1.2.1 Definitions

1. Commercial aviation: flights performed by an air carrier providing scheduled flights, programmed charters or ad hoc flights which are open for individual bookings for passengers, and/or freight, and/or mail, including positioning flights which are directly linked to the operation of these flights.
2. General aviation: all aviation except commercial aviation. Business aviation, air taxi operations and technical flights are part of general aviation.
3. Technical flights: all positioning and test flights operated for reason of maintenance, repair or overhaul. Flights carrying passengers, mail or cargo will not be considered technical flights.

1.2.2 Slot request

1. Slot requests for commercial aviation must be filed in the slot clearance request (SCR) format according the IATA standard schedule information manual (SSIM) Chapter 6.
2. Slot requests for GA must be filed in the general aviation clearance request (GCR) format according the SSIM Appendix K.
3. The requests must include information about the flight number or registration number and the desired date/time.
4. Requests for exempt or incidental night operations can only be submitted at least one working day before the day of operation.
5. Slot requests shall be submitted to:
   Airport Coordination Netherlands (ACNL)

   Email: [email protected]

6. Contact information ACNL during office hours:

   Tel: +31 (0)20 405 9730

   URL: https://www.slotcoordination.nl

1.2.3 Slot misuse

Due to environmental constraints Schiphol Airport has a limited number of slots during the night between 2200-0600 (2100-0500). Aircraft are not allowed to land or take-off without a slot applicable to this specific period. In case of violations the competent authority will take legal measures. For more information, see https://english.ilent.nl/themes/s/slot-misuse-enforcement.

1.2.4 Procedures

3.2.1 System description

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

3.2.1.1 Display indications

Vertical green illuminated bar and a yellow aircraft symbol for taxi line deviation information. Display information (see paragraph 3.2.5). One pair of green lights indicating "the system is ready for use". One pair of green lights indicating the "stop"-bar. Nine pair of green closing-rate information lights. Three pair of yellow closing-rate information lights. Two pair of red stop information lights. The "STOP" sign.

3.2.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot shall check that the correct aircraft type is shown on the systems display and shall not enter the aircraft stand until:

• the bottom pair of green lights are blinking (see paragraph 3.2.1.1 item 3).
• the aircraft type is shown (blinking) on the upper information block (see paragraph 3.2.1.1 item 2).
• the stop bar lights are shown (see paragraph 3.2.1.1 item 4).

3.2.3 Centre line guidance

Centre line guidance is obtained by means of a green illuminated bar in front of a yellow aircraft symbol. The aircraft is on the centre line when bar and symbol overlap each other (see paragraph 3.2.1.1 item 1). The centre line guidance has to be observed from the left seat.

3.2.4 Closing-rate and stop information

For each type of aircraft a stop point has been assigned within the system. Closing-rate information is given over the last 12 m by means of nine pair green (see paragraph 3.2.1.1 item 5) and three pair yellow lights (see paragraph 3.2.1.1 item 6). As soon as the reset loop (14.5 m in front of the stop point) is activated the bottom pair green lights and the type of aircraft indication at the top will show "steady". When the stop-sensor is activated the word "STOP" (see paragraph 3.2.1.1 item 8) and four red lights (see paragraph 3.2.1.1 item 7) will be shown.

3.2.5 Display information text

At the topline the system has an information line. If the information contains more than five characters, it will be shown intermittently in two groups. The following information can be expected:

3.3.1 System description

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

3.3.1.1 Display indications

Vertical green bar indicating the centre line. Red arrow(s) pointing towards the centre line bar indicating the deviation from the centre line. When on centre line, two red triangles will appear. Display information (see paragraph 3.3.5). One pair of blinking green lights indicating "the system is ready for use". Green or yellow closing rate information lights.

3.3.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. The pilot shall check that the correct aircraft type is shown on the systems display and shall not enter the aircraft stand until:

• the green pair of lights at the bottom of the display are blinking (see paragraph 3.3.1.1 item 4).
• the aircraft type is shown (blinking) on the information area on top of the display (see paragraph 3.3.1.1 item 3).

3.3.3 Centre line guidance

Centre line guidance is obtained by means of (a) red arrow(s) pointing at the vertical green centre line bar. The aircraft is on the centre line when at the same time on both the left and the right side of the centre line bar a red arrow appears. If the position of nose gear is on the left (or right) side of the centre line the arrow appears on the left (or right) side of the centre line. If the deviation gets extreme a double arrow will appear.

3.3.4 Closing rate and stop information

For each type of aircraft a stop point has been assigned within the system. Closing rate information is given over the last 17 m by means of green (first 14 m) and yellow (last 3 m) lights (see paragraph 3.3.1.1 item 5). As soon as the reset area is activated the bottom pair green lights will show "steady". At the same time the green centre line bar appears on the display. The lights will move from the bottom side of the display upwards in the direction of the stopping position. When the stop-area is activated the azimuth-guidance arrows will be replaced by the word "STOP".

In order to complement the green and yellow bars, a countdown of the distance to the stop line in metres is added in the screen. It will start from 15 m and countdown in steps of one metre to 1 m. From the last metre; 0,8 m and 0,5 m will be shown followed by "STOP".

3.3.5 Display information text

The topline on the display has one or two information line(s). Depending on the number of available information lines, the information will either be shown on both lines or will be shown intermittently in two groups. The following information can be expected:

3.4.1 System description

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

3.4.2 Activated system

The system is operated by an employee of a handling company, who also keeps a safety watch during the docking. Pilots shall not enter the aircraft stand until the system is activated.

3.4.3 Azimuth information (AGNIS)

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

3.4.4 Stop information (PAPA)

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

3.4.5 Emergency stop

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

9.4.1 Push-back and towing

• Flight crew follows truck driver's instruction and does not contact Schiphol Ground.
• Transponder and engines remain switched off.
• Anti-collision lights switched on.

9.4.2 On remote holding position

• Anti-collision lights remain switched on.
• Flight crew activates the transponder with the transponder code received from Schiphol Delivery.
• Flight crew contacts Schiphol Planner and confirms positioned at the remote holding position.
• Schiphol Planner will confirm transponder on radar and will instruct flight crew to monitor Schiphol Ground (monitor Schiphol Planner on the second communication set for possible reclearances).
• Flight crew instructs the truck driver to disconnect and awaits the "ALL CLEAR" signal from ground crew.
• Engines remain switched off; no prior approval required to use the APU.

9.4.3 Taxi-out

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

9.5.1 Push-back and towing

• Flight crew follows truck driver's instruction and does not contact Schiphol Ground.
• Transponder and engines remain switched off.
• Anti-collision lights switched on.

9.5.2 On stand

• Anti-collision lights switched off, to be switched on just prior to push-back.
• Tow truck remains connected.
• Flight crew contacts Schiphol Planner and confirms positioned at the new aircraft stand.
• Engines remain switched off; no prior approval required to use the APU.
• Flight crew contacts Schiphol Planner in TSAT window.

9.6.1 Push-back

• Aircraft is pushed onto aircraft stand G71, positioned nose-out.
• Transponder and engines remain switched off.

9.6.2 On stand

• Flight crew holds brakes; no chocks required.
• Anti-collision lights remain switched on to ensure ground crew stays clear of the aircraft stand.
• Flight crew receives "ALL CLEAR" signal from ground crew.
• Engines remain switched off; no prior approval required to use the APU.

9.6.3 Taxi-out

• Engine start-up on stand only after start-up approval from ATC.
• Cross-bleed start is prohibited.
• Flight crew receives ATC instruction to taxi-out.

10.3.1 General

The following apron positions are available for remote de-icing:

• Taxiway A between TWY A19 and A20 may be used as holding position for de-icing operations at the J-apron. Avoid holding on the upslope between A19 and A20 to prevent unintentional backward movement of the aircraft. High power settings may cause jet blast damage. Advise ATC if unable to comply with taxi clearances.
• On taxiway A20 pilots shall use minimum breakaway thrust when turning right onto P10, P12, P14 and P16 to avoid jet blast hazard at adjacent aircraft stands.
• The J-apron, including adjacent TWY A20, is not controlled by ATC. Pilots shall maintain separation from other aircraft at their own discretion. Padcontrol is responsible for sequencing and spot assignment only.
• Pilots shall monitor Schiphol Ground at all times.

When instructed by Schiphol Ground, contact Padcontrol with call sign. Follow Padcontrol instructions and continue with the signboard procedure below.

10.3.2 Signboard and voice only procedure

When instructed by Schiphol Ground, contact Padcontrol with call sign. Follow Padcontrol instructions and continue with the signboard procedure below. If Padcontrol indicates the signboards to be U/S, continue with the voice only procedure below.

10.3.2.1 Signboard procedure

		Signboard examples
When instructed by Padcontrol, contact Iceman with call sign and report additional requests (e.g. fuselage de-icing) if applicable. Iceman will instruct: "ENTER (P10, P12, …)".
Hold position, monitor Iceman COM channel and signboard for current treatment, start time and anti-icing code. Treatment is completed when anti-ice code is displayed on signboard. Cockpit preparations and flight control checks may now be performed.
Hold position until STOP on sign board is extinguished. Iceman will advise when clear and to contact Schiphol Ground for taxi instructions.

4.3.1 General

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

• traffic safety prevails at all times.
• departure and landing will normally take place on separate runways.
• preferably a runway equipped with ILS will be selected for landing.
• the preferential sequence for selecting runways in use depends on the combination of noise influences and traffic handling.
• the wind and visibility criteria are directives for the selection of the runway combination(s) from the preferential sequence. These directives are in accordance with the guidance material laid down in Annex 16-ICAO (Aircraft noise).
• deviations from an assigned runway in order to obtain a shorter taxi route, departure or approach pattern are not permitted.

Due to noise abatement considerations, the use of a non-preferential runway for take-off and for landing is not permitted unless specifically requested for safety reasons by the pilot.

However, if a pilot decides that a different landing runway should be used for safety reasons, ATC will assign that runway (air traffic and other conditions permitting). Deviations from the preferential sequence for selecting runways in use can be made by ATC:

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

4.3.2 The preferential sequence for selecting runways in use

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

4.3.3 Wind criteria

In selecting the runway combination to be used from the preferential runway system, LVNL also applies wind speed criteria. In applying these wind criteria, gusts below 10 KT shall not be taken into account. Accepting a runway is a pilot's decision. If a pilot, prompted by safety concerns, requests another runway for landing, this request will be granted when possible. In that case, the pilot must submit a written report (the operator is responsible for proper reporting procedures).

1.3.1 Clearance delivery

En-route clearance shall be requested to Schiphol Delivery MAX 20 minutes prior to EOBT or 35 minutes prior to CTOT. If RWY 36L is used, clearance shall be requested MAX 30 minutes prior to EOBT or 45 minutes prior to CTOT. An en-route clearance contains:

1. Clearance limit: airport of destination.
2. Cleared level: the initial cleared flight level.
3. Standard instrument departure (SID) plus designated departure runway.
4. SSR-code.
5. Additional departure instructions (if applicable).
6. CTOT (if applicable).

Example of an en-route clearance: "KLM3274 cleared to Paris, FL 60, KUDAD 3S Departure, runway 24, squawk 2123, slot 25".

En-route clearance is issued by means of a datalink departure clearance (DCL) service.

Request the clearance from Schiphol Delivery via RTF when:

• unable to receive the clearance via DCL, or
• the planned flight is below FL 060, or
• a SID is not used for departure.

The implementation of the DCL service is based on EUROCAE Document ED-85. The following procedure applies:

1. The pilot sends a request for en-route clearance downlink (RCD) at the above mentioned times.
2. A flight system uplink message (FSM) will be transmitted automatically.
   • If the RCD is accepted; a departure clearance uplink message (CLD) will be issued.
   • If the RCD is rejected; the pilot shall revert to RTF procedures.
3. The pilot shall acknowledge the en-route clearance by means of a departure clearance readback downlink (CDA) within 5 minutes; otherwise a negative FSM will be issued.
4. When the CDA is processed successfully, a positive FSM will be issued to mark the end of the procedure.

When using the DCL service pilots shall maintain a listening watch on the channels published for clearance delivery. Prior to departure, both the pilot and the air traffic controller shall verify that the departure route assigned via the DCL service logically refers to the runway used and to the route indicated in the current ATC flight plan. In the event of any doubts or system related difficulties, RTF procedures shall be resumed. An en-route clearance issued by RTF always supersedes an en-route clearance transmitted via the DCL service.

After en route clearance is obtained and either read back via RTF or confirmed via datalink, pilots shall immediately (without ATC instruction) select and monitor Schiphol Planner.

1.3.2 Schiphol Planner

1.3.3 Schiphol Ground

1.3.3.1 Start-up, push-back and taxi

Ground control service (start-up, push-back and taxi instructions) is provided by Schiphol Ground (see EHAM AD 2.18 and AD 2.EHAM-GMC.1).

Pilots shall only ask for start-up and push-back permission after having confirmed that the ground crew is ready. The anti-collision light must be switched on just prior to push-back.

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

The flight crew is part of the communication chain between ground controller and truck driver. Therefore the use of a ground engineer with an intercom connection is recommended. When intercom connection with a ground engineer is not possible, the pilot shall inform Schiphol Ground.

Standard push-back directions from the stands are in force (see AD 2.EHAM-APDC.1), except on the K-, M- and S-apron. To expedite traffic flow, instructions can be given for an alternative push-back. The aircraft will then be pushed via the shortest way to the centreline in the direction opposite to a standard push-back. During LVP (phase B, C and D) only standard push-backs are allowed.

The flight crew shall read back to ATC all instructions contained in the push-back clearance. The flight crew shall ensure that the complete push-back clearance from ATC is communicated word-for-word to the push-back crew.

Upon receiving start-up and push-back permission from Schiphol Ground, the aircraft shall move within 1 minute in order to ensure conflict free ground operations and maximum usage of ground capacity. If the 1 minute window is expired, the push-back permission will automatically expire and a push-back permission shall be requested again.

Upon completion of the push-back procedure the flight crew must wait for the "ALL CLEAR" signal on the taxiway before requesting a taxi clearance. Schiphol Airport has instructed ground handlers to give the "ALL CLEAR" signal distinctly. During hours of darkness illuminated wands will be used.

"ALL CLEAR" signal during daylight	"ALL CLEAR" signal during darkness

After taxi instructions have been obtained, departing aircraft shall take the shortest way to the main taxi route (see AD 2.EHAM-GMC.1 and AD 2.EHAM APDC.1).

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

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

during off-peak hours one ground controller may be responsible for all areas. Ground control service will be provided on the 3 separate channels simultaneously. Therefore these channels will be combined by ATC.

during peak hours (normally when a second departure runway or a second landing runway is in use) 3 ground controllers may be active, each on their own channel.

during peak hours ground control service for traffic to and from RWY 18R/36L will also be provided by TWR-W (see AD 2.EHAM-GMC.1).

some runway crossings are safeguarded under all visibility conditions (see EHAM AD 2.9 item 3 "Stop bars" and AD 2.EHAM-GMC.1). At these positions crossing of activated stop bars is prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off.

1.3.4 Schiphol Tower

1.3.5 Transfer to Amsterdam ACC

When changing channel from Schiphol Departure to Amsterdam ACC, initial contact shall consist of AMSTERDAM  RADAR + CALLSIGN only. When a speed or heading has been assigned, this information shall be included in the initial call.

1.5.1 General remarks

1.5.2 Specific remarks

1. For traffic with DEST EHBK via T605 and for traffic with DEST EHBD and EHEH.
2. For traffic via CDR N852.
3. All jet aircraft using indicated SIDs RWY 06 and 36L: during night hours 2130-0530 (2030-0430) supplementary SIDs are effective.
4. RWY 09: both IDRID and VALKO SIDs lead to IDRID, be sure to follow the correct route.
5. RWY 24: both ANDIK and SPY SIDs lead to ANDIK, be sure to follow the correct route.
6. RWY 24: for relevant SIDs, e.g. SPY 4K SID, in addition to the standard coding [SPY4K] an alternative coding [SPY4KY] comprising a radius to fix (RF) turn is available. See paragraph 1.5.1.4 for requirements to use the RF coding version. Due to noise abatement aircraft with the appropriate equipment and approval are encouraged to fly the RF procedure.
7. RWY 18L ANDIK, ARNEM and RENDI SID: early autopilot connection might result in turn initiation below 500 FT AMSL. If applicable, continue on track 182° MAG beyond 3.1 SPL to prevent turning below 500 FT AMSL.
8. RNAV 1 required.
9. RNP 1 and RF required.

1.5.3 Continuous routings for Amsterdam SIDs with crossing conditions on ATS routes as applicable

1.5.4 SIDs RWY 04

See chart AD 2.EHAM-SID-04.

1.5.5 SIDs RWY 06

See chart AD 2.EHAM-SID-06.1.

1.5.6 Supplementary SIDs RWY 06

See chart AD 2.EHAM-SID-06.2.

1.5.7 SIDs RWY 09

See chart AD 2.EHAM-SID-09.

1.5.8 SIDs RWY 18C

See chart AD 2.EHAM-SID-18C.

1.5.9 SIDs RWY 18L

See chart AD 2.EHAM-SID-18L.

1.5.10 SIDs RWY 22

See chart AD 2.EHAM-SID-22.

1.5.11 SIDs RWY 24

See chart AD 2.EHAM-SID-24.1 and AD 2.EHAM-SID-24.2.

1.5.12 SIDs RWY 27

See chart AD 2.EHAM-SID-27.