The Corporate FlyerA quarterly publication of Jeppesen International Trip Planning

Volume 4 October 2005

In This Issue

Reading Clouds for Weather Clues 2

Jeppesen Integration Tool Kit: Facilitating the Integration of Jeppesen Charts in Cockpit Systems 4

Jeppesen Preferred Handler Spotlight: Executive Flight Services, Dubai 6

Jeppesen Hires New Business Aviation Sales Manager 6

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See Us At NBAA!9-11 November, Booth 5146

Long before the days of weatherradar, satellites, and numericalmodel guidance, forecasters andpilots looked to the sky for clues toimpending weather. Reading thesky has become somewhat of a lostart, yet there is a lot of importantinformation that can be extractedfrom simply looking at what cloudsare present.

The ancient Egyptians were thefirst to realize that air containedmoisture, and the goddess Tefnutwas the keeper of humidity. As wenow know, clouds are the visibleevidence of this moisture. Allclouds in our atmosphere areformed by cooling of air such thatcondensation occurs.

There are some basic mechanismsthat lead to the cooling necessaryfor cloud formation. The mostcommon mechanism is the liftingof air. Lift can be supplied byterrain, convection, or by fronts. Asair is lifted, it cools, and at the pointknown as either the liftedcondensation level (LCL) or theconvective condensation level(CCL), a cloud is formed.

The other mechanism for cooling isradiative cooling. As the surfacecools, air that is in close contactwith it is cooled as well, and atsome point will condense into acloud. Stratus over water and fogover land are common cloudsformed by radiative cooling.

So why are clouds important toaviators? Well, since the aircraft wefly are part of the atmosphere,clouds can tell us what the aircraftis about to experience.

Let’s start with cloud basics. Cloudtypes are determined by the altitudethey appear at. Low Clouds areclouds with bases below 6500 feetAGL, Middle Clouds are cloudswith bases between 6500 feet and20,000 feet AGL, and High Cloudsare clouds with bases above 20,000feet AGL. The other type of cloudclassification is whether the cloudsare layered or have vertical

development. Here is a table that helpsto explain the various cloud types:

Next, we can begin to associate various cloud types with weatherphenomenon. Anytime there arevertical cloud types, there is significant lifting or rising columnsof air in the atmosphere. If thereare layered clouds, there is gentlelifting with possible subsidence(descending air) above the clouds.High clouds are mostly composedof ice crystals as they are typicallyabove the freezing level in theatmosphere. Middle clouds can becomposed of a combination of particles, from ice crystals, to snowto water droplets, to super cooledwater droplets. Low clouds, dependingon location, elevation and season,can contain almost anything; snow,rain, hail, ice pellets, water droplets,and super cooled water droplets.Clouds are one of the rare placesthat frequently contain liquid waterat temperatures below freezing.Aviators are all too familiar withthis unusual event in nature, assuper cooled water is what causesicing on aircraft while in flight.

As you approach a frontal system,the clouds will tell you much aboutthe hazard you may experience asyou fly through the front. Warmfronts generally have more graduallift associated with them, and thuslayered clouds will be more prevalent,such as cirrostratus, altostratus,stratus, and nimbostratus. Cold andOccluded fronts have greater verticallift and thus will generally havemore vertically developed clouds,such as altocumulus, cumulus,and cumulonimbus, associated withthem. High and Middle clouds usuallyprecede fronts, so although they arenormally not considered hazardousto aviation, except when supercooled liquid is present, they bearwatching as the precursors topotentially more hazardous weatherahead. Low clouds are the mosthazardous to aviation, as they presentvisibility, ceiling, turbulence, icing,and thunderstorm hazards. Theyare also the cloud types experiencedduring the most critical phases offlight: take-off and landing.

2

Reading the Clouds for Weather Clues

Continued on page 3u

Low Clouds <6500 ft AGL

Middle Clouds6500 to 20,000 ft AGL

High Clouds> 20,000 ft AGL

Layered Clouds Vertical Clouds

Stratus (ST)

Nimbostratus(NS)

Fog (FG)

Altostratus (AS)

Cirrus (CI)

Cirrostratus (CS)

Cumulus (CU)

Stratocumulus(SC)

Cumulonimbus(CB)*

Altocumulus(AC)

Cirrocumulus(CC)

*Cumulonimbus are sometimes classified as a uniquecloud type; although the bases are generally below6500 feet AGL, tops can exceed 50,000 feet.

Cirrus Clouds

Altocumulus Clouds

Altostratus Clouds

Stratus Clouds

Stratocumulus Clouds

Nimbostratus Clouds

3

Fog and stratus are low cloud typesthat cause frequent problems foraviation. Both form in a stableenvironment, meaning relativelywarm air is aloft, with cooler airnear the surface. On a weathermap, they would occur in areas ofhigh sea level pressure, typicallywith a ridge of high pressure aloftover the area. Stratus and fog canform and remain where it forms(radiation stratus/fog) or it can beadvected (advection stratus/fog) bylow level winds. Stratus along thewest coast of continents forms overthe cool ocean waters and then isadvected inland when lowerpressure forms due to the landbeing heated. The air near thesurface is cooled either by water orterrain that is rapidly decreasing intemperature. Because fog andstratus develop near the surface,they cause restrictions to visibilityand low ceilings, as well as obscure terrain. Fog and stratus are typically shallow in depth,anywhere from 100 feet to a fewthousand feet.

Cumulonimbus (CBs) clouds deservespecial attention, as they presentmore hazards to aviation than anyother cloud type. Often formingrapidly, CBs can reach altitudesexceeding 40,000 feet in a matter ofminutes. CB growth rates havebeen measured above 5000 feet perminute in super cell developments.Extreme updrafts and downdraftscan occur in mature CBs, withvertical speeds exceeding 60 knots.In addition, large hail canaccompany CBs, often growing tosizes that can damage aircraft.Lightning, turbulence, icing, and

wind shear are other dangers thatcan accompany these clouds.Microbursts are rapidly descendingair from the bases of CBs thatplunge to the surface and thenspread out radially. Numerous fatalaircraft crashes have occurred as a result of penetrating strongmicrobursts on final approach andtakeoff. A good rule of survival is toavoid CB clouds altogether. WhenCB cloud tops extend into the upperatmosphere and encounter jetstream winds, extreme turbulencecan occur downwind of the CB, asgravity waves can form in the lee ofthe CB top.

Another cloud type that deservesspecial mention is lenticular andassociated rotor clouds. Lenticularclouds form when a mountain wavesituation is in progress. Mountainwaves form when strong windsblow perpendicular to mountainranges. The mountain range createsa downwind wave pattern in the air

flow and lenticular clouds oftenform in the ascending portion ofthe wave, where the air is cooled tocondensation. Because the wavepattern can remain nearly stationarywith respect to the ground,lenticular clouds are sometimes

called “standing wave” clouds, asthey can remain fixed in locationfor several hours at a time. Rotorclouds can form below mountaintop level underneath lenticularclouds in air that is circulatingunder the crest wave. Rotor cloudsoften appear like a horizontaltornado. Mountain wave conditionscan induce severe turbulence due tothe vertical motions that arecaused. Generally, the turbulence isconfined to a layer from a fewthousand feet above mountain toplevel to the ground. In cases wherethe mountains are large and the airflow sufficiently strong, mountainwaves can extend up to 40,000 feetMSL. Mountain wave situations aremost common during wintermonths, when strong crossmountain winds are more commonand stable layers exist abovemountain top level. The RockyMountains, Sierra Nevada Mountains,Cascade Mountains, European Alps,and Andes Mountains are favoritelocations for mountain waves.Mountain wave conditions can existwithout the presence of clouds ifmoisture is lacking, so it is muchmore difficult to detect these hazardswithout the visible evidence of clouds.Airports such as Denver, Coloradoand Reno, Nevada, which arelocated in the lee of high mountainranges, are especially susceptible tomountain wave conditions.

As weather information andforecasts become more accurateand available, even now directly inthe cockpit, don’t forget to look outthe window. The clouds you see willtell you quite a bit.

Reading the Clouds for Weather Clues Continued from page 2

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Cumulonimbus Clouds

Listed from Top to Bottom: Lenticular Cloud, Rotor Cloud, and Cap Cloud

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A wise man once said that apicture is worth a thousandwords. When it comes to aircraftnavigation this could not be morerelevant. For over 70 years, pilotsworldwide have depended on thefamiliar format of Jeppesencharts to provide this “picture”.Unfortunately, one key piece ofinformation missing on papercharts is the “Where am I on this chart?” element. Withelectronic Jeppesen charts, thenavigation “picture” comes alive.Geo-referenced electronic chartsallow the aircraft’s position to beshown on the chart, whichenhances the pilot’s situationalawareness. In addition, theelectronic navigation “picture”can automatically change as theaircraft travels, thereby creating avirtual “moving map”.

So how do electronic Jeppesencharts get into cockpit displaysystems? Answer: the “JeppesenIntegration Toolkit” or JIT! TheJIT provides the software toolsused by the avionics company forintegrating electronic Jeppesencharts into their cockpit displaysystems. The JIT allows cockpitsystems to render Jeppesen chartswhile maintaining the look andfeel of the cockpit system interfacein order to preserve a consistentand familiar display for the user.Lastly, the JIT supports theintegration of both Jeppesenterminal charts (approach, airport,departure, and arrival charts) andJeppesen enroute charts (highaltitude and low altitude).

JIT Enroute Charts Module

The newest JIT component is theJIT Enroute Charts Module. The Jeppesen enroute maprendered using the JIT-Enrouteimproves situational and positionawareness by providing pilotswith a real-time, detailed movingenroute map that intuitivelydisplays the aircraft’s positionalong with a wealth of supporting data.

JIT-Enroute can be integratedinto almost any system,regardless of the operatingsystem, making it possible toincorporate electronic Jeppesenmoving maps in applications on a variety of platforms,including embedded avionics andElectronic Flight Bags.

Data Driven JIT EnrouteMoving Maps

The JIT-Enroute renders a data-driven moving map generateddynamically using an underlyingworldwide navigation databasethat includes navigation, terrain,obstacle, and cultural data. Thedetailed moving map created bythe JIT-Enroute helps orient thecrew to the flight environment bydisplaying airways, airspacestructures, and terrain, all withthe familiar Jeppesen enroutechart look and feel.

Travel and Health Advisories

The U.S. State Department’s CurrentList of Travel Warnings Includes:

Afghanistan, Algeria, Bosnia-Herzegovina,Burundi, Central African Republic,

Colombia, Democratic Republic of Congo,Haiti, Indonesia, Iran, Iraq, Israel, the West

Bank, and Gaza, Ivory Coast, Kenya,Kyrgyzstan, Lebanon, Liberia, Nepal,

Nigeria, Pakistan, Philippines, Saudi Arabia,Somalia, Sudan, Uzbekistan, Yemen,

and Zimbabwe.

Regional UpdatesContact Jeppesen International Trip

Planning for further informationor visit jeppesen.com/ITP

and click the bulletins link.

Significant Airport/Runway Closures

Pisa (LIRP) - Pisa has no parkingavailable until further notice.

Almaty (UAAA) - Will be closed Mondaysand Sundays between the hours of 0700Z-

1100Z through 31 October.

Cartagena (SKCG) - Through 31December, the airport will be closed daily

between 0500Z-1100Z.

Moscow Vnukovo (UUWW) - Parkingspace is expected to be at a minimum

through the end of the year due to rampwork in progress. Check with Jeppesen

ITP for the most current parking options.

Brize Norton (EGVN) - EffectiveSeptember 2005, the airport will be

closed for approximately 3 to 4 months.

Notable Fuel Shortages

Khartoum (HSSS) - Please note no fuelavailable until further notice.

London (EGMH) - Please note no fuelavailable until further notice.

Nadi (NFFN) - Fuel is in very limitedsupply due to work in progress at theairport. Inbound aircraft are advised

to carry extra holding fuel until further notice.

Guayaquil (SEGU) - Fuel is in limitedsupply for uplifts more than 1000 gallons.

New Screening Available at Auckland

Jeppesen’s Preferred Ground Handler atAuckland International Airport (NZAA),

SkyCare International, has announced thata full-size Perkins Elmer X-Ray ScreeningMachine is now available at their terminalfacility to assist in the expeditious processing

of international baggage. Until recently, allbaggage arriving internationally into NewZealand required manual inspection by

quarantine staff, which at times hascaused delays. SkyCare International

can now clear passengers and crewbaggage in a fraction of the time

previously taken and the requirement formanual inspection is alleviated.

Jeppesen Integration Toolkit: Facilitating the Integration of Jeppesen Charts in Cockpit Systems

Integration ToolKit Jeppesen

Enroute Chart Planning Mode with Terrain Depiction

Continued on page 5u

5

Jeppesen Integration Toolkit:Facilitating the Integration of JeppesenCharts in Cockpit Systems

JIT-Enroute features include displaying the aircraft positionusing GPS or FMS inputs, mapdeclutter and deconflict capabilities,map search function, and retrievalof detailed information aboutnavaids and airports. Users maysearch, zoom in and out to displayvery precise details, and viewenroute information in a planningor tactical track-up mode. The night

viewing mode option was designedusing proven human factors principles and is especially useful inlow-light flight deck environments.

JIT Terminal Charts Module

The JIT Terminal Charts Modulefacilitates the integration ofhigh performance vector graphicJeppesen terminal charts (approachcharts, airport charts, arrival charts,and departure charts) into leadingedge avionics systems. Users candisplay the desired information byzooming and scrolling on the chartimage, as well as by selectingbetween various chart segmentationviews, such as Heading, Plan View,Profile, and Minimums. The planview on approach charts and airport diagrams is geo-referencedallowing own-ship position to be shown using a GPS forincreased situational awareness.Jeppesen’s proprietary vector-basedgraphics allow users to zoom tovery high detail levels while maintaining a clear, crisp, highquality chart image.

Jeppesen’s JIT-Terminal is currentlyin use in many flight deck avionicssystems today, including the RockwellCollins ProLine 21, Garmin® MX20,Avidyne, and Honeywell PrimusEpic INAV®. Integrating electronicJeppesen terminal charts into avionicssystems makes it possible for operators to replace volumes ofpaper charts with electronic chartsthat maintain Jeppesen’s familiarlook and feel. The JIT-Terminal alsoaccommodates quick and easy updatesvia CD-ROM or web download.

Chart Technology for LeadingEdge Cockpit Systems

Supporting the transition frompaper to digital flight informationis one of Jeppesen’s key long-termstrategies. Not only is digital information easier to access andmanage, but it also offers advancedfunctionality not possible withpaper charts.

The JIT supports this strategy byproviding avionics companies withthe tools to integrate electronicJeppesen charts in a wide variety ofcockpit systems while providing thepilot with improved situationalawareness, reducing the amount ofpaper required on the flight deckand streamlining the update processof critical flight information.

Upcoming Events

Mark Your Calendar

Please check with JeppesenInternational Trip Planning for any possible slot requirements.

AOPA EXPO 2005

3-5 November 2005Tampa, Florida

www.aopa.org/expo/2005

NBAA ANNUAL MEETING AND CONVENTION

9-11 November 2005Orlando, Floridawww.nbaa.org

DUBAI AIR SHOW 2005

20-24 November 2005Dubai, U.A.E.

www.dubaiairshow.org

NBAA Schedulers andDispatchers Conference

25-27 January 2006San Antonio, Texaswww.nbaa.org

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Enroute Chart Execution Night Mode with Flight Plan Window

Approach Chart View with Aircraft Position

Continued from page 4u

Over the last 25 years, Dubai has beencompletely transformed from asmall, Middle Eastern trading portat the mouth of a silt creek withlittle impact on the world’s marketsinto a key international trading andtourism centre that continues togrow in size and significance.

With its mix of luxury hotels,including the world’s only 6-starhotel, the Burj Al Arab, world-classprofessional golf courses, expansiveshopping malls, gold market (souq),calls to prayer, and year-roundsunshine, Dubai has managed tofuse East and West into a highlydesirable and safe location for bothresidents and visitors alike.

Going hand-in-hand with thisextraordinary growth and changehas been a massive expansion in thecorporate and VIP aviation market.Executive Flight Services (EFS),who is the Jeppesen preferredhandler in Dubai, has undergonedevelopment and change similar tothat of the city itself. Having firstopened in 1988 with just twoemployees, it now boasts a staff of 53individuals dedicated to providingVIP handling services.

EFS staff members are professionalswho are well-trained in supportingthe unique needs of visitingpassengers and crews. Available 24hours a day, 365 days a year, EFS ishighly experienced in dealing witheverything from royal and diplomaticVVIP flights to quick-turn airambulance flights. In fact, EFSwelcomes the diverse range ofaircraft and operations, which is oneof the things that has allowed themto standout as one of the premiersupport companies in that region.

EFS continues to grow itsoperations with the opening of adedicated VIP terminal by the endof this year. This terminal willinclude eight VIP passengerlounges, separate crew lounges,conference rooms and a flightoperations centre. Customs andImmigration clearances will alltake place within the terminal.EFS can also expedite the prompttransfer of passengers and crewfrom commercial flights to theirprivate aircraft and vice versa. Theattached hangar will be largeenough to accommodate twoBoeing 727s. This new facility willcompliment EFS’ proven record ofbeing able to support therequirements of passenger andcrew alike and help ensure a swiftand flawless stop at DubaiInternational Airport (OMDB).

Jeppesen Preferred Handler Spotlight: Executive Flight Services, Dubai

225 W. Santa Clara St., Ste. 1600San Jose, CA 95113

email: CorporateFlyer@jeppesen.com

VOLUME 4 2005 NEWSLETTER

Flight Planning, Weather, Fuel, and International Trip Planning

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

London, UK Direct: +44 1293 842403Fax: +44 1293 842440email: ifs–eur@jeppesen.com

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

Denver, CO Toll Free: 800.553.7750Direct: 303.328.4244 Fax: 303.328.4116

Neu-Isenburg, Direct: +49 6102 5070Germany Fax: +49 6102 507999

Web site: www.jeppesen.com

How To Reach Us

6

Jeppesen’s Business and GeneralAviation business unit recentlyannounced the selection of PeteLane as its new Sales Manager. Basedat Jeppesen’s company headquartersin Englewood, Colorado, Pete is

responsible for the global sales forceof the Business Aviation organization.

Pete brings over 16 years ofcustomer focused sales, salesmanagement, and consultingexperience to Jeppesen from thetelecommunications, informationtechnology, and mortgage industries.Prior to entering the corporateworld, Pete was a Naval FlightOfficer and flew the S-3 Viking forthe U.S. Navy. He has a MS inSystems Management from theUniversity of Southern Californiaand a BA in Geography from theUniversity of Colorado.

Pete can be contacted by phone at303.328.6349 or by email atpete.lane@jeppesen.com.

Jeppesen Hires New Business AviationSales Manager