mjansen 7 Posted June 16, 2014 Share Posted June 16, 2014 Hi everyone, Looking at real world flightplans, there seem to be many direct segments on routes over US/Canadian airspace. Obviously we can see the benefit of free route airspace, but I haven't been able to find the exact regulations on this subject. Studying real world FPL's makes it hard to fully understand the matter. Scheduled flights from, let's say, KJFK to KLAX use direct segments at one day, while fully using ATS-routes the next day. Under which conditions is an operator legally permitted to file a direct segment? I assume SID's/STAR's have to be respected but what happens in between? When would they typicaly favor an ATS-route over a direct route (segment)? Is any operator free to use direct routes or is it restricted to certain airlines? How many waypoints shall be used on direct routes? At least 1 in every ARTCC or so? Any info is greatly appreciated! Mark Jansen Link to comment Share on other sites More sharing options...
dougsnow 50 Posted June 16, 2014 Share Posted June 16, 2014 http://www.faa.gov/air_traffic/publications/atpubs/fac/1716.html Pay particular attention to 17-16-5 Thankfully we have no Eurocontrol over here, and we can pretty much file whatever we want (at least in the US) Link to comment Share on other sites More sharing options...
Checkursix 3 Posted June 16, 2014 Share Posted June 16, 2014 I wish we could get an update for the US to allow planning via the NRS grid. It would be nice if we could enter pitch and catch routes and then have PFPX select the best wind route via the NRS between the two. For example, have a command in the advanced router for NRS and NRS+. NRS command for gc route, and NRS+ for wind route. Link to comment Share on other sites More sharing options...
mjansen 7 Posted June 16, 2014 Author Share Posted June 16, 2014 That would be truly awesome indeed. Maybe an idea for a next update? Christian? Link to comment Share on other sites More sharing options...
dougsnow 50 Posted June 17, 2014 Share Posted June 17, 2014 Already been asked... Link to comment Share on other sites More sharing options...
mjansen 7 Posted June 19, 2014 Author Share Posted June 19, 2014 http://www.faa.gov/a...s/fac/1716.html Pay particular attention to 17-16-5 Studying the NRP requirements in the document made me frown upon real world FPLs. For example this one, a flight from EHAM to KSFO. (FPL-XXXXXX-IS -B744/H-SDE2E3FGHIJ5RWXY/LB1D1 -EHAM0845 -N0506F300 BERGI L602 AMGOD UL602 SUPUR UP1 GODOS UM981 NATEB UL602 TIR UN572 GINGA/N0505F320 UN572 GOMUP/M086F320 DCT 61N020W/M086F340 64N030W 65N040W 65N050W DCT AVPUT DCT KENKI DCT 65N070W 6430N08000W/M086F360 DCT KENPU/N0498F360 DCT 5830N10000W 5330N11000W DCT YWV/N0499F380 DCT NUDET DCT YYC/N0500F400 DCT KS12I DCT KS84G/N0496F340 DCT RBL GOLDN6 -KSFO0953 KOAK -PBN/A1B1D1L1O2S2 DOF/140615 REG/XXXXX EET/EGTT0014 EGPX0039 EGGX0117 BIRD0207 64N030W0247 BGGL0307 65N040W0317 65N050W0345 CZEG0409 AVPUT0414 CZUL0424 65N070W0444 6430N08000W0513 KENPU0550 CZEG0724 CZVR0808 KZSE0817 KZOA0921 SEL/DHKS CODE/484175 RVR/075 OPR/XXX ORGN/XXXXXXXX RMK/NRP TCAS) International operators filing through the Canadian airspace to destinations within the conterminous United States must file an inland navigational fix within 30 NM north of the common Canada/United States airspace geographical boundary to be eligible to participate in the NRP. This flight crosses the common Canada/US boundary between YYC and KS12I, a segment of 296 NM. Both waypoints are approx equally close to the border so no waypoint is even close within that 30 NM range. Flights must be filed and flown via any published DP or STAR for the departure/arrival airport respectively, or published preferred IFR routes, for at least that portion of flight which is within 200 NM from the point of departure or destination. If the procedures above do not extend to 200 NM, published airways may be used for the remainder of the 200 NM. If the procedures above do not exist, published airways may be used for the entire 200 NM. This flight used RBL as an entry to the GOLDN6 arrival. Flying along the STAR, RBL is 168 NM from touchdown. Probably even closer to the airport on a great circle distance. Obviously the 200 NM condition is not met. This flightplan is no exception at all. Now I can read the rules and conclude myself that conditions are not formally met, but since this flightplan is by far an exception, I wonder whether the FAA actually cares about their own set of rules. Or could these maybe be outdated? How does your airline cope with this, Doug? Would you double check that above conditions are met when dispatching a flight on an (international) NRP route? Or is it (apparently?) not so important to meet these conditions at all? Finally - why does the FAA still maintain a system of Jet airways when, in principle, every operator is free to use free routing/NRP? Why do major US carriers still use IFR jet routes on a flight from coast to coast when they are entitled to use NRP routes? Why do they use NRP one day and full Jet routes on the same flight next day? I feel like I'm missing some information. The matter simply interests me 'cause I want to do things right and realisticly. Link to comment Share on other sites More sharing options...
dougsnow 50 Posted June 20, 2014 Share Posted June 20, 2014 US Airlines are more adherent to the NRP rules than foreign carriers. Its all based on optimization, what they have in the FMS on the airplane (some carriers for example dont load NRS waypoints in the box - so they would need the airways). My carrier, and our flight planning engine has the NRP business rules and NRS waypoints built in. Link to comment Share on other sites More sharing options...
Recommended Posts
Archived
This topic is now archived and is closed to further replies.