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. Amendments to the manual will be made on a regular basis and the latest version published online.
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. Amendments to the manual will be made on a regular basis and the latest version published online.
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. Amendments to the manual will be made on a regular basis and the latest version published online.
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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
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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 Issued on 01 Oct 12 1-4 5. Aerodrome Crash Map.
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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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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.
Remarks: 26/08 RHAG 560m. For normal ops, both cables DERIGGED, 20 mins PNR
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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
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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. RAF Brize Norton Issued on Sep 12 3-4 Aerodrome Manual IMPORTANT CONTROLLED PAGE Pages copied or reproduced for use outside this document, cannot be considered authoritative.
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.
(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.
RAF Brize Norton Issued on Sep 12 4-10 Aerodrome Manual IMPORTANT CONTROLLED PAGE Pages copied or reproduced for use outside this document, cannot be considered authoritative.
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.
Final Report From The Examination of The Aviation Accident No 192/2010/11 Involving The Tu-154M Airplane, Tail Number 101, Which Occurred On April 10th, 2010 in The Area of The SMOLENSK NORTH Airfield