List o f pages in this Trip Kit Trip Kit Index Airport Information Fo r EHAM Terminal Charts For EHAM Revision Letter For Cycle 03-201 4 Change Notices Notebook T rip Kit Index Printed on 16 Apr 2014 Page 1 (c) JEPPESEN SANDERSON, INC., 2014, ALL RIGHTS RESERVED j e p =J EP P ES EN JeppV iew for Wind ow s
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List of pages in this Trip Kit
Trip Kit Index
Airport Information For EHAMTerminal Charts For EHAMRevision Letter For Cycle 03-2014Change NoticesNotebook
p Kit Indexnted on 16 Apr 2014ge 1JEPPESEN SANDERSON, INC., 2014, ALL RIGHTS RESERVED
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General Information
Location: Amsterdam Nld
IATA Code: AMSLat/Long: N52° 18.5' E004° 45.8'Elevation: -11 ft
Airport Use: PublicMagnetic Variation: 0.5°E
Fuel Types: Jet, Jet A-1Repair Types: Major Airframe, Major EngineCustoms: Yes
rport Information For EHAMnted on 16 Apr 2014ge 3JEPPESEN SANDERSON, INC., 2014, ALL RIGHTS RESERVED
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1.1. ATISD-ATIS Arr iva l 108.4 132.97D-ATIS Departure 122.2
1.2. NOISE ABATEMENT PROCEDURES1.2.1. GENERAL
A ll procedur es have proved t o be hi ghl y ef f i cient i n respect of noise abat ementand ACFT shal l adhere t o t hese, except f or saf ety r easons or w hen ot her w i seinstructed by ATC.
1.2.2. ACFT CLASSIFIED ACCORDING TO ICAO ANNEX 16Take-off and landi ng are not al l owed f or Chapter 2 A CFT.
Chapter 3 A CFT f or w hich t he margi n of t he sum of t he t hree cer t i f i cat i on noiselevels , r elat i ve t o the sum of t he t hree appli cable ICAO A nnex 16 Chapter 3 cer-t i f i cat i on noise l i mi t s , i s less than 5 EPNdB t he f ol l owi ng appli es:
- New o per a t i ons a r e not a l l o w e d.
- For A CFT equi pped w i t h engines w i t h bypass ra t i o smal le r o r equa l 3 , t ake-offand landi ng is not al l ow ed bet w een 1800-0800LT.
- For A CFT equi pped w i t h engines w i t h bypass ra t i o grea te r t han 3 , i t i s no tal l owed t o plan take-of f bet w een 2300-0700LT.
1.2. 3. PREFERENTIA L RWY SYSTEM1.2.3.1. GENERAL
The RW Ys i n use wi l l be select ed by A TC accordi ng t o a pref erent i al RW Y syst em.
The pref erent i al sequence is subject t o noi se load development s and may t her e-f ore change in any gi ven per i od. Devi at i ons f r om t he pref erent i al sequence f orselect i ng RW Ys i n use can be made by A TC:
- When approach f aci l i t i es on t he se lect ed RWY are no t sui t able f or opera t i onsi n the prevai l i ng weather .
- When crosswi nd component s do not meet t he gi ven l i mi t s for any RWYcombinat ion.
- When est i mated sur f ace f r i c t i on on RWYs i s below cer t a in st andards .
- When heavy showers a re observed or w i nd shear i s r epor t ed i n t he v ic in i t y oft he APT.
The use of a non-pref erent i al RW Y f or t ake-off and landing i s not per mi t t edunl ess specif i cal l y r equested f or saf ety r easons by t he pi l ot .
However, i f a pi l ot decides t hat a dif f erent landing RW Y should be used f or
saf e ty r easons , A TC wi l l ass ign t ha t RWY (a i r t r a ff i c or o ther condi t i onspe rm i t t i ng ) .
1.2.3.2. WIND CRITERIAI n select i ng t he RWY combinat i on t o be used f r om t he pr efer ent i al RWY syst em,A TC shal l apply t he w i nd speed cr i t er i a as have been st at ed i n the t able below .
I n applyi ng t hese wi nd cr i t er i a , gusts below 10 KT shal l not be taken int o account .
I f t he act ual w i nd speed values exceed t he w i nd speed cr i t er i a , A TC may applyhigher cr osswi nd and/ or t ai lw i nd values in order t o assign a RW Y combinat i on.
A ccept i ng a RW Y i s a pi l ot ' s deci sion. I f a pi lot , pr ompt ed by saf ety concer ns,r equests anot her RW Y f or l anding, t his r equest w i l l be granted w hen possible . I nt ha t case, t he pi lo t mus t submi t a wr i t t en repor t ( t he oper a tor i s respons ib le forproper r eport i ng pr ocedures) .
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Usuall y, t he est i mat ed surf ace f r i ct i on at Schi phol A PT i s good, even w hen t heRW Y i s w et . The est i mat ed sur f ace f r i ct i on w i l l be less than good onl y i n case ofe .g . ex t reme r a infa l l o r snow.
1.3. LOW VISIBILITY PROCEDURESThe ATC low vi sibi l i t y oper at i ons are cat egori sed in f our phases (A, B, C and D),t hat ar e based on RVR val ues and cloud base. Phase A i s a r educed vi sibi l i t y pr o-cedure; phases B, C and D are low visibility procedures.
I f a ground sur vei l lance system and/ or t he RW Y stop bar s are out of ser vi ce,addi t i ona l r est r i c t i ons apply.
Phase A, B, C and D:Reduced vi sibi l i t y has only i mpact on depar t i ng t r af f i c , t her efor e t he announce-
ment i s only br oadcast ed on t he Depart ure A TI S.Pi l ot s should not r equest st ar t -up permi ssi on unl ess t he RVR val ues f or t he t ake-off RWY are above the take-of f l i mi t s for t he f l i ght . Pi lo t s should be i nf ormedabout t he RVR mi ni ma t hat apply of t heir f l i ght s , so t hat t hey can r eadi ly r espondt o r equests about t hese minima.
Dur i ng r educed and low vi sibi l i t y procedur es al l RWY exi t s , ent r i es and cr ossings(except RW Y 04/ 22) are saf eguarded by sw i t chabl e or f i xed st op bars . Cr ossing ofact i vat ed s top bars i s pr ohi bi t ed. Traf f i c may proceed only af t er A TC clearanceand when t he s top bar l i ght s ar e sw i t ched off .
Dur i ng r educed and low v i sibi l i t y procedur es, t he st andar d taxi r out es bet w eenSchi phol- Center and Schi phol- East ar e as f oll ow s:
- f rom Schi phol -Cent er t o Schi phol -East t ax i v i a TWY E4 and G2.- f rom Schi phol -East t o Schi phol -Cent er t ax i v i a TWY G5 and E1.
Phase B, C and D:Duri ng low v i s ib i l i t y procedures addi t i ona l separa t i on on f i na l i s appl i ed t oensur e t he I LS signal i nt egr i t y.
Weather RVR 550m or mor e andcloud base 200' or m ore
RVR l ess than 500m and/ orcloud base less t han 200’
Windcomponent
Cr oss Tai l Cr oss Tai l
Est i mat edRW Y
f r i c t i o n
Good 20 KT 7 KT 15 KT 7 KT
Medium togood 10 KT
0 KT
10 KT
0 KTMediumMedium topoor 5 KT 5 KTPoor
Phase Condi t i ons Pr ocedur esA TDZ RVR l ess or e qual
1500m and/ or cl oudbase less or equal 300’
' Reduced visi bi l i t y has onl y i mpact on groundopera t i ons r egard ing depar t i ng t ra f f i c ( s topbar sact i va ted and in t e rsec t i on t ake-off s a re no ta l l owed, exept f or t ake-off s f r om RWY 24 in te r-sect i on TW Y S6 at A TC di scr et i on).
B TDZ RVR l ess 550mand/ or cloud base less
200’
CAT I I separa t i ons wi l l be provided .RWY use wil l be restr icted.
C TDZ and/ or mi dpoi ntRVR l ess 350m
CAT I I I separ a t i ons wi l l be provided .RWY use wil l be restr icted.
D any RVR l ess 200m CAT I I I separ at i ons w i l l be pr ovi ded.Onl y one RW Y w i t h I LS CA T I I I w i l l be avai lablef or l andi ng and one RW Y f or depart ure.
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Phase C and D:Taxi guidance based on ground surveillance information will be provided (sharedpil ot / A TC r esponsi bi l i t y f or r out i ng and avoidance of i nadvert ent RW Y ent r y) .
On t he tax i w ays East of RW Y 18L/ 36R (ex cept TWY E4 and TW Y N1) A CFT shal l betowed or guided by a fol low-me car.
A vai l abi l i t y of t he K-apron f or park i ng and depar t ure opera t i ons i s l i mi t ed. Occa-sional i nbound t r af f i c shal l , upon recei vi ng clearance fr om Ground Cont r ol , bet owed or gui ded by a f ol l ow- me car t o the apr on ent r y GL.
Phase D:I f t he RVR val ues dr op below 200m and t he ground surv eil l ance inf r ast r uct ure hasdegraded to an unacceptable level , the APT wil l ul t imately be closed for al l t raf-f i c (A TI S/ RTF:" SCHI PHOL below operat i onal l i mi t s" ) .
1. 4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM1.4.1. OPERATION OF MODE S TRANSPONDER WHEN ACFT IS ON GROUND
A CFT oper at ors should ensur e t hat t he Mode S t r ansponders ar e able t o operat ew hen the ACFT i s on the gr ound accordi ng t o ICA O speci f i cat i ons.
The A CFT i dent (MA X 7 charact ers) should be enter ed bef ore t he t r ansponder i sac t iva ted .
Pi l ot s shall select t he assi gned Mode A ( squawk ) code and act i vat e t he Mode St r ansponder:
- f r om r equest o f push-back or t ax i w hicheve r i s e ar l i e r ;- a f t e r l anding, cont i nuous ly unt i l t he A CFT i s f ul l y parked on s tand .
The t r ansponder shal l be deact i vat ed i mmedi at ely af t er parki ng.
A ct i vat i on of t he Mode S t r ansponder means select i ng AUTO Mode, ON, XPNDR,or equivalent according to specif ic instal lat ion.
Select i on of t he STA ND-BY Mode wi l l NOT acti vat e t he Mode S t r ansponder.
Depending on t he hardw ar e conf i gur at i on, select i ng ON coul d over r ule t her equi r ed suppression of SSR r epli es and Mode S al l -cal l r epl i es when t he t r ans-ponder i s on t he gr ound.
To ensure t hat t he perf or mance of syst ems based on SSR f r equenci es (i ncludi ngai r borne TCAS uni t s and SSR r adar s) i s not comprom i sed, TCA S should not beselect ed befor e recei vi ng t he clearance t o l i ne up.
For ar r i vi ng A CFT, TCA S shoul d be desel ected as soon as possi ble af t er vacat i ngt he RW Y.
1.5. TAXI PROCEDURES
1 .5 .1 . GENERALBased on pri nciple of cockpi t over center l i ne for al l A CFT t ypes, except B777-300,A 340-600 and A 380. For t hose A CFT overst eeri ng i s requi r ed.
Overs t eer i ng requi red f or A CFT w i t h wi ngspan of 118’ / 36m or mor e when tax i i ngon:
- Tw y E4 t o G2 and v i c e v er s a,- Tw y G2 RIGHT t o G and v i ce ver s a,- Tw y G5 LEFT t o G and v i ce ver s a .
For wingspan restr ict ions refer to 10-9 charts .
Avoid holding on the upslope between TWY A19 and A20 to prevent backwardmovement of t he ACFT.
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1.5.2. A380 PROCEDURESTaxi only w i t h thr ust on i nner engi nes.Use of RWY 04/ 22 prohi bi t ed due t o insuf f i cient RWY w i dth.Take-off on RW Y 09/ 27 maxi mum al l owable t ake-off w eight 450 000 kg.Landi ng on RW Y 24 prohibi t ed due t o insuf f i cient w i ngt i p cl earance at TW Y R.
Use of TWY A bet w een TW Ys A 1 and A 3 under gui dance onl y.Use of TW Ys A1 t hru A10, A 13 past s tand E18, A 14 t hru A17, A 19 past s tand G9,E3, E5 (East of RW Y 18L/ 36R), G, G1, G2, G3, G4 and G5 prohi bit ed.Use of TW Y Q w i t h thr ust on out er engi nes l i mi t ed t o MA X gr ound i dle pow er duet o br i dge over highway.TW Y R bet w een st ands R77 and R85 MA X wi ngspan 226’ / 69m.Designat ed A CFT st and G9 equi pped w i t h double apron dr i ve bri dge and f our f i xedpower uni ts .St and J81 suit able f or r emote handli ng.St ands P10, P12, P14 and P16 avai l abl e f or A 380 ACFT.De-i cing st ands P14 and P16 sui t able f or A 380 ACFT.
Engi ne r un-up area not accessibl e due t o wi ngspan rest r i ct i on.A380 equipped with brake-to-vacate system are advised to select the fol lowingexits , unless instructed otherwise.
Pi lot s shal l vacat e t he exi t TW Y complet ely onto t he TW Y paral l el t o t he RW Y assoon as pr acti cabl e.
1.6. PARKING INFORMATION1 .6 .1 . GENERAL
A t all park i ng st ands except B61 thr u B95 and K11 t hru K27 nose-i n park i ng andpush-back pr ocedur es ar e appli cabl e.A ll par ki ng stands are outsi de of A TC ser vi ce area.Self -docki ng pr ocedure (w / o marshal l er or vi sual docking gui dance syst em) onB-A pron avai lable except s tands A32, A 34 and A36.Self docki ng procedure (w / o marshall er or v i sual docking guidance syst em) onB-Pi er onl y avai l able f or st ands B16, B20, B24, B28, B32 and B36.
St op A CFT w hen yel l ow STOP mark i ng i s in l i ne w i t h pi lot s eye vi ew at an angleof 90^ to t he lead-in l i ne.Caut i on: Compass devi at i ons, caused by undergr ound tr ai n may occur w hen an
A CFT i s par ked at t he s tands of t he E-Pi er, i n the area bet w een theE- and F-Pi er, or w hen f ol l owi ng t he TW Ys in t he vi cini t y of t he E-Pi er.
I n order t o pr event dazzl i ng t he marshal l er or t he push-back crew , pi lot s ar er equest ed when r eachi ng or l eavi ng t he par ki ng posi t i on on t he apron, t o swi t ch-off t hei r landing l i ght s and, w hen equi pped w i t h both a conventi onal r ed ant i -col l i s ion l i ght and a sequenced whi t e st robe l i ght syst em, t o sw i t ch-off t he la t t e rsyst em as w el l .
1.6.2. K-A PRON PROCEDURESK-A pron is not contr ol l ed by A TC.
1. 6. 3. PUSH-PULL / PUSH-BACK PROCEDURESSt ands E8, E18, G3, G5, G7, G71, G73 and G76: B757 and l ar ger push-pull .St ands D2 and D4: B767 and l ar ger push-back bet w een stands C11 and C13 vi aTW Y A 5.St and D8: B767 and lar ger push-back bet w een stands C11 and C13 vi a TWY A8 andTW Y A 5.
St ands D3, D5, E2 and E4: Push-back i nt o TWY A 10.St ands D7, D43 and E6: B757 and lar ger push-back i nt o TWY A10.St ands E3, E5, E7, E9, F2, F4 and F6: B757 and lar ger push-pul l on TW Y A 16. Ot herA CFT push-back i nt o TW Y A 14.St ands E20, E22 and E24: Push-back o n TW Y A 12.St and F3: Push-back on TWY A opposi t e st and G9.St ands G3 and G71: A CFT w i t h MA X wi ngspan 118' / 36m push-back on TW Y A 19N.St and G4: B767 and l ar ger push-pull .St ands H1 and H2: Push-back on TWY A 19N.
1 .6 .4. USE OF APUStands B13, B15 thru B17, B20, B23, B24, B27, B28, B31, B32, B35, B36, D2t hru D7, D10, D12, D41, D43, D47, D49, D51, D53, D55, D57, all F, G and Hstands:Use of A PU und GPU st r i c t l y cont r ol l ed t o r educe envi r onment al and noi se burden.W her e avai l able , ( f i xed) 400 Hz power uni t s must be used. For cool i ng and heat -i ng pur poses, pr econdi t i oned ai r uni t s (PCA ) shall be used. A PU should be shutdow n as soon as p rac t i cab le f o l l owi ng ar r i va l (but no t l a t e r t han 5 min af t e rpar k i ng br akes se t ) and no t r est a r t ed unt i l 10 min pr i o r t o depar t ur e in or der t os ta r t eng ines .
At al l ot her s t ands:A cf t are ur gent l y r equested not t o use APU. Ext er nal Pow er suppl i es , such as400 Hz power uni t s, GPU and PCA , should be used, w here avai l able.
Ex cept i ons w i t hout PPR:- Out side temperat ur e below -5^C or above + 25^C (accor ding t o META R).
Excepti ons wi t h PPR f rom Ai rsi de Operat ions off ice r equir ed:- When i t i s necessary t o use an A PU t o diagnose and / or r ect i f y ACFT f aul t s .- When 400 Hz pow er uni t s and / or PCA uni t s a re no t oper a t i ve or no t ava i l abl e .
1.7. OTHER INFORMATION1.7.1. RNAV EQUIPMENT
For RNAV equi pment w i t hin Schi phol TMA s r ef er t o A TC pages Net her l ands.
1 .7 .2 . GENERALBirds .RVR r epor t ed f or RW Y i n use at TDZ, MI D and Roll out , i dent i f i ed by A, B and C.
A l l RW Ys w i t h ant i - sk i d l a y er.1.7.3. JETBLAST HAZARD
Caution: Jetbl ast hazar d exi s t s , w hen t he f ol l ow i ng RW Y combinat i ons in use:- De pa r t ur e RW Y 18 L a nd de pa r t ur e RW Y 24 ; A TC w i l l t i m e de pa r t ur e s f r o m
RW Y 24 t o avoi d j et blast on RW Y 18L.- Depar t ur e RWY 18L (E5) and depar t ur e o r l andi ng RWY 09 or 27 ; A TC w i l l t i me
depar t ur es f r om RW Y 18L t o avoi d je t blast on RW Y 09 or 27.- De pa r t ur e RW Y 24 a nd l a ndi ng RW Y 36 R; ATC w i l l t i m e de pa r t ur e s f r o m
RW Y 24 t o avoi d j et blast on RW Y 36R.Pi lo t s a re adv ised to keep power se t t ing to a mim a t the fo l lowing pos i t ions :- TWY A w hen t ur ni ng l e f t ont o TWY S6 f o r l i ne -up RWY 24 of Code E and F
A CFT.- TW Y A w h e n t ur n i n g l e f t o nt o TW Y S7 f o r l i ne - up RW Y 2 4.- TW Y A 1 0 w he n t ur n i ng r i g ht o nt o TW Y A 1 3.- TW Y A 1 2 af t e r p us h- ba ck , w he n t ur n i n g r i ght o nt o TW Y A 1 3 .- TW Y A 1 4 t a x i o ut s t r a i g ht t o TW Y A o r B t o av o i d j e t b l a st o n s t a nd s E1 7 a nd
E19.- TW Y A 1 6 af t e r p us h- ba ck , w he n t ur n i n g r i ght o nt o TW Y A .- ACFT st ands D3, E18, E20 and E22 when docki ng.
2.1. LOST COMMUNICATIONS2. 1. 1. INBOUND CLEARANCE NOT RECEIVED
Pr oceed accor ding the cur r ent f l i ght plan to t he appr opri at e holdi ng f i x (SUGOL,RI VER, A RTI P).Main t a in t he l as t c l ea red and acknowl edged f l i ght l eve l .
A f t e r a r r i v a l o v er t he f i x , i nt e r ce pt t he ho l di n g pa t t e r n.Commence descent t o FL70 at or as near as possibl e t o t he ETO over t he hol di ngf i x .Af t e r r eachi ng FL70 leave t he hold i ng f i x and ca r r y ou t i ns t r ument approach pr o-cedure t o t he receiv ed and acknowl edged RW Y, or t o t he mai n RW Y accor dingA TI S.
2. 1. 2. INBOUND CLEARANCE RECEIVED2. 1. 2. 1. TRAFFIC VIA STANDARD ARRIVAL ROUTE
Pr oceed accor ding the cur r ent f l i ght plan to t he appr opri at e holdi ng f i x (SUGOL,RI VER, A RTI P).Main t a in t he l as t c l ea red and acknowl edged f l i ght l eve l .A f t e r a r r i v a l o v er t he f i x , i nt e r ce pt t he ho l di n g pa t t e r n.Commence descent t o FL70 at t he EA T l ast r ecei ved and acknowl edged.W hen no EA T has been recei ved and acknow l edged, commence descent t o FL70 ator as near as possibl e t o t he ETO over t he holdi ng f i x .Af t e r r eachi ng FL70 leave t he hold i ng f i x and ca r r y ou t i ns t r ument approach pr o-cedur e t o t he assi gned RW Y, or t o t he mai n landing RW Y accordi ng A TI S.
2.1.2.2. TRAFFIC VIA EELDE 1B, NORKU 2B AND REKKEN 2B ARRIVALPr oceed t o NA RSO.Main t a in t he l as t c l ea red and acknowl edged f l i ght l eve l .A f t e r a r r i v a l o v e r N A RSO , i nt e r c ep t t he ho l d i ng pa t t e r n.Commence descent t o FL70 at t he expected f ur t her c lear ance t i me (EFCT) l as treceived and acknowledged.
W hen no EFCT has been r ecei ved and acknow l edged, comm ence descent t o FL70 ator as near as possi ble t o t he ETO over NARSO.A f t er r eachi ng FL70 l eave NA RSO and i nt er cept R-070 SPL i nbound A RTIP.W i t hout delay at A RTI P, car r y out i nst r ument appr oach procedur e t o t he assi gnedRW Y, or t o t he main RW Y accordi ng A TI S.
2.1.2.3. TRAFFIC OUTSIDE STANDARD ARRIVAL ROUTEPr oceed t o VOR ' SPL' al ong t he r oute specif i ed in t he i nbound cl ear ance.Main t a in t he l as t c l ea red and acknowl edged f l i ght l eve l .Af t e r a r r i va l over VOR ' SPL' i nt e rcept t he ho ld i ng pa t t e rn to t he recei ved andacknow l edged RW Y, or t o t he main l andi ng RW Y accordi ng A TI S.I n t he hol ding descent t o FL70, i f appl i cabl e .A f t er r eachi ng FL70, l eave t he holdi ng and car r y out i nst r ument approach proce-dur e t o t he assi gned RW Y.
2. 1. 2. 4. TRAFFIC ON A TRANSITIONW i t h clear ance f or approach, execute t he clear ed appr oach.Wi t hout c lea rance fo r approach:- Pr oceed to NA RI X (ARTIP 2C t r ansi t i on) or NIRSI (A RTI P/ RI VER/ SUGOL 3B
t r ansi t i on) or SOKSI (A RTI P/ RI VER/ SUGOL 2A t r ansi t i on) t o VOR ' SPL' .- M ai n t a i n t h e l a st cl e ar e d and ack no w l e dge d f l i ght l e v el .- A f t e r a r r i v a l o v er VO R ' SPL' , i n t e r c ept t he ho l di n g pa t t e r n t o t he r e ce i v e d a nd
acknow l edged RW Y.- I n t h e ho l d i ng d es ce nd t o FL7 0.- A f t e r r e ac hi n g FL7 0, c a r r y o ut i ns t r um ent a pp r o ac h p r o ce dur e t o t h e RW Y
concerned.2.1.2.5. TRAFFIC VECTORED TO FINAL APPROA CH
Pr oceed t o t he f i na l appr oach beacon or i nt e rmedia t e f i x ( I F) o f t he ass ignedl andi ng RW Y.Main t a in l ast r ece iv ed and acknowl edged l eve l .When a r r iv ing over the f ina l approach beacon or in te rmedia te f ix ( IF) s t a r t ou t -bound t urn, descend t o 2000’ and i nter cept f i nal appr oach.
2.1.3. MISSED APPROA CH PROCEDURE DURING COMMUNICATIFAILURE
2.1.3.1. MISSED APPROA CH FOR ILS, LOC AND NDB DME RWY 06Tr ack 058^ and cl i mb to 3000’ . When passi ng 2000’ s t a r t a r i ght t ur n to Lc t r ' CH'and cr oss Lc t r ' CH' a t 3000’ . Af t e r Lc t r ' CH' descend t o 2000’ i n the out bound t ur n
and execut e t he instr ument appr oach procedure again.2.1.3.2. MISSED APPROA CH FOR VOR DME RWY 09
Cl i mb on R-265 PAM i nbound to 3000’ . A t 2000’ s t a r t a l e f t c l i mbi ng tu rn t o VOR' SPL' so as t o cross VOR ' SPL' at 3000’ and execut e t he inst r ument approach pr o-cedure again.
2.1.3.3. MISSED APPROA CH FOR ILS, LOC AND NDB DME RWY 18CTr ack 183^ and cl i mb to 1500’ . When r eachi ng 1500’ s t a r t a r i ght t ur n to Lc t r' O A ' , c l i m b t o 30 00 ’ a nd cr o s s Lc t r ' O A ' a t 3 0 00 ’ . A f t e r Lc t r ' O A ' de sc end t o2000’ i n t he outbound t urn and execut e t he instr ument appr oach pr ocedur e again.
2.1.3.4. MISSED APPROA CH FOR ILS, LOC AND VOR DME RWY 18RTurn r i ght as soon as pr act i cable t o i nt er cept R-280 SPL and do not over shootR-240 SPL. Cl i mb t o 3000’ . A t D7.5/ R-280 SPL (EH 624)t urn r i ght t o VOR ' SPL' .Cr oss VOR ' SPL' at 3000’ and execut e t he i nst r ument approach pr ocedur e again.
2.1.3.5. MISSED APPROA CH FOR SRE RWY 18RTur n r i ght t o i nt e rcept R-280 SPL and cl i mb to 3000’ . A t 2000’ s ta r t a r i ght c l i mb-i ng t urn t o VOR ' SPL' so as t o cr oss VOR ' SPL' at 3000’ and hold or execut e t hemost sui t able i nst r ument appr oach pr ocedur e as publ i shed.
2.1.3.6. MISSED APPROA CH FOR ILS AND LOC RWY 22Tur n le f t t o 160^ as soon as pr act i cab le but no t below 400’ and cl i mb to 3000’ . At2000’ s t ar t a lef t c l i mbing tur n to VOR ' SPL' so as t o cross VOR ' SPL' a t 3000’ and
execut e t he instr ument appr oach procedure again.2.1.3.7. MISSED APPROA CH FOR SRE RWY 22
Tur n le f t t o 160^ as soon as p rac t i cab le and cl i mb t o 3000’ . At 2000’ s t a r t a l e f tcli mbi ng t urn t o VOR ' SPL' so as t o cross VOR ' SPL' at 3000’ and hold or execut et he most sui t able i nst r ument appr oach procedur e.
2.1.3.8. MISSED APPROA CH FOR VOR DME RWY 24Tur n le f t t o 240^ and cl i mb t o 3000’ . A f t e r pass ing 2000’ s t a r t a r i ght t ur n t o VOR' SPL' so as t o cross VOR ' SPL' at 3000’ and execut e t he inst r ument approach pr o-cedure again.
2.1.3.9. MISSED APPROA CH FOR ILS AND LOC RWY 27Tr ack 268^ and cl i mb to 3000’ . W hen passi ng 2000’ s t a r t a r i ght t ur n to Lc t r ' WP'and cr oss Lc t r ' WP' a t 3000’ . Af t e r Lct r ' WP' descend to 2000’ i n the out boundt urn and execut e t he instr ument appr oach pr ocedur e agai n.
2.1.3.10. MISSED APPROACH FOR VOR DME RWY 27Tr ack 266^ and cl i mb to 3000’ . When passi ng 2000’ s t a r t a r i ght t ur n to VOR’ PA M’ and cr oss VOR ’ PAM ’ at 3000’ . A f t er VOR ’ PA M’ descend to 2000’ i n t heout bound t urn and execut e t he i nst ument approach pr ocedur e agai n.
2.1.3.11. MISSED APPROACH FOR ILS, LOC AND VOR DME RWY 36CTr a c k 00 4^ and cl i m b t o 30 00 ’ , p r o ce ed t o Lc t r ' O A ' . O v e r Lc t r ' O A ' t ur n l e f t t oVOR ' SPL' . Cr oss VOR ' SPL' at 3000’ and execut e t he inst r ument approach pr oce-
2.1.3.12. MISSED APPROACH FOR ILS, LOC AND NDB DME RWY 36RTr ack 003^ and cl i mb to 1500’ . W hen 1500’ i s r eached st a r t a r i ght t ur n to Lct r' NV' , c l i mb and cr oss Lc t r ' NV' a t 3000’ . A f t e r Lc t r ' NV' descend to 2000’ i n t heout bound tur n and execut e t he inst r ument appr oach procedur e again.
2.1.3.13. MISSED APPROACH FOR SRE APPROACHES (ALL RWYS EXCEPTRWY18R AND RWY 22)Pr oceed on RWY t r ack c l i mbi ng t o 3000’ ; a f t e r passi ng 2000’ s t a r t t he shor t estcli mbi ng t urn t o VOR ' SPL' so as t o cross VOR ' SPL' at 3000’ and hold or execut et he most sui t able i nst r ument appr oach pr ocedur e as publ i shed.
2.1.3.14. MISSED APPROACH DURING VISUAL APPROACHTurn t o t he i ntended landing RW Y, i nter cept t he RW Y t r ack of t hat RW Y w hil e:When visual :- r e m a i n v i s ua l a nd e x ec ut e ano t h er c i r c ui t f o r t ha t RW Y, o r w he n una bl e t o
r emai n v i sua l :- cl i mb t o 3000’ ;- a f t e r p as si ng 2 00 0’ s t a r t t he sho r t e st c l i m b i n g t ur n t o V OR ‘ SPL’ s o as t o
cross VOR ‘ SPL’ at 3000’ and hold or execut e t he most sui t able i nst r umentappr oach pr ocedur e as depict ed on r elevant i nst r ument appr oach char t .
2.1.3.15. MISSED APPROACH WHILE CIRCLING TO LAND(DIFFERENT FROM ICAO DOC. 8168, PANS-OPS)
St ar t c l i mbing and compl et e t he t urn to t he i ntended l anding RW Y. I nter cept t heRWY t r ack whi l e cl i mbi ng t o 3000' . A f t e r pass ing 2000 ' s t a r t t he shor t est c l i mb-i ng t ur n t o SPL VOR so as t o cr oss SPL VOR at 3000' and hol d or exe cut e t hei nst r ument appr oach pr ocedur e again.
2.2. APPROACH PROCEDURES2 .2 .1 . GENERAL
Bet w een I A Fs and i nter cept i on of f i nal t he navi gat i on is based on RA DA R VEC-TORS pr ovi ded by A TC, except in case of RNAV approaches .
2. 2. 2. TRANSFER TO SCHIPHOL APPROACHW hil e being t r ansf err ed f r om A MSTERDA M Radar t o SCHI PHOL A ppr oach, i ni t i a lcon tac t sha l l be res t r i c ted to SCHI PHOL A PPROA CH A ND CA LLSI GNonl y i n order t o avoi d channel congest i on. I n speci f i c s i t uat i ons, A MSTERDAMRadar may request pi l ot s to r epor t addi t i onal i nfor mat i on t o SCHI PHOL A ppr oachi n t he i ni t i a l co nt a ct .
2. 2. 3. TRANSFER TO SCHIPHOL ARRIVA LW hil e bei ng t r ansf err ed f r om SCHI PHOL A ppr oach t o SCHI PHOL A r r i val , i n i t i a lcon tac t sha l l be res t r i c ted to SCHI PHOL ARRI VA L A ND CA LLSI GNonl y i n or der t o avoid f r equency congest i on.
2. 2. 4. MISSED APPROACH PROCEDURE2. 2. 4. 1. STRAIGHT IN APPROACHThe RWYs ar e used accordi ng t o a pref er ent i a l RW Y syst em. Thi s syst em al l owss imul t aneous use o f severa l RWY combi na t i ons , t he re f ore i t i s impor t ant t ha t i ncase of a mi ssed A PCH, pi l ot s inf orm A TC i mmedi at ely and ar e pr epar ed t or ecei ve amended mi ssed APCH i nst r uct i ons. W hen no i nst r uct i ons are r ecei ved,adher e s t r i c t l y t o t he publ i shed mi ssed APCH procedur es .
2. 2. 4. 2. DURING VISUAL APPROACHTurn t o t he i ntended landing RW Y, i nter cept t he RW Y t r ack of t hat RW Y w hil e:- W h en v i s ua l : I n f o r m ATC i m m edi a t e l y and r e ma i n vi s ua l .- W h en una bl e t o r e ma i n v i s ua l : I nf o r m ATC i m m ed i a t e l y a nd c l i m b t o 2 00 0' .
2.2.4.3. WHILE CIRCLING TO LAND (DIFFERENT FROM ICAO DOC. 8168,PANS-OPS)In f orm A TC i mmedia t e ly. St a r t c l i mbing and comple t e t he t ur n to t he in t endedl anding RW Y, i nt ercept t he RW Y t r ack and execut e t he publ i shed missed approachf or t ha t RWY.
The RNAV t r ansi t i on pr ocedur es t o RW Y 06 or 18R must be executed by al l j e tA CFT at NI GHT.
The t r ans i t i ons pr ov i de l a t e ra l gui dance only, ATC w i l l i s sue t he clea r ance fo r
f ur t her descent below FL 70 and t he instr uct i on t o r educe speed bel ow 250 KT.For RW Y 06 the descent f r om t r ansi t i on l evel or f r om 4000' A MSL or above beginsat SOKSI . For RW Y 18R t he descent f r om FL 55 or above begins at NIRSI . A t A TCi ni t i a t i ve a t r ans i t i on f o r RWY 18R v i a NARIX f r om FL 60 or above may be ava i la -ble . The descent af t er SOKSI / NIRSI / NARI X i s a l ow -noise cont i nuous descent .
The example of A TC i nst r uct i on " Cl eared f or SOKSI A ppr oach RW Y 06" i mpli esclear ance t o f l y t he publ i shed rout e and ILS apch t o t he rel evant RW Y.
In case separ a t i on f r om ot her t r a f f i c i s no i s sue ATC may use t he wor ds " a tpi l o t ' s di s cr e t i o n" i n t h ei r d es ce nt o r s pe ed i n st r u ct i o ns . I n t h i s c as e t he pi l o t i sf r e e t o op t i m i s e t h e v e r t i c al a nd / o r s pe ed pr o f i l e .
A CFT w i t h a cruis i ng al t i t ude bel ow FL 70 and/ or a cr uis i ng speed of l ess t han250 KT are exempt ed f r om t he p rocedur e . A s a ru le , t hese ACFT w i l l be of f e red anI LS approach begi nni ng at 3000' .
Fl i ght s depar t i ng f r om ROTTERDAM or LELYSTA D i nbound SCHI PHOL ar e al soe x em pt e d f r o m f l y i n g t r a n si t i o ns .
2. 2. 5. 2. NON-RNAV EQUIPPED ACFTPi lo t s sha l l i nf orm A TC by use of t he phr ase " UNABLE RNAV" i f i ns t r uc ted t o f lyan RNAV pr ocedur e.
These ACFT w i l l be gui ded by radar vect or s or r er out ed vi a convent i onal navi ga-t ion a ids .
2. 2. 6. TRANSFER TO SCHIPHOL TOWERW hil e bei ng t r ansf err ed fr om SCHI PHOL A ppr oach/ A r r i val t o SCHI PHOL Tow er ,i ni t i a l c ont a ct s ha l l c ons i s t o f SCHI PHOL TOW ER, CA LLSI GN A ND RW Y.
2. 3. SPEED RESTRICTIONS (JET ACFT DURING DAY)- M A X 25 0 KT b el o w FL1 00 unl e s s o t h er w i s e i ns t r uc t e d.- MAX 220 KT a t SPL 15 DME.- A f t e r ho l di n g m ai n t a i n spe ed 22 0 KT unt i l f ur t he r no t i ce .- ATC w i l l i n i t i a t e spe ed r e duct i o ns be l ow 2 2 0 KT.
- When est abl i shed on ILS: mai nt a in 160 KT unt i l 4 NM bef ore THR.- Sp ee d gr e at e r t ha n 2 20 KT a cc ur a t e w i t hi n 1 0 KT.Speed small er t han 220 KT accur at e w i t hin 5 KT.
2.4. NOISE ABATEMENT PROCEDURES2 .4 .1 . GENERAL
Bet w een 2230-0630LT f or RW Y 06 and RW Y 18R RNAV l ow -noi se pr ocedures, con-t i nuous descent approach (CDA) , f o r j e t ACFT wi l l be used , o t herw i se ACFT wi l lb e r a d ar v e ct o r e d t o w a r ds i n t e r c e pt i o n o f f i na l l e g a t 3 00 0' .
Execut i ng a CDA i mpli es t hat af t er NIRSI, NARI X or SOKSI a cont i nuouslydescending f l i ght pat h w i t hout l eve l segment s i s t o be f low n i n a low pow er and
l ow dr ag conf i gur at i on. A f l i ght path is consi dered cont i nuously descending w hent here i s no l eve l segment . A segment i s cons idered l eve l i f t he a l t i t ude loss i sl ess t han 50 ' over a d i s tance o f 2 .5 NM.
Using a reduced f l aps l anding procedur e i s r ecommended. However , use of t hisprocedur e i s sub jec t t o capt a in ' s deci s ion and sa f e t y p reva i l s at a l l t i mes.
- I n t e r c ep t I LS ( o r f o r n on- p r e ci s i o n a pp r o ac he s f o l l o w a de sc ent pa t h a f t e ri nt e rcept i on o f f i na l l eg) us ing mi ni mum f lap se t t i ngs w i t h l andi ng gearr e t r act ed w hi ch w i l l NOT be low er t han 5 .2% (3^) .
- Se l ect ge ar d ow n af t e r pa ssi n g 2 00 0' .- Po st po ne t he s el e c t i o n o f t he m i n i m um c er t i f i e d l a ndi ng f l a p s et t i ng unt i l
passi ng 1200' .
ACFT execut i ng a v i sua l appr oach sha l l add i t i ona l l y i nt e rcept t he f i na l l eg avo id-i ng popul at ed areas as much as possibl e.
2.4.2. USE OF RWYSThe most f r equentl y used RW Ys ar e 06, 18R, 36R, 18C, 36C & 27.
Out side peak hour s and dur i ng t he NIGHT peri od a combi nat i on of 1 depar t ur eRW Y and 1 landing RW Y w i l l be assi gned. Duri ng out bound peak hour s a combina-t i on of 2 depar t ure RW Ys and 1 landi ng RW Y may be i n use. Dur i ng i nbound peakhour s a combi nat i on of 1 depar t ure RW Y and 2 l andi ng RW Ys may be i n use.
RWYs 18L & 36L a re no t ava i lab le f o r a r r i va l s .
Fr om 2230-0630LT RW Ys 04/ 22, 09/ 27, 18C, 24 and 36R ar e not avai l able f or
a r r i v a l s .Devi a t i ons f r om the res t r i c t i ons fo r a r r i va l s on RWYs 18C, 36R, 09/ 27 and 24sha l l be made i f no o ther RWY is ava i l able o r usab le o r f o r r escue o r r e l i e fopera t ions .
A ssignment of RW Ys in use i s based on t he Pr ef er ent i al RW Y Syst em.
Pr opel l er dr i ven ACFT may be assi gned a di f f er ent t ake-of f and landi ng RW Y.
The a t t ent i on o f p i l o t s on f i na l o f RWY 04 or 22 i s d rawn t o t he si ze and tex t ur eof t he par a l l e l TWY w hi ch, under cer t a in w ea ther condi t i ons , i s mor e conspi c ioust han t he RW Y.
2.4. 3. REVERSE THRUSTBet w een 2130-0630LT: A f t e r l andi ng , t he use of i d le r everse t hr us t i s adv i sed onal l RW Ys except RW Y 04/ 22, saf et y permi t t i ng. To achi eve t he highest possi bleRW Y capaci t y, RW Y occupancy t i mes are t o be r educed t o a mini mum.
2 .5 . CAT II/ III OPERATIONSRWYs 06 , 18C/ R, 27 , 36C/ R a re appr oved f o r CAT I I / I I I opera t i ons , speci a l a i r -c rew and ACFT cer t i f i cat i on r equi r ed.
2.6. MINIMUM FUEL PROCEDURES2.6. 1. PILOT AND ATC PROCEDURES
- Pi l o t s s ha l l a d v i s e " m i n i m um f u el " t o ATC w he n t he A CFT f ue l s upp l y ha sr eached a s t a t e where t he f l i ght i s commi t t ed t o l and a t a speci f i c APT and noaddi t i onal delay can be accepted.
- AT C s ha l l us e t hi s as ad v i s or y i nf o r m a t i o n w h i c h i nd i c at e s t ha t a n e me rg enc ysi t uat i on is possibl e , shoul d any undue delay occur. The mi nimum f uel advisor yi mpl i es no emergency si t ua t i on and pr i o r i t y hand l i ng wi l l no t be p rov i ded .
- A m s t e r d a m A C C w i l l pr o v i d e a n e x pe ct e d a ppr o ac h t i m e ( EAT) o r a dv i s e " nodel ay" . No delay means t ha t t he ant i c ipa ted de lay bef ore o r a t t he in i t i a lapproach f i x i s no t more t han 2 min .
- On r equest Schi phol approach can p rov i de t he appr ox i mate d i s t ance t ot ouchdow n.
Note : Only w hen t he p i l o t dec la res an emer gency, r adi o cal l p re f i xed by MA Y-DAY (3x) f o r d i s t r ess or PAN PAN (3x) f o r u rgency, p r i o r i t y hand l i ng wi l lbe pr ov ided. Cal l s such as " low on f ue l" have no s ta t us in t he Amst e rdam
FI R.
2.7. TAXI PROCEDURES2 .7 .1 . GENERAL
Pi l ot of ar r i vi ng A CFT vacat i ng t he l andi ng RW Y shal l cont act SCHI PHOL Gr oundi m m e d i a t e l y.
Rout i ng i nst r uct i ons vi a Nor t h: Taxi vi a TW Y A and Nort hsi de of A PT.
Rout i ng i nst r uct i ons vi a Sout h: Taxi vi a TW Y Q.
Some RW Y crossings ar e saf eguar ded under a l l v i s ibi l i t y condi t i ons.
At t hese posi t i ons cr oss ing o f ac t i va t ed s top bars i s al so pr ohi b i t ed. Tr a f f i c mayproceed only a f t e r ATC c lea rance and when t he s top bar l i ght s a re swi t ched of f .
ACFT sha l l f o l l ow t he mai n t ax i l i nes and adhere t o t he rou te - i nd ica t i ons fo r t heapron and t he s t and. A CFT may onl y l eave t he TW Y cent er l i ne af t er vi sual contact
w i t h the marsha l l e r o r t he act i va t ed v i sual dock ing gui dance sys tem has beenestabl ished.
In o rder t o r educe the env i r onment a l burden, a r r i v i ng ACFT equi pped wi t h 3 or 4engines shoul d t axi f r om t he l anding RW Y t o t he gate w i t h one engine sw i t ched-o f f . Pi l o t s m ay d ev i a t e f r o m t hi s r e st r i c t i o n, i f t he pr o c ed ur e i s co ns i d er e d a nunsafe operat i on or w oul d hi nder t he nor mal operat i on of t he A CFT.
2.7.2. K-A PRON PROCEDURESA CFT t axi i ng t o K-A pron shal l use apr on ent r y GL. A t apron entr y GL cont actSCHI POL A mster dam Gener al Av i at i on 121.92 t o obtai n t he A CFT st and.
Al l s t ands a re used nose- in . Se l f par k i ng on a l l s t ands , i f a ss i s t ance i s r equi r edcontact your handler.
A CFT at s t ands K11 t hru K1 6, K20 t hru K27 and K35 t hru K39 shal l be t ur ned by at ow t r uck. Under no cir cumstances shal l a 180^ t urn be car r i ed out using ACFTt h r u s t .
A vai l able on P-holdi ng bet w een TW Ys A12 and A 13 at posi t i ons P1 t hru P3.
A vai l able al ong TW Y Z W est of holdi ng RW Y 36C at posit i ons P4 and P5.
A vai l able on TWY VS East of holdi ng RW Y 36L at posit i ons P6 and P7.
Speci al communi cat i on pr ocedur e w i l l be used dur i ng de- ic i ng procedure.
TW Y A bet w een A 19 and A 20 is used as holdi ng posi t i on f or de- i c ing operat i onson the J-apr on. A voi d holdi ng on t he upslope bet w een A 19 and A20 t o preventuni ntent i onal backwar d movement of t he ACFT. High pow er set t i ngs may cause
j et bl ast da mage . A dv i se A TC i f una bl e t o co mpl y w i t h t ax i cl ea r ances .
3 .1 .2 . DE- ICINGA de- ic i ng ramp i s ava i lab le :
- on P-hold i ng be t w een TWYs A12 and A13 a t pos i t i ons P1 and P3 ;
- on J -Apron be t w een TWYs A20 and A24 a t pos i t i ons P10 , P12 , P14 and P16 .
3.1.2.1. DE- ICING PROCEDURES- Cont act Snow desk f or de- ic i ng r equest .
- Request A TC clear ance fr om 20 min bef or e ETD or 35 mi n bef or e CTOT.
- When r eady fo r push-back (and w i t hi n TSAT +/ - 5 min dur i ng CDM oper a t i ons ) ,r epor t r eady t o Snow desk.
- W hen i nst r uct ed by Snowdesk, cont act SCHI PHOL St ar t -up.
- SCHIPHOL Ground w i l l g i ve t ax i i ns t r uc t i ons t o t he cent r a l de - ic i ng f aci l i t y(CDF) or t he P-holdi ng (P1, P3).
- Padcont r o l i s r espons ib le f o r sequenc ing and spot ass ignment on t he CDF only,p i lo t s sha l l main ta in separa t ion f rom o ther ACFT a t the i r own d i sc re t ion .
- W h en si gnb oa r d s a r e a v ai l a b l e , c ont i nue w i t h si g nbo ar d pr o c ed ur e .
- W h en s i g nb oa r d s a r e no t a v a i l a bl e o r U/ S, c o nt i nue w i t h t he v oi c e o nl yprocedure.
Note : Monit or SCHI PHOL Ground at a l l t i mes.
3. 1. 2. 2. COMMUNICATION CHANNELS
Iceman see e lect r oni c s ignboard .
3. 1. 2. 3. ADDITIONAL REMARKS- Snow desk al l ocat es t he de- ic i ng posi t i on and r egul at es t he out bound f l ow f or
KLM de-i ci ng cust omer s only.
- De -i c i n g w i l l b e pe r f o r m ed a t t h e c e nt r a l de - i ci n g f a ci l i t y ( CDF) ( P1 0, P1 2,P14, P16) or P-hol di ng (P1, P3).
- Al l de - ic ing r equest and cancel l a t i ons mus t be made by t he f l i ght c r ew t oSnow desk.
- I f add i t i ona l t r ea tment i s needed, r epor t t hi s as speci a l r equi r ement t o Snow-desk and Iceman.
- Tact i l e checks must be perf or med at t he gate or on t he parki ng s t and.
- Technical de- i c ing ( l anding gear , brakes, i nsi de LE- or TE-f l aps, under w i ng,eng ine i nle t s , f an b lades and sensor s / s ta t i c por t s / p i l o t p robes ) requi r es de-i c ing at t he gate or on t he parki ng s t and, super vi sed by an A CFT Mai ntenanceTechnici an (A MT). The A CFT oper at or i s responsibl e f or provi ding an A MT. I nc as e r e g ul a r d e- i c i ng i s st i l l r e q ui r e d , t hi s w i l l be pe r f o r m e d a t t he r e m ot epos i t i ons .
Snow desk 121.3SCHI PHOL St ar t -up 121. 65SCHI PHOL Gr ound 121. 8Padcont r ol 121.6
3.2. START-UP, PUSH-BACK & TAXI PROCEDURES3. 2. 1. AIRPORT COLLABORATIVE DECISION MA KING (CDM)3. 2.1. 1. DEFINITIONS
3.2.1.2. PROCEDURESThe p i l o t sha l l r equest per miss ion f r om Schi phol St a r t -up bef ore s t a r t i ng one o r
more engi nes and bef or e execut i ng a cross-bl eed s t ar t .NOTE: Per mi ssi on for s t ar t -up does not i ncl ude per mi ssi on f or push-back. Push-
back sha l l only be in i t i a t ed af t e r r ece iv i ng t he push-back clea r ance f r omSchi phol Gr ound.
The r equest f or s t ar t -up shal l onl y be made:
- w i t h i n t he t i m e pe r i o d TSAT + / - 5 m i n; a nd- w h en f ul l y r e a dy f o r i m me di a t e st a r t - up and push- ba ck .
The r equest shal l i ncl ude:
- A CFT i dent i f i cat i on;- posi t i on;- ATI S i nf or mat i o n;
- r equest st a r t - up.Pe r m i s s i o n f o r s t a r t - up w i l l e i t he r b e i s sue d i m m ed i a t e l y o r a t a sp ec i f i e d t i m e.Permiss ion fo r s t a r t -up wi l l be den ied when the reques t fo r s t a r t -up i s too ea r ly(bef or e TSA T -5 mi n) or t oo la t e (af t er TSA T + 5 min) . W hen t he TSA T i s expi r ed,t he pi l ot shoul d cont act t he mai n ground handler t o f i l e a new TOBT.
Pr ope l l e r (commut er ) ACFT may be assi gned an in t e r sect i on t ake-of f a t s t a r t -up.
The p i l o t sha l l be ab le t o comply w i t h st a r t -up, push-back and t ax i per miss ion ,s ince A TC planni ng of out bound t r af f i c ( invol vi ng en r out e c learance and co-or di-na t i on w i t h ad jacent ACCs) i s based on t he s ta r t -up t i me . Any delay i n th i sdepart ure sequence shal l be r epor t ed t o ATC i mmedi at ely .
TOBT: Targe t o f f -b lock t i me represent s t he t i me tha t t he mai n gr ound handle r
est i mates t ha t an ACFT w i l l be ready w hen a l l g round handl i ng ac t i v i t i e sare f i nished, a l l door s c losed and t he boardi ng br i dge and handl i ng equi p-ment r emoved.
TSA T: Targe t s t a r t -up approva l t i me represent s t he t i me a t w hi ch an ACFT canexpect s t a r t -up, t ak ing i nt o account t he Ai r Tr a f f i c Fl ow Managementr estr i c t i ons and local const r ai nts . A TC sequences the depart ures based onTOBT. Thi s is t he t i me at w hich an A CFT can r easonably ex pect appr ovalf o r s t a r t -up f r om ATC. Planni ng of push-back t r uck ava i lab i l i t y t akes i nt oaccount t he TSA T.
3.2.1.3. TRANSFER TO SCHIPHOL GROUNDAf t e r pe rmi ssi on f o r s t a r t -up, Schi phol St a r t -up sha l l g ive i ns t r uc t i ons to cont actSchi phol Ground f or push-back and tax i i nst r uct i ons.
The channel depends on the parki ng posi t i on of t he A CFT w i t h respect t o t he ar easass igned to t he act i ve g round cont r o l l e r s .
NOTE: K-apron i s not under A TC ground cont r ol . A t apron exi t s GD and GL pi l ot sshal l r epor t t o Schi phol Gr ound.
3. 2.2. CLEARANCE DELIVERY & START-UPEnroute c l earance shal l be request ed t o SCHI PHOL Del i ver y MA X 20 min pr i or t oest i mat ed of f block t i me (EOBT) or 35 min pr i or t o CTOT. I f RW Y 36L i s used,clear ance shal l be requested MA X 30 mi n pr i or t o EOBT or 45 min pr i or t o CTOT.
W hen using t he DCL servi ce pi l ot s shal l maint ai n a l i s t eni ng w at ch on t he chan-nel s publ i shed f or c lear ance del i ver y.
A f t er enrout e cl earance is obtai ned and r ead back vi a RTF or conf i r med vi a dat a-l i nk , p i l o t s ha l l i m m ed i a t e l y ( w i t ho ut ATC i ns t r uc t i o n) s e l e ct a nd m oni t o rSCHI PHOL St ar t -up.
The p i l o t sha l l r equest per miss ion f r om Schi phol St a r t -up bef ore s t a r t i ng one o rmore engi nes and bef or e execut i ng a cross-bl eed s t ar t .
Per mi ssi on f or s t ar t -up does not i ncl ude per mi ssi on f or push-back.
Push-back shal l onl y be i ni t i a t ed af t er r ecei vi ng push-back clear ance f r omSCHI PHOL Gr ound.
A reques t fo r s t a r t -up sha l l be made a f te r a l l p repara t ions fo r depar tu re havebeen made (door s cl osed, enrout e clear ance r ecei ved and i f necessary push-backt r uck connect ed etc . ) and shal l i ncl ude:
- A CFT i dent i f i cat i on;- st and posi t i o n;- ATI S i nf or mat i o n;- r equest st a r t - up.
Pe r m i s s i o n f o r s t a r t - up w i l l e i t he r b e i s sue d i m m ed i a t e l y o r a t a sp ec i f i e d t i m e.
Pr ope l l e r (commut er ) ACFT may be assi gned an in t e r sect i on t ake-of f a t s t a r t -up.
The p i l o t sha l l be ab le t o comply w i t h st a r t -up, push-back and t ax i per miss ion ,s ince ATC p lanni ng of out bound t r a f f i c i s based on the s ta r t -up t i me . A ny de lay i nt his depar t ure sequence shal l be r epor t ed t o ATC i mmedi at ely.
Af t e r per miss ion f o r s t a r t -up SCHIPHOL St a r t -up sha l l g ive i ns t r uc t i ons t o con-t act SCHI PHOL Gr ound for push-back and t axi i nst r uct i ons.
3.2.3. PUSH-BACK & TAXIINGPush-back and t axi i nst r uct i ons w i l l be pr ovi ded by SCHI PHOL Gr ound.
St andard push-back di r ect i ons f r om t he s t ands, except on t he K- and M-A pron, ar ei n f or ce. Ref er t o 10-9 pages.
To e x pe di t e t r a f f i c f l o w, i ns t r uc t i o ns ca n b e g i v e n f o r a n " a l t e r n at i v e pus h-back" . ACFT wi l l t hen be pushed in t he d i r ect i on as di r ect ed. Pi lo t s shoul d ask f o rpush-back permi ssi on onl y af t er checki ng t hat t he ground cr ew i s ready. The ant i -col l i s ion l i ght must be sw i t ched ON j ust befor e push-back.
Per f ormi ng a power -back us ing r everse t hr us t i s no t a l l owed .
The f l i ght c rew i s pa r t o f t he communi cat i on cha in bet w een t he Ground cont r o l l e rand t ruck d r iver.
Ther ef ore t he use of a Gr ound engineer w i t h an i nter com connect i on i s recom-
mended. W hen no i nter com connect i on w i t h a ground engineer i s possi ble , pi l otshal l i nf or m SCHI PHOL Gr ound.
Upon recei vi ng t he push-back cl ear ance f r om SCHI PHOL Gr ound, A CFT shall movew i t hi n 1 mi n in o rder t o ensur e conf l i c t f r ee gr ound opera t i ons and MAX usage ofground capaci t y. I f t he 1 min wi ndow i s expi r ed, push-back permi ssi on w i l l aut o -mat i cal l y expi r e and shal l be requested again. Upon compl et i on of push-backprocedur e , f l i ght c rew mus t w a i t f o r t he " ALL CLEAR" s igna l on t he TWY bef ore
r equest i ng a t axi c lear ance. Ground handler s are i nst r uct ed to gi ve " A LL CLEA R"s igna l d i s t i nc t l y. Dur i ng hour s of dar kness , i l l umina ted wands wi l l be used . Af t e rt ax i i ns t r uc t i ons have been obt a ined, depar t i ng ACFT sha l l t ake the shor t est w ayt o t h e m ai n t a x i r o ut e .
Pi l ot s may expect i nst r uct i ons t o change gr ound contr ol channel .
Pi l ot s shal l not change channel w i t hout A TC i nst r uct i ons.
Some RW Y crossings are saf eguar ded under a l l v i s ibi l i t y condi t i ons.
At t hese posi t i ons cr oss ing o f act i va t ed s top bars i s al so pr ohi b i t ed. Tr a f f i c mayproceed onl y a f t e r ATC c lea rance and when t he s top bar l i ght s a re swi t ched of f .
A TC w i l l consi der ever y A CFT at t he hol ding posi t i on as able t o commence l i ne-upand take-off ro l l immedia te ly a f te r depar tu re c lea rance i s i s sued . P i lo t s no t ab let o compl y shal l advi se SCHI PHOL Ground as ear l y as possibl e but ul t i mat elybefor e t r ansf er t o SCHIPHOL Tow er.
Due to blast problems:I f engine ground clearance is mor e t han 16' / 5m engine number 2 must not be usedat br eakaway power at t he gate and shal l r un IDLE unt i l normal t axi speed hasbeen reached.
Rout i ng i nst r uct i ons vi a Nor t h: Taxi vi a TW Y B and Nor t hsi de of A PT.
Rout i ng i nst r uct i ons vi a Sout h: Taxi vi a TW Ys A and Q.
3.2.4. K-A PRON PROCEDURESTaxi i ng i s only a l l owed a f t e r " ALL CLEAR" s igna l f r om gr ound cr ew.
W hen leavi ng s t ands K20 t hru K27 and K35 t hru K39 use low power set t i ngs t oavoi d possi ble j e t blast on adjacent aprons.
Depar t i ng f r om st ands K11 t hru K16 and K20 t hru K27:
1 . Obt a in s ta r t -up approva l f r om SCHIPHOL St a r t -up .
2 . Cont act SCHIPHOL Genera l Av i a t i on on 121.92 t o obt a in per miss ion to t ax i t oapr on ex i t GD.
3 . Hold a t apr on ex i t GD and cont act SCHIPOL Ground 121 .8 f o r f ur t he r t ax iins t ruc t ions .
Caution: Apron exi t GD is located opposi te TWY G1.
Depar t i ng f r om st ands K35 t hru K44 and K71 t hru 76:
1 . Obt a in s ta r t -up approva l f r om SCHIPHOL St a r t -up .
2 . Cont act SCHIPHOL Genera l Av i a t i on on 121.92 t o obt a in per miss ion to t ax i t oapron exi t GL.
3 . Hold a t apr on ex i t GL and cont act SCHIPOL Ground 121 .8 f o r f ur t he r t ax iins t ruc t ions .
The St andard I nst r ument Depart ure r out es as show n on A mst erdam SI D char t savoi d r esident i a l areas as much as possi ble and must be consider ed as minimumnoise routes .
Take-of f and cl i mb pr ocedur e ( j e t A CFT onl y) :
Opera t o rs / ACFT t ypes unable t o comply w i t h the ment i oned take-off p rocedur eare r equest ed t o in f orm t he APT aut hor i t y by send ing cop ies o f t he t ake-of f p ro-cedur e i n use t o:
Amst e rdam Ai r por t Schi pholCor porat e Devel opmentSt akeholder St r at egy & DevelopmentP.O. Box 7501, 1118 ZG Schi phol A i r port ;The Net herl ands
3.3.2. USE OF RWYSThe most f r equentl y used RW Ys ar e 36L, 24, 36C, 18L, 18C & 09.
Out side peak hour s and dur i ng t he NIGHT peri od a combi nat i on of 1 depar t ur eRW Y and 1 landing RW Y w i l l be assi gned. Duri ng out bound peak hour s a combina-t i on of 2 depar t ure RW Ys and 1 landi ng RW Y may be i n use. Dur i ng i nbound peakhour s a combi nat i on of 1 depar t ure RW Y and 2 l andi ng RW Ys may be i n use.
RW Ys 18R & 36R ar e not avai l able f or depar t ures .
Fr om 2230-0630LT RW Ys 04/ 22, 09/ 27, 18L & 36C ar e not avai l able f ordepar tu res .
A ssignment of RW Ys in use i s based on t he Pr ef er ent i al RW Y Syst em.
Pr opel l er dr i ven ACFT may be assi gned a di f f er ent t ake-of f and landi ng RW Y.
3. 4. RWY OPERATIONS3.4. 1. INTERSECTION TAKE-OFFSIn p r i nc ip le a l l j e t ACFT mus t use the f ul l RWY leng th ava i l able f o r no i se aba t e -ment r easons.
A TC may assi gn an i nter sect i on t ake-of f t o any A CFT f or operat i onal r easons(e .g . sequenc ing due t o l ack o f ho ld ing ar ea or t o avo id j e t b last i n in te r sec t i ngRW Ys).
3.5. OTHER INFORMATIONDepar t i ng f l i ght s wi t h dest i nat i on ROTTERDAM or LELYSTA D ar e exempt ed f r omf l yi ng SI Ds w i t hi n the Schi phol TMA.
Take-of f t o 1500’ Take- of f pow er .Speed at V 2 + 10 KT t o 20 KT (or as l i mi t ed by bodyangle) .Fl aps - set as appropr i at e .
1500' - 3000 Cl i mb pow er .Speed at V 2 + 10 KT t o 20 KT.Flaps mai nt a in p rev i ous set t i ng .
A f t er pa ssi n g 30 00 ’ Ret r act f l a ps on sche dul e a nd assum e no r ma l e nr o ut ec l imb.
Additionally ATC may request specificspeeds for accurate spacing. Complywith any level or speed adjustment assoon as possible within operational re-quirements. If a level or speed changefor aircraft performance reasons orweather conditions is necessary, adviseATC.
1 7
Alt Set: hPaTrans level: By ATC Trans alt : 3000'108.4 132.97
Additionally ATC may requestspecific speeds for accuratespacing. Comply with any levelor speed adj ust ment as soon aspossible within operational re-quirements. If a level or speedchange for aircr aft perf ormancereasons or weather conditions isnecessary, advise ATC.
MAX 250 KT below
MAX 250 KT at IAF,220 KT at SPL 15 DME.
unless
Apt El ev-11'
D-ATIS Alt Set: hPaTrans level: By ATC Trans alt : 3000'108.4 132.97
Instructions containing deviations from SIDs (e.g. a specific heading ortemporary altitude restrictions) may be added to take-off or enrouteclearance, especiall y f or propell er-driven air craft .
If unable to comply with crossing conditions inform SCHIPHOL Deliverybefore take-off.
| JEPPESEN, 2003, 2008. A LL RI GHTS RESERVED.
Remain on Tower frequency until passing 2000', then contact SCHIPHOLDeparture and report altitude in order to verify SSR mode C by ATC.When changing frequency from SCHIPHOL Tower to SCHIPHOLDeparture, initial contact shall consist of SCHIPHOL Departure, callsign,actual altitude, SID and additional instructions, e.g. altitude restric-tions. If a flight is cleared on a heading for initial departure, theheading shall be used instead of the SID.
None.
Perform turns in due time and at 25^ bank angle.
. SI D.14 SEP 12 .Ef f . 20.Sep.
CHANGES:
DEPARTURE INSTRUCTIONS
If FMS navigation is used pilots should connect FMS as early aspossible.The EH waypoints shall not be used in RTF procedures.
Jet aircraft only between 0630-2300LT. Only jet aircraft between 2300-0630LT.
THR 06 - EH018 - IVLUTARNEM 2T
. SI D.EHAM/ AMSSCHI PHOL
,10-3K
RWY 06 DEPARTURES
(500') - EH036 (K220- ) - EH017 - IVLUT
1
2
1 2
0 5 8 ^ 1 6 .8 AR N E M 2 R
A R N E M 2 T
EH~17N52 11.1 E004 56.5
N52 12.9 E004 54.2D9 SPL
0 7 3 ^
NVSCHIPHOL332 NV
N52 09.1 E004 45.9
EH~3 6N52 15.4
E004 50.9
1 8 1 ^
EH~18N52 19.2 E004 49.1
2
Climb on 058^ track, at
Climb on 058^ track, at
turn RIGHT, 181^ track, at SPL R-131 turn LEFT,
119.05Apt El ev
-11'SCHI PHOL Depar t ure (R)
Trans level : By ATC Trans alt : 3000'
FOR DEPARTURE INSTRUCTIONS REFER TO 10-3BREMAIN ON TOWER FREQUENCY UNTIL PASSING 2000',
THEN CONTACT SCHIPHOL DEPARTURE
MA X 25 0 KT BELOW FL100
FOR ROUTE CONTINUATION AFTER ARNEMREFER TO CHART 10-3X6
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
.Ef f . 22.Sep.
ARNEM 2R[ ARNE2R] , ARNEM 2T[ ARNE2T]
NYKER
0 9 5 1 0
2 1 .7 D18 . 5 SPL
turn RIGHT, intercept SPL R-106 to IVLUT, 095^track to NYKER, intercept PAM R-111 to ARNEM.
intercept SPL R-141 to D9 SPL, turn LEFT, intercept 073^ bearing from NV to-wards IVLUT, at D18.5 SPL turn RIGHT, 095^ track to NYKER, intercept PAMR-111 t o ARNEM.
N52 14.3E005 13.5
N52 13.8E005 31.7
D 108.4 SPLSP LN52 19.9 E004 45.0
SCHIPHOLD
PAMPUS117.8 PAMP AM
N52 20.1 E005 05.5
(H) (H)
16 SEP 11
4
2
1 2
- ARNEM.
- NYKER - ARNEM.
Climb i nst ruct i on; cr ossi ng a t IVLUT; t racks updated.
FOR DEPARTURE INSTRUCTIONS REFER TO 1REMAIN ON TOWER FREQUENCY UNTIL PASS
THEN CONTACT SCHIPHOL DEPARTURE
EH~~8
FOR ROUTE CONTINUATION AFTER ARNEREFER TO CHART 10-3X6
N52 12.5 E004 46.0NYKER
1 1 1
0 9 5 1 0
2 1 .7 D18 . 5 SPL
R 3 2 5 ^
EH~88N52 29.3 E004 54.9
EH~13
EH~87N52 28.8 E004 46.3
EH~12
2 . 52 . 5
093^
D2. 5 SPYN52 32.5E004 47.1D11 AMS
D 113.95 AMSAMSN52 20.0 E004 42.3
AMSTERDAM
0 0 3 ^
AM S 4 D M E
3
0 85 ^
0 2 9 ^
7
A M S 7 . 5 D M E
N52 32.7E004 43.8
N52 30.9E004 43.6
N52 25.2E004 43.1
A R N E M
1 Z
A R N E M
1 V
N52 13.8E005 31.7
1 7 .3
A R N E M 2 S
RNAV:
. SI D.EHAM/ AMSSCHI PHOL
,10-3L
119.05Apt El ev
-11'SCHI PHOL Depar t ure (R)
Trans level: By ATC Trans alt : 3000'
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
.Ef f . 22.Sep.
RNAV:
RNAV:Jet aircraft only between 0630-2300LT. Only jet aircraft between 2300-0630LT.1 2
ARNEM 2S[ ARNE2S]ARNEM 1V[ ARNE1V]
1
ARNEM2S
ARNEM1V
2
ARNEM1Z
238^ track, at SPL 4.2 DME turn LEFT, 118^ track, at PAM R-225 turn LEFT,intercept 073^ bearing from NV towards IVLUT, at D18.5 SPL turn RIGHT, 095^track to NYKER, intercept PAM R-111 to ARNEM.
003^ track, at AMS 4 DME turn RIGHT, 029^ track, at AMS 7.5 DME turn RIGHT,085^ track, intercept PAM R-325 inbound to PAM, PAM R-111 to ARNEM.
003^ track, intercept AMS R-004, at D11 AMS turn RIGHT, intercept SPY R-273inbound to D2.5 SPY, turn RIGHT, intercept PAM R-325 inbound to PAM, PAMR-111 t o ARNEM.
FOR DEPARTURE INSTRUCTIONS REFER TO 1REMAIN ON TOWER FREQUENCY UNTIL PASS
THEN CONTACT SCHIPHOL DEPARTURE
EH~~8
FOR ROUTE CONTINUATION AFTER EDUPREFER TO CHART 10-3X6
N52 12.5 E004 46.0
R 3 2 5 ^
N52 32.4 E004 51.2
EH~88N52 29.3 E004 54.9
EH~13
EH~87N52 28.8 E004 46.3
EH~12
2 . 52 . 5
093^
D2. 5 SPYN52 32.5E004 47.1D11 AMS
D113.95 AMSAMSN52 20.0 E004 42.3
AMSTERDAM
0 0 3 ^
AM S 4 D M E
3
0 85 ^
0 2 9 ^
7
A M S 7 . 5 D M E
N52 32.7E004 43.8
N52 30.9E004 43.6
N52 25.2E004 43.1
L U N I X
1 Z
L U N I X 1 V
L U N I X 1 S
. SI D.EHAM/ AMSSCHI PHOL
,
119.05Apt El ev
-11'SCHI PHOL Depar t ure (R)
Trans level: By ATC Trans alt : 3000'
LUNIX 1S[ LUNI 1S]LUNIX 1V[ LUNI1V]
LUNIX
RENDI
EDUPO
N51 58.5 E005 50.2
1 2 5 ^ 1 3 1 ^
8
D37.8 SPL
D45. 5 SPL
1 4
5
N52 03.7E005 40.5
N52 06.6E005 33.9
RNAV:
RNAV:
RNAV:Jet aircraft only between 0630-2300LT. Only jet aircraft between 2300-0630LT.1 2
1
LUNI X1S
LUNI X1V
2
LUNI X1Z
003^ track, at AMS 4 DME turn RIGHT, 029^ track, at AMS 7.5 DME turn RIGHT,085^ track, intercept PAM R-325 inbound to PAM, PAM R-132 to IVLUT, 125^track to LUNIX, then to RENDI, 131^ track to EDUPO.
003^ track, intercept AMS R-004, at D11 AMS turn RIGHT, intercept SPY R-273inbound to D2.5 SPY, turn RIGHT, intercept PAM R-325 inbound to PAM, PAMR-132 to IVLUT, 125^ track to LUNIX, then to RENDI, 131^ track to EDUPO.
238^ track, at SPL 4.2 DME turn LEFT, 118^ track, at PAM R-225 turn LEFT,intercept 073^ bearing from NV towards IVLUT, at D18.0 SPL turn RIGHT, 125^track to LUNIX, then to RENDI, 131^ track to EDUPO.
Climb i nst ruct i on; cross ings a t I VLUT & PAM ; t racks updated. | JEPPESEN, 2010, 2011. A LL RI GHTS RESERVED.
Climb i nst ruct i on; cross ings a t A NDIK & PAM; t racks updated.
Climb on 003^ track, at 500' turn RIGHT, 027^ track, at SPL 2.2 DME turnRIGHT, 047^ track, at SPL 6.0 DME turn LEFT, intercept SPY R-177 inboundto SPY, SPY R-052 to NOPSU, then to ANDIK.
Climb on 003^ track, at 500', turn RIGHT, 027^ track, at SPL 2.2 DME turnRIGHT, 048^ track, at SPL 4.5 DME turn RIGHT, 090^ track, intercept PAMR-325 inbound t o PAM, PAM R-111 to NYKER, t hen t o ARNEM.
Apt El ev-11' Trans level: By ATC Trans alt : 3000'
FOR DEPARTURE INSTRUCTIONS REFER TO 10-3BREMAIN ON TOWER FREQUENCY UNTIL PASSING 2000',THEN CONTACT SCHIPHOL DEPARTURE
REFER TO CHART 10-3X5
| JEPPESEN, 2006, 2013. A LL RI GHTS RESERVED.
2 B737 only.
J E P P E S E N
2[ S2K737]
121.2SCHI PHOL Depar t ure (R)
4. 0
SPIJKERBOOR 2K[ SPY2K] ,
FOR ROUTE CONTINUATION AFTER ANDIK
[ SPY2KY] 1
B737:
RNAV [ SPY2K]:
EH~97
EH~95N52 16.6 E004 42.3
EH~96
R 2 1 0 ^
N52 19.2E004 38.5
N52 16.4E004 40.4
GNSS
1
N52 17.4E004 36.8
238^ track, at SPL 4.0 DME turn RIGHT, 285^ track, at SPY R-204 turn RIGHT, intercept SPYR-210 inbound t o SPY, SPY R-052 to ANDIK.
EH~57N52 22.3 E004 41.5
N52 16.5E004 42.1 2 3 8
^
2 3 8 ^ 0 3 0 ^
N52 19.9 E004 45.0
R A D I U
S
1. 9R A D I U S
1 . 5
For the use of the alternate route withradius to fix (RF) turn, the followingrequirements are applicable:The aircraft FMS must be capable ofprocessing the RF path terminator, P-RNAVor RNAV1 operations approval, TGL-10 orequivalent.
Pilots are s t rongly r equested af ter havingobtai ned & read back the enrout e clearancet o s w i t c h w / o AT C i n s t r u ct i o ns t oSCHIPHOL St ar t -up.
Shipsup to
Remote holding/ De-ic ing area
Pi lot of arr iv ing acf t vacat ing the landing rwyshall cont act SCHIPHOL Ground immediat ely.
FREQUENCY121.8121.7121.8121.8121.8121.9
LANDING RWY0 4/ 2 20 6/ 2 40 9/ 2 7
18L/ 36R18C/ 36C
18R
GL
P6P6B
P6A
P7P7B
P7A
V V
V
VS
VS
VS
4 VNVE
4BN9
Stopway328' 100m
6
LEGEND
H4Taxiway
Hangar
66'
W 1
G
G5
G
G
G5
G4
G4
G
G3
G2 G1
G2
RampDA 9
4
G
52'
49'
A p t E l ev
122. 2 121. 97SCHIPHOL Deliver y Gr ound Tow er Depar t ur eS ta r t -up
52-17 52-17
52-18
2-2052-20
52-21 52-21
52-22 52-22
04-43
04-43
04-44
04-44
04-45
04-45
04-46
04-46
04-47
04-47
04-48
04-48
04-49
04-49
121.7 121.8 121.9
4
3
V1
V2
V3
V4
V
V
P7
P6
04-43
52-19.9
52-19.8
2-19.7
04 -42.9 04-43.1
04-43-42.8 04-43.2
121.65
04-43
D-A TI S Depar t ur e A CA RS:
DCL
For A IRPORT BRIEFING ref er t o 10- 1P pages
A RP
3 6R 0 0 3
18L183
18C183^
2 2 2 2 1 ^
0 6 0 5 8
^
2 4 2 3 8
^
2 7 26 7
6 6 0 8 ' 2 0
1 4 m
1 8 2'
Elev-11'
1 1 , 4 8 3 '
3 5 0 0 m
S4S5
N2
E4
E2
E1
Elev-12'
3 4 0 0 m
1 1
, 1 5 5 '
Elev-12'
Elev-12'
Elev-11'
Elev-14'
ElevElev
-13'-12'
H5
H10
H12
1 0 1 '
64 '
A 8A 7
A 6A 5
A 4
A 9
A 13
A 12
H14
E
VOR
E5
4 0'
H4
1 12 '
5 3'
S6
6 2 '
4 1 '
M
4 6'
D
A
BA 3
A 3
S7
BAA 10
A 11
A
E3
B
E6
0 4 1 ^ 0 4
E5
E4
E3
E4
N1
K
3 4 5 3 m
A 15A 14
A 16
7 3'
7 6'
N3
- 1
1
'
S C H I P H
OL
1 0 - 9
,
( B E L OW S E A L E V E L )
N 5 2 1
8 . 5 E 0
0 4 4
5 . 9
1
VOR
2
2
1 8 3 '
18R183^
Elev-13'
Elev-12'
36L003^
3 8 0 0 m
1 2
, 4 6 7 '
3 8'
Cont ro lTower-Wes t
VK
VL
VK
H11
Y
Y2
Y1
Y
C1
C
Q
S2
S2
3
52-18
52-19
A 26A 27
Z
Z
-12'ElevZ2
Z1
1 0
, 8 2 7 '
S
A 1
A 2 A
TERMINAL
P4
P5
0 908 7
15 4'
3 3 0 0 m
W 6
S3
Elev-12'
Cont ro l
A 2
R
3 2 0'
W 5
W 3
6 5 ' S1
4 0'
A 2 B
A 2 C
A 2 D
BA
R
11, 3 2 9 'N4
A 17A 18A 19
A 19
G
H
Tower-Center
VM
Y
Y
C2
D
C C3D
C
D
W 5
W 12
W 10
W 9
W 2
W 4
G
N5
A 24
A 25
A
W 7
W 8
A 20
J
A 22
B
A 21
B
H73
88'
88'
63 '
Feet
Meters
0
0
1000
1000
2000 3000 4000 5000
1500500
J E P
P
E S
E N
122'
MAX wi ngspan for entr y apronvia Twy G2 171 ' / 52m.
GD
119. 22 119. 05 121. 2
(For i nformat i on only, not t o be constr ued as ATC inst r uct ions . )
VA R 0^
36C003^
HOT SPOTS
5
5
6
A 9C
Infor mat ion about expected RWY combinat i onrela t ed to SIDs, dur i ng peak hours , i sbroadcasted on t his f req (131.35) .
131.35
ATC Opera t iona l In format ion
1
FOR DETAILSSEE 10-9B
FOR DETAILSSEE 10-9C
FOR DETAILSSEE 10-9C
FORDETAILSSEE 10-9A
NO ENTRY to Tw ys E1 & N9from Twys A & B.NO ENTRY to Twy G3 f rom Twy G.
CAUTION:
from Twys A, B & D.NO ENTRY t o Twy W 6
Do not enter N3 when ins t r ucted t o taxi v ia Twy B at A14 or A 15(non standard rout ing). When tax ii ng on N2 to beginning rw y18L do not t urn RIGHT ont orw y 09. Be sure t o have a c learance before cr ossing rwy 09/ 27.When taxi ing to r wy 18L on E5, do not t urn onto N2. Af ter landing do not cross red l ights indicat i ng displaced rwy end 36R.No li ghts avail able beyond displaced rw y end 36R. Twy G1 i s located direct l y opposi te apron exi t GD.Hold shor t of rw y 22 unless ins t ructed otherw ise by Tower.
The pilot should be aware that the correct type of aircraft is shown before using the system.
- the green pair of lights at the bottom of the display are blinking.- the aircraft type is shown (blinking) on the information area on top of the display.
,SCHI PHOL10-9D
CHANGES:
VISUAL DOCKING GUIDANCE SYSTEM (SAFEDOCK)A. SYSTEM DESCRIPTION
E. DISPLAY INFORMATION TEXT
ERR
WAIT
TOO/ FAR
CHOCK/ ONChocks are in place.
B737
OK
STOP
TEST/ WAIT
The aircraft has reached the stopping point or the docking procedure is notcarried out correctly.
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.
Parking is correct.
The topline on the display has one or two information line(s). Depending on the number ofavailable information lines, the information will either be shown on both lines or will beshown intermittent in two groups. The following information can be expected:
C. CENTERLINE GUIDANCECenterline guidance is obtained by means of (a) red arrow(s) pointing at the vertical greencenterline bar. The aircraft is on the centerline when at the same time on both the leftand the right side of the centerline bar a red arrow appears. If the position of nose gear ison the left (or right) side of the centerline the arrow appears on the left (or right) side ofthe centerline. If the deviation gets extreme a double arrow will appear.
1. Vert ical green bar indicati ng t he cent erli ne.
5. Green or yellow closing rate information lights.
3. Display information (see para E).
The system consists of a display unit in front of the parking position and a laser unitunderneath i t . Due to t he digi t al di splay pr esent ati on, both pilots get t he corr ect alignmentinformation as well as the closing-rate and stop information.
4. One pair of blinking green lights indicating "the system isready for use".
2. Red arr ow(s) point ing t owards t he cent erli ne bar indicati ng t hedeviation from the centerline. When on centerline, two redtriangles will appear.
When the syst em is act ivat ed the lasersystem carri es out a self - t est bef ore t he typeof aircraft appears on the display.
The st oppoint has been overshot by more t han 3' / 1m: Ask groundcrew i fpush-back is necessary.
(as an example)The expected type of aircraft is shown.
B. ACTIVATED SYSTEMThe system is operated by an employee of a handling company, who also keeps a safetywatch during the docking. If not, pilots should not enter the aircraft stand and stop beforethe red boundary line, until the system is activated or a marshaller has signalled cleranceto proceed.
D. CLOSING-RATE AND STOP INFORMATION
" STOP" .
" STOP" .
1. 2. 3. 4. 5.
6.
7.
8.
9.
HOLD BRAKEShold brakes until "CHOCK ON" appears.
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.
Text .
For each type of aircraft a stoppoint has been assigned within the system. Closing rateinformat ion is given over t he last 56' / 17m by means of green (f ir st 46' / 14m) and yellow(l ast 10' / 3m) l ight s. As soon as t he reset area is acti vat ed t he bott om pair of green lightswill show "steady". At the same time the green centerline bar appears on the display. Thelights will move from the bottom side of the display upwards in the direction of the stoppingposition. When the stop-area is activated the azimuth-guidance arrows will be replaced bythe word In order to complement the green and yellow bars, a countdown of the distance to the stopl ine in meters is added in t he screen. I t wi l l st art f rom 49' / 15m and countdown in st eps of3' / 1m t o 1m. From the last meter, 0.8m and 0.5m wi l l be shown foll owed by
Center li ne guidance isobtained by means of anilluminated bar in frontof an aircraft symbol.The aircraft is on center-line when bar and symboloverlap each other.The center line guidancehas to be observed fromthe left seat.
The system is operated by an employee of a handling company,who also keeps a safety watch during the docking. 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 clerance to proceed.
VISUAL DOCKING GUIDANCE SYSTEM (SAFEGATE)
,SCHI PHOL10-9E
CHANGES:
(following information can be expected)1.2.3.
4.
5.
6.
7. ERR
WAIT
SBU
STOP/ SHORT
TOO/ FARCHOCK/ ON
Parking is correctChocks are in place.
push-back is necessary.
The stopsign is given manually. Taxi very carefully.If one or more sensors are missed during taxi-in, this information is given together
The type of aircraft during closing-in is changed. When the correct type isdisplayed the parking can be continued.
0 and 9. The STOP-sign will be shown as well. The aircraft has to be parked
E. DISPLAY INFORMATION TEXT
by means of either marshalling or a tractor.
I f a syst em f ault occurs t he display wi ll show t his t oget her wit h a number bet ween
with the normal STOP-signal as soon as the chosen stop-sensor is activated.
The system is operated by an operator; no closing-rate information available.
OK !
C. CENTERLINE GUIDANCE
TURN LEFT ON CENTERLINE TURN RIGHT
A. SYSTEM DESCRIPTIONThe system consists of a display unit in front of the parking position and a number ofsensors in the apron surface.as well as the closing-rate and s top i nformati on.
b. Display indicating: STOP.
h. Green illuminated centerline bar.i. Pair of green lights = Dock is ready for parking.
c. Two pairs of red stop information lights.d. Pair of green lights indicating the "stop"-bar.
a. Display information (Explanation given under para E).
On t he display t he lef t -hand pi l ot get s the correct a l ignment
e. Three pairs of yellow closing-rate information lights.f. Nine pairs of green closing-rate information lights.g. Yellow illuminated aircraft symbol.
D. CLOSING-RATE AND STOP INFORMATIONFor each type of aircraft a stoppoint has been assigned within the system. Closing-rate
" STOP"When the stop-sensor is activated the word and four red lights will be shown.the bottom pair of green lights and the type of aircraft indication at the top will show "steady".
inf ormati on i s given over t he last 40' / 12m by means of nine pairs of green and t hree pai rs ofyellow li ght s. As soon as t he reset loop (48' / 14.5m in f ront of t he stoppoint ) i s act ivat ed
The st oppoint has been overshot by more t han 3'/ 1m: ask groundcrew i f
B. ACTIVATED SYSTEM
- the bottom pair of green lights are blinking
- the stopbarlights are shown2. The pilot should be aware that the correct type of aircraft is shown before using the
system.
- the aircraft type is shown (blinking) on the upper information block
B. AZIMUTH INFORMATION (AGNIS)The azimuth guidance information is given by means of green and red bars shown on theunit in front of the yellow aircraft stand taxi-line.
RED GREEN GREEN GREEN GREEN RED
LEFT of cent erl i ne.Tur n t ow ar ds GREEN.
(RI GHT)
A i r cr af t on cent er l i ne. RI GHT of cent er l i ne.Tur n t ow ar ds GREEN.
(LEFT)
C. STOP INFORMATION (PAPA)
CHANGES:
STOP
A LLTYPES
STOP
OTHERTYPES
14 6
STOP
OTHERTYPES
B757
B767-200L1011-100TU154
A310A321MD80
YAK42
EXAMPLE 1 EXAMPLE 2 EXAMPLE 3
D. EMERGENCY STOPThe Docking guidance system installed has an emergency stop-sign and two redlights placed on top in the center and on the upper corners of the PAPA-board. When
" STOP" is shown and the red lights are lit intermittent, the aircraft has to stopthe wordimmediately. The emergency stop-sign is activated by the supervising operator.
The system consists of an Azimuth guidance unit (AGNIS) and the stop informationsystem (PAPA).
Stop information is given by the PAPA-board positioned on the right or left side of theAGNIS unit.
The system is calibrated for usefrom the left-hand cockpit seat.Be aware that read-out from theright-hand seat may result inincorrect parking.
E. ACTIVATED SYSTEM
The system is operated by an employee of a handling company, who also keeps a safetywatch duri ng t he docking. Pilot s should not ent er t he air craf t stand and stop before t hered boundart line, until the system is activated or a marshaller has signalled to proceed.
W i t hout LVP 400m are st i pulat ed.Or r e ject ed t ake-of f di s tance w hichever i s t he gr eat er.
CI RCLI NG VO R 24
To RW Y 18L dur i ng dayl i ght onl y: Cei l i ng 1200' , VIS 5.0 km.Cei l i ng 1100' . To RW Y 18L dur i ng dayli ght onl y: Ceil i ng 1200' .
To rw y 22: Do not mi s take rw y 24 f or r w y 22.A f t er LOC 18C, NDB 18C, LOC 18R and VOR 18R: 700' (711' ).A f t er VOR 27 and SRE 27: 730' (741' ).
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
52-10
52-20
04-30 04-40 04-50
495'
11-1A 06
GS
Gnd speed-Kt s 2000'058^onPAPI
70 90 100 120 140 160
STRA I GHT-I N LA NDI NG RW Y
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
1
1
06
479'
0
5
5
1 0
Fi nalApch Crs
SCHI PHOL A ppr oach (R) Gr ound
121.7SCHI PHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
RA 103'
P A N S O P S 4
D6.2
34.0 t o VORFL 701
KAG
SCHIPHOL108.4 SPLDS P L
SCHIPHOL
388.5 CHC H
EH6~9
EH616 I LS DMEK A G058^ 110.55 KAGD6. 1 SPL
D8. 2 SPL
2 2 7 ^ 0 4 7 ^
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m.
EH6~9D8. 2 SPL
D6.2 KAG
D6. 1 SPLEH616
HIALS-II
KAGD4.0
D4.0 KAG
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
MISSED APCH:
119.22
MSASPL VOR
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'Refer t o
Minimums
CAT II &I I IA I LS
Cl i mb on t r ack 058^ t o 2000' . I nf orm A TCimmedia te ly.
CAT IIIA ILS
50'DH
200mRVR
1. Specia l Ai rcr ew & A cf t Cer t i f ica t ion Requir ed . 2 . Simul t aneous apchs on rw y 09,18C, 18R, 27 or 36R may be execut ed. 3. W hen est abli shed on ILS mai nt ain 160 KT unti lD4.0 KAG or as d i rec t ed . 4 . ILS DME reads zero a t rw y 06 d isp laced threshold .
Alt Set : hPa Rw y El ev : 0 hPa Tr ans l ev el : By A TC Tr ans al t : 3000'
LOCKA G
110.55 058^
I LSDA(H)
189'(200' )
Apt El evRWY-11'
-11'
MISSED APCH:
2
EH616
52-20
52-15
479' 436'
495'
0
5
0 5 8
-11'RWY 06
STRA I GHT-I N LA NDI NG RW Y
DA(H) 89'(100')
CAT II ILS
RVR 300m
ABCD
Gnd speed-Kt s 70 90 100 120 140 160
058^2000'
1
06
on
5
1
Fi nalApch Crs
HIA LS-I I
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m.
SCHI PHOL A ppr oach (R) Gr ound
121.7
SCHIPHOL Tow erSCHIPHOL A rr i val ( A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
D6. 1 SPL
RA 101'
EH6~9D8. 2 SPL
KAGD6.2
EH6~9D8. 2 SPL
KAGD6.2
SCHIPHOL108.4 SPLDS P L
D4.0 KAG
D4.0 KAG
GS
| JEPPESEN, 2003, 2012. A LL RI GHTS RESERVED.
119.22
1310'(1321' )
D4.0 KAG
D6. 1 SPL/ EH6161310'GS
.Standard.
2
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.
11-2A
Cli mb on t r ack 058^ t o 2000 ' . I nf orm A TC i mmedi at e ly.
RNAVNIGHTCAT I / I I / I I I I LS DME Rw
CAT II &I I IA I LSRefer t o
Minimums
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
MSA SPL VOR
I LS DMEK A G058^ 110.55 KAG
CAT IIIA ILS
DH 50'
RVR 200m
P-RNAV appro val requir ed.1 . CAT I I / I I I ILS: Spec ia l Ai rc rew & Ai rc ra f t Cer t i f i ca t i on Requ i red . 2 . Whenest abli shed on ILS maint ain 160 KT unti l D4.0 KAG or as dir ect ed. 3. I LS DME readszero at rw y 06 displaced threshold. 4 .
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l ev el : By A TC Tr ans al t : 3000'
Do no t overshoot t he in i t i a l a l t i t ude of 1500' .
D5.3SPL
EH638
EH63~
SCHI PHOL A ppr oach ( R) Gr ound
121.8SCHIPHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
P A N S O P S 4
D9.3
EH625
D9.3
EH625
GS
EH626
417'EH63~
D9. 2 SPL
D6. 1 SPL
LOC(GS out ) A LTITUDE
2. 0 3. 0 5. 01. 01000' 1630'360' 680'
D0.0
D0.0D4. 0 SPL D6. 1 SPL
D9. 2 SPL
1
1 Do not descend belowt he descent prof i l e .
ZW A
ZWA
ZWAI LS DME
183^ 109.5 ZWAZ W A
SCHIPHOL395 OAO A
ZWA DME
ZWA
ZWA
D4.0 ZWA
ZWA
MAP at D0.0 ZWA
ZWAD4. 0 SPL
EH626
D4.0
ZWA
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
119.22
No A l t i t ud epubli shed
LOC Descent Angl e 3.00^PAPI 1500'
MA XHIALS-II
183^ D5.3SPL
on
.Standard. CI RCLE- TO-LA ND 1STRA I GHT-I N LA NDI NG RW Y 18C
ALS out
RVR 550m RVR 750m RVR 1200m
DA(H) 188'(200') DA(H) 690'(702')
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.
443'
I LS GS or
RVR 1500m
2400mCM V
469'
1. Si mult aneous apchs on r w y 06, 18R, 22, 27 or 36R may be executed. 2. W henestabl i shed on I LS maint ain 160 KT unt i l D4.0 ZWA or as dir ected.
i mmedi at ely. A t D5.3 Sout h of SPL VOR cli mb t o 2000' .
I LS DME reads zero at rw y 18C thr esh.
Cli mb on t r ack 183^ t o MAX 1500' . I nf orm A TC
Do no t overshoot t he in i t i a l a l t i t ude of 1500' .
Rw y El ev: 0 hPaAlt Set : hPa
MISSED APCH:
SCHI PHOL A ppr oach ( R) Gr oundSCHI PHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
P A N S O P S 4
SCHIPHOL108.4 SPLDS P L
D5.3SPL
EH638
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m.
EH625
D9.3
D9.3
EH625
GS
EH626
1310'
D6.2
121.8
D6.2EH63~
D6. 1 SPL
D9. 2 SPL
EH63~D6. 1 SPL
D4. 0 SPL
D9. 2 SPL
ZW A
ZWA
ZWA
ZWAD4. 0 SPL
EH626
D4.0
ZWAD4.0 ZWA
ZWA
Z W AI LS DME
183^ 109.5 ZWA
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
N o A l t i t ud epubli shed
on 183^PAPI 1500'MA XHIALS-II
SPLD5.3
119.22
SCHIPHOL395 OAO A
Refer t oMinimums
1. Special A i rcrew & A ir craf t Cert i f i cat i on Requir ed. 2 . Si mult aneous apchs onrw y 06, 18R, 22, 27 or 36R may be execut ed. 3. When est abli shed on ILS maint ain160 KT unt i l D4.0 ZWA or as dir ected. 4. I LS DME reads zero at rw y 18C t hreshold.
i mmedi at ely. A t D5.3 Sout h of SPL VOR cli mb t o 2000' .
522'
479'
436'
495'
587'
683'
417'
443'
469'
CAT II & II IA ILS
CAT IIIA ILS
200mRVR
50'DH
Cli mb on t r ack 183^ t o MAX 1500' . I nf orm A TC
Turn RI GHT as soon as pr act i cable t o i nt er cept R-280 SPL
Alt Set : hPa Rw y El ev : 0 hPa Tr ans l ev el : By A TC Tr ans al t : 3000'
and do not over shoot R-240 SPL. Cl i mb t o 2000' , cr oss EH624 at 2000' .
V O R
RWY 18R
1
1 8 3 ^
D12.1 SPL
VPBD6.2
EH621
VPBD4.0
EH622D0.0VPB
-13'
2 4 0 ^
3 3 8 ^
1 5 8 ^
D4.0 VPB
EH622
D6.2 VPB
EH621
D12.1 SPL
EH624
D0.0VPB
52-20
52-30
04-20 04-30 04-40 04-50 05-00 05-10
479'
436'
495'
587'
683'
417'
522'
I LS DMEV P B183^ 110.1 VPB
ILS LOC (GS out )
377 485 539 647 755 862
CHANGES:
( BELOW SEA LEVEL)
A
B
C
D
M axKt s MDA(H)100
135
180
205
2400m
3600m
(711' )
(891')
(901' )
700'
880'
890'
1500m
(791' )780' 1600m
VI S
MAP at D0.0 VPB
FL 70
Fi nalApch Cr s
0
5
5
1 0
1 5
2 0
SCHI PHOL A ppr oach ( R) Gr ound
121.9SCHI PHOL Tow erSCHI PHOL Arr i val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
D7. 5 SPL
D7. 9 SPL
EH644
EH644
D5. 8 SPL
P A N S O P S 4
SCHIPHOL108.4 SPLDS P L
D5. 8 SPL
D7. 9 SPL
PEVOSD8.0 VPBD9. 7 SPL
PEVOSD8.0 VPBD9. 7 SPL
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
119.22
LOC Descent Angl e 3.00^PAPI
HIALS-II
RT 108.4SPL
R-280CI RCLE- TO-LA ND 1.Standard.
RVR 1500m
CMV 2400m
LimitedDA(H) 187'(200' )
RVR 550m RVR 750m 1200mRVR
1
DA(H) 690'(703' )
STRA I GHT-I N LA NDI NG RW Y 18R
Inf orm A TC i mmedia t e ly.
To rw y 18L and 36R not permi t t ed, except i n case of emergency.
443'
I LS GS or
1. Si mult aneous apchs on rw y 06, 18C, 22, 27 or 36R may be executed. 2. W henest abli shed on ILS mai nt ain 160 KT unti l D4.0 VPB or as dir ect ed. 3. I LS DME reads zeroat r w y 18R displ aced thr eshold.
1310'MISSED APCH:Turn RI GHT as soon as pr act i cable t o i nt er cept R-280 SPLand do not over shoot R-240 SPL. Cl i mb t o 2000' , cr oss EH624 at 2000' .
52-20
479'436'
495'
587'
(1323' )
LOCVPB
110.1
I LSDA(H)
187'(200' )
Apt El evRWY-13'
-11'
183^
GSD4.0 VPB
2
377 485 539 647 755 862
STRA I GHT-I N LA NDI NG RW Y
DA(H) 87'(100' )
RVR 300m
ABCD
Gnd speed-Kt s 70 90 100 120 140 160
1
1
2
18R
RA 100'
RWY 18R
1 8 3 ^VPBD4.0
-13'
52-25
0
5
5
I LS DMEV P B183^ 110.1 VPB
CHANGES:
(BELOW SEA LEVEL)
A
B
C
D
FULL ALS out MDA(H)M axKt s100
135
180
205
STRA I GHT- I N LA NDI NG RW Y CI RCLE- TO- LA ND
620'780'
3600m
2400m
1600m
1500m
ILS LOC (GS out )
(631')
(791' )
(891' )
(901')
VI S
880'890'
18R
Fi nalApch Crs
D-ATIS Ar r i va l
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m. P A N S O P S 4
1310'GS
108. 4 132. 97 119. 05 121. 2 118. 4 131. 15
D6.2 VPB
D6.2 VPB
D7. 5 SPL
Alt Set : hPa Rw y El ev : 0 hPa Tr ans l ev el : By A TC Tr ans al t : 3000'
SCHIPHOL108.4 SPLDS P L
EH622D5. 8 SPL
EH621D7. 9 SPL
D5. 8 SPL/ EH622
EH621D7. 9 SPL
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
11-5A
119.22
P-RNAV approval required.
04-30 04-40 04-50 05-00
I LS GS 3.00^PAPI
HIALS-II
RT 108.4SPL
R-280.Standard.
.Standard.
RVR 550m
Limited
RVR 750m RVR 1200m
DA(H)187'(200')
I nf orm A TC i mmedi a t e ly.
NOT A PPLICA BLE
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.
CAT I / II / I I I ILS DME RwyRNAVNIGHT.Eff.22.Sep.
16 SEP 11
CAT II &I I I A ILS
MSASPL VOR
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'Refer t oMinimums
CAT IIIA ILS
50'DH
200mRVR
CAT II ILS
Bearings . Minimums.
1 . CAT I I / I I I ILS: Spec ia l Ai rc rew & Ai rc ra f t Cer t i f i ca t i on Requ i red . 2 . Whenest abli shed on ILS maint ain 160 KT unt i l D4.0 VPB or as di rect ed. 3. I LS DME readszero at rw y 18R displaced t hreshold.
For Mi nimum al t ondescent prof i le seet able above.
2 2 1 ^
TCH 46'
ALS out
Gnd speed-Kt s
1
1
ALS out
70 90 100 120 140 160
377 485 539 647 755 862
MA P at D1.2 SCH/ EH652
P A N S O P S 4
N o A l t i t ud epublished
MISSED APCH: B R I E F I N G S T R I P
T M
SCHI PHOL,
LOC
221^DA(H)
Apt El ev -11'RWY -14'
11-6
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
109.15
GS I LS
ILS DME Rwy 22
SCH
EHAM/ AMS
Fi nalApch Crs
SCHI PHOL A ppr oach (R) Gr ound
121.8SCHI PHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
0
5
5
1 0
1 5
LANSU
LANSU
Refer t oMinimums
Tur n LEFT on t r ack 160^ as soon as pr act i cabl e but
D:A BC:
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
119.22
160^LT
400'M I A L S
PAPILOC Descent Angl e 3.00^
not below 400 ' and cl i mb to 2000 ' . I nf orm A TC i mmedia t e ly.
I LS GS or
FULL/ Limit ed
522'
479'
495'
587'
683'
469'
417'
Bearings.
1 . CAUTION: Do no t conf use rwy 22 w i t h rwy 24 o r w i t h tw y s i t uat ed l e f t o f r wy 22 .2. Si mult aneous apchs on rw y 18C or 18R may be executed. 3. St ri ct adherence t o t hemissed apch proc i s essent i a l . 4 . W hen es tabl i shed on ILS maint a in 160 KT unt i lD5.0 SCH or as dir ect ed. 5. I LS DME reads zero at rw y 22 thr eshold.
MSASPL VOR
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
.Ef f .22.Sep.16 SEP 11
I LS DMES C H221^ 109.15 SCH1
( I A F )
( I A F )
(IAF)
S U G O
L
RI VER
2 1 6 ^
F L 7 0
0 3 6 ^
2 2 1 ^
0 3 6 ^
A R T I P
1 6 0 ^
SCHD12.3
D9.3SCH
D14.8 SPLD14. 8 SCH
EH648
EH649
EH65~
D13. 0 SPL
D10. 0 SPL
D4.0 SCH
D1.2 SCHEH652
1 1 2 F L 7 0
3 1 . 0
0 4 2 ^
F L 7 0 3 4
. 0
2 5 0 ^ F L 7 0 3 2 . 0
FL 70
-14'
2 2 1 ^
1. 24. 0
D1.2
D9.3
RWY 22
3000'
VOR
1
1
3. 0
MINIMUM A LT
ILS LOC (GS out )(214' )
DA(H)
200'
CHANGES:
A
B
C
D
M axKt s MDA(H)
CI RCLE- TO-LA NDSTRA I GHT-I N LA NDI NG RW Y
100
135
180
205
2400m
3600m
(631')
(891' )
(901' )
620'
880'
890'
1500m
(791' )780' 1600m
VI S
1200mRVR
22
SCHSCH
SCH
SCH DM E
D10. 0 SPLD12.3
D13. 0 SPL
036^
1310' 1630'680' 990'2. 0 3. 0 4. 0 5. 0
1950'6. 0 7. 0
2270'8. 0
2590'9. 0
2900'
SPLD14.8
EH649EH65~
D4.0 SCH
EH652
2. 8
(BELOW SEA LEVEL)
D14. 8 SCHEH648
D8. 0 SCHD8. 7 SPL
D8. 7 SPLD8.0 SCH
1. 3
186'(200')
D5.0 SPLEH651
D5.0 SPL/ EH651
.Standard.
DA(H) 540'(554' )
RVR 1500m
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.
Alt Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
ILS LOC (GS out )
377 485 539 647 755 862
CHANGES:
(BELOW SEA LEVEL)
AB
C
D
M axKt s MDA(H)
CI RCLE- TO-LA NDSTRA I GHT- I N LA NDI NG RW Y
100
135
180
205
2400m
3600m
(631')
(891' )
(901' )
620'
880'
890'
1500m(791' )780' 1600m
VI S
MAP at D0.0 BVB
27
Fi nalApch Crs
495'
683'
417'
GSN o A l t i t ud e
publishedBVB
HIALS-II
ILS DME Rwy 27
BVB
EH64~
EH639
1 Do not descendbelow t he descentp r o f i l e .
1
52-10 0
5
5
1 0
1 5
EH64~ EH639
SCHI PHOL A ppr oach (R) Gr ound
121.8SCHIPHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
P A N S O P S 4
D5. 8 SPL D7. 9 SPL
D5. 8 SPLD7. 9 SPL
092^
SCHIPHOL108.4 SPLDS P L
| JEPPESEN, 2001, 2011. A LL RI GHTS RESERVED.
119.22
LOC Descent Angl e 3.00^
.Standard.
1500mRVR
CMV 2100m
RVR 1400mRVR 550m
Limited
RVR 750m RVR 1200m
DA(H) 440'(452' )DA(H) 188'(200')
Cl i mb on t r ack 267^ t o 3000' . I nf orm A TC immedia te ly.
1. W ARNING: When average surf ace wind veloc i t y exceeds 30 KT, modera t e t urbulencecan be expected on f i nal approach fr om approx D3.0 BVB t o D1.0 BVB. 2. Si mult aneousapchs on rw y 06, 18C, 18R or 36R may be executed. 3. W hen est abli shed on ILS mai nt ain160 KT unti l D4. 0 BVB or as di rect ed. 4. I LS DME reads zero at rw y 27 t hresh.
I LS GS or
16 SEP 11 .Eff.22.Sep.
MSASPL VOR
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
To rw y 18L and 36L not permi t t ed, except i n case of emergency.To rwy 22: Do not mistake rwy 24 for rwy 22.
Rw y El ev : 0 hPa Tr ans l evel : By A TCAlt Set : hPa
Fi nalApch Crs
0
5
5
1 0
1 5
2 0
417'
GSN o A l t i t ud e
publishedBVB
HIALS-II
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m.
EH639
BVBBVB
EH64~
SCHI PHOL A ppr oach (R) Gr ound
121.8SCHIPHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
P A N S O P S 4
272^EH64~ EH639
D5. 8 SPL D7. 9 SP L
092^
D5. 8 SPLD7. 9 SPL
SCHIPHOL108.4 SPLDS P L
| JEPPESEN, 2001, 2011. A LL RI GHTS RESERVED.
119.22
DA(H) 88'(100')
ABCDRA 101'
Refer t oMinimums
CAT II / I I I ILS DME Rwy.Eff.22.Sep.16 SEP 11
CAT II &I I IA I LS
MSASPL VOR
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
Cl i mb on t r ack 267^ t o 3000' . I nf orm A TCimmedia te ly.
1. W ARNING: W hen average surf ace wind veloc i t y exceeds 30 KT, modera t e t urbulencecan be expected on f i nal approach fr om approx D3.0 BVB t o D1.0 BVB. 2. Sim ult aneousapchs on rw y 06, 18C, 18R or 36R may be executed. 3. W hen est abli shed on ILS mai nt ain160 KT unti l D4.0 BVB or as dir ect ed. 4. I LS DME reads zero at rw y 27 thr esh. 5. SpecialAi rc rew & A cf t Ce r t i f i cat i on Requi r ed.
SCHI PHOL A ppr oach (R) Gr oundSCHIPHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
Operat ors applyi ng U. S. Ops Specs: A ut oland or HUD requi r ed below RVR 350m. P A N S O P S 4
D 1 3 . 3
0 0 3 ^
2 0 6 ^
2 0 6 ^
S P L
EH632
D6.2
SCHIPHOL108.4 SPLDS P L
D7. 8 SPL
EH657
EH657
D7. 8 SPL
D4.0
EH633D5. 6 SPL
D4.0
EH633D5. 6 SPL
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
121.8
MSA
MSA
MSA
I LS DME
003^ 108.75 MSA
MSA
MSA
M S AOLGAX
D8.0 MSAD9. 6 SPL
OLGAXD8.0 MSAD9. 6 SPL
1. 8
| JEPPESEN, 2003, 2011. A LL RI GHTS RESERVED.
119.22
CAT II / I I I ILS DME Rwy
3 1 0 ^ 2 3 0 0 '
3 5 3
^
1700'
MSA SPL VOR
CAT II &I I IA I LSRefer t o
Minimums
Cli mb on t r ack 003^ t o 2000 ' . I nf orm A TC i mmedi at e ly.
1. Specia l Ai rcr ew & A ir craf t Cer t i f ica t ion Requir ed . 2 . Simul t aneoous apchs onrw y 36R may be executed . W hen est abli shed on ILS mai nt ain 160 KT unti l D4.0 MSA oras di rect ed. 3. I LS DME reads zero at rw y 36C displaced t hreshold.
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
109.15
GS I LS
ILS DME Rwy 22
SCH
EHAM/ AMS
Fi nalApch Crs
SCHI PHOL A ppr oach (R) Gr ound
121.8SCHI PHOL Tow erSCHIPHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
0
5
5
1 0
1 5
Tur n LEFT on t r ack 160^ as soon as pr act i cabl e but
119.22
160^LT
400'M I A L S
PAPILOC Descent Angl e 3.00^
not below 400 ' and cl i mb to 2000 ' . I nf orm A TC i mmedia t e ly.
I LS GS or
522'
479'
495'
587'
683'
469'
417'
16 SEP 11 .Ef f . 22.Sep.COPTER
D
EH409
NIDOP
1 . CAUTION: Do no t conf use rwy 22 w i t h rwy 24 o r w i t h tw y s i t uat ed l e f t o f r wy 22 .2. Si mult aneous apchs on rw y 18C or 18R may be executed. St ri ct adherence t o t hemissed apch proc i s essent ia l . 4 . W hen rw y 22 i s not avai l able , execute a c i r c l i ngprocedure t o rw y 27 unl i s o therw ise i ns t r uct ed by ATC. 5 . I LS DME reads zero a trw y 22 threshold .
NOT TO SCA LE
DEN HELDER115.55 HDR
2 0 0 0
186'(200' )
I LS DMES C H221^ 109.15 SCH
COPTER
COPTER
New procedure. | JEPPESEN, 201 1. A LL RI GHTS RESERVED.
11-10
.JAR-OPS.
FULL
2 0 H D R
1
1 Do not descendbelow t he descentp r o f i l e .
100
M axKt s
1
2 2 1 ^
1 7 8
^
1 6 0 ^
SCHD12.3EH410
D4.0 SCH
D1.2 SCHEH652
-14'1. 2
2. 1
D1.2D6.1
RWY 22
2000'
1
6. 2
ILS LOC (GS out )DA(H)
CHANGES:
MDA(H)
CI RCLE- TO-LA NDSTRA I GHT-I N LA NDI NG RW Y
(631')620' 1000m
VI S
1000mRVR
22
SCHSCHSCH
SCH DM E
D12.3
1630'680' 990'2. 0 3. 0 5. 0
1950'6. 0
EH410EH661
D4.0 SCH
EH652
2. 8
( BELOW SEA LEVEL)
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
186'(200')
D5. 0 SPLEH651
D5.0 SPL/ EH651
MDA(H) 540'(554' )
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.
A l t Set : hPa Rw y El ev : 0 hPa Tr ans l evel : By A TC Tr ans al t : 3000'
D4.8 PAM
MAP at D10.9 PAM
VOR DME Rwy 27
730'(742' )
D10.9
PAPI
1
ALS out
EHAM/ AMS
2. 9
CHANGES:
AB
C
D
M axKt s
CI RCLE- TO-LA NDSTRA I GHT-I N LANDI NG RW Y
100
135
180
205
MDA(H)
2400m
3600m
(751' )
(891' )
(901' )
740'
880'
890'
1500m(791' )780' 1600m
VI S
27
Fi nalApch Crs
0
5
5
1 0
1 5
2 0
D4.8 PAM
(2012' )
HIALS-II
1
SCHI PHOL A ppr oach ( R) Gr ound
121.8SCHIPHOL Tow erSCHI PHOL Ar ri val (A PP/ R)D-ATIS Ar r i va l
119.05 121.2108. 4 132. 97 118. 4 131. 15
EH656
3. 2
PAMPUS117.8 PAMDP A M
52-20
04-30 04-40 04-50 05-00 05-10 05-20
522'
479'
436'
495'
587'
683'
502'
2 6 5 ^
417'
089^
269^ EH656
SCHIPHOL108.4 SPLDS P L
| JEPPESEN, 2001, 2012. A LL RI GHTS RESERVED.
119.22
.Standard.(742' )730'DA(H)
1500mRVR
CMV 2400m
For Mi nimum alt on descentprof i le see table above.
372 478 531 637 743 849Descent angl e 3.00^
3 1 0 ^ 2 3 0 0 '
3 5 3 ^
1700'
Cl i mb on t r ack 265^ t o 3000' . I nf orm A TCimmedia te ly.
To rw y 18L and 36L not permi t t ed, except i n case of emer gency.To rwy 22: Do not mistake rwy 24 for rwy 22.
TCH 50' 3 . 0
0 ^
29 JUN 12
52-10
1. W A RNING: W hen aver age surf ace w i nd veloci t y exceeds 30 KT, moderat et urbulence can be expected on f i nal approach f rom approx D8.0 PA M t o D10.0 PAM.2. Fi nal approach t rack off set 2^ f rom runway center l i ne.
121.7 121. 8 121. 9(For area of r esponsibi l i t y see 10-9.)
For addi t ional informat ionr efer t o 10-1P pages.When average sur f acewi nd veloci t y exceeds 30 KT,moderat e tur bulence can beexpect ed on fi nal apch f orrw y 24 and 27 f r om approxD10.0 PAM t o D8.0 PAM.
Descent Angle 2.83^
Rw ys 04, 06, 09, 24, 36C:
Rw y 18C:
Rw y 27: I nf orm A TC i mmedi at ely. Cli mb on 267^ t r ack t o 3000' .
I nf orm A TC i mmedi a t e ly. Cl imb on Rw y t r ack t o 2000 ' .
Rw y 36R:
I nfor m A TC imm ediat ely . Turn RI GHT t o i nter cept R-280 SPL and do notover shoot R-240 SPL. Cl i mb t o 2000' .
I nf orm A TC im mediat ely . Turn LEFT ont o 160^ as soon as pract i cabl e andcl i mb t o 2000 ' .
Inf orm A TC immedi a te ly. Cl i mb on 183^ t rack t o 1500' . A t EH638/ D5.3Sout h of SPL cl i mb t o 2000'
I nf orm A TC i mmedi at ely. Cli mb on 003^ t r ack t o 1500' . A t EH637/ D2.8Nort h of SPL cli mb t o 2000'
rminal Chart Change Noticesge 1 - Printed on 16 Apr 2014tice: After 13 Feb 2014, 0000Z, this data may no longer be validJEPPESEN SANDERSON, INC., 2014, ALL RIGHTS RESERVED