Note: The following descriptions represent the typical access and privileges afforded to users designated as Dispatch Managers/Supervisors. Users with dispatcher privileges will have limited access to a subset of the screens presented.
ID: The key parameter in the Aircraft Characteristics data file is this aircraft identification number. This can be any combination of three or four numbers or letters. In all modes except Add, you may use the aircraft registration to call up the required aircraft record.
Type: Enter the aircraft type (e.g., DC10).
Series: Enter the series designation of the aircraft (e.g., 30).
Engines: Enter the type of engine installed on the aircraft (e.g., CF6-50E2).
Unt: Enter the type of units of weight that this particular aircraft is calibrated in, lbs <L> or kgs <K>.
Reg: Enter the complete International registration for the aircraft (e.g., N1234AB).
SEL: Enter the code for the SELCAL (Selective Calling device) for this particular aircraft.
ALC: The standard airline code for your airline.
FMT: Enter the default format number for the flight plan print out. This may be left blank, in which case the system will default to the format specified in the Master Parameter file. This field is intended to allow you specify a format for those aircraft that are non-standard.
Reserve: Enter the domestic and international reserve code policy numbers, or use the <?> search function. If you use the search function, the policy is displayed in the lower left corner of the screen. Use the up and down arrows to scroll through the options, and press <Enter> to select. These reserve policies will be loaded as default when the FIN for the aircraft is entered in the Plan screen. The user can change the defaults from the Plan screen.
Expires: This field indicates when an aircraft is to expire. A report can be generated indicating what aircraft is about to expire and when. NOTE: Contact support for more information.
Profile: Enter the default performance profile for this aircraft (e.g., LRC, HSC, or M78), or use the <?> search function. If you use the search function, the policy is displayed in the lower left corner of the screen. Use the up and down arrows to scroll through the options, and press <Enter> to select.
Climb: The designator for the climb profile that is associated with the profile key, (e.g., 250/280/M76) will be displayed.
Climb Bias: Enter the deviation from base-line climb performance data. 1.000 represents nominal performance. If the aircraft burns more than standard, then enter a value greater than 1, e.g., if an aircraft is burning 5% more than standard book values, enter 1.05. The limits are -10% to +25%, i.e., 0.900 to 1.250.
Climb Fuel Bias: Enter any fixed amounts of fuel by which you wish to bias the climb performance data.
Climb Time Bias: Enter any fixed amounts of time by which you wish to bias the climb performance data.
Additional Climb Bias: Enter any additional climb bias. The limits are -10% to +25%. The field does not accept negative numbers and the Climb plus Additional bias cannot exceed a total of -10% to +25%.
Cruise: The designator for the cruise profile that is associated with the profile key, (e.g., LRC) will be displayed. If your profile key selection was a fixed Mach cruise, then this field will show STD for standard.
Cruise Bias: Enter the deviation from base-line cruise performance data. 1.000 represents nominal performance. If the aircraft burns more than standard, then enter a value greater than 1, e.g., if an aircraft is burning 5% more than standard book values, enter 1.05. The limits are -10% to +25%.
Additional Cruise Bias: Enter any additional cruise bias. The limits are -10% to +25%. The field does not accept negative numbers and the Climb plus Additional bias cannot exceed a total of -10% to +25%.
Descent: The designator for the descent profile that is associated with the profile key, (e.g., 250/280/M76) will be displayed.
Descent Bias: Enter the deviation from base-line descent performance data. 1.000 represents nominal performance. If the aircraft burns more than standard, then enter a value greater than 1, e.g., if an aircraft is burning 5% more than standard book values, enter 1.05. The limits are -10% to +25%.
Descent Fuel Bias: Enter any fixed amounts of fuel by which you wish to bias the descent performance data.
Descent Time Bias: Enter any fixed amounts of time by which you wish to bias the descent performance data.
Additional Descent Bias: Enter any additional descent bias. The limits are -10% to +25%. The field does not accept negative numbers and the Climb plus Additional bias cannot exceed a total of -10% to +25%.
Hold: If a holding profile exists for the aircraft type/series/engines, and this has been associated with the selected profile key, then it will be displayed, along with a burn bias.
Hold Bias: Enter the deviation from base-line hold performance data. 1.000 represents nominal performance. If the aircraft burns more than standard, then enter a value greater than 1, e.g., if an aircraft is burning 5% more than standard book values, enter 1.05. The limits are -10% to +25%.
Additional Hold Bias: Enter any additional hold bias. The limits are -10% to +25%. The field does not accept negative numbers and the Climb plus Additional bias cannot exceed a total of -10% to +25%.
Additional Alt Bias: Enter any additional alternate bias. The limits are -10% to +25%. The field does not accept negative numbers and the Climb plus Additional bias cannot exceed a total of -10% to +25%.
Alt Fuel Bias: Enter any fixed amounts of fuel by which you wish to bias the alternate performance data.
Alt Time Bias: Enter any fixed amounts of time by which you wish to bias the alternate performance data.
Mlw Tkg Reduction: Enter a weight value to reduce max landing weight by this amount if tanker fuel is used. The purpose of this reduction is to create a buffer when tankering should you burn less fuel during the flight than planned.
MLW Rwy Reduction / Rwy MLW: reduce structural max landing weight by amount entered if an unpaved runway is used (i.e. Soft, Water)
MTOW Rwy Reduction / Rwy MTOW: reduce structural max takeoff weight by amount entered if an unpaved runway is used (i.e. Soft, Water)
Minimum Fuel/Time: enter minimum landing fuel or enter minimum landing fuel expressed as time in minutes
Default Fuel/Time: enter recommended landing fuel or enter recommended landing fuel expressed as time in minutes
Alt Fuel/Time: enter minimum alternate landing fuel or enter minimum alternate landing fuel expressed as time in minutes
Etp Fule/Time: enter minimum ETP scenario landing fuel or enter minimum ETP scenario landing fuel expressed as time in minutes
Timecalc: identifies how time conversion is completed, options include: H - Using the hold fuel burn rate, T - Using the top of descent fuel flow or C - Use custom rate as defined in the next field.
If you set the Timecalc field to Custom you must enter a time in minutes along with a fuel value in the Custom field below - based on an hourly rate. The resulting MLF value is based on the time and fuel value entered. This is the same behavior as taxi time/fuel.
In the example above, MLF = 40000(hour) / 6 (60 mins/10) = 6666.66 lbs/kgs
NAV Codes (2012: ): Enter whether or not you want to enter NAV codes in the ICAO 2012 format, yes <Y> or no <N>.
NAV Codes: Enter the navigation equipment codes as per Item 10 of the ICAO Flight Planning document, (e.g., H-S-XI/C.)
Wake Turbulence Category: Enter the wake turbulence category for the aircraft. The weight categories, based on the Certified Maximum Takeoff Weight of the aircraft, are:
HEAVY <H> to indicate an aircraft type with a maximum certificated takeoff mass of 136,000 kg (300,000 lbs) or more.
MEDIUM <M> to indicate an aircraft type with a maximum certificated takeoff mass of less than 136,000 kg (300,000 lbs), but more than 5,700 kg (12,500 lbs).
LIGHT <L> to indicate an aircraft type with a maximum certificated takeoff mass of 5,700 kg (12 500 lbs) or less.
Note: Aircraft models or versions of the same type may have different maximum certified take-off weights (MTOW) because of their specific use of configuration; as a result, their Wake Turbulence Categories could be different.
COM/NAV Equipment: Enter the appropriate codes for the equipment carried by the aircraft.
<N> if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, or
<S> if standard COM/NAV/approach aid equipment for the route to be flown is available and serviceable* AND/OR select one or more of the following to indicate the COM/NAV/approach aid equipment available and serviceable:
<C> LORAN C
<H> HF RTF
<J> Data Link***
<R> RNP type certification****
<W> RVSM certification
<X> MNPS certification
<Y> CMNPS certification
<Z> Other equipment carried*****
*Standard equipment is considered to be VHF, ADF, VOR and ILS.
**If is used then specify in the Other Information field Options box the other equipment carried, using the fields identified as COM/ and/or NAV/, as appropriate. ***If is used then specify in the Other Information field Options box the equipment carried using the field identified as DAT/. Use one or more letters as appropriate.
****Inclusion of indicates that an aircraft meets the RNP (e.g., RNPC airspace) type prescribed for the route segments, routes and/or area concerned.
*****When using <G> on an IFR Flight Plan, the GPS receiver must be approved in accordance with the requirements specified in Technical Standard Order (TSO) C-129 (Class A1, A2, B1, B2, C1 or C2), installed and approved in accordance with the appropriate sections of the Airworthiness Manual and operated in accordance with the approved flight manual or flight manual supplement. Pilots are encouraged to use <G> on VFR Flight Plans when using GPS to assist VFR navigation. TSO C-129 receivers are not mandatory for VFR flights.
Transponder Code: Enter the appropriate transponder code for your aircraft.
N - Nil
A - Transponder - Mode A (4 digits - 4096 codes)
C - Transponder - Mode A (4 digits - 4096 codes) and Mode C
X - Transponder - Mode S without both aircraft identification and pressure-altitude transmission
P - Transponder - Mode S, including pressure-altitude transmission, but no aircraft identification transmission
I - Transponder - Mode S, including aircraft identification transmission, but no pressure-altitude transmission
S - Transponder - Mode S, including both pressure-altitude and aircraft identification transmission.
D - ADS capability
US NAV: Enter the Wake Turbulence Category in the first field. This will be blank unless the aircraft is in the Heavy category. The second field is for the ICAO aircraft type designator. This is a display-only field, and will be filled automatically. Enter the navigation codes for the type of navigation equipment carried by the aircraft, e.g., <R> for area navigation in the third field.
The US Domestic weight categories, based on the Maximum Certified weight of the aircraft, are:
- Heavy. Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight.
- Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 pounds.
- Small. Aircraft of 41,000 pounds or less maximum certificated takeoff weight.
Domestic Equipment Suffix: For US Domestic ATC filing messages, the following equipment designations should be assigned, as applicable (effective November 25, 2004):
Transponder with no Mode C
Transponder with Mode C
Transponder with no Mode C
Transponder with Mode C
Transponder with no Mode C
Transponder with Mode C
AREA NAVIGATION (RNAV)
LORAN, VOR/DME, or INS with no transponder
LORAN, VOR/DME, or INS, transponder with no Mode C
LORAN, VOR/DME, or INS, transponder with Mode C
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
Flight Management System (FMS) with en route, terminal, and approach capability. Equipment requirements are:
FMS with en route, terminal, and approach capability.
(U.S. and U.S. territories only unless otherwise authorized.)
Global Navigation Satellite System (GNSS), including GPS or WAAS, with enroute and terminal capability.
Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segments), routes) and/or area concerned.
Reduced Vertical Separation Minimum (RVSM)
Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate.
RVSM with /E, /F, /G, or /R capability, except aircraft operating in Oakland Oceanic or Anchorage Oceanic CTA/FIRs must be RVSM with /R capability.
CI Adjust: This field is intended for specific use for A330 planning when using Opt CI. It compensates for optimum cost index results vs FMS entry. Valid entries are between -999 and 999. Entering -999 will select CI000 and entering 999 will select CI999 (if available). If they are not available, the closest CI value will be chosen.
Opt CI: Indicate whether to use OPT CI in the flight plan: yes <Y> or no <N>.
Min/Max Opt CI: Enter the minimum and maximum to control the optimum cost index. The optimum cost index will not fall outside of this range.
Min Cruise Dist: Enter a minimum cruise distance. The default value is 0 (zero). If non-zero, the flight plan may not climb as high to result in a longer cruise distance. The system may prefer lower flight levels if cruise distance of the flight does not adhere to the minimum cruise distance. This will not guarantee that the minimum distance will be satisfied because of minimum flight level restrictions.
Driftdown Penalty: Enter the penalty amount to apply to the drift down calculations that determine what flight levels are valid. It does not affect the burn calculations.
RAMP: Enter the maximum allowable weight of the aircraft prior to taxi.
MTOW: Enter the maximum take-off weight to that this aircraft has been certified for flight.
Variable MTOW MIN/MAX: Some aircraft allow the typical maximum take-off weight to be exceeded in order to allow for a larger payload. As the MTOW is increased, the zero-fuel weight (ZFW) decreases in a linear fashion, thus fuel may be sacrificed for payload to an acceptable point. Enter the minimum and maximum variable take-off weight values to calculate a variable MTOW.
MZFW: Enter the maximum zero-fuel weight for which this aircraft has been certified for flight.
Variable ZFW MIN/MAX: Some aircraft allow the typical zero fuel weight to be exceeded in order to allow for a larger payload. As the ZFW is increased, the maximum take-off weight (MTOW) decreases in a linear fashion, thus fuel may be sacrificed for payload to an acceptable point. Enter the minimum and maximum variable zero-fuel weights to calculate a variable ZFW.
MaxTaxi@VMTOW: This field allows you to specify the maximum taxi fuel if you are using the variable Min and Max MZFW fields. This additional restriction limits MTOW if extra taxi fuel is used as the MTOW value is lowered by the value entered.
ADJ BOW: Enter the adjusted basic operational weight of the aircraft.
Min ZFW: Enter the minimum zero fuel weight.
Note: If the calculated zero fuel weight is below the MIN ZFW then BALLAST fuel will be automatically added. Typically, this is a parameter to enable, where by default ballast is not part of ZFW. Be mindful that the ballast could reduce your max payload if limited by MZFW. The system displays a warning message if ballast fuel was added to meet MIN ZFW.
Min Flt Wgt: Enter the minimum flight weight to automatically add to ballast fuel.
MaxFuel Wgt / Max Fuel Weight: Enter the maximum weight of fuel that may be boarded with all tanks full.
Vol / Max Fuel Volume: Enter the maximum fuel volume, the value will be converted to KG based on the fuel density of departure airport and will be used as the maximum fuel tank limit. Max fuel uplift weight(kg/lb) is ignored if the volume amount is specified.
Min Disp: Enter the minimum amount of fuel that must be on the aircraft for it to be flown, according to your Company policy. There is no point in making this less than Min Landing Fuel.
Min Alt/Min Burn: Enter the minimum amount of fuel to burn to get to the alternate.
Dom/Intl Hold Fuel/Time:
These entries enable the user to control exactly how the hold fuel is to be calculated whether or not hold performance data is available. If hold performance is available (and part of the selected Performance Profile Key), then these fields may be used to define minimum values for holding fuel. In most cases, however, if holding performance data is available, then these fields may be left blank. In the event that entries are made, they will be interpreted by the flight plan in accordance with the following table:
Hold Performance Available?
Dom/Intl Hold Field Entry
Fixed / Minimum Flag
Dom/Intl Time Field Entry
Fuel will be calculated using the hold performance tables and the time specified in the main parameter file.
Fuel will be calculated using the hold performance tables and the time specified in the Dom/Intl Time field.
Fuel will be the amount specified (Any Value). Time will be the time specified in the main parameter file.
Fuel will be the amount specified (Any Value). Time will be calculated as a function of the amount of hold fuel. (see below)
Any value > 0
Both Fuel and Time values will be the Fixed values entered. No calculations will be performed.
Fuel will be the greater of (a) Any value and (b) an amount calculated using the Hold Time specified in the main parameter file. Time will be the time specified in the main parameter file.
Any value > 0
Fuel will be the greater of (a) Any value and (b) an amount calculated using the Hold Time specified in the Dom/Intl. Time field. Time will be the time specified in the Dom/Intl Time field.
This condition is not permitted by the Aircraft Characteristics program. If there is no hold performance data in the Performance Profile Key, then the Hold fields become mandatory.
This condition is not permitted by the Aircraft Characteristics program. If there is no hold performance data in the Performance Profile Key, then the Hold fields become mandatory.
Fuel will be the value entered (Any Value). Time will be the value specified in the main parameter file.
Both Fuel and Time values will be the Fixed values entered. No calculations will be performed.
This condition is not permitted by the Aircraft Characteristics program. If there is no hold performance data in the Performance Profile Key, then the Fixed/Minimum Flag MUST be Fixed”.
In the case where the hold time value has been entered as 0, the hold time will be calculated using the following parameters:
ISA = 0
Weight = EZFW + Min Landing Fuel
Elevation = Alternate airport elevation + 1500feet (If alternate = NONE, use destination airport elevation.)
Min Desc: Enter the minimum descent fuel amount.
ENR APU: Enter the auxiliary power unit fuel per hour rate for the main route.
Rec MLF: Enter the recommended landing fuel amount.
Dest Elev: These fields are to permit three different ranges of airport elevation for which different maximum landing weights may apply, to be specified. They should be left blank if not required for the subject aircraft.
Max-Landing Reg: Enter the regular maximum landing weight.
Max-Landing Tank: Enter the maximum tankering landing weight, or press <Enter> for the default.
Reclear Pad: Enter the default value for Planned Redispatch Fuel Padding.
Spare Tank: This field only applies when using the Max, OPT, or Table tankering options. Enter a weight value to reduce tankerage and leave room for last minute payload addition. The system will calculate the desired tankerage and then subtract the Spare Tank amount. In the example below, you can see a difference in the XTR field (244215lb in the flight plan with Max Spare set to 10000lb vs 254215lb in the flight plan with Max Spare set to 0)
Please Note: The Spare Tank function takes into account the payload available before reaching MZFW, and will decrease the buffer where restricting the uplift would not be beneficial. (e.g. 10000lb Spare Tank set and no MTOW constraints, but only 3000lb payload available before reaching MZFW. The system will decrease the Spare Tank value to 3000lb and upload 7000lb of fuel instead).
APU Rate: Enter the ETP auxiliary power unit burn rate in units per hour.
ENR APU: Auxiliary power unit fuel per hour. The amount of fuel burned while the aircraft is airborne. The Fuel value is entered in LBS/KGS per hour. Fuel value entered here is multiplied by the flight’s EET and included in the total burn for the flight.
ETP APU: Equal Time Point APU fuel, included in the ETP scenario.
When set to Calculate in the Method field in the ETP Scenarios database, the N-FP system multiples the ETP APU fuel entry (LBS/KGS) from the Aircraft Characteristics database and multiplies it by the EET between the ETP point and the ETP alternates. This fuel is not included in the ETP required fuel for the selected scenario(s).
If set to Fixed, a Burn value in LBS/KGS per hour will have to be entered. This fuel will be included in the ETP required fuel for the selected scenario(s).
Gnd APU: Ground APU, fuel burned while aircraft is on the ground or at the gate.
Ground APU fuel can be displayed on a separate line in the format’s fuel burn block under required fuel as it is expected to be used prior to takeoff.
In this example, the Gnd APU is 440 LBS/KGS per hour. Notice the APU line item under the minimum fuel required line.
Gnd APU Time Before and After: Amount of time the auxiliary power unit is running on the ground before and after refueling.
Values entered are taken into consideration for multi-leg tankering calculations to determine how much fuel is required.
The flight plan format will show an increase in the taxi out fuel if the Ground APU time between refuel and Taxi Out is greater than zero. These fields are displayed on the flight plan with Taxi fuel parameters.
This example shows 20 minutes before and after refueling.
APU will burn for 20 minutes before refueling which is 350 per hour ÷ 3 = 117 LBS/KGS
APU will burn for 20 minutes after refueling which is 350 per hour ÷ 3 = 117 LBS/KGS
The flight plan format shows APU fuel below:
Notice that the APU fuel value is 117 and not 234. This is because the N-Flight Planning system considers APU Fuel Before Refueling as the same as destination taxi fuel. The aircraft lands with fuel remaining, some of it is burned off taxiing to the ramp/gate and waits until refueling begins. If the sum of both APU and taxi fuels were more than the minimum landing fuel, then more fuel would be required at takeoff to compensate for this. This is why the second 117 was not used.
The N-Flight Planning system considers APU Fuel After Refueling as the same as origin taxi fuel. Once refueling has finished, the aircraft starts burning off the overall fuel available for the flight. This means that APU Fuel After Refueling has an impact on the total ramp fuel which justifies the 117 LBS/KGS of APU fuel.
Both APU fuels will have an impact on the required fuel for the multi-leg tanker if the aircraft is performing a multi leg tanker flight and does not refuel at the destination.
You can enter these values in Airline Code Parameters database for all aircraft. Values entered in the Aircraft Characteristics database screen override values set in the Airline Code Parameters database. Also you can set in fields in the Input Defaults screen. Values set in the Input Defaults screen override values set in the Airline Code Parameters and Aircraft Characteristics database.
NOTAM Key: Enter a value used as an auxiliary key to identify this particular aircraft for the purposes of NOTAM Filtering.
Taxi: Enter the taxi fuel burn rate in units per hour.
Taxi Fuel Rate: Enter the taxi fuel rate: fixed <F> or per hour (blank).
Ballast: Enter the amount of standard ballast fuel. This value will populate the corresponding field in the Fuel group (Plan screen of the NFP UI).
Spare: Enter the weight of the spares.
Driftdown Method: Options are Off, Weight reduce, Escape Routes, and Automatic. If set to Off, NFP does not provide any escape routes. If set to Weight Reduce, NFP penalizes aircraft weight to meet MORA requirements (Method 1). If set to Escape Routes, NFP generates escape routes (O2 or drift down – Method 2) if MORA value is higher than 10,000 feet along the route of flight. If set to Automatic, NFP generates escape routes and if unable to do so safely, reduces aircraft weight as per Method 1.
Check Driftdown: Options are Yes or No. If set to Yes, NFP checks MORA for all routes including alternates and reclear but not takeoff alternate. If set to No, NFP only checks MORA for the main route.
Error on Driftdown: Options are Yes or No. If set to Yes, NFP aborts a compute if a MORA check fails. If set to No, NFP only provides a warning.
Driftdown Engines: Options are 1EO (one engine out), Off (off), Half (half engines). If set to 1EO, NFP generates drift down escape routes based on one engine out performance. If set to Off, NFP does not generate any drift down escape routes. If set to Half, NFP generates drift down escape routes based on the number of engines divided by 2. For 3 engine aircraft, H = 2 engines out. If blank, the same behavior as Off occurs.
Advisory Fuel: Enter the amount of advisory fuel.
Advisory Reason: Enter an advisory fuel reason.
Route IFR (Instrument Flight Rules) Fuel: Enter the amount of route IFR fuel.
Route IFR (Instrument Flight Rules) Time: Enter the route IFR time.
Alt IFR (Instrument Flight Rules) Fuel: Enter the amount of alternate IFR fuel.
Alt IFR (Instrument Flight Rules) Time: Enter the alternate IFR time.
Max FL: This field is used to set the maximum flight level the aircraft is capable of operating at. Most often it is set to the certified limit of the aircraft; if it is left blank the system will flight plan based on all available performance data, which in some cases could exceed service ceilings.
NAT MACH: Enter the fixed Mach number to be used for NAT tracks.
ATC ALC: Enter the airline code to be used for ATC filing.
PAX: Enter the maximum number of passenger seats available.
CRW: Enter the total number of cockpit crew and flight attendants (if applicable) that are carried for normal operations.
JMP: Enter the number of extra crew (jump) seats that are available.
OTH: Enter the number of other seats that are available. This entry is optional.
FILE BY: Enter the filing code for the method of filing with ICAO ATC. Options are by registration <R>, Tail/FIN <T>, or flight <F>.
Receiver Type: The ADSB check and RAIM calculation supports GPS specifications TCO C-129a, TCO C-145a, TCO C-146a and TCO C-196a receivers. The GPS receiver in the aircraft will be compliant with one or more of these specifications. The receiver type must be set in Aircraft Characteristics or else a compute error will be generated.
Baro. Aiding: The GPS receiver in the aircraft may have a physical connection to the Baro-altimeter or the FMS. If it does, select this checkbox. If you do not know if the GPS receiver is “baro-aided”, then the safe option would be to keep this checkbox de-selected (No).
FDE Algorithm: Options are Yes, No or E (enroute only) The service supports both FD (Fault Detection) and FDE (Fault Detection and Exclusion) RAIM algorithms. Some airspaces, routes, or approaches may mandate that FDE be used for the RAIM prediction. Selecting TCO-C145a or TCO-C146a receivers will automatically set the algorithm to FDE. If you do not know which algorithm the GPS receiver is using, NAVBLUE recommends that you keep this checkbox de-selected. When set to E (enroute only), the FDE Algorithm is used only for the enroute portion of the flight.
SA Status: Selective Availability - Most modern GPS receivers will be set to use SA OFF. In some cases the GPS receiver manufacturer will the receiver is SA aware. This means the GPS receiver will use the SA status of the GPS constellation - SA OFF. If SA Status is not specified the system assumes the setting is SA ON.
RNP AR: If checked, an RNP AR check is performed provided that the aircraft is configured for checks and the airport data has been entered for landing airports only in a new Airport Configuration WebFOMS screen. The check occurs during RAIM validation. This requires a configuration change, contact support for more details.
Sched: Enter the default schedule type to be used. If this field is populated, that value is used. If not, the value from FOMS Menu 170 is used.
EQUIP-TCAS/ACAS: Indicate whether the aircraft is TCAS-equipped <TCAS>, TCASII equipped <TCASII>, ACAS-equipped <ACAS>, or blank - none .
EQUIP-ACARS: Indicate whether the aircraft is ACARS-equipped, yes <Y> or no <N>. Also enter the ACARS free text format number and the ACARS flight plan format number.
EQUIP-GW: Enter the ACARS gateway network address aircraft override (SITA or ARINC).
EQUIP-AGCS: Indicate whether the aircraft is AGCS-equipped, yes <Y> or no <N>.
EQUIP-INS: Indicate whether the aircraft requires INS realignment, yes <Y> or no <N>.
Note: This field is accessible only if a <J> has been entered in the Nav Codes.
EQUIP-CAT: Enter the instrument landing system category <1>, <2>, <3A>, <3B> or <3C>.
EQUIP-ADSB: Indicate whether the aircraft is ADSB-equipped, yes <Y> or no <N>.
EQUIP-CAT I/II OTS/LTS/SA: Specify if an aircraft is authorized to perform CAT I/II OTS/LTS/SA approaches. When the system performs airport suitability checks, these fields determine whether the aircraft is eligible for the approach. yes <Y> or no <N>.
ARFF Level: Specify the ICAO Aircraft Rescue and Firefighting Code (ARFF) for an aircraft. Accepted values range from 1 to 10.
OEW: Enter the dry empty weight of the aircraft. Eighteen different values may be entered to reflect up to nine different configurations of the aircraft that can be selected in the flight plan screen. In order to support up to nine values and still maintain one screen; paging functionality is added to the OEW field. This means that once a user has entered his third value and selects enter the OEW field will go blank and the cursor will be placed in the first blank field of the OEW section. The first three weights have been saved to the record at this point. Now either the user may enter additional OEW weights or he may select enter. If the user wishes to input additional weights, he can do so at this point. After the next three weights are entered and the user selects enter, the fields will again be blanked out indicating that the weights have been written to the record. Again, the user may now enter additional weights or select enter. Selecting enter will move the cursor to the MZFW field and the original three OEW weights will be displayed. Only one entry is mandatory.
CODE: Enter the operating empty weight code.
INDEX: Enter the operating empty weight index.
CREW: In the first field, enter the number of flight deck crew members. In the second field, enter the number of cabin crew members.
ETP-POL: Enter the ETP Policy (A-Z) for this aircraft. This may be left blank, in which case the system will default to the policy specified in the Master Parameter file. This field is intended to allow you specify a policy for those aircraft that are non-standard.
ETP-F/L: Enter the flight level to be used for the ETP calculation.
ETOPS-Min/ETOPS-TAS/ETOPS-Dist: For twin-engine aircraft, the maximum number of minutes or the distance that the aircraft may diverge from an alternate during ETOPS flights, and the TAS that has been specified for use in calculating maximum distance from alternate for ETOPS flights.
EepExp Min: Enter the EEP/EXP time in minutes.
ETOPS Time: Enter the ETOPS time in minutes.
ETOPS Distance: Enter the ETOPS distance.
Note: ETOPS Time and ETOPS Distance fields are optional. If they are left empty, the system generates circles based on values defined in the ETOPS-Min and ETOPS-TAS fields.
ETOPS Beyond: Fields that govern the ETOPS Beyond function are TLS Time, CFSS Time, and a Beyond check box to enable an ETOPS scenario for use in ETOPS Beyond 180 Minute operations. At least one scenario must have a value above 180 and be enabled for Beyond to be used for ETOPS Beyond 180 Minute operations, and one or both of the TLS (Time Limited System) or CFSS (Cargo Fire Suppression System) time fields must be filled in. The maximum value for these fields is 999.
Item 8: Enter Default Schedule type, see Default Skd Type.
Item 9 and Item 10: See Approach Types.
Item 18 Code: Enter the NAV code that will show up in ATC item 18.
Item 18 Value: Enter the value for the given code that will show up in ATC item 18.
Item 18 Application: Enter whether Item 18 applies to ICAO ATC old <O>, 2012 <2> or both <B>.
R/ Radios: Enter the radio codes: UHF <U>, VHF <V> or emergency location beacon <E>.
S/ Survival: Enter the type of survival equipment. Options are polar <P>, desert <D>, maritime <M> and jungle <J>.
J/ Jackets: Enter the applicable jacket codes. Options are lights <L>, fluorescent <F>, UHF radio <U> and VHF radio <V>.
Dinghies: Enter the following values:
the number of life rafts on board
the number of persons that can be carried in each
whether the dinghies are covered or not
the predominant color of the upper surface of the life rafts
A/ A/C Color: Enter the main aircraft colors.
N/ Remarks: Enter any remarks regarding the aircraft's survival equipment.
Avoid Temp: Enter the threshold forecast temperature in °C. Forecast temperatures below this point will be avoided when generating a flight plan.
Avoid Turb EDR: Enter an ERD value to avoid, the system will attempt to avoid EDR values above the value entered when generating a flight plan.
Turbulence Severity Range
The following three fields allow you to set a turbulence range. These values are displayed on the flight plan.
Light Turb TDR: Enter a light turbulence value - must be between 0.0 and 0.2. This value cannot be higher than the Moderate Turbulence value.
Moderate Turb TDR: Enter a moderate turbulence value - must be between 0.0 and 0.2. This value cannot be lower than the light value or higher than the severe turbulence value.
Severe Turb TDR: Enter a light turbulence value - must be between 0.0 and 0.2. This value cannot be lower than the light value or the moderate turbulence value.
Avoid Icing PPI: Avoid Icing Percent Power Increase (0.0 – 2.0) above the entered value.
Icing Acft Cat: Icing PPI aircraft category (L = light / M = medium / H = heavy). If this field is blank, the NFP system looks at the Item 9 setting (wake turbulence category).
Vert Velocity: Avoid thunderstorm exceeding the vertical velocity in meters/second entered.
Fly above by / Fly over Tops: Allow flight above thunderstorm by this value in hundreds of feet
Auto Weather Chart / WxChart Buffer FL: use this field to add charts from a range of available FLs to the Flight Package. For example, a value of 50 with a cruise level of FL390 automatically adds charts FL340,FL390 and FL420. This value will override the value set in airline code parameters screens.
Auto Weather Chart / WxChart Specific FL: use this field to add a specific chart. For example, a value of 100 will automatically add a chart for FL100. This value will override the value set in airline code parameters screens.
Auto Weather Chart / WxChart Buffer Time: This buffer allows you to decrease or extend the time range when auto-selecting weather charts to add to the flight package. A positive number adds more charts and a negative number adds less charts. For example if the flight time was from 0900 to 1300, a buffer would extend the time range to 0600 to 1600. This value will override the value set in airline code parameters screens. This value will override the value set in airline code parameters screens.
Min Rwy Length: Enter the minimum runway length in feet. This is used to improve filtering for suitable escape routes for airports.
Max Rwy Tail Wnd: Enter the maximum tail wind. This value impacts automatic runway end selection for NFP features such as Max headwind and ALC Approach Minima. When set, NFP does not pick a runway for departure or arrival if the tail wind exceeds this value. See Max Tail Wind for more information.
Req Runway Surface: Enter the required runway surface. Enter <H> for hard, <S> for soft, <W> for water or <U> for undefined. This is used to improve filtering for suitable escape routes for airports.
Default Runway: Enter a default runway to be used in the Route Builder screen when a specific aircraft is used. Options are <L> Longest Procedure, <M> Max Head Wind or <N> None.
Oxygen Endurance: The descent in the event of depressurization must take place before the oxygen supply of the aircraft is depleted. This time is referred to as the oxygen endurance time. Enter the aircraft's oxygen endurance in minutes. For more details on how Oxygen and Driftdown Escape Routes appear on the flight plan and how suitable airports are selected see Escape Routes Requirements. You can have up to 4 FL and Time entries.
RTE QUAL: This field is used to allow the user to specify what equipment is on board the aircraft. The route analysis process will read the data in this field and verify that there is a match before using a particular route in the analysis process. See section 305 for information regarding this field in the route building process. The valid entries are any text character. The field was designed to allow the user to define their own special equipment codes, thus the reason for allowing any text character to be entered. Maximum number of entries is 4 per aircraft.
MORA Radius: Enter the value of the MORA Radius. By default the radius is set to 5nm.
Atc Alias: Add this alias to the default ATC addresses.
Fp Alias: Add this alias to the default flight package addresses.
Talt Max Dist: This field specifies the maximum distance a takeoff alternate may be from the origin airport in the flight planning process. User may specify the distance or leave the field blank. In either cased if a takeoff alternate is used in the flight planning process for the specified aircraft and the distance to that alternate is in excess of the value contained in the field the user will receive an error message indicating the problem. See the flight plan section of the manual for specifics. If the field is left blank then the takeoff alternate distance will default to 500 nautical miles for a two-engine aircraft and 1000 miles for three- and four-engine aircraft.
Approach Spd Cat: Enter the approach speed category - A, B, C, D, E, or blank).
RNP (PBN): Enter the lowest RNP capability of the aircraft.
ACN Min/Max: Enter the ACN minimum and maximum weights. Typically, the minimum would be the same as the operating empty weight, and the maximum would be the same as the ramp weight. These values are compared with PCN values from FOMS Menu 105 (Airports Program) to determine airport suitability for the aircraft.
Flexible/Rigid Subgrade Values: Enter a minimum and maximum value for each of the four subgrades (high, medium, low and ultra low strength), for both flexible and rigid pavement types.
Updated: This field indicates when the last change in the fuel consumption bias was made, and will be filled automatically.
You can set wind data at specific flight levels based on aircraft type if a REQPWI request is sent without flight levels. Wind data for the specified flight levels is sent to the aircraft.
Enabled: Select whether the aircraft is ACARS enabled.
Fp Fmt: Enter the ACARS flight plan format.
Txt Fmt: Enter the ACARS Free Text format.
Gateway: Enter the ACARS network gateway address (SITA/ARINC or &Alias).
PWI CQ FLS: Enter the Climb predicted wind information flight levels.
PWI WQ FLS: Enter the Enroute predicted wind information flight levels.
PWI WQ OAT: Choose to include outside air temperature, No, First level or Y. If Y is selected include a flight level.
PWI DQ FLS: Enter the Descent predicted wind information flight levels. In the last field choose the ACARS PWI Wpt Format, either 4 for 424 or F for full.
Src: Your initials are automatically added to indicate that you made the latest updates.
Comments: Enter any comments you may want to make concerning this aircraft. There is currently no interaction between this field and any other program.
Customer Code 1, 2, 3: These fields are used for display only. Enter an alphanumeric digit to be used as reference for the aircraft.