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RAF BRIZE NORTON

Aerodrome Operating Manual



Edition 1
(October 2012)






RAF Brize Norton
Issued on 01 Oct 12
i
Aerodrome Manual
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Foreword

1. This document, the RAF Brize Norton Aerodrome Manual, describes the airfield at RAF Brize
Norton including the management, physical characteristics, services available and operating
procedures. The manual is written to inform both military and commercial aircrew and to provide a
reference guide for personnel operating the airfield. The Aerodrome Operating Manual conforms
with the guidance provided by the Manual of Military Air Traffic Management (MMATM), which
supports the Military Aviation Authority (MAA) Regulatory Article RA3018 (Sect 114). The manual
is issued in conjunction with Brize Norton Air Orders and can be considered equivalent to the CAA
CAP 168 Aerodrome Manual. The terms aerodrome and airfield are used interchangeably with
aerodrome used in the titles in recognition of CAP 168 nomenclature.

2. Part 2 of the manual contains detailed information regarding the runway and instrument
approaches, but this should not be relied upon for flight planning and aircrew should continue
to refer to AIDU and Navtech documents for the most up to date information. Additional orders for
military users are also contained in the Brize Norton Air Orders. The Aerodrome Operating Manual
outlines some aspects of the RAF Brize Norton Air Safety Management System; however, full
details are contained in the RAF Brize Norton Air Safety Management Plan and Crash Plan.

3. The master copy of the Aerodrome Operating Manual is held by RAF Brize Norton
Operations and is available on the Brize Norton Dii MOSS site, website at
www.raf.mod.uk/rafbrizenorton, or on request from Station Operations (01993 842551 Ext 7551).
Amendments to the manual will be made on a regular basis and the latest version published
online.





P COLE
Wg Cdr
OC Operations
RAF Brize Norton





















RAF Brize Norton
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4. Amendment List

Amendment
No.
Amendment
Date
Date of
Incorporation
Name Signature
1 26 Mar 13 26 Mar 13 R P J arvis
2 14 Aug 13 14 Aug 13 R P J arvis




















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PART 1

Aerodrome Location and Layout


Contents Page

1. Airfield Operating Authority 1-2

2. Aerodrome Location 1-2

3. Local Area Map 1-2

4. Aerodrome Layout 1-3

5. Aerodrome Crash Map 1-4





































1. Airfield Operating Authority. The Station Commander RAF Brize Norton is responsible for
the management and running of the airfield on behalf of the MOD and as such is to be regarded as
the Airfield Operating Authority. The Station Commander delegates the routine management of the
airfield to OC Operations. The address of the Airfield Operating Authority is:

Royal Air Force
Brize Norton
Carterton
OXON
OX18 3LX

Mil 95461 +Ext
Civ 01993 89 +Ext

2. Aerodrome Location. RAF Brize Norton is located between Brize Norton village and
Carterton town, south of the M40, about 22 miles west of Oxford. RAF Brize Norton is
approximately 30 minutes travelling time to Oxford, and 1 hour 50 minutes to central London. The
nearest railway stations to RAF Brize Norton are Oxford and Swindon. For the most up to date
train times and routes contact National Rail Enquiries. Carterton has frequent bus services from
Oxford and limited services from Swindon. For the most up to date services contact Stagecoach
Buses. For nationwide coach services to Oxford or Swindon contact National Express Coaches.

3. Local Area Map.
















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4. Aerodrome Layout.



26 08














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RAF Brize Norton
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1-4
5. Aerodrome Crash Map.





















Aerodrome Manual
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RAF Brize Norton
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PART 2

Aerodrome Characteristics and Facilities


Contents Page

1. General Aerodrome Information 2-2

2. Runway Selection 2-2

3. Runway Characteristics 2-2

4. Apron and Taxiway Characteristics 2-3

5. Helicopter Landing Area 2-3

6. Visual Aids 2-4

7. Operating Hours and Services 2-4

8. Radio Communications and Navigation Aids 2-6

9. Aerodrome Lighting 2-8

10. Temporary Obstructions 2-8

11. Military Emergency Diversion Aerodromes (MEDA) 2-8

12. Rotary Hydraulic Arrestor Gear (RHAG) 2-8

13. Runway End Stopping Area (RESA) 2-10

14. Runway Strip Obstructions 2-11

15. Legacy Obstructions 2-11

16. Waivers 2-11















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1. General Aerodrome Information.

Aerodrome Name: RAF Brize Norton

ICAO Designator: EGVN

Airspace: London FIR

Aerodrome Reference Point (ARP): N51 44 59.86 W001 35 01.10,
RWY 08/26 mid-point

Elevation/Reference Temperature: 287ft/22C

Aerodrome Ident Beacon: BZ ---H24. Red

Aerodrome Operator: Royal Air Force
Brize Norton
Carterton
Oxfordshire
OX18 3LX

Duty Operations Controller: Military Network: 95461 7551/4
Civilian Number: 01993 842551
Military Fax Number: 95461 7354 (Ops)
Civilian Fax Number: 01993 897354 (Ops)

2. Runway Selection. Runway 26 is the preferred runway at RAF Brize Norton unless either
the tailwind component exceeds 5 kts, or runway 08 is requested.

3. Runway Characteristics. Of note, this information should not be relied upon for flight
planning and aircrew should continue to refer to AIDU and Navtech documents for the most up to
date information.

Runway Physical Characteristics
Rwy
True & MAG
Bearing
Dimensions
of runway
(m)

Strength
(PCN) &
Surface
of
runway
Threshold
Co-ordinates
Threshold
elevation.
Highest
elevation of
TDZ of
precision
APP Rwy
Desig &
slope of
runway/
stopway
Stopway
dimensi
ons (m)
Clearway
dimensions
(m)
Strip
dimensions
(m)
08
073.48 GEO
075.57 MAG
3050 x 60
PCN
81/F/B/
W/T
Asphalt
N51 44 45.93
W001 36
14.81
284.1ft
TDZE
287.0ft
0.35% D 140 x 60 189 x 150 3250 x 300
26
253.52 GEO
255.60 MAG
3050 x 60
PCN
81/F/B/
W/T
Asphalt
N51 45 13.95
W001 33
42.39
248.1ft
TDZE
266.0ft
0.35% U 140 x 60 299 x 150 3250 x 300
Arresting Systems

Rwy 08 ______________________________BAK 14___________________________________ Rwy 26
(4,708ft) (5,299ft)


Remarks: 26/08 RHAG 560m. For normal ops, both cables DERIGGED, 20 mins PNR



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Declared Distances
Runway TORA (m) TODA (m) ASDA (m) LDA (m) Remarks
08 3,050 3,239 3,190 3,050
26 3,050 3,349 3,190 3,050


4. Apron and Taxiway Characteristics. Of note, this information should not be relied upon for
flight planning and aircrew should continue to refer to AIDU and Navtech documents for the most
up to date information.

Apron, Taxiways and Check Locations Data
Apron Surface Strength
Passenger & Freight Apron

Concrete

LCG II

Apron Surfaces

Base Hangar Apron


Concrete Block

LCG IV
Taxiway Width Surface Strength
E (Main length) 24m
Asphalt with
concrete ends
LCG I
B, C, D, G (E end) &
E (NW corner)
24m
Asphalt with
concrete ends
LCG II
A & F 24m
Asphalt with
concrete ends
LCG III
Taxiway width, surface and strength
G (main length) 24m Asphalt LCG III
Altimeter Check Location and Elevation N/A
VOR Checkpoints
INS Checkpoints
See AD2 EGVN -1-16
Remarks Nil

5. Helicopter Landing Area. Of note, this information should not be relied upon for flight
planning and aircrew should continue to refer to AIDU and Navtech documents for the most up to
date information.

Helicopter Landing Area
Location: J ADTEU South of Taxiway G
Elevation: 274ft
Lighting: Nil
Remarks: J ADTEU trials helicopters only














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6. Visual Aids. Of note, this information should not be relied upon for flight planning and
aircrew should continue to refer to AIDU and Navtech documents for the most up to date
information.

Surface Movement Guidance and Control System Markings
Use of aircraft ID signs:
Taxiway guide lines & visual docking/parking guidance system of
aircraft stands:
Bays 1 - 6 equipped with AGNIS and illuminated stand numbers.
All remaining bays indicated by painted number on ground.
Solid yellow painted lines indicate bay entry/exit routes.
Allstops indicated by marshallers.
Runway: Runway Designation, Threshold, Runway Centreline,
Sidestripe, Wingbars, Illuminated Distance-to-go boards every
1,000ft.
Runway and taxiway markings and lighting:
Taxiway: Yellow centreline & shoulder marking, Green centreline
lighting.

Stop Bars

8 x Red, 1 x Green centre (During CAT II Ops only).

Remarks

Displaced thresholds on both runways.
Rwy 08/26 additional non-standard landing strip marked in white.
Taxiway B, D and G have some non-standard markings.

7. Operating Hours and Services.

a. Operating Hours: HO (PPR 24hr)

b. Customs and Immigration: HO

c. Health and Sanitation: HO

d. AIS Briefing Office: HO

e. ATS Reporting Office (ARO): H24

f. MET Briefing Office: H24

g. ATS: As aerodrome hours HO

h. Fuelling: HO

i. Handling: HO

j. Security: H24

k. De-Icing: H24

l. Remarks: PNR for military aircraft
PPR for civil aircraft








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HANDLING SERVICES AND FACILITIES
Cargo Handling Facilities: Avia, Trepel, Industrial Tractors, Fork Lifts
Fuel/Oil/Hydraulic Types: F34. O -135, 156. H -515, OX -20
Fuelling Facilities/Capacity:
Hydrant Refuelling Systems on Bays 1-14, 16-20, 23, 24.
18000ltr Bowsers available
Oxygen: LOX. Nil to visiting aircraft
De-Icing Facilities: Killfrost
Starting Units:
E5, 12, 16. A4
Hangar space for visiting aircraft: Limited. Subject to prior arrangement
Repair facilities for visiting aircraft: Nil.
Accommodation:
Limited on base accommodation available for Service personnel
only.
Medical Facilities: Medical Centre
Remarks:
Nil.

RESCUE AND FIRE FIGHTING SERVICES
AD Category for Fire Fighting: MOD Crash Category 5A
Rescue Equipment: As required for MOD Crash Category 5A
Capability for removal of disabled aircraft:
Salvage team available to remove disabled aircraft from
runways/taxiways.

SEASONAL AVAILABILITY - CLEARING
Type of Clearing equipment: Sicard. ROLBA. Blades Type L, K, H. Clearway III spreaders.
Remarks: Braking action assessment by Mu- Meter.
Latest available information from ATC.

METEOROLOGICAL INFORMATION
Associated MET Office: Brize Norton
Hours of service:
MET Office outside hours:
H24
-----
Office responsible for TAF information:
Periods of validity:
Brize Norton
24 hours
Type of landing forecast:
Interval of issuance:
TREND.
Hourly.
Briefing/consultation provided: Self-briefing / personal / telephone.
Flight documentation:
Language(s) used:
Charts / TAFs / METARs.
Abbreviated plain language text.
Charts and other information available
for briefing or consultation:
Actual / Forecast surface analyses and upper wind charts, rainfall
radar, tephigrams, satellite imagery, thunderstorm location.
Supplementary equipment available for
providing information:
PC Data display - ODS / NIMBUS, MOMIDS.
ATS units provided with information:
RAF Fairford, DERA Farnborough, Abingdon, Little Rissington,
Weston on the Green.
Additional information (limitation of
services etc):
Information also provided at weekends to RAF Benson, RAF
Northolt,
Bicester, Kenley and Martin Baker Chalgrove.

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8. Radio Communications and Navigation Aids. Of note, this information should not be relied
upon for flight planning and aircrew should continue to refer to AIDU and Navtech documents for
the most up to date information.

ATS COMMUNICATION FACILITIES
Service Designation Callsign
Frequency
MHz
Hours of Operation
Winter Summer
Remarks
LARS Brize Radar 277.075
124.275
HO HO
LARS avail 0900(L)-
1700(L) Mon-Sun.
MP weekly 1500 -
2100 Sun.
Avail outside these
hours subject to
controller workload.
APP Brize Approach
297.800
362.300*
127.250
HO HO
* NATO Common
Frequency.
Available on
request only
APP Brize Approach
297.800
362.300*
127.250
HO HO
* NATO Common
Frequency.
Available on request
only
ZONE Brize Zone
119.000*

HO HO
* Brize Norton Class
D CTZ active H24,
remain outside
unless a positive
crossing clearance
has been obtained
on frequency 1190
MHz
DIR Brize Director 264.775
133.750
HO HO

SRA Brize Talkdown 339.850
126.500
HO HO

TWR Brize Tower
379.750
257.800*
123.725
HO HO
*NATO Common
Frequency.
Available on request
only
GND Brize Ground 240.550
121.725
HO HO

ATIS Brize Information
259.000*
126.500*
HO HO
Answerphone Ext
7142
*VHF freq subject to
availability
Ops Brize Ops 268.400
130.075
HO HO

















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RADIO NAVIGATION AND LANDING AIDS
Type Ident Frequency
Hours of Operation
Winter
Summer
#and by arrangement
Antenna Site
Co-ordinates
Elevation of
DME
Transmitting
Antenna
Remarks

TACAN


BZN

CH 56X
111.900
HO HO
N51 44 5349
W001 36 1278

331ft
Rwy 08: DME
BZN reads
006d at Thld.
Rwy 26: DME
BZN reads
16d at Thld.

LCTR
BZ 386.0 HO HO
N51 44 5722
W001 36 0609


UDF/VDF
HO HO
Bearings
inaccurate
beyond 70nm.
* Available on
all published
frequencies.

I-BZA

CH 22Y
108.550
HO HO
N51 44 51439
W001 35 55690
288ft
QFU 076
DME reads 0d
at Thld.
329.750
N51 44 51439
W001 35 55690

GP 324
Ref Datum
Height 61ft

ILS//DME
Rwy 08

Glidepath

Localiser
108.550
N51 45 18162
W001 33 19340
LOC 076
I-BZB
CH 22Y
108.550
HO HO
N51 45 05789
W001 33 49975
248ft QFU 256

329.750

N51 45 05789
W001 33 49975
3 ILS
Ref Datum
Height 51ft

ILS/DME
Rwy 26

Glidepath

Localiser

108.550

N51 44 39421
W001 36 50194

Ref Datum
Height 51ft

Remarks:
1. Rwy 26 ILS: auto-coupled approaches permitted to Cat I DH.
2. Rwy 08 ILS: not suitable for auto-coupled approaches to Cat I DH.
3. Rwy 26 DME: false ranges may occur between 17nm and 25nm when left of centreline.
4. All ILS approaches are unmonitored unless requested.

















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9. Aerodrome Lighting. Of note, this information should not be relied upon for flight planning
and aircrew should continue to refer to AIDU and Navtech documents for the most up to date
information.

a. Approach and Runway Lighting.

Runway Approach
lighting
Type
Length
Intensity
Threshold
lighting
Colour
Wing bars
PAPI
Angle
Distance
from
Threshold
(MEHT)
TDZ
lighting
Length
Runway
C/L
lighting
Runway edge lighting
Length
Spacing
Colour
Intensity
Runway
end
lighting
Colour
Wingbars
Stopway
lighting
08
CD5B
2,995ft/913m
HI
Green
HI Uni
3 Elevated
3 Inset
PAPI 3
Port 322m
Sboard
337m
- - -
Red/White
HI
30m

White HI Omni, 24.5m


Red
Uni
HI
- - -
26 CD5B
2,979ft/908m
HI
Supplementary
Barrettes
Green
HI Uni
3 Elevated
3 Inset
PAPI 3
Port 303m
Sboard
295m
900m
Red/White
HI
30m

White HI Omni, 24.5m Red
Uni
HI
- - -
Remarks: Nil

b. Other Aerodrome Lighting.

A Bn/I Bn location, characteristics
and hours of operation:
I Bn:
BZ H24. Red.
Anemometer location and lighting: 300m SE of ATC. Unlit.
Taxiway edge and centreline lighting: Green centreline lighting on all taxiways.
Secondary power supply:
Switch-over time:
Yes.
Times as required.
Remarks: Apron Floodlighting and Obstruction lighting.

10. Temporary Obstructions. Temporary obstructions on or around any manoeuvring area that
are considered to be a hazard to either aircraft or vehicles will be marked by high visibility markers,
tape or fencing with additional red light markers at night. For the safe movement of aircraft, a
NOTAM will be issued and taxi patterns will be controlled by ATC and briefed to pilots on landing
or when calling for start.

11. Military Emergency Diversion Aerodrome (MEDA). RAF Brize Norton is classified as a
MEDA. MEDAs operate on a continuous basis and provide facilities for the handling of all types of
aircraft. They are equipped with the appropriate radio and radar approach aids, provide VHF/UHF
emergency services and have a minimum runway length of 7000 ft.

12. Rotary Hydraulic Arrestor Gear (RHAG). Aircraft arresting gears at aerodromes provide a
means of stopping suitably modified aircraft in short distances. The aircraft must be equipped with
a hook which can be lowered to engage the cables stretched across the runway. Due to the sheer
nature of normal daily operations and the aircraft permanently based at/or which visit RAF Brize
Norton, the RHAG is required to be left in a de-rigged condition with the cables dragged clear of
the runway. Cables are available with 20 minutes prior notice. The RHAG positions during normal
operations are as follows,

a. Cable up (rigged and supported). The cable is stretched across the runway and raised
above the runway surface by means of grommets. The RHAG is ready for engagement.


b. Cable Down (rigged and unsupported). The cable is tensioned and the grommets have
been removed to the sides of the runway, allowing the cable to lie flat on the runway surface.
This is to allow aircraft to trample the cable, but is not suitable for aircraft hook engagement.

c. Cable De-rigged. The cable is disconnected and lying adjacent to the runway, but in all
other respects it is fully serviceable.

13. RWY End Stopping Area (RESA). RESA provides an undershooting or overrunning aircraft
with a cleared and graded area. The Brize Norton RESA dimensions are detailed below:

a. Eastern end (runway 08 over-run): length 60.3m, well over twice runway width is
maintained, no obstacles impinge the RESA.


RESA 60.3m
RESA > 120m
(2x RWY width)

b. Western end (runway 26 over-run): length 160.4m along the RWY centreline, well over
twice runway width is maintained.


RESA 160.4m
RESA 160.4m

RAF Brize Norton 2-9
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NT CONTROLLED
document, cann
RESA > 120m
(2x RWY width)

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14. Runway Strip Obstructions. Brize Norton is classified by the Military Aviation Authority,
Manual of Aerodrome Design and Safeguarding (MADS) as a code 6 runway (>2750m/9000ft in
length). Accordingly, a runway strip clear of obstacles should extend at least 150m either side of
the runway centreline and 60m beyond the runway and any stopway. A number of obstacles at
RAF Brize Norton lie within the runway strip, these are sitings of aids to navigation or other
essential operational equipment and are listed below for reference:

a. At the eastern end of the runway are the 26 ILS installations (121m south of the
centreline), IRVR sensors (108m north of the centreline) and MTI markers (75m either side of
the centreline).

b. At approximately the midpoint of the runway are the PAR installations (100m south of
the centreline) IRVR sensors (113m south of the centreline) and an MTI marker (93m south
of the centreline).

c. At the western end of the runway are the 08 ILS installations (135m north of the
centreline), IRVR sensors (105m south of the centreline), MTI markers (93m north and 88m,
93m and 95m south of the centreline).

d. Rotary Hydraulic Arrestor Gear (RHAG) is installed 560m/1835ft inwards from either
runway threshold. The eastern RHAG housing is ground level therefore not an obstacle. The
western RHAG housing is above ground (53m either side of the centreline). The standard
configuration for both RHAGS is derigged

15. Legacy Obstructions. Additionally the following legacy obstacles are sited within the runway
strip:

a. A disused RHAG hut (80m south of the centreline)

b. There is a vehicle holding point 110m south of the runway centreline on the western
edge of taxiway B. This area will be cleared of all vehicles prior to aircraft with a wingspan
>60m passing the vehicle holding point.

c. There are number of trees situated 130m north of the runway centreline opposite the
ATC building.

d. A 1m high wall is situated 120m north of the runway centreline opposite the ATC
building.

16. Waivers. To cater for operational/training requirements and legacy issues, RAF Brize Norton
has been issued waivers by the MAA to operate outside of the MADS regulations. To aid
understanding and avoid confusion visiting aircrews should be aware that the following waivers
exist:

a. Runways 26 and 08 have the non-standard markings on the runway, consisting of a
white rectangular box beyond each threshold.

b. Taxiways Bravo, Delta, and Golf have non standard markings. A vehicular road is
painted white on the taxiways. The width of the lines is smaller than approved taxiway
markings.

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c. Runway edge side lights are all omni directional and at non-standard intervals of
24.5m.

d. Taxiway Bravo has a non-standard taxiway strip. A 2m high fence is situated 40.5m
from the centreline of taxiway B approximately 300m west of ATC. Aircrews can be offered
an alternative taxi pattern if required.

e. There is a non standard gradient within the graded portion of the runway strip.

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PART 3

Air Traffic Services and Local Procedures

Contents Page

1. Air Traffic Services 3-2

2. Brize Norton Control Zone (CTR) 3-2

3. Lower Airspace Radar Service (LARS) 3-9

4. Brize Norton Visual Circuit 3-9

5. Noise Abatement 3-10

6. Standard Radar Departures 3-10

7. Radar Directed Patterns 3-10

8. Radar Approaches 3-10

9. Radar-to-Visual Recoveries 3-10

10. Break-Offs 3-11

11. Missed Approach Procedure 3-11

12. Communications Failure Procedure 3-11

13. RAF Brize Norton Flying Club Aircraft Procedures 3-11

14. J oint Air Delivery Test and Evaluation Unit (J ADTEU) Operations 3-11

15. Parachuting at RAF Brize Norton 3-12



















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1. Radar Services.

a. Air Traffic Service (ATS) Inside Controlled Airspace. An Air Traffic Control Service is
provided within the Brize Norton control zone. The application of this service differs
depending on whether the aircraft is civil or military. Further information is contained within
the MMATM.

b. Deconfliction Service (DS). A surveillance based ATS where the controller provides
specific surveillance derived traffic information and issues headings and/or levels aimed at
achieving planned deconfliction minima against all observed aircraft in Class F/G airspace, or
for positioning and/or sequencing. The avoidance of other traffic is ultimately the pilots
responsibility. A DS may be provided in the Brize Norton ATC Radar Service Area (RSA),
subject to regulations laid down in CAP 774 Chapter 4.

c. Traffic Service (TS). A surveillance based ATS where the controller provides specific
surveillance derived traffic information to assist the pilot in avoiding other traffic. Controllers
may provide headings and/or levels for the purposes of positioning and/or sequencing. The
controller is not required to achieve deconfliction minima. The avoidance of other traffic is
ultimately the pilots responsibility. A TS may be provided in the Brize Norton ATC RSA
subject to regulations laid down in CAP 774 Chapter 3.

d. Procedural Service. An ATS where the controller provides vertical, lateral, longitudinal
and time instructions, which if complied with, shall achieve deconfliction minima against other
aircraft participating in the Procedural Service. Neither traffic information nor deconfliction
advice can be passed with respect to unknown traffic. A Procedural Service may be provided
within the Brize Norton CTR to aircraft flying IFR when a radar service is not possible.

e. Basic Service (BS). An ATS provided for the purpose of giving advice and information
useful for the safe and efficient conduct of flights. This may include weather information,
changes of serviceability of facilities, conditions at aerodromes, general airspace activity
information and any other information likely to affect safety. The avoidance of other traffic is
solely the pilots responsibility. A BS may be provided at Brize Norton in accordance with
CAP 774 Chapter 2.

2. Brize Norton Control Zone (CTR). The RAF Brize Norton Control Zone is not to be
confused with the Oxford Area of Intense Aerial Activity (Oxford AIAA) as aircraft may transit
through the Oxford AIAA without entering the Brize Norton CTR. It is also important to note that
RAF Brize Norton has a Control Zone and not a MATZ.

a. Brize Norton CTR. The CTR is Class D airspace which extends from the surface to
3500 ft amsl (based on the Brize Norton QNH). In accordance with the UK Air Pilot, all pilots
wishing to fly within the CTR should call the Brize Zone frequency on 119.0 15 nm or 5
minutes flying time from the CTR boundary. Pilots must obtain a clearance to cross the CTR
and whilst inside the CTR they must comply with all ATC instructions.














Brize Norton CTR as
shown in the UK MIL AIP
















b. Visual Flight Rules (VFR) Zone Transits. Under VFR pilots will be given a CTR transit
and instructed to maintain Visual Meteorological Conditions (VMC) when inside the CTR. If
the weather does not permit continuous flight in VMC, pilots must inform the controller. They
will be given a revised clearance, usually in the form of a descent to remain beneath the
cloud. Pilots may have to turn around and exit the CTR if unable to maintain VMC. Once
inside the CTR traffic information should be passed on other aircraft inside the CTR of which
may be flying either VFR or Instrument Flight Rules (IFR). Pilots will be asked to Report
Visual with the other aircraft and once visual expected to maintain visual separation, usually
to sequence behind that traffic.

c. Instrument Flight Rules (IFR) Zone Transits. Under IFR, CTR transits should be
separated from all other IFR traffic by 1000 ft vertically or 3 nm laterally. Pilots will be given
radar derived traffic information. VFR traffic within the CTR will be expected to see and avoid
IFR traffic.









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d. Standard Zone Crossing Points.


Through the
overhead, not above
1300 ft QNH

(i) 8 nm, east or west - aircraft squawking 3706 that are within the lateral limits of
the CTR can be deemed as not above 1800 ft QNH. This code is for the sole use of
VFR CTR transits routing no closer than 8 nm east or west of the airfield. This routing
is located directly beneath the approach and climb out lanes of runway 26/08. By
imposing these restrictions vertical separation is maintained from inbound and
outbound aircraft on the extended centreline. A good marker for transiting 8 miles to
the west of RAF Brize Norton is to fly through the overhead of RAF Fairford towards
the Northleach Roundabout VRP. To transit 8 miles to the east of RAF Brize Norton, a
good marker is to fly overhead the Farmoor Reservoir VRP towards the Chalbury VRP.
These routes are only to be transited by aircraft travelling in a northerly or southerly
direction.

(ii) Benson CD routes - Benson aircraft regularly operate to the NW of Brize Norton
at low level. To transit the CTR at low level the aircraft will follow a set route which is
referred to as a CD crossing. Prior to entry the aircraft will freecall 119.0 and request
either a CD or a reverse CD. Once cleared the aircraft will fly via Farmoor Reservoir,
east of Eynsham to Long Hanborough and then towards Charlbury, not above 1300 ft
QNH and not below 800 ft QNH for noise abatement. The reverse CD is flown exactly
the same, but on the reciprocal route. Aircraft on CD crossing should squawk 3707 to
indicate not above 1300 ft QNH.

(iii) Not above 1300 ft QNH through the overhead - Low level transits may be asked
to re-route through the RAF Brize Norton overhead to de-conflict with instrument traffic.
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This will be usually to transit in a north/south direction via Burford and Faringdon VRPs
on a Squawk of 3707 and not above 1300 ft QNH. If there is anything to affect this
transit in the Brize Norton visual circuit then pilots are to expect a final runway crossing
clearance with the Brize Norton Tower controller.

(iv) Maintaining 3300 ft QNH The RAF Brize Norton radar pattern is frequently busy
at and below 2800 ft QNH with large multi-engine aircraft. If this is the case then pilots
are to expect a CTR transit in their chosen direction at 3300 ft QNH.

(v) 2300 ft QNH, 1 mile in the approach lane - This route is designed to separate
traffic transiting the CTR from aircraft on short finals inbound to RAF Brize Norton, as
well as departing traffic. It is extremely important to fly exactly 1 nm from the runway
threshold in the approach lane. Flying too far out will cause confliction with inbound
aircraft and flying too close will cause confliction with aircraft if they need to execute a
Missed Approach Procedure or carry out an overshoot from their approach. Radar
vectors from the controller may be given to facilitate an accurate crossing.

e. Zone Visual Reporting Points (VRPs)


Reporting Point Bearing and Range from RAF Brize Norton
Burford VRP 334 3.8 nm
Northleach Roundabout VRP 303 10.6 nm
RAF Fairford 246 8.6 nm
Lechlade VRP 232 5.2 nm
Faringdon VRP 184 5.8 nm
Bampton VRP 142 2.2 nm
Farmoor Reservoir VRP 093 8.6 nm
Charlbury VRP 021 11.2 nm

(i) Burford VRP - This village is located on the northern edge of the RAF Brize
Norton CTR and can be identified by its long and wide high street running north/south
through the middle. There is a church at the northern edge of the village and a golf
course to the south. This photograph looks south towards RAF Brize Norton.




















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(ii) Bampton VRP - This VRP is a small village located 2 nm south of the runway 26
threshold at RAF Brize Norton. This photograph looks north towards the runway 26
threshold at RAF Brize Norton.





















(iii) Northleach Roundabout VRP - This VRP is easily located by finding where the
A429 from Stow-on-the-Wold to Cirencester running north/south intersects with the A40
running east/west from Oxford to Cheltenham. This photograph looks South towards
Cirencester.























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(iv) RAF Fairford - This airfield has one of the longest runways in the country. It is
easily identifiable by the large number of concrete hard standings. This photograph
looks west towards South Cerney.





















(v) Farmoor Reservoir VRP - This VRP is an ideal marker when requested to route 8
miles to the east of the RAF Brize Norton overhead. When requested to route 8 miles
east via Farmoor reservoir, the route to be taken is east of the reservoir. Overhead or
west of the reservoir is inside 8 miles from the RAF Brize Norton overhead. This
photograph is taken from reservoir in a northerly direction.






















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(vi) Faringdon VRP - This VRP is 2 nm south of the Brize Norton CTR and is located
on the A420 from Oxford to Swindon. This photograph looks north towards RAF Brize
Norton.






















(vii) Lechlade VRP - This VRP is located within the RAF Brize Norton CTR and can
be identified by its location next to the River Thames. This photograph looks west
towards RAF Fairford.


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(viii) Charlbury VRP - This VRP is located 3 nm northeast of the Brize Norton CTR.
The village lies on the River Evenlode and has a railway line running through the south
eastern edge. It is identifiable by its location half a mile east of a large manor house.
This photograph looks east, over the manor house, towards RAF Weston-on-the-
Green.





















3. Lower Airspace Radar Service (LARS). Aircraft not requiring entry into the RAF Brize
Norton CTR may call Brize Radar on frequency 124.275 VHF or 277.075 UHF for a LARS service.
This LARS Service is subject to availability within the published hours (0900-1700 hrs local time)
and the LARS controllers capacity.

4. Brize Norton Visual Circuit. Visual circuits are flown to the north and south of the airfield for
both runways. When flown to the north, aircraft are to avoid over flying Witney by turning inside the
town. However, aircraft may request to extend around Witney to position behind instrument traffic
on final approach. Due to fatigue limitations on the airframe Tri-star aircraft will be expected to go
around Witney as a matter of course. The procedure may only be approved on the proviso that the
pilot has, and is able to maintain, visual contact with any instrument traffic on final approach. When
Fairford instrument and visual patterns are active Brize visual circuits are to be flown to the north.
The maximum number of ac allowed in the circuit is 3 (2 station based and one other). Visual
circuit altitudes are as follows,

a. Large aircraft 1800 ft QNH

b. C130 and light aircraft 1300 ft QNH (Flying club may fly low level circuits at 900 ft
QNH between 0800 & 1900 hrs.

c. C130 low level 800 ft QNH (Only to the south)

d. Run and break 1300 ft QNH climbing to 1800 ft QNH. (If the light aircraft circuit is
active, aircraft will be instructed to carry out a level break at 1800 ft QNH).



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5. Noise Abatement. The local area is extremely noise sensitive and aircraft operating in the
visual circuit should avoid over-flight of the local villages and the Cotswold Wildlife Park (4 nm NW
of the airfield) by 1000 ft and 1 nm. Noise abatement requirements state that each large aircraft
may only fly 6 consecutive visual circuits, after which they should clear the visual circuit and rejoin
or fly an instrument approach. Additionally the circuit direction should be varied during prolonged
periods of visual circuit activity. All home based aircraft are to follow the appropriate SID on
departure unless otherwise instructed by ATC. Military helicopters, when transiting the CTR, will be
advised not to be below 800 ft QNH and not above 1300 ft QNH.

6. Standard Radar Departures.

a. OSGOD SID. To comply with noise abatement requirements all station based departing
aircraft will normally fly the OSGOD SID as follows,

(i) Runway 26 Climb on runway track to 0.5d BZN (TACAN) or 800 ft QNH,
whichever is later. Turn right tracking 300 to intercept the 285R BZN to OSGOD
(285R BZN/12d).

(ii) Runway 08 Climb on runway track to 2d BZN or 800 ft QNH, whichever is later.
Turn left tracking 260 to intercept the 285R BZN to OSGOD.

b. SID Alpha and Bravo. SID Alpha is normally issued by the Brize Approach/Director
controller to aircraft climbing out for the Short Pattern Circuit (SPC). Additionally it is issued
by the Tower controller to aircraft departing the visual circuit at short notice. SID Bravo is
normally issued by the Brize Approach/Director controller to aircraft climbing out to join the
Radar Training Circuit (RTC) or procedural pattern. The SID Alpha /Bravo profiles are as
follows,

(i) SID Alpha Climb on runway track to 1800 ft QNH. Call Brize Approach or
Director by 5d BZN (TACAN) or 1.5 minutes BZ (LCTR).

(ii) SID Bravo Climb on runway track to 2800 ft QNH. Call Brize Approach or
Director by 5d BZN (TACAN) or 1.5 minutes BZ (LCTR).

7. Radar Directed Patterns. A left hand pattern is normally flown for both runways, with the
downwind leg flown at 2800 ft QNH. Aircraft are descended to 2300 ft QNH on base leg. When the
Fairford RTC is active, radar patterns for Brize runway 26 will require a right hand turn back
through the overhead. Station based aircraft are not given cockpit checks on instrument
approaches nor are they passed the procedure minima with the sole exception of SRA and PAR.

8. Radar Approaches. Procedural approaches (TACAN and Locator (LCTR) or ILS, are the
normal method of recovery. All aircraft will use the aerodrome QNH, unless on a MEDA diversion
or in emergency and then they may request a QFE approach. Arrival and approach procedures are
published in FLIPs, SIDs and SATRs and TAPs.

9. Radar-to-Visual Recoveries. Aircraft may be vectored for a straight-in recovery via initials
(5 miles finals), down wind join or to the overhead for an overhead join. 2300 ft QNH or the
equivalent will keep such aircraft clear of other circuit traffic until they have been acquired visually.
The Tower controller will offer circuit altitude if they have no traffic to effect.




10. Break-offs. If the Brize Norton CTR recovery state is IFR then aircraft will be instructed to
execute the Missed Approach Procedure (MAP).If the CTR recovery state is VFR the pilot will be
asked if visual with the aerodrome. If so, the pilot will be instructed to join dead-side for runway in
use, with circuit direction. If not visual with the aerodrome the pilot will be instructed to execute the
MAP.

11. Missed Approach Procedure Climb straight ahead to 1800 ft QNH. Contact Brize Approach
on 279.8 or 127.250, and then continue as directed.

12. Communications Failure Procedure

a. VMC (all procedures) Adopt Basic ICAO procedures.

b. IMC (all procedures) If unable to continue the approach,

(i) Squawk 3A 7600. Maintain last assigned level, return to the overhead and
position to enter the hold. When steady outbound in the hold, climb or descend to 2300
ft QNH to complete at least one hold before making an instrument approach to land.

(ii) Inside the final approach fix, squawk 3A 7600, maintain runway track to 1800 ft
QNH to the overhead and continue as above.

13. RAF Brize Norton Flying Club Aircraft Procedures. RAF Brize Norton has an established
flying club situated on the north side of the airfield, along taxiway D. The Flying Club conducts
training for the Private Pilots License (PPL) and associated ratings. Flight training is conducted in
Piper PA28 and Cessna aircraft by Flying Club instructors and operates 7 days a week.
Flying Club ac will normally route in and out of the Brize Norton CTR via Burford and Faringdon,
not above 1300 ft QNH. Such transits may take place in weather conditions down to the minima
specified for light aircraft under VFR, irrespective of whether the CTR recovery state is VFR or IFR.

14. Joint Air Delivery Test and Evaluation Unit (JADTEU) Operations. J ADTEU will use the
airfield for rotary wing Under-Slung Load (USL) trials within the area as detailed below.





















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Before operations commence in locations Heli 1/Heli 2 there are a number of measures that must
be initiated to mitigate all associated risks. The Tower controller must ensure the following are
completed and strictly adhered to,

a. A FOD inspection and if required a sweep of taxiway G and the southern disused prior
to commencement of USL trials and immediately after completion.

b. The Tower controller is to ensure that the runway is sterile during USL low speed hover
and taxi manoeuvres.

c. .Trials aircraft to remain in excess of 150m from runway centreline.

d. Operating altitude limited to maximum 500 ft QNH unless otherwise co-ordinated
through ATC.

e. A FOD inspection on the runway between taxiway G and C is to be completed prior to
any fixed wing movements.

f. The Tower controller is to ensure that the J ADTEU traffic lights are selected to red and
an ATC vehicle is positioned at the intersection of taxiways G, C and B whilst the aircraft is
operating within the airfield boundary.

g. USL low speed trials will not be conducted during fixed wing high speed engine runs.

h. The 26 MT route and Bampton Road traffic lights are to be selected to red prior to the
trials aircraft transiting the eastern airfield boundary. Operating crews are to run in/out on a
specific track to ensure the aircraft crosses the boundary south of the runway and north of
the traffic lights.

i. The Tower controller is to ensure that time/distance between rotary and fixed wing
aircraft is maintained. This will be achieved by,

(i) USL trial at Heli 2 ATC will contact trials aircraft operating crew to clear the
area once an 8 mile inbound aircraft call is received. Trials aircraft will then relocate to
Heli 1 and maintain hover.

(ii) USL trial at Heli 1 ATC will contact trials aircraft operating crew to maintain
position once an 8 mile inbound aircraft call is received.

15. Parachuting at RAF Brize Norton. Procedures are to be employed in accordance with J SP
556, MAA Regulatory Article 2355, HQ 2 Gp Tactical Air Transport Manual and No 1 PTS ORPs
when free-fall and static line parachuting is taking place. The Supervisor/ATCO IC is to liaise with
the Drop Zone Safety Officer (DZSO) and/or the Paradrop aircraft captain prior to the
commencement of parachuting at RAF Brize Norton. The Supervisor/ATCO IC is to be fully briefed
about the parachuting exercise planned to take place and is to implement the orders below in
addition to any measures agreed with the DZSO and aircraft captain.

a. Designated Parachute/Free-Fall Drop Zones

(i) Gateway sports pitches

(ii) Station sports pitches


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(iii) J ADTEU sports pitches

(iv) MT sports pitches

(v) Officers mess front car park

b. Most free-fall/parachuting activity at Brize Norton is classed as training and does not
usually take precedence over other airfield activities other than practice diversions. However, it is
the responsibility of the Duty Operations Controller (DOC) to prioritise parachute/free-fall activity on
the airfield with other operations such as J ADTEU flying. Notwithstanding this, the
Supervisor/ATCO IC is to maintain a close liaison with all interested parties and is to try and
remain as flexible as possible to ensure that the needs of all airfield users are met. Moreover,
before each drop, the Supervisor/ATCO IC is to,

(i) Ensure that the airspace 2 nm (or more in consultation with the aircraft captain
and/or DZSO) around the station is sterile of air traffic.

(ii) Ensure that there are no rotors running or propellers turning anywhere on the
airfield. (The pilot of the parachute release aircraft may be asked for approval for rotary
or other traffic to operate on the south side of airfield when parachuting is taking place
north side).

(iii) Minimise the ground taxi/movement of jet/turbine aircraft on the airfield and
ensure that details of such activity are passed to the captain of the dropping aircraft.

(iv) Ensure that the location(s) of engine ground runs (e.g., de-tuners) is passed to
the captain of the dropping aircraft





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PART 4

Aerodrome Administration and Operating Procedures

Contents Page

1. Aerodrome Reporting 4-2

2. Aerodrome Serviceability Inspections 4-2

3. Aerodrome Works Safety 4-3

4. Aerodrome Sweeping Plan 4-4

5. Airside Vehicle Control 4-4

6. Fire Access Track 4-5

7. Control of Entry and Access 4-5

8. Foreign Object Debris (FOD) 4-6

9. Station Snow and Ice Plan (Op Blacktop) 4-6

10. Runway Surface Friction Conditions (Mu Meter Operations) 4-6

11. Low Visibility Procedures 4-6

12. Instrumented Runway Visual Range (IRVR) 4-7

13. Bird Management 4-8

14. Animal Management 4-8

15. Repatriation Ceremony 4-8

16. RAF Brize Norton Major Incident Plan 4-9

17. Diversion Commitments 4-9

18. Aircraft Parking 4-10

19. Protection of Radar and Navigation Aids 4-10


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1. Aerodrome Reporting

a. Purpose. The aim of the reporting procedure is to ensure that the MAA and No1 AIDU
are notified of any changes to the physical condition of the airfield and of new obstacles that
may affect the safety of aircraft operations.

b. Responsibilities. The Senior Air Traffic Control Officer (SATCO) has overall
responsibility for ensuring that procedures are established and resources provided to report
changes to aerodrome physical characteristics or any other change that may affect the safety
of aircraft operations. The Duty Operations Controller (DOC) is responsible for documenting
reporting procedures and for advising No1 AIDU of any permanent changes to airfield
information. The Air Traffic Control Officer In Charge (ATCO IC) is responsible for reporting
the day-to-day serviceability of the aerodrome and notifying temporary changes to published
aeronautical information to the DOC.

c. Legislation, Standards and Technical References. The ATCO IC is to provide up to
date information on the airfield and on hazards to air navigation. He does this through the
Aeronautical Information Publications (AIP) and Notices to Airmen (NOTAM).

d. Reporting Procedures. Any situation that may have an immediate affect on the safety
of aircraft operations will be reported in the first instance to ATC by radio or telephone.
Confirmation by NOTAM, if applicable, will follow as soon as possible. Verbal reports to the
ATCO IC should be passed via,

i. ATC Switchboard Mil 95461 8800 or Civ 01993 898800

or

ii. Ground Controller 121.725 MHz

2. Aerodrome Serviceability Inspections. Aerodrome inspections are to be carried out in
accordance with the ATC Controller Order Book Annex G to Part 2 Order No 8 and MATAM Ch 19.
In summary,

a. The ATC Supervisor/ATCO IC at RAF Brize Norton is to ensure an airfield inspection is
carried out each day as soon as light permits, but no later than 1100 hrs, to ensure that,

(i) The surfaces are fit for aircraft and vehicles.

(ii) The markings are not worn or obliterated.

(iii) The SOS telephones either side of the runway threshold routes are serviceable.

(iv) The traffic lights at both runway thresholds, at the central intersection with
taxiway C and D, at the eastern intersection with taxiway G and E and on the Bampton
Road are serviceable.

(v) Any object found on the airfield is removed and a Foreign Object Debris (FOD)
report is to be completed to accompany the item. If the object could have come from an
aircraft it is to be taken to Engineering Operations immediately. All other objects are to
be removed and have a FOD report raised in accordance with the RAF Brize Norton
FOD prevention policy.

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(vi) Work in progress and obstructions are identified and marked.

(vii) The helipad and fire training area is clear of FOD.

b. Airfield inspection checklists are provided in each of the ATC vehicles and all items
annotated on the checklist are to be inspected/completed. Airfield lighting is to be inspected
before 1800 hrs or official night (whichever is the earlier) and any unserviceabilities should
be reported to the duty electrician (Gadfly) Ext 7859. Unserviceabilities are to be reported to
the Flight Operations Manager (FOM) to submit a Work Services report.

c. The Supervisor/ATCO IC is to record that these inspections are complete in the Watch
Log recording any unserviceabilities. All information arising from the airfield inspection
relevant to operations is to be passed to the ATC Supervisor/ATCO IC for onward
transmission to the appropriate agencies.

3. Aerodrome Works Safety. Control of working parties is achieved through the following,

a. Work in Progress Records. A plan of the aerodrome is kept prominently displayed in
both ATC and Station Operations for the purpose of marking all obstacles, nature of
obstruction marking and work in progress. It is the responsibility of the ATCO IC and the
DOC to ensure that the information displayed on the plan is always fully up to date.

b. Work in Progress Book. In addition to an aerodrome plan, a Work in Progress book is
maintained in the control tower, in which the ATCO IC enters details of all work in progress.
Each entry is signed by the both the ATCO IC and by the supervisor of the working party to
certify that the extent of the work area and the necessary ATC briefing have been fully
understood before the work has started.

c. Work in Progress Briefings. The ATCO IC is responsible for ensuring that the
supervisor of the working party is properly briefed. The briefing includes the following details,

(i) Limits of the work area.

(ii) Direction of aircraft movements.

(iii) Route to be taken by works vehicles.

(iv) Parking area for works vehicles and equipment.

(v) Control to be exercised over works vehicles and workers.

(vi) Signals to be employed.

(vii) FOD prevention.

d. Control Measures. When work is to be carried out on the airfield and it is not possible
to stop flying, special control rules are enforced to safeguard the working party. The works
supervisor is to be issued with an SMRE radio or the ATC duty driver is to be tasked to
accompany the work party. The supervisor or ATC driver is to maintain constant radio
contact with ATC and ensure the work party moves clear of the manoeuvring area prior to
any aircraft movement in their vicinity. SATCO is responsible for issuing orders and
instructions to the work party. Aircraft captains are to be informed of any work in progress

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that may effect aircraft operations including any taxiing instructions or special procedures
necessary. All airfield work is to be clearly marked using approved high visibility markers and
lit during hours of darkness.
4. Aerodrome Sweeping Programme. The aerodrome sweeping programme is carried out in
accordance with the Aviation Engineering Standing Orders Book 3 Pt1 Chpt 11 Section 1 Work
procedure 22. The following details the schedules for the airfield sweeping itinerary; however,
adjustments to compensate for lost time due to adverse weather or equipment unserviceabilities
may be made.
a. Alternate Days
(i) Day One Bays 16-17, 19-24, 26-41, 70-82 and Base Hangar Apron.
(ii) Day Two Bays 1-15, 51, MT route to crash map reference H6, link route from
the helicopter training area to Hangar 91, perimeter track enclosing the helicopter
training area and the Air Movements Imports area.
b. Alternate Nights
(i) Night One Taxiways A, B, C, D, E, F and G
(ii) Night Two Main runway, intersection of taxiways C and D, runway 08 threshold,
runway 26 threshold and taxiways H and J , including bays 52-69.
5. Airside Vehicle Control. All personnel who, in the execution of their duties, are required to
drive on the airfield manoeuvring area (including squadron dispersals) are to be in possession of a
current Airfield Driving Permit (ADP).
a. Permit issues and renewals are conducted within the Main Station Briefing Facility in
building 539 by ATC every Monday and Wednesday at 0930 -1030 hrs. Personnel must be
seated by 0915 hrs and ensure that they have read and understood Annex H to SSOs prior
to arrival. Applicants must also comply with the following,
(i) Be in possession of a completed military or civilian ADP application form, signed
by their line manager or have proof of their posting notice with them.
(ii) Initial issue applicants of an ADP must first obtain a Colour Vision Safe Certificate
(CVSC) from the DSMC. Applicants MUST have these and be either CP2 Normal or
CP3 Defective Safe to be issued an ADP, nothing else will be accepted. The CVSC
and valid service or civilian driving licences are to be available for scrutiny when
applying for an ADP.
b. The ADP is only valid for one year from the date of issue or renewal and any individual
found driving on the manoeuvring area without a valid permit is liable to disciplinary action. It
is the responsibility of the individual to ensure his/her permit remains current at all times
in order to drive within the manoeuvring area. Failure to renew your permit by your renewal
month will result in the permit being deleted from ATC records and permission to drive on the
manoeuvring areas being revoked. Anyone found driving on the airfield in breach of the
airfield driving orders will face disciplinary action. Any individual involved in an incident which
has a high risk to life and safety, such as a runway incursion, will be dealt with by the Station
Commander.

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6. Fire Access Track. There is a new fire access track from the Fire Section across the runway
leading onto the MT route north side. This is OUT OF BOUNDS to all other traffic. There are red
flashing lights located with No Entry signs to prevent any illegal access.

7. Control of Entry and Access. RAF Brize Norton is a secure military base. Identity and
vehicle checks will be conducted at the Main Gate before visitors are allowed entry. The Station
Commander reserves the right to refuse access should he feel that the requirements are not met.
Persons, who require access onto the manoeuvring area, must hold a valid airfield driving permit.
The Station Guard Force (SGF) control entry onto the airfield and valid airfield driving permits must
be shown. Acceptable forms of identification required for entry onto RAF Brize Norton are as
follows, in order of preference,
a. British Nationals.
(i) Current UK photocard driving license
(ii) Current full UK driving license (old paper version).
(iii) Police warrant Card.
(iv) Current benefit book or card.
b. Other EEA Nationals.
(i) Full EEA passport.
(ii) Residence permit issued by Home Office to EU nationals on sight of home
country passport.
(iii) National Identity Card.
c. Other Nationals.
(i) National Identity Card.
(ii) Current, signed, full passport.
(iii) A Home Office document confirming the individuals UK immigration status.
d. Unacceptable forms of Identification.
(i) Duplicate or photocopied documents.
(ii) An international driving license.
(iii) A birth certificate issued more than 6 weeks after birth.
(iv) Any passport that has expired.

8. Foreign Object Debris (FOD). FOD costs the RAF a great deal of money. Therefore, if prior
to driving on the movement area drivers have crossed terrain likely to cause FOD to adhere to the
vehicle, they are to stop to check the tyres and vehicle for debris. Any FOD found is to be removed
before entry to the movement area. In addition, drivers are always to be on the lookout for, and to
pick up, FOD. If unable to remove FOD, drivers are to report its location to the Tower Controller

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(Ext 6234). If the FOD is suspected to be part of an aircraft, then it is to be taken straight to Eng
Ops. All other FOD is to be taken to the station FOD Officer with a completed report. Clearly mark
a crash map of the location in which the FOD was found.

9. Station Snow and Ice Plan (Operation Blacktop). During the winter months, falls of snow
or the formation of ice may be sufficiently severe to prevent the operation of aircraft at RAF Brize
Norton and hinder the movement of personnel and vehicles on the station and adjoining roads.
Operation Blacktop enables the station to keep the airfield, essential access and station roads
open. Operation Black top is formed by 1 Nov each year, or earlier if the weather decrees and
remains in place until 30 Apr, but may be extended if the weather conditions dictate. In adverse
weather conditions, the airfield will be closed to vehicular traffic. Signs will be displayed at the entry
to the airfield and runway crossing lights will remain at red. Service vehicles, on essential tasks
connected with aircraft or snow clearing ops, will have access. Contractor vehicles must seek
permission from ATC and no access will be given to private vehicles and cyclists.

10. Runway Surface Friction Conditions (Mu Meter Operations). Surface tests to the runway
will be made with the Mu Meter under the following conditions,

a. After initial runway construction or after resurfacing.

b. Every 6 months in wet weather.

c. Before flying commences if any doubt exists as to the braking conditions of the runway.

d. When the surface state of the runway may be changing due to the weather.

e. During continuous moderate to heavy rainfall, after the surface has been thoroughly
wetted and standing pools have formed.

f. When there is an aircraft incident/accident on the runway, where the possibility exists
that surface conditions may have been a contributing factor.

11. Low Visibility Procedures (LVP) The following LVP are intended to protect aircraft during
periods of low visibility by deploying guard vehicles to prevent runway incursions and conducting a
physical check for obstructions on the runway prior to its use.

a. LVP In Force. LVP will be implemented by the Tower controller whenever one or both of
the runway thresholds are not clearly visible and there is an aircraft due to use the runway, or
when the meteorological visibility reduces to 1500m and is forecast to fall below 550m and/or
the cloud ceiling falls to 300 ft or less.

(i) For inbound aircraft - 6 vehicles (Fire and ATC) are to be despatched, ensuring
that they are in position at the allocated runway access locations prior to the ac reaching
the 20-mile point. Runway guard vehicles are to be positioned at the locations indicated
below. At the 20-mile point, both runway threshold traffic lights are to be selected to red.
An ATC vehicle and BCU (who should have been pre-positioned) are to perform a
physical check to ensure that there are no obstructions, birds or other vehicles on the
runway.

(ii) For departing aircraft - 6 vehicles (Fire and ATC) are to be despatched, ensuring
that they are in position at the allocated runway access locations prior to the aircraft
calling for taxi. Runway guard vehicles are to be positioned at the locations indicated
above. When the ac is taxiing, both runway threshold traffic lights are to be selected to
red. An ATC vehicle and BCU (who should have been pre-positioned) are to perform a
physical check to ensure that there are no obstructions, birds or other vehicles on the
runway. The timing of this check is at the Aerodrome controllers discretion, but should
be completed before the ac is ready for departure.

(iii) For visiting aircraft - When a visiting aircraft is taxiing during LVP a Follow Me
vehicle is to be provided. If the captain subsequently indicates that he does not require
assistance then the Follow Me vehicle may be stood down at the ADCs discretion.

12. Instrumented Runway Visual Range (IRVR). The IRVR system installed at RAF Brize Norton
is the AGIVIS 2000 that derives information from 3 transmissometers located one at each end of the
runway adjacent to the touchdown zone and the third near the runway midpoint. For RT transmission
purposes the locations will be known as Touchdown, Mid-Point and Stop End and RVR values will
relate to these positions. IRVR reporting is to be stated as follows.

a. Whenever the meteorological visibility is being reported as less than 1500m.

b. Whenever the IRVR display is indicating an RVR value equal to or less than 1500m.

c. Whenever shallow fog is being reported or during a period for which it is forecast.

13. Bird Management. The bird activity on and around the vicinity of the aerodrome is managed
by Safeskys Ltd who are contracted to operate a Bird Control Unit (BCU) at RAF Brize Norton on a
continuous basis. The BCU are contactable on 01993 897025 and are required to,

a. Assess and effectively minimise the local bird hazard to aircraft through a coordinated
bird control effort on the station.

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b. Record and collate recorded information on bird concentrations and movement
patterns both on the aerodrome and within its safeguarded zone.

c. Liaise with station executives, property manager representatives, local authorities and
landowners and tenant farmers whose land abuts the aerodrome, concerning such matters
as the identification and dispersal of local bird concentrations, and the elimination of bird food
sources and other topographical features which might attract birds to the aerodrome vicinity.

d. Coordinate the use of bird dispersal equipment and materials, and ensure that their use
is properly controlled in accordance with current regulations.

e. Ensure that all bird control equipment is properly serviced in accordance with current
servicing schedules and that any unserviceability is rectified promptly.

f. Ensure that all bird control personnel are correctly trained in the use of bird dispersal
equipment and its safe handling.

g. Ensure that bird hazard warnings are issued in accordance with the procedures
published in FLIPs.

h. Attend Station Safety Management Committee meetings and report any general
concerns or bird related issues.

i. Supervise the maintenance of the bird control log.

14. Animal Management. Animal management on the aerodrome is dealt with by the Estates
Management Section through external contractors, as and when issues are reported.

15. Repatriation Ceremony.

a. NOTAM The ATC Supervisor is to ensure that NOTAM action is taken to publicise a
repatriation ceremony to other airspace users. The NOTAM is to be issued on receipt of
notice from Brize Norton Station Operations. An example of NOTAM wording is annotated
below.

From xxxx hrs to xxxx hrs, RAF Brize Norton will host a Repatriation Ceremony. This will
include noise abatement procedures on the aerodrome. The aerodrome will remain open
throughout for MEDA purposes. Scheduled arrivals and departures will be deconflicted.
Requests for practice diversions during this period will be refused. Class D CTR airspace
transits will be routed to avoid the aerodrome by 5 nm unless operationally necessary
(Police/Air Ambulance). Aircraft flying above the RAF Brize Norton CTR are requested to
avoid the aerodrome by 5 nm to avoid disturbing the ceremony.

b. Embargo. On the day of the repatriation ceremony the timings for the movement
embargos are tannoyed to the station. The station noise and movement embargo will be as
follows.

(i) Total embargo for all aircraft and vehicle moves from commencement of the
approach to parking of aircraft on runway 08 loop; H-75 to H-50.

(ii) Normal ops will resume for the period; H-50 TO H-10.


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(iii) Total embargo for all aircraft and vehicle moves during taxi from runway 08 loop
to the Repatriation Centre; H-10 to H+60.

(iv) Normal operations will resume for the period; H+60 until the Repatriation Centre
notify ATC and Duty Operation Controller that the cortege is preparing to move to the
front of the Repatriation Centre in preparation for departure from station.

(v) Embargo for all aircraft take-offs and landings; during assembly of cortege in front
of the Repatriation Centre until 5 minutes post departure from station.

(vi) RAF Police to notify ATC once cortege has departed station.

(vii) Normal operations to resume.

c. Provision of radar services outside CAS during Repatriation Ceremony. Brize LARS will
provide normal service throughout the repatriation ceremony. If possible, aircraft shall be
kept clear of the repatriation aircraft as it commences the transit from L9 to the Brize CTR.
LARS traffic shall also be requested to avoid overflight of the aerodrome within a 5 nm radius
for the duration of the approach, landing and ceremony for noise abatement. Brize Zone will
deny aircraft routings within 5 nm radius of the aerodrome below 3500 ft QNH for the
duration of the ceremony to reduce noise. Air Ambulance and Police helicopters requiring to
route inside the CTR shall be tactically managed by the ATC supervisor in consultation with
the aircraft captain.

d. Practice Diversions Practice Diversions will be refused from H-65 until 5 minutes after
departure of the cortege from station.

e. J ADTEU Aircraft Movements On the day of a repatriation ceremony J ADTEU sorties
are to operate from the 60 series bays. Under no circumstances will J ADTEU be authorised
to operate helicopters in to/out of the helipad located on the south side of the airfield.
J ADTEU sorties are to conform to all station embargos on the day of a repatriation
ceremony.

16. RAF Brize Norton Major Incident Plan. To use the resources of RAF Brize Norton, in
conjunction with local Civilian Emergency Services (CES), to respond effectively to an incident on
the station or in the immediate local area. This generic plan should be used to respond to any
major incidents or major accidents. This may include aircraft crashes, MMMF hazards, building
collapses, major fires, explosions, fuel spills and RTCs. RAF Brize Norton Major Incident Plan can
be found on the Station MOSS Site with key areas holding hard copies.

17. Diversion Commitments. Supervisors are to follow the policy with RAF ATN Force Orders
200.460 when accepting diversion commitments. The Sup/ATCO IC is not to accept civilian
aircraft wishing to utilise Brize Norton as a diversion. If flight plans nominate Brize Norton as a
diversion on a civilian flight plan, the Switchboard Flight Operations Assistant (FOA) is to inform
the DOC of their requirement to contact the operating company to refuse the diversion. This does
not affect civilian aircraft wishing to use Brize Norton for a Practice Diversion, which may be
accepted subject to standard operating procedures.

18. Aircraft Parking. The arrangement for parking on the airfield is the responsibility of the Air
Operations squadron. Operations will pass parking bays to ATC for onward transmission to
approaching aircraft. ATC are to inform operations of aircraft arrivals in order to have a marshaller
on the apron ready to direct the aircraft to its allocated parking position.


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19. Protection of Radar and Navigation Aids. All activity on the airfield is monitored by ATC.
Any personnel requiring access to any of the airfield navigation aids or in their immediate vicinity
are to be directed to GRSF (Ground Radio Service Flights) who will provide an escort. All radar
and navigational aids are installed with signs warning of any hazards, including microwave
radiation. These are checked as part of the GRSF maintenance plan and replaced when
necessary. Ground maintenance, such as grass cutting near the ILS and PAR is within the contract
for the airfield ground maintenance. This is constantly monitored by ATC and GRSF and ground
maintenance issues are directed to Estates Management through the ATC FOM.

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