AMS-REF

1. GENERAL 1.1. ATIS 1.2. NOISE ABATEMENT PROCEDURES 1.2.1. GENERAL 1.2.2. ACFT CLASSIFIED ACCORDING TO ICAO ANNEX 16 1.2.3. PREFERENTIAL RWY SYSTEM 1.3. LOW VISIBILITY PROCEDURES (LVP)1.4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM 1.4.1. OPERATION OF MODE S TRANSPONDER WHEN ACT IS ON GROUND 1.5. RWY OPERATIONS 1.5.1. APPLICATION OF WAKE TURBULENCE SEPARATION 1.5.2. TIME BASED SEPARATION (TBS) ON FINAL APPROACH 1.5.3. MINIMUM RWY OCCUPANCY TIME 1.6. TAXI PROCEDURES 1.6.1. GENERAL 1.6.2. A380 RESTRICTIONS AND PROCEDURES 1.6.3. ANTONOV AN124 RESTRICTIONS AND PROCEDURES 1.6.4. BOEING 747-8 RESTRICTIONS AND PROCEDURES 1.7. PARKING INFORMATION 1.7.1. GENERAL 1.7.2. J-APRON AND K-APRON PROCEDURES 1.7.3. USE OF APU 1.8. OTHER INFORMATION 1.8.1. RNAV EQUIPMENT 1.8.2. GENERAL 1.8.3. JETBLAST HAZARD 2. ARRIVAL 2.1. LOST COMMUNICATIONS 2.1.2. GENERAL 2.1.2. ARRIVAL CLEARANCE NOT RECEIVED 2.1.3. ARRIVAL CLEARANCE RECEIVED 2.1.4. MISSED APPROACH PROCEDURE DURING COMMUNICATION FAILURE 2.2.APPROACH PROCEDURES 2.2.1. GENERAL 2.2.2. TRANSFER TO SCHIPHOL APPROACH 2.2.3. TRANSFER TO SCHIPHOL ARRIVAL 2.2.4. MISSED APPROACH PROCEDURE 2.2.5. RNAV TRANSITIONS/ PROCEDURES 2.2.6. FINAL APPROACH PROCEDURE - ILS APPROACH 2.2.7. TRANSFER TO SCHIPHOL TOWER 2.3. SPEED AND LEVEL RESTRICTIONS 2.4. NOISE ABATEMENT PROCEDURES 2.4.1. GENERAL 2.4.2. USE OF RWY s 2.5. CAT II/III OPERATIONS 2.6. MINIMUM FUEL PROCEDURES 2.6.1. PILOT AND ATC PROCEDURES 2.7. TAXI PROCEDURES 2.7.1. GENERAL 2.7.2. J-APRON PROCEDURES 2.7.3. K-APRON PROCEDURES 2.8. OTHER INFORMATION 2.8.1. REQUEST FOR DELAY DUE TO LANDING SLOT MANAGEMENT 3. DEPARTURE 3.1. APT COLLABORATIVE DECISION MAKING (A-CDM)3.1.1. GENERAL 3.1.2. PROCEDURES 3.2. LOST COMMUNICATIONS 3.3. REMOTE HOLDING 3.3.1. REMOTE HOLDING POSITIONS 3.4. DE-ICING 3.4.1. SNOWDESK DE-ICING PROCEDURES 3.4.2. REMOTE DE-ICING 3.4.3. ADDITIONAL REMARKS 3.5. START-UP, PUSH-BACK AND TAXI PROCEDURES CLEARANCE 3.5.1. DELIVERY AND START-UP 3.5.2. PUSH-BACK AND TAXIING 3.5.3. TOWING TO A REMOTE HOLDING POSITION (OUTBOUND ACFT)3.5.4. TOWING TO ANOTHER ACT STAND (OUTBOUND ACT)J-APRON PROCEDURES 3.5.6. K-APRON PROCEDURES 3.6. NOISE ABATEMENT PROCEDURES 3.6.1 GENERAL 3.6.2. USE OF RWYS 3.7. RWY OPERATIONS 3.7.1.INTERSECTION TAKE-OFFS 3.8. OTHER INFORMATION

1. GENERAL

1.1. ATIS

D-ATIS Arrival 132.980

D-ATIS Departure 122.205

1.2. NOISE ABATEMENT PROCEDURES

1.2.1. GENERAL

All procedures have proved to be highly efficient in respect of noise abatement and ACFT shall adhere to these, except for safety reasons or when otherwise instructed by ATC.

1.2.2. ACFT CLASSIFIED ACCORDING TO ICAO ANNEX 16

Take-off and landing are not allowed for Chapter 2 ACFT.

Chapter 3 ACFT for which the margin of the sum of the three certification noise levels, relative to the sum of the three applicable ICAO Annex 16 Chapter 3 certification noise limits, is less than 10 EPNdB the following applies:

New operations are not allowed.

For ACFT equipped with engines with bypass ratio smaller or equal 3, take-off and landing is not allowed between 1800-0800LT.

For propeller-driven ACFT and ACFT equipped with engines with bypass ratio greater than 3, it is not allowed to plan take-off between 2300-0700LT.

1.2.3. PREFERENTIAL RWY SYSTEM

1.2.3.1. GENERAL

The RWYs in use will be selected by ATC according to a preferential RWY system.

The preferential sequence is subject to noise load developments and may therefore change in any given period. Deviations from the preferential sequence for selecting RWYs in use can be made by ATC:

When approach facilities on the selected RWY are not suitable for operations in the prevailing weather.

When crosswind components do not meet the given limits for any RWY combination.

When estimated surface friction on RWYs is below certain standards.

When heavy showers are observed or wind shear is reported in the vicinity of the APT.

The use of a non-preferential RWY for take-off and landing is not permitted unless specifically requested for safety reasons by the pilot.

However, if a pilot decides that a different landing RWY should be used for safety reasons, ATC will assign that RWY (air traffic or other conditions permitting).

1.2.3.2. WIND CRITERIA

In selecting the RWY combination to be used from the preferential RWY system, LVNL (Luchtverkeersleiding Nederland) also applies wind speed criteria.

Luchtverkeersleiding Nederland (LVNL) is the agency in charge of air traffic control in the airspace of the Netherlands. Since 1998 it is an independent government agency. The LVNL is integrated into the Central European Functional Airspace Block (FABEC). ‣

In applying these wind criteria, gusts below 10 KT shall not be taken into account.

Accepting a RWY is a pilot's decision. If a pilot, prompted by safety concerns, requests another RWY 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).

1.3. LOW VISIBILITY PROCEDURES (LVP)

Take-off intersections not for use during LVP: no centerline lights. These intersections may however be used at night. Edge light, (enhanced) centerline marking, RWY guard lights and signs normally provide adequate guidance at NIGHT.

The ATC low visibility operations are categorised in four phases (A, B, C and D), that are based on RVR values and ceiling. Phase A is a reduced visibility proce-dure; phases B, C and D are Low Visibility Procedures.

Phase	Conditions	Procedures
A	RVR less or equal 1500m and/or ceiling less or equal 300'	'Reduced visibility has only impact on ground operations regarding departing traffic (stopbars activated and intersection take-offs are not allowed, except for take-offs from RWY 24 intersection TWY S6 or S8 at ATC discretion).
B	RVR less 550m and/or ceiling less 200'	RWY use will be restricted.
C	RVR less 350m	RWY use will be restricted.
D	RVR less 200m	Only one RWY with ILS CAT 11I will be available for landing and one RWY for departure.

If a ground surveillance system and/or the RWY stop bars are out of service, additional restrictions apply.

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 the RVR values for the takeoff RWY are above the take-off limits for the flight. Pilots should be informed about the RVR minima that apply of their flights, so that they can readily respond to requests about these minima.

During reduced and low visibility procedures all RWY exits, entries and crossings (except RWY 04/22) are safeguarded by switchable or fixed stop bars. Crossing of activated stop bars is prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off.

During reduced and Low Visibility Procedures, the standard taxiroutes between Schiphol-Center and Schiphol-East are as follows:

from Schiphol-Center to Schiphol-East taxi via TWY E4, E8, N, G8 and G2. from Schiphol-East to Schiphol-Center taxi via TWY G5, G6, H, E10 and E1.

Phase B, C and D:

During Low Visibility Procedures additional separation on final is applied to ensure the ILS signal integrity.

During Low Visibility Procedures only standard push-backs are allowed.

Phase C and D:

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

Incoming ACFT shall be guided by a Follow-me car on TWY AlA, A1B, A2, A3 and adjacent ACFT stands.

On the TWYs East of RWY 18L/36R (except route via TWY E8, N and TWY N1) ACFT shall be towed or guided by a Follow-me car.

Therefore the availability of the K-apron for parking and departure operations will depend on the availability of a tow truck or a Follow-me car.

Phase D:

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

1.4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM

1.4.1. OPERATION OF MODE S TRANSPONDER WHEN ACT IS ON GROUND

ACFT operators should ensure that the Mode S transponders are able to operate when the ACFT is on the ground according to ICAO specifications.

The ACFT ident (MAX 7 characters) should be entered before the transponder is activated.

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 ACT 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 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 ACFT, TCAS should be deselected as soon as possible after vacating the RWY.

1.5. RWY OPERATIONS

1.5.1. APPLICATION OF WAKE TURBULENCE SEPARATION

On arrival, after being transferred from AMSTERDAM Radar to SCHIPHOL Approach, the pilot must inform ATC if greater wake turbulence separation is required than the RECAT-EU minima. Refer to ATC pages for table details.

Wake turbulence separation in the Schiphol TMAs and CTRs is applied in accordance with the RECAT-EU separation. The separation applied is described in EUROCONTROL document 'RECAT-EU European Wake Turbulence Categorisation and Separation Minima on Approach and Departure'

In addition to these separation minima for departures, a minimum of 80 seconds for a lower heavy (CAT C) behind an upper heavy (CAT B) is required at Schiphol APT for safety reasons. On departure, when receiving line-up clearance, the pilot must inform ATC if greater wake turbulence separation is required than the RECAT-EU minima specified in the table. Refer to ATC pages for table details.

1.5.2. TIME BASED SEPARATION (TBS) ON FINAL APPROACH

Enhanced TBS minima are in use for wake turbulence separation instead of fixed distance based rules. These are based on RECAT-EU wake turbulence minima, and include reduced separation in medium and strong headwind conditions.

When in stronger headwind conditions, a moderate reduction in separation distances from lead and follower ACFT may be observed in comparison to RECAT-EU distance based wake turbulence minima.

1.5.3. MINIMUM RWY OCCUPANCY TIME

Converging departure and approach procedures may be in progress. To avoid conflicts with possible missed approaches:

complete all cockpit checks before line-up;

expedite line-up and start the take-off roll within 10 seconds after receiving the take-off clearance.

When unable to comply with the above, inform ATC as soon as possible. The takeoff clearance may be revoked.

To ensure minimum RWY occupancy time, pilots should vacate the RWY via the first practicable (rapid) exit TWY corresponding to operational requirements, or as instructed by ATC. ATC anticipates that ACFT will exit according to the table below. The indicated RWY exits per RECAT-EU wake turbulence category in the table are anticipated to be used after landing during nominal conditions.

ㅤ	A	B	C	D	E	F
RWY 22	G6	G6	G6	G6	G6	G7
RWY 06	S4	S4	S4	S4	S3	S3
RWY 09	N1	N1	N1	N9	N9	N9
RWY 27	N4	N3	N3	N3	N2	N2
RWY 18C	W7	W7	W7	W7	W6	W6
RWY 36C	W3	W3	W4	W4	W5	W5
RWY 36R	E5	E2	E2	E2	E1	E1
RWY 18R	V2	V2	V2	V2	V1	V1

Super Heavy (A)

Upper Heavy (B)

Lower Heavy (C)

Upper Medium (D)

Lower Medium (E)

Light (F)

1.6. TAXI PROCEDURES

1.6.1. GENERAL

Based on principle of cockpit over centerline for all ACFT types, except A340-600, A350-1000, A380, B777-300 and larger. For those ACFT oversteering is required.

Oversteering required for ACFT with wingspan of 118'/36m or more. On Twy N turning towards Twy G8 v.v, between Twy G2 and Twy G and between Twy G and Twy G5.

For wingspan restrictions refer to 10-9 charts.

Avoid holding on the upslope between TWY A19 and A20 to prevent backward movement of the ACT.

When facing East on TWY A12, avoid turning LEFT onto TWY A to avoid jet blast on ACFT stand E77.

Caution: TWY S7W shall only be used for crossing RWY 06/24.

In order to reduce the environmental burden:

負擔

after landing, all arriving ACFT shall switch off as many engines as possible before taxiing to the ACFT stand;

all departing ACFT shall use as few engines as possible whilst taxiing to the RWY.

Reduced engine taxiing should only be executed when allowed in accordance with company Standard Operating Procedures (SOP) and when deemed safe by the crew.

Operational restrictions on code F ACFT are shown on charts A380 TAXI RESTRIC-TIONS, AN124 TAXI RESTRICTIONS, B747-8 TAXI RESTRICTIONS.

Additional details are shown in paragraphs below.

1.6.2. A380 RESTRICTIONS AND PROCEDURES

ILS Landings

All RWYs: ILS landings shall be made with coupled autopilot or flight director mode to ensure maximum track-accuracy to the RWY centerline.

RWYs

RWY 04/22: use of RWY prohibited due to insufficient RWY width.

RWY 06/24: use of turn around area RWY end 24 under marshaller guidance only.

RWY 18R/36L: use of turn around area RWY end 36L under marshaller guidance only.

RWY 18L/36R: turn around on RWY end 18L not possible, towing required.

TWYs and Aprons

TWY R between ACFT stand R77 and TWY B: access only under marshaller guidance.

TWY A and TWY B between A28 and AS/BS: thrust on outer engines limited to MAX ground idle power due to highway bridge.

Apron TWY A13 abeam ACFT stands numbered lower than E18: access prohibited due to wingspan restrictions.

Apron TWY A19C abeam ACFT stands numbered lower than G9: access prohibited due to wingspan restrictions.

ACFT Stands (related to parking purposes only)

E18: arriving ACFT will be parked on P3 and towed to E18.

Remote De-icing Facilities

Access prohibited on remote de-icing spots P10 and P12 due to wingspan restrictions.

Engine Run-up Facilities

Engine run-up area (towing only): no access due to wingspan restrictions.

Remote Holding Positions

Access prohibited on remote holding positions P1, P2, PA, PB, PC, PD, P6А, P6B, P7A, P7B, P20, P21, P22 and P23 due to wingspan restrictions.

A380 equipped with brake-to-vacate system are advised to select the following exits, unless instructed otherwise.

Pilots shall vacate the exit TWY completely onto the TWY parallel to the RWY as soon as practicable.

LANDING RWY	EXIT TWY
06	S4
09	N1
18C	W7
18R	V2

LANDING RWY	EXIT TWY
24	S1
27	N4
36C	W3
36R	E5

1.6.3. ANTONOV AN124 RESTRICTIONS AND PROCEDURES

RWYs

RWY 04/22: use of RWY prohibited due to insufficient RWY width.

RWY 06/24: use of turn around area RWY end 24 under marshaller guidance only.

RWY 18R/36L: use of turn around area RWY end 36L under marshaller guidance only.

RWY 18L/36R: turn around on RWY end 18L not possible, towing required.

TWYs and Aprons

TWY R between ACFT stand R77 and TWY B: access only under marshaller guidance.

TWY A and TWY B between A28 and AS/BS: thrust on outer engines limited to

MAX ground idle power due to highway bridge.

Apron TWY A13 abeam ACFT stands numbered lower than E18: access prohibited due to wingspan restrictions.

Apron TWY A19C abeam ACFT stands numbered lower than G9: access prohibited due to wingspan restrictions.

ACFT Stands (related to parking purposes only)

E18: prohibited.

Remote De-icing Facilities

Access prohibited on remote de-icing spots P10 and P12 due to wingspan restrictions.

Remote De-icing Facilities

Access prohibited on remote holding positions P1, P2, PA, PB, PC, PD, P6А, Р6В, P7A, P7B, P20, P21, P22 and P23 due to wingspan restrictions.

1.6.4. BOEING 747-8 RESTRICTIONS AND PROCEDURES

RWYs

RWY 04/22: use of RWY 04/22 prohibited due to insufficient RWY width. RWY 06/24: use of turn around area RWY end 24 under marshaller guidance only. RWY 18R/36L: use of turn around area RWY end 36L under marshaller guidance only. RWY 18L/ 36R: turn around on RWY end 18L not possible, towing required.

TWYs and Aprons

Apron TWY A13 abeam ACFT stands numbered lower than E18: access prohibited due to wingspan restrictions. Apron TWY A19C abeam ACFT stands numbered lower than G9: access prohibited due to wingspan restrictions.

Remote De-icing Facilities

Remote de-icing spot P12: access prohibited due to wingspan restrictions.

Remote Holding Positions

Access prohibited on remote holding positions P2, PA, PB, PC, PD, P6A, P6B, P7A, P7B, P20, P21, P22 and P23 due to wingspan restrictions.

1.7. PARKING INFORMATION

1.7.1. GENERAL

Follow-me service available on request for guidance on aprons and TWYs.

All parking stands are outside of ATC service area.

Guidance at ACFT stands by Visual Docking Guidance System or marshaller is mandatory. Pilots shall not enter the ACFT stand and stop before the red ATC service boundary, until the Visual Docking Guidance System is activated or a mar-shaller has signalled to proceed. On proceeding onto the designated ACFT stand, pilots shall be aware not to cause excessive jet blast at adjacent ACFT stands.

過度的/過多的鄰近的/毗連的

For parking guidance on K-apron contact the handler.

Self-parking procedure (w/o marshaller or Visual Docking Guidance System) available for all ACFT stands on A-apron and ACFT stands B16, B20, B24, B28, B32, B36, B91 thru B95 and Y-apron except during low visibility phase C and D.

Stop ACFT when yellow STOP marking is in line with pilots eye view at an angle of 90° to the lead-in line.

Marshaller guidance is required for ACFT docking at the C-apron ACFT stands C11, C13, C14 and C16, G-apron, J-apron (except P10, P12, P14 and P16 in case of de-icing) and R-apron.

Caution: Pilots of ACFT with black livery shall request Marshaller assistance when docking and shall not use the Visual Docking Guidance System due to the risk of inaccurate display information.

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.

1.7.2. J-APRON AND K-APRON PROCEDURES

J-apron, including adjacent TWY A20, and K-apron are not controlled by ATC.

1.7.3. USE OF APU

The use of Auxiliary Power Units (APU) and Ground Power Units (GPU) is strictly controlled at all ACFT stands where (fixed) 400 Hz power units are available.

These power units shall be used to reduce environmental and noise burden.

負擔

For cooling and heating purposes (zero emission), Pre-Conditioned Air units (PCA) shall be used.

零排放

At all other ACFT stands, flight crew are urgently requested not to use the APU.

The APU should be shut down as soon as practicable following Actual In-Block Time (AIBT) but not later than 5 minutes after parking brakes set and not be restarted in order to start the engines until: 5 minutes prior to Target Off-Block Time (TOBT) for narrow body ACFT and 10 minutes prior to TOBT for wide body ACFT.

Note: If the TOBT is delayed by more than 20 minutes the APU must be turned off again.

Exceptions without PPR:

Outside temperature below -5°C or above +25°C (according to METAR).

PCA will not be connected to wind conditions from 36 KT (according to METAR) due to risk of equipment damage and/or injury. For specific PCA hoses with lesser mass or a lower limit of 21 KT (according to METAR) applies.

If a flight is subject to a 100% customs check and connection of a PCA is not allowed by the authorities.

When it is necessary to use the APU to ensure safety on board (captain responsibility). Report to Airside Operations office as soon as possible.

Exceptions with PPR from Airside Operations office required:

When it is necessary to use an APU to diagnose and /or rectify ACFT faults. 診斷

When 400 Hz power units and/or PCA units are not operative or not available.

Note: Ground control, Apron control and channel 130.480 are not to be used.

Note: The use of ACT engines for air-conditioning purposes on the apron is not allowed.

1.8. OTHER INFORMATION

1.8.1. RNAV EQUIPMENT

For RNAV equipment within Schiphol TMAs refer to ATC pages Netherlands.

1.8.2. GENERAL

Birds. RVR reported for RWY in use at TDZ, MID and Rollout, identified by A, B and C. RWY guard lights: provided at hotspots, NO ENTRY locations and standard towing routes.

1.8.3. JETBLAST HAZARD

Caution: Jetblast hazard exists, when the following RWY combinations in use: 組合

Departure RWY 18L and departure RWY 24; ATC will time departures from RWY 24 to avoid jetblast on RWY 18L.

Departure RWY 18L (E5) and departure or landing RWY 09 or 27; ATC will time departures from RWY 18L to avoid jetblast on RWY 09 or 27.

Departure RWY 24 and landing RWY 36R; ATC will time departures from RWY 24 to avoid jetblast on RWY 36R.

Pilots are to use the minimum power necessary when maneuvering on the TWY system. This is of particular importance at locations where jet blast can affect adjacent ACFT stands such as:

TWY A when turning left onto TWY S6 for line-up RWY 24 of code E and F ACFT.

TWY A when turning left onto TWY S7E for line-up RWY 24, or crossing RWY 24.

TWY A9C when taxiing out on TWY A9C.

TWY A10 when turning right onto TWY A13.

TWY A12 after push-back, when turning right onto TWY A13.

TWY Al6 when turning right onto TWY A.

ACFT stands D3, E18, E20 and E22 when docking.

When taxiing out on TWY A14 to TWY A or B avoid turning LEFT onto TWY A16 due to jet blast on stands E17 and E19.

2. ARRIVAL

2.1. LOST COMMUNICATIONS

2.1.2. GENERAL

Select transponder code 7600.

If possible call Amsterdam ACC Supervisor on telephone number: +31 (0)20 406 3999.

Note: Use telephone connection to mitigate COM failure only. All telephone calls will be automatically recorded.

If telephone connection is disconnected prematurely (before read-back), revert to general communication failure procedure (see Emergency pages / State Rules and Procedures - Europe / Netherlands).

In addition, for arriving flights, the following communication failure procedures apply.

2.1.2. ARRIVAL 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 FL070 at or as near as possible to the ETO over the holding fix.

After reaching FL070 leave the holding fix, proceed direct to SPL VOR and carry out instrument approach procedure to the received and acknowledged RWY, or to the main RWY according ATIS.

2.1.3. ARRIVAL CLEARANCE RECEIVED

2.1.3.1. TRAFFIC VIA STANDARD ARRIVAL ROUTE

Proceed according the current flight plan to the appropriate holding fix (SUGOL, RIVER, ARTIP).

Maintain the last cleared and acknowledged flight level.

After arrival over the fix, intercept the holding pattern.

Commence descent to FL070 at the EAT last received and acknowledged.

When no EAT has been received and acknowledged, commence descent to FL070 at or as near as possible to the ETO over the holding fix.

After reaching FL070 leave the holding fix, proceed direct to SPL VOR and carry out instrument approach procedure to the assigned RWY, or to the main landing RWY according ATIS.

2.1.3.2. TRAFFIC VIA EEL 1B, NORKU 2B AND RKN 2B ARRIVAL

Proceed to NARSO.

Maintain the last cleared and acknowledged flight level.

After arrival over NARSO, intercept the holding pattern.

Commence descent to FL070 at the Expected Further Clearance Time (EFCT) last received and acknowledged.

When no EFCT has been received and acknowledged, commence descent to FL070 at or as near as possible to the ETO over NARSO. After reaching FL070 leave NARSO and intercept R-070 SPL inbound ARTIP.

Without delay at ARTIP, proceed direct to SPL VOR, carry out instrument approach procedure to the assigned RWY, or to the main RWY according ATIS.

2.1.3.3. TRAFFIC OUTSIDE STANDARD ARRIVAL ROUTE

Proceed to VOR 'SPL' along the route specified in the inbound clearance.

Maintain the last cleared and acknowledged flight level.

After arrival over VOR 'SPL' intercept the holding pattern to the received and acknowledged RWY, or to the main landing RWY according ATIS.

In the holding descent to FL070, if applicable.

After reaching FL070, leave the holding and carry out instrument approach procedure to the assigned RWY.

2.1.3.4. TRAFFIC ON A TRANSITION DURING NIGHT 2230-0630LT

With clearance for a transition, execute the cleared NIGHT transition and appropriate final approach procedure.

Without clearance for transition, and the last received and acknowledged RWY is 06, 18C or 18R:

proceed via the applicable transition to the RNP or ILS approach of the received and acknowledged RWY.

Without clearance for a transition, and the last received and acknowledged RWY being any other RWY:

Proceed to VOR 'SPL'

Maintain the last cleared and acknowledged flight level.

After arrival over VOR 'SPL', intercept the holding pattern to the received and acknowledged RWY.

In the holding descend to FL070.

After reaching FL070, carry out instrument approach procedure to the RWY concerned.

2.1.3.5. TRAFFIC ON A TRANSITION DURING DAY 0630-2230LT

With clearance for approach execute the cleared approach.

Without clearance for approach:

Proceed to VOR 'SPL' to cross VOR 'SPL' at FL070.

After arrival over VOR SPL intercept the holding pattern, if applicable.

Carry out an instrument approach procedure to the RWY concerned.

2.1.3.6. TRAFFIC VECTORED TO FINAL APPROACH

Proceed to the final approach beacon or Intermediate Fix (IF) of the assigned landing RWY.

Maintain last received and acknowledged level.

When arriving over the final approach beacon or IF start outbound turn, descend to 2000' and intercept final approach.

2.1.4. MISSED APPROACH PROCEDURE DURING COMMUNICATION FAILURE

2.1.4.1. MISSED APPROACH FOR ILS AND LOC RWY 06 Track 056° and climb to 3000'. When passing 2000' start a right turn to VOR 'SPL' and cross VOR 'SPL' at 3000'. After VOR 'SPL' descend to 2000' and execute the IAP again.

2.1.4.2. MISSED APPROACH FOR ILS AND LOC RWY 18C Track 182° and climb to 3000'. At 2000' start a left turn to AM120 and cross AM120 at 3000'. After AM120 descend to 2000' and execute the IAP again.

2.1.4.3. MISSED APPROACH FOR ILS AND LOC RWY 18R

Turn right (MAX 220 KT) as soon as practicable but not below 500' to AM624. Do not overshoot R-240 SPL. Climb to 3000'. At AM624 continue to AM240 and cross AM240 at 3000'. After AM240, descend to 2000' and execute the IAP again.

2.1.4.4. MISSED APPROACH FOR ILS AND LOC RWY 22

Turn left to 159° as soon as practicable but not below 400' and climb to 3000'. At 2000' start a left climbing turn to DME 'PAM' so as to cross DME 'PAM' at 3000' and proceed with the IAP from DME 'PAM'.

2.1.4.5. MISSED APPROACH FOR COPTER ILS AND COPTER LOC RWY 22

Turn left to 159º as soon as practicable but not below 400' and climb to 3000'. At 2000' start a left climbing turn to DME 'PAM' so as to cross DME 'PAM' at 3000' and execute procedure ILS or LOC RWY 22 (refer to chart 11-7).

2.1.4.6. MISSED APPROACH FOR ILS AND LOC RWY 27

Track 266° and climb to 3000'. When passing 2000' start a right turn to AM260 and cross AM260 at 3000'. After AM260 descend to 2000' and execute the IAP again.

2.1.4.7. MISSED APPROACH FOR ILS AND LOC RWY 36C

Track 002° and climb to 3000'. When passing 2000' start a left turn to AM280 and cross AM280 at 3000'. After AM280 descend to 2000' and execute the IAP again.

2.1.4.8. MISSED APPROACH FOR ILS AND LOC RWY 36R

Track 002° and climb to 1500'. When 1500' is reached start a right turn to AM160, climb to cross AM160 at 3000'. After AM160 descend to 2000' and execute the IAP again.

2.1.4.9. MISSED APPROACH DURING VISUAL APPROACH

For all RWYs except RWY 04: Execute the published missed approach in case of communication failure for that RWY.

2.1.4.10.MISSED APPROACH WHILE CIRCLING TO LAND (DIFFERENT FROM ICAO DOC. 8168, PANS-OPS)

For all RWYs except RWY 04: Complete the turn to the intended landing RWY.

Intercept the track of the intended landing RWY and execute the published missed approach in case of communication failure for that RWY.

For RWY 04: Maintain RWY track and climb to 2000'

2.2.APPROACH PROCEDURES

2.2.1. GENERAL

Between IAFs and interception of final the navigation is based on RADAR VECTORS provided by ATC, except in case of RNAV approaches.

2.2.2. TRANSFER TO SCHIPHOL APPROACH

While being transferred from AMSTERDAM Radar to SCHIPHOL Approach, initial contact shall be restricted to SCHIPHOL Approach and Callsign 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.

2.2.3. TRANSFER TO SCHIPHOL ARRIVAL

While being transferred from SCHIPHOL Approach t o SCHIPHOL Arrival, initial contact shall be restricted to SCHIPHOL Arrival and Callsign only in order to avoid frequency congestion.

2.2.4. MISSED APPROACH PROCEDURE

2.2.4.1. STRAIGHT IN APPROACH

The RWYs are used according to a preferential RWY system. This system allows simultaneous use of several RWY combinations, therefore it is important that in case of a missed APCH, pilots inform ATC immediately and are prepared to receive amended missed APCH instructions. When no instructions are received, adhere strictly to the published missed APCH procedures.

2.2.4.2. DURING VISUAL APPROACH

For all RWYs except RWY 04: Execute the published missed approach for that RWY.

For RWY 04: Maintain RWY track and climb to 2000'.

2.2.4.3. WHILE CIRCLING TO LAND

(DIFFERENT FROM ICAO DOC 8168, PANS-OPS)

For all RWYs except RWY 04: Complete the turn to the intended landing RWY, intercept the RWY track and execute the published missed approach for that RWY.

For RWY 04: Maintain RWY track and climb to 2000'.

2.2.5. RNAV TRANSITIONS/ PROCEDURES

2.2.5.1. DURING NIGHT 2230-0630LT

The NIGHT transition procedures to RWY 06, 18C or 18R must be executed by all jet ACFT at NIGHT.

Between FIR entry and the lAFs, ATC may use the phrase "at pilot's discretion" in descent or speed instructions. In this case, the pilot is free to optimise the vertical and/or speed profile with the aim to fly a low noise Continuous Descent Operation (CDO). ATC may provide vertical instructions that deviate from the charted altitudes on the STARs, intended to facilitate the CDO.

During NIGHT, using night transitions, some containing Radius to Fix (RF) segments, followed by an RNP final approach is preferred for noise abatement reasons. If unable, advise ATC and expect an ILS final approach. When RVR is 1500m or less and/or the cloud base is 300' or less, an ILS final approach will be provided at ATC discretion.

The NIGHT transition procedures contain the lateral path, vertical and speed pro-files. When cleared for the transition fly the lateral path and adhere to altitude/ level instructions by ATC. When cleared to "descend via" the applicable transition, execute a low noise CDO within the constraints as laid down in the procedure description. If unable to comply with the constraints, advise ATC.

Example: The ATC instruction "Descend via ARTIP 1A, cleared RNP approach RWY 06" is a clearance to fly the published NIGHT transition and RNP final approach to the relevant RWY within the constraints of the procedure.

ACFT with a cruising altitude below FL070 and/or a cruising speed of less than 250 KT are exempted from the procedure. As a rule, these ACFl will be offered an ILS approach beginning at 3000'

Flights departing from ROTTERDAM or LELYSTAD inbound SCHIPHOL are also exempted from flying NIGHT transitions.

豁免

Rotterdam The Hague Airport RTM EHRD 鹿特丹海牙機場荷蘭第三大機場 Lelystad Airport LEY EHLE 萊利斯塔德機場荷蘭最大的通用航空機場

2.2.5.2. DURING DAY 0630-2230LT

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

On initiative of ATC, ACFT with assigned landing RWY 36R may be instructed to follow an RNAV transition onto the final approach, enabling subsequent interception of ILS RWY 36R.

The transition provides a pre-defined lateral RNAV route starting at ARTIP. At ATC discretion, ACFT may be instructed to proceed directly to INBAM and start the transition from here.

Clearances and constraints:

Altitudes will be instructed by ATC.

The following speed limits must be adhered to:

ARTIP: MAX 250 KT;
AM665: MAX 220 КТ;
AM668: MAX 180 KT.

ATC may instruct additional speed limitations.

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

2.2.5.3. ACFT REQUIREMENTS FOR TMA RNAV PROCEDURES

In order to enable their pilots to accept the TMA RNAV procedures, operators must be approved for RNAVI operations by their State of registry.

ACFT that are not equipped or approved for TMA RNAV procedures are only allowed inbound Schiphol by exemption. Pilots of these ACFT shall inform ATC by use of the phrase "UNABLE RNAV" if instructed to fly an RNAV procedure. These ACFT will be guided by radar vectors or will be rerouted via conventional navigation aids.

2.2.6. FINAL APPROACH PROCEDURE - ILS APPROACH

2.2.6.1. DURING DAY 0630-2230LT

The final approach will normally be conducted on the ILS of the main landing RWY.

Alternatively, an RNP approach may be used on pilots request or as instructed by ATC. The second landing RWY will be preferably, but not necessarily, be an ILS RWY.

2.2.6.2. DURING NIGHT 2230-0630LT

RNP approach will be conducted on the main landing RWY. If unable, advise ATC and expect an ILS approach. When RVR is 1500m or less and/or the cloud base is 300' or less, an ILS final approach will be provided at ATC discretion.

視情況/慎重/謹慎

2.2.7. TRANSFER TO SCHIPHOL TOWER

While being transferred from SCHIPHOL Approach/Arrival to SCHIPHOL Tower, initial contact shall consist of SCHIPHOL Tower, Callsign and RWY.

2.3. SPEED AND LEVEL RESTRICTIONS

Actual descent clearances will be as directed by ATC. Additionally, ATC may request specific speeds for accurate spacing. In the event of a new (non speed related) ATC instruction being issued (e.g. an instruction to descend on ILS), pilots shall continue to maintain the previously allocated speed. Comply with any level or speed adjustment as promptly as feasible within operational constraints.

ACFT unable to conform to these speeds, required level or speed changes due to safety-related reasons shall inform ATC as soon as possible. Furthermore:

Cross the lAF (ARTIP, RIVER and SUGOL) at or below FL100 unless otherwise instructed;

MAX 250 KT below FL100 unless otherwise instructed by ATC;

Speed 250 KT to 220 KT from the IAF or holding facility during the initial approach phase;

Speed 180 KT on interception heading to final approach;

Between 180 KT and 160 KT when established on final approach or maintain instructed speed until descent on the GP;

Speed reduction to MIN 160 KT is allowed without ATC approval when descending on the GP;

Maintain MIN 160 KT until 4NM before THR. Wake Turbulence Category (WTC) super heavy maintain instructed speed 160 KT until 5NM before THR;

Speed higher than 220 KT accurate within 10 KT;

Speed lower than 220 KT accurate within 5 KT.

2.4. NOISE ABATEMENT PROCEDURES

2.4.1. GENERAL

Between 2230-0630LT for RWY 06 and RWY 18R RNAV low-noise procedures, Continuous Descent Approach (CDA), for jet ACFT will be used, otherwise ACFT will be radar vectored towards interception of final leg at 3000'

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' over a distance of 2.5NM.

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.

Intercept ILS (or for non-precision approaches follow a descent path after interception of final leg) using minimum flap settings with landing gear retracted which will NOT be lower than 5.2% (3°).

Select gear down after passing 2000'

Postpone the selection of the minimum certified landing flap setting until passing 1200'

ACFT executing a visual approach shall additionally intercept the final leg avoiding populated areas as much as possible.

2.4.2. USE OF RWY s

The most frequently used RWYs are 06, 18R, 36R, 18C, 36C and 27.

Outside peak hours and during the NIGHT period a combination of 1 departure RWY and 1 landing RWY will be assigned. During outbound peak hours a combination of 2 departure RWYs and 1 landing RWY may be in use. During inbound peak hours a combination of 1 departure RWY and 2 landing RWYs may be in use.

RWYs 18L and 36L are not available for arrivals.

From 2230-0630LT RWYs 04/22, 09/27, 18C, 24 and 36R are not available for arrivals.

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

Assignment of RWYs in use is based on the Preferential RWY System.

Propeller driven ACFT may be assigned a different take-off and landing RWY.

The attention of pilots on final of RWY 04 or 22 is drawn to the size and texture of the parallel TWY which, under certain weather conditions, is more conspicious than the RWY.

2.4.3. REVERSE THRUST

Between 2130-0630LT: After landing, the use of idle reverse thrust is advised on all RWYs except RWY 04/22, safety permitting. To achieve the highest possible RWY capacity, RWY occupancy times are to be reduced to a minimum.

2.5. CAT II/III OPERATIONS

RWYs 06, 18C/R, 27, 36C/R are approved for CAT II/III operations, special aircrew and ACFT certification required.

2.6. MINIMUM FUEL PROCEDURES

2.6.1. PILOT AND ATC PROCEDURES

Pilots shall advise "minimum fuel" to ATC when the ACFT fuel supply has reached a state where the flight is committed to land at a specific APT and no additional delay can be accepted.

ATC shall use this as advisory information which indicates that an emergency situation is possible, should any undue delay occur. The minimum fuel advisory implies no emergency situation and priority handling will not be provided.

Amsterdam ACC will provide an Expected Approach Time (EAT) or advise "no delay". No delay means that the anticipated delay before or at the initial approach fix is not more than 2 minutes.

On request SCHIPHOL Approach can provide the approximate distance to touchdown.

Note: Only when the pilot declares an emergency, radio call prefixed by MAY DAY (3x) for distress or PAN PAN (3x) for urgency, priority handling will be provided. Calls such as "low on fuel" have no status in the Amsterdam FIR.

2.7. TAXI PROCEDURES

2.7.1. GENERAL

Pilot of arriving ACFT vacating the landing RWY shall contact SCHIPHOL Ground immediately.

RWYs	Frequency
06/24	121.705
04/22, 09/27, 18L/36R	121.805
18C/36C	121.905
18R	121.560

Radiotelephone instructions via North: Taxi via TWY A and North side of APT.

Radiotelephone instructions via South: Taxi via TWYs B and Q.

Some RWY crossings are safeguarded under all visibility conditions.

At these positions crossing of activated stop bars is also prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off.

ACFT shall follow the main taxilines and adhere to the route-indications for the apron and the stand. ACFT may only leave the TWY centerline after visual contact with the marshaller or the activated Visual Docking Guidance System has been established.

2.7.2. J-APRON PROCEDURES

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

2.7.3. K-APRON PROCEDURES

Entering K-apron

Pilots shall enter K-apron via intermediate holding position GL.

At intermediate holding position GL contact Schiphol Amsterdam General Aviation on 121.930 for ACFT stand allocation.

Self parking on all ACFT stands, nose in parking is mandatory. Contact ground handler if assistance is required.

A 180° turn using ACFT thrust is prohibited on all ACFT stands, ACFT will be turned by tow truck.

2.8. OTHER INFORMATION

While being transferred to Amsterdam ACC, initial contact shall be restricted to AMSTERDAM Radar and Callsign only in order to avoid channel congestion.

2.8.1. REQUEST FOR DELAY DUE TO LANDING SLOT MANAGEMENT

ATC does not allow vectoring, speed reduction and/or holding for purposes of slot management request by the pilot.

3. DEPARTURE

3.1. APT COLLABORATIVE DECISION MAKING (A-CDM)

3.1.1. GENERAL

A-CDM at Schiphol APT is a joint initiative between the ACFT operators, ground handlers, ATC and the APT. The key aims of A-CDM are to facilitate the sharing of operational processes and data to allow better informed decisions to be made.

A-CDM facilitates the optimal handling of turn-around processes at the APT.

TOBT represents the time that the ground handler and flight crew estimate an

ACFT will be ready, with all ground handling activities finished, all doors closed, the boarding bridge and handling equipment removed.

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

3.1.2. PROCEDURES

The ground handler sets an accurate TOBT. If an earlier departure is anticipated or TOBT can no longer be met; the flight crew shall contact the ground handler as soon as possible to update TOBT.

Flight crew shall report ready on the SCHIPHOL Planner channel when:

all handling processes are finished (doors closed, en route clearance received, etc.), if required the push-back truck connected, the ACFT lifted, the pilot ready for immediate push-back, and

within TSAT window (TSAT +/- 5 minutes).

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

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

At push-back stands SCHIPHOL Planner will give instructions to contact SCHIPHOL

Ground for start-up, push-back and taxi instructions.

At taxi-out stands SCHIPHOL Planner will give start-up approval and instructions to contact SCHIPHOL Ground for taxi instructions.

When instructed by SCHIPHOL Planner, the flight crew shall directly contact SCHIPHOL Ground and immediately comply with start-up, push-back and taxi per-mission, since ATC planning of outbound traffic (involving enroute 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.

Before ready to push back, the flight crew must request permission to start one or more engines only. This request shall be made on the SCHIPHOL Planner channel, the permission for start-up does not include permission for push-back. Pushback shall only be initiated after receiving the push-back clearance from SCHIPHOL Ground.

With A-CDM every flight is RFI (Request For Improvement) continuously from EOBT-2 hours until TSAT -10 minutes. In case of a CTOT however, flight crew may additionally request SCHIPHOL Planner to send a "READY" message for a possible CTOT improvement. Flight crew may only request SCHIPHOL Planner to send a "READY" message under the following conditions:

Flight has CTOT;

Clock time is at or after TOBT and before TSAT window;

Flight crew is fully ready;

Ground process is fully completed (including de-icing); and if applicable

Push-back truck is attached and ready for immediate push-back.

VFR flights and flights with status HEAD and HOSP are exempted from reporting ready within TSAT window. The flight crew of these flights shall report ready on the SCHIPHOL Planner channel, as soon as they are fully ready.

J-apron and K-apron are not under ATC ground control.

At K-apron pilots shall report to SCHIPHOL Ground at the apron exits GD.

3.2. LOST COMMUNICATIONS

Select transponder code 7600.

If possible call Amsterdam ACC Supervisor on telephone number: +31 (0)20 406 3999.

Note: Use telephone connection to mitigate COM failure only. All telephone calls will be automatically recorded.

If telephone connection is disconnected prematurely (before read-back), revert to general communication failure procedure (see Emergency pages / State Rules and Procedures - Europe / Netherlands).

3.3. REMOTE HOLDING

Remote holding procedures may be used by ATC or the APT authority if

the designated ACFT stand is occupied by another ACFT;

a departing ACFT must vacate the ACFT stand for an arriving ACFT, but is not yet allowed to depart due to the assigned CTOT by the Network Manager.

A remote holding position must be entered via the standard taxi routing unless instructed otherwise by ATC. Pilots must stop at the indicated STOP position, to ensure sufficient clearance to adjacent TWYs. A departing ACFT will be towed to the remote holding position.

After ATC instruction the remote holding position must be vacated without delay, via the standard taxi routing unless instructed otherwise by ATC.

3.3.1. REMOTE HOLDING POSITIONS

Available on P-holding between TWYs A12 and A13 at positions P1 thru P3, PA, PB, PC and PD. Either P1 available or PA and PB. Either P3 available or PC and PD.

Available on R-apron adjacent to TWY R at positions P20 and P21 - enter via TWY R.

Available on R-apron adjacent to TWY Q and TWY R at positions:

P22- enter via TWY A or TWY Q and P23;

P23- enter via TWY A or TWY Q, exit via P22;

Available on TWY VS East of holding RWY 36L at positions P6, P6A, P6В, P7, P7A and P7B. Either P6 available or P6A and P6B. Either P7 available or P7A and P7B.

Note: At the end of the combined lead-in line of remote holding position P20 and P21, pilots shall turn 180 degrees LEFT for P20 and 180 degrees RIGHT for P21 to hold nose out at the designated stop position.

3.4. DE-ICING

Tactile checks must be performed at the gate or on the parking stand;

Technical de-icing (landing gear, brakes, inside LE- or TE-flaps, under wing, engine inlets, fan blades and sensors/static ports/pilot probes) requires de-icing at the gate or on the parking stand, supervised by an ACFT Maintenance Technician (AMT). The ACFT operator is responsible for providing an AMT. If a regular de-icing treatment is still required afterwards, coordinate this with your ground handling company or Snow desk, whichever is applicable.

3.4.1. SNOWDESK DE-ICING PROCEDURES

Contact Snowdesk at earliest opportunity by ACARS (preferential) or voice for de-icing request. Additional requests (e.g. fuselage de-icing) should be made on initial contact. Inform Snowdesk immediately when de-icing is not required anymore.

Request ATC clearance from 20 minutes before TOBT or 35 minutes before стот.

Snowdesk will assign remote de-icing at the J-apron. In case gate/ACFT stand de-icing is assigned, flight crew will specifically be informed as such by Snowdesk via VHF.

Monitor Snowdesk as well as SCHIPHOL Planner for any changes in de-icing planning, until the ready call to SCHIPHOL Planner is made.

Report ready to SCHIPHOL Planner: For taxiing to the J-apron:

when fully ready (push-back truck available, if applicable), within TSAT window (TSAT +/- 5 minutes).

For de-icing at the gate/ACFT stand:

when de-icing is completed and when: fully ready (push back truck available, if applicable), within TSAT window (TSAT +/- 5 minutes).
when all doors closed, report "ready" to Snowdesk regardless of TSAT window;

3.4.2. REMOTE DE-ICING

Available on J-apron between TWY A20 and TWY A24 at positions P10, P12, P14 and P16 - enter via TWY A20.

TWY A between TWY A19 and A20 may be used as holding position for de-icing operations at the J-apron. Avoid holding on the upslope between A19 and A20 to prevent unintentional backward movement of the ACFT. High power settings may cause jet blast damage. Advise ATC if unable to comply with taxi clearances.

On TWY A20 pilots shall use minimum breakaway thrust when turning right onto P10, P12, P14 and P16 to avoid jet blast hazard at adjacent ACFT stands.

The J-apron, including adjacent TWY A20, is not controlled by ATC. Pilots shall maintain separation from other ACFT at their own discretion. Padcontrol is responsible for sequencing and spot assignment only.

Pilots shall monitor SCHIPHOL Ground at all times.

When instructed by SCHIPHOL Ground, contact Padcontrol with call sign.

3.4.2.1. COMMUNICATION CHANNELS

Snowdesk 121.305

SCHIPHOL Planner 121.655

SCHIPHOL Ground 121.905

Padcontrol 121.605

Gatedesk 131.775

Iceman see electronic signboard.

Note: Monitor SCHIPHOL Ground at all times.

3.4.3. ADDITIONAL REMARKS

KLM de-icing customers will be instructed by Snowdesk.

3.5. START-UP, PUSH-BACK AND TAXI PROCEDURES CLEARANCE

3.5.1. DELIVERY AND START-UP

Enroute clearance is issued by means of datalink Departure Clearance (DCL).

Only request the clearance from SCHIPHOL Delivery via RTF if the planned flight is below FL 60, or no SID is used for departure or the flight is unable to receive the clearance via datalink.

Enroute clearance shall be requested to SCHIPHOL Delivery MAX 20 minutes prior to Estimated Off-Block Time (EOBT) or 35 minutes prior to CTOT. If RWY 36L is used, clearance shall be requested MAX 30 minutes prior to EOBT or 45 minutes prior to CTOT.

When using the DCL service pilots shall maintain a listening watch on the channels published for clearance delivery.

After enroute clearance is obtained and read back via RTF or confirmed via data-link, pilot shall immediately (without ATC instruction) select and monitor SCHIPHOL Planner.

Pilot shall report ready on SCHIPHOL Planner channel. Ready means all handling processes are finished (doors closed, enroute clearance received, etc.), (if required) push-back truck connected, ACFT lifted, pilot ready for immediate push-back and within TSAT window (TSAT +/-5 minutes). Report shall include:

ACFT identification;

Stand position;

ATIS information;

Report ready.

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

When instructed by SCHIPHOL Planner the pilot shall contact SCHIPHOL Ground and immediately comply with start-up, push-back and taxi permission, since ATC planning of outbound traffic is based on the start-up time. Any delay in this departure sequence shall be reported to ATC immediately.

Note: J-apron and K-apron are not under ATC ground control. At K-apron exit GD pilots shall report to SCHIPHOL Ground.

Note: Before ready to push-back the pilot may request on SCHIPHOL Planner the not include permission for push-back. SCHIPHOL Ground.

3.5.2. PUSH-BACK AND TAXIING

Start-up, push-back and taxi instructions will be provided by SCHIPHOL Ground.

Flight crew shall read back to ATC complete push-back clearance to ATC as well as to the push-back crew.

To expedite traffic flow, instructions can be given for an "alternative push-back"

ACFT will then be pushed via the shortest way to the centerline in the direction opposite to a standard push-back. Pilots should ask for start-up and push-back permission only after checking that the ground crew is ready. The anti-collision light must be switched ON just before push-back.

Cross bleed engine start at the ACFT stand is prohibited as well as performing a power-back using reverse thrust.

The flight crew is part of the communication chain between the ground controller and truck driver.

Therefore the use of a ground engineer with an intercom connection is recommended. When no intercom connection with a ground engineer is possible, pilot shall inform SCHIPHOL Ground. Upon receiving start-up and push-back clearance from SCHIPHOL Ground, ACFT shall move within I minute in order to ensure conflict free ground operations and MAX usage of ground capacity. If the l minute window is expired, push-back permission will automatically expire and shall be requested again. Upon completion of push-back procedure, flight crew must wait for the "ALL CLEAR" signal on the TWY before requesting a taxi clearance. Ground handlers are instructed to give "ALL CLEAR" signal distinctly. During hours of darkness, illuminated wands will be used. After taxi instructions have been obtained, departing ACFT shall take the shortest way to the main taxi route.

Pilots may expect instructions to change ground control channel. Pilots shall not change channel without ATC instructions. Some RWY crossings are safeguarded under all visibility conditions.

At these positions crossing of activated stop bars is also prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off.

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

Radiotelephone instructions via North: Taxi via TWY B and Northside of APT.

Radiotelephone instructions via South: Taxi via TWYs A and Q.

3.5.3. TOWING TO A REMOTE HOLDING POSITION (OUTBOUND ACFT)

Push-back and Towing

Flight crew follows truck driver's instruction and does not contact SCHIPHOL Ground. Transponder and engines remain switched off.

Anti-collision lights switched on.

On Remote Holding Position

Anti-collision lights remain switched on.

Flight crew activates the transponder with the transponder code received from SCHIPHOL Delivery, contacts SCHIPHOL Planner and confirms positioned at the remote holding position.

SCHIPHOL Planner will confirm transponder on radar and will instruct flight crew to monitor SCHIPHOL Ground (monitor SCHIPHOL Planner on the second communication set for possible reclearances).

Flight crew instructs the truck driver to disconnect and awaits the "ALL CLEAR" signal from ground crew.

Engines remain switched off; no prior approval required to use the APU.

No ground power unit available at the remote holding position.

Taxi-out

Flight crew contacts SCHIPHOL Ground in TSAT window for start-up and taxi instruction and receives ATC instruction to taxi-out.

3.5.4. TOWING TO ANOTHER ACT STAND (OUTBOUND ACT)

General

In order to optimize gate utilization, ACFT which are ready for startup may be repositioned onto another ACFT stand. This can either be initiated by the APT authority or on request of the ground handling company. The flight crew will be notified of the repositioning by the ground handling company, including the estimated holding duration.

Push-back and Towing

Flight crew follows truck driver's instruction and does not contact SCHIPHOL Ground.

Transponder and engines remain switched off.

Anti-collision lights switched on.

On Stand

Anti-collision lights switched off, to be switched on just prior to push-back.

Tow truck remains connected.

Flight crew contacts SCHIPHOL Planner and confirms positioned at the new ACFT stand.

Engines remain switched off; no prior approval required to use the APU.

Flight crew contacts SCHIPHOL Planner in TSAT window.

No ground power unit available.

3.5.4.1 TOWING TO ACFT STAND G71 (OUTBOUND ACFT)

Push-back

ACFT is being pushed onto ACFT stand G71, positioned nose-out; transponder and engines switched off.

On Stand

Flight crew holds brakes; no chocks required.

Anti-collision lights remain switched on to ensure ground crew stays clear of the ACFT stand.

Flight crew receives "ALL CLEAR" signal from ground crew.

Engines remain switched off; no prior approval required to use the APU.

Taxi-out

Engine start-up on stand only after start-up approval from ATC.

Cross-bleed start is prohibited.

Flight crew receives ATC instruction to taxi-out.

J-APRON PROCEDURES

Contact SCHIPHOL Planner for start-up approval.

If parked at ACFT stand P10, P12, P14 or P16 and facing TWY A, contact SCHIPHOL Ground for taxi clearance. In all other situations, including ACFT parked at ACFT stand J80 thru J87, contact Apron Control 121.880 to reposition the ACFT near the ATC service boundary on TWY A20.

Hold at the ATC service boundary on TWY A20 and contact SCHIPHOL Ground 121.905 for taxi instructions.

Taxiing only allowed after the "ALL CLEAR" signal from the push-back crew and clearance from SCHIPHOL Ground have been obtained.

3.5.6. K-APRON PROCEDURES

General

K-apron is not controlled by ATC.

Taxiing is only allowed after the "ALL CLEAR" signal from the ground crew.

Taxiing from ACFT stand must commence within one minute after approval by Schiphol Amsterdam General Aviation.

When leaving ACFT stands K20 thru K28 and K35 thru K38 low power settings is required to avoid possible jet blast on adjacent aprons and service roads.

Exiting the K-apron via intermediate holding position GL is prohibited.

Leaving K-apron

Pilots shall leave K-apron via intermediate holding position GD.

IFR flights contact SCHIPHOL Planner for start-up approval.

Contact Schiphol Amsterdam General Aviation on 121.930 to obtain approval to taxi to intermediate holding position GD.

Hold at intermediate holding position GD and contact SCHIPHOL Ground on 121.805 for further taxi instructions.

3.6. NOISE ABATEMENT PROCEDURES

3.6.1 GENERAL

The Standard Instrument Departure routes as shown on Amsterdam SID charts avoid residential areas as much as possible and must be considered as minimum noise routes.

The use of noise abatement take-off and climb procedure NADP 2 is recommended for all jet ACFT. If for operational reasons compliance with NADP 2 is not possible, NADP 1 may be used. It is imperative to inform Schiphol Delivery if unable to comply with NADP2 as soon as possible via RTF. Adherence to this procedure is automatically monitored.

Operators are requested to inform the APT authority on the details of their departure procedure by sending copies of the relevant pages of the ACFT operating manual to:

Amsterdam Airport Schiphol

Corporate Development

Strategy & Airport Planning

P.O. Box 7501, 1118 ZG Schiphol Airport;

The Netherlands

Email: flightprocedure@schiphol.nl

3.6.2. USE OF RWYS

The most frequently used RWYs are 36L, 24, 36C, 18L, 18C and 09.

RWYs 18R and 36R are not available for departures.

From 2230-0630LT RWYs 04/22, 09/27, 18L and 36C are not available for departures.

Assignment of RWYs in use is based on the Preferential RWY System.

Propeller driven ACFT may be assigned a different take-off and landing RWY.

3.7. RWY OPERATIONS

3.7.1.INTERSECTION TAKE-OFFS

In principle all jet ACFT must use the full RWY length available for noise abatement reasons. Flights from S-apron departing from RWY 24 will be assigned intersection take-off TWY S8.

ATC may assign an intersection take-off to any ACFT for operational reasons (e.g. sequencing due to lack of holding area or to avoid jet blast in intersecting RWYs) .

3.8. OTHER INFORMATION

Departing flights with destination ROTTERDAM or LELYSTAD are exempted from flying SIDs within the Schiphol TMA.