EHAM

R
0
7
1
^
D
3
2
D
D
D
4
3
D
R
0
9
4
^
D
3
5
D
D
2
6
.3
3
0
9
^
D
5
8
.5
D
3
4
.
6
E
E
L
D
E

1
A
B
y

A
T
C
1
3
NORKU 1B
By ATC
By ATC
N
O
R
K
U
1
A
1
1
Apt Elev
-11'
EHAM/AMS
10-2
.STAR.
AMSTERDAM, NETHERLANDS
SCHIPHOL
108.4
132.97
D
SCHIPHOL
108.4 SPL
N52 19.9 E004 45.0

D
113.3 SPY
N52 32.4 E004 51.2

SPIJKERBOOR
D
112.4 EEL
N53 09.8 E006 40.0

EELDE
D
1
1
1
6
6
^
R
3
4
6
^
REKKEN
116.8 RKN
N52 08.0 E006 45.8

D
115.65 HMM
N51 51.4 E007 42.5

HAMM
D-ATIS
Alt Set: hPa Trans level: By ATC Trans alt: 3000'
Flights inbound EHAM departing from airports situated
in the AMSTERDAM FIR and intending to operate at or
below 3000' should obtain an arrival slot from
SCHIPHOL APP before departure.
REKKEN 1B
N
O
R
K
U

1
A
,

1
B
| JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED. STARs reindexed.
FL100
FL70
At or below at D30 SPL and
at or above
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
D30 SPL
2
4
2
^
0
6
2
^
B
y

A
T
C
2
2
5
1
^
2
5
0
K
T
F
L
7
0
(IAF)
1
1
6
NOVEN
2
0
20
1
6 1
7
R
0
2
1
^
R
0
3
6
^
R
0
4
8
^
R082^
2
0
1
^
2
1
6
^
2
2
8
^
262^
2
2
6
^
3
9
1
1
1
1
1
2
7
1
7
7
^
E
E
L
D
E

1
B
ARTIP
NARSO
N52 30.7
E005 34.2
B
y

A
T
C
F
L
2
0
0
1
4
3
2
2
0

K
T
T
M
A
N53 12.8 E007 13.0
NOT TO SCALE
E006 59.6
N53 20.2
N52 42.6
E005 53.9
2
7
5
^
1
1
6
3
0
9
^
OSKUR
3
5
7
^
B
y

A
T
C
N52 29.4
E006 01.4
N53 23.9
E006 57.0
NORKU
SONSA
ROBIS
N52 28.1
E006 28.0
N52 20.1
E006 44.7
TEMLU
SOMPO
KUBAT
DOBAK
2
0
0
0
N53 28.5
E006 51.8
3
4
.
7
1
1
.
6
CHANGES:
JEPPESEN
.Eff.29.Sep.
ARRIVALS
FROM NORTHEAST & EAST
BY ATC
FL100
At or below
M
A
X

2
5
0

K
T
At or above
FL70
1
5
.5
M
A
X
1
BEDUM
N53 20.9
E006 35.3
FL260
280-300 KT
At or below
JET only
M
A
X
N52 42.9 E006 42.6
FL240
280-300 KT
At or below
JET only
2
3
.
4
N52 12.9 E006 58.6
Clearance limit is ARTIP.
16 SEP 05
R
E
K
K
E
N

1
A
R
E
K
K
E
N
1
B
EELDE 1A [EEL1A]
NORKU 1A [NORK1A]
REKKEN 1A [RKN1A]
EELDE 1B [EEL1B]
NORKU 1B [NORK1B]
REKKEN 1B [RKN1B]
FL280
280-300 KT
At or below
JET only
At or above
FL70
ENTRY LEVELS SCHIPHOL TMA
ACTUAL DESCENT CLEARANCE
WILL BE AS DIRECTED BY ATC.
at TMA boundary
unless otherwise instructed.
Licensed to BRITISH AIRWAYS PLC, . Printed from JeppView disc 23-06.
Notice: After 07.12.2006 0901Z this chart should not be used without first checking JeppView or NOTAMs.
D
3
4
R
2
2
3
^
R
1
0
6
^
2
0
6
^
S
P
Y
2
1
1
^
S
P
Y
D
8
6
.
5
D
9
0
.
1
EH(P)-27
EH(P)-26
EH(P)-28
T
M
A
R
1
9
6
^
0
1
6
^
3
0
EHAM/AMS
.STAR.
SCHIPHOL
D
113.3 SPY
N52 32.4 E004 51.2

SPIJKERBOOR
D
SCHIPHOL
108.4 SPL
N52 19.9 E004 45.0

EINDHOVEN
397 EHN
N51 28.1 E005 23.7

D
N51 26.9 E005 22.5
(117.2) EHV
EINDHOVEN
STAD
386 STD
N51 44.5 E004 14.6

HAAMSTEDE
114.15 HSD
N51 43.4 E003 51.5

NARIX
N52 39.2 E004 58.6
SOKSI
N52 14.3 E004 21.9
10-2A
STARs reindexed. | JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED.
TAC
H
E
L
E
N
1
A
D
E
N
U
T

1
A
Apt Elev
-11'
108.4
132.97
D-ATIS
FL100
FL70
at or above
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
(IAF)
RIVER
PESER
4
1
1
1
3
3
4
F
L
7
0
3
3
9
^
3
0
7
^
2
8
6
^
D30 SPL
1
5
0
4
3
^
0
0
1
^
R
1
8
1
^
2
9
N51 14.1 E003 52.2
HELEN
N51 14.2 E003 39.5
DENUT
NIRSI
N52 35.0 E004 30.8
D33.3 EHV
2
4
2
^
0
6
2
^
B
y

A
T
C
NOT TO SCALE
2
0
0
0
CHANGES:
JEPPESEN
.Eff.29.Sep.
M
A
X

2
5
0

K
T
Clearance limit is RIVER.
M
A
X

2
5
0

K
T
N51 54.8 E004 08.0
N51 36.9 E004 31.6
FL240
280-300 KT
At or below
JET only
FL240
280-300 KT
At or below
JET only
FL100
FL70
At or below
at or above
P
E
S
E
R

1
A
16 SEP 05
ARRIVALS
FROM SOUTH
DENUT 1A [DENU1A], HELEN 1A [HELE1A]
PESER 1A [PESE1A]
at TMA boundary
D
9
0
.
8
2
5
6
^
S
P
Y
D
9
6
.
1
D
5
6
.
3
D
4
1
.
3
R
2
4
1
^
R
2
9
3
^
D
3
1
R
2
9
3
^
D
3
1
S
P
L
.Eff.29.Sep.
EHAM/AMS
.STAR.
SCHIPHOL
10-2B
V
E
R
E
L
D
1
1
3
.
3

S
P
Y
N
5
2

3
2
.
4

E
0
0
4

5
1
.
2
S
P
I
J
K
E
R
B
O
O
R
D
S
C
H
I
P
H
O
L
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
N
A
R
I
X
S
O
K
S
I
N
5
2

3
9
.
2
E
0
0
4

5
8
.
6
D
D
E
N

H
E
L
D
E
R
1
1
5
.
5
5

H
D
R
N
5
2

5
4
.
4

E
0
0
4

4
5
.
9
1
7
1
8
1
3
1
2
1
^
1
2
1
^
1
0
1
^
0
6
2
^
3
9
.
8
0
7
8
^
5
1
6
4
1
7
1
1
3
^
T
M
A
1
H
O
L
D
I
N
G

O
V
E
R
S
U
G
O
L
1
1
3
^
| JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED. STARs reindexed.
R
E
D
F
A

1
A
L
A
M
S
O

1
A
M
O
L
I
X

1
A
Apt Elev
-11'
108.4
132.97
D-ATIS Alt Set: hPa Trans level: By ATC Trans alt: 3000'
Flights inbound EHAM departing from airports situated in the AMSTER-
DAM FIR and intending to operate at or below 3000' should obtain an
arrival slot from SCHIPHOL APP before departure.
(
S
P
L

D
3
8
.
5
)
(
1
1
7
.
4

N
I
K
D
8
5
.
9
)
N
5
2

1
4
.
3
E
0
0
4

2
1
.
9
F
L
1
0
0
F
L
7
0
A
t

o
r

b
e
l
o
w
a
t

D
3
0

S
P
L

a
n
d
a
t

o
r

a
b
o
v
e
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
CHANGES:
JEPPESEN
ARRIVALS
F
L
7
0
E
0
0
3

4
6
.
6
S
U
G
O
L
(
I
A
F
)
D
3
0

S
P
L
N
5
2

3
4
.
3
4
N
5
2

0
6
.
9

E
0
0
2

2
9
.
3
R
E
D
F
A
S
U
L
U
T
M
O
L
I
X
N
5
2

4
9
.
3

E
0
0
3

0
4
.
1
N
I
R
S
I
N
5
2

3
5
.
0
E
0
0
4

3
0
.
8
2
4
2
^
0
6
2
^
B
y

A
T
C
2
0
0
0
M
A
X
2
5
0

K
T
F
L
2
3
0
2
8
0
-
3
0
0

K
T
A
t

o
r

b
e
l
o
w
J
E
T

o
n
l
y
N
5
2

3
1
.
5

E
0
0
3

5
8
.
0
L
A
M
S
O
N
5
2

4
4
.
0

E
0
0
2

5
9
.
7
P
E
P
E
L
L
U
T
E
X
N
5
2

4
0
.
9
E
0
0
3

2
8
.
1
3
.
5
F
L
7
0
A
t

o
r

a
b
o
v
e
FROM WEST
N
5
2

3
5
.
1

E
0
0
3

2
4
.
9
N
5
2

2
6
.
9

E
0
0
3

2
5
.
3
C
l
e
a
r
a
n
c
e

l
i
m
i
t

i
s

S
U
G
O
L
.
N
O
T

T
O

S
C
A
L
E
M
A
X

2
5
0

K
T
16 SEP 05
F
L
2
3
0
A
t

o
r

b
e
l
o
w
J
E
T

o
n
l
y
2
8
0
-
3
0
0

K
T
F
L
2
3
0
2
8
0
-
3
0
0

K
T
A
t

o
r

b
e
l
o
w
J
E
T

o
n
l
y
[LAMS1A] LAMSO 1A
MOLIX 1A [MOLI1A]
REDFA 1A [REDF1A]
F
L
7
0
A
t

o
r

a
b
o
v
e
F
L
1
0
0
A
t

o
r

b
e
l
o
w
E
N
T
R
Y

L
E
V
E
L
S

S
C
H
I
P
H
O
L

T
M
A
A
C
T
U
A
L

D
E
S
C
E
N
T

C
L
E
A
R
A
N
C
E
W
I
L
L

B
E

A
S

D
I
R
E
C
T
E
D

B
Y

A
T
C
.
a
t

T
M
A

b
o
u
n
d
a
r
y
u
n
l
e
s
s

o
t
h
e
r
w
i
s
e

i
n
s
t
r
u
c
t
e
d
.
D
4
1
.
3
R
2
9
3
^
D
3
1
R
2
9
3
^
D
3
1
S
P
L
2
4
1
^
EHAM/AMS
.STAR.
SCHIPHOL
10-2C
D
113.3 SPY
N52 32.4 E004 51.2

SPIJKERBOOR
D
SCHIPHOL
108.4 SPL
N52 19.9 E004 45.0

NARIX
SOKSI
N52 39.2
E004 58.6
VEREL
(117.4 NIK R-352/D136.4)
1
1
1
7
6
^
1
7
2
^
3
9
1
1
3
^
T
M
A
1
N52 14.3
E004 21.9
.Eff.29.Sep.
Apt Elev
-11'
108.4
132.97
D-ATIS
HOLDING OVER
SUGOL
1
1
3
^
(SPL D38.5)
(117.4 NIK D85.9)
| JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED. STAR reindexed.
D
DEN HELDER
115.55 HDR
N52 54.4 E004 45.9

FL100
FL70
at or above
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
NOT TO SCALE
CHANGES:
JEPPESEN
ARRIVAL
D30 SPL
NIRSI
N52 35.0
E004 30.8
2
4
2
^
0
6
2
^
B
y

A
T
C
2
0
0
0
FL100
SUGOL
(IAF)
N53 24.2 E003 33.7
TOPPA
4
N52 31.5 E003 58.0
MONIL
N52 45.7
E003 44.8
3
.
5
FL70
At or above
Clearance limit is SUGOL.
FROM NORTHWEST
N52 34.3 E003 46.6
M
A
X

2
5
0

K
T
FL100
At or below
16 SEP 05
F
L
7
0
M
A
X
2
5
0
K
T
TOPPA 1A [TOPA1A]
FL250
280-300 KT
At or below
JET only
at TMA boundary
EHAM/AMS
SID DESIGNATION REFER TO CHART
10-3B
10-3C
10-3D
10-3E
10-3F
10-3G
10-3H
10-3J
10-3K
10-3L
10-3M
10-3N
10-3P
10-3Q
10-3S
BERGI 2E, 1F
BERGI 1G, 1N, 1P
BERGI 1R, 1S
GORLO 1F, 1N
10-3T
10-3U
10-3V
10-3V1
10-3V2
10-3V3
10-3V4
10-3V5
10-3V6
10-3V7
10-3V8
10-3W
10-3X
10-3X1
10-3X2
10-3X3
| JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED.
.SID.
SCHIPHOL
.Eff.26.Oct. 10-3
ANDIK 2E, 1F
ANDIK 1G, 1N
ANDIK 1R, 1T
ANDIK 1S, 2X
ARNEM 1G, 1N, 1P
ARNEM 1R, 1T
ARNEM 1S, 2X
ARNEM 2E, 1F
BERGI 2X
BERGI 2V, 1Z
GORLO 1P, 1R
GORLO 2V, 1Z
LEKKO 2E, 1F
LEKKO 1V, 1Z
LEKKO 2W, 2X
LEKKO 1G, 1N, 1P
LEKKO 1R, 1S, 1T
LOPIK 2E, 1F
LOPIK 1G, 1N, 1P
LOPIK 1V, 1Z
LOPIK 2W, 2X
LOPIK 1R, 1S
PAM 1P, 2W
PAM 1V, 1Z
SPY 1P, 1S, 1V
SPY 2W, 2X
VALKO 2E, 1G
10-3X4
10-3X5
10-3X6
VALKO 1N, 1S
VALKO 2X
CONTINUATION AFTER ANDIK
10-3X7
10-3X8
CONTINUATION AFTER ARNEM & PAM
CONTINUATION AFTER LEKKO & LOPIK
None. CHANGES:
JEPPESEN
20 OCT 06
EHAM/AMS
.SID.
SCHIPHOL
.Eff.26.Oct. 10-3A
Intercept radials at an angle of 45^.
SIDs are minimum noise routings.
Perform turns in due time and at 25^ bank angle.
Transfer to SCHIPHOL Departure revised.
Remain on Tower frequency until passing 2000', then contact SCHIPHOL
Departure and report altitude in order to verify SSR mode C by ATC.
When changing frequency from SCHIPHOL Tower to SCHIPHOL
Departure, initial contact shall consist of SCHIPHOL Departure, callsign,
current altitude, SID and additional instructions, e.g. altitude restric-
tions. If a flight is cleared on a heading for initial departure, the
heading shall be used instead of the SID.
Instructions containing deviations from SIDs (e.g. a specific heading or
temporary altitude restrictions) may be added to take-off or enroute
clearance, especially for propeller-driven aircraft.
If unable to comply with crossing conditions inform SCHIPHOL Delivery
before take-off.
CHANGES:
JEPPESEN
DEPARTURE INSTRUCTIONS
20 OCT 06
If FMS navigation is used pilots should connect FMS as early as
possible.
The EH waypoints shall not be used when communicating with ATC.
RWYs 18L, 18C, 36L, 36C:
Expect additional departure instructions from Tower during independent
parallel departure operations.
2
2
7
^
095^
R272^
D
1
9
.
4
0
5
3
^
D
2
5
.
2
RNAV:
RNAV: THR 18L - EH037 (K220-) - EH024 - PAM - ANDIK
119.05
184^ track, at SPL 3.1 DME turn LEFT, 093^ track, at PAM R-227 turn
LEFT, intercept PAM R-221 inbound to PAM, PAM R-016 to ANDIK.
042^ track, at SPL R-095 turn RIGHT, intercept PAM R-272 inbound to
D5 PAM, turn LEFT, 061^ track, intercept PAM R-016 to ANDIK.
THR 04 - EH019 - EH068 - EH071 - ANDIK
(FL60).
(FL60).
Apt Elev
.SID.
-11'
EHAM/AMS
SCHIPHOL
D
113.3 SPY
N52 32.4 E004 51.2
D
108.4 SPL
N52 19.9 E004 45.0

D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

SPIJKERBOOR
SCHIPHOL
EH037
EH024
N52 15.2 E004 58.8
EH071
N52 22.9 E005 06.8
EH019
N52 20.3
E004 50.2
EH068
N52 20.2
E004 59.0
D5 PAM
N52 20.2
E004 57.4
1
8
4
^
2
0
1
6
^
2
.
9
3.1 DME
0
4
1
^
R
2
2
1
^
6
.
4
7.6
ANDIK 2E
093^
0
4
2
^
092^
2
4.4
ANDIK 1F
1
5
.
5
0
6
1
^
2
2
.
3
N52 15.5 E004 46.5
10-3B
, ANDIK 1F [ANDI2E] ANDIK 2E [ANDI1F]
SCHIPHOL Departure (R)
Trans level: By ATC Trans alt: 3000'
SIDs transferred; chart redrawn. | JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED.
For departure instructions refer to 10-3A.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
04 ANDIK 1F
SID
ANDIK 2E 18L
ROUTING
CHANGES:
JEPPESEN
RWY
Initial climb clearance FL60 higher level only when cleared by ATC
MAX 250 KT BELOW FL100
RWYS 18L, 04 DEPARTURES
MAX
220 KT
MAX
220 KT
ANDIK
N52 44.4 E005 16.2
NOT TO SCALE
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
D
1
9
.
4
0
5
3
^
D
2
5
.
2
2
2
3
^
R266^
500'
500'
RNAV: THR 09 -
RNAV: THR 22 -
- EH052 - EH043 - ANDIK
(500') - EH065 (K220-) - EH066 - PAM - ANDIK
(500')
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
D
113.3 SPY
N52 32.4 E004 51.2
D
108.4 SPL
N52 19.9 E004 45.0

D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

SPIJKERBOOR
SCHIPHOL
0
1
6
^
5
.
6
1
9
.
6
EH066
N52 16.8 E005 03.0
EH043
N52 25.5 E005 07.9
EH052
N52 19.5
E004 54.0
N52 19.4
E004 53.4
D7.5 PAM
EH065
ANDIK
1N
N52 16.1 E004 50.9
0
2
7
^
R
2
0
7
^
3
.
6
7.5
ANDIK 1G
5
085^
1
0
.
5
0
5
5
^
086^
4
0.4
088^
10-3C
Climb on 088^ track, at
turn LEFT, 085^ track, at PAM R-223 turn
turn LEFT, intercept PAM R-266 inbound
to D7.5 PAM, turn LEFT, 055^ track, intercept PAM R-016 to ANDIK.
ANDIK 1G [ANDI1G], ANDIK 1N [ANDI1N]
119.05
Apt Elev
-11'
2
2
2
^
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
09
22
ANDIK 1N
ANDIK 1G
SID ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
At 500'
MAX
220 KT
At 500'
RWYS 22, 09 DEPARTURES
ANDIK
N52 44.4 E005 16.2
At FL60
(or above, if
instructed by ATC)
MAX
220 KT
27 JAN 06
SPEED:
R272^
0
1
6
^
1
0
3
^
D
2
5
.
2
D
2
2
8
^
EH014
EH021
N52 28.6
E004 39.4
N52 20.3 E004 51.8
.SID.
EHAM/AMS
SCHIPHOL
10-3D
EH068
N52 20.2
E004 59.0
0
6
1
^
5
.
5
D5 PAM
N52 20.2
E004 57.4
092^
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

EH071
N52 22.9 E005 06.8
2
2
.
3
3.4
0
5
3
^
1
9
.
4
0
6
3
^
R
2
4
3
^
8
.
2
1
1
.
3
A
N
D
I
K

1
T
A
N
D
I
K

1
R
4
0
5
9
^
3
1
8
^
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
1
RNAV:
RNAV:
1
Jet aircraft only between 0600-2300LT.
2
1
THR 06 - EH014 - EH068 - EH071 - ANDIK
THR 06 - EH014 (K220-) - EH021 - SPY - ANDIK
(FL60).
(FL60).
059^ track, at SPL R-103 turn RIGHT, intercept PAM R-272 inbound to D5 PAM,
turn LEFT, 061^ track, intercept PAM R-016 to ANDIK.
059^ track, at SPL R-103 turn LEFT, 318^ track, at SPY R-228 turn RIGHT, in-
tercept SPY R-243 inbound to SPY, SPY R-053 to ANDIK.
2
Only jet aircraft between 2300-0600LT.
ANDIK 1R [ANDI1R], ANDIK 1T [ANDI1T]
119.05
Apt Elev
-11'
FOR DEPARTURE INSTRUCTIONS REFER TO 10-3A
Reference note.
REMAIN ON TOWER FREQUENCY UNTIL PASSING 2000',
THEN CONTACT SCHIPHOL DEPARTURE
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
RWY 06 DEPARTURES
NOT TO SCALE
MAX
220 KT
220 KT MAX
ANDIK 1T
ANDIK 1T
ANDIK 1R
SID ROUTING
ANDIK
N52 44.4 E005 16.2
At FL60
(or above, if
instructed by ATC)
8 SEP 06
SPEED:
D
2
3
2
^
D
1
9
.
4
0
5
3
^
RNAV:
RNAV:
THR 24 - EH001 - EH026 - PAM - ANDIK
THR 18C - EH046 - EH026 - PAM - ANDIK
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
10-3E
EH026
N52 10.3 E004 52.2
EH046
N52 13.1 E004 43.8
EH001
N52 16.5
E004 42.1
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

0
1
6
^
2
5
.
2
0
4
1
^
R
2
2
1
^
1
2
.
8
1
1
9
^
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
2
5
5
5
.
9
D
M
E
5.5 DM
E
2
3
9
^
1
8
4
^
A
N
D
I
K
2
X
A
N
D
I
K
1
S
ANDIK 1S [ANDI1S], ANDIK 2X [ANDI2X]
119.05
Apt Elev
-11'
4
.
3
Reference note; turning point RWY 24.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
24 ANDIK 1S
ANDIK 2X 18C
SID ROUTING
CHANGES:
JEPPESEN
RWY
RWYS 24, 18C DEPARTURES
NOT TO SCALE
MAX
220 KT
ANDIK
N52 44.4 E005 16.2
At FL60
(or above, if
instructed by ATC)
8 SEP 06
MAX 250 KT BELOW FL100 SPEED:
1
0
6
^
D
1
9
.4
D
5
1
1
1
2
^
D
3
9
EH(P)-25
500'
EH060
N52 18.3
E004 54.4
ARNEM.
ARNEM. RNAV:
RNAV:
.SID.
EHAM/AMS
SCHIPHOL
D
108.4 SPL
N52 19.9 E004 45.0 D

PAMPUS
117.8 PAM
N52 20.1 E005 05.5

SCHIPHOL
EH037
1
8
4
^
2
3.1 DME
17.8
ARNEM 2E
093^
0
4
2
^
10-3F
184^ track, at SPL 3.1 DME turn LEFT, 093^ track to IVLUT, intercept
SPL R-106 to ARNEM.
THR 18L - EH037 (K220-) - IVLUT
THR 04 - (500') - EH060 (K220-) - IVLUT
N52 15.5
E004 46.5
5
A
R
N
E
M
1
F
1
3
.4
3
1
.6
Climb on 042^ track, at turn RIGHT, intercept SPL R-106 via
IVLUT to ARNEM.
(FL60) -
(FL60) -
ARNEM 2E [ARNE2E], ARNEM 1F [ARNE1F]
119.05
Apt Elev
-11'
| JEPPESEN SANDERSON, INC., 2003, 2006. ALL RIGHTS RESERVED. SIDs transferred; chart redrawn.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
ARNEM
N52 05.8
E006 04.6
IVLUT
N52 14.7 E005 15.4
At 500'
04 ARNEM 1F
SID
ARNEM 2E 18L
ROUTING
CHANGES:
JEPPESEN
RWY
MAX
220 KT
NOT TO SCALE
MAX
220 KT
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
D
1
9
.
4
2
1
1
^
S
P
Y
1
1
3
.
3
1
0
6
^
1 8 6 ^
2
5
4
^
1
1
2
^
D
3
9
D
5
1
E
H
(
P
)
-
2
5
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
D
P
A
M
P
U
S
1
1
7
.
8

P
A
M
N
5
2

2
0
.
1

E
0
0
5

0
5
.
5
S
C
H
I
P
H
O
L
S
C
H
I
P
H
O
L
3
3
2

N
V
N
5
2

0
9
.
1

E
0
0
4

4
5
.
95
0
0
'
R
N
A
V
:
R
N
A
V
:
(
5
0
0
'
)
-

E
H
0
6
5

(
K
2
2
0
-
)

-

E
H
0
6
6

-

I
V
L
U
T
A
R
N
E
M
.
T
H
R

0
9

-

E
H
0
5
5

-

E
H
0
4
2

-

I
V
L
U
T
A
R
N
E
M
.
5
0
0
'
R
N
A
V
:
(
5
0
0
'
)
T
H
R

2
7

-
-

E
H
0
5
6

-

E
H
0
3
2

(
K
2
2
0
-
)

-

N
V

-

I
V
L
U
T
A
R
N
E
M
.
T
H
R

2
2

-
E
H
0
3
2
E
H
0
5
6
N
5
2

1
9
.
8
E
0
0
4

3
9
.
1
5
0
8
5
^
7
.
5
A
R
N
E
M

1
G
E
H
0
6
5
N
5
2

1
6
.
1

E
0
0
4

5
0
.
9
E
H
0
6
6
N
5
2

1
6
.
8

E
0
0
5

0
3
.
0
E
H
0
4
2
N
5
2

1
7
.
7
E
0
0
4

5
7
.
7
3
.
3
8
E
H
0
5
5
N
5
2

1
9
.
3
E
0
0
4

5
2
.
0
3
.
8
1
1
4
^
3
0
8
8
^
4
D
M
E
A
R
N
E
M

1
N
A
R
N
E
M

1
P
2
6
8
^
2 . 5 D M
E4
3
.
3
1
.
2
7
.
3
N
5
2

1
6
.
8
E
0
0
4

3
6
.
6
D
1
8

S
P
Y
.SID.
EHAM/AMS
SCHIPHOL
10-3G
ARNEM 1G [ARNE1G], ARNEM 1N [ARNE1N]
ARNEM 1P [ARNE1P]
N
5
2

1
5
.
9
E
0
0
4

3
5
.
3
1
3
7
^
0
7
4
^
2
.
1
N
5
2

1
0
.
6
E
0
0
4

4
3
.
5
1
9
3
1
.
6
t
u
r
n

L
E
F
T
,

0
8
5
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

S
P
L

R
-
1
0
6

v
i
a

I
V
L
U
T

t
o

A
R
N
E
M
.
t
u
r
n

R
I
G
H
T
,

2
9
0
^

t
r
a
c
k
,

a
t

S
P
L

2
.
5

D
M
E

t
u
r
n

L
E
F
T
,

i
n
t
e
r
c
e
p
t
(
F
L
6
0
)

-
(
F
L
6
0
)

-
(
F
L
6
0
)

-
C
l
i
m
b

o
n

2
2
2
^

t
r
a
c
k
,

a
t
C
l
i
m
b

o
n

2
6
8
^

t
r
a
c
k
,

a
t
0
8
8
^

t
r
a
c
k
,

a
t

S
P
L

4

D
M
E

t
u
r
n

R
I
G
H
T
,

1
1
4
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

S
P
L

R
-
1
0
6

v
i
a

I
V
L
U
T

t
o

A
R
N
E
M
.
S
P
Y

R
-
2
1
1

t
o

D
1
8

S
P
Y
,

t
u
r
n

L
E
F
T
,

i
n
t
e
r
c
e
p
t

1
3
7
^

b
e
a
r
i
n
g

t
o
w
a
r
d
s

N
V
,

a
t

S
P
L

R
-
1
8
6

t
u
r
n
L
E
F
T
,

i
n
t
e
r
c
e
p
t

0
7
4
^

b
e
a
r
i
n
g

f
r
o
m

N
V

t
o

I
V
L
U
T
,

i
n
t
e
r
c
e
p
t

S
P
L

R
-
1
0
6

t
o

A
R
N
E
M
.
119.05
Apt Elev
-11'
2
2
2
^
2
9
0
^
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
A
R
N
E
M
I
V
L
U
T
N
5
2

1
4
.
7

E
0
0
5

1
5
.
4
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
0
9
2
2
A
R
N
E
M

1
N
A
R
N
E
M

1
G
S
I
D
R
O
U
T
I
N
G
R
W
Y
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
N
O
T

T
O

S
C
A
L
E
A
R
N
E
M

1
P
2
7
M
A
X
2
2
0

K
T
A
t
5
0
0
'
M
A
X
2
2
0

K
T
M
A
X
2
2
0

K
T
CHANGES:
JEPPESEN
RWYS 22, 09, 27 DEPARTURES
M
A
X
2
2
0

K
T
M
A
X
2
2
0

K
T
N
5
2

0
5
.
8

E
0
0
6

0
4
.
6
27 JAN 06
SPEED:
D
1
9
.4
1
1
2
^
D
3
9
D
5
1
2
5
4
^
1
4
2
^
1
3
2
^
1
0
6
^
500'
THR 06 - RNAV:
RNAV:
500'
Jet aircraft only between 0600-2300LT. Only jet aircraft between 2300-0600LT.
THR 06 - EH018 - IVLUT ARNEM.
ARNEM.
.SID.
EHAM/AMS
SCHIPHOL
10-3H
(500') - EH036 (K220-) - EH017 - IVLUT
1
2
1 2
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
0
5
9
^
3
1
.6
1
6
.8
1
2
.2
A
R
N
E
M
1
R
A
R
N
E
M
1
T
EH017
N52 11.1 E004 56.5
N52 12.9 E004 54.2
D9 SPL
0
7
4
^
SCHIPHOL
332 NV
N52 09.1 E004 45.9
2
.
3
3
.
2
EH036
N52 15.4
E004 50.9
1
8
2
^
4
EH018
N52 19.2 E004 49.1
2
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

(FL60) -
(FL60) -
turn RIGHT, 182^ track, at SPL R-132 turn LEFT,
intercept SPL R-142 to D9 SPL, turn LEFT, intercept 074^ bearing from NV to
IVLUT, intercept SPL R-106 to ARNEM.
turn RIGHT, intercept SPL R-106 via IVLUT to
ARNEM.
ARNEM 1R [ARNE1R], ARNEM 1T [ARNE1T]
119.05
Apt Elev
-11'
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
ARNEM 1T
SID
ARNEM 1R
ROUTING
CHANGES:
JEPPESEN
NOT TO SCALE
RWY 06 DEPARTURES
ARNEM
N52 05.8
E006 04.6
IVLUT
N52 14.7 E005 15.4
At FL60
(or above, if in-
structed by ATC)
MAX
220 KT
MAX
220 KT
At 500'
8 SEP 06
D
1
9
.4
D
5
1
1
0
6
^
2
5
4
^
2
2
6
^
D
3
9
1
1
2
^
RNAV:
RNAV: THR 24 - EH001 - EH026 - IVLUT
THR 18C - EH046 - EH026 - IVLUT
ARNEM.
.SID.
EHAM/AMS
SCHIPHOL
10-3J
ARNEM.
LEFT, intercept 074^ bearing from NV to IVLUT, intercept SPL R-106 to
ARNEM.
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

3
1
.6
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
EH026
N52 10.3 E004 52.2
SCHIPHOL
332 NV
N52 09.1 E004 45.9
0
7
4
^
1
5
5
.
9
EH046
N52 13.1 E004 43.8
2
2
3
9
^
1
8
4
^
5
5.5 DM
E
A
R
N
E
M
2
X
EH001
N52 16.5
E004 42.1
1
1
9
^
5
A
R
N
E
M 1
S
(FL60) -
(FL60) -
ARNEM 1S [ARNE1S], ARNEM 2X [ARNE2X]
119.05
Apt Elev
-11'
4
.
3
D
M
E
LEFT, intercept 074^ bearing from NV to IVLUT, intercept SPL R-106 to
ARNEM.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
ARNEM 2X
SID
ARNEM 1S
ROUTING
CHANGES:
JEPPESEN
NOT TO SCALE
24
RWY
18C
ARNEM
N52 05.8
E006 04.6
IVLUT
N52 14.7 E005 15.4
At FL60
(or above, if in-
structed by ATC)
MAX
220 KT
8 SEP 06
D
4
6
.
8
3
5
6
^
1
5
0
^
1
1
0
.
4
R
T
M
0
1
7
^
1
6
4
^
095^
D
R
1
8
4
^
3
0
6
^
RNAV:
121.2
.SID.
EHAM/AMS
SCHIPHOL
1
8
4
^
0
4
2
^
10-3K
BERGI 2E [BERG2E]
BERGI 1F [BERG1F]
500'
RNAV: THR 18L -
THR 04 - EH019 - SPY - BERGI
(FL60).
(FL60).
(3000'+) -
042^ track, at SPL R-095 turn LEFT, intercept SPY R-184 inbound to
D2 SPY, turn LEFT, intercept SPY R-306 to BERGI.
(500') - EH029 (K220-) - EH009 EH028 -
BERGI
EH028
N52 21.5 E004 25.3
3
3
0
^
2
3
.
6
SCHIPHOL
388.5 CH
N52 13.2 E004 33.5
9
.
4
Above
3000'
N52 13.4 E004 33.3
N52 12.9
E004 35.8
1.5
8.4
2
.
6
4
2
8
3
^
EH009
ABEAM CH
EH029
N52 11.3 E004 49.2
N52 13.7 E004 48.0
D6.5 SPL
B
E
R
G
I

1
F
B
E
R
G
I
2
E
EH019
N52 20.3 E004 50.2
1
0
.
2
2
2
2
0
0
4
^
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D2 SPY
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
Apt Elev
-11'
N52 30.4 E004 51.1
Climb on 184^ track, at turn LEFT, intercept SPL R-164, at D6.5
SPL turn RIGHT, intercept 283^ bearing towards CH, at RTM R-017 turn
RIGHT, intercept 330^ bearing from CH, intercept RTM R-356 to BERGI.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
04
SID
18L
ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
BERGI
N52 44.9 E004 21.5
BERGI 1F
BERGI 2E
MAX
220 KT
MAX
220 KT
At 500'
At FL60
(or above, if in-
structed by ATC)
27 JAN 06
SPEED:
3
0
6
^
D
4
6
.
8
D
2
2
3
3
9
^
3
5
6
^
1
1
0
.
4
R
T
M
268^
.SID.
EHAM/AMS
SCHIPHOL
10-3L
500'
RNAV: THR 09 -
RNAV:
500'
RNAV: THR 27 -
THR 22 - EH063 (K220-) - EH041 - BERGI
(FL60).
(FL60).
(FL60).
(3000'+) -
EH058 - EH041 - BERGI (500') -
(500') - EH053 - EH021
222^ track, at SPL 2.8 DME turn RIGHT, 285^ track, intercept RTM
R-356 to BERGI.
EH022 - BERGI
BERGI 1P [BERG1P]
7
.
2
EH022
N52 40.8 E004 31.3
N52 38.4 E004 32.7
D20 SPL
2
.
5
9
.
4
Above
3000'
EH021
N52 28.6 E004 39.4
3
1
8
^
6
7
.
3
EH053
N52 23.2 E004 47.4
Above
3000'
S
PL
8 DME
B
E
R
G
I

1
N
088^
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
EH058
N52 19.8 E004 40.6
EH041
EH063
N52 16.5 E004 44.9
N52 19.4
E004 25.6
2
5
.
7
2
8
5
^
1
2
.2
9.2
BERGI 1P
B
E
R
G
I
1
G
2
3
268^
2
2
2
^
D
M
E
2
.
8
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
121.2
Apt Elev
-11'
BERGI 1N [BERG1N]
[BERG1G] BERGI 1G
R-339, at D20 SPL turn LEFT, intercept SPY R-306 to BERGI.
turn LEFT, 318^ track, intercept SPL
turn RIGHT, intercept SPL R-268, inter-
cept RTM R-356 to BERGI.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
09
22
SID ROUTING RWY
27
CHANGES:
JEPPESEN
BERGI 1P
BERGI 1N
BERGI 1G
BERGI
N52 44.9 E004 21.5
MAX
220 KT
At 500'
MAX
220 KT
MAX
220 KT
At 500'
NOT TO SCALE
At FL60
(or above, if in-
structed by ATC)
27 JAN 06
SPEED:
D
4
6
.
8
D
2
2
3
0
6
^
3
3
9
^
3
5
6
^
1
5
0
^
1
1
0
.
4
R
T
M

1
0
3
^
2
5
2
^
.SID.
EHAM/AMS
SCHIPHOL
10-3M
BERGI 1R [BERG1R]
BERGI 1S [BERG1S]
RNAV:
RNAV: THR 06 - EH014 (K220-) - EH021 - EH022 - BERGI (FL60).
(FL60).
THR 24 - EH001 - EH051 - EH009 EH028 - BERGI (3000'+) -
059^ track, at SPL R-103 turn LEFT, 318^ track, intercept SPL R-339, at
D20 SPL turn LEFT, intercept SPY R-306 to BERGI.
239^ track, at SPL 4 DME turn LEFT, 225^ track, intercept PAM R-252,
at D19 PAM turn RIGHT, intercept 330^ bearing from CH, intercept RTM
R-356 to BERGI.
7
.
2
EH022
N52 40.8 E004 31.3
D20 SPL
2
.
5
N52 38.4 E004 32.7
9
.
4
EH021
N52 28.6 E004 39.4
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
1
1
.
3
B
E
R
G
I

1
R
3
1
8
^
EH028
N52 21.5 E004 25.3
3
3
0
^
SCHIPHOL
388.5 CH
N52 13.2 E004 33.5
9
.
4
EH009
ABEAM CH
2
3
.
6
B
E
R
G
I

1
S
N52 13.8 E004 36.3
D19 PAM
1
.9
1
.9
EH051
N52 14.6 E004 39.1
Above
3000'
2
.
6
2
4
0
5
9
^
2
3
9
^
2
2
5
^
N52 13.4
E004 33.3 EH001
N52 16.5
E004 42.1
EH014
N52 20.3 E004 51.8
4
DME
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

121.2
Apt Elev
-11'
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
24
06
SID ROUTING RWY
BERGI 1R
BERGI 1S
N52 44.9 E004 21.5
BERGI
MAX
220 KT
MAX
220 KT
NOT TO SCALE
8 SEP 06
At FL60
(or above, if in-
structed by ATC)
SPEED:
D
2
2
3
3
1
^
3
0
6
^
D
2
8
.
8
0
0
5
^
.SID.
EHAM/AMS
SCHIPHOL
10-3N
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
EH015
N52 35.5 E004 44.1
EH095
N52 34.4 E004 31.5
1
6
.
7
1
2
.
2
1
0
.
2
8
.
2
3
.
4
B
E
R
G
I

2
V
B
E
R
G
I

1
Z
N52 28.0 E004 39.7
EH093
N52 25.3 E004 43.1
EH094
D7.5 SPL
Above
3000'
3
2
3
^
SPL 4.6 D
M
E 4
D
113.95 AMS
N52 20.0 E004 42.3

AMSTERDAM
0
0
4
^
BERGI 2V [BERG2V] [BERG1Z] , BERGI 1Z
RNAV:
RNAV: THR 36L - EH015 - BERGI
004^ track, intercept AMS R-005, intercept SPY R-306 to BERGI.
THR 36L - EH093 - EH094 (3000'+) - EH095 - BERGI (FL60).
(FL60).
1
2
1 2
004^ track, at SPL 4.6 DME turn LEFT, 323^ track, intercept SPL R-331 to
BERGI.
121.2
Apt Elev
-11'
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
RWY 36L DEPARTURES
N52 44.9 E004 21.5
BERGI
At FL60
(or above, if in-
structed by ATC)
NOT TO SCALE
BERGI 2V
BERGI 1Z
SID ROUTING
8 SEP 06
D
4
6
.
8
3
5
6
^
1
5
0
^
1
1
0
.
4
R
T
M

2
5
2
^
EH028
N52 21.5 E004 25.3
3
3
0
^
SCHIPHOL
388.5 CH
N52 13.2 E004 33.5
9
.
4
EH009
ABEAM CH
2
3
.
6
N52 13.8 E004 36.3
D19 PAM
1
.9
1
.9
EH051
N52 14.6 E004 39.1
Above
3000'
N52 13.4
E004 33.3
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

.SID.
EHAM/AMS
SCHIPHOL
10-3P
RNAV: THR 18C - (FL60). EH028 - BERGI (3000'+) - (500') - EH051 - EH009
184^ track, at SPL 2.5 DME turn RIGHT, 234^ track, intercept PAM R-252, at D19 PAM turn
RIGHT, intercept 330^ bearing from CH, intercept RTM R-356 to BERGI.
BERGI 2X [BERG2X]
6
2
3
4
^
1
8
4
^
2
.
5
D
M
E
121.2
Apt Elev
-11'
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
ROUTING
RWY 18C DEPARTURE
RNAV only
At 500'
NOT TO SCALE
N52 44.9 E004 21.5
BERGI
At FL60
(or above, if in-
structed by ATC)
27 JAN 06
SPEED:
0
9
5
^
2
4
3
^
D
2
9
R
N
A
V
:
R
N
A
V
:
5
0
0
'
T
H
R

0
9

-
T
H
R

0
4

-

E
H
0
5
9

(
K
2
2
0
-
)

-

E
H
0
2
1

-

V
O
L
L
A
G
O
R
L
O
.
G
O
R
L
O
.
121.2
.SID.
EHAM/AMS
SCHIPHOL
10-3Q
(
5
0
0
'
)

-
E
H
0
5
3

(
K
2
2
0
-
)

-

E
H
0
2
1

-

V
O
L
L
A
3
0
4
2
^
E
H
0
5
3
N
5
2

2
3
.
2

E
0
0
4

4
7
.
4
E
H
0
5
9
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
3
1
8
^
E
H
0
2
1
N
5
2

2
8
.
6

E
0
0
4

3
9
.
4
D
1
1
3
.
3

S
P
Y
N
5
2

3
2
.
4

E
0
0
4

5
1
.
2
S
P
I
J
K
E
R
B
O
O
R
S
P
L
8
D
M
E
7
.
3
3
.
3
G
O
R
L
O
1
F
0
8
8
^
G
O
R
L
O

1
N
3
2
0
.
8
V
O
L
L
A
N
5
2

1
8
.
9

E
0
0
4

0
9
.
4
2
3
9
^
4
3
.
3
G
O
R
L
O
N
5
1

5
5
.
5

E
0
0
3

1
0
.
3
(
1
1
7
.
8

P
A
M

R
-
2
5
4
/
D
7
5
.
2
)
(
1
1
0
.
4

R
T
M

R
-
2
6
9
/
D
4
8
.
7
)
, GORLO 1N [GORL1N] [GORL1F] GORLO 1F
(
F
L
6
0
)

-
(
F
L
6
0
)

-
0
4
2
^

t
r
a
c
k
,

a
t

S
P
L

R
-
0
9
5

t
u
r
n

L
E
F
T
,

3
1
8
^

t
r
a
c
k
,

a
t

S
P
L

8

D
M
E

t
u
r
n

L
E
F
T
,
i
n
t
e
r
c
e
p
t

S
P
Y

R
-
2
4
3

t
o

V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
Apt Elev
-11'
N
5
2

2
0
.
8

E
0
0
4

5
1
.
0
C
l
i
m
b

o
n

0
8
8
^

t
r
a
c
k
,

a
t
L
E
F
T
,

i
n
t
e
r
c
e
p
t

S
P
Y

R
-
2
4
3

t
o

V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
t
u
r
n

L
E
F
T
,

3
1
8
^

t
r
a
c
k
,

a
t

S
P
L

8

D
M
E

t
u
r
n
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
0
4
G
O
R
L
O

1
F
0
9
G
O
R
L
O

1
N
CHANGES:
JEPPESEN
S
I
D
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
R
W
Y
M
A
X
2
2
0

K
T
M
A
X
2
2
0

K
T
A
t
5
0
0
'
M
A
X
2
2
0

K
T
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
N
O
T

T
O

S
C
A
L
E
27 JAN 06
SPEED:
2
4
3
^
D
2
9
1
0
3
^
2
6
8
^
D
2
1
.
9
R
N
A
V
:
T
H
R

0
6

-

E
H
0
1
4

(
K
2
2
0
-
)

-

E
H
0
2
1

-

V
O
L
L
A
G
O
R
L
O
.
5
0
0
'
R
N
A
V
:
T
H
R

2
7

-
G
O
R
L
O
.
.SID.
EHAM/AMS
SCHIPHOL
10-3S
3
1
8
^
E
H
0
2
1
N
5
2

2
8
.
6

E
0
0
4

3
9
.
4
D
1
1
3
.
3

S
P
Y
N
5
2

3
2
.
4

E
0
0
4

5
1
.
2
S
P
I
J
K
E
R
B
O
O
R
S
P
L
8
D
M
E
1
1
.
3
2
0
.
8
V
O
L
L
A
N
5
2

1
8
.
9

E
0
0
4

0
9
.
4
2
3
9
^
4
3
.
3
G
O
R
L
O
N
5
1

5
5
.
5

E
0
0
3

1
0
.
3
(
1
1
7
.
8

P
A
M

R
-
2
5
4
/
D
7
5
.
2
)
(
1
1
0
.
4

R
T
M

R
-
2
6
9
/
D
4
8
.
7
)
, GORLO 1R [GORL1R] [GORL1P] GORLO 1P
(
5
0
0
'
)

-
E
H
0
5
8

-

V
O
L
L
A
0
5
9
^

t
r
a
c
k
,

a
t

S
P
L

R
-
1
0
3

t
u
r
n

L
E
F
T
,

3
1
8
^

t
r
a
c
k
,

a
t

S
P
L

8

D
M
E

t
u
r
n
L
E
F
T
,

i
n
t
e
r
c
e
p
t

S
P
Y

R
-
2
4
3

t
o

V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
G
O
R
L
O

1
R
G
O
R
L
O

1
P
0
5
9
^
4
E
H
0
1
4
N
5
2

1
9
.
8

E
0
0
4

4
0
.
6
3
2
6
8
^
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
E
H
0
5
8
1
9
.
2
(
F
L
6
0
)

-
(
F
L
6
0
)

-
121.2
Apt Elev
-11'
N
5
2

2
0
.
3

E
0
0
4

5
1
.
8
C
l
i
m
b

o
n

2
6
8
^

t
r
a
c
k
,

a
t
V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
t
u
r
n

R
I
G
H
T
,

i
n
t
e
r
c
e
p
t

S
P
L

R
-
2
6
8

t
o
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
0
6
G
O
R
L
O

1
R
2
7
G
O
R
L
O

1
P
CHANGES:
JEPPESEN
S
I
D
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
R
W
Y
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
N
O
T

T
O

S
C
A
L
E
M
A
X
2
2
0

K
T
M
A
X
2
2
0

K
T
A
t
5
0
0
'
27 JAN 06
SPEED:
2
4
3
^
D
2
9
0 0 5 ^
2
0
4
^
H
D
R
1
1
5
.
5
5
.SID.
EHAM/AMS
SCHIPHOL
10-3T
D
1
1
3
.
3

S
P
Y
N
5
2

3
2
.
4

E
0
0
4

5
1
.
2
S
P
I
J
K
E
R
B
O
O
R
V
O
L
L
A
N
5
2

1
8
.
9

E
0
0
4

0
9
.
4
2
3
9
^
4
3
.
3
G
O
R
L
O
1
0
.
8
3
.
1
E
H
0
9
1
N
5
2

2
5
.
4

E
0
0
4

2
9
.
3
E
H
0
1
6
N
5
2

2
3
.
9

E
0
0
4

2
4
.
9
3
.
2
4
.
7
2
1
3
^
2
7
2
^
E
H
0
9
0
N
5
2

2
8
.
0
E
0
0
4

3
2
.
1
E
H
0
9
4
SPY
11
D
M
E
N
5
2

2
8
.
0
E
0
0
4

3
9
.
7
3
2
3
^
3
.
4
A
M
S
7
.
1
D
M
E
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
D
1
1
3
.
9
5

A
M
S
N
5
2

2
0
.
0

E
0
0
4

4
2
.
3
A
M
S
T
E
R
D
A
M
4
0 0 4 ^ E
H
0
9
3
N
5
2

2
5
.
3

E
0
0
4

4
3
.
1
G O R L O
1 Z
G
O
R
L
O
2
V
7 . 6
A
M
S
4
.
4
D
M
E
, GORLO 1Z [GORL1Z] [GORL2V] GORLO 2V
1
2
.
5
6
.
9
2 . 6
2
7
1
^
E
H
0
0
6
N
5
2

3
5
.
5

E
0
0
4

3
2
.
8
E
H
0
1
5
N
5
2

3
5
.
5

E
0
0
4

4
4
.
1
N
5
2

3
2
.
9

E
0
0
4

4
3
.
8
D
1
3

A
M
S
R
N
A
V
:
R
N
A
V
:
T
H
R

3
6
L

-

E
H
0
9
3

-

E
H
0
9
4

-

E
H
0
9
0

-

E
H
0
9
1

-

V
O
L
L
A
T
H
R

3
6
L

-

E
H
0
1
5

-

E
H
0
0
6

-

E
H
0
1
6

-

V
O
L
L
A
G
O
R
L
O
.
G
O
R
L
O
.
J
e
t

a
i
r
c
r
a
f
t

o
n
l
y

b
e
t
w
e
e
n

0
6
0
0
-
2
3
0
0
L
T
.
12
1
0
0
4
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

A
M
S

R
-
0
0
5
,

a
t

D
1
3

A
M
S

t
u
r
n

L
E
F
T
,

2
7
1
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t
H
D
R

R
-
2
0
4
,

i
n
t
e
r
c
e
p
t

S
P
Y

R
-
2
4
3

t
o

V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
0
0
4
^

t
r
a
c
k
,

a
t

A
M
S

4
.
4

D
M
E

t
u
r
n

L
E
F
T
,

3
2
3
^

t
r
a
c
k
,

a
t

A
M
S

7
.
1

D
M
E

t
u
r
n

L
E
F
T
,
2
7
2
^

t
r
a
c
k
,

a
t

S
P
Y

1
1

D
M
E

t
u
r
n

L
E
F
T
,

2
1
3
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

S
P
Y

R
-
2
4
3

t
o
V
O
L
L
A
,

2
3
9
^

t
r
a
c
k

t
o

G
O
R
L
O
.
O
n
l
y

j
e
t

a
i
r
c
r
a
f
t

b
e
t
w
e
e
n

2
3
0
0
-
0
6
0
0
L
T
.
2
121.2
Apt Elev
-11'
(
F
L
6
0
)

-
(
F
L
6
0
)

-
N
5
1

5
5
.
5

E
0
0
3

1
0
.
3
(
1
1
7
.
8

P
A
M

R
-
2
5
4
/
D
7
5
.
2
)
(
1
1
0
.
4

R
T
M

R
-
2
6
9
/
D
4
8
.
7
)
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
CHANGES:
JEPPESEN
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
N
O
T

T
O

S
C
A
L
E
RWY 36L DEPARTURES
G
O
R
L
O

2
V
G
O
R
L
O

1
Z
S
I
D
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
27 JAN 06
SPEED:
1
8
2
^
1
8
6
^
2
0
7
^
1
6
4
^
S
P
Y
1
1
3
.
3

D
2
7
.
4
D
3
7
.
1
500'
THR 18L -
500'
THR 04 -
(500') - EH073 - LEKKO
(500') -
(FL60).
(FL60). RNAV:
RNAV:
.SID.
EHAM/AMS
SCHIPHOL
10-3U
EH036 (K220-) - EH072 - LEKKO
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
0
4
2
^
1
8
4
^
2
1
2
^
8
EH036
L
E
K
K
O

1
F
L
E
K
K
O

2
E
EH072
N52 01.2 E004 50.6
LEKKO
N51 55.5 E004 46.0
6
.
4
1
2
N52 03.5 E004 50.4
D29 SPY
2
.
2
1
7
.
5
EH073
N52 12.9 E004 48.5
N52 13.7 E004 48.0
D6.5 SPL
0
.
9
4
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

119.05
Apt Elev
-11'
LEKKO 2E [LEKO2E], LEKKO 1F [LEKO1F]
N52 15.4 E004 50.9
turn LEFT, intercept SPL R-164, at D6.5
SPL turn RIGHT, intercept SPY R-186 to LEKKO.
turn RIGHT, 212^ track, intercept SPY
R-182, at D29 SPY turn RIGHT, intercept PAM R-207 to LEKKO.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
04 LEKKO 1F
SID
LEKKO 2E 18L
ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
At 500'
MAX
220 KT
MAX
220 KT
At 500'
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
1
8
2
^
1
3
2
^
1
4
2
^
2
0
7
^
D
2
7
.
4
1
7
9
^
D
2
4
.
5
.SID.
EHAM/AMS
SCHIPHOL
10-3V1
RNAV:
RNAV:
2
0
5
9
^
2
3
9
^
EH001
DME
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

500'
500'
(500') - THR 06 - (FL60).
THR 24 - EH001 - EH039 - LEKKO (FL60).
(FL60).
EH036 (K220-) - EH072 - LEKKO
RNAV: THR 06 - (500') - EH036 (K220-) - EH038 - LEKKO
1
2
1
Jet aircraft only between 0600-2300LT.
2
Only jet aircraft between 2300-0600LT.
4
LEKKO 1T [LEKO1T]
EH036
N52 16.8
E004 50.9
1
.
4
4
.
2
2
.
5
EH038
N52 10.2 E004 57.7
N52 12.2
E004 55.2
D10 SPL
L
E
K
K
O

1
R
L
E
K
K
O
1
T
1
2
1
0
2
.
2
EH072
N52 01.2 E004 50.6
LEKKO
N51 55.5 E004 46.0
6
.
4
D29 SPY
N52 03.5
E004 50.4
1
5
3
^
8
L
E
K
K
O
1
S
EH039
N52 09.6 E004 45.4
SCHIPHOL
332 NV
N52 09.1 E004 45.9
N52 15.4 E004 50.9
1
4
.
2
, LEKKO 1S [LEKO1S] [LEKO1R] LEKKO 1R
| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
119.05
Apt Elev
-11'
N52 16.5 E004 42.1
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR

turn RIGHT, intercept SPY R-182, at D29
SPY turn RIGHT, intercept PAM R-207 to LEKKO.
turn RIGHT, 182^ track, at SPL R-132 turn
LEFT, intercept SPL R-142, at D10 SPL turn RIGHT, intercept PAM
R-207 to LEKKO.
4.3
239^ track, at SPL 4.3 DME turn LEFT, intercept 153^ bearing towards
NV, intercept SPL R-179 to LEKKO.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
24
06
SID ROUTING RWY
LEKKO 1R
LEKKO 1S
NOT TO SCALE
06 LEKKO 1T
At 500'
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
MAX
220 KT
MAX
220 KT
MAX
220 KT
8 SEP 06
0
0
5
^
R274^
1
8
2
^
1
9
5
^
D
2
7
.
4
2
0
7
^
RNAV:
RNAV:
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
1
2
1 2
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
7
.
2
L
E
K
K
O

1
Z
2
D
113.95 AMS
N52 20.0 E004 42.3

AMSTERDAM
0
0
4
^
LEKKO 1V [LEKO1V] [LEKO1Z] , LEKKO 1Z
10-3V2
THR 36L - EH084 - EH085 (K220-) - EH072 - LEKKO
004^ track, intercept AMS R-005, at D11 AMS turn RIGHT, intercept SPY R-274
inbound, at D2.5 SPY turn RIGHT, intercept SPY R-182, intercept PAM R-207 to
LEKKO.
THR 36L - EH013 - SPY - EH072 - LEKKO
EH013
N52 32.7 E004 43.8
1
.
8
N52 30.9 E004 43.6
D11 AMS
094^
D2.5 SPY
N52 32.5
E004 47.1
2.5
2.1
EH085
N52 25.3 E004 51.1
7
.
1
5
.3
EH084
N52 23.7 E004 42.9
LEKKO
N51 55.5 E004 46.0
6
.
4
EH072
D29 SPY
N52 03.5 E004 50.4
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

2
2
2
.
2
N52 01.2 E004 50.6
119.05
Apt Elev
-11'
L
E
K
K
O
1
V
004^ track, at SPY 11 DME turn RIGHT, 073^ track, at SPY R-195 turn RIGHT,
intercept SPY R-182, intercept PAM R-207 to LEKKO.
S
P
Y
1
1
D
M
E
0
7
3
^
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
LEKKO 1V
LEKKO 1Z
SID ROUTING
RWY 36L DEPARTURES
NOT TO SCALE
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
8 SEP 06
D
2
7
.
4
2
0
7
^
D
2
4
.
5
1
7
9
^
1
9
3
^
1
8
2
^
1
8
2
^
.SID.
EHAM/AMS
SCHIPHOL
10-3V3
, LEKKO 2X [LEKO2X] [LEKO2W] LEKKO 2W
RNAV:
RNAV:
(FL60).
(FL60).
004^ track, at SPL 1 DME turn RIGHT, 094^ track, at SPY R-193 turn
RIGHT, intercept SPY R-182, intercept PAM R-207 to LEKKO.
THR 36C - EH007 - EH004 (K220-) - EH036 - EH072 - LEKKO
184^ track, at SPL 5.5 DME turn LEFT, intercept 163^ bearing towards
NV, intercept SPL R-179 to LEKKO.
THR 18C - EH046 - EH074 - LEKKO
LEKKO
N51 55.5 E004 46.0
6
.
4
EH072
EH036
N52 15.4 E004 50.9
1
4
.
2
1
4
.
5
SCHIPHOL
332 NV
N52 09.1 E004 45.9
EH074
N52 10.0 E004 45.4
EH046
N52 13.1 E004 43.8
3
.
3
EH007
N52 22.2 E004 44.6
094^
3.4
5
2
L
E
K
K
O
2
X
5
.
5
D
M
E
0
0
4
^
1
8
4
^
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
1
D
M
E
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. New chart.
119.05
Apt Elev
-11'
N52 01.2 E004 50.6
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
1
6
3
^
7
LEKKO 2W
EH004
N52 22.0 E004 50.1
6
.
6
R
N
A
V
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
SID ROUTING
CHANGES:
JEPPESEN
RWY
RWYS 36C, 18C DEPARTURES
36C
18C
LEKKO 2W
LEKKO 2X
At FL60
(or above, if
instructed by ATC)
MAX
220 KT
NOT TO SCALE
MAX
220 KT
27 JAN 06
SPEED:
1
6
4
^
1
5
1
^
D
2
7
.
9
D
3
8
1
6
5
^
1
4
2
^
S
P
Y
1
1
3
.
3

1
3
6
^
500'
THR 18L -
500'
THR 04 -
(500') -
(500') -
(FL60).
(FL60). RNAV:
RNAV:
.SID.
EHAM/AMS
SCHIPHOL
10-3V4
EH061 (K220-) - EH033 - LOPIK
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
0
4
2
^
1
8
4
^
EH061
EH029
N52 11.3 E004 49.2
N52 12.3 E004 48.8
1
.
1
6
, LOPIK 1F [LOPI1F] [LOPI2E] LOPIK 2E
EH029 - EH050 - LOPIK
D8 SPL
1
1
9
^
4
.
1
EH050
N52 09.3 E004 55.1
LOPIK
N51 55.9 E005 07.8
1
5
.
6
L
O
P
I
K

1
F
L
O
P
I
K
2
E
EH033
N52 05.9 E005 03.3
2
N52 07.5 E005 01.3
D16 SPL
N52 13.5 E004 53.4
7
.
8
1
0
.
4
1
0
1
8
7
^
CAUTION
Uncontrolled VFR-flights
permitted up to FL95.
119.05
Apt Elev
-11'
| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED. New chart.
turn LEFT, intercept SPL R-164, at D8 SPL
turn LEFT, 119^ track, intercept SPL R-151 to LOPIK.
turn RIGHT, 187^ track, at SPL R-136 turn
LEFT, intercept SPL R-142, at D16 SPL turn RIGHT, intercept SPY
R-165 to LOPIK.
FOR TRAFFIC VIA UR 7/UN 852
FOR TRAFFIC VIA V 33 WITH DESTINATION EHEH, EHBD & EHBK
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
04 LOPIK 1F
SID
LOPIK 2E 18L
ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
MAX
220 KT
At 500'
At 500'
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
1
6
4
^
2
1
1
^
D
2
7
.
9
D
3
8
1
6
5
^
S
P
Y
1
1
3
.
3
1
5
1
^
1
4
2
^
S
P
Y
1
1
3
.
3
RNAV: THR 27 -
500'
(500') - (FL60).
500'
500'
RNAV: THR 09 -
RNAV: THR 22 - (500')
(500')
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
10-3V5
- EH036 (K220-) - EH033 - LOPIK
EH036
EH064
N52 15.1 E004 47.4
2
.
9
4
5
2
2
2
^
088^
SCHIPHOL
332 NV
N52 09.1 E004 45.9
1
3
7
^
L
O
P
I
K

1
P
EH032
N52 15.9 E004 35.3
N52 16.8 E004 36.6
D18 SPY
2
9
0
^
268^
3
.
3
1
.
2
EH056
N52 19.8
E004 39.1
2
.
5
D
M
E
4
- EH064 (K220-) - EH029 - EH050 - LOPIK
EH056 - EH032 (K220-) - NV - LOPIK
LOPIK 1P [LOPI1P]
, LOPIK 1N [LOPI1N] [LOPI1G] LOPIK 1G
9
.
4
1
3
5
^
LOPIK
N51 55.8 E005 07.7
1
8
.
9
EH033 2
N52 07.5 E005 01.3
D16 SPL
N52 05.9
E005 03.3
1
0
.
3
1
0
.
4
4
.
1
EH050
1
1
9
^
EH029
1
.
1
D8 SPL
N52 09.3
E004 55.1
1
5
.
6
N52 12.3
E004 48.8
N52 11.3
E004 49.2
N52 15.4 E004 50.9
L
O
P
I
K
1
N
L
O
P
I
K

1
G
CAUTION
119.05
Apt Elev
-11'
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
turn LEFT, intercept SPL R-164, at D8 SPL
turn LEFT, 119^ track, intercept SPL R-151 to LOPIK.
turn RIGHT, intercept SPL R-142, at D16
SPL turn RIGHT, intercept SPY R-165 to LOPIK.
turn RIGHT, 290^ track, at SPL 2.5 DME
turn LEFT, intercept SPY R-211, at D18 SPY turn LEFT, intercept 137^
bearing to NV, 135^ bearing to LOPIK.
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
27
09
22
SID ROUTING
CHANGES:
JEPPESEN
RWY
LOPIK 1G
LOPIK 1N
LOPIK 1P
At 500'
At 500'
MAX
220 KT
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
MAX 220 KT
MAX 220 KT
MAX 220 KT
NOT TO SCALE
8 SEP 06
1
3
2
^
1
4
2
^
1
5
1
^
D
2
7
.
9
D
3
8
1
6
5
^
.SID.
EHAM/AMS
SCHIPHOL
10-3V6
RNAV:
RNAV:
500'
(500') - THR 06 - (FL60).
THR 24 - EH001 - EH050 - LOPIK (FL60).
EH036 (K220-) - EH033 - LOPIK
119.05
Apt Elev
-11'
, LOPIK 1S [LOPI1S] [LOPI1R] LOPIK 1R
Climb on 059^ track, at turn RIGHT, 182^ track, at SPL R-132 turn
LEFT, intercept SPL R-142, at D16 SPL turn RIGHT, intercept SPY
R-165 to LOPIK.
2
0
5
9
^
2
3
9
^
EH001
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
4
1
8
2
^
EH036
1
.
4
D16 SPL
N52 15.4 E004 50.9
N52 16.5 E004 42.1
EH050
N52 09.3 E004 55.1
EH033
N52 05.9 E005 03.3
L
O
P
I
K

1
S
L
O
P
I
K

1
R
1
1
9
^
1
3
1
5
.
6
LOPIK
N51 55.8 E005 07.7
1
0
.
4
2
N52 07.5 E005 01.3
1
0
.
3
N52 16.8 E004 50.9
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
CAUTION
4
.3
DME
239^ track, at SPL 4.3 DME turn LEFT, 119^ track, intercept SPL R-151
to LOPIK.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
24
06
SID ROUTING RWY
LOPIK 1R
LOPIK 1S
NOT TO SCALE
MAX
220 KT
MAX
220 KT
At 500'
At FL60
(or above, if
instructed by ATC)
MAX
220 KT
MAX
220 KT
8 SEP 06
0
0
5
^
R274^
1
8
2
^
1
9
5
^
1
6
5
^
1
4
2
^
D
3
8
RNAV:
RNAV:
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
1
2
1 2
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
7
.
2
L
O
P
I
K

1
Z
2
D
113.95 AMS
N52 20.0 E004 42.3

AMSTERDAM
10-3V7
EH013
N52 32.7 E004 43.8
1
.
8
N52 30.9 E004 43.6
D11 AMS
094^
D2.5 SPY
N52 32.5
E004 47.1
2.5
2.1
EH085
N52 25.3 E004 51.1
EH084
N52 23.7 E004 42.9
119.05
Apt Elev
-11'
, LOPIK 1Z [LOPI1Z] [LOPI1V] LOPIK 1V
THR 36L - EH084 - EH085 (K220-) - EH036 - EH033 - LOPIK
THR 36L - EH013 - SPY - LOPIK
inbound, at D2.5 SPY turn RIGHT, intercept SPY R-165 to LOPIK.
5
.3
EH036
N52 15.4 E004 50.9
1
0
L
O
P
I
K

1
V
1
2
.
3
2
7
.
6
EH033
N52 05.9 E005 03.3
LOPIK
N51 55.9 E005 07.8
1
0
.
4
CAUTION
New chart.
004^ track, at SPY 11 DME turn RIGHT, 073^ track, at SPY R-195 turn RIGHT,
intercept SPY R-182, intercept SPL R-142, intercept SPY R-165 to LOPIK.
0
0
4
^
S
P
Y
1
1
DM
E
0
7
3
^
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
LOPIK 1V
LOPIK 1Z
SID ROUTING
NOT TO SCALE
RWY 36L DEPARTURES
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
1
9
3
^
1
8
2
^
S
P
Y
1
1
3
.
3

1
5
1
^
D
2
7
.
9
D
3
8
1
6
5
^
1
4
2
^
S
P
Y
1
1
3
.
3

.SID.
EHAM/AMS
SCHIPHOL
10-3V8
RNAV:
RNAV:
(FL60).
(FL60).
THR 36C - EH007 - EH004 (K220-) - EH036 - EH033 - LOPIK
THR 18C - EH046 - EH050 - LOPIK
EH036
N52 15.4 E004 50.9
EH046
N52 13.1 E004 43.8
EH004
N52 22.0 E004 50.1
EH007
N52 22.2 E004 44.6
094^
3.4
5
2
L
O
P
I
K
2
X
5
.
5
D
M
E
0
0
4
^
1
8
4
^
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
1
D
M
E
119.05
Apt Elev
-11'
, LOPIK 2X [LOPI2X] [LOPI2W] LOPIK 2W
CAUTION
New chart.
RIGHT, intercept SPY R-182, intercept SPL R-142, intercept SPY R-165
to LOPIK.
184^ track, at SPL 5.5 DME turn LEFT, 119^ track, intercept SPL R-151
to LOPIK.
1
1
9
^
EH050
N52 09.3 E004 55.1
1
5
.
6
7
.
9
LOPIK
N51 55.9 E005 07.8
1
0
.
4
EH033
N52 05.9 E005 03.3
1
2
.
3
7
6
.
6
R
N
A
V
LOPIK 2W
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
SID ROUTING
CHANGES:
JEPPESEN
RWY
36C
18C
LOPIK 2W
LOPIK 2X
MAX
220 KT
NOT TO SCALE
At FL60
(or above, if
instructed by ATC)
MAX
220 KT
27 JAN 06
SPEED:
2
0
7
^
1
8
6
^
1
6
4
^
2
1
1
^
S
P
Y
D
2
7
.
4
1
7
9
^
1
8
2
^
1
1
3
.
3
S
P
Y
D
2
4
.
5
D
3
7
.
1
RNAV: THR 27 -
500'
(500') -
(FL60).
500'
500'
RNAV: THR 09 -
RNAV: THR 22 - (500')
(500')
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
10-3V
LEKKO 1G [LEKO1G], LEKKO 1N [LEKO1N]
LEKKO 1P [LEKO1P]
- EH064 (K220-) - EH073 - LEKKO
- EH036 (K220-) - EH072 - LEKKO
EH056 - EH032 (K220-) - EH075 - LEKKO
L
E
K
K
O

1
G
EH072
LEKKO
N51 55.5 E004 46.0
6
.
4
N52 03.5 E004 50.4
D29 SPY
2
.
2
1
7
.
5
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
EH073
N52 12.9
E004 48.5
EH036
EH064
N52 15.1 E004 47.4
2
.
3
4
5
1
2
L
E
K
K
O

1
N
2
2
2
^
088^
SCHIPHOL
332 NV
N52 09.1 E004 45.9
1
3
.
9
EH075
N52 09.4 E004 45.5
1
3
7
^
L
E
K
K
O

1
P
9
EH032
N52 15.9 E004 35.3
N52 16.8 E004 36.6
D18 SPY
2
9
0
^
268^
3
.
3
1
.
2
EH056
N52 19.8
E004 39.1
2
.
5
D
M
E
4
119.05
Apt Elev
-11'
N52 01.2 E004 50.6
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

N52 15.4 E004 50.9
New chart.
turn LEFT, intercept SPL R-164, intercept
SPY R-186 to LEKKO.
turn RIGHT, intercept SPY R-182, at D29
SPY turn RIGHT, intercept PAM R-207 to LEKKO.
turn RIGHT, 290^ track, at SPL 2.5 DME
turn LEFT, intercept SPY R-211, at D18 SPY turn LEFT, intercept 137^
bearing towards NV, intercept SPL R-179 to LEKKO.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
27
09
22
SID ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
LEKKO 1G
LEKKO 1N
LEKKO 1P
At FL60
(or above, if
instructed by ATC)
At 500'
MAX
220 KT
MAX
220 KT
MAX
220 KT
MAX
220 KT
MAX
220 KT
MAX
220 KT
At
500'
27 JAN 06
SPEED:
R
2
1
1
^
THR 36C - EH045 - EH081 - EH082 - PAM
(FL60).
(FL60).
500'
THR 27 -
RNAV:
RNAV:
.SID.
EHAM/AMS
SCHIPHOL
10-3W
(500') -
PAMPUS 1P (PAM 1P)
PAMPUS 2W (PAM 2W)
EH057 (K220-) - EH031 - EH035 - PAM
004^ track, at SPL 1 DME turn RIGHT, 045^ track, at SPL 4.5 DME turn
RIGHT, 090^ track, intercept PAM R-326 inbound to PAM.
268^
6
EH057
N52 22.3 E004 41.5
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
0
3
1
^
098^
090^
1
4
6
^
6
.
8
P
A
M

1
P
1
.
2
4.7
3
.
9
EH031
N52 29.2 E004 48.1
EH035
N52 28.6 E004 55.7
D5 SPY
N52 28.1 E004 47.1
R
3
2
6
^
6
.
6
EH082
N52 25.5 E004 59.3
5.3
EH081
N52 25.4 E004 50.7
1
D
M
E
0
0
4
^
2
EH045
N52 21.5 E004 44.6
0
4
5
^
5
.
5
P
A
M

2
W
4
.
5
D
M
E
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

New chart.
Climb on 268^ track, at turn RIGHT, intercept SPY R-211 inbound
119.05
Apt Elev
-11'
to D5 SPY, turn RIGHT, 098^ track, intercept PAM R-326 inbound to
PAM.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
PAM 2W 36C
SID ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
PAM 1P 27
At 500'
MAX
220 KT
MAX
220 KT
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
D
1
9
.
4
2
0
5
^
S
P
Y
0
0
5
^
500'
THR 27 -
RIGHT, intercept SPY R-211 inbound to SPY, SPY R-053 to ANDIK.
B737:
RNAV: THR 36L - EH013 - EH083 - ANDIK
THR 24 - EH001 - EH049 - SPY - ANDIK
THR 24 - EH001 - EH057 - SPY - ANDIK
(FL60).
(FL60).
(FL60).
RNAV:
RNAV:
121.2
.SID.
EHAM/AMS
SCHIPHOL
10-3X1
SPIJKERBOOR 1P (SPY 1P)
SPIJKERBOOR 1S (SPY 1S)
SPIJKERBOOR 1V (SPY 1V)
(500') - EH057 (K220-) - SPY - ANDIK
(FL60).
004^ track, intercept AMS R-005, at D11 AMS turn RIGHT, 073^ track,
intercept SPY R-053 to ANDIK.
EH013
N52 32.7 E004 43.8
EH083
N52 30.9 E004 43.8
D11 AMS
0
7
3
^
0
5
3
^
8
.5
4
.
5
1
.
8
7
1
4
.
9
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
EH049
N52 17.4 E004 36.8
EH001
N52 16.5 E004 42.1
S
PL
4 DM
E
2
3
9
^
2
8
5
^
0
3
1
^
2
3
.3
5
.
7
S
P
Y

1
S
EH057
N52 22.3 E004 41.5
R
2
1
1
^
1
1
.
8
S
P
Y

1
V
0
0
4
^
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
113.95 AMS
N52 20.0 E004 42.3

AMSTERDAM
6
268^
SPY 1P
N52 35.2
E004 57.1
Apt Elev
-11'
Climb on 268^ track, at turn RIGHT, intercept SPY R-211 inbound
to SPY, SPY R-053 to ANDIK.
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
SPY 1V 36L
24
SID ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
RWYS 27, 24, 36L DEPARTURES
SPY 1P
SPY 1S
27
ANDIK
N52 44.4 E005 16.2
MAX
220 KT
MAX
220 KT
At 500'
MAX
220 KT
SPY 1P
8 SEP 06
At FL60
(or above, if
instructed by ATC)
SPEED:
2
0
5
^
D
THR 18C - EH048 - EH049 - SPY - ANDIK
184^ track, at SPL 2.5 DME turn RIGHT, 285^ track, at SPY R-205 turn
RIGHT, intercept SPY R-211 inbound to SPY, SPY R-053 to ANDIK.
004^ track, at SPL 1 DME turn RIGHT, 045^ track, at SPL 6 DME turn
LEFT, intercept SPY R-178 inbound to SPY, SPY R-053 to ANDIK.
(FL60).
(FL60).
(FL60). B737:
RNAV:
RNAV:
.SID.
EHAM/AMS
SCHIPHOL
10-3X2
SPIJKERBOOR 2W (SPY 2W)
SPIJKERBOOR 2X (SPY 2X)
0
5
3
^
1
9
.
4
D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
EH049
N52 17.4 E004 36.8
2
8
5
^
0
3
1
^
4
.6
5
.
7
S
P
Y

2
X
EH057
N52 22.3 E004 41.5
R
2
1
1
^
1
1
.
8
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
EH048
N52 16.2 E004 44.1
EH080
N52 17.5 E004 44.2
EH044
N52 26.1 E004 51.8
EH045
N52 21.5 E004 44.6
3
5
8
^
0
4
5
^
R
1
7
8
^
6
.
3
6
.
4
S
P
L
6
D
M
E
2
.
5
D
M
E
1
1
.
3
1
8
4
^
0
0
4
^
2
1
D
M
E
S
P
Y

2
W
121.2
Apt Elev
-11'
Reference note.
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
SID ROUTING
CHANGES:
JEPPESEN
RWY
NOT TO SCALE
SPY 2W
SPY 2X
MAX
220 KT
36C
18C
ANDIK
N52 44.4 E005 16.2
At FL60
(or above, if
instructed by ATC)
8 SEP 06
1
6
4
^
0
1
7
^
2
5
2
^
D
4
8
.
9
R
N
A
V
:
R
N
A
V
:
.SID.
EHAM/AMS
SCHIPHOL
10-3X3
, VALKO 1G [VALK1G] [VALK2E] VALKO 2E
5
0
0
'
T
H
R

1
8
L

-
2
2
2
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

P
A
M

R
-
2
5
2

t
o

V
A
L
K
O
.
(
3
0
0
0
'
+
)

-
V
A
L
K
O
(
F
L
6
0
)
.
T
H
R

2
2

-

E
H
0
6
2

-

E
H
0
0
9
(
3
0
0
0
'
+
)

-
V
A
L
K
O
(
F
L
6
0
)
.
(
5
0
0
'
)

-
E
H
0
2
9

(
K
2
2
0
-
)

-

E
H
0
0
9
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
1 8 4 ^
4
N
5
2

1
3
.
7

E
0
0
4

4
8
.
0
D
6
.
5

S
P
L
2
.6
2
8
3
^
8
.
4
E
H
0
2
9
N
5
2

1
1
.
3

E
0
0
4

4
9
.
2
N
5
2

1
2
.
9
E
0
0
4

3
5
.
8
1
.
5
N
5
2

1
3
.
4

E
0
0
4

3
3
.
3
E
H
0
0
9
A
B
E
A
M

C
H
S
C
H
I
P
H
O
L
3
8
8
.
5

C
H
N
5
2

1
3
.
2

E
0
0
4

3
3
.
5
V
A
L
K
O
2
E
A
b
o
v
e
3
0
0
0
'
E
H
0
6
2
N
5
2

1
5
.
6
E
0
0
4

4
3
.
5
6
.
6
4
2
2
2
^
V
A
L
K
O

1
G
V
A
L
K
O
N
5
2

0
4
.
3

E
0
0
3

5
0
.
4
2
8
D
R
O
T
T
E
R
D
A
M
1
1
0
.
4

R
T
M
N
5
1

5
8
.
4

E
0
0
4

2
8
.
9
121.2
Apt Elev
-11'
C
l
i
m
b

o
n

1
8
4
^

t
r
a
c
k
,

a
t
a
t

D
6
.
5

S
P
L

t
u
r
n

R
I
G
H
T
,

i
n
t
e
r
c
e
p
t

2
8
3
^

b
e
a
r
i
n
g

t
o
w
a
r
d
s

C
H
,
a
t

R
T
M

R
-
0
1
7

t
u
r
n

L
E
F
T
,

i
n
t
e
r
c
e
p
t

P
A
M

R
-
2
5
2

t
o

V
A
L
K
O
.
t
u
r
n

L
E
F
T
,

i
n
t
e
r
c
e
p
t

S
P
L

R
-
1
6
4
,
D
P
A
M
P
U
S
1
1
7
.
8

P
A
M
N
5
2

2
0
.
1

E
0
0
5

0
5
.
5
Reference note.
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
V
A
L
K
O

2
E
2
2
V
A
L
K
O

1
G
CHANGES:
JEPPESEN
S
I
D
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
R
W
Y
N
O
T

T
O

S
C
A
L
E
1
8
L
M
A
X
2
2
0

K
T
M
A
X
2
2
0

K
T
A
t
5
0
0
'
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
8 SEP 06
2
5
2
^
P
A
M
D
4
8
.
9
2
4
0
^
R
0
3
5
^
1
1
7
.
8
R
N
A
V
:
.SID.
EHAM/AMS
SCHIPHOL
10-3X4
5
0
0
'
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
N
5
2

1
3
.
4

E
0
0
4

3
3
.
3
E
H
0
0
9
A
B
E
A
M

C
H
S
C
H
I
P
H
O
L
3
8
8
.
5

C
H
N
5
2

1
3
.
2

E
0
0
4

3
3
.
5
2
8
R
N
A
V
:
T
H
R

0
9

-
(
F
L
6
0
)
.
V
A
L
K
O
T
H
R

2
4

-

E
H
0
0
1

-

E
H
0
5
1

-

E
H
0
0
9
(
3
0
0
0
'
+
)

-
(
F
L
6
0
)
.
(
5
0
0
'
)

-
E
H
0
3
0

(
K
2
2
0
-
)

-

E
H
0
2
5

-

E
H
0
4
0

-

V
A
L
K
O
2
3
9
^

t
r
a
c
k
,

a
t

S
P
L

4

D
M
E

t
u
r
n

L
E
F
T
,

2
2
5
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

P
A
M

R
-
2
5
2

t
o

V
A
L
K
O
.
, VALKO 1S [VALK1S] [VALK1N] VALKO 1N
E
H
0
2
5
E
H
0
4
0
N
5
2

0
6
.
4
E
0
0
4

2
8
.
1
N
5
2

0
7
.
1
E
0
0
4

3
0
.
8
D
2
5

P
A
M
9
.
9
1
.
8
2
3
.
3
V
A
L
K
O

1
N
2
6
6
^
E
H
0
3
0
N
5
2

1
5
.
7

E
0
0
4

4
8
.
1
N
5
2

1
2
.
4
E
0
0
4

4
4
.
4
4
4
2
1
5
^
0
8
8
^
A
b
o
v
e
3
0
0
0
'
2
2
3
9
^
4
D
M
E
2
2
5
^
2
.
6
E
H
0
5
1
N
5
2

1
4
.
6

E
0
0
4

3
9
.
1
E
H
0
0
1
N
5
2

1
6
.
5
E
0
0
4

4
2
.
1
3
.
8
V
A
L
K
O
1
S
D
R
O
T
T
E
R
D
A
M
1
1
0
.
4

R
T
M
N
5
1

5
8
.
4

E
0
0
4

2
8
.
9
C
l
i
m
b

o
n

0
8
8
^

t
r
a
c
k
,

a
t
t
u
r
n

R
I
G
H
T
,

i
n
t
e
r
c
e
p
t

R
T
M

R
-
0
3
5

i
n
b
o
u
n
d
,

i
n
t
e
r
c
e
p
t
P
A
M

R
-
2
4
0
,

a
t

D
2
5

P
A
M

t
u
r
n

R
I
G
H
T
,

2
6
6
^

t
r
a
c
k

t
o

V
A
L
K
O
.
121.2
Apt Elev
-11'
V
A
L
K
O
N
5
2

0
4
.
3

E
0
0
3

5
0
.
4
Reference note.
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
V
A
L
K
O

1
N
CHANGES:
JEPPESEN
S
I
D
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
R
W
Y
N
O
T

T
O

S
C
A
L
E
V
A
L
K
O

1
S
2
4
0
9
M
A
X
2
2
0

K
T
A
t
5
0
0
'
M
A
X
2
2
0

K
T
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
8 SEP 06
2
5
2
^
E
H
(
P
)
-
2
8
E
H
(
P
)
-
2
6
E
H
(
P
)
-
2
7
D
4
8
.
9
.SID.
EHAM/AMS
SCHIPHOL
10-3X5
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
R
N
A
V
:
T
H
R

1
8
C

-
1
8
4
^

t
r
a
c
k
,

a
t

S
P
L

2
.
5

D
M
E

t
u
r
n

R
I
G
H
T
,

2
3
4
^

t
r
a
c
k
,

i
n
t
e
r
c
e
p
t

P
A
M

R
-
2
5
2

t
o

V
A
L
K
O
.
(
5
0
0
'
)

-
VALKO 2X [VALK2X]
E
H
0
5
1
N
5
2

1
4
.
6

E
0
0
4

3
9
.
1
6
2
3
4
^
2
.
5
D
M
E
1 8 4 ^
New chart. | JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.
121.2
Apt Elev
-11'
D
P
A
M
P
U
S
1
1
7
.
8

P
A
M
N
5
2

2
0
.
1

E
0
0
5

0
5
.
5
V
A
L
K
O
N
5
2

0
4
.
3

E
0
0
3

5
0
.
4
N
5
2

1
3
.
4

E
0
0
4

3
3
.
3
E
H
0
0
9
A
B
E
A
M

C
H
A
b
o
v
e
3
0
0
0
'
S
C
H
I
P
H
O
L
3
8
8
.
5

C
H
N
5
2

1
3
.
2

E
0
0
4

3
3
.
5
2
8
3
.
8
(
F
L
6
0
)
.
E
H
0
5
1

-

E
H
0
0
9
(
3
0
0
0
'
+
)

-
V
A
L
K
O
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
CHANGES:
JEPPESEN
R
O
U
T
I
N
G
I
n
i
t
i
a
l

c
l
i
m
b

c
l
e
a
r
a
n
c
e
F
L
6
0
h
i
g
h
e
r

l
e
v
e
l

o
n
l
y

w
h
e
n

c
l
e
a
r
e
d

b
y

A
T
C
N
O
T

T
O

S
C
A
L
E
R
N
A
V

o
n
l
y
A
t
5
0
0
'
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f

i
n
-
s
t
r
u
c
t
e
d

b
y

A
T
C
)
RWY 18C DEPARTURE
27 JAN 06
SPEED:
D
5
5
.
4
0
5
3
^
D
1
9
.
4
R
2
2
3
^
D
1
1
6
.
3
D
H
E
D
E
E
L
D
E
1
1
2
.
4

E
E
L
N
5
3

0
9
.
8

E
0
0
6

4
0
.
0
.SID.
EHAM/AMS
SCHIPHOL
10-3X6
0
8
1
^
3
6
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
R
2
6
1
^
0
8
2
^
2
2
.
4
9
.
6
1
0
1
0
1
5
0
4
3
^
3
9
New chart.
Apt Elev
-11'
For departure instructions refer to 10-3A. 119.05 121.2
.
R
.
U
G

1
0
.
R
.
U
G

1
0
5
U
R

1
2
R

U
R

1
2
R

D
1
1
3
.
3

S
P
Y
N
5
2

3
2
.
4

E
0
0
4

5
1
.
2
S
P
I
J
K
E
R
B
O
O
R
S
C
H
I
P
H
O
L
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
B
E
D
U
M
G
R
O
N
Y
N
5
3

0
6
.
3

E
0
0
6

0
3
.
3
D
6
5

S
P
Y
D
6
0

D
H
E
D
1
0

E
E
L
N
5
3

1
2
.
8

E
0
0
7

1
3
.
0
N
5
3

2
0
.
9
E
0
0
6

3
5
.
3
A
N
D
I
K
N
5
2

4
4
.
4

E
0
0
5

1
6
.
2
D
O
B
A
K
L
A
B
I
L
CHANGES:
JEPPESEN
CONTINUATION AFTER ANDIK
F
L
2
1
0
a
b
o
v
e

F
L
2
4
5
A
b
o
v
e
&

R
e
q
u
e
s
t
e
d

F
L
V
i
a

U
G

1
0
5
/
U
G

1
0
F
L
2
5
0
A
t

o
r

a
b
o
v
e
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
4
5
N
5
3

2
9
.
8

E
0
0
6

4
9
.
0
F
L
2
6
0
A
t

o
r

a
b
o
v
e
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
5
5
F
L
2
1
0
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
5
5
A
b
o
v
e
N
O
T

T
O

S
C
A
L
E
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f
i
n
s
t
r
u
c
t
e
d

b
y

A
T
C
)
27 JAN 06
SPEED:
D
3
9
D
E
H
(
P
)
-
2
5
S
O
N
E
B
N
5
2

0
1
.
4

E
0
0
6

4
5
.
9
T
E
B
R
O
N
5
1

5
3
.
7

E
0
0
6

3
5
.
3
N
5
1

5
8
.
2

E
0
0
7

0
6
.
5
S
U
V
O
XD
H
A
M
M
1
1
5
.
6
5

H
M
M
N
5
1

5
1
.
4

E
0
0
7

4
2
.
5
.SID.
EHAM/AMS
SCHIPHOL
10-3X7
K
O
M
O
T
D
I
D
A
M
N
5
2

0
2
.
1

E
0
0
6

1
9
.
6
1
0
5
^
1
0
7
^
1
3
R
2
8
7
^
2
3
1
2
1
2
1
3
2
^
1
0
0
^
1
3
1
^
1
1
2
^
2
6
1
0
1
3
U
L

6
2
0
U
L

6
0
3
D
P
A
M
P
U
S
1
1
7
.
8

P
A
M
N
5
2

2
0
.
1

E
0
0
5

0
5
.
5
B

1
/
U
B

1
/
L

6
2
0
)
.
N
5
1

3
7
.
7
E
0
0
7

0
4
.
5
1
7
.
3
2
1
.
7
N
Y
K
E
R
N
5
2

1
3
.
8

E
0
0
5

3
1
.
7
U
B

1
R

L

6
2
0
B

1
New chart.
119.05
Apt Elev
-11'
A
t

P
A
M

o
n

P
A
M

R
-
1
1
2

v
i
a

N
Y
K
E
R

t
o

A
R
N
E
M

(
a
i
r
w
a
y
s
D
1
0
8
.
4

S
P
L
N
5
2

1
9
.
9

E
0
0
4

4
5
.
0
S
C
H
I
P
H
O
L
M
S
A
1
7
0
0
'
2
3
0
0
'
3
1
1
^
354^
S
P
L

V
O
R
A
R
N
E
M
1
2

N
M

a
f
t
e
r

T
E
B
R
O
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
4
5
A
b
o
v
e
F
L
2
1
0
CHANGES:
JEPPESEN
N
O
T

T
O

S
C
A
L
E
CONTINUATION AFTER ARNEM & PAM
F
L
2
5
0
A
t

o
r

a
b
o
v
e
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
4
5
N
5
2

0
5
.
8

E
0
0
6

0
4
.
6
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
4
5
A
b
o
v
e
F
L
2
1
0
F
L
2
5
0
A
t

o
r

a
b
o
v
e
R
e
q
u
e
s
t
e
d

F
L
a
b
o
v
e

F
L
2
4
5
A
t
F
L
6
0
(
o
r

a
b
o
v
e
,

i
f
i
n
s
t
r
u
c
t
e
d

b
y

A
T
C
)
C
O
N
T
I
N
U
A
T
I
O
N
27 JAN 06
A
t
F
L
6
0
SPEED:
1
3
2
^
D
1
4
.
4
D
2
7
.
4
2
0
7
^
D
2
4
.
5
1
7
9
^
D
3
1
.
1
D
6
2
D
1
6
D
7
9
.
4
D
2
7
.
9
1
5
1
^ D
3
8
1
6
5
^
S
P
Y
1
1
3
.
3

.SID.
EHAM/AMS
SCHIPHOL
10-3X8
5
5
6
R
0
2
7
^
D
NICKY
117.4 NIK
N51 09.9 E004 11.0

D5 NIK
D10 NIK
EINDHOVEN
397 EHN
N51 28.1 E005 23.7
INKET
N51 48.9 E004 46.3
3
1
R

5
7
3
4
.
6
WOODY
N51 24.3 E004 22.0
LEKKO
N51 55.5 E004 46.0
6
.
6
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
D
110.4 RTM
N51 58.4 E004 28.9

ROTTERDAM
Via UB 31 or UN 872.
R 57: Via
New chart.
119.05
Apt Elev
-11'
At LEKKO intercept SPL R-179 to INKET, intercept RTM R-132 to EHN.
U
B

3
1
R

U
N

8
7
2
R

LUTOM
N51 15.9 E005 25.3
D72 SPY
D50 LNO
LOPIK
N51 55.9 E005 07.8
3
4
7
.
4
.
R
.
U
R

7
U
N

8
5
2
.
R
.
V

3
3
F
L
7
0

O
N
L
Y
D
OLNO
112.8 LNO
N50 35.2 E005 42.6

MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
CHANGES:
JEPPESEN
FL240
Requested FL
above FL255
Above
FL190 Above
Requested FL
between
FL195 & FL245
NOT TO SCALE
CONTINUATION
27 JAN 06
FL200 At or above
Requested FL
between FL195 & FL245
FL260
At or above
Requested FL
above FL255
CONTINUATION AFTER LEKKO & LOPIK
FL250
At or above
Requested FL
above FL245
At FL60
(or above, if
instructed by ATC)
At FL60
(or above, if
instructed by ATC)
SPEED:
1
4
6
^
R274^
0
0
5
^
THR 36L - EH012 - EH087 - EH088 - PAM
THR 36L - EH013 - SPY - PAM
(FL60).
(FL60).
.SID.
EHAM/AMS
SCHIPHOL
10-3X
PAMPUS 1V (PAM 1V)
PAMPUS 1Z (PAM 1Z)
RNAV:
RNAV:
1
2
1 2
004^ track, at AMS 4 DME turn RIGHT, 030^ track, at AMS 7.5 DME turn RIGHT,
086^ track, intercept PAM R-326 inbound to PAM.
inbound to D2.5 SPY, turn RIGHT, intercept PAM R-326 inbound to PAM.
R
3
2
6
^
D
PAMPUS
117.8 PAM
N52 20.1 E005 05.5

D
113.3 SPY
N52 32.4 E004 51.2
SPIJKERBOOR
EH088
N52 29.3 E004 54.9
EH013
N52 32.7 E004 43.8
EH087
N52 28.8 E004 46.3
EH012
N52 25.2 E004 43.1
3
.
9
1
1
.
3
5.3
2.5
2.1
1
.
8
094^
D2.5 SPY
N52 32.5
E004 47.1
N52 30.9 E004 43.6
D11 AMS
D
113.95 AMS
N52 20.0 E004 42.3

AMSTERDAM
D
108.4 SPL
N52 19.9 E004 45.0

SCHIPHOL
0
0
4
^
A
M
S
4
D
M
E
3
086^
0
3
0
^
4
.
1
7
P
A
M
1
Z
P
A
M
1
V
A
M
S
7
.
5
D
M
E
New chart.
119.05
Apt Elev
-11'
MSA
1700'
2
3
0
0
'
3
1
1
^
3
5
4
^
SPL VOR
PAM 1V
PAM 1Z
CHANGES:
JEPPESEN
NOT TO SCALE
RWY 36L DEPARTURES
SID ROUTING
At FL60
(or above, if
instructed by ATC)
27 JAN 06
SPEED:
Leiden
(Valkenburg)
EH(P)-28
EH(P)-
26
MSA
SPL VOR
Do not descend below
the descent profile.
No Altitude
published
D0.0
D6.2
34.0 to VOR
FL 70
1
KAG
KAG
SCHIPHOL
108.4 SPL
D

D0.0
TO DISPL THRESH
KAG
D6.2KAG
Expedite climb to 2000'.
3
3
(IF)
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
059^
DA(H)
188'(200')
Apt Elev -11'
RWY -12'
ALS out
Gnd speed-Kts
2000'
059^
on
Climb on track 059^ to 2000'. Inform ATC.
11-1
PAPI
1
1
ILS
ALS out FULL
70 90 100 120 140 160
EHAM/AMS
121.7
LISDA 1 Apch
(By ATC)
LISDA 1 Apch & ILS Rwy 06
KAG
110.55
EH6~9
EH616
Alt Set: hPa Rwy Elev: 0 hPa Trans level: By ATC Trans alt: 3000'
SCHIPHOL
388.5 CH

EH6~9
EH616
52-10
52-20
04-30 04-40 04-50
LISDA
EH613
EH614
059^ 3.0
to D6.2 KAG
495'
GS
ILS DME

059^ 110.55 KAG
C
&
D
ILS LOC (GS out)
(200') DA(H) 188'
1700'
A
B
C
D
Max
Kts MDA(H)
CIRCLE-TO-LAND STRAIGHT-IN LANDING RWY
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
400'(412')
To rwy 18L during daylight only: CEIL 1200', VIS 5.0 km.
(791') 780'
1600m
VIS
RVR
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
900m
RVR 1800m
1000m RVR RVR 550m
06
0
5
5
1
0
Final
Apch Crs
.JAR-OPS.
SCHIPHOL Approach (R) Ground SCHIPHOL Tower SCHIPHOL Arrival (APP/R) D-ATIS Arrival
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
P
A
N
S

O
P
S

4
During night hours interception
of 3.0^ descent path at 3000'.
D11.1 SPL
D6.1 SPL
D8.2 SPL
D8.2 SPL
D6.1 SPL
2
2
8
^
0
4
8
^
HIALS-II
D9.2 KAG
ILS DME reads zero at
rwy 06 displaced threshold.
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. Simultaneous apchs on
rwy 09, 18C, 18R, 27 or 36R may be executed. 3. LOC course not to be used outside 30^
West of rwy centerline. 4. When established on ILS maintain 160 KT until D4.0 KAG or
as directed. 5. For additional information refer to 10-1P pages.
D4.0KAG
D4.0KAG
6 OCT 06
LISDA.
TCH displ
thresh 50'
0
5
9
^
0
5
9
^
2
2
8
^
0
4
3
^
A
&
B
2
0
3
^
1
8
6
^
SUGOL(IAF)
1
RIVER(IAF)
4.0
RWY 06 -12'
0
0
5
9
^
VOR Lctr
3000'
2000'
7.8
2.2
Start
turn at
1 Min
186^
203^
059^
228^
C & D
A & B
Lctr
1.6
ARTIP(IAF)
after
LOC
(GS out)
377 485 539 647 755 862
ILS GS 3.00ôr
LOC Descent Gradient 5.2%
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1
1
6
^
3
.
5
2.4
093^
1310'
MAP at D0.0 KAG
JEPPESEN
ALTITUDE
KAG DME 3.0 2.0
680'
1.0
360'
5.0
1630'
2
2
1
1
3
^
3
1
.
0
2
5
1
^
3
2
.
0
1000'
F
L

7
0
F
L

7
0
F
L

7
0
FL 70
Leiden
(Valkenburg)
EH(P)-28
EH(P)-
26
MSA
SPL VOR
No Altitude
published
TO DISPL THRESH
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
059^
Apt Elev -11'
RWY -12'
EHAM/AMS
KAG
110.55
52-10
52-20
04-30 04-40 04-50
495'
11-1A
LISDA 1 Apch & CAT II ILS Rwy 06
GS
CAT II ILS
DA(H)
88'(100')
Gnd speed-Kts
2000'
059^
on PAPI
70 90 100 120 140 160
STRAIGHT-IN LANDING RWY
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
1
1
06
479'
1700'
0
5
5
1
0
Final
Apch Crs
SCHIPHOL Approach (R) Ground
121.7
SCHIPHOL Tower SCHIPHOL Arrival (APP/R) D-ATIS Arrival
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
RA 100'
P
A
N
S

O
P
S

4
D6.2
34.0 to VOR
FL 70
1
KAG
SCHIPHOL
108.4 SPL
D

(IF)
LISDA 1 Apch
(By ATC)
SCHIPHOL
388.5 CH

EH6~9
EH616
EH613
EH614
059^ 3.0
to D6.2 KAG
ILS DME

059^ 110.55 KAG
D11.1 SPL
D6.1 SPL
D8.2 SPL
2
2
8
^
0
4
8
^
Operators applying U.S. Ops Specs: Autoland or HGS required below RVR 350m.
EH6~9
D8.2 SPL
D6.2KAG
D6.1 SPL
EH616
HIALS-II
RA 100'
D9.2 KAG
For additional info
refer to 10-1P pages.
1. Special Aircrew & Acft Certification Required. 2. WARNING: CVFR tfc up to 1500'
in the Valkenburg CTR. 3. Simultaneous apchs on rwy 09, 18C, 18R, 27 or 36R may be
executed. 4. LOC course not to be used outside 30^ West of RCL. 5. When established
on ILS maintain 160 KT until D4.0 KAG or as directed.
KAG D4.0
D4.0 KAG
LISDA
6 OCT 06
LISDA.
TCH displ
thresh 50'
SUGOL
4.0
RWY 06 -12'
0
0
5
9
^
VOR
Lctr
3000'
2000'
7.8
Start
turn at
1 Min
186^
203^
059^
228^
C & D
A & B
Lctr
A
R
T
I
P
(
I
A
F
)
after
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
377 485 539 647 755 862 3.00^ GS
1.6 2.2
JEPPESEN
.JAR-OPS.
0
5
9
^
0
5
9
^
2
2
8
^
0
4
3
^
A
&
B
2
0
3
^
C
&
D
1
8
6
^
1
RIVER(IAF)
1
1
6
^
2.4
093^
2
2
1
1
3
^
3
1
.
0
2
5
1
^
3
2
.
0 F
L

7
0
F
L

7
0
F
L

7
0
FL 70
1310'
3
.
5
L
e
i
d
e
n
(
V
a
l
k
e
n
b
u
r
g
)
E
H
(
P
)
-
2
6
E
H
(
P
)
-
2
7
E
H
(
P
)
-
2
8
(SUGOL, RIVER & ARTIP TRANSITIONS to Rwy 06
during night hours (2300-0600 LT) or by ATC)
A
T
C

m
a
y

d
e
v
i
a
t
e

f
r
o
m

t
h
e

t
r
a
n
s
i
t
i
o
n
s
b
y

R
A
D
A
R

V
E
C
T
O
R
S
.
R
e
j
o
i
n
i
n
g

t
h
e

t
r
a
n
s
i
t
i
o
n

m
a
y

t
a
k
e
p
l
a
c
e

a
t

S
O
K
S
I
.
A
R
T
I
P

2
A
T
R
A
N
S
I
T
I
O
N
11-2
SCHIPHOL
LOC
059^
Refer to
chart 11-2A
DA(H)
chart 11-2A
Refer to
KAG
110.55
ILS
-12' RWY
Apt Elev -11'
EHAM/AMS
S
U
G
O
L
R
I
V
E
R
E
H
6
1
4
E
H
6
~
6
S
O
K
S
I
357^
1
1
3
^
1
1
6
^
2
3
9
^
9.2
1
6
.
6
4
.
0
4
0
0
0
'
A
t

o
r

a
b
o
v
e
S
U
G
O
L

2
A

T
R
A
N
S
I
T
I
O
N
R
I
V
E
R

2
A

T
R
A
N
S
I
T
I
O
N
A
L
T
I
T
U
D
E
S

/

S
P
E
E
D
S
Minimum Alt
MSA
SPL VOR
ILS DME Rwy 06
E
H
6
~
5
E
H
6
1
~
E
H
6
1
3
E
H
6
1
2
1 8 6 ^
5 . 7
5 . 5
0
2
6
^
9
.
2
0
7
1
^
5
.
6
2
7
0
^
1
5
.
1
2
7
0
^
1
1
.
3
2
0
.
5
2
.
4
0
9
3
^
5
2
-
0
0
5
2
-
1
0
5
2
-
2
0
5
2
-
3
0
0
4
-
0
0
0
4
-
2
0
0
4
-
3
0
0
4
-
4
0
0
4
-
5
0
0
5
-
0
0
0
5
-
1
0
4
7
9
'
4
3
6
'
4
9
5
'
5
8
7
'
4
8
2
'
4
4
6
'
4
1
0
'
4
1
6
'
5
2
2
'
E
H
6
1
1
A
t

o
r

a
b
o
v
e
F
L

7
0
E
H
6
~
9
CHANGES:
RNAV NIGHT
1700'
JEPPESEN
Final
Apch Crs
0
5
5
1
0
1
5
2
0
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
S
C
H
I
P
H
O
L
3
8
8
.
5

C
H
I
L
S

D
M
E
0
5
9
^

1
1
0
.
5
5

K
A
G
P
A
M
P
U
S
1
1
7
.
8

P
A
M
D

0
5
9
^
3
.
0
2
0
0
0
L
E
G
E
N
D
C
O
N
T
I
N
U
O
U
S
D
E
S
C
E
N
T

P
A
T
H
6
8
3
'
4
6
9
'
121.7
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
D
8
.
2

S
P
L
2
9
0
0
'
A
t

o
r

a
b
o
v
e
D
1
1
.
1

S
P
L
D
6
.
2
K
A
G
D
9
.
2

K
A
G
S
C
H
I
P
H
O
L
1
0
8
.
4

S
P
L
D
D
u
r
i
n
g

t
h
e

t
r
a
n
s
i
t
i
o
n
,

d
e
s
c
e
n
d

t
o

o
r
m
a
i
n
t
a
i
n

a

l
e
v
e
l

a
s

i
n
s
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p
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)

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a
p
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c
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6
:
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C

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t
o

d
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h

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p
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l
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s

d
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t
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e

m
i
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m

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t
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s
h
a
l
l

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e
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e

p
u
b
l
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d

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m
a
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y

0
6

(
S
e
e

1
1
-
2
A
)
.
M
A
N
D
A
T
O
R
Y
2
2
0

K
T
D
4
.
0
K
A
G
1. LOC course not to be used outside 30^ West of rwy centerline. 2. When established
on ILS maintain 160 KT until D4.0 KAG or as directed. 3. For additional information
22 SEP 06
Waypoint designation.
1
1
P
A
N
S

O
P
S

4
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
( I A F )A R T I P
(
I
A
F
)
(
I
A
F
)
0
5
9
^
(
I
F
)
I
N
I
T
I
A
L

A
P
P
R
O
A
C
H
F
O
R

F
I
N
A
L

A
P
C
H

S
E
E

1
1
-
2
A
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
EHAM/AMS
1700'
11-2A
RNAV NIGHT CAT I/II ILS DME Rwy 06
LOC
KAG
110.55 059^
ILS
DA(H)
188'(200')
88'(100')
DA(H)
CAT II ILS
Apt Elev
RWY-12'
-11'
MISSED APCH: Climb on track 059^ to 2000'. Inform ATC.
MSA SPL VOR
2
EH616
D0.0
KAG
ILS DME

059^ 110.55 KAG
52-20
52-15
479'
436'
495'
482'
0
5
04-30 04-40
1
0
5
9
^
Do not descend
below the
descent profile.
D0.0
KAG
-12' RWY 06
1
EH616
3.00^
5.2%
377 485 539 647 755 862
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
.JAR-OPS.
Gnd speed-Kts 70 90 100 120 140 160
059^
2000'
1
06
on
04-50 05-00
5
1
2
Final
Apch Crs
HIALS-II
P
A
N
S

O
P
S

4
121.7
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
D6.1 SPL
RA 100'
D6.1 SPL
EH6~9
D8.2 SPL
KAG D6.2
EH6~9
D8.2 SPL
KAG D6.2
RA 100'
SCHIPHOL
108.4 SPL
D

D4.0KAG
1. CAT II ILS: Special Aircrew & Aircraft Certification Required. 2. LOC course not
to be used outside 30^ West of rwy centerline. 3. When established on ILS maintain
160 KT until D4.0 KAG or as directed. 4. For additional info refer to 10-1P pages.
D4.0KAG
No Altitude
published
GS
22 SEP 06
None. CHANGES:
3
1
1
^
2
3
0
0
'
3
5
4
^
(During night hours (2300-0600 LT) or by ATC)
JEPPESEN
(BELOW SEA LEVEL)
0
5
9
^
0
5
9
^
FOR INITIAL
APPROACH SEE 11-2
2000'
2.2
TCH displ
thresh 50'
4.0
1310'
LOC
(GS out)
A
B
C
D
FULL ALS out ALS out
MDA(H)
Max
Kts
100
135
180
205
STRAIGHT-IN LANDING RWY CIRCLE-TO-LAND
620'
780'
3600m
2400m
1600m
1500m
ILS
DA(H)188'(200')
RVR
LOC (GS out)
MDA(H) 400'(412')
(631')
(791')
(891')
(901')
VIS
.JAR-OPS.
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
RVR 1000m RVR 550m
LOC Descent Gradient
ILS GS or
PAPI
06
880'
890'
900m
RVR 1800m
MAP at D0.0 KAG
ALTITUDE
KAG DME 3.0 2.0
680'
1.0
360'
5.0
1630' 1000'
D6.2
D6.2
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
184^ 1310'
DA(H)
188'(200')
Apt Elev -11'
RWY -12'
ALS out
Gnd speed-Kts
11-3
PAPI
1
1
109.5
ILS
ALS out FULL
70 90 100 120 140 160
SCHIPHOL
108.4 SPL
D

522'
479'
436'
495'
587'
482'
683'
52-20
52-30
04-20 04-40 04-50 05-00 05-10
EHAM/AMS
Final
Apch Crs
0
5
5
1
0
1
5
2
0
MISSED APCH:
MSA
SPL VOR
Do not overshoot the initial altitude of 1500'.
1500'
184^
at on
MAX
D5.3
South of
SPL VOR
SPL
South of SPL VOR climb to 2000'.
Climb on track 184^ to MAX 1500'. Inform ATC. At D5.3
REGSU 1 Apch & ILS Rwy 18C
REGSU
(By ATC)
REGSU 1 Apch
EH628
D5.3
SPL
EH638
EH63~
(1322')
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
P
A
N
S

O
P
S

4
D9.3
EH625
D9.3
EH625
HIALS-II
GS
3
0
0
0
'
LOC
1310' GS
EH626
416'
21 OCT 05
.Eff.27.Oct.
ILS DME reads zero
at rwy 18C threshold.
EH63~
D9.2 SPL
D6.1 SPL
LOC
(GS out) ALTITUDE
2.0 3.0 5.0 1.0
1000' 1630' 360' 680'
D0.0
D0.0
D4.0 SPL
D6.1 SPL
D9.2 SPL
1
1Do not descend below
ZWA
ZWA
ZWA
ILS DME
184^ 109.5 ZWA

SCHIPHOL
395 OA

ZWA DME
ZWA
ZWA
D4.0ZWA
ZWA
ILS ident. OM withdrawn.
ZWA
D4.0 SPL
EH626
D4.0
ZWA
D4.0 ZWA
EH629
(IF)
184^ 2.0
D11.2 SPL
D11.3 ZWA
to D9.3 ZWA
rwy 06, 18R, 22, 27 or 36R may be executed. 3. When established on ILS maintain
160 KT until D4.0 ZWA or as directed. 4. For additional info refer to 10-1P pages.
1
8
2
^
1
8
4
^
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
RIVER(IAF)
0
0
2
^
A
&
B
C
&
D
3
1
1
^
3
2
8
^
FL 70
1
8
4
^
-12'
0
RWY 18C 4.0 2.1
8.4
2.3
Lctr
2000'
002^
3000'
VOR
ILS LOC (GS out)
(200') DA(H) 188'
377 485 539 647 755 862
ILS GS 3.00ôr
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
18C
1500m
370'(382')
(791') 780'
1600m
VIS
RVR
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
900m
RVR 1800m
1000m RVR RVR 550m
HOLDING
MIM FL 70
JEPPESEN
.JAR-OPS.
2
2
9
^
4
.
0
3.0
277^
1
8
4
^
2
328^
311^
A, B:
C, D:
3000'
Start
turn at
1 Min
184^
2
after Lctr
0.8
TCH 50'
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
3
2
.
0
F
L

7
0
0
4
3
^
3
4
.
0
F
L

7
0
1310'
MAP at D0.0 ZWA
Leiden
(Valkenburg)
EH(P)-25
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
184^ 1310'
Apt Elev -11'
RWY -12'
109.5
522'
479'
436'
495'
587'
482'
683'
52-10
52-20
52-30
04-20 04-40 04-50 05-00 05-10
EHAM/AMS
Final
Apch Crs
0
5
5
1
0
1
5
2
0
MSA
SPL VOR
11-3A
REGSU 1 Apch & CAT II ILS Rwy 18C
CAT II ILS
DA(H)
88'(100')
RA 101'
Gnd speed-Kts
PAPI
70 90 100 120 140 160
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
1
1
18C
RA 101'
1500'
184^
at on
MAX
D5.3
South of
SPL VOR
SPL
Rwy Elev: 0 hPa Alt Set: hPa
South of SPL VOR climb to 2000'.
MISSED APCH:
(1322')
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
P
A
N
S

O
P
S

4
SCHIPHOL
108.4 SPL
D

SCHIPHOL
395 OA
REGSU
(By ATC)
REGSU 1 Apch
EH628
D5.3
SPL
EH638
EH629
(IF)
184^ 2.0
EH625
D9.3
D9.3
EH625
HIALS-II
GS
EH626
GS1310'
D6.2
3
0
0
0
'
121.8
D6.2
EH63~
416'
21 OCT 05
.Eff.27.Oct.
ILS DME reads zero
at rwy 18C threshold.
D11.2 SPL
D6.1 SPL
D9.2 SPL
EH63~
D6.1 SPL
D4.0 SPL
D9.2 SPL
ZWA
D11.3 ZWA
ZWA
ZWA
ZWA
D4.0 SPL
EH626
D4.0
ZWA D4.0
ZWA
ZWA
ILS ident. OM withdrawn.

ILS DME
184^ 109.5 ZWA
D4.0 ZWA
to D9.3 ZWA
1. Special Aircrew & Aircraft Certification Required. 2. WARNING: CVFR tfc up to
1500' in the Valkenburg CTR. 3. Simultaneous apchs on rwy 06, 18R, 22, 27 or 36R may
be executed. 4. When established on ILS maintain 160 KT until D4.0 ZWA or as
directed. 5. For additional information refer to 10-1P pages.
RIVER(IAF)
FL 70
1
8
4
^
-12'
0
RWY 18C 4.0
8.4
Lctr
2000'
002^
3000'
VOR
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
1
328^
311^
A, B:
C, D:
3000'
Start
turn at
1 Min
184^
1
after Lctr
0.8
JEPPESEN
TCH 50'
377 485 539 647 755 862 3.00^ GS
.JAR-OPS.
1
8
2
^
1
8
4
^
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
RIVER(IAF)
0
0
2
^
HOLDING
MIM FL 70
2
2
9
^
4
.
0
3.0
277^
1
8
4
^
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
3
2
.
0
F
L

7
0
0
4
3
^
3
4
.
0
F
L

7
0
A
&
B
3
2
8
^
3
1
1
^
C
&
D
2.1 2.3
MSA
SPL VOR
No Altitude
published
Refer to
Missed Apch
above
Do not descend
below the
descent profile.
W
A
R
N
I
N
G
:

D
O
N
O
T

O
V
E
R
S
H
O
O
T
intercept
final
280^
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
184^
DA(H)
187'(200')
Apt Elev -11'
RWY -13'
ALS out
Gnd speed-Kts
11-4
PAPI
1
1
110.1
ILS
ALS out FULL
70 90 100 120 140 160
EHAM/AMS
MISSED APCH:
POBAN 1 Apch & ILS Rwy 18R
(By ATC)
POBAN 1 Apch
VPB
GS
Turn RIGHT as soon as practicable to intercept R-280 SPL
RNAV
and do not overshoot R-240 SPL. Climb to 2000', cross EH624 at 2000'.
Inform ATC.
VOR
RWY 18R
1
1
1
8
4
^
D12.1SPL
VPB D6.2
EH621
VPB D4.0
EH622
D0.0
VPB
-13'
2
4
0
^
3
3
9
^
1
5
9
^
D4.0VPB
EH622
D6.2VPB
EH621
D12.1SPL
POBAN
EH6~7 (IF)
184^ 4.6
EH6~8
D10.8 VPB
EH624
D0.0
VPB
52-20
52-30
04-20 04-30 04-40 04-50 05-00 05-10
479'
436'
495'
587'
482'
683'
416'
522'
469'
to D6.2 VPB
ILS DME

184^ 110.1 VPB
ILS LOC (GS out)
(200') DA(H) 187'
377 485 539 647 755 862
ILS GS 3.00ôr
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
18R
1500m
340'(353')
(791') 780'
1600m
VIS
RVR
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
900m
RVR 1800m
1000m RVR RVR 550m
MAP at D0.0 VPB
FL 70
Final
Apch Crs
JEPPESEN
0
5
5
1
0
1
5
2
0
.JAR-OPS.
121.9
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
D7.5 SPL
D7.9 SPL
D12.5 SPL
EH644
EH644
D5.8 SPL
P
A
N
S

O
P
S

4
HIALS-II
ILS DME reads zero at rwy
18R displaced threshold.
SCHIPHOL
108.4 SPL
D

D5.8 SPL
D7.9 SPL
rwy 06, 18C, 22, 27 or 36R may be executed. 3. When established on ILS maintain
160 KT until D4.0 VBP or as directed. 4. For additional information refer to 10-1P pages.
6 OCT 06
POBAN.
TCH displ
thresh 50'
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
RIVER(IAF)
3000'
2000'
339^
5.0 2.0 4.0 1.0 LOC
(GS out)
3.0
990' 360' 670' 1310' 1630'
2.2
ALTITUDE
4.0
1310'
VPB DME
HOLDING
MIM FL 70
3
3
9
^
3.5
091^
1
3
3
^
4
.
0
1
8
4
^
184^
1
1
3
^
F
L

7
0
3
1
.
0
3
2
.
0
F
L

7
0
2
5
1
^
3
4
.
0
F
L

7
0
0
4
3
^
Refer to
Missed Apch
above
intercept
final
No Altitude
published
MSA
SPL VOR
PAPI
RNAV
VOR
RWY 18R
1
8
4
^
D12.1SPL
VPB D6.2
EH621
-13'
52-20
52-30
04-20 04-30 04-40 04-50 05-00 05-10
479'
436'
495'
587'
482'
683'
416'
522'
469'
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
184^
Apt Elev -11'
RWY -13'
110.1
GS
EHAM/AMS
CAT II ILS
RA 100'
DA(H)
87'(100')
11-4A
Gnd speed-Kts 70 90 100 120 140 160
DA(H) 87'(100')
CAT II ILS
RVR 300m
ABCD
1
1
18R
RA 100'
POBAN 1 Apch &
CAT II ILS Rwy 18R
VPB
MISSED APCH: Turn RIGHT as soon as practicable to intercept R-280 SPL
Inform ATC.
0
5
5
1
0
1
5
1700'
Final
Apch Crs
121.9
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
P
A
N
S

O
P
S

4
W
A
R
N
I
N
G
:

D
O
N
O
T

O
V
E
R
S
H
O
O
T
280^
2
4
0
^
3
3
9
^
1
5
9
^
D6.2VPB
EH621
D12.1SPL
EH6~7 (IF)
184^ 4.6
EH6~8
D10.8 VPB
EH624
to D6.2 VPB
ILS DME

184^ 110.1 VPB
SCHIPHOL
108.4 SPL
D

D7.5 SPL
D7.9 SPL
D12.5 SPL
EH644
EH644
HIALS-II
D7.9 SPL
VPB D4.0
EH622
D4.0VPB
EH622
1500' in the Valkenburg CTR. 3. Simultaneous apchs on rwy 06, 18C, 22, 27 or 36R
may be executed. 4. When established on ILS maintain 160 KT until D4.0 VBP or as
D5.8 SPL
D5.8 SPL
POBAN 1 Apch
(By ATC)
POBAN
6 OCT 06
POBAN.
TCH displ
thresh 50'
FL 70
3000'
2000'
339^
184^
CHANGES:
(BELOW SEA LEVEL)
377 485 539 647 755 862 3.00^ GS
3
1
1
^
2
3
0
0
'
3
5
4
^
JEPPESEN
.JAR-OPS.
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
RIVER(IAF)
HOLDING
MIM FL 70
3
3
9
^
1
3
3
^
4
.
0
1
8
4
^
1
1
3
^
F
L

7
0
3
1
.
0
3
2
.
0
F
L

7
0
2
5
1
^
3
4
.
0
F
L

7
0
0
4
3
^
2.2 4.0
1310'
091^
3.5
L
e
i
d
e
n
(
V
a
l
k
e
n
b
u
r
g
)
A
R
T
I
P

2
C
T
R
A
N
S
I
T
I
O
N
N
O
T
T
O

S
C
A
L
E
M
A
N
D
A
T
O
R
Y
I
A
S

2
2
0

K
T
M
A
N
D
A
T
O
R
Y
I
A
S

2
5
0

K
T
M
A
N
D
A
T
O
R
Y
I
A
S

2
2
0

K
T
11-5
SCHIPHOL
LOC
184^
Refer to
chart 11-5A
DA(H)
chart 11-5A
Refer to
VPB
110.1
ILS
-13' RWY
Apt Elev -11'
ILS DME Rwy 18R
EHAM/AMS
121.9
SCHIPHOL Tower SCHIPHOL Arrival (APP/R)
S
U
G
O
L
R
I
V
E
R
E
H
6
~
~
E
H
6
~
8
E
H
6
~
7
E
H
6
~
1
E
H
6
~
2
E
H
6
~
3
E
H
6
~
6
E
H
6
~
5
N
I
R
S
I
357^
0
2
6
^
1
1
3
^
181^
0
9
1
^
2
7
1
^
2
9
3
^
2
9
0
^
2
9
6
^
2
3
4
^
1
3
3
^
9.2
1
6
.
6
1
0
.
7
2
3
.
6
4
.
9
4
.
0
4 . 6
2
8
.
4
1
5
.
1
8
.
2
6
.
3
5
.
0
6
.
2
6
.
1
6.3
4
0
0
0
'
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t

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r

a
b
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e
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4
0
0
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t

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b
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t

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b
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L

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A
t

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r

a
b
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v
e
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L

7
0
5
2
-
1
0
5
2
-
2
0
5
2
-
3
0
5
2
-
4
0
0
4
-
0
0
0
4
-
1
0
0
4
-
2
0
0
4
-
3
0
0
4
-
4
0
0
4
-
5
0
0
5
-
0
0
0
5
-
1
0
A
R
T
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P

2
B

T
R
A
N
S
I
T
I
O
N
E
H
6
~
4
4
0
0
0
'
A
t

o
r

a
b
o
v
e
N
A
R
I
X
F
L

6
0
A
t

o
r

a
b
o
v
e
2 0 0 0
S
U
G
O
L

2
B

T
R
A
N
S
I
T
I
O
N
R
I
V
E
R

2
B

T
R
A
N
S
I
T
I
O
N
4
7
9
'
4
3
6
'
5
8
7
'
4
1
6
'
5
2
2
'
MSA
SPL VOR
D
6
.
2

GS
I
L
S

D
M
E
1
8
4
^

1
1
0
.
1

V
P
B
Final
Apch Crs
0
5
5
1
0
1
5
2
0
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
S
C
H
I
P
H
O
L
1
0
8
.
4

S
P
L
D
A
T
C

m
a
y

d
e
v
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f
r
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t
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e

t
r
a
n
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s
b
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R

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.
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e
j
o
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t
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e

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r
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m
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.
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t
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.
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f
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1
8
R
:
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.
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e

p
u
b
l
i
s
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e
d

s
p
e
e
d
s

a
r
e

m
a
n
d
a
t
o
r
y
.
E
x
e
c
u
t
e

I
L
S

D
M
E

A
p
c
h

R
w
y

1
8
R

(
S
e
e

1
1
-
5
A
)
.
A
L
T
I
T
U
D
E
S

/

S
P
E
E
D
S
L
E
G
E
N
D
C
O
N
T
I
N
U
O
U
S
D
E
S
C
E
N
T

P
A
T
H
D-ATIS Arrival
4
6
9
'
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
Procedure.
E
H
6
2
1
V
P
B
1. ILS DME reads zero at rwy 18R displaced threshold. 2. When established on ILS
maintain 160 KT IAS until D4.0 VBP or as directed. 3. For additional information refer
to 11-0.
D
4
.
0
V
P
B
E
H
6
2
2
(SUGOL, RIVER & ARTIP TRANSITIONS to Rwy 18R
during night hours (2300-0600 LT) or by ATC)
P
A
N
S

O
P
S

4
CHANGES:
(BELOW SEA LEVEL)
RNAV NIGHT
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
( I A F )A R T I P
(
I
A
F
)
(
I
A
F
)
1 8 4 ^
(
I
F
)
JEPPESEN
I
N
I
T
I
A
L

A
P
P
R
O
A
C
H
F
O
R

F
I
N
A
L

A
P
C
H

S
E
E

1
1
-
5
A
Refer to
Missed Apch
above
Do not descend
below the
descent profile.
W
A
R
N
I
N
G
:
D
O

N
O
T
O
V
E
R
S
H
O
O
T
280^
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
EHAM/AMS
121.9
SCHIPHOL Tower SCHIPHOL Arrival (APP/R)
2
4
0
^
D4.0VPB
EH622
EH624
D0.0
VPB
1310'
MISSED APCH: Turn RIGHT as soon as practicable to intercept R-280 SPL
Inform ATC.
52-20
04-30 04-40 04-50 05-00
479'
436'
495'
587'
482'
416'
11-5A
CAT I/II ILS DME Rwy 18R RNAV NIGHT
(1323')
LOC
VPB
110.1
ILS
DA(H)
187'(200')
87'(100')
DA(H)
CAT II ILS
Apt Elev
RWY-13'
-11'
184^
GS
D4.0 VPB
RA 100'
2
3.00^
5.2%
377 485 539 647 755 862
DA(H) 87'(100')
CAT II ILS
RVR 300m
ABCD
Gnd speed-Kts 70 90 100 120 140 160
1
1
2
PAPI
18R
RA 100'
1
1
RWY 18R
1
8
4
^
VPB D4.0
EH622
D0.0
VPB
-13'
MSA SPL VOR
52-25
0
5
5
ILS DME

184^ 110.1 VPB
SCHIPHOL
108.4 SPL
D

Final
Apch Crs
.JAR-OPS.
D-ATIS Arrival
P
A
N
S

O
P
S

4
HIALS-II
1310' GS
LOC
119.22 118.1 118.27 108.4 132.97 119.05 121.2 118.4 131.15
Procedure.
27 MAY 05
D6.2 VPB
EH621
D6.2 VPB
EH621
D7.5 SPL
1. CAT II ILS: Special Aircrew & Aircraft Certification Required. 2. When established
on ILS maintain 160 KT IAS until D4.0 VBP or as directed. 3. For additional information
refer to 11-0.
FOR INITIAL
APPROACH SEE 11-5
TCH displ
thresh 50'
CHANGES:
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
(During night hours (2300-0600 LT) or by ATC)
(BELOW SEA LEVEL)
A
B
C
D
FULL ALS out ALS out
MDA(H)
Max
Kts
100
135
180
205
STRAIGHT-IN LANDING RWY CIRCLE-TO-LAND
620'
780'
3600m
2400m
1600m
1500m
ILS
DA(H)187'(200')
RVR
LOC (GS out)
MDA(H) 340'(353')
(631')
(791')
(891')
(901')
VIS
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
RVR 1000m RVR 550m
LOC Descent Gradient
ILS GS or
880'
890'
900m
RVR 1800m
MAP at D0.0 VPB
18R
5.0 2.0 4.0 1.0 LOC
(GS out)
3.0
990' 360' 670' 1310' 1630' ALTITUDE
VPB DME
2000'
2.2 4.0
1310'
JEPPESEN
.JAR-OPS.
1
8
4
^
EH(P)-25
SCHIPHOL
108.4 SPL
D

522'
479'
436'
495'
587'
482'
683'
469'
(IF)
52-20
52-30
04-30 04-40 04-50 05-00 05-10 05-20
ILS DME

222^ 109.15 SCH
For Minimum alt on
descent profile see
table above.
As
soon
as
practicable
2
2
2
^
TCH 50'
ALS out
Gnd speed-Kts
MIALS
PAPI
1
1
ALS out FULL
70 90 100 120 140 160
160^ 2000'
377 485 539 647 755 862
ILS GS 3.00ôr
LT
MAP at D1.2 SCH/EH652
P
A
N
S

O
P
S

4
MSA
SPL VOR
No Altitude
published
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
222^
DA(H)
186'(200')
Apt Elev -11'
RWY -14'
11-6
109.15
GS ILS
ILS DME Rwy 22
SCH
EHAM/AMS
Turn LEFT on track 160^ as soon as practicable and
climb to 2000'. Inform ATC.
Final
Apch Crs
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
rwy 22 threshold.
0
5
5
1
0
1
5
1. CAUTION: Do not confuse rwy 22 with rwy 24 or with twy situated left of rwy 22.
rwy 18C or 18R may be executed. 4. Strict adherence to the missed apch proc is
essential. 5. When established on ILS maintain 160 KT until D5.0 SCH or as directed.
6. For additional info refer to 10-1P pages.
25 AUG 06
Procedure.
.Eff.31.Aug.
1
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
2
1
7
^
F
L

7
0
0
3
7
^
2
2
2
^
0
3
7
^
A
R
T
I
P
1
6
0
^
SCH D12.3
D9.3SCH
D14.8SPL
D14.8 SCH
EH648
EH649
EH65~
D13.0 SPL
D10.0 SPL
EH661
D5.0SCH
D1.2SCH
EH652
1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
F
L

7
0
3
4
.
0
2
5
1
^
F
L

7
0
3
2
.
0
FL 70
-14'
2
2
2
^
1.2
4.3
D1.2
D9.3
RWY 22
3000'
VOR
1
1
3.0
MINIMUM ALT
ILS LOC (GS out)
(200') DA(H) 186'
CHANGES:
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
420'(434')
(791') 780'
1600m
VIS
RVR
1400m RVR
1600m RVR RVR 2000m
RVR 1500m
RVR 1800m
1000m RVR RVR 700m
22
1200m
1300m RVR
SCH
SCH
SCH
SCH DME
D10.0 SPL
D12.3
D13.0 SPL
037^
1310' 1630' 680' 990'
2.0 3.0 4.0 5.0
1950'
6.0 7.0
2270'
8.0
2590'
9.0
2900'
.JAR-OPS.
SPL D14.8
EH649
EH65~
EH661
D5.0SCH
EH652
3.8
1630'
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
JEPPESEN
D14.8 SCH
EH648
Leiden
(Valkenburg)
EH(R)-10
EH(P)-25
Soesterberg
MSA
SPL VOR
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
268^
DA(H)
188'(200')
Apt Elev -11'
RWY -12'
ALS out
Gnd speed-Kts
2000'
268^
on
11-7
PAPI
1
1
111.55
ILS
ALS out FULL
70 90 100 120 140 160
BVB
BVB
52-20
04-30 04-40 04-50 05-00 05-10 05-20
273^
522'
479'
436'
587'
EHAM/AMS
Final
Apch Crs
495'
482'
683'
416'
GS
No Altitude
published
BVB
HIALS-II
ILS DME Rwy 27
BVB
EH64~
EH639
1Do not descend
below the descent
profile.
1
52-10
0
5
5
1
0
1
5
EH64~ EH639
LOC
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
D5.8 SPL
D7.9 SPL
D5.8 SPL
D7.9 SPL
093^
Communications. Note. Procedure.
SCHIPHOL
108.4 SPL
D

1. WARNING: When average surface wind velocity exceeds 30 KT, moderate turbulence
can be expected on final approach from approx D3.0 BVB to D1.0 BVB. 2. CVFR tfc up to
1500' in the Valkenburg CTR. 3. Simultaneous apchs on rwy 06, 18C, 18R or 36R may be
executed. 4. When established on ILS maintain 160 KT IAS until D4.0 BVB or as directed.
5. ILS DME reads zero at rwy 27 thresh. 6. For additional information refer to 11-0.
093^
2
5
1
^
1
1
3
^
268^
0
4
3
^
D0.0
3
2
.
0
3
1
.
0
(
I
A
F
)
(
I
A
F
)
A
R
T
I
P
S
U
G
O
L
F
L

7
0
F
L

7
0
3
4
.
0
F
L

7
0
ILS LOC (GS out)
(200') DA(H) 188'
377 485 539 647 755 862
ILS GS 3.00ôr
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
430'(442')
(791') 780'
1600m
VIS
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
1000m RVR RVR 550m
MAP at D0.0 BVB
27
RVR
-12'
1 Min
2000'
1310'
FL70
D0.0
124^
141^
3000'
Lctr
4.0 2.2 2.5
8.7
CAT A & B
CAT C & D
Start
turn at
Lctr 26
8^
2
6
8
^
RWY 27
TCH
50'
093^
D6.2
VOR
0
(
I
A
F
)
R
I
V
E
R
BVB
HOLDING
MIM FL 70
after
JEPPESEN
.JAR-OPS.
1
4
1
^
1
2
4
^
C
&
D
SCHIPHOL
376 WP

268^
A
&
B
900m
RVR 1800m
268^ 111.55 BVB

D4.0
(GS out)
LOC 1.0
360'
2.0
680'
3.0 4.0
1310'
5.0
1630'
BVB DME
ALTITUDE
D4.0
BVB BVB
D6.2
ILS DME
1000'
Leiden
(Valkenburg)
EH(R)-10
Soesterberg
EH(P)-25
MSA
SPL VOR
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
268^
Apt Elev -11'
RWY -12'
2000'
268^
on
PAPI
Trans alt: 3000'
111.55
52-10
52-20
04-30 04-40 04-50 05-00 05-10 05-20
522'
479'
436'
495'
587'
482'
683'
502'
11-7A
CAT II ILS
RA 101'
DA(H)
(100') 88'
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
1
1
RA 101'
27
Gnd speed-Kts 70 90 100 120 140 160
EHAM/AMS
Rwy Elev: 0 hPa Trans level: By ATC Alt Set: hPa
Final
Apch Crs
0
5
5
1
0
1
5
2
0
416'
GS
No Altitude
published
BVB
HIALS-II
EH639
BVB
CAT II ILS DME Rwy 27
BVB
EH64~
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
273^
EH64~ EH639
D5.8 SPL
D7.9 SPL
093^
D5.8 SPL
D7.9 SPL
SCHIPHOL
108.4 SPL
D

1. WARNING: When average surface wind velocity exceeds 30 KT, moderate turbulence
can be expected on final approach from approx D3.0 BVB to D1.0 BVB. 2. CVFR tfc up to
1500' in the Valkenburg CTR. 3. Simultaneous apchs on rwy 06, 18C, 18R or 36R may be
executed. 4. When established on ILS maintain 160 KT IAS until D4.0 BVB or as directed.
5. ILS DME reads zero at rwy 27 thresh. 6. For additional information refer to 11-0.
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
-12'
1 Min
2000'
FL70
124^
141^
3000'
Lctr
4.0
8.7
CAT A & B
CAT C & D
Start
turn at
Lctr 26
8^
2
6
8
^
RWY 27
093^
VOR
0
377 485 539 647 755 862 3.00^ GS
TCH 50'
after
JEPPESEN
.JAR-OPS.
D6.2
D4.0
2.2 2.5
093^
2
5
1
^
1
1
3
^
268^
0
4
3
^
3
2
.
0
3
1
.
0
(
I
A
F
)
(
I
A
F
)
A
R
T
I
P
S
U
G
O
L
F
L

7
0
F
L

7
0
3
4
.
0
F
L

7
0
(
I
A
F
)
R
I
V
E
R
HOLDING
MIM FL 70
1
4
1
^
1
2
4
^
C
&
D
SCHIPHOL
376 WP

268^
A
&
B
268^ 111.55 BVB

D4.0
BVB BVB
D6.2
ILS DME
Leiden
(Valkenburg)
EH(P)-26
EH(P)-25
EH(P)-28
EH(P)-
27
No Altitude
published
intercept
final
Do not descend
below the
descent profile.
D13.3
D13.3
0
0
4
^
2
0
7
^
D0.0
D0.0
VOR
RWY 36C -12'
2
0
7
^
1
1
0
0
4
^
(IF)
SPL
SPL
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
004^
DA(H)
188'(200')
Apt Elev -11'
RWY -12'
MSA SPL VOR
ALS out
Gnd speed-Kts
2000'
004^
on
11-8
PAPI
1
1
108.75
GS ILS
ALS out FULL
70 90 100 120 140 160
EHAM/AMS
LOMKO 1 Apch & ILS DME Rwy 36C
EH633
EH632
SCHIPHOL
108.4 SPL
D

52-10
52-20
04-30 04-40 04-50 05-00 05-10
LOMKO
EH62~
EH619 LOMKO 1 Apch
(By ATC)
D4.0
EH633
D6.2
EH632
479'
436'
495'
587'
482'
446'
683'
502'
416'
ILS LOC (GS out)
(200') DA(H) 188'
377 485 539 647 755 862
ILS GS 3.00ôr
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
36C
1500m
340'(352')
(791') 780'
1600m
VIS
RVR
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
900m
RVR 1800m
1000m RVR RVR 550m
Final
Apch Crs
JEPPESEN
0
5
5
1
0
1
5
2
0
.JAR-OPS.
HIALS-II
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
D5.6 SPL
D7.8 SPL
D14.8 SPL
EH657
EH657
D7.8 SPL
D5.6 SPL
P
A
N
S

O
P
S

4
ILS DME reads zero
at rwy 36C displaced
threshold.
LOC
121.8
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. Simultaneous apchs rwy
36R may be executed. 3. When established on ILS maintain 160 KT until D4.0 MSA or as
24 MAR 06
MSA
MSA
MSA
MSA
D4.0
D6.2
ILS DME
004^ 108.75 MSA
D13.2 MSA
MSA
MSA
MSA
MAP at D0.0 MSA
ILS ident.

TCH displ
thresh 50'
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
F
L

7
0
0
0
4
^
FL 70
3000'
2000'
207^
A
R
T
I
P
5.0 2.0 4.0 1.0 LOC
(GS out)
3.0
360' 680' 1310' 1630'
2.2
ALTITUDE
4.0
094^
3.0
2
.
0
0
4
9
^
7
.
0
1310'
004^
1000'
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
F
L

7
0
3
2
.
0
0
4
3
^
F
L

7
0
3
4
.
0
MSA DME
Leiden
(Valkenburg)
EH(P)-26
EH(P)-25
EH(P)-28
EH(P)-
27
No Altitude
published
intercept
final
D13.3
VOR
RWY 36C -12'
0
0
4
^
SPL
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
004^
Apt Elev -11'
RWY -12'
MSA SPL VOR
108.75
GS
EHAM/AMS
52-10
52-20
04-30 04-40 04-50 05-00 05-10
479'
436'
495'
587'
482'
446'
683'
502'
416'
CAT II ILS
RA 100'
DA(H)
88'(100')
11-8A
Gnd speed-Kts
2000'
004^
on PAPI
70 90 100 120 140 160
DA(H) 88'(100')
CAT II ILS
RVR 300m
ABCD
1
1
36C
RA 100'
LOMKO 1 Apch &
CAT II ILS DME Rwy 36C
D6.2
EH632
Final
Apch Crs
0
5
5
1
0
1
5
2
0
HIALS-II
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
P
A
N
S

O
P
S

4
D13.3
0
0
4
^
2
0
7
^
2
0
7
^
(IF)
SPL
EH632
D6.2
SCHIPHOL
108.4 SPL
D

LOMKO
EH62~
EH619
LOMKO 1 Apch
(By ATC)
D7.8 SPL
D14.8 SPL
EH657
EH657
D7.8 SPL
D4.0
EH633
D5.6 SPL
D4.0
EH633
D5.6 SPL
ILS DME reads zero
at rwy 36C displaced
threshold.
121.8
ILS ident.
24 MAR 06
MSA
1500' in the Valkenburg CTR. 3. Simultaneoous apchs on rwy 36R may be executed .
When established on ILS maintain 160 KT until D4.0 MSA or as directed. 4. For
additional info refer to 10-1P pages.
MSA
MSA
ILS DME
004^ 108.75 MSA
D13.2 MSA
MSA
MSA

TCH displ
thresh 50'
FL 70
3000'
2000'
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
377 485 539 647 755 862 3.00^ GS
207^
004^
JEPPESEN
.JAR-OPS.
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
F
L

7
0
0
0
4
^
A
R
T
I
P
094^
3.0
2
.
0
0
4
9
^
7
.
0
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
F
L

7
0
3
2
.
0
0
4
3
^
F
L

7
0
3
4
.
0
4.0 2.2
Leiden
(Valkenburg)
D2.8
SPL
No Altitude
published
D0.0
D6.2
ABA
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
004^
DA(H)
189'(200')
Apt Elev -11'
RWY -11'
MSA SPL VOR
ALS out
Gnd speed-Kts
1500'
004^
at
11-9
PAPI
1
1
111.95
ILS
ALS out FULL
70 90 100 120 140 160
SCHIPHOL

332 NV
436'
495'
482'
52-10
52-20
ABA
EHAM/AMS
MISSED APCH:
on
MAX
D2.8
North of
SPL VOR
SPL
North of SPL VOR climb to 2000'.
MONUT 1 Apch & ILS Rwy 36R
EH637
MONUT 1 Apch
(By ATC)
MONUT
04-40 04-50
05-00
EH634
EH615
EH634
(IF)
EH617
NOT TO SCALE
GS
SCHIPHOL
108.4 SPL
D

to Lctr
178^ 10.9 3000
1
4
8
^
C
&
D
A
&
B
ILS LOC (GS out)
(200') DA(H) 189'
377 485 539 647 755 862
ILS GS 3.00ôr
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
CIRCLE-TO-LAND
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
430'(441')
(791') 780'
1600m
VIS
RVR
1000m RVR
1400m RVR RVR 2000m
RVR 1500m
900m
RVR 1800m
1000m RVR RVR 550m
MAP at D0.0 ABA
Final
Apch Crs
JEPPESEN
.JAR-OPS.
0
5
5
1
0
HIALS-II
36R STRAIGHT-IN LANDING RWY
ABA
D9.3 ABA
D11.3 ABA
D9.3 ABA
ALTITUDE
8.0 2590'
7.0 2270'
ABA DME
5.0 1630'
4.0 1320'
3.0 1000'
2.0
1.0
680'
360'
2
D8.4 ABA
LOC
(GS out)
D0.0
ABA
EH634
1
148^
131^
A, B:
C, D:
D9.3 ABA
D8.4 ABA
P
A
N
S

O
P
S

4
ABA D4.0
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
EH635
EH636
D6.5 SPL
D8.7 SPL
D11.8 SPL
D13.8 SPL
D6.2ABA
EH636
D8.7 SPL
ABA D4.0
EH635
D6.5 SPL
D11.8 SPL
1
7
8
^
3
5
8
^
D11.8 SPL
rwy 36R threshold.
When established on ILS
maintain 160 KT until
D4.0 ABA or as directed.
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. Simultaneous apchs on rwy
06, 18C, 18R, 27 or 36C may be executed. 3. For additional info refer to 10-1P pages.
25 AUG 06
.Eff.31.Aug.
Procedure.
F
L

7
0
0
0
4
^
0
0
4
^
1
3
1
^
SUGOL ARTIP (IAF) (IAF)
RIVER(IAF)
3.0
274^
2
.
0 3
1
9
^
2
.
0
0
0
4
^
ILS DME
004^ 111.95 ABA

TCH
50'
-11' RWY 36R 0.9
1 Min
turn at
Start
4.0
Lctr
1320'
2.2
0
0
4
^
3000'
3000'
after Lctr
004^
2.2
2000'
1
2
descent profile.
1
1
3
^
3
1
.
0
F
L

7
0
2
5
1
^
F
L

7
0
3
2
.
0
0
4
3
^
3
4
.
0
F
L

7
0
Leiden
(Valkenburg)
No Altitude
published
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
LOC
004^
Apt Elev -11'
RWY -11'
MSA SPL VOR
111.95
436'
495'
482'
52-10
52-20
EHAM/AMS
MISSED APCH:
North of SPL VOR climb to 2000'.
EH635
EH634
04-40 04-50 05-00
MONUT 1 Apch & ILS Rwy 36R II CAT
GS
CAT II ILS
RA 102'
DA(H)
(100') 89'
11-9A
DA(H) 89'(100')
CAT II ILS
RVR 300m
ABCD
1
36R
RA 102'
Gnd speed-Kts 70 90 100 120 140 160
1500'
004^
at PAPI on
MAX
D2.8
North of
SPL VOR
SPL
1
1700'
Final
Apch Crs
0
5
5
1
0
HIALS-II
D9.3 ABA
ABA
D8.4 ABA
D4.0ABA
P
A
N
S

O
P
S

4
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
D2.8
SPL
SCHIPHOL

332 NV
EH637
MONUT 1 Apch
(By ATC)
MONUT
EH634
EH615
EH634
(IF)
EH617
NOT TO SCALE
SCHIPHOL
108.4 SPL
D

to Lctr
178^ 10.9 3000
D9.3 ABA
D11.3 ABA
D9.3 ABA
D8.4 ABA
ABA D4.0
EH635
D6.5 SPL
D11.8 SPL
D11.8 SPL
1
7
8
^
3
5
8
^
D11.8 SPL
D6.5 SPL
D6.2ABA
EH636
D8.7 SPL
D6.2ABA
EH636
D8.7 SPL
rwy 36R threshold.
When established on ILS
maintain 160 KT until
D4.0 ABA or as directed.
25 AUG 06
Procedure.
1500' in the Valkenburg CTR. 3. Simultaneous apchs on rwy 06, 18C, 18R, 27 or 36C
may be executed. 4. For additional information refer to 10-1P pages.
.Eff.31.Aug.
F
L

7
0
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
-11' RWY 36R 0.9
1 Min
turn at
Start
4.0
Lctr
0
0
4
^
3000'
1
148^
131^
3000'
after Lctr
004^
2000'
A, B:
C, D:
1
TCH 50'
377 485 539 647 755 862 3.00^ GS
JEPPESEN
.JAR-OPS.
0
0
4
^
0
0
4
^
1
3
1
^
RIVER(IAF)
C
&
D
3.0
274^
2
.
0 3
1
9
^
2
.
0
0
0
4
^
ILS DME
004^ 111.95 ABA

1
1
3
^
3
1
.
0
F
L

7
0
2
5
1
^
F
L

7
0
3
2
.
0
0
4
3
^
3
4
.
0
F
L

7
0
A
&
B
1
4
8
^
2.2 2.2
1320'
Leiden
(Valkenburg)
EH(P)-25
[MD~9]
[MD~9]
[3.00^]
[3.00^]
[TCH displ
thresh 50']
Apt Elev -11'
RWY -12'
086^
278^
086^
FL 70 (IF)
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
13-1
VOR
PAM
117.8 086^
Minimum Alt
D18.9 PAM
2000'
MDA(H)
570'(582')
2000'
PAM
117.8
MSA SPL VOR
278^
VOR DME Rwy 09
1
1
on
R-266
Climb inbound on R-266 PAM to 2000'. Inform ATC.
52-10
52-20
52-30
04-20
04-40 04-50 05-00 05-10
522'
479'
436'
495'
587'
482'
607'
434'
(R-266 PAM)
EHAM/AMS
Gnd speed-Kts 70 90 100 120 140 160
372 478 531 637 743 849
Descent angle
416'
SCHIPHOL
108.4 SPL
D

4.7
Final
Apch Crs
0
5
5
1
0
1
5
2
0
(2012')
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. Simultaneous approaches
on rwy 06 may be executed. 3. For additional information refer to 11-0.
098^
Do not descend
below descent
profile.
D
PAMPUS
PAM
117.8 PAM

D18.9
D14.2PAM
D24.1PAM
(
I
A
F
)
S
U
G
O
L
A
R
T
I
P
(
I
A
F
)
D21.9PAM
CHANGES:
(BELOW SEA LEVEL)
A
B
C
D
Max
Kts
100
135
180
205
MDA(H) 570'(582')
09
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
-12'
1
FL 70
3000'
2000'
0
8
6
^
1.5
RWY 09
SPL VOR
PAM
PAM
D18.9
D14.2
D24.1 PAM
D11.6 SPL
PAM
VOR
3.0
D21.9 PAM
18.0 PAM DME 17.0 16.0
1720' 1400' 1080'
15.0
760' ALTITUDE
RIVER (IAF)
1
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
(791') 780'
1600m
VIS
RVR 2000m
RVR 1500m
Descent Gradient or 5.24%
MAP at D14.2 PAM
JEPPESEN
.JAR-OPS.
500'
14.2
D11.6 SPL/EH641
EH642
EH643
EH643
EH642
EH641
1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
3
4
.
0
F
L

7
0
2
5
1
^
F
L

7
0
3
2
.
0
[3.00^]
[3
.0
0
^
]
[TCH displ
thresh 50']
MSA
SPL VOR
Refer to
Missed Apch
above
Do not descend
below the
descent profile.
W
A
R
N
I
N
G
:

D
O
N
O
T

O
V
E
R
S
H
O
O
T
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR.
2. For additional information refer to 11-0.
S
P
L
V
O
R
280^
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
VOR
185^
Apt Elev -11'
RWY -13'
13-2
PAPI
1
113.95
EHAM/AMS
MISSED APCH:
AMS
RWY 18R
1
1
D12.1SPL
AMS D7.8
-13'
2
4
0
^
D12.1SPL
(IF)
VOR DME Rwy 18R
Minimum Alt
2000'
460'(473')
MDA(H)
D7.8 AMS
Turn RIGHT to intercept R-280 SPL and do not
ALS out
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
1
372 478 531 637 743 849
SPL VOR
AMS
D10.8
D3.0AMS
AMS VOR
D10.8AMS
D7.8AMS
(R-280 SPL)
D3.0AMS
479'
436'
495'
587'
482'
607'
416'
522'
434'
52-20
52-30
04-20 04-30 04-40 04-50 05-00 05-10
Final
Apch Crs
0
5
5
1
0
1
5
2
0
AMSTERDAM
113.95 AMS
D

SCHIPHOL
108.4 SPL
D

Descent angle
or
(2013')
5.24%
121.9
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
overshoot R-240 SPL. Climb to 2000'. Cross EH624 at 2000'.
Inform ATC.
EH644
EH645
EH646
EH647
EH624
D7.5 SPL
3
3
9
^
1
5
9
^
EH644
EH645
EH646
EH647
Communications. Missed apch. Procedure.
MAP at D3.0 AMS/EH647
HIALS-II
4.8
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
RIVER(IAF)
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
RVR 2000m
RVR 1500m
FL 70
3000'
2000'
339^
7.0 4.0 6.0 3.0 5.0
460' 780' 1420' 1740' ALTITUDE
AMS DME
HOLDING
MIM FL 70
3
3
9
^
1
8
5
^
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
18R
1500m
460'(473')
(791') 780'
1600m
VIS
1200m RVR
1600m RVR
185^
3.0
1100'
1000m RVR
1.3
JEPPESEN
.JAR-OPS.
0
4
3
^
3
4
.
0
F
L

7
0
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
3
2
.
0
F
L

7
0
EH(R)-10
EH(P)-25
Soesterberg
Leiden
(Valkenburg)
[TCH 50']
[3.00^]
[3
.0
0
^
]
D5.8
PAM
D8.9
PAM
D5.8 PAM
D8.9 PAM
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
VOR
PAM
117.8 268^
Minimum Alt
2000'
MDA(H)
Apt Elev -11'
RWY -11'
MSA SPL VOR
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
13-3
Final
Apch Crs
0
5
5
1
0
1
5
2
0
1
D5.8 PAM
.CEILING.REQUIRED.
372 478 531 637 743 849 PAPI
LT
PAMPUS
117.8 PAM
D

SCHIPHOL
108.4 SPL
D

52-10
52-20
52-30
04-30 04-40 04-50 05-00 05-10 05-20
522'
479'
436'
495'
587'
482'
607'
502'
434'
Turn LEFT onto 240^ and climb to 2000'. Inform ATC.
240^ 2000'
EHAM/AMS
416'
1000'(1011')
Descent angle
or
(2011')
5.24%
121.7
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
1. WARNING: After passing D8.0 PAM expect moderate turbulence on final approach
when average wind velocity exceeds 30 KT. 2. CVFR tfc up to1500' in the Valkenburg
CTR. 3. For additional information refer to 11-0.
090^
270^
EH654
EH655
P
A
N
S

O
P
S

4
MAP at D8.9 PAM/EH654
EH654
EH655
VOR DME Rwy 24 CIRCLING
Communications. Note. Procedure. Minimums.
090^
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
SPL VOR
FL 70
3000'
CAT C&D
CAT A&B
2000'
090^
PAM VOR
Start
turn at
1 Min
PAM VOR
0
10.9
268^
268^
-11'
124^
141^
2
6
8
^
268^
3.1 5.8 3.0
1310' 1630' 1950'
1
For Minimum alt on descent
profile see table above.
8.0 7.0 6.0 PAM DME
1
1
MINIMUM ALT
A
R
T
I
P
JEPPESEN
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
.JAR-OPS.
To rwy 18L during daylight only: CEIL 1200'.
A
B
C
D
Max
Kts MDA(H)
CIRCLE-TO-LAND
100
135
180
205
CEIL-VIS
1000'(1011') 1100'- 6.0 km
1
RWY 24
HOLDING
MIM FL 70
240^
after
1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
3
4
.
0
F
L

7
0
2
5
1
^
F
L

7
0
3
2
.
0
2
4
0
^
2
4
0
^
1
2
4
^
A
,
B
C
,
D
1
4
1
^
Leiden
(Valkenburg)
EH(R)-10
EH(P)-25
Soesterberg
[TCH 50']
[3.00^]
[8~VOR]
[8~VOR]
[RW27]
[RW27]
[3
.0
0
^
]
PAM
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
VOR
PAM
117.8 265^
Minimum Alt
2000'
MDA(H)
Apt Elev -11'
RWY -12'
MSA SPL VOR
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
2000'
265^
on
13-4
1
D4.8 PAM
372 478 531 637 743 849
MAP at D10.9 PAM
PAMPUS
117.8 PAM
D

52-10
52-20
04-30 04-40 04-50 05-00 05-10 05-20
522'
479'
436'
495'
587'
482'
607'
502'
VOR DME Rwy 27
670'(682')
265^
D10.9
D8.0
PAM
PAPI
1
ALS out
EHAM/AMS
416'
2.9
Final
Apch Crs
0
5
5
1
0
1
5
2
0
SCHIPHOL
108.4 SPL
D

Descent angle
or
D4.8 PAM
(2012')
5.24%
HIALS-II
1
1
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
090^
270^
EH656
EH656
1. WARNING: When average surface wind velocity exceeds 30 KT, moderate
turbulence can be expected on final approach from approx D8.0 PAM to D10.0 PAM.
2. CVFR tfc up to 1500' in the Valkenburg CTR. 3. Final approach track offset 2^ from
runway centerline. 4. For additional information refer to 11-0.
3.2
090^
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
SPL VOR
FL 70
3000'
CAT C&D
CAT A&B
2000'
090^
PAM VOR
Start
turn at
1 Min
PAM VOR
0
10.9
-12'
138^
265^
4.8
A
R
T
I
P
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
RWY 27
2
6
5
^
A
,
B
1
2
1
^
1
3
8
^
C
,
D
D10.9
PAM
D8.0
PAM
265^
D4.8
PAM
ALTITUDE
PAM DME 9.0
650'
8.0
970'
7.0
1290'
6.0
1610'
970'
2
6
5
^
A
B
C
D
Max
Kts
100
135
180
205
MDA(H) 670'(682')
MDA(H)
2400m
3600m
(681')
(891')
(901')
670'
880'
890'
1500m
(791') 780'
1600m
VIS
RVR 2000m
RVR 1500m
RVR 1200m
RVR 1400m
RVR 1800m
27
HOLDING
MIM FL 70
after
JEPPESEN
.JAR-OPS.
121^
1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
3
4
.
0
F
L

7
0
2
5
1
^
F
L

7
0
3
2
.
0
Leiden
(Valkenburg)
EH(R)-10
EH(P)-25
Soesterberg
1.9
[3
.0
0
^]
[TCH displ
thresh 50']
2.8
[5~VOR]
[5~VOR]
Do not descend
below the
descent profile.
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. Final approach track
offset 7^ from runway centerline. 3. For additional information refer to 11-0.
D7.8
D3.1
VOR
D10.8
D13.3
D7.8
D13.3
D3.1
0
0
4
^
D10.8
(IF)
SCHIPHOL
108.4 SPL
D

F
L

7
0
0
1
1
^
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
VOR DME Rwy 36C
VOR
SPL
108.4 011^
Minimum Alt
2000'
D7.8
MDA(H)
570'(582')
Apt Elev -11'
RWY -12'
MSA SPL VOR
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
13-5
2
0
7
^
PAPI
1
1
52-10
52-20
52-30
04-30
04-40
04-50 05-00 05-10 05-20
ALS out
522'
479'
436'
495'
587'
482'
607'
502'
434'
004^ 2000'
EHAM/AMS
416'
FL 70
3000'
2000'
-12'
207^
0
1
1
^
1.5
1
3.0
(
I
A
F
)
(
I
A
F
)
(IAF)
S
U
G
O
L
RIVER
A
R
T
I
P
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts
100
135
180
205
MDA(H)
36C
570'(582')
7.0 SPL DME 6.0 5.0 4.0
1760' 1430' 1120' 800' ALTITUDE
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
(791') 780'
1600m
VIS
RVR 2000m
RVR 1500m
1
RVR 1000m
RVR 1200m
RVR 1600m
RWY 36C
Final
Apch Crs
JEPPESEN
0
5
5
1
0
1
5
2
0
.JAR-OPS.
[3.00^] Descent angle
or
372 478 531 637 743 849
(2012')
5.24%
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
Communications. Procedure.
2
0
7
^ 1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
F
L

7
0
3
4
.
0
2
5
1
^
F
L

7
0
3
2
.
0
EH657
EH658
EH66~
EH659
EH657
EH659
EH658
EH66~
MAP at D3.1/EH66~
HIALS-II
Leiden
(Valkenburg)
EH(P)-26
[3.06^]
[TCH displ
thresh 50']
[RW~6]
[RW~6]
[
3
.
0
6
^
]
6.0 NM
to RW~6
D2.6
D8.2
FL 70
SCHIPHOL
108.4 SPL
D

D2.6
TO DISPL THRESH
D8.2
2000'
Minimum Alt
4
4
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
Lctr
059^
MDA(H)
570'(582')
Apt Elev -11'
RWY -12'
2000'
059^
on
16-1
PAPI
1
EHAM/AMS
388.5
52-10
52-20
04-20 04-30 04-40 04-50
NDB DME Rwy 06
CH
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
ALS out
1
MSA SPL VOR
479'
495'
D8.2 SPL
SPL
SPL
D6.0 SPL
SPL
SPL
MAP at D2.6 SPL
34.0 to SPL VOR
AMSTERDAM
113.95 AMS
D

059^
0
5
5
1
0
Final
Apch Crs
Descent angle
or 5.34%
(2012')
121.7
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
| JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED. Communications. Procedure.
2
160 KT IAS MANDATORY.
D6.0 SPL
2
2
8
^
0
4
8
^
3
(IF)
EH6~9
EH616
2
2
EH616
EH6~9
HIALS-II
SPL
EH614
D11.1
379 487 541 650 758 866
0
5
9
^
OM
F
L
7
0
2
2
8
^
SUGOL(IAF)
3
RIVER(IAF)
3.9
RWY 06 -12'
0
Lctr
FL70 3000'
2000'
7.8
2.3
Start
turn at
1 Min
OM
186^
203^
059^
228^
C & D
A & B
Lctr
1.6
A
R
T
I
P
(
I
A
F
)
after
8.0
ALTITUDE
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
1280'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
1500m
570'(582')
(791') 780'
1600m
VIS
1000m RVR
1200m RVR
1600m RVR
RVR 2000m
RVR 1500m
06
0
5
9
^
0
5
9
^
SPL DME 7.0 6.0 5.0
950'
4.0
590' 1280' 1620' 1950'
SPL VOR
JEPPESEN
.JAR-OPS.
1
1
1
3
^
F
L
7
0
3
1
.
0
2
5
1
^
3
2
.
0
F
L
7
0
0
4
3
^
1
SCHIPHOL

388.5 CH
C
&
D
1
8
6
^
A
&
B
2
0
3
^
Leiden
(Valkenburg)
EH(P)-25
SPL VOR
[TCH 50']
[3.00^]
[RW18C]
[3
.0
0
^]
[RW18C]
264^
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
NDB DME Rwy 18C
Lctr
184^
Minimum Alt
2000'
MDA(H)
620'(632')
Apt Elev -11'
RWY -12'
MSA SPL VOR
ALS out
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
16-2
1
1
OA
395
52-10
52-20
52-30
04-20 04-40 04-50 05-00 05-10
522'
479' 436'
495'
482'
683'
469'
EHAM/AMS
1
8
4
^
PAPI
1500'
184^
at on
D5.3
South of
Climb on track 184^ to MAX 1500'. Inform ATC. At
MAX
416'
D6.1 SPL
D5.3 SPL South of SPL VOR climb to 2000'.
SPL VOR
SPL
MAP at R-264 SPL
Descent angle
or
(2012')
Final
Apch Crs
0
5
5
1
0
1
5
2
0
SCHIPHOL
108.4 SPL
D

5.24%
372 478 531 637 743 849
HIALS-II
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
Communications. Procedure.
D9.2 SPL
EH625
2
160 KT IAS MANDATORY.
D5.3
SPL
EH638
2
EH63~
EH63~
EH626
D4.0 SPL
2
D4.0 SPL
EH626
Do not descend
below descent profile.
1
8
4
^
0
0
2
^
1
8
2
^
1
8
4
^
A
R
T
I
P
(
I
A
F
)
S
U
G
O
L
(
I
A
F
)
0
0
2
^
A
&
B
C
&
D
3
1
1
^
3
2
8
^
(IAF) RIVER
CHANGES:
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
2400m
3600m
(631')
(891')
(901')
620'
880'
890'
18C
1500m
620'(632')
(791') 780'
1600m
VIS
1000m RVR
1200m RVR
1600m RVR
RVR 2000m
RVR 1500m
SPL DME 2.0 3.0 4.0 5.0
1010' 1310' ALTITUDE
3
184^
-12'
0
RWY 18C 2.3
8.4
FL 70
2000'
A&B
C&D
328^
311^
1
8
4
^
Lctr
1 Min
turn at
Start
002^
4.0
Lctr
3000'
3
1310'
2.1
690' 1650'
R-264
HOLDING
MIM FL 70
after
1
1
395 OA
SCHIPHOL

SPL VOR
SPL
D6.1SPL
JEPPESEN
.JAR-OPS.
D
113.95 AMS

AMSTERDAM
1
1
3
^
F
L

7
0
3
1
.
0
2
5
1
^
3
2
.
0
F
L

7
0
0
4
3
^
3
4
.
0
F
L

7
0
OM
D6.1SPL
OM
Leiden
(Valkenburg)
[3.00^]
[RW36R]
[TCH 50']
[RW36R]
[3
.0
0
^]
ALS out
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient
1
52-10
52-20
04-30 04-40 04-50 05-00
495'
482'
1500'
004^
at PAPI on
D2.8
North of
MAX
SPL VOR
SPL
AMSTERDAM
113.95 AMS
D

SCHIPHOL
108.4 SPL
D

0
5
5
1
0
Descent angle
or
EH635
5.24%
372 478 531 637 743 849
HIALS-II
F
L
7
0
ABA
D8.7 SPL
MAP at D0.0 ABA/D2.7 SPL
D2.7 SPL
ABA
MISSED APCH:
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
SCHIPHOL
NDB DME Rwy 36R
Lctr
004^
Minimum Alt
2000'
MDA(H)
570'(581')
Apt Elev -11'
RWY -11'
16-3
NV
332
EHAM/AMS
Climb on track 004^ to MAX 1500'. Inform ATC. At
SPL VOR
MSA
1. WARNING: CVFR tfc up to 1500' in the Valkenburg CTR. 2. For additional information refer to 11-0.
D6.2 ABA
D2.8 SPL North of SPL VOR climb to 2000'.
Final
Apch Crs
(2011')
1
7
8
^
3
5
8
^
EH637
D2.8 SPL
1
D8.4 ABA
EH635
EH636
ABA
ABA
D2.7 SPL
D8.7 SPL
D8.4 ABA
EH636
ILS DME reds zero
at rwy 36R threshold.
121.8
119.22 118.1 118.27 119.05 121.2 108.4 132.97 118.4 131.15
27 MAY 05
P
A
N
S

O
P
S

4
Communications. Procedure. | JEPPESEN SANDERSON, INC., 2003, 2005. ALL RIGHTS RESERVED.
ABA
D6.4 SPL
ABA
D6.4 SPL
SCHIPHOL
0
0
4
^
1
7
8
^
0
0
4
^
1
4
8
^
A
&
B
D0.0
ABA DME 5.0 4.0 3.0 2.0
1630' 1310' 1000' 680'
332 NV

ALTITUDE
A
B
C
D
Max
Kts MDA(H)
100
135
180
205
MDA(H)
(631') 620'
36R
1500m
570'(581')
(791') 780'
1600m
VIS
1000m RVR
1200m RVR
1600m RVR
RVR 2000m
RVR 1500m
1
0
0
4
^
R
I
V
E
R
(
I
A
F
)
D6.2
2400m (891') 880'
3600m (901') 890'
.JAR-OPS.
(BELOW SEA LEVEL)
3
1
1
^
2
3
0
0
'
3
5
4
^
1700'
JEPPESEN
CHANGES:
ILS DME

111.95 ABA
Do not descend
below descent profile.
004^
-11' RWY 36R 2.2
FL 70
2000'
C&D
A&B
131^
148^
0
0
4
^
Lctr
1 Min
turn at
Start
178^
3.8
Lctr
3000'
1 1260'
2.4
after
SPL VOR
D6.2
D0.0
D3.8
D3.8
1
1
3
^
F
L

7
0
3
1
.
0
0
4
3
^
F
L

7
0
3
4
.
0
3
2
.
0
2
5
1
^
F
L

7
0
1
3
1
^
C
&
D
Leiden
(Valkenburg)
EH(P)-26
EH(P)-25
EH(P)-28
Refer to
Airport
Chart
Refer to
Missed Apch
above
(BELOW
SEE LEVEL)
See
table below
Rwys 04, 06, 09,
18R, 24, 27, 36C
Climb on Rwy track to 2000' and
inform ATC.
Turn LEFT onto 160^ as soon as practicable and climb to 2000'.
Inform ATC.
Turn RIGHT to intercept R-280 SPL and do not overshoot R-240 SPL.
Climb to 2000'. Inform ATC.
W
A
R
N
I
N
G
:

D
O
N
O
T

O
V
E
R
S
H
O
O
T
S
P
L
V
O
R
1
Gnd speed-Kts 70 90 100 120 140 160
Descent Gradient 4.9% 347 447 496 595 695 794
MISSED APCH:
Rwy 22:
Lighting -
SCHIPHOL
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
MSA SPL VOR
1700'
2
3
0
0
'
3
5
4
^
3
1
1
^
Missed Approach - See below
Alt Set: hPa Apt Elev: 0 hPa Trans level: By ATC Trans alt: 3000'
RADAR
Apt Elev -11'
RWY - See below
By ATC
Minimum Alt MDA(H)
Ground
1
108.4 132.97
SCHIPHOL Tower
118.4 131.15
SCHIPHOL Arrival (APP/R) SCHIPHOL Approach (R)
18-1
52-10
52-20
52-30
04-20 04-30 04-40 04-50 05-00 05-10
522'
479'
436'
495'
482'
683'
502'
469'
MAP 1.5 NM from touchdown
2
EHAM/AMS
SRE Rwys 04, 06, 09, 18C,
18R, 22, 24, 27, 36C, 36R
121.7 121.8 121.9
2
Rwys 04, 06, 09, 18C, 24, 27, 36C, 36R:
Rwy 18R:
416'
2
4
0
^
0
5
5
1
0
1
5
2
0
Final
Apch Crs
119.22 118.1 118.27
D-ATIS Arrival
119.05 121.2
18-1A
Refer to chart
For area of
responsibility
see 10-9.
For additional information
WARNING: CVFR tfc up to
1500' in the Valkenburg
CTR. When average surface
wind velocity exceeds 30 KT,
moderate turbulence can be
expected on final apch for
rwy 24 and 27 from approx
D10.0 PAM to D8.0 PAM.
SCHIPHOL
108.4 SPL
D

24 MAR 06
ILS ident rwy 36C.
0
5
9
^
1
8
4
^
268^

2
2
2
^

222^ 109.15 SCH

ILS DME RWY 22

D
117.8 PAM
PAMPUS

-12'
09
P
A
N
S

O
P
S

4
CHANGES:
RWY
2000' 1800' 1500' 1200' 900' 600'
FAF 6.7 6.0 5.0 4.0 3.0 2.0
24 27
-11' -14' -12'
04
-13'
06
-12'
22
FOR LANDING MINIMUMS REFER TO 18-1A
Minimum Alt/NM
0
0
4
^
0
0
4
^
ILS DME RWY 36C
900' 600'
FAF 10.0 6.0 5.0 4.0 3.0 2.0 Minimum Alt/NM
SRE
7.0 8.0 9.0
1200' 1500' 1800' 2100' 2400' 2700' 3000'
ELEV
1
8
4
^
SRE Rwys 18C, 22, 36R
-12' -13'
18C 18R 36C
-12'
36R
-11'
D
108.4 SPL
SCHIPHOL

SCHIPHOL

376 WP
SCHIPHOL
332 NV

388.5 CH
SCHIPHOL

395 OA
SCHIPHOL

JEPPESEN

059^ 110.55 KAG

ILS DME RWY 06

004^ 111.95 ABA
268^ 111.55 BVB

ILS DME RWY 36R
ILS DME RWY 27

184^ 110.1 VPB
ILS DME RWY 18R

D
113.95 AMS

AMSTERDAM

184^ 109.5 ZWA
ILS DME RWY 18C

004^ 108.75 MSA

SCHIPHOL
18-1A
LANDING MINIMUMS
STRAIGHT-IN LANDING
A
B
C
D
ALS out
1
MDA(H) 570'(582')
SRE 06
MDA(H) 570'(583')
SRE 04
ALS out
MDA(H) 570'
SRE 09
(582')
.JAR-OPS.
.JAR-OPS.
RVR
1200m RVR
1600m RVR
RVR 2000m
RVR1500m
RVR 2000m
RVR1500m
RVR1400m
RVR1500m
RVR1800m
RVR1600m
RVR1500m
RVR 2000m
EHAM/AMS
STRAIGHT-IN LANDING CIRCLE-TO-LAND
A
B
C
D
MDA(H)
MDA(H)
ALS out
(582') 570'
780'(791') 1600m
1
880'(891') 2400m
890'(901') 3600m
.JAR-OPS.
VIS
620'(631') 1500m
RVR1500m
RVR1000m
RVR1200m
RVR1600m
RVR 2000m
ALS out
MDA(H)
RVR
1200m RVR
1600m RVR
RVR 2000m
RVR1500m
440'(452')
SRE 18C
A
B
C
D
ALS out
MDA(H) 600'(614')
SRE 22
MDA(H) 450'(463')
ALS out
MDA(H) 570'
SRE 24
(581')
RVR 2000m
RVR1500m
RVR 2000m
RVR1500m
RVR
RVR1200m
RVR1600m
RVR1500m
RVR 2000m
ALS out
MDA(H)
RVR
1200m RVR
1600m RVR
RVR 2000m
RVR1500m
570'(582')
STRAIGHT-IN LANDING
SRE 18R
RVR1400m
RVR1500m
RVR1800m
RVR1600m
SRE 27
Max
Kts
100
135
180
205
SRE 36C
MDA(H)
ALS out
(581') 570'
RVR1500m
RVR1000m
RVR1200m
RVR1600m
RVR 2000m
SRE 36R
1000m
1000m 1000m
1000m
24 MAR 06
None. CHANGES:
JEPPESEN
P
A
N
S

O
P
S

4
.AIRPORT.BRIEFING.
New page.
and
and
10-1P1 .Eff.7.Jul.
24 JUN 05
CHANGES:
EHAM/AMS

SCHIPHOL
JEPPESEN
1. GENERAL
Usually, the braking action at Shiphol APT is good, even when the RWY is wet.
The braking action will be less than good only in case of e.g. extreme rainfall
or snow.
1.3. LOW VISIBILITY PROCEDURES (LVP)
1.4. TAXI PROCEDURES
Weather
RVR less than 550m and/or
cloud base less than 200'
Cross Tail
Good
Cross Tail
Medium to good
Medium
Medium to poor
Poor
Braking
action
Wind
component
RVR 550m or more and
cloud base 200' or more
20 KT
10 KT
5 KT
7 KT
0 KT
15 KT
10 KT
5 KT
7 KT
0 KT
The ATC low visibility procedures are categorized in four phases (A, B, C, D),
that are based on RVR values and cloud base. LVP become effective when the
TDZ RVR equals or drops below 1500m and/or the cloud base is equal to or less
than 300'. First, the minimum separation for arriving ACFT and the departure
interval will be increased. Next, RWY use will be restricted. Ultimately
(in phase C and D), only one RWY with ILS CAT III will be available for landing
and one for departure.

Taxi guidance based on surface movement radar (SMR) information will be
provided (shared pilot/ATC responsibility for routing and avoidance of inadvertent
RWY entry in phase C & D).

Pilots should not request start-up permission unless the RVR values for the
take-off RWY are above the take-off limits for the flight. Pilots should be
informed about the RVR minimums that apply to their flights, so that they can
readily respond to requests about these minimums.

If the SMR and /or the RWY stop bars are out of sevice, additional restrictions
apply. If the RVR values drop below 200m and the SMR is out of service, the APT
will ultimately be closed for all traffic (ATIS/RTF: "Schiphol below operational
limits").

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

- 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 when the stop bar lights are switched off.
- During LVP taxi between Schiphol-Centre & Schiphol-East via 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.
- During LVP, intersection departures are not allowed.
TAXI RULES:
- All ACFT give way to ACFT vacating RWYs.
- All ACFT give way to ACFT on TWY A & B (except if first rule is applicable).

For wing span restrictions refer to 10-9 charts.
.AIRPORT.BRIEFING.
21 OCT 05
10-1P2 .Eff.27.Oct.
Parking information. Visual docking. CHANGES:
EHAM/AMS

SCHIPHOL
JEPPESEN
1. GENERAL
1.5. PARKING INFORMATION
1.5.1. GENERAL
1.5.2. VISUAL DOCKING GUIDANCE SYSTEMS
System Operational on gates
SAFEDOCK
SAFEGATE display,
in combination with
SAFEDOCK laser
system
B9 thru B15, B17, B18, B19, D3, D4, D5, D7, D8,
D10, D12, D14, D16, D18, D22, D24, D26, D28,
D41A/B, D43A/B, D88, D90, D92 thru D95,
E2 thru E9, E17 thru E20, E22, E24, E72, E75,
E77, F3, F4, F5, F8, F9 and G2 thru G9.
D19, D21, D23, D25, D27, D29, D31. SAFEGATE
AGNIS/PAPA
For stand graphic of visual docking guidance systems refer to 10-9 charts.
1.5.3. USE OF APU
Instead of using the APU it is urgently requested to use external power supplies,
i.e. 400Hz or GPU. If absolutely necessary, APU may be used during the period
needed to cool or heat the cabin. Where necessary, it may also be used for ACFT
systems.
1.6. OTHER INFORMATION
1.6.1. GENERAL
C18, D42, D44, D46 thru D49, D51A/B thru
D57A/B, F2, F6 and F7.
Birds in vicinity of airport.
RVR reported for RWY in use at TDZ, MID and Rollout, identified by A, B and C.
All RWYs have an anti-skid layer.
1.6.2. JETBLAST HAZARD
CAUTION: Jetblast hazard exists, when the following RWY combinations in use:
- Departure RWY 18L with departure RWY 24.
- Departure RWY 24 with landing RWY 36R.
- Departure RWY 18L (E5) with landing RWY 27 or departure RWY 09.
ATC will time all departures from RWY 18L, from RWY 24 and all heavy
departures from RWY 24 (S6).
B51, B52, B53, B61, B62, B63, C4 thru C10, C12,
H1 thru H7, S72, S74, S77, S79, S82, S84 and
S87.
At all parking positions except GA, GA1, J72 thru J80 and M71 thru M77
nose-in parking and push-back procedures are applicable.

Self docking procedure (w/o marshaller or visual docking guidance system)
on apron B implemented (except stands B31, B32 & B34).
ACFT shall stop at the indicated stop position when the marking is in line with
pilots eye view at an angle of 90^ to the lead in line.

Push-pull for B757-200 and larger from stands E8, E18, H2, H4, on TWY A16 from
stands E3, E5, E7, E9, F2, F4 and F6. On TWY A14 push-pull from stands E17 and E19.
Push-pull for B757-200 and larger and MD11, but not for B747, B777, A300, A330
and A340 from stands E2, E4 and E6. Push-back on TWY A14 for ACFT up to
including B737-900 from stand E3. Push-back on TWY A for B747, B777, A330,
A340 and MD11 from stand F3.

CAUTION: Compass deviations, caused by underground train may occur when
an ACFT is parked at the stands of the E-pier, in the area between the
E- and F-pier, or when following the TWYs in the vicinity of the E-pier.

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.
.AIRPORT.BRIEFING.
21 OCT 05
10-1P3
None.
.Eff.27.Oct.
CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
1. GENERAL
1.6.3. OPERATION OF MODE S TRANSPONDERS
ACFT operators should ensure that the Mode S transponders are able to operate
when the ACFT is on the ground according to ICAO specifications.
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 ACFT is fully parked on stand.
The transponder shall be deactivated immediately after parking.

Aviation 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.

Whenever the ACFT is capable of reporting ACFT identification (i.e. call sign used
in flight), the ACFTs identification should be entered before the activation of the
transponder. 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. It should then be deselected
after vacating the RWY. For ACFT taxiing without flight plan, Mode A code 1000
should be selected.
.AIRPORT.BRIEFING.
10-1P4
SCHIPHOL APPROACH & CALLSIGN
SCHIPHOL ARRIVAL & CALLSIGN
RNAV procedures.
20 OCT 06
.Eff.26.Oct.
CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
2. ARRIVAL

2.1. APPROACH PROCEDURES
2.1.1. GENERAL
Between IAFs and interception of final approach the navigation is based on
The routes between IAFs ARTIP/SUGOL/RIVER and interception of final
during NIGHT.
RADAR VECTORS provided by ATC, except in case of RNAV approaches.
approach are used in case of com-failure, except in case of RNAV approaches
2.1.2. TRANSFER TO SCHIPHOL APPROACH

2.1.4. RNAV PROCEDURES
2.1.4.1. DURING NIGHT
While being transferred from AMSTERDAM Radar to SCHIPHOL Approach, initial
contact shall be restricted to
avoid frequency congestion. In specific situations, AMSTERDAM Radar may request
pilots on report additional information to SCHIPHOL Approach in the initial contact.
only in order to
2.1.3. TRANSFER TO SCHIPHOL ARRIVAL
only in order to avoid
The RNAV transition procedures for RWY 06 (11-2) or 18R (11-5) must be executed
by all jet ACFT at NIGHT.
The transitions provide lateral guidance only, ATC will issue the clearance for
further descent below FL 70 and the instruction to reduce speed below 250 KT.
The descent from transition level or from 4000' or above begins at SOKSI for
RWY 06 (11-2) and at NIRSI for RWY 18R (11-5). At ATC initiative a transition
for RWY 18R via NARIX (11-5) from FL 60 or above may be available. The
descent after SOKSI/NIRSI/NARIX is a low-noise continuous descent and at
pilot's discretion. A published speed shall be reached at or before the position
where the speed value applies.
The example of ATC instruction "Cleared for SOKSI Approach RWY 06" implies
clearance to fly the published route and ILS approach to the relevant RWY.
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.
While being transferred from SCHIPHOL Approach to SCHIPHOL Arrival, initial
contact shall be restricted to
frequency congestion.
ACFT with a cruising altitude below FL 70 and/or a cruising speed of less than
250 KT are exempted from the procedure. As a rule, these ACFT will be
offered an ILS approach beginning at 3000'.
Flights departing from Rotterdam, Leiden (Valkenburg) or Lelystad inbound
Schiphol are also exempted from flying transitions.

In order to enable their pilots to accept the RNAV transitions, operators of ACFT
arriving during NIGHT must hold a P-RNAV operations approval issued by their
state, or a temporary exemption issued by CAA Netherlands.

Upon request, operators using ACFT that meet following requirements will receive
a temporary exemption allowing their pilots to continue flying the RNAV
transitions during NIGHT:
RNAV equipment shall be certified, shall make use of a database, must be capable
of applying turn anticipation at fly-by waypoints and must be capable of handling
fly-by as well as fly-over waypoints in a mixed sequence.
.AIRPORT.BRIEFING.
10-1P5
SCHIPHOL TOWER, CALLSIGN & RWY.
RNAV procedures.
20 OCT 06
.Eff.26.Oct.
| JEPPESEN SANDERSON, INC., 2005, 2006. ALL RIGHTS RESERVED. CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
2. ARRIVAL

2.1.4.2. DURING DAY
Navigation in the initial and intermediate approach segment is primarily
based on radar vectors by ATC.
The RNAV approaches (at ATC discretion) from
LISDA for RWY 06 (11-1/11-1A),
REGSU for RWY 18C (11-3/11-3A),
POBAN for RWY 18R (11-4/11-4A),
LOMKO for RWY 36C (11-8/11-8A) and
MONUT for RWY 36R (11-9/11-9A),
provide lateral guidance to intercept the ILS for the relevant RWY.
Altitude and speed will be instructed by ATC.

The example of ATC instruction "Cleared for MONUT 1 Approach RWY 36R"
implies clearance to fly the published route including the ILS approach. The
ILS GS must be intercepted from the last instructed altitude.
2.1.4.3. NON-RNAV EQUIPPED ACFT
2.1.5. TRANSFER TO SCHIPHOL TOWER
While being transferred from SCHIPHOL Approach/Arrival to SCHIPHOL TOWER,
initial contact shall consist of
Pilots shall inform ATC by use of the phrase "UNABLE (designator) TRANSITION
(or APPROACH) DUE RNAV TYPE" if instructed to fly RNAV approach procedures.
These ACFT will be guided by radar vectors or rerouted via conventional
navigational aids.
For NIGHT arrival operations with ACFT that are not equipped for TMA RNAV
procedures, operators must hold a temporary exemption.
2.3. NOISE ABATEMENT PROCEDURES
2.3.1. GENERAL
Between 2300-0600LT for RWY 06 and RWY 18R RNAV low-noise procedures
for jet ACFT will be used, otherwise ACFT will be radar vectored towards
interception of final leg at 3000'.
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.
2.2. SPEED RESTRICTIONS
- For level and speed restrictions prior to SLPs refer to STARs.
- MAX 250 KT over speed limit point SPL 30 DME (SLP1)
- MAX 220 KT over speed limit point SPL 15 DME (SLP2).
- ACFT with a cruising speed below the required speeds maintain cruising speed
until the subsequent speed limit point.
- After holding maintain speed 220 KT until further notice.
- ATC will initiate speed reductions below 220 KT.
- When established on ILS: maintain 160 KT until OM.
- Speeds accurate within 10 KT, and below 220 KT speeds accurate within 5 KT.

Additionally, ATC may request specific speeds for accurate spacing.
Comply with any level or speed adjustment as promptly as feasible within
operational constraints.
If level or speed change for ACFT performance reasons or weather conditions
is necessary, advise ATC.
.AIRPORT.BRIEFING.
10-1P6
None.
20 OCT 06
.Eff.26.Oct.
CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
2. ARRIVAL

2.3.2. USE OF RWYS
The most frequently used RWYs are 06, 18R, 36R, 18C, 36C & 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 & 36L are not available for arrivals.
From 2300-0600LT RWYs 04/22, 09/27, 18C, 24 and 36R are not available for
arrivals.
Deviations from the restrictions for arrivals on RWYs 18C 18L/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.
2.3.3. REVERSE THRUST
After landing reverse thrust above idle shall not be used between 2300-0700LT
on all RWYs, safety permitting.
2.4. CAT II/III OPERATIONS
RWYs 06, 18C/R, 27, 36C are approved for CAT II/III operations, RWY 36R is
approved for CAT II operations, special aircrew & ACFT certification required.
2.5. RWY OPERATIONS
2.5.1. REDUCING RWY OCCUPANCY TIMES (ROT)
The expected RWY exit point to achieve minimum RWY occupancy should
be nominated during the approach briefing. It is better, in terms of ROT, to
aim for an exit which can be made, rather than to aim for an earlier one, just
to miss it and then to roll slowly to the next.
Upon landing pilots should exit the RWY without delay.
Taxi speed is to be reached after having vacated the RWY clearance area.
High speed turn offs have been designed for vacating speeds of 30 KT.

Available RWY length and indicated ACFT types:
RWY
avail RWY
length
Exit
TWY
avail RWY
length
Exit
TWY
avail RWY
length
Total RWY
length
LIGHT ACFT HEAVY ACFT MEDIUM ACFT
Exit
TWY
S3 4921'/1500m S4 7054'/2150m S4 7054'/2150m 10,663'/3250m 06
S6
S7* 10,171'/3100m
9022'/2750m
W6 4593'/1400m W7 6398'/1950m W8 8202'/2500m 10,827'/3300m 18C
N2 3927'/1200m N3 5577'/1700m N4 7382'/2250m 11,319'/3450m 27
W5* 4921'/1500m W3 6562'/2000m - - 9350'/2850m 36C
E1 4429'/1350m E2 6070'/1850m E4* 8038'/2450m 9268'/2825m 36R
8858'/2700m E5*
* Right angle

The available RWY length is not equal to the common known Landing
the ACFT at the end of the LDA.
Distance Available (LDA). The LDA is based on a complete standstill of
.AIRPORT.BRIEFING.
10-1P7
20 OCT 06
.Eff.26.Oct.
De-icing. CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN

2.6. TAXI PROCEDURES
Pilot of arriving ACFT vacating the landing RWY shall contact
SCHIPHOL Ground immediately.
Routing instructions via North: Taxi via TWY A and Northside of APT.
Routing instructions via South: Taxi via TWY S.

ACFT shall follow the main taxi lines 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.

In order to reduce the environmental burden, arriving ACFT equipped
with 3 or 4 engines should taxi from the landing RWY 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 ACFT.
RWYs Frequency
121.8
121.9
121.7 06/24
18R
04/22
09/27
18L/36R
18C/36C
3. DEPARTURE
2. ARRIVAL
3.1. DE-ICING
3.1.1. REMOTE DE-ICING
A de-icing ramp is available:
- between TWYs A and B between TWYs A12 and A13 at positions P1, P2 and P3,
- West from holding RWY 36C at positions P4 and P5,
- on TWY VS at positions P6 and P7.
- on TWY A12 at position P8.
- between stands B71 and B72 at position P9,
- on J-Apron at positions P10 and P11.

Special communication procedure will be used during de-icing procedure.
3.2.1. CLEARANCE DELIVERY AND START-UP PROCEDURES
Enroute clearance shall be requested to SCHIPHOL Delivery max 20 minutes prior
to estimated off block time (EOBT) or 35 minutes prior to calculated take-off
time (CTOT).
In order to reduce radio telephony load on SCHIPHOL Delivery, pilots are strongly
requested, after having obtained and read back the enroute clearance, to switch
without ATC instructions to SCHIPHOL Start-up.

A request for start-up shall be made to SCHIPHOL Start-up after all preparations
for departure have been made (doors closed, enroute clearance received and if
necessary push-back truck connected etc.) and shall include:
- ACFT identification,
- stand position,
- ATIS information,
- request start-up.

Permission for start-up will either be issued immediately or at a specified time.
Propeller (commuter) ACFT 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 is based on the start-up time. Any delay
in this departure sequence shall be reported to ATC immediately.
3.2. START-UP, PUSH-BACK AND TAXI PROCEDURES
.AIRPORT.BRIEFING.
10-1P8
20 OCT 06
.Eff.26.Oct.
2
2
+ 10 KT to 20 KT (or as limited by body angle)
+ 10 KT to 20 KT
Take-off power
Speed at V
Flaps - set as appropriate
Climb power
Speed at V
Flaps - maintain previous setting
Retract flaps on schedule and assume normal enroute climb.
MAX 250 KT
Printing sequence. | JEPPESEN SANDERSON, INC., 2005, 2006. ALL RIGHTS RESERVED. CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
3. DEPARTURE
3.2.2. PUSH-BACK AND TAXI PROCEDURES
Push-back and taxi instructions will be provided by SCHIPHOL Ground.
Standard push-back directions from the stands, except the M-Apron and
the GA Terminal, are in force. Refer to 10-9 pages.

To expedite, traffic instructions can be given for an "alternative push-back". The
ACFT will be pushed in the opposite direction. Pilots should ask for push-back
permission only after checking that the ground crew is ready. The pilot is part in
the communication chain between the ground controller and the 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,
the pilot shall inform SCHIPHOL Ground. Upon receiving the push-back clearance
from SCHIPHOL Ground, the ACFT shall move within 1 minute in order to ensure
conflict free ground operations and maximum usage of ground capacity. If there
is no backward movement within 1 minute, the push-back clearance will
automatically expire and shall be requested again. After instructions have been
obtained departing ACFT shall take the shortest way to the main taxi route and
adhere to the published route-system for the assigned RWY.

Pilots may expect instructions to change ground control frequency.
Pilots shall not change frequency without ATC instructions.

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

Due to blast problems:
If engine ground clearance is more than 16'/5m engine number 2 must not be
used at breakaway power at the gate and shall run idle until normal taxi speed
has been reached.

Routing instructions via North: Taxi via TWY B and Northside of APT.
Routing instructions via South: Taxi via TWY A and S.
3.3. SPEED RESTRICTIONS
MAX 250 KT below FL 100.
3.4.1. GENERAL
Take-off to 1500'

1500' - 3000'

3000' - FL 100
After passing 3000'
Operators/ACFT types unable to comply with the mentioned take-off procedure
are requested to inform the APT authority by sending copies of the take-off
procedure in use to: Amsterdam Airport Schiphol, Dep. of Capacity Management,
P.O. Box 7501, 1118 ZG Schiphol Airport; Fax: +31 (0)20 601 3567.
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.

Take-off and climb procedure (jet ACFT only):
.AIRPORT.BRIEFING.
10-1P9
20 OCT 06
.Eff.26.Oct.
Printing sequence. CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
3. DEPARTURE

3.4.2. USE OF RWYS
The most frequently used RWYs are 36L, 24, 36C, 18L, 18C & 09.
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 18R & 36R are not available for departures.
From 2300-0600LT RWYs 04/22, 09/27, 18L & 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.
3.5. RWY OPERATIONS
3.5.1. REDUCING RWY OCCUPANCY TIMES (ROT)
ATC expect ACFT to enter the RWY at a suitable angle to quickly line-up
on the centerline and if necessary continue with a rolling take-off. If unable
to comply and particulary if requiring additional time pilots should advise ATC
on arrival at the holding point.
ACFT requiring to enter the RWY at right angles to use the full length of
a RWY pilots should advise ATC on arrival at the holding point.
ATC may re-order the departure sequence at the holding point or by using
intersection take-offs. Pilots unable to accept intersection take-offs should
advise ATC when taxiing.

3.5.2. OPERATIONAL USE OF INTERSECTION TAKE-OFFS
In principle all jet ACFT must use the full RWY length available for noise
abatement reasons.
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).

If an intersection take-off will take place from an intersection with an intersection
angle of 30^ (HST), and the TWY centerline is followed until the RWY centerline,
there is a loss of line-up distance of at least 656'/200m.
.AIRPORT.BRIEFING.
New page.
24 JUN 05
.Eff.7.Jul. 10-1P
3, new operations are
3, take-off and landing
3, it is not allowed to
CHANGES:
EHAM/AMS
SCHIPHOL
JEPPESEN
D-ATIS Departure
D-ATIS Arrival 108.4 132.97
122.2
1. GENERAL
1.1. ATIS
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.

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 5 EPNdB:
- For ACFT equipped with engines with bypass ratio
not allowed.
is not allowed between 1800-0800LT.
plan take-off between 2300-0600LT.

1.2.3. PREFERENTIAL RWY SYSTEM
1.2.3.1. GENERAL
1.2.3.2. WIND CRITERIA
In selecting the RWY combination to be used from the preferential RWY system,
ATC 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 may apply
higher crosswind and/or tailwind values in order to assign a RWY combination.
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).
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 braking action 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 un-
less 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).
The work is organised into thirteen sequential phases, represented by Roman numerals in the
figure below.
10-8
SCHIPHOL
EHAM/AMS
REFER ALSO TO LATEST NOTAMS
New temporary chart.
A13
II
III
IV
V
VI
VII
VIII
IX
I
X
XI
XII
XIII
.Eff.18.Sep.
15 SEP 06
WORK IN PROGRESS ON APRON CD AND TWY A
De-icing
area
Compulsory
taxi routing
Control
Tower
-Center
CHANGES:
the push-back truck)
A5 Taxiway
F6+ Push-pull
RIGHT turn (as seen from
D16
C5
Blast fence
LEGEND
Parking position
D42
LEFT turn (as seen from Straight backwards
D14
Standard push-back directions:
E18+
F8
D88 D90 D93
D94 D95
D92
E72 E75 E77
F6+
F4+
F2+
E8+
E3+
E5+
E7+
E9+
E17+
E4
E3
A11
E-APRON
D-APRON
A4
C14 C16
C18
B15
B13
A
A4W
A8
C5
A8
A5
D4
D3
A7
C13
C11
C9
C7
C12 B11
E1
A
A6
C4
C6
C8
C10
B09 A4E
A12
A12
R
W
Y

0
6
/
2
4
A5
S6
A6
S7
B
D5
D8
D41
D D D
D D D D D
47 49 53 55
D57A
D57B
51B
D51A
D43
E2
A10
A10
A
B
A9
D42
D7
44
46 48
52 54
56
A9N
A9S
D D D
D12
D14
D16 D18 D22
D24
D26 D28
D31
D29
D27 D25
D23 D21
D19
D10
A5
B17
B19
B18
S4
A
B
A3
D2A
D2B
S5
P8
E6
E4
E2
JEPPESEN
E20
C3
ARP
B
-
P
I
E
R
C
-
P
I
E
R
D-PIER
E
-
P
I
E
R
RUN-UP
AREA
FOR
PARKING POSITIONS
SEE 10-9C
FOR
PARKING POSITIONS
SEE 10-9C
GA
CAUTION: Do not
mistake highway
for runway.
Ships
up to
CAUTION:
NO ENTRY to
twy W6 from
twys A, B & W.
NO ENTRY to
twys E1 & N9
from twys A & B.
Pilots are strongly requested after having
obtained & read back the enroute clearance
to switch w/o ATC instructions to
SCHIPHOL Start-up.
Information about expected RWY combination
related to SIDs, during peak hours, is
broadcasted on this freq.
Ships
up to
P6
P6B
P6A
P7
P7B
P7A
V
V
V
VS
VS
VS
V4
VN
VE
4
B
N9
Limited max wingspan
for entry apron via
twy G2 171'/52m.
Remote holding/
De-icing area
Pilot of arriving acft vacating the landing rwy
shall contact Schiphol Ground immediately.
FREQUENCY
121.8
121.7
121.8
121.8
121.8
121.9
LANDING RWY
04/22
06/24
09/27
18L/36R
18C/36C
18R
Stopway
328'100m
5
5
LEGEND
H4
Taxiway
Hangar
80'
W1
G
G5
G
G
G5
G4
G4
G
G3
G2
G1
G2
Ramp D
A9
4
G
47'
49'
A
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t

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2
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1
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52-17 52-17
52-18
52-20
52-20
52-21 52-21
52-22 52-22
04-43
04-43
04-44
04-44
04-45
04-45
04-46
04-46
04-47
04-47
04-48
04-48
04-49
04-49
1
2
1
.
7

1
2
1
.
8

1
2
1
.
9
|

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P6
04-43
52-19.9
52-19.8
52-19.7
04-42.9 04-43.1
04-43
04-42.8 04-43.2
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2
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For AIRPORT BRIEFING refer to 10-1P pages
A
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004^
18L
184^
18C
184^
2
2
2
2
2
^
0
6
0
5
9
^
2
4
2
3
9
^
27
268^
6
6
0
8
'
2
0
1
4
m
182'
Elev
-11'
1
1
,
4
8
3
'
3
5
0
0
m
S4
S5
N2
E4
E2
E1
Elev
-12'
3
4
0
0
m
1
1
,
1
5
5
'
Elev
-12'
Elev
-11'
Elev
-11'
Elev
-14'
Elev
Elev
-13'
-11'
H5
H9
H10
H12
101'
64'
45'
A8
A7
A6
A5
A4
A9
A13
A12
H14
GA 1
E
VOR
E5
39'
H4
112'
53'
S6
62'
48'
47'
M
67'
D
A
B
A3
A3
S7
B
A
A10
A11
A
E3
B
N2
0
4
2
^
0
4
E5
E4
E3
E4
N1
E
GA
3453m
A15
A14
A16
73'
76'
N3
2
-
1
1
'
S
C
H
I
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H
O
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1
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9
A
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4

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2
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E
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A
M
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1
1
183'
18R
184^
Elev
-13'
Elev
-12'
36L
004^
3
8
0
0
m
1
2
,
4
6
7
'
67'
56'
39'
Control
Tower-West
VK
VL
VK
H11
Y
Y2
Y1
Y
C1
C
Feet
Meters
0
0
1000
1000
2000 3000 4000 5000
1500 500
J
E
P
P
E
S
E
N
0
1
^
W
RUNWAY INCURSION HOTSPOTS
(For information only, not to be construed as ATC instructions.)
FOR ADDITIONAL
INFORMATION &
PARKING POSITIONS
SEE 10-9B
S
S2
S2
3
52-18
52-19
A26
A27
Z
Z
-12'
Elev Z2
Z1
1
0
,
8
2
7
'
S
A1
A
2
A
TERMINAL
P4
P5
09
088^
154'
3
3
0
0
m
W6
S3
Elev
-12'
Control
A2
R
320'
W5
W3
65'
S1
40'
A
2
B
A
2
C
A
2
D
B
A
R
11,329'
N4
A17 A18
A19
A19
G
H
Tower-
Center
VM
Y
Y
C2
D
C
C3
D
C
D
36C
004^
W5
No crossing rwy 18C/36C at W5 when the rwy is active.
Taxi via Z or Y as directed.

When taxiing on N2 to beginning rwy18L do not turn RIGHT onto
rwy 09. Be sure to have a clearance before crossing rwy 09/27.
When taxiing to rwy 18L on E5, do not turn onto N2.

W10, W9 and W8 are associated with departures from rwy 36C only.
Use Twy Z or A for other runways as directed.

When approaching rwy 06/24 at S2 traffic on the rwy may be passing
S2 at high velocity. Be sure to have a clearance before crossing.
W12
W10
W9
W2
W4
G
N5
A24
A25
A
W7
W8
A20
J
A22
B
A21
B
2
0

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C
T

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6
.
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f
f
.
2
6
.
O
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t
.
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-
A
p
r
o
n
.
FOR
PARKING
POSITIONS
SEE 10-9A
W11
HS2
HS2
HS1
HS3
HS4
HS1
HS3
HS4
R
w
y

3
6
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FREIGHT
II & III
213'/65m
171'/52m
157'/48m
118'/36m
98'/30m
95'/29m
CAUTION: NO ENTRY to
twy E1 from twys A & B.
A
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04-45.6 04-45.4
04-45.5
04-45.8 04-45.7
B
-
A
P
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TERMINAL
FREIGHT I
04-46.1 04-46.2 04-46.6 04-46.3
H1
H2
H3
H4
H5
H6
H7
H
-
P
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E1
S7
MAX wingspan:
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A2C
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B83
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B81
B66
B65
B64
B63
B62
B61
B73
B74
B75
B76
A13
A13
A
J
E
P
P
E
S
E
N
De-icing
area P9
De-icing
area
D2, D4 and D6 push-back into twy A6 for
acft with wingspan 118'/36m or more.
E2, E4, E6, D3, D7 and D43 push-back into twy
A10 for acft with wingspan more than 171'/52m.
N
o
n
e
.
.
E
f
f
.
2
6
.
O
c
t
.
2
0

O
C
T

0
6
04-46.4
04-46
04-46.1
04-46.2
04-46.3
04-46.5
B71
B72
Control
Tower
-Center
Compulsory
taxi routing
1
2
3
4
5
6
A5 Taxiway
F6+ Push-pull
RWY 09/27
A15
A16
A17
A18
04-45.4 04-45.3
E18+
F8 F9
F3
F5
G6
G8
G71
F7 G9
A19
G74
G75
G76
G77
G78
G79
G80
A14
D88 D90 D93
D94 D95
D92
52-19
E19
E72 E75 E77
G72
G73
E24
E22
G3+
G7+
G5+
G4+
G2+
F6+
F4+
F2+
E8+
E3+
E5+
E7+
E9+
E17+
B
A
B
A
A17
A16
A14
B
A
N4
N3
N9
N2
E5
E4
E3
A11
04-45.2
G
-
A
P
R
O
N
H
-
A
P
R
O
N
E-APRON
D-APRON
A19
A4
C14 C16
C18
A2
52-18
B15
B51
B52
B53
B54
B55
B94
B95
B13
B10
B12
S3
A
A4W
A
B
A1
A2A
A2B
A2D
RIGHT turn (as seen from
D16
C5 Blast fence
LEGEND
Parking position
D42
B85 Taxi-in/taxi-out
A8
C5 A8 A5
D4
D3
A7
C13
C11
C9
C7
C12 52-18.3 B11
E1
A
A6
C4
C6
C8
C10
B09 A4E
B48
B45
B46
B43
B41
B35
B33
B31
B34+
B32+
B56+
A12
A13
P3
P2
P1
52-18.9
A12
B
R
W
Y

0
6
/
2
4
A5 S6
LEFT turn (as seen from Straight backwards D14
A6
S7
Standard push-back directions:
B
D5
D8
D41
D D D
D D D D D
47 49 53 55
D57A
D57B
51B
D51A
D43
E2
A10
A10
A
B
A9
D42
D7
44
46 48 52 54 56
A9N
A9S
D D D
D12
D14
D16 D18 D22
D24
D26 D28
D31
D29
D27 D25
D23 D21
D19
D10
A5
B17
B19
B91
B92
B93
B14
B18
S4
A
B
A3
A3
D2A
D2B
52-18.4
52-18.5
52-18.2
S5
4
6
6
6
2
2
5
5
4
3
6
1
1
1
1
1
E20
A19N
A19S
4
1
HN
P8
4
4
E6
E4
E2
52-19
04-45.5
04-45.8
ARP
R
W
Y

2
4
R
W
Y

1
8
L
/
3
6
R
N
O
E
N
T
R
Y
De-icing
area
B
-
C
O
R
R
I
D
O
R
P
-
H
O
L
D
I
N
G
G
-
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,

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3
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3
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-
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1
B737
.
1
2
3
5
4
Do not use the system until:
- the green pair of lights at the bottom of the display are blinking (see para A item 4).
- the aircraft type is shown (blinking) on the information area on top of the display (see
para A item 3).
The pilot should be aware that the correct type of aircraft is shown before using the system.
EHAM/AMS
24 JUN 05
.Eff.7.Jul.
SCHIPHOL
10-9D
CHANGES:
JEPPESEN
VISUAL DOCKING GUIDANCE SYSTEM (SAFEDOCK)
A. SYSTEM DESCRIPTION
E. DISPLAY INFORMATION TEXT
ERR
WAIT
TOO/FAR
CHOCK/ON
Chocks are in place.
B737
OK
STOP
TEST/WAIT
The aircraft has reached the stopping point or the docking procedure is not
carried out correctly.
The chosen type of aircraft during the closing-in is changed by the operator.
When the correct type is displayed the parking can be continued.
Parking is correct.
If a system fault occurs the display will show "ERR". The "STOP"-sign will be shown
as well. The aircraft has to be parked by means of either marshalling or a tractor.
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 intermittent in two groups. The following information can be expected:
C. CENTERLINE GUIDANCE
Centerline guidance is obtained by means of (a) red arrow(s) pointing at the vertical green
centerline bar. The aircraft is on the centerline when at the same time on both the left
and the right side of the centerline bar a red arrow appears. If the position of nose gear is
on the left (or right) side of the centerline the arrow appears on the left (or right) side of
the centerline. If the deviation gets extreme a double arrow will appear.
D. CLOSING-RATE AND STOP INFORMATION
For each type of aircraft a stoppoint has been assigned within the system. Closing rate
information is given over the last 56'/17m by means of green (first 46'/14m) and yellow
(last 10'/3m) lights. As soon as the reset area is activated the bottom pair of green lights
will show "steady". At the same time the green centerline 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"
1. Vertical green bar indicating the centerline.
5. Green or yellow closing rate information lights.
3. Display information (see para E).
B. 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, the aircraft has to stop short and wait until the system is switched on,
or signals are given by a marshaller.
The system 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.
4. One pair of blinking green lights indicating "the system is
ready for use".
2. Red arrow(s) pointing towards the centerline bar indicating the
deviation from the centerline. When on centerline, two red
triangles will appear.
When the system is activated the lasersystem carries out a self-test before the type
of aircraft appears on the display.
The stoppoint has been overshot by more than 3'/1m: Ask groundcrew if
push-back is necessary.
(as an example)
The expected type of aircraft is shown.
1.

2.

3.

4.

5.

6.

7.

8.
Chart reindexed.
is activated. If not, the aircraft has to stop short and has to wait until the system is
switched on, or signals are given by a marshaller.
EHAM/AMS
Centerline guidance is
obtained by means of an
illuminated bar in front
of an aircraft symbol.
The aircraft is on center-
line when bar and symbol
overlap each other.
24 JUN 05
.Eff.7.Jul.
VISUAL DOCKING GUIDANCE SYSTEM (SAFEGATE)
SCHIPHOL
10-9E
CHANGES:
JEPPESEN
(following information can be expected)
1.
2.
3.
4.
5.
6.
7. ERR
WAIT
SBU
STOP/SHORT
TOO/FAR
CHOCK/ON
Parking is correct
Chocks are in place.
push-back is necessary.
The stopsign is given manually. Taxi very carefully.
If one or more sensors are missed during taxi-in, this information is given together
The type of aircraft during closing-in is changed. When the correct type is
displayed the parking can be continued.
0 and 9. The STOP-sign will be shown as well. The aircraft has to be parked
E. DISPLAY INFORMATION TEXT
by means of either marshalling or a tractor.
If a system fault occurs the display will show this together with a number between
with the normal STOP-signal as soon as the chosen stop-sensor is activated.
The system is operated by an operator; no closing-rate information available.
OK !
C. CENTERLINE GUIDANCE
TURN LEFT ON CENTERLINE TURN RIGHT
B. ACTIVATED SYSTEM
- the bottom pair of green lights are blinking
- the stopbarlights are shown
2. The pilot should be aware that the correct type of aircraft is shown before using the
system.
- the aircraft type is shown (blinking) on the upper information block
1. Do not use the system until:
The system consists of a display unit in front of the parking position and a number of
sensors in the apron surface.
as well as the closing-rate and stop information.
b. Display indicating: STOP.
h. Green illuminated centerline bar.
i. Pair of green lights = Dock is ready for parking.
c. Two pairs of red stop information lights.
d. Pair of green lights indicating the "stop"-bar.
a. Display information (Explanation given under para E).
On the display the left-hand pilot gets the correct alignment
e. Three pairs of yellow closing-rate information lights.
f. Nine pairs of green closing-rate information lights.
g. Yellow illuminated aircraft symbol.
Chart reindexed.
D. CLOSING-RATE AND STOP INFORMATION
For each type of aircraft a stoppoint has been assigned within the system. Closing-rate
"STOP" When the stop-sensor is activated the word and four red lights will be shown.
the bottom pair of green lights and the type of aircraft indication at the top will show "steady".
information is given over the last 40'/12m by means of nine pairs of green and three pairs of
yellow lights. As soon as the reset loop (48'/14.5m in front of the stoppoint) is activated
The stoppoint has been overshot by more than 3'/1m: ask groundcrew if
EHAM/AMS
24 JUN 05
.Eff.7.Jul.
SCHIPHOL
10-9F
VISUAL DOCKING GUIDANCE SYSTEM (AGNIS/PAPA)
The system is calibrated for use
from the left-hand cockpit seat.
YELLOW
TAXI-LINE
G
REEN
R
E
D
R
E
D
INFORMATION
SYSTEM
STOP
AZIMUTH
GUIDANCE
UNIT
B. 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.
RED GREEN GREEN GREEN GREEN RED
LEFT of centerline.
Turn towards GREEN.
(RIGHT)
Aircraft on centerline. RIGHT of centerline.
Turn towards GREEN.
(LEFT)
C. STOP INFORMATION (PAPA)
CHANGES:
JEPPESEN
STOP
ALL
TYPES
STOP
OTHER
TYPES
146
STOP
OTHER
TYPES
B757
B767-200
L1011-100
TU154
A310
A321
MD80
YAK42
EXAMPLE 1 EXAMPLE 2 EXAMPLE 3
E. OPERATION
is activated. If not, the aircraft has to stop short and has to wait until the system is
switched on, or signals are given by a marshaller.
D. EMERGENCY STOP
The Docking guidance system installed has an emergency stop-sign and two red
lights placed on top in the center and on the upper corners of the PAPA-board. When
"STOP" is shown and the red lights are lit intermittent, the aircraft has to stop the word
immediately. The emergency stop-sign is activated by the supervising operator.
The system consists of an Azimuth guidance unit (AGNIS) and the stop information
system (PAPA).
Stop information is given by the PAPA-board positioned on the right or left side of the
AGNIS unit.
Chart reindexed. Text.

EHAM

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R

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Climb on 059^ track, at

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| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.

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| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.

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