Terrain Resolver

Sabre AirCentre Flight Plan Manager

This documentation is the confidential and proprietary
intellectual property of the Sabre Airline Solution® business.
Any unauthorized use, reproduction, preparation of
derivative works, performance or display of this document or
software represented by this document, without the express
written permission of Sabre Airline Solutions is strictly
prohibited.

Sabre Airline Solutions, the Sabre Airline Solutions logo,

Sabre Holdings, the Sabre Holdings logo, and AirCentre are
trademarks and/or service marks of an affiliate of Sabre
Holdings Corp. All other trademarks, service marks and
trade names are the property of their respective owners.

© 2012 Sabre Inc. All rights reserved. 06_2012

 Revision History

Revision Date Who Description

Number

1.0 2008-08-19 Maria Meerjanssen Initial Version

1.1 2008-11-28 Felix Hackl Correction regarding descent times in E/D

1.2 2009-08-04 Olivia Kafka Changed logo and product names

2.0 2012-04-20 Veronika Podest Updates for new functionality up to FPM version 4.2.17.0
Adopted Sabre document format

2.1 2012-06-18 Veronika Podest Clarification on Icing (affected scenarios and altitude profile)

2.2 2012-06-26 Veronika Podest Added note on ED Profile TAS correction for wind

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Table of Contents
1 Introduction ............................................................................................................... 1
1.1 Scope .................................................................................................................... 1
1.2 Document References .......................................................................................... 1
1.3 Overview ............................................................................................................... 1

2 Terrain Avoidance Scenarios .................................................................................... 2

2.1 Method 1 Scenario ............................................................................................... 3
2.2 Method 2 Scenario ............................................................................................... 4
2.2.1 M-2 Padding Options ....................................................................................... 4
2.2.2 M-2 with 3 or More Engines ............................................................................ 5
2.3 Oxygen Scenario .................................................................................................. 5

3 Escape Routes ............................................................................................................ 6

3.1 Direct Diversion .................................................................................................... 7
3.2 Simple Escape Routes ......................................................................................... 8
3.3 Predefined Escape Routes ................................................................................... 9
3.3.1 Administration ................................................................................................ 11

4 Calculating Flights with Terrain ............................................................................ 13

4.1 EROPS Page ...................................................................................................... 13
4.1.1 Selecting Airports .......................................................................................... 13
4.1.2 Manually Adding Airports to List .................................................................... 14
4.1.3 QuickEROPS ................................................................................................. 14
4.1.4 Icing ............................................................................................................... 16
4.1.5 Paddings ........................................................................................................ 16
4.1.6 Airports Used ................................................................................................. 16
4.2 Map Display ........................................................................................................ 17
4.3 Profile Display ..................................................................................................... 19
4.4 Terrain Reports ................................................................................................... 20
4.4.1 Scenarios - Samples ..................................................................................... 20
4.4.2 Report Legend ............................................................................................... 23
4.4.3 Insufficient Fuel ............................................................................................. 26
4.4.4 Simple Escape Routes .................................................................................. 26
4.4.5 Predefined Escape Routes ............................................................................ 27

5 Default Configurations ............................................................................................ 28

5.1 Enabling Terrain Calculations............................................................................. 28
5.2 Terrain Scenarios ............................................................................................... 29

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 5.2.1 Terrain Options Dialog .................................................................................. 29
5.2.2 Available Scenario Combinations.................................................................. 30
5.3 Terrain Remarks ................................................................................................. 31
5.4 Bleed Default ...................................................................................................... 33

6 Aircraft Configurations ........................................................................................... 34

6.1 Emergency Profiles ............................................................................................ 35
6.2 Terrain Settings .................................................................................................. 36
6.2.1 Heights .......................................................................................................... 36
6.2.2 Emergency Descent Profile ........................................................................... 37
6.2.3 Altitude Padding ............................................................................................ 37
6.2.4 Weight Padding ............................................................................................. 37

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1 Introduction
1.1 Scope

This document describes the basic logic of the Terrain Resolver module within the
Sabre® AirCentre™ Flight Plan Manager system, how to configure it, and how to
interpret its results.
It does not explain the legal requirements to plan terrain avoidance according to
regulations.
This document describes the features of Sabre® AirCentre™ Flight Plan Manager
system version 4.2.17.0.

1.2 Document References

[R1] FPM Administrator – User Guide

[R2] FPM – EROPS Calculation I
[R3] FPM – EROPS Calculation II
[R4] FPM – User Guide

1.3 Overview

On regular routings with normal aircraft performance, FPM will calculate optimum
altitudes in terms of aircraft weight, wind, Cost Index and restrictions. Terrain is, in
most cases, already considered in the en-route restrictions of airways. However, an
aircraft in distress will no longer adhere to published minimum altitudes or restrictions.
The safe continuation of the flight and landing at the next available airport are a priority.
The Terrain Resolver is similar to EROPS, insofar as that both techniques aim to
provide safe diversion and landing options in case of emergencies, such as rapid
decompression of the cabin or failed engines. But while EROPS only calculates the fuel
requirements and equal time points between airports (for decision-making whether to
continue on or turn back) along the route, Terrain Avoidance also looks at the maximum
altitudes achievable by an aircraft with degraded performance and the actual terrain
along the route.
Routes leading over high mountain ranges (such as the Rocky Mountains or the
Himalayas) might not be able to clear all terrain in such emergencies, particularly when
decompression forces the plane to flight levels with breathable air. The system
recognizes such sections, and looks for routes to divert safely. Of course, the additional
fuel requirements for the diversion routes are calculated as well.
A regular great-circle diversion from a critical point to the emergency airport might not
be able to clear terrain either, in which case the system can be allowed to create simple
escape routes (using another waypoint in between), or in particularly complicated
situations use manually created, predefined escape routes.

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2 Terrain Avoidance Scenarios
It becomes vital to ensure terrain avoidance if
 the aircraft performance deteriorates through engine failure, reducing the service
ceiling and causing a drift-down to the maximum maintainable flight altitude, or
 depressurization of the cabin forces an emergency descent into altitudes with
breathable air, as oxygen supply on the aircraft is limited.

Figure 1 – If cabin decompression forces a plane to quickly descend into lower altitudes, it is
important to check for and avoid high terrain.

Engine failure scenarios are known in FPM as either Method 1 (M-1) or Method 2
(M-2) calculations.
 M-1 ensures that along the route, the aircraft will be able to clear all encountered
terrain by a given distance during a one-engine-out failure (refer chapter 2.1).
Otherwise the amount of ATOG reduction is reported, which would be required to
be able to clear the terrain successfully.
 M-2 also checks terrain along the route (although typically against a larger padding
than M-1) during an engine failure. On twin engine aircraft a one-engine-out failure
is calculated, while on 3- or 4-engine aircraft it is a two-engines-out. Wherever
terrain cannot be cleared along the route, emergency alternate airports are used to
divert to (refer chapter 2.2).
If M-1 was already calculated and was able to clear the terrain, M-2 will usually not be
triggered anymore (with one exception, refer chapter 5.2).
Depressurization is known in FPM as the Oxygen (O2) scenario. It follows a step-down
procedure into altitudes with breathable air, and uses emergency alternate airports to
divert to (refer chapter 2.3).
Note FPM will not add Additional Fuel (like it does for EROPS) during terrain checks. The system however
recognizes and may warn a dispatcher that not enough fuel is on board at a critical point to reach the
emergency alternate via the escape route (refer chapter 4.4.3). This limitation is due to the fact that the
terrain clearance checks currently occur at the end of the flight calculation, when all masses and
altitudes are fixed values.

Which scenarios are calculated can be configured system-wide (refer chapter 5.2) and, if
allowed via configuration, overridden by the dispatcher (refer chapter 5.2.1.2).

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2.1 Method 1 Scenario

Method 1 (M-1) ensures that within 5NM along either side of the route, the aircraft will
be able to clear all encountered terrain by a given distance during a one-engine-out
failure. Additionally, it must be possible to hold at 1,500ft above the destination airport.

Figure 2 - Visualization of M-1 terrain clearance

The amount by which terrain has to be cleared by M-1 is configurable per aircraft
subtype in FPM Administrator (refer chapter 6.2), but is usually set to 1,000ft according
to regulations.
If M-1 is not able to clear all terrain, the system may report the amount of ATOG
reduction required to be able to succeed. If both M-1 and M-2 are enabled for
calculation, a failed M-1 would automatically trigger M-2 to resolve the high terrain.

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2.2 Method 2 Scenario

Method 2 (M-2) ensures that within 5NM along either side of the route, the aircraft will
be able to clear all encountered terrain by a given distance during an engine failure
(one-engine-out on 2-engine aircraft, two-engines-out on 3- or 4-engine aircraft).
Additionally, it must be possible to hold at 1,500ft above the destination airport.

Figure 3 - Visualization of M-2 terrain clearance

The amount by which terrain has to be cleared by M-2 is configurable per aircraft
subtype in FPM Administrator (refer chapter 6.2), but is usually set to 2,000ft according
to regulations.
The system then looks for diversion options (refer chapter 3) to reach an emergency
alternate airport. Any escape route also is checked against the M-2 requirements.
If the position of terrain and route is such that no escape route can be found which
sufficiently avoids the terrain, M-2 and the flight calculation as a whole fails.

2.2.1 M-2 Padding Options

M-2 may also be configured by Sabre Support to use M-1 paddings:

 for en-route descent, i.e. using M-1 clearance altitudes as long as the flight is in
driftdown along the planned route, and M-2 clearance altitudes for off-route
diversion, and/or
 for level flight, i.e. using M-1 clearance altitudes as soon as the driftdown completed,
irrespective of whether the plane is still on the planned route or diverting.

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2.2.2 M-2 with 3 or More Engines

FPM may also be set up to only trigger an M-2 calculation on 3- or 4-engine aircraft, if
the route lies outside of a configurable coverage of suitable airports. The radius of the
coverage can be controlled via the speed ("TAS IA" field on the Aircraft Subtype
Planning tab, refer document [R1]) and the flight time in minutes (please contact Sabre
Support).

2.3 Oxygen Scenario

Decompression scenarios are currently not specifically regulated.

In FPM, the Oxygen scenario (O2) is an all-engine decompression, using an emergency
descent (step-down) profile to clear terrain with the same altitude padding as the M-2
calculation.

Figure 4 – Visualization of O2 terrain clearance

Similar to M-2, O2 will report escape routes (refer chapter 3) to emergency alternate
airports if the encountered terrain requires it.

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3 Escape Routes
When checking M-2 and O2 scenarios, the system finds the points along the route
where terrain clearance can last be achieved by turning back ("no-return point"), and
where it can be achieved again after high terrain by continuing along the route
("continuing point").
If the continuing point lies before the no-return point, terrain is cleared, i.e. the plane
may at any time either turn back or continue along the route to make it past the high
terrain. If not, escape routes and emergency alternate airports for the sections in
between those points must be found.

Figure 5 - Continuing point (green star) lies before no-return point (yellow star), terrain is cleared

Figure 6 - Continuing point (green star) lies after no-return point (yellow star), escape routes have
to be found for route section in between

FPM offers three types of escape routes: direct diversion, simple escape routes and
predefined escape routes.

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3.1 Direct Diversion

Direct diversion uses directs from the planned route to the available emergency alternate
airports to escape high terrain.
In configurable intervals, the system checks that a direct from this point in the route to
the airport meets the M-2 requirements. If it finds that a direct diversion does not
achieve terrain avoidance, it will try to find other emergency alternate airports, where
the plane can divert to safely.

Figure 7 - Direct escape routes (green) for a route section, using two emergency alternate airports.
(T1) is the no-return point, from where FPM diverts to airport A. (T2) is the last point where a
diversion to airport A is possible as any later diversion would not achieve terrain clearance, and the
system switches to airport B instead. (T3) is the continuing point, i.e. the last point where the plane
would have to turn back to airport B in order to divert safely.

The no-return and continuing waypoints will be reported as two critical terrain
waypoints (Tx). Additionally, any points in the route where the system "switches" from
one emergency alternate airport to another will be reported.

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3.2 Simple Escape Routes

Simple escape routes continue or return to a point along the planned route (either an
official or coordinate waypoint) before diverting to the emergency alternate airport. This
allows the system to cover a larger section of route with one airport.

Figure 8 – Same as on Figure 7, the system uses a direct diversion where possible, i.e. between
(T1) and (T2). Then it switches to a simple escape route (dashed green) via another point, which
causes airport A to be sufficient for terrain clearance on the entire section, e.g. if airport B is
unsuitable on the flight's day. Between (T2) and (T3), the plane should turn back and divert to
airport A via (T2). After passing (T3), it should instead continue along the route and divert via (T4).

The VIA point (its name or coordinate) will be reported alongside the critical terrain
waypoints (Tx).
Depending on the terrain and the planned route, the system may switch between using a
direct diversion and a simple escape route quite often on a longer section without terrain
clearance, causing a rather complex-looking solution even with few different emergency
airports.

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3.3 Predefined Escape Routes

Predefined escape routes are manually created routings which take advantage of lower
terrain (e.g. valleys in a vast mountain range) leading into an airport. These are of use
mostly in situations where direct diversions or simple escape routes would be unable to
find a valid escape route.
Predefined Escape Routes are maintained in FPM Administrator (refer chapter 3.3.1).
During terrain calculation, the system checks each potential emergency alternate if
predefined escape routes are available. If so, it will try to connect to any of the
waypoints along the escape route, to check whether this would lead to a useful coverage.
Otherwise the route will not be used.
If multiple escape routes are available for one emergency alternate, FPM will prioritize
shorter routes over longer ones.
FPM will try to connect with a direct from the planned route to any waypoint of the
predefined escape route – although it will prefer the closest which does not require a
turn back (i.e. no more than 90° angle from the original flight path) – and follow its path
into an airport. The system will consider turn-back if the preferred waypoint is not an
option due to terrain on the diversion.
Note The functionality of predefined escape routes is implemented in FPM system version 4.2.16.0 and
higher. It is not available in 4.1.

Figure 9 - A predefined escape route (orange) leads into airport A. FPM connects from the planned
route to one (in this case the second) waypoint along the predefined escape route.

The system may also have to try different options of connecting to the predefined
escape routes, if e.g. the direct to a waypoint does not clear terrain, or if further down
the escape route the terrain cannot be resolved.

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Figure 10 – In this scenario, a direct to the second waypoint of the predefined escape route did not
clear terrain. The system tries to connect to the first waypoint (a back-turn) instead – however due
to the longer distance, it also ran into a terrain conflict on the predefined escape route, and
therefore has to look for yet another option to divert.

Figure 11 - Connecting to the third waypoint of the predefined escape route finally allowed
successful terrain avoidance.

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By default, the system will favor direct diversions or simple escape routes, thus
covering the route with emergency alternates as near as possible to the original route,
minimizing the terrain-related diversion distances. Only if this still leaves sections in the
planned route without terrain clearance, will the system consider predefined escape
routes. However, it is possible to invert this logic and have the system check for terrain
coverage through predefined routes first, thereby preferring these over directs or simple
routes. Please contact Sabre Support to change this option.

3.3.1 Administration

Predefined escape routes are not connected to citypairs; they only relate to a specific
airport. The system automatically determines if and how to use any predefined escape
route based on the flight's planned route and suitability of the airport as an emergency
alternate.
They are created and maintained within FPM Administrator like regular Subroutes
(refer document [R1]).

Figure 12 - FPM Administrator; Routings; Data tab; Typ selection now offers the option "Terrain" for
predefined escape routes.

The FPID of a new predefined escape route have to start with the airport's ICAO code,
otherwise FPM Administrator will show an error message when trying to save the route.
In the Route Definition field, similar to creating Subroutes, enter the desired waypoints
(refer document [R1]).
The last waypoint of the Route Definition of a predefined escape route has to be an
airport (waypoint type 'PA'), otherwise saving the route will display an error popup.

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Figure 13 - Sample escape route definition

Note Even though predefined escape routes may be created over airways, it is recommended to use only
DCTs. Airways may be modified or deleted, which would then lead to either modified escape routes
over different areas which in turn can lead to unsuccessful terrain calculations if the terrain cannot be
cleared anymore, or the escape route could not be used because of missing airway definition.

The column "Con" (Connection) was added to the dialog. Enter an "N" here to prevent
terrain diversions from connecting to the waypoint. Keep the field blank to allow
connections.
Constraints for fleets, engine types, and weight categories limiting the availability of the
predefined escape route can be applied on the Constraints tab, analogous to other
Routing types.

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4 Calculating Flights with Terrain
In FPM, the Terrain Resolver is managed on the Flight Page and EROPS Page.
On the Flight Page, a "Terrain" checkbox generally enables the calculation of terrain
avoidance scenarios. Whether this checkbox should be enabled by default on a new
flight is configurable (refer chapter 5.1).
For information on which scenarios will be calculated, please refer chapter 5.2.

4.1 EROPS Page

As the Terrain Resolver has common functionalities with EROPS, e.g. looking for
alternate airports along the route, it can also be managed through FPM's EROPS Page.

4.1.1 Selecting Airports

The first step, taking place before the actual calculation, is to select all available airports which
may be used as Terrain alternates (TA).
All airports need to be authorized for usage as TA, as per company policy, by enabling the
checkboxes in the "Emergency Altn" column in the Airport Usage tab (refer document [R1]).

Figure 14 – Usage options to authorize airports as TA.

The search range for airports available as emergency alternates initially is linked to the
corridor set to use for EROPS (configurable; by default 100NM). Next, the radius is
widened to the aircraft's THT.
If the system then still couldn't cover the entire route with safe diversion routes, the
search can be
 stopped (i.e. the maximum distance is based on the aircraft's THT),
 extended to a multiple of the aircraft's THT (if the configured multiple of the THT
results in a value higher than the MDT, the MDT is used as the upper limit), or
 extended to the aircraft's MDT.
Note By default, the maximum search range is the aircraft's THT. Please contact Sabre Support to configure
this option. This feature is only available in 4.2.16.0 and higher.

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4.1.2 Manually Adding Airports to List

The user may also add airports manually to the list, either by typing the airport IATA or ICAO
code into the QuickEROPS field, or by searching for airports close-by.
To search for en-route alternates, pick a waypoint in the Routing list on the right-hand side of
the EROPS Page, adjust the radius (in NM), and click the Search button. By double-clicking an
airport from the result list, it will be added into the QuickEROPS string.
Additionally the search may be configured to only return "suitable" airports.
If the filter "Suitable only" is not enabled, unsuitable airports are highlighted red in the result
list.
Please refer document [R4] for details about the manual search for Enroute Alternates.

4.1.3 QuickEROPS

The selected airports will show in the QuickEROPS field on the EROPS Page in FPM.

4.1.3.1 Suitability

Figure 15 – QuickEROPS string with airports authorized for EROPS and Terrain within a corridor
along the route. KHAF is unsuitable, and the failed suitability check is overridden.

Other Suitability Checks (next to authorization) also need to be passed for the airports to be
used during Terrain Calculation. Those depend on the system configuration, and can include
weather minima, runway lengths, opening times, etc. The timeframes, within which these
suitability checks need to be passed, are estimations as long as the flight is not calculated.
Airports which are considered "unsuitable" due to failed Suitability Checks will appear red in
the QuickEROPS field.
In order to allow the system to use an "unsuitable" airport, e.g. if the airport is unsuitable due to
a corrupted TAF (weather forecast), it can be added in the Ignore Suitability Check textbox.
Airports with overridden failed suitability checks will still appear red in the QuickEROPS field.

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4.1.3.2 Prefixes and Authorization

In Mode Auto, airports are displayed with prefixes, according to allowed airport usages:

ETOPS Enroute Emergency QuickEROPS

N N N airport will not be loaded automatically in list

N N Y prefix XT:

N Y N prefix XI:, unsuitable

N Y Y prefix XI:

Y N N prefix XE:, unsuitable

Y N Y prefix XE:

Y Y N no prefix, unsuitable

Y Y Y no prefix

The XT: prefix can also be added manually to any airport, to exclude it from EROPS
calculations yet allowing it as a Terrain airport.
However, there is currently no way to exclude airports from the Terrain calculation while still
allowing it for EROPS, other than by disallowing Emergency airport usage.
In order to view whether any airport in the QuickEROPS list will not be considered for Terrain,
click the "Check Airports" button.

Figure 16 – KHAF is not authorized as Emergency Alternate (i.e. for Terrain)

The message "EMG: […]: Airport not authorized" will be displayed for every airport lacking
authorization for Terrain. The airports' ICAO codes in the QuickEROPS field will also be
highlighted in red to indicate the failed Suitability Check.

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4.1.4 Icing

Similar to EROPS, deicing may be considered in the different scenarios, which

increases the calculated fuel consumption and alters the driftdown profiles. For the two
checkboxes in the "Terrain" column, the same labels apply as in the "EROPS" column:
the upper checkbox enables Engine Anti-Ice, the lower checkbox enables Engine and
Airframe Anti-Ice.
Note E+A Anti Ice already includes Eng. Anti Ice, and therefore disables it automatically.

4.1.5 Paddings

Altitude ("Pad Alt") and weight ("Pad GM") buffers may be added, which cause the
system to consider the aircraft to start out a failure scenario at a lower altitude/with
higher gross mass than would be calculated. This increases the length of route sections
without terrain clearance, the fuel consumption, and the risk of the system being unable
to find resolutions for areas with high terrain.
The fields are populated with values according to the "Pads" settings on the aircraft
subtype in FPM Administrator (refer chapters Note and 6.2.4), and allow the dispatcher
to adjust them as desired.

4.1.6 Airports Used

After successful calculation of an M-2 (and O2) scenario, the "Airports used" field will
display the order of airports on an additional line labeled "TA:".
If M-2 and O2 were calculated separately (refer chapter 5.2), they might use different
airports for their purposes. In this case O2 airports will be shown on their own line,
labeled "O2:".
Note The labels "TA:" and "O2:" for the used Terrain airports are configurable.

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4.2 Map Display

As soon as the flight was calculated successfully, and the system used TA airports, the
critical terrain points are shown on the map as (T1), (T2), etc.
In order to view escape routes, right-click into the map and select "Show/hide Escape
Routes".

Figure 17 – Right-click into the map to choose Escape Route overlays

You may also select "Individual Escape Routes" to choose from which critical points
the escape routes should be overlain.
Simple Escape Routes are displayed similar to direct diversions, with the exception that
they follow the route before turning towards the emergency airport.
Predefined Escape Routes are shown in a different color, with escape routes from
various critical points connecting to its waypoints.

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Figure 18 – Sample flight map display of a used predefined escape route (orange) and diversions
(green) connecting to different airports and waypoints on the predefined escape route.

The color used to draw predefined escape routes on the map can be configured for M-2
and O2 escape routes individually. If M-2 and O2 calculations were 'combined', the M-2
color will be used. Please contact Sabre Support to change the colors.

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4.3 Profile Display

The Altitude Profile offers a similar overlay. Right-click into the profile to choose from
which critical point the escape routes should be overlain. Due to display constraints,
only one critical point's escape routes can be shown at the same time.

Figure 19 – The green curved line shows the M-2 decompression scenario's driftdown path, the
other the emergency descent stepdown procedure of the O2 scenario.

The initial altitudes of escape routes often are slightly off from the calculated cruise
altitude en-route. The latter are displayed in pressure altitudes, while escape routes are
shown in true altitude in order to give a proper relation to the underlying terrain.
If the Terrain overlay is enabled as well (see Figure 19), the black shaded area is the
terrain encountered along the planned route. Shaded in blue is the terrain underneath the
escape routes.

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4.4 Terrain Reports

The Terrain Report – either as the TERRA Message Type on the FPM Comm Page or as
part of the OFP – will display the results of the terrain calculation.
Terrain Reports can be created as PDF files, which increases readability.

4.4.1 Scenarios - Samples

If M-1 already cleared the terrain, the Terrain Report only states that fact:

CRITICAL TERRAIN SCENARIO PG 1/1 PRTD 20JUN11 1422.43

GRE0815 /1 16MAY11 KIAD/IAD 1000 VRNT 1 RTNG Z1
N219UA 777-2 SAEZ/EZE 0000 VIA SAMPLE FLT
GRE815 14.00 FC 160000 170000 POUND

CRITICAL TERRAIN SCENARIO

METHOD 1 CLEARS TERRAIN ON THIS ROUTE

PTOG 562.10 ENRTE ATOG 604.65

Figure 20 - M-1 and M-2 calculation, where M-1 clears terrain

If M-1 failed, M-2 will be triggered. Both will be reported:

CRITICAL TERRAIN SCENARIO PG 1/2 PRTD 20JUN11 1443.43

GRE0815 /1 16MAY11 KIAD/IAD 1000 VRNT 1 RTNG Z1
N219UA 777-2 SAEZ/EZE 0000 VIA SAMPLE FLT
GRE815 14.00 FC 160000 170000 POUND

CRITICAL TERRAIN SCENARIO

METHOD 1 DOES NOT CLEAR TERRAIN ON THIS ROUTE

PTOG 562.10 ENRTE ATOG 531.02 OVER 31.09

WC -1 ISA P15 BLEED ENG ANTI ICE ON

MOST CRITICAL TERRAIN 13071 AT N06 22.9/W072 55.4
CRITICAL TERRAIN STARTS AT N07 54.7/W073 24.9 020 NM AFTER
CRITICAL TERRAIN ENDS AT S17 27.9/W065 36.6 025 NM AFTER

T1 007NM AFTER IROTI

1ENG OUT CONT TO SKYP MAX TERRAIN 13229 MIN CLRC AGL9714
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

ALTN GCD FL WIND RF/SRPTMP MINF TME WX WNDW

94.86
SKYP 180 250 211/007 M19 81.14 13.73 0.30 1357-1757
RMK MINF INCL APU / ENG ANTI ICE 5.0 PC

MAX ELEV BTWN T1/SKYP/T2 13498 AT 06075N072574W CLRC 14873

MIN CLRC BTWN T1/SKYP/T2 9315 AT 05412N072318W ELEV 12832

T2 141NM AFTER BUTAN

1ENG OUT RETURN TO SKYP MAX TERRAIN 2018 MIN CLRC AG19190
1ENG OUT CONT TO SBUA MAX TERRAIN 2189 MIN CLRC AG19718
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS
Figure 21 - M-1 and M-2 calculation, where M-1 does not clear terrain

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 If the "Combined" option was enabled in the extended Terrain Options, or by default if
the extended Terrain Options are not available, the Terrain Report will only have a
"CRITICAL TERRAIN SCENARIO" showing all three scenarios' results.

CRITICAL TERRAIN SCENARIO PG 1/3 PRTD 20JUN11 1417.31

GRE0815 /1 16MAY11 KIAD/IAD 1000 VRNT 1 RTNG Z1
N219UA 777-2 SAEZ/EZE 0000 VIA SAMPLE FLT
GRE815 14.00 FC 160000 170000 POUND

CRITICAL TERRAIN SCENARIO

METHOD 1 DOES NOT CLEAR TERRAIN ON THIS ROUTE

PTOG 562.10 ENRTE ATOG 531.02 OVER 31.09

T1 009NM AFTER IROTI

DECOMPR CONT TO SKLM MAX TERRAIN 11464 MIN CLRC AGL3342
1ENG OUT CONT TO SKLM MAX TERRAIN 11464 MIN CLRC AGL9501
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP

RF/SRP MINF TME WX WNDW
91.36
SKLM 197 209 211/007 M10 76.02 15.34 0.31 1356-1648
RMK MINF INCL APU / ENG ANTI ICE 5.0 PC

MAX ELEV BTWN T1/SKLM/T2 15027 AT 06328N072316W CLRC 11334

MIN CLRC BTWN T1/SKLM/T2 2225 AT 10201N072324W ELEV 8222

T2 055NM AFTER PUKEN

DECOMPR RETURN TO SKLM MAX TERRAIN 14180 MIN CLRC AGL2336
1ENG OUT RETURN TO SKLM MAX TERRAIN 14180 MIN CLRC AG10323
DECOMPR CONT TO SKYP MAX TERRAIN 11723 MIN CLRC AG26241
1ENG OUT CONT TO SKYP MAX TERRAIN 11723 MIN CLRC AG26241
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS
Figure 22 - Combined M-1, M-2 and O2 calculation

Note In this case, M-2 will be calculated even if M-1 already managed to clear the terrain.

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If "Combined" was disabled in the extended Terrain Options, the "CRITICAL
TERRAIN SCENARIO" will only display M-1 and engine-out (M-2), while an
additional "CRITICAL OXYGEN SCENARIO" will display the decompression
scenario (O2).
Oxygen decision points are shown as O1, O2 etc on the Terrain Report.

CRITICAL TERRAIN SCENARIO PG 1/4 PRTD 20JUN11 1331.25

GRE0815 /1 16MAY11 KIAD/IAD 1000 VRNT 1 RTNG Z1
N219UA 777-2 SAEZ/EZE 0000 VIA SAMPLE FLT
14.00 FC 160000 170000 POUND

CRITICAL TERRAIN SCENARIO

METHOD 1 DOES NOT CLEAR TERRAIN ON THIS ROUTE

PTOG 562.10 ENRTE ATOG 531.02 OVER 31.09

T1 009NM AFTER IROTI

1ENG OUT CONT TO SKYP MAX TERRAIN 13498 MIN CLRC AGL 15375
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

ALTN DIST FL WIND FOB/PADTMP FRQ TIME WX WINDOW

87.74
SKYP 76 287 216/003 M27 78.97 8.77 0.12 1338Z-1756Z
RMK MINF INCL APU / ENG ANTI ICE 5.0 PCT

MAX ELEV BTWN T1/SKYP/T2 13498 AT 06075N072574W CLRC 19218

MIN CLRC BTWN T1/SKYP/T2 15209 AT 05353N072315W ELEV 12950

T2 095NM AFTER BUTAN

1ENG OUT RETURN TO SKYP MAX TERRAIN 2018 MIN CLRC AGL 19190
1ENG OUT CONT TO SBUA MAX TERRAIN 2189 MIN CLRC AGL 19718
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

[… report continues …]

CRITICAL OXYGEN SCENARIO

O1 009NM AFTER IROTI

DECOMPR CONT TO SKLM MAX TERRAIN 11464 MIN CLRC AGL 3342
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

ALTN DIST FL WIND FOB/PADTMP FRQ TIME WX WINDOW

87.74
SKLM 197 209 210/007 M10 72.86 14.89 0.31 1358Z-1649Z
RMK MINF INCL APU / ENG ANTI ICE 5.0 PCT

MAX ELEV BTWN O1/SKLM/O2 15027 AT 06328N072316W CLRC 11334

MIN CLRC BTWN O1/SKLM/O2 2225 AT 10201N072324W ELEV 8222

O2 049NM AFTER PUKEN

DECOMPR RETURN TO SKLM MAX TERRAIN 14180 MIN CLRC AGL 2336
DECOMPR CONT TO SKYP MAX TERRAIN 12277 MIN CLRC AGL 24114
RMK ENG ANTI ICE ON / NO MEL RESTRICTIONS

[… report continues …]
Figure 23 - M-1, M-2 and O2 calculation, without being combined in the report

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 4.4.2 Report Legend

3 4 5 6

9
8

10

3 4 5 6

9
8

10

1. Terrain Report Header - Start of terrain information.

2. Terrain Decision Point with consecutive numbering.
Relative position of DP within planned route is given by the distance from the
previous waypoint.
3. Emergency scenarios for the RETURN- and CONTINUE alternate.
The indicated scenarios depend on the configured Terrain Scenarios (refer
chapter 5.2), the selected Calculation Options (refer chapter 5.2.1.2), as well as the
aircraft subtype’s Emergency Profile settings and may vary between aircraft types
(e.g. 2-Engine Out scenarios for 3- and 4-Engine aircraft).
4. The en-route alternates used during calculation of this specific decision point

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5. Maximum Terrain Height on the line between the decision point and the relevant en-
route alternate.
In the above sample this indicates that the highest terrain on the line between (T2)
and UGTB would be 3514ft and on the line between (T2) and OIGG 6959ft, along
the line between (T3) and OIGG the highest elevation in the database would be
3878ft and between (T3) and OAHR 8672ft respectively.
6. Minimum clearance AGL on the line between the decision point and the relevant en-
route alternate.
Contrary to the Maximum Terrain Height, which is an absolute elevation value from
the Digital Elevation Database (DEM), this is a difference value (delta-value)
between an elevation and the aircraft’s forecasted descent paths.
This figure indicates the smallest vertical clearance the system forecasts during the
aircraft’s descent.
For each of the configured emergency descent profiles the system checks the
vertical clearance between the descent path and the underlying terrain and reports
the smallest vertical clearance along any of the configured descent profiles.
This figure does not necessarily correspond to the same spot as the maximum terrain
elevation as the aircraft may still be at high altitudes during descent over the
maximum terrain spot but may have lower vertical clearance at a position further
down the descent path, even though the underlying terrain is much lower than the
highest terrain along the diversion path.
Minimum vertical Clearance may be larger than the final level-off altitude if the
distance from the en-route alternate is shorter than the lateral length of the
emergency descent profiles (e.g. if the emergency descent profile stops at FL100
and would cover a lateral mileage of 150NM, but the en-route alternate is only
100NM away, the aircraft will never be forecasted to reach FL100 during descent).

7. Bleed configuration and terrain clearance relevant MEL items.

8. En-route alternate summary (same as for EROPS report, OFP design dependent)
9. Maximum Elevation and Minimum vertical Clearance within the area defined by the
relevant en-route alternate, the previous and the next decision points and the planned
route between those two points.

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 The position is given in coordinates and for both spots the terrain height and the
vertical clearance is indicated.
In the above example for the area between (T2)-OIGG-(T3) and the planned route
between (T2) and (T3) this would indicate that the elevation of the highest point
within that area is 6959ft and it is located at 38° 45.9’N/48° 40.3’E. The vertical
clearance at that point has been calculated by the system with 10684ft, the system
forecasted the aircrafts altitude above that position with 17643ft (6959ft + 10684ft).
The position with the smallest vertical clearance within that area has been calculated
with 9300ft at 38° 21.2N/48°56.7E over a terrain elevation of 5388ft, hence the
system forecasted the aircraft’s altitude during descent at this point to be 14688ft
(5388ft + 9300ft).
The report may be configured to show or hide this information.
Note This feature will be fully available from FPM Version 4.1.18.0 and 4.2.16.0 or higher.

10. Minimum Safe Altitude information.

This line gives a rough indication of the safe descent altitudes within the area
defined by the relevant en-route alternate, the previous and the next decision point
and the planned route between those two points.
The system would normally show the minimum distance from the relevant en-route
alternate within which the aircraft may already safely descend towards the lowest
level-off FL of any configured emergency descent profile. Normally this would be
the level-off FL of the Emergency Descent (decompression) profile. This indicates
that there is no terrain elevation in the database within the given distance from the
en-route alternate that would be higher than the lowest level-off FL plus the required
vertical safety margin (typically 2000ft).
The report also shows information about the minimum safe altitude outside the
above described distance, but this does not indicate that the aircraft may not descend
below this MSA as long as it follows the defined descent profiles. The reason for
this is that the system takes the highest elevation within the above described area,
outside of the indicated distance from the en-route alternate, and adds the required
vertical safety margin to calculate the MSA.
The lower MSA info in the above example (for en-route alternate OAHR and the
area between (T3) and (T4)) indicates that within 12NM from OAHR the aircraft
may at any time safely descend down to FL100 and outside of 12NM from OAHR
safely descend down to FL170, without any reference to any descent profile.
The upper MSA information for en-route alternate OIGG indicates that the aircraft
may descend safely down to FL091 at any time during a diversion towards OIGG
between (T2) and (T3).
If the terrain is such that the aircraft may never descend down to the lowest level-off
FL, but the en-route alternate is still used for the solution because it is located nearer
to any diversion point, then the lateral mileage during descent until that level-off FL,
this would be indicated in the same was as described above (e.g. the line may read
“MSA TO OIGG FL118” indicating that the aircraft should not descend below

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 FL118, but it is also not required to descend below that altitude because it would
have reached the en-route alternate before a descent lower than FL118 is necessary.
Note This feature will be only available from FPM Version 4.1.18.0 and 4.2.16.0 or higher.

4.4.3 Insufficient Fuel

A warning about insufficient fuel at the most critical terrain decision point can be issued
on the Errors Page, e.g. "Planning Error #280: Terrain Clearance: Insufficient fuel,
check (T2)".
Note By default, this warning is disabled. Please contact Sabre Support to change this option.

The TERRA Report will in this case indicate negative Surplus Fuel (SRP) on the terrain
decision point.

4.4.4 Simple Escape Routes

The system may use other critical terrain points or en-route waypoints to specify the
point where to turn off-route for simple escape routes (refer chapter 3.2). These points
are then reported on the VIA line on Terrain Reports.

Figure 24 - TERRA Report excerpt with Simple Escape Routes. Before (T1), the aircraft simply
returns to OMDB. After passing (T1) however, it will first continue along the route to (T2) and then
turn off the route and fly a direct towards OIZH. The VIA line specifies the name of the point where
to turn off-route, its coordinates as well as the distance from the previous en-route waypoint.

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4.4.5 Predefined Escape Routes

Only the TERRA Report will print all waypoints used in a predefined escape route.
Elsewhere only the first waypoint of the escape route is displayed. This logic has been
designed as not all FMGCs are capable of storing secondary routes. In such cases,
during a real emergency scenario with extremely high pilot workload, the pilot would
only turn towards the first waypoint and would add further routing details later during
the emergency descent, once the workload has decreased.

Figure 25 – TERRA Report excerpt with Predefined Escape Routes. Before (T2), the plane will
divert directly to SKCL. After passing (T2) however, it will first turn off towards the stated waypoint
TUNGI and follow this route, in order to finally land safely at SEMT.

Since the system prefers direct or simple escape routes, the report might feature critical
terrain decision points where both return and continuing lines show the same emergency
alternate, however the way to reach the airport might change: e.g. before T7 divert via a
DCT into the emergency alternate, after T7 continue to the same airport via a predefined
escape route (see Figure 18).

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5 Default Configurations
5.1 Enabling Terrain Calculations

To automatically enable terrain calculations on all flights, please contact Sabre Support.
Additionally, Citypairs in FPM Administrator allow overriding the system-wide default.

Figure 26 - FPM Administrator Citypair new Default Terrain Calculation checkbox

The "Default Terrain Calculation" checkbox has three states:

 [OFF], disabling the Terrain checkbox in FPM by default for flights of this citypair,
 [ON] to enable it, and
 [DEFAULT] to let the system-wide setting decide.
The settings in citypairs with wildcards also apply. If such are found, the best match
(with the most exact matching characters, i.e. the smallest number of wildcards) will be
taken. If two citypairs with the same number of wildcards are found, the one with the
most matching characters in the beginning is taken.
A few illustrative examples for a flight from Vienna (LOWW) to Graz (LOWG); the
underlined citypair would be applied:
 LOWWLOWG, LOWWL***
 LOWW****, ****LOWG
 ****LO**, L***L***
In any case, the dispatcher may of course override the default setting by
ticking/unticking the Terrain checkbox in FPM manually.
Note This will only enable the terrain calculation itself. Other defaults are available, controlling the types of
terrain avoidance scenarios which should be performed (refer chapter 5.2), as well as several other
configurations.

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5.2 Terrain Scenarios

FPM may be configured to allow dispatchers to decide which terrain scenarios should
be calculated on a flight in the Extended Terrain Options dialog (refer chapter 5.2.1.2).
If this is not enabled, the system-wide default settings from the configuration file
determine the calculated scenarios. To verify or change the system-wide default, please
contact Sabre Support.

5.2.1 Terrain Options Dialog

A "…" button may also be displayed next to the Terrain checkbox on FPM's Flight Page.
This button opens a Terrain Options dialog, which in turn may give either simple or
extended terrain options.

Figure 27 - Terrain Options - simple Figure 28 - Terrain Options - extended

The availability of certain options (e.g. in Figure 27 and Figure 28 the "Predefined"
checkbox is disabled), as well as the default settings (checked/unchecked) are
configurable through Sabre Support (refer chapter 5.2.1.3).
5.2.1.1 Escape Routes

The dispatcher may manually allow/disallow the system to use simple (refer chapter
3.2) and predefined (refer chapter 3.3) escape routes.
5.2.1.2 Calculation Options

In the extended version of the Terrain Options dialog, the dispatcher may select which
kind of terrain calculation shall be performed by the system. Please note:
 due to dependencies, clicking "O2" will automatically enable "M-2", while disabling
"M-2" will also disable "O2", and
 clicking "Combined" will automatically enable "M-2" and "O2" calculations.
 If no Calculation Option is enabled, also the overall Terrain checkbox will be
deselected.

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5.2.1.3 Terrain Options Configurations

The Terrain Options Dialog can be configured to

 display as the Simple (showing only Escape Route options) or Extended Terrain
Options Dialog (showing both Escape Route and Calculation options),
 disable (gray out) the "Combined", "Simple Escape Routes" or "Predefined Escape
Routes" checkboxes, so their default values may not be overridden by the dispatcher,
 have any of the combinations of terrain scenarios (see table above) and escape route
options enabled by default,
 show any desired text as the label for the M-2 terrain scenario on 2-engine aircraft
(by default "M-2"), and on 3- or 4-engine aircraft (by default "2EO").

5.2.2 Available Scenario Combinations

The following list shows the available combinations of enabled terrain scenarios, the
performed calculation and report types.

Enabled Calculation & Report

M-1 M-1

M-2 M-2

M-1 & M-2 M-1, M-2 only if M-1 failed

M-2 & O2 M-2, O2 *

M-2 & O2 & Combined M-2, O2 **

M-1 & M-2 & O2 M-1, M-2 only if M-1 failed, O2 *

M-1 & M-2 & O2 & Combined M-1, M-2, O2 **

* M-2 and O2 calculation results show up in separate report sections.

** M-2 and O2 calculation results show up in a combined report section.
Note On 3- or 4-engine aircraft, FPM may be configured to automatically deselect and not perform 2EO M-2
calculations, if the aircraft stays within the threshold time of suitable terrain alternate airports along the
route. Therefore a flight might not receive any terrain report at all, if M-1 failed and 2EO M-2 was
automatically turned off due to sufficient airport coverage.

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5.3 Terrain Remarks

Remarks about the terrain calculation can be generated automatically, which are then
visible in the Edit Info dialog in FPM, and depending on the customer's OFP format,
also in the OFP remark section.
Remarks can be created in the following scenarios:
1. Terrain was not requested (according to default configuration).
2. Terrain was disabled by the dispatcher (enabled through default configuration, but
the Terrain option was manually unchecked in FPM).
3. Although requested, Terrain calculation was never started, i.e. no terrain above the
"Min Check Height" encountered (refer chapter 6.2)
4. Terrain was successfully resolved, i.e. a full terrain report for M-1, M-2 and/or O2
are available. In this case the remark will state only the most basic information,
while the report holds the full terrain calculation data.
5. If terrain could not be resolved, a critical error is displayed on FPM's Error Page and
the flight calculation fails. Therefore, no remark will be produced.
Terrain Remarks are generally triggered by a single system-wide configuration, as well
as an aircraft subtype setting which overrides it individually for scenarios (1) and (2).

Figure 29 - FPM Administrator Aircraft Subtype, Emergency Profiles tab, Options checkbox

This checkbox has three states: [OFF], [ON] and [DEFAULT].

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Depending on which remarks should be built, the system-wide configuration and the
aircraft subtype setting have to be coordinated. Please contact Sabre Support to change
the system-wide configuration.
The following table shows the possible configuration combinations, and for each in
which cases (numbers in brackets refer to the scenarios above) a Terrain Remark would
be built:

(3) no high terrain encountered

"Warn if Terrain Calc not used"
system-wide Terrain Remark

(1) not requested by default

aircraft subtype setting for

(4) successful Terrain Calc

(5) Terrain Calc failed

(2) manually disabled
configuration

disabled [DEFAULT] no no no no no

disabled [OFF] no no no no no

disabled [ON] yes yes no no no

enabled [DEFAULT] yes yes yes yes no

enabled [OFF] no no yes yes no

enabled [ON] yes yes yes yes no

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5.4 Bleed Default

Automatically enable or disable bleed air deicing conditions. The dispatcher may
override the default settings on each individual flight on the EROPS Page.

Figure 30 - FPM Administrator Aircraft Subtype, Emergency Profiles tab, Bleed default settings

Note "Packs Off" option is reserved, and currently not supported.

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6 Aircraft Configurations
The performance data for the calculation of different scenarios is set up via the FPM
Administrator, within an aircraft subtype's Emergency Profiles tab (refer document [R1]
for details about individual fields).

Figure 31 - FPM Administrator, Aircraft Subtype, Emergency Profiles tab

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6.1 Emergency Profiles

The emergency profiles list at the top holds profiles for both EROPS (refer documents
[R2] and [R3]) and Terrain.

Field Description

Type Terrain scenarios always have Type "TA", whereas "IA" and "EA" stand for EROPS.

TAS The TAS column is not used for TA profiles.

Phs The phase of flight this scenario should be used for.

Note This column is currently not used by the system.

Mode The first two characters of the Mode column make up the failure code and are, together with
the speed, used to look up performance data, and must therefore match a set of aircraft
performance data.
 1st character: number of failed engines
O2 calculations look for a 0 Engine Out profile; M-1 calculations will always use 1 Engine
Out profiles. M-2 calculations will either use the 1 Engine Out profile (on 2-engine
aircraft) or the 2 Engine Out profile (on 3- or 4-engine aircraft).
 2nd character: gear position – either U (up) or D (down)
 3rd character: either D (decompression/emergency descent) or N (norm cruise)
For O2 profiles (Mode 0xxx), this needs to be set to D in order to consider the emergency
descent profile.
 4th character: APU – either A (additional APU fuel flow) or '–' (no APU fuel added)
The APU fuel flow can be set on the Aircraft Subtype Planning tab, in the ApuFF field
(refer document R1]).

Speed The speed used for the terrain calculation. Only the first character is currently used by the
system to determine the speed setting for the performance data lookup (together with the first
two characters of the Mode column).
A "C" stands for cost index 0 (minimum fuel), while an "I" means cost index 999 (minimum
time). There is currently no option to specify a fixed MACH value or a different cost index
value.
Driftdown scenarios (M-1, M-2) use the speed column, while the Oxygen scenario (O2) relies
entirely on data provided in the Emergency Descent Profile (refer chapter 6.2.2).

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Ice This column enables or disables (allows or prohibits) Anti Ice settings for each scenario.
 1st character: Engine Anti Ice – either Y (yes) or N (no)
 2nd character: Engine + Airfoil Anti Ice – either Y (yes) or N (no)
 3rd character: Ice Accretion – not in use for terrain calculations
In order to calculate the terrain scenarios with icing conditions, the appropriate checkboxes
for Anti Ice also need to be ticked on the FPM EROPS Page. However, if the emergency
profile is set to prohibit Anti Ice settings, it will not be considered during the Terrain
calculation, even if the checkboxes are ticked in FPM.

Note Engine + Airfoil Anti Ice already includes Engine Anti Ice. Therefore it is not possible to
have both checkboxes on the FPM EROPS Page ticked at the same time. If both the
first and second character of the Ice column are set to Y, the checkboxes in FPM decide
which percentage is added to the fuel.

Each of the icing checkboxes in FPM can be set up to be ticked or unticked by default on all
flights of an aircraft subtype (refer chapter 5.4).
The percentage of fuel added can be set on the on the Aircraft Subtype Planning tab, in the
Eng.AntiIce and E+A Anti Ice fields (refer document R1]).

FL Flight Levels are not used for the terrain calculation.

The O2 scenario will follow the speeds and altitudes stated in the Emergency Descent Profile
(refer chapter 6.2.2), while M-1 and M-2 scenarios only check that degraded aircraft
performance at the specified speed will allow clearing the terrain.

6.2 Terrain Settings

The bottom half of the Emergency Profiles tab holds various terrain options.
As of system version 4.1.16.0 and 4.2.14.1, the aircraft subtype checkboxes "Perform
M-1 Calculation", "Consider E/D for M-1 Calc" and "Consider E/D for M-2 Calc" have
been disabled (refer chapter 5.2).
For details about the "Bleed default settings", please refer chapter 5.4. For "Options",
refer chapter 5.3.

6.2.1 Heights

FPM will – as the very first step – check if it encounters any terrain higher than the
"Min Check Height" along the route. If not, terrain avoidance calculations are not
started at all.
If M-1 is enabled, the system will check it against the "M-1 Clearance Height" value.
Typically, M-2 will use the "M-2 Clearance Height", except where configured to use
M-1 clearance heights (refer chapter 2.2).

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6.2.2 Emergency Descent Profile

If O2 is calculated, it adheres to the configured Emergency Descent Profile, which leads

an aircraft into altitudes with breathable air before the on-board oxygen supply runs out.

Field Description

FL the flight level for which the row is valid

Desc the time in seconds required to descent from the previous row's altitude to this FL

Level the time in seconds for which the aircraft maintains the current FL before continuing to
descend to the next row's altitude

cTAS True Air Speed during level flight (and descent, if dTAS is empty)

dTAS True Air Speed during descent

Note In FPM system versions prior to 4.2.15.0, only one TAS column is available, used for both level and
descent speeds. With the introduction of a separate descent speed, TAS was renamed to cTAS.
Therefore, if dTAS is left empty, cTAS will also be applied to descents.

Note Both cTAS and dTAS will be corrected for forecasted winds during calculation, but not for ISA.

6.2.3 Altitude Padding

The altitude lowers the calculated cruising FL as it is applied to the terrain scenarios. A
flight planned at FL390, using an aircraft set up with an Altitude Padding of 1,000ft,
would be considered to only be at FL380 during driftdown and/or emergency descent.
The dispatcher may still change the altitude padding on the FPM EROPS Page.

6.2.4 Weight Padding

The weight padding increases the assumed weight of the aircraft during driftdown
calculations. For different trip distances, different weight paddings may be configured.

Field Description

Weight Pads added mass (kg or lbs, depending on the aircraft's weight unit setup)

Trip Dist trip distance in NM

Entries in the list will be automatically sorted by Trip Dist.

The Trip Dist is a lower limit, i.e. if the flight's trip distance is longer than the specified
value, the according weight padding will be applied. In Figure 31, a flight of 600NM
would receive a weight padding of 400kg.

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