EHAM/AMS == .JEPPESENAMSTERDAM NETHERLANDS EHAM/AMS == .

JEPPESEN AMSTERDAM NETHERLANDS

SCHIPHOL 29 FEB 08 (10-38) UI_@I&¥D I DEI SCHIPHOL 29 FE8 08 (10-3C) In-@IMO I DEI
.-~~'~
c SCHIPHOL D.p"lu" (RI

DEPARTURE INSTRUCTIONS o 121.2 Trans sit: 3000'

(J)
(f) ~;;~:
::::) AMGOD lX [AMGOIXj :::::)
;::)) RWY laC DEPARTURE
SIDs are minimum noise routings. r.: FOR DEPARTURE INSTRUCTIONS REFER TO 10-38

.;; REMAIN ON TOWER FREQUENCY UNTIl PASSING 2000',

Remain on Tower frequency until passing 2000', then contact SCHIPHOL ('()
Departure and report altitude In order to verify SSR mode C by ATC. !o... THEN CONTACT SCHIPHOL DEPARTURE

When changing frequency from SCHIPHOL Tower to SCHIPHOL

1-­ ~ MAX 250 KT BELOW FL 100

Departure, initial contact shall consist of SCHIPHOL Departure, callsign, ;~;;
:~i;;;
current altitude, SID and additional Instructions, e.g. altitude restric­
AMGOD GJ
lions. If a flight is cleared on a heading for initial departure, the
E':
(J
050 Spy 1,••••
(J
heading shall be used instead of the SID. \~;;: t:::.~N:J,5B;8E00341.1 BERGI ',.. "
<.., NS2 44.9 E004 21.5 i:)
Instructions containing deviations from SlOs (e.g. a specific heading or LL 000 I..:...
, At FL60

temporary altitude restrictions) may be added to take-off or enroule

clearance, especially for propeller-driven aircraft.

t:::._\~
.ClI.,.....
(or above, if in­

't,ucled by ATC)

ff unable to comply with crossing conditions Inform SCHIPHOL Delivery

0.45 RTM X ..
N52 43.2

before take-otf.
E004 21.B
N

~
Perform turns in due time and at 25° bank angle. NOT TO SCALE

Intercept radials at an angle of 45'.

If FMS navlgalion Is used pilots should connecl FMS as early as

possible.
The EH waypoints shall not be used when communicating with ATC.

fD113.3SPY1-
RWYs l8L, l8C, 36L, 38C:
SPIJKER800R ~
Expect additional departure instructions from Tower during Independent
parallel departure operations. .... N52' 32~;·EO·O;S 1.2
0

Iil: SCHIPHOL;-) ro:-: PAMPUS :;l

t .1.9~.:~. ~f.~ I
N52 19.9 E004 45.0
ID1.E:8._P~.M I
NS2 20.1 EOOS 05.5

EH828
"¢>NS2 21.5 E004 2S.3

f
"'"
V1

:\;:0
....
~~

~ II'

I!
r SCHIPHOL

I 3~.~:5...SH ~

N52 13.2 E004 33.5

Initial climb clearance FL60 hiaher level onlv when cleared bv ATe

ROUTING

184' track, at SPL 2.5 OME turn RIGHT, 234· track, Intercept PAM R-252, at 019 PAM turn

RIGHT, Intercept 330· bearing from CH, intercept RTM R-356 tDwards BERGI, at 045 RTM turn

LEFT, 300· track to AMGOD.

RNAV: THR laC - (500')· EH05l • EH009 (3000'+). EH02a - BERGI (FLSO)· AMGOO.

CHANGES: Chart r&indexed, © JEPPESEN, 2003, 2008. ALL RIGHTS RESERVED. CHANGES, SID AMGOD IX e"eblished, ANOIK StDs transferred. © JEPPESEN, 2003, 2008. ALI RIGHTS RESERVED.
EHAM!AMS == JEPPESENAMSTERDAM NETHERLANDS EHAM!AMS == JEPPESEN AMSTERDAM NETHERLANDS
SCHIPHOl 29 FEB OB (J 0.3K) U'WF'@'*' ImI SCHIPHOL 29 FEB 08 ~ I:nW"'Mffil ' ImI
>"t
SCHIPHOl Dopo"",O IR) C SCHtPHOl Dop.,,"ro (R) Apt Elev
119.05 Trans level: By ATC Trans alt: 3000'
o 119.05 .11) I Trans level: By ATC Trans alt: 3000'

ro (D
ARNEM lR [ARNE1R), ARNEM 1T [ARNE1T) ~!)
::;l ARNEM 1S [ARNE IS) ~n
::]
RWY 06 DEPARTURES r.:~l) RWY 24 DEPARTURE
FOR DEPARTURE INSTRUCTIONS REFER TO 10-3B 1:: FOR DEPARTURE INSTRUCTIONS REFER TO 10-3B

MSA ~::::
REMAIN ON TOWER FREQUENCY UNTIL PASSING 2000', SPL VOR ·('u REMAIN ON TOWER FREQUENCY UNTIL PASSING 2000',

THEN CONTACT SCHIPHOL DEPARTURE

FOR ROUTE CONTINUATION AFTER ARNEM
, L...,.
.
THEN CONTACT SCHIPHOL DEPARTURE

FOR ROUTE CONTINUATION AFTER ARNEM

j.....
.~:)<

REFER TO CHART 10-3X6 ii:i REFER TO CHART 10-3X6

r:!D
~ MAX 250 KT BELOW FL 100 a'~" ~ MAX 250 KT BELOW FL 100 ',u"
C) C)
;, .... l:,•••
() ()
L-r.... L;,...
ro: SCHIPHOL::I ro,-: PAMPU5:::l
I l~~.:~. ~f.~ I
D

N52 19.9 1004 45.0

ID1.l~:B.~P~_M I
N52 20.1 EOOS 05.5

ro: SCHIPHOL:;I ro,-: PAMPUS:::l

f ID .l.~~.:~. ~f.~ I 101.E:~_PfI..M I
~

N52 19.9 E004 45.0

,
NS2 20.1 E005 05.5

~
~ f "'<0
~'b.~
~b.
ARNEM
-------,06~ .,
N52 05.8
E006 04.6
--....b.~
tss-r=

y
6.
ARNEM
N52 05.8
E006 04.6

f""
EHB26
rSCHIPHOLl
NS2 10.3 £004 52.2
I 332 NY

N52 09.1 E004 45.9

rSCHIPHOll

I 332 NV

I
N

~ N52 09.1 E004 45.9

NOT TO SCALE
N

~
NOT TO SCALE

Initial climb clearance FL60 hiaher level only when cleared by ATe

SID ROUTING

ARNEM 1R Climb on 059· track. at 500' turn RIGHT, Intercept SPL R-l06 via IVLUT to

o ARNEM.

RNAV: THR 06 - EH018 - IVLUT (FLeO)· ARNEM.

ARNEM 1T
o
I Climb on 059· track, at 500' turn RIGHT, 182· track, at SPL R-132 turn LEFT,
Intercept SPL R-142 to 09 SPL, turn LEFT, Intercept 074· bearing from NV to

Initial ciimb clearance FL60 higher level only when cleared by ATe
ROUTING
IVLUT, intercept SPL R-l06 to ARNEM.
239· track, at SPL 4.2 OME turn LEFT, 119· track, at PAM R-226 turn LEFT, Intercept 074·

RNAV: THR 06 - (SOD') - EH036 (K220·) - EH017 - IVLUT (FLeO) - ARNEM.

bearing from NV to IVLUT, Intercapt SPL R-106 to ARNEM.

o Jet aircraft onty between 0600-nOOLT. 0 Only jet aircrafl between 2300-0600LT. RNAV: THR 24 - EH005 - EH008 (K220-) - EH026 - IVLUT (FLeO) - ARNEM.

CHANGES: Ref.rence nol.s; chart reindexed. © JEPPESEN, 2003, 'lOOS. All RIGHTS RESERVED. CHANGES: SID ARNEM 2X wi Indrawn: r.f.rence notes; chart reindexed. © JEPPESEN, 2003. 2008. All RIGHTS RESERVED.
 .

~
~
, ..
'~7"-<l56'
~)

4
04-43
'
04-44

For AIRPORT BRIEFING refer to 10-lP pages

04-49 --I
o ~~»IH'E
j. Vt~ 3:
39
LEGEND
Pilot of arriving ad. vacating the landing rwy
shall contact SCHIPHOl Ground immediately.
= d~-» I ..............

':
o Ramp LANDING RWY FREQUENCY ~::s:
A9 Taxiway 04/22 121.8 ~ V"
~.:
..0
52-22
H4 Hangar
06/14
09/27
121.7 0
121.8 :f
E
=
.~I;:v ~rf: d8iD~">
' m Remote holding/
De-icing area
18L/36R
IBC/36C
18R
121.8
121.8
121.9
}:

~a~ !Sf, ~
o Pi lots are s.r:ongly requested after having I:::

•.
obtained & read back the enroute clearance ~
to swi1ch w/o ATe instructions 10 0
"
SCHIPHOl Start·up.
o Information about expected RWY combination
related 10 5105, during peak hours. is
" ~
broadcasted on this Ireq.

.""
RUNWAY INCURSION HOTSPOTS
52.21J1

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CAUTION: 00 not li
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For Crew Training Use Only

,DDF /FRA :: JEPPESEN FRANKFURT/MAIN, GERMANY
EDDF/FRA :: JEPPESEN FRANKFURT/MAIN, GERMANY
FRANKFURT IMAIN 4 AUG 06 (@JB "1I;hZ o ];i 1:1;11 Ul&3
FRANKFURT IMAIN 4AUG06 ~ t'I:t:ZoUI,I;II:tiiINOl
":'."­ ::::1")
2. ARRIVA~ c 2. ARRIVAL c
() ()
2. 1. SPEED RESTRICTIONS (]:I
2.4.1.4. HALS OPERATION (j)
MAX 250 KT below FL I00 or as by ATC. ()) · Approach procedure: ({j

Nol applicable wllhin Airspace C. :::] An additional Instrument landing system (llS OME 26L) has been Installed. :~)
en
L:
en
· ATiS broadcasts: ~;::
2.2. NOISE ABATEMENT PROCEDURES c
8~tween 2300·0500LT all Inbound ACFT should expect clearances whereby final will
As soon as the HALS operations begin, the ATiS broadcast will provide pilots wilh .~:,:,
((1 the pertinent Information. (1)
be reached nol closer to the APT than: '-00 L•. ~
f­
- approximately 18 NM (RWYs 2SR/L) and "';I. · Use of procedure: "~
approximately 19 NM (RWYS 07L/R) from THR. ~;
lo....
Pilots who do:not wish to use the THR 26L approach procedure must explicitly
,....
(IJ
inform Frankfurt Approach when establishing initial contact.
;'nese "final.interception points" correspond to the GPS/FMS waypoints DF022 (J U
(RWYs 25L/R) and DF052 (RWYs 07L/R). The fly·by function of these waypo!nts is ~ .... ,­
not affected.
() • Taxi procedure: o
LL Two types of standard taxi guidance procedures wi!! be used for ACFT having u..
landed after use of THR 26L.
Pi loIs should subsequently expect a clearance for an ILS approach with GP ~ Guidance via TWY C and Intersection of RWY North.
Interceplion al 5000'. ~ Guidance via TWYs R, Wand A to destinations West of TWY H.

lro addilion pllolS should expect a clearance 10 descend below FL70 only 6 NM prior to 2.4. I. 5. METEOROLOGICAL AND FLIGHT OPERATIONS CONDITIONS
reaching the above mentioned points. Pilots should adjust their speed accordingly THR 26L will be used under the following conditions:
(approxlmalely 200·220 KT when leaving FL70) and are urgently requested to perform - Ground visibility Is 2400m or more;
their descent from FL70 as a continuous descent whenever possible. · Ceiling is approx. 400 ft (ceiling must be such that THR 26l Is in sight at outer
marker);
In the event of technical failure of the ILS equipment, i.e. the need to fly
- No tailwind prevails; ~
Ilon-precision approaches. descent clearances to 4000' will be issued.
- Braking action is good;
· All IlS DME facilities are fully serviceable;
Requests lor non-precision approaches for training purposes will be denied. · Lighting for use of THR 26L, including PAPI 26L, is fully serviceable.
2.4.2. HIGH INTENSITY RWY OPERATIONS (HIRO)
The above procedures will not be applied to:

. flighls with STS/HOSP

2.4.2. J .APPROACH
. flights In adverse weather conditions and
Approaching ACFT for which a parking position is designated on the Southern airport
- flights in emergency situations.
area shall advise LANGEN Radar on 120.8.

These ACFT and propeller·driven ACFT which park in the Easlern parI of the Northern

2.3. CAT II/III OPERATIONS apron wili preferably be assigned to RWY 07R/25L.

RWY 07L/25R and RWY 07R/2SL(excepl THR 26L) approved for CAT II/Ill operations,
special alrcrew and ACFT certification required. When changing frequency from LANGEN Radar to FRANKFURT Director Initial contacl
shall be restricted 10

FRANKFURT DIRECTOR & CALLSIGN

2.4. RWY OPERATIONS in order to avoid frequency congestion.

2.4.1. LANDING THR 26L When being transferred to FRANKFURT Tower Inilial contact shall consist of

2.4.1.1. GENERAL FRANKFURT TOWER, CALLSIGN & RWY.

Stlcond landing THR 26L established on RWY 25L in connection with the High Approach
Landing System (HALS).

7he HALS offers the possibility to reduce wake turbulence separation for ACFT of

categories Medium or Light to the permissible Radar separation minima. For this

purpose, RWY 2SL Is provided with a second landing THR designated as 26L.

2.4.1.2. DESCRIPTION OF THE SECOND LANDING THR 26L

rhreshold 26L Is only permitted for landings of ACFT with a maximum certified
take·off mass of less than 136,000 kg. THR 26L Is displaced by 4921'/1500m from
!anding THR 2SL. Simultaneous operation of two THRs on one RWY is not permitted.
2.4. ! .3. MARKINGS AND LIGHTING
for operation on THR 26l, special markings and lighting are installed which deviate
from the 'Guidelines for the Markings and lighting at APTs', as well as ICAO.
For detililed depiction reler to page 10·9H.
Lighting for THR 26L, including PAPI, will be kept working together with the edge
and centerline lights while operations are being conducted. Approach·, THR· and TDZ
lillhting 25L, as well as PAPI 25L, will be turned off when THR 26L is in operation.
 EDDF/FRA ~ ::JEPPESEN FRANKFURT /MAIN, GERMANY
EDDF/FRA ~ FRANK FUR I/ MAiN, Gt:I<MAN Y
FRANKFURT /MAIN 21 DEC 07 ~ NDB Rwy 25L
FRANKFURT /MAIN NDB Rwy 25R ...;::~:')
*ATlS Arrival FRANKFURT Towed *Ground
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() g ° 116.7 TAU .971' U
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FR Letr
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FR Letr
05.0 FRO
05.0 FRO
•• I Dl,4
FRO
'].AQ...-g 4000'
I Dl.6
FRO

I I I 5'

~~~1660'
Q

~M
I RWY 75t 362' 10.51 3.6 I 3.0 4.1 RWY 25R 364' 0.5
I
3.4 I 3.0 4.3

~d speed·K,-s I 110T 140 I 160T 180 AlSF·1I 02,5

180 ALSHI
09,0 : 5000'
L6J2~ 73718.3~ 9.8 :1~L,m
D.".nl C".dl.nl 5.2% REll
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9.8 FRD whichevo,
t lale, t
<l .Y\AP al 01.4 FRO PAPI
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........"
T
STRAIGHT·IN LANDING RWY 25L STRAIGHT·IN LANDING RWY 25R

MOAtH) 820'(458') MDA(H) 820' (456')

AlS out AlS out

.~ ~
RVR (200m RVR 1200m
RVR 2000m ~ I RVR 2000m

RVR 1600m ~ 0 RVR 1600m I I

@ Jff'P£S~N SANDERSON. INC .• 1999,2007. ALL RIGHTS RfSERVED, CHANGES; Mlutd epptoa,h. © JEPPESEN SANOUSON. INC., 1999. )001. AH RIGHTS RESERVED.
 EDDM/MUC ::JEPPESEN MUNICH, GERMANY EDDM/MUC ::JEPPESEN MUNICH, GERMANY
MUNICH ~ APR 08 (10, J P2) MI:a.j:i.:I:iIUI~til ~;),~ MUNICH HPR 08 (10.1 P3) MI:jiz.J:i. :l:41i1:aI~tC'\ :>",
1. GENERAL c 2. ARRIVAL ~::::.

() ('-';
"~ ..r

1. .4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (\) 2.1. SPEED RESTRICTIONS m
CIJ l~rl
::) MAX 250 KT below Fl 100 or as by ATC. Not applicable within airspace C.
1.4.1. OPERATION OF MODE S TRANSPONDERS WHEN ACFT IS ON THE GROUNP
ACFT operators shall ensure that Mode S transponders are able to operate when the
:::J
c.';i)
ACFT is on the ground. _.
.S 2.2. NOISE ABATEMENT PROCEDURES
Pilots shall select AUTO mode and assigned Mode A code.
2.2.1. REVERSE THRUST
II AUTO mode is not available, select ON (e.g. XPDRj and assigned Mode A code
under the following conditions: ....ro

j.......

When landing, reverse thrust other than Idle thrust shall only be used to an extent
j..,....
necessary for salety reasons.
· from the request lor push·back or taxi, whichever is earlier,

· after landing, continuously until the ACFT is fully parked on stand,

~ .~~;:;

· when fully parked on stand, select STBY.

"1
~ ..'i.,
t.._.
2.3. CAT II/lJI OPERATIONS (0
l,,_

c.::: RWYs 08L, OSR, 26L and 26R are approved for CAT !I/Ill operations, special aircrew Cl
Whenever the ACFT is capable of reporting ACFT ident (i.e. call sign used in flight). 1..... and ACFT certification required. t.....
() ()
the ACFT ident should also be entered from the request for push·back or taxi, LL L:...
whichever is ei!lrlier (through the FMS or the transponder control pi!lnel). ACFT crew 2. .4. RWY OPERATIONS
shall use the format for entry of the ACFT ident as defined in item 7 of the ICAO 2.4.1. INDEPENDENT PARAllEL APPROACHES ON RWYs 08l/o8R AND 26l/26R
flight plan (e.g. AFRb3BO, SAS589, BAW68PG). Following the conditions and procedures described below, independent parallel
approaches may be conducted for approaches on the parallel RWY system in all

To ensure that the performance of systems based on SSR frequencies (including meteorological conditions:

airborne TCAS units and SSR radars) is not comprised; TCAS should be selected when a) One approach radar system (ASR) is in operation.
approaching the holding poin.!. [t shall be deselected after vacating the RWY. b) Both parallel ILS systems are in operation; or
For ACFT taxiing without flight plan, Mode A code 2000 shall be selected. one of the two ILS systems is in operation while the localizer of the other is in
operation.
1.5. TAXI PROCEDURES
c) Radar separation of at least 3 NM, and/or 1000' vertical separation is
On the aprons ACFT must taxi on or along yellow, blue or orange taxiing guide lines.
maintained until both ACFT are stabilized on the localizer course within 25 NM.
d) For radar vectoring to the Instrument Landing System (ILS), i!I course is allocated.
Apron 10 and 11: When taxiing, pilol$ shall observe the restriction of the MAX showing an angle 01 not more than 3D' to the localizer course.
permissible wingspans lor the relevant taxiing corridors. e) After a change of frequency to aerodrome control, the air· traffic controller at the
aerodrome will take over the supervision of approaches with ASR until touchdown
TWY D3 orange and blue MAX wingspan 170' /52m.
or until the pilot.in·command reports "aerodrome in sight".
TWYs WI, 01, 03 orange and blue MAX wingspan 11S'/3bm.
f) If the air·traffic controller ascertains deviations in one of the approaching ACFTs
course which reduce the lateral separation, not only will the deviating ACFT be
1.6. PARKING INFORMATION requested to perform an evasive maneuver, but also the ACFT on the parallel
Visual Docking Guidance System available at stands 101,102,103,104,105, 107A. approach, even if the laller is flying on the correct final approach.
107B, 108, 109B,110, lIlA, l11B,112, 11M, 113B, lISA, 115B, 116, 117B, 118,
119,120,131·135,141·144,151·155, 161·165, 181·189,201·224,231·234,243·256, II the conditions under a) or bJ no longer apply. radar and/or vertical separation will
be provided immediatly.
305·317 and 901·907.
2.4.2. AVOIDANCE OF AN UNINTENDED CROSSING OF THE FINAL APPROACH
1.7. OTHER INFORMATION COURSE WITH PARAllEL RWYs WHEN RADIO CONTACT IS TEMPORARilY
[ RWYs 08L/2bR and 08R/26L grooved. IMPOSSIBLE
If an ACFT is on a radar vector which leads it to final approach course at an angle of
50' or less, or if ACFT has been cleared to a waypolnt located on the final approach
course, the pilot shall turn inbound to the final approach of the previously announced
RWY and shail adhere to the cleared altitude/flight level, unless the pilot has been
Instructed by ATC clearance to cross final approach course.
2.4.3. AIR TRAFFIC HANDLING
2.4.3.1. USE OF RWYs
For arriving ACFT via ROKIL/LANDU, RWY 08L/26R will basically essigned.
For arriving ACFT via NAPSA/SHOS, RWY OBR/26L will basically assigned.
Pilots, whose flight is supposed to be positioned at the stand.groups 700/800/900
and hangar I, 3, 4 should duly advise Approach Control. II traffic permits, these
II ights will be guided to RWY 08R/26L to avoid taxi delay on the ground.
When RWY vacated, contact Ground.
2.4.3.2. FREQUENCY CHANGE
While being transferred from MUNICH Arrival to MUNICH Director, initial call shall
be restricted to CALL SIGN only, in order to avoid frequency congestion.

© JEPPESEN. 20().l. 200S. All "aNTS RESERVED. © JEPPESEN. 200~, 200B. All RIGHTS RESERVED,
EDDM!MUC :UEPI='ESEN MUNICH, GERMANY EDDM!MUC ::JEPPESEN MUNICH GERMANY
MUNICH 4 APR 08 (10-IP4.) ,..tMt.j:i.:JiUil JiM ::~.", MUNICH 4APR08 (10-1PS) '~'I;lil.); •• :j:fidi~tCl ~;:l~.

2. ARRIVAL c 2. ARRIVAL ~:
Cl ()
2.4.3.3. HIRO HIGH INTENSITY RUNWAY OPERATIONS (J) 2.6.1.2. PROCEDURE (()
To achieve the highest possible rate/hour for arrivals alld departures, RWY (Il ACFT will be guided by Ihe approach control unit by means of radar vectoring and ij)

occupancy times are to be reduced to III minimum. :::) will be cleared for a continuous descent to tne intermediate approach altitude in ::::l
RWYs shall be vllcated via high speed turn-offs. 0, such a way that after reacning this Intermediate approach altitude on the localizer (1'f
.S course. aboul 1 NM will be left for Intercepting the glide path In level flight. This c:
Whenever RWY condit ions permit, the following or earlier high· speed turn-offs shall c Intermediate approacn segment will serve to reduce speed. ,~~
.~
-- -----
be used'
RWY Adt Turn off Intersection Dist from THR him
,.._. Intermediate approach altitude: 5000'. It Is assumed tnat the continuous descent
will be performed at a rate of 3D!) ft/NM (descent angle approx 3°), down to the
(Il
I-:~:
?:!: cleared altlt~de. :~
08L heavy A10 7415' / 2260m (\) ih
medium (JET) AS 5610' ) 1710m
U
\,.­

medium (PROP) I light AS 4167' / 1270m o.... If, for specific rea~ons (e.g. separation, airspace structure, obstacles), altitudes
above Ihe Intermediate approach altitude have to be Initially assigned, the~e !o....

08R heavy BIO 1218' I 220Dm o restrictions will be lifted early enough 10 allow a continuous descent at a rate of o
u_
I..L
medium (JET + PROP) I light 87 5184' / 1S80m 300 ft/NM.
26L heavy 86 7283' I 2220m
Details about tne distance from toucndown will be transmitted to the pilot togelner
medium (JET) 88 544b' I 16bDm
with the clearance for descent and usually at 20. 15 and 10 NM from touchdown. This
medium (PROP) I light BI1 380b' J 1160m
should enable the pi lot to correct the rate of descent as required.
26R heavy A6 7218' /2200m
medium (JET + PROP) I light A9 5184' J 1S80m In case of traffic situations allowing no COA (e.g. approaches of ACFT with
dilferent performance data), pilols will be informed by the notice NO COA
Plan earlier high-speed turn-offs only If vacallng RWY via Ihese exits is assured.
POSSIBLE. In this case, approaches must be conducted according to the previous
00 not vacate via TWY A7 and/or 89 unless advised by MUNICH Tower!
procedures.
In the inlerest of noi se abalement, from 2200·0600LT arriving ACFT should leave the
2.6.1.3. NOISE ABATEMENT
RWY during idle thrust via the high· speed turn-olfs stated above or later.
On approaches in accordance with the CDA. pilots are also expected to use tne
II is recommended to name Ihe respective hlgh·speed turn·off during the approach
approach techniques recommended for noise abatement In the vicinity of APTs (see
briefing (cockpit).
AIR TRAFFIC CONTROL page GERMANY-l).
2.6.2. AIR TRAFFIC HANDLING
2.5. TAXI PROCEDURES 2.6.2.1. PROCEDURE
ACFT shall establish radio contact with MUNICH Apron prior leaving area of ATC Arriving ACFT will be guided 10 final by radar vectoring or RNAV guidance
competency and taxi Independently as instructed by MUNICH Apron 10 the position (transitions/waypoints) .
assigned.
2.6.2.2. CLEARANCE LIMIT
Apron 10 and 11: ACFT will be taken over and guided by a follow-me car. With no further clearance issued, pilots have to consider Ine following clearance
limits of tne respective Standard Arrival Routes: ROKIL (via WLD), LANDU (via
Taxiing ACFT snould not deviate from centerl ine marking and lighting, except when oIMGA and DINOGj, NAPSA (via SSG) or BETOS (via OISUN).
advised by tne control unit. 2.6.2.3. HOLDING PROCEDURE
Expect holding overhead ROKIL/lANOU/TlLGO and NAPSA according 10 the arrival
2.6. OTHER INFORMATION route. RNAV·equipped ACFT are expected to enter published RNAV.holdings.
2.6.1. FUEL SAVING AND NOISE REDUCING ILS APPROACH PROCEDURES 2.6.2.4. COMM FAILURE PROCEDURE
(CONTINOUS DESCENT APPROACH· CDA) Only in tne case of communication failure nave pilots to proceed to the respeclive
2.6. J. I. GENERAL Initial Approach Fix MUN/MIQ, to nold overhead and execute a standard instrument
For tne purpose of fuel·saving and noise abatement during approacn tne following approach following Ihe published procedures.
approacn procedure is announced. It may be requested by the pi 101 or offered by the Pilots already cleared for a RNAV·lransltion snould follow the transition and
controller. It can be conducted only in connection with an ILS approacn. execute a standard instrument approach to Ihe respective RWY.

@ JEPP£SEN, 2004, 200S . .o.LlIr<;IilS R£~ERllEO. © JEPPESEN. 21)Q';woa. ALL RIGHT~ RESERVED.
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 EDDM/MUC EDDM/MUC ::JEPPESEN MUNICH, GERMANY
MUNICH MUNICH #!malagsiil I. SEP 07 0 U'ti4ft1 ILS or LOC Rwv oaR
*ATlS *ATIS MUNICH Radar lAPP)
. ?~"!
123.12 123.12 127.95 118.82 h::
WC LOC CAT IIIB ll!i CAT 1& II &
I CA T lilA IlS
o
IMNE IMSE 11)
RA 20' I Refer to ~I)
110.3 110.9 1 Minimums
::::.l
MISSED APCH: CI imb STRAIGHT AHEAD to D 1.0 East of DMS or 1900', C'~
~;;
whichever Is later, then turn RIGHT to MUN VOR climbing to 5000'.
I;::::
All Set: hPa liN on req) Rwy Elev: 53 hPa Trani level: By ATC Trans all: 5000' MSA "jf'l
;~~:
LOC: DME REQUIRED. MNW Letr j .
:~."
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023.0 WLO
n I H1!fl-eallres t r ic I ed
to CALL SIGN'1>~1
03200' within 10 N",.~
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20~~
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/
./ (/
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12.00 ...J...9"29'
3.0
2150'

LOC
2780'
"?:t~~::::::,,- . TCH so'

7.2 RWY 08L 1467' 7.0 3 .• RWY08R1486'

Gnd sQeed-Kt.
ILS GS 3.00' 0'
Loe Dest: Grad 5.2%
MAP.f MM/DI.6 DMN
120 I 140 I 160 I 180
647 I 755 I 862 I 970
PAPIiIl
­Ip
AISF·1I

!
01.0
Easl of I
DMN whichever
Is laler
1900'
I

t
Gnd .oee!i-Kts
ILS GS 3.00' 0'
toe OflSC Grad
MAP.f MM/DI.6 DMS
5.2%
120 I 140 I 160 I 180
6.7 I 755 J 862 I 970
AISF·1I
PAPt,
01.0
East of 1
I
1900'
OMS whichever

is later
I
t

"'-,-."JO STRAIGHT -IN LANDING RWY OSl STRAIGHT -IN LANDING RWY OSR
ILS lOC (GS out) ILS lOC (GS oul)
CAT illS CAT iliA I
CAT II CAT J I CAT 1118 I CAT iliA I CA T II CAT J MOA(I'I)

RA 103' RA 10 I' C: 1880'(394')

DAIH)
CAIH) DAIHd686'(200') 0:1910'(424')
RA 20' I RA 50' I 1567 ' (I 00') rf,f;T";:":;-~--:::;+'--'-'---,-T.T~
RA 20'1 RA 50'
. 11586'(100') FULL ALS out
RVR I RVR
ALS out

~~ I"'""""I t:1 ~
1000m 1800m
'"o
lL.

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.1- ..J... ---JI-_ _....L.. .l...._ _L-_ _.L.......1. --l
,,"'COm
RVR 300m RVR 550mlRvR 1000mi
I RVR
1400m
I
RVR
2000m
I I
I
"'L:C:::II~A":'N:':G:':fS':':"':M~$~A-.":'M:::IQ~N:::D':'B":'I,-.-qu-.-nc-v-.-:'M:::ln''':lm-um-.-.-----~@~J:::!P~p:::!S~£~N"':S":'AN":'D~£:::RS':'O":'N":', ":'":'."':2":'OD~1-.-AI":'I"':R":'IG":'H"':T":'S:::R!~S:::!R:::V:::!D:-l.
":"N":'C":'.-,1":'.•• CHANGES .. MSA. Minimums. C> JEPPESEN SANOeRSON, INC., 1999, '001. ALL RIGHJS RESEIViD.
 MUNICH, GERMANY EDDM/MUC IJtE¥ U.JEPPESEN MUNICH, GERMANY
MUNICH 6 OCT 06 ~ MUNICH
Apron 3 >. ADDITIONAL RUNWAY INFORMATION
USABLE lENGTHS ~
121.920 c I--- lANDIN BEYOND- C
o RWY I Threshold Glide Siooe TAKE·OFF IWlnTH o
(J) OBlO 1 HIRl Cl AlSF·lI TDZ PAPI-l 13.0·) 0 RVR 12,010'3661m lQ7' Q)
(fi 26R 1 HlRl Cl AlSF·lI TDZ PAPl·l 3.0· 0 RVR 12 090' 3685m 0 60m (J)
:::J o grooved :::J
o.

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'(~
- ~t·
". ·;~Q.··7~§
c;

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.
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c
o
o
o
HST·A5, A8, AIO & A12
HST·A9, A6 & A~
TAKE·OFF RUN AVAilABLE
RWY 26R:
0)
.5:
C'

. ~ ~:..C:l
~
,; 00 RWY 08l: 1:1)
.. ..
~

I"w~~~L
I..... 13,123'(4000m) "-
-0 a..
Z u :;;
I······
From rwy head From rwy head 13,123'(4000m)
f··..·
t.• ~
~
~ ~ Iwy A3 Int 12,467'(3800m) twy A13 Inl 12,~67'(3800m)

~/ ~C) :;;
t -:" ........
I. -:-lJ-n\~ ..
a..
C -.= X.
< u
C

~~~
lWy A4 Int 9252' (2820m) twy AI2 Inl 9121'(27BOm)
~~~
1l ~WWi
o w 0> ~

- on o Z
"
w
C
0 :9
0-
,_. twy A6 Int
lWy A7 Int
7218'(2200m)
6627' (2020m)
twy AIO Inl
Iwy A7 Inl
7~15'(2260m)
5610'(1710m) I.....

.. ~
~ .., E E
0 .. .:! w ~ U U
_..
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0.

I~~
\- . cn~~
';' ~~ ~"'u ~
~ < o ::; :3
ci 08R HIRl Cl AlSF·1I TDZ PAPI·l (3.0·) 0 RVR 197' o
:'<z.,. O2611 HIRl Cl AlSF·1! TDZ PAPI·l 3.0· 12,i50'370~m
,.-a .,. ...
CID ~~ ~
0
-C.t:
l.L
~it V
~~",K
®"-h--1\·) 0 LL
" RVR 60m
;:lw a.. 0
<_0 .. _' J ~~i ~
a: o grooved
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Dl:in ....
I
\ ~2~ ~ \, ~ o HST·87, 810 & 812
\
:; o HST·81I, 88, 86 & 84
\ /_~- ~I" \ = g.e c
,;..
~
o TAKE·OFF RUN AVAIlA8lE
RWY 26l:
\I I ---
=:: t, t
0
&:
lOin 0 Ci. RWY 08R:
-=.;,1.\ _ ~:..§ ~ .~ From rwy head
Iwy 83 Int
13,123'
12,467'
(4000m)
(3800m)
From rwy head
Iwy 813 Inl
13,123'(~000m)
12,467' (3800m)
:~S1t \ ~
\ III:'" G> • <;
I _ IV CD:J 0-
..r:: Iwy 84 Int 9318' (2840m) IwyBI21nl 9252'(2820m)
I:-o",cr
\W' t' \\ :. ~~.f~ Ii
-0
-g
.. twy 86 Inl 7283' (2220m) Iwy 810 Inl 7218'(2200m)
..
~
\
\ ~<J.
.... \\
\ o l1)
-=:2.;;
(l) «I co
r-: =: Iwy 89 Int 5479' (1670m) Iwy 89 Inl 6627'(2020m)

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C C C
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All Rwy.
LVP must be In Force
Approved Operators
HIRL, CL RL, CL RCLM (DAY only) RCLM (DAY only/ NIL
& mull. RVR req & mull. RVR rea RL & CL or Rl or RL (DAY only)

C 125m 150m 200m 250m

400m 500m
D 150m 200m 250m JOOm

o Operalors applying U.S. Ops Specs: Cl required below 300m; approved guidance system required
below 150m.

CHANGES: New layout. Note. © JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.