CJT Ops Tool

⚠ FOR REFERENCE ONLY · OFP, FOM, FCOM, AFM, QRH and all regulatory documents take precedence. Verify before flight.

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ORIG

DEST

ALTN

Additional (max 4):

Vertical OCS Geometry

Standard slope

40:1, equivalent to 152 ft/NM. An obstacle penetrates the vertical OCS when OCS Ratio > 152 ft/NM.

OCS Ratio formula

Height AGL (ft) ÷ Along-track distance (NM)
Along-track distance is the distance measured along the extended runway centreline from the DER to the obstacle's abeam position. Lateral offset does not enter the ratio calculation. This follows FAA Order 8260.3G §13-1-4 and matches Boeing OPT treatment -- OPT treats every obstacle as though it sits on the centreline for gradient purposes.

OCS origin

Begins at DER at runway end elevation. ROC = 0 at DER, increases along departure route.

Source

FAA Order 8260.3G §13-1-4 (OCS within the ICA) · FAR 25.121 / CAR 525.121 (OEI net gradient)

Lateral Corridor Geometry

Standard used

Operator accountability corridor -- matches Jeppesen OPT. US (K-prefix) and Canadian (CY-prefix) airports: FAA OAA per AC 120-91A. All international airports: EASA CAT.POL.A.210 / AMC1 CAT.POL.A.210. This corridor is narrower than the TERPS ICA procedure design corridor and is the correct standard for crew-level obstacle screening.

Width at DER

US + Canadian airports (FAA OAA): 200 ft each side inside airport boundary, stepping to 300 ft each side outside.
International airports (EASA): 180 m (590 ft) each side at DER.

Splay / expansion

FAA OAA: 0.0625 × D ft each side (16:1 ratio from DER). 300 ft floor applies until D = 4,800 ft, then splay is active to 2,000 ft freeze at D = 32,000 ft (~5.3 NM).
EASA CAT.POL.A.210: 0.125 × D metres each side (12.5%). Freeze at 600 m (1,969 ft) — straight departure, all other conditions.

Example at 1 NM — FAA OAA

0.0625 × 6,076 = 380 ft each side. Splay active; below 2,000 ft freeze. Freeze reached at D = 32,000 ft (~5.3 NM).

Example at 1 NM — EASA

180 + (0.125 × 1,852 m) = 412 m = 1,351 ft each side. Expanding; freeze at 600 m (1,969 ft) reached at D = 3,360 m (1.8 NM).

Source

FAA AC 120-91A Fig 1-1 (FAA OAA) · EASA EU 965/2012 CAT.POL.A.210 + AMC1 CAT.POL.A.210 (EASA corridor)

Combined Compliance Logic

Tier 1 — AEO Conflict

Both must be true: obstacle is inside the lateral accountability corridor AND OCS Ratio > 152 ft/NM. OPT entry required before departure. Published ODP or SID gradient covering the obstacle may substitute.

Tier 2 — OEI Advisory

Both must be true: obstacle is inside the lateral accountability corridor AND 97 ft/NM < OCS Ratio ≤ 152 ft/NM. Obstacle penetrates the 62.5:1 OEI 2nd-segment net surface but clears the AEO surface. OPT entry required unless a published ODP or SID gradient covers the obstacle. Basis: FAR 25.121 / CAR 525.121 net second-segment gradient (1.6% = 97.2 ft/NM, two-engine).

Compliant — A

Obstacle clears both surfaces (ratio ≤ 97 ft/NM), inside the lateral corridor. No OPT entry required.

Compliant — B

Obstacle is outside the lateral accountability corridor, regardless of height. No OCS evaluation applies.

Close-in obstacles

Obstacles within the first 200 ft of the DER (inside airport boundary under FAA OAA) or very close to the DER where the splay has not yet reached its floor. These produce very high OCS ratios (height ÷ small distance) and are almost always flagged as Tier 1 or Tier 2 if inside the corridor. Nav Canada may satisfy close-in obstacle requirements by publishing an obstacle note on the departure procedure rather than a gradient -- that note is for awareness only and does not confirm OCS clearance. Always assess against both thresholds regardless of whether a note is published.

Distant obstacles

Obstacles beyond ~1 NM from the DER where the OCS ratio (height ÷ along-track NM) is typically lower. A tall obstacle at 2 NM produces a lower ratio than a short obstacle at 0.1 NM. The 10 NM along-track cutoff in the pipeline eliminates obstacles beyond the maximum ICA evaluation distance. Distant obstacles inside the corridor that exceed 97 ft/NM remain Tier 2 advisory regardless of distance.

Why lateral offset is independent

Height AGL and distance from DER define vertical exposure only. Lateral position is a separate measured value — it cannot be inferred from the other two inputs.

Tool Limitations

Straight departure

Applies to straight segments or turns ≤15° from runway centreline only. Turning departures require full area construction.

Standard OCS only

For procedures with published climb gradients > 200 ft/NM, a separate calculation is required.

Corridor standard

This tool uses the operator accountability corridor (FAA OAA or EASA CAT.POL.A.210), which is narrower than the TERPS ICA procedure design corridor (500 + tan 15° × d). This matches Jeppesen OPT. The TERPS ICA is the standard used by procedure designers, not operators — using it for crew screening overstates the accountability area.

Secondary OCS

When PCG is identified, a secondary OCS (12:1 slope) exists beyond the ICA primary area. This tool does not evaluate it.

Clearway

If TODA > TORA, the ICA baseline shifts to the clearway end. Adjust distance inputs accordingly.

Measurement source

Lateral offset must come from a surveyed or charted source. Do not estimate.

References

FAA OAA

FAA AC 120-91A — Airport Obstacle Analysis. Appendix 1, Figure 1-1 (Straight-Out Departures). Primary source for lateral accountability corridor at US and Canadian airports.

EASA corridor

EU Commission Regulation (EU) No 965/2012, Annex IV Part-CAT, CAT.POL.A.210 and AMC1 CAT.POL.A.210. Primary source for lateral accountability corridor at international airports.

Vertical OCS

FAA Order 8260.3G §13-1-4 (OCS within the ICA, effective 07/01/2024, supersedes 8260.3F).

OEI gradient

FAR 25.121 / CAR 525.121 — OEI net takeoff flight path climb gradients. 2nd segment net: 1.6% = 97.2 ft/NM (2-engine).

TC AIM

TC AIM 2026-1, RAC §7.8 — Obstacle and Terrain Clearance.

NOTAM Obstacles

Airport

01 Gradient to Rate of Climb

Inputs

Ground SpeedKnots

Climb GradientPublished ODP / SID

Rate of Climbft/min required

—

ft/min

Equivalentft per NM

—

ft/NM

02 ft/NM to Rate of Climb

Inputs

Ground SpeedKnots

Climb Requirementft per nautical mile

ft/NM

Rate of Climbft/min required

—

ft/min

Equivalent Gradientpercent

—

03 Rate of Climb to Gradient

Inputs

Ground SpeedKnots

Rate of ClimbAircraft capability

ft/min

Climb Gradientpercent

—

Equivalentft per NM

—

ft/NM

Gradient Reference Table

Standard OCS slope is 40:1 = 152 ft/NM = 2.5% (highlighted below). The standard Climb Gradient (CG) of 200 ft/NM is a related but different value, also highlighted, that supplies the ROC margin above the OCS. Table shows ROC required at common ground speeds.

ft/NM	Gradient	120 kt	140 kt	160 kt	180 kt	200 kt

Fuel Type

Fuel Density & Temperature

Specific Gravity defaults to 0.810 if left blank

Aerodrome / Fuel Temperature range: -40°C to +50°C

°C °F

Referenced against ASTM D1250 / API MPMS Ch. 11.1 Table 54B

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Convert

Enter any one value — others compute automatically

Litres

Pounds

UK Gallons

UK gal

US Gallons

US gal

Fuel Quantity Check

⚠

Previous Fuel OnboardPrior sector / inbound figure

Fuel Uplift · Auto from aboveEditable · Double tap to Reset

Fuel OnboardAs shown on QTY gauge

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Airport & Procedure

Airport ICAO

Procedure Name

Saved Procedures

⚠

Parameters

Airport Elevation

Altimeter setting source

Airport TOAT

°C

Whole degrees

Correction Method

⚠

Altitude Corrections

Altitude

Published (ft)

Corrected (ft)

100 Safe AltSafe altitude

—ft

Min. Sector AltMSA

—ft

Proc. Turn AltProcedure turn altitude

—ft

FAF X-ing AltFinal approach fix crossing

—ft

MinimaDA / MDA

—ft

Missed App. 1Primary missed approach

—ft

Missed App. 2Optional

—ft

TOCAOptional

—ft

Custom AltOptional

—ft

Temp °C	200	300	400	500	600	700	800	900	1 000	1 500	2 000	3 000	4 000	5 000
+10	—	—	—	—	—	—	—	—	20	30	40	60	80	100
0	20	20	30	30	40	40	50	50	60	90	120	170	230	290
-10	20	30	40	50	60	70	80	90	100	150	200	290	390	490
-20	30	50	60	70	90	100	120	130	140	210	280	430	570	710
-30	40	60	80	100	120	130	150	170	190	280	380	570	760	950
-40	50	80	100	120	150	170	190	220	240	360	480	720	970	1 210
-50	60	90	120	150	180	210	240	270	300	450	600	890	1 190	1 500

VFR

EDT --:--

UTC --:--

Enter an ICAO in the field above to load live weather

Set ORIG in the route bar above, then select a runway.

Set DEST in the route bar above, then select a runway.

Raw

Decoded Wind Runway winds Sky profile

—°

—

Visibility

—

013515 SM

Raw TAF

Forecast timeline — drag to explore

—

—°

—

Visibility

—

013515 SM

Wind speed across forecast periods

Visibility across forecast periods

Ceiling across forecast periods

For advisory purposes only. Refer to all regulatory documents for actual OPT entries.

Aircraft:

No surface condition NOTAMs active.

Aircraft Registration

C–

Enter a Cargojet registration — starts after C–

Operating Weights

Fuel Tank Capacities – Load Check lbs

Autoland Wind Limits

CAT II/III, US airports: max crosswind 15 kt (FAA OpSpec C060).

CAT III: missed approach required if crosswind at touchdown exceeds 15 kt.

Crosswind Guidelines — TALPA

Applicable Boeing Bulletins ▾