ETOPS User's Guide: 2 Engine Aircraft: Ersion

ETOPS User’s Guide:
2 Engine Aircraft
VERSION 2.5
J ANUARY 6, 2011
ETOPS User’s Guide:
2 Engine Aircraft
VERSION 2.5
Copyright © 2011, Jeppesen. All rights reserved.
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overview of ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Document Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Customer Database Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ETOPS Segment Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Alternate Airport Qualification and Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Critical Point Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Suitability Times (early/late time) Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Critical Fuel Requirement Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Flight Plan Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
System and Customer Data Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Setting Customer Preferences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Customer Aircraft Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Customer Airport Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Customer Airport Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Customer City Pair Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Customer Aircraft Fleet Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Customer MEL Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ETOPS Flight Plan Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Flight Plan Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Method 1: Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Method 2: Flight Plan C-API . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Method 3: Plan Services XML . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Validation of Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ETOPS Segment Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Method 1: Consider Entire Route ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Method 2: ETOPS 60 Min from Specified APF Airports . . . . . . . . . . . . . . . . . . . . . . . . 21
Contents
Method 2a: ETOPS 60 Min from All APF Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Method 3: Single ETOPS Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Method 4: Use SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Alternate Qualification and Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Method 1: Manual Selection With SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Method 2: Manual Selection Without SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Method 3: Automatic Selection With SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Method 4: Automatic Selection Without SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . 22
Additional Option 1: Automatic Selection With or Without POD and POA. . . . . . . . . . 23
Related Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Equal Time Point Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Method 1: Use of SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Method 2: Ignore SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Early/Late Time Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Wind Correction (WC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Method 1: Manual Alternate Selection, Compute from EEP/EXP . . . . . . . . . . . . . . . . . 24
Method 2: Manual Alternate Selection, Compute Using “Old Method” . . . . . . . . . . . . 25
Method 3: “Old” Arrival Times Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Critical Fuel Calculations - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Method 1: Critical Fuel Computations from Entry and Exit Points . . . . . . . . . . . . . . . . 25
Method 2: Critical Fuel Only from Equal Time Points . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Critical Fuel Calculations - Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Method 1: No SCM Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Critical Fuel Calculations - Icing Penalties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Ice Drag and Anti-ice Penalty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Old Rules for Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
New Rules for Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Method 1: Manual Alternate Selection (New Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Method 2: Automatic Alternate Selection (New Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Critical Fuel Calculations - Conservatism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Method 1: Complex Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Method 2: Simple Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Alerts and Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Alert Tags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Appendix A: Customer Preferences 45

Customer Application Preferences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
APMINSRC (Airport Minima Database Source) . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
DVTDSP (Diversion Time Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
EEPEXPCF (Entry Exit Point Critical Fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ETOPADDA (ETOPS Add POD and POA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
ETOPARRT (ETOPS Arrival Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
ETOPCOFG (ETOPS Carryover Flag) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
ETOPDST (ETOPS Divert Distance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
ETOPSAOO (ETOPS Area of Operation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Draft ETOPS User Guide: 2 Engine Aircraft Ver 2.5 January 6, 2011
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Contents
ETOPSCVG (ETOPS Coverage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

ETOPSDST (ETOPS Distance Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
ETOPSRTE (ETOPS Automatic Routing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ETOPTCMD (ETOPS Terrain Clearance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
ETP_BETW (ETP Between Entry/Exit Points Flag) . . . . . . . . . . . . . . . . . . . . . . . . 55
ETPALERT (ETOPS Alerting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ETPAPSEL (ETOPS Automatic Airport Selection) . . . . . . . . . . . . . . . . . . . . . . . . 56
ETPRRMFL (ETOPS Range Ring Method Flag) . . . . . . . . . . . . . . . . . . . . . . . . . . 57
ETPSWATH (ETOPS Swath Width) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
ETXXDFLT (ETOPS Default Diversion Time) . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
FAAETOPS (FAA ETOPS Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
IGNOR_EA (Ignore Customer Airport Fleet Database EA) . . . . . . . . . . . . . . . . . . 60
MINETPAN (Minutes Number of ETOPS Alternates) . . . . . . . . . . . . . . . . . . . . . . 60
ONE_EEXP (Print One Entry/Exit Pair on Flight Plan Output) . . . . . . . . . . . . . . . 61
TAFCHECK (TAF Source Check) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
TAFMISSB (TAF Missing Behavior) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
TAFWINDW (TAF Window) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
MELSWTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
January 6, 2011 Draft ETOPS User Guide: 2 Engine Aircraft Ver 2.5
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Introduction
Introduction
Purpose
This 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 ETOPS
Since 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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Introduction
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 Overview
ETOPS 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.
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Introduction
Refer to the Appendices for examples of detailed interface specifications, flight plan scenarios
and database settings.
Customer Database Administration

ETOPS 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 Determination

The 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 Selection

When 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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Introduction
• 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 Determination

The 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) Computation

The 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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Introduction
Critical Fuel Requirement Computation

The 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 Output

There 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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System and Customer Data Administration
System and Customer Data

Administration
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 Database

Every 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 Database

This 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 Database

This 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 Database

The Minimum Equipment List (MEL) database allows you to create and manage records of
performance degradations and equipment shortcomings for aircraft of a given fleet type (a
specific airframe/engine combination). Examples of degradations include increased fuel flow,
decreased airspeed, 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.
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ETOPS Flight Plan Computation
Flight Plan Request
Method 1: Line mode

This 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-API

The 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 XML

This service provides a SOAP interface to the JetPlan flight planning engine.
Validation of Input
Alert when no ETOPS requested but CPF indicates ETOPS required.
ETOPS Segment Computation
Method 1: Consider Entire Route ETOPS

Preferences: 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).
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Method 2: ETOPS 60 Min from Specified APF Airports

Preferences: 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 Airports

Preferences: 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 Segment

Preferences: 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 Sets

Preferences: 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 Sets

Preferences: 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 Sets

Preferences: ETPRRMFL not set, ETPAPSEL=0 or 1, ETXXDFLT
Database Settings: Aircraft ETP parameters
Method 3: Automatic Selection With SCM Data Sets

Preferences: 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 Sets

Preferences: ETPRRMFL not set, ETPAPSEL=1, ETPSWATH, ETXXDFLT
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Additional Option 1: Automatic Selection With or Without POD

and POA.
Preferences: ETPAPSEL=1, ETOPADDA
Related Settings
Preferences: APMINSRC, TAFCHECK, TAFMISSB, TAFWINDW, ETOPSCVG,
ETOPSDST, MINETPAN
Equal Time Point Determination
Method 1: Use of SCM Data Sets

Preferences: ETPRRMFL set
Database Settings: Aircraft Fleet Parameter SO# (1LEETP TAS)
Method 2: Ignore SCM Data Sets

Preferences: 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 Computation

Early/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/EXP

Preferences: 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
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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 Computation

Preferences: 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
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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 Penalties

In 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

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

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.
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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 Icing

Preferences: 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).
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New Rules for Icing

Preferences: 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
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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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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.
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Critical Fuel Calculations - Conservatism
Method 1: Complex Method

Preferences: 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 Method

Preferences: 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 Messages

Many 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 Tags
Below is a list of alert tags that may display. These tags are format dependent.
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ALERT TAG ALERT MSG BIKF IS CLOSED DURING ARRIVAL TIME WINDOW
ETPARRT
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.
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ALERT TAG ALERT MSG RELS FUEL INCRD for ETOPS BIKF:EDDF 11.5
ETOPINC
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 ALERT MSG ** NO ALTERNATES FOUND - check xk77, wx

noALTfn 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 ALERT MSG MNPS altitudes were not considered during
MNPSPLN 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 ALERT MSG ETOP option required for city pair
CPFETOP 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 ALERT MSG User input does not match the ETOPS flag
ETOPFLG 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.
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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 NO COVRG

Suitable
Alternates 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 ETP Pair: /RJAA Back/Fwd Flag: F

Performance
Failure: 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.
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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:
-------------------- 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.
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:
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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.

A PPENDIX 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 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.

fleet database only.

database only.
© 2011 Jeppesen
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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.
© 2011 Jeppesen
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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.
© 2011 Jeppesen
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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.

included in its own field in the fuel block.

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.
© 2011 Jeppesen
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ETOPDST (ETOPS Divert Distance)
Preference Automatic ETOPS Entry/Exit Points

Category:
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.
© 2011 Jeppesen
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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.
© 2011 Jeppesen
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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)
Preference Automatic ETOPS Suitable Airports

Category:
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.
© 2011 Jeppesen
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ETOPSRTE (ETOPS Automatic Routing)
Preference Route Selection

Category:
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.
© 2011 Jeppesen
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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.
© 2011 Jeppesen
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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)
Preference Automatic ETOPS Suitable Airports

Category:
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.
© 2011 Jeppesen
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ETPRRMFL (ETOPS Range Ring Method Flag)
Preference Critical Fuel

Category:
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)
Preference Automatic ETOPS Alternate Selection

Category:
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).
© 2011 Jeppesen
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ETXXDFLT (ETOPS Default Diversion Time)
Preference Suitable Airports

Category:
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)
Preference Critical Fuel, Entry/Exit Points, Adequate Airports

Category:
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
© 2011 Jeppesen
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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.
© 2011 Jeppesen
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IGNOR_EA (Ignore Customer Airport Fleet Database

EA)
Preference Adequate Airports

Category:
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.
© 2011 Jeppesen
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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)
Preference WX
Category:
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)
© 2011 Jeppesen
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TAFMISSB (TAF Missing Behavior)
Preference WX
Category:
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)
Preference WX
Category:
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.
© 2011 Jeppesen
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MELSWTCH
Preference MEL
Category:
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.
© 2011 Jeppesen
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ETOPS User's Guide: 2 Engine Aircraft: Ersion

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ETOPS User's Guide: 2 Engine Aircraft: Ersion

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ETOPS User’s Guide:

Method 2a: ETOPS 60 Min from All APF Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Appendix A: Customer Preferences 45

ETOPSCVG (ETOPS Coverage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

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

• Setting customer preferences

• ETOPS Segment determination

Customer Database Administration

ETOPS Segment Determination

Alternate Airport Qualification and Selection

Critical Point Determination

Suitability Times (early/late time) Computation

Critical Fuel Requirement Computation

The three scenarios to be analyzed include:

Flight Plan Output

System and Customer Data

Setting Customer Preferences

For more information on customer preferences see Appendix A.

Customer Aircraft Database

Customer Airport Database

Customer Airport Fleet Database

Also note the function of the APMINSRC preference.

Customer City Pair Fleet Database

ALERT TAG ETOPFLG

Customer Aircraft Fleet Database

Customer MEL Database

ETOPS Flight Plan Computation

Flight Plan Request

Method 1: Line mode

• Run a telnet session on the JetPlan Engine server

• Percentage of each diversion leg subject to icing conditions (an important

Method 2: Flight Plan C-API

Method 3: Plan Services XML

ETOPS Segment Computation

Method 1: Consider Entire Route ETOPS

Database Settings: Aircraft Database: EA, overridden by NX

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

ETOPS Segment based on:

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

Method 2: ETOPS 60 Min from Specified APF Airports

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

Method 2a: ETOPS 60 Min from All APF Airports

Database Settings: Aircraft Database: EA1

Method 3: Single ETOPS Segment

Database Settings: Aircraft Database: EA1

Method 4: Use SCM Data Sets

Database Settings: SO# in SCM sets

Alternate Qualification and Selection

Method 1: Manual Selection With SCM Data Sets

Method 2: Manual Selection Without SCM Data Sets

Database Settings: Aircraft ETP parameters

Method 3: Automatic Selection With SCM Data Sets

Method 4: Automatic Selection Without SCM Data Sets

Database Settings: Aircraft ETP parameters

Additional Option 1: Automatic Selection With or Without POD

Database Settings: Aircraft ETP parameters

Equal Time Point Determination

Method 1: Use of SCM Data Sets

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

Method 2: Ignore SCM Data Sets

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

NOTE NA does not override EA for ETP computation.

Early/Late Time Computation