Workvisit Jeppesen

c o m p o s e r s :

M r . T a n a w a r a G l e n n J .

M w . P i n a s C h a r l e n e

M r . B a a r n F a i z e l

Preface

In front of you lies the orientation report that was made on the basis of the work visit to the company

Jeppesen.

This report indicates the manner we have passed the days from 06 November 2017 to 09 November 2017during our visit. Attention has been paid to the products and services that Jeppesen offers to its customers / end-user, as well as the way they receive information. It also shows how to deal with problems and / or pitfalls that are encountered. We have also been able to see the number of quality checks and the way in which they are carried out before products and services leave the door. We express a word of thanks to our mentors from Jeppesen, Tyler Schroeder and Jeff Gingras. During

this visit, they have been able to keep us sharp through their instructions regarding the various activities

and processes. They also made sure that we came into contact with the right people.

It was a very instructive, educational and fascinating visit.

Index

• History of Jeppesen

• Day description of the visit to Jeppesen

• Aeronautical information service division (AIS)

• Performance- Based Navigation (PBN)

• Training and partnership Jeppesen

• Final remark

Introduction

Jeppesen is a prominent and leading company when it comes to aviation data collection. The data is

then converted into their products and published to the end users, in particular airmen, airlines, pilots

and other airspace users. The data varies from airways, waypoints, aerodrome data, terrain and

obstacles data, topographic data, etc. These products are used by airmen to support safe, efficient and

orderly operations.

Jeppesen also regularly publishes the world-famous Aviation Charts which are used by airmen to plan

their flight path, among other things. The required data (raw data) is sent by the States in accordance

with the ICAO standards. Jeppesen processes this data in their products, after which it is published to all

its customers (airlines and countries). Due to the constant development of the aviation sector, there is a

constant of new data. The new data is processed on a regular basis within the products. This is done in a

cycle of twenty eight (28) days each.

Jeppesen’s customer base consists of more than two hundred (200) members. This is particularly

advantageous for Suriname in particular the Aviation Service, because we can reach two hundred

potential income sources at once.

History of Jeppesen

The history of this company starts with the birth of Captain Elrey Borge Jeppesen, better known as Jepp, a pioneer in aviation. Born on January 28, 1907 and died on November 26, 1996. Elrey Jeppesen had been interested in flying since he was very young. As a 19 year old teenager, he was already in possession of his private pilot license. He worked at the Tax Ranking Flying Circus, as a ticket counter, a pop-twister, an acrobatic pilot and a wing walker. He was not a pro Wing walker, he did this more when he had to substitute for the Pro Wing walkers. In 1930 he became an airway pilot with Boeing Air Transport. At that time there were no airline maps for navigating, the roadmaps were used. Train lines were then used to fly from place A to any desired destination; the so-called "Hugging the UP". This resulted in many aircraft accidents where some pilots have lost their lives. This was the reason for

Jepp to take as many notes as possible of everything that he experienced or noticed during his air travel.

This had to contribute to the fact that he could fly as safely as possible again and of course be able to

safely reach his destination. Then his little black book arose, in which he had manually noted drawings,

written text from high mountains, obstacles, meteorological info, info of contact numbers for

information request, etc. Depending on how he had included a number of flight paths to different

airports in his notebook. Colleague pilots were very interested in his notes because they noticed that the

notes contributed to the safe achievement of their destination. Soon the demand for his info grew, so

he made copies of this and sold them for $ 10 apiece. Then the first airways manual came into being.

He became captain after Boeing air transport merged with a number of other companies in the united

airways. He met his spouse and soon the notes became much more accurate and he could provide much

more information to his customers. He then founded his company called Jeppesen and co. Over the

years there were many new developments and he introduced more advanced products and services.

Jeppesen always wanted to be up to date and the company has now become one of the best worldwide.

Day description of Jeppesen

Monday 6 November 2017:

Introduction tour The employees working at Jeppesen consist of AT Controllers, pilots, Canada engineers, in short a good mix of talented employees. Gate – to - Gate procedure Wide board with the various products and services that Jeppesen brings to the market and various departments that work on this.

NOTAM Details DETAILS Airport AIRPORT STAR Source Approach SID / Star Team AMM (Airport moving Map) Obstacle Topography Ops-Data Familiarization En-route AMDB (Airport Moving Database) Tailoring Arrival

Gate to Gate

With the exception of the En-route department, all departments are divided into 2 groups, namely the navigation data team and the charting team (graphic image) There are several databases in which information is stored. The permanent information is immediately included, but in the case of temporary information / changes, the duration is considered. For example an obstacle is included in the database if the duration is 90 days or more. Where there is a shorter duration, a Jeppesen Notam will be issued if necessary so that airmen are provided with this information. The maps are constantly updated digitally and if several changes or changes are made, new versions are printed out and sent to the customer. The difference in working method. For example:

• Obstacle data team These take the available information and make a standard.

• Ops Data team Takes the information and creates new procedures based on for e.g.:

- Take off weight - Temprature restrictions

The Ops Data team creates something original and this is sold to the airliners that use the information for their engine-out procedures. Other departments within Jeppesen do not create new material but put value on the information they receive from the AIS departments worldwide. Build in Quality Checks in steps before the information is presented to the customer.

- Update - Virify - Verification by another colleague - Flight information quality review

If information comes in that according to the employees of Jeppesen is not correct / complete the source provider is contacted. Conversation with Mr. Robert Twedt (Airport and Approach Charter): His Activities within Jeppesen are to add, edit and delete maps within the system Micro station is a tool and is used by the pilots in the cockpit. The cards with desired procedures are called by the pilot on their tablet and on this basis they can perform their approach / descent.

Tuesday 7 November 2017: Explanation by Mr. Gary Crane The World is divided into continents (World Wide Database) and split into regions. For example South America, North America, Caribbean, Africa, Europa etc. America is divided into 7 parts: K1, K2, K3, K4, K5, K6 and K7

Requested data can then be passed on. Information about a certain point and a radius around is then highlighted so that the minimum reaches the customer. The customer is not stuck with unnecessary information in this way. Receiving data for updating the products of Jeppesen is also divided over a certain period. Making big changes in a (1) time can be inefficient if you do not stick to a certain timeline. Integrity must be maintained throughout the process. The basic Process: JAD = Data Source JAX = Jep extract tool Safety Management System: Safety manager: Martin Plumleigh SMS Documents:

- Annex 19 - Doc. 9859

The time-line for the implementation of a safety positive culture for SMS within the ANSP can be realized within one (1) year. This is done by establishing simple matching objectives for the organization. Good SMS structure starts with GOOD leadership. Phase plan to start an SMS in 3 (three) steps. 1. Singed police and Objectives (this needs to be signed by the accountable executive)

Simple objectives: - Structure for SMS implementation - Implementation of safety training courses

1. Risk Management 2. Safety assurance

Money, resources and tools must be made available by the accountable executive.

JAX JAD

Snapshot

Extract

End-Users

The best way to start an SMS is to start by developing a safety positive culture and a positive reporting culture. Safety reporting office and a safety reporting system. The reporting can be as follows:

- Electronic - Paper form

The SMICG tool can be used when making a GAP analysis. The best way to promote safety is through face to face contact. In addition, a monthly internal newsletter is also a possibility. Implementation of training is also of enormous importance. Manager meeting met Brandon m. Gullet en Iliana Quezada: Jeppesen offers various products / services for sale to its customers.

- ADSB network issue - RPAR - Avionics - RF turn - TAAM (Total airspace Airport Modeler), etc.

The last mentioned is a software that is used to find solutions for, for example, an increase in air traffic the system then indicates if a new RWY is to be installed or if an existing RWY has to be extended. There may also be a possibility to construct a taxiway. The system therefore provides a solution to the existing problem on the aerodrome in question. Satellite NAV aids are more cost-effective than ground-based NAV aids. Good examples of this are the RNP procedures designed by Jeppesen for Denver Airport. This is the best RNP procedure worldwide, where the aircraft can reach the airport with a constant gradient. This is much more efficient and effective and costs could be saved. In other procedures such as the ADS-PDN procedures it was necessary to be close to the system cabinet, this was not favorable and caused a lot of inconvenience. Jeppesen also helped with the transformation of NAV Canada. This organization changed from a governmental to private organization. NAV Canada helps to carry out new procedures for Jeppesen. They test the new procedures before they are put on the market. Should it appear that they have difficulty with a certain point, this information is passed on to Jeppesen. Demonstration Navdata coding process and tool The Quality Check used in the Navdata coding process is shown in a 26-step diagram. This includes the further steps in a yes / no answer to the questions asked.

- Both Airac and Jeppesen rules are used. - Primary tool and a secondary tool to check the approaches - JAD Online program - VNAV Calculator version 18.15, for navigation calculations. - The importance of + and @ signs in concept approaches SID and SAR

Demonstration Charting process and tool: The Quality Check that is used in the Charting process is shown in a diagram of more than 40 steps. The method is the same as with the Navdata coding process. Drawings are manufactured by MICROSTATION, customize MDO. This is a similar drawing program as AUTOCAD. Jeppesen does not work with the latest version of MICROSTATION, this because of the large amount of data already processed in their system (Suriname uses AUTOCAD) SMRT For charts where the areas have a lot of height differences, contour lines are used. The difference in lines will be normally 1000 ft. and sometimes 2000 ft., due to the color difference The used Data to produce charts is received from FAA, which is registered by a space shuttle by means of a Scan. Not all obstacles are placed on similar charts only obstacles equal to or higher than 400 ft. are placed on the charts. Authorities can call upon Jeppesen as obstacles with a height of less than 400ft close to the airport or if it is suspected that it could pose a danger to airmen. In this case, these obstacles are also placed on the charts.

Wednesday 8 November 2017 Head Notam office : John Reisigner In the Notam section, Notams from different parts of the world are processed in a database. This section is staffed by 12 employees who work 24/7 both from the office and from home. Approximately 11,000 notes come in every day. In the past year (2016) 4 million Notams were settled, this year there is already an increase of 12%. The correct figures are displayed at the end of the year. The Notams are screened by the system. Correct notes are then divided into sections and then sent. Eg Notams regarding the runway are all placed together so that the pilot does not receive any unnecessary information. Only information relating to the route and the time that an air carrier will use this route will then be sent. The wrong notes are removed by the system and the Notam employees get a message. If possible, corrections are made, otherwise contact is made with the source provider. Then it is determined what exactly is meant by the Notam after which the change takes place. The correct information is then added and sent to the airmen. If the correct information is not forthcoming, we will look at the need for the Notam and a decision will be taken. Due to the efficiency of Jeppesen, the Notam database is characterized as the best in the world. Database management Practical test standards The following software’s are used for example Oracle and My CQIL. A standard workflow is also used here. The first step is to create a process, and this is a standard process.

Internal Check department A checklist is used, and every employee checks himself. We look at what you do and how you do it. This process takes place continuously until the information in the database is audited. Clarification process This process depends on the source provider. The information received is checked and in the event of errors, the source provider is contacted for clarification. In some cases, a reaction must be awaited for a long time and this causes stagnation in the process. A request has been made to Suriname to send information before publication. This information is then looked at and, in case of errors, a report can be sent on time. This information can be mailed in a PDF file or via a DHL mail account that Jeppesen makes available.

Aeronautical Information Services Division (AIS)

A year and a half ago the AIS was assignment to update the Aeronautical Information Publication (AIP).

The data that has been published in the AIP so far is very outdated and incorrect. This creates a rather

dangerous situation for airmen, which operate within our Flight Information Region (FIR). Furthermore,

this is also a bad reputation for the state of Suriname on both national and international basis.

The AIP needs to be up-dated. However, the AIS staff lacks technical training in this area. To

accommodate this, collaboration with the company Jeppesen will absorb a large part. This means that a

basis can be laid for the transition from AIS to AIM.

Performance- Based Navigation (PBN)

The PBN Committee, which has been set up a year and a half ago, has done excellent work so far, this

jointly with the AIS division. At the moment this committee jointly with the AIS has been able to ensure

that Suriname has four (4) new airways. For the sake of completeness these are:

1. RNAV route UL 462 ILRAV/ GENAT

2. RNAV route UL 776 NIDNA/ TIRIOS

3. RNAV route UL 452 ASASO/ ACARI

4. RNAV route UL 576 TRAPP/ ZY / SIROS

This is unique, partly because we had six (6) airways from the beginning of the mapping of the Suriname

Flight Information Region (SurFIR). We have increased this by more than 100% in one and a half years.

The train of thought here is to have more flight movements at the same time in our airspace, which will

result in more income (over flight and navigation revenues).

Usually the traditional airlines use these airways. A small growth has been observed, which means that

traditional aviation companies now also use the new airways. This has a beneficial economic advantage

for them in providing their services and reaching their final destination.

Training and partnerschap Jeppesen

Jeppesen has set up a department for internal training. The company is also currently setting up its

external training curriculum. This will officially have to be a fact in 2019. In the meantime, Jeppesen is

already reviewing the format of the planned RNAV (Area Navigation) routes as part of PBN; it also

applies to the approaches of RWY11 and RWY 29 of SMJP. Jeppesen will give Suriname feedback on this

in the short term.

Partnership with Jeppesen will bring enormous benefits to Suriname. This will result in us being able to

publish good, specific and accurate data. Secondly, marketing is done, which means promoting our

technical aviation data. This will generate more income for Suriname under the line.

Final remark

Internally we have important facts which undoubtedly have to be realized. For the sake of completeness

these are:

1. Changing the AIP to the right dates. For this purpose, a step-by-step plan with timeline and

responsibilities is expected from AIS.

2. Starting eTOD and publishing

3. Starting up the eAIP process in accordance with the ICAO standards with the AIXM software

program.

What we achieved with this business trip is that a greater friendly bond has arisen. The foundation has

been laid and support will be provided from Jeppesen to not only transform AIS Suriname to AIM but

also to expand our ANSP.

They are prepared to answer questions asked, also to view our publication before due date. Currently

they have made available an e-link password which gives us access to view digital maps on ASAM and

ALAM areas.