Flight Operations/Let's break down the charts

Let's break down the charts

Keywords:approachILSdeepdivechartsFlight Operations

The AIP Netherlands version of the ILS Y / LOC Y RWY 24 approach at Rotterdam is a beautifully structured, highly procedural chart. Compared to Jeppesen, it’s cleaner, more “ICAO‑standard”, and gives sim pilots a crystal‑clear view of the vertical and lateral profile.

But it also hides a few traps:

  • Below‑sea‑level elevations

  • A short IF‑to‑FAF distance

  • Mandatory altitude constraints

  • A holding pattern that looks simple but isn’t

  • Circling restrictions

  • A missed approach that requires discipline

  • And a DA(H) table that confuses many sim pilots

This blog breaks down every section, every number, and every decision point — in the signature SimFlyingDutchman style.

EHRD RWY24

🧭 1. Approach Overview — What You’re Actually Flying🧭

This is an ILS or LOC approach to RWY 24:

  • ILS Y → full glideslope

  • LOC Y → localizer only (glideslope out)

Both share the same lateral path, but vertical guidance differs.

Final Approach Course: 235°🧭

This is the runway centerline. Everything in the procedure is built around this track.

  • LOC/ILS RSV — 110.9 MHz

  • RTM VOR/DME — 110.4 MHz

  • RSV DME is calibrated to zero at the threshold.

🛬 2. Minimums — Which DA(H) Do You Set?🧭

This is the part sim pilots often get wrong.

✔️ If flying the ILS (glideslope available)🧭

Use the OCA/OCH for ILS:

  • Category A: DA(H) 187 ft / 202 ft

  • Category B: DA(H) 197 ft / 212 ft

  • Category C: DA(H) 204 ft / 219 ft

  • Category D: DA(H) 214 ft / 229 ft

Airbus rule: You set DA (the altitude), not the height.

Example for Cat C: Set 204 ft BARO on the FCU.

✔️ If flying LOC only (glideslope out)🧭

Use the LOC OCA/OCH:

  • LOC MDA(H): 440 ft / 455 ft

Airbus rule: You set MDA (not DA) because there is no decision point — you descend to MDA and level off.

Use the same 440 ft but treat it like a DA:

  • Set 440 ft BARO

  • Fly a continuous descent

  • Go around at 440 ft if no visual reference

✔️ Circling🧭

Circling southeast of RWY 06/24 is prohibited.

📡 3. The Fixes — IF, FAF, and the Short Intercept🧭

IF — FR24I🧭

This is the Initial Fix. Altitude: 2000 ft Speed: MAX 230 KT

FAF — FR24F🧭

This is the Final Approach Fix. Altitude: 1500 ft Distance: D4.6 RSV

Why this matters🧭

The distance between IF and FAF is short. The chart explicitly warns:

“Notice the short distance between IF and FAF available for final course interception.”

This means:

  • ATC will vector you late

  • You must be configured early

  • You must capture the localizer quickly

  • You must be ready to descend at the FAF immediately

Airbus technique: At 2000 ft approaching the IF, be in:

  • CONF 1 or CONF 2

  • SPEED 180–200 KT

  • LOC armed

  • APPR armed (if cleared)

📉 4. Vertical Profile — The Glidepath in Detail🧭

The profile view shows:

  • FAF: 1500 ft

  • 3.00° glideslope

  • TCH: 50 ft

  • Threshold elevation: –15 ft

Recommended altitudes:

  • D6.8 RSV — 591 ft

  • D4.6 RSV — 516 ft

  • D3.5 RSV — 397 ft

  • D0.0 RSV — 0 ft

These are check altitudes — if your aircraft shows wildly different numbers, you’re not on the correct glidepath.

🛫 5. Missed Approach — The Exact Procedure🧭

The missed approach is simple but must be flown precisely:

1. Climb straight ahead on 235°🧭

Maintain runway track.

2. Climb to 2000 ft (MANDATORY)🧭

This is a protected altitude. Do not turn early.

3. At RD214, turn LEFT to DOFMU🧭

This aligns you with the missed approach corridor.

4. Expect radar vectors🧭

Rotterdam ATC often takes over quickly.

🌀 6. Holding Patterns — Where and How to Hold🧭

The chart shows two holding patterns:

Holding at RTM VOR/DME🧭

  • Inbound track: 049°

  • Outbound: 229°

  • Minimum altitude: 2500 ft

  • Maximum speed: 230 KT

This is the main holding pattern for arrivals.

When used?🧭

  • ATC delay

  • Weather deterioration

  • Traffic spacing

  • Training flights

Airbus technique🧭

  • Set NAV mode

  • Use HDG for entry

  • Use SPEED managed (green dot or 210 KT)

  • Maintain 2500 ft unless cleared otherwise

Holding at DOFMU🧭

  • Inbound track: 205°

  • Minimum altitude: 2000 ft

  • Maximum speed: 230 KT

This is used primarily for:

  • Missed approach sequencing

  • Traffic management

  • IFR training

🗺️ 7. MSA — Minimum Sector Altitude🧭

Based on RTM VOR/DME:

  • Highest sector: 817 ft

  • Lowest sector: 397 ft

  • Most sectors: 400–700 ft

This ensures terrain clearance within 25 NM.

⚠️ 8. Circling Restrictions — Why You Can’t Circle Southeast🧭

The chart states:

“Circling approaches southeast of RWY 06/24 and extended centre line are prohibited.”

Reasons:

  • Rotterdam CTR

  • Obstacles

  • Urban density

  • Noise abatement

  • Short runway environment

In the sim you can do it — but the procedure says you shouldn’t.

📞 9. Frequencies🧭

  • ATIS — 128.565

  • Approach — 122.990 / 131.155

  • Tower — 118.205 / 119.705

  • Information — 121.705

🧩 10. Operational Notes🧭

  • DME or RNAV required

  • ILS DME reads zero at threshold

  • Radar vectors expected

  • Short intercept distance

  • MAX 230 KT in initial segments

  • MAX 190 KT on final

  • Transition altitude: 3000 ft

  • Airport elevation: –14 ft

  • Threshold elevation: –15 ft

source of the chart: INSTRUMENT_APPROACH_CHART_ILS_Y_OR_LOC_Y_RWY_24.pdf

← Back to Flight Operations

*This content is created exclusively for flight simulation usage. It must not be used for real‑world aviation operations, navigation, or decision‑making. All procedures, charts, and explanations are based on publicly available aeronautical information and adapted for simulator environments. Real‑world aviation requires certified charts, official publications, and guidance from qualified professionals. SimFlyingDutchman is not affiliated with any aviation authority and does not provide operational advice for real aircraft.