The authority responsible for the administration of communication service in the Netherlands is the Dutch Authority for Digital Infrastructure of the Ministry of Economic Affairs and Climate Policy.
Ministry of Economic Affairs and Climate Policy
Dutch Authority for Digital Infrastructure
P.O. Box 450
9700 AL Groningen
The Netherlands
Tel: +31 (0)88 041 6000
Fax: +31 (0)50 587 7400
Email: [email protected]
ICAO Standards, Recommended Practices and Procedures contained in the following documents are applicable for the aeronautical communication service.
| Annex 5 | Units of measurement to be used in Air and Ground Operations |
| Annex 10 | Aeronautical Telecommunications |
| Doc 7030, Part 2 | Regional Supplementary Procedures (COM procedures for EUR) |
| Doc 7910 | Location Indicators |
| Doc 8400 | ICAO Abbreviations and Codes |
| Doc 8585 | Designators for Aircraft Operating Agencies, Authorities and Services |
See GEN 1.7.
Aeronautical radio communication and navigation services within the Amsterdam FIR are provided by LVNL. This organisation is responsible for the application of the regulations concerning the design, type and installation of aircraft radio stations.
Enquiries, suggestions or complaints regarding any telecommunication or navigation service should be referred to an air traffic services reporting office (ARO).
The following types of radio aids to navigation are available:
Direction-finding stations have authority to refuse to give headings to steer, when conditions are unsatisfactory or when bearings do not fall within the calibrated limits of the station, stating the reason at the time of refusal.
The aeronautical stations maintain a continuous watch on their stated frequencies during published hours of service unless otherwise notified.
An aircraft should normally communicate with the air-ground control radio station which exercises control in the area in which it is flying. Aircraft should maintain continuous watch on the appropriate frequency of the control station and should not abandon watch, except in an emergency, without informing the control station.
Messages to be transmitted over the aeronautical fixed service (AFS) are accepted only if:
| AERONAUTICAL FIXED SERVICES - INTERNATIONAL AND NATIONAL CIRCUITS | ||||
|---|---|---|---|---|
| Station | Correspondent | Type of circuit | Hours UTC | Remarks |
| 1 | 2 | 3 | 4 | 5 |
| ||||
| AMSTERDAM (Schiphol) | Brussels (EBBB) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | Copenhagen (EKCH) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | Den Haag (city-dept. of Civil Aviation) (EHGV) | Data link | H24 1) | AFTN |
| AMSTERDAM (Schiphol) | Eelde (EHGG) | Data link | H24 1) | AFTN |
| AMSTERDAM (Schiphol) | Eindhoven Civil (EHEH) | Data link | H24 1) | AFTN |
| AMSTERDAM (Schiphol) | EUROCONTROL/NM Brétigny (EUCB) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | EUROCONTROL/NM Haren (EUCH) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | Frankfurt (EDDD) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | London (EGGG) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | Lelystad (EHLE) | Data link | H24 1) | AFTN |
| AMSTERDAM (Schiphol) | Maastricht Aachen (EHBK) | Data link | H24 1) | AFTN |
| AMSTERDAM (Schiphol) | Maastricht UAC (EDYY) | Data link | H24 | AMHS |
| AMSTERDAM (Schiphol) | Rotterdam (EHRD) | Data link | H24 | AFTN |
| AMSTERDAM (Schiphol) | Woensdrecht (MIL MET) | Data link | H24 | AFTN |
| AMSTERDAM (Schiphol) | Bremen | Speech circuit | H24 | |
| AMSTERDAM (Schiphol) | Brussels | Speech circuit | H24 | |
| AMSTERDAM (Schiphol) | Düsseldorf | Speech circuit | H24 | |
| AMSTERDAM (Schiphol) | London | Speech circuit | H24 | |
| MAASTRICHT/Maastricht Aachen | Düsseldorf | Speech circuit | 0530-2200 (0430-2100) | |
Sub-area meteorological broadcasts (VOLMET VHF-RTF broadcasts) are available for the use of aircraft in flight. Full details are given in GEN 3.5 paragraph 7.
Automatic terminal information service (ATIS) broadcasts are used to pass routine arrival and departure information on channels given in AD 2.18.
The radio communication shall be executed in the English language.
The CPDLC application provides a means of communication between the air traffic controller and the pilot, using a predefined data link message set. This application includes a set of clearance/information/request message elements which correspond to the phraseologies used in the radiotelephony environment.
CPDLC services are available for all certified aircraft operating within the upper control area (above FL 245) of the Amsterdam FIR in the Maastricht UAC area of responsibility.
The following CPDLC services are provided in the Maastricht UAC area of responsibility:
The use of CPDLC is reserved for strategic clearances in this airspace and is conducted at the discretion of ATC.
In the Amsterdam UTA (Maastricht UAC) it is mandatory for all flight crews of CPDLC-equipped, EUROCONTROL NM Logon-listed ATN aircraft to log on to Maastricht UAC's data link address (EDYY).
If in the opinion of the pilot or ATC CPDLC should no longer be used in the given circumstances, CPDLC shall be discontinued or terminated and the other party shall be informed thereof by voice communication.
To increase acceptance and use of CPDLC, it is very important to confirm and execute all CPDLC uplinks promptly. Flight crews shall ensure that they only execute uplink (UL) instructions from the same ATC unit they are in VHF contact with as well.
Air carriers wishing to conduct CPDLC in the Amsterdam UTA shall register their latest avionics status with EUROCONTROL NM data link performance monitoring, at least four weeks prior to the AIRAC date before their first planned flight using CPDLC.
No inquiries shall be made via radiotelephony. Contact for operational questions:
MUAC Datalink Team
Eurocontrol MAS-UAC
6191 AC Maastricht-Airport
The Netherlands
Email: [email protected]
Technical issues can be reported to the EUROCONTROL data link services central reporting office (DLS CRO) in the Jira ticket tool. Usage is described: https://ext.eurocontrol.int/WikiLink/index.php/How_to_use_the_DLS_CRO_Issue_Management_Tool.
Pilots shall file their correct aircraft 24-bit Mode-S address code in the flight plan item 18 CODE/ (6 hexadecimal characters).
In the Maastricht UAC area of responsibility voice communication and/or radiotelephony instructions have priority over CPDLC instructions at all times. However, a clearance requested by the pilot via CPDLC shall subsequently be issued by the controller via CPDLC, a clearance requested via radiotelephony shall be issued via radiotelephony.
Only if the controller explicitly requests a voice read-back, the following phraseology should be used by the pilot: e.g. "Call sign – confirming CPDLC climb FL 370".
Clearances shall not be executed until the WILCO message has been sent.
If uncertainty arises regarding a data link message, voice communication shall always be used. CPDLC exchanges with Maastricht UAC shall only be conducted when the aircraft is actually under control and responsibility of Maastricht UAC.
All data link-equipped aircraft included on the EUROCONTROL NM data link performance monitoring ATN Logon list that enter Maastricht UAC airspace are required to log on to EDYY. Aircraft which do not qualify for NM data link performance monitoring function (DPMF) Logon listing, should refrain from log on attempts to avoid deterioration of the VHF data link (VDL) Mode 2 performance.
This improves air traffic safety during VHF frequency interference and failures, adverse weather and traffic congestion. It also mitigates the consequences of a LOST COM.
Data link capability is displayed on the radar screens at Maastricht UAC and the controllers will request appropriately equipped aircraft to LOG ON. CPDLC capability shall not be mentioned on VHF.
Pilots can expect to receive data uplink messages especially during periods of high traffic volume. Pilots are requested to always confirm data uplink messages as soon as possible with WILCO.
Pilots may receive ATC instructions via data uplink messages. Pilots may request changes to flight levels (ascent or descent) or clearance direct to a point on their route via data downlink messages.
The pilot response to a data link ATC instruction to change the communication channel shall be WILCO. If the pilot is unable to comply with this data link instruction, he shall revert to voice communication to inform ATC.
When an aircraft is transferred by data link to an adjacent sector/ATC unit, the pilot shall acknowledge the instruction by WILCO, and shall then contact the next sector/ATC unit by voice communication on the instructed VHF channel.
A "check stuck microphone" instruction may be sent by ATC in circumstances where an aircraft is inadvertently blocking a voice communication channel. If the "check stuck microphone" instruction relates to the RTF channel currently being used, the pilot shall check that their radio equipment is not causing the blockage. If the "check stuck microphone" instruction does not relate to the RTF channel being used, no further action by the pilot is required.
Pilots shall not use free-format free-text messages when communicating with Maastricht UAC via CPDLC. Use of such free-text messages will result in an error response.
Log-off is automatic on leaving Maastricht UAC airspace, no pilot action is required. Between Maastricht UAC and adjacent CPDLC equipped ATC units the ACM service will be used.
In case of a CPDLC failure, CPDLC clearances that have not yet been confirmed shall be repeated over radiotelephony and/or confirmed. If either the pilot or ATC consider that CPDLC should not be used in the prevailing circumstances, CPDLC shall be suspended or terminated and the other party shall be informed by voice communication.
In case of a scheduled shutdown or an unexpected failure of the CPDLC system, ATC will instruct all aircraft equipped with data link to return to voice communication. In case of an on board failure of CPDLC, the pilot shall return to voice communication and inform ATC.
The controller or pilot shall construct CPDLC messages using the defined message set. The following uplink clearances and instructions may be expected when using CPDLC with Maastricht UAC:
Vertical clearances:
Lateral offsets:
Route modifications:
Speed changes:
Contact/monitor/surveillance requests:
Air traffic advisories:
The following downlink requests may be sent by pilots using CPDLC with Maastricht UAC.
Vertical requests:
Speed requests:
Route modifications requests:
When using CPDLC, the maximum dialogue time is 120 seconds. CPDLC shall only be used for non-time-critical requests, i.e. requests that do not require the immediate reaction of the controller. Nevertheless, as in radiotelephony, the CPDLC messages shall be answered with the least possible delay. If the downlink request is cut off because the time limit was exceeded, the pilot should repeat the request via radiotelephony.
The co-ordinates listed in the tables refer to the transmitting antennae.
The co-ordinates of the receiving antennae of DF-stations are not given.
Close-down periods of VDF stations and VDF channels for technical reasons will not be notified by NOTAM.
If stations have the possibility of direction finding the abbreviation VDF is inserted in the column "Remarks" against the appropriate channel.
The expressions designated operational coverage or designated operational range and/or height as used will mean the following:
The range or height to which an aid is needed operationally in order to provide a particular service.
The designated operational coverage consists of the designated operational range and height.
The achieved ILS reference datum is a point at a specified height located vertically above the intersection of the runway centre line and the threshold, through which the downward extended straight portion of the ILS glide path, measured and averaged between the points 1830 M and 300 M from threshold, passes.
The values of the achieved ILS reference datum height will only be given on the relevant instrument approach chart (AD 2.24).
On all civil airports in the Netherlands the existing ILS glide path installations have a glide path angle of 3 degrees and a front course sector angle of ± 35 degrees. Normally these values will not be given in AD 2.19; however deviating values will be published.
The mentioned classification indicates that the performance of the ground equipment of the instrument landing system conforms to the ICAO requirements in Annex 10 Vol. I for the relevant category (see attachment C Vol. I item 2.14).
For TACANs used by civil aviation only details regarding the DME-elements are provided.
Only close-down periods or periods of unserviceability of the TACAN EHV will be notified by Civil NOTAM.