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Aviation Notices and Alerts

Latin America (change)


NavData

NavData Alerts (0)

NavData Alerts are designed to inform commercial NavData subscribers, including airlines, avionics companies, and aviation service providers, of changes and errors to databases that are issued by Jeppesen. Alerts are intended to supplement the NavData Change 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, bearing changes, etc. This information typically affects Jeppesen's master database; however, each change or error can be isolated to specific databases. To ensure the change or error affects your database, you should check with your individual avionics manufacturer. 

There is no alert for NavData Alerts at the moment.

NavData Change Notice (1)

NavData Change Notices include updates and corrections to data and procedures that are not yet reflected in Jeppesen's navigation databases, Often these changes are 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 that could not be included in time to meet database production schedules. 

Publish Date: 03 Apr 09

Included Areas:

Latin America Includes: Mexico, Central America and the Caribbean Islands. Includes Colombian and Venezuelan Ports of Entry.

Navdata Change Notice Latin America 

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.

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NavData Notice - Jeppesen Customer (6)

NavData Notices are issued to airframe and avionics manufacturers to announce additional database capabilities or new datasets that will affect the output of navigational data. 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. 

Publish Date: 13 Oct 09

Canada & Alaska, Latin America, South America, and United States

Included Areas: Canada & Alaska (All), Latin America (All), South America (All), and United States (All)

Important Notice for Garmin GX50, GX55, GX60, GX65 or 2101 NMS system user 

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.

 

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Publish Date: 02 Sep 09

Africa, Atlantic, Australia, Canada & Alaska, China, Eastern Europe, Latin America, Middle East & South Asia, Pacific Basin, South America, United States, and Western Europe & Mediterranean

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), AR, AZ, CA, CO, CT, DC, DE, FL, GA, IA, ID, IL, IN, KS, KY, LA, MA, ME, MI, MN, MO, MS, MT, NC, ND, NE, NH, NJ, NM, NV, NY, OH, OK, OR, PA, RI, SC, SD, TN, TX, UT, VA, VT, WA, WI, WV, WY, and Western Europe & Mediterranean (All)

IMPLEMENTATION OF GLS APPROACH AND GLS NAVAID RECORDS

GLS NavData Notice

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Publish Date: 24 Jul 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

  IMPLEMENTATION OF NEW PATH AND TERMINATOR COMBINATION

DF-RF Leg Combination

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Publish Date: 20 May 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

In accordance with ARINC 424 documentation, Jeppesen will begin providing runway gradient data for runway (PG) records.

Implementation of Runway Gradients on Runway Records 

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.

Runway Gradient NavData Notice

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Publish Date: 20 May 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

In accordance with ARINC 424 documentation, Jeppesen will begin providing a second Localizer/GLS identifier in the runway (PG) record.

Implementation of Second Localizer/GLS Identifier on Runway Record 

 

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.

Second Localizer NavData Notice

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Publish Date: 30 Apr 09

Africa, Atlantic, Australia, Canada & Alaska, China, Eastern Europe, Latin America, Middle East & South Asia, Pacific Basin, South America, United States, and Western Europe & Mediterranean

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), AR, AZ, CA, CO, CT, DC, DE, FL, GA, IA, ID, IL, IN, KS, KY, LA, MA, ME, MI, MN, MO, MS, MT, NC, ND, NE, NH, NJ, NM, NV, NY, OH, OK, OR, PA, RI, SC, SD, TN, TX, UT, VA, VT, WA, WI, WV, WY, and Western Europe & Mediterranean (All)

Multiple Approach Indicator Procedures Exceptions List 

 

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.

Multiple Approach Procedure Exceptions List

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NavData Notice - Airframe/Avionics (0)

NavData Notices are contractually required Notices that provide airframe and avioincs manufacturers with advanced notification of Jeppesen's intent to implement additional database capabilities or new datasets that will affect the output of navigational data. 

There is no alert for NavData Notice - Airframe/Avionics at the moment.
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Paper Charts

Chart Watch (3)

Chart Watch is a program used to disseminate flight critical information that impacts Jeppesen's Standard paper and/or electronic (JeppView) Airway Manual products. Occasionally, changes to information cannot be issued to customers through the normal paper or electronic media prior to effectivity for a variety of reasons. Chart Watch allows Jeppesen to address these issues through either email or our website as soon as possible after they come to our attention. 

Publish Date: 20 Nov 09

Latin America

Included Areas: Mexico

Date: 20 November 2009 --- Subject: Cancun, Mexico --- Cancun Intl Airport (MMUN) --- ONGUN ONE FOXTROT (ONGUN1F), PAMUL ONE ECHO (PAMUL1E) DEPARTURES RWY 30L --- ONGUN ONE ECHO (ONGUN1E), PAMUL ONE DELTA (PAMUL1D) DEPARTURES RWY 30R  

Incorrect departure names and codes, climb gradient instructions, initial climb instructions 

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):

 

Current 10-3B chart dated 16 OCT 09 (Eff 20 Oct)

Corrected 10-3B chart dated 11 DEC 09

Departure names and codes:

ONGUN ONE DELTA (ONGUN1D)

PAMUL ONE DELTA (PAMUL1D)

Departure names and codes:

ONGUN ONE FOXTROT (ONGUN1F)

PAMUL ONE ECHO (PAMUL1E)

CUPTE ONE DELTA, KUMOC ONE DELTA,

SAMED ONE DELTA, VIPSA ONE DELTA SIDs

Require a minimum climb gradient of

500’ per NM until 4000’.

CUPTE ONE DELTA, KUMOC ONE DELTA,

SAMED ONE DELTA, VIPSA ONE DELTA SIDs

Require a maximum climb gradient of

500’ per NM until 4000’.

 

Current 10-3C chart dated 16 OCT 09 (Eff 20 Oct)

Corrected 10-3C chart dated 11 DEC 09

ONGUN ONE CHARLIE (ONGUN1C)

PAMUL ONE CHARLIE (PAMUL1C)

ONGUN ONE ECHO (ONGUN1E)

PAMUL ONE DELTA (PAMUL1D)

Information box for D4 NCP…

Turn at D4 CUN (or 400’ in case of DME failure)

Information box for D4 NCP…

Turn at D4 NCP (or 400’ in case of DME failure)

INITIAL CLIMB instructions:

Climb on CUN R-304 to D4 NCP. Turn RIGHT on…ONGUN

INITIAL CLIMB instructions:

Climb on NCP R-304 to D4 NCP. Turn LEFT on…ONGUN

CUPTE ONE CHARLIE, KUMOC ONE CHARLIE,

SAMED ONE CHARLIE, VIPSA ONE CHARLIE SIDs

Require a minimum climb gradient of

500’ per NM until 4000’.

CUPTE ONE CHARLIE, KUMOC ONE CHARLIE,

SAMED ONE CHARLIE, VIPSA ONE CHARLIE SIDs

Require a maximum climb gradient of

500’ per NM until 4000’.

 

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.

MMUN

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Publish Date: 20 Nov 09

South America

Included Areas: Brazil

Date:  20 November 2009 --- Subject: Rionegro, Colombia --- Jose Maria Cordova (SKRG) --- Arrivals and Departures

Arrivals revised and renumbered, departures renumbered 

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.

SKRG

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Publish Date: 23 Oct 09

Latin America

Included Areas: Mexico

Date: 23 October 2009 --- Subject: Cancun, Mexico --- Cancun Intl (MMUN) --- Approach Charts: 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),  ILS DME or LOC 1 Rwy 12R (11-4),  ILS DME or LOC 3 Rwy 12R (11-6),  VOR DME 1 Rwy 12R (13-3),  VOR DME 2 Rwy 12R (13-4),  VOR DME 1 Rwy 30L (13-5),  VOR DME 2 Rwy 30L (13-6),  VOR DME 1 Rwy 30R (13-7),  VOR DME 2 Rwy 30R (13-8)

Numerous chart errors – see details below 

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.

 

MMUN

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Chart Change Notice (1)

Chart Change Notices provide information about updates to Jeppesen charts that not yet been applied to the charts. Always consult the Chart Change Notices in your chart subscription for the most current information related to Jeppesen charts. 

Publish Date: Perpetual

Included Areas:

Latin America Includes: Caribbean and Mexico.

Notice 

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.

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Briefing Bulletins (4)

Briefing Bulletins provide subscribers with explanations of modifications to Jeppesen services that are being implemented in response to changes suggested by customers or required by governing authorities. In particular, Briefing Bulletins explain how changes will affect Jeppesen's services. 

Publish Date: 04 Aug 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

APPLICATION OF STATE NOTAMS TO JEPPESEN AERONAUTICAL CHARTS AND DATABASE 

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.

 

 

JEP 09-B

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Publish Date: 18 May 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

27 APR 01 --- Are Aeronautical Charts Required When Using Navigational Databases?

FRA 01-A

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Publish Date: 18 May 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

14 JUN 02 --- Vertical Navigation (VNAV) - Concept Extension --- Regarding the extension of VNAV concept as next step of Jeppesen's VNAV implementation plan.

JEP 02-C

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Publish Date: 18 May 09

World Wide

Included Areas: Africa (All), Atlantic (All), Australia (All), Canada & Alaska (All), China (All), Eastern Europe (All), Latin America (All), Middle East & South Asia (All), Pacific Basin (All), South America (All), United States (All), and Western Europe & Mediterranean (All)

16 APR 04 --- New Non-Precision Instrument Approach Procedure Constant Angle Descent Profile Depiction --- Controlled Flight Into Terrain (CFIT) initiatives proposed by the international aviation industry and supported by ICAO are intended to address some of the critical aspects of non-precision instrument approach procedures.

JEP 04-A

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Electronic Charts

Chart Watch (4)

Chart Watch is a program used to disseminate flight critical information that impacts Jeppesen's Standard paper and/or electronic (JeppView) Airway Manual products. Occasionally, changes to information cannot be issued to customers through the normal paper or electronic media prior to effectivity for a variety of reasons. Chart Watch allows Jeppesen to address these issues through either email or our website as soon as possible after they come to our attention. 

Publish Date: 20 Nov 09

Latin America

Included Areas: Mexico

Date: 20 November 2009 --- Subject: Cancun, Mexico --- Cancun Intl Airport (MMUN) --- ONGUN ONE FOXTROT (ONGUN1F), PAMUL ONE ECHO (PAMUL1E) DEPARTURES RWY 30L --- ONGUN ONE ECHO (ONGUN1E), PAMUL ONE DELTA (PAMUL1D) DEPARTURES RWY 30R

Incorrect departure names and codes, climb gradient instructions, initial climb instructions 

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):

 

Current 10-3B chart dated 16 OCT 09 (Eff 20 Oct)

Corrected 10-3B chart dated 11 DEC 09

Departure names and codes:

ONGUN ONE DELTA (ONGUN1D)

PAMUL ONE DELTA (PAMUL1D)

Departure names and codes:

ONGUN ONE FOXTROT (ONGUN1F)

PAMUL ONE ECHO (PAMUL1E)

CUPTE ONE DELTA, KUMOC ONE DELTA,

SAMED ONE DELTA, VIPSA ONE DELTA SIDs

Require a minimum climb gradient of

500’ per NM until 4000’.

CUPTE ONE DELTA, KUMOC ONE DELTA,

SAMED ONE DELTA, VIPSA ONE DELTA SIDs

Require a maximum climb gradient of

500’ per NM until 4000’.

 

Current 10-3C chart dated 16 OCT 09 (Eff 20 Oct)

Corrected 10-3C chart dated 11 DEC 09

ONGUN ONE CHARLIE (ONGUN1C)

PAMUL ONE CHARLIE (PAMUL1C)

ONGUN ONE ECHO (ONGUN1E)

PAMUL ONE DELTA (PAMUL1D)

Information box for D4 NCP…

Turn at D4 CUN (or 400’ in case of DME failure)

Information box for D4 NCP…

Turn at D4 NCP (or 400’ in case of DME failure)

INITIAL CLIMB instructions:

Climb on CUN R-304 to D4 NCP. Turn RIGHT on…ONGUN

INITIAL CLIMB instructions:

Climb on NCP R-304 to D4 NCP. Turn LEFT on…ONGUN

CUPTE ONE CHARLIE, KUMOC ONE CHARLIE,

SAMED ONE CHARLIE, VIPSA ONE CHARLIE SIDs

Require a minimum climb gradient of

500’ per NM until 4000’.

CUPTE ONE CHARLIE, KUMOC ONE CHARLIE,

SAMED ONE CHARLIE, VIPSA ONE CHARLIE SIDs

Require a maximum climb gradient of

500’ per NM until 4000’.

 

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.

MMUN

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ATTENTION!! : The included resource could not be compiled: /corporate/news/notices-alerts/aviation/chart-watch/SKRGeAlert.jsp
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Publish Date: 23 Oct 09

Latin America

Included Areas: Mexico

Date:  23 October 2009 --- Subject: Cancun, Mexico --- Cancun Intl (MMUN) --- Approach Charts: 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),  ILS DME or LOC 1 Rwy 12R (11-4),  ILS DME or LOC 3 Rwy 12R (11-6),  VOR DME 1 Rwy 12R (13-3),  VOR DME 2 Rwy 12R (13-4),  VOR DME 1 Rwy 30L (13-5),  VOR DME 2 Rwy 30L (13-6),  VOR DME 1 Rwy 30R (13-7),  VOR DME 2 Rwy 30R (13-8)

Numerous chart errors – see details below 

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.

MMUN

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Publish Date: 09 Mar 09

Africa, Atlantic, Australia, Canada & Alaska, China, Eastern Europe, Latin America, Middle East & South Asia, Pacific Basin, South America, United States, and Western Europe & Mediterranean

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Incorrect Grid MORA Values Worldwide 

Many Grid Minimum Off Route Altitudes (Grid MORAs) are incorrectly displaying a value "-5o" in the electronic applications listed above, instead of the correct value of "UNK" (unknown). This value "UNK" reflects the fact that there is no altitude information available to enter in these data fields for that particular Grid MORA. The Grid MORAs with the incorrect values are generally located below S77° and above N85° (Antarctica and the Arctic Circle, respectively), however due to the fact that "UNK" Grid MORAs do exist all over the world, "-5o" appears in locations other than below S77° and above N85°.

THEREFORE, WHEREVER THE VALUE -5o IS DISPLAYED, IT REPRESENTS AN UNKNOWN MINIMUM OFF ROUTE ALTITUDE FOR THAT GRID.

Grid MORA 0903

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