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EHAM — AMSTERDAM/Schiphol
EHAM AD 2.1 AERODROME LOCATION INDICATOR AND NAME
EHAM — AMSTERDAM/Schiphol
EHAM AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
52°18'29"N 004°45'51"E062 DEG GEO 135 m from TWR.
ARP co-ordinates and site at AD1
4.9 NM SW of Amsterdam.Direction and distance from (city)2
-11 ft AMSL/20.4°C (JUL).Elevation/reference temperature3
Not AVBL.Geoid undulation at AD ELEV PSN4
0°E (2010)/8'E.MAG VAR/annual change5←
Post: Amsterdam Airport SchipholP.O. Box 75011118 ZG Schiphol-Centre
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)
Fax: +31 (0)20 604 1475Telex: -AFS: EHAMYDYX
AD administration, postal address, telephone,telefax, telex, AFS
6
IFR/VFRTypes of traffic permitted (IFR/VFR)7
1. Airport for use by national and international civil air transport with all typesof aircraft.
2. Upon request, contact the airside operations manager (AOM) on 130.475(call sign 'Airport One'), not monitored H24.
3. Changes in the availability of the runway and taxiway infrastructure at theairport will be promulgated by NOTAM. The NOTAM can refer to thewebsite http://www.eham.aero where visual material relating to this subjectwill be shown. This material may only be used in combination with thecurrent NOTAM.
Remarks8←
EHAM AD 2.3 OPERATIONAL HOURS
H24AD administration1
H24Customs and immigration2
H24Health and sanitation3
H24 self-briefingTel: +31 (0)20 406 2315
+31 (0)20 406 2316Fax: +31 (0)20 648 4417
AIS briefing office4
H24Tel: +31 (0)20 406 2315
+31 (0)20 406 2316+31 (0)20 406 2323
Fax: +31 (0)20 648 4417+31 (0)20 406 2308
ATS reporting office (ARO)5
H24MET briefing office6
H24ATS7
H24.Schiphol-Centre:
normal operating hours 0530-2230 (0430-2130).Schiphol-East:
Fuelling8
H24.Schiphol-Centre:
normal operating hours 0530-2230 (0430-2130).Between 2230-0530 (2130-0430) PN required to KLMJet Center Schiphol-East (see EHAM AD 2.23).
Schiphol-East:←
Handling9←
H24Security10
H24De-icing11
NILRemarks12
AIRAC AMDT 13/10© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-1~~~eaip-amdt~~~AMDT-2010-1316 DEC 10
EHAM AD 2.4 HANDLING SERVICES AND FACILITIES
All modern facilities. Transport of persons on the aprons of Schiphol-Centreand Schiphol-East may exclusively take place by means of vehicles of therelevant ground handling company. For addresses and other details of groundhandling companies see EHAM AD 2.23.
Cargo-handling facilities1
Jet A1/All kinds.Fuel/oil types2
Jet A1 unlimited.Schiphol-Centre:
Jet A1 (by truck).Schiphol-East:
Fuelling facilities/capacity3
De-icing equipment AVBL.De-icing facilities4
O/R, limited.Hangar space for visiting aircraft5
Major repairs to all types of aircraft. Spares AVBL.Repair facilities for visiting aircraft6
Oxygen and related servicing unlimited.Remarks7
EHAM AD 2.5 PASSENGER FACILITIES
At AD: 2 hotels (322 beds).In the close vicinity of the airport: 3 hotels (1274 beds).At Amsterdam: unlimited.
Hotels1
At AD, near vicinity and in the city: unlimited.Restaurants2
Train, buses, taxis and rental cars.Transportation3
First aid treatment. Two motor ambulances. Hospitals at Amsterdam (12 kmdistance).
Medical facilities4
AVBLBank and post office5
AVBLTourist office6
NILRemarks7
EHAM AD 2.6 RESCUE AND FIRE FIGHTING SERVICES
CAT 10.AD category for fire fighting1
8 foam tenders, 1 snorkel and 1 truck with rescue equipment.Rescue equipment2
Agreement with outside contractors.Capability for removal of disabled aircraft3
NILRemarks4
EHAM AD 2.7 SEASONAL AVAILABILITY - CLEARING
14 snowsweep combinations with ploughs, 4 snowblowers, 4 de-icing cars,6 ramp ploughs, 4 compact-sweepers.
Types of clearing equipment1
RWY, TWY and apron simultaneously.Clearance priorities2
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 braking action: Friction Tester and/or using motor craft by
the airside operations manager.5. Method used for the determination of the values of the braking action:
a. When using the Friction Tester:
RWY conditionFriction coefficient
Good0.40 and higher
Medium to good0.39 to 0.36
Medium0.35 to 0.30
Medium to poor0.29 to 0.26
Poor0.25 and lower
b. In other cases: decision of the airside operations manager.
6. Information concerning improvement of braking action: at the discretionof the airside operations manager.
7. Details concerning up-to-date information to users: SNOWTAM via theinternational NOTAM office at Schiphol.
Remarks3
© Air Traffic Control the NetherlandsAIRAC AMDT 07/10
AD 2.EHAM-2 AIP NETHERLANDS01 JUL 10
EHAM AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA
Surface: CONC.Strength: PCN/109/R/C/W/T.
Schiphol-Centre:
Surface: CONC.Strength: restricted; for further information contact Ap-ron Management Service.
Schiphol-East:
Apron surface and strength1
Width: 23 m; shoulders of 7.5 m on both sides of TWY.Surface: asphalt.Strength: as for accompanying RWYs.
Taxiway width, surface and strength2
Location: apron.Elevation: -13 ft AMSL.
Altimeter checkpoint location and elevation3
Information not AVBL.VOR checkpoints4
For INS reference see aircraft parking / docking charts.INS checkpoints5←
NILRemarks6
EHAM AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS
Aircraft 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.
Note: for taxi guidance on K-apron contact the handler.
Visual docking/parking guidance system:
• Guidance at the aircraft stand:
1. Marshallers;2. Visual docking guidance systems at all piers except south side B-pier
(see EHAM AD 2.20 paragraph 3);3. Self-docking on B-apron and south side of B-pier (see AD 2.EHAM-
APDC.1).
Note: for parking guidance on K-apron contact the handler.
Use of aircraft stand ID signs, TWY guide linesand visual docking/parking guidance system ataircraft stands
1←
threshold (RWYs 06, 09, 18R, 18L and 36C displaced THR, arrows),touchdown, centre line, runway designations; threshold lights, TDZlights (RWYs 09, 18L, 24 and 36L, no TDZ lights), centre line lights,edge lights, RWY-end lights. RWY 04/22: threshold lights, edgelights and RWY-end lights only. RWY 06/24 and 36L: turn pad (seeEHAM AD 2.23).
RWY:←
holding points, centre line; blue edge lights (on long straight partsthese lights will gradually replaced by blue retroreflective edgemarkers), alternating green/yellow centre line lights on RWY exitsand RWY crossing TWYs between RWY centre line and edge ofILS sensitive area, green centre line lights 1) on all TWYs except atSchiphol East. Red/white mandatory instruction signs supplementingall taxi holding points.
TWY:←
RWY and TWY markings and LGT2←
Each active runway entry and each taxiway crossing a runway end safetyarea (RESA) is safeguarded by a stop bar (see charts AD 2.EHAM-ADC andAD 2.EHAM-GMC). Stop bars will be illuminated during:
• reduced and low visibility circumstances when TDZ RVR <= 1500 mand/or cloud base <= 300 ft.
• H24 period at intensive runway crossings and/or designated tow routesto avoid runway incursion in all visibility circumstances.
Crossing of illuminated stop bars is prohibited. Aircraft and vehiclesmay proceed further only when ATC gives permission and the stop barlights are switched off (ref. Annex 2, item 3.2.2.7.3).
Stop bars3←
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 isrequired.
Remarks4←
AIRAC AMDT 13/10© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-3~~~eaip-amdt~~~AMDT-2010-1316 DEC 10
EHAM AD 2.10 AERODROME OBSTACLES
All obstacles are marked and lighted day and night. For obstacles in approach and take-off area see
• AD 2.EHAM-AOC-04-22• AD 2.EHAM-AOC-06-24• AD 2.EHAM-AOC-09-27• AD 2.EHAM-AOC-18C-36C• AD 2.EHAM-AOC-18L• AD 2.EHAM-AOC-36L
EHAM AD 2.11 METEOROLOGICAL INFORMATION PROVIDED
De BiltAssociated MET office1
H24-
Hours of serviceMET office outside hours
2
De Bilt30 HR
Office responsible for TAF preparationPeriods of validity
3
TRENDEvery 30 minutes for international METAR, maximum 30 minutes for localdisplay and broadcast on ATIS.
Trend forecastInterval of issuance
4
Briefing on request from MWO-De Bilt by telephone after self-briefing (seeitem 10).
Briefing/consultation provided5
Reports, forecasts, charts.English, Dutch.
Flight documentationLanguage(s) used
6
S, P, W, TCharts and other information available for brief-ing or consultation
7
WXR, APTSupplementary equipment available for providinginformation
8
Amsterdam ACC and FIC, Schiphol TWR, Schiphol APP. 1)ATS units provided with information9
StaffTel: +31 (0)30 220 6721
Briefing low level flights (IFR/VFR).Tel: 0900 202 3341
Briefing IFR flights above FL 100.Tel: 0900 202 3343
Briefing balloon flights within Amsterdam FIR.Tel: 0900 202 3340
Note: charge for tel. briefings and consultations is € 0,50/min.
Note: due to environmental influences the windreport for RWY 36R is notrepresentative for the wind conditions at TDZ; wind speed fromsector 080-120 DEG is underestimated up to 15 percent.
1) Also service to JRCC Den Helder.
Additional information (limitation of service, etc.)10
EHAM AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS
THR elevation andhighest elevation of TDZof precision APCH RWY
THR co-ordinatesRWY end co-ordinates
THR GUND
Strength (PCN) and sur-face of RWY and SWY
Dimensions ofRWY (m)
True BRGDesignationsRWY NR
654321
-3.98 mNot AVBL
52°18'01.34"N004°47'00.54"E
39/F/D/W/TASPH 1) 2) 3) 4)
2014 x 45041.25°04
-4.23 mNot AVBL
52°18'50.49"N004°48'10.89"E
39/F/D/W/TASPH 1) 2) 3) 4)
2014 x 45221.27°22
-3.35 mNot AVBL
52°17'20.87"N004°44'14.25"E
90/F/C/W/TASPH 1) 5)
3500 x 45057.92°06
-3.56 mNot AVBL
52°18'16.49"N004°46'39.06"E
90/F/C/W/TASPH 1) 5)
3500 x 45237.95°24
-3.66 mNot AVBL
52°19'00.08"N004°44'51.58"E
90/F/C/W/TASPH 1) 5)
3453 x 45086.78°09
-3.71 mNot AVBL
52°19'06.15"N004°47'48.81"E
90/F/C/W/TASPH 1) 5)
3453 x 45266.82°27
-3.68 mNot AVBL
52°19'53.03"N004°44'24.11"E
90/F/C/W/TASPH 1) 5)
3300 x 45183.22°18C
-3.64 mNot AVBL
52°18'20.99"N004°44'15.66"E
90/F/C/W/TASPH 1) 5)
3300 x 45003.22°36C
-3.64 mNot AVBL
52°18'58.14"N004°46'46.89"E
90/F/C/W/TASPH 1) 5)
3400 x 45183.25°18L
© Air Traffic Control the NetherlandsAIRAC AMDT 07/10
AD 2.EHAM-4 AIP NETHERLANDS01 JUL 10
THR elevation andhighest elevation of TDZof precision APCH RWY
THR co-ordinatesRWY end co-ordinates
THR GUND
Strength (PCN) and sur-face of RWY and SWY
Dimensions ofRWY (m)
True BRGDesignationsRWY NR
654321
-3.41 mNot AVBL
52°17'26.97"N004°46'38.45"E
90/F/C/W/TASPH 1) 5)
3400 x 45003.25°36R
-3.98 mNot AVBL
52°21'36.93"N004°42'42.21"E
90/F/C/W/TASPH 1) 4)
3800 x 60183.20°18R
-3.64 mNot AVBL
52°19'42.89"N004°42'31.81"E
90/F/C/W/TASPH 1) 4)
3800 x 60003.20°36L
OFZStrip dimensions (m)CWY dimensions (m)SWY dimensions(m)
Slope of RWY-SWY
DesignationsRWY NR
←
11109871
NA2134 x 300Not AVBLNot AVBLNot AVBL04←
AVBL2134 x 300Not AVBLNot AVBLNot AVBL22←
AVBL3620 x 300Not AVBLNot AVBLNot AVBL06←
NA3620 x 300Not AVBLNot AVBLNot AVBL24←
NA3573 x 300Not AVBLNot AVBLNot AVBL09←
AVBL3573 x 300Not AVBLNot AVBLNot AVBL27←
AVBL3420 x 300Not AVBLNot AVBLNot AVBL18C←
AVBL3420 x 300Not AVBLNot AVBLNot AVBL36C←
NA3520 x 300Not AVBLNot AVBLNot AVBL18L←
AVBL3520 x 300Not AVBLNot AVBLNot AVBL36R←
AVBL3920 x 300Not AVBLNot AVBLNot AVBL18R←
NA3920 x 300Not AVBLNot AVBLNot AVBL36L←
Remarks
121) Regarding RWY strength, an unlimited use will be permitted for aircraft with an AUW <= 5700 kg.2) Restricted to aircraft with a MTOW < 90 000 kg and MLW < 76 000 kg.3) MAX tyre pressure 1,5 MPa.4) RWY shoulders of 7.5 m width on both sides (strength restricted).5) RWY shoulders of 15 m width on both sides (strength restricted).
EHAM AD 2.13 DECLARED DISTANCES
RemarksLDA (m)ASDA (m)TODA (m)TORA (m)RWY Designator
654321
NIL201420142074201404
NIL2014201420742014221) DTHR 250 m.3250 1)36003600350006
NIL3500350035603500241) DTHR 90 m.3363 1)34343494343409
NIL345334533453345327
NIL330033003360330018C1) DTHR 450 m.2850 1)33003360330036C1) DTHR 575 m.2) Not AVBL for landing, except
in case of an emergency.
2825 1) 2)34003460340018L
1) The section of 575 m bey-ond the displaced RWY-endshall not be used.
2825 1)NUNUNU36R
1) DTHR 270 m.3530 1)NUNUNU18R1) Not AVBL for landing, except
in case of an emergency.3800 1)38003860380036L
AIRAC AMDT 13/10© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-5~~~eaip-amdt~~~AMDT-2010-1316 DEC 10
INTERSECTION TAKE-OFF
RemarksASDA (m)TODA (m)TORA (m)TWY (m)RWY Designator
For determination of the datumline for intersection take-off, seeEHAM AD 2.23 paragraph 4.
270027002600S106←
345035103450S724←
325033103250S6←
325033103250S5←
260026602600S4←
195020101950S3←
240024602400N409←
185019101850N3←
305031103050W218C←
265027102650W3←
235024102350W4←
205021102050W5←
298530452985W1236C←
298530452985W9←
265027102650W8←
210021602100W7←
280028602800E518L←
255026102550E4←
210021602100E2←
325533153255V336L←
275528152755V2←
215522152155V1←
EHAM AD 2.14 APPROACH AND RUNWAY LIGHTING
SWY LGTlength,colour
RWY end LGTcolour,WBAR
RWY edge LGTlength,
spacing,colour,INTST
RWY centre lineLGT
length,spacing,colour,INTST
TDZ LGTlength
VASIS(MEHT)
PAPI
THR LGTcolour,WBAR
APCHLGTtype,
length,INTST
RWY Des-ignator
987654321
NILR-
2014 m50 mW/YLIM
NILNILNILG-
SALS450 mLIM
04
NILR-
2014 m50 mW/YLIM
NILNILPAPIleft/3°(62 ft/18 m)
G-
SALS450 mLIM
22
NILR-
3500 m30 m2)
LIM
3500 m15 m1)
LIH
900 mPAPIleft/3°(70 ft/21 m)
G-
CAT III900 mLIH
06
NILR-
3500 m30 m3)
LIH
3500 m15 m1)
LIH
NILPAPIboth/3°(70 ft/21 m)
G-
NIL24
NILR-
3453 m30 m2)
LIH
3453 m15 m1)
LIH
NILNILG-
NIL09
NILR-
3453 m30 m3)
LIH
3453 m15 m1)
LIH
900 mPAPIleft/3°(67 ft/20.5 m)
G-
CAT III900 mLIH
27
NILR-
3300 m30 m3)
LIH
3300 m15 m1)
LIH
900 mPAPIleft/3°(70 ft/ 21 m)
G-
CAT III900 mLIH
18C
NILR-
3300 m30 m2)
LIH
3300 m15 m1)
LIH
900 mPAPIleft/3°(70 ft/ 21 m)
G-
CAT III900 mLIH
36C
© Air Traffic Control the NetherlandsAIRAC AMDT 13/10
AD 2.EHAM-6 AIP NETHERLANDS16 DEC 10~~~eaip-amdt~~~AMDT-2010-13
SWY LGTlength,colour
RWY end LGTcolour,WBAR
RWY edge LGTlength,
spacing,colour,INTST
RWY centre lineLGT
length,spacing,colour,INTST
TDZ LGTlength
VASIS(MEHT)
PAPI
THR LGTcolour,WBAR
APCHLGTtype,
length,INTST
RWY Des-ignator
987654321
NILR-
3400 m30 m2)
LIH
3400 m15 m1)
LIH
NILNILG-
NIL18L
NILR-
2825 m30 m3) 4)
LIH
2825 m15 m1) 4)
LIH
900 mPAPIleft/3°(70 ft/ 21 m)
G-
CAT III900 mLIH
36R
NILR-
3800 m60 m2)
LIH
3800 m15 m1)
LIH
900 mPAPIleft/3°(70 ft/ 21 m)
G-
CAT III900 mLIH
18R
NILR-
3800 m60 m3)
LIH
3800 m15 m1)
LIH
NILNILG-
NIL36L
Remarks
101)
from THR to 900 m before RWY-end;whiteRCLL:
from 900 m before RWY-end to 300 m before RWY-end;white/red
from 300 m before RWY-end to RWY-end.red
2)from beginning of RWY to DTHR;redREDL:
from DTHR to 600 m before RWY-end;white
from 600 m before RWY-end to RWY-end.yellow
3)from THR to 600 m before RWY-end;whiteREDL:
from 600 m before RWY-end to RWY-end.yellow
4) RWY 36R: no lights beyond displaced RWY-end.
EHAM AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY
NILABN/IBN location, characteristics and hours ofoperation
1
LDI: NIL.Anemometer: see GEN 3.5 paragraph 3.
LDI location and LGTAnemometer location and LGT
2
all taxiways blue edge lights (on long straight parts theselights will be gradually replaced by blue retroreflective edgemarkers). West of RWY 18C/36C only exits RWY 18R/36Land fly-overs are equipped with edge lights.
Edge:
green centre line lights on rapid exit taxiways and taxiways,except at Schiphol-East.
Centre line:
TWY edge and centre line lighting3
Emergency light AVBL.Information not AVBL.
Secondary power supplySwitch-over time
4
NILRemarks5
EHAM AD 2.16 HELICOPTER LANDING AREA
52°18'43"N 004°48'00"E / Schiphol-East, at intersection RWY 04/22 andTWY G2.Information not AVBL.
Co-ordinates TLOF or THR of FATOGeoid undulation
1←
Information not AVBL.TLOF and/or FATO elevation m/ft2
Rectangular 36 x 20 m.TLOF and FATO area dimensions, surface,strength, marking
3
164°-244° and 344°-104° GEO.True BRG of FATO4
Information not AVBL.Declared distance available5
AIRAC AMDT 13/10© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-7~~~eaip-amdt~~~AMDT-2010-1316 DEC 10
Helispot: amber omni-directional lights, intervals 6 m.APCH and FATO lighting6
The helispot is not provided with day markings.Remarks7
EHAM AD 2.17 ATS AIRSPACE
• 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, centre52°18'29.00"N 004°45'51.00"E) to52°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, centre52°18'29.00"N 004°45'51.00"E) to52°10'46.46"N 004°49'15.93"E;52°04'02.84"N 004°48'38.87"E;along parallel to52°04'02.84"N 004°33'27.36"E;to point of origin.
Designation and lateral limits1←
• 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.
Vertical limits2
CAirspace classification3
Schiphol TowerEnglish
ATS unit call signLanguage(s)
4
IFR: 3000 ft AMSL; VFR: 3500 ft AMSL.Transition altitude5
Restricted to ACFT capable of maintaining two-way radio communicationwith Schiphol TWR, unless prior permission from Aerodrome Control hasbeen obtained. Such permission will only be given in extraordinary cases.
Remarks6
EHAM AD 2.18 ATS COMMUNICATION FACILITIES
RemarksHours of operationChannel/Frequency (MHz)
Call signService designation←
54321
RSR. At ATC discretion.H24120.550Amsterdam RadarACC: Arrivals via hold-ing ARTIP
←
134.375ACC: Arrivals via hold-ing NARSO
←
130.950ACC: Arrivals via hold-ing RIVER
←
118.800ACC: Arrivals via hold-ing SUGOL
←
TAR. At ATC discretion.Intermediate approach.
H24119.050Schiphol Approach/ Depar-ture
APP←
HO118.075←
HO369.300←
TAR. At ATC discretion.Intermediate approach.Departures.
H24121.200←
TAR. At ATC discretion.Intermediate and final ap-proach main RWY.
H24118.400Schiphol Arrival←
H24131.150←
At ATC discretion.HO126.675Schiphol Approach←
© Air Traffic Control the NetherlandsAIRAC AMDT 13/10
AD 2.EHAM-8 AIP NETHERLANDS16 DEC 10~~~eaip-amdt~~~AMDT-2010-13
RemarksHours of operationChannel/
Frequency (MHz)
Call signService designation
54321
Primary. SMR. VDF.H24119.225Schiphol TowerTWR
NILH24118.100
NILH24118.275
At ATC discretion.HO118.950
At ATC discretion.HO119.900
At ATC discretion.HO362.300
Clearance delivery (Start-
up control VFR only).
H24121.975Schiphol Delivery
Start-up control.H24121.650Schiphol Start-up
Ground control (see EHAM
AD 2.20, EHAM AD 2.22
and AD 2.EHAM-GMC).
H24121.700Schiphol Ground
H24121.800
H24121.900
At ATC discretion. ALTN for
Ground, Start-up, Delivery.
HO122.425
Broadcast of information
about expected RWY com-
binations related to SIDs,
during peak HR.
H24131.350ATC Operational Informa-
tion Schiphol
ATIS service also AVBL by
ACARS for ACFT equipped
with ACARS-MU (AEEC
622 and 623 compliant).
H24132.975Schiphol Arrival InformationATIS
Schiphol VOR (SPL).H24108.400
ATIS service also AVBL by
ACARS for ACFT equipped
with ACARS-MU (AEEC
622 and 623 compliant).
H24122.200Schiphol Departure Inform-
ation
Emergency (for all ser-
vices).
H24121.500As appropriate for each
service.
-
H24243.000
EHAM AD 2.19 RADIO NAVIGATION AND LANDING AIDS
RemarksElevation of DME
transmitting an-
tenna
Position of transmit-
ting antenna co-ordin-
ates
Hours of
operation
FrequencyIDType of aid,
MAG VAR,
Type of supported
OPS
(VOR/ILS/MLS:
declination)
7654321
Designated operational cover-
age: 60 NM/FL 250.
0 m52°19'57.51"N
004°42'20.37"E
H24113.950 MHz
CH86Y
AMSVOR/DME
(0°E/2010)
←
Designated operational cover-
age: BTN 030°-195° MAG
80 NM/FL 500; BTN 195°-
285° MAG 120 NM/FL 500;
BTN 285°-030° MAG
150 NM/FL 500.
0 m52°20'05.14"N
005°05'31.78"E
H24117.800 MHz
CH125X
PAMDVOR/DME
(0°E/2010)
←
Designated operational cover-
age: BTN 030°-240° MAG
50 NM/FL 250; BTN 240°-
030° MAG 100 NM/FL 250.
0 m51°58'25.31"N
004°28'51.49"E
H24110.400 MHz
CH41X
RTMDVOR/DME
(0°E/2010)
←
Designated operational cover-
age: 60 NM/FL 250.
0 m52°19'55.72"N
004°44'59.58"E
H24108.400 MHz
CH21X
SPLDVOR/DME
(0°E/2010)
←
Designated operational cover-
age: BTN 015°-135° MAG
100 NM/FL 500; BTN 135°-
240° MAG 120 NM/FL 500;
BTN 240°-015° MAG
150 NM/FL 500.
0 m52°32'25.01"N
004°51'13.61"E
H24113.300 MHz
CH80X
SPYDVOR/DME
(0°E/2010)
←
14442 m from THR RWY 06.
Designated operational range:
15 NM.
NA52°13'14.22"N
004°33'27.36"E
H24388.5 kHzCHL 06←
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-9
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RemarksElevation of DME
transmitting an-
tenna
Position of transmit-
ting antenna co-ordin-
ates
Hours of
operation
FrequencyIDType of aid,
MAG VAR,
Type of supported
OPS
(VOR/ILS/MLS:
declination)
7654321
529 m from THR RWY 24.
Not to be used outside 30° west
of RCL 06.
NA52°18'25.71"N
004°47'03.10"E
H24110.550 MHzKAGLOC 06
ILS CAT III/E/4
(0°E/2010)
←
DME reading at THR RWY 06:
0 NM.
0 m52°17'21.94"N
004°44'32.90"E
H24CH42YKAGDME 06
324 m past THR RWY 06.NA52°17'23.03"N
004°44'31.80"E
H24329.450 MHz-GP 06
Not operational.
530 m from THR RWY 24.
NA52°18'25.73"N
004°47'03.15"E
H24CH590MKAGAZ 06
MLS 30:40/8ft/E/4
(0°E/2010)
←
Not operational.
267 m past THR RWY 06.
NA52°17'23.00"N
004°44'28.72"E
H24CH590-EL 06
15473 m from THR RWY 18C.
Designated operational range:
15 NM.
NA52°28'12.87"N
004°45'11.78"E
H24395 kHzOAL 18C←
634 m from displaced THR
RWY 36C.
NA52°18'00.50"N
004°44'13.78"E
H24109.500 MHzZWALOC 18C
ILS CAT III/E/4
(0°E/2010)
←
NIL0 m52°19'42.84"N
004°44'14.76"E
H24CH32XZWADME 18C←
295 m past THR RWY 18C.NA52°19'42.71"N
004°44'16.82"E
H24332.600 MHz-GP 18C
299 m from THR RWY 36L.NA52°19'33.22"N
004°42'30.93"E
H24110.100 MHzVPBLOC 18R
ILS CAT III/E/4
(0°E/2010)
←
DME reading at THR RWY 18R:
0 NM.
0 m52°21'26.25"N
004°42'50.10"E
H24CH38XVPBDME 18R←
320 m past THR RWY 18R.NA52°21'26.39"N
004°42'47.58"E
H24334.400 MHz-GP 18R
NILNA52°17'55.50"N
004°46'52.19"E
H24109.150 MHzSCHLOC 22
ILS CAT I/B/1
(0°E/2010)
←
NIL0 m52°18'47.92"N
004°47'55.17"E
H24CH28YSCHDME 22←
NILNA52°18'46.73"N
004°47'57.08"E
H24331.250 MHz-GP 22
16119 m from THR RWY 27.
Designated operational range:
15 NM.
NA52°19'34.24"N
005°01'58.69"E
H24376 kHzWPL 27←
NILNA52°18'59.67"N
004°44'39.71"E
H24111.550 MHzBVBLOC 27
ILS CAT III/E/4
(0°E/2010)
←
NIL0 m52°19'11.06"N
004°47'31.17"E
H24CH52YBVBDME 27←
290 m past THR RWY 27.NA52°19'09.44"N
004°47'31.23"E
H24332.750 MHz-GP 27
288 m from THR RWY 18C.NA52°20'02.33"N
004°44'24.97"E
H24108.750 MHzMSALOC 36C
ILS CAT III/E/4
(0°E/2010)
←
DME reading at THR RWY 36C:
0 NM.
0 m52°18'31.74"N
004°44'08.24"E
H24CH24YMSADME 36C←
NILNA52°18'31.71"N
004°44'10.30"E
H24330.350 MHz-GP 36C
15537 m from THR RWY 36R.
Designated operational range:
15 NM.
NA52°09'05.02"N
004°45'53.40"E
H24332 kHzNVL 36R←
259 m from THR RWY 18L.NA52°19'24.61"N
004°46'49.34"E
H24111.950 MHzABALOC 36R
ILS CAT III/E/4
(0°E/2010)
←
NIL0 m52°17'37.44"N
004°46'30.09"E
H24CH56YABADME 36R←
299 m past THR RWY 36R.NA52°17'37.41"N
004°46'33.08"E
H24330.950 MHz-GP 36R
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-10 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RemarksElevation of DME
transmitting an-
tenna
Position of transmit-
ting antenna co-ordin-
ates
Hours of
operation
FrequencyIDType of aid,
MAG VAR,
Type of supported
OPS
(VOR/ILS/MLS:
declination)
7654321
Not operational.
288 m from THR RWY 18L.
NA52°19'25.57"N
004°46'49.43"E
H24CH548MMSCAZ 36R
MLS 30:30/8ft/E/4
(0°E/2010)
←
Not operational.
278 m past THR RWY 36R.
NA52°17'36.09"N
004°46'35.03"E
H24CH548-EL 36R
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-11
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
EHAM AD 2.20 LOCAL TRAFFIC REGULATIONS
1 SLOTS
1.1 Domestic IFR flights
Domestic IFR flights with destination Schiphol Airport shall comply with the CTOT issued by the CFMU (see ENR 1.9 paragraph 2.7).
1.2 Airport slot co-ordination
1.2.1 Definitions
Commercial aviation (handelsverkeer): 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.
General aviation: all aviation except commercial aviation. Business aviation, air taxi operations and technical flights are part of general
aviation.
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 Procedures
1.2.2.1 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 EC slot regulation 95/93 is being set up.
4. After the slot return date commercial aviation can submit requests for these pool slots to SACN.
1.2.2.2 General aviation
1. Based on the slot pool, after the slot return date, time brackets available for general aviation are calculated on an average day basis.
These time brackets indicate certain periods during the day in which capacity is still available. Normally, this will be outside peak hours
and outside night time.
2. For outbound flights, inbound flights and technical flights, separate sets of time brackets will be issued.
3. The time brackets will be published by NOTAM.
4. If the capacity for general aviation within the brackets decreases because of ad-hoc slotrequests by commercial aviation, the time
brackets will be altered and published accordingly.
5. General aviation, operating within the time brackets as published in the latest NOTAM, does not need to apply for a slot for practical
reasons.
6. Historical precedence will not be given to any general aviation operation.
7. For landing and take-off outside the published time brackets, general aviation must submit a request for the allocation of available ad
hoc slots to SACN and await approval before operating. This request shall be submitted three days or less before operating to SACN
or to Airport Operations outside office hours. These ad hoc slots do not create historic precedence and may not be used for commercial
aviation as defined under 'Definitions'.
1.2.2.3 Exemptions
The following reasons and operations exempt flights from slot allocation:
• technical failures and aircraft defects at foreign stations and no alternative available within reasonable time.
• return to airport because of in-flight failure (such as: birdstrike).
• local ATC directives severely disturbing 'normal' operations.
• unforeseen ATC delays local and/or en-route (strikes, radar failures, political).
• severe weather conditions at foreign stations and/or home stations (with limitation to 'snowballing').
• limited runway use for exceptional reasons at foreign stations or at home stations (with limitation to 'snowballing').
• major schedule change due to political reason.
• political instructions (for instance major events with possible effects on safety, heads of state on board, military).
• urgent matters (medical, violence on board, technical).
• police and government operations such as, but not limited to, flights that are operated on behalf of the royal family or government, coast
guard, pollution control and repatriation flights.
• search and rescue operations.
• the following VFR flights:
• VFR flights by helicopters.
• VFR flights by propeller driven aircraft with a MTOW < 5700 kg.
1.2.3 Requests for slots
Requests for slots for commercial aviation must be filed at SACN in standard IATA format. Requests for ad hoc slots for general aviation
for landing and take-off outside the published (NOTAM) time brackets shall be submitted three days or less before operating to SACN or
to Airport Operations outside office hours. Requests must include information about flight number or registration number, desired time /
date, email, fax or telephone number of the contact (person).
During office hours (for commercial and general aviation):
Stichting Airport Coordination Netherlands (SACN)
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-12 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
Tel: +31 (0)20 405 9730
Fax: +31 (0)20 405 9731
SITA: SPLACXH
Email: [email protected]
Outside office hours and at public holidays (only for general aviation):
Duty Manager Amsterdam Airport Schiphol (AAS)
Tel: +31 (0)20 601 2116
Fax: +31 (0)20 601 3441
Email: [email protected]
1.2.4 Slot abuse
Due to environmental constraints Amsterdam Airport Schiphol has a limited number of slots during the night period. Airlines are not allowed
to operate between 2200-0600 (2100-0500) without a slot applicable to this period. In case of continued violations the airport authorities
will be forced to take legal measures.
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 SAFEGATE
3.1.1 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.
3.1.1.1 Display indications
1. Vertical green illuminated bar and a yellow aircraft symbol for taxi line deviation
information.
2. Display information (see paragraph 3.1.5).
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.
3.1.2 Activated system
The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot of an arriving
aircraft has to be sure that the system is activated. If not, pilots should not enter the aircraft stand and stop before the red boundary line,
until the system is activated or a marshaller has signalled clearance to proceed. Do not use the system until:
• the bottom pair of green lights are blinking (see paragraph 3.1.1.1 item 3).
• the aircraft type is shown (blinking) on the upper information block (see paragraph 3.1.1.1 item 2).
• the stop bar lights are shown (see paragraph 3.1.1.1 item 4).
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-13
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
The pilot should be aware that the correct type of aircraft is shown before using the system.
3.1.3 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 3.1.1.1 item 1 ). The centre line guidance has to be observed from the left seat.
3.1.4 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 3.1.1.1 item 5) and three pair yellow lights (see paragraph 3.1.1.1 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 3.1.1.1 item 8 ) and four red lights (see paragraph 3.1.1.1 item 7) will
be shown.
3.1.5 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:
parking is correct.OK !
chocks are in place.CHOCK/ON
the stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary.TOO/FAR
the system is operated by an operator; no closing-rate information available, the stop sign is given manually. Taxi very
carefully.
STOP/SHORT
if 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.
SBU
the type of aircraft during the closing-in is changed. When the correct type is displayed the parking can be continued.WAIT
if 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.
ERR
3.2 SAFE DOCK
3.2.1 System description
The parking system is of the 'SAFE DOCK' 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.
3.2.1.1 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 3.2.5).
4. One pair of blinking green lights indicating 'the system is ready for use'.
5. Green or yellow closing rate information lights.
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 of an arriving
aircraft has to be sure that the system is activated. If not, pilots should not enter the aircraft stand and stop before the red boundary line,
until the system is activated or a marshaller has signalled clearance to proceed. Do not use the system until:
• the green pair of lights at the bottom of the display are blinking (see paragraph 3.2.1.1 item 4 ).
• the aircraft type is shown (blinking) on the information area on top of the display (see paragraph 3.2.1.1 item 3).
The pilot should be aware that the correct type of aircraft is shown before using the system.
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-14 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
3.2.3 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.
3.2.4 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 17 m by means
of green (first 14 m) and yellow (last 3 m) lights (see paragraph 3.2.1.1 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'.
3.2.5 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:
the expected type of aircraft is shown.B737 (for example)
parking is correct.OK
hold brakes until 'CHOCK/ON' appears.HOLD BRAKES
chocks are in place.CHOCK/ON
the stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary.TOO/FAR
the aircraft has reached the stopping point or the docking procedure is not carried out correctly.STOP
the chosen type of aircraft during the closing-in is changed by the operator. When the correct type is displayed the
parking can be continued.
WAIT
when the system is activated the lasersystem carries out a self-test before the type of aircraft appears on the display.TEST/WAIT
if 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.
ERR
during low visibility, the system scans aircraft from 60 m instead of 90 m.DOWN GRAD
3.3 AGNIS/PAPA
3.3.1 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.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-15
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
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. Pilots should not enter
the aircraft stand and stop before the red boundary line, until the system is activated or a marshaller has signalled clearance to proceed.
3.3.3 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.
3.3.4 Stop information (PAPA)
Stop information is given by the PAPA-board positioned on the right or left side of the AGNIS unit.
3.3.5 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 TRAINING AND TEST FLIGHT REGULATIONS
4.1 General
Training and test flights within the Schiphol control zone are allowed to be performed in the period from Monday up to and including Friday,
daily between 0600-2100 (0500-2000). 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 2.1). All training and test flights must be co-ordinated 24 HR in advance with:
Post: Air Traffic Control the Netherlands
Operationele Helpdesk
P.O. Box 75200
1117 ZT Luchthaven Schiphol
Tel: + 31 (0)20 406 2201 (OPR HR: 0600-1600 (0500-1500))
Fax: + 31 (0)20 406 3672
Email: [email protected]
URL: http://www.lvnl-ohd.nl
These flights also must have obtained, in advance, the explicit permission of the Operations Duty Manager Airside of Amsterdam Airport
Schiphol tel: + 31 (0)20 601 2115.
4.2 Training flights with military aircraft
It is not allowed to perform training flights with military aircraft.
4.3 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 MTOW < 5700 kg (JAR-OPS category B).
The use of a non-preferential runway for other training flights is not allowed.
5 APU USE
The use of APU and ground power units (GPU) is strictly controlled at all F and G aircraft stands and aircraft stands B16, B20, B24, B28,
B32, B36 to reduce the environmental and noise burden. Where available, (fixed) 400 Hz power units must be used. For cooling and
heating purposes, pre-conditioned air units (PCA) shall be used. The APU should be shut down as soon as practicable following arrival
(but not later than 5 minutes after parking brakes set) and not restarted until 10 minutes prior to departure in order to start the engines.
At all other aircraft stands, aircraft are urgently requested not to use APU. External power supplies, such as 400 Hz power units, GPU and
PCA, should be used instead, where available.
Exceptions:
• When it is necessary to use an APU to diagnose and/or rectify aircraft faults (for technical/maintenance reasons). Prior permission must
be obtained from the Airside Operations office (020 601 2115).
• When 400 Hz power units and/or PCA units are not operative or not available. Prior permission must be obtained from the Airside
Operations office (020 601 2115).
• When the outside temperature is below -5°C or above +25°C (according to METAR).
6 REDUCTION ENVIRONMENTAL BURDEN
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.
7 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.
8 REMOTE HOLDING AND DE-ICING POSITIONS
8.1 Remote holding positions
The following apron positions are available for remote holding:
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-16 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
PositionsLocationApron
P1, P2 and P3between TWY A12 and A13P-holding
P4 and P5west of holding RWY 36CAlong TWY Z
P6 and P7east of holding RWY 36LOn TWY VS
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 CFMU.
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.
8.2 De-icing positions
The following apron positions are available for de-icing:
RestrictionsPositionsLocationApron
MAX wingspan 68.5 mP1 and P3between TWY A12 and A13P-holding
MAX wingspan 68.5 mP10between TWY A20 and A24J-apron
MAX wingspan 65 mP12
MAX wingspan 80 mP14 and P16
Special communication procedures may be expected during de-icing procedures.
Note: 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.
8.3 Guidance and markings
9 K-APRON PROCEDURES
KLM Jet Center handles aircraft at the K-apron and allocates aircraft stands: see AD 2.EHAM-APDC.2. The K-apron is not controlled
by ATC. The K-apron is open H24. Operating hours KLM Jet Center: see EHAM AD 2.3.
Entering the K-apron:
On vacating RWY 04/22, contact Schiphol Ground for the K-apron entry that must be used.
On approaching the K-apron, contact KLM Jet Center to obtain the aircraft stand.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-17
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Aircraft taxiing to aircraft stands:
• K11 - K16 and K20 - K27 shall use apron entry GK;
• K35 - K39, K40 - K44 and K71 - K76 shall use apron entry GL.
Note: • All aircraft stands are used nose-in;
• Aircraft at aircraft stands 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.
Leaving the K-apron:
Aircraft parked at aircraft stands:
• K11 - K16 shall taxi straight out to TWY G;
• K20 - K27 shall leave the K-apron via apron exit GD1);
• K35 - K39, K40 - K44 and K71 - K76 shall leave the K-apron via apron exit GL.
1)Caution: apron exit GD is located opposite TWY G1.
Note:
• For push-back procedures see AD 2.EHAM-APDC.2.
• Use low power settings when leaving aircraft stands K20 - K27 and K35 - K39 to avoid possible jet blast on adjacent aprons.
• Taxiing is only allowed after the "ALL CLEAR" signal from the ground crew.
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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. Except for safety reasons or otherwise instructed by ATC, aircraft shall adhere to these procedures.
2 DEPARTURES (JET AIRCRAFT ONLY)
2.1 Take-off and climb procedure
1. To 1500 ft AMSL:
a. Take-off power.
b. Speed: V2 + 10 to 20 KT (or as limited by body angle).
c. Appropriate flap setting.
2. 1500 ft to 3000 ft AMSL:
a. Climb power.
b. Speed: V2 + 10 to 20 KT.
c. Maintain previous flap setting.
3. After passing 3000 ft AMSL:
a. Retract flaps on schedule.
b. En route climb.
4. 3000 ft AMSL to FL 100: MAX 250 KT IAS.
Note: operators / aircraft types, not able to comply with the mentioned take-off procedure, are requested to inform the airport authority
←
by sending copies of the take-off procedure in use to:
Post: Amsterdam Airport Schiphol
Dep. of Capacity Management
P.O. Box 7501
1118 ZG Schiphol Airport
Fax: +31 (0)20 601 3567
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
2200-0530 (2100-0430), 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.
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 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 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:
a. As landing runway: 06, 18R, 36R, 18C, 36C, 27.
b. As departure runway: 36L, 24, 36C, 18L, 18C, 09.
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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.
Note: propeller driven aircraft may be assigned a different departure and landing runway.
Note: 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 braking action 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).
RVR < 550 m and/or cloud base < 200 ftRVR >= 550 m and cloud base >= 200 ftWeather
TailCrossTailCrossWind component
715720GoodBRAKING
ACTION 010010Medium to good
010010Medium
0505Medium to poor
0505Poor
Remarks:
1. Wind speed values are presented in knots.
2. Braking action information is based on the measured friction coefficient (see EHAM AD 2.7). Usually, the braking action at Schiphol
Airport is good, even when the runway is wet. The braking action 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 2200-0530 (2100-0430) RWY 04/22 is not available for departures and arrivals.
4. From 2200-0530 (2100-0430) RWY 09/27 is not available for departures and arrivals.
5. From 2200-0530 (2100-0430) RWY 18C is not available for arrivals and RWY 36C is not available for departures.
6. From 2200-0530 (2100-0430) RWY 18L is not available for departures.
7. From 2200-0530 (2100-0430) RWY 24 is not available for arrivals.
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8. From 2200-0530 (2100-0430) 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
• During daytime 0600-2200 (0500-2100): 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.
• During nighttime 2200-0600 (2100-0500): After landing, reverse thrust above idle shall not be used on any runway, safety permitting.
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.
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 less than 5 EPNdB:
1. For aircraft equipped with engines with bypass ratio <= 3, 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 2200-0500 (2100-0400).
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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 the highest possible accuracy with these in-flight procedures. 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 121.200) and a TMA-east controller (Schiphol Departure 119.050). Outside peak hours one
radar controller is responsible for the provision of approach/departure control service in the Schiphol TMA on both channels simultaneously.
For 'Operational use of radar' see ENR 1.6.
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 runway 36L is
used, clearance shall be requested MAX 30 minutes prior to EOBT or 45 minutes prior to CTOT. An en route clearance contains:
a. Clearance limit: airport of destination.
b. Standard instrument departure (SID) plus designated departure runway.
c. SSR-code.
d. Additional departure instructions (if applicable).
e. CTOT (if applicable).
Example of an en route clearance: 'KLM3274 cleared to Paris, LEKKO 1S Departure, runway 24, squawk 2123, CTOT 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 complete procedure is described in AIC-A 03/05.
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, voice procedures
shall be resumed. An en route clearance issued by voice procedures always supersedes an en route clearance transmitted via the DCL
service.
Note: 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.
Note: if not able to comply with the crossing conditions prescribed in the SIDs, inform Schiphol Delivery as soon as possible.
Note: 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.
Note: 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.
Note: during off-peak hours one clearance delivery/start-up controller may be active. In that case the channels will be combined by ATC.
Note: information about expected runway combinations related to SIDs, during peak hours, is broadcasted on 131.350 (call sign 'ATC
Operational Information Schiphol').
1.3.1.1 Transfer to Schiphol Start-up
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 Start-up.
1.3.2 Start-up
The pilot shall request permission from Schiphol Start-up before starting one or more engines and before executing a cross-bleed start.
A request for start-up shall be made after all preparations for departure have been made (doors closed, en route clearance received and
if necessary push-back truck connected and so on) and shall include:
• aircraft identification (e.g. KLM121).
• position (e.g. D12).
• ATIS information (e.g. information 'P').
• request start-up (request start-up).
Permission for start-up will either be issued immediately or at a specified time. Propeller (commuter) aircraft may be assigned an intersection
take-off at start-up. The pilot shall be able to 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 in this departure sequence
shall be reported to ATC immediately.
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1.3.2.1 Transfer to Schiphol Ground
After permission for start-up Schiphol Start-up shall give instructions to contact Schiphol Ground for push-back and taxi instructions.
The channel depends on the parking position of the aircraft with respect to the areas assigned to the active ground controllers.
Note: K-apron is not under ATC ground control. At apron exits GD and GL pilots shall report to Schiphol Ground.
1.3.3 Schiphol Ground
1.3.3.1 Push-back and taxi
←
Ground control service (push-back and taxi instructions) is provided by Schiphol Ground 121.700, 121.800 and 121.900 (see EHAM
AD 2.18 and AD 2.EHAM-GMC).
Pilots should only ask for 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 Amsterdam Airport Schiphol 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.
Upon receiving 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. Amsterdam Airport Schiphol has instructed ground handlers to give the 'ALL CLEAR' signal distinctly. During hours of darkness
illuminated wands will be used.
‘ALL CLEAR’ signal during darkness'ALL CLEAR' signal during daylight
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.
Note: 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.
Note: 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.
Note: 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).
Note: 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 Caution for jet blast
Pilots are advised to keep power setting to a minimum at the following positions:
1. For aircraft ICAO code E and F only: at TWY A when turning left onto TWY S6 for line-up RWY 24.
2. At TWY A when turning left onto TWY S7 for line-up RWY 24.
3. After push-back TWY A10 when turning right onto TWY A13.
4. After push-back TWY A16 when turning right onto TWY A.
1.3.3.3 Operational use of intersection take-offs
1. In principle all jet aircraft must use the full runway length available for noise abatement reasons.
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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. During low visibility procedures intersection take-offs are not allowed. Take-offs from RWY 24 intersection TWY S6 maybe allowed
at ATC discretion (see EHAM AD 2.22 paragraph 3). If intersection TWY S6 is in use during low visibility procedures, intersection
TWY S7 will not be used.
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
Note: 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.
Note: 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:
ATC will time departures from RWY 24 to avoid jet blast on RWY 18L.Departure RWY 18L and departure RWY 24:1.
ATC will time departures from RWY 18L to avoid jet blast on RWY 09.Departure RWY 18L from intersection TWY E5
and departure or landing RWY 09:
2.
ATC will time departures from RWY 18L to avoid jet blast on RWY 27.Departure RWY 18L from intersection TWY E5
and departure or landing RWY 27:
3.
ATC will time departures from RWY 24 to avoid jet blast on RWY 36R.Departure RWY 24 and landing RWY 36R:4.
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 LEKKO 1S Departure).
Pilots shall select the proper departure channel (based on the SID route to the TMA boundary) as follows:
a. AMGOD, BERGI, BETUS, DENAG, GORLO, NOPSU, SPIJKERBOOR and VALKO Departures:
contact Schiphol Departure 121.200.
b. ANDIK, ARNEM, EDUPO, ELPAT, IVLUT, LARAS, LEKKO, LOPIK, LUNIX, NYKER, OGINA, ROVEN, TORGA and WOODY Departures:
contact Schiphol Departure 119.050.
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 speed below FL 100: 250 KT IAS.
• 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 highly recommends the use of preprogrammed (RNAV) routes on board of aircraft. Within the TMAs these RNAV routes
shall be considered as overlays of conventional routes. An RNAV route may result in a different flight path (vertically: turn altitudes and/or
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laterally: turn anticipation effects) compared to the conventional route. By making use of the FMS route functionalities, a significant part
of the noise production is shifted to less sensitive noise areas. Therefore, using RNAV will not result in route violations. The description of
the Schiphol SIDs is extended with additional information intended for database coding only. The SIDs are provided with:
1. EH-waypoints: these points define unnamed intersections, turning points, positions, etc.
2. Route definition by means of publishing the sequence of relevant waypoints. It is prohibited to code other waypoints.
3. For some runways a FMS-coding advice for the B737 (SI equipped) is applicable.
Furthermore:
• Connect FMS as early as possible.
• Turn anticipation is mandatory for all waypoints except those which are underlined. These waypoints shall be overflown.
• The EH-waypoints shall not be used in RTF procedures.
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 the RWY 24 SPIJKERBOOR 2K SID 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 "Z" has been added after the SID identification.
Consequently two ARINC contractions are listed for the SPIJKERBOOR 2K SID:
• [SPY2K] is the standard designator where only fly-over and fly-by turns are applied;
• [SPY2KZ] is the designator with the addition "Z" 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 2200-0530 (2100-0430) 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 SPIJKERBOOR SID: in addition to the standard coding [SPY2K] an alternative coding comprising a radius to fix (RF) turn
[SPY2KZ] is available. See paragraph 1.5.1.4 for requirements to use the RF coding version.
Additional requirement: minimum climb gradient 8.1% to 500 ft AMSL.
1.5.3 Continuous routings for Amsterdam SIDs with crossing conditions on ATS routes as applicable
Note: the aircraft may only continue to climb above FL 060 after an ATC clearance has been received.
Note: 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 start-up control (Schiphol Delivery) before take-off.
ANDIK, BETUS, NOPSU, SPIJKERBOOR and TORGA Departures
If the requested flight level is above FL 245, cross 10 EEL 081 at or above FL 250.UM105/UN125
If the requested flight level is above FL 245, cross 60 DHE 225 at or above FL 250.UN873
Cross KEKIX at or above FL 095; cross AGISU at or above FL 250.(U)Z708
Cross ANDIK at or above FL 095.(U)Z733
ARNEM, ELPAT and NYKER Departures
If the requested flight level is above FL 245, cross SONEB at or above FL 210;
cross SUVOX at or above FL 250.
UL620
EDUPO, IVLUT and LUNIX Departures
• 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.
(U)Z738
LARAS, LEKKO and WOODY Departures
If the requested flight level is above FL 245, cross WOODY at or above FL 240;
cross 5 NIK 027 at or above FL 260.
UN872
LOPIK, OGINA and ROVEN Departures
If the requested flight level is above FL 245, cross 72 SPY (50 LNO) at or above FL 250.UN852
FL 070 only.V33
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-25
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
1.5.4 SIDs RWY 04
RWY 04 (see chart AD 2.EHAM-SID-04)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 4.0% to 1000 ft AMSL.
Track 042° MAG. At SPL 095 turn right to intercept PAM
272 inbound. At 7 PAM turn left to track 055° MAG to
intercept PAM 016 to ANDIK (25.2 PAM).
RNAV: THR 04 / EH019 / EH020 / EH043 / ANDIK
ANDIK 2F
[ANDI2F] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 4.0% to 1000 ft AMSL.
Track 042° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept SPL 106 to IVLUT (19.4 SPL).
Track 095° MAG to NYKER (17.3 PAM) to intercept
PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 04 / At 500 ft AMSL turn right / EH060 (MAX
220 KT IAS) / IVLUT / NYKER / ARNEM
ARNEM 2F
[ARNE2F] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 042° MAG. At SPL 095 turn left to intercept SPY
184 inbound. At 2 SPY turn left to intercept SPY 306 to
BERGI (22.0 SPY).
RNAV: THR 04 / EH019 / SPY / BERGI
BERGI 1F
[BERG1F] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 042° MAG. At SPL 095 turn left (turn MAX 220 KT
IAS) to track 316° MAG. At 7 SPL turn left to track 272°
MAG. At 11 SPY turn left to track 213° MAG to intercept
SPY 243 to VOLLA (29.0 SPY). At VOLLA track 239°
MAG to GORLO.
RNAV: THR 04 / EH059 (MAX 220 KT IAS) / EH094 /
EH090 / EH091 / VOLLA / GORLO
GORLO 2F
[GORL2F] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 4.0% to 1000 ft AMSL.
Track 042° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to track 212° MAG to intercept SPY 182.
At 29 SPY turn right to intercept PAM 207 to LEKKO
(27.4 PAM).
RNAV: THR 04 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH072 / LEKKO
LEKKO 1F
[LEKO1F] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 4.0% to 1000 ft AMSL.
Track 042° MAG. At 500 ft AMSL turn right to track 187°
MAG. At SPL 136 turn left (turn MAX 220 KT IAS) to in-
tercept SPL 142. At 16 SPL turn right to intercept SPY
165 to LOPIK (38.0 SPY).
RNAV: THR 04 / At 500 ft AMSL turn right / EH061 (MAX
220 KT IAS) / OGINA / LOPIK
LOPIK 1F
[LOPI1F] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 4.0% to 1000 ft AMSL.
Track 042° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) 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).
RNAV: THR 04 / At 500 ft AMSL turn right / EH060 (MAX
220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO
LUNIX 1F
[LUNI1F] /
-
1.5.5 SIDs RWY 06
RWY 06 (see chart AD 2.EHAM-SID-06)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At SPL 103 turn right to intercept PAM
272 inbound. At 7 PAM turn left to track 055° MAG to
intercept PAM 016 to ANDIK (25.2 PAM).
RNAV: THR 06 / EH014 / EH020 / EH043 / ANDIK
ANDIK 2R
[ANDI2R] /
3
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-26 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWY 06 (see chart AD 2.EHAM-SID-06)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 059° 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 112 to ARNEM
(39.0 PAM).
RNAV: THR 06 / EH018 / IVLUT / NYKER / ARNEM
ARNEM 2R
[ARNE2R] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At SPL 103 turn left (turn MAX 220 KT
IAS) to track 316° MAG to intercept SPL 339. At 20 SPL
turn left to intercept SPY 306 to BERGI (22.0 SPY).
RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH094 /
EH022 / BERGI
BERGI 2R
[BERG2R] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At SPL 103 turn left (turn MAX 220 KT
IAS) to track 316° MAG. At 7 SPL turn left to track 272°
MAG. At 11 SPY turn left to track 213° MAG to intercept
SPY 243 to VOLLA (29.0 SPY). At VOLLA track 239°
MAG to GORLO.
RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH094 /
EH090 / EH091 / VOLLA / GORLO
GORLO 2R
[GORL2R] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept SPY 182. At 29 SPY turn right
to intercept PAM 207 to LEKKO (27.4 PAM).
RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH072 / LEKKO
LEKKO 1R
[LEKO1R] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At 500 ft AMSL turn right to track 182°
MAG. At SPL 132 turn left (turn MAX 220 KT IAS) to in-
tercept SPL 142. At 16 SPL turn right to intercept SPY
165 to LOPIK (38.0 SPY).
RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / OGINA / LOPIK
LOPIK 1R
[LOPI1R] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 059° 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).
RNAV: THR 06 / EH018 / IVLUT / LUNIX / RENDI /
EDUPO
LUNIX 1R
[LUNI1R] /
3
1.5.6 Supplementary SIDs RWY 06
RWY 06 supplementary (see chart AD 2.EHAM-SID-SUP-06)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At SPL 103 turn left (turn MAX 220 KT
IAS) to track 318° MAG. At SPY 228 turn right to inter-
cept SPY 243 inbound SPY VOR to intercept SPY 053
to ANDIK (19.4 SPY).
RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH021 /
SPY / ANDIK
ANDIK 1T
[ANDI1T] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At 500 ft AMSL turn right to track 182°
MAG. At SPL 132 turn left (turn MAX 220 KT IAS) to in-
tercept SPL 142. At 9 SPL turn left to track 074° MAG
(QDR NV 074°) to IVLUT (19.4 SPL). At 18.5 SPL turn
right to track 095° MAG to NYKER (17.3 PAM) to inter-
cept PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH017 / IVLUT / NYKER / ARNEM
ARNEM 2T
[ARNE2T] /
-
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-27
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RWY 06 supplementary (see chart AD 2.EHAM-SID-SUP-06)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At 500 ft AMSL turn right to track 182°
MAG. At SPL 132 turn left (turn MAX 220 KT IAS) to in-
tercept SPL 142. At 10 SPL turn right to intercept PAM
207 to LEKKO (27.4 PAM).
RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH038 / LEKKO
LEKKO 1T
[LEKO1T] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 059° MAG. At 500 ft AMSL turn right to track 182°
MAG. At SPL 132 turn left (turn MAX 220 KT IAS) to in-
tercept SPL 142. At 9 SPL turn left to track 074° MAG
(QDR NV 074°) 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).
RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH017 / IVLUT / LUNIX / RENDI / EDUPO
LUNIX 1T
[LUNI1T] /
-
1.5.7 SIDs RWY 09
RWY 09 (see chart AD 2.EHAM-SID-09)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 3.8% to 1000 ft AMSL.
Track 088° MAG. At 500 ft AMSL turn left to intercept
PAM 266 inbound. At 7.5 PAM turn left to track 055°
MAG to intercept PAM 016 to ANDIK (25.2 PAM).
RNAV: THR 09 / At 500 ft AMSL turn left / EH052 /
EH043 / ANDIK
ANDIK 1N
[ANDI1N] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 3.8% to 1000 ft AMSL.
Track 088° MAG. At 4 SPL turn right to track 114° MAG
to intercept SPL 106 to IVLUT (19.4 SPL). Track 095°
MAG to NYKER (17.3 PAM) to intercept PAM 112 to
ARNEM (39.0 PAM).
RNAV: THR 09 / EH055 / EH042 / IVLUT / NYKER /
ARNEM
ARNEM 2N
[ARNE2N] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
7.5 SPL or EH094
above 3000 ft
AMSL
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 088° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to track 316° MAG to intercept SPL 339.
At 20 SPL turn left to intercept SPY 306 to BERGI (22.0
SPY).
RNAV: THR 09 / At 500 ft AMSL turn left / EH053 (MAX
220 KT IAS) / EH094 / EH022 / BERGI
BERGI 2N
[BERG2N] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 088° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to track 316° MAG. At 7 SPL turn left to
track 272° MAG. At 11 SPY turn left to track 213° MAG
to intercept SPY 243 to VOLLA (29.0 SPY). At VOLLA
track 239° MAG to GORLO.
RNAV: THR 09 / At 500 ft AMSL turn left / EH053 (MAX
220 KT IAS) / EH094 / EH090 / EH091 / VOLLA /
GORLO
GORLO 2N
[GORL2N] /
4
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 3.8% to 1000 ft AMSL.
Track 088° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept SPY 182. At 29 SPY turn right
to intercept PAM 207 to LEKKO (27.4 PAM).
RNAV: THR 09 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / EH072 / LEKKO
Coding advice B737 according to results of PDT trials:
RW09 / FA (RW09) G (088°) +500 / DF (EH036) E 220
/ TF (EH072) E / TF (LEKKO) EE
LEKKO 1N
[LEKO1N] /
-
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-28 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWY 09 (see chart AD 2.EHAM-SID-09)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 3.8% to 1000 ft AMSL.
Track 088° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept SPL 142. At 16 SPL turn right
to intercept SPY 165 to LOPIK (38.0 SPY).
RNAV: THR 09 / At 500 ft AMSL turn right / EH036 (MAX
220 KT IAS) / OGINA / LOPIK
Coding advice B737 according to results of PDT trials:
RW09 / FA (RW09) G (088°) +500 / DF (EH036) E 220
/ TF (OGINA) E / TF (LOPIK) EE
LOPIK 1N
[LOPI1N] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Minimum climb gradient 3.8% to 1000 ft AMSL.
Track 088° MAG. At 4 SPL turn right to track 114° 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).
RNAV: THR 09 / EH055 / EH042 / IVLUT / LUNIX /
RENDI / EDUPO
LUNIX 1N
[LUNI1N] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VALKO at FL 060
(or above if instruc-
ted by ATC)
Track 088° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept RTM 035 inbound to intercept
PAM 240. At 25 PAM turn right to track 266° MAG to
VALKO (48.9 PAM).
RNAV: THR 09 / At 500 ft AMSL turn right / EH030 (MAX
220 KT IAS) / EH025 / EH040 / VALKO
VALKO 3M
[VALK3M] /
4
1.5.8 SIDs RWY 18C
RWY 18C (see chart AD 2.EHAM-SID-18C)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 2.5 SPL turn right to track 234° MAG
to intercept PAM 252. At 19.0 PAM turn right to track
330° MAG (QDR CH 330°) to intercept RTM 356 to
BERGI (46.8 RTM). At 45.0 RTM turn left to track
300° MAG to AMGOD (50.0 SPY).
RNAV: THR 18C / EH080 / EH051 / EH009 / EH028 /
BERGI / AMGOD
Coding advice B737 according to results of PDT trials:
THR 18C / CF (EH080) EY 184° / DF (EH051) E / TF
(EH009) E / TF (EH028) E / TF (BERGI) E / TF (AMGOD)
EE
AMGOD 2X
[AMGO2X] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 2.5 SPL turn right to track
285° MAG. At SPY 205 turn right (turn MAX 220 KT IAS)
to intercept SPY 211 inbound SPY VOR to intercept
SPY 053 to BETUS (14.4 SPY) to ANDIK (19.4 SPY).
RNAV: THR 18C / EH048 / EH049 (MAX 220 KT IAS) /
SPY / BETUS / ANDIK
Coding advice B737 according to results of PDT trials:
THR 18C / DF (EH080) EY / CF (EH057) E 031° 220 /
TF (SPY) V / TF (BETUS) E / TF (ANDIK) EE
BETUS 3Y
[BETU3Y] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
DENAG at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 2.5 SPL turn right to track 234° MAG
to intercept PAM 252 to DENAG (46.9 PAM).
RNAV: THR 18C / EH080 / EH051 / EH009 / DENAG
Coding advice B737 according to results of PDT trials:
THR 18C / CF (EH080) EY 184° / DF (EH051) E / TF
(EH009) E / TF (DENAG) EE
DENAG 2X
[DENA2X] /
-
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-29
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RWY 18C (see chart AD 2.EHAM-SID-18C)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 5.5 SPL turn left to track 119° MAG.
At PAM 226 turn left to track 074° MAG (QDR NV 074°)
to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125°
MAG to RENDI (37.8 SPL). Track 131° MAG to EDUPO
(45.5 SPL).
RNAV: THR 18C / EH046 / EH026 / IVLUT / RENDI /
EDUPO
EDUPO 1X
[EDUP1X] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 5.5 SPL turn left to track 119° MAG.
At PAM 226 turn left to track 074° MAG (QDR NV 074°)
to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095°
MAG to NYKER (17.3 PAM) to intercept PAM 112 to
ELPAT (34.0 PAM) to ARNEM (39.0 PAM).
RNAV: THR 18C / EH046 / EH026 / IVLUT / NYKER /
ELPAT / ARNEM
ELPAT 2X
[ELPA2X] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 5.5 SPL turn left to track 163° MAG
(QDM NV 163°) to intercept SPL 179 to LEKKO (24.5
SPL) to intercept NIK 026 inbound to LARAS (44.6 NIK).
RNAV: THR 18C / EH046 / EH074 / LEKKO / LARAS
LARAS 1X
[LARA1X] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ROVEN at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 5.5 SPL turn left to track 119° MAG
to intercept SPL 149 to ROVEN (26.0 SPL).
RNAV: THR 18C / EH046 / EH069 / ROVEN
ROVEN 1X
[ROVE1X] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 5.5 SPL turn left to track 119° MAG.
At PAM 232 turn left to intercept PAM 221 inbound PAM
VOR to intercept PAM 016 to TORGA (16.4 PAM) to
ANDIK (25.2 PAM).
RNAV: THR 18C / EH046 / EH026 / PAM / TORGA /
ANDIK
TORGA 1X
[TORG1X] /
-
1.5.9 SIDs RWY 18L
RWY 18L (see chart AD 2.EHAM-SID-18L)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 3.1 SPL turn left (turn MAX 220 KT
IAS) to track 093° MAG. At PAM 227 turn left to intercept
PAM 221 inbound PAM VOR to intercept PAM 016 to
ANDIK (25.2 PAM).
RNAV: THR 18L / EH037 (MAX 220 KT IAS) / EH024 /
PAM / ANDIK
Coding advice B737 according to results of PDT trials:
RW18L / DF (EH037) E 220 / TF (EH024) E / TF (PAM)
V / TF (ANDIK) EE
ANDIK 2E
[ANDI2E] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 3.1 SPL turn left (turn MAX 220 KT
IAS) to track 093° MAG to IVLUT (19.4 SPL). Track 095°
MAG to NYKER (17.3 PAM) to intercept PAM 112 to
ARNEM (39.0 PAM).
RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT /
NYKER / ARNEM
Coding advice B737 according to results of PDT trials:
RW18L / DF (EH037) E 220 / TF (IVLUT) E / TF
(NYKER) E / TF (ARNEM) EE
ARNEM 3E
[ARNE3E] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 500 ft AMSL turn left to intercept
SPL 164. At 6.5 SPL turn right (turn MAX 220 KT IAS)
to track 283° MAG (QDM CH 283°). At RTM 017 turn
right to track 330° MAG (QDR CH 330°) to intercept
RTM 356 to BERGI (46.8 RTM).
RNAV: THR 18L / At 500 ft AMSL turn left / EH029 (MAX
220 KT IAS) / EH009 / EH028 / BERGI
BERGI 2E
[BERG2E] /
-
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-30 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWY 18L (see chart AD 2.EHAM-SID-18L)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 500 ft AMSL turn left to intercept
SPL 164. At 6.5 SPL turn right to intercept SPY 186 to
LEKKO (37.2 SPY).
RNAV: THR 18L / At 500 ft AMSL turn left / EH073 /
LEKKO
LEKKO 2E
[LEKO2E] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 500 ft AMSL turn left to intercept
SPL 164. At 8 SPL turn left to track 119° MAG to inter-
cept SPL 151 to LOPIK (27.9 SPL).
RNAV: THR 18L / At 500 ft AMSL turn left / EH029 /
EH050 / LOPIK
LOPIK 2E
[LOPI2E] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 3.1 SPL turn left (turn MAX 220 KT
IAS) 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).
RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT /
LUNIX / RENDI / EDUPO
Coding advice B737 according to results of PDT trials:
RW18L / DF (EH037) E 220 / TF (IVLUT) E / TF (LUNIX)
E / TF (RENDI) E / TF (EDUPO) EE
LUNIX 1E
[LUNI1E] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
VALKO at FL 060
(or above if instruc-
ted by ATC)
Track 184° MAG. At 500 ft AMSL turn left to intercept
SPL 164. At 6.5 SPL turn right (turn MAX 220 KT IAS)
to track 283° MAG (QDM CH 283°). At RTM 017 turn
left to intercept PAM 252 to VALKO (48.9 PAM).
RNAV: THR 18L / At 500 ft AMSL turn left / EH029 (MAX
220 KT IAS) / EH009 / VALKO
VALKO 2E
[VALK2E] /
-
1.5.10 SIDs RWY 22
RWY 22 (see chart AD 2.EHAM-SID-22)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to track 093° MAG. At PAM 222 turn left to
intercept PAM 207 inbound PAM VOR to intercept PAM
016 to ANDIK (25.2 PAM).
RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX
220 KT IAS) / EH027 / PAM / ANDIK
ANDIK 2G
[ANDI2G] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to track 093° MAG to IVLUT (19.4 SPL).
Track 095° MAG to NYKER (17.3 PAM) to intercept
PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX
220 KT IAS) / IVLUT / NYKER / ARNEM
ARNEM 3G
[ARNE3G] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 2.8 SPL turn right (turn MAX 220 KT
IAS) to track 285° MAG to intercept RTM 356 to BERGI
(46.8 RTM).
RNAV: THR 22 / EH063 (MAX 220 KT IAS) / EH041 /
BERGI
BERGI 1G
[BERG1G] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to intercept SPL 164 to intercept SPY 186
to LEKKO (37.2 SPY).
RNAV: THR 22 / At 500 ft AMSL turn left / EH064 (MAX
220 KT IAS) / EH073 / LEKKO
LEKKO 1G
[LEKO1G] /
-
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-31
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RWY 22 (see chart AD 2.EHAM-SID-22)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) to intercept SPL 164. At 8 SPL turn left to
track 119° MAG to intercept SPL 151 to LOPIK (27.9
SPL).
RNAV: THR 22 / At 500 ft AMSL turn left / EH064 (MAX
220 KT IAS) / EH029 / EH050 / LOPIK
LOPIK 1G
[LOPI1G] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG. At 500 ft AMSL turn left (turn MAX
220 KT IAS) 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).
RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX
220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO
LUNIX 1G
[LUNI1G] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
VALKO at FL 060
(or above if instruc-
ted by ATC)
Track 222° MAG to intercept PAM 252 to VALKO (48.9
PAM).
RNAV: THR 22 / EH062 / EH009 / VALKO
VALKO 1G
[VALK1G] /
-
1.5.11 SIDs RWY 24
RWY 24 (see chart AD 2.EHAM-SID-24)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4.2 SPL turn left (turn MAX 220 KT
IAS) to track 119° MAG. At PAM 232 turn left to intercept
PAM 221 inbound PAM VOR to intercept PAM 016 to
ANDIK (25.2 PAM).
RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) /
EH026 / PAM / ANDIK
ANDIK 1S
[ANDI1S] /
5
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4.2 SPL turn left (turn MAX 220 KT
IAS) to track 119° MAG. At PAM 226 turn left to track
074° MAG (QDR NV 074°) to IVLUT (19.4 SPL). At
18.5 SPL turn right to track 095° MAG to NYKER
(17.3 PAM) to intercept PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) /
EH026 / IVLUT / NYKER / ARNEM
ARNEM 2S
[ARNE2S] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4 SPL turn left to track 225° MAG
to intercept PAM 252. At 19 PAM turn right to track 330°
MAG (QDR CH 330°) to intercept RTM 356 to BERGI
(46.8 RTM).
RNAV: THR 24 / EH001 / EH051 / EH009 / EH028 /
BERGI
BERGI 1S
[BERG1S] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4.2 SPL turn left (turn MAX 220 KT
IAS) to track 153° MAG (QDM NV 153°) to intercept
SPL 179 to LEKKO (24.5 SPL).
RNAV: THR 24 / EH005 / EH039 / LEKKO
LEKKO 1S
[LEKO1S] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4.2 SPL turn left (turn MAX 220 KT
IAS) to track 119° MAG to intercept SPL 151 to LOPIK
(27.9 SPL).
RNAV: THR 24 / EH005 / EH050 / LOPIK
LOPIK 1S
[LOPI1S] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4.2 SPL turn left (turn MAX 220 KT
IAS) to track 119° MAG. At PAM 226 turn left to track
074° MAG (QDR NV 074°) 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).
RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) /
EH026 / IVLUT / LUNIX / RENDI / EDUPO
LUNIX 1S
[LUNI1S] /
-
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-32 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWY 24 (see chart AD 2.EHAM-SID-24)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4 SPL turn right to track 285° MAG.
At SPY 205 turn right (turn MAX 220 KT IAS) to intercept
SPY 211 inbound SPY VOR to intercept SPY 053 to
ANDIK (19.4 SPY).
RNAV [SPY2K]: THR 24 / EH001 / EH049 (MAX 220 KT
IAS) / SPY / ANDIK
Coding advice B737 according to results of PDT trials:
THR 24 / DF (EH001) EY / CF (EH057) E 031° 220 /
TF (SPY) V / TF (ANDIK) EE
RNAV [SPY2KZ]: THR 24 / EH065 / EH066 ARC CTR
EH085 R=1.512 NM / EH067 ARC CTR EH086
R=1.890 NM (MAX 220 KT IAS) / SPY / ANDIK
SPIJKERBOOR 2K
[SPY2K]
[SPY2KZ]/
5, 6
←
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ABM L-CH / EH009
above 3000 ft
AMSL
VALKO at FL 060
(or above if instruc-
ted by ATC)
Track 239° MAG. At 4 SPL turn left to track 225° MAG
to intercept PAM 252 to VALKO (48.9 PAM).
RNAV: THR 24 / EH001 / EH051 / EH009 / VALKO
VALKO 1S
[VALK1S] /
-
1.5.12 SIDs RWY 27
RWY 27 (see chart AD 2.EHAM-SID-27)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to track 290°
MAG. At 2.5 SPL turn left to intercept SPY 211. At
18 SPY turn left (turn MAX 220 KT IAS) to track 137°
MAG (QDM NV 137°). At SPL 186 turn left to track 074°
MAG (QDR NV 074°) to IVLUT (19.4 SPL). At 18.5 SPL
turn right to track 095° MAG to NYKER (17.3 PAM) to
intercept PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 27 / At 500 ft AMSL turn right / EH056 /
EH032 (MAX 220 KT IAS) / NV / IVLUT / NYKER /
ARNEM
ARNEM 2P
[ARNE2P] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to intercept
SPL 268 to intercept RTM 356 to BERGI (46.8 RTM).
RNAV: THR 27 / At 500 ft AMSL turn right / EH058 /
EH041 / BERGI
BERGI 1P
[BERG1P] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to intercept
SPL 268 to VOLLA (21.9 SPL). At VOLLA track 239°
MAG to GORLO.
RNAV: THR 27 / At 500 ft AMSL turn right / EH058 /
VOLLA / GORLO
GORLO 1P
[GORL1P] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to track 290°
MAG. At 2.5 SPL turn left to intercept SPY 211. At 18
SPY turn left (turn MAX 220 KT IAS) to track 137° MAG
(QDM NV 137°) to intercept SPL 179 to LEKKO (24.5
SPL).
RNAV: THR 27 / At 500 ft AMSL turn right / EH056 /
EH032 (MAX 220 KT IAS) / EH075 / LEKKO
LEKKO 1P
[LEKO1P] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to track 290°
MAG. At 2.5 SPL turn left to intercept SPY 211. At 18
SPY turn left (turn MAX 220 KT IAS) to track 137° MAG
(QDM NV 137°). At L-NV track 135° MAG (QDR NV
135°) to LOPIK (38.0 SPY).
RNAV: THR 27 / At 500 ft AMSL turn right / EH056 /
EH032 (MAX 220 KT IAS) / NV / LOPIK
LOPIK 1P
[LOPI1P] /
1, 2
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-33
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RWY 27 (see chart AD 2.EHAM-SID-27)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
IVLUT at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right to track 290°
MAG. At 2.5 SPL turn left to intercept SPY 211. At
18 SPY turn left (turn MAX 220 KT IAS) to track 137°
MAG (QDM NV 137°). At SPL 186 turn left to track 074°
MAG (QDR NV 074°) 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).
RNAV: THR 27 / At 500 ft AMSL turn right / EH056 /
EH032 (MAX 220 KT IAS) / NV / IVLUT / LUNIX /
RENDI / EDUPO
LUNIX 1P
[LUNI1P] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 268° MAG. At 500 ft AMSL turn right (turn MAX
220 KT IAS) to intercept SPY 211 inbound SPY VOR to
intercept SPY 053 to ANDIK (19.4 SPY).
RNAV: THR 27 / At 500 ft AMSL turn right / EH057 (MAX
220 KT IAS) / SPY / ANDIK
SPIJKERBOOR 1P
[SPY1P] /
-
1.5.13 SIDs RWY 36C
RWY 36C (see chart AD 2.EHAM-SID-36C)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG. At 500 ft AMSL turn right to track
028° MAG. At 2.2 SPL turn right to track 048° MAG.
At 4.5 SPL turn right to track 090° MAG to intercept
PAM 326 inbound PAM VOR to intercept PAM 133 to
IVLUT (8.2 PAM). Track 125° MAG to RENDI
(27.1 PAM). Track 131° MAG to EDUPO (34.9 PAM).
RNAV: THR 36C (code CA 004°) / At 500 ft AMSL turn
right / EH033 / EH081 / EH082 / PAM / IVLUT / RENDI /
EDUPO
Coding advice B737 according to results of PDT trials:
RW36C CA 004° +500 / DF (EH033) E / TF (EH081) E /
TF (EH082) E / TF (PAM) V / TF (IVLUT) E / TF (RENDI)
E / TF (EDUPO) EE
IVLUT 2W
[IVLU2W] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 500 ft AMSL turn right to track
028° MAG. At 2.2 SPL turn right to track 047° MAG.
At 6.0 SPL turn left to intercept SPY 178 inbound SPY
VOR to intercept SPY 053 to NOPSU (4.5 SPY) to AN-
DIK (19.4 SPY).
RNAV: THR 36C (code CA 004°) / At 500 ft AMSL turn
right / EH033 / EH044 / SPY / NOPSU / ANDIK
Coding advice B737 according to results of PDT trials:
RW36C CA 004° +500 / DF (EH033) E / TF (EH044) E /
TF (SPY) V / TF (NOPSU) E / TF (ANDIK) EE
NOPSU 1W
[NOPS1W] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG. At 500 ft AMSL turn right to track
028° MAG. At 2.2 SPL turn right to track 048° MAG.
At 4.5 SPL turn right to track 090° MAG to intercept
PAM 326 inbound PAM VOR to intercept PAM 112 to
NYKER (17.3 PAM) to ARNEM (39.0 PAM).
RNAV: THR 36C (code CA 004°) / At 500 ft AMSL turn
right / EH033 / EH081 / EH082 / PAM / NYKER / ARNEM
Coding advice B737 according to results of PDT trials:
RW36C CA 004° +500 / DF (EH033) E / TF (EH081) E /
TF (EH082) E / TF (PAM) V / TF (NYKER) E / TF
(ARNEM) EE
NYKER 3W
[NYKE3W] /
-
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-34 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWY 36C (see chart AD 2.EHAM-SID-36C)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
OGINA at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 500 ft AMSL turn right to track 024°
MAG. At 1.4 SPL turn right to track 104° MAG. At SPY
193 turn right (turn MAX 220 KT IAS) to intercept SPY
182 to intercept SPL 142 to OGINA (18.0 SPL).
RNAV: THR 36C (code CA 004°) / At 500 ft AMSL turn
right / EH010 / EH070 (MAX 220 KT IAS) / EH036 /
OGINA
Coding advice B737 according to results of PDT trials:
RW36C CA 004° +500 / DF (EH010) E / TF (EH070) E
220 / TF (EH036) E / TF (OGINA) EE
OGINA 1W
[OGIN1W] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 500 ft AMSL turn right to track 024°
MAG. At 1.4 SPL turn right to track 104° MAG. At SPY
193 turn right (turn MAX 220 KT IAS) to intercept SPY
182 to intercept PAM 207 to LEKKO (27.4 PAM) to
WOODY (62.0 PAM).
RNAV: THR 36C (code CA 004°) / At 500 ft AMSL turn
right / EH010 / EH070 (MAX 220 KT IAS) / EH036 /
EH072 / LEKKO / WOODY
Coding advice B737 according to results of PDT trials:
RW36C CA 004° +500 / DF (EH010) E / TF (EH070) E
220 / TF (EH036) E / TF (EH072) E / TF (LEKKO) E /
TF (WOODY) EE
WOODY 1W
[WODY1W] /
-
1.5.14 SIDs RWY 36L
RWY 36L (see chart AD 2.EHAM-SID-36L)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG. At 4 AMS turn right to track 030° MAG.
At 7.5 AMS turn right to track 086° MAG to intercept
PAM 326 inbound PAM VOR to intercept PAM 112 to
ARNEM (39.0 PAM).
RNAV: THR 36L / EH012 / EH087 / EH088 / PAM /
ARNEM
ARNEM 1V
[ARNE1V] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
7.5 SPL or EH094
above 3000 ft
AMSL.
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 5.1 SPL turn left to track 316° MAG
to intercept SPL 331 to BERGI (28.8 SPL).
RNAV: THR 36L / EH047 / EH094 / EH034 / BERGI
BERGI 3V
[BERG3V] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 5 AMS turn left to track 316° MAG.
At 7.1 AMS turn left to track 272° MAG. At 11 SPY turn
left to track 213° MAG to intercept SPY 243 to VOLLA
(29.0 SPY). At VOLLA track 239° MAG to GORLO.
RNAV: THR 36L / EH047 / EH094 / EH090 / EH091 /
VOLLA / GORLO
GORLO 3V
[GORL3V] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 10 SPY turn right (turn MAX 220 KT
IAS) to track 170° MAG to intercept SPY 182 to intercept
PAM 207 to LEKKO (27.4 PAM).
RNAV: THR 36L / EH084 (MAX 220 KT IAS) / EH036 /
EH072 / LEKKO
LEKKO 2V
[LEKO2V] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG. At 10 SPY turn right (turn MAX 220 KT
IAS) to track 170° MAG to intercept SPL 142 to intercept
SPY 165 to LOPIK (38.0 SPY).
RNAV: THR 36L / EH084 (MAX 220 KT IAS) / EH036 /
OGINA / LOPIK
LOPIK 2V
[LOPI2V] /
1, 2, 3
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-35
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
RWY 36L (see chart AD 2.EHAM-SID-36L)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG. At 4 AMS turn right to track 030° MAG.
At 7.5 AMS turn right to track 086° MAG to intercept
PAM 326 inbound PAM VOR to intercept PAM 133 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).
RNAV: THR 36L / EH012 / EH087 / EH088 / PAM /
IVLUT / LUNIX / RENDI / EDUPO
LUNIX 1V
[LUNI1V] /
3
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
ANDIK at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG to intercept AMS 005. At 11 AMS turn
right to track 073° MAG to NOPSU (4.5 SPY) to intercept
SPY 053 to ANDIK (19.4 SPY).
RNAV: THR 36L / EH013 / NOPSU / ANDIK
SPIJKERBOOR 2V
[SPY2V] /
-
1.5.15 Supplementary SIDs RWY 36L
RWY 36L supplementary (see chart AD 2.EHAM-SID-SUP-36L)DESIGNATOR
[ARINC code]/
specific remarks ap-
plicable (see EHAM
AD 2.22 paragraph
1.5.2)
AFTER DEPARTUREROUTE
Climb to maintainContactVerticalLateral
(RNAV: sequence of relevant waypoints; see general
remarks in EHAM AD 2.22 paragraph 1.5.1)
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG to intercept AMS 005. At 11 AMS turn
right to intercept SPY 274 inbound. At 2.5 SPY turn right
to intercept PAM 326 inbound PAM VOR to intercept
PAM 112 to ARNEM (39.0 PAM).
RNAV: THR 36L / EH013 / SPY / PAM / ARNEM
ARNEM 1Z
[ARNE1Z] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
BERGI at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG to intercept AMS 005 to intercept SPY
306 to BERGI (22.0 SPY).
RNAV: THR 36L / EH015 / BERGI
BERGI 1Z
[BERG1Z] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
121.200
VOLLA at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG to intercept AMS 005. At 13 AMS turn
left to track 271° MAG to intercept HDR 204 to intercept
SPY 243 to VOLLA (29.0 SPY). At VOLLA track 239°
MAG to GORLO.
RNAV: THR 36L / EH015 / EH006 / EH016 / VOLLA /
GORLO
GORLO 1Z
[GORL1Z] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LEKKO at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG to intercept AMS 005. At 11 AMS turn
right to intercept SPY 274 inbound. At 2.5 SPY turn right
to intercept SPY 182 to intercept PAM 207 to LEKKO
(27.4 PAM).
RNAV: THR 36L / EH013 / SPY / EH072 / LEKKO
LEKKO 1Z
[LEKO1Z] /
-
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
LOPIK at FL 060
(or above if instruc-
ted by ATC)
Track 004° MAG to intercept AMS 005. At 11 AMS turn
right to intercept SPY 274 inbound. At 2.5 SPY turn right
to intercept SPY 165 to LOPIK (38.0 SPY).
RNAV: THR 36L / EH013 / SPY / LOPIK
LOPIK 1Z
[LOPI1Z] /
1, 2
FL 060 (or above if
instructed by ATC)
Passing 2000 ft
AMSL:
Schiphol DEP
119.050
PAM VOR at
FL 060 (or above if
instructed by ATC)
Track 004° MAG to intercept AMS 005. At 11 AMS turn
right to intercept SPY 274 inbound. At 2.5 SPY turn right
to intercept PAM 326 inbound PAM VOR to intercept
PAM 133 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).
RNAV: THR 36L / EH013 / SPY / PAM / IVLUT / LUNIX /
RENDI / EDUPO
LUNIX 1Z
[LUNI1Z] /
-
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. 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.
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-36 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
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 121.200) and a TMA-east controller (Schiphol Approach 119.050). 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.
2.4 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:
a. Standard arrival route1)
.
b. Main landing runway2)
.
c. Level instructions (normally descent instructions).
d. 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.
Note: 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
In order to ease the traffic handling for jet aircraft with destination Schiphol AD, the following speed and/or level restrictions should - in
principle - be applied.
1. Table of speed/level restrictions:
Speed restrictionLevel restrictionPositionArrival
260 - 280 KT IASMAX FL 240DENUTDENUT 1A
260 - 280 KT IASMAX FL 260BEDUM
TEMLU
SOMPO
KUBAT
DOBAK
EELDE 1A
EELDE 1B 1)
(ATC discretion)
260 - 280 KT IASMAX FL 240HELENHELEN 1A
260 - 280 KT IASMAX FL 230LAMSOLAMSO 1A
260 - 280 KT IASMAX FL 230MOLIXMOLIX 2A
260 - 280 KT IASMAX FL 280
MNM FL 200
NORKUNORKU 2A
NORKU 2B 1)
(ATC discretion)
260 - 280 KT IASMAX FL 070PESERPESER 2A
260 - 280 KT IASMAX FL 240PUTTYPUTTY 1A
260 - 280 KT IASMAX FL 230REDFAREDFA 1A
260 - 280 KT IASMAX FL 180RKN VORREKKEN 2A
REKKEN 2B 1)
(ATC discretion)
260 - 280 KT IASMAX FL 250TOPPATOPPA 2A1)
Further speed and/or level instructions will be issued by ATC, the holding speed over NARSO shall be MAX 220 KT IAS.
2. Cross IAF (ARTIP, RIVER and SUGOL) at or below FL 100 unless otherwise instructed.
3. Below FL 100 maximum 250 KT IAS unless otherwise instructed.
4. Cross 15 DME SPL at 220 KT IAS.
5. Aircraft with a cruising speed below the required speeds maintain cruising speed until the subsequent speed limit restriction.
6. After holding maintain speed 220 KT IAS until further notice.
7. ATC will initiate speed reductions below 220 KT IAS.
8. When established on ILS: maintain 160 KT IAS until 4 NM before threshold.
9. Speed > 220 KT accurate within 10 KT; speed < 220 KT accurate within 5 KT.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-37
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
Note: 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.
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:
a. (further) descent.
b. EAT, if delay is effected by holding over the IAF.
Note: 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 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 119.050. Inbound traffic via SUGOL and RIVER will be transferred to Schiphol Approach on 121.200.
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:
a. Clearance limit and level instructions.
b. Runway in use1).
c. Type of approach.
d. QNH.
e. Transition level1).
f. MET information1).
g. 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).
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-38 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
2.6.1 RNAV approach procedures
Special RNAV transitions followed by a continuous descent approach must be executed during night in order to reduce noise nuisance
and fuel consumption.
During daytime, on initiative of ATC, aircraft may be instructed to intercept the ILS via an RNAV initial approach segment in order to provide
flexible and efficient ATC dispatch.
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 2200-0530 (2100-0430)
For environmental reasons the RNAV transition procedures for RWY 06 or RWY 18R must be executed by all jet aircraft at night.
Clearances and altitudes:
• Between the IAFs (SUGOL, ARTIP, RIVER) and the ILS-LOC interception of the relevant runway via the waypoints SOKSI or
NIRSI/NARIX, aircraft have to follow a so-called RNAV TRANSITION if so instructed by ATC.
• The transitions are pre-defined routes.
• 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 an approach clearance the pilot is free to optimise the descent and speed within the constraints as laid down in the
procedure description, with the objective to establish a low noise continuous descent approach.
• The approach clearance includes clearance to execute the ILS instrument approach procedure.
• Strict adherence to the prescribed route after passing SOKSI, NIRSI or NARIX 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 KT IAS 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 Aircraft requirements for RNAV transitions during night 2200-0530 (2100-0430)
Operators of aircraft arriving at Amsterdam Airport Schiphol during night 2200-0530 (2100-0430) must hold:
• a 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, or;
• a temporary exemption only for the extended night period between 0500-0530 (0400-0430) issued by CAA the Netherlands.
A P-RNAV approval is not applicable to aircraft which, according to the original (repetitive) flight plan, should have landed between
0530-2200 (0430-2100) but arrived earlier than 0530 (0430) or later than 2200 (2100), or have a different DEST but diverted to Amsterdam
Airport Schiphol due to:
• unexpected circumstances en route that could not have been foreseen at the time of departure;
• an emergency;
• air traffic control / air traffic flow management delay;
• technical failure of the aircraft or ground equipment;
• extreme meteorological conditions justifying a delay or diversion.
2.6.1.4 RNAV approach procedures during day 0530-2200 (0430-2100)
On initiative of ATC, aircraft may be instructed to intercept the ILS via an RNAV initial approach segment.
Clearances and altitudes:
• These approaches start at a RNAV waypoint provided with a pronounceable five-letter designator.
• The RNAV procedures provide a lateral route onto the final approach.
• Altitudes and IAS will be as instructed by ATC.
• The approach clearance includes clearance to execute the ILS approach and intercept the glide path from the last instructed altitude.
• At ATC discretion only.
Further details are published in paragraph 2.10.2 and the relevant instrument approach charts.
2.6.1.5 Aircraft requirements for RNAV approach procedures during day 0530-2200 (0430-2100)
In order to enable their pilots to accept the RNAV approach procedures during day, operators must hold a 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.
2.6.1.6 Non-RNAV equipped aircraft
Pilots of aircraft that are not equipped for TMA RNAV procedures, i.e. not meeting the aircraft requirements mentioned in paragraphs
2.6.1.3 or 2.6.1.5, shall inform ATC by use of the phrase "UNABLE (designator) TRANSITION [or APPROACH] DUE RNAV TYPE" 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.
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~~~eaip-amdt~~~AMDT-2011-0407 APR 11
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 the visibility >= 5 km and the cloud base >= 1200 ft AMSL.
• To minimize 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.
Note: 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.
2.7.1.5 Surveillance radar approach (SRA)
As a last resort, when, due to weather conditions, no other instrument approach or a visual approach is available, a surveillance radar
approach may be offered or allowed. Surveillance radar approaches are conducted conform PANS-ATM, chapter 8, paragraph 8.9.7.1
and PANS-OPS, Volume II, part III, paragraph 24.2 and are terminated at 1.5 NM from touchdown. During surveillance radar approaches
a glide path of 300 ft/NM must be maintained.
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.
Note: 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.
Note: during peak hours air traffic services for arrivals on RWY 18R will normally be provided from TWR-W.
2.7.2.1 Caution for jet blast
A jet blast hazard exists when the following runway combinations are in use:
ATC will time departures from RWY 18L to avoid jet blast on RWY 09.Landing RWY 09 and departure RWY 18L
from intersection TWY E5:
1.
ATC will time departures from RWY 18L to avoid jet blast on RWY 27.Landing RWY 27 and departure RWY 18L
from intersection TWY E5:
2.
ATC will time departures from RWY 24 to avoid jet blast on RWY 36R.Landing RWY 36R and departure RWY 24:3.
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.
2.7.3 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):
Channel/
Frequency (MHz)
RWY
121.70006/24
121.80004/22
09/27
18C/36C
18L/36R
121.90018R
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
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07 APR 11~~~eaip-amdt~~~AMDT-2011-04
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 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 3 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
Turn to the intended landing runway, intercept the runway track MAG of that runway while:
a. When visual:
• inform ATC immediately and remain visual or
b. When unable to remain visual:
• inform ATC immediately and climb to 2000 ft AMSL.
2.8.3 Missed approach while circling to land
Note: This procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).
• Inform ATC immediately.
• Start climbing and complete the turn to the intended landing
runway (see figure).
• Intercept the MAG track of the intended landing runway and
execute the published missed approach for that runway (see
relevant IAC, except when circling to RWY 04 or RWY 24:
see AD 2.EHAM-IAC-MISC).
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 (SUGOL, RIVER, ARTIP).
• 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 (SUGOL, RIVER, ARTIP).
• 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).
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AIP NETHERLANDS AD 2.EHAM-41
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
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 072 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 a transition
a. With clearance for approach, execute the cleared approach.
b. 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 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.
2.9.3.6 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.
2.9.3.7 RNAV approach during day 0530-2200 (0430-2100)
Carry out the procedure in accordance with paragraph 2.9.3.6.
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
Turn to the intended landing runway, intercept the runway track MAG of that runway while:
a. When visual:
• remain visual and execute another circuit for that runway, or
b. When unable to remain visual:
• climb to 3000 ft AMSL.
• after passing 2000 ft AMSL start the shortest climbing turn to SPL VOR so as to cross SPL VOR at 3000 ft AMSL and hold or execute
the most suitable instrument approach procedure as depicted on the relevant instrument approach chart (see AD 2.EHAM-IAC-xx.x).
2.9.4.3 Missed approach while circling to land
Note: This procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-42 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
• Start climbing and complete the turn to the intended landing
runway (see figure).
• Intercept the MAG track of that runway while climbing to
3000 ft AMSL.
• After passing 2000 ft AMSL start the shortest climbing turn
to SPL VOR so as to cross SPL VOR at 3000 ft AMSL and
hold or execute the instrument approach procedure again.
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
(see also EHAM AD 2.22 paragraph 2.6.1)
2.10.2.1 During the night
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 KT IAS. 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 or above begins at NIRSI. At ATC initiative a transition for RWY 18R via NARIX from FL 060 or above may be
available. The descent after SOKSI/NIRSI/NARIX is a low-noise continuous descent.
The example of ATC instruction 'Cleared for SOKSI approach RWY 06' implies clearance to fly the published route and ILS approach to
the relevant runway.
The vertical profile over and after SOKSI/NIRSI/NARIX (see relevant RNAV night instrument approach chart) is a low noise continuous
descent approach.
Note: 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.
Note: flights inbound Schiphol and departing from Rotterdam or Lelystad are exempted from flying transitions.
2.10.2.2 During the day
Navigation in the initial and intermediate approach segment is primarily based on radar vectors by ATC. Also RNAV approaches to all
main landing runways, except RWY 27 are available. The use of RNAV approaches is at ATC discretion. The RNAV approaches from
REGSU for RWY 18C, MONUT for RWY 36R, LOMKO for RWY 36C, LISDA for RWY 06 and POBAN for RWY 18R, provide lateral
guidance to intercept the ILS for the relevant runway. Altitude and speed will be as instructed by ATC.
The example of ATC instruction 'Cleared for MONUT 1 approach RWY 36R' implies clearance to fly the published route including the ILS
approach. The ILS glide path must be intercepted from the last instructed altitude.
2.10.3 Instrument approach segments
2.10.3.1 During the night
Note: for positions of EH-waypoints see relevant instrument approach charts.
2.10.3.1.1 ARTIP 2A transition RWY 06
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
239° / 20.5250 FL 100IFIAFARTIPARTIP
270° / 15.1RTFPAM
270° / 11.3+FL 070TFEH611
186° / 5.5LTFEH612
116° / 4.0220+4000LIFSOKSI
093° / 2.4LTFEH613
059° / 3.0+2900LTFIFEH614
059° / 2.22000TFFAPEH609
Additional information final approach and initial missed approach non-precision procedure
059° / 4.01601310TF (CF)1)2)
EH616
059°ELEV -11.9YTF (CF)1)
THR 06
2000FMInitial missed ap-
proach
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-43
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.1.2 RIVER 2A transition RWY 06
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
357° / 9.2250FL 100IFIAFRIVERRIVER
026° / 9.2RTFEH605
071° / 5.6RTFEH610
116° / 4.0220+4000RIFSOKSI
093° / 2.4LTFEH613
059° / 3.0+2900LTFIFEH614
059° / 2.22000TFFAPEH609
Additional information final approach and initial missed approach non-precision procedure
059° / 4.01601310TF (CF)1)2)
EH616
059°ELEV -11.9YTF (CF)1)
THR 06
2000FMInitial missed ap-
proach
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.1.3 SUGOL 2A transition RWY 06
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
113° / 16.6250FL 100IFIAFSUGOLSUGOL
186° / 11.2RTFEH606
116° / 4.0220+4000LIFSOKSI
093° / 2.4LTFEH613
059° / 3.0+2900LTFIFEH614
059° / 2.22000TFFAPEH609
Additional information final approach and initial missed approach non-precision procedure
059° / 4.01601310TF (CF)1)2)
EH616
059°ELEV -11.9YTF (CF)1)
THR 06
2000FMInitial missed ap-
proach
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.1.4 ARTIP 3B transition RWY 18R
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
293°/ 28.4250FL 100IFIAFARTIPARTIP
271°/ 6.2+FL 070LTFEH601
271°/ 6.1+FL 070TFEH602
181°/ 6.3LTFEH603
091°/ 4.9220+FL 055LIFNIRSI
133°/ 4.0RTFEH607
184°/ 4.6+3400RTFIFEH608
184°/ 2.22000TFFAPEH621
Additional information final approach and initial missed approach non-precision procedure
184°/ 4.01601310TF (CF)1)2)
EH622
184°ELEV -13.1YTF (CF)1)
THR 18R
500FAInitial missed ap-
proach
2000RYDFEH624
280°2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-44 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
2.10.3.1.5 ARTIP 2C transition RWY 18R
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
290° / 15.1250FL 100IFIAFARTIPARTIP
296° / 8.2+FL 070TFEH600
234° / 6.3250+FL 060LIFNARIX
234° / 5.0220+4000TFEH604
184° / 4.6+3400LTFIFEH608
184° / 2.22000TFFAPEH621
Additional information final approach and initial missed approach non-precision procedure
184° / 4.01601310TF (CF)1)2)
EH622
184°ELEV -13.1YTF (CF)1)
THR 18R
500FAInitial missed ap-
proach
2000RYDFEH624
280°2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.1.6 RIVER 3B transition RWY 18R
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
357° / 9.2250FL 100IFIAFRIVERRIVER
026° / 34.3RTFEH605
091° / 4.9220+FL 055RTFNIRSI
133° / 4.0RTFEH607
184° / 4.6+3400RTFIFEH608
184° / 2.22000TFFAPEH621
Additional information final approach and initial missed approach non-precision procedure
184° / 4.01601310TF (CF)1)2)
EH622
184°ELEV -13.1YTF (CF)1)
THR 18R
500FAInitial missed ap-
proach
2000RYDFEH624
280°2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.1.7 SUGOL 3B transition RWY 18R
Track (MAG)/Distance
(NM) to next WPT
Speed
(KT IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
113° / 16.6250FL 100IFIAFSUGOLSUGOL
026° / 10.7LTFEH606
091°/ 4.9220+FL 055RTFNIRSI
133°/ 4.0RTFEH607
184°/ 4.6+3400RTFIFEH608
184°/ 2.22000TFFAPEH621
Additional information final approach and initial missed approach non-precision procedure
184° / 4.01601310TF (CF)1)2)
EH622
184°ELEV -13.1YTF (CF)1)
THR 18R
500FAInitial missed ap-
proach
2000RYDFEH624
280°2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-45
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
2.10.3.2 During the day
2.10.3.2.1 LISDA 1 approach RWY 06
Track (MAG)/Distance
(NM) to next WPT
Speed (KT
IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
116° / 3.5+2000IFLISDALISDA
093° / 2.4LTFEH613
059° / 3.0LTFIFEH614
059° / 2.22000TFFAFEH609
Additional information final approach and initial missed approach non-precision procedure
059° / 4.0 1601310TF (CF)1)2)
EH616
059°ELEV -11.9YTF (CF)1)
MAPtTHR 06
2000FMInitial missed ap-
proach
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.2.2 REGSU 1 approach RWY 18C
Track (MAG)/Distance
(NM) to next WPT
Speed (KT
IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
277° / 3.0+3000IFREGSUREGSU
229° / 4.0LTFEH628
184° / 2.0LTFIFEH629
184° / 3.13000TFFAFEH625
Additional information final approach and initial missed approach non-precision procedure
184° / 2.2TF (CF)1)2)
EH630
184° / 4.0 1601310TF (CF)1)2)
EH626
184° / 5.2ELEV -12.6YTF (CF)1)
MAPtTHR 18C
184°1500YTFInitial missed ap-
proach
EH638
2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.2.3 POBAN 1 approach RWY 18R
Track (MAG)/Distance
(NM) to next WPT
Speed (KT
IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
091° / 3.5+2000IFPOBANPOBAN
133° / 4.0RTFEH607
184° / 2.8RTFIFEH608
184° / 1.8TFPEVOS
184° / 2.22000TFFAFEH621
Additional information final approach and initial missed approach non-precision procedure
184° / 4.0 1601310TF (CF)1)2)
EH622
184°ELEV -13.1YTF (CF)1)
MAPtTHR 18R
500FAInitial missed ap-
proach
2000RYDFEH624
280°2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-46 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
2.10.3.2.4 LOMKO 1 approach RWY 36C
Track (MAG)/Distance
(NM) to next WPT
Speed (KT
IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
094° / 3.0+2000IFLOMKOLOMKO
049° / 2.0LTFEH620
004° / 5.2LTFIFEH619
004° / 1.8TFOLGAX
004° / 2.22000TFFAFEH632
Additional information final approach and initial missed approach non-precision procedure
004° / 4.0 1601310TF (CF)1)2)
EH633
004°ELEV -12.0YTF (CF)1)
MAPtTHR 36C
2000FMInitial missed ap-
proach
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
2.10.3.2.5 MONUT 1 approach RWY 36R
Track (MAG)/Distance
(NM) to next WPT
Speed (KT
IAS)
Altitude (ft AMSL)TurnFly
over
Path terminat-
or
Function in ap-
proach
WPTDesignator
274° / 3.0+3000IFMONUTMONUT
319° / 2.0RTFEH617
004° / 2.0RTFIFEH615
004° / 3.13000TFFAFEH634
Additional information final approach and initial missed approach non-precision procedure
004° / 2.2TF (CF)1)2)
EH636
004° / 4.0 1601315TF (CF)1)2)
EH635
004° / 5.0ELEV -11.5YTF (CF)1)
MAPtTHR 36R
004°1500YTFInitial missed ap-
proach
EH637
2000FM
1)Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used.
2)The use of this EH waypoint depends on the RNAV system used.
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 ECAC Doc 17 (Ground operations in limited visibility conditions).
The ATC low visibility operations are categorised in four phases (A, B, C, and D) that are based on RVR values and cloud base.
Phase A is a reduced visibility procedure; phases B, C, and D are low visibility procedures.
ProceduresConditionsPhase
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 take-offs
from RWY 24 intersection TWY S6 at ATC discretion).
TDZ RVR <= 1500 m and/or
cloud base <= 300 ft
A
CAT II separations will be provided.
Runway use will be restricted.
TDZ RVR < 550 m and/or
cloud base < 200 ft
B
CAT III separations will be provided.
Runway use will be restricted.
TDZ and/or midpoint RVR < 350 mC
CAT III separations will be provided.
Only one runway with ILS CAT III will be AVBL for landing and one runway for departure.
any RVR < 200 mD
Note: 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).
Note: during reduced and low visibility procedures, taxiing between Schiphol-Centre and Schiphol-East crossing RWY 18L/36R is only
possible as follows:
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-47
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
• from Schiphol-East to Schiphol-Centre taxi via TWY E3 or G5.
• from Schiphol-Centre to Schiphol-East taxi via TWY E4 or E5.
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).
K-apron will be closed during visibility conditions with RVR < 350 m; all parking and departure operations will be stopped. Arriving aircraft
will only in exceptional cases be cleared to the apron entries GL and GK. At GL and GK aircraft will shut down engines and will be towed
to the parking position by the handler.
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:
a. Prior to penetration of the CTR by submitting a request at least 10 minutes before ETA Schiphol, and
b. 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 (request start-up).
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-48 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
Note: 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:
a. 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.
b. 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.
4.4 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 4.4.4.
4.4.3 VFR inbound
4.4.3.1 Via VICTOR Arrival
a. In case of communication failure before joining the circuit, leave the CTR according to VICTOR Departure and divert to an appropriate
aerodrome.
b. 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
a. In case of communication failure before joining the circuit, act in accordance with 4.4.4.
b. In case of communication failure after joining the circuit, act in accordance with 4.4.3.1 item b.
c. In case of communication failure overhead the centre of the aerodrome, maintain altitude, proceed to point BRAVO, act in accordance
with 4.4.3.1 item a.
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.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-49
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
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. 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.
A bird deterring green laser system is located abeam RWY 18L/36R. The system will switch on automatically during cloudy days,
twilight, and outside UDP. It will scan the runway surface using a downward green laser beam. Laser emissions towards RWY 06/24
are blocked out. The emissions are harmless for the human eye and are not visible under normal circumstances. However, surface
reflections might be seen from the taxiway west of RWY 18L/36R.
4. When lightning discharges are observed in the vicinity of the airport, the airside operations manager (AOM) will announce that all ground
handling and re-fuelling operations are prohibited until further notice. When it is safe to do so, the AOM will declare that ground handling
and re-fuelling operations can be resumed.
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 strips will only take place during good visibility conditions (visibility >= 1500 m and cloud base >= 350 ft) and UDP.
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.
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-50 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
3 TAXIWAY MARKING
RUNWAY HOLDING POSITIONCENTRE LINE MARKING
Runway holding positions are safeguarded by:
runway holding position markingI:
mandatory signII:
mandatory markingIII:
enhanced centre line.IV:
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.
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 weight (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 RUNWAY TURNPAD
A runway turnpad is situated at the end of RWY 24. This turnpad shall be used in case of:
• rejected take-off RWY 24 and missing exit S1.
• landing RWY 24 and missing exit S1.
• take-off RWY 06 full-length.
The turnpad is marked by a yellow guidance line and blue retroreflective edge markers outside the edge of the runway. In the area of the
turnpad, the edge of the runway is equipped with inset edge lights. The procedure shall only be executed with guidance of a follow-me
car.
A similar runway turnpad is situated at the end of RWY 36L, which shall be used in case of a rejected take-off.
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-51
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
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 PROCEDURES
Schiphol Airport is on request AVBL as an alternate aerodrome for the Airbus A380. However, Schiphol Airport has limited facilities to
accommodate the Airbus A380:
• Designated runways: RWY 18C/36C and RWY 18R/36L. RWY 27 AVBL for landing only.
• Designated parking positions: P10, P12, P14, P16 and J81.
8 GROUND HANDLING COMPANIES
1. Cargo Handling Schiphol
• Post: Aero Groundservices B.V. (Cargo & full freighter ramp handling)
Cargo Terminal 5
Pelikaanweg 1
1118 DT Schiphol-South
Tel: +31 (0)20 603 2222
Fax: +31 (0)20 603 2441
SITA: HDQAGXH
AFS: EHAMYIAG
Email: [email protected]
Note: Aero Ground Dispatch 131.850.
• 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
SITA: SPLFLXH
Email: [email protected]
• 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
SITA: SPLAEXH
Email: [email protected]
• Post: Skylink Handling Services B.V.
Anchoragelaan 36
1118 LD Schiphol-Southeast
Tel: +31 (0)20 405 9725
Fax: +31 (0)20 405 9720
SITA: SPLCXXH
Email: [email protected]
2. Ground Handling Schiphol-Centre
• Post: Aviapartner Nederland B.V.
P.O. Box 75629
1118 ZG Schiphol-Centre
Tel: +31 (0)20 406 7780
Fax: +31 (0)20 406 7785
SITA: AMSOVXH
Note: Aviapartner Amsterdam 131.575.
• Post: Servisair Amsterdam
P.O. Box 75724
1118 ZT Schiphol-Centre
Tel: +31 (0)20 795 2480
Fax: +31 (0)20 795 2492
SITA: SPLAPXH
AFS: EHAMYIGG
Email: [email protected]
Note: Servisair Amsterdam 131.400.
• 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
SITA: AMSOOXH
AFS: EHAMYIOA
Note: Menzies Ops 131.800.
3. Ground Handling Schiphol-East (General Aviation)
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-52 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
Post: KLM Jet Center
P.O. Box 7700
1117 ZL Schiphol-Oost
Tel: +31 (0)20 649 2455
Fax: +31 (0)20 648 8180
SITA: SPLWHKL
Email: [email protected]
URL: http://www.jetcenter.nl
•
Note: KLM Jet Center Amsterdam 131.625.
EHAM AD 2.24 CHARTS RELATED TO AN AERODROME
PageType of chart
AD 2.EHAM-ADCAerodrome chart
AD 2.EHAM-APDC.1Aircraft parking / docking chart Schiphol-Centre
AD 2.EHAM-APDC.2Aircraft parking / docking chart Schiphol-East K-apron
AD 2.EHAM-APDC.3Aircraft parking / docking chart Schiphol-East M-apron
AD 2.EHAM-GMCGround movement chart
AD 2.EHAM-AOC-04-22Aerodrome obstacle chart RWY 04/22
AD 2.EHAM-AOC-06-24Aerodrome obstacle chart RWY 06/24
AD 2.EHAM-AOC-09-27Aerodrome obstacle chart RWY 09/27
AD 2.EHAM-AOC-18C-36CAerodrome obstacle chart RWY 18C/36C
AD 2.EHAM-AOC-18LAerodrome obstacle chart RWY 18L
AD 2.EHAM-AOC-36LAerodrome obstacle chart RWY 36L
AD 2.EHAM-PATC-06Precision approach terrain chart RWY 06
AD 2.EHAM-PATC-18CPrecision approach terrain chart RWY 18C
AD 2.EHAM-PATC-18RPrecision approach terrain chart RWY 18R
AD 2.EHAM-PATC-27Precision approach terrain chart RWY 27
AD 2.EHAM-PATC-36CPrecision approach terrain chart RWY 36C
AD 2.EHAM-PATC-36RPrecision approach terrain chart RWY 36R
AD 2.EHAM-SID-OVERVIEWStandard instrument departure chart
AD 2.EHAM-SID-04Standard instrument departure chart RWY 04
AD 2.EHAM-SID-06Standard instrument departure chart RWY 06
AD 2.EHAM-SID-SUP-06Standard instrument departure chart RWY 06 supplementary
AD 2.EHAM-SID-09Standard instrument departure chart RWY 09
AD 2.EHAM-SID-18CStandard instrument departure chart RWY 18C
AD 2.EHAM-SID-18LStandard instrument departure chart RWY 18L
AD 2.EHAM-SID-22Standard instrument departure chart RWY 22
AD 2.EHAM-SID-24Standard instrument departure chart RWY 24←
AD 2.EHAM-SID-27Standard instrument departure chart RWY 27
AD 2.EHAM-SID-36CStandard instrument departure chart RWY 36C
AD 2.EHAM-SID-36LStandard instrument departure chart RWY 36L
AD 2.EHAM-SID-SUP-36LStandard instrument departure chart RWY 36L supplementary
AD 2.EHAM-STAR.1Standard arrival chart
AD 2.EHAM-STAR.2Standard arrival chart
AD 2.EHAM-IAC-06.1Instrument approach chart RWY 06 ILS and LISDA APCH
AD 2.EHAM-IAC-06.2Instrument approach chart RWY 06 RNAV night transitions
AD 2.EHAM-IAC-06.3Instrument approach chart RWY 06 NDB/DME
AD 2.EHAM-IAC-09.1Instrument approach chart RWY 09 VOR/DME
AD 2.EHAM-IAC-18C.1Instrument approach chart RWY 18C ILS and REGSU APCH
AD 2.EHAM-IAC-18C.2Instrument approach chart RWY 18C NDB/DME
AD 2.EHAM-IAC-18C.3Instrument approach chart RWY 18C SRE
AD 2.EHAM-IAC-18R.1Instrument approach chart RWY 18R ILS and POBAN APCH←
AD 2.EHAM-IAC-18R.2Instrument approach chart RWY 18R RNAV night transitions
AD 2.EHAM-IAC-18R.3Instrument approach chart RWY 18R VOR/DME AMS←
AD 2.EHAM-IAC-18R.4Instrument approach chart RWY 18R SRE
AD 2.EHAM-IAC-22.1Instrument approach chart RWY 22 ILS
AD 2.EHAM-IAC-22.2Instrument approach chart RWY 22 SRE
AD 2.EHAM-IAC-24.1Instrument approach chart RWY 24 VOR/DME PAM
AD 2.EHAM-IAC-27.1Instrument approach chart RWY 27 ILS
AIRAC AMDT 04/11© Air Traffic Control the Netherlands
AIP NETHERLANDS AD 2.EHAM-53
~~~eaip-amdt~~~AMDT-2011-0407 APR 11
PageType of chart
AD 2.EHAM-IAC-27.2Instrument approach chart RWY 27 VOR/DME
AD 2.EHAM-IAC-27.3Instrument approach chart RWY 27 SRE
AD 2.EHAM-IAC-36C.1Instrument approach chart RWY 36C ILS and LOMKO APCH
AD 2.EHAM-IAC-36C.2Instrument approach chart RWY 36C VOR/DME
AD 2.EHAM-IAC-36R.1Instrument approach chart RWY 36R ILS and MONUT APCH
AD 2.EHAM-IAC-36R.2Instrument approach chart RWY 36R NDB/DME
AD 2.EHAM-IAC-36R.3Instrument approach chart RWY 36R SRE
AD 2.EHAM-IAC-MISCInstrument approach chart SRE
AD 2.EHAM-VAC.1Visual approach chart
AD 2.EHAM-VAC.2Visual approach chart VFR traffic circuits
© Air Traffic Control the NetherlandsAIRAC AMDT 04/11
AD 2.EHAM-54 AIP NETHERLANDS
07 APR 11~~~eaip-amdt~~~AMDT-2011-04
RWYTHR
COORDINATESSURFACE
PHYSICAL CHARACTERISTICS
BEARINGSTRENGTH
DIRECTIONGEO
RWY 04/22:
All RWYs except RWY 04/22 and 18R/36L:
RWY 04/22 and 18R/36L:
06004°44’14.25’’E
24004°46’39.06’’E
09004°44’51.58’’E
27004°47’48.81’’E
04 PCN39/F/D/W/T
22004°48’10.89’’E
PCN39/F/D/W/T
ASPH
ASPH
ASPH
ASPH
ASPH
ASPH
004°47’00.54’’E
52°17’20.87’’N
52°18’16.49’’N
52°19’00.08’’N
52°19’06.15’’N
52°18’50.49’’N
36C004°44’15.66’’E
ASPH52°18’20.99’’N
18C004°44’24.11’’E
ASPH52°19’53.03’’N
18L004°46’46.89’’E
ASPH52°18’58.14’’N
52°18’01.34’’N
X
X
X
RWY HOLDING POSITION MARKING, PATTERN A
RWY 04/22
G5 G4 G3 G2 G1
RWY 06/24
S7S6S5S4S3S2
S2
S1
RWY 09/27
N5 N4 N3N9
N2
N1
RWY 18C/36C
W1W3W5W6W7W8 W2W4W9W10
W11 W12
RWY 18L/36R
E1
G5
E2
E6E5
E5
E4
E4
E3
E3
X X
V2 V1V3V
4
RWY 18R/36L
MARKING AIDS
E6
Not AVBL for landing, except in case of an emergency.
041.25°
221.27°
057.92°
237.95°
086.78°
266.82°
183.22°
003.22°
183.25°
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
RWY shoulders of 15 m width on both sides (strength restricted).
RWY shoulders of 7.5 m width on both sides (strength restricted).
Restricted to aircraft with a MTOW < 90000 kg and MLW < 76000 kg.
004°42’42.21’’E
004°42’31.81’’E
ASPH
ASPH
52°21’36.93’’N
52°19’42.89’’N
18R
36L
36R004°46’38.45’’E
ASPH52°17’26.97’’N
003.25°
183.20°
003.20°
PCN90/F/C/W/T
PCN90/F/C/W/T
PCN90/F/C/W/T
SIMPLE APPROACH
LIGHTING SYSTEM
HANGAR 14
HANGAR 32
RWY 09/27
HANGAR 12
FIRE
STATION
3453 x 45 m
E-P
IER
HANGAR 3
A4
A7
VDF BEACON
VDF
HIG
HW
AY
ENGINE RUN-UPAREA
HANGAR 5
2014
x 4
5 m
RWY 06/24
3300 x
45 m
HANGAR 11
A2
HANGAR 1
D-PIER
A5
RW
Y 1
8C
/36C
FIRESTATION
SSR
SIMPLE APPROACH
LIGHTING SYSTEM
RAILWAY-TUNNEL
HANGAR 9
331.250
A13
HANGAR 4
HIGHWAY TUNNEL
TAR
3500 x 45 m
C-P
IER
HANGAR 10
RW
Y 04
/22
HANGAR 2
RW
Y 1
8L/3
6R
3400 x
45 m
HELISPOT
A6
HIGHWAY
HIG
HW
AY
F-P
IER
G-P
IER
TERMINAL
FREIGHT VI
FREIGHT VI
FREIGHT V
FREIGHT I
GP
LOC
PAPI
118.100/118.400119.225/119.050121.200/121.500121.700/121.800131.150/133.100
LOC
SCH 109.150
PAPI
PAPI
PAPI
PAPI
PAPI
PAPI
PAPI
335.000GP
332.750GP
330.350GP
329.450GP
332.600GP
LOC
LOC
LOC
PRECISION APPROACHLIGHTING SYSTEM
(CAT. II / III)
PRECISION APPROACHLIGHTING SYSTEM
(CAT.II/III)
PRECISION APPROACHLIGHTING SYSTEM
(CAT.II/III)
PRECISION APPROACHLIGHTING SYSTEM
(CAT.II/III)
PRECISION APPROACHLIGHTING SYSTEM
(CAT.II/III)
DISPLACEDRWY END
575 m
CH 548
EL 06CH 590
AZ 36R
CH 590AZ 06
CH 548EL 36R
FREIGHT II & III
LOC
KAG 110.550
B-P
IER
B-Corrid
or
W1
Y2
W3
C
W5
W6
W7
W8
Q
N5
N4 N3
N9 N2N1
E6
E6
E5
E5
E4
E4
E2
E3
E3
E4E4
G2
E1
S7
S6
S5
G4
G5
G
G
G
G
S4
S3
S2
S2
S1
G
G2
GA
G1
G3
A21 A20A19
A19
A22
A17
A17
A18A16
A16A14
A14A15
A8
A9
A10
A9N
A9S
A10
A11
A12
A4EA4W
A3
A3
A2D
A2C
A2B
A2A
A1
R
A
B
A
BB
A AA
A
B B
B
G4
G5
A13
A12
B
B
A
A
A
A
B
B
A5A6 A7
A8
A
B
A
B
A B
A
B
G
G-a
pro
n
R-apron
H-apron
E-apron
D-apron
S-apron
M-a
pron
B-apron
FREIGHT VIII
P-holding
A24
RWY 36R:
ANNUAL RATEOF CHANGE 8’ E
0 100 200 300 400
0 500 1000
500
1500
metres
feet
1 : 20 000
Topografische en technische ondergrond © Amsterdam Airport Schiphol
LEGEND
WIND DIRECTION INDICATOR
RVR
APRON LIGHT
RWY STRIP
BLAST FENCE
A3 TAXIWAY A3
LOW VISIBILITY PROCEDURES FIXED STOP BAR
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
SCHIPHOL /
52°18’48’’NCH.28
SCH
004°47’55’’EY
SCHIPHOL /
52°18’32’’NCH.24
004°44’08’’EY
ARP52° 18’ 29’’ N004° 45’ 51’’ E
FIRE BRIGADEPRACTICE GROUND
Compass deviations, causedby underground train may occur
DISPLACED THR450 m
ELEV -12 ft
DISPLACED THR250 m
ELEV -12 ft
THR ELEV-11 ft
THR ELEV-12 ft
THR ELEV-13 ft
THR ELEV-13 ft
THR ELEV-14 ft
CROSSING VEHICLES
CAUTION:DO NOT MISTAKE
HIGHWAY FOR RUNWAY
PAPI
3800 x
60 m
LOC
VPB 110.100
334.400GP
SCHIPHOL /
52°21’26’’N 004°42’50’’E
VPBCH.38 X
PRECISION APPROACHLIGHTING SYSTEM
(CAT. I/II/III)
V1
V2
V3
V4
1CAUTION !
1CAUTION !
1CAUTION !
NOTE :
1
STATIONFIRE
THR ELEV-12 ft
V
V
V
VE
VN
P6
P7
VS
VS
VS
CAUTION: No entry E1 and N9 from TWY A and B.No entry W6 from TWY A, B and D.
RW
Y 1
8R
/36L
DISPLACED THR270 m
ELEV -13 ft
THR ELEV-12 ft
VK
VL
VM
VM
TWR-W183 ft AMSL
TWR-C320 ft AMSL
AB
AB
A25
A27
P5
P4
SCHIPHOL /
52°17’37’’N
ABACH 56Y
004°46’30’’E
Z2
ABA 111.950
Z
NO
T IN USE
E5
Z1
Z
V
Z
BVB 111.550
DISPLACED THR90 m
ELEV -12 ft
INTERMEDIATE HOLDING POSITION
SCHIPHOL /
52°19’11’’N
BVBCH 52Y
004°47’31’’E
H24 SWITCHABLE STOP BAR
LOW VISIBILITY PROCEDURES SWITCHABLE STOP BAR
SWITCHABLE STOP BARONLY IN USE IN CASE OF LANDING OR DEPARTING 18C/36C
AIP / VFGNETHERLANDS
AIRAC AMDT 13/10© Air Traffic Control the Netherlands
AMSTERDAM / SCHIPHOL AIRPORTAERODROME CHART
AD 2.EHAM-ADC
AD
2.E
HA
M-A
DC
16 DEC 10
SCHIPHOL /
52°17’22’’NCH.42
KAG
004°44’33’’EY(110.55) /
H24 FIXED STOP BAR
SCHIPHOL /
52°19’43’’NCH.32
004°44’15’’EX
C1
C2
C3
H-PIE
R
C
C
D
D
D
Y
Y
Y Y
Y1
VAR 0° E 2010
ZWA
SCHIPHOL /
52°19’58’’NCH.86Y
AMS
004°42’20’’E113.950 /
HN
MSA
MSA 108.750
ZWA 109.500
A26
W2
W4
W9
W10W11
W12
X
X
X
X
NOT IN USE
J-a
pro
n
A20
HANGAR 73
Y-A
pro
n
RWY HOLDING POSITION MARKING, PATTERN B
X
TURN AROUND
MARKING
TURN AROUND
MARKING
K-apr
on
CH
AN
GE
: V
AR
, H
elis
po
t, e
dito
rial.
3420 x
300 m
3920 x
300 m
3573 x 300 m
3620 x 300 m
2134
x 3
00 m
3520 x
300m
AD ELEV -11 ft AMSL
RWY 18L and RWY 36L:
Do not cross red lights indicating displaced RWY end.
No lights beyond displaced RWY end.
Section beyond displaced RWY end crosses RWY 09/27.
04
04
22
22
2020
00
30003000 27002700 24002400 2100210000
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S1
0 A
PR
08
10
AP
R 0
8
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
FEETFEET
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
MEAN SEA LEVELMEAN SEA LEVEL
SC
HIP
HO
L R
WY
04
- 22
SC
HIP
HO
L R
WY
04
- 22
3030
1010
6060
5050
FU
RT
HE
R N
OF
UR
TH
ER
NO
4040
6060
5050
FU
RT
HE
R N
OF
UR
TH
ER
NO
RWY 04RWY 04 RWY 22RWY 22
20142014 20142014
20742074 2074207420142014 20142014
20142014
Take - Off Run AvailableTake - Off Run Available
Take - Off Distance AvailableTake - Off Distance AvailableAccelerate Stop Distance AvailableAccelerate Stop Distance Available
Landing Distance AvailableLanding Distance Available20142014
4040
3030
2020
1010
00
390039003300330030003000270027002400240021002100
OB
ST
AC
LE
SO
BS
TA
CLE
S
OB
ST
AC
LE
SO
BS
TA
CLE
S
00
SCALE 1 : 20,000SCALE 1 : 20,000
2014 x 452014 x 45
-4.23-4.23-3.98-3.98
.. ..
-3.9
8-3
.98
-4.2
3-4
.23 1.2% SLOPE
1.2% SLOPE1.2% SLOPE1.2% SLOPE
12.0512.05
-3.79-3.79
55
55
66
88
77
88
99
99
77
0.550.55 7.697.69 22.3722.3726.6826.68
20.9420.94
1144
11
44
SCALE 1 : 2,000SCALE 1 : 2,000
AIR
AC
AM
DT
04
/08
AIR
AC
AM
DT
04
/08
© A
ir Tra
ffic C
on
trol th
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s©
Air T
raffic
Co
ntro
l the N
eth
erla
nd
s
AD
2.E
HA
M-A
OC
-04
-22
AD
2.E
HA
M-A
OC
-04
-22
222°222°042°042°
MAGNETIC VARIATION: 1°W - 2005MAGNETIC VARIATION: 1°W - 2005
CHANGE: Due to new survey, editorial.CHANGE: Due to new survey, editorial.
-2.02-2.0222
-0.72-0.72 33
2233
SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT
DATE OF SURVEY : AUG / SEP 2006DATE OF SURVEY : AUG / SEP 2006
66
ASPHALTASPHALT
06
06
24
24
3030
2020
1010
00
41604160 38603860 35603560
00
DATE OF SURVEY : DEC 08DATE OF SURVEY : DEC 08
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S1
4 J
AN
10
14
JA
N 1
0
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
MEAN SEA LEVELMEAN SEA LEVEL
SC
HIP
HO
L R
WY
06
- 24
SC
HIP
HO
L R
WY
06
- 24
7070
6060
5050
FU
RT
HE
R N
OF
UR
TH
ER
NO
4040
3030
2020
1010
00
416041603860386035603560
00
7070
6060
5050
4040
35003500 3500350036003600 35603560
36003600 350035003500350032503250
3500 x 453500 x 45
239°239°
059°059°
1.2% SLOPE1.2% SLOPE
1.2% SLOPE1.2% SLOPE
-3.3
5-3
.35
-3.5
6-3
.56
-3.35-3.35 -3.56-3.56
....
-3.08-3.08
11
1212
11
SCALE 1 : 20,000SCALE 1 : 20,000
OB
ST
AC
LE
SO
BS
TA
CLE
S
SCALE 1 : 2,000SCALE 1 : 2,000
TORATORATODATODA
ASDAASDALDALDA
RWY 06RWY 06 RWY 24RWY 24
2600260027002700
27002700
3450345035103510
34503450
3250325033103310
32503250
1950195020102010
19501950
TORATORATODATODA
ASDAASDALDALDA
2600260026602660
26002600
3250325033103310
32503250
-2.49-2.49
22
44604460
NOTE :NOTE :
The datum line from which the reduced RWY declared distances for take-off should be determined is definedThe datum line from which the reduced RWY declared distances for take-off should be determined is definedby the intersection of the downwind edge of the specific TWY with the RWY edge as shown in the diagram inby the intersection of the downwind edge of the specific TWY with the RWY edge as shown in the diagram inEHAM AD 2.23 paragraph 4.EHAM AD 2.23 paragraph 4.The loss, if any, of RWY length due to alignment of the ACFT prior to take-off should be taken into accountThe loss, if any, of RWY length due to alignment of the ACFT prior to take-off should be taken into accountby the operators for the calculation of the ACFT’s take-off weight (Annex 6, Part 1, paragraph 5.2.8).by the operators for the calculation of the ACFT’s take-off weight (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 TWY),If an intersection take-off will take place from an intersection with an intersection angle of 30° (rapid exit TWY),and the TWY centre line is followed until the RWY centre line, there is a loss of line-up distance of at least 200 mand the TWY centre line is followed until the RWY centre line, there is a loss of line-up distance of at least 200 m(see EHAM AD 2.23 paragraph 4).(see EHAM AD 2.23 paragraph 4).
33
-1.91-1.91
44
55
44
33
22
S 1S 1 S 7S 7 S 6S 6 S 5S 5 S 4S 4 S 3S 3
S 1S 1 S 2S 2 S 3S 3 S 4S 4 S 5S 5 S 6S 6
S 2S 2
S 7S 7
© A
ir Tra
ffic C
on
trol th
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s©
Air T
raffic
Co
ntro
l the N
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erla
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s
AD
2.E
HA
M-A
OC
-06
-24
AD
2.E
HA
M-A
OC
-06
-24
AIR
AC
AM
DT
01
/10
AIR
AC
AM
DT
01
/10
MAGNETIC VARIATION : 1°W - 2005MAGNETIC VARIATION : 1°W - 2005
-2.34-2.34
1111
FU
RT
HE
R N
OF
UR
TH
ER
NO
OB
ST
AC
LE
SO
BS
TA
CLE
S
SURVEYING AGENCY : Rijkswaterstaat, Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat, Centre for Data and ICT
ASPHALTASPHALT
55
66
77
-1.06-1.06
-1.45-1.45-0.68-0.68
1.111.11
77
99
66
6.906.90
-0.19-0.19
99
88
1010
88
1010
CHANGE: Obstacles, editorial.CHANGE: Obstacles, editorial.
ELEV 103.14ELEV 103.1410924m / 061°10924m / 061°FROM THR 06FROM THR 06
ELEV 37.28ELEV 37.285963m / 062°5963m / 062°FROM THR 06FROM THR 06
4040
3030
2020
1010
00
51005100 48004800 45004500 42004200 39003900 36003600
FU
RT
HE
R N
OF
UR
TH
ER
NO
4040
3030
2020
1010
00
4040
3030
2020
1010
00
4040
3030
2020
1010
00
510051004800480045004500420042003900390036003600
FU
RT
HE
R N
OF
UR
TH
ER
NO
00
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
FEETFEET
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
MEAN SEA LEVELMEAN SEA LEVEL
MEAN SEA LEVELMEAN SEA LEVEL
SCALE 1 : 2,000SCALE 1 : 2,000
1515
1717
-3.66-3.66
-3.71-3.71
3453 x 453453 x 45
3453 x 453453 x 45
-3.6
6-3
.66
-3.6
6-3
.66
-3.7
1-3
.71
-3.7
1-3
.71
-3.66-3.66
-3.71-3.71
..
....
..
SCALE 1 : 20,000SCALE 1 : 20,000
1.2% SLOPE1.2% SLOPE
1.2% SLOPE1.2% SLOPEO
BS
TA
CLE
SO
BS
TA
CLE
S
OB
ST
AC
LE
SO
BS
TA
CLE
SRWY 09RWY 09
09
09
27
27
09
09 2
72
7
SC
HIP
HO
L R
WY
09
- 27
SC
HIP
HO
L R
WY
09
- 27
RWY 27RWY 27
77
99
88
77
88 99 1010
-3.28-3.28
-3.37-3.37
-3.00-3.00
-2.11-2.11
-1.32-1.32
-0.43-0.43
1.101.10
LDA 3453LDA 3453
LDA 3363LDA 3363
19.9819.98
26.8826.88
4.554.550.340.34
14141212
1414
1212
-0.42-0.42
N 4N 4 N 3N 3
N 4N 4 N 3N 3 N 2N 2
1313
1313
TORA 3453TORA 3453TODA 3453TODA 3453ASDA 3453ASDA 3453
-1.71-1.71
© A
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ffic C
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Air T
raffic
Co
ntro
l the N
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AD
2.E
HA
M-A
OC
-09
-27
AD
2.E
HA
M-A
OC
-09
-27
268°268°
088°088°
08
MA
Y 0
80
8 M
AY
08
MAGNETIC VARIATION : 1°’W - 2005MAGNETIC VARIATION : 1°’W - 2005
TORA 3434 2400 1850TORA 3434 2400 1850TODA 3494 2460 1910TODA 3494 2460 1910ASDA 3434 2400 1850ASDA 3434 2400 1850
SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT
DATE OF SURVEY : AUG / SEP 2006DATE OF SURVEY : AUG / SEP 2006
11
22 33
44 66
55
1122 44 66
5533
1010 22.3722.37
1111
1111
1515-0.20-0.20
1515
AIR
AC
AM
DT
05
/08
AIR
AC
AM
DT
05
/08
ASPHALTASPHALT
ASPHALTASPHALT
E 6E 6
CHANGE: RWY 27 declared distances, editorial.CHANGE: RWY 27 declared distances, editorial.
4040
3030
2020
1010
00
51005100 48004800 45004500 42004200 39003900 36003600
FU
RT
HE
R N
OF
UR
TH
ER
NO
4040
3030
2020
1010
00
4040
3030
2020
1010
00
4040
3030
2020
1010
00
510051004800480045004500420042003900390036003600
FU
RT
HE
R N
OF
UR
TH
ER
NO
00
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
FEETFEET
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
SC
HIP
HO
L R
WY
18
C - 3
6C
SC
HIP
HO
L R
WY
18
C - 3
6C
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
MEAN SEA LEVELMEAN SEA LEVEL
MEAN SEA LEVELMEAN SEA LEVEL
SCALE 1 : 2,000SCALE 1 : 2,000
88
991010
99
77
1212
-2.31-2.31
-1.01-1.01
- 3.25- 3.25
2.392.39
19.8419.84
-3.68-3.68
18
18 CC
36
36CC
18
18 CC
36
36CC
3300 x 453300 x 45
3300 x 453300 x 45
RWY 36CRWY 36C
RWY 18CRWY 18C
-3.6
4-3
.64
-3.6
8-3
.68
184°184°
-3.32-3.32
9.619.61
10.6010.60
14.9814.98
15.7215.72
SCALE 1 : 20,000SCALE 1 : 20,000
1.2% SLOPE1.2% SLOPE
1.2% SLOPE1.2% SLOPEO
BS
TA
CLE
SO
BS
TA
CLE
S
OB
ST
AC
LE
SO
BS
TA
CLE
S
1010
1111
1313
6.496.49
1111
W 8W 8 W 7W 7
W 3W 3
W 8W 8 W 7W 7
W 5W 5 W 3W 3
W 12W 12
W 12W 12
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AD
2.E
HA
M-A
OC
-18
C-3
6C
AD
2.E
HA
M-A
OC
-18
C-3
6C
W 9W 9
W 2W 2W 4W 4
W2W2
TORA 3300 3050 2650 2350 2050TORA 3300 3050 2650 2350 2050
W4W4 W5W5
W 9W 9
TODA 3360 3110 2710 2410 2110TODA 3360 3110 2710 2410 2110ASDA 3300 3050 2650 2350 2050ASDA 3300 3050 2650 2350 2050LDA 3300LDA 3300
AIR
AC
AM
DT
08
/09
AIR
AC
AM
DT
08
/09
30
JU
L 0
93
0 J
UL 0
9
MAGNETIC VARIATION: 1° W - 2005MAGNETIC VARIATION: 1° W - 2005
..
-3.64-3.64
-3.64-3.64
-3.68-3.68
-3.6
8-3
.68
-3.6
4-3
.64
-0.45-0.45
12.0512.05
15.4615.461414
13131515
1212 771414
1515
88
5.075.07
11 22 33
44
55
66
55
66
33
4422
11
DATE OF SURVEY : AUG / SEP 2006DATE OF SURVEY : AUG / SEP 2006
SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT
ASPHALTASPHALT
ASPHALTASPHALT
004°004°
ASDA 3300 2985 2985 2650 2100ASDA 3300 2985 2985 2650 2100
TORA 3300 2985 2985 2650 2100TORA 3300 2985 2985 2650 2100TODA 3360 3045 3045 2710 2160TODA 3360 3045 3045 2710 2160
LDA 2850LDA 2850
....
..
CHANGE: THR ELEV RWY 18C and -36C, editorial.CHANGE: THR ELEV RWY 18C and -36C, editorial.
4040
3030
2020
1010
00
51005100 48004800 45004500 42004200 39003900 36003600
FU
RT
HE
R N
OF
UR
TH
ER
NO
4040
3030
2020
1010
00
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
FEETFEET
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
MEAN SEA LEVELMEAN SEA LEVEL
SCALE 1 : 2,000SCALE 1 : 2,000
1515
1717
33
-3.41-3.41-3.64-3.64
18
18 LL
36
36RR
3400 x 453400 x 45
RWY 18LRWY 18L
-3.4
1-3
.41
-3.6
4-3
.64
SCALE 1 : 20,000SCALE 1 : 20,000
1.2% SLOPE1.2% SLOPEO
BS
TA
CLE
SO
BS
TA
CLE
S
1010
12.4712.47
14.0914.09
99
55
88 66
77
E 5E 5 E 4E 4 E 2E 2
E 1E 1 E 2E 2 E 4E 4 E 5E 5
E 4E 4 E 5E 5
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s©
Air T
raffic
Co
ntro
l the N
eth
erla
nd
s
184°184°
XX XX
XX NOT IN USENOT IN USE
MAGNETIC VARIATION: 1° W - 2005MAGNETIC VARIATION: 1° W - 2005
TORA 3400TORA 3400
TODA 3460TODA 3460
ASDA 3400ASDA 3400
28002800
28602860
28002800
25502550
26102610
25502550
21002100
21602160
21002100
SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT
DATE OF SURVEY : AUG / SEP 2006DATE OF SURVEY : AUG / SEP 2006
AIR
AC
AM
DT
08
/09
AIR
AC
AM
DT
08
/09
30
JU
L 0
93
0 J
UL 0
9A
D 2
.EH
AM
-AO
C-1
8L
AD
2.E
HA
M-A
OC
-18
L
1111
1212
1313
1414
10.7610.76
19.1919.19
22.3722.37
7.577.57 6.546.54
5.655.65
4.654.65
3.243.24
2.222.22
1.331.33
-3.16-3.16
-3.19-3.19
33445566778899
1010
1111
1212
1313
1414
22
11
22
11
44
SC
HIP
HO
L R
WY
18
LS
CH
IPH
OL R
WY
18
L
ASPHALTASPHALT
LDALDA 28252825
CHANGE: THR ELEV RWY 36R, editorial.CHANGE: THR ELEV RWY 36R, editorial.
5050
00
5050
100100
150150
1010
00
1010
2020
3030
4040
5050
FEETFEET METRESMETRES
AIP
NE
TH
ER
LA
ND
SA
IP N
ET
HE
RLA
ND
S
500500 00 500500 10001000 15001500
10001000 00 10001000 20002000 30003000 40004000 50005000
METRESMETRES
FEETFEET
DIMENSIONS AND ELEVATIONS IN METRESDIMENSIONS AND ELEVATIONS IN METRES
IDENTIFICATION NUMBERIDENTIFICATION NUMBER
TREETREE
POLE, TOWER, SPIRE, ANTENNA, CHIMNEYPOLE, TOWER, SPIRE, ANTENNA, CHIMNEY
TRAFFIC (IN PLAN)TRAFFIC (IN PLAN)
TRAFFIC (IN PROFILE)TRAFFIC (IN PROFILE)
WINDMILLWINDMILL
BUILDING OR LARGE STRUCTUREBUILDING OR LARGE STRUCTURE
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
AE
RO
DR
OM
E O
BS
TA
CLE
CH
AR
T T
YP
E A
SCALE 1 : 20,000SCALE 1 : 20,000
4040
3030
2020
1010
00
4040
3030
2020
1010
00
50005000470047004400440041004100
FU
RT
HE
R N
OF
UR
TH
ER
NO
MEAN SEA LEVELMEAN SEA LEVEL
-3.6
4-3
.64
-3.9
8-3
.98
OB
ST
AC
LE
SO
BS
TA
CLE
S
00
1.2% SLOPE1.2% SLOPE
-3.64-3.64
-3.98-3.98
V3V3 V2V2 V1V1
004°004° 3800 x 603800 x 60
-3.05-3.05
10.3810.38
SCALE 1 : 2,000SCALE 1 : 2,000
SC
HIP
HO
L R
WY
36
LS
CH
IPH
OL R
WY
36
L
RWY 36LRWY 36L
18
18 RR
36
36LL
AD
2.E
HA
M-A
OC
-36
LA
D 2
.EH
AM
-AO
C-3
6L
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s©
Air T
raffic
Co
ntro
l the N
eth
erla
nd
s
MAGNETIC VARIATION : 1°’W - 2005MAGNETIC VARIATION : 1°’W - 2005
3344
221155
11 22
33
44 55 66
7766
8899
101010.9310.93
10.6410.64
11.3311.33
11.6211.62
6.526.52
3.363.36
-3.40-3.40
-3.59-3.59
131321.2621.26
1212 17.6917.69
111113.9013.90
77
88
99
1010 1111 1313
1212
....
AIR
AC
AM
DT
03
/09
AIR
AC
AM
DT
03
/09
12
MA
R 0
91
2 M
AR
09
SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICTSURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT
DATE OF SURVEY : AUG / SEP 2006DATE OF SURVEY : AUG / SEP 2006
ASPHALTASPHALT
V 1V 1215521552215221521552155
V 3V 3325532553315331532553255
V 2V 2275527552815281527552755
TORA 3800TORA 3800TODA 3860TODA 3860ASDA 3800ASDA 3800LDA 3800LDA 3800
CHANGE: LDA added, editorial.CHANGE: LDA added, editorial.
A15
A20
3453 x 45 m
E-PI
ER
A4
A19
A7
ARP
52° 18’ 29’’ N A9
A16
3300 x
45 m
A11
A2
D-PIER
A18
B-P
IER
FIRESTATION
A13
A8
3500 x 45 m
C-P
IER
3400 x
45 m
A6
A17
F-P
IER
G-P
IER
FREIGHT VI
FREIGHT VI
FREIGHT V
FREIGHT I
004° 45’ 51’’ E
FREIGHT
A14
FREIGHT II & III
AD 2.EHAM-APDC.1
AD
2.E
HA
M-A
PD
C.1
CROSSING VEHICLES
BLAST FENCE
CAUTION :
RW
Y 1
8C
/ 3
6C
RWY 09 / 27
RWY 06 / 24
RW
Y 1
8L /
36R
D1
D1
0
E10
F10
G1
G10
C2
C10
TERMINAL
BUILDING
B74T
B73T
B72T
B85T
B84T
B83T
B82T
B81T
B76T
B71T
B63T
B65T
B62T
B61T
B64T
B75T
G8R
G6R
G4R
G2R+G3S*
G5L
G9L
G7L
G73R
G76R
G79R
C8R*
C6R* C9R
C7R
C5R*
D8R*D4L*
D7L*D5R*D3R*
E6R*
E4L*
E2L*
F6L
F9LF7L
F5L
F3R
D51R*
G72R
G74R
G75R
G77R
G78R
G80R
P1
P3
P1
P2
P3
P2
S72R
S74R
S77R
S79R
S82R
S83RS84R
S87RS85R
R74R
R77R
R80R
R81R
R83R
R82R
R84R
R85R
R86RR87R
AIP NETHERLANDS
52°16’42"N
52°16’48"
52°16’54"
52°17’00"
52°17’06"
52°17’12"
52°17’18"
52°17’24"
52°17’30"
52°17’36"
52°17’42"
52°17’48"
52°17’54"
52°18’00"
52°18’06"
52°18’12"
52°18’18"
52°18’24"
52°18’30"
52°18’36"
52°18’42"
52°18’48"
52°18’54"
52°19’00"N
4°44’18" 4°44’24" 4°44’30" 4°44’36" 4°44’42" 4°44’48" 4°44’54" 4°45’00" 4°45’06" 4°45’12" 4°45’18" 4°45’24" 4°45’30" 4°45’36"
4°45’42" 4°45’48" 4°45’54" 4°46’00" 4°46’06" 4°46’12" 4°46’18" 4°46’24" 4°46’30" 4°46’36" 4°46’42"
4°44’12"E
4°46’48"E
A21
D90L
36
R
24
09
18
L
36
C
06
B28R
B32R
B36R
B-Corrid
or
B66T
B51L*
B52L*
B53L*
B54L*
B56L+*
B55L*
C12R*
C14R* C16R*
C18L*
C13R*
C11L*
D14R*
D16L*D18L* D22L* D24R* D26R*
D25L* D27L*
D31L*
D29L*
D56R*D54R*D52R*
D47R* D49R* D53R*D55R*ABAB
E72R* E75L*E77L*
D43L*
D41L*
E8R
E17L*+
F2L
F4L
F8R*
NOTES :
W6
W7
N5
W8
D
Q
Q
R
S1
S2
S2
S2
S3A
B
A3
A
B
S4
S5
S6
S7
E1
A8A5
A8
A6
A2A
A2B
A2C
A2D
A1
A3
A4EA
4W
A9S
A9N
A10
E2
A10
A12
A12
E4
E3
E5
B
A
N2
N9N3
N4
G5
52
52
36
36
48
29
29
29
29
A13
35
B
A
B
A
B
A
B
A
B
A
BA
29
29
A17
A13
A48R
A41R
S-apron
R-apron
J-a
pro
n
G-a
pro
n
H-apron
D-apron
E-apron
A19
A16
A14
P-holding
S88R
A46R
A45R
A43R
TWR-C
320 ft AMSL
ALL OTHER ROUTES MAY BE USED TWO-WAYDEPENDING ON RUNWAY COMBINATION.
B COMPULSORY TAXI ROUTING.
A22
A24
A25
A26
Y-a
pro
n
Y71
Y72
Y73
B94T
B93T
B92T
B91T
AB
AB
B95T
AB
S91R
S90RS89R
© Air Traffic Control the Netherlands
VA
R 1
°W (2
005)
H-PIER
Standard push-back directions:
D2S*
C
H1L*
H2L*
H3L*
H4L*
H5L*
H6L*
H7L*
A19N
A19S
36
10 MAR 11
W10
W11
W12
W8
W9
A27
X
X
X
A20
D12R*
D10R*
52
52
A5
80
80
J87L+
S94R
P10R
P12R
P14R
J86L
J85L
J84L
J83L
J82L
J81L
J80L
R72R+
A49R*
B17L*
B23L*
B27L*
B31L*
B35L*
C10R*
D28*
D57L*
D23L
A32L
A31L
E3R
E5R
E7R
E9R
E19L*
G71R*
61
right turn (as seen from the push-back vehicle).
left turn (as seen from the push-back vehicle).
silent push-pull procedure (see note 2).
push-pull
push back limit line
straight backwards
taxi-in / taxi-out
R
L
PP
+
*
S
T
=
=
=
=
=
=
=
65
P15R
D88L D92L D93L D94L D95R
D48R*
1
CAUTION !
1
CAUTION !
1
CAUTION !
1
NOTES :
HN INTERMEDIATE HOLDING POSITION
PB
PB
PA
PA
PC
PCPD
PD
CAUTION: No entry E1 and N9 from TWY A and B.No entry W6 from TWY A, B and D.
HN
S96R+
65
65
6.
Z
Maximum wingspan TWY A between A1 and A3 limited to 65 metres.
6.
7.
C15L*
AIRAC AMDT 03/11
AMSTERDAM / SCHIPHOLAIRCRAFT PARKING / DOCKING CHART
SCHIPHOL CENTRE
65
MAX WINGSPAN 35 m, LIMITED ENTRY
blast fence
B13L*
B24R
B20R
B16R+
A34L+*
C4R*
Compass deviations, caused by underground train,may occur when an aircraft is parked at the stands of the E-pier,in the area between the E- and F-pier, or when followingthe TWYs in the vicinity of the E-pier.
P13R
P11R
68.5
P16R*
E24S*
E22S*
E20L*
E18R
A35L*
A33L*
B15L*
S93R
S92R
D44S+*D46R*
D21S+*
If the distance between the aircraft’s engines and ground is in ex-
cess of 5 metres (16.4 ft) engine nr.2 may not be used at break-
away power at the gate and shall run idle until normal taxi speed
has been reached due to blast problems.
At all aircraft stands except B61- B95 nose-in parking
and push-back procedures are applicable.
Remarks on push-pull / push-back procedures:
A32: B757 and larger push-pull
D2 & D4: B767 and larger push-back between C11 and C13 via TWY A5.
D8: B767 and larger push-back between C11and C13 via TWY A8 and TWY A5.
D3, D5: push-back into TWY A10.
D7, D43: B757 and larger push-back into TWY A10.
E2, E4: push-back into TWY A10.
E6: B757 and larger push-back into TWY A10.
E8, E18: B757 and larger push-pull.
E3, E5, E7, E9: B757 and larger push-pull on TWY A16. Other aircraft push-back into TWY A14.
E20, E22, E24: push-back on TWY A12
F2, F4, F6: B757 and larger push-pull on TWY A16. Other aircraft push-back into TWY A14.
F3: push-back on TWY A opposite G9.
G4: B767 and larger push-pull.
G3, G71: aircraft wingspan up to 36m push-back on TWY A19N.
G3, G5, G7, G71, G73, G76: B757 and larger push-pull.
H1, H2: push-back on TWY A19N.
D2 for aircraft with MAX wing span 55 m. Marshaller AVBL, no VDGS.
Two stands available:
D2B for wide body aircraft only. Wing walker AVBL on request.
D2A for all other aircraft.
On B-apron: self-docking procedures are AVBL
on all aircraft stands except A31, A32 and A34.
On B-pier: self-docking procedures are only AVBL
on aircraft stands B36, B32, B28, B24, B20 and B16.
No marshaller or VDGS AVBL.
Self-docking procedure at aircraft stands:
Stop aircraft when yellow STOP marking is in line
with pilot’s eye view at an angle of 90 DEG to the lead-in line.
1.
2.
3.
4.
5.
CH
AN
GE
: P
ush
-back d
irectio
n D
21
an
d D
44
, ed
ito
rial.
BEYOND THIS POINT
STATE POLICE ACFT ONLY
30
HANGAR 32
HANGAR 3
HANGAR 5
HANGAR 1
22
G
G1
52
24
K11
K12
K13
K14
K15
K16
K20
K23
K25
K26
K21
K36
K37
K38
K39
K72
K73
K74
GA
K35 K7
1
K43K42
K41
K44
NOTES :
K24
K27
K40
AIP NETHERLANDS 01 JUL 10
AIRAC AMDT 07/10© Air Traffic Control the Netherlands
AD 2.EHAM-APDC.2
HANGAR 4
GENERAL
AVIATION
TERMINAL
G2
HANGAR 2
52°18’36"
52°18’42"
52°18’48"
004°48’18" 004°48’24" 004°48’30"
30
G L
G K
G D
K22
G D
52°18’30" N
004°48’12" E
AMSTERDAM / SCHIPHOL
AIRCRAFT PARKING / DOCKING CHART
SCHIPHOL EAST K-APRON
APRON LIGHT
K - A
PRON
MAX WINGSPAN 30 m, LIMITED ENTRY
COMPULSORY TAXI ROUTING
K76
K75
SERVICE ROAD
LEGEND
BDRY ATC SERVICE
::::::::
K-apron is not under ATC ground control.
MAX wingspan:K11 - K16 24 mK20 - K27 18.9 mK35 36 mK36 - K39 44 mK41 16 mK42 19.4K43 17 mK75 - K76 11 m
Push-back directions:K11 - K16: taxi-in / taxi-outK20 - K27: taxi-in, 180° turn by tow / taxi-outK35 - K39: push-back left turn (as seen from push-back vehicle)K40 - K44: nose-in parking and push-backK71 - K74: push-back right turn (as seen from push-back vehicle)K75 - K76: push-back
CH
AN
GE
: A
VG
AS
fu
el sta
tio
n r
em
oved
, ed
ito
rial.
HANGAR 11
HANGAR 10
M71
M72
M73
M74
52°18’00"
52°18’06"
004°47’18" 004°47’24" 004°47’30" 004°47’36"
04
M75
M76
M77
G5
G4
G
AIP NETHERLANDS 20 NOV 08
CH
AN
GE
: N
ew
ch
art
.
AIRAC AMDT 12/08© Air Traffic Control the Netherlands
AD 2.EHAM-APDC.3
52°18’12"
52°18’18"
M - A
PRON
G
52°17’54" N
004°47’12" E
AMSTERDAM / SCHIPHOL
AIRCRAFT PARKING / DOCKING CHART
SCHIPHOL EAST M-APRON
0 100 200 300 400
0 500 1000
500
1500
metres
feet
VAR 1° W (2005)ANNUAL RATEOF CHANGE 6’ E
SCALE 1 : 20.000
HANGAR NO. 12
FREIGHT STATION NO. III
ALL OTHER ROUTES MAY BE USED TWO-WAYDEPENDING ON RUNWAY COMBINATION
2
1
CAUTION !
2
1
TAXI RULES
R/T instruction outbound ’VIA NORTH’: taxi via TWY B and Northside of airport.R/T instruction inbound ’VIA SOUTH’: taxi via TWY Q.R/T instruction outbound ’VIA SOUTH’: taxi via TWY A and Q.
1
CAUTION !
1
CAUTION !
Aerodrome elevation-11 ft AMSL
CAUTION: No entry E1 and N9 from TWY A and B.No entry W6 from TWY A, B and D.
COMPULSORY TAXI ROUTING.
1.
2.
3.
LOW VISIBILITY PROCEDURES FIXED STOP BAR
R/T instruction inbound ’VIA NORTH’: taxi via TWY A and Northside of airport.
INTERMEDIATE HOLDING POSITION
H24 SWITCHABLE STOP BAR
LOW VISIBILITY PROCEDURES SWITCHABLE STOP BAR
SWITCHABLE STOP BARONLY IN USE IN CASE OF LANDING OR DEPARTING 18C/36C
All aircraft give way to aircraft vacating runways.
All aircraft give way to aircraft on TWY A and TWY B(except if rule 1 is applicable).
After landing contact Ground Control on the following frequency:
AIP / VFGNETHERLANDS
AD
2.E
HA
M-G
MC
AMSTERDAM / SCHIPHOL AIRPORTGROUND MOVEMENT CHART
AD 2.EHAM-GMC
© Air Traffic Control the Netherlands
NOTES :
LEGEND
H24 FIXED STOP BAR
ENTRY / EXIT
TAXIWAY
RUNWAY
X NOT IN USE
CROSSING VEHICLES
3
3 Maximum wingspan TWY A between A1 and A3 limited to 65 metres.
08 APR 10
AIRAC AMDT 04/10
4
5
MAX WINGSPAN 29 mLIMITED ENTRY
5 No ATC ground control service on K-apron.
Oversteering required for aircraft with wingspan >= 36 m.
4
CAUTION !
4
CAUTION !
6
6 Avoid holding on the upslope between A19 and A20 to prevent
backward movement of the aircraft.
CH
AN
GE
: N
ote
6 a
dd
ed
, ed
ito
rial.
3453 x 45 m
E-P
IER
A6
2014
x 4
5 m
3300 x
45 m
D-PIER
3500 x 45 m
C-P
IER
3400 x
45 m
F-P
IER
G-P
IER
TERMINAL
FREIGHT
A12
E4E4
E5
G2
G5
G4
G4
G3
G2
G
G
G
E4
E3
E2
E1
S7
S6
S5
S4
S3
S2
S1
S2
W8
W6
A21 A20 A19 A18 A17 A16 A15 A14 A13
A11
A9
A8
A5
A3
A2
A4
A3
A4W
A2D
A2C
A2BA
2A
A1
N1
A5
A8
N5
A22
A
B
A19 A17
N4 N3N2N9
A16
A14
A13
A12
A10
A9N
A9S
A
B
B
A
Q
W1
R
E6
G1
B-Corrid
or
B-P
IER
A7
G
G
G5
12
III
36
C
36
R
18
C
09
27
24
22
06
04
18
L
1112
10
9
14
5
4
1
2
3
III
II
I
V
VI
VI
B
A
W7
A4E
2929
2929
48
36
52
S2
52
30
29
E5
A13
A6
52
30
24
A10
B
32
G-a
pro
n
D-apron
E-apron
J-a
pro
n
H-apron
R-apron
S-apron
M-a
pron
P-holding
FIRE BRIGADEPRACTICE GROUND
V2
V1
V3
V4
3800 x
60 m
W3
W5
V
V
V
V
V
V
V4
VS
P6
P7
VS
VS
VE
VN
FOR TWY NAMES SEE INSET
INSET
P7B
P7A
P6B
P6A
18
R
36
L
V
VK
VL
VM
TWR-W183 ft AMSL
VK
TWR-W183 ft AMSL
TWR-C320 ft AMSL
VM
A24
Z
W5
P4
P5
A26
A25Z
Y-a
pro
n
P5BP5
P5A
P4AP4
P4B
W8
36
C
A27
A24
P4
P5
B A
Z
A26
A25
Z
Y-a
pro
n
NO
T IN USE
Z2
V
Z
Z1Z2
AB
B A
B
A
A
B
RWY FREQ
06/2404/2209/2718C/36C18L/36R18R
121.700 MHz121.800 MHz121.800 MHz121.800 MHz121.800 MHz121.900 MHz
C1
C2
C3
H-PIER
D C
C
C
Y
YY
Y
Y2 Y1
A13
N2N9
E6
18
L
E5
RWY 09-27
RW
Y 1
8L-3
6R
B
HOTSPOT
CAUTION:
WHEN TAXIING TO RWY 18L E5
DO NOT TURN ONTO N2.
36HN
A19N
A19S
Z1HOTSPOT
W2
W4
W9
W10
W11
W12
E3
X
X
X
W12
W11 W10
W9
A27
X
X
X
A20
A8
52
52
A15 A14
N3A
16
A14
CAUTION:
WHEN TAXIING ON N2 TO BEGINNING
RWY 18L DO NOT TURN RIGHT ONTO
RWY 09. BE SURE TO HAVE A
CLEARANCE FROM ATC
BEFORE CROSSING RWY 09/27.
B
A
RWY 09 - 27
E-P
IER
CAUTION:
DO NOT ENTER N3 WHEN INSTRUCTED TO
TAXI VIA TWY B AT A14 OR A15 (NON STANDARD ROUTING).
HOTSPOT
73
65
65
E6
E5
HOTSPOT
CAUTION:
WHEN TAXIING FROM THE NORTH
ON TWY Z VIA HOLDING POINT Z2
DO NOT TURN LEFT AT W12 OR W11.
Q
Q
65
K-apr
on
GA
GD
GK
GL
G
AB
B A
B
A
A380 NOT PERMITTED
Airbus A380 limited facilities AVBL,See AD 2.23 ADDITIONAL INFORMATION.
A13
N2N9
E6
E5
RWY 09-27
RW
Y 1
8L-3
6R
B
HOTSPOT
E6
E5
1 8
L
CAUTION:
AFTER LANDING DO NOT CROSS RED LGTs
INDICATING DISPLACED RWY END RWY 36R.
NO LGTs AVBL BEYOND
DISPLACED RWY END RWY 36R.
LDA RWY 36R IS 2825 m.
G
G
ATC DISCRETION
S E
A
N O
R
T
H
VALKENBURG
CASTRICUM
LANGEVELD
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
52°13’14’’NL / CH - 388.5
004°33’27’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
EH609
EH616
EH613
EH614LISDA
251°
043°
113°
FAF
059°
116°
093°
9.2 KAG
048°
1 min
228°
203°
1 minA/B
186°059°
1 minC/D
FL 070
FROM SUGOL (IAF)
FRO
M R
IVER
(IAF)
FROM ARTIP (IAF)
061°
1 min2000
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
52°19’34’’NL / WP - 376
005°01’59’’E
52°09’05’’NL / NV - 332
004°45’53’’E
52°28’13’’NL / OA - 395
004°45’12’’E
34
31
32
LISDA 1 APPROACH
ATC DISCRETION 160 KT IAS
THR 06
SCHIPHOL /
52°17’22’’NCH.42
KAG
004°44’33’’EY(110.55) /
IF /
SPL 22
3
SPL 293
SPL 071
6.2 KAG(8.2 SPL)GP INOP
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
4.0 KAG(6.1 SPL)
2300
311°
1700
354°
CAT II
50
59
72
86
Radio Alt
780
890
(790)
(900)
Press Alt
139
151
165
129
(151)
(163)
(177)
(141)
TWR
121.700
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
140 160 180 200 220
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
CEILING AND VISIBILITY MINIMA
ACFTCAT
4°30’ 4°40’ 4°50’ 5°00’4°20’ E 5°10’ E
52°30’N
52°20’
52°10’N
AIP NETHERLANDSSCHIPHOL AD 2.EHAM-IAC-06.1
02 JUL 09
AIRAC AMDT 07/09
MSA BASED ON SPL VOR / DME
CIRCLING*GP INOP
MAPt: (THR)
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
Tower
SPL VOR
CAT I
100 120
NOTE:
RWY 06
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
OCA (OCH) ELEV THR 06 :
132.975 Arrival Information
INSTRUMENT APPROACH CHART
GP 329.450
LOC 110.550
DME CH 42Y
KAG
ILS RDH 50 ft
DO NOT DESCEND BELOW THE DESCENT PROFILE
TRANSITION ALTITUDE 3000 ft AMSL
228°
059°
059°
1 min
7.8
2000
3000
3.8
FL 070
059°
059°
L
CH
0 NM2345678910
6.2
DME
KAG
06 24
995
675355
DIST RELATED TO DME KAG
TRANSITION LEVEL BY ATC
SPL
-11.9 ft
EH613
093°116°
LISDA
EH609 52°14’04’’N 004°35’45’’E
004°38’43’’EEH616 52°15’13’’N
004°27’45’’EEH613 52°12’33’’N004°31’35’’EEH614 52°12’28’’N
A / B 203°
C / D 186°
3°(5.2 )
THR 06 52°17’21’’N 004°44’14’’E
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
9.2
andLISDA 1 APPROACH
2000 ftAMSL
1
Schiphol
Ground Control
Schiphol Approach / Departure
400 (410)880 (890)
620 (630)
KAG
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
© Air Traffic Control the Netherlands
VA
R 1
° W (2
005)
SEE NOTE 7
GS IN KT
1630
1.
2.
3.
4.
5.
6.
7.
VERTICAL SPEED
ILS DME KAG reads ZERO at THR 06.
FAFEH609
6.2 KAGGP INOP
IFEH614
9.2 KAG
The approach via LISDA only at ATC discretionand for P-RNAV approved aircraft (seeEHAM AD 2.22 paragraph 2.6).
During night HRs: interceptionfinal descent path 3° at 3000 ft AMSL.
ILS CAT I / II / III / DMEGP INOP
Approaches on RWY 09, 18C, 18R, 27 or 36Rmay be executed simultaneously.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
EH6164.0 KAG
059°
(11.1 SPL)
AD ELEV-11
THR ELEV-12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
MAPt: THR 060 KAG
GP INOP
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
1. Missed approach- Inform ATC immediately.- Track 059° MAG and climb to 2000 ft AMSL.
2. Missed approach in case of communication failure- Track 059° MAG and climb to 3000 ft AMSL;- When passing 2000 ft AMSL start a right turn
to CH and cross CH at 3000 ft AMSL;- After CH descend to 2000 ft AMSL in the
outbound turn and execute the instrumentapproach procedure again.
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
MNM 1310 AMSL
G PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
EH609
EH616
EH605
EH606
EH610
EH611
EH612
EH613
EH614
SOKSI
061°
1 min
2000
239°
ARTIP 2A TRANSITION
270°270°
186°
116°093°
IF
059°
35
7°
RIV
ER 2
A TR
ANSI
TIO
N026°
071°
113°SUGOL 2A TRANSITION
MNM 4000 AMSL220 KT IAS
MNM 2900 AMSL
FROMARTIP(IAF)
FROMRIVER(IAF)
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
VALKENBURG
52°13’14’’NL / CH - 388.5
004°33’27’’E
SUGOL (IAF)
THR 06 52°17’21’’N 004°44’14’’E
186°
MNM FL 070
160 KT IAS
THR 06
SCHIPHOL /
52°17’22’’NCH.42
KAG
004°44’33’’EY(110.55) /
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
FAP
CASTRICUM
587
436
479495
341
338
344
416
479
325
325
509
364
377
320
522
469
388
378
683
377
502
388
Avoid overflyingbelow 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
LANGEVELD
9.2 KAG(11.1 SPL)
6.2 KAG(8.2 SPL)
4.0 KAG(6.1 SPL)
At FL 100MAX 250 KT IAS
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
2300
311°
1700
354°
A
B
C
D
(OCH)OCA ELEV THR 06: -11.9 ft
4°10’ 4°20’ 4°30’ 4°40’ 4°50’
100 120 140 160 180
52°00’N
52°10’
52°20’
4°E
ACFTCAT
MSA BASED ON SPL VOR/DME
059°
7.8
059°
6.2
DME
KAG
06 24DIST RELATED TO DME KAG
TRANSITION ALTITUDE 3000 ft AMSLTRANSITION LEVEL BY ATC
0 NM58 4 3 267910 1
5°10’E5°
200 220
SOKSI
EH613
SUGOL, RIVER ANDARTIP TRANSITIONSTO RWY 06
52°40’N
52°30’
004°35’45’’EEH609 52°14’04’’N
004°38’43’’EEH616 52°15’13’’N
004°06’58’’EEH605 52°03’59’’N004°23’16’’EEH606 52°25’21’’N
004°13’18’’EEH610 52°12’19’’N004°40’58’’EEH611 52°19’53’’N004°22’33’’EEH612 52°19’41’’N004°27’45’’EEH613 52°12’33’’N004°31’35’’EEH614 52°12’28’’N
SCHIPHOLRNAV-NIGHT INSTRUMENT APPROACH CHART
2000 ftAMSL
L / CH
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
116°
059°
093°MNM 4000 AMSL220 KT IAS
ILS CAT I/II/III/DME
9.2
CAT II
50
59
72
86
Radio AltPress Alt
139
151
165
129
(151)
(163)
(177)
(141)
CAT I
780
890
(790)
(900)
CIRCLING*
880 (890)
TWR
121.700
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
GP 329.450
LOC 110.550
DME CH 42Y KAG
Schiphol
Ground Control
Schiphol Approach / Departure
KAG
620 (630)
Schiphol Arrival
Schiphol Approach / Departure
Schiphol Tower
CONTINUOUSDESCENT PATH
MNM 2900 AMSL
ATC may deviate from the transitions by radar vectors.Rejoining the transition may take place at SOKSI.ILS must be available.Given EH waypoints beyond the FAP must be considered to besupplementary information.
Altitudes / Speeds
AIP NETHERLANDSAD 2.EHAM-IAC-06.2
© Air Traffic Control the Netherlands
VA
R 1
° W (2
005)
GS IN KT
VERTICAL SPEED
4.0 KAG
160 KT IAS
3° (5.2 )
IFEH614
EH616
When cleared for SOKSI approach RWY 06:- Continue via the transition.- Establish a continuous descent path.- The minimum altitudes shall be respected.- The published speeds are mandatory.- Execute the ILS approach RWY 06.
AD ELEV -11
THR ELEV-12
ILS RDH 50 ft
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
P-RNAV approval required(see EHAM AD 2.22
paragraph 2.6)
ENTRY LEVELS SCHIPHOL TMA: Cross IAF at FL 100.During the transition, descend to or maintain a level as instructed by ATC.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
1. Missed approach:- Inform ATC immediately.- Track 059° MAG and climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- Track 059° MAG and climb to 3000 ft AMSL;- When passing 2000 ft AMSL start a right turn
to CH and cross CH at 3000 ft AMSL;- After CH descend to 2000 ft AMSL in the
outbound turn and execute the instrumentapproach procedure again.
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
FAPEH609
6.2 KAG2000 AMSL
1310 AMSL
NANIGHT:
NIGHT:NA
G
G
ATC DISCRETION
S E
A
N O
R
T
H
LANGEVELD
VALKENBURG
CASTRICUM
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
32251°
34
043°
061°
1 min
2000
31
113° 048°
1 min
228°
203°
059°
1 minA/B
186°
1 min
C/D
059°
FROM SUGOL (IAF)
FROM ARTIP (IAF)
FRO
M R
IVER
(IAF)
8.2 SPL
FL070
THR 06
2.6 SPL
160 KT IAS
6.1 SPL
FAFEH60911.1 SPL
EH616
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
SPL 293
SPL 22
3
SPL 071
QDR CH 059°
IF / EH614
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
INSTRUMENT APPROACH CHARTAIP NETHERLANDS RWY 06
ELEV THR 06 : -11.9 ft
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
SCHIPHOL
SPL
228°
059°
059°
1 min
8.2
4.0
2000
3000
3.8
2300
311°
1700
354°
MSA BASED ON SPL VOR/DME
FL 070
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
(OCH)OCA
200 220
ACFTCAT
AD 2.EHAM-IAC-06.3
A/B 203°- C/D 186°
LCH
590945
3°(5.2%)
059°(QDR CH 059°)
06
5 4678
CEILING AND VISIBILITY MINIMA
DO NOT DESCEND BELOW THE DESCENT PROFILE
1950
1620
DIST RELATED TO DME SPL
A
B
C
D
620
780
890
(630)
(790)
(900)
570 (580)
NDB / DME
MAPt : THRCIRCLING*
2000 ft AMSL
24
880 (890)
121.700 Schiphol Ground
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
SPL VOR
132.975 Arrival Information
Ground Control
Schiphol Approach / Departure
Schiphol Arrival
Schiphol Approach / Departure
© Air Traffic Control the Netherlands
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
1.
2.
3.
4.
VA
R 1
° W (2
005)
SEE NOTE 4
VERTICAL SPEED
GS IN KT 100 120 140 160 180
MAPt: THR2.6 SPL
004°35’45’’EEH609 52°14’04’’N
004°38’43’’EEH616 52°15’13’’N004°31’35’’EEH614 52°12’28’’N
THR 06 52°17’21’’N 004°44’14’’E
TRANSITION ALTITUDE 3000 ft AMSL
TRANSITION LEVEL BY ATC
8.2 SPL
52°30’N
52°20’
52°10’N
During night HRs: interception final descent path3° at 3000 ft AMSL (11.1 SPL).
4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E
IFEH614
11.1 SPL
FAFEH609
NDB / DMECH / SPL
TWR
118.100
119.225 PrimaryTowerSchiphol
TowerSchiphol
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
THR ELEV-12
AD ELEV-11
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
1. Missed approach- Inform ATC immediately.- Track 059° MAG and climb to 2000 ft AMSL.
2. Missed approach in case of communication failure- Track 059° MAG and climb to 3000 ft AMSL;- When passing 2000 ft AMSL start a right turnto CH and cross CH at 3000 ft AMSL;
- After CH descend to 2000 ft AMSL in theoutbound turn and execute the instrumentapproach procedure again.
02 JUL 09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
AIRAC AMDT 07/09
EH6166.1 SPL
MNM 1310 AMSL
G
G
ATC DISCRETION
32251°
34
043°
31
113° 098°
1 min
PAM
FRO
M R
IVER
(IAF)
FROM SUGOL (IAF)
FROM ARTIP (IAF)
FL 070
PAM 266
SPL 278
18.9
FINAL APPROACHBASED ONPAM VOR / DME
PAM 266
PAM 266
24 .1 PAM11.6 SPL
PAM21.9
LANGEVELD
VALKENBURG
CASTRICUM
S E
A
N O
R
T
H
15
NM
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
061°
1 min
2000
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
52°28’13’’NL / OA - 395
004°45’12’’E
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°09’05’’NL / NV - 332
004°45’53’’E
FINAL APPROACHBASED ONPAM VOR / DME
FAF / EH642
EH641
PAM14.2
587
436
479495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
SPL 293
SPL 071
SPL 22
3
IF / EH643
086° THR09
INSTRUMENT APPROACH CHARTAIP NETHERLANDSSCHIPHOL
SPL
2000
2300
311°
1700
354°
NIGHT:
NIGHT:NANA
TAKE-OFF
LANDING
DAY:
DAY:NA
140 180 200 220
MSA BASED ON SPL
ACFTCAT
160
3000
09
15161718 12.7
SPL 278
760
1080
17151400
3° (5.2%)
VOR / DME
VOR / DMEPAM
A
B
C
D
620
880
890
(630)
(890)
(900)
OCA
CIRCLING *
(OCH) ELEV THR 09 : -12 ft
DIST RELATED TO PAM VOR / DME
24.1 PAM11.6 SPL
18.9
PAM 266PAM 266
PAM
FL 070
AD 2.EHAM-IAC-09.1
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
PAM 266
2000
21.9 PAM
MAPt14.2 PAM
DO NOT DESCEND BELOW THE DESCENT PROFILE
14.2
VOR / DMEMAPt : 14.2 PAM
4°30’ 4°40’ 4°50’ 5°00’4°20’ E 5°10’ E
52°30’N
52°20’
52°10’N
2000 ft AMSL
TRANSITION LEVEL BY ATCTRANSITION ALTITUDE 3000 ft AMSL
27
121.800 Schiphol Ground
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
SPL VOR
132.975 Arrival Information
Ground Control
Schiphol Approach / Departure
570 (580)780 (790)
Schiphol Approach / Departure
Schiphol Arrival
RWY 09
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
1.
2.
3.
4.
VA
R 1
° W (2
005)
120100
VERTICAL SPEED
GS IN KT
EH641
IF / EH643
EH64218.9 PAM
FAF
© Air Traffic Control the Netherlands
004°26’15’’EEH641 52°21’16’’N
004°30’00’’EEH643 52°18’11’’N004°34’52’’EEH642 52°18’27’’N
THR 09 52°19’00’’N 004°44’52’’E
Approaches on RWY 06 may be executedsimultaneously.
086°
TWR
118.100
119.225 PrimaryTowerSchiphol
TowerSchiphol
AD ELEV-11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
THR ELEV -12
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
1. Missed approach :- Inform ATC immediately.- PAM 266 inbound and climb to 2000 ft AMSL .
2. Missed approach in case of communication failure :- PAM 266 inbound and climb to 3000 ft AMSL;- At 2000 ft AMSL start a left climbing turn to SPL
so as to cross SPL at 3000 ft AMSL and executethe instrument approach procedure again.
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
CEILING AND VISIBILITY MINIMA
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
G
G
ATC DISCRETION
LANGEVELD
VALKENBURG
CASTRICUM
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /
52°19’43’’NCH.32004°44’15’’E
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
18
4°
18
2°
1 min
00
2°
311° 18
4°
C/D
328°
A/B
18
4°
32251°
34
043°
061°
1 min2000
31
113°
S E
A
N O
R
T
H
FRO
M R
IVER
(IAF)
FROM SUGOL (IAF)
FROM ARTIP (IAF)
FL070
277°
229° REGSU
EH628
EH630
EH626
IF
52°19’53’’N 004°44’24’’ETHR 18C
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
FAF
REGSU 1 APPROACHATC DISCRETION
THR 18C
EH638
004°43’55’’EEH638 52°14’40’’N
5.3 SPL
160 KT IAS
/ EH625
/ EH629
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
X(109.5) /ZWA
11.3 ZWA (11.2 SPL)
9.3 ZWA (9.2 SPL)
6.2 ZWA (6.1 SPL)
SPL 071
SPL 293
SPL 22
3
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
Avoid overflying
below 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
1 min1 min
4.0 ZWA(4.0 SPL)
OCA (OCH) ELEV THR 18C : -12.6 ft
LOC 109.500
GP 332.600
2300
311°
1700
354°
CAT IIRadio AltPress Alt
100 120 140 160 180
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
ACFTCAT
INSTRUMENT APPROACH CHART
4°30’ 4°40’ 4°50’ 5°00’4°20’ E 5°10’ E
52°30’N
52°20’
52°10’N
AIP NETHERLANDS INSTRUMENT APPROACH CHARTSCHIPHOL
RWY 18C
MSA BASED ON SPL VOR / DMECIRCLING*GP INOP
MAPt: (THR)CAT I
200 220
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
DIST RELATED TO
0 NM 5 1010 5
SPL
184°
184°
1 min
ILS RDH 50 ft
8.44.0
2000
4.4
LOA
FL 070
002°
A/B 328° C/D 311°
REGSUEH628
004°44’45’’EEH626 52°23’53’’N004°50’20’’EEH628 52°33’49’’N004°45’26’’EEH629 52°31’09’’N004°44’58’’EEH630 52°26’02’’N
277°229°
TRANSITION LEVEL BY ATCTRANSITION ALTITUDE 3000 ft AMSL
184°
3000
2000
004°45’15’’EEH625 52°29’10’’N
andREGSU 1 APPROACH
184°
DO NOT DESCEND BELOWTHE DESCENT PROFILE
ATC DISCRETION
184°184°
1500
EH6385.3 SPL
2000 ft AMSL
18C36C
3°(5.2%)
76
79159
169
179
(171)
(181)
(191)
(165)
780
890
(790)
(900)
880 (890)
620 (630)
370 (380)
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
89
102
TowerSchiphol
Schiphol Arrival
Schiphol Approach / Departure
AD 2.EHAM-IAC-18C.1
© Air Traffic Control the Netherlands
GS IN KT
VERTICAL SPEED
3000
2000
VA
R 1
° W (2
005)
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
1.
2.
3.
4.
5.
6.
In case of missed approach:Do not overshoot the initial missedapproach altitude of 1500 ft AMSL.
DME CH.32X
355675
995
1630
ZWA
ZWA
DIST RELATED TO DME ZWA
EH626 / 4.0 ZWA
The approach via REGSU only at ATC discretionand for P-RNAV approved aircraft (seeEHAM AD 2.22 paragraph 2.6).
ILS CAT I/II/III / DMEGP INOP
Approaches on RWY 06, 18R, 22, 27 or 36Rmay be executed simultaneously.
EH6306.2 ZWA
MAPt : THR 18C0 ZWA
GP INOP
FAF / EH6259.3 ZWAGP INOP
IFEH629
11.3 ZWA
AD ELEV-11
THR ELEV-12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
DL 185 (197) 112
153
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
1. Missed approach- Inform ATC immediately.- Track 184° MAG and climb to 1500 ft AMSL.- At 5.3 south of SPL, climb to 2000 ft AMSL.
2. Missed approach in case of communication failure- Track 184° MAG and climb to 1500 ft AMSL;- When reaching 1500 ft AMSL start a right turn to OA,
climb to 3000 ft AMSL and cross OA at 3000 ft AMSL;- After OA descend to 2000 ft AMSL in the outbound turn
and execute the instrument approach procedure again. MNM 1310 AMSL
NANIGHT:
NIGHT:NA
G
G
ATC DISCRETION
S E
A
N O
R
T
H
VALKENBURG
CASTRICUM
LANGEVELD
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
32251°
34
043°
061°
1 min
2000
31
113°
18
2°
1 min
00
2°
FL070
311°
18
4°
C/D
328°
A/B
FROM SUGOL (IAF)
FRO
M R
IVER
(IAF)
FROM ARTIP (IAF)
18
4°
184°
(QD
R O
A 1
84°)
52°19’53’’N 004°44’24’’ETHR 18C
004°43’55’’EEH638 52°14’40’’N
EH6385.3 SPL
THR 18C
4.0 SPL160 KT IAS
FAF / EH6306.1 SPL
SEE NOTE 5
9.2 SPLEH625
EH626
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
Avoid overflying
below 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
SPL 293
SPL 071
SPL 22
3
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
1 min
1 min
INSTRUMENT APPROACH CHARTSCHIPHOL
0 NM 5 109
2300
311°
1700
354°
MSA BASED ON SPL
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
ACFTCAT
NDB / DME(OA) / (SPL)
1 2 3 4 6 7 8
6.1 8.3
SPL
LOA
FL 070
3000
2000
6851005
1645
002°
184°1 min
MAPt: THRSPL 264
620
890
(630)
(900)
ELEV THR 18C: -12.6 ftOCA (OCH)
CEILING AND VISIBILITY MINIMA
DIST RELATED TO DME SPL
CIRCLING *NDB / DMEMAPt :THR
VOR / DME
A / B 328° - C / D 311°
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
4.0 SPL
MNM 1310AMSL
184°
(QDR OA 184°)3°(5.2%)184°
DO NOT DESCEND BELOW THE DESCENT PROFILE
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°30’N
52°20’
52°10’N
TRANSITION ALTITUDE: 3000 ft AMSLTRANSITION LEVEL BY ATC
5.3 SPL
15002000 ft AMSL
RWY 18C
18C36C
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
620 (630)780 (790)
880 (890)
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
AIP NETHERLANDS
© Air Traffic Control the Netherlands
AD 2.EHAM-IAC-18C.2
GS IN KT
VERTICAL SPEED
100 120 140 160 180 200 220
004°44’45’’EEH626 52°23’53’’N004°44’58’’EEH630 52°26’02’’N
004°45’15’’EEH625 52°29’10’’N
EH638
VA
R 1
° W (2
005)
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
1.
2.
3.
4.
5.
In case of missed approach:Do not overshoot the initial missedapproach altitude of 1500 ft AMSL.
EH626
During night HRs: interception final descent path3° at 3000 ft AMSL.
FAFEH6306.1 SPL
AD ELEV-11
THR ELEV-12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
1. Missed approach- Inform ATC immediately.- Track 184° MAG and climb to 1500 ft AMSL .- At 5.3 south of SPL, climb to 2000 ft AMSL.
2. Missed approach in case of communication failure- Track 184° MAG and climb to 1500 ft AMSL;- When reaching 1500 ft AMSL start a right turn to OA,climb to 3000 ft AMSL and cross OA at 3000 ft AMSL;
- After OA descend to 2000 ft AMSL in the outbound turnand execute the instrument approach procedure again.
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
G
G
ATC DISCRETION
CR
OS
S15
SP
LA
T220
KT
IAS
(Unless
otherw
iseinstructed)
15 NM
S E
A
N O
R
T
H
VALKENBURG
CASTRICUM
LANGEVELD
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
52°21’26’’NVPB-CH.38X004°42’50’’E
POBAN
004°43’16’’EEH621 52°27’46’’N004°43’04’’E
EH622
EH622 52°25’36’’N004°32’55’’EEH624 52°21’10’’N
004°38’49’’E
EH607
EH607 52°35’02’’N004°43’41’’EEH608 52°32’22’’N
32251°
34
043°
31
113°
IF
159°
1 min
184°
091°133°
061°
1 min2000
FRO
M R
IVER
(IAF)
FROM SUGOL (IAF)
FROM ARTIP (IAF)
FL 070
12.1 SPL
SP
L 3
39
6.2 VPB
GP INOP
SPL 280
SCHIPHOL /
THR18R 52°21’37’’N 004°42’42’’E
POBAN 1 APPROACH
ATC DISCRETION
THR18R
184° 091°EH607
SPL 240
EH 644(12.5 SPL)
(7.9 SPL)
160 KT IAS
EH624 / 7.5 SPL2000 AMSL
EH644 52°31’11’’N 004°37’41’’E
(5.8 SPL)
PEVOS
(9.7 SPL)8.0 VPB
4.0 VPB
587
436
479
495
341
338
344
479
325
325
509
364
377
320
522
469
388 378
378
683
Avoid overflying
below 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
416
SPL 293 SPL 071
SPL 22
3
EH60810.8 VPB
FAF / EH621
2300
311°
1700
354°
CAT II
50
60
73
89
Radio Alt
690 (710)
Press Alt
138
152
165
129
(151)
(165)
(178)
(142)
140 160 180 200 220
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
ACFTCAT
4°30’ 4°40’ 4°50’ 5°00’4°20’ E 5°10’ E
52°30’N
52°20’
52°10’N
AIP NETHERLANDSSCHIPHOL
MSA BASED ON SPL VOR / DME
0 NM 5
10 515
SPL
2000
3000
FL 070
DO NOT DESCEND BELOW THE DESCENT PROFILE
CIRCLING*GP INOP
MAPt: (THR)
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
CAT I
100 120
SPL 339
1630
990670
355
10.8
RNAV INSTRUMENT APPROACH CHART
OCA (OCH) ELEV THR :
GP 334.400
LOC VPB
DME
110.100
CH 38X
IFEH608
10.8 VPB
133°
FAFEH621
6.2 VPBGP INOP
6.24321 8
-13.1 ft
DIST RELATED TO DME VPB
TRANSITION ALTITUDE 3000 ft AMSLTRANSITION LEVEL BY ATC
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
ILS DME VPB reads ZERO at THR 18R.
POBAN
Given EH-waypoints beyond the FAF must beconsidered to be supplementary information.
WARNING!WARNING!
Do not overshootSPL 240 due to
departures RWY 24.
Intercept SPL 280to EH624
Climb to 2000 ft AMSL
RWY 18R
18R
ILS RDH 50 ft
TWR
121.900
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
780
890
(790)
(900)
880 (890)
620 (630)
VPB
118.275
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
TowerSchiphol
VA
R 1
° W (2
005)
1.
2.
3.
4.
5.
6.
AD 2.EHAM-IAC-18R.1ILS CAT I / II / III / DMEGP INOP
EH64412.1 SPL
GS IN KT
VERTICAL SPEED
© Air Traffic Control the Netherlands
........
and POBAN 1APPROACH
The approach via POBAN only at ATC discretionand for P-RNAV approved aircraft (seeEHAM AD 2.22 paragraph 2.6).
PEVOS
8.0 VPB
ILS approaches on RWY 06,18C, 22, 27 or 36Rmay be executed simultaneously.
MAPt THR 18R0 VPB
GP INOP
VPB
AD ELEV-11
THR ELEV-13
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
DL 168 (181) 96
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
07 APR 11
AIRAC AMDT 04/11
EH6224.0 VPB
MNM 1310 AMSL
NANIGHT:
NIGHT:NA
1. Missed approach- Inform ATC immediately.- Turn right as soon as practicable to intercept SPL 280
and do not overshoot SPL 240.- Climb to 2000 ft AMSL. Cross EH624 at 2000 ft AMSL.
2. Missed approach in case of communication failure- Turn right as soon as practicable to intercept SPL 280
and do not overshoot SPL 240.- Climb to 3000 ft AMSL.- At 7.5 SPL 280/EH624 turn right to SPL.- Cross SPL at 3000 ft and execute the
instrument approach procedure again.
36L 18R
4321 6 7 8 9 11 12 13 145 10 15
3.0°(5.2%) 184°
16 170 NM
CH
AN
GE
: O
CA
/OC
H, ed
ito
rial.
0
0NM
km
SCALE 1 : 350 000
5 105
2 42 1
15
6 8
VALKENBURG
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
NIRSI
EH622
EH624
EH600
EH601EH602EH603
EH604
EH605
EH606
EH607
EH608
NARIX
293°ARTIP 3B TRANSITION
271°271°
18
1°
091°133°
184°
296°234°
234°
280°
35
7°
RIV
ER 3
B TR
ANSI
TIO
N
113° SUGOL 3B TRANSITION026°
MNM 4000 AMSL
290°
FROMRIVER (IAF)
220 KT IAS
220 KT IAS
ARTIP 2C TRANSITION
N O
R
T
H
S E
A
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
52°21’26’’N 004°42’50’’ESCHIPHOL / VPB CH.38X
FROMARTIP(IAF)
MNM 3400 AMSL
MNM FL 070
160 KT IAS
MNM FL 070
6.2 VPB
026°
SPL 280
SPL 240
MNM FL 060250 KT IAS
MNM 2000 AMSL
THR 18R
7.5 SPL
EH621
MNM FL 070
5.8 SPL
7.9 SPL
587
436
479495
341
338
344
416
479
325
325
509
364
377
320
522
469
388
378
683
377
502
388
Avoid overflyingbelow 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
CASTRICUM
LANGEVELD
IF
FAP
MNM FL 055
SUGOL (IAF)At FL 100MAX 250 KT IAS
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
2300
311°
1700
354°
Press Alt Radio AltCAT II
620
880
(630)
(890)
(OCH)
4°10’ 4°20’ 4°30’ 4°40’ 4°50’
100 120 140 160 180
52°00’N
52°10’
52°20’
4°E
ACFTCAT
MSA BASED ON SPL VOR/DME
5°10’E5°
200 220
DIST RELATED TO DME VPB
311234 4 5 6 7 8 9 1020 NM
184°
TRANSITION LEVEL BY ATC
115
6.2
EH607
NIRSI
10.8
52°40’N
52°30’
004°43’16’’EEH621 52°27’46’’N004°43’04’’EEH622 52°25’36’’N004°32’55’’EEH624 52°21’10’’N
005°10’49’’EEH600 52°35’44’’N004°50’57’’EEH601 52°41’17’’N004°40’48’’EEH602 52°41’18’’N004°30’48’’EEH603 52°41’17’’N004°50’14’’EEH604 52°35’22’’N004°06’58’’EEH605 52°03’59’’N004°23’16’’EEH606 52°25’21’’N004°38’49’’EEH607 52°35’02’’N004°43’41’’EEH608 52°32’22’’N
CAT I
110.100
CH 38X
LOC
DME
VPB
GP 334.400
3° (5.2 )
TRANSITION ALTITUDE 3000 ft AMSL
THR 18R 004°42’42’’E52°21’37’’N
CIRCLING*
TAKE-OFF
LANDING
DAY:
DAY:
SCHIPHOLRNAV-NIGHT INSTRUMENT APPROACH CHART
ARTIP 2C TRANSITIONvia NARIX
ARTIP 3B TRANSITIONvia NIRSI
via NIRSI
RIVER 3B
and
SUGOL 3B
TRANSITION
CEILING AND VISIBILITY MINIMA
WARNING!WARNING!
Do not overshootSPL 240 due to
departures RWY 24.
ILS CAT I/II/III/DME
Intercept SPL 280to EH624
Climb to 2000 ft AMSL
SUGOL, RIVER ANDARTIP TRANSITIONSTO RWY 18R
36L 18R
OCA ELEV THR 18R: -13.1 ft
ILS RDH 50 ft
TWR
118.100
119.225 Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Schiphol Approach / Departure
VPB
780 (790)
890 (900)
121.900 Schiphol Ground Ground Control
118.275
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
TowerSchiphol
MNM 3400 AMSL
CONTINUOUS DESCENT PATH
ATC may deviate from the transitions by radar vectors.Rejoining the transition may take place at NIRSI.ILS must be available.ILS not equipped with markers.Given EH waypoints beyond the FAP must be considered to besupplementary information.
Altitudes / Speeds
AD 2.EHAM-IAC-18R.2AIP NETHERLANDS
© Air Traffic Control the Netherlands
VA
R 1
° W (2
005)
GS IN KT
VERTICAL SPEED
DMEVPB
IFEH608
2. Missed approach in case of communication failure:- Turn right as soon as practicable to intercept SPL 280
and do not overshoot SPL 240;- Climb to 3000 ft AMSL;- At 7.5 SPL 280/EH624 turn right to SPL;- Cross SPL at 3000 ft AMSL and execute
the non com instrument approach procedureas depicted on page AD 2.EHAM-IAC-18R.1.
When cleared for NIRSI / NARIX approach RWY 18R :- Continue via the transition.- Switch to QNH at NIRSI/NARIX.- Establish a continuously descending flight path without level segments.- The minimum altitudes shall be respected.- The published speeds are mandatory at the specified waypoint.- Execute the ILS approach RWY 18R.
MNM FL 055220 KT IAS
AD ELEV -11
P-RNAV approval required(see EHAM AD 2.22
paragraph 2.6)
THR ELEV-13
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
ENTRY LEVELS SCHIPHOL TMA: Cross IAF at FL 100During the transition, descend to or maintain a level as instructed by ATC.
50
60
73
89
138
152
165
129
(151)
(165)
(178)
(142)A
B
C
D
DL 168 (181) 96
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
02 JUL 09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
AIRAC AMDT 07/09
1. Missed approach:- Inform ATC immediately.- Turn right as soon as practicable to intercept SPL 280and do not overshoot SPL 240;
- Climb to 2000 ft AMSL. Cross EH624 at 2000 ft AMSL.
EH622
4 VPB1310 AMSL160 KT IAS
FAP
EH6216.2 VPB
2000 AMSL
NANIGHT:
NIGHT:NA
G
G
ATC DISCRETION
S E
A
N O
R
T
H
VALKENBURG
LANGEVELD
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
32251°
34
043°
31
113°159°
1 min
061°
1 min2000
FRO
M R
IVER
(IAF)
FROM SUGOL (IAF)
FROM ARTIP (IAF)
FL 070
SP
L 3
39
12.1 SPL
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
7.8 AMS
10.8 AMS
AM
S 0
05
3.0 AMS
SPL 280
CASTRICUM
THR18R
SPL 240
EH 644
2000 AMSLEH624 / 7.5 SPL
004°43’19’’EEH646 52°27’46’’N004°42’43’’EEH647 52°22’57’’N
004°32’55’’EEH624 52°21’10’’N004°37’41’’EEH644 52°31’11’’N004°43’41’’EEH645 52°30’45’’N
THR18R 52°21’37’’N 004°42’42’’E
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
453
417
SPL 293
SPL 071
SPL 22
3
GASCOMPRESSOR
STATION
below 1000 ft AGL
Avoid overflying
18
5°
IFEH645
FAFEH646
MAPtEH647
CR
OS
S15
SP
LA
T220
KT
IAS
(Unless
otherw
iseinstructed)
15 NM
OCA (OCH) ELEV THR
2300
311°
1700
354°
690 (710)
140 160 180 200 220
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
ACFTCAT
INSTRUMENT APPROACH CHART
4°30’ 4°40’ 4°50’ 5°00’4°20’ E 5°10’ E
52°30’N
52°20’
52°10’N
AIP NETHERLANDS INSTRUMENT APPROACH CHARTSCHIPHOL
MSA BASED ON SPL VOR / DME
0 NM 5
1010 515 15
SPL
2000
3000
FL 070
DO NOT DESCEND BELOW THE DESCENT PROFILE
CIRCLING*
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
100 120
DIST RELATED TO AMS VOR/DME
NOTE:
Final approach diverges slightly fromextended RWY centreline.
VOR / DMEAMS
AMS
SPL 339
17351415
1100780
460
10.8
Navigation in the initial and intermediateapproach segment is primarily based onradar vectors provided by ATC.
1 432 6 7
8 9 11 12 13 14
TRANSITION ALTITUDE 3000 ft AMSL
VOR / DMEMAPt: 3.0 AMS
620 (630)
880 (890)
TRANSITION LEVEL BY ATC
WARNING!WARNING!
Do not overshootSPL 240 due to
departures RWY 24.
Intercept SPL 280Climb to 2000 ft AMSL
RWY 18R
36L 18R
18R:-13.1 ft
890 (900)
780 (790)
TWR
118.100
119.225 Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Schiphol Approach / Departure
121.900 Schiphol Ground Ground Control
118.275
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
TowerSchiphol
AD 2.EHAM-IAC-18R.3
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
1.
2.
3.
4.
EH64412.1 SPL
GS IN KT
VERTICAL SPEED
© Air Traffic Control the Netherlands
MAPtEH647
3.0 AMS FAFEH646
7.8 AMS
IFEH645
10.8 AMS
185°
AD ELEV-11
THR ELEV-13
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
07 APR 11
AIRAC AMDT 04/11
1. Missed approach- Inform ATC immediately.- At MAPt turn right to intercept SPL 280
and do not overshoot SPL 240.- Climb to 2000 ft AMSL. Cross 7.5 SPL at 2000 ft AMSL.
2. Missed approach in case of communication failure- Turn right as soon as practicable to intercept SPL 280
and do not overshoot SPL 240.- Climb to 3000 ft AMSL.- At 7.5 SPL 280/EH624 turn right to SPL.- Cross SPL at 3000 ft and execute the
instrument approach procedure again.
NANIGHT:
NIGHT:NA
1 432 6 75
7.8
3.0°(5.2%) A
MS 005
0 NM
VA
R 1
° W (2
005)
0
0NM
km
SCALE 1 : 350 000
5 105
2 42 1
15
6 8
CH
AN
GE
: O
CA
/OC
H, ed
ito
rial.
G
G
ATC DISCRETION
S E
A
N O
R
T
H
061°
1 min
2000
VALKENBURG
CASTRICUM
LANGEVELD
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
184°
SPL 280
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
SPL 240
587
436
479
495
341
338
344
479
325
325
509
364
377
320
522
469
388 378
378
683
Avoid overflying
below 1000 ft AGL
453
417
GASCOMPRESSOR
STATION
FAF18R
331
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
318
318
318318
413416417
440443
INSTRUMENT APPROACH CHARTSCHIPHOL
0 NM 5 109
2300
311°
1700
354°
MSA BASED ON SPL
140 160 180 200 220
1 2 3 4 6 7 8
1800
VOR / DME
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°30’N
52°20’
52°10’N
52°28’13’’NL / OA - 395
004°45’12’’E
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
MAPt
FAF
6.7
1200900
1500
TERMINATING1.5 NM FROMTOUCHDOWN
1.5
TOUCHDOWN
12
DESCENT GRADIENT300 ft / NM -2.83° -4.9%
SRE
DIST RELATED TO TOUCHDOWN
TRANSITION ALTITUDE 3000 ft AMSLTRANSITION LEVEL BY ATC
100 120
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
RWY
ELEV
1.5 NM FROM TOUCHDOWN
-13
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
OCH
OCA
620 780 890(630) (790) (890) (900)
450
A : B : C : D :
MAPt
CIRCLING *
460
880
WARNING!WARNING!
Do not overshootSPL 240 due to
departures RWY 24.
2000
RWY 18R
36L 18R
18R
TWR
118.100
119.225 Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Schiphol Approach / Departure
121.900 Schiphol Ground Ground Control
118.275
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
TowerSchiphol
AIP NETHERLANDS
© Air Traffic Control the Netherlands
AD 2.EHAM-IAC-18R.4
600450
GS IN KT
VERTICAL SPEED
VA
R 1
° W (2
005)
Intercept SPL 280Climb to 2000 ft AMSL
184°
AD ELEV-11
THR ELEV-13
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min 1000 ft/min 1100 ft/min
01 JUL 10
AIRAC AMDT 07/10
NANIGHT:
NIGHT:NA
CH
AN
GE
: ed
ito
rial.
1. Missed approach:- Inform ATC immediately.- At MAPt turn right to intercept SPL 280 and
do not overshoot SPL 240.- Climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- At MAPt turn right to intercept SPL 280 and
climb to 3000 ft AMSL.- At 2000 ft AMSL start a right climbing turn to SPL
so as to cross SPL at 3000 ft AMSL and hold orexecute the most suitable instrument approachprocedure.
OCA (OCH) ELEV THR 18R : -13.1 ft
G
G
ATC DISCRETION
N O
R
T
H
S E
A
LANGEVELD
VALKENBURG
CASTRICUM
32251°
34
043°
061°
1 min
2000
31
113°
1 min
FL 070
FROM SUGOL (IAF)
FRO
M R
IVER
(IAF)
FROM ARTIP (IAF)
160°
SCHIPHOL / SCHCH.28 Y
52°18’48’’N 004°47’55’’E
CAUTION
Do not confuse RWY 22 with:- TWY situated left of RWY 22- RWY 24
Do not confuse RWY 22 with:- TWY situated left of RWY 22- RWY 24
Do not confuse RWY 22 with:- TWY situated left of RWY 22- RWY 24
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°28’13’’NL / OA - 395
004°45’12’’E
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°09’05’’NL / NV - 332
004°45’53’’E
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY 21
7°
222°
587
436
479
495
341
338
344
479
325
325
509
364
377
320
522
469
SPL
037
IF / EH64912.3 SCH(13.0 SPL)
004°58’13’’EEH650 52°25’49’’N004°52’29’’EEH651 52°21’51’’N
004°59’21’’EEH648 52°31’52’’N005°01’27’’EEH649 52°28’04’’N
THR22 52°18’50’’N 004°48’11’’E
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
SPL 293
SPL 22
3
SPL 071
FAF / EH6509.3 SCH(10.0 SPL)
EH64814.8 SPL(14.8 SCH)
LANSU8.0 SCH(8.7 SPL)
MAPtEH 6521.2 SCHGP INOP
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
004°49’28’’EEH652 52°19’45’’N
416 417
EH6514.0 SCH
(5.0 SPL)
INSTRUMENT APPROACH CHARTAIP NETHERLANDS
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°10’N
52°20’
52°30’N
SCHIPHOL
5 1010 515 15
SPL
222°
ILS RDH 46 ft
3000
2300
311°
1700
354°
NIGHT:
NIGHT:NANA
TAKE-OFF
LANDING
DAY:
DAY:NA
80 100 140 160 180
MSA BASED ON SPL
ACFTCAT
60 120
DIST RELATED TO ILS DME SCH04 22
0 4321
SPL 037
160°
675
1630
990
3° (5.2%)
VOR / DME
ILS CAT I / DME
GP INOP
A
B
C
D
Press Alt
620
880
(630)
(890)
CIRCLING *
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
FL 070
AD 2.EHAM-IAC-22.1
GP 331.250
LOC 109.150
DME CH.28Y SCH
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
CAT I
RWY 22
165
175
187
201
(178)
(188)
(200)
(214)
OCA (OCH) ELEV THR 22 : -13.6 ft
890 (900)
6
1945
22652585
2900
7 8 9 11 12 13 14
9.3 14.812.31.2
420
2000 ft AMSL
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
SCH
420 (430)780 (790)
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
NOTE:
to the missed approach procedureis essential.
main RWY 18C strict adherence to
ILS DME SCH reads ZERO at THR 22.
Due to this simultaneous use with
1.
2.
3.4.
5.
TRANSITION ALTITUDE 3000 ft AMSLTRANSITION LEVEL BY ATC
SCH
GP INOP
MAPt/EH652: 1.2 SCH
GS IN KT
VERTICAL SPEED
© Air Traffic Control the Netherlands
EH6514.0 SCH
MNM 1310AMSL
Approaches on RWY 18C or 18R maybe executed simultaneously.
MAPtEH652
1.2 SCHGP INOP
IFEH64912.3 SCH
FAFEH6509.3 SCH
EH64814.8 SPL
LANSU8.0 SCH
VA
R 1
° W (2
005)
AD ELEV-11
THR ELEV -14
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
320 ft/min 425 ft/min 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min
1. Missed approach:- Inform ATC immediately.- Turn left to track 160° MAG as soon as practicable but
not below 400 ft AMSL and climb to 2000 ft AMSL.2. Missed approach in case of communication failure:
- Turn left to track 160° MAG as soon as practicalbe butnot below 400 ft AMSL and climb to 3000ft AMSL;
- At 2000 ft AMSL start a left climbing turn to SPL so asto cross SPL at 3000 ft AMSL and execute theintrument approach procedure again.
CEILING AND VISIBILITY MINIMA
17 DEC 09
AIRAC AMDT 13/09
CH
AN
GE
: IL
S R
DH
, ed
ito
rial.
G
G
ATC DISCRETION
LANGEVELD
VALKENBURG
CASTRICUM
N O
R
T
H
S E
A
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°28’13’’NL / OA - 395
004°45’12’’E
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
004°45’00’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPLX / ATIS
113.95 /52°19’58’’N
CH.86 YAMS
004°42’20’’E
222°
160°
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
AMSTERDAM /
061°
1 min
2000
15
NM
587
436
479
495
341
338
344
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
FAF22
413
443
417
417
416
331 318318
318
318
440
60 80 100 120 140 160 180
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
CEILING AND VISIBILITY MINIMA
INSTRUMENT APPROACH CHARTSCHIPHOL
DIST RELATED TO
RWY
ELEV
OCA
MAPt
OCH
1.5 NM FROM TOUCHDOWN
*
: TOUCHDOWN
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
TERMINATING1.5 NM FROMTOUCHDOWN
4 3 2 1 0 NM 1
1.5
2 3 4 5 6 7 8 9 10 11 12
MAPt
600
900
12001500
TOUCHDOWN
1800
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°10’N
52°20’
52°30’N
2300
311°
1700
354°
MSA BASED ON SPL VOR / DME
CIRCLING 620 780 880 890(630) (790) (890) (900)
RWY 22
160°
04 22
A : B : C : D :
22
- 14
570
580
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
2000 ft AMSL
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
TowerSchiphol
Schiphol Approach / Departure
Schiphol Arrival
AIP NETHERLANDS
© Air Traffic Control the Netherlands
AD 2.EHAM-IAC-22.2
TRANSITION ALTITUDE 3000 ft AMSLTRANSITION LEVEL BY ATC
GS IN KT
VERTICAL SPEED
DESCENT GRADIENT300 ft / NM - 2.83° - 4.9%
VA
R 1
° W (2
005)
SRE
AD ELEV-11
THR ELEV - 14
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
300 ft/min 400 ft/min 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min
01 JUL 10
AIRAC AMDT 07/10
CH
AN
GE
: F
AF
30
00
ft
ch
an
ged
in
to 2
00
0 ft,
ed
ito
rial.
FAF2000
6.7
1. Missed approach:- Inform ATC immediately.- At MAPt turn left to track 160° MAG as soon as practicable andclimb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- At MAPt turn left to track 160° MAG as soon as practicable andclimb to 3000 ft AMSL ;
- At 2000 ft AMSL start a left climbing turn to SPL so asto cross SPL at 3000 ft AMSL and hold or execute the mostsuitable instrument approach procedure.
222°
22 : -13.6 ftELEV THROCA (OCH)
G
G
ATC DISCRETIONN
O
R
T
H
S
E
A
LANGEVELD
VALKENBURG
CASTRICUM141°
1 min
124°
268°
1 min
FRO
M R
IVER
(IAF)
FROM SUGOL (IAF)
FROM ARTIP (IAF)
270°
1 min
090°
FL 070
240°
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
52°19’34’’NL / WP - 376
005°01’59’’E
004°45’00’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPLX / ATIS
52°13’14’’NL / CH - 388.5
004°33’27’’E
061°
1 min2000
THR 24
004°51’02’’EEH654 52°19’42’’N004°56’01’’EEH655 52°19’50’’N
THR 24 52°18’16’’N 004°46’39’’E
WARNING!
After passing 8 PAM expectmoderate turbulence onfinal approach when averagewind velocity exceeds 30 kts.
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
52°28’13’’NL / OA - 395
004°45’12’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
SPL 293
113° 31
251°
SPL 07132
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
A/B
C/D
34
043°
SPL 22
3
MAPtEH6548.9 PAM
PAM 268 FAFEH6555.8 PAM
52°09’05’’NL / NV - 332
004°45’53’’E
100 120 140 160 180
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:
NA NIGHT:
NIGHT:
NA
CEILING AND VISIBILITY MINIMA
ACFTCAT
INSTRUMENT APPROACH CHARTAIP NETHERLANDSSCHIPHOL
RWY 24
52°10’N
52°20’
52°30’N
4°30’E 4°40’ 4°50’ 5°00’ 5°10’E
090°
3° (5.2%) PAM 268
PAM 268
FL 070
3000
2000
SPL
PAM
10001310
1630
1950
DO NOT DESCEND BELOW THE DESCENT PROFILE
240°
06 24
0 NM12345678
8.9DIST RELATED TO PAM VOR / DME 5.8
ELEV THR 24 : -11 ft
1100 ft / 6000m 1100 ft / 6000m
2300
311°
1700
354°
OCA
(1010)
(OCH) MSA BASED ON SPL VOR / DME
AD 2.EHAM-IAC-24.1
TRANSITION ALTITUDE 3000 ft AMSL
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
NOTE:
TWR
121.700
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / DepartureSchiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
VOR / DMEPAM / CIRCLING 24
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based onradar vectors provided by ATC.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
1.
2.
3.
TRANSITION LEVEL BY ATC
GS IN KT
VERTICAL SPEED
© Air Traffic Control the Netherlands
1000
* For circling to other RWYsmentioned OCA/H must berespected.
VOR / DME - CIRCLING 24*
MAPt / EH654: 8.9 PAM
200 220
MAPtEH654
8.9 PAM
2000 ft AMSL
FAFEH6555.8 PAM
A/B 124°1 minC/D 141°
VOR / DME APPROACHRWY 24 VIA PAM
VA
R 1
° W (2
005)
GIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
AD ELEV-11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
THR ELEV -11
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
02 JUL 09
1. Missed approach- Inform ATC immediately- At MAPt turn left to track 240° MAG and climb to2000 ft AMSL.
2. Missed approach in case of communication failure:- At MAPt turn left to track 240° MAG andclimb to 3000 ft AMSL;
- After passing 2000 ft AMSL start a right turn to SPLso as to cross SPL at 3000 ft AMSL andexecute the instrument approach procedure again.
G
G
ATC DISCRETION
273°
1 min
FL 070
141°
124°
268°
A/B
093°
FROM ARTIP (IAF)
1 min
268°
LANGEVELD
VALKENBURG
CASTRICUM
15
NM
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
061°
1 min
2000
SCHIPHOL /
52°19’11’’NCH.52
BVB
004°47’31’’EY(111.550) /
WARNING!
When average surface wind velocityexceeds 30 kt, moderate turbulencecan be expected on final approachfrom APPROX 3 to 1 BVB.
THR 270 BVB
587
436
479
495
341
338
344
416
479
325
325
509
364
377
320
522
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
N O
R
T
H
S E
A
SPL 07132
251°
31
113°SPL 293
FROM SUGOL (IAF)
004°45’00’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPLX / ATIS
FRO
M R
IVER
(IAF)
34
043°
SPL 22
3
52°09’05’’NL / NV - 332
004°45’53’’E
FAFEH6396.2 BVB(7.9 SPL)GP INOP
1 minC/D
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°28’13’’NL / OA - 395
004°45’12’’E
EH6404.0 BVB(5.8 SPL)160 KT IAS
INSTRUMENT APPROACH CHARTAIP NETHERLANDS RWY 27
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
ELEV THR 27: -12.1 ft
SCHIPHOL
0 NM 5 1010 515 15
SPL
268°
268°
3°(5.2%)
8.7
2000
4.0
66A
B
C
D
Press Alt
146
153
162
172
Radio Alt
(158)
(165)
(174)
(184)
79
89
CAT II
620
780
890
(630)
(790)
(900)
OCA
430 (440)
2300
311°
1700
354°
(OCH)
NIGHT:
NIGHT:NANA
TAKE-OFF
LANDING
DAY:
DAY:NA
100 140 160 180
GP INOPMAPt: THR
MSA BASED ON SPLACFTCAT
120
3000
LWP
CAT I VOR / DME
AD 2.EHAM-IAC-27.1
093°
268°268°
CIRCLING*
TRANSITION ALTITUDE 3000ft AMSL
3000 ft AMSL
N
N
52°30’
52°20’
52°10’
TRANSITION LEVEL BY ATC
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
2709
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
880 (890)
GP 332.750
LOC 111.550
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
BVB
DIST RELATED TO DME BVB6.2
FAFEH6396.2 BVBGP INOP
355 675995
1630
DO NOT DESCEND BELOW THE DESCENT PROFILE
DME CH 52Y BVB
ILS CAT I/II/III/DMEGP INOP
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
In case of missed approach:Expedite climb to 2000 ft AMSL.
1.
2.
3.
4.
5.
6.
ILS DME BVB reads ZERO at THR 27.
© Air Traffic Control the Netherlands
GS IN KT
VERTICAL SPEED
200 220
52°19’06’’N 004°47’49’’ETHR 27EH639 52°19’26’’N 004°57’50’’E
EH640 52°19’19’’N 004°54’19’’E
EH6404.0 BVB
MNM 1310AMSL
..........
Approaches on RWY 06, 18C, 18R or 36R may
be executed simultaneously.
CEILING AND VISIBILITY MINIMA
A/B 124°1 minC/D 141°
MAPt: THR 270 BVB
GP INOP
FL070
VA
R 1
° W (2
005)
ILS RDH 50 ft
AD ELEV-11
THR ELEV-12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
DL 176 (188) 109
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
102
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
1. Missed approach- Inform ATC immediately.- Track 268° MAG and climb to 3000 ft AMSL.
2. Missed approach in case of communication failure- Track 268° MAG and climb to 3000 ft AMSL;- When passing 2000 ft AMSL start a right turn toWP and cross WP at 3000 ft AMSL;
- After WP descend to 2000 ft AMSL in the outbound turnand execute the instrument approach procedure again.
G
G
ATC DISCRETION
LANGEVELD
VALKENBURG
CASTRICUM
061°
1 min
2000
270°
1 min
090°
138°
265°
1 minC/D
121° 1 minA/BPAM 265
FL 070
15
NM
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
WARNING!
200 220
004°57’49’’EEH656 52°19’38’’NTHR 27 52°19’06’’N 004°47’49’’E
479
344
522
FROM ARTIP (IAF)
587
436
495
341
338
416
479
325
325
509
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
SPL 07132
251°
31
113°SPL 293
FROM SUGOL (IAF)
FRO
M R
IVER
(IAF)
34
043°
SPL 22
3
S E
A
N O
R
T
H
THR 2710.9 PAM
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
364
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°28’13’’NL / OA - 395
004°45’12’’E
004°45’00’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPLX / ATIS
FAFEH6564.8 PAM
443
417
440
413417
331318
318
318318
When average surface wind velocityexceeds 30 kt, moderate turbulencecan be expected on final approachfrom APRX 8 PAM - 10 PAM.
2300
311°
1700
354°
N
N
100 120 140 160 180
TAKE-OFF
LANDING
DAY:
DAY:
CEILING AND VISIBILITY MINIMA
(OCH)
INSTRUMENT APPROACH CHARTSCHIPHOL
4°40’ 4°50’ 5°00’ 5°10’E
52°30’
52°20’
52°10’
RWY 27
0 NM12345678
090°
3° (5.2%) PAM 265
PAM 265
FL 070
3000
2000
SPL
PAM
1605
DIST RELATED TO PAM VOR/DME27
4°30’E
9101112
1285
13
OCA ELEV THR 27: -12.1 ft
620
780
880
(630)
(790)
(890)
A
B
C
D
730 (740)
VOR/DMEMAPt (THR)
CIRCLING *
MSA BASED ON SPL VOR/DME
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
4.8
TRANSITION ALTITUDE 3000ft AMSL
3000 ft AMSL
TRANSITION LEVEL BY ATC
09
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
890 (900)
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
AIP NETHERLANDS
© Air Traffic Control the Netherlands
AD 2.EHAM-IAC-27.2
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
1.
2.
3.
4. Final track 2.3° offset from RWY centreline.
GS IN KT
VERTICAL SPEED
965
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
VOR/DMEPAM
FAFEH6564.8 PAM
A/B 121°1 min
C/D 138°
NIGHT:
NIGHT:NANANA
MAPt : THR 2710.9 PAM
VA
R 1
° W (2
005)
265°
THR ELEV -12
AD ELEV-11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
01 JUL 10
AIRAC AMDT 07/10
1. Missed approach:- Inform ATC immediately.- Track 265° MAG and climb to 3000 ft AMSL.
2. Missed approach in case of communication failure:- Track 265° MAG and climb to 3000 ft AMSL;- When passing 2000 ft AMSL start a right turn
to PAM and cross PAM at 3000 ft AMSL;- After PAM descend to 2000 ft AMSL in the
outbound turn and execute the instrumentapproach procedure again.
CH
AN
GE
: ed
ito
rial.
G
G
ATC DISCRETIONN
O
R
T
H
S
E
A
LANGEVELD
VALKENBURG
CASTRICUM
52°09’05’’NL / NV - 332
004°45’53’’E
52°19’34’’NL / WP - 376
005°01’59’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
027°
1 minFL 070
SP
L 2
07
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
SCHIPHOL /113.95 /
52°19’58’’NCH.86 Y
AMS
004°42’20’’E
1 min2000
004°43’04’’EEH619 52°05’14’’N004°40’39’’EEH620 52°03’54’’N004°43’42’’EEH632 52°12’12’’N004°43’54’’EEH633 52°14’22’’N
004°44’16’’E52°18’21’’NTHR36C
LOMKO
094°
00
4°
00
4°
EH62004
9°
THR36C
00
4°
LOMKO 1 APPROACHATC DISCRETION
LOMKO EH620
094° 049°
SCHIPHOL /108.75 /
52°18’32’’NCH.24 Y004°44’08’’E
061°
004°35’32’’EEH657 52°07’59’’N
MSA
IFEH61913.2 MSA (14.8 SPL)
479
344
522
587
436
495
341
338
416
479
325
325
509
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
FROM SUGOL (IAF)113° 31SPL 293
SPL 071251° 32FROM ARTIP (IA
F)
FRO
M R
IVER
(IAF)
SPL 22
334
043°
EH 65713.3 SPL
OLGAX8.0 MSA
(9.6 SPL)
FAFEH6326.2 MSA(7.8 SPL)GP INOP
15
NM
52°28’13’’NL / OA - 395
004°45’12’’E
364
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
EH6334 MSA(5.6 SPL)160 KT IAS
A
B
C
D
(165)
INSTRUMENT APPROACH CHARTAIP NETHERLANDSSCHIPHOL
TIME AND VERTICAL SPEED
CEILING AND VISIBILITY MINIMA
LANDING
TAKE-OFF
ACFTCAT
DAY :
DAY :
NIGHT :
NIGHT :
140 160 180 200 220
RWY 36C
1630
675
SPL 207
FL 070
36C 18C
5 4
995
1 03 2
DO NOT DESCEND BELOW THE DESCENT PROFILE
355
004°
6.2DIST RELATED TO ILS DME MSA
(142)
(151)
(178)
130
139
153
166
SPL
004°
004°
004°
Press Alt
CAT II
53
63
76
89
Radio Alt
620
880
(630)
(890)340 (350)
330.350
108.750
CAT I
GPLOCDME CH 24 Y
52°30’N
52°20’
52°10’N
OCA (OCH)
andILS CAT I / II / III / DMEGP INOP
100 120
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
3000
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
4°30’ 4°50’ 5°00’4°20’ E 5°10’ E
4°40’
3° (5.2%)
TRANSITION ALTITUDE 3000 ft AMSL
ELEV THR 36C : - 12 ft
GP INOP
MAPt: THR 36C
TRANSITION LEVEL BY ATC
LOMKO 1 APPROACH
ILS not equipped with markers
ILS DME MSA reads ZERO at THR 36C.
2000 ft AMSL
Given EH-waypoints beyond the FAF must beconsidered to be supplementary information.
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
890 (900)
780 (790)
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
In case of missed approach expedite climbto 2000 ft AMSL.
© Air Traffic Control the Netherlands
MSA BASED ON SPL VOR / DME
2300
311°
1700
354°
2000
AD 2.-EHAM-IAC-36C.1
MSAMSA
FAFEH632
6.2 MSAGP INOP
EH6334 MSA
MSA
........
MNM 1310AMSL
1.
2.
3.
4.
5.
6.
7.
8.
The approach via LOMKO only at ATC discretionand for P-RNAV approved aircraft (seeEHAM AD 2.22 paragraph 2.6).
IFEH619
13.2 MSA
678
OLGAX8.0 MSA
CIRCLING *
EH 65713.3 SPL
MAPt: THR 36C0 MSA
GP INOP
Approaches on RWY 36R may be executedsimultaneously.
NA NA
VA
R 1
° W (2
005)
ILS RDH 50 ft
CROS
S15
SPL
AT22
0 KT IAS(U
nles
sot
herw
iseins
tructe
d)
AD ELEV-11
THR ELEV -12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
DL 169 (181) 96
02 JUL 09
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
1. Missed approach:- Inform ATC immediately.- Track 004° MAG and climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- Track 004° MAG and climb to 3000 ft AMSL,
proceed to L-OA; over L-OA turn left to SPL.- Cross SPL at 3000 ft AMSL and execute
the instrument approach procedureagain.
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
GS IN KT
G
G
ATC DISCRETION
LANGEVELD
CASTRICUM
061°1 min
2000
N O
R
T
H
S
E
A
FROM SUGOL (IAF)
FROM ARTIP (IAF)
1 minFL 070
00
4°
SP
L 2
07
SP
L 1
91
027°
THR36C
EH657004°42’48’’EEH658 52°12’16’’N004°41’58’’EEH659 52°09’19’’N004°44’07’’EEH660 52°16’54’’N
004°44’16’’E52°18’21’’NTHR36C004°35’32’’E52°07’59’’N
479
344
522
587
436
495
341
338
416
479
325
325
509
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
SPL 07132
251°113° 31SPL 293
MAPtEH 6603.1 SPL
FAFEH 6587.8 SPL
IFEH 65910.8 SPLEH 657
13.3 SPL
SP
L 1
91
VALKENBURG
FRO
M R
IVER
(IAF)
043°
34
SPL 22
3
15
NM
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
364
52°28’13’’NL / OA - 395
004°45’12’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAMX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
52°19’34’’NL / WP - 376
005°01’59’’E
005°05’32’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
SCHIPHOL /113.95 /
52°19’58’’NCH.86 Y
AMS
004°42’20’’E
52°09’05’’NL / NV - 332
004°45’53’’E
011°
OCA
A
B
C
D
570 (580)
VOR / DMEMAPt : 3.1 SPL
INSTRUMENT APPROACH CHARTSCHIPHOL
DIST RELATED TO SPL VOR / DME
CEILING AND VISIBILITY MINIMA
LANDING
TAKE-OFF
(OCH)
ACFTCAT
DAY :
DAY :
NIGHT :
NIGHT :
100 120 140 160 180
RWY 36C
VOR / DME
ELEV THR 36C : - 12 ft
2000 1750
1430
795
SPL 207
FL 070
36C 18C7.8
7 6 5 4
3° (5.2 %) SPL 191
SPL 191
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
10.8
004°
MSA BASED ON SPL VOR / DME
4°30’E 4°40’ 4°50’ 5°00’ 5°10’E
52°30’N
52°20’
52°10’N
2300
311°
1700
354°
SPL
TRANSITION ALTITUDE: 3000 ft AMSLTRANSITION LEVEL BY ATC
2000 ft AMSL
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
620
880
890
(630)
(890)
(900)
780 (790)
Schiphol Arrival
Schiphol Approach / Departure
TowerSchiphol
AIP NETHERLANDSAD 2.EHAM-IAC-36C.2
© Air Traffic Control the Netherlands
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH-waypoints beyond the FAF must beconsidered to be supplementary information.
Final track 6.7° offset from RWY centreline.
3000
1115
GS IN KT
VERTICAL SPEED
200 220
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT
SPL
CIRCLING *
FAFEH 6587.8 SPL
IFEH659
10.8 SPL
EH 65713.3 SPL
MAPtEH 6603.1 SPL
011°
NA NA
0 NM123
3.1
8910
VA
R 1
° W (2
005)
CROS
S15
SPL
AT22
0 KT IAS(U
nles
sot
herw
iseins
tructe
d)
AD ELEV-11
THR ELEV -12
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
1. Missed approach:- Inform ATC immediately.- Track 004° MAG and climb to 2000 ft AMSL.Inform ATC.
2. Missed approach in case of communication failure:- Track 004° MAG and climb to 3000 ft AMSL,proceed to L-OA; over L-OA turn left to SPL.
- Cross SPL at 3000 ft AMSL andexecute the instrument approachprocedure again.
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
AIRAC AMDT 07/09
02 JUL 09
G
G
ATC DISCRETION
S E
A
N O
R
T
H
VALKENBURG
CASTRICUM
LANGEVELD
15
NM
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
FROM SUGOL (IAF) FROM ARTIP (IAF)
061°
1 min2000
52°09’05’’NL / NV - 332
004°45’53’’E
17
8°
00
4°
274°
00
4°
MONUTEH617
35
8°
1 minFL070
00
4°
THR 36R
SCHIPHOL /
52°17’37’’NCH.56
ABA
004°46’30’’EY
319°
C/D
131°148°
(111.95) /
479
344
522
587
436
495
341
338
416
479
325
325
509
364
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
52°28’13’’NL / OA - 395
004°45’12’’E
SPL 071251° 32
EH6372.8 SPL1500 AMSL
113° 31SPL 293
043°
34
SPL 22
3
EH6366.2 ABA (8.7 SPL)
IF / EH61511.3 ABA
(13.89 SPL)
FAF / EH6349.3 ABA (11.8 SPL)
3000 AMSLGP INOP
FRO
M R
IVER
(IAF)
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAMX
005°05’32’’E
52°19’34’’NL / WP - 376
005°01’59’’E
1 min1 minA/B
EH6354.0 ABA (6.5 SPL)160 KT IAS
AIP NETHERLANDSSCHIPHOL
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
INSTRUMENT APPROACH CHART
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
0 NM 5 1010 5
SPL
178°
004°
004°
1 min
8.4
2000
3000
FL 070
DO NOT DESCEND BELOW THE DESCENT PROFILE
LNV
TRANSITION ALTITUDE: 3000 ft AMSLTRANSITION LEVEL BY ATC
MONUT EH617
RWY 36R
2300
311°
1700
354°
CAT II
56
81
94
Press Alt
134
144
155
168
Radio Alt
(145)
(155)
(166)
(179)
430 (440)
OCA
TIME AND VERTICAL SPEED
100 120 140 160 180
A
B
C
D
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
CEILING AND VISIBILITY MINIMA
ACFTCAT
GP INOPMAPt (THR)
(OCH)
CAT I
MSA BASED ON SPL VOR / DMEELEV THR 36R : -11.5 ft
67
200 220
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
330.950
111.950LOCGP
004°45’36’’EEH615 52°06’11’’N004°47’46’’EEH617 52°04’42’’N004°45’47’’EEH634 52°08’11’’N004°46’16’’EEH635 52°13’28’’N
THR 36R 52°17’27’’N 004°46’38’’E
274° 319° 004°
MONUT 1 APPROACHATC DISCRETION
EH636
ATC DISCRETION
52°11’18’’N 004°46’04’’E
9.3
004°
004°
1500 2000 ft AMSL
3°(5.2%)
004°47’06’’EEH637 52°22’24’’N
36R 18L
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
TWR
118.100
119.225
Schiphol Ground
Primary
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
620
780
890
(630)
(790)
(900)
880 (890)
Schiphol Tower
Schiphol Arrival
Schiphol Approach / Departure
and MONUT 1APPROACH
CH.56Y
ABA
DME ABA
25852265 2000
1630
1315
995
675355
6.2
ABA
DIST RELATED TO DME ABA
4 3 2 16789
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°10’N
52°20’
52°30’N
12 11
A/B 148° C/D 131°
© Air Traffic Control the Netherlands
AD 2.EHAM-IAC-36R.1
GS IN KT
1.
2.
3.
4.
5.
6.
7.
The approach via MONUT only at ATC discretionand for P-RNAV approved aircraft (seeEHAM AD 2.22 paragraph 2.6).
ILS CAT I/II/III / DMEGP INOP
ILS DME ABA reads ZERO at THR 36R.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
In case of missed approach:Do not overshoot the initial missed approachaltitude of 1500 ft AMSL.
MAPt: THR 36R0 ABA
GP INOP
CIRCLING *
Approaches on RWY 06, 18C, 18R, 27 or 36Cmay be executed simultaneously.
EH6372.8 SPL
EH6366.2 ABA
FAFEH634
9.3 ABA
IFEH615
11.3 ABA
11.3
VA
R 1
° W (2
005)
ILS RDH 50 ft
CROS
S15
SPL
AT22
0 KT IAS(U
nles
sot
herw
iseins
tructe
d)
AD ELEV-11
THR ELEV-11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
02 JUL 09
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
EH635 / 4.0 ABAMNM 1315 AMSL
1. Missed approach:- Inform ATC immediately.- Track 004° MAG and climb to 1500 ft AMSL..- At 2.8 north of SPL climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- Track 004° MAG and climb to 1500 ft AMSL;- When 1500 ft AMSL is reached start a right turn to NV,climb to cross NV at 3000 ft AMSL;
- After NV descend to 2000 ft AMSL in the outbound turnand execute the instrument approach procedure again.
G
G
ATC DISCRETION
CASTRICUM
LANGEVELD
15
NM
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
FROM SUGOL (IAF)
061°
1 min2000
52°09’05’’NL / NV - 332
004°45’53’’E
17
8°
00
4°
35
8°
1 minFL070
00
4°
THR 36R
C/D
131°
1 min
148°
A/B
00
4°
251° 32
SPL 071
FROM ARTIP (IAF)
043°
34
SPL 22
3
113° 31SPL 293
S E
A
N O
R
T
H
479
344
522
587
436
495
341
338
416
479
325
325
509
364
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflyingbelow 1000 ft AGL
453
417
52°28’13’’NL / OA - 395
004°45’12’’E
EH6372.8 SPL1500 AMSL
FAFEH6366.2 ABA(8.7 SPL)
1 min
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAMX
005°05’32’’E
52°19’34’’NL / WP - 376
005°01’59’’E
SCHIPHOL /
52°17’37’’NCH.56
ABA
004°46’30’’EY(111.95) /
EH6354.0 ABA(6.5 SPL)160 KT IAS
VALKENBURG
FRO
M R
IVER
(IAF)
52°13’14’’NL / CH - 388.5
004°33’27’’E
QD
R N
V 0
04
°
4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’E
52°10’N
52°20’
52°30’N
0 NM9
2300
311°
1700
354°
MSA BASED ON SPL
A
B
C
D
VOR/DME
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
ACFTCAT
570 (580)
ELEV THR 36R: -11.5 ftOCA (OCH)
NDB/DMEMAPt:THR
CEILING AND VISIBILITY MINIMA
DIST RELATED TO DME ABA
NDB / DME
12345678
6.28.4
SPL
LNV
004°
004°
178°
675995
1630
C/D 131°A/B 148° 3000
2000
FL 070
1 min
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
DO NOT DESCEND BELOW THE DESCENT PROFILE
004°
TRANSITION ALTITUDE: 3000 ft AMSLTRANSITION LEVEL BY ATC
15002000 ft AMSL
INSTRUMENT APPROACH CHARTSCHIPHOL
RWY 36R
18L36R
TWR
121.800
118.100
119.225
Schiphol Ground
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Ground Control
Schiphol Approach / Departure
620
880
890
(630)
(890)
(900)
780 (790)
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol
1 2 3
ABA
4 5 6 7
004°46’16’’EEH635 52°13’28’’NEH636 52°11’18’’N 004°46’04’’E
004°47’06’’EEH637 52°22’24’’N
3° (5.2%)
111.950LOC
CH.56Y
ABA
DME ABA
2000
AD 2.EHAM-IAC-36R.2AIP NETHERLANDS
NOTE:
Navigation in the initial and intermediateapproach segment is primarily based on radarvectors provided by ATC.
Execution of the complete procedure overheaddepicted by at ATC discretion orin case of COM-failure.
Given EH waypoints beyond the FAF must beconsidered to be supplementary information.
© Air Traffic Control the Netherlands
TIME AND VERTICAL SPEED
GS IN KT
NV / ABA
THR 36R 52°17’27’’N 004°46’38’’ECIRCLING *
FAFEH636
6.2 ABA EH6372.8 SPL
MAPt: THR 36R0 ABA
VA
R 1
° W (2
005)
CROS
S15
SPL
AT22
0 KT IAS(U
nles
sot
herw
iseins
tructe
d)
QDR NV 004°
EH6354.0 ABA
MNM 1310AMSL
AD ELEV-11
THR ELEV-11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
AIRAC AMDT 07/09
CH
AN
GE
: m
issed
ap
pro
ach
pro
ced
ure
, ed
ito
rial.
02 JUL 09
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
1. Missed approach:- Inform ATC immediately.- Track 004° MAG and climb to 1500 ft AMSL..- At 2.8 north of SPL climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- Track 004° MAG and climb to 1500 ft AMSL;- When 1500 ft AMSL is reached start a right turnto NV, climb to cross NV at 3000 ft AMSL;
- After NV descend to 2000 ft AMSL in theoutbound turn and execute theinstrument approach procedure again.
100 120 140 160 180 200 220
530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min
G
G
ATC DISCRETION
LANGEVELD
VALKENBURG
CASTRICUM
061°
1 min2000
059°
239°
042°
088°
00
4°
WARNING!
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80 X
SPY
004°51’14’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125 X
PAM
005°05’32’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°09’05’’NL / NV - 332
004°45’53’’E
SCHIPHOL /113.95 /
52°19’58’’NCH 86Y
AMS
004°42’20’’E
FAF09
FAF06
FAF04
FAF36C
FAF24
479
344
522
587
436
495
341
338
416
479
325
325
509
364
377
320
469
388 378
378
683
377
502
388
GAS COMPRESSOR STATIONAvoid overflying
below 1000 ft AGL
453
417
52°28’13’’NL / OA - 395
004°45’12’’E
N O
R
T
H
S E
A
CROSS 15 SPL AT 220 KT IAS
(Unless otherwise instructed)
15
NM
331
443440
417
417413
318
318
318318
When average surface wind velocityexceeds 30 kt, moderate turbulencecan be expected on final approachfor RWY 24 from APRX8 PAM - 10 PAM.
100 120 140 160 180
TAKE-OFF
LANDING
DAY:
DAY:NA
NIGHT:
NIGHT:NA
CEILING AND VISIBILITY MINIMA
RWY
ELEV
INSTRUMENT APPROACH CHARTAIP NETHERLANDS
1.5 NM FROM TOUCHDOWN
36C04 06 24
-13 -12 -11
MSA BASED ON SPL VOR / DME
DIST RELATED TO : TOUCHDOWN
1
1.5
2 3 4 5 6 7 8
6.7
12 934
600900
12001500
1800
TOUCHDOWN
MAPt
0 NM
DO NOT DESCEND BELOW THE DESCENT PROFILEGIVEN ALTITUDES TO BE CONSIDERED AS MNM ALT.
DESCENT GRADIENT300 ft / NM - 2.83° - 4.9%
GENERAL PROFILE
2300
354°
311°
1700
SCHIPHOL
09
-12
52°30’N
52°
20’
52°
10’
4°30’E 4°40’ 4°50’ 5°00’ 5°10’E
N
©Air Traffic Control the Netherlands
TRANSITION ALTITUDE 3000 ft AMSL
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET
RWY TRACK MAG
-12
OCH
OCA
620 780 890(630) (790) (890) (900)
570570
A : B : C : D :
MAPt
580580
TRANSITION LEVEL BY ATC
TERMINATING1.5 NM FROMTOUCHDOWN
880
TWR
118.100
119.225 Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Schiphol Approach / Departure
TWR
118.100
Primary
ATIS
108.400
121.500
243.000
General Emergency
in Amsterdam FIR
APP
131.150
119.050
118.400
121.200(TAR)
Schiphol Arrival
Tower
SPL VOR
132.975 Arrival Information
Schiphol
Schiphol Approach / Departure
570
580
570
580
570
580
Schiphol Approach / Departure
Schiphol Arrival
TowerSchiphol TowerSchiphol
GS IN KT
VERTICAL SPEED
200 220
CIRCLING *
2000
SRE
VA
R 1
° W (2
005)
2000 ft AMSL
AD ELEV-11
AD ELEV -11
* Circling procedures to and landingon RWY 18L and 36L is notpermitted, except in case ofan emergency.
AIRAC AMDT 07/10
01 JUL 10
IN CASE OF MISSED APPROACH
INFORM ATC IMMEDIATELY
500 ft/min 600 ft/min 700 ft/min 1000 ft/min 1100 ft/min800 ft/min 900 ft/min
OCA (OCH)
SRE RWY 18C, 18R, 22, 27 and 36R:see IAC of that RWY.
CH
AN
GE
: S
RE
RW
Y 1
8C
, 2
7 a
nd
36
R d
ele
ted
, ed
ito
rial
FAF
1. Missed approach:- Inform ATC immediately.- RWY track MAG and climb to 2000 ft AMSL.
2. Missed approach in case of communication failure:- RWY track MAG and climb to 3000 ft AMSL;- After passing 2000 ft AMSL start the shortest climbing turn
to SPL so as to cross SPL at 3000 ft AMSL and hold orexecute the most suitable instrument approach procedure.
AD 2.EHAM-IAC-MISCRWY 04, 06, 09, 24, 36C
SC
HIP
HO
L R
WY
06
PR
EC
ISIO
N A
PP
RO
AC
H T
ER
RA
IN C
HA
RT
(PA
TC
)
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
AIP
NE
TH
ER
LA
ND
S
DIMENSIONS AND ELEVATIONS IN METRES
900 800 700 600 500 400 300 200 100
-6
-4
-2
0
2
4
6
8
10
12
14
-6
-4
-2
2
4
6
8
10
12
14
0
GP 3°RDH: 50ft
DITCH
DIT
CH
06ELEV
-3.35
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
AD
2.E
HA
M-P
AT
C-0
61
4 F
EB
08
DATE OF SURVEY : JAN 2005
CHANGE: revised.
SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
AIR
AC
AM
DT
02
/08
CANALDIT
CH
18
C ELEV
-3.68
DATE OF SURVEY : OCT 05
PR
EC
ISIO
N A
PP
RO
AC
H T
ER
RA
IN C
HA
RT
(PA
TC
)
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
AIP
NE
TH
ER
LA
ND
SS
CH
IPH
OL R
WY
18
C
900800700600500400300200100
-6
-4
-2
2
4
6
8
10
12
14
0GP 3°
RDH: 50ft
-6
-4
-2
2
4
6
8
10
12
14
0
SURVEYING AGENCY : Amsterdam Airport Schiphol
AD
2.E
HA
M-P
AT
C-1
8C
14
FE
B 0
8
© A
ir Tra
ffic C
on
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DIMENSIONS AND ELEVATIONS IN METRES
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
AIR
AC
AM
DT
02
/08
CHANGE: THR ELEV, RDH, editorial.
SC
HIP
HO
L R
WY
18
RP
RE
CIS
ION
AP
PR
OA
CH
TE
RR
AIN
CH
AR
T (P
AT
C)
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
AIP
NE
TH
ER
LA
ND
S
900800700600500400300200100
-4
-2
0
2
4
6
8
10
12
14
-4
-2
2
4
6
8
10
12
14
0
GP 3°
RDH: 50ft
-6-6
ELEV
-3.9818
R
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
AD
2.E
HA
M-P
AT
C-1
8R
DIMENSIONS AND ELEVATIONS IN METRES
CHANGE: revised.
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst
DATE OF SURVEY : JAN 2005
14
FE
B 0
8
AIR
AC
AM
DT
02
/08
DIT
CH
DIT
CH
SC
HIP
HO
L R
WY
27
PR
EC
ISIO
N A
PP
RO
AC
H T
ER
RA
IN C
HA
RT
(PA
TC
)
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
AIP
NE
TH
ER
LA
ND
S
900800700600500400300200100
-4
-2
0
2
4
6
8
10
12
14
-4
-2
2
4
6
8
10
12
14
0
GP 3°
RDH: 50ft
27
-6-6
ELEV
-3.71
© A
ir Tra
ffic C
on
trol th
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eth
erla
nd
s
AD
2.E
HA
M-P
AT
C-2
7
CHANGE: revised.
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
DATE OF SURVEY : JAN 2005
SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst
14
FE
B 0
8
DIMENSIONS AND ELEVATIONS IN METRES
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
AIR
AC
AM
DT
02
/08
DITC
H
DITC
H
DITCH DITCH
DIT
CH
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
800 700 600 500 400 300 200 100
-6
-4
-2
0
2
4
6
8
10
12
14
-6
-4
-2
2
4
6
8
10
12
14
0GP 3°RDH: 50ft
36
C
ELEV
-3.64
AIP
NE
TH
ER
LA
ND
SS
CH
IPH
OL R
WY
36
CP
RE
CIS
ION
AP
PR
OA
CH
TE
RR
AIN
CH
AR
T (P
AT
C)
© A
ir Tra
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on
trol th
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eth
erla
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s
AD
2.E
HA
M-P
AT
C-3
6C
14
FE
B 0
8
DIMENSIONS AND ELEVATIONS IN METRES
AIR
AC
AM
DT
02
/08
CHANGE: revised.
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst
DATE OF SURVEY : JAN 2005
DIT
CH
900 800 700 600 500 400 300 200 100
-6
-4
-2
2
4
6
8
10
12
14
DIT
CH
ELEV
-3.41
36
R
0
GP 3°RDH: 50ft
SC
HIP
HO
L R
WY
36
RP
RE
CIS
ION
AP
PR
OA
CH
TE
RR
AIN
CH
AR
T (P
AT
C)
10
5
0
5
10
15
30
0
30
50METRES FEET
SCALE 1: 500
100 0 100 200 300
9006003000300
METRES
FEET
SCALE 1:3500
CONTOURS AND ELEVATIONS ARE RELATED
TO ELEVATION OF RWY THR
AIP
NE
TH
ER
LA
ND
S
-6
-4
-2
2
4
6
8
10
12
14
0
DITCH
DITCH
© A
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on
trol th
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eth
erla
nd
s
AD
2.E
HA
M-P
AT
C-3
6R
14
FE
B 0
8
DIMENSIONS AND ELEVATIONS IN METRES
AIR
AC
AM
DT
02
/08
CHANGE: revised.
POLE, TOWER, SPIRE, ANTENNA,CHIMNEY
TREE
RAILROAD TRAFFIC
CENTRE LINE IN PROFILE
MOBILE OBSTRUCTION
INTERSECTION WITH CENTRE LINE
OBSTRUCTION OUTSIDE CENTRE LINE
BUILDING OR LARGE STRUCTURE
APPROACH LIGHTS
DATE OF SURVEY : JAN 2005
SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst
FL 060FL 060
FL 060
FL 060
FL 060
FL 060
IVLUT19.4 SPL 106.5
LOPIK38.0 SPY 165.3
LEKKO
EH020 52°20’13’’N 004°55’44’’E
EH036
EH019
EH019 52°20’17’’N 004°50’14’’E
EH059
EH059 52°20’49’’N 004°51’00’’E
EH060
EH060 52°18’19’’N 004°54’25’’E
EH061
EH061 52°13’30’’N 004°53’22’’E
EH072
EH072 52°01’14’’N 004°50’35’’E
2 SPY
212°
29 SPY
MAX 220 KT IAS
187°
16 SPL
316°
7 SPL
SPY 243
SPY 306
PAM 272
SP
Y 1
82
SPL 106
SPL 136
SPL 142
SPL 095
SPY 053
PA
M 0
16
SP
Y 1
65
PA
M 2
07
SP
Y 1
84
THR 04
52°18’01’’N 004°47’01’’ETHR 04
MAX 220 KT IAS
27.4 PAM 206.9
EH036 52°15’25’’N 004°50’52’’E
BERGI 1F
ANDIK 2F
ARNEM 2F
LOPIK 1FLEKKO 1F
GORLO 2F
MAX 220 KT IAS
BERGI22.0 SPY 305.8
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
PAMWOODY
62.0 206.9
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
ANDIK25.2 PAM 015.9
VOLLA29.0 SPY 243.2
300°
239°AMSL500 ft
TOTNASPY
LUTOM
165.3
161°
79.4
SP
Y 1
65
CAUTION
AMGODG
OR
LO
VFR-flights without ATC clearancepermitted.
EH090
213°
11 SPY
EH094272°
EH091
055°
EH043
004°32’04’’EEH090 52°28’02’’N
004°29’20’’EEH091 52°25’22’’N
004°39’41’’EEH094 52°27’58’’N
EH043 52°25’31’’N 005°07’54’’E
EH0207 PAM
OGINA18.0 SPL
NYKER17.3 PAM 111.9
095°125°
LUNIX 1F
18.5 SPL
LUNIX32.9 SPL 114.5
KEKIX
KONOM
23.6 SPY
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 04 AD 2.EHAM-SID-04
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
10 MAR 11
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
AIRAC AMDT 03/11© Air Traffic Control the Netherlands
AVERAGE VAR 1° W (2005)
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
FL 060
FL 060
FL 060
FL 060FL 060
FL 060
EH014
EH014 52°20’16’’N 004°51’50’’E
EH022
EH022 52°40’50’’N 004°31’19’’E
EH036
EH036 52°15’25’’N 004°50’52’’E
EH018
EH018 52°19’13’’N 004°49’07’’E
EH072
MAX 220 KT IAS
18
2°
29 SPY
16 SPL
SPL103
SPL132MAX 220 KT IAS
SPY 306
SPY 243
SPL 142
SP
Y 1
82
PA
M 2
07
SPL 106
PA
M 0
16
SP
L 3
39
SP
Y 1
65
THR 06
52°17’21’’N 004°44’14’’E
BERGI 2R
ANDIK 2R
LEKKO 1R LOPIK 1R
BERGI22.0 SPY 305.8
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
VOLLA29.0 SPY 243.2
IVLUT19.4 SPL 106.5
LOPIK38.0 SPY 165.3
LEKKO
27.4 PAM 206.9
WOODYPAM62.0 206.9
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
300°
GORLO 2R
239°
AMSLAMSL500 ft
TOTNASPY
LUTOM
165.3
161°
79.4
SP
Y 1
65
AMGOD
CAUTION
VFR-flights without ATC clearancepermitted.
316°
7 SPL
EH090
213°
11 SPY
EH094272°
EH091
055°
EH043
EH020
004°32’04’’EEH090 52°28’02’’N
004°29’20’’EEH091 52°25’22’’N
004°39’41’’EEH094 52°27’58’’N
EH020 52°20’13’’N 004°55’44’’E
EH043 52°25’31’’N 005°07’54’’E
EH072 52°01’14’’N 004°50’35’’E
7 PAM
GO
RLO
OGINA18.0 SPL
20 SPL
PAM 272
DTHR 06
ARNEM 2RNYKER
17.3 PAM 111.9
095°125°
LUNIX 1R
18.5 SPL
LUNIX32.9 SPL 114.5
KONOM
23.6 SPYKEKIX
SPY 053
015.9ANDIK
25.2 PAM
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 06 AD 2.EHAM-SID-06
TRANSITION ALTITUDE 3000 ft AMSL
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
© Air Traffic Control the Netherlands
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
10 MAR 11
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
AIRAC AMDT 03/11
FL 060
FL 060
FL 060
FL 060
FL 060FL 060
FL 060
EH030
VALKO48.9 PAM 252.4
EH022
EH036
EH025
EH040
EH053
EH053 52°23’14’’N 004°47’23’’E
EH052
EH052 52°19’27’’N 004°53’59’’E
EH072
EH055
EH055 52°19’15’’N 004°52’00’’E
EH043
EH043 52°25’31’’N 005°07’54’’E
EH042
EH042 52°17’44’’N 004°57’44’’E
055°
114°
29 SPY
16 SPL
MAX 220 KT IAS
MAX 220 KT IAS
25 PAM
266°
SPL 106
SPL 142
SP
Y 1
82
RTM
035
PAM 240
PA
M 2
07
SP
Y165
PA
M 0
16
SPY 243
SP
L 3
39
SPY 306
THR 09
EH036 52°15’25’’N 004°50’52’’E
EH072 52°01’14’’N 004°50’35’’E
EH022 52°40’50’’N 004°31’19’’E
EH025 52°12’25’’N 004°44’24’’E
EH030 52°15’42’’N 004°48’05’’E
EH040 52°06’24’’N 004°28’03’’E
DTHR09 52°19’00’’N 004°44’52’’E
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SPLSCHIPHOL /108.4 /
52°19’56’’NCH.21
004°45’00’’EX / ATIS
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
BERGI22.0 SPY 305.8
IVLUT19.4 SPL 106.5
WOODY62.0 PAM 206.9
LEKKO27.4 PAM 206.9
VOLLA29.0 SPY 243.2
BERGI 2N
GORLO 2N
ANDIK 1N
LOPIK 1N
LEKKO 1N
VALKO 3M
7.5 PAM4 SPL
300°
239°
500 ftAMSL
3000 ft AMSL
TOTNASPY
LUTOM
165.3
161°
LOPIK38.0 SPY 165.3
79.4
SP
Y165
AMGOD
GORLO
CAUTION
VFR-flights without ATC clearancepermitted.
EH053
316°
7 SPL
EH090
213°
11 SPY
EH094272°
EH091
004°32’04’’EEH090 52°28’02’’N
004°29’20’’EEH091 52°25’22’’N
004°39’41’’EEH094 52°27’58’’N
20 SPL
OGINA18.0 SPL
PAM 266
095°125°
LUNIX 1NLUNIX
32.9 SPL 114.5
NYKER17.3 PAM 111.9
ARNEM 2N
18.5 SPL
SPY 053
ANDIK25.2 PAM 015.9
KEKIX
KONOM
23.6 SPY
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 09 AD 2.EHAM-SID-09
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
TRANSITION ALTITUDE 3000 ft AMSL
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
© Air Traffic Control the Netherlands
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
10 MAR 11
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
AIRAC AMDT 03/11
FL 060
FL 060
FL 060
FL 060FL 060
FL 060
FL 060
EH028 52°21’28’’N 004°25’16’’EEH046 004°43’47’’E
EH074 52°09’58’’N 004°45’25’’E
EH026 52°10’17’’N 004°52’11’’EEH009 52°13’25’’N 004°33’16’’E
EH051 52°14’38’’N 004°39’04’’E
THR18C 52°19’53’’N 004°44’24’’E
EH080 52°17’29’’N 004°44’11’’E
52°13’04’’N
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’N
L / CH - 388.5
004°33’27’’E
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
LEKKO24.5 SPL 179.4
BERGI46.8 RTM 355.5
ANDIK
19.425.2
SPYPAM
052.6015.9
EH028
EH026
EH009
EH046
004°44’04’’E
EH048
EH048 52°16’12’’N004°36’45’’E
EH049
EH049 52°17’21’’N
EH051
EH074
EH080
DENAG252.4
184°
5.5 SPL
TORGA 1X
074°
ELPAT 2X
AMGOD 2X
163°
LARAS 1X
119°
ROVEN 1X
SP
Y205
2.5 SPL285°
MAX 220 KT IAS330°
DENAG 2X
234°
PAM 252
SPL 149
SP
Y 1
65
NIK
026
RT
M 3
56
SPY 053
SPY 2
11
PA
M 0
16
SP
L 1
79
PAM
221
19.0 PAM
THR18C
EH057
EH057 52°22’16’’N 004°41’27’’E
300°
3000 ft AMSL
LOPIK27.9 SPL 150.6
SPY
LUTOM
165.3
161°
TOTNA79.4
AMGOD
CAUTION
VFR-flights without ATC clearancepermitted.
BETUS 3Y
50.0 SPY
ROVEN
LARAS44.6 NIK
26.0 SPL
46.9 PAM
GO
RLO
EH069
QDR NV 074°
QD
R C
H 330°
45.0 RTM
EH069 52°09’06’’N 004°55’45’’E
QD
M N
V 163°
BETUS14.4 SPY
PAM 2
32
PAM 2
26IVLUT
19.4 SPL 106.5
EDUPO 1X
NYKER17.3 PAM 111.9
095°125°
LUNIX32.9 SPL 114.5
18.5SPL
18.0SPL
ANDIK
KEKIX
KONOM
23.6 SPY
TORGA16.4 PAM
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDSSCHIPHOL RWY 18C
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
TRANSITION ALTITUDE 3000 ft AMSL
52°
40’N
52°
30’
52°
20’
52°
10’
N
52°00’
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
AD 2.EHAM-SID-18C
© Air Traffic Control the Netherlands
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
AIRAC AMDT 03/11
10 MAR 11
CH
AN
GE
: A
MG
OD
SID
, D
EN
AG
SID
an
d r
ou
tes n
ort
h o
f A
ND
IK c
han
ged
, B
OLG
A S
ID c
han
ged
an
d r
en
am
ed
TO
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A S
ID, ed
ito
rial.
FL 060
FL 060
FL 060FL 060
FL 060
FL 060
EH028
EH028 52°21’28’’N 004°25’16’’E
EH029
EH029 52°11’16’’N 004°49’14’’E
EH024
EH024 52°15’11’’N 004°58’50’’E
EH037
EH037 52°15’28’’N 004°46’28’’E
EH009
EH009 52°13’25’’N 004°33’16’’E
EH050
EH050 52°09’19’’N 004°55’05’’E
52°18’58’’N 004°46’47’’E
EH073
MAX 220 KT IAS
093°
6.5 SPL
8 SPL
119°
THR 18L
PAM
221
PAM 2
27
SP
L 1
64
RT
M 0
17
PAM 252
PA
M 0
16
SP
Y 1
86
PA
M 2
07
SPL 151
RT
M 3
56
DTHR 18L
MAX 220KT IAS
3.1 SPL
EH073 52°12’51’’N 004°48’28’’E
ANDIK 2E
VALKO 2E
LEKKO 2E
LOPIK 2E
BERGI 2E
300°
ANDIK25.2 PAM 015.9
BERGI
52°32’25’’N
SPIJKERBOOR /113.3 / CH.80
SPY
004°51’14’’EX
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
L /
52°13’14’’N
CH - 388.5
004°33’27’’E
LEKKO
37.2 SPY 185.9
PAMWOODY
62.0 206.9
VALKO48.9 PAM 252.4
46.8 RTM 355.5
500 ftAMSL
3000 ft AMSL
SPY
LUTOM
165.3 TOTNA
LOPIK27.9 SPL 150.6
SP
Y 1
65
161°
330°
283°
79.4
AMGOD
CAUTION
VFR-flights without ATC clearancepermitted.
GO
RLO
093°
QD
R C
H 330°
QDM CH 283°
IVLUT19.4 SPL 106.5
ARNEM 3ENYKER
17.3 PAM 111.9
095°125°
LUNIX 1E
18.5 SPL
LUNIX32.9 SPL 114.5
SPY 053 KEKIX
KONOM
23.6 SPY
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 18L
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
TRANSITION ALTITUDE 3000 ft AMSL
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
AD 2.EHAM-SID-18L
© Air Traffic Control the Netherlands
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
10 MAR 11
AIRAC AMDT 03/11
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
FL 060
FL 060
FL 060FL 060
FL 060
FL 060
52°13’14’’NL /CH - 388.5
004°33’27’’E
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
ROTTERDAM /110.4 /
51°58’25’’NCH.41
004°28’51’’EX / ATIS
RTM
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
EH029
EH023 52°15’21’’N 004°50’53’’E
VALKO48.9 PAM 252.4
BERGI
46.8 RTM 355.5
EH009
EH009 52°13’25’’N 004°33’16’’E
EH041
EH041 52°19’22’’N 004°25’36’’E
EH050
EH050 52°09’19’’N 004°55’05’’E
EH062
EH062 52°15’33’’N 004°43’28’’E
EH063
EH063 52°16’31’’N 004°44’51’’E
EH064
EH064 52°15’04’’N 004°47’23’’E
EH023
EH073
EH073 52°12’51’’N 004°48’28’’E
MAX 220 KT IAS
8 SPL
119°
MAX 220 KT IAS
285°
PA
M 0
16
SP
L 1
64
SPL 151S
PY
186
PAMWOODY
62.0 206.9
RT
M 3
56
PA
M 2
07
PAM 252
THR22 52°18’50’’N 004°48’11’’E
2.8SPL
222°
BERGI 1G
ANDIK 2G
LEKKO 1G
LOPIK 1G
VALKO 1G
SCHIPHOL /108.4 /
52°19’56’’NCH.21
004°45’00’’EX / ATISSPL
300°
THR 22
500 ftAMSL
3000 ft AMSL
LEKKO
37.2 SPY 185.9
SPY
LUTOM
165.3 TOTNA
SP
Y 1
65
161°
LOPIK27.9 SPL 150.6
79.4
AMGOD
CAUTION
VFR-flights without ATC clearancepermitted.
EH027
093°
PAM
222
EH029 52°11’16’’N 004°49’14’’E
EH027 52°15’03’’N 005°01’34’’E
GO
RLO
PA
M 2
07
IVLUT19.4 SPL 106.5
ARNEM 3GNYKER
17.3 PAM 111.9
095°125°
LUNIX 1G
18.5 SPL
LUNIX32.9 SPL 114.5
SPY 053
ANDIK25.2 PAM 015.9
KEKIX
KONOM
23.6 SPY
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 22 AD 2.EHAM-SID-22
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
SIDSID ATC DISCRETIONVOR RADIALBEARING
SIDSID ATC DISCRETIONVOR RADIALBEARING
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
© Air Traffic Control the Netherlands
AVERAGE VAR 1° W (2005)
AIRAC AMDT 03/11
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
10 MAR 11
FL 060
FL 060
FL 060FL 060
FL 060
FL 060
52°09’05’’NL /NV - 332
004°45’53’’E
EH028
EH028 52°21’28’’N 004°25’16’’E
EH001
EH001 52°16’31’’N 004°42’04’’E
EH039
EH039 52°09’37’’N 004°45’26’’E
EH026
EH026 52°10’17’’N 004°52’11’’E
EH009
EH009 52°13’25’’N 004°33’16’’E
EH050
EH050 52°09’19’’N 004°55’05’’E
EH051
EH051 52°14’38’’N 004°39’04’’E
239°
119°
MAX 220 KT IAS
THR 24
SPY 2
11
SPY 053
PAM
221
PA
M 0
16
SP
L 1
79
SPL 151
PAM 252
4.2 SPL
19.0 PAM
RT
M 3
56
PA
M 2
07
THR24 52°18’16’’N 004°46’39’’E
MAX 220 KT IAS
SP
Y 2
05
PAM 2
26
EH057
074°
330°
285°
EH057 52°22’16’’N 004°41’27’’E
BERGI 1S
ANDIK 1S
SPIJKERBOOR 2K
EH049
VALKO 1S
225°
LEKKO 1S
LOPIK 1S
EH049 004°36’45’’E52°17’21’’N
(SEE SID DESCRIPTION)
300°
BERGI46.8 RTM 355.5 ANDIK
19.4 SPY 052.625.2 PAM 015.9
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
004°45’00’’EX / ATISSPL
52°13’14’’NL /CH - 388.5
004°33’27’’E
110.4 /ROTTERDAM /
51°58’25’’NCH.41
004°28’51’’E
RTM
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
VALKO48.9 PAM 252.4
PAMWOODY
62.0 206.9
LEKKO24.5 SPL179.4
LOPIK27.9 SPL 150.6
3000 ft AMSL
SPY
LUTOM
165.3 TOTNA
161°
SP
Y 1
65
79.4
AMGOD
CAUTION
VFR-flights without ATC clearancepermitted.
QD
M N
V 153°
PAM 2
32
QDR NV 074°
QD
R C
H 330°
IVLUT19.4 SPL 106.5
ARNEM 2SNYKER
17.3 PAM 111.9
095°125°
LUNIX 1SLUNIX
32.9 SPL 114.5
18.5SPL
18.0SPL
EH005
4.0 SPL
EH008 52°12’30’’N 004°46’00’’E
EH008
EH005 52°16’26’’N 004°41’51’’E
KEKIX
KONOM
23.6 SPY
EH065 52°16’37’’N 004°42’20’’E
EH067 52°19’05’’N 004°38’24’’E
EH085 52°17’54’’N 004°41’01’’E
EH086 52°18’15’’N 004°41’10’’E
EH066 004°40’24’’E52°16’26’’N
THR 24
EH067
MAX 220 KT IAS
EH066 EH065
EH086
EH085
031°
239°
1.2
1.2
3.4
15.5
X
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
52°
40’N
52°
30’
52°
20’
52°
10’
N
52°00’
AVERAGE VAR 1° W (2005)
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDSSCHIPHOL RWY 24 AD 2.EHAM-SID-24
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050 Schiphol Approach / Departure
Schiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
© Air Traffic Control the Netherlands
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
07 APR 11
AIRAC AMDT 04/11
CH
AN
GE
: S
PIJ
KE
RB
OO
R S
ID a
ltern
ative c
od
ing
with
rad
ius t
o fix
(R
F)
turn
ad
ded
, ed
ito
rial.
SPIJKERBOOR 2K [SPY2KZ]alternative coding withradius to fix (RF) turn.
See EHAM AD 2.22paragraph 1.5.2specific remark 6.
NOT TO SCALE
FL 060FL 060
FL 060
FL 060FL 060
FL 060
THR 27 52°19’06’’N 004°47’49’’E
EH032
EH032 52°15’51’’N 004°35’19’’E
EH041
EH041 52°19’22’’N 004°25’36’’E
EH057
EH057 52°22’16’’N 004°41’27’’E
EH058
EH058 52°19’48’’N 004°40’33’’E
EH075
EH075 52°09’22’’N 004°45’27’’E
EH056
EH056 52°19’46’’N 004°39’03’’E
290°2.5 SPL
18 SPY
MAX 220 KT IAS
MAX 220 KT IAS
SPY 2
11
SPY 2
11
SPL 268
RT
M 3
56
SPY 053
THR 27
SP
L 1
79
PA
M 2
07
SP
L 1
86
BERGI 1P
SPIJKERBOOR 1P
GORLO 1P
LOPIK 1P
LEKKO 1P
300°
BERGI46.8 RTM 355.5
VOLLA
21.9 SPL 268.3
ANDIK19.4 SPY 052.6
LOPIK38.0 SPY 165.3
LEKKO24.5 SPL 179.4
PAMWOODY
62.0 206.9
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
52°09’05’’NL / NV - 332
004°45’53’’E
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
239°
500 ftAMSL
074°
137°
135°
161°
SPY
LUTOM
165.3
SP
Y 1
65
TOTNA79.4
AMGOD
GORLO
CAUTION
VFR-flights without ATC clearancepermitted.
QDM NV 137°
QDR NV 135°
QDR NV 074°
SPLIVLUT
106.5
ARNEM 2PNYKER17.3 PAM 111.9
095°125°
LUNIX 1PLUNIX
32.9 SPL 114.5
18.5SPL
18.0SPL
19.4
KEKIX
KONOM
23.6 SPY
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 27
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
© Air Traffic Control the Netherlands
AD 2.EHAM-SID-27
AVERAGE VAR 1° W (2005)
10 MAR 11
AIRAC AMDT 03/11
CH
AN
GE
: R
ou
tes n
ort
h o
f A
ND
IK, ed
ito
rial.
FL 060
FL 060
FL 060
FL 060
EH033 52°23’19’’N 004°47’04’’E
EH036
EH036 52°15’25’’N 004°50’52’’E
EH044
EH044 52°26’06’’N 004°51’49’’E
52°18’21’’N 004°44’16’’E
EH072
EH072 52°01’14’’N 004°50’35’’E
NYKER17.3 PAM 111.9
104°
MAX 220 KT IAS
SPY 053
PAM 112
SP
Y 1
78
PAM
326
SP
Y 1
82 SPL 142
SP
Y 1
65
PA
M 2
07
SP
Y 1
93
THR 36CSCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
ANDIK
19.4 SPY 052.6
LOPIK38.0 SPY 165.3LEKKO
27.4 PAM 206.9
WOODY62.0 PAM 206.9
OGINA 1W
WOODY 1W
EH082EH081090°
048°
EH082 004°59’20’’E52°25’27’’N
52°25’25’’N 004°50’44’’EEH081
4.5 SPL
SPY
LUTOM
165.3 TOTNA
161°
SP
Y 1
65
79.4
CAUTION
VFR-flights without ATC clearancepermitted.
OGINA18.0 SPL 142
EH070
EH010
NOPSU 1W
NYKER 3W
SP
Y 1
82
1.4 SPL
2.2 SPL
EH010 52°22’41’’N 004°46’09’’E
EH070 52°21’59’’N 004°51’01’’E
047°
500 ftAMSL
DTHR 36C
IVLUT8.2 PAM 132.6
PAM 133
125°
RENDI27.1 PAM 127.9
IVLUT 2W
KEKIX
KONOM
23.6 SPY
EH033028°
6.0 SPL
NOPSU4.5 SPY
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDS
5°00’
52°00’
SCHIPHOL RWY 36C
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
AD 2.EHAM-SID-36C
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
© Air Traffic Control the Netherlands
AVERAGE VAR 1° W (2005)
024°
10 MAR 11
AIRAC AMDT 03/11
CH
AN
GE
: IV
LU
T S
ID a
nd
NY
KE
R S
ID c
han
ged
, G
RO
NY
SID
ren
am
ed
NO
PS
U S
ID, ro
ute
s n
ort
h o
f A
ND
IK, ed
ito
rial.
FL 060
FL 060
FL 060
FL 060FL 060
FL 060
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
LEKKO27.4 PAM 206.9
BERGI28.8 SPL 331.3
LOPIK
ANDIK19.4 SPY 052.6
VOLLA29.0 SPY 243.2
004°43’03’’E
EH012
EH012 52°25’13’’N
004°43’46’’E
EH013
EH013 52°32’41’’N
004°50’35’’E
EH072
EH072 52°01’14’’N
52°19’43’’N 004°42’32’’E
004°46’20’’E
EH087
EH087 52°28’48’’N
004°54’55’’E
EH088
EH088 52°29’15’’N
004°32’04’’E
EH090
EH090 52°28’02’’N
004°29’20’’E
EH091
EH091 52°25’22’’N
004°39’41’’EEH094 52°27’58’’N
BERGI 3V
LEKKO 2V
LOPIK 2V
030°
086°
213°
073°
SPIJKERBOOR 2VSPY 0
53
SP
L 331
PA
M 2
07
SP
Y 1
82
SP
Y 1
65
PAM 112
AM
S 0
05
SPY 243
PAM
326
WOODY62.0 PAM 206.9
11 AMS
4 AMS
7.5 AMS11 SPY
38.0 SPY 165.3
THR 36L
THR 36L
EH036
SPL 142
004°43’06’’EEH047 52°25’52’’N
300°
GORLO 3V
239°
EH094
5.1 SPL /
316°
272°
SPY
LUTOM
165.3 TOTNA
161°
79.4
SP
Y 1
65
AMGOD
GORLO
CAUTION
VFR-flights without ATC clearancepermitted.
170°
EH047
EH034
004°34’36’’EEH034 52°31’04’’N
004°50’52’’EEH036 52°15’25’’N
OGINA18.0 SPL
EH08410 SPY
7.1 AMS
004°42’55’’EEH084 52°23’43’’N
5 AMS
MAX 220 KT IAS
3000 ft
IVLUT8.2 PAM 132.6
PAM 133
125°
LUNIX22.1 PAM 128.3
LUNIX 1V
ARNEM39.0 PAM 111.9
ARNEM 1V
KEKIX
KONOM
23.6 SPY
NOPSU4.5 SPY
AIP NETHERLANDSSCHIPHOL RWY 36L
STANDARD DEPARTURE CHART-INSTRUMENT
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E
52°
40’
N
52°
00’
N
52°
10’
52°
20’
52°
30’
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
118.275
121.900 Ground Control
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
TowerSchiphol
Schiphol Ground
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AD 2.EHAM-SID-36L
© Air Traffic Control the Netherlands
AVERAGE VAR 1° W (2005)
10 MAR 11
AIRAC AMDT 03/11
CH
AN
GE
: E
H0
83
ren
am
ed
NO
PS
U, S
PIJ
KE
RB
OO
R S
ID, ro
ute
s n
ort
h o
f A
ND
IK, ed
ito
rial.
SEE AD 2.EHAM-SID-04 up to and incl. -SID-SUP-36LOUTLINE SID CHARTS
LARASLEKKO
WOODY
AMGODBERGI
LOPIKOGINAROVENDENAG
VALKO
GORLO
ARNEMELPATNYKER
EDUPOIVLUTLUNIX
ANDIKBETUSNOPSU
SPIJKERBOORTORGA
125°
131°
PAM 112
(U)N
873
(U)N
873
(U)M105 (U)N125
(U)P
999
(U)P
174
UZ700
(U)N
873
UP
603
(U)L602
(U)L602
(U)L602
(U)L60
(U)P
1
(U)L980
(U)L980
(U)P20(U)P20
(U)L980
(U)Y76
(U)N
872 (U
)N852
V33
V33
(U)L620
P57
P57
(U)Z738
(U)T196
(U)Z
708(U
)Z733
BRUSSELS FIR
AMSTERDAM FIR
AM
STE
RD
AM
FIR
LON
DO
N F
IR
FIR
AM
ST
ER
DA
M
BR
EM
EN
FIR
BREMEN FIR
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
LEKKO
BERGI
LOPIK
REFSO
ANDIK
VALKO
XAMAN
DOBAK
SOMPOBEDUM
GRONY
NYKER
TEBRO
SONEB
WOODY
LARAS
LUTOM
AMGOD
MIMVA
KOLAG
GODOS
SUPUR
GORLO
RIMBU
PEVAD
RINIS
EELDE112.4
53°09’50’’N
EELDE/ CH.71X
/ EEL
006°40’00’’E
EINDHOVEN51°28’04’’N
/ EHN - 397005°23’42’’E
TOTNA
LANGEN FIR
LA
NG
EN
FIR
AM
STE
RD
AM
FIR
SOPVI
OSGOS
MSL
EHFLD
480
EHFL
D05541D
MSL EHFL
D05541E
MSL
41A-C
Gunfiring up to
48000 ft AMSL
DENAG
IVLUT
LUNIX
NAPRO
KEKIX
AGISUKONOM
ARNEM39.0 PAM
ELPAT34.0 PAM
RENDI37.8 SPL
EDUPO45.5 SPL
W
AIP
NE
TH
ER
LA
ND
S
53°
N
N
51°
52°
E7°6°5°4°3°2°E
SC
HIP
HO
LS
TA
ND
AR
D D
EP
AR
TU
RE
CH
AR
T - IN
ST
RU
ME
NT
23 SPY 304
DISTANCES IN NM
DIRECTIONS ARE MAGNETIC
DME SPY 23 NMVOR SPY RADIAL 304
ALTITUDES IN FEET
ATS ROUTE
TRANSITION ALTITUDE : 3000 ft AMSL
SID ROUTE AS DESCRIBED
AVERAGE VAR 1°W (2005)
Below FL 100 : MAX 250 KT IAS
SID ROUTE121.500 General Emergency
(TAR)APP 119.050
121.200SchipholSchiphol
Approach / DepartureApproach / Departure
121.975
121.800121.700
118.275
122.200ATIS Departure Information
Clearance Delivery
Ground ControlGround Control
121.650 Schiphol Start-up Start-up Control
Schiphol Delivery
Schiphol GroundSchiphol Ground
121.900 Schiphol Ground Ground Control
CDR
TWR
118.100
119.225 Schiphol Tower Primary
Schiphol Tower
Schiphol Tower
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
AD
2.E
HA
M-S
ID-O
VE
RV
IEW
AIR
AC
AM
DT
03
/10
10
MA
R 1
1
Detailed information concerning ATS-ROUTES and WPTssee ENR 3, 4 and 6.For ATS-ROUTE restrictions see AD 2.22 paragraph 1.5.3.
CHANGE : ATS RTEs north of ANDIK, BOLGA SID renamed TORGA and GRONY SID renamed NOPSU, editorial.
FL 060
FL 060
FL 060
52°09’05’’N
L / NV - 332
004°45’53’’E
EH014
EH014 52°20’16’’N 004°51’50’’E
ANDIK19.4 SPY 052.6
EH021
EH021 52°28’36’’N 004°39’21’’E
EH036
EH036 52°15’25’’N 004°50’52’’E
EH038
EH038 52°10’12’’N 004°57’39’’E
EH017
EH017 52°11’06’’N 004°56’29’’E
MAX 220 KT IAS
318°
18
2°
9 SPL
10 SPL
SPL 142
SPY 243
SPY 053
PA
M 2
07
SPY 228
SPL 103
SPL 132THR 06
52°17’21’’N 004°44’14’’E
LEKKO 1T
ANDIK 1T
MAX 220 KT IAS
SPIJKERBOOR /
113.3 /
52°32’25’’N
CH.80
SPY
004°51’14’’E
X
SCHIPHOL /
108.4 /
52°19’56’’N
CH.21
SPL
004°45’00’’E
X / ATIS
IVLUT
19.4 SPL 106.5
ROTTERDAM /
110.4 /
51°58’25’’N
CH.41
RTM
004°28’51’’E
X / ATIS
LEKKO
27.4 PAM 206.9
WOODY
PAM62.0 206.9
PAMPUS /
117.8 /
52°20’05’’N
CH.125
PAM
005°05’32’’E
X
AMSL500 ft
074°
BOLGA24.4 SPY
QDR NV 074°
DTHR 06
ARNEM 2TNYKER
17.3 PAM 111.9
095°125°
LUNIX 1TLUNIX
32.9 SPL 114.5
18.5SPL
18.0SPL
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°10’ 5°20’E
52°
30’
52°
20’
52°
10’
N
52°
40’N
AIP NETHERLANDS
5°00’
52°00’
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
TRANSITION ALTITUDE 3000 ft AMSL
SCHIPHOL RWY 06 (Supplementary)
STANDARD DEPARTURE CHART-INSTRUMENT
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
AD 2.EHAM-SID-SUP-06
© Air Traffic Control the Netherlands
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
AIRAC AMDT 03/10
CH
AN
GE
: A
RN
EM
SID
, LU
NIX
SID
ad
ded
, ed
ito
rial.
11 MAR 10
FL 060
FL 060
FL 060FL 060
FL 060
SCHIPHOL /108.4 /
52°19’56’’NCH.21
SPL
004°45’00’’EX / ATIS
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
ROTTERDAM /110.4 /
51°58’25’’NCH.41
RTM
004°28’51’’EX / ATIS
SPIJKERBOOR /113.3 /
52°32’25’’NCH.80
SPY
004°51’14’’EX
AMSTERDAM /113.95 /
52°19’58’’NCH.86
AMS
004°42’20’’EY
LEKKO27.4 PAM 206.9
BERGI22.0 SPY 305.8
LOPIK38.0 SPY 166.4
VOLLA29.0 SPY 243.2
004°32’46’’E
EH006
EH006 52°35’27’’N
EH013
004°44’04’’E
EH015
EH015 52°35’27’’N
004°24’52’’E
EH016
EH016 52°23’55’’N
EH072
WOODY62.0 PAM 206.9
13 AMS
BERGI 1Z
11 AMS
2.5 SPY
LEKKO 1Z
LOPIK 1Z
271°
PAM
326
SP
Y 1
82
SP
Y 1
65
SPY 243
SPY 306
PAM 112
SPY 274
AM
S 0
05
PA
M 2
07
52°19’43’’N 004°42’32’’E
EH072 004°50’35’’E52°01’14’’N
EH013 004°43’46’’E52°32’41’’N
THR 36L
THR 36L
300°
GORLO 1Z
239°
SPY
LUTOM
165.3 TOTNA
161°
79.4
SP
Y 1
65
AMGOD
GORLO
CAUTION
VFR-flights without ATC clearancepermitted.
IVLUT8.2 PAM 132.6
PAM 133
125°
LUNIX22.1 PAM 128.3
LUNIX 1Z
ARNEM39.0 PAM 111.9
ARNEM 1Z
HD
R 2
04
HD
R - 1
15.5
5 / C
H.1
02 Y
AIP NETHERLANDS
4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E
52°
40’
N
52°
00’
N
52°
10’
52°
20’
52°
30’
SCHIPHOL RWY 36L (Supplementary)STANDARD DEPARTURE CHART-INSTRUMENT
DISTANCES IN NMALTITUDES IN FEETDIRECTIONS ARE MAGNETIC
23 SPY 304DME SPY 23 NMVOR SPY RADIAL 304
SIDSID ATC DISCRETIONVOR RADIALBEARING
118.275
121.900 Ground Control
TWR118.100119.225
121.800121.700
Primary
Ground ControlGround Control
122.200ATIS Departure Information
121.500243.000
General Emergencyin Amsterdam FIR
(TAR)APP
121.200119.050
Tower
Schiphol Approach / DepartureSchiphol Approach / Departure
Start-up Control121.650 Schiphol Start-up
SchipholTowerSchiphol
121.975 Clearance deliverySchiphol Delivery
Schiphol GroundSchiphol Ground
TowerSchiphol
Schiphol Ground
AD 2.EHAM-SID-SUP-36L
© Air Traffic Control the Netherlands
TRANSITION ALTITUDE 3000 ft AMSL
FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW
AVERAGE VAR 1° W (2005)
AIRAC AMDT 03/10
CH
AN
GE
: P
AM
PU
S S
ID r
en
am
ed
AR
NE
M , L
UN
IX S
ID a
dd
ed
, ed
ito
rial.
11 MAR 10
071°1 min
17
7°1 min
223°1 min
293°
1 min
251°
21
226°
39
17
177°
27
286°34
307°13
339°
11
00
1°
29
15
016°
27
062°
40
078°
21
7
357°
12
308°
35
275° 17
172°
39
176°
11
FL200
ATC discretion
IAF
IAF
16
13
308°11
23
121°
101°
18
17
13121°
113°
SEE INSTRUMENT APPROACH CHARTS
3
MOLIX 2A
TOPPA 2A
LAMSO 1A
REDFA 1A
DENUT 1A
HELEN 1A
PESER 2A
EELDE 1A
EELDE 1B
REKKEN 2B
REKKEN 2A
NORKU 2BNORKU 2A
PUTTY 1A
28
320°
See EHEH, EHBD and EHBK SIDs
FL 100* FL 070
MAX 250 KT IAS
FL 100* FL 070
MAX 250 KT IAS
IAF
FL 100* FL 070
MAX 250 KTIAS
ALSIEVOR
HELGOLANDVORTAC
VESTAVOR / DMEGREFI
(U)N125
UZ701
(U)N
872
(U)P
999
(U)P
174
UP
603
MAASTRICHTVOR / DME
18C
0627
36RL /
52°09’05’’N
NV -
004°45’53’’E
332L /
52°13’14’’N
CH -
004°33’27’’E
388.5
L /
52°19’34’’N
WP -
005°01’59’’E
376
L /
52°28’13’’N
OA -
004°45’12’’E
395
COSTA /
51°20’53’’N 003°21’19’’E
EELDE /
112.4 /
53°09’50’’N
CH.71
EEL
006°40’00’’E
SCHIPHOL /
108.4 /
52°19’56’’N
CH.21
SPL
004°45’00’’E
X / ATIS
DEN HELDER /
115.55 /
52°54’25’’N
CH.102
HDR
004°45’57’’E
Y
EINDHOVEN /
51°28’04’’N
EHN - 397
005°23’42’’E
EINDHOVEN /
51°26’53’’N
CH.119
005°22’30’’E
X
HAAMSTEDE /
51°43’22’’N
HSD -114.15
003°51’29’’E
PAMPUS /
52°20’05’’N
CH.125
PAM
005°05’32’’E
X
REKKEN /
116.8 /
52°08’00’’N
CH.115
RKN
006°45’50’’E
X
ROTTERDAM /
110.4 /
51°58’25’’N
CH.41
RTM
004°28’51’’E
X / ATIS
SPIJKERBOOR /
113.3 /
52°32’25’’N
CH.80
SPY
004°51’14’’E
X
STAD /
51°44’29’’N
STD - 386
004°14’37’’E
NARSO
27.035.0
EELRKN
177.0356.9
OSKUR
34.743.0
RKNSPY
308.6094.4
PESER33.3 HSD 105.8
REDFA
96.190.8
HDRSPY
241.2255.5
SUGOL31.0 SPL 293.2
HELEN86.5 SPY 206.3
NOVEN39.0 EEL 226.3
RIVER34.0 SPL 223.3
TOPPA136.4 NIK 352.3
2000061°
1 min
ATC
EHR 3
32.0 SPL 070.926.3 SPY 094.4
ARTIP
EHV /
EHV /
117.8 /
ROBVI41.3 HDR 241.2
36C
COA
110.050 / CH. 37 Y
DENUT90.1 210.9SPY
18R
TEMLU
DOBAK
SOMPO
BEDUM KUBAT
BRUSSELS FIR
AMSTERDAM FIR
AM
STE
RD
AM
FIR
LON
DO
N F
IR
FIR
AM
ST
ER
DA
M
BR
EM
EN
AM
ST
ER
DA
MF
IR
FIR
BREMEN FIR
MONIL
MOLIX
LAMSO
LUTEX
PEPEL
SULUT56.3 HDR 241.2
TEMLU
85.9 NIK
X
LA
NG
EN
FIR
LANGEN FIR
LUGUM
PUTTY
ROBIS58.5 SPY 094.4
SONSA11.6 RKN 356.9
NORKU34.6 HMM 308.8
PEVOS
LANSU
OLGAX
22
SOPVI
OSGOS
Gunfiring up to
48000 ft AMSL
MSL
EHFLD
480EHFL
D05541D
MSL
EHFL
D05541E
MSL
41A-C
15 SPL
AIP
NE
TH
ER
LA
ND
S
53°
N
N
51°
52°
E7°6°5°4°3°2°E
SC
HIP
HO
LS
TA
ND
AR
D A
RR
IVA
L C
HA
RT
- INS
TR
UM
EN
T
ATS ROUTE
23 SPY 304
DISTANCES IN NM
DIRECTIONS ARE MAGNETIC
DME SPY 23 NM
VOR SPY RADIAL 304
TRANSITION LEVEL BY ATCTRANSITION ALTITUDE : 3000 ft AMSL
ALTITUDES IN FEET
HOLDING PROCEDURES :
Entry Standard ICAO
COMMUNICATION FAILURE :
NOTES :
MAX Holding Speed : 250 KT IAS
SPEED AND LEVEL RESTRICTIONS :
see EHAM AD 2.22.
1.
2.
3. Only the main landing RWYs equipped withan ILS approach procedure are indicatedon this chart.
AD
2.E
HA
M-S
TA
R.1
MNM Holding Level : FL 070(EXC NARSO : FL 200)
AVERAGE VAR 1°W (2005)
Final approach information: consult therelevant instrument approach chart.
Gunfiring up to16500 ft or 36000 ft AMSL
ATIS
ACC 134.375
130.950120.550118.800
AmsterdamRadar
NARSO
RIVER
ArrivalSPL VOR
Information
SUGOLARTIP
HOLDING
121.500 General Emergency
(TAR)
APP
131.150
118.400
119.050
121.200
Schiphol
Schiphol
Schiphol
Schiphol Arrival
Arrival
Approach / Departure
Approach / Departure
TWR118.100119.225 Primary
132.975108.400
Act in accordance with EHAM AD 2.22 §2.9and the information given on the relevantinstrument approach chart in EHAM AD 2.24.
118.275
Schiphol TowerSchiphol TowerSchiphol Tower
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
ICAO STAR DESIGNATORS AND
CORRESPONDING ARINC 424 CODES
DENUT 1A [DENU1A]EELDE 1A [EEL1A]
EELDE 1B [EEL1B]HELEN 1A [HELE1A]LAMSO 1A [LAMS1A]
MOLIX 2A [MOLI2A]NORKU 2A [NORK2A]
NORKU 2B [NORK2B]PESER 2A [PESE2A]
[REDF1A]
[RKN2A]
[RKN2B]
TOPPA 2A [TOPA2A]
REDFA 1A
REKKEN 2A
REKKEN 2B
4. Mandatory carriage of B-RNAV equipmenton all STARs EHAM.
STAR
CDR
Detailed informationconcerning ATS-routessee ENR 6-3.1
[PUTY1A]PUTTY 1A
SID ROUTE AS DESCRIBED
30
JU
L 0
9
AIR
AC
AM
DT
08
/09
Cross 15 SPL at 220 KT IAS* (unless otherwise instructed)
Navigation in the initial and intermediateapproach is primarely based on radarvectors provided by ATC.
Cross IAF at MAX 250 KT IAS
CHANGE : designated point VEREL renamed ROBVI, related STAR designators, editorial.
071°1 min
17
7°
223°1 min
293°
1 min
251°
226°
39
17
286°34
307°13
339°
11
00
1°
29
15
062°
40
7
308°
35
275° 17
ATC discretion
27
016°
16
13
308°11
23
357°
12
1 min
FL200
21
121°
13
18121°
078°
21
1313
176°
11
17
101°113°
3
EELDE 1B
EELDE 1A
REKKEN 2B
NORKU 2B
DENUT 1APESER 2A
TOPPA 2A
MOLIX 2A
LAMSO 1A
REDFA 1A
PUTTY 1A
HELEN 1A
320°28
See EHEH, EHBD and EHBK SIDs
REKKEN 2A
NORKU 2A
39
172°
177°
27
IAF
MAX 250 KT IAS
FL 100
IAF
MAX 250 KT IAS
FL 100
IAF
MAX 250 KTIAS
FL 100
NIGHT INSTRUMENTTRANSITIONS / APPROACHES
TO RWYs 06 AND 18RSEE AD 2.EHAM-IAC-06.2 / -IAC-18R.2
(U)N125
UZ701
(U)N
872
(U)P
999
(U)P
174
UP
603
L /
52°13’14’’N
CH -
004°33’27’’E
388.5
NICKY /
117.4 / CH.121
NIK
EELDE /
112.4 /
53°09’50’’N
CH.71
EEL
006°40’00’’E
SCHIPHOL /
108.4 /
52°19’56’’N
CH.21
SPL
004°45’00’’E
X / ATIS
DEN HELDER /
115.55 /
52°54’25’’N
CH.102
HDR
004°45’57’’E
Y
EINDHOVEN /
51°28’04’’N
EHN - 397
005°23’42’’E
EINDHOVEN /
51°26’53’’N
CH.119
005°22’30’’E
X
HAAMSTEDE /
51°43’22’’N
HSD -114.15
003°51’29’’E
PAMPUS /
52°20’05’’N
CH.125
PAM
005°05’32’’E
X
REKKEN /
116.8 /
52°08’00’’N
CH.115
RKN
006°45’50’’E
XROTTERDAM /
110.4 /
51°58’25’’N
CH.41
RTM
004°28’51’’E
X / ATIS
SPIJKERBOOR /
113.3 /
52°32’25’’N
CH.80
SPY
004°51’14’’E
X
STAD /
51°44’29’’N
STD - 386
004°14’37’’E
OSKUR
34.743.0
RKNSPY
309.7095.5
PESER33.3 HSD 105.8
REDFA
96.190.8
HDRSPY
241.2255.5
SULUT56.3 HDR 241.2
SUGOL31.0 SPL 293.2
HELEN86.5 SPY 206.3
NOVEN39.0 EEL 226.3
RIVER34.0 SPL 223.3
TOPPA136.4 NIK 352.3
2000
061°
1 min
ATC
32.0 SPL 070.926.3 SPY 094.4
ARTIP
EHV /
EHV /
117.8 /
ROBVI38.5 SPL 294.441.3 HDR 241.2
ATC DISCRETION ONLY
NARSO
27.035.0
EELRKN
177.0356.9
51°09’54’’N 004°11’02’’E
COSTA /
51°20’53’’N 003°21’19’’E
COA
110.050 / CH. 37 Y
NARIX
NIRSI
SOKSI
06
MAASTRICHTVOR / DME
18R
BRUSSELS FIR
AMSTERDAM FIR
AM
STE
RD
AM
FIR
LON
DO
N F
IR
FIR
AM
STER
DAM
BR
EM
EN
AM
ST
ER
DA
MF
IR
FIR
BREMEN FIR
BEDUM
SOMPO
KUBAT
DOBAK
LAMSO
MOLIX
LUTEX
PEPEL
MONIL
EHR 3
TEMLU
X
85.9 NIK
X
LA
NG
EN
FIR
LANGEN FIR
LUGUM
ROBIS58.5 SPY 094.4
SONSA11.6 RKN 357.9
NORKU34.6 HMM 308.8
DENUT90.1 SPY 210.9
PUTTY
SOPVI
OSGOS
Gunfiring up to
48000 ft AMSL
MSL
EHFLD
48041A-C
EHFL
D05541D
MSL
EHFL
D05541E
MSL
DURING NIGHT HOURS
AIP
NE
TH
ER
LA
ND
S
53°
N
N
51°
52°
E7°6°5°4°3°2°E
ATS ROUTE
23 SPY 304
DISTANCES IN NM
DIRECTIONS ARE MAGNETIC
DME SPY 23 NM
STAR
VOR SPY RADIAL 304
ALTITUDES IN FEET
COMMUNICATION FAILURE :
TRANSITION LEVEL BY ATCTRANSITION ALTITUDE : 3000 ft AMSL
TRANSITION PROCEDURE RWY 06
TRANSITION PROCEDURE RWY 18R
Act in accordance with EHAM AD 2.22 paragraph 2.9and the information given on the relevant instrumentapproach chart in EHAM AD 2.24.
SC
HIP
HO
LS
TA
ND
AR
D R
NA
V IN
ST
RU
ME
NT
- NIG
HT
AR
RIV
AL C
HA
RT
SU
GO
L, R
IVE
R A
ND
AR
TIP
TR
AN
SIT
ION
S T
O R
WY
s 0
6 A
ND
18
R
Gunfiring up to16500 ft or 36000 ft AMSL
ATIS
ACC 134.375
130.950120.550118.800
AmsterdamRadar
NARSO
RIVER
ArrivalSPL VOR
Information
SUGOLARTIP
HOLDING
121.500 General Emergency
(TAR)
APP
131.150
118.400
119.050
121.200
Schiphol
Schiphol
Schiphol
Schiphol Arrival
Arrival
Approach / Departure
Approach / Departure
TWR118.100119.225
132.975108.400
118.275
PrimarySchiphol TowerSchiphol TowerSchiphol Tower
AVERAGE VAR 1°W (2005)
AD
2.E
HA
M-S
TA
R.2
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
ICAO STAR DESIGNATORS AND
CORRESPONDING ARINC 424 CODES
CDR
Detailed informationconcerning ATS-routessee ENR 6-3.1
SID ROUTE AS DESCRIBED
DENUT 1A [DENU1A]EELDE 1A [EEL1A]
EELDE 1B [EEL1B]HELEN 1A [HELE1A]LAMSO 1A [LAMS1A]
MOLIX 2A [MOLI2A]NORKU 2A [NORK2A]
NORKU 2B [NORK2B]PESER 2A [PESE2A]
[REDF1A]
[RKN2A]
[RKN2B]
TOPPA 2A [TOPA2A]
REDFA 1A
REKKEN 2A
REKKEN 2B
[PUTY1A]PUTTY 1A
AIR
AC
AM
DT
08
/09
HOLDING PROCEDURES :Entry Standard ICAO
NOTES:Mandatory carriage of B-RNAV equipmenton all STARs EHAM.
CHANGE : designated point VEREL renamed ROBVI, related STAR designators, editorial.
30
JU
L 0
9
WesteinderWesteinderPlassenPlassen
BraassemerBraassemer
PlassenPlassen
PlassenPlassen
Oude
Oude RijnRijn
Vinke-Vinke-
PlassenPlassen
Am
stel
Am
stel
Noordzee Kanaal
Noordzee Kanaal
Kan
aal
Kan
aal
HAARLEMHAARLEM
AMSTERDAMAMSTERDAM
HoofddorpHoofddorp
WeespWeesp
ZandvoortZandvoort
IJMUIDENIJMUIDEN
ZAANDAMZAANDAM
LEIDENLEIDEN
PURMERENDPURMEREND
OlympicStadium
MainStation
NieuwkoopseNieuwkoopse
veenseveense
No
ord
ho
llan
ds
No
ord
ho
llan
ds
PlassenPlassen
HILVERSUMHILVERSUM
LoosdrechtseLoosdrechtseLoosdrechtse
AM
STE
RD
AM
- R
IJN
K
AN
AA
L
AM
STE
RD
AM
- R
IJN
K
AN
AA
L
BUSSUMBUSSUM
ALMEREALMERE
HUIZENHUIZEN
BlaricumBlaricum
NAARDENNAARDEN
BilthovenBilthoven
UTRECHTUTRECHT
UITHOORNUITHOORN
GooimeerGooimeer
MAARSSENMAARSSEN
ALPHENALPHENA/D RIJNA/D RIJN
MijdrechtMijdrecht
NOORDWIJKNOORDWIJK
KATWIJKKATWIJK
WASSENAARWASSENAAR NieuwkoopNieuwkoop
SassenheimSassenheim
HillegomHillegom
LisseLisse
NieuwNieuwVennepVennep
SantpoortSantpoort
BEVERWIJKBEVERWIJK
MonnickendamMonnickendam
MarkenMarken
VolendamVolendam
IJ - meerIJ - meer
M A R K E R M E E RM A R K E R M E E R
N O R T H S E AN O R T H S E A
NaardermeerNaardermeer
AnkeveenseAnkeveense
PlassenPlassen
KagerKager
PlassenPlassen
G
LANGEVELD
RODE KRUIS
VU ZIEKENHUIS
18C
36C
06
24
09
18L
36R
22
04
52°09’05’’NL / NV - 332
004°45’53’’E
52°13’14’’NL / CH - 388.5
004°33’27’’E
52°19’34’’NL / WP - 376
005°01’59’’E
52°28’13’’NL / OA - 395
004°45’12’’E
SCHIPHOL /
108.4 /
52°19’56’’N
CH.21
SPL
004°45’00’’EX / ATIS
SCHIPHOL /113.95 /
52°19’58’’NCH.86 Y
AMS
004°42’20’’E
ILS AREARWY 18C
ILS AREARWY 06
ILS AREARWY 22
ILS AREARWY 27
ILS AREARWY 36R
ILS AREARWY 36C
AMSTERDAMSECTO
R
587
436
479 495
341
338
344
416
479
509453
364
364
377
320
522
27
VFR
SEC
TOR see E
HAM
AD
2.22
ILS AREARWY 18R
18R
36L
183
B
A
PA
M212 - 7
.8’
V
ACADEMISCH
502
377
683
10.8 SPL 128
323°
121 - 16.9’
SPL
PA
M
290°
SPL 128
168 - 8
.8’
388
SO
E
VALKENBURG
3
PAMPUS /117.8 /
52°20’05’’NCH.125
PAM
005°05’32’’EX
A
SCHIPHOL
FL
TMA 1
095
1500 AMSL
UNIVERSITAIR MC
TM
A 3 TM
A 3
TM
A 4
TMA 4
TMA 5
TMA 4
TMA B*
TM
A B
*
TM
A D
*
TMA D*
TMA 1
SC
HIP
HO
L T
MA
1
TMA B*
TM
A D
*
469
EH2000
P
GNDAMSL
26
2000EHP
GNDAMSL
25
AMSTERDAM
HELIPORT
413
413
417
331
C
SCHIPHOL
1200
3000
CTR
AMSL
AMSL
3
C
SCHIPHOL
3000
CTR
GND
AMSL
1
ATZVALKENBURG
GND
1500 AAL
AFL
SCHIPHOL
2500
095
TMA
AMSL
3
C
SCHIPHOL
1200
3000
CTR
AMSL
AMSL
2
AFL
SCHIPHOL
1500
095
TMA
AMSL
1
AFL
SCHIPHOL
3500
095
TMA
AMSL
4
FLHILVERSUM
060
060WESTBROEKFL
GND
EH2000
PAMSL26A
443 440
417
417
ATZSOESTERBERG
TMZ B*
TM
Z B
*
GND
1500 AAL
065FLTMZ B*
318
318318
390
410410
1200 AMSL*FL 045*
10
MA
R 1
1
APP 119.050 Schiphol Approach / Departure
118.400 Schiphol Arrival
TWR 119.225 Schiphol Tower
121.975 Schiphol Delivery
121.800 Schiphol Ground
FIC 124.300 Amsterdam Information
132.350 Dutch MIL Info
ATIS 108.400
Start-up control VFR only
FIC (MIL)
BEARINGS ARE MAGNETIC
DISTANCES IN NM
ALTITUDES AND ELEVATIONS
IN FEET AMSL
HIGHEST KNOWN ELEVATION
ON THIS CHART: 683
For description VFR - procedures
see EHAM AD 2.22.
AM
ST
ER
DA
M / S
CH
IPH
OL
VIS
UA
L A
PP
RO
AC
H C
HA
RT
AD
2.E
HA
M-V
AC
.1
0
0NM
km 2
21 1 3
642 8
4
VA
R 1
° W (2
005)
AD ELEV -11AD ELEV -11
004° 20’E004° 20’E 005° 15’E005° 15’E005° 00’005° 00’004° 50’004° 50’004° 40’004° 40’004° 30’004° 30’
52°52°10’10’NN
SPL - VOR
Schiphol Arrival Info
AIR
AC
AM
DT
03
/11 004° 45’004° 45’ 004° 55’004° 55’ 005° 10’005° 10’004° 35’004° 35’004° 25’004° 25’
52°52°15’15’
52°52°25’25’
52°52°30’30’NN
52°52°20’20’
NOTES:
To
po
gra
ph
y ©
To
po
gra
fisch
e D
ien
st K
ad
aste
r
Natural gas plant / Gas compressor station.Avoid overflying below 1000 ft AGL.
© A
ir Tra
ffic C
on
trol th
e N
eth
erla
nd
s
AIP
NE
TH
ER
LA
ND
S
* NW MILLIGEN TMA B/D (indicated as TMA B/D)
are classified E from 1500 AMSL - FL 065.
Parts overlapping SCHIPHOL TMA 3/4/5
are excluded.
* TMZ B: only active MON-FRI 0800-1600
(0700-1500), EXC HOL. FL 045 lower limit for
non-motorised hanggliders and paragliders
CHANGE: Upper limit Parajump area WESTBROEK, obstacles added, editorial.
De PoelDe Poel
Het Nieuwe MeerHet Nieuwe Meer
Ringvaart
Ringvaart
Ringvaart
Ringvaart
Het Amsterdamse BosHet Amsterdamse Bos
SCHIPHOLSCHIPHOLEASTEAST
AMSTELVEENAMSTELVEEN
AalsmeerAalsmeer
H
320
36R
04
22
18L
VFR-SECTOR
RADARANTENNA
112
27
24
TWR
VFR
-SEC
TOR
2014
x 4
5m
76*
76*
76*
* SHIPSup to 76 ft
C3000 AMSL
SCHIPHOL
GND
290°
323°
B
182
CTR 1
12 MAR 09
BEARINGS ARE MAGNETICDISTANCES IN NMALTITUDES AND ELEVATIONSIN FEET AMSL
Topografische ondergrond © TDN, Emmen
VA
R 1
° W (2
005)
ft
m For description VFR - procedures see EHAM AD 2.22.
AD ELEV -11AD ELEV -11
AMSTERDAM / SCHIPHOLVFR TRAFFIC CIRCUITS
500 0 1000
20000
500
300010001000
APP 119.050
118.400 Schiphol Arrival
TWR 119.225 Schiphol Tower
121.975 Schiphol Delivery
121.800 Schiphol Ground
ATIS 108.400
Start-up control VFR only
Schiphol Approach /Departure
52°52°20’20’NN
52°52°19’19’
52°52°18’18’
52°52°17’17’
004° 46’E004° 46’E 004° 47’004° 47’ 004° 48’004° 48’ 004° 49’004° 49’ 004° 51’E004° 51’E
52°52°16’16’NN
© Air Traffic Control the Netherlands
AD 2.EHAM-VAC.2
AIRAC AMDT 03/09
SPL - VORSchiphol Arrival Info
004° 50’004° 50’
CH
AN
GE
: n
ew
Sch
iph
ol C
TR
1,
ed
ito
rial.
AIP NETHERLANDS