7.1 VFR flights in the vicinity of Schiphol CTR
One of the reasons for the concentration of VFR flights near the boundary of Schiphol CTR is probably the availability of radio navigation aids in the vicinity of Schiphol airport.
Pilots should realise that almost all IFR flights are approaching Schiphol Airport at an altitude of 2000 ft AMSL via the locators CH, NV, and OA (which are situated outside Schiphol CTR 1) and that such flights are leaving that altitude practically at the boundary of CTR 1. Furthermore IFR traffic may be anywhere within the CTR at altitudes below 2000 ft AMSL during radar vectoring for line up final approach to one of the runways at Schiphol Airport; these routes may be situated very close to the CTR boundary.
As the CTR boundary is not marked by visual reference it may not ruled out that VFR flights executed in the vicinity will accidentally cross this boundary. For that reason, and in the interest of one own’s safety and that of others the execution of VFR flights in the vicinity of Schiphol CTR should be avoided.
Finally it is recommended to avoid the VFR entry point (VICTOR) for the Schiphol CTR as much as possible, since VFR traffic will be holding in the vicinity of this point whenever there is a large volume of traffic.
7.2 VFR flights in the vicinity of military CTRs
Pilots of aircraft executing VFR flights in the immediate vicinity of the military CTRs should be aware that intensive military VFR operations may be expected. The majority of these VFR operations is executed at a minimum altitude of 1000 ft AMSL. Consequently pilots of aircraft, executing a VFRflight in the vicinity of the military CTRs, are advised to choose an altitude below 1000 ft AMSL and to contact the aerodrome control of the military aerodrome concerned for traffic information (see ENR 2.1 and AD 2.18).
7.3 VFR flights in the vicinity of Schiphol TMA 1
7.3.1 Listening watch
All motorised aircraft flying below Schiphol TMA 1 are strongly recommended to maintain a listening watch on Amsterdam Information 124.300.
7.3.2 Risk of AIRPROX
The Schiphol TMAs, in which intensive airline traffic is operating, cover a large part of the airspace in the centre of the Netherlands. VFR flights are not permitted in the Schiphol TMAs. The airspace below the Schiphol TMAs is class G airspace. The lower limit of the Schiphol TMA 1 is 1500 ft AMSL. The minimum altitude of IFR flights in the Schiphol TMA 1 is 2000 ft AMSL.
according to the airspace classifications system, the horizontal boundary between the two airspace classes belongs to the least restrictive class i.e. class G. So VFR flights are permitted up to an altitude of exactly 1500 ft AMSL.
In the Schiphol TMA 1, AIRPROX occur regularly between IFR flights and VFR flights. It appears that pilots of VFR flights flying at 1500 ft AMSL unintentionally climb into the Schiphol TMA 1 due to turbulence or possible tolerance of the altimeter. Furthermore, the risk of wake turbulence and ACAS warnings exists in relation to airline traffic at 2000 ft AMSL. Therefore, pilots executing a VFR flight below the Schiphol TMA 1 are urgently requested not to operate at, or just below, an altitude of 1500 ft AMSL. Furthermore, it is highly recommended to gather up-to-date information regarding the runways in use at Schiphol Airport, to stay clear of the IFR traffic on intermediate and final approach.
7.4 VFR flights in TMAs
In those TMAs where VFR flights without an ATC clearance are permitted, pilots are encouraged to establish two-way radio communication with the appropriate APP/TWR unit. This will enable ATC to be better informed on all traffic, and, in turn, for pilots to receive more complete information on essential traffic.
Pilots are urgently requested not to execute VFR flights in the vicinity of the published instrument arrival and departure routes within the TMAs of Eelde, Maastricht and Rotterdam which are published in Part 3, AD 2: Aerodromes.
7.5 Reporting position at first radio contact AOCS Nieuw Milligen
Pilots executing VFR flights are requested to report their position at first radio contact with AOCS Nieuw Milligen (flight information service call sign: Dutch MIL Info), in order to enable the air traffic controller to establish an optimum air/ground communication. The position may be given as a bearing and distance from common known landmarks such as cities.
7.6 Conspicuity code
Use of the conspicuity code is stated in ENR 1.6.