Jeppesen NavData for cycle 0912, effective 19 November 2009 contains incorrect Airway Identifiers of J804 from Anchorage (ANC) VOR – FRIED Waypoint, and J889 from NOWEL Waypoint - LAIRE Waypoint. The “R” was inadvertently removed from the two Airway identifiers. The correct Airway identifiers are J804R and J889R.

Italy published changes for Bari, Italy / Palese Macchie airport (LIBD) in AIRAC AMDT 10/09 effective 19 November 2009. These changes were applied to Jeppesen NavData for cycle 0912, effective 19 November 2009. However, trigger NOTAM CL I B7671/09 issued on 17 November 2009 postponed the implementation of the changes in AIRAC AIP AMDT 10/09 until 2 December 2009 (estimated). NOTAM CL I B7671/09 was received after the date specified by ICAO for aeronautical information distribution. As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.

THEREFORE, EXERCISE CAUTION WHEN USING THE APPROACH PROCEDURE AND  RUNWAY INFORMATION FOR PALESE MACCHIE AIRPORT  (LIBD)  IN CYCLE 0912 NAVDATA.

Jeppesen NavData for 0912, effective 19 November 2009, contains incorrect data for Lima-Callao, Peru (SPIM). The Peru AIP Amendment 12/09 was received by Jeppesen after our 0912 NavData production cutoff. As a result, Jeppesen was unable to process changes to procedure identifiers for terminal approach procedures at this location. The Descent Charlie VOR DME ILS Cat II Rwy 15 [I15-C] has changed to Descent Hotel [I15-H] and the Descent Echo VOR DME ILS Cat II Rwy 15 [I15-E] has changed to Descent India [I15-I].

Jeppesen NavData for cycles 0911 and 0912, effective 22 October 2008 and 19 November 2009 respectively, contains incorrect data for Noi Bai Intl; Hanoi, Vietnam (VVNB). The vertical descent angle is incorrect.

Jeppesen NavData for cycle 0912, effective 19 November 2009, does not contain the changes to the Enroute Airway System information for Iraq as published in the Forty-First Edition of the Aeronautical Information Publication (AIP) and AIP Supplement A02/2009.  AIP and AIP Supplement was received after the date specified by ICAO for aeronautical information distribution.   As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.  

THEREFORE, EXERCISE CAUTION WHEN NAVIGATING WITHIN THEREPUBLICOFIRAQENROUTE AIRWAY SYSTEM IN CYCLE 0912 NAVDATA. 

A graphical depiction of the affected airways will be posted along with this alert on Jeppesen.com.  Please refer to those images while operating Iraqi Airways using Jeppesen 0912 NavData.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases issued by Jeppesen. Alerts are not designed for individual pilot notification but are intended to supplement the NavData Notices by disseminating time critical information that could have a significant impact on flight operations. Alerts contain safety-of-flight information including, but not limited to, incorrect turn directions, altitudes, airway changes, and SID/STAR/Approach procedures. This information typically affects Jeppesen's master database, and as a result, can impact any Jeppesen NavData customer or user of avionics databases derived from Jeppesen NavData. Often the posting of an Alert is the result of late or incorrect aviation information provided by government civil aviation authorities, the cancellation of aeronautical changes after Jeppesen databases have already been generated, or problems with data compilation.

The Americas NavData service [DGAT12] for Garmin GX50, GX55, GX60, GX65, or Model 2101 NMS system can no longer incorporate the entire Americas coverage due to unexpected data processing limitations. Jeppesen and Garmin have exhausted all alternatives and we have no choice but to change the geo-regions for this service. Please view attached PDF to read full notice.

In accordance with ARINC 424 documentation, Jeppesen will begin providing runway gradient data for runway (PG) records as documented in ARINC Specification 424, Section 5.212. This document serves as the contractually required advanced notification for implementation of the new coding rules and practices scheduled for implementation in AIRAC cycle 0907, effective date 02 July 2009.

If you want to receive runway gradients in the Runway record, please evaluate your systems to determine the impact of these changes. Make the appropriate adjustments to accept this new information by AIRAC cycle 0907, effective2 July 2009,and contact your Jeppesen Business Representative.

NavData Notices are intended for Jeppesen's Original Equipment Manufacturer (OEM) Customers only.  End Users of the data may contact their Avionics Providers with questions on the availability of data in their specific units.  If you want to receive runway gradients, please contact your Jeppesen Business Representative. If you have Technical questions about this notice, please contact Jeppesen NavData Technical Support at phone (USA) 303-328-4445 or e-mail navdatatechsupport@jeppesen.com.

In accordance with ARINC 424 documentation, Jeppesen will begin providing a second Localizer/GLS identifier in the runway (PG) record. This document serves as the contractually required advanced notification for implementation of the new coding rules and practices scheduled for implementation in AIRAC cycle 0907, effective date 02 July 2009. 

If you want to receive the second landing system in the Runway record, please evaluate your systems to determine the impact of these changes. Make the appropriate adjustments to accept this new information by AIRAC cycle 0907, effective02 July 2009and contact your Jeppesen Business Representative. 

NavData Notices are intended for Jeppesen's Original Equipment Manufacturer (OEM) Customers only.  End Users of the data may contact their Avionics Providers with questions on the availability of data in their specific units. If you have Technical questions about this notice, please contact Jeppesen NavData Technical Support at phone (USA) 303-328-4445 or e-mail navdatatechsupport@jeppesen.com.

Jeppesen recently began delivering Multiple Approach Indicator Procedures to our customers. A Multiple Approach Indicator Procedure is one which has a special designator such as a Y or Z in the approach title; for example, RNAV (GPS) Z Rwy 22. However, not all avionics equipment is able to accept these added procedures. If your avionics equipment cannot handle a Multiple Approach Indicator, it will usually contain one of the procedures without the Multiple Approach Indicator; for example, RNAV 22.

In most cases the first procedure will be contained in your database when A, B, C or 1, 2,3 designators are used. When the  X, Y, Z designators are used, the last procedure will normally be contained in your database. The Z procedure will normally be contained in your database. However, in cases where an RNAV (RNP) or an RNAV (GPS) procedure with 'LPV only' minimums is designated as the Z procedure, we will include the Y, X, etc. procedure in your database.

FreeFlight (Trimble) NavData Services to be Discontinued After Cycle 0813 for the Following GPS Systems: TNL 2000/2100/3000/3100 • TNL 2000T/2100T/3000T/3100T • TNL 1000 DC. We regret to inform you Jeppesen will discontinue offering NavData services for the FreeFlight (Trimble) GPS systems listed above as of Cycle 0813 (Effective Date: December 18, 2008). This has been a difficult decision to make and has been necessitated by the fact that Jeppesen and FreeFlight have exhausted all alternatives to produce these databases so that they can fit on the required edge cards for these GPS systems. These units are engineered to only accept 1MB cards and the Jeppesen databases have exceeded these limits due to normal growth of aviation data. Furthermore, edge cards have become nearly obsolete and Jeppesen no longer has the parts necessary to build Skybound adapters for edge cards. We understand it’s not easy to quickly replace GPS systems in your aircraft; so this is why we plan to continue offering these services through the end of the year. Please note, in order to continue these services, airports may need to be removed from the database so that the database fits on the edge card. If your revision service extends beyond Cycle 0813, we will refund you the difference from January 15, 2009 to your established end of service date.

FreeFlight (Trimble) NavData Services to be Discontinued After Cycle 0813 for the Following GPS Systems: TNL 2000/2100/3000/3100 • TNL 2000T/2100T/3000T/3100T • TNL 1000 DC.

We regret to inform you Jeppesen will discontinue offering NavData services for the FreeFlight (Trimble) GPS systems listed above as of Cycle 0813 (Effective Date: December 18, 2008). This has been a difficult decision to make and has been necessitated by the fact that Jeppesen and FreeFlight have exhausted all alternatives to produce these databases so that they can fit on the required edge cards for these GPS systems. These units are engineered to only accept 1MB cards and the Jeppesen databases have exceeded these limits due to normal growth of aviation data. Furthermore, edge cards have become nearly obsolete and Jeppesen no longer has the parts necessary to build Skybound adapters for edge cards. We understand it’s not easy to quickly replace GPS systems in your aircraft; so this is why we plan to continue offering these services through the end of the year. Please note, in order to continue these services, airports may need to be removed from the database so that the database fits on the edge card. If your revision service extends beyond Cycle 0813, we will refund you the difference from January 15, 2009 to your established end of service date.

Due to normal expansion of the aviation database, the North America coverage will no longer fit on the 2 MB card for Garmin AT/APOLLO GX-50, GX-55, GX60, GX65, 2101 GPS systems. If you currently use a 2MB card for your North America NavData service, please contact Garmin AT at (800) 525-6726 to purchase a replacement 4 MB card.

To determine what card you have, please do the following:

1. Log into JSUM (Jeppesen Services Update Manager).
2. Connect Skybound USB to you PC.
3. Insert card into Skybound USB.
4. In JSUM, select Tools>Detect Skybound USB Hardware.

Results will state whether your card is 2MB or 4MB

Beginning Cycle 0810 [Effective September 25, 2008] Jeppesen will be unable to continue support for Skybound (for GNS480, MX20, & G1000), Skybound II and Skybound USB software applications. As a result, NavData and Chart updates will no longer be available through these software applications. All Skybound (for GNS480, MX20, & G1000), Skybound II and Skybound USB software application users will need to begin using JSUM (Jeppesen Services Update Manager) software application for internet updates beginning Cycle 0810.

Skybound (for GNS480, MX20 & G1000), Skybound II & Skybound USB Software Support to End Cycle 0810

Italy published changes for Bari, Italy / Palese Macchie airport (LIBD) in AIRAC AMDT 10/09 effective 19 November 2009. These changes were applied to affected Jeppesen charts dated 6 NOV 09 (effective 19 November 2009). However, trigger NOTAM CL I B7671/09 issued on 17 November 2009 postponed the implementation of the changes in AIRAC AIP AMDT 10/09 until 2 December 2009 (estimated). NOTAM CL I B7671/09 was received after the date specified by ICAO for aeronautical information distribution. As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.

THEREFORE, DO NOT USE LIBD CHARTS DATED 6 NOV 09 (EFFECTIVE  19 NOVEMBER 2009) FOR PALESE MACCHIE AIRPORT (LIBD) UNTIL  2 DECEMBER 2009 (ESTIMATED).

Jeppesen Departure charts for runways 30L and 30R (10-3B and 10-3C) for Cancun Intl airport (MMUN) dated

16 OCT 09 (effective 20 October 2009) contain incorrect departure names and transition codes, climb gradient instructions and initial climb instructions.

THEREFORE, EXERCISE CAUTION WHEN USING THE FOLLOWING DEPARTURE CHARTS

FOR RUNWAYS 30L AND 30R (10-3B AND 10-3C) FOR CANCUN INTL APT (MMUN)

DATED 16 OCT 09 (EFFECTIVE 20 OCTOBER 2009):

WE STRONGLY URGE YOU TO MAKE THIS INFORMATION AVAILABLE

TO APPROPRIATE CREW MEMBERS IMMEDIATELY!

Corrected Departure charts for runways 30L and 30R (10-3B and 10-3C) for Cancun Intl airport (MMUN) dated

11 DEC 09 are available for immediate use, PDF attached.

DME ILS CAT II Rwy 15 procedures for Lima-Callao, Peru – Jorge Chavez Intl airport (SPIM). These changes, effective 19 November 2009, were not applied to the Jeppesen charts.

THEREFORE, EXERCISE CAUTION WHEN USING THE VOR DME ILS CAT II PROCEDURES TO RUNWAY 15 AT JORGE CHAVEZ INTL AIRPORT (SPIM).

Corrected charts for the Descent Hotel VOR DME ILS CAT II Rwy 15 and the Descent India VOR DME ILS CAT II Rwy 15 procedures dated 27 NOV 09 are available for immediate use, PDF attached.

The Republic of Korea issued AIRAC AIP Amendment 9/09 which made the new ILS DME Z Rwy 24R, RNAV (GNSS) Rwy 06L, RNAV (GNSS) Rwy 24R, BUKIL 1 RNAV Departure, and GAKRI 1 RNAV Departure procedures effective 19 NOV 2009. The full AIP Amendment was not received by Jeppesen in time to make these procedures available for the revision week effective 19 NOV 2009.   

THEREFORE, EXERCISE CAUTION WHEN USING THE ILS DME Z Rwy 24R, RNAV (GNSS) Rwy 06L, RNAV (GNSS) Rwy 24R, BUKIL 1 RNAV DEPARTURE, and GAKRI 1 RNAV DEPARTURE PROCEDURES.

The new Departure procedures will be issued in the 27 NOV 2009 revision. Due to source issues requiring clarification the Approach procedures will be issued in the 11 DEC 2009 revision.

All new chart(s) for Cheongju Intl (RKTU) Effective 19 NOV 2009 are attached.

The Jeppesen approach chart for the RNAV (GNSS) Rwy 28 procedure at Lord Howe I (YLHI) dated 13 NOV 09 (Eff date 19 NOV) depicts LHIEH missed approach waypoint in the wrong position. The chart currently depicts a slight left turn then a direct track to LHIEH waypoint. The correct position of LHIEH waypoint is at a distance of 4.0 NM and straight ahead of LHIEM waypoint (MAP). No turn would be required upon passing LHIEM waypoint while flying the missed approach.

THEREFORE, EXERCISE CAUTION WHEN USING THE MISSED APPROACH PROCEDURE FOR THE RNAV (GNSS) RWY 28 (12-2) APPROACH PROCEDURE AT LORD HOWE I (YLHI).

Some Jeppesen airport charts in Canada depict “Lower-Than-Standard” take-off minimums, provided for use by air carriers, which are no longer applicable for use after March 12, 2009.

The normal or “standard” take-off minimum in Canada is RVR 26 or ½. Where applicable, and for use by air carriers with operational approval, Jeppesen also depicts “lower-than-standard” take-off minimums on its airport charts in Canada.

It was brought to Jeppesen’s attention that, due to changes in government criteria and compliance requirements, the infrastructure at numerous airports in Canada no longer supports the use of “lower-than-standard” take-off minimums. (Reference: Canada AC No. 302-001.) This means that for non-qualifying airports, the lowest allowed “standard” take-off minimum is RVR 26 or ½. 

As a result of circumstances attributed to a lack of clarity regarding the March 12, 2009 effective date along with no compliance date having been indicated in AC No. 302-001, Jeppesen was not able to evaluate or apply the necessary changes to take-off minimums on its affected airport charts in Canada.

Until Jeppesen is able to revise and reissue all affected airport charts over the course of the next several revision cycles, caution should be used at Canadian airports when determining the correct take-off minimums applicable to your operation. IMPORTANT NOTE:“Lower-than-standard” take-off minimums are for use ONLY by air carriers with operational approval. Unless authorized, the standard take-off minimum of RVR 26 or ½ or higher charted minimum applies.

All airport charts in Canada will be evaluated. Those affected will be reissued. The effort will be spread out over several revision cycles beginning with the 17 April 2009 revision and will continue until all affected charts have been updated.

Middle East (ME) High and High/Low Jeppesen Enroute Charts do not contain the changes to the Enroute Airway System information for Iraq as published in the Forty-First Edition of the Aeronautical Information Publication (AIP) and AIP Supplement A02/2009.  AIP and AIP Supplement was received after the date specified by ICAO for aeronautical information distribution.  As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.  

THEREFORE, AFTER 18 NOV 09, DO NOT USE THE CURRENT ENROUTE CHARTS FOR FLIGHTS WITHINIRAQ.  INSTEAD REFER TO THE SUPPLEMENTAL ENROUTE  CHART ME(H/L) 1A UNTIL ALL AFFECTED ENROUTE CHARTS ARE REVISED.

Chart Supplement ME(H/L) 1A will be published with revision 20 Nov 09 as interim solution until the ME High and High/Low Charts are revised.  That Chart Supplement will be posted along with this Alert on Jeppesen.com.

The LOC DME or LOC NDB-C procedure at Kamloops, BC (CYKA) was declared unusable by NOTAM C1N 090376.Nav Canada had originally issued changes to this procedure through AIRAC 37/09 with a 17 December 2009 effective date. Implementation was subsequently advanced and referenced AIP Supplement 48/09 for the valid procedure, effective 6 November 2009. As a result, Jeppesen was unable to reissue the procedure through the normal revision process.

THEREFORE, DO NOT USE THE LOC DME OR LOC NDB-C CHART (11-1) DATED 21 AUG 09, EFFECTIVE 27 AUGUST 2009, FOR KAMLOOPS, BC (CYKA).

An updated chart is available for immediate use, PDF attached.

The Jeppesen 10-9A chart dated 16 OCT 09 (effective 19 October 2009) does not depict take-off minimums and Obstacle Departure Procedures for runways 10L and 28R at Portland Intl airport (KPDX).

THEREFORE, EXERCISE CAUTION WHEN USING THE AIRPORT INFORMATION PAGE

(10-9A) DATED 16 OCT 09 (EFFECTIVE 19 OCTOBER 2009) FOR PORTLAND INTL AIRPORT (KPDX).

Take-off minimums for runway 10L are the same as for runway 10R.

Take-off minimums for runway 28R are the same as for runway 28L.

The Obstacle Departure Procedure for runway 10L is the same as the procedure for runway 10R.

The Obstacle Departure Procedure for runway 28R is the same as the procedure for runway 28L.

A corrected chart will be issued in the 27 NOV 09 revision, and a copy is available, PDF attached.

Numerous Jeppesen charts for Cancun Intl (MMUN) dated 16 OCT 09 (effective 20 October 2009) contain incorrect information.

THEREFORE, DO NOT USE THE CHARTS LISTED IN THIS ALERT FOR CANCUN INTL AIRPORT (MMUN) DATED 16 OCT 09 (EFFECTIVE 20 OCTOBER 2009).

The errors on each chart are as follows…

ILS DME or LOC 1 Rwy 12L (11-1),

ILS DME or LOC 2 Rwy 12L (11-2),

ILS DME or LOC 3 Rwy 12L (11-3), and

ILS DME or LOC 1 Rwy 12R (11-4):

The procedure restriction notes "DME/ILS unusable with DME equipped aircraft..." should read "DME/ILS usable with DME equipped aircraft...".

ILS DME or LOC 3 Rwy 12R (11-6):

The altitude on the transition from D11.0 CUN to D9.5 CUN/D7.5 ICUN reads 2000. The transition altitude should be 2400.

VOR DME 1 Rwy 12R (13-3):

The database identifier at the D6.0 FAF [FD12] should read [FD12R]. Also, a circling restriction is not shown which is "Not Authorized Northeast of Rwy 12R/30L."

VOR DME 2 Rwy 12R (13-4):

The database identifier at the D6.0 FAF [FD12] should read [FD12R]. Also, the circling restriction incorrectly reads "Not Authorized Southeast of Rwy 12R/30L." This should be Northeast of the runway.

VOR DME 1 Rwy 30L (13-5):

The VNAV calculation incorrectly states 4.2 NM from Top of Descent (TOD). This should be 3.6 NM. Also, the TCH reads 53'; however, this should be 50'.

VOR DME 2 Rwy 30L (13-6):

The altitude on the transition from PAMUL along airway B-UB881 to D13.0 reads 2000. It should be 3000. Also, CUPTEshould be depicted as acompulsory reporting point. Additionally, the VNAV calculation from TOD reads 4.2 NM. This should be 3.6 NM. Finally, the TCH reads 53'; however, this should be 50'.

VOR DME 1 Rwy 30R (13-7):

The VNAV calculation reads 3.9 NM from TOD. This should be 3.6 NM. Also, the ground track distance of 0.3 NM from the missed approach point to the threshold should be 0.2 NM.

VOR DME 2 Rwy 30R (13-8):

The missed approach text in part reads "…VOR DME Rwy 30R…". This should be "…VOR DME 1 Rwy 30R…". Also, CUPTE should be depicted as a compulsory reporting point. Additionally, the VNAV calculation from TOD reads 3.9 NM. This should be 3.6 NM. Finally, the ground track distance of 0.3 NM from the missed approach point to the threshold should be 0.2 NM.

Corrected charts are available, PDFs attached.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The United Kingdom Standard Routes have been relocated to Special Publications.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

The Notice files on these pages are current as of the revision date shown on each page. Always consult all available published Notice information and ask for other pertinent Notices prior to flight.

GENERAL
The purpose of this bulletin is to convey to our valued customers our current policy regarding the applications of
chart and database changes based on state issued NOTAMs. The following is a summary of that policy and is
specific to the processing of state issued NOTAMs only.

BACKGROUND
The “Notice to Airmen” (NOTAM) has been an integral part of the system for disseminating critical aeronautical
information world wide for a very long time. Typically, NOTAMs publicize aeronautical information that is timecritical
as well as temporary in nature. NOTAMs are also used when the information is not known sufficiently in
advance to allow for chart publication and/or database extraction.

NOTAMs communicate aeronautical information that has a direct impact on a pilot’s flight preparation. It is for
this reason that all pilots are required by regulation to review all available NOTAMs applicable to their particular
flight. The following policy regarding the application of NOTAM information to Jeppesen products is based on
that fundamental principal.

NOTAM POLICY
All Permanent or “P” NOTAMs are analyzed when received and applied to the Jeppesen charts and/or database
as appropriate, based on normal Jeppesen workflow and process criteria.

Temporary NOTAMs published without an active duration, or those published with an active duration of 90 days
or less, are not analyzed for possible application due to their short life span and volatility. It would be part of a
pilot’s normal flight preparation to familiarize themselves with this type of NOTAM.

Temporary NOTAMs published with an active duration of more than 90 days will be analyzed and may be applied
to the charts and/or database after considering its complexity as well as other factors. Not all temporary NOTAMs
with an active duration of more than 90 days are applied to the charts and/or database. The decision regarding
when to apply a temporary NOTAM to the charts and/or database is based on a wide range of factors, and is
done on a case by case basis. Again, based on a normal pre flight process, pilots would access these NOTAMs
prior to flight.

NOTE: Jeppesen scans all Temporary NOTAMs upon receipt to assess a basic level of impact. Special consideration
is given to Temporary NOTAMs that have a direct effect on permanent source documents.

We continue striving to supply you, our valued customers, with highly accurate, on time flight information. The
above policy helps us meet that lofty goal. We look forward to fulfilling your aeronautical charting and database
needs now and in the future.

AERODROME OPERATING MINIMUMS ACCORDING TO EU-OPS 1

General Information

The European Union published the 2nd Amendment of EU-OPS 1 (Annex III to Regulation 3922/91).

http://eur-lex.europa.eu/JOIndex.do?ihmlang=en

This EU-OPS 1 is the replacement of JAR-OPS 1 and contains a new method to determine Aerodrome Operating
Minimums (AOM). The new method will become the European Standard on 16 July 2011 at the latest.

According to ICAO Doc 9365-AN910 (Manual of All Weather Operations) and Annex 6 to the Convention on
International Civil Aviation it is the operator’s responsibility to establish Aerodrome Operating Minimums which
need to be approved by the responsible authority.

The Appendix 1 (new) to OPS 1.430 describes the method which has to be used by all European Operators and
within the European Union (EU).

Jeppesen will support your operations by replacing the current JAR-OPS AOM with the new Standard. Due to
the huge number of airports (1000+) and procedures (5000+) the conversion could only be done on a step by
step basis.

It is our intent to have all procedures revised to the new Standard AOM by 16 July 2011 for all airports within
– European Union member states,
– European Aviation Safety Agency (EASA) member states,
– Joint Aviation Authorities (JAA) member states and
– for other states where the currently used JAR-OPS AOM will be replaced.
In May 2008 we asked commercial operators about their plans for this EU-OPS implementation. The following
items are directly related to the results of that survey:
a. All non-precision approaches will be reviewed to show CDFA (Continuous Descent Final Approach) profile
and minimums.
b. In case of CDFA only, a DA(H) is shown instead of the previously published MDA(H). The missed approach
point is still shown according to state source but the missed approach initiation arrow is moved to the point
where the DA(H) is reached.
c. Jeppesen charted AOM do not include an add-on when current MDA(H) is replaced by DA(H). Pilots are
reminded to check their operator’s Flight Operations Manual or similar documents whether they have to
apply an add-on or not.
d. For CDFA profiles, Jeppesen will show DME vs altitude bands, distance vs altitude bands or timing vs
altitude tables. If not provided by the State source those altitudes will be calculated by Jeppesen.
e. Non-CDFA profiles and minimums will be shown in exceptional cases only and may be combined with CDFA
profiles and minimums.
f. For CAT I operations with full approach light system (FALS) Jeppesen will include RVR values below 750m
together with the higher values. Pilots are reminded to check their operator’s Flight Operations Manual or
similar documents to fulfill the requirements for using the lower RVR values.
g. Lower than standard CAT I minimums are charted on request on customer tailored charts.
h. Other than standard CAT II minimums will be charted if the procedure is approved for such operations by
the state of the airport.
i. Circling minimums must not be lower than the minimums of preceding instrument approach procedure. If
circling MDA(H) and/or visibility must be raised due to higher straight-in values, only one set of circling
minimums is shown which relates to the highest straight-in minimums.

Legend and ATC Pages

Jeppesen is currently reviewing the final version of this EU-OPS to replace the current ATC-601 (JAA AOM)
pages with a summarization of the new EU-OPS Aerodrome Operating Minimums.

In addition we will update the current Introduction 171 – 173 (JAR-OPS 1 AOM) pages to explain how the new
minimums and the CDFA profiles are depicted on Jeppesen charts.

Conversion Plan

The publication of the new Standard of AOM will be done along with normal chart revision activity. It is planned
to convert all procedures of an affected airport at the same time.

We will create special minimums pages, numbered 10-9S (similar to current 10-9X JAR-OPS pages), as an
interim solution.

Jeppesen will maintain or create JAR-OPS 1 minimums pages on customer request only.

Please contact your Jeppesen customer service representative for any special requirements, such as airline
tailored minimums, airborne equipment considerations or your conversion priorities.

Charts with JAR-OPS label

The JAR-OPS label on Jeppesen approach and airport charts indicates that the minimums correspond to the
rules described in Appendix 1 (old) to OPS 1.430 of the EU-OPS 1.

Future Outlook

The FAA will also publish new minimums which will be harmonized with the EU ones.

Jeppesen’s intention is to replace the current ECOMS and JAR-OPS Aerodrome Operating Minimums with the
future harmonized version on a world-wide basis.

BACKGROUND

Due to increasing levels of source being received from around the world, revision activity
has consequently increased as well. As a result, Jeppesen is actively investigating the
validity of current information as well as optimizing the method by which information is
being presented and distributed. In response to customer feedback, we will be implementing
the following modifications to the European Airway Manuals starting with the current
revision.

ADJUSTMENTS

High Altitude Airway Restrictions (pages Enroute E-101 - and following) will be removed
from the European standard Airway Manuals and added to the European High Altitude
Supplement (ERMHI). This will combine all high altitude airway relevant information for
Europe within one service.
Conditional Routes information (CDR - pages Enroute E-501 and following) will be
removed from the standard Airway Manual and - due to their planning character - be
included into the European Reference Guide (ERMJD). Furthermore, CDR information is
also provided electronically on www.jeppesen.com/company/publications/publications.jsp.
The Route Availability Document (RAD - pages ENROUTE E-201 and following) continues
to be part of the standard Airway Manual and is additionally provided electronically on
www.jeppesen.com/company/publications/publications.jsp.
All electronic charting products will continue to include High Altitude Airway restrictions and
CDR information as before.
We want to thank all customers who provided feedback, and consequently supported us in
supplying you with services that meet and exceed your expectations.

Italy published changes for Bari, Italy / Palese Macchie airport (LIBD) in AIRAC AMDT 10/09 effective 19 November 2009. These changes were applied to affected Jeppesen charts dated 6 NOV 09 (effective 19 November 2009). However, trigger NOTAM CL I B7671/09 issued on 17 November 2009 postponed the implementation of the changes in AIRAC AIP AMDT 10/09 until 2 December 2009 (estimated). NOTAM CL I B7671/09 was received after the date specified by ICAO for aeronautical information distribution. As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.

THEREFORE, DO NOT USE LIBD CHARTS DATED 6 NOV 09 (EFFECTIVE  19 NOVEMBER 2009) FOR PALESE MACCHIE AIRPORT (LIBD) UNTIL  2 DECEMBER 2009 (ESTIMATED).

Jeppesen Departure charts for runways 30L and 30R (10-3B and 10-3C) for Cancun Intl airport (MMUN) dated

16 OCT 09 (effective 20 October 2009) contain incorrect departure names and transition codes, climb gradient instructions and initial climb instructions.

THEREFORE, EXERCISE CAUTION WHEN USING THE FOLLOWING DEPARTURE CHARTS

FOR RUNWAYS 30L AND 30R (10-3B AND 10-3C) FOR CANCUN INTL APT (MMUN)

DATED 16 OCT 09 (EFFECTIVE 20 OCTOBER 2009):

WE STRONGLY URGE YOU TO MAKE THIS INFORMATION AVAILABLE

TO APPROPRIATE CREW MEMBERS IMMEDIATELY!

Corrected Departure charts for runways 30L and 30R (10-3B and 10-3C) for Cancun Intl airport (MMUN) dated

11 DEC 09 are available for immediate use, PDF attached.

Peru AIP Amendment 12/09 changed the procedure identifiers and landing minimum visibilities for the two VOR DME ILS CAT II Rwy 15 procedures for Lima-Callao, Peru – Jorge Chavez Intl airport (SPIM). These changes, effective 19 November 2009, were not applied to the Jeppesen charts.

THEREFORE, EXERCISE CAUTION WHEN USING THE VOR DME ILS CAT II PROCEDURES TO RUNWAY 15 AT JORGE CHAVEZ INTL AIRPORT (SPIM).

Corrected charts for the Descent Hotel VOR DME ILS CAT II Rwy 15 and the Descent India VOR DME ILS CAT II Rwy 15 procedures dated 27 NOV 09 are available for immediate use, PDF attached.

The Republic of Korea issued AIRAC AIP Amendment 9/09 which made the new ILS DME Z Rwy 24R, RNAV (GNSS) Rwy 06L, RNAV (GNSS) Rwy 24R, BUKIL 1 RNAV Departure, and GAKRI 1 RNAV Departure procedures effective 19 NOV 2009. The full AIP Amendment was not received by Jeppesen in time to make these procedures available for the revision week effective 19 NOV 2009.   

THEREFORE, EXERCISE CAUTION WHEN USING THE ILS DME Z Rwy 24R, RNAV (GNSS) Rwy 06L, RNAV (GNSS) Rwy 24R, BUKIL 1 RNAV DEPARTURE, and GAKRI 1 RNAV DEPARTURE PROCEDURES.

The new Departure procedures will be issued in the 27 NOV 2009 revision. Due to source issues requiring clarification the Approach procedures will be issued in the 11 DEC 2009 revision.

All new chart(s) for Cheongju Intl (RKTU) Effective 19 NOV 2009 are attached.

The Jeppesen approach chart for the RNAV (GNSS) Rwy 28 procedure at Lord Howe I (YLHI) dated 13 NOV 09 (Eff date 19 NOV) depicts LHIEH missed approach waypoint in the wrong position. The chart currently depicts a slight left turn then a direct track to LHIEH waypoint. The correct position of LHIEH waypoint is at a distance of 4.0 NM and straight ahead of LHIEM waypoint (MAP). No turn would be required upon passing LHIEM waypoint while flying the missed approach.

THEREFORE, EXERCISE CAUTION WHEN USING THE MISSED APPROACH PROCEDURE FOR THE RNAV (GNSS) RWY 28 (12-2) APPROACH PROCEDURE AT LORD HOWE I (YLHI).

Middle East (ME) High and High/Low Jeppesen Enroute Charts do not contain the changes to the Enroute Airway System information for Iraq as published in the Forty-First Edition of the Aeronautical Information Publication (AIP) and AIP Supplement A02/2009.  AIP and AIP Supplement was received after the date specified by ICAO for aeronautical information distribution.  As a result, the changes contained therein could not be processed for the 19 November 2009 effective date.  

THEREFORE, AFTER 18 NOV 09, DO NOT USE THE CURRENT ENROUTE CHARTS FOR FLIGHTS WITHINIRAQ.  INSTEAD REFER TO THE SUPPLEMENTAL ENROUTE  CHART ME(H/L) 1A UNTIL ALL AFFECTED ENROUTE CHARTS ARE REVISED.

Chart Supplement ME(H/L) 1A will be published with revision 20 Nov 09 as interim solution until the ME High and High/Low Charts are revised.  That Chart Supplement will be posted along with this Alert on Jeppesen.com.

The LOC DME or LOC NDB-C procedure at Kamloops, BC (CYKA) was declared unusable by NOTAM C1N 090376.Nav Canada had originally issued changes to this procedure through AIRAC 37/09 with a 17 December 2009 effective date. Implementation was subsequently advanced and referenced AIP Supplement 48/09 for the valid procedure, effective 6 November 2009. As a result, Jeppesen was unable to reissue the procedure through the normal revision process.

THEREFORE, DO NOT USE THE LOC DME OR LOC NDB-C CHART (11-1) DATED 21 AUG 09, EFFECTIVE 27 AUGUST 2009, FOR KAMLOOPS, BC (CYKA).

An updated chart is available for immediate use, PDF attached.

The Jeppesen 10-9A chart dated 16 OCT 09 (effective 19 October 2009) does not depict take-off minimums and Obstacle Departure Procedures for runways 10L and 28R at Portland Intl airport (KPDX).

THEREFORE, EXERCISE CAUTION WHEN USING THE AIRPORT INFORMATION PAGE

(10-9A) DATED 16 OCT 09 (EFFECTIVE 19 OCTOBER 2009) FOR PORTLAND INTL AIRPORT (KPDX).

Take-off minimums for runway 10L are the same as for runway 10R.

Take-off minimums for runway 28R are the same as for runway 28L.

The Obstacle Departure Procedure for runway 10L is the same as the procedure for runway 10R.

The Obstacle Departure Procedure for runway 28R is the same as the procedure for runway 28L.

A corrected chart will be issued in the 27 NOV 09 revision, and a copy is available, PDF attached.

Numerous Jeppesen charts for Cancun Intl (MMUN) dated 16 OCT 09 (effective 20 October 2009) contain incorrect information.

THEREFORE, DO NOT USE THE CHARTS LISTED IN THIS ALERT FOR CANCUN INTL AIRPORT (MMUN) DATED 16 OCT 09 (EFFECTIVE 20 OCTOBER 2009).

The errors on each chart are as follows…

ILS DME or LOC 1 Rwy 12L (11-1),

ILS DME or LOC 2 Rwy 12L (11-2),

ILS DME or LOC 3 Rwy 12L (11-3), and

ILS DME or LOC 1 Rwy 12R (11-4):

The procedure restriction notes "DME/ILS unusable with DME equipped aircraft..." should read "DME/ILS usable with DME equipped aircraft...".

ILS DME or LOC 3 Rwy 12R (11-6):

The altitude on the transition from D11.0 CUN to D9.5 CUN/D7.5 ICUN reads 2000. The transition altitude should be 2400.

VOR DME 1 Rwy 12R (13-3):

The database identifier at the D6.0 FAF [FD12] should read [FD12R]. Also, a circling restriction is not shown which is "Not Authorized Northeast of Rwy 12R/30L."

VOR DME 2 Rwy 12R (13-4):

The database identifier at the D6.0 FAF [FD12] should read [FD12R]. Also, the circling restriction incorrectly reads "Not Authorized Southeast of Rwy 12R/30L." This should be Northeast of the runway.

 VOR DME 1 Rwy 30L (13-5):

The VNAV calculation incorrectly states 4.2 NM from Top of Descent (TOD). This should be 3.6 NM. Also, the TCH reads 53'; however, this should be 50'.

VOR DME 2 Rwy 30L (13-6):

The altitude on the transition from PAMUL along airway B-UB881 to D13.0 reads 2000. It should be 3000. Also, CUPTEshould be depicted as acompulsory reporting point. Additionally, the VNAV calculation from TOD reads 4.2 NM. This should be 3.6 NM. Finally, the TCH reads 53'; however, this should be 50'.

VOR DME 1 Rwy 30R (13-7):

The VNAV calculation reads 3.9 NM from TOD. This should be 3.6 NM. Also, the ground track distance of 0.3 NM from the missed approach point to the threshold should be 0.2 NM.

VOR DME 2 Rwy 30R (13-8):

The missed approach text in part reads "…VOR DME Rwy 30R…". This should be "…VOR DME 1 Rwy 30R…". Also, CUPTE should be depicted as a compulsory reporting point. Additionally, the VNAV calculation from TOD reads 3.9 NM. This should be 3.6 NM. Finally, the ground track distance of 0.3 NM from the missed approach point to the threshold should be 0.2 NM.

Corrected charts are attached below, PDF.

We are pleased to provide the latest changes to your Jeppesen VFR Manual (Bottlang) through this Internet service. Our printed revision service includes Chart Change Notices every 28 days, but this Internet service provides weekly updates to always keep your information current.

The Chart Update document is separated into a text document and the respective chart extracts (if available). This allows selected downloads and reduced download size.

We are pleased to provide the latest changes to your Jeppesen VFR Manual (Bottlang) through this Internet service. Our printed revision service includes Chart Change Notices every 28 days, but this Internet service provides weekly updates to always keep your information current.

The Chart Update document is separated into a text document and the respective chart extracts (if available). This allows selected downloads and reduced download size.