1.2.4.1 Commercial aviation

1. Commercial aviation must always submit a request for the allocation of available landing and take-off slots to SACN and receive approval before operating.
2. At the IATA Schedules Conferences, slots for commercial aviation will be allocated for the next winter or summer season.
3. After the slot return date, well before the start of the season, a slot pool as described in Council Regulation (EEC) no 95/93 is being set up.
4. After the slot return date commercial aviation can submit requests for these pool slots to SACN.

1.2.4.2 General aviation

1. For landing and take-off at Schiphol Airport, general aviation must submit a request for the allocation of available ad hoc slots to SACN and await approval before operating.
2. General aviation is in principle not allowed to operate during the night between 2200-0600 (2100-0500).
3. The allocation of airport slots for GA will not start before the slot return date, i.e. 31 JAN for the summer season and 31 AUG for the winter season.
4. GA operators or their handlers will receive a slot identifier (ID) from SACN. They are requested to mention this slot ID in all communications about the slot and to file the slot ID in the flight plan item 18.
5. Requests for ad hoc slots must be submitted after the slot return date in GCR-SSIM format message to the above mentioned email address.
6. Ad hoc slots do not create historic precedence and may not be used for commercial aviation as defined above.
7. In close consultation with the Ministry of Infrastructure and Water Managementthe Environment, SACN may decide to allocate slots during the night for event driven flights with public interest on an incidental basis.

1.2.4.3 Exemptions

The following flights are exempted from having a slot in order to land or take-off at a co-ordinated airport:

1. Exemptions based on Council Regulation (EEC) no 95/93 as amended:
   1. State flights, including aircraft used for public service;
   2. Emergency landings;
   3. Humanitarian flights, including medical emergencies such as donor flights and flights where safety of life is involved.
2. Exempted VFR flights:
   1. VFR flights by helicopters;
   2. VFR flights by propeller driven aircraft with a MTOM < 5700 kg.

1.2.4.4 Force majeure

The following reasons could be considered as being beyond control and unforeseen:

1. technical failures and aircraft defects at previous stations and no alternative available within reasonable time;
2. return to airport because of in-flight failure (such as: bird strike) and the subsequent departure on the same day;
3. local ATC directives severely disturbing normal operations;
4. unforeseen ATC delays locally and/or en route (e.g. industrial actions, radar failures, political);
5. severe weather conditions at other stations and/or home stations;
6. limited runway use due to exceptional reasons at departure stations;
7. political instructions (for instance major events with possible effects on safety, state flights).

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.

3.3.1.1 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.

1.3.2.1 Airport collaborative decision making (A-CDM)

A-CDM at Schiphol Airport is a joint initiative between the aircraft operators (AO), ground handlers, ATC and the airport. The key aims of A-CDM are to facilitate the sharing of operational processes and data to allow better informed decisions to be made. A-CDM facilitates the optimal handling of turn-around processes at the airport.

TOBT represents the time that the ground handler and the flight crew estimate an aircraft will be ready, with all ground handling activities finished, all doors closed, and the boarding bridge and handling equipment removed.

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

1.3.2.2 Procedures

The ground handler sets an accurate TOBT. If an earlier departure is anticipated, or the TOBT can no longer be met, the flight crew must contact the ground handler as soon as possible to update the TOBT. TOBT adherence will be monitored and reported to the AO/ground handler.

Flight crew shall ONLY report ready to Schiphol Planner when:

1. all handling processes (doors closed, handling equipment removed, etc.) are finished and (if required) the push-back truck connected, the aircraft lifted and ready for immediate push-back, and
2. within TSAT window (TSAT +/- 5 MIN).

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

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

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

When instructed by Schiphol Planner, the flight crew shall directly contact Schiphol Ground and immediately comply with start-up, push-back and taxi permission. Since ATC planning of outbound traffic (involving en route clearance and co-ordination with adjacent ACCs) is based on the start-up time, any delay shall be reported to ATC immediately.

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).

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.

At Schiphol Airport performing a power-back using reverse thrust is not allowed.

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

Standard push-back directions from the stands are in force (see AD 2.EHAM-APDC.1), except on the K- and M-apron. To expedite traffic flow, instructions can be given for an "alternative push-back". The aircraft will then be pushed in the direction instructed by Schiphol Ground. During LVP (phase B, C and D) alternative push-backs are not allowed.

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 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.

1.3.3.2 Operational use of intersection take-offs

1. In principle all jet aircraft must use the full runway length available for noise abatement reasons.
2. ATC may assign an intersection take-off to any aircraft for operational reasons (e.g. sequencing due to lack of holding area or to avoid jet blast on intersecting runways).
3. Flights from S-apron departing from RWY 24 will be assigned intersection take-off TWY S8.
4. During low visibility procedures intersection take-offs are not allowed. Take-offs from RWY 24 intersection TWY S6 and S8 may be allowed at ATC discretion (see EHAM AD 2.22 paragraph 3). If intersection TWY S6 is in use during low visibility procedures, intersection TWY S7E will not be used.

1.3.3.3 Minimum runway occupancy time

Expedite runway line-up according to ATC instructions and make sure to commence the take-off roll immediately after take-off clearance is issued. Whenever possible, cockpit checks must be completed prior to line-up and any checks requiring completion whilst on the runway should be kept to the minimum required.
Flight crews not able to comply with the requirements above shall notify ATC as soon as possible.

1.3.3.4 Transfer to Schiphol Tower

Pilots of departing aircraft will be instructed by Schiphol Ground which channel they shall use. During peak hours air traffic in the vicinity of Schiphol Airport will be controlled by two tower controllers.

1.3.4.1 Jet blast hazard

A jet blast hazard exists when the following runway combinations are in use:

1.3.4.2 ATC wind reporting prior to take-off

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

1.3.4.3 Transfer to Schiphol Departure

Pilots of departing aircraft shall remain on TWR channel until passing 2000 ft AMSL. Contact Schiphol Departure as indicated below when passing 2000 ft AMSL and report altitude in order to verify SSR mode C (e.g. Schiphol Departure KLM 327, passing 2000 ft climbing FL 060 KUDAD 1S Departure).

Pilots shall select the proper departure channel (based on the SID route to the TMA boundary) as follows:

1. BERGI, BETUS, DENAG, IDRID, NOPSU, SPIJKERBOOR, VALKO, VOLLA and WISPA Departures:
   contact Schiphol Departure 121.205.
2. ANDIK, ARNEM, EDUPO, ELPAT, IVLUT, KUDAD, LARAS, LOPIK, NYKER, OGINA, RENDI, ROVEN, TORGA and WOODY Departures:
   contact Schiphol Departure 119.055.

These channels are also named in the relevant SID description.

When changing channel from Schiphol Tower to Schiphol Departure, initial contact shall consist of SCHIPHOL DEPARTURE, CALL SIGN, actual ALTITUDE and SID. If a flight is cleared on a heading for initial departure, the heading shall be used instead of the SID. Additional instructions e.g. altitude restrictions shall also be mentioned on initial contact with Schiphol Departure.

1.5.1.1 Procedures and constraints

• Transition altitude: 3000 ft AMSL.
• Pilots of departing aircraft shall remain on TWR channel until passing 2000 ft AMSL. When passing 2000 ft AMSL change to the appropriate departure channel for the relevant SID and report altitude in order to verify SSR mode C by ATC.
• Flights with destination Rotterdam or Lelystad are exempted from flying SIDs within the Schiphol TMA.
• SIDs have to be considered as minimum noise routings.
• Initiate turns in due time in order not to overshoot radials.
• Turn radii based on a 25° bank angle.
• Radial interception angle: 45°.
• MAX 250 KIAS below FL 100 unless otherwise instructed. In case ATC allows/instructs to accelerate beyond 250 KIAS for operational purposes, the speed limitations on early SID turns (MAX 220 KIAS) remain applicable and shall be respected.
• For continuous routings and crossing conditions on ATS routes as applicable see paragraph 1.5.3.

1.5.1.2 Additional departure instructions

Especially propeller-driven aircraft can expect additional departure instructions. These instructions may be added to the en route or take-off clearance and may comprise a specific heading or temporary altitude restriction. Such additives amend the relevant part of the SID only.

1.5.1.3 Application of RNAV

The Netherlands encourages the use of RNAV routes stored in a pre-programmed navigation database on board of aircraft. Although there may be differences between the RNAV and conventional description of a route (vertically: turn altitudes and/or laterally: turn anticipation effects), the resulting flight paths are considered identical by ATC. Therefore, flying the route using the RNAV coding from the navigation database will not result in route violations.
Furthermore:

• Connect FMS as early as possible.
• The EH-waypoints shall not be used in RTF procedures.
• Turn anticipation is mandatory for all waypoints except those which are underlined, these waypoints shall be overflown.
• The navigation aid (e.g. VOR) mentioned in the column "Expected path terminator" is for selection of MAG station declination only.

1.5.1.4 Application of radius to fix (RF) turns

For some SIDs, differences in the way the coding for these SIDs is processed by the various FMS systems may result in considerable track dispersion during turns. This track dispersion can be reduced by the application of radius to fix turns, which results in concentration of the aircraft flight path. Thus in order to enhance noise abatement, for relevant SIDs RWY 24 an alternative coding comprising a radius to fix turn is introduced.

To distinguish between the standard coding and the coding comprising the RF turn the letter "Y" has been added after the SID identification. Consequently two ARINC contractions are listed for relevant SIDs. As an example, the ARINC contractions for the SPIJKERBOOR 3K SID are given below:

1. [SPY3K] is the standard designator where only fly-over and fly-by turns are applied;
2. [SPY3KY] is the designator with the addition "Y" where the RF turn coding is applied.

In the ATC clearance, only the standard (unchanged) designator will be used without changes in the ATC clearance phraseology. This clearance allows for selection of either coding version as the resulting flight paths are considered identical by ATC.

For the use of the RF coding version the following requirements are applicable:

• The aircraft must be equipped with an FMS comprising a pre-loaded navigation database and a navigation display.
• The aircraft FMS must be capable of processing the RF path terminator.
• The aircraft FMS must use GNSS as the primary navigation sensor.
• The operator must hold a P-RNAV or RNAV1 operations approval issued by their state of registry which is compliant with the JAA Temporary Guidance Leaflet No. 10 (TGL-10) or equivalent.