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CHARTING SYMBOLS LEGEND

SYMBOLS

Symbol Category: NAVAIDS

APCH-PL VOR APCH-PL VORDME/VORTAC
SID/STAR SID/STAR

APCH-PL
APCH-PL

Symbol used in missed approach and Not-to-scale insets.

Symbol used in missed approach and Not-to-scale insets. ENRT-A VORDME
ENRT-A ENRT-L
ENRT-L ENRT-H/L
ENRT-H/L

m m

ENRT-A ENRT-A
ENRT-L ENRT-L
ENRT-H ENRT-H
ENRT-H/L m
ENRT-H/L m
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Symbol Category: NAVAIDS

ENRT-A VORTAC APCH-PL LOC
ENRT-L SID/STAR (Back Course)
ENRT-H/L

ENRT-A
m ENRT-L
ENRT-A ENRT-H/L
ENRT-L
ENRT-H
ENRT-H/L APCH-PL
m Offset Localizer
ENRT-A DME
ENRT-L
ENRT-H
ENRT-H/L
APCH-PL Markers
SID/STAR
APCH-PL TACAN
SID/STAR
When co-located, the marker symbol is cleared from the
associated waypoint or navaid.

APCH-PR
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L

APCH-PL NDB/LOCATOR
SID/STAR
APCH-PR VOR/VORDME/VORTAC/NDB

APCH-PL
SID/STAR
ENRT-A
ENRT-L
ENRT-H/L Locator co-located with a Marker (LOM)
ENRT-A
ENRT-L
ENRT-H
APCH-PR ILS Glide Slope
ENRT-H/L
m

APCH-PL ILS, LOC, LDA, SDF,

SID/STAR MLS, or KRM
ENRT-A (Front Course) APCH-PR GLS Glide Slope
ENRT-L

APT-PL NAVAIDS

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Symbol Category: AIRSPACE &

BOUNDARIES
ENRT-A Special Use Airspace ENRT-H Control Area, Military Terminal
ENRT-L Advisory Area (Canada), Alert Area, Control Area, Terminal Control Area
ENRT-H Caution Area, JDA Areas (Japan),
Military Operations Area, Temporary Reserved
ENRT-H/L Airspace, Training Area, Warning Area

ENRT-A Air Traffic Services

ENRT-L Class D (FAA), Class E (FAA), Control Zone,
ENRT-H/L Military Control Zone, Tower Control Area
APCH-PL
APT-PL
SID/STAR
ENRT-A Special Use Airspace
ENRT-L Areas of Intense Air Activity, Danger Area, ENRT-A Air Traffic Services
ENRT-H Flight Restricted Zones(FAA), Fuel Dumping ENRT-L Air Traffic Zone, Helicopter Protected Zone,
Areas, High Intensity Radio Transmission Areas, Helicopter Traffic Zone, Military Air Traffic
ENRT-H/L Prohibited Area, Restricted Area ENRT-H/L Zone, Positive Control Area, Special Rules
Area/Zone, Traffic Information Area/Zone

APCH-PL
APT-PL
SID/STAR ENRT-A Oceanic Control Area,
ENRT-A Special Flight Rules Area (FAA) ENRT-L FAA Control Areas
ENRT-L ENRT-H
ENRT-H
ENRT-H/L
ENRT-A Air Defense Identification Zone
ENRT-A Class A Airspace ENRT-L
ENRT-L Control Area Extensions(Canada),Control Areas,
Military Terminal Control Areas, Transition ENRT-H
ENRT-H Areas(Canada), Terminal Control Areas, Upper ENRT-H/L
ENRT-H/L Control Areas

ENRT-A Flight Information Region /

ENRT-L Upper Flight Information Region
ENRT-H
ENRT-A Class B Airspace ENRT-H/L
ENRT-L Class B (FAA),Control Area Extensions(Canada), SID/STAR
Control Areas, Military Terminal Control Areas,
ENRT-H/L Transition Areas (Canada), Terminal Control
Areas, Upper Control Areas
ENRT-A Air Route Traffic Control Center, Area
ENRT-L Control Center,Area of Responsibility,
ENRT-H Delegated Airspace, Upper Area
ENRT-A Class C Airspace ENRT-H/L Control Center
ENRT-L Class C (FAA),Control Area Extensions(Canada),
Control Areas, Military Terminal Control Areas,
ENRT-H/L Transition Areas (Canada), Terminal Control
Areas, Upper Control Areas

ENRT-A CNS/ATM Equipment Boundary

ENRT-A Class D Airspace ENRT-L (MNPS, RNP, RVSM)
ENRT-L Control Area Extensions(Canada),Control Areas, ENRT-H
Military Terminal Control Areas, Transition
ENRT-H/L Areas(Canada), Terminal Control Areas, Upper ENRT-H/L
Control Areas

ENRT-A Class G Airspace

ENRT-A Random RNAV Area
ENRT-L
ENRT-L
ENRT-H
ENRT-H
ENRT-H/L
ENRT-H/L
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CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRSPACE &

BOUNDARIES
ENRT-A Enroute Communications Sector ENRT-A Special VFR
ENRT-L Low or High Altitude Sectors ENRT-L Not Authorized
ENRT-H ENRT-H/L
ENRT-H/L
ENRT-H High Altitude Sectors (if vertically sectorized)
ENRT-A Speed Restriction Boundary
ENRT-L
APT-PL ENRT-H
ENRT-H/L
SID/STAR Lost Comms ENRT-A Time Zone
ENRT-L
ENRT-H
ENRT-H/L
ENRT-A Frequency Boundary -
ENRT-L Class E FIA (Australia)
ENRT-H/L ENRT-H State/Province Boundary

ENRT-A Frequency Boundary - ENRT-A Common Traffic Advisory

ENRT-L Class G FIA (Australia) ENRT-L Frequency Boundary (Australia)
ENRT-H/L ENRT-H
ENRT-H/L

ENRT-A Frequency Boundary - HF

ENRT-L
ENRT-A Advisory Radio Area,
ENRT-L Radar Area/Zone
ENRT-H ENRT-H
ENRT-H/L ENRT-H/L
ENRT-A Free Route Airspace
ENRT-H
ENRT-H/L
Symbol Category: AIRPORT
ENRT-A International Boundary
APT-PL Runway Number
Runway number is magnetic unless
ENRT-L followed by T for true in far north
ENRT-H
ENRT-H/L

APCH-PL APT-PL Runway number and (when known) magnetic

APT-PL direction, unless followed by T for true
SID/STAR in far north

ENRT-A Mandatory Broadcast Zone

ENRT-L APT-PL Seaplane operating area, or water runway
ENRT-H/L

ENRT-A QNE/QNH Boundary

APT-PL Seaplane Operating Area
ENRT-L
ENRT-H
ENRT-H/L
SID/STAR
ENRT-A RVSM Transition Boundary APT-PL Paved Runway
ENRT-L
ENRT-H
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ENRT-H/L
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CHARTING SYMBOLS LEGEND q$i

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CHARTING SYMBOLS LEGEND q$i

Symbol Category: AIRPORT

APT-PL RAIL APT-PL Wind Indicator
Cone Lighted Cone

APT-PL Road APT-PL Tee

APT-PL Tetrahedron
APT-PL Trees
ENRT-A Airports
ENRT-L
ENRT-H
APT-PL Bluff ENRT-H/L

APT-PL Pole Line

APCH-PL
APT-PL
SID/STAR
APT-PL Railroad

APT-PL Ditch

APCH-PL
ENRT-A
APT-PL Buildings
APT-PL Helicopter Landing Pad

APT-PL Lighted Pole

APT-PL Magnetic Variation
APT-PL Unidentified Beacon

APT-PL Permanently Closed Taxiway

APT-PL Taxiway and Apron

APT-PL Airport Reference Point (ARP)

APT-PL LAHSO Distance Points APT-PL Tree Line

APT-PL Building Area

APT-PL RVR Measuring Site

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 3 AUG 12 INTRODUCTION SYMBOLS-7
CHARTING SYMBOLS LEGEND q$i

Symbol Category: ROUTES &

AIRWAYS
APCH-PL Track/Airway SID/STAR Altitude Change “T”
APCH-PR ENRT-A MEA, MAA, MOCA, or MORA change.
SID/STAR ENRT-L Does not apply to GPS MEA’s or at Navaids
ENRT-A ENRT-H
ENRT-L ENRT-H/L
ENRT-H ENRT-A Total Milage
ENRT-H/L ENRT-L Total Mileage between Navaids
ENRT-L Overlying High Altitude Airway ENRT-H
ENRT-H/L
SID/STAR Change Over Point
ENRT-A Mileages indicate point to change Navaids
ENRT-L Diversionary Route
ENRT-L
ENRT-H
ENRT-H/L
APCH-PR Non-precision when charted
with precision approach ENRT-A Even and Odd Indicators
ENRT-L Even and Odd altitudes are used
in direction indicated
ENRT-H
ENRT-H/L
ENRT-A Arrival/Departure Route

ENRT-A Prior Permission Required

SID/STAR Transition Track ENRT-L Prior Permission Required from ATC
for flight in direction of arrow.
ENRT-H
ENRT-H/L

ENRT-A Flight Planned Route

ENRT-L
APT-PL High Level Approach Track ENRT-H
ENRT-H/L

ENRT-A Airway By-Pass

ENRT-L
APCH-PL Visual Track ENRT-H
APCH-PR
ENRT-H/L

APCH-PL Airway Designator

APCH-PR VNAV/VDA SID/STAR Negative
Vertical descent angle and/or path ENRT-A
ENRT-L
ENRT-H
APCH-PR Vertical descent angle and/or path ENRT-H/L
to DA for approved operators
APCH-PL Positive

SID/STAR Radar Vectors

ENRT-A Route Suffix
ENRT-L Suffixes are added to indicate more
restrictive segment along airway.
ENRT-H Each suffix has a unique meaning.
APT-PL Missed Approach Course ENRT-H/L

ENRT-A One Way Airway

ENRT-A Navigational Signal Gap ENRT-L
ENRT-L ENRT-H
ENRT-H ENRT-H/L
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ENRT-H/L 1303320994000

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 SYMBOLS-8 INTRODUCTION 3 AUG 12

CHARTING SYMBOLS LEGEND q$i

Symbol Category: ROUTES &

AIRWAYS
APCH-PL Holding Patterns SID/STAR DME and DME Radial Formation
APCH-PR ENRT-A
APT-PL ENRT-L
SID/STAR ENRT-H
ENRT-A ENRT-H/L
ENRT-L
ENRT-H APCH-PR Non Precision Final Approach Fix
ENRT-H/L
SID/STAR Intercept Route
ENRT-A
ENRT-L APCH-PR
ENRT-H/L Non Precision
Missed Approach Fix
Symbol Category: AIRSPACE FIXES
APCH-PL Non-Compulsory
SID/STAR
ENRT-A Symbol Category: LIGHTING BOX &
ENRT-L MISSED APPROACH
ENRT-H APCH-PR Standard ALSF-I
ENRT-H/L
ENRT-H/L

APCH-PL Compulsory
SID/STAR APCH-PR Standard ALSF-II
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L
ENRT-H/L APCH-PR MALSR

APCH-PL RNAV
SID/STAR Non-Compulsory
ENRT-A
ENRT-L APCH-PR SSALR
ENRT-H
ENRT-H/L
APCH-PL RNAV
SID/STAR Compulsory
ENRT-A
ENRT-L APCH-PR MALS
ENRT-H
ENRT-H/L
APCH-PL Mileage Break/CNF
SID/STAR Non-Compulsory Fix
ENRT-A APCH-PR MALSF
ENRT-L
ENRT-H
ENRT-H/L
APCH-PL Fly Over Fix
SID/STAR Indicated by circle around fix APCH-PR SALS

ENRT-A Meteorological Report Point APCH-PR SSALF

ENRT-L
ENRT-H
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 SYMBOLS-10 INTRODUCTION 20 JUN 14

CHARTING SYMBOLS LEGEND q$i

Symbol Category: MISCELLANEOUS

APCH Index Number Oval ENRT-L Inset Boundary
APT Standard Airway Manual Charts ENRT-H
SID/STAR ENRT-H/L
ENRT-A
For Special Coverage Charts
ENRT-A Remote Communications
ENRT-L Outlet (RCO)
APCH-PL Holding Pattern Length ENRT-H
SID/STAR ENRT-H/L

SID/STAR Arrival/Departure Airport ENRT-A Grid

ENRT-L
ENRT-H
ENRT-H/L

APCH-PL City Pattern

ENRT-A Isogonic Line

ENRT-L
APCH-PL Airline Chart Icon ENRT-H
ENRT-H/L

END OF SYMBOLS LEGEND

APT-PL North Arrow
ENRT-A
ENRT-L
ENRT-H
ENRT-H/L

APT-PL Bar Scale

ENRT-L Enroute Chart Overlap

ENRT-H
ENRT-H/L

ENRT-L Area Chart Overlap

ENRT-H
ENRT-H/L

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 3 AUG 12 INTRODUCTION ENROUTE-1 q$i

ENROUTE CHART LEGEND

ENROUTE
NOTE: This section of the Jeppesen legend pages provides a general overview regarding the layout and
depiction of Enroute Charts.
Jeppesen Enroute Charts are compiled and constructed using the best available aeronautical and
topographical reference charts. Most Enroute Charts use the Lambert Conformal Conic projection. The design
is intended primarily for airway instrument navigation to be referenced to cockpit instruments. The following
pages briefly explain the information used on Enroute charts throughout the world. Not all items explained
apply to all charts. The Enroute chart is divided into specific areas of information as illustrated below.

ENROUTE CHART FORMAT

HEADING

1 — Chart number.
2 — Chart name.
3 — Jeppesen company logo.
4 — Chart scale.
5 — Chart region and type.
6 — Chart effective date.
7 — Chart revision date.
8— Chart Change Notice cross reference statement.
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COVERAGE DIAGRAM

1 — Chart coverage neatline.

2 — Chart number.
3 — Area Chart geographic coverage.
4 — Area Chart location name.
5 — Overlapping Enroute Chart name.
6 — Overlapping Enroute Chart geographic coverage.
7 — Time Zone Boundary
8 — Time Zone Designator
9 — Chart intent note.

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CHANGES

1— Chart name. 3— Change note providing main changes made

2— Chart number. since previous revision.

AIRSPACE LIMITS AND CLASSIFICATION

1— FIR/UIR, Country or Controlled airspace name. 3 — Airspace vertical limits.

2— Airspace classification.

1297445655000

TABULATED DATA

1 — Airport Location name. IFR = Upper case. VFR = Upper/Lower case.

2 — Airport name.
3 — Charted location is shown by Area chart and/or panel number-letter combination.
4 — Communication information (includes call name, App, Arr, Dep, Twr, Gnd).
BOLD NAME – Voice Call
T – Transmit only.
G – Guard only.
* – Part time operation.
X – On request.
(R) – Radar capability.
Airport Broadcast Service frequencies (ATIS, ASOS, AWOS, etc.) are positioned over the airport
label on face of chart.
Common EMERGENCY 121.5 – not listed
Refer to Glossary and Abbreviations in Introduction pages for further explanations.
5— Bullet indicates multiple airports under same Location name.

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 ENROUTE-4 INTRODUCTION 2 MAR 12 q$i

SPECIAL USE AIRSPACE

1— Legend which includes:

Affected Country ICAO ident
Charted airspace types
2 — Tabulation change date.
3 — Country ICAO ident.
4 — Airspace type.
5 — Airspace ident.
6 — Airspace vertical limits.
7 — Airspace clearance approval agency.
8 — Times of Operation. H24 if not specified.
NOTE: Special use Airspace between GND/MSL and 2000’ is not depicted on Enroute and Area charts in
several regions.

1297445655000

REFERENCE NOTES

1 — Settings and Procedures for Transponder Operations.

2 — Restrictions associated with ATS routes within a given FIR or UIR.
3 — Procedures for Mach Number reporting within a region or FIR/UIR.
4 — Notes which have operational significance to charted features.
5 — Procedures for RVSM Operations within a region or FIR/UIR.
6— Procedures and RNP values listed for airways within a region or FIR/UIR.

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 3 AUG 12 INTRODUCTION ENROUTE-5
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CRUISING LEVELS

1— Country and/or ICAO specified cruising altitudes/levels.

2— Standard RVSM Cruise Table associated with charted RVSM airspace. Non standard flight levels are
depicted on the chart underneath the airway designator.
3— Cruise Table which incorporates both Conventional and RVSM cruising altitudes/levels.

1297704888000

RANGE SCALE

1— Chart scale in Nautical Miles.

2— Chart Projection.

END PANEL
End Panels on Jeppesen Enroute Charts are primarily used for additional tabulated and reference information
which can not all fit on the Cover Panel.

CHART GRAPHIC
The contents of an IFR Enroute chart include information provided by official government source, as well
as, on rare occasion Jeppesen derived data. Charts are comprised of aeronautical data, cultural data,
hydrography and on some charts terrain data. 1343088774871

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 ENROUTE-6 INTRODUCTION 3 AUG 12

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TENERIFE
NORTH
46 Los Rodeos
GCXO 2073-113
(*
C)

L)2
A(H/

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 2 MAR 12 INTRODUCTION ENROUTE-7 q$i

1— VORDME. Low and High/Low charts include a Compass Rose with VHF Navaids. Shadow box
indicates navaid is airway component, with frequency, identifier, Morse code and INS coordinates.
Small "D" indicates DME/TACAN. Class indicated by: (T) Terminal, (L) Low, (H) High.
2— Airports - Location name, Airport name (if different than Location name), ICAO identifier, airport
elevation and longest runway length to nearest 100 feet with 70 feet as the dividing point (add 00).
"s" indicates soft surface, otherwise hard surface. IFR Airport in blue - Published procedures filed
under the location name. VFR airport in green.
3— Controlled Airspace. Limits add 00. When sectorized vertically, lower limit indicated by under bar, upper
limit indicated by over bar.
4— Special use airspace.
5— Grid Lat-Long values.
6— CTR. Asterisks are used in association with Class C, D and E airspace in the US only to indicate
part time operations, otherwise hours are H24.
7— ILS available at airport.
8— Magnetic Variation.
9— Area chart coverage.
10 — Directional MEAs.
11 — Minimum Crossing Altitude (MCA).
12 — Change to adjoining Enroute chart.
13 — DME.
14 — Grid MORA. Values 10,000 feet and greater are maroon. Values less than 10,000 feet are green.
Values are depicted in hundreds of feet.
15 — Gap in Nav Signal coverage.
16 — "D" indicates DME/TACAN fix. Segment mileage is DME/TACAN distance from navaid. Arrow without
a "D" designates a reporting point from facility.
17 — Non Compulsory RNAV Waypoint.
18 — High Altitude Route included on some low charts for orientation only.
19 — Changeover Point between two navaids.
20 — Intersection or fix formation (Bearing, frequency and ident of remote VHF or LF navaid).
21 — Met report required.
22 — Minimum Reception Altitude (MRA).
23 — VORTAC - High Altitude and off-route Navaids do not include a Compass Rose.
24 — Uncontrolled airway or advisory route.
25 — Route Suffix. D or F indicates ATC Advisory services only. F or G indicates Flight Information services
only.
26 — Enroute Communications.
27 — Total mileage between Navaids.
28 — Compulsory Reporting Point represented by screened fill. Non Compulsory Reporting point is open,
no fill.
29 — Holding pattern.
30 — FIR/UIR Boundary name, identifier and Airspace Class.
31 — Route usability by non B-RNAV equipped aircraft (within Europe only).
32 — Unnamed, official published ATS route with direction indication.
33 — Uncontrolled Airspace (Class F or G).
34 — GPS MEA.
35 — Minimum Obstruction Clea rance Altitude (MOCA).
36 — Conditional Route Category (See Enroute Text pages Europe).
37 — Airway Designator.
38 — Segment mileage.
39 — Maximum Authorized Altitude (MAA).
40 — CNS/ATM Equipment Requirement Boundary.
41 — Non Standard Flight Levels (Even Flight Levels in direction indicated).
42 — RNAV ATS route when not identified by designator (used outside Europe). 1329508730203

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 ENROUTE-8 INTRODUCTION 2 MAR 12 q$i

43 — Named or unnamed airspace fix or mileage break. Database identifiers are enclosed in square
brackets [ABROC]. They may be designated by the State (country) as Computer Navigation Fixes
(CNFs) or derived by Jeppesen. These identifiers should not be used in filing flight plans nor should
they be used when communicating with ATC; however they are also included in computer planning
systems. They are shown only to enable the pilot to maintain orientation when using charts in concert
with database navigation systems.
44 — Altitude Change.
45 — Route Minimum Off-Route Altitude (Route MORA).
46 — Direct Route (Requires ATC Approval, will not be accepted in Flight Plans).
47 — NDB.
48 — Communications related to Airport listed above Airport label. App/Arr, Dep, Twr and Gnd listed in Chart
tabulations. Asterisk indicates part time operation.

10–1B CHART LEGEND

10-1B charts depict the horizontal and vertical limits of Terminal airspace established by official source
publications and provide orientation details for flights operating within the area. Associated airport
communications are also included.
10-1B charts depicting US Class B airspace also includes general IFR and VFR Flight Procedures
appropriate to that particular area.

SAMPLE 10–1B CONTENT

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 2 MAR 12 INTRODUCTION ENROUTE-9 q$i

1 — DME arc distances used to define the Terminal airspace.

2 — Bold line represents the horizontal limits of the Terminal airspace and airspace sectors.
3 — Primary navaid used to further define the horizontal limits of the Terminal airspace.
4 — Primary airport is shown in bold print.
5 — Vertical limits of the Terminal airspace within charted sector in hundreds of feet.
6 — Screened information provided for orientation purposes. This includes airway information, airports 1297445655000

and navaids. 1329508730203

END OF ENROUTE CHART LEGEND

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 2 MAR 12 INTRODUCTION SID/STAR-1 q$i

SID/DP AND STAR CHART LEGEND

The SID & STAR section of the Jeppesen legend provides a general overview and depiction of Standard
Instrument Departure (SID), Departure (DP), Standard Terminal Arrival Route/Standard Instrument Arrival
(STAR), and Arrival charts. These charts are graphic illustrations of the procedures prescribed by the
governing authority. A text description may be provided, in addition to the graphic, when it is supplied by the
governing authority. All altitudes shown on SID/DP and STAR charts are MSL unless otherwise specified. All
mileages are nautical, all radials and bearings are magnetic unless otherwise specified.

1303320940000

1303320940000

HEADING

1303327466000

1 — ICAO indicators and IATA identifiers. 6— Chart effective date.

2 — Airport name. 7— Geographical location name.
3 — Chart revision date. 8— Chart type identifier.
4 — Jeppesen company logo.
5 — Index number.
Charts are sequenced alphabetical or by
runway number within similar type arrivals or
departures. 1303320940000

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 SID/STAR-2 INTRODUCTION 2 MAR 12 q$i

BRIEFING INFORMATION

1— Indicates the service is part time. 5— All available primary frequencies are depicted.
2— SID/DP Initial Departure Control Services 6— Indicates that radar services are available.
or STAR Weather Services (e.g. ATlS) are 7— Airport elevation is provided for
depicted. Arrival/Departure airport.
3— Function of the service is shown when 8— Procedure restrictions and instructions.
applicable. Required equipment notes are prominently
4— Service call sign is shown when transmit and displayed.
receive, or transmit only ops are available. 9— Transition Level and Altitude.
The call sign is omitted when the service is
broadcast only or has a secondary function.

1303320940000

MINIMUM SAFE or SECTOR ALTITUDE (MSA)

1— Sector defining Radial/Bearing, always depicted inbound for the
Navaid, Fix or Airport Reference Point (ARP).
2— Minimum safe/sector altitude.
3— Navaid/Fix/ARP the MSA is predicated on.
NOTE: Normal coverage is a 25 NM radius from the forming facility/fix.
If the protected coverage is other than 25 NM, that radius is depicted
below the forming facility/fix. MSA is provided when specified by the
1303320940000
governing authority for any procedure serving the airport.

CLIMB and ROUTING INSTRUCTIONS TABULATED TEXT BOX

Text description might be provided, in addition to the graphic, when it is supplied by the governing authority.
Text should be used in conjunction with the graphic to fully understand the procedure to be flown. Neither the
text nor the graphic is a stand alone representation of all instructions, speed, and altitude restrictions, but
are a combined representation of the procedure.

Tabulated Text boxes, which include a wide variety of actions, instructions, or restrictions for the pilot, have
certain common elements of design for SID, DP and STAR procedures.
1 — General identification applying to certain 3 — Textual description, which compliments the
sections of the procedure, such as Runway, graphic-based depictions or unique instructions,
Arrival or SID identification. that cannot be graphically represented.
2 — Segment of flight, such as Initial Climb, Routing, 4 — General restriction that cannot be incorporated
or Landing may be identified. in the graphic or that would enhance
understanding of procedure.

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 2 MAR 12 INTRODUCTION SID/STAR-3 q$i

GRAPHIC — INFORMATION BOXES

Information boxes are generally tied to the track, fix, or navaid to which the information applies. The content is
associated with the graphic depiction on SID, DP, and STAR charts. Information boxes include a wide variety
of actions, instructions, or restrictions.
Though information boxes vary widely based on the complexity of procedures, they do have certain common
elements of design.
1 — Heading, if included, represent the who, what, where, or why
of the information box.
2 — Instruction lines are used to separate instructions and
conditions for improved clarity.
3 — Instructions or conditional statements associated with track, fix,
navaid, or procedure.

1303320940000

1303320940000

GRAPHIC — LOST COMMUNICATIONS PROCEDURE

1303320940000

Unique lost communication instructions, provided by the governing authority for a procedure, are placed
within the graphic and are outlined by the lost communication boundary.

GRAPHIC — SPEED RESTRICTIONS

Speed restrictions that apply to the entire procedure are shown below the procedure title.

1303320940000

Speed restrictions vary widely within individual procedures. They can be in the tabulated text, boxed, and/or
placed in information boxes at the associated track, fix or phase of flight.

GRAPHIC — STARTING POINT AND END POINT OF STAR, DP, AND SID PROCEDURES
Navaids, intersections, or waypoints identified in the procedure title are shown prominently for easy
identification of the starting points on STARs, and the ending points on SID or DP procedures.

1— Intersection or waypoint names are shown in larger text.

2— Navaid boxes include a shadowed outline.

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GRAPHIC

1303327466000

1 — Type of procedure.
2 — Arrival/Departure code.
3 — Arrival/Departure name.
4 — Database identifiers are included when different than the Arrival/Departure code or name.
5 — Specified qualifying statements, such as runways, navigational requirements, or aircraft type.
6— Runway layout is provided for all hard surface runways.
7— Arrival/Departure airport is highlighted with circular screen.
8— Arrival/Departure track of procedure represents a common course used by multiple transitions.
9— Airport is listed only when SID, DP, or STAR also serves multiple airports, which are screened.
10 — Starting Point of STAR and end point of SID/DP procedures are shown prominently.
11 — T placed after altitude denotes a Minimum Obstruction Clearance Altitude (MOCA).
12 — Radial and DME forms the fix. The DME, if not displayed is the segment distance, if shown it is the
total distance from the forming Navaid.
13 — Altitude T is placed when the altitude changes along a track at other than a Navaid.
14 — Certain Special Use Airspace Areas are charted when referenced in procedure source. 1329502730348

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15 — Transition name placed on the last segment of the SID/DP and the first segment of STAR procedures.
16 — Minimum Enroute Altitude (MEA) unless otherwise designated.
17 — Segment distance.
18 — Coordinates of fix or Navaids.
19 — Formation radials are presented in many ways based on Navaid position & compositional space.
20 — Route identification code.
21 — At the Changeover point, the pilot changes primary navigation to the next Navaid.
22 — Transition track.
23 — VOR radial on which aircraft is flying inbound towards the Navaid. 1409754014530

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 12 APR 13 INTRODUCTION AIRPORT-1 q$i

AIRPORT CHART LEGEND

AIRPORT
NOTE: This section of the Jeppesen legend provides a general overview regarding the depiction of airport
diagrams and associated information.
The following briefly explains the symbology used on airport charts throughout the world. Not all items
explained apply to all charts. The airport chart is divided into specific areas of information as illustrated below.
To enhance the usability for larger airports, the Communications and Airport Planview sections are depicted
on one side of the chart. An added Notes Section along with the Additional Runway Information, Take-off
minimums, and Alternate minimums sections are depicted on the reverse side of the chart.

FORMAT

1303320999000

HEADING

1— ICAO indicators and IATA airport identifiers. 5— Chart revision date.

2— Airport elevation. 6 — Chart effective date.
3— Airport geographic latitude and longitude shown 7 — Airport name.
in degrees, minutes, and tenths of minutes. 8 — Geographic location name.
4— Chart index number. Same as the first approach 9 — Jeppesen company logo.
chart when the airport chart is printed on the
reverse side.

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COMMUNICATIONS
For Communications Information See Approach Chart Legend — Page APPROACH-2

1303320999000

AIRPORT PLANVIEW

1— The planview is a "To Scale" graphical depiction of the airport layout, a latitude/longitude grid in
degrees, minutes, and tenths of minutes is depicted along the inside of the neat line.
2— The airport magnetic variation is graphically and numerically depicted.
3— Airport operational notes are placed within the planview. Notes pertaining to a specific area are placed
within the area or tied to it.
4— Runway designators (numbers) are magnetic unless followed by a "T" for true. Runway bearings
are included when known.
5— Physical length of the runway which does not include stopways, overruns, or adjustments for displaced
thresholds. Shown in feet with the meter equivalent included at International Airports.
6 — The runway end elevation is depicted when known.
7 — When applicable, the physical location of displaced thresholds along the runway are shown.
8 — Stopping points along the runway are depicted for Land and Hold Short Operations.
9 — "Hot Spot" areas are depicted along with a corresponding label when applicable. A textual description
is included within the planview or below the additional runway information band.
10 — When available, stopways and overruns are depicted with the applicable length.
11 — When known, the location of RVR transmissometers are shown with any applicable identifiers.
12 — All active taxiways and ramp areas are depicted using a grey area fill color. All taxiway identifiers and
ramp names are included when known.
13 — All known permanently closed taxiways are shown.
14 — One of two depictions is used for closed runways depending on the nature of the closure:
a. Lengths and designators (numbers) are retained when the closure is temporary.
b. Lengths and designators (numbers) are removed when the closure is permanent.
15 — The configuration and length of all known approach light systems are shown. 1363984942909

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 2 MAR 12 INTRODUCTION APPROACH-1 q$i

APPROACH CHART LEGEND

NOTE: This section of the Jeppesen legend provides a general overview regarding the depiction of approach
procedures.
Approach charts are graphic representations of instrument approach procedures prescribed by the governing
authority. The following briefly explains the symbology used on approach charts throughout the world. Not
all items explained apply to all charts. The approach chart is divided into specific areas of information as
illustrated below.

FORMAT

1303315984000

HEADING

1303315984000

1— ICAO indicators and IATA airport identifiers. 5— Chart effective date.

2— Airport name. 6— Procedure identification.
3— Index number. Charts are sequenced by 7— Geographical location name.
runway number within similar type approaches.
4— Chart revision date. 8— Jeppesen company logo.

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COMMUNICATIONS

1303315984000

1 — Communications are shown left to right in the 6 — Indicates that radar services are available.
order of normal use.
2 — Communication service, call sign is omitted 7 — Sectors are defined for each frequency when
when the service is broadcast only. applicable.
3 — Functionality of the service is shown when 8 — Indicates the service is part time.
applicable.
4 — The service call sign is shown when transmit & 9 — When the service is a secondary function, the
receive or transmit only operations are available. call sign is omitted.
5 — All available primary frequencies are depicted.

APPROACH BRIEFING INFORMATION

1304453542000

1— Approach primary Navaid.

1304453542000

2— Final approach course bearing.

3— Crossing altitude at the FAF. Glide slope crossing altitude for
precision approaches. Procedure altitude (Vertical Descent Altitude
or Minimum Crossing Altitude) for non-precision approaches. 1304453542000

4 — Lowest DA(H) or MDA(H).

5 — Airport Elevation and Touchdown Zone/Threshold Elevation.
6 — Textual description of the Missed Approach Procedure.
7 — Altimeter Setting Information, Barometric Pressure Equivalents are included.
8 — Airport/Procedure Transition Level and Altitude.
9 — Notes applicable to the Approach Procedure.

1303315984000

MINIMUM SAFE or SECTOR ALTITUDE (MSA)

1— Sector defining Radial/Bearing, always depicted to the
Navaid/Fix or Airport Reference Point (ARP).
2— Minimum safe/sector altitude.
3— Navaid/Fix/ARP the MSA is predicated on.

1303317335000

NOTE: Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than
25 NM, that radius is depicted below the forming facility/fix.

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APPROACH PLANVIEW

1303315984000

1— The planview is a graphical "To Scale" depiction of the approach procedure. Latitude and longitude
tics are shown in 10 minute increments along the neatline.
2— Complete runway layout is depicted for the primary airport.
3— Approach transitions are depicted with a medium weight line. The bearing is normally inset within the
track with the mileage and associated altitude placed along the track.
4— Off-chart origination navaid/waypoint name. Navaid frequency, ident, and Morse code is shown when
required for fix formation.
5— VOR cross radials and NDB bearings used in forming a fix. DME formation distances are shown when
applicable. Navaid frequency, ident, and Morse code shown as required.
6— Airspace fixes depicted using several different symbols according to usage.
7— Navaid boxes include the navaid name, identifier, Morse code, and frequency. A letter "D" indicates
DME capability with an asterisk indicating part time.
8— Substitute fix identification information located below facility box when applicable.
9— Initial Approach Fixes and Intermediate Fixes are labeled as (IAF) and (IF) respectively.
10 — A shadowed navaid box indicates the primary navaid upon which lateral course guidance for the
final approach segment is predicated.
11 — The final/intermediate approach course is indicated with a heavy weight line.
12 — The final approach course bearing shown in bold text, with a directional arrow as needed.
13 — Airspace fix names are shown near or tied to the fix, formational info is placed below name.
14 — Jeppesen-derived database identifiers are depicted when different from State-supplied name.
15 — The missed approach segment is shown with heavy weight dashed line work.
16 — Holding/Racetrack patterns are shown with both inbound and outbound bearings. Restrictions are
charted when applicable, heavy weight tracks indicate the holding/racetrack is required.
17 — Some, but not all, terrain high points and man-made structures are depicted along with their elevations.
Generally only high points 400’ or more above the airport elevation are shown. 1341935460082

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18 — Arrow indicates the highest of the portrayed high points within the planview area only.
19 — Generalized terrain contours may be depicted based on several geographic factors.
20 — Rivers/large water bodies are shown. Smaller and seasonal water areas are not depicted.
21 — Some, but not all, Special Use Airspace boundaries and identifiers are depicted.
22 — All secondary IFR airports, and VFR airports that lie under the final approach, are depicted.
23 — Charting scale used is indicated along the left side of the planview.

1303315984000

APPROACH PLANVIEW — RNAV PROCEDURE DIFFERENCES

1303315984000

1— A primary navaid box is shown for RNAV approach procedures augmented by ground based facilities.
The system type, channel, and system approach ID are shown.
2— Some RNAV procedures utilize Terminal Arrival Area/Terminal Area Altitude (TAA). A graphical
depiction of each TAA sector is placed within the planview in the corresponding area. The TAA’s
foundational waypoint is depicted along with the forming bearings, arrival altitudes, and applicable
NoPT labels. Generally the TAA replaces the MSA as indicated in the MSA box.
3— When the normal TAA coverage of 30 NM (25 NM ICAO) from the base waypoint is modified, the
segmented areas are depicted with the applicable altitudes indicated.
4— Due to the required use of a database, only waypoint names are shown. Formations and coordinates
are omitted.
5— Along track distances, normally to the next named waypoint, are shown per source for un-named
waypoints.

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APPROACH PLANVIEW — NOT TO SCALE INSETS

1303315984000

Insets are used to portray essential procedural information that falls outside of the planview boundary. The
use of insets facilitates larger scales for depicting core segments of the procedure.
1 — A solid line is used to outline the inset when the information has been remoted from the associated "To
Scale" tracks. Labels inside the inset indicate the usage of the contained procedural information.
2 — A dashed line is used to outline the inset when the information remains in line with the associated "To
Scale" tracks. A NOT TO SCALE label is included inside the inset.

1303315984000

NON·PRECISION RECOMMENDED ALTITUDE DESCENT TABLE

General Description: The Recommended Altitude Descent table, shown to facilitate the CDFA technique,
contains "check" altitudes that correlate directly to the Vertical Descent Angle (VDA) used in conjunction with
the final approach segment of the procedure. When the State Authority has not supplied this information,
Jeppesen will derive the altitudes based on the procedure VDA.
1 — The direction of the Recommended Altitude Descent table, top of descent down, is sequenced in the
same direction as the flight tracks in the profile. A grey arrow indicates this left-to-right or right-to-Ieft
direction.
2 — The source for the DME "checkpoints" is indicated by the navaid ident. When the table is
Jeppesen-derived, DME is used whenever possible for the establishment of the checkpoints.
3 — The row of recommended altitudes is labeled to indicate their associated use with the VDA.
4 — The DME distance that defines each checkpoint is depicted in whole and tenths of a NM.
5 — A recommended altitude, (which is defined by a position along the VDA at a given point) is supplied
corresponding to each checkpoint in the table.
6 — When DME is not available, each checkpoint will be defined by a distance to a fix along the final
approach course. This distance is shown in whole and tenths of a NM.
7 — The "to" waypoint is indicated when checkpoints are defined by a distance to a fix.
8 — When a Non-Precision approach is combined with a Precision approach, a qualifier is added to indicate
that the depicted recommended altitudes relate to the non-precision approach only.
9 — Bold text indicates the altitude is charted in the FAF altitude box within the Briefing Strip.

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APPROACH PROFILE VIEW

The Profile View graphically portrays the Final/Intermediate segments of the approach. A Not To Scale
horizontal and vertical cross section is used.
1 — All procedure bearings are shown. Bold text is used to
emphasize the Final Approach Course. Arrowheads are
added as needed to indicate direction of flight.
2 — Bearings are placed either above, below, or inset in the
track.
3 — Both inbound and outbound bearings are depicted for
procedure holding/racetrack patterns.
4 — All altitudes depicted in the profile view are MINIMUM
altitudes unless specifically labeled otherwise. All altitudes
are above mean sea level in feet (AMSL).
5 — Maximum altitudes: may be abbreviated "MAX".
6 — Mandatory altitudes: abbreviations are not used.
7 — Recommended altitudes: abbreviations are not used.
8 — Bold text is used to emphasize the procedure altitude at
the FAF or the GS intercept altitude at the FAP/FAF. This
is also the altitude shown in the Briefing Strip.
9 — The type of navaid is indicated. Identifying Morse code is
shown for all markers. When known, glide slope crossing
altitudes are included.
10 — The navaid ident or name is included where confusion
may occur. The crossing altitude of the Vertical Descent
Angle (VDA) is included whenever applicable.
11 — All fix names are shown along with any DME formations.
The ident of the source DME is included when multiple
DME sources are charted.
12 — Stand-alone DME fixes are depicted similar to named
waypoints.
1303317335000

1303317335000

1— Procedure notes that relate directly to information portrayed in the profile view are charted within the
profile view, normally placed in the upper right or left corners.
2 — A "broken" navaid or fix symbol indicates that it does not fall directly in line with the final approach track.
3 — Outbound bearings associated with procedure turns are included for situational awareness.
4 — Minimum altitude while executing the procedure turn.
5 — The distance to remain within while executing the procedure turn. Distance is measured from the
initiating navaid/fix unless otherwise indicated.
6 — Profile view "ground line". Represents an imaginary straight line originating from the runway threshold.
No terrain high points or man-made structures are represented in the profile view.
7 — Procedure flight tracks are portrayed using a thick solid line. Multiple separate procedures using the
same altitudes are represented by a single line.
8 — Final Approach Point (FAP). Beginning of the final approach segment for precision approaches.
9 — Nautical Mile (NM) distance to the "0" point. Not included at DME fixes.
10 — Nautical Mile (NM) distance between two navaids and or fixes. 1329509389463

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APPROACH CHART LEGEND q$i

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 25 AUG 17 INTRODUCTION 171 q$i

CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM)

Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.

1. GENERAL NOTE: Most of the samples in this document are

The inverted “Standard” label in the upper left cor- intended to illustrate only the relevant information of
ner of the minimums box indicates that the minimums the related paragraph. Other sections (like circling
are based on EASA AIR OPS and State Minimums, if minimums) within the samples are intentionally left
provided. They are not compared against other con- blank.
cepts like ECOMS. For a detailed excerpt of EASA
AIR OPS minimums refer to Jeppesen ATC-Chap-
2. TAKE-OFF MINIMUMS
ter "AERODROME OPERATING MINIMUMS - EASA Low visibility take-off operations below a visibility
AIR OPERATIONS". of 800m require that the operator verifies that Low
Visibility Procedures (LVP) or equivalent procedures
Jeppesen charted minimums are not below any have been established and are in force.
State-provided minimums. RVR/CMV/VIS values
are shown in measuring units as reported by the Jeppesen charts the lowest possible take-off mini-
governing agency. mums (including LVTO) because the LVP information
is not always published in the AIP.
AOM for take-off and landing are either shown on
Jeppesen instrument approach or aerodrome charts Only if there is a clear statement within the AIP that
or on a separate minimums listing. LVP are not available for the specific airport, the take-
off minimum will be charted as RVR 550m VIS 800m
Landing minimums will be shown as RVR, as pro- (or higher State value).
vided within the EASA tables.
The multiple RVR requirement means, that the
A Visibility, prefixed "VIS", will only be charted if a VIS required RVR value must be achieved for all of the
value is published as State minimum. relevant RVR reporting points (touchdown zone,
A Converted Meteorological Visibility, prefixed mid and rollout end of runway), except for the initial
“CMV”, will only be charted if a CMV value is part, which can be determined by pilot assessment.
published as State minimum. Approved operators may reduce their take-off mini-
mums to RVR 75m with an approved lateral guidance
Take-off minimums are shown as RVR, or without pre- system and if the runway is protected for CAT III land-
fix if they are either RVR or VIS. ing operations and equivalent facilities are available.
A Visibility, prefixed "VIS", will only be charted for Jeppesen charts a take-off RVR of 75m only if the
take-off if a VIS value is published as State minimum. runway is approved for CAT IIIB operations with RVR
Circling minimums without prefix are always visibili- 75m.
ties. Night operations always require runway end lights.
For separate minimums listings (like 10-9S pages) This is not indicated in the take-off minimums box.
RVR, CMV and VIS are abbreviated as “R”, “C” and
“V”.

Sample of Take-off Minimums

1484734858953

3. CIRCLING MINIMUMS
Circling minimums are only charted if a circling
OCA(H) or MDA(H) is provided by the procedure
source. Otherwise, the circling box is removed. If
circling is not authorized by the procedure source,
it will be noted in the Briefing Strip header. Where
straight-in minimums are higher than circling min-
imums (DH/MDH or RVR/VIS), a note is added to
remind the pilot that the higher straight-in minimums
have to be used.

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CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM) q$i

Sample of Circling Minimums Normally, only CDFA minimums are shown. They
are identified by the use of a DA/MDA(H) label.
Jeppesen does not apply an add-on when pub-
lishing a DA/MDA(H) for a CDFA non-precision
approach, because this depends on operator
specific factors.
The CDFA condition will always be identified by the
term ‘CDFA” above the DA/MDA(H) label.
Non-CDFA minimums are shown in exceptional
cases and identified by an MDA(H) label. The
MDA(H) label is also charted if the State explicitly
publishes an MDA(H) on procedure source instead of
an OCA(H). The non-CDFA condition will always be
1484567554702
identified by the term ‘non-CDFA” above the MDA(H)
label.
4. NON-PRECISION APPROACH
MINIMUMS AND CHART PROFILE Sample of Non-precision Minimums (CDFA)
VIEW
According to the EASA AIR OPS requirements for
Commercial Air Transport Operations (Part CAT),
all non-precision approaches shall be flown using
the continuous descent final approach (CDFA)
technique with decision altitude (height), and the
missed approach shall be executed when reaching
the DA(H) or the missed approach point (MAP),
whichever occurs first. The lateral part of the missed
approach procedure must be flown via the MAP
unless stated otherwise in the procedure.
Jeppesen criteria for charting of CDFA or non-CDFA
minimums are based on AMC1 CAT.OP.MPA.115 1484567554702

Approach flight technique – aeroplanes.

Sample of Non-precision Minimums (CDFA + non-CDFA)

1484567554702

The profile depiction will be modified to show the

continuous descent track on final approach. Source-
published minimum altitudes will be shown as seg-
ment minimum altitudes in the profile (grey shaded
box). These minimum altitudes are typically provided
for obstacle clearance and must not be violated to
remain clear of obstacles or terrain.
If not published by the procedure source, a table
depicting distance vs altitude or DME vs altitude
information will be calculated by Jeppesen and
shown above the profile view.
The missed approach pull-up arrow is shown at the
point where the decision height is reached. There is
no level segment depicted prior to the MAP, the MAP
symbol is shown at the same position as published
by the procedure source.
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CDFA depiction (profile view)

1484567554702

In exceptional cases it may be necessary to include

both, CDFA and non-CDFA flight path. In this case, a
level segment is shown prior to the missed approach
point and the pull-up arrow is shown at the MAP to
depict the non-CDFA procedure.

CDFA and non-CDFA depiction (profile view)

1484567554702

5. CAT I PRECISION AND APV d. for APV operations to runways with FALS and
APPROACH MINIMUMS TDZ and CL when using an approved head-up
display (HUD).
An RVR of less than 750m may be used:
NOTE: A conversion of reported meteorological vis-
a. for CAT I operations to runways with FALS and
ibility to CMV should not be used for any RVR min-
TDZ and CL, or
imum less than 800m. In this case a minimum VIS
b. for CAT I operations to runways with FALS but of 800m applies for the procedure. A charted “RVR
without TDZ and/or CL when using an approved XXXm” (any RVR below 800m) have to be understood
head-up guidance landing system (HUDLS) or as “RVR XXXm or VIS 800m”.
an equivalent approved system, or
The European States publish more and more LPV
c. for CAT I operations to runways with FALS but (SBAS CAT I) procedures. To clearly differentiate
without TDZ and/or CL when conducting a cou- between the CAT I and APV operations, the terms
pled or flight-director-flown approach to decision “LPV CAT I” and “LPV” are used in the minimums
height, or box.

Sample of CAT I Minimums (FALS + TDZ + CL)

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The note “W/o HUD/AP/FD: RVR 750m” indicates

that the use of HUD or autopilot or flight director is
required if TDZ or CL are not available. Otherwise the
RVR is 750m.

Sample of CAT I Minimums (FALS, no TDZ and/or no CL)

1484567554702

The note “W/o HUD/AP/FD: RVR 750m” indicates

that the use of HUD or autopilot or flight director is
required for the charted RVR. Otherwise the RVR is
750m.

Sample of CAT I Minimums (IALS)

1484567554702

Sample of APV Minimums (FALS + TDZ + CL)

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The RVR is 750m. The RVR could only be reduced

to 550m if TDZ and CL are operational and a HUD is
used.

Sample of APV Minimums (FALS, no TDZ and/or no CL)

1484734858953

6. LOWER THAN STANDARD The minimum RVR is 300m.

CAT I MINIMUMS EASA operators: For category D it is required to con-
Operators must be approved by their authority to duct an autoland. Otherwise, the minimum RVR is
conduct lower than standard CAT I operations. For 350m; however, this value is not charted on Standard
approved operators, tailored charts will be created Jeppesen charts.
on customer request only.
For US operators: Autoland or HUD to touchdown are
7. CAT II PRECISION APPROACH required.
MINIMUMS
Minimums are applicable to EASA AIR OPS
approved operators as well as to FAR 121 operators
and those applying U.S. Operations Specifications
(Ops Specs).

Sample of CAT II Minimums

1484567554702

q$z

© JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

 176 INTRODUCTION 25 AUG 17

CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM) q$i

8. OTHER THAN STANDARD CAT II

PRECISION APPROACH MINIMUMS
Other Than Standard CAT II minimums will only be
published if the procedure is approved for it by the
aerodrome’s Civil Aviation Authority. Charting is sim-
ilar to standard CAT II minimums. An RVR of 400m or
below can only be used if CL are available.

Sample of other than Standard CAT II Minimums (FALS + CL)

1484567554702

Sample of other than Standard CAT II Minimums (FALS, no CL)

1484567554702

9. CAT III PRECISION APPROACH

MINIMUMS
Only CAT IIIA minimums are charted on Standard
charts within the EASA AIR OPS application area.
The DH 50’ value is charted based on customer input
and does not necessarily mean that the pilot has to
use this value as decision height. There is no State
within Europe publishing a specific DH value for CAT
IIIA operations as State required minimum.
RVR 200m, as the minimum RVR for CAT IIIA oper-
ations according to EASA Air OPS, is charted unless
a higher value is required by the State of the aero-
drome.
Pilots have to check the Flight Operations Manual (or
similar documents) for their specific approvals.

10. AERODROME MINIMUMS LISTING

On customer request, the EASA AIR OPS minimums
may be made available on a minimums listing page.
The listings are indexed as 10-9S/10-9S1, 20-9S/20-
9S1, etc.
TERPS change 20 was harmonized with the EASA
minimum tables for CAT I, APV and NPA (CAT C and
D aircraft only). Those procedures with the TERPS
label are therefore EASA AIR OPS compliant and a
10-9S page is normally not required.

q$z

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 10 FEB 17 INTRODUCTION 177
CHART LEGEND - EASA AIR OPS AERODROME OPERATING MINIMUMS (AOM) q$i

Sample of 10-9S chart

1484567554702

11. DEPICTION OF EASA AIR c. If only VIS is charted, the reported VIS has to be
OPS AOM IN CASE OF EXISTING used without conversion.
STATE MINIMUMS d. If CMV is charted, the pilot converts a reported
VIS and compare this value against the charted
If State minimums are officially published, the depic-
CMV.
tion of AOM may differ from the standard depiction
where all values are expressed as RVR or VIS.
a. If RVR and VIS are charted together, the RVR
value is compulsory. If no RVR is reported, the
reported VIS has to be used without conversion.
b. No prefix is charted if RVR and VIS is identical.
The reported RVR is compulsory. If no RVR is
reported, the reported VIS has to be used with-
out conversion.

q$z

© JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 201
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

PROVIDED FOR USERS OF JEPPESEN NAVDATA SERVICES

PREFACE
The purpose in providing the information contained in these pages is to highlight the major dif-
ferences between Jeppesen’s NavData database and Jeppesen’s Enroute, Area, SID, DP,
STAR, Approach, and Airport Charts.

Airways, departure procedures, arrival procedures, instrument approach procedures, and

other aeronautical information is designed and created by more than 220 countries around
the world. The information created by them is designed according to ICAO PANS OPS in
most countries and according to the United States Standard for Terminal Instrument Proce-
dures (TERPs) for the U.S. and many of the other countries.

The basic design for most aeronautical information contained in instrument procedures has
been created for the analog world. The art of entering data into an aeronautical database is
one that balances the intent of the original procedure designer and the requirements of FMS
and GPS systems that require airborne databases.

All of the illustrations in this paper are from Jeppesen’s library and are copyrighted by Jeppe-
sen. The paper will highlight differences that will be found in the charts and databases pro-
duced by all the suppliers.

Virtually all the aeronautical databases are loaded according to the specifications in the Aero-
nautical Radio, Incorporated (ARINC) 424 standard "Navigation Databases." While the
ARINC 424 specification covers a large percentage of the aeronautical requirements, it is
impossible to write a specification that covers every combination of factors used to design
and fly instrument procedures. Many of the differences between charts and databases are
because there can be no standard implemented to have the information in both places
depicted the same. There are some cases where it is desirable not to have the information
the same because of the different type of media where the information is displayed.

Any attempt to detail the many minor differences, which may arise under isolated cases,
would unduly complicate this overview. Therefore, the information provided is an overview
only, and only major differences are included.

There are many different types of avionics equipment utilizing the Jeppesen NavData data-
base. The same database information may be presented differently on different types of air-
borne equipment. In addition, some equipment may be limited to specific types of database
information, omitting other database information. Pilots should check their Operating Hand-
books for details of operation and information presentation. A major factor in "apparent" dif-
ferences between database and charts may be due to the avionics equipment utilized. As
avionics equipment evolves, the newer systems will be more compatible with charts, however
the older systems will still continue with apparent differences.

Due to the continuing evolution caused by aeronautical information changes affecting both
database and charting, items described herein are subject to change on a continual basis.
This document may be revised for significant changes to help ensure interested database
users are made aware of major changes.

A brief Glossary/Abbreviations of terms used is provided at the end of this document.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
DIFFERENCES BETWEEN JEPPESEN DATABASE AND CHARTS

1. EFFECTIVE DATES

AERONAUTICAL INFORMATION CUT-OFF DATES

Because of the required time it takes to physically get the database updated, extracted, pro-
duced, delivered, and loaded into FMS/GPS systems, the database cut-off dates (when aero-
nautical information can no longer be included in the next update) are often earlier for
databases than for charts. This may cause information on charts to be more current than the
information in databases.

The ICAO Aeronautical Information Regulation and Control (AIRAC) governs the 28-day
cycle between effective dates of aeronautical information. These are the same effective
dates used for aeronautical databases. Because governments may use slightly different
cycles, there are differences between charts and databases. Charts typically use 7-day and
14-day cycles for terminal charts and 28-day and 56-day cycles for enroute and area charts.

2. GENERAL DIFFERENCES

GENERAL - CHARTED INFORMATION NOT PROVIDED IN THE JEPPESEN NAVDATA

DATABASE

Not all the information that is included on the charts is included in the airborne database. The
following is a general listing of some of those items. More specific items are included in indi-
vidual entries throughout this document.

Altimetry:
QNH/QFE information
Alternate altimeter setting sources
Intersection formations (radials, bearings, DME)
Terrain and Obstacles
Airport Operating Minimums
Landing, take-off and alternate minimums
Airport taxiways and ramps
Some types of special use airspace and controlled airspace

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3. NAVAIDS (Cont)

LOCATOR IDENTIFIERS
Most locators in the United States have unique five-letter names, but most international loca-
tors have names that do not have five letters.
Some systems may display U.S. locators as "CASSE".
Some systems may display U.S. locators as "AP".

DUPLICATE NAVAID IDENTIFIERS

There are numerous duplicates in the database. Refer to your avionics handbook for the
proper procedure to access navaids when duplicate identifiers are involved.

Not all navaids in the database are accessible by their identifier. Some navaids, for reasons
such as duplication within terminal areas or lack of complete information about the navaid,
are in the waypoint file and are accessible by their name or abbreviated name.

4. WAYPOINTS

WAYPOINT DATABASE IDENTIFIERS

"Database identifiers" refers to identifiers used only in avionics systems utilizing databases.
The identifiers are not for use in flight plans or ATC communications; however, they are also
included in computer flight planning systems. They may be designated by the State (country)
as "Computer Navigation Fixes" (CNFs), or designated by Jeppesen. To facilitate the use of
airborne avionics systems, the identifiers are being added to Jeppesen’s charts. Both the
CNFs created by States and the Jeppesen-created database identifiers are enclosed within
square brackets and in italics.

• Jeppesen's ultimate goal is to include all database identifiers for all waypoints/fixes on the
charts.

• Enroute charts include the five-character identifier for unnamed reporting points, DME
fixes, mileage breaks, and for any reporting point with a name that has more than five
characters.

• SID, DP and STAR charts are being modified to include all identifiers.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
6. ARRIVALS AND DEPARTURES

PROCEDURES NOT IN THE DATABASE

Jeppesen publishes some officially designated departure procedures that include only text on
IFR airport charts beneath the take-off minimums. They may be labeled "Departure Proce-
dure", "IFR Departure Procedure", or "Obstacle DP". Most of these are U.S. and Canadian
procedures, although there is a scattering of them throughout the world. Any waypoint/fix
mentioned in the text is in the Jeppesen NavData database. However, these text-only depar-
ture procedures are not in the database.

Some States publish narrative descriptions of their arrivals, and depict them on their enroute
charts. They are unnamed, not identified as arrival routes, and are not included in the Jeppe-
sen NavData database. Some States publish "DME or GPS Arrivals", and because they are
otherwise unnamed, they are not included in the database.

PROCEDURE TITLES
Procedure identifiers for routes such as STARs, DPs and SIDs are in airborne databases but
are limited to not more than six alpha/numeric characters. The database generally uses the
charted computer code (shown enclosed within parentheses on the chart) for the procedure
title, as

CHART: Cyote Four Departure(CYOTE.CYOTE4) becomes

DATABASE CYOTE4.

When no computer code is assigned, the name is truncated to not more than six characters.
The database procedure identifier is created according to the ARINC 424 specifications.

Database procedure identifiers are charted in most cases. They are the same as the
assigned computer code (charted within parentheses) or are being added [enclosed within
square brackets]. Do not confuse the bracketed database identifier with the official procedure
name (which will be used by ATC) or the official computer code (which is used in flight plan fil-
ing).

400-FOOT CLIMBS
Virtually all departures in the database include a climb to 400 feet above the airport prior to
turning because of requirements in State regulations and recommendations. The 400-foot
climb is not depicted on most charts. When States specify a height other than 400 feet, it will
be in the Jeppesen NavData database.

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

 INTRODUCTION 22 JUN 01 209
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
7. APPROACH PROCEDURE (TITLES and OMITTED PROCEDURES)

ICAO PANS OPS approach procedure titles are officially labeled with the navaid(s) used for
the approach and are different than approach procedure titles labeled according to the
TERPs criteria, which are labeled only with navaids required for the final approach segment.
Because of the limited number of characters that are available for the procedure title, the
name displayed on the avionics equipment may not be the same as the official name shown
on the approach chart.

The Jeppesen NavData database, in accordance with ARINC 424 specifications, codes the
approach procedure according to procedure type and runway number. "Similar" type
approaches to the same runway may be combined under one procedure title, as ILS Rwy 16
and NDB VOR ILS Rwy 16 may read as ILS Rwy 16. The actual avionics readout for the pro-
cedure title varies from manufacturer to manufacturer.

Some avionics systems cannot display VOR and VOR DME (or NDB and NDB DME)
approaches to the same runway, and the approach displayed will usually be the one associ-
ated with DME.

Currently:
Generally, most Cat I, II, and III ILS approaches to the same runway are the same basic
procedure, and the Cat I procedure is in the database. However, in isolated cases, the
Cat I and Cat II/III missed approach procedures are different, and only the Cat I missed
approach will be in the database.

Additionally, there may be ILS and Converging ILS approaches to the same runway.
While the converging ILS approaches are not currently in the database, they may be at
some later date.

Some States are using the phonetic alphabet to indicate more than one "same type, same
runway" approach, such as ILS Z Rwy 23 and ILS Y Rwy 23. The phonetic alphabet
starts are the end of the alphabet to ensure there is no possibility of conflict with circling
only approaches, such as VOR A.

In isolated cases, procedures are intentionally omitted from the database. This occurs prima-
rily when navaid/waypoint coordinates provided by the authorities in an undeveloped area are
inaccurate, and no resolution can be obtained. Additionally, the ARINC 424 specifications
governing navigation databases may occasionally prohibit the inclusion of an approach pro-
cedure.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
8. APPROACH PROCEDURES (PLAN VIEW)

INITIAL APPROACH FIX (IAF), INTERMEDIATE FIX (IF), FINAL APPROACH FIX (FAF)
DESIGNATIONS
These designations for the type of fix for operational use are included on approach charts
within parentheses when specified by the State, but are not displayed on most avionics sys-
tems.
ARINC 424 and TSO C-129 specifications require the inclusion of GPS approach transitions
originating from IAFs. Authorities do not always standardize the assignment of IAFs, result-
ing in some cases of approach transitions being included in the database that do not originate
from officially designed IAFs

BASE TURN (TEARDROP) APPROACHES

Depending upon the divergence between outbound and inbound tracks on the base turn
(teardrop turn), the turn rate of the aircraft, the intercept angle in the database, and the wind
may cause an aircraft to undershoot the inbound track when rolling out of the turn, thus affect-
ing the intercept angle to the final approach. This may result in intercepting the final
approach course either before or after the Final Approach Fix (FAF).

ROUTES BY AIRCRAFT CATEGORIES

Some procedures are designed with a set of flight tracks for Category A & B aircraft, and with
a different set of flight tracks for Category C & D. In such cases, the database generally
includes only the flight tracks for Category C & D.

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 INTRODUCTION 22 JUN 01 211
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
8. APPROACH PROCEDURES (PLAN VIEW) (Cont)

DME and ALONG TRACK DISTANCES

Database identifiers are assigned to many unnamed DME fixes.
The Jeppesen identifier is charted on GPS/GNSS type
approaches and charted on any type approach when specified as
a computer navigation fix (CNF). Unnamed Along Track Dis-
tances (ATDs) are charted as accumulative distances to the MAP.

APPROACH TRANSITION TO LOCALIZER

For DME arc approach transitions with lead-in radials, the fix at the transition "termination
point" beyond the lead in radial is dropped by many avionics systems.

West bound on the 22 DME arc, the leg after the 171° lead-in radial may not be displayed in
all avionics equipment.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE)

VERTICAL DESCENT ANGLES

Vertical descent angles for most *straight-in non-precision landings are included in the data-
base and published on charts with the following exceptions:
1) When precision and non-precision approaches are combined on the same chart, or
2) Some procedures based on PANS OPS criteria with descent gradients published in per-
centage or in feet per NM/meters per kilometer. However, these values are being converted
into angles and are being charted.

*Descent angles for circle-to-land only approaches are currently not in the database and are
not charted.

In the United States, many non-precision approaches have descent angles provided by the
FAA and are depicted on the approach charts. For many of the U.S. procedures, and in other
countries, the descent angles are calculated based on the altitudes and distances provided
by the State authorities. These descent angles are being added to Jeppesen’s charts.

The descent angle accuracy may be affected by temperature. When the outside air tempera-
ture is lower than standard, the actual descent angle will be lower. Check your avionics
equipment manuals since some compensate for nonstandard temperatures.

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE) (Cont)
FINAL APPROACH FIX (FAF), ILS and LOCALIZER APPROACHES (Cont)

When the ILS or localizer proce-

dure is being flown from the data-
base, the four- or five-character
name or identifier such as
CHUPP, FF04, or FF04R, etc. will
be displayed as the FAF.

If the LOM is not on the localizer

centerline, an identifier such as
FF04L may be the identifier for
the computed "on centerline" final
approach fix for runway 04L. If
there is only an outer marker at
the FAF, the FAF identifier may
be OM04L.

When there is no intersection or waypoint at the FAF such as at the MONRY LOM, the data-
base identifier will be
"OM09" if the LOM is on the centerline, and
"FF09" if the LOM is not on the centerline.

In some systems, to access the locator on most ILS and localizer approaches, the Morse
code identifier can be used.

In the United States, virtually all locators have a five-letter unique name/identifier so the loca-
tion can usually be accessed in some systems by the navaid Morse code identifier or the five-
letter name. In some systems, the locator is accessed by the name or by adding the letters
"NB" to the Morse code identifier.

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 INTRODUCTION 22 JUN 01 215
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
9. APPROACH PROCEDURES (PROFILE) (Cont)

NAMED and UN-NAMED STEPDOWN FIXES, FINAL APPROACH FIX (FAF) to MISSED
APPROACH POINT (MAP)
Named and un-named stepdown fixes between the FAF and MAP are currently not included
in the databases, but will be added in the future. They are often DME fixes, and in those
cases, can be identified by DME. The distance to go to the MAP may be labeled on some
GPS/GNSS type charts and VOR DME RNAV charts. Proper identification of these displayed
fixes is necessary to clear all stepdown fix crossing altitudes.

ILS AND RUNWAY ALIGNMENT

Differences in government specified values for localizer and airport variation may cause
apparent non-alignment of the localizer and the runway. These differences are gradually
being resolved, and whenever possible the airport variation is used for the localizer variation.

10. APPROACH PROCEDURES (MISSED APPROACH)

MISSED APPROACH POINT (MAP)

For non-precision approaches, when the MAP is other than a navaid, there will be a database
MAP waypoint with a unique identifier. If the MAP is a waypoint and is at or within 0.14 NM of
the threshold the MAP identifier will be the runway number, as "RW04" for Rwy 4 threshold. If
the MAP is not at the runway, there will either be an official name for the MAP, or an identifier
is provided. GPS/GNSS type approaches, and charts with descent angles, include the data-
base identifier of the MAP.

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10. APPROACH PROCEDURES (MISSED APPROACH) (Cont)

400-FOOT CLIMBS
The database includes a climb to 400 feet above the airport prior to turning on a missed
approach. This climb is not part of the official procedure, but does comply with State regula-
tions and policies. This specific climb to 400 feet is not included on charts. The missed
approach text supplied by the State authority is charted.

MISSED APPROACH PROCEDURE

The routes/paths that comprise a missed approach are not always displayed in some avionics
systems that use databases. Additionally, some avionics systems that include missed
approach procedures don’t always implement a full set of path terminators so many legs will
not be included in the airborne database. Refer to the charted missed approach proce-
dure when executing a missed approach.

11. ROUTES ON CHARTS BUT NOT IN DATABASES

The routes in approach procedures, SIDs (DPs), and STARs are coded into the database
using computer codes called path terminators which are defined in the ARINC 424 Navigation
Database Specification. A path terminator 1) Defines the path through the air, and 2) Defines
the way the leg (or route) is terminated. Not all avionics systems have implemented the full
set of path terminators specified in the ARINC 424 document.

Because of the incomplete set of path terminators in some avionics systems, pilots need to
ensure their avionics systems will take them on the routes depicted on the charts. If the avi-
onics systems don’t have all the routes, or don’t have the means to display them, it is the
pilot’s responsibility to fly the routes depicted on the charts.

FINAL COCKPIT AUTHORITY, CHARTS OR DATABASE

There are differences between information displayed on your airborne avionics navigation
system and the information shown on Jeppesen charts. The charts, supplemented by NOT-
AMs, are the final authority.

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 INTRODUCTION 22 JUN 01 217
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

GLOSSARY/ABBREVIATIONS

AIRAC - Aeronautical Information Regulation and Control. Designates the revision cycle
specified by ICAO, normally 28 days.

ARINC - Aeronautical Radio, Inc

ATD - Along Track Distance, as "3 NM to RW24".

ATS Route - Officially designated route. No designator assigned.

CNF - Computer Navigation Fix

DATABASE IDENTIFIER - Avionics system use only, not for flight plans or ATC communica-
tions. Identifies a waypoint or fix.

DP - Departure Procedure

FAA - Federal Aviation Administration

FACF - Final Approach Capture Fix. Database includes (usually as an intermediate fix) when
no suitable fix is specified in source.

FAF - Final Approach Fix

FLY-BY FIX - Waypoint allows use of turn anticipation to avoid overshoot of the next flight
segment.

FLY-OVER FIX - Waypoint precludes any turn until the fix is over flown and is followed by an
intercept maneuver of the next flight segment.

FMS - Flight Management System

GNSS - Global Navigation Satellite System

GPS - Global Positioning System

GPS/GNSS SENSOR FAF - Database fix that changes sensitivity of the Course Deviation
Indicator (CDI) on final approach.

GPS/GNSS TYPE APPROACHES - Any approach that can be flown with GPS/GNSS as the
only source of navigation.

ICAO - International Civil Aviation Organization

IAF - Initial Approach Fix

IF - Intermediate Approach Fix

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GLOSSARY/ABBREVIATIONS (Cont)

LOM - Locator Outer Marker

MAP - Missed Approach Point

MAA - Maximum Authorized Altitude

MCA - Minimum Crossing Altitude

MOCA - Minimum Obstacle Crossing Altitude

MORA - Minimum Off-Route Altitude

MRA - Minimum Reception Altitude

NavData - Jeppesen Navigation Data

OBSTACLE DEPARTURE - An instrument departure procedure established to avoid obsta-

cles.

PANS OPS - Procedures for Air Navigation Services - Aircraft Operations (ICAO)

QFE - Height above airport or runway, local station pressure.

QNH - Altitude above MSL, local station pressure

SENSOR FINAL APPROACH FIX (FF) - Included in database and on charts when no FAF is
specified for the approach.

SID - Standard Instrument Departure

STAR - Standard Terminal Arrival Procedure

TERPs - United States Standard for Terminal Instrument Procedures

VNAV - Vertical Navigation

VERTICAL DESCENT ANGLE - May be established by Jeppesen or specified by the State

(country). Charted on Jeppesen approach charts along with database identifiers and rates of
descent

WGS-84 - World Geodetic System of 1984

END

©JEPPESEN SANDERSON, INC., 2001. ALL RIGHTS RESERVED.

These charts are for training purposes
only and are not to be used for flight.

AAMEDU
9 NOV 12