Маршрутная часть реального плана:

Летим по россии:

В начале указываем параметры полета (скорость в км/ч K и высоту в метрах S) после занятия крейсерского эшелона сразу после вылета, далее указываем стандартную схему выхода (SID), затем если если конечная точка SID не выводит на на трассу вводим индекс DCT (direct), дабы формализовать полет вне трассы. После выхода на первую точку маршрута указываем трассу по которой будем лететь до следущей точки в которой трасса поменяется и так до конца маршрута. Если в пути по расчету требуется изменить параметры полета ( самолет вырабатывает топливо становится легче и может занимать более высокий эшелон), ищем согласно нашему эшелонированию подходящий эшелон и указываем в точке изменения новые параметры, после которой опять указываем трассу по которой будем следовать даже если она не изменилась. Такая же процедура в случае изменения общего направления полета и необходимости изменения эшелона согласно правилам эшелонирования относительно ИПУ (track), забиваем все изменения на земле, а воздухе эшелон, в случае изменения общего направления полета, должен быть занять за 20 км до поворотного пункта. Подходим к точки начала стандартной процедуры подхода (STAR) указываем ее при наличии.

Летим за бугор:

Все как и по россии, только в точке на гос. границе указываем параметры полета соответствующего государства (скорость N узлы или М число маха высота в футовых эшелонах F) после не забываем ставить трассу даже если она не поменялась.

Летим из-за бугра:

В начале ставим параметры полета иноземцев, а в точке пролета гос.границ параметры полета соответствующего государства.

Летим по координатам:

Если прокладываем маршрут вне трасс рекомендуется указывать координаты точек в таком формате и вставлять индекс DCT в начале и в конце такого полета, опять же при пересечении гос.границ не забываем отображать это в плане.

Дабы облегчить всем нам выбор эшелонов в иносранных государствах приведу ниже правила эшелонирования в них, в основном везде действует футовый рвсм (RVSM - Reduced Vertical Separation Minima), который кстати скоро будет и у нас, но бывают и исключения:

Reduced Vertical Separation Minima

(In the U.S. and Canada, the foregoing information applies to flights under instrument flight rules (IFR). Different altitudes will apply for aircraft flying under visual flight rules (VFR) above 3000 ft AGL.)
Main article: Reduced Vertical Separation Minima

Reduced Vertical Separation Minima or RVSM reduces the vertical separation above FL 290 from 2,000 ft to 1,000 ft. This allows aircraft to safely fly more optimum routes, gain fuel savings and increase airspace capacity by adding six new flight levels. Only aircraft that have been certified to meet RVSM standards, with several exclusions, are allowed to fly in RVSM airspace. It was introduced into the UK in March 2001. On the 20th January 2002, it entered European airspace. The United States, Canada and Mexico transitioned to RVSM between FL 290 and FL 410 on the 20th of January, 2005, and Africa on the 25th of September, 2008.

* Track 000 to 179° - odd thousands (FL 290, 310, 330, etc.)
* Track 180 to 359° - even thousands (FL 300, 320, 340, etc.)

At FL 410 and above, 4,000 ft intervals are resumed to separate same-direction aircraft and only odd Flight Levels are assigned, depending on the direction of flight:

* Track 000 to 179° - odd flight levels (FL 410, 450, 490, etc.)
* Track 180 to 359° - odd flight levels (FL 430, 470, 510, etc.)

Semicircular/Hemispheric rule

(Versions of this apply to IFR in the UK inside controlled airspace and generally in the rest of the world)

The semicircular rule (also known as the hemispheric rule) applies, in slightly different version, in all of the world, including in the UK inside controlled airspace.

The standard rule defines an East/West track split:

* Eastbound - Magnetic Track 000 to 179° - odd thousands (FL 250, 270, etc.)
* Westbound - Magnetic Track 180 to 359° - even thousands (FL 260, 280, etc.)

At FL 290 and above, if Reduced Vertical Separation Minima are not in use, 4,000 ft intervals are used to separate same-direction aircraft (instead of 2,000 ft intervals below FL 290), and only odd flight levels are assigned, depending on the direction of flight:

* Eastbound - Magnetic Track 000 to 179° - odd flight levels (FL 290, 330, 370, etc.)
* Westbound - Magnetic Track 180 to 359° - odd flight levels (FL 310, 350, 390, etc.)

Countries where the major airways are oriented north/south (e.g. New Zealand; Italy; Portugal) have semicircular rules that define a North/South rather than an East/West track split. In Italy, for example, southbound traffic uses odd flight levels.

Quadrantal rule

This rule applies to IFR flights in the UK both in and outside of controlled airspace except that such aircraft may be flown at a level other than required by this rule if flying in conformity with instructions given by an air traffic control unit, or if complying with notified en-route holding patterns or holding procedures notified in relation to an aerodrome. The rule affects only those aircraft operating under IFR when in level flight above 3 000 ft above mean sea level, or above the appropriate transition altitude, whichever is the higher, and when below FL195 (19 500 ft above the 1013.2 hPa datum in the UK, or with the altimeter set according to the system published by the competent authority in relation to the area over which the aircraft is flying if such aircraft is not flying over the UK.)

The rule is non-binding upon flights operating under VFR.

Minimum vertical separation between two flights abiding by the UK Quadrantal Rule is 500 ft (note these are in geopotential foot units). The level to be flown is determined by the magnetic track of the aircraft, as follows:[4]

* Magnetic Track 000 to, and including, 089° - odd thousands of feet (FL70, 90, 110 etc)
* Magnetic Track 090 to, and including, 179° - odd thousands plus 500 ft (FL75, 95, 115 etc)
* Magnetic Track 180 to, and including, 269° - even thousands of feet (FL80, 100, 120 etc)
* Magnetic Track 270 to, and including, 359° - even thousands plus 500 ft (FL85, 105, 125 etc)

Мы :

Metric flight levels

China, Mongolia, Russia and many CIS countries use flight levels specified in metres. Aircraft entering these areas normally make a slight climb or descent to adjust for this.

The flight levels below apply to Russia, Mongolia, North Korea, Kyrgyzstan, Kazakhstan, Tajikistan and Uzbekistan and 6,000 m or below in Turkmenistan (where feet is used for FL210 and above). Flight levels are read as e.g. "flight level 7,500 metres":

Track 000 to 179°

* 900 m (3,000 ft)
* 1,500 m (4,900 ft)
* 2,100 m (6,900 ft)
* 2,700 m (8,900 ft)
* 3,300 m (10,800 ft)
* 3,900 m (12,800 ft)
* 4,500 m (14,800 ft)
* 5,100 m (16,700 ft)
* 5,700 m (18,700 ft)
* 6,300 m (20,700 ft)
* 6,900 m (22,600 ft)
* 7,500 m (24,600 ft)
* 8,100 m (26,600 ft)
* 9,100 m (29,900 ft)
* 10,100 m (33,100 ft)
* 11,100 m (36,400 ft)
* 12,100 m (39,700 ft)
* 14,100 m (46,300 ft)

and every 2,000 metres thereafter.

Track 180 to 359°

* 600 m (2,000 ft)
* 1,200 m (3,900 ft)
* 1,800 m (5,900 ft)
* 2,400 m (7,900 ft)
* 3,000 m (9,800 ft)
* 3,600 m (11,800 ft)
* 4,200 m (13,800 ft)
* 4,800 m (15,700 ft)
* 5,400 m (17,700 ft)
* 6,000 m (19,700 ft)
* 6,600 m (21,700 ft)
* 7,200 m (23,600 ft)
* 7,800 m (25,600 ft)
* 8,600 m (28,200 ft)
* 9,600 m (31,500 ft)
* 10,600 m (34,800 ft)
* 11,600 m (38,100 ft)
* 13,100 m (43,000 ft)
* 15,100 m (49,500 ft)

and every 2,000 metres thereafter.

Китайцы

The flight levels in China, excluding Hong Kong, Macau and Taiwan, are:

True track 000° to 179°

* 900 m (3,000 ft)
* 1,500 m (4,900 ft)
* 2,100 m (6,900 ft)
* 2,700 m (8,900 ft)
* 3,300 m (10,800 ft)
* 3,900 m (12,800 ft)
* 4,500 m (14,800 ft)
* 5,100 m (16,700 ft)
* 5,700 m (18,700 ft)
* 6,300 m (20,700 ft)
* 6,900 m (22,600 ft)
* 7,500 m (24,600 ft)
* 8,100 m (26,600 ft)
* 8,900 m (29,100 ft)
* 9,500 m (31,100 ft)
* 10,100 m (33,100 ft)
* 10,700 m (35,100 ft)
* 11,300 m (37,100 ft)
* 11,900 m (39,100 ft)
* 12,500 m (41,100 ft)
* 13,700 m (44,900 ft)

and every 1,200 metres thereafter.

True track 180° to 359°

* 600 m (2,000 ft)
* 1,200 m (3,900 ft)
* 1,800 m (5,900 ft)
* 2,400 m (7,900 ft)
* 3,000 m (9,800 ft)
* 3,600 m (11,800 ft)
* 4,200 m (13,800 ft)
* 4,800 m (15,700 ft)
* 5,400 m (17,700 ft)
* 6,000 m (19,700 ft)
* 6,600 m (21,700 ft)
* 7,200 m (23,600 ft)
* 7,800 m (25,600 ft)
* 8,400 m (27,600 ft)
* 9,200 m (30,100 ft)
* 9,800 m (32,100 ft)
* 10,400 m (34,100 ft)
* 11,000 m (36,100 ft)
* 11,600 m (38,100 ft)
* 12,200 m (40,100 ft)
* 13,100 m (43,000 ft)

and every 1,200 metres thereafter.

И также это видно на картине, кто как и где летает

p.s. В ремарках в плане рекомендую придерживаться минимализма и информативности, все и так видять кто кэп а процедуры выполнения полета RNP и т .п в сети не несут смысловой нагрузки.