Notices & Alerts

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 c

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.

Jeppesen charts POXOM 1G, UMKAG 1D, YACAR 1B RNAV Arrivals (10-2) and YACAR 1A RNAV Arrival (10-2A) dated 24 DEC 21, Eff 30 Dec have the incorrect MEA on airway A301 south of YACAR. The correct MEA for airway A301 should be 12000.

WE STRONGLY URGE YOU TO MAKE THIS INFORMATION AVAILABLE TO APPROPRIATE CREW MEMBERS IMMEDIATELY!

The corrected POXOM 1G, UMKAG 1D, YACAR 1B RNAV Arrivals (10-2) and YACAR 1A RNAV Arrival (10-2A) will be published in the next available revision.

NAVIGATION DATABASE ALERT

Effectivity: Product LRU P/N Software Application
IDU-III 401-045500-XXXX 5.0C or later
IDU-450 42-024001-XXXX 7.0A or later
IDU-680P 42-006001-XXXX 8.0A or later
Subject: Invalid VNAV Altitude during RNAV Approach in Cycle 2310

In Cycle 2310, Genesys Aerosystems has discovered an issue with certain RNAV procedures whose Glide
Path Intercept Point (GPIP) altitude is calculated to be exactly at sea level after application of the Earth
Geoidal Model. As a result, the FMS considers the GPIP altitude to be invalid. This can lead to the
following issues:
1. GPI Altitude may not be displayed in the ACTV menu.
2. Vertical guidance after FAF may not be consistent with what’s found on the approach plate.
3. VNAV may be downgraded to barometric (VNV-B).

DO NOT USE THESE RNAV PROCEDURES IN CYCLE 2310 OR ANY LATER CYCLES UNTIL THE ISSUES ARE
FULLY RESOLVED. ALWAYS ADHERE TO THE PUBLISHED NAVIGATIONAL INSTRUMENT PROCEDURES
AND NAVIGATIONAL CHARTS IN ALL FLIGHT CONDITIONS.

Affected RNAV approach procedures are listed below:
Airport ICAO ID ICAO Region Code Airport Name RNAV Procedure
EDWE ED EMDEN R07-Y
EDWE ED EMDEN R07-Z
EDWE ED EMDEN R25-Y
EDWE ED EMDEN R25-Z
KMSY K4 ARMSTRONG NEW ORLEANS INTL R20-Y

Genesys Aerosystems is taking action to correct these issues in future Navigation Database cycles. If you
have any questions concerning this database alert, please contact Genesys Aerosystems at
genesysssupport@genesys-aerosystems.comor (817) 215-7600

In accordance with NAT OPS BULLETIN, dated 1 June 2015, serial number 2015_003, Jeppesen has been providing Half Degree Grid Waypoints within the North Atlantic Region using the Identifier Naming Convention provided in section 5.3 of the bulletin, which states “Hxxyy, where xx = degrees and 30 minutes of NORTH latitude and yy = degrees of WEST longitude (e.g., H5250 = 52°30’ NORTH 050°00’ WEST)”. This Identifier naming convention was applied to Half Degree Grid Waypoints within Gander, Shanwick and Reykjavik Oceanic Control Areas (OCAs).

In accordance with NAT OPS BULLETIN, dated 23 February 2021, serial number 2018_003 and NAT OPS Document NAT Doc 007 which defines the airspace boundaries within the NAT High Level Airspace (NAT HLA), Jeppesen will implement the “Hxxyy” Identifier Naming Convention within the remaining regions of the NAT HLA, including Bodo, Santa Maria and New York Oceanic East Oceanic Control Areas (OCAs). See attached Notice for further details.

Jeppesen Enroute chart SA (LO) 3 dated 23 JUN 2023 depicts incorrect Enroute Airway MEAs for portions of G675 within Colombia and Ecuador.

The correct MEAs are shown below.

G675 Mercaderes (MER) VOR – SEKTA Intersection MEA 12,000’.

G675 SEKTA Intersection – GAVEK Intersection MEA 16,000’.

G675 GAVEK Intersection – Ipiales (IPI) VOR MEA 16,000’.

G675 Ipiales (IPI) VOR – DUBKU Intersection MEA 18,000.

Changes will be made to SA (LO) 3 and the chart will be published in a future revision. Until then an entry will appear in the Chart Change Notices, and this Alert will be posted on the Jeppesen Web site

Jeppesen Enroute Data Driven Applications have been found to be displaying some Enroute holding patterns incorrectly on the Enroute graphic display. The issue is limited to holding patterns defined as a Fix/DME holding pattern. These holding patterns include an outbound leg which terminates at a DME distance from a Navaid.

Not all Fix/DME holding patterns are being displayed incorrectly.

All applicable information for a holding pattern is provided in the Object Details callout when tapping on the holding pattern symbol. This includes Holding Fix Ident, Inbound Bearing, Leg Length, Turn Direction and Minimum Altitude. This information is correct and should be referenced when using a holding pattern in Jeppesen Enroute Data Driven Applications.

Jeppesen is actively working to remedy this display issue and will provide an updated version to correct this issue as soon as it’s available.

Jeppesen Enroute data driven charting applications depict Minimum Crossing Altitudes (MCAs) as part of the on airway navaid or enroute airway fix label. In some cases, when there are multiple airways using a single navaid the applicable navaid label will only display the navaid ident regardless of zoom level. This is expected behavior based on deconfliction rules implemented within the application. However, in these cases the MCAs are not displayed as part of the label.

In order to view all applicable MCAs at a navaid when the ident is the only piece of information being displayed a user must turn the airway layer off in order for a more detailed navaid label to be displayed along with the appropriate MCA values.

Jeppesen is actively working to address these deconfliction rules and provide updated rules which will ensure all MCA information is displayed at the appropriate zoom levels.

In the meantime, a complete list of all MCA values along with the applicable crossing direction, airway designator and navaid or fix is provided in a table attached to the alert pdf.

Introduction of PCR data

August 26, 2022
ICAO has adopted the PCR method (pavement classification rating) to replace the PCN method (pavement classification number) for reporting of pavement strength. Jeppesen will capture PCR values into the PCN attributes of RTCA DO-272/291 and ARINC 816 databases for airports which have switched their reporting from PCN to PCR. This change affects PCN attributes on the feature classes for Apron Elements, Parking Stand Areas, Runway Displaced Areas, Runway Elements, Runway Intersections, and Taxiway Elements.

BACKGROUND

ICAO Annex 14, Eighth Edition from July 2018 introduced the new PCR reporting requirement. The official applicability date is Nov. 28 2024, but the first airports have already started publishing the new PCR values as of Aug. 2022. FAA expects to complete the transition by Sept. 30 2024.
The structure of a PCR is very similar to a PCN:
• A numerical value
• A pavement type (F or R)
• A subgrade strength category (A, B, C, or D)
• Max. tire pressure category (W, X, Y, or Z) or pressure value
• Evaluation method (T or U)
The notable difference is that the numerical value is about a factor 8 to 12 higher than the PCN numerical value of the same pavement. For example PCR760/R/B/W/T.

SUMMARY

KVGT (North Las Vegas) is the first AMDB airport which publishes only PCR values. These will be incorporated in AIRAC cycle 2210, effective Oct 6 2022.

CLOSING COMMENTS

Please evaluate your systems to determine the impact of these changes and make the necessary adjustments to your processing systems to accept this new value by Oct 6 2022 to be prepared for the changes in update cycle 2210.
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 GIS Data Support at phone (USA) 303-328-4445, or email GISDataSupport@boeing.com or fax (USA) 303-328-4137.

BACKGROUND

Currently, when there is a displaced threshold, the threshold coordinates and threshold elevation are included in the Primary Runway Record (PG) and the runway end coordinates and runway end elevation are not provided within the Runway (PG) ARINC record. Jeppesen will now offer these runway end coordinates and runway end elevation in the Jeppesen Supplemental Runway Continuation record. These new runway end fields will only be populated for runways that have a displaced threshold.

SUMMARY

The runway end data will be in columns 85-108 of the Jeppesen Supplemental continuation record as shown below.

Jeppesen Supplemental Runway Continuation Record – changes

Receiving this additional runway end data is optional. If you do not request to receive the runway end data in the Jeppesen Supplemental Runway Continuation Record, there will be no changes, and columns 85-124 will remain blank.

CLOSING COMMENTS

If you would like to receive the additional runway end data, please evaluate your systems to determine the impact of these changes. Make the appropriate adjustments to accept this new information, and contact your Jeppesen Business Representative.

Official source publications have provided restrictive airspaces which do not always have a corresponding airspace type defined in current ARINC outputs. When those airspace types can be provided using a similar airspace type currently defined, Jeppesen has provided those boundaries using those airspace types. As a result, National Security Area (NSA) airspaces have been delivered to customers using the Warning Area airspace type. Please refer to the attached NavData Output Notice for further details.

Official source publications have provided controlled airspaces which do not always have a corresponding airspace type defined in current ARINC outputs. When those airspace types can be provided using a similar airspace type currently defined, Jeppesen has provided those boundaries using those airspace types. As a result, Radio Mandatory Zones (RMZ) and Transponder Mandatory Zones (TMZ) have been delivered to customers using the boundary designation Special Rules Area (SRA) or Traffic Information Zone (TIZ). Please refer to the attached NavData Output Notice for further details.

In a continued effort to provide the most up to date data, Jeppesen will begin to provide additional controlled airspace types which are made available in official source documentation. The controlled airspace types which are listed in the attached Notice are not currently defined within the standard ARINC output. Please refer to the attached NavData Output Notice for further details.

For users receiving the Jeppesen Supplemental NavData, Jeppesen provides a country code within columns 50-52 of Airport (PA), Heliport (HA), VHF navaid (D), and NDB navaid (DB/PN) records. Jeppesen will begin using the ISO 3166 code of TLS for the country of Timor-Leste on these records beginning in cycle 2111. See attached notice for further details.