1.2.2.1 Contents

The en route clearance will be issued after start-up clearance has been given by Rotterdam Delivery. An en route clearance contains:

1. Clearance limit: airport of destination.
2. Standard instrument departure (SID).
3. SSR code.
4. Departure instructions if applicable.
5. CTOT if applicable.

Example of an en route clearance: "KLM345 cleared to London, SOMEL 1A Departure, squawk 2123, slot 25".

1.2.2.2 Standard instrument departures

The instrument departure procedures are laid down in standard instrument departures (SIDs). SIDs are designated in accordance with ICAO Annex 11. SID designation is composed of the following elements:

• a basic indicator, i.e. a significant point.
• a validity indicator, i.e. a number from 1 to 9 indicating the valid version of a specific SID.
• a route indicator, i.e. a letter representing the runway where the SID begins.

SIDs are published for RWY 06 and 24.

1.2.2.3 Departure instructions (Contents item d.)

Instructions containing deviations from the standard instrument departure may be added to the en route or take-off clearance. These instructions may comprise an opposite turn after take-off, maintaining a specified heading or temporary altitude restrictions; this additional instructions amend the relevant part of the SID only.

1.2.2.4 General instructions

1. Climb as rapidly as practicable to at least 2000 ft AMSL.
2. VOR radial interception angle: in principle 45°. If the indicated angle exceeds 45° initiate turn in due time in order not to overshoot the radial.

1.4.1.1 Procedures and constraints

• Transition altitude: 3000 ft AMSL.
• SIDs are based on an average climb rate of 2000 ft/min.
• SIDs have to be considered as minimum noise routings which shall be strictly adhered to.
• 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.
• For continuous routings and crossing conditions on ATS routes as applicable see paragraph 1.4.3.

1.4.1.2 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.

1.4.1.3 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.

1.4.1.4 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 the RWY 06 SOMEL 1A and TULIP 3A SIDs 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 the SOMEL 1A and TULIP 3A SIDs:

1. [SOME1A] or [TULI3A] is the standard designator where only fly-over and fly-by turns are applied;
2. [SOM1AY] or [TUL3AY] 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.

2.3.3.1 General

The RNAV ROT 1R approach procedure in the Rotterdam TMA is developed with the following safeguards:

• The RNAV part is completed on entering the intermediate segment in which ILS-LOC interception takes place.
• A radar display showing the position of the aircraft is available to ATC.

2.3.3.2 Clearances and constraints

Pilots may be instructed to fly the RNAV ROT 1R approach to ILS RWY 24.

• This RNAV approach procedure starts at the IAF ROT.
• The clearance for the RNAV approach procedure includes the clearance to execute the subsequent ILS or LOC instrument approach procedure.
• Once the crew reports to be established on the final approach segment, the transfer to Rotterdam TWR will take place. Landing clearance will be issued by the TWR controller.

Further details are published in paragraph 2.6.2 and on the relevant instrument approach chart AD 2.EHRD-IAC-24.2.

2.3.3.3 Aircraft and operator requirements

For the use of the RNAV approach procedure 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 use GNSS as the primary navigation sensor.
• The operator must hold an RNAV1 or P-RNAV operations approval issued by their state of registry, which is compliant with the JAA Temporary Guidance Leaflet No. 10 (TGL-10) or equivalent.
• Pilots must pay special attention to the large ILS interception angle of 88 degrees and the reduced length of the intermediate segment of 2.2 NM. The length of the intermediate segment is shorter than the ICAO minimum in case of an ILS interception angle of more than 60 degrees (3.0 NM).

2.4.1.1 Final approach procedure

ILS approaches can be made to RWY 06 and 24. Instrument approaches to RWY 06 and 24 can be made with the assistance of VOR RTM. When radar control is exercised the aircraft will be directed to a position, from which a final instrument approach or a visual approach can be made.

2.4.1.2 Visual approach

A visual approach will only be allowed or offered if visibility >= 5 km and ceiling >= 1200 ft AMSL. To minimise noise nuisance aircraft executing a visual approach shall intercept the final approach leg at an altitude of at least 1000 ft AMSL, unless residential areas can be avoided.

2.4.1.3 Circling approach

For each runway at Rotterdam Airport a circling approach may be allowed or offered. For OCA (OCH) see relevant instrument approach chart AD 2.EHRD-IAC-xx.x.

2.4.2.1 General

All turns shall be the shortest turn and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

2.4.2.2 Missed approach procedure during instrument approach

See relevant instrument approach chart AD 2.EHRD-IAC-xx.x.

2.4.2.3 Missed approach procedure during visual approach

Turn to the intended landing runway, intercept the runway track MAG of that runway while:

1. When visual:
   • remain visual and inform ATC, or
2. When unable to remain visual:
   • climb to 2000 ft AMSL and inform ATC.

2.4.2.4 Missed approach while circling to land

Inform ATC immediately. Start climbing and complete the turn to the intended landing runway (see figure). Intercept the MAG track of that runway while climbing to 2000 ft AMSL.

the indicated situation is applicable for an initial instrument approach to RWY 06. Circling approaches southeast of RWY 06/24 and extended centre line are prohibited.

2.5.3.1 Traffic via standard arrival route, outside standard arrival route or vectored to final approach (except RNAV approach)

• Proceed according to the current flight plan route to the appropriate holding fix (MASOS, ROT).
• Maintain the last cleared and acknowledged flight level or altitude.
• After arrival over the holding fix intercept the holding pattern.
• For MASOS commence descent to FL 050 at or as near as possible to the ETO over the holding fix.
• For ROT commence descent to 2000 ft AMSL at or as near as possible to the ETO over the holding fix.
• After reaching FL 050 or 2000 ft AMSL leave the holding fix and carry out an instrument approach procedure to the received and acknowledged runway (see AD 2.EHRD-IAC-xx.x).

2.5.3.2 Traffic inbound ROT cleared for the RNAV approach and traffic inbound ROVOX

• Traffic inbound ROT cleared for the RNAV ROT 1R approach shall proceed to ROT and execute the approach procedure to RWY 24.
• Traffic inbound ROVOX shall proceed to ROVOX and execute the approach procedure to RWY 24.

2.5.4.1 General

All turns shall be the shortest turn and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

2.5.4.2 Missed approach procedure during instrument approach

See relevant instrument approach chart AD 2.EHRD-IAC-xx.x.

2.5.4.3 Missed approach procedure during visual approach

Turn to the intended landing runway, intercept the runway track MAG of that runway while:

1. When visual:
   • remain visual and execute a circuit for that runway or
2. When unable to remain visual:
   • climb to 2000 ft AMSL,
   • when reaching 2000 ft AMSL start the shortest turn to NDB ROT,
   • in case a visual approach was made to RWY 06: proceed to locator PS, or
   • in case a visual approach was made to RWY 24: proceed to locator RR, and
   • execute the instrument approach procedure as depicted on the relevant approach chart AD 2.EHRD-IAC-xx.x.

2.5.4.4 Missed approach while circling to land

Start climbing and complete the turn to the intended landing runway (see figure). Intercept the MAG track of that runway while climbing to 2000 ft AMSL. When reaching 2000 ft AMSL start the shortest turn to NDB ROT. In case the instrument approach was made to RWY 06: after NDB ROT proceed to locator PS and execute the instrument approach procedure again. In case the instrument approach was made to RWY 24: after NDB ROT proceed to locator RR and execute the instrument approach procedure again.

the indicated situation is applicable for an initial instrument approach to RWY 06. Circling approaches southeast of RWY 06/24 and extended centre line are prohibited.

2.6.3.1 ROT 1R approach RWY 24

4.4.2.1 RWY 06

1. Always stay inside the designated circuit area.
2. Lefthand circuit, altitude 500 ft AMSL.
3. After passing the red/white markers along the runway turn to crosswind leg.
4. Downwind leg is marked by the orange coloured VHF COM station and the orange coloured container.
5. Turn base leg after passing the Delftsche Schie.
6. Touchdown at threshold RWY 06.

4.4.2.2 RWY 24

1. Always stay inside the designated circuit area.
2. Righthand circuit, altitude 500 ft AMSL.
3. Turn crosswind leg after passing the Delftsche Schie.
4. Downwind leg is marked by the orange coloured VHF COM station and the orange coloured container.
5. Turn base leg abeam the normal threshold RWY 24.
6. Touchdown at displaced threshold.

4.5.3.1 Via ROMEO and MIKE Arrival

1. In case of communication failure before joining the circuit leave the CTR according to the ROMEO or MIKE Departure and divert to an appropriate aerodrome.
2. In case of communication failure over or after a position from where to join the circuit (this is past the reporting point PAPA) execute a circuit for the last received and acknowledged runway as short as practicable. Make a full stop landing and vacate as soon as possible. In case of go around execute a similar circuit (be aware of the fact that your flight path could interfere with the flight path of other aerodrome traffic).

4.5.3.2 Via HOTEL Arrival

1. In case of communication failure before joining the circuit leave the CTR according to the HOTEL Departure and divert to an appropriate aerodrome.
2. In case of communication failure over or after a position from where to join the circuit (this is past compulsory reporting point TANGO) act in accordance with paragraph 4.5.3.1 item b.

4.5.3.3 Via a different route to the field

1. In case of communication failure before joining the circuit act in accordance with paragraph 4.5.4.
2. In case of communication failure over or after a position from where to join the circuit act in accordance with paragraph 4.5.3.1 item b.