Frequently asked questions.
Common questions from operators on weather, alternates, RTOW, supported aircraft and self-dispatch. If your question isn't here, request a route study and we'll answer it for your operation.
What weather sources does AeroNav use?
GFS and ECMWF forecast data at 0.25° resolution from surface to FL450, plus live TAFs from BoM and AWC. Wind grids, temperature and SIGWX flow directly into the dispatch chain so weather changes cascade through fuel, payload and alternate decisions.
Does AeroNav file ATS flight plans with NAIPS?
Yes. AeroNav files the ATS flight plan via NAIPS as part of the dispatch workflow, alongside the OFP release and electronic navlog distribution to the crew.
How does AeroNav handle alternate planning under CASR Parts 91, 121 and 135?
AeroNav resolves the alternate decision against a precise ETA at every leg.
First, the 4D flight planning engine produces an initial, FL-optimised plan from A (Departure) to B (Destination). Every flight level is checked and the most optimal selected. This gives a precise ETA at the destination.
With that ETA, the destination TAF is assessed against the forecast conditions ±30 minutes from ETA. The decision is rendered as one of three outcomes: Clean (no alternate required), Holding Required (e.g. INTER or TEMPO conditions trigger holding fuel), or Alternate Required.
Irrespective of whether an alternate is required, AeroNav runs a precise plan from B to every C (Destination Alternate) and presents the ranked list. Using the computed ETA at the alternate, the TAF is assessed individually for suitability. The user can select up to two destination alternates from the list.
Where the runway performance feature is enabled, the TAF-derived temperature and wind from those ETAs feed into precise take-off and landing performance calculations against the runway that allows the highest payload. This matters most on short or performance-limited runways, where conservative assumptions can mean leaving payload behind.
The final plan then runs against those performance-limited weights and outputs a fully compliant Operational Flight Plan, ready for filing and operational use.
How is the regulated take-off weight calculated?
AeroNav computes RTOW from digitised OEM performance data for the actual conditions: temperature, wind, runway condition and obstacle environment. Operators can supply their own aerodrome obstacle data (e.g. an OLS survey), or opt for a third-party Aerodrome and Obstacle Database (AODB) with departure procedures included. The method matches specialist performance software, and the result is the best available payload, fed straight into fuel and dispatch decisions.
Which aircraft types does AeroNav support?
AeroNav's universal precision planning architecture supports aircraft from B737-class jets to regional turboprops, utility aircraft and piston twins. Any aircraft and engine combination can be added, as long as the operator can provide the enroute performance tables and, for runway performance, the take-off and landing data (typically as carpet plots or data tables).
Can a single operator use AeroNav across different CASR Parts?
Yes. The ruleset architecture supports Australian CASR Parts 91, 121 and 135 in parallel, plus jurisdiction-specific modules for New Zealand, Papua New Guinea and South Pacific operators. Mixed-fleet operations are a first-class case.
Does AeroNav support self-dispatch?
Yes. The self-dispatch module lets crew or a dispatcher plan, assess and produce the final OFP from the same workflow, with the regulatory checks built in.
Does AeroNav support small and large airlines?
Yes. AeroNav is designed to be a fast and simple process, with flexibility based on the operator's scale.
Small operations: the full plan can be built and run in the pre-flight stage from saved templates.
Medium and large operations: the airline can feed its full schedule in SIM file format and AeroNav builds and runs all flights automatically, using historical winds and temperatures to compute a preliminary payload ahead of time.
As the flight nears, enroute winds and temperatures transition from the historical model to the actual forecast models (GFS, ECMWF, WAFS, etc.). The system tracks TAF availability and, when all relevant TAFs have been released (typically 12 to 24 hours prior), the plan does its final pre-run against the expected TAF conditions.
At 90 minutes prior, the final run is presented to the PIC. The PIC can accept the plan, or make adjustments (extra fuel, flight level change due to icing, alternate change, etc.) and re-run. The final step releases the OFP and files the ATS flight plan.
Is there an electronic Nav log for use in-flight?
Yes. AeroNav produces a "smart" PDF as the plan output: an operator-customised Nav log with dynamic ETD and ETA fields used for in-flight fuel management. The auto-fill works in major PDF viewers such as Adobe Acrobat and PDF Expert.
Got a question we haven't covered?
Request a representative route study and we'll show how AeroNav handles the specific decisions on a sector relevant to your operation.