Aircraft Characteristics Fields

Field

Description

ID

The key parameter in the Aircraft Characteristics data file is the aircraft identification number. This can be any combination of three or four numbers or letters. 

Note: In all modes except Add, you may use the aircraft registration to call up the required aircraft record (e.g. AC4).

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 (Units)

Enter the type of units of weight that the particular aircraft is calibrated in, lbs <L> or kgs <K>.

Reg

Enter the complete international registration for the aircraft (e.g., N1234AB).

CC

Enter the Country Code for the Aircraft 

Note: This will override the ALC Domestic CC so only fill out if different from the standard.

ALC

The standard ICAO 3LD for your airline.

Leave blank if there are Multi-ALC and want to use the aircraft for different ALC's.

FMT

Enter the default (OFP) format number for the Flight Plan print out. Note: The format number needs to be added for both the internal and domestic Flight Plans. 

This field is intended to allow you to specify a format for those aircraft that are non-standard.

If left blank, the system defaults to the format specified in the Master Parameter file. 

Reserve

Enter the Domestic and International Reserve Code policy numbers, or use the <?> search function. 

• If you use the search function, the policy displays in the lower left corner of the screen. 

  • Use the up and down arrows to scroll through the options, and press <Enter> to select.

Note: These reserve policies are 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) displays.

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. 

Example: 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 want to bias the climb performance data.

Cruise

The designator for the cruise profile that is associated with the profile key, (e.g., LRC) displays. 

If the profile key selection is a fixed Mach cruise, then this field shows 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. 

• Example: If an aircraft is burning 5% more than standard book values, enter 1.05. 

• The limits are -10% to +25%.

Additional (Adl) Cruise Bias

Enter any additional cruise bias. 

• The limits are -10% to +25%. 

• The field does not accept negative numbers.

• 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) displays.

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. 

Example: If an aircraft is burning 5% more than standard book values, enter 1.05. 

• The limits are -10% to +25%.

Enter any additional descent bias. 

• The limits are -10% to +25%. 

• The field does not accept negative numbers.

• The Climb plus Additional bias cannot exceed a total of -10% to +25%.

Descent Time Bias

Enter any fixed amounts of time by which you want to bias the descent performance data.

Descent Fuel Bias

Enter any fixed amounts of fuel by which you want to bias the descent performance data.

Hold

If a holding profile exists for the aircraft type/series/engines, and this has been associated with the selected profile key, then it displays, 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.

Example: If an aircraft is burning 5% more than standard book values, enter 1.05. 

• The limits are -10% to +25%.

Additional (Adl) Hold Bias

Enter any additional hold bias. 

• The limits are -10% to +25%. 

• The field does not accept negative numbers.

• 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.

• 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 want to bias the alternate performance data.

Alt Time Bias

Enter any fixed amounts of time by which you want to bias the alternate performance data, applicable to climb only.

Mlw Tkg Reduction

Enter a weight value to reduce max landing weight by this amount, if tanker fuel is used. 

Note: 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).

Min Land

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 Fuel/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).

Note: 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

plan screen

NAV Codes (2012: )

Enter whether or not you want to enter NAV codes in the ICAO 2012 format. Options are 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>: indicates an aircraft type with a maximum certificated takeoff mass of 136,000 kg (300,000 lbs) or more.

• MEDIUM <M>: indicates 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>: indicates 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 ICAO Item 10a

Enter the appropriate codes for the equipment carried by the aircraft.

• Enter <N> if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, or

• Enter <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: standard equipment according to ICAO is VHF RTF, VOR and ILS.

  • <C> LORAN C

  • <D> DME

  • <F> ADF

  • <G> GNSS**

  • <H> HF RTF

  • <I> INS    

  • <J> Data Link***

  • <K> MLS

  • <L> ILS

  • <O> VOR

  • <R> RNP type certification****

  • <T> TACAN

  • <U> UHF

  • <V> VHF

  • <W> RVSM certification

  • <X> MNPS certification

  • <Y> MNPS (HLA) certification

  • <Z> Other equipment carried*****

*Standard equipment is considered to be VHF, ADF, VOR and ILS.
**If used, specify in the Other Information field Options box the other equipment carried, using the fields identified as COM/ and/or NAV/, as appropriate. 

***If used, 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 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. Note: TSO C-129 receivers are not mandatory for VFR flights.

SURVEILLANCE Transponder Code ICAO Item 10b

Enter the appropriate transponder code for your aircraft.

SSR

• N - Nil

• A - Transponder - Mode A (4 digits - 4096 codes)

• C - Transponder - Mode A (4 digits - 4096 codes) and Mode C

• E - Transponder - Mode S including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability.

• H - Transponder Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability.

• I - Transponder - Mode S, including aircraft identification transmission, but no pressure-altitude transmission.

• L - Transponder Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) and enhanced surveillance capability.

• P - Transponder - Mode S, including pressure-altitude transmission, but no aircraft identification transmission.

• S - Transponder - Mode S, including both pressure-altitude and aircraft identification transmission.

• X - Transponder - Mode S without both aircraft identification and pressure-altitude transmission.

Automatic Dependent Surveillance-Broadcast (ADS)

• B1: ADS-B with dedicated 1090 MHz ADS-B "out" capability.

• B2: ADS-B with dedicated 1090 MHz ADS-B "out" and "in" capability.

• U1: ADS-B "out" capability using UAT.

• U2: U2 ADS-B "out" and "in" capability using UAT

• V1: ADS-B "out" capability using VDL Mode 4

• V2: ADS-B "out" and "in" capability using VDL Mode 4

• D1: ADS-C with FANS 1/A capabilities

• G1: ADS-C with ATN capabilities

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 selects CI000 and entering 999 selects CI999 (if available). 

  • If they are not available, the closest CI value is chosen.

Enter the minimum and maximum to control the optimum cost index. 

Note: The optimum cost index will not fall outside of this range.

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 the 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.

Enter the penalty amount to apply to the enroute climb calculations that determine what flight levels are valid. 

Note: It does not affect the burn calculations.

Enter the penalty amount to apply to the driftdown calculations that determine what flight levels are valid. 

Note: It does not affect the burn calculations.

Enter the minimum and maximum variable take-off weight values to calculate a variable MTOW.

As the MTOW increases, the zero-fuel weight (ZFW) decreases in a linear fashion, thus fuel may be sacrificed for payload to an acceptable point. 

Note: Some aircraft allow the typical maximum take-off weight to be exceeded in order to allow for a larger payload. 

Enter the minimum and maximum variable zero-fuel weights to calculate a variable ZFW.

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. 

Note: Some aircraft allow the typical zero fuel weight to be exceeded in order to allow for a larger payload. 

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 is added to meet MIN ZFW.

Enter the maximum fuel volume.

The value will be converted to KG based on the fuel density of the departure airport and is used as the maximum fuel tank limit. 

Note: Max fuel uplift weight(kg/lb) is ignored if the volume amount is specified.

Enter the minimum amount of fuel that must be on the aircraft for it to be flown, according to your Company policy. 

Note: There is no point in making this less than Min Landing Fuel.

Hold Performance Available?

Dom/Intl Hold Field Entry

Dom/Intl Time Field Entry

Hold Calculation

 Yes

Blank

Blank

Fuel is calculated using the hold performance tables and the time specified in the main parameter file.

 Yes

Blank

Any value

Fuel is calculated using the hold performance tables and the time specified in the Dom/Intl Time field.

Yes

Any value

Blank

Fuel is the amount specified (Any Value). Time is the time specified in the main parameter file.

 Yes

Any value

Zero (0)

Fuel is the amount specified (Any Value). Time is calculated as a function of the amount of hold fuel. Note: See below.

Yes

Any value 

Any value > 0

Both Fuel and Time values are the Fixed values entered. No calculations are performed.

Yes

Any value

Blank

Fuel is the greater of (a) Any value and (b) an amount calculated using the Hold Time specified in the main parameter file. Time is the time specified in the main parameter file.

Yes

Any value

Any value > 0

Fuel is the greater of (a) Any value and (b) an amount calculated using the Hold Time specified in the Dom/Intl. Time field. Time is the time specified in the Dom/Intl Time field.

No

Blank

Blank

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.

No

Blank

Any value

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.

No

Any value

Blank

Fuel is the value entered (Any Value). Time is the value specified in the main parameter file.

No

Any value

Any value

Both Fuel and Time values are the Fixed values entered. No calculations are performed.

No

Any value

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”.

Field

Description

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. 

Note: 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 calculates the desired tankerage and then subtract the Spare Tank amount. 

Example: Below you can see a difference in the XTR field (244215 lbs in the Flight Plan with Max Spare set to 10000 lbs vs 254215 lbs in the Flight Plan with Max Spare set to 0)

Note: The Spare Tank function takes into account the payload available before reaching MZFW, and decreases the buffer where restricting the uplift would not be beneficial. (e.g. 10000 lbs Spare Tank set and no MTOW constraints, but only 3000 lbs payload available before reaching MZFW. The system will decrease the Spare Tank value to 3000 lbs and upload 7000 lbs 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.

• If 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. 

Note: 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 is entered. 

Note: This fuel is included in the ETP required fuel for the selected scenario(s).

GND APU

Ground APU is fuel burned while the aircraft is on the ground or at the gate.

• Ground APU fuel can display on a separate line in the format’s fuel burn block under required fuel as it is expected to be used prior to takeoff.

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

This field is the 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.

Note: You can enter these values in the 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.

The Flight Plan format shows 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.

Example: Above image shows 20 minutes before and after refueling.

• APU burns for 20 minutes before refueling which is 350 per hour ÷ 3 = 117 LBS/KGS

• APU burns 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-FP 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 is complete, the aircraft starts burning off the overall fuel available for the flight. This means that APU Fuel After Refueling impacts the total ramp fuel which justifies the 117 LBS/KGS of APU fuel.

Note: Both APU fuels impact 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.

NOTAM Key

Enter a value used as an auxiliary key to identify the 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. Options are fixed <F> or blank (per hour).

Ballast

Enter the amount of standard ballast fuel. 

Note: This value populates the corresponding field in the Fuel group (Plan screen of N-FP 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 driftdown Escape Routes based on one engine out performance. 

• If set to Off, NFP does not generate any driftdown Escape Routes. 

• If set to Half, NFP generates driftdown 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, e.g. codes.

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

Set the maximum flight level the aircraft is capable of operating at. 

• Most often, this is set to the certified limit of the aircraft.

• If left blank, the system makes a 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 is compliant with one or more of these specifications. The receiver type must be set in Aircraft Characteristics otherwise a compute error generates.

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 is to keep this checkbox deselected (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 automatically sets the algorithm to FDE. 

• Leave the checkbox deselected (set to No), if you do not know which algorithm the GPS receiver is using. Note: This is a NAVBLUE recommendation.

• 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 are set to use SA OFF. 

• In some cases the GPS receiver manufacturer sets the receiver as SA aware. This means the GPS receiver uses 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. 

Note: This requires a configuration change, contact support for more details.

SBAS Status

Selecting this checkbox prompts the equipment to lead to an automatic result of "No Check Required".

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 .

TCAS (webFOMS)

Indicate whether the aircraft is TCAS-equipped <T>, TCASII equipped <2>, ACAS-equipped <A>, or none <N>.

EQUIP-ACARS

Indicate whether the aircraft is ACARS-equipped. Options are 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. Options are yes <Y> or no <N>.

EQUIP-INS

Indicate whether the aircraft requires INS realignment. Options are 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. Options are 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. Options are 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. 

Example: 

1. Once a user has entered the third value and selects the OEW field, it goes blank and the cursor is placed in the first blank field of the OEW section. The first three weights are saved to the record at this point. 

2. The user may enter additional OEW weights or they may select enter. 

3. If the user wants to input additional weights, they can do so at this point. 

4. After the next three weights are entered and the user selects enter, the fields are again blanked out indicating that the weights have been written to the record. 

5. 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 display. 

Note: Only one entry is mandatory.

CODE

Enter the operating empty weight code.

INDEX

Enter the operating empty weight index.

CREW

There are two fields.

First field: Enter the number of flight deck crew members. 

Second field: Enter the number of cabin crew members.

ETP-POL

Enter the ETP Policy (A-Z) for the aircraft. 

• If blank, the system defaults to the policy specified in the Master Parameter file. 

Note: This field is intended to allow you to 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 left blank, 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. 

Refer to Default Skd Type.

Item 9 and Item 10

Refer to Approach Types.

Item 18 Code

Enter the NAV code that shows up in ATC item 18.

Item 18 Value

Enter the value for the given code that shows up in ATC item 18.

Item 18 Application

Enter whether Item 18 applies to ICAO ATC old <O>, 2012 <2> or both <B>.

Item 19

R/ Radios: Enter the radio codes. 

Options are: 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 are avoided when generating a Flight Plan.

Avoid Turb EDR

Enter an ERD value to avoid, the system attempts 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 blank, the NFP system looks at the Item 9 setting (Wake Turbulence category).

Vert Velocity

Avoid thunderstorms 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

This field is used to add charts from a range of available FLs to the Flight Package. 

Example: A value of 50 with a cruise level of FL390 automatically adds charts FL340,FL390 and FL420. 

Note: This value overrides the value set in Airline Code Parameters screens.

Auto Weather Chart / WxChart Specific FL

This field adds a specific chart. 

Example: A value of 100 will automatically add a chart for FL100. 

Note: This value overrides 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

• A negative number adds less charts. 

Example: If the flight time was from 0900 to 1300, a buffer would extend the time range to 0600 to 1600. 

Note: This value overrides 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 tailwind. 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. Refer to Max Tailwind 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

Enter the aircraft's oxygen endurance in minutes.

The Oxygen Endurance is the amount of time that the descent in the event of depressurization must take place before the oxygen supply of the aircraft is depleted. 

Note: For more details on how Oxygen and Driftdown Escape Routes appear on the Flight Plan and how suitable airports are selected, refer to Escape Routes Manual. 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 onboard the aircraft. The route analysis process reads the data in this field and verifies 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. 

• The user may specify the distance or leave the field blank. 

  • In either case, 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 receives an error message indicating the problem. See the Flight Plan section of the manual for specifics. 

  • If blank, the takeoff alternate distance defaults 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. Options are 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 is the same as the operating empty weight.

• Typically, the maximum is the same as the ramp weight. 

Note: 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 is; it is filled automatically.

ACARS

ACARS

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. Options are 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 want concerning the aircraft. There is currently no interaction between this field and any other program.

Customer Code 1, 2, 3

Enter an alphanumeric digit to use as reference for the aircraft.

Note: These fields are display-only.