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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

http://www.eham.aero

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←



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


3500 x 45237.95°24

-3.66 mNot AVBL

52°19'00.08"N004°44'51.58"E


3453 x 45086.78°09

-3.71 mNot AVBL

52°19'06.15"N004°47'48.81"E


3453 x 45266.82°27

-3.68 mNot AVBL

52°19'53.03"N004°44'24.11"E


3300 x 45183.22°18C

-3.64 mNot AVBL

52°18'20.99"N004°44'15.66"E


3300 x 45003.22°36C

-3.64 mNot AVBL

52°18'58.14"N004°46'46.89"E


3400 x 45183.25°18L


AD 2.EHAM-4 AIP NETHERLANDS01 JUL 10

../graphics/eAIP/AM-ADC-A2s.pdf

../graphics/eAIP/AM-GMC-A2s.pdf

../graphics/eAIP/AM-AOC-04-22.pdf



../graphics/eAIP/AM-AOC-18C-36C.pdf

../graphics/eAIP/AM-AOC-18L.pdf

../graphics/eAIP/AM-AOC-36L.pdf

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


3400 x 45003.25°36R

-3.98 mNot AVBL

52°21'36.93"N004°42'42.21"E


3800 x 60183.20°18R

-3.64 mNot AVBL

52°19'42.89"N004°42'31.81"E


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←





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



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


G-

CAT III900 mLIH

36C


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


G-

CAT III900 mLIH

36R

NILR-

3800 m60 m2)

LIH

3800 m15 m1)

LIH


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



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←


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



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)

←


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)

←



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)

←


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)

←



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←


AIP NETHERLANDS AD 2.EHAM-9

~~~eaip-amdt~~~AMDT-2011-0407 APR 11



transmitting an-

tenna



ates

Hours of

operation


MAG VAR,

Type of supported

OPS

(VOR/ILS/MLS:

declination)

7654321


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.


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.


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



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.


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


AD 2.EHAM-10 AIP NETHERLANDS

07 APR 11~~~eaip-amdt~~~AMDT-2011-04


transmitting an-

tenna



ates

Hours of

operation


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




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)




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


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).




mailto:[email protected]



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


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.


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.




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


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.





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


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:





http://www.lvnl-ohd.nl

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.




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.




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).



3.4 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).



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.




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.




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).




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.





../graphics/eAIP/AM-APDC-1-A2s.pdf


../graphics/eAIP/AM-APDC-1-A2s.pdf



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.




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




../graphics/eAIP/AM-SID-04.pdf

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






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


ted by ATC)


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


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


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


ted by ATC)



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).


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


ted by ATC)


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).


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


ted by ATC)



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).


220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO

LUNIX 1F

[LUNI1F] /

-

1.5.5 SIDs RWY 06


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


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





../graphics/eAIP/AM-SID-SUP-06.pdf


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

IVLUT at FL 060


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


ted by ATC)


IAS) to track 316° MAG to intercept SPL 339. At 20 SPL

turn left to intercept SPY 306 to BERGI (22.0 SPY).


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


ted by ATC)


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


MAG to GORLO.


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


ted by ATC)


220 KT IAS) to intercept SPY 182. At 29 SPY turn right

to intercept PAM 207 to LEKKO (27.4 PAM).



LEKKO 1R

[LEKO1R] /

3

FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LOPIK at FL 060


ted by ATC)



tercept SPL 142. At 16 SPL turn right to intercept SPY

165 to LOPIK (38.0 SPY).



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


ted by ATC)


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]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


ted by ATC)


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).


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


ted by ATC)



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).


220 KT IAS) / EH017 / IVLUT / NYKER / ARNEM

ARNEM 2T

[ARNE2T] /

-





RWY 06 supplementary (see chart AD 2.EHAM-SID-SUP-06)DESIGNATOR

[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LEKKO at FL 060


ted by ATC)



tercept SPL 142. At 10 SPL turn right to intercept PAM

207 to LEKKO (27.4 PAM).



LEKKO 1T

[LEKO1T] /

-

FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

IVLUT at FL 060


ted by ATC)



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).


220 KT IAS) / EH017 / IVLUT / LUNIX / RENDI / EDUPO

LUNIX 1T

[LUNI1T] /

-

1.5.7 SIDs RWY 09


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


ted by ATC)


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


ted by ATC)


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


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


ted by ATC)


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.


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


ted by ATC)



220 KT IAS) to intercept SPY 182. At 29 SPY turn right

to intercept PAM 207 to LEKKO (27.4 PAM).



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] /

-




../graphics/eAIP/AM-SID-18C.pdf


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LOPIK at FL 060


ted by ATC)



220 KT IAS) to intercept SPL 142. At 16 SPL turn right

to intercept SPY 165 to LOPIK (38.0 SPY).




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


ted by ATC)


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


ted by ATC)


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).


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]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





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


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


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


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


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


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


THR 18C / CF (EH080) EY 184° / DF (EH051) E / TF

(EH009) E / TF (DENAG) EE

DENAG 2X

[DENA2X] /

-




../graphics/eAIP/AM-SID-18L.pdf


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

IVLUT at FL 060


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


ted by ATC)


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°


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


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


ted by ATC)


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


ted by ATC)


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]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


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


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


ted by ATC)


IAS) to track 093° MAG to IVLUT (19.4 SPL). Track 095°


ARNEM (39.0 PAM).

RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT /

NYKER / ARNEM


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


ted by ATC)


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] /

-







[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LEKKO at FL 060


ted by ATC)


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


ted by ATC)


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


ted by ATC)


IAS) to track 093° MAG to IVLUT (19.4 SPL). At

18.5 SPL turn right to track 125° MAG to LUNIX


EDUPO (45.5 SPL).

RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT /

LUNIX / RENDI / EDUPO


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


ted by ATC)


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


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


ted by ATC)


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).


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


ted by ATC)


220 KT IAS) to track 093° MAG to IVLUT (19.4 SPL).

Track 095° MAG to NYKER (17.3 PAM) to intercept



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


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).


BERGI

BERGI 1G

[BERG1G] /

-

FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LEKKO at FL 060


ted by ATC)


220 KT IAS) to intercept SPL 164 to intercept SPY 186

to LEKKO (37.2 SPY).



LEKKO 1G

[LEKO1G] /

-







[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

LOPIK at FL 060


ted by ATC)


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).


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


ted by ATC)


220 KT IAS) to track 093° MAG to IVLUT (19.4 SPL).

At 18.5 SPL turn right to track 125° MAG to LUNIX


EDUPO (45.5 SPL).


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


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


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

ANDIK at FL 060


ted by ATC)


IAS) to track 119° MAG. At PAM 232 turn left to intercept


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


ted by ATC)


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).


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


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


ted by ATC)


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


ted by ATC)


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


ted by ATC)


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


EDUPO (45.5 SPL).


EH026 / IVLUT / LUNIX / RENDI / EDUPO

LUNIX 1S

[LUNI1S] /

-







[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

121.200

ANDIK at FL 060


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


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


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


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

IVLUT at FL 060


ted by ATC)


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


ted by ATC)


SPL 268 to intercept RTM 356 to BERGI (46.8 RTM).


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


ted by ATC)


SPL 268 to VOLLA (21.9 SPL). At VOLLA track 239°

MAG to GORLO.


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


ted by ATC)


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).


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


ted by ATC)


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).


EH032 (MAX 220 KT IAS) / NV / LOPIK

LOPIK 1P

[LOPI1P] /

1, 2







[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

IVLUT at FL 060


ted by ATC)


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).


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


ted by ATC)


220 KT IAS) to intercept SPY 211 inbound SPY VOR to

intercept SPY 053 to ANDIK (19.4 SPY).


220 KT IAS) / SPY / ANDIK

SPIJKERBOOR 1P

[SPY1P] /

-

1.5.13 SIDs RWY 36C


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





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. 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


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


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


ted by ATC)



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).


right / EH033 / EH044 / SPY / NOPSU / ANDIK



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)



At 4.5 SPL turn right to track 090° MAG to intercept


NYKER (17.3 PAM) to ARNEM (39.0 PAM).


right / EH033 / EH081 / EH082 / PAM / NYKER / ARNEM



TF (EH082) E / TF (PAM) V / TF (NYKER) E / TF

(ARNEM) EE

NYKER 3W

[NYKE3W] /

-





../graphics/eAIP/AM-SID-SUP-36L.pdf


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





FL 060 (or above if

instructed by ATC)

Passing 2000 ft

AMSL:

Schiphol DEP

119.050

OGINA at FL 060


ted by ATC)


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).


right / EH010 / EH070 (MAX 220 KT IAS) / EH036 /

OGINA


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


ted by ATC)


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).


right / EH010 / EH070 (MAX 220 KT IAS) / EH036 /

EH072 / LEKKO / WOODY


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


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





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. At 4 AMS turn right to track 030° MAG.

At 7.5 AMS turn right to track 086° MAG to intercept


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


ted by ATC)


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


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


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).


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


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).


OGINA / LOPIK

LOPIK 2V

[LOPI2V] /

1, 2, 3




../graphics/eAIP/AM-SID-SUP-36L.pdf


[ARINC code]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





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. At 4 AMS turn right to track 030° MAG.

At 7.5 AMS turn right to track 086° MAG to intercept


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


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]/


plicable (see EHAM

AD 2.22 paragraph

1.5.2)





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)


right to intercept SPY 274 inbound. At 2.5 SPY turn right

to intercept PAM 326 inbound PAM VOR to intercept


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


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


ted by ATC)


left to track 271° MAG to intercept HDR 204 to intercept


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


ted by ATC)



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


ted by ATC)



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)



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.




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.




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).




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.






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




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).


• After arrival over the fix, intercept the holding pattern.

• Commence descent to FL 070 at the EAT last received and acknowledged.

• When no EAT has been received and acknowledged, commence descent to FL 070 at or as near as possible to the ETO over the

holding fix.

• After reaching FL 070 leave the holding fix and carry out an instrument approach procedure to the assigned landing runway, or to the

main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).




2.9.3.2 Traffic via EELDE 1B Arrival, NORKU 2B Arrival and REKKEN 2B Arrival

• Proceed to NARSO.


• 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.


• 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).




• 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




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


(NM) to next WPT

Speed

(KT IAS)


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


059° / 4.01601310TF (CF)1)2)

EH616

059°ELEV -11.9YTF (CF)1)

THR 06


proach



2.10.3.1.3 SUGOL 2A transition RWY 06


(NM) to next WPT

Speed

(KT IAS)


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


059° / 4.01601310TF (CF)1)2)

EH616

059°ELEV -11.9YTF (CF)1)

THR 06


proach



2.10.3.1.4 ARTIP 3B transition RWY 18R


(NM) to next WPT

Speed

(KT IAS)


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


184°/ 4.01601310TF (CF)1)2)

EH622

184°ELEV -13.1YTF (CF)1)

THR 18R

500FAInitial missed ap-

proach

2000RYDFEH624

280°2000FM






2.10.3.1.5 ARTIP 2C transition RWY 18R


(NM) to next WPT

Speed

(KT IAS)


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


184° / 4.01601310TF (CF)1)2)

EH622

184°ELEV -13.1YTF (CF)1)

THR 18R


proach

2000RYDFEH624

280°2000FM



2.10.3.1.6 RIVER 3B transition RWY 18R


(NM) to next WPT

Speed

(KT IAS)


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


184° / 4.01601310TF (CF)1)2)

EH622

184°ELEV -13.1YTF (CF)1)

THR 18R


proach

2000RYDFEH624

280°2000FM



2.10.3.1.7 SUGOL 3B transition RWY 18R


(NM) to next WPT

Speed

(KT IAS)


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


184° / 4.01601310TF (CF)1)2)

EH622

184°ELEV -13.1YTF (CF)1)

THR 18R


proach

2000RYDFEH624

280°2000FM







2.10.3.2 During the day

2.10.3.2.1 LISDA 1 approach RWY 06


(NM) to next WPT

Speed (KT

IAS)


over

Path terminat-

or

Function in ap-

proach

WPTDesignator

116° / 3.5+2000IFLISDALISDA

093° / 2.4LTFEH613

059° / 3.0LTFIFEH614

059° / 2.22000TFFAFEH609


059° / 4.0 1601310TF (CF)1)2)

EH616

059°ELEV -11.9YTF (CF)1)

MAPtTHR 06


proach



2.10.3.2.2 REGSU 1 approach RWY 18C


(NM) to next WPT

Speed (KT

IAS)


over

Path terminat-

or

Function in ap-

proach

WPTDesignator

277° / 3.0+3000IFREGSUREGSU

229° / 4.0LTFEH628

184° / 2.0LTFIFEH629

184° / 3.13000TFFAFEH625


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



2.10.3.2.3 POBAN 1 approach RWY 18R


(NM) to next WPT

Speed (KT

IAS)


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


184° / 4.0 1601310TF (CF)1)2)

EH622

184°ELEV -13.1YTF (CF)1)

MAPtTHR 18R


proach

2000RYDFEH624

280°2000FM






../graphics/eAIP/AM-VAC-2-A4.pdf



2.10.3.2.4 LOMKO 1 approach RWY 36C


(NM) to next WPT

Speed (KT

IAS)


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


004° / 4.0 1601310TF (CF)1)2)

EH633

004°ELEV -12.0YTF (CF)1)

MAPtTHR 36C


proach



2.10.3.2.5 MONUT 1 approach RWY 36R


(NM) to next WPT

Speed (KT

IAS)


over

Path terminat-

or

Function in ap-

proach

WPTDesignator

274° / 3.0+3000IFMONUTMONUT

319° / 2.0RTFEH617

004° / 2.0RTFIFEH615

004° / 3.13000TFFAFEH634


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



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:




• 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).




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.




../graphics/eAIP/AM-ADC-A2s.pdf

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.









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.





http://www.jetcenter.nl

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


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


• 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


• 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


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


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)




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


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-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-SUP-06Standard instrument departure chart RWY 06 supplementary


AD 2.EHAM-SID-18CStandard instrument departure chart RWY 18C

AD 2.EHAM-SID-18LStandard instrument departure chart RWY 18L


AD 2.EHAM-SID-24Standard instrument departure chart RWY 24←


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




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




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)


(CAT.II/III)


(CAT.II/III)


(CAT.II/III)


(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


(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


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

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ffic C

on

trol th

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Air T

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Co

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l the N

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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


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



TREETREE




WINDMILLWINDMILL


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


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


-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

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Air T

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Co

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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

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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


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



TREETREE




WINDMILLWINDMILL


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 : 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% 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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Co

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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



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

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4040

3030

2020

1010

00

4040

3030

2020

1010

00

4040

3030

2020

1010

00

510051004800480045004500420042003900390036003600

FU

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ER

NO

00

5050

00

5050

100100

150150

1010

00

1010

2020

3030

4040

5050


AIP

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ER

LA

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SA

IP N

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HE

RLA

ND

S

500500 00 500500 10001000 15001500

10001000 00 10001000 20002000 30003000 40004000 50005000

METRESMETRES

FEETFEET



TREETREE




WINDMILLWINDMILL


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



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



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



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

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3030

2020

1010

00

5050

00

5050

100100

150150

1010

00

1010

2020

3030

4040

5050


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10001000 00 10001000 20002000 30003000 40004000 50005000

METRESMETRES

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TREETREE




WINDMILLWINDMILL


AE

RO

DR

OM

E O

BS

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CLE

CH

AR

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AE

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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


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

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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



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

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00

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2020

3030

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AIP

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500500 00 500500 10001000 15001500

10001000 00 10001000 20002000 30003000 40004000 50005000

METRESMETRES

FEETFEET



TREETREE




WINDMILLWINDMILL


AE

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CH

AR

T T

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E A

AE

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E O

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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

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NO


-3.6

4-3

.64

-3.9

8-3

.98

OB

ST

AC

LE

SO

BS

TA

CLE

S

00


-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



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


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


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

.


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


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


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 Arrival

TowerSchiphol


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)


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


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:


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


GP 329.450

LOC 110.550

DME CH 42Y KAG

Schiphol

Ground Control


KAG

620 (630)

Schiphol Arrival


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


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


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.




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


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


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



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


453

417

INSTRUMENT APPROACH CHARTAIP NETHERLANDS RWY 06

ELEV THR 06 : -11.9 ft


SCHIPHOL

SPL

228°

059°

059°

1 min

8.2

4.0

2000

3000

3.8

2300

311°

1700

354°


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



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


Ground Control


Schiphol Arrival



NOTE:




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



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


THR ELEV-12

AD ELEV-11





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



061°

1 min

2000


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


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


PAM 266

2000

21.9 PAM

MAPt14.2 PAM


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


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


Ground Control


570 (580)780 (790)


Schiphol Arrival

RWY 09

NOTE:




1.

2.

3.

4.

VA

R 1

° W (2

005)

120100

VERTICAL SPEED

GS IN KT

EH641

IF / EH643

EH64218.9 PAM

FAF


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


THR ELEV -12



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.



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


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:


ACFTCAT


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


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


Schiphol

Ground Control


89

102

TowerSchiphol

Schiphol Arrival


AD 2.EHAM-IAC-18C.1


GS IN KT

VERTICAL SPEED

3000

2000

VA

R 1

° W (2

005)

NOTE:




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



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.



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


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



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)


DIST RELATED TO DME SPL

CIRCLING *NDB / DMEMAPt :THR

VOR / DME

A / B 328° - C / D 311°


4.0 SPL

MNM 1310AMSL

184°

(QDR OA 184°)3°(5.2%)184°


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


Schiphol

Ground Control


620 (630)780 (790)

880 (890)


Schiphol Arrival

TowerSchiphol

AIP 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:




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





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


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:


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


0 NM 5

10 515

SPL

2000

3000

FL 070


CIRCLING*GP INOP

MAPt: (THR)


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


NOTE:



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


Schiphol

Ground Control


780

890

(790)

(900)

880 (890)

620 (630)

VPB

118.275


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


........

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



DL 168 (181) 96



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


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


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


5°10’E5°

200 220

DIST RELATED TO DME VPB

311234 4 5 6 7 8 9 1020 NM

184°


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 )


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


WARNING!WARNING!


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


Schiphol


VPB

780 (790)

890 (900)

121.900 Schiphol Ground Ground Control

118.275


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


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


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




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


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:


ACFTCAT


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


0 NM 5

1010 515 15

SPL

2000

3000

FL 070


CIRCLING*


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


VOR / DMEMAPt: 3.0 AMS

620 (630)

880 (890)


WARNING!WARNING!


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


Schiphol



118.275


Schiphol Arrival

TowerSchiphol

TowerSchiphol

AD 2.EHAM-IAC-18R.3



1.

2.

3.

4.

EH64412.1 SPL

GS IN KT

VERTICAL SPEED


MAPtEH647

3.0 AMS FAFEH646

7.8 AMS

IFEH645

10.8 AMS

185°

AD ELEV-11

THR ELEV-13





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


52°32’25’’NCH.80

SPY

004°51’14’’EX

184°

SPL 280



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


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


100 120

TAKE-OFF

LANDING

DAY:

DAY:


RWY

ELEV

1.5 NM FROM TOUCHDOWN

-13


OCH

OCA

620 780 890(630) (790) (890) (900)

450

A : B : C : D :

MAPt

CIRCLING *

460

880

WARNING!WARNING!


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


Schiphol



118.275


Schiphol Arrival

TowerSchiphol

TowerSchiphol

AIP 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





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




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



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


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 *


FL 070

AD 2.EHAM-IAC-22.1

GP 331.250

LOC 109.150

DME CH.28Y SCH


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


Schiphol

Ground Control


SCH

420 (430)780 (790)


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.


SCH

GP INOP

MAPt/EH652: 1.2 SCH

GS IN KT

VERTICAL SPEED


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





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.


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


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°



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


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



DIST RELATED TO

RWY

ELEV

OCA

MAPt

OCH


*

: TOUCHDOWN



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°


CIRCLING 620 780 880 890(630) (790) (890) (900)

RWY 22

160°

04 22

A : B : C : D :

22

- 14

570

580


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


Schiphol

Ground Control


TowerSchiphol


Schiphol Arrival

AIP NETHERLANDS


AD 2.EHAM-IAC-22.2


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





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


453

417

52°28’13’’NL / OA - 395

004°45’12’’E


52°32’25’’NCH.80 X

SPY

004°51’14’’E

SPL 293

113° 31

251°

SPL 07132



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


ACFTCAT


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


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



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


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.



1.

2.

3.


GS IN KT

VERTICAL SPEED


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


THR ELEV -11




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



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


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


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’



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


Schiphol

Ground Control


880 (890)

GP 332.750

LOC 111.550


Schiphol Arrival

TowerSchiphol

BVB

DIST RELATED TO DME BVB6.2

FAFEH6396.2 BVBGP INOP

355 675995

1630


DME CH 52Y BVB

ILS CAT I/II/III/DMEGP INOP

NOTE:




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.


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.


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


DL 176 (188) 109


102

02 JUL 09

AIRAC AMDT 07/09

CH

AN

GE

: m

issed

ap

pro

ach

pro

ced

ure

, ed

ito

rial.






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



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


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


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:


(OCH)


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 *



4.8

TRANSITION ALTITUDE 3000ft AMSL

3000 ft AMSL


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


Schiphol

Ground Control


890 (900)


Schiphol Arrival

TowerSchiphol

AIP NETHERLANDS


AD 2.EHAM-IAC-27.2

NOTE:




1.

2.

3.

4. Final track 2.3° offset from RWY centreline.

GS IN KT

VERTICAL SPEED

965


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





01 JUL 10

AIRAC AMDT 07/10


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


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°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


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


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)


TIME AND VERTICAL SPEED


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


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


3000

NOTE:



4°30’ 4°50’ 5°00’4°20’ E 5°10’ E

4°40’

3° (5.2%)


ELEV THR 36C : - 12 ft

GP INOP

MAPt: THR 36C


LOMKO 1 APPROACH

ILS not equipped with markers

ILS DME MSA reads ZERO at THR 36C.

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


Schiphol

Ground Control


890 (900)

780 (790)


Schiphol Arrival

TowerSchiphol

In case of missed approach expedite climbto 2000 ft AMSL.



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



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.


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.





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


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


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


DIST RELATED TO SPL VOR / DME


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


10.8

004°


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


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


Schiphol

Ground Control


620

880

890

(630)

(890)

(900)

780 (790)

Schiphol Arrival


TowerSchiphol

AIP NETHERLANDSAD 2.EHAM-IAC-36C.2


NOTE:




Final track 6.7° offset from RWY centreline.

3000

1115

GS IN KT

VERTICAL SPEED

200 220


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


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.




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


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)


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:




0 NM 5 1010 5

SPL

178°

004°

004°

1 min

8.4

2000

3000

FL 070


LNV


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


100 120 140 160 180

A

B

C

D

TAKE-OFF

LANDING

DAY:

DAY:NA

NIGHT:

NIGHT:NA


ACFTCAT

GP INOPMAPt (THR)

(OCH)

CAT I

MSA BASED ON SPL VOR / DMEELEV THR 36R : -11.5 ft

67

200 220


330.950

111.950LOCGP


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


Schiphol

Ground Control


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


Schiphol

Ground Control


620

780

890

(630)

(790)

(900)

880 (890)

Schiphol Tower

Schiphol Arrival


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°


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.


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


AIRAC AMDT 07/09

CH

AN

GE

: m

issed

ap

pro

ach

pro

ced

ure

, ed

ito

rial.

02 JUL 09




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


453

417

52°28’13’’NL / OA - 395

004°45’12’’E

EH6372.8 SPL1500 AMSL

FAFEH6366.2 ABA(8.7 SPL)

1 min


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


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



004°


15002000 ft AMSL


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


Schiphol

Ground Control


620

880

890

(630)

(890)

(900)

780 (790)


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:






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


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.- 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


G

G

ATC DISCRETION

LANGEVELD

VALKENBURG

CASTRICUM

061°

1 min2000

059°

239°

042°

088°

00

4°

WARNING!


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



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


RWY

ELEV

INSTRUMENT APPROACH CHARTAIP NETHERLANDS


36C04 06 24

-13 -12 -11


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



RWY TRACK MAG

-12

OCH

OCA

620 780 890(630) (790) (890) (900)

570570

A : B : C : D :

MAPt

580580



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


Schiphol


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


Schiphol


570

580

570

580

570

580


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


AIRAC AMDT 07/10

01 JUL 10



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



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

trol th

e N

eth

erla

nd

s



TREE

RAILROAD TRAFFIC


MOBILE OBSTRUCTION




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

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T (P

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5

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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

-6-6

ELEV

-3.9818

R

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nd

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AD

2.E

HA

M-P

AT

C-1

8R


CHANGE: revised.


TREE

RAILROAD TRAFFIC


MOBILE OBSTRUCTION




APPROACH LIGHTS



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

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RT

(PA

TC

)

10

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10

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30

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50METRES FEET

SCALE 1: 500

100 0 100 200 300

9006003000300

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AIP

NE

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900800700600500400300200100

-4

-2

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4

6

8

10

12

14

-4

-2

2

4

6

8

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GP 3°

RDH: 50ft

27

-6-6

ELEV

-3.71

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AD

2.E

HA

M-P

AT

C-2

7

CHANGE: revised.





14

FE

B 0

8



TREE

RAILROAD TRAFFIC


MOBILE OBSTRUCTION




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

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SCALE 1:3500



800 700 600 500 400 300 200 100

-6

-4

-2

0

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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

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CH

AR

T (P

AT

C)

© A

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AD

2.E

HA

M-P

AT

C-3

6C

14

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B 0

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AIR

AC

AM

DT

02

/08

CHANGE: revised.


TREE

RAILROAD TRAFFIC


MOBILE OBSTRUCTION




APPROACH LIGHTS



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

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CH

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10

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50METRES FEET

SCALE 1: 500

100 0 100 200 300

9006003000300

METRES

FEET

SCALE 1:3500



AIP

NE

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-6

-4

-2

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4

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12

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DITCH

DITCH

© A

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2.E

HA

M-P

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C-3

6R

14

FE

B 0

8


AIR

AC

AM

DT

02

/08

CHANGE: revised.


TREE

RAILROAD TRAFFIC


MOBILE OBSTRUCTION




APPROACH LIGHTS



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


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


Start-up Control121.650 Schiphol Start-up

10 MAR 11

SchipholTowerSchiphol

121.975 Clearance deliverySchiphol Delivery

Schiphol GroundSchiphol Ground


AVERAGE VAR 1° W (2005)


FOR CONTINUATION OF THE ROUTESsee AD 2.EHAM-SID-OVERVIEW

CH

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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


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


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




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


5°00’

52°00’



TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower









10 MAR 11

CH

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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


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


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


5°00’

52°00’






TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower









10 MAR 11

CH

AN

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IK, ed

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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


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


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





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



121.500243.000


(TAR)APP

121.200119.050

Tower






AD 2.EHAM-SID-18C




AIRAC AMDT 03/11

10 MAR 11

CH

AN

GE

: A

MG

OD

SID

, D

EN

AG

SID

an

d r

ou

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h o

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ND

IK c

han

ged

, B

OLG

A S

ID c

han

ged

an

d r

en

am

ed

TO

RG

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


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


5°00’

52°00’

SCHIPHOL RWY 18L





TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower






AD 2.EHAM-SID-18L




10 MAR 11

AIRAC AMDT 03/11

CH

AN

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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


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


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


5°00’

52°00’







TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower










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


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


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




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

STANDARD DEPARTURE CHART-INSTRUMENTAIP NETHERLANDSSCHIPHOL RWY 24 AD 2.EHAM-SID-24

TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050 Schiphol Approach / Departure









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


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


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




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


5°00’

52°00’

SCHIPHOL RWY 27

TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower









AD 2.EHAM-SID-27


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


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


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


5°00’

52°00’

SCHIPHOL RWY 36C




TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower






AD 2.EHAM-SID-36C





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


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


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’




118.275

121.900 Ground Control

TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower






TowerSchiphol

Schiphol Ground



AD 2.EHAM-SID-36L



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


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


Clearance Delivery


121.650 Schiphol Start-up Start-up Control

Schiphol Delivery



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’





SCHIPHOL RWY 06 (Supplementary)

STANDARD DEPARTURE CHART-INSTRUMENT

TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower






AD 2.EHAM-SID-SUP-06




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


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


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




118.275

121.900 Ground Control

TWR118.100119.225

121.800121.700

Primary



121.500243.000


(TAR)APP

121.200119.050

Tower






TowerSchiphol

Schiphol Ground

AD 2.EHAM-SID-SUP-36L





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


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)


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


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


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


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



TWR118.100119.225

132.975108.400

118.275

PrimarySchiphol TowerSchiphol TowerSchiphol Tower


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


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


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


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


AD 2.EHAM-VAC.2

AIRAC AMDT 03/09

SPL - VORSchiphol Arrival Info

004° 50’004° 50’

CH

AN

GE

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ew

Sch

iph

ol C

TR

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ito

rial.

AIP NETHERLANDS

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