| IATA/ICAO CODE: |
AMS/EHAM |
| CITY: |
Amsterdam |
| COUNTRY: |
The Netherlands |
AIRPORT CONTAC
No
changes reported by the airport in 2008
Verify information below with the airport
| Name: |
M. Van der Meer |
J.N. Blom MsC |
| Title: |
Advisor Physical Capacity |
Advisor Environmental Capacity |
| Airport: |
Amsterdam Schiphol Airport |
Amsterdam Schiphol Airport |
Address:
|
Department of Capacity Management
Amsterdam Schiphol Airport
P.O. Box 7501
1118 ZG Schiphol
The Netherlands
|
Department of Capacity Management
Amsterdam Schiphol Airport
P.O. Box 7501
1118 ZG Schiphol
The Netherlands |
Phone:
|
+31 20 601 2907 |
+31 20 601 3117 |
| Fax: |
+31 20 601 3567 |
+31 20 601 3567 |
| Email: |
Meer_M@schiphol.nl |
Blom_J@schiphol.nl |
| Name: |
Jop van Unnik |
| Title: |
Commercial Manager |
| Airport: |
Amsterdam Schiphol Airport |
Phone:
|
+31 20 601 4346 |
| Fax: |
+31 20 601 3454 |
| Email: |
UNNIK_J@schiphol.nl |
| Airport Web Site:
www.schiphol.nl |
ELEVATION: - 11 ft.
| RUNWAY
INFORMATION |
| Orientation |
Length
(m) |
Displaced
Threshold (m) |
Glide Slope(deg) |
Width (m) |
| 18L/36R |
3400 |
- |
3 |
45 |
| 18C/36C |
3300 |
36C/450 |
3 |
45 |
| 18R/36L |
3800 |
18R/270 |
3 |
60 |
| 04/22 |
2014 |
- |
3 |
45 |
| 06/24 |
3500 |
06/250 |
3 |
45 |
| 09/27 |
3453 |
09/90 |
3 |
45 |
NOISE ABATEMENT PROCEDURES
| See AIP Netherlands EHAM AD2.21 for details.
The following departure and arrival procedures have proved to
be highly efficient in respect of noise abatement in the vicinity
of the airport. Except for safety reasons or otherwise instructed
by ATC, aircraft shall adhere to these procedures.
Departure
The procedure for jet airplanes is the ICAO Take-off and climb
procedure A
| To 1500 ft AMSL |
a. Take-off power
b. Speed: V2 + 10 to 20 KT (or as limited by body angle)
c. Appropriate flap setting |
| 1500 ft to 3000 ft AMSL |
a. Climb power
b. Speed: V2 + 10 to 20 KT
c. Maintain previous flap setting |
| After passing 3000 ft AMSL |
a. Retract flaps on schedule
b. En route climb
|
| 3000ft AMSL to FL 100 |
MAX 250 KT IAS |
Note: operators/aircraft types not able to comply
with the above take-off procedures are requested to inform
the airport authority by sending copies of the take-off procedure
in use to:
By Post:
Amsterdam Airport Schiphol
Department of Capacity Management
P.O. Box 7501
1118 ZG Schiphol Airport
By Fax:
+31 (0) 20 601 3567 |
Minimum noise routing
The standard instrument departure routes avoid residential areas
as much as possible and must be considered minimum noise routes.
Arrivals (all airplanes)
For RWY 06 and RWY 18R RNAV low-noise procedures for
jet aircraft will be used between 2200-0500(2100-0400), otherwise
aircraft will be radar vectored towards interception of final
leg at 3000 ft AMSL.
Reduced Flaps
For noise abatement using a reduced flaps landing procedure is
recommended. However, use of this procedure is subject to the
captian's decision and safety prevails at all time. |
AIRPORT CURFEWS
| Operational Restrictions at Amsterdam
Airport Schiphol
As of March 25, 2001 (start of summer season 2001), the operational
restrictions as specified below will be effective:
1. Aircraft which are certified in accordance with the noise
standards of ICAO Annex 16 Chapter 2:
- Take-off and landing is not allowed
2. Aircraft which are certified in accordance with the noise
standards of ICAO Annex 16 Chapter 3, 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 aircraft equipped with engines with bypass ratio <=
3, new operations are not allowed.
- For aircraft equipped with engines with bypass ratio <=
3, takeoff and landing is not allowed between 17:00 and 07:00
(1600-0600).
- For aircraft equipped with engines with bypass ratio >
3, it is not allowed to plan take-offs between 22:00 and 05:00
(2100-0400).
3. Aircraft which are certified in accordance with the noise
standards of ICAO Annex 16 Chapter 3, 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 5 EPNdB or more
- No restrictions.
|
REDUCTION ENVIRONMENTAL BURDEN
| In order to reduce the environmental burden, arriving aircraft
equipped with 3 or 4 engines should taxi from the landing runway
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 aircraft. |
PREFERENTIAL RUNWAYS
| See
AIP Netherlands EHAM AD2.21 for details.
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, visibility and cloud base criteria are directives
for the selection of the runway combinations from the preferential
sequence. These directives are in accordance with the guidance
material laid down in Annex 16 ICAO (Aircraft noise).
- deviations form an assigned runway in order to obtain a shorter
taxi route, departure or approach pattern are not permitted.
Due to noise abatement procedures, the use of a non-preferential
runway for takeoff and 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 braking action on the runways is below certain standards
- when heavy showers are observed or wind shear reported in the
vicinity of the airport
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 sequences is subject to noise load developments.
Therefore the preferential sequence for selecting runways may
change in any given period.
Runway availability
1. Runway 18R is not available for departures and Runway 36L is
not available for arrivals
2. From 2200-0500 (2100-0400) Runway 36C is not available for
departures and Runway18C is not available for arrivals
3. Runway 36R is not available for departures and Runway 18L is
not available for arrivals.
4. From 2200-0500 (2100-0400) Runway09/27 is not available for
departures or arrivals
5. From 2200-0500 (2100-0400) Runway 24 is not available for arrivals
6. From 2200-0500 (2100-0400) Runway 04/22 is not available for
departures or arrivals
7. From 2200-0500 (2100-0400) Runway 18L is not available for
departures
8. From 2200-0500 (2100-0400) Runway 36R is not available for
arrivals.
Deviations from the restrictions for arrivals on Runways 18C,
18L, 09/27, 24 and 36R shall be made if no other runway is available
or usable.
Deviations from the restrictions shall be made if necessary for
rescue or relief (e.g. emergency) operations.
Reverse Thrust
During daytime 0600-2200 (0500-2100); After landing, the use of
idle reverse thrust is advised on all runways except 04/22, safety
permitting. To achieve the highest possible runway capacity, runway
occupancy times are to be reduced to a minimum.
During nighttime 2200-0600 (2100-0500): After landing, reverse
thrust above idle shall not be used on any runway, safety permitting.
|
OPERATING QUOTA
In the year 2001 there was a maximum of 440,000 commercial air
traffic movements and in the year 2002 a maximum of 460,000 commercial
air traffic movements was allowed. In 2003 these operating quota
for Amsterdam Airport Schiphol have been replaced by another system
with no specific limit on the annual number of movements but a total
noise volume (TVG) for Lden and Lnight, and maximum noise levels
in 35 enforcement points Lden and 25 points Lnight. Actual maximum
(night) capacity is dependent of actual scenario.
Due to environmental constraints Amsterdam Airport Schiphol has
a limited number of slots during the night period. Airlines are
not allowed to operate between 2200-0600 (2100-0500) without a slot
applicable to this period. |
ENGINE RUN-UP RESTRICTIONS
1. Engine test running is only allowed on dedicated
locations.
2. From 2200 – 0600 (2100 – 0500) reverse thrust above idle shall
not be used safety permitting |
APU OPERATING RESTRICTIONS
| In order to reduce the environmental and noise burden, aircraft
are urgently requested not to use APU at Schiphol Airport. Use can
instead be made of external power supplies, i.e. 400 Hz 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 aircraft systems. |
NOISE BUDGET RESTRICTIONS
| In order to guarantee that the total annual noise load around
Amsterdam Airport Schiphol will not exceed the legal limits the
airport is fully coordinated. This means that in order to operate
a slot is needed from the Slot coordinator. Slot coordination is
meant to provide a neutral, transparent and nondiscriminatory system
for allocating the available noise capacity within the legal noise
limits. The initially declared capacity for Winter season 2005/2006
is 180.000 and for the Summer season 2006 270,000 movements. The
slot coordinator should stimulate airlines to operate into Amsterdam
Airport Schiphol with quieter aircraft when allocating the slots
to the airlines. However, no specific noise budget per airline is
into place at Amsterdam Airport Schiphol this moment with regard
to the slot allocation process. |
NOISE SURCHARGES
| Note: There are two noise charges in effect at the airport - one
charged by the airport and the other by the government. Shown directly
below is that airport's noise charge and listed after this is a
link to the government noise charges. |
NOISE MITIGATION/LAND USE PLANNING PROGRAM
INFORMATION
| Type
of Program |
Date
Implemented |
Status |
| Sound Insulation (Residences
and Public Buildings) |
Phase 1:
1984-1997 |
4,320 houses |
| Phase 2:
1997-2005 |
6,700 houses ready |
| Phase 3:
2005 and later |
1,140 houses in 2005
Insulation because of the new runway system: a new estimation of
the scope of the program will be made in 2005. |
| Source of Noise Mitigation Program |
- |
Amsterdam Airport Schiphol collects on
behalf of the Dutch government a noise charge. The charge is dependent
on the certification noise levels. This charge will be collected
until the airlines have paid back all cost. (see charges) |
| Acquire Land for noise Compatibility to
date |
2003 - 2005 |
Since 2003 the new runway and noise limits
are in force. 43 houses and 11 other buildings have to be demolished
because of noise limits. 82 houses and 21 buildings have to be demolished
for external safety reasons. |
| Demolition costs |
2003 - 2005 |
Amsterdam Airport Schiphol collects on
behalf of the Dutch government a charge for demolition, claims and
dialing with complaints of € 0,50 per ton MTOW. This charge
will be collected until the airlines have paid back all cost (see
charges). |
| Total costs of noise mitigation program |
- |
Insulation:
Phase 1: € 127 million
Phase 2: € 395.8 million
Phase 3: max. €99 million (a new estimation will be made
in 2005)
buy up / demolition noise: € 22.8 million
buy up demolition external safety:
€ 39.8 million |
| Noise contours |
- |
Demolition: buildings within the 65 Ke
and 78 dB(A) Lden contours
Insulation: buildings within the 40, 50 and 60 Ke noise contour
for the 24 our period and Laeq = 26 dB(a) for the night . |
| House within the contours |
1984-2005 |
In phase 1 and 2 17,000 houses were
issue for consideration. This was before opening of the new runway.
Ca 8,000 houses will be actually isolated, on March 1st 6,867
have been completed. |
| 2005 and later |
The amount of house that will be eligible
for insulation because of the opening of the new runway will be
determined in 2005. |
NOISE MONITORING SYSTEM
Amsterdam Airport Schiphol has a noise monitoring system installed
called NOMOS. The manufacturer is Lochard Environment Systems. Currently
24 fixed unit’s and 1 mobile unit are operational. The noise
monitoring system is being used for information purposes only and
is from mid 2005 publicly available online. It provides real-time
and historical noise data from the noise monitoring stations. (www.schiphol.nl)
 |
| Locations NOMOS noise monitoring stations, coordinates
are given in "Rijksdriehoek stelsel"
grid. |
| Meetpost |
Location |
X-coordinaat |
Y-coordinaat |
| 1 |
Zwanenburg |
110.980 |
488.000 |
| 2 |
Zwanenburg |
111.850 |
487.500 |
| 3 |
Amsterdam Osdorp |
114.140 |
485.875 |
| 4 |
Leiden |
95.380 |
466.020 |
| 7 |
Amstelveen |
117.970 |
479.350 |
| 9 |
Aalsmeer |
114.800 |
476.720 |
| 10 |
Aalsmeer |
113.100 |
475.250 |
| 11 |
Aalsmeer |
111.270 |
475.800 |
| 12 |
Rijsenhout |
108.880 |
475.000 |
| 13 |
Leimuiden |
105.880 |
471.040 |
| 14 |
Abbenes |
100.821 |
472.176 |
| 15 |
Nieuw Vennep |
102.960 |
474.925 |
| 16 |
Hoofddorp |
107.650 |
478.700 |
| 17 |
Hoofddorp |
107.050 |
481.000 |
| 18 |
Haarlem - Schalkwijk |
105.300 |
485.670 |
| 19 |
Spaarndam |
107.570 |
492.220 |
| 20 |
Amsterdam ZO |
125.200 |
481.700 |
| 21 |
Zaanstad-Assendelft |
111.924 |
498.244 |
| 22 |
Castricum |
106.484 |
507.119 |
| 23 |
Oostzaan |
120.389 |
494.299 |
| 24 |
Heemskerk |
106.328 |
501.750 |
| 25 |
Uithoorn |
116.077 |
473.223 |
| 26 |
Velserbroek |
106.075 |
494.758 |
| 50 |
Runway 36R |
113.389 |
478.231 |
| 92 |
Lijnden |
112.072 |
485.047 |
FLIGHT
TRACK MONITORING SYSTEM
| See information under Noise Monitoring System |
NOISE LEVEL LIMITS
CHAPTER 2 RESTRICTIONS
| Chapter 2 airplanes >75,000 lbs are banned from
operating at airports in EU Member States as of April 1, 2002. |
CHAPTER 2 PHASEOUT
| From April 1, 2002 all civil subsonic jet airplanes>75,000
lbs operating at airports in EU Member States must comply with the
standards specified in Part II, Chapter 3, Volume 1 of Annex 16
in accordance with EU Council Directive 92/14/EEC. |
CHAPTER 3 RESTRICTIONS
6. RESTRICTIONS FOR CHAPTER 2 AND MARGINAL CHAPTER 3 AIRCRAFT
Take-off and landing is not allowed for aircraft which are certified
in accordance with the noise standards of ICAO Annex 16 Chapter
2. Aircraft certified in accordance with the noise standards of
ICAO Annex 16 Chapter 3, 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:
1. For aircraft equipped with engines with bypass ratio <=
3, new operations are not allowed.
2. For aircraft equipped with engines with bypass ratio <=
3, take-off and landing is not allowed between 1700-0700 (1600-0600).
3. For aircraft equipped with engines with bypass ratio >
3, it is not allowed to plan take-off between 2200-0500 (2100-0400).
Times between brackets are the times during the summertime period.
|
|