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Constraints: One of the major carriers operates equipment on long routes which results in “tank” limited situations. This means that fuel is the primary consideration in the flight being non-stop. This occurs internationally on their long-haul flights, (MSP-Hong Kong, Detroit or JFK or Boston to Narita), where the available capacity of the aircraft is not used in order that the range/Gross Weight tradeoff will allow them to fly non-stop to the destination (it is a company policy for one of the major carriers to try to avoid a stop along the way for additional fuel). Even in the domestic U.S. their DC-9 fleet flies long routes which are at the upper end of their range, resulting in “tank” limited concerns with cargo and passengers.
Another constraint for one of the major carriers in international routing is the issue of overflight fees. Russia, and to some extent Canada, as the result of the privatization of Canadian ATC, charge high overflight fees making circuitous routing preferable from an economic standpoint.
Another constraint in the flight planning process for one of the major carriers is turbulence. It prides itself on identifying and subsequently avoiding turbulent air masses in order to provide a smoother ride to their passengers. To that end, its’ Meteorology department develops Turbulence Plot Areas (TPAs) and provide them to the flight crews so that if replanning does become an issue, they have information at hand regarding areas and altitudes to avoid in the replanning process.
In the SOC there is a software package that updates the Turbulence Plot Area based upon new meteorological information obtained from private companies or NWS. This software is designed to examine all the currently active flight plans (airborne aircraft) to determine if a Turbulence Plot Alert should be issued.
Another set of constraints came from the other major carrier in the form of a list:
1.
 Weather / Turbulence

2.
 Acceptable routing - ATC authorized

3.
 Acceptable altitude - ATC authorized

4.
 Navaid outages

5.
 Required Nav systems

6.
 Terrain clearance (drift down requirements)

7.
 Payload capability

Information Used in Flight Planning
One of the major carriers uses all the information on the following list, but was keen to point out that Weight and Balance come from personnel located in Memphis, as opposed to Load Planners that are a part of the Minneapolis-based SOC.
Meteorology  Forecast and current information on en route winds, temperature, turbulence, icing, and other phenomena
Maintenance  Aircraft MEL and CDL status; aircraft routing; planned and required maintenance
Crew Schedule  Crew training and qualification records; duty time and flight time limitations
Load Planning  Departure and arrival runway, flap selections and allowable weight calculations; takeoff power settings; aircraft loading schedules, and constraints
　
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