricted areas with the RST option. These restricted areas are
polygons or circles defined with coordinates.
For example, the following command-line inputs are not supported and result in an error:
01 OPTIONS FP,LP,RST,ERAD
....
05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000
In addition, ERAD 2.0 does not currently support input of a FIR/UIR with the RST option.
The following command-line inputs result in an error:
01 OPTIONS FP,LP,RST,ERAD
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....
05 RESTRICTED AREA XIR=LIMM
However, the ERAD 2.0 route 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.
ERAD and the Four-Dimensional Avoid and Alert Restrictive

Airspaces Options
The Customer Controlled Avoid and Alert options (CCAA/CCAAN) are allowed with ERAD
2.0, meaning an error does not occur if CCAA or CCAAN is used with the ERAD flight plan
option. However, ERAD 2.0 does not consider the CCAA or CCAAN inputs. Thus, ERAD
used with CCAA could possibly produce a route that traverses one or more avoid-level
restrictive airspaces. In such cases, flight plan formats that support alerting for such traversals
include the appropriate alerts.
When used with ERAD, both the CCAA option and the CCAAN option cause alerts for each
traversal of active avoid-level and alert-level restrictive airspaces. The alerts are included in
the output of flight plan formats that support all JetPlan alerts.
For example, the system accepts the following command-line entries, and ERAD 2.0 attempts
to produce a route but does not consider the CCAA entry:
01 OPTIONS FP,CCAA,ERAD,AA6
In this case, if the route traverses one or more active avoid-level restrictive airspaces, an alert
is included in the output for each traversal as well as for each traversal of an alert-level
restrictive airspace, since the AA6 format presents all JetPlan alerts.
NOTE For detailed information on the CCAA and CCAAN options, see Chapter 5,
4D Avoid and Alert Restrictive Airspaces.
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ERAD and the Time, Fuel, and Cost Optimization Options

ERAD 2.0 considers forecast winds and temperatures and altitude variations as part of its
overall methodology to determine one of the following:
A shortest-time route
A lowest-fuel route
A lowest-cost route
The choice of determining a shortest-time route, lowest-fuel route, or lowest-cost route is
controlled by the users entries on the Performance Index command line (line 12). However, if
the user enters a cost index on the Cruise Mode line (line 11), ERAD 2.0 determines a lowestcost route, regardless of the Performance Index entry on line 12.
For lowest-cost path determination, ERAD 2.0 considers by default the cost of time and the
cost of fuel. These costs are determined from direct user entry, or extraction from the CADB,
or implicitly from the user-entered cost index.
Unlike the JetPlan route selector, ERAD 2.0 lets the user request consideration of enroute
charges along with the costs of time and fuel in the lowest-cost path determination. In this
case, the user must ensure that the cost of time and the cost of fuel are entered directly as part
of the Performance Index entry (for example, M,067,6000) or are available via extraction from
the CADB. Determining the cost of time and the cost of fuel implicitly from cost index is not
compatible with including consideration of enroute charges in the lowest-cost path
determination.
The route of flight determined by the route selector is the only ERAD 2.0-specific result that is
displayed in the final flight plan output.
In summary, ERAD 2.0s multi-dimensional approach enables it to provide superior
constrained optimization relative to the JetPlan route selector in the face of multi-dimensional
rules imposed by agencies such as EUROCONTROL through its electronic RAD.
NOTE For detailed information on the Performance Index commands and time, fuel,
and cost optimization, see Chapter 9, Profile Commands.
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ERAD Special Remarks in the Filing Strip

In ERAD 2.0 flight plans, the system appends ERAD special remarks to JetPlan Engine
special remarks in the filing strip by default. The following example shows the ERAD special
remarks appended to the filing strip.
(FPL-JBTFS2-IS
-B738/M-SDE2E3FGIJ1RWXY/LB1
-EDDV0500
-N0449F380 OSN8S OSN UM170 BAM UZ158 LNO/N0449F390 UZ707 RESMI
UN857 DISAK UQ237 LMG UN10 ENSAC UP181 NEA UL14 ADINO/N0448F380
DCT ELVAR DCT GENRO
-LPFR0301 LEJR
-PBN/B1D1O1S2 DOF/140913 REG/DAHFW
EET/EBUR0028 LFFF0036 EBUR0037 LFFF0038 LECM0143 LPPC0230 OPR/TUI
PER/C
RMK/TAXI:10 DAL:D55PTOSN DAL:D121PTBAM DAL:D193PTLNO
DAL:D376PTRESMI DAL:D403PTDISAK DAL:D550PTLMG DAL:D671PTENSAC
DAL:D872PTNEA DAL:D1030PTADINO DAL:D1092PTELVAR DAL:D1215PTGENRO
DAL:D1242ADLPFR TOC:D114F360T0019 BOC:D121F360T0020
TOC:D140F380T0023 BOC:D193F380T0030 TOC:D205F390T0031
TOD:D1030F390T0222 BOD:D1033F380T0222 TOD:D1114F380T0233 TCAS
EQUIPPED PLAN 9703 ID JBTFS2 RVR/200)
Note that the system only includes the DAL/TOC/BOC portion of the ERAD special remarks
when both the POD and the POA are in regions where EUROCONTROL has sole control over
filings. In the command-line interface and the JetPlan.com Basic Flight Plan interface, you can
use the Include DAL/TOC/BOC flight plan option (DOTB) to include the DAL/TOC/BOC
portion of the ERAD special remarks in the filing strip, regardless of the location of the POD
and POA. For more information, see Include DAL/TOC/BOC Option on page 198.
Suppressing ERAD Special Remarks

In ERAD flight plans, the system appends ERAD special remarks to JetPlan Engine special
remarks in the filing strip (with the DAL/TOC/BOC exception described in ERAD Special
Remarks in the Filing Strip on page 197.) A customer preference setting enables you to
override this default behavior. When this customer preference setting is in place, the system
does not append ERAD special remarks to the filing strip. Contact your Jeppesen account
manager for more information.
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ERAD 2.0 Flight Plan Options Supported Only in the

Command-Line Interface
NOTE At present, the following flight plan options are supported only in the JetPlan
command-line interface and in the Basic Flight Planner in JetPlan.com. Future
enhancements will make these options available in other client interfaces, such as
that provided by JetPlanner.
Include DAL/TOC/BOC Option

When you use the ERAD flight plan option, the system includes ERAD special remarks in the
filing strip with the following exception: the DAL/TOC/BOC portion of the ERAD special
remarks is included only when both the POD and the POA are in regions where
EUROCONTROL has sole control over filings. The ERAD DAL/TOC/BOC flight plan option
(DOTB) lets you override this behavior on an ad hoc basis. Entering DOTB on the 01 Options
command line in an ERAD flight plan request instructs JetPlan to append the DAL/TOC/BOC
portion of the ERAD special remarks to the JetPlan filing strip, regardless of the POD and
POA.
Runway to Runway Flight Planning

When used with the ERAD flight plan option, the Runway to Runway option (S2R2R)
instructs JetPlan to select the best runway automatically, based on the most recent TAF and
runway preference information for airports stored in the Jeppesen Navigation Database. To
use the Runway to Runway option, enter ERAD followed by S2R2R on the 01 Options
command line.
Dynamic SID/STAR Calculation

When used with the ERAD flight plan option, the Dynamic SID/STAR Calculation (S2PTHT)
option instructs JetPlan to compute SID and STAR routings dynamically instead of using the
pre-calculated SID and STAR routings stored in the JetPlan Navigation Database. The
dynamic calculation performed with this option takes into account the aircraft used in the
flight plan request as well as the ARINC 424 data, resulting in a more accurate computation of
SIDs, STARs, and total distance.
To use the Dynamic SID/STAR Calculation option, enter ERAD followed by S2PTHT on the
01 Options command line.
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National Route Program (NRP) Option

NRP refers to the FAA National Route Program, which allows flights operating at or above
FL290, within the conterminous U.S., and regardless of city pairs, to participate in minimum
time/cost routes, without route limiting restrictions (Free Flight).
The NRP option in JetPlan conforms to all FAA rules, up to and including the latest Advisory
Circulars. The option provides the following features:
The NRP transition points are either: (a) NRP approved transition points
from the list of SIDs and STARs provided by the FAA (see AC 90-91B,
Appendices 1 and 2), or (b) the closest checkpoints, at least 200 nautical
miles (nm) from the POD and POA, on the optimal NAVAID route.
Checkpoints on the NRP portion of the flight are in Fix-Radial-Distance
format.
Checkpoints are inserted for ARTCC reporting requirements as follows: (a)
each ARTCC contains at least one checkpoint; if an ARTCC is entered and
exited multiple times, each segment within the ARTCC contains at least one
checkpoint; (b) each ARTCC has a checkpoint within 200nm of the flights
entry point into the ARTCC.
The NRP flight plan avoids active restricted areas, including 3D Avoid
regions. In respect to 3D Avoid regions, the flight plan either avoids the area
completely or transitions from NRP to NAVAID structure and flies valid 3D
Avoid deviation radials, avoiding the blocked altitudes for the area. A flight
plan may transition from NRP to NAVAID structure to traverse an active
3D Avoid area and then transition back to NRP after clearing the area.
NRP is entered on all domestic flight plan filing strips.
In the event that the optimal route transits Canadian airspace (for example,
on a Boston to Seattle flight), the NRP flight plan can make the transition
from NRP routing to Canadian RNAV routing and back again.
NRP Usage
NRP is activated by entering NRP on the Options command line. For a domestic flight plan,
route inputs are not necessary unless specifying a published preferred IFR route for that
portion of the flight that is within the 200nm boundary of the POD (egress) or POA (ingress).
Flights can be filed and flown on the complete transition of SIDs or STARs for the airport
areas listed by the FAA, in lieu of the 200nm ingress/egress filing requirements.
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For an international flight plan, route inputs are not necessary for that portion of flight within
the conterminous U.S. However, routing on the overwater and the international portions are
input as normal.
Example:
NRP routing in Area 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.
Route Summary Line

Note that the route summary line (below) shows the NRP portion in fix-radial-distance format.
The portions immediately preceding and then following the NRP portion is the preferred
NAVAID structure routing. The points CFB and PGS are the required transitions, positioned
at least 200nm from the POD and POA.
Immediately below the route summary line, in parentheses, is the indication of inserted
waypoints. In the event the flight plan passes through one or more (ARTCC) traffic centers
without the normal JetPlan calculation of an optimized direct waypoint, then one or more
are inserted so that NRP rules are followed. In the example below, one waypoint was inserted
between CFB and DKK278032 (BUF200033), and one was inserted between CRL295073 and
BDF340053 (IOW292060).
KBOS VECTOR..BAF..HNK..CFB..BUF200033..DKK278032..CRL295073..
IOW292060..BDF340053..DSM253062..HYS324076..PUB303038..PGS J128
CIVET CIVET4 KLAX
(DIR RTE CRB-DKK278032)
(DIR RTE CRL295073-BDF340053)
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Filing Strip
Highlighted at the bottom of the NRP plan output, and shown separately below, is the ATC
filing strip. On the NRP domestic flight plan, the designation NRP is clearly displayed. No
such designation occurs on an NRP international flight plan at this time.
FP
H/B74B/ 502 BOS
0000 350
BOS..BAF..HNK..CFB..DKK278032..CRL295073..BDF340053..DSM253062..
HYS324076..PUB303038..PGS.J128.CIVET.CIVET4.LAX/0457 :NRP
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Non-Restrictive Routing
JetPlan supports the use of Non-Restrictive Routing (NRR). NRR supports point-to-point
navigation, rather than requiring flights to traverse existing airway structures such as Jet
airways. Flights with adequately equipped aircraft operating at or above FL350 (configurable)
in U.S. airspace can maximize efficiency, choosing points along their path to report in a flight
plan.
High-Altitude Redesign
NRR allows aircraft to fly optimal routes in High-Altitude Redesign (HAR) airspace, which
takes its name from the FAA program that has implemented fundamental changes in
navigation structure and operating methods away from using ground-based NAVAIDs to
leveraging the flexibility of point-to-point navigation. In HAR airspace, operators can opt to
fly outside of structured routing using the NRR options.
HAR Phases
The first two phases of the FAA HAR program have been implemented. The program has the
following characteristics:
Applies to aircraft with equipment accompanying transponder suffixes E, F,
G, and R
Enables point-to-point navigation
Is restricted to altitudes of FL350 and above (in JetPlan, this is configurable)
Supports waypoint navigation around Special Use Airspace (SUA)
Uses high-altitude RNAV routes (Q Routes)
Implements a reference grid of waypoints for flight navigation planning
called Navigation Reference System (NRS)
Supports user-defined NRR, including entering/exiting HAR airspace via pitch and catch
points. If no pitch and catch points are available, appropriate SID/STAR endpoints can be
used. Figure 6.2 shows HAR airspace as of 2007 and which centers are part of the airspace.
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Figure 6.2.
HAR Airspace in 2007
NRS Waypoints
NRR is characterized in a flight plan through the identification of one waypoint per Air Route
Traffic Control Center (ARTCC) in HAR airspace. To support NRR, the FAA developed the
NRS, a grid of waypoints and waypoint naming conventions to serve as the navigation
structure for HAR. See Figure 6.3 for an illustration of the waypoint naming convention.
KD54W is a waypoint, where:
K represents the FIR (USA)
D represents the center or sub-FIR (Denver)
54 represents the latitude (lat 39 00)
W represents the longitude (104 degrees west longitude)
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Figure 6.3.
NRS Waypoints and Naming Convention
High-Altitude RNAV Routes (Q Routes)

As part of the HAR program, the FAA introduced high altitude RNAV routes. The FAA also
refers to these routes as preferred IFR routes. The use of RNAV facilitates less restrictive
routing than is commonly available with navigation via radar vectors. This allows for more
efficient routing through high-density corridors. Q is the International ICAO-assigned
designator for a published RNAV route in Canada or the U.S. Q routes are spaced more
closely than standard airways, allowing additional routes in the same airspace, and fewer
conflicts between routes. Q-routes can have direction, flight level, equipment, and time
constraints associated with them.
Pitch and Catch Points

The FAA has defined points, called pitch and catch points, for getting into and out of HAR
airspace. The pitch points indicate an end of a departure procedure, a preferred IFR routing, or
other established routing program where a flight can begin a segment of NRR. The catch point
indicates where a flight ends a segment of NRR and joins published arrival procedures,
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preferred IFR routings, or other established routing programs. For the portion of the route in
between the pitch and catch points, NRR is permitted. If no pitch and catch points are
available, appropriate SID/STAR endpoints can be used.
The FAA has defined a Vertical Pitch Line (VPL) to indicate the boundary for flights to begin
NRR in HAR from the East coast of the U.S. Because of the density and traffic, there are few
pitch points defined for airports east of the VPL. Flights originating outside of HAR airspace
and flying westbound cannot pitch into HAR until they fly to the VPL. However, flights
originating west of the VPL and flying eastbound can catch out of HAR through catch points
located throughout the area east of the VPL. North/south routes outside of HAR airspace are
not permitted for HAR. The FAA has chosen to keep existing airway structures in place when
flying in the densely populated eastern Air Traffic Control Centers.
NOTE You can find the pitch and catch points and VPL in the airport/facility
directory.
NRR Levels of Service

The two levels of NRR service are as follows:
HAR When the aircraft has all NRS waypoints in its flight management
systems (FMS) and is RNAV-equipped, the flight plan can be filed as fullservice capability HAR. Depending on the configuration of the NRRPRC
customer preference (see Customer Preferences Database on page 207),
HAR appears in the filing remarks of these flight plans.
Point-to-Point When the aircraft has the traditional waypoints (not the
NRS waypoints) in its FMS and is RNAV-equipped, the flight plan can be
filed as limited-service capability PTP. You can also choose to request a
PTP flight plan for an aircraft that is NRS-capable. Depending on the
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configuration of the NRRPRC customer preference (see Customer

Preferences Database on page 207), PTP appears in the filing remarks of
these flight plans.
NOTE The flight plan can be filed as a National Route Program (NRP) plan when
the following are true: The aircraft is RNAV equipped, the FMS does or does not
recognize NRS waypoints, the initial cruise is a flight level above 29,000 feet and
below 35,000 feet, and the route of flight contains at least one published waypoint per
each ATC center. In this case, NRP appears in the ATC filing remarks, depending
on the configuration of the NRRPRC customer preference. For more information
about NRP, see National Route Program (NRP) Option on page 199
For additional information on NRR and the HAR redesign program, refer to FAA Advisory
Circular AC 90-99.
NRR Flight Planning Guidelines

The following guidelines apply to NRR flight planning with JetPlan:
(Required) The aircraft must be RNAV-equipped. JetPlan checks the
aircrafts RNAV value in the Customer Aircraft Database (CADB). If the
RNAV parameter is set to No, the system alerts you that the aircraft is
unable to create an NRR flight plan.
The aircraft has the NRS waypoints (required for HAR plans) or traditional
waypoints in its FMS. If you request an NRR flight plan with HAR, JetPlan
checks the value of the NRS-Capable parameter in the CADB. If NRS
Capable is set to No, JetPlan generates a HARSET01 error.
(Required) The route of flight contains at least one NRS waypoint or
NAVAID per each Air Route Traffic Control Center (ARTCC). You can
allow JetPlan to generate the route, or you can input an SRS route.
(Required) An initial cruise of FL350 and above. This is a configuration
item in the Customer Preference Database (see Customer Preferences
Database on page 207).
NOTE JetPlan currently checks for RVSM for aircraft to fly between FL290 and
FL410.
(Optional) The use of pitch and catch points. You can use pitch and catch
points by entering PITCAH on the Options command line or through the
front-end flight planning software. If you do not enter the pitch and catch
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command directly on the flight plan request, JetPlan checks the Pitch-Catch
parameter for the indicated city pair in the City Pair Fleet Database
(CPFDB). If the Pitch-Catch parameter is set to Yes, the system generates a
flight plan request for an NRR-optimized flight plan using pitch and catch
points.
NRR Setup Guidelines

This section describes how your JetPlan preferences and customer databases are configured to
support NRR flight planning.

The Customer Preferences Database, which is not customer-controlled, contains the following
options that apply to NRR:
Non-Restrictive Routing Flight Level Floor (NRRFLF) Specifies a flight
level floor for non-restrictive routing. This is the initial cruise an aircraft
must reach to file an NRR flight plan as HAR or PTP. The default value is
FL350.
Non-Restrictive Routing Preferential Route Check (NRRPRC) Specifies
an FAA preferential route check for NRR. Determines whether the system
bases the NRR ATC filing remarks off of the existence of an FAA
Preferential Route. The default value is Yes.
This configuration item allows operators the flexibility to file NRR routes,
whether or not FAA preferential routes exist. If the configuration is set to
Yes, and an FAA preferential route exists, then the system files an NRRappropriate remark in the ATC filing remarks field (HAR, PTP, or
NRP). However, if the configuration is set to Yes, and an FAA
preferential route does not exist, then the system does not file an NRRappropriate remark in the ATC filing remarks field. If the NRRPRC
configuration is set to No, it does not matter if an FAA preferential route
exists; NRR remarks are always in the ATC filing remarks field.
NAVALERT Aircraft flying NRR routes must be RNAV-equipped, as
indicated by the setting of the RNAV parameter in the Customer Aircraft
Database (CADB). The functionality associated with the RNAV setting
requires the NAVALERT customer preference to be set. When the
NAVALERT preference is set, and the RNAV parameter is set to a value
other than Terminal and Enroute, the system optimizes to avoid RNAV
segments beyond the navigational capabilities of the aircraft. If the system
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looks for and cannot find such a route, it fails the flight plan calculation and
returns an error. If you specify a route that includes RNAV segments that
exceed the RNAV capability of the aircraft, an alert is returned with the
flight plan.
Customer Aircraft Database (CADB) Equipment Section

NRS Capable (NR) When set to Yes, the aircrafts navigational database
contains the NRS points for the HAR program. This parameter must be set
to Yes for an aircraft to be used in a HAR flight plan that uses the NRS
points. If NRS Capable is set to No, JetPlan generates a HARSET01 error
when you request the HAR flight plan.
RNAV (RE) This parameter indicates whether or not the aircraft has
RNAV equipment onboard. This parameter must be set to Terminal and
Enroute (T or Y in JetPlan command-line mode) or Enroute (E in JetPlan
command-line mode) to access RNAV routing. If the RNAV parameter is
set to No, the system alerts you that the aircraft is unable to create an NRR
flight plan.
NOTE The functionality associated with the RNAV setting requires the NAVALERT
customer preference to be set. For information about the NAVALERT preference, see
Customer Preferences Database on page 207.

Pitch-Catch (PC) This parameter determines whether JetPlan uses available pitch and catch
points when creating a NRR flight plan for a given city pair and fleet type. When you request
an NRR-optimized flight plan but do not indicate the use of pitch and catch points on the
JetPlan Options command line or through a front-end flight planning system, JetPlan looks for
the value of the Pitch-Catch flag in the CPFDB for the indicated city pair and fleet type. If the
Pitch-Catch flag is set to Yes, the system generates a flight plan request for an NRR-optimized
flight plan using pitch and catch points.
NRR Usage
NRR is activated by entering NRR on the Options command line. Other inputs, along with the
values in the customer and preference databases, determine whether the flight plan is filed as
HAR, PTP, or NRP.
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NRR with HAR

In this example, either an FAA preferential route exists for the city pair and the NRRPRC
preference is set to Yes, or the preference is set to No and the existence of a preferential route
is irrelevant in either case, HAR appears in the flight plan. The flight level is at or above
the value set by the NRRFLF customer preference.
Example:
Explanation: NRR on the Options command line requests NRR remarks and H on the Route
Command (06 ROUTE) line requests an NRS Optimized route (using the NRS waypoints).
01
02
03
06
FP,NRR
POD KSFO
POA KORD
ROUTE H
Output
The resulting HAR flight plan has a route summary line containing the NRS waypoints.
KSFO..SAC..HAROL..KU66K..KU69M..KU72O..KU75Q..KD78U..KD81Y..KP81A..KP81C..KP81E..K
P81G..KP81I..KG81K..DLL..MSN..JVL JVL5 KORD
The HAR remark in the filing strip indicates the crew is willing and the aircraft is capable of
accepting a re-route including NRS points.
(FPL-N901AN-IS
-B738/M-SXDIRGHW/S
-KSFO0100
-N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT
KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G
DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5
-KORD0342
-EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311
REG/N901AN SEL/ACBJ DAT/V
RMK/HAR)
If the NRRPRC preference is set to Yes, and an FAA preferential route does not exist, the
following alert appears, and HAR does not appear in the remarks:
ALERT TAG NRR01
ALERT MSG No NRR Remarks are used because a FAA Pref Route does not
exist.
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Using Pitch and Catch Points in an NRS-Optimized Route

Example:
Explanation: PITCAH on the Options command line requests use of catch and pitch points in
the NRS-optimized route. The route contains a catch point for Denver.
01
02
03
06
OPTIONS FP,NRR,PITCAH
POD KLAX
POA KDEN
ROUTE H
Note that JetPlan observes the Vertical Pitch Line.

Example:
Explanation: The route uses NRS points beyond the Vertical Pitch Line only.
01
02
03
06
OPTIONS FP,NRR,PITCAH
POD KMIA
POA KLAX
ROUTE H
NRR with PTP

In this example, either an FAA preferential route exists for the city pair and the NRRPRC
preference is set to Yes, or the preference is set to No and the existence of a preferential route
is irrelevant in either case, PTP appears in the flight plan. The flight level is at or above
the value set by the NRRFLF customer preference.
Example:
Explanation: NRR on the Options command line requests NRR remarks and nothing on the
ROUTE 06 requests a NAVAID optimized flight plan that does not use the NRS points.
01 FP,NRR
02 POD KSFO
03 POA KORD
06
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Output
The resulting PTP flight plan has a route summary line containing the waypoints and the
PTP remark in the filing strip.
If the NRRPRC preference is set to Yes, and an FAA preferential route does not exist, PTP
does not appear in the filing strip and the following alert displays.
ALERT TAG NRR01
ALERT MSG No NRR Remarks are used because a FAA Pref Route does not
exist.
NRR with SRS Routing

Example:
Explanation: The specified route may or may not use NRS waypoints.
01
02
03
06
OPTIONS FP,TST,WH06,NRR
POD KSFO
POA KORD
ROUTE -SAC HAROL KU66K KU69M KU72O KU75Q KD78U KD81Y KP81A KP81C
KP81E KP81G KP81I KG81K DLL MSN JVL JVL5
.
(FPL-N901AN-IS
-B738/M-SXDIRGHW/S
-KSFO0100
-N0455F390 DCT SAC DCT HAROL DCT KU66K DCT KU69M DCT KU72O DCT
KU75Q DCT KD78U DCT KD81Y DCT KP81A DCT KP81C DCT KP81E DCT KP81G
DCT KP81I DCT KG81K DCT DLL DCT MSN DCT JVL JVL5
-KORD0342
-EET/KZLC0042 KZDV0145 KZMP0219 KZAU0311
REG/N901AN SEL/ACBJ DAT/V
RMK/PTP)
NRR and NRP

NRP appears as a remark in the filing strip when the following are true:
The NRR remarks are requested.
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The route is computed either as NRS optimized (HAR) or as NAVAID

optimized (PTP).
Either an FAA preferential route exists for the city pair and the NRRPRC
preference is set to Yes, or the preference is set to No and the existence of a
preferential route is irrelevant.
The flight level is below the NRR flight level set by the NRRFLF customer
preference, but at or above the flight level set for NRP.
For more information on NRP, see National Route Program (NRP) Option on page 199.
MEL RNAV Degradation and NRR

It is possible that an MEL item may override the setting of the RNAV parameter in the CADB
for an aircraft used in an NRR flight plan. The RNAV Degradation parameter in the MEL
Database record determines the level, if any, of RNAV degradation that may apply to the
RNAV setting in the CADB. When the RNAV Degradation parameter is set to Terminal, the
flight plan is calculated with no terminal RNAV capability. When the parameter is set to All,
the flight plan is calculated with no RNAV capability at all. For more information, see
Chapter 35, Minimum Equipment List Database..
The RN and NORN flight plan options override the Customer Aircraft Database (CADB)
setting for RNAV and ignore any MEL degradations that have been applied to RNAV. If an
MEL item exists that degrades the RNAV capability, JetPlan returns an alert on the NRR flight
plan. For more information, see Chapter 2, Option Commands.
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Specific Route Selector

The input methodologies of the Route Optimizer are substantially different from those of the
Specific Route Selector (SRS). SRS requires no keywords (for example, RTD, RTW, RTA),
no knowledge of route areas (for example, Area 1 and Area 2), and no input type options to
remember (for example, J,D,ABC,P/Z/J). It is separate and independent of the Route
Optimizer. Nevertheless, SRS does have its own syntax rules and guidelines to follow. This
section describes that information.
SRS provides a very useful method for entering a route between any two points (airports or
waypoints). You define the route of flight with your explicit inputs. Enter each NAVAID and
airway element sequentially, as you would file a flight plan with ATC. Simply specify the
route, start to finish, and you get an output that matches your input.
In addition, low and high altitude airway segments may be combined in one route request. By
specifying an entry waypoint, the published high (or low) altitude airway, and an exit
waypoint, you define the desired route of flight on the airway structure of your choice. If
desired, you can also specify as many enroute waypoints as necessary. SRS builds great circle
segments using your specified inputs.
NOTE If necessary, there is a method for combining SRS and Route Optimizer
inputs, which is discussed in Combination (SRS Route Optimizer) Routing in this
chapter.
SRS provides the following features:

Independence from Route Optimizer conventions if desired.
SRS inputs can be used to create Customer Route Database (CRDB) files.
Ability to specify waypoints that are considered terminal waypoints (an
ARINC 424 standard.)
Ability to delineate SID/STAR route information in the flight plan output,
including each fix and track to a fix. The fix data is obtained from the
Jeppesen Aviation Database (ARINC 424 standard).
Ability to work in conjunction with the Route Optimizer if necessary. This
provides flexibility in that portions of the route may be dynamically
constructed using the Route Optimizer, while other portions are explicitly
defined using SRS.
Ability to accept and interpret both IATA and ICAO identifiers from your
POD, POA, Hold, Alternate, and Reclear inputs.
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The Navigation Database

SRS navigational data originates in the Jeppesen Aviation Database (JAD). Specific data is
extracted from JAD and placed in a file formatted to ARINC 424 standards, where it may be
used for flight planning purposes. The converted database file contains worldwide airport,
airway, and waypoint information.
SRS has no route area concept to consider. All airports, airways, and waypoints are defined
in the same data source, meaning that there are no subsections (route areas) to worry about.
SRS Facts and Guidelines

When requesting an SRS route, be aware of the following input guidelines:
Route inputs are limited to a total of 408 characters, including spaces.
SRS route inputs are entered as they would be filed with ATC. The route is
defined by entering both the airway and the waypoint names in the order of
flight. The names entered on the Route command line need to be loaded in
the navigation database.
Lat/long coordinates not associated with airway structures can be entered as
part of your route input.
NAVAID radial/distance fixes (RNAV waypoints) not associated with
airway structures can also be entered as part of your route input.
All waypoint name inputs must be entered according to their charted
(external) name. If the charted name exists more than once in the navigation
database, SRS selects the waypoint closest in proximity to the previously
entered waypoint.
Waypoints can be entered using latitude-longitude coordinates. You can
also include a name to be associated with the entered coordinate.
A route can be created, all or in part, based on the entry and exit waypoints
to one or more published airways.
Both high and low altitude waypoint names may be included in the same
SRS route input.
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If needed, you can clarify a waypoint external name entry by further

defining the entry using modifiers. There are two basic types of modifiers:
NAVAID type and coordinate approximation. NAVAID type modifiers
are used to differentiate between two waypoints that are different NAVAID
types, but are located in close proximity to each other.
There are three NAVAID type modifiers that can be appended to your
waypoint entry: VOR, NDB, or FIX. Coordinate approximation modifiers
are latitude-longitude inputs appended to your waypoint name entry to help
the Specific Route Selector locate the waypoint.
When applying a coordinate approximation modifier, SRS uses your
modifier to determine the waypoint. It then uses the coordinates from the
navigation database, rather than your approximation, to complete the route
calculation.
Static track structures can be used with SRS.
You can specify an airway name between two waypoints stored in the
navigation database, or between two waypoints defined by you.
You can specify a coded departure route.
SRS Syntax Rules

The following syntax rules are applied during the input of an SRS route. Please contact
Jeppesen Customer Service to resolve any questions regarding route input.
The Dash Delimiter

The most important syntax rule to remember is to always begin an SRS input with a dash (for
example, -OSI V25 PYE). If the dash is omitted, JetPlan does not recognize the route entry as
an SRS input, but rather as a Route Optimizer input, leaving you with invalid inputs for the
route selection tool in use.
Example:
Explanation: The dash delimiter (-) is always the first entry in an SRS route input. It designates
that the SRS tool is being implemented.
06 ROUTE -OSI V25 PYE
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Input Styles
Two different route input styles may be employed when entering an SRS route. The first style
resembles the route syntax found in an ICAO flight plan filing request, where each route
element (airway name, NAVAID or waypoint name) is separated from the next by a space.
The second style resembles the route syntax found in a U.S. domestic flight plan filing request,
where each route element is separated from the next by a period.
Example:
Explanation: ICAO 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
Starting/Ending Route With a Waypoint

If a NAVAID or waypoint is entered immediately after the dash, SRS creates a direct segment
from the POD to that point. Similarly, if a NAVAID or waypoint is included as the last
element in the route input, SRS creates a direct segment to the POA.
Example:
Explanation: SRS creates a direct to the NAVAID DAG, and a direct from the NAVAID DVV
to the POA.
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02 POD KLAX
03 POA KDEN
06 ROUTE -DAG J146 HBU J10 DVV
Starting/Ending Route With an Airway

If an airway identifier (or SID) is entered immediately after the dash, then SRS uses that
airway (or SID) to begin the route. Similarly, if an airway identifier (or STAR) is included as
the last element in the route input, SRS uses that airway (or STAR) to the POA.
Example:
Explanation: SRS uses the LOOP9 SID to DAG.
06 ROUTE -LOOP9 DAG J146 HBU J10 DVV
Jeppesen defines a circle around each NAVAID during the JetPlan route database build
process. The circumference of the circle is in nautical miles and is determined by Jeppesen. If
the POD (or POA) is not located within the NAVAID circle of a NAVAID on the specified
airway, an error occurs.
Example:
Explanation: In this case, the POD does not reside within a nearby NAVAID circle on J16, so
a route error occurs.
02 POD KPDX
03 POA KORD
06 ROUTE -J16 MCW J90 BRIBE
To alleviate this problem, a NAVAID must be entered before the airway on the departure.
Example:
Explanation: By adding the NAVAID BTG to the start of the SRS route input, a direct
segment is created and the subsequent route becomes acceptable.
06 ROUTE -BTG J16 MCW J90 BRIBE
Using similar logic, a NAVAID must be entered after the airway on the arrival if the POA is
not within the NAVAID circle.
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Example:
Explanation: In this case, the POA does not reside within a nearby NAVAID circle on J16, so
a route error occurs.
02 POD KORD
03 POA KPDX
06 ROUTE -BRIBE J90 MCW J16
Explanation: By adding the NAVAID BTG to the end of the SRS route input, a direct segment
is created and the subsequent route becomes acceptable.
06 ROUTE -BRIBE J90 MCW J16 BTG
SRS Input Types

This section discusses all of the types of inputs that can be entered using the SRS
methodology. Typical examples are given as well as subtle variations.
LAT/LONG Inputs
The following sections describe latitude and longitude inputs.
Unnamed LAT/LONG Inputs

To specify latitude, you may prefix or suffix any of the following coordinate entries with the
letter N for North, or S for South:
One or two digits, assumed to be degrees.
Optionally, three or four digits, the last two digits assumed to be minutes.
Optionally, enter a period and a single digit for tenths of a minute.
The latitude coordinate, 3712.4N can be entered using any of the following formats:
N37
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To specify longitude, you can prefix or suffix any of the following coordinate entries with the
letter W for West, or E for East:
One to three digits assumed to be degrees.
Optionally, four or five digits, the last two digits assumed to be minutes.
Optionally, input a period and a single digit for tenths of a minute.
The longitude coordinate 09823.6W can be entered using any of the following formats:
W98
W098
W9823
W09823
W9823.6
W09823.6
98W
09823.6W
To specify a complete coordinate, use the guidelines mentioned above. You can include a
slash, space, or comma between the latitude entry and the longitude entry. However, these
separators are not required. To specify the coordinate 3712.4N / 09823.6W, enter any of the
following:
N37W98
N37W098
N3712W9823
N3712W09823
N3712.4W9823.6
N3712.4W09823.6
N3712.4 W09823.6
User-Named LAT/LONG Inputs

For user-named latitude-longitude inputs, apply the rules mentioned previously. In addition,
prefix the coordinate input with a one-to-six character name within parentheses. The name is
of your choosing and can consist of alphanumeric or special characters. For example, to attach
a name to the coordinate 3712.4N / 09823.6W, you can enter:
(MY-CHKPT1)N3712W9823
(MY-CHKPT1)N3712.4W09823.6
Charted (External) Name Inputs

There are a few ways to specify the charted (external) name of a waypoint. One way is to
simply enter the name as it exists on the chart. Another way is to attach modifiers to the
external name. Modifiers can describe the fix by its typeVOR, NDB, or FIXor as an
approximation of the latitude and longitude coordinates of the waypoint.
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Charted Names (No Modifier)

To specify the charted (external) name of a waypoint without modifiers, enter the one to five
(1-5) alphanumeric/special character name from the chart. Your entry must match the
waypoint name stored in the navigation database.
ALCOA
APPLE
RIPKI
MAARI
ACKIL
Charted Names Using NAVAID Type Modifiers

To specify the charted name of a waypoint by NAVAID type, follow the procedure established
for charted names (above), and append the NAVAID type within parentheses. A database
search is made for the waypoint whose charted name is closest to the last known position and
whose NAVAID type corresponds to the type specified (VOR, NDB, or FIX). Once found,
JetPlan uses the coordinates associated with the waypoint in the flight plan.
BNA(VOR)
BNA(NDB)
Some countries have VORs and NDBs that are either collocated or located in close proximity
to each other, where airway structure is defined on the NDB in one quadrant, but defined on
the VOR in another quadrant. In this case, the only way to get airway continuity is to specify
the input in the following manner:
1. Inbound airway name
2. Inbound NAVAID identifier
3. Outbound NAVAID identifier
4. Outbound airway name
If the VOR and NDB have the same identifier, then the NAVAID type modifier must be
attached. Since this can be confusing, it may be more practical to specify the inbound airway
name, inbound NAVAID name, and then a direct segment to the first waypoint or NAVAID
on the outbound airway. In the example below, J111 is defined on the Nome VOR, whereas
G212 is defined on the Ft. Davis NDB. Both are in close proximity to each other.
Example:
Route explanation: For the points in 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
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Charted Names Using Coordinate Approximation

To specify the charted name of a waypoint by coordinate approximation, follow the procedure
established for charted names (above), followed by the latitude and longitude (using the syntax
rules established earlier) within parentheses. A database check is made for the waypoint whose
charted name is closest to the latitude-longitude coordinate. Once the closest waypoint is
found, JetPlan uses the waypoint coordinates found in the navigation database rather than the
approximated coordinates. If you also apply a user-specified name and it does not match
anything in the database, an error message is generated. See the examples below.
GILRO(N37W121)
AMERT(N4439.7W07743.1)
RNAV Waypoint Inputs

To enter an RNAV waypoint, specify the point in Fix-Radial-Distance format. Enter the
two- or three-character charted name of the NAVAID, followed by the radial in magnetic
degrees (001360), and the distance from the NAVAID (in nautical miles). SRS performs a
database search for the NAVAID with the name that matches your input and that is in closest
proximity to the previously entered user waypoint.
OAK216160
RZS133024
UPP066164
Airway Name Inputs

There are two ways to specify an airway name: 1) by the charted name, 2) by a user-specified
convention. The latter is used for specific airways not recognized in the SRS navigation
database. For example, the SRS navigation database does not recognize ATS and D
airway names.
Charted Airway Names

Most airways on the charts are available for input. The method for entering these airways is to
simply specify the name in your route input as it is found on the chart. This means entering the
airway using the one to six alphanumeric characters that identify the airway. The first
character must be an alpha character. Do not insert any spaces in the airway name.
A586
W41
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NCA15
PTSQ
ACAO
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User-Specified Airway Names

To specify an airway name that is user-created or not in the SRS navigation database, you
must demarcate the begin and endpoints of the airway and make a unique entry in between. Do
this by specifying the waypoint that marks your entry to the airway in question, the airway
name prefixed with a special input, and the waypoint that marks the end of the airway
segment. The prefix to the airway name is AW/ or AW=. This airway input must be
within parentheses.
The following route input illustrates the user-specified designation of an airway not
recognized in the SRS navigation database.
Example:
Route explanation: Pick up the ATS airway between KCC and CU, and between CU and
OKC.
06 ROUTE -GO W18 KC (AW/ATS) CU (AW/ATS) OKC V23 IWC ...
The next route input illustrates the designation of a fictitious airway name, TRK34, between
the waypoints ALPHA and BRAVO.
Example:
06 ROUTE -(ALPHA)N40W110 (AW/TRK34) (BRAVO)N40W100
SID/STAR Name Inputs

SRS lets you enter an ARINC-424 compliant SID or STAR name (maximum of six
alphanumeric characters) in your route input. In addition, you can enter a transition waypoint
name. The inclusion of a transition waypoint forces JetPlan to consider the POD or POA
information and search the database for intermediate waypoint data.
To specify a published SID or STAR and include intermediate waypoint data, enter the SID or
STAR name (maximum of six alphanumeric characters) and the charted name of the SID or
STAR transition waypoint.
Example:
Route explanation: Pick up the LOOP2 departure to DAG, fly route, then pick up the MOD2
arrival from CZQ. By entering the transition waypoints (DAG and CZQ), intermediate
waypoint data for both the SID and STAR are included in the flight plan output.
02 POD KLAX
03 POA KSFO
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06 ROUTE LOOP2 DAG...<continuing input>...CZQ MOD2
Runway Name Inputs

To specify a departure or arrival runway within a SID or STAR input, append the runway
name to the SID (or STAR) name. Use the dollar symbol ($) to separate the runway number
from the SID/STAR name and the transition name. A space (or period) separates the transition
waypoint entry from the SID/STAR/Runway input. For example:
-PORTE9$28$ AVE -GMN1$24$ AVE
The following rules apply to entering runway names:

The runway number must always be two digits.
Use L to designate left runway, R to designate right runway, and B to
designate a procedure common to both parallel runways. For example:
-GMN1$07L$ AVE -GMN1$24B$ AVE
If there is no common procedure stored for two parallel runways,
SRS defaults to the left runway procedure, and then the right
runway procedure. If only the runway number is specified for
parallel runways, SRS defaults first to common procedure, and then
to the left procedure, and then to the right procedure.
If no procedures are stored for the specified SID/STAR and runway,
or you do not specify a runway, SRS defaults to the procedure for
the lowest numbered runway for the specified SID/STAR.
If SRS cannot find a SID/STAR input in the SRS database, but it
does find the specified SID/STAR in the Route Optimizer database,
JetPlan prints out the SID/STAR identified in the route summary
line. However, no intermediate waypoints are printed.
It is possible to instruct SRS to go direct to all of the stored
intermediate waypoints of a published SID/STAR. JetPlan prints
out the appropriate SID/STAR name after the route is established on
either the SID or STAR. ARTCC and ACC centers may not accept
this type of routing when the automatic filing feature is used.
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NAVAID/Radial Inputs
The combination of a NAVAID and a radial can be used as an SRS route input for the purpose
of furthering the route when the published airway structure does not meet your needs. A
NAVAID/radial input is a six-character entry, combining the three-letter NAVAID identifier
with a three-digit radial value. There are several ways to use a NAVAID and radial
combination as a route entry. Each is described in this section.
NAVAID/Radial Intersecting a NAVAID/Radial

To designate the point where a NAVAID/radial intersects another NAVAID/radial, enter the
intersection in the following manner:
First enter the initial enroute NAVAID from which the first radial exists. Next, enter the sixcharacter NAVAID/radial combination based on the initial NAVAID. Then enter the sixcharacter NAVAID/radial combination based on the subsequent enroute NAVAID. Lastly,
enter the subsequent NAVAID from which the other radial exists. See the examples below.
Example:
Route explanation: Beginning at the initial NAVAID, OOD, fly the 198 radial (OOD198) until
it intersects with the SBY014, and then fly the 014 radial to SBY.
06 ROUTE -OOD OOD198 SBY014 SBY
Example:
Route explanation: Same as previous example, except using U.S. domestic input style. Note
that two periods separate the similar input elements (in this case, the NAVAID/radial
combinations OOD198 and SBY014).
06 ROUTE -OOD.OOD198..SBY014.SBY
NAVAID/Radial Intersecting an Airway

To designate a route input where a NAVAID/radial intersects an airway, enter the initial
enroute NAVAID, the NAVAID/radial input, and the airway name (using the rules
established). See the example below.
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Example:
Route explanation: Beginning at the initial NAVAID, DQO, fly the 306 radial (DQO306) until
it intersects with airway J110. Fly airway J110 via VINSE to the IHD310 radial, and then fly
the 310 radial to DJB.
06 ROUTE -DQO DQO306 J110 VINSE J110 IHD310 DJB
NAVAID/Radial to a Waypoint
To designate a NAVAID radial routing to or from a waypoint, specify the NAVAID/radial
entry followed (or preceded) by the waypoint. See example.
Example:
Route explanation: Overfly the PTW vortac, and then proceed via the PTW320 radial to the
RAV vortac.
06 ROUTE -PTW PTW320 RAV
06 ROUTE -PTW.PTW320.RAV
NAVAID/Radial/Distance Waypoint
To designate a NAVAID radial/distance waypoint, enter the combination of the charted twoor three-character name of the NAVAID, the radial in magnetic degrees (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
Great Circle Route Inputs

Great Circle routing is available using SRS. In contrast to the Route Optimizers optimized
direct routing, which approximates a great circle route on direct segments when the GC
option is specified on the Options command line, the SRS great circle capability generates a
true great circle route.
Using the Route Optimizer, a predominantly east/west great circle route is generated with
longitudinal crossings printed in multiples of ten degrees and latitudinal crossings printed in
multiples of one degree (see Optimized Direct Routing in this chapter). The deviation
(round-off) of the latitudinal crossings from the exact great circle position is for appearance
sake.
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SRS on the other hand, generates a predominantly east/west great circle route with
longitudinal crossings printed in segments of user-defined degrees, and the exact latitudinal
crossings are printed (not rounded to whole degree values).
For example, if you request SRS to compute a flight plan from KJFK to PHNL in 10 degree
segments of longitude, SRS may cross W100 at N3858.6. If the Route Optimizer calculated a
similar route, it would deviate from an exact great circle route to cross W100 at N3900.0.
Likewise, a predominantly north/south route generated by the Route Optimizer has latitudinal
crossings printed in multiples of five degrees and longitudinal crossings printed in multiples of
one degree.
SRS on the other hand, generates a north/south route with latitudinal crossings printed in
segments of user-defined degrees, and exact longitudinal crossings printed. Again, no roundoff is done. For example, if you request SRS to compute a flight plan from FHAW to BIKF, in
5 degree segments of latitude, SRS may cross N10 at W01534.6. If the Route Optimizer
calculated a similar route, it would deviate from an exact great circle route to cross N10 at
W01600.0.
Single Segment Great Circle Route

To specify a single segment SRS great circle route (POD to POA), enter a dash (for SRS
routing) as the only route element input. With no route elements entered, JetPlan samples wind
and temperature data at only one point along the route.
Example:
06 ROUTE
Multi-Segment Great Circle Route: Latitudinal or Longitudinal Crossings

To specify a multi-segment SRS great circle route with latitudinal or longitudinal crossings at
whole degree intervals, enter the following inputs without any spaces between them: a dash
(for SRS routing), followed by the command GR8C, followed by a crossing interval value.
The crossing interval value must be a four-digit number. The first two digits represent a
latitude entry, while the last two digits represent a longitude entry. The entry has a nonzero
input for one directional value or the other (latitude or longitude), not both. Zeroes are entered
for the direction not taken.
For a predominantly north/south route, only the first two digits (designated latitude parameter)
are used. For a predominantly east/west route, only the last two digits (designated longitude
parameter) are used. The examples below are typical of inputs necessary for predominantly
north/south routes.
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Example:
Explanation: The first route input shows an entry that produces a plan with latitude crossings
every 5 degrees. The second route input shows the entry that produces a plan with latitude
crossings every 10 degrees.
06 ROUTE -GR8C0500
06 ROUTE -GR8C1000
The next set of examples are typical of inputs necessary for predominantly east/west routes.
Example:
Explanation: The first route input shows an entry that produces a plan with longitude crossings
every 10 degrees. The second route input shows the entry that produces a plan with longitude
crossings every 20 degrees.
06 ROUTE -GR8C0010
06 ROUTE -GR8C0020
Multi-Segment Great Circle Route: Latitudinal and Longitudinal

Crossings
To specify a multi-segment SRS great circle route with latitudinal and longitudinal crossings
at whole degree intervals, make the following entries without any spaces between them: a dash
(for SRS routing), followed by GR8C, followed by a crossing interval value. The crossing
interval value is a four-digit number specified by you. The first two digits represent a latitude
entry, while the last two digits represent a longitude entry. Each two-digit value is entered as
something greater than zero in this type of input.
Predominantly East/West Routes
For predominantly east/west routes, only the last two digits (longitude parameter) are typically
given a value greater than zero. However, to include additional waypoints, you can also enter a
value greater than zero for the first two digits (latitude parameter), thereby creating waypoints
at the specified intervals of latitude. At the additional waypoints, the longitude coordinate
values prints out in degrees, minutes, and tenths of minutes without any rounding.
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Example:
Explanation: Print 10-degree intervals of longitude when flight planning predominantly
east/west, such as KJFK to PHNL. Also print additional way-points at 10-degree intervals of
latitude.
06 ROUTE -GR8C1010
Example:
Explanation: Print 20-degree intervals of longitude when flight planning predominantly
east/west. Also print additional waypoints at 5-degree intervals of latitude.
06 ROUTE -GR8C0520
Predominantly North/South Routes

For predominantly north/south routes, only the first two digits (designated latitude parameter)
are typically given a value greater than zero. However, to include additional waypoints, you
can also enter a value greater than zero for the last two digits (designated longitude parameter),
thereby creating waypoints at the specified intervals of longitude. At the additional waypoints,
the latitude coordinate values print out in degrees, minutes, and tenths of minutes without any
rounding.
Example:
Explanation: Print 5-degree intervals of latitude when flight planning predominantly
north/south, such as FHAW to BIKF. Also print additional waypoints at 3-degree intervals of
longitude.
06 ROUTE -GR8C0503
Example:
Explanation: Print 10-degree intervals of latitude when flight planning predominantly
north/south. Also print additional waypoints at 5-degree intervals of longitude.
06 ROUTE -GR8C1005
Great Circle Route Segment(s) Between Any Two SRS Waypoints

To specify one great circle route segment between any two SRS waypoints, enter either a
space (ICAO style) or two periods (domestic style) between the two waypoints. SRS builds
one great circle direct segment between the two waypoints, regardless of distance. To specify
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multi-segment great circle routing between any two SRS waypoints, enter GR8Cnnnn between
the two waypoints. Specify the desired segments of latitude/longitude (nnnn) using the syntax
rules explained in the previous sections.
In the following example, the first input generates a single segment great circle route between
two points. The second input also generates a great circle route between two points, but with
multiple segments.
Example:
Explanation: Generate a single great circle route segment between SYA and PABBA.
02 POD KSJC
03 POA RJAA
06 ROUTE -OSI PYE J143 ENI C1486 DAANN G215 SYA PABBA OTR6
KETAR OTR10 CVC
Example:
Explanation: Generate a great circle route between SYA and PABBA, but with multiple
segments. Since this is a predominantly east/west flight, the input prints 10-degree intervals of
longitude, and prints additional waypoints at every 10-degree intervals of latitude.
02 POD KSJC
03 POA RJAA
06 ROUTE -OSI PYE J143 ENI C1486 DAANN G215 SYA GR8C1010
PABBA OTR6 KETAR OTR10 CVC
JetPlan SRS Distance Override/Bias Specification

You can enter an absolute distance or specify a distance bias between checkpoints in the SRS
route input.
Examples:
06 ROUTE -ABC (DIST=260) XYZ
Explanation: You have specified a distance of 260 nm between ABC and XYZ. The 260 nm
distance overrides the direct point-to-point distance that JetPlan would have otherwise
calculated between ABC and XYZ.
06 ROUTE -ABC (DIST=+33) XYZ
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Explanation: You have specified an incremental distance of 33 nm between ABC and XYZ. A
33 nm distance bias is added to the point-to-point distance that JetPlan calculated between
ABC and XYZ.
06 ROUTE -(DIST=15) HOLTZ7 TRM IRK LVZ LENDY5
Explanation: You have specified a distance of 15 nm between the departure airport and the
first checkpoint of the HOLTZ7 departure procedure (DLREY). The 15 nm distance overrides
the direct point-to-point distance that JetPlan would have otherwise calculated between the
POD and DLREY (first leg on the SID procedure).
06 ROUTE -HOLTZ7 TRM IRK LVZ LENDY5 (DST=+22)
Explanation: You have specified an arrival procedure distance bias of 22 nm. This bias is
reflected between the last checkpoint of the LENDY5 arrival procedure (LGA) and the arrival
airport. The 22 nm distance bias is added to the point-to-point distance that JetPlan calculated
between LGA and the POA. (The added distance is reflected on the last leg of the STAR
procedure).
If the requested distance override is less than the great circle distance between the checkpoints,
one of the following error messages appears:
SID DIST If the requested distance of a segment (from POD to the first
SID checkpoint) is less than the great circle distance for that segment.
STARDIST If the requested distance of a segment (from last checkpoint of
STAR to POA) is less than the great circle distance for that segment.
RTE DIST If the requested distance of a segment (between two successive
enroute checkpoints) is less than the great circle distance for that segment.
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SRS Routing for User-Defined Airports

To specify SRS routing when flight planning to or from user-defined airports (see the POD
and POA Commands chapter), the typical inputs can be one of the following:
A great circle route for part or all of the route.
Example:
02 POD AAAA,3900,12000
03 POA XXXX,3900,07000
06 ROUTE -
Example:
02 POD AAAA,3900,12000
03 POA XXXX,3900,07000
06 ROUTE -GR8C0010
A combination of great circle and airway routes.

Example:
02 POD AAAA,3900,12000
03 POA XXXX,3900,07000
06 ROUTE -LAX J78 J161 FMN DVV GR8C0010
A direct segment to a waypoint, and then airway structureif the POD is

defined by coordinates.
Airway structure to a waypoint, and then a direct segment to the POAif
the POA is defined by coordinates.
SRS Naming Conventions

SRS follows the ARINC 424 standard for data naming conventions. Common naming
conventions are shown in the following sections.
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VOR, VORDME, VORTAC, TACAN and NDB

Waypoints located at any of the above types of facilities take on the official one-, two-, three-,
or four-character identifier of the facility.
Named RNAV Waypoints, Intersections, and Reporting Points

In many countries, these waypoints are assigned unique five-character names. The identifier is
the same as the name. For waypoints not so named, an identifier is developed using five or
fewer character names, according to the following rules.
One-Word Names
Use the full name if five or less characters are involved.
ACRA LOGAN PIKE DOT
Eliminate double letters.
KIMMEL becomes KIMEL, COTTON becomes COTON, and RABBITT
becomes RABIT.
Keep the first letter, first vowel, and last letter. Drop other vowels starting
from right to left.
ADOLPH becomes ADLPH, BAILEY becomes BAILY, and BURWELL
becomes BURWL.
Drop consonants, starting from right to left.
ANDREWS becomes ANDRS, BRIDGEPORT becomes BRIDT, and
KHABAROVSK becomes KHABK.
Multi-Word Names
Use the first letter of the first word and abbreviate the last word using the above rules for
single word names to reduce the last word to four characters.
CLEAR LAKE becomes CLAKE, and ROUGH AND READY becomes RREDY.
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Combination (SRS Route Optimizer) Routing
Combination (SRS Route Optimizer)

Routing
You can alternate between SRS and Route Optimizer types of inputs to create a combination
route request. This capability allows you to take advantage of the unique benefits of both
methods. There is no restriction on the number of times you alternate between SRS and Route
Optimizer within your route input.
Input Rules
Combination routing requires you to adhere to some guidelines when entering your route
request. First, all current SRS and Route Optimizer syntax rules and guidelines must be
followed when applying the particular methodology. Next, you must follow the unique and
specific guidelines listed below to ensure the proper parsing of input information.
When alternating between SRS and Route Optimizer inputs, separate each
selection tool segment with two dashes. You can include spacing around the
two dashes, or have no spacing at all.
Example:
Explanation: The first line demonstrates the no spacing style that can be
applied. It also shows the request starting with an SRS entry (thus the single
dash begins the input). The second line demonstrates the spacing style,
where spaces separate the inputs from the two dashes. It also shows the
request starting with a Route Optimizer entry (thus, there is no single dash
as the first input). Route Optimizer
06 ROUTE -SRS--RO--SRS--RO
- or 06 ROUTE RO -- SRS -- RO -- SRS
Do not duplicate waypoint names when switching from one selection tool
style to the other (SRS to Route Optimizer or Route Optimizer to SRS).
Example:
Explanation: Incorrect entry. The waypoint GAS is duplicated between the
two methods.
06 ROUTE -DHA A1 SIBLI--J,D,SIBLI,GAS,D--GAS V22 MAD
Explanation: Correct entry. Duplication is avoided.

06 ROUTE -DHA A1 SIBLI -- J,BOPAN,GAS -- V22 MAD
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When switching from SRS to Route Optimizer, the last SRS waypoint must
exist in one of the recognizable land mass route areas of the navigation
database that the Route Optimizer uses (Areas 1, 2, 3, 4, or 5). It cannot be a
latitude-longitude coordinate or a waypoint located in Area 0 of the Route
Optimizer navigation database.
Example:
Explanation: Incorrect entry. The last SRS waypoint, N3730E133, is in Area
0 according to Route Optimizer rules.
06 ROUTE -SEL G597 KAE N3730E133 -- J,GTC//J
Explanation: Correct entry. The last SRS waypoint, GTC, can be found in
Area 4.
06 ROUTE -SEL G597 KAE N3730E133 GTC -- J//J
JetPlan automatically constructs a direct segment from the last Route

Optimizer waypoint to a subsequent SRS waypoint unless the first SRS
input is an airway name, in which case an airway segment is used. Do not
use a D input to direct the route from a Route Optimizer waypoint to an
SRS waypoint.
Example:
Explanation: Direct segment from MLD to MVA.
06 ROUTE J,MLD -- MVA MOD2
Explanation: Airway segment from MLD to MVA.

06 ROUTE J,MLD -- J158 MVA MOD2
Explanation: Incorrect use of D input.

06 ROUTE J,MLD,D -- MVA MOD2
Combination Routing Examples

The following examples illustrate how you can alternate between SRS and Route Optimizer
inputs in one combination route request.
If more than one line of route entries is required, a comma (,) or a backslash (\) can be used at
the end of the current line of input to establish a continuation.
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Use a comma only if it is part of the route input, extending Route Optimizer inputs to the next
line. SRS inputs can only be ended with a comma and the next line started with a space.
NOTE Examples with next line inputs show more space than is realistic just to
emphasize the point.
Route Optimizer to SRS

Example:
02 POD KSFO
03 POA KJFK
06 ROUTE J,DVV -- J60 JOT J146 GIJ J554 JHW J70 AVP LENDY3
Example:
02 POD EHAM
03 POA RKSI
06 ROUTE J//J,GTC -- N3735E13559 N3710E13232 KAE G597 SEL MADOO
SRS to Route Optimizer

Example:
02 POD KSFO
03 POA KJFK
06 ROUTE -SHOR9 LIN J84 MVA -- J,DVV,LVZ
Example:
02 POD RKSI
03 POA KJFK
06 ROUTE -GOLF$32$ SEL G597 JEC -- J/P/J,IGN
Example:
02 POD RKSI
03 POA EHAM
06 ROUTE -GOLF$32$ SEL G597 JEC N3730E13300 N3749E13557 GTC -- J//J
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SRS to Route Optimizer to SRS

Example:
02 POD KSFO
03 POA KJFK
06 ROUTE -SHOR9 LIN J84 MVA -- J,DVV -- J60 JOT J146 GIJ J554 JHW ,
J70 LVZ LENDY4
Example:
02 POD RKSI
03 POA EDDF
06 ROUTE -GOLF$32$ SEL G597 JEC -- J,GTC//J,SR,HEL -- UR1 SVD , UA905
HAM UG5 FUL
Route Optimizer to SRS to Route Optimizer

Example:
02 POD KSFO
03 POA KJFK
06 ROUTE J,EKR -- J116 DVV J60 JOT -- J,GIJ,JHW,LVZ
Example:
02 POD WIII
03 POA RKSI
06 ROUTE J,DKI,MAARI -- R471 HCN B591 APU -- J,CJU
Multiple Switch Examples

Example:
02 POD KSFO
03 POA KSFO
06 ROUTE J//J,BDO,PVO//J,GTC,CVC//J,ANC
(Route Optimizer example, for comparison only)

- or 06 ROUTE J//J,BDO -- UP854 VAS UG44 HEL -- J,SPB//J,GTC,CVC//J,ANC
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- or 06 ROUTE J,6860N -- N68W050 N69W040 N69W020 N68W010 N66W000 N64E010

BDO -- J,PVO,SPB -- R30 METAT R30G UHT R30 ARELI B152 IVADA A333
UHHH R211 GTC -- J,CVC//J,ANC -- J804R MDO B453 KYLLE FOT GOLDN4
SRS Static Preferred Routes

There are several types of static Preferred Routes in JetPlan that are stored as SRS route
strings. These routings can be used through the use of special SRS/Combo route inputs.
Currently the following Preferred Route types are available in JetPlan:
U.S./Canada High Altitude Preferred Routes
U.S./Canada High Altitude RNAV Preferred Routes
U.S. Coded Departure Routes (FAA CDRs)
Australian Domestic Preferred Routes
Published Preferred Routing (High Altitude)

To invoke a U.S./Canadian/Australian preferred routes in SRS specify PR*. To invoke a
U.S./Canadian RNAV preferred route, specify RN*. If JetPlan generates a RTDVRPRR
error, a preferred route is not loaded in SRS between the POD and the POA.
Example
02 POD KSFO
03 POA KJFK
06 ROUTE PR*
- or 02 POD KDFW
03 POA KORD
06 ROUTE RN*
Limited Navigational Capability Tracks

For aircraft that have limited navigational capability, canned track entries can be used to keep
the flight plan on published routes between Goose Bay, Newfoundland via Keflavik, Iceland,
and Stornoway, Scotland. Four SRS preferred route tracks are stored in JetPlantwo
eastbound and two westbound. You can enter these routes in the SRS portion of a combination
SRS-optimizer route input.
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The four preferred route tracks are as follows:

Track Name
Route
CHK (Eastbound)
HOIST 5850N OZN 6140N 6330N EMBLA (AW/ATS) KEF R1

VM (AW/ATS) ALDAN 57STN ATSIX
CK1 (Westbound)
ATSIX 57STN ALDAN (AW/ATS) VM R1 KEF (AW/ATS)

EMBLA 6330N 6140N OZN 5850N HOIST
CK2 (Eastbound)
HOIST 5850N OZN 6140N 6330N EMBLA
CK3 (Westbound)
EMBLA 6330N 6140N OZN 5850N HOIST
Using the following input, you can use the track name as an SRS element:
CT*<track name>
Example
02 POD CYYR
03 POA BIKF
06 ROUTE HOIST -- CT*CK2 EMBLA
- or 02 POD CYUL
03 POA EGLL
06 ROUTE J,HOIST - CT*CHK ATSIX -- J
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Route Line Editing for Route Optimizer and SRS
Route Line Editing for Route Optimizer

and SRS
Route line edit gives the ability to edit a typing mistake or some other error without having to
retype the complete route input.
Route Line Editing Commands

Edit a route input by entering @6C after any JetPlan prompt. The route must have been
successfully entered after 06 ROUTE. If the previous route input failed syntax checks, it is not
saved and needs to be reentered.
Example:
08 ETD @6C (same flight planning session/request)
01 OPTIONS LD1234
02 POD @6C (flight plan request previously computed)
JetPlan displays the route input with field numbers over each changeable field. Except for the
last field, the minimum field length is four 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.
Changing a Field Entry

To change a field entry, specify the field number, a space, and the new input. One or several
fields can be changed in a single request.
Example:
Original Flight Plan Request:
02 POD KSEA
03 POA KBGR
06 ROUTE J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK
To overfly ABQ instead of ELP, enter @6C on any line.
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Route Commands
JetPlan responds with:

1 2
3
4
5
6
7
8
9
10
J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK
Enter 6 ABQ.
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>.
1
2
J/Z/J
Enter 1 P/Z/.
1
2
P/Z/J
To change the Area 2 input to a P, enter 2 P.
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1
2
P/Z/P
Press: <ENTER>
JetPlan prompts the 07 HOLD,ALTERNATE/DIST question.
Deleting a Field Entry

To delete a field entry, specify the field number alone. Delete only one field at a time;
however, more than one deletion can be made for each @6C input.
Example:
Original flight plan request:
02 POD KSEA
03 POA KBGR
06 ROUTE J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK
To delete BLH and SAT, enter @6C.

1
2
3
4
5
6
7
8
9
10
J,BTG,LMT,EHF,PMD,BLH,ELP,INK,SAT,IAH,LFK
Enter 5.
1
2
3
4
5
6
7
8
9
J,BTG,LMT,EHF,PMD,ELP,INK,SAT,IAH,LFK
Enter 7.
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Route Commands

1
2
3
4
5
6
7
8
J,BTG,LMT,EHF,PMD,ELP,INK,IAH,LFK
Press <ENTER>.
Inserting a Field Entry

To insert a new route input between two consecutive fields, specify the following:
The preceding field number, followed by a decimal point and the number 5
(X.5, where X is the preceding field number), and then a space and the new
route input. Using a comma after the new route input is optional.
To add a new route input after the last field number, specify the following:
The last field number, followed by a decimal point and the number 5 (X.5),
two spaces, and the new route input.
NOTE The change technique can be used to add a new route input after the last
field number. Specify the last field number, retype the existing route input for that
field, and then add the new route input.
Example:
02 POD KSEA
03 POA KBGR
06 ROUTE J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK
To insert the SLI VOR between LAX and BLH, enter @6C on any line.
JetPlan displays the following prompts:
1
2
3
4
5
6
7
8
9
10
J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK
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Enter 4.5 SLI, (or 4.5 SLI with no comma).

1
2
3
4
5
6
7
8
9
10 11
J,BTG,LMT,EHF,LAX,SLI,BLH,ELP,INK,SAT,IAH,LFK
Press <ENTER>.
If the flight plan is computed using this route input, JetPlan responds with KSEA NG, because
the Route Optimizer is limited to 10 consecutive waypoints. At this point, insert D between
one of the NAVAIDS, or delete one of the NAVAIDS. To insert D between field 8 and 9, for
example, enter: @6C
1
2
3
4
5
6
7
8
9
10 11
J,BTG,LMT,EHF,LAX,SLI,BLH,ABQ,INK,SAT,IAH,LFK
Enter 8.5 D, (or 8.5 D with no comma) JetPlan responds with:

1
2
3
4
5
6
7
8
9 10 11 12
J,BTG,LMT,EHF,LAX,SLI,BLH,ABQ,INK,D,SAT,IAH,LFK
Press <ENTER>.
Example:
02 POD KSJC
03 POA RJAA
06 ROUTE -OSI V25 PYE V27 ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO
A590 \ PABBA OTR6 KETAR OTR10 CVC
In this case, the requirement is to replace the route segment between the inputs, GAVEL and
OTR10, with the route segment CDB A342 OLCOT NIPPI R220 NANAC. This requires
both the insertion process and the deletion process.
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Route Commands
Enter @6C. JetPlan responds with:

1
2
3
4
-OSI V25 PYE V27
14
15
16
PABBA OTR6 KETAR
5
6
7
8
9
10 11
12
13
ENI C1486 GUTTS GENCO GAVEL DUT G215 PLADO A590
17
18
OTR10 CVC
Enter 10 CDB A342 OLCOT NIPPI R220 NANAC.

1
2
3
4
-OSI V25 PYE V27
15
16
17
NANAC G215 PLADO
5
6
7
ENI C1486 GUTTS
18
19
20
A590 PABBA OTR6
8
GENCO
21
KETAR
9
GAVEL
22
OTR10
10 11
12
13
14
CBD A342 OLCOT NIPPI R220
23
CVC
Delete fields 16 through 21 using the procedure specified above.
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Using Customer Route Database Records

NOTE This section covers applying customer-defined routes that are stored in the
Customer Route Database (CRDB). For detailed information on creating and
managing customer route records, see Chapter 38, Customer Route Database.
The CRDB allows you to create and manage one or multiple route records for a given airport
pair. A CRDB record is created using standard JetPlan route inputs for the Route Optimizer,
SRS, or combination routing (SRS-Route Optimizer).
When you define a route, you assign it a unique record name that identifies it in the CRDB.
You can then enter the record name as the route input on a flight plan request. The airport pair
in the record you choose must match the airport pair in the flight plan request.
If you are unsure of which CRDB record to choose, you can direct JetPlan to select a record
from those available for the airport pair in the database. This method selects the optimal route
from the available choices. You can also add delimiting factors that narrow the search process.
The following examples provide inputs that allow JetPlan to find the optimal route:
Find the optimal route stored between the POD and the POA.
Example:
Explanation: This input selects the optimum from all routes available
between the specified POD and POA.
06 ROUTE RT/ALL
Find the optimal route stored between the POD and the POA from those
files stored under the specified group names.
Example:
Explanation: This input selects the optimum from only those groups
specified (groups ALPHA and BRAVO).
06 ROUTE RT/ALL,GP=ALPHA,BRAVO
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Find the optimal route stored between the POD and the POA that does not
come from the excluded groups.
Example:
Explanation: This input selects the optimum from all files except those
specified (groups ALPHA and XRAY).
06 ROUTE RT/ALL,GP=-ALPHA,-XRAY
Find the specific route stored under the database record name given for the
specified POD and POA.
Example:
Explanation: This input selects route record P001. If the record exists, and if
the airport pair matches the pair in the flight plan request, the record is used.
06 ROUTE RT/P001
Route Line Editing of a CRDB Record

The route line edit feature described in Route Line Editing Commands on page 239 can be
applied to CRDB records when making a change to the route entries in the record. See the
example below.
Example:
01 OPTIONS RT,CHG,KSEA,KBGR/RT01
06 ROUTE @6C
JetPlan displays the following prompts:

1
2
3
4
5
6
7
8
9
10
J,BTG,LMT,EHF,LAX,BLH,ELP,INK,SAT,IAH,LFK
Make changes as necessary using the techniques demonstrated in Route Line Editing
Commands on page 239.
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Using Coded Departure Route (CDR) Records
Using Coded Departure Route (CDR)

Records
NOTE CDR in the context of this section refers to FAA Coded Departure Routes,
not the European Conditional Routes (CDRs) used with the ERAD flight plan option.
For information on ERAD, see Electronic Route Availability Document Option on
page 185.
NOTE This section covers applying routes that are stored in the Customer Coded
Departure Route (CDR) Database. For detailed information on generating and
managing CDR records, see Chapter 42, Coded Departure Routes Database.
About Coded Departure Routes (CDRs)

Coded departure routes are predefined city-pair routes, complete from departure to arrival,
including terminal procedures. The FAA maintains coded departure routes and publishes a list
of the effective coded departure routes every 56 days.
To facilitate orderly routing around weather and other adverse conditions, Air Traffic Control
(ATC) may issue an advisory indicating that coded departure routes are in effect for flights
departing from specified airports or from any airport within an indicated FIR and flying to
specified airports or centers. ATC advisories indicate that the crew of an affected flight may be
asked to fly a coded departure route when requesting clearance to depart. However, advisories
do not indicate the particular coded departure routes to fly or state that the crew will definitely
be asked to fly a coded departure route, only that coded departure routes need to be taken into
account in planning.
An airline must respond operationally to a coded departure route advisory to prepare a crew
for a request to fly an unknown coded departure route. Prior to flight planning, the airline must
determine if it flies the indicated city pairs and if it has operational agreements to fly a coded
departure route with the centers involved. In addition, during flight planning, the airline must
determine which coded departure routes are flyable, given the aircrafts navigational
capabilities and the planned amount of onboard fuel. The Customer Coded Departure Route
Database helps airlines meet these operational needs.
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Route Commands
About the Customer Coded Departure Route Database

The Customer Coded Departure Route Database allows airlines to make the necessary
decisions about coded departure routes prior to and during flight planning. An updated list of
effective coded departure routes is downloaded from the FAA Route Management Tool every
56 days. The JetPlan Navigation Data (NavData) team processes the downloaded coded
departure routes, validating that (1) they are compliant with JetPlans version of the latest
ARINC 424 navigation data and (2) that they are flyable routes according to JetPlan routing
routines. The coded departure routes downloaded from the FAA are stored in the generic
NavData Coded Departure Route Database, which is replaced every 56 days.
Using JetPlan.com, you can populate your initial Customer Coded Departure Route Database
with duplicates of coded departure route records in the current generic NavData Coded
Departure Route Database. The FAA code for the coded departure route becomes the record
name in your Customer Coded Departure Route Database. All coded departure routes in the
Customer Coded Departure Route Database are initially marked as OK to Use, meaning
JetPlan considers them as acceptable choices for flight planning, indicating you have the
operational prerequisites in place. You can change the OK to Use setting to No for selected
coded departure routes that you do not want JetPlan to use.
NOTE After you have created your initial Customer Coded Departure Route
Database, you need to manually reconcile it with the generic NavData Coded
Departure Route Database when needed. Your OK to Use settings are retained
during reconciliation.
For more information on working with Coded Departure Route Database records, see
Chapter 42, Coded Departure Routes Database.
Using a Coded Departure Route Database Record As a

Flight Plan Input
The name of the coded departure route record in the Customer Coded Departure Route
Database is the same as the FAA code for the route. The FAA coded departure route naming
convention is PODPOAxx, where POD and POA are the 3-character IATA airport identifiers
and xx are two alphanumeric characters that act as a secondary identifier. For example, a
coded departure route for the directional city pair KJFK/KORD is JFKORD60. The syntax for
the route input on the Route command line is: -CD*xx.
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The following are examples of coded departure route records and the corresponding route
input syntax.
Airport Pair
Coded Departure
Route Record Name Route Input
KMSP, KORD
MSPORDE2
-CD*E2
KMSP, KORD
MSPORDS1
-CD*S1
KLAX, KJFK
LAXJFKB1
-CD*B1
Example:
Explanation: The following input selects coded departure route record MSPORDE3. The
record is used if the record exists, is active, is marked OK to Use and if the airport pair
matches the pair in the flight plan request.
02 POD KMSP
03 POA KORD
06 ROUTE -CD*E3
NOTE When used with certain flight plan formats, Jeppesen Dispatch Control can
provide a summary report that allows you to compare multiple coded departure route
scenarios. For more information, consult the Jeppesen Dispatch Control Users Guide
or contact your Jeppesen account manager.
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C HAPTER 7
Hold-Alternate
Commands
Hold-Alternate Command Line

The Hold-Alternate command line (07 HOLD,ALTERNATE/DIST) is a multifunctional
prompt, allowing you to specify several inputs at one time. It is also an optional prompt on the
JetPlan system, meaning no input is absolutely necessary in the course of creating a flight
plan. However, it does provide a way to ensure that fuel is laded for the contingency of delay
or diversion.
You may use this line to specify a hold time, which in turn provides an extra fuel amount to
the total fuel carried. You may also use this line to specify up to four destination alternate
airports and a distance, route, or altitude (specific or range) to each.
Specifically, this command line allows the following information to be entered:
Hold time at the Point-of-Arrival (POA). When entered without a
destination alternate airport, this input is applied to the POA.
Hold time at a destination alternate airport. If a hold time and an alternate
are both entered, then the time is applied to the alternate rather than the
POA, and the amount of hold fuel is based on the aircrafts weight at the
alternate (not the POA).
Hold time at a primary alternate and one to three (1-3) secondary alternates.
The display of secondary alternate information in the flight plan output is
format-dependent.
NOTE A second destination alternate (if submitted) is included on the ATC filing
strip by default. A customer preference can be set to limit the number of destination
alternates in the filing strip to one, regardless of how many destination alternates exist
in the flight plan request. Please contact your Jeppesen account manager for more
information.
Hold time that overrides default hold time information stored in your
ID/Password attribute file, Customer Aircraft Database (CADB), or
Customer Airport Database (CAPDB). If you have a default setting for hold
time in a database file, entering a hold time on the Hold command line
overrides that setting.
Destination alternate airport(s) only no hold time. One primary alternate
airport and up to three secondary alternates may be specified.
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User-specified alternate distances. You can apply distance values to any or

all specified destination alternates.
The value you enter is used in the alternate calculation rather than the
standard great circle method for determining the alternate distance, unless a
route is stored in the Customer Alternate (CALT) database.
User-specified alternate flight levels. You can apply a single flight level or a
range of flight levels to any or all specified destination alternates. When
applying a flight-level override, the minimum and maximum flight level
must be specified for a single flight level as well as for a range of flight
levels. See the examples in Table 7-1, Hold-Alternate Command Line
Sample Inputs, on page 261.
A Customer Route Database (CRDB) file. You may use a pre-stored route
database file as information for the route and performance to a destination
alternate if the file contains the correct airport pair (the departure and arrival
airports in the file match the specified arrival and alternate airports in the
flight plan request). If the airports in the file do not match those specified in
the plan, JetPlan defaults to either the great circle or the CALT Database
distance and route information.
EU-OPS-compliant destination alternate fuel uplift policy.
The following paragraphs discuss the Hold-Alternate commands in more detail. For additional
examples, see Table 7-1, Hold-Alternate Command Line Sample Inputs, on page 261.
Hold-Alternate Fuel Considerations

The following section provides some of the factors used in the determination of Hold and
Alternate fuel. You have the option of further control over these factors through certain
parameter settings in your customer databases.
Hold Fuel
The Hold fuel calculation is generally based on the long-range cruise mode fuel flow and the
aircraft weight at the POA. Some factors that can provide more control over how this fuel is
calculated can be found in the CADB. Specifically, this database allows you to set parameters
that control the holding fuel flow, the hold altitude, the minimum amount of hold fuel, and
whether landing weight or max zero fuel weight (MZFW) is used to calculate hold fuel.
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Alternate Fuel
Alternate fuel is the fuel required to fly from the point of intended landing (the POA) to the
alternate airport.
Depending on the output format, this can be determined by either a calculated mini flight
plan between the POA and the alternate, or a simple table look-up based on the great-circle or
user-specified distance to the alternate. These scenarios are described below.
In any case, the alternate fuel calculation is based on the aircraft weight at the POA. The
altitude profile and distance to the alternate airport is determined by the configuration of a
particular format setting (ALTPFM), and the existence of a stored route.
NOTE Contact your Jeppesen account manager to request a changes to format

settings.
Primary case 1:
Stored route,
optimized altitude
If a customer route from the POA to the alternate is stored in the

CALT Database, JetPlan ignores the ALTPFM format setting and the
customer route is used. Altitude optimization calculations are
performed just as if JetPlan were computing a normal flight plan.
Long Range Cruise (LRC) data is used.
Primary case 2:
Great-circle
distance,
optimized altitude
If there is no stored route between the POA and the alternate, and
ALTPFM is set to 2, then the great-circle distance to the alternate is
used along with 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.
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For example, assuming that no stored route exists from the POA to
KSCK, the following input uses a distance of 110 nm instead of the
great circle distance:
07 HOLD,ALTERNATE/DIST KSCK/110
Secondary
Alternate Case
This method applies to secondary alternates, and only when the

output format is designed to include this information. When a
particular secondary alternate has a route from the POA stored in the
CALT Database, the distance determined by that route file is used to
make performance calculations, including an optimum profile
calculation. For computation purposes, the route to this secondary
alternate is considered to be a single segment.
Uplift Option (EU-OPS)

If flying under EU-OPS regulations, two destination alternates are required. The fuel uplift
option (ALTF=n), which addresses the destination alternate policy, calculates departure fuel
based on whichever alternate needs the greater amount of fuel (from POA to alternate). The
ALTF parameter has a valid range of 04. The range value always matches the number of
alternates entered (for example, two alternates = uplift value of 2).
NOTE Application of this and any option related to EU-OPS requires that a special
parameter in your ID/Password attribute file be set. Contact your Jeppesen account
Alternate Flight Level Restriction

You may request a maximum altitude value (MAv) setting in the Customer Preferences
database to limit the flight level of the alternate route.
NOTE The Customer Preferences database is an extension of your ID/Attribute File.

It allows you to specify certain preference settings that are unique to your operational
requirements. For example, customer preference settings can be defined for flight
level restrictions, reserve fuel calculations, and format, among other factors. Contact
your Jeppesen account manager to discuss your options regarding the Customer
Preferences database.
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The maximum altitude value is used in the following formula to determine a maximum
alternate flight level.
MAv x route distance = maximum flight level
The maximum altitude value is a percentage figure that provides a certain altitude (in
thousands of feet) when multiplied by the route distance to the alternate.
To elaborate, if the maximum altitude value is set to 150 in the Customer Preferences
database, the maximum altitude for any alternate calculation is 150% of the distance to the
alternate.
For example, assume that for a given flight plan the distance to the alternate is 120 nautical
miles. Using a maximum altitude value of 150 produces a maximum flight level of 18,000
feet.
150 x 120nm = 18,000 or FL180
NOTE The Customer Preferences database setting does not override the limits set
for the aircraft in its generic data or in the CADB (FL parameter), nor does it override
user-specified flight levels entered on the Hold-Alternate command line.
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The Customer Alternate (CALT) database allows you to store information for user-specified
destination alternate airports. You can define distances between POA airports and their
alternates or reference specific route records stored in the CRDB.
Once your CALT Database is developed, you do not need to do anything to invoke its use
other than include a POA airport and a destination alternate in your flight plan request. Upon
submission of your flight plan request, the JetPlan system automatically scans the CALT
Database for matching records. If your flight plan request contains a POA/alternate
combination that matches a record in the CALT Database, the stored data (distance value or
CRDB record) is applied to the calculation process.
This section reviews the type of records stored in the CALT and the methods available to
override these stored records. For information on managing the CALT, see Chapter 33,
Customer Alternate Database.
Distance Records
The CALT Database allows you to store a distance record for any POA/alternate combination.
JetPlan uses the stored distance value to calculate performance data (flight level, fuel burn) to
the alternate. This feature eliminates the need for repetitive inputs of alternate distances.
NOTE
on.
The following example omits extraneous inputs, such as POD, Route, and so
Example:
Explanation: Assuming a distance value is stored in the CALT Database for the airport
combination (KJFK - KEWR), JetPlan automatically applies the distance to its alternate fuel
calculation.
03 POA KJFK
07 HOLD,ALTERNATE/DIST 30,KEWR
For more examples, see Table 7-1 on page 261.
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Route Records
The CALT Database allows you to store a route record from the CRDB that defines the
routing between any two airports, specifically, a POA/alternate combination. JetPlan
automatically applies the stored route if the airport matches the POA/alternate combination in
the flight plan. The distance determined by the route file is used to calculate performance data
(flight level and fuel burn) to the alternate.
NOTE The display of a stored alternate route in the flight plan output is
format-dependent. Certain formats allow JetPlan to print out both an alternate route
summary and alternate waypoints. The route summary includes the airspeed and
altitude in an ICAO style output.
The following rules apply when using alternate route files:

To view alternate route data in the flight plan, the output format must be
programmed to display this information. Otherwise, application is internal
and not displayed fully.
Low-altitude performance data must be stored in the generic aircraft data
file, the basis for CADB records.
A route record from the POA airport to the alternate must exist in the
CRDB.
Each record name stored in the CRDB that is intended for use as an
alternate route must be added to the CALT Database. The route
record name in the CALT Database is the key to finding the actual
route string in the CRDB. Hence, for every route record name in the
CALT Database, there must be a matching record with the correct
airport pair combination in the route database.
JetPlan uses the standard case for determining the alternate burn calculation
if:
The POA/alternate airport combination in the flight plan has no
corresponding record in the CALT Database, or if it does, has no
corresponding record in the CRDB.
A performance error is generated during the calculation of the
alternate route.
An ad hoc alternate distance is entered after the alternate airport,
thereby nullifying the stored route.
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Route Output
The following is an example of an output format that displays alternate route information. In
this case, a route from KLAX (POA) to KONT (alternate) is displayed. Alternate route output
is generally designed to display toward the end of a flight plan, right after the main body of the
plan and before any ATC filing information.
. ..flight plan body...

ALTERNATE DATA
-N0277F070 V23 SLI V8N PDZ DCT
CPT
HERMO
SLI
AHEIM
OLLIE
PDZ
KONT
LAT
N33516
N33468
N33492
N33504
N33552
N34036
LONG
W118 210
W118 030
W117 552
W117 486
W117 318
W117 360
MCS
134
094
056
064
057
313
DIST
0006
0016
0007
0006
0015
0009
...ATC filing inform ation...

REQUEST NO. 1234
CALT Database Overrides

You may override a CALT Database record (distance or route) in one of three ways:
Enter a slash after the alternate airport identifier. This nullifies the stored
record and forces JetPlan to determine the distance based on great circle
routing to the alternate.
Example:
30,KEWR/
Enter a slash and a new distance value after the alternate airport identifier.
This nullifies the stored record and force JetPlan to use the new distance
value.
Example:
30,KEWR/250
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Enter a slash and a CRDB record name after the alternate airport identifier.
This nullifies the stored record and force JetPlan to use the route defined in
the specified database file.
Example:
30,KEWR/A001
For more examples, see Table 7-1.
Hold-Alternate Command-Line Inputs

The following examples illustrate representative inputs on the Hold-Alternate command line
(07 HOLD,ALTERNATE/DIST).
Table 7-1
Hold-Alternate Command Line Sample Inputs
Sample Input
Explanation
30
30 minutes of hold time at the POA.
30,4500
30 minutes of hold time at the POA, at 4,500 feet

above field elevation. The default holding altitude is
1,500 feet above field elevation. This value may be
changed in the CADB.
45
45 minutes of hold time at the POA; also, assuming a

default value of 30 minutes in your ID/Password
attribute file, this example is an override of that
default value.
30,EGLL
30 minutes of hold time at the alternate, EGLL.
30,KSJC,POAH,25
30 minutes of hold time at the alternate, KSJC, plus 25

minutes of hold time at the original POA.
(POAH=Point of Arrival Hold.)
30,KSJC,POAH,25,3500
30 minutes of hold time at the alternate, KSJC, plus 25

minutes of hold time at the original POA at an altitude
of 3,500 feet above field elevation (1,500 feet is the
default altitude).
30,POAHF=1000
30 minutes of hold time at the POA plus additional

POA hold fuel (POAHF) (weight value). Assuming
pounds is in effect for this example, the additional fuel
value is 1000 lbs.
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Table 7-1
Sample Input
Explanation
30,POAHF=1000,POAH=15
30 minutes of hold time at the POA plus 15 minutes of

hold time at the POA (POAH), plus additional POA
hold fuel (POAHF). Additional POA hold fuel can be
entered as both a time value (POAH) and a fuel value
(POAHF). In such cases, JetPlan adds the fuel and
time values.
30,KSEA,POAH=15,POAHF=1800
30 minutes of hold time at the alternate, KSEA, plus

15 minutes of hold time at the original POA, plus
1800 pounds of hold fuel at the original POA. JetPlan
adds the POA fuel and time values.
KABQ
Alternate airport with no hold time. If the

ID/Password attribute file has a default hold time of
something other than zero, then this example would
also override the default hold time value.
30,EGLL/120
30 minutes of hold time at the alternate, EGLL;

distance from POA to EGLL is a user-specified value
of 120 nm.
30,EGLL,EGKK,EGCC,EGPK
30 minutes of hold time at the primary alternate,

EGLL; secondary alternates are defined as EGKK,
EGCC, and EGPK.
KAUS/100,KELP/200,KDAL/333,KDEN/1111
One primary alternate, KAUS, and three secondary

alternates; the distance from the POA to each alternate
is a user-specified value in nautical miles.
30,RCTP/A001

RCTP; use the route database file, A001, to provide
the route and performance information to the
alternate. This input overrides any information stored
in the CALT Database for the given airport pair, as
long as the airport pair in A001 matches the pair in the
flight plan (the POA and alternate).
KSFO/RT01/100/200
Use the CRDB record RT01, and fly between 10000ft

(FL100) and FL200 inclusive. The RT01 record
provides the route and performance information to the
alternate, overriding any information stored in the
CALT Database for the given airport pair (the POA
and alternate). Note the slashes around the minimum
and maximum flight levels after the route record
entry.
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Hold-Alternate Command Line Sample Inputs (continued)
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Table 7-1
Hold-Alternate Command Line Sample Inputs (continued)
Sample Input
Explanation
KSFO/50/180/240
Primary alternate airport (KSFO) with no hold time;

the distance from POA to KSFO is a user-specified
value of 50 nautical miles (or 50 am), and the flight
level is between FL180 and FL240 inclusive. Note the
slashes around the minimum and maximum flight
levels after the distance entry.
KSFO/50/200/200
Primary alternate airport (KSFO) with no hold time;

the distance from POA to KSFO is a user-specified
value of 50 nautical miles (or 50 km), and a single
flight level of FL200 is specified. You must specify
the minimum and maximum flight level whenever you
apply an altitude override, even for a single flight
level.
KSFO//200/200
Primary alternate airport with no hold time and no

user-specified distance and with a user-specified
altitude of FL200.
KSFO//060/120
Use the default distance value, which is the distance

value specified in the CALT Database. If there is no
distance value in the CALT Database, use the great
circle distance. Fly between 6000ft and 12000ft
inclusive.
KSFO//060/120/
Use the great circle distance, even if there is a distance

value in the CALT Database, and fly between 6000ft
and 12000ft inclusive. Note the trailing slash after
120.
30,EDDM,EDDF,ALTF=2

EDDM. The secondary alternate is defined as EDDF.
Alternate fuel (ALTF) is determined by an uplift
policy of 2, meaning fuel calculations for both
alternates are evaluated to determine the greater
amount, which is then applied to the departure fuel
total (EU-OPS requirement).
EXEMPT
Some customers may need to state on a flight release

that a special exemption has allowed them not to
specify a destination alternate. The information to be
displayed on the release is format-specific and may
vary by operator. If not legally required, it may be
operationally required to avoid confusion by flight
crew when no alternate is specified.
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Automatic Alternate Selection

In addition to the CALT Database, where alternate distance or route information is stored for
retrieval and application when the correct POA/ALT combination is submitted in your flight
plan request, JetPlan can also automatically select alternates based on other preset preferences
and conditions. In this case, no alternate airport needs to be submitted in the flight plan
request.
NOTE If you specify an alternate airport in your flight plan request, the Automatic
Alternate functionality is deactivated for that type of alternate airport.
Automatic selection may be used with destination, departure, and enroute alternates. The
criteria that JetPlan uses to select an alternate automatically is defined by you in your
Customer Airport Fleet Database (CAPFDB) and CAPDB. In these databases, you can set
parameters that help the system to determine a candidate alternate 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.
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Automatic Selection Criteria and Tests

Although the automatic selection criteria differs somewhat between takeoff, destination, and
enroute alternates, automatic selection is generally a function of the following considerations:
The estimated time of operation (arrival) into the candidate alternate airport.
This time estimate is part of the calculation process, and it is used to secure
an accurate weather forecast as well for comparison to the candidate
airports hours of operation. It also supports ETOPS calculations, where
adjustable earliest/latest arrival time deltas (variations) factor into the divert
calculation.
The candidate alternate airports hours of operation, as defined by the
following parameters in the CAPDB:
Hours Operation - Open
Hours Operation - Close
Week Days
UTC/Local Flag
For more information on these parameters, see Table 7-5, CAPDB
Alternate Airport Application, on page 281.
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The candidate alternate airports terminal weather forecast (TAF). This

forecast is compared to the candidates minimum ceiling and visibility
settings stored in the CAPFDB or CAPDB in the following parameters:
Non-Precision Approach Alternate Ceiling Minimum
Non-Precision Approach Alternate Visibility Minimum
These parameters are in both the CAPFDB and the CAPDB. JetPlan first
checks the CAPFDB for the Non-Precision Approach Alternate
Ceiling/Visibility minimum values. If the values in the CAPFDB are zero,
JetPlan checks the CAPDB.
If you use the optional Precision Minima (PMIN) flight plan option, the
system uses the Precision Approach Alternate Ceiling and Visibility
Minimum values in the CAPFDB or the CAPDB, rather than the NonPrecision Approach values, to check suitability of alternate airports.
NOTE A customer preference setting allows you to change the database (CAPFDB
or CAPDB) used as the default source of the Alternate Ceiling Minimum and Alternate
Visibility Minimum values. Contact your Jeppesen Account Representative for
information.
For more information on all the ceiling/visibility minima parameters, see

Table 7-4, CAPFDB Alternate Airport Application, on page 277 and
Table 7-5, CAPDB Alternate Airport Application, on page 281.
The candidate alternate airports proximity to the departure or arrival
airport.
Airline preference and operating practices. This consideration supports
airline specified combinations of acceptable divert airports along with the
allowable aircraft fleet types.
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Criteria Tests at Compute Time

Airports that are considered candidates as alternates must pass criteria tests at plan compute
time. Failure to meet one of the three basic criteria listed below eliminates the airport as an
alternate candidate.
Weather information for the airport (TAF). Failure occurs when TAF for a
candidate alternate is unavailable or incomplete.
NOTE The TAF Time Window customer preference extends the effectivity of TAFs.
For information, see About the TAF Time Window (TAFWINDW) Customer
Preference on page 267.
Airport operational hours. Failure occurs when the 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.
About the TAF Time Window (TAFWINDW) Customer

Preference
NOTE For information about setting the TAF Time Window customer preference,
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:
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An approximate time to arrive at the alternate is calculated, based on the

planned time to arrive at the POA and then a call to the alternate
performance calculation with the estimated arrival weight.
The value of the TAF Time Window (TAFWINDW) customer preference is
used to establish start and end times (estimated arrival time - TAFWINDW
value) and (estimated arrival time + TAFWINDW value).
TAF is checked all the way from the start time to the end time. If ceiling or
visibility fall below minimum anywhere in that time range, the airport is
eliminated from consideration.
Alternate Selection Process

As discussed above, the Automatic Alternate selection process requires the setup of specific
database parameters and the deliberate omission of an alternate airport entry in your flight plan
request. When you specify an alternate airport in your flight plan request, the Automatic
Alternate functionality is deactivated for that type of alternate airport. For example, if you
include a destination alternate in your flight plan request, the system does not apply the
automatic selection process to destination alternates. However, departure alternates could still
be automatically selected, given the proper database setup and plan scenario. (For information
on setting up the customer databases for automatic alternate selection, see Setting Up the
Customer Databases on page 274.)
The following sections describe the automatic alternate selection process for each type of
alternate.
NOTE In all cases mentioned below, the use of a record from the CAPFDB implies a
match in aircraft fleet type between the record and the flight plan request.
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Departure (Takeoff) Alternates

If the POD has a preferred Takeoff Alternate Airport (TA) identified in its CAPFDB record
(for example, TA=KXXX), the process explained below is applied to the preferred takeoff
alternate. However, if the preferred airport does not meet the operational requirements based
on the hours of operation or weather minima, then the proximity search of possible departure
alternates begins.
Possible departure alternates come from a pool of airports stored in the CAPFDB. These
airports are identified as available for use as takeoff alternates by the following parameter
settings:
Departure Alternate (DA)=Yes
Type of Operations (TO)=Regular, Alternate, Refueling, or Provisional
From this candidate pool, JetPlan can perform a preliminary ranking of candidate departure
alternates based on proximity to the POD. This is performed using the departure airports
record in the CAPFDB, where the Max Distance to Takeoff Alternate (MA) parameter is
defined (for example, MA=50).
JetPlan filters out all candidate departure alternate airports that do not meet the operational
requirement established in the plan calculation. If a candidates hours of operation parameters
in the CAPDB do not support the possible divert time calculated in the flight plan, the
candidate is eliminated.
Then, JetPlan filters out those candidate departure alternates whose forecast weather is not
available or is below the minima established by the candidates ceiling and visibility minimum
values in the CAPFDB or the CAPDB. Using the remaining airports (those that survive the
criteria tests), JetPlan determines which airport provides the best results relative to the
optimization process.
See Automatic Selection Criteria and Tests on page 265 for more information about the
hours of operations and minimum ceiling/visibility parameters and the criteria tests.
Destination Alternates
Selection of a destination alternate is primarily based on airline preference. JetPlan checks the
POA record in the CAPFDB for Preferred Destination Alternate Airports (A1-A8). For each
preferred destination alternate, the system examines the criteria of the TAF, operating hours in
the CAPDB, and ceiling/visibility minima in the CAPFDB or the CAPDB. From the list of
preferred airports that meet the criteria, JetPlan selects the airport that provides the best results
relative to the optimization process.
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If the POA does not have any preferred alternates stored in the CAPFDB, or if all the defined
preferred airports fail the criteria tests, JetPlan performs a proximity search based on the Max
Distance to Destination Alternate (MD) parameter in the CAPFDB. The proximity search is
for those airports identified as being available destination alternates by the following
parameters in the CAPFDB:
Arrival Alternate (AA)=Yes
Type of Operations (TO)=Regular, Alternate, Refueling, or Provisional
The system then selects the alternate that meets the operating hours, weather forecast, and
ceiling/visibility minima criteria and that delivers the best numbers in terms of optimization.
See Automatic Selection Criteria and Tests on page 265 for more information about the
hours of operations and minimum ceiling/visibility parameters and the criteria tests.
ETOPS/Overwater Driftdown Enroute Alternates (Diversion

Airports)
NOTE ETOPS and Overwater Driftdown flight plan calculations requires extensive
setup, beyond the scope of this section. For complete information on Overwater
Driftdown setup, see Chapter 22, Overwater Driftdown and Terrain Analysis. For
complete information on ETOPS, see the ETOPS Users Guide: 2 Engine Aircraft on
the User Manuals page on JetPlan.com. For information on the Equal Time Point
(ETP) calculation, see Chapter 3, Point of Departure and Point of Arrival
Commands.
When creating an ETOPS or Overwater Driftdown flight plan, you can enter the diversion
airports manually on the POD and POA command lines. However, they may also be
automatically selected from a pool of airports stored in the CAPFDB and identified as
available for use in the automatic selection process by the Enroute Alternate in
ETOPS/Overwater Driftdown Operations parameter in the CAPFDB (ET=Yes).
Taking into account additional Overwater Driftdown, ETP, and/or ETOPS parameters
(depending on the type of flight plan), JetPlan can select airports from the pool of candidate
alternates and perform equal time point (ETP) calculations to determine appropriate enroute
alternates. JetPlan filters out potential enroute alternate airports that do not meet the
requirements for hours of operation or weather minimums. See Automatic Selection Criteria
and Tests on page 265 for more information.
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EU-OPS Enroute Alternates

You can enter an EU-OPS enroute alternate (ERA) manually on line 16. The ERA input is
compliant with EU-OPS 1.255, which allows operators to reduce contingency fuel from 5
percent to 3 percent if they have a qualified enroute alternate. (For more information on the
manual ERA input, see Chapter 14, Payload, POD/POA, Weight, and Fuel Commands.)
JetPlan can also select ERAs automatically from a pool of airports identified in the CAPFDB
as available ERAs (EU=Y). A candidate ERA must pass the operating hours, TAF, and
weather/ceiling minima criteria tests. If the candidate also meets route distance and qualifying
circle requirements as specified in EU-OPS 1.255, the system qualifies the selected ERA as
meeting European Aviation Safety Agency (EASA) regulations and automatically reduces the
contingency fuel for the entire flight to 3 percent.
For more information on EU-OPS 1.255, see the Chapter 20, Reclear Commands.
Prerequisites
Before you can use this feature, the Automatic ERA customer preference must be set to Yes
and the EU (JAR)-OPS, International Reserve Fuel Policy, and Special Fuel attributes must be
set in your ID/Attribute file, in addition to other customer preference and format settings. For
complete information, contact your Jeppesen account manager.
NOTE You can override any International Reserve Fuel Policy setting in your
ID/Attribute file by entering the appropriate policy code in the flight plan request (on
line 16) or through the City Pair Fleet DB IR parameter. Successful ERA autoselection depends on a correct fuel policy entry. For information on International
Reserve Policies, see Chapter 14, Payload, POD/POA, Weight, and Fuel
Commands.
The following customer database settings are also required:

The CAPDB and the CAPFDB must each contain a record for any airport
you want considered as an EU-OPS ERA.
In the CAPFDB, the EU-OPS Enroute Alternate (EU) parameter must be set
to Yes for any airport you want considered as an EU-OPS ERA.
For more information on customer database setup, see Setting Up the Customer Databases
on page 274.
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The Automatic EU-OPS ERA Process

When the Automatic ERA customer preference is set to Yes, JetPlan performs an automatic
search for an EU-OPS ERA in matching flight plans. JetPlan filters out potential airports that
do not meet the requirements of EU-OPS 1.255 or pass the TAF, operating hours, and weather
minima criteria (see Criteria Tests at Compute Time on page 267). Using the remaining
airports, JetPlan determines which ERA provides the optimum results.
When using the Automatic EU-OPS ERA feature, be aware of the following:
If the Automatic ERA customer preference is present and set to Yes,
entering an ERA airport manually on the flight plan request switches off the
automatic ERA selection process.
You can use the No Automatic Enroute Alternate (NOERA) flight plan
option to disable the automatic ERA search on a per-flight plan basis. For
more information on the NOERA option, see See Chapter 2, Option
Commands.
EU-OPS Qualification Output

When JetPlan identifies a qualified EU-OPS ERA, it automatically reduces the contingency
fuel to 3 percent. The following paragraphs illustrate this process.
Assume that the CAPFDB record for the Pulkovo airport (ULLI) is set up as follows:
The Non-Precision Approach Alternate Ceiling Minimum parameter (N3) is
set to 1200 feet.
The Non-Precision Approach Alternate Visibility Minimum parameter (N4)
is set to 1000 meters.
NOTE For more information on the approach parameters in the CAPDB and
CAPFDB and how they are used in automatic alternate selection, see Setting Up the
Customer Databases on page 274.
For purposes of illustration, assume the TAF check for ULLI is as follows:
TAF ULLI 031340Z 0315/0415 16005G10MPS 3000 SN BR BKN006

OVC010 TEMPO 0315/0324 0800 +SNRA FZRA BKN003 640000
BECMG 0400/0402 22005G10MPS TEMPO 0400/0415 1600 SHSN
BKN006 BKN010CB=
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In this example, the EU-OPS Qualification output indicates that the automatic selection
process did not discover a qualifying ERA. Because no ERA was found, contingency fuel
remains at 5 percent, as shown in the Fuel Plan section in the following graphic.
EU OPS QUALIFICATION
ERA NO ALTERNATES FOUND
Fuel plan:
CONT
FUEL TIME
00350 00.06
However, if the Ceiling and Visibility Minimum values for ULLI are set to 200 feet and 600
meters respectively, ULLI passes the ceiling/visibility minima check. If it also passes the other
criteria for an ERA, including the EU-OPS 1.255 requirements, ULLI qualifies as an ERA
when the plan is recomputed. As the following output shows, contingency fuel is also reduced
to 3 percent.
EU OPS QUALIFICATION
ERA
ULLI
DIVERT PT CUMD MSA

N6048.4 0488 022
E02916.8
Fuel plan:
FUEL TIME
CONT 00210 00.03
TTK
154
DIST
0067
FL TIME
220 0.10
ETA
1816
NOTE The system respects the value of the Min. Contingency/RES Fuel (MC) and
the Min. Contingency/RES Time (MT) parameters in the CADB, even when an airport
qualifies for reduced 3 percent.
Automatic Alternate Setup

Use of the Automatic Alternate feature requires that customer database records be created for
the candidate alternate airports. The following list summarizes what is needed.
POD Requires a record in the CAPFDB for every departure airport that
you want considered as a takeoff alternate.
POA Requires a record in the CAPFDB for every arrival airport that you
want considered as a destination alternate.
Candidate takeoff alternate Requires a record in both the CAPFDB and the
CAPDB for every airport you want considered as a takeoff alternate.
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Candidate destination alternate Requires a record in both the CAPFDB

and the CAPDB for every airport you want considered as a destination
alternate.
Candidate ETOPS/Overwater Driftdown enroute alternate Requires a
record in both the CAPFDB and the CAPDB for every airport you want
considered as an enroute alternate.
Candidate EU-OPS ERA Requires a record in both the CAPFDB and the
CAPDB for every airport you want considered as a an ERA.
NOTE An airport may be defined as a candidate for more than one alternate
scenario in the CAPFDB.
Setting Up the Customer Databases

The two main databases required for application of the Automatic Alternate selection
functionality are the CAPFDB and the CAPDB.
Customer Airport Fleet Database

The CAPFDB contains parameters that allow you to control the alternate information and
operating procedures for specific sets of aircraft when non-standard or emergency situations
(diverts) occur. Stored records are referenced by both the airport and the fleet type
(airframe/engine combination) in your flight plan request. For more information, see
Chapter 30, Airport Fleet Database.
As noted previously, records must be created in this database to support the Automatic
Alternate selection process. This includes records for airports used as departure airports and
arrival airports, as well as those airports you wish to include as possible alternates. The
following tables explain the necessary relationships to this database for each type of airport
application.
NOTE Because the CAPFDB is indexed by airport and fleet type, your flight plan
request must contain a POD (or POA) and aircraft that match a record in the
database for this application to work properly. Furthermore, only those airports
denoted as candidate alternates, with the correct aircraft fleet type, are considered in
the selection process.
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Departure Airport (POD)

Any airport used as a POD must be stored in the CAPFDB if you want to apply the automatic
takeoff alternate selection process. If you have more than one type of aircraft in your fleet,
then multiple records may be required for a particular airport.
Table 7-2
CAPFDB POD Application
Parameter
Application/Reason
Airport ID
(Required). The ICAO or IATA identifier of the

airport being stored. This entry is one of the two keys
that initiate the use of the CAPFDB. Ex. KLAX or
LAX
Fleet Type ID
(Required). Typically the Jeppesen identifier of the

aircraft fleet type. This entry is the other key that
initiates the use of the CAPFDB. Ex. B747
Takeoff Alternate (TA)
(Optional). You can specify a takeoff alternate airfield

as the preferred alternate for a specific POD. When
the Automatic Alternate selection process begins, this
is the first airport checked for suitability. If the criteria
check fails (TAF is incomplete or missing, ETA is
outside airport operating hours, or weather is below
minimums), a proximity check is performed for
possible alternates by using the Maximum Allowable
Distance to Takeoff Alternate (MA) parameter.
Maximum Allowable Distance to Takeoff Alternate

(MA)
(Optional). You can specify a distance limit to the

proximity search for a takeoff alternate airfield (up to
4 digits, in NM or Km). This parameter is considered
only when the Takeoff Alternate (TA) parameter is
left blank or when the TA airport is disqualified due to
weather or curfew. The Automatic Alternate selection
process tests candidate airports within the distance
specified.
NOTE This proximity limit does not typically apply to
your TA parameter input. However, if you invoke the
Terrain Driftdown Approved parameter (TD=Y), the
proximity limit applies to the TA input.
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Arrival Airport (POA)

Any airport used as a POA must be stored in the CAPFDB if you want to apply the automatic
destination alternate selection process. If you have more than one type of aircraft in your fleet,
then multiple records may be required for a particular airport.
Table 7-3
CAPFDB POA Application
Parameter
Application/Reason
Airport ID

LAX
Fleet Type ID

Maximum Allowable Distance to Destination

Alternate (MD)
(Optional). You can specify a distance limit to the

proximity search for a destination alternate airfield
(up to 4 digits, in NM or Km). This parameter is
considered only when parameters A1 through A8 are
left blank or when these airports are disqualified due
to weather or curfew (unlikely if all 8 are employed in
the database). The Automatic Alternate selection
functionality tests candidate airports within the
distance specified.
NOTE This proximity limit does not apply to your
preferred destination alternate entries (parameters A1 A8). However, if you invoke the Terrain Driftdown
Approved parameter (TD=Y), the proximity limit applies
to the destination alternate entries.
Preferred Alternate Airports (A1...A8)
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(Optional). You can specify up to 8 preferred

destination alternate airfields for a specific POA. The
order of preference is numeric, with A1 being the first
preference and A8 being the last. When the Automatic
Alternate selection process begins, these airports are
the first checked for suitability. The entire list must be
exhausted before a proximity search for alternates is
begun. If the criteria check eliminates all of the
preferred alternates, a proximity check is performed
for possible alternates by using the MD parameter.
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Alternate Airport (ALT)

Any airport you wish to have considered as a candidate alternate in the Automatic Alternate
selection process must be stored in the CAPFDB. If you have more than one type of aircraft in
your fleet, then multiple records may be required for these airports.
Table 7-4 CAPFDB Alternate Airport Application
Parameter
Application/Reason
Airport ID

LAX
Fleet Type ID

Departure Alternate (DA)
(Optional). By invoking this parameter (DA=Y) you

designate the airport as a suitable takeoff alternate
for the aircraft fleet type identified. Thus, when
departing another airport with an aircraft of the fleet
type identified in this record, the Automatic Alternate
selection process considers this airport as a possible
takeoff alternate. Of course, this airport must be
available based on the criteria mentioned
previously.
NOTE Any airport designated as a departure
alternate may be eliminated from consideration for a
variety of reasons, most notably when the POD has a
preferred takeoff alternate assigned (TA parameter for
the POD airport), or when the POD has a maximum
allowable distance parameter (MA) that is less than the
distance between the POD and this departure alternate
airport.
Arrival Alternate (AA)
(Optional). By invoking this parameter (AA=Y) you

designate the airport as a suitable destination
alternate for the aircraft fleet type identified. Thus,
when arriving at another airport with an aircraft of the
fleet type identified in this record, the Automatic
Alternate selection process considers this airport as a
possible alternate. Of course, this airport must be
available based on the criteria mentioned
previously.
NOTE Any airport designated as a arrival alternate
may be eliminated from consideration for a variety of
reasons, most notably when the POA has some
preferred alternates assigned (parameters A1-A8 for
the POA airport), or when the POA has a maximum
allowable distance parameter (MA) that is less than the
distance between the POA and this destination
alternate airport.
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Table 7-4
CAPFDB Alternate Airport Application (continued)
Parameter
Application/Reason
Enroute Alternate in ETOPS/Overwater Driftdown

Operations
(Optional). This parameter activates the key airport as

a possible enroute alternate in the automatic alternate
selection process when either the ETOPS or the Basic
(Overwater) Driftdown feature is employed in the
flight plan.
ET
EU-OPS Enroute Alternate

(EU/JAR Operations Alternate)
EU
ETOPS Approach
ETOPS Ceiling Minimum
ECM
(Optional). Defines the key airport as available for

use as an enroute alternate for automatic enroute
alternate selection. Applies to EU(JAR)-OPS only.
NOTE This parameter is used only with ETOPS 2

flight plan options. Contact your Jeppesen account
(Optional). This parameter defines the ceiling

minimum for the airport in feet or meters. It is used to
determine if an ETOPS alternate is suitable based on
the TAF weather between the Early Arrival Time and
later arrival time.
This parameter works in conjunction with the ETOPS
Ceiling Minimum parameter in the CAPDB. If there
is not a minimum value in the CAPFDB, JetPlan
checks for the minimum in the CAPDB. If there is no
minimum value in the CAPDB, JetPlan uses zero
ceiling.
ETOPS Approach
ETOPS Visibility Minimum
EVM

(Optional). This parameter defines the visibility

minimum for the airport in feet or meters. This
parameter is used to determine if an ETOPS alternate
is suitable based on the TAF weather between the
Early Arrival Time and later arrival time.
This parameter works in conjunction with the ETOPS
Visibility Minimum parameter in the CAPDB. If there
is not a minimum value in the CAPFDB, JetPlan
checks for the minimum in the CAPDB. If there is no
minimum value in the CAPDB, JetPlan uses zero
visibility.
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Table 7-4
Parameter
Application/Reason
Non-Precision Approach
NOTE The Precision Minima (PMIN) flight plan option

uses the Precision Approach Alternate Ceiling and
Visibility Minimum values to check suitability of
alternate airports. See definitions of those parameters
below.
Alternate Ceiling Minimum

N3
Defines the ceiling minimum for the airport in feet or

meters. This parameter is a weather criteria check in
the automatic alternate selection process. When
JetPlan checks the suitability of an airport as an
alternate (departure, enroute, or arrival alternate) it
may perform a TAF check on that airport. That is, it
compares the TAF forecast with the landing minima
values for the candidate alternate airport.
By default, JetPlan first checks the CAPFDB for the
value. If the value in the CAPFDB is zero, JetPlan
gets the value from the CAPDB.
NOTE A customer preference setting allows you to
change the database used as the default source of the
and Non-Precision Approach Alternate Visibility
Minimum values. Contact your Jeppesen Account
Representative for information.
Alternate Visibility Minimum
N4

below.
Defines the visibility minimum for the airport in feet

or meters. This parameter is a weather criteria check
in the automatic alternate selection process. When
Non-Precision Approach Alternate Visibility
Minimum value. If the value in the CAPFDB is zero,
JetPlan gets the value from the CAPDB.
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Table 7-4
Parameter
Application/Reason
Precision Approach

meters.

P3
When the PMIN flight plan option is used, JetPlan

uses the Precision Approach Alternate Ceiling
Minimum and the Precision Approach Alternate
Visibility Minimum values to check the suitability of
alternate airports. (When the PMIN option is not used,
JetPlan uses the more conservative Non-Precision
Approach Alternate Ceiling and Visibility Minimum
values to check suitability of alternates.)
Precision Approach Alternate Ceiling Minimum
Precision Approach Alternate Ceiling Minimum and
Precision Approach Alternate Visibility Minimum
values. Contact your Jeppesen Account
Precision Approach
P4

or meters.
uses the Precision Approach Alternate Visibility
Ceiling Minimum values to check the suitability of
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NOTE Even though each airport application (POD, POA, and ALT) is addressed
separately, and as if unique, a record for a particular airport could address all three
applications in the CAPFDB. In other words, you can create a record for a particular
airport/AC fleet type that sets all of the parameters necessary to make the airport
applicable in all situations of the automatic alternate selection process (as a POD, as
a POA, and as a candidate alternate).

Along with numerous other parameters for other purposes, the Customer Airport Database
(CAPDB) contains parameters that allow you to control the factors that determine the
suitability of an airport in the Automatic Alternate selection process. Specifically, the CAPDB
is where you define the weather minima and operating hours criteria for individual airports.
For more information about all of the available parameter settings, see Chapter 29, Customer
Airport Database.
Any airport to be considered as a possible alternate in the Automatic Alternate selection
process must have a record in this database. The following table defines the parameters needed
to support the Automatic Alternate application.
NOTE The CAPDB may be used for several applications, not the least of which is
the Automatic Alternate selection process; and an airport record may include
information that applies to the facility as a POD, a POA, or alternate. However, the
information presented in the table below specifically applies to the Automatic
Alternate selection process.
Table 7-5
CAPDB Alternate Airport Application
Parameter
Application/Reason
Airport ID

airport being stored. This entry is the key that initiates
the use of the CAPDB. Ex. KLAX
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Table 7-5 CAPDB Alternate Airport Application (continued)

Parameter
Application/Reason

below.

N3

meters. This parameter is a weather criteria check in
the automatic alternate selection process. When
N4

below.

or meters. This parameter is a weather criteria check
in the automatic alternate selection process. When
Non-Precision Approach Alternate Visibility
Minimum value. If the value in the CAPFDB is zero,
JetPlan gets the value from the CAPDB.
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Parameter
Application/Reason
Precision Approach

meters.

P3

uses the Precision Approach Alternate Ceiling
Visibility Minimum values to check the suitability of
Precision Approach Alternate Ceiling Minimum
Precision Approach
P4

or meters.
uses the Precision Approach Alternate Visibility
Ceiling Minimum values to check the suitability of
Opening Hour of Operation (O1)
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(Optional). The O1 parameter allows you to define the

hour at which the airport opens (for example,
O1=0600). If no input is entered, 0000Z is assumed
by default.
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Parameter
Application/Reason
Closing Hour of Operation (C1)
(Optional). The C1 parameter allows you to define the

hour at which the airport closes (for example,
C1=1800). If no input is entered, 2400Z is assumed by
default.
Days of Week Open (W1)
(Optional). The W1 parameter allows you to define

the days of the week the airport operates using the
hours defined by the O1 and C1 parameters (for
example, W1=23456). The default setting is 1234567,
or all seven days.
NOTE Monday is considered the start of the
operational week. Hence, 1=M, 2=T, 3=W, etc.
UTC/Local Flag (T1)
(Optional). This parameter allows you to designate the

airports hours of operation as coordinated universal
time (UTC) or local time. The default setting is UTC.
Other Parameters (O2..O4, C2..C4, W2..W4, T2..T4)
(Optional). These parameters allow you to define the

airports hours/days of operation if multiple settings
are necessary. For example, an airport may have
different operating hours on different days, or may
have midday closings.
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C HAPTER 8
Estimated Time of
Departure Commands
Estimated Time of Departure Commands

ETD Command Line
ETD Command Line

The ETD command line is used for entering a flights Estimated Time of Departure (ETD),
which is a mandatory input.
The ETD input affects the performance calculation immensely. The ETD input directly
correlates to the forecast wind and temperature data that is applied in the computation of the
flight plan. For this reason, a large portion of this chapter is devoted to the various weather
databases that provide online winds to JetPlan.
In addition to ETD, the ETD command line supports the input of these options:
Required Arrival
Time option (RAT)
You can set a time for arriving at a specific point in the flight (enroute
fix or POA) and JetPlan adjusts the ETD to meet the required arrival
time. JetPlan uses your specified cruise mode. In this case, the cruise
mode input is a more or less fixed airspeed, forcing the change in the
ETD.
Required Arrival
Time Cost Index
option (RATCI)
Using a cost index value as your cruise mode input, you can set a time
for arriving at a specific point in the flight (enroute fix or POA)
without affecting the defined ETD. In this case, the cruise speed
varies (increases or decreases) to meet the required arrival time while
the ETD remains fixed.
Orbit (ORB)
You can orbit (hold at) a selected enroute point at a specified altitude
for a specific amount of time.
NOTE The RATCI and RAT options are mutually exclusive features. They may not
be used together in the same flight plan. The ORB option, however, may be used in
conjunction with the RAT option, if needed.
The following sections describe all of the ETD command line options in detail.
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The Standard ETD Input
The Standard ETD Input

An ETD input is a four digit, UTC value.
Example:
ETD 2230
The following considerations apply to the standard ETD input:

23 hours and 59 minutes from the current time is as far into the future that a
flight plan can be computed. For example, if the current time is 1000 UTC,
the latest the ETD input is 0959 for the next day.
The ETD determines the forecast data (enroute winds and temperatures) on
which the flight plan is calculated.
If the flight plan passes into a new forecast period (the length of the flight
exceeds the time range of the forecast data used to start the computation),
the remainder of the flight plan is computed using data from the next
forecast period.
NOTE JetPlan has the capability to accept an estimated date of departure (EDD).
However, by default, this feature is not active.
Example:
08 ETD 1700/EDD,19APR07
Using EDD does not automatically activate the forecast data feature when the flight
plan is computed. Contact your account manager if your operations require the input
of EDD.
NOTE Some front-end flight planning applications, such as JetPlanner, allow you to
enter a Scheduled Date of Departure (SDD) in your flight plan request. The SDD is
not factored into flight plan calculations. It is informational only and is output on
supporting flight plans.
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Understanding the Wind and Temperature Database
Understanding the Wind and Temperature

Database
The ETD input correlates to the forecast wind and temperature data that is applied in the
computation of the flight plan. The following sections describe the forecast weather data used
in flight plan calculations.
PROGS Time Output on Flight Plans

Every flight plan computed on the JetPlan system includes the valid time of the weather
forecast data used in the calculation of that flight plan. Forecast data refers to the wind and
temperature aloft information stored in and accessed from a special database. The valid time is
a day/time stamp typically displayed on the second line of the header information in the flight
plan output. It is always identified by the label PROGS.
The PROGS day/time stamp indicates the collection date and time of the forecast data. For
example, the day/time stamp, 2212ADF, indicates that the weather data was collected on the
22nd day of the month and is the 1200Z update of the ADF file. Database updates are
expressed in Zulu [UTC] time.
The Aviation Digital Format (ADF) database updates twice in a 24-hour period: at 0000Z and
1200Z The high-resolution National Weather Service (NWS) and United Kingdom
Meteorological Office (UKMO) forecast weather databases update four times in a 24 hour
period: at 0000Z, 0600Z, 1200Z, and 1800Z. The PROGS day/time stamp defines the relative
recentness of the forecast information used in the flight plan calculation.
Online Winds Sources and Formats

Forecast weather data is collected, compiled, and sent from a major meteorologic gathering
agency to Jeppesen four to seven hours after the noted collection time. Jeppesen validates the
integrity of the data transmission and updates JetPlan generally within one hour of receiving
the information.
Each update creates a new weather database file that is valid for the period extending until the
next update. The information within an update spans approximately 30 hours of flight
planning capability, depending on which database you use. This means that you can plan
flights that extend 30 hours into the future on any of the forecasted databases.
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JetPlan has two sources for recently gathered forecast wind and temperature aloft data: the
UKMO (also known as the UK Met Office Weather Service) in England and the NWS in the
U.S. From these two sources Jeppesen provides three different forecast models for the
application of weather to the flight plan computation: ADF, NWS, and UK. Typically, the
ADF weather model is the default format. However, you may select any one of these three as
your default format by requesting the setting of one in your ID/Attribute File. The default
format may be overridden on any individual flight plan by entering the option that selects
another weather database on the Options command line.
NOTE For information on changing your default forecast weather model, contact
your Jeppesen account manager.
ADF Format (Default)

The ADF database file is the default forecast weather model if no other choice is made on the
Options command line and if no other format is set as the default in your ID/Attribute File.
The ADF file is usually updated twice a day (0000Z and 1200Z) and is generally composed of
reformatted NWS GRIB (gridded binary) data, although it may also be taken from UKMO
GRIB data if necessary. In either case, the data originates from a high-resolution forecast
weather file and is converted to this older, lower resolution format to create a separate file.
Information in the ADF file is compiled into a grid with points every 2.5 degrees of latitude
and longitude between 20N to 70N and between 20S to 70S. Between 20N and 20S, and on the
extreme poles, the grid points are placed every 5 degrees of latitude and longitude.
Information about wind direction, wind velocity, and temperature for a given set of mandatory
altitudes is collected for each grid point.
ADF provides faster processing times than either of the other two formats, though the
difference is minimal. The data within the ADF file extends approximately 30 hours into the
future. Any plan that goes beyond that window receives data that is reexamined and applied
from earlier in the update. While this ensures the completion of the flight plan (no error is
promulgated due to a lack of data), it does affect the quality of the information within it.
Whether it is the default format or user-defined at the time of plan creation, ADF generally
appears after the day/time stamp on the flight plan output (for example, 0500ADF). To select
the ADF format, enter WXADF on the Options command line anywhere after the FP
command.
Example:
FP,WXADF
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NWS Format
The NWS GRIB format provides a high-resolution database file. It uses advanced numerical
models for wind and temperature aloft forecasting. The data for this format is compiled into a
grid with points every 1.25 degrees of latitude and longitude (more than doubling the lateral
amount of data available compared to ADF). In addition to the greater number of lateral grid
points, NWS GRIB collects extra intermediate readings in the vertical direction too. This
provides more precise information about the wind direction, velocity, and temperature at a
given altitude, especially compared to the standard atmosphere levels of data collected for
ADF.
The NWS format is updated four times a day (0000Z, 0600Z, 1200Z, and 1800Z) and provides
a weather window that extends approximately 48 hours into the future (preferable for long
flights being planned a day in advance).
Whether it is the default format or user-defined at the time of plan creation, the letters NWS
generally appears after the day/time stamp on the flight plan output (for example, 1018NWS).
To select this format, enter WXNWS on the Options command line anywhere after the FP
command.
Example:
FP,WXNWS
UKMO Format
The UKMO GRIB format is a high-resolution model that is similar in data compilation to that
of the NWS format. Like the NWS format, it is updated four times a day (0000Z, 0600Z,
1200Z, and 1800Z). However, this file only provides a 30-hour weather window.
Whether it is the default format or user-defined, the letters UK generally appear after the
day/time stamp on the flight plan output (for example, 0500UK). To select this format, enter
WXUK on the Options command line anywhere after the FP command.
Example:
FP,WXUK
Rapid Update Cycle (RUC) Format

The Rapid Update Cycle (RUC) is a numerical forecast model offering high-frequency
updates (every hour) of weather information. This weather data is valid for approximately 12
hours.
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Whether it is the default format or user-defined, the code R4S generally appears after the
day/time stamp on the flight plan output (for example, 1918R4S). R4S indicates the RUC
40km model, Short form (19 mb levels instead of 25 mb levels). To select this format, enter
WXRUC on the Options command line anywhere after the FP command.
Example:
FP,WXRUC
NOTE The weather database labels, ADF, NWS, UK, and R4S may or may not
appear in the header section of your flight plan, depending on your output format
design.
UK MET Office Historical Winds

The UK Met Office Historical Winds Database is a weather model that provides historically
likely wind and temperature aloft figures for any given month of the year. The historical winds
are a statistical average from the period 19601980 whereby each grid point uses the average
wind direction and wind speed from each day in the month to come up with a monthly average
grid point value at each standard altitude for that month. This database is a helpful What if?
option for planning possible flights in the future.
To select this database, enter WHXX, where XX is a number value for the desired month of
the year (0112), on the Options command line anywhere after the FP command. For example,
to specify UK Met Office historical data for the month of December, enter:
Example:
FP,WH12
JetPlan displays the three-letter abbreviation for the selected month in the header of the flight
plan output, right after PROGS (see output sample below).
PLAN 7027
EGKK TO LIRF MD11 LRC/F IFR
NONSTOP COMPUTED 1659Z FOR ETD 0000Z
PROGS DEC
08/17/06
LBS
*** JEPPESEN HISTORICAL AVERAGE WINDS HAVE BEEN USED. ***
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Reliability Equivalent Winds

Reliability Equivalent Winds refers to a JetPlan method whereby you specify a confidence
level in the data from a historical weather database. This is another analysis tool, like the UK
Met Office Historical Winds Database. However, with this database you have the ability to
estimate the likeliness of the information gathered for a particular month. For example, if
August winds are historically light for a given region, but this year you expect stronger than
usual winds, you can increase expected wind speed by expressing a lower confidence in its
accuracy. By providing a reliability factor, in percentage terms, you can gather information
about the aircrafts performance and economy through various scenarios.
National Center for Atmospheric Research (NCAR) Database

The weather database used with the Reliability Equivalent Winds option is a 41 year (1958
1999) upper level wind/temperature compilation. The information was gathered and
maintained by the NCAR. It is based on the daily computerized analyses provided by the U.S.
National Meteorological Center. With this option, you are able to focus in on an individual
month, a season, or an annual time frame for your flight planning research data.
Confidence Level
The confidence level value is a percentage number that represents the reliability of the
occurrence of the gathered historical wind speeds. For example, looking at a specific month
like November, we know the database contains 40 monthly average readings for this month
(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.
Reliability Equivalent Wind Features

The features of this function include:
The ability to enter any confidence level value between 50% and 98%
NOTE JetPlan accesses historic mean values when the confidence level is 50%. A
reliability wind of 98% indicates the likelihood of occurrence of an equivalent wind
smaller than the historic mean plus two times standard deviation. Thus, for a specific
month like April, 98% reliability equivalent wind indicates an equivalent headwind
component value that will not be exceeded in 39 Aprils for the historical time frame of
40 years.
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The ability to enter any time period input from one month to a year (12
months)
Availability for any airport or lat/long around the world
Higher resolution historical wind and temperature data than current UK Met
Office Historical Winds
Application
The Reliability Equivalent Winds option is entered on the Options command line (anywhere
after the FP command) using the following format:
Example:
FP,WS##(##),R##
Specify a time frame after the letters, WS, by entering a two-digit month value (for example,
11 = November), or a four-digit range of months value (for example, 0103 = January through
March). The numbers 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
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Required Arrival Time

NOTE The Required Arrival Time (RAT) option and the Required Arrival Time
Cost Index (RATCI) option are mutually exclusive.
The ETD command line may be used to specify a RAT or a RATCI input. This allows you to
define a fixed arrival time at just about any point enroute or at the destination. The two options
cannot be used together because of the opposite effect each option has on the ETD. The main
determination of which option to use depends on whether or not the ETD can be changed. The
two methods are:
Fixed ETD (RATCI
option)
JetPlan varies the airspeed by adjusting a cost index (CI) cruise mode
until the required arrival time input is met, while maintaining the
original ETD. In most cases, the ability to specify a cost index value
as your cruise mode input is mandatory.
Variable ETD (RAT

option)
JetPlan adjusts the ETD to make the required arrival time while
applying a cruise mode that is relatively constant. In this case, a cost
index cruise mode cannot be used. However, cruise modes such as
ECO, CMC, and LRC are acceptable.
(For more information on cruise modes, see Chapter 11, Cruise Mode Commands.)
Required Arrival Time Cost Index (Fixed ETD)

The Required Arrival Time Cost Index (RATCI) feature generates a flight plan based on a
set arrival time at either the POA or an enroute fix. JetPlan varies the aircraft speed to make
the required arrival time while maintaining the original ETD.
NOTE You must include a cost index cruise mode input on the Cruise Mode
command line or set certain parameters in the Customer Aircraft Database for this
option to work (see below).
To invoke the RATCI option, enter your estimated time of departure value on the ETD
command line. Follow that with a slash (/), the option (RATCI), an enroute fix or the POA,
and finally a required arrival time.
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Example:
08 ETD deptime/option,ckpt,arrtime
RATCI Considerations
The following considerations apply to the RATCI option:
The time constraint input must be achievable, considering the 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.
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You also must enter a cost index cruise mode on the Cruise Mode command
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RATCI and the Customer Aircraft Database

The Customer Aircraft Database contains five parameters that may be used to control the
RATCI process. They are:
Min RAT Cost
Index (CI1)
Minimum RATCI value
Max RAT Cost

Index (CI2)
Maximum RATCI value
Default Cost Index

(CI3)
First CI value tried in the RATCI process
Lowest Cost Index

Mach (LM)
Lowest Mach number to use in cost index (not just RATCI) flight
plans
Highest Cost Index

Mach (HM)
Highest Mach number to use in cost index (not just RATCI) flight
plans
If these parameters are set, and the RATCI option is invoked, JetPlan performs an iterative
process that determines the CI cruise mode necessary to attain the required arrival time. The
iterative process is as follows:
JetPlan first computes the flight plan using the cruise mode specified in the
flight plan request on the Cruise Mode command line. If this calculation
satisfies the requested arrival time (the RAT point is reached on time), the
iterative process is stopped, and the plan is output.
If the cruise mode from the flight plan produces a flight that arrives at the
RAT point early, JetPlan reviews the cruise mode input to determine if it is a
constant mach value.
If it is a constant mach value, JetPlan reviews the LM parameter
setting in the aircraft database. If the input value and the LM
parameter setting are equal, JetPlan uses this value, stops the
iterative process and produces the plan output. In this case, JetPlan
can do no more because the LM setting prevents any attempt at a
slower airspeed.
If it is not a constant mach value, JetPlan determines a cost index
value.
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If the cruise mode from the flight plan is not a cost index value and not a
constant mach value, JetPlan determines the cost index by starting with the
default value in the CADB (CI3). In this case, test CI values are tried until
one works and a plan is produced or until one of the CI limits (CI1 or CI2) is
reached and the time is determined to be unattainable.
Otherwise, the cruise mode from the flight plan is a cost index value, in
which case, JetPlan starts searching for the right cost index value by
applying one of the four methods listed below:
If the user-specified cost index value is higher than the default value
in the CADB (CI3) and the plan is early, JetPlan starts the search by
applying CI3.
If the user-specified cost index value is higher than the default value
in the CADB (CI3) and the plan is late, JetPlan starts the search by
applying the maximum CI value from the CADB (CI2).
If the user-specified cost index value is lower than the default value
in the CADB (CI3) and the plan is early, JetPlan starts the search by
applying the minimum CI value from the CADB (CI1).
If the user-specified cost index value is lower than the default value
in the CADB (CI3) and the plan is late, JetPlan starts the search by
applying CI3.
Continue search until the iterations converge (when the arrival time is within
three minutes from the 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.
Required Arrival Time (Variable ETD)

The Required Arrival Time (RAT) option allows you to generate a flight plan based on a set
arrival time at either the POA or an enroute fix. JetPlan determines the departure time based on
the fixed airspeed.
NOTE You must enter an estimated time of departure value on the ETD command
line. This value needs to be a reasonable estimate of the departure time so that
JetPlan can access the correct blocks of forecast data (winds and temperatures) for
the flight computation.
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To invoke the Required Arrival Time option, enter your estimated time of departure value on
the ETD command line. Follow that with a slash (/), the option (RAT), an enroute fix or the
POA, and finally a required arrival time.
Example:
08 ETD departure time/RAT,checkpoint,arrival time
RAT Considerations
The following considerations apply to the RAT option:
If the required arrival time input results in a departure time that is past the
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.
enroute waypoint that is located at or before the reclear fix. The Reclear
POA cannot be specified as the RAT point.
The RAT option and the Orbit (ORB) option may be used together.
JetPlan displays the following statement on the third line of the flight plan:
REQUIRED ARRIVAL TIME AT XXXX HHMM. The XXXX is the
RAT point identifier, and HHMM is the coordinated universal time of the
arrival.
Example:
Explanation: The estimated time of departure is 1200Z (this estimate is for accessing the
correct forecast weather data). The required arrival time point is RKSI, and the required arrival
time is 1825Z.
08 ETD 1200/RAT,RKSI,1825
The following examples further demonstrate the RAT option. Sample flight plan outputs show
what to expect based on the example input.
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Example:
Explanation: The estimated time of departure is 1900Z (to access forecast weather data). The
RAT point is the POA, LIRF, and the arrival time is set to 2130Z. The sample output reveals
the results of this input.
02 POD EGKK
03 POA LIRF
08 ETD 1900/RAT,LIRF,2130
Sample output:
PLAN 7061
EGKK TO LIRF MD11
M85/F IFR
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
PROGS 1700ADF
REQUIRED ARRIVAL TIME AT LASBA 2030Z
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08/17/06
LBS
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ORBIT
ORBIT
The Orbit (ORB) option allows you hold at a waypoint for a specific length of time, airspeed,
and flight level. This may be used to burn excess fuel (or time), to rendezvous with another
aircraft, or to meet any requirement you deem necessary.
To invoke the ORB option, enter your estimated time of departure value on the ETD command
line. Follow that with a slash (/), the orbit option (ORB), the orbit point, the hold time, the
orbit airspeed (cruise mode), and the orbit altitude.
Example:
08 ETD departure time/ORB,checkpoint,time,speed,flight level
ORB Considerations
The following considerations apply to the ORB option:
JetPlan does not make climb/descent performance calculations between the
enroute cruise altitude and the orbit altitude.
enroute waypoint that is located at or before the reclear fix.
This option may be used with the RAT option (but not RATCI).
JetPlan inserts the checkpoint, ORB01, (and the associated performance
data) in the flight plan body prior to the user-defined orbit fix. ORB01 is
deemed collocated with the orbit fix.
JetPlan displays the performance data (distance, time, and burn) from the
immediately previous enroute waypoint to the orbit fix on the ORB01 line.
Since ORB01 and the orbit fix are collocated, JetPlan generates zero
distance from ORB01 to the orbit fix. JetPlan displays the orbit time and
fuel burn on the same line as the orbit fix.
Example:
Explanation: Depart at 1900Z. Orbit the enroute waypoint, LASBA, for 45 minutes at long
range cruise, at an altitude of 37,000 feet.
02 POD EGKK
03 POA LIRF
08 ETD 1900/ORB,LASBA,45,LRC,370
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ORBIT
Example:
Explanation: Multiple orbit points may be entered as shown. Depart at 1900Z. Orbit SFO for
20 minutes at long range cruise, at an altitude of 25,000 feet. Orbit XIDIL for 20 minutes at
long range cruise, at an altitude of 21,000 feet. Orbit TOP for 10 minutes at long range cruise,
at an altitude of 23,000 feet.
08 ETD 1900/ORB,SFO,20,LRC,250,XIDIL,20,LRC,210,TOP,10,LRC,230
The following sample flight plan output illustrates the expected results when the ORB option
is invoked. Three points are shown for clarification: 1) the fix prior to ORB01; 2) the ORB01
point; and 3) the orbit fix. Column headers are included at the top of the sample for ease of
interpretation.
CPT
COORDINATES / FIR
F/L TMP WIND T/C T/H
FIR
N46084 E006024 / LFFF
370 M03 31053 133 133
ORB01 N45447 E006387
370 M03 31053 133 133
LASBA N45447 E006387
370 M03 31056 133 133
TRP
AW/MH TAS
FIR
42
UG32 457
42
UG32 457
42
UG32 484
SR
G/S
2
510
2
510
2
540
DIST
ZD CD
TIME
ZT
CT
FUEL
ZF CF
002 0411 0/00 0/45 000 0121

035 0446 0/04 0/49 007 0128
000 0446 0/45 1/34 078 0206
ORB and RAT Options

The ORB and RAT options may both be entered on the ETD command line if needed. The use
of both does not necessarily tie the two together in a joint purpose, but the two can be applied
to coordinate a specific mission. For example, the RAT option could be applied to one enroute
point as a rendezvous, where timing is critical, while the ORB option could be applied to the
next enroute point for the purpose of completing some requirement.
The order in which these options are added to the ETD command line is irrelevant. The
following examples illustrate this point.
Example:
Explanation: Estimated time of departure is 1900Z. The required arrival point is the POA
station, LIRF, and the arrival time is set for 2230Z. An orbit is set for the enroute point,
LASBA, for 45 minutes using long range cruise at an altitude of 33,000 feet.
02 POD EGKK
03 POA LIRF
08 ETD 1900/RAT,LIRF,2230/ORB,LASBA,45,LRC,330
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ORBIT
Example:
Explanation: Same as above.
02 POD EGKK
03 POA LIRF
08 ETD 1900/ORB,LASBA,45,LRC,330/RAT,LIRF,2230
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C HAPTER 9
Profile Commands
Profile Commands
Overview
Overview
JetPlan is designed to automatically attain the best flight profile for a given aircraft within a
given airspace for any situation. The Profile command line provides user control over this
designed optimization. With it, you can manage the:
Altitude Flight Rule Selection
Altitude Control Options
You must enter at least one Flight Rule option on the Profile command line to complete a
flight plan request. Altitude Control options are optional; they may be included with your
flight rule input if necessary.
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Profile Commands

An altitude flight rule is applied using the following Profile command line options.
Table 9-1
Flight Rules Options
Option
Explanation
Selects the optimal IFR altitudes based on your performance index

setting.
NOTE The performance index setting is entered in the flight plan
request on the Performance Index command line (line 12) or stored
as the default setting in your Aircraft Database file (see the
Performance Index (Fuel, Time, and Cost) Optimization on
page 318 for more information).
If the flight plan request includes routing via one of the organized
track structures, the I option allows step climbs/descents between
designated track altitudes, provided the aircraft weight and
ambient temperature are conducive to such a maneuver. The I
option considers all MEA airway restrictions. For information on
organized tracks, see Chapter 6, Route Commands.
I, M
Selects the optimal IFR altitudes (as explained above) and also
considers MAA airway restrictions. This option prompts a check
of the altitude profile against MEAs and constrains the profile to
MAAs. If JetPlan cannot find a valid altitude, or if you specify an
altitude below the MEA or above the MAA, an MEAMAA01 error
is generated.
I, T
Selects the optimal IFR altitudes (as explained above) and uses
GRID MORA data to ensure that flight levels clear all obstacles
along a given route area (grid region). If a selected flight level is
below the recommended clearance level, JetPlan generates a
MORALT01 error.
Output formats designed for this information prints the GRID
MORA data in the flight plan body.
NOTE GRID MORA is the Minimum Off Route Altitude within a
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
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Selects the optimal IFR altitude (as explained above) and considers
MEAs, MAAs, and GRID MORA data. If a route segment is on an
airway, JetPlan checks for stored MEA/MAA information first. If
no MEA or MAA value is found, then a check is done against the
GRID MORA data. If a route segment is not on an airway (an
optimized direct segment), the only check is against the GRID
MORA data.
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Profile Commands
Table 9-1 Flight Rules Options (continued)

Option
Explanation
Same as the I option except that it restricts step climbs/descents

while on the following organized track structures: North Atlantic
and PACOTS. If the PACOTS include one or more segments on
the NOPAC, this does not apply.
Selects the optimal VFR altitudes.

NOTE Must be used in conjunction with the low or mid altitude
databases to be applicable.
I,xxxxx/V
This is used for flight plans that begin as IFR and transition to VFR
(described as Y type flight plans in ICAO 4444 Air Traffic
Management, 14th Ed. 2001). The transition fix is entered
followed by /V to indicate a transition to VFR altitudes.
EXAMPLE:
Explanation: IFR to VFR transition at MALOT.
09 PROFILE I,MALOT/V
NOTE This functionality is not applicable in the United States with
FAA flight plans. It is applicable only to ICAO flight plans.
V,xxxxx/I
This is used for flight plans that begin as VFR and transition to IFR
(described as Z type flight plans in ICAO 4444 Air Traffic
Management, 14th Ed. 2001). The transition fix is entered
followed by /I to indicate a transition to IFR altitudes.
EXAMPLE:
Explanation: VFR to IFR transition at MALOT.
09 PROFILE V,MALOT/I
NOTE This functionality is not applicable in the United States with
FAA flight plans. It is applicable only to ICAO flight plans.
Other Considerations
The following considerations apply to the selection of optimal altitudes:
Up to twenty-nine different altitudes may be output on each flight plan. The
altitude changes may occur to minimize fuel, time, or cost, and to conform
to the appropriate cruising altitude for the direction of flight.
All non-hemispherical altitudes are loaded in the airway information of the
navigation database. Flight plans step climb/descend between hemispherical
and non-hemispherical altitudes provided there is at least a 60 nm segment
distance for which the new altitude is effective.
The appropriate metric equivalent flight level(s) are output in the FIR/UIR
boundaries where applicable.
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Profile Commands
If a flight plan cruise altitude is above the highest altitude of an organized

track structure prior to the transition onto the track structure, the profile does
not descend to a designated track altitude when the flight rule option C is
entered on the Profile command line.
Hawaiian Tracks R-463, R-465, and R-577 have a non-published track
altitude of FL420 loaded into the route database, which is 2,000' above the
highest published track altitude for these tracks. Additionally, R-465 and R577 have FL440 loaded in the database. Within the constraints of aircraft
performance, this allows the system to consider additional altitude(s) which
may be assigned by ATC.
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Profile Commands
Altitude Control
Altitude Control
Altitude control refers to the flight planner's option to constrain the profile one or more times,
or to invoke 2,000' step climbs while enroute. You may change the 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.
Auto Step Climb

The unique command to invoke 2,000' step climbs is the input, 920. This option may be
applied to the entire flight or to a specific route segment.
NOTE For those organized track structures (OTS) that allow it (the North Atlantic
tracks), JetPlan automatically applies 2,000' step climbs, if applicable.
To invoke 2000 step climbs, enter 920 on the Profile command line.
Example:
Explanation: Apply IFR rules and 2,000 step climbs for the entire flight.
09 PROFILE I,920
Example:
Explanation: Apply IFR rules to the flight. Step climb, in 2,000 increments, between BAE
and ENM.
09 PROFILE I,BAE,920,ENM
Changing Flight Levels

Up to ten sets of flight level restrictions and associated altitude constraint points may be
specified on a Profile command line.
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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
Waypoints As Constraint Parameters

As stated earlier, where the change in profile occurs can be controlled. A descent or climb can
be specified to occur after crossing a waypoint or by the time the waypoint is reached.
Altitude Change After Waypoint

When entering multiple profile changes, note that unless explicitly defined otherwise, changes
in flight level occur after the specified constraint point is reached. This is illustrated in the
following example.
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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.
Altitude Change at Waypoint

Altitudes that must be attained by a specific waypoint, rather than after crossing the waypoint,
can be entered in two ways:
By entering a minus sign (-) in front of the flight level. In this case, the
comma separation is retained (for example, AVE,-280).
- or By enter the waypoint and flight level as a single unit, separated by an AT
symbol (@). In this case, the comma is omitted (for example, AVE@280).
For example, assume a flight from TPA to LAX overflying the waypoint, IAH. In this
hypothetical flight, the required profile is flight level 350. However, the aircraft must be at
flight level 280 by IAH. This probably could be attained by specifying 280 and the waypoint
that immediately precedes IAH. However, that waypoint is not presently known. Hence, an
input that utilizes IAH as the constraint point is required.
The two possible profile entries are:
Example:
09 PROFILE I,350,IAH,-280
- or 09 PROFILE I,350,IAH@280
Had the standard input, (I,350,IAH,280), been entered, the flight level, 280, would have been
attained, but only after crossing IAH (by the next waypoint).
Constraint Rules
When specifying a waypoint as a constraint point, adhere to the following rules:
All waypoints referenced as constraint points must be on the route of flight.
Therefore, it is good practice to include these waypoints in your route input.
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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).
For a SRS waypoint, the charted (output) name must be used.

A fix/radial/distance (FRD) waypoint must be specified as it prints out on
the route summary line.
Altitude Control Examples

The examples below illustrate the various types of altitude control entries. POD, POA and
Route command line inputs are included to provide better understanding.
Example:
Explanation: Apply IFR rules. Fly at flight level 290 up to and including the waypoint MAN.
Fly optimal IFR flight levels after MAN.
02
03
06
09
POD EGLL
POA OEJN
ROUTE J,MAN
PROFILE I,290,MAN
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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
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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
Maximum Altitude Restrictions

Using one or more of the following techniques restricts the maximum flight level applied to
the flight plan profile:
Specify a flight level value or a minimum and maximum flight level range
value on the Profile command line. The following example demonstrates the
min/max range concept.
Example:
09 PROFILE I,100,170
Use the Customer Aircraft Database (CADB) file to set a maximum flight
level (FL parameter) for all performance calculations. This is a permanent
restriction applied to a single aircraft that is typically used to define a never
to exceed flight level value. The following example demonstrates how to
set FL390 as a never to exceed maximum altitude in the CADB.
Example:
01 OPTIONS AC,CHG,12345,FL=390
Set a maximum altitude value as a function of route distance in the

Preferences database.
NOTE The Preferences database is an extension of your ID/Attribute File. It allows
you to specify certain preferred settings that are unique to your operational
requirements. This includes flight level restriction factors, reserve fuel calculation
factors, format preference factors, and other useful settings. Contact your Jeppesen
account manager to discuss your options regarding the Preferences database.
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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).
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Profile Commands
Performance Index (Fuel, Time, and Cost) Optimization
Performance Index (Fuel, Time, and Cost)

Optimization
In JetPlan, Performance Index (PI) refers to the type of optimization factor used to calculate an
altitude profile. PI is a code that tells JetPlan how to compute the flight plan in order to meet
the desired objective of increasing performance to reduce cost. In all performance index cases,
JetPlan evaluates the profile within the context of the submitted primary cruise mode(s), and
determines the most advantageous altitude profile, using the most favorable wind conditions
given certain logical restrictions, such as distance and general direction.
For flight plans that do not use the Cruise Mode Cost Index (CI) input, you can choose
between three performance index parameters: fuel, time, or money (overall cost). In JetPlan,
you enter the PI information on the Performance Index command line (Line 12). You can also
store your preference for one of these parameters in the Customer Aircraft Database (CADB)
so that it is applied automatically (see Chapter 26, Customer Aircraft Database.) However,
the CADB PI setting can always be overridden by a value entered on the Performance Index
command line.The display of the cost information on the flight plan output is formatdependent.
NOTE If the flight plan is run using a Cost Index cruise mode, including Require
Arrival Time Cost Index (RATCI), the PI is automatically determined by JetPlan. In
this case, any PI value in the CADB or input by the user on the Performance Index
command line is ignored.
Fuel Optimization
In the fuel optimization (or save fuel) scenario, JetPlan calculates performance to determine
the most advantageous altitude profile for minimizing fuel consumption.
In comparison with the other performance indices, fuel optimization produces a minimum fuel
burn at the cost of a longer flight time.
To select fuel optimization, enter the letter F on the Performance Index command line.
Example:
12 PRFM INDEX F
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Profile Commands
Time Optimization
In the time optimization (or save time) scenario, JetPlan calculates performance to determine
the most advantageous altitude profile for minimizing the enroute time. Some examples of
time-based costs are: aircraft and engine lease rates, crew pay, and time-dependent
maintenance costs.
In comparison with the other performance indices, time optimization produces a minimum
enroute time at the cost of a larger enroute fuel burn.
To select time optimization, enter the letter T on the Performance Index command line.
Example:
12 PRFM INDEX T
Cost Optimization
In the cost optimization (or save money) scenario, JetPlan optimizes the flight plan profile to
minimize the total cost of the flight. To determine the total cost, you must provide fuel and
operating (time) cost values.
NOTE This feature produces a total cost figure in the flight plan output, even if you
run the plan using a different cost index.
To select cost optimization, enter the letter M (for money), followed by a fuel cost value and
an operating cost value, on the Performance Index command line. Separate each item with a
comma.
Example:
12 PRFM INDEX M,$$$,$$$$
The fuel cost input is the price per U.S. gallon of fuel. It is a three or four-digit input without
any decimal points (for example, 110 = $1.10/USG).
The operating cost figure is a four or five-digit input (no decimal point), representing the total
price per hour of variable factors such as the cost of operating the aircraft, the crew salaries,
and maintenance fees (for example, 1250 = $1,250/hr).
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Profile Commands
Example:
Explanation: Fuel cost is $1.10/USG, and operating cost is $1,250/hr.
12 PRFM INDEX M,110,1250
If you want to omit the operating cost figures to determine fuel costs only, include a minimum
operating cost of one dollar per hour as part of the input.
Example:
Fuel cost is $1.10/USG, and operating cost is $1.00/hr.
12 PRFM INDEX M,110,0001
Order of Precedence
It is important to understand the order of precedence JetPlan applies to fuel prices and
Performance Index values. A fuel price entered on the Performance Index command line and
the value of the PI parameter in the CADB can each be overridden by other values. The order
of precedence for fuel price is:
JetPlan first uses any fuel price entered on line 2 POD.
If no fuel price is entered on line 2 POD, JetPlan uses the fuel price entered
with the parameter M on line 12 PRFM INDEX.
If no fuel price is entered on line 12 PRFM INDEX, JetPlan uses the value
of the Fuel Price (FP) or Bonded Fuel price (BP) parameter in the Customer
Airport database (CAPD). (Which price is used is determined by the setting
of the Bonded Fuel indicator parameter in the City Pair database.)
If the FP (or BP) parameter in the CAPD is not set, JetPlan uses the fuel
price associated with the parameter M and stored for the PI parameter in
the CADB.
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C HAPTER 10
Aircraft Type
Commands
Aircraft Type Commands

Overview
Overview
JetPlan requires the input of an aircraft before any flight plan can be computed. To do this, you
must enter the ID of a generic aircraft from the JetPlan Aircraft Library or the record name of
an aircraft stored in your Customer Aircraft Database (CADB) on the Aircraft Type command
line.
Example:
10 A/C TYPE/REGN <GENERIC ID or CADB RECORD NAME>
JetPlan applies the information from these input sources to calculate performance data in the
flight plan computation.
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Using the JetPlan Aircraft Library (Generic Aircraft)
Using the JetPlan Aircraft Library

(Generic Aircraft)
The JetPlan Aircraft Library is the source of all Aircraft Type command line inputs, including
CADB files. This library is developed, built, and maintained by Jeppesen. It contains weight
and performance data for hundreds of aircraft from many different manufacturers.
Each aircraft in the library is referred to as a generic aircraft load because the information
stored is enough to meet basic flight plan requirements. Enough basic weight and performance
data are contained within each generic aircraft record to provide JetPlan with the climb, cruise,
descent, hold, and weight information needed for flight plan computations.
In some cases, there are multiple versions of the same generic aircraft in the library. The
addition of these extra models to the library depends on factors such as certain manufacturer
redesigns or reconfigurations (for example, an engine upgrade) and customer requirements.
A generic aircraft load incorporates the following forms of data:
Weight Figures
Data includes various weight settings, such as maximum takeoff,

maximum landing, maximum zero fuel, maximum payload weight,
and weight range limits for customer adjustments.
Cruise Data
Cruise data consists of aircraft performance data on airspeeds and

fuel flows as a function of temperature, altitude, and weight and up to
five cruise modes for each generic aircraft identifier.
Climb Data
Climb data consists of aircraft performance data on climb fuel, time,

and distance as a function of temperature, altitude, and weight.
Descent Data
Descent data consists of an adjustable profile to simulate your descent

schedule
Hold Data
Hold information is characteristic of the aircraft type and may be

modified to your requirements.
Alternate Data
Alternate information is characteristic of the aircraft type and may be

modified to your requirements
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Retrieving Library Information

You can retrieve library information from JetPlan to determine the availability of an aircraft
model (airframe/power plant combination). The type of information available includes lists of
the following:
Manufacturers
Aircraft from particular manufacturers
All aircraft loads for particular ICAO identifiers
All aircraft by their Jeppesen identifiers
You can view these lists by using the INFO command on the Options command line.
To view a list of manufacturers in the library
To view a list of manufacturers with aircraft loaded in the JetPlan Aircraft Library, enter
INFO,ACQREF on the Options command line.
Example:
01 OPTIONS INFO,ACQREF
The information displayed includes the manufacturer code and the ICAO code for each
aircraft.
NOTE The following example is intended as an illustration only and is not

necessarily complete or current. In addition, certain proprietary information may be
represented by placeholder text <xxxx>.
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NAME
-----AERITALIA:
AEROSPATIALE:
AIRBUS INDUSTRIES:
BRITISH AEROSPACE:
CODE
-----AERITALI
AEROSPAT
AIRBUS
BAC
BEECH:
BEECH
BOEING:
BOEING
CANADAIR:
CASA:
CESSNA:
CANADAIR
CASA
CESSNA
CONVAIR:
DASSAULT:
DEHAVILLAND:
DORNIER:
MCDONNELL DOUGLAS:
CONVAIR
DASSAULT
DEHVLAND
DORNIER
DOUGLAS
EMBRAER:
FAIRCHILD:
FOKKER:
EMBRAER
FARCHLD
FOKKER
GATES LEARJET:
LEARJET
GULFSTREAM:
ILYUSHIN:
ISRAEL:
LOCKHEED:
GLFSTRM
ILYUSHIN
ISRAEL
LOCKHEED
MITSUBISHI:
MOONEY:
PIPER:
ROCKWELL:
SAAB/SCANIA:
TUPOLEV:
MISCELLANEOUS:
MTSBISHI
MOONEY
PIPER
ROCKWELL
SAAB
TUPOLEV
MISCELL
ICAO
---------------------------------AT42 AT43 AT45 AT72 AY22
S210
<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
To view a list of aircraft from a particular manufacturer

To view a list of aircraft from a particular manufacturer, enter the manufacturer code after the
INFO command on the Options command line. The sample output above shows the
manufacturer codes.
Example:
01 OPTIONS INFO,BOEING
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The information displayed in this request appears in the following sample output.
NOTE The following information is sample output, abbreviated for space. For each
manufacturer code, there is a list of aircraft, and for each aircraft, there may be
several generic aircraft loads..
767D 470 B767/H
BOEING
GE CF6-80A
767-200ER BOEING 767 OPS.MAN. 6-L34A SEPT 82 / SEP 87 *
BASIC OPTWT
MXTOWT
MXVRF
MXLDWT
MXZFWT
181000 LBS
351000
113000
278000
253000
MIN.OPWT
ETP AS/LVL-DRIFT
CLIMB = 250/290/.78M
80000
365KT/FL230
CRUISE/ALTITUDE RANGE: LRC-070,430
*LRC UNDER FL250
M74-070,430* M80-070,430* M81-070,430* M82-070,430*
M84-070,410*
HOLD
= 1500 FT/ISA
DESCENT = DEFAULT: .78/290/250 AUX: (M79)-.79/290
ALTERNATE= ALTERNATE PLANNING CHART PG 23.10.33 / BASED ON LRC
* SAME PERFORMANCE FIGURES AS 767B BUT WITH EXT. RANGE CONF.
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=777A 714 B772/H
BOEING
P W 4077/84
BOEING B777-200 OPERATIONS MANUAL
BASIC OPTWT
MXTOWT
MXVRF
MXLDWT
MXZFWT
315000 LBS
535500*
208000*
445000*
420000*
MIN.OPWT
ETP AS/LVL-DRIFT
CLIMB = 250/310/.84M
175000
1LE-370KT/FL190
CRUISE/ALTITUDE RANGE:
LRC-100,430
M84-100,430 (325IAS UNDER FL250)
HOLD
= 1500 FT FLAPS UP
*WEIGHT LIMITS BASED ON (A) MARKET
DESCENT
= M84/310/250
CONFIGURATION
ALTERNATE = ALTERNATE PLANNING CHART AT LRC
ALTITUDE CAPABILITY BASED ON MCT AND 1.4G BUFFET
To view a list of all aircraft for a particular ICAO identifier

To view the list of all aircraft loads for a particular ICAO identifier, enter the ICAO code after
the INFO command on the Options command line.
Example:
01 OPTIONS INFO,B767
NOTE The output for the ICAO option is similar to the output that shows the list of
manufacturers (see page 325).
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The output includes the Jeppesen identifier for each aircraft shown. This is the four-character
code at the top left corner of each section of the aircraft output. In the previous output
example, the Jeppesen identifiers for the two aircraft shown are 767D and 777A. With this
information, you can look up more information about the individual version of this generic
aircraft.
Retrieving Generic Aircraft Information

You can retrieve other library information about a generic aircraft using the AC command on
the Options command line. The following commands provide a more detailed view of default
information stored in the generic aircraft file.
To view basic weight and speed schedule information
To view the basic weight and speed schedule information of a generic aircraft, enter
AC,<JEPPID>,CRZ on the Options command line.
NOTE The JeppID and CRZ option may be entered in reverse order without
changing the outcome (for example, AC,CRZ,747H).
Example:
01 OPTIONS AC,747H,CRZ
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The output shows the default weights for the selected aircraft and its speed schedules for the
various stages of flight.
EXAMPLE (AC,JEPPID,CRZ)
-------------------- 747H INFO ----------------------------B743(ICAO)

747-300
engine: JT9D-7R4G2
MAX TOW
MAX LAND WT MAX ZFW
MAX FUEL CAP
833000
605000
535000
361700 lbs
377800
274400
242700
164100 kg
-------------------- FLIGHT SCHEDULES ---------------------CLB AAA . . . . . . . . 330/.84
CRZ 1LE . . . . . . . . ENGOUT LRC
270 . . . . . . . . 270KIAS FL050 - FL390
GDC . . . . . . . . GEAR DOWN CRUISE
LRC . . . . . . . . LONG RANGE CRUISE
M84 . . . . . . . .
ALT 110 450
M85 . . . . . . . .
ALT 110 450
M86 . . . . . . . .
ALT 240 450
M88 . . . . . . . .
ALT 280 450
CUTOFF 13G . . . . . . . . 1.3G
14G . . . . . . . . 1.4G
15G . . . . . . . . 1.5G
AAA . . . . . . . . MCT
M84
M85
M86
M88
>210
>210
>240
>280
To view cruise modes loaded for a generic aircraft

To view just the cruise modes loaded for a generic aircraft, enter AC,<JEPPID>,INF on the
Options command line.
NOTE The JeppID and INF option may be entered in reverse order without
changing the outcome (for example, AC,INF,747H).
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Example:
01 OPTIONS AC,747H,INF
EXAMPLE (AC,JEPPID,INF)
CRUISE MODES
1LE
270
GDC
LRC
M84
M85
M86
ETOP/DRIFTDOWN CRUISE MODES FOR 303E
1LE
2LE
WEIGHT CUTOFF TABLES
13G
1.3G
14G
1.4G
15G
1.5G
AAA * MCT
* THIS TABLE IS ALWAYS CONSIDERED
M88
To view the aircrafts default constants

The aircrafts default constants are the parameter settings you would start with if you saved
this aircraft to a CADB record without changing anything. To view the default constants in a
layout similar to the CADB, enter AC,<JEPPID> on the Options command line.
Example:
01 OPTIONS AC,747H
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EXAMPLE (AC,JEPPID)
CUSTOMER AIRCRAFT DATA FILE
FOR
FILE NAME
-- WEIGHTS
TO MAX T/OFF WT 0833000 LBS
ZF MAX ZF WT
0535000 LBS
MP MAX PAYLOAD
0150000 LBS
NW NAV CHGS WT
0000000 LBS
-- FUELS
ZT ZERO FUEL TBL N
FC MAX FUEL CAP
361700 LBS
MF MIN FUEL
000000 LBS
MD MIN DEP FUEL
000000 LBS
SF STEP CLMB FUEL 000000 LBS
AF APPROACH FUEL 000000 LBS
FW FOD WARNING
000000 LBS
TX TAXI FF
000000 LBS
FE MN EMRGNC FUEL 000000 LBS
DT TAXI OUT
000000 LBS
ST SITUATION CODE
BR APU BURN RATE 0000 LBS/HR
-- MISC
PI PERF INDX
F
FL MAX FLT LVL
450
AD MIN ALT DIST
000 NM
SI SITA ADDRESS
OI PROFILE OPT INTERVAL 000 NM
FD FUEL DISTR TBL
NZ NOISE CATEGORY
WU WEIGHT UNIT
APRIL 30, 2007

A/C TYPE
747H
LA
OP
RW
MW
MAX LNDNG WT
OP WT
MAX RAMP WT
MIN FLIGHT WT
0605000
0000000
0000000
0000000
LBS
LBS
LBS
LBS
HC
HF
MH
MA
RF
MC
MT
MX
RH
AT
HOLD CALC ZF
HOLDING FF
MIN HOLD FUEL
MIN ALT FUEL
RESERVE FUEL
MIN CONT/RES
MIN C/R TIME
MAX CONT/RES
RES+HLD/CTG
TAXI IN
N
000000
000000
000000
000000
000000
000000
000000
000000
000000
EP
BK
CW
DD
HA
LC
IX
PRI ETOPS
PRI BRACKETS
PRI ALT CAP TB
PRI DRIFTDOWN
HOLD ALT
LIMITED CI
INDEX
N
N
N
N
00000 FT
N
LBS
LBS
LBS
LBS
LBS
MIN
LBS
LBS
LBS
Applying a Generic Aircraft to a Flight Plan

To apply a generic aircraft to your flight plan request, enter the Jeppesen ID for the aircraft on
the Aircraft Type command line.
Example:
10 A/C TYPE/REGN 747H
You can add ICAO or FAA domestic ATC information (a filing strip) to the bottom of the
flight plan output by entering a forward slash (/) after the aircraft entry. However, to ensure
proper identification, include the aircrafts registration number when using this feature.
Example:
10 A/C TYPE/REGN 747H/N12345
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Using a generic aircraft file as your Aircraft Type input dictates the need to provide other
information before a flight plan can be computed. For example, there is no operational weight
setting in the generic file. A weight range is stored in the file, but no specific setting made.
This means that you must input that information before JetPlan processes the flight plan. You
can avoid the extra inputs and time by saving your generic aircraft selection in the CADB.
There, you can set these required parameters and bypass the extra inputs when creating flight
plans.
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Using the Customer Aircraft Database
Using the Customer Aircraft Database

The Customer Aircraft Database (CADB) allows you to store generic aircraft files and
customize the parameter settings of each file for your repeated use on the JetPlan system. In
this way, you simplify the input process by providing a single record name on the Aircraft
Type command line that provides the information that JetPlan requires. The record name you
enter references both the original generic data and a host of optional, user-defined information.
Because a CADB record is a child of the JetPlan Aircraft Library, it inherits all of the
parameter settings and default performance characteristics of its generic parent. However, this
record may then be modified with a set of characteristics that make it a unique vehicle
designed to meet your requirements. This customized aircraft record is yours to manage.
For more information about CADB capabilities and management, see Chapter 26, Customer
Aircraft Database.
To enter a CADB record as your Aircraft Type input, you must prefix the record name input
with the dollar symbol ($).
Example:
10 A/C TYPE/REGN $RECORDNAME
NOTE A CADB record name is the identifier of the generic aircraft you saved and
modified in the Customer Aircraft database.
You can add ICAO or FAA domestic ATC information (filing strip) to the bottom of the flight
plan output by entering a forward slash (/) after the aircraft entry.
Example:
10 A/C TYPE/REGN $AC12/
If you do not have the 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.
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C HAPTER 11

Overview
Overview
JetPlan requires input of an accurate cruise mode for the aircraft specified on the flight plan
request. The Cruise Mode command line enables you to enter up to seven primary airspeeds in
your request. You can apply changes to the 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
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Determining an Aircrafts Cruise Modes

Before applying any airspeed inputs, you need to determine the available cruise mode
designations for the aircraft you are planning to use. This information is stored in the aircrafts
generic record, which you can view if you know the four-character Jeppesen ID for the
aircraft. (If you do not know the Jeppesen ID, you can use the ICAO identifier for the aircraft
to help determine the Jeppesen ID.)
To determine the cruise modes for an aircraft, enter AC,JEPPID,CRZ or AC,JEPPID,INF on
the Options command line. The INF option provides a basic list of available cruise modes
only, while the CRZ option provides additional airspeed and weight information.
The input order of these command options does not affect the output information. The CRZ or
INF option can precede or follow the aircrafts JEPPID, without changing the outcome.
However, the AC command always precedes these inputs.
Example:
01 OPTIONS AC,747H,CRZ
-------------------- 747H INFO ----------------------------B743(ICAO)
747-300
engine: JT9D-7R4G2
MAX TOW
MAX LAND WT MAX ZFW
MAX FUEL CAP
833000
605000
535000
361700 lbs
377800
274400
242700
164100 kg
-------------------- FLIGHT SCHEDULES ---------------------CLB AAA . . . . . . . . 330/.84
CRZ 1LE . . . . . . . . ENGOUT LRC
270 . . . . . . . . 270KIAS FL050 - FL390
GDC . . . . . . . . GEAR DOWN CRUISE
LRC . . . . . . . . LONG RANGE CRUISE
M84 . . . . . . . .
ALT 110 450
M85 . . . . . . . .
ALT 110 450
M86 . . . . . . . .
ALT 240 450
M88 . . . . . . . .
ALT 280 450
CUTOFF 13G . . . . . . . . 1.3G
14G . . . . . . . . 1.4G
15G . . . . . . . . 1.5G
AAA . . . . . . . . MCT
-------------------- AUXILIARY SCHEDULES ------------------CLB AAA aux. 302E (2LE) 290/.76
AAA aux. 303E (1LE) TABLE IS FROM FILE 6
CRZ 1LE aux. 303E (1LE) TABLE IS FROM FILE 6
2LE aux. 302E (2LE)
LRC aux. 302E (2LE)
LRC aux. 303E (1LE) TABLE IS FROM FILE 6
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M84
M85
M86
M88
>210
>210
>240
>280
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Example:
01 OPTIONS AC,747H,INF
CRUISE MODES
1LE
270
GDC
LRC
M84
M85
M86
1LE
2LE
WEIGHT CUTOFF TABLES
13G
1.3G
14G
1.4G
15G
1.5G
AAA * MCT
* THIS TABLE IS ALWAYS CONSIDERED
M88
For more information on accessing generic aircraft data, see Chapter 10, Aircraft Type
Commands.
Standard Cruise Mode Designations

The JetPlan system uses a three-character airspeed designation standard for most cruise mode
inputs. Only cost index cruise mode inputs deviate from this standard (see Cost Index Cruise
Mode on page 344.) Otherwise, you can enter one of the designations stored in the aircrafts
generic record, or apply a non-stored, intermediate cruise mode value.
Stored Cruise Modes

Generally, most aircraft records in the JetPlan Aircraft Library include performance data that
include up to five cruise modes. These stored cruise modes are typically the sources for your
primary, auxiliary, and multiple cruise mode inputs.
The following table lists the most commonly referenced cruise modes by their designators.
Table 11-1
Cruise Mode Designators
Cruise Mode Designator
Definition
M<##>, where <##> is the Mach Airspeed

number
Cruise at Mach number <##> (for example,

M84)
CMC
Constant Mach Cruise
ECO
Economy Cruise
HSC
High Speed Cruise
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Table 11-1
Cruise Mode Designators (continued)
Cruise Mode Designator
Definition
LRC
Long-Range Cruise
MSR
Maximum Specific Range
MRC
Maximum Range Cruise
MCT
Maximum Cruise Thrust
MSC
Maximum Speed Cruise
NCT
Normal Cruise Thrust
925
925 TIT Cruise
945
945 TIT Cruise
1LE
1 Less Engine
2LE
2 Less Engines
ECP
Economy Cruise Power
MCP
Maximum Cruise Power
RCP
Recommended Cruise Power
Non-Stored Cruise Modes

In addition to stored cruise modes, the JetPlan system accepts certain constant Mach number
values as your cruise mode input, even if these values are not loaded in the aircrafts generic
record. However, the following requirements apply to the use of this input type:
The aircrafts generic record must have performance data loaded for at least
three constant Mach cruise schedules (for example, M78, M80, and M82).
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Your input must be a constant Mach number value that falls between the
constant Mach values loaded in the generic record. For example, if your
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.
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Primary Cruise Mode
Primary Cruise Mode

You can specify the primary cruise mode, the main airspeed for the enroute portion of the
flight: top of climb (TOC) to top of descent (TOD). JetPlan uses the primary cruise mode to
calculate the flight plan fuel figures for this phase of the flight. If necessary, you can specify
additional primary cruise modes. You can enter a maximum of seven primary cruise modes on
the Cruise Mode command line. For more information, see Multiple Primary Cruise Modes
on page 342.
To specify a single primary cruise mode, enter the three-character, alphanumeric designation
on the Cruise Mode command line.
Example:
Explanation: The following input requests the constant Mach airspeed of Mach 0.80 for the
entire flight.
11 CRZ MODE M80
Example:
Explanation: The following input requests LRC for the entire flight.
11 CRZ MODE LRC
Multiple Primary Cruise Modes

The ability to change the aircrafts airspeed to meet ATC or other flight requirements provides
flexibility in the planning process. JetPlan allows up to seven primary cruise mode inputs in a
flight plan request. This feature is called multiple primary cruise modes.
To indicate a cruise mode change, you must specify not only the new cruise mode but also the
enroute position where the change in airspeed is to occur. Therefore, you must include enroute
waypoints in the additional cruise mode inputs to define the ending of one airspeed and the
beginning of another.
To apply multiple primary cruise modes, enter the initial primary cruise mode followed by a
slash (/), and then a waypoint and cruise mode combination that defines where and what the
change is. The slash (/) is the trigger character that invokes the multiple primary cruise mode
feature. You can add up to six waypoint and cruise mode combinations after the slash,
defining the remaining primary cruise inputs.
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Primary Cruise Mode
Example:
Explanation: The following input requests an initial primary cruise of Mach 85 to Coaldale
(OAL), and then Mach 84 the rest of the way.
11 CRZ MODE M85/OAL,M84
Example:
Explanation: The following input requests an initial primary cruise of Mach 85 to Coaldale
(OAL), and then Mach 84 to Blue Mesa (HBU), Mach 82 to Lamar (LAA), and LRC the rest
of the way.
11 CRZ MODE M85/OAL,M84,HBU,M82,LAA,LRC
Follow these rules when using multiple primary cruise modes:

A primary cruise mode change can be made anywhere along the route of
flight, as long as it is between the TOC and the TOD.
Always enter the initial primary cruise mode input before the slash and the
subsequent primary cruise mode inputs after the slash.
Separate each input after the slash with a comma, including each waypoint
and cruise mode combination and each primary input.
Enter charted waypoints using the charted identifiers for the points.
Enter uncharted waypointssuch as the latitude/longitude points generated
by JetPlan while over water or fix/radial/distance waypointsusing either
the JetPlan method for naming these types of identifiers or the ARINC 424
standard.
The JetPlan method for naming the internal identifier of a latitude/longitude
point is to combine the first two digits of the latitude with the second and
third digits of the longitude. For example, the coordinate point N4800,
W17500 is identified as 4875.
Because the ARINC 424 standard for this type of point is often output in the
flight plan body, it may be helpful to run a flight plan with a single primary
cruise mode and then review the route output for the identifier names.
Examples of the ARINC 424 standard are 44E70 (for N4400, E17000) and
44N40 (for N4400, W14000).
Fix/radial/distance waypoints are entered as ECA125035 (for ECA 125
radial at 35nm).
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Primary Cruise Mode
The following example illustrates the use of four primary cruise modes based on a flight from
Tokyo (RJAA) to Los Angeles (KLAX). The aircraft is an MD11, which has four cruise
modes loaded: M85, M83, M82, and LRC. The three waypoints used as constraints for
changing the primary cruise are 4870 (N4800, E17000), 4240 (N4200, W14000), and OSI.
Example:
Explanation: The following input requests an initial primary cruise of Mach 85 to coordinate
point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC for the
remainder of the flight.
11 CRZ MODE M85/4870,M83,4240,M82,OSI,LRC
The output for multiple primary cruise information is similar, in most formats, to the following
sample output from the previous example.
MULTI CRZ
M85/4870
M83/4240
M82/OSI
LRC
You can also specify a waypoint using a fix/radial/distance.

Example:
Explanation: The following input requests an initial primary cruise of Mach 85 to the point
described as the 246 radial from GTF at 44 nm, and then Mach 83 for the remainder of the
flight.
11 CRZ MODE M85/GTF246044,M83
Cost Index Cruise Mode

In addition to standard cruise mode values, JetPlan accepts cost index cruise mode values as
the primary cruise inputs on the Cruise Mode command line.
NOTE For more information on cost index, see Chapter 12, Cost Index
Commands.
To specify a cost index cruise mode, enter CI followed by the cost index number on the Cruise
Mode command line.
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Primary Cruise Mode
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.
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Primary Cruise Mode
Multiple Primary Cost Index Cruise Modes

You can apply cost index values as multiple primary cruise mode inputs using the same rules
described in Multiple Primary Cruise Modes on page 342.
Example:
Explanation: The following input requests a cost index of 200 as the initial primary cruise to
the GTF waypoint. After GTF, CI150 is applied until YTH. CI100 is the primary cruise for the
rest of the flight.
11 CRZ MODE CI200/GTF,CI150,YTH,CI100
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Auxiliary Cruise Mode Option

In addition to primary cruise mode inputs, the Cruise Mode command line also accepts an
auxiliary cruise mode input. This option is for comparison purposes. It provides cruise data
(fuel, time, distance information) based on one of the following two hypothetical choices:
A cruise mode that is the same as the primary cruise mode but uses only the
initial level-off altitude to determine fuel burn.
- or A cruise mode that differs from the primary cruise mode but uses the same
flight levels as computed for the primary cruise mode.
NOTE In either case, the auxiliary cruise mode option is format-dependent,
meaning it requires an output format that can handle the inclusion of this type of
scenario information.
As stated above, the computation of auxiliary cruise data is determined by a comparison to the
primary cruise mode input, as follows:
If the auxiliary cruise mode input is the same as the primary cruise mode
input, the auxiliary cruise data (fuel, time, and distance) is calculated using
the initial cruise altitude for the entire flight. This generates a comparison
that might be indicative of a step climb restriction by ATC.
If the auxiliary cruise mode input differs from the primary cruise mode
input, the auxiliary cruise data is calculated using the profile determined by
the primary cruise flight plan computation (the set of altitudes flown using
the primary cruise airspeed). The data generated by this setup provides a
simple comparison of one cruise mode to another.
NOTE JetPlan does not output auxiliary cruise data if it cannot calculate aircraft
performance at the flight levels the primary cruise mode uses.
NOTE
A cost index cruise mode cannot be used as an auxiliary cruise mode.
To apply an auxiliary cruise mode, enter the auxiliary value immediately after the primary
cruise mode value, and separate the two with a comma.
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Example:
Explanation: The following input specifies a primary cruise mode of Mach 85 and an auxiliary
cruise mode of Mach 85 (shown in bold). Auxiliary cruise data is calculated using the initial
(level-off) flight level.
11 CRZ MODE M85,M85
Example:
Explanation: The following input specifies a primary cruise mode of Mach 85 and an auxiliary
cruise mode of Mach 83 (shown in bold). Auxiliary cruise data is calculated using the
complete flight level profile.
11 CRZ MODE M85,M83
Auxiliary Cruise with Multiple Primary Cruise Modes

You can specify an auxiliary cruise mode value in a Cruise Mode command line input that also
applies multiple primary cruise values. The initial primary input is followed by the auxiliary
input, which is followed by a slash and the additional primary values (waypoint and cruise
mode combinations).
The following example adds an auxiliary cruise mode to the inputs for the example flight from
Tokyo (RJAA) to Los Angeles (KLAX) discussed in Multiple Primary Cruise Modes. The
auxiliary cruise mode is included in the second input position.
Example:
Explanation: The following inputs specify an initial primary cruise of Mach 85 to coordinate
point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC the rest
of the flight. In addition, auxiliary cruise data is requested by the inclusion of Mach 85 (shown
in bold) after the initial primary cruise.
11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC
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Climb and Descent Schedule Options

An aircraft in the JetPlan Aircraft Library may or may not have multiple climb and descent
schedules (airspeeds) loaded in its generic data record, depending on the information available
at the time of the files inception or some other factor, such as customer preference. If an
aircraft has more than one climb or descent schedule loaded, one schedule is defined as the
primary (default) airspeed for that phase of flight, while all other schedules are considered
secondary. You can switch to a secondary schedule in your flight plan request by using the
Climb Schedule and/or Descent Schedule options on the Cruise Mode command line.
NOTE To determine if your aircraft has more than one climb and/or descent
schedule, use the AC,JEPPID,CRZ command illustrated in Determining an Aircrafts
Cruise Modes on page 338.
First Principles Aircraft Model Secondary Climb and

Descent Options
If the generic file for the aircraft you are using includes First Principles Aircraft Model (FPM)
climb and descent data, you can specify FPM secondary climb and descent schedules on the
Cruise Mode command line. FPM data files provide coefficients for computing aero
performance using First Principles equations. You can check the generic aircraft record for the
presence of FPM cruise, climb, and descent data. For information, see Searching Generic
Aircraft Records for FPM and OUTFLT Information on page 688 in Chapter 26, Customer
Aircraft Database.
Specifying FPM secondary climb and descent schedules on the Cruise Mode command line
also requires certain parameter settings in the Customer Aircraft Database (CADB). For more
information, see FPM Secondary Climb Option on page 350 and FPM Secondary Descent
Option on page 352.
NOTE FPM secondary climb and descent entries on the Cruise Mode command line
override any settings for FPM secondary climb and descent in the Customer Airport
Fleet Database or in the generic data files. For more information, see Airport Fleet
Database on page 825.
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Secondary Climb Option

To specify a secondary climb schedule on the Cruise Mode command line, enter a dash (-)
followed by the designation for the secondary schedule. This input is the first entry on the
Cruise Mode command line, preceding the input for the required primary cruise mode.
Example:
11 CRZ MODE -climb,primary,auxiliary/additional primary
For example, assume a generic aircraft has the climb schedules 320/M84 and 340/M84 loaded.
The designations for these schedules are 320 and 340 respectively. The following example
illustrates the inputs if the default climb schedule is 320, but you want to use 340 for this flight
plan.
Example:
11 CRZ MODE -340,primary cruise,remainder of input
The next example applies the same climb schedule change but includes a multiple primary
cruise input and an auxiliary cruise input.
Example:
Explanation: Change the climb schedule to 340 (340/M84), then initial primary cruise Mach
85 to coordinate point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI),
and LRC the rest of the flight. In addition, the inclusion of Mach 85 after the initial primary
cruise requests an auxiliary cruise mode.
11 CRZ MODE -340,M85,M85/4870,M83,4240,M82,OSI,LRC
FPM Secondary Climb Option

Specifying an FPM climb schedule in a flight plan request has the following prerequisites:
The generic aircraft record must include an FPM file with climb data. If you
are specifying FPM climb with cost index, the generic aircraft record must
contain both FPM climb data and FPM FMC (Flight Management
Computer) data. See Searching Generic Aircraft Records for FPM and
OUTFLT Information on page 688 in Chapter 26, Customer Aircraft
Database.
The Climb Method (CM) parameter in the CADB must be set to the
appropriate FPM method. (For more information, see the Miscellaneous
Parameters section in Chapter 26, Customer Aircraft Database.)
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To specify an FPM secondary climb speed schedule on the Cruise Mode command line,
separate the climb speed entries with the underscore ( _ ) character.
Example:
The following example of an FPM secondary climb input assumes that the Climb Method
parameter in the CADB is set to Mach Calibrated Airspeed (CAS) Schedule (CM=G). The
underscore character ( _ ) in the input separates climb speeds.
11 CRZ MODE -250_10000_300_0.78, LRC
Explanation: Climb from takeoff to 10,000 feet at 250 knots CAS. At 10,000 feet, accelerate to
300 knots CAS until reaching 0.78M. Continue climbing at a constant 0.78M until initial
cruise flight level.
The next example illustrates specifying an FPM secondary climb with CI.
Example:
The following example of an FPM secondary climb input with CI assumes that the Climb
Method parameter in the CADB is set to (F) Cost Index: FMS Matching (FPM). JetPlan uses
the FPM cost index method to calculate the optimal climb CAS for an aircraft with an FMC.
11 CRZ MODE -CI20, CI40
Explanation: Climb with CI=20 (and then cruise at CI=40). JetPlan calculates the initial climb
speed based on the takeoff weight to achieve a cost index of 20, not to exceed 250 knots CAS
below 10,000 ft. JetPlan picks the final climb Mach number to match the cruise speed
corresponding to cruise CI=40 at optimal cruise altitude.
Secondary Descent Option

To specify a secondary descent schedule, enter the prefix DE=, followed by the designation
for the secondary schedule on the Cruise Mode command line. You can enter this input
anywhere on the Cruise Mode command line, although it makes sense for it to follow the
primary cruise input.
Example:
11 CRZ MODE primary,auxiliary/additional primary,DE=descent
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For example, assume a generic aircraft has the descent schedules 340/M84 and 360/M84
loaded. The designations for these schedules are 340 and 360, respectively. The following
example illustrates the inputs if the default descent schedule is 340, but you want 360 for this
flight plan.
Example:
11 CRZ MODE primary cruise,DE=360
The next example applies the same descent schedule change but includes a multiple primary
cruise input and an auxiliary cruise input.
Example:
Explanation: The following inputs indicate an initial primary cruise of Mach 85 to coordinate
point 4870, Mach 83 to coordinate point 4240, Mach 82 to Woodside (OSI), and LRC the rest
of the flight. The inclusion of Mach 85 after the initial primary cruise requests an auxiliary
cruise mode. The descent schedule is changed to 360 (360/M84).
11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,DE=360
FPM Secondary Descent Option

Specifying an FPM descent schedule in a flight plan request requires the following:
The generic aircraft record must include an FPM file with descent data.
Also, if you are specifying FPM climb with CI, the generic aircraft record
must contain both the FPM descent data and FPM FMC data.
The Descent Method (DM) parameter in the CADB must be set to the
appropriate FPM method. (For more information, see the Miscellaneous
Parameters section in Chapter 26, Customer Aircraft Database.)
To specify an FPM secondary descent speed schedule on the Cruise Mode command line,
separate the descent speed entries with the underscore ( _ ) character.
Example:
The following example of FPM secondary descent inputs assumes that the Descent Method
(DM) parameter in the CADB is set to Mach Calibrated Airspeed (CAS) Schedule (CM=G).
11 CRZ MODE -CI20,DE=0.80_320_10000_240
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Explanation: Descend from cruise speed at 0.80M until 320 knots CAS. Continue the descent
at a constant 320 knots CAS to 10,000 ft. Decelerate to 250 knots CAS until established on
approach or ATC advises.
The next example illustrates specifying an FPM secondary descent schedule with CI.
Example:
The following example of an FPM secondary climb input with CI assumes that the Descent
Method (DM) parameter in the CADB is set to (F) Cost Index: FMS Matching (FPM). JetPlan
uses the FPM cost index method to calculate the optimal descent CAS for an aircraft with an
FMC.
11 CRZ MODE -CI20, CI40, DE=CI15
Explanation: Climb at CI20, and then cruise at CI=40 and descend at CI=15. JetPlan picks the
initial descent Mach to match the final cruise Mach for a CI=40 at cruise altitude. JetPlan
calculates the descent CAS based on landing weight at CI=15.
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Bias Options
Bias Options
The Cruise Mode command line accepts a variety of bias inputs aimed at various phases of
flight (for example, climb, cruise, and so on) for the purpose of adjusting the fuel, time, or
distance calculations, if needed. These bias options are ad hoc and intended to meet the
specific needs of an individual flight plan.
Ad hoc biases are available for the following flight performance phases:
Climb
Cruise
Descent
Alternate
Bias Input Syntax

An ad hoc bias is specified as either a percentage change (in decimal form) or a whole number
value that defines an increased or decreased amount. Whatever the value is, the input must be
preceded by a unique parameter code and an equal sign (=). The parameter code generally
defines the phase of flight for which the input is applicable (for example, c=climb, d=descent,
and so on) and the factor being biased (for example, f=fuel, t=time, or d=distance). The equal
sign separates the parameter code from the bias value.
Example:
Parameter Code=Bias Value (percentage or integer)
The following table lists all of the bias parameter codes and defines the phase of flight and bias
factor.
Table 11-2
Parameter Code
Definition (Phase/Factor)
CF
Climb Fuel
CT
Climb Time
CD
Climb Distance
DF
Descent Fuel
DT
Descent Time
DD
Descent Distance
AF
Alternate Fuel
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Bias Options
Table 11-2
Ad Hoc Bias Parameters (continued)
Parameter Code
Definition (Phase/Factor)
AT
Alternate Time
AD
Alternate Distance
FF
Cruise Fuel Flow
AS
Cruise True Airspeed
The following rules apply to all bias value inputs:

A percentage bias must be entered in a decimal form. It is based on the
assumption that the standard is 100% functionality. Therefore, a percentage
change in functionality is a decimal expression centered on the number one.
Example:
CF=1.03 (1+.03 = 3% increase)
CF=.97 (1-.03 = 3% decrease)
An integer bias is entered in some whole number value. It is the amount of

fuel, time or distance that is increased or decreased to define the expected
gain or loss. For negative values, the number must be preceded by the minus
sign (-).
Example:
CF=500 (500 pound increase in climb fuel)
AS=-10 (10 knot decrease in cruise true airspeed)
For cruise mode biases, FF and AS, the three-letter input DEF may be used
as a substitute for all of the cruise modes available in the 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.
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Bias Options
Although bias inputs may be entered anywhere after the initial primary
cruise mode input, Jeppesen recommends that these inputs be entered at the
end of the cruise mode string, after all other inputs.
Climb Biases
A climb bias is specified using one or more of the following parameters.
CF Climb Fuel Parameter

After CF, enter an equal sign and the bias value. If you are using the integer method, note that
the value is expressed as a weight (lb or kg).
Example:
Explanation: Add 500 lbs/kgs to climb fuel.
11 CRZ MODE M86,M85,CF=500
Explanation: Increase climb fuel by 3%.

11 CRZ MODE M86,M85,CF=1.03
CT Climb Time Parameter

After CT, enter an equal sign and the bias value. If you are using the integer method, note that
the value is expressed in minutes.
Example:
Explanation: Add 5 minutes to climb time.
11 CRZ MODE M86,M85,CT=5
Explanation: Increase climb time by 0.7%.

11 CRZ MODE M86,M85,CT=1.007
CD Climb Distance Parameter

After CD, enter an equal sign and the bias value. If you are using the integer method, note that
the value is expressed in nautical miles.
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Bias Options
Example:
Explanation: Flatten the climb profile by 20 nm.
11 CRZ MODE M86,M85,CD=20
Explanation: Flatten the climb profile by 5%.

11 CRZ MODE M86,M85,CD=1.05
NOTE The Climb Distance bias flattens out the climb profile by the bias amount. It
moves the Top of Climb point, but does not add mileage to the flight plan. On the
other hand, the following types of biases add mileage to the flight plan by the bias
amount, but do not affect the climb profile:
- A distance bias specified in the flight plan request on the Departure Bias command
line
- A distance bias stored in a Customer Route Database file (the DD parameter)
- A distance bias stored in a Customer Aircraft Database (CADB) file (the DB
parameter)
Cruise Biases
The cruise biases are expressed using the parameter codes, FF and AS. These codes do not
follow the convention described above, but are descriptive of what they affect: fuel flow and
airspeed. When using these codes, you must include a cruise mode designation after the
parameter code and before the equal sign.
Only the primary cruise mode(s) may be biased. To reduce typing time, the cruise mode
substitute, DEF, may be used in place of specific cruise modes.
NOTE
The DEF input must be used to bias a cost index cruise mode.
FF Fuel Flow Parameter

After FF, enter a cruise mode designation or DEF, an equal sign, and the bias value. This bias
must be a percentage input.
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Bias Options
Example:
Explanation: Increase M86 fuel flow by 0.5%.
11 CRZ MODE M86,M85,FFM86=1.005
Explanation: Decrease M86 fuel flow by 1.0%.

11 CRZ MODE M86,M85,FFM86=0.99
Explanation: Increase cost index fuel flow by 1.5%.

11 CRZ MODE CI80,FFDEF=1.015
AS True Airspeed Parameter

After AS, enter a cruise mode designation or DEF, an equal sign, and the bias value. If you are
using the integer method, note that the value is expressed in knots.
Example:
Explanation: Decrease M86 true airspeed by 10 knots.
11 CRZ MODE M86,M85,ASM86=-10
Example of combined inputs of FF and AS:

Example:
Explanation: Increase the fuel flow of the cost index by 1.5%, and decrease the true airspeed
by 8 knots for all primary cruise modes.
11 CRZ MODE CI102,M82,FFDEF=1.015,ASDEF=-8
Descent Biases
A descent bias is specified by the use of one or more of the following parameters.
DF Descent Fuel Parameter

After DF, enter an equal sign and the bias value. If you are using the integer method, note that
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Bias Options
Example:
Explanation: Add 500 lbs/kgs to descent fuel.
11 CRZ MODE M86,M85,DF=500
Explanation: Increase descent fuel by 3%.

11 CRZ MODE M86,M85,DF=1.03
DT Descent Time Parameter

After DT, enter an equal sign and the bias value. If you are using the integer method, note that
Example:
Explanation: Add 5 minutes to descent time.
11 CRZ MODE M86,M85,DT=5
Explanation: Increase descent time by 0.7%.

11 CRZ MODE M86,M85,DT=1.007
DD Descent Distance Parameter

After DD, enter an equal sign and the bias value. If you are using the integer method, note that
Example:
Explanation: Flatten the descent profile by 20 nm.
11 CRZ MODE M86,M85,DD=20
Explanation: Flatten the descent profile by 5%.
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Bias Options
11 CRZ MODE M86,M85,DD=1.05
NOTE This bias value flattens out the descent profile by the bias amount. It moves
the Top of Descent point, but does not add mileage to the flight plan. On the other
hand, the following types of biases add mileage to the flight plan by the bias amount,
but do not affect the descent profile.
- A distance bias specified in the flight plan request on the Arrival Bias command line
- A distance bias stored in a Customer Route Database file (the AD parameter)
- A distance bias stored in a CADB file (the AB parameter)
Alternate Biases
An alternate bias is specified by the use of one or more of the following parameters.
AF Alternate Fuel Parameter

After AF, enter an equal sign and the bias value. If you are using the integer method, note that
Example:
Explanation: Add 500 lbs/kgs to alternate fuel.
11 CRZ MODE M86,M85,AF=500
Explanation: Increase alternate fuel by 3%.

11 CRZ MODE M86,M85,AF=1.03
AT Alternate Time Parameter

After AT, enter an equal sign and the bias value. If you are using the integer method, note that
Example:
Explanation: Add 5 minutes to alternate time.
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Bias Options
11 CRZ MODE M86,M85,AT=5
Explanation: Increase alternate time by 0.7%.

11 CRZ MODE M86,M85,AT=1.007
AD Alternate Distance Parameter

After AD, enter an equal sign and the bias value. If you are using the integer method, note that
Example:
Explanation: Add 20 nm to alternate distance.
11 CRZ MODE M86,M85,AD=20
Explanation: Increase alternate distance by 5%.

11 CRZ MODE M86,M85,AD=1.05
Combined Inputs
The following examples illustrate some bias input combinations.
Example:
Explanation: Bias the climb fuel by 1.5%, cruise fuel flow by 1.5%, and descent fuel by 1.5%.
11 CRZ MODE CI102,M85,CF=1.015,FFDEF=1.015,DF=1.015
Example:
Explanation: Bias the cruise fuel flow by a negative 2%, and increase cruise true airspeed by 5
knots.
11 CRZ MODE M83,M82,FFM83=0.98,ASM83=5
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Applying MEL Data
Applying MEL Data

You can apply MEL information to the flight plan computation by entering the name of a
Customer MEL database record on the Cruise Mode line. JetPlan applies whatever biases or
degradations are stored in the MEL database record.
NOTE An MEL database record may contain a variety of settings aimed at limiting
or degrading certain performance characteristics of a specific aircraft type. To learn
more about creating and managing MEL database records, see Chapter 35,
Minimum Equipment List Database.
MEL Input Syntax

You may include more than one MEL database record name in a flight plan, but each record
entry must be preceded by the MEL= prefix. All MEL record entries follow any primary
and/or auxiliary cruise mode inputs. The syntax you use to enter the MEL database record
name depends on the definition of the Degradation Type parameter in the database record. The
following table lists the degradation types and the corresponding syntax.
Table 11-3
Degradation Type in MEL DB Record
Minimum Equipment List (MEL)
MEL Record Name Input

Input on Cruise Mode Line
<CRUISE MODE>MEL=M,<RECORD NAME>
- or MEL=<RECORD NAME>
For MEL degradation types, you may omit
M, before the record name.
NOTE
Configuration Deviation List (CDL)
<CRUISE MODE>MEL=C,<RECORD NAME>
Deferred Maintenance Item (DMI)
<CRUISE MODE>MEL=D,<RECORD NAME>
The following examples invoke MEL database records with the MEL degradation type.
Because MEL is the default degradation type, you can opt to put the database record name
immediately after the equal sign (MEL=RECORD NAME), or you can use the full syntax for
the entry (MEL=M,RECORD NAME). The MEL record entry must follow any primary
and/or auxiliary cruise mode inputs.
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Applying MEL Data
Example:
11 CRZ MODE M84,MEL=ABCD
- or 11 CRZ MODE M84,MEL=M,ABCD
Example:
11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD
Example:
Explanation: The following example invokes the application of two MEL database records.
The degradation type in the first record is MEL, and the degradation type in the second
record is CDL.
11 CRZ MODE M80, MEL=ABCD, MEL=C,EFGH
Example:
Explanation: The following example illustrates a combination input on the Cruise Mode
command line, including an MEL database record entry.
11 CRZ MODE M85,M85/4870,M83,4240,M82,OSI,LRC,MEL=ABCD,FFDEF=1.02
Note the following when applying biases from various sources, including MEL records, to the
flight plan request:
When an MEL database record that contains a specific bias is included in a
flight plan, and a corresponding bias exists in the 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.
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C HAPTER 12
Cost Index Commands
Cost Index Commands

Overview
Overview
Cost indexing is the practice of evaluating the effect of one cost factor to another in the hopes
of minimizing the sum of those factors.
Many commercial jet aircraft are equipped with performance computers for the purpose of
determining the best speed at which to travel (the economy speed) in order to minimize the
total operating cost of the flight. To do this, the flight management computer (FMC) needs
information about time-related costs and fuel cost.
Time-related costs are typically those factors that increase in cost as the flight progresses, such
as the service of the flight and cabin crews and certain maintenance outlays. Fuel costs are
based on the price and amount of fuel needed to complete the flight plus contingencies and/or
reserves. Rather than enter these individual factors into the onboard FMC, most airlines use a
ratio of the time-related cost to fuel cost to determine the economy speed for a given flight on
a given day. This ratio is called the Cost Index (CI), and it determines the economy speed for a
flight by minimizing the total cost of aircraft operation.
In JetPlan, this practice is applied to the optimization process through the Cost Index (CI)
cruise mode option.
NOTE This chapter covers the CI Cruise Mode option. For information on
Performance Index, see Chapter 9, Profile Commands.
Cost Index Cruise Mode

The CI cruise mode is a ratio value determined by the relationship of time-related costs
(dollars per flight hour) to fuel costs (cents per pound). It is expressed by the following
formula:
NOTE This ratio is valid for any currency, provided that the fuel cost is converted to
a per pound basis.
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You can specify this ratio value as a primary cruise input on the Cruise Mode command line
(static method), or set the necessary parameters in your customer databases and let JetPlan
determine the proper CI value during the flight plan computation (dynamic method). In either
case, JetPlan regulates both the flight plan profile and true airspeed to meet the objective set by
the cost index, thus minimizing the 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.
Cost Index Methodology

JetPlan is designed to perform both airspeed and vertical optimization based on the input of a
CI cruise mode. The index value sets the relative cost of time and fuel, and this defines the
speed schedule and profile that JetPlan selects to minimize total cost.
Speeds are defined to the thousandths of Mach on a segment-by-segment basis, and profile is
optimized using standard JetPlan procedures. For each segment of the flight, JetPlans
optimization algorithm uses the altitude and cruise speed that minimizes the total cost for the
entire flight. Specifically, a range of altitudes, up and down, is exposed to the economy speed
analysis dictated by the CI value. The altitude that is ultimately selected is the one for which
the segment cost, as a function of mach number, is the lowest.
In essence, JetPlan performs the same economy speed analysis that an onboard flight
management computer (FMC) does. However, JetPlan applies forecasted (or user-defined)
winds and temperature data to the down-range portion of the flight, providing better downrange fuel and weight information on which to base the current and future profile optimization.
The onboard FMC is limited to the wind and temperature measurements it reads as the flight
progresses, no information down range. Since the flights immediate economy speed analysis
is based, in part, on what the aircraft situation is further along in the flight, JetPlans Cost
Index feature provides superior economy speed optimization, relative to an onboard FMC.
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General Requirements and Characteristics

A minimum set of requirements must be met before JetPlan calculates a cost index flight plan.
They are:
The aircrafts generic file must have a minimum of three cruise modes
loaded in the performance data, two of which must be constant mach
designations. The only non-mach cruise mode that is acceptable is LRC.
Hence, a generic aircraft load with LRC, M84, and M85 qualifies for cost
index flight planning. However, a generic load with LRC, CMC, and M85
does not qualify.
The minimum cost index is 0, and the upper limit is 9999.
Other characteristics include:
Cost index accuracy improves with the more constant mach designations
loaded in the aircrafts generic file. The three constant mach minimum
provides a cruise spectrum by which numbers are interpolated. Obviously,
the more constant mach cruise modes loaded, the more accurate the
interpolation is.
As in the case of LRC, when a cost index cruise mode is used, JetPlan does
not force a constant mach airspeed over certain route segments in order to
conform with ATC requirements. It is the responsibility of the user to
provide a constant mach cruise mode for these segments.
The range of cost index values over which the highest variability occurs
depends on many factors, such as aircraft type, aircraft weight,
winds/temperatures, altitude constraints, and trip distance. For typical twoengine narrow and wide body aircraft, not much variation may occur beyond
a cost index of 900. However, for large aircraft it is possible to have
variability upwards to a cost index of 5000.
For a given aircraft, the performance sensitivity to cost index:
Decreases with increased weight at typical cruise altitude
Decreases as cruise altitude increases
Decreases as a tail wind component increases
Decreases with reduced distance between POD and POA
Increases with reduced weight at typical cruise altitude
Increases as cruise altitude decreases
Increases as a head wind component increases
Increases with greater distance between POD and POA
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Cost Index Application (Static Method)

As stated above, you can opt to specify a CI value as a primary cruise input on the Cruise
Mode command line. In this case, you must predetermine the value for the flight. This means
the flights operating cost (time-related costs) must be defined and then divided by the fuel
price (in cents per pound) for the flight. The resulting ratio is then entered into the flight plan
request as the CI value. The input must be preceded by the letters, CI, to be acknowledged as a
cost index cruise mode. For example, assume the flight hour cost is $3,500 USD and the fuel
cost is $1.65/USG; then the CI is 142.
NOTE Remember, to get the fuel cost factor (cents/lb), you must divide the price per
gallon by the fuel density (in this case 6.7lbs/gallon).
Example:
11 CRZ MODE CI350
Cost Index Application (Dynamic Method)

JetPlan can also determine the most efficient CI value without a specific input (dynamically)
during the flight plan computation. For this to happen, you must set certain parameter values
in your Customer Airport Database (CAPDB) and Customer Aircraft Database (CADB).
In the CAPDB, you must set the Fuel Price (FP) and/or Bonded Fuel Price (BP), the Fuel
Currency Code (FC), and the Fuel Density (FD) parameters.
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Table 12-1
CAPDB CI Parameters
Parameter
Code
Definition
Fuel Price
FP
Enter the appropriate fuel price for the airport:
- or -
- or -
Bonded Fuel Price
BP
Fuel Price (FP) is assumed to be the non-bonded

price that includes all taxes and fees required for
domestic flights.
Bonded Fuel Price (BP), generally used for
international flights, is the non-bonded
(domestic) price minus any taxes and customs
fees.
The price needs to reflect the monetary unit specified
by the Fuel Currency Code (FC). See below.
Ex. FP=3.30 ($3.30 USD)
Fuel Currency Code
FC
Enter the appropriate ISO code.

Ex. FC=USD or FC=JPY
Fuel Density
FD
Optional. Enter a fuel density value only if the airport

altitude dictates a non-standard requirement.
Otherwise, JetPlan applies the default standard value
of 6.7 lbs/gal.
Example: FD=6.8
For more detailed information on these parameters, see Chapter 29, Customer Airport
Database.
In the CADB, you must set the Operational (time-related) Cost parameter.
The Operational Cost parameter is actually the time-related cost field in the Performance
Index parameter (PI) of the CADB. This is the same field you would use if you were to apply
the PI Cost Optimization option (for example, M,$$$,$$$$) as your performance index
through the CADB. Since fuel optimization is typically preferable, your setting input would be
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F,$$$,$$$$. However, the fuel price field is irrelevant in the dynamic CI process because the
fuel price figure from the CAPDB has precedence. See Performance Index (Fuel, Time, Cost)
Optimization in Chapter 9, Profile Commands.
NOTE While the Performance Index fuel price parameter may be irrelevant in the
dynamic CI process, some reasonable value needs to be entered on the off chance
that the departure airport is not loaded in the CAPDB.
Table 12-2
CADB CI Parameter
Parameter
Code
Definition
Performance Index
PI
Example: PI=T
Enter the operational cost (time-related costs) in the field

provided. Typically, fuel optimization is preferred (and
recommended under this scenario). The fuel price field is
irrelevant as long as a price is set for the departure station
in the CAPDB.
Example:
PI=M,115,1850
Example: PI=F,110,2000 (Fuel optimization, $1.10 fuel

price, $2000 operational cost setting)
PI or PI=
Example: PI=F
NOTE The Operational Cost you enter is always presumed to be in the monetary
unit of U.S. Dollars (USD).
To invoke the dynamic CI process, enter CI on the Cruise Mode command line. No value is
necessary, as JetPlan computes the optimal cost index value for you.
Example:
11 CRZ MODE CI
The following guidelines apply to these cost index features:

If you enter a value after CI (for example, CI750) or any other cruise mode
input (for example, M85, LRC, MRC) on the Cruise Mode command line,
the dynamic CI process is ignored and the entered cruise mode is applied.
For CI or CI### Cruise Modes, an ad hoc request for CI optimization
overrides any conflicting optimization criteria in the CADB file:
The leading letter (F, T, or M) has no effect.
If the Cruise Mode input is CI, then the CADB fuel price has no
effect unless the CAPDB fuel price is not available.
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If the Cruise Mode input is CI### (for example, CI350), then the
entire performance parameter is ignored. This also applies to
RATCI (described 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 Index vs. Other Economy Schedules

The following list shows the relationship between cost index and other JetPlan economy speed
schedules.
MRC (Maximum
Range Cruise)
MRC effectively equates to a cost index of zero (0).
LRC (Long Range

Cruise)
Since LRC performance is typically close to MRC performance, LRC

airspeeds are consistent with low CI values, falling somewhere in the
range of CI0 (zero) to CI250.
Cost Optimization
(save money)
Option with Fixed
Speed
When used in conjunction with a fixed airspeed (for example,

M,088,6200 and M85), the legacy Cost Optimization (Performance
Index) option provides vertical optimization similar to that used in CI
flight planning. However, fixed speeds tend to prevent more effective
cost optimization.
Cost Optimization
(save money) with
Cost Index
When used in conjunction with a Cost Index value (for example,

M,088,6200 and CI500), the legacy Cost Optimization option offers
redundant information. In general, these two options should not be
used together. If they are, ensure that the Cost Optimization ratio
(time/fuel cost) is equal to the specified CI value. JetPlan always uses
the CI value as the basis for the optimization calculations. In other
words, when the Cruise and Performance entries contradict, JetPlan
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optimizes the profile and true airspeed in accordance with the Cruise
Mode input, while providing total flight cost information based on the
Performance Index input.
Minimum Adjusted
Cost Index (MACI)
Extends CI methodology to include crew costs and lateness costs. See

Minimum Adjusted Cost Index Cruise Mode.
Minimum Adjusted Cost Index Cruise Mode

This section covers the Minimum Adjusted Cost Index (MACI) method. As explained above,
the CI cruise mode process uses the ratio of hourly time costs to fuel costs to determine the
lowest cost flight plan. The ratio can be provided as part of the CI cruise mode input (CI60) or
calculated from user-provided time cost rate and fuel price information stored in the CADB
and CAPDB. MACI extends CI by factoring flight-specific time-based costs into the cost
minimization criteria used to determine an effective cost index. In addition to the hourly time
cost from the CADB, the user can specify a fixed aircraft cost, crew costs, and the cost of
being early or late, referred to in this document as Lateness Costs.
Other than calculating the final cost as required for MACI, there is no difference between a CI
and an MI plan. The additional costs are included in the total cost computation for a flight
plan. JetPlan then chooses the optimal speed schedule and profile that minimizes total cost.
To invoke the MACI process, enter MI on the Cruise Mode command line. No value is
necessary, as JetPlan computes the effective cost index value for you.
Example:
11 CRZ MODE MI
The MACI output shows the total cost and CI value.
MACI and Required Arrival Time Methods

Either Required Arrival Time method may be requested (Q8 RAT or RATCI) along with
MACI. When both MACI and RATCI are requested, the plan required to achieve the arrival
time is considered the best plan.
Both RATCI and MACI use the Minimum and Maximum RAT Cost Index values in the
CADB. Setting these parameters to meaningful values for the aircraft reduces the processing
time for these plans. A meaningful Maximum RAT Cost Index value is particularly important.
See CADB Parameters on page 377.
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Any RATCI limitation also applies to MACI. MACI plans differ from RATCI plans in these
ways:
In RATCI plans, the system replaces a CI that is too high to be achievable
with a lower CI, even if the original CI was requested by the user. The
system does not do this for MACI plans, even if it means a plan is not
created.
If needed to achieve the desired arrival time, RATCI functionality overrides
user-specified cruise modes. The MACI method does not do this.
MACI Costs
In a MACI flight plan computation, the system chooses the optimal speed schedule and profile
that minimize total cost. The MACI-specific costs can be broken into five categories:
Fuel Cost
Fuel cost is the cost of the fuel burned, and decreases with time as the
less fuel is burned the slower the aircraft flies. Fuel cost is stored in
the CAPDB, and can also be entered ad hoc.
Aircraft
maintenance costs
Maintenance costs include a fixed operating cost and a per-hour

operating cost, so maintenance costs increase with time. Maintenance
costs apply only during the flight (non-taxi) time. Maintenance costs
are stored in the CADB.
Crew costs
Crew costs also increase with time, but have two rates: the initial onschedule rate that is paid until the default block time has elapsed, and
the hourly over-schedule rate. Crew costs apply from OUT time to IN
time. Crew costs and the default block time are stored in the CPFDB.
Crew costs may also be defined in the Customer Airport Fleet
Database (CAPFDB) and the Aircraft Fleet Database (ACFDB). The
CAPFDB values are used only if no crew cost values are defined in
the CPFDB. If the CAPFDB also does not contain crew cost values,
the system uses the values in the ACFDB record. No values equals no
crew cost.
Lateness costs
As with maintenance costs, lateness costs include a fixed portion and

a time-based portion. Unlike maintenance costs, lateness costs can
vary with how late (or early) the flight is. In the CPFDB, you can
define five lateness time segments, each of which has its own fixed
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and variable cost. For example, you can define a time-based cost so
that, within a late lateness segment, the lateness costs increase with
time, while within an early lateness segment, the lateness costs
decrease with time. Conversely, you can define an early lateness
segment so that the lateness costs increase with time.
Enroute Charges
Included only when requested on the flight plan.
With the exception of fuel cost and the hourly portion of the maintenance costs (the CADB
hourly time cost), any of these costs can be zero. Aircraft operating costs and a POD fuel price
must be defined for MACI to be calculated.
The MACI cost computation is arrived at as shown in the following table.
Table 12-3
MACI Cost Computation
Total Cost = Fuel Cost + Crew Cost + Maintenance Cost + FIR Charges + Lateness Charges
Crew Cost = Flight Crew Cost + Cabin Crew Cost
Flight Crew Cost = Number of Flight Crew * ((Cockpit Crew On-Schedule Rate * Default
Block Time) + (Cockpit Crew Over-Schedule Rate * Hours Over Schedule))
Cabin Crew Cost = Number of Cabin Crew * ((Cabin Crew On-Schedule Rate * Default
Block Time) + (Cabin Crew Over-Schedule Rate * Hours Over Schedule))
The number crew members is derived from the flight plan request. If no
number is provided in the flight plan request, JetPlan uses the default crew
count stored in the City Pair Fleet Database (CPFDB).
Crew on and over-schedule rates may be stored in the CPFDB, the Customer
Airport Fleet Database (CAPFDB), and the Aircraft Fleet Database (ACFDB).
JetPlan looks first in the CPFDB for the values. If they are not there, JetPlan
looks for them in the CAPFDB. If the CAPFDB also does not contain crew
cost parameter values, the system uses crew cost values in the ACFDB record.
No values = no crew cost.Hours Over-Schedule Time = Scheduled IN Time Default Block Time. Hours Over-Schedule Time cannot be a negative value.
Default Block Time = Block (OUT to IN) time. The Default Block Time value
is stored in the CPFDB. Default Block Time cannot be a negative value.
Maintenance Cost = Aircraft operating cost * estimated time enroute (flying time only not taxi times) +
Fixed Aircraft Operating Costs
Aircraft operating cost = The time-based value in the Performance Index (PI)
parameter in the CADB.
Fixed Aircraft Operating Costs = The value of the Fixed Operating Cost (OC)
parameter in the CADB.
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Table 12-3
MACI Cost Computation (continued)
Lateness Cost = Late Time * Lateness Rate + Fixed Lateness Cost

Late Time = Planned ETA - Lateness Range (segment)
Lateness segment = Defines a range of lateness in minutes. Negative values
(early) are valid. Lateness segments store a start time, end time, a lateness
rate/minute, and a fixed lateness cost. A sequence of up to five lateness
segments is possible.
Lateness Rate = The dollar-per-minute value applied to a given lateness time
segment, as defined in the CPFDB. If the Lateness Rate cannot be found in the
CPFDB, JetPlan uses zero as the lateness cost.
Fuel Cost = Cost of fuel burn based on fuel price at POD. Must use the correct bonded/non-bonded fuel
price based on the flight. Fuel price is stored in the CAPDB.
NOTE The POD fuel price is used in the computation, even when the engine is performing a tankering
computation.
Configuring Customer Databases for MACI

The MACI method requires that certain customer database parameters be set. The following
section describes these parameters.
NOTE Operating costs in the Performance Index (PI) parameter (in the CADB) and
the POD fuel price (which can be set by multiple methods) must be defined, or
JetPlan returns an error when you try to run a MACI plan.
If crew costs are not defined in the CPFDB, APFDB, or ACFDB, the flight plan
indicates that crew costs were not included in the cost calculation. If a lateness table
in the CPFDB is not in effect, or there is not a lateness entry corresponding to the
time, the lateness cost is zero.
If none of MACI-specific costs (lateness and crew) are defined in the customer
databases, the dynamic CI is used instead.
CADB Parameters
The CADB enables you to store values for two parameters related to operating costs. Both of
these values are included in the MACI calculation:
A fixed operating cost that captures fixed maintenance costs per flight per
aircraft, measured in monetary units (dollars). This value is stored in the
Fixed Operating Cost parameter in the Modes section of the CADB.
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(Required) An operating cost per flight hour per aircraft, measured in

monetary units per unit of time (dollars/hr). This value is stored in the timerelated operational cost field of the Performance Index parameter in the
Miscellaneous section of the CADB.
Table 12-4 CADB Operating Cost Parameters
Parameter
Code
Definition
Performance Index
PI
NOTE The time portion of this parameter must be set for

MACI flight plans.
PI or PI=
Enter the operational cost (time-related costs) in the field

provided. Typically, fuel optimization is preferred (and
recommended under this scenario). The fuel price field is
irrelevant as long as a price is set for the departure station
in the CAPDB.
ex. PI=F
ex. PI=T
ex. PI=M,115,1850
Ex. PI=F,110,2000 (Fuel optimization, $1.10 fuel price,

$2000 operational cost setting).
Fixed Operating Cost
OC
This parameter allows you to specify a fixed operating cost

(dollars/hour). The fixed operating cost is typically used to
capture fixed maintenance costs per flight. Example: 200
In addition to the operating costs parameters above, it is recommended that the Aircraft
Minimum and Maximum RAT CI values be set to meaningful values, for both MACI and
RAT/RATCI methods. For more information, see MACI and Required Arrival Time
Methods on page 374.
Table 12-5
CADB RAT Max/Min CI Parameters
Parameter
Code
Definition
Min RAT Cost Index
CI1
This parameter sets the lower cost index airspeed limit in

the Required Arrival Time Cost Index (RATCI)
calculation. The input value is a valid cost index number.
Example: 010.
For more information, see the ETD Commands chapter.
Max RAT Cost Index
CI2
This parameter sets the upper cost index airspeed limit in

the Required Arrival Time Cost Index (RATCI)
calculation. The input value is a valid cost index number.
Example: 1000
For more information, see the ETD Commands chapter.
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CAPDB Parameters
You must set the fuel price, currency code, and fuel density in the CAPDB for the POD
airport, or specify them on the flight plan request. These values are used in the MACI
calculation.
Table 12-6
CAPDB MACI Parameters
Parameter
Code
Definition
Fuel Price
FP
Enter the appropriate fuel price for the airport:
- or -
- or -
Bonded Fuel Price
BP
Fuel Price (FP) is assumed to be the non-bonded

price that includes all taxes and fees required for
domestic flights.
Bonded Fuel Price (BP), generally used for
international flights, is the non-bonded
(domestic) price minus any taxes and customs
fees.
The price needs to reflect the monetary unit specified
by the Fuel Currency Code (FC). See below.
Ex. FP=3.30 ($3.30 USD)
Fuel Currency Code
FC
Enter the appropriate ISO code.

Ex. FC=USD or FC=JPY
Fuel Density
FD
Optional. Enter a fuel density value only if the airport

altitude dictates a non-standard requirement.
Otherwise, JetPlan applies the default standard value
of 6.7 lbs/gal.
Ex. FD=6.8
CPFDB Parameters
The CPFDB contains the following parameters used in MACI calculations:
Default Block Time
Lateness Time Segments
Crew Costs
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Default Block Time

The value of the Default Block Time parameter is the standard Out to In time for the fleet
type/city pair combination. It is used to calculate crew costs for a given flight.
Table 12-7
CPFDB Default Block Time Parameter
Parameter
Code
Definition
Default Block Time
DBT
The DBT indicates the standard amount of time from

Out to In time for the fleet type/city pair combination.
The DBT is added to ETD for use in taxi-time
adjustment look up.
DBT is also used by the Minimum Adjusted Cost
Index (MACI) process to determine crew costs when a
scheduled time isn't available.
This parameter is used by the front-end system
(OPSControl, JetPlan.com, and so on) to
automatically determine an ETA when a flight is
created manually.
Input value: 02359. Default is 0000. Enter the value
as hhmm. For example, an entry of 1015 means 10
hours and 15 minutes.
NOTE DBT must be set to a value greater than zero
for the CPFDB or CAPFDB taxi time values to be used.
Crew Cost Parameters

You can define values for both a default cabin crew count and a default cockpit crew count in
the CPFDB. Cost is also stored for both cabin and cockpit crews. Each crew type must have an
on-schedule rate and an over-schedule rate as follows:
On Schedule
Rates
Cost of cockpit and cabin crew members measured in monetary

units/time, such as dollars/hour. The on-schedule cost for the crew
member is calculated by multiplying the default block time in the
CPFDB* the on-schedule rate. On-schedule costs are calculated
based on default block time, and are not reduced even if the estimated
flying time is less than the original default block time.
Over Schedule
Rates
Cost of cockpit and cabin crew members measured in monetary

units/time, such as dollars/hour. The over-schedule cost for a crew
member is calculated by multiplying the estimated time overschedule time * the over-schedule rate. These costs are stored for
cockpit crew and cabin crew.
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If crew costs are not defined in the CPFDB, APFDB, or ACFDB, the flight plan indicates that
crew costs were not included in the cost calculation. Alert messages appear in the output if you
are using a format that supports alerts.
When no crew count has been defined, the output includes the following alert:
MACINOCW
CREW COSTS NOT INCLUDED AS NO CREW
When no crew costs have been defined, the output includes the following alert:
MACINOCC
CREW COSTS NOT INCLUDED AS COST NOT SET
Table 12-8
CPFDB Crew Costs Parameters
Parameter
Code
Definition
Default Cockpit Crew

Number
NCOD
Sets the default cockpit crew count; used when computing

total cost if no crew count is passed in the flight plan
request.
Input value: 099
Cockpit Crew Cost On

Schedule
OSRO
Cockpit Crew Cost

Over Schedule
VSRO
Default Cabin Crew

Number
NCAD
Sets the fixed cost for the cockpit crew for on-time arrivals.
Input value: Dollars/hour, range=010,000
Sets the fixed cost for the cockpit crew for late arrivals.
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
Cabin Crew Cost On

Schedule
OSRA
Cabin Crew Cost Over

Schedule
VSRA
Sets the fixed cost for the cabin crew for on-time arrivals.
Sets the fixed cost for the cabin crew for late arrivals.
Lateness Time Segments

You can store five lateness time segments for each fleet/POD/POA combination in the
CPFDB. The city pairs are directional. For example, the city pair for DFW->JFK is different
from JFK->DFW. Each lateness segment for a city pair is designated with a lateness sequence
number, starting with 0 (zero).
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The lateness time segments for a city pair consist of a start time, a lateness rate/minute, and a
fixed lateness cost. The fixed lateness cost for each lateness time segment has a range of valid
values from $0-$99,999. The start or end times for each segment can be negative numbers; for
example, there are cases where a penalty can be applied even if the scheduled ETA is met.
Lateness costs are based on the flights scheduled arrival time, not when the flight actually
arrives (ETA + Taxi In time). Thus, JetPlan must be aware of the scheduled ETA when a
MACI flight plan is computed.
The following table shows sample lateness segment data for the city pairs DFW->JFK and
JFK->DFW. As an example, a flight that is seven minutes late from DFW to JFK represents a
lateness sequence number of 1.
Table 12-9 Sample Lateness Segments
Lateness
Rate ($/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
Late Band Effective

Begin
LBEB
In JetPlan command-line interface, this parameter activates

the Lateness Segments. The effective start/end time values
are a time of day range during which the band times are
active, stored as hhmm.
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Cost Index Commands

Overview
Table 12-10
CPFDB Lateness Segment Parameters (continued)
Parameter
Code
Definition
Late Band Effective

End
LBEE
In JetPlan command-line interface, this parameter deactivates the Lateness Segments. The effective start/end
time values are a time of day range during which the
band times are active, stored as hhmm.
Lateness Time
SegmentsSequence
Start Time
LB0BLB4B
The Lateness Time Segments start/end times define a range

of lateness in minutes. Negative values (early) are valid.
A sequence of up to five lateness segments is possible.
(Sequence 04)
The Start Time parameter indicates the number of minutes

past the scheduled arrival time at which the given lateness
sequence becomes effective.
Input value: -99999999 for begin and end time
Lateness Time
SegmentsSequence
End Time
LB0ELB4E
(Sequence 04)
The Lateness Time Segments start/end times define a range

of lateness in minutes. Negative values (early) are valid.
A sequence of up to five lateness segments is possible.
The End Time parameter indicates the number of minutes
past the scheduled arrival time at which the given lateness
time segment ceases to be effective.
Lateness Rate (Per

Minute)
LB0RLB4R
(Sequence 04)
This parameter is the dollar-per-minute value that is

applied to the given lateness time segment. A sequence of
up to five lateness segments is possible.
Input value: Whole dollars 0-9999
Fixed Lateness Cost
LB0FLB4F
(Sequence 04)
This parameter is the fixed dollar value that is applied to

the given lateness time segment. A sequence of up to five
lateness segments is possible.
CAPFDB and ACFDB Parameters

As explained above, crew costs are defined in the CPFDB, but they may also be defined in the
CAPFDB and the ACFDB. JetPlan looks first in the CPFDB for the values. If they are not
there, JetPlan looks for them in the CAPFDB. If the CAPFDB also does not contain crew cost
parameter values, the system uses crew cost values in the ACFDB record. If the system can
find no crew cost values in any of these databases, crew costs are counted as zero, and alerts
are output if the format supports them. See CPFDB Parameters on page 379.
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Cost Index Commands

Related JetPlan Features

The Cost Index Cruise Mode has applicability in the following flight planning features:
RATCI
(Destination)
One of the primary applications of Cost Index is the ability to

exercise better control over flight plan arrival times. Aircraft
operators are constantly confronted with the issue of meeting
scheduled arrival times in the face of departure delays. Since basic CI
essentially solves the problem of what speed/altitude combination is
cost optimal, the Required Arrival Time (RAT) problem can be
translated as follows: What CI achieves the required arrival time? The
answer is provided by JetPlans RATCI option. For more
information, see Chapter 8, Estimated Time of Departure
Commands.
RATCI (Enroute
Waypoint)
Similar to the destination RATCI functionality described above. This

option is applicable to those situations where an aircraft operator
must plan a specific time to reach a specific enroute waypoint
(possibly for a rendezvous) before proceeding on with a more cost
efficient speed schedule. For more information, see Chapter 8,
Estimated Time of Departure Commands.
Cost Index Method

(Non-FMC
CI/RATCI)
As discussed above, cost index flight planning and operations are

usually associated with an onboard FMC. However, the CI concept
and functionality can be applied to aircraft lacking an FMC through
the Cost Index Method parameter (LC) in the Miscellaneous
section of the CADB. This parameter allows you to select the method
JetPlan uses to determine the economy airspeed for a given cost index
value. To use this parameter correctly, you must enter a cost index
value in the flight plan request or ensure that one is automatically
determined for you.
When this parameter is set, and a cost index cruise mode is entered on
the Cruise Mode command line, JetPlan calculates the flight plan
based on the CI input and then uses the data from this calculation to
determine the cruise mode (from those available for the aircraft) that
most closely duplicates the initial data. The plan is then recalculated
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Cost Index Commands

using the selected cruise mode. This provides some cost optimization
while avoiding the constant throttle adjustments that only an onboard
computer can make.
NOTE Using the Traditional JetPlan cost index method with the MACI cost index
method is not recommended because the newer cost index methods are faster and
more accurate.
RATCI and Reclear
The RATCI option described above is designed to work with

JetPlans Reclear feature. This includes support for special fuel
efficient speed schedule planning along the non-time critical leg to
the reclear airport.
Climb/Descent
Methods
The Climb and Descent Method parameters in the Miscellaneous

section of the CADB allow you to select a method to compute climb
and descent with cost index or with a user-specified climb/descent
profile (speed schedule).
Climb and Descent

Schedules
(Bracket Modes)
CI-based climb and descent operation may also be applied in a

limited fashion.
NOTE The relatively limited availability of manufacturer supplied climb and descent
schedule data necessitates a hybrid approach within JetPlan to model CI climb and
descent flight planning performance.
This approach allows for sets of CI ranges to be established in the

Bracket Modes section of the CADB. Here, default climb and
descent speed schedules can be explicitly defined for each CI range.
This method allows you to associate the more time-aggressive climb
and descent speed schedules with the higher CI ranges, and closely
emulates FMC performance.
The following sample illustrates how climb and descent speed
schedules can be defined by cost index ranges.
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Cost Index Commands

-- BRACKET MODES (UP TO 6)

BK1 FROM CI0
TO CI70
CLIMB AAA
BK2 FROM CI71
TO CI200
CLIMB 340
BK3 FROM CI201 TO CI9999
CLIMB 360
DSCNT AAA
DSCNT 320
DSCNT 340
Based on the information shown, any flight plan computed with a CI

value between 0 (zero) and 70 uses the AAA (default) climb and
descent schedules (modes). A plan computed with a CI value between
71 and 200 uses climb mode 340 and descent mode 320, and a plan
computed with a CI value above 200 uses climb mode 360 and
descent mode 340.
NOTE Use of this feature may be overridden on any flight plan by entering a climb
and/or descent mode on the Cruise Mode command line (for more information, see
Chapter 11, Cruise Mode Commands.)
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C HAPTER 13
Operational Weight
Commands
Operational Weight Commands

Overview
Overview
The Operational Weight command line allows you to specify the aircraft's basic operating
weight (or operating empty weight). This is a requirement before any flight plan can be
computed. However, you may set an 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
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Operational Weight Commands

Operational Weight Considerations
Operational Weight Considerations

The following considerations apply to Operational Weight inputs:
Input values are specified in pounds or kilograms, depending on the unit of
measure you have selected for flight planning.
JetPlan compares the aircraft's maximum zero fuel weight to the sum of the
entered operational weight and payload. If the operational weight input
results in the maximum zero fuel weight being exceeded, an error is
generated.
When using a CADB file as your aircraft type input, the sum of the
Operational Weight (OP) and Max Payload (MP) values must be at or below
the Maximum Zero Fuel Weight (ZF) value. If they exceed the maximum
zero fuel weight, the excess amount is printed out in an error message.
NOTE JetPlan attempts to recalculate the flight plan if the Autoweight option (AW) is
exercised on the Options command line (or if the Autoweight option is stored in your
ID/Attribute File).
Setting the Operational Weight value equal to the zero fuel weight value is
not recommended. However, if this technique is used, be sure to set the
payload value to zero.
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C HAPTER 14
Payload, POD/POA,
Weight, and Fuel
Commands

Overview
Overview
The Fuel/Weight and Payload options are all discussed in this chapter because of the effect
one plays upon the other. Since an aircraft has absolute weight limits, there are obvious
restrictions on how much load can be placed on the aircraft, and on how the load affects the
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.
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Load Performance Scenarios

JetPlan is designed to compute flight plans under a variety of load scenarios. These scenarios
fall within two basic categories: departure case planning and arrival case planning.
Departure case planning occurs when a departure fuel or weight load is predetermined and
specified in the flight plan request. In this case, JetPlan simply computes the flight plan based
on the known information. Any fuel remaining (in excess of contingency fuels such as
holding, alternate, and other reserves) or shortfall is a result of the departure amount specified.
Arrival case planning occurs when no departure condition is specified. It is the default method
used by JetPlan. In this case, JetPlan must determine departure loads based on the specified
arrival condition. For example, if you submit a request where zero extra pounds of fuel is
needed upon arrival at the destination (not including contingency fuel amounts), JetPlan
calculates the proper departure fuel amount needed to meet that zero extra fuel requirement.
Within these two basic conditions, you have the option of entering a specific payload figure or
allowing JetPlan to automatically maximize payload. To maximize payload, JetPlan uses the
various weight limit figures stored in the aircrafts generic or customer database record and the
departure or arrival load value you apply in the flight plan request.
There are five basic load performance scenarios, allowing you to:
Submit a flight plan with a known departure or a known arrival fuel value
and a known payload value.
Submit a flight plan with a known departure or a known arrival fuel value,
and let JetPlan maximize payload based on a zero fuel weight (maximum or
user-specified).
Submit a flight plan with a known departure or a known arrival weight
value, and let JetPlan maximize payload.
Submit a flight plan with a known departure or a known arrival weight value
and a known payload value, and let JetPlan calculate tanker fuel.
NOTE The above is an older method of fuel tankering, not to be confused with
JetPlans Single-Leg Tankering feature (TANK1, TANK2 options).
Submit a flight plan with a known departure fuel value, and let JetPlan
maximize payload.
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Two more scenarios exist, but these are not considered basic because of the application of the
JetPlan feature, Single-Leg Tankering.
Submit a flight plan with the Single-Leg Tankering option. JetPlan
determines whether tankering fuel is warranted.
NOTE There are two Single-Leg Tankering cases: one is based on a fuel index
(TANK1), and the other is based on actual fuel cost (TANK2).
Submit a flight plan using the Multi-sector Tankering option. Based on the
results from a referenced flight plan, JetPlan automatically tankers the fuel
necessary for the second leg of a flight operation.
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Payload, Fuel, and Weight Options

The following options illustrate the application of the various load performance scenarios
mentioned above. As alluded to earlier, the type of payload input you enter generally defines
the type of load factor (weight or fuel) you intend to apply. A user-defined payload (a
quantitative amount such as 50,000 lbs) defines a load factor of fuel by default.
In addition, when entering the load factor, you must specify whether the flight plan is to be a
departure case or an arrival case, which in turn influences the performance calculation results
immensely.
NOTE Other (secondary) options shown in the following sections also have
fuel/weight and payload implications.
Payload Inputs
The following paragraphs describe the commands that may be entered on the Payload
command line. (Question 14).
xxxxx (Specify Actual Payload Amount Fuel)

This input specifies an actual payload amount. The input leaves the case (departure/arrival)
input open to your discretion, but presumes a fuel (not weight) load factor.
Example:
14 PAYLOAD 50000
16 POD OR POA FUEL A5000
Explanation: Request 50,000 lbs of payload and 5,000 lbs of arrival fuel (above and beyond
contingency fuels).
xxxxx,T (Specify Actual Payload Amount Weight)

This input specifies an actual payload amount. The input leaves the case (departure/arrival)
input open to your discretion, but presumes a weight (not fuel) load factor. Excess weight is
identified as extra fuel, which can be considered a tankered amount.
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Wxxxxxx/nnnnn (Waypoint Arrival Fuel)

This input allows you to arrive over a requested waypoint with a requested amount of fuel
onboard. You must enter an actual payload amount on the PAYLOAD command line.
Example:
14 PAYLOAD 5000
16 POD OR POA FUEL W2000/GUP
Explanation: Request 5,000 lbs of payload and arrive over the waypoint GUP with 2,000 lbs of
fuel.
NOTE The alert message ALERT TAG WPARFU ALERT MSG OPTION XXXX is
suppressed for Waypoint Arrival Fuel case. Where XXXX is one of following options:
AW, ETOP(X), DRFT(X), TANK1(X), TANK2(X), TANK3, RF, RC(C), ORB.
W (Maximize the Payload Amount)

This input requests JetPlan to maximize the payload amount. You must enter a departure or
arrival weight value on the POD or POA Weight command line.
Example:
14 PAYLOAD W
16 POD OR POA WT D150000
Explanation: Request max payload based on a departure (takeoff) weight of 150,000 lbs.
ZW (Maximize the Payload Amount)

arrival weight value on the POD or POA Weight command line.
NOTE ZW is only available for use with an aircraft stored in the CADB. ZW ensures
the maximum payload amount cannot be exceeded.
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Example:
14 PAYLOAD ZW
16 POD OR POA WT A140000
Explanation: Request max payload and an arrival (landing) weight of 140,000 lbs.
F (Maximize the Payload Amount)

This input requests JetPlan to maximize the payload amount. You must enter a departure fuel
value on the POD or POA Fuel command line.
NOTE
The F option only works on a departure case flight plan.
Example:
14 PAYLOAD F
Explanation: Request max payload and a departure fuel of 25,000 lbs.
ZF (Maximize the Payload Amount)

arrival fuel value on the POD or POA Fuel command line.
NOTE ZF is only available for use with aircraft stored in the CADB. ZF invokes this
functionality: Initially, the payload amount starts as the difference between the
operational weight and the maximum zero fuel weight (MZFW). This difference may
be decreased (payload is decreased) to meet the calculated fuel requirements (for
example, on long flights).
Example:
14 PAYLOAD ZF
Explanation: Request max payload and an arrival fuel of 0 lbs.
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xxxxx,Z (Zero Fuel Weight)

This input requests JetPlan to determine payload based on a specified zero fuel weight. This
input leaves the case (departure/arrival) input open to your discretion, but presumes a fuel (not
weight) load factor.
NOTE The value entered here is not a payload amount, but a zero fuel weight
amount. The option, Z, invokes this differentiation. The payload amount is the
difference between the operational weight and the specified zero fuel weight.
Example:
14 PAYLOAD 130000,Z
Explanation: Request payload to be the difference between the operational weight and the zero
fuel weight (130,000 lbs). Request arrival fuel of 0 lbs.
POD or POA WT/Fuel Inputs

The POD or POA Weight (or Fuel) command line requires an input of one of the options listed
below. In addition, there are several secondary options and reserve fuel options that may be
appended to the required input. These secondary options are discussed in the subsections
below.
Dxxxxx (Departure Case)

The D indicates a departure case; specify the takeoff fuel or weight value.
Example:
Axxxxx (Arrival Case)

The A indicates an arrival case; specify the landing fuel, weight value, or time.
Example:
Explanation: Arrive with 5,000 lbs of fuel.
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Example:
16 POD OR POA FUEL A20M
Explanation: Arrive with 20 minutes of fuel (from holding charts in aircraft data).
DM (Departure Case, Maximum Load)

Departure case; the M requests a maximum load. Plan calculation is based on the maximum
takeoff fuel or weight for the aircraft.
Example:
16 POD OR POA FUEL DM
Explanation: Depart with the max amount of fuel for the aircraft.
Example:
16 POD OR POA WT DM
Explanation: Depart at the max takeoff weight for the aircraft.
AM (Arrival Case, Maximum Load)

Arrival case; the M requests a maximum load. This option applies only to a weight load factor.
Plan calculation is based on the maximum landing weight for the aircraft.
Example:
16 POD OR POA WT AM
POD or POA WT/Fuel Secondary Inputs

The following options may be entered after specifying the case (departure or arrival) and load
factor (fuel or weight) input.
NOTE Be sure to enter a comma between the primary (case/load factor) input and
any of these secondary options.
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MFODxxxx (Minimum Fuel Over Destination)

May be applied to any payload/case/load factor combination. This option ensures that a
specific amount of fuel is available at landing. If the sum of the hold, alternate, reserve, and
requested extra fuels (contingency fuels) is less than the specified MFOD value, extra fuel is
added. JetPlan accepts excess contingency fuel with this option. You can enter the MFOD
value as either a weight or time value. JetPlan converts the time value to a weight value, and
uses the weight value for processing.
Example:
16 POD OR POA FUEL A0,MFOD6000
Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination amount of
6,000 lbs.
- or 16 POD OR POA FUEL A0,MFOD55M
Explanation: Request arrival fuel of 0 lbs and a Minimum Fuel Over Destination value of 55
minutes.
AFxxxx (Arrival Fuel)

This option allows you to specify an arrival fuel when the load factor is a weight value.
Example:
16 POD OR POA WT A150000,AF2000
Explanation: Request an arrival (landing) weight of 150,000 lbs and an Arrival Fuel of 2,000
lbs.
NOTE This option may not be used with a departure weight scenario (16 POD OR
POA WT D150000,AF2000 is not a valid input).
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FC=xxxxx (Fuel Capacity)

This option applies to aircraft stored in the CADB only. It restricts the maximum fuel capacity
of the aircraft to the amount specified by overriding the value stored in the CADB record. You
may enter this option with or without the equal sign between the option and the value (for
example, FCxxxxx or FC=xxxxx).
Example:
10 A/C TYPE/REGN $N12345
16 POD OR POA WT D150000,FC=45000
Explanation: Request a departure (takeoff) weight of 150,000 lbs and a max Fuel Capacity of
45,000 lbs for the CADB record N12345.
FD=x.xx (Fuel Density)

This option applies to aircraft stored in the CADB only. It changes the fuel capacity of the
aircraft for an individual flight plan by changing the fuel density. Fuel density is specified in
pounds per gallon (lbs/gal).
For output formats that use kilograms as the preferred weight unit, JetPlan determines the
volume and convert the output appropriately. You may enter this option with or without the
equal sign between the option and the value (for example, FDx.xx or FD=x.xx).
Example:
16 POD OR POA WT D150000,FD=6.83
Explanation: Request a departure (takeoff) weight of 150000 lbs and change the Fuel Density
to 6.83 lbs/gal for the CADB record N12345.
TO=xxxxxx (Takeoff Weight)

This option applies to aircraft stored in the CADB only. It restricts the max takeoff weight of
the aircraft to the amount specified by overriding the value found in the CADB record. You
may enter this option with or without the equal sign between the option and the value (for
example, TOxxxxx or TO=xxxxx).
Example:
16 POD OR POA WT A140000,TO=168000
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Explanation: Request an arrival (landing) weight of 140,000 lbs and limit the max Takeoff
Weight to 168,000 lbs for the CADB record N12345.
LA=xxxxxx (Landing Weight)

This option applies to aircraft stored in the CADB only. It restricts the maximum landing
weight of the aircraft to the amount specified by overriding the value found in the CADB
record. You may enter this option with or without the equal sign between the option and the
value (for example, LAxxxxxx or LA=xxxxxx).
Example:
16 POD OR POA WT D150000,LA=140000
Explanation: Request a departure (takeoff) weight of 150,000 lbs and limit the max Landing
Weight to 140,000 lbs for the CADB record N12345.
ERA=xxxx (Enroute Alternate)

This option applies to customers with specific output formats only. The format must be
capable of displaying enroute alternate information in the flight plan output. The option value
must be a valid ICAO or IATA airport identifier.
NOTE
This option is EU-OPS compliant.
Example:
16 POD OR POA FUEL A0,ERA=EGLL
Explanation: Request an arrival fuel of 0 lbs and the enroute alternate, EGLL.
Bxxxxx (Ballast Fuel)

This option applies to customers with specific output formats only. The format must be
capable of displaying a ballast fuel figure in the flight plan output. The option value is the
amount of ballast fuel in pounds or kilograms.
Example:
16 POD OR POA FUEL A0,B9500
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Explanation: Request an arrival fuel of 0 lbs, but carry 9,500 lbs ballast.
MAXT=xxxxx (Maximum Tanker Fuel)

This option is used with the Single-Leg Tankering option. It limits the tanker quantity to the
amount specified, which can be verified by summing the alternate, hold, reserve and extra fuel
totals. The only exception to a MAXT restriction is when the flight needs more fuel to meet
legal requirements. In this case, the MAXT amount is overridden. The MAXT option may also
be applied to Multi-sector Tankering.
Example:
16 POD OR POA FUEL D50000,MAXT=12000
Explanation: Request a departure fuel of 50,000 lbs and tanker no more than 12,000 lbs of
fuel.
MCHT=xxx (Minimum Contingency Holding Time)

This option compares the flights calculated contingency fuel to a holding fuel figure that is
based on the time specified (Hold Fuel Flow Rate x MCHT value). JetPlan uses the greater of
the two amounts as the flights contingency fuel total. The option value is specified in minutes.
NOTE
Example:
16 POD OR POA FUEL A0,i,MCHT=5
Explanation: Request an arrival fuel of 0 lbs and compare the flights calculated contingency
fuel total to a holding fuel figure based on the Minimum Contingency Holding Time of 5
minutes.
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MCCT=xxx (Minimum Contingency Cruise Time)

This option compares the flights calculated contingency fuel to a cruise fuel figure that is
based on the time specified (Cruise Fuel Flow Rate x MCCT value). The fuel flow rate used to
calculate the cruise fuel figure is generally the final fuel flow rate prior to the Top of Descent
point (TOD). JetPlan uses the greater of the two amounts as the flights contingency fuel total.
The option value is specified in minutes.
NOTE
Example:
16 POD OR POA FUEL A0,MCCT=180
Explanation: Request an arrival fuel of 0 lbs and compare the flights calculated contingency
fuel total to a cruise fuel figure based on the Minimum Contingency Cruise Time of 180
minutes.
PN=1234 (Multi-Sector Tankering)

This option supplies JetPlan with the departure fuel requirements from the referenced flight
plan (number) for the purpose of tankering that amount on another flight plan. Typically, this
would apply to turnaround operations where the fuel price, or the time factor, dictates
tankering enough fuel for the return leg of the operation. See Multi-Sector Tankering below.
NOTE All options that adjust the aircrafts maximum values (for example, max
takeoff, landing, fuel volume) must have inputs that fall within the range limits loaded
for the aircraft.
Domestic, International, and Island Reserves

In addition to the secondary inputs listed above, you can specify reserve fuel rules and
amounts as options on the POD or POA FUEL(WT) command line as well.
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The following options may be entered after specifying the case (departure or arrival) and load
factor (fuel or weight) input.
NOTE Be sure to enter a comma between the case/load factor input and any of
these sub-options.
Dxxx (Domestic Reserves)

This option calculates reserve fuel based on the number of minutes specified. The time value is
multiplied by the fuel flow rate of the last level cruise segment before Top of Descent (TOD).
Example:
16 POD OR POA FUEL A0,D45
Explanation: Request an arrival fuel of 0 lbs and 45 minutes of reserve fuel.
Ixxx (Island Reserves)

The I option followed by a time value defines the input as island reserves. Island reserve totals
are determined in the same manner as domestic reserves (the time value is multiplied by the
fuel flow for the last level cruise segment).
Example:
16 POD OR POA FUEL A0,I120
Explanation: Request an arrival fuel of 0 lbs and 120 minutes of reserve fuel.
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I (International Reserves)
The I option by itself indicates a request for international reserve fuel based on a specific fuel
policy. The lack of a time value distinguishes this input from Island reserves.
NOTE This manual uses the term International Reserve Fuel to describe
functional calculations made by JetPlan. For U.S. Federal Aviation Regulations, these
calculations always include: enroute fuel, alternate fuel, enroute reserve fuel (based
on 10% of the enroute time), and international reserve fuel (30 minutes hold). The
B43 international reserve policy is an alternative calculation. For more information,
see B43X=xx (B43 International Reserve Policy) on page 409.
Example:
Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on a default
international policy.
NOTE A specific international reserve policy may be set in your ID/Attribute record
so that it is automatically invoked every time an international flight plan is computed.
Otherwise, JetPlan applies a default policy. The JetPlan default policy for
international reserve fuel is based on U.S. Federal Aviation Regulations (FARs),
which define specific calculations based on the type of aircraft (for example, turbojet
or turboprop). The JetPlan default policy for turbojet aircraft is ten percent (10%) of
the enroute time to the destination. The policy for turboprop aircraft is fifteen percent
(15%) of the enroute time to destination and alternate plus 30 minutes. Refer to FAR
121 and 125.
International reserve policies are categorized as either Reserve or Contingency. When a policy
is defined as reserve, the calculated reserve fuel is included in the landing weight. When a
policy is defined as contingency, the calculated reserve fuel is not included in the landing
weight. How this applies to your operation depends on your requirements or other restrictions.
xxx (International Reserve Policy)

This option overrides any stored or default policy. A policy is a three- digit code that identifies
a specific formula for calculating reserve fuel. The first number of the code defines the
formula, while the remaining two numbers define the applicable percentage rate. For example,
the international reserve policy, 105, suggests the following: use the formula defined for
policy code 1, and apply a 5% calculation rate.
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The most common international reserve fuel policies are listed below.
Table 14-1
Common International Reserve Policy Formulas
Policy
Description
1xx
xx% of enroute time, output in RES. Multiplies last

cruise segment fuel flow by time.
2xx
xx% of enroute burn, output in RES. xx% of

alternate burn, output in ALT. Same as policy 8, but
this is a contingency policy.
3xx
xx% of both enroute burn and alternate burn,

output in RES.
4xx
xx% of enroute burn, output in RES. Same as

policy 6, but this is a contingency policy.
5xx
RAAF and AAF Reserves Reserve Policy 5.

Reserve burn and time are 10% of enroute
burn/time. Add in fixed reserves - always 4000 lbs
for RESDOM 5, and 4300 lbs for RESDOM 38.
6xx
xx% of enroute burn, output in RES. Same as

policy 4, but this is a reserve policy.
7xx
xx% of enroute burn, alternate burn and hold fuel,

output in RES.
8xx
xx% of enroute burn, output in RES. xx% of

alternate burn, output in ALT. Same as policy 2, but
this is a reserve policy.
Example:
Explanation: Request an arrival fuel of 0 lbs; calculate reserve fuel based on policy number
eight, at a rate of ten percent.
16 POD OR POA FUEL A0,810
NOTE You can also set the International Reserve (IR) parameter in the City Pair
Fleet database (CPFDB) to a valid JetPlan code for an international fuel reserve
policy. JetPlan then applies that policy by default to any flight for the city pair and fleet
type, overriding the system default. For more information, see Chapter 32, City Pair
Fleet Database.
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B43X=xx (B43 International Reserve Policy)

This option allows you to request the B43 International Reserve Policy. JetPlan determines the
B43 Areas of Operation (AOO) and the B43 required reserve fuel and also displays the B43
reserve fuel in the flight plan output. The following paragraphs cover the B43 reserve policy
and JetPlans solution in more detail.
About the B43 Reserve Policy

FAA Standard Operations Specification section B43 allows reduced enroute reserves for
international flights for Part 121 operators that have received approval from the FAA. The B43
reserve policy is based on the following assumptions:
Navigation errors are unlikely when the aircraft is in Class 1 airspace,
receiving signals from ground-based navaids.
Fuel reserves can be safely and reasonably reduced to account for the time
the aircraft is in Class 2 airspace, outside the range of navaid signals, where
navigation errors are most likely.
The B43 reserve policy stipulates that:
Enroute reserves can be calculated only for portions of the route where the
aircraft is in Class 2 airspace and is more than an hour away from Class 1
airspace along the route.
Enroute reserves can be calculated at 10%, 5%, or 3% by agreement with the
FAA and based on aircraft capabilities.
Destination reserves must be increased from 30 minutes to 45 minutes. The
destination reserves are computed the same as domestic reservesat final
segment fuel flow, as opposed to hold over most distant airport
(destination or farthest alternate).
How JetPlan Supports B43 Flight Plans

JetPlan provides the following capabilities:
Allows you to enter the B43 policy and percentage to apply. In JetPlan
command-line mode, this information is entered on line 16 POD OR POA.
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Automatically determines the B43 AOO based on available navaid signals,

either on the route or near the route.
Class 1 airspace is defined as that area along the route of flight in which
radio signals from ground-based navaids can be received. These navaids
may either be on the route of flight or in the vicinity of the route of flight. A
segment on the route of flight is considered outside of Class 1 airspace if:
It is more than 130 nautical miles (nm) from any H VOR in the
JetPlan database on or off-route.
It is more than 75 nm from any NDB in the JetPlan database on or
off route. The NDB is not considered if its ARINC power rating is
blank (50 to 1999 watts).
Allows you to indicate navaids that are out of service. In JetPlan commandline mode, this information is entered on line 16 POD OR POA FUEL.
Takes the one-hour rule into account, returning reserves only when the
aircraft is at least one-hour distant from Class 1 airspace along the route.
Displays an alert on the flight plan when no B43 AOOs exist.
Provides special reserves output information on the flight plan, as
specified by the customers flight plan format.
Provides a diagnostic extended flight plan output that supports detailed
validation of the calculations, including entry and exit points for B43 AOOs.
NOTE You must add the 45 minutes of flying time to the destination required for the
B43 policy. JetPlan does not automatically add this to the calculation.
B43 Flight Plan Inputs and Output

The following example illustrates using command line mode to apply the B43 reserve policy
to a flight plan request.
Example:
16 POD OR POA FUEL A0,D45,B43X=10/HPB,NSE/
Explanation:
Arrive with zero extra fuel (A0).
Calculate domestic 45 minutes reserve fuel (D45). (Mandatory when
invoking the B43 reserve policy.)
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Calculate 10% B43 reserves (B43X=10).

Output the B43 Diagnostic Log at the end of the flight plan (B43X=10).
Exclude waypoints HPB and NSE from consideration in the determination
of Class 1 airspace coverage while making the B43 reserve calculations
(/HPB,NSE/).
Example:
16 POD OR POA FUEL A0,D45,B43X=10
The following illustrations show excerpts of output from a sample flight plan (abbreviated)
resulting from these inputs.
NOTE The output of B43 Entry and Exit points in the flight plan body is only for
those B43 segments that are more than 1 hour of flying time. The output of B43 Entry
and Exit points in the B43 Diagnostic Log is for all B43 segments.
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The following flight plan excerpt shows the B43 special reserve fuel.
IFR
/03 772/B772LR KORD/ORD EDDF/FRA
ALTN NONE
MIN T/O FUEL121904 RLS FUEL 127404
TOT BRN 105378 PLAN ARR FUEL 016526 01HR/18MIN
MEL/CDL 5500
RTE
FF KZAUZQZX CZYZZQZX CZULZQZX CZQXZQZX EUCBZMFP EUCHZMFP
EGGXZOZX
(FPL-B772LR-IG
***Abbreviated for space***
RWT 544853 PLD 065000 GND /
LRC SKD
/
BIAS 0000 AVG WIND DIR/COMP 278/P062 AVG TD P008
PLAN ARR FUEL
016526 0118
--------------------------------------------------------------ARPT
FUEL TIME DIST NAM
ENRT BRN FRA
105378 0717 3892 3462
--------------------------------------------------------------SP/RSV
01316 0006 **10% B43 SPECIAL RESERVES USED**
RSV
09710 0045
ALTN
NONE
00000 0000 0000
HOLD
00000 0000
BUFR
00000
MEL/CDL
05500
--------------------------------------------------------------T/O FUEL
121904
MIN T/O
121904
--------------------------------------------------------------TAXI
00000
-----TOTAL
121904
EXTRA
005500 0027
RLS FUEL ORD
127404
ENDURNC 0744 ADJ
00 MINS/1000 LBS
***Abbreviated for space**
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The following flight plan excerpt shows the B43 entry and exit points.

--------------------------------------------------------------N52132 W053221 084 840 531 P07 0113 0013 0031
HECKK
370 35 24042 P042
086 032 489 TBD 2335 0300 0763
--------------------------------------------------------------N53000 W050000 089 839 540 P09 0132 0014 0035
5350N
370 35 23053 P049
092 010 491 TBD 2203 0314 0728
--------------------------------------------------------------B43 ENTRY 1
N5500 W03959
N55000 W040000 089 838 567 P08 0374 0040 0093

5540N
370 40 22089 P078
093 010 489 TBD 1829 0354 0635
--------------------------------------------------------------N55000 W030000 105 838 578 P05 0345 0036 0082
5530N
370 40 28093 P092
104 010 486 TBD 1484 0430 0552
--------------------------------------------------------------B43 EXIT
N5440 W02544
N54000 W020000 111 836 610 P06 0355 0034 0079

5420N
370 39 30141 P124
105 010 486 TBD 1129 0504 0473
--------------------------------------------------------------N53000 W015000 117 836 580 P09 0189 0020 0044
MALOT
370 35 30095 P091
115 010 489 TBD 0940 0524 0428
--------------------------------------------------------------***Abbreviated for space***
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The following flight plan excerpt shows the B43 diagnostic log.
B43 DIAGNOSTIC LOG
SEGMENT
DST COVERAGE
1
KORD
- EBAKE 42 GIJ=42
2
EBAKE - WISMO 43 OBK=43
3
WISMO - POSTS 47 PMM=47
4
POSTS - PADDE 25 GRR=25
5
PADDE - SVM
40 CRL=40
6
SVM
- YEE
211 CRL=81 YEE=130
7
YEE
- YXI
113 YEE=130 YXI=130
8
YXI
- YMW
76 YXI=130
9
YMW
- YLQ
149 YXI=54 YUL=95
10 YLQ
- VBS
71 VBS=130
11 VBS
- YYY
128 VBS=130 YYY=130
12 YYY
- PN
167 YYY=130 YGP=37
13 PN
- YNA
103 YNA=130
14 YNA
- YAY
229 YNA=130 YAY=130
15 YAY
- HECKK 113 YAY=130
16 HECKK - 5350N 132 YAY=17 CLASS2=115
* CLASS2 Entry 1
17 5350N - 5540N 374 CLASS2=374 B43=0
* B43 Entry 1
(3600 sec after CLASS2 Entry)
18 5540N - 5530N 345 B43=345
19 5530N - 5420N 355 B43=149 CLASS2=206
* B43 Exit 1
(3600 sec before CLASS2 Exit) (Duration: 3669
20 5420N - MALOT 189 CLASS2=189
21 MALOT - GISTI 36 CLASS2=36
22 GISTI - BANBA 291 CLASS2=58 SHA=233
* CLASS2 Exit 1
(Duration: 10869 sec)
23 BANBA - KONAN 312 BCN=242 BIG=70
24 KONAN - KOK
25 KOK=130
25 KOK
- FERDI 39 KOK=130
26 FERDI - BUPAL 38 KOK=38
27 BUPAL - REMBA 13 KOK=13
28 REMBA - SPI
29 KOK=29
29 SPI
- DITEL 31 SPI=130
30 DITEL - BENAK 3
SPI=3
31 BENAK - POBIX 13 SPI=13
32 POBIX - AKIGO 8
SPI=8
33 AKIGO - OSMAX 12 SPI=12
34 OSMAX - EPINO 5
SPI=5
35 EPINO - LAGES 11 SPI=11
36 LAGES - ROKIM 17 SPI=17
37 ROKIM - FFM
23 SPI=23
38 FFM
- MTR
16 FFM=130 MTR=130
39 MTR
- EDDF
18 MTR=130
sec)
Total flying time of B43 AOO *

10% (flying time > 1 hr): 366
Fuel flow rate used to compute the SP/RSV value: 12946
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Other Options that Affect Payload, Fuel, and Weight

The following options affect the flight performance by adjusting the balance between fuel,
weight and payload.
Hold Option
The Hold option allows you to make changes to the flight plan through command lines
typically omitted when a CADB record is used. This option is entered on the Options
command line anywhere after the flight plan command (for example, FP,HOLD). Specific to
this chapter, the Hold option allows you access to the Reserve and Max Fuel command lines
when these options would not typically be available.
When the Hold option is applied, after all normal questions are answered, JetPlan prompts the
following: ENTER QUESTION NUMBER OR GO. At this prompt, enter @17 to bring up
Question 17.
What Question 17 prompts for depends on the flight performance case you have entered in the
flight plan request. If you have specified an arrival case, Question 17 prompts for Max Fuel.
If you have specified a departure case, Question 17 prompts for Reserve fuel.
The applicability of these items is explained below.
Reserve
This is the expected change item when the Hold option is applied in a
departure case flight plan. For the departure fuel case (for example,
depart with 45,000 lbs of fuel), a reserve fuel input has no bearing on
the flight plan computation and results. Avoid this input in this case.
For the departure weight case (for example, depart at a takeoff weight
of 150,000 lbs) a reserve fuel input changes the flight plan in the
following way: the plan results are the same as if no reserve is entered
except that the reserve input amount is displayed in the XTRA fuel
block, and the payload is reduced by that exact amount. Hence, this
input shows extra fuel, but robs payload to do so. Avoid this input
unless this result is deemed useful.
NOTE To add arrival fuel to a departure weight case flight plan, use the secondary
input option, AFxxxxx. See above.
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Max Fuel
This is the expected change item when the Hold option is applied in
an arrival case flight plan. For either arrival fuel case (fuel or weight),
a max fuel input simply changes the 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
Explanation: 30 minutes of extra reserve fuel.
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.
Max Fuel Inputs

When using a generic aircraft as your Aircraft Type command line input, the Max Fuel
command line (17 MAX FUEL) is prompted if an arrival case flight plan is specified. The
amount you enter sets the fuel capacity for the flight plan computation. In most cases, this is
the maximum tank fuel available at rotation/takeoff.
Automatic Weight Reiteration (Autoweight)

The Automatic Weight Reiteration feature (autoweight) allows JetPlan to recalculate the flight
plan when either a weight limit or the maximum fuel capacity is exceeded. Typically, to find a
solution to an excess weight problem, the autoweight process adjusts the payload or the flight
case (departure/arrival) until a viable answer is determined. JetPlan can also be set to adjust
extra fuel, while maintaining the specified payload.
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The autoweight feature is invoked in a flight plan by entering the AW option on the Options
command line.
Example:
01 OPTIONS FP,AW
NOTE Jeppesen recommends the use of this option. The autoweight feature may
be set in your ID/Attribute record so that it is invoked regularly. You may choose to
have it set the standard way, where payload and/or flight case is adjusted; or have it
set so that payload is maintained and extra fuel is adjusted. Contact your Jeppesen
account manager for assistance.
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Application of Load Performance Scenarios
Application of Load Performance

Scenarios
As stated earlier, there are five load performance scenarios. Applying these scenarios to the
JetPlan system leads to the conclusion that there are seven basic combinations available in
which you can enter payload, fuel, weight, reserves, and maximum fuel to get a flight plan.
These combinations are illustrated below. They show the relationship between the various
load factors and the flight performance cases.
NOTE JetPlan requires a Reserve or Max Fuel input only if a CADB record name is
not used (when a generic aircraft is used). With departure case flight plans, a Reserve
input provides extra (pad) fuel (at a cost to payload). With arrival case flight plans,
extra fuel is specified on the POA Fuel command line (for example, A5000).
Comparing Max Fuel Capacity Plans with MFOD Inputs on page 425 discusses the
characteristics of the JetPlan system when the MFOD option is applied in a flight plan that
requests maximum fuel capacity.
Arrival Fuel Case/Known Payload Flight Plans

An Arrival Fuel Case flight plan calculates the required departure fuel when the payload is a
known value. If a CADB record is used, JetPlan requires a Payload and Arrival Fuel input. If a
generic aircraft is used, JetPlan requires Payload, Arrival Fuel and Max Fuel inputs.
Table 14-2
Prompt (Keyword)
14 PAYLOAD (//PLD)
Arrival Fuel Case/Known Payload Basics

Input
Remarks
xxxxx
Actual Payload value
xxxxx,Z
Actual ZFW value (maximize payload)
ZF
ZF code (maximize payload - CADB)
16 POA FUEL (//AFL)
Axxxxx
Arrival case, arrival fuel amount
17 MAX FUEL (//MVR)
xxxxxx
Fuel capacity value (generic AC)
Example:
14 PAYLOAD ZF
16 POD OR POA FUEL A0,D45,FC137800
17 MAX FUEL 137800 (generic AC)
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Explanation: Calculate flight plan using the 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.
Departure Fuel Case/Known Payload Flight Plans

A Departure Fuel Case flight plan with a known payload calculates the required fuel when
both the payload and the takeoff fuel values are known. If a CADB record is used, JetPlan
requires a Payload and Departure Fuel input. If a generic aircraft is used, JetPlan requires
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Payload, Departure Fuel and Reserve inputs. If a CADB record is used and the Hold option is
specified on the Options command line (for example, FP,HOLD), a Reserve amount may be
entered to add extra fuel to the flight plan (at the price of less payload).
NOTE A reserve fuel may be added to flight plans (without the Hold option) when
the plan is submitted as a Schedule Database record and the aircraft input within the
record is a generic identifier.
Table 14-3
Departure Fuel Case/Known Payload Basics
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxx
Actual Payload value
xxxxxx,Z
Actual ZFW value (maximize payload)
ZF
ZF code (maximize payload - CADB)
16 POD FUEL (//DFL)
Dxxxxxx
Departure case, takeoff fuel amt
17 RESERVE (//RES)
xxxxx
Reserve fuel value
Example:
14 PAYLOAD 50000
16 POD OR POA FUEL D110000,I,MFOD25000
Explanation: 50,000 lbs payload. Depart with 110,000 lbs fuel (D110000) and calculate
international reserve fuel (I). Minimum fuel over destination is 25,000 lbs (MFOD25000).
Example:
01 OPTIONS FP,HOLD (other optional commands may also be entered)
14 PAYLOAD 75000
16 POD OR POA FUEL D200000,108
ENTER QUESTION NUMBER OR GO 17
17 RESERVE 5000
Explanation: 75,000 lbs payload. Depart with 200,000 lbs fuel (D200000) and calculate
international reserve fuel using reserve policy number one (1) at an eight percent (8%) rate
(108). Add an additional reserve (extra) fuel of 5,000 lbs.
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Arrival Weight Case/Unknown Payload Flight Plans

An Arrival Weight Case flight plan calculates the maximum allowable payload when the
landing weight is a known value. If a CADB record is used, JetPlan requires a Payload and
Arrival Weight input. If a generic aircraft type is used, JetPlan requires Payload, Arrival
Weight and Max Fuel inputs.
Two entries may be selected for payload: W or ZW. Both tell the system to calculate the
maximum payload; however, ZW may be used only with a CADB record. If the sum of the
basic operating weight plus the payload exceeds the maximum zero fuel weight, the ZW input
causes a transfer of the excess weight to extra fuel. It is possible to select both an arrival
weight value and an arrival fuel value. This gives the capability to specify extra fuel, just as in
the Arrival Fuel Case.
Table 14-4
Arrival Weight Case/Unknown Payload Basics
Prompt (Keyword)
14 PAYLOAD (//PLD)
16 POA WT (//AWT)
17 MAX FUEL (//MVR)
Input
Remarks
ZW
ZW code (maximize payload - CADB)
W code (maximize payload)
Axxxxxx
Arrival case, landing weight
AM
Arrive at max landing weight
xxxxxx
Example:
14 PAYLOAD ZW
16 POD OR POA WT AM,D45
Explanation: Calculate maximum payload. Arrive at the maximum landing weight stored in
the CADB record (AM), and calculate 45 minutes of domestic reserve fuel (D45).
Example:
14 PAYLOAD ZW
16 POD OR POA WT A247000,I,AF5000
Explanation: Calculate maximum payload. Arrive at 247,000 lbs (A247000), calculate

international reserve fuel (I), and add an arrival fuel of 5,000 lbs as extra reserve fuel
(AF5000).
Example:
14 PAYLOAD W
16 POD OR POA WT A421000,I120
17 MAX FUEL 240000
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Explanation: Calculate maximum payload. Arrive at 421,000 lbs (A421000), calculate 120
minutes island reserve fuel (I120). Restrict total fuel to 240,000 lbs (MVR = 240000). CADB
record is not used.
Departure Weight Case/Unknown Payload Flight Plans

A Departure Weight Case flight plan calculates the maximum allowable payload when the
takeoff weight is known. If a CADB record is used, JetPlan requires a Payload and Departure
Weight input. If a generic aircraft type is used, JetPlan requires Payload, Departure Weight
and Reserve inputs.
Two entries may be selected for payload: W or ZW. Both direct JetPlan to calculate the
maximum payload; however, ZW may only be used with a CADB record. If the sum of the
basic operating weight plus the payload exceeds the maximum zero fuel weight (MZFW)
value in the CADB, the ZW input switches excess weight to the extra fuel category.
Table 14-5
Departure Weight Case/Unknown Payload Basics
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
ZW
ZW code (maximize payload - CADB)
W code (maximize payload)
16 POD WT (//DWT)
17 RESERVE (//RES)
Dxxxxxx
Departure case, takeoff weight
DM
Depart at max takeoff weight
xxxxx
Reserve fuel value
Example:
14 PAYLOAD ZW
16 POD OR POA WT DM,I
Explanation: Calculate maximum payload. Depart at the maximum takeoff weight stored in
the CADB record (DM), and calculate international reserve fuel (I).
Example:
14 PAYLOAD ZW
16 POD OR POA WT D800000,I
Explanation: Calculate maximum payload. Depart at 800,000 lbs (D800000) and calculate
international reserve fuel (I).
Example:
14 PAYLOAD W
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16 POD OR POA WT D355000,I120

17 RESERVE 0
Explanation: Calculate maximum payload. Depart at 355,000 lbs (D355000) and calculate 120
minutes of island reserve fuel (I120). No additional reserve fuel selected. CADB record is not
used.
Example:
01 OPTIONS FP,HOLD (other optional commands may also be entered)
14 PAYLOAD ZW
16 POD OR POA WT D155000
17 RESERVE 5000
Explanation: Calculate maximum payload. Depart at 155,000 lbs (D155000) and calculate
reserve fuel of 5,000 lbs. CADB is used.
Departure Fuel Case/Unknown Payload Flight Plans

A Departure Fuel Case flight plan calculates the maximum allowable payload when the
takeoff fuel value is known. Both this case and the Departure Weight Case calculate the
maximum payload that may be carried. If a Departure Weight Case flight plan results in an
Exceeds Max Fuel error (XMFXXXXX), the flight plan request can be switched to this
case. The switch increases the chances of getting a flight plan without error.
If a CADB record is used, JetPlan requires a Payload and Departure Fuel input. If a generic
aircraft type is used, JetPlan requires Payload, Departure Fuel and Reserve inputs.
Table 14-6
Departure Fuel Case/Unknown Payload Basics
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
F code (maximize payload)
16 POD FUEL (//DFL)
Dxxxxxx
Departure case, takeoff fuel amt
DM
Depart with max fuel
xxxxx
Reserve fuel value
17 RESERVE (//RES)
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,I,MFOD10000
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Explanation: Calculate maximum payload. Depart with the maximum fuel capacity stored in
the CADB record (DM), calculate international reserve fuel (I), and arrive with a minimum
fuel over destination of 10,000 lbs (MFOD10000).
Departure Weight Case/Tanker Fuel Flight Plans

A Departure Weight Case/Tanker Fuel flight plan calculates the extra fuel which may be
carried until a weight limit is reached. This case is similar to the Departure Weight Case flight
plan, except that a known payload value is specified. The difference between the known
payload and the maximum allowable payload is output as extra fuel. The letter T after the
payload invokes this case.
If a CADB record is used, JetPlan requires a Payload and Departure Weight input. If a generic
aircraft type is used, JetPlan requires Payload, Departure Weight and Reserve inputs.
Table 14-7
Departure Weight Case/Tanker Fuel Basics
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxxx,T
Actual payload value, tanker fuel
16 POD WT (//DWT)
17 RESERVE (//RES)
Dxxxxxx
Departure case, takeoff weight
DM
Depart at max takeoff weight
xxxxx
Reserve fuel value
Example:
14 PAYLOAD 50000,T
Explanation: Calculate the extra fuel which may be carried with 50,000 lbs of payload. Depart
at the maximum takeoff weight stored in the CADB record (DM) and calculate international
reserve fuel (I).
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT D355000,I
Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload.
Depart at 355,000 lbs (D355000) and calculate international reserve fuel (I).
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Arrival Weight Case/Tanker Fuel Flight Plans

An Arrival Weight Case/Tanker Fuel flight plan calculates the amount of extra fuel which may
be carried until a weight limit is reached. This case is similar to the Arrival Weight Case flight
plan, except that a known payload value is specified. The difference between the known
payload and the maximum allowable payload is output as extra fuel. The letter T after the
payload value invokes this case.
If a CADB record is used, JetPlan requires a Payload and Arrival Weight input. If a generic
aircraft type is used, JetPlan requires Payload, Arrival Weight and Max Fuel inputs.
Table 14-8
Arrival Weight Case/Tanker Fuel Basics
Prompt (Keyword)
Input
Remarks
14 PAYLOAD (//PLD)
xxxxx,T
Actual payload value, tanker fuel
16 POA WT (//AWT)
Axxxxxx
Arrival case, landing weight
AM
Arrive at max landing weight
xxxxxx
17 MAX FUEL (//MVR)
Example:
14 PAYLOAD 50000,T
16 POD OR POA WT AM,I
Explanation: Calculate the extra fuel which may be carried with a 50,000 lbs of payload.
Arrive at the maximum landing weight stored in the CADB record (AM) and calculate
international reserve fuel (I).
Comparing Max Fuel Capacity Plans with MFOD Inputs

There is an important concept to understand when comparing flight plans requested with both
a maximum fuel capacity implication and an MFOD option. It is that the amount of fuel
available for enroute burn does not typically vary with different route inputs.
This functionality also applies when the Autoweight feature changes a departure weight case
flight plan or a maximum zero fuel weight flight plan into a maximum fuel capacity flight
plan.
The following example illustrates a request for a maximum zero fuel weight flight plan.
Example:
01 OPTIONS FP,AW
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14 PAYLOAD ZF
16 POD OR POA FUEL A0,I,MFOD23000,FD=6.8
If, due to the length of the flight, JetPlan cannot calculate the flight plan at the MZFW value,
the Autoweight feature tries to calculate the flight plan based on one of the following cases:
Maximum takeoff weight
Maximum landing weight
Maximum fuel capacity
If JetPlan finds that it can only calculate the flight plan at maximum fuel capacity, then the
amount of fuel available for enroute burn is the difference between the maximum fuel capacity
available at takeoff (as amended by fuel density) and the MFOD value. This may be expressed
as:
MAX FUEL CAPACITY - TAXI FUEL - MFOD = AMOUNT FOR ENROUTE BURN
The following data illustrates a fuel block for a flight plan run at maximum fuel capacity. The
fuel values are in pounds.
POA RCTP
233600
ALT RCKH
007500
HLD
007100
RES
007000
REQ
255200
XTR
001400
TOT
256600
TAXI
001500
RAMP
258100
JetPlan adds an extra fuel amount (1,400 lbs) to raise the MFOD to 23,000 lbs:
ALT + HOLD + RES = VALUE + XTR = MFOD
7500 + 7100 + 7000 = 21600 + 1400 = 23000
Assuming that the sum of alternate, hold, and reserve fuel does not exceed the specified
MFOD value (23,000 lbs in this case), the amount of fuel available for enroute burn is:
RAMP - TAXI - MFOD = AMOUNT FOR ENROUTE BURN
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258100 - 1500 - 23000 = 233600

This concept is important to keep in mind when comparing different flight plans run with
maximum fuel capacity and the MFOD option. Assuming that all input parameters stay the
same (except for the route input), the amount of enroute burn fuel available remains constant.
However, the payload (and takeoff weight) vary according to the nautical air miles.
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Single-Leg Tankering
The Single-Leg Tankering feature is designed to make a tankering/no tankering determination
based on either a known fuel cost or a fuel index. The basic functionality is predicated on the
comparison of two different flight plans: one carrying fuel as defined by the basic flight plan
inputs, the other carrying as much fuel as possible (subject to structural limitations such as
takeoff weight, landing weight, and fuel capacity). This feature requires the application of
certain parameters within the CADB and the Customer Airport Database (CAPDB).
To invoke the Single-Leg Tankering feature, enter one of the following options on the Options
command line:
TANK1
Fuel index tankering. JetPlan tankers fuel if certain criteria are met.
TANK1X
Fuel index tankering and analysis. JetPlan tankers fuel if certain

criteria are met. In addition, an analysis prints out at the bottom of the
flight plan. It includes the following: POD fuel index, POA fuel
index, aircraft database fuel index, and the dynamically computed
flight index. Also, if tankering is warranted, the tanker amount and
transport amount are printed.
TANK2
Fuel cost tankering. JetPlan tankers fuel if certain criteria are met.
TANK2X
Fuel cost tankering and analysis. JetPlan tankers fuel if certain criteria
are met. In addition, an analysis prints out at the bottom of the flight
plan. It includes the following: POD and POA information: fuel price,
fuel units, fuel currencies, and price/lb (or price/kg). A tanker cost
comparison is printed, and if tankering is warranted, the savings is
printed.
TANK3/TANK3X
Fuel cost tankering analysis. This option displays results for tankering
different amounts of fuel (20%, 40%, 60%, 80%, and 100%). This
option can be useful if you are deciding whether to tanker the
maximum amount of fuel or a lesser quantity.
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Fuel Index Tankering: TANK1 and TANK1X

If fuel price information is sensitive to your operations competitiveness, JetPlan allows you to
conceal actual fuel cost information by using a fuel index method for defining fuel price data.
The index method defines fuel prices relative to some standard, such as the cost of fuel at your
home base of operations. This enables you to specify fuel costs in a relative manner without
revealing the actual prices paid.
Database Requirements
Certain database parameters must be set before you can apply this method of the Single-Leg
Tankering feature. The following table lists the required (and optional) parameters.
Table 14-9
Fuel Index Tankering - Database Requirements
Parameter
Database
Information
Tanker Index (TI)
CADB
The Tanker Index value is a ratio that conveys

a measure of relative fuel prices (between the
departure and arrival stations) corrected for
time. This value may be different for each
aircraft in your fleet. When computing a flight
plan, JetPlan compares the TI value to the
dynamically calculated Flight Index (FI)
value. When the Tanker Index is less than or
equal to the dynamically computed ratio, fuel
tankering is warranted.
Optional
NOTE The Tanker Index value for each

aircraft must be determined by the operator. It
is generally arrived at through experimentation.
Theoretically, it is the point at which tankering
fuel is economically viable for a given
time/distance, when the fuel cost difference
(between the two airports departure and
arrival) is known.
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Table 14-9
Fuel Index Tankering - Database Requirements (continued)
Parameter
Database
Information
Fuel Index (FI)
CAPDB
The fuel index value for a particular station is

based on a fuel price standard (typically the
fuel price at your home base of operation).
Setting the standard to a fuel index value of
100 allows you to define other airport fuel
prices as a percentage increase or decrease
from the standard. For example, if an airport
has fuel prices 20% higher than the standard, it
can be given a fuel index value of 120 (100 +
20). If fuel prices are 6% lower, then the index
value is 94 (100-6).
Required.
A fuel index value must be set for every

airport used (departure or arrival) with this
feature.
Tanker Landing Weight (TL)
CADB
Optional
Limits the amount of fuel that can be tankered

based on a specific landing weight. For
example, assuming a tanker landing weight of
480,000 lbs, if the flights calculated landing
weight (without tankering) is 475,000 lbs, the
flight is limited to tanker 5,000 lbs extra fuel
(480,000 - 475,000).
This option does not affect the aircrafts max
landing weight.
Tanker Fuel Maximum (TM)
CADB
Optional
Sets a limit on the maximum amount of fuel to

tanker.
NOTE May be entered on an ad hoc basis
using the MAXT option on the Arrival Fuel
command line.
To set the CADB parameters, use the AC,CHG command.

Example:
01 OPTIONS AC,CHG,acfilename,TI=10.5,TL=152000,TM=12000
To set the CAPDB parameter, use the AP,CHG (or SAV) command.
Example:
01 OPTIONS AP,SAV,airportID,FI=150
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Flight Index
The method employed in Fuel Index tankering is simply to compare your preset Tanker Index
value to some other figure that measures the relative fuel prices between the departure and
arrival stations. This other figure is the Flight Index. The flight index is a value calculated
during the flight plan computation. It is derived from the fuel index values set for the departure
and arrival airports in your CAPDB and the calculated flight time.
The Flight Index value is dynamically calculated using the following formula:
FI = (AI - DI) / T
where:
FI = Flight Index
AI = POA fuel index (stored in your CAPDB)
DI = POD fuel index (stored in your CAPDB)
T = Flight time, in hours (from the flight plan computation)
Decision to Tanker
When the dynamically calculated Flight Index is greater than the Tanker Index stored in your
CADB record, fuel tankering is applied to the flight plan calculation. JetPlan automatically
recomputes the flight plan to tanker the maximum amount of fuel from the POD to the POA
without violating any structural limits (or specified tankering thresholds).
If the TANK1X option is specified, JetPlan provides extended information that shows the
respective airport fuel index data at the bottom of the flight plan. When tankering is warranted,
JetPlan prints out both the tanker amount and the transport amount (the amount necessary to
carry the extra tanker weight).
The following examples illustrate the extended information supplied by the TANK1X option.
Example:
In this example, the output suggests that tankering is warranted because the flight index (FLTI) is greater than the tankering index (A/C-I). The amount of fuel tankered is shown, as well as
the amount of fuel needed to carry the extra weight (transport fuel).
TANK 1:
POD-I
130.00
POA-I
180.00
February 19, 2015

FLT-I
029.41
A/C-I
010.50
TANKER
068404
TRANSPORT
004179
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Example:
In this example, tankering is not warranted because the flight index (FLT-I) is less than the
tankering index (A/C-I):
TANK 1:
POD-I
180.00
POA-I
130.00
FLT-I
-027.50
A/C-I
010.50
TANKER
000000
TRANSPORT
000000
In performing the analysis, JetPlan preserves the user-specified payload. Hence, the value
must be known when the flight plan is requested. Therefore, the Single-Leg Tankering feature
is only valid in the Arrival Fuel Case scenarios.
Maximum Tanker Value

If you wish to cap the amount of fuel tankered to a maximum quantity, you can set the Tanker
Fuel Maximum parameter (TM) in your CADB record or use the MAXT option. The MAXT
option is applied to the individual flight plan on the Arrival Fuel command line.
Example:
16 POA FUEL A0,I,MAXT=6000
Explanation: For this flight, the maximum amount of fuel that can be tankered is set to 6,000
lbs/kgs.
NOTE The TM parameter setting would be a more permanent solution if that is what
you need.
Fuel Cost Tankering: TANK2, TANK2X, TANK3, and

TANK3X Options
The fuel cost tankering option assumes that fuel prices are known to JetPlan. It is based on the
concept of a tankering cost threshold, where you define the minimum amount of monetary
savings that must be achieved before JetPlan tankers extra fuel.
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Database Requirements
The fuel cost method requires certain database parameters to be set before applying this
option. The following table lists the required (and optional) parameters:
Table 14-10
Fuel Cost Tankering - Database Requirements
Parameter
Database
Information
Tanker Threshold (TT)
CADB
The Tanker Threshold value sets the minimum

savings before tankering extra fuel is
warranted. Any calculation which arrives at a
figure that is less than the tanker threshold
value defines a no tanker situation.
Required
For example, assuming a tanker threshold of

$100, JetPlan only tankers fuel when the
tankering plan produces a savings of $100 or
more over the non-tankering flight plan.
The default value is zero, meaning any
tankering amount that saves money is
warranted.
Tanker Currency (TC)
CADB
Required
The tanker currency code is the ISO code that

defines the monetary unit you wish to use.
Any fuel savings/shortfall printed in the
extended information at the end of the flight
plan is in this currency.
NOTE A list of codes and exchange rates can
be found using the option, JPIII, on the Options
command line.
Tanker Landing Weight (TL)
CADB
Optional
Limits the amount of fuel that can be tankered

based on a specific landing weight. For
example, assuming a tanker landing weight of
480,000 lbs, if the flights calculated landing
weight (without tankering) is 475,000 lbs, the
flight is limited to tanker 5,000 lbs extra fuel
(480,000 - 475,000).
This option does not affect the aircrafts max
landing weight.
Tanker Fuel Maximum (TM)
CADB
Optional
Sets a limit on the maximum amount of fuel to

tanker.
NOTE May be entered on an ad hoc basis
using the MAXT option on the Arrival Fuel
command line.
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Table 14-10
Fuel Cost Tankering - Database Requirements (continued)
Parameter
Database
Information
Fuel Price (FP)
CAPDB
Defines the cost of fuel at the individual

airport. This must be set for the departure and
arrival station. This value needs to be in line
with the specified Fuel Currency (FC) code.
Required
Fuel Price equates to the non-bonded price

that includes all taxes and fees required for
domestic flights (as opposed to the bonded
fuel price that can be used for international
flights. See Bonded Fuel Price below).
Bonded Fuel Price (BP)
CAPDB
Tankering calculations. Bonded Fuel Price is

the domestic (non-bonded) price minus any
taxes and customs fees. Under certain
circumstances, taxes and customs fees may be
avoided if a flight can be classified as
international.
CAPDB
Defines the ISO currency unit by which the

fuel is purchased. This code needs to be in line
with the specified Fuel Price (FP) setting.
Optional
Fuel Currency (FC)

Required
NOTE A list of codes and exchange rates can

be found using the option, JPIII, on the Options
command line.
Fuel Units (FU)
CAPDB
You can set this to gallons (GAL) or liters

(LTR). The default is GAL.
CAPDB
Fuel density is automatically assumed to be

6.70 lbs/gal unless specified otherwise with
this parameter.
Optional
Fuel Density (FD)
Optional
NOTE All volume/weight/price calculations

are performed automatically by JetPlan.
Differing currency code/fuel units can be used
for different airports.
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Table 14-10
Fuel Cost Tankering - Database Requirements (continued)
Parameter
Database
Information
Bonded Fuel Indicator
City Pair
(CPDB)
NOTE This parameter is used only by certain

front-end dispatch software applications.
Contact your Jeppesen account manager for
more information.
BFI
ex. BFI=B
ex. BFI=NB
Indicates a default the system uses when

determining the fuel price (bonded or nonbonded) to use in cost index and tankering
analysis for the city pair. This indicator can be
overridden on the flight plan request via the
flight planning front end. The fuel price types
are defined as followed:
Bonded The Bonded fuel price is
equivalent to the domestic (Non-Bonded)
fuel price minus any taxes and customs
fees, which can be avoided if a flight can
be classified as International from a tax
perspective.
Non-Bonded The Non-Bonded fuel
price is equivalent to the cost at the
pump in either USD/Gallon or in the
users currency/users units and includes
all applicable federal, state, and local
taxes.
Input values:
B Bonded Fuel
N Non-bonded Fuel (the default)
To set the CADB parameters, use the AC,CHG command.

Example:
01 OPTIONS AC,CHG,acfilename,TT=250,TC=USD,TL=152000,TM=12000
To set the CAPDB parameter, use the AP,CHG (or SAV) command.
Example:
01 OPTIONS AP,SAV,airportID,FP=1.50,FC=USD,FU=GAL,FD=6.75
Decision to Tanker
JetPlan compares the cost of acquiring the tanker fuel at the POD (including the cost of the
fuel needed to transport the tanker fuel), to the cost of acquiring fuel (the tankered amount) at
the POA. The total cost determination is calculated using the following formula:
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TC = ((TF + KF) x Pd) - (KF x Pa)

where:
TC = Total fuel cost.
TF = Trip fuel. The fuel necessary to fly from POD to POA.
KF = Tanker fuel. The amount of fuel to be tankered (including transport
fuel).
Pd = Fuel price at POD. The fuel price may be bonded or non-bonded.
Pa = Fuel price at POA. The fuel price may be bonded or non-bonded.
If the total cost of the tankering plan is lower than the non-tankering plan, then the tankering
plan is selected. JetPlan automatically recomputes the flight plan to carry the extra fuel.
TANK2/TANK2X Options
If the TANK2X option is specified, JetPlan prints out the cost comparison at the bottom of the
flight plan and shows the determining figure (savings or loss). This extended information
includes a tanker fuel value (positive or negative) whether a savings is realized or not.
Example:
In the following examples, tankering and output of the cost comparison are requested. JetPlan
uses the Fuel Price (non-bonded) value set in the CAPDB unless you specify otherwise.
01 OPTIONS FP,TANK2X
02 POD RKSS
03 POA RJAA
In the CADB, the Tanker Currency parameter is set to USD, and the Tanker Threshold is set to
$50.00. In this case, the cost comparison indicates that tankering is warranted.
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TANK2 INPUT:
FUEL PRICE
FUEL UNIT
FUEL CURRENCY
PRICE/LB (USD)
RKSS
1303.00
GAL
KRW
00.2477
RJAA
0234.00
GAL
JPY
00.3358
COST COMPARISON:
TANKER EXTRA
TRANSPORT
TOTAL FUEL
FUEL COST (USD)
THRESHOLD
060126
003711
063837
015815
060126
0
060126
020192
SAVINGS =
+004377 (USD)
50 (USD)
SAVINGS = 000146 (USD) PER TON
EXCHANGE RATES RELATIVE TO USD:

KRW
JPY
USD
0785.0000
0104.0000
0001.0000
Example:
In the following case, the cost comparison indicates that tankering is not warranted. The
Tanker Currency parameter (TC) in the CADB is set to USD.
TANK2 INPUT:
FUEL PRICE
FUEL UNIT
FUEL CURRENCY
PRICE/LB (USD)
RJAA
0234.00
GAL
JPY
00.3358
RKSS
1303.00
GAL
KRW
00.2477
COST COMPARISON:
TANKER EXTRA
TRANSPORT
TOTAL FUEL
FUEL COST (USD)
THRESHOLD
062245
003228
065473
021987
062245
0
062245
015421
SAVINGS =
-006566 (USD)
50 (USD)
SAVINGS = 000000 (USD) PER TON
EXCHANGE RATES RELATIVE TO USD:

JPY
KRW
USD
0104.0000
0785.0000
0001.0000
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In performing the tankering analysis, JetPlan preserves the user-specified payload. Hence, its
value must be known when the flight plan is requested. Therefore, the Single-Leg Tankering
feature is valid only in the arrival fuel case scenario.
NOTE The Savings figure in the fuel cost tankering output prints out a negative or
positive value. In addition, the Savings figure is listed on a per tonne basis if the
standard weight unit used is kilograms rather than pounds.
TANK3/TANK3X Options
The TANK3 and TANK3X options are similar to TANK2 and TANK2X, except that in
addition to running the tankering analysis for the maximum tankered fuel (limited either by the
structural and capacitive limits of the aircraft or by the POA departure fuel in Multi-Sector
Tankering), cost analyses are also run on five different percentages (100%,80%,60%,40% and
20%) of the maximum tankered fuel.
JetPlan first calculates 100% tankering that is the same as in the TANK2/TANK2X options,
and then reduces the tankering amount by 20% until 20% of total tankering is reached. The
corresponding extra time, extra fuel to carry, and profit are calculated for the different
percentages of tankering. The optimum amount is determined based on profit/loss analysis.
TANK3 and TANK3X provide analysis only; no fuel is uplifted.
Example:
The following example shows the output of the TANK3 cost comparison.
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ECONOMICS OF CARRYING EXTRA FUEL
EXTRA TIME
EXTRA FUEL
FUEL TO CARRY
PROFIT/LOSS
MAX
0035
001353
000080
000014
80PC
0028
001082
000064
000011
60PC
0021
000812
000048
000009
40PC
0014
000542
000031
000006
20PC
0007
000271
000015
000004
OPT
0035
001353
000080
000014
TANKERING ANALYSIS
TANKERING CRITERIA
00010.7142
FUEL COST DIFFERENCE
00.0391
OPTIMUM TANKERING AMOUNT
001353
ESTIMATED ENDURANCE TIME
0035
ADDITIONAL B/O DUE TANKERING
000080
AT 100.0PC MAX. TANKERING
REQUEST NO. 4122
Using Bonded Fuel Prices in Tankering Calculations

If you have defined a Bonded Fuel Price value for an airport in the CAPDB, you can use it in
the tankering calculation.
Example:
OPTIONS FP,TANK2X
02 POD KSEA,FI=B
03 POA KPHX
Explanation:
To specify use of the bonded fuel price, enter FI=B for the appropriate airport.
You can also use the G option in the Flight Brief database to create a Flight Brief record that
specifies which CAPDB fuel price (bonded or non-bonded) is to be used for flight plans with a
specific flight number or other key parameters. For more information see Chapter 34, Flight
Brief Database.
In addition, certain front-end flight planning applications allow you to use the Bonded Fuel
Indicator parameter in the CPDB to determine the default fuel price used in tankering analysis
for the city pair. For more information, see Database Requirements on page 433.
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If you want to override the use of the non-bonded fuel price on a given flight plan, you can
enter FI=NB for the airport.
OPTIONS FP,TANK2X
02 POD KSEA,FI=B
03 POA KPHX,FI=NB
Maximum Tanker Value

See Maximum Tanker Value on page 432.
Tanker Limiting Factors

When determining the tanker amount, JetPlan must check a variety of factors to ensure that
certain defined limits are not exceeded. These limits can be either the structural limits of the
aircraft, such as the maximum takeoff and landing weights and the maximum fuel capacity, or
the user-specified limits set in the databases and/or on the plan request itself.
For tankering plans run with the TANK2X option, the factor that limits the amount of extra
fuel carried is automatically reported at the end of the extended information output (after the
Exchange Rate information). The following table lists all of the possible limiting factors.
Table 14-11
Tanker Limiting Factors Output Messages
Tanker Restriction
Explanation
Max Takeoff Weight xxxxxx lbs/kgs
The tankered amount was limited by the maximum

takeoff weight setting (TO parameter) in the CADB.
(ACDB)
Max Landing Weight xxxxxx lbs/kgs
(ACDB)
Fuel Capacity xxxxxx lbs/kgs
(ACDB)
Tanker Landing Weight xxxxxx lbs/kgs
(ACDB)
Max Tanker Fuel xxxxxx lbs/kgs
(ACDB)
(Dispatch)
(Dispatch)
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landing weight setting (LA parameter) in the CADB.
fuel capacity setting (FC parameter) in the CADB.
The tankered amount was limited by the tanker
landing weight setting (TL parameter) in the CADB.
The tankered amount was limited by the tankering
maximum setting (TM parameter) in the CADB.
The tankered amount was limited by the MAXT input
entered on the POA Fuel command line.
The tankered amount was limited by the LA input
February 19, 2015


Table 14-11
Tanker Limiting Factors Output Messages (continued)
Tanker Restriction
Explanation
The tankered amount was limited by the TO input

(Dispatch)
(Dispatch)
The tankered amount was limited by the sector fuel

requirement (PN option) entered on the POA Fuel
command line.
NOTE

(MEL)
(MEL)
Fuel Capacity xxxxxx lbs/kgs
(MEL)
See Multi-Sector Tankering in this chapter.

takeoff weight setting (TO parameter) in the Customer
MEL Database.
landing weight setting (LA parameter) in the
Customer MEL Database.
fuel capacity setting (FC parameter) in the Customer
MEL Database.
NOTE The display of the Tanker Limiting Factor output is also available with the
TANK2 option. However, you must have your output format modified (a simple
keyword addition) to include this information. This feature does not apply to the
TANK1 or TANK1X options.
Fuel Savings Calculations

The monetary savings for both Single-Leg Tankering methods may be calculated as follows:
S = (M1 - M2)
where:
S = Savings
M1 = The money needed to attain the net amount of fuel transported from
the POD, at the POA price.
M2 = The money needed to attain and transport the net amount of extra fuel
delivered to the POA via use of the Single-Leg Tankering feature.
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M1 = Net x FPa
M2 = (Net + Tr) x FPd
where:
Net = Net amount of fuel transported to the POA as reported by JetPlan
when Single-Leg Tankering is invoked.
Tr = Extra fuel required to transport the Net amount to the POA as reported
by JetPlan when Single-Leg Tankering is invoked.
FPa = Actual fuel price (per pound or kilo) at the POA.
FPd = Actual fuel price (per pound or kilo) at the POD.
NOTE In the fuel index-based tankering scenario, actual fuel prices are withheld
from JetPlan due to the sensitive nature of this data. In these cases the Net and Tr
figures give you the information required to compute the actual fuel savings in their
own monetary units.
Multi-Sector Tankering
Multi-sector tankering refers to transporting enough tanker fuel on the departure leg of a
turnaround flight operation so as to avoid refueling the aircraft for the return leg.
One way JetPlan supports this concept is through the use of the MAXT option, which is
applied on the POA Fuel command line. By entering a maximum tankering fuel quantity on
the departure leg flight plan enough to meet the departure fuel requirements for the return leg
(for example, MAXT=50000) you provide reasonable assurance to the flight operation for
the return trip. Unfortunately, this is awkward because the return leg flight plan must be run
first (to determine the fuel requirements) before the outbound leg can be properly supplied
with accurate information.
A simpler method for ensuring enough tanker fuel for a second flight is 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.
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To use this feature, run the return (or second) leg plan first and note the plan transaction
number (found at the bottom of the computed output). Then, enter the inputs for the outbound
plan and include the return leg plan number. This is done with a secondary input on the POA
Fuel command line.
Example:
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:
16 POA FUEL A0,D45,PN=4386,MAXT=23000
Explanation: In this example, assuming plan number 4386 has a departure fuel of 22560, the
plan amount is tankered because it is less than the MAXT value. If the plan number value is
more than the MAXT value, then the MAXT value would be tankered.
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Automatic Weight Reiteration

The automatic weight reiteration option (autoweight) instructs JetPlan to recalculate the flight
plan if one or more of the aircrafts structural limits is exceeded. JetPlan attempts several
iterations to produce a valid plan. If all recalculations prove unproductive, JetPlan finally
returns an error message that explains the problem. The AW option is entered on the Options
command line (for example, FP,AW).
Example:
01 OPTIONS FP,RC,AW,CS/JD123,CPT/S RAWLUK,DSP/S LEE,.FLT123/15.
NOTE If you want this feature applied all the time, the AW option can be stored in
your ID/Attribute record.
The following sections illustrate the standard iteration process of the autoweight feature. The
examples show the basic internal flow JetPlan uses to recalculate flight plans which have
exceeded a fuel/weight limit. Each flight case/load factor is examined individually with the
original flight plan inputs shown, followed by the subsequent internal iterations.
NOTE You may request that Jeppesen set your autoweight function in a nonstandard manner, where payload is maintained and extra fuel is the factor that is
adjusted. The examples below do not cover non-standard scenarios. Contact your
Jeppesen account manager for assistance.
Arrival Fuel Case

Example:
14 PAYLOAD XXXXXX or ZF
16 POD OR POA FUEL AXXXXX,(RES)
If plan exceeds landing weight (XLW), then:

Example:
14 PAYLOAD W
16 POD OR POA WT AM,(RES)
If plan exceeds max fuel (XMF), then:
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Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,(RES)
If plan exceeds takeoff weight (XTW), then:

Example:
14 PAYLOAD W
16 POD OR POA WT DM,(RES)
If plan exceeds zero fuel weight (XZFW), then:

N/A
If plan needs more burnable fuel (MBF), then:
N/A
Arrival Weight Case

Example:
14 PAYLOAD W or ZW
16 POD OR POA WT AXXXXXX,(RES) or AM,(RES)
If plan exceeds takeoff weight (XTW), then:

Example:
14 PAYLOAD W
If plan exceeds max zero fuel weight (XZFW), then:

Example:
14 PAYLOAD ZW
- or 16 POD OR POA WT AXXXXXX,(RES)
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Example:
14 PAYLOAD F

N/A
N/A
Departure Fuel Case

Example:
14 PAYLOAD XXXXX or ZF
16 POD OR POA FUEL DXXXXXX,(RES) or DM,(RES)

Example:
14 PAYLOAD W

Print error and stop
If plan exceeds zero fuel weight (XZFW), then:
N/A
N/A
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Departure Weight Case

Example:
14 PAYLOAD W or ZW
16 POD OR POA WT DXXXX,(RES) or DM,(RES)

Example:
14 PAYLOAD W
If plan exceeds max zero fuel weight (XZFW), then:

Example:
14 PAYLOAD ZF

Example:
14 PAYLOAD F

Example:
14 PAYLOAD F

Print error and stop
Reclear Flight Plans And Landing Burnoff

The following items are pertinent to reclear flight plans when the automatic weight reiteration
feature is invoked:
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LBO formats
The landing burnoff calculation takes precedence over the automatic

weight recalculation. If one or both of the reclear flight plans exceed
the maximum landing weight, the excess weight is printed out as fuel
to be burned off in order to lower the landing weight to the maximum
landing weight.
Non-LBO formats
The automatic recalculation feature allows JetPlan to calculate and

output reclear flight plans which would otherwise produce an exceed
landing weight (XLW) error. In this case, the following statement is
printed under the affected reclear flight plan(s).
*** WARNING LBO ASSUMED IN LANDING WEIGHT
CALCULATION *** 003456
Long range flight planning considerations for maximum payload: the first flight plan is
recalculated based on the maximum fuel capacity if a 2 HEAVY or an XMFXXXXXX
error is generated without the automatic weight reiteration feature. However, the reclear plans
are calculated based on the maximum or specified takeoff weight if this gives a greater
payload.
Flight plan initially requested with inputs similar to the following inputs:
Example:
14 PAYLOAD ZW
- or 14 PAYLOAD ZF
If JetPlan calculates a 2 HEAVY or XMFXXXXXX error, then the flight plan is

automatically recalculated based on the following input.
Example:
14 PAYLOAD F
16 POD OR POA FUEL DM,I
The reclear flight plans may be recalculated using the maximum takeoff weight (or specified
takeoff weight) if this results in a higher payload than using a maximum fuel case.
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Example:
14 PAYLOAD ZW
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C HAPTER 15
Fuel Off/On and Payload

Off Commands
Fuel Off/On and Payload Off Commands

Overview
Overview
You can use the RF flight plan option to offload or onload fuel and to offload payload (cargo)
at one enroute waypoint. When you include the RF option on the 01 Options command line,
JetPlan automatically displays the 15 FUEL OFF/ON prompt, so you can provide the
waypoint and fuel or payload value. The following paragraphs describe these options in more
detail.
NOTE
The RF flight plan option does not support onloading payload.
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Offloading and Onloading Fuel

The RF flight plan option enables you to offload or onload fuel at one enroute waypoint.
Offloading Fuel
On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a
comma and the fuel offload value expressed in hundreds of pounds or kilograms, depending
on your weight measure preference. Always precede the offload fuel value with a minus sign.
For example, -030 indicates that you want to offload 3,000 pounds (or kilograms) of fuel.
Example
Explanation: This example illustrates using the RF option to offload 5,000 pounds (or
kilograms) of fuel at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,-050
Onloading Fuel
On the Fuel Off/On command line, type the name of the enroute waypoint, followed by a
comma and the fuel onload value expressed in hundreds of pounds or kilograms, depending on
your weight measure preference. For example, 030 indicates that you want to onload 3,000
pounds (or kilograms) of fuel.
Example
Explanation: This example illustrates using the RF option to onload 5,000 pounds (or
kilograms) of fuel at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,050
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Offloading Payload
You can also use the RF flight plan option to offload payload. The process of offloading
payload is just like the process of offloading fuel described on page 454, except that the letter
P must precede the offload payload value. For example, P-020 indicates that you want to
offload 2,000 pounds (or kilograms) of payload.
Example
Explanation: This example illustrates using the RF option to offload 5,000 pounds (or
kilograms) of payload at the AVE waypoint.
01 OPTIONS FP,RF
15 FUEL OFF/ON AVE,P-050
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C HAPTER 16
Departure and Arrival

Bias Commands
Departure and Arrival Bias Commands

Overview
Overview
JetPlan provides several ways to bias the results of a flight plan. Most of the bias options may
be invoked for a specific flight by entering a value in the flight plan request. Of these options,
several have duplicate parameters in various customer databases that may be set for a more
permanent application.
Among the options available for biasing a flight are the departure and arrival biases that may
be set on the Climb Bias command line and the Descent Bias command line.These command
lines are Questions 18 and 19 in JetPlan line mode.
There are three types of departure and/or arrival biases: fuel, time, and distance. Each type
may be entered alone or combined with the other biases. If entering more than one bias value,
the order is not a concern. Typically, a multi-type departure or arrival bias input would be
entered as shown in the example below.
Example:
18 CLIMB FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias
19 DESCENT FUEL,TIME,DIST BIAS fuel bias,time bias,distance bias
Departure and Arrival Biases and the Customer

Aircraft Database
Fuel, time, and distance biases for the climb and descent phases of flight may be set in the
Customer Aircraft database (CADB). The parameters AB and DB accept settings that address
all three types of biases. When a CADB record is entered on the A/C Type/Regn command
line, the bias settings in the database are used, and prompts for Questions 18 and 19 are not
displayed.
You may add to the CADB record settings by using the @ command at any question prompt to
call up Questions 18 and 19. For example, entering @18 takes you to the Question 18 prompt.
Inputs on these command lines add to the database settings for the flight plan. For example, if
a Departure Distance Bias of 100 nm is stored in the CADB, and a Question 18 command line
Departure Distance Bias (Climb Bias) of 100 nm is entered, the total Departure Distance bias
applied to the flight plan is 200 nm. For more information on databases and biases, see
Combining Bias Inputs on page 465. For more information on Flight Plan shortcuts, see
Chapter 2, Option Commands.
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Climb/Descent Biases
The following sections review each bias type for the climb and descent phases of flight.
Climb/Descent Fuel Biases

When a fuel bias value is entered, there is a cost of carrying extra fuel weight that must be
considered in the flight plan calculation. In the case of a departure bias, the fuel totals for the
climb portion of the flight are not only increased by the bias amount, but also by the amount
necessary to carry the extra fuel. For example, a particular aircraft with a departure bias of
1,000 lbs may require an additional 30 lbs to carry it to TOC. In the case of an arrival bias, the
same holds true, except that the descent fuel total is increased by both the bias and the penalty
amount. Likewise, the fuel total for the enroute cruise portion of the flight is also affected
negatively.
NOTE The contention of an added fuel weight penalty can be proven by comparing
arrival case flight plans calculated with and without a bias. Use a format which does
not round-off segment fuel burn, such as the ZJ6 format, for this test.
To add a fuel bias to the climb and/or the descent phase of the flight, enter the letter, F,
followed by the fuel amount (in lbs or kgs) on the Bias command line.
Example:
Explanation: A departure fuel bias of 1,000 lbs/kgs.
18 CLIMB FUEL,TIME,DIST BIAS F1000
Explanation: An arrival fuel bias of 1,000 lbs/kgs.

19 DESCENT FUEL,TIME,DIST BIAS F1000
Climb/Descent Time Biases

When a departure time bias is entered, the amount is added to the climb table time. In turn, it is
also added to the cruise and descent time totals.
When an arrival time bias is entered, the amount is added to the descent table time. In turn, it is
also added to the climb and cruise time totals.
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To add a time bias to the climb and/or the descent phase of the flight, enter the letter, T,
followed by a time value (in minutes) on the Bias command line.
Example:
Explanation: A departure bias of 10 minutes.
18 CLIMB FUEL,TIME,DIST BIAS T10
Explanation: An arrival bias of 10 minutes.

19 DESCENT FUEL, TIME, DIST BIAS T10
Climb/Descent Distance Biases

Distance biases affect the flight in a very specific way, depending on the computed distance
between the station (departure or arrival), the Top of Climb (TOC) or Top of Descent (TOD)
point, and the closest waypoint to the station. For this reason, the two flight phases (climb and
descent) are discussed separately.
Climb Distance Biases

When a climb distance bias is entered, the departure airport is extended from the first
waypoint by the bias amount. This bias value does not change the distance to Top of Climb
(TOC), but it does add the bias amount to the total flight plan distance.
Three climb bias scenarios are discussed below. In the first scenario, TOC occurs before the
first waypoint. In the second scenario, TOC occurs after the first waypoint. In the third
scenario, a percent or integer bias is applied to the climb distance to flatten the climb profile
without adding additional distance to the flight plan.
NOTE In order to flatten a climb profile without adding distance to the flight plan, the
distance bias must be entered on the Cruise Mode command line instead of the Climb
Fuel, Dist, Time Bias command line. See Chapter 11, Cruise Mode Commands.
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Climb Bias - TOC Before First Waypoint

To illustrate the first scenario, assume a particular flight plan computes a 70 nautical mile (nm)
distance between the departure station and TOC. It is another 30 nm to the first waypoint.
Thus, the total distance to the first waypoint is 100 nm.
Waypoint #1
TOC
POD
70
30
100
If a 50 nm climb distance bias is entered:

Example:
18 CLIMB FUEL,TIME,DIST BIAS D50
The departure airport is extended 50 nm from the first waypoint; hence, it is now 150 nm to
the first waypoint. Since TOC still occurs after 70 nm, the distance between TOC and the first
waypoint is now 80 nm an increase of 50 nm.
Waypoint #1
TOC old
TOC
POD
(distance bias)
70
50
70
30
80
150
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Climb Bias - TOC After First Waypoint

To illustrate the second scenario, assume a particular flight plan computes a 70 nm distance
between the departure station and TOC. The first waypoint is 10 nm from the departure airport
and the second waypoint is 100nm from the departure airport. The distance between the first
waypoint and TOC is 60 nm, and the distance from TOC to the second waypoint is 30 nm.
Waypoint #2
TOC
Wa ypoint #1
POD
10
60
30
70
100
If a 50 nm departure bias is entered (see previous example), the departure airport is extended
50 nm from the first waypoint; hence, it is now 60 nm to the first waypoint. Since TOC still
occurs after 70 nm, the distance between the first waypoint and TOC is now 10 nm. The
distance between TOC and the second waypoint is now 80 nm an increase of 50 nm.
Waypoint #1
Waypoint #2
TOC old
TOC
10
POD
(distance bias)
70
50
70
30
80
150
Climb Bias - Flattening Climb Profile

To illustrate the third scenario, use the waypoint and TOC distances from the second scenario.
In this scenario, however, the desired result is to flatten the climb profile without adding
distance to the flight plan. This is accomplished by biasing the climb distance either by a
percentage or an integer amount of the normal climb distance. For this illustration, the climb is
biased by an additional 20 nm.
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This is the profile without the additional 20 nm bias:

Waypoint #2
TOC
Wa ypoint #1
POD
10
60
30
100
When the climb profile is flattened by 20 nm, TOC occurs 20 nm further down the route of
flight. No other distances, relative to the non-biased profile, are changed. Thus, the distance
between the first waypoint and TOC is now 80 nm instead of 60 nm, and the distance between
TOC and the second waypoint is now 10 nm instead of 30 nm. The total distance from the first
and second waypoint do not change.
Example:
11 CRZ MODE
M85,CD=20
TOC
TOC old
Wa ypoint #1
Waypoint #2
20
(distance bias)
POD
80
10
10
100
Descent Distance Biases

When a descent distance bias is entered, the arrival airport is extended by the amount of the
bias from the last waypoint before Top of Descent (TOD). It does not change the distance
between TOD and the arrival airport. However, it does add the bias amount to the total flight
plan distance.
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To illustrate an arrival distance bias, assume a particular flight plan computes a 120 nm
distance between TOD and the arrival airport. Without an arrival bias, it is 10 nm from a
waypoint to TOD. It is 60 nm from TOD to the last waypoint, and it is another 60 nm from the
last waypoint to the arrival airport.
Waypoint X
TOD
Wa ypoint Y
10
60
POA
60
120
If a 50 nm descent distance bias is entered...

Example:
19 DESCENT FUEL,TIME,DIST BIAS D50
The waypoint preceding TOD (Waypoint X) is now 60 nm to TOD. Now it is only 10 nm from
TOD to the next waypoint, and it is 110 nm from this waypoint to the arrival airport. The total
distance from TOD to the airport has not changed.
Waypoint X
TOD old
10
TOD
Waypoint Y
60
60
60
50
POA
(distance bias)
10
110
120
Combining Bias Inputs

Departure and arrival biases may be combined to comply with your operational requirements.
Illustrated below are examples of combining bias inputs.
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Example:
Explanation: Departure biases of 1,000 lbs/kgs, 10 minutes time, and 30 nm distance.
18 CLIMB FUEL,TIME,DIST BIAS F1000,T10,D30
Explanation: Arrival biases of 750 lbs/kgs fuel, 5 minutes time, and 10 nm distance.
19 DESCENT FUEL,TIME,DIST BIAS F750,T5,D10
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Interaction Between Bias Database Settings
Interaction Between Bias Database

Settings
As stated previously, certain biases can be set in particular customer databases to produce the
expected results anytime the database file is applied in a flight plan request. There are bias
parameters in the MEL Database, the CADB, the Route Database (CRDB), and the Schedule
Database (CSDB).
NOTE The biases set in the Schedule database are typically those biases applied in
a flight plan request on an ad hoc basis. Therefore, these biases are not really
parameter settings as much as they are previously stored flight plan request settings.
The following rules define the interaction between bias settings in different databases when
applied to a flight plan request.
NOTE Typically, ad hoc bias inputs (those inputs for a single plan request) are
generally cumulative to any database setting.
When both a CADB file and a CSDB file are entered into a flight plan
request on the Options command line, the biases stored in the CADB file are
added to the biases in the CSDB file. The CADB bias information does not
override or delete the CSDB bias information.
Example:
01 OPTIONS SC,FLT,SKEDDB,$ACFTDB, (plus any other inputs)
When a CADB file is entered on the Aircraft Type command line, the biases
stored in the CADB file override any biases built into a CSDB file. This
includes the case where the CADB file contains no bias information at all. In
this case, no bias information is passed to the flight plan request.
Example:
01 OPTIONS SC,FLT,SKEDDB
10 A/C TYPE/REGN $ACFTDB
11 CRUISE MODE LRC
When a CADB file and a MEL database file containing bias information are
used in the same flight plan request, the bias values from the MEL database
are added to the corresponding bias values in the CADB to produce a sum
bias amount that might be more than anticipated. For example, if a CADB
file has a fuel flow bias (such as the Holding Fuel Flow parameter, HF) of
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Interaction Between Bias Database Settings
2.5% and a MEL file has a fuel flow bias of 1.3%, the total fuel flow bias for
the flight plan if both database files are applied, is 3.8% (albeit for the
Holding portion of the flight calculation).
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C HAPTER 17
Message Commands
Message Commands
Creating Messages
Creating Messages
JetPlan provides a messaging capability which allows you to compose a textual message for
transmission by itself or as part of a package of products from JetPlan. (For information on
transmitting messages (or any other non-graphic JetPlan product), see Chapter 18, Forward
Plans and Messages.)
To invoke 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.
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Message Commands
Creating Messages
Packaging JetPlan Products in Messages

Previously composed message transactions, flight plans, and weather briefings (any nongraphic JetPlan product) may be appended to any new message transaction by using the
/INCLUDE option. To do this, type the input, /INCLUDE ####, on any message input line.
The value after the /INCLUDE option is a JetPlan product transaction number. Finish the new
message by pressing ENTER on the next empty input line. The saved message is whatever text
is written and the contents of the referenced inclusions. You can print the new message to see
all of the contents or transmit the message as a package of information.
For example, assume you have computed a flight plan (transaction #1450) and a weather
briefing (#1477) and now want to package these products within a new message. Use the
/INCLUDE option to reference those products as inclusions to the new message.
Example:
01 OPTIONS MG
1- ATTN DEN GATE AGENT
2- FROM SMITH/JFK DISPATCH
3- PLEASE DELIVER FOLLOWING FLT PLN
4- AND WX BRIEF TO FLT CREW FOR JD123
5- REGARDS SMITH
6- /INCLUDE 1450
7- /INCLUDE 1477
8- <ENTER>
COMPLETED
To print the contents of message transaction #1520, use the Print (transaction) Number
command on the Options command line.
Example:
01 OPTIONS PN1520
The contents of message #1520 shows whatever text message you created plus the contents
(output) from flight plan #1450 and weather briefing #1477.
Likewise, when message #1520 is forwarded via a communications network (for example,
SITA or AFTN), the text message, flight plan, and weather briefing are transmitted as a
package of information.
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Message Commands
Creating Messages
Combining Products Using the MG Option

Similar to the /INCLUDE option described above, you may append a message to the end of
another JetPlan non-graphic product, such as a flight plan, by adding the transaction number of
that product to the MG command and then typing your message.
NOTE Appending a text message to the end of another product tends to result in the
message being overlooked. Hence, the /INCLUDE option is a better method for
packaging products.
To add a message to the end of a flight plan (or other product), type the MG command
followed by the plan (or other product) transaction number (and then type your message).
Example:
01 OPTIONS MG9222
02 ENTER MESSAGE
1- PLEASE HOLD FOR CAPT. RUDY WITH JDI AIRWAYS
2- REGARDS
3- SMITH / JFK DISPATCH
4- <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.
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Message Commands
Creating Messages
Message No Number - MGNN

You may suppress the message transaction number by adding the No Number option, NN,
to the MG command. This option is useful with certain message trafficking facilities that lack
the capability to recognize JetPlan transaction numbers. Eliminating the transaction number
allows these facilities to process transmitted messages without getting stuck on
unrecognizable numbers. A transaction number is still created, but is not displayed when the
message is printed or forwarded.
Example:
01 OPTIONS MGNN
1- 5GL SA 2250 M60 BKN 95 OVC 7RW- 170/64/61/2406/003/RB35
2- <ENTER>
COMPLETED
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C HAPTER 18
Forward Plans and

Messages

Overview
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
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AFTN, ARINC, and SITA Designators and Priority Codes
AFTN, ARINC, and SITA Designators and

Priority Codes
The designators for the AFTN, ARINC, and SITA networks are option commands that define
the service by which data is to be transmitted. These designators are the opening input on the
Options command line. The designator input is typically followed by the transaction number
of the product you wish to transmit, the priority code, and the network address or addresses to
which the product is to be sent.
Example:
01 OPTIONS NetworkDesignator(xactn #),PriorityCode Address1 Address2
NOTE If you specify more than one line of network addresses (destinations), the
current line must end with a space followed by a comma, and the next line must begin
with a space. You can begin the next line with the letter A, followed by a space, to be
consistent with flight plan filing.
The table below shows the network designators for AFTN, ARINC and SITA.
Table 18-1
Network Designators (AFTN, ARINC, SITA)
Command
Network
AF
AFTN
AR
ARINC
SI
SITA
Priority codes define the timeliness of the transmission (how quickly the data or message
reaches the destinations). SITA and ARINC have priority codes in common, AFTN accepts
slightly different priority codes. These codes and their definitions are shown below.
Table 18-2
Code
Definitions
QU
Urgent message. SITA guarantees delivery within 1

hour. SITA charge is twice normal.
QN or QK
Normal message. SITA guarantees delivery within 3

hours.
QD
Deferred message. SITA guarantees delivery within

24 hours. SITA charge is 2/3 normal.
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Table 18-3
Priority Codes (AFTN)
Code
Definitions
DD
Priority operations and circuit control data
FF
Administrative data of a directive nature; flight

movement and control messages
GG
Administrative data of a routine nature;

meteorological and notam data
AFTN Circuit
When forwarding data via an AFTN circuit, a maximum of six addresses may be specified. To
transmit a JetPlan transaction via AFTN, enter the following on the Options command line: the
network designator (AF) immediately followed by the transaction number of the JetPlan
product you wish to send, a comma, the priority code followed by a space, and finally, one or
more addresses (each separated by a space). In the example below, transaction number 1234 is
transmitted via AFTN using the administrative directive priority to the three addresses
specified.
Example:
01 OPTIONS AF1234,FF KSFOXLDI EGKKJPNX KBGRXHYR
ARINC Circuit
When forwarding data via an ARINC circuit, a maximum of 18 addresses may be specified.
To transmit a JetPlan transaction via ARINC, follow the conventions established above. Be
sure to use the ARINC designator (AR) and the correct priority code. In the example below,
transaction number 1245 is transmitted via ARINC as an urgent message to the two addresses
specified.
Example:
01 OPTIONS AR1245,QU PAOYRXH LGWMKXH
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SITA Circuit
When forwarding data via an SITA circuit, a maximum of 18 addresses may be specified.
Follow the previous input conventions to transmit a JetPlan transaction via SITA. Be sure to
use the SITA designator (SI) and the correct priority code. In the example below, transaction
number 1234 is transmitted via SITA as an urgent message to the four specified addresses.
Example:
01 OPTIONS SI1234,QU PAOJD7X DENJS7X LGWJD7X NRTJD7X
Fax Forwarding
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.
Basic Fax Forwarding Input

The examples below illustrate the use of the basic Fax Forwarding commands.
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Example:
Explanation: U.S. Domestic. Fax number includes area code.
01 OPTIONS FX,3037844416,5678,5679,US10,NA10,.NAME.
Example:
Explanation: International. Fax number includes international calling code, country and city
code.
01 OPTIONS FX,011469996831897,5678,5679,US10,NA10,.NAME.
The following list identifies all of the inputs shown in the above examples.
FX Fax Forwarding command.
011469996831897 Complete fax number. International numbers must
begin with 011, followed by country code, city code, and number.
5678,5679 Two sample JetPlan transaction numbers. These could identify
computed flight plans, non-graphic weather briefings, and/or user-generated
messages.
UA10,NA10 Two sample graphic weather map codes.
.NAME. Optional identification input. You can enter a name up to 30
characters long that appears on the fax cover sheet.
NOTE The optional identification input must be contained within two periods (for
example, .John Smith.) A single page fax can display two maps by using a slash (/)
between the map code entries instead of a comma.
Enhanced Fax Forwarding Input

Fax Forwarding provides other features which allow you to more clearly identify and control
the composition of the information you are sending. These features give you the following
capabilities:
Data/information composition or order
Cover sheet suppression
Custom cover sheet inclusion
Fax status querying (also available for basic fax)
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Multiple recipient (phone number) transmissions

Expanded (free form) text capability for phone numbers, recipients, flight
plans, text weather reports, maps, and messages using appropriate/valid
keywords (prefix codes)
The following syntax rules are unique to the enhanced Fax Forwarding input:
Blank spaces are equivalent to commas as delimiters.
A single page fax can display two maps by using a slash (/) between the map
code entries instead of a comma.
Both blank spaces and commas are allowed within the recipient's name and
title.
The name/title keyword TO= is terminated by a period or another keyword.
To support terminals that do not have an equal sign (=), a hyphen (-) is
equivalent to an equal sign for all keywords.
Flight plans, non-graphic weather, and messages can be specified after the
FLIGHT and FP keywords. The MESSAGE, MG, and MS keywords can be
used interchangeably with the FLIGHT and FP keywords.
The following table lists keywords that you can apply when using the Enhanced Fax
Forwarding feature.
Table 18-4
Fax Forwarding Keywords
Keyword Type
Purpose
Recipient Name/Title
Specifies the name or name and

title of the recipient. Enter the
information after one of the
keywords.
TO=
Specifies transaction number(s) for

flight plans, text weather reports,
and messages. Enter the number or
numbers after one of the
keywords.
FLIGHT=
Specifies the same transaction

types as listed above for Flight
Plan. Enter the number or numbers
after one of the keywords.
MESSAGE=
Flight Plan
Message
Keywords
TO-
FP=
FP-
MG=
MG MS=
MS-
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Table 18-4
Fax Forwarding Keywords (continued)
Keyword Type
Purpose
Weather Map
Specifies maps. Enter the map

identifier(s) after one of the
keywords.
Keywords
MAPS=
MAPS MAP=
MAP-
Phone Number
Specifies a phone number. Enter

the phone number after one of the
keywords.
PHONE=
PHONE PH=
PH-
Cover Sheet Suppress
Cover Sheet
Suppresses the printing of the Fax

Forwarding cover sheet. Enter NO
after one of the keywords.
COVER=NO
Specifies a custom cover sheet.

Enter the cover sheet name after
one of the keywords.
COVER=
COVER-NO
COVER CV=
CV CS=
CSNOTE Custom cover sheets must
be provided by you to Jeppesen so
that it is on file for this purpose.
Contact your Jeppesen account
Fax Query
Allows you to enquire about a

previously sent fax. After the
keyword, enter the transaction
number provided by JetPlan when
the fax is forwarded.
FX QUERY
The following examples illustrate the use of the keywords defined in the preceding table:
Example:
01 OPTIONS FX PHONE=4088665648 TO=CAPT DON SMITH JEPPESEN
MAPS=USRA/US10 MESSAGE=4379 FLIGHT=2432
Example:
01 OPTIONS FX,PH-011469996831,PH-3037844112,TO-CAPT. JIM SMITH,
JEPPESEN,TO-FLT OPS/DEN,FP-2345,FP-2347,COVER-NO
Example:
01 OPTIONS FX QUERY=12345 (where 12345 is the fax transaction number)
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ACARS Uplink
ACARS Uplink
The ACARS Uplink feature allows you to forward flight plans or messages directly to the
aircraft via an ACARS network.
NOTE Presently, special services must be set up or in place before you can uplink a
flight plan. Please contact your Jeppesen account manager for more information. The
uplink of messages does not require any special setup.
To forward a JetPlan transaction using the ACARS Uplink feature, use the following input
syntax on the Options command line:
01 OPTIONS ul,[dn],1234,[fm],[rg=tail#]
where:
ul is the ACARS Uplink command.
dn is the uplink network, either (AR)INC or (SI)TA.
1234 represents a JetPlan transaction number. In this case, 1234 is the
example transaction number.
fm is the (Flight Management System) FMS type aboard the aircraft. This
input is optional if you preset the FMS type parameter in the Customer
Aircraft Database (CADB) for the aircraft being used (for example,
FY=UF). The three choices are:
UF = Universal Unilink FMS
SF = Smith Industries FMS
HF = Honeywell FMS
rg=tail# is the 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.
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ACARS Uplink
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
1- test of uplink message method
2END OF JEPPESEN DATAPLAN REQUEST NO. 1234
.........
01 OPTIONS ul,1234,uf,rg=ntest
20 COMPUTING
.........
MESSAGE 1234
TEST OF UPLINK MESSAGE
.........
MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST
Example:
Explanation: Uplink of the same message as in the previous example but without the rg=
option. In this case, JetPlan prompts for the tail number.
01 OPTIONS ul,1234,uf
02 TAIL NUMBER ntest
20 COMPUTING
.........
MESSAGE 1234
TEST OF UPLINK MESSAGE
.........
MESSAGE #1234 HAS BEEN FORWARDED VIA ARINC FOR UPLINK TO NTEST
Example:
Explanation: This is a flight plan example. The flight plan1234 is uplinked via ARINC
ACARS to an aircraft that uses a Universal FMS, and has a tail number, NTEST.
01 OPTIONS ul,ar,1234,uf,rg=ntest
20 COMPUTING
..........
FPN/RP:DA:KSFO:AA:KBOS:F:LIN,N38045W121002.J84..OBK,N42133W087571.
J584..CRL,N42029W083275.J554..JHW,N42113W079073.J82..ALB,
N42448W073482:A:GDM2.ALB
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ACARS Uplink
.........
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
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Character Length Control
Character Length Control

When using the forwarding option, you can specify the number of characters that JetPlan
sends with each flight plan, weather request, and message. JetPlan stores default character
numbers for each communication service. However, these can be changed in your password
attribute file as long as the numbers do not exceed the maximum or minimum length. A nondefault value can be specified during a print and forward request by indicating the character
control number after the last address for each communication service.
Example:
01 OPTIONS SI4577,QU DENJS7X PAOJD7X/2300
Example:
01 OPTIONS AF4578,FF KSFOXLDI EGKKJPNX/1600
The default, maximum, and minimum character counts are listed in the following table.
Table 18-5
Character Length Control Limits
Comm Service
Default Value
Maximum Value
Minimum Value
AFTN
1200
1800
800
ARINC
2900
3500
1000
SITA
2500
3500
1000
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C HAPTER 19
ATC Filing
ATC Filing
Overview
Overview
IMPORTANT The Jeppesen cutover to the ICAO 2012 Filed Flight Plan (FPL)
format occurred on November 14, 2012 at 14:00Z. All flight plans filed with Jeppesen
flight planning products are now filed in the ICAO 2012 format by default.
IMPORTANT This document assumes a working knowledge of the Procedures for

Air Navigation Services Air Traffic Management, Fifteenth Edition (PANS-ATM,
DOC 4444), which describes the ICAO 2012 FPL requirements in detail. Also, see
ICAO 2012 Flight Plan Filings on page 514.
This chapter discusses the commands, options, and databases available on JetPlan for the
purpose of filing flight plan information with Air Traffic Control facilities.
Two kinds of fight plan filings are possible:
ICAO 2012 filings
This became JetPlans standard format for ICAO filings when

Jeppesen cut over to the ICAO 2012 FPL format on November 14,
2012. All flight plans filed with Jeppesen flight planning products are
now filed in the ICAO 2012 format by default.
U.S. Domestic
filings
The default filing format within the USA is domestic (NAS FP). Your
account must be configured to allow you to file in the ICAO filing
format inside the USA. Contact your Jeppesen account manager for
more information.
NOTE
The NAS FP was not impacted by the cutover to the ICAO 2012 FPL format.
The following sections provide more information about using JetPlan to file flight plans:
JetPlan Automatic Filing Program on page 492
ICAO 2012 Flight Plan Filings on page 514
Domestic U.S. Filing on page 533
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JetPlan Automatic Filing Program

format occurred on November 14, 2012. All flight plans filed with Jeppesen flight
planning products are now filed in the ICAO 2012 format by default.
The automatic filing command, FI, allows you to submit flight plans to the proper ATC
authorities for both U.S. Domestic and ICAO flights.
Filing a Flight Plan

To file a flight plan, type FI followed by the flight plan number (transaction number) on the
Options command line. In the following example, a flight plan with the number 1234 is filed.
01 OPTIONS FI1234
NOTE The command and the transaction number are not separated by comma or
space.
Entering the File (FI) command initiates the JetPlan Automatic Filing Program, which
presents a series of command prompts that require your response with specific information
about the flight. Much of the information requested at the prompts can be derived from the
CADB or other repositories. (See Database Support for the Filing Program on page 508.)
Some of the information is transferred from the flight plan. In either case, JetPlan can retrieve
the needed information automatically and, thus, preempt your manual input. You always have
the option of overriding stored information if necessary. The possible prompts are:
02
04
07
09
12
18
20
21
24
25
26
27
28
29
AIRCRAFT ID OR CALL SIGN

TYPE OF FLIGHT
WAKE TURBULENCE CATEGORY
EQUIPMENT
PROPOSED DEPARTURE TIME
REMARKS/GENERAL INFORMATION
1ST ALTERNATE AIRPORT
2ND ALTERNATE AIRPORT
ENDURANCE
PERSONS ON BOARD
COLOR OF AIRCRAFT
EMERGENCY RADIO
SURVIVAL EQUIPMENT
LIFE JACKETS
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30 DINGHIES
31 FILED BY
33 DEPARTURE CENTER
NOTE The command prompts listed above are for ICAO 2012 filings. The command
prompts for Domestic flight plans vary somewhat. See Table 19-1, JetPlan Automatic
Filing Program Command Prompts, on page 494.
The Filing Program Command Prompts

Table 19-1, JetPlan Automatic Filing Program Command Prompts, on page 494 lists the
command prompts and the source of the associated data.
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Table 19-1
JetPlan Automatic Filing Program Command Prompts
Command Prompt
Data Source and Notes
02 AIRCRAFT ID OR CALL
SIGN (ICAO Item 7)
For U.S. Domestic flights, you can store the domestic call sign in the
CADB (DO parameter). If you use the Call Sign option (CS/xxxxxx) in
the flight plan request, the filing program retrieves the sign from the
flight plan, regardless of the type of filing (U.S. domestic or ICAO).
NOTE ARTCCs/ACCs accept no more than 7 characters.
04 TYPE OF FLIGHT (ICAO

Item 8)
(Required) Specifies the type of flight the aircraft typically performs.

This information is derived from the CADB, if a value is available in the
Type of Flight (TF) parameter. Otherwise, enter the appropriate
information.
06 TYPE OF AIRCRAFT
(ICAO Item 9)
Specifies the Aircraft ICAO code of the aircraft. This information is

derived from the CADB, if a value is available in the Aircraft ICAO
Code (KO) parameter.
07 WAKE TURBULENCE
CATEGORY (ICAO Item 9)
Typically not prompted because the category value is set in the 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.
(Required for Domestic filings) Identifies the aircrafts special Nav/Com

capabilities. This information is derived from the USA Equipment Suffix
(EQ) parameter in the CADB.
09 EQUIPMENT (ICAO Item
10a/b)
Lists the (10a) radio communication, navigation, approach aid equipment

and capabilities, as well as the (10b) surveillance equipment and
capabilities of the flight.
Item 10a/b changed significantly for ICAO 2012 filings. There are new
codes for Items 10a and 10b, and new dependencies between Item 10 and
Item 18. See individual ICAO 2012 indicator descriptions in this table.
See also ICAO 2012 Changes to Item 10a/b and Item 18 on page 514
and for data input restriction information.
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Table 19-1
Command Prompt
09 EQUIPMENT (ICAO Item

10a/b)
Input values: Codes selected from the lists below. 10a Equipment codes
are entered as a single, concatenated string before the / indicator and
10b Surveillance Equipment codes are entered after the / indicator. If
S is used in 10a, it is listed first.
Example:
SABCDHJ2KM2RT/CHU2
With a few exceptions (noted below), Item 10a/b is automatically
populated by the 10a/b EQUIPMENT (NC2) parameter in the ICAO
2012 Certification and Equipment section of the CADB.
NOTE The application of degradations to RNAV, RVSM, RNP, and
MNPS in the MEL database overrides the settings for these items in the
CADB and removes their designators from Item 10a of the ICAO filing strip.
See the Help file for the MEL DB on JetPlan.com or see Chapter 35,
Minimum Equipment List Database.
NOTE If the plan is sent to an AFTN center, the 10a/b EQUIPMENT
parameter is limited to the first 69 characters (including the / indicator).
EQUIPMENT 10a codes

S Standard COM/NAV/approach aid equipment is carried and
serviceable.
Standard Equipment is considered to be:
V (VHF) + O (VOR) + L (ILS)
NOTE If S is used, it is listed first in the EQUIPMENT field. Otherwise,
the flight plan may be rejected. For example, SDGI.
NOTE Code S or code O is required in Item 10a when Item 18 PBN/
contains certain descriptors. See ICAO 2012 Changes to Item 10a/b and
Item 18 on page 514.
N: No COM/NAV/ approach aid equipment or the equipment is

unserviceable.
NOTE If N is present, no other equipment is accepted.
A GBAS
Refers to GBAS landing system
B LPV
Refers to LPV (APV with SBAS)
C LORAN C
NOTE C is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See ICAO 2012 Changes to Item 10a/b and Item 18 on
page 514.
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Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)

D DME
NOTE D is required in Item 10a when Item 18 PBN/ contains certain
page 514.
E1 FMC WPR ACARS

E2 D FIS ACARS
E3 PDC ACARS
F ADF
G GNSS
NOTE G is required in Item 10a when Item 18 PBN/ contains certain
descriptors. When G is in Item 10a, additional types of external
augmentation, if any, may be specified in item 18 following NAV/ and
separated by a space. See ICAO 2012 Changes to Item 10a/b and Item
18 on page 514.
H HF RTF
I Inertial Navigation
NOTE I is required in Item 10a when Item 18 PBN/ contains certain
page 514.
J1 CPDLC ATN VDL Mode 2

J2 CPDLC FANS 1/A HFDL
J3 -CPDLC FANS 1/A VDL Mode A
J4 CPDLC FANS 1/A VDL Mode 2
J5 CPDLC FANS 1/A SATCOM (INM)
J6 CPDLC FANS 1/A SATCOM (MTS)
J7 CPDLC FANS 1/A SATCOM (IRID)
K MLS
L ILS
NOTE L ILS is considered Standard Equipment (S).
M1 ATC RTF SATCOM (INMARSAT)

M2 ATC RTF (MTSAT)
M3 ATC RTF (Iridium)
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Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)

O VOR
NOTE O VOR is considered Standard Equipment (S).
NOTE O is required in Item 10a when Item 18 PBN/ contains certain
page 514.
R PBN Certified
Indicates that the aircraft has Performance Based Navigation (PBN)
capabilities. R is inserted in Item 10a when the PBN Certified (I1)
parameter in the ICAO 2012 section of the CADB is set to Yes.
IMPORTANT The insertion of R in field 10a requires that the PBN
levels must also be specified after the PBN/ indicator in Item 18.
Otherwise, the flight plan may be rejected. See the Performance-Based
Navigation Manual (ICAO Doc 9613) for guidance on application of PBN
levels. See ICAO 2012 Changes to Item 10a/b and Item 18 on page 514.
NOTE The application of a degradation to PBN certification in the ICAO
2012 section of the MEL Database overrides the R - PBN Certified value in
the CADB and removes the R designator from Item 10a in the ICAO filing
strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or Chapter 35, Minimum Equipment List Database.
S See S Standard Equipment above.

T TACAN
U UHF RTF
V VHF RTF
NOTE V VHF RTF is considered Standard Equipment (S).
W RVSM
This field is populated from the RVSM Certified (RV) parameter in
the Certified section of the CADB.
X MNPS Approved
This field is populated from the ME parameter in the Certified
section of the CADB.
Y- VHF with 8.33 KHz channel spacing capability
This field is populated from the 8.33 KHz Communication (83)
parameter in the Equipment section of the CADB.
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Table 19-1
Command Prompt
EQUIPMENT 10a codes
(continued)

Z Other Equipment Carried or Other Capabilities
Indicates the presence of other equipment or capabilities not
specified in Item 10a.
Z is automatically inserted into Item 10a on the filing strip if the
Other Equipment (OE) parameter in the ATS Plan section of the
CADB is populated.
IMPORTANT If you enter code Z in Item 10a, you also must specify the
other equipment carried or other capabilities in Item 18, preceded by
COM/, NAV/, or DAT/, as appropriate. See ICAO 2012 Changes to Item
10a/b and Item 18 on page 514.
NOTE NAV/ is automatically populated from the Other Equipment (OE)
parameter in the ATS Plan section of the CADB.
EQUIPMENT 10b Codes

NOTE The maximum number of characters allowed by the ICAO for 10b is 20. Item 10b input options are
restricted to codes selected from the following lists of transponder and ADS codes.
Equipment 10b Transponder Codes:

NOTE Only one transponder code is used.
N None
No surveillance equipment for the route to be flown is carried, or the
equipment is unserviceable.
A Transponder - Mode A (4 digits 4 096 codes)
C Transponder - Mode A (4 digits 4 096 codes) and Mode C
E Transponder - Mode S, including Aircraft Identification,
Pressure-Altitude and Extended Squitter (ADS-B) Capability
H Transponder - Mode S, including Aircraft Identification,
Pressure-Altitude and Enhanced Surveillance Capability
I Transponder - Mode S, including Aircraft Identification, but no
Pressure-Altitude Capability
L Transponder - Mode S, including Aircraft Identification,
Pressure-Altitude, Extended Squitter (ADS-B) and Enhanced
Surveillance Capability
P Transponder - Mode S, including Pressure-Altitude, but no
Aircraft Identification Capability
S Transponder - Mode S, including both Pressure-Altitude and
Aircraft Identification Capability
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Table 19-1
Command Prompt
EQUIPMENT 10b Codes
(continued)

X Transponder - Mode S with neither Aircraft Identification nor
Pressure-Altitude Capability
Equipment 10/b ADS Codes:
NOTE Only one type of each ADS-B code is used: B1 or B2, U1 or U2,
V1 or V2.
B1 ADS-B with dedicated 1090 MHz ADS-B out Capability

B2 ADB-B with dedicated 1090 MHz ADS-B out and in
Capability
U1 ADS-B out Capability using UAT
U2 ADS-B out and in Capability using UAT
V1 ADS-B out Capability using VDL Mode 4
V2 ADS-B out and in Capability using VDL Mode 4
D1 ADS-C with FANS 1/A Capabilities
G1 ADS-C with ATN Capabilities
12 PROPOSED DEPARTURE
TIME (ICAO Item 13)
This information is derived from the flight plan. However, you may
change the time, if necessary, using this command prompt.
18 REMARKS/GENERAL
INFORMATION (ICAO Item
18)
ICAO 2012 introduced new and changed indicators and descriptors for
Item 18, as well as new dependencies between Item 18 and Item 10. In
addition, information entered at the 18 REMARKS/GENERAL
INFORMATION command prompt overwrites field 18 data from the
computed plan when using @18 at filing time. For more information, see
ICAO 2012 Flight Plan Filings on page 514.
NOTE The Short Autofile feature may be applied by having remarks set
in your ID/Attribute File (see Short Autofile Feature on page 531 below).
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Table 19-1
Command Prompt

Item 18 Indicators
Leave all indicator fields blank if no Item 18 indicators are used.
IMPORTANT In ICAO 2012 filings, when Item 18 is populated from the customer database, the entries are
automatically entered into the FPL in the prescribed order. If you manually enter the Item 18 indicators, you must
retain the correct order. Use only numbers and letters.
STS/ Special handling information

Reason for special handling by ATS.
This field may be populated by a matching Flight Brief Type A record
with STS/ in the FBDB.
IMPORTANT Non-standard STS is indicated in RMK/.
Input Values One or more of the following descriptors, separated by a

space:
ALTRV Used for a flight operated in accordance with an altitude
reservation
ATFMX Used for a flight approved for exemption from ATFM
measures by the appropriate ATS authority
FFR Used for fire-fighting
FLTCK Used for flight check for calibration of Navaids
HAZMAT Used for a flight carrying hazardous material
HEAD Used for a flight with Head of State status
HOSP Used for a medical flight declared by medical authorities
HUM Used for a flight operating on a humanitarian mission
MARSA Used for a flight for which a military entity assumes
responsibility for separation of military aircraft
MEDVAC Used for a life critical medical emergency evacuation
NONRVSM Used for a non-RVSM capable flight intending to
operate in RVSM airspace
NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the
ICAO 2012 FPL format when the RVSM parameter in the CADB is set to
Exempt.
SAR Used for a flight engaged in a search and rescue mission

STATE Used for a flight engaged in military, customs or police
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Table 19-1
Command Prompt
Item 18 Indicators (continued)
PBN/ Performance Based Navigation

Indication of RNAV and/or RNP capabilities.
This field is populated from the Item 18 PBN/ (I2) parameter in the
ICAO 2012 section of the CADB. The PBN Certified (I1) parameter in
the CADB must also be set to Yes when Item 18 PBN/ (I2) is populated.
IMPORTANT The insertion of R in field 10a requires that the PBN levels
must also be specified after the PBN/ indicator in Item 18. Otherwise, the
flight plan may be rejected. See ICAO 2012 Changes to Item 10a/b and
Item 18 on page 514.
IMPORTANT The current ICAO limit is eight Performance Based
Navigation codes (16 characters) in the PBN/ indicator. If the allowed
maximum (currently eight codes) is exceeded, your flight plans may be
rejected.
NOTE The application of a degradation to the Item 18 PBN/ parameter in
the ICAO 2012 section of the MEL Database overrides the PBN/
parameter value in the CADB and removes the CADB output from Item 18
PBN/ in the ICAO filing strip. For more information, see the Help topic for
the MEL Database on JetPlan.com or Chapter 35, Minimum Equipment
List Database.
Input Options:
Item 18 PBN/ input options are restricted to a total of eight codes (16
characters) from the following lists of RNAV and RNP Certification
codes. Example: A1B2C2D2LIS1T204
PBN/ RNAV Specification Codes
A1 RNAV 10 (RNP 10)
B1 RNAV 5 All Permitted Sensors
NOTE ICAO guidance indicates usage of B1 is acceptable even when
you have all sensors except LORANC.
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORANC
C1 RNAV 2 All Permitted Sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 All Permitted Sensors
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
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Table 19-1
Command Prompt
PBN/ RNP Specification Codes

L1 RNP 4
O1 Basic RNP 1 All Permitted Sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
NAV/ Navigation equipment
Significant data related to navigation equipment, other than specified in
PBN/ as required by the appropriate ATS authority.
This field is automatically populated from the Other Equipment (OE)
parameter in the ATS Plan section of the CADB
Z is automatically inserted in 10a if the Other Equipment (OE)
parameter in the ATS Plan section of the CADB is populated. If a Z
is in Item 10a, the other equipment or other capabilities must be specified
in Item 18, preceded by COM/, NAV/, and/or DAT/, as appropriate.
When G is in Item 10a, additional types of external augmentation, if
any, may be specified in Item 18 following NAV/ and separated by a
space. See ICAO 2012 Changes to Item 10a/b and Item 18 on
page 514.
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Table 19-1
Command Prompt
COM// Communication applications or capabilities

Indicates additional communications applications or capabilities for the
aircraft that are not covered by the codes for Item 10a.
This field is populated from the Item 18/ COM (I3) parameter in the
ICAO 2012 section of the CADB.
Input value: EUROCONTROL accepts only 50 characters
IMPORTANT Z is automatically inserted in 10a if the Other Equipment
(OE) parameter in the ATS Plan section of the CADB is populated. If Z
is in Item 10a, the other equipment or other capabilities must be specified
in Item 18, preceded by COM/, NAV/, or DAT/, as appropriate. See ICAO
2012 Changes to Item 10a/b and Item 18 on page 514.
NOTE ANSP/ Air Services Australia indicates satcom phone numbers
can be entered here. No special characters are allowed. Example:
8889993123.
NOTE If the 8.33 KHz Communication (83) parameter is set to Permit (P)
or Exempt (E) in the Equipment section of the CADB, EXM833 is inserted
in Item 18 COM/.
NOTE The application of an override to the Item 18 COM/ parameter in
the ICAO 2012 section of the MEL Database overrides the Item 18 COM/
parameter value in the CADB and removes the CADB value from Item 18
COM/ in the ICAO filing strip. For more information, see the Help topic for
the MEL Database in JetPlan.com or Chapter 35, Minimum Equipment
List Database.
DAT/ Data applications and capabilities

Indicates additional data applications or capabilities for the aircraft that
are not covered by the codes for Item 10a.
This field is populated from the Item 18/ DAT (I4) parameter in the
Input value: EUROCONTROL accepts only 50 characters
IMPORTANT The letter Z is automatically inserted in 10a if the Other
Equipment (OE) parameter in the ATS Plan section of the CADB is
populated. If the letter Z is in Item 10a, the other equipment or other
capabilities must be specified in Item 18, preceded by COM/, NAV/, and/or
DAT/, as appropriate (and vice versa). See ICAO 2012 Changes to Item
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Command Prompt
SUR/ Surveillance applications and capabilities

Indicates surveillance applications or capabilities for the aircraft that are
not covered by the codes for Item 10b.
This field is populated from the Item 18/ SUR (I5) parameter in the
Input value: EUROCONTROL accepts only 50 characters.
NOTE Per the FAA Aeronautical Information Manual, SUR/ indicates
surveillance capabilities not specified in 10b, when requested by an Air
Navigation Service Provider. If ADS-B capability filed in Item 10 is
compliant with RTCA DO-260B, include the item 260B|| in SUR/. If ADS-B
capability filed in Item 10 is compliant with RTCA DO-282B, include the
item 282B|| in SUR/.
EXAMPLE:
1. SUR/260B
2. SUR/260B 282B
For the latest FAA information on the above, see the Aeronautical
Information Manual on the FAA Web site.
NOTE The application of an override to the Item 18 SUR/ parameter in
the ICAO 2012 section of the MEL Database overrides the Item 18 SUR/
parameter value in the CADB and removes the output from Item 18 SUR/
in the ICAO filing strip. For more information, see the Help topic for the
MEL Database in JetPlan.com or Chapter 35, Minimum Equipment List
Database.
DEP/ Name and location of departure airport if ZZZZ is in Item 13.

This information is derived from the flight plan. It is only output if the
departure airport is ZZZZ.
DEST/ Name and location of destination airport if ZZZZ in Item 16.
destination airport is ZZZZ.
DOF/ Date of flight departure
This information is transferred from the flight plan.
NOTE Previously optional, DOF/ (Date of Flight) is always output in all
ICAO 2012 FPLs to ensure compliance with more stringent DOF/ rules for
ICAO 2012.
REG/ Nationality or common mark and registration mark of aircraft

This field is populated by the Registration Number (RN) parameter in the
ATS Plan section of the CADB.
EET/ Significant points or FIR boundary designators and accumulated
estimated elapsed times
This information is transferred from the flight plan.
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Table 19-1
Command Prompt
SEL/ Special Code, for aircraft so equipped

This field is populated from the (SC) SELCAL CODE parameter in the
ATS Plan section of the CADB.
TYP/ Type(s) of aircraft if ZZZZ in Item 9.
NOTE Not currently supported.
CODE/ Aircraft address

Specifies the aircraft address for the aircraft, expressed in the form of an
alphanumerical code of six hexadecimal characters (as prescribed by the
appropriate ATS authority). For example, F00001 is the lowest aircraft
address contained in the specific block administered by ICAO.
This field is populated from the Item 18/ CODE (I6) parameter in the
Input value: Alphanumeric code of six hexadecimal characters
NOTE The application of an override to the Item 18 CODE/ parameter in
the ICAO 2012 section of the MEL Database overrides the Item 18 CODE/
parameter value in the CADB and removes the output from Item 18 CODE/
Database.
DLE/ Enroute delay or holding

This information is derived from the ETD input by the user. See the
Estimated Time of Departure Commands chapter in the JetPlan User
Manual.
OPR/ ICAO designator or name of the aircraft operating agency
This field is populated from the Company Name (CN) and OPR Required
(OR) parameters in the ATS Plan section of the CADB.
ORGN/ Originators 8 letter AFTN address
This field is populated by a matching Flight Brief Type A record with
ORG/ in the FBDB.
Input value: Up to 30 alphanumeric characters
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Command Prompt
PER/ Aircraft performance data

Allows you to enter aircraft performance data as prescribed by the
appropriate ATS authority. The data is indicated by a single letter as
specified in the ICAO document: Procedures for Air Navigation Services
Aircraft Operations (PANS-OPS, Doc 8168), Volume I Flight
Procedures.
This field is populated from the Item 18/ PER (I7) parameter in the
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/
Database.
ALTN/ Destination alternate if ZZZZ in Item 16

destination alternate is ZZZZ.
NOTE Not presently handled in JetPlan.
RALT/ Enroute alternates

ETOPS alternates for flight.
This information is derived from the computed flight plan.
NOTE Requires RALT Preference to be set for output. Contact Jeppesen
Technical Support if needed.
TALT/ Takeoff alternate

This information is transferred from the computed flight plan.
Information can also be entered manually at filing time.
RIF/ Reclear information
Route to reclear airport
This information is transferred from the computed flight plan.
Information can also be entered manually at filing time.
Automatically output if the customer format supports it, and a reclear
plan is run. Only output if customer format supports it.
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Table 19-1
Command Prompt
RMK/ Other remarks

This is a free-text field. As a general guideline, anything not covered in
any of the available Item 18 sub-fields may be put in RMK/.
This field is automatically populated from the Flight Brief Text
parameter in the Fight Brief Database. Information can also be entered
manually at filing time.
NOTE RMK/ output can also be generated from other data sources, such
as a customers ID/Attribute File.
NOTE If the flight plan contains the ERAD flight plan option, ERAD
special remarks are automatically added to Item 18 on the filing strip. For
information, see the Electronic Route Availability Document Option in the
20 1ST ALTERNATE
AIRPORT (ICAO Item 16)
This information is derived from the flight plan. The system prompts for
this information if no alternate is specified in the flight plan.
21 2ND ALTERNATE
AIRPORT (ICAO Item 16)
This information is derived from the flight plan. The system does not
prompt for this information, whether or not the flight plan has it.
However, you may add a second alternate using this command prompt.
23 PILOT NAME (ICAO Item

19)
This information is derived from the flight plan if the name option
(CPT/xxxxx) is entered in flight plan request. The system does not
prompt for this information, whether or not the flight plan has it.
However, you may add or change the pilots name using this command
prompt.
24 ENDURANCE (ICAO Item

19)
This information is derived from flight plan. However, you may change
the value using this command prompt.
25 PERSONS ON BOARD
(ICAO Item 19)
(Required) This information is derived from the flight plan or from the
CADB, if a value is available in the Persons on Board (OB) parameter.
Otherwise, enter the appropriate information.
26 COLOR OF AIRCRAFT
(ICAO Item 19)
(Required) This information is derived from the flight plan or from the
CADB, if a value is available in the Aircraft Color (AC) parameter.
Otherwise, enter the appropriate information.
27 EMERGENCY RADIO
(ICAO Item 19)
(Required) This information is populated from the CADB, if a value is

available in the Emergency Radio (ER) parameter. Otherwise, enter the
appropriate information.
28 SURVIVAL EQUIPMENT
(ICAO Item 19)

available in the Survival Equipment (SE) parameter. Otherwise, enter the
29 LIFE JACKETS
(ICAO Item 19)

available in the Life Jackets (JA) parameter. Otherwise, enter the
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Table 19-1
Command Prompt
30 DINGHIES (ICAO Item 19)

available in the Dinghies (DN) parameter. Otherwise, enter the
31 FILED BY (ICAO Item 19)
(Required) Enter the name of the person who is filing the flight plan. An
entry is required for international filings.
The Short Autofile feature may be applied by having this information set
in your ID/Attribute File (see Short Autofile Feature on page 531
below).
33 DEPARTURE CENTER
(ICAO ADDRESSES Field)
This information is derived from the flight plan. However, you may
change the information using this command prompt.
Database Support for the Filing Program

JetPlan provides several databases that support your automatic filing capabilities.
The Customer Aircraft Database (CADB)

You can store information related to ATC filing for each aircraft in the CADB, including
navigation/communication information, certifications, and other equipment information.
When you use an aircraft in a flight plan request, the system derives the aircrafts information
from the CADB, eliminating the need to provide information for many of the FI prompts. See
Table 19-1, JetPlan Automatic Filing Program Command Prompts, on page 494 for the
prompts and data sources.
The CADB must be configured for ICAO 2012. The ICAO 2012 Certification and
Equipment section in the CADB contains ICAO-2012 specific data elements that
automatically populate Item 10 and Item 18 in the ICAO FPL. The parameters added for
ICAO 2012 parameters are listed in the following paragraphs.
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Item /b
EQUIPMENT
Parameter (NC2)
You can store codes for communication, navigation equipment and

capabilities, and/or surveillance equipment and capabilities in the
NC2 parameter. JetPlan automatically inserts the 10a codes before the
/ indicator and the 10b codes after the / indicator in Item 10a/b
EQUIPMENT on the filing strip.
NOTE The application of degradations to RNAV equipment and to RVSM, RNP,

and MNPS certifications in the MEL database overrides the settings for these items in
the CADB and removes their designators from the NAV/COM code in Item 10 of the
ICAO filing strip. See Chapter 35, Minimum Equipment List Database.
PBN Certified
parameter (I1)
Indicates whether or not the aircraft has Performance Based

Navigation (PBN) capabilities. When the PBN Certified (I1)
parameter is set to Yes, JetPlan inserts an R in Item 10a on the
filing strip.
ICAO 2012 Item 18

indicators and
codes (I2)
Item 18 indicators must be filed in a prescribed order per the

Procedures for Air Navigation Services Air Traffic Management,
Fifteenth Edition (PANS-ATM, DOC 4444). When an Item 18
indicator parameter is populated in the CADB, JetPlan inserts the
stored value in Item 18 on the filing strip in the required order.
The following parameters are available:
Item 18 PBN/ Stores ICAO codes for the aircraft's PBN
capabilities. JetPlan inserts your selected codes as a single,
concatenated string in Item 18 PBN/.
Item 18 COM/ Stores communications applications or
capabilities not listed in Item 10a.
Item 18 DAT/ Stores data capabilities not specified in
Item10b.
Item 18 SUR/ Stores surveillance application/capability not
specified in Item10b.
Item 18 CODE/ Stores the aircraft address.
For complete information, see the Help topic for the CADB on
JetPlan.com or Chapter 26, Customer Aircraft Database.
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The Flight Brief Database (FBDB)

When creating an FBDB record, you first define a flight brief type, which indicates
information that you want to add or a condition that you want to apply automatically to certain
flight plan requests. You can then use selection criteria, such as fleet type or POD and POA, to
limit use of that information or condition to flight plan requests that match the criteria. For
example, you can include Remarks in Item 18 on the ATC filing strip just for flight plans with
a particular POA. Other examples include specifying the use of bonded or non-bonded fuel
price or including the output of EU-OPS emissions data on flight plans.
The FBDB includes parameters that support the ICAO 2012 FPL format. Those parameters
allow you to automatically output Item 18 Special Handling (STS/) and 18 Originator
(ORGN/) information to specified flight plan requests, auto populating the filing strip.
For more information on the FBDB, see the Help topic for the FBDB on JetPlan.com or
Chapter 34, Flight Brief Database.
The Minimum Equipment List (MEL) Database

The MEL Database contains parameters that allow you to degrade or override certain
capabilities and certifications stored for the aircraft in the CADB. Parameters have been added
to the MEL Database to degrade the following ICAO 2012-specific parameters in the ICAO
2012 section of the CADB:
10a/b EQUIPMENT
R - PBN Certified
Item 18 COM/
Item 18 PBN/
Item 18 SUR/
Item 18 CODE/
For more information, see the Help topic for the MEL Database on JetPlan.com, or see
Chapter 35, Minimum Equipment List Database.
The Customer Preference Database

The Customer Preference Database allows you to save time by setting some filing activities to
happen automatically. Some filing related preferences are:
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FILEORIG=(Y/N)
Filing Originator
Address (Control)
When this preference is present and set to N, it prevents the flight

plan filing from being sent to the originator address, as defined in the
customer's ID/Attribute file. If the preference is set to Y or is not
present in the Customer Preference Database, the filing is sent to the
originator address.
FINOW File Now
When present, this preference carries out an immediate transmission

action on the filing request. This preference also enables the TIME
option in line mode. If the TIME or the LEAD option is used, the
FILE NOW action is overridden.
FIONEALT=(Y/N)
File One Alternate
When this preference is present and set to Y, it limits the number of

destination alternates included on the ATC filing strip to one, even if
two or more are in the flight plan request. If the preference is set to N
or is not present in the Customer Preference Database, a second
destination alternate (if submitted) is included on the ATC filing strip.
The JetPlan Flight Plan Filing Database (FDB)

The JetPlan Flight Plan Filing Database enables you to customize the filed product, including
a way to define the type of message sent, any additional addresses, and the suppression of
specific information. This custom alteration capability applies to the format of the information
sent and to the filing destinations.
NOTE Contact your Jeppesen account manager to make use of the Flight Plan
Filing database.
The custom alterations available through the Flight Plan Filing Database are as follows:
Include down-line FIR and customer addresses when transmitting ICAO
filing
Omit down-line FIR and customer addresses when transmitting ICAO filing
Send long ICAO filing (includes supplementary data)
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Send short ICAO filing (excludes supplementary data)

Send flight plan in U.S. Domestic format only, regardless of departure
(POD) and/or arrival (POA) station identifiers
Send flight plan in ICAO format only, regardless of departure (POD) and/or
arrival (POA) station identifiers
Include additional filing destination addresses
Suppress the output of SID and/or STAR identifiers in the ICAO filing.
The application of the Flight Plan Filing database is typically keyed to information in your
flight plan. This means that custom alterations are applied automatically when the plan is filed.
The following factors may be set to initiate certain filing alterations:
POD identifier
POA identifier
POD/POA combination of identifiers
Specific FIR identifiers
These key factors may be stored in the database as complete ICAO IDs (for example, EGLL,
LIRA, and so on) so that only the presence of the complete identifiers in your flight
information (plan) activates the custom filing. They may also be stored as abbreviations, using
the first one or two characters of the ICAO IDs (for example, EG, LI, G). The abbreviation of
identifiers to the first one or two characters allows the custom alterations to be applied to any
filing that has the abbreviated portion in the key factor (POD, POA, or FIR). A flight plan with
the correct ICAO ID portion activates custom filing instructions.
For example, if you want to send a flight plan filing message to additional addresses (such as
RJAA and RJCC) for all flights that depart from Seoul, South Korea, and arrive at Jakarta,
Indonesia, you would have the ICAO identifiers RKSS and WIII entered into the Flight Plan
Filing database as key factors that initiate the additional transmissions.
For another example, if you wanted to suppress the output of SID identifiers in your ICAO
filing for all flight plans that depart a Japanese airport, you would have the characters RJ
entered into the filing database as a key factor.
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Overriding the Flight Plan Filing Database

You may always override the custom filing information in the Flight Plan Filing database,
regardless of key factors, by including the exception option, XFDB, in your flight plan
request. The filing of a plan run with this option is standard, not custom. The exception option
is entered on the Options command line, anywhere after the FP command.
Example:
01 OPTIONS FP,XFDB,CS/JD123...
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ICAO 2012 Flight Plan Filings

This section contains information on the ICAO 2012 FPL format, which became the default
filing format used by the JetPlan Automatic Filing Program after Jeppesens cutover to the
ICAO 2012 FPL format on November 14, 2012.
IMPORTANT All flight plans filed with Jeppesen flight planning products are filed in
the ICAO 2012 format by default.

DOC 4444), which describes the ICAO 2012 FPL requirements in detail.
Summary of ICAO 2012 Changes

The following paragraphs describe the ICAO 2012 FPL changes and how the JetPlan customer
databases support those changes.
ICAO 2012 Changes to Item 10a/b and Item 18

New Item 10a/b
EQUIPMENT and
Codes
ICAO 2012 introduced new EQUIPMENT Item 10a codes for

communication and navigation equipment and capabilities and new
Item 10b codes for surveillance equipment and capabilities.
Database Source: When your CADB Item 10a/b EQUIPMENT
(NC2) parameter is configured with these codes, JetPlan
automatically inserts the 10a codes before the / indicator and the
10b codes after the / indicator in Item 10a/b EQUIPMENT on the
filing strip.
NOTE If you manually override Item 10a/b codes using the command line, be sure
to enter the S code (if used) first, or some ATC Centers may reject the filing. In
addition, if entering Item 10a/b manually, you need to include the / indicator after the
Item 10a codes and before the Item 10b codes. For a list of the Item 10a/b codes, see
Table 19-1, JetPlan Automatic Filing Program Command Prompts, on page 494.
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R PBN Approved
Item 10a Indicator
The PBN Approved (R) code in Item10a indicates that the aircraft
has Performance Based Navigation (PBN) capabilities. Note that
there are dependencies between R in Item 10a and Item 18 PBN/.
For information, see New links between Item 10a/b and Item 18
below.
Database Source: When the PBN Certified (I1) parameter in the
CADB is set to Yes, JetPlan automatically inserts an R in Item
10a on the filing strip.
New or Revised
Item 18 Indicators
and Definitions
The following new or revised Item 18 indicators parameters are

available.
Item 18 PBN/ ICAO codes for the aircraft's PBN capabilities.
This indicator must be populated if R is in Item 10a and vice
versa.
Item 18 COM/ Communications applications or capabilities
not listed in Item 10a.
Item 18 DAT/ Data capabilities not specified in Item10b.
Item 18 SUR/ Surveillance application/capability not
Item 18 CODE/ The aircraft address.
Item 18 PER/ Aircraft performance data.
Fifteenth Edition (PANS-ATM, DOC 4444).
Database Source: When an Item 18 indicator parameter is populated
in the CADB, JetPlan inserts the stored value in Item 18 on the filing
strip in the required order. (See the Help file for the CADB on
JetPlan.com or Chapter 26, Customer Aircraft Database.)
IMPORTANT If you manually override any data in the Item 18 field using the
command line, you override all the Item 18 data that was generated by the flight plan
computation. You need to re-enter any desired Item 18 data plus your changes in the
prescribed order. For a list of Item 18 indicators and codes, see Table 19-1, JetPlan
Automatic Filing Program Command Prompts, on page 494.
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New links between

Item 10a/b and
Item 18
Several links between Item 10a and Item 18 apply, as follows:

R (PBN Approved) and Item 18 PBN/ When R is in Item
10a on the filing strip (the PBN Certified [I1] parameter is set to
Yes in the CADB), PBN levels must be specified in Item 18
PBN/ and vice versa. Otherwise, the flight plan may be rejected.
Database Source: The Item 18 PBN/ (I2) parameter in the
CADB allows you to store the required data for insertion into
Item 18 on the filing strip.
Specific Associations Between Item 10a Codes and Item 18
PBN/ Descriptors The following table lists specific
associations that exist between Item 10a codes and descriptors
in Item 18 PBN/.
Table 19-2
Links Between Item 18 PBN/ and Item 10a
For Item 18 PBN

RNAV
Specification:
If Item 18 PBN/
entry includes
any/all of these:
GNSS
B1, B2, C1, C2, D1,

D2, O1, O2
DME/DME
B1, B3, C1, C3, D1,

D3, O1, O3
VOR/DME
B1, B4
OD or SD
INS
B1, B5
DME/DME/IRU
C1, C4, D1, D4, O1,

O4
DI
LORAN
B6
Then Item 10a

requires:
G (GNSS) and Item 18 NAV/ When G is in Item 10a on

the filing strip, the type of external GNSS augmentation, if any,
must be specified in Item 18 NAV/.
Database Source: The Other Equipment (OE) parameter in the
ATS Plan section of the CADB allows you to store the GNSS
augmentation information for insertion into Item 18 NAV/ on
the filing strip.
Z (Other Equipment) and Item 18 COM/, NAV/, or DAT/
Z is inserted in 10a when OE is populated. When Z is in
Item 10a, equipment or capabilities that are not specified in
Item 10a must be specified in Item 18, preceded by COM/,
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NAV/, or DAT/.
Database Source: The Item 18 COM/ (I3) and Item 18 DAT/
(I4) parameters in the CADB allow you to store data for
insertion into Item 18 on the filing strip. The Other Equipment
(OE) parameter in the ATS Plan section of the CADB allows
you to specify the data for insertion into Item 18 NAV/ on the
filing strip. (See the Help file for the CADB on JetPlan.com or
Chapter 26, Customer Aircraft Database.)
ICAO 2012 Changes to the JetPlan Automatic Filing Program

While a few modifications to the JetPlan Automatic Filing Program were made to support
ICAO 2012 FPL filings, the FI command itself did not change. The following example shows
the FI filing commands and the resulting FPL with the ICAO 2012-specific data in Item 10a/b
and in Item 18. In this case, the data was derived from the CADB.
01 OPTIONS FI561,NOW
02 AIRCRAFT ID OR CALL SIGN TTTJP1
18 REMARKS/GENERAL INFORMATION
31 FILED BY TONY
ENTER QUESTION NUMBER OR GO GO
20 COMPUTING 29012
(FPL-TTTJP1-IN
-B772/H-SDGHIJ1M1RWXYZ/HU1
-KMSP2300
-N0483F410 SMITH4 DLL J34 CRL J584 SLT DCT MIP MIP4
-KLGA0202
-PBN/A1B1C1D1 NAV/RNVD1E2A1 DOF/121031 REG/973603
EET/KZAU0017 KZOB0049 CZYZ0100 KZNY0130 SEL/ABCD CODE/F00001
OPR/JEPPESEN TONY 1 PER/D RMK/AGCS EQUIPPED TCAS EQUIPPED)
COMPLETE, FLIGHT PLAN #00561 WILL BE FILED NOW AT FOLLOWING

ADDRESS(ES)
KZMPZQZX CZYZZQZX
REQUEST NO. 29012
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Although the FI command remains the same for ICAO 2012 filings, modifications to the 22
OTHER INFORMATION and 18 REMARKS/GENERAL INFORMATION prompts were
made. Other changes were made to Delay, Change, and Cancel messages. These changes,
which are now the default functionality in the JetPlan Filing Program, are described below.
22 OTHER
INFORMATION
The 22 OTHER INFORMATION @22 command prompt is not used

at all for ICAO 2012 filings.
18 REMARKS
/GENERAL
INFORMATION
Information added with @18 with the FI or CHG command at the 18

REMARKS/GENERAL INFORMATION prompt overwrites all of
the Item 18 information that was generated for the flight plan. If you
manually override any data in Item 18 using the command line, you
must enter all the Item 18 data even if you are changing just some of
the data. You must also ensure that the Item 18 indicators are entered
in the prescribed order, per the Procedures for Air Navigation
Services Air Traffic Management, Fifteenth Edition (PANS-ATM,
DOC 4444) or the filing may be rejected. For a list of Item 18
indicators and codes, see Table 19-1, JetPlan Automatic Filing
Program Command Prompts, on page 494.
Delay (DLA)
Messages
Default functionality:
DLA messages include the Date of Flight (DOF).
Delays are not entered beyond 22 hours from the current time.
To comply with the ICAO recommendation to use a CHG
message for a delay over midnight, a DLA command over
midnight UTC sends a CHG message automatically. All
subsequent CHG/DLA/CNL messages have the new DOF.
For more information about DLA messages, see Delaying Filing on
page 522.
Change (CHG)
Messages
As explained above, a DLA over midnight UTC uses a CHG

message. In addition, all CHG messages now contain the DOF. For
more information, see Changing Filed ICAO Plans on page 524.
Cancel (CNL)
Messages
CNL messages include the ETD and DOF. For more information, see
Canceling Filed ICAO Plans on page 524.
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ICAO 2012 Changes to Customer Databases

The CADB, FBDB, and MEL databases have been modified to support ICAO 2012 flight plan
filings. See Database Support for the Filing Program on page 508.
Before Filing the ICAO 2012 Flight Plan

Before filing in the ICAO 2012 format, please be aware of the following:
The ICAO 2012 FPL format is used by default unless your account has been
configured to file in the Domestic format.
You must configure your CADB with ICAO 2012 parameters. The ICAO
2012 FPL is pre-populated with this data. For information on setting up the
CADB, see the ICAO 2012 Certification and Equipment section in the
Help topic for the CADB on JetPlan.com or Chapter 26, Customer Aircraft
Database.
See Reducing the Likelihood of Flight Plan Rejects on page 519 for
important notes and cautions.
For detailed information on the requirements of the ICAO 2012 FPL format,
see the Procedures for Air Navigation Services Air Traffic
Management, Fifteenth Edition (PANS-ATM, DOC 4444).
Reducing the Likelihood of Flight Plan Rejects

To reduce the likelihood of flight plans rejections due to incorrect entry of ICAO 2012 data,
follow these guidelines:
Ensure that when R is in Item 10a, PBN levels are specified in Item 18
PBN/ and vice versa.
Manage the other dependencies between Item 10a EQUIPMENT and Item
18 PBN/ described in ICAO 2012 Changes to Item 10a/b and Item 18 on
page 514.
Enter a maximum of eight PBN codes in the Item 18 PBN/ parameter.
Enter only numbers and letters for the ICAO 2012 parameters.
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If making changes at the @09 (EQUIPMENT) prompt, the S code (for

Standard Equipment) is retained as the first character. (The correct order is
implemented automatically when JetPlan derives the Item 10a/b codes from
the CADB). Also, E, J,M, P, Q before the slash in Item10a are no longer
valid entries, and D in 10b after the slash is no longer valid.
If making changes at the @18 (REMARKS/GENERAL INFORMATION)
prompt, be sure to re-enter all the Item 18 data (not just the items you are
changing) and enter the indicators in the prescribed order per the
Fifteenth Edition (PANS-ATM, DOC 4444). For the indicators, see
Table 19-1, JetPlan Automatic Filing Program Command Prompts, on
page 494. (The correct order is implemented automatically when JetPlan
derives the indicators from the customer databases).
Enter ICAO 2012-specific data only in the proper fields.
Filing Priority and Timeliness Options

JetPlan transmits your filed flight plan to the departure station ACC/ARTCC three hours
before the estimated time of departure (ETD) for U.S. Domestic flights and five hours before
the ETD for international flights. If the flight plan is filed less than three hours prior to the
ETD (or five hours for international), then the flight plan is filed immediately. In the case of
international filings, JetPlan also transmits the flight plan to the appropriate enroute and/or
destination addresses.
NOTE For filing purposes, JetPlan distinguishes between U.S. Domestic and ICAO
flight plans by the first letter of the ICAO identifier for the POD and POA stations. If
both begin with the letter, K, JetPlan recognizes a U.S. Domestic flight plan. If one or
both stations begin with any letter other than K, JetPlan recognizes an international
(ICAO) flight plan.
If the planned flight is changed or delayed so that the departure time (ETD) is different, you
have options available for filing immediately or delaying the auto-file, depending on the
situation.
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File Immediately
A flight plan filed more than three to five hours prior to the ETD (as discussed above) may be
filed immediately by using the command FI<####>,NOW, where <####> is the flight plan
number. This command may also be used with plans that are already in the queue.
NOTE JetPlan allows flight plans to be filed right up to one minute prior to the
planned ETD.
Example:
Explanation: File plan number 1234 immediately.
01 OPTIONS FI1234,NOW
NOTE If you have made changes to a previously filed flight plan that are beyond the
scope of the CHG option and are re-filing the plan using the NOW option, do not
forget to cancel the previously filed flight plan. Otherwise, ATC may exhibit some
confusion as to which plan to follow.
AFTN Priority Code Method

Another method available for filing a flight plan immediately is to raise the priority of the
message. The default AFTN priority code for transmitting flight plan filings is FF. You can
specify the priority code DD after the File command to raise the priority of the transmission.
There are a few ACCs that process the filing message more quickly when the DD code is used.
See the Forward Plans, Messages, etc chapter for more information about priority codes.
Example:
01 OPTIONS FI1234,DD
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Delaying Filing
NOTE You cannot delay a flight more than 22 hours from the current time. A CHG
message is automatically used for a delay over midnight UTC. See ICAO 2012 Flight
Plan Filings on page 514.
To delay the filing of an ICAO flight plan by revising the ETD, enter the filing command
followed by DLA=<####> where <####> is the revised ETD.
Example:
Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of
1230.
01 OPTIONS FI1234,DLA=1230
The delay option may also contain an estimated date of departure (EDD).
Example:
Explanation: Delay the filing of plan number 1234 to 3 (or 5) hours prior to the new ETD of
1230 on the 27th of July, 2007.
01 OPTIONS FI1234,DLA=1230/EDD,27JUL07
DLA messages always contain the ETD and DOF.

Example:
20 COMPUTING 29014
(DLA-TTTJP1-KMSP2345-KLGA-DOF/121031)
In addition, a CHG message is automatically used for a delay over midnight UTC. All
subsequent CHG/DLA/CNL messages have the new DOF.
Example:
20 COMPUTING 29016
(CHG-TTTJP1-KMSP2345-KLGA-DOF/121031-8/IN-9/B772/H
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-10/SDGHIJ1M1RWXYZ/HU1
-13/KMSP0100
-15/N0483F410 SMITH4 DLL J34 CRL J584 SLT DCT MIP MIP4
-18/PBN/A1B1C1D1 NAV/RNVD1E2A1 DOF/121101 REG/973603
EET/KZAU0017 KZOB0049 CZYZ0100 KZNY0130 SEL/ABCD CODE/F00001
OPR/JEPPESEN TONY 1 PER/D RMK/AGCS EQUIPPED TCAS EQUIPPED)
Lead Time Filing

The command FI<####>,LEAD=<hhmm> (hours and minutes) specifies the time before ETD
that the filing request is sent. The time specified with this option must be at least one hour and
not more than 23 hours and 59 minutes prior to ETD. If no time is specified, the default of 3 or
5 hours is used.
Example:
Explanation: File plan number 1234 12 hours and 30 minutes prior to the ETD.
01 OPTIONS FI1234,LEAD=1230
Filing at a Specified Time

The TIME option can be used to specify the time at which the flight plan is sent to ATC. If an
estimated date of departure (EDD) is not specified, the TIME value is assumed to be within the
preceding 24 hours of the ETD.
NOTE The FINOW customer preference setting is required for the TIME option to
work. Contact your Jeppesen account manager for more information.
The TIME option is specified by FI<####>,TIME=<hhmm>, where <hhmm> is the desired

filing time expressed in UTC (Zulu time).
The TIME option may also be used with an estimated date of departure as shown here:
FI<####>,TIME=hhmm/EDD,ddMONyy
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Example:
Explanation: File plan 1234 at 1545Z on the 27th of July, 2007
01 OPTIONS FI1234,TIME=1545/EDD,27JUL07
NOTE
You are responsible for ensuring the time is adequately ahead of the ETD.
Canceling Filed ICAO Plans

To cancel an ICAO flight plan, type the command, FI, followed by the plan number of the
international flight, a comma, and the cancel option, CX, on the Options command line. You
may cancel a flight plan up to 90 minutes past the ETD. The cancellation message is sent to all
stations that received the original transmission. Cancel (CNL) messages include the ETD and
DOF.
Example:
Explanation: Cancel the filing of plan number 561
01 OPTIONS FI561,CX
20 COMPUTING 29020
(CNL-TTTJP1-KMSP0100-KLGA-DOF/121101)
Changing Filed ICAO Plans

To invoke a change on a previously filed flight plan, enter the File command, followed by the
change option, CHG. This option provides the security of retaining the original filing slot time,
which can be lost when the method of applying changes involves canceling and re-filing a
plan.
Example:
Explanation: Modify the filing of plan number 1234.
01 OPTIONS FI1234,CHG
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The CHG option has the following restrictions:

Applies only to ICAO 2012 filings. The CHG option does not work for U.S.
Domestic filings.
You can only change the following items:
04 TYPE OF FLIGHT
06 TYPE OF AIRCRAFT
07 WAKE TURBULENCE CATEGORY
09 EQUIPMENT
IMPORTANT If you use the @18 REMARKS/GENERAL INFORMATION prompt to
make a change to any Item 18 information in an ICAO 2012 filing, you overwrite all of
the Item 18 data from the computed plan. You must re-enter the entire field 18 plus
your changes. You must also ensure that the Item 18 indicators are entered in the
prescribed order, per the Procedures for Air Navigation Services Air Traffic
Management, Fifteenth Edition (PANS-ATM, DOC 4444). For a list of Item 18
indicators and codes, see Table 19-1, JetPlan Automatic Filing Program Command
Prompts, on page 494.
When you submit a change to a previously filed flight plan, the notification sent to ATC
includes the CHG lead, as long as the plan has been actually filed. If the plan is still in queue to
be filed, the notification sent to ATC appears like any other filing (no CHG lead in the
message).
CHG messages always contain the ETD and the DOF.
Example:
01 OPTIONS FI1184,CHG
ENTER QUESTION NUMBER OR GO @18
-PBN/A1B3B4B5C3C4
20 COMPUTING 11661
(CHG-TEST1-KMSP2300-KLAX-DOF/121109-8/IS-9/B772/H
-10/SABCDE1E2E3FGHIJ1J2J3J4J5J6J7KM1M2M3TURWXYZ/D1EU1V1
-15/N0478F430 DCT ONL J114 SNY DCT DBL J60 HEC DCT
-18/PBN/A1B3B4B5C3C4)
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A CHG message is automatically used for a delay over midnight UTC. All subsequent
CHG/DLA/CNL messages have the new DOF. For more information on DLA messages, see
Delaying Filing on page 522.
Filing Reclear Flight Plans

If you request a reclear flight plan set with the RC, RC3, or RCN command, you have the
choice of filing either the first or second flight plan. The first flight plan is to the intended
destination with full reserve fuel. The second flight plan is to the intended destination with
reserve fuel calculated from the reclear fix. Jeppesen recommends that you file the second
flight plan because JetPlan automatically prepares the RIF/ data in Item 18 of the ICAO ATS
plan for output in the second and third flight plans of the reclear set (for most formats). JetPlan
does not prepare this data for output in the first flight plan of the reclear set.
NOTE Do not attempt to file the third flight plan of the reclear set. This is the flight
plan to the reclear airport. JetPlan does not file this plan.
If you request a reclear flight plan compression set with the RCC command, JetPlan prints out
the flight plan number to file above the compression plan.
Viewing Filing Status and History

You can check the status of computed flight plans and search for filing records.
Using the STAT Command

Entering FI<####>,STAT (where <####> represents the flight plan number) provides the
status of a flight plan, whether filed, queued, or canceled.
Example:
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Output:
ATC MESSAGES FOR PLAN 2615
DATE/TIME (GMT)
STATUS
SEND BY
04/12/2007-10:31:57 FILING ACCEPTED
CENTER
REFNO
LFPYZMFP
25240
SEQNO
Entering FI<####>,STAT,ALL shows the filing history (when the flight plan was queued,
submitted, accepted, canceled, and so on).
Example:
01 OPTIONS FI2615,STAT,ALL
Output:
DATE/TIME (GMT)
STATUS
CENTER
SEND BY
04/12/2007-10:31:04 FILING QUEUED
~~~~
04/12/2007-10:31
04/12/2007-10:31:37 FILING SUBMITTED ~~~~
04/12/2007-10:31:57 FILING ACCEPTED LFPYZMFP
REFNO
SEQNO
25238
25238
25240
Using the SHOW Command

Several input options may be used with the SHOW option. The syntax is as follows:
FI<####><request date>,SHOW<,options 1>,<options 2>
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The following table lists the input options that can be used with SHOW.
Table 19-3
FI,SHOW Input Options
Parameter
Explanation
####
Plan number
Request Date
The date for which you want to look up filing

records.
To display a specific month, enter: /mm (ex. /03
for March).
To display a specific day, enter: /mmdd (ex.
/0331 for March 31).
To display a specific hour, enter: /mmdd/hh (ex.
/0331/17 for 1700Z).
Options 1
One or more of the following options may be entered:

ALL Shows all unexpired entries. By default,
these are active entries. Active entries are those
with an ETD/EDD + 90 minutes before the
current time. An expired entry increases this
range by 48 hours. If the ALL option is used, it
must be first.
Q Shows queued requests
S Shows submitted requests
R Shows responded to requests (for
roger/reject users only)
N Shows requests that were never sent due to
user cancellations.
T Shows requests on the queue. This must be
used separately (not used with other options).
NOTE Each option must be separated with a
comma.
Options 2
One or more of the following options may be entered:

POD (enter the airport designator)
POA (enter the airport designator)
Call sign (enter the aircraft call sign)
ETD entered in one of the following formats:
hhmm
/mm
/mmdd
/mmdd/hhmm
Specifying any of the options 1 or options 2 parameters is optional. However, if the options are
used, they must be entered in the correct order. A comma placeholder must be entered for each
parameter skipped and a comma must always separate each value entered.
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The following table lists examples of the various uses of the FI,SHOW command:.
Table 19-4
FI,SHOW Examples
Option
Description
FI,SHOW
Displays all of the active filed plans.

NOTE This can be a lengthy process.
FI,/mmdd,SHOW
Displays all of the active filed plans computed on

specified date.
FI1234,SHOW
Displays all of the active filed plans with the specified

plan number (1234).
FI1234,SHOW,ALL
Displays all of the filed plans with the specified plan

number (1234) that are still in the FPFHDB, expired
or not.
NOTE This can be a lengthy process.
FI/0630,SHOW, ,SJC,LAX,,0100
Displays active requests computed on specified date

(0630) with specified time (0100) for specified airport
pair (SJC-LAX).
FI/0630,SHOW, ,SJC,LAX,0701/0100
Same as above except that the request further limits

what is displayed to those flights that are also on the
specified date (0701).
FI/mmdd,SHOW,Q,S,SJC,LAX,mmdd/0100
Same as above except that the request further limits

what is displayed to those requests that are still
queued or submitted (not responded to).
FI,SHOW,T
Displays the currently, actually queued requests for

this user, including send time (T must be used
separately).
FI,SHOW,,,,,/0630
Displays the active requests for flights with an EDD

of the specified date (0630).
FI,SHOW,ALL,,,TEST
Displays requests for flights with a call sign of

TEST.
FI,SHOW,,,TEST
Displays only active requests for flights with a call

sign of TEST.
Example output:
01 OPTIONS FI9618,SHOW
PLAN/mmdd/hh POD
9618/0902/22 DEN
POA
PDX
February 19, 2015

Calsign
TEST
ETD
09/03-00:00
SEQNO
011
STATE
SUBMITTED
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Working with Domestic Flight Plan Sequence Numbers

All domestic USA filing strips are assigned a sequence number used for identification by
ATC. Plans filed immediately are not actually sent to ATC until the next minute or so.
Therefore, the sequence number is not immediately available when the plan is filed and
displays as zeros instead, as shown in this example:
XLD0000000 FP TEST B752/Q 0461 DEN P0000 400

DEN.ROCKI4.EKR..MLD..BOI.J15.IMB.BONVL4.PDX/0215 :
TEST
COMPLETE, FLIGHT PLAN #09618 WILL BE FILED NOW AT FOLLOWING ADDRESS(ES)
KZDVZQZX
The sequence number can be found by using the FI<####>,STAT or FI<####>,SHOW

commands described above. Before the plan is sent to ATC, it shows as queued but indicates
the scheduled send time. The sequence number is displayed as TBA. (For ICAO plans, the
sequence number is blank.)

DATE/TIME (GMT)
STATUS
SEND BY
09/02/2005-22:20:07
FILING QUEUED
09/02/2005-22:20
CENTER
REFNO
~~~~
SEQNO
10024
TBA
After the plan is sent, the sequence number is available using either the FI<####>,STAT or
FI<####>,SHOW command.
Example:
Output:

DATE/TIME (GMT)
STATUS
SEND BY
09/02/2005-22:21:00
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FILING SUBMITTED
CENTER
REFNO
~~~~
SEQNO
10027
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or:
01 OPTIONS FI9618,SHOW
Output:
PLAN/mmdd/hh POD POA Calsign

9618/0902/22 DEN PDX TEST
ETD
09/03-00:00
SEQNO STATE
011
SUBMITTED
The new REFNO shows the filing strip with the correct reference number added:
XLD2221003 FP TEST B752/Q 0461 DEN P0000 400

DEN.ROCKI4.EKR..MLD..BOI.J15.IMB.BONVL4.PDX/0215 :
TEST
COMPLETE, FLIGHT PLAN #09618 WILL BE FILED NOW AT FOLLOWING ADDRESS(ES)
KZDVZQZX
Short Autofile Feature

Short Autofile is a feature that is set in your ID/Attribute File and that allows you to store
answers for the Remarks/General Information and Filed By command lines of the JetPlan
Automatic Filing Program. It eliminates the need to enter these inputs manually. The Remarks
command input applies to both domestic and international (ICAO) filings. The Filed By
command input applies to ICAO filings only. Please contact your Jeppesen account manager
to have the Short Autofile feature set.
NOTE To change or add remarks or specify who is filing the flight plan, enter
FI<####> (where<####> is the plan number), followed by the option, HOLD, on the
Options command line. You can then make any changes and/or additions (overrides)
to these and any other filing program command input needed.
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Example:
01 OPTIONS FI1234,HOLD
02 AIRCRAFT ID OR CALL SIGN JEPP234
18 REMARKS/GENERAL INFORMATION 3 ENG FERRY
33 DEPARTURE CENTER A KSFOXLDI
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Domestic U.S. Filing

NOTE U.S. Domestic Flight Plans (NAS FP) were unaffected by the ICAO 2012 FPL
changes.
To file a domestic flight plan, enter FI and the flight plan number on the Options command
line. The filing program may require other information prior to transmission in order to clarify
the filing message. JetPlan prompts you for needed information. This section reviews the
possible needs.
AIRCRAFT ID OR
CALL SIGN
The aircraft call sign command. This is not required if the aircraft call
sign or full registration number is entered on the Options command
line when the flight plan is requested. In addition, this is optional if
the CADB contains the necessary information.
REMARKS/
GENERAL
INFORMATION
Remarks related to ATC handling command. For example, remarks

may include: loss of pressurization, inoperative avionics, and so on.
Bypass this prompt without specifying an input by pressing the
ENTER key.
1ST ALTERNATE
AIRPORT
Alternate airport command. This item is optional except when no

alternate is specified in the flight plan request.
JetPlan looks for an alternate airport in the flight plan. You may
bypass this prompt without specifying an alternate airport input by
pressing the ENTER key.
PERSONS ON
BOARD
Persons on board command. This information may be stored in the

OB parameter in the CADB record. The inputs, ON FILE and TBN
(To Be Notified), are possible entries for this option.
DEPARTURE
CENTER
Filing center command. This option allows the change of the

departure center address or the addition of extra addresses.
To specify changes or additions, type 33 at the ENTER QUESTION
NUMBER OR GO prompt to get the Departure Center command
line prompt.
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To change the departure center address, or to override it and add one

or more new addresses, specify the new or additional addresses at the
Departure Center Command. If more than one address is specified,
separate each address with a space.
To include additional addresses in the filing message without
changing the departure address, type the letter A, followed by the
additional addresses at the prompt. Include a comma or a space
between A and the first address. If more than one address is specified,
separate each address with a space.
The following examples highlight the application of the filing program commands for a
domestic flight. These illustrations assume that you do not have the Short Autofile feature set
in your ID/Attribute File.
For this example, assume that an alternate airport has been specified in the flight plan.
Example:
01 OPTIONS FI5330
02 AIRCRAFT ID OR CALL SIGN JD1234
18 REMARKS/GENERAL INFORMATION BOTH ADF INOP
25 PERSONS ON BOARD ON FILE
33 DEPARTURE CENTER A,KSFOXLDI KSFOXHYR
The JetPlan response to a successful domestic filing input is to output the filing message sent
to the ARTCC and a summary statement listing the addresses to which the filing was sent.
This is illustrated below.
Output example:
XLD0249060 FP JD123 H/MD11/R 0470 SFO P0800 370
SFO.PORTE8.AVE.J1.FIM.FIM6.LAX/0055:
COMPLETE, FLIGHT PLAN #5330 TO BE FILED AT FOLLOWING ADDRESS(ES)
KZOAZQZX KSFOXLDI KSFOXHYR
XLD0249060 includes the Jeppesen DataPlan filing identifier XLD, the time of day (0249
UTC), and the sequential number for this filing (this was the 60th filing message since 0000
UTC).
In the next example, assume that no alternate airport has been specified in the flight plan.
Example:
01 OPTIONS FI5330
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18 REMARKS/GENERAL INFORMATION <ENTER>
- <ENTER>
20 1ST ALTERNATE AIRPORT KONT
ENTER QUESTION NUMBER OR GO
In this example, two extra AFTN addresses are added.

Example:
01 OPTIONS FI5330
18 REMARKS/GENERAL INFORMATION <ENTER>
- <ENTER>
33 DEPARTURE CENTER A,KSFOXLDI EGKKJPNX
- <ENTER>ENTER QUESTION NUMBER OR GO GO
Canceling a Domestic Flight Plan

To cancel a domestic flight plan, type the command, FI, followed by the flight plan number, a
comma, and the cancel option, CX, on the Options command line. You may cancel a flight
plan up to 90 minutes past the ETD. The cancellation message is sent to all stations that
received the original filing message.
Example:
01 OPTIONS FI5330,CX
The JetPlan response includes the cancellation message (Remove Strip message) sent to the
ARTCC and a summary statement listing the addresses to which the cancellation was sent.
XLD0249061 RS JD123
COMPLETE, FLIGHT PLAN #5330 TO BE CANCELED AT FOLLOWING ADDRESS(ES)
KZOAZQZX KSFOXLDI EGKKJPNX
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C HAPTER 20
Reclear Commands
Reclear Commands
Overview
Overview
The purpose of the reclear flight plan is to legally reduce the reserve fuel required on an
international flight. Achieving this goal affords a corresponding increase in the amount of
payload a flight can carry or the distance it can cover.
International reserve fuel is calculated as a percentage of the fuel required to complete the trip.
However, if the trip is broken up and re-cleared enroute, we can safely and legally carry less
reserve fuel. The example below shows how this is done using a reclear flight plan.
For this example assume a distance of 6,000nm, average speed of 500kts, average fuel burn of
16,000 lbs/hr, and a reserve fuel requirement of 10% of the trip fuel.
To fly the trip directly from the Point of Departure (POD) to the Point of Arrival (POA) would
require a total of 211,200 lbs of fuel, as follows:
Trip time = 12 hrs (6,000nm 500kts = 12hrs)
Trip fuel = 192,000 lbs (12hrs 16,000 lbs/hr = 192,000 lbs)
10% reserve = 19,200 lbs
Total fuel = 211,200 lbs (trip + reserve)
Now, suppose we select a different airport (the reclear airport) which is along the route of
flight and 5000nm from the POD.
Reclear Airport
The fuel required to fly from the POD to the reclear airport is:
And the fuel required to fly from the reclear airport to the POA is:
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Overview

But if we carry the trip fuel for the POD-to-reclear leg and the total fuel for the reclear-to-POA
leg, we satisfy the total fuel requirements for both legs, while actually carrying less fuel than is
required for original POD-to-POA flight:
POD-to-reclear trip fuel = 160,000 lbs
Reclear-to-POA total fuel = 35,200 lbs
Total fuel carried = 195,200 lbs (satisfies the POD-to-reclear requirement of
176,000 lbs)
This results in a savings of 16,000 lbs of fuel when compared to the original POD-to-POA
flight plan (211,200-195,200).
In order for this to work, we must initially plan as if our destination is the reclear airport. We
then determine (at an enroute decision point) if we do, in fact, have enough fuel to continue to
the actual POA. If we do, then the flight is re-cleared to the originally intended POA. If, for
some reason, we do not have enough fuel to continue to the POA, the reclear airport becomes
a convenient diversion airport.
Of course, this example is an oversimplification to illustrate the principles behind a reclear
flight plan. JetPlan takes into account variables such as winds and the location of usable
reclear airports.
Plan Scenarios
JetPlan offers five different reclear scenarios (cases).
Reclear with known payload value and arrival fuel value.
Reclear with known payload value and departure fuel value.
Reclear with known takeoff weight value. JetPlan determines the optimal
payload.
Reclear with known takeoff fuel value. JetPlan determines the optimal
payload.
Reclear with known landing weight value. JetPlan determines the optimal
payload.
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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.
Commands, Options, and Definitions

To request a reclear flight plan, three steps are required. First, the reclear option must be
invoked on the Options command line. Second, the reclear point, airport, and alternate (or
Island Reserve value) must be entered on the Reclear command line. Finally, the compression
plan must be requested. See the explanation of each step numbered below.
To request a reclear flight plan, using the command-line
1. On the Options command line, enter one of the following reclear options:
01 OPTIONS FP,RC
JetPlan generates a flight plan based on the request, in long or short
form (depending on the use of the SP option), to the intended
destination with full international reserve fuel.
- or -
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Overview
01 OPTIONS FP,RCC
JetPlan delivers a long (or short) plan to the intended destination
with full international reserve fuel.
NOTE
For output formats that provide two column compression only.
NOTE JetPlan prints only the flight plan numbers from the two reclear plans. The
first number is used for ATC filing.
2. After the non-reclear (original) plan has been computed, JetPlan displays the
Reclear command line (02 RECLEAR) prompt. At this prompt enter the
reclear point, airport, and alternate (or Island Reserve) inputs you wish to
apply in the reclear calculations.
Example:
02 RECLEAR NODAN,RJAA,RJTT
JetPlan generates the following:

Based on the RC option, a short plan to the intended destination
with international reserve fuel from the reclear point
Based on the RC option, a second short plan to the reclear airport
with full international reserve fuel
Based on the RCC option, a compression plan
3. For reclear plans run using the RC option, specify the Reclear Compression
Print command (CM) on the Options command line. The reclear flight plan
is compressed to output a comprehensive comparison plan that includes
either a two or three column header section (format dependent). To request a
compression flight plan, enter one of the following inputs on the Options
command line:
CM1234,1235 Two column compression. The numbers
(1234,1235) represent the reclear flight plan transaction numbers.
Enter the actual numbers from your plan computations.
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Overview
CM1234,1235,1236 Three column compression. The numbers

(1234,1235,1236) represent the flight plan transaction numbers
from the non-reclear and the two reclear flight plans. Enter the
actual numbers from your plan computations.
NOTE The CM command is not necessary with the RCC option because the RCC
option causes the system to compresses the reclear plans automatically.
Output Criteria
To make the second flight plan (first reclear 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.
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Reclear Command Line Inputs

There are two basic requirements for a Reclear command line input: 1) a reclear point and 2) a
reclear airport. Without these two items, the reclear calculation cannot proceed. JetPlan allows
you to specifically define both the reclear point and the reclear airport or request that JetPlan
make an automatic selection based on certain principles and database settings.
The reclear alternate is an optional input on the Reclear command line, but it too may be
specifically defined by you or automatically selected by JetPlan. Other options that change or
affect the alternate are also available on the Reclear command line.
Reclear Point Selection

Four different types of inputs may be entered on the Reclear command line to specify a reclear
point (fix or waypoint). Three of the input types are user-defined positions, while the fourth
type requests JetPlan to determine the reclear point for you. Reclear point types and examples
are given below:
Waypoint
A waypoint on the non-reclear (original) flight plans route of flight

may be used as a reclear point. You may enter the JetPlan ID for this
waypoint or the charted name (NOA or NODAN).
Example:
Explanation: NODAN is entered as the reclear point, RJAA is the
reclear airport, and RJTT is the reclear alternate.
02 RECLEAR NODAN,RJAA,RJTT
Distance
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A distance value from the intended destination (POA) may be used as

a reclear point. JetPlan scans the waypoint information in the nonreclear flight plan for the nearest waypoint to the distance value
entered. The waypoint on the route of flight found to be the nearest to
the selected distance is then used as the reclear point (for example,
400M).
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Example:
Explanation: The reclear point is a waypoint on the route of flight that
most closely approximates the specified distance (400M) from the
intended POA. KSFO is the reclear airport and KOAK is the reclear
alternate.
02 RECLEAR 400M,KSFO,KOAK
Coordinate
A latitude or longitude value may be used as a reclear point. The

value entered must include the hemisphere identifier (N, S, E, or W
appended to the value). JetPlan scans the waypoint information in the
non-reclear flight plan for the nearest waypoint to the entered
coordinate. The waypoint on the route of flight found to be the nearest
to the specified coordinate is then used as the reclear point (130W).
Example:
Explanation: The reclear point is a waypoint on the route of flight that
most closely approximates the 130 West longitude. KSFO is the
reclear airport and KOAK is the reclear alternate.
02 RECLEAR 130W,KSFO,KOAK
Auto Selection
Entering $AUTO or $AUTO,D instructs JetPlan to automatically

select the reclear point.
The automatically selected reclear point is a fix (waypoint) on the
non-reclear plans route of flight. JetPlan determines the reclear point
based on the following theory:
The optimal reclear point is an equal fuel point. This is the point
where the fuel required for the flight from the POD to the reclear
airport exactly matches the fuel required for the flight from the POD
to the actual POA (with the appropriate reserve fuel included in each
scenario).
To attain the optimal reclear point, JetPlan applies the following
methodology:
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Using a formula to solve for the equal fuel point, JetPlan accurately
determines the optimal point. The nearest fix (found on the nonreclear 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
Reclear Airport/Alternate Selection

The reclear airport and reclear alternate inputs are typically defined by entering the ICAO
identifier for each station. However, like the reclear point, you may use the $AUTO option to
instruct JetPlan to automatically select these items.
Auto Selection (Reclear Airport and Alternate)

JetPlans auto selection capability may be applied to the reclear airport and the reclear
alternate when the $AUTO option is entered in the appropriate field. However, to perform this
capability, JetPlan must be able to find candidate airports from those stored in specific
customer databases. For reclear airports, this means storing stations in your Customer Airport
Database (CAPD).
To save an airport record in your CAPD, enter the AP access command on the 01 Options
command line, followed by the save option (SAV) and the ICAO identifier of the airport you
want to store.
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Example:
01 OPTIONS AP,SAV,RJAA
NOTE For the purpose of the Reclear option, your input can be kept to a minimum
(as shown above). However, you can include additional parameter settings with each
AP,SAV input. For more information about parameter settings, see the Customer
Airport Database chapter.
The airport selected by JetPlan as the reclear airport is the one that meets specific internal
requirements for the flight.
For the reclear alternate the application of the $AUTO option requires the storage of
information in the Customer Alternate Database.
To save an alternate airport record in your alternate database, enter the access command, ALT,
followed by the add option (ADD), the ICAO identifier of the airport for which the alternate
applies, the ICAO identifier of the alternate airport, and a distance value or a route file name
from your Customer Route Database (CRDB).
Example:
01 OPTIONS ALT,ADD,KLAX,KSAN,90
NOTE To use a route file name (rather than a distance value), you must first store
the route in your CRDB. For more information about saving alternate and route
records in customer databases, see the Customer Alternate Database and the
Customer Route Database chapters.
The following examples illustrate the use of the $AUTO option for reclear airports and reclear
alternates.
Example:
Explanation: Select the best reclear airport from the set of airports available in the Customer
Airport Database. Note that the waypoint, CVC, is the selected reclear point and the airport,
RJTT, is the selected reclear alternate.
02 RECLEAR CVC,$AUTO,RJTT
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Example:
Explanation: Select the best reclear alternate from the set of alternates available for RJAA in
the Customer Alternate Database. Note that the waypoint, CVC, is the selected reclear point
and the airport, RJAA, is the selected reclear airport.
02 RECLEAR CVC,RJAA,$AUTO
Example:
Explanation: First, select the best reclear airport from the CAPD. Second, using the
automatically selected reclear airport, find a corresponding alternate from the Alternate
Database. If the reclear airport has no records in the Customer Alternate Database, an error
occurs. Note that the waypoint, CVC, is the selected reclear point.
02 RECLEAR CVC,$AUTO,$AUTO
Example:
Explanation: This example applies the auto select feature to all three fields.
02 RECLEAR $AUTO,$AUTO,$AUTO
or simply
02 RECLEAR $AUTO (works the same as entering three $AUTO inputs)
Hence, entering the Auto Selection option, $AUTO, as your input for all three fields instructs
JetPlan to determine your reclear airport, an alternate stored for that airport, and then find the
optimal reclear point based on the identified reclear airport.
Other Reclear Options

To this point, the reclear examples given have included the basic inputs of the reclear point,
the reclear airport, and the reclear alternate airport only. However, additional option
capabilities are available to define certain alternate/reserve situations. These additional options
are standard JetPlan options already described in other sections of this manual. The following
list identifies the options that may be added to the Reclear command line.
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Alternate airport
distance bias
This distance bias works for the reclear alternate in the same manner
as the conventional alternate bias. To apply a distance bias to the
reclear alternate, enter a slash and the distance value (in nautical
miles or kilometers) after the reclear alternate input.
Example:
02 RECLEAR 130W,KSFO,KOAK/50
Alternate airport
holding time
This holding time works for the reclear alternate in the same manner
as the conventional alternate holding time. For example, a standard,
non-reclear flight plan request might include the following input on
the Hold (Alternate/Distance) command line.
Example:
07 HOLD,ALTERNATE/DIST 30,EFHK
However, in a reclear flight plan, a hold time for the reclear alternate
airport is entered on the Reclear command line between the reclear
airport input and the reclear alternate input. See example below.
Example:
Explanation: The input, 45, changes the hold time from the default
value of 30 minutes to a hold time of 45 minutes.
02 RECLEAR 400M,ENFB,45,ENGM
NOTE The standard (default) holding time value for the reclear alternate is 30
minutes. Enter a different value, like the example above, if a time other than 30
minutes is needed.
NOTE
fuel.
Reserve fuel
The holding time input does not affect the calculation of international reserve
A reserve fuel may be added to the reclear flight via the Reclear
command line. The value entered (in minutes) must be prefixed with
the letter, I or D. Typically, I stands for island reserve and D stands
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for domestic reserve, but in this case the two letters are
interchangeable. The reserve fuel amount is calculated using the fuel
flow from the last cruise segment before Top of Descent (TOD). The
input of an alternate airport is optional. The default hold fuel amount
for the reclear airport (30 minutes) is eliminated unless specifically
added to the request.
Example:
Explanation: I120 requests 120 minutes of island reserve fuel.
02 RECLEAR 006E,ENFB,I120
The options listed above may be applied to the same flight plan as the
examples below illustrate:
Example:
Explanation: 120 minute Island reserves and 60 nm bias to reclear
alternate airport.
02 RECLEAR 006E,ENFB,I120,ENGM/60
Example:
Explanation: 120 minute Island reserves and 30 minute hold.
02 RECLEAR 4640,LPLA,I120,30
Route Selection for Reclear

Routing from the reclear point to the reclear airport is typically determined by JetPlan. The
Route Optimizer (RO) applies the nav optimize method to make this determination
selecting the best combination of airways and/or direct segments to complete the route.
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User-Defined Routing for Reclear

Some instances may require you to apply your own route input. In those instances you have
the following options:
You may request a direct route from the reclear point to the reclear airport
by entering the letter, D (for direct), between the two inputs on the Reclear
command line. This means that the navigational route structure is ignored
and direct segments are created to get from the reclear point to the reclear
airport.
Example:
02 RECLEAR 5070,D,PANC,PAFA
NOTE This entry does not work when the reclear waypoint and the reclear airport
are both in Area 0. See next example.
Example:
Explanation: Reclear point and reclear airport are both in Area 0. Do not use
the D input.
02 RECLEAR 4030,LPLA,LPAZ
NOTE See the Route Commands chapter for more information about the Route
Optimizer, route areas, and Area 0 route inputs.
You may request a canned (previously stored) track from the reclear point to
the reclear airport. A canned track file must be available between the two
(the specific reclear point and the specific reclear airport). If one is
available, then the input is: the reclear point, a comma, a virgule (/), the
three-character canned track name, a comma, the reclear airport, and the rest
of your input, whatever it may be. See the example below.
Example:
02 RECLEAR NINNA,/NP1,PANC,PAFA
NOTE Canned tracks are relatively scarce on the JetPlan system. Therefore, this
option is rare.
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Table 20-1 lists the canned tracks that currently exist and are available for this purpose. The
table lists the canned track file name (ID) and the start and end points of each track.
Table 20-1
Canned Tracks Available for Reclear Routing
ID
Start/End
ID
Start/End
AN1
JED / LOWW
NP7
ONEIL / PAFA
AN4
MAG / EDDF
NP8
ONEIL / PAKN
AN5
CDA / EDDF
NP9
ONEMU / RJCC
AN6
ALS / EDDF
1AN
TEB / EKCH
AN7
SORLA / EKCH
2AN
SVD / EHAM
AN8
CDA / EHAM
3AN
IKADA / RJCC
AN9
SPB / EFHK
4AN
SCORE / RJAA
AN0
SPB / ESSA
5AN
VACKY / RJAA
EE1
VELTA / RJCC
6AN
SMOLT / RJAA
KA1
NUBDA / RJCC
7AN
FORDO / RJAA
NP1
NINNA / PANC
8AN
JNS / ESSA
NP2
ONEIL / PANC
9AN
AGAMO / EFHK
NP3
NINNA / PAFA
0AN
AGAMO / ESSA
NP6
NINNA / PAKN
Routing when Using the Auto Select Option

Routing from the automatically selected reclear point to the reclear airport is determined by
the input used, as follows:
If $AUTO is entered, JetPlans Route Optimizer uses the nav optimize
method for determining the route. This means that the best combination of
airways and/or direct segments within the navigational route structure is
used to get from the reclear point to the reclear airport.
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If $AUTO,D is entered, JetPlans Route Optimizer uses the optimize

direct method for determining the route. This means that the navigational
route structure is ignored and direct segments are created to get from the
reclear point to the reclear airport.
NOTE See the Route Commands chapter for more information on the Route
Optimizer.
Example:
02 RECLEAR $AUTO,RJAA,RJTT (nav optimize)
- or 02 RECLEAR $AUTO,D,RJCC,RJCH (optimize direct)
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Reclear Scenario Review

The following sections review each of the possible plan scenarios when running reclear flight
plans.
Known Payload
This arrival case scenario is used to minimize the required fuel when the payload is a known
value. JetPlan applies the following criteria to the calculations and output for the Known
Payload case.
JetPlan calculates four flight plans internally, of which the first three are run
in the arrival fuel case:
Flight plan 1 POD to POA with full international reserve fuel.
Flight plan 2 POD to POA with international reserve fuel from the
reclear point.
Flight plan 3 POD to reclear airport, with full international reserve
fuel.
Flight plan 4 JetPlan compares the fuel amounts required for flight
plans 2 and 3 and flags for output the one that requires more fuel.
Taking the other plan (the one that requires less fuel), JetPlan
recalculates it in a departure fuel case, and flags it for output as
flight plan 4.
JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3
(whichever requires more fuel). Finally, it outputs flight plan 4.
Known Takeoff Weight/Optimum Payload

This scenario is used to maximize the payload when the takeoff weight is a known value. The
following criteria apply to the calculations and output for the Known Takeoff Weight case.
JetPlan calculates four flight plans internally, all of which are run in the
departure weight case:
reclear point.
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fuel.
Flight plan 4 JetPlan compares the payloads calculated for flight
plans 2 and 3 and flags for output the one with less payload (the
more restrictive of the two). Taking the other plan (the one that
provides more payload), JetPlan recalculates it using the lighter
payload in a Tanker Fuel/Departure Weight Case. This is flight plan
4, which is also flagged for output.
JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3,
whichever plan allows less payload. Finally, it outputs flight plan 4.
Known Takeoff Fuel/Optimum Payload

This scenario is used to maximize the allowable payload when the takeoff fuel is a known
value. It is frequently used when the Reclear With Known Takeoff Weight scenario results
in weight or fuel limits exceeded, thus obstructing the output of the reclear flight plans and
compression. This may occur on long flights, especially with a strong headwind component.
The following criteria apply to the calculations and output for the Known Takeoff Fuel case.
JetPlan calculates four flight plans internally, all of which are run in the
departure fuel case:
reclear point.
fuel.
Flight plan 4 JetPlan compares the payloads calculated for flight
plans 2 and 3 and flags for output the one with less payload (the
more restrictive of the two). Taking the other plan (the one that
provides more payload), JetPlan recalculates it using the lighter
payload. This is plan 4, which is also flagged for output.
JetPlan always outputs flight plan 1. It outputs either flight plan 2 or plan 3,
whichever plan allows less payload. Finally, it outputs plan (4).
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Known Landing Weight/Optimum Payload

This scenario is used to maximize the allowable payload when the landing weight is a known
value. It is the least used of all the reclear scenarios because of the payload restrictions
calculated during the computations to match weights. The following criteria apply to the
calculations and output for the Known Landing Weight case.
JetPlan calculates five flight plans internally:
reclear point.
Flight plan 3 POD to reclear airport with full international reserve.
Flight plan 4 JetPlan compares the takeoff weights calculated for
flight plans 2 and 3. It then takes the lower takeoff weight amount
from the two plans and plugs it into the plan that had the higher
takeoff weight and calculates a new plan. This is flight plan 4. In
effect, this matches the takeoff weights for flight plans 2 and 3.
Flight plan 5 In addition to comparing takeoff weights, JetPlan
compares the payloads of the two plans that now have the same
takeoff weight (flight plan 4 and either plan 2 or 3whichever
originally had the lower takeoff weight). In doing this comparison,
JetPlan takes the flight plan with the higher payload and recalculates
it using the lower payload amount. This results in flight plan 5.
JetPlan needs to match not only the takeoff weights for flight plans
2 and 3, but also the payload and takeoff fuel. This keeps the plans
consistent for compression.
JetPlan always outputs flight plan 1. It outputs flight plan 4, which is either
flight plan 2 or 3 with the lighter takeoff weight and lesser payload. Finally
it outputs flight plan 5, which is either flight plan 2 or plan 3 rerun in a
tanker case to reduce the initially heavier payload to the lighter payload of
the other plan.
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Landing Burnoff Calculations
Landing Burnoff Calculations

If you select a reclear point and reclear airport combination that causes one or both of the
reclear flight plans to exceed the aircraft's maximum landing weight, JetPlan offers two
options:
NOTE Both solutions require the use of autoweight, either as an option or as a

parameter setting in your ID/Attribute File. See the information on Automatic Weight
Reiteration (Autoweight) in Chapter 14, Payload, POD/POA, Weight, and Fuel
Commands. Contact your Jeppesen account manager for more information.
1. Print out an Exceed Landing Weight (XLWnnnnn) error and stop the
reclear flight planning process.
2. Print out a warning statement and process the reclear flight plans using the
aircraft's maximum landing weight.
When the first option is chosen, JetPlan uses the maximum landing weight stored in the CADB
file, or, in the case of a generic aircraft, in the generic aircraft data file.
When the second option is preferred, the following statement appears in the reclear flight
plan(s) that have exceeded the maximum landing weight:
*** WARNING LBO ASSUMED IN LANDING WEIGHT CALCULATION ***
LBO is an acronym for landing burnoff. This is the amount of fuel that needs to be burned
off (or dumped) to bring the aircrafts weight down to the maximum for landing, which is
found in the CADB or generic aircraft data file.
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Examples of Reclear Flight Plans

This section illustrates examples of reclear flight plans for the following scenarios:
Known payload, arrival fuel case.
Unknown payload, departure weight case.
Unknown payload, departure fuel case.
NOTE These examples demonstrate only one compression flight plan. They show
the inputs for each set of reclear flight plans, followed by pertinent remarks. Both
reclear flight plans (the flight plan to the intended destination with reduced reserves
and the flight plan to the reclear airport) output the letter, R, after the date on the top
line of the flight plan. The compression plan outputs the letter, C, after the date on the
top line of the flight plan.
Inputs for Known Payload (Arrival Fuel Case)

The following inputs were used to obtain the known payload, arrival fuel case scenario
reclear flight plans. (See plans numbered 8120, 8124, 8129 in Reclear Example Output in
this chapter.)
Example:
01
02
03
06
07
08
09
10
11
14
16
OPTIONS FP,RC,SP
POD KJFK/CYQX
POA LYBE/EINN
ROUTE P/Z/J
HOLD,ALTERNATE/DIST 30,LQSA
ETD 0100
PROFILE C
A/C TYPE/REGN $DC8-73
CRUISE MODE M80
PAYLOAD 65000
The first flight plan (#8120), KJFK to LYBE with full international reserve fuel, requires
109,203 lbs of fuel. The more restrictive reclear plan requires only 101,612 lbs of fuel.
The flight plan (#8124) from KJFK to LYBE with international reserve fuel from the reclear
point (KOK) does not show any extra fuel (XTR). This indicates that it is more restrictive than
the flight plan from KJFK to EDDF (#8129) with full international reserve fuel which shows
5,200 lbs extra fuel.
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The compression flight plan (#8136) has a header composed of the data from the two reclear
plans (#s 8124 and 8129). It has two complete flight plan bodies: (1) KJFK to LYBE and (2)
KJFK to EDDF. Only the compression header is illustrated in the text.
Inputs for Unknown Payload (Departure Weight Case)

The following inputs were used to obtain the unknown payload, departure weight case
scenario reclear flight plans. (See plans numbered 8152, 8164, and 8171 in Reclear Example
Output below.)
Example:
01
02
03
06
07
08
09
10
11
14
16
OPTIONS FP,RC,SP
POD KJFK/CYQX
POA LYBE/EINN
ROUTE P/Z/J
ETD 0100
PROFILE C
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 (#8171) from KJFK to EDDF with full international reserve fuel, which shows
Inputs for Unknown Payload (Departure Fuel Case)

The following inputs were used to obtain the unknown payload, departure fuel case scenario
reclear flight plans. (See plans numbered 8173, 8180, and, 8182 in Reclear Example Output
below.)
Example:
01 OPTIONS FP,RC,SP
02 POD KJFK/CYQX
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03
06
07
08
09
10
11
14
16
POA LYBE/EINN
ROUTE P/Z/J
ETD 0100
PROFILE C
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 (#8182) from KJFK to EDDF with full international reserve fuel, which shows
Reclear Example Output

Flight plan example output follows.
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The user response to 02 RECLEAR for this flight plan was:

02 RECLEAR KOK,EDDF,EDDM
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The user response to 01 OPTIONS to compress these plans was:

01 OPTIONS CM8124,8129
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Decision Point Procedure

Decision Point Procedure (DPP) is a EU-OPS compliant fuel policy (Reg. 1.255) which allows
you to legally reduce international fuel reserves. It is available only to those customers with
the EU-OPS attribute set in their ID/Attribute File (contact Jeppesen Customer Service for this
attribute setting). The policy requires that the operator carry reserves based on one of two
scenarios:
Contingency fuel equaling no less than 5% of the estimated fuel
consumption from the decision point to the destination airport
- or Contingency fuel equaling no less than 3% of the estimated fuel
consumption from the departure airport to the enroute alternate.
DPP Usage
DPP is used in conjunction with the Reclear and Flight Plan commands on the Options
command line. The following example demonstrates a Decision Point Procedure entry.
Example:
01 OPTIONS FP,RC,DPP
Using the figure below, JetPlan produces the following outputs:
1. A long or short plan (per 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).
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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.
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C HAPTER 21
ETOPS
ETOPS
Overview
Overview
The ETOPS chapter in the JetPlan User Manual has been superseded by the ETOPS 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.
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C HAPTER 22
Overwater Driftdown
and Terrain Analysis

Overview
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.
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Overview
FAR 121.191 One Engine Inoperative

FAR 121.191 requires that an operator comply with one of the following:
There is a positive slope at an altitude of at least 1,000 feet above all terrain
and obstructions within 5 statue miles (sm) of each side of the intended
track, and there is a positive slope at 1,500 feet above the airport where the
airplane is assumed to land after engine failure.
The net flight path allows the airplane to continue flight from the cruising
altitude to an airport where a landing can be made under FAR 121.197
(alternate airport), clearing all terrain and obstructions within 5 sm of the
intended flight track by at least 2,000 feet vertically, and there is a positive
slope at 1,500 feet above the airport where the airplane is assumed to land
after engine failure.
FAR 121.191 assumes the following conditions:
The engine fails at the most critical point enroute.
The airplane passes over the critical obstruction after engine failure at a
point that is no closer to the obstruction than the nearest approved radio
navigation fix, unless a different procedure is authorized.
An approved method is used to allow for adverse winds.
Fuel dumping is allowed if the crew is trained for it.
The alternate airport meets prescribed weather minima.
FAR 121.193 Two Engines Inoperative

FAR 121.193 requires that an operator comply with one of the following:
At no place along the route of flight is the aircraft more than 90 minutes
flying time with all engines operating at cruise power from an airport that
satisfies the alternate airport requirements of FAR121.197 (alternate
airport).
The net flight path allows the airplane to fly from the point where the two
engines are assumed to fail simultaneously to an airport that satisfies the
requirements of FAR 121.197, with the net flight path clearing vertically by
at least 2,000 feet all terrain and obstructions within 5 sm on each side of the
intended track.
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Overview
FAR 121.193 assumes the following conditions:

Two engines fail at the most critical point enroute.
The net flight path has a positive slope at 1,500 feet above the airport where
the landing is assumed to be made after the engines fail.
Fuel dumping is approved if the crew is trained for it.
The airplane's weight at the point where the two engines are assumed to fail
provides enough fuel to continue to the diversion airport, to arrive at an
altitude of at least 1,500 feet directly over the airport, and thereafter to fly
for 15 minutes at cruise power or thrust, or both.
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Overwater (Basic) Driftdown

The primary objective of JetPlans Overwater Driftdown feature is to determine the critical
fuel shortfall for a given flight and address it by ensuring that there is enough fuel on board for
the worst case scenario, even at the expense of payload.
Overwater Driftdown uses user-specified enroute alternates and Equal Time Points (ETPs)
along the primary flight path, and reports MORA heights along the forward and backward path
from each ETP to each associated enroute alternate. One-engine out, two-engines-out, and
depressurization scenarios are analyzed.
The FP,DRFT and FP,DRFTX option commands invoke Overwater Driftdown. Both DRFT
and DRFTX provide critical fuel data based on ETP information you provide, but DRFTX also
provides extended information on the flight plan through a detailed fuel analysis of the
computed flight.
The following sections provide more information on Overwater Driftdown setup
requirements, flight plan calculation, and output.
Overwater Driftdown Setup Requirements

This section describes how your customer databases must be configured to support Overwater
Driftdown.
NOTE For complete information about fulfilling the prerequisites for the Overwater
Driftdown feature, contact your Jeppesen account manager.
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The following table lists the Customer Airport Fleet database parameters that apply to
Overwater Driftdown. For detailed descriptions, see Chapter 30, Airport Fleet Database.
Table 22-1
Airport Fleet Database Parameters Used in Overwater Driftdown
Parameter
Description
Enroute Alternate
Defines the key airport as available for use as an

enroute alternate for the key fleet type.
(EA)
When set to Yes, this parameter indicates that the

airport is available for use in the entry/exit point
calculations in the automatic driftdown process or for
ETOPS alternate selection.
Input value: Yes/No
Enroute Alternate in ETOPS/Overwater Driftdown
Operations
(ET)
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Activates the key airport as a possible enroute

alternate in the automatic alternate selection process
when either the ETOPS or the Overwater (Basic)
Driftdown feature is employed in the flight plan.
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ETP Database
In Overwater Driftdown processing, user-supplied aircraft performance factors dictate the
determination of the ETPs. These factors include situational cruise modes, flight levels, and
true airspeeds, all of which are addressed in the ETP database, which is a subsection of the
CADB. The following table briefly describes these parameters. For detailed descriptions, see
Chapter 26, Customer Aircraft Database.
NOTE The only ETP database parameters necessary for Overwater Driftdown are
EA, EM/EF, EA1, EM1/EF1, andif more than two enginesEA2 and EM2/EF2.
NOTE The information in the ETP database is applicable to Overwater Driftdown

but not to the Mountain Driftdown option described in the Terrain Analysis section of
this chapter.
Table 22-2
Overwater Driftdown ETP Database Parameters
Parameter
Description
Non-emergency ETP True Airspeed
This parameter is for customers who wish to perform

the basic ETP calculation without being at a
depressurized flight level. JetPlan ignores the EA
parameter if a value is entered here.
(NA)
Non-emergency ETP Flight Level

(NF)
ETP O2 Time
(OX)
ETP O2 FL x100 FT
(OF)
- or ETP O2 Millibars
The NF parameter does not accept a millibar input,

only a flight level. This parameter is for customers
who wish to perform the basic ETP calculation
without being at a depressurized flight level. JetPlan
ignores the EM parameter if a value is entered here.
Allows you to indicate the time in minutes that
oxygen is available for use after depressurization
occurs. Use this parameter in conjunction with the
ETP O2 FL x100 FT parameter
Allows you to indicate the flight level at which the
aircraft can cruise while depressurized and using
oxygen. Set this value only when ETP O2 Time (OX)
is set to a positive value. OF is the flight level in feet;
OL is the flight level in millibars.
(OL)
ETP Cruise Mode
(EC)
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Low level (depressurized) ETP Cruise Mode Table.

Entry must coincide with table performance data
within the generic aircraft data file. This parameter
provides cruise data, based on the aircrafts weight
and the weather conditions, for the actual driftdown
segment under an all-engine, low-level scenario.
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Table 22-2
Overwater Driftdown ETP Database Parameters (continued)
Parameter
Description
ETP Cruise Mode (Anti-Ice On)
Low level (depressurized) ETP Cruise Mode Table Anti-Ice on. Entry must coincide with table
performance data within the generic aircraft data file.
(ECA)
ETP Cruise Mode (Anti-Ice Off)
(ECN)
ETP True Airspeed
(EA)
Low level (depressurized) ETP Cruise Mode Table Anti-Ice off. Entry must coincide with table
Low level (depressurized) ETP True Airspeed
constant. This parameter provides the airspeed used in
the ETP selection process under the all-engine, lowlevel scenario.
(EM)
Low level (depressurized) ETP Millibar constant.

(May be replaced with the flight level parameter EF,
for which an actual flight level value is entered.) This
parameter provides the altitude at which winds are
averaged for the ETP selection process under the allengine, low-level scenario.
ETP Hold Time
Scenario: All-engine, depressurized
(EH)
Provides a reserve fuel that is used in the ETP worst

case (critical) fuel calculation for the all-engine, lowlevel scenario.
ETP Flight Level

(EF)
- or ETP Millibars
- or ETP Reserve Fuel

(EX)
The EH parameter allows you to set a hold time for

the purpose of providing a reserve fuel. The input
value is a 1 to 3-digit time entry in minutes. Example:
EH=15
The EX parameter allows you to set a specific amount
of reserve fuel. The input value is a 1 to 6-digit fuel
entry in pounds or kilograms. Example: EX=2500
NOTE The EH and EX parameters are mutually
exclusive. You can use one or the other but not both.
ETP 1LE Cruise Mode

(EC1)
ETP 1LE Cruise Mode (Anti-Ice On)

(ECA1)
ETP 1LE Cruise Mode (Anti-Ice Off)
(ECN1)
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One-engine inoperative (1LE) ETP Cruise Mode

Table. Entry must coincide with table performance
data within the generic aircraft data file. This
parameter provides cruise data, based on the aircrafts
weight and the weather conditions, for the actual
driftdown segment under a one-engine out scenario.
One-engine inoperative (1LE) ETP Cruise Mode Anti-Ice On. Entry must coincide with table
One-engine inoperative (1LE) ETP Cruise Mode Anti-Ice Off. Entry must coincide with table
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Table 22-2
Parameter
Description
ETP 1LE Descent (Anti-Ice On)
One-engine inoperative (1LE) ETP Descent - Anti-Ice

On.
(EDA1)
ETP 1LE Descent (Anti-Ice Off)
(EDN1)
ETP 1LE True Airspeed
(EA1)
One-engine inoperative (1LE) ETP True Airspeed

the ETP selection process under the one-engine out
scenario.
(EM1)
One-engine inoperative (1LE) ETP Millibar constant.

(May be replaced with the flight level parameter EF1,
in which an actual flight level value is entered.) This
averaged for the ETP selection process under the oneengine out scenario.
ETP 1LE Hold Time
Scenario: One engine-out, depressurized
(EH1)
The EH1 and EX1 parameters are similar to the EH

and EX parameters but are applicable to the one
engine-out, low-level scenario (Driftdown). Example:
EH1=120 or EX1=2250.
ETP 1LE Flight Level

(EF1)
- or ETP 1LE Millibars
- or ETP 1LE Reserve Fuel

(EX1)
ETP 2LE Cruise Mode

(EC2)
ETP 2LE Cruise Mode (Anti-Ice On)

(ECA2)
ETP 2LE Cruise Mode (Anti-Ice Off)
(ECN2)
ETP 2LE Descent (Anti-Ice On)
(EDA2)
ETP 2LE Descent (Anti-Ice Off)
(EDN2)
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One-engine inoperative (1LE) ETP Descent - Anti-Ice

Off
NOTE The EH1 and EX1 parameters are mutually

Two-engine inoperative (2LE) ETP Cruise Mode

Table. Entry must coincide with table performance
data within the generic aircraft data file. This
parameter provides cruise data, based on the aircrafts
weight and the weather conditions, for the actual
driftdown segment under a two-engine out scenario.
Two-engine inoperative (2LE) ETP Cruise Mode Anti-Ice On. Entry must coincide with table
Two-engine inoperative (2LE) ETP Cruise Mode Anti-Ice Off. Entry must coincide with table
Two-engine inoperative (2LE) ETP Descent - Anti-Ice
On
Two-engine inoperative (2LE) ETP Descent - Anti-Ice
Off
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Table 22-2
Parameter
Description
Two-engine inoperative (2LE) ETP True Airspeed

the ETP selection process under the two-engine out
scenario.
(EA2)
(EF2)
Two-engine inoperative (2LE) ETP Millibar constant.

(May be replaced with the flight level parameter EF2,
in which an actual flight level value is entered.) This
averaged for the ETP selection process under the twoengine out scenario.
ETP 2LE Hold Time
Scenario: Two engine-out, depressurized
(EH2)
The EH2 and EX2 parameters are similar to the EH

and EX parameters but are applicable to the two
engine-out scenario (Driftdown).
Example: EH2=20 or EX2=2800
ETP 2LE Millibars

(EM2)
- or ETP 2LE Flight Level
- or ETP 2LE Reserve Fuel

(EX2)
NOTE The EH2 and EX2 parameters are mutually

Driftdown Performance Tables

JetPlan Overwater Driftdown performance is calculated using the combination of a specially
constructed JetPlan descent model (1LE/2LE engine inoperative) and ordinary 1LE/2LE
cruise table data. JetPlan does not strictly use the manufacturer's driftdown performance
tables. This approach yields satisfactory, albeit slightly more conservative, performance
figures compared to the manufacturer's driftdown performance data.
The advantage of this practice is that the performance figures should be reasonable without
involving a dependency upon nearly flawless pilot technique and aircraft performance.
Overwater Driftdown Flight Plan Methodology

Overwater Driftdown is invoked by the FP,DRFT or FP,DRFTX flight plan command. In
response, JetPlan performs the following three steps:
Step 1 involves running the basic flight plan, gathering the necessary weight
and fuel data. This process provides the profile and the reserve fuel figures
for the route selected. The objective is to meet the flight level
rules/restrictions, the company fuel policies, and all basic and optional flight
plan request parameters at a minimum expenditure of fuel or time.
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Step 2 involves running the Overwater Driftdown program to determine the

ETP positions and perform the critical fuel analyses. This step revolves
around several important computations performed by the Overwater
Driftdown program, the first of which is the determination of ETP positions
based on the user-specified divert airports. After the ETPs are determined,
the time, distance, and fuel expenditures from the POD to each ETP are
determined based on the departure weight/fuel and segment times/burns
determined in Step 1.
At this point JetPlan performs the critical fuel analysis. For each ETP, the
largest detected fuel need considering backward and forward scenarios to
the appropriate divert airport is recorded as the ETP critical fuel. Then an
evaluation is made to determine if there is enough fuel available to meet or
exceed the critical fuel. If there is enough fuel, the plan is finished. If there is
a worst case fuel shortfall (WCFS), then step 3 begins.
Step 3 involves performing a methodology for alleviating the worst case fuel
shortfall.
NOTE Step 3 is not applicable to the Overwater Driftdown program available to
most JetPlan customers.
The following sections provide more detailed information about the Overwater Driftdown
process.
Diversion Airports
A maximum of twelve diversion airports may be entered for overwater driftdown purposes by
one of two methods:
Diversion airports can be entered sequentially on the POD Command line.
Diversion airports can be entered in combined pairs between the POD and
POA Command lines.
Example:
02 POD VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW
Example:
02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW
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For sample flight plan output resulting from the above inputs, see Overwater Driftdown Data
on the Flight Plan on page 589. For more information on diversion airports, see Chapter 3,
Point of Departure and Point of Arrival Commands.
ETP Selection
NOTE
For an in-depth review of the basic ETP process see Chapter
Departure and Point of Arrival Commands.
3, Point of
Part of the Overwater Driftdown procedure is to determine the worst-case diversion fuel burn.
This critical fuel calculation requires the determination of critical points. A critical point is
defined as a point from the intended route where the one-engine (or two-engines) inoperative
diversion time from the two closest alternates is equal an ETP (equal-time point).
When performing the Overwater Driftdown calculation, JetPlan must determine three different
ETP cases simultaneously:
Depressurized operation (low-level all-engine cruise)
One-engine inoperative operation (1LE)
Two-engines inoperative operation (2LE)
JetPlan determines the ETPs based on your diversion airport inputs and performance factors
stored in the ETP database, which is a subsection of the CADB (see ETP Database on
page 580).
Critical Fuel Calculation Scenarios

The Overwater Driftdown program calculates the worst-case diversion fuel burn using three
scenarios at each ETP (critical point): lost pressurization, one-engine inoperative, and twoengines inoperative. Each scenario calculation is discussed below.
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Depressurized Scenario
For the depressurized (low-level) cruise with all engines operating scenario, the following
assumptions and calculations are made:
If the ETP O2 Time (OX) parameter is set to a positive value, cruise at the
altitude defined by the ETP O2 FL x100 FT parameter (OF or OL) for the
time that oxygen is available, as indicated by the OX parameter. When the
oxygen runs out, a descent to 10,000 feet can occur.
- or If the ETP O2 Time (OX) parameter is not set to a positive value (is 0), at
the critical point, initiate an emergency descent to the depressurized flight
level specified in the ETP database (EM/EF parameter). For critical fuel
calculation purposes, this descent is considered to be zero distance, zero
time, and zero fuel.
The final descent from the ETP depressurized flight level to the field
elevation of the diversion airport is computed using the descent performance
model found in the generic aircraft data file.
The low-level (depressurized) cruise distance is computed using the great
circle distance from the ETP to the diversion airport minus the final descent
distance.
Cruise performance is calculated using an iterative process of taking
snapshots of several factors at the midpoint of the cruise segment and
applying the information to a cruise table found in the generic aircraft data
file. Typically, the cruise table used is all-engine long range cruise (LRC),
but it may be specified differently in the ETP Database using the EC, ECA
or ECN parameters.
NOTE The cruise mode specified using the EC/ECA/ECN parameter must have
performance table data available/loaded in the generic aircraft file.
Each midpoint snapshot of information includes the temperature and aircraft

gross weight. These factors determine the average cruise fuel flow for the
given airspeed (EA parameter). Midpoint winds are measured and applied to
the average cruise true airspeed across the segment. This provides a ground
speed figure, which is then used to compute the low-level (depressurized)
cruise segment fuel burn and time.
Fifteen minutes of hold fuel is computed using the estimated landing weight
at the diversion airport and the hold calculation model found in the generic
aircraft data file.
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Depressurized critical fuel is the sum of the cruise, final descent, and hold
fuel burns.
One-Engine and Two-Engines Inoperative Scenarios

At the critical point (and using the computed aircraft gross weight,
determined in the basic flight plan calculation), JetPlan generates a series of
trial descents. These descents use the one and two-engine inoperative
descent models found in the generic aircrafts data file.
For each trial descent, a gross weight and ambient temperature are measured
at the descent level-off altitude.
Using the measured weight and temperature information, JetPlan determines
if the 1LE/2LE operation is sustainable at the descents level-off altitude,
according to the aircrafts cruise table data.
If the descents level-off altitude is not sustainable in the 1LE/2LE cruise
tables, then another iteration is performed using a lower descent level-off
altitude. This iteration process continues until:
A descent level-off altitude is found that is sustainable, in which
case the descent performance information (distance, fuel and time)
is saved for use in the critical fuel calculation.
- or The lowest flight level available for the aircraft being used is
reached, and is found to be unsustainable, in which case a value
(that equals the difference between the aircraft gross weight at the
bottom of the last trial descent and the maximum weight in the table
data) is reported as driftdown dump fuel.
The final descent is computed using the same descent model described in the
first step - or a model based on the value entered in the
EDA1/EDN1/EDA2/EDN2 parametersexcept that the descent parameters
are constructed to calculate performance from the trial descent altitude to the
diversion airport elevation.
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The 1LE/2LE cruise distance is computed using the great circle distance
from the ETP to the diversion airport minus the sum of the two descent (trial
and final) distances.
Cruise performance is calculated using an iterative process of taking
snapshots of several factors at the midpoint of the cruise segment and
applying the information to a cruise table. The 1LE/2LE cruise table is used,
but it may be specified differently in the ETP Database (EC1, EC2, ECA1,
ECA2, ECN1 or ECN2 parameters).
NOTE The cruise mode specified using the EC1(2)/ECA1(2)/ECN1(2) parameter
must have performance table data available/loaded in the generic aircraft file.
Each midpoint snapshot of information includes the temperature and aircraft

gross weight. These factors determine the average cruise fuel flow for the
given true airspeed (EA1 or EA2 parameter). Midpoint winds are measured
and applied to the average cruise true airspeed across the segment. This
provides a ground speed figure, which is then used to compute the 1LE/2LE
cruise segment fuel burn and time.
Fifteen minutes of hold time is computed using the 1LE/2LE hold
calculation model, at the estimated landing weight, at the diversion airport.
The 1LE/2LE critical fuel is the sum of the trial descent, cruise, final
descent and hold fuel burns.
Highest Terrain Diversion Path Calculation

In the Overwater Driftdown process, JetPlan evaluates the terrain and the need for terrain
avoidance on the diversion route. This informational process for providing the highest terrain
elevation diversion path is done by:
1. Considering the great circle segment from each enroute ETP to each
diversion airport
2. Determining the highest point five miles either side of the great circle route
segment
3. Adding 2000 feet of pad altitude for any obstacle over 5001 feet MSL
within the determined path.
4. Printing the largest elevation value found next to the computed driftdown
altitude on the flight plan.
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Overwater Driftdown Data on the Flight Plan

FP,DRFT or FP,DRFTX can be entered on the Option Command line. Both options provide
the same Overwater Driftdown critical fuel calculation, and the data from both is intended for
operational use. However, DRFTX provides a critical fuel analysis for each ETP airport pair at
the end of any flight plan format output. This analysis is intended to justify the Overwater
Driftdown calculations rather than to provide operational data to flight crews.
NOTE The examples below demonstrate the two methods for entering diversion
airports. The sample output is based on either of these input methods. Depressurized
(low-level) and one-engine inoperative scenario data is output. For more information,
see Chapter 3, Point of Departure and Point of Arrival Commands.
Example:
02 POD VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW
Example:
02 POD VTBD/VTBD/VECC/VIDP/OIII/LTBA
03 POA LOWW/VECC/VIDP/OIII/LTBA/LOWW
Explanation of output:
Line 1: Driftdown summary data header
Line 2: Column headings
Lines 36: Diversion data based on LRC
Lines 710: Diversion data based on 1LE
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The following table defines the driftdown summary output in detail.

Table 22-3
Column Headings
Description
CRZ
Cruise mode indicator. JetPlan uses LRC for low-level (depressurized) all
engines operating, 1LE for one-engine inoperative cruise, and 2LE for twoengines inoperative cruise (3 and 4-engine aircraft).
TO
ICAO identifier of the divert airport backward to the point of departure from
the applicable ETP. The divert airport listed under the second TO is forward
of the applicable ETP towards the point of arrival (POA).
BURN
Total fuel burn from the ETP backward to the divert airport.
FL
Cruise altitude from the ETP backward to the divert airport. For LRC
diversion, this is the altitude specified by the EM (EF) parameter. For 1LE and
2LE diversion, this altitude is determined by the performance calculations.
MSA
Minimum Safe Altitude backward to the divert airport. It is derived from the
grid MORA altitudes on the Jeppesen charts. These values clear all reference
points within the section outlined by latitude/longitude lines by 1000 feet in
areas where the highest reference point is 5000 feet MSL or lower. They clear
all reference points by 2000 feet in areas where the highest reference point is
5001 feet MSL or higher.
TO
ICAO identifier of the divert airport forward towards the point of arrival from
the applicable ETP. The divert airport listed under the first TO is backward
from the applicable ETP to the point of departure (POD).
BURN
Total fuel burn from the ETP to the forward divert airport.
FL
Cruise altitude from the ETP forward to the divert airport. For LRC diversion,
this is the altitude specified by the EM (EF) parameter. For 1LE and 2LE
diversion, this altitude is whatever the performance calculations determine.
MSA
Minimum Safe Altitude forward to the divert airport. It is derived from the grid
MORA altitudes on the Jeppesen charts. These values clear all reference points
within the section outlined by latitude/longitude lines by 1000 feet in areas
where the highest reference point is 5000 feet MSL or lower. They clear all
reference points by 2000 feet in areas where the highest reference point is 5001
feet MSL or higher.
FOB
Fuel On Board at the applicable ETP. This is the available fuel from which
JetPlan calculates the total required fuel to each diversion airport.
LAT
The latitude of the applicable ETP.
LON
The longitude of the applicable ETP.
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Table 22-3
Overwater Driftdown Summary Data (continued)
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.
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Terrain Analysis
Terrain Analysis
The goal of the Terrain Analysis is to assist operators in verifying compliance with FARs
121.191 and 121.193. The term Terrain Analysis refers collectively to the JetPlan Terrain
Clearance and Mountain Driftdown options. Briefly described, terrain clearance refers to the
ability of an aircraft with one or more engines out to clear terrain by 1,000 feet in a corridor
along the route for the entire distance, without the need for driftdown alternates. Mountain
driftdown, on the other hand, refers to the ability of an aircraft with one or more engines out to
clear obstructions by 2,000 feet throughout the driftdown gradient to an alternate airport.
JetPlan can be configured to perform either terrain clearance or mountain driftdown or both in
the order you specify until a safe route of flight is determined. When a flight plan is submitted
with the Terrain Analysis feature activated, the primary flight plan is calculated first. Once
those calculations are complete, Terrain Analysis is initiated to test one or more (depending on
configuration) of four possible scenarios: terrain clearance/anti-ice on, terrain clearance/antiice off, mountain driftdown/anti-ice on, and mountain driftdown/anti-ice off. The flight plan
may be run again and again utilizing each of the four scenarios one at a time until one
complies or all fail. If the chosen scenario fails, the primary flight plan is printed with an alert
of the failure to comply with terrain clearance/mountain driftdown requirements.
NOTE Terrain Analysis is available through front-end flight planning applications

that interface with JetPlan, such as Jeppesen Dispatch Control and JetPlanner.
Terrain Analysis is not available through the JetPlan command-line interface.
Terrain Analysis Key Terms

Applicable
Terminal Area
Forecast (TAF)
The Applicable TAF is the data used to evaluate alternate airport

suitability. For a single airport, multiple TAFs with different weather
data may be available to the system from multiple sources. The
system prioritizes the use of TAFs from a customers source over
TAFs from Jeppesen's source.
Decision Point
The last mileage marker from which the previous diversion option
was achievable, and the first mileage marker from which the next
diversion option is considered.
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Diversion Option
An alternate airport that can be reached via some path (great circle or
escape route) from a decision point.
Driftdown
Alternate
The adequate or suitable airports that are candidates for selection

along the route of flight in the mountain driftdown computations.
Escape Route
A user-defined stored approach route to a mountain driftdown

alternate designed to route the aircraft safely through high terrain and
to be used when a great circle route fails mountain driftdown
validation. The escape route string begins with the departure point (or
transition point) and ends with the driftdown alternate airport. Escape
route records are stored in the Customer Route String database.
Escape Route
Transition Point
The first waypoint farthest from the mountain driftdown alternate

airport in the series of waypoints defining an escape route. For
example, for the escape route defined as BNA CBC .LRS PJG ABA
TNCA, where TNCA is the mountain driftdown alternate, the escape
route transition point is BNA.
Mileage Marker
The points along the primary route where checks are made for the
capability to drift down to an alternate.The system calculates the
distance of each segment along the primary route of flight and divides
this distance by the given corridor width. This is done in order to
break the segment up into equal mileage marker distances that are ten
(default value) statue miles or less.
Mountain
Driftdown
In general terms, the computational problem of suitable enroute

alternate selection by assuming engine failure at planned all-engine
altitude, and determining decision points and alternates so that the
aircraft can fly safely according to the plan by drifting down, clearing
terrain by 2,000 feet, and flying to an enroute alternate. Mountain
Driftdown is also the name of the JetPlan option that calculates a
mountain driftdown flight plan.
Terrain Analysis
A collective term for the Terrain Clearance and Mountain Driftdown

options in JetPlan.
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Terrain Clearance
In general terms, the computations of clearance of terrain by 1,000

feet with one or two engines out along the primary route, without the
need for driftdown alternates. Terrain Clearance is also the name of
the JetPlan feature that calculates a terrain clearance flight plan.
Terrain Summary
An extracted summary of the Terrain Analysis results computed for a

flight plan. The Terrain Summary is accessible separately from the
flight plan through Jeppesen Dispatch Control or other front-end user
interface with similar capability.
Transition Point
See the definition for Escape Route Transition Point on page 593.
Terrain Analysis Setup Requirements

The setup requirements for Terrain Analysis include the following:
You must have access to a flight-planning front-end application that
interacts with JetPlan and supports Terrain Analysis functionality. The
JetPlan command-line interface does not support Terrain Analysis fight plan
requests. Front-end Terrain Analysis options are described in Terrain
Analysis Flight Planning on page 606.
You must supply manufacturer driftdown and engine-out climb/cruise
performance data for each fleet type before you can use Terrain Analysis for
flight planning.
You must use a flight plan format that supports inclusion of Terrain
Analysis results.
Your customer preferences and customer databases must be configured to
support Terrain Analysis, as described in the following sections.
NOTE For complete information about fulfilling the prerequisites for the Terrain
Analysis feature, contact your Jeppesen account manager.
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The Customer Preferences database, which is not customer-controlled, contains some of the
basic specifications for the Terrain Analysis option. For example, the anti-ice rules used to
clear the portion of a flight from the planned destination airport to a destination alternate are
stored in this database.
NOTE For information on configuring Terrain Analysis customer preferences,

NOTE Some front-end flight planning software applications offer options that override some customer preferences. See Terrain Analysis Flight Planning on page 606.
The following table lists customer preferences that apply to Terrain Analysis.
Table 22-4
Customer Preference
Terrain Analysis Customer Preferences

Description
NOTE The following anti-ice settings are specific to the Terrain Analysis feature. They are different from other
anti-ice settings that can be requested for take-off anti-ice, ETOPS anti-ice for the Critical Fuel Scenario
calculation, and the anti-ice setting for the Overwater (Basic) Driftdown functionality. The Terrain Analysis antiice selection apply only to the terrain clearance and mountain driftdown portions of the flight plan.
Anti-Ice Rules for the Primary

Route
This parameter allows you to configure the system to attempt terrain

analysis scenarios for the primary route. You can specify how many of
these scenarios are attempted and in what order. The following four
scenarios are possible:
Terrain clearance/anti-ice on
Terrain clearance/anti-ice off
Mountain driftdown/anti-ice on
Mountain driftdown/anti-ice off
NOTE The default values set by this parameter can be overridden by
the Terrain Analysis Indicator parameter in the City Pair Fleet database
and by ad hoc entries on the flight plan. See City Pair Fleet Database
on page 602 and Terrain Analysis Flight Planning on page 606.
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Table 22-4
Terrain Analysis Customer Preferences (continued)
Customer Preference
Description
Anti-Ice Rules for the Alternate

Route
This parameter allows you to configure the system to attempt a terrain

analysis scenario for the route to the alternate. You can specify how
many of these scenarios are attempted and in what order. The
following four scenarios are possible:
NOTE The default values set by this parameter can be overridden by
the Terrain Analysis Indicator parameter in the City Pair Fleet database
and by ad hoc entries on the flight plan. See City Pair Fleet Database
on page 602 and Terrain Analysis Flight Planning on page 606.
NOTE A terrain analysis scenario for the route to the destination
alternate is always qualified using Terrain Clearance Anti-Ice ON rules.
Airport Minima Source
When JetPlan checks the suitability of an airport as an alternate

(departure, en route, or arrival) it may perform a TAF check on that
airport by comparing the TAF forecast with the landing minima values
for the airport. This preference specifies which customer database acts
as the source or sources of the minima values. The options are:
(Default) Get the minima values from the Customer Airport Fleet
database first, and then, for any that are zero, get them from the
Customer Airport database.
Get the minima values from the Customer Airport Fleet database
only.
Get the minima values from the Customer Airport database only.
See Customer Airport Database on page 598 and Customer Airport
Fleet Database on page 598.
Corridor Width
This preference defines the lateral terrain clearance minimum in feet.

FAR 121.191 requires a 10 statute mile corridor clearance width.
Mountain Driftdown Clearance

Altitude
This preference defines the vertical clearance minimum for mountain

driftdown scenarios. The default value is 2000 feet per FAR 121.191.
Terrain Clearance Altitude
This preference defines the vertical clearance minimum for terrain

clearance scenarios. The default value is 1000 feet per FAR 121.191.
Airfield Clearance
This preference defines the airfield vertical clearance minimum. The

default value is 1500 feet per FAR 121.191.
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Table 22-4
Terrain Analysis Customer Preferences (continued)
Customer Preference
Description
ETOPS Terrain Clearance
For terrain clearance and mountain driftdown flight plans that are also
ETOPS flight plans, this preference tells JetPlan to compute terrain
clearance or mountain driftdown either for the entire route or just for
all areas of the route outside of the ETOPS area of operation.
NOTE Both this parameter and the ETOPS Area of Operation
Determination Policy (ETOPSAOO) preference must be turned on, or
the terrain clearance or mountain driftdown calculation reverts back to
default of computing for the entire route.
Mountain Driftdown Alternate

Ellipse
This preference (1) defines the alternate ellipse, which is the area in
which the system searches for alternates, and (2) determines the sort
order for the search results. The ellipse is computed forward along the
route from each decision point. The nearest edge of the ellipse falls at
the edge of the decision point.
The alternate ellipse preference is defined as follows:
The length of the major axis in nautical miles (nm). The default
value is 300 nm.
The length of the minor axis given as a percentage of the major
axis. The default value is 75 percent. (100 percent is a full circle).
The ellipse search type. The search type determines the sort order
for alternates found within the ellipse. Depending on the search
type, alternates are sorted appropriately and placed at the top of
the list. The possible sort orders are:
- (Default) Closest to the decision point
- Closest to the center of the ellipse
- Farthest from the decision point
For all alternates that fall outside of the ellipse, the system reverts to
the default of sorting by alternates that are closest to the decision
point.
Driftdown Escape Routes
This preference specifies whether or not the user uses escape routes
when qualifying mountain driftdown alternates. The default is to use
escape routes if they exist.
Terrain Clearance Method
Previously, flight levels were limited to that of the driftdown level-off

altitudes. When set to 1, this preference removes this limitation for the
primary route. This preference applies to terrain clearance scenarios,
not mountain driftdown.
Customer Database Requirements

The following databases contain parameters that can be configured to support the Terrain
Analysis feature. For more detailed information, see the chapters in this manual that cover
these databases.
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An entry in the Customer Airport database must exist for every airport you want the system to
consider using as a mountain driftdown alternate. The identifiers for these airports must match
the identifiers used in any other airport database. The following table lists the Customer
Airport database parameters that apply to mountain driftdown alternates. For detailed
descriptions, see Chapter 29, Customer Airport Database.
Table 22-5
Terrain Analysis Customer Airport Database Parameters
Parameter
Description
Application

(Non-Precision Approach)
These non-precision approach parameters are

weather criteria checks in the automatic alternate
selection process.
Mountain Drifdown
(N3)
- and Alternate Visibility
Minimum (Non-Precision
Approach)
(N4)
When JetPlan checks the suitability of an airport as

an alternate (departure, en route, or arrival) it may
compare the TAF forecast with the landing minima
By default, JetPlan first checks the Customer
Airport Fleet database for these minima values. If
the minima value in the Customer Airport Fleet
database is zero, JetPlan looks for the value in the
Customer Airport database.
This default behavior can be overridden by
changing the setting of the Airport Minima Source
customer preference. For more information, see
Customer Preferences Database on page 595.

The Customer Airport Fleet database allows you to store and manage data related to a specific
airport and a specific aircraft fleet type, the Jeppesen generic aircraft ID that defines a specific
airframe/engine combination. An entry must exist in this database for every airport you want
the system to consider using as a mountain driftdown alternate. The identifiers for these
airports must match the identifiers used in any other airport database.
Table 22-6
Terrain Analysis Airport Fleet Database Parameters
Parameter
Description
Application
Enroute Alternate in
Terrain Driftdown
Operations
This parameter defines the clearance status for

airports as terrain clearance/mountain driftdown
alternate airports.
Mountain Driftdown
and Terrain Clearance
(TD)
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Table 22-6
Terrain Analysis Airport Fleet Database Parameters (continued)
Parameter
Description
Application
Maximum Allowable
Distance to Takeoff
Alternate
This parameter defines a radius distance limit to the

proximity search for candidate takeoff alternate
airports in the automatic alternate selection process.
The distance is relative to the key airport when used
as a POD.
Mountain Driftdown
This parameter defines the availability of approach

plate material for the key airport.For an airport to be
considered a candidate mountain driftdown alternate,
either this parameter must be set to Yes, or the All
Alternates Valid option in the front-end application
must be selected. For more information on the All
Alternates Valid option, see Terrain Analysis
Flight Planning on page 606.
Mountain Driftdown
This parameter defines the airports operational

status. It provides information in the flight plan
output and is format-dependent. To apply to
mountain driftdown and terrain clearance flight
plans, this parameter must be set to Charter (C).
Also, the airport is considered a mountain driftdown
or terrain clearance alternate only when selected as
the POD or POA.
Mountain Driftdown
Alternate Ceiling
Approach)
These non-precision approach parameters are

weather criteria checks in the automatic alternate
selection process.
Mountain Drifdown
(N3)
When JetPlan checks the suitability of an airport as

an alternate (departure, enroute, or arrival) it may
compare the TAF forecast with the landing minima
(MA)
Approach Plate Available
(AP)
Type of Operations
(TO)
- and Alternate Visibility

Approach)
(N4)
By default, JetPlan first checks the Customer Airport

Fleet database for these minima values. If the minima
value in the Customer Airport Fleet database is zero,
JetPlan looks for the value in the Customer Airport
database.
This default behavior can be overridden by changing
the setting of the Airport Minima Source customer
preference. For more information, see Customer
Preferences Database on page 595.
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NOTE The standard aircraft performance tables do not support the Terrain
Clearance and Mountain Driftdown features. You must arrange for additional tables to
be loaded in the Generic Aircraft database for the aircraft types you plan to use with
Terrain Analysis. Contact your Jeppesen account manager for more information.
The following table lists the Customer Aircraft database parameters that apply to mountain
driftdown. These parameters are in the Driftdown section of the Customer Aircraft database
parameters. For detailed descriptions, see Chapter 26, Customer Aircraft Database.
Table 22-7 Terrain Analysis Customer Aircraft Database Parameters
Parameter
Description
Generic Aircraft ID
The name of the associated aircraft record in the

Generic Aircraft database
Driftdown-Climbout
Engine Out Climbout Anti-Ice On
(D11)
Engine Out Climbout Anti-Ice Off
(D12)
Engine Out Cruise Anti-Ice On
(D13)
Engine Out Cruise Anti-Ice Off
(D14)
Driftdown Descent Anti-Ice On
(D15)
Driftdown Descent Anti-Ice Off
(D16)
The name of the engine-out climb table for the

climbout, anti-ice on
The name of the engine-out climb table for the
climbout, anti-ice off
The name of the engine-out cruise table for the
The name of the engine-out cruise table for the
The name of the driftdown descent table for the
The name of the driftdown descent table for the
Driftdown-Enroute (Route Exclusive)

Engine Out Climbout Anti-Ice On
(D21)
Engine Out Climbout Anti-Ice Off
(D22)
Engine Out Cruise Anti-Ice On
(D23)
Engine Out Cruise Anti-Ice Off
(D24)
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The name of the engine-out climb table for the route

exclusive of climbout, anti-ice on
The name of the engine-out climb table for the route
exclusive of climbout, anti-ice off
The name of the engine-out cruise table for the route
The name of the engine-out cruise table for the route
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Table 22-7
Terrain Analysis Customer Aircraft Database Parameters (continued)
Parameter
Description
Driftdown Descent Anti-Ice On
The name of the driftdown descent table for the route

(D25)
Driftdown Descent Anti-Ice Off
(D26)
The name of the driftdown descent table for the route

Defaults
Takeoff Fuel Burn
The default takeoff fuel burn value in pounds
(D31)
Takeoff Time
The default takeoff time value in minutes
(D32)
Takeoff Distance
The default takeoff distance value in nautical miles
(D33)
Approach Fuel Burn
The default approach fuel burn value in pounds
(D34)
Approach Time
The default approach time value in minutes
(D35)
Landing Table
The default landing data table name (may be blank)
(D36)
Temperature Threshold
Unavailable at this time.
(D41)
Driftdown Bias
(D42)
The driftdown bias, a percent bias to apply to fuel

burn calculations for engine-out operations (an
integer representing a fixed-point number in tenths of
a percent; for example, 16.9% would be passed as
169)
NOTE The driftdown bias parameter (D42) is not yet
supported.
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This database stores information that may be applied to a city pair/fleet type combination. The
following parameters apply to Terrain Analysis.
Table 22-8
Terrain Analysis City Pair Fleet Database Parameters
Parameter
Description
Terrain Analysis Indicator
Indicates the default Terrain Analysis computation to

be applied to any flight for the designated city pair and
fleet type. Choices are:
(TA)
(Default) None
Terrain clearance
Mountain driftdown
Both terrain clearance and mountain driftdown
NOTE When set, the value of the Terrain Analysis
Indicator overrides the Anti-Ice Terrain Analysis Rules
defined in the Customer Preference database. In turn,
these City Pair Fleet and Customer Preference
database values may be overridden by ad hoc inputs
entered through the front-end flight planning software.
For more information, see Customer Preferences
Database on page 595 and Terrain Analysis Flight
Planning on page 606.
NOTE A terrain analysis scenario for the route to the
destination alternate is always qualified using Terrain
Clearance Anti-Ice ON rules.
NOTE The following parameters in the City Pair Fleet database are inoperative:
Driftdown Mode: Primary (DRFP) and Driftdown Mode: Alternate (DRFA).
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Minimum Equipment List (MEL) Database

The MEL database allows you to create and manage records of performance degradations and
equipment shortcomings for aircraft of a given fleet type. The following table lists weight
penalty parameters that apply to Terrain Analysis flight plans.
NOTE All weight penalties included in an ad hoc flight plan request are summed
with all Enroute Weight Penalty values and all Enroute Weight Factor values
contained in each Type M or C MEL currently assigned to the aircraft. For more
information about how weight penalties are applied in terrain clearance and mountain
driftdown scenarios, see Application of Weight Penalties to Terrain Analysis Flight
Plans on page 603.
Table 22-9
Terrain Analysis MEL Database Parameters
Parameter
Description
Application
Enroute Weight Factor
The Enroute Weight Factor option allows you to set a

penalty to be applied to the aircraft gross weight at the
decision point for mountain driftdown computations
and over the entire route for terrain clearance. The
value is a percentage by which the gross weight is
increased. You can choose to apply a multiplier
degradation to this penalty.
Mountain Driftdown and

Terrain Clearance
When selected, this parameter indicates that the

Enroute Weight Factor is subject to a multiplier.

Terrain Clearance
The Enroute Weight Penalty (LBS) option allows you

to set a penalty in pounds to be added to the aircraft
gross weight for Terrain Analysis. You can choose to
apply a multiplier degradation to this penalty.

Terrain Clearance
When selected, indicates that the Enroute Weight

Penalty (LBS) is subject to a multiplier.

Terrain Clearance
(EF)
Penalty Subject to
Multiplier
(MEF)
Enroute Weight
Penalty (LBS)
(EP)
Penalty Subject to
Multiplier
(MEP)
Application of Weight Penalties to Terrain Analysis Flight Plans

When JetPlan computes terrain clearance flight profiles, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request
- plus -
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Any enroute weight penalty contained in each type M or C MEL record

currently assigned to the aircraft
- plus Any enroute weight factor contained in each type M or C MEL currently
assigned to the aircraft, converted to a weight penalty as follows: enroute
weight factor (%) x aircraft gross weight.
NOTE Because aircraft gross weight changes due to fuel burn off, the enroute
weight factor penalty is computed using a gross weight at each mileage marker.
When JetPlan computes the mountain driftdown gradient, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request
- plus Any enroute weight penalty contained in each type M or C MEL record
currently assigned to the aircraft
- plus Any enroute weight factor contained in each type M or C MEL currently
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.
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For example, using the formula above, for an MEL that specifies a 0.032% gradient penalty
for a 737-800 at 160,000 pounds at the decision point, the weight penalty derived would be
751 pounds, assuming that LDR is 17.5 and NG is 0.011. (This equates to a 0.469% Enroute
Weight Factor if the gradient penalty were instead calculated against the aircraft weight
without the L/D formula.)
Escape Routes Database Records

NOTE The Driftdown Escape Routes customer preference controls use of escape
routes. For more information, see Customer Preferences Database on page 595.
The Customer Route String database stores escape route records. Escape routes define arrival
routes to mountain driftdown alternates that have been designated for use in mountainous
terrain as alternatives to the direct route. When an attempt to use a great circle route to a
particular driftdown alternate fails, the system attempts to use an escape route, as long as a
record for the given alternate exists in the Route String (Escape Routes) database.
NOTE Escape routes records appear as a sub-database on the Customer Route

database page in JetPlan.com. This is where escape route records can be
maintained. However, escape route records are stored in the Route String database,
not the Customer Route database.
The use of escape routes in mountain driftdown flight planning offers the following
advantages:
A preferred route might otherwise be rejected in flight planning due to
failure to find a suitable mountain driftdown alternate that can be reached
via the normally-assumed direct, great-circle route.
Sub-optimal alternates (far afield) may be selected for a route because better
alternates cannot be reached via the great-circle routing from the decision
point.
Escape routes in the flight plan can provide safe-routing guidance to the
pilot in mountain driftdown situations.
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The following table lists the parameters included in each escape route database record. For
more detailed information on escape route database parameters, see Chapter 38, Customer
Route Database.
Table 22-10
Escape Route Record Parameters
Parameter
Description
Route Name
This parameter is the name you give to the escape route record
in the database.
Group Name
This parameter indicates the group to which all escape routes

below (ES). This information cannot be modified for escape
routes.
Begin Point and End Point of the Route
This parameter specifies the beginning and end points of the

route. An escape route can go from airport to airport, waypoint
to airport, airport to waypoint, or waypoint to waypoint.
Airport or Waypoint
This parameter defines the ICAO or IATA code for the airport
used as the route departure or arrival point, as appropriate.
- or The name of the waypoint used as the beginning or end point of
the escape route.
Waypoint Area
This parameter specifies the 2-character A424 area code for the
waypoint.
NOTE This parameter must be set when the corresponding
point is a waypoint. If the point is an airport, do not set this
parameter.
Waypoint Type
This parameter defines the VOR, Enroute Waypoint, Terminal

NDB, Terminal Waypoint, or NDB
point is a waypoint. If the point is an airport, do not set this
parameter.
Routing String
This parameter defines the Specific Route Selector (SRS) route

string. For information on SRS syntax, see Chapter 6, Route
Commands.
Terrain Analysis Flight Planning

The front-end flight planning application, such as JetPlanner or Jeppesen Dispatch Control,
allows you to include Terrain Analysis on a selected flight plan request. How JetPlan responds
to the request is determined by the database parameter settings described in the preceding
sections and also by front-end, ad hoc inputs made on the flight plan request itself. Some of the
front-end options allow you to override default database configuration settings on a given
flight plan request.
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The system can be configured to attempt the following four possible Terrain Analysis
scenarios.
How many of these scenarios are attempted and in what order is configurable through database
settings and also through the front-end application. Up to four different attempts can be made
on any one flight plan. Processing continues until the first success or until all selected
scenarios have been exhausted.
The default Terrain Analysis sequence is defined by the Anti-Ice Rules for the Primary and
Alternate Route preferences, stored in the Customer Preference database. You can also set the
Terrain Analysis Indicator in the City Pair Fleet database, which overrides the Customer
Preference settings. Front-end options allow you to override both the Customer Preference and
the City Pair Fleet database values on a given flight plan. Precedence for these values works as
follows:
If only a Customer Preference value exists, it is used.
If only a Customer Preference value and a City Pair Fleet database value
exist, the City Pair Fleet database value overrides the Customer Preference
database value.
If any database values are set and front-end options are also set, the frontend options take precedence over the database values.
NOTE Terrain analysis scenarios for the route to the destination alternate are
always qualified using Terrain Clearance Anti-Ice ON rules.
For more information, see Customer Preferences Database on page 595, City Pair Fleet
Database on page 602, and Terrain Analysis Front-End Options on page 608
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Terrain Analysis Front-End Options

Front-end applications that support JetPlan Terrain Analysis allow you to set configuration
options that customize the Terrain Analysis functionality for a given flight plan. For example,
Figure 22.1 shows the Driftdown tab in JetPlanner, a Jeppesen front-end flight planning
application that interfaces with JetPlan. The Driftdown tab lists options that JetPlanner users
can select to customize Terrain Analysis for a selected flight plan request.
Figure 22.1. Driftdown Tab in JetPlanner
Front-end configuration options, in combination with your database and customer preference
settings, affect terrain clearance and mountain driftdown calculations and flight plan output.
Once the flight plan request has been submitted, JetPlan applies the various computations,
generates the flight plan in the customer's format, and returns the results to the flight planning
front end.
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The following table lists some possible front-end flight planning configuration options that
apply to terrain clearance or mountain driftdown or both.
NOTE Available Terrain Analysis flight plan options are determined by the
capabilities and configuration of your front-end software application. For detailed
information, contact your Jeppesen account manager or consult your product
documentation.
Table 22-11
Terrain Analysis Front-End Options
Option
Description
Application
Anti-Ice Rules for the

Primary Route
Front-end options allow you to define up to four

different scenarios to indicate the types of Terrain
Analysis processing desired for the primary route.You
can specify how many of these scenarios are attempted
and in what order:
Terrain Clearance
and Mountain
Driftdown
NOTE If any combination of scenarios is specified
through the front-end options, these options supersede
any values that are set in the Customer Preference
Database or the City-Pair Fleet Database. For more
information, see Customer Preferences Database on
page 595 and City Pair Fleet Database on page 602.
Mandatory Alternates
This option allows you to name up to 25 mountain

driftdown alternates for a given flight plan.
Mountain Driftdown
only
When mandatory alternates are specified, the list of

alternates is restricted to the mandatory alternates, the
POD and POA, and the takeoff alternate, if one is
specified. The system does not consider any other
alternates in the Airport or Airport Fleet databases.
Excluded Alternates
This option allows you to name up to 25 alternate

airports to be disqualified from consideration as
mountain driftdown alternates for a given flight plan.
Mountain Driftdown
only
Maximum Driftdown
Alternates
This option allows you to specify the maximum number

of driftdown alternate airports for which the system
searches. During mountain driftdown processing, the
search for viable and qualified alternates can be
lengthy. Setting this value reduces search times by
preventing the system from attempting to reach
driftdown alternates that are too far to away to be
practical.
Mountain Driftdown
only
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Table 22-11
Terrain Analysis Front-End Options (continued)
Option
Description
Application
Maximum Alternate
Distance
This option allows you to specify the maximum radius

(in nautical miles) within which the system searches for
suitable alternate airports. Setting this value reduces
search times by eliminating from consideration
alternates that are too far away to be practical.
Mountain Driftdown
only
ISA Temperature
Deviation Padding
This option allows you to specify a value in degrees

centigrade to be added to all retrieved ISA temperature
values.
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
This option allows you to specify a value, in nautical

miles per hour, that is added to all retrieved wind data.
Default value: 0
Terrain Clearance
and Mountain
Driftdown
NOTE Since the system uses the retrieved weather

values from the specified weather database, it is highly
recommended that this value never be set to anything
other than zero (0).
Weather (WX) Time

Window
This option allows you to specify a time in minutes

used to filter TAF reports to evaluate a candidate
mountain driftdown alternate for suitability. This value
is applied to the arrival time in a plus-or- minus
fashion. For example, if the value is 60, TAF reports for
plus or minus one hour of the calculated arrival time is
considered.
Mountain Driftdown
only
Default value: 0
Fuel Reserve, Time
This option allows you to specify a fuel reserve in

minutes at the driftdown alternate. This option is
specific to mountain driftdown divert alternates and has
no bearing on any other fuel reserve policy. If a certain
amount of fuel is necessary landing at the divert
alternate, then a driftdown reserve must be specified.
Mountain Driftdown
only
Default value: 0
NOTE The fuel reserve option may be set to time or
weight, but not both.
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Table 22-11
Option
Description
Application
Fuel Reserve, Weight
This option allows you to specify a fuel reserve, in

pounds, at the divert alternate. This option is specific to
mountain driftdown divert alternates and has no bearing
on any other fuel reserve policy. If a certain amount of
fuel is necessary landing at the divert alternate, then a
driftdown reserve must be specified.
Mountain Driftdown
only
Default value: 0
NOTE The fuel reserve option may be set to time or
weight, but not both.
Short Search
When the Short Search option is turned on, the system

stops searching for mountain driftdown alternates once
a destination-assured point is determined. The
destination-assured point is that point at which the
aircraft can reach the POA, using driftdown rules, along
the planned route of flight.
Mountain Driftdown
only
Default value: OFF

Display Ad Hoc Enroute
Weight Penalty
This option allows you to specify an Enroute Weight

Penalty on a given flight plan
NOTE All weight penalties included in the ad-hoc flight
plan request are summed with all Enroute Weight
Penalty values and all Enroute Weight Factor values
contained in each type M or C MEL currently assigned to
the aircraft.
Terrain Clearance Fuel

Check
When set, this option tells the system not to check for
an out-of-fuel condition during normal terrain clearance
calculations (from POD to POA, or from POA to all
destination alternates, if any have been designated).
This flag has no effect on calculations done under
mountain driftdown rules. See the Mountain
Driftdown Fuel Check parameter below.
Terrain Clearance
and Mountain
Driftdown
Terrain Clearance
only
WARNING It is the position of Jeppesen that setting

the Terrain Clearance Fuel Check flag to anything other
than OFF (O or not set) is extremely dangerous and
should never be done. If you have any questions about
this parameter, contact your Jeppesen account
manager.
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Table 22-11
Option
Description
Application
Mountain Driftdown Fuel

Check
When set, this option tells the Driftdown server not to

check for any out-of-fuel conditions during driftdown
calculations to the POD, the Take-Off alternate, or the
POA. This flag has no effect on calculations done under
terrain clearance rules. See the Terrain Clearance Fuel
Check parameter above.
Mountain Driftdown
only
WARNING It is the position of Jeppesen that setting

the Mountain Driftdown Fuel Check flag to anything
other than OFF (O or not set) is extremely dangerous
and should never be done. If you have any questions
about this parameter, contact your Jeppesen account
manager.
Abbreviated Driftdown
Report
This option allows you to abbreviate the driftdown

report in the flight plan output.
Mountain Driftdown
only
Climbout Qualification
This option is an on/off value which, when turned on,

processes mountain driftdown rules during the climb
portion of the flight. If set to off, no driftdown
climbout qualification occurs prior to top of climb. This
field has no effect on terrain clearance.
Mountain Driftdown
only
Landings Limiting

instructs the mountain driftdown program to do a
landing field check. It requires that landing data be
present in the aircraft performance database.
Mountain Driftdown
only
NOTE For customers with their own MGL packages,

this option should never be turned on.
All Alternates Valid

tells the Mountain Driftdown program to consider all
possible alternates in the SRS Airports database as
divert candidates. When turned off, mountain driftdown
only considers the airports stored as candidates in the
Customer Airport Fleet database.
Mountain Driftdown
only
Three Flight Levels On

(3FL)

instructs the mountain driftdown program to attempt
driftdown qualification at two flight levels below, one
flight level below, and finally at the planned altitude. If
driftdown passes two flight levels below, then no
further check is done. If a failure occurs, then the
program goes up to the next level and evaluate the
calculations there, until all levels are exhausted and a
total driftdown failure occurs.
Mountain Driftdown
only
NOTE If there are user-specified altitudes for the flight

plan, these levels are not reduced by two flight levels.
The 3FL option is ignored for destination alternates.
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Table 22-11
Option
Description
Application
Delete Summary
This option allows you to delete the mountain

driftdown summary file at the end of processing.
Mountain Driftdown
only
Terrain Clearance Computations

The primary assumption under which the JetPlan Terrain Clearance function operates is that
there is no suitable divert alternate that is closer to the POD than the POA. Because there are
no divert alternate airports under terrain clearance rules, terrain clearance processing is an allor-nothing proposition. The terrain clearance criteria state that the aircraft must clear all terrain
and obstructions by at least 1000 feet within 5 statute miles of the route center line. See
Figure 22.2.
At least 100 nm
At least 1000
Failure
At least 1000
P OA
POD
Engine-out climb to terrain clearance altitude.
Engine-out cruise to destination.
Maintain airfield clearance and positive slope at the POA.
Figure 22.2. Terrain Clearance Profile
The Terrain Clearance option performs under the following guidelines:

All weight penalties included in the ad-hoc flight plan request are summed
with all Enroute Weight Penalty values and all Enroute Weight Factor
values contained in each type M or C MEL currently assigned to the aircraft.
For more information on application of weight penalties, see Minimum
Equipment List (MEL) Database on page 603 and Terrain Analysis FrontEnd Options on page 608.
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Fuel checks from POD to POA, or from POA to destination alternates, if

any, are configurable on or off. For more information, see the Terrain
Clearance Fuel Check option in Table 22-11, Terrain Analysis Front-End
Options, on page 609.
WARNING It is the position of Jeppesen that setting the Terrain Clearance Fuel
Check flag to anything other than OFF (O or not set) is extremely dangerous and
should never be done. If you have any questions about this parameter, contact your
JetPlan iterates to find the maximum takeoff weight that allows terrain
clearance. This can be reported in the output, depending on the flight plan
format. The front-end flight-planning software can be configured to return
an alert.
JetPlan assumes engine failure at cruise altitude and determines the highest
terrain along the route of flight. The target enroute altitude is determined
this way.
As in mountain driftdown, engine-out climb is made without regard to
terrain for the first 16 nm outbound from the POD. After reaching the 16nm
marker, the climb continues on to the target enroute altitude while checking
for terrain obstructions.
If level-off occurs prior to the POA, an engine-out cruise is calculated for a
100 nm segment. At the 100 nm outbound mark, a step-climb check is
performed. If a step-climb is possible, then one is included in the flight plan.
If a step-climb is not possible, then the engine-out cruise is calculated again
for another 100 nm segment. This pattern repeats until over the POA, where
airfield clearance and positive slope are checked. See Figure 22.2 on
page 613.
When a departure alternate is mandated, it is handled in the same manner
described in the mountain driftdown case. See Mountain Driftdown
Computations on page 617.
NOTE When ETOPS is requested for the same flight plan for which terrain
clearance has been requested, JetPlan returns a terrain clearance failure only when
terrain clearance fails for segments not between an ETOPS entry point (EEP) and an
ETOPS exit point (EXP) pair.
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Terrain Clearance Output on the Flight Plan

The following sample block of output shows a typical Terrain Clearance Primary Route
scenario with Terrain Clearance Altitude, Departure Terrain Clearance Weight and ISA
Temperature Deviation displayed.
The following sample block of output uses another format to display similar results as above.
With this format, however, the ramp weight is displayed.
The following sample block of output shows a typical Terrain Clearance Takeoff Alternate
analysis.
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The following sample block of output shows a typical Terrain Clearance Landing Alternate
analysis.
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Mountain Driftdown Computations

The primary assumption under which the JetPlan Mountain Driftdown option operates is that
the flight qualifies under driftdown rules as long as the aircraft can safely reach a qualified
divert airfield, from any point along the planned route of flight while clearing all obstacles by
at least 2,000 feet. See Figure 22.3.
Decision Point
Driftdown Level-Off Point

At least 2000
At least 2000
Engine-Out Cruise Altitude
Diversion Airfield
Great circle route or escape route from the decision point to the
diversion airfield.
Maintain driftdown clearance height during and after descent.
Maintain airfield clearance and positive slope at the diversion airfield.
Figure 22.3. Mountain Driftdown Profile
The Mountain Driftdown option performs under the following guidelines:

Terrain checking is ignored in the outbound direction from the POD to the
16nm point. It is assumed that all departure possibilities are cleared within
that limit.
Mileage marker positions along the route of flightfrom which attempts are
made to reach a diversion optionare controlled by a configurable
customer preference. FAR 121.191 requires 10 statute miles5 statute
miles either side of the center line (see Customer Preferences Database on
page 595).
The decision point, the point at which a new diversion option is established,
is a mileage marker from which at least two diversion options to alternate
airfields can be safely reached.
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The list of candidate alternates for each decision point consists of adequate
airports defined as follows:
All user-submitted mandatory alternates received on the flight plan
request. In this case, the list of alternates consists of the specified
mandatory alternates, as well as the POD and POA and a takeoff
alternate if one has been specified. No other alternate airport listed
in a customer database is considered.When mandatory alternates are
specified, they are not evaluated for suitability against the Customer
Airport or Customer Airport Fleet databases.
NOTE Whether an alternate is mandatory or not, it is always checked for suitability
in the SRS Airports database.
Airports that are listed as acceptable driftdown alternates for the

aircraft's fleet type in the Customer Airport and the Customer
Airport Fleet database and that are not on the list of alternates to be
excluded in the flight plan request. These airports are ranked for
proximity relative to the decision point and are evaluated for
distance along the route forward of the decision point and to the side
of the route within the parameters of the alternate ellipse as defined
in the Customer Preference database. See Customer Preferences
Database on page 595 and Mountain Driftdown Methodology on
page 620 for more information about the alternate ellipse.
When no mandatory alternates are specified, alternates are
evaluated for suitability in the Customer Airport and the Customer
Airport Fleet database. Ceiling and visibility are evaluated using the
applicable TAFs and the ETA factors in the additional time to fly
the escape route.The Weather Time Range is submitted on the flight
plan request. See Chapter 29, Customer Airport Database. and
Customer Airport Fleet Database on page 598 for more
information.
NOTE Driftdown alternates can be located within established and ad hoc restricted
areas. JetPlan does not check routing restrictions to driftdown alternates.
For every mileage marker on the primary route, the great circle route to the
driftdown alternate is tried first.
An attempt to use an escape route is processed only when a great circle
attempt to a particular driftdown alternate fails (if a record for that alternate
exists in the Route String database).The system prefers a more optimal
escape route in terms of the distance from the decision point to the transition
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point, which is defined as the first point of the escape route. For more
information on escape routes, see Escape Routes Database Records on
page 605 and Mountain Driftdown Methodology on page 620.
All weight penalties included in the ad-hoc flight plan request are summed
with all Enroute Weight Penalty values and all Enroute Weight Factor
values contained in each type M or C MEL currently assigned to the aircraft.
JetPlan determines the driftdown gradient after adding the Total Enroute
Weight Penalty and anti-ice penalty (if selected) to the aircraft gross weight.
For more information on how the system computes the driftdown gradient,
see Application of Weight Penalties to Terrain Analysis Flight Plans on
page 603.
NOTE JetPlan applies the anti-ice penalty to the level-off altitude if anti-ice is
specified for mountain driftdown in the flight plan request. If the request does not
specify, the system applies anti-ice penalties to mountain driftdown when the Terrain
Analysis anti-ice default is set.
If the Three Flight Levels On (3FL) front-end option is selected, JetPlan

validates mountain driftdown two flight levels lower than the planned flight
level, factoring in the effects of the Enroute Weight Penalty and Enroute
Weight factors to the profiles as described above. For more information on
the 3FL Option, see Table 22-11, Terrain Analysis Front-End Options, on
page 609.
Fuel checks to the POD, Takeoff Alternate, and POA are configurable on or
off. For more information on the Mountain Driftdown Fuel Check option,
see Table 22-11, Terrain Analysis Front-End Options, on page 609.
WARNING It is the position of Jeppesen that setting the Mountain Driftdown Fuel
Check flag to anything other than OFF (O or not set) is extremely dangerous and
should never be done. If you have any questions about this parameter, contact your
When ETOPS is requested for the same flight plan for which mountain
driftdown has been requested, JetPlan responds according to the setting of
the ETOPS Terrain Clearance and ETOPS Area of Operation customer
preferences (see Customer Preferences Database on page 595.) If these
preferences are set, JetPlan only applies mountain driftdown computations
to the portions of the route that are not between an ETOPS entry point (EEP)
and an ETOPS exit point (EXP) pair. At each EEP and EXP, the system
ensures that a driftdown alternate can be reported.
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The Short Search front-end flight-planning option can configure the process
to look for a destination-assured point. This is defined as the point at which,
using normal driftdown procedures, the aircraft can lose an engine and make
it to the planned POA by following the flight-planned route. If the Short
Search option is active, the system does not look for alternates past that
point in the route. For more information on the Short Search option, see
Table 22-11, Terrain Analysis Front-End Options, on page 609.
Destination alternates are run as straight terrain clearance problems.
Mountain Driftdown Methodology

In simple terms, mountain driftdown refers to the search for a viable emergency landing
alternate airfield. The unique feature of this option is the active search forward along the route
of flight for viable and qualified alternates, while maintaining specified minimum terrain
clearance.
The mountain driftdown scenario assumes engine failure at cruise altitude, and the route is
evaluated based on the need for divert airports. A check is made for diversion option at
specific mileage markers. As discussed above, the distance between mileage markers is a
configurable customer preference setting (the FAR-mandated flight path corridor clearance
width is 10 statute miles5 statute miles either side of center line). These mileage markers
generally begin at Top of Climb (TOC), although there can be exceptionsfor example, when
the departure airport is at a relatively high altitude and the climbout is such that the TOC is a
considerable distance beyond the 16 nm mark (as in Figure 22.4 on page 622). Checks for
diversion options at the mileage markers continue until the destination is determined to be
within range, eliminating the need for any more diverts.
At each decision point, the system locates the closest alternate airport within the default
parameters set for the alternate ellipse in the Customer Preference database (see Customer
Preferences Database on page 595.) The starting point of the alternate ellipse is the decision
point; its forward dimensions are determined by a configurable customer preference setting.
The major axis is a distance in nautical miles, and the minor axis is a percentage factor of the
major axis.
For every decision point attempt to identify a suitable driftdown alternate, the great circle
route to the alternate is tried first. The system attempts to verify that the great circle route to
the alternate is feasiblefor example, clearing terrain and meeting weather minimums. When
a great circle attempt to a particular driftdown alternate fails, an attempt using an escape route
is processedif a record for that alternate exists in the escape route subsection of the Route
String database (see the Escape Routes Database Records on page 605.) The escape routes
are tried in proximity order, starting with the closest escape route in terms of distance from the
decision point to the transition point (the first point of the escape route).
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If the first escape route is not feasible for that decision point, the system attempts to verify that
the next closest escape route is feasible. When an escape route is not feasible, the system
moves on to the next escape route to the same alternate until a valid escape route is found or
until all escape routes to this alternate are exhausted. If no escape route is found, the system
moves on to the next closest alternate airport and repeats above steps until a feasible great
circle or escape route is found.
If an escape route is feasible, the system transitions onto the route only via the transition point,
which is the first waypoint defining the escape route. At each subsequent mileage marker, the
system attempts to verify that the same escape route, beginning with the same transition point,
is still feasible. JetPlan attempts to maintain the same escape route for as many mileage
markers as possible. The process continues until that particular escape route is no longer
feasible because of terrain, fuel constraints, changed conditions at the destination alternate
airport, or other factors. Once a divert airport fails to meet driftdown requirements, JetPlan
reverts from this failure point to the previous mileage marker and begins a search for a new
divert airport within the alternate ellipse.
If the Short Search (destination-assured point) option is active, the system does not look for
alternates past the point that it becomes known that the aircraft can lose an engine and make it
to the planned POA by following the flight-planned route. (For more information on the Short
Search option, see Table 22-11, Terrain Analysis Front-End Options, on page 609.) If the
Short Search option is not active, the system continues to look for alternates until the POA or a
feasible driftdown alternate has been achieved. The alternate ellipse becomes smaller as the
aircraft approaches the POA.
With regard to the portion of the flight from POD to TOC, the FAR regulations do not address
climbout under driftdown rules. However, JetPlan is designed to always return to the POD via
the great circle route during the climbout, even if the POD is known to be below required
weather minimums. If the POD is known to be below minimums, another alternate (departure
alternate, if specified; closest available, if not) is selected and a modified terrain clearance
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analysis is attempted from over the POD to the alternate. If a failure point is encountered on
the climb, a decision point is established at the previous mileage marker and the remainder of
the flight continues to be evaluated/cleared under driftdown rules. See Figure 22.4.
TOC
This Point Fails

Decision Point
16 nm
POD
Qualification back to the POD starts at the 16 nm point and goes to the TOC.
Driftdown problem is run from the edge of each terrain profile back to the P OD.
Any failure prior to TOC establishes a decision point at the previous profil e.
Figure 22.4. Climbout
When a departure alternate is mandated, JetPlan assumes the POD is not available for landing.
Departure alternates are cleared, based on a modified terrain clearance problem. If it is
necessary for the aircraft to first climb in order to reach a safe terrain clearance altitude, climb
is assumed to take place over the POD. Level flight (engine-out cruise) from over the POD to
the departure alternate is assumed. See Figure 22.5.
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Minimum 1000
16 nm
POD
Departure Alternate
For planning purposes, assume 32 nm (16 out and 16 back) are always used for climb.
If still too low to clear terrain, climb in place to terrain clearance altitude.
Check for a irfield clearance and positive slope at alternate.
Figure 22.5. Departure Alternate
Mountain Driftdown Output on the Flight Plan

Mountain driftdown output on the flight plan is customer-specific. Generally speaking, the
output includes a brief description, driftdown decision points, and routes to driftdown
alternates. Some formats display escape routes if they can be successfully flown to a given
driftdown alternate.
The following sample block of output shows a typical mountain driftdown scenario with
Direct (great circle) routes to RST, PVU, and SFO. In this example the short search option
(also known as destination-assured) is turned off. Each decision point is displayed in Radial
DME format.
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In the sample output above. the first three lines provide the following information:
The first line indicates that up to the first decision point (MTU232/008), if
the airplane loses an engine, the pilot should use RST as the first divert
alternate. The maximum calculated landing weight at RST is 135.4 thousand
pounds. The minimum acceptable altitude shows that this analysis is valid as
long as the plan maintains a flight level of at least 300.
The second line indicates that up to the second decision point
(TROSE067/024), if the airplane loses an engine, the pilot should use PVU
as the second divert alternate. The maximum calculated landing weight at
PVU is 135.5 thousand pounds. The minimum acceptable altitude shows
that this analysis is valid as long as the plan maintains a flight level of at
least 300.
The third line indicates that from the second decision point
(TROSE067/024) to SFO (the POA), if the aircraft loses an engine, the
divert alternate is SFO, via a Direct (great circle) route for the remainder of
the route of flight.
The following sample block of output shows a typical mountain driftdown scenario with
Direct (great circle) routes to MSP and JNU. In this example the short search option (also
known as destination-assured) is turned on. The second decision point indicates destination
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.
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The following sample block of output uses another format to display the same results as above.
The following sample block of output shows driftdown decision points and direct (great circle)
routes to KCOS, KPIH, and KCOS. In this example, the Short Search (destination-assured)
option was either turned off or destination assured was never found.
The next sample block of output shows driftdown decision points, a direct route, and an escape
route. The main change from the previous sample is on the second and third decision points.
The AFTER route on the second decision point is CYS FQF KCOS/COS. The PRIOR
route on the third decision point is CYS FQF KCOS/COS. Note that the location some of
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the decision points themselves change. The second sample shows the ability to find and
successfully traverse a customer escape route to KCOS after the great circle route to KCOS
has failed.
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Mountain Driftdown Error Codes

A mountain driftdown route may fail for a variety of reasons, such as poor weather, failure to
clear terrain, or an inadequate airport. The system displays an error code that defines the
failure. The following is a list of possible error codes and associated meanings.
Table 22-12
Mountain Driftdown Error Codes
Tag
Code
Description
DD_FAILED
GF
Either the system failed to allocate

memory, or a Jeppesen utility
errored-out.
DD_FAILED_WX
WX
An error occurred during weather

retrieval.
DD_FAILED_FUEL
FF
There is insufficient fuel
DD_FAILED_WEIGHT
WT
Performance issue; the aircraft is

too heavy to be at start-climb
altitude.
DD_FAILED_RWY
RY
The aircraft cannot land in the

available runway (or is over
maximum certified landing
weight).
DD_FAILED_SLOPE
SL
The aircraft not maintaining

positive slope at airfield.
DD_FAILED_RESERVES
FR
Unused at this time.
DD_FAILED_ISA
IS
Unused at this time.
DD_FAILED_TERRAIN
TR
There was a problem retrieving

data from the Terrain database.
DD_FAILED_PERFORMANCE
PF
Attempt to access performance

data that is out of range.
DD_FAILED_TOO_LOW
LW
Aircraft fell below terrain

clearance altitude.
DD_FAILED_NO_ALT
NA
A suitable takeoff alternate was

not found.
DD_FAILED_INPUT
IE
Some data from performance was

illegal.
DD_FAILED_UNKNOWN
UK
Cause of failure unknown.
DD_FAILED_TAF
TF
TAF weather did not meet

minimums or was not available.
DD_FAILED_NO_POD_POA
NP
The POD or POA is not in the

Airport database.
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Terrain Database Extract Reports

JetPlan provides the ability to extract terrain and route data from Jeppesens NavData sources
and Terrain database. The data can be imported into third-party software that can then generate
reports that support troubleshooting and analysis of route paths and profiles relative to terrain
heights as computed by the system. The visual presentation of these reports depends upon the
software tools available to you. For more information on generating Terrain database extract
reports, contact your Jeppesen account manager.
JetPlan supports the following Terrain database reports:
Segment Terrain Profile Report
Enroute Terrain Profile Report
Off-route Terrain Profile Report
Raw Terrain Data Extract Report
The following paragraphs describe these reports.
Segment Terrain Profile Report

This report covers the maximum terrain heights within a user-specified corridor along a great
circle route between two user-specified waypoints, reported at user- specified intervals along
the route. See the following input and output requirements.
Report Input:
Start Point in the form of a waypoint, latitude/longitude, or airport ID
End Point in the form of a waypoint, latitude/longitude, or airport ID
Corridor width, defaulted to 5 nm; can be over-ridden by user
NOTE A customer preference may be used to override the default corridor width
(default = 5.000 nm).
Mileage marker interval distance, defaulted to 2.5 nm, over-ridable upon

request
Report Output:
Segment overview
Corridor width
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Mileage marker interval distance

Start point
End point
Great circle distance of the segment.
True course heading from the start point to the end point (magnetic
not required)
Maximum terrain height along the great circle route within the
corridor, based on the TerrainScape Data at the resolution used by
JetPlan in Terrain Analysis computations
Mileage marker detail
Mileage markers at user specified intervals (defaults to 2.5 nm).
Maximum terrain height within specified corridor and between the
specified intervals
Enroute Terrain Profile Report

This report covers the maximum terrain heights within a user-specified corridor for all
segments of a given Customer Route String database record. See the following input and
output requirements.
Report Input:
Start point in the form of a customer route string waypoint or a customer
route string airport ID
End point in the form of a customer route string waypoint or a customer
Name in the form of a customer route string name
Group in the form of a customer route string group
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Report Output:
Segment overview
Corridor width
Maximum terrain height for any one segment
Customer route string start point
Customer route string end point
Customer route string name
Customer route string group
Point name
Great circle distance of the segment
True course heading from the start point to the end point (magnetic
not required
Maximum terrain height along the great circle route within the
corridor, based on the TerrainScape data at the resolution used by
JetPlan in Terrain Analysis computations
Off-Route Terrain Profile Report

This report covers the maximum terrain heights for all off-route diversion attempts within a
user-specified corridor at specified intervals within a given Customer Route String database
record. The enroute intervals are computed as the corridor width x 2. For example, if the
corridor width is 5 nm, the enroute intervals move in increments of 10. See the following input
and output requirements.
Report Input:
Start point in the form of a customer route string waypoint or a customer
End point in the form of a customer route string waypoint or a customer
Name in the form of a customer route string name
Group in the form of a customer route string group
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Mileage marker interval distance, defaulted to 2.5 nm; can be over-ridden

upon request
Report Output:
Segment overview
Corridor width
Mileage marker interval distance
Maximum terrain height for any one segment
Customer route string start point
Customer route string end point
Customer route string name
Customer route string group
Off-route airport
True course heading from the enroute point to the off-route airport
Great circle distance from the enroute point to the off-route airport
Maximum terrain from the enroute point to the off-route airport,
within the corridor width, based on the TerrainScape data at the
resolution used by JetPlan in Terrain Analysis computations
Mileage markers at user-specified intervals (default is 2.5 nm)
Maximum terrain height within specified corridor, between the
specified intervals
Raw Terrain Data Report

This report covers the post latitude and longitude of each sub-tile to the West and North of a
given point. JetPlans Terrain data is expected to be at 5-minute resolution, which is 1/12th of
a degree. One tile covers 1 degree square northwest from a given point.
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Report Input:
Raw point in the form of a waypoint, latitude/longitude, or airport ID.
Tile resolution in the form an integer. For example, if a tile resolution of 12
is entered, then a 12 by 12 output is delivered.
Report Output:
Segment overview
Raw point
Tile resolution
Tile Detail
Latitude/longitude for each post within the tile
Maximum terrain height for each post within the tile
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C HAPTER 23
Optimal Scenario
Analysis
Optimal Scenario Analysis

Overview
Overview
Optimal Scenario Analysis (OSA) is a JetPlan feature that provides increased route choice and
flight cost evaluation. The purpose is to achieve the best possible route, based on a userdefined factor of fuel, time, or money. This is done through examination and comparison of
multiple route/profile possibilities, or scenarios. These multiple scenarios are the result of
either an external evaluation, where several routes are considered (for example, as in the
case of a RT/ALL input), or an internal evaluation, where multiple profile entries provide
route variations that can be evaluated.
To exercise OSA, enter 4D after the flight plan command FP on the Options command line For
more information on flight plan commands, see Chapter 2, Option Commands.
Typically, JetPlan produces an optimal route and profile for nearly every flight plan
calculated. However, conditions may exist which result in less efficient, sub-optimal results.
Generally, these conditions can occur on very long flights where the weight of the aircraft
varies greatly between the beginning and end of cruise, or if other factors cause the aircraft to
stay at a lower altitude than normal for a significant portion of the flight. In these cases, OSA
improves flight planning results and lower costs along the way.
With OSA active, JetPlan calculates information by accessing wind and temperature
information at two or more flight levels. Optimal routes are determined using the data from
each profile and the results are ranked. The analysis and ranking process of an OSA flight plan
is based on the user-determined outcome parameters: fuel burn or flight operating cost. By
reducing inefficient route planning, fuel and operating costs can be lowered significantly.
However, fuel and operating costs are not always the most expensive factors.
OSA can be used in coordination with JetPlan's Enroute Charges feature to produce savings
that are even more meaningful. Combining the OSA cost parameter with the Enroute Charges
function results in ranking routes based on total cost figures: operating costs plus navigational
fees. In this way, JetPlan can calculate an operator's optimal route between city pairs for any
day, time, or condition.
Used properly, OSA can be a practical and necessary tool to determine the most cost-effective
route, based on fuel, time, or enroute charges.
NOTE The decision to use OSA is based on several factors and the type of
operation. Used in its simple form, OSA is employed when an operator expects to
encounter any of the aforementioned conditions that lead to sub-optimal results. If
these conditions are not expected, or are unlikely to impact a flight due to userimposed restrictions (altitude restraints, Minimum Equipment List items, and so on),
OSA probably will not provide a benefit compared to JetPlan's traditional optimization
methods.
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Background
With 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
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your preferred outcome parameter: fuel, time or cost. The most effective flight plan can then
be printed. As implied above, user-defined internal scenarios can be set up to calculate flight
plans at additional or alternative altitudes.
External Scenarios
External scenarios refer to those factors directly controlled by the JetPlan user, specifically the
input request set. For example, the inputs that typically provide the data necessary to
compute a flight plan constitute one external scenario. If a change is made to any one input
item, or input string, a new external scenario is created. In other words, every flight plan
request that differs from the next request is a new external scenario. By definition, every
computer flight plan has at least one external scenario.
External scenarios can also be defined implicitly using the Customer Route Database (CRDB)
entry of RT/ALL. In this case, each applicable company-stored route invokes a unique
external scenario, a unique flight plan. For example, if ten company-stored routes exist for the
POD/POA combination of KSFO and RJAA, a RT/ALL input implicitly defines ten external
scenarios.
When you enter multiple external scenarios, OSA generates a complete route optimization
computation on each input set and every predefined internal scenario (see Internal and
External Scenario Interaction on page 637). The outcome provides one optimal plan per input
set. These plans are ranked based on the outcome parameter (least fuel burned), and the top
five are printed according to rank. OSA prints the top ranked, or primary, flight plan in its full
output format, while summarizing the four lower ranked, secondary plans.
Internal and External Scenario Interaction

In OSA, every external scenario encounters the predefined internal scenarios for route
generation. Using the default internal scenario situation, an external scenario faces two
internal calculationsone at 200mb and the other at 300mb. However, a RT/ALL entry that
provides ten company routes (10 external scenarios) encounters only 10 OSA calculations.
This is because the routes are already defined. Invoking the RT/ALL command limits the route
evaluation process to the RT/ALL inputs only. In this case, JetPlan evaluates to find the best of
the available routes.
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OSA Options
In preparing to use OSA, you need to maintain a consistency between the flight plan
performance index (whether defined in your Customer Aircraft Database [CADB] or entered
on the Performance Index Command Line) and the OSA preferred outcome parameter. If the
outcome parameter and performance index do not match, the resulting output may be
misleading. For example, entering an outcome parameter of flight cost (C) and a performance
index of fuel (F) creates a situation whereby JetPlan calculates the flight plan data based on
one factor (fuel) and ranks the plans based on another factor (cost). If a user typically runs
flight plans with a performance index set to optimize based on fuel, then fuel needs to be the
outcome parameter specified in the OSA plan. Of course, you can enter any OSA outcome
parameter available, but be aware of how the plans are calculated versus the way they are
ranked.
OSA Definitions
The commands and options defined below are available through any JetPlan access method
(such as Service Bureau, JetPlan.com, Jeppesen Dispatch Control, or JetPlanner). If you
access JetPlan through another means (for example, a company GUI), then consult the user
guide for that interface.
OSA definitions:
4D
Option command Invokes the OSA feature. 4D follows the flight

plan command (FP) on the Options command line. This input must be
used in conjunction with a preferred outcome parameter.
Preferred outcome parameter Ranks OSA flight plans based on the

least fuel burned enroute. The flight plan's Performance Index should
not contradict the preferred outcome parameter.

least amount of time enroute. The flight plan's Performance Index
should not contradict the preferred outcome parameter.

least amount of flight cost (fuel cost and direct operating cost). The
flight plan's Performance Index should not contradict the preferred
outcome parameter.
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Immediate Print parameter Specifies that you are entering only one
explicitly defined external scenario (not including the RT/ALL
input). Plan results are immediately printed upon completion of the
computation.
Note: Omitting the P option invokes the JetPlan expectation of
multiple external scenario requests, that is, no output is rendered until
Print is requested. (see Explicit External Scenarios on page 642).
MB/xxx,xxx,xxx...
Specifies additional or alternative millibar levels (altitudes). Up to

nine (9) values may be entered. This option is only available for OSA
flight plans.
-e
Calculates enroute charges and includes results in the total cost

computation. The least-cost outcome parameter (C) should be
invoked when this option is of interest.
-o
Outputs enroute charges summary at the bottom of the flight plan.

This is only available to those accounts contracted to use JetPlan's
Enroute Charges feature.
-k
Similar to the -e option, the -k is used in conjunction with the

cost outcome parameter (C) to determine the price difference between
fuel at POD and POA. This option takes the total fuel the flight plan
represents to be in the aircraft upon landingreserve, alternate, and
contingency fuel as well as any extra or tankering fueland
multiplies that amount by the price difference between fuel at the
POD and POA. Fuel price figures must be stored in the Customer
Airport Database for each airport.
PRINT
Used after multiple external scenario requests. This option prints the
top five optimal flight plans (those selected as optimal in the internal
scenario calculations). The plan ranking the best, based on your
preferred outcome parameter, is printed in its entirety, while the four
lower ranked plans are printed in synopsis as secondary.
2D
Revert back to standard (non-OSA) mode. After running a 4D

request, you can rerun the same request, without OSA, by entering 2D
rather than 4D.
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Basic OSA Examples And Explanations

The basic OSA flight plan refers to the calculation of the predefined internal scenario(s)
however many that may befor the single external scenario requested (non-RT/ALL input).
A single optimum output is expected. The following examples demonstrate the proper use of
the basic OSA feature and provide explanations of the user input. The examples given use the
line mode entry method and assume all remaining JetPlan prompts (questions 0219) are
answered in a typical fashion.
Example:
01 OPTIONS FP,4DFP
This input invokes JetPlan to compute a flight plan (FP) using the OSA feature (4D). The
program performs dynamic route optimization using the OSA default wind and temperature
forecast data from 2 altitudes, 200mb and 300mb. The two resulting optimal routes are
analyzed according to your preferred outcome parameter (F), and the most effective plan (fuelefficient) is printed immediately (P).
Example:
01 OPTIONS FP,4DTP
This input is the same as the example above except that the analysis and subsequent output is
time (T) based rather than fuel based.
Example:
01 OPTIONS FP,4DCP
This input is the same as the previous two except that the analysis and subsequent output is
cost-based. The cost parameter (C) implies the specification of a cost index and/or cost factors
within the request set or stored in the CADB.
Example:
01 OPTIONS FP,4DFP,MB/300,250,200,150
This input requests an OSA flight plan using four internal scenario calculations. Dynamic
route optimization is performed using wind and temperature forecasts from the 300, 250, 200,
and 150 millibar levels. The resulting output is based on your preferred outcome parameter
(fuel) and printed immediately.
Example:
01 OPTIONS FP,4DFP,MB/250
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This example generates only one internal scenario calculation (250mb) which is no different
than the traditional method, but the level specified can be closer to the intended flight level,
and thereby more beneficial.
Example:
01 OPTIONS FP,MB/250,150
This input invokes the use of the OSA millibar feature despite missing the 4D command input.
Since the millibar specification command (MB/xxx,xxx) is only available when used in
conjunction with the 4D command, the implication is that the intent of the request is for an
OSA calculation. In this example, two internal scenarios are calculated using forecast data
from the 250 and the 150 millibar level. JetPlan assumes the print immediately option (P)
and uses the performance index specified (in the CADB or on the Performance Index
command line) as the preferred outcome parameter.
Example:
01 OPTIONS FPR1234,2D
This input takes plan #1234, previously run with OSA invoked, and runs it without OSA (in
standard or traditional mode).
Multiple External Scenarios

As defined above, the basic OSA example derives one flight plan from the analysis of two or
more internal scenarios per request set. This example increases the likelihood of an optimal
route for a given request set, but it does not address the possibilities available by varying the
external scenario request sets and then comparing and ranking those results.
By using multiple external scenarios, the data available for analysis increases the optimization
and cost savings benefits far beyond simple route optimization. Varying any of the inputs in
the request set provides the possibility of a new outcome. Comparing and ranking multiple
outcomes is the intended idea behind OSA. Hence, using multiple external scenarios provides
both route optimizationthe result of internal scenario comparisonsand plan-efficiency
determination, which is the result of comparison analysis between all of the optimal outputs.
Unfortunately, multiple external scenarios do increase computation times and plan number
generation, but the benefits can far exceed the inconveniences, especially when least total cost
is the outcome desired.
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Explicit External Scenarios

By omitting the immediate print option (P) from the OSA command (4D), additional input
request sets can be entered. This feature allows you to enter several request sets before
actually getting any output back. When all external scenarios have been submitted and output
is desired, the command 4DPRINT is entered and the results of the top five plans are printed
by rank, according to your preferred outcome parameter.
For example, suppose six external scenarios are submitted using the 4DF command. Each
external scenario encounters the predefined internal scenario computations (12 computations
by default) and then produces the optimal plan for each input request set (6 optimal plans in
all). As each optimum is determined, the plan is stored in an archive file for the eventual
ranking and retrieval. Once all of the computations are complete, the 4DPRINT command
initiates a comparison of the archived plans. The plans are ranked and printed according to
your preferred outcome parameter. The plan ranked as primary is printed in full. The
secondary plans (up to four in total) are printed in summary at the end of the primary plan.
More than four secondary summaries are available by requesting customer service to amend
the password attribute file. An enroute charges output option also provides more than four
secondary summaries.
Example:
01 OPTIONS FP,SP,4DC (OSA plan with cost as the outcome parameter)
02 POD KSFO
03 POA RJTY
06 ROUTE J//
07-19...
20 COMPUTING 5959 (internal scenario at 300mb)
20 COMPUTING 5960 (internal scenario at 200mb)
Result: No flight plan output is produced, the optimal plan is archived.

Example:
01
02
06
07
20
20
OPTIONS FPR (Reload previous inputs)

POD @6
ROUTE //J (The route input is changed)
HOLD,ALTERNATE/DIST GO (Compute request with amended inputs)
COMPUTING 5961 (Internal scenario at 300mb)
Result: No flight plan output is produced, the optimal plan is archived.
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Example:
01 OPTIONS 4DPRINT (Requests output of optimal plans, primary and secondary)
PLAN 5960
NONSTOP COMPUTED 1733Z
KSFO TO RJTY 747N LRC/M IFR 07/22/08

FOR ETD 0000Z PROGS 2212ADF SS747 LBS
FUEL TIME DIST ARRIVE TAKEOFF LAND

AV PLD OPNLWT
POA RJTY 171107 09/32 4550 0932Z 607532 436425 010000 415000
ALT RJTT 004215 00/10 0024 0941Z
HLD
007210 00/30
RES
000000 00/00
XTR
000000 00/00
TXI
000000
TOT
182532 10/11
KSFO MOLEN3 ENI..KLARK..4230..4540..4750..4860..4870..4890..4870..
4560..4250..ONEMU R580 OATIS OTR3 GOC..MI..RJTY
WIND M003 MXSH 3/4870
FL 390/4980 430/ONEMU 390
DOLLARS COST 035065
SECONDARY FLIGHT PLAN
PLAN 005962 BURN 171164 TIME 09.32 COST 035076 AVG WIND M002
DIST 04549 TOW 607589 PLD 010000 ROUTE CRZ LRC
KSFO..FARRA..TREVR..4130..4440..4650..4860..4870..4980..4870..4560..
4250..ONEMU R580 OATIS OTR3 GOC ATS IZUMI W18 JD B14 MI..RJTY
FL 390/4980 430/ONEMU 390

REQUEST NO. 5960
In this example, note that the two flight plan requests encounter two internal computations
each, one at the 300mb level (plans 5959 and 5961) and the other at the 200mb level (plans
5960 and 5962). Once 4DPRINT is entered, a cost comparison is performed between the two
plans archived as optimal (plans 5960 and 5962). The primary plan (least expensive, 5960) is
printed in full, while the secondary plan (5962) is printed in synopsis format.
Explicit External Scenario Limits

You can enter up to 100 external scenarios before OSA automatically terminates the input
session and begins processing the results as if 4DPRINT had been requested. A route input of
RT/ALL may be used as one of the explicitly defined external scenarios, but the number of
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external scenarios generated (the number of company-stored routes) counts against the upper
limit of 100 external scenarios. For example, a RT/ALL entry that initiates twenty (20)
scenarios leaves eighty external scenarios available for input before reaching the limit.
Changing Outcome Parameters

If you attempt to change the outcome parameter (fuel, time, or cost) before entering
4DPRINT, the OSA feature ignores this change and continues the process as originally begun.
In other words, the outcome parameter used on the first explicitly defined external scenario
(request set inputs) is applied to all subsequent scenarios until 4DPRINT is entered and an
output is delivered. However, other types of JetPlan requests, such as informational checks
and database searches, can be made without affecting the ability of OSA to archive and rank
external scenarios. The following example illustrates both.
Example:
01 OPTIONS FP,SP,4DF (OSA request with fuel as the outcome parameter)
02 POD KSFO
03 POA EGLL
06 ROUTE J,ARBO,ZAPPO
07-19...
20 COMPUTING 1111 (Internal scenario at 300mb)
20 COMPUTING 1112 (Internal scenario at 200mb)
Result: No flight plan output is produced, and the optimal plan is archived.
Example:
01
02
06
07
20
20
OPTIONS FPR,4DC (User attempts to change the outcome parameter. This is ignored.)
POD @6
ROUTE ABC,XYZ
HOLD,ALTERNATE/DIST GO (Compute request with amended inputs)
Result: No flight plan output is produced, and the optimal plan is archived.
Example:
01 OPTIONS RT,SUM/ALL (A totally different type of request is made.)
Result: Customer Route Database (CRDB) summary prints.

Example:
01 OPTIONS 4DPRINT (Requests output of optimal plans, primary, and secondary.)
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Result: The formatted output for the primary OSA flight plan, followed by a secondary
synopsis prints.
Optimizing Direct vs. Specific Route Selector (SRS) Great Circle

When an external scenario has a route input of D (or D//D) on an OSA flight plan, a special
process occurs, increasing the number of internal scenarios by one. For example, if the internal
scenario situation is default, meaning two calculations (one at 300mb and the other at 200mb),
then the number of internal scenarios run becomes three. If you alter the number of internal
scenarios to some other amount by including the altitude specification command (for example,
MB/350,250,150), then the number of calculations is the amount specified plus one.
The extra internal scenario is an SRS great circle flight plan. The reason a great circle plan is
included as an internal calculation is that it is a logical and beneficial comparison to the
optimized direct (route input of D or D//D) scenario. In a few cases with very light winds, the
SRS great circle route can produce a better flight plan result than the optimized direct route.
This is because the optimized direct route is constrained to whole degrees of latitude/longitude
for ICAO ATC reporting purposes, while the SRS great circle route is primarily an analysis
tool not to be used for real flight plans. In any event, it is rare for SRS great circle to produce a
better result, since winds normally play a big role in determining the optimal route.
In this optimized direct situation, OSA processes each internal scenario (300mb, 200mb and
SRS great circle), ranks the results, and prints the optimal, or primary, flight plan. No
secondary flight plan summaries are produced since these calculations are all internal
scenarios. However, if an optimized direct plan is one of many external scenarios, then
secondary summaries are produced.
Example:
01 OPTIONS FP,SP,4DF
02 POD KSFO
03 POA KDEN
06 ROUTE D
07-19...
20 COMPUTING 1234 (internal
routing)
routing)
GR8C1010)
...no flight plan output is
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scenario at 300mb, optimized direct

scenario at 200mb, optimized direct
scenario using SRS great circle input produced, the optimal plan is archived...
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Example:
01 OPTIONS LDR1234
02 POD @6
06 ROUTE J
07 HOLD,ALTERNATE/DIST GO (compute request with amended inputs)
20 COMPUTING 1237 (internal scenario at 300mb, jet airway routing)
20 COMPUTING 1238 (internal scenario at 200mb, jet airway routing)
...no flight plan output is produced, the optimal plan is archived...
Example:
01 OPTIONS 4DPRINT
...the formatted output for the primary plan, followed by a secondary
synopsis prints here...
Enroute Charges and OSA

Among the OSA command definitions listed earlier is an option for including enroute charges
in the computation (-e). This means that flight plans that have flight cost as the outcome
parameter (for example, 4DCP) are impacted by the outcome of the fuel cost plus the time cost
(direct operating cost) plus the enroute charges. Hence, a low fuel or minimum time plan may
not necessarily be the minimum total cost plan if the route calculated incurs relatively high
enroute charges. OSA is therefore a very important feature with respect to assuring true cost
optimization in an environment where high enroute charges have a major impact on flight
costs (for example, international flights).
Enroute Charge Example

For an example of how combining enroute charges and OSA can provide dramatic results,
assume a user has two routes stored for the airport pairs: WSSS and RJAA (RTE1 and RTE2).
You select an OSA flight plan with cost as the outcome parameter and enroute charges to be
included. You also have selected a cost index of 150.
Example:
01
02
03
06
OPTIONS FP,4DCP,-e
POD WSSS
POA RJAA
ROUTE RT/ALL
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Based on a route input of RT/ALL, assume that OSA computes the following results:
Scenario
Fuel Burn
(lbs)
Enroute
Time
(Hr/Min)
Index
based
Cost
(fuel/time)
Enroute
Charges
($)
Total Cost
($)
RTE1
125613
6/08
$29,752
$2,926
$32,678
RTE2
128679
6/17
$30,449
$2,094
$32,543
These results indicate that OSA would select the second scenario (based on RTE2) for its
primary flight plan output. This would not have been the case if enroute charges had not been
included. It is evident that the route that is least flight cost is not always the least total cost
flight plan.
Enroute Charge Print Option

In coordination with the enroute charges option (-e), an enroute charges summary output
option (-o) is available. This option may only be used with the (-e) option. It provides the
summary output specific to JetPlan's Enroute Charges option at the bottom of the normal flight
plan output. For more information, see Chapter 24, Enroute Charges and FIR Traversal.
Route Cost Summary Reports

A feature that is available upon request (additional format necessary) is the Route Cost
Summary report. This feature is used to summarize the cost effectiveness of each route stored
in a CRDB for a given airport pair (POD/POA). In this case, the use of the command 4DC(P)
assumes the inclusion of enroute charges.
The value added by this feature includes the ranking of all routes stored in the CRDB for the
given airport pair, and the inclusion of time restricted routes. In contrast, using the standard
OSA/Enroute Charges feature, a RT/ALL entry with ten stored route files produces a
maximum output of five plans (one primary and four secondary). See Multiple External
Scenarios on page 641). You are left with no information on the other five routes: how they
rank, what their costs are, and so on. In addition, the standard method does not provide any
information regarding routes that have time restrictions. If a route is not available due to time
restrictions, it is not part of the standard output at all.
Example:
01 OPTIONS FP,4DCP,BAW
02 POD EGLL
03 POA OERK
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06
07
08
09
10
11
14
16
20
20
20
20
20
20
20
20
20
ROUTE RT/ALL
HOLD,ALTERNATE/DIST 30,OEDR
ETD 1200
PROFILE I
A/C TYPE/REGN $SS747G
CRZ MODE LRC
PAYLOAD 20000
COMPUTING 5974
COMPUTING 5975
COMPUTING 5976
COMPUTING 5977
COMPUTING 5978
COMPUTING 5979
COMPUTING 5980
COMPUTING 5981
COMPUTING 5982
In the example output, all plans are ranked and displayed (not just top five) based on the
amounts in the total cost column. In addition, a warning column provides flag information
regarding specific criteria to be considered (for example, time restrictions on route files
LHRRUH4 and LHRRUH2).
This option does not provide the typical flight plan output. It is strictly a planning and cost
evaluation tool for determining the total cost of each route available.
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C HAPTER 24
Enroute Charges and

FIR Traversal

Overview
Overview
NOTE The Enroute Charges feature is disabled unless activation is requested.
Contact Jeppesen Customer Service to request activation of this feature.
Enroute Charges refers to the navigational fees levied by various countries for the privilege of
overflying their territorial airspace. These fees vary from country to country and are
complicated by many factors such as monetary exchange rates, aircraft size (weight), facilities
used, and distances traveled. An aircraft operator can be faced with tremendous and
sometimes unexpected costs if not prepared to spend the time necessary to determine leastcost routing or to crosscheck invoices. JetPlan's Enroute Charges, Flight Information Region
(FIR) and Upper Information Region (UIR) Traversal, and Archive and Report features
provide a means for determining, documenting, and reporting the enroute costs associated
with international flight operations.
With JetPlan, you can perform the following tasks:
Calculate overflight charges associated with a flight
Display enroute charges on a flight plan
Calculate overflight charges associated with a flight on an ad hoc basis
(without a flight plan)
Generate and archive reports of enroute charges and FIR traversal
information. (For information on Enroute Charges archiving, see
Chapter 25, Archiving.)
View and generate reports of current exchange rates
Manage a customer exchange rate database (requires a setting in your
ID/Attribute file)
These topics are discussed in the following sections.
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Accessing Enroute Charges Through JetPlanIII
Accessing Enroute Charges Through

JetPlanIII
NOTE With the exception of Enroute Charges and FIR Traversal, the JetPlanIII
options are available to all customers. The Enroute Charges and FIR Traversal
options are disabled unless activation is requested. You must contact Jeppesen
Customer Service to request activation of these options.
You can access Enroute Charges and FIR Traversal through JetPlanIII, a program that
provides support information for your flight planning requirements. JetPlanIII enables you to
work with several databases that provide information on airports, airways, SIDs, STARs, and
waypoints, in addition to enroute charges and FIR traversal fees.
NOTE Most JetPlanIII options are also available in JetPlan.com on the General
Info tab.
To access the JetPlanIII program

On the Options command line, enter JPIII.
01 OPTIONS JPIII
The system displays the JPIII (JEPPESEN Data Bases) menu.

JEPPESEN Data Bases
ENTER
1
for Airport Info
2
for High/Low Altitude Airways
3
for SID/STAR Info
4
for SID/STAR Detail
5
for Waypoint Info
6
for Exchange Rates
7
for Fir traversal (ad hoc)
8
for Enroute charges (ad hoc)
Q
to QUIT
The following sections discuss using the Enroute Charges (ad hoc), Exchange Rates (ad hoc),
and FIR Traversal (ad hoc) options.
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Generating an Ad Hoc Enroute Charges Report
Generating an Ad Hoc Enroute Charges

Report
The Enroute Charges feature is a planning program that details a flights route in terms of
navigational cost. It reports the specifics of the flightthe terminals, flight level, aircraft
weight, and routeand summarizes the expected costs based on the standing currency
exchange rates and the distances traveled through the airspace of the countries or regions
traversed. This report provides a tool for analyzing and auditing the navigational fees charged
by various countries.
NOTE The Enroute Charges option is disabled unless you contact Jeppesen
Customer Service to request activation.
To generate an ad hoc Enroute Charges report

1. On the Options command line, type JPIII to start the JetPlanIII program.
01 OPTIONS JPIII
The system displays the JPIII menu. (See Accessing Enroute Charges
Through JetPlanIII on page 652.)
2. At the JPIII prompt, enter 8.
>8
The JPIII program displays the Enroute Charges Calculation Menu,

prompting you to provide informationsimilar to running a flight plan on
the JetPlan system. The following table lists the prompts and describes the
inputs.
Table 24-1
Enroute Charges Prompts and Inputs
Prompt
Input
Options:
Enter any flight plan option that applies to route or weather. Do not
enter options defined as output format. If no options are needed,
press ENTER.
POD:
Enter the ICAO or IATA identifier for the Point of Departure

airport.
POA:
Enter the ICAO or IATA identifier for the Point of Arrival airport.
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Table 24-1
Enroute Charges Prompts and Inputs (continued)
Prompt
Input
Route:
Enter standard JetPlan route values, following the syntax and

input rules defined in this manual. You can use Customer Route
database files in lieu of standard inputs. If no route is entered,
JetPlan determines an optimum route. For more information, see
Flight Level:
Enter a flight level using the syntax and input rules defined in this
manual (for example, 350 = 35,000 feet). For more information,
see Chapter 9, Profile Commands.
Aircraft Weight:
Enter the weight of the aircraft (typically, the Maximum Takeoff

Weight), in pounds or kilograms, depending on the unit of measure
applied to the aircraft when running a flight plan.
Example:
Enroute Charges Calculation Menu
Options:RN
POD:OMDB
POA:EDDM
Route:J,TAMRO
Flight Level:350
Aircraft Weight:500000
NOTE The inputs entered at the Route prompt and the subsequent route output may or may
not be applicable at this time. Navigational structure changes over time. Use this example as a
guideline only.
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3. The system generates an Enroute Charges report based on your inputs.

Sample Enroute Charges Report
FIR/UIR Enroute Charge Report...
From OMDB to EDDMa
Flv 350
Weight
29APR2013b
500000 lbs
Routec
OMDB NADI1G NADIL M557 BALUS UL768 HFR A788 LOXOM UN318 TAMRO UT503
OVANO UL768 FIRAS A21 KTN R785 NIKAS UL619 MUT UB545 KFK UL610
VADEN Y520 UTEKA ATS BABIT UT23 GRZ UL604 MILGO Q112 NAPSA NAPS1A
EDDM
Eurocontrol RSO Summaryd
Country
Distance
Unit Rate
LC
171
37.72
LT
902
31.14
LB
441
36.48
LY
355
46.38
LH
210
40.50
LJ
34
66.74
LO
260
70.21
ED
81
76.65
Total
2454 km
2179.59 EUR
Non-EuroControl Summarye
FIR/UIR
AW Dist GC Dist
(nm)
(nm)
OMAE
144
129
OBBB
310
310
OEJD
565
519
OJAC
75
75
OSTT
190
182
Total
Charge
137.39
598.28
342.67
350.70
181.16
48.33
388.82
132.24
1284
Currency
Charge
USD
BHD
SAR
JOD
EUR
90.00
56.70
2096.00
121.92
283.75
1215
2855.11 USD
Charge
USD
90.00
150.36
558.87
172.07
371.69
1342.99
Exchange Rate Summaryf

Currency
BHD
SAR
JOD
EUR
Source
JEPP
JEPP
JEPP
JEPP
Exchg
0.377
3.750
0.709
0.763
Time
16:15:06
16:15:06
16:15:06
16:15:06
Date
29APR13
29APR13
29APR13
29APR13
Charge Summary - USDg

ECTRL RSO
2855.11
Non-ECTRL
1342.99
Total
4198.10
a. POD and POA ICAO identifiers.

b. Flight level, aircraft weight, and report date.
c. Summary of the route as calculated using the Enroute Charges program. (This output may or
may not be applicable at this time. Use this example only as a guideline.)
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d. Standard EUROCONTROL charge for POD and POA airports. Charge is in Euros and converted to U.S. Dollars.
e. List of FIRs/UIRs traversed, airway distance, Great Circle distance,
currency used by country, total charge in local currency, and total charge
converted to U.S. Dollars for regions outside of EUROCONTROL.
f. Currency exchange rate used in the calculation, source of exchange rate, and
time and date the exchange rate was last updated
g. Summary of charges in U.S. Dollars
Viewing Exchange Rates

To support the Enroute Charges feature, Jeppesen provides and maintains a currency exchange
rates database. You can access the menu for this database through JetPlanIII. The following
paragraphs cover the options available on the JEPPESEN Exchange Rates menu.
NOTE Currency exchange rates are updated once a day from XE.com, a
commercial data feed source based in Toronto, Canada.
To view all exchange rates in the Jeppesen Exchange Rates Database

1. On the Options command line, enter JPIII to start the JetPlanIII program.
For details, see Accessing Enroute Charges Through JetPlanIII on
page 652.
01 OPTIONS JPIII
The system displays the JPIII menu.

2. At the JPIII prompt, enter 6.
>6
The system displays the JEPPESEN Exchange Rates menu.

JEPPESEN Exchange Rates
EnterC
EnterL
V
Q
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for Customer Exchange Rates

to List all Exchange Rates
to View an Exchange Rate
to QUIT
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3. Enter L.
The system displays a list of all the current exchange rates in the Jeppesen
Currency Exchange Rates database.
Sample Report (Abbreviated)
COMPUTING 10840
Exchange Rates (per US Dollar)
CODE RATE
LAST UPDATE TIME
DATE
COUNTRY
-------------------------------------------- ------------------------AED
3.673100
16:15:00
06MAY13
United Arab Emirates
ANG
1.790005
16:15:01
06MAY13
Netherlands Antilles
AON
96.049300
16:15:01
06MAY13
Angola
ARS
5.203978
16:15:01
06MAY13
Argentina
AUD
0.977140
16:15:01
06MAY13
Australia
BDT
78.056813
16:15:01
06MAY13
Bangladesh
BGL
1.494649
16:15:01
06MAY13
Bulgaria
BHD
0.377099
16:15:01
06MAY13
Bahrain
BOL
6.910039
16:15:01
06MAY13
Bolivia
BRN
2.014623
16:15:01
06MAY13
Brazil
BWP
8.116883
16:15:01
06MAY13
Botswana
CAD
1.009100
16:15:01
06MAY13
Canada
CHF
0.939282
16:15:01
06MAY13
Switzerland
CLP
469.928195
16:15:01
06MAY13
Chile
CNY
6.169204
16:15:01
06MAY13
China
COP
1835.095762
16:15:01
06MAY13
Colombia
CSK
19.678543
16:15:01
06MAY13
Czech Republic
CUC
1.000000
16:15:01
06MAY13
Cuba
CUP
26.500000
16:15:01
06MAY13
Cuba
DJF
179.678271
16:15:01
06MAY13
Djibouti
DKK
5.707289
16:15:01
06MAY13
Denmark
DOP
40.984809
16:15:01
06MAY13
Dominican Republic
DZD
78.719707
16:15:01
06MAY13
Algeria
ECS
1.000000
16:15:01
06MAY13
Ecuador
ECU
0.765782
16:15:01
06MAY13
European Mon. Coop Fund
EEK
11.981921
16:15:01
06MAY13
Estonia
ETB
18.588839
16:15:01
06MAY13
Ethiopia
EUR
0.765782
16:15:01
06MAY13
European Mon. Coop Fund
FJD
1.765186
16:15:01
06MAY13
Fiji
GBP
0.643919
16:15:01
06MAY13
United Kingdom
GTQ
7.783498
16:15:01
06MAY13
Guatemala
HKD
7.758958
16:15:01
06MAY13
Hong Kong
HTG
42.502513
16:15:01
06MAY13
Haiti
HUF
227.569201
16:15:01
06MAY13
Hungary
IDR
9737.000000
16:15:01
06MAY13
Indonesia
ILS
3.570572
16:15:01
06MAY13
Israel
INR
54.140490
16:15:01
06MAY13
India
IQD
1158.990326
16:15:01
06MAY13
Iraq
IRR
12284.529880
16:15:01
06MAY13
Iran
...
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To view a particular exchange rate in the Jeppesen Exchange Rates Database

At the JEPPESEN Exchange Rates menu prompt, enter V, and then enter the
appropriate currency code when prompted.
V
Enter Currency Code,
EX:USD:GBP
The system displays the currencys current exchange rate per one U.S.
Dollar.
Exchange Rates (per US Dollar)
CODE
RATE
LAST UPDATE TIME
DATE
COUNTRY
---------------------------------------------------
--------------
GBP
United Kingdom
0.643919
16:15:01 06MAY13
Viewing and Modifying Customer Exchange Rate Information

NOTE The rates stored in the Customer Exchange Rates database are tied to your
customer ID and are only available for use with that ID. Rates stored in this database
override the corresponding rates stored in the exchange rates database maintained
by Jeppesen. If no value for a particular currency exists in your customer database,
the system uses the Jeppesen database value.
In addition to the exchange rate data maintained by Jeppesen, JetPlanIII allows you to store
and manage your own currency rate data, based on a source you choose. For example, you
could store the published exchange rates provided by EUROCONTROL to better mirror that
source of information.
You can access the Customer Exchange Rates database through the JEPPESEN Exchange
Rates database menu. The menu options allow you to add, change, and delete your exchange
rate information. You can also display a list of the rates stored under your ID in the database.
To access the Customer Exchange Rates database options
1. Open the JEPPESEN Exchange Rates database menu in the JetPlanIII
program. See Viewing Exchange Rates on page 656.
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2. At the JEPPESEN Exchange Rates menu prompt, enter C to display the

JEPPESEN Customer Exchange Rates menu.
JEPPESEN Exchange Rates
EnterC
EnterL
V
Q
C
for Customer Exchange Rates

to List all Exchange Rates
to View an Exchange Rate
to QUIT
JEPPESEN Customer Exchange Rates

EnterA
C
D
L
Q
to
to
to
to
to
Add Exchange Rates

Change Exchange Rates
Delete Exchange Rates
List All Exchange Rates
QUIT
3. Enter any of the following options:

A to add an exchange rate
C to change an exchange rate
D to delete an exchange rate
L to list all of the exchange rates in the Customer Exchange Rates
database
Q to exit
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Generating a FIR/UIR Traversal Report

NOTE The FIR Traversal menu option is disabled unless activation is requested.
You must contact Jeppesen Customer Service to request activation of this feature.
If you do not need 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.
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Example:
FIR/UIR Traversal Menu
Options:RN
POD:EGLL
POA:LIRA
Route:J
Flight Level:410
The system generates a report based on your inputs.

Sample Report
FIR/UIR Traversal Report . . .
from EGLL to LIRAa
Routeb
EGLL MID4F MID UN615 XAMAB UL612 OGULO UQ223 LURAG UM135 TOP UL50 ELB UL146 ELKAP
ELKA2F LIRA
No.
1
2
3
4
5
6
7
8
9
FIR/UIRg
EGTT
LFFF
LSAS
LFFF
LIMM
LFFF
LIMM
LIRR
POD/POAc
EGLL
FIR/UIRd
EGTT
LFFF
LSAS
LFFF
LIMM
LFFF
LIMM
LIRR
LIRA
Airway
Distanceh
94
333
7
42
0
8
187
158
Mileage Markere
0
94
427
434
476
476
484
671
829
Lat/Lonf
N5128.7
N5012.3
N4613.7
N4609.0
N4541.0
N4541.0
N4535.2
N4314.0
N4148.0
W00027.7
E00015.9
E00559.9
E00607.3
E00651.0
E00651.0
E00700.0
E00950.2
E01235.8
Great Circle
Distancei
81
331
7
41
0
9
187
150
a. POD and POA ICAO identifiers.

b. Summary of the route as calculated using the FIR Traversal program. (This output may or may not be
applicable at this time. Use this example only as a guideline.)
c. Departure and destination airports.
d. Identifiers of FIRs/UIRs traversed.
e. Cumulative airway distance from departure airport to FIR/UIR boundary.
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f. Coordinate position of FIR/UIR boundary crossing.

g. Identifiers of FIRs/UIRs traversed.
h. Planned route segment distance between FIR/UIR boundaries.
i. Great circle distance between FIR/UIR boundaries.
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C HAPTER 25
Archiving
Archiving
Overview
Overview
This chapter covers 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.
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Archiving
Enroute Charges Archive and Report

The Archive and Report feature is an extension of, and a supplement to JetPlans Enroute
Charges feature (see Enroute Charges and FIR Traversal on page 649). It provides long term
storage of a flights navigational fee information for up to one year. It can be set to
automatically archive every flight plan filed through JetPlan (through an ID attribute setting),
or you can apply it on a per plan basis.
Each plan stored in the archive is a record of the specific costs of flying through the airspace of
other countries or regions (FIR/UIRs). The type of data stored includes the FIR/UIR
boundary information, the route segment distance within each region, the fee for passage
through each region, the code for the currency used in the region (country), the exchange rate
of the currency to U.S. dollars, the valid date of the exchange rate, and other helpful details of
the flight. These records may be used to create extensive informational reports by transferring
the data stored in the archive to a common spreadsheet program.
A sample archive record is shown below. The table that follows defines each column of
information within an archived record.
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Table 25-1
Enroute Charges Archive Record Detail
Column Definition
Example Data
Data Format
Date of Departure
29.08.2002
DD.MM.YYYY
ETD
0100
HHMM
Call Sign/Flt No. (Optional)
SS1234
Text: 8-character maximum
Aircraft Tail No. (from CADB)
N101SS
Text: 12-character maximum
Slot No. (Optional)
0001
Four-digit number
POD
OMDB
ICAO identifier
POA
EDDM
ICAO identifier
FIR (or country)
ED
Two-letter country code or ICAO

identifier
AW Distance
65
Airway distance rounded to

nearest whole number, in
kilometers
GC Distance
62
Great Circle distance rounded to

the nearest whole number, in
kilometers
Unit Rate
77
Unit rate of route charges

published by EUROCONTROL
for country
Enroute Charge (Nav. Fee)
141
Segment cost rounded to nearest

dollar (U.S.)
Currency Code
EUR
Currency Code: 3 character ISO

code
Exchange Rate
1.16
Value relative to U.S. Dollar
Exchange Rate Valid Date
08.08.2002
DD.MM.YYYY
Route
RT01
Customer Route database name
NOTE If the optional entries, Call Sign and Slot Number, are not included in the user
inputs, they appear as empty fields within the record. The same is true of the Tail
Number if it is not included in the aircraft file of the Customer Aircraft database
(CADB).
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Archiving
Archive Commands (EC)

To apply the Archive and Report feature, use the EC command on the Options command line.
The following functions may be applied with the EC command.
To save a record
You may save the navigation fee information of a particular flight by either adding the EC
option to your flight plan request or by entering the EC command and a transaction number of
a flight plan that has already been computed.
To ensure that the information is added to the archive upon computation of the flight, enter the
option, EC, anywhere after the FP command on the Options command line.
Example:
01 OPTIONS FP,EC
To add information to the archive from a plan that has already been computed, enter the
command, EC, followed by the plan number on the Options command line.
Example:
01 OPTIONS EC,1234
NOTE You may save flight records automatically when each plan is filed by
requesting that this capability be set in your ID/Attribute File (see Enroute Charges Archive and Report below for more information).
You may apply an optional identification number, called a slot number, to the record you are
saving by adding the option, SLT=####, to your input. This number may be helpful in
itemizing your information. It is a four-digit value and preferably sequential in order as
records are added.
Example:
01 OPTIONS EC,1234,SLT=0001
To cancel a record
The term cancel, as it applies to the Archive and Report feature, simply means that the
record is flagged in the archive. This flagging prevents the record from being displayed in
subsequent reports. To cancel a record, append the option, CX, to your EC command input.
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Example:
01 OPTIONS EC,1234,CX
To change the ETD

You may change the departure time of a plan that has been previously stored by entering the
option DLA, followed by a new departure time input, using the HHMM format. This input is
similar to the Delay option used with the flight plan filing command, FI.
Example:
01 OPTIONS EC,1234,DLA1630
To print a record (or records)

You may display the entire contents of your archive or a defined portion by using the option
PRI after the EC command.
To print the entire contents of the archive, enter PRI after the EC command.
NOTE
Canceled records are omitted from any print display.
Example:
01 OPTIONS EC,PRI
To print a portion of the archive, enter a begin point and an end point after the PRI option. The
begin point is a date input prefixed by the option BEG=. The end point is a later date input
prefixed by the option END=. Both date inputs are entered using the following format:
DDMMYYYY
Example:
01 OPTIONS EC,PRI,BEG=01052002,END=31122002
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Archiving
Automatic Archive
Flight plans may be stored in the archive database automatically. To apply this capability, you
must request that both the Enroute Charges attribute and the Archive and Report attribute be
activated in your ID/Attribute File. Contact Jeppesen Customer Service to request this
activation.
Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan
system, the navigational fee records are stored in the archive.
For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system.
Example:
01
02
03
06
20
OPTIONS FP,CS/ALPHA01
POD KJFK
POA EDDF
J//J
COMPUTING 1234
This plan is then filed with ATC through JetPlan.

Example:
01 OPTIONS FI1234,SLT=0002
With the Archive and Report attribute activated, the mere filing of your plan archives the
navigational fee information automatically.
NOTE The Slot Number option may be included with the Filing command to further
identify the data in your archive.
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Archive and Report Limitations

The following limitations exist with the Archive and Report feature.
When determining the navigational fee, the program does not separate
charges within the same two-letter country code. For example, if crossing
LTAA and LTBB in Turkey, the program combines the fees into one charge
under the LT label.
There is no capability to archive information other than flight plans (for
example, JetPlanIII Enroute Charges reports cannot be archived).
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Archiving
Cosmic Radiation Archive and Report

The Cosmic Radiation Archive and Report feature is functionally similar to Enroute Charges
Archive and Report capabilities. However, instead of storing navigational fee information, this
feature is designed to document flight crew exposure to the potentially harmful effects of
ionizing radiation. Keeping track of such exposure is beneficial because the risk of harmful
effects increases cumulatively (with every flight).
Like Enroute Charges Archive and Report, this archive provides long-term storage of
information. It can be set to automatically archive every flight plan filed through JetPlan (by
setting specific ID attributes), or you can apply it on a per plan basis.
Each plan stored in the archive is a record of the exposure information the flight has
encountered. The data includes the flights departure and destination, call sign, date, route, and
time at altitude. These records may be used to create extensive informational reports by
transferring the data stored in the archive to a common spreadsheet program.
A sample archive record is shown below. The table that follows defines the information within
an archived record.
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Table 25-2
Cosmic Radiation Archive Record Detail
Item
Item Definition
Item Format
2060
Plan Number
Four digit JetPlan transaction

number
EDDM
POA
ICAO identifier
OMDB
POD
ICAO identifier
SS1234
Call Sign/Flt No. (Optional)
Text: 8 character maximum
29/08/02
Date of Flight
DD/MM/YY
OMDB RANB1E RANBI M302

BALUS... EDDM
Route Summary
Standard ATC summary of

airports, waypoints and airways
flown
00.17,TOC,02.20,390,02.52,280...
TOD
Time/Altitude Summary
Time shown in HH.MM format,

followed by the flight level at
which time applies
05.47,TOTAL
Time Total
Format same as above.
NOTE If the optional entry, Call Sign, is not included in the user inputs, it appears as
an empty field within the record.
Archive Commands (CR)

To apply the Archive and Report feature, use the command CR on the Options command line.
The following functions may be applied with the CR command.
To save a record
You may save the radiation exposure information of a particular flight by either adding the CR
option to your flight plan request or by entering the CR command and a transaction number of
a flight plan that has already been computed.
To ensure that the information is added to the archive upon computation of the flight, enter the
option CR anywhere after the FP command on the Options command line.
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Archiving
Example:
01 OPTIONS FP,CR
To add information to the archive from a plan that has already been computed, enter the
command CR, followed by the plan number on the Options command line.
Example:
01 OPTIONS CR,1234
NOTE You may save flight records automatically when each plan is filed by
requesting that this capability be set in your ID/Attribute File (see Cosmic Radiation Archive and Report in this chapter for more information).
To cancel a record
The term cancel, as it applies to this Archive and Report feature, simply means that the
record is flagged in the archive. This flagging prevents the record from being displayed in
subsequent reports (print displays).
To cancel a record, append the option CX to your CR command input.
Example:
01 OPTIONS CR,1234,CX
To change the ETD

You may change the departure time of a plan that has been previously stored by entering the
option DLA, followed by a new departure time input, using the HHMM format. This input is
similar to the Delay option used with the flight plan filing command FI.
Example:
01 OPTIONS CR,1234,DLA1630
To print a record (or records)

You may display the entire contents of your archive or various portions of it by using the
option PRI after the CR command.
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Archiving
To print the entire contents of the archive, enter PRI after the CR command.
NOTE
Canceled records are omitted from any print display.
Example:
01 OPTIONS CR,PRI
To print a portion of the archive by time frame, enter a begin date and an end date after the PRI
option. The begin date is prefixed by the option BEG=. The end date is prefixed by the option
END=. Both of the date inputs are entered using the format DDMMYYYY.
Example:
01 OPTIONS CR,PRI,BEG=01052002,END=31122002
To print a portion of the archive by a single date, enter the date after the PRI option. The date
input is prefixed by the option DAY=, and is entered using the format DDMMYYYY.
Example:
01 OPTIONS CR,PRI,DAY=01052002
To print records by aircraft call sign, enter the call sign after the PRI option. The call sign
input is prefixed by the option CS=.
Example:
01 OPTIONS CR,PRI,CS=SS1234
To print records by member of the crew, enter the crew member after the PRI option. A prefix
exists for each type of crew member. The flights captain is prefixed by the option CPT=.
Example:
01 OPTIONS CR,PRI,CPT=JSMITH
The flights first officer is prefixed by the option FOF=.

Example:
01 OPTIONS CR,PRI,FOF=RJONES
The flights flight engineer is prefixed by the option FEN=.
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Archiving
Example:
01 OPTIONS CR,PRI,FEN=BJOHNSON
NOTE Crew member information may be tracked only if included in the flight plan
computation. See the Option Commands chapter for more information on including
crew member names in flight plan requests.
You may also print records in different output formats using the SR1, SR2, and SR3 format
codes. These formats give you a slightly different display of the information compared to the
standard output.
To print records in a different output format, prefix the format code input with the option
FMT=.
Example:
01 OPTIONS CR,PRI,FMT=SR1
You may combine the various print options shown to further filter the output to very specific
records. For example, if you wanted a print display of all records for a particular day and with
a particular call sign, you would enter something like this:
Example:
01 OPTIONS CR,PRI,DAY=29082002,CS=SS1234
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Archiving
Automatic Archive
Flight plans may be stored in the archive database automatically. To apply this capability, you
must request that both the Long-term Performance Archive attribute and the Automatic Longterm Performance Archive attribute be activated in your ID/Attribute File. Contact Jeppesen
Customer Service to request this activation.
Once these attributes are set, any time a flight plan is filed with ATC through the JetPlan
system, the crew exposure records are stored in the archive.
For example, assume a flight plan from KJFK to EDDF is computed on the JetPlan system.
Example:
01
02
03
06
20
OPTIONS FP,CS/ALPHA01
POD KJFK
POA EDDF
J//J
COMPUTING 1234
This plan is then filed with ATC through JetPlan.

Example:
01 OPTIONS FI1234
With the proper attributes activated, the mere filing of your plan archives the crew exposure
information automatically.
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C HAPTER 26
Customer Aircraft
Database

About the Customer Aircraft Database

IMPORTANT This document contains information on International Civil Aviation
Organization (ICAO) 2012 database parameters. The Jeppesen cutover to the ICAO
2012 Filed Flight Plan (FPL) format occurred on November 14, 2012. All flight plans
filed with Jeppesen flight planning products are now filed in the ICAO 2012 format by
default. Flight plans not filed in the ICAO 2012 format may be rejected by (Air Traffic
Control) ATC.

DOC 4444) which describes the ICAO 2012 FPL requirements in detail.
For information on the ICAO 2012 parameters in the CADB, see CADB Parameters: ICAO
2012 Certification and Equipment Section on page 749. For a summary of ICAO 2012
changes and filing requirements, see the ATC Filing chapter in the JetPlan User Manual.
The CADB provides a medium for the creation, storage and maintenance of aircraft
information in convenient records. CADB records can be used in the JetPlan system on a
regular basis, replacing generic aircraft inputs, minimizing other input requirements, and
increasing your flight planning capabilities in general. You identify each CADB record with a
name of your choosing. (Aircraft tail numbers are commonly used for CADB record names.)
The information stored in a record includes static and dynamic performance factors, specific
output factors, and other factors that support various feature applications.
The CADB interacts with several related but separate databases that support specific JetPlan
features. For instance, the Route Constraint Database is a separate database that interacts with
information in the CADB. The Route Constraint Database allows you to impose constraints on
route selection based on the equipment and certifications defined for the aircraft in the CADB.
For more information, see the Route Constraint Database chapter in the JetPlan User
Manual.
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In addition, the CADB contains several sections or sub-databases that support specific
JetPlan features. The following sections provide information about the CADB subsections and
parameters:
CADB Parameters by Section on page 690
CADB Record Sections on page 684
NOTE The number of options available in the CADB depends both on the access
privileges assigned to the password you use to access the system and on your
customer preference settings.
CADB Records
CADB records originate from generic aircraft data records residing in the JetPlan Aircraft
Library in the JetPlan system. Every generic record in the library is derived from the structural
and performance data developed by the aircraft manufacturer. The data within a generic record
is specific to the model configuration and engine type for the aircraft. Certain models may
have more than one generic record, depending on modifications, refittings, and customer
input. For more information on the JetPlan Aircraft Library, see the Aircraft Type
Commands chapter in the JetPlan User Manual.
When you create a CADB record, you save the characteristic data for a specific instance of a
generic aircraft found in the JetPlan Aircraft Library. You define required and optional
parameters relevant to your operation and provide a name for the database record.
You do not need to set values for all the parameters in an aircraft database record before you
can use it. Some parameters, however, are preset with values carried over from the 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.
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For detailed definitions of the CADB parameters, see CADB Parameters by Section on
page 690. JetPlan.com is the preferred interface for creating CADB records. For instructions,
see the JetPlan.com Help documentation. For information on using JetPlan to create CADB
records, see Database Management on page 766.
NOTE Generic aircraft records must be loaded into your account by Jeppesen
before you can access them. For more information, contact your Jeppesen account
manager.
Flight Plan Application

The JetPlan system requires the input of an aircraft as part of the information needed to create
a flight plan. You can enter a generic aircraft record name or a CADB record name to meet this
requirement. By entering a CADB record name, you not only provide an aircraft input, but you
also provide other inputs necessary to complete the flight plan request without manually
entering each item. The referenced CADB record supplies the JetPlan system with the
information you have stored in the record. The following list identifies the basic flight plan
requirements that can be met by parameter settings in your CADB record:
Performance Index
Aircraft Operational Weight
Reserve or Max Fuel
Climb and Descent Biases
To use a CADB record in a flight plan request, enter a dollar symbol ($) followed by the
record name on the Aircraft Type command line.
Example:
To include the Air Traffic Services (ATS) filing strip in your flight plan output, enter a slash
immediately after the record name input.
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Example:
10 A/C TYPE/REGN $N1234/
NOTE You can request that all of your flight plans include the ATS filing strip by
asking your account manager to set the proper flag in your Password Attribute File.
You then no longer need to include the slash after the record name. Contact your
Jeppesen account manager for more information.
CADB Record Sections

A CADB record contains a large number of parameters. These parameters are grouped into
separate sections that divide the record into logical units of information. You can view all the
parameters within a given database record or just those within a specific section. When you
view the Aircraft Record summary page in JetPlan.com, you are looking at the current values
of the parameters within each section of the selected CADB record.
NOTE
The following image does not show the entire Aircraft Record page.
The parameters on the Aircraft Record page correspond to editable options that appear in
JetPlan.com on the Change <Section> in Aircraft Record pages. These JetPlan.com options
allow you to modify the aircraft records.
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The following table briefly defines the sections in each aircraft record. For definitions of each
parameter in each section, see CADB Parameters by Section on page 690.
Table 26-1
CADB Record Sections
Section
Description
Weights
The Weights section provides parameters that help you define the 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
The Miscellaneous section contains parameters that apply to various

unrelated features on the JetPlan system, including cost index methods. Four of
the parameters (Print ETOPS, Print Brackets, Print ALT Capability, and Print
Driftdown) simply allow you to display sub-database sections that typically do
not display within the aircraft record.
Miscellaneous Section on page 695.
Modes
The Modes section contains speed setting parameters. They allow you to set
default values for the various profiles of a flight.
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.
Cutoff Weight Tables Section on page 705.
Bracket Modes
The Bracket Modes section contains up to six climb/descent models available

for application based on a flights cruise mode. The Bracket Modes section is
not displayed in JetPlan.com unless you set the Print Brackets parameter in the
Miscellaneous section to Yes.
Bracket Modes Section on page 706.
IMPORTANT JetPlan.com does not currently support modifying this section.
Contact your Jeppesen account manager for information.
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Table 26-1 CADB Record Sections (continued)

Section
Description
Mode Coupling
The Mode Coupling section allows you to link, or couple, specific

airspeeds for climb, descent, alternate, takeoff alternate, and holding to a
particular cruise mode. You can apply couplings to as many as 20 cruise modes
per aircraft. The Mode Coupling section is not displayed in JetPlan.com
unless you set the Print Brackets parameter in the Miscellaneous section to
Yes. The generic file for the aircraft also must contain the necessary data.
For definitions of all parameters in this section, see CADB Parameters: Mode
Coupling Section on page 707.
Tanker
The Tanker section contains parameters related to the Single-Leg Tankering

feature. CADB Parameters: Tanker Section on page 710.
Equipment
The Equipment section contains parameters to designate the types and

quantities of various hardware onboard. Some equipment parameters are used
by the RAIM Prediction Report request feature.
Equipment Section on page 711.
NOTE This section is a factor in the application of the Route Constraint
database.
Certified
The Certified section contains parameters that flag the aircraft positively or
negatively with regard to its use in various airspace regions and with certain
airway structures.
Certified Section on page 716.
NOTE This section is a factor in the application of the Route Constraint
database.
ATS Plan
The ATS Plan section contains parameters that provide information to Air
Traffic Control (ATC). Some of these parameters are entered automatically in
the flight plan filing form.
For definitions of all parameters in this section, see CADB Parameters: ATS
Plan Section on page 719.
ETP
The ETP section is a sub-database that contains parameters for the

application of equal-time-point diversions. This information is applicable to
basic ETP (equal-time-point), ETOPS (Extended-Range Twin Engine
Operational Performance Standard), and Overwater Driftdown calculations.
For definitions of all parameters in this section, see CADB Parameters: ETP
Section on page 722.
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Table 26-1 CADB Record Sections (continued)

Section
Description
ETOPS
The ETOPS section supports the JetPlan feature option, ETOPS. Parameters
set in this section apply to the ETOPS calculation. The ETOPS section is not
displayed in JetPlan.com unless you set the EP parameter in the
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
The Driftdown section supports the JetPlan feature, Terrain Analysis.

Parameters set in this section apply to the Terrain Clearance/Mountain
Driftdown calculation. The Driftdown section is not displayed in JetPlan.com
unless you set the DD parameter in the Miscellaneous section to Yes.
Driftdown Section on page 743.
NOTE The use of the Driftdown section is limited to certain customers.
Biases
The Biases section contains parameters that allow you to set various flight
biases. POD and POA biases can be deferred (Yes/No); if set to Yes, you must
specify an entry on the Descent Bias and Arrival Bias command lines, plus
optional input, for each flight plan request.
Biases Section on page 746.
ICAO 2012 Certification

and Equipment
The ICAO 2012 Certification and Equipment section contains parameters

that support the changes to be implemented for ICAO 2012 Flight Plan Filings.
These changes and the new CADB parameters are covered in CADB
Parameters: ICAO 2012 Certification and Equipment Section on page 749.
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Searching Generic Aircraft Records for FPM and OUTFLT Information
Searching Generic Aircraft Records for

FPM and OUTFLT Information
You can search generic aircraft records to find FPM cruise and climb/descent and OUTFLT
cruise cost index information.
To find FPM and OUTFLT data information in JetPlan.com
1. In JetPlan.com, click the Aircraft database tab to open the Summary of
Aircraft page.
2. On the Aircraft Database menu, click Search All Aircraft Types.
3. Enter search criteria in any combination of the following boxes:
Generic Aircraft ID
ICAO (aircraft) Name
AC Model
Engine (name)
TIP Entering just one character returns a list of all records that begin with that
character. Entering more characters narrows the search results. The following
example shows results of a search for a Generic Aircraft ID that begins with 777.
4. Click Search.
A page opens, listing FPM and OUTFLT information available in the generic aircraft record.
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Searching Generic Aircraft Records for FPM and OUTFLT Information
This page lists search results in the following columns:

The latest available version of the corresponding OUTFLT
performance database, and its revision date.
OUTFLT Info
column
If the version info appears in this column, it indicates that:

The corresponding OUTFLT file is available, and it can be
matched to the Generic Aircraft ID using AC Model and Engine
names
The cruise FMS Matching (OUTFLT) Cost Index Method
option in the Miscellaneous section of the CADB can be
selected for the cruise performance calculation
If N (No) appears in this column, it indicates either that this file is not
available or that it cannot be matched to the Generic Aircraft ID.
NOTE
OUTFLT is currently implemented only as a Cruise CI (cost index) method.
FPM Cruise Data

Availability
If an FPM file exists for the aircraft/engine combination, the filename

is listed here. If no FPM file exists, a blank space appears in the FPM
Cruise Data Availability column. To use any of the FPM cruise and
climb/descent cost index methods in the Miscellaneous section of
the CADB, an FPM file must exist.
FPM
CLIMB/DESCENT
Data Availability
Y (Yes) indicates that climb/descent data is available in the FPM file

in addition to cruise data. N (No) indicates that only cruise data exists
in the FPM file. When there is a Y in this column, the G (FPM using
CAS-MACH) climb/descent FPM option in the Miscellaneous
section of the CADB can be selected.
FPM CI FMC Data

Availability
Y (Yes) indicates that FPM FMC (Flight Management Computer)

data is available in the FPM file. N (No) indicates that this data does
not exist in the FPM file. When there is a Y in this column and also a
Y in the FPM CLIMB/DESCENT Data Availability column, the F
(FPM using CI) climb/descent option in the Miscellaneous section
of the CADB can be selected.
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CADB Parameters by Section

The following tables define all of the parameters available in the CADB. Each table below
corresponds to a section in a database record. Each parameter in a table appears as an option
on the corresponding CADB page in JetPlan.com. As you use JetPlan.com to review, create,
and modify aircraft records, consult these tables for detailed information on the parameters,
including the role they play in flight planning and their valid input values.
NOTE Depending on your customer preference settings, some options in the

following tables might not be available in JetPlan.com. For more information, contact
NOTE JetPlan.com is the recommended interface for customer database

maintenance. See the JetPlan.com Help file for directions. For the convenience of
JetPlan command-line users, the table below lists JetPlan database codes under the
parameter names. When setting parameter values in the CADB using JetPlan
command-line mode, you can enter the parameter code and value as one unit (for
example, OP150000) or include an equal sign (=) between the two (for example,
OP=150000). Exceptions to this style variation are three-character and four-character
codes. When entering these parameters (for example, CI1, EDN2, and so on.) you
must include the equal sign between the code and the value.
CADB Parameters Weights Section

The Weights section provides parameters that help you define the aircrafts weight
limitations.
Table 26-2
Parameter
CADB Record: Weights Section
Description
NOTE Unless stated otherwise, all parameter values in this table are entered as pounds or kilograms.
Max Takeoff Weight

(TO)
TO or TO=
ex. TO=865000
Max Landing Weight
(LA)
LA or LA=
ex. LA=628950
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Allows you to adjust the takeoff weight. You can change the setting, but only
within certain limits for the aircraft.
NOTE This parameter is preset with a value from the generic version of the
aircraft.
Allows you to adjust the landing weight. You can change the setting, but only
aircraft.
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Table 26-2 CADB Record: Weights Section (continued)

Parameter
Description
Max Zero Fuel Weight
Allows you to adjust the zero fuel weight. You can change the setting, but only
(ZF)
ZF or ZF=
ex. ZF=560000
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=
aircraft.
Allows you to set the ramp weight to a value greater than the maximum takeoff
weight. The weight beyond maximum takeoff would typically represent
departure taxi fuel.
ex. RW=872500
Nav Charges Weight
(NW)
NW or NW=
Allows you to set the weight at which navigational fees are levied. Typically,
the maximum takeoff weight is the value used, but this parameter allows you to
adjust the value.
ex. NW=870000
Min. Flight Weight
(MW)
MW or MW=
ex. MW=500000
This parameter is used to ensure that a minimum in-flight weight is maintained.

When set to a non-zero, positive value, JetPlan compares the MW value with
the calculated enroute weight (the sum of the aircrafts operational weight,
payload, and unusable fuel at various mid-segment points). If the calculated
value is less than the MW value, JetPlan adds enough unusable fuel to meet the
MW value and recalculate the plan. Thus, weight is increased and fuel capacity
is decreased.
NOTE This parameter is format or ID/Password-dependent.
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CADB Parameters: Fuels Section

The Fuels section contains parameters for various fuel specifications allowed in JetPlan.
Table 26-3
Parameter
CADB Record: Fuels Section
Description
NOTE Unless stated otherwise, all parameter values in this table are to be entered as pounds or kilograms.
Zero Fuel Table

(ZT)
Variable Max ZFW
ZT or ZT=
ex. ZT=Y
Allows you to access the 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).
aircraft.
Allows you to set the fuel flow rate for the holding fuel calculation. This
parameter works in coordination with the hold time you specify in the flight
plan request.
The value you enter represents all engines combined per hour. Example: 15000
Allows you to set a minimum amount of fuel the aircraft must have at Top of
Descent (TOD). If the calculated fuel total for holding, alternate divert, and
reserve/contingency is less than the MF value, JetPlan adds extra fuel.
ex. MF=24000
Min. Hold Fuel
(MH)
MH or MH=
ex. MH=5000
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Allows you to set a minimum amount of fuel for the purpose of holding. This
parameter only applies when you specify a hold time of one minute or more in
the flight plan request (a hold time input of zero does not invoke the MH
parameter). If the calculated hold fuel is less than the MH value, JetPlan adds
fuel to meet this minimum. Example: 5000
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Table 26-3
CADB Record: Fuels Section (continued)
Parameter
Description
Min. Departure Fuel
Allows you to set a minimum amount of fuel for departure. Ensures that the fuel
listed in the total fuel block of the flight plan has at least the amount specified.
Example: 50000
(MD)
MD or MD=
ex. MD=50000
Min. Alternate Fuel
(MA)
MA or MA=
ex. MA=5500
Step Climb Fuel
(SF)
Allows you to set a minimum amount of fuel for alternate divert. This
parameter only applies when you specify an alternate airport in the flight plan
request. If the calculated alternate fuel is less than the MA value, JetPlan adds
more fuel to meet this minimum. Example: 5500
Adds a fuel penalty of the amount specified for every step climb initiated in the
flight plan calculation. Example: 400
SF or SF=
ex. SF=400
Reserve Fuel
(RF)
RF or RF=
Allows you to set a minimum amount of fuel for reserve. This parameter only
applies when the flight plan is calculated in the departure fuel or weight case
(when you specify departure fuel or weight). Example: 5000
ex. RF=5000
Approach Fuel
(AF)
AF or AF=
Adds the amount specified to the Extra Fuel block. The AF value is in addition
to the calculated approach fuel included in the Descent or Alternate Fuel block.
Example: 2000
ex. AF=2000
Min. Contingency/RES Fuel
(MC)
MC or MC=
Ensures a minimum amount of fuel in the Contingency or Reserve Fuel block.

If calculated amount is less than the MC value, JetPlan adds fuel to meet this
minimum. Example: 4500
ex. MC=4500
Fuel Over Destination
Warning
(FW)
FW or FW=
ex. FW=22000
Min. Contingency/RES
Time
(MT)
MT or MT=
Similar to the MF parameter (see above). Adds a warning message to flight plan
output that the minimum specified has not been met in the calculation.
Example: 22000
NOTE This capability is dependent on specific output format designs. Contact
Similar to the MC parameter (see above). Ensures a minimum amount of fuel in

the Contingency or Reserve Fuel block. If calculated amount is less than the
MC value, JetPlan adds fuel to meet this minimum. The input value must be
specified as minutes. Example: 25
ex. MT=25
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Table 26-3
Parameter
Description
Taxi Fuel Flow
This parameter works in coordination with the Taxi-out and Taxi-in Time
parameters (TO and TI) in the Customer Airport Database. If the departure or
arrival airport is in the Airport Database and has a taxi time value specified, that
time is applied to the TX value to determine taxi fuel. The TX value represents
all engines combined per hour. Example: 2500
(TX)
TX or TX=
ex. TX=2500
This parameter also works in coordination with the taxi-in and out data sets in
the City Pair Fleet Database and the Airport Fleet Database.
Max Contingency/RES Fuel
(MX)
MX or MX=
Allows you to set a maximum amount of fuel that can go in the Contingency or
Reserve Fuel block. If calculated amount is more than the MX value, JetPlan
distributes excess to Extra Fuel block. Example: 8000
ex. MX=8000
Min. Emergency Fuel
(FE)
FE or FE=
This parameter is dependent on specific output format designs. JetPlan adds a

warning message to the flight plan output if calculated emergency fuel does not
meet the FE value. Example: 15000
ex. FE=15000
NOTE Contact your Jeppesen account manager for more information.
Reserve +
Hold/Contingency
This parameter may be used to specify a minimum amount of Reserve and

Holding/Contingency fuel. If the sum of Reserve and Hold/Contingency fuel is
less than the desired minimum, JetPlan increases the Reserve fuel accordingly.
(RH)
RH or RH=
NOTE The RH parameter has no effect unless Special Reserve Policy 46 or 48

(RESDOM 46 or 48) is set. Contact your Jeppesen account manager for more
information.
Taxi-out Fuel
Allows you to set a specific departure taxi fuel amount. Example: 2200
(DT)
DT or DT=
ex. DT=2200
(ST)
The situation code applies to aircraft that require the auxiliary power unit
(APU) to be running while in ETOPS airspace.
ST or ST=
Input values:
Situation Code
ex. ST=E
E APU fuel burn is calculated for the time while in ETOPS airspace.
W APU fuel burn is calculated for whole flight.
NOTE The following (X) situation code is used only with ETOPS II flight plan
options. Contact your Jeppesen account manager for more information.
X APU fuel burn is calculated from takeoff to the ETOPS exit point.
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Table 26-3
Parameter
Description
Taxi-in Fuel
Allows you to set a specific arrival taxi fuel amount. Example: 1500
(AT)
The following overrides apply to the use of the DT and AT parameters:
Taxi-in Fuel
AT or AT=
ex. AT=1500
Ad hoc taxi fuel inputs on the POD or POA command lines of a flight plan
request override all taxi fuel settings in various databases, including the
CADB DT and AT parameters.
Taxi fuel inputs on the POD (point-of-departure) or POA (point-of-arrival)
command lines of a Customer Schedule Database record override all taxi
fuel settings in other databases, including the CADB DT and AT
parameters.
The DT and AT parameters do not override format-generated taxi fuel
values.
The DT and AT parameters do not override software-generated taxi fuel
values (customer-specific).
(IR)
This parameter allows a default International Reserve Fuel Policy value to be

set.
IR or IR=
This field may contain the following values:
International Reserve Policy
ex. IR=301
-32768 Unset value

0 Unset value
101-199, 201-299, 301-399, 401-499, 601-699, 701-799, & 801-899
Valid International Reserve Policy entries as defined in the Payload,
POD/POA, Weight and Fuel Commands chapter in the JetPlan User
Manual.
Example: 301
APU Burn Rate

(BR)
BR or BR=
ex. BR=110
Fuel Type
(FU)
Ex.: FU=
AVGAS
The APU burn rate parameter applies to aircraft that require the APU to be
running while in ETOPS airspace. This parameter refers to the unloaded APU
burn rate, since the loaded burn rate is accounted for in the ETOPS section of
the CADB. Example: 110
Identifies the fuel type used by the aircraft. This parameter is used to calculate
CO2 emissions in support of EU ETS flight planning.
NOTE If the Fuel Type parameter is not set in the CADB when the Flight Brief
Database EU ETS flag or the EUETS line option is used, an error occurs.
Valid input values: JET A, JET A1, JET B, AVGAS

Default: Blank
CADB Parameters: Miscellaneous Section

The Miscellaneous section contains parameters that apply to various unrelated features on
the JetPlan system, including cruise Cost Index Method parameters and Climb/Descent
Method parameters. To use the OUTFLT cruise cost index method and the FPM cruise and
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climb/descent methods, you must ensure that the aircraft has OUTFLT and FPM files
available. You can use the Search All Aircraft Types menu option in JetPlan.com to search
for this information. See Searching Generic Aircraft Records for FPM and OUTFLT
Information on page 688.
Table 26-4
Parameter
Performance Index
(PI)
PI or PI=
ex. PI=F
ex. PI=T
ex. PI=M,115,1850
Print ETOPS
(EP)
CADB Section: Miscellaneous Section
Description
Allows you to define the overriding optimization factor (fuel, time, or total
cost) in the calculation of the flight plan. The input value choices are: fuel, time,
or money. The default setting is fuel optimization.
NOTE If a fuel price has been set in the Customer Airport Database record, that
price takes precedence over what is set in the CADB.
For more information about these optimization factors, see the Profile
Setting this parameter to Yes displays the ETOPS section of the database in
the aircraft record. This section is otherwise hidden in the CADB record.
EP or EP=
ex. EP=Y
Max Flight Level
(FL)
FL or FL=
Allows you to prevent the aircraft from exceeding a specific flight level
(altitude) in the flight plan computation. The input value is a 3-digit entry that
identifies a flight level in hundreds of feet.
ex. FL=390
Print Brackets
(BK)
BK or BK=
Setting this parameter to Yes displays the Bracket Modes and Mode
Coupling sections of the database in the aircraft record. These sections are
otherwise hidden in the CADB record.
ex. BK=Y
NOTE JetPlan.com does not currently support modifying the Bracket Modes
section.
Min. Alternate Distance
Allows you to set a minimum distance to the alternate airport. If the actual
distance from the arrival airport to the alternate airport is less than the AD
value, JetPlan adds distance to meet the AD value. The entered value acts as a
distance bias, allowing JetPlan to properly calculate the performance data for
the divert leg.
(AD)
AD or AD=
ex. AD=50
The input value can be a 1 to 3-digit entry, in nautical miles.

Print Altitude Capability
Table
(CW)
Setting this parameter to Yes displays the Cutoff Weight Table (altitude
capability) section of the database in the aircraft record. This section is
otherwise hidden in the CADB record.
Print Altitude Capability

Table
CW or CW=
ex. CW=Y
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Table 26-4
Parameter
SITA Address
CADB Section: Miscellaneous Section (continued)

Description
JetPlan does not currently use this value.
(SI)
SI or SI=
Print Driftdown
(DD)
DD or DD=
Setting this parameter to Yes displays the Driftdown (Terrain Analysis)

section of the database in the aircraft record. This section is otherwise hidden in
the CADB record.
ex. DD=Y
NOTE Access to the Driftdown section is limited to certain customers.
Profile Optimization
Interval
Provides control over the altitude optimization, or step climb process. Allows
you to override the programmed review of step climbs at each checkpoint by
setting a distance (in nautical miles) at which JetPlan considers a step climb.
(OI)
OI or OI=
ex. OI=100
Hold Altitude
(HA)
Hold Altitude
HA or HA=
ex. HA=15000
Fuel Distribution Table
(FD)
FD or FD=
ex. FD=B747-T1
Thus, if a flight segment distance (checkpoint to checkpoint) is greater than the

OI value, JetPlan considers a step climb somewhere between the checkpoints,
as well as at the checkpoints. Example: 100.
Allows you to set the altitude at which hold fuel is calculated. This parameter
overrides the hold altitude setting loaded in the aircrafts generic data. The input
value is an altitude entry, in feet. Example: 15000.
NOTE The Hold Altitude parameter is dependent on hold table data. You must
request that the aircrafts generic data include hold table information. Contact
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.
Fuel distribution reports can also be retrieved by flight plan number or by

aircraft database name. Contact your Jeppesen account manager for more
information.
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Table 26-4
Parameter
Cost Index Method
(LC or LC=)
FFMS Matching
GGolden Section Search
(FPM)
NTraditional Raw Sample
JetPlan
PFMS Matching (FPM)
OFMS Matching
(OUTFLT)
Y(es)Simulated CI
(Constant Mach)

Description
NOTE To use the First Principles Aircraft Model (FPM) cost index methods, an
FPM aircraft file must be available. To use the OUTFLT method, OUTFLT aircraft
files must be available. You can check the generic aircraft record for the presence
of this information. See Searching Generic Aircraft Records for FPM and
OUTFLT Information on page 688.
This parameter allows you to select the method that JetPlan uses to determine
the economy airspeed for a given cost index value. To use this parameter
correctly, enter a cost index value in the flight plan request or ensure that the
system automatically determines one for you. For more information, see the
Cost Index Commands chapter in the JetPlan User Manual.
Flight Management System (FMS) cost index methods are preferred. Select one
of the three FMS options instead of any other option, if possible.
NOTE If no FMS options are available for an aircraft, Jeppesen recommends
that you contact Jeppesen and request implementation of the maximum number
of possible FMS methods for the aircraft.
Of the three FMS options, the following is the recommended ranking order:
(P) FMS Matching (FPM) If all three FMS cost index method options
are available for the aircraft, select (P) FMS Matching (FPM).
(F) FMS Matching If (P) FMS Matching (FPM) is not available, select
(F) FMS Matching.
(O) FMS Matching (OUTFLT) If (P) FMS Matching (FPM) and (F)
FMS Matching are not available, select (O) FMS Matching (OUTFLT).
If no FMS cost index method options are available for the aircraft, and you need
to run cost index flight plans, the following is the recommended ranking order.
(G) Golden Section Search (FPM)
(N) Traditional Raw Sample JetPlan
See the following paragraphs for details on all the cost index method options.
Input options:
(F) FMS Matching When the Cost Index Method is set to (F) FMS
Matching, the system uses the same algorithm as in the FMS, ensuring that
speeds and fuel flows on the flight plan match the speed the FMS selects
and the corresponding fuel flow.
(G) Golden Section Search (FPM) When the Cost Index Method is set
to the Golden Section Search (FPM) method, the system computes the
optimal speed with the fuel-flow calculation based on FPM. When you use
this option, a Mach Step Cost Index input is required.
NOTE The Mach Step Cost Index parameter has little effect on computational
speed when used with the (G) Golden Section Search (FPM) method. When this
method is used, Jeppesen recommends setting Mach Step Cost Index to the
default value (1).
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Table 26-4
Parameter
Cost Index Method
(continued)

Description
NOTE When the Cost Index Method parameter is set to Golden Section Search
(FPM), the system checks any limits set by the Rate of Climb with Max Cruise
Thrust and Rate of Climb with Max Climb Thrust parameters in the Aircraft Fleet
Database. For more information, see the Aircraft Fleet Database chapter in the
JetPlan User Manual or the Aircraft Fleet Database Help file on JetPlan.com.
(Default) (N) Traditional Raw Sample JetPlan When this option is

selected, the system builds a numerical model of cost as a function of
Mach number for each flight segment. It then uses nonlinear optimization
to select the minimum cost Mach number (with up to 0.001 accuracy) with
fuel-flow linear interpolation for each flight segment.
The Traditional Raw Sample JetPlan method is computationally expensive
and sometimes diverges from actual FMS behavior, so use it only if the (P)
FMS Matching (FPM) or other FPM methods are not available for the
aircraft. You can decrease the computation time by using the Mach Step
Cost Index (MS) parameter (see definition below) to decrease Mach
accuracy. For example, when Mach Step Cost Index is set to 10, the
system selects the minimal cost Mach number with 0.01 Mach accuracy.
(O) FMS Matching (OUTFLT) When the Cost Index Method is set to
(O) FMS Matching (OUTFLT), the optimal speed (Mach number) and the
fuel flow are computed based on formulas used in a real FMS, which
provides highly accurate fuel flow and speeds and minimizes the compute
time in cost index flight plans.
When the Cost Index Method parameter is set to FMS Matching
(OUTFLT), the system checks any limit set by the Rate of Climb with Max
Climb Thrust parameter in the Aircraft Fleet Database. In addition, the
system uses the values of the MMO Margin and the VMO Margin, also in
the Aircraft Fleet Database. If MMO Margin or VMO Margin is set to 0 or
is not defined, the system uses a default value of five (5) calibrated
airspeed (CAS) in knots. For more information, see the Aircraft Fleet
Database chapter in the JetPlan User Manual or the Aircraft Fleet
Database Help file on JetPlan.com.
(P) FMS Matching (FPM) When the Cost Index Method parameter is
set to (P) FMS Matching (FPM), the optimal speed (Mach number) is
computed based on formulas used in a real FMS; however, rather than
using the traditional interpolation tables method, the fuel flow is calculated
based on the FPM method, reducing the compute time for the cost index
flight plans.
When the Cost Index Cruise Mode parameter is set to FMS Matching
(FPM), the system checks any limits set by the Rate of Climb with Max
Cruise Thrust and Rate of Climb with Max Climb Thrust parameters in the
Aircraft Fleet Database. For more information, see the Aircraft Fleet
Database chapter in the JetPlan User Manual or the Aircraft Fleet
Database Help file on JetPlan.com.
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Table 26-4
Parameter

Description
(T) QC (Quality Control) Table JetPlan does not currently use this
parameter.
(Y) Simulated CI (Constant Mach) When the Cost Index Method
parameter is set to (Y) Simulated CI (Constant Mach), the system selects a
single constant-Mach cruise speed for the entire flight. This speed
minimizes the combination of fuel and time equivalent to the Cost Index
number requested (or determined by the system). The profile is also
optimized to minimize the combination of fuel and time.
Mach Step Cost Index

(MS)
MS or MS=
ex. MS=1
Default in JetPlan
command-line mode is 0
NOTE The Mach Step Cost Index option is available in JetPlan.com only when
you select the (N) Traditional Raw Sample JetPlan or the (G) Golden Section
Search (FPM) method.
The Mach Step Cost Index parameter is used with the (N) Traditional Raw
Sample JetPlan and the (G) Golden Section Search (FPM) cost index methods
(see definitions above).
The Mach Step Cost Index parameter has little effect on computational speed
when used with the (G) Golden Section Search (FPM) method. When this
method is used, Jeppesen recommends setting Mach Step Cost Index to the
default value (1).
When used with the (N) Traditional Raw Sample JetPlan method, increasing the
value of the Mach Step Cost Index parameter decreases both the computation
time and the Mach number accuracy. For example, when Mach Step Cost Index
is set to 10, the Mach number accuracy is 0.01. When Mach Step Cost Index is
set to 5, the Mach number accuracy is 0.05.
Input values: 1, 2, 5, 10. The default is 1 (0.001 accuracy).
Noise Category
(NZ)
Noise Category
NZ or NZ=
Allows you to display the aircrafts noise category in the flight plan output. The
input value is an alphanumeric entry of up to 5 characters.
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.
ex. IX=145
Weight Unit
(WU)
WU or WU=
ex. WU=L
Allows you to override the lbs/kgs setting tied to your ID/Attribute file. If your
attribute file is set to display all weights in kilograms, setting the WU parameter
to pounds changes all weights associated with the aircraft and any flight plan
output to pounds. The input value is Pounds, Kilograms, or Default.
ex. WU=K
ex. WU=D
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Table 26-4
Parameter

Description
Climb/Descent Method Parameters

The Climb and Descent Method parameters allow you to select a method to compute climb and descent with
cost index or with a user-specified climb/descent profile (speed schedule). Currently, there are two methods for
computing climb and descent in JetPlan:
FPM Based on the First Principles Aircraft Model (FPM), this method involves building FPM
climb/descent data into the FPM file for each model/engine configuration for use with any climb/descent
profile with cost index support. FPM is currently available for Airbus and Boeing aircraft. You can check
the generic aircraft record for the presence of FPM climb/descent data. See Searching Generic Aircraft
Records for FPM and OUTFLT Information on page 688.
(N) Traditional Raw Sample JetPlan When this option is selected, the system builds a numerical model of
cost as a function of Mach number for each flight segment. The Traditional Raw Sample JetPlan method is
computationally expensive and sometimes diverges from actual FMS behavior, so use it only if the FPM
climb/descent methods are not available for the aircraft.
Climb Method
(CM)
The Climb Method parameter allows you to define the climb performance
method.
NOTE Display of this information on the flight plan is format-dependent. For
information, contact your Jeppesen account manager.
NOTE To use the FPM methods, an FPM aircraft file must be available. You
can check the generic aircraft record for the presence of this information. See
Searching Generic Aircraft Records for FPM and OUTFLT Information on
page 688.
Input options:
(F) Cost Index: FMS Matching (FPM) The system uses the FPM cost
index method to calculate the optimal climb CAS for an aircraft with a
FMC. The system computes climb using the FPM method with the optimal
climb CAS.
NOTE To use the (F) Cost Index: FMS Matching (FPM) method, both FPM
climb/descent data and climb/descent cost index FMC data must be available for
the aircraft. You can check the generic aircraft record for the presence of this
data. See Searching Generic Aircraft Records for FPM and OUTFLT
(G) Mach CAS Schedule (FPM) The system uses the FPM climb method
with speed schedule parameters. The system uses the climb profile
parameters (if set) of the RALT, RIASC, MACHC and CASC parameters
in the Customer Airport Fleet database (CAPFDB).
If RALT and RIASC equal 0 (are not set) in the CAPFDB, the system
defaults to 100 (10000FT) for RALT and 250 knots for RIASC for Boeing
and Airbus aircraft.
If the MACHC and the CASC parameters are not set in the CAPFDB, the
system uses the climb CAS and the climb MACH speed in the aircraft
performance database record. For example, the default AAA descent mode
in the format MACH/CAS is 0.78/300. This information can be found in
the generic aircraft record. See Searching Generic Aircraft Records for
FPM and OUTFLT Information on page 688. The system computes
climb using the FPM method with climb profile.
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Table 26-4
Parameter
Climb Method (continued)
(CM)
Descent Method
(DM)

Description
(N) Traditional Raw Sample JetPlan (FPM) For an aircraft without an
FMC, the system computes climb using the FPM method with the optimal
climb calibrated airspeed (CAS).
The Descent Method parameter allows you to define the descent performance
method.
NOTE To use the FPM methods, an FPM aircraft file must be available. You
can check the generic aircraft record for the presence of this information. See
Searching Generic Aircraft Records for FPM and OUTFLT Information on
page 688.
Input options:
(F) Cost Index: FMS Matching (FPM) The system uses the FPM cost
index method to calculate the optimal descent CAS for an aircraft with an
FMC. The system computes descent using the FPM method with the
optimal descent CAS.
NOTE To use the (F) Cost Index: FMS Matching (FPM) option, both FPM
climb/descent data and climb/descent cost index FMC data must be available for
the aircraft. You can check the generic aircraft record for the presence of this
data. See Searching Generic Aircraft Records for FPM and OUTFLT
(G) Mach CAS Schedule (FPM) The system uses the FPM descent
method with speed schedule parameters. The system uses the descent
profile parameters (if set) of the RALT, RIASD, MACHD and CASD
parameters in the Customer Airport Fleet database (CAPFDB).
If RALT and RIASD equal 0 (are not set) in the CAPFDB, the system
defaults to 100 (10000FT) for RALT and 250 knots for RIASD for Boeing
and Airbus aircraft.
If the MACHD and the CASD parameters are not set in the CAPFDB, the
system uses the descent CAS speed and the descent MACH speed in the
aircraft performance database record. For example, the default AAA
descent mode in the format MACH/CAS is 0.78/300. This information can
be found in the generic aircraft record. See Searching Generic Aircraft
Records for FPM and OUTFLT Information on page 688. The system
computes descent using the FPM method with descent profile.
(N) Traditional Raw Sample JetPlan (FPM) For an aircraft without an
FMC, the system computes descent using the FPM method with the
optimal descent calibrated airspeed (CAS).
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Table 26-4
Parameter

Description
Climb/Descent Cost Index
Allows you to define the climb/descent cost index.
(CL)

This parameter can be set to perform climb/descent cost index calculations

using one of the following climb/descent cost index methods: (N) Traditional
Raw Sample JetPlan or (F) Cost Index: FMS Matching (FPM). If either of these
two climb/descent cost index methods is set, and the Climb/Descent Cost Index
parameter is not set, the system reuses the cruise cost index value.
ILS Category
NOTE Use of this parameter is limited to specific customers.
(PP)
NOTE The ILS Category parameter is different from the CAT III Approved
parameter in the Certified section of the CADB.
This parameter allows you to specify the Instrument Landing System (ILS)
approach category capability for the aircraft.
Input options:
1 Approach category I
2 Approach category II
3 Approach category III
Apply French Contingency
Factor
FK or FK=Y/N
FK=Y
NOTE This parameters impact is limited to modifying contingency fuel

calculations being done under the auspices of European fuel policy regulations.
For information on using this parameter, contact your Jeppesen account
manager.
When set to Yes, this parameter instructs JetPlan to calculate the flight plan in
accordance with French fuel policy 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
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CADB Parameters: Modes Section

The Modes section contains speed setting parameters. They allow you to set default values
for the various profiles of a flight.
Table 26-5 CADB Record: Modes Section
Parameter
Description
Default Climb
Allows you to set a secondary climb schedule as the default climb mode. If no
value is entered, JetPlan uses the default climb schedule from the originating
(generic) version of the aircraft. The input value is a valid JetPlan speed
schedule for climb. Example: 340
(CB)
CB or CB=
ex. CB=340
Default Cruise
(CR)
Default Cruise
CR or CR=
ex. CR=M82
NOTE Ad hoc climb schedule inputs in the flight plan request overrides this
parameter. For more information, see the Cruise Mode Commands chapter in
the JetPlan User Manual.
NOTE An ad hoc cruise mode input in the flight plan request overrides this
The Default Cruise parameter allows you to set a cruise mode that JetPlan uses
automatically for flight planning. If the Default Cruise parameter is not set, you
must specify a cruise mode in the flight plan request.
NOTE The input value is a valid JetPlan speed schedule for cruise. Example:
M82.
Default Descent
(DE)
DE or DE=
ex. DE=280
Lowest Cost Index Mach

(LM)
LM or LM=
Allows you to set a secondary descent schedule as the default descent mode. If
no value is entered, JetPlan uses the default descent schedule from the
originating (generic) version of the aircraft. The input value is a valid JetPlan
speed schedule for descent. Example: 280
NOTE Ad hoc descent schedule inputs in the flight plan request overrides this
This parameter sets the lower Mach speed limit in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for
the aircraft. Example: M76
ex. LM=M76
NOTE For more information, see the ETD Commands chapter in the JetPlan
User Manual.
Default Reclear
Allows you to set a secondary cruise schedule as the default cruise mode on the
reclear segment of a Reclear flight plan. The input value is a valid JetPlan speed
schedule for cruise. Example: M88
(RC)
RC or RC=
ex. RC=M88
Fixed Operating Cost
(OC)
OC or OC=
This parameter allows you to specify a fixed operating cost (dollars/hour) for
use with the JetPlan cost index functionality. The fixed operating cost is
typically used to capture fixed maintenance costs per flight. Example: 200.
ex. OC=5200
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Table 26-5
CADB Record: Modes Section (continued)
Parameter
Description
Min RAT Cost Index
This parameter sets the lower cost index airspeed limit in the Required Arrival
Time Cost Index (RATCI) calculation. The input value is a valid cost index
number. Example: 010.
(CI1)
CI1 or CI1=
ex. CI1=010
User Manual.
Max RAT Cost Index
This parameter sets the upper cost index airspeed limit in the Required Arrival
Time Cost Index (RATCI) calculation. The input value is a valid cost index
number. Example: 1000
(CI2)
CI2 or CI2=
ex. CI2=1000
User Manual.
Default Cost Index
This parameter is the default cost index used in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid cost index number.
Example: 100
(CI3)
CI3 or CI3=
ex. CI3=100
User Manual.
Highest Cost Index Mach
This parameter sets the upper Mach speed limit in the Required Arrival Time
Cost Index (RATCI) calculation. The input value is a valid Mach airspeed for
the aircraft. Example: M88
(HM)
HM or HM=
ex. HM=M88
User Manual.
Auxiliary Cruise Aircraft

(AX)
This parameter provides auxiliary fuel/time data for an alternative base aircraft
type within the primary flight plan (re-optimizes the profile for the auxiliary
cruise calculation).
AX or AX=
NOTE Contact your Jeppesen account manager for details.
CADB Parameters: Cutoff Weight Tables Section

Cutoff weight tables (altitude capability tables) provide a way to limit altitude based on the
perceived weight of the aircraft. The perceived weight corresponds to a physical barrier, such
as maximum cruise thrust or buffet limits. It is the boundary of the flight envelope for a
specific condition.
Almost every aircraft in the JetPlan Aircraft Library has cutoff criteria loaded in the generic
data records. One cutoff weight criterion is always set as the default (standard) cutoff weight.
NOTE You can activate any or all other cutoff criteria, but you can never deactivate
the default criterion. It is set to always be available.
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By having several active criteria, you ensure against flight outside of the designed capabilities
for the aircraft in any given situation.
Table 26-6
Parameter
CADB Record: Cutoff Weight Tables Section
Description
NOTE In JetPlan.com, to display the Change Cutoff in Aircraft Record page and the Cutoff Weight Tables
section in the Aircraft Record, select Print ALT Capability Table (CW) in the Misc section (see above).
Cutoff Wt Tables (1-9)

(CW)
CW1 or CW1=
ex. CW1=Y
To activate a table, enter
CW#=Y, where # represents
the number of the table, 1
through 9, you wish to
affect. To deactivate a table,
enter CW#=N.
This parameter allows you to apply flight level limitations to the aircraft based
on specific flight conditions (altitude, temperature, and Mach number). There
can be up to nine table settings per aircraft.
To activate a table, click Y. To deactivate a table, click N. To return to the
previous values before submitting your changes, click Reset. Then click
Submit New Cutoff Table Values.
CADB Parameters: Bracket Modes Section

NOTE At present, modifying the Bracket Modes section of the CADB is supported
only in JetPlan, not JetPlan.com.
A bracket mode refers to the bracketed range of airspeeds applied to the cruise portion of
a flight plan calculation (between TOC [Top of Climb] and TOD [Top of Descent]). When a
specific cruise range is entered in the flight plan request, one which matches the data found in
an activated bracket mode table, JetPlan applies the climb and descent airspeed schedules
defined in that table to the flight plan calculation for those portions of the flight.
Foregoing the use of bracket modes restricts JetPlan to using one of the following: 1) default
climb and descent schedules defined in the 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).
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Bracket Modes are applied automatically when data exists and is activated in the Bracket
Modes section of the CADB record.
Table 26-7
Parameter
CADB Record: Bracket Modes Section
Description
NOTE You can display this section in the Aircraft Record in JetPlan.com by selecting Print Brackets in the Misc
section (see above). Modifying this section is currently supported only in JetPlan, not JetPlan.com.
Bracket Mode Tables

(BK 1-6)
BK1 or BK1=
ex.
BK1=CI0,CI500,340,290
In JetPlan, this parameter allows you to apply specific climb and descent
schedules based on a range (the bracket) of cruise speeds applied in the flight
plan calculation. There can be up to six table settings per aircraft.
NOTE This only works with cost index cruise modes.
CADB Parameters: Mode Coupling Section

The Mode Coupling parameter is similar to the Bracket Modes parameter in that particular
airspeeds for certain phases of flight are linked to cruise mode information. However, this
parameter allows you to couple more phases of flight and to do it based on an individual cruise
mode, not a cruise mode range.
With the Mode Coupling parameter you can couple the climb, descent, alternate, takeoff
alternate and hold phases of flight to a particular cruise mode. This feature can be applied to
each cruise mode available, up to 20 in total.
In JetPlan, mode coupling can be entered using one of two syntax formats: restricted and
unrestricted.
The restricted format is very rigid in the way you can enter information. You have to enter an
input for each of the five flight phases and you must follow an exact order of entry. Any
deviation results in an error or bad information. The syntactical order of the restricted mode
coupling input is:
CP=CRZ/CLB/DSC/ALT/TOALT/HLD
NOTE The cruise mode you are coupling always precedes the entries for the other
5 phases of flight (for example, CP=LRC/climb/descent/alt/toalt/hold).
The restricted method does allow you to enter just the airspeeds for each flight phase without
any identifying prefix. You must separate each phase of flight entry with a slash (/).
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Example:
Explanation: For the cruise mode, LRC, invoke the following airspeeds in the flight plan
calculation: 300 (climb), GDD (descent), LRC (alternate), LRC (takeoff alternate), and the
LRC (hold).
01 OPTIONS AC,CHG,filename,CP=LRC/300/GDD/LRC/LRC/LRC
The unrestricted format is more flexible in methodology, though it does require you to prefix
each input phase and you still need to separate each phase with a slash (/). Flight phase entries
can be entered in any order, though the cruise mode entry must still be first. Not all phases
must have an input value. If you omit a phase input, JetPlan relies on the default setting in the
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.
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Example:
Explanation: For the cruise mode, M86, delete the climb airspeed setting. This results in a
climb airspeed of whatever is default in the 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
CADB Record: Mode Coupling Section

Description
NOTE To see the Bracket Modes and the Mode Coupling sections in JetPlan.com, you must set the Print
Bracket Modes parameter in the Miscellaneous section to Yes. Jeppesen has to load specific data in the generic
version of an aircraft to make Mode Coupling a viable option. If your aircraft has this data, you can see the Mode
Coupling section immediately after the Bracket Modes section in the Aircraft Record. To have the necessary
data for Mode Coupling loaded in the generic version of your aircraft, contact your Jeppesen account manager.
Mode Coupling
CP or CP=
ex.
CP=CRZ=LRC/CLB=300/ALT=
M82
February 19, 2015

Allows you to link, or couple, specific airspeeds for climb, descent,

alternate, takeoff alternate, and holding to a particular cruise mode. You
can apply couplings to as many as 20 cruise modes per aircraft.
To enter Mode Coupling information in JetPlan.com, first select a cruise
mode from the Cruise drop-down list. Then select airspeeds for any of the
other phases you want to couple to the cruise mode. If you omit a phase
input, JetPlan relies on the default setting in the aircrafts generic data
record.
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CADB Parameters: Tanker Section

The Tanker section contains parameters related to the Single-Leg Tankering feature.
Table 26-9
Parameter
CADB Record: Tanker Section
Description
NOTE All of the parameters in the Tanker Section apply to JetPlans Single-Leg Tankering feature. See the
Payload, POD/POA, Weight, and Fuel Commands in the JetPlan User Manual.
Tanker Fuel Index

(TI)
TI or TI=
ex. TI=10.5
Applies to the Fuel Index method of the Single-Leg Tankering feature (TANK1
or TANK1X options). The TI parameter is a required element of this feature. It
is a ratio that defines the relative price of fuel between two airports. The ratio
expresses a point at which tankering is 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
Tanker Landing Weight

(TL)
TL or TL=
ex. TL=620000
Tanker Fuel Maximum

(TM)
TM or TM=
Applies to the Fuel Cost method of the Single-Leg Tankering feature (TANK2
or TANK2X options). The TT parameter is an optional element of this feature.
It defines a minimum monetary savings value at which tankering is warranted.
The TT value needs to correspond with the TC value in this database. For
example, if TT=30000 and TC=JPY, you have expressed a tanker threshold of
30,000.00.
Allows you to set a limit to the landing weight when tankering is involved.
Since the aircraft already has a Max Landing Weight value (LA parameter), the
Tanker Landing Weight parameter is only used if you want to express a
different value in the tankering situation.
The input value can be expressed in pounds or kilograms, depending on your
preferred unit of measure. Example: 620000
Allows you to set a limit to the amount of fuel tankered in the single-leg
tankering plan calculation. The input value can be expressed in pounds or
kilograms, depending on your preferred unit of measure. Example: TM=15000
ex. TM=15000
Tanker Fuel Capacity
(TK)
TK or TK=
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This field is used by certain external graphical user interfaces to JetPlan. There
is currently no other associated functionality with this parameter. Value range:
0-FC.
February 19, 2015


CADB Parameters: Equipment Section

The Equipment section of the CADB contains parameters that designate the types and
quantities of hardware onboard the aircraft. Some of the parameters are used for Receiver
Autonomous Integrity Monitoring (RAIM) prediction reports.
Overview of RAIM Prediction Report Parameters

The Equipment section of the CADB record stores parameters that support requests for
RAIM prediction reports. Using a front-end GUI application that interfaces with JetPlan, such
as JetPlanner or Jeppesen Dispatch Control, you can plan your route of flight and submit a
RAIM prediction request. The system then uses sophisticated algorithms to generate a
prediction for the entire route, including the departure and arrival airports. Baro-aided outages
are reflected as True or False within the RAIM report, to allow easy analysis of Baro-aided
algorithm usage. You can also request RAIM prediction for reports for individual airports.
NOTE RAIM prediction reports are an additional fee service, and can be set up for
RAIM only, or for RAIM and RNP permissions. Contact your Jeppesen account
manager for fees, terms, and conditions.
You can request RAIM prediction reports for:

Airports associated with a flight plan
A set of airports not related to a flight plan
The route in a flight plan
The following parameters in the CADB can be configured to support RAIM prediction
reports:
GPS
RAIM GPS Algorithm
RAIM Mask Angle
Departure Required Navigation Performance
Enroute Required Navigation Performance
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Arrival Required Navigation Performance

For detailed information on how the CADB RAIM parameters are used in RAIM prediction
report requests as well as how to submit the requests, see the user documentation for the
applicable front-end flight planning product or contact your Jeppesen account manager.
Table 26-10
Parameter
CADB Record: Equipment Section
Description
NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.
HF Radios*
(HR)
Enter the number of high frequency radios available in the aircraft. Default
setting is zero (0).
HR or HR=
ex. HR=2
GPS
(GP)
Set this parameter to Yes if the aircraft has Global Positioning Satellite
capability. The default setting is No.
GP or GP=
ex. GP=Y
VHF Radios*
(VR)
Enter the number of very high frequency radios available in the aircraft. Default
setting is zero (0).
VR or VR=
ex. VR=2
OMEGA
(OM)
Set this parameter to Yes if the aircraft has an OMEGA radio navigation system
onboard. The default setting is No.
OM or OM=
ex. OM=Y
Dual ADF*
(DA)
Set this parameter to Yes if the aircraft has a dual Automatic Direction Finder
DA or DA=
ex. DA=Y
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Table 26-10
Parameter
RNAV
(RE)
RE or RE=
ex. RE=T or RE=Y
CADB Record: Equipment Section (continued)

Description
Set this parameter to indicate whether or not the aircraft has area navigation
(RNAV) equipment onboard. This parameter must be set to Terminal and
Enroute (or to Y in JetPlan) or Enroute Only to access RNAV routing.
Input choices are:
Terminal and Enroute Indicates the aircraft is capable of flying all
RNAV segments, and essentially implies an RNP level of less than 1.0 (or
even 0.3) and higher.
Enroute Only Indicates the aircraft is capable of flying only Enroute
RNAV segments and implies an RNP capability of 2.0 or higher.
None Indicates the aircraft is not RNAV-equipped.
(Y)es (JetPlan command-line only) Same as Terminal and Enroute.
The functionality associated with these settings requires the NAVALERT
preference to be set. When the NAVALERT preference is set, and RNAV is set
to a value other than Terminal and Enroute, the system optimizes to avoid
RNAV segments beyond the navigational capabilities of the aircraft.
The RNAV segments checked are limited to (1) those specifically referenced in
AC90-100A and (2) also published enroute RNAV points (such as Navigational
Reference System points created for US High Altitude Redesign). If the
optimizer cannot find such a route, then it fails the flight plan calculation and
returns an error. If the user specifies a route that includes RNAV segments that
exceed the RNAV capability of the aircraft, an alert is returned with the flight
plan.
Dual INS*
(DI)
Set this parameter to Yes if the aircraft has a dual Inertial Navigation System
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
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
FM or FM=
ex. FM=Y
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Table 26-10
Parameter
8.33 KHz Communication
(83)
83 or 83=
ex. 83=Y
ex. 83=N
ex. 83=E
ex. 83=P

Description
Set this parameter to Yes if the aircraft is compliant with 8.33 KHz channel
spacing requirement (in Europe). A Y character is inserted in Item 10a of the
filing strip.
Set this parameter to Exempt if the aircraft is exempt at this time. JetPlan inserts
EXM833 in Item 18 COM/ of the filing strip and restricts altitude.
Set this parameter to Permit if the aircraft is exempt, but you do not want the
altitude restricted. JetPlan inserts EXM833 in Item 18 COM/ of the filing strip
and does not restrict altitude.
The default setting is No.
ACARS
(AS)
Set this parameter to Yes if an Aircraft Communications Addressing and

Reporting System (ACARS) is onboard the aircraft. The default setting is No.
AS or AS=
ex. AS=Y
FMS Type
Allows you to select the format type for ACARS uplink of data/information.
(FY)
The input choices are:
FY or FY=
Blank not set
ex. FY=UF
AFIS Honeywell (AH)

ARINC Direct (AD)
Litton (SF)
SATCOM (SC)
Sperry Honeywell (HF)
Universal (UF)
NOTE For more information, see the Forward Plans and Messages chapter in
AGCS
(AG)
Set this parameter to Yes if an Air to Ground Communication System (AGCS)

is onboard the aircraft. The default setting is No.
AG or AG=
ex. AG=Y
NRS Capable
(NR)
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Set this parameter to Yes if the aircrafts navigational database has the
Navigational Reference System (NRS) points for the FAAs High Altitude
Redesign (HAR) program. The default setting is No.
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Table 26-10
Parameter
RAIM GPS Algorithm
(RM)
RM or RM=
ex. RM=FDE

Description
Allows you to indicate the algorithm used by RAIM GPS Equipment, if present.
This parameter is a necessary input for requests for a RAIM prediction report.
This parameter defaults to FD if no other value is supplied and if the GPS
parameter (GP) is set to Yes.
Input choices are:
FD Fault Detection
FDE Fault Detection Exclusion
FD BARO Fault Detection with Barometric Aiding
FDE BARO Fault Detection Exclusion with Barometric Aiding
NOTE This parameter must be populated if RAIM reports are required.
Submitting a request for a RAIM report without this parameter results in an error.
RAIM Mask Angle

(GM)
GM or GM=
ex. GM=-0.5
Departure Required
Navigation Performance
(DR)
DR or DR=
ex. DR=0.3
Enroute Required
Navigation Performance
(RR)
RR or RR=
ex. RR=0.3
Arrival Required Navigation
Performance
(AR)
AR or AR=
ex. AR=0.3
Allows you to enter the mask angle for the RAIM Global Positioning Satellite
receiver, if present. The mask angle is included in requests for a RAIM
prediction report. Range of input values: Increments of 0.5 from -0.5 to 20.0.
Default setting is 0.0.
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.
Allows you to define the Enroute Procedure RNP level. The RNP level is
Allows you to define the Arrival Procedure RNP level. The RNP level is
(GR)
Allows you to enter the name of the GPS receiver in the aircraft. This field is
informational only and supports no functionality in JetPlan.
GR or GR=
Input value: 8 characters maximum
GPS Receiver
ex. GR=xxxx
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CADB Parameters: Certified Section

The Certified section contains parameters that flag the aircraft positively or negatively with
regard to its use in various airspace regions and with certain airway structures.
Table 26-11
Parameter
CADB Record: Certified Section
Description
NOTE Parameters marked with an asterisk (*) are applicable to the Customer Route Constraint Database.
Overwater Equipped*
When set to Yes, identifies the aircraft as certified for overwater flights.
(OW)
The OW parameter is used in conjunction with the Customer Route Constraint

Database (CRCDB) to define routes that require aircraft to have certain
characteristicsfor example, to be overwater approved. If the selected
customer aircraft does not possess all of the characteristics to fly a route as
defined in the CRCDB, route constraint is automatically applied. See the
Route Constraint Database chapter in the JetPlan User Manual.
OW or OW=
ex. OW=Y

NOTE The OW parameter is different from the Overwater Capability parameter
(OA), which is used by JetPlan only when the Overwater Avoid (FP, OWATAA) or
Overwater Alert (FP, OWATAN) flight plan option has been invoked. See
Overwater Capability below.
NOTE Both the Overwater Equipped (OW) and the Overwater Capability (OA)
parameters can be overridden by the Overwater Restriction (OW) parameter in
the MEL Database. For more information, see the Help topic for the MEL
Database in JetPlan.com or the Minimum Equipment Database chapter in the
JetPlan User Manual.
MNPS Equipped*
(ME)
ME or ME=
ex. ME=Y
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When set to Yes, identifies the aircraft as certified for Minimum Navigation
Performance Specification airspace, and JetPlan includes an X in Item 10 of
the ICAO ATS plan.
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
February 19, 2015


Table 26-11
CADB Record: Certified Section (continued)
Parameter
Description
RVSM Certified*
When set to Yes, identifies the aircraft as certified for Reduced Vertical
Separation airspace. JetPlan allows use of this aircraft in flight plans with
altitudes above FL280, and includes a W in Item 10a of the ICAO ATS plan.
(RV)
RV or RV=
ex. RV=Y
ex. RV=E
When set to No, identifies the aircraft as not certified for Reduced Vertical
Separation airspace. JetPlan limits use of this aircraft to flight plans with
altitudes at or below FL280, and omits W from Item 10a of the ICAO ATS
plan.
When set to Exempt, JetPlan allows use of a non-RVSM certified aircraft in
flight plans with altitudes above FL280, and adds STS/NONRVSM to Item 18
of the ICAO ATS plan.
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.
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
CAT III Approved

(C3)
C3 or C3=
ex. C3=Y
NOTE The CAT III Approved parameter is different from the ILS Category
parameter in the Miscellaneous section of the CADB.
When set to Yes, this parameter identifies the aircraft as approved for Category
III approaches.
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Table 26-11
CADB Record: Certified Section (continued)
Parameter
Description
Overwater Capability (OA)
Indicates the aircrafts overwater certification. An aircraft can be certified for

limited overwater or for full overwater operations. Certification implies certain
capabilities and equipment types such as personal flotation devices, life rafts
equipped with survival kits, and location transmitters.
(OA)
OA or OA=
ex. OA=L
Input options:
Full Certification indicating capability to safely fly extended overwater
operations in compliance with regulations. 162 nm is the standard full
overwater boundary as measured from the nearest coastline or acceptable
landmass.
Limited Certification indicating capability to safely fly limited overwater
operations in compliance with regulations. 100 nm is the standard full
overwater boundary as measured from the nearest coastline or acceptable
landmass.
None The aircraft is not overwater-capable.
This parameter is used by JetPlan only when the Overwater Avoid (FP,
OWATAA) or Overwater Alert (FP, OWATAN) flight plan option has been
invoked. For more information, see the Option Commands chapter in the
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
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CADB Parameters: ATS Plan Section

The ATS Plan section contains parameters that provide information to ATC. Some of these
parameters are entered automatically in the flight plan filing form.
Table 26-12
CADB Record: ATS Plan Section
Parameter
Description
USA Equipment Suffix
NOTE This parameter applies to U.S. domestic filings. It is not used for ICAO
2012 filings.
(EQ)
EQ or EQ=
ex. EQ=I
Allows you to identify the 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
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Table 26-12
CADB Record: ATS Plan Section (continued)
Parameter
Description
Type of Flight
Allows you to identify the type of flight the aircraft typically performs. You can
select one or more of the following characters:
(TF)
TF or TF=
N (non-scheduled)
ex. TF=S
S (scheduled)
G (general aviation)
M (military)
X (Other)
Survival Equipment
(SE)
Allows you to define the type of survival equipment carried on board the
aircraft. You can select any or all of the following:
SE or SE=
P (polar)
ex. SE=PM
M (maritime)
D (desert)
J (jungle)
Selective (SELCAL) Call

Code
(SC)
SC or SC=
Allows you to set the Selective Call code to the unique tones that identify the
aircraft. The input value is a 4-character entry using the letters A to M
(excluding the letter, I), P, Q, R, and S. The specific combination of letters is
user determined. Example: AGJH
ex. SC=AGJH
Life Jackets
Allows you to define the type of life jackets carried on board the aircraft.
(JA)
You can select any or all of the following:
JA or JA=
Lighted
ex. JA=LF
Fluorescent
UHF beacon
VHF beacon
Registration Number
(RN)
Allows you to define the 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
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Table 26-12
Parameter
Description
Dinghy Capacity
Allows you to define the total capacity, in persons, of all dinghies carried on
board the aircraft. The input value may not exceed 3 digits. You can also enter
the number, 0, to signify no or none. This ensures a zero in the ICAO plan
rather than a blank.
(DC)
DC or DC=
ex. DC=375
Aircraft Color
(AC)
AC or AC=
ex. AC=WHITE RED
Dinghy Cover Color
(CC)
Allows you to specify the 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.
FAA Aircraft Type

(FA)
FA or FA=
This parameter is used when the FAA aircraft identifier differs from the ICAO
identifier. For example, a Stage-3 Boeing 727 can have the ICAO identifier
B722, but the FAA identifier is B72Q. Example: B72Q
ex. FA=B72Q
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Table 26-12
Parameter
Description
Other Equipment
IMPORTANT Do not enter ICAO 2012 Item 18 PBN/ or Item 18 RMK/

information in the Other Equipment (OE) parameter. See CADB Parameters:
ICAO 2012 Certification and Equipment Section on page 749.
(OE)
OE or OE=
When populated, this parameter adds the specified text to Item 18 preceded by
the indicator NAV/ and inserts Z into Item 10a on the filing strip.
Example:
(FPL-COOPAIR-IG
-GLF4/M-SXDGHIWZY/S
-KSFO0000
-N0455F450 DCT OAK DCT EHF J65 BLH DCT GBN J50 ELP J86 FST
CSI1
-KSAT0240
-EET/KZLA0026 KZAB0103 KZHU0213
SEL/FDLF DAT/S
NAV/RNAV1 RNAV5 RNP5
RMK/AGCS EQUIPPED)
Input values: Plain text entries up to 80 characters.
CADB Parameters: ETP Section

The ETP section is a sub-database that contains parameters for the application of equaltime-point diversions. This information is applicable to basic ETP, ETOPS, and Overwater
Driftdown calculations.
NOTE The aircraft selected as well as customer preference settings determine

which ETP parameters are available for use.
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Table 26-13
Parameter
CADB Record: ETP Section
Description
NOTE When setting ETP parameter values in command-line mode, you must use an equal sign (=) between the
parameter and the value when the parameter code ends with a number (for example, EC1=330, ECA2=290, and
so on). Otherwise, you can use either method.
Non-emergency ETP True

Airspeed
Scenario: All-engine, pressurized
NA or NA=
(Optional). Used in conjunction with the NF parameter, the NA parameter

allows you to define a true airspeed constant for an all-engine, pressurized
(high-level) ETP calculation.
ex. NA=420
The input value is a 3-digit true air speed entry, in knots.
(NA)
NOTE This parameter overrides the EA parameter. Set a parameter value only
if you do not want ETP calculations performed in a depressurized, low-level
scenario.
NOTE For overwater driftdown flight plans (DRFT or DRFTX options), an
aircraft with the NA and NF parameters set produces ETP data in the ETP
summary (usually at the top of the flight plan) based on these non-emergency
settings. However, the ETP data in the Driftdown summary (usually at the end of
the flight plan) is based on other settings, specifically, the parameters for allengine, one engine-out, and two engine-out calculations (the EA, EA1 or EA2
parameters).
Non-emergency ETP Flight

Level
(NF)
(Optional). Used in conjunction with the NA parameter, the NF parameter

provides a flight level constant for a pressurized, high-level ETP calculation.
NF or NF=
The input value is a 3-digit altitude entry, in hundreds of feet. Example: 350
ex. NF=350
NOTE A millibar entry is unavailable with this scenario.
ETP Cruise Mode
(EC)
The EC parameter allows you to set the cruising speed of the aircraft for the
divert portion of an all-engine, low-level ETOPS or Driftdown flight plan based
on cruise table data. If the EC parameter is not set, the system defaults to using
the LRC cruise mode. If EC is set, it must be equal to LRC or a Mach number
between the primary Mach number cruise modes that exist for the aircraft.
EC or EC=
ex. EC=LRC
Set this parameter only if LRC is not preferred. The input value is a 3-character
cruise mode or true airspeed entry.
NOTE If EC is set with a Mach number outside the range of those listed for the
aircraft type, an error occurs.
NOTE The 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.
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Table 26-13
CADB Record: ETP Section (continued)
Parameter
Description
ETP Cruise Mode (Anti-Ice

On)
(ECA)
ECA or ECA=
ex. ECA=330
See EC parameter. The ECA parameter setting considers the application of antiice procedures.
request.
NOTE
ETP Cruise Mode (Anti-Ice

Off)
(ECN)
ECN or ECN=
ex. ECN=340
Use of this parameter is limited to specific customers.

See EC parameter.
request.
NOTE
Use of this parameter is limited to specific customers.
ETP True Airspeed
(EA)
The EA parameter allows you to set a true airspeed constant for the ETP
calculation for the divert portion of an all-engine, low-level ETP flight plan.
Since ETP calculations are performed for ETOPS and Driftdown flight plans,
the EA parameter is also the standard by which those calculations occur.
EA or EA=
ex. EA=400
The input value is a 3-digit true airspeed entry, in knots.

NOTE The NA parameter overrides this parameter when set. This is for basic
ETP position, but not for overwater driftdown and ETOPS.
Entry/Exit True Airspeed

(NX)
This is a true airspeed constant parameter used to determine ETOPS entry and
exit points. Example: 450.
NX or NX=
ex. NX=450
ETP Depressurized Flight
Level (All Eng, 1LE)
x 100 Feet (EF)
or
Millibars
(EM)
EM or EM=
EF or EF=
ex. EM=700
ex. EF=140

The EM or EF parameter allows you to set a flight level for the divert portion of
an all-engine, low-level ETP, ETOPS or Driftdown flight plan. These
parameters act as both the cruise flight level and the wind data extraction level
for the ETP calculation.
You have the choice of how the parameter value is entered.
If you want to enter an altitude as you would a flight level, select the EF
parameter. The input value is a 3-digit entry, in hundreds of feet (for example,
140 = 14,000 ft). The use of the EF parameter allows for any flight level the
aircraft can fly. Example: EF=140
If you want to enter an altitude in millibars, select the EM parameter. The input
value must be one of the following millibar levels: 200, 250, 300, 400, 500,
550, 600, 650, 700, 750, 800, 850.Example: EM=700
The EF and EM parameters are mutually exclusive.
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Table 26-13
Parameter
Description
ETP Available Oxygen Time
(OX)
The ETP Available Oxygen Time parameter is used for Driftdown flight plans
(DRFT or DRFTX options). This parameter allows you to indicate the time in
minutes that oxygen is available for use after depressurization occurs. While
oxygen is available, the aircraft can cruise at a higher altitude (and therefore
burn less fuel) until the oxygen runs out, at which point, a descent to 10,000 feet
can occur.
OX or OX=
Use this parameter in conjunction with the ETP Decompressed Cruise Altitude
parameter (OF or OL), which allows you to indicate the flight level at which to
fly while depressurized and using oxygen (see below). For example, the
following settings indicate that the aircraft has 60 minutes of available oxygen
and can cruise depressurized at 25,000 feet: OX=60, OF=250.
Setting the OX parameter to 0 (the default) disables this feature and renders the
OF/OL parameter inert.
Input value: Time in minutes; default is zero.
NOTE Output of this information on a flight plan is format-dependent.
ETP Decompressed Cruise

Altitude
x100 Feet (OF)
or
Millibars
(OL)

The ETP Decompressed Cruise Altitude parameter is used for Driftdown flight
plans (DRFT or DRFTX options). It allows you to indicate the flight level at
which the aircraft can cruise while depressurized and using oxygen.
Set this value only when ETP Available Oxygen Time (OX) is set to a positive
value (see above). The OX parameter indicates the number of minutes that
oxygen is available for use after depressurization occurs. When the OX
parameter is set to 0 (the default), the OF/OL parameter value is inert.
The input value for OF is a 3-digit entry, in hundreds of feet (for example, 140 =
14,000 ft).
OL is the flight level in millibars. The input value must be one of the following
millibar levels: 200, 250, 300, 400, 500, 550, 600, 650, 700, 750, 800, 850.
The OF and OL parameters are mutually exclusive.
NOTE Output of this information on a flight plan is format-dependent.
ETP Hold Time
(EH)
Provides a reserve fuel that is used in the ETP worst case (critical) fuel
calculation for the all-engine, low-level scenario.
or
ETP Reserve Fuel
(EX)
EH or EH=
EX or EX=
ex. EH=15
ex. EX=2500
The EH parameter allows you to set a hold time for the purpose of providing a
reserve fuel. The input value is a 1 to
3-digit time entry, in minutes. Example: EH=15
The EX parameter allows you to set a specific amount of reserve fuel. The input
value is a 1 to 6-digit fuel entry, in pounds or kilograms. Example: EX=2500
NOTE The EH and EX parameters are mutually exclusive. You can use one or
the other but not both.
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Table 26-13
Parameter
Description
ETP 1LE Cruise Mode
Scenario: One engine-out, pressurized/depressurized
(EC1)
The EC1 parameter is similar to the EC parameter except that it applies to the
one-engine-out calculation. For ETOPS, this is a depressurized scenario. For
Driftdown, it is the highest one-engine-out altitude attainable.
EC1=
ex. EC1=330
ex. EC1=M76
If EC1 is not set, the system defaults to using the 1LE cruise mode. If EC1 is
set, it must be equal to one of the auxiliary cruise modes that exist for the
aircraft.
Set this parameter only if 1LE is not preferred. The input value is a 3-character
entry specifying an auxiliary cruise mode. Examples: 330 or M76.
NOTE If EC1 is set to a value other than one of the auxiliary cruise modes listed
for the aircraft type, an error occurs.
and Driftdown. Long Range Cruise (LRC) data for one engine-out (1LE) and two
engine-out (2LE) scenarios is loaded in the generic record as appropriate for the
aircraft type. Additional table data can be loaded in the generic record upon
request.
ETP 1LE Cruise Mode

(Anti-Ice On)
(ECA1)
See ECA parameter. Typically, the default airspeed is 1LE (one less engine
LRC). Change this parameter only if 1LE is not preferred. Example: 290
ex. ECA1=290
ETP 1LE Cruise Mode

(Anti-Ice Off)
(ECN1)
See ECN parameter. Typically, the default airspeed is 1LE (one less engine
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.
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Table 26-13
Parameter
Description

Off)
EDN1=
Allows you to set a descent airspeed for one engine-out, low-level, anti-ice off
scenario. Typically, the default airspeed is 1LE (one less engine LRC). Change
this parameter only if 1LE is not preferred.
ex. EDN1=290
The input value is a 3-digit cruise mode or true airspeed entry, in knots.
(EDN1)
NOTE The aircrafts generic record must include descent table data for ETOPS
Scenario: One engine-out
(EA1)
EA1=
Similar to EA parameter except that it is a one-engine-out true airspeed

constant.
ex. EA1=390
The input value is a 3-digit true air speed entry, in knots.
ETP 1LE Pressurized Flight

Level
Scenario: One engine-out
x 100 Feet (EF1)
Similar to EF and EM parameters except that it is applicable to the one engineout, ETP calculations (Driftdown). Example: EF1=120 or EM1=300
or
Millibars
(EM1)
EF1=
EM1=
ex. EF1=120
ex. EM1=300
ETP 1LE Hold Time
(EH1)
Similar to EH and EX parameters except that it is applicable to the one engineout, low-level scenario (Driftdown). Example: EH1=120 or EX1=2250
or
ETP 1LE Reserve Fuel
(EX1)
EH1=
EX1=
ex. EH1=12
ex. EX1=2250
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Table 26-13
Parameter
Description
ETP 2LE Cruise Mode
Scenario: Two engine-out
(EC2)
The EC2 is similar to the EC parameter except that it applies to two-engine-out

calculations. It is used only for driftdown and only for the highest two-engineout altitude attainable. Typically, the default airspeed is 2LE (two less engine
LRC). Change this parameter only if 2LE is not preferred. Example: EC2=330
or EC2=M76.
EC2=
ex. EC2=330
ex. EC2=M76
ETP 2LE Cruise Mode

(Anti-Ice On)
(ECA2)
See ECA parameter.Typically, the default airspeed is 2LE (two less engine
ECA2=
ex. ECA2=290
ETP 2LE Cruise Mode
(Anti-Ice Off)
(ECN2)
See ECN parameter. Typically, the default airspeed is 2LE (two less engine
ECN2=
ex. ECN2=310
On)
(EDA2)
See EDA1 parameter. Typically, the default airspeed is 2LE (two less engine
EDA2=
NOTE This parameter is limited to specific customers
ex. EDA2=290
Off)
(EDN2)
See EDN1 parameter. Typically, the default airspeed is 2LE (two less engine
EDN2=
ex. EDN2=290
(EA2)
Similar to EA parameter except that it is a two-engine-out true airspeed

constant. Example: 390
EA2=
ex. EA2=390
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Table 26-13
Parameter
Description
ETP 2LE Millibars
(EM2)
or
Similar to EM and EF parameters except that it is applicable to the two engineout, low-level scenario (Driftdown).
ETP 2LE Flight Level
Example: EM2=500 or EF2=100
(EF2)
EM2=
EF2=
ex. EM2=500
ex. EF2=100
ETP 2LE Hold Time
(EH2)
or
Similar to EH and EX parameters except that it is applicable to the two engineout scenario (Driftdown).
ETP 2LE Reserve Fuel
Example: EH2=20 or EX2=2800
(EX2)
EH2=
EX2=
ex. EH2=20
ex. EX2=2800
Medical ETP Hold Time
(EH3)
or
Medical ETP Reserve Fuel
(EX3)

Similar to the EH and EX parameter in that it provides a reserve fuel, which is
used in the ETP worst case fuel calculation. However, this parameter is tied to
the NA/NF parameters, which are used in an all-engine, high-level ETP plan.
Example: EX3=3000
EH3=
EX3=
ex. EX3=3000
CADB Parameters: ETOPS Section

The ETOPS section within the CADB allows you to control and modify the relevant
performance criteria used in the ETOPS flight plan calculation.
NOTE The database must be activated before any of your parameter values
become applicable in a flight plan. To activate the ETOPS Database, set the EP
parameter in the Miscellaneous section of the CADB to (Y)es.
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If the ETOPS Database is not activated, the analysis calculations become limited to generic
performance factors or whatever methodology is tied to your User ID or format. If your
aircraft has no generic ETOPS information, then you receive no ETOPS analysis, whether the
option is turned on or not. Once the ETOPS Database is populated (and activated), your inputs
override any stored data found in your 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
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CADB Record: ETOPS Section
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Table 26-14
CADB Record: ETOPS Section (continued)
Parameter
Description
Cruise Mode Begin Flag
NOTE In ETOPS II plans only, this parameter has been replaced by the
Scenario Options parameters in the Flight Brief Database. See the Flight Brief
Database chapter in the JetPlan User Manual or the Flight Brief Database Help
topic on JetPlan.com.
(CS)
CS or CS=
ex. CS=1
Must be used in combination with the CE flag. Together, CS and CE allow you
to specify which of the ETOPS critical fuel scenarios the system computes: AllEngine Depressurized or Engine-out Depressurized or both. The CE and CS
parameters must be set to either 1 or 2, or an error occurs.
Set the CS and CE parameters in the following manner to include the specific
cruise modes in the ETOPS calculation:
CS=1 and CE=2 Applies All-Engine Depressurized and Engine-out
Depressurized
CS=1 and CE=1 Applies All-Engine Depressurized only
CS=2 and CE=2 Applies Engine-out Depressurized only
Cruise Mode End Flag

(CE)
CE or CE=
ex. CE=2
NOTE In ETOPS II plans only, this parameter has been replaced by the
Scenario Options parameters in the Flight Brief Database. See the Flight Brief
Database chapter in the JetPlan User Manual or the Flight Brief Database Help
topic on JetPlan.com.
Must be used in combination with the Cruise Mode Begin (CS) flag. Together,
CS and CE allow you to specify which of the ETOPS critical fuel scenarios the
system computes: All-Engine Depressurized or Engine-out Depressurized or
both. The CE and CS parameters must be set to either 1 or 2, or an error occurs.
See the Cruise Mode Begin Flag (CS) above for examples of how to set the CS
and CE parameters.
ETOP Approval Time

(ET)
ET or ET=
Allows you to specify the 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.
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Table 26-14
Parameter
Description
Ice Drag Flag
Defines the application of the ice drag factor. The flag input value depends on
how you want to apply the ice drag factor.
(ID)
ID or ID=
ex. ID=1CEI
Input value: Up to five alphanumeric characters. Enter the predefined flag code
followed by the situation code(s). Example: 1CEI
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
Ice Drag LRC Factor
(IL)
Defines the calculation used to determine the fuel calculation for ice drag in an
all-engine, low-level ETOPS plan.
IL or IL=
ex. IL=P1600CDHM
The factor input value depends on how you want to calculate ice drag fuel.
Enter an actual fuel burn value or percentage rate followed by the application
code(s). Example: P1600CDHM
Anti-Ice LRC Factor
(AL)
Defines the calculation used to determine the fuel calculation for anti-ice
operations in an all-engine, low-level ETOPS plan.
AL or AL=
ex. AL=P1000CDHM
The factor input value depends on how you want to calculate anti-ice fuel. Enter
an actual fuel burn value or percentage rate followed by the application code(s).
Example: P1000CDHM
Ice Drag 1LE Factor
(IE)
Defines the calculation used to determine the fuel calculation for ice drag in a
one engine-out, low-level ETOPS plan.
IE or IE=
ex. IE=P1700CDHM
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Table 26-14
Parameter
Description
Anti-Ice 1LE Factor
(AE)
operations in a one engine-out, low-level ETOPS plan.
AE or AE=
ex. AE=P1200CDHM
Example: P1200CDHM
Ice Drag 1LE Pressurized

(Factor)
NOTE This parameter is used only with ETOPS II flight plan options. Contact
(IEP)
Scenario: One engine-out, pressurized

Defines the calculation used to determine the fuel calculation for ice drag in a
one engine-out, low-level ETOPS plan.
Anti-Ice 1LE Pressurized

(AEP)
Scenario: One engine-out, pressurized

operations in a one engine-out, low-level ETOPS plan.
Example: P1200CDHM
Conservatism Flag
(CF)
CF or CF=
ex. CF=2CE
Conservatism Time
(TV)
TV or TV=
ex. TV=120
Conservatism Factor
(CV)
CV or CV=
ex. CV=P1000CDHM
Time Conservatism Factor
(TR)
TR or TR=
Defines the application of the conservatism factor (the formula defined by the
CV parameter). The flag input value depends on how you want to apply the
conservatism factor. Enter the predefined flag code followed by the situational
code(s). Example: 2CE
Allows you to define the critical time for the ETOPS area. The value is used in
the conservatism fuel calculation and can be applied to the APU burn
calculation as well. Format specific. The input value is a time entry, in minutes.
Example: 120
Defines the formula used to determine the fuel calculation for conservatism in
an ETOPS plan. The factor input value depends on how you want to calculate
conservatism fuel. Enter an actual fuel burn value or percentage rate followed
by the application code(s). Example: P1000CDHM
Defines the formula used in the conservatism time calculation. Format specific.
The factor input value depends on how you want to calculate conservatism
time. Example: P1000CDAI
ex. TR=P1000CDAI
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Table 26-14
Parameter
Description
Cruise Distance Flag
Defines the application of the cruise distance factor (the formula defined by the
CD parameter). The flag input value depends on how you want to apply the
cruise distance factor. Enter the predefined flag code followed by the initial
descent distance. Example: 1D20
(CZ)
CZ or CZ=
ex. CZ=1D20
Missed Approach Flag
(ML)
ML or ML=
ex. ML=1
Cruise Distance Factor
(CD)
CD or CD=
ex. CD=20CD
Missed Approach Burn
(MB)
Defines the application of the missed approach (MAP) fuel burn. The flag input
value is either 1 or 0, with 1 activating the missed approach burn factor (MB).
Example: 1
In JetPlan.com, the input value is On or Off.
Allows the inclusion of additional mileage to the cruise distance calculations.
The factor input value depends on how you want to calculate cruise distance.
Enter a distance (nm) to be added, followed by other inclusion code(s).
Example: 20CD
Allows you to specify a missed approach fuel burn amount. The input value is
an amount of fuel, in pounds or kilograms. Example: 2500
MB or MB=
ex. MB=2500
Auxiliary Power Unit Flag
(AP)
AP or AP=
Defines the application of the auxiliary power unit (APU) fuel burn. The flag
input value depends on how you want to apply the APU burn factor (AU). Enter
the predefined flag code followed by the situation code(s). Example: 1CE
ex. AP=1CE
(HL)
Defines the application of the hold fuel burn. In JetPlan.com, when this option
is selected, the Hold Burn text box appears.
HL=1 (Time in minutes)
JetPlan.com input options:
Hold Flag
HL=2 (Fuel in pounds or

kilograms)
Time Set hold burn to a time value in minutes.
HL=0 (Ignore)
Ignore Ignore any hold burn value
Hold Burn Factor

(HB)
HB or HB=
ex. HB=15
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Fuel Set hold burn to a fuel amount value in pounds or kilograms

Defines the time or fuel amount applied to the hold fuel calculation. In
JetPlan.com, the Hold Burn text box appears when the Hold Flag option is
selected. Depending on the selected hold flag value, the factor input value is
either a time entry in minutes, or a fuel amount in pounds or kilograms.
Example: 15
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Table 26-14
Parameter
Description
APU Loaded Depressurized
NOTE This parameter is not used with ETOPS II flight plan options. For ETOPS
II, see the APU Loaded Pressurized (Driftdown) parameter (AY) below. Contact
(AU)
AU or AU=
ex. AU=320CDH
This parameter is used to calculate the Engine-Out Depressurized critical fuel

scenario. This parameter is populated with the loaded APU burn rate at FL100.
The burn rate is a percent or pounds/kilograms per hour value.
Input values: The burn rate in percent or in lbs/kgs hour. Enter a percentage
multiplier or an integer followed by the divert special flag code(s). Up to 16
alphanumeric characters are allowed. Example: 380CDH
APU Unloaded
Depressurized (AZ)
This parameter is used to calculate the All Engine Depressurized critical fuel
scenario for aircraft that do not require the APU to be running while in ETOPS
airspace. This parameter is populated with the unloaded APU burn rate at
FL100. The burn rate is a percent or pounds/kilograms per hour value.
Input values: The burn rate in percent or in lbs/kgs hour. Enter a percentage
multiplier or an integer followed by the divert special flag code(s). Example:
380CDH
ISA Deviation Flag
(IS)
IS or IS=
Defines the application of the ISA deviation fuel burn. The flag input value
depends on how you want to apply the ISA deviation burn factor (IB). Enter the
predefined flag code followed by the situation code(s). Example: 1CE
ex. IS=1CE
APU Loaded Pressurized
(Driftdown)
(AY)
This parameter is used to calculate the Engine Out Pressurized and Engine-Out
Depressurized critical fuel scenario for aircraft that require the APU to be
running while in ETOPS airspace. This parameter is populated with the loaded
burn rate of the APU at a nominal driftdown flight level. The burn rate is a
percent or pounds/kilograms per hour value.
Input value: The burn rate in percent or in lbs/kgs hour. Enter percentage
multiplier or an integer or followed by the divert special flag code(s). Up to 16
alphanumeric characters are allowed.
ISA Deviation Burn Factor

(IB)
IB or IB=
ex. IB=P300CDHM
Early Arrival TAS
(ES1)
ES1 or ES1=
ex. ES1=465
Defines the formula used to determine the fuel calculation for ISA deviation.
The factor input value depends on how you want to calculate ISA deviation
fuel. Enter an integer or percentage multiplier followed by the divert phase of
flight code(s). Example: P300CDHM
Allows you to define the airspeed used in the Earliest Arrival Time calculation.
The calculation applies to the determination of the forward divert (ETP)
airports weather suitability. Example: 465
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Table 26-14
Parameter
Description
Late Arrival TAS
Allows you to define the airspeed used in the Latest Arrival Time calculation.
The calculation applies to the determination of the backward divert (ETP)
airports weather suitability. Example: 363
(ES2)
ES2 or ES2=
ex. ES2=363
Early Arrival FLT LVL
Allows you to define a fast speed altitude that corresponds to the Early Arrival
TAS and allows for more accurate weather sampling.
(ESA1)
Default value: 100

Late Arrival FLT LVL
(ESA2)
Allows you to define a slow speed altitude that corresponds to the Late Arrival
TAS and allows for more accurate weather sampling.
Default value: 100
Cargo Fire Suppression

Time Limit
(FS)
Allows you to specify the amount of cargo fire suppression time that is used by
JetPlan to compute the time limited system compliance times for ETOPS flights
greater than 180 minutes.
Other Most Time-Limiting

System Limit
(OS)
Allows you to specify the amount of fire suppression time other than cargo fire
suppression that is used by JetPlan to compute the time limited system
compliance times for ETOPS flights greater than 180 minutes.
Divert Time Flag
Defines the flight segments from which diversion time is determined. The flag
input value depends on how you want to calculate divert time. Enter the
predefined flag code followed by the situational code(s). Example: 1CDH
(DV)
DV or DV=
ex. DV=1CDH
(PF)
Allows you to apply a performance bias when Hold and Missed Approach fuels
are calculated. The input value is 1 (on) or 2 (off). Example: 1
PF or PF=
In JetPlan.com, the input value is On or Off.
ex. PF=1
Performance Bias Flag
ETOPS Flag and Factor Codes

The following tables list the flag and factor codes you use with the ETOPS parameters. Flag
codes can be entered in various combinations, depending on the type of performance factors
you want to affect. The first set of flag codes are the activation codes, which basically
instruct JetPlan to turn on or off the particular ETOPS control parameter. The second set
of flag codes are the situation codes, which instruct JetPlan to apply the factor formula when
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a particular situation exists (for 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.
ETOPS Activation Flag Codes

The following activation flag codes instruct JetPlan to turn on or off a particular ETOPS
control parameter.
Table 26-15
ETOPS Activation Flag Code
Code
Definition
0 (off)
This code implies no application; this feature is turned off. For example, if the Ice Drag
Flag is set to 0, no fuel burn computations are performed for this particular control
parameter, whether you have a formula stored in the Ice Drag Factor parameter or not.
1 (on)
This code is used if you want to activate the corresponding factor (formula). For example, if
the Cruise Flag is set to 1, then the corresponding Cruise Factor is calculated and added to
the ETOPS analysis. When a flag is turned on, the calculation made depends on the
formula you set in the corresponding factor field.
NOTE The following are special applications of the flag code 1:
- A Hold Flag set to 1 indicates that the Hold Value is a time entry.
- An ISA Flag set to 1 instructs JetPlan to add the ISA deviation burn (factor) for every 10
degrees of temperature increase above Standard ISA temperature.
2 (on)
The flag code 2 applies only to certain controls. A Hold Flag set to 2 indicates that the Hold
Value is a weight entry. An ISA Flag set to 2 instructs JetPlan to add the ISA deviation burn
(factor) for every 5 degrees of temperature increase above Standard ISA temperature.
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ETOPS Situation Flag Codes

The situation codes instruct JetPlan to apply the factor (formula) when a particular situation
existsfor example, the factor is applied when icing is present.
Table 26-16
ETOPS Situation Flag Codes
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,
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.
ETOPS Special Flag Codes

The following table lists the ETOPS special flag codes.
Table 26-17
Flag
Special Code Explanation
Cruise Flag
The Cruise Flag has an initial descent distance code, D which allows you to set the
distance, in nautical miles, to the initial descent point (for example, D20 indicates an initial
descent distance of 20 nautical miles).
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ETOPS Special Flag Codes
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Table 26-17
ETOPS Special Flag Codes (continued)
Flag
Special Code Explanation
Divert Flag
The following codes apply to the Divert Flag only:

The code, C, indicates that cruise time is included in the diversion time calculation.
The code, D, indicates that descent time is included in the diversion time calculation.
You can also cut the descent time in half by entering D(/2).
The code, H, indicates that hold time is included in the diversion time calculation. You
can also set the hold time to a specific number of minutes (for example, H(15) sets the
hold time to 15 minutes). The hold time can also be multiplied (for example, H(*2) sets
the hold time to twice its calculated value).
Example:
ID=1C Demonstrates the combining of code parameters with an ETOPS Database flag. The
number 1 activates the factor formula, and the letter C applies the formula to the LRC
segment of the divert.
ETOPS Factor Code Definitions

Factors are the formulas applied to the divert phase of flight fuel burn numbers. They are
activated by the corresponding flag. The codes used for each factor vary, so factors that use the
same code nomenclature are grouped together for explanation.
The following factors use the same code nomenclature: Ice Drag LRC Factor, Ice Drag 1LE
Factor, Anti-Ice LRC Factor, Anti-Ice 1LE Factor, Conservatism Factor, Time Conservatism
Factor, and ISA (Deviation) Value. The codes for these factors are shown in the following
table.
Table 26-18
ETOPS Factor Codes
Code
Definition
Integer multiplier input. This value, when combined with the codes for the fuel burn phases
of flight (for example, cruise, descent, hold, and so on shown below in this table) is
multiplied by the calculated fuel burns to provide a fuel pad total for the flag entered.
For example, if you enter an Ice Drag LRC Factor of 2CDH, the calculated fuels for the
cruise, descent and hold (CDH) phases of the divert are doubled (CDH x 2) to provide the
fuel burn total for the Ice Drag Factor. The multiplier you enter needs to be a rather small
number, because the product fuel burn you produce can be a number so large as to exceed
the capabilities of the aircraft (the error needs more burnable fuel results).
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Table 26-18
ETOPS Factor Codes (continued)
Code
Definition
Pxxx
Percentage multiplier input. This value works in the same manner as the integer multiplier
explained above. However, in this case you are taking a percentage of the calculated fuel
burns.
For example, if you enter an Ice Drag LRC Factor of P1000CDH, the calculated fuels for the
cruise, descent, and hold phases of the divert are multiplied by 10% (CDH x .10) to provide
the fuel burn total for the Ice Drag Factor.
NOTE The percentage you wish to enter is multiplied by 100 to arrive at your input (for
example, 5% is entered as P500).
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
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
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
Using this code includes the anti-ice fuel burn from the divert as part of the calculation. As
Using this code includes the ice drag fuel burn from the divert as part of the calculation. As
Examples:
IL=P200CD Ice Drag LRC Factor. This factor calculates a fuel total based
on the product of 2% (P200) of the cruise (C) and descent (D) fuel figures
from the divert fuel totals.
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IE=2DMA Ice Drag 1LE Factor. This factor calculates a fuel total based
on the product of 2 times the descent (D), MAP (M) and APU (A) fuel
figures from the divert fuel totals.
AL=P100CDH(/2)MAT Anti-Ice LRC Factor. This factor calculates a fuel
total based on the product of 1% (P100) of the cruise (C), descent (D), half
of the hold (H(/2)), MAP (M), APU (A), and anti-ice (T) fuel figures from
the divert fuel totals.
The following tables list the codes for the other factors individually. Some codes are the same
as above, and others differ from factor to factor. Examples are provided after each table.
Table 26-19
APU Burn Factor Codes
Code
Definition
xx
Integer multiplier input. See previous table.
Pxxx
Percentage multiplier input. See previous table.
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
MAP Burn Factor Codes
Code
Definition
xxx
Enter the MAP burn value, in pounds or kilos (for example, the entry 150 sets the MAP burn
value to 150 lbs/kgs).
Example:
150 MAP burn is 150 lbs/kgs.
Table 26-21
ETOPS Hold Burn Factor Codes
Code
Definition
xxx
Enter the hold burn value. This is a fuel weight entry (lbs/kgs) when the Hold Flag is set to
2, and a time entry (minutes) when the Hold Flag is set to 1.
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Examples:
500 Hold burn is set to 500 lbs/kgs when Hold Flag is set to 2.
15 Hold burn is set to 15 minutes when Hold Flag is set to 1.
Table 26-22
ETOPS Cruise Distance Factor Codes
Code
Definition
xx
This input adds xx nautical miles to the cruise distance.
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).
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CADB Parameters: Driftdown Section

The Driftdown section supports the JetPlan feature, Terrain Analysis. Parameters set in this
section apply to the Terrain Clearance/Mountain Driftdown calculation. The Driftdown
section is not displayed in JetPlan.com unless you set the DD parameter in the
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
CADB Record: Driftdown Section
Description
NOTE If you are using the JetPlan command-line interface, all Driftdown parameter entries must include an
equal sign (=) between the parameter code and the input value.
Driftdown-Climbout
Engine Out Climbout AntiIce On
(D11)
D11=
Scenario: Engine-out, anti-ice on

Allows you to set a divert climb airspeed for the climbout portion of the flight
under an engine-out, anti-ice on, driftdown scenario. The input value is the
name of the table data available for the aircraft. Example: 1LE
ex. D11=1LE
Engine Out Climbout AntiIce Off
(D12)
D12=
ex. D12=1LE
Engine Out Cruise Anti-Ice
On
(D13)
D13=
ex. D13=1LE
Off
(D14)
D14=
ex. D14=1LE
Scenario: Engine-out, anti-ice off

Allows you to set a divert climb airspeed for the climbout portion of the flight
under an engine-out, anti-ice off, driftdown scenario.
The input value is the name of the table data available for the aircraft. Example:
1LE
Allows you to set a divert cruise airspeed for the climbout portion of the flight
under an engine-out, anti-ice on, driftdown scenario.
1LE
Allows you to set a divert cruise airspeed for the climbout portion of the flight
1LE
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Table 26-23
CADB Record: Driftdown Section (continued)
Parameter
Description
Driftdown Descent Anti-Ice

On
(D15)
D15=
ex. D15=3DO
Off
(D16)
D16=
ex. D16=3DF
Allows you to set a divert descent airspeed for the climbout portion of the flight
3DO
Allows you to set a divert descent airspeed for the climbout portion of the flight
3DF
Driftdown-Enroute (Route Exclusive)

Engine Out Climbout AntiIce On
(D21)
D21=
ex. D21=1LE
Engine Out Climbout AntiIce Off
(D22)
D22=
ex. D22=1LE
On
(D23)
D23=
ex. D23=1LE
Off
(D24)
D24=

Allows you to set a divert climb airspeed for the enroute portion of the flight
1LE
Allows you to set a divert climb airspeed for the enroute portion of the flight
1LE
Allows you to set a divert cruise airspeed for the enroute portion of the flight
1LE
Allows you to set a divert cruise airspeed for the enroute portion of the flight
under an engine-out, anti-ice off, driftdown scenario. The input value is the
name of the table data available for the aircraft. Example: 1LE
ex. D24=1LE
On
(D25)
D25=

Allows you to set a divert descent airspeed for the enroute portion of the flight
under an engine-out, anti-ice on, driftdown scenario. The input value is the
name of the table data available for the aircraft. Example: 3DO
ex. D25=3DO
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Table 26-23
Parameter
Description

Off
(D26)
D26=
Allows you to set a divert descent airspeed for the enroute portion of the flight
under an engine-out, anti-ice off, driftdown scenario. The input value is the
name of the table data available for the aircraft. Example: 3DF
ex. D26=3DF
Defaults
Takeoff Fuel Burn
(D31)
D31=
Allows you to define the fuel burned while maneuvering from rotation to
touchdown at the divert airport. The input value is a fuel amount, in pounds or
kilograms. Example: 500
ex. D31=500
Takeoff Time
(D32)
D32=
Allows you to define the time spent while maneuvering from rotation to
touchdown at the divert airport. The input value is a length of time, in minutes.
Example: 10
ex. D32=10
Takeoff Distance
(D33)
Allows you to define a specific takeoff distance. The input value is a distance,
in nautical miles. Example: 12
D33=
ex. D33=12
Approach Fuel Burn
(D34)
D34=
Allows you to define the fuel burned while maneuvering from overhead the
divert airport to touchdown. The input value is a fuel amount, in pounds or
kilograms. Example: 1000
ex. D34=1000
Approach Time
(D35)
D35=
Allows you to define the time spent while maneuvering from decision point to
touchdown at the divert airport. The input value is a length of time, in minutes.
Example: 5
ex. D35=5
Landing Table
(D36)
D36=
Allows you to define the table used to supply airspeed schedules. The input
value is a record name. The name may not exceed 8 characters. Example:
filename
ex. D36=filename
Temperature Threshold
(D41)
Unavailable at this time.
D41=
ex. D41=5
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Table 26-23
Parameter
Description
Driftdown Bias
Allows you to set a driftdown bias for engine-out operations. The input value is
a percentage bias entry (for example, 16.9 = 16.9%). Example: 10.2
(D42)
D42=
ex. D42=10.2
CADB Parameters: Biases Section

The Biases section contains parameters that allow you to set various flight biases.
Table 26-24
CADB Record: Biases Section
Parameter
Description
POD Biases
(DB)
Allows you to bias the departure (POD) for fuel, time, and distance. Each factor
can be set individually or in combination.
DB or DB=
Input values:
ex. DB500,9,50
Fuel in pounds
ex. DB=500,0,0
Time in minutes
or
DBF
Distance in nautical miles

Default value for each of the above: 0
DBT
DBD
ex. DBT9,DBF500,
DBD50
ex. DBT=9,DBF=500
(DBQ)
When set to Yes, allows you to defer departure bias inputs until the time the
flight plan is created.
DBQ or DBQ=
Input values: Yes/No
Defer Departure Bias
ex. DBQ=Y
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Table 26-24
CADB Record: Biases Section (continued)
Parameter
Description
POA Biases
(AB)
Allows you to bias the arrival (POA) for fuel, time, and distance. Each factor
can be set individually or in combination.
AB or AB=
Input values:
ex. AB=300,0,25
Fuel in pounds
or
Time in minutes
ABF or ABF=
ABT or ABT=

Default value for each of the above: 0
ABD or ABD=
ex. ABF300,ABT8,ABD25
ex. ABT=10,ABF=500
(ABQ)
When set to Yes, allows you to defer arrival bias inputs until the time the flight
plan is created.
ABQ or ABQ=
Defer Arrival Bias
ex. ABQ=Y
Altimeter Bias
(B11)
B11=
ex. B11=200
Allows you to define a bias adjustment for an altimeter that has a slight
deviation in its display.
Input value: The known difference, in feet, between the aircrafts instrument
reading and the actual reading. Example: 200
Airspeed Bias
(B12)
B12=
ex. B12=20
Allows you to define a bias adjustment for an airspeed indicator that has a slight
Input value: The known difference, in knots, between the aircrafts airspeed
indicator reading and the actual reading. Example: 20.
Fuel Quantity Bias

(B13)
B13=
ex. B13=2400
Allows you to define a bias adjustment for a fuel gauge that has a slight
Input value: The known difference, in pounds, between the aircrafts fuel gauge
reading and the actual reading. Example: 2400
Payload Pad (less than 800

NM flight)
Allows you to define a bias adjustment for last minute additions in passengers
and cargo for flights that are less than 800 nautical miles.
(PO)
Input value: Weight in pounds. Example: 7500
P0=
ex. P0=7500
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Table 26-24
CADB Record: Biases Section (continued)
Parameter
Description
Payload Pad (more than 800

NM flight)
Allows you to define a bias adjustment for last minute additions in passengers
and cargo for flights that are more than 800 nautical miles.
(P8)
Input value: Weight in pounds. Example: 1000
P8=
ex. P8=1000
CADB Parameters: Special Bias Modifications Section

You may see the following section at the end of a CADB record summary (after the Biases
parameters): Contact JetPlan Customer Service for Modification of the Following Data.
The biases listed in this section can only be modified by Jeppesen. They include:
Cruise Mode Biases For fuel flow and true airspeed
NOTE Fuel flow biases may not exceed a 35% increase or decrease of the stored
table value.
Climb Biases For fuel, distance, and time

Descent Biases For fuel, distance, and time
Alternate Biases For divert fuel, distance, and time
NOTE Use of these biases is considered a permanent modification to your aircraft
record. Contact your Jeppesen account manager or the JetPlan Global Support and
Control Center (GSCC) to learn more about permanently biasing your CADB records.
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February 19, 2015


CADB Parameters: ICAO 2012 Certification and

Equipment Section
format occurred on November 14, 2012. All flight plans filed with Jeppesen flight
planning products are now filed in the ICAO 2012 format by default.

How the CADB Supports the ICAO 2012 Filed Flight Plan
Format
The ICAO 2012 Certification and Equipment section in the CADB contains data elements
that support the changes implemented for ICAO 2012 flight plan filings. These changes and
the new CADB parameters are summarized in the following paragraphs. For detailed
definitions and input values, see CADB Record: ICAO 2012 Section on page 755.
New Item 10a/b
EQUIPMENT
Parameter (NC2)
and Codes
You can select new codes for communication and navigation

equipment and capabilities. JetPlan automatically inserts the selected
10a codes before the / indicator in Item 10a/b EQUIPMENT on the
flight plan filing strip.
You can also select new codes for surveillance equipment and
capabilities. JetPlan automatically inserts the 10b codes after the /
indicator in Item 10a/b EQUIPMENT on the flight plan filing strip.
R - PBN Certified
Parameter
The new PBN Certified parameter allows you to indicate whether or

not the aircraft has Performance Based Navigation (PBN)
capabilities. When the PBN Certified (I1) parameter is set to Yes,
JetPlan inserts an R in Item 10a on the filing strip.
New or Revised
Item 18 Indicators
and Definitions
The following new or revised Item 18 indicator parameters are

available. When an Item 18 indicator parameter is populated in the
aircraft record, JetPlan inserts the stored value in Item 18 on the filing
strip:
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Item 18 PBN/ Allows you to select ICAO codes for the

aircraft's PBN capabilities. JetPlan inserts your selected codes
as a single, concatenated string in Item 18 PBN/.
Item 18 COM/ Allows you to specify communications
applications or capabilities not listed in Item 10a.
Item 18 DAT/ Allows you to specify data capabilities not
Item 18 SUR/ Allows you to specify surveillance
application/capability not specified in Item10b.
Item 18 CODE/ Allows you to enter the aircraft address.
Fifteenth Edition (PANS-ATM, DOC 4444). When an Item 18
indicator parameter is populated in the CADB, JetPlan automatically
inserts the stored value in Item 18 on the filing strip in the required
order.
New links between
Item 10a/b and
Item 18
Several links between Item 10a and Item 18 apply, as follows:

R (PBN Certified) and Item 18 PBN/ When R is in Item
10a on the filing strip (the PBN Certified parameter is set to
Yes in the aircraft record), PBN levels must be specified in
Item 18 PBN/ and vice versa. Otherwise, the flight plan may be
rejected.
The Item 18 PBN/ parameter allows you to store the required
data for insertion into Item 18 on the filing strip.
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Specific Associations Between Item 18 PBN/ and Item 10a

The following table lists specific associations that exist between
Item 10a codes and descriptors in Item 18 PBN/.
Table 26-25
Links Between Item 18 PBN/ and Item 10a
For Item 18 PBN

RNAV
Specification:
If Item 18 PBN/
entry includes
any/all of these:
GNSS
B1, B2, C1, C2, D1,

D2, O1, O2
DME/DME
B1, B3, C1, C3, D1,

D3, O1, O3
VOR/DME
B1, B4
OD or SD
INS
B1, B5
DME/DME/IRU
C1, C4, D1, D4, O1,

O4
DI
LORAN
B6
Then Item 10a

requires:
G (GNSS) and Item 18 NAV/ When G is in Item 10a on

the filing strip, the type of external GNSS augmentation, if any,
must be specified in Item 18 NAV/.
The Other Equipment (OE) parameter in the ATS Plan
section of the CADB allows you to store the GNSS
augmentation information for insertion into Item 18 NAV/ on
the filing strip.
Z (Other Equipment) and Item 18 COM/, NAV/, or DAT/
When Z is in Item 10a, equipment or capabilities that are not
specified in Item 10a must be specified in Item 18, preceded by
COM/, NAV/, or DAT/.
The Item 18 COM/ and Item 18 DAT/ parameters allow you to
store data for insertion into Item 18 on the filing strip. The
Other Equipment (OE) parameter in the ATS Plan section of
the CADB allows you to specify the data for insertion into Item
18 NAV/ on the filing strip.
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Related Customer Database Changes for ICAO 2012

The following section describes customer database changes related to ICAO 2012.
Flight Brief
Database
Parameters in the Flight Brief Database allow you to automatically

apply the Item 18 Special Handling (STS/) and 18 Originator
(ORGN/) parameters to specified flights, auto populating the filing
strip. For more information, see the Help topic for the Flight Brief
Database on JetPlan.com or the Flight Brief Database chapter in the
MEL Database
Parameters have been added to the MEL Database to degrade the

following ICAO 2012specific parameters in the ICAO 2012
Certification and Equipment section of the CADB:
10a/b EQUIPMENT
R - PBN Certified
Item 18 COM/
Item 18 PBN/
Item 18 SUR/
Item 18 CODE/
For more information, see the Help topic for the MEL Database on
JetPlan.com or the Minimum Equipment List chapter in the JetPlan
User Manual.
Before Using the ICAO 2012 CADB Parameters

Before using the ICAO 2012 parameters or filing ICAO 2012 flight plans, be aware of the
following guidelines:
You must configure your CADB with ICAO 2012 parameters to file ICAO
2012 flight plans using Jeppesens flight planning products. The ICAO 2012
FPL is pre-populated with this data.
If your CADB is not configured correctly for ICAO 2012, your flight plans
may fail or be rejected. For information on setting up the CADB, see the
following sections.
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See Reducing the Likelihood of Flight Plan Rejects on page 753 and
individual parameter definitions in CADB Parameters: ICAO 2012
Certification and Equipment Section on page 749 for important notes and
cautions.
Reducing the Likelihood of Flight Plan Rejects

To reduce the likelihood of ATC rejections of flight plans due to incorrect entry of ICAO 2012
data, follow these guidelines:
Ensure that when the PBN Certified (I1) parameter is set to Yes, PBN
levels are specified for the Item 18 PBN/ (I2) parameter.
Manage the other dependencies between Item 10a EQUIPMENT and Item
18 PBN/ described in How the CADB Supports the ICAO 2012 Filed
Flight Plan Format on page 749.
Enter no more than eight PBN codes in the PBN/ parameter.
Enter only numbers and letters for the ICAO 2012 parameters. See CADB
Parameters: ICAO 2012 Certification and Equipment Section on page 754
for information on entering data in the ICAO 2012 database fields.
Enter ICAO 2012-specific data only in the designated ICAO 2012 database
fields. For example, enter Item 18 PBN/ information only in the Item 18
PBN/ (I2) parameter in the ICAO 2012 Certification and Equipment
section.
Do not enter ICAO 2012 Item 18 RMK/ information in the Other Equipment
(OE) parameter in the ATS Plan section. Use the Flight Brief Database to
set up an A Flight Brief type that uses the Flight Brief Text parameter to
output Item 18 RMK information.
Do not enter any of the Item 18 indicators themselves in any database field.
The indicators are the following terms: NAV/, PBN/, COM/, DAT/, SUR/,
CODE/, PER/, STS/, ORGN/. For example, in the Item 18 CODE/ (I6) field,
do not enter CODE or CODE/ followed by the input value. Enter only
the input value for the field. Example: F00001
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CADB Parameters: ICAO 2012 Certification and Equipment

Section
NOTE
This section assumes you use JetPlan.com to maintain the CADB.
IMPORTANT The table in this section provides high-level information. For detailed
information on ICAO 2012 changes, requirements, and data, see the Procedures for
DOC 4444).
See also How the CADB Supports the ICAO 2012 Filed Flight Plan Format on
page 749 and Reducing the Likelihood of Flight Plan Rejects on page 753.
The following table lists the parameters in the ICAO 2012 Certification and Equipment
section of the CADB. As you perform database tasks, consult this table for information.
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Table 26-26
Parameter
CADB Record: ICAO 2012 Section
Description
10a/b EQUIPMENT Parameter

(NC2)
In JetPlan.com, the 10a Equipment codes and the 10b Surveillance Equipment codes are entered in separate
areas on the CADB ICAO 2012 page. However, the 10a and 10b codes are stored together in the Aircraft
database record as the value of the 10a/b EQUIPMENT (NC2) parameter. Based on your selections on the
Change ICAO 2012 in Aircraft Record page in JetPlan.com, JetPlan automatically inserts the 10a codes
before the / indicator and the 10b codes after the / indicator in Item 10a/b EQUIPMENT on the flight plan filing
strip.
Example:
ABCDHJ2KM2RT/CHU2
NOTE If the plan is sent to an AFTN (Aeronautical Fixed Telecommunication Network) center, the 10a/b
EQUIPMENT parameter is limited to the first 69 characters (including the / indicator), even though you can enter
82 characters for the parameter value in the CADB record.
NOTE The application of a degradation to the Item 10a/b EQUIPMENT parameter in the ICAO 2012 section of
the MEL Database overrides the 10a/b EQUIPMENT parameter value in the CADB and removes the CADB output
from Item 10/a in the ICAO filing strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or the Minimum Equipment Database chapter in the JetPlan User Manual.
10a Equipment
NOTE The values for 10a
Equipment and for 10b
Surveillance Equipment
together constitute the value
of the NC2 parameter in the
Aircraft record.
Allows you to add ICAO 2012 codes for Item 10a/ to the aircraft record. 10a
codes are for radio communication (COM) equipment, navigation (NAV)
equipment, and approach aids. You can make multiple selections on the
Change ICAO 2012 in Aircraft Record page. JetPlan inserts your selected
10a codes as a single, concatenated string before the / indicator in Item 10a/b
EQUIPMENT on the flight plan filing strip.
Example:
ABCDHJ2KM2RT/CHU2
Input options:
N - No Std Equip
Indicates that no COM/NAV/approach aid equipment for the route to be flown
is carried or that the equipment is unserviceable. If you select N - No Std Equip,
none of the 10a Equipment codes are available for selection on the CADB
ICAO 2012 page. Code N is automatically inserted into Item 10a on the filing
strip.
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Table 26-26
Parameter
10a Equipment (continued)
CADB Record: ICAO 2012 Section (continued)

Description
S - Standard Equip
Indicates that standard COM/NAV/approach aid equipment for the route
to be flown is carried and serviceable. If code S is used, standard
equipment is considered to be VHF RTF,VOR and ILS. Code S is
automatically inserted into Item 10a/b EQUIPMENT on the flight plan
filing strip. You can also select additional equipment codes (see 10a
Equipment codes below) for insertion into Item 10a.
When you select S - Standard Equip, the following equipment codes are
not available for selection on the ICAO 2012 page in JetPlan.com.
- L (ILS)
- O (VOR)
- V (VHF)
Edit Standard Equipment
When you select Edit Standard Equipment, the following equipment codes
are automatically selected on the CADB ICAO 2012 page but is also
available for editing:
- L (ILS)
- O (VOR)
- V (VHF)
You can also select additional equipment codes (see 10a Equipment codes
on below) for insertion into Item 10a in the filing strip.
NOTE Code S or code O is required in Item 10a when Item 18 PBN/
contains certain descriptors. See New links between Item 10a/b and Item 18 on
page 750.
10a Equipment Codes

If you choose S - Standard Equip or Edit Standard Equipment for 10a
Equipment, you can also select additional equipment codes that you want to use
on the flight plan filing strip.
The equipment codes for Item 10a are listed below:
A - GBAS
Stands for the GBAS landing system
B - LPV
Stands for LPV (APV with SBAS)
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Table 26-26
Parameter

Description
C - LORAN C
NOTE C is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See New links between Item 10a/b and Item 18 on page 750.
D - DME
NOTE D is required in Item 10a when Item 18 PBN/ contains certain
descriptors. See Links Between Item 18 PBN/ and Item 10a on page 751.
E1 - FMC WPR ACARS

E2 - D FIS ACARS
E3 - PDC ACARS
F - ADF
G - GNSS
NOTE G is required in Item 10a when Item 18 PBN/ contains certain
descriptors.
NOTE When G is in Item 10a, additional types of external augmentation, if
any, are specified in item 18 following NAV/ and separated by a space. You can
use the Other Equipment (OE) parameter in the ATS Plan section of the CADB
to save the GNSS augmentation information. JetPlan automatically inserts the
augmentation information in Item 18 NAV/ on the filing strip. See the Other
Equipment (OE) parameter in the CADB Parameters: ATS Plan Section on
page 719.
See New links between Item 10a/b and Item 18 on page 750.
H - HF RTF
I - Inertial Navigation
NOTE I is required in Item 10a when Item 18 PBN/ contains certain
J1 - CPDLC ATN VDL Mode 2

J2 - CPDLC FANS 1/A HFDL
J3 -CPDLC FANS 1/A VDL Mode A
J4 - CPDLC FANS 1/A VDL Mode 2
J5 - CPDLC FANS 1/A SATCOM (INM)
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Table 26-26
Parameter

Description
J6 - CPDLC FANS 1/A SATCOM (MTS)
J7 - CPDLC FANS 1/A SATCOM (IRID)
K - MLS
L - ILS
NOTE L - ILS is selected by default if you have chosen S - Standard Equip for
the 10a Equipment option.
M1 - ATC RTF SATCOM (INMARSAT)

M2 - ATC RTF (MTSAT)
M3 - ATC RTF (Iridium)
O - VOR
NOTE O - VOR is selected by default if you have chosen S - Standard Equip for
the 10a Equipment parameter.
NOTE O is required in Item 10a when Item 18 PBN/ contains certain
R - See R - PBN Certified below.

See S - Standard Equipment above.
NOTE This code is required in Item 10a when Item 18 PBN/ contains certain
T - TACAN
U - UHF RTF
V - VHF RTF
NOTE V - VHF RTF is selected by default if you have chosen S - Standard
Equip for the 10a Equipment parameter.
W - This code is not included in the ICAO 2012 Certification and

Equipment section of the CADB. Code W is inserted in Item 10a of the
filing strip when the RVSM Certified (RV) parameter is set to Yes in the
Certified section of the CADB. See the RVSM (RV) parameter in
CADB Parameters: Certified Section on page 716.
X - This code is not included in the ICAO 2012 Certification and
Equipment section of the CADB. Code X is inserted in Item 10a of the
filing strip when the MNPS Certified (ME) parameter is set to Yes in the
Certified section of the CADB. See the MNPS Certified (ME) parameter
in CADB Parameters: Certified Section on page 716.
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Table 26-26
Parameter

Description
Y- This code is not included in the ICAO 2012 Certification and
Equipment section of the CADB. Code Y is inserted in Item 10a of the
filing strip when the 8.33 KHz Communication (83) parameter is set to
Yes in the Equipment section of the CADB. See the 8.33 KHz
Communication (83) parameter in CADB Parameters: Equipment
Section on page 711.
Z - Other Equipment Carried
If you select code Z, you also must specify the other equipment carried
or other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as
appropriate. See New links between Item 10a/b and Item 18 on
page 750.
For NAV/ equipment and capabilities, you can specify the information in
the Other Equipment (OE) parameter in the ATS Plan section of the
CADB. JetPlan automatically inserts the information in Item 18 NAV/ on
the filing strip.
Z is automatically inserted into Item 10a on the filing strip if the Other
Equipment (OE) parameter in the ATS section of the CADB is
populated. See the Other Equipment (OE) parameter in the CADB
Parameters: ATS Plan Section on page 719.
Item 18 COM/
(I3)
Allows you to specify additional communications applications or capabilities

for the aircraft that are not covered by the codes for Item 10a.
Input value: Up to 100 alphanumeric characters if needed. However,
EUROCONTROL accepts only 50 characters.
When Z is in Item 10a, you also must specify the other equipment carried or
other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as
appropriate. See New links between Item 10a/b and Item 18 on page 750.
NOTE Z is automatically inserted in 10a if the Other Equipment (OE)
parameter in the ATS Plan section of the CADB is populated.
NOTE If the 8.33 KHz Communication (83) parameter is set to Permit (P) or
Exempt (E) in the Equipment section of the CADB, EXM833 is inserted in Item
18 COM/.
NOTE ANSP/ Air Services Australia indicates satcom phone numbers can be
entered here. No special characters are allowed. Example: 8889993123
NOTE Do not use any special characters, including a slash (/) or a hyphen (-)
in any Item18 text. Doing so may result in rejected flight plan filings.
NOTE The application of an override to the Item 18 COM/ parameter in the
ICAO 2012 area of the MEL Database overrides the Item 18 COM/ parameter
value in the CADB and removes the CADB value from Item 18 COM/ in the ICAO
filing strip. For more information, see the Help topic for the MEL Database in
JetPlan.com or the Minimum Equipment List Database chapter in the JetPlan
User Manual.
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Table 26-26
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)

If you select code Z, you also must specify the other equipment carried or
other capabilities in Item 18, preceded by COM/, NAV/, or DAT/, as
appropriate. See New links between Item 10a/b and Item 18 on page 750.
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.
NOTE The application of a degradation to PBN certification in the ICAO 2012
section of the MEL Database overrides the R - PBN Certified value in the CADB
and removes the R designator from Item 10a in the ICAO filing strip. For more
information, see the Help topic for the MEL Database in JetPlan.com or
Minimum Equipment Database chapter in the JetPlan User Manual.
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Table 26-26
Parameter
Description
Item 18 PBN/
IMPORTANT When the PBN Certified (I1) parameter is set to Yes in the
aircraft record, the PBN levels must also be specified in the PBN/ indicator in
Item 18. Otherwise, the flight plan may be rejected. See New links between Item
(I2)
IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the
PBN/ indicator. If the allowed maximum (currently eight codes) is exceeded, your
flight plans may be rejected.
This parameter allows you to identify the aircraft's Performance Based

Navigation (PBN) capabilities. If the aircraft has Area Navigation (RNAV) or
Required Navigation Performance (RNP) capabilities, they must be described
in Item 18 PBN/, using only the codes listed below. You can make multiple
selections, and JetPlan inserts your selected codes as a single, concatenated
string in Item 18 PBN/ on the flight plan filing strip.
Example: A1B2C2D2LIS1T204
NOTE The number of allowed codes (currently eight) might change in the
future. Therefore, there is no limit in the CADB to the number of codes you can
select. It is your responsibility to ensure that the number of selected codes
complies with the current ICAO 4444 Amendment.
NOTE The application of a degradation to the Item 18 PBN/ parameter in the
ICAO 2012 section of the MEL Database overrides the PBN/ parameter value in
the CADB and removes the CADB output from Item 18 PBN/ in the ICAO filing
JetPlan.com or the Minimum Equipment Database chapter in the JetPlan User
Manual.
Input value: Item 18 PBN/ input options are restricted to a total of eight codes
(16 characters) from the following lists of RNAV and RNP Certification codes.
PBN/ RNAV Specification Codes:
A1 - RNAV 10 (RNP 10)
B1 - RNAV 5 All Permitted Sensors
NOTE ICAO guidance indicates usage of B1 is acceptable even when you have
all sensors except LORANC.
B2 - RNAV 5 GNSS
B3 - RNAV 5 DME/DME
B4 - RNAV 5 VOR/DME
B5 - RNAV 5 INS or IRS
B6 - RNAV 5 LORANC
C1 - RNAV 2 All Permitted Sensors
C2 - RNAV 2 GNSS
C3 - RNAV 2 DME/DME
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Table 26-26
Parameter
Item 18 PBN/ (continued)

Description
C4 - RNAV 2 DME/DME/IRU
D1 - RNAV 1 All Permitted Sensors
D2 - RNAV 1 GNSS
D3 - RNAV 1 DME/DME
D4 - RNAV 1 DME/DME/IRU
PBN/ RNP Specification Codes:
L1 - RNP 4
O1 - RNP 1 All Permitted Sensors
O2 - Basic RNP 1 GNSS
O3 - Basic RNP 1 DME/DME
O4 - Basic RNP 1 DME/DME/IRU
S1 - RNP APCH
S2 - RNP APCH with BARO-VNAV
T1 - RNP AR APCH with RF
Requires special authorization.
T2 - RNP AR APCH without RF
Requires special authorization.
10b Surveillance
Equipment
NOTE The values for 10a
Equipment and 10b
Surveillance Equipment
together constitute the value
of the NC2 parameter in the
Aircraft record.
Allows you to add ICAO 2012 codes for Item 10b/ to the aircraft record. 10b
codes are for surveillance equipment and capabilities. You can make multiple
selections. JetPlan inserts your selected 10b codes as a single, concatenated
string after the / indicator in Item 10a/b EQUIPMENT on the flight plan
filing strip.
Example:
ABCDHJ2KM2RT/CHU2
Input options: Item 10b input options are restricted to codes selected from the
following lists of transponder and ADS codes.
NOTE The maximum number of characters allowed by the ICAO for 10b is 20.
Equipment 10b Transponder Codes

NOTE Only one transponder code can be selected.
None Select if no surveillance equipment for the route to be flown is

carried, or the equipment is unserviceable. If you select None, no 10b
Surveillance Equipment codes are available for selection on the CADB
ICAO 2012 page.
A - Mode A (4 digits - 4 096 codes)
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Table 26-26
Parameter
10b Surveillance
Equipment (continued)

Description
C - Mode A and C
Stands for Mode A (4 digits - 4 096 codes) and Mode C
E - Mode S, including Aircraft Identification, Pressure-Altitude and
Extended Squitter (ADS-B) Capability
H - Mode S, including Aircraft Identification, Pressure-Altitude and
Enhanced Surveillance Capability
I - Mode S, including Aircraft Identification, but no Pressure-Altitude
Capability
L - Mode S, including Aircraft Identification, Pressure-Altitude, Extended
Squitter (ADS-B) and Enhanced Surveillance Capability
P - Mode S, including Pressure-Altitude, but no Aircraft Identification
Capability
S - Mode S, including both Pressure-Altitude and Aircraft Identification
Capability
X - Mode S with neither Aircraft Identification nor Pressure-Altitude
Capability
Equipment 10b ADS Codes
NOTE Only one type of each ADS-B code is used: B1 or B2, U1 or U2, V1 or
V2.
B1 - ADS-B with dedicated 1090 MHz ADS-B out Capability

B2 - ADB-B with dedicated 1090 MHz ADS-B out and in Capability
U1 - ADS-B out Capability using UAT
U2 - ADS-B out and in Capability using UAT
V1 - ADS-B out Capability using VDL Mode 4
V2 - ADS-B out and in Capability using VDL Mode 4
D1 - ADS-C with FANS 1/A Capabilities
G1 - ADS-C with ATN Capabilities
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Table 26-26
Parameter
Description
Item 18 SUR/
Allows you to enter surveillance applications or capabilities for the aircraft that
are not covered by the codes for Item 10b.
(I5)

Per the FAA Aeronautical Information Manual, SUR/ indicates surveillance
capabilities not specified in 10b, when requested by an Air Navigation Service
Provider. If ADS-B capability filed in Item 10 is compliant with RTCA DO260B, include the item 260B|| in SUR/. If ADS-B capability filed in Item 10 is
compliant with RTCA DO-282B, include the item 282B|| in SUR/.
EXAMPLE:
1. SUR/260B
2. SUR/260B 282B
For the latest FAA information on the above, see the Aeronautical Information
Manual on the FAA Web site.
NOTE The application of an override to the Item 18 SUR/ parameter in the
ICAO 2012 section of the MEL Database overrides the Item 18 SUR/ parameter
value in the CADB and removes the output from Item 18 SUR/ in the ICAO filing
User Manual.
Item 18 CODE/
(I6)
Allows you to enter the aircraft address for the aircraft, expressed in the form of
an alphanumerical code of six hexadecimal characters (as prescribed by the
appropriate ATS authority). For example, F00001 is the lowest aircraft address
contained in the specific block administered by ICAO.
Input value: Alphanumeric code of six hexadecimal characters
NOTE 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
User Manual.
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Table 26-26
Parameter
Description
Item 18 PER/
Allows you to enter aircraft performance data as prescribed by the appropriate

ATS authority. The data is indicated by a single letter as specified in the ICAO
document: Procedures for Air Navigation Services Aircraft Operations
(PANS-OPS, Doc 8168), Volume I Flight Procedures.
(I7)
Input value: One (1) alphanumeric character only. Permissible values are: A, B,
C, D, E, or H. May be left blank.
NOTE The application of an override to the Item 18 PER/ parameter in the
ICAO 2012 section of the MEL Database overrides the Item 18 PER/ parameter
value in the CADB and removes the output from Item 18 PER/ in the ICAO filing
User Manual.
Item 18 STS/
Item 18 Special Handling (STS/) parameters are not included in the ICAO
2012 Certification and Equipment section of the CADB. Instead, Item 18 STS/
values can be stored in a Flight Brief Database record and applied to flight
plans according to filtering criteria you have established in the same record. For
more information, see the Help topic for the Flight Brief Database on
JetPlan.com, or see the Flight Brief Database chapter in the JetPlan User
Manual.
NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO
2012 FPL format when the RVSM parameter in the CADB is set to Exempt.
Item 18 ORGN/
The Item 18 Originator (ORGN/) parameter is not included in the ICAO 2012
Certification and Equipment section of the CADB. Instead, Item 18 ORGN/
values can be stored in a Flight Brief Database record and applied to flight
plans according to filtering criteria you have established in the same record. For
more information, see the Help topic for the Flight Brief Database on
JetPlan.com, or see the Flight Brief Database chapter in the JetPlan User
Manual.
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Database Management
Database Management
NOTE This section covers using the JetPlan command line interface to manage this
database. However, JetPlan.com is the recommended interface for managing the
customer databases. See the JetPlan.com Help file for detailed information.
Using JetPlan to Manage the Database

To make the CADB a data resource for flight planning, you must first create and manage
records of information in the database. To do this, you need to access the database. The CADB
access command is AC, and it is entered on the Options command line. Any attempt to affect
or reference the information in the database must begin with this command.
NOTE Use of the CADB is intended for the 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
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File Display
PRI Displays the record
SUM Displays a list of records in the database
NOTE The CADB access command has several more function commands, but
these functions apply to the display of generic aircraft data. For more information see
the Aircraft Type Commands chapter in the JetPlan User Manual.
The records you affect in the database are referenced by record name. Record names are twoto-eight (2-8) character inputs of your choosing.
NOTE You can choose to use the aircraft's registration number (or tail number) as
the aircraft record name. Note, however, that although registration numbers may
exceed eight characters, the aircraft record name cannot.
In most cases, the record name input immediately follows the access code and function
command. One time this is not true is when you first create a new record. In this case, the ID
of the generic aircraft you wish to save as a record in the database must precede the record
name (it is entered between the function command and the record name). Hence, the input
structure of a CADB command that creates a new record has the following syntax:
AC,function command,genericID,filename,parameter 1,parameter
2,parameter 3
In most other cases, the input structure of a CADB command has the syntax:
AC,function command,filename,parameter 1,parameter 2,parameter 3
NOTE
Each input item in the command must be separated by a comma.
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CADB Commands
The CADB command functions are divided into two categories: file maintenance and file
display. This section describes each command function.
File Maintenance Commands

File maintenance commands create, modify, and delete records in the database. An
explanation and example of each maintenance command is shown in the following table.
Table 26-27
CADB File Maintenance Commands
Command
Description
AC,SAV
The SAV function command allows you to create a new record of information for a
particular aircraft in the database. On the Options command line, enter the generic ID of
the aircraft you want to save and the record name (or tail number) under which it is to be
stored. The record name can be from two to eight (2-8) characters in length.
Example:
Explanation: Save the generic record, 747N, to a CADB record named N12345. No
parameters are set with this input.
01 OPTIONS AC,SAV,747N,N12345
You can set any parameter value with the SAV command. You must set the OP
(operational weight) parameter to make use of the aircraft record in a flight plan.
NOTE When setting parameter values in the CADB, you may enter the parameter code
and value as one unit (for example, OP150000) or include an equal sign (=) between the
two (for example, OP=150000). Exceptions to this style variation are three-character and
four-character codes. When entering these parameters (for example, CI1, EDN2, and so
on), you must include the equal sign between the code and the value.
Example:
Explanation: Save the generic record, 747N, to a CADB record named N12345. Set the
operational weight (OP) to 415,000 lbs, the minimum flight weight (MW) to 630,000 lbs,
and turn on the display of the following CADB sections: ETOPS (EP) and Bracket
Modes (BK).
01 OPTIONS AC,SAV,747N,N12345,OP=415000,MW=630000,EP=Y,BK=Y
Once a modification is submitted via the SAV command, JetPlan returns a display of the
entire CADB record, showing the default settings and any new parameter settings you
might have made.
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Table 26-27
CADB File Maintenance Commands (continued)
Command
Description
AC,CHG
The CHG function command allows you to modify or update the parameter value settings
in an existing CADB record. The input is similar to the SAV command, except that the
generic ID is no longer needed. You can add new parameter settings to the record, change
existing values, or reset values to zero or their default (original) status. In most cases,
resetting a parameter value to its default state simply requires the input of the parameter
code without a value assignment.
NOTE It is a good practice to include the equal sign when resetting parameters to their
default status because some parameters require it.
Example:
Explanation: Update the CADB record, N12345, by changing the operational weight
(OP) to 414,500 lbs, and resetting the minimum flight weight (MW) to its default state
(zero).
01 OPTIONS AC,CHG,N12345,OP=414500,MW=
IMPORTANT The practice of resetting parameters to their default status does not apply
to certain aircraft weight parameters that have values brought into the record from the
generic record. Resetting one of these parameters (for example, takeoff weight - TO) by
omitting a value input results in a parameter value of zero. This must be avoided at all cost.
These parameters require some positive value that coincides with the physical
characteristics of the aircraft and they are vital to the flight plan calculation process.
Once a modification is submitted via the CHG command, JetPlan returns a display of the
entire CADB record, showing the new or changed values.
AC,CHG,ALL=
You can make global changes to parameter settings by using the ALL= option. This
option allows you to apply modifications across all aircraft in your database by fleet type.
After the CHG command simply enter the option, ALL=xxxx, where xxxx is the generic
ID of the aircraft in your fleet that require the change.
For example, to change a couple of parameters for all 747M aircraft in your database,
simply include the option, ALL=747M, in the CHG command and specify the new
parameter settings.
Example:
Explanation: Set taxi fuel flow (TX) to 7200 lbs, and minimum contingency/reserve time
to 15 minutes for all 747M aircraft in the CADB.
01 OPTIONS AC,CHG,ALL=747M,TX=7200,MT=15
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Table 26-27
CADB File Maintenance Commands (continued)
Command
Description
AC,DEL
The DEL function command allows you to delete one or more existing aircraft records
from the CADB.
To delete a single record from the CADB, enter the name of the record you wish to delete
after the AC,DEL command.
Example:
01 OPTIONS AC,DEL,N12345
To delete multiple records from the CADB, enter the names of the record you wish to
delete after the AC,DEL command. Specify each record name and separate each with a
comma.
Example:
01 OPTIONS AC,DEL,N12345,N23456,N34567,and so on
To delete all records in the CADB not used in X number of days, enter the number of
days and append the letter, D (days), after the AC,DEL command.
NOTE When using this option, exercise caution to avoid deleting records unintentionally.
Example:
01 OPTIONS AC,DEL,180D
AC,DEL,$ALL
To delete all records in the CADB, enter the wildcard, $ALL, after the AC,DEL
command.
Example:
01 OPTIONS AC,DEL,$ALL
AC,CPY
The CPY function command allows you to copy the contents (parameter settings) of one
CADB record into a new CADB record. If you try to copy data to an existing record,
JetPlan notifies you that the record already exists.
To copy the parameter settings of one record into a new record, enter the original 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
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File Display Commands

Display commands are those that print (to screen) the content of the database. This section
reviews each display command function individually.
Table 26-28
CADB File Display Commands
Command
Description
AC,SUM
The SUM function command allows you to display a summary list of all aircraft records
stored under your ID by record name. Included in the summary is each 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
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C HAPTER 27

About the Aircraft Fleet Database

You can use the Aircraft Fleet database (ACFDB) to store and manage data related to a
specific aircraft fleet type. A fleet type is the Jeppesen generic aircraft ID that defines a
specific airframe/engine combination. For example, if you create an ACFDB record
containing parameters for a Boeing 777-200ER aircraft with GE90-110B1L engines (JetPlan
GAID 772R), JetPlan automatically applies the information in the ACFDB record whenever
you create a flight plan request that includes an aircraft of type 772R. (For more information
about generic aircraft IDs, see the Aircraft Type Commands chapter in the JetPlan User
Manual.)
SCM Data Sets and the ACFDB

NOTE The ETPRRMFL customer preference is not required if you are using
ETOPS II. ETOPS II flight plans automatically use SCM data sets, regardless of
customer preference or other configuration settings. For information on customer
preferences and ETOPS II, contact your Jeppesen account manager.
The ACFDB is primarily dedicated to the 12 ETOPS Speed/Cruise Mode (SCM) data sets.
The ETPRRMFL (ETP Range Ring Method Flag) customer preference activates the SCM data
sets as a replacement for a set of Customer Aircraft Database (CADB) parameters that defines
the ETOPS area of operation, equal time point (ETP) location, approved coverage ranges for
ETOPS alternates, and suitability times. The SCM data sets provide ETOPS operators with a
degree of flexibility and control that is not available when only using the CADB parameters.
The advantages of SCM data sets include:
The approval range around alternates is a user-provided distance as opposed
to a speed/time combination. This provides credit in the ETOPS coverage
circles for the extra distance resulting from the driftdown profile that would
be flown after engine loss.
SCM data sets allow ETOPS planning using different diversion speeds in
different regions of the world. For example, in one region, a slower speed
than approved for the aircraft type reduces the fuel required to meet the
ETOPS critical fuel requirement. In another region, the maximum approved
speed eases routing restrictions.
If a Minimum Equipment List (MEL) item results in a restriction on the
approval time for the aircraft, an alternative SCM can be used to plan with a
lower approval time.
SCM data sets allow for testing to determine the aircrafts ETOPS results
using different approval times.
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As noted above, the SCM data sets are used instead of certain CADB parameters when the
ETPRRMFL preference is set. The following table shows the overlap between the CADB and
the SCM data sets:
Table 27-1
CADB Parameter
ETOPS Approval Time (ET)
CADB/ACFDB SCM Data Set Overlap

SCM Data Set Parameter
Default ETOPS Diversion Mode Title
(DMT)/Default ETOPS Deviation Time (SD)
Sets 1-12 ETOPS Diversion Mode Title (DMT1DMT12)/ETOPS Deviation Time (SD1-SD12)
ETP Cruise Mode (EC)
ETOPS All Engine Cruise Mode (CA1-CA12)
ETP Cruise Mode (EC1)
ETOPS 1LE Depressurized Cruise Mode (CO1CO12)
ETP True Airspeed (EA)
ETOPS All Engine ETP TAS (SA1-SA12)
ETP True Airspeed (EA1)
ETOPS 1LE Depressurized ETP TAS (SO1-SO2)
Each ETOPS SCM data set is uniquely identified in the database by the combined values of
the ETOPS Diversion Mode Title parameter and the ETOPS Deviation Time parameter (the
approved ETOPS diversion time in minutes). In addition to the ETOPS Range Ring Radius,
each SCM data set also includes corresponding true airspeeds and cruise modes used for ETP
and Critical Fuel Scenario (CFS) calculations.
JetPlan applies the appropriate SCM data to a flight plan using the following logic:
User interfaces capable of doing so can identify an SCM data set to use as an
override to any stored default.
If no user input has been submitted as an override, JetPlan uses the default
SCM data set (if any) defined in the City Pair Fleet Database (CPFDB).
If an SCM data set reference cannot be derived from the CPFDB, JetPlan
uses the default ETOPS SCM data set in the ACFDB.
If the ACFDB does not contain a default SCM data set, JetPlan fails the
flight plan and returns an error.
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For more information on ETOPS, see the ETOPS 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.
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Database Parameters
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.

maintenance. See the JetPlan.com Help file.
Table 27-2
Aircraft Fleet Database Parameters
Parameter
Description
Fleet Type
(Required) Fleet Type refers to a specific

airframe/engine combination. The Fleet Type value is
the generic aircraft ID from the JetPlan Aircraft
Library. For instance, 777E is the JetPlan generic ID
for the aircraft type with ICAO identifier B772.
Critical Fuel Scenario (CFS) Fuel Pad
NOTE This parameter is used only by certain frontend dispatch software applications. Consult the
dispatch software product documentation or contact
your Jeppesen Account Manager for more information.
CFS
This parameter specifies the default CFS fuel pad that

is applied to the CFS calculation for an aircraft
belonging to the fleet.
Input value: 099999 lbs/kgs. Default is 0.
Default ETOPS Diversion Mode Title
DMT
This parameter is the customer-specified title of the

SCM data set to be used as the default. This parameter
and ETOPS Deviation Time together constitute the
SCM data set key. This title/time combination must
exactly match those of the SCM data set that is to be
used by default for the fleet type.
Input value: 1-10 alphanumeric characters
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Database Parameters
Table 27-2
Aircraft Fleet Database Parameters (continued)
Parameter
Description
Default ETOPS Deviation Time
This parameter and ETOPS Diversion Mode Title

together constitute the SCM data set key. This
parameter indicates the number of minutes that
defines the approved ETOPS diversion time. This
title/time combination must match exactly those of the
SCM data set that is to be used by default for the fleet
type.
SD
NOTE This parameter (with the Default ETOPS

Diversion Mode Title) corresponds to the ETOPS
Approval Time (ET) parameter in the CADB. For a
description of the ETOPS Approval Time parameter,
see the Customer Aircraft Database chapter in the
JetPlan User Manual or the Help file on JetPlan.com.
Input value: 60, 75, 120, 138, 180, 207, or 240

minutes
Tankering Interval
TI
This parameter specifies the maximum allowable time

aircraft can be on ground while holding extra fuel
intended for tankering.
Input value: 01440 minutes
Payload Tolerance
PT
This parameter is used by the front-end system when

payload weights are received. The system checks if
the received payload exceeds a payload tolerance.
Input value: 0999999 lbs/kgs
Print Aero Performance
AP
Set this parameter to Yes to display the aero

performance parameters. See below.
Aero Performance Parameters

The following parameters become available for editing in JetPlan.com when you set the Print Aero Performance
Parameter to Yes.
Mach Speed Limit
This parameter is currently not in use.
MCL
CAS Speed Limit
CSL
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Database Parameters
Table 27-2
Parameter
Description
(TAS) Speed Limit
TSL
MMO Margin
MMOM
NOTE This parameter is used with the OUTFLT cost

index cruise method. Cost index cruise methods are
set in the Customer Aircraft Database (CADB). See the
Customer Aircraft Database chapter in the JetPlan
User Manual or the Help file on JetPlan.com.
This parameter defines the maximum operating Mach

number (MMO) margin, intended to prevent
accidentally exceeding the MMO limit in flight.
The OUTFLT cost index cruise method uses the
MMO Margin parameter when it is set to a non-zero
number. When the Cost Index Method parameter in
the CADB is set to OUTFLT (LC=O), the system
automatically uses the value of the MMO Margin
parameter. If the Cost Index Method in the CADB is
set to OUTFLT, but the MMO Margin parameter is set
to 0 or is not defined, the system uses a default value
of five (5) calibrated airspeed (CAS) in knots.
Input value: 0-10 CAS in knots
VMO Margin
VMOM
NOTE This parameter is used with the OUTFLT cost

index cruise method. Cost index cruise methods are
This parameter defines the maximum operating

airspeed (VMO) margin, intended to prevent
accidentally exceeding the VMO limit in flight.
The OUTFLT cost index cruise method uses the VMO
Margin parameter when it is set to a non-zero number.
When the Cost Index Method parameter in the CADB
is set to OUTFLT (LC=O), the system automatically
uses the value of the VMO Margin parameter. If the
Cost Index Method in the CADB is set to OUTFLT,
but the VMO Margin parameter is set to 0 or is not
defined, the system uses a default value of five (5)
calibrated airspeed (CAS) in knots.
Input value: 0-10 CAS in knots
Buffet Margin JAR
BMJAR
Buffet Margin FAR
BMFAR
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Database Parameters
Table 27-2
Parameter
Description
Thrust Margin Bank Angle
TMBA
Rate of Climb with Max Climb Thrust
RCMCL
NOTE This parameter is used with the OUTFLT and

FPM cost index cruise methods. Cost index cruise
methods are set in the Customer Aircraft Database
(CADB). See the Customer Aircraft Database chapter
in the JetPlan User Manual or the Help file on
JetPlan.com.
This parameter defines the aircrafts altitude

capability limits or sets a speed limit, using the rate of
climb with maximum climb thrust. When the Cost
Index Method parameter in the CADB is set to
OUTFLT (LC=O), to Golden Section Search (FPM)
(LC=G) or to FMS Matching (FPM) (LC=P), the
system checks the limit set by the Rate of Climb with
Max Climb Thrust at available altitudes during profile
optimization.
Input value: 0-500 feet per minute
Rate of Climb with Max Cruise Thrust
RCMCR
NOTE This parameter is used with the FPM cost

index cruise methods. Cost index cruise methods are
This parameter defines the aircrafts altitude

capability limits, using the rate of climb with
maximum cruise thrust. When the Cost Index Method
parameter in the CADB is set to Golden Section
Search (FPM) (LC=G) or to FMS Matching (FPM)
(LC=P), the system checks the limit set by the Rate of
Climb with Max Cruise Thrust at available altitudes
during profile optimization.
Input value: 0-500 feet per minute
Truncate ECON Speed to Max Speed
TECON
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Table 27-2
Parameter
Description
Cockpit and Cabin Crew Parameters

NOTE The following cockpit and cabin crew parameters support the Minimum Adjusted Cost Index (MACI)
feature. When JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the
City Pair Fleet Database (CPFDB) record, combined with the Lateness Cost parameter values in the CPFDB
record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter
values in the CAPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the
CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet
Database (ACFDB) record. See the Cost Index Commands chapter in the JetPlan User Manual for information
about MACI.
Cockpit Crew Count

NCOD
ex. NCOD=3
Sets the default cockpit crew count; used when

computing total cost if no crew count is passed in the
Input value: 099
OSRO
Sets the fixed cost for the cockpit crew for on-time
arrivals.
ex. OSRO=2,000
Cockpit Crew Cost Over Schedule Rate

VSRO
Sets the fixed cost for the cockpit crew for late
arrivals.
ex. VSRO =3,000
Cabin Crew Count
Sets the default cabin crew count; used when

Cockpit Crew Cost On Schedule Rate
NCAD
ex. NCAD=3
Cabin Crew Cost On Schedule Rate
Input value: 099
OSRA
Sets the fixed cost for the cabin crew for on-time
arrivals.
ex. OSRA =5,000
Cabin Crew Cost Over Schedule Rate
VSRA
ex. VSRA =7,500
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Database Parameters
Table 27-2
Parameter
Description
ETOPS SCM Datasets (12 Sets)

NOTE Select Clear SCM Dataset to delete all values from the selected SCM data set. Each data set can be
cleared independently of the others. No other options on the page are affected.
General Parameters
Diversion Mode Title
DMT1DMT12

SCM data set. This parameter and ETOPS Deviation
Time together constitute the SCM data set key.
Input value: 1-10 alphanumeric characters. Default is
blank.
Deviation Time
SD1SD12
This parameter and ETOPS Diversion Mode Title

together constitute the SCM data set key. This
parameter indicates the number of minutes that
defines the approved ETOPS diversion time.
Input values: 60, 75, 120, 138, 180, 207, or 240
minutes.
NOTE This parameter corresponds to the ETOPS
Approval Time (ET) parameter in the CADB. For a
description of the ETOPS Approval Time parameter,
see the Customer Aircraft Database chapter in the
JetPlan User Manual or the Help file on JetPlan.com.
Descent Speed
DS1-DS12
This parameter allows you to define an ETOPS

Descent Speed. This value is included on the ETOPS
flight plan output in the equal time points (ETPs)
summary section. It provides a reminder to the crew
about the descent speed on which the ETOPS critical
fuel summary is based.
NOTE This descent value is used for inclusion in the
flight plan output and is informational only. This has no
impact on the actual descent speed used by JetPlan for
computation.
Range Ring Radius

SR1SR12
This distance specifies the radius of the large ETOPS

circles. This distance is determined by the customer
(not calculated by JetPlan) based on how far the
airplane can fly on one engine, accounting for 1LE
driftdown within the approved ETOPS Deviation
Time.
Input value: 09999 nm
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Table 27-2
Parameter
Description
Adequate Airport Radius

AR1AR12
This distance specifies the small circle radius for the

ETOPS Area of Operations entry/exit points
calculation.
Input value: 09999 nm
Reference Weight
SW1SW12
This parameter allows you to specify the weight to be

used by the airline to determine aircraft performance
for the ETOPS range-ring radius. This weight is not
used by JetPlan in any calculations. This is simply a
field that you can use as a reference.
Input value: 09999999 lbs/kgs
1LE Depressurized ETP TAS

SO1SO12
This parameter specifies the true airspeed (TAS) to be

used by JetPlan to calculate the location of 1LE
Depressurized equal time points (ETPs) between
ETOPS Alternates.
Input value: 09999 knots
NOTE The Cruise Mode Begin Flag (CS) and Cruise
Mode End Flag (CE) parameters in the CADB specify
which of the ETOPS Critical Fuel Scenarios (CFSs)
the system should compute for the aircraft. This TAS
may not be used if JetPlan does not need to calculate
the 1LE Depressurized ETP TAS scenario.
NOTE This parameter corresponds to the ETP True
Airspeed (EA1) parameter in the CADB. For a
description of the ETP True Airspeed (EA1) parameter,
as well as the Cruise Mode Begin Flag (CS) and Cruise
Mode End Flag (CE), see the Customer Aircraft
Database chapter in the JetPlan User Manual or the
Help file on JetPlan.com.
Depressurized Engine-Out Parameters

Initial Emergency Descent
DO1-DO12

This parameter allows you to store a reference to the

performance data to be used for the initial descent
(emergency descent) for the Depressurized EngineOut scenario.
Input value: 3 alphanumeric characters
NOTE If the Initial Emergency Descent parameter is
left blank, the descent is based on zero distance, zero
time, and zero fuel.
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Database Parameters
Table 27-2
Parameter
Description
Cruise Mode
This parameter specifies the cruise mode to be used by

JetPlan as the basis for the 1LE Depressurized Critical
Fuel Scenario (CFS).
CO1CO12
Input value: Valid cruise mode

NOTE This parameter corresponds to the ETP Cruise
Mode (EC1) parameter in the CADB. For a description
of the EC1 parameter, see the Customer Aircraft
Final Descent
FO1-FO12


performance data to be used for the final descent for
the Depressurized Engine-Out scenario.
Hold
HO1-HO12


performance data to be used for the hold calculations
for the Depressurized Engine-Out scenario.
Depressurized All-Engine Parameters
DA1-DA12


(emergency descent) for the Depressurized AllEngine scenario.
NOTE If the Initial Emergency Descent is left blank,
the descent is based on zero distance, zero time, and
zero fuel.
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Table 27-2
Parameter
Description
Cruise Mode
This parameter specifies the cruise mode to be used by

JetPlan as the basis for the All-Engine Depressurized
Critical Fuel Scenario (CFS).
CA1CA12
Input value: Valid cruise mode

NOTE This parameter corresponds to the ETP Cruise
Mode (EC) parameter in the CADB. For a description of
the EC parameter, see the Customer Aircraft
Final Descent
FA1-FA12


the Depressurized All-Engine scenario.
Hold
HA1-HA12


for the Depressurized All-Engine scenario.
Pressurized Engine Out Parameters
DDO1-DDO12


performance data to be used for the Initial Descent
(driftdown) for the Pressurized Engine-Out scenario.
NOTE If the Initial Emergency Descent is left blank,
the descent is based on zero distance, zero time, and
zero fuel.
Cruise Mode
DCO1-DCO12

This parameter allows you to specify the cruise mode

that is used by JetPlan to compute the cruise fuel for
the Engine-Out, Pressurized Critical Fuel Scenario
(CFS).
Input value: Valid auxiliary cruise mode
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Database Parameters
Table 27-2
Parameter
Description
Final Descent

DFO1-DFO12

performance data to be used for the Final Descent for
the Pressurized Engine-Out scenario.
Hold
DHO1-DHO12


for the Pressurized Engine-Out scenario.
Time-Limited Systems (TLS) Fire Suppression Scenario Parameters
Calculate TLS
TLSF1-TLSF12

Allows you to include or exclude Time-Limited

Systems (TLS) calculations for the SCM data set from
the ETOPS calculations and from the flight plan
output.
Input options:
YesTLS calculations are included in the ETOPS
calculations, and TLS outputs are included in the
flight plan (format-dependent).
NoTLS calculation are excluded from the
ETOPS calculations and TLS outputs are
excluded from the flight plan.
Cruise FL
TFL1-TFL12

This parameter allows you to store a flight level to be

used in the time computations for time-limited
systems (TLS) fire suppression scenario plans.
The purpose of this field is to identify the most likely
nominal flight level at which an all-engine emergency
(medical, fire, or system malfunction) would be
flown.
Input value: A 3-digit value that identifies a flight
level in hundreds of feet. Example: 350
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Database Parameters
Table 27-2
Parameter
Description
Initial Descent

TID1-TID12

(driftdown) for the time-limited systems (TLS) fire
suppression scenario computations.
Accounting for the initial descent in the TLS
evaluation can be expected to result in a lower time
value, making the ETOPS plan more likely to not
return negative results.
Cruise Mode
TCR1-TCR12


performance data (the cruise mode) to be used to
compute the level-flight cruise portion of the timelimited systems (TLS) fire suppression scenario
computations.
The level-flight cruisethe segment starting at end of
driftdown and ending at beginning of final descent
is computed at the TLS fire suppression scenario
flight level stored in the SCM data set.
Input value: A valid cruise mode (3 alphanumeric
characters)
Final Descent
TFD1-TFD12

The system allows the user to store a reference to the

the time-limited systems (TLS) fire suppression
scenario computations.
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Database Management
Database Management

To use the ACFDB when flight planning, you must first create records in the database. To do
this, you need to access the database. In the JetPlan command-line interface, the ACFDB
access command is ACF, and it is entered on the Options command line. The access command
always precedes a function command. Function commands are those inputs that instruct
JetPlan to store, change, delete, or display information in the database. The ACF function
commands are divided into two categories: file maintenance and file display. These categories
are listed below with the respective functions.
File Maintenance
ADD Creates a new record
File Display
PRI Displays a record
The ACFDB record key element is fleet type. The order of the inputs when working with
ACFDB records must always be: Access command (ACF), function command, fleet type, and
then any desired parameters. The inputs are separated by commas as shown below:
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Database Management
ACF,function command,fleet type,parameter 1,parameter 2,parameter 3,

(and so on)
NOTE You can include any or all parameters (see Table 27-2) when adding or
changing records in the database. In fact, you can even omit all parameter settings if
you just want to have a record in the database for the airport and fleet type. The
parameter settings for such a record may be addressed at another time using the
CHG function.
ACFDB Commands
The ACFDB function commands are divided into two categories: file maintenance and file
display. These categories are listed below with the respective functions.

explanation of each maintenance command is shown in the following table.
Table 27-3
ACFDB File Maintenance Commands
Command
Description
ACF,ADD
This command enables you to add a new record of information for a city pair in the ACFDB.
ACF,CHG
This command enables you to change a record in the ACFDB.
ACF,DEL
This command enables you to delete a record from the ACFDB.

File display commands enable you to view stored information in the database. An explanation
of each display command is shown in the following table.
Table 27-4 ACFDB File Display Commands
Command
Description
ACF,PRI
This command provides a display of all specified records in the ACFDB.
ACF,SUM
This command enables you to view a list of all records in the ACFDB.
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C HAPTER 28
Generic Airport
Database

About the Generic Airport Database
About the Generic Airport Database

You can use the customer Generic Airport Database to create records for private airfields,
military airports, and other airports that are not already in JetPlan. You can then use your
generic airport records in flight planning.
For example, you might need to create a flight plan to a small airport that has runways shorter
than 5,000 feet. In general, however, JetPlan loads only airports with runways over 5,000 feet
into the system. In this instance, you could add the small airport to your Generic Airport
Database and then use it in your flight plans.
To complete a new generic airport record, you need to determine information such as the
airports ARINC 424 area code, latitude and longitude coordinates, magnetic variation, and so
on. For airports that have not been loaded into JetPlan, you can find information in aviation
charts, government documentssuch as the Airport/Facility Directory published by the
FAAand ARINC 424 specification documents published by Aeronautical Radio Inc.
See Database Parameters on page 794 for a complete list of the parameters that you need to
define in the airport record.
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Database Parameters
Database Parameters
The following table lists the parameters that you can set in the Generic Airport Database.
These parameters appear as options on the Change Generic Airport Record page in
JetPlan.com. As you perform database tasks, consult this table for information.
NOTE If you have any questions about locating or recording the data required to
create a generic airport database record, contact your Jeppesen account
representative.

maintenance. For the convenience of JetPlan users, the table below lists JetPlan
database codes in parentheses beneath the corresponding parameter names. For
example, LA is the JetPlan database code for the Latitude parameter. Some JetPlan
database codes also appear as parameter abbreviations on JetPlan.com pages.
Table 28-1
Parameter
Airport
Generic Airport Database Parameters
Description
(Required) This parameter is the airport identifier.
Input value: The four-character ICAO or three-character IATA code for the
airport
Example: KGDM
Area 424
This parameter is the ARINC Area 424 code for the airport.
(A4)
Input value: Two alphanumeric characters

Examples: K2, K6
IATA
This parameter is the IATA identifier for the airport.
(AA)
Input value: Three alphanumeric characters

Example: GDM
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Database Parameters
Table 28-1
Generic Airport Database Parameters (continued)
Parameter
Description
Latitude
This parameter is the latitude coordinate for the airport.
(LA)
Input value:
Examples:
Latitude expressed as [-]DDmmss00, where:
LA=40000000
[-] denotes South
- or -
DD equals degrees
LA=-40000000
mm equals minutes
ss equals seconds
00 equals hundredths of seconds
Examples:
40N is 40000000
40S is -40000000
Longitude
This parameter is the longitude coordinate for the airport.
(LO)
Input value:
Examples:
Longitude expressed as [-]DDDmmss00, where:
LO=102000000
[-] denotes East
- or -
DDD equals degrees
LO=-013000000
mm equals minutes
ss equals seconds
00 equals hundredths of seconds
Examples:
102W is 102000000
130E is -013000000
Elevation
This parameter is the field elevation for the airport in feet.
(EL)
Input value: Up to five digits. Negative values are possible.

Examples: 350, -8
Magnetic Variation
This parameter is the magnetic variation of the airport.
(MV)
Input value:
Up to three characters, including numbers, a decimal point (if needed),
and a minus sign (if needed).
East values are prefixed by a minus sign (-). Example: -17
Decimal values are supported. Example: 14.0
ARTCC
(AC)
This parameter is the Air Route Traffic Control Center (ARTCC) for the
airport.
Example: ZOA
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Table 28-1
Parameter
Description
FIR ID
This parameter is the Flight Information Region (FIR) for the airport.
(FI)
Input value: Four alphanumeric characters

Examples: KZOA, EBUR
UIR ID
This parameter is the Upper Information Region (UIR) for the airport.
(UI)
Input value: Four alphanumeric characters

Examples: KZOA, EBBU
ICAO Address
This parameter is the address used for filing ICAO flight plans.
(IA)
Input value: Eight alphanumeric characters

Example: KZBWZQZX
Description
This parameter is the airport name.
(DS)

Example: Jones Field
Longest Runway
This parameter is the length in feet of the airports longest runway.
(LR)
Input value: 0-999 feet (in hundreds)

Example: 030 (equals 3000 feet)
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
This parameter is the airports ATIS communication frequency.
(CF)
Input value: Up to seven digits, decimal value

Example: 112.50
Time Zone
This parameter is the time zone in which the airport is located.
(TZ)
Input value: A four-character alphanumeric identifier in ARINC 424 time

zone format, where:
The first character is a letter that corresponds to different time zone hours
around the world.
The second and third characters (2-3) represent minutes added to the
time zone hour for selected countries.
The fourth character is either Y (Yes) or N (No), indicating whether or
not daylight savings time is observed.
Example: U00Y
City
This parameter is the city in which the airport is located.
(CY)

Example: Gardner
State
This parameter is the code for the state in which the airport is located.
(ST)
Input value: Two alphanumeric characters

Example: MA
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Database Parameters
Table 28-1
Parameter
Description
Country
This parameter is the code for the country in which the airport is located.
(CO)

Examples: USA, GBR, NZL
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Database Management
Database Management

To make the Generic Airport Database a data resource for your flight planning needs, you
must first create and manage records of information in the database. To do this, you need to
access the database. The Generic Airport Database access command is CGA, and it is entered
on the Options command line. Any attempt to affect or reference the information in the
database must begin with this command.
The access command always precedes a command function. Function commands are those
inputs that instruct JetPlan to store, change, delete, or display information in the database.
Two categories of command functions are available when accessing the Generic Airport
Database. These functional categories are listed below with the specific commands.
File Maintenance
SAV Adds a record to the database
DEL Deletes a record from the database
File Display
PRI Displays the content of the record
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Database Management
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.
Generic Airport Database Commands

The Generic Airport Database command functions are divided into two categories: file
maintenance and file display. This section describes each command function.

Table 28-2
Generic Airport Database File Maintenance Commands
Command
Description
CGA,SAV
The SAV command allows you to create a new record of information for a particular airport
in the database. Specify the airport identifier as the record name and enter any parameter
that you wish to set.
Example:
01 OPTIONS CGA,SAV,MIDA,LA=39450000,LO=105040000,EL=5000
CGA,CHG
The CHG command allows you to modify the parameter settings of an airport record
previously stored in the database. The input is similar to the SAV input. You can add new
parameter settings to the record or change existing values.
Example:
To change the description (DS) and add city and state values to the record, enter:
01 OPTIONS CGA,CHG,KOWD,DS=Norwood Meml,CY=Norwood,ST=MA
CGA,DEL
The DEL command allows you to remove a complete record from the database. To delete a
record, you must explicitly specify the record name.
Example:
01 OPTIONS CGA,DEL,KOWD
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Database Management

and example of each display command is shown in the following table.
Table 28-3
Generic Airport Database File Display Commands
Command
Description
CGA,SUM
The SUM command instructs JetPlan to display a listing of all generic airports stored under
your ID. This listing includes an explanation of the standard parameters and then shows the
values stored for each of those standard parameters per airport record.
Example:
01 OPTIONS CGA,SUM
CGA,PRI
The PRI command displays the entire contents of a record. You must include the record
name of the record you wish to display.
Example:
01 OPTIONS CGA,PRI,KOWD
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C HAPTER 29
Customer Airport
Database

About the Customer Airport Database
About the Customer Airport Database

The Customer Airport Database (CAPDB) allows you to create and manage specific airport
information that supports the flight planning process. The CAPDB gives you control over
basic airport data used in general planning and also allows you to set parameters that support
more advanced functionality, such as the automatic alternate, ETOPS, and single-leg tankering
features.
None of the information you store in the CAPDB is mandatory for the creation of flight plans
on the JetPlan system. However, if used, this database enhances JetPlans planning features.
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Database Parameters
Database Parameters
The following table lists the parameters in the CAPDB. These parameters appear as options on
the CAPDB pages in JetPlan.com. As you perform database tasks, consult this table for
information.

command-line database codes under the parameter names.
NOTE Some of the parameters in the CAPDB provide information that may be
displayed in the flight plan output, depending on the flight plan format. For more
information, contact your Jeppesen account representative.
Table 29-1
Parameter
Customer Airport Database (CAPDB) Parameters

Description
Purpose
Defines whether an obstruction

exists at the airport.
General use.
OB
ex. OB=Y
Input value: Yes or No
Special Procedures
SP
Defines whether special

procedures exist at the airport.
ex. SP=Y
Special Reserve Policy
Defines the application of a special

reserve fuel policy for the airport.
MISC Parameters
Obstructions
SR
ex. SR=I
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Input value: Currently, this

parameter only accepts the letter
I, which denotes Island
Reserves.
This parameter provides

information in the flight plan
output about whether or not there
is an obstacle. Inclusion in the
flight plan output is formatdependent.
General use.
output about whether or not there
are special procedures. Inclusion
in the flight plan output is formatdependent.
General use.
This parameter provides 120
minutes of reserve fuel when the
airport is submitted as the POA in
the flight plan.
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Database Parameters
Table 29-1
Customer Airport Database (CAPDB) Parameters (continued)
Parameter
Description
Purpose
(Approach) Category
Input value: A, B, C, or D
General use.
CA

output. Inclusion in the flight plan
output is format-dependent.
ex. CA=A
Hold Time (Minutes)
Defines a default hold time.
General use.
HT
Input value: Time in minutes
This parameter provides a hold

time when the airport is used as an
alternate. It is applied only when
no other hold time value exists. If
no hold time is specified in the
flight plan inputs, in the aircraft
database, or in the ID/Attribute
File, this value is applied.
General use.
TI
Defines the average time of taxiing

at the (arrival) airport.
ex. TI=10
ex. HT=10
AVE Taxi In Minutes
This parameter is applied when the

airport is used as a POA.
NOTE This parameter works in
coordination with the TX parameter
(taxi fuel flow) in the Customer
Aircraft database.
TO
Defines the average time of taxiing

at the (departure) airport.
ex. TO=8
AVE Taxi Out Minutes
General use.
This parameter is applied when the
airport is used as a POD.
NOTE This parameter works in
coordination with the TX parameter
(taxi fuel flow) in the Customer
Aircraft Database.
Maximum Takeoff Decibels

MT
ex. MT=90
Maximum Landing Decibels

ML
ex. ML=75
February 19, 2015

Defines the maximum degree of

loudness allowed for takeoff at the
airport.
Input value: Number of decibels
Defines the maximum degree of
loudness allowed for landing at the
airport.
Input value: Number of decibels
General use.
General use.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Maximum Crosswinds (Knots)
Defines any crosswind that may

be, on average, typical for the
airport.
General use.
MC
ex. MC=10
Airport Handling Codes 1, 2, 3

H1H3
ex. H1=C
Primary (Airport) Division

AD
Input value: Knots

Each of these parameters defines a
code used to exhibit an Airport
Handling capability.
Input value: These codes are for
display purposes only and the
precise meaning of any given
character is up to the user to
decide.
The airport division defined as
primary. Each airport division
defines a pre-selected set of
airports with common attributes.
Input value: 1-6 characters
Secondary (Airport) Divisions 1-5

SD1-SD5
Up to five secondary airport

divisions can be defined. Each
airport division defines a preselected set of airports with
common attributes.
Input value: 1-6 characters
RAIM Mask Angle

GM
The RAIM mask angle for the

airport.
The required mask angle is
obtained from the licensing
authority of the airport concerned
and may be shown in the
appropriate AIP publication.

General use.
These parameters provide
The Airport Division parameters

are stored in the CAPDB but are
used only by certain GUI dispatch
software applications that interface
with JetPlan. See the
documentation for the dispatch
software application or contact
your Jeppesen account
representative for more
information.
The Airport Division parameters
are stored in the CAPDB but are
used only by certain GUI dispatch
software applications that interface
with JetPlan. See the
documentation for the dispatch
software application or contact
your Jeppesen account
representative for more
information.
In the event of an airport being
constrained as to the number of
visible satellites, for example
because of high terrain, a steeper
mask angle can be saved into the
airport database to make the RAIM
prediction more restrictive.
Input value: Increments of 0.5

from -0.5 to 20.0. Default setting is
0.0.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Defines the monetary unit in which

fuel is purchased.
Used in tankering and Cost Index

(CI) calculations.
Input value: The three-letter ISO

code for the currency used. The
default setting is the U.S. Dollar
(USD).
The currency code is used in the

cost-based tankering
(TANK2/2X,TANK3/3X) process.
This parameter must be set for
both the departure and the arrival
airports. It is also used in Cost
Index (CI) flight plans. See the
Payload, POD/POA Weight and
Fuel Commands and the Cost
Index Commands chapters in the
JetPlan User Manual for more
information.
Fuel Parameters
Fuel Price Currency
FC
ex. FC=JPY
NOTE ISO currency codes and

corresponding exchange rates can
be acquired using the JPIII
command on the 01 Options
command line.
Fuel Unit
FU
Defines the measurement unit in

which fuel is acquired.
ex. FU=GAL
Input value: GAL (U.S. gallon) or

LTR (liters). The default setting is
GAL.
Fuel Price
Defines the price of fuel at the

airport. The price entered must be
relative to the currency established
with the FC parameter.
FP
ex. FP=3.50
Fuel Price equates to the nonbonded price that includes all

taxes and fees required for
domestic flights, as opposed to the
bonded fuel price that can be
used for international flights that
meet certain criteria. See Bonded
Fuel Price below.
Used in tankering calculations.

The fuel unit is used in the costbased tankering
(TANK2/2X,TANK3/3X) process.
See the Payload, POD/POA
Weight and Fuel Commands
chapter in the JetPlan User
Manual for more information.
(CI) calculations.
The fuel price is used in the costbased tankering (TANK2/2X,
TANK3/3X) process and in Cost
Index (CI) flight plans. See the
information.
Input value: Fuel price

Example: 3.50
NOTE The display of fuel price
information, including fuel density,
fuel index, currency code, and fuel
unit, does not appear when you
view a record unless set to do so in
the ID/Attribute file. Contact your
Jeppesen account representative
for more information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Fuel Price Updated
This field is automatically filled in

with a date/time stamp whenever
the fuel price (FP, described
above) is changed.
See Fuel Price above.
Bonded Fuel Price is the nonbonded (domestic) price minus

any taxes and customs fees. Under
certain circumstances, taxes and
customs fees can be avoided if a
flight can be classified as
international.

(CI) calculations.
LU
Automatic date/time stamp
Bonded Fuel Price
BP
ex. BP=2.80
Input value: Bonded fuel price

Example: 2.80
Bonded Price Updated
BU
Automatic date/time stamp
Fuel Density
FD
ex. FD=6.78
This field is automatically filled in

with a date/time stamp whenever
the bonded fuel price (BP,
described above) is changed.
See Bonded Fuel Price above.
Defines a non-standard fuel

density at the airport.

(CI) calculations.
Fuel density is specified in pounds

per gallon (lbs/gal).
The fuel density parameter is an

optional parameter used in the
cost-based tankering (TANK2/2X,
TANK3/3X) process. It is also
used in Cost Index flight plans.
See the Payload, POD/POA
Weight and Fuel Commands and
the Cost Index Commands
chapters in the JetPlan User
Manual for more information.
Example: 6.78
Fuel Index
FI
ex. FI=100
Defines the fuel price at the airport

relative to some standard. The
index standard would generally be
set for the airport that represents
your home base of operations.
Example: 100
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The bonded fuel price is used in

the cost-based tankering for flights
that meet certain criteria. See the
information.
Used in tankering calculations.

The fuel index is used in the indexbased tankering (TANK1/1X)
process. See the Payload,
POD/POA Weight and Fuel
Commands chapter in the JetPlan
User Manual for more
information.
February 19, 2015


Database Parameters
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
Defines a length of time.
Used in ETOPS flight planning.
E1
This parameter allows you to set a

time cushion for the determination
of the weather condition at the
airport. In this case, the airport is
being used as an enroute divert.
The delta provides a time frame
between the calculated earliest
arrival time and an earlier timeat
which weather information is
considered for the airports
suitability.
ex. E1=90
See the ETOPS Users Guide: 2Engine Aircraft on JetPlan.com for

more information.
ETOPS Late Arrival Delta
Defines a length of time.
Used in ETOPS flight planning.
E2
This parameter allows you to set a

time cushion for the determination
of the weather condition at the
airport. In this case, the airport is
being used as an enroute divert.
The delta provides a time frame
between the calculated latest
arrival time and a later timeat
which weather information is
considered for the airports
suitability.
ex. E2=90

more information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
ETOPS Terminal Area Width

E3
Defines a radius distance from the

airport.
Used in ETOPS/Overwater
Driftdown flight planning.
ex. E3=90
Input value: Nautical miles
This parameter only applies when

the airport is used as an enroute
divert from an ETP (specifically
during overwater driftdown
operations). It allows you to
specify a distance at which reserve
fuel adjustments are made. The
distance input acts as a boundary at
which anti-icing operations turn on
or off, depending on customer set
up, which in turn, affects reserve
fuel.
more information.
NOTE Use is limited at this time.
Approach Parameters: Precision, Non-Precision, and ETOPS

Precision Approach
POA Ceiling Minimum
P1
ex. P1=350
Defines the ceiling minimum for

the airport in feet or meters. This
parameter is applicable when the
airport is used as an arrival airport.
Input value: 010000 feet or
meters
General use.
Feet is the default. To specify

meters, you must append the input
with the letter M (P1=500M). To
change from meters to feet, you
must append the input with the
letter F (P1=500F).
Precision Approach
POA Visibility Minimum
P2
ex. P2=2400F
Defines the visibility minimum for

meters
General use.

meters, you must append the input
with the letter M (P2=500M). To
change from meters to feet, you
must append the input with the
letter F (P2=500F).
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Precision Approach

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.

P3
ex. P3=600

meters
meters in the command-line
interface, you must append the
input with the letter M
(P3=500M). To change from
meters to feet, you must append
the input with the letter F
(P3=500F).
When the PMIN flight plan option

is used, JetPlan uses the Precision
Approach Alternate Ceiling
Minimum and the Precision
Approach Alternate Visibility
Minimum values to check the
suitability of alternate airports.
(When the PMIN option is not
used, JetPlan uses the more
conservative Non-Precision
Approach Alternate Ceiling and
Visibility Minimum values to
check suitability of alternates. See
the definitions of these parameters
below.)
By default, JetPlan first checks the
Airport Fleet database for the
Precision Approach Alternate
Ceiling Minimum value. If the
value in the Airport Fleet database
is zero, JetPlan gets the value from
the CAPDB.
NOTE A customer preference
setting allows you to change the
database used as the default
source of the Precision Approach
Alternate Ceiling Minimum and
Visibility Minimum values. Contact
your Jeppesen Account
See the Hold-Alternate

information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
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.

P4
ex. P4=9999F

meters
(P4=500M). To change from
(P4=500F).
When the PMIN flight plan option

is used, JetPlan uses the Precision
Minimum and the Precision
Minimum values to check the
suitability of alternate airports.
(When the PMIN option is not
used, JetPlan uses the more
conservative Non-Precision
Approach Alternate Ceiling and
Visibility Minimum values to
check suitability of alternates. See
the definitions of these parameters
below.)
Airport Fleet database for the
Visibility Minimum value. If the
the CAPDB.
source of the Precision Approach
Alternate Ceiling Minimum and
Visibility Minimum values. Contact
your Jeppesen Account

information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose

For non-precision approaches, this

parameter provides information in
the flight plan output. Inclusion in
the flight plan output is formatdependent.
POA Ceiling Minimum

N1
ex. N1=500

meters
(N1=500M). To change from
(N1=500F).
N2
ex. N2=3200F

meters
For non-precision approaches, this

parameter provides information in
the flight plan output. Inclusion in
the flight plan output is formatdependent.

(N2=500F).
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Database Parameters
Table 29-1
Parameter
Description
Purpose

NOTE The Precision Minima

(PMIN) flight plan option uses the
Ceiling and Visibility Minimum
values to check suitability of
alternate airports. See definitions of
those parameters above.

N3
ex. N3=800

meters
(N3=500F).
This non-precision approach

parameter is a weather criteria
check in the automatic alternate
selection process.
When JetPlan checks the
suitability of an airport as an
alternate (departure, en route, or
arrival alternate) it may perform a
TAF check on that airport. That
is, it compares the TAF forecast
with the landing minima values for
the candidate alternate airport.
Airport Fleet database for the NonPrecision Approach Alternate
Ceiling Minimum value. If the
the CAPDB.
source of the Non-Precision
Minimum and Non-Precision
Minimum values. Contact your
Jeppesen Account Representative
for information.

information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose

airport is used as an alternate
NOTE The Precision Minima

(PMIN) flight plan option uses the
Ceiling and Visibility Minimum
values to check suitability of
alternate airports. See definitions of
those parameters above.

N4
ex. N4=9999F

meters
(N4=500F).
This non-precision approach

parameter is a weather criteria
check in the automatic alternate
selection process.
When JetPlan checks the
suitability of an airport as an
alternate (departure, en route, or
arrival alternate) it may perform a
TAF check on that airport. That
is, it compares the TAF forecast
with the landing minima values for
the candidate alternate airport.
Airport Fleet database for the NonPrecision Approach Alternate
Visibility Minimum value. If the
the CAPDB.
source of the Non-Precision
Minimum and Non-Precision
Minimum values. Contact your
Jeppesen Account Representative
for information.

information.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
ETOPS Approach

NOTE This parameter is used

only with ETOPS 2 flight plan
options. Contact your Jeppesen
account manager for more
information.

ECM

meters
This parameter is used to

determine if an ETOPS alternate is
suitable based on the TAF weather
between the early arrival time and
later arrival time.
This parameter works in
conjunction with the ETOPS
Ceiling Minimum parameter in the
Customer Airport Fleet database.
If there is not a minimum value in
the Customer Airport Fleet
database, JetPlan checks for the
minimum in the CAPDB. If there
is no minimum value in the
CAPDB, JetPlan uses zero ceiling.
ETOPS Approach
EVM

meters
NOTE This parameter is used

only with ETOPS 2 flight plan
options. Contact your Jeppesen
account manager for more
information.
This parameter is used to

determine if an ETOPS alternate is
suitable based on the TAF weather
between the early arrival time and
later arrival time.
This parameter works in
conjunction with the ETOPS
Visibility Minimum parameter in
the Customer Airport Fleet
database. If there is not a minimum
value in the Customer Airport
Fleet database, JetPlan checks for
the minimum in the CAPDB. If
there is no minimum value in the
CAPDB, JetPlan uses zero
visibility.
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February 19, 2015


Database Parameters
Table 29-1
Parameter
Description
Purpose
Operational Time Sets 1-8

The Hours of Operation (Open and Close) parameters establish the operational hours for the airport. The Week
Days parameter establishes the days of the week the airport uses the hours set by the Hours of Operation
parameters. The UTC/Local parameter defines the entered time value as UTC or local. The Start Date/Time and
End/Date Time parameters define the period during which the operational set is in effect.
The operational time sets allow you to set variances in the hours of operation schedule for the airport. For
example, you could use the first set of parameters to establish morning hours of operation and the second set to
establish afternoon hours of operation, allowing for a midday shutdown for one hour. The third and fourth sets
could be used to establish weekend operations, and so on.
Hours Operation (Open)
O1-O8
ex. O1=0600
Defines the time from which the

airport is open for the given
operational time set. There are
eight sets of opening times.
Input value: Time in HHMM
format
Hours Operation (Close)

C1-C8
ex. C1=2200
Defines the time at which the

airport closes for the given
operational time set. There are
eight sets of closing times. See the
O1 parameter information above.
format
Week Days
W1-W8
ex. W1=12345
UTC/Local Flag
T1-T8
ex. T1=U
This parameter, used in

coordination with the other
Operational Time set parameters,
is an availability criteria check in
the automatic alternate selection
process.
Used in the automatic alternate
selection process.
process.
Week Days Available. Defines the

days of the week the airport is
open using the hours established
by the O1-O8 parameters. Monday
is considered day 1. Thus, the
input, 12345, suggests a Monday
through Friday availability.

selection process.
Defines the clock used in

establishing the hours of operation
(Open/Close) (O1-8/C1-8) for the
given operational time set.

selection process.
Input value: U (Universal) or L

(Local).
February 19, 2015


selection process.

process.

process.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Start Date/Time
Specifies a beginning date and

time for the hours of operation
entered for the operational time
set.

selection process.
DS1-DS8
ex. DS1=23082007@1300
Input value:
Date in DDMMYYYY
format
Time in HHMM format
End Date/Time
DE1-DE8
ex. DEI=29082007@1300
Specifies an ending date and time

for the hours of operation entered
for the set.
Input value:
Date in DDMMYYYY
format
Time in HHMM format

process.
selection process.
process.
Curfew Time Sets 1-4

These parameter sets allow you to set multiple curfews for the airport.
Curfew Start (Close) (HHMM)
CS1-CS4
ex. CS1=2200
This parameter allows a curfew

starting time to be set.
NOTE A curfew start time means
that applicable operations must
cease at that time.
General use.

format.
Curfew End (Open) (HHMM)
CE1-CE4
ex. CE1=0600
This parameter allows a curfew

ending time to be set.
NOTE A curfew end time means
that applicable operations may
begin at that time.
General use.

format.
Week Days
CD1-CD4
ex. CD1=567
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Defines the days of the week that

the curfew is in effect. Monday is
considered day 1. Thus, the input,
567, indicates the curfew is
effective Friday, Saturday, and
Sunday.
General use.
February 19, 2015


Database Parameters
Table 29-1
Parameter
Description
Purpose
UTC/Local Flag

establishing the hours of the
curfew (CS1/CE1).
General use.
CT1-CT4
ex. CT1=L

(Local)

ATC Tower Time Sets 1-4

These parameter sets allow you to set multiple times of operation for the airport ATC tower.
ATC Tower Start (Open)
TS1-TS4
This parameter allows a tower

opening time to be set.
format.
ATC Tower End (Close)

TE1-TE4
This parameter allows a tower

closing time to be set.
format.
Week Days
TD1-TD4
UTC/Local Flag
TT1-TT4
General use.
General use.
ATC Tower Days of Operation.

Defines the days of the week that
the tower is open using the hours
established by the TS1 and TE1
parameters. Monday is considered
day 1. Thus, the input, 12345,
indicates that the tower is open
Monday through Friday.
General use.

establishing the hours of operation
(TS1/TE1).
General use.

(Local).


Company Frequency Sets (110)

These parameter sets allow you to define up to 10 radio frequencies for use at the airport.
Company Frequency
CF
ex. CF=123.45
February 19, 2015

Defines the radio frequency your

company uses at the airport or in
general.
Input value: Value representing the
frequency
General use.
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Database Parameters
Table 29-1
Parameter
Description
Purpose
Company Frequency Description
A description of the frequency

specified with the CF parameter.
You can enter up to 30 characters
of text.
General use.
Allows you to define up to nine

other frequenciesten in all,
including the CF parameterfor
company use.
General use.
Each parameter coincides with

parameters F1 through F9. Enter a
plain language description of the
frequency specified. You can enter
up to 30 characters of text.
General use.
DF
ex. DF=textinput
(Additional) Company
Frequencies
F1F9
ex. F1=123.45
(Additional) Company Frequency
Descriptions
D1D9
ex. D7=textinput
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Database Management
Database Management

To make the CAPDB a data resource for flight planning, you must first create and manage
records of information in the database. To do this, you need to access the database. In the
JetPlan command-line interface, the CAPDB access command is AP, and it is entered on the
Options command line. Any attempt to affect or reference the information in the database must
begin with this command.
Two categories of command functions are available when accessing the CAPDB. These
functional categories are listed below with the specific commands.
File Maintenance
File Display
SUM Displays a list of records (by name)
PRI Displays the record of the file name (airport) specified
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Database Management
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

Table 29-2
CAPDB File Maintenance Commands
Command
Description
AP,SAV
in the database. Specify the airport code as the file or record name and enter any parameter
that you wish to set.
Example:
01 OPTIONS AP,SAV,DEN,TI=15,TO=15,FD=6.78
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Database Management
Table 29-2
CAPDB File Maintenance Commands (continued)
Command
Description
AP,CHG
The CHG command allows you to modify the parameter settings of an airport record
previously stored in the database. The input is similar to the SAV input. You may add new
parameter settings to the record, change setting values, or reset values to their original
(default) state. To reset a particular parameter to its default value, enter the parameter
without a value input.
Example:
To reset the fuel density value that was set in the previous example, enter the following:
01 OPTIONS AP,CHG,DEN,FD
AP,DEL
As shown above, deleting a parameter setting within a record (setting its value to the default
value) requires the omission of the value input for that parameter within a CHG command
entry. The function command DEL allows you to remove a complete record from the
database. To delete a record, you must explicitly specify the record name.
Example:
To delete the record for the Anchorage, Alaska, airport from the database, enter:
01 OPTIONS AP,DEL,PANC

Table 29-3
CAPDB File Display Commands
Command
Description
AP,SUM
The SUM command instructs JetPlan to display a listing of all airports stored under your ID.
This listing includes an explanation of the standard parameters and then shows the values
stored for each of those standard parameters per airport record.
NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI),
currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or
SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account
Example:
To display a summary listing of all stored airports, enter the following
01 OPTIONS AP,SUM
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Table 29-3
CAPDB File Display Commands (continued)
Command
Description
AP,PRI
The PRI command displays the entire contents of a record. You must include the file name
of the record you wish to display.
NOTE The display of fuel price information (FP), including fuel density (FD), fuel index (FI),
currency code (FC), and fuel unit (FU), does not appear when you view a record (via PRI or
SUM) unless set to do so in the ID/Password Attribute file. Contact your Jeppesen account
Example:
01 OPTIONS AP,PRI,RJAA
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C HAPTER 30

About the Customer Airport Fleet Database
About the Customer Airport Fleet

Database
The Customer Airport Fleet database (CAPFDB) gives you control over parameters that
support various features and functionality. Many of the CAPFDB parameters support the
automatic alternate feature or other operational requirements for non-standard or emergency
(divert) situations.
The CAPFDB allows you to store and manage data that is related to a specific airport and a
specific aircraft fleet type. A fleet type is the Jeppesen generic aircraft ID that defines a
specific airframe/engine combination. (For more information about generic aircraft identifiers,
see the Aircraft Type Commands chapter in the JetPlan User Manual.)
A CAPFDB record stores default parameter values that apply each time you create a flight
plan request using a given airport/fleet type combination. Each record in the CAPFDB must
contain, at a minimum, the airport and fleet type information. When you create a flight plan
request, the airport and fleet type in the request serve as a key to the data in the CAPFDB
record.
The parameters that you can store in the CAPFD database are covered in Database
Parameters on page 828.
About Taxi Time Adjustment Sets

You can set base and adjustment taxi-in and taxi-out values in the CAPFDB and in the City
Pair Fleet database (CPFDB). The CAPFDB and CPFDB taxi-in and taxi-out values are used
only if there is not a taxi value of higher precedence. Precedence for taxi-out and taxi-in values
is determined separately. User input of POD or POA taxi values on a given flight plan request
override CPFDB taxi values, while the CPFDB taxi values take precedence over the CAPFDB
values.
For detailed information about the taxi-time adjustment sets and the order of precedence, see
the City Pair Fleet Database chapter in the JetPlan User Manual or the Help topic on
JetPlan.com.
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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,

database codes under the parameter names.
Table 30-1
Customer Airport Fleet Database (CAPFDB) Parameters
Parameter
Description
Airport
(Required) The ICAO or IATA identifier for the airport.

Clicking the ICAO identifier opens the Change Airport Fleet Record pages.
Fleet Type
(Required) Fleet Type refers to a specific airframe/engine combination. The

Fleet Type value is the generic aircraft ID from the JetPlan Aircraft Library.
For instance, 777E is the JetPlan generic ID for the aircraft type with ICAO
identifier B772.
Misc and Cost Index Parameters

Maximum Takeoff Weight
TW
ex. TW=689000
This parameter limits the maximum takeoff weight at a given airport for a
given fleet type. The value entered here limits the setting in the generic
aircraft database or Customer Aircraft Database (CADB). However, this
parameter can be overridden with an ad hoc input on the POD or POA
weight command line.
Defines a weight value maximum, in pounds or kilos, for the key airport
and fleet type.
Input value: Up to seven digits
NOTE Neither this value, nor the ad hoc value, may exceed the lesser of
the generic aircraft or Customer Aircraft Database (CACDB) Maximum
Takeoff Weight (MTOW) value.
Maximum Landing Weight

LW
ex. LW=590000
This parameter limits the maximum landing weight at a given airport for a
given fleet type. The value functions in a similar manner to the TW
parameter.
Defines a weight value maximum, in pounds or kilos, for the key airport
and fleet type.
NOTE Neither this value, nor the ad hoc value, may exceed the lesser of
the generic aircraft or Customer Aircraft Database (CACDB) Maximum
Landing Weight (MLDW) value.
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Database Parameters
Table 30-1
Customer Airport Fleet Database (CAPFDB) Parameters (continued)
Parameter
Description
Approach Plate Available
Defines the availability of approach plate material for the key airport.
AP
Input value: Yes or No. Required to be Y in order for the airport to be

considered a candidate Mountain Driftdown alternate.
ex. AP=Y
TO
This parameter defines the key airports operational status. It provides

information in the flight plan output and is format-dependent.
ex. TO=P
Input values:
Type of Operations
(R)egular Flights operate at this airport on a regular, scheduled basis.

This is the default setting.
ex. TO=E
(A)lternate Flights may divert to this airport when proceeding to the

intended destination becomes inadvisable. Payload may be de-planed
at this airport, but not loaded.
Re(F)ueling Flights may be accepted for refueling purposes only.
Payload may not be removed from or added to the cargo at this airport.
(P)rovisional Flights may divert to this airport if the intended
destination becomes unavailable. Payload may be de-planed and
boarded.
(C)harter Irregular operations; applies to Mountain Driftdown and
Terrain Clearance scenarios only. An airport is considered a
MTDD/TC Alternate only when selected as the POD or POA.
(E)mergency Only Flights may divert to this airport only for
emergencies, such as Driftdown, ETOPS, and Reclear operations.
Ferry In Indicator
FI
ex. FI=Y
NOTE The Ferry In and Ferry Out parameters are used only by certain
front-end dispatch software applications. Contact your Jeppesen account
representative for more information.
Input Values: Y/N/blank

Yes Indicates the dispatcher should ferry fuel into the airport for
administrative reasons.
No Indicates the dispatcher should not ferry fuel into the airport.
Blank Indicates the dispatcher should ferry fuel into the airport if it
makes economic sense to do so.
Ferry Out Indicator

FO
ex. FO=Y
NOTE The Ferry In and Ferry Out parameters are used only by certain
front-end dispatch software applications. Contact your Jeppesen account
representative for more information.
Input Values: Y/N/blank

Yes Indicates the dispatcher should ferry fuel out of the airport for
administrative reasons.
No Indicates the dispatcher should not ferry fuel out of the airport.
Blank Indicates the dispatcher should ferry fuel out of the airport if it
makes economic sense to do so.
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Table 30-1
Parameter
Description
Cockpit and Cabin Crew Parameters

City Pair Fleet Database (CPFDB) record, combined with the Lateness Cost parameter values in the CPFDB
record. If the CPFDB record does not contain crew cost parameter values, the system uses crew cost parameter
values in the CAPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the
CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft
Fleet Database (ACFDB) record. See the Cost Index Commands chapter in the JetPlan User Manual for
information about MACI.
NCOD
Sets the default cockpit crew count; used when computing total cost if no
crew count is passed in the flight plan request.
ex. NCOD=3
Input value: 099
Cockpit Crew Cost On

Schedule
Sets the fixed cost for the cockpit crew for on-time arrivals.
Default Cockpit Crew Number
OSRO
ex. OSRO=2,000
Cockpit Crew Cost Over
Schedule
Sets the fixed cost for the cockpit crew for late arrivals.
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
Input value: 099
Cabin Crew Cost On Schedule
Sets the fixed cost for the cabin crew for on-time arrivals.
OSRA
ex. OSRA =5,000

Cabin Crew Cost Over
Schedule
VSRA
ex. VSRA =7,500
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Database Parameters
Table 30-1
Parameter
Description
Climb/Descent Profile Calculation Method

The climb/descent profile calculation parameters are used with the Climb or Descent Method parameters in
the Customer Aircraft Database (CADB). See the Help document for the CADB on JetPlan.com for
information about the Climb/Descent Method parameters.
RALT Maximum altitude
with speed restriction
Sets the speed transition altitude. This is the altitude at which the aircraft is:
Accelerated from the transition climb speed limit to the climb
calibrated airspeed (CAS)
- and/or Decelerated from the descent CAS to the transition descent limit.
Input value: 0999
NOTE If RALT=0 (is not set) in the CAPFDB, the system defaults to 100
(10000FT) for Boeing and Airbus aircraft.
RIASC Initial climb speed

limit
Sets the transition climb speed limit (altitude is less than the value of the
RALT parameter).
NOTE If RIASC=0 (is not set) in the CAPFDB, the system defaults to 250
knots for Boeing and Airbus aircraft.
CASC Climb speed in CAS
Sets the climb Calibrated Airspeed (CAS) (altitude is greater than the value
of the RALT parameter). This is the constant CAS until the MACH number
is equal to the climb speed in MACH at the crossover altitude.
MACHC Climb speed in

MACH
Sets the climb speed at the constant MACH number, which is equal to the
cruise MACH number (altitude is greater than the value of the crossover
altitude).
Input value: Mach number in thousands
Example: 780 is expressed as 0.78
RIASD Final descent speed

limit
Sets the transition descent speed limit (altitude is less than the value of the
RALT parameter).
NOTE If RIASD=0 (is not set) in the CAPFDB, the system defaults to 250
knots for Boeing and Airbus aircraft.
CASD Descent speed in

CAS
Sets the descent constant CAS (altitude is less than the value of the
crossover altitude).
MACHD Descent speed in

MACH
Sets the descent speed at the constant MACH number, which is equal to the
cruise MACH number until the CAS speed is equal to CASD (crossover
altitude).
Input value: Mach number in thousands
Example: 780 is expressed as 0.78
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Table 30-1
Parameter
Description
Alternate Requirements Parameters

These parameters support the automatic alternate feature. See the Hold-Alternate Commands chapter in the
JetPlan User Manual for more information.
Takeoff Alternate Airport
TA
ex. TA=KXXX
This parameter supports the Automatic Alternate feature. It specifies an

airport as your preferred (takeoff) alternate when the key airport is a
departure airport in the flight plan. It is the first airport scrutinized as a
possible takeoff alternate in the automatic alternate selection process.
Input value: Valid ICAO ID
Max Distance to Takeoff

Alternate
MA
This parameter sets a (radius) distance limit to the proximity search for
candidate takeoff alternate airports in the automatic alternate selection
process. The distance is relative to the key airport when used as a POD.
ex. MA=1000
Input value: Nautical miles, up to four digits (thousands of miles)
Max Distance to Destination

Alternate
MD
This parameter is equivalent to the Max Distance to Takeoff Alternate

parameter but applies to destination alternates. The distance value is
relative to the key airport when used as a POA.
ex. MD=750
Input value: Nautical miles, up to four digits (thousands of miles)
Alternate Proximity List

Length
This parameter sets the maximum number of airports returned by the

proximity search service.
ALTL
Input value: 0100
ex. ALTL=100
Preferred Destination
Alternate Airports (Nos. 18)
Each parameter defines an airport identifier.
A1A8
These parameters identify, in succession, airports you wish to designate as

preferred arrival alternates when the key airport is an arrival airport.
ex. A1=KXXX
Input value: Valid ICAO IDs
Alternate Availability Parameters

These parameters support the automatic alternate feature. See the Hold-Alternate Commands chapter in the
DA
Defines the key airport as available for use as a departure (takeoff) alternate
for the key fleet type.
ex. DA=Y
Enroute Alternate
EA
Defines the key airport as available for use as an enroute alternate for the
key fleet type.
ex. EA=Y
EU-OPS Enroute Alternate
Defines the key airport as available for use as an enroute alternate for
automatic enroute alternate selection. Applies to JAR/EU-OPS only.
Departure Alternate
(JAR/EU Operations
Alternate)
EU
ex. EU=Y
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Database Parameters
Table 30-1
Parameter
Description
Arrival Alternate
AA
Defines the key airport as available for use as a destination alternate for the
key fleet type.
ex. AA=Y
ETOPS Suitable Alternate
NOTE This parameter is used only with ETOPS 2 flight plan options.
ESU
Defines the airport as acceptable for use in the flight plan as an ETOPS
alternate, typically based on its inclusion in the carrier's operations
specification. To be deemed suitable for inclusion in a flight plan as an
ETOPS alternate, the airport requires the following conditions to be true
between the planned earliest and latest arrival times:
The weather is forecast above minimums.
Field condition reports indicate that a safe landing can be made.
The forecast crosswinds and tailwinds do not exceed certified limits
for the aircraft.
Input value: Y/N
ETOPS Adequate Alternate
EAD
Defines the airport as an ETOPS adequate alternate, for use in calculating

the ETOPS area of operation. An airport is considered adequate if it is
certified as an FAR Part 139 airport or is equivalent with respect to safety
requirements. It needs to have a runway of sufficient length, width and
strength, airport services, emergency equipment, field reporting conditions
(NOTAMS), hourly weather reporting (METARS) and an instrument
approach other than GPS.
Input value: Y/N
Enroute Alternate in Terrain
Driftdown Operations
TD
This parameter activates the key airport as a possible enroute alternate in

the automatic alternate selection process when the Mountain Driftdown
feature is employed in the flight plan.
ex. TD=N
Enroute Alternate in
ETOPS/Overwater Driftdown
Operations
This parameter activates the key airport as a possible enroute alternate in

the automatic alternate selection process when either the ETOPS or the
Basic (Overwater) Driftdown feature is employed in the flight plan.
ET
ex. ET=N
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Table 30-1
Parameter
Description
Approach Parameters
POA Ceiling Minimum
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
Input value: 010000 feet or meters
ex. P1=350
Feet is the default. To specify meters in the command-line interface, you

must append the input with the letter M (P1=500M). To change from
meters to feet, you must append the input with the letter F (P1=500F).
Precision Approach
Defines the visibility minimum for the airport in feet or meters. This
P2
ex. P2=2400F

Precision Approach
parameter is applicable when the airport is used as an alternate.
Precision Approach

P3
ex. P3=600
When the Precision Minima (PMIN) flight plan option is used, this
precision approach parameter is a weather criteria check in the automatic
alternate selection process.
When the PMIN flight plan option is used, JetPlan uses the Precision
Approach Alternate Ceiling Minimum and the Precision Approach
Alternate Visibility Minimum values to check the suitability of alternate
airports. (When the PMIN option is not used, JetPlan uses the more
conservative Non-Precision Approach Alternate Ceiling and Visibility
Minimum values to check suitability of alternates. See the definitions of
those parameters below.)
By default, JetPlan first checks the Airport Fleet database for the Precision
Approach Alternate Ceiling Minimum value. If the value in the Airport
Fleet database is zero, JetPlan gets the value from the Customer Airport
database.
NOTE A customer preference setting allows you to change the database
used as the default source of the Precision Approach Alternate Ceiling
Minimum and Precision Approach Alternate Visibility Minimum values.
Contact your Jeppesen Account Representative for information.
See the Hold-Alternate Commands chapter in the JetPlan User Manual

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Database Parameters
Table 30-1
Parameter
Description
Precision Approach

P4
ex. P4=9999F
When the Precision Minima (PMIN) flight plan option is used, this
precision approach parameter is a weather criteria check in the automatic
alternate selection process.
When the PMIN flight plan option is used, JetPlan uses the Precision
Approach Alternate Visibility Minimum and the Precision Approach
Alternate Ceiling Minimum values to check the suitability of alternate
airports. (When the PMIN option is not used, JetPlan uses the more
conservative Non-Precision Approach Alternate Ceiling and Visibility
Minimum values to check suitability of alternates. See the definitions of
those parameters below.)
By default, JetPlan first checks the Airport Fleet database for the Precision
Approach Alternate Visibility Minimum value. If the value in the Airport
Fleet database is zero, JetPlan gets the value from the Customer Airport
database.
used as the default source of the Precision Approach Alternate Ceiling
Minimum and Precision Approach Alternate Visibility Minimum values.

POA Ceiling Minimum
N1
ex. N1=500

must append the input with the letter M (N1=500M). To change from
meters to feet, you must append the input with the letter F (N1=500F).
Defines the visibility minimum for the airport in feet or meters.This

N2
ex. N2=3200F

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Database Parameters
Table 30-1
Parameter
Description
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.

N3
ex. N3=800
This non-precision approach parameter is a weather criteria check in the
automatic alternate selection process. When JetPlan checks the suitability
of an airport as an alternate (departure, en route, or arrival alternate) it
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.
used as the default source of the Non-Precision Approach Alternate Ceiling
Minimum and Non-Precision Approach Alternate Visibility Minimum values.

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Database Parameters
Table 30-1
Parameter
Description
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.

N4
ex. N4=9999F
This non-precision approach parameter is a weather criteria check in the
automatic alternate selection process. When JetPlan checks the suitability
of an airport as an alternate (departure, en route, or arrival alternate) it
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.
used as the default source of the Non-Precision Approach Alternate Ceiling
Minimum and Non-Precision Approach Alternate Visibility Minimum values.

ETOPS Approach
ECM
This parameter defines the ceiling minimum for the airport in feet or
meters. It is used to determine if an ETOPS alternate is suitable based on
the TAF weather between the Early Arrival Time and later arrival time.
This parameter works in conjunction with the ETOPS Ceiling Minimum
parameter in the Customer Airport database. If there is not a minimum
value in the Customer Airport Fleet database, JetPlan checks for the
minimum in the Customer Airport database. If there is no minimum value
in the Customer Airport database, JetPlan uses zero ceiling.
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Database Parameters
Table 30-1
Parameter
Description
ETOPS Approach

EVM
This parameter defines the visibility minimum for the airport in feet or
meters. This parameter is used to determine if an ETOPS alternate is
suitable based on the TAF weather between the Early Arrival Time and
later arrival time.
This parameter works in conjunction with the ETOPS Visibility Minimum
parameter in the Customer Airport database. If there is not a minimum
value in the Customer Airport Fleet database, JetPlan checks for the
minimum in the Customer Airport database. If there is no minimum value
in the Customer Airport database, JetPlan uses zero visibility.
Taxi Time Segment Parameters

You can set base and adjustment taxi-in and taxi-out values in the CAPFDB and in the City Pair Fleet
(CPFDB) database. The CPFDB taxi values take precedence over the CAPFDB taxi values. For detailed
information about the taxi time adjustment sets and the order of precedence, see the City Pair Fleet
Database Help topic.
NOTE For the Taxi Time Adjustment values to be used, the Default Block Time (DBT) field in the CPFDB must
be set to a non-zero value, and a Customer Aircraft database record with the Taxi Fuel Flow (TX) value set must
be used.
Set 1 Taxi Time Adjustment Segments

Set 1 Start Date
Effective start date of Set 1 taxi time adjustments.
WDM
Input value: Day and Month (ddmm)
Set 1 Start Year
The year setting is optional. The start date and time apply to each and every
year if year is not set.
WYR
Input value: Year (YYYY)

Set 1 Start Time (HHMM)
Effective start time of Set 1 taxi time adjustments.
WHM
Input value: 00002359 (HHMM)
Set 1 Base Taxi Out Time
Indicates the average amount of taxi-out time for the specified airport fleet
for Set 1 taxi time adjustments.
BTOW

Set 1 Base Taxi In Time
BTIW
Indicates the average amount of taxi-in time for the specified airport fleet
for Set 1 taxi time adjustments.
Set 1 Segment#
Effective Start Time
Effective start time for the given Set 1 Taxi Time adjustment (160) in
HHMM.
160
Input value: 00002359
STW#
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Database Parameters
Table 30-1
Parameter
Description
Set 1 Taxi Out Adjustment

160
Defines the adjustment to the Base Taxi Out Time defined for the airport
fleet when the flight's scheduled departure time is between the Start Time
and End Time for the specified taxi adjustment set.
TOW#
Input value: -9999 minutes (negative values are possible)

Set 1 Taxi In Adjustment
160
TIW#
Defines the adjustment to the Base Taxi In Time defined for the airport
fleet, when the flight's ETD plus DBT is between the Start Time and End
Time for the specified taxi adjustment set.
Input value: -99+99 (negative values are possible)

Set 2 Start Date
SDM
Input value: day and month (ddmm)
Set 2 Start Year
The year setting is optional. The start date and time apply to each and every
year if year is not set.
SYR
Input value: Year (YYYY)

Set 2 Start Time (HHMM)
SHM
Input value: 00002359 (HHMM)

BTOS
Indicates the average amount of taxi-out time for the specified airport fleet
Set 2 taxi time adjustments.

BTIS
Indicates the average amount of taxi-in time for the specified airport fleet
Set 2 taxi time adjustments.
Set 2 Segment #
Effective start time for the given Set 2 Taxi-In Time adjustment (#160) in
HHMM
#160
STS#
#160
TOS#
#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
Input value: -99+99 minutes (negative values are possible)
Defines the adjustment to the Base Taxi In Time defined for the airport
fleet, when the flight's ETD plus DBT is between the Start Time and End
Time for the specified taxi adjustment set.
Input value: -99+99 (negative values are possible)
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Database Parameters
Table 30-1
Parameter
Description
Minimum Fuel Over Destination (MFOD) Parameters

Begin Time for Time
Ranges #14
TB1TB4
ex. TB1=1230
ex. TB4=1230
End Time for Time
Ranges #14
TE1TE4
ex. TE1=1530
ex. TE4=1530
There are four sets of time ranges, and each time range has a Begin Time
parameter, which is used in conjunction with the End Time parameter to
define a time range that is applied to the Minimum Fuel Over Destination
parameter.
Input value: HHMM
There are four sets of time ranges, and each time range has an End Time
parameter, which is used in conjunction with the Begin Time parameter to
define a time range that is applied to the Minimum Fuel Over Destination
parameter.
Input value: HHMM
Time Flag for Time

Ranges #14
Defines the clock used in establishing the Minimum Fuel Over Destination
Time range for each of the four time ranges.
TF1TF4
Input value: U (Universal) or L (Local)
ex. TF1=U
ex. TF4=L
Minimum Fuel Over
Destination (MFOD) for Time
Ranges #14
Defines a weight, in pounds or kilos, that represents the minimum amount

of fuel the aircraft should have over the destination (usually TOD) at the
arrival (key) airport.
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
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Database Parameters
Table 30-1
Parameter
Description
Departure and Arrival Biases Parameters

These parameters allow you to apply departure and arrival biases based on the combination of a specific
aircraft fleet type and airport.
Departure Bias For Fuel,
Time, and/or Distance
Allows you to enter departure biases for one or all of the following: fuel,
time, and minimum distance.
DB
Applying biases via the CAPFDB has the following ramifications:

The biases stored in the CAPFDB override any stored in the Customer
Schedule Database.
ex. DB=250,4,0
ex. DB=0,15,0
Any biases applied (ad hoc) to the flight plan request are added to
those stored in the CAPFDB (they accumulate).
or
DBF
Any biases stored in the Customer Aircraft Database are added to

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
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Table 30-1
Parameter
Description
Arrival Bias For Fuel, Time,

and/or MIN Distance
Allows you to enter arrival biases for one or all of the following: fuel, time,
and minimum distance.
AB
Applying biases via the CAPFDB has the following ramifications:
ex. AB=500,0,20
ex. AB=0,5,0
or
ABF
ex. ABF=500
ABT
ex. ABT=10
ABD
ex. ABD=25
The biases stored in the CAPFDB override any stored in the Customer
Schedule Database.
Any biases applied (ad hoc) to the flight plan request are added to
Any biases stored in the Customer Aircraft Database are added to
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
HUB
Defines an airport as high-density or not.
ex. HUB=Y
If the hub parameter is set to Y(es) (HUB=Y), then the arrival fuel bias in
the Customer Aircraft Database is used from the POA to the alternate.
If the hub parameter is set to N(o) (HUB=N), then the bias is not used.
Runway Parameters
Departure Runways
These parameters have no impact on fight plan functionality at this time.
Arrival Runways
These parameters have no impact on fight plan functionality at this time.
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Database Management

To make the CAPFDB a data resource for flight planning, you must first create and manage
JetPlan command-line interface, the CAPFDB access command is APF, and it is entered on
the Options command line. Any attempt to affect or reference the information in the database
must begin with this command.
CAPFDB command functions are divided into two categories: file maintenance and file
Two categories of command functions are available when accessing the CAPFDB. These
File Maintenance
CPY Copies a record to a new record
File Display
SUM Displays a list of records
RID Displays the record identifiers
SRH Search for records
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The record that you affect with a function command may be referenced by an airport, by a fleet
type, or by the combination of the two. When creating a new record you must enter both
reference keys, with the airport listed first. The input structure has the following syntax:
APF,function command,arpt,fleet type,parameter 1,parameter
2,parameter 3,and so on.
The following example illustrates the creation of a new record for the airport, KLAX, and the
fleet type, B747. All parameter settings are strictly optional. Therefore, the parameters shown
are just examples.
Example:
01 OPTIONS APF,SAV,KLAX,B747,TA=KBUR,MA=100,A1=KBUR,MD=400
NOTE You can include any or all parameters (see Table 30-1 on page 828) when
saving or changing records in the database. In fact, you can even omit all parameter
settings if you just want to have a record in the database for the airport and fleet type.
The parameter settings for such a record may be addressed at another time using the
CHG function. The point is that a record is created or affected by the input of the
access command (APF), the function command (SAV), and the file keys (Airport ID
and Fleet type).
The CAPFDB record key elements are described in the following table.
Table 30-2 CAPFDB Record Key Elements
Parameter
Description
Airport
(Required) The ICAO or IATA identifier for the airport.
Fleet Type
(Required) Fleet Type refers to a specific airframe/engine combination.

The Fleet Type value is the generic aircraft ID from the JetPlan Aircraft
Library. For instance, 777E is the JetPlan generic ID for the aircraft type
with ICAO identifier B772.
CAPFDB Commands
The CAPFDB command functions are divided into two categories: file maintenance and file
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Table 30-3
CAPFDB File Maintenance Commands
Command
Description
APF,SAV
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:
parameter) for all records keyed to the B747 fleet type, regardless of airport ID.
01 OPTIONS APF,CHG,$,B747,MA=350
To affect all records, substitute the wild card variable for both the airport identifier and the
fleet type identifier.
Example:
parameter) for all records.
01 OPTIONS APF,CHG,$,$,MA=350
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Table 30-3
CAPFDB File Maintenance Commands (continued)
Command
Description
APF,DEL
As shown previously, deleting a parameter setting within a record (setting its value to the
default value) requires the omission of the value input for that parameter within a CHG
command entry. The DEL command, however, allows you to remove a complete record
from the database. Like the global change command, you have multiple ways of deleting
records in this database. You can remove a specific record, all records for one or more
airports, or all records for a particular fleet type. See the examples below.
To delete a particular record, specify both the airport and the fleet type.
Example:
Explanation: Delete the record keyed to KLAX and the fleet type, B747.
01 OPTIONS APF,DEL,KLAX,B747
To delete all records for a particular airport, specify the airport only.
Example:
Explanation: Delete all records keyed to KLAX.
01 OPTIONS APF,DEL,KLAX
To delete all records for a particular fleet type, specify the fleet type. However, in this case
you must fill the airport field with the wild card variable.
Example:
Explanation: Delete all records keyed to the fleet type, B747.
01 OPTIONS APF,DEL,$,B747
APF,CPY
The CPY command allows you to copy the contents of a record for one fleet type to a record
for another fleet type.
Example:
01 OPTIONS APF,CPY,B747,B757
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Table 30-4
CAPFDB File Display Commands
Command
Description
APF,SUM
The SUM command instructs JetPlan to display a listing of all records stored under your ID.
This listing includes a brief description of the standard parameters and shows the values
stored for each of those parameters per airport/fleet type record. To display a summary
listing of all stored airport/fleet type records, enter the following:
Example:
01 OPTIONS APF,SUM
You can display the same information, but list the airports by their IATA identifiers by using
the option, IATA, after the SUM command.
Example:
01 OPTIONS APF,SUM,IATA
You can also display listings by airport or fleet type.

Example:
01 OPTIONS APF,SUM,KLAX
Example:
01 OPTIONS APF,SUM,$,B747
APF,RID
The RID command displays only the identifiers (only the airport and fleet names) for all
records in the APF database.
Example:
01 OPTIONS APF,RID
APF,PRI
The PRI command works in the same manner as the SUM function. The output is similar to
that shown under a SAV function. You can print a display of a particular record by
referencing both the airport and the fleet type, or you can print a display of all records for a
particular airport or a particular fleet type. In the case of a particular fleet type, you must
include the wild card variable, $, in the field reserved for the airport identifier.
Example:
Explanation: Print record for airport, KSFO, and fleet type, B747.
01 OPTIONS APF,PRI,KSFO,B747
Example:
Explanation: Print all records for airport, KSFO.
01 OPTIONS APF,PRI,KLAX
Example:
Explanation: Print all records for fleet type, B747.
01 OPTIONS APF,PRI,$,B747
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Table 30-4
CAPFDB File Display Commands (continued)
Command
Description
APF,SRH
The SRH command allows a user to filter records based on any of the parameters mentioned
above in Database Parameters.
Example:
Explanation: Search for airport records that are ETOPS approved (ET=Y) and have a
maximum landing weight of 550,000 lbs (LW=550000).
01 OPTIONS APF,SRH,ET=Y,LW=550000
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C HAPTER 31
City Pair Database
City Pair Database

About the City Pair Database
About the City Pair Database

You can use the City Pair database (CPDB) to store and manage data related to a specific
departure and arrival airport combination (a city pair). A CPDB record stores default
parameter values that apply each time you create a flight plan request for a given city pair
combination. For example, if you create a CPDB record for the city pair KOAK to KABQ,
JetPlan automatically applies the information in the CPDB record whenever you create a flight
plan request that includes that city pair.
Each record in the CPDB must contain, at a minimum, the departure and arrival airports. Note
that city pairs in the database are directional. KOAKKABQ is not the same as KABQ
KOAK. Any parameters set in the CPDB record for KOAK to KABQ are not applied in a
flight plan request for a flight from KABQ to KOAK.
NOTE Some parameters in the CPDB are stored in JetPlan but are used only by
certain front-end dispatch software applications. Consult the appropriate product
documentation or contact your Jeppesen account manager for more information.
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Database Parameters
Database Parameters
The following table lists the parameters that can be set in the CPDB. These parameters appear
as options on the CPDB pages in JetPlan.com. As you perform database tasks, consult this
table for information.
NOTE As noted in the table below, some parameters in the CPDB are stored in
JetPlan but used only by certain front-end dispatch software applications. Contact

Table 31-1
City Pair Database (CPDB) Parameters
Parameter
Description
POD
ICAO/IATA code for the point of departure for the

city pair.
(ICAO or IATA code)

POA
(ICAO or IATA code)
HF Radios Required
(HF)
ICAO/IATA code for the point of arrival for the city

pair.
NOTE This parameter is used only by certain frontend dispatch software applications. Contact your
This parameter indicates the number of HF Radios

required.
This value is used to indicate whether the aircraft
flying any route between the city pair needs to be
equipped with HF Communication Equipment and the
number of radios, up to nine, that are required.
JetPlan generates an alert when a specified city pair
requires HF communications, and the aircraft
specified in the flight plan request is not HF-equipped.
Input value: 09. Default is 0.
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Database Parameters
Table 31-1
City Pair Database (CPDB) Parameters (continued)
Parameter
Description
(International) Fuel Reserve Policy
This parameter indicates the default international

reserve policy to be applied.
(RP)
NOTE If this parameter is set to 43xx for the B43

international reserve policy, Dispatch Control or
another similarly capable user interface is required to
enforce the value. Contact your Jeppesen account
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
The 4-digit JetPlan code for the B43 international
reserve policy (43xx). Example: IR=4305, where
43 represents the B43 policy and 05 represents an
application rate of 5%. See NOTE above.
Bonded Fuel
(BFI)
NOTE This parameter is stored in JetPlan but is used

only by certain front-end dispatch software
applications. Contact your Jeppesen account manager
The Bonded Fuel parameter indicates which Customer

Airport database (CAPDB) fuel price (bonded or nonbonded) the system uses in cost index and tankering
analysis for the city pair. This indicator and the
CAPDB values can be overridden on the flight plan
request via the flight planning front-end application.
The fuel price types are defined as followed:
Bonded The bonded fuel price is equivalent to
the domestic (non-bonded) fuel price minus any
taxes and customs fees, which can be avoided if a
flight can be classified as International from a tax
perspective.
Non-Bonded The non-bonded fuel price is
equivalent to the cost at the pump in either
USD/Gallon or in the users currency/users units
and includes all applicable federal, state, and
local taxes.
Input value:
BBonded fuel
N Non-bonded fuel (the default)
See also the Customer Airport Database
chapter in the JetPlan User Manual.
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Database Parameters
Table 31-1
Parameter
Description
Overwater
When the OWATAN or the OWATAA option has been

invoked, JetPlan checks the Overwater parameter to
determine whether an aircraft flying this flight leg
route must be subjected to overwater consideration
during flight plan computation.
(OWI)
The Overwater parameter must be set to Yes for

JetPlan to subject the flight plan computation to
overwater considerations when the Overwater Avoid
(FP, OWATAA) or Overwater Alert (FP, OWATAN)
flight plan option is specified. If the OWI parameter is
set to No, JetPlan runs the flight plan but ignores the
OWATAA and OWATAN options. See the Option
Input values:
Yes JetPlan subjects the flight plan
computation to overwater considerations when
the Overwater Avoid (FP, OWATAA) option or
Overwater Alert (FP, OWATAN) flight plan
option is specified.
No JetPlan does not subject the flight plan
computation to overwater considerations when
the Overwater Avoid (FP, OWATAA) option or
Overwater Alert (FP, OWATAN) flight plan
option is specified.
CCAA Qualify
The CCAA Qualify parameter triggers or prevents

automatic application of the CCAAQ functionality to
any flight plan request that includes the CCAA flight
plan option and the applicable city pair combination.
NOTE The CCAA Qualify parameter in the CPDB can
be overridden by the CCAA Qualify parameter in the
City Pair Fleet Database. For detailed information on
order of precedence for these parameters and the
CCAA Qualify Customer Preference, see the 4D Avoid
and Alert Restrictive Airspaces chapter in the JetPlan
User Manual.
Input values:
Yes Invokes the CCAAQ functionality when
the CCAA option and the city pair combination
are present in the flight plan request.
No Ensures that the CCAAQ option is not
invoked when the CCAA option is in effect for
the city pair combination.
Unset (Default) The CCAAQ parameter has no
influence.
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Table 31-1
Parameter
Description
International
(II)
Indicates whether the system treats the flight as an

international or domestic flight for the purposes of
flight plan filing.
Input value:
International
Domestic
Optimization Type
Indicates the default optimization algorithm to be

applied for flights for the city pair. Can be overridden
on the flight plan request.
The input values are:
Minimum Fuel (F)
Minimum Time (T)
Minimum Cost (C)
Minimum Adjusted Cost (M)
Unset (U)
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)
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Database Parameters
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
Burn Factor (2 sets)

The Burn Factor option is used to allow the user to modify a percentage fuel burn efficiency used for the descent
fuel burn calculation. This is to be applied in addition to any other descent fuel flow bias applied.
Burn Factor Start Date (DMY) and Start Time
(hhmm) for Sets 1 and 2
Effective start date and time for the Burn Factor set.
Day and month must be set. The year is optional.
Input value:
Burn Factor Details for Sets 1 and 2 (24 subsets)

of the Burn Factor Details segment.
Input value: 00002400 (hhmm); 2400 is unset.
Adjustment A percentage fuel burn efficiency
factor to be used for the descent burn calculation.
This is to be applied in addition to any other
descent fuel flow bias applied. Based on
historical data that indicates vectoring or
circuitous routings imposed by ATC for specific
times of day.
Input value: -0.99+0.99
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Database Parameters
Table 31-1
Parameter
Description
Holding Time (2 sets)

NOTE These parameters are used only by certain front-end dispatch software applications. Contact your
Holding Time is used to allow the user to adjust the amount of holding time planned for once the flight arrives at
its destination. Holding is circling in a pattern designated by the airport control tower and may be necessary if
unexpected weather or congestion occurs at the airport.
Holding Time Start Date (DMY) and Start Time
(hhmm) for Sets 1 and 2
Effective start date and time for the Hold Time

Adjustment set.
Day and month must be set. The year is optional.
Input value:
Holding Time Details for Sets 1 and 2 (24 subsets)

of the Holding Time segment.
Input value: 00002400 (hhmm); 2400 is unset.
Hold Time With Alternate This hold time is
used to allow the user to adjust the amount of
planned holding time once the flight is at the
destination or alternate airport.
Hold Time No Alternate This hold time is used
to allow the user to adjust the amount of planned
holding time once the flight is at the Point of
Arrival (POA) airport.
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City Pair Database

Database Management
Database Management

To use the CPDB when flight planning, you must first create records in the database. To do
this, you need to access the database. In the JetPlan command-line interface, the CPDB access
command is CP, and it is entered on the Options command line. The access command always
precedes a function command. Function commands are those inputs that instruct JetPlan to
store, change, delete, or display information in the database.
File Maintenance
File Display
The CPDP record key elements are POD and POA. The order of the inputs when working with
CPDP records must always be: Access command (CP), function command, POD, POA, and
then any desired parameters. The POD and POA are either the ICAO or IATA code and may
be $ to indicate All. The inputs are separated by commas as shown below:
CP,function command,POD,POA,parameter1,parameter2,etc.
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Database Management
CPDB Commands
The CPDB function commands are divided into two categories: file maintenance and file

explanation of each maintenance command is shown in the following table.
Table 31-2
CPDB File Maintenance Commands
Command
Description
CP,ADD
This command enables you to add a new record of information for a city pair in the CPDB.
CP,DEL
This command enables you to delete a record from the CPDB.
CP,CHG
This command enables you to change a record in the CPDB.

of each display command is shown in the following table.
Table 31-3
CPDB File Display Commands
Command
Description
CP,PRI
This command provides a display of all specified records in the CPDB.
CP,SUM
This command enables you to view a list of all records in the CPDB.
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C HAPTER 32

About the City Pair Fleet Database

You can use the City Pair Fleet Database (CPFDB) to store and manage data related to a
specific departure and arrival airport combination (a city pair) and a specific aircraft fleet type.
A fleet type is the Jeppesen generic aircraft ID that defines a specific airframe/engine
combination. (For more information about generic aircraft identifiers, see the Aircraft Type
Commands chapter in the JetPlan User Manual.)
A CPFDB record stores default parameter values that apply each time you create a flight plan
request for a given city pair/fleet type combination. For example, you can create a CPFDB
record containing parameters for the city pair KOAKKABQ and a Gulfstream V aircraft.
JetPlan automatically applies the information in the CPFDB record whenever you create flight
plan requests that contain that city pair and aircraft type.
Note that city pairs are directional. KOAKKABQ is not the same as KABQKOAK. Any
parameters in a CPFDB record for the city pair KOAK to KABQ are not triggered in a flight
request for KABQ to KOAK.
Examples of settings you can store in the CPFDB include:
Additional operating weight value, a cruise mode, route input, an
international reserve policy, primary and alternate driftdown methods, and
two taxi-in and out time adjustment sets with different effective dates.
An ETOPS Required flag that indicates ETOPS flight plans are requested
for the city pair/fleet type combination by default. An alert is returned when
the flight plan requested is not ETOPS.
ETOPS Speed/Cruise Mode (SCM) data. For more information on SCM sets
in the CPFDB, see SCM Sets and the CPFDB on page 867.
Each record in the database must contain, at a minimum, the departure and arrival airports and
fleet type information for it to be accessible for flight planning. For information on all CPFDB
parameters, see Database Parameters on page 869.
About Taxi Time Adjustment Sets

You can set base and adjustment taxi-in and taxi-out values in the CPFDB and in the Customer
Airport Fleet database (CAPFDB). The CPFDB and CAPFDB taxi-in and taxi-out values are
used only if there is not a taxi value of higher precedence. User input of POD or POA taxi
values on a given flight plan request overrides CPFDB taxi values, while the CPFDB taxi
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values take precedence over the CAPFDB values. Precedence for taxi-out and taxi-in values is
determined separately. For more information on precedence, see Order of Precedence for
Taxi Time on page 866.
For taxi values in either the CPFDB or the CAPFDB to be used, the flight plan request must
use a Customer Aircraft database record with the Taxi Fuel Flow (TX) parameter set. In
addition, the Default Block Time (DBT) parameter in the CPFDB must be set to a value
greater than zero.
The CPFDB and the CAPFDB have base taxi-out and base taxi-in values and two sets of taxi
data. Each taxi data set has an effective date. The data set used for the flight plan is the one
with the effective date closest and prior to, or the same as, the flight date and the Estimated
Time of Departure (ETD) or the Estimated Time of Arrival (ETA). The ETA is the ETD plus
the DBT value. If neither taxi data set is in effect, the taxi values from the database are not
used.
Each taxi data set contains up to 60 entries consisting of a start time and taxi-out and taxi-in
adjustment times in start-time order. The taxi adjustment entry to be used is the entry closest
but after or equal to the start time for either the ETD or the ETA.The taxi adjustment time is
added to the base taxi time. If there is not a taxi adjustment entry in the data set in effect, just
the base taxi time is used. If the resulting taxi time is less than zero, zero is used.
NOTE The two taxi data sets can be used to support variations that are typically
seasonal in nature. For example, an airline could have a Winter set and a Summer
set of taxi data. These designations imply no special processing beyond making the
correct use of the active dates for the two data sets. There is no automated clearing
of data sets or swapping of set content. The content remains in place until directly
overwritten with modified data by the user.
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Taxi Time Adjustment Set Examples

CPFDB (For the POD -> POA)
Settings:
DBT: 4 hours (0400)
Base Taxi Time In: 7 minutes
Base Taxi Time Out: 3 minutes
CPFDB
Set 1
Set 2
Effective Date, Time: Oct 31, 2008, 0000
Effective Date, Time: Dec 30, 2008, 1200
Entries
Start Time
Taxi In
Taxi Out
Start Time
Taxi In
Taxi Out
0000
0000
1200
1000
2000
1200
etc.
2400
2400
CAPFDB (for both POD and POA)

Base Taxi Time In: 4 minutes
Base Taxi Time Out: 2 minutes
CAPFDB
Set 1
Set 2
Effective Date, Time: Jan 1, no year, 0000
Effective Date, Time: Sep 30, 2008, 0000
Entries
Start Time
Taxi In
Taxi Out
Start Time
Taxi In
Taxi Out
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).
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Taxi-in time = 7 + 1 = 6, and taxi-out time = 3 + 2 = 5.

For a flight on Dec 30, 2008 with ETD 1000:
CPFDB Data Set 1 is used for taxi-out value as Data Set 2 does not
become effective until noon, but Data Set 2 is used for the taxi-in
values, as the ETA is in the afternoon.
The taxi-out data is from Data Set 1, Entry 1, as the ETD is 1000,
and the taxi-in data is from Data Set 2, Entry 3 (ETA = 1400).
Taxi-in time = 7 + 3 = 10, and taxi-out time = 3 + 2 = 5.
For a flight on Oct 30, 2008 with ETD 1600:
There is no effective CPFDB entry, as the flight is prior to the
effective dates.
For the CAPFDB, both data sets are active, but the second data set
is closest in time. The taxi-in and taxi-out adjustment values are
from CAPFDB Data Set 2, Entry 3, as the ETD is 1600 and the ETA
is 2000.
Taxi-in time = 4 + 3 = 7, and taxi-out time = 2 + 3 = 1 = 0. Since
the taxi-out time is negative, it is adjusted to 0.
Order of Precedence for Taxi Time

The following table shows the order of precedence for the taxi time values, from highest to
lowest.
Table 32-1
Origin
Value
Notes
User input for POD and POA

taxi fuel type and amount on a
specific flight plan request
Pounds or Minutes
To use minutes, a Customer

Aircraft database record with the
Taxi Fuel Flow parameter (TX) set
is required.
User input for taxi fuel on the POD

or POA command lines (TXxxx)
on a specific flight plan request
Weight
Customer City Pair Fleet database
Minutes
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Order of Precedence for Taxi Time
A Customer Aircraft database

record with the Taxi Fuel Flow
parameter (TX) set, an active taxitime data set, and a CPFDB
Default Block Time (DBT) greater
than 0 are required.
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Table 32-1
Order of Precedence for Taxi Time (continued)
Origin
Value
Notes
Airport Fleet database
Minutes

parameter (TX) set, an active taxitime data set, and a CPFDB
Default Block Time (DBT) greater
than 0 are required.
Airport database
Minutes

parameter (TX) set is required.
Pounds

record must be used.
Weight
For certain customer IDs, Taxi-in

and Taxi-out fuels are set to
constant values.
AVE Taxi Out (TO)

AVE Taxi In (TI)
Aircraft database
Taxi Out (DT)
Taxi In (AT)
Hard Coded
SCM Sets and the CPFDB

You can use the ETOPS Diversion Mode Title and the ETOPS Deviation Time parameters in
the CPFDB to indicate a default ETOPS SCM data set to apply to a specific city pair/fleet
combination.
NOTE For detailed information about ETOPS, see the ETOPS Users Guide:
2-Engine Aircraft on JetPlan.com.
About ETOPS SCM Sets

NOTE The ETPRRMFL customer preference is not required if you are using ETOPS
II. ETOPS II flight plans automatically use SCM data sets, regardless of customer
preference or other configuration settings. For information on customer preferences
and ETOPS II, contact your Jeppesen account manager.
Before you can apply ETOPS SCM data sets, the ETPRRMFL (ETP Range Ring Method
Flag) customer preference must be set. This preference activates the SCM sets as a
replacement for a selection of CADB parameters that define the ETOPS area of operation,
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equal time point location, approved coverage ranges for ETOPS alternates, and suitability
times. In addition to the ETOPS Range Ring Radius, each SCM set also includes
corresponding true airspeeds and cruise modes used for ETP and CFS calculations. The SCM
sets provide a degree of flexibility and control to ETOPS operators that is not available when
only using the CADB parameters. Using SCM sets in the CPFDB, for example, allows you to
apply a slower, more conservative diversion speed for one city pair and a faster speed for
another city pair.
For more detailed information about SCM sets, see the Aircraft Fleet Database Help topic
on JetPlan.com or the chapter in the JetPlan User Manual.
Setting a Default ETOPS SCM Set in a City Pair Fleet Record

When you define a default SCM set in a CPFDB record, you are referencing a specific SCM
set in the ACFDB. Up to 12 SCM sets can be defined and stored in the ACFDB. Each SCM set
is uniquely identified by the values of the ETOPS Diversion Mode Title parameter and the
ETOPS Deviation Time parameter (the approved ETOPS diversion time in minutes). You
must ensure that the value of the ETOPS Diversion Mode Title and the ETOPS Deviation
Time parameters in the CPFDB record exactly match the values of those parameters in the
ACFDB SCM set that you want to use as the default for the city pair/fleet.
Order of Precedence for ETOPS SCM Set Data

JetPlan applies the appropriate ETOPS SCM set data to a flight plan using the following logic:
User-interfaces capable of doing so can identify an SCM set to use as an
override to any stored default.
If no user input has been submitted as an override, JetPlan uses the default
SCM set identified in the CPFDB (if one has been defined).
If an SCM set reference cannot be derived from the CPFDB, JetPlan uses
the default ETOPS SCM set in the ACFDB.
If the ACFDB does not contain a default SCM set, JetPlan fails the flight
plan and returns an error.
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Database Parameters
Database Parameters
The following table lists the parameters that you can set in the CPFDB. These parameters
appear as options on the CPFDB pages in JetPlan.com. As you perform database tasks, consult
this table for information.

maintenance. For the convenience of JetPlan command-line users, the table below
lists JetPlan database codes in parentheses under the parameter names.
Table 32-2
City Pair Fleet Database (CPFDB) Parameters
Parameter
Description
POD
(Required) The ICAO or IATA identifier for the point

of departure airport.
POA
(Required) The ICAO or IATA identifier for the point

of arrival airport.
Fleet Type
(Required) Fleet Type refers to a specific

airframe/engine combination. The Fleet Type value is
the generic aircraft ID from the JetPlan Aircraft
Library. For instance, 777E is the JetPlan generic ID
for the aircraft type with ICAO identifier B772.
Required Arrival Time Delta in Minutes: Early
JetPlan does not currently use this parameter.
(RATE)
ex. RATE=15[
Required Arrival Time Delta in Minutes: Late
(RATL)
ex. RATL=10
Driftdown Mode: Primary
(DRFP)
ex. DRFP=2
Driftdown Mode: Alternate
(DRFA)
ex. DRFA=3
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Database Parameters
Table 32-2
City Pair Fleet Database (CPFDB) Parameters (continued)
Parameter
Description
CCAA Qualify
The CCAA Qualify parameter triggers or prevents

automatic application of the CCAAQ functionality to
any flight plan request that includes the CCAA flight
plan option and the applicable city pair/fleet
combination.
NOTE When set to Yes or No, the CCAA Qualify
parameter in the CPFDB overrides the CCAA Qualify
parameter in the City Pair database. For detailed
information on order of precedence for these
parameters and the CCAA Qualify Customer
Preference, see the 4D Avoid and Alert Restrictive
Airspaces chapter in the JetPlan User Manual.
Input values:
Yes Invokes the CCAAQ functionality when
the CCAA option and the city pair/fleet
combination are present in the flight plan
request.
No Ensures that the CCAAQ option is not
invoked when the CCAA option is in effect for
the city pair/fleet combination.
Unset (Default) The CCAAQ parameter has no
influence.
HF Comm Equipment
(HF)
ex. HF=2
This parameter is used to indicate whether the aircraft

flying any route between the city pair needs to be
equipped with HF Communication Equipment and the
number, up to nine, that are required.
JetPlan generates an alert when a specified city pair
requires HF communications, and the aircraft
specified in the flight plan request is not HF equipped.
Input value: 09
Default is 0.
Additional Operating Weight

(AOW)
ex. AOW=1200
This parameter is used when a flight between two

specific airports should use a higher than normal
operating weight. The amount entered here is added
automatically to the aircraft operational weight when
the specified city pair and aircraft type is entered in a
Default is blank.
Contingency Min Rule (minutes)
(CMR)
ex. CMR=45
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Database Parameters
Table 32-2
Parameter
Description
Default Payload (LBS)
This parameter indicates the default amount of

payload to apply to a flight for the designated city pair
and fleet type in the absence of values entered in the
(DP)
Input value: 0999999 in kilos or lbs (based on

kilo/lbs attribute setting in customer attributes file).
Default is 000000.
Default Route Input
(RTI)
This parameter indicates the default route entry or

route database name that is applied to this city
pair/fleet. (Any text that could be entered for Q6 in
JetPlan line mode. For example: J D RT/vvvvv, abc ua34 xyx, and so on.)
Input value: 111 alphanumeric characters.
Pitch-Catch
(PC)
This parameter determines whether JetPlan uses

available pitch/catch points when creating a NonRestrictive Route (NRR) flight plan for the designated
city pair and fleet type.
When the user requests an NRR-optimized flight plan,
but does not indicate the use of pitch/catch points on
the JetPlan command line or through a front-end flight
planning system, JetPlan looks for the value of the
Pitch-Catch flag in the CPFDB for the city pair and
fleet type for the flight plan in question. If the PitchCatch flag is set to Yes, the system generates a flight
plan request for an NRR-optimized flight plan using
pitch/catch points.
Input value:
Yes use Pitch/Catch
No do not use Pitch/Catch
Default is No.
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Table 32-2
Parameter
Description
International Reserve Policy
This parameter indicates the default international

reserve policy to be applied.
(IR)
ex. IR=605
NOTE If this parameter is set to 43xx for the B43

international reserve policy, Dispatch Control or
another similarly capable user interface is required to
enforce the value. Contact your Jeppesen account
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
The 4-digit JetPlan code for the B43 international
reserve policy (43xx). Ex. IR=4305, where 43
represents the B43 policy and 05 represents an
application rate of 5%. See NOTE above.
Cruise Mode
(CRZ)
ex. CRZ=M82
ex. CRZ=CI55
This parameter specifies a cruise mode to be used

automatically whenever the specified city pair and
aircraft type are entered in a flight plan request. The
cruise mode may be entered as a specific mach
number or as a cost index. See the Cruise Mode
Commands chapter in the JetPlan User Manual for
more information.
Input value: 16 characters
NOTE A cruise mode parameter specified in the
CPFDB overrides any cruise mode stored in the
Customer Aircraft database.
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Database Parameters
Table 32-2
Parameter
Description
Default Block Time
The DBT indicates the standard amount of time from

Out to In time for the fleet type/city pair combination.
The DBT is added to ETD for use in taxi-time
adjustment look-up.
(DBT)
ex. DBT=1015
DBT is also used by the Minimum Adjusted Cost

Index (MACI) process to determine crew costs when a
scheduled time isnt available.
This parameter is used by the front-end system
(OPSControl, JetPlan.com, and so on) to
automatically determine an ETA when a flight is
created manually.
Input value: 02359. Default is 0000. Enter the value
as hhmm. For example, an entry of 1015 means 10
hours and 15 minutes.
NOTE DBT must be set to a value greater than zero
for the CPFDB or CAPFDB taxi time values to be used.
Terrain Analysis Indicator

(TA)
This parameter indicates the default terrain analysis

computation to be applied to any flight for the
designated city pair and fleet type.
Input values:
0 None
1 Terrain Clearance
2 Mountain Driftdown
3 Both Terrain Clearance and Mountain
Driftdown
Default is 0.
NOTE When set, the value of the Terrain Analysis
Indicator overrides the Anti-Ice Terrain Analysis Rules
defined in the Customer Preference database. In turn,
these City Pair Fleet and Customer Preference
database values may be overridden by ad hoc inputs
entered through the front-end flight planning software.
For more information, see the Overwater Driftdown
and Terrain Analysis chapter in the JetPlan User
Manual.
NOTE A terrain analysis scenario for the route to the
destination alternate is always qualified using Terrain
Clearance Anti-Ice ON rules.
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Database Parameters
Table 32-2
Parameter
Description
ETOPS Required
Indicates whether ETOPS is performed by default. If

this parameter is set to require ETOPS, and a flight
plan request does not specify ETOPS, a non-ETOPS
plan is computed and an alert is returned.
(ETOP)
Input values:
1 ETOPS is required
2 ETOPS is required
Any other value: ETOPS is not required
Default is 0
Dispatcher Add Fuel
(DAF)
ex.=1555
NOTE This parameter is stored in JetPlan but is used

only by certain front-end dispatch software
applications. For more information, consult the
appropriate front-end product documentation or contact
This parameter sets the default value for discretionary

additional fuel that can be added to the release fuel at
the request of the dispatcher.
Input value: 0999999. Default is 0.
Cockpit and Cabin Crew Cost Parameters
CPFDB record, combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record
does not contain crew cost parameter values, the system uses crew cost parameter values in the Customer Airport
Fleet Database (CAPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the
CAPFDB also does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet
Database (ACFDB) record. See the Cost Index Commands chapter in the JetPlan User Manual for information
about MACI.
Default Cockpit Crew Number

NCOD
ex. NCOD=3
Input value: 099
OSRO
Sets the fixed cost for the cockpit crew for on-time
arrivals.
ex. OSRO=2,000
Cockpit Crew Cost Over Schedule

VSRO
Sets the fixed cost for the cockpit crew for late
arrivals.
ex. VSRO =3,000
Cockpit Crew Cost On Schedule
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Sets the default cockpit crew count; used when

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Database Parameters
Table 32-2
Parameter
Description
Default Cabin Crew Number
Sets the default cabin crew count; used when

NCAD
ex. NCAD=3
Cabin Crew Cost On Schedule
Input value: 099
OSRA
Sets the fixed cost for the cabin crew for on-time
arrivals.
ex. OSRA =5,000
Cabin Crew Cost Over Schedule
VSRA
ex. VSRA =7,500

Show Lateness Time Segments Parameters
NOTE The following Lateness Cost parameters support the Minimum Adjusted Cost Index (MACI) feature. When
JetPlan calculates MACI values for flight planning, it uses the crew cost parameter values in the CPFDB record,
combined with the Lateness Cost parameter values in the CPFDB record. If the CPFDB record does not contain
crew cost parameter values, the system uses crew cost parameter values in the Customer Airport Fleet Database
(CAPFDB) record, combined with the Lateness Cost parameter values in the CPFDB record. If the CAPFDB also
does not contain crew cost parameter values, the system uses crew cost values in the Aircraft Fleet Database
(ACFDB) record. See the Cost Index Commands chapter in the JetPlan User Manual for information about MACI.
LBEB
In JetPlan command-line interface, this parameter

activates the Lateness Segments. The effective
start/end time values are a time of day range during
which the band times are active, stored as hhmm.
LBEE
In JetPlan command-line interface, this parameter deactivates the Lateness Segments. The effective
start/end time values are a time of day range during
which the band times are active, stored as hhmm.
Lateness Time SegmentsSequence Start Time
The Lateness Time Segments start/end times define a

range of lateness in minutes. Negative values
(early) are valid. A sequence of up to five lateness
Lateness Band Segment Begin (Sequence 04)

LB0BLB4B
The Start Time parameter indicates the number of

minutes past the scheduled arrival time at which the
given lateness sequence becomes effective.
Lateness Time SegmentsSequence End Time
Lateness Band Segment End (Sequence 04)
LB0ELB4E
The Lateness Time Segments start/end times define a

range of lateness in minutes. Negative values
(early) are valid. A sequence of up to five lateness
The End Time parameter indicates the number of
minutes past the scheduled arrival time at which the
given lateness time segment ceases to be effective.
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Database Parameters
Table 32-2
Parameter
Description
Lateness Rate
This parameter is the dollar-per-minute value that is

applied to the given lateness time segment. A
sequence of up to five lateness segments is possible.
Late Band Segment Rate Per Minute (Sequence 04)

LB0RLB4R
Fixed Lateness Cost
Late Band Segment Fixed Rate (Sequence 04)
LB0FLB4F

This parameter is the fixed dollar value that is applied
to the given lateness time segment. A sequence of up
to five lateness segments is possible.
Taxi Time Segment Parameters

You can set base and adjustment taxi-in and taxi-out values in the CPFDB and in the Airport Fleet database
(CAPFDB). The CPFDB taxi values take precedence over the CAPFDB taxi values.
NOTE For the Taxi Time Adjustment values to be used, the Default Block Time (DBT) field in the CPFDB must
be set to a non-zero value, and a Customer Aircraft database record with the Taxi Fuel Flow (TX) value set must
be used.

NOTE You do not need to enter the taxi time adjustments in chronological order. JetPlan sorts the data
automatically.
Set 1 Start Date
(WDM)
Set 1 Start Year
The year setting is optional. The start date and time

apply to each and every year if year is not set.
(WYR)
Input value: year (yyyy)

Set 1 Start Time (hhmm)
(WHM)
Input value: 00002359 (hhmm)
Indicates the average amount of taxi-out time for the

specified airport fleet for Set 1 taxi time adjustments.
(BTOW)

(BTIW)
Indicates the average amount of taxi-in time for the

specified airport fleet for Set 1 taxi time adjustments.
Set 1 Segment#
Effective start time for the given Set 1 Taxi Time

adjustment (#160) in hhmm.
#160
(STW#)
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Database Parameters
Table 32-2
Parameter
Description

#160
Defines the adjustment to the Base Taxi Out Time

defined for the airport fleet when the flights
scheduled departure time is between the Start Time
(TOW#)
Input value: 9999 minutes (negative values are

possible)
#160
(TIW#)
Defines the adjustment to the Base Taxi In Time

defined for the airport fleet, when the flights 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)

Set 2 Start Date
(SDM)
Set 2 Start Year
The year setting is optional. The start date and time

apply to each and every year if year is not set.
(SYR)
Input value: year (yyyy)

Set 2 Start Time (hhmm)
(SHM)
Input value: 00002359 (hhmm)
Indicates the average amount of taxi-out time for the

specified airport fleet Set 2 taxi time adjustments.
(BTOS)

(BTIS)
Indicates the average amount of taxi-in time for the

specified airport fleet Set 2 taxi time adjustments.
Set 2 Segment #
Effective start time for the given Set 2 Taxi-In Time

adjustment (#160) in hhmm
#160
(STS#)
#160
(TOS#)
Defines the adjustment to the Base Taxi Out Time

defined for the airport fleet, when the flights
scheduled departure time is between the Start Time
Input value: 99+99 minutes (negative values are
possible).
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Database Parameters
Table 32-2
Parameter
Description
Defines the adjustment to the Base Taxi In Time

defined for the airport fleet, when the flights ETD
plus DBT is between the Start Time and End Time for
the specified taxi adjustment set.
#160
(TIS#)
Input value: 99+99 (negative values are possible).

ETOPS SCM Data Set
ETOPS Diversion Mode Title
(SN)
(ETOPS Multi Speed/Cruise Mode Diversion Mode
Title)
ex. SN=M80

SCM set used as the default for the designated city
pair and fleet type. This parameter and ETOPS
Deviation Time together constitute the SCM data set
key in the CPFDB record. Both parameters are
required if the ETOPS SCM set is used. This title/time
combination must exactly match those of the SCM set
in the Aircraft Fleet database (ACFDB) that is being
referenced as the default for this city pair/fleet type
combination.
Input value: 110 alphanumeric characters. Default is
blank.
NOTE JetPlan requires that the ETOPS Diversion
Mode Title and the ETOPS Deviation Time match the
same parameters in one of the SCM sets in the
ACFDB. Otherwise an error occurs.
ETOPS Deviation Time

(SD)
(ETOPS Multi Speed/Cruise Mode Deviation Time)
ex. SD=45
Indicates the number of minutes that defines the

approved ETOPS diversion time for the designated
city pair and fleet type. This parameter and Diversion
Mode Title together constitute the SCM data set key
in the CPFDB record. Both parameters are required if
the ETOPS SCM set is used. This title/time
combination must match exactly those of the SCM set
in the Aircraft Fleet database (ACFDB) that is being
referenced as the default for this city pair/fleet type
combination.
Input value: 60, 75, 120,138, 180, 207, or 240
minutes. Default is blank.
NOTE JetPlan requires that the ETOPS Diversion
Mode Title and the ETOPS Deviation Time match the
same parameters in one of the SCM sets in the
ACFDB. Otherwise an error occurs.
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Database Management
Database Management

To use the CPFDB when flight planning, you must first create records in the database. To do
this, you need to access the database. In JetPlan, the CPFDB access command is CPF, and it is
entered on the Options command line. The access command always precedes a function
command. Function commands are those inputs that instruct JetPlan to store, change, delete,
or display information in the database.
Two categories of command functions are available when accessing the CPFDB. These
File Maintenance
File Display
PRI Displays record
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Database Management
The order of the inputs when working with CPFDB records must always be: access command
(CPF), function command, departure airport, arrival airport, fleet type, and then any desired
parameters. The inputs are separated by commas as shown below:
CPF,function command,pod,poa,fleet type,parameter1,parameter2,and so
on
NOTE You can include any or all parameters (see Database Parameters table
above) when adding or changing records in the database. In fact, you can even omit
all parameter settings if you just want to have a record in the database for the airport
and fleet type. The parameter settings for such a record may be addressed at another
time using the CHG function.
The CPFDB record key elements are described in the following table.
Table 32-3
CPFDB Record Key Elements
Parameter
Description
Fleet Type

POD
(Required) The ICAO or IATA identifier for the point of departure airport.
POA
(Required) The ICAO or IATA identifier for the point of arrival airport.
CPFDB Commands
The CPFDB command functions are divided into two categories: file maintenance and file
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Database Management
CPFDB File Maintenance Commands

Table 32-4 CPFDB File Maintenance Commands
Command
Description
CPF,ADD
New database records for a particular city pair and aircraft fleet type are created using the
ADD command. Airport identifiers can be either ICAO or IATA.
The following example illustrates the creation of a new record for the city pair KLAX
RJAA and the fleet type B747. All parameter settings are strictly optional. Therefore, the
parameters shown are just examples.
Example:
01 OPTIONS CPF,ADD,KLAX,RJAA,B747,AOW=25000,HF=2
CPF,CHG
You can modify the parameters of a previously stored record by using the CHG command.
The input is similar to the ADD input. You can add new parameter settings to the record,
change existing parameter settings, or reset parameters to their default setting. To reset a
parameter to its default value, enter the parameter without a value input.
Example:
01 OPTIONS CPF,CHG,KLAX,RJAA,B747,DBT=
CPF,CHG,$,$,$
You can make changes to multiple records all at once by using the wild card variable, $, in
place of the POD, POA, or fleet type identifiers. This is very useful if you have hundreds or
even thousands of CPFDB records that need updating.
Example:
Explanation: Change the Added Operational Weight to 1000 for all records departing
KLAX, regardless of arrival airport or fleet type.
01 OPTIONS CPF,CHG,KLAX,$,$,AOW=1000
To change records by fleet type only, substitute the wild card variable for the airport
identifiers.
Example:
Explanation: Change the Added Operational Weight to 15000 for all records with a B747
fleet type, regardless of airport identifiers.
01 OPTIONS CPF,CHG,$,$,B747,AOW=15000
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Table 32-4
CPFDB File Maintenance Commands (continued)
Command
Description
CPF,DEL
The DEL command allows you to remove an entire record from the database. You can also
use the global change command to delete all records for one or more airports, or all records
for a particular fleet type.
NOTE Use caution when deleting records with the global change command to avoid
accidentally deleting records.
To delete one particular record, specify the city pair airports and the fleet type.
Example:
Explanation: Delete the record with the city pair KLAXRJAA and the fleet type B747.
01 OPTIONS CPF,DEL,KLAX,RJAA,B747
To delete all records for a particular departure or arrival airport, specify the airport only.
Example:
Explanation: Delete all records with KLAX as an arrival airport.
01 OPTIONS CPF,DEL,$,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
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Database Management

Table 32-5
CPFDB File Display Commands
Command
Description
CPF,PRI
The function command PRI displays the contents of the CPFDB records on the screen. You
can display all records, one specific record, or multiple records by using the wildcard
variable.
Example:
Explanation: Display all records.
01 OPTIONS CPF,PRI
Example:
Explanation: Display the record for the city pair 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
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C HAPTER 33
Customer Alternate
Database

About the Customer Alternate Database
About the Customer Alternate Database

The Customer Alternate (CALT) Database enables you to store information for user-defined
destination alternate airports (alternates). You can define distances and altitudes between
Point-of-Arrival (POA) airports and their alternates or reference specific route records stored
in the Customer Route Database (CRDB).
Once a CALT Database is created, you do not need to do anything to invoke its use other than
include a POA airport and a destination alternate in your flight plan request. Upon submission
of your flight plan request to the JetPlan system, the CALT Database is automatically scanned
for matching records. If your flight plan request contains a POA/alternate combination that
matches a record in the CALT Database, the stored data (distance value, altitude, or customer
route record) is applied to the calculation process. The destination alternate data is used in the
flight plan calculation for the divert leg of the plan.
The CALT Database provides the following benefits:
Eliminates the need for repetitive inputs of distances or routes to alternate
airports.
Provides more choices for flight planning. You can store standard alternate
information for typical use and override the standard at any time using ad
hoc inputs.
For definitions of the parameters in the CALT Database, see Database Parameters on
page 888.

For detailed information on applying CALT Database records to flight plan requests and
overriding records with ad hoc inputs, see the Hold-Alternate Commands chapter in the
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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.

maintenance.
Table 33-1
Customer Alternate (CALT) Database Parameters
Parameter
Description
Arrival Airport
(Required) The ICAO or IATA identifier of the POA

for which you want to store alternate information.
Example: KLAX or LAX
Alternate Airport
(Required) The ICAO or IATA identifier of the airport

you want to designate as the alternate for the POA.
Example: KLAX or LAX
Routing Method Options (Required)

You can enter either a Customer Route Database (CRDB) record name or a distance value in nautical miles.
With either option, you can also enter flight-level information.
Route Name
The route record name from the CRDB. The distance

value is derived from the route generation process
when the route is created in the CRDB.
Storing a route in the CALT Database requires that the
route first be generated in the CRDB and then
transferred by referencing the routes record name.
Input value: The CRDB record name
Distance Mileage (no CRDB route name provided)
Lets the user store a flying distance from the POA to

the destination alternate.
Input value: Distance in nautical miles
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Database Parameters
Table 33-1
Customer Alternate (CALT) Database Parameters (continued)
Parameter
Description
Flight Levels (100 * FEET)
(Optional) You can add a single flight level or a flight

level range between the two airports. This information
is stored only if you enter it when creating a CALT
Database record. Otherwise, an optimum flight level
is determined for the distance between the two
airports in the flight plan calculation process.
At Level
- or Between Levels
FLnnn
For lower/upper enter: FLnnn,nnn
NOTE If flight level values for the route are stored in

the CRDB record and also in the CALT Database, the
value in the CALT Database takes precedence.
Input value: Flight level in feet x 100

The value you enter must follow the JetPlan standard
for flight level inputs: 3 digits, in hundreds of feet.
Otherwise, the system returns an error.
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Database Management
Database Management

To make the CALT Database a data resource for your flight planning needs, you must first
create and manage records of information in the database. To do this, you need to access the
database. The CALT Database access command is ALT, and it is entered on the Options
command line. Any attempt to affect or reference the information in the database must begin
with this command.
Two categories of command functions are available when accessing the CALT Database.
These functional categories are listed below with the specific commands.
File Maintenance
ADD Adds a record to the database
DEL Deletes a record from the database
File Display
PRI Displays the content of the record
TOT Displays the number of records stored in the database
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Database Management
When applying file maintenance commands, the record you affect in the database is referenced
by the ICAO or IATA identifiers of the POA and alternate. These identifiers together act as the
key (or record name), and they are entered after the function command so that the input
structure has the following syntax:
ALT,function command,POA,ALT,alternate value
The identifier for the POA must precede the identifier for the destination alternate. The
alternate value is either a distance in nautical miles or a record name from the CRDB.
CALT Database Commands

The CALT Database command functions are divided into two categories: file maintenance and
file display. This section describes each command function.

Table 33-2
CALT Database File Maintenance Commands
Command
Description
ALT,ADD
The ADD function enables you to add a record of information to the CALT Database. To
add a record, enter the POA airport identifier, the destination alternate airport identifier, and
the alternate value (distance value, altitude, or customer route record name) after the
ALT,ADD command.
Example:
Add a record to the database. Make KEWR a destination alternate for KJFK, and specify a
distance (100 nm) between the two airports.
01 OPTIONS ALT,ADD,KJFK,KEWR,100
Example:
Add another alternate record for KJFK. This time make KLGA the destination alternate and
the alternate value another distance input (80 nm).
01 OPTIONS ALT,ADD,KJFK,KLGA,80
Example:
Add a destination alternate record to the database, using KONT as an alternate for KLAX.
The alternate value is CRDB record, A01.
01 OPTIONS ALT,ADD,KLAX,KONT,A01
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Table 33-2
CALT Database File Maintenance Commands (continued)
Command
Description
ALT,ADD
(Continued)
NOTE The example above applies a record name (A01) as the destination alternate value.
The record, A01, must exist in the CRDB before it can be stored in the CALT Database.
Example:
Add a destination alternate record for KSFO. Make KSAT the alternate, specify a distance
(102 nm), and an altitude (FL100).
01 OPTIONS ALT,ADD,KSFO,KSAT,102,FL100
Example:
Add a destination alternate record for KMIA. Make KIAD the alternate, specify a distance
(102 nm), and an altitude range, where 100 is the lower flight level and 230 is the higher
level.
01 OPTIONS ALT,ADD,KMIA,KIAD,A01,FL100,230
ALT,CHG
The CHG command enables you to modify an existing CALT Database record. To modify a
record, you must reference the two airports that identify the record you wish to affect. The
real change, if any, is to be made to the destination alternate value (distance, altitude, or
route record).
Example:
Change the destination alternate value for the record that has KJFK as the arrival airport and
KEWR as the alternate. The new alternate value is a distance input (120 nm).
01 OPTIONS ALT,CHG,KJFK,KEWR,120
Example:
Replace the previous alternate value with the route record, A02.
01 OPTIONS ALT,CHG,KLAX,KONT,A02
Example:
Add flight level 100 to the previous alternate value.
01 OPTIONS ALT,CHG,KLAX,KONT,A02,FL100
ALT,DEL
The DEL command enables you to remove records from the database by specific POA or by
specific POA - ALT airport combination.
Example:
Delete all alternate records for the (arrival) airport, KJFK.
01 OPTIONS ALT,DEL,KJFK
Example:
Delete the destination alternate record for the POA/ALT combination, KJFK to KLGA.
01 OPTIONS ALT,DEL,KJFK,KLGA
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C HAPTER 34

About the Flight Brief Database

IMPORTANT This document contains information on the International Civil Aviation
Organization (ICAO) 2012 Filed Flight Plan (FPL) database parameters. The
Jeppesen cutover to the ICAO 2012 FPL format occurred on November 14, 2012. All
flight plans filed with Jeppesen flight planning products are now filed in the ICAO 2012
format by default. Air Traffic Control (ATC) may reject flight plans not filed in the ICAO
2012 format.

DOC 4444), which details the ICAO 2012 FPL requirements.
You can use the Flight Brief Database to define criteria that support the following:
Automatic inclusion of user-provided text, such as diplomatic clearance
remarks, in all or in specified flight release packages or filing strips.
Automatic application of conditions, such as the use of bonded or nonbonded fuel price, to certain types of flight plan requests.
Automatic output of specific information, such as EU-OPS emissions data,
in certain flight plans.
Automatic use of a designated flight plan format.
Automatic output of data on flight plans filed in the ICAO 2012 FPL format.
For more information, see The Flight Brief Database and the ICAO 2012
FPL Format on page 896.
When creating a flight brief record, define the flight brief type, which indicates the type of
data or condition that you want to apply automatically. Then use the selection criteria options
in the database to limit application of the data or condition to certain flight plan requests.
For example, to include a remark in certain filing strips, select the (A) Permit Remarks for
ATC Flight Brief Type and then type the remark text in the Flight Brief Text box. Then use
selection criteria options, such as Effective Date, Fleet Type, and Flight Number, to include
the remark output in matching flight plan requests. If you do not define selection criteria, the
remarks in the flight brief record are included automatically in all flight releases or filing
strips.
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Other flight brief types may require more constraining factors. For example, the (E) EUETOPS Early/Late Override type applies only to ETOPS II flight plan requests, while the (G)
Fuel Price Selection type requires you to set certain parameters and not set others. Otherwise,
the record is not applied to any flight plans. See Database Parameters on page 898 for details
on flight brief types and selection criteria parameters.
NOTE You can choose to have remarks in flight brief records displayed in the main
body of the flight plan output. This option is format-dependent. Contact your
The Flight Brief Database and the ICAO 2012 FPL

Format
IMPORTANT This section assumes that you use JetPlan.com to maintain the Flight
Brief Database.
NOTE For a full description of the Jeppesen ICAO 2012 FPL changes and
requirements, see the ATC Filing chapter in the JetPlan User Manual.
Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. The ICAO 2012 FPL
format is standard for all of the Jeppesen flight planning software applications.
The (A) Permit Remarks for ATC flight brief type and the ICAO 2012 Item18 output
parameters in the Flight Brief Database enable you to add Item18 Special Handling (STS/) and
18 Originator (ORGN/) data to matching flights filed in the ICAO 2012 FPL format.
Before Using the ICAO 2012 Flight Brief Database Parameters

Before using the ICAO 2012 Flight Brief Database parameters, note the following:
Configure your Customer Aircraft Database (CADB) with ICAO 2012
parameters. The ICAO 2012 FPL is pre-populated with this data. For
information on setting up the CADB, see the ICAO 2012 Certification and
Equipment section in the Help topic for the CADB on JetPlan.com or the
Customer Aircraft Database chapter in the JetPlan User Manual.
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To avoid ATC rejections, be sure to enter ICAO 2012-specific data only in

the designated ICAO 2012 database fields. For example, do not enter PBN/
values in a type A flight brief record. Enter Item 18 PBN/ values only in the
Item 18 PBN/ (I2) parameter field in the ICAO 2012 Certification and
Equipment section of the CADB in JetPlan.com.
In JetPlan.com, do not enter any of the Item 18 indicators in any Flight Brief
Database field. For example, in the Item 18 ORGN/ text box in
JetPlan.com, do not type the indicator ORGN or ORGN/ or the slash
mark (/). Type only the input value in the ORGN/ text box.
For more information on the Flight Brief Database ICAO 2012 parameters, see Database
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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.

maintenance. For the convenience of JetPlan command-line users, the JetPlan
database codes are included in parentheses in the Parameter column.
Table 34-1
Flight Brief Database Parameters
Parameter
Description
Flight Brief Name
(Required) This parameter lets you assign a name to the Flight Brief Database
record.
Input value: Unique name consisting of up to12 alphanumeric characters
Example: A300ATCDIP
Flight Brief Type (Required)

Select the type that represents the category to which you want to assign the database record. Select only one type
for each record.
(A) Permit Remarks for
ATC
IMPORTANT Before using the ICAO 2012 parameters in the Flight Brief
Database, read The Flight Brief Database and the ICAO 2012 FPL Format on
page 896.
The (A) Permit Remarks for ATC flight brief type enables you to:
Provide text, such as a diplomatic clearance remark, for inclusion in the
RMK/ field in Item 18 on the ATC filing strip. When creating the flight brief
record, select (A) Permit Remarks for ATC and then enter the remark in
the Flight Brief Text box.
Output STS/ and ORGN/ data in Item 18 on the filing strip for specified
flights. When creating the flight brief record, select (A) Permit Remarks
for ATC and then provide values for the STS/ and ORGN/ parameters. See
the ICAO 2012 Item 18 Output Parameters section of this table below.
Automatically include the flight number as a remark in Item 18 on the filing
strip. When creating the flight brief record, select (A) Permit Remarks for
ATC and then select Yes for the Display Flight Number parameter.
IMPORTANT Do not enter PBN/ in an (A) Permit Remarks for ATC flight brief
record. Enter Item 18 PBN/ information only in the Item 18 PBN/ parameter in the
ICAO 2012 Certification and Equipment section of the CADB. Do not add any
ICAO 2012-specific information to a type A flight brief record other than the values
for STS/ and ORGN/. Do not use any special characters, including a slash (/).
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Database Parameters
Table 34-1
Flight Brief Database Parameters (continued)
Parameter
Description
(E) EU-ETOPS Early/Late

Override
NOTE The E flight brief type is used only with ETOPS II flight plan options.
NOTE If the Flight Brief Database contains two or more matching type E flight
brief records, the system uses the first record it finds.
The (E) EU-ETOPS Early/Late Override flight brief type supports several options
that enable users to be compliant with non-FAA ETOPS rules. To create the flight
brief record, select the EU-ETOPS Early/Late Override option. Then choose
from the following ETOPS options (see the ETOPS II Output Parameters
section of this table for more information on all these options):
Extend early and late arrival times To extend the early and late arrival
times at ETOPS alternates, set buffer times to be included in ETOPS
calculations for suitable times in matching flight plan requests. Enter the
buffer times in the ETOPS Early Buffer and ETOPS Late Buffer text
boxes. The input value is 000-999 (time in minutes).
Include the 5% wind penalty Set the 5% Wind Bias option to On to
include the 5% wind penalty in the ETOPS II calculations in matching flight
plan requests.
Apply a temperature-based icing penalty Set the Temp-Based Icing
Penalty option to On to apply a temperature-based icing penalty logic to
ETOPS II calculations in matching flight plan requests.
Select critical fuel scenario The Scenario Options let you indicate which
of the three ETOPS critical fuel scenarios (Engine-Out Depressurized, AllEngine Depressurized, and Engine-Out Pressurized) are computed and used
in the ETOPS uplift calculations and which are displayed in the extended
output block on the flight plan.
Enter values for the Multi-Segment ETOPS Options These options
enable you to do the following in matching flight plan requests:
Treat consecutive ETOPS segments that are beyond a configurable
distance from one another as two separate ETOPS segments, as opposed to
combining them.
Determine which ETPs the system can omit based on a configurable
distance between the abeam points of the forward and backward alternates.
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Database Parameters
Table 34-1
Parameter
Description
(F) Override Output Plan

Format
The (F) Override Output Plan Format flight brief type lets you store a default
flight plan format for a given aircraft fleet type. To create the flight brief record,
select (F) Override Output Plan Format. Then type the flight plan format
output name (for example, aa6) in the Flight Brief Text box and the fleet type in
the Fleet Type box.
NOTE If you specify a flight plan format output name but do not specify a fleet
type, the system applies the indicated format to all flight plans, regardless of the
fleet type.
In the command line interface, to create an F type flight brief record for a specific
fleet type, specify the fleet type identifier (FT) on the command line.
For example, to set the flight plan output format to aa6 for fleet type 777e, type
the following on the command line:
01 OPTIONS fb,sav,fmttest,f,ft=777e
TX=aa6
(G) Fuel Price Selection
The (G) Fuel Price Selection flight brief type lets you specify which Customer
Airport Database (CAPDB) fuel price (bonded or non-bonded) to use for flight
plans with a specific flight number or other key parameters.
To create the flight brief record, select the (G) Fuel Price Selection option. Then
type FP=BP in the Flight Brief Text box to specify the bonded fuel price or type
FP=FP to specify the non-bonded fuel price.
NOTE Not all parameters in the flight brief record can be set for (G) Fuel Price
Selection. The expected options are Flight Number, Aircraft Type, POD or POA,
and Tail Number. If an unexpected parameter is set, the record is not used. Also, if
both the POD and the POA are set, the record is not used.
(N) Company Note for

Flight Brief
The (N) Company Note for Flight Brief type lets you create and store a company
note or a remark for the crew. When creating the flight brief record, select (N)
Company Note for Flight Brief and then type the remark in the Flight Brief
Text box.
(R) Permit Note for Flight

Brief
The (R) Permit Note for Flight Brief type lets you create and store a diplomatic
clearance remark that appears only in the flight 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.
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Database Parameters
Table 34-1
Parameter
Description
(S) Set Spill Cost

Parameters
The (S) Set Spill Cost Parameters flight brief type lets you account for forfeited
cargo revenue (spill cost) in cost comparisons when using autoweight or when
using Optimal Scenario Analysis (OSA) for an unknown payload case.
To create the flight brief record, select (S) Set Spill Cost Parameters and then
type the unit value for forfeited cargo in the Flight Brief Text box. The text must
be in the format <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.
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Table 34-1
Parameter
Description
(T) WXE Time Buffer
The (T) WXE Time Buffer flight brief type enhances the Enroute Weather Output
(WXE) option to return NOTAMs beyond the window defined by the Estimated
Time of Departure (ETD) to the Estimated Time of Arrival (ETA) at the POA.
The (T) WXE Time Buffer option enables you to extend this window in matching
flight plans to: the ETA at the POA plus the number of hours you specify, up to 48
hours.
NOTE You must include the WXE option in your flight plan request.
When creating the flight brief record, select the (T) WXE Time Buffer option. In
the Flight Brief Text box, type the number of hours to extend the window, up to
48 hours.
NOTE If you specify more than 48 hours in the Flight Brief Text box, the system
defaults to using 4 hours.
(W) Weather Maps for

Flight Brief
The (W) Weather Maps for Flight Brief type lets you list weather map codes in
the remark text area as a reminder to the crew to retrieve specific flight weather
maps to include in the filing package.
To create the flight brief record, select the (W) Weather Maps for Flight Brief
option. In the Flight Brief Text box, enter only Fax Forwarding (FF) map codes
and include a space between each code entry. For example, the FF code for the
High-level Significant Weather map for Europe is EUHISIG12. For more
information on FF codes, see the Graphic Weather chapter in the JetPlan User
Manual.
(X) Enroute Weather

Airports and FIRS
The (X) Enroute Weather Airports and FIRS flight brief type lets you list airports
or FIRs for extra weather reports.
NOTE You must include the Enroute Weather Output (WXE) option in your flight
plan request.
To create the flight brief record, select the (X) Enroute Weather Airports and
FIRS option and then list airport or FIR identifiers in the Flight Brief Text box.
Separate each identifier with a space. Example: KLVK KDEN KRBL.
JetPlan scans the codes, and then retrieves reports (if available) from those
stations or regions listed and includes them in the flight brief package.
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Database Parameters
Table 34-1
Parameter
Description
(Z) Reports and

Diagnostics
NOTE The political boundary report includes country boundary crossings only for
countries with Customer Controlled Avoid and Alert (CCAA) database records in
which the avoid level is set to either Avoid or Alert. The FIR boundary report
includes FIR crossings only for FIRs with CCAA database records in which the
avoid level is set to either Avoid or Alert. See the Customer Controlled Avoid and
Alert Database Help topic on JetPlan.com.
The (Z) Reports and Diagnostics flight brief type lets you include FIR/UIR and
geopolitical country boundary crossing reports on flight plans for matching
flights.
When creating the flight brief record, select the (Z) Reports and Diagnostics
option and then select Yes for one or both of the following options:
Display Political Boundary Report
Display FIR/UIR Boundary Report
See descriptions of these options below in the Output Parameters section of this
table.
Selection Criteria Parameters
Effective Date
(Optional) This option defines the date on which the record becomes effective.
(ddmmyyyy or UFN)
NOTE If you type only one date in your flight brief record command-line input,
JetPlan assumes that it is an effective date. The expiration is then considered UFN.
For more information, see Using JetPlan to Manage the Database on page 914.
Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No
entry or UFN makes the record effective immediately.
Example: 31122002
Fleet Type
(FT)
The Fleet Type option links the dissemination of a Flight Brief Database remark
to any flight plan containing the specified aircraft fleet type.
Input value: The four-character Jeppesen ID for the aircraft fleet type
Expiration Date
(ddmmyyyy or UFN)
(Optional) This option defines the date on which the record expires (is no longer
effective).
NOTE If you type only one date in your flight brief record command-line input,
JetPlan assumes that it is an effective date. The expiration date is then considered
UFN. For more information, see Using JetPlan to Manage the Database on
page 914.
Input value: Date in ddmmyyyy format or UFN (for Until Further Notice). No
entry or UFN makes the record effective immediately.
Example: 31122006
Tail Number
(AC)
The Tail Number option links the dissemination of a Flight Brief Database remark
to any flight plan containing the specified aircraft tail number.
Input value: The tail number (up to 12 characters)
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Table 34-1
Parameter
Description
Flight Number
The Flight Number option links the dissemination of a Flight Brief Database
remark to any flight plan containing the specified flight number.
(FN)
Input value: The flight number (up to 12 characters)

Enroute FIR
(EFIR)
The Enroute FIR option links the dissemination of a Flight Brief Database remark
to any flight plan that transits the specified FIR along the enroute portion of its
computed route.
Input value: The ICAO identifier for the FIR
POD
(POD)
The POD option links the dissemination of a Flight Brief Database remark to any
flight plan containing the specified departure airport identifier.
Input value: The four-character ICAO identifier for the POD
Departure FIR
(DFIR)
The Departure FIR option links the dissemination of a Flight Brief Database
remark to any flight plan that departs from the specified FIR.
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.
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.
Output Parameters
These parameters control inclusion of the selected information on flight plans.
Display EU-ETS
Emissions
(EUETS=Y/N)
When the Display EU-ETS Emissions option is set to Yes, the system includes
EU ETS CO2 calculations on formatted flight plans for requests that meet the
criteria defined by the flight brief record.
If the parameter is set to No, the EU ETS information does not appear on the
flight plan automatically. However, you can still include the information in a
flight plan request by submitting the EUETS flight plan option.
NOTE
The Fuel Type parameter in the CADB must also be set.
Input values: Yes or No
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Table 34-1
Parameter
Description
Display Flight Number
NOTE This option can only be used with the (A) Permit Remarks for ATC flight
brief type.
(OFN=Y/N)
When the Display Flight Number option is set to Yes, the flight number is
automatically included as a remark in Item 18 on the filing strip for requests that
meet the criteria defined by the flight brief record.
When this option is set to Yes and no additional selection criteria are defined, the
flight number is automatically included in all filing strips.
Input values: Yes or No
Display Political
Boundary Report
(PBNDC=Y/N)
IMPORTANT The Political Boundary Crossing Report flight plan options

(PBNDC=Yes/No) override the value of this parameter in the Flight Brief Database.
The PBNDC=N(o) flight plan option directs the system to suppress the boundary
crossing report, while the PBNDC=Y(es) flight plan option directs the system to
generate the border crossing report.
NOTE This option can be used only with (Z) Reports and Diagnostics flight brief
type records.
NOTE The political boundary report includes country boundary crossings only for
countries with CCAA database records in which the avoid level is set to either Avoid
or Alert. The boundary crossing report requires a specific format. You may need to
request a format change to use this report. Contact your Jeppesen account
manager for information.
Input value: Yes/No

When the Display Political Boundary Report option is set to Yes, the
geopolitical boundary crossing report is automatically included on
supporting flight plan formats for requests that meet the criteria in the flight
brief record. This setting may be overridden on a per-flight plan basis by the
PBNDC=N flight plan option.
When this option is set to No, the boundary crossing report is not
automatically included on supporting flight plan formats for requests that
meet the criteria in the flight brief record. This setting may be overridden on
a per-flight plan basis by the PBNDC=Y flight plan option.
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Database Parameters
Table 34-1
Parameter
Description
Display FIR/UIR
Boundary Report
IMPORTANT The FIR/UIR Boundary Crossing Report flight plan options

(FBNDC=Y/N) override the value of this parameter in the Flight Brief Database. The
FBNDC=N flight plan option directs the system to suppress the boundary crossing
report, while the FBNDC=Y flight plan option directs the system to generate the
border crossing report.
(FBNDC=Y/N)
NOTE This option can be used only with (Z) Reports and Diagnostics flight brief
type records.
NOTE The FIR boundary report includes only FIR crossings for FIRs for which
records exist in the CCAA database with the avoid level set to either Avoid or Alert.
See the CCAA Database Help topic on JetPlan.com.
NOTE The boundary crossing report requires a specific format. If you want to use
this report, you may need to request a format change. Contact your Jeppesen
account manager for information.
Input value: Yes/No

When the Display FIR/UIR Boundary Report option is set to Yes, the
FIR/UIR boundary crossing report is automatically included on supporting
flight plan formats for requests that meet the criteria in the flight brief
record. This setting can be overridden on a per-flight plan basis by the
FBNDC=N flight plan option.
When this option is set to No, the boundary crossing report does not appear
on matching flight plans automatically. This setting can be overridden on a
per-flight plan basis by the FBNDC=Y flight plan option.
ETOPS II Output Parameters
NOTE The ETOPS II Output parameters are used with the (E) EU-ETOPS Early/Late Override flight brief type.
(See (E) EU-ETOPS Early/Late Override on page 899.) The E flight brief type and the following ETOPS II output
parameters are used only with ETOPS II flight plan options. Contact your Jeppesen account manager for more
information.
ETOPS Early Buffer
NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight
brief type records and ETOPS II flight plan options.
The ETOPS Early Buffer option extends the early arrival time at an ETOPS
alternate.
Input value: 000999 (time in minutes)
ETOPS Late Buffer
NOTE This option can be used only with (E) EU-ETOPS Early/Late Override flight
The ETOPS Late Buffer option extends the late arrival time at an ETOPS
alternate.
Input value: 000999 (time in minutes)
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Database Parameters
Table 34-1
Parameter
Description
5% Wind Bias
NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight
(WIND=Y/N)
NOTE In the JetPlan
command-line interface,
Y=on (the wind adjustment
is applied), and N=off (the
wind adjustment is not
applied.) The default
setting is Y.
When the 5% Wind Bias option is set to On (the default), the system includes the
5% wind penalty in matching ETOPS II flight plan requests (the wind adjustment
is applied.) The average wind component is computed using the forecast winds
for the following ETOPS II scenarios associated with each diversion:
Depressurized Engine Out
Depressurized All Engine
Pressurized Engine Out
When this option is set to Off, no wind adjustment is applied.
NOTE If no matching Flight Brief Database record exists, the system
automatically applies a 5% bias (5% higher headwinds and 5% lower tailwinds).
Input values: On and Off. On is the default setting.

Temp-Based Icing Penalty
(ICE=Y/N)
NOTE In the JetPlan
command-line interface,
Y=on (the temperaturebased icing penalty logic is
applied), and N=off (the
non-temperature-based
icing penalty logic is
applied.) The default
setting is N.
NOTE This option can only be used with (E) EU-ETOPS Early/Late Override flight
When the Temp-Based Icing Penalty option is set to On, the system applies
temperature-based icing penalty logic to compute icing penalties in matching
ETOPS II flight plan requests.
Anti-ice and ice-drag penalties are computed using the following Customer
Aircraft database (CADB) parameter values:
Icing Temperature (IT)
Anti-Ice Flag (AI)
Ice Drag Flag (ID)
When this option is set to Off (the default), the system applies non-temperaturebased icing penalty logic.
For more information, see the Aircraft Record - ETOPS Section and the
ETOPS Flag and Factor Codes tables in the CADB Help topic on JetPlan.com.
See also the ETOPS II Startup Guide.
Input values: On/Off. Off is default setting.
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Database Parameters
Table 34-1
Parameter
Description
(ETOPS II) Scenario

Options
NOTE These options can be used only with (E) EU-ETOPS Early/Late Override
flight brief type records and ETOPS II flight plan options. Contact your Jeppesen
account manager for more information.
(D1LEF Engine-Out
Depressurized scenario
DLRCF All-Engine
Depressurized scenario
P1LEF Engine-Out
Pressurized scenario
Options for each scenario:
NOTE These parameters replace the Cruise Mode Begin Flag (CS) and Cruise
Mode End Flag (CE) parameters in the Customer Aircraft Database in ETOPS II
flight plans only. Any values set for those parameters are not used in ETOPS II
flight plan calculations. However, CS and CE are still used in legacy ETOPS flight
plans.
The (ETOPS II) Scenario Options enable you to control:
1 Output in plan, Use in

uplift (default value)
Which ETOPS critical fuel scenarios are computed and used in the ETOPS
uplift calculations. (Uplift is a fuel that is added to takeoff fuel to
compensate for ETOPS fuel short fall.)
2 Output in plan,
Exclude in uplift
Which ETOPS critical fuel scenarios are displayed in the extended output
block on the flight plan.
3 Do not output, Exclude

in uplift
Ex: D1LEF=1 DLRCF=2
P1LEF=1)
You can choose one or all of the following scenarios:

Engine-Out Depressurized
All-Engine Depressurized
Engine-Out Pressurized
For each of the scenarios above, you can choose one of the following options:
Output in plan, Use in uplift (Default) The TOTAL fuel for the selected
scenario is used in the calculation of the total fuel required for the Equal
Time Point (ETP). The data column for the scenario is output in the EQUAL
TIME POINT DATA section of the flight plan if it was included in the flight
plan request.
Output in plan, Exclude in uplift The TOTAL fuel for the selected scenario
is not used in the calculation of the total fuel required for the ETP. The data
column for the scenario is output in the EQUAL TIME POINT DATA
section of the flight plan if it was included in the flight plan request.
Do not output, Exclude in uplift The TOTAL fuel for the selected scenario
is not used in the calculation of the total fuel required for the ETP. The data
column for the scenario is not output in the EQUAL TIME POINT DATA
section of the flight plan if it was included in the flight plan request. See also
the following IMPORTANT note.
IMPORTANT If all three scenarios are set to Do not output, Exclude in uplift,
the system computes the flight plan without ETOPS and outputs an alert that all
three scenarios have been excluded and that a fuel deficit may exist. The system
does not output any ETOPS data on the flight plan.
NOTE If a flight has a matching flight brief record, but one or more of these
scenarios is not set in the record, the system defaults to Output in Plan, Use in
Uplift for the scenarios that are not set. If no matching Flight Brief Database record
exists for the flight, the system automatically uses all three scenarios in the critical
fuel calculation and outputs all three scenarios in the extended output block on the
flight plan.
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Table 34-1
Parameter
Description
(ETOPS II) Multi-Segment ETOPS Options

NOTE These options can only be used with (E) EU-ETOPS Early/Late Override flight brief type records and
ETOPS II flight plan options. Contact your Jeppesen account manager for more information.
These Flight Brief Database options support multi-segment ETOPS flight planning functionality, which enables
you to do the following:
Treat consecutive ETOPS segments that are beyond a configurable distance from one another as two
separate ETOPS segments, as opposed to combining them
Determine which ETPs the system can omit based on a configurable distance between the abeam points of
the forward and backward alternates
Combine ETOPS
segments less than <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.
Input values: 19999 nautical miles. The default value is 9999.

Include ETP in
computation for alternates
closer than <n> times the
range-ring radius
This option lets you specify a factor that the system multiplies by the range ring
radius used in the flight plan to define a maximum distance between two
sequential ETOPS alternates. The system uses the distance value to determine
whether to include the ETP between the alternates in the flight plan.
The system computes the ETP, associated critical fuel, and early and late arrival
time (EAT/LAT) values for each ETOPS alternate pair that is closer together than
the maximum distance. The system also includes these ETPs in the ETP summary
output on the flight plan and as waypoints in the navigation log. ETPs for
alternate pairs that are farther apart than the maximum distance are omitted from
the flight plan results unless they occur during an ETOPS segment.
NOTE The applicable range ring radius is stored in the Speed Cruise Mode
(SCM) data set that is used to compute ETOPS for the flight plan. (The SCM sets
are stored in the City Pair Fleet and Aircraft Fleet Databases. See the Help files for
these databases on JetPlan.com.)
NOTE If you do not enter a value for this parameter, the system applies no limit to
the distance between two sequential ETOPS alternates. In this case, the system
computes ETPs and the associated critical fuel and EAT/LAT values between each
alternate.
NOTE If you enter 0.000 for this parameter, the system treats each sequential
ETOPS alternate as a standalone alternate and does not compute the ETP
between them.
Input values: 0.00099.999
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Database Parameters
Table 34-1
Parameter
Description
Flight Brief Text Output Parameters

Flight Brief Text
NOTE In the commandline interface, JetPlan
prompts you for your
remark text once you
submit the FB,SAV or CHG
command.
The Flight Brief Text option enables you to enter up to 2,000 characters of text.
This parameter is used with several flight brief types. See Flight Brief Type
(Required) on page 898.
ICAO 2012 Item 18 Output Parameters

Use the Item 18 Output Parameters with the (A) Permit Remarks for ATC flight brief type to add ICAO 2012
Item 18 STS/ and ORGN/ data to the filing strip for specified flights.
IMPORTANT Before using the ICAO 2012 parameters in the Flight Brief Database, read The Flight Brief
Database and the ICAO 2012 FPL Format on page 896.
Do not enter PBN/ information in a Flight Brief Database type A flight brief record. Enter Item 18 PBN/ information
only in the Item 18 PBN/ parameter in the ICAO 2012 Certification and Equipment section of the CADB. Do not
add any ICAO 2012-specific information to a Flight Brief Database type A flight brief other than the values for STS/
and ORGN/. Do not use any special characters, including a slash (/).
PBN/
(PBNT)
IMPORTANT This option is reserved for future use if and when certain countries
decide to use non-ICAO PBN/ codes.
IMPORTANT Flight plans are rejected if this parameter is used with ATC Centers
that comply with the ICAO 2012 4444 specification.
brief type.
(For future use) This option lets you enter Performance Based Navigation (PBN)
information to account for regional differences when filing using the ICAO 2012
FPL format. You are able to specify PBN/ values that are not in the ICAO 2012
section of the CADB.
If the flight plan request matches the other selection criteria that you set in the
Flight Brief Database record, the value you specify in the PBN/ box is appended
to the CADB PBN/ data or overrides it, according to the settings of the PBN
Append and PBN Override options in the Flight Brief Database (see below). The
information you enter is output in Item 18 PBN/ on the filing strip.
Input value: Up to 100 alphanumeric characters, if needed.
IMPORTANT The current ICAO limit is eight PBN codes (16 characters) in the
PBN/ indicator, but that may change in the future. It is your responsibility to ensure
that the information entered for this parameter complies with the current ICAO 4444
Amendment. If the allowed maximum is exceeded, your flight plans may be
rejected.
NOTE Do not use any special characters, including a slash (/) or a hyphen (-) in
any Item18 text. Doing so may result in rejected flight plan filings.
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Database Parameters
Table 34-1
Parameter
Description
PBN Append to CADB

PBN/
NOTE This option is reserved for future use if and when certain countries decide
to use non-ICAO PBN/ codes
or
PBN Override CADB

PBN/
(PBNF =A/O)
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.
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Database Parameters
Table 34-1
Parameter
Description
Special Handling
Information (STS/)
NOTE This option can be used only with the (A) Permit Remarks for ATC flight
brief type.
(STS)
The Special Handling Information (STS/) parameter lets you enter special
handling (STS/) information on the filing strip. Multiple selections are supported.
If the flight plan request matches the other selection criteria set in the Flight Brief
Database record, this information is output in Item 18 STS/ on the filing strip.
Separate values by a space.
Input Values One or more of the following descriptors:
ALTRV Used for a flight operated in accordance with an altitude
reservation
ATFMX Used for a flight approved for exemption from ATFM measures
by the appropriate ATS authority
FFR Used for fire-fighting
FLTCK Used for flight check for calibration of NAVAIDs
HAZMAT Used for a flight carrying hazardous material
HEAD Used for a flight with Head of State status
HOSP Used for a medical flight declared by medical authorities
HUM Used for a flight operating on a humanitarian mission
MARSA Used for a flight for which a military entity assumes
responsibility for separation of military aircraft
MEDVAC Used for a life critical medical emergency evacuation
NONRVSM Used for a non-RVSM capable flight intending to operate in
RVSM airspace
NOTE JetPlan automatically adds STS/NONRVSM to Item 18 of the ICAO 2012
FPL format when the RVSM parameter in the CADB is set to Exempt.
SAR Used for a flight engaged in a search and rescue mission

STATE Used for a flight engaged in military, customs, or police
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Database Parameters
Table 34-1
Parameter
Description
Item 18 STS/ (Regional)
IMPORTANT This option is reserved for future use if and when certain countries
decide to use non-ICAO STS/ codes in the future.
(OSTS)
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.
IMPORTANT If the Flight Brief Database STS/ option is blank, STS/ is not output
in Item 18.
ORGN/
(ORGN)
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.
NOTE Do not enter the indicator ORGN or ORGN/ or /, followed by the input
value. Enter only the input value
NOTE If the Flight Brief Database ORGN/ option is blank, ORGN/ is not output in
Item 18.
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Database Management
Database Management
NOTE This section covers using the JetPlan command-line interface to manage the
Flight Brief Database. However, JetPlan.com is the recommended interface for
managing the customer databases. See the JetPlan.com Help file for detailed
information.

In the JetPlan command-line interface, you can create and maintain records in the Flight Brief
Database by entering commands on the Options command line, starting with the command
FB. FB accesses the database and is followed by a command function, the record name, a
remark type, an effective and expiration date, and any other key parameters needed.
The system automatically prompts you for your remark text once you submit the command to
save the flight brief record (if the flight brief type supports remarks). Remarks can be up to
2,000 characters of text.
Example:
01 Options FB,<function command,recordname,type,effdate,expdate,
parameter 1,parameter 2,...>
TX=enter your remark text here...
Flight Brief Database Commands

Two categories of command functions are available for the Flight Brief Database: file
maintenance and file display. The following paragraphs describe these commands and provide
examples of their use.

File maintenance commands enable you to create, modify, and delete records in the database.
The file maintenance commands for the Flight Brief Database are as follows:
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Database Management

DEX Deletes all existing records that have expired
CPY Copies a record to another record
RN Renames an existing record
The following table contains explanations and examples of each file maintenance command.
Table 34-2
Flight Brief Database File Maintenance Commands
Command
Explanation
Example
FB,SAV
The Save command enables you to

create and store a record in the
database. You must include a record
name and indicate a flight brief type.
All other inputs, including the
effective and expiration dates are
optional.
Example:
For Type A records, JetPlan prompts

you for your remark or other text
after you enter the Save command.
Explanation: Save the flight brief record,

ALGERIA1, in the Flight Brief Database. The
record is defined as a diplomatic clearance
remark for ATC (A). It is set to be effective
immediately (UFN) and available indefinitely
(UFN). The remark is keyed to output only when
the flight plan contains a specific flight number
(TEST1), a specific fleet type (757B), and a
specific arrival FIR (DGAC).
01 OPTIONS FB,SAV,ALGERIA1,A,UFN,UFN,
FN=TEST1,FT=757B,AFIR=DGAC
TX=Algeria DGAC1234
FB,CHG
FB,DEL
FB,DEX
The Change command enables you

to modify an existing record in the
database. You must include the
name of the record that you want to
modify and the parameter or
parameters that you want to add or
change.
Example:
The Delete command enables you to

remove an existing record from the
database. You must include the
name of the record that you want to
delete.
Example:
The Delete-Expired command

enables you to remove all expired
records in the database (based on the
defined expiration date). Since you
are deleting all expired records, you
do not need to specify a record
name.
Example:
February 19, 2015

Explanation: Modify the flight brief record,

ALGERIA1. The Flight Number parameter is the
only change made (TEST1 is now TEST2). The
remark text remains the same.
01 OPTIONS FB,CHG,ALGERIA1,FN=TEST2
Explanation: Delete the ALGERIA1 record from

the database.
01 OPTIONS FB,DEL,ALGERIA1
Explanation: Delete all expired records in the

database.
01 OPTIONS FB,DEX
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Database Management
Table 34-2
Flight Brief Database File Maintenance Commands (continued)
Command
Explanation
Example
FB,CPY
The Copy command enables you to

copy the contents of one record into
another record that has a different
record name. This action requires
two record name inputs: the name of
the record being copied and a name
for the record being created. The
name of the record being created
must not already exist in the
database.
Example:
The Rename command enables you

to change the name of an existing
record in the database. The new
name must not already exist in the
database.
Example:
FB,RN
Explanation: Copy the contents of ALGERIA1

into the new record ALGERIA2. Both
ALGERIA1 and ALGERIA2 are now in the
database.
01 OPTIONS FB,CPY,ALGERIA1,ALGERIA2
Explanation: Rename the record, ALGERIA1, to

the new name, TEMP1. ALGERIA1 no longer
exists in the database.
01 OPTIONS FB,RN,ALGERIA1,TEMP1

The file display commands enable you to view the stored information in the database. The
display commands for the Flight Brief Database are as follows:
PRI Displays all existing records
SUM Displays a list of records by name
PEX Displays all expired records
The following table contains explanations and examples of each file display command.
Table 34-3
Flight Brief Database File Display Commands
Command
Explanation
Example
FB,PRI
The Print command lets you

display the contents of one or all
records in the database. Specify a
record name to see one record.
Omit the record name, and all
records are displayed.
Example:
Explanation: The first example requests a printout of
every record in the database. The second example
requests a printout of the record named ALGERIA1.
01 OPTIONS FB,PRI
01 OPTIONS FB,PRI,ALGERIA1
FB,SUM
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The Summary command lets you

display a list of all record names
in the database.
Example:
01 OPTIONS FB,SUM
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Database Management
Table 34-3
Flight Brief Database File Display Commands (continued)
Command
Explanation
Example
FB,PEX
The Print-Expired command lets

you display the contents of all
expired records in the database.
Example:
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01 OPTIONS FB,PEX
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C HAPTER 35
Minimum Equipment
List Database

About the MEL Database

IMPORTANT This document contains information on ICAO 2012 Filed Flight Plan
(FPL) database parameters. The Jeppesen cutover to the ICAO 2012 FPL format
occurred on November 14, 2012. All flight plans filed with Jeppesen flight planning
products are now filed in the ICAO 2012 format by default. Flight plans not filed in the
ICAO 2012 format may be rejected by ATC.

The Minimum Equipment List (MEL) database allows you to create and manage records of
performance degradations and equipment shortcomings for aircraft of a given fleet type (a
specific airframe/engine combination). Examples of degradations include increased fuel flow,
decreased airspeed, and takeoff weight limitations. These degradations can be identified by
standard ATA codes.
The purpose of the MEL database is only to store predefined MEL items for subsequent
assignment to specific aircraft. When you create an MEL database record, you provide the
degradation and fleet type information and give the record a name. You can then use the MEL
record name when assigning the MEL item to an aircraft, either through the Master Database
(MDB) or by including the MEL record name on the flight plan request. For more information
on the MDB, see the Master Database (MDB) chapter in the JetPlan User Manual.
The primary benefit of using the MEL database is that you do not have to define the
degradations to be applied for each flight plan. Instead, degradations can be applied by
reference to a predefined MEL record. One MEL record can apply to a fleet of aircraft, all
having the same characteristic shortcoming or need for limitation.
For example, assume you have a fleet of B747-400s and that you have used the generic aircraft
ID, 747M, from the JetPlan Aircraft Library as the basis for the B747-400 fleet in your
Customer Aircraft Database (CADB). You can define degradations for your fleet of 747-400s
by using the generic aircraft ID (747M) to define a fleet type in your MEL database record.
Once stored in the MEL database, the MEL record is available for assignment to an aircraft of
this fleet type.
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For information on applying MEL records, see Flight Plan Application on page 942.
NOTE Your flight plan output format can be customized to display information from
the MEL database. For more information, contact your Jeppesen account manager.
How the MEL Database Supports the ICAO 2012 FPL

NOTE This section assumes that you use JetPlan.com to maintain the MEL
database.
Jeppesen transitioned to the ICAO 2012 format on November 14, 2012. Since then, the ICAO
2012 FPL format has been the Jeppesen standard used by all of 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.
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Before Using the ICAO 2012 MEL Database Parameters

Before using the ICAO 2012 MEL Database parameters, note the following:
You must configure your CADB with ICAO 2012 parameters. The ICAO
2012 FPL is pre-populated with this data. For information on setting up the
CADB, see the ICAO 2012 Certification and Equipment section in the
Help topic for the CADB on JetPlan.com or the Customer Aircraft
Database chapter in the JetPlan User Manual.
Entering any of the Item 18 indicators themselves in a database parameter
text box may cause the flight plan to be rejected. For example, in the COM/
Override text box, do not enter COM or COM/ or /, followed by the
input value. Enter only the input value for the parameter, using only
numbers and lettersfor example, F10000.
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Database Parameters
Database Parameters
The following table lists the parameters in the MEL database. These parameters appear as
options on the MEL database pages in JetPlan.com. As you perform MEL database tasks,
NOTE Depending on your customer preference settings, some options may not be
available. For more information, contact your Jeppesen account manager.

database codes under the associated parameter names.
Table 35-1
MEL Database Parameters
Parameter
Description
MEL Name
(Required) The MEL Name option allows you to assign a name to the
MEL database record.
To assign an MEL to an aircraft, you must specify both the MEL Name
and the MEL Type. Otherwise, no degradations are applied
NOTE Clicking MEL Name on the Minimum Equipment List Record
page opens the Change Minimum Equipment List Record page.
Degradation Type
(Required) The Degradation Type option allows you to indicate the type
of MEL item.
NOTE The ICAO 2012 parameters are not available for SEL and NEF
MEL types.
To assign an MEL to an aircraft, you must specify both the MEL Name
and the MEL Type. Otherwise, no degradations are applied.
Input values:
MEL Minimum Equipment List.
CDL Configuration Deviation List.
SEL Special Equipment List. JetPlan does not accept performance
degradations if the MEL record is designated as an SEL type.
NEF Non-Essential Furnishings. JetPlan does not accept
performance degradations if the MEL record is designated as an NEF
type.
DMI Deferred Maintenance Item.
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Database Parameters
Table 35-1
MEL Database Parameters (continued)
Parameter
Description
Fleet Type

Max Fuel Capacity (LBS)
The Max Fuel Capacity option allows you to set a limitation to the amount
of fuel an aircraft can load on board. If the MEL is applied to the aircraft,
this value overrides the maximum fuel capacity figure stored in the
CADB.
FC
ex. FC=145950
True Airspeed Bias
TAS
The True Airspeed Bias option allows you to set an airspeed degradation
factor. The value you enter must be a percentage decrease based on a
factor of 1 (100%). For example, a 2% decrease in TAS is expressed by
the input value, 1.02.
MEL true airspeed biases are in addition to any TAS biases already stored
in a CADB file. For example, using an aircraft from the CADB that has a
3% TAS bias stored and invoking an MEL file that has a 3.5% bias results
in a cumulative TAS bias of 6.5%.
Max Airspeed
MAS
- and Max Airspeed Type
T, C, M
ex. MAS=T250
ex. MAS=C220
The Max Airspeed (MAS) value and the Max Airspeed Type must be
entered together.
Input values for airspeed type include Mach (M), Calibrated (C), and True
(T).
The Max Airspeed (MAS) value option allows you to set the airspeed for
a fleet type to a maximum limit based on a specific type of speed measure.
Max speed values need to be relative to the selected type and not out of
line with the aircrafts capabilities.
ex. MAS=M72
Max Airspeed Type
See Max Airspeed above.
Max Zero Fuel Wt (LBS)
The Max Zero Fuel Weight option allows you to set a zero fuel weight
limitation for the fleet type. If the MEL is applied to the aircraft, this value
overrides the MZFW figure stored in the CADB.
ZF
ex. ZF=189950
Ballast (LBS)
BAL
The Ballast option allows you to set a specific amount of fuel on the
aircraft, increasing the basic operating weight of the aircraft.
ex. BAL=8900
Max Takeoff Wt (LBS)
TO
ex. TO=369000
The Max Takeoff Wt option allows you to set a takeoff weight limitation
for the fleet type. If the MEL is applied to the aircraft, this value overrides
the maximum takeoff weight figure stored in the CADB.
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Database Parameters
Table 35-1
Parameter
Description
Max Flight Level
The Max Flight Level option allows you to set a maximum altitude for the
aircraft.
FL
ex. FL=250
Input value: The value you enter must follow the JetPlan standard for
flight level inputs (3 digits, in hundreds of feet). For example, the input
250 represents 25,000 feet. This input prevents the aircraft from
exceeding the specified MEL maximum in a flight plan computation.
Max Landing Wt (LBS)
The Max Landing Wt option allows you to set a landing weight limitation
for the fleet type. If the MEL is applied to the aircraft, this value overrides
the maximum landing weight figure stored in the CADB.
LA
ex. LA=350000
Min Temperature
TMN
The Min Temperature option allows you to specify a minimum

temperature threshold that, if exceeded at any waypoint within a flight
plan, results in an alert about the extreme condition.
NOTE This alert feature is designed for specific customer usage. Contact
your Jeppesen account manager if you have questions.
Flat Fuel Amount (LBS)

FA
The Flat Fuel Amount (LBS) option allows you to set a fuel burn penalty,
specified in pounds. JetPlan treats this as unburnable fuel. Unlike ballast,
this fuel could be present in any fuel tank. It is most often associated with
a fuel pump that is inoperative or that must be kept submerged.
Input value range: 099999 lbs. Default is 0.
Max Temperature
TMX
The Max Temperature option allows you to specify a maximum

temperature threshold that, if exceeded at any waypoint within a flight
plan, results in an alert about the extreme condition.
NOTE This alert feature is designed for specific customer usage. Contact
your Jeppesen account manager if you have questions.
Operational Code
OC
NOTE This parameter is stored in the JetPlan database for use by GUI
software applications that interface with JetPlan. This parameter has no
JetPlan functionality. Contact your Jeppesen account manager for more
information.
For users of a front-end flight planning GUI interface, the Operational

Code option allows storage of a value that has meaning in their operations.
This value has no effect on flight plan computation.
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Database Parameters
Table 35-1
Parameter
Description
Overwater Restriction
When set to Yes, this parameter degrades the overwater certification or

capability of the aircraft, overriding the values of the CADB Overwater
Equipped (OW) and Overwater Capability (OA) parameters.
OW
Input options:
Yes Indicates that the aircraft is unable to perform up to the
standard of the overwater certification/capability, overriding both the
Overwater Equipped (OW) and the Overwater Capability (OA)
parameters in the CADB when the MEL is applied to the aircraft.
No Indicates that the MEL item does not affect the 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
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.
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
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.
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Database Parameters
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
Input value: Yes/No

standard of the MNPS certification, overriding the MNPS Certified
(ME) parameter setting in the CADB when this MEL is applied to
the aircraft. This setting causes an automated edit to remove the X
character from Item 10a of the ICAO filing strip.
MNPS capability setting in the CADB. No is the default value.
Dispatcher Concurrence
DC
information.
The Dispatcher Concurrence option allows you to require that the

dispatcher agree with the assignment of the MEL to the aircraft. The
system checks and logs the concurrence.
Input value: Yes/No
Yes Indicates dispatcher concurrence is required. No is the default value.
RNAV Degradation
RN
The RNAV Degradation option allows you to indicate how the MEL item
affects the 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
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Database Parameters
Table 35-1
Parameter

Description
ICAO 2012 Parameters

The following parameters are used with ICAO 2012 filings.
IMPORTANT Before using the ICAO 2012 parameters, read How the MEL Database Supports the ICAO 2012
FPL on page 922.
NOTE The ICAO 2012 parameters are not available for SEL and NEF MEL types.
10a/b Equipment Degradation

EQD
The 10a/b Equipment Degradation option allows you to indicate how the
MEL affects the 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.
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Database Parameters
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.
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Database Parameters
Table 35-1
Parameter
Description
PBN/ Degradation
NOTE This parameter is not available when the MEL DB PBN

Degradation parameter has been selected.
PBND
The PBN/ Degradation parameter allows you to remove specific PBN/

equipment values from Item 18 in the filing strip. Depending on the
setting of the PBN Degradation parameter, the PBN/ Degradation
parameter value has the following effect:
If the CADB PBN Certified parameter equals Yes and the MEL
PBN Degradation also equals Yes (is selected), the system
excludes PBN/ output from Item 18 on the filing strip. In this case,
the PBN/ Degradation parameter is not available in JetPlan.com and
has no effect.
If the CADB PBN Certified parameter equals No, the system
automatically excludes PBN/ from the Item 18 outputthat is, the
MEL PBN/ Degradation parameter is ignored even if it has a value.
If the CADB PBN Certified parameter equals Yes, and the MEL
DB PBN Degradation parameter is not selected, PBN codes in the
MEL DB PBN/ Degradation parameter triggers a removal of those
particular CADB PBN/ codes from Item 18 PBN/ on the filing strip.
NOTE PBN/ Degradation does not affect how the system computes a
flight plan.
Input values For a list of the PBN/ codes and their definitions, see the
Item 18 PBN/ parameter in the ICAO 2012 Certification and Equipment
section of the CADB Help topic on JetPlan.com.
NOTE The current ICAO limit is eight codes (16 characters), but that
might change in the future. For that reason, there is no limit to the number
of codes that can be selected.
NOTE Do not use any special characters, including a slash (/) or a hyphen
(-) in any Item18 text. Doing so might result in rejected flight plan filings.
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Database Parameters
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.
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.
DB PBN Degradation parameter is not selected, and the MEL PBN/
Degradation parameter does not contain a matching code, PBN
codes in the PBN/ Addition parameter are added to the CADB PBN/
codes in Item 18 PBN/ on the filing strip. Any Item 18 PBN/code that
is in the PBN/ Degradation parameter is excluded from the Item 18
output, even if it is in the PBN/ Addition parameter or in the CADB
Item 18 parameter.
Input values For a list of the PBN/ codes and their definitions, see the
Item 18 PBN/ parameter in the ICAO 2012 Certification and Equipment
section of the CADB Help topic on JetPlan.com.
IMPORTANT JetPlan does not verify that your PBN/ Addition entries are
valid PBN codes. Item 18 PBN/ codes consist of two alphanumeric
characters. Do not use any special characters, including a slash (/) or a
hyphen (-) in any Item18 text. Doing so might result in rejected flight plan
filings.
NOTE If a non-degraded code is in both the PBN/ Addition parameter and
the CADB Item 18 PBN/ parameter, it is not added twice to the Item 18
output.
NOTE All Item 18 PBN/ codes are entered in Item 18 on the filing strip in
alphanumeric order.
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Database Parameters
Table 35-1
Parameter
Description
COM/ Override
Allows you to store an Item 18 COM/ override in an MEL DB record. If

the MEL DB COM/ Override parameter is populated, the system uses the
MEL DB COM/ value in the Item 18 COM/ output instead of the COM/
value in the ICAO 2012 Certification and Equipment section of the
CADB. See the CADB Help topic on JetPlan.com for information about
the COM/ parameter.
COMO
Input values: Up to 100 alphanumeric characters, if needed. However,

EUROCONTROL accepts only 50.
NOTE Entering an asterisk (*) in COM/ Override triggers the exclusion of
the COM/ indicator from Item 18 with the following exception:
COM/EXM833 is still output if the CADB parameter 83 833 KHZ COMM
parameter is set to E (for Exempt).
DAT/ Override
DATO
Allows you to store an Item 18 DAT/ override in an MEL DB record. If

the MEL DB DAT/ Override parameter is populated, the system uses the
MEL DB DAT/ value in the Item 18 DAT/ output instead of the DAT/
the DAT/ parameter.
EUROCONTROL accepts only 50.
NOTE Entering an asterisk (*) triggers the exclusion of the DAT/ indicator
from Item 18.
SUR/ Override
SURO
Allows you to store an Item 18 SUR/ override in an MEL DB record. If

the MEL DB SUR/ Override parameter is populated, the system uses the
MEL DB SUR/ value in the Item 18 SUR/ output instead of the SUR/
the SUR/ parameter.
EUROCONTROL accepts only 50
NOTE Entering an asterisk (*) triggers the exclusion of the SUR/ indicator
from Item 18.
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Database Parameters
Table 35-1
Parameter
Description
CODE/ Override
Allows you to store an Item 18 CODE/ override in an MEL DB record. If

the MEL DB CODE/ Override parameter is populated, the system uses the
MEL DB CODE/ value in the Item 18 CODE/ output instead of the
CODE/ value in the ICAO 2012 Certification and Equipment section of
the CADB. See the CADB Help topic on JetPlan.com for information
about the CODE/ parameter.
CODEO
Input values: Up to six (6) alphanumeric characters.

NOTE Entering an asterisk (*) triggers the exclusion of the CODE/
indicator from Item 18.
PER/ Override
PERO
Allows you to store an Item 18 PER/ override in an MEL DB record. If the

MEL DB PER/ Override parameter is populated, the system uses the MEL
DB PER/ value in the Item 18 PER/ output instead of the PER/ value in
the CADB. See the CADB Help topic on JetPlan.com for information
about the PER/ parameter.
Input values: One (1) alphanumeric character only.
NOTE Entering an asterisk (*) triggers the exclusion of the PER/ indicator
from Item 18.
Miscellaneous Parameters
Dispatch UI
DUI
information.
The Dispatch UI option allows you to indicate whether the MEL is

displayed to dispatchers on the front-end flight-planning user interface.
This option has no effect on flight plan computation.
Input value: Yes/No
Flight Plan Output
FPI
information.
The Flight Plan Output option indicates whether the MEL is listed on the
flight plan output.
Input value: Yes/No
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Database Parameters
Table 35-1
Parameter
Description
Phase of Flight
The Phase of Flight option allows you to limit the flight phase or phases to
which the MEL applies. The Phase of Flight indicator applies only to the
Fuel Flow bias. You can select more than one option.
(CFS Indicator)
CFS (ETOPS Critical Fuel
Scenario)
Input values:
ETOPS Critical Fuel (CFS) The MEL degradation is considered for
the critical fuel scenario calculations (ETOPS flight plans).
CLB
CRZ
Climb The MEL degradation is considered when calculating the

climb phase of the flight plan.
DES
TXI
Cruise The MEL degradation is considered when calculating the

cruise phase of the flight plan.
Descent The MEL degradation is considered when calculating the
descent phase of the flight plan.
Taxi Out The MEL degradation is considered when calculating the
taxi-out phase of the flight plan.
Hold The MEL degradation is considered when calculating the
hold phase of the flight plan.
Documentation Reference URL

RL
The Documentation Reference URL option allows storage of a URL

reference to a file location. The front-end system uses this value to
provide a link to the file, allowing the dispatcher to view the related
Master MEL data directly from the flight-planning application.
Input value: URL address or text up to 100 characters
MEL Display Name
Allows you to specify a unique and meaningful name for the MEL type.
Multiplier Penalties
Multiplier Description
This is a text field for adding notes about the multiplier.
DDSC
Input value: Up to 100 characters
Fuel Flow Bias
The Fuel Flow Bias option allows you to set a fuel burn degradation
factor. The value you enter is a percentage increase based on a factor of 1
(100%). For example, a 4.5% increase in fuel flow is expressed by the
input value, 1.045. Values are applied in the measure of pounds (or kilos)
per hour per engine (lbs/hr/engine or kgs/hr/engine).
FF
Alternatively, you can enter the bias value as an integer, expressing a

mass/time bias.
MEL fuel biases apply in addition to any fuel biases already stored in the
CADB record. For example, using an aircraft from the CADB that has a
3% bias stored and invoking an MEL file that has a 2.5% bias results in a
cumulative fuel flow bias of 5.5%.
Fuel Flow Bias is subject to a multiplier and/or a Phase of Flight
degradation if you select that option when you create the MEL record.
Penalty Subject to Multiplier
MFF
When selected, this option indicates that the Fuel Flow Bias (FF) is
subject to a multiplier and/or a Phase of Flight degradation.
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Database Parameters
Table 35-1
Parameter
Description
The Enroute Weight Factor option allows you to set a penalty to be

applied to the aircraft gross weight at the decision point for Mountain
Driftdown computations and over the entire route for Terrain Clearance.
The value is a percentage by which the gross weight is increased.
EF
Input value range: 0.000001.00000. The default is 0.

This penalty is subject to a multiplier degradation if you select that option
when you create the MEL record.
MEF
Enroute Weight Penalty (LBS)
EP
When selected, this option indicates that the Enroute Weight Factor is
subject to a multiplier.
The Enroute Weight Penalty (LBS) option allows you to set a penalty in
pounds to be added to the aircraft gross weight for Terrain Analysis
(Mountain Driftdown and Terrain Clearance).
Input value: 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.

MEP
Add Biases
AMB
When selected, this option indicates that the Enroute Weight Penalty
(LBS) is subject to a multiplier.
When a parent MEL record is applied to an aircraft, the biases in parent
and child records are applied cumulatively when Add Biases is selected.
NOTE Add Biases is selected by default. To turn off the automatic
cumulative application of biases in parent and child MELs, clear the Add
Biases checkbox.
For more information about parent-child records and how Add Biases is
applied, see Child MEL Parameters on page 937.
Description
This is a text field for adding notes about the MEL.
DSC
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Database Parameters
Table 35-1
Parameter

Description
Child MEL Parameters

NOTE Parent-child MELs only apply to Fuel Flow Bias, Enroute Weight Factor, and Enroute Weight Penalty
values.
You can associate one or more MEL records with one parent MEL record. The child records are applied to
an aircraft when the parent record is applied.
When the Add Biases parameter is selected in the parent record or any of the associated child records, JetPlan
applies any indicated multipliers to the value of Fuel Flow Bias, Enroute Weight Factor, and Enroute Weight
Penalty parameters in each MEL record and then sums up all of the degradation values for application to the
aircraft. The sum total is output on the flight plan.
NOTE Only a parent and its second-generation child records are applied to the aircraft. If a parent record has a
child record which in turn has a child record, that third-generation record is not counted in the cumulative
application of MELs to the aircraft.
NOTE When the parent MEL record is applied to an aircraft in a flight plan, the biases in parent and child
records are applied cumulatively when Add Biases is selected. Add Biases is selected by default. To turn off the
automatic cumulative application of biases in parent and child MELs, clear the Add Biases checkbox.
Name
Enter the name of the child MEL record. You can click See Candidates to
select the child record from a list of MEL records that apply to the given
fleet type.
Input value: The child MEL record name must already exist in the MEL
database and must apply to the same fleet type as the parent MEL.
Type
Select the Degradation Type for the child MEL record. The Degradation
Type setting for the child MEL must be the same as the Degradation Type
setting for the parent MEL record.
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Database Management
Database Management

To apply MEL data in your flight plan requests, you must first create and manage records of
information in the database. To do this, you need to access the database. The MEL Database is
accessed by the command MEL on the Options command line. Any attempt to affect or
reference the information in the database must begin with the MEL command.
Two categories of command functions are available when accessing the MELDB. These
File Maintenance
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
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Database Management
MEL Database Commands

The MEL Database command functions are divided into two categories: file maintenance and
file display. This section describes each command function.

Table 35-2
MEL Database File Maintenance Commands
Command
Description
MEL,SAV
The SAV command allows you to create a new record of information for a particular fleet type
in the MEL Database. Specify the fleet type and the MEL type and provide a file MEL name
before entering the parameters you wish to set.
You can include any other parameters when saving records in the database. You can even omit
all optional parameter inputs if you just want to set up a record in the database for future
refining. The point is that a record is created or affected by the input of the access command
(MEL), the function command (SAV), the fleet type, the MEL type, and the MEL name.
NOTE To assign an MEL to an aircraft, you must specify both the MEL name and the MEL
Type. Otherwise, no degradations are applied.
Example:
01 OPTIONS MEL,SAV,747M,D,FILEABC,FF=1.02
MEL,CHG
The CHG function allows you to modify the parameter settings of an existing record. The
input is similar to the SAV input. You can add new parameter settings to the record, change
previous settings to new values, or reset values to the default state. To reset a parameter value
to a default state, you must provide a zero (0) value to the parameter (for example, ff=0).
Example:
01 OPTIONS MEL,CHG,747M,D,FILEABC,FF=0,MAS=T300
NOTE Changing the MAS parameter to its default value requires you to include the Type
prefix (T, C, or M) before the zero value (for example, MAS=T0). If you try to reset the MAS
parameter without the Type prefix, no change occurs.
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Database Management
Table 35-2
Command
MEL,DEL
MEL Database File Maintenance Commands (continued)
Description
The DEL function command allows you to delete any or all records stored in the database.
To delete a specific record, enter the fleet type, the MEL type, and the file name after the DEL
command.
Example:
01 OPTIONS MEL,DEL,747M,D,FILEABC
To delete all records by fleet type, enter just the fleet type after the DEL command.
Example:
01 OPTIONS MEL,DEL,747M
To delete all records, just specify the DEL command (without anything further).
Example:
01 OPTIONS MEL,DEL

Table 35-3
Command
MEL,SUM
MEL Database File Display Commands
Description
The SUM command displays a summary of MEL record information.
To display summary information for all records in the database, enter MEL,SUM.
Example:
01 OPTIONS MEL,SUM
To display summary records by fleet type, enter the fleet type after the SUM command.
Example:
01 OPTIONS MEL,SUM,747M
To display a summary for a specific record, enter the fleet type, MEL type, and MEL name
after the SUM command.
Example:
01 OPTIONS MEL,SUM,747M,M,SS1234
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Database Management
Table 35-3
MEL Database File Display Commands (continued)
Command
Description
MEL,PRI
The PRI function allows you to display detailed information about the content of the MEL
Database.
To display detailed information for all records in the database, enter MEL,PRI.
Example:
01 OPTIONS MEL,PRI
To display detailed records by fleet type, enter the fleet type after the PRI command.
Example:
01 OPTIONS MEL,PRI,747M
To display detailed information for a specific record, enter the fleet type, MEL type, and MEL
name after the PRI command.
Example:
01 OPTIONS MEL,PRI,747M,M,SS1234
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The application of an MEL database record to a flight plan computation requires the inclusion
of the records name in the flight plan request. The record name is specified on the Cruise
Mode command line, after other cruise mode inputs. The input must be preceded by the
option, MEL=, which identifies the input to the JetPlan system as an MEL entry.
Example:
11 CRZ MODE LRC,MEL=ABCD
In addition, you can create Master Database (MDB) records that apply MEL records to
particular aircraft, referencing the aircraft record names in the Customer Aircraft database
(CADB). Because an MDB record includes the specific CADB record name of the aircraft
being affected, there is no input that applies the MDB record to the flight plan other than the
use of the aircraft record name in the flight plan request. The MDB record is effective until the
record expires or until you deactivate (delete) it. For more information, see the Master
Database (MDB) chapter in the JetPlan User Manual.
NOTE Use of the MDB is required to apply MEL multiplier penalties to aircraft. See
Applying Multipliers to Fuel Flow Bias and Weight Penalties on page 944.
Applying True Airspeed and Fuel Flow Biases

You can apply MEL biases for true airspeed and for fuel flow to flight plans. The fuel flow
bias and true airspeed bias are entered as multipliers based on a factor of 1 (100%). For
example, you would input 1.05 for a 5% fuel flow bias and 0.95 for a negative 5% fuel flow
bias. For detailed definitions of these and other MEL DB parameters, see Database
Biasing a flight through the MEL database must be done with caution. The JetPlan system
assumes that any MEL bias applied to a flight plan is in addition to any ad hoc bias input or
Customer Aircraft database (CADB) bias.
NOTE Ad hoc biases that are cruise-mode-specific override biases stored in the
CADB.
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The following examples demonstrate the application of an MEL record (ABCD) with a fuel
flow bias and the interaction between this MEL bias and other biases. Assume the use of a
CADB file (N1234) with a fuel flow bias set at 2% (1.02). The MEL record has a fuel flow
bias set at 3% (1.03).
Example:
Explanation: Without an MEL record specified, the flight plan incurs a fuel flow bias of 2%
(from CADB file, N1234).
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).
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).
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).
11 CRZ MODE LRC,FFLRC=1.04,MEL=ABCD
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Applying Multipliers to Fuel Flow Bias and Weight

Penalties
The MEL Multiplier parameter in the MDB allows you to apply one or more of the following
MEL items multiple times to one aircraft in a flight plan.
Fuel Flow Bias
Enroute Weight Penalty
The MEL item must be given a value in the MEL database and its corresponding Subject to
Multiplier parameter, also in the MEL database, must be set to Yes. In addition, the MEL
items associated MEL Multiplier parameter in the Master database (MDB) must be set to a
multiplier value. The total value is included in the flight plan calculation.
For example, a 777 aircraft has a normal complement of 16 feet of inboard flap center track
fairing seals. Assume that an MEL item in the operators MEL book states a fuel flow penalty
of 0.1% per foot of missing seal. The MEL record for this aircraft would be created with (1) a
fuel flow penalty of 0.1%, and (2) with the Subject to Multiplier indicator set, and (3) with
Per foot stored in the multiplier description field. If maintenance work identified 4 feet of
missing seal in the aircraft, the MDB record would be created with a multiplier of 4. Flight
plans including this aircraft would then be computed with a fuel flow penalty of 0.4%.
MEL fuel biases apply in addition to any fuel biases already stored in the CADB record or ad
hoc entries on the flight plan, as explained in Applying True Airspeed and Fuel Flow Biases
on page 942. Similarly, all weight penalties included in an ad hoc flight plan request are
summed with all Enroute Weight Penalty values and all Enroute Weight Factor values
contained in each type M or C MEL currently assigned to the aircraft.
For detailed definitions of the MEL parameters, see Database Parameters on page 924. For
more information on the MDB, see the Master Database (MDB) chapter in the JetPlan User
Manual.
Applying the Phase of Flight Parameter

The Phase of Flight parameter in the MEL database applies only to Fuel Flow Bias. It allows
you to limit the flight phase or phases to which the Fuel Flow Bias applies. When you create
the MEL record, you can select more than one of the following phases:
CFS The MEL degradation is considered for the critical fuel scenario
calculations (ETOPS flight plans).
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Climb The MEL degradation is considered when calculating the climb

phase of the flight plan.
Cruise The MEL degradation is considered when calculating the cruise
Descent The MEL degradation is considered when calculating the descent
Hold The MEL degradation is considered when calculating the hold phase
of the flight plan.
Taxi Out The MEL degradation is considered when calculating the taxiout phase of the flight plan.
Note that you can create an MDB record that applies a multiplier to the Fuel Flow Bias and
that MEL fuel biases apply in addition to any fuel biases already stored in the CADB record or
ad hoc entries on the flight plan. For more information, see Applying True Airspeed and Fuel
Flow Biases on page 942 and Applying Multipliers to Fuel Flow Bias and Weight Penalties
on page 944.
Applying Weight Penalties to Terrain Analysis Flight

Plans
The MEL database contains two weight penalty parameters that apply to Terrain Analysis
(Terrain Clearance and Mountain Driftdown) flight plans.
The Enroute Weight Factor parameter allows you to set a penalty to be
applied to the aircraft gross weight over the entire route for Terrain
Clearance computations and at the decision point for Mountain Driftdown
computations. The value of this parameter is a percentage by which the
gross weight is increased.
The Enroute Weight Penalty (LBS) option allows you to set a penalty in
pounds to be added to the aircraft gross weight for Terrain Clearance and
Mountain Driftdown.
Both of these MEL parameters can be made subject to a multiplier effect. See Applying
Multipliers to Fuel Flow Bias and Weight Penalties on page 944.
When JetPlan computes Terrain Clearance flight profiles, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request, plus
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Any enroute weight penalty contained in each type M or C MEL currently

assigned to the aircraft, plus
Any enroute weight factor contained in each type M or C MEL currently
weight factor (%) * aircraft gross weight.
NOTE Because aircraft gross weight changes due to fuel burn off, the enroute
weight factor penalty is computed using a gross weight at each mileage marker.
When JetPlan computes the Mountain Driftdown gradient, the total enroute weight penalty is
applied as follows:
Any ad hoc enroute weight penalty contained in the flight plan request, plus
Any enroute weight penalty contained in each type M or C MEL currently
assigned to the aircraft, plus
Any enroute weight factor contained in each type M or C MEL currently
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.)
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Applying Equipment and Certification Degradations

The MEL Database contains several parameters which, when applied to a flight plan, override
the aircrafts corresponding equipment and certification settings in the CADB. See full
descriptions in Table 35-1, MEL Database Parameters, on page 924.
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C HAPTER 36

About the Master Database
About the Master Database

The following sections cover creation and maintenance of the customer Master Database
(MDB) and its application to flight plan computations.
The MDB might be thought of as the MEL Assignment database because it allows you to
assign performance degradations and equipment limitations to individual aircraft. These
degradations and limitations are generically referred to as MELs and include such factors as
increased fuel flow, decreased airspeed, takeoff weight limitations, and so on.
When you add a record to the MDB, you cite a specific aircraft record name (the Customer
Aircraft Database [CADB] record name), the appropriate filename from the MEL database,
and the MEL type. This information identifies the individual aircraft and its problem. The
following is a list of available MEL types:
Minimum Equipment List (MEL)
Configuration Deviation List (CDL)
Deferred Maintenance Item (DMI)
Non-Essential Furnishings (NEF)
Special Equipment List (SEL)
In addition, the MDB allows you to specify a time frame for the resolution of the problem and
to add notes related to the issue and its resolution.
For example, assume that you have several B757 aircraft in your fleet and that one of the
aircraft has a minor fuel flow problem due to a sticky valve. Assume also that your MEL
database contains a fuel flow degradation MEL record that applies to the B757 fleet type.
Using the MDB, you can create a record that references the individual B757 CADB record
name, the name of the MEL record that contains a fuel flow bias appropriate for the situation,
and the MEL Type (see list above). You can also define the expected suspense time until the
problem is resolved and note any other information necessary. Because the MDB record you
created is tied to a specific CADB record name, every time that aircraft is used in a JetPlan
flight plan computation, the fuel flow bias is included in the plan computation until the
suspense period ends or until you delete the MDB record from the MDB.
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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.

database codes under the parameter name.
NOTE Depending on your customer preference settings, some options in the

following list might not be available. For more information, contact your Jeppesen
account manager.
Table 36-1
Master Database (MDB) Parameters
Parameter
Description
Effective Date/Time
The Effective Date and Time parameter allows you to set the
chronological start point of the 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
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
(Required) This option allows you to specify the status of the aircraft.
Choices are Yes and No. This option has no effect on the flight plan
computation.
NOTE This parameter is for informational purposes only. No warning or
alert is provided if a flight plan is generated using a grounded aircraft.
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Table 36-1
Master Database (MDB) Parameters (continued)
Parameter
Description
Location Code
The Location Code option allows you to enter text identifying the location
on the aircraft to which the MEL item applies; for example: Left,
Right, Fore, Aft, and so on. This option has no effect on the flight plan
computation.
LC
Ex. LC=text
Value: A maximum of 10 characters is allowed.

MEL Multiplier
MX
Ex. MX=02
The MEL Multiplier option allows you to apply the MEL degradation
specified in the MEL record multiple times to one aircraft. The total is
included in the flight plan calculation. You can apply the multiplier value
against one or more of the following options by selecting the associated
Subject to Multiplier checkbox on the Add a Minimum Equipment List
Code page in JetPlan.com:
Fuel Flow Bias
Enroute Weight Penalty
Example: In the MEL database record, the Enroute Weight Factor penalty
is set to 0.9, and the Subject to Multiplier checkbox for Enroute Weight
Factor is selected. The MEL Multiplier option in the associated MDB
record is set to 02, so the Enroute Weight Factor penalty value is applied
twice in the flight plan calculation.
For more information on the Subject to Multiplier option, see the
Minimum Equipment List Database chapter in the JetPlan User Manual.
Value for the MEL Multiplier option: A two-digit number between 01 and
99. The default value is 01.
Tracking Number
TN
Ex. TN=text
The Tracking Number option allows you to enter a free-form code that
combines with the A/C name to identify a unique MEL Assignment
record in the system. This information has no effect on flight plan
computations, but is displayed in the flight planning system and might
appear on the flight plan output, depending on format.
Value: A maximum of 14 characters is allowed.
Department/Personnel
Allows you to enter 24 characters of text information at your discretion.
DEPT
ex. DEPT=text
Comments
Allows you to enter 50 characters of text at your discretion.
CMNT
ex. CMNT=text
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Database Management
Database Management

To make the MDB a data resource for flight planning, you must first create and manage
JetPlan command-line interface, the MDB access command is MDB, and it is entered on the
Two categories of command functions are available when accessing the CAPDB. These
File Maintenance
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
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aircraft with a problem. This forces the application of the MDB record and the MEL within it
every time the aircraft is used in a flight plan. The CADB record name input immediately
follows the function command input.
Since the purpose of the MDB is to apply MELs, an existing MEL type and MEL Database
record name must be referenced to properly save or change an MDB record. This input
immediately follows the CADB record name, so that the input structure has the following
syntax:
MDB,function command,CADB record name,MEL type,MEL name,parameter
NOTE The MEL name must reference an existing MEL record or an error occurs. If
you are unsure of the file name (or its existence), perform the command MEL,PRI on
the Options command line to see what is available in the MEL Database.
The MDB record key elements are described in the following table.
Table 36-2
MDB Record Key Elements
Parameter
Description
A/C tail number (CADB Record

Name)
(Required) The CADB record name identifies the aircraft.
NOTE The CADB record name

is created by the user and may or
may not be the same as the A/C
Tail Number.
MEL Type
(Required) This element identifies the type of MEL item.

To assign an MEL to an aircraft, you must specify both the MEL name
and the MEL Type. Otherwise, no degradations are applied.
For each record, you can input one of the following values:
Possible values:
M MEL (the default)
C Configuration Deviation List (CDL)
D Deferred Maintenance Item (DMI)
N Non-Essential Furnishings (NEF) JetPlan does not accept
performance degradations if the MEL record is designated as type N.
S Special Equipment List (SEL) JetPlan does not accept
performance degradations if the MEL record is designated as type S.
MEL Name
(Required) This is the name of the MEL record you are referencing. This
is typically the ATA code. Value: 1-16 characters.
If the MDB references an MEL that does not exist in the MEL database,
JetPlan generates an alert when you run the flight plan.
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MDB Commands
The MDB command functions are divided into two categories: file maintenance and file

Table 36-3
MDB File Maintenance Commands
Command
Description
MDB,SAV
The SAV function command allows you to create a new record of

information for a particular aircraft in the MDB Database. Specify the
CADB record name and the MEL type and MEL name you want to apply
before entering any parameters.
EXAMPLE:
Explanation: Save record, N1234, with the degradations assigned in MEL
record, SS1234, MEL type M, to the MDB Database. Apply the MEL for
a period of 27 days (beginning 4 September 2009 and ending 30
September 2009).
01 OPTIONS
MDB,SAV,N1234,M,SS1234,EFF=04092009@0000,EXP=30092009
@2359
JetPlan displays the new record upon completion of the input.

NOTE Tail Number in the output corresponds (in this case) to the CADB
record name for the aircraft. Although the CADB record name can be the
same as the tail number, it does not need to be.
To include more details, enter other parameter options as needed

(seeDatabase Parameters on page 952).
EXAMPLE:
01 OPTIONS MDB,SAV,CADB RECORD
NAME,TYPE,MELNAME,DEPT=,CMNT=,GRND=,DURTIME=,DURTYPE=
MDB,CHG
The CHG command allows you to modify the parameter settings of an

existing record. The input is similar to the SAV input. You can add new
parameter settings to the record or change previous settings to new
values.
EXAMPLE:
01 OPTIONS MDB,CHG, N1234,
D,SS1234,EXP=01102002@2359,GRND=Y
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Table 36-3
MDB File Maintenance Commands (continued)
Command
Description
MDB,DEL
The DEL command allows you to delete individual records from the
database. To delete a record, enter the CADB record name, MEL type,
and the MEL name after the function command.
EXAMPLE:
01 OPTIONS MDB,DEL,N1234,D,SS1234

Table 36-4
MDB File Display Commands
Command
Description
MDB,SUM
The SUM function allows you to display records in a list format. File
information is abbreviated with this command, showing only the CADB
record name (tail number), MEL type, MEL name, effective date, and
expiration date.
To display all records in the database, enter the command, SUM.
EXAMPLE:
01 OPTIONS MDB,SUM
To display records with the same CADB record name, enter the CADB
record name after the SUM command.
EXAMPLE:
01 OPTIONS MDB,SUM,N1234
To display an individual record, enter the CADB record name, MEL type,
and MEL name after the SUM command.
EXAMPLE:
01 OPTIONS MDB,SUM,N5678,M,SS1234
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Table 36-4 MDB File Display Commands (continued)

Command
Description
MDB,PRI
The PRI function allows you to display the entire contents of one or more
records.
To display the contents of all records, enter the PRI command only.
EXAMPLE:
01 OPTIONS MDB,PRI
To display the contents of records with the same CADB record name,
enter the CADB record name after the PRI command.
EXAMPLE:
01 OPTIONS MDB,PRI,N1234
To display the contents of a single record, enter the CADB record name
and the MEL type and name after the PRI command.
EXAMPLE:
01 OPTIONS MDB,PRI,N5678,M,SS1234
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Because an MDB record includes the specific CADB record name of the aircraft being
affected, there is no input that applies the MDB record to the flight plan other than the use of
the aircraft record name in the flight plan request. The MDB record is effective until the record
expires or until you deactivate (delete) it.
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C HAPTER 37
Restricted Area
Database

About the Restricted Area Database
About the Restricted Area Database

NOTE The Restricted Area Database is used with the RST option command and
inputs on the 05 Restricted Area command line This functionality is separate from the
4D Avoid and Alert feature and the Customer Controlled Avoid and Alert Database.
The Restricted Area Database is a feature created and maintained by the user and provides
storage and access to avoid region files. JetPlan recognizes a request using a stored
Restricted Area Database record during both dynamic and canned route selection. The
following considerations apply to the use of the Restricted Area Database:
The Restricted Area Database works with the dynamically created routes of
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.
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The following sections describe how to apply the RST command in flight plans.
Flight Plan Request

After FP and any other command inputs, continue the Options command line with the
following command: RST, slash (/), Restricted Area Database record name. For example, to
invoke the restricted area record name XNAT1, make the following input:
Example:
01 OPTIONS FP,RCC,CS/JD1,CPT/S SMITH,DSP/R JONES,RST/XNAT1
You can also enter the RST command on the Options command line without specifying a
Restricted Area record name. Enter the record name in the appropriate position later in the
request.
Example:
01 OPTIONS FP,RCC,CS/JD1,PCT/S SMITH,DSP/R JONES,RST
05 RESTRICTED AREA XNAT1
Schedule Database Request

At the Options command line, input SC,FLT,(FILE NAME), and RST. Specify the Restricted
Area file name in the appropriate position later in the request. You can also specify the record
name after RST/ on the Options command line if preferred.
Example:
01 OPTIONS SC,FLT,CUN-MAD,RST
Overriding a Restricted Area Database record Built

Into a Schedule
Specify RST as the final input on the Options command line. When JetPlan prompts with the
05 RESTRICTED AREA, hit <ENTER> and then continue answering the rest of the
questions.
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Example:
01 OPTIONS SC,FLT,NRT-LAX-R001,RST
05 RESTRICTED AREA (hit <ENTER> and continue on)
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Database Management
Database Management

To make the Restricted Area Database a data resource for flight planning, you must first create
and manage records of information in the database. To do this, you need to access the
database. The Restricted Area Database access command is RST, and it is entered on the
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
File Display
SUM Displays a list of all records
PRI Displays the contents of the record or records specified
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Restricted Area Database Commands

The Restricted Area Database command functions are divided into two categories: file
maintenance and file display. This section describes each command function.

File maintenance commands create and delete records in the database. An explanation and
example of each maintenance command is shown in the following table.
Table 37-1
Restricted Area Database File Maintenance Commands
Command
Description
RST/X<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
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Table 37-1
Restricted Area Database File Maintenance Commands (continued)
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.

Table 37-2
Restricted Area Database File Display Commands
Command
Description
RST/SUM
To display a list of all Restricted Area Database records, enter the following on the Options
command line: RST, slash(/), and SUM.
Example:
Explanation: Display a list of all records.
01 OPTIONS RST/SUM
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Table 37-2
Restricted Area Database File Display Commands (continued)
Command
Description
RST/PRI
To display the contents of a particular Restricted Area Database record, enter the following
on the Options command line: RST, slash, PRI, slash, and the record name.
Example:
Explanation: Display the contents of the XAVOID3 record.
01 OPTIONS RST/PRI/XAVOID3
To display the contents of a particular Restricted Area Database record in complete detail,
add the /FULL parameter. This parameter applies more readily to restricted areas created for
JetPlans 3D Avoid option.
Example:
Explanation: Display the XAVOID3 record in full.
01 OPTIONS RST/PRI/XAVOID3/FULL
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C HAPTER 38
Customer Route
Database

About the Customer Route Database

The Customer Route Database provides a way to create and manage route information that is
used regularly in your flight plan requests. This database enables you to create and manage
two types of records: route records and route segment records.
NOTE The Customer Route Database is intended to be controlled and managed by

the customer. The customer can apply as much control as necessary over who, within
their organization, manages the information stored in the Customer Route Database.
Upon request, Jeppesen can assign extra passwords specifically intended for
database management. Contact your Jeppesen account manager for more
information.
Route Records
You can create route records in the Customer Route Database by providing standard JetPlan
route inputs, which in turn are used to generate stored routes. Standard inputs refer to entries
that properly define, access, and select the route structure you want through the Route
Optimizer (RO), the Specific Route Selector (SRS), or the combination of these two methods
of route input. (For more information on route inputs, see the Route Commands chapter in
the JetPlan User Manual).
Once a route record is created, you can enter the name of the record on the Route line of a
flight plan request. This type of input, which is generally much shorter than the typical string
of elements needed to generate a specific route, provides a canned track between two
airports. When you store multiple route records in the Customer Route Database between the
same POD and POA combination, you can direct JetPlan to utilize (1) a specific record, (2) the
best record from a selected few, or (3) the best one from all available for that airport pair.
A route record can be copied to your Customer Alternate database and invoked in the flight
plan computation as a divert route. This occurs automatically when the arrival and alternate
airports from the flight plan request match the airport pair of a record stored in the Alternate
Database.
NOTE To use a Customer Route Database record as a route input to an alternate

airport, you must copy the record into your Customer Alternate Database. See the
Customer Alternate Database chapter in the JetPlan User Manual or the Help topic
on JetPlan.com for more information.
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Route Segment Records

NOTE JetPlan.com is the recommended interface for creating and maintaining
route segment records.
In addition to route records, you can also create and manage escape route and reclear route
segment records. In JetPlan.com, these records are accessed on the Customer Route Database
page, using the ROUTE SEGMENTS menu commands.
Escape routes are used with 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
NOTE Reclear route records in the Route Segment Database are not yet available
for use in all Jeppesen front-end flight planning applications, such as JetPlanner and
the New Flight Planner in JetPlan.com. Contact your Jeppesen account manager for
information.
When creating and maintaining route segment records, you define the begin and end points
(waypoints or airports or latitude/longitude coordinates), provide a route string input, select
the route segment group (escape route or reclear route), and then submit the information to
create the record.
For example, you could create an escape route segment record using airports as the begin and
end points with the following input:
Route segment record name: RT1
Begin point airport: KCOS
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End point airport: KABQ

Route segment group: Escape Route (ES)
Route string: -ALS ESPAN FLYBY FRIHO ABQ
The following image shows the Create a New Route Segment dialog box in JetPlan.com with
the sample inputs listed above.
Figure 38.1. Create a New Route Segment Dialog Box in JetPlan.com
The equivalent inputs in line mode for this sample escape route record are:
01 OPTIONS CS,GEN,KCOS,KABQ/RT1,ES
06 ROUTE -ALS ESPAN FLYBY FRIHO ABQ
If you want the route to start and/or end at a waypoint (rather than an airport), you must
provide the waypoint name, area, and type. This information can be looked up on JetPlan.com,
using the Airport & Navigation Info menu command on the Customer Route Database
page.
For detailed instructions on route segment records using JetPlan.com, see the Help file for the
Customer Route Database on JetPlan.com.
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The Pre-Effective Database Feature

NOTE When the Pre-effective Database is available, authorized users can access it
on the Customer Route Database page in JetPlan.com.
Your account must be configured to allow you to access the Pre-Effective Database, which is a
non-production route database that authorized customers can use to maintain company route
records prior to the effective date of the next AIRAC cycle update. The data in the PreEffective Database is readied for eventual release but is made available before implementation
to those customers who request it. Any changes made to routes in the Pre-Effective Database
will become effective with the next AIRAC cycle update (and not before then).
If your user privileges give you access to the Pre-Effective Database and if there is a PreEffective Database available for use, you will see a Route Database dialog box above the
menu on the Customer Route Database page in JetPlan.com. Typically, when you first open
the database page, the Route Database dialog box is green and contains a LIVE button,
indicating that the currently effective Live Database is in use.
Figure 38.2. Route Database Dialog Box in JetPlan.com
Clicking the LIVE button opens the AIRAC Database Options page, which enables you to
switch between the Live Database and the Pre-Effective Database in JetPlan.com. When you
are using the Pre-Effective Database, the Route Database dialog box is red (not green) and
contains a button you can use to return to the AIRAC Database Options page, where you can
switch back to the Live Database.
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Getting Help on Using the Pre-Effective Database

When the Pre-Effective Database is available, the Customer Route Database page in
JetPlan.com contains the Route Database dialog box. Clicking the button in the Route
Database dialog box opens the AIRAC Database Options page. Click the Help icon on
the AIRAC Database Options page to open a document that explains how to use the PreEffective Database.
NOTE The Pre-effective Database feature is available upon request. Contact your
Sending FMS Route Output to Jeppesen NavData

IMPORTANT The Send to FMS option is visible on the Route Database menu in
JetPlan.com only if your account has been configured to enable this option.
If the Send to FMS option is visible on the Route Database menu in JetPlan.com, you have
arranged with your Jeppesen NavData representative to enable automatic forwarding of your
FMS routes from your Customer Route Database to 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.
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Database Parameters
Database Parameters
This section contains the following topics:
Route Parameters on page 978 lists the parameters used to create
customer route records.
Route Segment Database Parameters on page 984 lists the parameters
used to create route segment records (for escape routes and reclear routes).
Route Parameters
NOTE The following table describes the parameters used to create routes in the
Customer Route Database. For information on the route segment parameters, see
Route Segment Database Parameters on page 984.
Required parameters must be included in a command input to reference a file specifically.

Other parameters are optional, depending on the situation and the command function. Some
of the parameters are simply input fields for information. They have no identifying prefix or
parameter code.

maintenance. See the Help file for the Customer Route Database on the Customer
Route tab in JetPlan.com. The table below provides information specific to the
JetPlan command-line interface. JetPlan database codes are listed under the
parameter names.
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Table 38-1
Route Parameters
Parameter
Description
RT Name
(Required) Use the RT Name parameter to create a

record name for the stored route.
/<xx>
ex. /R1
ex. /RT01
ex. /JFKGLL
ex. /A1234567890
Group
GP
ex. GP=BLUERTES
ex. GP=.RED RTES.
Input value: The RT Name can be 211 characters in

length and must contain at least one letter.
NOTE In the JetPlan command-line interface, the file
name input typically follows the POD and POA inputs. It
must begin with a slash (for example, /RT66).
(Optional). Use the Group parameter to identify a

group or category to which you want to assign the
route record. When adding a new group name to a
route record, the criteria you use to categorize the
record is left to your discretion.
Input value: Up to 20 characters.
Names can include spaces between characterslike a
phrase or sentenceif enclosed with periods.
NOTE In the JetPlan command-line interface, this
input (if used) is always the final entry.The Group
parameter is only applied when creating a new route
record (when using the RT,GEN command).
Otherwise, this parameter is unavailable. Use the
Group Database access command, RG, to affect
preexisting route records.
Expiration Date
ddmmyy
ex. 311205
(Optional) Use the Expiration Date parameter to set

the date that the route record is no longer valid for use.
If no expiration date is specified, the route remains
available indefinitely.
Input value: A date in the following format: ddmmyy
NOTE In the JetPlan command-line interface, this
parameter is the final entry if the FL and GP
parameters are omitted.
POD
<XXXX> or <XXX>
ex. KJFK or JFK
(Required) Use the POD parameter to specify the

departure airport identifier.
Input value: The valid ICAO or IATA identifier for the
POD station you are defining as the routes start point.
NOTE In the JetPlan command-line interface, you
can omit the POD parameter input if you want to use a
user-defined airport. If the POD is omitted, the system
prompts you to enter your airport on the POD
command line. Enter the airport input using the
guidelines stipulated in the Point of Arrival/Departure
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Table 38-1
Route Parameters (continued)
Parameter
Description
POD Bias
(Optional). Use the Departure Distance parameter to

apply a distance bias (pad) to the route.
DD=#(##)
ex. DD=20
Input value: One to 3 digits (1 to 999), entered in

nautical miles or kilometers, depending on your
preferred unit of measure when flight planning.This
bias is included in the flight plan before Top of Climb
(TOC) is reached.
POA
(Required) Use the POA parameter to specify the

arrival airport identifier.
<XXXX> or <XXX>
ex. EGLL or LHR
Input value: The valid ICAO or IATA identifier for the

POA station you are defining as the routes end point
NOTE In the JetPlan command-line interface, you
can omit the POA parameter input if you want to use a
user-defined airport. If the POA is omitted, the system
prompts you to enter your airport on the POA command
line. Enter the airport input using the guidelines
stipulated in the Point of Arrival/Departure
POA Bias
AD=#(##)
ex. AD=35
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(Optional). Use the Arrival Distance parameter to

apply a distance bias (pad) to the route.
Input value: One to 3 digits (1 to 999), entered in
nautical miles or kilometers, depending on your
preferred unit of measure when flight planning. This
bias is included in the flight plan after Top of Descent
(TOD) is reached.
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Table 38-1
Parameter
Description
Navigation Data Source
ex. RN
Use the Navigation Database codes to identify a

requested change in the source data for navigational
information. The code can request the elimination of
certain types of airways or a complete switch to
another navigation data source.
ex. AX
Code choices include:
<XX>
ex. MA
NOTE The default navigation information source is

the High Altitude Database.
NOTE In the JetPlan command-line interface, the
Navigation Data Source parameter code is entered
between the function command and the POD input
only.
LA Use the low-altitude navigation data

source. Lower airspace applies worldwide. This
option is not relevant when creating a route
record with SRS inputs.
MA Use the mid-altitude navigation data
source. Middle airspace applies to portions of
airspace in Western Europe. This option is not
relevant when creating a route record with SRS
inputs.
AX Allow time-sensitive airway consideration
(regardless of the time restriction). This option is
not relevant when creating a route record with
SRS inputs.
RN Consider RNAV route segments. The RN
parameter is required when generating routes in
Europe or any RNAV segments. RNAV routes
are not available with low or mid-altitude
airspace. This parameter is not relevant when
creating a route record with SRS inputs.
RP Display output in Route Proof format,
which provides a simple route summary of the
generated route rather than a point-by-point
detailed output.
NOTE Follow Route Optimizer syntax when entering
route inputs (no SRS inputs).
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Table 38-1
Parameter
Description
Primary Flight Levels
(Optional). Use the Primary Flight Levels parameter

to apply a profile constraint on the route file. Unlike
the Alternate Flight Levels parameter, this parameter
applies the profile constraint to the primary flight plan
(POD to POA).
FL
ex. FL
Input value:
In the JetPlan command-line interface, the value is
simply the two letter code, FL. This parameter is
generally the last entry in a route generation command
input, unless the Group Name parameter is included.
By entering FL in the route command, you notify
JetPlan that you intend to include a profile input. The
Profile command line prompts you for the actual
flight-level entries.
The entry must follow standard JetPlan syntax for
flight level entries. You can enter a single altitude (for
example, 170), or an altitude range (for example,
100,170). See the Profile Commands chapter in the
Alternate Flight Levels
FL=###(,###)
ex. FL=100,150
ex. FL=170
(Optional) Use the Alternate Flight Levels parameter

to apply a profile constraint on the route file for
alternate calculations. This parameter applies to route
files used as diversion segments only (POA to
Alternate) and only if the route is stored in the
Customer Alternate Database. It does not apply to
files used for primary route purposes (POD to POA).
The Primary Flight Levels parameter applies to the
primary route.
Input value: The input value must follow standard
JetPlan syntax for flight level entries. You can enter a
single altitude (for example, 170), or an altitude range
(for example, 100,170).
NOTE Route files intended for use as divert
segments must be copied to the Customer Alternate
Database before they can be used in a flight plan for
this purpose. JetPlan selects the optimum altitude
within that range.
Remarks Section
RMK
NOTE In the JetPlan command-line interface, the
RMK parameter is used with the RG (Rename Group)
function command.
(Optional) Use the Remarks Section parameter to add

remarks to the route record.
This option lets you add or modify an internal remark
associated with the group name. In the JetPlan
command-line interface, view the remark by using
one of the List Route options.
Example: RMK=Rte valid from 12Z to 18Z only.
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Table 38-1
Parameter
Description
Routing
In JetPlan.com, use the Routing box to enter your

route inputs, which, when submitted to JetPlan,
generate the stored track.
In the JetPlan command-line interface, the system
prompts you to enter the route inputs on the
06 ROUTE line when you are creating or modifying
the route record.
Entries must be valid JetPlan input types: Route
Optimizer, SRS, or Route Optimizer/SRS
combination inputs. See the Route Commands
chapter in the JetPlan User Manual for the types of
route inputs that you can make in the JetPlan system.
Reclear Data
The Reclear Data parameter is not currently in use by

JetPlan.
NOTE For information on creating reclear route
segments, see Route Segment Records on page 974.
Airway Search
AWY=(route string)
ex. AWY=UB12
ex. AWY=UB12 SIT
ex. AWY=UB12 SIT UA14
(Optional). The Airway Search parameter only applies

to the file display commands in the JetPlan commandline interface: LST, RP, SUM, and TOT. It enables you
to define the route files you want to display by
identifying certain airways or airway intersections
within the stored route.
The input values include an individual airway
identifier, an airway and checkpoint identifier
combination, an airway, checkpoint, airway
combination, and so on. In all cases, it must begin
with an airway identifier.
Checkpoint Search
CPT=(route string)
ex. CPT=TANSA
ex. CPT=TANSA UB12
ex. CPT=TANSA UB12 SIT
(Optional). The Checkpoint Search parameter, like the

Airway Search parameter, only applies to the file
display commands in the JetPlan command-line
interface: LST, RP, SUM, and TOT. It enables you to
define the route files you want to display by
identifying certain checkpoints or checkpoint
segments within the stored route.
The input values include an individual checkpoint
identifier, a checkpoint and airway identifier
combination, a checkpoint, airway, checkpoint
combination, and so on. In all cases, it must begin
with a checkpoint identifier.
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Table 38-1
Parameter
Description
Route Search SRH,POD=xxxx...
(Optional). In the JetPlan command-line interface, the

Route Search parameter enables you to display the
routes stored in the Customer Route Database that
match the specified criteria. A wildcard search can
also be performed using an asterisk (*). For example:
RT,SRH,EXP=*2009 returns routes that expire
anytime in 2009.
POA RTN (route name)

GP (group name)
CH (change date)
LU (last used)
EXP (expiration date)
NU (number of times used)
ex. SRH,POD=KLVK
Although group names (GP) can contain spaces when

enclosed within periods, they cannot be searched for
in that form. When searching for a group name that
contains more than one word, input one or more
letters of the first word. For example, if searching for
the group name FAR EAST, any of the following
inputs work: RT,SRH,GP=FRT,SRH,GP=FAR
However, entering GP=.FAR EAST. returns an error.
Route Segment Database Parameters

NOTE The following table describes the parameters used to create routes
segments for escape routes and reclear routes. For information on route parameters,
see Route Parameters on page 978.

maintenance.
Table 38-2
Route Segment Database Parameters
Parameter
Description
Route Segment Name
This is the name you give to the route segment record in the
database.
Input value: Up to six alphanumeric characters
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Table 38-2
Route Segment Database Parameters (continued)
Parameter
Description
Route Segment Group Name

ES - Escape Route
This parameter indicates the group to which the route segment

record belongs.
RC- Reclear Route
Input options:
Escape Routes A user-defined approach route to a
mountain driftdown alternate designed to route the aircraft
safely through high terrain. Supports the JetPlan Terrain
Analysis feature.
Reclear Routes A user-defined route from the reclear
point to the reclear airport.
Begin Point and End Point Parameters

These parameters enable you to define the begin point and end point of the route segment. A begin or end
point can be one of the following:
An airport
- or A waypoint
- or Latitude/Longitude coordinates
Airport
The route segment can begin or end at an airport. This parameter

enables you to specify the ICAO or IATA code for the airport
used as the route departure (begin) or arrival (end) point.
Input value: Three or four alphanumeric characters (ICAO or
IATA code)
NOTE When the Airport parameter is defined, do not set the
Waypoint or Latitude/Longitude parameters for the same point.
Waypoint
The route segment can begin or end at a waypoint. This

parameter enables you to specify the name of the waypoint used
as the begin or end point of the route segment.
Input value: Up to six alphanumeric characters
NOTE When the Waypoint parameters are defined, do not set
the Airport or Latitude/Longitude parameters for the same point.
(Waypoint) Area
This parameter enables you to specify the two-character A424

area code for the waypoint.
point is a waypoint. If the point is not a waypoint, do not set this
parameter.
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Table 38-2
Route Segment Database Parameters (continued)
Parameter
Description
(Waypoint) Type
This parameter enables you to specify the waypoint type.

point is a waypoint. If the point is not a waypoint, do not set this
parameter.
Input options:
VOR (D)
Enroute Waypoint (EA)
Terminal NDB (PN)
Terminal Waypoint (PC)
NDB (DB)
For information on the waypoint types, see the Route
Latitude
The route segment can begin or end at a point defined by

latitude/longitude coordinates. This parameter enables you to set
the latitude value.
Input value: Full degree and minute and/or tenths of minutes.
Use the same syntax as used in SRS routing. For information on
syntax, see the Route Commands chapter in the JetPlan User
Manual.
Example: N3712.4
Longitude
The route segment can begin or end at a point defined by

latitude/longitude coordinates. This parameter enables you to set
the longitude value.
Input value: Full degree and minute and/or tenths of minutes.
Use the same syntax as used in SRS routing. For information on
syntax, see the Route Commands chapter in the JetPlan User
Manual.
Example: W9823.6
Custom Name (Optional)
This parameter enables you to associate a name with the

Latitude/Longitude point. The name appears in the route output
in lieu of the Latitude/Longitude point or together with the
Latitude/Longitude point.
Input value: Up to six characters, including alphanumeric and
special characters
Example: MYPNT1
Routing
This parameter enables you to specify the SRS route string. For
information on SRS syntax, see the Route Commands chapter
in the JetPlan User Manual.
Example: -ALS ESPAN FLYBY FRIHO ABQ
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Database Management

Before you can apply Customer Route Database files to your flight plan requests, you must
first create and manage records of information in the database. To do this, you need to access
the database. The Customer Route Database access command is RT, and it is entered on the
Example:
Explanation: Customer Route Database Access Command
01 OPTIONS RT
NOTE Any attempt to affect or reference the information in the database must begin
with the RT command.
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
DEL Deletes a record or records
RN Renames a record
UPD Updates route inputs on a global scale
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RG Adds, changes or deletes the group name of a record

NOTE RG is an access command like RT. It is not a function command. It works like
a separate database.
File Display
PRI Displays the complete information of an individual route record
LST Displays route inputs and summaries
RP Displays route names and other information
SUM Displays the airports and other information
TOT Displays the number of records in the database
RID Displays the record identifier
SRH Searches for records
File Verification
CHK Checks route files against recent navigation updates
OK Marks route files as being verified and approved
To affect the content of any individual record, you need to reference the 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
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Example:
Explanation: The following Customer Route Database command input requests the generation
(create and save) of a new route between the airports, KJFK and EDDF. The new route is
being saved under the file name, RT01. The request includes a consideration for RNAV route
segments (RN), a departure distance bias (DD=), an arrival distance bias (AD=), and an
expiration date (Dec. 31, 2005). It also categorizes the route file in the group, BLUE.
01 OPTIONS RT,GEN,RN,KJFK,EDDF/RT01,DD=20,AD=5,123105,FL,GP=BLUE
Customer Route Database Commands

The Customer Route Database command functions are divided into three categories: file
maintenance, file display, and file verification. These commands are described below.

File maintenance commands are those that affect the content of a file, the existence of a file, or
the name of a file. This section reviews the maintenance commands, GEN, CHG, DEL, RN,
and UPD. In addition, this section reviews the Route Group command, RG. The RG command
is an access command like RT, but its function is similar to the other maintenance commands
and is therefore included here.
Generate Command (RT,GEN)

The function command, GEN, enables you to create and save new route files in the database.
When this function is applied, the command must be followed by the route inputs that define
the course of travel you want to store. Your route inputs must be entered on the Route
command line (similar to the way route inputs are entered in a flight plan request).
The following list provides some tips and rules to remember.
A slash (/) always precedes the Customer Route Database route file name.
If you want to include a Navigation Source Data parameter code, it must be
entered between the function command, GEN, and the POD input.
If you want to apply a profile constraint to a file intended for use as an
alternate route (between a POA and ALT), use the parameter,
FL=###(,###). Enter this parameter after the File Name input.
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If you want to apply a profile constraint to a file intended for use as a

primary route (between a POD and POA), enter the code, FL, at the end of
your command input (unless a Group Name input is to be included, in which
case, the FL code is the second to last entry).
Customer Route Database files can be stored in special categories (of your
choosing) by using the Group Name parameter in the RT,GEN command. If
used, it is the final entry on the RT,GEN command.
When entering your route inputs, you can use the Route Optimizer method,
the SRS method, or a combination of the two methods to create a route file
in the database.
The inputs that create the route are saved for your review and reference.
The following examples illustrate RT,GEN command inputs. Each example includes a Route
command line input.
NOTE The inputs shown on the Route command lines of the following examples
below may or may not be applicable to a real flight plan today. Jeppesen attempts to
keep the route inputs valid, but navigation structure constantly changes over time.
Therefore, these route inputs serve as examples only. Plan accordingly.
Example:
Explanation: This RT,GEN command shows the minimum required inputs (no optional
parameters are used). It creates the route file, R001, with a route from San Francisco, USA
(KSFO) to Seoul, South Korea (RKSI). The Route command line inputs request jet airways to
a North Pacific track (R220, via NUBDA), and jet airways the rest of the way.
01 OPTIONS RT,GEN KSFO,RKSI/R001
06 ROUTE J/P/J,NUBDA,KPO
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Example:
Explanation: This RT,GEN command creates the route file, R002, between KSJC and RJAA.
The Route command line inputs are made using the SRS route selection method. Optional
parameter entries include the profile constraint parameter (FL) and a group name input (GP=).
The input of the FL code mandates a Profile command line input, where IFR rules are applied
and the profile is constrained to be between FL280 and FL390.
01 OPTIONS RT,GEN,KSJC,RJAA/R002,FL,GP=TEAM1
06 ROUTE -OSI V25 PYE V27 ENI C1486 GUTTS KLARK BEGUN CDB A342 PINSO
\A590 PABBA OTR6 KETAR OTR10 CVC
Example:
Explanation: This RT,GEN command creates the route file, R003, between VTBD and RJAA.
The Route command line inputs request jet airways with overflight of waypoints: IDOSI, CH,
ELATO, and MAMAS. Because one of the possible airways is time restricted, the AX
parameter is included in the command input to allow consideration of that airway. Other
optional inputs include an expiration date and a group name.
01 OPTIONS RT,GEN,AX,VTBD,RJAA/R003,311210,GP=TEAM2
06 ROUTE J,IDOSI,CH,ELATO,MAMAS
Example:
Explanation: This RT,GEN command creates the route file, A001, between LFPG and EDDF.
The MA parameter is applied to access the mid-altitude database as the navigation source data.
A profile constraint (FL=130,210) is applied to the route for times when the file is used as a
divert route resource. Departure (DD) and arrival (AD) distance biases are also applied to the
route.
01 OPTIONS RT,GEN,MA,LFPG,EDDF/A001,FL=130,210,DD=10,AD=20
06 ROUTE J
NOTE The route file, A001 (shown above), cannot be used as a divert route until it
is copied to the Customer Alternate Database.
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Example:
Explanation: This RT,GEN command demonstrates how to enter user-defined airports into a
route file. By excluding the POD and POA input from the GEN command, you instruct JetPlan
to prompt for the airport inputs. Using the POD and POA command lines, you can enter any
valid type of airport input. See the POD and POA Commands chapter for more information on
valid types of airport inputs with user-defined airports.
01 OPTIONS RT,GEN/H01
02 POD PODX,3950,10653,FL063
03 POA KSFO
06 ROUTE D//J,D,EKR
Modify Command (RT,CHG)

The function command, CHG, enables you to amend and update previously created route files.
The input is similar to the GEN input. In fact, you can enter all of the same types of inputs with
certain exceptions. The following list provides some rules to remember when using this
command.
When modifying a Customer Route Database file, all original parameter inputs must be
included (reentered) in the command input if you want to retain them (as is) in the modified
file. The following exceptions to this are:
The Flight Level parameter code, FL. The flight level information is carried
over from the original file without reentering FL. If you do enter the FL
code in the RT,CHG command, you need to reenter a flight level input. The
reentered input can be the same value as before or a new value.
The Group Name parameter, GP=(xxxx). This parameter cannot be
modified using the RT,CHG command; an error occurs if it is used. If you
want to change a route files grouping identification, you must use the Route
Group access command, RG.
Of course, you can omit any other optional parameter from the original file if you no longer
want to include it in the modified file.
Like the parameter inputs, route inputs must be reentered in their entirety in
order to retain them as originally set. However, you can invoke the Route
Line Edit program to avoid the hassle of reentering your route inputs. To do
this, enter @6C on the Route command line. JetPlan displays the original
route inputs and mark each entry with a field number. You can make
changes to the entries (by field number) if you want; but, more importantly,
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you can hit the ENTER key and retain the original route inputs without
having to reenter the entire line. See the Route Commands chapter for more
information on Route Line Editing.
Before making any changes to a Customer Route Database file, Jeppesen
suggests you employ the RT,LST command to compare and verify the
current route inputs. You can also invoke the Route Line Edit program to
see the route inputs before deciding on modifications.
The following examples illustrate the RT,CHG command by providing scenarios in which
route files are created and then modified.
NOTE The inputs shown on the Route command lines of the following examples
below may or may not be applicable to a real flight plan today. We (Jeppesen)
attempt to keep the route inputs valid, but navigation structure constantly changes
over time. Therefore, these route inputs serve as examples only. Plan accordingly.
CASE 1
Assume the original Customer Route Database file, R01, is created using the inputs in this first
example. The MA parameter is the only optional entry.
Example:
01 OPTIONS RT,GEN,MA,LFPG,EDDF/R01
06 ROUTE J
Using the RT,CHG command, modifications to R01 are made. The change in this case is the
addition of an expiration date (Jun. 30, 2009). Please note that all inputs from the RT,GEN are
reentered in order to maintain the original 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.
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Example:
01 OPTIONS RT,GEN,AX,KSFO,RKSI/R001,311205,FL,GP=TEAM2
06 ROUTE J,ENI/P/J,OATIS,KPO
Using the RT,CHG command, the route is modified. Note that the optional parameters from
the original file, AX and 311209 (expiration date), are reentered in order to retain these values
in the modified file. Also note that the Flight Level parameter (FL) and the Group Name
parameter (GP=) are omitted. The flight level information is carried over to the modified file
automatically. The 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.
Delete Command (RT,DEL)

The function command, DEL, enables you to remove route files from the Customer Route
Database. You can delete one or more files at a time, depending on the qualifications you
apply to the command input. There are six ways to delete a route file or files.
Delete a specific route (POD,POA/FILENAME)
Delete all routes from a specific POD to a specific POA (POD,POA/ALL)
Delete all routes to/from a specific airport (ARPT/ALL)
Delete all expired routes (/ALL)
Delete all routes not used in the last X number of days (/###D)
Delete all routes by group name (/GP=xxxx)
The following list provides some rules to remember when using this command.
A slash (/) must precede the deletion qualifier.
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Deleting by group name requires the slash and the following

string:GP=NAME or GP=NAME1,NAME2,NAME3
To delete a specific route file, enter the identifiers of the POD and POA, a slash, and the file
name after the DEL command.
Example:
Explanation: Delete route file, R001, for the airport pair: KSFO to RKSI.
01 OPTIONS RT,DEL,KSFO,RKSI/R001
To delete all route files for a specific airport pair, enter the identifiers of the POD and POA, a
slash, and the option, ALL, after the DEL command.
Example:
Explanation: Delete all route files for the airport pair: KSFO to RKSI.
01 OPTIONS RT,DEL,KSFO,RKSI/ALL
To delete all route files that fly to or from a specific airport, enter the airport identifier, a slash,
and the option, ALL, after the DEL command.
Example:
Explanation: Delete all route files that fly to or from KSFO.
01 OPTIONS RT,DEL,KSFO/ALL
To delete all route files that have expired, enter a slash and the option, EXP, after the DEL
command.
Example:
Explanation: Delete all routes that have expired under the user's ID.
01 OPTIONS RT,DEL/EXP
To delete all route files that have not been used for a specific length of time, enter a slash and
the option, xxxD, (where xxx is a value indicating the number of days) after the DEL
command.
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Example:
Explanation: Delete all routes not used in the last 300 days.
01 OPTIONS RT,DEL/300D
To delete all route files that belong to a specific group, enter the identifiers of the POD and
POA, a slash, and the option, GP=xxx, (where xxx is the group or category name) after the
DEL command.
Example:
Explanation: Delete all routes within the category, TEAM1.
01 OPTIONS RT,DEL/GP=TEAM1
Rename Command (RT,RN)

The function command, RN, enables you to change the name of a route file in the Customer
Route Database.
The following example illustrates the application of the rename function.
To rename a route file, enter the identifiers of the POD and POA, a slash, the original file
name, another slash, and the new file name.
Example:
Explanation: The route file, 04F, is renamed to R001.
01 OPTIONS RT,RN,KSEA,KLAX/04F/R001
Update Command (RT,UPD)

The function command, UPD, enables you to modify the route inputs contained within route
files. This capability is not unique to the Customer Route Database because you can do the
same thing using the RT,CHG command. However, the CHG command requires you to
reenter every element on the Route command line, not just the ones that have changed, and it
affects only one file at a time. The CHG command also forces you to reenter almost all of the
parameters you originally applied to the file if you want to keep it basically the same.
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With the RT,UPD command, you can affect only those individual route elements, or strings of
route elements, that need amending. You do not have to reenter the entire input on the Route
command line, nor do you have to bother with reentering other file parameters. In addition,
with one UPD command input, changes can be applied to every file in the database that
contains the obsolete route element or elements without affecting any other information within
those files (global change capability). With this command you can easily clean up scores of
files that need amending due to periodic route structure changes.
NOTE A route element is the identifier of an individual checkpoint or airway. A route

string is a series of two or more route elements that define a route segment, an airway
intersection, or a combination of the two.
The following list provides some tips and rules to remember when applying the UPD
command.
Updating route inputs requires the use of the Airway/Checkpoint Search
option (AWY= or CPT=). Use the checkpoint search option, CPT=, if the
input element is a checkpoint (a waypoint or navaid) or if the input string
begins with a checkpoint. Use the airway search option, AWY=, if the input
element is an airway or if the input string begins with an airway.
NOTE
See Airway/Checkpoint Search Option in this chapter for more information.
The UPD command input must provide both the element or string you want
to change and its replacement, using the following sequence: [old
element],[new element] or [old string],[new string].
Route element (or string) inputs, both old and new, must be enclosed by
brackets (for example, CPT=[old string],[new string]).
You must separate the old input string from the new input string with a
comma between the close bracket and the open bracket.
When using the UPD command, the route files you affect can be defined
using filtering options. You can specify target route files by an individual
airport, by an airport pair (POD/POA combination), by an airport pair and a
file name, or use the /ALL option to target all files. The wildcard, $ALL,
can be used in place of one of the airports (the POD or the POA) to target
files by departure station or by arrival station only.
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Route files that have been updated are flagged with the message: Route
Inputs Need to be Verified. You must verify and approve (RT,OK) these
files before they can be considered valid routes.
NOTE See File Verification Commands for more information on verification and
approval.
If the route input being updated is an SRS type of entry, it must be preceded
with a dash (-). Since Standard Instrument Departures (SIDs) are considered
SRS airway elements, the input for a SID would include a dash prefix (for
example, [-BODO3E]).
Route string updates that include SRS/Route Optimizer combinations must
follow standard JetPlan rules of input, including the use of a double dash
(--) between SRS and Route Optimizer entries.
NOTE See the Route Commands chapter for more information on Combination
Routing.
All route inputs must follow standard JetPlan route syntax rules.
The following examples illustrate the use of the UPD command.
NOTE The route element (or string) inputs do not reflect actual route structure. They
are example characters only.
To update all route files that contain the specified old route element, enter the option, /ALL,
after the UPD command.
Example:
Explanation: Update all route files that contain the checkpoint, ABC, by replacing it with the
checkpoint, XYZ.
01 OPTIONS RT,UPD/ALL,CPT=[ABC],[XYZ]
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Example:
Explanation: Update all route files that contain the airway, UB111, by replacing it with the
airway, UG999.
01 OPTIONS RT,UPD/ALL,AWY=[UB111],[UG999]
To update all route files that contain the specified old route string, enter the option, /ALL,
after the UPD command.
Example:
Explanation: Update all route files that contain the route string, ABC UB111 XYZ, by
replacing it with the route string, DEF UG999 TUV. Since the string begins with a checkpoint,
the option, CPT=, is used.
01 OPTIONS RT,UPD/ALL,CPT=[ABC UB111 XYZ],[DEF UG999 TUV]
If the route string begins with SRS type of inputs, be sure to identify the input as SRS by
starting the string with a dash (-). Likewise, if the string includes combination routing
(switching back and forth between SRS and Route Optimizer types of inputs), be sure to
identify the switch from one type to the other by entering two dashes (--) between the types.
Example:
Explanation: Update all route files that contain the route string, -BODO3E BODOK-J,TOMUK, by replacing it with the route string, -SAMALA SAMAN--J,TOMUK. Since the
original string begins with a SID, which is an airway identifier and an SRS type of route input,
the airway search option, AWY=, is applied and the input value begins with a dash. In
addition, because the route string switches from an SRS to a Route Optimizer type of input,
double dashes are entered to denote the switch.
01 OPTIONS RT,UPD/ALL,AWY=[-BODO3E BODOK--J,TOMUK],[-SAMALA SAMAN-J,TOMUK]
NOTE The previous examples of a route string update can be applied similarly to
the examples that follow.
To update all route files that contain a particular airport (POD or POA) and the specified old
route element, enter the identifier for the airport after the UPD command.
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Example:
Explanation: Update all route files that contain the checkpoint, ABC, and the airport, EGLL
(as a POD or POA), by replacing ABC with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,CPT=[ABC],[XYZ]
To update all route files that contain a particular airport pair (POD/POA combination) and the
specified old route element, enter the identifiers for the POD and POA after the UPD
command.
Example:
Explanation: Update all route files with a departure of EGLL and an arrival of KJFK that
contain the airway, UG111, by replacing it with the airway, UG999.
01 OPTIONS RT,UPD,EGLL,KJFK,AWY=[UG111],[UG999]
To update a specific route file that contains the specified old route element, enter the
identifiers for the POD and POA and the routes file name after the UPD command.
NOTE
Do not forget to prefix the file name with a slash (/).
Example:
Explanation: Update the route file, R001, with a departure of EGLL and an arrival of KJFK,
that contains the checkpoint, ABC, by replacing it with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,KJFK/R001,CPT=[ABC],[XYZ]
To update all route files that contain the specified old route element and that depart or arrive
at a specific airport, enter the identifier for either the POD or POA and the wildcard, $ALL, for
the airport not specified.
Example:
Explanation: Update all route files with a departure of EGLL and an arrival of anything else,
that contain the checkpoint, ABC. Replace the element with the checkpoint, XYZ.
01 OPTIONS RT,UPD,EGLL,$ALL,CPT=[ABC],[XYZ]
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To update multiple route elements (or route strings) within a file, you only need to specify one
Airway/Checkpoint Search option for all changes, as long as the first element (or route string)
remains consistent to the option prefix. For example, if you had two (or more) changes within
a route file that need to be updated one beginning with an airway, the other beginning with a
checkpoint you can minimize your input by specifying both updates using one search option
(AWY= or CPT=). However, that option must coordinate with the first element being
changed. If you use the AWY= option, then you need to specify an old route element (or
string) that begins with an airway. It does not matter what any subsequent element or string
changes begin with, as long as the first is correct.
Example:
Explanation: This example demonstrates multiple changes within a route file. Since the first
input value is an airway (a SID to be precise), the search option used is AWY=. It does not
matter that the next change begins with a checkpoint. If the changes have been reversed, the
search option would have had to be CPT=.
01 OPTIONS RT,UPD,KEWR,VHHH,AWY=[-SID01E],[-SID02E],[-UESO G495
AL],[-UESO G495 UEEA]
Route Group Command (RG)

The Route Group command, RG, is a database access command similar to the Route Database
access command, RT. It enables you to manage and maintain the categories under which route
files can be stored.
Typically, to apply a group name to a route file, you include the Group Name parameter in
your command input when creating a new route file. For example, if you want to create a new
route file (R001) for the airport pair, KSAN to KSEA, and include the file in the group, BLUE,
you would enter the following command.
RT,GEN,KSAN,KSEA/R001,GP=BLUE
Unfortunately, there is no way to affect a route 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.
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Route Group Parameters

The following table lists the parameters associated with the Route Group (RG) command.
Table 38-3
Route Group Parameters
Parameter
Explanation
Group Name
(Optional). The Group Name parameter enables you

to identify a group or category to which a route file is
to be added or from which a route file is to be deleted.
When assigning a new group name to a route file, the
criteria you use to categorize the file is left to your
discretion.
GP=xxxxxxx...
ex. GP=BLUERTES
ex. GP=.RED RTES.
You can enter names that are up to 20 characters long.

Names can include spaces between characters like a
phrase or sentence if enclosed with periods.
Remarks
RMK=xxxxxxx...
ex. RMK=Rte valid from 12Z to 18Z only.
(Optional). The Remarks parameter enables you to

include remarks in the route file. These remarks are
internal and can only be viewed when displaying the
route file via a RT,PRI or RT,LST command.
You can enter up to 52 characters of text as the input
value.
Responsibility Label
RSP=xxxxxxx...
ex. RSP=Disp. J Fray
(Optional). The Responsibility Label parameter

enables you to identify yourself or another as the
person who created or who maintains the information
within the route file. This information is internal and
can only be viewed when displaying the route file via
a RT,PRI or RT,LST command.
You can enter up to 32 characters of text as the input
value.
Group Name Database Management

The Route Group command enables you the functionality of adding or deleting group names,
remarks, and responsibility information to or from a route file. This section reviews these
functions for each option.
Add Command (RG,ADD)
To add a route file to a group (assign a group name to a route file), enter the Route Group
access command, RG, followed by the function command, ADD, the identifiers for the POD
and POA, the file name of the route, and the Group Name parameter, GP=, with the name of
the group to which you want to add the file.
Example:
01 OPTIONS RG,ADD,KSAN,KSEA/R001,GP=TEAM1
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To add a remark to a route file, enter the Route Group access command, RG, followed by the
function command, ADD, the identifiers for the POD and POA, the file name of the route, and
the Remarks parameter, RMK=, with the remark text.
Example:
01 OPTIONS RG,ADD,KSAN,KSEA/R001,RMK=ROUTE VALID FOR SUMMER ONLY!
To add a responsibility label to a route file, enter the Route Group access command, RG,
followed by the function command, ADD, the identifiers for the POD and POA, the file name
of the route, and the Responsibility Label parameter, RSP=, with the text input.
Example:
01 OPTIONS RG,ADD,KSEA,KSAN/R001,RSP=J Q DISPATCHER
Delete Command (RG,DEL)

To delete a route file from a group, enter the Route Group access command, RG, followed by
the function command, DEL, the identifiers for the POD and POA, the file name of the route,
and the Group Name parameter, GP=, with the name of the group from which you want to
remove the file.
Example:
01 OPTIONS RG,DEL,KSAN,KSEA/R002,GP=.TEAM1 VS TEAM2.
To delete a remark from a route file, enter the Route Group access command, RG, followed by
the function command, DEL, the identifiers for the POD and POA, the file name of the route,
and the Remarks parameter, RMK=, without any text.
Example:
01 OPTIONS RG,DEL,KSAN,KSEA/R001,RMK=
To delete a responsibility label from a route file, enter the Route Group access command, RG,
followed by the function command, DEL, the identifiers for the POD and POA, the file name
of the route, and the Responsibility Label parameter, RSP=, without any text.
Example:
01 OPTIONS RG,DEL,KSAN,KSEA/R001,RSP=
Using Group Names to Select Route Files in a Flight Plan

As stated in the introduction to this chapter, JetPlan can be directed to use (1) a specific route
file, (2) the best (optimum) file from a selected few, or (3) the best one from the entire lot.
The group name parameter is a prime example of the second option.
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By grouping route files you create selected sets of routes. If these sets of routes have two or
more files between the same airport pair (POD/POA combination), you can use the group
name to identify a list of routes from which JetPlan can determine the optimum choice.
For example, assume you have your route files stored under the group names, Blue, Red, and
Green. Each of these route groups has several route files for the airport pair, VABB to EGLL.
When you enter your input on the flight 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

Display commands are those that print (to screen) the content of the database. This section
reviews the various ways of displaying the data stored in the Customer Route Database.
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Print Command (RT,PRI)

The function command, PRI, enables you to display the entire contents of a single Customer
Route Database file.
Example:
Explanation: Display the contents of route file, R001, for KSJC to KABQ.
01 OPTIONS RT,PRI,KSJC,KABQ/R001
CUSTOMER ROUTE R001

FOR USERNAME
LAST CHANGED 29.08.2007
KSJC TO KABQ
LAST USED
29.08.2007
ROUTE INPUTS
J
CPT
LAT
LONG
A/W
MCS
DIST
001 D303B
3723.9
12158.1
SUNOL6
302.6
0003
002 SUNOL
3736.3
12148.6
SUNOL6
008.6
0015
003 TRACY
3743.9
12127.6
SUNOL6
050.5
0018
004 ECA
3750.0
12110.3
SUNOL6
050.6
0015
005 DUGLE
3751.9
12040.1
J58
069.6
0024
006 TIOGA
3756.0
11925.7
J58
072.8
0059
007 OAL
3800.2
11746.2
J58
073.0
0079
008 ILC
3815.0
11423.7
J58
071.6
0160
009 MLF
3821.6
11300.8
J58
071.2
0066
010 RSK
3644.9
10805.9
J58
100.4
0253
011 PUMPS
3613.1
10741.6
J15
137.6
0037
012 TANER
3552.1
10725.7
J15
138.8
0024
013 CURLY
3525.1
10705.5
CURLY2
138.0
0032
014 ABQ
3502.6
10649.0
CURLY2
138.2
0026
015 KABQ
3502.4
10636.6
CURLY2
081.3
0010
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List Command (RT,LST)

The function command, LST, provides a sort of summary that includes the customers route
input, a route summary (in an ATC format), and basic information about the file, its use, and
its expiration date (if any). This output lacks the point-by-point listing displayed with a PRI
command. The LST command must be entered with accompanying specifications that define
the files you want to see. The LST command by itself does not produce any output.
NOTE The option, $ALL, can be entered as a wildcard value in place of the POD,
the POA, the POD/POA combination, or in place of a 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
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RT,LST AIRPORT PAIR EXAMPLE

12.09.2007 TRACKS KSEA TO KLAX
FOR USERNAME
-------------------------------------------------------------POD POA TRACK
KSEA KLAX R001
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
KSEA VECTOR BTG J189 AVE SADDE6 KLAX
DIST
869 NM
-------------------------------------------------------------POD POA TRACK
KSEA KLAX R002
GEN/CHG
LAST USED EXPIRES
12.09.2007 12.09.2007 31.12.2009
ROUTE INPUTS
J,LIN
FLT LVLS 290 330
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
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RT,LST SPECIFIC ROUTE FILE EXAMPLE

12.09.2007 TRACK R001
FOR USERNAME
KSEA TO KLAX
------------------------------------------------------------POD POA TRACK

KSEA KLAX R001
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
DIST
869 NM
-------------------------------------------------------------
To see a list of all route files associated with a particular airport, enter the identifier for the
airport after the LST command.
Example:
Explanation: List all route files that have RKSI as a POD or POA.
01 OPTIONS RT,LST,RKSI
To see a list of all route files with the same file name (for assorted airport pairs), enter the
routes file name after the LST command. Do not forget to prefix the file name with a slash (/).
Example:
Explanation: List all route files named R001.
01 OPTIONS RT,LST/R001
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RT,LST ALL ROUTES BY FILENAME EXAMPLE

12.09.2007 SUMMARY OF TRACK R001
FOR USERNAME
-------------------------------------------------------------POD POA TRACK
KSEA KLAX R001
GEN/CHG
LAST USED EXPIRES
11.09.2007 11.09.2007
ROUTE INPUTS
J
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
--------------------------------------------------------------
Route Proof Command (RT,RP)

The function command, RP, provides a display called a Route Proof. This display includes the
file name, a route summary (in an ATC format), and a total distance value. Use the options
shown in the examples below to discriminate between files.
command input.
To display all route files in a route proof format, enter the option, /ALL, after the RP
command.
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Example:
Explanation: Display a route proof for all route files in the database.
01 OPTIONS RT,RP/ALL
To display a route proof for all route files with a specific airport pair, enter the identifiers for
the POD and POA and the option, /ALL, after the RP command.
Example:
Explanation: Display the route proofs for all route files stored in the database with the airport
pair, CYVR to RKSI.
01 OPTIONS RT,RP,CYVR,RKSI/ALL
To display a route proof for a specific route file, enter the identifiers for the POD and POA and
the 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
RT,RP SPECIFIC ROUTE FILE EXAMPLE

R001
KVNY NUAL6 DAG J100 EKR TOMSN3 KDEN
DIST
826 NM
To display a route proof for all route files associated with a specific airport, enter the identifier
for the airport after the RP command.
Example:
Explanation: Display the route proof for all route files that have EDDF as the POD or POA.
01 OPTIONS RT,RP,EDDF
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Summary Command (RT,SUM)

The function command, SUM, provides another display of route files stored in the Customer
Route Database. The information displayed does not deviate far from what has been shown so
far. It summarizes the information in another format. Use the options shown in the examples
below to discriminate between files.
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
RT,SUM ALL AIRPORTS EXAMPLE

12.09.2007 SUMMARY OF AIRPORTS IN ROUTE FILE
FOR USERNAME
KBOS
KDEN
KEWR
KJFK
KLAX
KSAC
KSEA
KSFO
KVNY
9 ROUTES ARE STORED UNDER THIS ID
To view a display of all route files, enter the option, /ALL, after the SUM command.
Example:
Explanation: Display a summary of all route files in your database.
01 OPTIONS RT,SUM/ALL
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RT,SUM ALL ROUTE FILES EXAMPLE

12.09.2002 SUMMARY OF ALL TRACKS
FOR USERNAME
POD
KJFK
KJFK
KSEA
KSEA
KSFO
KSFO
KVNY
KVNY
KVNY
POA
KBOS
KEWR
KLAX
KLAX
KSAC
KSAC
KDEN
KDEN
KDEN
TOTAL
TRACK
ALTJFKBOS
ALTJFKEWR
R001
R002
ALTSFOSAC
ALTSFOSAC2
R001
RT01
RT02
GROUP
PAGE 01
GEN/CHG
04.09.2007
04.09.2007
11.09.2007
12.09.2007
04.09.2007
04.09.2007
12.09.2007
09.09.2007
10.09.2007
LAST USED EXPIRES

USED
17.04.2007
30
21.05.2007
119
11.09.2007
0
12.09.2007 31.12.2007
0
17.04.2006
27
17.09.2006
9
12.09.2007
0
09.09.2007
0
09.09.2007
0
To view a display of all dormant route files, enter the option, /###D (where ### is the number
of days not used value), after the SUM command.
Example:
Explanation: Display all routes not used in the last 120 days.
01 OPTIONS RT,SUM/120D
RT,SUM DORMANT TRACKS EXAMPLE

12.09.2007 DORMANT TRACKS
FOR USERNAME
POD
KJFK
KSFO
KSFO
POA
KBOS
KSAC
KSAC
TOTAL
TRACK
ALTJFKBOS
ALTSFOSAC
ALTSFOSAC2
GROUP
PAGE 01
GEN/CHG
04.09.2007
04.09.2007
04.09.2007
LAST USED EXPIRES

17.04.2007
17.04.2007
17.04.2007
USED
30
27
9
To view a display of all expired route files, enter the option, /EXP, after the SUM command.
Example:
Explanation: Display all expired route files in the database.
01 OPTIONS RT,SUM/EXP
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To display all route files associated with a particular airport, enter the identifier for the airport
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
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
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If the database contains a large number of records, you can limit the number of records
displayed by entering a range with the PAGE command as shown below. This can be used
with any of the above commands.
Example:
Explanation: Display records 25 - 50 that contain the group name SILVER.
01 OPTIONS RT,SUM,GP=SILVER,PAGE=25,50
Example:
Explanation: Display the first 10 records that contain KMEM as a POD or POA, and display a
count of the total number of records found.
01 OPTIONS RT,SUM,KMEM,PAGE=1,5,YES
POD
CYWG
CYYC
CYYZ
CYYZ
EDDF
POA
KMEM
KMEM
KMEM
KMEM
KMEM
TRACK
PRIMARY
PRIMARY
HANDY ARR
PRIMARY
PRIMARY
GROUP
GEN/CHG
24.12.2003
24.12.2003
06.01.2004
24.12.2003
24.12.2003
LAST USED EXPIRES

24.12.2003
24.12.2003
06.01.2004
24.12.2003
24.12.2003
USED
0
0
0
0
0
TOTAL RECORDS 589
Total Command (RT,TOT)

The function command, TOT, provides a simple total number of files figure. The figure
displayed varies with the option you use to discriminate between files. Option application is
similar to the SUM command. There is no other output displayed with the TOT command, just
the lone number of files figure.
command input.
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Example:
Explanation: Display the total number of route files in your database.
01 OPTIONS RT,TOT/ALL
Example:
Explanation: Display the total number of route files in your database that have not been used
in the last 90 days.
01 OPTIONS RT,TOT/090D
Example:
Explanation: Display the total number of route files that have expired.
01 OPTIONS RT,TOT/EXP
Example:
Explanation: Display the total number of route files with the airport, WSSS, stored as a POD
or POA.
01 OPTIONS RT,TOT,WSSS
Example:
Explanation: Display the total number of route files in the database with the specific airport
pair, WSSS to RJAA.
01 OPTIONS RT,TOT,WSSS,RJAA
Example:
Explanation: Display the total number of route files with the file name, R001.
01 OPTIONS RT,TOT/R001
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Example:
Explanation: Display the total number of route files stored under the group name, ALPHA.
01 OPTIONS RT,TOT,GP=ALPHA
NOTE You can also get a total figure based on group name by using the RG
command (see example below).
Example:
01 OPTIONS RG,TOT,GP=BRAVO
Record Identifier Command (RT,RID)

The RID command displays only the identifiers (only the POD, POA, and route names) for all
records in the route database.
Example:
01 OPTIONS RT,RID
Search Command (RT,SRH)

The Route Search feature enables a user to display the routes stored in the Customer Route
Database that match specified criteria. Search criteria can include:
POD=
POA=
RTN= (route name)
GP= (group name)
CH= (change date)
LU= (last used)
EXP= (expiration date)
NU= (number of times used)
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Example:
Explanation: Search for route files that contain the airport KLVK as a POD.
01 OPTIONS RT,SRH,POD=KLVK
A wildcard search can also be performed using an asterisk (*).

Example:
Explanation: Search for route files that expire anytime in 2009.
01 OPTIONS RT,SRH,EXP=*2009
NOTE Although group names (GP) can contain spaces when enclosed within
periods, they can not be searched for in that form. When searching for a group name
that contains more than one word, input one or more letters of the first word. For
example, if searching for the group name FAR EAST, any of the following inputs
work:
RT,SRH,GP=F
RT,SRH,GP=FA
RT,SRH,GP=FAR
However, entering GP=.FAR EAST returns an error.
Airway/Checkpoint Search Option

The function commands, LST, SUM, RP, and TOT have an option that can be applied to your
command inputs to further the search capability for route files down to specific route
segments. The Airway/Checkpoint Search option enables you to retrieve and display only
those files that contain certain airways, checkpoints, airway segments, or intersections.
The Airway/Checkpoint search option has two prefixes, AWY= and CPT=. The use of one
over the other depends on the input value you want to enter. If you want to begin your input
string with an airway, then the AWY= prefix must be entered. If you want to begin your input
string with a checkpoint, then the CPT= prefix is required.
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The following examples illustrate the application of the Airway search option.
NOTE To minimize text and time, the examples given below use the RT,LST
command. Keep in mind that the Airway/Checkpoint search option also applies to the
SUM, RP, and TOT commands.
To retrieve a display of all route files that contain a specific airway, enter the option,
AWY=awyid, at the end of the command.
Example:
Explanation: List all route files that contain the airway, UB12.
01 OPTIONS RT,LST/ALL,AWY=UB12
To retrieve a display of all route files that contain a specific intersection, regardless of
direction, enter the option, AWY=awyid cptid, at the end of the command.
Example:
Explanation: List all route files that contain the route intersection, UB12 to SIT.
01 OPTIONS RT,LST/ALL,AWY=UB12 SIT
To retrieve a display of all route files that contain a specific intersection, in a particular
directional sequence, enter the option, AWY=awyid cptid awyid, at the end of the command.
Example:
Explanation: List all route files that contain the route intersection, UB12 to SIT to UA14.
01 OPTIONS RT,LST/ALL,AWY=UB12 SIT UA14
To retrieve a display of all route files that contain an airway or intersection, for a specific
airport pair, enter the identifiers for the POD and POA, and the option, AWY=awyid (cptid
(awyid)), at the end of the command.
Example:
Explanation: List all route files for the airport pair, HECA to LGAT, that have the intersection,
UB12 to SIT.
01 OPTIONS RT,LST,HECA,LGAT,AWY=UB12 SIT
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To retrieve a display of all route files that contain an airway or intersection, for a specific
airport with any other airport, enter the identifier for one of the airports (POD or POA), the
wildcard, $ALL, for the other airport, and the option, AWY=awyid (cptid (awyid)), at the end
of the command.
Example:
Explanation: List all route files that contain the departure airport, LGAT, and airway or SID
identifier, KEA1D.
01 OPTIONS RT,LST,LGAT,$ALL,AWY=KEA1D
Example:
Explanation: List all route files that contain the arrival airport, LGAT, and airway or STAR
identifier, MIL2K.
01 OPTIONS RT,LST,$ALL,LGAT,AWY=MIL2K
The following examples illustrate the application of the Checkpoint search option.
NOTE To minimize text and time, the examples given below use the RT,SUM
command. Keep in mind that the Airway/Checkpoint search option also applies to the
LST, RP, and TOT commands.
To retrieve a display of all route files that contain a specific checkpoint, enter the option,
CPT=cptid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the checkpoint TANSA.
01 OPTIONS RT,SUM/ALL,CPT=TANSA
To retrieve a display of all route files that contain a specific route segment, regardless of
direction, enter the option, CPT=cptid awyid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the route segment, TANSA to
UB12.
01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12
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To retrieve a display of all route files that contain a specific route segment, in a particular
direction, enter the option, CPT=cptid awyid cptid, at the end of the command.
Example:
Explanation: Display a summary of all route files that contain the route segment, TANSA to
UB12 to SIT.
01 OPTIONS RT,SUM/ALL,CPT=TANSA UB12 SIT
To retrieve a display of all route files, for a particular airport pair, that contain a specific route
segment, enter the identifiers for the POD and POA, and the option, CPT=cptid awyid cptid, at
the end of the command.
NOTE The wildcard, $ALL, can be used in place of one of the airports (POD or
POA) to screen for all files containing one particular airport.
Example:
Explanation: Display a summary of all route files that contain the airport pair, HECA to
LGAT, and that contain the route segment, TANSA to UB12 to SIT.
01 OPTIONS RT,SUM,HECA,LGAT,CPT=TANSA UB12 SIT
Customer Route Database File Content Verification

Jeppesen navigational data provides the JetPlan system with route structure information for
two separate databases. One database supports Route Optimizer (RO) inputs. The other
database is used for Specific Route Selector (SRS) inputs. These databases serve as the source
of information for the two methods of route selection on the JetPlan system. Both databases
are updated regularly as changes in navigation structure become effective.
NOTE The Customer Route Database obviously applies as a route selection

method, but only after files have been created using one of the two methods
mentioned above (the Route Optimizer or the Specific Route Selector).
Upon the update of these two databases, the JetPlan system attempts to automatically update
all Customer Route Database files. This automated service relieves customers from the time it
takes to review all of their route files manually.
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The automatic update process is composed of two steps: Regeneration and Verification.
Regeneration refers to the automated process of submitting the route inputs from your stored
route files for recalculation. It is akin to you rerunning RT,GEN commands on all of your
route files, except that JetPlan performs the process for you. Once a route has gone through the
regeneration process, it is internally flagged with a verification status message.
Verification refers to the status of regenerated route files. Once a route is verified, it can be
approved (OK) for use. Regenerated routes generally end up with one of three verification
status messages attached.
Automatically Verified
Needs to be Verified
Failed Automatic Regeneration
An automatically verified route is one in which the route summary line precisely matches
the previous version of the file. JetPlan compares the route with its predecessor and applies the
verified status to save you time from reviewing it yourself. Route files that have this status
only await your approval (RT,OK) for use.
A route that needs to be verified is one in which a functional route is produced, but the route
summary line deviates from the 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).
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Check Command (RT,CHK)

The function command, CHK, enables you to determine the number of Customer Route
Database records affected by a recent update to the navigation structure. Command options
enable you to display those files that have been (1) automatically verified by JetPlan or (2)
need manual verification (both successful and unsuccessful regenerations) by you.
The CHK options, LST and RP, display output of those records that need manual verification.
The difference between the two options is simply the amount of information shown in the
output (see Route Database Management in this chapter for information on display
differences).
The CHK option, AV, which must be entered in coordination with the LST or RP options,
displays output of those records that have been automatically verified by JetPlan.
Check List (RT,CHK,LST)

The LST option shows those route files that need manual approval. This includes routes that
have been successfully regenerated, but have changed to some degree over the previous
version, and routes that have failed regeneration. The LST option provides more information
than the RP option. The following output is an example of a basic RT,CHK,LST request.
Example:
01 OPTIONS RT,CHK,LST
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WHEN CHART CHANGES ARE MADE, YOUR ROUTES

ARE CHECKED TO SEE IF THEY ARE AFFECTED.
WHEN POSSIBLE, THEY WILL BE CHANGED FOR YOU.
THE FOLLOWING COULD NOT BE CHANGED
-----------------------------------------------------------------POD
RJFM
POA
RKPK
TRK#
P001
GROUP
GEN/CHG
17/10/06
LAST USED
12/08/07
EXPIRES
ROUTE INPUTS
FAILED AUTOMATIC REGENERATION
J,D,SHX,D,OLE,APELA,D,PSN
RJFM..SHX..OLE V40 FU W12 IKE A582 APELA..PSN..RKPK
DIST
274NM
-----------------------------------------------------------------THE FOLLOWING WERE CHANGED
-----------------------------------------------------------------POD
KLAX
POA
KBFL
TRK#
A01
ROUTE INPUTS
J,EHF,D
GROUP
GEN/CHG
06/02/07
LAST USED
15/01/07
EXPIRES
ROUTE NEEDS TO BE VERIFIED
KLAX V23 EHF..KBFL

DIST
106NM
-----------------------------------------------------------------END OF JEPPESEN DATAPLAN
Additional options can be applied after the LST option to invoke a more restrictive search for
records and limit the output to certain information. The following list gives you an idea of the
criteria by which you can display information.
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List (LST) Options

Table 38-4
List (LST) Options
Example
Explanation
RT,CHK,LST,GP=X
Display a list of all affected routes with the group

name, X.
RT,CHK,LST,ARPT
Display a list of all affected routes associated with a

specific airport.
RT,CHK,LST,ARPT,GP=Y

name, Y, associated with a specific airport.
RT,CHK,LST,POD,POA

specific airport pair (POD/POA combination).
RT,CHK,LST,POD,POA,GP=Z

name, Z, associated with a specific airport pair.
RT,CHK,LST,POD,POA/FNAME
Display a list of all routes with the same file name and
associated with a specific airport pair.
NOTE You can enter the option, AV, at the end of any of these command examples
to retrieve a display of those records which were automatically verified by JetPlan.
For example:
RT,CHK,LST,GP=X,AV

name X that were automatically verified by JetPlan.
RT,CHK,LST,ARPT,AV

specific airport that were automatically verified by
JetPlan.
Check Route Proof (RT,CHK,RP)

The RP option, like LST, shows those route files that need manual approval. However, the RP
option provides less information than the LST option. The following output is an example of a
basic RT,CHK,RP request.
Example:
01 OPTIONS RT,CHK,RP
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WHEN CHART CHANGES ARE MADE, YOUR ROUTES

ARE CHECKED TO SEE IF THEY ARE AFFECTED.
WHEN POSSIBLE, THEY WILL BE CHANGED FOR YOU.
THE FOLLOWING COULD NOT BE CHANGED
-----------------------------------------------------------------P001
FAILED AUTOMATIC REGENERATION
RJFM..SHX..OLE ATS IK A582 APELA..PSN..RKPK
DIST
274NM
-----------------------------------------------------------------THE FOLLOWING WERE CHANGED
-----------------------------------------------------------------A01
NEEDS TO BE VERIFIED
KLAX V23 EHF..KBFL
DIST
106NM
-----------------------------------------------------------------END OF JEPPESEN DATAPLAN
REQUEST NO. 4567
Additional options can be applied after the RP option to invoke a more restrictive search for
records and limit the output to certain information. See the examples for the LST option to get
an idea of the criteria by which you can display information using the RP option.
OK Command (RT,OK)
The function command, OK, enables you to finalize the verification process by approving
verified route files for use. Once a route file is 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.
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Table 38-5
OK Option
Example
Explanation
RT,OK/ALL
Approves all updated routes.
RT,OK/ALL,GP=XRAY
Approves all updated routes with the group name,

XRAY.
RT,OK,ARPT/ALL
Approves all updated routes associated with a specific

airport.
RT,OK,ARPT/ALL,GP=XRAY

airport and within a specific group (XRAY).
RT,OK,POD,POA/ALL

airport pair (POD/POA combination).
RT,OK,POD,POA/ALL,GP=XRAY

airport pair and within a specific group (XRAY).
RT,OK,POD,POA/FNAME

airport pair and having a specific file name.
NOTE Enter the option, AV, at the end of any of these command examples to
approve records that were automatically verified by JetPlan.
For example:
RT,OK/ALL,AV
Approves the updated routes that were

automatically verified by JetPlan.
RT,OK,ARPT/ALL,GP=XRAY,AV
Approves all updated routes associated with a

specific airport and within a specific group
(XRAY) that were automatically verified by
JetPlan.
Changing Failed Routes

If you want to rectify routes that fail the regeneration process, you must determine the cause of
the failure and make the appropriate changes. Generally, Customer Route Database files fail
regeneration because the stored route input contains an input element (a waypoint, navaid, or
airway ID) that has changed with the recent navigation structure update. You must review the
new route structure and determine new inputs for your route file. Jeppesen customer service is
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available to assist you with this process. Once the problem is solved, you simply perform a
RT,UPD command on the failed route file and replace the obsolete or bad route inputs with
new ones.
Customer Route Database Usage

The examples that follow illustrate various route database command inputs and output.
Creating a Customer Route Database File

Example:
01 OPTIONS RT,GEN,RJAA,RKSI/R001,311202,FL,GP=AONE
06 ROUTE J,HME,D,KCC,KPO
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CUSTOMER ROUTE R001

RJAA TO RKSS
AAAA ID AND PASSWORD
LAST CHANGED 31/01/07
LAST USED
GROUP A
31/01/07
ROUTE INPUTS
J,HME,D,KCC,KPO
FLT LVLS 280 310
CPT
LAT
LONG
A/W
MCS
DIST
001
HME
3532.8
-13946.6
SID
254.0
0054
002
KCC
3515.7
-13655.1
..
270.1
0141
003
JEC
3531.7
-13306.0
V26
282.3
0188
004
SAPRA
3549.3
-13043.6
G585
286.4
0017
005
KPO
3558.5
-12928.5
G585
286.4
0062
006
REBIT
3646.5
-12804.0
G585
312.5
0083
007
KALMA
3718.2
-12707.1
G585
312.6
0055
008
SEL
3724.7
-12655.9
G585
312.6
0012
009
RKSS
3733.3
-12648.0
STAR
332.6
0035
TOTAL DISTANCE 0747

Changing a Customer Route Database File

Example:
01 OPTIONS RT,CHG,RJAA,RKSI/R001,310605,GP=ATHREE
06 ROUTE J,HME,D,KCC,KPO
NOTE
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CUSTOMER ROUTE R001

RJAA TO RKSS
LAST USED
GROUP 3
18/01/07
ROUTE INPUTS
J,HME,D,KCC,KPO//
CPT
LAT
LONG
A/W
MCS
DIST
001
HME
3532.8
-13946.6
SID
254.0
0054
002
KCC
3515.7
-13655.1
..
270.1
0141
003
JEC
3531.7
-13306.0
V26
282.3
0188
004
SAPRA
3549.3
-13043.6
G585
286.4
0017
005
KPO
3558.5
-12928.5
G585
286.4
0062
006
REBIT
3646.5
-12804.0
G585
312.5
0083
007
KALMA
3718.2
-12707.1
G585
312.6
0055
008
SEL
3724.7
-12655.9
G585
312.6
0012
009
RKSS
3733.3
-12648.0
STAR
332.6
0035
TOTAL DISTANCE 0747

Displaying a Customer Route Database File

Example:
01 OPTIONS RT,PRI,KSEA,KLAX/R001
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CUSTOMER ROUTE R001
KSEA TO KLAX
GROUP 1
LAST USED
10/02/07

ROUTE INPUTS
J,FIM--V107 SADDE
CPT
LAT
LONG
A/W
MCS
DIST
001
BTG
4544.9
12235.4
VECTOR
166.7
0103
002
LMT
4209.2
12143.6
J189
151.9
0219
003
LIN
3804.5
12100.2
J189
155.5
0246
004
AVE
3538.8
11958.7
J189
145.7
0154
005
FIM
3421.4
11852.8
J1
130.6
0066
006
GINNA
3413.4
11849.9
V107
148.9
0009
007
SADDE
3402.3
11845.8
V107
149.0
0012
008
KLAX
3356.5
11824.4
..
094.9
0019
TOTAL DISTANCE 0856

Renaming a Customer Route Database File

Example:
01 OPTIONS RT,RN,RJAA,RKSI/01W/001R
ROUTE
01W FROM RJAA TO RKSS HAS BEEN RENAMED 001R

REQUEST NO. 4801
Deleting a Customer Route Database File

Example:
01 OPTIONS RT,DEL,RJAA,RKSI/001R
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1 ROUTE(S) DELETED
REQUEST NO.
5070
Displaying a Route Proof of All Files

Example:
01 OPTIONS RT,RP,CYVR,RKSI/ALL
R33
CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 EHM..OZZIE R580 OATIS ATS SNAIL
OTR3 GOC W18 KCC V26 JEC G585 SEL STAR RKSS
DIST 4860NM
R580
CYVR..YZT TRK17 GUPEY G585 FOXES G469 ORDON R580 OATIS ATS KETAR OTR10 CVC..KCC V26
JEC G585 SEL STAR RKSS
DIST 4850NM
S001
CYVR..YVR J500 ARRUE..YZT J523 YZP TRK18 KATCH B327 OYSTA R580 OATIS ATS SNAIL OTR3
GOC W18 KCC V26 JEC G585 SEL STAR RKSS
DIST 4827NM
Displaying a Route Proof of a Specific File

Example:
01 OPTIONS RT,RP,KSFO,RKSI/R001
KSFO VECTOR ENI D FOT C1416 DAASH B453 KATCH B327 NUKKS R220 NOGAR V51 GTC V30 JEC
G585 SEL STAR RKSS
REQUEST NO. 5074
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Displaying a Summary of All Airports in Customer Route Database

Example:
01 OPTIONS RT,SUM
SUMMARY OF AIRPORTS IN ROUTE FILE

KLAX KSEA KSFO OMSJ RJAA RKSS VABB
13 ROUTES ARE STORED UNDER THIS ID
Displaying a Summary of All Stored Routes in Customer Route Database

Example:
01 OPTIONS RT,SUM/ALL
21/01/07
SUMMARY OF ALL TRACKS
PAGE 01

POD
KLAX
KLAX
KSEA
KSFO
KSFO
VABB
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

REQUEST NO. 6010
Displaying a Summary of All Stored Routes To/From an Airport

Example:
01 OPTIONS RT,SUM,KSEA
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Database Management
21/01/07
SUMMARY OF ALL TRACKS FROM OR TO KSEA
PAGE 01

POD
KLAX
KLAX
KSEA
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

REQUEST NO. 6015
Displaying a Summary of All Stored Routes Between Two Airports

Example:
01 OPTIONS RT,SUM,KSFO,RKSI
21/01/07
SUMMARY OF ALL TRACKS
PAGE 01
KSFO TO RKSS

POD
KSFO
KSFO
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

REQUEST NO. 7013
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Database Management

Illustrated below are five examples showing different ways to enter a route database file on the
Route command line of your flight plan request.
NOTE If the Default Route String customer preference is set and the user enters a
blank input on the Route command line, the route selector first looks for any ATC
preferred routes. If there are none, it then searches for stored Customer Route
Database routes. Finally, if there are no stored routes, JetPlan optimizes a route.
Contact your Jeppesen account manager for details on this preference setting.
Example:
Explanation: This input considers all route files that contain the same POD and POA
identifiers as entered in the flight plan request.
06 ROUTE RT/ALL
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C HAPTER 39
Route Constraint
Database

About the Route Constraint Database

The Customer Route Constraint Database supports the concept of fleet-dependent routing,
which means that the system qualifies usable routes based on an aircrafts equipment or
navigational capabilities. An airline can choose to restrict certain routes to particular aircraft in
its fleet, unless an aircraft has the necessary equipment or certifications to fly the route.
The Route Constraint Database lets you create and maintain records of customer-specific
information that defines a stored (or replacement) route and the aircraft characteristics
required to use the route. Used in conjunction with both the Customer Aircraft Database
(CADB) and the Customer Route Database (CRDB), the Route Constraint Database lets you
identify, for any given CADB record, the existence of data that potentially affects the
qualification of a route.
You can find the qualifying parameters in the Equipment and Certified sections of your
CADB records. The following table lists these parameters.
Table 39-1
Qualifying Parameters in the CADB
On-Board Equipment
Certification Stamps
Number VHF radios (VR)
Overwater Certification (OW)
Number HF radios (HR)
MNPS Certification (ME)
Dual ADF Equipped (DA)
RVSM Certification (RV)
Dual INS Equipped (DI)
RNP Certification (RP)
RNAV Equipped (RE)

FMS Equipped (FM)
OMEGA Equipped (OM)
GPS Equipped (GP)
TCAS Equipped (TE)
As stated above, the Route Constraint Database enables you to automatically identify for any
given tail-number (CADB record) the existence of data that potentially affects the
qualification of your route input. If the aircraft type does not qualify based on its equipment or
certifications, your route input is either replaced with the constraining route found in the Route
Constraint Database (in the case of random route optimization) or is prevented from using a
particular canned route (in the case of a canned route optimizationfor example, RT/ALL)
for the specified airport pair. These options are explained in more detail in the following
sections.
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Canned Route Optimization Versus Random Route

Optimization
The Route Constraint Database enables you to identify two types of route constraint options
for a given airport pair. The first option, known as canned route optimization, puts constraints
on stored routes in the CRDB. When JetPlan receives an RT/ALL input or something similar,
the system checks the Route Constraint Database for the appropriate records. If there is a
match with the airport pair, aircraft type, and the use of a canned route record, the system
performs a check against the CADB to verify presence of the necessary equipment or
certifications.
If all qualifications are satisfied, the Route Constraint Database is dismissed, and the system
selects the optimum route record from the CRDB. However, if a qualification is not satisfied,
the canned route specified in the Route Constraint Database record (for example, RT01) is
omitted from the list of available and applicable CRDB records. The system then selects the
optimum route record from the CRDB, minus the constrained canned route (RT01).
The second option, known as random route optimization, puts constraints on routes other than
those found in the CRDB. The random route method is performed using either a Customer
Restricted Area Database entry or a user-specified route input, or a combination of the two. In
this case, when a qualification is not satisfied, the route (or restricted area) stored in the Route
Constraint Database is applied as an override to whatever route input you entered in the flight
plan request.
Both of these constraint options are stored as individual records, with basically the same
information. The difference between the records lies in the applicability of certain fields. The
Customer Route name field does not apply to a random route constraint record, while the
restricted area name and substitute route (Route command line input) fields do not apply to a
canned route constraint record.
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Route Constraint Records

The examples in this section include constraint records for the canned route option and the
random route option. In addition, the random route option breaks down into three different
examples: one with the substitute route by itself, one with the restricted area by itself, and one
with both.
Canned Route Optimization

Example:
Generic aircraft type: 472C
POD: KSFO
POA: RJAA
Customer route name: RT123 (stored route from the CRDB)
Required aircraft characteristics:
Number of HF radios: 1
Number of VHF radios: 2
DUAL ADF: Y
DUAL INS: Y
FMS: N
GPS: N
OMEGA: N
RNAV: Y
TCAS: N
MNPS: N
RVSM: N
OWTR: Y
Restricted area name: Not applicable (NA)
Substitute Route command line entry (Question 6) input: NA
Note that the restricted area name and substitute Route command line input fields are not
applicable since this is an example of a stored route (or canned) constraint record.
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The example record applies to any flight plan with the specified POD and POA (KSFO and
RJAA), a routing input of RT/ALL, or a variation or RT/ALL, and an aircraft with the 472C as
its generic type. If all three factors are satisfied, the record is further evaluated to determine
whether to apply a route constraint. This involves cross checking the individual characteristics
of the selected customer aircraft against the required aircraft characteristics found in the
constraint record.
In this case, the required aircraft characteristics are the following:
DUAL ADF: Yes
DUAL INS: Yes
RNAV: Yes
OWTR: Yes
If the selected customer aircraft does not possess all of the defined characteristics shown
above, then the route constraint is automatically applied. In this case, the route constraint is the
elimination of customer route RT123 from consideration in the RT/ALL optimization request.
It does not matter what the selected customer aircraft settings are for the parameters FMS,
GPS, OMEGA, RNAV, TCAS, MNPS or RVSM. These are set to No in the record, making
them irrelevant characteristics.
Random Route Optimization (Route Only)

Example:
POD: KSFO
POA: RJAA
Customer route name: NA
DUAL ADF: N
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February 19, 2015


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.
GPS: Yes
OWTR: Yes
If the selected customer aircraft does not possess all of the defined characteristics, the route
constraint is automatically applied. In this case, the route constraint is the input J,ABC, which
replaces whatever you entered as the route input.
Random Route Optimization (Restricted Area Only)

Example:
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POD: KSFO
POA: RJAA
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.
RNAV: Yes
OWTR: Yes
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If the selected customer aircraft does not possess all of the defined characteristics, then the
route constraint is automatically applied. In this case, the route constraint is the activation of
the customer-restricted area XAREA. This has the same affect as specifying a customerrestricted area manually.
Random Route Optimization (Route & Restricted Area)

Example:
POD: KSFO
POA: RJAA
DUAL ADF: N
DUAL INS: N
FMS: N
GPS: Y
OMEGA: N
RNAV: Y
TCAS: N
MNPS: N
RVSM: N
OWTR: Y
Restricted area name: XAREA1
Substitute Route command line entry (Question 6): J,XYZ
This record applies to any flight plan with the specified POD and POA, a routing input of
anything other than RT/ALL, and an aircraft with the 472C as its generic type. If all three of
these factors are satisfied, the record is further evaluated to determine whether to apply a route
constraint.
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GPS: Yes
RNAV: Yes
OWTR: Yes
If the aircraft does not meet the criteria, the route constraint is automatically applied. In this
case, the route constraint involves the substitution of J,XYZ for your route input and the
activation of the restricted area XAREA1.
NOTE You can use the canned route optimization option to create multiple
constraint records for a given combination of POD, POA, and generic aircraft type, as
long as each customer route name is unique. Conversely, you can use the random
route optimization choice to create only one constraint record of that type for a given
combination of POD, POA, and aircraft. Thus, if you created a Route Constraint
Database based on the above examples, the first example could be loaded in
coordination with the second, third, or fourth examples. However, the second, third,
and fourth examples could not be combined for a given airport pair and generic
aircraft type. These examples are mutually exclusive entries.
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Database Parameters
Database Parameters
The following table lists the parameters that can be set in the Route Constraint Database.
These parameters appear as options on the Route Constraint Database pages in JetPlan.com.
As you perform database tasks, consult this table for information.

Table 39-2
Route Constraint Database Parameters
Parameter
Description
POD
ICAO or IATA airport identifier
POA
ICAO or IATA airport identifier
A/C Type
Generic aircraft identifier
xxxx
Override
OVR
Database Override Flag. Enables you to ignore and

override the application of the Route Constraint
Database.
On-Board Equipment Parameters

NOTE The following parameters can be entered with a (Y)es or (N)o value. If the parameter is entered on the
command line without a value, JetPlan assumes you are setting the value to (Y)es by default. The equal sign
following the parameters is optional.
VHF Radios
Very high frequency radios
VHF=x
Input value: The number of radios on board the

aircraft
HF Radios
High frequency radios
HF=x
Input value: The number of radios on board the

aircraft
Dual ADF
Dual ADF equipped
ADF=x
Dual INS
Dual INS equipped
INS=x
RNAV
RNAV equipped
RNAV=x
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Database Parameters
Table 39-2
Route Constraint Database Parameters (continued)
Parameter
Description
FMS
FMS equipped
FMS=x
OMEGA
OMEGA equipped
OMEGA=x
GPS
GPS equipped
GPS=x
TCAS
TCAS equipped
TCAS=x
Certification Stamps
MNPS
MNPS certification
MNPS=x
Overwater
Overwater certification
OWTR=x
RVSM
RVSM certification
RVSM=x
COST=x,yyy
Cost and Currency

Input values: The x value is a cost and the yyy value is
a currency. The comma between the two is required.
Canned Route Optimization Parameter

Route Name
Customer Route database record name
yyyy
NOTE If no CRDB file is used, then leave the field

empty by entering two commas in a row.
Random Route Optimization Parameters

Restricted Area Name
Restricted Area
RST=xxxx
Input value: The record name (8-character maximum)
Route Input
Route input. This input must be the last entry in the

command.
Q6=Text
Input value: No more than 52 characters of route

input.
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Database Management
Database Management

To make the Route Constraint Database a data resource for flight planning, you must first
create and manage records of information in the database. To do this, you need to access the
database. The Route Constraint Database access command is RTC, and it is entered on the
NOTE Help instructions on how to build or maintain the Route Constraint Database
are available by entering RTC,HELP on the Options command line.
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
File Display
SUM Displays a list of records (by POD/POA)
PRI Displays the contents of the record or records specified
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Database Management
Route Constraint Database Commands

The Route Constraint command functions are divided into two categories: file maintenance
and file display. This section describes each command function.

Table 39-3
Route Constraint Database File Maintenance Commands
Command
Description
RTC,SAV
The SAV command enables you to create a new record of information in the database.
Specify the POD, POA, and aircraft type as the elements that define the file, and include any
parameter applicable for implementing a route constraint.
To build a Route Constraint Database record, define one or more route constraints that can
be applied automatically when the selected aircraft is lacking specific characteristics (for
example, missing certain equipment or certifications). A record in the database contains the
following information:
POD
POA
Generic aircraft type
Customer route database record name
Required aircraft characteristics (equipment and certifications)
Constraint type (1/rte only, 2/restricted area only, 3/both)
Override flag
Restricted area record name
Substitute Question 6 input
EXAMPLE:
01 OPTIONS RTC,SAV,POD,POA,XXXX,YYYY,K1,K2
or
01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2
01 OPTIONS RTC,SAV,POD,POA,XXXX,,K1,K2
Where:
RTC is the Customer Route Constraint Database access command.
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Database Management
Table 39-3
Command
RTC,SAV
(continued)
Route Constraint Database File Maintenance Commands (continued)

Description
SAV is the Save function. Other commands such as CHG, DEL, PRI, and SUM follow
the RTC access command when you want to apply those functions.
POD is the ICAO or IATA airport identifier.
POA is the ICAO or IATA airport identifier.
XXXX is the Generic aircraft identifier.
YYYY is the Customer Route database record name.
NOTE If no CRDB file is used, then leave the field empty by entering two commas in a row.
K1,K2 is the Constraint parameters and associated inputs. See Database Parameters
on page 1045.
The remaining parameters can be entered with a (Y)es or (N)o value. If the parameter is
entered without a value, JetPlan assumes you are setting the value to (Y)es by default.
RTC,CHG
The CHG command enables you to modify or update a previously created database record.
The command is entered in the same manner as the SAV command. You can add new
settings to the record or change previously stored settings to new values in the record.
EXAMPLE:
01 OPTIONS RTC,CHG,KSFO,RJAA,472C,RST=XNPAC
RTC,DEL
The DEL command enables you to remove a record, or records in several different ways.
EXAMPLE:
Explanation: Delete a specific record.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE,RTE
EXAMPLE:
Explanation: If no CRDB file is stored, delete by POD/POA/ACTYPE combination.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE
EXAMPLE:
Explanation: Delete all records for a given aircraft type.
01 OPTIONS RTC,DEL,POD,POA,ACTYPE,$ALL
EXAMPLE:
Explanation: Delete by POD/POA combination.
01 OPTIONS RTC,DEL,POD,POA
EXAMPLE:
Explanation: Delete by POD (or POA).
01 OPTIONS RTC,DEL,POD
NOTE If all records need to be deleted, contact Jeppesen Customer Service.
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Database Management

Table 39-4
Route Constraint Database File Display Commands
Command
Description
RTC,SUM
The SUM command provides a list of all records requested.

EXAMPLE:
Explanation: Display a list of all records.
01 OPTIONS RTC,SUM
EXAMPLE:
Explanation: Display a list of all records that includes the specified POD.
01 OPTIONS RTC,SUM,POD
EXAMPLE:
Explanation: Display a list of all records that includes the specified POD/POA combination.
01 OPTIONS RTC,SUM,POD,POA
RTC,PRI
The PRI command displays the entire contents of a record or records. It includes every
parameter and value stored within the record.
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database.
01 OPTIONS RTC,PRI
EXAMPLE:
Explanation: Print a complete record for every file stored in the Route Constraint Database
with the specified POD.
01 OPTIONS RTC,PRI,POD
EXAMPLE:
with the specified POD/POA combination.
01 OPTIONS RTC,PRI,POD,POA
EXAMPLE:
with the specified POD/POA/AC type combination.
01 OPTIONS RTC,PRI,POD,POA,ACTYPE
EXAMPLE:
with the specified POD/POA/AC type combination and the specified CRDB file name.
01 OPTIONS RTC,PRI,POD,POA,ACTYPE,RTE
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Whether route constraints are applied to a flight plan or not depends entirely on the existence
of data stored in the Route Constraint Database. If the Route Constraint Database exists, then
the function of comparing and matching stored information with flight plan inputs occurs
automatically. You do not explicitly request this application. A comparison is made between
the stored data and the data entered in the flight plan request. If the combination of POD, POA,
and generic aircraft matches the flight plan's inputs, and the stored characteristics of the
aircraft do not, then a constraint is applied to the routing.
If a flight plans route inputs are substituted for the route inputs found in the Route Constraint
Database, the substitute inputs are not stored in the P file. The P file is a storage area on the
JetPlan computer where the day's requests are held temporarily for recall convenience. By not
storing the request with the constraint record's substitute route inputs, you can recall the flight
plan and insert a customer aircraft that may not be subjected to the route constraint. The same
rule applies when the activation of a restricted area is forced by an entry in the Route
Constraint Database. If you recall the flight plan, the constraint record's restricted area is not
included.
Also, it is important to keep in mind that the canned route and random route type of route
constraints are mutually exclusive. In other words, a route substitution or restricted area
activation can never occur for flight plans where your routing input is RT/ALL; only canned
route constraints can apply.
Precedence and Overrides

A route constraint is applied to a flight plan based on data stored in the applicable route
constraint record. If the constraint record includes a Restricted Area database file, then the
constraint record takes precedence over your explicitly specified restricted area named on the
For example, suppose you specify the Restricted Area database file, XOPN, on a flight plan
request. However, a Route Constraint Database record is applied to the plan request, and the
aircraft in the flight plan does not pass all of the requirements necessary for the flight plan to
proceed; hence a stored Restricted Area database file within the Route Constraint Database
record, XAREA5, is activated. In this case, the Restricted Area database record (XAREA5)
would take precedence over XOPN.
It is possible to override the application of route constraints by answering Y(es) to the
Override Flag parameter (OVR). If OVR=Y, you can explicitly prevent the application of a
record's route constraints. If OVR is set to N, then no explicit override is possible.
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An explicit override is specified by entering NRTC on the Options command line.

EXAMPLE:
01 OPTIONS FP,SP,NRTC
This input prevents the application of route constraints, regardless of the characteristics of the
selected customer aircraft.
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C HAPTER 40
Scenario Database
Scenario Database
About the Scenario Database
About the Scenario Database

The Scenario Database is intended to be used in conjunction with Optimal Scenario Analysis
(OSA or 4D) planning and lets you repeat OSA flight plans quickly and easily. You can use
the Scenario Database to store flight plan input variations for routing, area restrictions, and
other airway limitations that are used in 4D planning to provide other flight possibilities. The
system compares the computed differences, evaluates them for time, distance, or cost, and
returns the optimum results.
When using the Scenario Database, be aware of the following conditions:
Only 4D flight plans use Scenario Database records.
The generic aircraft name must match during OSA flight plan computations,
or the record is ignored.
Only the first non-blank secondary format is used, even though each
Scenario Database record can have its own secondary format.
During scenario optimization, only valid inputs are used. A Scenario
Database record that has invalid inputs stored is skipped, and the final
output does not indicate a problem with the inputs exists.
Answering the Restricted Area command line or the Route command line
prompt with a blank <Return> results in the initial inputs being used. Type
NONE on the Restricted Area command line if a non-restricted area plan is
desired.
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Scenario Database
Database Parameters
Database Parameters
The following table lists the parameters in the Scenario Database. These parameters appear as
options on the Scenario Database pages in JetPlan.com. As you perform Scenario Database
tasks, consult this table for information.

maintenance. The table below lists JetPlan database codes under the associated
parameter names.
Table 40-1
Scenario Database Parameters
Parameter
Description
Scenario Name
This parameter allows you to enter a name for the new

scenario record.
POD
This parameter defines the point of departure for the

scenario.
Input value: IATA or ICAO code
POA
This parameter defines the point of arrival for the

scenario.
Input value: IATA or ICAO code
Optimization Type
(F Trajectory Optimized RAD Compliant Route
Selection)
NOTE The Trajectory Optimized RAD Compliant

Route Selection option is not used with 4D Airspace
Avoidance (CCAA).
This parameter defines the optimization type used by

the scenario:
Enhanced lateral route selection (VBBR) This
option is not currently used.
Trajectory Optimized RAD Compliant Route
Selection This parameter invokes a new route
selector that is designed to be fully compliant
with Euro RAD rules, CDRs and other fourdimensional conditional routing schemes
imposed in Europe and other parts of the world.
For information on ERAD, see the Route
None None of the above optimization types
applies.
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Scenario Database
Database Parameters
Table 40-1
Scenario Database Parameters (continued)
Parameter
Description
Customer Controlled Avoid/Alert (CCAA):
NOTE 4D Airspace Avoidance (CCAA) is not used

with the following Optimization Type: Trajectory
Optimized RAD Compliant Route Selection.
(CCAA)
This parameter invokes 4D Avoid and Alert

(CCAA/CCAAN) functionality.
Input options:
4D Airspace Avoidance Invokes 4D Avoid
(CCAA) functionality, which instructs JetPlan to
avoid avoid-level Special Use Airspaces (SUAs),
user-defined airspaces, or Jeppesen turbulence
airspaces when determining an optimum route
and profile. JetPlan allows notify-level SUAs,
user-defined airspaces, or Jeppesen turbulence
airspaces to be traversed by the optimum route
and profile, but alerts must be posted for each
such traversal.
4D Airspace Alerting Invokes 4D Alert
(CCAAN) functionality, which instructs JetPlan
to allow transversal of avoid and notify-level
Special Use Airspaces (SUAs), user-defined
airspaces, or Jeppesen turbulence airspaces when
determining an optimum route and profile. Alerts
must be posted for each such traversal. Alerts for
traversal of avoid-level SUAs, user-defined
airspaces, or Jeppesen turbulence airspaces must
be distinguishable from alerts for traversal of
notify-level SUAs, user-defined airspaces, or
Jeppesen turbulence airspaces.
None Ensures JetPlan does not invoke 4D
Avoid and/or Alert (CCAA/CCAAN)
functionality.
NOTE For additional information, see the 4D Avoid
User Manual.
Use fine grid for 4D airspace avoidance

(CCAAF)
When this option is selected together with the CCAA

option, the system uses a finer latitude/longitude grid
for avoidance of avoid-level airspaces when D
routing has been specified on the flight plan.
User Manual.
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Scenario Database
Database Parameters
Table 40-1
Parameter
Description
Pre-qualify optimized route as needing 4D airspace

avoidance
NOTE This parameter is not used with the following

Optimization Type: Trajectory Optimized RAD
Compliant Route Selection.
(CCAAQ)

option, the system computes the route from the POA
to the POD, looking for any avoid-level SUA, userdefined, or Jeppesen turbulence airspace incursions. If
such an incursion occurs, the system automatically
reruns the flight plan as a CCAA plan.
User Manual.

Produce error if route selection fails due to 4D
airspaces
(AVDERR)


option, JetPlan alerts the user when JetPlan cannot
find a valid route due to incursions of avoid-level
SUAs and/or user-defined airspaces, and/or Jeppesen
turbulence airspaces. The system also lists the specific
route segment and airspace name for each incursion.
User Manual.
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Scenario Database
Database Parameters
Table 40-1
Parameter
Description
Suppress airspace incursion alerts
Invokes CCAA/CCAAN functionality with specific

exceptions.
(EXSS: Suppress when on a SID or a STAR)

(EXCD: Suppress on segments prior to TOC or after
TOD)
Input options are:

When on a SID or STAR When this option is
selected together with the CCAA or CCAAN
option, standard CCAA and CCAAN
functionality applies except that alerts for
traversal of SUAs are suppressed for any
segment that is part of a SID or STAR.
On segments prior to TOC or after TOD When
this option is selected together with the CCAA or
CCAAN option, segments that start before Top
of Climb (TOC) or end after Top of Descent
(TOD) are not checked for incursions of Generic
Restrictive Airspaces.
Never Ensures that JetPlan does not suppress
airspace alerts for incursions of SIDS and
STARS or on segments prior to TOC or after
TOD.
Information Only Does not affect flight plan ranking

(INFO)
Indicates the plan should not be selected as the best

plan as the results are for information purposes only.
Millibar levels Max 9, comma separated

(MB/xxx[,xxx])
NOTE This parameter is not used with the

Optimization Type options (see above).
This parameter allows you to specify Millibar (MB)

levels for the scenario.
Input value: Maximum of nine comma-separated MB
entries in following format: xxx,xxx,xxx.
Profile
This parameter allows you to enter a flight profile.
(PRF)
Input value: Valid flight rule and altitude control

entry.
Example: I,100,400
NOTE For additional information, see the Profile
NOTE This value is only used if the route does not
begin with RT/.
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Scenario Database
Database Parameters
Table 40-1
Parameter
Description
RAD Ignore
NOTE This parameter is applicable only when the

Trajectory Optimized RAD Compliant Route Selection
Optimization Type option has been selected.
This parameter allows you to instruct JetPlan to ignore

specific European Route Availability Document
(ERAD) rules for this scenario.
Input value: Name of rule(s) to ignore. Example:
EHAM1002B EFAKE
Secondary format
(FMT)
This parameter allows you to enter the name of a

secondary format.
Input value: Format name, up to four alphanumeric
characters
Allow time restricted airways

(AX/NX)
This parameter controls the use of time-restricted

airways. When the parameter is set to Yes, timerestricted airways are allowed. When the parameter is
set to No, time-restricted airways are not allowed.
Use national route program

(NRP/NONRP)

This parameter controls the use of National Route

Program (NRP) routing. When the parameter is set to
Yes, use of NRP is allowed. When the parameter is set
to No, use of NRP is not allowed.
Tanker flight plan
(TKR)
When set to Yes, this parameter defines the scenario

as a tanker flight plan and allows for these additional
input values:
Generic Aircraft Up to four alphanumeric
characters. Example: 777A
Payload Up to six digits
Departure Weight Up to six digits
Reserve Fuel Up to six digits
Restricted area name

(RTDB)
NOTE This parameter is not used with the

Optimization Type options (see above).
This parameter allows you to specify a Customer

Route Database record for the route. The route is
recomputed using this route.
Input value: Name of database record
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Table 40-1
Parameter
Route Input

Description
This parameter allows you to enter a route string.
NOTE For information on route syntax, see the
Route Commands chapter in the JetPlan User
Manual.
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Scenario Database
Database Management
Database Management

To use the Scenario Database when flight planning, you must first create records in the
database. To do this, you need to access the database. In the JetPlan command-line interface
the Scenario Database access command is SDB, and it is entered on the Options command
line. The access command always precedes a function command. Function commands are
those inputs that instruct JetPlan to store, change, delete, or display information in the
database.
File Maintenance
File Display
Scenario Database Commands

The Scenario Database function commands are divided into two categories: file maintenance
and file display. This section describes each function command.
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Table 40-2
Scenario Database File Maintenance Commands
Command
Description
SDB,SAV
The create and save command SDB,SAV provides the means for initially building and
storing a new Scenario Database record. Specify the airports (POD and POA), the file name,
and the options to be included in the record.
EXAMPLE:
01 OPTIONS SDB,SAV,KLAX,RKSO,LAXKSO,AX
05 RESTRICTED AREA XIR=UHPP
06 ROUTE J/P/J,KCC
20 COMPUTING 19978
SCENARIO SAVED
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
REQUEST NO. 19980
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Database Management
Table 40-2
Scenario Database File Maintenance Commands (continued)
Command
Description
SDB,DEL
The delete command SDB,DEL may be applied to individual records, to multiple records
(using wild card entries), or to the entire database.
EXAMPLE:
Explanation: This input deletes the matching record.
01 OPTIONS SDB,DEL,KLAX,RKSO,LAXKSO
EXAMPLE:
Explanation: This input deletes all records with matching POD and POA.
01 OPTIONS SDB,DEL,KLAX,RKSO,$
EXAMPLE:
Explanation: This input deletes all entries with matching 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
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Table 40-3 Scenario Database File Display Commands
Command
Description
SDB,PRI
The print command SDB,PRI is the only output display command available. However, all of
the options are the same as the delete command. When displaying the records, the route
inputs are displayed as well.
EXAMPLE:
Explanation: This input displays the matching record.
01 OPTIONS SDB,PRI,KLAX,RKSO,LAXKSO
EXAMPLE:
Explanation: This input displays all records with matching POD and POA.
01 OPTIONS SDB,PRI,KLAX,RKSO,$
EXAMPLE:
Explanation: This input displays all entries with matching 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
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C HAPTER 41
Customer Schedule
Database

Overview
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.
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Interaction Between the CSDB and the Customer Aircraft Database
Interaction Between the CSDB and the

The CSDB interacts with the Customer Aircraft Database (CADB) in certain ways with regard
to biases and taxi fuel. Consider the following rules when applying CADB files to CSDB files:
Bias Rules The following rules apply to the interaction of aircraft database
biases with schedule database biases. You must observe these distinctions
when storing biases in a schedule file.
When a CSDB file contains a CADB file as the aircraft type input,
the CADB file bias settings override any biases built into the
schedule file. This is true even when the CADB file has no bias
parameters set. The mere lack of bias settings in the CADB
overrides any biases stored in the CSDB file.
Taxi Fuel Rules Departure and arrival taxi fuel values stored in a schedule
file override all default taxi fuel values, including those stored in a CADB
file.
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Database Management

To make the CSDB a data resource for flight planning, you must first create and manage
records of information in the database. To do this, you need to access the database. The CSDB
access command is SC, and you enter it on the Options command line. Any attempt to affect or
reference the information in the database must begin with this command.
CSDB functions are divided into two categories: file maintenance and file display. These
categories are listed below with the respective functions.
File Maintenance
File Display
PRI Displays the content of a record
SUM Displays a list of records (by name)
A database record is referenced by its file name. A CSDB file name may be any string of
alphanumeric characters that helps you identify the record. The file name may not exceed 12
characters. It typically follows the function command when performing a file maintenance
action.
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Database Management
CSDB Commands
The CSDB functions are divided into two categories: file maintenance and file display. These
commands are described below.

Table 41-1
Command
SC,SAV
CSDB File Maintenance Commands
Description
The SAV command allows you to create a new record of information in the database.
Example:
01 OPTIONS SC,SAV,FILENAME
When you create a new CSDB file, you can add an expiration or effective date to the record.
This allows you to set a period of usefulness for the file or defer its use for a while. All date
entries must adhere to the following format: DDMMYY; where DD is the day input (01-31),
MM is the month input (01-12), and YY is the year input. The expiration date input always
precedes the effective date. Commas separate the two inputs.
Example:
01 OPTIONS SC,SAV,FILENAME,311204,101002
If you choose to omit the expiration date, but still include an effective date, you must show
the omission of the expiration date by entering consecutive commas before the effective
date input.
Example:
01 OPTIONS SC,SAV,FILENAME,,101002
Once the SAV command is entered, you must then enter the flight plan inputs. You can defer
an input by entering the dollar symbol ($) in lieu of an actual value.
The following notes apply to using the dollar symbol ($) to defer an input:
If the A/C Type command line is deferred (the dollar symbol, $, is entered in place of a
Customer Aircraft Database [CADB] file), you must address those items normally
provided for by a CADB file (Performance Index, Departure Bias, and Arrival Bias).
How you address these items is up to you. You can enter values or defer the answers to
these items to a later time.
If an A/C Type value is entered (a CADB file is specified) and a Payload value is
entered, JetPlan requires a Reserve fuel entry (for a departure case plan) or a Max Fuel
entry (for an arrival case plan). You enter values for these items or defer them.
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Database Management
Table 41-1 CSDB File Maintenance Commands (continued)

Command
Description
SC,SAV
(continued)
The following examples illustrate the creation of a CSDB file. The first two examples
demonstrate the inclusion of a CADB file input for both a departure and an arrival case
flight plan (note the RES and MVR inputs respectively). The last example defers the A/C
Type input, meaning the information normally provided by the CADB file must now be
addressed with either a valid input or the dollar symbol ($).
The following is an example of inputs for a departure weight case flight plan:
01
02
03
06
07
08
09
10
11
14
16
17
OPTIONS SC,SAV,SEL-JFK,311208
POD RKSS/RJAA,TX1700
POA KJFK/PACD
ROUTE J,SEL,KAE,JEC/P/J
HOLD,ALTERNATE/DIST 30,KPHL
ETD 0130
PROFILE C
A/C TYPE/REGN $N1234
CRUISE MODE M85,M85
PAYLOAD ZW
POD OR POA WT DM,I
RESERVE $
The following is an example of inputs for an arrival fuel case flight plan:
01
02
03
06
07
08
09
10
11
14
16
17
OPTIONS SC,SAV,NRT-LAX,311208
POD RJAA/RJCC/PACD,TX1500
POA KLAX/PACD/KSFO
ROUTE RT/ALL
HOLD,ALTERNATE/DIST 30,KLAS
ETD 1025
PROFILE I
A/C TYPE/REGN $N1234
CRUISE MODE M85,M85
PAYLOAD 100000
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>
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Database Management
Table 41-1
CSDB File Maintenance Commands (continued)
Command
Description
SC,CHG
The CHG command allows you to correct, amend, or update a previously created CSDB
file. The command input is similar to the SAV command. Once initiated, you can re-enter
each input or select the specific item to change. To select a specific item, follow these steps:
1. At the 02 POD prompt, enter the At symbol (@) followed by the line number of the
item to be modified. JetPlan prompts that command line for your new input value.
NOTE If the POD is the item that you want to change, then enter the new airport identifier.
You are prompted for the next item (03 POA) after you enter the POD. You can then use the
@line# method for the next item or follow the standard sequence of inputs.
2. When all changes are finalized, enter the GO command at your current command line,
and JetPlan executes the modification, and stores the changes in the file.
Example:
Explanation: The file, SEL-LAX, is modified with new route and cruise mode input values.
01
02
06
07
11
12
SC,DEL
OPTIONS SC,CHG,SEL-LAX
POD @6
ROUTE J,SEL,KAE/P/J,FIM
CRUISE MODE LRC,LRC
PRFM INDEX GO
The DEL command allows you to remove files stored in the CSDB.
To delete an individual file, enter the name of the file that you wish to delete after the
SC,DEL command.
Example:
Explanation: Delete the schedule database file, NRT-SJC3.
01 OPTIONS SC,DEL,NRT-SJC3
To delete all files that have expired, enter the option EXP after the SC,DEL command.
Example:
Explanation: Delete all expired schedule files.
01 OPTIONS SC,DEL,EXP
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Table 41-2
CSDB Database File Display Commands
Command
Description
SC,SUM
The SUM command instructs JetPlan to display various lists of information from the
database, depending on the option applied.
To display a list of all departure and arrival airports included in the database files stored
under your ID, enter the SC,SUM command.
Example:
Explanation: List every airport that is either a POD or a POA in the database. The dollar
symbol ($) is listed for any deferred POD or POA entries.
01 OPTIONS SC,SUM
To display a list of all schedule files available to or from a particular airport, enter the
identifier of the airport of interest after the SC,SUM command.
Example:
Explanation: List every schedule file that has RJAA as either the POD or the POA.
01 OPTIONS SC,SUM,RJAA
To display a list of all schedule files available to or from deferred airports, enter the dollar
symbol $ after the SC,SUM command.
Example:
Explanation: List every schedule file that has an airport deferment for either the POD or the
POA.
01 OPTIONS SC,SUM,$
or
01 OPTIONS SC,SUM/ALL
To display a list of all schedule files available with a specific airport pair, enter the
identifiers for the POD and POA after the SC,SUM command.
Example:
Explanation: List all schedule files that have VTBD as the POD and LOWW as the POA.
01 OPTIONS SC,SUM,VTBD,LOWW
SC,PRI
The function command PRI allows you to display the contents of an individual schedule
file.
To display the contents of a CSDB file, enter the name of the file after the SC,PRI
command.
Example:
01 OPTIONS SC,PRI,LAX-NRT
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Using a schedule file to create a computed flight plan differs from the standard method of
computing a flight plan, in that the flight plan command, FP, is replaced with the schedule
database access command, SC. Furthermore, to indicate this is to be a flight plan computation
(rather than some database management action), you must add the function command FLT.
Hence, the command to compute a flight plan using a schedule database file is SC,FLT on the
Options command line. Additional inputs that define the file you wish to apply vary,
depending on the files construction (whether deferred inputs exist or not).
Using CSDB Files (Without Deferred Inputs)

To apply a schedule database file that does not contain any deferred inputs, enter the command
SC,FLT followed by the name of the file that you wish to use (and any applicable options) on
the Options command line.
Example:
Explanation: Compute a flight plan using the CSDB file, TRIP313. This example includes a
crew name option, identifying the flights captain.
01 OPTIONS SC,FLT,TRIP313,CPT/M. JONES
Using CSDB Files (With Deferred Inputs)

To apply a schedule database file that contains one or more deferred inputs, enter the
command SC,FLT followed by the name of the file that you wish to use (and any applicable
options) on the Options command line. Once you enter the command, you must then enter
values for the items that were deferred in the schedule file.
The following examples illustrate flight plan requests based on schedule files with deferred
input values for various input items. The deferred items must be given input values before you
submit the plans for computation.
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Example:
01 OPTIONS SC,FLT,SEL-LAX,.FLT 123/15.
14 PAYLOAD 106000
Example:
01 OPTIONS SC,FLT,SEL-SFO,RC,CS/JDI123,CPT/JS JONES,.FLT 456/16.
06 ROUTE RT/ALL
14 PAYLOAD ZF
Ad Hoc Restricted Area/Restricted Area Database File

You can include an ad hoc restricted area input or a Customer Restricted Area Database
(CRAD) file input in a CSDB flight plan by adding the option RST on the Options command
line. This instructs JetPlan to expect a restricted area input on the Restricted Area command
line.
Example:
01 OPTIONS SC,FLT,CUN-MAD,ETOPX,RST
or
05 RESTRICTED AREA 5700,05000,5700,01000,4800,02000,4800,05000
A CRAD file may also be entered after the RST option on the Options command line. To do
this, add a slash and the file name after the RST option.
Example:
01 OPTIONS SC,FLT,CUN-MAD,ETOPX,RST/XNAT1
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Overriding CRAD Files Stored in CSDB Files

If you want to override the inclusion of a CRAD file stored in your schedule file, enter the
option RST as the final entry of your SC,FLT command. When JetPlan prompts for a
restricted area input on the Restricted Area command line, press the ENTER key. This nonentry overrides the CRAD file stored in your CSDB file.
Example:
01 OPTIONS SC,FLT,NRT-LAX-R001,RST
05 RESTRICTED AREA <ENTER> (continue with deferred prompts, if any)
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C HAPTER 42
Coded Departure Routes

Database

About the Customer Coded Departure Routes (CDRs) Database
About the Customer Coded Departure

Routes (CDRs) Database
NOTE CDR in the context of this section refers to FAA Coded Departure Routes
and not the European Conditional Routes (CDRs) used with the ERAD flight plan
option. For information on ERAD, see Chapter 6, Route Commands.
Coded Departure Routes (CDRs) are:

Predefined alternate routes for flying between city pairs when a userpreferred route is not available due to weather or traffic constraints
Complete routes from departure to arrival, including terminal procedures
The FAA maintains coded departure routes and publishes an updated list of the effective
coded departure routes every 56 days. The updated list is downloaded from the FAA Route
Management Tool and is validated by the JetPlan Navigation Data (NavData) team. The
downloaded coded departure routes are stored in the generic NavData Coded Departure
Routes database. Each record in the Customer Coded Departure Routes database is a duplicate
of a coded departure route stored in the generic NavData Coded Departure Routes database,
which is replaced every 56 days.
You can use the Customer Coded Departure Routes database function commands to:
Populate the Customer Coded Departure Routes database with an initial list
of coded departure routes and subsequently synchronize your database with
the latest revision of the FAA coded departure route data that is stored in the
generic NavData database
Find and list coded departure routes by city pair
View the details of individual coded departure routes
Indicate which coded departure routes are OK to Use in your flight
operations
NOTE After you have created your initial Customer Coded Departure Route
database, you need to manually reconcile it with the generic NavData Coded
Departure Route database when needed. Your OK to Use settings are retained
during reconciliation.
For more information on coded departure routes and how they are applied in flight planning,
see the Route Commands chapter in the JetPlan User Manual.
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Database Parameters
Database Parameters
The following table lists the parameters that may be set in the Customer Coded Departure
Routes database.These parameters appear as options on the Coded Departure Routes database
pages in JetPlan.com. As you perform database tasks, consult this table for information.

Table 42-1
Customer Coded Departure Routes (CDRs) Database Parameters
Parameter
Description
FAA Code
This is the FAA-assigned 8-character coded departure route code.
FAA
Characters 1-3 are the ID of the origination airport. Characters 4-6

are the ID for the destination airport. Characters 7 and 8 are
reserved for local adaptation.
Departure Airport
This is the ICAO departure airport code.
POD
Arrival Airport
This is the ICAO arrival airport code.
POA
Date Added
ADD
Date Changed
CHG
Effective To
EXP
Active
ACT
This is the date that this record was added to the Customer Coded
Departure Routes database.
This is the date a user last changed the OK to Use status for this
coded departure route record.
This is the date to which the coded departure route is certain to be
effective. It could be extended or removed after this date.
This parameter indicates whether the referenced coded departure
route record exists in the generic NavData Coded Departure
Routes database.
Values are:
A The coded departure route record has been activated and
is in effect.
E The coded departure route record has expired and is no
longer in effect.
OK to use
USE
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Set to Yes (Y) to mark this coded departure route as OK to use in

flight operations. Set to No (N) to indicate the coded departure
route is not to be used. Changing this option updates the changed
(CHG) date for the coded departure route in the database.
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Database Management
Database Management

To use the Coded Departure Routes Database when flight planning, you must first create
records in the database. To do this, you need to access the database. In the JetPlan commandline interface, the Coded Departure Routes Database access command is CDR, and it is
entered on the Options command line. The access command always precedes a function
command. Function commands are those inputs that instruct JetPlan to store, change, delete,
or display information in the database.
File Maintenance
GEN Initializes or reconciles records.
File Display
KEY Displays specific codes
TOT Shows the count of specific records
Coded Departure Routes Database Commands

The Coded Departure Route database function commands are divided into two categories: file
maintenance and file display. These categories are listed below with the respective functions.
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Table 42-2
Coded Departure Routes Database File Maintenance Commands
Command
Description
CDR,GEN
This command enables you to initialize and reconcile a Coded Departure Routes Database
record.
CDR,CHG
This command enables you to change USE (Ok to Use) in specific records.
NOTE
USE (Ok to use) is the only user-alterable record element in this database.
Example:
CDR,CHG[,faa],USE=x[,FLTR/opt[,...]]
where faa is a full or partial FAA code, USE is Ok to use, and opt is any of the
parameters listed in the database parameters table above.
Example:
Change Ok to use to No in all records whose FAA Code starts with V:
CDR,CHG,V,USE=N
Example:
Change Ok to use to No in all records whose POD is KATL and whose POA is KGNV:
CDR,CHG,USE=N,FLTR/POA=KGNV,POD=KATL
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Table 42-3
Coded Departure Route Database File Display Commands
Command
Description
CDR,PRI
This command enables you to display specific records.

Example:
CDR,PRI[,faa][,FLTR/opt[,...]]
where faa is a full or partial FAA code, and opt is any of the parameters in the database
parameters table above.
Example:
Display all records whose FAA code begins with ATL and whose OK to use value is No:
CDR,PRI,ATL,FLTR/USE=N
Example:
Display the FAA codes of all records whose POD is KATL, OK to use value is No, and
Active flag value is Active:
CDR,KEY,FLTR/USE=N,POD=KATL,ACT=A
Example:
Display the count of all records whose Active flag value is Active, POA is KEGE, and
Effective To date is 20.12.2013:
CDR,TOT,FLTR/ACT=A,POA=KEGE,EXP=20.12.2013
CDR,KEY
This command enables you to display specific FAA codes.

Example:
CDR,KEY[,faa][,FLTR/opt[,...]]
CDR,TOT
This command shows the count of specific records.

Example:
CDR,TOT[,faa][,FLTR/opt[,...]]
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C HAPTER 43
Customer Controlled
Avoid and Alert
Database
Customer Controlled Avoid and Alert Database

About the CCAA Database

The Customer Controlled Avoid and Alert (CCAA) database is required for the JetPlan 4D
Avoid and Alert feature, which is invoked by the CCAA, CCAAN, CCAAF, ORTRKA, and
ORTRKN flight plan options.
The 4D Avoid and Alert feature governs JetPlans behavior when it is:
vertical profile
The CCAA Database allows users to create and manage records that reference pre-defined
restrictive airspace records residing in several source restrictive airspace databases. The predefined restrictive airspace records contain data originating in sources such as an ARINC 424
extract, a customer-provided source, or an online electronic service (for example, organized
track updates or customer or vendor-provided turbulence forecasts). For this reason, these
databases are referred to as source restrictive airspace databases. Records in the source
restrictive airspace databases are referred to as referenced records, and records in the CCAA
Database are referred to as referencing records.
While the CCAA Database does not allow you to alter restrictive airspace records stored in
source restrictive airspace databases, you can set and modify the following two important
parameters in the referencing CCAA Database records:
Avoid Level JetPlan uses the avoidance level to determine how to treat the
referenced restrictive airspace when computing a flight planas an Avoid
or Notify airspace or as an airspace that can be ignored.
Special Customer Airspace Type (SCA Type) The SCA Type is a unique,
user-editable value. You can use the SCA Type to invoke an ad hoc override
of a restrictive airspaces avoidance level on a specific flight plan request.
You can instruct JetPlan to account for generic, user-defined, Jeppesen turbulence, and
FIR/UIR restrictive airspaces by specifying the CCAA, CCAAN, or CCAAF flight plan
options. You can direct JetPlan to account for organized track restrictive airspaces by
specifying the ORTRKA or ORTRKN flight plan options and geopolitical country restrictive
airspaces by specifying the GCAA or GCAN flight plan options.
For complete information on the 4D Avoid and Alert feature, as well as a full description of
the CCAA Database and the various source restrictive airspace databases, see Chapter 5, 4D
Avoid and Alert Restrictive Airspaces.
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Customer Controlled Avoid and Alert Database

For information on creating and maintaining CCAA and User-Defined Restrictive Airspace
database records, including specifications for all the database parameters, see the JetPlan.com
Help file for the Customer Controlled Avoid and Alert Database page.
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C HAPTER 44
User-Defined Restrictive
Airspace Database
User-Defined Restrictive Airspace Database

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

Airspace Database
The User-Defined Restrictive Airspace Database is one of the source restrictive airspace
databases referenced by the Customer Controlled Avoid and Alert (CCAA) Database. The
CCAA Database is used by the JetPlan 4D Avoid and Alert feature, which governs JetPlans
behavior when it is:
vertical profile
The CCAA Database is initially populated and subsequently updated through automatic
reconciliation with several source restrictive airspace databases, including the User-Defined
Restrictive Airspace Database. A customer-authorized user can use the User-Defined
Restricted Areas options on the Customer Controlled Avoid and Alert Database page in
JetPlan.com to set up restrictive airspaces and define their vertical and lateral boundaries,
operational times, and avoidance levels. Once created, a user-defined restrictive airspace
record is automatically referenced by a record in the CCAA Database, where the information
is accessible for flight planning with the 4D Avoid and Alert flight plan options.
For complete information on the 4D Avoid and Alert feature, as well as a full description of
the CCAA Database and the various source restrictive airspace databases, see Chapter 5, 4D
Avoid and Alert Restrictive Airspaces.
For information on creating and maintaining CCAA and User-Defined Restrictive Airspace
database records, including specifications for all the database parameters, see the JetPlan.com
Help file for the Customer Controlled Avoid and Alert Database page.
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C HAPTER 45
Overview
Overview
Jeppesen's aviation weather service provides worldwide weather information to airlines,
corporate flight departments, government agencies, and individual users. The following types
of weather products are available:
Text weather reports
High-resolution graphic weather maps
Worldwide infrared and visible satellite imagery
NEXRAD radar imagery
Subscribers may access briefings and charts through various JetPlan user interfaces such as
JetPlanner, Jeppesen Dispatch Control, and JetPlan.com or by ARINC/SITA message.
Jeppesen provides you with the capability to receive, store, manipulate, and retrieve weather
information so that you can tailor briefings to your specific operational requirements.
Jeppesen's professional meteorologists analyze current worldwide weather information
consisting of satellite imagery, radar analyses, surface and upper air weather observations, and
numerical prognoses on a 24 x 7 basis to produce the most accurate weather maps possible. All
of Jeppesen's weather information conforms to the recommended practices contained in ICAO
Annex 3/WMO Technical Regulations, Chapter 9, and are in compliance with FAR 91, 121,
and 135.
Jeppesen receives text weather reports from the U.S. National Weather Service (NWS) and the
U.K. Met Office. Custom forecasting is available for those locations that do not provide
Terminal Forecasts over the above mentioned weather sources. This text weather information
is available on a global basis. Jeppesen also uses a weather workstation and staff
meteorologists to create a variety of graphic weather maps. Jeppesen receives weather
information from the NWS, the U.K. Met Office, and private weather companies, allowing us
to provide innovative aviation-specific weather maps.
Jeppesen's meteorologists are available for consultations and verbal weather briefings 24
hours a day. If you need assistance or have any questions concerning weather data, contact our
meteorology department at 1-408-963-2000 or 1-877-537-7487.
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Weather Commands and Options

This section lists and explains all of the JetPlan Options command line choices available for
retrieving weather information from Jeppesen.
Respond to all questions that the system prompts when requesting weather information.
NOTE
Press the ENTER key after each question has been answered.
ENTER ID
Not a weather service question, but an important prompt during the

logon procedure. With some access methods the ID is a pre-stored
and automatic input.
ENTER
PASSWORD
Not a weather service question, but an important prompt during the

logon procedure. With some access methods the Password is a prestored and automatic input.
01 OPTIONS
Specify WX and any weather option command. WX is a mandatory

weather request command. The Options command line choices listed
below may be combined in any order following the mandatory WX
entry on the Options command line.
User inputs after 01 OPTIONS prompt:

Table 45-1
Command/Option
Explanation/Description
WX
Weather request - mandatory command to request any

type of weather, text or graphic, information.
WX,CO
Compresses weather information or removes line returns

within a weather brief. This helps to reduce the length of
a briefing when forwarding weather information to
stations.
WX,NH
Provides weather data only without header on the

printout.
WX,.xxxxxxxxxxxx.
Twelve spaces between periods are available to print a

heading in the top line of the weather briefing.
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Table 45-1
Weather Commands and Options (continued)
Command/Option
Explanation/Description
WX####[,####][,####][,####]...
Weather request appended to one or more flight plans (or

messages) already calculated.
EXAMPLE:
WX1234
or
WX1234,3456,6789
WXE####[,####][,####][,####]...
Recall Enroute Weather for one or more flight plans

already calculated. This information provides a full
enroute briefing. A copy is attached to the bottom of the
fight plan.
EXAMPLE:
WXE1234
or
WXE1234,3456,6789
INFO,METAR
Information to decode a METAR.
INFO/TAF
Information to decode a TAF.
02 STATIONS
Specify stations and weather report types that you require. All
weather information is only available in the format provided by the
NWS or U.K. Met Office. Weather information for up to 16
stations/airports can be retrieved in one request.
All locations: Either the three-letter IATA station identifier or the
four- letter ICAO station identifier may be used to retrieve METARs
and TAFs.
Three different methods may be used to request non-graphic weather reports:

1. Specify the NWS report type after the station identifier(s). Use SA for MET
AR's, and FT for TAFs.
Example:
02 STATIONS LAX SA,SFO FT,RJAA NO
2. Specify the Jeppesen multiple report code after the station identifier(s):
Example:
02 STATIONS LAX 1,SFO 0,RJAA 4,WSSS 5
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3. Specify the NWS report type, followed by a series of station identifiers.

More than one report type may be included in this type of request. More
than one series of reports may be requested, and other request types may
precede or follow a series of requests.
Example:
02 STATIONS SA6 RKSS RKSM,FD RKSS
RJAA,RJAA,RJTT,RJCC,KWBC UAPA
(Requests the last 6 hours of METARs for RKSS and RKSM; the
winds/temps aloft forecasts for RKSS and RJAA; TAFs and METARs for
RJAA, RJTT, and RJCC; and PIREPs for the Pacific as covered by HNL
and OAK.)
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Quick Reference Information

Hourly Reports, Special Observations, and Terminal
Forecasts
Example:
02 STATIONS KJFK,YQX,BIKF,EINN
Single Report Types

Example:
02 STATIONS FT KJFK KMIA CYQX EGKK RJAA
Table 45-2
Single Report Types
Report
Code
Surface Observations (METARs)
SAa
Area Forecast
FA
Terminal Forecast (TAFs)
FT/FC/FT1/FC1
Winds and Temperatures Aloft
FD
NOTAMs
NO
PIREPs
UA
SIGMETs (All)
WS
AIRMETs
WA
Convective Outlook
AC
Severe Weather Warnings
WW
Severe Weather Alert
AW
Typhoon Reports
WT
Hurricane Reports
WT
High Surf Advisory
WO
Radar Reports
SD
Short-term European TAFs
FC
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Table 45-2 Single Report Types (continued)

Report
Code
Recall current and previous TAFs
FT1
Recall current and previous short-term TAFs
FC1
a.METAR reports can be requested for the latest observation and

up to 24 hours in the past. Using a number after the code SA indicates how many past hours worth of METAR observations you are
requesting. For example, SA0 would only provide the most recent
observation. SA12 would provide the past 12 hours of METAR
observations. If SA is entered without a number, the default is the
last 3 hours.
Multiple Reports/Complete Briefings

Example:
02 STATIONS KJFK 1, KMIA 3, CYQX 0
Table 45-3
Report Types
Code Level
All Reports
TAF, METAR, NO
TAF, METAR, NO, UA, FD
TAF, METAR, NO, UA, AC, AW, WA, WO, WS, WT,
WW
UA, FD
TAF, METAR, UA, FD
TAF, METAR, UA, AC, AW, WA, WO, WS, WT,

WW, FD
AC, AW, WA, WO, WS, WT, WW
UA, AC, AW, WA, WO, WS, WT, WW
FD, UA, AC, WA, WS, WT, WW
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Multiple Reports Codes
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Great Circle Weather Briefing

Example:
02 STATIONS G/JFK-MIA
or
02 STATIONS G/KJFK-EBBR
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C HAPTER 46
Text Weather
Text Weather
Overview
Overview
Text weather is available through various JetPlan user interfaces such as JetPlanner, Jeppesen
Dispatch Control, and JetPlan.com or via SITA/ARINC. In addition, customized text weather
briefs can be produced to meet specialized dispatch and operational needs. These include
custom TAFs, detailed route briefings, passenger weather briefings, and climatology data.
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Text Weather
Types Of Weather Reports

You may retrieve a variety of text weather reports through the Jeppesen Weather Service.
Each type of report has a unique code to identify the specific request. This section reviews all
of the available report types and the associated codes.
Terminal Forecasts And Surface Observations

To request current station forecasts (TAF) and the last two hours of surface observations
(METARs) plus special reports (SPECI), enter the station's ICAO or IATA identifier on the
Stations command line. ICAO or IATA identifiers may be used for both U.S. and International
stations. If more than one station is requested, separate each station identifier by a comma.
Example:
01 OPTIONS WX
02 STATIONS OEJN,LFPG,EINN,CYYR,YYZ,ORD
Surface Observations And Special Reports

The NWS code for surface observations is SA. To request the last two hours of METARs, plus
any SPECI reports, enter the station's ICAO identifier, a space, and SA on the Stations
command line. If more than one station is requested, separate each request with a comma. Or,
enter SA followed by a space and one or more station identifiers, each separated with a space.
If more than the last two hours of METARs are desired, input the number of hours desired
after SA. This feature allows up to the last 24 hours of observations to be output. If more than
one station is desired, separate each station by a space.
Example:
01 OPTIONS WX
02 STATIONS EDDF SA,EGLL SA,KJFK SA,BOS SA
- or 02 STATIONS SA EDDF EGLL KJFK BOS
- or 02 STATIONS SA12 EDDF EGLL KJFK BOS
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Text Weather
Regional Reports
Regional Surface Observations (METARs)
Regional surface observations (METARs) are obtained by specifying the NWS weather
bulletin code BU, a slash, and the area number. A list of codes and the associated areas
covered is provided below.
Table 46-1
NWS Weather Bulletins: Regional Surface Observations (METARs)
Bulletin
Area
Bulletin
Area
BU/200
New England States
BU/210
Southwestern States
BU/201
Eastern States
BU/211
Pacific NW States
BU/202
Mid-Atlantic States
BU/212
Pacific States
BU/203
Southeastern States
BU/213
Western Military Bases
BU/204
Great Lakes States
BU/214
Eastern Military Bases
BU/205
Ohio Valley
BU/215
Eastern Canada
BU/206
Northern Plains
BU/216
Western Canada
BU/207
Great Plains States
BU/217
Mexico and Caribbean
BU/208
Gulf Coast States
BU/290
Alaska
BU/209
Northern Rockies
BU/291
Hawaii
Example:
01 OPTIONS WX
02 STATIONS BU/201,BU/205
Terminal Forecasts (TAFs)

To obtain regional Terminal Forecasts (TAFs), use the following NWS weather bulletin
number.
Table 46-2
NWS Weather Bulletins: Regional Terminal Forecasts (TAFs)
Bulletin
Area
Bulletin
Area
BU/246
New England States
BU/255
Northern Rockies
BU/247
Eastern States
BU/256
Southwestern States
BU/248
Mid-Atlantic States
BU/257
Pacific Northwest States
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Text Weather
Table 46-2
NWS Weather Bulletins: Regional Terminal Forecasts
Bulletin
Area
Bulletin
Area
BU/249
Southeastern States
BU/258
Pacific States
BU/251
Ohio Valley
BU/259
Eastern States
BU/252
Northern Plains
BU/260
Western States
BU/253
Great Plains States
BU/292
Alaska
BU/254
Gulf Coast States
BU/293
Hawaii
Example:
01 OPTIONS WX
02 STATIONS BU/246,BU/255
In addition, the following stations provide hourly weather reports in the Mexico region.
Table 46-3
Mexico Region: Hourly Reports
City
Station
City
Station
Mexico City
MMMX
Cozumel
MMCZ
Guadalajara
MMEX
Durango
MMDO
Hermosillo
MMHO
Torreon
MMTC
La Paz (Baja)
MMLP
Veracruz
MMVR
Mazatlan
MMMZ
Nuevo Laredo
MMNL
Monterrey
MMMY
Guaymas
MMGM
Chihuahua
MMCU
Merida
MMMD
Culiacan
MMCL
Tampico
MMTM
Cancun
MMUN
Tijuana
MMTJ
Puerto Vallarta
MMPR
Manzanillo
MMZOD.
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Text Weather
Terminal Forecasts
The NWS code for terminal forecasts is FT. To request the current station forecast (TAF)
information, specify the station's ICAO identifier, a space, and FT on the Stations command
line. If more than one station request is needed, separate each request by a comma. Another
entry method is to specify FT followed by a space and one or more station identifiers. Separate
each station identifier with a space.
NOTE
To specify both a current and previous TAF, use the command FT1.
Example:
01 OPTIONS WX
02 STATIONS CYYR FT,BIKF FT,EINN FT
- or 02 STATIONS FT CYYR BIKF EINN
Area Forecast
The NWS code FA provides Area Forecasts. The stations listed after the examples all provide
area forecast information. (The entries in parentheses indicate special function sites.)
Example:
01 OPTIONS WX
02 STATIONS SFO FA,YYZ FA,MMMX FA
- or 02 STATIONS FA SFO YYZ MMMX

Table 46-4
United States: Area Forecast Stations
Area
Station
West Coast
SFO
Rocky Mountains
SLC
Great Lakes
CHI
South Gulf Coast
DFW
Florida
MIA
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Text Weather
Table 46-4
United States: Area Forecast Stations (continued)
Area
Station
New England
BOS
Anchorage
ANC
Fairbanks
FAI
Juneau
JNU
Hawaii
PHFO
Table 46-5
International: Area Forecast Stations
Area
Station
Southern Brazil
SBBR
South Pacific
NFFN
Trinidad Tobago
TTPP
Caribbean and Gulf of Mexico
KKCI
Mexico
MMMX
Bahamas
MYNN
NOTAMs - Jeppesen NOTAM Service

To retrieve various NOTAM information, use the following codes on the Stations command
line.
Table 46-6
NOTAM Codes
Format
Code
Jeppesen's NOTAM format
NO
ICAO NOTAM format
NOI
FIR/UIR Jeppesen's NOTAM format
NOF
FIR/UIR ICAO format
NOFI
Example:
01 OPTIONS WX
02 STATIONS LAX NO,DEN NOI,EBBU NO,LFPG NOI
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Text Weather
- or 02 STATIONS NO LAX DEN EBBU LFPG
- or 02 STATIONS EBBU NOF, EBUR NOFI
- or 02 STATIONS NOF EDLL EBBU SAEF
The following is a list of electronic source NOTAMs and paper source published NOTAMs
contained in official publications available through the Jeppesen NOTAM Service.
ICAO International Class I/System NOTAMs
U.S. D NOTAMs
U.S. FDC NOTAMs
U.S. Military NOTAMs
SNOWTAMs
ICAO International Class II NOTAMs
Aeronautical Information Publications (AIP)
AIP Supplement
Aeronautical Information Circular (AIC)
U.S. Airport Facility Directory (AF/D)
U.S. National Flight Daily Digest (NFDD)
U.S. International Notices To Airmen
U.S. Notices to Airmen
Winds and Temperatures Aloft

The NWS code for winds and temperatures aloft is FD. To request winds and temperatures
aloft information, specify the station's identifier, a space, and FD on the Stations command
line. If more than one station is requested, separate each request by a comma. Another entry
method is to specify FD followed by a space and one or more station identifiers. Separate each
station identifier with a space. The standard winds and temps aloft report provides winds and
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Text Weather
temps forecast for winds between 6,000 ft and 39,000 ft. The forecast uses NWS GRIB
numerical forecast data from the global GFS model, which is the same model used to provide
winds and temps in the JetPlan flight planning system.
Example:
01 OPTIONS WX
02 STATIONS LAX FD,DEN FD,JFK FD
- or 02 STATIONS FD LAX DEN JFK
- or 02 STATIONS KLAX FD,KDEN FD,EBBR FD,RJAA FD
- or 02 STATIONS FD KLAX KDEN EBBR RJAA
Jeppesen winds and temperatures aloft are derived using GRIB numerical forecast data that is
interpolated to the airport location. The standard wind and temperature format provides for
altitudes between FL060 and FL390. Jeppesen also provides a low-level format (FDL) that
provides winds and temperatures from FL030 to FL240, as well as a high level format (FDH)
that provides winds and temperatures from FL120 to FL500.
To obtain-high altitude forecast winds and temperatures between 12,000 and 50,000 ft., use
the code FDH in place of FD.
Example:
01 OPTIONS WX
02 STATIONS KLAX FDH,EBBR FDH,RJAA FDH
- or To obtain low altitude forecast winds between 3,000 and 24,000 ft, use the code FDL in place
of FD.
02 STATIONS FDL KLAX EBBR RJAA
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Text Weather
Pilot Reports - PIREPs

U.S. PIREPs
The NWS code for U.S. PIREPs is UA. To access PIREPs, enter the IATA or ICAO airport
identifier followed by the UA code. If listing multiple stations, separate each station request
with a comma. Another entry method is to specify the code first followed by one or more
stations with a space separating each entry.
Example:
01 OPTIONS WX
02 STATIONS LAX UA, DEN UA, KJFK UA
- or 02 STATIONS UA LAX DEN JFK
SIGMETs
SIGMETs, AIRMETs - U.S.
The NWS code for SIGMETs is WS. The NWS code for AIRMETs is WA. Enter the IATA
three-letter airport identifier followed by the appropriate NWS code to receive SIGMET
and/or AIRMET information. Reports are available in the U.S. for the following areas.
Table 46-7
United States: SIGMET/AIRMET Stations
AREA
STATION
AREA
STATION
West Coast
SFO
Northeast U.S.
BOS
Inter-Mountain West
SLC
Fairbanks
FAI
Great Lakes and

Great Plains
CHI
Anchorage
ANC
Southern Plains
DFW
Juneau
JUN
Southeast U.S.
MIA
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Text Weather
Example:
01 OPTIONS WX
02 STATIONS SLC WS, CHI WA
Convective SIGMETs - U.S.

Convective SIGMETs (NWS code: WS) are available for the following U.S. areas.
Table 46-8
United States: Convective SIGMET Stations
AREA
STATION
Central U.S.
KKCI WSUS32
Western U.S.
KKCI WSUS33
Eastern U.S.
KKCI WSUS31
Example:
01 OPTIONS WX
02 STATIONS KKCI WSUS31
Convective Outlook - U.S.

The NWS code for a convective outlook is AC. A convective outlook report is available for
the United States through the following station only.
Table 46-9
United States: Convective Outlook Stations
AREA
STATION
United States
KWNS
Example:
01 OPTIONS WX
02 STATIONS KWNS AC
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Text Weather
SIGMETs - Atlantic, Pacific, Caribbean and Canadian

Areas
To recall the latest significant weather for Atlantic, Pacific, Caribbean and Canadian areas, use
the NWS code for SIGMETs (WS). The following stations are available for reports.
Table 46-10
Atlantic, Pacific, Caribbean, and Canadian: SIGMET Stations
Area
Station
Area
Station
Caribbean Area
KMIA
Eastern Quebec
CWXK
Eastern Pacific Area
KSFO
Western/Northern Quebec
CWUL
North Atlantic Area
KJFK
Ontario
CWTO
Caribbean Area
TJSJ
Manitoba/Saskachewan/Alberta
CWEG
Central Pacific Area
PHNL
Northern Territory/Arctic
CWNT
Canadian Maritimes
CYQX
British Columbia/Yukon
CWLW
Example:
01 OPTIONS WX
02 STATIONS TJSJ WS, CYXY WS
Severe Weather Watches and Warnings

The NWS code for Severe Weather Warnings is WW. Severe Weather Watches and
Warnings, as posted by NSSFC, are available for the United States through the following
station.
Table 46-11
United States: Severe Weather Watches and Warnings Stations
Area
Station
United States
KWNS
Example:
01 OPTIONS WX
02 STATIONS KWNS WW
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Text Weather
In addition, Severe Weather Warnings (WW) for other regions are available by specifying the
following stations.
Table 46-12
Other Regions: Severe Weather Warnings Stations
AREA
STATION
North Atlantic, Gulf of Mexico and Caribbean for

Tropical Storms
KWBC
Western Pacific for Tropical Storms
PGTW
Japan and Western Pacific Area for Tropical Storms
RJTD
Example:
01 OPTIONS WX
02 STATIONS KWBC WW, RJTD WW
Typhoon, Hurricane Reports

The NWS code for typhoon and hurricane activity information is WT. Reports are available
for the following areas.
Table 46-13
Other Regions: Typhoon and Hurricane Report Stations
AREA
STATION
Central Pacific
PHNL
Philippines
RPMM
Western Pacific
PGTW
South Pacific
NFFN
Eastern Pacific, Western Atlantic, Gulf of Mexico and Caribbean
KNHC
Example:
01 OPTIONS WX
02 STATIONS KNHC WT, PHNL WT
NWS Meteorological Forecast Discussion

The NWS code FP provides the public forecasts for U.S. stations that have NWS forecast
offices. Information includes a short term forecast, a long term forecast, maximum and
minimum temperatures for up to three days, and the chance of precipitation.
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Text Weather
Example:
01 OPTIONS WX
02 STATIONS BOU FP
NWS Offshore Marine Forecast

The NWS code FZ provides the public forecasts for coastal U.S. stations that have NWS
forecast offices. Information includes marine warnings and advisories.
Example:
01 OPTIONS WX
02 STATIONS MTR FZ
ATC Center Weather Summary

The NWS code which provides weather reports from Air Traffic Control Centers within the
U.S. is the same as the area forecast code. To obtain this information, the Air Traffic Control
Center station identifier must be specified along with the FA code. These reports are known as
Meteorological Impact Statements and are issued by a NWS forecaster stationed within the
ARTCC.
Example:
01 OPTIONS WX
02 STATIONS KZMP FA
Multiple Reports
Multiple report combinations can be obtained through a unique numeric identifier. By entering
the station and the numeric code desired, several reports can be gathered at once while
minimizing keystrokes and time. The report combinations and the associated code numbers
are listed below.
Table 46-14
Multiple Reports Codes
Report Types
Code Level
All Reports
FT, SA, NO
FT, SA, NO, UA, FD
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Text Weather
Table 46-14
Multiple Reports Codes (continued)
Report Types
Code Level
FT, SA, NO, UA, AC, AW, WA, WO, WS, WT, WW
UA, FD
FT, SA, UA, FD
FT, SA, UA, AC, AW, WA, WO, WS, WT, WW, FD
AC, AW, WA, WO, WS, WT, WW
UA, AC, AW, WA, WO, WS, WT, WW
FD, UA, AC, WA, WS, WT, WW
Example:
01 OPTIONS WX
02 STATIONS SFO 3,MIA 0,DEN 4
The following list reviews the individual reports available and their NWS codes.
Table 46-15
NWS Report Codes
Report
Code
Surface Observation (METAR)
SA
Area Forecast
FA
Terminal Forecast (TAF)
FT
Winds and Temperature Aloft
FD
NOTAMs
NO
PIREPs
UA
AIRMETs
WA
SIGMETs
WS
Convective Outlook
AC
Severe Weather Warning
WW
Typhoon/Hurricane Reports
WT
Radar Reports
SD
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Text Weather
Great Circle Weather

The Great Circle weather option provides terminal forecasts, surface observations, PIREPs,
NOTAMs, wind and temperature aloft forecasts, and SIGMETs for enroute stations, departure
airports, arrival airports, and alternate airports.
The enroute segment information directly corresponds to the subset of Great Circle
checkpoints using weather reporting stations located usually within 50 nautical miles of those
checkpoints. The subset of checkpoints that is selected provides an approximately equal
distance between reporting stations. The magnitude of this distance is determined from the
total Great Circle mileage and adequately covers significant geographic variations in current
and forecasted weather.
To enter a great circle weather request, input the letter G, followed by a slash, and the station
identifiers. Use IATA three-letter codes for U.S., Canada, and Mexico stations. Use ICAO
codes for all other stations.
Example:
01 OPTIONS WX
02 STATIONS G/SFO-LAX
- or 02 STATIONS G/JFK-EBBR
The Great Circle feature automatically incorporates weather information for three reporting
stations closest to the POA airport. However, you may also specify your own alternate
stations.
Example:
01 OPTIONS WX
02 STATIONS G/SFO-LAX(ONT+LAS+PSP)
- or 02 STATIONS G/JFK-EBBR(EHAM+ELLX+LFPG)
The Great Circle feature allows additional text weather briefings to be requested on the same
line.
Example:
01 OPTIONS WX
02 STATIONS G/SFO-LAX,SAN 3,SNA NO
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Text Weather
- or 02 STATIONS G/JFK-EBBR(EHAM+ELLX),LFPG NO,LFPO FD
Weather Enroute
Flight planning users can customize text weather reports along their actual route of flight. The
WXE option provides a user-defined set of reports for terminal and enroute stations. Users can
customize the list of reports by selecting the Databases tab on JetPlan.com and then selecting
the WXE tab. If users do not create their own set of reports, a default set of reports is
provided.
The enroute segment information directly corresponds with a subset of flight plan checkpoints
using weather reporting stations located within approximately 75 nautical miles of those
checkpoints. The checkpoints are selected to provide equal distance separation between
reporting stations. This distance is based on the total flight plan mileage so that the number of
points adequately covers significant geographic variations in current and forecasted weather.
For Point-of-Arrival entries in the United States and Canada, weather for three surrounding
stations within 100 miles is provided when possible.
A flight plan request for the enroute weather can be made by entering WXE after FP on the
Example:
01 OPTIONS FP,WXE
To add enroute weather information to a flight plan that has already been computed, enter
WXE followed by the flight plan transaction number (no space) on the Options command line.
Example:
01 OPTIONS WXE1234
This example requests enroute weather for flight plan number 1234, which was already
computed. Enroute weather may also be appended to multiple flight plans that have been
previously computed by separating the plan numbers with commas.
Example:
01 OPTIONS WXE1234,5678,4567
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C HAPTER 47
Graphic Weather
Graphic Weather
Overview
Overview
Jeppesen has a full-service meteorology department that produces and supports a robust
selection of weather maps.
The Jeppesen Weather Service is a 24 x 7 operation that is fully staffed with qualified aviation
meteorologists. It conforms to the recommended practices outlined in the ICAO Annex
3/WMO Technical Regulations (Chapter 9), and it is run in compliance with Federal Aviation
Regulations (FAR 91, 121, and 135).
Our meteorologists utilize every available data source to produce the most accurate and up-todate weather maps in the industry today. They develop forecast and analysis maps and use
advanced computer resources to process and disseminate a full line of weather products,
including: NEXRAD radar, GOES, MTSAT, and MeteoSat satellite images, and a wide
variety of other specialty maps.
All weather maps produced by the Jeppesen Weather Service are listed in this chapter. Many
of these maps may be accessed through the JetPlan system, given the proper option codes,
equipment, and/or software. Most of these maps are available through fax forwarding from the
JeppFax system.
Accessing Weather Maps Through JetPlan

To access the weather maps produced by the Jeppesen Weather Service, you must use a
Jeppesen-provided application, such as JetPlan.com, JetPlanner, or Jeppesen Dispatch
Control. The FF maps codes provided below are used to fax forward a map.
NOTE You can also save the FF code to the Flight Brief database so that it can be
used in EasyBrief. For example, the FF code for the High-level Significant Weather
map for Europe would be EUHISIG12.
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Weather Maps
Weather Maps
This section provides table listings of all maps available through the Jeppesen Weather
Service. The maps are listed alphabetically by region and are categorized by the type of map
produced (satellite, radar, and so on). The items in the table column, FF CODE, are the
product identifiers for retrieving maps through the JetPlan system using the fax forwarding
option. These codes are relatively new to the JetPlan system; therefore, old product identifiers
are included in parentheses (if applicable). While the old codes are still usable, the new codes
provide many more map options. Either set of codes (old or new) may be specified in a fax
forwarding request to retrieve a map.
Africa
Table 47-1
Type: Satellite (Africa)
Title
Description
Update
FF Code
MeteoSat IR Image
Current 12km infrared

satellite image
Every 6 hrs
AFSATIR00 (G890)
Table 47-2
Type: Surface & Low-level Significant Weather (Africa)
Title
Description
Update
FF Code
Surface Analysis
Current surface analysis
Every 6 hrs
AFSFCWX00
Surface Depiction
Depicts current flight

conditions at selected
airports for Africa
Every hr
AFWXDEP00
Surface Wx 24
Depicts 24 hour surface
Every 12 hrs
AFSFCWX24
Hour Forecast
weather forecast
conditions
Table 47-3
Type: High-level Significant Weather (Africa)
Title
Description
Update
FF Code
Significant Wx Forecast
Depicts 12 hour forecast

of significant features
between FL240 and
FL600
Every 6 hrs
AFHISIG12 (NT18)
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Table 47-4
Type: Winds And Temps Aloft (Africa)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
AFWT05024 (AR85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
AFWT10024 (AR70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
AFWT18024 (AR50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
AFWT24024 (AR40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
AFWT30024 (AR30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
AFWT34024 (AR25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
AFWT39024 (AR20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
AFWT45024 (AR15)
Table 47-5
Type: Aviation Hazards (Africa)
Title
Description
Update
FF Code
Tropical Cyclone Tracks
Depicts current and

forecast positions of
tropical systems
Every 6 hrs
AFHURCN00
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Asia
Table 47-6
Type: Satellite (Asia)
Title
Description
Update
FF Code
GMS IR Image
Current GMS 5km

infrared satellite image
Every hr
ASSATIR00 (G841)
GMS Visible Image
Current GMS 5km

visible satellite image
Every hr (daylight hrs)
ASSATVS00
GMS IR & Single Site

Radar Composite
Current GMS 5km

infrared satellite and
NEXRAD 2km single
site (Guam) base
reflectivity composite
Every hr
ASSATRA00
Table 47-7
Type: Surface & Low-level Significant Weather (Asia)
Title
Description
Update
FF Code
Surface Analysis
Every hr
ASSFCWX00
Surface Depiction

airports for Asia
Every hr
ASWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
ASSFCWX24
Table 47-8
Type: High-level Significant Weather (Asia)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
ASHISIG12 (AS10)
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Table 47-9 Type: Winds And Temps Aloft (Asia)

Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
ASWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
ASWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
ASWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
ASWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
ASWT30024
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
ASWT34024 (AS25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
ASWT39024 (AS20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
ASWT45024 (AS15)
Table 47-10
Type: Aviation Hazards (Asia)
Title
Description
Update
FF Code
Hurricane/Typhoon
Tracks
Depicts current and

tropical systems
Every 6 hrs
ASHURCN00 (WPWT)
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Weather Maps
Australia
Table 47-11
Type: Satellite (Australia)
Title
Description
Update
FF Code
GMS IR Image
Current GMS 12km

Every 3 hrs
AUSATIR00 (G843)
GMS Visible Satellite

Image
Current GMS 12km

Every 3 hrs (daylight

hrs)
AUSATVS00
Table 47-12 Type: Surface & Low-level Significant Weather (Australia)

Title
Description
Update
FF Code
Surface Analysis
Every hr
AUSFCWX00
Surface Depiction

airports for Australia
Every hr
AUWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
AUSFCWX24
Table 47-13
Type: High-level Significant Weather (Australia)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 12 hrs
AUHISIG12 (AP10)
Table 47-14
Type: Winds And Temps Aloft (Australia)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
AUWT05024 (AF85)
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Weather Maps
Table 47-14
Type: Winds And Temps Aloft (Australia) (continued)
Title
Description
Update
FF Code
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
AUWT10024 (AF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
AUWT18024 (AF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
AUWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
AUWT30024 (AF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
AUWT34024 (AF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
AUWT39024 (AF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
AUWT45024 (AF15)
Table 47-15
Type: Aviation Hazards (Australia)
Title
Description
Update
FF Code
Tropical Cyclone Tracks
Depicts current and

tropical systems
Every 6 hrs
AUHURCN00
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Weather Maps
Canada
Table 47-16
Type: Satellite (Canada)
Title
Description
Update
FF Code
GOES IR Image
GOES 8km infrared

satellite image
Every 30 min
CNSATIR00 (G800)
GOES Visible Satellite

Image
GOES 8km visible

satellite image
Every 30 min (daylight

hrs)
CNSATVS00 (G900)
Table 47-17
Type: Surface & Low-level Significant Weather (Canada)
Title
Description
Update
FF Code
Surface Analysis
Every hr
CNSFCWX00
Surface Depiction

airports for Canada
Every hr
CNWXDEP00 (CNWX)
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
CNSFCWX24 (CN03)
Table 47-18
Type: High-level Significant Weather (Canada)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
CNHISIG12 (CN10)
Table 47-19
Type: Winds and Temps Aloft (Canada)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
CNWT05024 (CF85)
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Graphic Weather
Weather Maps
Table 47-19
Type: Winds and Temps Aloft (Canada) (continued)
Title
Description
Update
FF Code
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
CNWT10024 (CF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
CNWT18024 (CF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
CNWT24024 (CF40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
CNWT30024 (CF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
CNWT34024 (CF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
CNWT39024 (CF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
CNWT45024 (CF15)
Table 47-20
Type: Aviation HazardS (Canada)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
CNHURCN00 (NTWT)
Caribbean
Table 47-21
Type: Satellite (Caribbean)
Title
Description
Update
FF Code
GOES IR Image
GOES 24km infrared

satellite image
Every 30 min
CASATIR00 (G804)
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Weather Maps
Table 47-21
Type: Satellite (Caribbean) (continued)
Title
Description
Update
FF Code

Image
GOES 24km visible

satellite image

hrs)
CASATVS00 (G910)
GOES IR & Single Site

Radar Composite
GOES 4km infrared

satellite and NEXRAD
2km single site (San
Juan) base reflectivity
composite
Every hr
CASATRA00
Table 47-22
Type: Surface & Low-level Significant Weather (Caribbean)
Title
Description
Update
FF Code
Surface Analysis
Every hr
CASFCWX00
Surface Depiction

airports for Caribbean
Every hr
CAWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
CASFCWX24
Table 47-23
Type: High-level Significant Weather (Caribbean)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
CAHISIG12 (US10)
Table 47-24
Type: Winds And Temps Aloft (Caribbean)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
CAWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
CAWT10024
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Graphic Weather
Weather Maps
Table 47-24
Type: Winds And Temps Aloft (Caribbean) (continued)
Title
Description
Update
FF Code
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
CAWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
CAWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
CAWT30024
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
CAWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
CAWT39024
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
CAWT45024
Table 47-25
Type: Aviation Hazards (Caribbean)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
CAHURCN00 (NTWT)
East Pacific
Table 47-26
Type: Satellite (East Pacific)
Title
Description
Update
FF Code
GOES IR Image
Current GOES 4km

Every 30 min
EPSATIR00 (G877)

Image
Current GOES 1km


hrs)
EPSATVS00
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Weather Maps
Table 47-27
Type: Surface & Low-level Significant Weather (East Pacific)
Title
Description
Update
FF Code
Surface Analysis
Every hr
EPSFCWX00
Surface Depiction

airports for East Pacific
Every hr
EPWXDEP00
Surface Wx Forecast
24 hour surface weather

forecast
Every 12 hrs
EPSFCWX24 (US03)
Table 47-28
Type: High-level Significant Weather (East Pacific)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
EPHISIG12
Table 47-29
Type: Winds And Temps Aloft (East Pacific)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
EPWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
EPWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
EPWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
EPWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
EPWT30024
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Graphic Weather
Weather Maps
Table 47-29
Type: Winds And Temps Aloft (East Pacific) (continued)
Title
Description
Update
FF Code
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
EPWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
EPWT39024
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
EPWT45024
Table 47-30
Type: Aviation Hazards (East Pacific)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 3 hrs
EPHURCN00
Europe
Table 47-31
Type: Satellite (Europe)
Title
Description
Update
FF Code
MeteoSat IR Image
Current composite 24km

Every 3 hrs
EUSATIR00
MeteoSat Hi-Res IR
Image
Current MeteoSat 5km

Every 6 hrs
EUSATHR00 (G891)
Table 47-32
Type: Surface & Low-level Significant Weather (Europe)
Title
Description
Update
FF Code
Surface Analysis
Every 6 hrs (valid at 00,

06, 12, 18 UTC)
EUSFCWX00 (EUSF)
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Weather Maps
Table 47-32
Type: Surface & Low-level Significant Weather (Europe) (continued)
Title
Description
Update
FF Code
Surface Depiction

airports for Europe
Every hr
EUWXDEP00 (EUWX)
Surface Wx Forecast

forecast
Every 12 hrs
EUSFCWX24 (EU03)
Table 47-33
Type: High-level Significant Weather (Europe)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
EUHISIG12 (EU18)
850mb (FL 050)

Analysis
850mb height and

temperature analysis
Every 12 hrs
EUUA05000
700mb (FL 100)

Analysis
700mb height and

Every 12 hrs
EUUA10000
500mb (FL 180)

Analysis
500mb height and

Every 12 hrs
EUUA18000
400mb (FL 240)

Analysis
400mb height and wind

speed analysis
Every 12 hrs
EUUA24000
300mb (FL 300)

Analysis

speed analysis
Every 12 hrs
EUUA30000
250mb (FL 340)

Analysis

speed analysis
Every 12 hrs
EUUA34000
200mb (FL 390)

Analysis

speed analysis
Every 12 hrs
EUUA39000
150mb (FL 450)

Analysis

speed analysis
Every 12 hrs
EUUA45000
Table 47-34
Type: Winds And Temps Aloft (Europe)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
EUWT05024 (EF85)
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Graphic Weather
Weather Maps
Table 47-34
Type: Winds And Temps Aloft (Europe) (continued)
Title
Description
Update
FF Code
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
EUWT10024 (EF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
EUWT18024 (EF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
EUWT24024 (EF40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
EUWT30024 (EF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
EUWT34024 (EF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
EUWT39024 (EF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
EUWT45024 (EF15)
Europe/Asia
Table 47-35
Type: Satellite (Europe/Asia)
Title
Description
Update
FF Code
MeteoSat IR Image

Every 3 hrs
EASATIR00 (G824)
Table 47-36
Type: Surface & Low-level Significant Weather (Europe/asia)
Title
Description
Update
FF Code
Surface Analysis
Every hr
EASFCWX00
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Graphic Weather
Weather Maps
Table 47-36
Type: Surface & Low-level Significant Weather (Europe/asia) (continued)
Title
Description
Update
FF Code
Surface Depiction

airports for Europe/Asia
Every hr
EAWXDEP00
Surface Wx Forecast

forecast
Every 12 hrs
EASFCWX24
Table 47-37
Type: High-level Significant Weather (Europe/asia)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 12 hrs
EAHISIG12 (AS10)
Table 47-38
Type: Winds And Temps Aloft (Europe/asia)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
EAWT05024 (AS85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
EAWT10024 (AS70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
EAWT18024 (AS50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
EAWT24024 (AS40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
EAWT30024 (AS30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
EAWT34024 (AS25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
EAWT39024 (AS20)
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Graphic Weather
Weather Maps
Table 47-38 Type: Winds And Temps Aloft (Europe/asia) (continued)

Title
Description
Update
FF Code
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
EAWT45024 (AS15)
Table 47-39
Type: Aviation Hazards (Europe/asia)
Title
Description
Update
FF Code
Tropical
Cyclone/Typhoon Tracks
Depicts current and

tropical systems
Every 6 hrs
EAHURCN00
Indian Ocean
Table 47-40
Type: Satellite (Indian Ocean)
Title
Description
Update
FF Code
MeteoSat IR Image
Current MeteoSat 5 8km

Every hr
IOSATIR00
MeteoSat Visible
Satellite Image

IOSATVS00
Table 47-41
Type: Surface & Low-level Significant Weather (Indian Ocean)
Title
Description
Update
FF Code
Surface Analysis
Every hr
IOSFCWX00
Surface Depiction

airports for Indian Ocean
Every hr
IOWXDEP00
Surface Wx Forecast

forecast
Every 12 hrs
IOSFCWX24
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Graphic Weather
Weather Maps
Table 47-42
Type: High-level Significant Weather (Indian Ocean)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
IOHISIG12 (IO10)
Table 47-43
Type: Winds and Temps Aloft (Indian Ocean)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
IOWT05024 (IO85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
IOWT10024 (IO70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
IOWT18024 (IO50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
IOWT24024 (IO40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
IOWT30024 (IO30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
IOWT34024 (IO25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
IOWT39024 (IO20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
IOWT45024 (IO15)
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Graphic Weather
Weather Maps
Table 47-44 Type: Aviation Hazards (Indian Ocean)

Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 3 hrs
IOHURCN00
Mexico
Table 47-45
Type: Satellite (Mexico)
Title
Description
Update
FF Code
GOES IR Image
GOES 24km infrared

satellite image
Every 30 min
MXSATIR00 (G800)

Image
GOES 24km visible

satellite image

hrs)
MXSATVS00 (G900)
Table 47-46
Type: Surface & Low-level Significant Weather (Mexico)
Title
Description
Update
FF Code
Surface Analysis
Every hr
MXSFCWX00
Surface Depiction

airports for Mexico
Every hr
MXWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
MXSFCWX24
Table 47-47
Type: High-level Significant Weather (Mexico)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
MXHISIG12
February 19, 2015

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Weather Maps
Table 47-48
Type: Winds And Temps Aloft (Mexico)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
MXWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
MXWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
MXWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
MXWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
MXWT30024
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
MXWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
MXWT39024
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
MXWT45024
Table 47-49
Type: Aviation Hazards (Mexico)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
MXHURCN00 (NTWT)
JetPlan User Manual
1144
February 19, 2015

Graphic Weather
Weather Maps
Middle East
Table 47-50
Type: Satellite (Middle East)
Title
Description
Update
FF Code
MeteoSat IR Image

Every hr
MESATIR00
MeteoSat Visible
Satellite Image

MESATVS00
Table 47-51
Type: Surface & Low-level Significant Weather (Middle East)
Title
Description
Update
FF Code
Surface Analysis
Every 6 hrs
MESFCWX00
Surface Depiction

airports for Middle East
Every hr
MEWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
MESFCWX24
Table 47-52
Type: High-level Significant Weather (Middle East)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
MEHISIG12
Table 47-53
Type: Winds And Temps Aloft (Middle East)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
MEWT05024
February 19, 2015

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Weather Maps
Table 47-53
Type: Winds And Temps Aloft (Middle East) (continued)
Title
Description
Update
FF Code
FL 100 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
MEWT10024
FL 180 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
MEWT18024
FL 240 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
MEWT24024
FL 300 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
MEWT30024
FL 340 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
MEWT34024
FL 390 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
MEWT39024
FL 450 Wind & Temp

Forecast
GFS wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
MEWT45024
Table 47-54
Type: Aviation Hazards (Middle East)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
MEHURCN00
North Atlantic
Table 47-55
Type: Satellite (North Atlantic)
Title
Description
Update
FF Code
IR Image

Every 3 hrs
NTSATIR00 (G831)
JetPlan User Manual
1146
February 19, 2015

Graphic Weather
Weather Maps
Table 47-56
Type: Surface & Low-level Significant Weather (North Atlantic)
Title
Description
Update
FF Code
Surface Analysis
Every hr
NTSFCWX00
Surface Depiction

airports for North
Atlantic
Every hr
NTWXDEP00
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
NTSFCWX24
Table 47-57 Type: High-level Significant Weather (North Atlantic)

Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
NTHISIG12 (NT10)
ABC NAT Tracks
Depicts current
westbound North
Atlantic Tracks
2300 UTC
NTNTABC00
XYZ NAT Tracks
Depicts current
eastbound North Atlantic
Tracks
1400 UTC
NTNTXYZ00
ABC NAT Tracks

(Mercator)
Depicts current
westbound North
Atlantic Tracks on
Mercator projection
2300 UTC
NTMRABC00 (NATA)
XYZ NAT Tracks

(Mercator)
Depicts current
eastbound North Atlantic
Tracks on Mercator
projection
1400 UTC
NTMRXYZ00 (NATZ)
February 19, 2015

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1147
Graphic Weather
Weather Maps
Table 47-58
Type: Winds and Temps Aloft (North Atlantic)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
NTWT05024 (TF85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
NTWT10024 (TF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
NTWT18024 (TF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
NTWT24024 (TF40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
NTWT30024 (TF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
NTWT34024 (TF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
NTWT39024 (TF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
NTWT45024 (TF15)
Table 47-59 Type: Aviation Hazards (North Atlantic)

Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
NTHURCN00
JetPlan User Manual
1148
February 19, 2015

Graphic Weather
Weather Maps
North Pacific
Table 47-60
Type: Satellite (North Pacific)
Title
Description
Update
FF Code
IR Image

Every 3 hrs
NPSATIR00 (G825)
Table 47-61
Type: Surface & Low-level Significant Weather (North Pacific)
Title
Description
Update
FF Code
Surface Analysis
Every hr
NPSFCWX00 (PNSF)
Surface Depiction

airports for North Pacific
Every hr
NPWXDEP00
Surface Wx Forecast

forecast
Every 12 hrs
NPSFCWX24 (PN03)
Table 47-62
Type: High-level Significant Weather (North Pacific)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
NPHISIG12 (PN10)
North Pacific Tracks
Depicts current
eastbound North Pacific
Tracks
2100 UTC
NPNPOTE00
Depicts current
westbound North Pacific
Tracks
1100 UTC
NPNPOTW00

(Mercator)
Depicts current
eastbound North Pacific
Tracks on Mercator
projection
2100 UTC
NPMROTE00

(Mercator)
Depicts current
westbound North Pacific
Tracks on Mercator
projection
1100 UTC
NPMROTW00
February 19, 2015

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1149
Graphic Weather
Weather Maps
Table 47-63
Type: Winds and Temps Aloft (North Pacific)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
NPWT05024 (PF85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
NPWT10024 (PF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
NPWT18024 (PF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
NPWT24024 (PF40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
NPWT30024 (PF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
NPWT34024 (PF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
NPWT39024 (PF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
NPWT45024 (PF15)
Table 47-64
Type: Aviation Hazards (North Pacific)
Title
Description
Update
FF Code
Hurricane/Typhoon
Tracks
Depicts current and

tropical systems
Every 6 hrs
NPHURCN00 (WPWT)
JetPlan User Manual
1150
February 19, 2015

Graphic Weather
Weather Maps
South America
Table 47-65
Type: Satellite (South America)
Title
Description
Update
FF Code
GOES IR Image
GOES 8km infrared

satellite image
Every 3 hrs
SASATIR00 (G846)

Image
GOES 8km visible

satellite image
Every 3 hrs (daylight

hrs)
SASATVS00
Table 47-66
Type: Surface & Low-level Significant Weather (South America)
Title
Description
Update
FF Code
Surface Analysis
Every hr
SASFCWX00
Surface Depiction

airports for South
America
Every hr
SAWXDEP00
Surface Wx Forecast

forecast
Every 12 hrs
SASFCWX24
Table 47-67
Type: High-level Significant Weather (South America)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
SAHISIG12 (SA10)
Table 47-68
Type: Winds And Temps Aloft (South America)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
SAWT05024 (SF85)
February 19, 2015

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1151
Graphic Weather
Weather Maps
Table 47-68
Type: Winds And Temps Aloft (South America) (continued)
Title
Description
Update
FF Code
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
SAWT10024 (SF70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
SAWT18024 (SF50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
SAWT24024 (SF40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
SAWT30024 (SF30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
SAWT34024 (SF25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
SAWT39024 (SF20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
SAWT45024 (SF15)
Table 47-69
Type: Aviation Hazards (South America)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 3 hrs
SAHURCN00
South Pacific
Table 47-70
Type: Surface & Low-level Significant Weather (South Pacific)
Title
Description
Update
FF Code
Surface Analysis
Every hr
SPSFCWX00
JetPlan User Manual
1152
February 19, 2015

Graphic Weather
Weather Maps
Table 47-70
Type: Surface & Low-level Significant Weather (South Pacific) (continued)
Title
Description
Update
FF Code
Surface Depiction

airports for South Pacific
Every hr
SPWXDEP00
Surface Wx Forecast

forecast
Every 12 hrs
SPSFCWX24
Table 47-71
Type: High-level Significant Weather (South Pacific)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 12 hrs
SPHISIG12
Table 47-72
Type: Winds and Temps Aloft (South Pacific)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
SPWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
SPWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
SPWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
SPWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
SPWT30024
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
SPWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
SPWT39024
February 19, 2015

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1153
Graphic Weather
Weather Maps
Table 47-72
Type: Winds and Temps Aloft (South Pacific) (continued)
Title
Description
Update
FF Code
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
SPWT45024
Table 47-73
Type: Aviation Hazards (South Pacific)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 3 hrs
SPHURCN00
United States
Table 47-74
Type: Satellite (U.S.)
Title
Description
Update
FF Code
GOES IR Image
Current GOES 8km

Every 30 min
USSATIR00 (G800)
GOES Visible Image
Current GOES 8km


hours)
USSATVS00 (G900)
IR & Radar Composite
GOES infrared satellite

& NEXRAD base
Every 30 min
USSATRA00
Table 47-75
Type: Radar (U.S.)
Title
Description
Update
FF Code
Base Reflectivity
NEXRAD 4km base

reflectivity
Every 5 min
USRADBR00 (R001)
Composite
NEXRAD 8km radar

composite
Every 30 min
USRADCP00 (USRA)
JetPlan User Manual
1154
February 19, 2015

Graphic Weather
Weather Maps
Table 47-76
Type: Surface & Low-level Significant Weather (U.S.)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
USSFCWX00 (USSF)
Surface Depiction

U.S. airports
Every hr
USWXDEP00 (USWX)
Surface Wx Forecast

forecast
Every 12 hrs
USSFCWX24 (US03)
Low-level Significant
Wx Forecast
12 hour low-level
forecast conditions
Every 6 hrs
USLOSIG12 (US02)
Low-level Significant
Wx Forecast
24 hour low-level
forecast conditions
Every 12 hrs
USLOSIG24 (US04)
Table 47-77
Type: High-level Significant Weather (U.S.)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
USHISIG12 (US10)
850mb (FL 050)

Analysis
850mb height and

Every 12 hrs
USUA05000 (US8W)
700mb (FL 100)

Analysis
700mb height and

Every 12 hrs
USUA10000 (US7W)
500mb (FL 180)

Analysis
500mb height and

Every 12 hrs
USUA18000 (US5W)
400mb (FL 240)

Analysis

speed analysis
Every 12 hrs
USUA24000
300mb (FL 300)

Analysis

speed analysis
Every 12 hrs
USUA30000 (US3W)
250mb (FL 340)

Analysis

speed analysis
Every 12 hrs
USUA34000 (US2H)
200mb (FL 390)

Analysis

speed analysis
Every 12 hrs
USUA39000 (US2W)
February 19, 2015

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1155
Graphic Weather
Weather Maps
Table 47-77
Type: High-level Significant Weather (U.S.) (continued)
Title
Description
Update
FF Code
150mb (FL 450)

Analysis

speed analysis
Every 12 hrs
USUA45000
Table 47-78
Type: Winds and Temps Aloft (U.S.)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
USWT05024 (US85)
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
USWT10024 (US70)
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
USWT18024 (US50)
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
USWT24024 (US40)
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
USWT30024 (US30)
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
USWT34024 (US25)
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
USWT39024 (US20)
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
USWT45024 (US15)
Table 47-79
Type: Aviation Hazards (U.S.)
Title
Description
Update
FF Code
IFR & Mountain

Obscuration AIRMETs
Current IFR and

mountain obscuration
AIRMETs
Every hr
USIFRWX00
JetPlan User Manual
1156
February 19, 2015

Graphic Weather
Weather Maps
Table 47-79
Type: Aviation Hazards (U.S.) (continued)
Title
Description
Update
FF Code
Turbulence AIRMETs &

Reports
Current turbulence
AIRMET areas and
reports
Every hr
USTURBC00 (USTB)
Icing AIRMETs &

Reports
Current icing AIRMET

areas, freezing levels and
reports
Every hr
USICING00 (ICAN)
SIGMET & Convective

SIGMET Areas
Current SIGMET and

convective SIGMET
areas
Every hr
USSIGMT00 (USCS)
Lifted Index Analysis
Depicts current lifted

index values
Every 6 hrs
USLINDX00 (LIAN)
Lifted Index 12 Hour

Forecast

lifted index values
Every 6 hrs
USLINDX12 (LI12)
Lifted Index 24 Hour

Forecast

lifted index values
Every 6 hrs
USLINDX24 (LI24)
Convective Outlook
Depicts 12-24 hours of

convective and severe
activity
Every 24 hrs
USCVOUT12 (AC01)
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
USHURCN00 (NTWT)
U.S. Regional (Alaska)

Table 47-80
Type: Satellite (Alaska)
Title
Description
Update
FF Code
GOES IR Image
GOES 8km infrared

satellite image
Every 30 min
AKSATIR00 (G828)

Image
GOES 2km visible

satellite image

hrs)
AKSATVS00 (G902)
February 19, 2015

JetPlan User Manual
1157
Graphic Weather
Weather Maps
Table 47-81
Type: Surface & Low-level Significant Weather (Alaska)
Title
Description
Update
FF Code
Surface Analysis
Every hr
AKSFCWX00 (AKSF)
Surface Depiction

airports for Southeast
U.S.
Every hr
AKWXDEP00 (AKWX)
Surface Wx 24 Hour
Forecast

weather forecast
conditions
Every 12 hrs
AKSFCWX24 (AK03)
Table 47-82
Type: High-level Significant Weather (Alaska)
Title
Description
Update
FF Code

between FL240 and
FL600
Every 6 hrs
AKHISIG12
Table 47-83
Type: Winds and Temps Aloft (Alaska)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
AKWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
AKWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
AKWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
AKWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
AKWT30024
JetPlan User Manual
1158
February 19, 2015

Graphic Weather
Weather Maps
Table 47-83
Type: Winds and Temps Aloft (Alaska) (continued)
Title
Description
Update
FF Code
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
AKWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
AKWT39024
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
AKWT45024
U.S. Regional (Hawaii)

Table 47-84
Type: Satellite (Hawaii)
Title
Description
Update
FF Code
GOES IR Image
Current GOES 4km

Every 30 min
HISATIR00 (G847)

Image
Current GOES 1km


hrs)
HISATVS00
GOES IR & Single Site

Radar Composite
GOES 4km infrared

satellite and NEXRAD
2km single site
(Molokai) base
Every 30 min
HISATRA00
Table 47-85
Type: Surface & Low-level Significant Weather (Hawaii)
Title
Description
Update
FF Code
Surface Depiction

airports for Hawaii
Every hr
HIWXDEP00
February 19, 2015

JetPlan User Manual
1159
Graphic Weather
Weather Maps
Table 47-86
Type: Winds and Temps Aloft (Hawaii)
Title
Description
Update
FF Code
FL 050 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 050
Every 6 hrs
HIWT05024
FL 100 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 100
Every 6 hrs
HIWT10024
FL 180 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 180
Every 6 hrs
HIWT18024
FL 240 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 240
Every 6 hrs
HIWT24024
FL 300 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 300
Every 6 hrs
HIWT30024
FL 340 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 340
Every 6 hrs
HIWT34024
FL 390 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 390
Every 6 hrs
HIWT39024
FL 450 Wind & Temp

Forecast
AVN wind and

temperature 24 hour
forecast at FL 450
Every 6 hrs
HIWT45024
Table 47-87
Type: Aviation Hazards (Hawaii)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 3 hrs
HIHURCN00 (EPWT)
JetPlan User Manual
1160
February 19, 2015

Graphic Weather
Weather Maps
U.S. Regional (North Central)

Table 47-88
Type: Satellite (U.S. North Central)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
NCSATIR00 (G854)

Image
GOES 1km visible

satellite image
Every 30 min
NCSATVS00 (G984)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
NCSATRA00
Table 47-89
Type: Radar (U.S. North Central)
Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
NCRADBR00 (R004)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
NCRADCP00 (NCRR)
Table 47-90
Type: Surface & Low-level Significant Weather (U.S. North Central)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
NCSFCWX00
Surface Depiction

airports for North
Central U.S.
Every hr
NCWXDEP00 (NCWX)
February 19, 2015

JetPlan User Manual
1161
Graphic Weather
Weather Maps
U.S. Regional (Northeast)

Table 47-91
Type: Satellite (U.S. Northeast)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
NESATIR00 (G880)

Image
GOES 1km visible

satellite image
Every 30 min
NESATVS00 (G980)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
NESATRA00
Table 47-92
Type: Radar (U.S. Northeast)
Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
NERADBR00 (R006)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
NERADCP00 (NERR)
Table 47-93
Type: Surface & Low-level Significant Weather (U.S. Northeast)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
NESFCWX00
Surface Depiction

airports for Northeast
U.S.
Every hr
NEWXDEP00 (NEWX)
JetPlan User Manual
1162
February 19, 2015

Graphic Weather
Weather Maps
Table 47-94
Type: Aviation Hazards (U.S. Northeast)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
NEHURCN00
U.S. Regional (Northwest)

Table 47-95
Type: Satellite (U.S. Northwest)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
NWSATIR00 (G882)

Image
GOES 1km visible

satellite image
Every 30 min
NWSATVS00 (G979)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
NWSATRA00
Table 47-96
Type: Radar (U.S. Northwest)
Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
NWRADBR00 (R002)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
NWRADCP00 (NWRR)
Table 47-97
Type: Surface & Low-level Significant Weather (U.S. Northwest)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
NWSFCWX00
February 19, 2015

JetPlan User Manual
1163
Graphic Weather
Weather Maps
Table 47-97
Type: Surface & Low-level Significant Weather (U.S. Northwest) (continued)
Title
Description
Update
FF Code
Surface Depiction

airports for Northwest
Every hr
NWWXDEP00
(NWWX)
U.S. Regional (South Central)

Table 47-98
Type: Satellite (U.S. South Central)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
SCSATIR00 (G802)

Image
GOES 1km visible

satellite image
Every 30 min
SCSATVS00 (G902)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
SCSATRA00
Table 47-99
Type: Radar (U.S. South Central)
Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
SCRADBR00 (R014)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
SCRADCP00 (SCRR)
Table 47-100
Type: Surface & Low-level Significant Weather (U.S. South Central)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
SCSFCWX00
Surface Depiction

airports for South
Central U.S.
Every hr
SCWXDEP00 (SCWX)
JetPlan User Manual
1164
February 19, 2015

Graphic Weather
Weather Maps
Table 47-101
Type: Aviation Hazards (U.S. South Central)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
SCHURCN00
U.S. Regional (Southeast)

Table 47-102
Type: Satellite (U.S. Southeast)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
SESATIR00 (G852)

Image
GOES 1km visible

satellite image
Every 30 min
SESATVS00 (G969)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
SESATRA00
Table 47-103
Type: Radar (U.S. Southeast)
Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
SERADBR00 (R015)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
SERADCP00 (SERR)
Table 47-104
Type: Surface & Low-level Significant Weather (U.S. Southeast)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
SESFCWX00
February 19, 2015

JetPlan User Manual
1165
Graphic Weather
Weather Maps
Table 47-104
Type: Surface & Low-level Significant Weather (U.S. Southeast) (continued)
Title
Description
Update
FF Code
Surface Depiction

airports for Southeast
U.S.
Every hr
SEWXDEP00 (SEWX)
Table 47-105
Type: Aviation Hazards (U.S. Southeast)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
SEHURCN00
U.S. Regional (Southwest)

Table 47-106
Type: Satellite (U.S. Southwest)
Title
Description
Update
FF Code
GOES IR Image
GOES 4km infrared

satellite image
Every 30 min
SWSATIR00 (G878)

Image
GOES 1km visible

satellite image
Every 30 min
SWSATVS00 (G978)
GOES infrared &

NEXRAD base
reflectivity
Every 30 min
SWSATRA00
Table 47-107 Type: Radar (U.S. Southwest)

Title
Description
Update
FF Code
Base Reflectivity
Current NEXRAD 2km

base reflectivity
Every 5 min
SWRADBR00 (R012)
Composite
Current NEXRAD 8km

radar composite
Every 30 min
SWRADCP00 (SWRR)
JetPlan User Manual
1166
February 19, 2015

Graphic Weather
Weather Maps
Table 47-108
Type: Surface & Low-level Significant Weather (U.S. Southwest)
Title
Description
Update
FF Code
Surface Analysis

03, 06, 09, 12, 15, 18, 21
UTC)
SWSFCWX00
Surface Depiction

airports for Southwest
U.S.
Every hr
SWWXDEP00 (SWWX)
Table 47-109
Type: Aviation Hazards (U.S. Southwest)
Title
Description
Update
FF Code
Hurricane Tracks
Depicts current and

tropical systems
Every 6 hrs
SWHURCN00
February 19, 2015

JetPlan User Manual
1167
C HAPTER 48
JEPPFAX Weather Maps
JEPPFAX Weather Maps

Overview
Overview
Jeppesen provides a service in which most weather maps produced or distributed by the
Jeppesen Weather Service may be transmitted to a fax machine of your designation. This
service, known as JeppFax, allows you to forward text or graphic weather maps to a fax
machine.
JeppFax automatically provides a standard cover page with each transmission request. This
cover page contains the latest information about the JeppFax service.
NOTE JetPlan customers may use JeppFax to request weather maps via the Faxforwarding option (FX). For more information, see Chapter 18, Forward Plans and
Messages.
Consider the following when using the JeppFax system:

The quality of the maps and images may vary with the different types of fax
machines used.
Busy fax machines may inhibit the transmission of products. JeppFax
attempts to connect to your fax machine up to 5 times (approximately 3
minutes apart). If the system cannot make a connection to your fax machine
after 5 attempts, the system cancels your order. You are only billed for pages
that are successfully transmitted to your fax machine.
Partial transmissions can occur due to excessive noise on the phone line, or
when the phone connection is lost. In the event you do not receive a
complete transmission, JeppFax makes 4 more attempts (every 3 minutes) to
transmit the remaining portion of the request. Again, you are only billed for
pages that are successfully transmitted to your fax machine.
NOTE A complete list of JeppFax map codes may be found in the Graphic Weather
chapter of this manual.
February 19, 2015

JetPlan User Manual
1171
C HAPTER 49
Vertical Wind Shear
Vertical Wind Shear

Overview
Overview
JetPlan calculates wind shear based on a formula that samples wind velocity and direction two
thousand feet above and two thousand feet below the current cruise altitude. Presently, JetPlan
does not make use of any ICAO tables to assign a relative intensity to shear.
The formula is as follows:
where:
WD1= wind direction 2,000 feet below cruise altitude (degrees)
SP1= wind velocity 2,000 feet below cruise altitude (knots)
WD2 = wind direction 2,000 feet above cruise altitude (degrees)
SP2 = wind velocity 2,000 feet above cruise altitude (knots)
x1= SP1 COS(WD1)
y1= SP1 SIN(WD1)
x2 = SP2 COS(WD2)
y2 = SP2 SIN(WD2)
ALT1= altitude at 2,000 feet below cruise altitude.
ALT2 = altitude at 2,000 feet above cruise altitude.
February 19, 2015

JetPlan User Manual
1175
Vertical Wind Shear

Shear Value Interpretation
Shear Value Interpretation

The following statement was prepared to guide pilots and dispatchers in the interpretation of
shear values as they relate to Clear Air Turbulence (CAT).
Vertical wind shear calculated on JetPlan takes a velocity difference in a 4,000 foot section
centered on the cruise flight level. The numbers derived from this method can sometimes be
misleading when trying to relate wind shear to CAT. For example, an aircraft could be flying
in the center of a 100 knot jet stream and the wind shear could be zero if the wind velocity
2,000 feet above and 2,000 feet below the cruise altitude are the same. In contrast, an aircraft
could be flying through light winds of approximately 20 knots and there may be a direction
difference above and below the cruise flight level that would cause a relatively high shear
number, but little turbulence.
Vertical wind shear is only one of the many factors that cause CAT. Other factors may
include: position relative to upper level troughs and ridges, position relative to the tropopause,
position relative to jet streams, temperature gradients, mountain waves and other small scale
phenomenon. Generally, only large scale CAT is forecast for aircraft operations.
In general, the higher the vertical wind shear, the more likely an encounter with CAT and
strong turbulence. There is little aviation criteria for relating wind shear values to a probable
turbulence threshold, except the suggestions that exist in AC 00-6A, p. 143, and AC 00-45D,
pp. 13-1,2. No criteria is defined for relating wind shear values to the occurrence of light,
moderate, or severe.
The only relation is that the likelihood of encountering CAT is increased when there is strong
vertical wind shear. But vertical wind shear values are used for guidance only, not for
determining aircraft operations. High Level Significant Weather Prognostic charts and pilot
reports (PIREPs) are useful tools for determining the areas of CAT over a large region.
JetPlan User Manual
1176
February 19, 2015


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