Compare FAA charts vs Jeppesen charts: cost, coverage, layout, symbols, minima and update traps, plus which set suits real flights or simulators.
In Aviation & Real-World Flying, FAA and Jeppesen charts may depict the same U.S. procedure, but they are different publications. FAA charts use the U.S. government format and are generally free; Jeppesen charts are proprietary subscription products with a standardised worldwide layout. Symbols, briefing order and displayed detail can differ even when the procedure is identical.
FAA vs Jeppesen charts at a glance
The main differences are publisher, coverage, presentation, licensing and revision method—not the basic purpose of the chart.
| Point | FAA charts | Jeppesen charts |
|---|---|---|
| Publisher | Published by the U.S. Federal Aviation Administration | Commercially produced from authoritative national aeronautical data |
| Coverage | Centred on the U.S. National Airspace System | Worldwide coverage according to the purchased subscription |
| Cost and licence | Digital products are generally available without charge; printed products may cost money | Copyrighted, licensed subscription products that must not be redistributed |
| Layout | U.S. government symbology and plate organisation | Consistent Jeppesen format, including its approach-chart briefing strip and proprietary page indexing |
| Revisions | Edition and effective cycles vary by chart product | Delivered through a revision service; chart and procedure effective dates must both be checked |
| Customisation | One public government publication | May include operator-tailored charts, notes or minima |
The word “chart” covers several products. FAA publications include VFR sectionals, IFR en-route charts, airport diagrams and terminal procedures; our guide to the different FAA chart products explains what each one is for. Comparisons with Jeppesen usually concern IFR en-route, airport and procedure charts rather than VFR sectionals.
You may also hear FAA terminal procedure charts called “government plates” or “NACO plates”. NACO is an older name, not a third chart format.
Are the procedures and minima the same?
For the same current U.S. instrument procedure, the designed route, fixes, courses, restrictions and standard published minima should represent the same authorised procedure on both chart sets.
They may not look alike. Jeppesen rearranges the source information into its own format, while the FAA uses the government plate layout. Frequencies, notes, altitude restrictions, visibility values and the missed approach may therefore appear in different places. Units and operator-specific information can also differ.
Never assume two pages match merely because they mention the same runway. Confirm the complete procedure title, approach type, runway, transition, amendment and effective status. A Jeppesen page number such as 10-9 is an index within that chart system, not the identity of an instrument procedure.
Which chart format should you choose?
Choose FAA charts for no-cost U.S. coverage and direct familiarity with the government format; choose Jeppesen when standardised presentation across several countries or an operator’s Jeppesen workflow matters.
- Use FAA charts when flying mainly in the United States, following a course based on FAA symbology or wanting unrestricted access to the public digital chart set.
- Use Jeppesen charts when flying internationally, training for an organisation that uses them or preferring a consistent briefing sequence between countries.
- Use the assigned format when an instructor, operator or training programme specifies one. Familiarity with another chart does not replace that requirement.
- For simulation, prioritise a chart whose procedure revision matches the aircraft’s navigation database. A visually preferable plate is little help if its fixes are absent from the FMS.
Jeppesen is not automatically easier, but many pilots like its predictable information placement. The symbols and compressed presentation still need to be learned; our Jeppesen approach-plate briefing guide covers the briefing strip, profile, minima and missed approach.
How do you switch between FAA and Jeppesen charts safely?
Treat the replacement chart as a fresh briefing rather than searching for information where the old format placed it.
- Match the procedure. Check the airport, runway, procedure name, navigation type, transition and amendment.
- Read every applicable note. Conditional restrictions, equipment requirements and “not authorised” statements are easy to miss when changing layouts.
- Verify the vertical profile. Recheck crossing altitudes, glidepath intercept information, step-down fixes and whether the minimum is a DA or MDA.
- Confirm the minima line. Select the correct aircraft category and approach configuration, then verify visibility or RVR units.
- Brief the missed approach again. Do not rely on memory; its text, track and holding depiction occupy different areas in the two formats.
- Check currency. A chart revision date, publication cycle and procedure effective date are not interchangeable. Applicable NOTAMs can change information after either chart was issued.
Can pilots use either FAA or Jeppesen charts?
Both chart systems can support real aircraft operations, but the acceptable source depends on the jurisdiction, operator authorisation, equipment and operating procedures.
A commercial chart is not inherently less valid because the FAA did not draw it. Equally, owning a Jeppesen subscription does not remove the requirement to use current information and check applicable NOTAMs. Operators may use tailored Jeppesen pages containing company procedures or minima that are not interchangeable with a generic subscription.
For real flying, use the chart source approved or accepted for that operation and seek guidance from the operator, instructor or relevant authority when uncertain. Simulator chart copies should never be treated as operational documents.
Can you use either chart set in a flight simulator?
Yes. FAA and Jeppesen charts both work well in a flight simulator provided the selected procedure exists in the aircraft’s navigation database and agrees reasonably with the simulated airport.
The failure we see constantly is a chart-data mismatch: a waypoint is missing, a runway has been renumbered, an approach frequency has changed or the FMS contains an older procedure. Align the chart edition, aircraft AIRAC data and scenery where possible. If they cannot be aligned, select a compatible procedure rather than inventing fixes or altitudes.
For the wider workflow—from selecting an en-route chart to briefing an arrival—see our explanation of using navigation charts through each simulator flight phase.
Are Jeppesen charts more accurate than FAA charts?
Neither format is universally more accurate. FAA charts are the official U.S. government publication, while Jeppesen applies its own charting and quality-control process to authoritative source data.
Currency matters more than brand. If two charts disagree, first check their procedure amendment, effective date, runway designation and any relevant NOTAM. Do not average conflicting values or choose the one that appears more convenient.