EHAM — AMSTERDAM/Schiphol

EHAM AD 2.1 AERODROME LOCATION INDICATOR AND NAME

EHAM — AMSTERDAM/Schiphol

EHAM AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1ARP co-ordinates and site at AD52°18'29"N 004°45'51"E
062 DEG GEO 135 m from TWR.
2Direction and distance from (city)4.9 NM SW of Amsterdam.
3Elevation/reference temperature-11 ft AMSL/20.4°C (JUL).
4Geoid undulation at AD ELEV PSN142 ft.
5MAG VAR/annual change0°E (2010)/8'E.
6AD operator, postal address, telephone, telefax, email, AFS, website
Post:

Amsterdam Airport Schiphol
P.O. Box 7501
1118 ZG Schiphol

Tel: +31 (0)20 601 9111 (Airport all EXT)
+31 (0)20 601 2116 (Airport office/Apron Management Service)
+31 (0)20 601 2115 (Airport Authority)

Email: apron_office@schiphol.nl

AFS: EHAMYDYX

URL: http://www.schiphol.nl

7Types of traffic permitted (IFR/VFR)IFR/VFR
8Remarks
  1. Airport for use by national and international civil air transport with all types of aircraft.
  2. Upon request, contact the flow manager aircraft on channel 130.480 call sign "Airport One" (not monitored H24).
  3. Changes in the availability of the runway and taxiway infrastructure at the airport will be promulgated by NOTAM. The NOTAM can refer to the website http://www.eham.aero where visual material relating to this subject will be shown. This material may only be used in combination with the current NOTAM.

EHAM AD 2.3 OPERATIONAL HOURS

1AD operatorH24
2Customs and immigrationH24
3Health and sanitationH24
4AIS briefing officeH24 self-briefing

Tel: +31 (0)20 406 2315
+31 (0)20 406 2316

Fax: +31 (0)20 648 4417

5ATS reporting office (ARO)H24

Tel: +31 (0)20 406 2315
+31 (0)20 406 2316
+31 (0)20 406 2323

Fax: +31 (0)20 648 4417

6MET briefing officeH24
7ATSH24
8Fuelling
Schiphol-Centre:H24.
Schiphol-East:normal operating hours 0530-2230 (0430-2130).
9Handling
Schiphol-Centre:H24.
Schiphol-East:normal operating hours 0530-2230 (0430-2130). Between 2230-0530 (2130-0430) PN required from ground handling companies (see EHAM AD 2.23).
10SecurityH24
11De-icingH24
12RemarksFor information regarding slot requests and restrictions on the use of the aerodrome between 2200-0600 (2100-0500) refer to EHAM AD 2.20 paragraph 1.

EHAM AD 2.4 HANDLING SERVICES AND FACILITIES

1Cargo-handling facilitiesAll modern facilities. Transport of persons on the aprons of Schiphol-Centre and Schiphol-East may exclusively take place by means of vehicles of the relevant ground handling company. For addresses and other details of ground handling companies see EHAM AD 2.23.
2Fuel/oil typesJet A1/All kinds.
3Fuelling facilities/capacity
Schiphol-Centre:Jet A1 unlimited.
Schiphol-East:Jet A1 (by truck).
4De-icing facilitiesDe-icing equipment AVBL.
5Hangar space for visiting aircraftO/R, limited.
6Repair facilities for visiting aircraftMajor repairs to all types of aircraft. Spares AVBL.
7RemarksOxygen and related servicing unlimited.

EHAM AD 2.5 PASSENGER FACILITIES

1HotelsAt AD: 2 hotels (322 beds).
In the close vicinity of the airport: 3 hotels (1274 beds).
At Amsterdam: unlimited.
2RestaurantsAt AD, near vicinity and in the city: unlimited.
3TransportationTrain, buses, taxis and rental cars.
4Medical facilitiesFirst aid treatment. Two motor ambulances. Hospitals at Amsterdam (12 km distance).
5Bank and post officeAVBL
6Tourist officeAVBL
7RemarksNIL

EHAM AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1AD category for fire fightingCAT 10.
2Rescue equipment9 crash trucks equipped with 780 litres of foam (level B) and 250 kg of dry chemical powder, 1 rescue vehicle, and 1 truck with rescue equipment; allocated to 3 fire stations.
3Capability for removal of disabled aircraftCoordinated by airport authority in consultation with outside partners.
4RemarksNIL

EHAM AD 2.7 SEASONAL AVAILABILITY - CLEARING

1Types of clearing equipment14 snowsweep combinations with ploughs, 4 snowblowers, 4 de-icing cars, 6 ramp ploughs, 4 compact-sweepers.
2Clearance prioritiesRWY, TWY and apron simultaneously.
3Remarks
  1. Responsible authority: airport authority.
  2. Methods of snow removal: snowploughs and sweeping machines.
  3. Snow measuring: observation by own experienced staff.
  4. Measuring of estimated surface friction: Friction Tester and/or using motor craft by the flow manager aircraft.
  5. Determining the values of the estimated surface friction:
    1. When using the Friction Tester:
      Measured coefficientEstimated surface friction
      0.40 and aboveGood
      0.39 to 0.36Medium to good
      0.35 to 0.30Medium
      0.29 to 0.26Medium to poor
      0.25 and belowPoor
    2. In other cases: decision of the flow manager aircraft.
  6. Information concerning improvement of estimated surface friction: at the discretion of the flow manager aircraft.
  7. Details concerning up-to-date information to users: SNOWTAM via the international NOTAM office at Schiphol.

EHAM AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1Apron surface and strength
Schiphol-Centre:Surface: CONC.
Strength: PCN/109/R/C/W/T.
Schiphol-East:Surface: CONC.
Strength: restricted; for further information contact Apron Management Service.
2Taxiway width, surface and strengthWidth: 23 m; shoulders of 7.5 m on both sides of TWY.
Surface: asphalt.
Strength: as for accompanying RWYs.
3Altimeter checkpoint location and elevationLocation: apron.
Elevation: -13 ft AMSL.
4VOR checkpointsInformation not AVBL.
5INS checkpointsINS coordinates for aircraft stands reflect the location of the stop line. At aircraft stands with multiple stop lines, the INS coordinates reflect the location amidst the two outermost stop lines.
For INS reference see aircraft parking / docking charts.
6RemarksNIL

EHAM AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system at aircraft standsAircraft stand ID signs:
  • illuminated gate identification boards;
  • stand markings.
TWY guide lines:
  • yellow guide lines on TWY and aprons;
  • follow-me cars are AVBL on request for guidance on aprons and TWYs.
Visual docking/parking guidance system:
for parking guidance on K-apron contact the handler.
2RWY and TWY markings and LGT
RWY:threshold (RWYs 06, 09, 18R, 18L and 36C displaced THR, arrows), touchdown, centre line, runway designations; threshold lights, TDZ lights (RWYs 09, 18L, 24 and 36L, no TDZ lights), centre line lights, edge lights, RWY-end lights. RWY 04/22: threshold lights, edge lights and RWY-end lights only. RWY 06/24 and 36L: turn-around area (see EHAM AD 2.23).
TWY:holding points, centre line; blue edge lights (on long straight parts these lights will gradually replaced by blue retroreflective edge markers), alternating green/yellow centre line lights on RWY exits and RWY crossing TWYs between RWY centre line and edge of ILS sensitive area, green centre line lights1) on all TWYs except at Schiphol East. Red/white mandatory instruction signs supplementing all taxi holding points.
3Stop barsEach active runway entry and each taxiway crossing a runway end safety area (RESA) is safeguarded by a stop bar (see charts AD 2.EHAM-ADC and AD 2.EHAM-GMC). Stop bars will be illuminated during:
  • reduced and low visibility circumstances when TDZ RVR <= 1500 m and/or ceiling <= 300 ft.
  • H24 period at intensive runway crossings and/or designated tow routes to avoid runway incursion in all visibility circumstances.
Crossing of illuminated stop bars is prohibited. Aircraft and vehicles may cross stop bars only when ATC has given permission to proceed and the stop bar lights are switched off.
4Remarks
  1. Based on the principle of cockpit over centre line for all aircraft types, except B777-300, A340-600 and A380. For those aircraft oversteering is required.

EHAM AD 2.10 AERODROME OBSTACLES

All obstacles are marked and lighted day and night. For obstacles in approach and take-off area see

EHAM AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

1Associated MET officeDe Bilt
2Hours of service
MET office outside hours
H24
-
3Office responsible for TAF preparation
Periods of validity
De Bilt
30 HR
4Trend forecast
Interval of issuance
TREND
Every 30 minutes for international METAR, maximum 30 minutes for local display and broadcast on ATIS.
5Briefing/consultation providedBriefing on request from MWO-De Bilt by telephone after self-briefing (see item 10).
6Flight documentation
Language(s) used
Reports, forecasts, charts.
English, Dutch.
7Charts and other information available for briefing or consultationS, P, W, T
8Supplementary equipment available for providing informationWXR, APT
9ATS units provided with informationAmsterdam ACC and FIC, Schiphol TWR, Schiphol APP. 1)
10Additional information (limitation of service, etc.)
Tel: +31 (0)30 220 6721Staff
Tel: 0900 202 3341Briefing low level flights (IFR/VFR).
Tel: 0900 202 3343Briefing IFR flights above FL 100.
Tel: 0900 202 3340Briefing balloon flights within Amsterdam FIR.
charge for tel. briefings and consultations is € 0,50/min.
due to environmental influences the windreport for RWY 36R is not representative for the wind conditions at TDZ; wind speed from sector 080-120 DEG is underestimated up to 15 percent.
  1. Also service to JRCC Den Helder.

EHAM AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Designations RWY NRTrue BRGDimensions of RWY (m)Strength (PCN) and surface of RWY and SWYTHR co-ordinates
RWY end co-ordinates
THR GUND
THR elevation and highest elevation of TDZ of precision APCH RWY
123456
04041.25°2020 x 4579/F/C/W/T
ASPH/PFC1) 2)
52°18'01.35"N 004°47'00.55"E
52°18'50.51"N 004°48'10.90"E
142 ft
-13.1 ft
INFO not AVBL
22221.27°2020 x 4579/F/C/W/T
ASPH/PFC1) 2)
52°18'50.51"N 004°48'10.89"E
52°18'01.38"N 004°47'00.60"E
142 ft
-13.7 ft
INFO not AVBL
06057.92°3439 x 4589/F/C/W/T
ASPH/PFC1) 3) 4)
52°17'20.78"N 004°44'14.01"E
52°18'15.65"N 004°46'36.90"E
142 ft
-11.0 ft
INFO not AVBL
24237.95°3439 x 4589/F/C/W/T
ASPH/PFC1) 3) 5)
52°18'15.65"N 004°46'36.90"E
52°17'16.57"N 004°44'03.07"E
142 ft
-11.8 ft
INFO not AVBL
09086.78°3453 x 4589/F/C/W/T
ASPH/PFC1) 3)
52°19'00.08"N 004°44'51.58"E
INFO not AVBL
142 ft
-12.0 ft
INFO not AVBL
27266.82°3453 x 4589/F/C/W/T
ASPH/PFC1) 3)
52°19'06.15"N 004°47'48.81"E
INFO not AVBL
142 ft
-12.1 ft
INFO not AVBL
18C183.22°3300 x 4589/F/C/W/T
ASPH/PFC 1) 3)
52°19'53.03"N 004°44'24.11"E
INFO not AVBL
142 ft
-12.0 ft
INFO not AVBL
36C003.22°3300 x 4589/F/C/W/T
ASPH/PFC1) 3)
52°18'20.99"N 004°44'15.66"E
INFO not AVBL
142 ft
-12.0 ft
INFO not AVBL
18L183.25°3400 x 4589/F/C/W/T
ASPH/PFC1) 3)
52°18'58.14"N 004°46'46.89"E
INFO not AVBL
142 ft
-12.0 ft
INFO not AVBL
36R003.25°3400 x 4589/F/C/W/T
ASPH/PFC1) 3)
52°17'26.97"N 004°46'38.45"E
INFO not AVBL
142 ft
-11.1 ft
INFO not AVBL
18R183.20°3800 x 6089/F/C/W/T
ASPH/PFC1) 2)
52°21'36.93"N 004°42'42.21"E
INFO not AVBL
142 ft
-13.0 ft
INFO not AVBL
36L003.20°3800 x 6089/F/C/W/T
ASPH/PFC1) 2) 5)
52°19'42.89"N 004°42'31.81"E
INFO not AVBL
142 ft
-11.9 ft
INFO not AVBL
Designations RWY NRSlope of RWY-SWYSWY dimensions (m)CWY dimensions (m)Strip dimensions (m)OFZ
17891011
04Not AVBLNIL60 x 1502140 x 300NA
22Not AVBLNIL60 x 1502140 x 300NA
06Not AVBLNIL60 x 1503559 x 300AVBL
24Not AVBLNIL60 x 1503559 x 300NA
09Not AVBLNIL60 x 1503573 x 300NA
27Not AVBLNIL60 x 1503573 x 300AVBL
18CNot AVBLNIL60 x 1503420 x 300AVBL
36CNot AVBLNIL60 x 1503420 x 300AVBL
18LNot AVBLNIL60 x 1503520 x 300NA
36RNot AVBLNANA3520 x 300AVBL
18RNot AVBLNANA3920 x 300AVBL
36LNot AVBLNIL60 x 1503920 x 300NA
Remarks
12
  • The following runway exits are rapid exit taxiways:
    RWYRapid exit TWYIntersection angle (°)Radius of turn-off (m)Remarks
    06S330320-
    S430315-
    S630350-
    09N930310-
    18CW630350-
    W730350-
    W830350-
    18RV130550Caution: V3 is no rapid exit taxiway.
    V230550
    27N230330-
    N330310-
    N430325-
    36CW430550-
    W330550-
    36RE130310-
    E230300-
  1. Regarding RWY strength, an unlimited use will be permitted for aircraft with an AUW <= 5700 kg.
  2. RWY shoulders of 7.5 m width on both sides (strength restricted).
  3. RWY shoulders of 15 m width on both sides (strength restricted).
  4. A turn-around area is AVBL at the beginning of the RWY.
  5. A turn-around area is AVBL at the end of the RWY.

EHAM AD 2.13 DECLARED DISTANCES

RWY DesignatorTORA (m)TODA (m)ASDA (m)LDA (m)Remarks
123456
041909196919092020Take-off from intersection with TWY G5.
222015207520152020Take-off from intersection with TWY G1.
063439349934393195DTHR 244 m
259626562596NATake-off from intersection with TWY S1.
243435349534353439Take-off from intersection with TWY S7E.
326633263266NATake-off from intersection with TWY S8.
324533053245NATake-off from intersection with TWY S6.
320532653205NATake-off from intersection with TWY S5.
261126712611NATake-off from intersection with TWY S4.
198120411981NATake-off from intersection with TWY S3.
093434349434343363Take-off from intersection with TWY N5.
DTHR 90 m.
240024602400NATake-off from intersection with TWY N4.
188119411881NATake-off from intersection with TWY N3.
273453351334533453Take-off from intersection with TWY N1.
18C3271333132713300Take-off from intersection with TWY W1.
307231323072NATake-off from intersection with TWY W2.
268127412681NATake-off from intersection with TWY W3.
237824382378NATake-off from intersection with TWY W4.
209021502090NATake-off from intersection with TWY W5.
36C3300336033002850Take-off from intersection with TWY W10.
DTHR 450 m.
329733573297NATake-off from intersection with TWY W11.
305031103050NATake-off from intersection with TWY W9 and W12.
269527552695NATake-off from intersection with TWY W8.
213121912131NATake-off from intersection with TWY W7.
18L3400346034002825Take-off from intersection with TWY E6.
DTHR 575 m.
Not AVBL for landing, except in case of an emergency.
282028802820NATake-off from intersection with TWY E5.
258226422582NATake-off from intersection with TWY E4 west side.
211421742114NATake-off from intersection with TWY E2.
36RNUNUNU2825The section of 575 m beyond the displaced RWY-end shall not be used.
18RNUNUNU3530DTHR 270 m
36L3800386038003800Take-off from intersection with TWY V4.
Not AVBL for landing, except in case of an emergency.
324733073247NATake-off from intersection with TWY V3.
274828082748NATake-off from intersection with TWY V2.
214822082148NATake-off from intersection with TWY V1.
For determination of the datum line for an intersection take-off, see EHAM AD 2.23 paragraph 4.

EHAM AD 2.14 APPROACH AND RUNWAY LIGHTING

RWY DesignatorAPCH LGT
type,
length,
INTST
THR LGT
colour,
WBAR
VASIS
(MEHT)
PAPI
TDZ LGT
length
RWY centre line LGT
length,
spacing,
colour,
INTST
RWY edge LGT
length,
spacing,
colour,
INTST
RWY end LGT
colour,
WBAR
SWY LGT
length,
colour
123456789
04SALS
450 m
LIM
G
-
NILNILNIL2014 m
50 m
W/Y
LIM
R
-
NIL
22SALS
450 m
LIM
G
-
PAPI
left/3°
(62 ft)
NILNIL2014 m
50 m
W/Y
LIM
R
-
NIL
06CAT III
900 m
LIH
G
-
PAPI
left/3°
(70 ft)
900 m3439 m
15 m
1)
LIH
3439 m
60 m
2)
LIM
R
-
NIL
24NILG
-
PAPI
both/3°
(70 ft)
NIL3439 m
15 m
1)
LIH
3439 m
60 m
3)
LIH
R
-
NIL
09NILG
-
NILNIL3453 m
15 m
1)
LIH
3453 m
30 m
2)
LIH
R
-
NIL
27CAT III
900 m
LIH
G
-
PAPI
left/3°
(67 ft)
900 m3453 m
15 m
1)
LIH
3453 m
30 m
3)
LIH
R
-
NIL
18CCAT III
900 m
LIH
G
-
PAPI
left/3°
(70 ft)
900 m3300 m
15 m
1)
LIH
3300 m
30 m
3)
LIH
R
-
NIL
36CCAT III
900 m
LIH
G
-
PAPI
left/3°
(70 ft)
900 m3300 m
15 m
1)
LIH
3300 m
30 m
2)
LIH
R
-
NIL
18LNILG
-
NILNIL3400 m
15 m
1)
LIH
3400 m
30 m
2)
LIH
R
-
NIL
36RCAT III
900 m
LIH
G
-
PAPI
left/3°
(70 ft)
900 m2825 m
15 m
1)4)
LIH
2825 m
30 m
3)4)
LIH
R
-
NIL
18RCAT III
900 m
LIH
G
-
PAPI
left/3°
(70 ft)
900 m3800 m
15 m
1)
LIH
3800 m
60 m
2)
LIH
R
-
NIL
36LNILG
-
NILNIL3800 m
15 m
1)
LIH
3800 m
60 m
3)
LIH
R
-
NIL
Remarks
10
  1. RCLL:whitefrom THR to 900 m before RWY-end;
    white/redfrom 900 m before RWY-end to 300 m before RWY-end;
    redfrom 300 m before RWY-end to RWY-end.
  2. REDL:redfrom beginning of RWY to DTHR;
    whitefrom DTHR to 600 m before RWY-end;
    yellowfrom 600 m before RWY-end to RWY-end.
  3. REDL:whitefrom THR to 600 m before RWY-end;
    yellowfrom 600 m before RWY-end to RWY-end.
  4. RWY 36R: no lights beyond displaced RWY-end.

EHAM AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1ABN/IBN location, characteristics and hours of operationNIL
2LDI location and LGT
Anemometer location and LGT
LDI: NIL.
Anemometer: see GEN 3.5 paragraph 3.
3TWY edge and centre line lighting
Edge:all taxiways blue edge lights (on long straight parts these lights will be gradually replaced by blue retroreflective edge markers). West of RWY 18C/36C only exits RWY 18R/36L and fly-overs are equipped with edge lights.
Centre line:green centre line lights on rapid exit taxiways and taxiways, except at Schiphol-East.
4Secondary power supply
Switch-over time
RWYs: generator and battery. TWYs: generator.
RWYs: within 1 second. TWYs: within 15 seconds.
5RemarksNIL

EHAM AD 2.16 HELICOPTER LANDING AREA

1Co-ordinates TLOF or THR of FATO
Geoid undulation
52°18'43"N 004°48'00"E / Schiphol-East, at intersection RWY 04/22 and TWY G2.
142 ft.
2TLOF and/or FATO elevation m/ftInformation not AVBL.
3TLOF and FATO area dimensions, surface, strength, markingRectangular 36 x 20 m.
4True BRG of FATO164°-244° and 344°-104° GEO.
5Declared distance availableInformation not AVBL.
6APCH and FATO lightingNIL
7RemarksTLOF: green omni-directional lights, interval 6 m; no markings.

EHAM AD 2.17 ATS AIRSPACE

1Designation and lateral limits
  • SCHIPHOL CTR 1:
    52°24'54.39"N 004°38'05.45"E;
    52°28'21.18"N 004°38'24.39"E;
    52°28'01.08"N 004°48'12.13"E;
    52°26'21.48"N 004°48'03.00"E;
    along clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to point of origin.
  • SCHIPHOL CTR 2:
    52°34'03.30"N 004°36'30.80"E;
    52°34'03.51"N 004°48'45.45"E;
    52°28'01.08"N 004°48'12.13"E;
    52°28'21.18"N 004°38'24.39"E;
    52°24'54.39"N 004°38'05.45"E;
    along anti-clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to
    52°18'55.05"N 004°32'50.08"E;
    52°25'50.49"N 004°33'28.09"E;
    52°29'05.83"N 004°34'39.04"E;
    to point of origin.
  • SCHIPHOL CTR 3:
    52°16'01.34"N 004°33'27.36"E;
    along anti-clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to
    52°10'46.46"N 004°49'15.93"E;
    52°04'02.84"N 004°48'38.87"E;
    along parallel to
    52°04'02.84"N 004°33'27.36"E;
    to point of origin.
2Vertical limits
  • SCHIPHOL CTR 1: GND to 3000 ft AMSL.
  • SCHIPHOL CTR 2: 1200 ft AMSL to 3000 ft AMSL.
  • SCHIPHOL CTR 3: 1200 ft AMSL to 3000 ft AMSL.
3Airspace classificationC
4ATS unit call sign
Language(s)
Schiphol Tower
English
5Transition altitudeIFR: 3000 ft AMSL; VFR: 3500 ft AMSL.
6Hours of applicabilityH24
7RemarksRestricted to ACFT capable of maintaining two-way radio communication with Schiphol TWR, unless prior permission from Aerodrome Control has been obtained. Such permission will only be given in extraordinary cases.

EHAM AD 2.18 ATS COMMUNICATION FACILITIES

Service designationCall signChannel/
Frequency (MHz)
Hours of operationRemarks
12345
ACCAmsterdam Radar118.805HOArrivals via holding SUGOL.
At ATC discretion. RSR.
120.555HOArrivals via holding ARTIP.
At ATC discretion. RSR.
127.780HOArrivals via holding RIVER.
At ATC discretion. RSR.
APPSchiphol Approach/ Departure119.055H24TAR. At ATC discretion.
Intermediate approach.
118.080HO
369.300HO
121.205H24TAR. At ATC discretion.
Intermediate approach.
Departures.
Schiphol Arrival118.405H24TAR. At ATC discretion.
Intermediate and final approach main RWY.
131.155H24
Schiphol Approach126.680HOAt ATC discretion.
TWRSchiphol Tower119.230H24Primary RWY 04/22 and 18L/36R. SMR. VDF.
118.105H24Primary RWY 18C/36C. SMR. VDF.
118.280H24Primary RWY 18R/36L. SMR. VDF.
119.905H24Primary RWY 06/24. SMR. VDF.
362.300HOAt ATC discretion.
Schiphol Delivery121.980H24Clearance delivery (start-up control VFR only).
Schiphol Planner121.655H24Outbound planner.
Schiphol Ground121.560H24Ground control (see EHAM AD 2.20, EHAM AD 2.22 and AD 2.EHAM-GMC).
121.705H24
121.805H24
121.905H24
121.590HOAt ATC discretion (Delivery, Planner, and Ground).
ATC Operational Information Schiphol131.355H24Broadcast of information about expected RWY combinations related to SIDs, during peak HR.
ATISSchiphol Arrival Information132.980H24Also AVBL by ACARS when equipped with ACARS-MU (AEEC 622 and 623 compliant).
108.400H24Schiphol VOR (SPL).
Schiphol Departure Information122.205H24Also AVBL by ACARS when equipped with ACARS-MU (AEEC 622 and 623 compliant).
-As appropriate121.500H24Emergency.
243.000H24

EHAM AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid,
MAG VAR,
Type of supported OPS
(VOR/ILS/MLS: declination)
IDFrequencyHours of operationPosition of transmitting antenna co-ordinatesElevation of DME transmitting antennaRemarks
1234567
DVOR/DME
(0°E/2010)
AMS113.950 MHz CH86YH2452°19'57.51"N 004°42'20.37"E0 ftDesignated operational coverage: 60 NM/FL 250.
VOR/DME
(0°E/2010)
HDR115.550 MHz
CH102Y
H2452°54'24.68"N 004°45'56.60"E0 ftDesignated operational coverage: 120 NM/FL 250; 90 NM/FL 250 BTN 015°-150° MAG.
DVOR/DME
(0°E/2010)
PAM117.800 MHz CH125XH2452°20'05.14"N 005°05'31.78"E0 ftDesignated operational coverage: BTN 030°-195° MAG 80 NM/FL 500; BTN 195°-285° MAG 120 NM/FL 500; BTN 285°-030° MAG 150 NM/FL 500.
DVOR/DME
(0°E/2010)
RTM110.400 MHz CH41XH2451°58'25.31"N 004°28'51.49"E0 ftDesignated operational coverage: BTN 030°-240° MAG 50 NM/FL 250; BTN 240°-030° MAG 100 NM/FL 250.
DVOR/DME
(0°E/2010)
SPL108.400 MHz CH21XH2452°19'55.72"N 004°44'59.58"E0 ftDesignated operational coverage: 60 NM/FL 250.
DVOR/DME
(0°E/2010)
SPY113.300 MHz CH80XH2452°32'25.01"N 004°51'13.61"E0 ftDesignated operational coverage: BTN 015°-135° MAG 100 NM/FL 500; BTN 135°-240° MAG 120 NM/FL 500; BTN 240°-015° MAG 150 NM/FL 500.
L 06CH388.5 kHzH2452°13'14.22"N 004°33'27.36"ENA14442 m from THR RWY 06. Designated operational range: 15 NM.
LOC 06
ILS CAT III/E/4
(0°E/2010)
KAG110.550 MHzH2452°18'25.71"N 004°47'03.10"ENA529 m from THR RWY 24.
Not to be used outside 30° west of RCL 06.
DME 06KAGCH42YH2452°17'21.94"N 004°44'32.90"E0 ftDME reads zero at THR RWY 06 (displaced 0.19 NM).
GP 06-329.450 MHzH2452°17'23.03"N 004°44'31.80"ENANIL
L 18COA395 kHzH2452°28'12.87"N 004°45'11.78"ENA15473 m from THR RWY 18C. Designated operational range: 15 NM.
LOC 18C
ILS CAT III/E/4
(0°E/2010)
ZWA109.500 MHzH2452°18'00.50"N 004°44'13.78"ENA634 m from displaced THR RWY 36C.
DME 18CZWACH32XH2452°19'42.84"N 004°44'14.76"E0 ftDME reads zero at THR RWY 18C (displaced 0.20 NM).
GP 18C-332.600 MHzH2452°19'42.71"N 004°44'16.82"ENANIL
LOC 18R
ILS CAT III/E/4
(0°E/2010)
VPB110.100 MHzH2452°19'33.22"N 004°42'30.93"ENA299 m from THR RWY 36L.
DME 18RVPBCH38XH2452°21'26.25"N 004°42'50.10"E0 ftDME reads zero at THR RWY 18R (displaced 0.20 NM).
GP 18R-334.400 MHzH2452°21'26.39"N 004°42'47.58"ENANIL
LOC 22
ILS CAT I/C/1
(0°E/2010)
SCH109.150 MHzH2452°17'55.50"N 004°46'52.19"ENANIL
DME 22SCHCH28YH2452°18'47.92"N 004°47'55.17"EINFO not AVBLDME reads zero at THR RWY 22 (displaced 0.17 NM).
GP 22-331.250 MHzH2452°18'46.73"N 004°47'57.08"ENANIL
LOC 27
ILS CAT III/E/4
(0°E/2010)
BVB111.550 MHzH2452°18'59.67"N 004°44'39.71"ENANIL
DME 27BVBCH52YH2452°19'11.06"N 004°47'31.17"E0 ftDME reads zero at THR RWY 27 (displaced 0.20 NM).
GP 27-332.750 MHzH2452°19'09.44"N 004°47'31.23"ENANIL
LOC 36C
ILS CAT III/E/4
(0°E/2010)
MSA108.750 MHzH2452°20'02.33"N 004°44'24.97"ENA288 m from THR RWY 18C.
DME 36CMSACH24YH2452°18'31.74"N 004°44'08.24"EINFO not AVBLDME reads zero at THR RWY 36C (displaced 0.19 NM).
GP 36C-330.350 MHzH2452°18'31.71"N 004°44'10.30"ENADesignated operational range: 15 NM.
L 36RNV332 kHzH2452°09'05.02"N 004°45'53.40"ENA15537 m from THR RWY 36R. Designated operational range: 15 NM.
LOC 36R
ILS CAT III/E/4
(0°E/2010)
ABA111.950 MHzH2452°19'24.61"N 004°46'49.34"ENA259 m from THR RWY 18L.
DME 36RABACH56YH2452°17'37.44"N 004°46'30.09"E0 ftDME reads zero at THR RWY 36R (displaced 0.19 NM).
GP 36R-330.950 MHzH2452°17'37.41"N 004°46'33.08"ENANIL

EHAM AD 2.20 LOCAL AERODROME REGULATIONS

1 SLOTS
1.1 Domestic IFR flights

Domestic IFR flights with destination Schiphol Airport shall comply with the CTOT issued by the Network Manager (see ENR 1.9 paragraph 2).

1.2 Airport slot co-ordination
1.2.1 Definitions
  1. Commercial aviation: flights performed by an air carrier providing scheduled flights, programmed charters or ad hoc flights which are open for individual bookings for passengers, and/or freight, and/or mail, including positioning flights which are directly linked to the operation of these flights.
  2. General aviation: all aviation except commercial aviation. Business aviation, air taxi operations and technical flights are part of general aviation.
  3. Technical flights: all positioning and test flights operated for reason of maintenance, repair or overhaul. Flights carrying passengers, mail or cargo will not be considered technical flights.
1.2.2 Slot request
  1. Slot requests for commercial aviation must be filed in the slot clearance request (SCR) format according the IATA standard schedule information manual (SSIM) Chapter 6.
  2. Slot requests for GA must be filed in the general aviation clearance request (GCR) format according the SSIM Appendix K.
  3. The requests must include information about the flight number or registration number and the desired date/time.
  4. Requests for exempt or incidental night operations can only be submitted at least one working day before the day of operation.
  5. Slot requests shall be submitted to:
    Airport Coordination Netherlands (SACN)
  6. Contact information SACN during office hours:

    Tel: +31 (0)20 405 9730

    Fax: +31 (0)20 405 9731

1.2.3 Slot abuse

Due to environmental constraints Schiphol Airport has a limited number of slots during the night between 2200-0600 (2100-0500). Aircraft are not allowed to land or take-off without a slot applicable to this specific period. In case of continued violations the competent authorities will be forced to take legal measures.

1.2.4 Procedures
1.2.4.1 Commercial aviation
  1. Commercial aviation must always submit a request for the allocation of available landing and take-off slots to SACN and receive approval before operating.
  2. At the IATA Schedules Conferences, slots for commercial aviation will be allocated for the next winter or summer season.
  3. After the slot return date, well before the start of the season, a slot pool as described in Council Regulation (EEC) no 95/93 is being set up.
  4. After the slot return date commercial aviation can submit requests for these pool slots to SACN.
1.2.4.2 General aviation
  1. For landing and take-off at Schiphol Airport, general aviation must submit a request for the allocation of available ad hoc slots to SACN and await approval before operating.
  2. General aviation is in principle not allowed to operate during the night between 2200-0600 (2100-0500).
  3. The allocation of airport slots for GA will not start before the slot return date, i.e. 31 JAN for the summer season and 31 AUG for the winter season.
  4. GA operators or their handlers will receive a slot identifier (ID) from SACN. They are requested to mention this slot ID in all communications about the slot and to file the slot ID in the flight plan item 18.
  5. Requests for ad hoc slots must be submitted after the slot return date in GCR-SSIM format message to the above mentioned email address.
  6. Ad hoc slots do not create historic precedence and may not be used for commercial aviation as defined above.
  7. In close consultation with the Ministry of Infrastructure and the Environment, SACN may decide to allocate slots during the night for event driven flights with public interest on an incidental basis.
1.2.4.3 Exemptions

The following flights are exempted from having a slot in order to land or take-off at a co-ordinated airport:

  1. Exemptions based on Council Regulation (EEC) no 95/93 as amended:
    1. State flights, including aircraft used for public service;
    2. Emergency landings;
    3. Humanitarian flights, including medical emergencies such as donor flights and flights where safety of life is involved.
  2. Exempted VFR flights:
    1. VFR flights by helicopters;
    2. VFR flights by propeller driven aircraft with a MTOM < 5700 kg.
1.2.4.4 Force majeure

The following reasons could be considered as being beyond control and unforeseen:

  1. technical failures and aircraft defects at previous stations and no alternative available within reasonable time;
  2. return to airport because of in-flight failure (such as: bird strike) and the subsequent departure on the same day;
  3. local ATC directives severely disturbing normal operations;
  4. unforeseen ATC delays locally and/or en route (e.g. industrial actions, radar failures, political);
  5. severe weather conditions at other stations and/or home stations;
  6. limited runway use due to exceptional reasons at departure stations;
  7. political instructions (for instance major events with possible effects on safety, state flights).
1.3 Expected severe capacity reduction

In case of an expected temporary severe capacity reduction, e.g. due to extremely adverse weather conditions, a procedure may be invoked to inform airlines and ground handling companies on the expected disruption, which may include an advice to cancel, divert or reschedule flights on a voluntary basis. The advice will be communicated by the flow manager aircraft through the website Airport Operations Online (register on www.schiphol.nl/airportoperations).

2 GROUND CONTROL AT SCHIPHOL AIRPORT
2.1 General

Schiphol Airport is equipped with a mode S surface movement system. Aircraft operators should ensure that the mode S transponders are able to operate when the aircraft is on the ground according to ICAO specifications (Annex 10, volume IV, 3.1.2.8.5.3 and 3.1.2.10.3.10).

The aircraft identification should be entered before the transponder is activated. Pilots must use the ICAO defined format for entry of the aircraft identification. For details about this format see ENR 1.6, section 2.1.1 Normal procedures or ENR 1.10, section 3.2.1 ITEM 7: aircraft identification (maximum 7 characters).

Pilots shall select the assigned mode A (squawk) code and activate the mode S transponder:

  • from request of push-back or taxi whichever is earlier;
  • after landing, continuously until the aircraft is fully parked on stand. The transponder shall be deactivated immediately after parking.

Activation of the mode S transponder means selecting AUTO mode, ON, XPNDR, or the equivalent according to specific installation. Selection of the STAND-BY mode will NOT activate the mode S transponder. Depending on the hardware configuration, selecting ON could overrule the required suppression of SSR replies and mode S all-call replies when the transponder is on the ground.

To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised; TCAS should not be selected before receiving the clearance to line up. For arriving aircraft, TCAS should be deselected as soon as possible after vacating the runway.

Aircraft shall comply with the compulsory taxi routings to and from the stands as depicted on AD 2.EHAM-GMC. Deviations from the taxi routings will be given timely to the pilot by Schiphol Ground.

In order to prevent dazzling the marshaller or the push-back crew, pilots are requested when reaching or leaving the parking position on the apron, to switch off their landing lights and, when equipped with both a conventional red anti-collision light and a sequenced white strobe light system, to switch off the latter system as well.

3 VISUAL DOCKING GUIDANCE SYSTEMS
3.1 General

Guidance at aircraft stands by visual docking guidance system or marshaller is mandatory. Pilots shall not enter the aircraft stand and stop before the red ATC service boundary, until the visual docking guidance system is activated or a marshaller has signalled to proceed. On proceeding onto the designated aircraft stand, pilots shall be aware not to cause excessive jet blast at adjacent aircraft stands.

a black aircraft livery may cause inaccurate display information on the visual docking guidance system. Therefore, pilots of aircraft with a black livery shall not use the visual docking guidance system and request marshaller assistance at all times when docking.

Information on specific visual docking guidance systems is detailed in the paragraphs hereafter.

3.2 Safegate
3.2.1 System description

The parking system is of the Safegate type. It consists of a display unit in front of the parking position and a number of sensors in the apron surface. On the display the left-hand pilot gets the right alignment as well as the closing-rate and "stop" information.

3.2.1.1 Display indications

  1. Vertical green illuminated bar and a yellow aircraft symbol for taxi line deviation information.
  2. Display information (see paragraph 3.2.5).
  3. One pair of green lights indicating "the system is ready for use".
  4. One pair of green lights indicating the "stop"-bar.
  5. Nine pair of green closing-rate information lights.
  6. Three pair of yellow closing-rate information lights.
  7. Two pair of red stop information lights.
  8. The "STOP" sign.
3.2.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot shall check that the correct aircraft type is shown on the systems display and shall not enter the aircraft stand until:

3.2.3 Centre line guidance

Centre line guidance is obtained by means of a green illuminated bar in front of a yellow aircraft symbol. The aircraft is on the centre line when bar and symbol overlap each other (see paragraph 3.2.1.1 item 1). The centre line guidance has to be observed from the left seat.


3.2.4 Closing-rate and stop information

For each type of aircraft a stop point has been assigned within the system. Closing-rate information is given over the last 12 m by means of nine pair green (see paragraph 3.2.1.1 item 5) and three pair yellow lights (see paragraph 3.2.1.1 item 6). As soon as the reset loop (14.5 m in front of the stop point) is activated the bottom pair green lights and the type of aircraft indication at the top will show "steady". When the stop-sensor is activated the word "STOP" (see paragraph 3.2.1.1 item 8) and four red lights (see paragraph 3.2.1.1 item 7) will be shown.

3.2.5 Display information text

At the topline the system has an information line. If the information contains more than five characters, it will be shown intermittently in two groups. The following information can be expected:

OK !parking is correct.
CHOCK/ONchocks are in place.
TOO/FARthe stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary.
STOP/SHORTthe system is operated by an operator; no closing-rate information available, the stop sign is given manually. Taxi very carefully.
SBUif one or more sensors are missed during taxi-in, this information is given together with the normal STOP-signal as soon as the chosen stop-sensor is activated.
WAITthe type of aircraft during the closing-in is changed. When the correct type is displayed the parking can be continued.
ERRif a system fault occurs the display will show this together with a number between 0 and 9. The STOP-sign will be shown as well. The aircraft has to be parked by means of either marshalling or a tractor.
3.3 Safedock
3.3.1 System description

The parking system is of the Safedock type. It consists of a display unit in front of the parking position and a laser unit underneath it. Due to the digital display presentation, both pilots get the correct alignment information as well as the closing-rate and stop information.

3.3.1.1 Display indications

  1. Vertical green bar indicating the centre line.
  2. Red arrow(s) pointing towards the centre line bar indicating the deviation from the centre line. When on centre line, two red triangles will appear.
  3. Display information (see paragraph 3.3.5).
  4. One pair of blinking green lights indicating "the system is ready for use".
  5. Green or yellow closing rate information lights.
3.3.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot shall check that the correct aircraft type is shown on the systems display and shall not enter the aircraft stand until:

3.3.3 Centre line guidance

Centre line guidance is obtained by means of (a) red arrow(s) pointing at the vertical green centre line bar. The aircraft is on the centre line when at the same time on both the left and the right side of the centre line bar a red arrow appears. If the position of nose gear is on the left (or right) side of the centre line the arrow appears on the left (or right) side of the centre line. If the deviation gets extreme a double arrow will appear.

3.3.4 Closing rate and stop information

For each type of aircraft a stop point has been assigned within the system. Closing rate information is given over the last 17 m by means of green (first 14 m) and yellow (last 3 m) lights (see paragraph 3.3.1.1 item 5). As soon as the reset area is activated the bottom pair green lights will show "steady". At the same time the green centre line bar appears on the display. The lights will move from the bottom side of the display upwards in the direction of the stopping position. When the stop-area is activated the azimuth-guidance arrows will be replaced by the word "STOP".

In order to complement the green and yellow bars, a countdown of the distance to the stop line in metres is added in the screen. It will start from 15 m and countdown in steps of one metre to 1 m. From the last metre; 0,8 m and 0,5 m will be shown followed by "STOP".

3.3.5 Display information text

The topline on the display has one or two information line(s). Depending on the number of available information lines, the information will either be shown on both lines or will be shown intermittently in two groups. The following information can be expected:

B737 (for example)the expected type of aircraft is shown.
OKparking is correct.
HOLD BRAKEShold brakes until "CHOCK/ON" appears.
CHOCK/ONchocks are in place.
TOO/FARthe stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary.
STOPthe aircraft has reached the stopping point or the docking procedure is not carried out correctly.
WAITthe chosen type of aircraft during the closing-in is changed by the operator. When the correct type is displayed the parking can be continued.
TEST/WAITwhen the system is activated the lasersystem carries out a self-test before the type of aircraft appears on the display.
ERRif a system fault occurs the display will show "ERR" together with "STOP". The aircraft has to be parked by means of either marshalling or a tractor.
DOWN GRADduring low visibility, the system scans aircraft from 60 m instead of 90 m.
3.4 AGNIS/PAPA
3.4.1 System description

The system consists of an azimuth guidance unit (AGNIS) and a stop information system (PAPA). The system is calibrated for use from the left-hand cockpit seat. Be aware that read-out from the right-hand seat may result in incorrect parking. For lay-out example see figure below.



3.4.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. Pilots shall not enter the aircraft stand until the system is activated.

3.4.3 Azimuth information (AGNIS)

The azimuth guidance information is given by means of green and red bars shown on the unit in front of the yellow aircraft-stand taxi line.

3.4.4 Stop information (PAPA)

Stop information is given by the PAPA-board positioned on the right or left side of the AGNIS unit.

3.4.5 Emergency stop

The Schiphol system has an emergency stop sign and two red lights placed on top in the centre and on the upper corners of the PAPA-board. When the word "STOP" is shown and the red lights are lit intermittently, the aircraft has to stop immediately. The emergency stop sign is activated by the supervising operator.

4 ENVIRONMENTAL BURDEN REDUCTION DURING TAXI

In order to reduce the environmental burden, arriving aircraft equipped with 3 or 4 engines should taxi from the landing runway to the gate with one engine switched off. Pilots may deviate from this restriction, if the procedure is considered an unsafe operation or would hinder the normal operation of the aircraft.

5 USE OF APU

The use of auxiliary power units (APU) and ground power units (GPU) is strictly controlled at all aircraft stands where (fixed) 400 Hz power units are available. These 400 Hz power units shall be used to reduce environmental and noise burden.
For cooling and heating purposes, pre-conditioned air units (PCA) shall be used.
At all other aircraft stands, flight crew are urgently requested not to use the APU.

The APU should be shut down as soon as practicable following actual in block time (AIBT), but not later than 5 MIN after parking brakes set, and not restarted until 10 MIN prior to actual off block time (AOBT) in order to start the engines.

Exceptions:

  • When it is necessary to use an APU to diagnose and/or rectify aircraft faults (for technical/maintenance reasons). Prior permission required from the Airside Operations office, tel: +31 (0)20 601 2115.
  • When 400 Hz power units and/or PCA units are not operative or not available. Prior permission required from the Airside Operations office, tel: +31 (0)20 601 2115.
  • When the outside temperature is below -5°C or above +25°C (according to METAR).
6 JET BLAST HAZARD

To avoid jet blast hazard at adjacent aircraft stands, pilots shall use minimum breakeaway thrust/power setting on:

  1. TWY A when turning left onto TWY S6 for line-up RWY 24 (ICAO code E and F aircraft only).
  2. TWY A when turning left onto TWY S7 for line-up RWY 24 or crossing RWY 24.
  3. TWY A9C when taxiing out on TWY A9C.
  4. TWY A10 when turning right onto TWY A13.
  5. TWY A12 when turning right onto TWY A13.
  6. TWY A16 when turning right onto TWY A.
  7. Aircraft stands D3, E18, E20, and E22 when docking.
When taxiing out on TWY A14 to TWY A or B, avoid turning left towards TWY A16 to avoid jet blast on aircraft stands E17 and E19.
When facing east on TWY A12, avoid turning left onto TWA A to avoid jet blast on aircraft stand E77.
7 TRAINING AND TEST FLIGHT REGULATIONS
7.1 General

Training flights and test flights from/towithin the Schiphol Airportcontrol zone are onlyallowed permittedto MON-FRIbe performed in the period from Monday up to and including Friday, daily between 0600-2100 (0500-2000), but). It is not allowed to perform training and test flights outside this period. Neither is it allowed to perform training and test flights on public holidays (see GEN 2.1GEN 2.1). However, theAll followingtraining and test flights aremust exemptedbe fromco-ordinated these24 HR restrictionsin advance with:

  • urgent test flights related to corrective maintenance with the objective to restore airworthiness of aircraft;
  • test flights from/to Schiphol Airport that perform tests only outside the Schiphol CTR.

These two exemptions are also permitted on SAT, SUN and public holidays daily 0800-1800 (0700-1700), provided they have permission of the Operational Helpdesk (in conformity with the standard procedure, see ENR 1.3).

All training and test flights must be co-ordinated 24 HR in advance with:

Post:

Air Traffic Control the Netherlands
OperationalOperationele Helpdesk
P.O. Box 75200
1117 ZT Luchthaven Schiphol

Tel: +31 (0)20 406 2201 (OPR HR: 0600-1600 (0500-1500))

Email: ops_helpdesk@lvnl.nl

URL: http://www.lvnl-ohd.nl

Furthermore, allThese trainingflights andalso test flights must have obtained, in advance, the explicit permission of the Flowflow Managermanager Aircraft of Amsterdam Airport Schipholaircraft, tel: +31 (0)20 601 2115.

7.2 Training flights with military aircraft

It is not allowed to perform training flights with military aircraft.

7.3 Use of a non-preferential runway

The use of RWY 04/22 for training flights is only allowed for single engine propeller aircraft with an MTOM < 5700 kg (JAR-OPS category B). The use of a non-preferential runway for other training flights is not allowed.

8 ILS OPERATIONS BY FOREIGN OPERATORS

No authorisation for carrying out ILS operations at Schiphol is required for foreign operators in possession of a declaration of competency issued by their national administrations.

9 REMOTE HOLDING AND DE-ICING POSITIONS
9.1 Remote holding positions

The following apron positions are available for remote holding:

ApronLocationPositionsMax wingspanRemarks
P-holdingBetween TWY A12 and TWY A13P169 mEither P1 AVBL or PA and PB AVBL.
Either P3 AVBL or PC and PD AVBL.
P236 m
P3Not applicable
PA, PB, PC, PD36 m
On R-apronAdjacent to TWY RP2036 mCentre line and designated stop position not lighted.
P2136 m
On TWY VSEast of holding RWY 36LP6Not applicableNIL
P7Not applicable
At the remote holding positions pilots shall stop at the indicated STOP position to ensure sufficient clearance to adjacent taxiways (see paragraph 9.3).
At the end of the combined lead-in line of remote holding position P20 and P21 pilots shall turn 180 degrees left for P20 or 180 degrees right for P21 to hold nose out at the designated stop position.

Remote holding procedures may be used by ATC in the following cases:

  1. Arriving aircraft not being able to proceed to the gate, because it is still occupied by another aircraft.
  2. Departing aircraft that have to vacate the gate for arriving aircraft, but are not yet allowed to depart due to the assigned CTOT by the Network Manager.

All traffic must be able to leave the remote holding without delay. Unless otherwise instructed by ATC all traffic must enter and leave the remote holding via the standard taxi routing.

9.2 De-icing positions

The following apron positions are available for de-icing:

ApronLocationPositionsMax wingspan
Central de-icing facility
J-apron
between TWY A20 and A24P10MAX wingspan 68.5 m
P12MAX wingspan 65 m
P14 and P16MAX wingspan 80 m

Special communication procedures may be expected during de-icing procedures.

Taxiway A between A19 and A20 is used as holding position for de-icing operations on the J-apron. Avoid holding on the upslope between A19 and A20 to prevent unintentional backward movement of the aircraft. High power settings may cause jet blast damage. Advise ATC if unable to comply with taxi clearances.
On taxiway A20 pilots shall use minimum breakaway thrust when turning right onto P10, P12, P14 and P16 to avoid jet blast hazard at adjacent aircraft stands.
9.3 Guidance and markings


9.4 De-icing procedures

Snowdesk allocates the de-icing position and regulates the outbound flow for KLM de-icing customers only. Other customers will be instructed by ground handling companies, see EHAM AD 2.23.
The following Snowdesk de-icing procedures will be used at the central de-icing facility (CDF) on J-apron (P10, P12, P14, P16):

1.Contact Snowdesk for de-icing request.
2.Request ATC clearance from 20 MIN before ETD or 35 MIN before CTOT.
3.Monitor Snowdesk as well as Schiphol Planner for any changes in the de-icing planning.
4.When ready for push-back and during CDM operations within TSAT window (+/- 5 min), report "ready" to Schiphol Planner.
5.Schiphol Ground will give taxi instructions to the central de-icing facility (CDF).
6.Padcontrol is responsible for sequencing and spot assignment on the CDF only, pilots shall maintain separation from other aircraft at their own discretion.
7a.When signboards are available, continue with signboard procedure, or;
7b.when signboards are not available or U/S, continue with the voice only procedure.
Signboard procedure (CDF):
use call sign at all times.
Signboard
examples:
Voice only procedure:
use call sign to contact Padcondrol at CDF;
use aircraft registration to contact Iceman.
8.When instructed by Schiphol Ground, contact Padcontrol.8.When instructed by Schiphol Ground, contact Padcontrol/Iceman.
9.When instructed by Padcontrol, contact Iceman.

9.Iceman will instruct: "ENTER (P10, P12, …)".
10.Iceman will instruct: "ENTER (P10, P12, …)".

10.Iceman will advise current treatment, anti-icing code and start time.
11.Hold position, monitor Iceman and signboards for current treatment, start time and anti-icing code.

11.Hold position until Iceman gives the "ALL CLEAR" signal.



12.Iceman will advise when clear and to contact Schiphol Ground for taxi instructions.
12.Iceman will advise when clear and to contact Schiphol Ground for taxi instructions.
Communication channels:
Snowdesk121.305
Schiphol Planner121.655
Schiphol Ground121.905
Padcontrol121.605
Icemansee electronic signboard.
Monitor Schiphol Ground at all times.

Additional remarks:

  1. De-icing requests and cancellations must be made by the flight crew to Snowdesk.
  2. If additional treatment is needed, report this as special requirement to Snowdesk and Iceman.
  3. Tactile checks must be performed at the gate or on the parking stand.
  4. Technical de-icing (landing gear, brakes, inside LE- or TE-flaps, under wing, engine inlets, fan blades and sensors/ static ports/ pitot probes) requires de-icing at the gate or on the parking stand, supervised by an Aircraft Maintenance Technician (AMT). The aircraft operator is responsible for providing an AMT. In case regular de-icing is still required, this will be performed at the remote positions.
10 J-APRON PROCEDURES
10.1 General

The J-apron is not controlled by ATC. Pilots shall maintain separation from other aircraft at their own discretion.
Procedures for entering and leaving the J-apron (without de-icing) are detailed below.
For de-icing procedures at the central de-icing facility on the J-apron see paragraph 9.

10.2 Entering the J-apron

ATC instructs pilots entering the J-apron at TWY A20 to contact Apron Control 121.880 and follow the marshaller to the allocated aircraft stand.

10.3 Leaving the J-apron
  1. Contact Schiphol Planner for start-up approval.
  2. Contact Apron Control 121.880 to reposition the aircraft near the ATC service boundary on TWY A20, aircraft stand P10 or aircraft stand P16.
  3. Hold at the ATC service boundary and contact Schiphol Ground 121.905 for taxi instructions.
Taxiing is only allowed after the "ALL CLEAR" signal from the push-back crew and clearance from Schiphol Ground have been obtained.
11 K-APRON PROCEDURES
11.1 General

At the K-apron ground handling companies (see EHAM AD 2.23) handle the aircraft and allocate aircraft stands.
The K-apron is not controlled by ATC. K-apron is open H24, for operating hours ground handling companies see EHAM AD 2.3.

11.2 Entering the K-apron

Aircraft taxiing to the K-apron shall use apron entry GL. At apron entry GL, contact Schiphol Amsterdam General Aviation 121.930 to obtain the aircraft stand.

  • For aircraft stands, parking directions and wingspan restrictions see AD 2.EHAM-APDC.2.
  • All aircraft stands are used nose-in. Self parking on all aircraft stands, if assistance is required contact your handler.
  • Aircraft at aircraft stands K11 - K16, K20 - K27 and K35 - K39 shall be turned by a tow truck. Under no circumstances shall a 180° turn be carried out using aircraft thrust.
11.3 Leaving the K-apron
Departing from
aircraft stand:
K11 - K16
K20 - K27
  1. IFR flights contact Schiphol Planner for start-up approval;
    VFR flights contact Schiphol Delivery for start-up approval.
  2. Contact Schiphol Amsterdam General Aviation 121.930 to obtain permission to taxi to apron exit GD.
    Caution: apron exit GD is located opposite TWY G1.
  3. Hold at apron exit GD and contact Schiphol Ground 121.805 for further taxi instructions.
K35 - K39
K40 - K44
K71 - K76
  1. IFR flights contact Schiphol Planner for start-up approval;
    VFR flights contact Schiphol Delivery for start-up approval.
  2. Contact Schiphol Amsterdam General Aviation 121.930 to obtain permission to taxi to apron exit GL.
  3. Hold at apron exit GL and contact Schiphol Ground 121.805 for further taxi instructions.
  • Taxiing is only allowed after the "ALL CLEAR" signal from the ground crew.
  • Taxiing from aircraft stand must commence within one minute after given approval from Schiphol Amsterdam General Aviation.
  • When leaving aircraft stands K20 - K27 and K35 - K39 use low power settings to avoid possible jet blast on adjacent aprons.

EHAM AD 2.21 NOISE ABATEMENT PROCEDURES

1 GENERAL

The following departure and arrival procedures have proved to be highly efficient in respect of noise abatement in the vicinity of Schiphol Airport. Aircraft may deviate from these procedures for safety reasons or otherwise instructed by ATC.

2 DEPARTURES (JET AIRCRAFT ONLY)
2.1 Take-off and climb procedure

The use of the noise abatement take-off and climb procedure NADP2 as mentioned in ICAO Doc 8168 Volume I is recommended for all jet aircraft departures from Schiphol Airport. If for operational reasons compliance with the recommended procedure is not possible, NADP1 may be used.

operators are requested to inform the airport authority on the details of their departure procedure by sending copies of the relevant pages of the aircraft operating manual (AOM) to:
Post:

Amsterdam Airport Schiphol
Corporate Development
Stakeholder Strategy and Development
P.O. Box 7501
1118 ZG Schiphol Airport
The Netherlands

Email: flightprocedure@schiphol.nl

2.2 Minimum noise routing

The standard instrument departure routes as contained in EHAM AD 2.22 paragraph 1.5 avoid residential areas as much as possible and must be considered minimum noise routes.

3 ARRIVALS (ALL AIRCRAFT)

For RWY 06 and RWY 18R RNAV low-noise procedures, continuous descent approach (CDA), for jet aircraft will be used between 2130-0530 (2030-0430), otherwise aircraft will be radar vectored towards interception of final leg at 3000 ft AMSL. Executing a CDA implies that after NIRSI, NARIX or SOKSI a continuously descending flight path without level segments is to be flown in a low power and low drag configuration. A flight path is considered continuously descending when there is no level segment. A segment is considered level if the altitude loss is less than 50 ft over a distance of 2.5 NM. For procedures and exemptions see EHAM AD 2.22 paragraph 2.6.1.

3.1 Reduced flaps

For noise abatement using a reduced flaps landing procedure is recommended. However, use of this procedure is subject to captain's decision and safety prevails at all times.

operators / aircraft types, not able to comply with the mentioned landing procedure, are requested to inform the airport authority by sending copies of the landing procedure in use to:
Post:

Amsterdam Airport Schiphol
Corporate Development
Stakeholder Strategy and Development
P.O. Box 7501
1118 ZG Schiphol Airport
The Netherlands

Email: flightprocedure@schiphol.nl

3.2 ILS available
  1. Intercept the ILS using a minimum flap setting with landing gear retracted.
  2. Select gear down after passing 2000 ft AMSL.
  3. Postpone the selection of the minimum certified landing flap setting until passing 1200 ft AMSL.
3.3 Non precision approach
  1. Intercept final leg.
  2. Follow a descent path using a minimum flap setting with landing gear retracted which will NOT be lower than 5.2% (3.0 degrees).
  3. Select gear down after passing 2000 ft AMSL.
  4. Postpone the selection of the minimum certified landing flap setting until passing 1200 ft AMSL.
3.4 Visual approach
  1. Intercept the final leg, avoiding populated areas as much as possible.
  2. Follow a descent path using a minimum flap setting with landing gear retracted which will NOT be lower than 5.2% (3.0 degrees).
  3. Select gear down after passing 2000 ft AMSL.
  4. Postpone the selection of the minimum certified landing flap setting until passing 1200 ft AMSL.
4 USE OF RUNWAYS
4.1 General

The most frequently used runways are:

  1. As landing runway: 06, 18R, 36R, 18C, 36C, 27.
  2. As departure runway: 36L, 24, 36C, 18L, 18C, 09.

In unusual circumstances, such as extreme wind conditions, runways not available and during peak hours other choices may be used. Outside peak hours and during the night period a combination of 1 departure runway and 1 landing runway will be assigned. During outbound peak hours a combination of 2 departure runways and 1 landing runway may be in use. During inbound peak hours a combination of 1 departure runway and 2 landing runways may be in use. Assignment of runways in use is based on the preferential runway system, as prescribed in paragraph 4.3. For VFR traffic normally the RWY 04/22 will be assigned.

propeller driven aircraft may be assigned a different departure and landing runway.
the attention of pilots on final of RWY 04 or 22 is drawn to the size and texture of the parallel taxiway which, under certain weather conditions, is more conspicuous than the runway.
4.2 Use of helispot

The helispot can be used by helicopters arriving at or departing from Schiphol-East and is in principle only available during the night hours. A minimum altitude of 150 ft applies in the sectors between 106° - 166° MAG and 246° - 346° MAG.

4.3 Preferential runway system
4.3.1 General

The runways in use at Schiphol Airport will be selected by ATC according to a preferential runway system. This system is based on the following principles:

  • traffic safety prevails at all times.
  • departure and landing will normally take place on separate runways.
  • preferably a runway equipped with ILS will be selected for landing.
  • the preferential sequence for selecting runways in use depends on the combination of noise influences and traffic handling.
  • the wind and visibility criteria mentioned in paragraph 4.3.3 are directives for the selection of the runway combination(s) from the preferential sequence. These directives are in accordance with the guidance material laid down in Annex 16-ICAO (Aircraft noise).
  • deviations from an assigned runway in order to obtain a shorter taxi route, departure or approach pattern are not permitted.

Due to noise abatement considerations, the use of a non-preferential runway for take-off and for landing is not permitted unless specifically requested for safety reasons by the pilot.

However, if a pilot decides that a different landing runway should be used for safety reasons, ATC will assign that runway (air traffic and other conditions permitting). Deviations from the preferential sequence for selecting runways in use can be made by ATC:

  • when approach facilities on the selected runway are not suitable for operations in the prevailing weather.
  • when crosswind components do not meet the given limits for any runway combination.
  • when estimated surface friction on runways is below certain standards.
  • when heavy showers are observed or wind shear is reported in the vicinity of the airport.
4.3.2 The preferential sequence for selecting runways in use

The preferential sequence for selecting runways in use is being determined by the Airport Authority in close co-operation with ATC. This preferential sequence is subject to noise load developments. Therefore the preferential sequence for selecting runways may change in any given period.

4.3.3 Wind criteria

In selecting the runway combination to be used from the preferential runway system, ATC the Netherlands shall apply the wind speed criteria as have been stated in the table below. In applying these wind criteria, gusts below 10 KT shall not be taken into account. If the actual wind speed values exceed the wind speed criteria, ATC the Netherlands may apply higher crosswind and/or tailwind values in order to assign a runway combination. Accepting a runway is a pilot's decision. If a pilot, prompted by safety concerns, requests another runway for landing, this request will be granted when possible. In that case, the pilot must submit a written report (the operator is responsible for proper reporting procedures).

WeatherRVR >= 550 m and ceiling >= 200 ftRVR < 550 m and/or ceiling < 200 ft
Wind componentCrossTailCrossTail
Estimated runway frictionGood207157
Medium to good100100
Medium100100
Medium to poor5050
Poor5050
Remarks:
  1. Wind speed values are presented in knots.
  2. Estimated surface friction information is based on the measured friction coefficient (see EHAM AD 2.7). Usually, the estimated surface friction at Schiphol Airport is good, even when the runway is wet. The estimated surface friction will be less than good only in case of e.g. extreme rainfall or snow.
5 RESTRICTED USE OF THE AIRPORT
5.1 Runway availability
  1. RWY 18R is not available for departures and RWY 36L is not available for arrivals.
  2. RWY 36R is not available for departures and RWY 18L is not available for arrivals.
  3. From 2130-0530 (2030-0430) RWY 04/22 is not available for departures and arrivals.
  4. From 2130-0530 (2030-0430) RWY 09/27 is not available for departures and arrivals.
  5. From 2130-0530 (2030-0430) RWY 18C is not available for arrivals and RWY 36C is not available for departures.
  6. From 2130-0530 (2030-0430) RWY 18L is not available for departures.
  7. From 2130-0530 (2030-0430) RWY 24 is not available for arrivals.
  8. From 2130-0530 (2030-0430) RWY 36R is not available for arrivals.

Deviations from the restrictions for arrivals on RWY 09/27, 18C, 24 and 36R shall be made if no other runway is available or usable. Deviations from the restrictions shall be made if necessary for rescue or relief (e.g. emergency) operations.

5.2 Reverse thrust

Between 2030-0530 (1930-0430): After landing, the use of idle reverse thrust is advised on all runways except RWY 04/22, safety permitting. To achieve the highest possible runway capacity, runway occupancy times are to be reduced to a minimum.

6 RESTRICTIONS FOR CHAPTER 2 AND MARGINAL CHAPTER 3 AIRCRAFT
  • Take-off and landing is not allowed for aircraft which are certified in accordance with the noise standards of ICAO Annex 16 Chapter 2.
  • For aircraft certified in accordance with the noise standards of ICAO Annex 16 Chapter 3, for which the margin of the sum of the three certification noise levels, relative to the sum of the three applicable ICAO Annex 16 Chapter 3 certification noise limits, is not more than 5 EPNdB, the following applies:
    1. New operations are not allowed.
    2. For aircraft equipped with engines with bypass ratio <= 3, take-off and landing is not allowed between 1700-0700 (1600-0600).
    3. For aircraft equipped with engines with bypass ratio > 3, it is not allowed to plan take-off between 2200-0600 (2100-0500).

EHAM AD 2.22 FLIGHT PROCEDURES

1 INSTRUMENT DEPARTURE PROCEDURES SCHIPHOL AIRPORT
1.1 Introduction

The instrument departure procedures are based on ICAO Annex 2 and on ICAO Documents 4444-ATM/501 (PANS-ATM), 7030 (SUPPS) and 8168-OPS/611 (PANS-OPS). The procedures are developed with a view to make optimum use of the available airspace. It is therefore essential that pilots navigate in compliance with these in-flight procedures with the highest possible accuracy. See GEN 1.5 for required RNAV equipment in the Schiphol TMAs.

Executive control of traffic en route and in the Schiphol TMAs is exercised by radar controllers. For operational use of radar see ENR 1.6.

1.2 Radar procedures

Executive control of traffic in the Schiphol TMAs is exercised by radar controllers. During the peak hours outbound traffic will be handled by a TMA-west controller (Schiphol Departure 121.205) and a TMA-east controller (Schiphol Departure 119.055). Outside peak hours one radar controller is responsible for the provision of approach/departure control service in the Schiphol TMA on both channels simultaneously.

1.3 Instrument departure procedures
1.3.1 Clearance delivery

En route clearance shall be requested to Schiphol Delivery MAX 20 minutes prior to EOBT or 35 minutes prior to CTOT. If RWY 36L is used, clearance shall be requested MAX 30 minutes prior to EOBT or 45 minutes prior to CTOT. An en route clearance contains:

  1. Clearance limit: airport of destination.
  2. Standard instrument departure (SID) plus designated departure runway.
  3. SSR-code.
  4. Additional departure instructions (if applicable).
  5. CTOT (if applicable).

Example of an en route clearance: "KLM3274 cleared to Paris, KUDAD 1S Departure, runway 24, squawk 2123, slot 25".

En route clearance may also be requested by means of a datalink departure clearance (DCL) service. The implementation of the DCL service is based on EUROCAE Document ED-85. The following procedure applies:

  1. The pilot sends a request for en route clearance downlink (RCD) at the above mentioned times.
  2. A flight system uplink message (FSM) will be transmitted automatically.
    • If the RCD is accepted; a departure clearance uplink message (CLD) will be issued.
    • If the RCD is rejected; the pilot shall revert to RTF procedures.
  3. The pilot shall acknowledge the en route clearance by means of a departure clearance readback downlink (CDA) within 5 minutes; otherwise a negative FSM will be issued.
  4. When the CDA is processed successfully; a positive FSM will be issued to mark the end of the procedure.

When using the DCL service pilots shall maintain a listening watch on the channels published for clearance delivery. Prior to departure, both the pilot and the air traffic controller shall verify that the departure route assigned via the DCL service logically refers to the runway used and to the route indicated in the current ATC flight plan. In the event of any doubts or system related difficulties, RTF procedures shall be resumed. An en route clearance issued by RTF always supersedes an en route clearance transmitted via the DCL service.

After en route clearance is obtained and either read back via RTF or confirmed via datalink, pilots shall immediately (without ATC instruction) select and monitor Schiphol Planner.

the instrument departure procedures are laid down in standard instrument departures (SIDs). SIDs are designated in accordance with ICAO Annex  11. SID designation is composed of the following elements:
  • a basic indicator, i.e. a significant point.
  • a validity indicator, i.e. a number from 1 to 9 indicating the valid version of a specific SID.
  • a route indicator, i.e. a letter representing the runway where the SID begins.
if not able to comply with the crossing conditions prescribed in the SIDs, inform Schiphol Delivery as soon as possible.
additional departure instructions containing deviations from the SID may be added to the en route or take-off clearance. These instructions may comprise an opposite turn after take-off, interception of a different VOR radial, maintaining a specified heading or temporary altitude restrictions; these additional instructions amend the relevant part of the SID only.
VOR radial interception angles: in principle 45°. If the indicated angle exceeds 45° initiate turn in due time in order not to overshoot the radial.
during off-peak hours one clearance delivery/outbound planner may be active. In that case the channels will be combined by ATC.
information about expected runway combinations related to SIDs, during peak hours, is broadcasted on 131.355 (call sign "ATC Operational Information Schiphol").
1.3.2 Schiphol Planner
1.3.2.1 Airport collaborative decision making (A-CDM)

A-CDM at Schiphol Airport is a joint initiative between the aircraft operators (AO), ground handlers, ATC and the airport. The key aims of A-CDM are to facilitate the sharing of operational processes and data to allow better informed decisions to be made. A-CDM facilitates the optimal handling of turn-around processes at the airport.

TOBT represents the time that the ground handler and the flight crew estimate an aircraft will be ready, with all ground handling activities finished, all doors closed, and the boarding bridge and handling equipment removed.

TSAT represents the time at which flight crew can reasonably expect start-up approval from ATC. It takes into account TOBT, CTOT (if applicable), variable taxi times (including de-icing, if applicable), current local traffic situation, applicable SID and wake turbulence separation. Push-back truck availability at stand is based on TSAT.

1.3.2.2 Procedures

The ground handler sets an accurate TOBT. If an earlier departure is anticipated, or the TOBT can no longer be met, the flight crew must contact the ground handler as soon as possible to update the TOBT. TOBT adherence will be monitored and reported to the AO/ground handler.

Flight crew shall ONLY report ready to Schiphol Planner when:

  1. all handling processes (doors closed, handling equipment removed, etc.) are finished and (if required) the push-back truck connected, the aircraft lifted and ready for immediate push-back, and
  2. within TSAT window (TSAT +/- 5 MIN).

This report shall include aircraft identification, parking position, ATIS information and the "READY" message. Failing to comply will result in an inaccurate push-back and runway planning, which may result in a loss of total usable runway capacity.

TSAT is displayed on most contact stands via VDGS or should be requested from the ground handler if no display is available. In case TSAT has expired, flight crew must contact the ground handler to set a new TOBT. TSAT expiry can result in extensive delay.

At push-back stands Schiphol Planner will give instructions to contact Schiphol Ground for start-up, push-back and taxi instructions.
At taxi-out stands Schiphol Planner will give start-up approval and instructions to contact Schiphol Ground for taxi instructions.

When instructed by Schiphol Planner, the flight crew shall directly contact Schiphol Ground and immediately comply with start-up, push-back and taxi permission. Since ATC planning of outbound traffic (involving en route clearance and co-ordination with adjacent ACCs) is based on the start-up time, any delay shall be reported to ATC immediately.

in case a regulated (CTOT) flight is fully ready, ground process fully completed and with or without push-back truck attached, flight crew may request Schiphol Planner to send a "READY" message for a possible CTOT improvement.
In case one or more engines need to be started prior to push-back, flight crew must request permission accordingly with Schiphol Planner. The permission for start-up does not include permission for push-back. Push-back shall only be initiated after receiving the push-back clearance from Schiphol Ground (see paragraph 1.3.3).
VFR flights and flights with status HEAD and HOSP are exempted from reporting ready within TSAT window. Flight crew of these flights shall report ready to Schiphol Planner as soon as they are fully ready.
J-apron and K-apron are not under ATC ground control. At K-apron flight crews shall report to Schiphol Ground at apron exits GD and GL.
1.3.3 Schiphol Ground
1.3.3.1 Start-up, push-back and taxi

Ground control service (start-up, push-back and taxi instructions) is provided by Schiphol Ground (see EHAM AD 2.18 and AD 2.EHAM-GMC).

Pilots shall only ask for start-up and push-back permission after having confirmed that the ground crew is ready. The anti-collision light must be switched on just prior to push-back.

At Schiphol Airport performing a power-back using reverse thrust is not allowed.

The flight crew is part of the communication chain between ground controller and truck driver. Therefore the use of a ground engineer with an intercom connection is recommended. When intercom connection with a ground engineer is not possible, the pilot shall inform Schiphol Ground.

Standard push-back directions from the stands are in force (see AD 2.EHAM-APDC.1), except on the K- and M-apron. To expedite traffic flow, instructions can be given for an "alternative push-back". The aircraft will then be pushed in the direction instructed by Schiphol Ground. During LVP (phase B, C and D) alternative push-backs are not allowed.

The flight crew shall read back to ATC all instructions contained in the push-back clearance. The flight crew shall ensure that the complete push-back clearance from ATC is communicated word-for-word to the push-back crew.

Upon receiving start-up and push-back permission from Schiphol Ground, the aircraft shall move within 1 minute in order to ensure conflict free ground operations and maximum usage of ground capacity. If the 1 minute window is expired, the push-back permission will automatically expire and a push-back permission shall be requested again.

Upon completion of the push-back procedure the flight crew must wait for the "ALL CLEAR" signal on the taxiway before requesting a taxi clearance. Schiphol Airport has instructed ground handlers to give the "ALL CLEAR" signal distinctly. During hours of darkness illuminated wands will be used.



"ALL CLEAR" signal during daylight"ALL CLEAR" signal during darkness

After taxi instructions have been obtained, departing aircraft shall take the shortest way to the main taxi route (see AD 2.EHAM-GMC and AD 2.EHAM APDC.1).

Pilots may expect instructions to change ground control channel. Pilots shall not change channel without ATC instructions.

ATC will consider every aircraft at the holding position as able to commence the line-up and take-off roll immediately after the departure clearance is issued. Pilots not able to comply shall advise Schiphol Ground as early as possible but ultimately before transfer to Schiphol Tower.

during off-peak hours one ground controller may be responsible for all areas. Ground control service will be provided on the 3 separate channels simultaneously. Therefore these channels will be combined by ATC.
during peak hours (normally when a second departure runway or a second landing runway is in use) 3 ground controllers may be active, each on their own channel.
during peak hours ground control service for traffic to and from RWY 18R/36L will also be provided by TWR-W (see AD 2.EHAM-GMC).
some runway crossings are safeguarded under all visibility conditions (see EHAM AD 2.9 item 3 "Stop bars" and AD 2.EHAM-GMC). At these positions crossing of activated stop bars is prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off.
1.3.3.2 Operational use of intersection take-offs
  1. In principle all jet aircraft must use the full runway length available for noise abatement reasons.
  2. ATC may assign an intersection take-off to any aircraft for operational reasons (e.g. sequencing due to lack of holding area or to avoid jet blast on intersecting runways).
  3. Flights from S-apron departing from RWY 24 will be assigned intersection take-off TWY S8.
  4. During low visibility procedures intersection take-offs are not allowed. Take-offs from RWY 24 intersection TWY S6 and S8 may be allowed at ATC discretion (see EHAM AD 2.22 paragraph 3). If intersection TWY S6 is in use during low visibility procedures, intersection TWY S7E will not be used.
1.3.3.3 Minimum runway occupancy time

Expedite runway line-up according to ATC instructions and make sure to commence the take-off roll immediately after take-off clearance is issued. Whenever possible, cockpit checks must be completed prior to line-up and any checks requiring completion whilst on the runway should be kept to the minimum required.
Flight crews not able to comply with the requirements above shall notify ATC as soon as possible.

1.3.3.4 Transfer to Schiphol Tower

Pilots of departing aircraft will be instructed by Schiphol Ground which channel they shall use. During peak hours air traffic in the vicinity of Schiphol Airport will be controlled by two tower controllers.

1.3.4 Schiphol Tower
in addition to departing and arriving traffic, also aircraft crossing the runway and vehicles on the runway will have contact with the tower controller on the tower channel.
during peak hours air traffic services for departures from RWY 36L will normally be provided from TWR-W.
1.3.4.1 Jet blast hazard

A jet blast hazard exists when the following runway combinations are in use:

1.Departure RWY 18L and departure RWY 24:ATC will time departures from RWY 24 to avoid jet blast on RWY 18L.
2.Departure RWY 18L from intersection TWY E5
and departure or landing RWY 09:
ATC will time departures from RWY 18L to avoid jet blast on RWY 09.
3.Departure RWY 18L from intersection TWY E5
and departure or landing RWY 27:
ATC will time departures from RWY 18L to avoid jet blast on RWY 27.
4.Departure RWY 24 and landing RWY 36R:ATC will time departures from RWY 24 to avoid jet blast on RWY 36R.
1.3.4.2 ATC wind reporting prior to take-off

When the current surface wind speed is 20 KT or more, ATC shall inform pilots about the current surface wind direction and speed (including gusts >= 5 KT). When the current surface wind speed is less than 20 KT, ATC shall report this information only in case of significant changes in relation to the ATIS broadcast.

1.3.4.3 Transfer to Schiphol Departure

Pilots of departing aircraft shall remain on TWR channel until passing 2000 ft AMSL. Contact Schiphol Departure as indicated below when passing 2000 ft AMSL and report altitude in order to verify SSR mode C (e.g. Schiphol Departure KLM 327, passing 2000 ft climbing FL 060 KUDAD 1S Departure).

Pilots shall select the proper departure channel (based on the SID route to the TMA boundary) as follows:

  1. BERGI, BETUS, DENAG, GORLO, NOPSU, SPIJKERBOOR, VALKO and WISPA Departures:
    contact Schiphol Departure 121.205.
  2. ANDIK, ARNEM, EDUPO, ELPAT, IVLUT, KUDAD, LARAS, LOPIK, NYKER, OGINA, RENDI, ROVEN, TORGA and WOODY Departures:
    contact Schiphol Departure 119.055.

These channels are also named in the relevant SID description.

When changing channel from Schiphol Tower to Schiphol Departure, initial contact shall consist of SCHIPHOL DEPARTURE, CALL SIGN, actual ALTITUDE and SID. If a flight is cleared on a heading for initial departure, the heading shall be used instead of the SID. Additional instructions e.g. altitude restrictions shall also be mentioned on initial contact with Schiphol Departure.

1.4 Communication failure

See ENR 1.3.

1.5 SID descriptions
1.5.1 General remarks
1.5.1.1 Procedures and constraints
  • Transition altitude: 3000 ft AMSL.
  • Pilots of departing aircraft shall remain on TWR channel until passing 2000 ft AMSL. When passing 2000 ft AMSL change to the appropriate departure channel for the relevant SID and report altitude in order to verify SSR mode C by ATC.
  • Flights with destination Rotterdam or Lelystad are exempted from flying SIDs within the Schiphol TMA.
  • SIDs have to be considered as minimum noise routings.
  • Initiate turns in due time in order not to overshoot radials.
  • Turn radii based on a 25° bank angle.
  • Radial interception angle: 45°.
  • MAX 250 KIAS below FL 100 unless otherwise instructed. In case ATC allows/instructs to accelerate beyond 250 KIAS for operational purposes, the speed limitations on early SID turns (MAX 220 KIAS) remain applicable and shall be respected.
  • For continuous routings and crossing conditions on ATS routes as applicable see paragraph 1.5.3.
1.5.1.2 Additional departure instructions

Especially propeller-driven aircraft can expect additional departure instructions. These instructions may be added to the en route or take-off clearance and may comprise a specific heading or temporary altitude restriction. Such additives amend the relevant part of the SID only.

1.5.1.3 Application of RNAV

The Netherlands encourages the use of RNAV routes stored in a pre-programmed navigation database on board of aircraft. Although there may be differences between the RNAV and conventional description of a route (vertically: turn altitudes and/or laterally: turn anticipation effects), the resulting flight paths are considered identical by ATC. Therefore, flying the route using the RNAV coding from the navigation database will not result in route violations.
Furthermore:

  • Connect FMS as early as possible.
  • The EH-waypoints shall not be used in RTF procedures.
  • Turn anticipation is mandatory for all waypoints except those which are underlined, these waypoints shall be overflown.
  • The navigation aid (e.g. VOR) mentioned in the column "Expected path terminator" is for selection of MAG station declination only.
1.5.1.4 Application of radius to fix (RF) turns

For some SIDs, differences in the way the coding for these SIDs is processed by the various FMS systems may result in considerable track dispersion during turns. This track dispersion can be reduced by the application of radius to fix turns, which results in concentration of the aircraft flight path. Thus in order to enhance noise abatement, for relevant SIDs RWY 24 an alternative coding comprising a radius to fix turn is introduced.

To distinguish between the standard coding and the coding comprising the RF turn the letter "Y" has been added after the SID identification. Consequently two ARINC contractions are listed for relevant SIDs. As an example, the ARINC contractions for the SPIJKERBOOR 3K SID are given below:

  1. [SPY3K] is the standard designator where only fly-over and fly-by turns are applied;
  2. [SPY3KY] is the designator with the addition "Y" where the RF turn coding is applied.

In the ATC clearance, only the standard (unchanged) designator will be used without changes in the ATC clearance phraseology. This clearance allows for selection of either coding version as the resulting flight paths are considered identical by ATC.

For the use of the RF coding version the following requirements are applicable:

  • The aircraft must be equipped with an FMS comprising a pre-loaded navigation database and a navigation display.
  • The aircraft FMS must be capable of processing the RF path terminator.
  • The aircraft FMS must use GNSS as the primary navigation sensor.
  • The operator must hold a P-RNAV or RNAV1 operations approval issued by their state of registry which is compliant with the JAA Temporary Guidance Leaflet No. 10 (TGL-10) or equivalent.
1.5.2 Specific remarks
  1. For traffic with DEST EHBK via V33 and for traffic with DEST EHBD and EHEH.
  2. For traffic via CDR UN852.
  3. All jet aircraft using indicated SIDs RWY 06 and 36L: during night hours 2130-0530 (2030-0430) supplementary SIDs are effective.
  4. RWY 09: both GORLO and VALKO SIDs lead to GORLO, be sure to follow the correct route.
  5. RWY 24: both ANDIK and SPIJKERBOOR SIDs lead to ANDIK, be sure to follow the correct route.
  6. RWY 24: for relevant SIDs, e.g. SPIJKERBOOR 3K SID, in addition to the standard coding [SPY3K] an alternative coding [SPY3KY] comprising a radius to fix (RF) turn is available. See paragraph 1.5.1.4 for requirements to use the RF coding version. Due to noise abatement aircraft with the appropriate equipment and approval are encouraged to fly the RF procedure.
  7. RWY 18L ANDIK, ARNEM and RENDI SID: early autopilot connection might result in turn initiation below 500 ft AMSL. If applicable, continue on track 183° MAG beyond 3.1 SPL to prevent turning below 500 ft AMSL.
1.5.3 Continuous routings for Amsterdam SIDs with crossing conditions on ATS routes as applicable
REF EHAM AD 2.22 paragraph 1.3.1 "Clearance delivery". If you are not able to comply with the crossing conditions prescribed in the SIDs, inform Schiphol Planner (Schiphol Delivery) before take-off.
Aircraft may only continue to climb above FL 060 after an ATC clearance has been received.
ANDIK, BETUS, NOPSU, SPIJKERBOOR and TORGA Departures
UM105/UN125If the requested flight level is above FL 245, cross 10 EEL 081 at or above FL 250.
UN873If the requested flight level is above FL 245, cross 60 DHE 223 at or above FL 250.
Caution, VFR flights without ATC clearance are permitted beyond KEKIX below FL 065.
(U)Z708Cross KEKIX at or above FL 095; cross AGISU at or above FL 250.
Caution, VFR flights without ATC clearance are permitted beyond KEKIX below FL 065 MON-FRI 0800-1600 (0700-1500); below FL 095 FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and HOL.
(U)Z733Cross ANDIK at or above FL 095.
Caution, VFR flights without ATC clearance are permitted beyond UNEXO below FL 065 MON-FRI 0800-1600 (0700-1500); below FL 095 FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and HOL.
ARNEM, ELPAT and NYKER Departures
UL620If the requested flight level is above FL 245, cross SONEB at or above FL 210;
cross OLDOD at or above FL 250.
Caution, VFR flights without ATC clearance are permitted beyond NYKER below FL 065.
BERGI and WISPA Departures
(U)M90Cross BERGI at or above FL 095.
EDUPO, IVLUT and RENDI Departures
(U)Z738
  • If the requested flight level is between FL 145 and FL 205, cross EDUPO at or above FL 150.
  • If the requested flight level is between FL 205 and FL 245, cross EDUPO at or above FL 150;
    cross DEPAD at or above FL 210.
  • If the requested flight level is above FL 245, cross EDUPO at or above FL 150;
    cross DEPAD at or above FL 210; cross AMOSU at or above FL 250.

Caution, VFR flights without ATC clearance are permitted at RENDI below FL 065.

KUDAD, LARAS and WOODY Departures
UN872If the requested flight level is above FL 245, cross WOODY at or above FL 240;
cross 5 NIK 025 at or above FL 260.
LOPIK, OGINA and ROVEN Departures
Caution, VFR flights without ATC clearance are permitted beyond LOPIK below FL 065.
N852Cross LOPIK at or above FL 100.
UN852If the requested flight level is above FL 245, cross VELED at or above FL 250.
V33FL 070 only.
1.5.4 SIDs RWY 04

See chart AD 2.EHAM-SID-04.

ANDIK 2FSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 4.0% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI2F]To EH019 on course 041° MAGEH019 [M041]CF (SPL)N
To EH020EH020TFN
To EH043EH043TFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 041° MAG. At SPL 094 turn right to intercept PAM 271 inbound. At 7.0 PAM turn left to track 054° MAG to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 2FSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 4.0% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2F]Climb on course 041° MAG, at or above 500 ft AMSL turn right[M041; A500+; R]CAN
Direct to EH060, MAX 220 KIAS=> EH060 [K220-]DFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 041° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPL 106 to IVLUT (19.4 SPL). Track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 1FSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG1F]To EH019 on course 041° MAGEH019 [M041]CF (SPL)N
To SPYSPYTFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 041° MAG. At SPL 094 turn left to intercept SPY 183 inbound. At 2.0 SPY turn left to intercept SPY 305 to BERGI (22.0 SPY).
Vertical: -
GORLO 2FSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL2F]To EH059 on course 041° MAG, MAX 220 KIASEH059 [M041; K220-]CF (SPL)N
To EH094EH094TFN
To EH090EH090TFN
To EH091EH091TFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 041° MAG. At SPL 094 turn left (MAX 220 KIAS) to track 316° MAG. At 7.0 SPL turn left to track 271° MAG. At 11.0 SPY turn left to track 212° MAG to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1FSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 4.0% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1F]Climb on course 041° MAG, at or above 500 ft AMSL turn right[M041; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 041° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to track 211° MAG to intercept SPY 181. At 29.0 SPY turn right to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1FSee paragraph 1.5.2 specific remark: 1, 2.
Minimum climb gradient: 4.0% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1F]Climb on course 041° MAG, at or above 500 ft AMSL turn right[M041; A500+; R]CAN
Direct to EH061, MAX 220 KIAS=> EH061 [K220-]DFN
To OGINAOGINATFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 041° MAG. At 500 ft AMSL turn right to track 186° MAG. At SPL 135 turn left (MAX 220 KIAS) to intercept SPL 141. At 16.0 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
RENDI 1FSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 4.0% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1F]Climb on course 041° MAG, at or above 500 ft AMSL turn right[M041; A500+; R]CAN
Direct to EH060, MAX 220 KIAS=> EH060 [K220-]DFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 041° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPL 106 to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
1.5.5 SIDs RWY 06

See chart AD 2.EHAM-SID-06.1.

ANDIK 2RSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI2R]To EH014 on course 058° MAGEH014 [M058]CF (SPL)N
To EH020EH020TFN
To EH043EH043TFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 058° MAG. At SPL 102 turn right to intercept PAM 271 inbound. At 7.0 PAM turn left to track 054° MAG to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 2RSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2R]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH018=> EH018DFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to intercept SPL 106 to IVLUT (19.4 SPL). Track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 2RSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG2R]To EH014 on course 058° MAG, MAX 220 KIASEH014 [M058; K220-]CF (SPL)N
To EH094EH094TFN
To EH022EH022TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 058° MAG. At SPL 102 turn left (MAX 220 KIAS) to track 315° MAG to intercept SPL 338. At 20.0 SPL turn left to intercept SPY 305 to BERGI (22.0 SPY).
Vertical: -
GORLO 2RSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL2R]To EH014 on course 058° MAG, MAX 220 KIASEH014 [M058; K220-]CF (SPL)N
To EH094EH094TFN
To EH090EH090TFN
To EH091EH091TFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 058° MAG. At SPL 102 turn left (MAX 220 KIAS) to track 315° MAG. At 7.0 SPL turn left to track 271° MAG. At 11.0 SPY turn left to track 212° MAG to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1RSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1R]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPY 181. At 29.0 SPY turn right to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1RSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1R]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To OGINAOGINATFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to track 181° MAG. At SPL 131 turn left (MAX 220 KIAS) to intercept SPL 141. At 16.0 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
RENDI 1RSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1R]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH018=> EH018DFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to intercept SPL 106 to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
1.5.6 Supplementary SIDs RWY 06

See chart AD 2.EHAM-SID-06.2.

ANDIK 1TSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI1T]To EH014 on course 058° MAG, MAX 220 KIASEH014 [M058; K220-]CF (SPL)N
To EH021EH021TFN
To SPYSPYTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 058° MAG. At SPL 102 turn left (MAX 220 KIAS) to track 318° MAG. At SPY 227 turn right to intercept SPY 242 inbound SPY VOR to intercept SPY 052 to ANDIK (19.4 SPY).
Vertical: -
ARNEM 2TSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2T]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH017EH017TFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to track 181° MAG. At SPL 131 turn left (MAX 220 KIAS) to intercept SPL 141. At 9.0 SPL turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
KUDAD 1TSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1T]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH038EH038TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to track 181° MAG. At SPL 131 turn left (MAX 220 KIAS) to intercept SPL 141. At 10.0 SPL turn right to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
RENDI 1TSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1T]Climb on course 058° MAG, at or above 500 ft AMSL turn right[M058; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH017EH017TFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 058° MAG. At 500 ft AMSL turn right to track 181° MAG. At SPL 131 turn left (MAX 220 KIAS) to intercept SPL 141. At 9.0 SPL turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
1.5.7 SIDs RWY 09

See chart AD 2.EHAM-SID-09.

ANDIK 1NSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 3.8% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI1N]Climb on course 087° MAG, at or above 500 ft AMSL turn left[M087; A500+; L]CAN
Direct to EH052=> EH052DFN
To EH043EH043TFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn left to intercept PAM 265 inbound. At 7.5 PAM turn left to track 054° MAG to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 2NSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 3.8% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2N]To EH055 on course 087° MAGEH055 [M087]CF (SPL)N
To EH042EH042TFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 087° MAG. At 4.0 SPL turn right to track 113° MAG to intercept SPL 106 to IVLUT (19.4 SPL). Track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 2NSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG2N]Climb on course 087° MAG, at or above 500 ft AMSL turn left[M087; A500+; L]CAN
Direct to EH053, MAX 220 KIAS=> EH053 [K220-]DFN
To EH094, at or above 2500 ft AMSLEH094 [A2500+]TFN
To EH022EH022TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to track 315° MAG to intercept SPL 338. At 20.0 SPL turn left to intercept SPY 305 to BERGI (22.0 SPY).
Vertical: Cross 7.5 SPL above 2500 ft AMSL.
GORLO 2NSee paragraph 1.5.2 specific remark: 4.
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL2N]Climb on course 087° MAG, at or above 500 ft AMSL turn left[M087; A500+; L]CAN
Direct to EH053, MAX 220 KIAS=> EH053 [K220-]DFN
To EH094EH094TFN
To EH090EH090TFN
To EH091EH091TFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to track 315° MAG. At 7.0 SPL turn left to track 271° MAG. At 11.0 SPY turn left to track 212° MAG to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1NSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 3.8% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1N]Climb on course 087° MAG, at or above 500 ft AMSL turn right[M087; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPY 181. At 29.0 SPY turn right to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1NSee paragraph 1.5.2 specific remark: 1, 2.
Minimum climb gradient: 3.8% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1N]Climb on course 087° MAG, at or above 500 ft AMSL turn right[M087; A500+; R]CAN
Direct to EH036, MAX 220 KIAS=> EH036 [K220-]DFN
To OGINAOGINATFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPL 141. At 16.0 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
RENDI 1NSee paragraph 1.5.2 specific remark: -
Minimum climb gradient: 3.8% to 1000 ft AMSL.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1N]To EH055 on course 087° MAGEH055 [M087]CF (SPL)N
To EH042EH042TFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 087° MAG. At 4.0 SPL turn right to track 113° MAG to intercept SPL 106 to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
VALKO 3MSee paragraph 1.5.2 specific remark: 4.
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
VALK3M]Climb on course 087° MAG, at or above 500 ft AMSL turn right[M087; A500+; R]CAN
Direct to EH030, MAX 220 KIAS=> EH030 [K220-]DFN
To EH025EH025TFN
To EH040EH040TFN
To VALKOVALKOTFN
Conventional
description
Lateral: Track 087° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept RTM 034 inbound to intercept PAM 240. At 25.0 PAM turn right to track 266° MAG to VALKO (48.9 PAM).
Vertical: -
1.5.8 SIDs RWY 18C

See chart AD 2.EHAM-SID-18C.

BETUS 4YSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BETU4Y]To EH080 on course 183° MAGEH080 [M183]CF (SPL)Y
Climb on course 183° MAG, at or above 500 ft AMSL turn right[M183; A500+; R]CAN
To EH049 on course 302° MAG, MAX 220 KIASEH049 [M302, K220-]CF (SPL)N
To SPYSPYCF (SPL)N
To BETUSBETUSTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 183° MAG. At 2.5 SPL or 500 ft AMSL, whichever comes later, turn right to track 302° MAG. At SPY 204 turn right (MAX 220 KIAS) to intercept SPY 210 inbound SPY VOR to intercept SPY 052 to BETUS (14.4 SPY) to ANDIK (19.4 SPY).
Vertical: -
DENAG 4XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[DENA4X]To EH080 on course 183° MAGEH080 [M183]CF (SPL)Y
Climb on course 183° MAG, at or above 500 ft AMSL turn right[M183; A500+; R]CAN
Direct to EH051=> EH051DFN
To EH009, at or above 2500 ft AMSLEH009 [A2500+]TFN
To DENAGDENAGTFN
To VALKOVALKOTFN
Conventional
description
Lateral: Track 183° MAG. At 2.5 SPL or 500 ft AMSL, whichever comes later, turn right to track 233° MAG to intercept PAM 251 to DENAG (46.9 PAM) to VALKO (48.9 PAM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
EDUPO 2XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[EDUP2X]To EH046 on course 183° MAGEH046 [M183]CF (SPL)N
To EH026EH026TFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. At PAM 225 turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
ELPAT 2XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ELPA2X]To EH046 on course 183° MAGEH046 [M183]CF (SPL)N
To EH026EH026TFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ELPATELPATTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. At PAM 225 turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ELPAT (34.0 PAM) to ARNEM (39.0 PAM).
Vertical: -
LARAS 1XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LARA1X]To EH046 on course 183° MAGEH046 [M183]CF (SPL)N
To EH074EH074TFN
To LEKKOLEKKOTFN
To LARASLARASTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 183° MAG. At 5.5 SPL turn left to track 162° MAG (QDM NV 162°) to intercept SPL 179 to LEKKO (24.5 SPL) to intercept NIK 025 inbound to LARAS (44.6 NIK) to WOODY (16.0 NIK).
Vertical: -
ROVEN 2XSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ROVE2X]To EH046 on course 183° MAGEH046 [M183]CF (SPL)N
To EH069EH069TFN
To ROVENROVENTFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 183° MAG. At 5.5 SPL turn left to track 118° MAG to intercept SPL 148. At 24.5 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
TORGA 1XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[TORG1X]To EH046 on course 183° MAGEH046 [M183]CF (SPL)N
To EH026EH026TFN
To PAMPAMTFN
To TORGATORGATFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. At PAM 231 turn left to intercept PAM 220 inbound PAM VOR to intercept PAM 015 to TORGA (16.4 PAM) to ANDIK (25.2 PAM).
Vertical: -
WISPA 2XSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[WISP2X]To EH080 on course 183° MAGEH080 [M183]CF (SPL)Y
Climb on course 183° MAG, at or above 500 ft AMSL turn right[M183; A500+; R]CAN
To EH009, at or above 2500 ft AMSLEH009 [A2500+]TFN
To EH028EH028TFN
To WISPAWISPATFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 183° MAG. At 2.5 SPL or 500 ft AMSL, whichever comes later, turn right to track 233° MAG to intercept PAM 251. At 19.0 PAM turn right to track 329° MAG (QDR CH 329°) to intercept RTM 355 to WISPA (41.8 RTM) to BERGI (46.8 RTM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
1.5.9 SIDs RWY 18L

See chart AD 2.EHAM-SID-18L.

ANDIK 2ESee paragraph 1.5.2 specific remark: 7.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI2E]To EH037 on course 183° MAG, MAX 220 KIASEH037 [M183; K220-]CF (SPL)N
To EH024EH024TFN
To PAMPAMTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 183° MAG. At 3.1 SPL turn left (MAX 220 KIAS) to track 093° MAG. At PAM 226 turn left to intercept PAM 220 inbound PAM VOR to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 3ESee paragraph 1.5.2 specific remark: 7.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE3E]To EH037 on course 183° MAG, MAX 220 KIASEH037 [M183; K220-]CF (SPL)N
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 183° MAG. At 3.1 SPL turn left (MAX 220 KIAS) to track 093° MAG to IVLUT (19.4 SPL). Track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 3ESee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG3E]Climb on course 183° MAG, at or above 500 ft AMSL turn left[M183; A500+; L]CAN
Direct to EH029, MAX 220 KIAS=> EH029 [K220-]DFN
To EH009, at or above 2500 ft AMSLEH009 [A2500+]TFN
To EH028EH028TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 183° MAG. At 500 ft AMSL turn left to track 163° MAG. At 6.5 SPL turn right (MAX 220 KIAS) to track 282° MAG (QDM CH 282°). At RTM 017 turn right to track 329° MAG (QDR CH 329°) to intercept RTM 355 to BERGI (46.8 RTM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
KUDAD 1ESee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1E]Climb on course 183° MAG, at or above 500 ft AMSL turn left[M183; A500+; L]CAN
Direct to EH073=> EH073DFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 183° MAG. At 500 ft AMSL turn left to track 163° MAG. At 6.5 SPL turn right to intercept SPY 185 to LEKKO (37.2 SPY) to intercept PAM 206 to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 3ESee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI3E]Climb on course 183° MAG, at or above 500 ft AMSL turn left[M183; A500+; L]CAN
Direct to EH029=> EH029DFN
To EH050EH050TFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 183° MAG. At 500 ft AMSL turn left to track 163° MAG. At 8.0 SPL turn left to track 118° MAG to intercept SPL 150 to LOPIK (27.9 SPL).
Vertical: -
RENDI 1ESee paragraph 1.5.2 specific remark: 7.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1E]To EH037 on course 183° MAG, MAX 220 KIASEH037 [M183; K220-]CF (SPL)N
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 183° MAG. At 3.1 SPL turn left (MAX 220 KIAS) to track 093° MAG to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
VALKO 3ESee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[VALK3E]Climb on course 183° MAG, at or above 500 ft AMSL turn left[M183; A500+; L]CAN
Direct to EH029, MAX 220 KIAS=> EH029 [K220-]DFN
To EH009, at or above 2500 ft AMSLEH009 [A2500+]TFN
To VALKOVALKOTFN
Conventional
description
Lateral: Track 183° MAG. At 500 ft AMSL turn left to track 163° MAG. At 6.5 SPL turn right (MAX 220 KIAS) to track 282° MAG (QDM CH 282°). At RTM 017 turn left to intercept PAM 251 to VALKO (48.9 PAM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
1.5.10 SIDs RWY 22

See chart AD 2.EHAM-SID-22.

ANDIK 2GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI2G]Climb on course 221° MAG, at or above 500 ft AMSL turn left[M221; A500+; L]CAN
Direct to EH023, MAX 220 KIAS=> EH023 [K220-]DFN
To EH027EH027TFN
To PAMPAMTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 221° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to track 093° MAG. At PAM 221 turn left to intercept PAM 206 inbound PAM VOR to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 3GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE3G]Climb on course 221° MAG, at or above 500 ft AMSL turn left[M221; A500+; L]CAN
Direct to EH023, MAX 220 KIAS=> EH023 [K220-]DFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 221° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to track 093° MAG to IVLUT (19.4 SPL). Track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 1GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG1G]To EH063 on course 221° MAG, MAX 220 KIASEH063 [M221; K220-]CF (SPL)N
To EH041EH041TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 221° MAG. At 2.8 SPL turn right (MAX 220 KIAS) to track 284° MAG to intercept RTM 355 to BERGI (46.8 RTM).
Vertical: -
KUDAD 1GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1G]Climb on course 221° MAG, at or above 500 ft AMSL turn left[M221; A500+; L]CAN
Direct to EH064, MAX 220 KIAS=> EH064 [K220-]DFN
To EH073EH073TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 221° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to intercept SPL 163 to intercept SPY 185 to LEKKO (37.2 SPY) to intercept PAM 206 to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1GSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1G]Climb on course 221° MAG, at or above 500 ft AMSL turn left[M221; A500+; L]CAN
Direct to EH064, MAX 220 KIAS=> EH064 [K220-]DFN
To EH029EH029TFN
To EH050EH050TFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 221° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to intercept SPL 163. At 8.0 SPL turn left to track 118° MAG to intercept SPL 150 to LOPIK (27.9 SPL).
Vertical: -
RENDI 1GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1G]Climb on course 221° MAG, at or above 500 ft AMSL turn left[M221; A500+; L]CAN
Direct to EH023, MAX 220 KIAS=> EH023 [K220-]DFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 221° MAG. At 500 ft AMSL turn left (MAX 220 KIAS) to track 093° MAG to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
VALKO 1GSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[VALK1G]To EH062 on course 221° MAGEH062 [M221]CF (SPL)N
To EH009, at or above 2500 ft AMSLEH009 [A2500+]TFN
To VALKOVALKOTFN
Conventional
description
Lateral: Track 221° MAG to intercept PAM 251 to VALKO (48.9 PAM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
1.5.11 SIDs RWY 24

See chart AD 2.EHAM-SID-24.1 and AD 2.EHAM-SID-24.2.

ANDIK 1SSee paragraph 1.5.2 specific remark: 5.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ANDI1S]To EH005 on course 238° MAGEH005 [M238]CF (SPL)Y
To EH008 on course 118° MAG, MAX 220 KIASEH008 [M118; K220-]CF (SPL)N
To EH026EH026TFN
To PAMPAMTFN
To ANDIKANDIKTFN
[AND1SY]See paragraph 1.5.2 specific remark: 5, 6.
Minimum climb gradient 6.7% to 390 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn left with 1.510 NM radius to EH125, arc centre EH128EH125 [L, 1.510, arc centre EH128]RFN
Turn left with 1.840 NM radius to EH127, arc centre EH129, MAX 220 KIASEH127 [L, 1.840, arc centre EH129; K220-]RFN
To EH008EH008TFN
To EH026EH026TFN
To PAMPAMTFN
To ANDIKANDIKTFN
Waypoints:
EH095
EH125
EH127
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°15'36.31"N 004°41'13.63"E
52°13'41.78"N 004°42'39.95"E
RF arc centres:
EH128
EH129
Co-ordinates:
52°15'20.46"N 004°43'38.79"E
52°15'16.99"N 004°44'10.51"E
Conventional
description
Lateral: Track 238° MAG. At 4.2 SPL turn left (MAX 220 KIAS) to track 118° MAG. At PAM 231 turn left to intercept PAM 220 inbound PAM VOR to intercept PAM 015 to ANDIK (25.2 PAM).
Vertical: -
ARNEM 2SSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2S]To EH005 on course 238° MAGEH005 [M238]CF (SPL)Y
To EH008 on course 118° MAG, MAX 220 KIASEH008 [M118; K220-]CF (SPL)N
To EH026EH026TFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
[ARN2SY]See paragraph 1.5.2 specific remark: 6.
Minimum climb gradient 6.7% to 390 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn left with 1.510 NM radius to EH125, arc centre EH128EH125 [L, 1.510, arc centre EH128]RFN
Turn left with 1.840 NM radius to EH127, arc centre EH129, MAX 220 KIASEH127 [L, 1.840, arc centre EH129; K220-]RFN
To EH008EH008TFN
To EH026EH026TFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Waypoints:
EH095
EH125
EH127
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°15'36.31"N 004°41'13.63"E
52°13'41.78"N 004°42'39.95"E
RF arc centres:
EH128
EH129
Co-ordinates:
52°15'20.46"N 004°43’38.79"E
52°15'16.99"N 004°44’10.51"E
Conventional
description
Lateral: Track 238° MAG. At 4.2 SPL turn left (MAX 220 KIAS) to track 118° MAG. At PAM 225 turn left to track 073 MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 1SSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG1S]To EH001 on course 238° MAGEH001 [M238]CF (SPL)N
To EH051EH051TFN
To EH009 at or above 2500 ft AMSLEH009 [A2500+]TFN
To EH028EH028TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 238° MAG. At 4.0 SPL turn left to track 224° MAG to intercept PAM 251. At 19.0 PAM turn right to track 329° MAG (QDR CH 329°) to intercept RTM 355 to BERGI (46.8 RTM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
KUDAD 1SSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1S]To EH005 on course 238° MAGEH005 [M238]CF (SPL)Y
To EH039 on course 152° MAG, MAX 220 KIASEH039 [M152; K220-]CF (SPL)N
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
[KUD1SY]See paragraph 1.5.2 specific remark: 6.
Minimum climb gradient 6.7% to 390 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn left with 1.510 NM radius to EH125, arc centre EH128EH125 [L, 1.510, arc centre EH128]RFN
Turn left with 1.840 NM radius to EH126, arc centre EH129, MAX 220 KIASEH126 [L, 1.840, arc centre EH129; K220-]RFN
To EH039EH039TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Waypoints:
EH095
EH125
EH126
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°15'36.31"N 004°41'13.63"E
52°14'27.71"N 004°41'29.83"E
RF arc centres:
EH128
EH129
Co-ordinates:
52°15'20.46"N 004°43'38.79"E
52°15'16.99"N 004°44'10.51"E
Conventional
description
Lateral: Track 238° MAG. At 4.2 SPL turn left (MAX 220 KIAS) to track 152° MAG (QDM NV 152°) to intercept SPL 179 to LEKKO (24.5 SPL) to intercept PAM 206 to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 2SSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI2S]To EH005 on course 238° MAG
EH005 [M238]CF (SPL)Y
To EH008 on course 118° MAG, MAX 220 KIASEH008 [M118; K220-]CF (SPL)N
To EH050EH050TFN
To LOPIKLOPIKTFN
[LOP2SY]See paragraph 1.5.2 specific remark: 1, 2, 6.
Minimum climb gradient 6.7% to 390 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn left with 1.510 NM radius to EH125, arc centre EH128EH125 [L, 1.510, arc centre EH128]RFN
Turn left with 1.840 NM radius to EH127, arc centre EH129, MAX 220 KIASEH127 [L, 1.840, arc centre EH129; K220-]RFN
To EH008EH008TFN
To EH050EH050TFN
To LOPIKLOPIKTFN
Waypoints:
EH095
EH125
EH127
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°15'36.31"N 004°41'13.63"E
52°13'41.78"N 004°42'39.95"E
RF arc centres:
EH128
EH129
Co-ordinates:
52°15'20.46"N 004°43'38.79"E
52°15'16.99"N 004°44'10.51"E
Conventional
description
Lateral: Track 238° MAG. At 4.2 SPL turn left (MAX 220 KIAS) to track 118° MAG to intercept SPL 150 to LOPIK (27.9 SPL).
Vertical: -
RENDI 1SSee paragraph 1.5.2 specific remark: -.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1S]To EH005 on course 238° MAGEH005 [M238]CF (SPL)Y
To EH008 on course 118° MAG, MAX 220 KIASEH008 [M118; K220-]CF (SPL)N
To EH026EH026TFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
[REN1SY]See paragraph 1.5.2 specific remark: 6.
Minimum climb gradient 6.7% to 390 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn left with 1.510 NM radius to EH125, arc centre EH128EH125 [L, 1.510, arc centre EH128]RFN
Turn left with 1.840 NM radius to EH127, arc centre EH129, MAX 220 KIASEH127 [L, 1.840, arc centre EH129; K220-]RFN
To EH008EH008TFN
To EH026EH026TFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Waypoints:
EH095
EH125
EH127
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°15'36.31"N 004°41'13.63"E
52°13'41.78"N 004°42'39.95"E
RF arc centres:
EH128
EH129
Co-ordinates:
52°15'20.46"N 004°43'38.79"E
52°15'16.99"N 004°44'10.51"E
Conventional
description
Lateral: Track 238° MAG. At 4.2 SPL turn left (MAX 220 KIAS) to track 118° MAG. At PAM 225 turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
SPIJKERBOOR 3KSee paragraph 1.5.2 specific remark: 5.
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[SPY3K]To EH001 on course 238° MAGEH001 [M238]CF (SPL)Y
To EH049 on course 302° MAG, MAX 220 KIASEH049 [M302, K220-]CF (SPL)N
To SPYSPYTFN
To ANDIKANDIKTFN
[SPY3KY]See paragraph 1.5.2 specific remark: 5, 6.
Minimum climb gradient: 7.5% to 450 ft AMSL.
To EH095 on course 238° MAGEH095 [M238]CF (SPL)N
Turn right with 1.510 NM radius to EH096, arc centre EH098EH096 [R, 1.510, arc centre EH098]RFN
Turn right with 1.910 NM radius to EH097, arc centre EH099, MAX 220 KIASEH097 [R, 1.910, arc centre EH099; K220-]RFN
To SPYSPYTFN
To ANDIKANDIKTFN
Waypoints:
EH095
EH096
EH097
Co-ordinates:
52°16'37.11"N 004°42'20.44"E
52°16'26.65"N 004°40'22.06"E
52°19'14.81"N 004°38'31.63"E
RF arc centres:
EH098
EH099
Co-ordinates:
52°17'53.74"N 004°41'02.01"E
52°18'16.81"N 004°41'12.60"E
Conventional
description
Lateral: Track 238° MAG. At 4.0 SPL turn right to track 302° MAG. At SPY 204 turn right (MAX 220 KIAS) to intercept SPY 210 inbound SPY VOR to intercept SPY 052 to ANDIK (19.4 SPY).
Vertical: -
VALKO 1SSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[VALK1S]To EH001 on course 238° MAGEH001 [M238]CF (SPL)N
To EH051EH051TFN
To EH009 at or above 2500 ft AMSLEH009 [A2500+]TFN
To VALKOVALKOTFN
Conventional
description
Lateral: Track 238° MAG. At 4.0 SPL turn left to track 224° MAG to intercept PAM 251 to VALKO (48.9 PAM).
Vertical: Cross ABM L-CH above 2500 ft AMSL.
1.5.12 SIDs RWY 27

See chart AD 2.EHAM-SID-27.

ARNEM 2PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE2P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH056=> EH056DFN
To EH032, MAX 220 KIASEH032 [K220-]TFN
To NVNVTFN
To IVLUTIVLUTTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to track 289° MAG. At 2.5 SPL turn left to intercept SPY 210. At 18.0 SPY turn left (MAX 220 KIAS) to track 136° MAG (QDM NV 136°). At SPL 185 turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 1PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH058=> EH058DFN
To EH041EH041TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to intercept SPL 267 to intercept RTM 355 to BERGI (46.8 RTM).
Vertical: -
GORLO 1PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH058=> EH058DFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to intercept SPL 267 to VOLLA (21.9 SPL). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH056=> EH056DFN
To EH032, MAX 220 KIASEH032 [K220-]TFN
To EH075EH075TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to track 289° MAG. At 2.5 SPL turn left to intercept SPY 210. At 18.0 SPY turn left (MAX 220 KIAS) to track 136° MAG (QDM NV 136°) to intercept SPL 179 to LEKKO (24.5 SPL) to intercept PAM 206 to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1PSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH056=> EH056DFN
To EH032, MAX 220 KIASEH032 [K220-]TFN
To NVNVTFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to track 289° MAG. At 2.5 SPL turn left to intercept SPY 210. At 18.0 SPY turn left (MAX 220 KIAS) to track 136° MAG (QDM NV 136°). At L-NV track 134° MAG (QDR NV 134°) to LOPIK (38.0 SPY).
Vertical: -
RENDI 1PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH056=> EH056DFN
To EH032, MAX 220 KIASEH032 [K220-]TFN
To NVNVTFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right to track 289° MAG. At 2.5 SPL turn left to intercept SPY 210. At 18.0 SPY turn left (MAX 220 KIAS) to track 136° MAG (QDM NV 136°). At SPL 185 turn left to track 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL).
Vertical: -
SPIJKERBOOR 1PSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[SPY1P]Climb on course 267° MAG, at or above 500 ft AMSL turn right[M267; A500+; R]CAN
Direct to EH057, MAX 220 KIAS=> EH057 [K220-]DFN
To SPYSPYTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 267° MAG. At 500 ft AMSL turn right (MAX 220 KIAS) to intercept SPY 210 inbound SPY VOR to intercept SPY 052 to ANDIK (19.4 SPY).
Vertical: -
1.5.13 SIDs RWY 36C

See chart AD 2.EHAM-SID-36C.

IVLUT 2WSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[IVLU2W]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
Direct to EH033=> EH033DFN
To EH081EH081TFN
To EH082EH082TFN
To PAMPAMTFN
To IVLUTIVLUTTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 003° MAG. At 500 ft AMSL turn right to track 027° MAG. At 2.2 SPL turn right to track 048° MAG. At 4.5 SPL turn right to track 090° MAG to intercept PAM 325 inbound PAM VOR to intercept PAM 132 to IVLUT (8.2 PAM). Track 125° MAG to RENDI (27.1 PAM). Track 131° MAG to EDUPO (34.9 PAM).
Vertical: -
NOPSU 1WSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[NOPS1W]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
Direct to EH033=> EH033DFN
To EH044EH044TFN
To SPYSPYTFN
To NOPSUNOPSUTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 003° MAG. At 500 ft AMSL turn right to track 027° MAG. At 2.2 SPL turn right to track 047° MAG. At 6.0 SPL turn left to intercept SPY 177 inbound SPY VOR to intercept SPY 052 to NOPSU (4.5 SPY) to ANDIK (19.4 SPY).
Vertical: -
NYKER 3WSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[NYKE3W]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
Direct to EH033=> EH033DFN
To EH081EH081TFN
To EH082EH082TFN
To PAMPAMTFN
To NYKERNYKERTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 003° MAG. At 500 ft AMSL turn right to track 027° MAG. At 2.2 SPL turn right to track 048° MAG. At 4.5 SPL turn right to track 090° MAG to intercept PAM 325 inbound PAM VOR to intercept PAM 111 to NYKER (17.3 PAM) to ARNEM (39.0 PAM).
Vertical: -
OGINA 2WSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[OGIN2W]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
Direct to EH010=> EH010DFN
To EH070, MAX 220 KIASEH070 [K220-]TFN
To EH036EH036TFN
To OGINAOGINATFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 003° MAG. At 500 ft AMSL turn right to track 023° MAG. At 1.4 SPL turn right to track 103° MAG. At SPY 192 turn right (MAX 220 KIAS) to intercept SPY 181 to intercept SPL 141. At 16.0 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
WOODY 1WSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[WOOD1W]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
Direct to EH010=> EH010DFN
To EH070, MAX 220 KIASEH070 [K220-]TFN
To EH036EH036TFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 003° MAG. At 500 ft AMSL turn right to track 023° MAG. At 1.4 SPL turn right to track 103° MAG. At SPY 192 turn right (MAX 220 KIAS) to intercept SPY 181 to intercept PAM 206 to LEKKO (27.4 PAM) to WOODY (62.0 PAM).
Vertical: -
1.5.14 SIDs RWY 36L

See chart AD 2.EHAM-SID-36L.1.

ARNEM 1VSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE1V]To EH012 on course 003° MAGEH012 [M003]CF (AMS)N
To EH087EH087TFN
To EH088EH088TFN
To PAMPAMTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 003° MAG. At 4.0 AMS turn right to track 029° MAG. At 7.5 AMS turn right to track 085° MAG to intercept PAM 325 inbound PAM VOR to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 3VSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG3V]To EH047 on course 003° MAGEH047 [M003]CF (AMS)N
To EH094, at or above 2500 ft AMSLEH094 [A2500+]TFN
To EH034EH034TFN
To BERGIBERGITFN
Conventional
description
Lateral: Track 003° MAG. At 5.1 SPL turn left to track 315° MAG to intercept SPL 330 to BERGI (28.8 SPL).
Vertical: Cross 7.5 SPL above 2500 ft AMSL.
GORLO 3VSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL3V]To EH047 on course 003° MAGEH047 [M003]CF (AMS)N
To EH094EH094TFN
To EH090EH090TFN
To EH091EH091TFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 003° MAG. At 5.0 AMS turn left to track 315° MAG. At 7.1 AMS turn left to track 271° MAG. At 11.0 SPY turn left to track 212° MAG to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1VSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1V]To EH084 on course 003° MAGEH084 [M003]CF (AMS)Y
To EH045 on course 169° MAG, MAX 220 KIASEH045 [M169; K220-]CF (AMS)N
To EH036EH036TFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 003° MAG. At 10.0 SPY turn right (MAX 220 KIAS) to track 169° MAG to intercept SPY 181 to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 3VSee paragraph 1.5.2 specific remark: 1, 2, 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI3V]To EH084 on course 003° MAGEH084 [M003]CF (AMS)Y
To EH045 on course 169° MAG, MAX 220 KIASEH045 [M169; K220-]CF (AMS)N
To EH036EH036TFN
To OGINAOGINATFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 003° MAG. At 10.0 SPY turn right (MAX 220 KIAS) to track 169° MAG to intercept SPL 141. At 16.0 SPL turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
RENDI 1VSee paragraph 1.5.2 specific remark: 3.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1V]To EH012 on course 003° MAGEH012 [M003]CF (AMS)N
To EH087EH087TFN
To EH088EH088TFN
To PAMPAMTFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 003° MAG. At 4.0 AMS turn right to track 029° MAG. At 7.5 AMS turn right to track 085° MAG to intercept PAM 325 inbound PAM VOR to intercept PAM 132 to IVLUT (8.2 PAM). Track 125° MAG to LUNIX (22.1 PAM) to RENDI (27.1 PAM). Track 131° MAG to EDUPO (34.9 PAM).
Vertical: -
SPIJKERBOOR 2VSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[SPY2V]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH013 on course 004° MAGEH013 [M004]CF (AMS)N
To NOPSUNOPSUTFN
To ANDIKANDIKTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 11.0 AMS turn right to track 072° MAG to NOPSU (4.5 SPY) to intercept SPY 052 to ANDIK (19.4 SPY).
Vertical: -
1.5.15 Supplementary SIDs RWY 36L

See chart AD 2.EHAM-SID-36L.2.

ARNEM 1ZSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[ARNE1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH013 on course 004° MAGEH013 [M004]CF (AMS)N
To SPYSPYTFN
To PAMPAMTFN
To ARNEMARNEMTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 11.0 AMS turn right to intercept SPY 273 inbound. At 2.5 SPY turn right to intercept PAM 325 inbound PAM VOR to intercept PAM 111 to ARNEM (39.0 PAM).
Vertical: -
BERGI 1ZSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[BERG1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH015 on course 004° MAGEH015 [M004]CF (AMS)N
To BERGIBERGITFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004 to intercept SPY 305 to BERGI (22.0 SPY).
Vertical: -
GORLO 1ZSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 121.205.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[GORL1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH015 on course 004° MAGEH015 [M004]CF (AMS)N
To EH006EH006TFN
To EH016EH016TFN
To VOLLAVOLLATFN
To GORLOGORLOTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 13.0 AMS turn left to track 270° MAG to intercept HDR 203 to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY).
Vertical: -
KUDAD 1ZSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[KUDA1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH013 on course 004° MAGEH013 [M004]CF (AMS)N
To SPYSPYTFN
To EH072EH072TFN
To LEKKOLEKKOTFN
To KUDADKUDADTFN
To WOODYWOODYTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 11.0 AMS turn right to intercept SPY 273 inbound. At 2.5 SPY turn right to intercept SPY 181 to intercept PAM 206 to LEKKO (27.4 PAM) to KUDAD (44.6 PAM) to WOODY (62.0 PAM).
Vertical: -
LOPIK 1ZSee paragraph 1.5.2 specific remark: 1, 2.
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[LOPI1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH013 on course 004° MAGEH013 [M004]CF (AMS)N
To SPYSPYTFN
To LOPIKLOPIKTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 11.0 AMS turn right to intercept SPY 273 inbound. At 2.5 SPY turn right to intercept SPY 164 to LOPIK (38.0 SPY).
Vertical: -
RENDI 1ZSee paragraph 1.5.2 specific remark: -
Passing 2000 ft AMSL contact Schiphol DEP 119.055.
After departure climb to FL 060.
ARINC designatorFormal descriptionAbbreviated descriptionExpected path terminatorFly-over
required
[REND1Z]Climb on course 003° MAG, at or above 500 ft AMSL turn right[M003; A500+; R]CAN
To EH013 on course 004° MAGEH013 [M004]CF (AMS)N
To SPYSPYTFN
To PAMPAMTFN
To IVLUTIVLUTTFN
To LUNIXLUNIXTFN
To RENDIRENDITFN
To EDUPOEDUPOTFN
Conventional
description
Lateral: Track 003° MAG to intercept AMS 004. At 11.0 AMS turn right to intercept SPY 273 inbound. At 2.5 SPY turn right to intercept PAM 325 inbound PAM VOR to intercept PAM 132 to IVLUT (8.2 PAM). Track 125° MAG to LUNIX (22.1 PAM) to RENDI (27.1 PAM). Track 131° MAG to EDUPO (34.9 PAM).
Vertical: -
2 INSTRUMENT APPROACH PROCEDURES SCHIPHOL AIRPORT
2.1 Introduction

The arrival, instrument approach and holding procedures are based on ICAO Annex 2 and on ICAO Documents 4444-ATM/501 (PANS-ATM), 7030 (SUPPS) and 8168/611 (PANS-OPS). The procedures are developed in order to make optimum use of the available airspace. It is therefore essential that pilots navigate in compliance with these in-flight procedures with the highest possible accuracy. See GEN 1.5 for required RNAV equipment in the Schiphol TMAs.

Executive control of traffic en route and in the Schiphol TMAs is exercised by radar controllers. For operational use of radar see ENR 1.6.

2.2 Radar procedures

Executive control of traffic in the Schiphol TMAs is exercised by radar controllers. During the peak hours inbound traffic will be handled by a TMA-west controller (Schiphol Approach 121.205) and a TMA-east controller (Schiphol Approach 119.055). Outside peak hours one radar controller is responsible for the provision of approach/departure control service simultaneously in the Schiphol TMA on both channels.

2.3 ATC sequence planning
2.3.1 Designation landing runway(s)

Schiphol APP designates the landing runway and, during inbound peak hours, a second landing runway in accordance with the rules specified in EHAM AD 2.21 paragraph 4. During the use of dependent landing runways pilots will be informed by ATC about simultaneous approaches.

2.3.2 Runway assignment

When 2 landing runways are in use the assigned landing runway will depend on the TMA entry-point or arrival route (e.g. traffic via ARTIP will be directed to RWY 27 and traffic via SUGOL and RIVER will be directed to RWY 18C). For tactical reasons Schiphol APP may, after consulting the pilot, change the assigned landing runway during the initial approach phase.

2.3.3 Expected approach time (EAT)

The expected approach time (EAT) is determined as soon as possible after FIR entry. The EATs are computer calculated, based on the predicted time over the touchdown point and the required landing interval.

2.3.4 Flow exclusion

During severe (cross)wind conditions the capacity of the secondary landing runway will likely be restricted and ATFCM measures may therefore be applied.
Flights can be excluded from ATFCM measures by means of flow exclusion. Flow exclusion can be applied on request of the aircraft operator when a pilot decides to accept the crosswind for the secondary landing runway prior to departure, and commences the flight knowing that the approach will only be allowed on the secondary runway.
When the excluded flight is not able to land on the secondary runway because of changed crosswind conditions, it will divert to its alternate and not re-enter the normal arrival sequence.
Flow exclusion may only be applied if the aircraft operator has a service level agreement (SLA) with ATC the Netherlands. The SLA can be obtained from ATC the Netherlands, for details see ENR 1.9.

2.4 Arrival
2.4.1 Arrival clearance

At or before entering the Amsterdam Control Area an arrival clearance will be issued by the Amsterdam ACC/en route controller containing:

  1. Standard arrival route or direct route1) .
  2. Main landing runway2) .
  3. Level instructions (normally descent instructions).
  4. SSR-code, if necessary.
  1. when cleared via a standard arrival route (STAR) the clearance limit is the initial approach fix (IAF). A special procedure will be applied for the holding fix NARSO (see paragraph 2.4.3).
  2. item b. will only be given when ATIS (see EHAM AD 2.18) is out of service.
if traffic permits profile descents may be executed in order to optimise fuel efficiency. Authorisation may be given by ATC either at the initiative of the controller or after a request by the pilot. Distance to touchdown will be provided by ATC as often as possible.
2.4.2 Speed and level restrictions

The following speed and/or level restrictions shall be applied by jet aircraft with destination Schiphol AD, in order to ease the traffic handling. If unable to comply, inform ATC immediately.

Actual descent clearances will be as directed by ATC. Additionally, ATC may request specific speeds for accurate spacing. Comply with any level or speed adjustment as promptly as feasible within operational constraints. If a level or speed change for aircraft performance reasons or weather conditions is necessary, advise ATC.

  1. Table of speed and level restrictions:
    ArrivalPositionLevel restrictionSpeed restriction
    DENUT 1ADENUTMAX FL 240MNM 260 KIAS
    MAX 280 KIAS
    EELDE 1ABEDUM
    TEMLU
    SOMPO
    KUBAT
    DOBAK
    MAX FL 260MNM 260 KIAS
    MAX 280 KIAS
    EELDE 1B 1) (ATC discretion)
    HELEN 1AHELENMAX FL 240MNM 260 KIAS
    MAX 280 KIAS
    LAMSO 2ALAMSOMAX FL 230MNM 260 KIAS
    MAX 280 KIAS
    MOLIX 2AMOLIXMAX FL 230MNM 260 KIAS
    MAX 280 KIAS
    NORKU 2ANORKUMNM FL 200
    MAX FL 280
    MNM 260 KIAS
    MAX 280 KIAS
    NORKU 2B 1) (ATC discretion)
    PESER 2APESERMAX FL 070MNM 260 KIAS
    MAX 280 KIAS
    PUTTY 1APUTTYMAX FL 240MNM 260 KIAS
    MAX 280 KIAS
    REDFA 1AREDFAMAX FL 230MNM 260 KIAS
    MAX 280 KIAS
    REKKEN 2ARKN VORMAX FL 180MNM 260 KIAS
    MAX 280 KIAS
    REKKEN 2B 1) (ATC discretion)
    TOPPA 2ATOPPAMAX FL 250MNM 260 KIAS
    MAX 280 KIAS
    1. Further speed and/or level instructions will be issued by ATC, the holding speed over NARSO shall be MAX 220 KIAS.
  2. Cross the IAF (ARTIP, RIVER and SUGOL) at or below FL 100 unless otherwise instructed.
  3. Below FL 100 maximum 250 KIAS unless otherwise instructed.
  4. Cross 15 DME SPL at 220 KIAS.
  5. After holding maintain speed 220 KIAS until further notice.
  6. ATC will initiate speed reductions below 220 KIAS.
  7. When established on ILS: maintain 160 KIAS until 4 NM before threshold.
  8. Speed > 220 KT accurate within 10 KT; speed < 220 KT accurate within 5 KT.
2.4.3 The use of holding pattern over NARSO

Normally ATC will issue a clearance via the EELDE 1A Arrival, REKKEN 2A Arrival or NORKU 2A Arrival to the IAF ARTIP. In case of a high traffic load over the IAF ARTIP, ATC can issue a clearance via the EELDE 1B Arrival, REKKEN 2B Arrival or NORKU 2B Arrival to the holding fix NARSO. The following procedure has to be executed:

  • proceed to NARSO and intercept the holding pattern.
  • an EFCT for NARSO will be issued by ATC.
  • a clearance has to be received before leaving the NARSO holding pattern to the IAF ARTIP.
2.4.4 Transfer to ACC/stack control

Transfer to the ACC/stack controller takes place after initial descent clearance has been issued and the aircraft is clear of en route traffic.

2.4.5 Stack control
2.4.5.1 Instructions

The ACC/stack controller will issue additional instructions with respect to:

  1. (further) descent.
  2. EAT, if delay is effected by holding over the IAF.
an initial approach clearance must be received before leaving the IAFs ARTIP, RIVER and SUGOL.
2.4.5.2 Holding awaiting weather improvement

Aircraft awaiting weather improvement in the holding area will be stacked from FL 070 upward. When approaches are possible again, new EATs will be assigned based on the original sequence of arrival. The sequence may be adjusted in order to provide for differences in landing criteria, e.g. ILS CAT II approaches against ILS CAT I approaches. ATC may initially allocate more favourable (higher) holding levels when the number and types of aircraft involved in holding allows this procedure.

2.4.5.3 Initial approach clearance

After the initial approach clearance (including clearance limit and level instructions) the minimum IFR flight level for all traffic inbound AMSTERDAM/Schiphol airport proceeding via the STAR is FL 070 at the TMA Schiphol boundary. IFR flights inbound AMSTERDAM/Schiphol airport departing from aerodromes situated in the AMSTERDAM FIR and intending to operate at 3000 ft AMSL or below should obtain an EAT from Schiphol Approach before departure. The holding fix shall be left at the time specified in the clearance or, if no time specified, as soon as possible.

2.4.5.4 Transfer to Schiphol Approach

Transfer to the approach controller takes place when the aircraft is clear of the holding area at the IAF. Inbound traffic via ARTIP will be transferred to Schiphol Approach on 119.055. Inbound traffic via SUGOL and RIVER will be transferred to Schiphol Approach on 121.205.

While being transferred from Amsterdam Radar to Schiphol Approach, initial contact shall be restricted to SCHIPHOL APPROACH + CALL SIGN only in order to avoid channel congestion. In specific situations, Amsterdam Radar may request pilots to report additional information to Schiphol Approach in the initial contact.

2.5 Initial approach
2.5.1 Additional approach instructions

Additional approach instructions issued by APP/approach controller will contain as applicable:

  1. Clearance limit and level instructions.
  2. Runway in use1).
  3. Type of approach.
  4. QNH.
  5. Transition level1).
  6. MET information1).
  7. Runway condition1).
  1. items b, e, f and g will only be given when ATIS (see EHAM AD 2.18) is out of service.
2.5.2 Turn to downwind

Instructions to turn on downwind heading will be issued by the approach radar controller using radar vectors.

2.5.3 Transfer to Schiphol Arrival

Transfer to the arrival controller takes place before the aircraft enters the final approach vector area.

While being transferred from Schiphol Approach to Schiphol Arrival, initial contact shall be restricted to SCHIPHOL ARRIVAL + CALL SIGN only in order to avoid channel congestion.

2.6 Intermediate approach

The arrival controller will issue instructions for descent and interception of final approach. Traffic sequencing will be established and maintained on the basis of pre-planned slots for the final approach gate (see paragraph 2.3).

2.6.1 RNAV procedures
2.6.1.1 General

The RNAV operations in the Schiphol TMA are developed in accordance with ICAO PANS-OPS criteria with the following safeguards:

  • The RNAV section of the inbound route is situated above the initial segment of the initial approach procedure above MSA/MFA/MRVA.
  • The RNAV part is complete on entering the intermediate segment in which ILS-LOC interception takes place.
  • The operations are strictly monitored by ATC.
2.6.1.2 RNAV transitions during night 2130-0530 (2030-0430)

For environmental reasons the RNAV transition procedures to RWY 06 or RWY 18R must be executed by all jet aircraft at night.

Clearances and constraints:

  • Between the IAFs (ARTIP, RIVER and SUGOL) and the ILS-LOC interception of the relevant runway via the waypoints NARIX, NIRSI or SOKSI, aircraft musthave to follow publisheda so-called RNAV1 routesRNAV TRANSITION if so instructed by ATC.
  • The RNAV transitions are pre-defined routes between IAF and NARIX, NIRSI or SOKSI.
  • Altitudes and IAS will be instructed by ATC.
  • For sequence reasons ATC may deviate from the pre-defined routes by giving radar vectors.
  • After receiving thean RNAV transitionapproach clearance, the pilot is free to optimise the descent and speed within the constraints as laid down in the procedure description. The, with the objective is to establish a low noise continuous descent approach.
  • The approach clearance for the NARIX, NIRSI or SOKSI approach includes the clearance to execute the ILS instrument approach procedure.
  • Strict adherence to the prescribed route after passing NARIX, NIRSI or SOKSI is mandatory, unless ATC instructs to deviate.

Further details are published in paragraph 2.10.2 and the relevant instrument approach charts.

Exemptions: aircraft with a cruising altitude below FL 070 and/or a cruising speed less than 250 KIAS are exempted from the procedure. As a rule, these aircraft will be offered an ILS approach beginning at 3000 ft AMSL.

2.6.1.3 RNAV transitions during day 0530-2130 (0430-2030)

On initiative of ATC, aircraft with assigned landing RWY 36R may be instructed to follow an RNAV transition onto the final approach, enabling subsequent interception of ILS RWY 36R. The transition provides a pre-defined lateral RNAV route starting at ARTIP. At ATC discretion aircraft may be instructed to proceed directly to INBAM and start the transition from here.

Clearances and constraints:

  • Altitudes will be instructed by ATC.
  • The following speed limits must be adhered to:
    1. ARTIP: MAX 250 KIAS;
    2. EH665: MAX 220 KIAS;
    3. EH668: MAX 180 KIAS.
  • ATC may instruct additional speed limitations.
  • For the ILS approach to RWY 36R a separate clearance will be issued.

Further details are published in paragraph 2.10.2, 2.10.3 and on instrument approach chart AD 2.EHAM-IAC-36R.2.

2.6.1.4 Aircraft requirements for TMA RNAV procedures

In order to enable their pilots to accept the TMA RNAV procedures, operators must hold an RNAV1 or P-RNAV operations approval issued by their state of registry which is compliant with the JAA Temporary Guidance Leaflet No. 10 (TGL-10) or equivalent.

Aircraft that are not equipped or approved for TMA RNAV procedures are only allowed inbound Schiphol by exemption. This exemption must be obtained prior to dispatch of the flight. Requests shall be made at pbn@ilent.nl. However, be advised that in accordance with CAA The Netherlands policy only in rare cases exemptions are issued.

Pilots of aircraft that are RNAV unable, e.g. due to in-flight failure or exemption, shall inform ATC by use of the phrase "UNABLE RNAV" if instructed to fly an RNAV procedure. These aircraft will be guided by radar vectors or will be rerouted via conventional navigation aids.

2.7 Final approach
2.7.1 Final approach procedure
2.7.1.1 ILS approach

In principle the final approach will be conducted on the ILS of the main landing runway. The second landing runway will preferably, but not necessarily, be an ILS runway.

2.7.1.2 ILS operations
2.7.1.2.1 Clearances

ATC will apply safeguards and procedures for ILS operations in relation to weather conditions to facilitate CAT I, CAT II and CAT III operations. However, it will be applied irrespective of the actual category of operations flown, which is on pilot's decision. As a consequence the approach clearance provided by ATC is based on traffic only. During the approach pilots will be informed of:

  • any known unserviceabilities of aids and/or downgrading when applicable.
  • significant changes in surface wind (speed and direction).
  • changes in RVR.
2.7.1.2.2 Practice ILS approaches

Pilots who wish to practise ILS CAT II or CAT III approaches have to use the phrase "Request practice CAT II or CAT III approach", on initial contact with Schiphol APP.

2.7.1.3 Visual approach
  • A visual approach will only be allowed if visibility >= 5 km and ceiling >= 1200 ft AMSL.
  • To minimise noise nuisance aircraft executing a visual approach shall intercept the final approach leg at an altitude of at least 1000 ft AMSL, unless residential areas can be avoided.
the attention of pilots on finals of RWY 04 or 22 is drawn to the size and appearance of the parallel taxiway which is, under certain weather conditions, more conspicuous than the runway.
2.7.1.4 Circling approach

For each available landing runway at Schiphol a circling approach may be allowed or offered. For OCA (OCH) see relevant instrument approach chart on pages AD 2.EHAM-IAC-xx.x.

2.7.2 Transfer to Schiphol Tower

Transfer to Schiphol Tower takes place after the aircraft is established on final approach. Pilots of arriving aircraft will be instructed by Schiphol Approach/Arrival which channel they shall use.

While being transferred from Schiphol Approach/Arrival to Schiphol Tower, initial contact shall consist of SCHIPHOL TOWER, CALL SIGN and RUNWAY.

in addition to departing and arriving traffic, also aircraft crossing the runway and vehicles on the runway will have contact with the tower controller on the tower channel.
during peak hours air traffic services for arrivals on RWY 18R will normally be provided from TWR-W.
2.7.2.1 Jet blast hazard

A jet blast hazard exists when the following runway combinations are in use:

1.Landing RWY 09 and departure RWY 18L
from intersection TWY E5:
ATC will time departures from RWY 18L to avoid jet blast on RWY 09.
2.Landing RWY 27 and departure RWY 18L
from intersection TWY E5:
ATC will time departures from RWY 18L to avoid jet blast on RWY 27.
3.Landing RWY 36R and departure RWY 24:ATC will time departures from RWY 24 to avoid jet blast on RWY 36R.
2.7.2.2 ATC wind reporting during final approach

When issuing the landing clearance, ATC shall inform pilots about the current surface wind direction and speed (including gusts >= 5 KT). When the current surface wind speed is 20 KT or more, ATC shall report this information also at 4 NM from touchdown. However, in case RTF load becomes excessive, ATC may not report this information to aircraft facing a crosswind (including gusts) less than 20 KT upon landing.

2.7.2.3 Minimum runway occupancy time

Pilots are reminded that rapid exit from the landing runway minimises the occurrences of go arounds and allows ATC to apply minimum spacing on final approach.
To ensure minimum runway occupancy time, pilots should vacate the runway via the first practicable rapid exit taxiway corresponding to operational requirements, or as instructed by ATC.

2.7.3 Transfer to Schiphol Ground

Pilots shall contact Schiphol Ground (without ATC instructions) immediately after vacating the landing runway on the following channels, depending on the landing runway used as follows (see AD 2.EHAM-GMC):

RWYChannel
04/22121.805
06/24121.705
09/27121.805
18C/36C121.905
18R121.560
36R121.805
2.7.4 Schiphol Ground

During peak hours (normally when a second departure runway or a second landing runway is in use) 4 ground controllers may be active, each on their own channel. During these hours ground control service for traffic to and from RWY 18R/36L will also be provided from TWR-W. Pilots may expect instructions to change ground control channel (see EHAM AD 2.18 and AD 2.EHAM-GMC). Pilots shall not change channel without ATC instructions. During off-peak hours one ground controller may be responsible for all areas, but ground control service will be provided on the 4 separate channels simultaneously. Therefore these channels will be combined by ATC.

Pilots will receive information concerning the stand (entry, pier and number, see aircraft parking / docking charts). Aircraft shall follow the main taxi lines and adhere to the route-indications for the apron and the stand. Aircraft may only leave the taxiway centre line after visual contact with the marshaller or the activated visual docking guidance system has been established (see EHAM AD 2.20 paragraph 3).

2.8 Missed approach procedure

The runways are used according to a preferential runway system (EHAM AD 2.21 paragraph 4). This system allows simultaneous use of several runway combinations, therefore it is important that in case of a missed approach, pilots inform ATC immediately and are prepared to receive amended missed approach instructions. When no instructions are received, adhere strictly to the published missed approach procedures.

2.8.1 Missed approach procedure during instrument approach
  • Inform ATC immediately.
  • Unless otherwise instructed by ATC, see relevant instrument approach chart AD 2.EHAM-IAC-xx.x.
2.8.2 Missed approach procedure during visual approach
  • For all runways, except RWY 04, execute the published missed approach for that runway (see relevant IAC).
  • For RWY 04: maintain runway track and climb to 2000 ft AMSL.
2.8.3 Missed approach while circling to land
This procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).
  • Complete the turn to the intended landing runway (see figure).
  • For all runways, except RWY 04, intercept the MAG track of the intended landing runway and execute the published missed approach for that runway (see relevant IAC).
  • For RWY 04: maintain runway track and climb to 2000 ft AMSL.

2.9 Communication failure
2.9.1 General

The pilot of an IFR flight shall follow the general procedures for IFR flights (see ENR 1.3 paragraph "Communication Failure"). In addition, for arriving flights, the following communication failure procedures apply.

2.9.2 Inbound clearance not received
  • Proceed according the current flight plan to the appropriate holding fix (ARTIP, RIVER and SUGOL).
  • Maintain the last cleared and acknowledged flight level.
  • After arrival over the fix, intercept the holding pattern.
  • Commence descent to FL 070 at or as near as possible to the ETO over the holding fix.
  • After reaching FL 070 leave the holding fix and carry out an instrument approach procedure to the received and acknowledged runway, or to the main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).
2.9.3 Inbound clearance received
2.9.3.1 Traffic via standard arrival route
  • Proceed according the current flight plan to the appropriate holding fix (ARTIP, RIVER and SUGOL).
  • Maintain the last cleared and acknowledged flight level.
  • After arrival over the fix, intercept the holding pattern.
  • Commence descent to FL 070 at the EAT last received and acknowledged.
  • When no EAT has been received and acknowledged, commence descent to FL 070 at or as near as possible to the ETO over the holding fix.
  • After reaching FL 070 leave the holding fix and carry out an instrument approach procedure to the assigned landing runway, or to the main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).
2.9.3.2 Traffic via EELDE 1B Arrival, NORKU 2B Arrival and REKKEN 2B Arrival
  • Proceed to NARSO.
  • Maintain the last cleared and acknowledged flight level.
  • After arrival over NARSO, intercept the holding pattern.
  • Commence descent to FL 070 at the expected further clearance time (EFCT) last received and acknowledged.
  • When no EFCT has been received and acknowledged, commence descent to FL 070 at or as near as possible to the ETO over NARSO.
  • After reaching FL 070 leave NARSO and intercept SPL 070 inbound to ARTIP.
  • Without delay at ARTIP, carry out an instrument approach procedure to the assigned landing runway, or to the main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).
2.9.3.3 Traffic outside standard arrival route
  • Proceed to the SPL VOR along the route specified in the inbound clearance.
  • Maintain the last cleared and acknowledged flight level.
  • After arrival over the SPL VOR intercept the holding pattern to the received and acknowledged runway, or to the main landing runway according ATIS.
  • In the holding descend to FL 070, if applicable.
  • After reaching FL 070, leave the holding and carry out an instrument approach procedure to the assigned landing runway (see AD 2.EHAM-IAC-xx.x).
2.9.3.4 Traffic on an RNAV transition during night 2130-0530 (2030-0430)
  1. With clearance for approach, execute the cleared approach.
  2. Without clearance for approach:
    • proceed via NARIX (ARTIP 2C transition) or NIRSI (ARTIP / RIVER / SUGOL 3B transition) or SOKSI (ARTIP / RIVER / SUGOL 2A transition) to SPL VOR.
    • maintain the last cleared and acknowledged flight level.
    • after arrival over SPL VOR, intercept the holding pattern to the received and acknowledged runway.
    • in the holding descend to FL 070, if applicable.
    • after reaching FL 070, carry out an instrument approach procedure to the runway concerned (see AD 2.EHAM-IAC-xx.x).
2.9.3.5 Traffic on an RNAV transition during day 0530-2130 (0430-2030)
  1. With clearance for the approach, execute the cleared approach.
  2. Without clearance for approach:
    • proceed to SPL VOR to cross SPL at FL 070.
    • after arrival over SPL VOR intercept the holding pattern, if applicable.
    • carry out an instrument approach procedure to RWY 36R in accordance with instrument approach chart AD 2.EHAM-IAC-36R.1.
2.9.3.6 Traffic vectored on an arrival route

Proceed in the most direct manner to the route specified in the inbound clearance and carry out one of the procedures as specified in paragraph 2.9.3.

2.9.3.7 Traffic vectored to final approach
  • Proceed to the final approach beacon or intermediate approach fix (IF) of the assigned landing runway.
  • Maintain the last received and acknowledged level.
  • When arriving over the final approach beacon or IF, start an outbound turn, descend to 2000 ft AMSL and intercept final approach.
2.9.4 Missed approach during communication failure
2.9.4.1 Missed approach procedure during instrument approach

See the relevant instrument approach chart (see AD 2.EHAM-IAC-xx.x).

2.9.4.2 Missed approach procedure during visual approach
  • For all runways, except RWY 04, execute the published missed approach in case of communication failure for that runway (see relevant IAC).
  • For RWY 04: maintain runway track and climb to 2000 ft AMSL.
2.9.4.3 Missed approach while circling to land
This procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).
  • Complete the turn to the intended landing runway (see figure).
  • For all runways, except RWY 04, intercept the MAG track of the intended landing runway and execute the published missed approach in case of communication failure for that runway (see relevant IAC).
  • For RWY 04: maintain runway track and climb to 2000 ft AMSL.

2.10 Instrument approach descriptions
2.10.1 General remarks
  • Between IAFs and interception of final approach navigation is based on radar vectors provided by ATC, except in case of an RNAV procedure.
  • ILS systems are not equipped with markers.
  • Aircraft should monitor the emergency channel 121.500 to the extent possible. In case of failure on the regular channel ATC will use this emergency channel.
2.10.2 RNAV procedures
2.10.2.1 Night procedures

The transitions provide lateral guidance only, ATC will issue the clearance for further descent below FL 070 and the instruction to reduce speed below 250 KIAS.

Refer to EHAM AD 2.22 paragraph 2.6.1.2 for clearances and constraints.

  • For RWY 06 the descent from transition level or from 4000 ft AMSL or above begins at SOKSI.
  • For RWY 18R the descent from FL 055 begins at NIRSI.
  • At ATC initiative a transition for RWY 18R via NARIX from FL 060 or above may be available.
  • The vertical profile after NARIX, NIRSI or SOKSI (see relevant night instrument approach chart) is a low noise continuous descent.

The example of ATC instruction "Cleared for SOKSI 1A approach RWY 06" is clearance to fly the published route and ILS approach to the relevant runway.

in case separation from other traffic is no issue, ATC may use the words "at pilot's discretion" in their descent or speed instructions. In this case the pilot is free to optimise the vertical and/or speed profile.
flights inbound Schiphol and departing from Rotterdam or Lelystad are exempted from flying transitions.
2.10.2.2 Day procedures

Navigation in the initial and intermediate approach segment is primarily based on radar vectors by ATC. For RWY 36R an RNAV transition providing a lateral path from ARTIP or INBAM to the FAP is available. The use of the RNAV transition is at ATC discretion.

Refer to EHAM AD 2.22 paragraph 2.6.1.3 for clearances and constraints.

For the ILS approach to RWY 36R a separate clearance will be issued.

2.10.3 Instrument approach segments
recommended navaid for selection of MAG station declination only.
for positions of EH-waypoints see relevant instrument approach charts.
2.10.3.1 Night procedures RWY 06
2.10.3.1.1 ARTIP 2A transition / SOKSI 1A approach RWY 06
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFARTIP-----@ FL 100- 250--
002TFPAM-239 / (239.0)-20.5----RNAV 1
003TFEH611-269 / (269.4)-15.1-+ FL 070--RNAV 1
004TFEH612-269 / (269.1)-11.3----RNAV 1
005TFSOKSI-184 / (184.4)-5.5-+ 4000- 220-RNAV 1
006TFEH613-115 / (115.1)-4.0----RNAV 1
007TFEH614-092 / (091.9)-2.4-+ 2900--RNAV 1
008CFEH609-058 / (057.8)KAG3.0-@ 2000--RNAV 1
009CFTHR 06Y058 / (057.9)KAG6.2----3.00 / 50-
010FMTHR 06-058 / (057.9)SPL--@ 2000---
2.10.3.1.2 RIVER 2A transition / SOKSI 1A approach RWY 06
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFRIVER-----@ FL 100- 250--
002TFEH605-356 / (356.2)-9.2----RNAV 1
003TFEH610-025 / (025.0)-9.2----RNAV 1
004TFSOKSI-070 / (069.9)-5.6-+ 4000- 220-RNAV 1
005TFEH613-115 / (115.1)-4.0----RNAV 1
006TFEH614-092 / (091.9)-2.4-+ 2900--RNAV 1
007CFEH609-058 / (057.8)KAG3.0-@ 2000--RNAV 1
008CFTHR 06Y058 / (057.9)KAG6.2----3.00 / 50-
009FMTHR 06-058 / (057.9)SPL--@ 2000---
2.10.3.1.3 SUGOL 2A transition / SOKSI 1A approach RWY 06
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFSUGOL-----@ FL 100- 250--
002TFEH606-112 / (111.7)-16.6----RNAV 1
003TFSOKSI-184 / (184.4)-11.2-+ 4000- 220-RNAV 1
004TFEH613-115 / (115.1)-4.0----RNAV 1
005TFEH614-092 / (091.9)-2.4-+ 2900--RNAV 1
006CFEH609-058 / (057.8)KAG3.0-@ 2000--RNAV 1
007CFTHR 06Y058 / (057.9)KAG6.2----3.00 / 50-
008FMTHR 06-058 / (057.9)SPL--@ 2000---
2.10.3.2 Night procedures RWY 18R
2.10.3.2.1 ARTIP 3B transition / NIRSI 1B approach RWY 18R
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFARTIP-----@ FL 100- 250--
002TFEH601-292 / (292.3)-28.4-+ FL 070--RNAV 1
003TFEH602-270 / (270.1)-6.2-+ FL 070--RNAV 1
004TFEH603-270 / (270.0)-6.1L---RNAV 1
005TFNIRSI-180 / (180.0)-6.3L@ FL 055- 220-RNAV 1
006TFEH607-090 / (089.9)-4.9----RNAV 1
007TFEH608-132 / (131.9)-4.0-+ 3400--RNAV 1
008CFEH621-183 / (183.2)VPB4.6-@ 2000--RNAV 1
009CFTHR 18RY183 / (183.2)VPB6.2----3.00 / 50-
010FATHR 18R-183 / (183.2)SPL--+ 500---
011CFEH624Y280 / (279.3)SPL6.0R@ 2000---
012FMEH624-280 / (279.3)SPL--@ 2000---
2.10.3.2.2 ARTIP 2C transition / NARIX 1C approach RWY 18R
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFARTIP-----@ FL 100- 250--
002TFEH600-290 / (289.7)-15.1-+ FL 070--RNAV 1
003TFNARIX-295 / (294.9)-8.2-+ FL 060- 250-RNAV 1
004TFEH604-233 / (233.2)-6.3-+ 4000- 220-RNAV 1
005TFEH608-233 / (233.1)-5.0-+ 3400--RNAV 1
006CFEH621-183 / (183.2)VPB4.6-@ 2000--RNAV 1
007CFTHR 18RY183 / (183.2)VPB6.2----3.00 / 50-
008FATHR 18R-183 / (183.2)SPL--+ 500---
009CFEH624Y280 / (279.3)SPL6.0R@ 2000---
010FMEH624-280 / (279.3)SPL--@ 2000---
2.10.3.2.3 RIVER 3B transition / NIRSI 1B approach RWY 18R
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFRIVER-----@ FL 100- 250--
002TFEH605-356 / (356.2)-9.2----RNAV 1
003TFNIRSI-025 / (025.0)-34.3-@ FL 055- 220-RNAV 1
004TFEH607-090 / (089.9)-4.9----RNAV 1
005TFEH608-132 / (131.9)-4.0-+ 3400--RNAV 1
006CFEH621-183 / (183.2)VPB4.6-@ 2000--RNAV 1
007CFTHR 18RY183 / (183.2)VPB6.2----3.00 / 50-
008FATHR 18R-183 / (183.2)SPL--+ 500---
009CFEH624Y280 / (279.3)SPL6.0R@ 2000---
010FMEH624-280 / (279.3)SPL--@ 2000---
2.10.3.2.4 SUGOL 3B transition / NIRSI 1B approach RWY 18R
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFSUGOL-----@ FL 100- 250--
002TFEH606-112 / (111.7)-16.6----RNAV 1
003TFNIRSI-025 / (025.0)-10.7-@ FL 055- 220-RNAV 1
004TFEH607-090 / (089.9)-4.9----RNAV 1
005TFEH608-132 / (131.9)-4.0-+ 3400--RNAV 1
006CFEH621-183 / (183.2)VPB4.6-@ 2000--RNAV 1
007CFTHR 18RY183 / (183.2)VPB6.2----3.00 / 50-
008FATHR 18R-183 / (183.2)SPL--+ 500---
009CFEH624Y280 / (279.3)SPL6.0R@ 2000---
010FMEH624-280 / (279.3)SPL--@ 2000---
2.10.3.3 Day procedures RWY 36R
2.10.3.3.1 ARTIP 1X transition RWY 36R
Serial numberPath descriptorWPT identFly-overCourse/Track
°MAG / (°T)
Recom. navaidDist. (NM)TurnAltitude (ft / FL)Speed
(KIAS)
VPA (°) / TCH (ft)NAV specification
001IFARTIP------ FL 100
+ FL 070
- 250--
002TFINBAM-231 / (230.8)-15.0----RNAV 1
003TFEH665-231 / (230.6)-10.1--- 220-RNAV 1
004TFEH667-211 / (211.0)-9.5----RNAV 1
005TFEH668-270 / (270.1)-4.0--- 180-RNAV 1
006TFEH669-333 / (333.3)-3.0-+ 2000--RNAV 1
007CFEH636Y003 / (003.2)ABA2.0-@ 2000--RNAV 1
3 LOW VISIBILITY PROCEDURES
3.1 General

During periods of low visibility the overall ATC capacity is reduced. To guarantee aircraft safety and optimal use of ATC capacity, Schiphol Airport uses ATC low visibility procedures. These procedures are based on ICAO Doc 9476/1 (Surface Movement Guidance and Control Manual) and ICAO EUR Doc 013 (European Guidance Material on All Weather Operations at Aerodromes).

The ATC low visibility operations are categorised in four phases (A, B, C, and D) that are based on RVR values and ceiling.
Phase A is a reduced visibility procedure; phases B, C, and D are low visibility procedures.

PhaseConditionsProcedures
ARVR <= 1500 m and/or
ceiling <= 300 ft
Reduced visibility has only impact on ground operations regarding departing traffic (e.g. stop bars are activated and intersection take-offs are not allowed, except for RWY 24 intersection take-off TWY S6 or S8 at ATC discretion).
BRVR < 550 m and/or
ceiling < 200 ft
Runway use will be restricted.
CRVR < 350 mRunway use will be restricted.
DRVR < 200 mOnly one runway with ILS CAT III will be AVBL for landing and one runway for departure.
If a ground surveillance system and/or the runway stop bars are out of service, additional restrictions apply.
3.2 Phase A, B, C, and D

Reduced visibility has only impact on departing traffic, therefore the announcement is only broadcasted on the Departure ATIS.

Pilots should not request start-up permission unless RVR values for the take-off runway are above the flight's take-off limits. Pilots should be informed about the RVR minima that apply to their flights, so that they can readily respond to ATC requests about these minima.

During reduced and low visibility procedures all runway exits, entries and crossings (except RWY 04/22) are safeguarded by switchable (remote controlled) or fixed stop bars (see AD 2.EHAM-GMC). Crossing of activated stop bars is prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off (ref Annex 2, item 3.2.2.7.3).

during reduced and low visibility procedures, the standard taxi routes between Schiphol-Centre and Schiphol-East are as follows:
  • from Schiphol-Centre to Schiphol-East: via TWY E4 and TWY G2.
  • from Schiphol-East to Schiphol-Centre: via TWY G5 and TWY E1.
3.3 Phase B, C, and D

During low visibility procedures additional separation on final is applied to ensure the ILS signal integrity.

3.4 Phase C and D

Taxi guidance based on ground surveillance information will be provided (shared pilot/ATC responsibility for routing and avoidance of inadvertent runway entry).

Incoming aircraft shall be guided by a follow-me car on TWY A1A, A1B, A1C, A2B, A2C, A2D, A3 and adjacent aircraft stands.

On the taxiways east of RWY 18L/36R (EXC TWY E4 and TWY N1) aircraft shall be towed or guided by a follow-me car. Therefore the availability of the K-apron for parking and departure operations will depend on the availability of a tow truck or a follow-me car.

3.5 Phase D

If the RVR values drop below 200 m and the ground surveillance infrastructure has degraded to an unacceptable level, the airport will ultimately be closed for all traffic (ATIS RTF: "Schiphol below operational limits").

4 VFR FLIGHT PROCEDURES SCHIPHOL AIRPORT
4.1 Introduction

Non-adherence to the procedures mentioned below leads to an unacceptable load for ATC and may result in the flight being refused to enter the CTR or being instructed to leave the CTR. In these cases the pilot is obliged to inform ATC whether he will hold outside the CTR awaiting (re-)entry clearance or will divert to another aerodrome. In the latter case ATC shall be informed to which aerodrome the aircraft will divert.

4.2 General

Schiphol CTR has been designated as controlled airspace (class C). All VFR flights within Schiphol CTR shall submit a flight plan. Permission for VFR flights in the Schiphol CTR must be obtained:

  1. Prior to penetration of the CTR by submitting a request at least 10 minutes before ETA Schiphol, and
  2. Prior to departure from Schiphol by a request for start-up clearance, in accordance with the following procedures:
    1. Inbound flights. Contact Schiphol TWR at least 10 minutes before ETA Schiphol for entry clearance (abbreviated phraseology: aircraft identification and type, VFR to Schiphol, estimating VICTOR at ....., ATIS information, for landing).
    2. Outbound flights. Pilots must have obtained a start-up clearance from ATC before starting engines (see paragraph 4.3.1).

All VFR flights to and from Schiphol airport shall be carried out via the VFR sector (see AD 2.EHAM-VAC.2) unless otherwise instructed by ATC or when approved by ATC on pilot's request. All aircraft performing VFR flights in the Schiphol CTR must show their landing lights.

4.2.1 Local and crossing flights

Permission for local flights within the CTR and en route VFR flights crossing the CTR is subject to: weather conditions, runways in use and traffic density. Schiphol CTR PPR for aircraft without transponder mode A. Permission to be requested at Amsterdam Flight Service Centre, tel: +31 (0)20 406 2315.

4.2.2 ILS areas

VFR flights within the CTR may be instructed by ATC to stay clear of specified ILS areas. These areas are indicated on AD 2.EHAM-VAC.1.

4.2.3 Amsterdam sector

VFR flights with permission to fly over Amsterdam may be instructed by ATC to stay within the Amsterdam sector. This sector is indicated on AD 2.EHAM-VAC.1.

4.2.4 ATC wind reporting during final approach

When issuing the landing clearance, ATC shall inform pilots about the current surface wind direction and speed (including gusts >= 5 KT). When the current surface wind speed is >= 20 KT, ATC shall report this information also on downwind. However, in case RTF load becomes excessive, ATC may not report this information to aircraft facing a crosswind (including gusts) < 20 KT upon landing.

4.3 VFR approach and departure procedures
4.3.1 VFR outbound
  1. File a VFR flight plan at least 60 minutes before ETD. Report changes in ETD in excess of 30 minutes to the ATS reporting office (ARO). If ATD is not within 60 minutes after ETD, ATC will consider the flight plan cancelled.
  2. Pilots must have obtained start-up clearance from ATC before starting engines. A request for start-up shall be made to Schiphol Delivery. Clearance for start-up will either be issued immediately or at a specified time depending on traffic and/or main runway(s) in use. A request for start-up shall include:
    • aircraft identification and type (e.g. PHGON Cessna 172).
    • position (e.g. hangar 1).
    • ATIS information (e.g. information P).
    • flight rules (e.g. VFR).
    • destination (e.g. Rotterdam).
    • request start-up.
K-apron is not under ATC ground control. At apron exits GD and GL pilots shall report to Schiphol Ground.
4.3.1.1 VICTOR Departure
  1. After take-off climb to MAX 1000 ft AMSL.
  2. Join the VFR sector within a distance of MAX 4 NM from the airport (ALPHA) and report leaving the CTR over VICTOR.
4.3.2 VFR inbound
  1. File a VFR flight plan at aerodrome of departure at least 60 minutes before ETD. Report changes in ETD in excess of 30 minutes to the ATS reporting office (ARO). To prevent unnecessary alerting action, attention is drawn to importance of the ETA to be as accurate as possible and to report changes in ETA in excess of 30 minutes to the relevant FIC.
  2. Prior to penetration of the CTR contact Schiphol TWR at least 10 minutes before ETA Schiphol for entry clearance (abbreviated phraseology: aircraft identification and type, VFR to Schiphol, estimating VICTOR at ....., ATIS information, for landing), see paragraph 4.2 item a.
  3. Pilots may be instructed to contact Schiphol Approach, Schiphol Arrival or Schiphol Departure for radar control.
4.3.2.1 VICTOR Arrival
  1. Approach the airport via the VFR sector at 1000 ft AMSL or below and report over VICTOR.
  2. VICTOR, ALPHA (abeam Nes a/d Amstel) and BRAVO (abeam church Bovenkerk) may be used as visual holding point for orbits (360° turn over left).
  3. Execute a normal circuit unless a short VFR approach pattern (threshold base leg or mid runway base leg) is required by ATC or when approved on pilot's request.
4.3.2.2 Short VFR approach patterns

The short VFR approach patterns (threshold base leg and mid runway base leg) are based on a maximum TAS of 120 KT and "rate 2" turns. They are established to avoid traffic operation on other runways, to expedite traffic and for noise abatement purposes. The short VFR circuit procedures shall be carried out as follows:

  1. Threshold base leg: an approach pattern, the base leg of which is flown at 90° to the runway centre line exactly opposite to the threshold.
  2. Midrunway base leg: an approach pattern, the base leg of which is flown at 90° to the runway centre line and opposite to the approximate middle of the runway.
4.3.2.3 VFR go around
  • Inform ATC immediately.
  • Join the circuit as soon as possible and execute another approach to the intended landing runway.
  • In case of a go around during a VFR approach to RWY 22, make sure the flight path remains east of RWY 18L/36R in order to remain clear of other traffic.
4.4 Communication failure procedures for VFR flights at Schiphol
4.4.1 General

Select SSR code 7600.

4.4.2 VFR outbound

In case of communication failure adhere to the departure instructions. If the departure instructions contain a clearance limit in the CTR, act in accordance with paragraph 4.4.4.

4.4.3 VFR inbound
4.4.3.1 Via VICTOR Arrival
  1. In case of communication failure before joining the circuit, leave the CTR according to VICTOR Departure and divert to an appropriate aerodrome.
  2. In case of communication failure over or after a position from where to join the circuit (this is past the compulsory reporting point BRAVO), execute a circuit as short as practicable for the last received and acknowledged runway (helispot). If the runway appears to be clear, make a full stop landing and vacate as soon as possible, otherwise go around and execute a similar circuit (be aware of the fact that your flight path could interfere with the flight path of other aerodrome traffic).
4.4.3.2 Via a different route to the field
  1. In case of communication failure before joining the circuit, act in accordance with paragraph 4.4.4.
  2. In case of communication failure after joining the circuit, act in accordance with paragraph 4.4.3.1 item b.
  3. In case of communication failure overhead the centre of the aerodrome, maintain altitude, proceed to point BRAVO, act in accordance with paragraph 4.4.3.1 item a.
4.4.3.3 VFR go around
  • Join the circuit as soon as possible and execute another approach to the intended landing runway.
  • In case of a go around during a VFR approach to RWY 22, make sure the flight path remains east of RWY 18L/36R in order to remain clear of other traffic.
4.4.4 VFR crossing the CTR

In case of communication failure leave the CTR via the shortest route (radial wise), maintain altitude until outside the CTR, do not cross a runway centre line or ILS area and proceed to an appropriate aerodrome.

EHAM AD 2.23 ADDITIONAL INFORMATION

1 CAUTIONS AND ADDITIONAL INFORMATION
  1. Due to approaching IFR traffic the execution of VFR flights in the direct vicinity of the Schiphol CTR shall be avoided as much as possible (see ENR 1.2 paragraph 7.1).
  2. During approaches to the RWYs 04 and 22 pilots must be prepared for turbulence, windshear and windgradient, whether or not in combination due to the presence of large buildings and a jet testing station underneath the circuits. Due to these circumstances it may happen that during the approaches to RWY 04 or take-off from RWY 22 in the vicinity of the buildings SE of THR RWY 04 handling of the aircraft becomes rather difficult. Pilots are advised to obtain information in advance concerning ATC instructions to be expected and the resulting flight paths such in relation to obstacles such as buildings and hangars.
  3. Vacating RWY 04 via TWY G1 is restricted to aircraft with a maximum wingspan of 31 meter due to wingspan restriction on adjacent taxiways.
  4. Pilots shall be aware that in the vicinity of the aerodrome ATC gives priority to:
    • aircraft in state of an emergency;
    • hospital and robbery aircraft;
    • aircraft engaged in SAR operations.
  5. Bird-scare patrols are active 24 hours a day and use various equipment, including flare shellcrackers, alternating bird dispersal guns and amplified cries of distress.
  6. When lightning discharges are observed in the vicinity of the airport, the flow manager aircraft will announce that all ground handling and re-fuelling operations are prohibited until further notice. When it is safe to do so, the flow manager aircraft will declare that ground handling and re-fuelling operations can be resumed.
  7. Before taxiing to RWY 18L or RWY 22 check hotspot information, see AD 2.EHAM-GMC.
2 TEMPORARY OBSTACLES DURING CONSTRUCTION OR MAINTENANCE WORK

The term "temporary obstacles" refers to materials used during construction or maintenance work at the sides of a runway. This work may take place in zones I and II (see figure below). All obstacles are temporary and mobile, such as:

  • cranes
  • trucks
  • bulldozers
  • shovels
  • lawnmowers.

Work in the runway strip zones will only take place during the following conditions: visibility >= 1500 m, ceiling >= 300 ft, and UDP.
A NOTAM will be issued when heavy machinery will be used.


Mobile obstacles can be expected in zones I and II during maintenance alongside the runway.

Mobile obstacles are not allowed in zone III.

The temporary obstacles do not conflict with international regulations ICAO annex 14 and PANS/OPS document 8168 and are in compliance with the regulations of CAA The Netherlands.

3 TAXIWAY MARKING
CENTRE LINE MARKING

RUNWAY HOLDING POSITION

To avoid runway incursions, the centre line marking of the taxiway links between runways and main taxi routes is disconnected from the centre line marking of the main taxi routes.Runway holding positions are safeguarded by:
I:runway holding position marking
II:mandatory sign
III:mandatory marking
IV:enhanced centre line.
4 DETERMINATION OF DATUM LINE FOR INTERSECTION TAKE-OFF

The datum line from which the reduced runway declared distances for take-off should be determined is defined by the intersection of the downwind edge of the specific taxiway with the runway edge as shown in the diagram below. The loss of runway length due to alignment of the aircraft prior to take-off should be taken into account by the operators for the calculation of the aircraft’s take-off mass (ICAO Annex 6, Part 1, paragraph 5.2.8).
If an intersection take-off will take place from an intersection with an intersection angle of 30° (rapid exit taxiway), and the taxiway centre line is followed until the runway centre line, there is a loss of line-up distance of at least 200 m.


5 TURN-AROUND AREAS

Normal operations at Schiphol Airport do not require a turn pad, therefore runway turn pads, designed according to international requirements are not provided. Instead turn-around areas are provided at the end of RWY 24 and RWY 36L.

Guidance for the use of both turn-around areas is provided by a yellow guidance line. Inset edge lights are provided at the boundary of the runway and the full strength shoulder within the turn-around area. No additional guidance lights are provided. Marshaller guidance is available.

Runway shoulders within the turn-around area are reinforced and provide the same strength as the related runway pavement.

For code E and code F aircraft the use of differential braking and asymmetric power to make a 180 degree turn within the turn-around area may be necessary.

6 ATIS (ARR AND DEP) VIA DATALINK

ATIS (ARR and DEP) via datalink (ARINC / SITA) is available. Aircraft equipped with ACARS compliant with ARINC 622 and 623 specifications will be able to use the datalink service. If unsuccessful revert to ATIS voice broadcast and inform the SITA or ARINC provider. In case of system failure, contact the appropriate SITA or ARINC helpdesk or your customer support account team.

7 AIRBUS A380 RESTRICTIONS AND PROCEDURES
7.1 Restrictions

For the Airbus A380 the following restrictions apply:

ILS landings:

  • ILS landings shall be made with coupled autopilot or flight director mode to ensure maximum track-accuracy to the runway centre line (see ICAO Circular 301).

Runways:

  • RWY 04/22 prohibited due to insufficient runway width.

Taxiways:

  • TWY A between A1 and A3 MAX wingspan 69 m, access only under guidance.
  • TWY E3, E5 (east of RWY 18L/36R), G, G1, G2, G3, G4, G5 prohibited.
  • TWY Q thrust on outer engine limited to MAX ground idle power due to bridge over the highway.
  • TWY R between stands R77 and R85 MAX wingspan 69 m, access only under guidance.

Aprons and aircraft stands:

  • Apron TWYs A1-A10; A13 past stand E18; A14-A17; A19 past stand G9 prohibited.
  • Designated aircraft stand G9 is equipped with double apron drive bridge and four fixed power units.
  • Alternative aircraft stand E18 is equipped with double apron drive bridge and four fixed power units. Arriving A380 aircraft will be towed from remote holding position P3 onto aircraft stand E18.
  • Aircraft stand J81 is suitable for remote handling.
  • Parking stands P10, P12, P14 and P16 are available.
  • De-icing stands P14 and P16 are suitable.
  • Engine run-up area not accessible due to wingspan restriction.
7.2 Procedures

To minimise taxi times and to protect the ILS LOC critical area, pilots of Airbus A380 equipped with a brake-to-vacate system are advised to select the following exits, unless instructed otherwise:

Landing RWYExit TWYLanding RWYExit TWY
06S424S1
09N127N4
18CW736CW3
--36RE2
18RV2--

To protect the ILS LOC sensitive area, pilots shall vacate the exit taxiway completely onto the taxiway parallel to the runway as soon as practicable.

8 MINIMUM FUEL PROCEDURES

This procedure is developed in order to provide clarity about conditions and service provision in case of a "minimum fuel" call.

8.1 Aircraft operator procedures

Operators with aircraft in a (potential) minimum fuel situation may contact Amsterdam FMP to obtain information whether delay can be expected additional to available information (for address see ENR 1.9 paragraph 2.2).

Mentioning a minimum fuel situation to the FMP has no status. Requests for priority handling will not be accepted by the FMP.
8.2 Pilot and ATC procedures
  1. Pilots shall advise "minimum fuel" to ATC when the aircraft's fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted.
  2. ATC shall use this as advisory information which indicates that an emergency situation is possible, should any undue delay occur. The minimum fuel advisory implies no emergency situation and priority handling will not be provided.
  3. Amsterdam ACC will provide an expected approach time (EAT) or advise "no delay". No delay means that the anticipated delay before or at the initial approach fix is not more than 2 minutes.
  4. On request Schiphol APP can provide the approximate distance to touchdown.
Only when the pilot declares an emergency, radio call prefixed by MAYDAY (3x) for distress or PAN PAN (3x) for urgency, priority handling will be provided. Calls such as "low on fuel" have no status in the Amsterdam FIR.
9 MEDICAL EMERGENCY PROCEDURES

Pilots shall declare a medical emergency to ATC only in case of a patient on board suffering from a life-threatening condition. A patient's medical condition is categorised and should be handled as follows:

  • Medical emergency (life-threatening): pilots shall contact ATC to declare a medical emergency by radio call prefixed by PAN PAN (3X) for urgency. Priority handling will be provided. Airport authority and medical crew will board the aircraft before passengers disembark.
  • Medical care at the gate (non-life-threatening): flight crew shall contact ground handler only to arrange medical crew at the gate.
  • Medical meet and assist (non-life-threatening, medical check at first-aid post): flight crew shall contact ground handler only to arrange medical assistance at the gate.
10 GROUND HANDLING COMPANIES
  1. Cargo Handling Schiphol
    • Post:

      Airport Cargo Handling B.V. (second line cargo handling)
      Snipweg 101
      1118 DP Schiphol-South

      Tel: +31 (0)20 316 5396

      Fax: +31 (0)20 316 5461

      Email: operations@airport-cargo.nl

      SITA: SPLFLXH

    • Post:

      dnata B.V. (Cargo & full freighter handling)
      Pelikaanweg 1
      1118 DT Schiphol

      Tel: +31 (0)20 603 2569

      Fax: +31 (0)20 603 2329

      Email: aero.ops@dnata.nl

      AFS: EHAMYIAG

      SITA: AMSAFXH

      dnata cargo Amsterdam channel 131.855.
    • Post:

      Fr8 (Cargo & full freighter ramp handling by Menzies Aviation Group (Netherlands) B.V.)
      Cargo Terminal 8
      Anchoragelaan 50
      1118 LE Schiphol-Southeast

      Tel: +31 (0)20 405 7333

      Fax: +31 (0)20 405 7444

      Email: info@Fr8.nl

      SITA: SPLAEXH

    • Post:

      Skylink Handling Services B.V.
      Anchoragelaan 36
      1118 LD Schiphol-Southeast

      Tel: +31 (0)20 405 9725

      Fax: +31 (0)20 405 9720

      Email: operations@skylinkhandling.nl

      SITA: SPLCXXH

  2. Ground Handling Schiphol-Centre
    • Post:

      Aviapartner B.V.
      Pelikaanweg 45
      1118 DT Schiphol

      Tel: +31 (0)20 406 7780

      Fax: +31 (0)20 406 7785

      Email: amsops@aviapartner.aero

      SITA: AMSOVXH

      Aviapartner Amsterdam 131.580.
    • Post:

      dnata B.V. (Passenger services & aircraft handling)
      Pelikaanweg 1
      1118 DT Schiphol

      Tel: +31 (0)20 603 2370

      URL: www.dnata.com

      Email: ams.ops@dnata.nl

      SITA: AMSDOXH

      dnata Amsterdam channel 131.410.
    • Post:

      Menzies Aviation B.V.
      P.O. Box 75625
      1118 ZR Schiphol-Centre

      Tel: +31 (0)20 446 6411

      Fax: +31 (0)20 446 6496

      AFS: EHAMYIOA

      SITA: AMSOOXH

      Menzies Ops 131.805.
    • Post:

      Swissport Amsterdam
      P.O. Box 75724
      1118 ZT Schiphol-Centre

      Tel: +31 (0)20 795 2480

      Fax: +31 (0)20 795 2492

      Email: ams.airsideoperations@swissport.com

      AFS: EHAMYIGG

      SITA: SPLAPXH

      Swissport Amsterdam 131.560.
  3. Ground Handling Schiphol-East (General Aviation)

EHAM AD 2.24 CHARTS RELATED TO AN AERODROME

Type of chartPage
Aerodrome chartAD 2.EHAM-ADC
PDF
Aircraft parking / docking chart Schiphol CentreAD 2.EHAM-APDC.1
PDF
Aircraft parking / docking chart Schiphol East K-apronAD 2.EHAM-APDC.2
PDF
Aircraft parking / docking chart Schiphol East M-apronAD 2.EHAM-APDC.3
PDF
Aircraft parking / docking chart Schiphol Centre U-apronAD 2.EHAM-APDC.4
PDF
Aerodrome ground movement chartAD 2.EHAM-GMC
PDF
Aerodrome obstacle chart RWY 04/22AD 2.EHAM-AOC-04-22
PDF
Aerodrome obstacle chart RWY 06/24AD 2.EHAM-AOC-06-24
PDF
Aerodrome obstacle chart RWY 09/27AD 2.EHAM-AOC-09-27
PDF
Aerodrome obstacle chart RWY 18C/36CAD 2.EHAM-AOC-18C-36C
PDF
Aerodrome obstacle chart RWY 18LAD 2.EHAM-AOC-18L
PDF
Aerodrome obstacle chart RWY 36LAD 2.EHAM-AOC-36L
PDF
Precision approach terrain chart RWY 06AD 2.EHAM-PATC-06
PDF
Precision approach terrain chart RWY 18CAD 2.EHAM-PATC-18C
PDF
Precision approach terrain chart RWY 18RAD 2.EHAM-PATC-18R
PDF
Precision approach terrain chart RWY 27AD 2.EHAM-PATC-27
PDF
Precision approach terrain chart RWY 36CAD 2.EHAM-PATC-36C
PDF
Precision approach terrain chart RWY 36RAD 2.EHAM-PATC-36R
PDF
Standard instrument departure chartAD 2.EHAM-SID-OVERVIEW
PDF
Standard instrument departure chart RWY 04AD 2.EHAM-SID-04
PDF
Standard instrument departure chart RWY 06AD 2.EHAM-SID-06.1
PDF
Standard instrument departure chart RWY 06 supplementaryAD 2.EHAM-SID-06.2
PDF
Standard instrument departure chart RWY 09AD 2.EHAM-SID-09
PDF
Standard instrument departure chart RWY 18CAD 2.EHAM-SID-18C
PDF
Standard instrument departure chart RWY 18LAD 2.EHAM-SID-18L
PDF
Standard instrument departure chart RWY 22AD 2.EHAM-SID-22
PDF
Standard instrument departure chart RWY 24AD 2.EHAM-SID-24.1
PDF
Standard instrument departure chart RWY 24AD 2.EHAM-SID-24.2
PDF
Standard instrument departure chart RWY 27AD 2.EHAM-SID-27
PDF
Standard instrument departure chart RWY 36CAD 2.EHAM-SID-36C
PDF
Standard instrument departure chart RWY 36LAD 2.EHAM-SID-36L.1
PDF
Standard instrument departure chart RWY 36L supplementaryAD 2.EHAM-SID-36L.2
PDF
Standard arrival chartAD 2.EHAM-STAR
PDF
Night RNAV transition chart RWY 06AD 2.EHAM-TRAN-06
PDF
Night RNAV transition chart RWY 18RAD 2.EHAM-TRAN-18R
PDF
RNAV transition chart RWY 36RAD 2.EHAM-TRAN-36R
PDF
ATC surveillance minimum altitude chartAD 2.EHAM-SMAC
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 06AD 2.EHAM-IAC-06.1
PDF
Night instrument approach chart SOKSI 1A approach ILS CAT II & III RWY 06AD 2.EHAM-IAC-06.2
PDF
Instrument approach chart NDB RWY 06AD 2.EHAM-IAC-06.3
PDF
Instrument approach chart VOR RWY 09AD 2.EHAM-IAC-09.1
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 18CAD 2.EHAM-IAC-18C.1
PDF
Instrument approach chart NDB RWY 18CAD 2.EHAM-IAC-18C.2
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 18RAD 2.EHAM-IAC-18R.1
PDF
Night instrument approach chart NARIX 1C or NIRSI 1B approach ILS CAT II & III RWY 18RAD 2.EHAM-IAC-18R.2
PDF
Instrument approach chart VOR RWY 18RAD 2.EHAM-IAC-18R.3
PDF
Instrument approach chart ILS or LOC RWY 22AD 2.EHAM-IAC-22.1
PDF
Instrument approach chart COPTER ILS or LOC RWY 22AD 2.EHAM-IAC-22.2
PDF
Instrument approach chart CIRCLING VOR RWY 24AD 2.EHAM-IAC-24.1
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 27AD 2.EHAM-IAC-27.1
PDF
Instrument approach chart VOR RWY 27AD 2.EHAM-IAC-27.2
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 36CAD 2.EHAM-IAC-36C.1
PDF
Instrument approach chart VOR RWY 36CAD 2.EHAM-IAC-36C.2
PDF
Instrument approach chart ILS CAT II & III or LOC RWY 36RAD 2.EHAM-IAC-36R.1
PDF
Instrument approach chart NDB RWY 36RAD 2.EHAM-IAC-36R.2
PDF
Visual approach chart / VFR proceduresAD 2.EHAM-VAC.1
PDF
Visual approach chart VFR traffic circuitsAD 2.EHAM-VAC.2
PDF