Jeppesen NavData for cycle 1003, effective 11 March 2010, does not contain the published displaced threshold and displaced threshold coordinates for Runway 21R [RW21R] at O.R.Tambo International Airport; Johannesburg, South African Republic (FAJS). Consequently, Runway 21R [RW21R] and the following terminal approach procedures are unusable in cycle 1003 NavData: VOR Z Rwy 21R [D21RZ], VOR Y Rwy 21R [D21RY] and NDB Rwy 21R [N21R].

The following Terminal Approach Procedures have been permanently deleted by AIP Supplement 12/2010, but are still coded in cycle 1003 NavData: RNAV (GNSS) Rwy 03R [R03R], RNAV (GNSS) Rwy 03L [R03L], RNAV (GNSS) Rwy 21R [R21R] and RNAV (GNSS) Rwy 21L [R21L]. 

THEREFORE, DO NOT USE THE  RUNWAY 21R [RW21R] NAVDATA INFORMATION AND TERMINAL APPROACH PROCEDURES LISTED ON THE FOLLOWING PAGE  IN CYCLE 1003 NAVDATA.

Jeppesen NavData for cycle 1003, effective11 March 2010, contains incorrect procedure coding on the RNAV (GPS) Rwy 35 [R35] for Fort MacKay/Horizon; Fort MacKay, Alberta, Canada (CYNR).

Jeppesen NavData for cycles 1002 and 1003, effective 11 February 2010 and 11 March 2010, respectively, contains an incorrect waypoint placement for D257J waypoint on the VOR DME-2 Rwy 36 [D36] TAMVO transition at Gen Heriberto Jara Intl, Veracruz, Mexico (MMVR).

THEREFORE, DO NOT USE VOR DME RWY 36 [D36] TAMVO TRANSITION AT MMVR IN CYCLES 1002 & 1003 NAVDATA.

Jeppesen NavData for cycle1003, effective 11 March 2010, contains an incorrect initial heading on the Rwy 28 Transition for the DADRA 1 [DADRA1] Departure at Eduardo Gomes Intl; Manaus, Brazil (SBEG). The correct initial heading for the Rwy 28 Transition is 284°.

Jeppesen NavData for cycle 1003, effective 11 March 2010, contains incorrect data for Kansai Intl, Osaka, Japan (RJBB). The temporary ILS or LOC Rwy 24L [I24L] [L24L] procedure issued in AIP Supplement 202/09 expires on 10 March 2010, reinstating the original procedure. However, coding for cycle 1003 still reflects the temporary procedure.

THEREFORE, DO NOT USE THE ILS RWY 24L [I24L] AND LOC RWY 24L [L24L] IN CYCLE 1003 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.

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.

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.

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.

The Jeppesen approach chart for the RNAV (GPS) Y Rwy 28 procedure (12-4) at Redmond, Oregon (KRDM)  dated 21 AUG 09 (effective 27 Aug 2009) is missing the altitude at HAPET in the profile view. The altitude at HAPET is 5720 feet.

THEREFORE, EXERCISE CAUTION WHEN USING THE RNAV (GPS) Y RWY 28 CHART DATED 21 AUG 09 (EFFECTIVE 27 AUG 2009) AT REDMOND, OREGON (KRDM).

The corrected chart for the RNAV (GPS) Y Rwy 28 procedure (12-4) will be issued in the 19 MAR 10 revision.

See attached PDF for Tech Note 2010-02 Issued by Aspen Avionics on January 11, 2010 for more details.

Each time the GNS 480 (CNX80) is powered up, the unit loads the database from the datacard to its internal memory. Units with Software Version 2.1 or later allocate 30 MB of internal memory for this process. Units with Version 2.0 or earlier software allocate only 16 MB.

At this time the size of the GNS 480 (CNX80) database exceeds 15.5 MB and units with Version 2.0 or earlier software are utilizing more than 97% of the internal memory that is allocated for this purpose. The size of the database will exceed 16 MB with Jeppesen Database Cycle 1001 on January 7, 2010. When this occurs, units with Software Version 2.0 or earlier will not be able to load the database from the datacard to the unit’s internal memory. When this happens, the operator will still be able to update the datacard normally, but when he or she returns the datacard to the unit, the unit will not be able to utilize the database. Direct-To operations and flight planning will be limited to user waypoints; rendering units with software Version 2.0 or earlier unusable for GPS approaches or any other operation that requires a valid database.

GNS 480 (CNX80) units that manifest the problem will display this message during the unit’s start up routine: Database Invalid: Software needs updating

If you think this affects you, please review attached SERVICE ADVISORY NO.: 0940 Rev A. If you have any questions, please contact Garmin AT Support at 1-800-525-6726, ext. 3991, or 1-503-391-3411, ext. 3991.

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

The Jeppesen airport chart (31-1) dated 25 DEC 09 does not include updated take-off minimums (ceilings, visibilities, and minimum climb gradients) and obstacle departure procedures. The correct information is:

THEREFORE, EXERCISE CAUTION WHEN USING THE TAKE-OFF MINIMUMS AND OBSTACLE DEPARTURE PROCEDURE ON THE AIRPORT CHART (31-1) DATED 25 DEC 09 FOR WRIGHT-PATTERSON AFB (KFFO).

The corrected chart will be issued in the 2 APR 10 revision. It is being made available for immediate use and, although this chart also depicts an effective date of 2 April 2010, the information is usable upon receipt. PDF is attached.

The Jeppesen approach chart for the ILS or LOC Rwy 6 procedure at Long Island Mac Arthur (KISP) dated 5 MAR 10 has an incorrect procedure note in the notes section of the chart briefing strip. The number 3 note which reads, “GS unusable below 420’.” is not applicable to this procedure. The affected chart will be corrected in the 2 APR 10 revision. The NavData database does not contain this note and is unaffected.

THEREFORE, EXERCISE CAUTION WHEN USING THE ILS or LOC RWY 6 CHART (11-1)  DATED 5 MAR 10 FOR LONG ISLAND MAC ARTHUR AIRPORT (KISP).

The corrected chart for the ILS or LOC Rwy 6 procedure at Long Island Mac Arthur (11-1) will be published in the 2 APR 10 revision and is available immediate use, PDF attached.

Jeppesen chart dated 5 MAR 10 (Eff 10 MAR 1500Z) for the LDA Rwy 22 procedure at (Haneda) Tokyo Intl (RJTT) has an incorrect Navaid Frequency for IKL LDA. The chart currently depicts an incorrect frequency of 111.0 for IKL LDA; the correct frequency for IKL LDA is 110.1. The affected chart will be corrected in the 2 APR 10 revision. The NavData database contains the correct frequency for IKL LDA and is unaffected.

THEREFORE, EXERCISE CAUTION WHEN USING THE LDA Rwy 22 (11-4-1) CHART DATED 5 MAR 10 (EFF 10 MAR 1500Z) FOR (HANEDA) TOKYO INTL AIRPORT (RJTT).

The corrected chart for the LDA Rwy 22 procedure at (Haneda) Tokyo Intl will be published in the 2 APR 10 revision and is available for immediate use, PDF attached.

The Jeppesen approach chart for the RNAV (GPS) Y Rwy 28 procedure (12-4) at Redmond, Oregon (KRDM)  dated 21 AUG 09 (effective 27 Aug 2009) is missing the altitude at HAPET in the profile view. The altitude at HAPET is 5720 feet.

THEREFORE, EXERCISE CAUTION WHEN USING THE RNAV (GPS) Y RWY 28 CHART DATED 21 AUG 09 (EFFECTIVE 27 AUG 2009) AT REDMOND, OREGON (KRDM).

The corrected chart for the RNAV (GPS) Y Rwy 28 procedure (12-4) will be issued in the 19 MAR 10 revision.

The New FE charts include a reference on the Cover Panel for ATS Route Restriction Notes. The current note inaccurately refers to the Airway Manual text page “ENROUTE P-101 and consecutive pages”. The correct text page referenced in this note should be “ENROUTE FE-3”. All of the new FE charts (FE-1 thru FE-10) are affected by the ATS Route Restriction Note and the contents it refers to.

Jeppesen charts at Jose Maria Cordova airport (SKRG) for the Marinilla One Alfa Arrival (10-2A) and the Rionegro One Arrival (10-2D), dated 3 APR 09, as well as the Latis One and Rafro One Departures were not issued in time to coincide with the 19 November 2009 effective date for numerous changes to the Arrival procedures, including the renumbering of several of the Arrivals, and the renumbering of two Departures.

THEREFORE, DO NOT USE THE CHARTS DATED 3 APR 09 FOR THE MARINILLA ONE ALFA ARRIVAL (MRN 1A) AND THE RIONEGRO ONE ARRIVAL (RNG 1) – 10-2A AND 10-2D –  AT JOSE MARIA CORDOVA AIRPORT (SKRG).

 ALSO, EXERCISE CAUTION WHEN USING THE LATIS ONE AND RAFRO ONE DEPARTURES

(10-3A) AS THESE HAVE BEEN RENUMBERED LATIS TWO (LATIS 2) AND RAFRO TWO

(RAFRO 2) RESPECTIVELY.

Updated charts dated 27 NOV 09 are available for immediate use, PDF 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.

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.

The Jeppesen airport chart (31-1) dated 25 DEC 09 does not include updated take-off minimums (ceilings, visibilities, and minimum climb gradients) and obstacle departure procedures. The correct information is:

THEREFORE, EXERCISE CAUTION WHEN USING THE TAKE-OFF MINIMUMS AND OBSTACLE DEPARTURE PROCEDURE ON THE AIRPORT CHART (31-1) DATED 25 DEC 09 FOR WRIGHT-PATTERSON AFB (KFFO).

The corrected chart will be issued in the 2 APR 10 revision. It is being made available for immediate use and, although this chart also depicts an effective date of 8 April 2010, the information is usable upon receipt.

The Jeppesen approach chart for the ILS or LOC Rwy 6 procedure at Long Island Mac Arthur (KISP) dated 5 MAR 10 has an incorrect procedure note in the notes section of the chart briefing strip. The number 3 note which reads, “GS unusable below 420’.” is not applicable to this procedure. The affected chart will be corrected in the 2 APR 10 revision. The NavData database does not contain this note and is unaffected.

THEREFORE, EXERCISE CAUTION WHEN USING THE ILS or LOC RWY 6 CHART (11-1)  DATED 5 MAR 10 FOR LONG ISLAND MAC ARTHUR AIRPORT (KISP).

The corrected chart for the ILS or LOC Rwy 6 procedure at Long Island Mac Arthur (11-1) will be published in the 2 APR 10 revision and is available for immediate use, PDF attached.

Jeppesen chart dated 5 MAR 10 (Eff 10 MAR 1500Z) for the LDA Rwy 22 procedure at (Haneda) Tokyo Intl (RJTT) has an incorrect Navaid Frequency for IKL LDA. The chart currently depicts an incorrect frequency of 111.0 for IKL LDA; the correct frequency for IKL LDA is 110.1. The affected chart will be corrected in the 2 APR 10 revision. The NavData database contains the correct frequency for IKL LDA and is unaffected.

THEREFORE, EXERCISE CAUTION WHEN USING THE LDA Rwy 22 (11-4-1) CHART DATED 5 MAR 10 (EFF 10 MAR 1500Z) FOR (HANEDA) TOKYO INTL AIRPORT (RJTT).

The corrected chart for the LDA Rwy 22 procedure at (Haneda) Tokyo Intl will be published in the 2 APR 10 revision and is available for immediate use, PDF attached.

Affected Products:  JeppView, JeppView 3.5, JeppView for Epic INDS, JeppView for Rockwell Collins, JeppView for MFD, Jeppesen Military Chart Service, e-Link for Windows, JeppView for Integrated Avionics

For data sets delivered with JeppView cycle 05-2010/disc 05 (effective 5 March 2010), when selecting the Detroit, Michigan -Metro Wayne (KDTW) ILS Z Rwy 4L CAT II & III chart (11-4A), the ILS Y PRM Rwy 22R chart (11-14A) is displayed instead. This issue affects all JeppView-based products.

Corrected data sets will be delivered with cycle 06-2010/disc 06 (effective 19 March 2010). The current ILS Z Rwy 4L CAT II & III chart (11-4A) is available for immediate use (pdf attached).

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.