IN THIS ISSUE

Jeppesen Mobile FliteDeck

Leading the mobile solutions charge (again) with data-driven and interactive digital enroute navigation information and worldwide geo-referenced terminal charts. Read more.

Upcoming webinars

Join us on September 27th and November 8th to see how we’re transforming business aviation. Read more.

Weather wise

Hear from our resident met guru, Mike Cetinich, about how to deal with convective weather hazards. Read more.

Making your life simpler

New enhancements to our online Trip Planning System portal make it easy to manage even the most complex tasks in your flight department. Read more.

I once was blind and now I see

Our new satellite weather product—nighttime low clouds and fog—lets you see accurate depictions of potential hazards in the dark. Read more.

Where are you?

Track aircraft positions in Europe with data provided by the CFMU DDS to AO service. Read more.

Increasing the efficiency of Russian airports

Boeing and Jeppesen will help analyze and optimize ground operational plans and introduce new procedures with the goal of improving the safety and efficiency of Russian airspace. Read more.

Upcoming events

Read more.

Closures and advisories

Check out this section for the latest need-to-know info. Read more.

VOLUME 10, ISSUE 3 2011

The Corporate Flyer

Visit Jeppesen at booth C8810To subscribe or unsubscribe to the Corporate Flyer please send an email to corporateflyer@jeppesen.com

VOLUME 10, ISSUE 3 2011 The Corporate Flyer

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Jeppesen Mobile FliteDeck digital charting app brings true data-driven enroute navigation information to iPad®

We recently launched our Jeppesen Mobile FliteDeck app, a new aviation navigation solution for iPad, that is now available on the App Store.

Jeppesen Mobile FliteDeck features true, data-driven and interactive digital enroute navigation information and worldwide geo-referenced terminal charts. Designed for use on the ground and in the cockpit, the transformative Jeppesen Mobile FliteDeck provides the aviation industry’s first dynamically rendered mobile solution, optimized for all phases of flight.

Jeppesen Mobile FliteDeck includes own-ship position and route overlay as well as the ability to view a complete library of terminal charts, airport diagrams and Jeppesen Airway Manual text information. For the first time, Jeppesen’s Airway Manual service is available in fully electronic format on a low-cost and robust platform.

The app is designed to enhance situational awareness, reduce pilot workload and improve operational efficiency for pilots and operations staff. Jeppesen Mobile FliteDeck is available for the general and business aviation markets.

“Jeppesen Mobile FliteDeck does not rely on a ‘stitched-together’ view of scanned enroute charts, but rather presents automated, interactive information including data critical for enroute operations, with details available at the touch of a finger,” said Tim Huegel, director, Jeppesen Aviation Portfolio Management. “Our new solution builds on the success of Jeppesen Mobile TC for iPad and provides pilots and operators with an affordable option to integrate digital charts in the cockpit. It greatly improves a pilot’s situational and operational awareness and is backed with the most accurate flight information available, presented in a highly interactive manner through an innovative and simple app.”

Jeppesen Mobile FliteDeck streamlines flight preparation, simplifies complex processes, eliminates labor associated with paper revisions and reduces clutter in the cockpit. Pilots are able to choose what information is displayed, including high or low altitude IFR charts, airports, airways, waypoints, navaids, airspace, terrain information, enroute and terminal communications and operational notes. The design allows for individualized on-screen presentation, while always remaining simple to use.

Optional own-ship display, available through an app setting, provides valuable supplemental situational awareness on the moving map. The enhanced full-color, high-quality information display with easy search, zoom and pan, ensures the right information is displayed at the right time. Brightness controls that exceed the normal dimming range of iPad allow for optimal chart viewing at night.

Jeppesen Mobile FliteDeck for consumer use is available for download at no additional charge for Jeppesen digital data subscribers through the App Store on iPad or at itunes.com/appstore. To use the app, customers need a JeppView or Express JeppView subscription. For details on enterprise use, please contact Jeppesen.

Many operators will need to gain authorization from the FAA or other local civil aviation authority to use Jeppesen Mobile FliteDeck on iPad in all phases of flight, following the precedent set earlier in 2011 for iPad as an EFB. Successful rapid decompression testing has been completed by Jeppesen, demonstrating the integrity of iPad for use in flight.

For information on Jeppesen Mobile FliteDeck, please visit www.jeppesen.com/mobile. n

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Using technology to share informationJoin us on Tuesday, September 27 at noon ET as we preview NBAA 2011, talk about our new Jeppesen Mobile FliteDeck app, and answer your questions about how Jeppesen is helping to drive the future of business aviation. We look forward to having you! Visit www.jeppesen.com/nbaa-webinar to register.

Jeppesen International Trip Planning will be participating in the NBAA’s International Operators Committee webinar. There will be a live webinar on Tuesday, November 8th, followed by a live, online forum on Thursday, November 10. Jeppesen will be presenting information on operations in Europe, which will include content from the International Operators Conference (IOC) this past March. For more information, nbaa.org.

VOLUME 10, ISSUE 3 2011 The Corporate Flyer

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Unveiling weather hazardsby Mike Cetinich, Jeppesen product manager, Aviation Operation Solutions

You’re ready to depart on your Instrument Flight Rules (IFR) flight plan, but how sure are you that you will be avoiding all of the weather hazards along the way, especially when flying in Instrument Meteorological Conditions (IMC)? Many hazards exist in IMC including icing, turbulence, convection and, of course, terrain.

Pilots can prepare for a lot of variables, but one area that remains a mystery for many is how best to deal with convective activity while in IMC. First, make sure you have a thorough pre-flight briefing, which may include more than calling Flight Service an hour before departure. Some investigative work and more advanced weather knowledge may be involved on your part.

Relying on ATC to vector you around hazardous weather can be a dangerous strategy. On April 19, 2006, famed aviator Scott Crossfield was involved in a tragic accident while piloting his Cessna 210A in severe convective activity near Ludville, GA. The final NTSB report stated the probable cause to be, “The pilot’s failure to obtain updated enroute weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller’s failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives, both of which led to the airplane’s encounter with a severe thunderstorm and subsequent loss of control.” Mr. Crossfield assumed that ATC would vector him around any severe cells, and ATC assumed Mr. Crossfield would avoid any severe cells on his own.

What information should pilots look at to determine what possible hazards may exist? It’s safe to assume that when flying through convective clouds you may encounter severe turbulence and icing, as well as microbursts, wind shear, hail and lightning, so avoiding convective clouds is a key ingredient to safe IMC operations.

Let’s plan a flight between New Orleans (KMSY) and Memphis (KMEM), departing at 1800 UTC. A cold front with clouds, precipitation and IMC lies in our path.

A good start to a pre-flight briefing is the national or regional NEXRAD reflectivity. NEXRAD reflectivity can be base (lowest scan) or composite (all three vertical scans). This will show where precipitation is falling, and show the areas that may contain convective clouds (dBZ values above 35-40). If you have access to a lightning product, you can determine where thunderstorms are present. Next, look at the NEXRAD echo tops mosaic to determine the tops of where precipitation is occurring. This can help you decide if you can safely fly above the precipitation. It is also good to view visible and infrared satellite imagery, if available, to determine where the clouds are.

Remember, all of this NEXRAD information is based on current activity, so you will need to determine what is forecast to happen during your flight. The convective outlook, which is provided by the Storm Prediction Center (SPC) in Norman, OK, provides a 24-hour outlook for general thunderstorms as well as areas that may contain severe thunderstorms. It also provides graphical and textual updates on current and forecast areas of concern. Another helpful product is the collaborative convective forecast product (CCFP) that is issued by the Aviation Weather Center (AWC) in Kansas City. This product graphically depicts areas expected to experience convection for the next two to six hours.

Back to our example—upon departure from New Orleans we will be flying though clouds associated with a cold front and in IMC. We will also be flying through some precipitation, but tops look to be below FL250-300, and there is no lightning. One option would be to wait until the front moves east and fly behind the front, avoiding the precipitation and clouds. But, if you have to depart at 1800 UTC and are comfortable with the information you received in your pre-flight briefing, then what tools are available to use while enroute to avoid the bad stuff?

Unless your flight is equipped with on-board radar, you should not attempt tactical navigation where convective activity exists or may exist. A storm scope (lightning detection) can be a helpful supplement to radar, but convective hazards can still exist when no lightning is present.

The next best option is to have datalinked weather. Various companies, including WxWorx and WSI, provide a satellite-based downlink of aviation weather, including NEXRAD reflectivity and lightning. These products are wonderful for situational awareness and providing the “big picture” view along your route.

NEXRAD Base Reflectivity

Mosaic NEXRAD Echo Tops

Visible Satellite with Lightning

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Convective Outlook

CCFP

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They should not, however, be used for tactical navigation around convective activity. The information displayed can be 5-15 minutes old, which is much too long because thunderstorms grow by as much as 5,000 feet per minute and move as fast as 40-60 knots, which makes a big difference in their location and intensity in a very short time.

If you do not have access to datalink weather, contacting Flight Watch on frequency 122.0 is your last resort for understanding weather hazards while enroute. Make sure you are very specific when asking for the information you want. For example, just asking, “What is the weather ahead?” will give you a very different response than “I’m at FL250 and want to know the tops and dBZ values along my route.” You can also ask for routing around any areas you may not be comfortable flying through.

Recently, we’ve seen a large outbreak of severe weather throughout the United States. In April 2011, a new record was set with over 600 confirmed tornadoes across the U.S. The previous monthly record was 542 in May 2003. During the “super outbreak” of April 25-28, 2011, there were 308 tornadoes, more than doubling the previous single outbreak record of April 3-4, 1974, which produced 148 tornadoes.

What’s the cause of all this severe weather? Keep in mind that part of the reason more tornadoes are now observed is due to the WSR-88D NEXRAD radar network that was deployed from 1988 to 1992. These radars can observe tornadoes that previously went unobserved. Another reason is that the U.S. population has increased from approximately 203 million in 1970 to 308 million in 2010. With over 100 million additional residents living in previously uninhabited places, there are simply more people to witness tornadoes.

Does that mean that our climate is not changing? Absolutely not. Our planet, and its climate, are in a constant state of change. Since our last ice age approximately 20,000 years ago, our planet has been in a warming cycle. There is much debate about how much of this warming is due to human activity, but the honest answer is that it is very difficult, if not impossible, to quantitatively determine the effects of anthropogenic (human-caused) warming.

We can see from the Vostok, Antarctica ice core data that ice ages are associated with low carbon dioxide values and high dust concentrations. Warm periods tend to have the opposite. It is apparent that these variations in our climate have been occurring for a very long time, and long before there was abundant human activity.

Meteorology as a science is not much more than 100 years old and weather records for most locations don’t go much beyond this time period. The weather averages we often hear of are from a very short period of time from a geologic standpoint. We don’t know how cold it was during the height of the last ice age, and we don’t know how warm it was the last time the polar ice caps melted.

From a climate standpoint, it really doesn’t matter how or why the planet is warming; it just is. When our oceans and atmosphere warm, there is more energy available. When there is more energy, weather events tend to be more extreme. Longer and more severe droughts, more severe flooding, stronger hurricanes and typhoons, and stronger and more numerous tornadoes will become the norm.

And there are still other events driving our seasonal weather patterns that are mostly associated with oceanic sea surface temperature anomalies. The most common is the El Niño Southern Oscillation (ENSO), which is a warm pool of water in the equatorial Pacific that sloshes back and forth. When the warm water is in the eastern Pacific we have an El Niño event. When it is in the western Pacific we have a La Niña event. Each of these patterns can cause very different global weather patterns.

Another phenomenon known as the North Atlantic Anomaly (NAO) and shorter-term patterns like the Madden-Julian Oscillation (MJO) also affect seasonal weather patterns. Our most recent severe weather outbreak in the U.S. is likely the result of our current La Niña event, which typically means a more active severe weather spring. La Niña events also tend to produce a more active Atlantic and Caribbean hurricane season. Natural events, such as volcanic eruptions, also may affect our climate. When volcanic ash and gases are pumped into the stratosphere during violent eruptions, the troposphere tends to cool down for one to two years afterward.

There are many ways in which our climate is affected, both short term and long term. As humans, we need to understand that climate change is inevitable and be able to adapt to the changes in our short term weather and longer term climate. One of my favorite sayings is, “Climate is what you expect; weather is what you get.” As our climate and weather change, our expectations may need to change as well. n Return to cover.

Tornado swaths during the April 2011 “super outbreak”

Vostok, Antarctica Ice Core Sample data

Unveiling weather hazards (cont.)

VOLUME 10, ISSUE 3 2011 The Corporate Flyer

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People on board

Managing invoices is simple with the Jeppesen Trip Planning System

Jeppesen airport diagrams offer a wealth of information for airports around the world

Trip itinerary clearance report

Historic flight times are captured using the actual ETEs between airport pairs from previous trips

New features for Jeppesen Trip Planning System Web portal simplify complex tasksWe’re excited to announce new functionality within our Trip Planning System Web portal, which is available at no charge to current International Trip Planning Services (ITPS) customers. Enhancements include efficiently managing operational documentation; tracking outstanding third-party trip invoices; generating a report with country clearance status; requesting and retrieving trip estimates; viewing airport diagrams; and obtaining historical flight times.

Keeping track of your crew and passenger information can sometimes be a challenge, especially if there are individuals joining or leaving the aircraft throughout the trip. Within the Trip section of the Web portal, you can view the list of crew, passengers and even pets for the entire trip or on a leg-by-leg basis. A report can also be generated that shows the names, dates of birth, nationalities and passport numbers with expiration dates of the people on board.

The Web portal can now serve as a centralized document storage and management solution. You can directly submit and manage operator-specific documentation that you keep on file with Jeppesen. This includes airworthiness certificates, proofs of insurance, pilot licenses and other important documents. In addition to storing documentation, you can compile your own trip packages, save them in a PDF format, and distribute them via email and fax to designated operational personnel, ground handlers and passengers.

Any operator who flies internationally knows that invoices continue to trickle in after a trip, making it difficult to keep track of everything and determine when all invoices have been received. Within the Web portal, the status of anticipated invoices for third-party services are tracked and their receipt noted. The information is viewable to users of the Web portal, and Jeppesen’s handler relations team also uses the information to ensure expedited delivery of invoices by third-party service providers, such as ground handlers.

Given the fact that trips usually revise numerous times during the planning process, it is often difficult to keep track of which country permissions have been received and which ones are still pending. This is easily solved with the Web portal, by generating a report that gives the status of various overfly and landing clearances. The report, which includes the applicable permit numbers, can also be used by flight crews as a convenient reference document in the cockpit during the actual trip.

During the pre-planning phase, questions might arise about a specific airport, such as runways, layout and parking locations. This information is quickly obtained via the worldwide set of Jeppesen airport diagrams that are now available in the Web portal. More detailed information can also be found by clicking on the Overview tab within the Airports section of the portal.

Trip estimates that we generate can now be viewed and printed from within the Web portal. New requests for trip estimates can also be made by simply clicking on the New tab and completing the designated fields as prompted.

Flights to unfamiliar destinations, or those that have not been visited recently, can leave the crew and scheduling staff scratching their heads as to what kind of flight times to expect. By using the historical flight times feature found within the Tools section of the Web portal, you can look up aircraft-specific flight times between designated airport pairs. The times are based on past actual trips for the most accurate data possible.

Additional enhancements to the Web portal will be launched in the coming months, including new trip submission functionality and the ability to submit changes to trips electronically via the Web portal or CTA’s FOS scheduling application. For more information on the Trip Planning System Web portal, please contact your Jeppesen account manager. n

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Get a clear picture of nighttime fog and low cloudsJeppesen has been supplying weather products to the aviation industry since the 1980s. We offer a wide variety of aviation-specific weather graphics as well as custom weather briefs for individual flight segments.

In the 1990s, we began supplying worldwide infrared and visible satellite imagery, and now we are now excited to announce our latest addition to the satellite products lineup—nighttime low clouds and fog.

Fog imagery is accurately generated by using the infrared bands from various geostationary satellites across the western hemisphere, Asia and Australia. The fog image is created by subtracting the shortwave infrared (IR) channel (3.9 micron wavelength) temperatures from the longwave IR channel (10.7 micron wavelength) temperatures.

Bright white areas indicate the presence of fog or low stratus, and may also indicate mid-level clouds. Brighter white indicates thicker clouds (figures 1 and 2, area A1). Solid black areas generally indicate the presence of high clouds and may obscure some low clouds below (figures 1 and 2, area A2). Some coarse and sandy soil areas, as is the case in the United States desert southwest, can mimic bright white low clouds and fog (figures 1 and 2, area A3). It is for these reasons we recommend all fog products be viewed in the loop presentation.

Maps are valid at different intervals depending on the satellite. Generally, images are created every 30 minutes for GOES imagery and every hour for MTSAT imagery. Images are available as Visible or Fog Product on both JetPlan.com and JetPlanner.

The following regions support fog product imagery: United States, Regional United States, Alaska, Hawaii, Canada, Western Atlantic, Caribbean, South America, Mexico, Eastern Pacific, Asia and Australia. As work continues on this product, we will look to adding zoomed areas of Southeast Asia, Australia and South America.

Maps are created during the local nighttime hours only. As sunrise or sunset arrives, the image will be a composite of both the fog product and the visible image (figure 3). n

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figure 1

figure 2

figure 3

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Boeing working with Russia to increase airport capacityInitiative helps optimize ground and air operations for 2014 Sochi Olympics

Boeing recently signed memorandums of understanding at the Moscow Air Show aimed at working together to increase the efficiency and capacity of leading Russian airports. Boeing will work with the Basel Aero Company, operator of Sochi International Airport; Moscow State University of Geodesy and Cartography; and Vnukovo Airport in Moscow.

The Boeing Flight Services Air Traffic Management group and Boeing subsidiary Jeppesen, will help the airports analyze and optimize their ground operational plans and introduce new procedures with the goal of improving the safety and efficiency of Russian airspace.

“Modern technologies of air traffic management and air navigation will allow us to reduce the risk of closing our airports in low visibility conditions, update our ground operations as well as optimize airspace utilization,” said Sergey Likharev, chief executive officer of the Basel Aero Company. “In order to stay competitive and offer the best services to airlines and their passengers, especially prior to such high profile events as the 2014 Winter Olympics and the 2018 World Cup, we need to work with the best experts and introduce proven and modern solutions,” he said.

Upon execution of definitive agreements, Boeing will work with the Russian organizations in modernization initiatives, including increasing the capacity of the largest Russian airports and transforming the overall design of the air navigation system in Russia prior to the Sochi Winter Olympic Games.n

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Aircraft position reports for European flights now available in JetPlanWe are pleased to announce a new feature that gives you the ability to track aircraft positions in Europe with data provided by the CFMU DDS to AO service. This data provides aircraft position reports based on flight plan routes with radar position verification.

Customers who want to see their aircraft position reports from the CFMU service must first subscribe directly with CFMU, list Jeppesen as the CFSP and then send the form to Jeppesen to sign.

Once returned to CFMU, Jeppesen will be able to provide the position reports to customers through our flight tracking service, which is included as part of our JetPlan flight planning system. You can also see position reports from the FAA ASDI service, as well as from customer ACARS reports when those are sent to Jeppesen. For more information, please contact your account manager. n

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Upcoming EventsPlease check with Jeppesen International Trip Planning for any slot requirements or parking restrictions.

Rugby World Cup09 September-23 October 2011New Zealandwww.rugbyworldcup.com/

F1 Grand Prix Racing07-09 October 2011: Suzuka, Japan14-16 October 2011: Yeongam, Korea28-30 October 2011: New Delhi, India11-13 November 2011: Abu Dhabi25-27 November 2011: Sao Paulo, Brazilwww.formula1.com

NBAA 64th Annual Meeting and Convention10-12 October 2011Las Vegas, Nevadawww.nbaa.org/events/amc/2011/

World Economic Forum on the Middle East and North Africa 201121-23 October 2011Dead Sea, Jordanwww.weforum.org/events/world-economic-forum-middle-east-and-north-africa-2011

Fort Lauderdale International Boat Show27-31 October 2011Fort Lauderdale, Floridawww.showmanagement.com/fort_lauderdale/event/

G20 Summit03-04 November 2011Cannes, Francehttp://www.g20.org/

Dubai Airshow 201113-17 November 2011Dubai, UAEwww.dubaiairshow.aero/

CBAA/NBAA Cross-Border Issues Conference08-09 December 2011Mississauga, Ontario, Canadawww.nbaa.org/events/cross-border/2011/

NBAA 23rd Annual Schedulers and Dispatchers Conference15-18 January 2012San Diego, CA

Singapore Airshow24-19 February 2012Singaporewww.singaporeairshow.com.sg/

NBAA 39th Annual International Operators Conference12-15 March 2012San Diego, CA

Asia Business Aviation Conference & Exhibition (ABACE)27-29 March 2012Shanghai, Chinawww.abace.aero/2012/

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Significant airport/runway closures

For further information contact Jeppesen International Trip Planning or visit www.jeppesen.com/TPS and click on the Bulletins link.

Aberdeen, UK (EGPD) – Due to runway extension work, the airfield is closed for all landings and departures through 28 October 2011 between the hours of 2230L-0545L.

Aruba, Netherland Antilles (TNCA) – Due to reduced traffic the airport is closed between 0400Z-1100Z through 31 December 2011.

Cartagena, Colombia (SKCG) – Will be closed between 0500Z-1100Z daily during the months of September and October 2011.

London-Luton, UK (EGGW) – Will be closed on 12-13 November 2011 between the hours of 0001Z-0500Z.

Novosibirsk, Russia (UNNT) – There has been a change in operating hours and this aerodrome is no longer operational 24 hours. A permanent NOTAM has been issued that states the aerodrome is closed for takeoff and landings for all aircraft type between 0700Z-0900Z daily.

St. Petersburg, Russia (ULLI) – Parking restrictions are in effect through 29 October 2011. Non-scheduled aircraft are not allowed to park for more than 24 hours.

Tel Aviv, Israel (LLBG) – Will be closed on Sundays-Fridays from 0050Z-0500Z and 1100Z-1500Z through 29 September 2011.

The airport will also be closed on Sundays-Fridays from 0150Z-0600Z and 1200Z-1600Z between 02-28 October.

Travel and health advisories

The U.S. State Department’s current list of Travel Warnings includes: Afghanistan, Algeria, Burkina Faso, Burundi, Central African Republic, Chad, Colombia, Côte d’Ivoire, Democratic Republic of Congo, Eritrea, Guinea, Haiti, Iran, Iraq, Israel, the West Bank, and Gaza, Kenya, Korea (Democratic People’s Republic of), Lebanon, Libya, Mali, Mauritania, Mexico, Nepal, Niger, Nigeria, Pakistan, Philippines, Saudi Arabia, Somalia, Sudan, Republic of South Sudan, Syria, Uzbekistan, and Yemen.

Closures and Advisories

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Notable fuel shortages and restrictions

Asmara, Eritrea (HHAS) – Has continued limited fuel availability. Always confirm fuel availability prior to your operation.

Bulgaria – There are currently fuel supply issues countrywide throughout Bulgaria. It is recommended for operators to tanker fuel, but if this is not possible, please have fuel availability reconfirmed and secured ahead of time.

Tashkent, Uzbekistan (UTTT) – There is still no fuel available for technical stops. If your final destination is UTTT, there may be fuel available, but please confirm ahead of time.

Regional updates

Bermuda – A permanent NOTAM has been issued requiring a Prior Permission Request (PPR) for any arrival or departure between the hours of 2300-0700 local time, in order for ATC and Aircraft Rescue and Fire Fighting (ARFF) resources to be called out for the operation. A PPR form must be completed and submitted at least 24 hours prior to the planned day of the flight, and the operator must be in receipt of an approval before commencing the flight. Accordingly, all unscheduled operators should be aware the prevailing charges can be up to USD 10,000.

Ireland – An update regarding U.S. Customs and Border Protection (CBP) pre-clearance procedures at Shannon Airport (EINN); effective immediately, CBP will no longer require a full shut down of certain aircraft equipment. For aircraft equipped with auxiliary power units (APUs) located on the fuselage eight feet or higher from the ground, the APU may remain powered and any electrical systems served by the APU (navigational, comfort, safety, etc.) may also remain powered. For small to mid-size aircraft with an APU configured less than 8 feet off the ground, the APU will be powered down. For these aircraft, a GPU will be acceptable. Since the implementation of this process, local handlers have reported a significant improvement in the ground time required for the pre-clearance process, reducing it to a more acceptable time of 60 minutes.

Mexico – Cabo San Lucas International Airport (MMSL) has been officially authorized to extend their airport hours of operation to 0600-2000 local time. It was previously open from 0700-1900 local time.

United Kingdom – With the 2012 London Olympic and Paralympic Games less than a year away (27 July-09 September 2012), preparations are well underway and there is information already available that operators need to be aware of:

There are 34 venues across the UK; 27 of which are within or close to London.

London airports will be very busy during this time (as will many other aerodromes in the UK).

Eight main ports of entry around London will be used: EGGW, EGKB, EGKK, EGLC, EGLF, EGLL, EGSS and EGWU

Slot coordination will be in effect 21 July-15 August 2012. The airports affected by full slot coordination are:

EGBB-Birmingham

EGBD-Leicester

EGBE-Coventry

EGBK-Northampton Sywell

EGGW-Luton

EGHF-Lee-on-Solent

EGHH-Bournemouth

EGHI-Southampton

EGHO-Thruxton

EGHR-Goodwood

EGKA-Shoreham

EGKB-Biggin Hill

EGKK-Gatwick

EGKR-Redhill

EGLC-London City

EGLD-Denham

EGLF-Farnborough

EGLI-Chalgrove

EGLK-Blackbushe

EGLL-Heathrow

EGLM-White Waltham

EGLS-Old Sarum

EGMC-Southend

EGMD-Lydd (London Ashford)

EGMH-Manston

EGML-Damyns Hall

EGSC-Cambridge

EGSF-Peterborough (Conington)

EGSG-Stapleford

EGSS-Stansted

EGSU-Duxford

EGSX-North Weald

EGTB-Wycombe

EGTC-Cranfield

EGTD-Dunsfold

EGTF-Fairoaks

EGTK-Oxford

EGTO-Rochester

EGTR-Elstree

EGWU-Northolt

Allocations of slots for each airport are being finalized through the Slot Coordination Committee (SCC).

Slot bookings began on 05 September 2011 and can be made through your international service provider.

Slot bookings for Stansted (EGSS), Luton (EGGW) and Birmingham (EGBB) will begin on 30 November 2011 although provisional bookings can be made as of 01 September 2011.

Closures and Advisories (cont.)

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How To Reach Us

Flight Planning, Weather, Fuel, and International Trip Planning

San Jose, CAToll Free: 877.537.7487 Direct: 408.963.2000 Fax: 408.961.5362 email: ifs@jeppesen.com

London, UKDirect: +44 1293 842403 Fax: +44 1293 842440 email: ifs_eur@jeppesen.com

Dubai, UAEDirect: +971 4 213 4862 Fax: +971 4 299 7052 email: ifs_dxb@jeppesen.com

Airway Manuals, Charts, JeppView, NavData, and Pilot Supplies

Denver, CO Toll Free: 800.553.7750 Direct: 303.328.4244 Fax: 303.328.4124

Neu-Isenburg, GermanyDirect: +49 6102 5070 Fax: +49 6102 507999

London, UKToll Free: 08000 UK JEPP (or 0800 085 5377)

Slot bookings for Southampton (EGHI) and London City (EGLC) can be made starting 01 February 2012.

It is very likely that for operators wishing to stay for long periods during the event may be required to reposition the aircraft from the London airports of entry after dropping off passengers. Ground handling agents at both Luton (EGGW) and Stansted (EGSS) have already indicated that this is a very likely scenario. Other airports are likely to follow in order to help accommodate as many operations as possible.

Farnborough (EGLF) confirms they have been granted 284 slots per day for this period. They expect this to be approximately 20 per hour (drops to 12 per hour between 2000L-2200L).

All flight plans will require a slot ID given by ACL. If flight plans do not have that slot id, they will be automatically cancelled.

During summer months London airports receive high volumes of traffic. In 2012 this will be significantly increased due to regional events such as the Farnborough Air Show, the Queen’s Jubilee, Wimbledon, the British Formula 1 Grand Prix and the Olympic games.

For the Olympic Games alone it is anticipated that an additional 700 extra charter flights, over 10,000 business jet movements and 240 State flights will operate through the UK.

It is highly recommended that operators book slots as early as possible for this period to avoid disappointment. Some handling agents are advising that there is likely to be booking fees or deposits required for this period but no firm announcements have been made at this time.

Information has been released by NATS about the no fly zones. Additional updates will follow shortly.

The Airport Slot Reservation Opening Schedule is also a good source of information.n

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Closures and Advisories (cont.)

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email: corporateflyer@jeppesen.com

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