Index Manuals JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 1

GENERAL

AIRWAY MANUAL

Issue Date 1 JUL 21

Content covered in the E-AWM General coverage is:

BULLETINS
INTRODUCTION
NAVDATA
ENROUTE
RADIO AIDS
METEOROLOGY
TABLES AND CODES
AIR TRAFFIC CONTROL
EMERGENCY
AIRPORT DIRECTORY
TERMINAL

IMPORTANT NOTICE REGARDING JEPPESEN’S AIRWAY MANUAL AND VFR MANUAL
Effective February 12, 2021
This Notice may be modified by Boeing Digital Solutions, Inc., d/b/a Jeppesen (“Jeppesen”) in its
sole discretion. You should always review the most current version of the Notice each time you
use this manual and any revisions thereto (“Manual”) as it will be binding on you.
This Manual has been developed to provide current information in the condensed form required
for air navigation under instrument and/or visual flight conditions. Information contained in the
copyrighted charts is independently available from publications of the appropriate governing
authority and other third parties.
This Manual is designed for use by experienced pilots who must be thoroughly familiar and com-
petent with the navigation of aircraft. Airway Manual is for use by instrument-rated pilots and VFR
Manual is for use by pilots flying under visual flight rules. The user of this Manual should also be
thoroughly familiar with the introduction and legend materials which are contained in and/or avail-
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Instrument and VFR procedures are designed, flight-tested, approved, authorized and prescribed
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PREFACE

BRIEFING BULLETINS

Added to RNAV Approach Procedures............................................................................32

Chart Design Enhancements of Taxi Charts for Code F Aircraft............................................ 34
Global Application of new Aerodrome Operating Minimums (AOM) Concept.........................37
China High/Low Altitude Enroute Chart Series Redraw..........................................................47
Explanation of Airport Moving Map & Airway Manual Airport/Taxi Chart Publication

Cycles.............................................................................................................................. 49

Chart Design Enhancements for Military Charts..................................................................... 50

CUSTOMER SERVICE BULLETINS

Jeppesen Alerts, Notices and Bulletins; Dissemination of Product-Related Information........ 56
Change in RSS Feed for Jeppesen Notices & Alerts..............................................................59

INTRODUCTION

DEFINITIONS AND ABBREVIATIONS

Airport Qualification/Familiarization.........................................................................................63
Jeppesen Airway Manual versus EASA AIR OPS Annex III Part-ORO.................................. 65
Glossary.................................................................................................................................. 68
Abbreviations Used in Airway Manual...................................................................................114

CHART LEGEND

CHART FORMAT DESCRIPTION INFORMATION

Approach Chart Legend Airline Format.................................................................................197

TABLE OF CONTENTS

SIGNS AND MARKINGS

United States Airport Sign Systems...................................................................................... 203
United States Instrument Runway Markings......................................................................... 213
ICAO Recommended Airport Signs, Runway and Taxiway Markings...................................215

VISUAL DOCKING GUIDANCE SYSTEMS (VDGS)

Visual Docking Guidance Systems (VDGS)..........................................................................230

CHART CHANGE NOTICES

NAVDATA CHANGE DATA

ENROUTE

ENROUTE DATA - GENERAL

RADIO AIDS

RADIO DATA - GENERAL

TABLE OF CONTENTS

METEOROLOGY

METEOROLOGY SERVICE FOR INTERNATIONAL AIR NAVIGATION

Meteorological Service for International Air Navigation - Annex 3........................................ 442
Meteorological Service for International Air Navigation / Model Charts and Forms -

Annex 3..........................................................................................................................472

Meteorological Service for International Air Navigation / Model Charts - Annex 3................474
Meteorological Service for International Air Navigation / SIGMET Notations - Annex 3....... 485
Meteorological Service for International Air Navigation / World Area Forecast - Annex 3.... 490
Meteorological Service for International Air Navigation / METAR and SPECI - Annex 3......516
Meteorological Service for International Air Navigation / Aircraft Observations - Annex 3... 542
Meteorological Service for International Air Navigation / Forecast - Annex 3....................... 549
Meteorological Service for International Air Navigation / SIGMET, AIRMET, WSW -

Annex 3..........................................................................................................................559

Aerodrome Weather Report.................................................................................................. 589
Aerodrome Weather Forecast...............................................................................................596

METEOROLOGICAL OPERATIONAL TELECOMMUNICATIONS NETWORK - EUROPE
(RODEX) BROADCAST INFORMATION

Encoding Scheme for Runway Conditions Disseminated through EUR-RODEX

(European Regional OPMET Data Exchange).............................................................. 603

Aerodrome Pavement Condition Reports through SNOWTAM/RODEX...............................607

TABLES AND CODES

TABLES AND CODES - REFERENCE INFORMATION

Reference Tables..................................................................................................................625

NOTAM REFERENCE INFORMATION

Notams..................................................................................................................................671

SNOWTAM REFERENCE INFORMATION

Snowtam............................................................................................................................... 687

RADIO FREQUENCY AND TIME INFORMATION

Standard Time Signals..........................................................................................................695

SUNRISE AND SUNSET TABLES

SUNRISE AND SUNSET TABLES....................................................................................... 698

TABLE OF CONTENTS

DIALING CODES

International Dialing Procedures........................................................................................... 705

TRUE TRACK TABLES

North Atlantic Crossing Tracks / Distances...........................................................................715
N. Hemisphere Initial Great Circle True Track And Distance Table For 10 Degree

Change In Longitude......................................................................................................730

Great Circle/True Track and Distance Table.........................................................................922

AIR TRAFFIC CONTROL

INTRODUCTION

Introduction........................................................................................................................... 925

INTERNATIONAL CIVIL AVIATION ORGANIZATION - DEFINITIONS

International Civil Aviation Organization - Definitions........................................................... 929

INTERNATIONAL CIVIL AVIATION ORGANIZATION - FLIGHT PROCEDURES

parallel Instrument Runways........................................................................................1078

Flight Procedures (Doc 8168) - Secondary Surveillance Radar (SSR) Transponder

Operating Procedures..................................................................................................1082

Flight Procedures (Doc 8168) - Operational Flight Information...........................................1087
Flight Procedures (Doc 8168) - Standard Operating Procedures (SOPs) and Checklists.. 1089
Flight Procedures (Doc 8168) - Airborne Surveillance........................................................1092
Flight Procedures (Doc 8168) - Noise Abatement Procedures........................................... 1094

INTERNATIONAL CIVIL AVIATION ORGANIZATION - RULES OF THE AIR

ICAO Rules of the Air - Annex 2......................................................................................... 1105

TABLE OF CONTENTS

INTERNATIONAL CIVIL AVIATION ORGANIZATION - ATS AIRSPACE CLASSIFICATIONS -
ANNEX 11

ICAO ATS Airspace Classifications -- Annex 11.................................................................1157

INTERNATIONAL CIVIL AVIATION ORGANIZATION - TIBA - ANNEX 11

Traffic Information Broadcasts by Aircraft (TIBA)................................................................1161

INTERNATIONAL CIVIL AVIATION ORGANIZATION - AIR TRAFFIC MANAGEMENT

Air Traffic Management (Doc 4444).................................................................................... 1166
Appendix 1 - Instructions for Air-Reporting by Voice Communications...............................1280
Appendix 2 - Flight Plan...................................................................................................... 1287
Appendix 4 - Air Traffic Incident Report.............................................................................. 1311

INTERNATIONAL CIVIL AVIATION ORGANIZATION - AERONAUTICAL
TELECOMMUNICATIONS - ANNEX 10

Aeronautical Telecommunications...................................................................................... 1317

AIR TRAFFIC MANAGEMENT - GENERAL DATA

Mach Number Technique....................................................................................................1323

PERFORMANCE BASED COMMUNICATION AND SURVEILLANCE (PBCS) - DOC 9869

Performance Based Communication and Surveillance (PBCS) - Doc 9869....................... 1327

AERODROME OPERATING MINIMUMS - EASA AIR OPERATIONS

Aerodrome Operating Minimums - EASA Air Operations................................................... 1335

AERODROME OPERATING MINIMUMS - JEPPESEN

Aerodrome Operating Minimums - Jeppesen..................................................................... 1367

CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

Controller Pilot Data Link Communication (CPDLC)...........................................................1383
Controller Pilot Data Link Communication (CPDLC) - Appendix A..................................... 1408
Controller Pilot Data Link Communication (CPDLC) - Appendix B..................................... 1478

EMERGENCY

EMERGENCY DATA - INTERNATIONAL CIVIL AVIATION AUTHORITY

International Civil Aviation Organization (ICAO)................................................................. 1496

TABLE OF CONTENTS

AIRPORT DIRECTORY

AIRPORT DATA - GENERAL

Legend and Explanation..................................................................................................... 1521
ACN TABLES......................................................................................................................1533

TERMINAL

TERMINAL PROCEDURES - GENERAL INFORMATION

Vertical Descent Angle Reference Table............................................................................ 1618
Gradient To Rate Table.......................................................................................................1620
Hectopascal/Millibar Equivalent For Airport Elevation........................................................ 1628

TABLE OF CONTENTS

Preface

Briefing Bulletins

(extract from IATA Information Bulletin)

This Bulletin is compiled from information contained in various official documents and from ob-
servations of practical operations. Contents

MUST be regarded as provisional pending improve-

ment of the airspace organization and of the ATS and COM services by the authorities con-
cerned.

General
Authority for Air Traffic Control within Nicosia FIR/UIR, rests solely with Nicosia ACC. Boun-
dary between Ankara - Nicosia FIRs/UIRs, runs from N3605 E03000 to N3558 E03230 to
N3555 E03333 to N3555 E03540. ATC instructions must

ONLY be accepted from Nicosia

ACC, including allocation of SSR codes.
Most of the northern part of Nicosia FIR/UIR, inclusive of a wide area of the high seas, has
been identified by Ercan Control, a station based in northern Cyprus, falling under Turkish
Cypriot administration, as a zone under its control. The authority of Ercan Control over this
zone for Air Traffic Control purposes is

NOT recognized by ICAO.

Contrary to ICAO requirements, no contact is effected between Ankara and Nicosia ACCs.
Nicosia ACC requires that aircraft approaching Nicosia FIR/UIR from Ankara FIR make pre-
entry contact

at least 10 minutes before the FIR boundary. It is essential that crews

comply with this requirement:

only then will Nicosia ACC be in a position to assume con-

trol and provide appropriate traffic separation.

Southbound Procedures
While in Ankara FIR comply with control instructions issued by Ankara ACC (either directly or
by relay through any other station designated by Ankara, e.g.

Ercan Control on 126.70

MHZ) up to point VESAR (B/UB545, L/UL620) or point TOMBI (A/UA16, M/UM855) or point
DOREN (A/UA28). Establish contact with Nicosia ACC

at least 10 minutes before FIR

BDY. Once contact established and flight details including Flight Level (FL) information
passed,

avoid making requests to Ankara ACC for FL changes for the rest of the flight

through Ankara FIR, unless climbing from or descending to aerodromes in the immediate
vicinity of the FIR boundary. If for any reason, it becomes absolutely necessary to make
such level changes after initial contact with Nicosia while still in Ankara FIR, it is important for
safety reasons that Nicosia ACC be advised at once of the change.
At VESAR or TOMBI, flights will come under the sole control of Nicosia, change automati-
cally to Nicosia ACC. Although no formal transfer of control procedures is affected between
Ankara and Nicosia ACCs and no changeover instructions are issued on crossing the FIR
boundary, flights should thereafter

ONLY accept control instructions issued by Nicosia ACC

until hand over to the next ATC Unit or FIR/UIR. Any invitation to change to another station
(e.g. Ercan control) should be politely acknowledged but disregarded. In case of insistence a
check should be made with Nicosia ACC.
For aircraft planning to continue the flight into Damascus FIR, additional communications
requirements exist. Refer to para. d.) below, under

“Eastbound / Westbound Procedures”.

BRIEFING BULLETINS

NICOSIA FIR/UIR IATA COMMUNICATIONS/CONTROL PROCEDURES

JEP 06 01

On completion of ATC formalities with Nicosia ACC after entry into the FIR and of position
reporting requirements for Damascus FIR, establish communications with Ercan Control and
pass on relevant flight details. This should be regarded as a purely courtesy call -

under NO

circumstances should any ATC instruction be accepted from Ercan.

Northbound Procedures
Due to lack of contact between the two centers, advance flight information can

ONLY be pro-

vided to Ankara by relay. Provide flight information

at least 10 minutes prior to entering

Ankara FIR, along L/UL619, W/UW10, B/UB15, A/UA16, L/UL620, M/UM855 or A/UA28 to
Ercan Control on 126.70 for relay to Ankara. Control authority of Nicosia ACC remains abso-
lute up to the point of entry into Ankara FIR.

Eastbound / Westbound Procedures
Eastbound aircraft entering Damascus FIR via routes L/UL619, W/UW10, R/UR78 or M/
UM978 are required to establish contact with Damascus ACC 5 minutes before ETA position
NIKAS. If for any reason this is not possible, aircraft

must provide, a position report to Lata-

kia Radio, a relay station for Damascus ACC, at position VESAR, ALSUS or BALMA for
relay to Damascus, and maintain continuous listening watch.
Even if a position report and flight details have been communicated to Latakia Radio two-
way Radio Communications with Damascus ACC must be completed as early as possible
before passing Banias NDB.
Nicosia ACC remains primary station for listening watch until NIKAS, where change to Dam-
ascus shall be effected.
Westbound aircraft from Damascus FIR establish communications with Nicosia ACC at the
FIR BDRY (NIKAS), unless requested by Damascus ACC to call Nicosia earlier. A courtesy
call may be made to Ercan Control. If flight continues into Ankara FIR, provide advance flight
information to Ankara ACC via Ercan Control

at least 10 minutes before passing the Nico-

sia/Ankara FIR boundary.
Control authority rests firmly with Nicosia ACC until the FIR BDY (VESAR); thereafter it
changes to Ankara. Further calls to Ercan may be made as requested to the extent other
commitments permit.

SPECIAL COMMUNICATIONS AND CONTROL PROCEDURES

APPLYING TO AIRCRAFT ENROUTE MUT - VESAR - NIKAS - BANIAS

OR VICE VERSA

SOUTHBOUND, continuing eastward into Damascus FIR

10 minutes before ETA VESAR:

(a) Primary station is Ankara ACC.
(b) Call Nicosia ACC and communicate essential flight details [FL, ETA FIR (VESAR),

ROUTE, etc.].

BRIEFING BULLETINS

NICOSIA FIR/UIR IATA COMMUNICATIONS/CONTROL PROCEDURES

JEP 06 01

NOTE: Avoid Flight Level changes from this point until FIR boundary and control
transferred to Nicosia ACC. If change absolutely necessary, obtain clearance from
Ankara ACC and

keep Nicosia ACC informed.

VESAR:

(a) Transfer control to Nicosia ACC. Do

NOT accept ATC clearances from any other

station. From now on until next FIR BDRY, primary listening watch must remain
with Nicosia ACC, which is also the authority for SSR codes.

(b) Establish contact with Damascus ACC. If no contact, call Latakia Radio, transmit

essential flight details for relay to Damascus ACC.

Before Banias:
Continue to contact Damascus ACC if communications have not been established yet,
because it is a requirement to establish contact well before passing Banias.

At NIKAS:
Transfer control to Damascus ACC.

WESTBOUND, continuing northwards into Ankara FIR

In Damascus FIR, before passing NIKAS:
Primary station is Damascus ACC. No need for advance call to Nicosia FIR unless
request to that effect received from Damascus ACC.

At NIKAS:

(a) Transfer control to Nicosia ACC. Control authority remains with Nicosia ACC until

point VESAR.

(b) Call Ercan on 126.70, pass essential flight details for relay to Ankara ACC.

NOTE: Any Flight Level changes made thereafter under instructions from Nicosia ACC
must be communicated at once to Ercan Control for relay to Ankara ACC.

At VESAR:
Transfer to Ankara ACC.

BRIEFING BULLETINS

NICOSIA FIR/UIR IATA COMMUNICATIONS/CONTROL PROCEDURES

JEP 06 01

Which procedure is included in your database when multiple approach procedures using
the same sensor are published to a single runway end?

GENERAL

Civil aviation authorities occasionally create more than one approach procedure of the same type
to a single runway. This is done to accommodate many operations, including different missed
approach procedures and missed approach climb gradients, different approach transitions, and
other considerations such as WAAS and RNP.
Previously, when more than one procedure of the same type to the same runway existed, only
one of the procedures could be captured in the database. Where there were multiple RNAV
(GPS) procedures to the same runway in the U.S., the note “Procedure Not in Database” would
be shown on the charts for procedures that were not coded in the database.
Since a database is required to fly RNAV (GPS) or RNAV (GNSS) procedures, regulators such as
the FAA have mandated that all published RNAV (GPS/GNSS) procedures must be retrievable
from a database. Additionally, more instances of multiple approaches were being encountered
worldwide, including ILS, LOC (only), VOR, VORDME or VORTAC, NDB, and TACAN. This
necessitated a change to ARINC 424 in order to establish a suffix in the procedure identifier
record for multiple approach procedures.
However, even though Jeppesen now has the capability to output multiple versions of an
approach type to a given runway, many avionics units cannot accept the suffix in the procedure
identifier record that was designed to differentiate between multiple versions of these procedures.
The units allow for only a four character approach procedure identifier.

OPTIONS

In order for all FMS and GPS avionics to contain at least one of the approaches when multiple
procedures have been published, it is necessary to determine which version of the procedure
should be included in all FMS and GPS avionics. Jeppesen uses the term “predominant proce-
dure” for the one that is always included.

Multiple approach procedures without a suffix

Where the source does not include a suffix to provide uniqueness Jeppesen will include the
approach that is believed to be predominant procedure that is issued in ATC clearances.
Where multiple approach procedures are issued yet only one of them includes a suffix, Jeppesen
will code the procedure that was supplied without the suffix in order to provide at least one proce-
dure that can be included in all FMS and GPS avionics.

Guidelines for Designating the Selected Procedure

While many of the FMS and GPS systems that our customers use have the ability to handle multi-
ple versions of approaches with the same procedure identifier, it was determined that the equip-
ment that cannot handle this information should not be penalized by losing any existing proce-
dures based on this limitation. As a result, Jeppesen developed various delivery options for Multi-

BRIEFING BULLETINS

MULTIPLE APPROACH PROCEDURE INDICATORS

ple Approach Procedures to minimize the impact for all equipment. Avionics manufacturers were
directed to select which of four options they would implement for their end-user customers.
To understand how Jeppesen designates the Selected Procedure, it is important to understand
how the various source providers publish Multiple Approach Procedures. Source providers may
deliver these procedures using a variety of suffixes after the procedure title or, in a few cases,
without suffixes. The following list explains these different source cases:

a. Letters of the alphabet, starting with Z and moving backwards (Z, Y, X, W, etc.)
b. Numbers (1, 2, 3, etc.)

c. Words beginning with letters of the phonetic alphabet, such as Papa, Sierra, Tango, etc. (as

found in Italy)

d. The phonetic alphabet (Alpha, Bravo, Charlie, etc.) starting at the beginning of the alphabet

and moving forward

e. Letters or numbers with one procedure missing a multiple approach suffix; for example, VOR

Rwy 36, VOR Rwy 36-1, VOR Rwy 36-2)

f. No suffix to distinguish between multiple procedures of the same type to the same runway

(as found on ILS procedures in Tunis, Tunisia (DTTA))

When either the letters or numbers are used as shown in items a. or b. above, Jeppesen will use
the source-supplied letters or numbers as a suffix in compliance with the ARINC 424 specifica-
tions. When words are used as depicted in items c. and d., Jeppesen will code the first letter of
the word.

Given the possible source situations, Jeppesen will designate the Selected Procedure ac-

cording to the following rules:

For Source Case:

Selected Procedure Will Be:

Z, Y, X, designations

(or the letter closest to the end of the alphabet)

1, 2, 3 designations

1 (or lowest number)

Papa, Sierra, Tango

Papa (or word that starts with the letter closest to the
start of the alphabet. Papa = primary, Sierra = secon-
dary, Tango = tertiary)

Alpha, Bravo, Charlie

Alpha (or word that starts with the letter closest to the
start of the alphabet)

Blank for one procedure (e.g., VOR
Rwy 36, VOR Rwy 36-1, VOR Rwy
36-2)

Blank (procedure without a suffix)

No designation

First procedure in chart sequence

see RNAV (RNP) and “LPV Only” minimums exceptions

BRIEFING BULLETINS

MULTIPLE APPROACH PROCEDURE INDICATORS

RNAV (RNP) and “LPV Only” minimum exceptions

RNAV (RNP) approaches are defined as Special Aircraft and Aircrew Authorization Required
(SAAAR) procedures which restrict their use to a small group of customers (see RNAV (RNP) Y
Rwy 31 at KSUN for an example). Also, RNAV (GPS) procedures with “LPV Only” minimums are
currently used by a limited group of customers (see RNAV (GPS) Z Rwy 21 at KAOO). In order to
deliver a procedure that most customers are able to fly, in these cases Jeppesen will select the
alternate procedure which is closest to the end of the alphabet to be included in your NavData file.
In other words, the –W procedure at KSUN and the –Y procedure at KAOO.
There are some avionics manufacturers that take all multiple approach indicator procedures
offered by Jeppesen and they have their own rules for determining which single procedure will be
included in their legacy equipment. For those boxes, Jeppesen rules do not apply.
Procedures that qualify as the exception as stated above will be posted on Jeppesen’s website
www.jeppesen.com under Aviation Resources, Online Publications, NavData Alerts/Notices.

BRIEFING BULLETINS

MULTIPLE APPROACH PROCEDURE INDICATORS

BACKGROUND

As a result of efforts to harmonize the criteria for lower than standard take-off minimums with
ICAO, the FAA published Notice N 8900.38:

Revised Guidance and Authorizations for IFR

Lower Than Standard Takeoff Minima Airplane Operations – All Airports (C078 and C079).
The Notice provides guidance to 14 CFR Part 121, 125, 135, and 91 subpart K operators regard-
ing the authorization of lower than standard take-off minimums at airports in the U.S.
This Briefing Bulletin outlines the changes to the depiction of lower than standard take-off mini-
mums as they will appear on Jeppesen charts beginning in the 30 MAY 08 revision. Due to the
volume of changes, all affected charts will be updated to reflect the new criteria over the course of
several charting cycles.
The FAA maintains a website containing a list of all runways that are authorized for lower than
standard take-off minimums of 300, 500 or 1000 RVR (RVR 3, RVR 5, RVR 10) at:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs410/
status_lists/
For the complete Notice N 8900.38, refer to the FAA's website at:
http://fsims.faa.gov/home.aspx

CHANGES TO CRITERIA

Major changes in FAA Notice N 8900.38 include the following:

• Only two RVR reports are required for lower than standard take-off operations.
• RVR 5 is now the lowest authorized take-off minimum based upon outside visual references.
• High intensity runway lighting (HIRL) is required for take-off operations less than RVR 10.

The following requirements and restrictions apply to the use of RVR values below RVR 16:

a. Where only two RVR sensors are installed, the TDZ and Rollout RVR sensor reports are

both required and controlling.

b. Where three RVR sensors are installed on the runway to be used:

1. The TDZ, Mid and Rollout RVR reports are controlling for all operations.
2. The failure of any one RVR will not affect operations provided the remaining two RVR

sensors are reporting values at or above the appropriate minimums.

NOTE: Extremely long runways (e.g., DEN 16R-34L) utilize four RVR sensors (i.e., TDZ,
Mid, Rollout, and Far-End). When a fourth Far-End RVR value is reported, it is not controlling
and is not to be used as one of the two required operative RVR systems.

CHANGES TO CHART FORMAT

Jeppesen’s depiction of lower than standard take-off minimums at U.S. airports has been modi-
fied to include all pertinent equipment requirements. These include

• notations for the number of RVR reports below RVR 16,

BRIEFING BULLETINS

UNITED STATES LOWER THAN STANDARD TAKE-OFF MINIMUMS – CHANGES TO

JEPPESEN CHARTS

• specific runway lighting and runway centerline markings required for each level of RVR, and
• the term HUD (approved Head-Up Display take-off guidance system) in place of the phrase

“Approved Guidance System” for RVR 3 authorization.

The configuration of RVR sensors on each runway – TDZ, Mid (where installed) and Rollout –
remains the same, and the take-off minimums will still reflect the number of available RVR reports
on each runway.
The lowest available take-off RVR values for each runway or group of runways are shown to the
left. Moving to the right, the RVR values increase depending on the availability of centerline (CL)
and high intensity runway lights (HIRL) as well as runway centerline markings (RCLM). Where
lower than standard take-off minimums are shown, the aircraft engine requirements for Standard
take-off minimums are now depicted as column headings (i.e., 3 & 4 Eng, 1 & 2 Eng).
NOTE: Jeppesen charts depict the lowest authorized take-off minimums as defined by the criteria.
However, principal operations inspectors may issue OpSpecs authorizations with higher take-off
minimums to individual operators.

CHART SAMPLE

Depending on the authorized lower than standard take-off minimums, the number of RVR sen-
sors, and any additional climb requirements for each runway, it may be necessary to depict the
take-off minimums in more than one band.
In this example, most runways have three RVR sensor reports. Two of the runways depict the
requirement for HUD (as well as CL & HIRL) for RVR 3. And two of the runways have only two
RVR reports, with RVR 10 being the lowest authorized take-off minimum. Even though these run-
ways share the same basic take-off minimums, they are shown separately due to one runway
having a minimum climb requirement.

BRIEFING BULLETINS

UNITED STATES LOWER THAN STANDARD TAKE-OFF MINIMUMS – CHANGES TO

JEPPESEN CHARTS

Example of an airport's take-off minimums with multiple authorizations and equipment

requirements for lower than standard take-off operations

BRIEFING BULLETINS

UNITED STATES LOWER THAN STANDARD TAKE-OFF MINIMUMS – CHANGES TO

JEPPESEN CHARTS

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 aeronauti-
cal information that is time-critical 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 prepa-
ration. 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 infor-
mation 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 dura-
tion 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 overall applicability. 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 data-
base 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 aero-
nautical charting and database needs now and in the future.

BRIEFING BULLETINS

APPLICATION OF STATE NOTAMS TO JEPPESEN AERONAUTICAL CHARTS AND

DATABASE

MSA Depiction on Approach Chart Plan View

Dear valued customer,

Over the past year, Jeppesen has been actively performing market research capturing the Voice
of the Customer specifically in relation to the CAO Airline Approach Charts. As a result of the cus-
tomer comments, suggestions and direct feedback, Jeppesen is pleased to announce an
enhancement to the Airline Approach Chart.
Beginning with 26 November 2010 Revision Jeppesen Airline Approach Charts will depict the
Minimum Sector Altitude (MSA) in the Plan View. This enhancement will deliver the following ben-
efits:

– MSA depicted to-scale in the Plan View for better situational awareness
– Keeping the MSA in the Briefing Strip for familiarity and to accommodate complex MSA’s
– MSA’s in the Briefing Strip and Plan View are depicted in the same color

Airline Approach Charts will be updated with this enhancement on a routinely basis.

BRIEFING BULLETINS

AIRLINE CHART ENHANCEMENT

BRIEFING BULLETINS

AIRLINE CHART ENHANCEMENT

Unlike the Briefing Strip MSA view, which shows the complete MSA coverage, the Plan View will
only contain the MSA information affecting the charted area:

BRIEFING BULLETINS

AIRLINE CHART ENHANCEMENT

BRIEFING BULLETINS

AIRLINE CHART ENHANCEMENT

Background
The FAA has modified the criteria for circling approach areas via TERPS 8260.3B Change 21.
The circling approach area has been expanded to provide improved obstacle protection. As a
result, circling minima at certain airports may increase significantly.
Standard Circling Approach Maneuvering Radius
Circling approach areas developed prior to 2011 used the radius distances (in NM) as depicted in
the following table. The distances are dependent on the aircraft approach category.

Circling MDA in feet MSL

Approach Category and Circling Radius (NM)

CAT A

CAT B

CAT C

CAT D

CAT E

All altitudes

1.3

1.5

1.7

2.3

4.5

Expanded Circling Maneuvering Airspace Radius
Circling approach areas for approach procedures developed beginning in 2013 use the radius dis-
tances (in NM) as depicted in the following table. These distances, dependent on aircraft cate-
gory, are also based on the circling altitude which accounts for the true airspeed increase with
altitude.

Circling MDA in feet MSL

Approach Category and Circling Radius (NM)

CAT A

CAT B

CAT C

CAT D

CAT E

1000 or less

1.3

1.7

2.7

3.6

4.5

1001 – 3000

1.3

1.8

2.8

3.7

4.6

3001 – 5000

1.3

1.8

2.9

3.8

4.8

5001 – 7000

1.3

1.9

3.0

4.0

5.0

7001 – 9000

1.4

2.0

3.2

4.2

5.3

9001 and above

1.4

2.1

3.3

4.4

5.5

Affect on Jeppesen Charts
Charts where these criteria have been applied can be identified by the symbol in the CIRCLE-
TO-LAND minima box.

BRIEFING BULLETINS

IMPLEMENTATION OF NEW CIRCLING CRITERIA BASED ON TERPS 8260.3B CHANGE 21

The new minima will be published on approach procedure charts on an as-revised basis as the
new criteria are applied by the FAA and issued via their source documents.

BRIEFING BULLETINS

IMPLEMENTATION OF NEW CIRCLING CRITERIA BASED ON TERPS 8260.3B CHANGE 21

PURPOSE

The purpose of this Bulletin is to announce significant enhancements to the graphical depiction of
Jeppesen SID, STAR, Departure, and Arrival charts. In the past, Jeppesen has used a Not-To-
Scale depiction for the graphical section of SID, STAR, Departure, and Arrival charts. Moving for-
ward, the graphic portion of Jeppesen SID, STAR, Departure, and Arrival charts will now be
shown either completely or partially To-Scale. In addition, several other major enhancements will
be applied which are geared toward continually improving the overall usability of Jeppesen charts.
These enhancements are a direct result of feedback received from you, the customer, which Jep-
pesen greatly appreciates.

PHILOSOPHY

To enhance terrain/situational awareness during low level operations, the area in and around the
departure/arrival airport will be depicted To-Scale. At times a complete To-Scale depiction will not
be practical, in which case Enroute transition segments will be shown Not-to-Scale and will be
clearly indicated as such. By using a To-Scale depiction around the departure/arrival airport, Jep-
pesen SID, STAR, Departure, and Arrival charts will provide enhanced terrain, airspace, and rela-
tive distance information.

ENHANCEMENTS

The sample procedure graphic below depicts the major enhancements being applied to Jeppesen
SID, STAR, Departure, and Arrival procedure charts. A brief description of each major improve-
ment is shown after the graphic.

BRIEFING BULLETINS

CHART DESIGN ENHANCEMENTS FOR SIDS, STARS, DEPARTURES, AND ARRIVALS

1. Charting scales are applied, similar to what are used for approach charts, which allow a To-

Scale depiction of the immediate area around the departure/arrival airport. The scale used is
indicated along the lower left side of the procedure graphic. The normal orientation will be
north towards the top of the chart, but other orientations will be used when chart readability
can be enhanced. All procedure text will be oriented the same as the procedure graphic.

2. Normally all departure/arrival tracks will be shown within the To-Scale portion of the proce-

dure graphic. At times, transitions to and from the enroute structure will be shown within Not-
To-Scale areas. These Not-To-Scale areas will be indicated by a dashed line and clearly
marked. It will be fairly common for transition tracks to crossover between To-Scale and Not-
To-Scale areas and vice versa.

BRIEFING BULLETINS

CHART DESIGN ENHANCEMENTS FOR SIDS, STARS, DEPARTURES, AND ARRIVALS

3. All speed restrictions will now be shown using bold text and a magenta color so as to be

easily located. General speed restrictions that apply to the entire procedure will continue to
be shown directly below the procedure identifier. Speed restrictions that apply to a specific
navaid, intersection/waypoint, or track segment, will be placed next to, or tied to the element
as appropriate.

4. The depiction of altitude restrictions has been enhanced two ways. All altitude restrictions

will be shown in bold text and will be blue in color to make them easy to locate. In addition, a
“Line Above” and “Line Below” depiction will be used to indicate the type of restriction using
the ICAO recommendation for the depiction of altitude restrictions.

5. An MSA will be shown in graphical form within the Plan View of the chart indicating the outer

limits, all associated sectors, and applicable sector altitudes. The radius of the MSA will be
indicated when other than the standard 25 NM. The MSA information will be brown in color
for easy identification.

6. Grid MORAs will be charted for the To-Scale areas of the procedure graphic. Values will be

shown using a grey color.

7. Generalized terrain contours will be depicted within the To-Scale sections of the procedure

graphic to portray areas of higher or rising terrain.

8. The navaid symbols used will be those that are consistent with Jeppesen enroute charts.
9. Airports that are served by the procedure, known as “Also Serves” airports, are depicted

using a blue color to distinguish them from other secondary airports. All secondary airports,
those not served by the procedure, are depicted using a grey color.

IMPLEMENTATION PLAN

Jeppesen SID, STAR, Departure, and Arrival charts will be converted using the enhanced chart-
ing specifications beginning in December 2016.
Conversion will take place airport-by-airport with all procedures for a given airport released at the
same time.
Pilot Training Material is available at www.jeppesen.com/chart-enhancements. This website also
provides an Operational Risk Assessment (ORA) for your information.
Inquiries related to this Bulletin may be submitted through established customer support channels
or your account representative.

BRIEFING BULLETINS

CHART DESIGN ENHANCEMENTS FOR SIDS, STARS, DEPARTURES, AND ARRIVALS

PURPOSE

The purpose of this Bulletin is to announce an enhancement to the Landing Minimums on Jeppe-
sen Commercial Airline Format (CAO) RNAV Approach Procedure charts. Moving forward Land-
ing Minimums associated with Localizer Performance with Vertical Guidance (LPV) type RNAV
approach procedures will be provided. These minimums are being provided based on future
increases of WAAS/EGNOS capable commercial aircraft.

ENHANCEMENTS

As stated above, when provided by the State Authority as a function of an RNAV instrument
approach procedure, LPV landing minimums will now be depicted on Jeppesen CAO charts.
Along with the LPV minimums, all of the supporting Wide Area Augmentation System (WAAS) or
European Geostationary Navigation Overlay Service (EGNOS) information related to the
approach procedure will also be depicted. This WAAS/EGNOS information is placed throughout
the chart, an overview of these enhancements are listed below:

– WAAS/EGNOS reception information will be shown within the Briefing Strip in the Primary

Navaid Box

– When LPV landing minimums are available for an RNAV approach procedure the DA(H) will be

shown within the Briefing Strip in the Landing DA/MDA Box.

– Within the procedure plan-view, WAAS/EGNOS information will be depicted within the Primary

Navaid Box which is tied to the Final Approach Course.

– Several LPV related items will be added to the profile view of the chart. These include, the

WAAS/EGNOS “feather” along the final approach, the pull-up arrow associated with the LPV
DA(H), and the LPV TCH.

BRIEFING BULLETINS

FOR USERS OF THE COMMERCIAL AIRLINE FORMAT CHART (CAO) ONLY — LPV

MINIMUMS ADDED TO RNAV APPROACH PROCEDURES

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