Amsterdam / Schiphol Airport Aerodrome Chart Ad 2.Eham-Adc

AMSTERDAM / SCHIPHOL AIRPORT AD 2.EHAM-ADC AIP NETHERLANDS AERODROME CHART 12 JAN 12

X MARKING AIDS RWY 04/22

AD 2.EHAM-ADC G5 G4 G3 G2 G1

S3 S4 S1 S2 S5 S6 S7 TURN AROUND MARKING RWY 06/24 S2

E6 RWY 09/27

N9 N5 N4 N3 N2 N1

W11 W12 RWY 18C/36C PRECISION APPROACH LIGHTING SYSTEM (CAT III) W10 W9 W8 W7 W6 W5 W4 W3 W2 W1

E1 E2 E5 E3 E4 E6

RWY 18L/36R X X E3 E4 E5 G5

DISPLACED THR 270 m RWY 18R/36L ELEV -13 ft GP 334.400 TURN AROUND SCHIPHOL / VPB MARKING V4 CH38X V3 V2 V1 52°21’26’’N 004°42’50’’E 0 PAPI

PHYSICAL CHARACTERISTICS DIRECTION BEARING THR RWY SURFACE GEO STRENGTH COORDINATES 52°18’01.34’’N AD ELEV -11 ft AMSL 04 041.25° PCN79/F/C/W/T ASPH 004°47’00.54’’E 52°18’50.49’’N 22 221.27° PCN79/F/C/W/T ASPH 004°48’10.89’’E 52°17’20.87’’N 06 057.92° PCN90/F/C/W/T ASPH 004°44’14.25’’E 52°18’16.49’’N 24 237.95° PCN90/F/C/W/T ASPH 004°46’39.06’’E 52°19’00.08’’N 09 086.78° PCN90/F/C/W/T ASPH 3800 x 60 m 004°44’51.58’’E 52°19’06.15’’N 27 266.82° PCN90/F/C/W/T ASPH 004°47’48.81’’E 52°19’53.03’’N 18C 183.22° PCN90/F/C/W/T ASPH 004°44’24.11’’E CAUTION:

3920 x 300 m 52°18’20.99’’N DO NOT MISTAKE 36C 003.22° PCN90/F/C/W/T ASPH HIGHWAY FOR RUNWAY 004°44’15.66’’E 52°18’58.14’’N V1 18L 183.25° PCN90/F/C/W/T ASPH 004°46’46.89’’E

52°17’26.97’’N 36R 003.25° PCN90/F/C/W/T ASPH 004°46’38.45’’E

RWY 18R/36L 52°21’36.93’’N 18R 183.20° PCN90/F/C/W/T ASPH 004°42’42.21’’E 52°19’42.89’’N 36L 003.20° PCN90/F/C/W/T ASPH 004°42’31.81’’E

V2 PRECISION APPROACH LIGHTING SYSTEM All RWYs except RWY 04/22 and 18R/36L: FIRE (CAT III) STATION RWY shoulders of 15 m width on both sides (strength restricted). RWY 04/22 and 18R/36L: RWY shoulders of 7.5 m width on both sides (strength restricted).

RWY 09/27: Weight restricted MAX 450 000 kg due to tunnel. Y2 Y1 SCHIPHOL / SPL RWY 18L and RWY 36L: LOC 108.400 / CH21X / ATIS Not AVBL for landing, except in case of an emergency. V3 MSA 108.750 52°19’56’’N 004°45’00’’E 0 RWY 36R:

Y Y Do not cross red lights indicating displaced RWY end. V TWR-W No lights beyond displaced RWY end. VK 183 ft AMSL Section beyond displaced RWY end crosses RWY 09/27.

VS THR ELEV -12 ft P7 V W1 VN C1 VE VS SCHIPHOL / ZWA THR ELEV GP -12 ft V4 CH32X 332.600 P6 52°19’43’’N 004°44’15’’E W2 D VS VL 0 C Y V PAPI

LOC VPB 110.100 C2

AMSTERDAM / AMS LOC 113.950 / CH86Y HIGHWAY ABA 111.950 52°19’58’’N 004°42’20’’E D C 0 W4 Y AZ 36R V CH 548 VM SCHIPHOL / BVB CH52Y

52°19’11’’N 004°47’31’’E HIGHWAY W5 FIRE E6 0 STATION C3 FIRE BRIGADE GP 1 332.750 PRACTICE GROUND PRECISION APPROACH CAUTION ! LIGHTING SYSTEM HIGHWAY TUNNEL THR ELEV (CAT III) -13 ft 3300 x 45 m D C Z 3573 x 300 m E6 1 DISPLACED THR 90 m 3453 x 45 m CAUTION ! ELEV -12 ft W6 RWY 09/27 PAPI N1 N9 N2

LOC N4 N3 E5 BVB 111.550 ENGINE RUN-UP N5 B SCHIPHOL / SCH AREA B E5 DISPLACED RWY END CH28Y B A13 E5 SIMPLE APPROACH B A16 A15 A14 575 m 52°18’48’’N 004°47’55’’E B A19 A18 A17 A P-holding B LIGHTING SYSTEM A20 A RWY 18C/36C A21 A 3420 x 300 m THR ELEV A A A16 A -14 ft A22 E4 E4 A17 A14 HANGAR 1 A19 E4 G1 E4 G2 GP X 331.250 G-PIER F-PIER A13

A20 G-apron GA Terminal E-PIER A12 A12 E3 HELISPOT HANGAR 2 E3 W7 E-apron HANGAR 3 B A A B NOT IN USE PAPI TAR SSR HN D-apron A11 K-apron

J-apron G2 GK E2 TERMINAL A10 A10 VDF BEACON SCHIPHOL / MSA PAPI H-apron GL VDF CH24Y GA 118.100/118.400 52°18’32’’N 004°44’08’’E H-PIER A B 119.225/119.050 A24 G ARP 121.200/121.500 X 121.700/121.800 G3 52° 18’ 29’’ N D-PIER 131.150/133.100 GP 004° 45’ 51’’ E A9C A9 Z 330.350 HANGAR 4 HANGAR 32 B A TWR-C AZ 06 CH 590 W8 320 ft AMSL G4 A HANGAR 5 DISPLACED THR B LOC 450 m A8 C-PIER KAG 110.550 2014 x 45 m ELEV -12 ft A25 A7 A8 Compass deviations, caused A6 E1 by underground train may occur A5 HANGAR 14 A A7 3520 x 300m 2134 x G300 m B-Corridor 3400 x 45 m 1

Y-Apron A26 S7 G4 W12 A6 B CAUTION ! W9 B-PIER A A5 A4E S6 A4W A27 RAILWAY-TUNNEL FREIGHT I S5 THR ELEV B P5 A4 -12 ft RWY 04/22 PAPI G5 W10 W11 HANGAR 9 FREIGHT II & III A3 A

Z A2D G B-apron B PAPI A2C A3 HANGAR 10 P4 G5 LOC Q A2B S4 M-apron ZWA 109.500 A2A FIRE RWY 18L/36R A A2 STATION A1 B THR ELEV VAR 0° E 2010 -13 ft Z1 ANNUAL RATE

Z2 A G OF CHANGE 8’ E LOC SCH 109.150 B S3 FREIGHT V SIMPLE APPROACH 3500 x 45 m LIGHTING SYSTEM PRECISION APPROACH R HANGAR 11 LIGHTING SYSTEM HANGAR 12 (CAT III) FREIGHT VI 3620 x 300 m S2 X SCHIPHOL / ABA G FREIGHT VI R-apron S-apron CH56Y X SCALE 1 : 20 000 52°17’37’’N 004°46’30’’E metres 0 100 200 300 400 500 S2 0 PAPI HANGAR 73 feet 0 500 1000 1500 RWY 06/24 HIGHWAY FREIGHT VIII G NOTE : S1 GP 335.000 1 CAUTION: No entry E1 and N9 from TWY A and B. X No entry W6 from TWY A, B and D. PAPI EL 36R CH 548

THR ELEV LEGEND -11 ft X H24 FIXED STOP BAR DISPLACED THR 250 m ELEV -12 ft GP H24 SWITCHABLE STOP BAR EL 06 329.450 CH 590 PRECISION APPROACH LOW VISIBILITY PROCEDURES SWITCHABLE STOP BAR LIGHTING SYSTEM SCHIPHOL / KAG (CAT III) LOW VISIBILITY PROCEDURES FIXED STOP BAR CH42Y 52°17’22’’N 004°44’33’’E SWITCHABLE STOP BAR 0 ONLY IN USE IN CASE OF LANDING OR DEPARTING 18C/36C

RWY HOLDING POSITION MARKING, PATTERN A PRECISION APPROACH LIGHTING SYSTEM (CAT III) RWY HOLDING POSITION MARKING, PATTERN B

VM INTERMEDIATE HOLDING POSITION LIGHTED

GK INTERMEDIATE HOLDING POSITION NON LIGHTED

A3 TAXIWAY A3 RWY STRIP BLAST FENCE CROSSING VEHICLES X NOT IN USE CHANGE : PCN RWY 04/22 and weight restriction 09/27, editorial. © Air Traffic Control the Netherlands Topografische en technische ondergrond © Amsterdam Airport Schiphol AIRAC AMDT 01/12 SCHIPHOL RWY 04 - 22 AD 2.EHAM-AOC-04-22 AIP NETHERLANDS AERODROME OBSTACLE CHART TYPE A 10 APR 08 20 60 50 30 0 40 10

FURTHER NO 3900 OBSTACLES 22.37 8 METRES 50 40 30 20 10 0 10 0 50 50 9 150 100 8 3300 SCALE 1 : 2,000 7 FEET 9 7 26.68 20.94 3000 FEET METRES

2700

1.2% SLOPE SLOPE 1.2% 1.2% 5000 1500 7.69 2400 6 6 5 5 4000 0.55 2100

1000

-4.23

-4.23 .

0 -4.23 22 22 3000 222° 2000 SCALE 1 : 20,000 500 2014 2014 2074 2014 2014 x 45 RWY 22 1000 0 0 SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT DATE OF SURVEY : AUG / SEP 2006 MEAN SEA LEVEL ASPHALT Take - Off Run Available Landing Distance Available Take - Off Distance Available Accelerate Stop Distance Available 1000 2074 2014 2014 2014 RWY 04 500

042°

-3.98 -3.98

0 04 . -3.98 -3.79 1 1 2100 2 2 3 -2.02 3 -0.72 2400 2700

1.2% SLOPE 12.05 4

OBSTACLES OBSTACLES

3000

FURTHER NO NO FURTHER FURTHER IDENTIFICATION NUMBER TREE POLE, TOWER, SPIRE, ANTENNA, CHIMNEY BUILDING OR LARGE STRUCTURE TRAFFIC (IN PLAN) TRAFFIC (IN PROFILE) WINDMILL MAGNETIC VARIATION: 1°W - 2005 0 50 10 60 20 40 30 DIMENSIONS AND ELEVATIONS IN METRES CHANGE: Due to new survey, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/08 SCHIPHOL RWY 06 - 24 AD 2.EHAM-AOC-06-24 AIP NETHERLANDS AERODROME OBSTACLE CHART TYPE A 14 JAN 10 0 70 30 40 60 20 50 10

FURTHER NO 4160 OBSTACLES ELEV 103.14 10924m / 061° FROM THR 06 12 ELEV 37.28 5963m / 062° FROM THR 06 3860

1.2% SLOPE SLOPE 1.2% 1.2% 0 10 METRES 50 30 40 20 10 3560 0

50 50 -3.56 -3.56 -3.56 24 . 24 150 100 SCALE 1 : 2,000 FEET 0 S 7 239° S 6 S 5 METRES 5000 S 3 1950 1950 2010 1500 S 4 S 4 2600 2600 2660 S 5 3250 3250 3310 4000 S 6 3250 3250 3310 3500 x 45 1000 S 7 3000 3450 3510 3450 S 3 3500 3560 3500 3500 RWY 24 2000 SCALE 1 : 20,000 500 ASDA TORA TODA LDA MEAN SEA LEVEL S 2 S 2 1000 0 0 SURVEYING AGENCY : Rijkswaterstaat, Centre for Data and ICT DATE OF SURVEY : DEC 08 ASPHALT S 1 2700 2600 2700 3500 3600 3600 3250 1000 RWY 06 S 1 500 ASDA TORA TODA LDA

0 -3.35 -3.35

059° 06 -3.35 . 1 1 -3.08 3560 2 -2.34 3 2 -2.49 3 4 4 -1.91 5 5 -1.45 6 6 1.11 7 7 9 8 9 -0.68 -1.06 8 10 3860 10 -0.19 6.90

4160

OBSTACLES OBSTACLES 1.2% SLOPE

IDENTIFICATION NUMBER TREE POLE, TOWER, SPIRE, ANTENNA, CHIMNEY BUILDING OR LARGE STRUCTURE TRAFFIC (IN PLAN) TRAFFIC (IN PROFILE) WINDMILL MAGNETIC VARIATION : 1°W - 2005

FURTHER NO NO FURTHER FURTHER DIMENSIONS AND ELEVATIONS IN METRES 4460 0 50 10 60 20 40 The datum line from which the reduced RWY declared distances for take-off should be determined is defined by the intersection of downwind edge specific TWY with RWY as shown in diagram EHAM AD 2.23 paragraph 4. The loss, if any, of RWY length due to alignment the ACFT prior take-off should be taken into account by the operators for calculation of ACFT’s take-off weight (Annex 6, Part 1, paragraph 5.2.8). If an intersection take-off will take place from with angle of 30° (rapid exit TWY), and the TWY centre line is followed until RWY line, there a loss of line-up distance at least 200 m (see EHAM AD 2.23 paragraph 4). 70 30 NOTE : CHANGE: Obstacles, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 01/10 AIP NETHERLANDS © AirTraffic ControltheNetherlands

40 40 N 4 N 3

RWY 09 FURTHER NO OBSTACLES 30 TORA 3434 2400 1850 30 TODA 3494 2460 1910 ASDA 3434 2400 1850 20 LDA 3363 20

10 1.2% SLOPE 10

0 MEAN SEA LEVEL 0 -3.71-3.71 -3.66-3.66

0 3600 3900 4200 4500 4800 5100

1 4 6 8 9 10 11 2 3 5 7

26.88 -3.37 11 0.34 4.55 1 -1.32 8 088° 3453 x 45 ASPHALT E 6 -3.71 2 4 6 . 09 . -3.00 10 22.37 2727 3 5 7 1.10 -2.11 -0.43 -3.66 N 4 N 3 N 2 19.98 9 AERODROME OBSTACLECHARTTYPEA

40 40 TORA 3453 RWY 27

30 TODA 3453 30 SCHIPHOL RWY09-27 ASDA 3453 20 LDA 3453 20 1.2% SLOPE OBSTACLESOBSTACLES FURTHER NOFURTHER NO 10 10

0 MEAN SEA LEVEL 0 -3.71-3.71 -3.66-3.66

5100 4800 4500 4200 3900 3600 12 15 14 13

-3.28 -0.20 -0.42 12 15 14 -3.66 ASPHALT 3453 x 45 268° . 09 . 2727

-1.71 13 -3.71

SCALE 1 : 2,000 MAGNETIC VARIATION : 1°’W - 2005 SCALE 1 : 20,000 FEET METRES 500 0 500 1000 1500 METRES DIMENSIONS AND ELEVATIONS IN METRES 50 150 AD 2.EHAM-AOC-09-27 15 IDENTIFICATION NUMBER 40 1000 0 1000 2000 3000 4000 5000 FEET TREE 100 30

AIRAC AMDT 05/08 POLE, TOWER, SPIRE, ANTENNA, CHIMNEY 20 50 10 BUILDING OR LARGE STRUCTURE SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT DATE OF SURVEY : AUG / SEP 2006 17 TRAFFIC (IN PLAN) 0 0 08 MAY

TRAFFIC (IN PROFILE) 10 50 WINDMILL CHANGE: RWY 27 declared distances, editorial. AIP NETHERLANDS © AirTraffic ControltheNetherlands

40 40 W 12 W 9 W 8 W 7

RWY 36C FURTHER NO TORA 3300 2985 2985 2650 2100 OBSTACLES 30 TODA 3360 3045 3045 2710 2160 30 ASDA 3300 2985 2985 2650 2100 20 LDA 2850 20 1.2% SLOPE 10 10

0 MEAN SEA LEVEL 0 -3.68-3.68 -3.64-3.64

0 3600 3900 4200 4500 4800 5100 1 2 3 5 4 6

W 12 10.60 4 -0.45 004° 3300 x 45 ASPHALT -3.68 -3.32 2

36 1 . C . CC 1818 9.61 14.98 3 5 -3.64 W 9 W 8 W 7 15.72 6 AERODROME OBSTACLECHARTTYPEA

W2 W 3 W4 W5 TORA 3300 3050 2650 2350 2050 40 40

TODA 3360 3110 2710 2410 2110 SCHIPHOL RWY18C-36C ASDA 3300 3050 2650 2350 2050 RWY 18C 30 LDA 3300 30

20 20 1.2% SLOPE OBSTACLESOBSTACLES FURTHER NOFURTHER NO 10 10

0 MEAN SEA LEVEL 0 -3.68-3.68 -3.64-3.64

5100 4800 4500 4200 3900 3600 14 13 12 10 8 7

15 11 9

15.46 - 3.25 14 12.05 -2.31 7 ASPHALT 19.84 15 13 8 3300 x 45 184° 36 . C . CC 5.07 1818 11 -1.01 9 2.39 10 -3.64 -3.68 6.49 12 W 5 W 4 W 3 W 2

SCALE 1 : 2,000 MAGNETIC VARIATION: 1° W - 2005 SCALE 1 : 20,000 FEET METRES

500 0 500 1000 1500 METRES AD 2.EHAM-AOC-18C-36C DIMENSIONS AND ELEVATIONS IN METRES 50 150 IDENTIFICATION NUMBER 40 1000 0 1000 2000 3000 4000 5000 FEET TREE 100 30

AIRAC AMDT 08/09 POLE, TOWER, SPIRE, ANTENNA, CHIMNEY 20 50 10 BUILDING OR LARGE STRUCTURE SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT DATE OF SURVEY : AUG / SEP 2006 TRAFFIC (IN PLAN) 0 0 30 JUL09

TRAFFIC (IN PROFILE) 10 50 WINDMILL CHANGE: THR ELEV RWY 18C and -36C, editorial. AIP NETHERLANDS © AirTraffic ControltheNetherlands

40 40 E 5 E 4 E 2 TORA 3400 2800 2550 2100 RWY 18L 30 30 TODA 3460 2860 2610 2160 ASDA 3400 2800 2550 2100 20 LDA 2825 20 1.2% SLOPE OBSTACLESOBSTACLES FURTHER NOFURTHER NO 10 10

0 MEAN SEA LEVEL 0 -3.41-3.41 -3.64-3.64

5100 4800 4500 4200 3900 3600

14 12 9 8 7 6 5 4 3 1

13 10 2 AERODROME OBSTACLECHARTTYPEA 11 SCHIPHOL RWY18L

12.47 E 1 E 2 E 4 E 5 6.54 4.65 2.22 12 7.57 -3.16 19.19 14 9 8 6 4 1 ASPHALT 3400 x 45 184° 36 R LL 1818 11 22.37 10.76 7 5 3 -3.19 2 X X 10 3.24 1.33 -3.64 14.09 13 5.65 -3.41 E 4 E 5

SCALE 1 : 2,000 MAGNETIC VARIATION: 1° W - 2005 SCALE 1 : 20,000 FEET METRES DIMENSIONS AND ELEVATIONS IN METRES 500 0 500 1000 1500 METRES 50 15 IDENTIFICATION NUMBER 150 40 AD 2.EHAM-AOC-18L TREE 1000 0 1000 2000 3000 4000 5000 FEET 100 30 POLE, TOWER, SPIRE, ANTENNA, CHIMNEY

AIRAC AMDT 08/09 20 BUILDING OR LARGE STRUCTURE 50 10 SURVEYING AGENCY : Rijkswaterstaat Centre for Data and ICT 17 TRAFFIC (IN PLAN) DATE OF SURVEY : AUG / SEP 2006

0 0 30 JUL09 TRAFFIC (IN PROFILE) 10 WINDMILL 50 X NOT IN USE CHANGE: THR ELEV RWY 36R, editorial. AIP NETHERLANDS © AirTraffic ControltheNetherlands

V 3 V 2 V 1 RWY 36L TORA 3800 3255 2755 2155 100 TODA 3860 3315 2815 2215 100 ASDA 3800 3255 2755 2155 LDA 3800 50 50 1.2% SLOPE MEAN SEA LEVEL 0 0 -11.9-11.9 -13.0-13.0

0 4100 4400 4700 5000

1 2 4 5 AERODROME OBSTACLECHARTTYPEA 3 6 SCHIPHOL RWY36L

4 -11.9 19.7

003° 3800 x 60 ASPHALT 1

36 36 L

. L .

R R

18 18

3.5 -13.0 2 9.9 -11.9 V3 V2 V1 3 39.2 5 6 59.1

7 ELEV 447.2 ft 11840m / 006.5°

SCALE 1 : 2 000 MAGNETIC VARIATION : 0° E - 2010 SCALE 1 : 20 000 FEET METRES DIMENSIONS IN METRES 500 0 500 1000 1500 METRES ELEVATIONS IN FEET 50 150 DIRECTIONS ARE MAGNETIC 40 AD 2.EHAM-AOC-36L IDENTIFICATION NUMBER 1000 0 1000 2000 3000 4000 5000 FEET 100 30 TREE

AIRAC AMDT 09/12 POLE, TOWER, SPIRE, ANTENNA, CHIMNEY 20 50 10 BUILDING OR LARGE STRUCTURE SURVEYING AGENCY : Fugro GeoServices BV

DATE OF SURVEY : 2011 23 AUG12 TRAFFIC (IN PLAN) 0 0

TRAFFIC (IN PROFILE) 10 50 WINDMILL CHANGE: MAG VAR 2010, new survey, elevations metres changed to feet, editorial. AMSTERDAM / SCHIPHOL AIRCRAFT PARKING / DOCKING CHART AD 2.EHAM-APDC.1 AIP NETHERLANDS SCHIPHOL CENTRE 26 JUL 12

D C 3453 x 45 m RWY 09 / 27 W6 52°19’00"N 1 09 N2 CAUTION ! AD 2.EHAM-APDC.1 N3 N9

N4 E5 N5 L

B B 18 52°18’54" 1 A13 P-holding B A15 A14 PD B CAUTION ! A17 A16 PD P3 A19 A18 A PC P3 A P2 A21 A20 PC PB P2 A P1 PB E10 P1 A16 E24S* PA G9L G10 PA G80R E19L* 52°18’48" F7L F9L E22S* A G8R F8R* A14 G-apron G79R A22 J80L G78R E4 J81L G7L E17L*+ P10R G-PIER E20L* A12 G77R F10 A13 68.5 J82L G76R G6R F5L F6L

B F-PIER A19 A17 E-PIER A A20 G75R E9R A12 G5L W7 P11R J83L G74R E-apron G4R F3R G73R F4L E18R E72R* E75L* P12R E7R 65 E77L* 52°18’42" G72R E3 3300 x 45 m A11 G3S* G2R+ J84L E5R G71R* E8R P13R 36 F2L D88L D90L D92L D93L D94L D95R E6R* D-apron P14R E3R 80 J85L A19N G1 A13 J-apron HN TERMINAL P15R H1L* E4L* A10 E2 A19S H2L* BUILDING J86L A10 52°18’36" H3L* E2L* H-apronH4L*

80 H5L* D51R* P16R* J87L+ D47R* D49R* D57L* B A D53R*D55R* H6L* B A H7L* D43L* A H-PIER D41L* B D3R* D5R* D7L* D46R* D52R* D56R* A24 ARP 52°18’30" 52° 18’ 29’’ N D1 D-PIER A9 D10 A9C 004° 45’ 51’’ E D2S* D4L* 36 B D8R* D10R* A D23L D27L* RWY 18C / 36C TWR-C D12R* D31L* 320 ft AMSL D14R* D16L* A8 D18L* D22L* C2 D24R* D26R* 52°18’24" D28* 1 36 W8 C5R* A8 A8 A5 CAUTION ! C Y73 C-PIER 52 C7R A E1 C4R* 52

blast fence A6 61 C9R Y72 C6R* A25 C11L* A7 B-Corridor C8R* 52 52°18’18" B13L*

Y-apron C10R* B S7 3400 x 45 m B15L* C10 52 A6 A4E A26 Y71 C12R* C13R* W12 B A B17L* A4W C15L* S6

W9 B-PIER C18L* B23L* 24 C14R* C16R* B16R A G5 B27L* 36 A5 S5 A27 FREIGHT I B20R 36 B31L* 52°18’12" B24R A3 B35L* B B95T B28R

B94T B32R B85T A2D A4 B76T B93T B36R A B84T W11 W10 FREIGHT II & III B75T A2C B92T B66T B83T 48 B74T B91T B65T A2B 52°18’06" Q B82T B B56L+* B73T B64T B81T 29 65 S4 A2A A3 B55L* B72T B63T A49R* B54L* B71T 29 A48R B62T A B53L* B61T 29 FIRE A1 A46R A37L* B52L* STATION RWY 18L / 36R A45R 29 Z A36L+* B51L* B 52°18’00" A35L A43R 65 A41R A34L+* A2 A33L A32L Q A31L

6 A 5 52°17’54" S3 FREIGHT V

R87R R86R B S96R+ R85R 3500 x 45 m R84R S94R S93R 52°17’48" FREIGHT VI R83R 69 S2 S91R S92R R82R S89R S90R S88R R81R S2 X FREIGHT VI S85R S87R R80R S83R S-apron S84R R-apron R R77R S82R X 52°17’42" S2 S79R R74R S77R R72R+ 69 S74R

RWY 06 / 24 S72R

52°17’36" FREIGHT S1

52°17’30" 36 R X

52°17’24"

52°17’18"

52°17’12"

52°17’06" 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°46’48"E

NOTES :

VAR 0°E (2010) 0°E VAR 1. If the distance between the aircraft’s engines and ground is in ex- 6. Standard push-back directions: cess of 5 metres (16.4 ft) engine nr.2 may not be used at break- R = right turn (as seen from the push-back vehicle). away power at the gate and shall run idle until normal taxi speed L = left turn (as seen from the push-back vehicle). has been reached due to blast problems. + = push-pull * = push back limit line 52°17’00" 2. At all aircraft stands except B61- B95 nose-in parking S = straight backwards and push-back procedures are applicable. T = taxi-in / taxi-out 3. Remarks on push-pull / push-back procedures: D2 & D4: B767 and larger push-back between C11 and C13 via TWY A5. D3, D5: push-back into TWY A10. D7, D43: B757 and larger push-back into TWY A10. D8: B767 and larger push-back between C11and C13 via TWY A8 and TWY A5. E2, E4: push-back into TWY A10. E3, E5, E7, E9: B757 and larger push-pull on TWY A16. Other aircraft push-back into TWY A14. 52°16’54" E6: B757 and larger push-back into TWY A10. E8, E18: B757 and larger push-pull. REMARKS: E20, E22, E24: push-back on TWY A12 1 CAUTION: No entry E1 and N9 from TWY A and B. F2, F4, F6: B757 and larger push-pull on TWY A16. Other aircraft push-back into TWY A14. No entry W6 from TWY A, B and D. F3: push-back on TWY A opposite G9. G3, G71: aircraft wingspan up to 36m push-back on TWY A19N. G3, G5, G7, G71, G73, G76: B757 and larger push-pull. G4: B767 and larger push-pull. CAUTION: H1, H2: push-back on TWY A19N. Compass deviations, caused by underground train, 52°16’48" may occur when an aircraft is parked at the stands of the E-pier, 4. D2 for aircraft with MAX wing span 55 m. Marshaller AVBL, no VDGS. in the area between the E- and F-pier, or when following Two stands available: the TWYs in the vicinity of the E-pier. D2B for wide body aircraft only. Wing walker AVBL on request. D2A for all other aircraft. 35 MAX WINGSPAN 35 m, LIMITED ENTRY

5. On B-apron: self-docking procedures are AVBL CROSSING VEHICLES on all aircraft stands except A32, A34 and A36. BLAST FENCE On B-pier: self-docking procedures are only AVBL on aircraft stands B36, B32, B28, B24, B20 and B16. B COMPULSORY TAXI ROUTING, 52°16’42"N No marshaller or VDGS AVBL. UNLESS OTHERWISE INSTRUCTED BY ATC. ALL OTHER ROUTES MAY BE USED Self-docking procedure at aircraft stands: TWO-WAY ON ATC DISCRETION ONLY. 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. HN INTERMEDIATE HOLDING POSITION

4°44’12"E 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" CHANGE : Parking stands A30 - A37, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 08/12 AMSTERDAM / SCHIPHOL AIRCRAFT PARKING / DOCKING CHART AD 2.EHAM-APDC.2 AIP NETHERLANDS SCHIPHOL EAST K-APRON 30 JUN 11

HANGAR 1 22

BEYOND THIS POINT STATE POLICE ACFT ONLY

52°18’48"

G1 GA TERMINAL

HANGAR 2 G D K2

K44

K16 HANGAR 3 G K15 G D K27 K14 K43

K26 K42 K13 K39 52°18’42" K25 K41 K12 K24 K40

K11 K23 K38 G2 K76 K22 30 K74

K75 K21 K37

K73 K20

GK K36 31 K72 K - APRON 52 G L K71 K35

52°18’36"

NOTES : HANGAR 32 K-apron is not under ATC ground control. HANGAR 4 MAX wingspan: K1, K11 - K16 : 24 m K2 : 31 m K20 - K27 : 18.9 m K35 : 36 m K36 - K39 : 44 m K41 : 16 m 52°18’30" N K42 : 19.4m K43 : 17 m K75 - K76 : 11 m LEGEND 30 Push-back directions: MAX WINGSPAN 30 m, LIMITED ENTRY K11 - K16: taxi-in / taxi-out GK INTERMEDIATE HOLDING POSITION K20 - K27: taxi-in, 180° turn by tow / taxi-out HANGAR 5 COMPULSORY TAXI ROUTING K35 - K39: push-back left turn (as seen from push-back vehicle) SERVICE ROAD K40 - K44: nose-in parking and push-back K71 - K74: push-back right turn (as seen from push-back vehicle) BDRY ATC SERVICE K75 - K76: push-back 004°48’12" E 004°48’18" 004°48’24" 004°48’30" CHANGE : K-apron and taxi procedures, MAX WINGSPAN GK entry, GA terminal, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 07/11 AMSTERDAM / SCHIPHOL AIRCRAFT PARKING / DOCKING CHART AD 2.EHAM-APDC.3 AIP NETHERLANDS SCHIPHOL EAST M-APRON 20 NOV 08

52°18’18"

G G4

52°18’12"

04 M77 G

M76

M75 52°18’06" HANGAR 10

M74

M - APRON

M73 G5

M72

52°18’00" M71

52°17’54" N HANGAR 11

004°47’12" E 004°47’18" 004°47’24" 004°47’30" 004°47’36" CHANGE : New chart. © Air Traffic Control the Netherlands AIRAC AMDT 12/08 AIP NETHERLANDS AD 2.EHAM-1

~~~eaip-amdt~~~AMDT-2012-0209 FEB 12

EHAM — AMSTERDAM/Schiphol

EHAM AD 2.1 AERODROME LOCATION INDICATOR AND NAME

EHAM — AMSTERDAM/Schiphol

EHAM AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1 ARP co-ordinates and site at AD 52°18'29"N 004°45'51"E 062 DEG GEO 135 m from TWR. 2 Direction and distance from (city) 4.9 NM SW of Amsterdam. 3 Elevation/reference temperature -11 ft AMSL/20.4°C (JUL). ← 4 Geoid undulation at AD ELEV PSN 142 ft. 5 MAG VAR/annual change 0°E (2010)/8'E. 6 AD operator, postal address, telephone, telefax, Post: Amsterdam Airport Schiphol email, AFS, website P.O. Box 7501 1118 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 1475 AFS: EHAMYDYX 7 Types of traffic permitted (IFR/VFR) IFR/VFR 8 Remarks 1. Airport for use by national and international civil air transport with all types of 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 the airport will be promulgated by NOTAM. The NOTAM can refer to the website http://www.eham.aero where visual material relating to this subject will be shown. This material may only be used in combination with the current NOTAM.

EHAM AD 2.3 OPERATIONAL HOURS

1 AD operator H24 2 Customs and immigration H24 3 Health and sanitation H24 4 AIS briefing office H24 self-briefing Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 Fax: +31 (0)20 648 4417 5 ATS reporting office (ARO) H24 Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 +31 (0)20 406 2323 Fax: +31 (0)20 648 4417 6 MET briefing office H24 7 ATS H24 8 Fuelling Schiphol-Centre: H24. Schiphol-East: normal operating hours 0530-2230 (0430-2130).

9 Handling Schiphol-Centre: H24. Schiphol-East: normal operating hours 0530-2230 (0430-2130). Between 2230-0530 (2130-0430) PN required from ground handling companies (see EHAM AD 2.23).

10 Security H24 11 De-icing H24 12 Remarks NIL

EHAM AD 2.4 HANDLING SERVICES AND FACILITIES

1 Cargo-handling facilities All modern facilities. Transport of persons on the aprons of Schiphol-Centre and Schiphol-East may exclusively take place by means of vehicles of the relevant ground handling company. For addresses and other details of ground handling companies see EHAM AD 2.23. 2 Fuel/oil types Jet A1/All kinds. 3 Fuelling facilities/capacity Schiphol-Centre: Jet A1 unlimited. Schiphol-East: Jet A1 (by truck).

4 De-icing facilities De-icing equipment AVBL. 5 Hangar space for visiting aircraft O/R, limited. 6 Repair facilities for visiting aircraft Major repairs to all types of aircraft. Spares AVBL. 7 Remarks Oxygen and related servicing unlimited.

EHAM AD 2.5 PASSENGER FACILITIES

1 Hotels At AD: 2 hotels (322 beds). In the close vicinity of the airport: 3 hotels (1274 beds). At Amsterdam: unlimited. 2 Restaurants At AD, near vicinity and in the city: unlimited. 3 Transportation Train, buses, taxis and rental cars. 4 Medical facilities First aid treatment. Two motor ambulances. Hospitals at Amsterdam (12 km distance). 5 Bank and post office AVBL 6 Tourist office AVBL 7 Remarks NIL

EHAM AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1 AD category for fire fighting CAT 10. 2 Rescue equipment 8 foam tenders, 1 snorkel and 1 truck with rescue equipment. 3 Capability for removal of disabled aircraft Agreement with outside contractors. 4 Remarks NIL

EHAM AD 2.7 SEASONAL AVAILABILITY - CLEARING

1 Types of clearing equipment 14 snowsweep combinations with ploughs, 4 snowblowers, 4 de-icing cars, 6 ramp ploughs, 4 compact-sweepers. 2 Clearance priorities RWY, TWY and apron simultaneously. 3 Remarks 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: Friction coefficient RWY condition 0.40 and higher Good 0.39 to 0.36 Medium to good 0.35 to 0.30 Medium 0.29 to 0.26 Medium to poor 0.25 and lower Poor

b. In other cases: decision of the airside operations manager. 6. Information concerning improvement of braking action: at the discretion of the airside operations manager. 7. Details concerning up-to-date information to users: SNOWTAM via the international NOTAM office at Schiphol.

AIRAC AMDT 07/10 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-3 16 DEC 10

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

1 Apron surface and strength Schiphol-Centre: Surface: CONC. Strength: PCN/109/R/C/W/T. Schiphol-East: Surface: CONC. Strength: restricted; for further information contact Ap- ron Management Service.

2 Taxiway width, surface and strength Width: 23 m; shoulders of 7.5 m on both sides of TWY. Surface: asphalt. Strength: as for accompanying RWYs. 3 Altimeter checkpoint location and elevation Location: apron. Elevation: -13 ft AMSL. 4 VOR checkpoints Information not AVBL. 5 INS checkpoints For INS reference see aircraft parking / docking charts. 6 Remarks NIL

EHAM AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1 Use of aircraft stand ID signs, TWY guide lines Aircraft stand ID signs: and visual docking/parking guidance system at • illuminated gate identification boards; aircraft stands • 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.

2 RWY and TWY markings and LGT RWY: threshold (RWYs 06, 09, 18R, 18L and 36C displaced THR, arrows), touchdown, centre line, runway designations; threshold lights, TDZ lights (RWYs 09, 18L, 24 and 36L, no TDZ lights), centre line lights, edge lights, RWY-end lights. RWY 04/22: threshold lights, edge lights and RWY-end lights only. RWY 06/24 and 36L: turn pad (see EHAM AD 2.23). TWY: holding points, centre line; blue edge lights (on long straight parts these lights will gradually replaced by blue retroreflective edge markers), alternating green/yellow centre line lights on RWY exits and RWY crossing TWYs between RWY centre line and edge of ILS sensitive area, green centre line lights 1) on all TWYs except at Schiphol East. Red/white mandatory instruction signs supplementing all taxi holding points.

3 Stop bars Each active runway entry and each taxiway crossing a runway end safety area (RESA) is safeguarded by a stop bar (see charts AD 2.EHAM-ADC and AD 2.EHAM-GMC). Stop bars will be illuminated during:

• reduced and low visibility circumstances when TDZ RVR <= 1500 m and/or cloud base <= 300 ft. • H24 period at intensive runway crossings and/or designated tow routes to avoid runway incursion in all visibility circumstances. Crossing of illuminated stop bars is prohibited. Aircraft and vehicles may proceed further only when ATC gives permission and the stop bar lights are switched off (ref. Annex 2, item 3.2.2.7.3). 4 Remarks 1) Based on the principle of cockpit over centre line for all aircraft types, except B777-300, A340-600 and A380. For those aircraft oversteering is required.

09 FEB 12~~~eaip-amdt~~~AMDT-2012-02

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

1 Associated MET office De Bilt 2 Hours of service H24 MET office outside hours - 3 Office responsible for TAF preparation De Bilt Periods of validity 30 HR 4 Trend forecast TREND Interval of issuance Every 30 minutes for international METAR, maximum 30 minutes for local display and broadcast on ATIS. 5 Briefing/consultation provided Briefing on request from MWO-De Bilt by telephone after self-briefing (see item 10). 6 Flight documentation Reports, forecasts, charts. Language(s) used English, Dutch. 7 Charts and other information available for brief- S, P, W, T ing or consultation 8 Supplementary equipment available for providing WXR, APT information 9 ATS units provided with information Amsterdam ACC and FIC, Schiphol TWR, Schiphol APP. 1) 10 Additional information (limitation of service, etc.) Tel: +31 (0)30 220 6721 Staff Tel: 0900 202 3341 Briefing low level flights (IFR/VFR). Tel: 0900 202 3343 Briefing IFR flights above FL 100. Tel: 0900 202 3340 Briefing balloon flights within Amsterdam FIR.

Note: charge for tel. briefings and consultations is € 0,50/min. Note: due to environmental influences the windreport for RWY 36R is not representative for the wind conditions at TDZ; wind speed from sector 080-120 DEG is underestimated up to 15 percent. 1) Also service to JRCC Den Helder.

EHAM AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Designations True BRG Dimensions of Strength (PCN) and sur- THR co-ordinates THR elevation and RWY NR RWY (m) face of RWY and SWY RWY end co-ordinates highest elevation of TDZ THR GUND of precision APCH RWY 1 2 3 4 5 6 ← 04 041.25° 2014 x 45 79/F/C/W/T 52°18'01.34"N -13.0 ft ASPH 1) 2) 004°47'00.54"E INFO not AVBL INFO not AVBL 142 ft ← 22 221.27° 2014 x 45 79/F/C/W/T 52°18'50.49"N -13.8 ft ASPH 1) 2) 004°48'10.89"E INFO not AVBL INFO not AVBL 142 ft ← 06 057.92° 3500 x 45 90/F/C/W/T 52°17'20.87"N -10.9 ft ASPH 1) 3) 004°44'14.25"E INFO not AVBL INFO not AVBL 142 ft ← 24 237.95° 3500 x 45 90/F/C/W/T 52°18'16.49"N -11.6 ft ASPH 1) 3) 004°46'39.06"E INFO not AVBL INFO not AVBL 142 ft ← 09 086.78° 3453 x 45 90/F/C/W/T 52°19'00.08"N -12.0 ft ASPH 1) 3) 4) 004°44'51.58"E INFO not AVBL INFO not AVBL 142 ft

AIRAC AMDT 02/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-5

~~~eaip-amdt~~~AMDT-2012-0209 FEB 12

Designations True BRG Dimensions of Strength (PCN) and sur- THR co-ordinates THR elevation and RWY NR RWY (m) face of RWY and SWY RWY end co-ordinates highest elevation of TDZ THR GUND of precision APCH RWY 1 2 3 4 5 6 ← 27 266.82° 3453 x 45 90/F/C/W/T 52°19'06.15"N -12.1 ft ASPH 1) 3) 4) 004°47'48.81"E INFO not AVBL INFO not AVBL 142 ft ← 18C 183.22° 3300 x 45 90/F/C/W/T 52°19'53.03"N -12.0 ft ASPH 1) 3) 004°44'24.11"E INFO not AVBL INFO not AVBL 142 ft ← 36C 003.22° 3300 x 45 90/F/C/W/T 52°18'20.99"N -12.0 ft ASPH 1) 3) 004°44'15.66"E INFO not AVBL INFO not AVBL 142 ft ← 18L 183.25° 3400 x 45 90/F/C/W/T 52°18'58.14"N -12.0 ft ASPH 1) 3) 004°46'46.89"E INFO not AVBL INFO not AVBL 142 ft ← 36R 003.25° 3400 x 45 90/F/C/W/T 52°17'26.97"N -11.1 ft ASPH 1) 3) 004°46'38.45"E INFO not AVBL INFO not AVBL 142 ft ← 18R 183.20° 3800 x 60 90/F/C/W/T 52°21'36.93"N -13.0 ft ASPH 1) 2) 004°42'42.21"E INFO not AVBL INFO not AVBL 142 ft ← 36L 003.20° 3800 x 60 90/F/C/W/T 52°19'42.89"N -11.9 ft ASPH 1) 2) 004°42'31.81"E INFO not AVBL INFO not AVBL 142 ft

Designations Slope of RWY- SWY dimensions CWY dimensions (m) Strip dimensions (m) OFZ RWY NR SWY (m) 1 7 8 9 10 11 04 Not AVBL Not AVBL Not AVBL 2134 x 300 NA 22 Not AVBL Not AVBL Not AVBL 2134 x 300 AVBL 06 Not AVBL Not AVBL Not AVBL 3620 x 300 AVBL 24 Not AVBL Not AVBL Not AVBL 3620 x 300 NA 09 Not AVBL Not AVBL Not AVBL 3573 x 300 NA 27 Not AVBL Not AVBL Not AVBL 3573 x 300 AVBL 18C Not AVBL Not AVBL Not AVBL 3420 x 300 AVBL 36C Not AVBL Not AVBL Not AVBL 3420 x 300 AVBL 18L Not AVBL Not AVBL Not AVBL 3520 x 300 NA 36R Not AVBL Not AVBL Not AVBL 3520 x 300 AVBL 18R Not AVBL Not AVBL Not AVBL 3920 x 300 AVBL 36L Not AVBL Not AVBL Not AVBL 3920 x 300 NA

Remarks 12 1) Regarding RWY strength, an unlimited use will be permitted for aircraft with an AUW <= 5700 kg. 2) RWY shoulders of 7.5 m width on both sides (strength restricted). 3) RWY shoulders of 15 m width on both sides (strength restricted). 4) Weight restricted MAX 450 000 kg due to tunnel.

EHAM AD 2.13 DECLARED DISTANCES

RWY Designator TORA (m) TODA (m) ASDA (m) LDA (m) Remarks 1 2 3 4 5 6 04 2014 2074 2014 2014 NIL 22 2014 2074 2014 2014 NIL 06 3500 3600 3600 3250 1) 1) DTHR 250 m. 24 3500 3560 3500 3500 NIL 09 3434 3494 3434 3363 1) 1) DTHR 90 m. 27 3453 3453 3453 3453 NIL

09 FEB 12~~~eaip-amdt~~~AMDT-2012-02

RWY Designator TORA (m) TODA (m) ASDA (m) LDA (m) Remarks 1 2 3 4 5 6 18C 3300 3360 3300 3300 NIL 36C 3300 3360 3300 2850 1) 1) DTHR 450 m. 18L 3400 3460 3400 2825 1) 2) 1) DTHR 575 m. 2) Not AVBL for landing, except in case of an emergency. 36R NU NU NU 2825 1) 1) The section of 575 m beyond the displaced RWY-end shall not be used. 18R NU NU NU 3530 1) 1) DTHR 270 m. 36L 3800 3860 3800 3800 1) 1) Not AVBL for landing, except in case of an emergency.

INTERSECTION TAKE-OFF RWY Designator TWY (m) TORA (m) TODA (m) ASDA (m) Remarks 06 S1 2600 2700 2700 For determination of the datum 24 S7 3450 3510 3450 line for intersection take-off, see EHAM AD 2.23 paragraph 4. S6 3250 3310 3250 S5 3250 3310 3250 S4 2600 2660 2600 S3 1950 2010 1950 09 N4 2400 2460 2400 N3 1850 1910 1850 18C W2 3050 3110 3050 W3 2650 2710 2650 W4 2350 2410 2350 W5 2050 2110 2050 36C W12 2985 3045 2985 W9 2985 3045 2985 W8 2650 2710 2650 W7 2100 2160 2100 18L E5 2800 2860 2800 E4 2550 2610 2550 E2 2100 2160 2100 36L V3 3255 3315 3255 V2 2755 2815 2755 V1 2155 2215 2155

EHAM AD 2.14 APPROACH AND RUNWAY LIGHTING

AIRAC AMDT 02/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-7

~~~eaip-amdt~~~AMDT-2012-0209 FEB 12

RWY Des- APCH THR LGT VASIS TDZ LGT RWY centre line RWY edge LGT RWY end LGT SWY LGT ignator LGT colour, (MEHT) length LGT length, colour, length, type, WBAR PAPI length, spacing, WBAR colour length, spacing, colour, INTST colour, INTST INTST 1 2 3 4 5 6 7 8 9 ← 09 NIL G NIL NIL 3453 m 3453 m R NIL - 15 m 30 m - 1) 2) LIH LIH ← 27 CAT III G PAPI 900 m 3453 m 3453 m R NIL 900 m - left/3° 15 m 30 m - LIH (67 ft) 1) 3) LIH LIH ← 18C CAT III G PAPI 900 m 3300 m 3300 m R NIL 900 m - left/3° 15 m 30 m - LIH (70 ft) 1) 3) LIH LIH ← 36C CAT III G PAPI 900 m 3300 m 3300 m R NIL 900 m - left/3° 15 m 30 m - LIH (70 ft) 1) 2) LIH LIH ← 18L NIL G NIL NIL 3400 m 3400 m R NIL - 15 m 30 m - 1) 2) LIH LIH ← 36R CAT III G PAPI 900 m 2825 m 2825 m R NIL 900 m - left/3° 15 m 30 m - LIH (70 ft) 1)4) 3)4) LIH LIH ← 18R CAT III G PAPI 900 m 3800 m 3800 m R NIL 900 m - left/3° 15 m 60 m - LIH (70 ft) 1) 2) LIH LIH ← 36L NIL G NIL NIL 3800 m 3800 m R NIL - 15 m 60 m - 1) 3) LIH LIH

Remarks 10 1) RCLL: white from THR to 900 m before RWY-end; white/red from 900 m before RWY-end to 300 m before RWY-end; red from 300 m before RWY-end to RWY-end.

2) REDL: red from beginning of RWY to DTHR; white from DTHR to 600 m before RWY-end; yellow from 600 m before RWY-end to RWY-end.

3) REDL: white from THR to 600 m before RWY-end; yellow from 600 m before RWY-end to RWY-end.

4) RWY 36R: no lights beyond displaced RWY-end.

EHAM AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1 ABN/IBN location, characteristics and hours of NIL operation 2 LDI location and LGT LDI: NIL. Anemometer location and LGT Anemometer: see GEN 3.5 paragraph 3. 3 TWY edge and centre line lighting Edge: all taxiways blue edge lights (on long straight parts these lights will be gradually replaced by blue retroreflective edge markers). West of RWY 18C/36C only exits RWY 18R/36L and fly-overs are equipped with edge lights. Centre line: green centre line lights on rapid exit taxiways and taxiways, except at Schiphol-East.

09 FEB 12~~~eaip-amdt~~~AMDT-2012-02

4 Secondary power supply Emergency light AVBL. Switch-over time Information not AVBL. 5 Remarks NIL

EHAM AD 2.16 HELICOPTER LANDING AREA

← 1 Co-ordinates TLOF or THR of FATO 52°18'43"N 004°48'00"E / Schiphol-East, at intersection RWY 04/22 and Geoid undulation TWY G2. 142 ft. 2 TLOF and/or FATO elevation m/ft Information not AVBL. 3 TLOF and FATO area dimensions, surface, Rectangular 36 x 20 m. strength, marking 4 True BRG of FATO 164°-244° and 344°-104° GEO. 5 Declared distance available Information not AVBL. 6 APCH and FATO lighting Helispot: amber omni-directional lights, intervals 6 m. 7 Remarks The helispot is not provided with day markings.

EHAM AD 2.17 ATS AIRSPACE

1 Designation and lateral limits • SCHIPHOL CTR 1: 52°24'54.39"N 004°38'05.45"E; 52°28'21.18"N 004°38'24.39"E; 52°28'01.08"N 004°48'12.13"E; 52°26'21.48"N 004°48'03.00"E; along clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to point of origin. • SCHIPHOL CTR 2: 52°34'03.30"N 004°36'30.80"E; 52°34'03.51"N 004°48'45.45"E; 52°28'01.08"N 004°48'12.13"E; 52°28'21.18"N 004°38'24.39"E; 52°24'54.39"N 004°38'05.45"E; along anti-clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to 52°18'55.05"N 004°32'50.08"E; 52°25'50.49"N 004°33'28.09"E; 52°29'05.83"N 004°34'39.04"E; to point of origin. • SCHIPHOL CTR 3: 52°16'01.34"N 004°33'27.36"E; along anti-clockwise arc (radius 8 NM, centre 52°18'29.00"N 004°45'51.00"E) to 52°10'46.46"N 004°49'15.93"E; 52°04'02.84"N 004°48'38.87"E; along parallel to 52°04'02.84"N 004°33'27.36"E; to point of origin.

2 Vertical limits • SCHIPHOL CTR 1: GND to 3000 ft AMSL. • SCHIPHOL CTR 2: 1200 ft AMSL to 3000 ft AMSL. • SCHIPHOL CTR 3: 1200 ft AMSL to 3000 ft AMSL.

3 Airspace classification C 4 ATS unit call sign Schiphol Tower Language(s) English 5 Transition altitude IFR: 3000 ft AMSL; VFR: 3500 ft AMSL. 6 Remarks Restricted to ACFT capable of maintaining two-way radio communication with Schiphol TWR, unless prior permission from Aerodrome Control has been obtained. Such permission will only be given in extraordinary cases.

AIRAC AMDT 02/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-9

~~~eaip-amdt~~~AMDT-2012-1020 SEP 12

EHAM AD 2.18 ATS COMMUNICATION FACILITIES

Service designation Call sign Channel/ Hours of operation Remarks Frequency (MHz) 1 2 3 4 5 ACC: Arrivals via hold- Amsterdam Radar 120.550 H24 RSR. At ATC discretion. ing ARTIP ACC: Arrivals via hold- 134.375 ing NARSO ACC: Arrivals via hold- 130.950 ing RIVER ACC: Arrivals via hold- 118.800 ing SUGOL APP Schiphol Approach/ Depar- 119.050 H24 TAR. At ATC discretion. ture 118.075 HO Intermediate approach. 369.300 HO 121.200 H24 TAR. At ATC discretion. Intermediate approach. Departures. Schiphol Arrival 118.400 H24 TAR. At ATC discretion. 131.150 H24 Intermediate and final approach main RWY. Schiphol Approach 126.675 HO At ATC discretion. TWR Schiphol Tower 119.225 H24 Primary. SMR. VDF. 118.100 H24 NIL 118.275 H24 NIL 118.950 HO At ATC discretion. 119.900 HO At ATC discretion. 362.300 HO At ATC discretion. Schiphol Delivery 121.975 H24 Clearance delivery (Start- up control VFR only). Schiphol Start-up 121.650 H24 Start-up control. Schiphol Ground 121.700 H24 Ground control (see EHAM 121.800 H24 AD 2.20, EHAM AD 2.22 and AD 2.EHAM-GMC). 121.900 H24 122.425 HO At ATC discretion. ALTN for Ground, Start-up, Delivery. ATC Operational Informa- 131.350 H24 Broadcast of information tion Schiphol about expected RWY combinations related to SIDs, during peak HR. ATIS Schiphol Arrival Information 132.975 H24 ATIS service also AVBL by ACARS for ACFT equipped with ACARS-MU (AEEC 622 and 623 compliant). 108.400 H24 Schiphol VOR (SPL). Schiphol Departure Inform- 122.200 H24 ATIS service also AVBL by ation ACARS for ACFT equipped with ACARS-MU (AEEC 622 and 623 compliant). ← - As appropriate. 121.500 H24 Emergency. 243.000 H24

EHAM AD 2.19 RADIO NAVIGATION AND LANDING AIDS

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Type of aid, ID Frequency Hours of Position of transmit- Elevation of DME Remarks MAG VAR, operation ting antenna co-ordin- transmitting an- Type of supported ates tenna OPS (VOR/ILS/MLS: declination) 1 2 3 4 5 6 7 VOR/DME HDR 115.550 MHz H24 52°54'24.68"N 0 ft Designated operational cover- (0°E/2010) CH102Y 004°45'56.60"E age: 120 NM/FL 250; 90 NM/FL 250 BTN 015°- 150° MAG. DVOR/DME PAM 117.800 MHz H24 52°20'05.14"N 0 ft Designated operational cover- (0°E/2010) CH125X 005°05'31.78"E 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. DVOR/DME RTM 110.400 MHz H24 51°58'25.31"N 0 ft Designated operational cover- (0°E/2010) CH41X 004°28'51.49"E age: BTN 030°-240° MAG 50 NM/FL 250; BTN 240°- 030° MAG 100 NM/FL 250. DVOR/DME SPL 108.400 MHz H24 52°19'55.72"N 0 ft Designated operational cover- (0°E/2010) CH21X 004°44'59.58"E age: 60 NM/FL 250. DVOR/DME SPY 113.300 MHz H24 52°32'25.01"N 0 ft Designated operational cover- (0°E/2010) CH80X 004°51'13.61"E age: BTN 015°-135° MAG 100 NM/FL 500; BTN 135°- 240° MAG 120 NM/FL 500; BTN 240°-015° MAG 150 NM/FL 500. L 06 CH 388.5 kHz H24 52°13'14.22"N NA 14442 m from THR RWY 06. 004°33'27.36"E Designated operational range: 15 NM. LOC 06 KAG 110.550 MHz H24 52°18'25.71"N NA 529 m from THR RWY 24. ILS CAT III/E/4 004°47'03.10"E Not to be used outside 30° west (0°E/2010) of RCL 06. DME 06 KAG CH42Y H24 52°17'21.94"N 0 ft DME reading at THR RWY 06: 004°44'32.90"E 0 NM. GP 06 - 329.450 MHz H24 52°17'23.03"N NA 324 m past THR RWY 06. 004°44'31.80"E ← L 18C OA 395 kHz H24 52°28'12.87"N NA 15473 m from THR RWY 18C. 004°45'11.78"E Designated operational range: 15 NM. LOC 18C ZWA 109.500 MHz H24 52°18'00.50"N NA 634 m from displaced THR ILS CAT III/E/4 004°44'13.78"E RWY 36C. (0°E/2010) DME 18C ZWA CH32X H24 52°19'42.84"N 0 ft NIL 004°44'14.76"E GP 18C - 332.600 MHz H24 52°19'42.71"N NA 295 m past THR RWY 18C. 004°44'16.82"E LOC 18R VPB 110.100 MHz H24 52°19'33.22"N NA 299 m from THR RWY 36L. ILS CAT III/E/4 004°42'30.93"E (0°E/2010) DME 18R VPB CH38X H24 52°21'26.25"N 0 ft DME reading at THR RWY 18R: 004°42'50.10"E 0 NM. GP 18R - 334.400 MHz H24 52°21'26.39"N NA 320 m past THR RWY 18R. 004°42'47.58"E LOC 22 SCH 109.150 MHz H24 52°17'55.50"N NA NIL ILS CAT I/C/1 004°46'52.19"E (0°E/2010) DME 22 SCH CH28Y H24 52°18'47.92"N INFO not AVBL NIL 004°47'55.17"E GP 22 - 331.250 MHz H24 52°18'46.73"N NA NIL 004°47'57.08"E L 27 WP 376 kHz H24 52°19'34.24"N NA 16119 m from THR RWY 27. 005°01'58.69"E Designated operational range: 15 NM. LOC 27 BVB 111.550 MHz H24 52°18'59.67"N NA NIL ILS CAT III/E/4 004°44'39.71"E (0°E/2010) DME 27 BVB CH52Y H24 52°19'11.06"N 0 ft NIL 004°47'31.17"E

AIRAC AMDT 10/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-11

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Type of aid, ID Frequency Hours of Position of transmit- Elevation of DME Remarks MAG VAR, operation ting antenna co-ordin- transmitting an- Type of supported ates tenna OPS (VOR/ILS/MLS: declination) 1 2 3 4 5 6 7 GP 27 - 332.750 MHz H24 52°19'09.44"N NA 290 m past THR RWY 27. 004°47'31.23"E LOC 36C MSA 108.750 MHz H24 52°20'02.33"N NA 288 m from THR RWY 18C. ILS CAT III/E/4 004°44'24.97"E (0°E/2010) DME 36C MSA CH24Y H24 52°18'31.74"N INFO not AVBL DME reading at THR RWY 36C: 004°44'08.24"E 0 NM. GP 36C - 330.350 MHz H24 52°18'31.71"N NA NIL 004°44'10.30"E L 36R NV 332 kHz H24 52°09'05.02"N NA 15537 m from THR RWY 36R. 004°45'53.40"E Designated operational range: 15 NM. LOC 36R ABA 111.950 MHz H24 52°19'24.61"N NA 259 m from THR RWY 18L. ILS CAT III/E/4 004°46'49.34"E (0°E/2010) DME 36R ABA CH56Y H24 52°17'37.44"N 0 ft NIL 004°46'30.09"E ← GP 36R - 330.950 MHz H24 52°17'37.41"N NA 299 m past THR RWY 36R. 004°46'33.08"E

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)

AIRAC AMDT 04/11 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-13

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Tel: +31 (0)20 405 9730 Fax: +31 (0)20 405 9731 SITA: SPLACXH Email: [email protected] Outside office hours and at public holidays (only for general aviation): Duty Manager Amsterdam Airport Schiphol (AAS) Tel: +31 (0)20 601 2116 Fax: +31 (0)20 601 3441 Email: [email protected]

1.2.4 Slot abuse Due to environmental constraints Amsterdam Airport Schiphol has a limited number of slots during the night period. Airlines are not allowed to operate between 2200-0600 (2100-0500) without a slot applicable to this period. In case of continued violations the airport authorities will be forced to take legal measures.

2 GROUND CONTROL AT SCHIPHOL AIRPORT

2.1 General Schiphol Airport is equipped with a mode S surface movement system. Aircraft operators should ensure that the mode S transponders are able to operate when the aircraft is on the ground according to ICAO specifications (Annex 10, volume IV, 3.1.2.8.5.3 and 3.1.2.10.3.10). The aircraft identification should be entered before the transponder is activated. Pilots must use the ICAO defined format for entry of the aircraft identification. For details about this format see ENR 1.6, section 2.1.1 Normal procedures or ENR 1.10, section 3.2.1 ITEM 7: aircraft identification (maximum 7 characters). Pilots shall select the assigned mode A (squawk) code and activate the mode S transponder:

• from request of push-back or taxi whichever is earlier; • after landing, continuously until the aircraft is fully parked on stand. The transponder shall be deactivated immediately after parking. Activation of the mode S transponder means selecting AUTO mode, ON, XPNDR, or the equivalent according to specific installation. Selection of the STAND-BY mode will NOT activate the mode S transponder. Depending on the hardware configuration, selecting ON could overrule the required suppression of SSR replies and mode S all-call replies when the transponder is on the ground. To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised; TCAS should not be selected before receiving the clearance to line up. For arriving aircraft, TCAS should be deselected as soon as possible after vacating the runway. Aircraft shall comply with the compulsory taxi routings to and from the stands as depicted on AD 2.EHAM-GMC. Deviations from the taxi routings will be given timely to the pilot by Schiphol Ground. In order to prevent dazzling the marshaller or the push-back crew, pilots are requested when reaching or leaving the parking position on the apron, to switch off their landing lights and, when equipped with both a conventional red anti-collision light and a sequenced white strobe light system, to switch off the latter system as well.

3 VISUAL DOCKING GUIDANCE SYSTEMS

3.1 SAFEGATE

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

3.1.1.1 Display indications

1. Vertical green illuminated bar and a yellow aircraft symbol for taxi line deviation information. 2. Display information (see paragraph 3.1.5). 3. One pair of green lights indicating 'the system is ready for use'. 4. One pair of green lights indicating the 'stop'-bar. 5. Nine pair of green closing-rate information lights. 6. Three pair of yellow closing-rate information lights. 7. Two pair of red stop information lights. 8. The 'STOP' sign.

3.1.2 Activated system The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot of an arriving aircraft has to be sure that the system is activated. If not, pilots should not enter the aircraft stand and stop before the red boundary line, until the system is activated or a marshaller has signalled clearance to proceed. Do not use the system until:

• the bottom pair of green lights are blinking (see paragraph 3.1.1.1 item 3). • the aircraft type is shown (blinking) on the upper information block (see paragraph 3.1.1.1 item 2). • the stop bar lights are shown (see paragraph 3.1.1.1 item 4).

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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: OK ! parking is correct. CHOCK/ON chocks are in place. TOO/FAR the stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary. STOP/SHORT the system is operated by an operator; no closing-rate information available, the stop sign is given manually. Taxi very carefully. SBU 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. WAIT the type of aircraft during the closing-in is changed. When the correct type is displayed the parking can be continued. ERR 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.

3.2 SAFE DOCK

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

3.2.1.1 Display indications

1. Vertical green bar indicating the centre line. 2. Red arrow(s) pointing towards the centre line bar indicating the deviation from the centre line. When on centre line, two red triangles will appear. 3. Display information (see paragraph 3.2.5). 4. One pair of blinking green lights indicating 'the system is ready for use'. 5. Green or yellow closing rate information lights.

3.2.2 Activated system The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot of an arriving aircraft has to be sure that the system is activated. If not, pilots should not enter the aircraft stand and stop before the red boundary line, until the system is activated or a marshaller has signalled clearance to proceed. Do not use the system until:

• the green pair of lights at the bottom of the display are blinking (see paragraph 3.2.1.1 item 4 ). • the aircraft type is shown (blinking) on the information area on top of the display (see paragraph 3.2.1.1 item 3). The pilot should be aware that the correct type of aircraft is shown before using the system.

AIRAC AMDT 04/11 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-15 07 APR 11

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: B737 (for example) the expected type of aircraft is shown. OK parking is correct. HOLD BRAKES hold brakes until 'CHOCK/ON' appears. CHOCK/ON chocks are in place. TOO/FAR the stop point has been overshot by more than one metre: ask groundcrew if push-back is necessary. STOP the aircraft has reached the stopping point or the docking procedure is not carried out correctly. WAIT 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. TEST/WAIT when the system is activated the lasersystem carries out a self-test before the type of aircraft appears on the display. ERR 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. DOWN GRAD during low visibility, the system scans aircraft from 60 m instead of 90 m.

3.3 AGNIS/PAPA

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

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3.3.2 Activated system The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. Pilots should not enter the aircraft stand and stop before the red boundary line, until the system is activated or a marshaller has signalled clearance to proceed.

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

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

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

4 TRAINING AND TEST FLIGHT REGULATIONS

4.1 General Training and test flights within the Schiphol control zone are allowed to be performed in the period from Monday up to and including Friday, daily between 0600-2100 (0500-2000). It is not allowed to perform training and test flights outside this period. Neither is it allowed to perform training and test flights on public holidays (see GEN 2.1). All training and test flights must be co-ordinated 24 HR in advance with: Post: Air Traffic Control the Netherlands Operationele Helpdesk P.O. Box 75200 1117 ZT Luchthaven Schiphol Tel: + 31 (0)20 406 2201 (OPR HR: 0600-1600 (0500-1500)) Fax: + 31 (0)20 406 3672 Email: [email protected] URL: http://www.lvnl-ohd.nl These flights also must have obtained, in advance, the explicit permission of the Operations Duty Manager Airside of Amsterdam Airport Schiphol tel: + 31 (0)20 601 2115.

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

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

5 APU USE The use of APU and ground power units (GPU) is strictly controlled at aircraft stands B13/15/17/23/27/31/35, B16/20/24/28/32/36, all F, G and H aircraft stands 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:

AIRAC AMDT 01/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-17

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Apron Location Positions P-holding between TWY A12 and A13 P1, P2 and P3 Along TWY Z west of holding RWY 36C P4 and P5 On TWY VS east of holding RWY 36L P6 and P7

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: Apron Location Positions Restrictions P-holding between TWY A12 and A13 P1 and P3 MAX wingspan 68.5 m J-apron between TWY A20 and A24 P10 MAX wingspan 68.5 m P12 MAX wingspan 65 m P14 and P16 MAX wingspan 80 m

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

← 9.1 General At the K-apron Aviapartner, JetSupport and KLM Jet Center handle aircraft and allocate aircraft stands (see AD 2.EHAM-APDC.2). The K-apron is not controlled by ATC and is open H24. For operating hours Aviapartner, JetSupport and KLM Jet Center: see EHAM AD 2.3. ←

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9.2 Entering the K-apron On vacating RWY 04/22, contact Schiphol Ground for the K-apron entry and terminal that must be used. On approaching the K-apron, contact Schiphol Amsterdam General Aviation to obtain the aircraft stand. Aircraft taxiing to aircraft stands 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.

← 9.3 Leaving the K-apron Aircraft parked at aircraft stands:

• K11 - K16 shall taxi straight out to TWY G; 1) • K20 - K27 shall leave the K-apron via apron exit GD ; • 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.

← ←←←←←←

AIRAC AMDT 07/11 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-19

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EHAM AD 2.21 NOISE ABATEMENT PROCEDURES

1 GENERAL The following departure and arrival procedures have proved to be highly efficient in respect of noise abatement in the vicinity of Schiphol Airport. Except for safety reasons or otherwise instructed by ATC, aircraft shall adhere to these procedures.

2 DEPARTURES (JET AIRCRAFT ONLY)

2.1 Take-off and climb procedure 1. To 1500 ft AMSL: a. Take-off power. b. Speed: V2 + 10 to 20 KT (or as limited by body angle). c. Appropriate flap setting. 2. 1500 ft to 3000 ft AMSL: a. Climb power. b. Speed: V2 + 10 to 20 KT. c. Maintain previous flap setting. 3. After passing 3000 ft AMSL: a. Retract flaps on schedule. b. En route climb. 4. 3000 ft AMSL to FL 100: MAX 250 KT IAS. Note: operators / aircraft types, not able to comply with the mentioned take-off procedure, are requested to inform the airport authority by sending copies of the take-off procedure in use to: ← Post: Amsterdam Airport Schiphol Dep. of Capacity Management P.O. Box 7501 1118 ZG Schiphol Airport Fax: +31 (0)20 601 3567

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

3 ARRIVALS (ALL AIRCRAFT) For RWY 06 and RWY 18R RNAV low-noise procedures, continuous descent approach (CDA), for jet aircraft will be used between 2200-0530 (2100-0430), otherwise aircraft will be radar vectored towards interception of final leg at 3000 ft AMSL. Executing a CDA implies that after NIRSI, NARIX or SOKSI a continuously descending flight path without level segments is to be flown in a low power and low drag configuration. A flight path is considered continuously descending when there is no level segment. A segment is considered level if the altitude loss is less than 50 ft over a distance of 2.5 NM. For procedures and exemptions see EHAM AD 2.22 paragraph 2.6.1.

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

3.2 ILS available 1. Intercept the ILS using a minimum flap setting with landing gear retracted. 2. Select gear down after passing 2000 ft AMSL. 3. Postpone the selection of the minimum certified landing flap setting until passing 1200 ft AMSL.

3.3 Non precision approach 1. Intercept final leg. 2. Follow a descent path using a minimum flap setting with landing gear retracted which will NOT be lower than 5.2% (3 degrees). 3. Select gear down after passing 2000 ft AMSL. 4. Postpone the selection of the minimum certified landing flap setting until passing 1200 ft AMSL.

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

4 USE OF RUNWAYS

4.1 General The most frequently used runways are: a. As landing runway: 06, 18R, 36R, 18C, 36C, 27. b. As departure runway: 36L, 24, 36C, 18L, 18C, 09.

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In unusual circumstances, such as extreme wind conditions, runways not available and during peak hours other choices may be used. Outside peak hours and during the night period a combination of 1 departure runway and 1 landing runway will be assigned. During outbound peak hours a combination of 2 departure runways and 1 landing runway may be in use. During inbound peak hours a combination of 1 departure runway and 2 landing runways may be in use. Assignment of runways in use is based on the preferential runway system, as prescribed in paragraph 4.3. For VFR traffic normally the RWY 04/22 will be assigned. Note: propeller driven aircraft may be assigned a different departure and landing runway. Note: the attention of pilots on final of RWY 04 or 22 is drawn to the size and texture of the parallel taxiway which, under certain weather conditions, is more conspicuous than the runway.

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

4.3 Preferential runway system

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

• traffic safety prevails at all times. • departure and landing will normally take place on separate runways. • preferably a runway equipped with ILS will be selected for landing. • the preferential sequence for selecting runways in use depends on the combination of noise influences and traffic handling. • the wind and visibility criteria mentioned in paragraph 4.3.3 are directives for the selection of the runway combination(s) from the preferential sequence. These directives are in accordance with the guidance material laid down in Annex 16-ICAO (Aircraft noise). • deviations from an assigned runway in order to obtain a shorter taxi route, departure or approach pattern are not permitted. Due to noise abatement considerations, the use of a non-preferential runway for take-off and for landing is not permitted unless specifically requested for safety reasons by the pilot. However, if a pilot decides that a different landing runway should be used for safety reasons, ATC will assign that runway (air traffic and other conditions permitting). Deviations from the preferential sequence for selecting runways in use can be made by ATC:

• when approach facilities on the selected runway are not suitable for operations in the prevailing weather. • when crosswind components do not meet the given limits for any runway combination. • when braking action on runways is below certain standards. • when heavy showers are observed or wind shear is reported in the vicinity of the airport.

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

4.3.3 Wind criteria In selecting the runway combination to be used from the preferential runway system, ATC the Netherlands shall apply the wind speed criteria as have been stated in the table below. In applying these wind criteria, gusts below 10 KT shall not be taken into account. If the actual wind speed values exceed the wind speed criteria, ATC the Netherlands may apply higher crosswind and/or tailwind values in order to assign a runway combination. Accepting a runway is a pilot's decision. If a pilot, prompted by safety concerns, requests another runway for landing, this request will be granted when possible. In that case, the pilot must submit a written report (the operator is responsible for proper reporting procedures). Weather RVR >= 550 m and cloud base >= 200 ft RVR < 550 m and/or cloud base < 200 ft Wind component Cross Tail Cross Tail BRAKING Good 20 7 15 7 ACTION Medium to good 10 0 10 0 Medium 10 0 10 0 Medium to poor 5 0 5 0 Poor 5 0 5 0 Remarks: 1. Wind speed values are presented in knots. 2. Braking action information is based on the measured friction coefficient (see EHAM AD 2.7). Usually, the braking action at Schiphol Airport is good, even when the runway is wet. The braking action will be less than good only in case of e.g. extreme rainfall or snow.

5 RESTRICTED USE OF THE AIRPORT

5.1 Runway availability 1. RWY 18R is not available for departures and RWY 36L is not available for arrivals. 2. RWY 36R is not available for departures and RWY 18L is not available for arrivals. 3. From 2200-0530 (2100-0430) RWY 04/22 is not available for departures and arrivals. 4. From 2200-0530 (2100-0430) RWY 09/27 is not available for departures and arrivals. 5. From 2200-0530 (2100-0430) RWY 18C is not available for arrivals and RWY 36C is not available for departures. 6. From 2200-0530 (2100-0430) RWY 18L is not available for departures. 7. From 2200-0530 (2100-0430) RWY 24 is not available for arrivals.

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8. From 2200-0530 (2100-0430) RWY 36R is not available for arrivals. Deviations from the restrictions for arrivals on RWY 09/27, 18C, 24 and 36R shall be made if no other runway is available or usable. Deviations from the restrictions shall be made if necessary for rescue or relief (e.g. emergency) operations.

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

6 RESTRICTIONS FOR CHAPTER 2 AND MARGINAL CHAPTER 3 AIRCRAFT

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

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EHAM AD 2.22 FLIGHT PROCEDURES

1 INSTRUMENT DEPARTURE PROCEDURES SCHIPHOL AIRPORT

1.1 Introduction The instrument departure procedures are based on ICAO Annex 2 and on ICAO Documents 4444-ATM/501 (PANS-ATM), 7030 (SUPPS) and 8168-OPS/611 (PANS-OPS). The procedures are developed with a view to make optimum use of the available airspace. It is therefore essential that pilots navigate in compliance with the highest possible accuracy with these in-flight procedures. Executive control of traffic en route and in the Schiphol TMAs is exercised by radar controllers. For 'Operational use of radar' see ENR 1.6.

1.2 Radar procedures Executive control of traffic in the Schiphol TMAs is exercised by radar controllers. During the peak hours outbound traffic will be handled by a TMA-west controller (Schiphol Departure 121.200) and a TMA-east controller (Schiphol Departure 119.050). Outside peak hours one radar controller is responsible for the provision of approach/departure control service in the Schiphol TMA on both channels simultaneously. For 'Operational use of radar' see ENR 1.6.

1.3 Instrument departure procedures

1.3.1 Clearance delivery En route clearance shall be requested to Schiphol Delivery MAX 20 minutes prior to EOBT or 35 minutes prior to CTOT. If runway 36L is used, clearance shall be requested MAX 30 minutes prior to EOBT or 45 minutes prior to CTOT. An en route clearance contains: a. Clearance limit: airport of destination. b. Standard instrument departure (SID) plus designated departure runway. c. SSR-code. d. Additional departure instructions (if applicable). e. CTOT (if applicable). Example of an en route clearance: 'KLM3274 cleared to Paris, LEKKO 1S Departure, runway 24, squawk 2123, CTOT 25'. En route clearance may also be requested by means of a datalink departure clearance (DCL) service. The implementation of the DCL service is based on EUROCAE Document ED-85. The following procedure applies: a. The pilot sends a request for en route clearance downlink (RCD) at the above mentioned times. b. A flight system uplink message (FSM) will be transmitted automatically.

• If the RCD is accepted; a departure clearance uplink message (CLD) will be issued. • If the RCD is rejected; the pilot shall revert to RTF procedures. c. The pilot shall acknowledge the en route clearance by means of a departure clearance readback downlink (CDA) within 5 minutes; otherwise a negative FSM will be issued. d. When the CDA is processed successfully; a positive FSM will be issued to mark the end of the procedure. When using the DCL service pilots shall maintain a listening watch on the channels published for clearance delivery. Prior to departure, both the pilot and the air traffic controller shall verify that the departure route assigned via the DCL service logically refers to the runway used and to the route indicated in the current ATC flight plan. In the event of any doubts or system related difficulties, RTF procedures shall be resumed. An en route clearance issued by RTF always supersedes an en route clearance transmitted via the DCL service. 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. Note: permission for start-up does not include permission for push-back. Push-back shall only be initiated after receiving the push-back clearance from Schiphol Ground (see paragraph 1.3.3). 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).

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• 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.

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 daylight ‘ALL CLEAR’ signal during darkness

After taxi instructions have been obtained, departing aircraft shall take the shortest way to the main taxi route (see AD 2.EHAM-GMC and AD 2.EHAM APDC.1). Pilots may expect instructions to change ground control channel. Pilots shall not change channel without ATC instructions. ATC will consider every aircraft at the holding position as able to commence the line-up and take-off roll immediately after the departure clearance is issued. Pilots not able to comply shall advise Schiphol Ground as early as possible but ultimately before transfer to Schiphol Tower. 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.

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

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

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

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• 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 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 [SPY2KZ] comprising a radius to fix (RF) turn is available. See paragraph 1.5.1.4 for requirements to use the RF coding version. Due to noise abatement aircraft with the appropriate equipment and approval are encouraged to fly the RF procedure. Additional requirement: minimum climb gradient 8.1% to 500 ft AMSL. 7. RWY 18C AMGOD, BETUS and DENAG SID: early autopilot connection might result in turn initiation below 500 ft AMSL. If applicable, continue on track 183° MAG beyond 2.5 SPL / EH080 to prevent turning below 500 ft AMSL. 8. RWY 18L ANDIK, ARNEM and LUNIX SID: early autopilot connection might result in turn initiation below 500 ft AMSL. If applicable, continue on track 183° MAG beyond 3.1 SPL to prevent turning below 500 ft AMSL.

1.5.3 Continuous routings for Amsterdam SIDs with crossing conditions on ATS routes as applicable 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 UM105/UN125 If the requested flight level is above FL 245, cross 10 EEL 082 at or above FL 250. UN873 If the requested flight level is above FL 245, cross 60 DHE 223 at or above FL 250. (U)Z708 Cross KEKIX at or above FL 095; cross AGISU at or above FL 250. (U)Z733 Cross ANDIK at or above FL 095.

ARNEM, ELPAT and NYKER Departures UL620 If the requested flight level is above FL 245, cross SONEB at or above FL 210; cross OLDOD at or above FL 250.

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EDUPO, IVLUT and LUNIX Departures

(U)Z738 • If the requested flight level is between FL 145 and FL 205, cross EDUPO at or above FL 150. • If the requested flight level is between FL 205 and FL 245, cross EDUPO at or above FL 150; cross DEPAD at or above FL 210. • If the requested flight level is above FL 245, cross EDUPO at or above FL 150; cross DEPAD at or above FL 210; cross AMOSU at or above FL 250.

LARAS, LEKKO and WOODY Departures UN872 If the requested flight level is above FL 245, cross WOODY at or above FL 240; cross 5 NIK 025 at or above FL 260.

LOPIK, OGINA and ROVEN Departures UN852 If the requested flight level is above FL 245, cross 72 SPY (50 LNO) at or above FL 250. V33 FL 070 only.

1.5.4 SIDs RWY 04

DESIGNATOR RWY 04 (see chart AD 2.EHAM-SID-04) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 2F Track 041° MAG. At SPL 094 turn right to intercept Minimum climb Passing 2000 ft FL 060 [ANDI2F] / PAM 271 inbound. At 7.0 PAM turn left to track 054° gradient 4.0% to AMSL: - MAG to intercept PAM 015 to ANDIK (25.2 PAM). 1000 ft AMSL. Schiphol DEP 119.050 RNAV: THR 04 / EH019 / EH020 / EH043 / ANDIK

ARNEM 2F Track 041° MAG. At 500 ft AMSL turn right (turn MAX Minimum climb Passing 2000 ft FL 060 [ARNE2F] / 220 KT IAS) to intercept SPL 106 to IVLUT (19.4 SPL). gradient 4.0% to AMSL: - Track 095° MAG to NYKER (17.3 PAM) to intercept 1000 ft AMSL. Schiphol DEP PAM 111 to ARNEM (39.0 PAM). 119.050 RNAV: THR 04 / At 500 ft AMSL turn right / EH060 (MAX 220 KT IAS) / IVLUT / NYKER / ARNEM

BERGI 1F Track 041° MAG. At SPL 094 turn left to intercept Passing 2000 ft FL 060 [BERG1F] / SPY 183 inbound. At 2.0 SPY turn left to intercept AMSL: - SPY 305 to BERGI (22.0 SPY). Schiphol DEP 121.200 RNAV: THR 04 / EH019 / SPY / BERGI

GORLO 2F Track 041° MAG. At SPL 094 turn left (turn MAX 220 KT Passing 2000 ft FL 060 [GORL2F] / IAS) to track 316° MAG. At 7.0 SPL turn left to track 271° AMSL: - MAG. At 11.0 SPY turn left to track 212° MAG to inter- Schiphol DEP cept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG 121.200 to GORLO (72.3 SPY). RNAV: THR 04 / EH059 (MAX 220 KT IAS) / EH094 / EH090 / EH091 / VOLLA / GORLO

LEKKO 1F Track 041° MAG. At 500 ft AMSL turn right (turn MAX Minimum climb Passing 2000 ft FL 060 [LEKO1F] / 220 KT IAS) to track 211° MAG to intercept SPY 181. gradient 4.0% to AMSL: - At 29.0 SPY turn right to intercept PAM 206 to LEKKO 1000 ft AMSL. Schiphol DEP (27.4 PAM). 119.050 RNAV: THR 04 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / EH072 / LEKKO

LOPIK 1F Track 041° MAG. At 500 ft AMSL turn right to track 186° Minimum climb Passing 2000 ft FL 060 [LOPI1F] / MAG. At SPL 135 turn left (turn MAX 220 KT IAS) to in- gradient 4.0% to AMSL: 1, 2 tercept SPL 141. At 16.0 SPL turn right to intercept 1000 ft AMSL. Schiphol DEP SPY 164 to LOPIK (38.0 SPY). 119.050 RNAV: THR 04 / At 500 ft AMSL turn right / EH061 (MAX 220 KT IAS) / OGINA / LOPIK

LUNIX 1F Track 041° MAG. At 500 ft AMSL turn right (turn MAX Minimum climb Passing 2000 ft FL 060 [LUNI1F] / 220 KT IAS) to intercept SPL 106 to IVLUT (19.4 SPL). gradient 4.0% to AMSL: - At 18.5 SPL turn right to track 125° MAG to LUNIX 1000 ft AMSL. Schiphol DEP (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to 119.050 EDUPO (45.5 SPL). RNAV: THR 04 / At 500 ft AMSL turn right / EH060 (MAX 220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO

AIRAC AMDT 10/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-27

~~~eaip-amdt~~~AMDT-2012-0112 JAN 12

1.5.5 SIDs RWY 06

DESIGNATOR RWY 06 (see chart AD 2.EHAM-SID-06) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 2R Track 058° MAG. At SPL 102 turn right to intercept Passing 2000 ft FL 060 [ANDI2R] / PAM 271 inbound. At 7.0 PAM turn left to track 054° AMSL: 3 MAG to intercept PAM 015 to ANDIK (25.2 PAM). Schiphol DEP RNAV: THR 06 / EH014 / EH020 / EH043 / ANDIK 119.050

ARNEM 2R Track 058° MAG. At 500 ft AMSL turn right to intercept Passing 2000 ft FL 060 [ARNE2R] / SPL 106 to IVLUT (19.4 SPL). Track 095° MAG to AMSL: 3 NYKER (17.3 PAM) to intercept PAM 111 to ARNEM Schiphol DEP (39.0 PAM). 119.050 RNAV: THR 06 / EH018 / IVLUT / NYKER / ARNEM

BERGI 2R Track 058° MAG. At SPL 102 turn left (turn MAX 220 KT Passing 2000 ft FL 060 [BERG2R] / IAS) to track 315° MAG to intercept SPL 338. AMSL: - At 20.0 SPL turn left to intercept SPY 305 to BERGI Schiphol DEP (22.0 SPY). 121.200 RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH094 / EH022 / BERGI

GORLO 2R Track 058° MAG. At SPL 102 turn left (turn MAX 220 KT Passing 2000 ft FL 060 [GORL2R] / IAS) to track 315° MAG. At 7.0 SPL turn left to track 271° AMSL: - MAG. At 11.0 SPY turn left to track 212° MAG to inter- Schiphol DEP cept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG 121.200 to GORLO (72.3 SPY). RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH094 / EH090 / EH091 / VOLLA / GORLO

LEKKO 1R Track 058° MAG. At 500 ft AMSL turn right (turn MAX Passing 2000 ft FL 060 [LEKO1R] / 220 KT IAS) to intercept SPY 181. At 29.0 SPY turn right AMSL: 3 to intercept PAM 206 to LEKKO (27.4 PAM). Schiphol DEP RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX 119.050 220 KT IAS) / EH072 / LEKKO

LOPIK 1R Track 058° MAG. At 500 ft AMSL turn right to track 181° Passing 2000 ft FL 060 [LOPI1R] / MAG. At SPL 131 turn left (turn MAX 220 KT IAS) to in- AMSL: 1, 2 tercept SPL 141. At 16.0 SPL turn right to intercept Schiphol DEP SPY 164 to LOPIK (38.0 SPY). 119.050 RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / OGINA / LOPIK

LUNIX 1R Track 058° MAG. At 500 ft AMSL turn right to intercept Passing 2000 ft FL 060 [LUNI1R] / SPL 106 to IVLUT (19.4 SPL). At 18.5 SPL turn right to AMSL: 3 track 125° MAG to LUNIX (32.9 SPL) to RENDI Schiphol DEP (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL). 119.050 RNAV: THR 06 / EH018 / IVLUT / LUNIX / RENDI / EDUPO

1.5.6 Supplementary SIDs RWY 06

DESIGNATOR RWY 06 supplementary (see chart AD 2.EHAM-SID-SUP-06) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 1T Track 058° MAG. At SPL 102 turn left (turn MAX 220 KT Passing 2000 ft FL 060 [ANDI1T] / IAS) to track 318° MAG. At SPY 227 turn right to inter- AMSL: - cept SPY 242 inbound SPY VOR to intercept SPY 052 Schiphol DEP to ANDIK (19.4 SPY). 119.050 RNAV: THR 06 / EH014 (MAX 220 KT IAS) / EH021 / SPY / ANDIK

12 JAN 12~~~eaip-amdt~~~AMDT-2012-01

DESIGNATOR RWY 06 supplementary (see chart AD 2.EHAM-SID-SUP-06) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ARNEM 2T Track 058° MAG. At 500 ft AMSL turn right to track 181° Passing 2000 ft FL 060 [ARNE2T] / MAG. At SPL 131 turn left (turn MAX 220 KT IAS) to in- AMSL: - tercept SPL 141. At 9.0 SPL turn left to track 073° MAG Schiphol DEP (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn 119.050 right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM). RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / EH017 / IVLUT / NYKER / ARNEM

LEKKO 1T Track 058° MAG. At 500 ft AMSL turn right to track 181° Passing 2000 ft FL 060 [LEKO1T] / MAG. At SPL 131 turn left (turn MAX 220 KT IAS) to in- AMSL: - tercept SPL 141. At 10.0 SPL turn right to intercept Schiphol DEP PAM 206 to LEKKO (27.4 PAM). 119.050 RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / EH038 / LEKKO

LUNIX 1T Track 058° MAG. At 500 ft AMSL turn right to track 181° Passing 2000 ft FL 060 [LUNI1T] / MAG. At SPL 131 turn left (turn MAX 220 KT IAS) to in- AMSL: - tercept SPL 141. At 9.0 SPL turn left to track 073° MAG Schiphol DEP (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn 119.050 right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL). RNAV: THR 06 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / EH017 / IVLUT / LUNIX / RENDI / EDUPO

1.5.7 SIDs RWY 09

DESIGNATOR RWY 09 (see chart AD 2.EHAM-SID-09) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 1N Track 087° MAG. At 500 ft AMSL turn left to intercept Minimum climb Passing 2000 ft FL 060 [ANDI1N] / PAM 265 inbound. At 7.5 PAM turn left to track 054° gradient 3.8% to AMSL: - MAG to intercept PAM 015 to ANDIK (25.2 PAM). 1000 ft AMSL. Schiphol DEP RNAV: THR 09 / At 500 ft AMSL turn left / EH052 / 119.050 EH043 / ANDIK

ARNEM 2N Track 087° MAG. At 4.0 SPL turn right to track 113° MAG Minimum climb Passing 2000 ft FL 060 [ARNE2N] / to intercept SPL 106 to IVLUT (19.4 SPL). Track 095° gradient 3.8% to AMSL: - MAG to NYKER (17.3 PAM) to intercept PAM 111 to 1000 ft AMSL. Schiphol DEP ARNEM (39.0 PAM). 119.050 RNAV: THR 09 / EH055 / EH042 / IVLUT / NYKER / ARNEM

BERGI 2N Track 087° MAG. At 500 ft AMSL turn left (turn MAX Cross 7.5 SPL Passing 2000 ft FL 060 [BERG2N] / 220 KT IAS) to track 315° MAG to intercept SPL 338. above 3000 ft AMSL: - At 20.0 SPL turn left to intercept SPY 305 to BERGI AMSL. Schiphol DEP (22.0 SPY). 121.200 RNAV: THR 09 / At 500 ft AMSL turn left / EH053 (MAX 220 KT IAS) / EH094 (A3000+) / EH022 / BERGI

GORLO 2N Track 087° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [GORL2N] / 220 KT IAS) to track 315° MAG. At 7.0 SPL turn left to AMSL: 4 track 271° MAG. At 11.0 SPY turn left to track 212° MAG Schiphol DEP to intercept SPY 242 to VOLLA (29.0 SPY). Track 238° 121.200 MAG to GORLO (72.3 SPY). RNAV: THR 09 / At 500 ft AMSL turn left / EH053 (MAX 220 KT IAS) / EH094 / EH090 / EH091 / VOLLA / GORLO

AIRAC AMDT 01/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-29

~~~eaip-amdt~~~AMDT-2012-1020 SEP 12

DESIGNATOR RWY 09 (see chart AD 2.EHAM-SID-09) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) LEKKO 1N Track 087° MAG. At 500 ft AMSL turn right (turn MAX Minimum climb Passing 2000 ft FL 060 [LEKO1N] / 220 KT IAS) to intercept SPY 181. At 29.0 SPY turn right gradient 3.8% to AMSL: - to intercept PAM 206 to LEKKO (27.4 PAM). 1000 ft AMSL. Schiphol DEP 119.050 RNAV: THR 09 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / EH072 / LEKKO Coding advice B737 according to results of PDT trials: RW09 / FA (RW09) G (087°) +500 / DF (EH036) E 220 / TF (EH072) E / TF (LEKKO) EE

LOPIK 1N Track 087° MAG. At 500 ft AMSL turn right (turn MAX Minimum climb Passing 2000 ft FL 060 [LOPI1N] / 220 KT IAS) to intercept SPL 141. At 16.0 SPL turn right gradient 3.8% to AMSL: 1, 2 to intercept SPY 164 to LOPIK (38.0 SPY). 1000 ft AMSL. Schiphol DEP 119.050 RNAV: THR 09 / At 500 ft AMSL turn right / EH036 (MAX 220 KT IAS) / OGINA / LOPIK Coding advice B737 according to results of PDT trials: RW09 / FA (RW09) G (087°) +500 / DF (EH036) E 220 / TF (OGINA) E / TF (LOPIK) EE

LUNIX 1N Track 087° MAG. At 4.0 SPL turn right to track 113° MAG Minimum climb Passing 2000 ft FL 060 [LUNI1N] / to intercept SPL 106 to IVLUT (19.4 SPL). At 18.5 SPL gradient 3.8% to AMSL: - turn right to track 125° MAG to LUNIX (32.9 SPL) to 1000 ft AMSL. Schiphol DEP RENDI (37.8 SPL). Track 131° MAG to EDUPO 119.050 (45.5 SPL). RNAV: THR 09 / EH055 / EH042 / IVLUT / LUNIX / RENDI / EDUPO

VALKO 3M Track 087° MAG. At 500 ft AMSL turn right (turn MAX Passing 2000 ft FL 060 [VALK3M] / 220 KT IAS) to intercept RTM 034 inbound to intercept AMSL: 4 PAM 240. At 25.0 PAM turn right to track 266° MAG to Schiphol DEP VALKO (48.9 PAM). 121.200 RNAV: THR 09 / At 500 ft AMSL turn right / EH030 (MAX 220 KT IAS) / EH025 / EH040 / VALKO

1.5.8 SIDs RWY 18C

DESIGNATOR RWY 18C (see chart AD 2.EHAM-SID-18C) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ← AMGOD 2X Track 183° MAG. At 2.5 SPL turn right to track 233° MAG Cross ABM L-CH Passing 2000 ft FL 060 [AMGO2X] / to intercept PAM 251. At 19.0 PAM turn right to track above 3000 ft AMSL: 7 329° MAG (QDR CH 329°) to intercept RTM 355 to AMSL. Schiphol DEP BERGI (46.8 RTM). At 45.0 RTM turn left to track 299° 121.200 MAG to AMGOD (50.0 SPY). RNAV: THR 18C / EH080 / EH051 / EH009 (A3000+) / EH028 / BERGI / AMGOD Coding advice B737 according to results of PDT trials: THR 18C / CF (EH080) EY 183° / DF (EH051) E / TF (EH009) E / TF (EH028) E / TF (BERGI) E / TF (AMGOD) EE

← BETUS 3Y Track 183° MAG. At 2.5 SPL turn right to track 284° Passing 2000 ft FL 060 [BETU3Y] / MAG. At SPY 204 turn right (turn MAX 220 KT IAS) to AMSL: 7 intercept SPY 210 inbound SPY VOR to intercept Schiphol DEP SPY 052 to BETUS (14.4 SPY) to ANDIK (19.4 SPY). 121.200 RNAV: THR 18C / EH048 / EH049 (MAX 220 KT IAS) / SPY / BETUS / ANDIK Coding advice B737 according to results of PDT trials: THR 18C / DF (EH080) EY / CF (EH057) E 030° 220 / TF (SPY) V / TF (BETUS) E / TF (ANDIK) EE

20 SEP 12~~~eaip-amdt~~~AMDT-2012-10

DESIGNATOR RWY 18C (see chart AD 2.EHAM-SID-18C) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ← DENAG 2X Track 183° MAG. At 2.5 SPL turn right to track 233° MAG Cross ABM L-CH Passing 2000 ft FL 060 [DENA2X] / to intercept PAM 251 to DENAG (46.9 PAM). above 3000 ft AMSL: 7 AMSL. Schiphol DEP RNAV: THR 18C / EH080 / EH051 / EH009 (A3000+) / DENAG 121.200 Coding advice B737 according to results of PDT trials: THR 18C / CF (EH080) EY 183° / DF (EH051) E / TF (EH009) E / TF (DENAG) EE

EDUPO 1X Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. Passing 2000 ft FL 060 [EDUP1X] / At PAM 225 turn left to track 073° MAG (QDR NV 073°) AMSL: - to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° Schiphol DEP MAG to RENDI (37.8 SPL). Track 131° MAG to EDUPO 119.050 (45.5 SPL). RNAV: THR 18C / EH046 / EH026 / IVLUT / RENDI / EDUPO

ELPAT 2X Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. Passing 2000 ft FL 060 [ELPA2X] / At PAM 225 turn left to track 073° MAG (QDR NV 073°) AMSL: - to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° Schiphol DEP MAG to NYKER (17.3 PAM) to intercept PAM 111 to 119.050 ELPAT (34.0 PAM) to ARNEM (39.0 PAM). RNAV: THR 18C / EH046 / EH026 / IVLUT / NYKER / ELPAT / ARNEM

LARAS 1X Track 183° MAG. At 5.5 SPL turn left to track 162° MAG Passing 2000 ft FL 060 [LARA1X] / (QDM NV 162°) to intercept SPL 179 to LEKKO AMSL: - (24.5 SPL) to intercept NIK 025 inbound to LARAS Schiphol DEP (44.6 NIK). 119.050 RNAV: THR 18C / EH046 / EH074 / LEKKO / LARAS

ROVEN 1X Track 183° MAG. At 5.5 SPL turn left to track 118° MAG Passing 2000 ft FL 060 [ROVE1X] / to intercept SPL 148 to ROVEN (26.0 SPL). AMSL: Schiphol DEP 1, 2 RNAV: THR 18C / EH046 / EH069 / ROVEN 119.050 TORGA 1X Track 183° MAG. At 5.5 SPL turn left to track 118° MAG. Passing 2000 ft FL 060 [TORG1X] / At PAM 231 turn left to intercept PAM 220 inbound PAM AMSL: - VOR to intercept PAM 015 to TORGA (16.4 PAM) to Schiphol DEP ANDIK (25.2 PAM). 119.050 RNAV: THR 18C / EH046 / EH026 / PAM / TORGA / ANDIK

1.5.9 SIDs RWY 18L

DESIGNATOR RWY 18L (see chart AD 2.EHAM-SID-18L) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ← ANDIK 2E Track 183° MAG. At 3.1 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [ANDI2E] / IAS) to track 093° MAG. At PAM 226 turn left to intercept AMSL: 8 PAM 220 inbound PAM VOR to intercept PAM 015 to Schiphol DEP ANDIK (25.2 PAM). 119.050 RNAV: THR 18L / EH037 (MAX 220 KT IAS) / EH024 / PAM / ANDIK Coding advice B737 according to results of PDT trials: RW18L / DF (EH037) E 220 / TF (EH024) E / TF (PAM) V / TF (ANDIK) EE

← ARNEM 3E Track 183° MAG. At 3.1 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [ARNE3E] / IAS) to track 093° MAG to IVLUT (19.4 SPL). Track 095° AMSL: 8 MAG to NYKER (17.3 PAM) to intercept PAM 111 to Schiphol DEP ARNEM (39.0 PAM). 119.050 RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT / NYKER / ARNEM Coding advice B737 according to results of PDT trials: RW18L / DF (EH037) E 220 / TF (IVLUT) E / TF (NYKER) E / TF (ARNEM) EE

AIRAC AMDT 10/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-31

~~~eaip-amdt~~~AMDT-2012-1020 SEP 12

DESIGNATOR RWY 18L (see chart AD 2.EHAM-SID-18L) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) BERGI 2E Track 183° MAG. At 500 ft AMSL turn left to intercept Cross ABM L-CH Passing 2000 ft FL 060 [BERG2E] / SPL 163. At 6.5 SPL turn right (turn MAX 220 KT IAS) above 3000 ft AMSL: - to track 282° MAG (QDM CH 282°). At RTM 017 turn AMSL. Schiphol DEP right to track 329° MAG (QDR CH 329°) to intercept 121.200 RTM 355 to BERGI (46.8 RTM). RNAV: THR 18L / At 500 ft AMSL turn left / EH029 (MAX 220 KT IAS) / EH009 (A3000+) / EH028 / BERGI

LEKKO 2E Track 183° MAG. At 500 ft AMSL turn left to intercept Passing 2000 ft FL 060 [LEKO2E] / SPL 163. At 6.5 SPL turn right to intercept SPY 185 to AMSL: - LEKKO (37.2 SPY). Schiphol DEP 119.050 RNAV: THR 18L / At 500 ft AMSL turn left / EH073 / LEKKO

LOPIK 2E Track 183° MAG. At 500 ft AMSL turn left to intercept Passing 2000 ft FL 060 [LOPI2E] / SPL 163. At 8.0 SPL turn left to track 118° MAG to inter- AMSL: 1, 2 cept SPL 150 to LOPIK (27.9 SPL). Schiphol DEP 119.050 RNAV: THR 18L / At 500 ft AMSL turn left / EH029 / EH050 / LOPIK

← LUNIX 1E Track 183° MAG. At 3.1 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [LUNI1E] / IAS) to track 093° MAG to IVLUT (19.4 SPL). AMSL: 8 At 18.5 SPL turn right to track 125° MAG to LUNIX Schiphol DEP (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to 119.050 EDUPO (45.5 SPL). RNAV: THR 18L / EH037 (MAX 220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO Coding advice B737 according to results of PDT trials: RW18L / DF (EH037) E 220 / TF (IVLUT) E / TF (LUNIX) E / TF (RENDI) E / TF (EDUPO) EE

VALKO 2E Track 183° MAG. At 500 ft AMSL turn left to intercept Cross ABM L-CH Passing 2000 ft FL 060 [VALK2E] / SPL 163. At 6.5 SPL turn right (turn MAX 220 KT IAS) above 3000 ft AMSL: - to track 282° MAG (QDM CH 282°). At RTM 017 turn AMSL. Schiphol DEP left to intercept PAM 251 to VALKO (48.9 PAM). 121.200 RNAV: THR 18L / At 500 ft AMSL turn left / EH029 (MAX 220 KT IAS) / EH009 (A3000+) / VALKO

1.5.10 SIDs RWY 22

DESIGNATOR RWY 22 (see chart AD 2.EHAM-SID-22) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 2G Track 221° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [ANDI2G] / 220 KT IAS) to track 093° MAG. At PAM 221 turn left to AMSL: - intercept PAM 206 inbound PAM VOR to intercept Schiphol DEP PAM 015 to ANDIK (25.2 PAM). 119.050 RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX 220 KT IAS) / EH027 / PAM / ANDIK

ARNEM 3G Track 221° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [ARNE3G] / 220 KT IAS) to track 093° MAG to IVLUT (19.4 SPL). AMSL: - Track 095° MAG to NYKER (17.3 PAM) to intercept Schiphol DEP PAM 111 to ARNEM (39.0 PAM). 119.050 RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX 220 KT IAS) / IVLUT / NYKER / ARNEM

BERGI 1G Track 221° MAG. At 2.8 SPL turn right (turn MAX 220 KT Passing 2000 ft FL 060 [BERG1G] / IAS) to track 284° MAG to intercept RTM 355 to BERGI AMSL: - (46.8 RTM). Schiphol DEP 121.200 RNAV: THR 22 / EH063 (MAX 220 KT IAS) / EH041 / BERGI

DESIGNATOR RWY 22 (see chart AD 2.EHAM-SID-22) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) LEKKO 1G Track 221° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [LEKO1G] / 220 KT IAS) to intercept SPL 163 to intercept SPY 185 AMSL: - to LEKKO (37.2 SPY). Schiphol DEP 119.050 RNAV: THR 22 / At 500 ft AMSL turn left / EH064 (MAX 220 KT IAS) / EH073 / LEKKO

LOPIK 1G Track 221° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [LOPI1G] / 220 KT IAS) to intercept SPL 163. At 8.0 SPL turn left AMSL: 1, 2 to track 118° MAG to intercept SPL 150 to LOPIK Schiphol DEP (27.9 SPL). 119.050 RNAV: THR 22 / At 500 ft AMSL turn left / EH064 (MAX 220 KT IAS) / EH029 / EH050 / LOPIK

LUNIX 1G Track 221° MAG. At 500 ft AMSL turn left (turn MAX Passing 2000 ft FL 060 [LUNI1G] / 220 KT IAS) to track 093° MAG to IVLUT (19.4 SPL). AMSL: - At 18.5 SPL turn right to track 125° MAG to LUNIX Schiphol DEP (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to 119.050 EDUPO (45.5 SPL). RNAV: THR 22 / At 500 ft AMSL turn left / EH023 (MAX 220 KT IAS) / IVLUT / LUNIX / RENDI / EDUPO

VALKO 1G Track 221° MAG to intercept PAM 251 to VALKO Cross ABM L-CH Passing 2000 ft FL 060 [VALK1G] / (48.9 PAM). above 3000 ft AMSL: AMSL. Schiphol DEP - RNAV: THR 22 / EH062 / EH009 (A3000+) / VALKO 121.200

1.5.11 SIDs RWY 24

DESIGNATOR RWY 24 (see chart AD 2.EHAM-SID-24) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ANDIK 1S Track 238° MAG. At 4.2 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [ANDI1S] / IAS) to track 118° MAG. At PAM 231 turn left to intercept AMSL: 5 PAM 220 inbound PAM VOR to intercept PAM 015 to Schiphol DEP ANDIK (25.2 PAM). 119.050 RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) / EH026 / PAM / ANDIK

ARNEM 2S Track 238° MAG. At 4.2 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [ARNE2S] / IAS) to track 118° MAG. At PAM 225 turn left to track AMSL: - 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). Schiphol DEP At 18.5 SPL turn right to track 095° MAG to NYKER 119.050 (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM). RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) / EH026 / IVLUT / NYKER / ARNEM

BERGI 1S Track 238° MAG. At 4.0 SPL turn left to track 224° MAG Cross ABM L-CH Passing 2000 ft FL 060 [BERG1S] / to intercept PAM 251. At 19.0 PAM turn right to track above 3000 ft AMSL: - 329° MAG (QDR CH 329°) to intercept RTM 355 to AMSL. Schiphol DEP BERGI (46.8 RTM). 121.200 RNAV: THR 24 / EH001 / EH051 / EH009 (A3000+) / EH028 / BERGI

LEKKO 1S Track 238° MAG. At 4.2 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [LEKO1S] / IAS) to track 152° MAG (QDM NV 152°) to intercept AMSL: - SPL 179 to LEKKO (24.5 SPL). Schiphol DEP 119.050 RNAV: THR 24 / EH005 / EH039 / LEKKO

LOPIK 1S Track 238° MAG. At 4.2 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [LOPI1S] / IAS) to track 118° MAG to intercept SPL 150 to LOPIK AMSL: 1, 2 (27.9 SPL). Schiphol DEP 119.050 RNAV: THR 24 / EH005 / EH050 / LOPIK

AIRAC AMDT 01/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-33

~~~eaip-amdt~~~AMDT-2012-0112 JAN 12

DESIGNATOR RWY 24 (see chart AD 2.EHAM-SID-24) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) LUNIX 1S Track 238° MAG. At 4.2 SPL turn left (turn MAX 220 KT Passing 2000 ft FL 060 [LUNI1S] / IAS) to track 118° MAG. At PAM 225 turn left to track AMSL: - 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). Schiphol DEP At 18.0 SPL turn right to track 125° MAG to LUNIX 119.050 (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL). RNAV: THR 24 / EH005 / EH008 (MAX 220 KT IAS) / EH026 / IVLUT / LUNIX / RENDI / EDUPO

SPIJKERBOOR 2K Track 238° MAG. At 4.0 SPL turn right to track 285° Passing 2000 ft FL 060 [SPY2K] MAG. At SPY 204 turn right (turn MAX 220 KT IAS) to AMSL: [SPY2KZ]/ intercept SPY 210 inbound SPY VOR to intercept Schiphol DEP 5, 6 SPY 052 to ANDIK (19.4 SPY). 121.200 RNAV [SPY2K]: THR 24 / EH001 / EH049 (MAX 220 KT IAS) / SPY / ANDIK Coding advice B737 according to results of PDT trials: THR 24 / DF (EH001) EY / CF (EH057) E 030° 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

VALKO 1S Track 238° MAG. At 4.0 SPL turn left to track 224° MAG Cross ABM L-CH Passing 2000 ft FL 060 [VALK1S] / to intercept PAM 251 to VALKO (48.9 PAM). above 3000 ft AMSL: - RNAV: THR 24 / EH001 / EH051 / EH009 (A3000+) / AMSL. Schiphol DEP VALKO 121.200

1.5.12 SIDs RWY 27

DESIGNATOR RWY 27 (see chart AD 2.EHAM-SID-27) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ARNEM 2P Track 267° MAG. At 500 ft AMSL turn right to track 289° Passing 2000 ft FL 060 [ARNE2P] / MAG. At 2.5 SPL turn left to intercept SPY 210. AMSL: - At 18.0 SPY turn left (turn MAX 220 KT IAS) to track Schiphol DEP 136° MAG (QDM NV 136°). At SPL 185 turn left to track 119.050 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.5 SPL turn right to track 095° MAG to NYKER (17.3 PAM) to intercept PAM 111 to ARNEM (39.0 PAM). RNAV: THR 27 / At 500 ft AMSL turn right / EH056 / EH032 (MAX 220 KT IAS) / NV / IVLUT / NYKER / ARNEM

BERGI 1P Track 267° MAG. At 500 ft AMSL turn right to intercept Passing 2000 ft FL 060 [BERG1P] / SPL 267 to intercept RTM 355 to BERGI (46.8 RTM). AMSL: - RNAV: THR 27 / At 500 ft AMSL turn right / EH058 / Schiphol DEP EH041 / BERGI 121.200

GORLO 1P Track 267° MAG. At 500 ft AMSL turn right to intercept Passing 2000 ft FL 060 [GORL1P] / SPL 267 to VOLLA (21.9 SPL). Track 238° MAG to AMSL: - GORLO (72.3 SPY). Schiphol DEP RNAV: THR 27 / At 500 ft AMSL turn right / EH058 / 121.200 VOLLA / GORLO

LEKKO 1P Track 267° MAG. At 500 ft AMSL turn right to track 289° Passing 2000 ft FL 060 [LEKO1P] / MAG. At 2.5 SPL turn left to intercept SPY 210. AMSL: - At 18.0 SPY turn left (turn MAX 220 KT IAS) to track Schiphol DEP 136° MAG (QDM NV 136°) to intercept SPL 179 to 119.050 LEKKO (24.5 SPL). RNAV: THR 27 / At 500 ft AMSL turn right / EH056 / EH032 (MAX 220 KT IAS) / EH075 / LEKKO

12 JAN 12~~~eaip-amdt~~~AMDT-2012-01

DESIGNATOR RWY 27 (see chart AD 2.EHAM-SID-27) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) LOPIK 1P Track 267° MAG. At 500 ft AMSL turn right to track 289° Passing 2000 ft FL 060 [LOPI1P] / MAG. At 2.5 SPL turn left to intercept SPY 210. AMSL: 1, 2 At 18.0 SPY turn left (turn MAX 220 KT IAS) to track Schiphol DEP 136° MAG (QDM NV 136°). At L-NV track 134° MAG 119.050 (QDR NV 134°) to LOPIK (38.0 SPY). RNAV: THR 27 / At 500 ft AMSL turn right / EH056 / EH032 (MAX 220 KT IAS) / NV / LOPIK

LUNIX 1P Track 267° MAG. At 500 ft AMSL turn right to track 289° Passing 2000 ft FL 060 [LUNI1P] / MAG. At 2.5 SPL turn left to intercept SPY 210. AMSL: - At 18.0 SPY turn left (turn MAX 220 KT IAS) to track Schiphol DEP 136° MAG (QDM NV 136°). At SPL 185 turn left to track 119.050 073° MAG (QDR NV 073°) to IVLUT (19.4 SPL). At 18.0 SPL turn right to track 125° MAG to LUNIX (32.9 SPL) to RENDI (37.8 SPL). Track 131° MAG to EDUPO (45.5 SPL). RNAV: THR 27 / At 500 ft AMSL turn right / EH056 / EH032 (MAX 220 KT IAS) / NV / IVLUT / LUNIX / RENDI / EDUPO

SPIJKERBOOR 1P Track 267° MAG. At 500 ft AMSL turn right (turn MAX Passing 2000 ft FL 060 [SPY1P] / 220 KT IAS) to intercept SPY 210 inbound SPY VOR to AMSL: - intercept SPY 052 to ANDIK (19.4 SPY). Schiphol DEP RNAV: THR 27 / At 500 ft AMSL turn right / EH057 (MAX 121.200 220 KT IAS) / SPY / ANDIK

1.5.13 SIDs RWY 36C

DESIGNATOR RWY 36C (see chart AD 2.EHAM-SID-36C) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) IVLUT 2W Track 003° MAG. At 500 ft AMSL turn right to track 027° Passing 2000 ft FL 060 [IVLU2W] / MAG. At 2.2 SPL turn right to track 048° MAG. AMSL: - At 4.5 SPL turn right to track 090° MAG to intercept Schiphol DEP PAM 325 inbound PAM VOR to intercept PAM 132 to 119.050 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 003°) / At 500 ft AMSL turn right / EH033 / EH081 / EH082 / PAM / IVLUT / RENDI / EDUPO Coding advice B737 according to results of PDT trials: RW36C CA 003° +500 / DF (EH033) E / TF (EH081) E / TF (EH082) E / TF (PAM) V / TF (IVLUT) E / TF (RENDI) E / TF (EDUPO) EE

NOPSU 1W Track 003° MAG. At 500 ft AMSL turn right to track 027° Passing 2000 ft FL 060 [NOPS1W] / MAG. At 2.2 SPL turn right to track 047° MAG. AMSL: - At 6.0 SPL turn left to intercept SPY 177 inbound SPY Schiphol DEP VOR to intercept SPY 052 to NOPSU (4.5 SPY) to AN- 121.200 DIK (19.4 SPY). RNAV: THR 36C (code CA 003°) / At 500 ft AMSL turn right / EH033 / EH044 / SPY / NOPSU / ANDIK Coding advice B737 according to results of PDT trials: RW36C CA 003° +500 / DF (EH033) E / TF (EH044) E / TF (SPY) V / TF (NOPSU) E / TF (ANDIK) EE

AIRAC AMDT 01/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-35

~~~eaip-amdt~~~AMDT-2012-0112 JAN 12

DESIGNATOR RWY 36C (see chart AD 2.EHAM-SID-36C) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) NYKER 3W Track 003° MAG. At 500 ft AMSL turn right to track 027° Passing 2000 ft FL 060 [NYKE3W] / MAG. At 2.2 SPL turn right to track 048° MAG. AMSL: - At 4.5 SPL turn right to track 090° MAG to intercept Schiphol DEP PAM 325 inbound PAM VOR to intercept PAM 111 to 119.050 NYKER (17.3 PAM) to ARNEM (39.0 PAM). RNAV: THR 36C (code CA 003°) / At 500 ft AMSL turn right / EH033 / EH081 / EH082 / PAM / NYKER / ARNEM Coding advice B737 according to results of PDT trials: RW36C CA 003° +500 / DF (EH033) E / TF (EH081) E / TF (EH082) E / TF (PAM) V / TF (NYKER) E / TF (ARNEM) EE

OGINA 1W Track 003° MAG. At 500 ft AMSL turn right to track 023° Passing 2000 ft FL 060 [OGIN1W] / MAG. At 1.4 SPL turn right to track 103° MAG. AMSL: 1, 2 At SPY 192 turn right (turn MAX 220 KT IAS) to intercept Schiphol DEP SPY 181 to intercept SPL 141 to OGINA (18.0 SPL). 119.050 RNAV: THR 36C (code CA 003°) / At 500 ft AMSL turn right / EH010 / EH070 (MAX 220 KT IAS) / EH036 / OGINA Coding advice B737 according to results of PDT trials: RW36C CA 003° +500 / DF (EH010) E / TF (EH070) E 220 / TF (EH036) E / TF (OGINA) EE

WOODY 1W Track 003° MAG. At 500 ft AMSL turn right to track 023° Passing 2000 ft FL 060 [WODY1W] / MAG. At 1.4 SPL turn right to track 103° MAG. AMSL: - At SPY 192 turn right (turn MAX 220 KT IAS) to intercept Schiphol DEP SPY 181 to intercept PAM 206 to LEKKO (27.4 PAM) 119.050 to WOODY (62.0 PAM). RNAV: THR 36C (code CA 003°) / At 500 ft AMSL turn right / EH010 / EH070 (MAX 220 KT IAS) / EH036 / EH072 / LEKKO / WOODY Coding advice B737 according to results of PDT trials: RW36C CA 003° +500 / DF (EH010) E / TF (EH070) E 220 / TF (EH036) E / TF (EH072) E / TF (LEKKO) E / TF (WOODY) EE

1.5.14 SIDs RWY 36L

DESIGNATOR RWY 36L (see chart AD 2.EHAM-SID-36L) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ARNEM 1V Track 003° MAG. At 4.0 AMS turn right to track 029° Passing 2000 ft FL 060 [ARNE1V] / MAG. At 7.5 AMS turn right to track 085° MAG to inter- AMSL: 3 cept PAM 325 inbound PAM VOR to intercept PAM 111 Schiphol DEP to ARNEM (39.0 PAM). 119.050 RNAV: THR 36L / EH012 / EH087 / EH088 / PAM / ARNEM

BERGI 3V Track 003° MAG. At 5.1 SPL turn left to track 315° MAG Cross 7.5 SPL Passing 2000 ft FL 060 [BERG3V] / to intercept SPL 330 to BERGI (28.8 SPL). above 3000 ft AMSL: 3 RNAV: THR 36L / EH047 / EH094 (A3000+) / EH034 / AMSL. Schiphol DEP BERGI 121.200

GORLO 3V Track 003° MAG. At 5.0 AMS turn left to track 315° MAG. Passing 2000 ft FL 060 [GORL3V] / At 7.1 AMS turn left to track 271° MAG. At 11.0 SPY turn AMSL: 3 left to track 212° MAG to intercept SPY 242 to VOLLA Schiphol DEP (29.0 SPY). Track 238° MAG to GORLO (72.3 SPY). 121.200 RNAV: THR 36L / EH047 / EH094 / EH090 / EH091 / VOLLA / GORLO

LEKKO 2V Track 003° MAG. At 10.0 SPY turn right (turn MAX Passing 2000 ft FL 060 [LEKO2V] / 220 KT IAS) to track 169° MAG to intercept SPY 181 to AMSL: 3 intercept PAM 206 to LEKKO (27.4 PAM). Schiphol DEP RNAV: THR 36L / EH084 (MAX 220 KT IAS) / EH036 / 119.050 EH072 / LEKKO

12 JAN 12~~~eaip-amdt~~~AMDT-2012-01

DESIGNATOR RWY 36L (see chart AD 2.EHAM-SID-36L) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) LOPIK 2V Track 003° MAG. At 10.0 SPY turn right (turn MAX Passing 2000 ft FL 060 [LOPI2V] / 220 KT IAS) to track 169° MAG to intercept SPL 141 to AMSL: 1, 2, 3 intercept SPY 164 to LOPIK (38.0 SPY). Schiphol DEP RNAV: THR 36L / EH084 (MAX 220 KT IAS) / EH036 / 119.050 OGINA / LOPIK

LUNIX 1V Track 003° MAG. At 4.0 AMS turn right to track 029° Passing 2000 ft FL 060 [LUNI1V] / MAG. At 7.5 AMS turn right to track 085° MAG to inter- AMSL: 3 cept PAM 325 inbound PAM VOR to intercept PAM 132 Schiphol DEP to IVLUT (8.2 PAM). Track 125° MAG to LUNIX 119.050 (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

SPIJKERBOOR 2V Track 003° MAG to intercept AMS 004. At 11.0 AMS Passing 2000 ft FL 060 [SPY2V] / turn right to track 072° MAG to NOPSU (4.5 SPY) to in- AMSL: - tercept SPY 052 to ANDIK (19.4 SPY). Schiphol DEP RNAV: THR 36L / EH013 / NOPSU / ANDIK 121.200

1.5.15 Supplementary SIDs RWY 36L

DESIGNATOR RWY 36L supplementary (see chart AD 2.EHAM-SID-SUP-36L) [ARINC code]/ ROUTE AFTER DEPARTURE specific remarks applicable (see EHAM Lateral Vertical Contact Climb to AD 2.22 paragraph (RNAV: sequence of relevant waypoints; see general 1.5.2) remarks in EHAM AD 2.22 paragraph 1.5.1) ARNEM 1Z Track 003° MAG to intercept AMS 004. At 11.0 AMS Passing 2000 ft FL 060 [ARNE1Z] / turn right to intercept SPY 273 inbound. At 2.5 SPY turn AMSL: - right to intercept PAM 325 inbound PAM VOR to inter- Schiphol DEP cept PAM 111 to ARNEM (39.0 PAM). 119.050 RNAV: THR 36L / EH013 / SPY / PAM / ARNEM

BERGI 1Z Track 003° MAG to intercept AMS 004 to intercept Passing 2000 ft FL 060 [BERG1Z] / SPY 305 to BERGI (22.0 SPY). AMSL: - RNAV: THR 36L / EH015 / BERGI Schiphol DEP 121.200 GORLO 1Z Track 003° MAG to intercept AMS 004. At 13.0 AMS Passing 2000 ft FL 060 [GORL1Z] / turn left to track 270° MAG to intercept HDR 203 to inter- AMSL: - cept SPY 242 to VOLLA (29.0 SPY). Track 238° MAG Schiphol DEP to GORLO (72.3 SPY). 121.200 RNAV: THR 36L / EH015 / EH006 / EH016 / VOLLA / GORLO

LEKKO 1Z Track 003° MAG to intercept AMS 004. At 11.0 AMS Passing 2000 ft FL 060 [LEKO1Z] / turn right to intercept SPY 273 inbound. At 2.5 SPY turn AMSL: - right to intercept SPY 181 to intercept PAM 206 to Schiphol DEP LEKKO (27.4 PAM). 119.050 RNAV: THR 36L / EH013 / SPY / EH072 / LEKKO

LOPIK 1Z Track 003° MAG to intercept AMS 004. At 11.0 AMS Passing 2000 ft FL 060 [LOPI1Z] / turn right to intercept SPY 273 inbound. At 2.5 SPY turn AMSL: 1, 2 right to intercept SPY 164 to LOPIK (38.0 SPY). Schiphol DEP RNAV: THR 36L / EH013 / SPY / LOPIK 119.050

LUNIX 1Z Track 003° MAG to intercept AMS 004. At 11.0 AMS Passing 2000 ft FL 060 [LUNI1Z] / turn right to intercept SPY 273 inbound. At 2.5 SPY turn AMSL: - right to intercept PAM 325 inbound PAM VOR to inter- Schiphol DEP cept PAM 132 to IVLUT (8.2 PAM). Track 125° MAG to 119.050 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

AIRAC AMDT 01/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-37

~~~eaip-amdt~~~AMDT-2012-0405 APR 12

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.

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

2.4 Arrival

2.4.1 Arrival clearance At or before entering the Amsterdam Control Area an arrival clearance will be issued by the Amsterdam ACC/en route controller containing: 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: Arrival Position Level restriction Speed restriction DENUT 1A DENUT MAX FL 240 260 - 280 KT IAS EELDE 1A BEDUM MAX FL 260 260 - 280 KT IAS EELDE 1B 1) (ATC discretion) TEMLU SOMPO KUBAT DOBAK HELEN 1A HELEN MAX FL 240 260 - 280 KT IAS LAMSO 1A LAMSO MAX FL 230 260 - 280 KT IAS MOLIX 2A MOLIX MAX FL 230 260 - 280 KT IAS

05 APR 12~~~eaip-amdt~~~AMDT-2012-04

Arrival Position Level restriction Speed restriction NORKU 2A NORKU MAX FL 280 260 - 280 KT IAS NORKU 2B 1) (ATC discretion) MNM FL 200 PESER 2A PESER MAX FL 070 260 - 280 KT IAS PUTTY 1A PUTTY MAX FL 240 260 - 280 KT IAS REDFA 1A REDFA MAX FL 230 260 - 280 KT IAS REKKEN 2A RKN VOR MAX FL 180 260 - 280 KT IAS REKKEN 2B 1) (ATC discretion) TOPPA 2A TOPPA MAX FL 250 260 - 280 KT IAS 1) 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).

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~~~eaip-amdt~~~AMDT-2012-0405 APR 12 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.

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 Non-RNAV equipped aircraft Pilots of aircraft that are not equipped for TMA RNAV procedures, i.e. not meeting the aircraft requirements mentioned in paragraph 2.6.1.3 shall inform ATC by use of the phrase "UNABLE (designator) TRANSITION 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.

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

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

2.7.3 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): RWY Channel/ Frequency (MHz) 06/24 121.700

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RWY Channel/ Frequency (MHz) 04/22 121.800 09/27 18C/36C 18L/36R 18R 121.900

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).

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• Maintain the last cleared and acknowledged flight level. • After arrival over the fix, intercept the holding pattern. • Commence descent to FL 070 at the EAT last received and acknowledged. • When no EAT has been received and acknowledged, commence descent to FL 070 at or as near as possible to the ETO over the holding fix. • After reaching FL 070 leave the holding fix and carry out an instrument approach procedure to the assigned landing runway, or to the main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).

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

• Proceed to NARSO. • Maintain the last cleared and acknowledged flight level. • After arrival over NARSO, intercept the holding pattern. • Commence descent to FL 070 at the expected further clearance time (EFCT) last received and acknowledged. • When no EFCT has been received and acknowledged, commence descent to FL 070 at or as near as possible to the ETO over NARSO. • After reaching FL 070 leave NARSO and intercept SPL 070 inbound to ARTIP. • Without delay at ARTIP, carry out an instrument approach procedure to the assigned landing runway, or to the main landing runway according ATIS (see AD 2.EHAM-IAC-xx.x).

2.9.3.3 Traffic outside standard arrival route

• Proceed to the SPL VOR along the route specified in the inbound clearance. • Maintain the last cleared and acknowledged flight level. • After arrival over the SPL VOR intercept the holding pattern to the received and acknowledged runway, or to the main landing runway according ATIS. • In the holding descend to FL 070, if applicable. • After reaching FL 070, leave the holding and carry out an instrument approach procedure to the assigned landing runway (see AD 2.EHAM-IAC-xx.x).

2.9.3.4 Traffic on 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.

2.9.4 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).

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• 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.

2.10.3 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

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT ARTIP ARTIP IAF IF FL 100 250 239° / 20.5 PAM TF R 269° / 15.1 EH611 TF +FL 070 269° / 11.3 EH612 TF L 184° / 5.5 SOKSI IF L +4000 220 115° / 4.0 EH613 TF L 092° / 2.4 EH614 IF TF L +2900 058° / 3.0 EH609 FAP TF 2000 058° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH616 TF (CF)1)2) 1310 160 058° / 4.0 THR 06 TF (CF)1) Y ELEV -10.9 058° Initial missed ap- FM 2000 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.

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2.10.3.1.2 RIVER 2A transition RWY 06

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT RIVER RIVER IAF IF FL 100 250 356° / 9.2 EH605 TF R 025° / 9.2 EH610 TF R 070° / 5.6 SOKSI IF R +4000 220 115° / 4.0 EH613 TF L 092° / 2.4 EH614 IF TF L +2900 058° / 3.0 EH609 FAP TF 2000 058° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH616 TF (CF)1)2) 1310 160 058° / 4.0 THR 06 TF (CF)1) Y ELEV -10.9 058° Initial missed ap- FM 2000 proach

1) Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used. 2) The use of this EH waypoint depends on the RNAV system used.

2.10.3.1.3 SUGOL 2A transition RWY 06

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT SUGOL SUGOL IAF IF FL 100 250 112° / 16.6 EH606 TF R 184° / 11.2 SOKSI IF L +4000 220 115° / 4.0 EH613 TF L 092° / 2.4 EH614 IF TF L +2900 058° / 3.0 EH609 FAP TF 2000 058° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH616 TF (CF)1)2) 1310 160 058° / 4.0 THR 06 TF (CF)1) Y ELEV -10.9 058° Initial missed ap- FM 2000 proach

1) Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used. 2) The use of this EH waypoint depends on the RNAV system used.

2.10.3.1.4 ARTIP 3B transition RWY 18R

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT ARTIP ARTIP IAF IF FL 100 250 292° / 28.4 EH601 TF L +FL 070 270° / 6.2 EH602 TF +FL 070 270° / 6.1 EH603 TF L 180° / 6.3 NIRSI IF L +FL 055 220 090° / 4.9 EH607 TF R 132° / 4.0 EH608 IF TF R +3400 183° / 4.6 EH621 FAP TF 2000 183° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH622 TF (CF)1)2) 1310 160 183° / 4.0 THR 18R TF (CF)1) Y ELEV -13.0 183° Initial missed ap- FA 500 proach EH624 DF RY 2000 FM 2000 280°

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.

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2.10.3.1.5 ARTIP 2C transition RWY 18R

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT ARTIP ARTIP IAF IF FL 100 250 290° / 15.1 EH600 TF +FL 070 295° / 8.2 NARIX IF L +FL 060 250 233° / 6.3 EH604 TF +4000 220 233° / 5.0 EH608 IF TF L +3400 183° / 4.6 EH621 FAP TF 2000 183° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH622 TF (CF)1)2) 1310 160 183° / 4.0 THR 18R TF (CF)1) Y ELEV -13.0 183° Initial missed ap- FA 500 proach EH624 DF RY 2000 FM 2000 280°

1) Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used. 2) The use of this EH waypoint depends on the RNAV system used.

2.10.3.1.6 RIVER 3B transition RWY 18R

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT RIVER RIVER IAF IF FL 100 250 356° / 9.2 EH605 TF R 025° / 34.3 NIRSI TF R +FL 055 220 090° / 4.9 EH607 TF R 132° / 4.0 EH608 IF TF R +3400 183° / 4.6 EH621 FAP TF 2000 183° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH622 TF (CF)1)2) 1310 160 183° / 4.0 THR 18R TF (CF)1) Y ELEV -13.0 183° Initial missed ap- FA 500 proach EH624 DF RY 2000 FM 2000 280°

1) Depends upon the RNAV system. Final segment is the only place in the procedure where a CF coding may be used. 2) The use of this EH waypoint depends on the RNAV system used.

2.10.3.1.7 SUGOL 3B transition RWY 18R

Designator WPT Function in ap- Path terminat- Fly Turn Altitude (ft AMSL) Speed Track (MAG)/Distance proach or over (KT IAS) (NM) to next WPT SUGOL SUGOL IAF IF FL 100 250 112° / 16.6 EH606 TF L 025° / 10.7 NIRSI TF R +FL 055 220 090° / 4.9 EH607 TF R 132° / 4.0 EH608 IF TF R +3400 183° / 4.6 EH621 FAP TF 2000 183° / 2.2 Additional information final approach and initial missed approach non-precision procedure EH622 TF (CF)1)2) 1310 160 183° / 4.0 THR 18R TF (CF)1) Y ELEV -13.0 183° Initial missed ap- FA 500 proach EH624 DF RY 2000 FM 2000 280°

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.

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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. Phase Conditions Procedures A TDZ RVR <= 1500 m and/or Reduced visibility has only impact on ground operations regarding departing traffic (e.g. cloud base <= 300 ft stop bars are activated and intersection take-offs are not allowed, except for take-offs from RWY 24 intersection TWY S6 at ATC discretion). B TDZ RVR < 550 m and/or CAT II separations will be provided. cloud base < 200 ft Runway use will be restricted. C TDZ and/or midpoint RVR < 350 m CAT III separations will be provided. Runway use will be restricted. D any RVR < 200 m CAT III separations will be provided. Only one runway with ILS CAT III will be AVBL for landing and one runway for departure.

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.

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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 paragraph 4.4.4.

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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 paragraph 4.4.4. b. In case of communication failure after joining the circuit, act in accordance with paragraph 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 paragraph 4.4.3.1 item a.

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

AIRAC AMDT 04/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-49

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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. ← 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

CENTRE LINE MARKING RUNWAY HOLDING POSITION

To avoid runway incursions, the centre line marking of the taxiway Runway holding positions are safeguarded by: links between runways and main taxi routes is disconnected from I: runway holding position marking the centre line marking of the main taxi routes. II: mandatory sign III: mandatory marking IV: enhanced centre line.

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

5 RUNWAY TURNPAD A runway turnpad is situated at the end of RWY 24. This turnpad shall be used in case of:

• rejected take-off RWY 24 and missing exit S1. • landing RWY 24 and missing exit S1. • take-off RWY 06 full-length. The turnpad is marked by a yellow guidance line and blue retroreflective edge markers outside the edge of the runway. In the area of the turnpad, the edge of the runway is equipped with inset edge lights. The procedure shall only be executed with guidance of a follow-me car. A similar runway turnpad is situated at the end of RWY 36L, which shall be used in case of a rejected take-off.

AIRAC AMDT 04/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-51

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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 departure runways: all runways except RWY 04/22 and RWY 09/27. • Designated arrival runways: all runways except RWY 04/22. • Caution: taxi only with thrust on inner engines (ENG 2 + 3) to prevent foreign object damage (FOD) and jet blast (e.g. from TWY Q onto the motorway below). • Designated parking positions: J81, P10, P12, P14, and P16. To minimise taxi times and to protect the ILS LOC critical area, pilots of Airbus A380 equipped with a brake-to-vacate system are advised to select the following exits, unless instructed otherwise: Landing RWY Exit TWY Landing RWY Exit TWY 06 S4 24 S1 09 N1 27 N4 18C W7 36C W3 - - 36R E2 18R V2 - -

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

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 Email: [email protected] AFS: EHAMYIAG SITA: HDQAGXH 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 Email: [email protected] 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 Email: [email protected] SITA: SPLAEXH • Post: Skylink Handling Services B.V. Anchoragelaan 36 1118 LD Schiphol-Southeast Tel: +31 (0)20 405 9725 Fax: +31 (0)20 405 9720 Email: [email protected] 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.

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• Post: Servisair Amsterdam P.O. Box 75724 1118 ZT Schiphol-Centre Tel: +31 (0)20 795 2480 Fax: +31 (0)20 795 2492 Email: [email protected] AFS: EHAMYIGG SITA: SPLAPXH 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 AFS: EHAMYIOA SITA: AMSOOXH Note: Menzies Ops 131.800.

3. Ground Handling Schiphol-East (General Aviation)

• Post: Aviapartner Executive Thermiekstraat 16 1117 BC Schiphol Tel: +31 (0)20 206 6780 Fax: +31 (0)20 206 6790 Email: [email protected] URL: http://www.aviapartner.aero SITA: AMSAPXH Note: Aviapartner 131.605.

• Post: KLM Jet Center P.O. Box 7700 1117 ZL Schiphol-Oost Tel: +31 (0)20 649 2455 Fax: +31 (0)20 648 8180 Email: [email protected] URL: http://www.jetcenter.nl SITA: SPLWHKL Note: KLM Jet Center Amsterdam 131.625.

AIRAC AMDT 04/12 © Air Traffic Control the Netherlands AIP NETHERLANDS AD 2.EHAM-53

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EHAM AD 2.24 CHARTS RELATED TO AN AERODROME

Type of chart Page Aerodrome chart AD 2.EHAM-ADC Aircraft parking / docking chart Schiphol-Centre AD 2.EHAM-APDC.1 Aircraft parking / docking chart Schiphol-East K-apron AD 2.EHAM-APDC.2 Aircraft parking / docking chart Schiphol-East M-apron AD 2.EHAM-APDC.3 Ground movement chart AD 2.EHAM-GMC Aerodrome obstacle chart RWY 04/22 AD 2.EHAM-AOC-04-22 Aerodrome obstacle chart RWY 06/24 AD 2.EHAM-AOC-06-24 Aerodrome obstacle chart RWY 09/27 AD 2.EHAM-AOC-09-27 Aerodrome obstacle chart RWY 18C/36C AD 2.EHAM-AOC-18C-36C Aerodrome obstacle chart RWY 18L AD 2.EHAM-AOC-18L Aerodrome obstacle chart RWY 36L AD 2.EHAM-AOC-36L Precision approach terrain chart RWY 06 AD 2.EHAM-PATC-06 Precision approach terrain chart RWY 18C AD 2.EHAM-PATC-18C Precision approach terrain chart RWY 18R AD 2.EHAM-PATC-18R Precision approach terrain chart RWY 27 AD 2.EHAM-PATC-27 Precision approach terrain chart RWY 36C AD 2.EHAM-PATC-36C Precision approach terrain chart RWY 36R AD 2.EHAM-PATC-36R Standard instrument departure chart AD 2.EHAM-SID-OVERVIEW Standard instrument departure chart RWY 04 AD 2.EHAM-SID-04 Standard instrument departure chart RWY 06 AD 2.EHAM-SID-06 Standard instrument departure chart RWY 06 supplementary AD 2.EHAM-SID-SUP-06 Standard instrument departure chart RWY 09 AD 2.EHAM-SID-09 Standard instrument departure chart RWY 18C AD 2.EHAM-SID-18C Standard instrument departure chart RWY 18L AD 2.EHAM-SID-18L Standard instrument departure chart RWY 22 AD 2.EHAM-SID-22 ← Standard instrument departure chart RWY 24 AD 2.EHAM-SID-24 Standard instrument departure chart RWY 27 AD 2.EHAM-SID-27 Standard instrument departure chart RWY 36C AD 2.EHAM-SID-36C Standard instrument departure chart RWY 36L AD 2.EHAM-SID-36L Standard instrument departure chart RWY 36L supplementary AD 2.EHAM-SID-SUP-36L Standard arrival chart AD 2.EHAM-STAR.1 Standard arrival chart AD 2.EHAM-STAR.2 ← Instrument approach chart RWY 06 ILS/DME AD 2.EHAM-IAC-06.1 ← Instrument approach chart RWY 06 RNAV night transitions AD 2.EHAM-IAC-06.2 Instrument approach chart RWY 06 NDB/DME AD 2.EHAM-IAC-06.3 Instrument approach chart RWY 09 VOR/DME AD 2.EHAM-IAC-09.1 Instrument approach chart RWY 18C ILS/DME AD 2.EHAM-IAC-18C.1 Instrument approach chart RWY 18C NDB/DME AD 2.EHAM-IAC-18C.2 Instrument approach chart RWY 18C SRE AD 2.EHAM-IAC-18C.3 Instrument approach chart RWY 18R ILS/DME AD 2.EHAM-IAC-18R.1 Instrument approach chart RWY 18R RNAV night transitions AD 2.EHAM-IAC-18R.2 Instrument approach chart RWY 18R VOR/DME AMS AD 2.EHAM-IAC-18R.3 Instrument approach chart RWY 18R SRE AD 2.EHAM-IAC-18R.4 Instrument approach chart RWY 22 ILS/DME AD 2.EHAM-IAC-22.1 Instrument approach chart RWY 22 COPTER ILS/DME AD 2.EHAM-IAC-22.2 Instrument approach chart RWY 22 SRE AD 2.EHAM-IAC-22.3 Instrument approach chart RWY 24 VOR/DME PAM AD 2.EHAM-IAC-24.1 Instrument approach chart RWY 27 ILS/DME AD 2.EHAM-IAC-27.1 Instrument approach chart RWY 27 VOR/DME AD 2.EHAM-IAC-27.2 Instrument approach chart RWY 27 SRE AD 2.EHAM-IAC-27.3 Instrument approach chart RWY 36C ILS/DME AD 2.EHAM-IAC-36C.1 Instrument approach chart RWY 36C VOR/DME AD 2.EHAM-IAC-36C.2 ← Instrument approach chart RWY 36R ILS/DME AD 2.EHAM-IAC-36R.1 ← Instrument approach chart RWY 36R NDB/DME AD 2.EHAM-IAC-36R.2 ← Instrument approach chart RWY 36R SRE AD 2.EHAM-IAC-36R.3 Instrument approach chart SRE AD 2.EHAM-IAC-MISC

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Type of chart Page Visual approach chart AD 2.EHAM-VAC.1 Visual approach chart VFR traffic circuits AD 2.EHAM-VAC.2

AIRAC AMDT 04/12 © Air Traffic Control the Netherlands AMSTERDAM / SCHIPHOL AIRPORT AD 2.EHAM-GMC NETHERLANDS GROUND MOVEMENT CHART 20 SEP 12

Aerodrome elevation -11 ft AMSL AD 2.EHAM-GMC TAXI RULES

1. All aircraft give way to aircraft vacating runways.

R 18 2. All aircraft give way to aircraft on TWY A and TWY B (except if rule 1 is applicable).

3. A380 taxi only with thrust on inner engines.

4. After landing contact Ground Control on the following channel:

RWY CHANNEL 06/24 121.700 04/22 121.800 09/27 121.800 18C/36C 121.800 18R 121.900 36R 121.800

INSET

3800 x 60 m

V TWR-W V 183 ft AMSL VK

VS V4 P7B P7 VN P7A HOTSPOT HOTSPOT VE CAUTION: VS V CAUTION: E6 AFTER LANDING DO NOT CROSS RED LGTs V1 WHEN TAXIING ON N2 TO BEGINNING E6 RWY 18L DO NOT TURN RIGHT ONTO INDICATING DISPLACED RWY END RWY 36R. P6B NO LGTs AVBL BEYOND P6 RWY 09. BE SURE TO HAVE A P6A CLEARANCE FROM ATC DISPLACED RWY END RWY 36R. VS BEFORE CROSSING RWY 09/27. LDA RWY 36R IS 2825 m.

RWY 18L-36R RWY 18L-36R

V2 E6 E6 HOTSPOT RWY 09-27 RWY 09 - 27 RWY 09-27 V N2 Y2 N2 Y1 N9 N9

V3 N3 E5 E5 E5 E5

FOR TWY NAMES SEE INSET L

18 Y Y B B 8 1 V TWR-W B

VK 183 ft AMSL A13 A13 C A15 A14

V 18 A W1 C1 36 CAUTION: L WHEN TAXIING TO RWY 18L E5 V4 W2 DO NOT TURN ONTO N2. VL

C A16 A14 V E-PIER Y W3 CAUTION: C2 DO NOT ENTER N3 WHEN INSTRUCTED TO TAXI VIA TWY B AT A14 OR A15 (NON STANDARD ROUTING).

V C VM Y

W5 W5 E6 FIRE BRIGADE PRACTICE GROUND C3 1 CAUTION !

Z 3300 x 45 m D C 27 3453 x 45 m N1

09 1 W6 N9 N2

CAUTION ! N4 N3 E5

N5 L 2 B 18 A13 E5 B A15 A14 B A18 A17 A16 A19 A P-holding A21 A20 A A E4

E4 A16 22 1 A22 G-apron A14 G1 6 E4 X G2

G-PIER A17 F-PIER A12 A19 4 GA A20 A12 E3 B E-PIER 2 A E3 W7 E-apron CAUTION ! G NOT IN USE 3 GD HN A13 G2 36 D-apron

J-apron A11 30 GK E2 A19N TERMINAL K-apron A19S A10 31 A13 GL 5 52 A10 GA H-apron G H-PIER A X B G3 A24 D-PIER 4 32

A9C 36 B A A9 G4 5 TWR-C A8

W8 320 ft AMSL C-PIER A5 A8 A8

52 2014 x 45 m A6 E1 52 1 G Z A25 A7 14 B-Corridor 36 A4E 52 CAUTION ! G4 C A26 Y-apron 52 A6 S7 A4W W12 W9 B-PIER

A5 S6 24 A27 4 I 36 S5 A3 CAUTION ! P5 A2D A4 G5 W10 II A2C A W11 48 9 A2B 29 G

Q III A2A B 29 65 A3 S4 29 P4 G5 10 A1 M-apron Z Q 29 04

Z1 65 Z2 A2

3400 x 45 m 3 65 A S3 B V 3500 x 45 m 11 VAR 0° E (2010) S2 G 12 ANNUAL RATE

VI 69 OF CHANGE 8’ E X S2 R-apron VI R S2 S-apron X

73 69

SCALE 1 : 20.000 S1 FREIGHT G metres 0 100 200 300 400 500 X feet 0 500 1000 1500

36 NOTES : R X 1 CAUTION: No entry E1 and N9 from TWY A and B. CAUTION: No entry W6 from TWY A, B and D. WHEN TAXIING FROM THE NORTH 06 2 RTF instruction inbound ’VIA NORTH’: taxi via TWY A and Northside of airport. ON TWY Z VIA HOLDING POINT Z2 RTF instruction outbound ’VIA NORTH’: taxi via TWY B and Northside of airport. DO NOT TURN LEFT AT W12 OR W11. HOTSPOT RTF instruction inbound ’VIA SOUTH’: taxi via TWY Q. RTF instruction outbound ’VIA SOUTH’: taxi via TWY A and Q. A24 3 Maximum wingspan TWY A between A1 and A3 limited to 65 metres.

4 Oversteering required for aircraft with wingspan >= 36 m.

5 No ATC ground control service on K-apron.

B A 6 Avoid holding on the upslope between A19 and A20 to prevent backward movement of the aircraft. W8 Z LEGEND H24 FIXED STOP BAR

H24 SWITCHABLE STOP BAR A25 LOW VISIBILITY PROCEDURES SWITCHABLE STOP BAR 36 LOW VISIBILITY PROCEDURES FIXED STOP BAR

Y-apron C A26 SWITCHABLE STOP BAR W12 W9 ONLY IN USE IN CASE OF LANDING OR DEPARTING RWY 18C/36C VM INTERMEDIATE HOLDING POSITION LIGHTED A27 P5 GK INTERMEDIATE HOLDING POSITION NON LIGHTED P5B MAX WINGSPAN 29 m P5 P5A 29 LIMITED ENTRY

B COMPULSORY TAXI ROUTING, UNLESS OTHERWISE INSTRUCTED BY ATC. W10 W11 ALL OTHER ROUTES MAY BE USED TWO-WAY ON ATC DISCRETION ONLY.

Q 12 HANGAR NO. 12

P4 III FREIGHT STATION NO. III P4A Z CROSSING VEHICLES P4 P4B X NOT IN USE Z1 HOTSPOT Z2 RUNWAY

ENTRY / EXIT

TAXIWAY CHANGE: TWY W11 and W12, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/12 SCHIPHOL ILS CAT I / II / III / DME AD 2.EHAM-IAC-06.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 06 GP INOP 05 APR 12

ATC DISCRETION 388 NOTES: 378 325 325 1. Navigation in the initial and intermediate approach segment is primarily based on radar 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM G 3. DME KAG reads ZERO at THR 06. Approaches on RWY 09, 18C, 18R, 27 or 36R SPIJKERBOOR / SPY 4. 113.300 / CH80X may be executed simultaneously. 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 5. Given EH waypoints beyond the FAF must be 0 30’ Avoid overflying 469 considered to be supplementary information. N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 416 417 SPL 292 443 390 SPL 070 417 FROM SUGOL (IAF) 410 413 417 250° FROM ARTIP (IAF) 479 338 413 587 112° 374 32.0 318 341 31.0 047° 331 FL 070 1 min 436 318 344

C 495 (

R FL 070

52° O 479

20’ e

s 1 SCHIPHOL / SPL 5

th S 108.400 / CH21X / ATIS

P LANGEVELD L / WP - 376 e 52°19’56’’N 004°45’00’’E L 320 r IN CASE OF MISSED APPROACH w 0 52°19’34’’N 005°01’59’’E A G i INFORM ATC IMMEDIATELY se T

i 2 n 9.8 MAPt 0 s DME KAG

t K THR 06 r u T c I 227° t A 058° e d S ) L / CH - 388.5 EH616 683 52°13’14’’N 004°33’27’’E 4.0 KAG (6.1 SPL) FAF 160 KT IAS APP 119.050 Schiphol Approach / Departure EH609 (TAR) 121.200 6.2 KAG (8.2 SPL) OUBD GP INOP 118.400 Schiphol Arrival 058° 3000 AMSL 131.150 202° 377 377 L / NV - 332 TWR 119.225 Schiphol Tower Primary

VALKENBURG 185° 52° 52°09’05’’N 004°45’53’’E 118.100 10’ N A/B 121.700 Schiphol Ground Ground Control 1 min

C/D 121.500 General Emergency 042° 1 min 243.000 34.0 ATIS 132.975 Arrival Information 108.400 SPL VOR SCALE 1 : 350 000 LOC 110.550 KAG 502 446 15 NM km 5 0 51015 DME CH42Y KAG SPL 222 388 GP 329.450 NM 210 2468 FROM RIVER (IAF) 4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION ALTITUDE 3000 ft AMSL 1. Missed approach - Inform ATC immediately. - Track 058° MAG and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure FAF EH609 - Track 058° MAG and climb to 3000 ft AMSL; L 6.2 KAG EH616 MAPt: THR - When passing 2000 ft AMSL start a right turn CH 4.0 KAG to CH and cross CH at 3000 ft AMSL; GP INOP 0 KAG 2000 ft MNM 1310 AMSL GP INOP - After CH descend to 2000 ft AMSL in the 058° 1630 AMSL outbound turn and execute the instrument approach procedure again. 2000 058° DME 995 KAG 675 355 3.0° (5.2%) ILS RDH 50 ft 058° THR ELEV-11

7.8 06 24 DIST RELATED TO DME KAG 10 0 NM

6.2 5 4 3 2 1 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 06 : -10.9 ft THR 06 52°17’21’’N 004°44’14’’E MSA BASED ON SPL VOR / DME ACFT CAT I CAT II GP INOP CIRCLING* EH609 52°14’04’’N 004°35’45’’E CAT Press Alt Radio Alt MAPt: (THR) EH616 52°15’13’’N 004°38’43’’E A 128 (138) 50 620 (630) B 138 (148) 59 780 (790) C 148 (158) 410 (420) 880 (890) 73 1700 D 161 (171) 86 890 (900) D L 164 (174) 86 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC on RWY 18L and 36L is not DISTANCES IN NM 353° 2300 TAKE-OFF DAY: NIGHT: permitted, except in case of ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: OCA, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 ARTIP, RIVER AND SCHIPHOL SUGOL TRANSITIONS AD 2.EHAM-IAC-06.2 AIP NETHERLANDS RNAV-NIGHT INSTRUMENT APPROACH CHART TO RWY 06 ILS CAT I/II/III/DME 05 APR 12

NOTES: 1. ATC may deviate from the transitions by radar vectors. P-RNAV approval required 2. Rejoining the transition may take place at SOKSI. (see EHAM AD 2.22 §2.6). 3. ILS must be available.

52° 4. DME KAG reads ZERO at THR 06. (2010) E 0° VAR 40’ 5. Given EH waypoints beyond the FAP must be considered to be supplementary information. N AD ELEV -11 Altitudes / Speeds: ENTRY LEVELS SCHIPHOL TMA: Cross IAF at FL 100. 378 During the transition, descend to or maintain a level as instructed 378by ATC.

When cleared for SOKSI approach RWY331 06: 331 388 - Continue via the transition. 378 060° 2000 331 1 min - Establish a continuous descent path.331 378 325 - The MNM altitudes shall be respected. 331 - The published speeds are mandatory. - Execute the ILS approach RWY 06. GAS COMPRESSOR CASTRICUM STATION SPIJKERBOOR / SPY Avoid overflying 113.300 / CH80X 52° SUGOL (IAF) 112° 30’ below 1000 ft AGL 469 52°32’25’’N 004°51’14’’E FL 100 SUGOL 2A TRANSITION 364 0 MAX 250 KIAS 16.6 453 509 522

440 416 417 390 443 SCHIPHOL / SPL 417 108.400 / CH21X / ATIS EH606 374 52°19’56’’N 004°45’00’’E FROM 417 413 587 0 ARTIP (IAF) 338 318 479 413 331 341 239°

184° 5.7 436 318 20.5 344 495 52° 269° 479 269° 20’ ARTIP 2A EH612 15.1 11.3 EH611 TRANSITION FL 070 320 LANGEVELD IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY PAMPUS / PAM THR 117.800 / CH125X 184° 5.5 L / CH - 388.5 06 DME KAG 52°20’05’’N 005°05’32’’E 52°13’14’’N 004°33’27’’E 058° 0 FAP EH616 683 115° 4.0 KAG 070° SOKSI EH609 (6.1 SPL) 4000 AMSL4.0 092° 6.2 KAG 160 KIAS 5.6 220 KIAS 2.4 IF (8.2 SPL) EH610 EH613 APP 119.050 Schiphol Approach / Departure EH614 (TAR) 121.200 377 52° 377 9.2 KAG 10’ (11.1 SPL) 2900 AMSL 118.400 Schiphol Arrival VALKENBURG 131.150 TWR Schiphol Tower Primary 025° 119.225 9.2 118.100 SCALE 1 : 500 000 502 121.700 Schiphol Ground Ground Control km 5 0 5 10 15 20 388 RIVER 2A TRANSITION 626 328 121.500 General Emergency 426 NM 2 1 0 2 4 6 8 10 EH605 243.000 505 132.975 Arrival Information 384 ATIS 108.400 SPL VOR 356°

9.2 LOC 110.550 KAG 52° 361 380 1234 00’ 410 DME CH42Y KAG 643 FROM N 358 GP 329.450 559 RIVER (IAF) 358 4°E 4°10’ 4°20’ 4°30’ 4°40’ 4°50’ 5° 5°10’E TRANSITION LEVEL BY ATC TRANSITION ALTITUDE 3000 ft AMSL

IF EH614 1. Missed approach: 9.2 KAG EH609 - Inform ATC immediately. CONTINUOUS DESCENT PATH EH616 MNM 2900 AMSL 6.2 KAG DME - Track 058° MAG and climb to 2000 ft AMSL. L 2. Missed approach in case of communication failure: 2000 AMSL 4.0 KAG CH 1310 AMSL KAG - Track 058° MAG and climb to 3000 ft AMSL; 058° 160 KIAS - When passing 2000 ft AMSL start a right turn FAP to CH and cross CH at 3000 ft AMSL; - After CH descend to 2000 ft AMSL in the 058° outbound turn and execute the instrument approach procedure again. 2000 ft AMSL 3.0° (5.2%) ILS RDH 50 ft 058° THR ELEV-11 06 24 DIST RELATED TO DME KAG 10 7.8 5 0 NM

9.2 6.2 4.0 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 06: -10.9 ft

ACFT CAT I CAT II CIRCLING* * Circling procedures to and landing THR 06 52°17’21’’N 004°44’14’’E MSA BASED ON SPL VOR/DME CAT Press Alt Radio Alt on RWY 18L and 36L is not EH605 52°03’59’’N 004°06’58’’E permitted, except in case of EH606 52°25’21’’N 004°23’16’’E A 128 (138) 50 620 (630) an emergency. EH609 52°14’04’’N 004°35’45’’E B 138 (148) 59 780 (790) EH610 52°12’19’’N 004°13’18’’E EH611 52°19’53’’N 004°40’58’’E 1700 C 148 (158) 73 880 (890) EH612 52°19’41’’N 004°22’33’’E D 161 (171) 86 EH613 52°12’33’’N 004°27’45’’E 890 (900) EH614 52°12’28’’N 004°31’35’’E D L 164 (174) 86 EH616 52°15’13’’N 004°38’43’’E 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC DISTANCES IN NM 353° 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: CHANGE: OCA, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 SCHIPHOL NDB / DME AD 2.EHAM-IAC-06.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 06 CH / SPL 22 SEP 11

388 ATC DISCRETION 378 NOTE: 325 325 2000 1. Navigation in the initial and intermediate 378 060° approach segment is primarily based on radar

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or CASTRICUM in case of COM-failure. G 3. Given EH waypoints beyond the FAF must be SPIJKERBOOR / SPY considered to be supplementary information. 113.300 / CH80X 4. During night HRs: interception final descent path 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 0 3° at 3000 ft AMSL (11.1 SPL). 30’ Avoid overflying 469 N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 416 417 SPL 292 443 390 SPL 070 FROM SUGOL (IAF) 417 410 413 417 250° FROM ARTIP (IAF) 479 112° 338 413 587 32.0 318 341 31.0 047° 331 S )

d A FL 070 I e

T 1 min ct 436 K u r 318 t 0

s 2

in 344

T2 e 495

s A FL 070

52° L 479

w r

20’ e

1 SCHIPHOL / SPL s

S 108.400 / CH21X / ATIS s LANGEVELD

e L / WP - 376

l 52°19’56’’N 004°45’00’’E OS 320

n 0 IN CASE OF MISSED APPROACH 52°19’34’’N 005°01’59’’E

U G

CR ( INFORM ATC IMMEDIATELY

9.8 MAPt L / CH - 388.5 THR 06 52°13’14’’N 004°33’27’’E 2.6 SPL 227° QDR CH 058°

EH616 683 SEE NOTE 4 6.1 SPL FAF 160 KT IAS IF / EH614 EH609 11.1 SPL 8.2 SPL OUBD 3000 AMSL

058° APP 119.050 Schiphol Approach / Departure 202° (TAR) 121.200 377 377 L / NV - 332

52° VALKENBURG 185° 52°09’05’’N 004°45’53’’E 10’ 118.400 Schiphol Arrival N A/B 131.150 1 min TWR 119.225 Schiphol Tower Primary C/D 118.100 042° 1 min 121.700 Schiphol Ground Ground Control 34.0

121.500 General Emergency SCALE 1 : 350 000 502 446 243.000 km 5 0 51015 15 NM SPL 222 ATIS 132.975 Arrival Information388 NM 210 2468 108.400 SPL VOR FROM RIVER (IAF) 4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 058° MAG and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure - Track 058° MAG and climb to 3000 ft AMSL; - When passing 2000 ft AMSL start a right turn IF FAF L to CH and cross CH at 3000 ft AMSL; EH614 EH609 EH616 SPL - After CH descend to 2000 ft AMSL in the 11.1 SPL CH 8.2 SPL 6.1 SPL MNM 1310 AMSL outbound turn and execute the instrument 2000 approach procedure again. 1620 2000 ft 058° MAPt: THR AMSL QDR CH 058° 2.6 SPL 945 3.0°(5.2%) 590 058° ILS RDH 50 ft THR ELEV-12 06 24 DIST RELATED TO DME SPL 10 9.8 5 0 NM

11.1 8.2 7 6.1 5 4 2.6 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 06 : -11.9 ft THR 06 52°17’21’’N 004°44’14’’E MSA BASED ON SPL VOR / DME EH609 52°14’04’’N 004°35’45’’E ACFT NDB / DME EH614 52°12’28’’N 004°31’35’’E CIRCLING* * Circling procedures to and landing EH616 52°15’13’’N 004°38’43’’E CAT MAPt : THR on RWY 18L and 36L is not A 620 (630) permitted, except in case of an emergency. B 780 (790) 570 (580) 1700 C 880 (890) D 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC DISTANCES IN NM 353° TAKE-OFF DAY: NIGHT: 2300 NA NA ALTITUDES AND ELEVATIONS LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL VOR / DME AD 2.EHAM-IAC-09.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 09 PAM 22 SEP 11

388 ATC DISCRETION 378 NOTE: 325 325 1. Navigation in the initial and intermediate 378 060° 2000 approach segment is primarily based on radar

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or CASTRICUM in case of COM-failure. G 3. Approaches on RWY 06 may be executed simultaneously. SPIJKERBOOR / SPY 113.300 / CH80X 4. Given EH waypoints beyond the FAF must be 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E considered to be supplementary information. 0 30’ Avoid overflying 469 N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 416 417 SPL 292 443 390 SPL 070 SCHIPHOL / SPL 417 FROM SUGOL (IAF) 410 413 108.400 / CH21X / ATIS 417 52°19’56’’N 004°45’00’’E 250° FROM ARTIP (IAF) 0 112° 338 413 587 32.0 318 31.0 097° 331 341 EH641 479 11.6 SPL PAMPUS / PAM (24.1 PAM) 436 117.800 / CH125X 3000 AMSL FL 070 52°20’05’’N 005°05’32’’E 318 SPL 277 1 min 0 11.6 479 344 495 FL 070 52° 20’ FAF MAPt IF EH642 EH662 PAM 265 EH643 18.9 PAM 14.2 PAM IN CASE OF MISSED APPROACH 21.9 PAM L / WP - 376 PAM 265 320 INFORM ATC IMMEDIATELY G 085° 52°19’34’’N 005°01’59’’E PAM 265 LANGEVELD

C R ( U O nl S S e L / CH - 388.5 683 s 1 s 5 52°13’14’’N 004°33’27’’E o S t h PL e r w A T i s 2 e 20 ins K t T 377 APP 119.050 Schiphol Approach / Departure ru c IA (TAR) 121.200 te S 377 d L / NV - 332 ) 52° VALKENBURG 042° 52°09’05’’N 004°45’53’’E 118.400 Schiphol Arrival 10’ 131.150 N 34.0 TWR 119.225 Schiphol Tower Primary 118.100

121.800 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 SPL 222 243.000 502 15 NM km 5 0 51015 ATIS 132.975 Arrival Information 388 446 108.400 SPL VOR FROM RIVERNM (IAF) 210 2468

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION ALTITUDE 3000 ft AMSL 1. Missed approach : - Inform ATC immediately. - PAM 265 inbound and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure : IF FAF - PAM 265 inbound and climb to 3000 ft AMSL; EH643 EH642 PAM - At 2000 ft AMSL start a left climbing turn to SPL 21.9 PAM 18.9 PAM so as to cross SPL at 3000 ft AMSL and execute 2000 the instrument approach procedure again. PAM 265 1715 2000 1400 PAM 265 MAPt 2000 ft AMSL 1080 EH662 085° 14.2 PAM 3.0°(5.2%) 760 PAM 265

THR ELEV -12

10 5 09 27 DIST RELATED TO PAM VOR / DME 0 NM

21.9 18.9 18 17 16 15 14.2 12.7 0 NM GS IN KT 100 120 140160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 09 : -12 ft MSA BASED ON SPL VOR / DME

ACFT VOR / DME CIRCLING * * Circling procedures to and landing THR 09 52°19’00’’N 004°44’52’’E CAT MAPt : 14.2 PAM on RWY 18L and 36L is not EH641 52°21’16’’N 004°26’15’’E A 620 (630) permitted, except in case of EH642 52°18’27’’N 004°34’52’’E an emergency. EH643 52°18’11’’N 004°30’00’’E B 780 (790) EH662 52°18’52’’N 004°42’30’’E 1700 570 (580) C 880 (890)

D 890 (900) 310°

CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC 353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL ILS CAT I/II/III / DME AD 2.EHAM-IAC-18C.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18C GP INOP 15 DEC 11

388 378 NOTES: ATC DISCRETION 1. Navigation in the initial and intermediate 325 325 approach segment is primarily based on radar (2010) E 0° VAR 378 060° 2000 AD ELEV-11 vectors provided by ATC. 1 min 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM 3. ILS DME ZWA reads ZERO at THR 18C. C/D A/B G 1 min 1 min 4. Approaches on RWY 06, 18R, 22, 27 or 36R may be executed simultaneously. SPIJKERBOOR / SPY 113.300 / CH80X 327° 52° 5. In case of missed approach: 183° 52°32’25’’N 004°51’14’’E 310° 0 30’ Do not overshoot the initial missed 469 N approach altitude of 1500 ft AMSL. 453 364 FAF / EH625 6. Given EH waypoints beyond the FAF must be 9.3 ZWA (9.2 SPL) GAS L / OA - 395 considered to be supplementary information. 509 GP INOP COMPRESSOR 52°28’13’’N 004°45’12’’E 522 STATION OUBD Avoid overflying 3000 AMSL below 1000 ft AGL EH630 440 6.2 ZWA (6.1 SPL) 443 390 SPL 070 SPL 292 417 417 FROM SUGOL (IAF) 416 413 417 410 250° FROM ARTIP (IAF) 338 413 587 112° EH626 32.0 4.0 ZWA (4.0 SPL) 318 31.0 331 341 479 160 KT IAS MAPt 183° THR 18C 436 8.3 318 344

C 495

( R SCHIPHOL / SPL 001°

52° O 479 n 108.400 / CH21X / ATIS

20’ e FL 070 S 52°19’56’’N 004°45’00’’E

s 1 0

th S DME ZWA

P LANGEVELD L / WP - 376 e

L 320 181° r w 52°19’34’’N 005°01’59’’E A G i se T

2 FL070 i 2 n 0 s 1 min t K r u T c I t A e 183° d S ) 683 L / CH - 388.5 EH638 5.3 SPL 52°13’14’’N 004°33’27’’E 1500 AMSL APP 119.050 Schiphol Approach / Departure (TAR) 121.200 IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 377 118.400 Schiphol Arrival 131.150 377 L / NV - 332 TWR 119.225 Schiphol Tower Primary 52° VALKENBURG 52°09’05’’N 004°45’53’’E 042° 118.100 10’ N 34.0 121.800 Schiphol Ground Ground Control

121.500 General Emergency 243.000 ATIS 132.975 Arrival Information 108.400 SPL VOR SCALE 1 : 350 000 SPL 222 502 109.500 ZWA km 5 0 51015 15 NM LOC 388 446 DME CH32X ZWA FROM RIVERNM (IAF) 210 2468 GP 332.600

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 183° MAG and climb to 1500 ft AMSL. FAF - At 5.3 south of SPL, climb to 2000 ft AMSL. EH625 2. Missed approach in case of communication failure L 9.3 ZWA - Track 183° MAG and climb to 1500 ft AMSL; GP INOP - When reaching 1500 ft AMSL start a right turn to OA, OA MAPt: THR EH626 EH630 climb to 3000 ft AMSL and cross OA at 3000 ft AMSL; 6.2 ZWA 183° - After OA descend to 2000 ft AMSL in the outbound turn 0 ZWA 4.0 ZWA and execute the instrument approach procedure again. GP INOP MNM 1310 AMSL 3000 2000 183° DME 1630 EH638 ZWA 2000 ft AMSL 5.3 SPL 2000 ATC DISCRETION 1500 995 675 355 3.0°(5.2%) ILS RDH 50 ft 183° THR ELEV-12

36C 18C 8.4 DIST RELATED TO DME ZWA 0 NM 10

0 NM 1 2 3 4 5 6.2 9.3 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 18C : -12.6 ft

ACFT CAT I CAT II GP INOP CIRCLING* MSA BASED ON SPL VOR / DME CAT Press Alt Radio Alt MAPt: (THR) THR 18C 52°19’53’’N 004°44’24’’E EH625 52°29’10’’N 004°45’15’’E A 132 (145) 53 620 (630) EH626 52°23’53’’N 004°44’45’’E EH630 52°26’02’’N 004°44’58’’E B 138 (151) 63 780 (790) EH638 52°14’40’’N 004°43’55’’E C 148 (161) 76 690 (700) 880 (890) 1700 D 161 (174) 89 890 (900) D L 161 (174) 92 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC on RWY 18L and 36L is not DISTANCES IN NM 353° TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS 2300 NA NA permitted, except in case of IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: REGSU approach removed, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 13/11 SCHIPHOL NDB / DME AD 2.EHAM-IAC-18C.2 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18C (OA) / (SPL) 22 SEP 11

388 378 ATC DISCRETION NOTE: 325 325 1. Navigation in the initial and intermediate approach segment is primarily based on radar 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM C/D A/B 3. In case of missed approach: G 1 min 1 min Do not overshoot the initial missed SPIJKERBOOR / SPY approach altitude of 1500 ft AMSL. 113.300 / CH80X 327° 52° 52°32’25’’N 004°51’14’’E 4. Given EH waypoints beyond the FAF must be 0 considered to be supplementary information. 30’ 310° 469

N 453 183° EH625 364 9.2 SPL 5. During night HRs: interception final descent path 3° at 3000 ft AMSL. 509 OUBD SEE NOTE 5 3000 AMSL 522 GAS COMPRESSOR L / OA - 395 STATION 52°28’13’’N 004°45’12’’E Avoid overflying FAF / EH630 below 1000 ft AGL 440 6.1 SPL 443 390 SPL 070 SPL 292 417 417 FROM SUGOL (IAF) 416 413 417 410 250° FROM ARTIP (IAF) 338 413 587 112° EH626 32.0 4.0 SPL 318 31.0 331 341 479 160 KT IAS MAPt THR 18C 436 8.3 318 344

C QDR OA 183° 495

( R

001°

52° O 479

20’ e FL 070 S

s 1 SCHIPHOL / SPL

5 o 108.400 / CH21X / ATIS th S 52°19’56’’N 004°45’00’’E P LANGEVELD L / WP - 376 e

L 320 181° r 0 w 52°19’34’’N 005°01’59’’E A G i se T

2 FL070 i 2 n 0 s 1 min t K r u T c I t A e 183° d S ) 683 L / CH - 388.5 EH638 5.3 SPL 52°13’14’’N 004°33’27’’E 1500 AMSL

IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 377 APP 119.050 Schiphol Approach / Departure (TAR) 121.200 377 L / NV - 332 VALKENBURG 52° 042° 52°09’05’’N 004°45’53’’E 118.400 Schiphol Arrival 10’ 131.150 N 34.0 TWR 119.225 Schiphol Tower Primary 118.100

121.800 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 SPL 222 243.000 502 15 NM km 5 0 51015 132.975 Arrival Information ATIS 388 446 108.400 SPL VOR FROM RIVERNM (IAF) 210 2468

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E 1. Missed approach - Inform ATC immediately. TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Track 183° MAG and climb to 1500 ft AMSL . TRANSITION ALTITUDE 3000 ft AMSL - At 5.3 south of SPL, climb to 2000 ft AMSL. 2. Missed approach in case of communication failure - Track 183° MAG and climb to 1500 ft AMSL; - When reaching 1500 ft AMSL start a right turn to OA, FAF L climb to 3000 ft AMSL and cross OA at 3000 ft AMSL; EH630 OA - After OA descend to 2000 ft AMSL in the outbound turn MAPt: THR EH626 6.1 SPL and execute the instrument approach procedure again. SPL 263 4.0 SPL MNM 1310 AMSL EH638 5.3 SPL SPL 1645 183° 1500 2000 ft AMSL 2000 183° 1005 QDR OA 183° 685 3.0° (5.2%) THR ELEV-12 36C 18C DIST RELATED TO DME SPL 0 NM 8.3 10

0 NM 2 3 4 5 6.1 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 18C: -12.6 ft THR 18C 52°19’53’’N 004°44’24’’E MSA BASED ON SPL VOR / DME ACFT NDB / DME EH625 52°29’10’’N 004°45’15’’E CIRCLING * EH626 52°23’53’’N 004°44’45’’E CAT MAPt :THR * Circling procedures to and landing EH630 52°26’02’’N 004°44’58’’E EH638 52°14’40’’N 004°43’55’’E A 690 (700) on RWY 18L and 36L is not permitted, except in case of B 780 (790) 690 (700) an emergency. 1700 C 880 (890) D 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL AD 2.EHAM-IAC-18C.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18C SRE 22 SEP 11

388 378 ATC DISCRETION

325 325 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11

CASTRICUM G

GAS SPIJKERBOOR / SPY COMPRESSOR 113.300 / CH80X 52° STATION 52°32’25’’N 004°51’14’’E 0 30’ Avoid overflying 469 N below 1000 ft AGL 364 L / OA - 395 453 509 52°28’13’’N 004°45’12’’E 522 FAF 18C

440 443 417 390 417 416 413 417 410 413 479 587 338 318 331 341

MAPt 183° 1.5 TOUCHDOWN SCHIPHOL / SPL 436 108.400 / CH21X / ATIS 318 52°19’56’’N 004°45’00’’E 344

C 0 495

( R

52° O 479

20’ e

s 1

th S

P LANGEVELD L / WP - 376 e

L 320 r w 52°19’34’’N 005°01’59’’E A G i se T

i 2 n 0 s

t K r u T c I t A e 183° d S ) 683 L / CH - 388.5 EH638 5.3 SPL 52°13’14’’N 004°33’27’’E 1500 AMSL

IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 377 APP 119.050 Schiphol Approach / Departure 377 L / NV - 332 (TAR) 121.200 52° VALKENBURG 52°09’05’’N 004°45’53’’E 10’ 118.400 Schiphol Arrival N 131.150 TWR 119.225 Schiphol Tower Primary 118.100

121.800 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 502 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 183° 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 183° 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 TERMINATING FAF and hold or execute the most suitable instrument 1.5 NM FROM approach procedure. EH638 TOUCHDOWN 2000 5.3 SPL 1800 1500 1500 2000 ft AMSL 183° MAPt 1200 DESCENT GRADIENT 900 300 ft / NM - 2.83° - 4.9% 600 183°

TOUCHDOWN THR ELEV-12

36C 18C 5 DIST RELATED TO : TOUCHDOWN 0 NM

0 NM 1.5 2 3 4 5 6 6.7 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 18C : -12.6 ft MSA BASED ON SPL VOR / DME RWY 18C * Circling procedures to and landing EH638 52°14’40’’N 004°43’55’’E ELEV -12 on RWY 18L and 36L is not permitted, except in case of OCA 380 an emergency. OCH 390 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING * A : 620 (630) B : 780 (790) C : 880 (890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL ILS CAT I / II / III / DME AD 2.EHAM-IAC-18R.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18R GP INOP 15 DEC 11

388 ATC DISCRETION 378 NOTES: 325 325 1. Navigation in the initial and intermediate 378 060° 2000 approach segment is primarily based on radar

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM ILS DME VPB reads ZERO at THR 18R. G 3. 4. ILS approaches on RWY 06,18C, 22, 27 or 36R EH644 SPIJKERBOOR / SPY may be executed simultaneously. 12.1 SPL 113.300 / CH80X

183° 52°32’25’’N 004°51’14’’E 5. Given EH-waypoints beyond the FAF must be 52° 3000 AMSL PEVOS 0 considered to be supplementary information. 30’ 8.0 VPB 469 N (9.7 SPL) 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E GAS FAF / EH621 COMPRESSOR 6.2 VPB (7.9 SPL) STATION SPL 338 GP INOP

Avoid overflying 417 below 1000 ft AGL 443 417 SPL 292 440 390 SPL 070 416 413 FROM SUGOL (IAF) 417 12.1 250° 410 587 FROM ARTIP (IAF) 338 112° EH622 413 32.0 4.0 VPB (5.8 SPL) 318 31.0 160 KT IAS 331 341 479 EH624 / 7.5 SPL DME VPB MAPt 436 2000 AMSL 318 THR 18R 344

C 495 ( R FL 070 U IN CASE OF MISSED APPROACH 52° O 479 n SPL 280

l INFORM ATC IMMEDIATELY

20’ e

S 158° s

s 1 WARNING!

5 o Do not overshoot

th S

P LANGEVELD SPL 240 due to L / WP - 376 e

L 320 r departures RWY 24. w 52°19’34’’N 005°01’59’’E A G SPL 240 i se T FL 070 2

i 2 n 0 1 min s

t K r u T c I t A e SCHIPHOL / SPL d S ) 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 683 L / CH - 388.5 0 52°13’14’’N 004°33’27’’E

APP 119.050 Schiphol Approach / Departure (TAR) 121.200

377 118.400 Schiphol Arrival 131.150 377 L / NV - 332 TWR 119.225 Schiphol Tower Primary 52° VALKENBURG 042° 52°09’05’’N 004°45’53’’E 10’ 118.100 N 34.0 118.275 121.900 Schiphol Ground Ground Control 121.500 General Emergency 243.000 ATIS 132.975 Arrival Information 108.400 SPL VOR SCALE 1 : 350 000 SPL 222 502 km 5 0 51015 15 NM LOC 110.100 VPB 388 446 DME CH38X VPB FROM RIVERNM (IAF) 210 2468 GP 334.400

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Turn right as soon as practicable to intercept SPL 280 FAF and do not overshoot SPL 240. EH621 - Climb to 2000 ft AMSL. Cross EH624 at 2000 ft AMSL. 6.2 VPB 2. Missed approach in case of communication failure GP INOP - Turn right as soon as practicable to intercept SPL 280 and do not overshoot SPL 240. MAPt: THR PEVOS Intercept SPL 280 EH622 - Climb to 3000 ft AMSL. 0 VPB 8.0 VPB to EH624 4.0 VPB - At 7.5 SPL 280/EH624 turn right to SPL. GP INOP - Cross SPL at 3000 ft and execute the Climb to 2000 ft AMSL MNM 1310 AMSL 2000 instrument approach procedure again. 1630 183° DME VPB 990 670 183° 3.0° (5.2%) ILS RDH 50 ft 355 THR ELEV-13

36L 18R 0 NM 10

DIST RELATED TO DME VPB 0 NM 1 2 3 4.0 5 6.2 8 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 18R: -13.1 ft

ACFT CAT I CAT II GP INOP THR 18R 52°21’37’’N 004°42’42’’E CIRCLING* MSA BASED ON SPL VOR / DME CAT Press Alt Radio Alt MAPt: (THR) EH621 52°27’46’’N 004°43’16’’E EH622 52°25’36’’N 004°43’04’’E A 128 (142) 50 620 (630) EH624 52°21’10’’N 004°32’55’’E B 137 (151) 60 780 (790) EH644 52°31’11’’N 004°37’41’’E C 151 (165) 73 690 (710) 880 (890) 1700 D 164 (178) 89 890 (900) D L 167 (181) 96 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC

DISTANCES IN NM 353° on RWY 18L and 36L is not 2300 TAKE-OFF DAY: NIGHT: permitted, except in case of ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: POBAN approach removed, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 13/11 ARTIP, RIVER AND SCHIPHOL SUGOL TRANSITIONS AD 2.EHAM-IAC-18R.2 AIP NETHERLANDS RNAV-NIGHT INSTRUMENT APPROACH CHART TO RWY 18R ILS CAT I/II/III/DME 22 SEP 11

ATC may deviate from the transitions by radar vectors. Rejoining the transition may take place at NIRSI. ILS must be available. P-RNAV approval required EH602 ILS DME VPB reads ZERO at THR 18R. EH601 (see EHAM AD 2.22 EH603 FL 070 FL 070 Given EH waypoints beyond the FAP must be considered to be 270° 270° paragraph 2.6) supplementary information. 292° 52° Altitudes / Speeds 6.1 6.2 40’ N ENTRY LEVELS SCHIPHOL TMA: Cross IAF at FL 100 28.4 During the transition, descend to or maintain a level as instructed by ATC. ARTIP 3B TRANSITION When cleared for NIRSI / NARIX approach RWY 18R: 6.3 180° FROM 378 378 NARIX - Continue via the transition. 295° ARTIP - Switch to QNH at NIRSI/NARIX. EH604 FL 060 ARTIP 2C TRANSITION - Establish a continuous descend path.331 331 388 4000 AMSL 233° 250 KT IAS 8.2 (IAF) - The minimum altitudes shall be respected. 378 EH607 220 KT IAS 6.3 - The published speeds are mandatory. 331 090° 378 325 SPIJKERBOOR / SPY - Execute the ILS approach RWY 18R.331 132° EH600 290° 331 NIRSI 4.9 233° 113.300 / CH80X FL 070 FL 055 4.0 52°32’25’’N 004°51’14’’E 15.1 220 KT IAS 5.0 0

IF / EH608 CASTRICUM 10.8 VPB 52° 3400 AMSL 30’ 112° 469 SUGOL (IAF) 364 183° SUGOL 3B TRANSITION 025° FL 100 16.6 453 10.7 509 MAX 250 KT IAS 522 FAP / EH621 GAS 6.2 VPB (7.9 SPL) COMPRESSOR 443 EH622 440 STATION 417 390 Avoid overflying 4.0 VPB

VAR 0° E (2010) E 0° VAR 417 413 EH606 below 1000 ft AGL (5.8 SPL) 416 160 KT IAS 587 AD ELEV -11 417 338 413 318 479 331 341 EH624 / 7.5 SPL THR 18R 2000 AMSL 280° DME VPB 436 318 SPL 280 344 495 52° 20’ 479 IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 320 025° LANGEVELD SPL 240 WARNING! 23.6 Do not overshoot SPL 240 due to SCHIPHOL / SPL departures RWY 24. 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 683 0

APP 119.050 Schiphol Approach / Departure VALKENBURG 377 (TAR) 121.200 377 52° 10’ 118.400 Schiphol Arrival 131.150 TWR 119.225 Schiphol Tower Primary 118.100 SCALE 1 : 500 000 118.275 502 km 5 0 5 10 15 20 121.900 Schiphol Ground Ground388 Control RIVER 3B TRANSITION 328 626 426 NM 2 1 0 2 4 6 8 10 121.500 General Emergency EH605 243.000 505 132.975 384 ATIS Arrival Information 108.400 SPL VOR 356°

9.2 LOC 110.100 VPB 52° 361 380 1234 00’ 410 DME CH 38X VPB 643 N FROM GP 334.400 RIVER (IAF) 358 358 4°E 4°10’ 4°20’ 4°30’ 4°40’ 4°50’ 5° 5°10’E 1. Missed approach: 2. Missed approach in case of communication failure: TRANSITION LEVEL BY ATC - Inform ATC immediately. - Turn right as soon as practicable to intercept SPL 280 - Turn right as soon as practicable to intercept SPL 280 and do not overshoot SPL 240; TRANSITION ALTITUDE 3000 ft AMSL and do not overshoot SPL 240; - Climb to 3000 ft AMSL; - Climb to 2000 ft AMSL. Cross EH624 at 2000 ft AMSL. - At 7.5 SPL 280/EH624 turn right to SPL; - Cross SPL at 3000 ft AMSL and execute IF the non com instrument approach procedure EH608 as depicted on page AD 2.EHAM-IAC-18R.1. DME 10.8 VPB FAP VPB MNM 3400 AMSL EH621 EH622 6.2 VPB 4.0 VPB CONTINUOUS DESCENT PATH Intercept SPL 280 ILS RDH 50 ft 2000 AMSL 183° to EH624 1310 AMSL Climb to 2000 ft AMSL 160 KT IAS

THR ELEV-13 3.0° (5.2%) 36L 18R DIST RELATED TO DME VPB 0 NM 5 10

0 NM 4.0 6.2 10.8 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 18R: -13.1 ft

ACFT CAT I CAT II CIRCLING* THR 18R 52°21’37’’N 004°42’42’’E MSA BASED ON SPL VOR/DME CAT Press Alt Radio Alt EH600 52°35’44’’N 005°10’49’’E 52°41’17’’N 004°50’57’’E * Circling procedures to and landing EH601 A 128 (142) 50 620 (630) EH602 52°41’18’’N 004°40’48’’E on RWY 18L and 36L is not EH603 52°41’17’’N 004°30’48’’E B 137 (151) 60 permitted, except in case of 780 (790) EH604 52°35’22’’N 004°50’14’’E 1700 an emergency. EH605 52°03’59’’N 004°06’58’’E C 151 (165) 73 880 (890) EH606 52°25’21’’N 004°23’16’’E D 164 (178) 89 EH607 52°35’02’’N 004°38’49’’E 890 (900) EH608 52°32’22’’N 004°43’41’’E D L 167 (181) 96 EH621 52°27’46’’N 004°43’16’’E EH622 52°25’36’’N 004°43’04’’E 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC EH624 52°21’10’’N 004°32’55’’E DISTANCES IN NM 353° 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL VOR / DME AD 2.EHAM-IAC-18R.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18R AMS 22 SEP 11

388 ATC DISCRETION 378 NOTE: 325 325 1. Final approach diverges slightly from 378 060° 2000 extended RWY centreline.

VAR 0° E (2010) E 0° VAR 1 min 2. Navigation in the initial and intermediate AD ELEV-11 approach segment is primarily based on radar vectors provided by ATC. 3. Execution of the complete procedure overhead CASTRICUM depicted by at ATC discretion or G in case of COM-failure. EH644 SPIJKERBOOR / SPY 4. Given EH waypoints beyond the FAF must be 12.1 SPL IF 113.300 / CH80X (11.6 AMS) considered to be supplementary information. 52° EH645 52°32’25’’N 004°51’14’’E 3000 AMSL 10.8 AMS 0 30’ 469 N (10.9 SPL) 364

453 184° 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E GAS FAF EH646 COMPRESSOR SPL 338 7.8 AMS STATION Avoid overflying below 1000 ft AGL 443 417 SPL 292 440 390 SPL 070 417 FROM SUGOL (IAF) 416 413

AMS 004 12.1 250° 410 FROM ARTIP (IAF) 417 112° 587 32.0 338 413 318 31.0 MAPt 331 341 479 EH647 3.0 AMS EH624 / 7.5 SPL 436 2000 AMSL 318 IN CASE OF MISSED APPROACH SPL 280 344

C INFORM ATC IMMEDIATELY 495 ( R FL 070

52° O 479 n WARNING!

20’ e S Do not overshoot 158° s

s 1 SPL 240 due to

5 o departures RWY 24.

th S

P L / WP - 376 e

L 320 r AMSTERDAM / AMS SPL 240 w 52°19’34’’N 005°01’59’’E A G i 113.950 / CH86Y se T FL 070 2 LANGEVELD 52°19’58’’N 004°42’20’’E i 2 n 0 0 1 min s

t K r u T c I t A e SCHIPHOL / SPL d S ) 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 683 L / CH - 388.5 0 52°13’14’’N 004°33’27’’E

377 APP 119.050 Schiphol Approach / Departure 377 L / NV - 332 (TAR) 121.200 52° VALKENBURG 042° 52°09’05’’N 004°45’53’’E 10’ 118.400 Schiphol Arrival N 34.0 131.150 TWR 119.225 Schiphol Tower Primary 118.100 118.275 121.900 Schiphol Ground Ground Control 121.500 General Emergency SCALE 1 : 350 000 502 SPL 222 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information FROM RIVERNM (IAF) 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - 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. FAF 2. Missed approach in case of communication failure IF EH646 EH645 - Turn right as soon as practicable to intercept SPL 280 7.8 AMS and do not overshoot SPL 240. 10.8 AMS - Climb to 3000 ft AMSL. Intercept SPL 280 - At 7.5 SPL 280/EH624 turn right to SPL. MAPt Climb to 2000 ft AMSL EH647 - Cross SPL at 3000 ft and execute the 1735 184° instrument approach procedure again. 3.0 AMS 1415 2000 1100 780 AMS 004 AMS 3.0°(5.2%) THR ELEV-13

36L 18R 0 NM 10

DIST RELATED TO AMS VOR/DME 0 NM 3 4 5 6 7 7.8 10.8 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 18R: -13.1 ft MSA BASED ON SPL VOR / DME ACFT VOR / DME CIRCLING* * Circling procedures to and landing CAT MAPt: 3.0 AMS THR 18R 52°21’37’’N 004°42’42’’E on RWY 18L and 36L is not EH624 52°21’10’’N 004°32’55’’E A 690 (710) permitted, except in case of EH644 52°31’11’’N 004°37’41’’E an emergency. EH645 52°30’45’’N 004°43’41’’E B 780 (790) 690 (710) EH646 52°27’46’’N 004°43’19’’E 1700 C 880 (890) EH647 52°22’57’’N 004°42’43’’E D 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL AD 2.EHAM-IAC-18R.4 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 18R SRE 22 SEP 11

388 ATC DISCRETION 378 325 325 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11

CASTRICUM G GAS COMPRESSOR SPIJKERBOOR / SPY 113.300 / CH80X STATION 52°32’25’’N 004°51’14’’E 52° Avoid overflying 0 30’ below 1000 ft AGL 469 N 364 FAF 453 18R 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

443440 416 417 390 417 413

183° MAPt 410 1.5 TOUCHDOWN 417 587 413 338 318 331 341 479

SCHIPHOL / SPL 436 318 SPL 280 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 344

C 0 495

( R U WARNING! 52° O 479

l Do not overshoot

20’ e

S s SPL 240 due to

s 1

5 departures RWY 24. o

th S

P LANGEVELD L / WP - 376 e

L 320 r w 52°19’34’’N 005°01’59’’E A G SPL 240 i se T

i 2 n 0 s

t K r u T c I t A e d S ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

377 APP 119.050 Schiphol Approach / Departure 377 L / NV - 332 (TAR) 121.200 52° VALKENBURG 52°09’05’’N 004°45’53’’E 10’ 118.400 Schiphol Arrival N 131.150 TWR 119.225 Schiphol Tower Primary 118.100 118.275 121.900 Schiphol Ground Ground Control 121.500 General Emergency SCALE 1 : 350 000 502 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION ALTITUDE 3000 ft AMSL 1. Missed approach: - Inform ATC immediately. - At MAPt turn right to intercept SPL 280 and Intercept SPL 280 do not overshoot SPL 240. Climb to 2000 ft AMSL - Climb to 2000 ft AMSL. 2. Missed approach in case of communication failure: TERMINATING - At MAPt turn right to intercept SPL 280 and FAF do not overshoot SPL 240. 1.5 NM FROM - Climb to 3000 ft AMSL. TOUCHDOWN 2000 1800 - At 2000 ft AMSL start a right climbing turn to SPL 1500 so as to cross SPL at 3000 ft AMSL and hold or MAPt 1200 execute the most suitable instrument approach 900 DESCENT GRADIENT procedure. 450 600 183° 300 ft / NM -2.83° -4.9% TOUCHDOWN THR ELEV-13

36L 18R 0 NM DIST RELATED TO TOUCHDOWN 5

2 1 0 NM 1.5 2 3 4 5 6 6.7 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min 1000 ft/min 1100 ft/min

OCA (OCH) ELEV THR 18R : -13.1 ft MSA BASED ON SPL VOR / DME RWY 18R ELEV -13 OCA 440 OCH 450 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING * A : 620 (630) B : 780 (790) C : 880 (890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC on RWY 18L and 36L is not DISTANCES IN NM 353° TAKE-OFF DAY: NIGHT: 2300 permitted, except in case of ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 ILS CAT I / DME SCHIPHOL AD 2.EHAM-IAC-22.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 22 GP INOP 22 SEP 11

388 ATC DISCRETION 378 325 325 2000

378 060° (2010) E 0° VAR 1 min NOTE: AD ELEV-11 1. Navigation in the initial and intermediate approach segment is primarily based on radar vectors provided by ATC. CASTRICUM 2. Execution of the complete procedure overhead depicted by at ATC discretion or G in case of COM-failure. SPIJKERBOOR / SPY 3. ILS DME SCH reads ZERO at THR 22. 113.300 / CH80X EH648 4. Approaches on RWY 18C or 18R may 14.8 SPL CAUTION 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E be executed simultaneously. (14.8 SCH) Do not confuse RWY 22 with: 30’ Avoid overflying 0 5. Due to this simultaneous use with - TWY situated left of RWY 22 N below 1000 ft AGL 469 main RWY 18C strict adherence to 364 - RWY 24 to the missed approach procedure 221° is essential. 453 509

522 SPL 03614.8 L / OA - 395 IF / EH649 52°28’13’’N 004°45’12’’E 12.3 SCH (13.0 SPL) 440 416 390 443 417 SPL 292 FAF / EH650 SPL 070 417 FROM SUGOL (IAF) 413 587 9.3 SCH (10.0 SPL) 410 3000 AMSL 250° LANSU FROM ARTIP (IAF) 417 221° GP INOP 112° 8.0 SCH 338 413 32.0 (8.7 SPL) 318 31.0 341 479 EH651 331 4.0 SCH (5.0 SPL) 436 318 344

C FL 070 495

( R

U 216°

52° O 479

S l DME SCH 20’ e

s 1 MAPt

5 o EH652 th S FL 070 P LANGEVELD L / WP - 376 e 1.2 SCH L 1 min 320 r w 52°19’34’’N 005°01’59’’E A G i se T

i 2 n 0 s 160° t K r u T c I t A e SCHIPHOL / SPL d S ) 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 683 L / CH - 388.5 0 52°13’14’’N 004°33’27’’E IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY APP 119.050 Schiphol Approach / Departure (TAR) 121.200

377 118.400 Schiphol Arrival 131.150 377 L / NV - 332 52° VALKENBURG 042° 52°09’05’’N 004°45’53’’E TWR 119.225 Schiphol Tower Primary 10’ 118.100 N 34.0 121.800 Schiphol Ground Ground Control

121.500 General Emergency 243.000 ATIS 132.975 Arrival Information 108.400 SPL VOR SCALE 1 : 350 000 SPL 222 502 km 5 0 51015 15 NM LOC 109.150 SCH 388 446 DME CH.28Y SCH FROM RIVERNM (IAF) 210 2468 GP 331.250

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE 1. Missed approach: TRANSITION ALTITUDE 3000 ft AMSL - Inform ATC immediately. FAF - Turn left to track 160° MAG as soon as practicable but EH650 IF not below 400 ft AMSL and climb to 2000 ft AMSL. 9.3 SCH EH649 2. Missed approach in case of communication failure: LANSU GP INOP 12.3 SCH - Turn left to track 160° MAG as soon as practicalbe but 8.0 SCH not below 400 ft AMSL and climb to 3000ft AMSL; MAPt EH651 2900 221° - At 2000 ft AMSL start a left climbing turn to SPL so as EH652 4.0 SCH 2585 to cross SPL at 3000 ft AMSL and execute the 1.2 SCH MNM 1310 AMSL 2265 3000 intrument approach procedure again. 1945 2000 ft AMSL GP INOP 1630

DME 990 221° SCH 675 160° 420 ILS RDH 46 ft 3.0°(5.2%) THR ELEV -14

04 22 DIST RELATED TO ILS DME SCH 0 NM 10

0 NM 1.2 2 3 4 5 6 789 9.3 12.3 GS IN KT 60 80 100120 140 160 180 VERTICAL SPEED 320 ft/min 425 ft/min 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min

OCA (OCH) ELEV THR 22 : -13.6 ft MSA BASED ON SPL VOR / DME ACFT CAT I GP INOP CIRCLING * THR 22 52°18’50’’N 004°48’11’’E CAT MAPt/EH652: 1.2 SCH Press Alt EH648 52°31’52’’N 004°59’21’’E A 129 (142) 620 (630) EH649 52°28’04’’N 005°01’27’’E EH650 52°25’49’’N 004°58’13’’E B 141 (155) 780 (790) 540 (550) EH651 52°21’51’’N 004°52’29’’E 1700 C 151 (165) 880 (890) EH652 52°19’45’’N 004°49’28’’E D 164 (178) 890 (900) 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC

DISTANCES IN NM 353° on RWY 18L and 36L is not 2300 TAKE-OFF DAY: NIGHT: permitted, except in case of ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 ILS CAT I / DME SCHIPHOL COPTER AD 2.EHAM-IAC-22.2 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 22 GP INOP 22 SEP 11

NOTES: VAR 0° E (2010) E 0° VAR DE KOOY 1. GAS STATION: Avoid overflying below 1000 ft AGL. GAS STATION¹ AD ELEV-11 2. ILS DME SCH reads ZERO at THR 22. DEN HELDER / HDR 115.550 / CH102Y 673 3. Approaches on RWY 18C or 18R may be executed 52°54’25’’N 004°45’57’’E 359 simultaneously, thus strict adherence to the missed 0 approach procedure is essential. 4. When RWY 22 is not available, execute a GAS STATION¹ 359 circling procedure to RWY 27 unless otherwise instructed by ATC.

52° 154°

50’ 9.9 N WIERINGERMEER

362 MIDDENMEER 360 360 359 359 NIDOP GAS STATION¹ 9.9 HDR 154 2000 AMSL

154° 11.2 52° 40’

378 378

388 378 EH409 325 331 325 21.1 HDR 154 378 2000 AMSL

QDM WP 178°

7.4 SPIJKERBOOR / SPY 113.300 / CH80X 347 52°32’25’’N 004°51’14’’E 607 CASTRICUM 0 CAUTION S 52° IA Do not confuse RWY 22 with: 30’ T 469 K d) 364 GAS STATION¹ 0 e - TWY situated left of RWY 22 2 ct 2 u tr - RWY 24 T n 453 A i e L / OA - 395 L s 509 P i 522 S rw 52°28’13’’N 004°45’12’’E 5 e IF 1 th o S s 221° EH410 s 440 e 417 LELYSTAD OS l 416 390 12.3 SCH R n 443 C U ( 587 FAF 2000 AMSL 417 413 EH661 410 6.1 SCH 479 417 2000 AMSL APP 119.050 Schiphol Approach / Departure 341 318 413 GP INOP (TAR) 121.200 331 SCHIPHOL / SPL EH651 636 108.400 / CH21X / ATIS 4.0 SCH 436 118.400 Schiphol Arrival 400 52°19’56’’N 004°45’00’’E (5.0 SPL) 344 318 131.150 0 495 52° TWR 119.225 Schiphol344Tower Primary 20’ 320 479 N 118.100 MAPt 344 EH652 121.800 Schiphol Ground Ground Control 1.2 SCH L / WP - 376 52°19’34’’N 005°01’59’’E LANGEVELD 121.500 General Emergency 160° DME SCH 243.000 ATIS 132.975 Arrival Information SCALE 1 : 500 000 108.400 SPL VOR 683 km 5 0 5 10 15 20 LOC 109.150 SCH IN CASE OF MISSED APPROACH DME CH.28Y SCH NM 2 1 0 2 4 6 8 10 INFORM ATC IMMEDIATELY GP 331.250

4°20’E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’ 5°30’E

1. Missed approach: DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION LEVEL BY ATC - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Turn left to track 160° MAG as soon as practicable but not below 400 ft AMSL and climb to 2000 ft AMSL. FAF 2. Missed approach in case of communication failure: EH661 - Turn left to track 160° MAG as soon as practicalbe but EH651 6.1 SCH IF not below 400 ft AMSL and climb to 3000 ft AMSL; 4.0 SCH GP INOP EH410 MAPt - At 2000 ft AMSL start a left climbing turn to SPL so as MNM 1310 12.3 SCH EH652 1945 to cross SPL at 3000 ft AMSL and execute the SCH AMSL instrument approach procedure again. 1.2 SCH 1630 2000 ft AMSL GP INOP 221° 2000 990 675 221° 160° 420 ILS RDH 46 ft 3.0° (5.2%) THR ELEV -14

04 22 DIST RELATED TO ILS DME SCH 0 NM 10 6.1 0 NM 1.2 2 3 4.0 5 6 12.3 GS IN KT 60 80 100120 140 160 180 VERTICAL SPEED 320 ft/min 425 ft/min 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min

OCA (OCH) ELEV THR 22 : -13.6 ft MSA BASED ON SPL VOR/DME ACFT CAT I GP INOP * Circling procedures to and landing CIRCLING * THR 22 52°18’50’’N 004°48’11’’E CAT MAPt/EH652: 1.2 SCH on RWY 18L and 36L is not Press Alt EH409 52°35’27’’N 005°01’03’’E permitted, except in case of 129 (142) 540 (550) 620 (630) EH410 52°28’05’’N 005°01’29’’E H an emergency. 1700 EH661 52°23’28’’N 004°54’49’’E EH651 52°21’51’’N 004°52’29’’E EH652 52°19’45’’N 004°49’28’’E

310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC DISTANCES IN NM 353° 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA LANDING DAY: NIGHT: IN FEET CHANGE: New chart. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL AD 2.EHAM-IAC-22.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 22 SRE 22 SEP 11

388 ATC DISCRETION 378 325 325 378 060° 2000

1 min VAR 0° E (2010) E 0° VAR AD ELEV-11

CASTRICUM G SPIJKERBOOR / SPY 113.300 / CH80X 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 30’ Avoid overflying 0 N below 1000 ft AGL 469 364 453 509 522 L / OA - 395 52°28’13’’N 004°45’12’’E

440 416 443 417 390 417 413 FAF 410 22 417 587 FAF 338 413 18R 318 341 479 331 SCHIPHOL / SPL 108.400 / CH21X / ATIS 221° 436 52°19’56’’N 004°45’00’’E L / WP - 376 318 0 344 52°19’34’’N 005°01’59’’E

C 495

( R

52° O 479

20’ e

S s MAPt

s 1

5 1.5 TOUCHDOWN o

th S

P LANGEVELD e IN CASE OF MISSED APPROACH L 320 r

w A G INFORM ATC IMMEDIATELY i se T

i 2 n 0 s

t K r 160° u T c I t A e d S ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

121.800 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 502 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach: TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - At MAPt turn left to track 160° MAG as soon as practicable and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure: - At MAPt turn left to track 160° MAG as soon as practicable and climb to 3000 ft AMSL ; - At 2000 ft AMSL start a left climbing turn to SPL so as 2000 ft AMSL FAF to cross SPL at 3000 ft AMSL and hold or execute the most suitable instrument approach procedure. TERMINATING 2000 1.5 NM FROM 1800 TOUCHDOWN 1500 160° 1200 MAPt 900 DESCENT GRADIENT 221° 600 300 ft / NM - 2.83° - 4.9% TOUCHDOWN THR ELEV - 14

04 22 0 NM 5 10 DIST RELATED TO : TOUCHDOWN 0 NM 1.5 2 3 4 5 6 6.7 GS IN KT 60 80 100 120 140 160 180 VERTICAL SPEED 300 ft/min 400 ft/min 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min

OCA (OCH) ELEV THR 22 : -13.6 ft MSA BASED ON SPL VOR / DME RWY 22 * Circling procedures to and landing ELEV - 14 on RWY 18L and 36L is not OCA 570 permitted, except in case of an emergency. OCH 580 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING * A : 620 (630) B : 780 (790) C : 880(890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° TAKE-OFF DAY: NIGHT: DISTANCES IN NM 2300 NA NA ALTITUDES AND ELEVATIONS LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 VOR / DME SCHIPHOL AD 2.EHAM-IAC-24.1 PAM / CIRCLING 24 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 24 22 SEP 11

ATC DISCRETION 388 NOTE: 378 325 325 1. Navigation in the initial and intermediate approach segment is primarily based on 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min radar vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM 3. Given EH waypoints beyond the FAF must be G considered to be supplementary information. SPIJKERBOOR / SPY 113.300 / CH80X 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 0 30’ Avoid overflying 469 N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 443 417 SPL 292 390 SPL 070 417 FROM SUGOL (IAF) 416 413 410 250° FROM ARTIP (IAF) 417 112° 587 338 32.0 413 318 31.0 331 341 479 SCHIPHOL / SPL 108.400 / CH21X / ATIS PAMPUS / PAM 52°19’56’’N 004°45’00’’E 436 117.800 / CH125X 0 52°20’05’’N 005°05’32’’E 318 0 344

C 495 OUBD

( FL 070 R

U 3000 AMSL 267°

52° O 479 089° 12.6

20’ e

S s PAM 267 123° s 1 MAPt FAF 5 A/B o EH654 EH655 140° th S 1 min P LANGEVELD 8.9 PAM 5.8 PAM L / WP - 376 e FL 070 L 320 r w THR 24 52°19’34’’N 005°01’59’’E A G 1 min i se T WARNING! C/D 2 i 2 NOTE: 1 min n After passing 8 PAM expect 0 s 238° moderate turbulence on VOR / DME APPROACH t K r u T 269° final approach when average RWY 24 VIA PAM c I t A e wind velocity exceeds 30 kts. d S ) IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

121.700 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 502 SPL 222 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information FROM RIVERNM (IAF) 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE 1. Missed approach TRANSITION ALTITUDE 3000 ft AMSL - Inform ATC immediately - At MAPt turn left to track 238° MAG and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure: PAM - At MAPt turn left to track 238° MAG and FAF climb to 3000 ft AMSL; 2000 ft AMSL EH655 - After passing 2000 ft AMSL start a right turn to SPL 5.8 PAM so as to cross SPL at 3000 ft AMSL and MAPt execute the instrument approach procedure again. EH654 1950 PAM 267 8.9 PAM 1630 238° 1310 2000 1000 PAM 267 3.0° (5.2%) THR ELEV -11

06 24 DIST RELATED TO PAM VOR / DME 0 NM 510 8.9 8 7 6 5.8 5 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 24 : -11 ft 52°18’16’’N THR 24 004°46’39’’E MSA BASED ON SPL VOR / DME EH654 52°19’42’’N 004°51’02’’E ACFT VOR / DME - CIRCLING 24* * For circling to other RWYs EH655 52°19’50’’N 004°56’01’’E CAT MAPt / EH654: 8.9 PAM mentioned OCA/H must be respected. A * Circling procedures to and landing B 1000 (1010) on RWY 18L and 36L is not 1700 C permitted, except in case of an emergency. D 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC 353° TAKE-OFF DAY: NA NIGHT: NA DISTANCES IN NM 2300 ALTITUDES AND ELEVATIONS LANDING DAY: 1100 ft / 6000m NIGHT: 1100 ft / 6000m IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL ILS CAT I/II/III/DME AD 2.EHAM-IAC-27.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 27 GP INOP 22 SEP 11

388 ATC DISCRETION 378 NOTE: 325 325 1. Navigation in the initial and intermediate 378 060° 2000 approach segment is primarily based on radar

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM G 3. ILS DME BVB reads ZERO at THR 27. 4. Approaches on RWY 06, 18C, 18R or 36R may SPIJKERBOOR / SPY be executed simultaneously. 113.300 / CH80X 5. In case of missed approach: 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 0 Expedite climb to 2000 ft AMSL. 30’ Avoid overflying 469 N below 1000 ft AGL 6. Given EH waypoints beyond the FAF must be 364 considered to be supplementary information. 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 443 417 SPL 292 390 SPL 070 417 FROM SUGOL (IAF) 416 413 250° 410 FROM ARTIP (IAF) 417 112° 587 338 413 32.0 318 31.0 331 341 479 SCHIPHOL / SPL 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 436 0 318 344 L / WP - 376

C 495 OUBD 52°19’34’’N 005°01’59’’E

( FL 070 R

U 3000 AMSL 52° O 479 n 092° 10.4

S l 267° 20’ e

s 1 267°

5 o 123°

th FAF S 267° EH640 A/B P LANGEVELD 140° e EH639 L 320 4.0 BVB r 1 min w FL 070 6.2 BVB A G MAPt (5.8 SPL) i se T 1 min THR 27 160 KT IAS (7.9 SPL) 2 GP INOP i 2 0 BVB C/D n 0 s 1 min t K r 272° DME BVB WARNING! u T c When average surface wind velocity I t A e d S exceeds 30 kt, moderate turbulence ) can be expected on final approach from APPROX 3 to 1 BVB. 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

APP 119.050 Schiphol Approach / Departure (TAR) 121.200 377 118.400 Schiphol Arrival 377 L / NV - 332 131.150 52° VALKENBURG 042° 52°09’05’’N 004°45’53’’E TWR 119.225 Schiphol Tower Primary 10’ 118.100 N 34.0 121.800 Schiphol Ground Ground Control

121.500 General Emergency 243.000 ATIS 132.975 Arrival Information SCALE 1 : 350 000 108.400 SPL VOR SPL 222 502 km 5 0 51015 15 NM LOC 111.550 BVB 388 446 DME CH 52Y BVB FROM RIVERNM (IAF) 210 2468 GP 332.750

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 267° MAG and climb to 3000 ft AMSL. 2. Missed approach in case of communication failure - Track 267° MAG and climb to 3000 ft AMSL; L - When passing 2000 ft AMSL start a right turn to FAF WP WP and cross WP at 3000 ft AMSL; EH639 - After WP descend to 2000 ft AMSL in the outbound turn MAPt: THR EH640 6.2 BVB and execute the instrument approach procedure again. 0 BVB 4.0 BVB GP INOP GP INOP MNM 1310 AMSL 3000 ft AMSL 1630 267° DME 2000 BVB 995 675 355 3.0° (5.2%) ILS RDH 50 ft 267° 267° THR ELEV-12

09 27 8.7 DIST RELATED TO DME BVB 0 NM 10

0 NM 1 234.0 5 6.2 GS IN KT 100120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 27: -12.1 ft

CAT I CAT II GP INOP * Circling procedures to and landing on RWY 18L and ACFT MSA BASED ON SPL VOR / DME MAPt: THR CIRCLING*/** 36L is not permitted, except in case of an emergency. CAT Press Alt Radio Alt ** Circling RWY 22: do not mistake RWY 24 for RWY 22. A 125 (138) 50 620 (630) 60 780 (790) B 132 (145) THR 27 52°19’06’’N 004°47’49’’E C 145 (158) 73 440 (450) 880 (890) EH639 52°19’26’’N 004°57’50’’E 1700 EH640 52°19’19’’N 004°54’19’’E D 158 (171) 86 890 (900) D L 161 (174) 86 310°

CEILING AND VISIBILITY MINIMA 353° BEARINGS ARE MAGNETIC 2300 TAKE-OFF DAY: NIGHT: DISTANCES IN NM NA NA ALTITUDES AND ELEVATIONS IN FEET LANDING DAY: NIGHT: CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL VOR/DME AD 2.EHAM-IAC-27.2 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 27 PAM 22 SEP 11

388 ATC DISCRETION 378 NOTE: 325 325 1. Navigation in the initial and intermediate 378 060° 2000 approach segment is primarily based on radar

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM G 3. Given EH waypoints beyond the FAF must be considered to be supplementary information. SPIJKERBOOR / SPY 113.300 / CH80X 4. Final track 1.9° offset from RWY centreline. 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 0 30’ Avoid overflying 469 N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 443 417 SPL 292 390 SPL 070 417 FROM SUGOL (IAF) 416 413 250° 410 FROM ARTIP (IAF) 417 587 112° 338 32.0 413 318 31.0 331 341 479 SCHIPHOL / SPL 108.400 / CH21X / ATIS PAMPUS / PAM 52°19’56’’N 004°45’00’’E 436 117.800 / CH125X 0 52°20’05’’N 005°05’32’’E 318 0 344

C IN CASE OF MISSED APPROACH 495 OUBD

( FL 070 R 265° U 3000 AMSL

52° O INFORM ATC IMMEDIATELY 479 089° 12.6

20’ e

S s 121° s 1

5 265° FAF A/B o PAM 265 138° 1 min th S MAPt EH656 P LANGEVELD e THR 27 L / WP - 376 L 320 4.8 PAM r w 10.9 PAM A G FL 070 52°19’34’’N 005°01’59’’E i se T 1 min WARNING! C/D 2

i 2 1 min n When average surface wind velocity 0 s

t K exceeds 30 kt, moderate turbulence r u T 269° can be expected on final approach c I t A e from APRX 8 PAM - 10 PAM. d S ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

121.800 Schiphol Ground Ground Control

121.500 General Emergency SCALE 1 : 350 000 502 SPL 222 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information FROM RIVERNM (IAF) 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach: TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 265° MAG and climb to 3000 ft AMSL. 2. Missed approach in case of communication failure: - Track 265° MAG and climb to 3000 ft AMSL; - When passing 2000 ft AMSL start a right turn FAF PAM to PAM and cross PAM at 3000 ft AMSL; EH656 - After PAM descend to 2000 ft AMSL in the 4.8 PAM outbound turn and execute the instrument PAM 265 approach procedure again. MAPt: THR 3000 ft AMSL 10.9 PAM 1605 1285 2000 265° 965 PAM 265 3.0° (5.2%) THR ELEV -12

09 27 5 10 DIST RELATED TO PAM VOR/DME 0 NM 10.9 8 7 6 4.8 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 27: -12.1 ft MSA BASED ON SPL VOR / DME VOR/DME CIRCLING */** * Circling procedures to and landing MAPt (THR) THR 27 52°19’06’’N 004°47’49’’E on RWY 18L and 36L is not EH656 52°19’38’’N 004°57’49’’E A 730 (740) permitted, except in case of an emergency. B 780 (790) 730 (740) ** Circling RWY 22: do not mistake 1700 C 880 (890) RWY 24 for RWY 22. D 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC DISTANCES IN NM 353° TAKE-OFF DAY: NIGHT: 2300 NA NA ALTITUDES AND ELEVATIONS LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL AD 2.EHAM-IAC-27.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 27 SRE 22 SEP 11

388 ATC DISCRETION 378 325 325 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11

CASTRICUM G SPIJKERBOOR / SPY 113.300 / CH80X 52° GAS COMPRESSOR STATION 52°32’25’’N 004°51’14’’E 0 30’ Avoid overflying 469 N below 1000 ft AGL 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

440 417 443 390 417 416 413 410 417 587 338 413 318 331 341 479 PAMPUS / PAM SCHIPHOL / SPL 436 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E 318 0 52°19’56’’N 004°45’00’’E 344

C 0 495

( R

52° O 479

20’ e FAF S

s 267°

s 1 27

5 IN CASE OF MISSED APPROACH 267° o th S INFORM ATC IMMEDIATELY MAPt P e L / WP - 376 L 320 r 1.5 TOUCHDOWN w A G 52°19’34’’N 005°01’59’’E i se T WARNING! 2 LANGEVELD i 2 n When average surface wind velocity 0 s

t K exceeds 30 kt, moderate turbulence r u T can be expected on final approach c I t A e from APRX 8 PAM - 10 PAM. d S ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

377 377

L / NV - 332 52° VALKENBURG 52°09’05’’N 004°45’53’’E APP 119.050 Schiphol Approach / Departure 10’ (TAR) 121.200 N 118.400 Schiphol Arrival 131.150 TWR 119.225 Schiphol Tower Primary 118.100

121.500 SCALE 1 : 350 000 502General Emergency 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E 1. Missed approach TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 267° MAG and climb to 3000 ft AMSL. 2. Missed approach in case of communication failure - Track 267° MAG and climb to 3000 ft AMSL; - When passing 2000 ft AMSL start a right turn to WP and cross WP at 3000 ft AMSL; - After WP descend to 2000 ft AMSL in the outbound turn FAF and hold or execute the most suitable instrument TERMINATING approach procedure. 1.5 NM FROM 2000 TOUCHDOWN 1800 1500 3000 ft AMSL 267° MAPt 1200 900 267° DESCENT GRADIENT 300 ft / NM - 2.83° - 4.9% THR ELEV -12 TOUCHDOWN

09 27 DIST RELATED TO : TOUCHDOWN 0 NM 5 10 0 NM 1.5 3 4 5 6 6.7 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min 1000 ft/min 1100 ft/min

OCA (OCH) ELEV THR 27 : -12.1 ft MSA BASED ON SPL VOR / DME RWY 27 * Circling procedures to and landing on RWY 18L and ELEV -12 36L is not permitted, except in case of an emergency. OCA 730 ** Circling RWY 22: do not mistake RWY 24 for RWY 22. OCH 740 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING */** A : 730 (740) B : 780 (790) C : 880 (890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL ILS CAT I / II / III / DME AD 2.EHAM-IAC-36C.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 36C GP INOP 15 DEC 11

388 ATC DISCRETION NOTES: 378 1. 325 325 Navigation in the initial and intermediate 2000 approach segment is primarily based on radar 378 060° vectors provided by ATC.

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11 2. Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM 3. ILS DME MSA reads ZERO at THR 36C. G 4. Approaches on RWY 36R may be executed SPIJKERBOOR / SPY simultaneously. 113.300 / CH80X GAS COMPRESSOR STATION 5. Given EH-waypoints beyond the FAF must be 52° 52°32’25’’N 004°51’14’’E Avoid overflying considered to be supplementary information. 30’ 0 below 1000 ft AGL 469 N 6. In case of missed approach expedite climb 364 to 2000 ft AMSL. 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 440 443 417 SPL 292 390 SPL 070 417 FROM SUGOL (IAF) 416 413 417 410 250° FROM ARTIP (IAF) 112° 479 413 587 331 338 32.0 318 31.0 SCHIPHOL / SPL 341 FL 070 108.400 / CH21X / ATIS 1 min 52°19’56’’N 004°45’00’’E 0 436 026° 318 003° 344

C 495

( R

52° O 479

20’ e FL 070 S

s 1

th S

P LANGEVELD L / WP - 376 e

L DME MSA 320 r w 52°19’34’’N 005°01’59’’E A G i se T

2 MAPt i 2 n SCALE 1 : 350 000 0 s THR 36C t K r u T km 5 0 51015 c I t A e d S NM 210 2468 ) 683 L / CH - 388.5 EH633 52°13’14’’N 004°33’27’’E 4.0 MSA (5.6 SPL) 160 KT IAS APP 119.050 Schiphol Approach / Departure (TAR) 121.200

SPL 206 13.3 FAF / EH632 118.400 Schiphol Arrival 377 6.2 MSA (7.8 SPL) 131.150 GP INOP 377 003° TWR 119.225 Schiphol Tower Primary VALKENBURG 52° 042° OLGAX 118.100 10’ 8.0 MSA (9.6 SPL) 34.0 N 121.800 Schiphol Ground Ground Control

EH 657 L / NV - 332 121.500 General Emergency 13.3 SPL 52°09’05’’N 004°45’53’’E 243.000 3000 AMSL ATIS 132.975 Arrival Information 108.400 SPL VOR

SPL 222 502 15 NM LOC 108.750 MSA 388 446 DME CH24Y MSA FROM RIVER (IAF) GP 330.350

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE 1. Missed approach: TRANSITION ALTITUDE 3000 ft AMSL - Inform ATC immediately. - Track 003° MAG and climb to 2000 ft AMSL. 2. Missed approach in case of communication failure: FAF - Track 003° MAG and climb to 3000 ft AMSL, EH632 proceed to L-OA; over L-OA turn left to SPL. OLGAX 6.2 MSA EH633 - Cross SPL at 3000 ft AMSL and execute 8.0 MSA GP INOP 4.0 MSA the instrument approach procedure again. MNM 1310 AMSL MAPt: THR 003° 1630 0 MSA GP INOP 2000 003° 995 DME MSA 3.0°(5.2%) 675 ILS RDH 50 ft 355 2000 ft AMSL 003° THR ELEV -12 10 36C 18C DIST RELATED TO ILS DME MSA 0 NM 8.0 6.2 5 4.0 3 2 1 0 NM GS IN KT 100 120 140 160 180 200 220 TIME AND VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 36C : - 12 ft

ACFT CAT I CAT II GP INOP CIRCLING * THR 36C 52°18’21’’N 004°44’16’’E MSA BASED ON SPL VOR / DME CAT Press Alt Radio Alt MAPt: THR 36C EH632 52°12’12’’N 004°43’42’’E EH633 52°14’22’’N 004°43’54’’E A 123 (135) 50 620 (630) EH657 52°07’59’’N 004°35’32’’E B 133 (145) 60 780 (790) C 142 (154) 880 (890) 73 320 (330) 1700 D 149 (161) 86 890 (900) D L 149 (161) 86 310° CEILING AND VISIBILITY MINIMA * Circling procedures to and landing BEARINGS ARE MAGNETIC on RWY 18L and 36L is not DISTANCES IN NM 353° TAKE-OFF DAY : NIGHT : ALTITUDES AND ELEVATIONS 2300 NA NA permitted, except in case of IN FEET LANDING DAY : NIGHT : an emergency. CHANGE: LOMKO approach removed, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 13/11 SCHIPHOL VOR / DME AD 2.EHAM-IAC-36C.2 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 36C SPL 22 SEP 11

388 ATC DISCRETION 378 325 325 NOTE: 378 060° 2000 1. Navigation in the initial and intermediate

VAR 0° E (2010) E 0° VAR 1 min approach segment is primarily based on radar AD ELEV-11 vectors provided by ATC. 2. Execution of the complete procedure overhead depicted by at ATC discretion or CASTRICUM in case of COM-failure. G 3.Given EH-waypoints beyond the FAF must be SPIJKERBOOR / SPY considered to be supplementary information. 113.300 / CH80X GAS COMPRESSOR STATION 4.Final track 6.7° offset from RWY centreline. 52° 52°32’25’’N 004°51’14’’E Avoid overflying 30’ 0 below 1000 ft AGL 469 N 364 453 509 L / OA - 395 522 52°28’13’’N 004°45’12’’E

IN CASE OF MISSED APPROACH INFORM ATC IMMEDIATELY 440 443 417 390 SPL 070 SPL 292 417 FROM SUGOL (IAF) 416 413 250° 417 410 FROM ARTIP (IAF) 112° 479 413 587 331 338 32.0 318 31.0 FL 070 SCHIPHOL / SPL 341 108.400 / CH21X / ATIS 1 min 52°19’56’’N 004°45’00’’E 0 436 026° 318 003° 344

C 495

( R

52° O 479

20’ e FL 070 S

s 1

th S

P LANGEVELD L / WP - 376 e

L 320 r w 52°19’34’’N 005°01’59’’E A G i se T

i 2 n 0 s MAPt t K r u T EH660 c I t A 3.1 SPL e d S ) 683 L / CH - 388.5 SCALE 1 : 350 000 52°13’14’’N 004°33’27’’E km 5 0 51015

SPL 190 NM 210 2468

SPL 206 13.3 FAF 377 EH658 APP 119.050 Schiphol Approach / Departure 7.8 SPL 377 (TAR) 121.200 VALKENBURG 52° 042° 010° 10’ 118.400 Schiphol Arrival 34.0 N 131.150 IF EH659 TWR 119.225 Schiphol Tower Primary EH657 10.8 SPL L / NV - 332 118.100 13.3 SPL 52°09’05’’N 004°45’53’’E 3000 AMSL 121.800 Schiphol Ground Ground Control

121.500 General Emergency SPL 222 502 15 NM 243.000 388 446 SPL 190 ATIS 132.975 Arrival Information FROM RIVER (IAF) 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach: TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 003° MAG and climb to 2000 ft AMSL.

2. Missed approach in case of communication failure: IF FAF - Track 003° MAG and climb to 3000 ft AMSL, EH659 EH658 proceed to L-OA; over L-OA turn left to SPL. 10.8 SPL 7.8 SPL SPL - Cross SPL at 3000 ft AMSL and execute the instrument approach SPL 190 010° procedure again. 2000 1750 SPL 190 MAPt 2000 ft AMSL 1430 EH660 1115 3.1 SPL 3.0°(5.2 %) 003° 795

THR ELEV -12 36C 18C DIST RELATED TO SPL VOR / DME 10 5 0 NM 10.8 7.8 7 6 543.1 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

OCA (OCH) ELEV THR 36C : - 12 ft MSA BASED ON SPL VOR / DME ACFT VOR / DME CIRCLING * * Circling procedures to and landing THR 36C 52°18’21’’N 004°44’16’’E CAT MAPt : 3.1 SPL on RWY 18L and 36L is not EH657 52°07’59’’N 004°35’32’’E A 620 (630) permitted, except in case of EH658 52°12’16’’N 004°42’48’’E an emergency. EH659 52°09’19’’N 004°41’58’’E B 780 (790) EH660 52°16’54’’N 004°44’07’’E 380 (390) 1700 C 880 (890) D 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° TAKE-OFF DAY : NIGHT : DISTANCES IN NM 2300 NA NA ALTITUDES AND ELEVATIONS LANDING DAY : NIGHT : IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL ILS CAT I/II/III / DME AD 2.EHAM-IAC-36R.1 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 36R GP INOP 05 APR 12

388 ATC DISCRETION NOTES: 378 325 325 1.Navigation in the initial and intermediate approach segment is primarily based on radar 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min vectors provided by ATC. AD ELEV-11 2.Execution of the complete procedure overhead depicted by at ATC discretion or in case of COM-failure. CASTRICUM 3.DME ABA reads ZERO at THR 36R. G 4.Approaches on RWY 06, 18C, 18R, 27 or 36C SPIJKERBOOR / SPY may be executed simultaneously. 113.300 / CH80X GAS COMPRESSOR STATION 5.In case of missed approach: 52° 52°32’25’’N 004°51’14’’E Avoid overflying Do not overshoot the initial missed approach 30’ 0 below 1000 ft AGL 469 altitude of 1500 ft AMSL. N 364 6.Given EH waypoints beyond the FAF must be 453 509 considered to be supplementary information. IN CASE OF MISSED APPROACH 522 INFORM ATC IMMEDIATELY L / OA - 395 52°28’13’’N 004°45’12’’E 440 416 443 417 SPL 292 390 SPL 070 417 FROM SUGOL (IAF) 413 410 250° FROM ARTIP (IAF) 479 417 413 587 112° 374 32.0 338 318 31.0 FL 070 331 341 1 min EH637 2.8 SPL 436 1500 AMSL 318 344 003°

C 495 ( 357° R FL 070

52° O 479

20’ e

s 1 SCHIPHOL / SPL 5 o 108.400 / CH21X / ATIS th S

P LANGEVELD L / WP - 376 e 52°19’56’’N 004°45’00’’E

L 320 r w 0 52°19’34’’N 005°01’59’’E A G i se T

i 2 177° MAPt n DME ABA SCALE 1 : 350 000 0 s THR 36R t r KIAS u km 5 0 51015 c t e 10.8 d NM 210 2468 ) 003° 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E EH635 4.0 ABA (6.5 SPL) 160 KIAS APP 119.050 Schiphol Approach / Departure (TAR) 121.200 377 EH636 118.400 Schiphol Arrival 377 6.2 ABA 131.150 VALKENBURG 52° 042° (8.7 SPL) 10’ TWR 119.225 Schiphol Tower Primary N 34.0 L / NV - 332 118.100 OUBD 52°09’05’’N 004°45’53’’E 121.800 Schiphol Ground Ground Control 3000 AMSL FAF 130° 121.500 General Emergency EH634 147° 243.000 9.3 ABA 15 NM (11.8 SPL) ATIS 132.975 Arrival Information 003° GP INOP A/B 108.400 SPL VOR SPL 222 1 min C/D 502 1 min LOC 111.950 ABA 388 446 DME CH56Y ABA FROM RIVER (IAF) GP 330.950

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION ALTITUDE 3000 ft AMSL FAF EH634 9.3 ABA L 1. Missed approach: GP INOP NV - Inform ATC immediately. EH636 - Track 003° MAG and climb to 1500 ft AMSL.. 003° 6.2 ABA EH635 - At 2.8 north of SPL climb to 2000 ft AMSL. MAPt: THR 2585 4.0 ABA 2. Missed approach in case of communication failure: 3000 0 ABA 2265 MNM 1310 AMSL EH637 - Track 003° MAG and climb to 1500 ft AMSL; GP INOP 2000 1630 2.8 SPL - When 1500 ft AMSL is reached start a right turn to NV, ATC DISCRETION climb to cross NV at 3000 ft AMSL; 2000 - After NV descend to 2000 ft AMSL in the outbound turn DME 1500 2000 ft AMSL 003° 995 ABA and execute the instrument approach procedure again. 3.0° (5.2 %) 675 355 003° ILS RDH 50 ft THR ELEV-11

8.4 36R 18L DIST RELATED TO DME ABA 10 0 NM

9.3 8 7 6.2 5 4.0 3210 NM GS IN KT 100 120 140 160 180 200 220 TIME AND VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min OCA (OCH) ELEV THR 36R : -11.1 ft MSA BASED ON SPL VOR / DME ACFT CAT I CAT II GP INOP THR 36R 52°17’27’’N CIRCLING * 004°46’38’’E CAT Press Alt Radio Alt MAPt (THR) EH634 52°08’11’’N 004°45’47’’E EH635 52°13’28’’N 004°46’16’’E A 147 (158) 60 620 (630) EH636 52°11’18’’N 004°46’04’’E EH637 52°22’24’’N 004°47’06’’E B 157 (168) 69 780 (790) C 163 (174) 83 430 (440) 880 (890) 1700 D 176 (187) 99 890 (900) DL 183 (194) 99 310° * Circling procedures to and landing CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC 353° on RWY 18L and 36L is not DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: permitted, except in case of ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: an emergency. CHANGE: OCA(OCH), editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 SCHIPHOL NDB / DME AD 2.EHAM-IAC-36R.2 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 36R NV / ABA 05 APR 12

388 ATC DISCRETION 378 325 325 NOTE: 378 060° 2000 1. Navigation in the initial and intermediate

VAR 0° E (2010) E 0° VAR 1 min approach segment is primarily based on radar AD ELEV-11 vectors provided by ATC. 2.Execution of the complete procedure overhead depicted by at ATC discretion or CASTRICUM in case of COM-failure. G 3.Given EH waypoints beyond the FAF must be SPIJKERBOOR / SPY considered to be supplementary information. 113.300 / CH80X GAS COMPRESSOR STATION 52° 52°32’25’’N 004°51’14’’E Avoid overflying 30’ 0 below 1000 ft AGL 469 N 364 453 509 IN CASE OF MISSED APPROACH 522 INFORM ATC IMMEDIATELY L / OA - 395 52°28’13’’N 004°45’12’’E 440

SPL 292 443 417 390 SPL 070 417 FROM SUGOL (IAF) 416 413 410 250° FROM ARTIP (IAF) 479 417 413 587 112° 338 374 32.0 318 31.0 FL 070 331 341 1 min EH637 2.8 SPL 436 1500 AMSL 318 344 003°

C 495 ( 357° R FL 070

52° O 479

20’ e

s 1 SCHIPHOL / SPL 5 o 108.400 / CH21X / ATIS th S

P LANGEVELD L / WP - 376 e 52°19’56’’N 004°45’00’’E

L 320 r w 0 52°19’34’’N 005°01’59’’E A G i se T DME ABA 2 MAPt i 2 177° n SCALE 1 : 350 000 0 s THR 36R

t KIAS r u km 5 0 51015 c t e 10.8 d NM 210 2468 ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E QDR NV 003° EH635 4.0 ABA (6.5 SPL) 160 KIAS APP 119.050 Schiphol Approach / Departure 377 (TAR) 121.200 FAF 377 EH636 118.400 Schiphol Arrival 6.2 ABA 52° VALKENBURG 042° 131.150 10’ (8.7 SPL) N 34.0 TWR 119.225 Schiphol Tower Primary L / NV - 332 OUBD 118.100 52°09’05’’N 004°45’53’’E 3000 AMSL 121.800 Schiphol Ground Ground Control 130° 147° 121.500 General Emergency 15 NM 243.000 003° ATIS 132.975 Arrival Information 502 SPL 222 C/D 108.400 SPL VOR A/B 1 min 1 min 449388 446 LOC 111.950 ABA 387 FROM RIVER (IAF) DME CH56Y ABA

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION LEVEL BY ATC TRANSITION ALTITUDE 3000 ft AMSL 1. Missed approach: - Inform ATC immediately. - Track 003° MAG and climb to 1500 ft AMSL.. FAF - At 2.8 north of SPL climb to 2000 ft AMSL. EH636 2. Missed approach in case of communication failure: EH635 L 6.2 ABA - Track 003° MAG and climb to 1500 ft AMSL; NV 4.0 ABA - When 1500 ft AMSL is reached start a right turn MNM 1310 AMSL MAPt: THR 2000 EH637 to NV, climb to cross NV at 3000 ft AMSL; 0 ABA - After NV descend to 2000 ft AMSL in the 1630 2.8 SPL 1310 outbound turn and execute the 2000 DME instrument approach procedure again. QDR NV 003° 1500 995 ABA 2000 ft AMSL 3.0°(5.2 %) 675 003° THR ELEV-11

8.4 36R 18L DIST RELATED TO DME ABA 10 0 NM

6.2 5 4.0 32 0 NM GS IN KT 100 120 140 160 180 200 220 TIME AND VERTICAL SPEED 530 ft/min 635 ft/min 745 ft/min 850 ft/min 955 ft/min 1060 ft/min 1165 ft/min

MSA BASED ON SPL VOR / DME OCA (OCH) ELEV THR 36R: -11.1 ft

ACFT NDB/DME THR 36R 52°17’27’’N 004°46’38’’E MAPt:THR CIRCLING * * Circling procedures to and landing CAT on RWY 18L and 36L is not EH635 52°13’28’’N 004°46’16’’E permitted, except in case of EH636 52°11’18’’N 004°46’04’’E A 620 (630) EH637 52°22’24’’N 004°47’06’’E an emergency. B 780 (790) 1700 570 (580) C 880 (890)

D 890 (900) 310°

CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC 353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA LANDING DAY: NIGHT: IN FEET CHANGE: editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 SCHIPHOL AD 2.EHAM-IAC-36R.3 AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 36R SRE 05 APR 12

388 ATC DISCRETION 378 325 325 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11

CASTRICUM G SPIJKERBOOR / SPY 113.300 / CH80X GAS COMPRESSOR STATION 52° 52°32’25’’N 004°51’14’’E Avoid overflying 30’ 0 below 1000 ft AGL 469 N 364 453 509 IN CASE OF MISSED APPROACH 522 INFORM ATC IMMEDIATELY L / OA - 395 52°28’13’’N 004°45’12’’E 440

443 417 390 417 416 413 410 479 417 413 587 338 374 318 331 341 EH637 2.8 SPL 436 1500 AMSL 318 344 003°

C 495

( R

52° O 479

20’ e

s 1

5 o SCHIPHOL / SPL th S 108.400 / CH21X / ATIS P LANGEVELD L / WP - 376 e

L 320 r 52°19’56’’N 004°45’00’’E w 52°19’34’’N 005°01’59’’E A G 0 i se T

i 2 n 0 s

t KIAS r u c MAPt t e 1.5 TOUCHDOWN d ) 683 L / CH - 388.5 52°13’14’’N 004°33’27’’E

003°

377 377 VALKENBURG 52° APP 119.050 Schiphol Approach / Departure 10’ FAF (TAR) 121.200 N 36R L / NV - 332 52°09’05’’N 004°45’53’’E 118.400 Schiphol Arrival 131.150 TWR 119.225 Schiphol Tower Primary 118.100

SCALE 1 : 350 000 121.500502General Emergency 243.000 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival449387 Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

1. Missed approach: TRANSITION LEVEL BY ATC DO NOT DESCEND BELOW THE DESCENT PROFILE - Inform ATC immediately. TRANSITION ALTITUDE 3000 ft AMSL - Track 003° MAG and climb to 1500 ft AMSL.. - At 2.8 north of SPL climb to 2000 ft AMSL. DESCENT GRADIENT 2. Missed approach in case of communication failure: 300 ft / NM - 2.83° - 4.9% - Track 003° 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; FAF TERMINATING EH637 - After NV descend to 2000 ft AMSL in the outbound 1.5 NM FROM 2.8 SPL turn and hold or execute the most suitable 2000 TOUCHDOWN instrument approach procedure. 1800 1500 1500 2000 ft AMSL 1200 MAPt 003° 900 003° 600 TOUCHDOWN THR ELEV -11

36R 18L DIST RELATED TO : TOUCHDOWN 10 5 0 NM 6.7 6 5 4 3 2 1.5 0 NM GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min 1000 ft/min 1100 ft/min

OCA (OCH) ELEV THR 36R : -11.1 ft MSA BASED ON SPL VOR / DME RWY 36R * Circling procedures to and landing EH637 52°22’24’’N 004°47’06’’E ELEV -11 on RWY 18L and 36L is not OCA 570 permitted, except in case of an emergency. OCH 580 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING * A : 620 (630) B : 780 (790) C : 880 (890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° DISTANCES IN NM 2300 TAKE-OFF DAY: NIGHT: ALTITUDES AND ELEVATIONS NA NA IN FEET LANDING DAY: NIGHT: CHANGE: editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 SCHIPHOL AD 2.EHAM-IAC-MISC AIP NETHERLANDS INSTRUMENT APPROACH CHART RWY 04, 06, 09, 24, 36C SRE 22 SEP 11

388 378 ATC DISCRETION SRE RWY 18C, 18R, 22, 27 and 36R: 325 325 see IAC of that RWY. 378 060° 2000

VAR 0° E (2010) E 0° VAR 1 min AD ELEV-11

CASTRICUM G

GAS SPIJKERBOOR / SPY COMPRESSOR 113.300 / CH80X 52° STATION 52°32’25’’N 004°51’14’’E 0 30’ Avoid overflying 469 N 453 below 1000 ft AGL 364 L / OA - 395 509 52°28’13’’N 004°45’12’’E 522

440 416 443 417 390 417 413 410 479 417 587 413 338 318 331 341 SCHIPHOL / SPL PAMPUS / PAM 108.400 / CH21X / ATIS FAF 52°19’56’’N 004°45’00’’E 436 117.800 / CH125X 24 52°20’05’’N 005°05’32’’E 318 0 238° 344 0

C 495

( R

52° O 479

20’ e

s 1 087° 5 o FAF th S 09 P L / WP - 376 e

L 320 r w IN CASE OF MISSED APPROACH 52°19’34’’N 005°01’59’’E A G i se T LANGEVELD INFORM ATC IMMEDIATELY 2

i 2 n 0 s

t K r WARNING! u T c I When average surface wind velocity t A e 058° d S exceeds 30 kt, moderate turbulence ) can be expected on final approach 683 L / CH - 388.5 for RWY 24 from APRX 52°13’14’’N 004°33’27’’E 041° 8 PAM - 10 PAM.

FAF 003° 06 FAF 377 04 377 VALKENBURG FAF APP 119.050 Schiphol Approach / Departure 52° 36C 10’ (TAR) 121.200 N 118.400 Schiphol Arrival L / NV - 332 131.150 52°09’05’’N 004°45’53’’E TWR 119.225 Schiphol Tower Primary 118.100

SCALE 1 : 350 000 121.500 General Emergency 243.000502 km 5 0 51015 15 NM 388 446 ATIS 132.975 Arrival Information NM 210 2468 108.400 SPL VOR

4°20’ E 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ E

TRANSITION LEVEL BY ATC GENERAL PROFILE DO NOT DESCEND BELOW THE DESCENT PROFILE TRANSITION ALTITUDE 3000 ft AMSL

1. Missed approach: - Inform ATC immediately. TERMINATING - RWY track MAG and climb to 2000 ft AMSL. FAF 1.5 NM FROM 2. Missed approach in case of communication failure: TOUCHDOWN 2000 - RWY track MAG and climb to 3000 ft AMSL; 2000 ft AMSL 1800 - After passing 2000 ft AMSL start the shortest climbing turn RWY TRACK MAG 1500 to SPL so as to cross SPL at 3000 ft AMSL and hold or MAPt 1200 execute the most suitable instrument approach procedure. 900 DESCENT GRADIENT 600 300 ft / NM - 2.83° - 4.9% TOUCHDOWN AD ELEV -11

DIST RELATED TO : TOUCHDOWN 0 NM 5 0 NM 1 1.5 2 3 4 5 6 6.7 GS IN KT 100 120 140 160 180 200 220 VERTICAL SPEED 500 ft/min 600 ft/min 700 ft/min 800 ft/min 900 ft/min 1000 ft/min 1100 ft/min

OCA (OCH) MSA BASED ON SPL VOR / DME RWY 04 0609 24 36C * Circling procedures to and landing ELEV -13 -12 -12 -11 -12 on RWY 18L and 36L is not OCA 570 570 570 570 570 permitted, except in case of an emergency. OCH 580 580 580 580 580 1700 MAPt 1.5 NM FROM TOUCHDOWN CIRCLING * A : 620 (630) B : 780 (790) C : 880 (890) D : 890 (900) 310° CEILING AND VISIBILITY MINIMA BEARINGS ARE MAGNETIC

353° TAKE-OFF DAY: NIGHT: DISTANCES IN NM 2300 NA NA ALTITUDES AND ELEVATIONS LANDING DAY: NIGHT: IN FEET CHANGE: MAG VAR 2010, OCA/OCH, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 06 AD 2.EHAM-PATC-06 AIP NETHERLANDS PRECISION APPROACH TERRAIN CHART (PATC) 09 FEB 12

06 50 40 30 20 10 -10 -20 ELEV -10.9

GP 3°

RDH: 50 ft 40 20 10 -10 -20 -30 50 30 0 5 0 -5 15 10 -10 SCALE 1: 500 METRES FEET METRES FEET 900 600

DITCH 300 SCALE 1:3500 TO ELEVATION OF RWY THR CONTOURS AND ELEVATIONS ARE RELATED 0 SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst DATE OF SURVEY : JAN 2005 300

100 0 100 200 300 DITCH POLE, TOWER, SPIRE, ANTENNA, CHIMNEY TREE RAILROAD TRAFFIC MOBILE OBSTRUCTION BUILDING OR LARGE STRUCTURE INTERSECTION WITH CENTRE LINE CENTRE LINE IN PROFILE OBSTRUCTION OUTSIDE CENTRE LINE APPROACH LIGHTS 900 800 700 600 500 400 300 200 100 0 0 50 40 30 20 10 DIMENSIONS IN METRES AND ELEVATIONS FEET -10 -20 CHANGE: THR ELEV in ft, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 02/12 SCHIPHOL RWY 18C AD 2.EHAM-PATC-18C AIP NETHERLANDS PRECISION APPROACH TERRAIN CHART (PATC) 09 FEB 12 50 40 30 20 10 0 -10 -20 900 40 20 10 -10 -20 -30 50 30 0

CANAL 5 0 -5 15 10 -10 SCALE 1: 500 METRES FEET 800 METRES FEET 700

900 DITCH 600 600 500 300 SCALE 1:3500 TO ELEVATION OF RWY THR CONTOURS AND ELEVATIONS ARE RELATED 400 0 SURVEYING AGENCY : Amsterdam Airport Schiphol DATE OF SURVEY : OCT 05 300 300 100 0 100 200 300 200

100

GP 3° GP RDH: 50 ft 50 RDH: POLE, TOWER, SPIRE, ANTENNA, CHIMNEY TREE RAILROAD TRAFFIC MOBILE OBSTRUCTION BUILDING OR LARGE STRUCTURE INTERSECTION WITH CENTRE LINE CENTRE LINE IN PROFILE OBSTRUCTION OUTSIDE CENTRE LINE APPROACH LIGHTS

-12.0 ELEV 18C 0 50 40 30 20 10 DIMENSIONS IN METRES AND ELEVATIONS FEET -10 -20 CHANGE: THR ELEV in ft, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 02/12 SCHIPHOL RWY 18R AD 2.EHAM-PATC-18R AIP NETHERLANDS PRECISION APPROACH TERRAIN CHART (PATC) 09 FEB 12 50 40 30 20 10 0 -10 -20 900 40 20 10 -10 -20 -30 50 30 0 5 0 -5 15 10

-10

SCALE 1: 500 DITCH

METRES FEET

800 DITCH METRES FEET 700 900 600 600 500 300 SCALE 1:3500 TO ELEVATION OF RWY THR 400 CONTOURS AND ELEVATIONS ARE RELATED 0 SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst DATE OF SURVEY : JAN 2005 300 300 100 0 100 200 300 200

100

GP 3° GP POLE, TOWER, SPIRE, ANTENNA, CHIMNEY TREE RAILROAD TRAFFIC

MOBILE OBSTRUCTION BUILDING OR LARGE STRUCTURE INTERSECTION WITH CENTRE LINE CENTRE LINE IN PROFILE OBSTRUCTION OUTSIDE CENTRE LINE APPROACH LIGHTS RDH: 50 ft 50 RDH: ELEV -13.0

0 18R 50 40 30 20 10 -10 -20 DIMENSIONS IN METRES AND ELEVATIONS FEET CHANGE: THR ELEV in ft, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 02/12 SCHIPHOL RWY 27 AD 2.EHAM-PATC-27 AIP NETHERLANDS PRECISION APPROACH TERRAIN CHART (PATC) 09 FEB 12 50 40 30 20 10 0 -10 -20 900 40 20 10 -10 -20 -30 50 30 0 5 0 -5 15 10 -10 SCALE 1: 500 METRES FEET DITCH 800

DITCH METRES FEET 700 900 600

600 DITCH 500 300

DITCH SCALE 1:3500 TO ELEVATION OF RWY THR

DITCH 400 CONTOURS AND ELEVATIONS ARE RELATED 0 SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst DATE OF SURVEY : JAN 2005 300 300 100 0 100 200 300 200

100

GP 3° GP POLE, TOWER, SPIRE, ANTENNA, CHIMNEY TREE RAILROAD TRAFFIC

MOBILE OBSTRUCTION BUILDING OR LARGE STRUCTURE INTERSECTION WITH CENTRE LINE CENTRE LINE IN PROFILE OBSTRUCTION OUTSIDE CENTRE LINE APPROACH LIGHTS RDH: 50 ft 50 RDH: -12.1 ELEV

0 27 0 50 40 30 20 10 -10 -20 DIMENSIONS IN METRES AND ELEVATIONS FEET CHANGE: THR ELEV in ft, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 02/12 © AirTraffic ControltheNetherlands AIP NETHERLANDS

DITCH

ELEV 36C -12.0 PRECISION APPROACHTERRAINCHART(PATC)

GP 3° 800 700 600 500 400 300 200 100RDH: 50 ft 0

50 50 SCHIPHOL RWY36C

40 40

30 30

20 20

10 10

-10 -10

-20 SCALE 1: 500 SCALE 1:3500 -20 METRES FEET 100 0 100 200 300 METRES 15 50 DIMENSIONS IN METRES AND ELEVATIONS IN FEET 300 0 300 600 900 FEET POLE, TOWER, SPIRE, ANTENNA, 40 CHIMNEY 10 TREE 30

RAILROAD TRAFFIC 20

5 AD 2.EHAM-PATC-36C BUILDING OR LARGE STRUCTURE 10 APPROACH LIGHTS CONTOURS AND ELEVATIONS ARE RELATED 0 0 TO ELEVATION OF RWY THR AIRAC AMDT 02/12 CENTRE LINE IN PROFILE -10 MOBILE OBSTRUCTION -5 SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst INTERSECTION WITH CENTRE LINE -20 DATE OF SURVEY : JAN 2005 09 FEB12

-30 OBSTRUCTION OUTSIDE CENTRE LINE -10

DITCH

DITCH 36R ELEV

-11.1 DITCH PRECISION APPROACHTERRAINCHART(PATC)

900 800 700 600 500 400 300 200 100 0

GP 3° RDH: 50 ft

50 50 SCHIPHOL RWY36R

40 40

30 30

20 20

10 10

-10 -10

SCALE 1: 500 -20 SCALE 1:3500 -20 METRES FEET 100 0 100 200 300 METRES 15 50 DIMENSIONS IN METRES AND ELEVATIONS IN FEET 300 0 300 600 900 FEET POLE, TOWER, SPIRE, ANTENNA, 40 CHIMNEY 10 30 TREE

RAILROAD TRAFFIC 20 5 BUILDING OR LARGE STRUCTURE AD 2.EHAM-PATC-36R 10

APPROACH LIGHTS CONTOURS AND ELEVATIONS ARE RELATED TO ELEVATION OF RWY THR 0 0 AIRAC AMDT 02/12 CENTRE LINE IN PROFILE -10 MOBILE OBSTRUCTION SURVEYING AGENCY : Rijkswaterstaat Data-ICT-Dienst -5

-20 09 FEB12 INTERSECTION WITH CENTRE LINE DATE OF SURVEY : JAN 2005

-30 OBSTRUCTION OUTSIDE CENTRE LINE -10

CHANGE: THR ELEV in ft, editorial. SCHIPHOL RWY 04 AD 2.EHAM-SID-04 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO KEKIX 28 FOR CONTINUATION OF THE ROUTES see AD 2.EHAM-SID-OVERVIEW BERGI SPY 0525 22.0 SPY 305.0 TRANSITION ALTITUDE 3000 AMSL ANDIK 25.2 PAM 015.0

52° 40’ N BERGI 1F SPY 305

22 ANDIK 2F SPIJKERBOOR / SPY 113.300 / CH80X 52°32’25’’N 004°51’14’’E 0

PAM 015 52° 2.0 SPY 30’ EH090 271° EH094 11.0 SPY 5 212° 7.0 SPL 3 EH091 EH043 12 316°

SPY 183

10 SPY 242 GORLO 2F 14 054° PAMPUS / PAM 9 117.800 / CH125X MAX 220 KT IAS EH059 52°20’05’’N 005°05’32’’E 0 EH019 EH020 52° SPL 094 20’ SCHIPHOL / SPL 7.0 PAM PAM 271 108.400 / CH21X / ATIS 500 MAX 220 KT IAS 238° VOLLA 52°19’56’’N 004°45’00’’E AMSL 29.0 SPY 242.4 0 THR 04 SPL 135 EH060 ARNEM 2F 211° SPL 106

186° 13 NYKER

GORLO 18.5 SPL 17.3 PAM 111.4 MAX 220 KT IAS EH036 095° EH061 IVLUT 10 19.4 SPL 105.5 125°

SPL 141

52° 10 LUNIX 1F LUNIX 10’ 14 32.9 SPL 114.0

SPY 181 16.0 SPL

OGINA 18.0 SPL 141.2 LEKKO 1F LOPIK 1F 29.0 SPY

SPY 164

EH072 10 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0 6 PAM 206 LOPIK 38.0 SPY 164.4 CAUTION LEKKO VFR flights without ATC clearance 27.4 PAM 206.1 permitted. SPY 164 160°

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

THR 04 52°18’01’’N 004°47’01’’E SCALE 1 : 500 000 TWR 119.225 Schiphol Tower Primary EH019 52°20’17’’N 004°50’14’’E 118.100 km 5 0 5 10 15 20 EH020 52°20’13’’N 004°55’44’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH036 52°15’25’’N 004°50’52’’E EH043 52°25’31’’N 005°07’54’’E 121.650 Schiphol Start-up Start-up Control EH059 52°20’49’’N 004°51’00’’E 121.700 Schiphol Ground Ground Control EH060 52°18’19’’N 004°54’25’’E 121.800 MSA BASED ON SPL VOR / DME EH061 52°13’30’’N 004°53’22’’E APP 119.050 Schiphol Approach / Departure EH072 52°01’14’’N 004°50’35’’E DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET EH090 52°28’02’’N 004°32’04’’E DIRECTIONS ARE MAGNETIC EH091 52°25’22’’N 004°29’20’’E 121.500 General Emergency 243.000 1700 EH094 52°27’58’’N 004°39’41’’E AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPTsymbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 06 AD 2.EHAM-SID-06 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11 AMGOD 299° UNEXO KEKIX 28 FOR CONTINUATION OF ROUTES see AD 2.EHAM-SID-OVERVIEW SPY 052 BERGI 5 22.0 SPY 305.0 TRANSITION ALTITUDE 3000 AMSL SPY 305 ANDIK 25.2 PAM 015.0

7 EH022 52° 40’ N BERGI 2R 20.0 SPL

ANDIK 2R SPIJKERBOOR / SPY 113.300 / CH80X SPL 338 52°32’25’’N 004°51’14’’E 0 14

PAM 015 52° 30’ EH090 271° EH094 11.0 SPY 5 212° 7.0 SPL 3 EH091 EH043

315° SPY 242 GORLO 2R 14 10 054° PAMPUS / PAM 9 117.800 / CH125X 52°20’05’’N 005°05’32’’E MAX 220 KT IAS EH014 EH020 0 52° SPL102 PAM 271 20’ SCHIPHOL / SPL 108.400 / CH21X / ATIS EH018 7.0 PAM 52°19’56’’N 004°45’00’’E 238° VOLLA 0 29.0 SPY 242.4 SPL131 500 MAX 220 KT IAS SPL 106 ARNEM 2R THR 06 AMSL 13 NYKER

181° GORLO 18.5 SPL 17.3 PAM 111.4 EH036 095° IVLUT 10 19.4 SPL 105.5 125°

SPL 141 14 14

SPY 181 10 52° LUNIX 1R LUNIX 10’ 32.9 SPL 114.0

16.0 SPL

OGINA 18.0 SPL 141.2 LEKKO 1R LOPIK 1R 29.0 SPY

SPY 164

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

DTHR 06 52°17’21’’N 004°44’14’’E SCALE 1 : 500 000 TWR 119.225 Schiphol Tower Primary EH014 52°20’16’’N 004°51’50’’E 118.100 km 5 0 5 10 15 20 EH018 52°19’13’’N 004°49’07’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH020 52°20’13’’N 004°55’44’’E EH022 52°40’50’’N 004°31’19’’E 121.650 Schiphol Start-up Start-up Control EH036 52°15’25’’N 004°50’52’’E 121.700 Schiphol Ground Ground Control EH043 52°25’31’’N 005°07’54’’E 121.800 MSA BASED ON SPL VOR / DME EH072 52°01’14’’N 004°50’35’’E APP 119.050 Schiphol Approach / Departure EH090 52°28’02’’N 004°32’04’’E DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET EH091 52°25’22’’N 004°29’20’’E DIRECTIONS ARE MAGNETIC EH094 52°27’58’’N 004°39’41’’E 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 09 AD 2.EHAM-SID-09 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO KEKIX 28 FOR CONTINUATION OF THE ROUTES see AD 2.EHAM-SID-OVERVIEW BERGI SPY 0525 22.0 SPY 305.0 TRANSITION ALTITUDE 3000 AMSL SPY 305 ANDIK 25.2 PAM 015.0

7 EH022 52° 40’ N BERGI 2N 20.0 SPL

ANDIK 1N SPIJKERBOOR / SPY SPL 338 113.300 / CH80X 52°32’25’’N 004°51’14’’E 14 0

PAM 015 52° 30’ EH094 7.5 SPL EH090 271° 3000 AMSL 11.0 SPY 5 212° 7.0 SPL 3 EH091 EH043 315°

GORLO 2N 10 SPY 242 14 EH053 054° PAMPUS / PAM 10 117.800 / CH125X 52°20’05’’N 005°05’32’’E MAX 220 KT IAS 0

52° 500 7.5 PAM 4.0 SPL PAM 265 20’ SCHIPHOL / SPL AMSL 108.400 / CH21X / ATIS EH052 VOLLA THR 09 238° 52°19’56’’N 004°45’00’’E EH055 113° 29.0 SPY 242.4 0 SPL 106 ARNEM 2N

MAX 220 KT IAS EH042 13 NYKER

GORLO EH030 EH036 18.5 SPL 17.3 PAM 111.4 095° IVLUT 10 SPL 141 4 RTM 034 19.4 SPL 105.5 125°

10 14

EH025 14

52° SPY 181 LUNIX 1N LUNIX 10’ 32.9 SPL 114.0 PAM 24012 VALKO 3M 16.0 SPL

25.0 PAM 266° OGINA 18.0 SPL 141.2 EH040 23 VALKO LEKKO 1N 48.9 PAM 251.1 LOPIK 1N 29.0 SPY

SPY 164

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

DTHR 09 52°19’00’’N 004°44’52’’E SCALE 1 : 500 000 TWR 119.225 Schiphol Tower Primary EH022 52°40’50’’N 004°31’19’’E 118.100 km 5 0 5 10 15 20 EH025 52°12’25’’N 004°44’24’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH030 52°15’42’’N 004°48’05’’E EH036 52°15’25’’N 004°50’52’’E 121.650 Schiphol Start-up Start-up Control EH040 52°06’24’’N 004°28’03’’E 121.700 Schiphol Ground Ground Control EH042 52°17’44’’N 004°57’44’’E 121.800 MSA BASED ON SPL VOR / DME EH043 52°25’31’’N 005°07’54’’E APP 119.050 Schiphol Approach / Departure EH052 52°19’27’’N 004°53’59’’E DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET EH053 52°23’14’’N 004°47’23’’E DIRECTIONS ARE MAGNETIC EH055 52°19’15’’N 004°52’00’’E 121.500 General Emergency 243.000 1700 EH072 52°01’14’’N 004°50’35’’E AVERAGE VAR 0° E (2010) EH090 52°28’02’’N 004°32’04’’E ATIS 122.200 Departure Information DME SPY 23.1 NM EH091 52°25’22’’N 004°29’20’’E 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 EH094 52°27’58’’N 004°39’41’’E SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPTsymbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 18C AD 2.EHAM-SID-18C AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO 50.0 SPY 301.6 KEKIX 28 FOR CONTINUATION OF ROUTES see AD 2.EHAM-SID-OVERVIEW 5 BERGI 46.8 RTM 354.7 TRANSITION ALTITUDE 3000 AMSL ANDIK 19.4 SPY 051.8 25.2 PAM 015.0 45.0 RTM BETUS 5 14.4 SPY 051.6 52° 40’ N 9

AMGOD 2X SPIJKERBOOR / SPY 113.300 / CH80X TORGA SPY 052 RTM 355 16.4 PAM 014.8 52°32’25’’N 004°51’14’’E 14 0

16 52° PAM 015 30’ BETUS 3Y TORGA 1X

SPY 210 18 PAMPUS / PAM SCHIPHOL / SPL EH057 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E EH028 52°19’56’’N 004°45’00’’E 0 0 52° THR 20’ QDR CH 329° 18C 500 MAX 220 KT IAS SPY 204AMSL EH049 10 284° PAM 22013 EH080 2.5 SPL ELPAT 2X EH048 NYKER 233° 18.5 17.3 PAM 111.4 3 18.0 SPL 19.0 PAM 183° SPL 095° EH009 5.5 SPL EH051 10 3000 AMSL 4 EH046 IVLUT 125° QDM NV 162° PAM 231 QDR NV 073° 19.4 SPL 105.5 118° 15 14 PAM 225 DENAG 2X 6 PAM 251 3 EDUPO 1X 52° 26 L /CH - 388.5 EH074 LUNIX 10’ 52°13’14’’N 004°33’27’’E EH026 32.9 SPL 114.0 3 EH069

DENAG 46.9 PAM 251.1 L /NV - 332 52°09’05’’N 004°45’53’’E

SPL 148

SPL 179

15 ROVEN 1X LARAS 1X 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E ROVEN 0 26.0 SPL 148.5 LEKKO 24.5 SPL 178.6 LOPIK CAUTION VFR flights without ATC clearance SPY 164 160° permitted.

NIK 025LARAS LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 18C 52°19’53’’N 004°44’24’’E TWR 119.225 Schiphol Tower Primary EH009 52°13’25’’N 004°33’16’’E 118.100 km 5 0 5 10 15 20 EH026 52°10’17’’N 004°52’11’’E EH028 52°21’28’’N 004°25’16’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH046 52°13’04’’N 004°43’47’’E EH048 52°16’12’’N 004°44’04’’E 121.650 Schiphol Start-up Start-up Control EH049 52°17’21’’N 004°36’45’’E EH051 52°14’38’’N 004°39’04’’E 121.700 Schiphol Ground Ground Control EH057 52°22’16’’N 004°41’27’’E 121.800 MSA BASED ON SPL VOR / DME EH069 52°09’06’’N 004°55’45’’E EH074 52°09’58’’N 004°45’25’’E APP 119.050 Schiphol Approach / Departure DISTANCES IN NM EH080 52°17’29’’N 004°44’11’’E (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 18L AD 2.EHAM-SID-18L AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO 28 KEKIX FOR CONTINUATION OF ROUTES see AD 2.EHAM-SID-OVERVIEW SPY 0525 BERGI 46.8 RTM 354.7 TRANSITION ALTITUDE 3000 AMSL ANDIK 25.2 PAM 015.0

ANDIK 2E 52° 40’ N

BERGI 2E SPIJKERBOOR / SPY

RTM 355 113.300 / CH80X 52°32’25’’N 004°51’14’’E

24 0

PAM 015

52° 30’

PAMPUS / PAM SCHIPHOL / SPL 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E EH028 52°19’56’’N 004°45’00’’E 0 0 52° 20’ QDR CH 329° THR 18L

10 3.1 SPL ARNEM 3E PAM 226 6 500 PAM 220 AMSL MAX 220 KT IAS 093° 18.5 NYKER 093° SPL 17.3 PAM 111.4 L /CH - 388.5 EH009 EH037 SPL 163 7 095° 52°13’14’’N 004°33’27’’E 3000 AMSL EH024 10 6.5 SPL 10 IVLUT EH073 125° QDM CH 282° 19.4 SPL 105.5 VALKO 2E 8.0 SPL 14 10 EH029 MAX 220 PAM 251 118° LUNIX 1E 52° KT IAS VALKO 28 10’ 4 EH050 LUNIX 48.9 PAM 251.1 32.9 SPL 114.0

RTM 017

SPL 150

SPY 185

LEKKO 2E LOPIK 2E 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0 LEKKO LOPIK CAUTION 37.2 SPY 185.1 27.9 SPL 149.8 VFR flights without ATC clearance SPY 164 160° permitted.

WOODY PAM 206 LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 DTHR 18L 52°18’58’’N 004°46’47’’E TWR 119.225 Schiphol Tower Primary EH009 52°13’25’’N 004°33’16’’E 118.100 km 5 0 5 10 15 20 EH024 52°15’11’’N 004°58’50’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH028 52°21’28’’N 004°25’16’’E EH029 52°11’16’’N 004°49’14’’E 121.650 Schiphol Start-up Start-up Control EH037 52°15’28’’N 004°46’28’’E EH050 52°09’19’’N 004°55’05’’E 121.700 Schiphol Ground Ground Control EH073 52°12’51’’N 004°48’28’’E 121.800 MSA BASED ON SPL VOR / DME APP 119.050 Schiphol Approach / Departure DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 22 AD 2.EHAM-SID-22 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO 28 KEKIX FOR CONTINUATION OF ROUTES see AD 2.EHAM-SID-OVERVIEW SPY 0525 BERGI 46.8 RTM 354.7 TRANSITION ALTITUDE 3000 AMSL ANDIK 25.2 PAM 015.0

52° 40’ N

ANDIK 2G BERGI 1G

RTM 355 SPIJKERBOOR / SPY 113.300 / CH80X

24 52°32’25’’N 004°51’14’’E 0

PAM 015 52° 30’

PAMPUS / PAM SCHIPHOL / SPL 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E 52°19’56’’N 004°45’00’’E 0 0 52° 20’ EH041 THR 22 284° 2.8 MAX 220 KT IAS SPL 12 500 6 AMSL PAM 221 PAM 206 ARNEM 3G EH063 MAX 220 KT IAS 18.5 NYKER EH062 093° SPL 17.3 PAM 111.4 EH009 221° SPL 163 093° 7 095° 3000 AMSL EH064 EH023 EH027 9 7 10 IVLUT 125° EH073 19.4 SPL 105.5 VALKO 1G 8.0 SPL 14 EH029 PAM 251 L /CH - 388.5 118° LUNIX 1G 52° 28 52°13’14’’N 004°33’27’’E 10’ VALKO 4 EH050 LUNIX 48.9 PAM 251.1 32.9 SPL 114.0

LEKKO 1G LOPIK 1G

SPL 150

17 28

SPY 185 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0 LEKKO LOPIK CAUTION 37.2 SPY 185.1 27.9 SPL 149.8 VFR flights without ATC clearance SPY 164 160° permitted.

WOODY PAM 206 LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 22 52°18’50’’N 004°48’11’’E TWR 119.225 Schiphol Tower Primary 118.100 km 5 0 5 10 15 20 EH009 52°13’25’’N 004°33’16’’E EH023 52°15’21’’N 004°50’53’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH027 52°15’03’’N 005°01’34’’E EH029 52°11’16’’N 004°49’14’’E 121.650 Schiphol Start-up Start-up Control EH041 52°19’22’’N 004°25’36’’E 121.700 Schiphol Ground Ground Control EH050 52°09’19’’N 004°55’05’’E 121.800 MSA BASED ON SPL VOR / DME EH062 52°15’33’’N 004°43’28’’E APP 119.050 Schiphol Approach / Departure DISTANCES IN NM EH063 52°16’31’’N 004°44’51’’E (TAR) 121.200 ALTITUDES IN FEET EH064 52°15’04’’N 004°47’23’’E DIRECTIONS ARE MAGNETIC EH073 52°12’51’’N 004°48’28’’E 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 24 AD 2.EHAM-SID-24 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 05 APR 12

AMGOD 299° UNEXO 28 KEKIX FOR CONTINUATION OF ROUTES

see AD 2.EHAM-SID-OVERVIEW 5 BERGI 46.8 RTM 354.7 TRANSITION ALTITUDE 3000 AMSL ANDIK 19.4 SPY 051.8 25.2 PAM 015.0

52° 40’ N

BERGI 1S

RTM 355 SPIJKERBOOR / SPY SPY 05219 113.300 / CH80X

24 52°32’25’’N 004°51’14’’E ANDIK 1S 0

52° PAM 015 30’ SPIJKERBOOR 2K

SPIJKERBOOR 2K: [SPY2KZ] is the preferred coding with radius to fix (RF) turn. For additional requirements 12 see AD 2.22 §1.5.1.4 and SPY 210 PAMPUS / PAM §1.5.2, specific remark 6. SCHIPHOL / SPL EH057 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E EH028 52°19’56’’N 004°45’00’’E 0 0 52°

20’ QDR CH 329° 030° 6 15.5

SPY 204 THR 24 EH067 10 EH049 EH086 THR 24 EH005 4.2 SPL 3.4 ARNEM 2S EH085 285° 238° EH001 (SEE SID DESCRIPTION) NYKER MAX 220 KT IAS 1.2 4.0 SPL 17.3 PAM 111.4 MAX 220 KT IAS 18.0 18.5 EH065 224° EH066 1.2 MAX 220 KT IAS SPL SPL 095° 19.0 PAM PAM 22013 10 EH051 118° IVLUT 125° NOT TO SCALE 4 QDM NV 152° EH008 19.4 SPL 105.5 PAM 231 14 EH009 QDR NV 073° PAM 251 PAM 225 15 3000 AMSL 28 4 LUNIX 1S 52° 10’ L /CH - 388.5 EH039 LUNIX 52°13’14’’N 004°33’27’’E EH026 2 EH050 32.9 SPL 114.0 VALKO 1S

VALKO 48.9 PAM 251.1 L /NV - 332 52°09’05’’N 004°45’53’’E

SPL 179 SPL 150

16 LOPIK 1S LEKKO 1S 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0

LEKKO LOPIK 24.5 SPL 178.6 27.9 SPL 149.8 CAUTION SPY 164 VFR flights without ATC clearance 160° permitted.

WOODY PAM 206 LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 24 52°18’16’’N 004°46’39’’E TWR 119.225 Schiphol Tower Primary EH001 52°16’31’’N 004°42’04’’E 118.100 km 5 0 5 10 15 20 EH005 52°16’26’’N 004°41’51’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH008 52°12’30’’N 004°46’00’’E EH009 52°13’25’’N 004°33’16’’E 121.650 Schiphol Start-up Start-up Control EH026 52°10’17’’N 004°52’11’’E EH028 52°21’28’’N 004°25’16’’E 121.700 Schiphol Ground Ground Control EH039 52°09’37’’N 004°45’26’’E 121.800 MSA BASED ON SPL VOR / DME EH049 52°17’21’’N 004°36’45’’E EH050 52°09’19’’N 004°55’05’’E APP 119.050 Schiphol Approach / Departure DISTANCES IN NM EH051 52°14’38’’N 004°39’04’’E (TAR) 121.200 ALTITUDES IN FEET EH057 52°22’16’’N 004°41’27’’E DIRECTIONS ARE MAGNETIC 121.500 General Emergency EH065 52°16’37’’N 004°42’20’’E 243.000 1700 AVERAGE VAR 0° E (2010) EH066 52°16’26’’N 004°40’24’’E EH067 52°19’05’’N 004°38’24’’E ATIS 122.200 Departure Information DME SPY 23.1 NM EH085 52°17’54’’N 004°41’01’’E 23.1 SPY 304.2 EH086 52°18’15’’N 004°41’10’’E 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE: text inset box, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 04/12 SCHIPHOL RWY 27 AD 2.EHAM-SID-27 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO 28 FOR CONTINUATION OF ROUTES KEKIX see AD 2.EHAM-SID-OVERVIEW 5 BERGI 46.8 RTM 354.7 TRANSITION ALTITUDE 3000 AMSL ANDIK SPIJKERBOOR 1P 19.4 SPY 051.8

52° 40’ N

BERGI 1P

SPY 052 RTM 355 SPIJKERBOOR / SPY 19 113.300 / CH80X

26 52°32’25’’N 004°51’14’’E 0

52° 30’

12 SPY 210

PAMPUS / PAM SCHIPHOL / SPL EH057 117.800 / CH125X 108.400 / CH21X / ATIS 52°20’05’’N 005°05’32’’E 52°19’56’’N 004°45’00’’E MAX 220 KT IAS 0 GORLO 1P 0 EH058 52° VOLLA EH056 20’ 21.9 SPL 267.5 SPL 267 8 THR 27 10 EH041 2.5 SPL 289° 238°

SPY 210 500 AMSL ARNEM 2P GORLO 18.0 SPY MAX 220 KT IAS NYKER 18.5 17.3 PAM 111.4 EH032 18.0 SPL QDM NV 136° SPL 095° 10 IVLUT 9 19.4 SPL 105.5 125°

SPL 185 14

LUNIX 1P 52° QDR NV 073° 19 10’ LUNIX EH075 32.9 SPL 114.0

L /NV - 332 52°09’05’’N 004°45’53’’E

QDR NV 134°

SPL 179

14 19 LOPIK 1P

52° 00’ N ROTTERDAM / RTM LEKKO 1P 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0 LEKKO LOPIK CAUTION 24.5 SPL 178.6 38.0 SPY 164.4 VFR flights without ATC clearance SPY 164 160° permitted.

WOODY PAM 206 LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 27 52°19’06’’N 004°47’49’’E TWR 119.225 Schiphol Tower Primary EH032 52°15’51’’N 004°35’19’’E 118.100 km 5 0 5 10 15 20 EH041 52°19’22’’N 004°25’36’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH056 52°19’46’’N 004°39’03’’E EH057 52°22’16’’N 004°41’27’’E 121.650 Schiphol Start-up Start-up Control EH058 52°19’48’’N 004°40’33’’E EH075 52°09’22’’N 004°45’27’’E 121.700 Schiphol Ground Ground Control 121.800 MSA BASED ON SPL VOR / DME APP 119.050 Schiphol Approach / Departure DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 36C AD 2.EHAM-SID-36C AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

UNEXO FOR CONTINUATION OF ROUTES KEKIX see AD 2.EHAM-SID-OVERVIEW 5 TRANSITION ALTITUDE 3000 AMSL ANDIK 19.4 SPY 051.8

52° SPY 052 40’ 15 N

SPIJKERBOOR / SPY 113.300 / CH80X 52°32’25’’N 004°51’14’’E NOPSU 0 4.5 SPY 051.7

NOPSU 1W

52° 30’ SPY 177

EH044 EH081 090° EH082 5 047° 6.0 SPL 4.5 SPL PAMPUS / PAM EH033 048° PAM 325 117.800 / CH125X EH010 103° 52°20’05’’N 005°05’32’’E 2.2 SPL EH070 7 0

1.4 SPL MAX 220 KT IAS 52° 027° 023° 20’ SPY 192 NYKER 3W 500

AMSL PAM 111 7 THR 36C NYKER

SPY 181 PAM 13217 17.3 PAM 111.4 SCHIPHOL / SPL 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E EH036 8 0

IVLUT 125° SPL 141 8.2 PAM 131.8 14 12 21 IVLUT 2W 52° SPY 181 10’ LUNIX OGINA 1W 32.9 SPL 114.0

OGINA 18.0 SPL 141.2 WOODY 1W

SPY 164

EH072 10 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 6 0 PAM 206 LEKKO LOPIK CAUTION 27.4 PAM 206.1 38.0 SPY 164.4 VFR flights without ATC clearance SPY 164 161° permitted.

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 DTHR 36C 52°18’21’’N 004°44’16’’E TWR 119.225 Schiphol Tower Primary EH010 52°22’41’’N 004°46’09’’E 118.100 km 5 0 5 10 15 20 EH033 52°23’19’’N 004°47’04’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH036 52°15’25’’N 004°50’52’’E EH044 52°26’06’’N 004°51’49’’E 121.650 Schiphol Start-up Start-up Control EH070 52°21’59’’N 004°51’01’’E 121.700 Schiphol Ground Ground Control EH072 52°01’14’’N 004°50’35’’E 121.800 MSA BASED ON SPL VOR / DME EH081 52°25’25’’N 004°50’44’’E APP 119.050 Schiphol Approach / Departure EH08252°25’27’’N 004°59’20’’E DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL RWY 36L AD 2.EHAM-SID-36L AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° UNEXO 28 FOR CONTINUATION OF ROUTES KEKIX see AD 2.EHAM-SID-OVERVIEW 5 BERGI 28.8 SPL 330.5 TRANSITION ALTITUDE 3000 AMSL ANDIK 19.4 SPY 051.8

52° SPY 052 15 40’ SPL 330 N

NOPSU SPIJKERBOOR 2V 4.5 SPY 051.7

072° SPIJKERBOOR / SPY EH013 8 113.300 / CH80X 52°32’25’’N 004°51’14’’E BERGI 3V 0 EH034 11.0 AMS 52° 315°

7 30’ EH094 4 EH087 EH088 7.5 SPL AMS 004 085° EH090 3000 AMSL 271° 5 7.1 PAM 325 029° 11.0 SPY 5 AMS 4 212° 3 3 7.5 AMS 11 EH091 EH047 EH012 5.1 SPL / 5.0 AMS PAMPUS / PAM 4.0 AMS 117.800 / CH125X GORLO 3V EH084 MAX 220 KT IAS 52°20’05’’N 005°05’32’’E 10.0 SPY 0 SPY 242 14

52° AMSTERDAM / AMS 20’ 113.950 / CH86Y 169° ARNEM 1V 52°19’58’’N 004°42’20’’E THR 36L VOLLA 0 PAM 111 238° 29.0 SPY 242.4 ARNEM 39 PAM 132 39.0 PAM 111.5 GORLO SCHIPHOL / SPL 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E EH036 8 0

IVLUT 8.2 PAM 131.8 125°

LEKKO 2V LOPIK 2V 14

SPL 141 LUNIX 1V 52° 10’ 12 LUNIX 32.9 SPL 114.0

SPY 181 OGINA 18.0 SPL 141.3

EH072 52° 00’ N ROTTERDAM / RTM SPY 164 110.400 / CH41X 10 51°58’25’’N 004°28’51’’E 6 0 PAM 206 LEKKO LOPIK CAUTION 27.4 PAM 206.1 38.0 SPY 164.4 VFR flights without ATC clearance SPY 164 161° permitted.

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 36L 52°19’43’’N 004°42’32’’E TWR 119.225 Schiphol Tower Primary 118.100 km 5 0 5 10 15 20 EH012 52°25’13’’N 004°43’03’’E EH013 52°32’41’’N 004°43’46’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH034 52°31’04’’N 004°34’36’’E EH036 52°15’25’’N 004°50’52’’E 121.650 Schiphol Start-up Start-up Control EH047 52°25’52’’N 004°43’06’’E 121.700 Schiphol Ground Ground Control EH072 52°01’14’’N 004°50’35’’E 121.800 MSA BASED ON SPL VOR / DME EH084 52°23’43’’N 004°42’55’’E APP 119.050 Schiphol Approach / Departure DISTANCES IN NM EH087 52°28’48’’N 004°46’20’’E (TAR) 121.200 ALTITUDES IN FEET EH088 52°29’15’’N 004°54’55’’E DIRECTIONS ARE MAGNETIC EH090 52°28’02’’N 004°32’04’’E 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) EH091 52°25’22’’N 004°29’20’’E EH094 52°27’58’’N 004°39’41’’E ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 © AirTraffic ControltheNetherlands AIP NETHERLANDS KONOM AGISU Detailed information concerning ATS-ROUTES and WPTs SOMPO TRANSITION ALTITUDE : 3000 ft AMSL EHR 2A (U)N873UZ700 see ENR 3, 4 and 6. FL195 BEDUM

For ATS-ROUTE restrictions see AD 2.22 paragraph 1.5.3. Below FL 100 : MAX 250 KT IAS UP603 GND (U)P174

(U)P999 GODOS DOBAK EHD 41E EHD 41F (U)N873

(U)P1 FL 055 EHD 41A-D FL 055 MSL (U)N125 FL 660 MSL (U)Z733 (U)M105 MIMVA (U)L602 MSL EELDE / EEL (U)Z708 112.400 / CH71X 53° GRONY KOLAG (U)L602 53°09’50’’N 006°40’00’’E N (U)L60 0 SUPUR AMGOD

(U)L602 (U)N873

OUTLINE SID CHARTS UNEXO SEE AD 2.EHAM-SID-04 up to and incl. -SID-SUP-36L ANDIK BERGI ANDIK KEKIX BETUS SPIJKERBOOR / SPY NOPSU 113.300 / CH80X SPIJKERBOOR AMGOD 52°32’25’’N 004°51’14’’E

TORGA STANDARD DEPARTURECHART-INSTRUMENT BERGI 0

PAMPUS / PAM 117.800 / CH125X SCHIPHOL / SPL 52°20’05’’N 005°05’32’’E 108.400 / CH21X / ATIS 0 52°19’56’’N 004°45’00’’E 0

ARNEM BREMEN FIR SCHIPHOL EHR 9 ELPAT PAM 111 FL 065 LANGEN FIR LONDON FIR NYKER GORLO IVLUT NYKER GND LARAS 17 AMSTERDAM FIR LEKKO LOPIK OGINA 125° WOODY LUNIX ELPAT 5 (U)L620 5 34.0 PAM DENAG DENAG ROVEN ARNEM 52° VALKO 131° SONEB VALKO RENDI 39.0 PAM (U)T196 37.8 SPL 8 (U)L980 (U)P20 (U)P20 27.1 PAM (U)Z738 RINIS EDUPO GORLO LEKKO LOPIK PEVAD EDUPO 45.5 SPL 34.9 PAM TEBRO IVLUT (U)L980 V33 (U)L980 LARAS XAMAN LUNIX NAPRO REFSO (U)Y76 RIMBU TOTNA

(U)N852

V33 AMSTERDAM FIR LANGEN FIR (U)N872 EINDHOVEN / EHN - 397 AD 2.EHAM-SID-OVERVIEW 51°28’04’’N 005°23’42’’E TWR 119.225 Schiphol Tower Primary 118.100 AMSTERDAM FIR 118.275 BRUSSELS FIR 121.975 Schiphol Delivery Clearance Delivery MSA BASED ON WOODY 121.650 Schiphol Start-up Start-up Control P57 SPL VOR/DME AVERAGE VAR 0°E (2010) 121.700 Schiphol Ground Ground Control AIRAC AMDT 06/12 DISTANCES IN NM 121.800 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.900 1700 SOPVI LUTOM P57 23.1 SPY 304.2 DME SPY 23.1 NM APP 119.050 Schiphol Approach / Departure VOR SPY RADIAL 304.2 121.200

(TAR) 31 MAY12 310° SID ROUTE SCALE 1 : 1 500 000 OSGOS 121.500 General Emergency 353° SID ROUTE AS DESCRIBED km 5 0 10 20 30 40 2300 ATS ROUTE ATIS 122.200 Departure Information 51° CDR NM 2 0 5 10 15 20 N 2°E 3° 4° 5° 06°6° 7° E CHANGE : EHR 41E renamed 41F, 41D renamed 41E and vertical limit, EHR 9 end EHR 2A added, editorial. SCHIPHOL RWY 06 (Supplementary) AD 2.EHAM-SID-SUP-06 AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 20 OCT 11

UNEXO FOR CONTINUATION OF ROUTES KEKIX see AD 2.EHAM-SID-OVERVIEW 5 TRANSITION ALTITUDE 3000 AMSL ANDIK 19.4 SPY 051.8 ANDIK 1T

52° 40’ N

SPIJKERBOOR / SPY 113.300 / CH80X 52°32’25’’N 004°51’14’’E SPY 052 0 19

52° 30’ SPY 242 EH021 8

SPY 227

318°

11 PAMPUS / PAM 117.800 / CH125X MAX 220 KT IAS 52°20’05’’N 005°05’32’’E EH014 0 52° SPL102 20’ SCHIPHOL / SPL 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 0 SPL131 ARNEM 2T 500 THR 06 AMSL 181° MAX 220 KT IAS NYKER 17.3 PAM 111.4 EH036 18.0 18.5 SPL 141 SPL SPL 095° 10 7 IVLUT 125° 19.4 SPL 105.5 QDR NV 073° 14 9.0 SPL 12 10.0 SPL 52° EH017 10’ LUNIX 1T LUNIX EH038 32.9 SPL 114.0 L /NV - 332 52°09’05’’N 004°45’53’’E

LEKKO 1T

16 PAM 206

52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 0

LEKKO 27.4 PAM 206.1

WOODY

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 DTHR 06 52°17’21’’N 004°44’14’’E TWR 119.225 Schiphol Tower Primary EH014 52°20’16’’N 004°51’50’’E 118.100 km 5 0 5 10 15 20 EH017 52°11’06’’N 004°56’29’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH021 52°28’36’’N 004°39’21’’E EH036 52°15’25’’N 004°50’52’’E 121.650 EH038 52°10’12’’N 004°57’39’’E 121.700 Schiphol Ground Ground Control 121.800 MSA BASED ON SPL VOR / DME APP 119.050 Schiphol Approach / Departure DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : corrected LUNIX departure label, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 11/11 SCHIPHOL RWY 36L (Supplementary) AD 2.EHAM-SID-SUP-36L AIP NETHERLANDS STANDARD DEPARTURE CHART-INSTRUMENT 22 SEP 11

AMGOD 299° 28 FOR CONTINUATION OF ROUTES see AD 2.EHAM-SID-OVERVIEW BERGI 22.0 SPY 305.0 TRANSITION ALTITUDE 3000 AMSL

52° BERGI 1Z SPY 305 40’ N 17

SPIJKERBOOR / SPY EH006 270° EH015 113.300 / CH80X 7 52°32’25’’N 004°51’14’’E 0

3 13.0 AMS SPY 273

EH013 5 2.5 SPY 11.0 AMS 52° 30’

PAM 325

HDR 203 13

HDR - 115.550 / CH 102 Y

AMS 004 EH016 PAMPUS / PAM 117.800 / CH125X 52°20’05’’N 005°05’32’’E 0 SPY 242 52° 11 AMSTERDAM / AMS 20’ 113.950 / CH86Y ARNEM 1Z 52°19’58’’N 004°42’20’’E GORLO 1Z THR 36L VOLLA 0 PAM 111 238° 29.0 SPY 242.4 ARNEM PAM 13239 39.0 PAM 111.5 GORLO SCHIPHOL / SPL 108.400 / CH21X / ATIS 52°19’56’’N 004°45’00’’E 8 0

IVLUT SPY 164 8.2 PAM 131.8 125°

38 14

31 LUNIX 1Z

52° SPY 181 10’ LUNIX 22.1 PAM 127.7

LEKKO 1Z LOPIK 1Z

EH072 52° 00’ N ROTTERDAM / RTM 110.400 / CH41X 51°58’25’’N 004°28’51’’E 6 0 PAM 206 LEKKO LOPIK CAUTION 27.4 PAM 206.1 38.0 SPY 164.4 VFR flights without ATC clearance SPY 164 161° permitted.

WOODY LUTOM TOTNA

4°10’E 4°20’ 4°30’ 4°40’ 4°50’ 5°00’ 5°10’ 5°20’E

SCALE 1 : 500 000 THR 36L 52°19’43’’N 004°42’32’’E TWR 119.225 Schiphol Tower Primary EH006 52°35’27’’N 004°32’46’’E 118.100 km 5 0 5 10 15 20 EH01352°32’41’’N 004°43’46’’E 121.975 Schiphol Delivery Clearance delivery NM 2 1 0 2 4 6 8 10 EH015 52°35’27’’N 004°44’04’’E EH016 52°23’55’’N 004°24’52’’E 121.650 Schiphol Start-up Start-up Control EH07252°01’14’’N 004°50’35’’E 121.700 Schiphol Ground Ground Control 121.800 MSA BASED ON SPL VOR / DME APP 119.050 Schiphol Approach / Departure DISTANCES IN NM (TAR) 121.200 ALTITUDES IN FEET DIRECTIONS ARE MAGNETIC 121.500 General Emergency 243.000 1700 AVERAGE VAR 0° E (2010) ATIS 122.200 Departure Information DME SPY 23.1 NM 23.1 SPY 304.2 310° VOR SPY RADIAL 304.2 SID 353° 2300 SID ATC DISCRETION VOR RADIAL BEARING CHANGE : MAG VAR 2010, new WPT symbols and layout, editorial. © Air Traffic Control the Netherlands AIRAC AMDT 10/11 SCHIPHOL AD 2.EHAM-STAR.1 AIP NETHERLANDS STANDARD ARRIVAL CHART - INSTRUMENT 31 MAY 12

311° 2300 HOLDING

1700 354° LANGEN FIR LANGEN

SPL VOR/DME BREMEN FIR BREMEN MSA BASED ON

DOBAK

FIR Primary ARTIP NARSO RIVER SUGOL

FIR

BREMEN AMSTERDAM 7° E NORKU 34.6 HMM 308.8 NORKU 2B LUGUM REKKEN 2B KUBAT Arrival Approach / Departure SOMPO Information

(U)N125 309° UZ701 11

Schiphol Tower Arrival Amsterdam Schiphol SPL VOR Schiphol Radar SONSA 11.6 RKN 356.1

EELDE 1B (U)P999 356° NARSO 35.0 RKN 356.1 27.0 EEEL 176.1

(U)N872 12 (U)P174 176° 23 TEMLU UP603 27 176° 13 121.500 General Emergency 118.400 118.100 120.550 130.950 121.200 131.150 119.225 118.275 119.050 118.800 134.375 132.975 308° 108.400 35 1 min FL200 / RKN 006°45’50’’E / CH115X TWR BEDUM ATIS APP ACC ATC discretion (TAR) ROBIS 100 NORKU 2A / EEL REKKEN

/ CH71X

006°40’00’’E 43 FIR 0 116.800

58.5 SPY 093.6 LANGEN 250° 39 16 52°08’00’’N 2A EELDE M FI R 195 DA

R ER 112.400 GND 226° S T

FL M EH A 360 REKKEN 2A OSKUR GND VOR / DME 53°09’50’’N FL MAASTRICHT EHR 3-3D 6° 43.0 SPY 093.4 EELDE 1A 34.7 RKN 308.7 06° OSGOS SOPVI

17 274° 17 / EHN - 397 005°23’42’’E 1 min NOVEN 39.0 EEL 226.5 EINDHOVEN

51°28’04’’N 070° / PAM ARTIP 005°05’32’’E / CH125X 0 / EHV 32.0 SPL 070.4 26.3 SPY 093.9 / CH119X 005°22’30’’E 100 005°01’59’’E PAMPUS IAF IAS 117.800 FL 100 / WP - 376 * FL 070 52°20’05’’N L EINDHOVEN MAX 250 KT (117.200) 51°26’53’’N 52°19’34’’N 004°45’53’’E ATC / NV - 332 1 min 2000 L 15 SPL See EHEH, EHBD and EHBK SIDs LANSU

52°09’05’’N 27

22 060°

/ RTM 288° 34 / SPY

36R

/ CH41X 04

L 18 24

004°28’51’’E 18C 0

/ CH80X 09 004°51’14’’E 0 004°14’37’’E 110.400

36C ROTTERDAM

18R / STD - 386 113.300 PEVOS SPIJKERBOOR OLGAX

51°58’25’’N 06 52°32’25’’N PESER 33.3 EHV / HSD 104.3 / HDR / HDR STAD 004°45’12’’E 004°45’57’’E 004°45’57’’E 41F / CH102Y / CH102Y 0 0 51°44’29’’N 055 / OA - 395 D MSL SEE INSTRUMENT APPROACH CHARTS L FL / ATIS EH 306° / SPL PUTTY 13 PESER 2A 115.550 115.550 DEN HELDER DEN HELDER 52°28’13’’N 004°45’00’’E 0 52°54’25’’N 52°54’25’’N / CH21X

004°33’27’’E 338°

SCHIPHOL / CH - 388.5 L 222°

TRANSITION LEVEL BY ATC TRANSITION ALTITUDE : 3000 AMSL 320° 108.400 52°19’56’’N

PUTTY 1A 28 SUGOL 31.0 SPL 292.4 RIVER 52°13’14’’N 1 min

HELEN 1A 660 15 41A-D 7

MSL 114° D

FL 294° 042° 359° ROBVI 41.3 HDR 241.3 85.9 NIK 34.0 SPL 222.2 EH MONIL

IAF 29

IAF HELEN 1 min

TOPPA 2A 175°

FL 100 27

171° FL 100

11 3 * FL 070 86.5 SPY 205.3 * FL 070 39 015° MAX 250 KT IAS MAX 250 KT IAS TOPPA 136.4 NIK 350.8

/ HSD

21 077° 41E

101° 21 003°51’29’’E 055 LUTEX 13 D MSL DENUT 40 FL 20 114.150 EH DENUT 1A SULUT PEPEL HAAMSTEDE / COA 30 90.1 SPY 209.9 MOLIX 2A / CH37Y 003°21’19’’E 0 15 51°43’22’’N 120° 56.3 HDR 241.3 17 COSTA 20 110.050 121° 10 18

MOLIX

40 51°20’53’’N 060° 10 5 LAMSO LAMSO 1A SCALE 1 : 500 000 0 0 3° 4° 5° 2 5

AMSTERDAM FIR BRUSSELS FIR AMSTERDAM FIR AMSTERDAM km NM

REDFA 1A [RKN2A] FIR LONDON [NORK2B] [PESE2A] [REDF1A] [PUTY1A] [RKN2B] [TOPA2A] REDFA 90.8 SPY 253.7 96.1 HDR 240.4 TOPPA 2A PUTTY 1A PESER 2A REKKEN 2B REKKEN 2A REDFA 1A NORKU 2B (EXC NARSO : FL 200) [LAMS1A] [NORK2A] [DENU1A] [HELE1A] [EEL1A] [EEL1B] [MOLI2A] ATS ROUTE VOR SPY RADIAL 304.2 STAR SID ROUTE AS DESCRIBED CDR DME SPY 23.1 NM ICAO STAR DESIGNATORS AND CORRESPONDING ARINC 424 CODES 2°E MOLIX 2A EELDE 1B DENUT 1A HELEN 1A EELDE 1A LAMSO 1A NORKU 2A on all STARs EHAM. Navigation in the initial and intermediate approach is primarely based on radar vectors provided by ATC. Only the main landing RWYs equipped with an ILS approach procedure are indicated on this chart. Final approach information: consult the relevant instrument approach chart. Act in accordance with EHAM AD 2.22 §2.9 and the information given on relevant instrument approach chart in EHAM AD 2.24. COMMUNICATION FAILURE : 23.1 SPY 304.2 ALTITUDES IN FEET DISTANCES IN NM AVERAGE VAR 0°E (2010) DIRECTIONS ARE MAGNETIC Detailed information concerning ATS-routes see ENR 6-3.1 2. 3. 4. Mandatory carriage of B-RNAV equipment see EHAM AD 2.22. NOTES : Cross 15 SPL at 220 KT IAS Cross IAF at MAX 250 KT IAS SPEED AND LEVEL RESTRICTIONS : 1. * (unless otherwise instructed) HOLDING PROCEDURES : MNM Holding Level : FL 070 MAX Holding Speed : 250 KT IAS Entry Standard ICAO CHANGE : EHR 41E renamed 41F and 41D vertical limits, 3 limit, 2A added, editorial. N N 53° 52° 51° AIRAC AMDT 06/12 SCHIPHOL STANDARD RNAV NIGHT INSTRUMENT - ARRIVAL CHART AD 2.EHAM-STAR.2 AIP NETHERLANDS ARTIP, RIVER AND SUGOL TRANSITIONS TO RWYs 06 AND 18R 31 MAY 12

311° 2300 HOLDING

1700 354° LANGEN FIR LANGEN

SPL VOR/DME BREMEN FIR BREMEN MSA BASED ON

DOBAK

FIR Primary ARTIP NARSO RIVER SUGOL

FIR

BREMEN AMSTERDAM 7° E NORKU 34.6 HMM 308.8 NORKU 2B LUGUM REKKEN 2B KUBAT Arrival Approach / Departure SOMPO Information

(U)N125 309° UZ701 11 Schiphol Tower Arrival Amsterdam Schiphol SPL VOR Schiphol Radar SONSA 11.6 RKN 356.1

EELDE 1B 356° (U)P999 NARSO 35.0 RKN 356.1 27.0 EEEL 176.1

/ CH71X

006°40’00’’E 43 FIR 0 116.800

58.5 SPY 093.6 LANGEN 250° 39 16 52°08’00’’N 2A 2A

EELDE M FI R 195

195 DA R

R ER GND GND 226° T 112.400 S FL FL M EH EH A 360 REKKEN 2A OSKUR GND VOR / DME 53°09’50’’N FL MAASTRICHT EHR 3-3D 6° 43.0 SPY 093.4 EELDE 1A 34.7 RKN 308.7 06°

OSGOS

SOPVI 17 17 274° / EHN - 397 005°23’42’’E 1 min NOVEN 39.0 EEL 226.5 EINDHOVEN 51°28’04’’N

/ PAM 070° ARTIP 005°05’32’’E / CH125X 0 / EHV 32.0 SPL 070.4 26.3 SPY 093.9 / CH119X 005°22’30’’E 100 PAMPUS 117.800 IAF IAS FL 100 52°20’05’’N EINDHOVEN MAX 250 KT (117.200) 51°26’53’’N ATC / ATIS 2000 1 min DURING NIGHT HOURS / SPY ATC DISCRETION ONLY / SPL / CH80X See EHEH, EHBD and EHBK SIDs 004°51’14’’E 004°45’00’’E 0 0 / RTM / CH21X / CH41X 004°28’51’’E 0 NARIX SCHIPHOL 113.300 288°

SPIJKERBOOR 34

108.400 060° 52°32’25’’N 52°19’56’’N 110.400 ROTTERDAM 51°58’25’’N NIGHT INSTRUMENT

TO RWYs 06 AND 18R 06 004°14’37’’E

18R / STD - 386 TRANSITIONS / APPROACHES PEVOS PESER 33.3 EHV / HSD 104.3 NIRSI SEE AD 2.EHAM-IAC-06.2 / -IAC-18R.2 STAD / HDR / HDR 004°45’57’’E 004°45’57’’E 51°44’29’’N / CH102Y / CH102Y 41F 0 0 004°33’27’’E 055 D MSL IAF FL / CH - 388.5 EH 306° FL 100 SOKSI L PUTTY 13 PESER 2A 115.550 115.550 DEN HELDER DEN HELDER MAX 250 KT IAS 52°54’25’’N 52°54’25’’N

52°13’14’’N 338° 11 320°

TRANSITION LEVEL BY ATC TRANSITION ALTITUDE : 3000 AMSL 222° 28 PUTTY 1A SUGOL 31.0 SPL 292.4 RIVER 1 min

41A-D 660 HELEN 1A MSL 15 D

FL 359° EH 294° 042°

ROBVI 41.3 HDR 241.3 85.9 NIK 7

114° 34.0 SPL 222.2

MONIL 29 HELEN

175° 1 min IAF 27

TOPPA 2A 171°

11 FL 100 3 TOPPA 86.5 SPY 205.3 39 015° 136.4 NIK 350.8 MAX 250 KT IAS

/ HSD 21

41E 077° 055

101° 21 003°51’29’’E D LUTEX

MSL 13 FL DENUT 40 EH 20 114.150 DENUT 1A SULUT PEPEL HAAMSTEDE / COA 30 90.1 SPY 209.9 MOLIX 2A / CH37Y 003°21’19’’E 0 15 51°43’22’’N 120° 56.3 HDR 241.3 17 COSTA 20 110.050 121° 10 18

MOLIX

40 51°20’53’’N 060° 10 5 LAMSO LAMSO 1A SCALE 1 : 500 000 0 0 3° 4° 5° 2 5

AMSTERDAM FIR BRUSSELS FIR AMSTERDAM FIR AMSTERDAM km NM

REDFA 1A [RKN2A] FIR LONDON [NORK2B] [PESE2A] [REDF1A] [PUTY1A] [RKN2B] [TOPA2A] REDFA 90.8 SPY 253.7 96.1 HDR 240.4 TOPPA 2A PUTTY 1A PESER 2A REKKEN 2B REKKEN 2A REDFA 1A NORKU 2B [LAMS1A] [NORK2A] [DENU1A] [HELE1A] [EEL1A] [EEL1B] [MOLI2A] ATS ROUTE VOR SPY RADIAL 304.2 STAR SID ROUTE AS DESCRIBED CDR DME SPY 23.1 NM ICAO STAR DESIGNATORS AND CORRESPONDING ARINC 424 CODES 2°E MOLIX 2A EELDE 1B DENUT 1A HELEN 1A EELDE 1A LAMSO 1A NORKU 2A Act in accordance with EHAM AD 2.22 §2.9 and the information given on relevant instrument approach chart in EHAM AD 2.24. COMMUNICATION FAILURE : HOLDING PROCEDURES : NOTES : Entry Standard ICAO Mandatory carriage of B-RNAV equipment on all STARs EHAM. AVERAGE VAR 0° E (2010) ALTITUDES IN FEET DISTANCES IN NM 23.1 SPY 304.2 DIRECTIONS ARE MAGNETIC Detailed information concerning ATS-routes see ENR 6-3.1 CHANGE : EHR 41E renamed 41F and 41D vertical limits, 3 limit, 2A added, editorial. N N 53° 52° 51° AIRAC AMDT 06/12 SCHIPHOL TMA 1 FL095 A 1500 AMSL AIP NETHERLANDS © Air Traffic Control the Netherlands 364 469 52° BEVERWIJK PURMEREND Volendam 30’ 364 L / OA - 395 For description VFR - procedures N AD ELEV -11 52°28’13’’N 004°45’12’’E

see EHAM AD 2.22.

VAR 0° E (2010) Kanaal 509 522 Kanaal NOTES: RODE KRUIS M A R K E R M E E R 453 1 NW MILLIGEN TMA B/D (indicated as TMA B/D) YPAD Marken are classified E from 1500 AMSL - FL 065. EHYP Parts overlapping SCHIPHOL TMA 3/4/5 Noordzee Kanaal are excluded. IJMUIDEN 2 TMZ B: only active MON-FRI 0800-1600 SCHIPHOL (0700-1500), EXC HOL. FL 045 lower limit for CTR 2 ZAANDAM Monnickendam non-motorised hanggliders and paragliders 3000 AMSL SCHIPHOL Natural gas plant / Gas compressor station. 443 440 390 TMA 1

C 1200 AMSL 417 Noordhollands Avoid overflying below 1000 ft AGL. 417 Noordhollands FL 095 416 AMSTERDAM AMS 52° Santpoort ILS AREA T A 1500 AMSL APP 119.050 Schiphol Approach / Departure 410 413 HELIPORT ER 25’ RWY 18R DA 118.400 Schiphol Arrival 410 587 M S 417 E C 413 T TWR 119.225 Schiphol Tower ILS AREA O R 121.975 Schiphol Delivery RWY 18C 338 374 Start-up control VFR only 331 N O R T H S E A 479 341 121.800 Schiphol Ground ALMERE Main 318 Station FIC 124.300 Amsterdam Information HAARLEM 436 L / WP - 376 318

FIC (MIL) 132.350 Dutch MIL Info Zandvoort 318 18R ILS AREA 52°19’34’’N 005°01’59’’E ATIS 108.400 SPL - VOR RWY 22 Olympic IJ - meer Topography © Topografische Dienst Kadaster Schiphol Arrival Info PAMPUS / PAM AMSTERDAM / AMS AMSTERDAM Stadium 117.800 / CH125 X 113.950 / CH86 Y SCALE 1:250.000 344 52°20’05’’N005°05’32’’E VISUAL APPROACH CHART 52°19’58’’N004°42’20’’E 479 495

183 0 km AMSTERDAM / Schiphol 2 0 284 6 18C 52° 0

20’ NM 1130 2 4 VU ZIEKENHUIS BEARINGS ARE MAGNETIC SCHIPHOL / SPL 36L 18L

27 ILS AREA Gooimeer 09 DISTANCES IN NM 22 108.400 / CH21 X / ATIS RWY 27 Weesp ALTITUDES AND ELEVATIONS 52°19’56’’N 004°45’00’’E

320 NAARDEN IN FEET AMSL 24 LANGEVELD 0 Hoofddorp 36C HIGHEST KNOWN ELEVATION 04 Naardermeer G ON THIS CHART: 683 Hillegom B HUIZEN 06 36R Nieuw Vennep Amstel PAM BUSSUM Ankeveense A 212 - 7.8’ Plassen Blaricum Lisse ILS AREA NOORDWIJK 52° RWY 06 289° 167 - 8.8’ PAM VFR SECTOR see EHAM AD 2.22 15’ Vinke- 683 Westeinder UITHOORN veense Plassen Plassen HILVERSUM Sassenheim SCHIPHOL ILS AREA CTR 1 2 SPL TMZ B RWY 36C 3000 AMSL V 120 - 16.9’ C GND ILS AREA 10.8 SPL 128 TMA 1 SRZ EHP 25 Kager SPL 127 HILVERSUM KATWIJK TMA 4 1 2000 AMSL Plassen Braassemer RWY 36R Loosdrechtse 3500 AMSL Mijdrecht TMA B GND Plassen 1 1200 AMSL ATZ TMA B VALKENBURG L / CH - 388.5 TMA D 377 1500 AAL 52°13’14’’N 004°33’27’’E 322° 1 TMA 4 377 1 TMA 3 HILVERSUM GND Plassen FL 060 AMSTERDAM - RIJN KANAAL TMA 3 52° TMA D SCHIPHOL L / NV - 332 SCHIPHOL 10’ UNIVERSITAIR MC CTR 3 SCHIPHOL

TMA 4 AD 2.EHAM-VAC.1 N 52°09’05’’N 004°45’53’’E 1 VALKENBURG 3000 AMSL TMA 3 1 SRZ LEIDEN SCHIPHOL TMA 1 FL 095 C FL 095 A AIRAC AMDT 09/12 VALKENBURG 1200 AMSL Nieuwkoopse A 3500 AMSL 2500 AMSL Nieuwkoop 2500 AMSL TMA D AARLANDERVEEN TMA B 1500 AMSL Oude 446 Plassen MAARSSEN TMA 4 TMZ B 2 Bilthoven TMA 5 WASSENAAR Rijn ALPHEN NIEUWKOOP WESTBROEK FL 065 EHP 26A A/D RIJN FL 060 SRZ 23 AUG 12 2000 AMSL 2 FL 045 2 SOESTERBERG GND 1200 AMSL 2 EHP 26 3500 AMSL 2000 AMSL 1200 AMSL TMZ B 502 UTRECHT 004° 20’E GND 004° 25’ 004° 30’ 004° 35’ 004° 40’ 004° 45’ 004° 50’ 004° 55’ 005° 00’ 005° 10’ 005° 15’E

CHANGE: SRZ Hilversum and Soesterberg added, obstacle added, editorial. AMSTERDAM / SCHIPHOL AD 2.EHAM-VAC.2 AIP NETHERLANDS VFR TRAFFIC CIRCUITS 22 SEP 11

AD ELEV -11 VAR 0° E (2010) E 0° VAR 52° 20’ N Het Nieuwe Meer Ringvaart

SCHIPHOL CTR 1 3000 AMSL

C GND

18L 27 52° 19’

Het Amsterdamse Bos 22

H SCHIPHOL EAST 76* TWR AMSTELVEEN

320 2014 x 45m 112 182 RADAR

ANTENNA 24

76* 04 52° 18’ De Poel

* SHIPS VFR-SECTOR up to 76 ft 76* 289°

B 36R VFR-SECTOR

322° 52° 17’

Ringvaart

Aalsmeer

52° 16’ N 004° 46’E 004° 47’ 004° 48’ 004° 49’ 004° 50’ 004° 51’E

For description VFR - procedures see EHAM AD 2.22. SCALE 1 : 35.000 TWR 119.225 Schiphol Tower m 500 0500 1000 121.975 Schiphol Delivery Start-up control VFR only ft 1000 0 1000 2000 3000 121.800 Schiphol Ground

APP 119.050 Schiphol Approach / Departure BEARINGS ARE MAGNETIC 118.400 Schiphol Arrival DISTANCES IN NM ALTITUDES AND ELEVATIONS ATIS 108.400 SPL - VOR IN FEET AMSL Schiphol Arrival Info CHANGE: MAG VAR 2010, editorial. © Air Traffic Control the Netherlands Topografische ondergrond © TDN, Emmen AIRAC AMDT 10/11