ETOPS User's Guide: 2 Engine Aircraft - Jeppesen

ETOPS User’s Guide: 2 Engine Aircraft

VERSION 2.5JANUARY 6, 2011

ETOPS User’s Guide: 2 Engine Aircraft

VERSION 2.5

Copyright © 2011, Jeppesen. All rights reserved.

Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Overview of ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Document Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Customer Database Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11ETOPS Segment Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Alternate Airport Qualification and Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Critical Point Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Suitability Times (early/late time) Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Critical Fuel Requirement Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Flight Plan Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

System and Customer Data Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Setting Customer Preferences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Customer City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Customer Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Customer MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

ETOPS Flight Plan Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Method 1: Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Method 2: Flight Plan C-API . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Method 3: Plan Services XML . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Validation of Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

ETOPS Segment Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Method 1: Consider Entire Route ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Method 2: ETOPS 60 Min from Specified APF Airports . . . . . . . . . . . . . . . . . . . . . . . . 21

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Method 2a: ETOPS 60 Min from All APF Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Method 3: Single ETOPS Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Method 4: Use SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Alternate Qualification and Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Method 1: Manual Selection With SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Method 2: Manual Selection Without SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . 22Method 3: Automatic Selection With SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Method 4: Automatic Selection Without SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . 22Additional Option 1: Automatic Selection With or Without POD and POA. . . . . . . . . . 23Related Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Equal Time Point Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Method 1: Use of SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Method 2: Ignore SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Early/Late Time Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Wind Correction (WC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Method 1: Manual Alternate Selection, Compute from EEP/EXP . . . . . . . . . . . . . . . . . 24Method 2: Manual Alternate Selection, Compute Using “Old Method” . . . . . . . . . . . . 25Method 3: “Old” Arrival Times Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Critical Fuel Calculations - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25Method 1: Critical Fuel Computations from Entry and Exit Points . . . . . . . . . . . . . . . . 25Method 2: Critical Fuel Only from Equal Time Points . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Critical Fuel Calculations - Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Method 1: No SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Critical Fuel Calculations - Icing Penalties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27Ice Drag and Anti-ice Penalty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27Old Rules for Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30New Rules for Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31Method 1: Manual Alternate Selection (New Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33Method 2: Automatic Alternate Selection (New Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Critical Fuel Calculations - Conservatism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Method 1: Complex Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Method 2: Simple Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Alerts and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Alert Tags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Appendix A: Customer Preferences 45Customer Application Preferences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

APMINSRC (Airport Minima Database Source) . . . . . . . . . . . . . . . . . . . . . . . . . . . 46DVTDSP (Diversion Time Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47EEPEXPCF (Entry Exit Point Critical Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48ETOPADDA (ETOPS Add POD and POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49ETOPARRT (ETOPS Arrival Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49ETOPCOFG (ETOPS Carryover Flag) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50ETOPDST (ETOPS Divert Distance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51ETOPSAOO (ETOPS Area of Operation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

aft ETOPS User Guide: 2 Engine Aircraft Ver 2.5 January 6, 2011© 2011 Jeppesen

Contents

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ETOPSCVG (ETOPS Coverage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53ETOPSDST (ETOPS Distance Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53ETOPSRTE (ETOPS Automatic Routing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54ETOPTCMD (ETOPS Terrain Clearance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55ETP_BETW (ETP Between Entry/Exit Points Flag) . . . . . . . . . . . . . . . . . . . . . . . . 55ETPALERT (ETOPS Alerting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56ETPAPSEL (ETOPS Automatic Airport Selection) . . . . . . . . . . . . . . . . . . . . . . . . 56ETPRRMFL (ETOPS Range Ring Method Flag) . . . . . . . . . . . . . . . . . . . . . . . . . . 57ETPSWATH (ETOPS Swath Width) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57ETXXDFLT (ETOPS Default Diversion Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . 58FAAETOPS (FAA ETOPS Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58IGNOR_EA (Ignore Customer Airport Fleet Database EA) . . . . . . . . . . . . . . . . . . 60MINETPAN (Minutes Number of ETOPS Alternates) . . . . . . . . . . . . . . . . . . . . . . 60ONE_EEXP (Print One Entry/Exit Pair on Flight Plan Output) . . . . . . . . . . . . . . . 61TAFCHECK (TAF Source Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61TAFMISSB (TAF Missing Behavior) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62TAFWINDW (TAF Window) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62MELSWTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

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Introduction

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Introduction

PurposeThis document is meant to provide comprehensive, up-to-date descriptions of the updated Extended-Range Twin Engine Operational Performance Standard (ETOPS) capabilities offered by the JetPlan flight planning system. It is being developed to address the following needs:

• Prompt, accurate, consistent support for customer issues and questions

• Guidance and training of internal resources

Overview of ETOPSSince at least the 1950's the Federal Aviation Administration (FAA) and the International Civil Aviation Organization (ICAO) have had rules prohibiting two engine airplanes from flying farther than 60-minutes from an acceptable emergency airport (Federal Aviation Regulation 121.161). The advent of the turbine engine has proven over the years to be much more reliable than the piston engines of the 1950s, for this reason in the mid 1980s the FAA and ICAO in cooperation with aircraft manufacturers and airlines began to examine ways to safely take advantage of the increased reliability and safety of modern twin engine aircraft. In 1985 the FAA published guidelines (Advisory Circular 120-42) that allowed the airlines to obtain approval to fly beyond the previous 60-minute limitation to ranges up to 180 minutes maximum deviation time from an adequate airport. These guidelines are known in the industry as ETOPS (Extended Twin-engine Operational Performance Standards). Today ETOPS operations are commonplace with the majority of commercial airline traffic flying over the North Atlantic being operated under the ETOPS guidelines. In the Pacific it is not unusual for air carriers to be approved to fly two engine airplanes as far as 207 minutes from an adequate airport.

Present day airlines that operate a twin engine aircraft in ETOPS areas, (beyond 60 min of an adequate airport) must adhere to very stringent rules, regulations, and procedures set forth in the FAA's Advisory Circular 120-42A. Aircraft and engine combinations must be approved by the FAA in order to be eligible for ETOPS Operations. The airline must establish a rigorous maintenance and reliability program. The airline must, over time, demonstrate that they are able to safely conduct ETOPS operations in order to increase their approved maximum deviation time. Additionally ETOPS flights must have special flight planning and dispatch procedures to ensure safe operations within the ETOPS Areas.


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Over the last several years the FAA has been working with the airline industry to revise/modernize the ETOPS rules and regulations adopted in the 1980s. In 2003 the FAA published a Notice of Proposed Rulemaking (NPRM) regarding ETOPS and requested comments from industry. In January of 2007 the FAA published new rules for ETOPS that are now part of the formal Federal Aviation Regulations. These new FARs provide some significant changes to the planning and fuel calculations for ETOPS flights. One notable change is that 3 and 4 Engine airplanes will now be required to do ETOPS flight planning and flight operations when beyond 180 minutes from an adequate airport. Part 135 Operators will also be required to do ETOPS flight planning and flight operations when beyond 180 minutes from an adequate airport.

Jeppesen's flight planning product, JetPlan, is designed to aid the airline dispatcher in the flight planning tasks associated with ETOPS operations.

Document OverviewETOPS is most easily understood when decomposed into a series of sub-problems. These can be categorized as administrative and computational. The administrative tasks are expected to be performed once prior to computing any flight plans, with occasional updates as needed during operations. They are listed below:

• Setting customer preferences

• Gathering aircraft performance data

• Customer database management

The computational aspects of ETOPS can be broken down as shown below, and can generally be understood to be performed in the order listed:

• ETOPS Segment determination

• Alternate airport qualification and selection

• Critical point (Equal Time Point, ETP) determination

• Suitability times (early/late time) computation

• Critical fuel requirement computation

• Flight plan output

A final section describes current outstanding issues which include known problems with the computations and expected future enhancements.


Introduction

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Refer to the Appendices for examples of detailed interface specifications, flight plan scenarios and database settings.

Customer Database AdministrationETOPS calculations are also controlled by settings in various customer databases. The databases most often referenced with respect to ETOPS are:

• Airport

• Airport Fleet

• Aircraft

• Aircraft Fleet

• City Pair Fleet

• MEL/MDB

ETOPS Segment DeterminationThe ETOPS Segment is the portion of the planned route of flight that is considered “extended range” operations. This is the fundamental question for a flight planner: Is there an ETOPS segment for my flight, and where is it? The answer to this question depends on the airports in the vicinity of the route, the services and facilities they offer to the type of aircraft being planned for the flight. There can be multiple ETOPS Segments on a flight. Each is bounded by a entry and an exit point.

Alternate Airport Qualification and SelectionWhen an ETOPS Segment is known to exist, suitable airports must be reported that provide an Area of Operation that completely covers the ETOPS Segment. Selecting suitable airports is a three-step process.

• The first step is to determine the list of airports acceptable for use in an emergency. An airport is acceptable if it has services and facilities sufficient to accept the aircraft in an emergency and if the airline has established necessary agreements to use the airport with certifying authorities. For any carrier certified to operate ETOPS flights, these airports will have been pre-approved and listed in the Operations Specification.


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• The second step is to determine the suitable airports from the list of acceptable airports. Suitability depends to a large extent on the expected time window of arrival at the airport. The weather must be above minimums, and certain operational times for the airport (open/close, tower, curfew) must be considered. NOTAMs regarding airport facilities that may be out of service and changes to operation times also must be taken into account.

• The third step is selecting the best airports from among those that are suitable. The dispatcher, in conjunction with the flight planning system, can take into account several factors to select what is expected to be the minimum number of suitable airports that provide coverage. “Coverage” in this case implies that a set of suitable alternates has been listed in the plan such that no part of the ETOPS Segment is beyond the ETOPS approval time/distance of at least one of the airports.

Critical Point DeterminationThe flight plan must report the critical points along the route at which the crew can expect to change which airport to divert to in case of an emergency. These critical points are the entry and exit points of the ETOPS Segments and the equal time points (which can generally be expected to occur along the ETOPS Segment, but not always). The equal time points are dependent on the aircraft capabilities in each type of ETOPS critical fuel scenario (defined below).

Suitability Times (early/late time) ComputationThe dispatcher is responsible for knowing and reporting the earliest and the latest time the aircraft can be expected to arrive at the ETOPS alternate airport. This depends on the critical points, and the slowest and fastest expected speeds the aircraft can be expected to fly on a diversion to that airport.


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Critical Fuel Requirement ComputationThe end result of the ETOPS computations are to ensure that the aircraft has sufficient fuel to fly the worst case diversion leg in the worst case scenario. Three standard scenarios are to be accounted for on each diversion leg and fuel to meet the worst of them must be on board according to the flight plan at the critical point.

The three scenarios to be analyzed include:

• Aircraft depressurization.

• Engine loss and aircraft depressurization.

• Engine loss. (Computing this scenario is not a current capability of the system as it has traditionally been assumed it will never be the critical scenario.)

Flight Plan OutputThere are two aspects of the output provided by the Engine: 1) The actual flight plan when no errors prevent computations, and 2) alerts or errors that occurred during computation.

The system is capable of providing customer-specified flight plan formats with customized ETOPS elements in the header area and the body (navigation log) of the flight plan, in addition to an extended critical fuel summary typically located after the flight plan body.


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Setting Customer Preferences

Customer preferences are configurations associated with a JetPlan user ID that reflect customer policy. They specify default values to be used and computation methods to be applied. Some preferences can be overridden via flight plan inputs provided via the user interface.

Preferences are typically established when the account is initialized in JetPlan. A customer cannot make changes to preference settings, but may request them through a Jeppesen account representative.

There are many preferences associated with the new ETOPS functionality. They are referenced throughout the document.

For more information on customer preferences see Appendix A.

Customer Aircraft Database

Please also refer to the JetPlan User Manual for a complete description of the ETP and ETOPS fields. The two that are significant for automatic ETOPS alternate selection are the ETP 1LE TAS (EA1) and the ETOPS Approval Time (ET) fields. These are the two fields that determine the ring size for the ETOPS alternates when flying in the ETOPS area of operation. For example, if the EA1 field is set to 410 kts and the ET field is set to 120 minutes, the diameter of the ring is 410 nm/hr*2 hr= 820 nm. EA1 is also the speed that is used to determine the radius of the rings around the adequate airports.

Another setting that is important to understand is the EC1 parameter (ETP Cruise Mode) in the ETP Section of the aircraft database. This setting is described in the JetPlan User Manual, but it should be pointed out that it can be changed from the default “1LE” to a more appropriate setting depending on the speeds that are used for the rule distances. The 1LE setting is based on one less engine LRC; if the rule distances are governed by a fast indicated airspeed (IAS), the EC1 parameter should be set to an appropriate IAS. If this is not done, JetPlan will calculate an artificially lower fuel burn since it will be based an LRC cruise speed one engine out and not a faster speed. It should be noted that the generic aircraft database must be



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populated to support the cruise mode desired. Below is an example of the cruise modes for a 772R. There are several cruise modes available as shown under the AUXILIARY SCHEDULES.

Customer Airport DatabaseEvery airport that is to be considered for use as an ETOPS alternate needs to be in the airport database. This database also controls factors of suitability: hours of airport operation, curfew hours, hours of tower operation, non-precision approach ceiling and visibility limits. When populating the approach ceiling and visibility limits, the fields in the airport fleet database are automatically populated with the same values.


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Customer Airport Fleet Database

This database is the key to ETOPS area of operation and automatic ETOPS alternate selection. It must be populated with all airports that the user considers adequate. An adequate airport requires nothing but a runway and safety certification as in FAR part 139 or its equivalent. For this airport to be suitable, the airport database restrictions as well as other ad hoc restrictions such as NOTAMS must be met.

The Enroute Alternate (EA) and Enroute Alternate in ETOPS/Overwater Driftdown (ET) fields are the fields that are used for ETOPS. If an airport is to be considered adequate, the EA field needs to be set to Y. If it is to be considered adequate AND is suitable if the conditions are correct, the ET needs to be set to Y. Some operators do not consider all adequate airports as being candidates for suitability.

Also note the function of the APMINSRC preference.

Customer City Pair Fleet DatabaseThis database is used for determining conditions for the ETOPS Speed Cruise Mode (SCM) settings. These settings are needed for the Range Ring method of critical fuel scenarios calculations as described in Range Ring Method. There is also a field, ETOPS Required, that flags the city pair fleet as being an ETOPS type of operation. If a non-ETOPS flight is attempted between a city pair and its fleet that has this flag set, an alert will be displayed as shown below.

You can use the ETOPS Diversion Mode Title and the ETOPS Deviation Time parameters in the City Pair Fleet database to indicate a default ETOPS SCM data set to apply to a specific city pair/fleet combination. ETOPS SCM data sets are defined in the Aircraft Fleet database. See “Customer Aircraft Fleet Database” on page 17.

In the database the ETOPS settings can be 0 through 99. When a non-ETOPS plan is requested and the CPF ETOP field is set to 1 or 2, the following alert will be returned with the plan:

ALERT TAG ETOPFLG

ALERT MSG User input does not match the ETOPS flag set in CPFDB.

When the CPF ETOP field is set to 0 or 3 through 99, the alert will not appear.



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Customer Aircraft Fleet DatabaseThis database is important for users of the API who plan to define the radius of the large ETOPS circles (Ring Range Method) as opposed to having JetPlan calculate the circle size by multiplying the ET and the EA1 fields in the aircraft database. This method is based on Approved ETOPS Deviation Distances, thus allowing for the lateral distance that is traveled during a single engine driftdown.

The database can store up to 12 different ETOPS SCM data sets. As well it has a default that is used if no speed/cruise modes are specified in the API or if the city pair fleet database is not populated.

Each ETOPS SCM set is uniquely identified in the Aircraft Fleet database by the 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 set also includes corresponding true airspeeds and cruise modes used for ETP and CFS calculations.

NOTE The ETPRRMFL preference needs to be set to utilize this advanced option. See Advanced Options for more detail.

Customer MEL DatabaseThe 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, takeoff weight limitations, and so on. Additional parameters include:

• RNAV Degradation

• MNPS Degradation

• RNP Degradation

• CFS Indicator

• Enroute Weight Factor

• Enroute Weight Penalty

• Dispatcher Concurrence Indicator (mass/hour)

• Degradation Type

• Flat Fuel Amount


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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 to an aircraft, either through the Master Database (MDB) or by including the MEL record name on the flight plan request.

The primary benefit of the MEL database is that a flight planner does not have to define the degradations to be applied for each flight plan. Instead, degradations can be applied by reference to the MEL record.


ETOPS Flight Plan Computation

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Flight Plan Request

Method 1: Line modeThis is the traditional “20 questions” line mode interface. Users can access line mode sessions using the following access methods:

• Run a telnet session on the JetPlan Engine server

• Go to the Interactive tab in the JetPlanner application

• Go to the “Basic Flight Planner” in JetPlan.com (this is not technically a line mode session, but the data entry format is meant to simulate a line mode session)

The majority of options and parameters that control ETOPS plans can be submitted via the line mode interface. Line mode interface has not been enhanced to allow control of the following:

• Percentage of each diversion leg subject to icing conditions (an important function for users with FAAETOPS=Y)

Method 2: Flight Plan C-APIThe API was created to allow a consistent, easy to use, “C” callable interface between customer applications and JetPlan Engine. Various customer applications that are in use today take advantage of this interface, and for that reason the interface is being kept up to date. All new applications that require a flight planning interface will use the Plan Service XML/SOAP interface described below.

The Flight Plan C-API is useful for testing new ETOPS functionality for which a user interface has not yet been developed. It requires the ability to run JetPlan directly via the Unix command line.


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Method 3: Plan Services XMLThis service provides a SOAP interface to the JetPlan flight planning engine.

Validation of InputAlert when no ETOPS requested but CPF indicates ETOPS required.

ETOPS Segment Computation

Method 1: Consider Entire Route ETOPSPreferences: ETOPSAOO=0 or unset

Database Settings: Aircraft Database: EA, overridden by NX

Old entry/exit calculations use the EA value unless NX value is set.

NX field is used only for entry/exit calculations.

There is one limitation: NX has to be less than 1000.

ETOPS Segment based on:

• Initial entry point: 60 minutes from POD at speed EA, overridden by NX

• Final exit point: 60 minutes from POA at speed EA, overridden by NX

• Intermediate exit: where route passes within 60 minutes of requested alternate, point where route enters 60-minute circle (may occur only for certain customer IDs).

• Intermediate entry: where route passes within 60 minutes of requested alternate, point where route leaves 60-minute circle (may occur only for certain customer IDs).



Jan© 2

Method 2: ETOPS 60 Min from Specified APF AirportsPreferences: ETOPSAOO=1, IGNORE_EA not set

Database Settings: Aircraft Database: EA1; Airport Fleet Database: EA

Area of operation based on 60-minute flight time at EA1 speed around designated (APF EA=Y) matching airport fleet airports.

Method 2a: ETOPS 60 Min from All APF AirportsPreferences: ETOPSAOO=1, IGNORE_EA set

Database Settings: Aircraft Database: EA1

ETOPS Segments based on 60-minute flight time at EA1 speed around any airport fleet airports for the fleet type (EA setting ignored).

Method 3: Single ETOPS SegmentPreferences: ETOPSAOO=1, IGNORE_EA optional, ONE_EEXP set

Database Settings: Aircraft Database: EA1

ETOPS Segment based on 60-minute flight time at EA1 speed around designated (APF EA=Y) matching airport fleet airports.

NOTE This preference applies to the entry and exit points reported in the flight plan nav log.

When multiple ETOPS Segments are identified the additional entry/exit points can be reported in the ETP summary and also in the Critical Fuel summary/extended output. This is primarily true when the EEPEXPCF preference is set and automatic alternate selection is used.

Method 4: Use SCM Data SetsPreferences: ETPRRMFL, ETOPSAOO=1, IGNORE EA optional, ONE_EEXP optional

Database Settings: SO# in SCM sets


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ETOPS Segments based on 60-minute flight time at SO# speed (from default or requested SCM set) around designated matching airport fleet airports.

Alternate Qualification and Selection

Method 1: Manual Selection With SCM Data SetsPreferences: ETPRRMFL set, ETPAPSEL=0 or 1, ETPSWATH, ETXXDFLT

Database Settings: SCM data elements in Aircraft Fleet DB, Default SCM set in City Pair Fleet DB

Method 2: Manual Selection Without SCM Data SetsPreferences: ETPRRMFL not set, ETPAPSEL=0 or 1, ETXXDFLT

Database Settings: Aircraft ETP parameters

Method 3: Automatic Selection With SCM Data SetsPreferences: ETPRRMFL set, ETPAPSEL=1, ETPSWATH, ETXXDFLT

Database Settings: SCM data elements in Aircraft Fleet DB, Default SCM set in City Pair Fleet DB

Method 4: Automatic Selection Without SCM Data SetsPreferences: ETPRRMFL not set, ETPAPSEL=1, ETPSWATH, ETXXDFLT




Jan© 2

Additional Option 1: Automatic Selection With or Without POD and POA.Preferences: ETPAPSEL=1, ETOPADDA


Related SettingsPreferences: APMINSRC, TAFCHECK, TAFMISSB, TAFWINDW, ETOPSCVG, ETOPSDST, MINETPAN

Equal Time Point Determination

Method 1: Use of SCM Data SetsPreferences: ETPRRMFL set

Database Settings: Aircraft Fleet Parameter SO# (1LEETP TAS)

Method 2: Ignore SCM Data SetsPreferences: ETPRRMFL not set

Database Settings: Aircraft ETP parameter EA (All-engine ETP TAS)

NOTE NA does not override EA for ETP computation.

Early/Late Time ComputationEarly/late times are computed various ways. In general the algorithm is:

1. Determine point on route from which to compute.

2. Determine the time of arrival at that point based on the flight plan speeds.


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3. Compute distance from point to ETOPS alternate.

4. Determine Wind Correction (WC)

5. Determine adjusted speed: apply WC either to fast forward speed (ES1) for EAT or to slow backward speed (ES2) for LAT.

6. Compute time to divert: Divide distance by adjusted speed.

7. Compute arrival time: add time to divert to time of arrival at point.

Wind Correction (WC)Preferences: FAAETOPS=Y or N or Unset

Database Settings: None

Forecasted winds: The winds used to calculate WC are those forecasted at the center point of the diversion segment.

When FAAETOPS=N or Unset: WC = forecasted winds.

When FAAETOPS=Y: WC = forecasted winds adjusted by 5% unfavorable factor (i.e. headwinds are increased by 5%, tailwinds are decreased by 5%).

Method 1: Manual Alternate Selection, Compute from EEP/EXPPreferences: ETPAPSEL=0 or 1, ETOPARRT = 1

Database Settings: ES1, ES2

1st alternate:

EAT: from first EEP using ES1+WC

LAT: from 1st ETP using ES2+WC

Intermediate alternate:

EAT: from backward ETP using ES1+WC

LAT: from forward ETP using ES2+WC

Last alternate:

EAT: from last ETP using ES1+WC

LAT: from last EXP using ES2+WC



Jan© 2

Method 2: Manual Alternate Selection, Compute Using “Old Method”Preferences: ETPAPSEL=0 or 1, ETOPARRT = 0 or unset

Database Settings: ES1, ES2

Method 3: “Old” Arrival Times ComputationPreferences: None

Database Settings: Aircraft NA

Used to evaluate suitability for manually submitted ETOPS alternates. Can cause the following alert to return with the flight plan

ALERT TAG

ALERT MSG Arrival time window outside operating hours for BKF

The way to calculate Early/late arrival time is as follows:

Early time = arrival time -7000 sec

Late time = arrival time + 7000 sec

Arrival time is calculated using forecast winds, great circle distance, and non-emergency TAS.

Critical Fuel Calculations - General

Method 1: Critical Fuel Computations from Entry and Exit Points

Preferences: EEPEXPCF set



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System will return a critical fuel calculation as expected from each ETP to the corresponding backward and forward alternate. In addition the system will return a critical fuel calculation from the Entry point to the first alternate and from the Exit point to the last alternate.

Method 2: Critical Fuel Only from Equal Time Points

Preferences: EEPEXPCF unset


System will return a critical fuel calculation as expected from each ETP to the corresponding backward and forward alternate.

The system will not return a critical fuel calculation from the Entry point to the first alternate and from the Exit point to the last alternate, unless the area of operation is covered by a single alternate and there are no ETPs (This can sometimes occur in automatic alternate selection). In that case the critical fuel will always be calculated from the Entry and Exit points. Unsetting EEPEXPCF or sending an override of the preference on the flight plan request will not have an influence.

Critical Fuel Calculations - Cruise

Method 1: No SCM Data Sets

Preferences: ETPRRMFL not set

Database Settings: CADB: EC and EC1

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. If it is not, the following error will be returned:

VCOSTI01

MACH# INTERPOLATION REQUIRES AT LEAST 3 MACH SPEEDS BE LOADED



Jan© 2

If EC is not set, the system defaults to using the LRC cruise mode. If EC1 is set, it must be equal to LRC or a mach number between the primary mach number cruise modes that exist for the aircraft. If it is not, the following error will be returned:

VCOSTI02

CAN ONLY INTERPOLATE BETWEEN LOADED MACH SPEED RANGE

Critical Fuel Calculations - Icing PenaltiesIn the discussion below the terms “Old Rules” and “New Rules” are used.

Application of icing penalties on any diversion leg is a matter of:

1. determining the weather conditions along the leg

2. using those weather conditions to determine the appropriate penalty to apply, and

3. using the flags and factors stored for the aircraft to determine the amount of the penalty.

Ice Drag and Anti-ice Penalty

NOTE For the discussions below, the AI flag is assumed to be set to 5 as described below.

Anti-ice fuel can be computed in several ways, according to the first character of the AI value in the customer aircraft record. The most common value to use is 5.

AI flag=1 anti-ice fuel = fuel flow * (leg cruise time + leg descent time + 900) /3600, where fuel flow is determined based on the biases indicated in the CACDB fields AL or AE.


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AI flag = 2 We calculate the total leg fuel according to the CACDB fields AL (anti-ice LRC factor) or AE (anti-ice 1LE factor) first.

anti-ice fuel = (maximum of temperature at critical point and temperature at alternate + 5) * total leg fuel * value taken from the CACDB fields AL or AE.

We calculate the total leg fuel according to the CACDB fields AL (anti-ice LRC factor) or AE (anti-ice 1LE factor) first.

AI flag = 3 anti-ice fuel = fuel flow * (leg cruise time + leg descent time + (hold time*60))/3600, where fuel flow is a value taken from the CACDB fields AL or AE.

AI flag=4 anti-ice fuel = fuel flow * (leg cruise time + leg descent time + (hold time*60) + 900)/3600, where fuel flow is a value taken from the CACDB fields AL or AE.

AI flag=5 determines the formula we use to calculate anti-ice fuel.

We calculate the total leg fuel according to the CACDB fields AL (anti-ice LRC factor) or AE (anti-ice 1LE factor) first. Then we apply the percentage value to the result.

The percentage value is also taken from the CACDB fields AL or AE.

Anti-ice Penalty = b1 * Pai

where:

b1 = sum of certain other CFS fuels, the choices being defined by the ACDB settings AL and AE. For example, if AE = P300CD then for the 1LE CFS for a given divert leg the value of b1 would be (Cf + Df) where Cf = cruise fuel and Df=descent fuel.

Pai = Anti Ice factor obtained from ACDB settings. For the example AE = P300CDH, the Anti Ice factor is 0.03.



Jan© 2

Ice Drag Penalty = b2 * Pid

where:

b2 = sum of certain other CFS fuels, the choices being defined by the ACDB settings IL and IE. For example, if IE = P1700CDHF then for the 1LE CFS for a given divert leg the value of b2 would be (Cf + Df + HF + MF) where Cf = cruise fuel, Df=descent fuel, HF = hold fuel and MF = MAP fuel.

Pid = Ice Drag factor obtained from ACDB settings. For the example IE=P1700CDHF, the Ice Drag factor is 0.17.

UPDATE (4/21/10)

The basic fuel for ice drag calculation is

F = cruise fuel + descent fuel + HOLD + APU + conservatism fuel

Some summands are set to 0 according to the IL or IE factors.

ID formula 1: Ice drag fuel = F * percent from IL or IE

ID formula 2: First we calculate divert time as T = cruise time + descent time + hold time. Then we calculate ice drag fuel = F * percent from IL or IE * T

ID formula 3: First we calculate divert time as T = cruise time + descent time. Then we calculate ice drag fuel = F * percent from IL or IE * T

NOTE: In 2 and 3 above “F * percent from IL or IE” can be taken as fuel flow.


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Old Rules for IcingPreferences: FAAETOPS=N or not set

Aircraft Database Settings:

IT ICING TEMP

ID ICE DRAG FLAG

IL IDRAG LRC FAC

IE IDRAG 1LE FAC

AI ANTI-ICE FLAG

AL AI LRC FAC

AE AI 1LE FAC

The IT and AI fields determine whether Anti-ice can be applied on a diversion leg. The AL and AE values determine the amount of the penalty.

The IT and ID fields determine whether Ice Drag is applied on a diversion leg. The IL and IE values determine the amount of the penalty.

Under the old rules, JPE calculates icing fuel penalty for ETOPS CFS is as follows:

If the temperature at both the critical point and the alternate airport is greater than the aircraft's icing threshold temperature value (IT), then the full Anti-Ice Penalty is applied, and Ice Drag Fuel is zero.

If the temperature at either the critical point or the alternate airport is less than the aircraft's icing threshold temperature value (IT), then the full Ice Drag Penalty is applied, and Anti-Ice Fuel is zero.

NOTE We calculate anti-ice fuel when icing is not present. Icing is present if either temperature at critical point or temperature at alternate are less than the value of CACDB field IT (ETOPS icing temperature). This flag is ignored if preference FAA_ETOPS (2007 rules).



Jan© 2

New Rules for IcingPreferences: FAAETOPS=Y


ID ICE DRAG FLAG

IL IDRAG LRC FAC

IE IDRAG 1LE FAC

AI ANTI-ICE FLAG

AL AI LRC FAC

AE AI 1LE FAC

NOTE The ISA Deviation Flag (IS) and ISA Deviation Burn Factor (IB) in the customer aircraft database cause a conflict with the computation of icing for the New Rules and so should be left unpopulated when FAAETOPS=Y.

API Inputs (example):

etp_icing_pct[0].pct_bak

etp_icing_pct[0].pct_fwd

etp_icing_pct[1].pct_bak

etp_icing_pct[1].pct_fwd

With the revision to the FAA regulations in 2007 (see FAR 121.646.b.1.iii), there are two icing calculations and the greater fuel burn of the two calculations is used as the icing penalty in the critical fuel scenario. The two calculations are:

1. determine the amount of fuel necessary to run the anti-ice systems (engine and/or wing) for a percentage of time during the diversion leg, and

2. determine the amount of fuel necessary to run the anti-ice systems (engine and/or wing) and ice drag for 10% of the time icing is forecast for the diversion leg.

The percentage of time that icing is forecast may be specified by the user through the API (line mode entries are not supported). The percentages are to be entered for each ETP to ETOPS alternate diversion leg. If no percentage is input, it is assumed to be 100%.

The ice penalty is determined for a given divert leg if the user enters a non zero value for percent icing forecast for that leg. The value for can be from 1 to 100.


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The 2007 ETOPS icing rule does not change the traditional way in which Anti-Ice Penalty and Ice Drag Penalty fuels are calculated as described above. What is different is the use of Percent Forecast instead of IT and the addition of an important comparison to determine a single icing penalty fuel (IPF). This is described below:

For each diversion leg, JetPlan determines the Icing Penalty Fuel to be the highest fuel from the following two calculations

F1 = Anti Ice Penalty * Percent Forecast

F2 = 10% * Percent Forecast * (Anti Ice Penalty + Ice Drag Penalty)

Example: For the 1LE CFS for a given divert leg, if the Anti-Ice Penalty = 100 lbs, Ice Drag Penalty =1000 lbs and Percent Forecast =.50 (50%) then:

F1 = 100 * 50% = 50lbs

F2 = 10% * 50% * (100 + 1000) = 5% * 1100 = 55lbs

In this case the penalty applied will be 55lbs because that is the higher value.

For the output, the result for IPF is presented in Ice Drag, because that is where the largest contribution came from. An extract from the CFS summary of an example plan is shown below. For the backward leg, the F1 computation yielded the greater fuel penalty. For the forward leg, the F2 computation yielded the greater fuel penalty.

LRC 1LE LRC 1LE

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

ICE DRAG 007351 000000 000000 006628 007351

ANTI-ICE 000000 001930 001915 000000 000000



Jan© 2

Method 1: Manual Alternate Selection (New Rules)Preferences: ETPAPSEL=0 or 1, FAAETOPS=Y


ID ICE DRAG FLAG

IL IDRAG LRC FAC

IE IDRAG 1LE FAC

AI ANTI-ICE FLAG

AL AI LRC FAC

AE AI 1LE FAC


etp_icing_pct[0].pct_bak=10

etp_icing_pct[0].pct_fwd=20



NOTE Line mode does not support inputs for forecast icing percentage by diversion leg.

When alternates manually specified, forward/backward anti-ice percent applies to diversion legs forward/backward from ETPs.


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Jan© 2

Method 2: Automatic Alternate Selection (New Rules)Preferences: FAAETOPS=Y, ETPAPSEL=Y






Forward/backward anti-ice percent are always applied at 100% when alternates are auto-selected. This is true whether EEPEXPCF is on or off, whether a single airport is associated with the ETOPS Segment, or whether multiple airports are found with corresponding ETPs.

The following is an example of auto-alternate selection where two alternates were selected. The same forecast icing percentages shown above were submitted, but ignored.


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The following is an example of auto-alternate selection where only one alternate was selected. The same forecast icing percentages were submitted, but ignored.



Jan© 2

Critical Fuel Calculations - Conservatism

Method 1: Complex MethodPreferences: None, conservatism is calculated the same in the old rules and in the new rules.

Database Settings: CADB: CF first character =1, CV

F= cruise fuel + descent fuel + HOLD + APU + MAP + anti-ice + ice-drag where some summands are set to 0 according to the CV factor.

1. For all engine F1 = 0.05 * 0.16 * F

2. For one less engine F1 = 0.05 * 0.19 * F

Conservatism fuel = (percent from CV * F) + (2 * F1)

Method 2: Simple MethodPreferences: None, conservatism is calculated the same in the old rules and in the new rules.

Database Settings: CADB: CF first character =2, CV

F= cruise fuel + descent fuel + HOLD + APU + MAP + anti-ice + ice-drag where some summands are set to 0 according to the CV factor.

Conservatism fuel = (percent from CV * F)

Alerts and Error MessagesMany alerts and error messages have been built into the software to give the user a guide as to why a plan was unsuccessful. The alerts/error messages are preference dependent. The two preferences that affect the alerts/error messages are ETPALERT and ETOPSCVG. A format must support alert display, though error messages are automatic. If the plan is run using the API, the alerts will display before the flightplan.

Alert TagsBelow is a list of alert tags that may display. These tags are format dependent.


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ALERT TAG ETPARRT

ALERT MSG BIKF IS CLOSED DURING ARRIVAL TIME WINDOW

Cause: The arrival time computed for a manually-specified ETOPS airport overlap a time window during which the airport is to be closed according to the Open/Close times in the customer Airport database.

Solution: Specify another airport, change the Open/Close times for the airport, or in case the “old” arrival times are not to be used, ignore the alert.

ALERT TAG ALERT MSG Arrival time window outside of operating hours for BIKF

Cause: The arrival times computed for a manually-specified ETOPS airport overlap a time window during which the airport is to be closed according to the Open/Close times in the customer Airport database.

Note: The “old” arrival times are used to trigger this alert.

Solution: Specify another airport, change the Open/Close times for the airport, or in case the “old” arrival times are not to be used, ignore the alert.

ALERT TAG ALERT MSG BIKF not in customer airport database

Cause: The user manually specifies an ETOPS alternate airport that is not listed in the Airport database.

Solution: This alert can be fixed by adding the airport to the airport database or specifying a different alternate.



Jan© 2

ALERT TAG ETOPINC

ALERT MSG RELS FUEL INCRD for ETOPS BIKF:EDDF 11.5

Cause: Fuel uplift required

Solution: No need to fix, this is just an alert showing the fuel uplift necessary. If the customer's preference is to have this uplift as part of the total fuel on board, it is just a duplicate of the fuel displayed in the fuel block. This alert will not display if the customer's preference is to not have fuel uplift.

The preference for uplift may be done at the format level (flag change), at the preference level (ETOPCOFG), or through the API commands. If it's done at the format level, the ETOPCOFG preference setting will be ignored.

ALERT TAG ALERT MSG crit.dist= 1295 nm > 180 min at 410 knots

Cause: Not enough suitable alternates or circle size is too small.

Solution: Add more suitable airports, or increase the large circle size if this is a viable solution (allowed by the regulators).

ALERT TAG noALTfn

ALERT MSG ** NO ALTERNATES FOUND - check xk77, wx env.

Cause: Airport fleet database is not populated for the particular aircraft fleet being used.

Solution: Populate the airport fleet and airport database.

ALERT TAG MNPSPLN

ALERT MSG MNPS altitudes were not considered during optimization

Aircraft not MNPS capable.

Cause: The customer aircraft database does not have the ME field set to Y:

ME MNPS EQUIPPED Y


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Solution: Use an aircraft that is MNPS equipped, or change the aircraft database ME field to Y to indicate that the aircraft is equipped.

ALERT TAG CPFETOP

ALERT MSG ETOP option required for city pair KSEA/PHNL

Cause: The City Pair Fleet database has ETOP=1 or 2, but the flight plan request does not include an option for ETOPS.

Solution: Add etops1 or etops2 option to the api or change the City Pair Fleet setting to 0 or 3 through 99.

ALERT TAG ETOPFLG

ALERT MSG User input does not match the ETOPS flag set in CPFDB.

Cause: The City Pair Fleet database has ETOP=1 or 2, but does not have the correct option in the api:

Solution: Have the etops# option match the ETOP setting in the city pair fleet database, i.e. if ETOP=1 use options[n]=etops1 and if ETOP=2 use options[n]=etops2.

NO ALTRN No ETOPS alternates were selected.

Cause: Automatic alternate selection has failed due to insufficient acceptable airports in airport fleet database.



Jan© 2

Solution: Verify that the airport fleet database is populated with airports appropriate to the route of flight, for the fleet type, with the ET flag equal to Y.

Error Messages

Not Enough Suitable Alternates

NO COVRG

Cause: There can be many causes for this error, including the airport fleet database not being robust enough, or the weather is not favorable at the alternate airports.

ETOPS Performance Failure:

ETP Pair: /RJAA Back/Fwd Flag: F

Aircraft: FX1G Cruise Mode: LRC

Actual GWT: 648967 Temp: M07 Flight Level: 100

ETOPBN02

Cause: The gross weight at the critical point is outside of the range of performance numbers the Engine has to compute with for the aircraft. It may be possible that the aircraft cannot fly at FL100 with one engine out at that speed.

This may be caused by running a plan with auto-weight (see JPE-1496). The ETOPS uplift fuel is an input to the autoweight iterations. But autoweight can't get a chance to iterate the payload/fuel down into an acceptable range, because this error fails the ETOPS fuel computation on the first try.

Solution:

• Load more performance data

• Reroute to eliminate the tiny ETOPS area

• Lighten the aircraft load

• Manually specify ETOPS alternates so that the critical point is far enough along the route to burn off the excess weight. The error does not provide the highest possible weight so this will require some investigation on the user's part.


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• Run an initial plan with autoweight, but without ETOPS. Note the payload. Then run the ETOPS plan with that payload specified.

• Run a plan with the following inputs:

Q14 ZW

Q16 DM, I, ...............

ETOPBN03 (No text accompanies error code)

Cause: The CS and CE parameters are not set.

Solution: Set the CS and CE parameters appropriately. Refer to the JetPlan manual.

PUZZLE01 Routing error beyond the point: TUSKY (Lat: N043335; Lon: W066595

Cause: Automatic alternate selection needs Airport Fleet records to exist in order to create a route. In addition, if the duration of the flight extends beyond the valid time of the TAF for any airport with ET=Y, then the route will fail.

Solution:

• Verify that sufficient airport fleet records exist.

• Check the TAFs, and compare to estimated flight duration. The latest TAFs may not have been received or the flights being planned too far in the future.

VCOSTI01 MACH # INTERPOLATION REQUIRES AT LEAST 3 MACH SPEEDS BE LOADED

Cause: the EC1 parameter is set to a value that does not match an auxiliary cruise mode for the aircraft. Note that the error implies interpolation is possible, but in fact, the system does not interpolate and requires an exact match on the cruise mode.



Jan© 2

Solution:

• Set EC1 equal to an auxiliary cruise mode for the aircraft.

Example: For aircraft type 772R, run command AC,CRZ,772R, and see the following at the bottom of the output:

VCOSTI02 CAN ONLY INTERPOLATE BETWEEN LOADED MACH SPEED RANGE

Cause: The EC parameter is set to a mach number that is not supported via interpolation.

Solution:

• Set EC equal to LRC or to a mach number that is within the supported range.

Example: For aircraft type 772R, run command AC,CRZ,772R, and see the following primary flight schedules:

-------------------- AUXILLARY SCHEDULES --------------------

CLB AAA aux. LE2R (1LE) (not used)

CRZ 1LE aux. LE2R (1LE) ENGOUT - LRC SPEED

260 aux. LE2R (1LE) ENGOUT 260KIAS







LRC aux. LE2R (1LE) (not used)

EC1 must be set to 1LE, 260, 270, 280, 290, 300, 310, or 320.


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-------------------- FLIGHT SCHEDULES --------------------

CLB AAA ........ 310/.84 (DEFAULT)

CRZ LRC ........

M81 ........ Vmo / .81M ALT 50 430 M81 >250

M82 ........ Vmo / .82M ALT 50 430 M82 >250

M83 ........ Vmo / .83M ALT 50 430 M83 >260

M84 ........ Vmo / .84M ALT 50 430 M84 >260

M85 ........ Vmo / .85M ALT 50 430 M85 >270

M86 ........ Vmo / .86M ALT 50 430 M86 >270

M87 ........ Vmo / .87M ALT 50 430 M87 >280

M88 ........ Vmo / .88M ALT 50 430 M88 >290

M89 ........ Vmo / .89M ALT 50 430 M89 >290

DSC AAA ........ 83/250 (DEFAULT)

CUTOFF AAA ........ MCT

G13 ........ 1.3.G BUFFET

G14 ........ 1.4G BUFFET

G15 ........ 1.5G BUFFET

OPT ........ OPTIMUM ALT

HOLD AAA ........ NML (default-1500ft)

EC must be set to LRC or a mach number between M81 and M89.

APPENDIX A

Customer Preferences

Below is a description of the applicable preferences, along with a plain English title, category indicating their usage, and valid values.

Customer PreferencesCustomer Application Preferences

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Customer Application Preferences

APMINSRC (Airport Minima Database Source)

Affects: Alternate Qualification and Selection

Values: 0, 1 or 2.

Function: Specifies the source of the airport minima as related to TAF's. Airport Minima Source - When JetPlan checks the suitability of an alternate it may perform a TAF check on that airport (see also TAFCHECK preference): it compares the TAF forecast with the landing minima values for the airport. The source of these minima are:

If APMINSRC=0, the minima values are taken from the airport fleet database first, and then for any that are zero, they are taken from the airport database.

If APMINSRC=1, the minima values are taken from the airport fleet database only.

If APMINSRC=2, the minima values are taken from the airport database only.

aft ETOPS User Guide: 2 Engine Aircraft Ver 2.5 January 6, 2011 © 2011 Jeppesen


Jan© 2

DVTDSP (Diversion Time Display)

Affects: Area of Operation Determination

Values: 0 or 1

Function: This preference allows the user to change the 60-minute diversion time for adequate airports to a different time. It is used in conjunction with the preference ETOPSAOO=0, and optionally with ETXXDFLT.

There are several ways to change the 60 minutes to a different time, i.e. 75 minutes.

1. User input. Either enter an option, etop75, or in the API, add the tag etop_apprv_time=75.

2. Populate the ET field in the aircraft database with 75.

3. Add the preference ETXXDFLT=75.

If ETOPSAOO=1, the time is always 60 minutes.

Note: This preference is useful for complying with Brazilian ETOPS requirements.


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EEPEXPCF (Entry Exit Point Critical Fuel)

Affects: Critical Fuel Computations

Values: This preference has no value to set, its presence in the database is all that is needed.

Function: Supports the computation of critical fuel shortage between the ETOPS entry points and exit points and ETOPS alternate airports. Currently only works in conjunction with automatic ETOPS alternate selection.

This preference negates the need to have eeep=y as an option, or eeepy in the api. If the preference is set and this feature is not desired, it may be suppressed with the option eeep=n or eeepn in the api.

There may need to be format changes if this methodology is desired. Most formats support this automatically, but some do not.



Jan© 2

ETOPADDA (ETOPS Add POD and POA)


Values: Y, N or O.

Function: If ETOPADDA=Y, the POD and POA must be included in the list of selected ETOPS alternate airports.

If ETOPADDA=N, the POD and POA must not be included in the list of selected ETOPS alternate airports.

If ETOPADDA=O, the POD and POA may be included in the list of selected ETOPS alternate airports. They are treated as any other candidate airport during the automatic ETOPS alternate selection.

Also note that the POD and POA must be in the airport and airport fleet database to be included as ETOPS alternate airports, even with the preference set as ETOPADDA=Y. The ET field in the airport fleet database needs to be set to Y.

This may be changed at the input level if using the API.

ETOPARRT (ETOPS Arrival Time)

Affects: Early/Late Time Computation

Values: unset, 0, or 1.

Function: Determines how early and late arrival times are computed when ETOPS alternates are manually selected.

When set to 0 or unset.

When set to 1.


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ETOPCOFG (ETOPS Carryover Flag)

Affects: Critical Fuel Requirement Computation

Values: 1, 2, 3 or 4.

Function: There is a flag in the format, ETOPCO Flag 8, that needs to be set to 0 for this preference to be effective. Otherwise, the flag in the format is used. There is an API tag, etop_uplift_fuel_flag, which will override both the preference and the format flag.

If ETOPCOFG=1, there is no fuel uplift, i.e. no ETOPS mitigation. The amount of fuel short fall may be displayed as

*** ETP FUEL EXCEEDS ETP FOB *** 019612

This display is format dependent.

If ETOPCOFG=2, there is uplift (mitigation) and the uplift is included in the extra burn section of the fuel block.

If ETOPCOFG=3, there is uplift (mitigation) and the uplift is included in its own field in the fuel block.

If ETOPCOFG=4, there is uplift (mitigation) and the uplift is included in its own field in the fuel block. As well, there is an additional field in the fuel block that includes the amount of fuel needed to transport this ETOPS fuel.



Jan© 2

ETOPDST (ETOPS Divert Distance)

Preference Category:

Automatic ETOPS Entry/Exit Points

Values: 0 or 1.

This preference changes the units of the ET field in the CACDB from minutes to nm, and is used only for ETOPS entry/exit point calculations.

If ETOPDST=0, the ET parameter in the aircraft database is considered diversion time. This is the standard setting for most customers. Units are in minutes.

The diversion time is determined either by

1) the value set in the ET field of the CACDB,

2) user input as an option, i.e. etop180, or through the api, i.e. etop_approv_time=180, or

3) preference setting for ETXXDFLT.

If ETOPDST=1, ET parameter in the aircraft database is considered a diversion distance. Units are in nm. The diversion time defaults to 60 minutes unless the user inputs a diversion time.

The TAS is calculated by the following formula:

TAS = ET/diversion time,

where ET is the distance in nm and diversion time is the time in hours. For example, if ET=416 nm and diversion time is 60 minutes, the TAS = 416 nm / 1 hour = 416 nm/hr.


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ETOPSAOO (ETOPS Area of Operation)

Affects: Area of Operation Computation

Values: 0 or 1.

Function: Determines the ETOPS Segment algorithm.

• If ETOPSAOO=0, the entire route (60 minutes outside of POD and POA) is considered the ETOPS Segment. The setting may cause the ETOPS entry/exit points to occur over land, where ETOPS rules are not necessary.

• If ETOPSAOO=1, only the areas not covered by adequate airports (designated in the Airport Fleet database) are considered as ETOPS Segment. For this preference to work successfully there must be enough adequate airports along the route, i.e. the airport fleet database needs to be sufficiently populated.

NOTE: Refer also to the IGNORE_EA preference.

NOTE: The radius around an adequate airport is determined by the ETP 1LE TAS (EA1) field in the acdb and either 60 or 180 minutes depending on the number of aircraft engines. If the number of engines is 2, the time is 60 minutes, if it is a 3 or 4 engine aircraft, the time is 180 minutes.



Jan© 2

ETOPSCVG (ETOPS Coverage)

Affects: Automatic Alternate Selection

Values: 0 or 1.

Function: Determines how the engine will behave if ETOPS alternate auto selection is used and the ETOPS plan is unsuccessful due to the inability to find suitable alternates that provide coverage of the Area of Operation.

If ETOPSCVG=0 or is not in the preference database, the system will still run a plan, albeit not an ETOPS plan. An alert will be displayed if the format is designed to display alerts.

An example of the type of alert that may be displayed is:

ALERT TAG

ALERT MSG crit.dist= 1295 nm > 180 min at 410 knots

If the preference is set as ETOPSCVG=1, a plan will not be generated, and an error message will be displayed:

Not Enough Suitable Alternates

NO COVRG

ETOPSDST (ETOPS Distance Default)


Automatic ETOPS Suitable Airports

ETOPSDST=nnn, where nnn is an integer.

This ETOPS distance preference allows the customer to specify ETOPS distance instead of ETOPS time. If this preference is set, the distance value specified is used rather than the ET and EA1values to determine the ETOPS “big circle” size.


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ETOPSRTE (ETOPS Automatic Routing)


Route Selection

Values are 0, 1 or 2.

This preference allows the user to choose which type of routing to use: standard optimization and/or ETOPS auto routing optimization. The standard route optimization does not consider staying within the ETOPS area of operation. With ETOPS auto routing, JetPlan attempts to find the most optimum route while staying within the ETOPS area of operation. The route “bends” to stay within the circles that make up the ETOPSAOO.

If ETOPSRTE=0, only Standard Route Optimization is allowed.

If ETOPSRTE=1, both the new ETOPS Auto Routing philosophy and Standard Route Optimization are allowed, defaulting to latter. If there is no input from the user, this is the same as the previous option.

If ETOPSRTE=2. both the new ETOPS Auto Routing philosophy and Standard Route Optimization are allowed, defaulting to former.



Jan© 2

ETOPTCMD (ETOPS Terrain Clearance)

Affects: No effect on ETOPS computations. Affects Mountain Driftdown/Terrain Clearance.

Values: 0 or 1.

Function: If ETOPTCMD=1, the system will report Terrain Clearance failures only when they occur outside of the ETOPS Segment. The system will include Mountain Driftdown decision points and corresponding alternates only outside the ETOPS Segment.

If ETOPTCMD=0, The system will perform Terrain Clearance and Mountain Driftdown for the entire route, regardless of ETOPS.

Also note that there is no override for this available on the flight plan inputs.

ETP_BETW (ETP Between Entry/Exit Points Flag)

Affects: Flight Plan Output

Values: unset, Y, or N.

Function: Determines the way ETOPS entry/exit points are inserted in the flight plan body.

• Y or unset - ETP has to be inside ETOPS Segment (between entry/exit points pair which determines the ETOPS Segment). In this mode if an ETP is beyond any ETOPS Segment the entry/exit points are not inserted in the flight plan body.

• N - ETP doesn't have to be inside ETOPS Segment. In this mode all entry/exit points are inserted in the body, but an alert is outputted if there is the ETP beyond any ETOPS Segment.


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ETPALERT (ETOPS Alerting)

Affects: “Extended ETOPS Alerts”, i.e. those associated with route bending logic.

Values: unset, 0, or 1.

Function: Determines whether ETOPS proof routing (i.e. route bending) alerts are issued to the user.

• If ETPALERT=0, extended etop alerts are not displayed.

• If ETPALERT=1, the alerts are displayed if the format supports the display or if the api is used for inputs.

ETPAPSEL (ETOPS Automatic Airport Selection)


Automatic ETOPS Suitable Airports

Values: 0 or 1.

This is ETOPS Automatic Alternate Selection Policy preference. It determines the ETOPS divert alternate airport selection method.

If ETPAPSEL =0 (or no entry) the ETP airports are selected manually by the user (i.e. Q2 and/or Q3 in line mode, or specified ETP airports in various GUIs). This method does not consider suitable airport restrictions such as TAF's and hours of operation.

IF ETPAPSEL=1 the ETP airports are selected automatically by JetPlan. The requirements for and benefits of this method are described in detail in Sample Database Settings, Inputs and Outputs.



Jan© 2

ETPRRMFL (ETOPS Range Ring Method Flag)


Critical Fuel

This preference has no value to set, its presence in the database is all that is needed.

This preference allows for the range ring method of calculations. This method of calculation uses the city pair fleet database and/or aircraft fleet database for critical fuel calculations. When this preference is set, the range ring method must be used. If it isn't, i.e. if the inputs in the API are not accurate or the aircraft fleet database is not populated, a flightplan will not be generated, and an error will be produced:

Error Code: NOSCMSET

ETPSWATH (ETOPS Swath Width)


Automatic ETOPS Alternate Selection

ETPSWATH=nnn, where nnn is an integer.

Swath Width Configuration - During Automatic Selection of ETOPS Alternate Airports, JetPlan will determine which airports in the vicinity (swath) of the great circle path (swath radius = ETOPS diversion distance + customer configurable distance) between EEP and EXP are ETOPS Adequate Airports for the given fleet type.

This preference is the customer configurable distance in nautical miles, which added to the ETOPS diversion distance gives the swath radius (default 120NM).


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ETXXDFLT (ETOPS Default Diversion Time)


Suitable Airports

ETXXDFLT=nnn, where nnn is an integer.

This preference will specify the diversion time. If the ET field is set in the CACDB, this preference setting is ignored. So, the order of precedence is

1. user input as an option, i.e. etop180, or through the api, i.e. etop_approv_time=180, or

2. the value set in the ET field of the CACDB,

3. preference setting for ETXXDFLT if ET=0

FAAETOPS (FAA ETOPS Rules)


Critical Fuel, Entry/Exit Points, Adequate Airports

Value: =Y (FAAETOPS=Y).

This preference turns on the FAA 2007 Rules. The functionality that it invokes is listed below:

1. Adds a 5% wind speed factor to the forecasted winds when calculating the Critical Fuel required for the diversion legs.

If the wind component for the diversion leg (ETP to ETOPS Alternate) is a headwind, JetPlan will increase the headwind component by 5% and use the resulting wind component value for the CFS fuel computation For example, if the wind component for the diversion leg is a headwind of 100 Knots then JetPlan will add 5% to that component making it 105 Knot headwind. If the wind component for the diversion leg is a tailwind, JetPlan will decrease the tailwind component by 5% and use the resulting wind component value for the



Jan© 2

CFS fuel computation. For Example, if the wind component for the diversion leg is a tailwind of 100 Knots then JetPlan will subtract 5% from that component making it 95 Knot tailwind.

2. Modifies the icing fuel penalty calculations.

There are two icing calculations and the greater fuel burn of the two calculations is used as the icing penalty in the critical fuel scenario. The two calculations are,

determine the amount of fuel necessary to run the anti-ice systems (engine and/or wing) for a percentage of time during the diversion leg, and

determine the amount of fuel necessary to run the anti-ice systems (engine and/or wing) and ice drag for 10% of the time icing is forecast for the diversion leg.

The percentage of time that icing is forecast may be specified by the user through the API. The percentages would be entered for each ETP to ETOPS alternate diversion leg. If no percentage is input, it is assumed to be 100%.

3. Removes the 1 hour early/late arrival time buffer for divert airports.

4. For 3 and 4 engine aircraft,

a) changes the default coverage time from 60 minutes to 180 minutes

b) outputs Entry/Exit points for 90 minutes and 180 minutes, with the

i. 90-minute entry/exit points being based on the speed derived from the CACDB NA parameter, and

ii.180-minute entry/exit points being based on the speed derived from the CACDB EA1 parameter.

See 2007 FAA ETOPS Rules, for examples of the new rules.


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IGNOR_EA (Ignore Customer Airport Fleet Database EA)


Adequate Airports

This preference has no value to set, its presence in the database is all that is needed.

This is used to determine which airports in the Airport Fleet Database are considered as “adequate airports” for ETOPS Segment determination. When this preference is present, JetPlan ignores the EA parameter in the Airport Fleet Database, thus making all airports in the database adequate options. When preference is omitted, JetPlan functions per usual, using only those airports that have the Enroute Alternate value set to EA=Y.

MINETPAN (Minutes Number of ETOPS Alternates)


Values: Integer (example: MINETPAN=2)

Function: This preference determines the minimum number of suitable airports to be generated when using ETOPS automatic airport selection. Not that this preference currently does not function.



Jan© 2

ONE_EEXP (Print One Entry/Exit Pair on Flight Plan Output)

Affects: Flight Plan Output

Values: This preference has no value to set, its presence in the database is all that is needed.

Function: It will set the display of EEP/EXP's in the BODY of the flight plan and the header so that only the initial entry point and final exit point is displayed. The change applies only to output.

TAFCHECK (TAF Source Check)


WX

Values: 0, 1, 3, 4 or 5, though 0 and 4 are most useful.

TAF Check (Source Flag) - This parameter identifies the system's TAF source. A particular system's TAF source varies from implementation to implementation. For the JetPlan IV service bureau, this parameter is typically set to a value of 4, which indicates that the TAF source will be the production WXD service and its associated text weather supplier.

If TAFCHECK=0, no Wx (TAF) Check (assumes all good weather)

If TAFCHECK=1, Text File (NWA) (identified by environment variable TAF_TEXT_FILE)

If TAFCHECK=3, Wx_API (WnCli) Server

If TAFCHECK=4, WXD server (SB default)

If TAFCHECK=5, TAF xktran (reads from xktran file 67)


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TAFMISSB (TAF Missing Behavior)


WX

Values: 0 or 1

If TAFMISSB=0, if an airport doesn't have a TAF, then it is considered below minimums and fails a weather check. (default)

If TAFMISSB=1, if an airport doesn't have a TAF, then it is assumed to be above minimums for the period of the proposed operation (i.e., passes a weather check).

TAFWINDW (TAF Window)


WX

Values: 0 to 720

Provides airlines with the flexibility in the application of TAF forecasts when using the ETOPS automatic airport selection processes. Specifically, this provides for a time window, before or after the effectivity of a given TAF, during which time the TAF will actually be applied to the airport selection process. In essence, this parameter extends the effectivity of the TAF by the number of minutes specified. The parameter value can be defined anywhere between zero minutes to 720 minutes (12 hours). A value of zero provides for strict enforcement of TAF effective times.



Jan© 2

MELSWTCH


MEL

Values: 0 or 1

Provides airlines with the ability to use an expanded version of the MEL and MDB databases.

MELSWTCH=1 allows the customer to see expanded MEL and MDB data and to enter fuel flow biases.

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ETOPS User's Guide: 2 Engine Aircraft - Jeppesen

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