1. law, govt and politics
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STOP PRESS
The following amendments have been incorporated into the current issue of this document
Amendment
No
Issue 2
Amendment
date
2 Jun 14
AL1
1 Aug 14
AL2
2 Sep 14
AL3
23 Oct 14
Pages effected
Annex B
Annex TT
2.4
4.4.2
4.4.3
4.4.9
4.6.1
7.15
7.18
7.19
4.4.2
4.12
4.12.3
7.14.a (iv)
8.23
Annex C
Annex D
Annex C
Annex D
14 Oct 14 - TFN
The MSSR Radar Head is located in proximity of tall trees and as such there
is a theoretical degradation of the MSSR data. BZN are undertaking
mitigations to clear the infringements and monitoring the data to ensure its
credibility.
27 Oct 14 – TFN
Low level lighting (4-5m high) will be operating in and around the vicinity of
the construction site for A400M hangar (Grid Ref G33 Stn Crash Map), daily
until 2200L.
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Defence Aerodrome
Manual
RAF BRIZE NORTON
Defence Aerodrome Manual
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FOREWORD
1.
Military Aviation Authority. With effect from 1 April 2010, the Secretary of State for
Defence (SofS) established by Charter the Military Aviation Authority (MAA) as the single
independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director General
MAA (DG MAA) is accountable to SofS, through the 2nd Permanent Under Secretary of State (2nd
PUS), for providing a regulatory framework, given effect by a certification, approvals and inspection
process for the acquisition, operation and airworthiness of air systems within the Defence aviation
environment. DG MAA is responsible for providing assurance to SofS that the appropriate
standards of military Air Safety are maintained and is the Convening Authority for Service Inquiries
into aircraft occurrences.
2.
Regulatory Framework. DG MAA is the owner of the MAA Regulatory Publications (MRP)
and has the authority to issue them on behalf of the SofS. There are 3 MRP documentation levels:
a. Overarching documents:
(1) MAA01: MAA Regulatory Policy.
(2) MAA02: MAA Master Glossary.
(3) MAA03: MAA Regulatory Processes.
b. Regulatory Articles (RA):
(1) 1000 Series: General Regulations (GEN).
(2) 2000 Series: Flying Regulations (FLY).
(3) 3000 Series: Air Traffic Management Regulations (ATM).
(4) 4000 Series: Continuing Airworthiness Engineering Regulations (CAE).
(5) 5000 Series: Design and Modification Engineering Regulations (DME).
c. MAA Manuals:
(1) Manual of Air Safety.
(2) Manual of Post-Crash Management.
(3) Manual of Flying Orders for Contractors.
(4) Manual of Military Air Traffic Management.
(5) Manual of Aerodrome Design and Safeguarding.
(6) Manual of Maintenance and Airworthiness Processes.
(7) Manual of Maintenance and Airworthiness Processes – MOD Form 700.
(8) Defence Aerodrome Manual. (This manual).
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3.
Military Applicability.
a
The Regulatory Articles within the MRP (also referred to as the Regulations) are
Orders within the meaning of the Armed Forces Act.
b
With the exception of Queen’s Regulations and MAA Regulatory Notifications (see
below), the MRP has primacy over all other military aviation orders or instructions.
4.
Equal Opportunities Statement. All reference to the masculine gender (he, him and his) is
to be taken to include the feminine gender (she, her and hers).
5.
Responsibilities. The Regulations contained within the MRP do not absolve any person
from using their best judgement to ensure the safety of aircraft and personnel. Where safety or
operational imperatives demand, the Regulations may be deviated from provided that a convincing
case can be offered in retrospect. Where authorized individuals issue their own amplifying orders
or instructions, they must be based on the Regulations and they cannot be less restrictive.
6.
Regulatory Notifications. Where the routine amendment process for the MRP is not
sufficiently agile, to effect timely communication of regulatory changes, the MAA will employ one of
3 types of notification, dependent upon the nature of the information conveyed:
a. Regulatory Notice. Notice will notify changes in structures, procedures, regulations, or
provide operational or engineering guidance.
b. Regulatory Instruction. Instruction will provide mandatory operational or engineering
direction.
c. Regulatory Waiver/Exemption. Regulatory Waiver/Exemption may be employed to
grant temporary waivers or permanent exemptions from extant regulations at the request of an
operator and when agreed by the Regulator for specified periods.
7.
Notifications. Notifications will be approved at the appropriate level within the MAA
dependent upon type, complexity or whether the Regulatory Notification is novel and/or
contentious. They will be promulgated to those with delegated/contracted responsibility for Air
Safety such as Aviation Duty Holders within the Services and Accountable Managers within DE&S
and Industry. Recipients will be required to acknowledge receipt, and copies of the notifications will
also be published on the MAA website (waivers or exemptions will not be published on the MAA
website). Receiving organizations are responsible for cascading notifications internally in an
effective way. This Regulatory Notification process will exist in addition to the routine document
amendment service but will only be used where more timely notification is required.
8.
Commercial Implications. The MRP will be applied through contract to those organizations
designing, producing, maintaining, handling or operating aircraft on the UK Military Aircraft
Register. Compliance with these Regulations will not in itself relieve any person from any legal
obligations imposed upon them. These Regulations have been devised solely for the use of the UK
Ministry of Defence (MOD), its contractors in the execution of contracts for the MOD and those
organizations that have requested to operate their ac on the UK Military Aircraft Register. To the
extent permitted by law, the MOD hereby excludes all liability whatsoever and howsoever arising
(including, but without limitation, liability resulting from negligence) for any loss or damage however
caused when these Regulations are used for any other purpose. Where an organization has
contracted to an earlier version of Military Aviation Regulations or Defence Standards, these will
continue to apply unless changed through contract review. The increased risk associated with
using legacy standards or Regulations must be monitored by MOD contracting authorities and
contract changes made as required. The MAA will continue to monitor this situation through audit
and inspection.
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9.
Sponsorship of the MRP and the authorization of amendments are the responsibility of DG
MAA. Proposals for amendments to this document can be made in accordance with Chapter 3 of
MAA01.
10. The MAA has full oversight of all Defence aviation activity and undertakes the role of the
single regulatory authority responsible for regulating all aspects of Air Safety across Defence.
<Original signed>
C MUIR
Group Captain
Deputy Head (Regs)
Military Aviation Authority
04 Dec 13
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TABLE OF CONTENTS
1.
Foreword from MAA.
2.
Table of Contents.
3.
Tables of Figures.
4.
Amendments.
5.
Annexes.
CHAPTER 1: INTRODUCTION
1.1
Regulatory Cross-Reference……………………………………………………………
1.2
Purpose of the Defence Aerodrome Manual (DAM)………………………………….
1.3
Scope………………………………………………………………………………………
1.4
Primary Document………………………………………………………………………..
1.5
Master Copy………………………………………………………………………...
1.6
Responsibilities of an Aerodrome Operator…………………………………………..
CHAPTER 2: TECHNICAL ADMINISTRATION
2.1
Name and Address of Aerodrome Operator…………………………………………..
2.2
Aerodrome Operators Authority………………………………………………………...
2.3
Letter of Delegation……………………………………………………………………...
►2.4 Safety Meeting
Structure◄………………………………………………………………..
Organizational Structure………………………………………………………………...
2.5
2.6
Key Post Holders………………………………………………………………………...
2.7.
Aerodrome Operating Hazard Log (AOHL)…………………………………………...
2.8
Aerodrome Related Formal Agreements……………………………………………...
2.9
Aerodrome Waivers, Exemptions and AAMC………………………………….
2.10
Orders………………………………………………………………………………………
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CHAPTER 3: AERODROME LOCATION AND LAYOUT
3.1
Aerodrome Location……………………………………………………………………….
3.2
Local Area Map……………………………………………………………………………
3.3
Aerodrome Crash Map…………………………………………………………………..
CHAPTER 4: AERODROME DATA, CHARCTERISTICS & FACILITIES
4.1
Location Indicator and Name……………………………………………………………
4.2
Aerodrome Geographical and Administrative Data…………………………………..
4.3
Operational Hours……………………………………………………………….. ……..
►4.4
Handling Services and
facilities◄……………………………………………………….
4.5
Passenger Facilities……………………………………………………………………...
►4.6
Rescue and Fire Fighting
Services◄……………………………………………………..
4.7
Seasonal Availability - Clearing………….………………………………………………
4.8
Aprons, Taxiways and Check Locations Data………………………………………...
4.9
Surface Movement Guidance and Control System Markings……………………….
4.10
Aerodrome Obstacles……………………………………………………………………
4.11
Meteorological Information……………………………………………………………..
►4.12 Rwy Physical Characteristics◄…………………………………………………….
4.13
Declared Distances………………………………………………………………………
4.14
Approach and Runway Lighting………………………………………………………...
4.15
Other Lighting, Secondary Power Supply……………………………………………..
4.16
Helicopter Landing Area…………………………………………………………………
4.17
ATS Airspace……………………………………………………………………………..
4.18
ATS Communication Facilities………………………………………………………….
4.19
Radio Navigation and Landing Aids…………………………………………………..
4.20
Local Traffic Regulations……………………………………………………………….
4.21
Noise Abatement Procedures Orders………………………………………………..
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4.22
Flight Procedures……………………………………………………………………….
4.23
Additional Information…………………………………………………………………..
4.24
Charts Relating to this Aerodrome…………………………………………………….
4.25
Special Procedures……………………………………………………………………..
4.26
Medical Response Equipment………………………………………………………….
4.27
Noise Abatement…………………………………………………………………………
4.28
Temporary Obstructions…………………………………………………………………
4.29
Rwy Strip Obstructions…………………………………………………………………..
4.30
Legacy Obstructions…………………………………………………………………….
4.31
Waivers…………………………………………………………………………………….
4.32
Rwy End Safety Area (RESA)…………………………………………………………..
4.33
Light Aggregate (Lytag) Arrestor Beds…………………………………………………
4.34
Rotary Hydraulic Arrestor Gear (RHAG) Orders…………………………………….
4.35
Barrier Orders……………………………………………………………………………
4.36
Manoeuvring Area Safety and Control Orders………………………………………..
CHAPTER 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)
5.1
Emergency Orders Aerodrome Crash Plan…………………………………………
5.2
Disabled Ac Removal Orders……………………………………………………...
CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS
6.1
Emergency Organisation……………………………………………………………….
6.2
AO / DFRMO Relationship………………………………………………………………
6.3
Aerodrome Rescue and Fire Fighting Service Orders……………………………….
6.4
Aerodrome Rescue and Fire Fighting Training Area Orders………………………..
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CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES
7.0.
Air Traffic Control
Orders……………………………………………………………….
7.1.
Air Traffic Radar
Services………………………………………………………………
7.2.
BZN Control Zone
(CTR)……………………………………………………………….
7.3.
Lower Airspace Radar Service
(LARS)……………………………………………….
7.4.
BZN Visual
Circuit……………………………………………………………………….
7.5.
Noise
Abatement………………………………………………………………………..
7.6.
Standard Radar
Departures…………………………………………………………….
7.7.
Radar Directed
Patterns………………………………………………………………..
7.8.
Radar
Approaches………………………………………………………………………
7.9.
Radar-Visual
Recoveries……………………………………………………………….
7.10.
BreakOffs………………………………………………………………………………..
7.11.
Missed Approach
Procedures………………………………………………………….
7.12.
Communications Failure
Procedure…………………………………………………..
7.13.
BZN Flying Club
Procedures…………………………………………………………..
►7.14. Joint Air Delivery Test and Evaluation Unit (JADTEU) Operations◄…………..
►7.15
►7.18
Parachuting at
BZN◄……………………………………………………………………...
Repatriation
Ceremony………………………………………………………………….
Diversion
Commitments………………………………………………………………...
Total Radar Failure◄…………………………………………………………………
►7.19
SSR Alone Operations◄……………………………………………………………
7.16
7.17.
CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES
8.1
8.2
8.3
8.4
Aerodrome
Reporting…………………………………………………………………...
Aerodrome Serviceability
Inspections…………………………………………………
Aerodrome Technical
Inspections……………………………………………………..
Protection of Radar and Navigation
Aids……………………………………………..
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8.5
8.6
8.7
8.8
Surveillance Equipment Maintenance &
Monitoring…………………………………
Navigation Equipment Maintenance &
Monitoring…………………………………..
Aerodrome Works
Safety……………………………………………………………….
Aerodrome Sweeping
8.9
8.10
8.11
8.12
8.13
8.14
Control of Entry and
Access……………………………………………………………
Aerodrome Users - Vehicle and Pedestrian
Control…………………………………
Wildlife Management
(Birds)…………………………………………………………...
Animal
Management…………………………………………………………………….
Handling of Hazardous Materials (Spillage
Plan)……………………………………
Ac Parking…………………………………………………………………………..
8.15
Low Visibility
Operations………………………………………………………………..
8.16
General Conditions (Terms and
Conditions)………………………………………..
8.17
Breach of Terms and Conditions Orders…………………………………………..
8.18
Safeguarding Requirements - Waivers and
Exemptions……………………………
8.19
Standards Checks / SQEP (Qualified
Personnel)…………………………………..
8.20
Safety Management
System…………………………………………………………...
8.21
Thunderstorm and Strong Wind
Procedures…………………………………………
8.22
Electrical Ground Power
Procedures………………………………………………….
►8.23 Aviation Fuel Management Procedures◄…………………………………………
8.24
8.25
8.26
8.27
8.28
8.29
8.30
8.31
Jettison Area - Designated Fuel / Under slung load /
ordinance…………………...
Compass Swing
Area…………………………………………………………………...
Explosive Ordnance Disposal
Area……………………………………………………
FOD Prevention, Training and
Awareness……………………………………………
Dangerous Good (DG) - Procedures – Loading
/Unloading………………………
Hydrazine (H70) Leak.
…………………………………………………………………
Ac Arresting
Mechanisms………………………………………………………………
Rwy Friction Meter (RFM)
conditions………………………………………………….
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CHAPTER 9: SNOW & ICE OPERATIONS
9.1
Snow & Ice Operations………………………………………………………………….
CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES
10.1 Force Protection Responsibilities………………………………………………………
10.2 National/Multinational Security Responsibilities………………………………………
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3.
Table of Figures.
Fig
Details
1.
Local Area Map.
2.
Noise Abatement Procedures.
3.
Rwy 08 RESA.
4.
Rwy 26 RESA.
5.
BZN CTR.
6.
Standard Zone Crossing Points.
7.
Burford VRP.
8.
Bampton VRP.
9.
Northleach VRP.
10.
RAF Fairford.
11.
Farmoor Reservoir VRP.
12.
Farringdon VRP.
13.
Lechlade VRP.
14.
Charlbury VRP.
15.
JADTEU Underslung Load Trials Area.
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4.
Table of Amendment.
Amendment
No.
Amendment
Date
Date of
Incorporation
Initial Issue
Issue 2
►Annex B
►Annex TT
►2.4
►4.4.2
►4.4.3
►4.4.9
►4.6.1
►7.15
►7.18
►7.19
AL1
►4.4.2
►4.12
AL2
►4.12.3
►7.14a (iv)
►8.23
►Annex C
►Annex D
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
1 Aug 14
1 Aug 14
1 Aug 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
2 Jun 14
1 Aug 14
1 Aug 14
1 Aug 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
2 Sep 14
Name
Robson NAH
Robson NAH
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
Robson NAH◄
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5.
Annexes
Annex A
Letter of Delegation. Link
Annex B
Safety Meeting Structure. ►Link ◄
►Annex C
Organizational Structure. ◄ Link
►Annex D
List of Key Post Holders. ◄ Link
Annex E
Aerodrome Operating Hazard Log (AOHL). Link
Annex F
Formal Aerodrome Related Agreements. Link
Annex G
Aerodrome Safeguarding Waivers and Exemptions. Link
Annex H
Orders to cover all noise abatement procedures, including high power ground
running. Link
Annex I
Orders for temporary obstructions on or around any manoeuvring area that are
considered to be a hazard to either aircraft or vehicles. Link
Annex J
Orders for both the maintenance and safe operation of the RHAG. Link
Annex K
Orders for both the safe operation and maintenance of the barrier. Link
Annex L
Orders for the safe parking, manoeuvring, refuelling and servicing of aircraft.
Link
Annex M
Emergency Orders / Aerodrome Crash Plan. Link
Annex N
Orders for Disabled Aircraft Removal. Link
Annex O
Aerodrome Rescue and Fire Fighting (ARFF) Service Orders (Kept separately
due to security classification). Link
Annex P
Aerodrome Rescue and Fire Fighting Training Area Orders – (including ARFF
Training Area Risk Assessments and Orders). Link
Annex Q
Air Traffic Control Orders (Operational). Link
Annex R
Orders for the reporting procedures to advise No 1 AIDU of any permanent
changes to aerodrome information. Link
Annex S
Aerodrome Serviceability Inspections – Orders. Link
Annex T
Aerodrome Technical Inspections – Orders. Link
Annex U
Protection of Radar and Navigation Aids – Orders. Link
Annex V
Surveillance Equipment Maintenance & Monitoring – Orders. Link
Annex W
Navigation Equipment Maintenance & Monitoring – Orders. Link
Annex X
Aerodrome Works Safety – Orders. Link
Annex Y
Control of Entry and Access - Control orders. Link
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Annex Z
Aerodrome Users - Vehicle and Pedestrian Control – Orders. Link
Annex AA
Wildlife Management (Birds) - Orders. Link
Annex BB
Wildlife Management - Orders. Link
Annex CC
Handling of Hazardous Materials (Spillage Plan) - Orders. Link
Annex DD
Aircraft Parking. Link
Annex EE
Low Visibility Operations (LVP) - Orders. Link
Annex FF
General Orders – Terms and Conditions/Use of MOD Aerodromes by civil ac.
Link
Annex GG
Breach of Terms and Conditions - Orders. Link
Annex HH
Thunderstorm & Strong Wind Procedures - Orders. Link
Annex II
Electrical Ground Power Procedures - Orders. Link
Annex JJ
Aviation Fuel Management Procedures - Orders. Link
Annex KK
Jettison Area - Orders. Link
Annex LL
Compass Swing Area - Orders. Link
Annex MM
Explosive Ordnance Disposal Area - Orders. Link
Annex NN
FOD Prevention, Training and Awareness – Orders. Link
Annex OO
Dangerous Goods (DG) Procedures - Loading /Unloading - Orders. Link
Annex PP
Hydrazine (H70) Leak – Orders. Link
Annex QQ
Ac Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable
Hydraulic Arrester Gear (PHAG) / Barriers) etc - Orders. Link
Annex RR
Snow and Ice Operations - Orders. Link
Annex SS
Force Protection Responsibilities - Force Protection (FP) Orders (Kept
separately due to security classification). Link
►Annex TT
SSR Alone Operations. Link ◄
If you are unable to access the links please contact BZN Ops at the following email:
[email protected]
The account is monitored on a continuous basis.
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CHAPTER 1: INTRODUCTION
1.1 Regulatory Cross-Reference. This Manual supports and must be read in conjunction with
the following MAA Documents & Regulations, and other policy documents:
RA 1020(4)
RA 1200
RA 1205(2)
RA 1026
RA 1410
RA 1430
RA 1400
RA 2415
RA 3018(12)
RA 3036(8)
RA 3036(12)
RA 3046(1)
RA 3046(2)
MAS
MPCM
MMATM
MADS
JSP 360
JSP 426
AP 600
-
Responsibilities of DH-Facing Organizations
Defence Air Safety Management
Air System Safety Cases (Responsibilities of DH-Facing Organizations)
Aerodrome Operator (AO) Roles and Responsibilities
Occurrence Reporting
Aircraft Accident Response & Post Crash Management (PCM)
Flight Safety Fundamentals & Foreign Object Damage
Civil use of Military Aerodromes
Use of MOD Aerodromes by Civil Aircraft
Emergency Organization
Aerodrome Crash / Rescue Fire Services
Responsibility of Reporting Changes to Aerodrome Facilities.
Accuracy of Flight Information Publications
Manual of Air Safety (MAS)
Manual of Post Crash Management (MPCM)
Manual of Military Air Traffic Management (MMATM)
Manual of Aerodrome Design & Safeguarding (MADS)
Use of Military Aerodromes by British and Foreign Civil Aircraft
MOD Fire Safety Manual
Royal Air Force Information and CIS Policy 1
1.2. Purpose. The purpose of this Defence Aerodrome Manual (DAM) is to provide, in a
standardized format, a mechanism to inform both military and civilian operators of accurate
aerodrome data that includes physical characteristics, available services, aerodrome hazards and
operating procedures pertinent to RAF Brize Norton (BZN). It also provides enhanced reference
guidance to the Aerodrome Operator (AO) to ensure that all aerodrome management requirements
are being met and assured correctly. The DAM acknowledges the essential requirements of EC
legislation EC 216/2008 (as amended at Annex Va) and is to be read in conjunction with the
documents set at Chapter 1 Para 1.1 of the DAM template.
1.3 Scope. The DAM is a living document to which chapters and sections can be added. A
robust Defence Aerodrome Assurance Framework (DAAF) is to be contained within the DAM to
provide a record of full assurance at 1st, 2nd and 3rd party level of the contents of each Chapter and
Section.
1.4 Primary Document. The AO is to ensure that the DAM is the primary source of up to date
aerodrome information and is responsible for ensuring No 1 Aeronautical Information
Documentation Unit (AIDU) is notified of any permanent changes.
1.5 Master Copy. The master copy of the DAM is appropriately protected, held by the AO and
made available on their Dii/MOSS / internet websites (to allow civil access). Amendments to the
Manual must be made when changes occur and the latest version published online.
1
The policies and regulations published as Chapters in this AP are mandatory for personnel at all Air Command Stns. However, other
TLBs that wish to adopt any policy from this AP are to publish guidance on which Chapters are applicable to their subordinate
organizations. Not withstanding this, due to CAA regulations and the MOD's self regulatory position, personnel at all military aerodromes
are to adhere to the policies covered in Chapter 3 - Maintenance and Responsibilities and Chapter 6 - Aerodromes.
1-1
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1.6 Responsibilities of an Aerodrome Operator - The AO is to actively manage an aerodrome
environment such that it accommodates the safe operation of aircraft. The DAM provides the basic
framework upon which additional areas may be added. Familiarity with regulatory cross referenced
material will assist the AO’s in meeting responsibilities.
a. Aerodrome Operator Responsibilities:
i. The AO is to establish formal relationships with Aviation DHs in order to ensure that
any decisions made which affect the aerodrome or its facilities are cognisant of the
impact of the impact on Air Safety. Areas to be considered are to include, but are not
limited to, facilities, personnel, equipment and materiel. In addition, it is essential that
the AO ensures that assurance activities regarding the documentation of tasks, roles,
responsibilities, procedures, access to relevant data and record-keeping, are
conducted in accordance with the MRP and related reference documents referred to at
Chapter 1 Para 1.1.
ii. The AO is to verify that the requirements contained within the DAM are complied with
at all times taking appropriate measures to ensure hazards are identified and
highlighted to Duty Holders (DH) and civilian operators. Procedures shall be
established and applied to make all users aware of such measures in a timely manner.
iii. The AO is to ensure that an appropriate aerodrome wildlife risk management
programme is established and implemented in accordance with MADS.
iv. The AO is to ensure that movements of vehicles and persons in the movement area
and other operational areas are coordinated with movements of aircraft in accordance
with guidance laid down in MMATM Chapter 18.
v. The AO is to ensure that procedures to reduce the hazards associated with
aerodrome operations in winter, adverse weather conditions, reduced visibility, or at
night, if applicable, are established and implemented.
vi. The AO is to ensure that arrangements with other relevant organizations including,
but not limited to, aircraft operators, air navigation & ground handling service providers
whose activities or products may have an effect on aircraft safety are established, to
ensure continuing compliance with extant aerodrome regulations.
vii. The AO is to ensure that procedures exist to provide aircraft with fuel which is
uncontaminated and of the correct specification, either through service means, or by
means of contracts with third parties.
viii. The AO is to ensure that the maintenance of aerodrome Communication,
Navigation and Surveillance (CNS) equipment covers repair instructions, servicing
information, troubleshooting and inspection procedures in accordance with extant
support policy statements and the AP 600 – Royal Air Force Information CIS policy.
(Note: The maintenance policy for an individual item of technical equipment, including
software, is detailed in a Support Policy Statement (SPS) or equivalent Naval Ship
Support Publication. The SPS is the executive document specifying the support
arrangements for equipment throughout its in-service life and reflects the broad policy
contained in this leaflet and other relevant instructions within AP600, QRs Chapter 11
and specialist APs).
ix. The AO is to ensure that the maintenance of aerodrome lighting and aircraft
arresting equipment covers servicing information, troubleshooting, inspection
procedures and repair instructions, in accordance with extant support policy
statements.
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x. The AO is to ensure that all personnel who need to enter the movement area, as part of their
TORs, are both trained and qualified to do so with the appropriate authority (line manager, ATC,
etc).
xi. The AO is to ensure that an aerodrome emergency plan is developed in accordance with the
MPCM, RA 1430 and JSP 426.
xii. The AO is to ensure that adequate aerodrome rescue and fire-fighting services are provided in
accordance with JSP 426 - MOD Fire Safety Manual. (Note: This is laid out in the Joint Business
Agreement (JBA) or Internal Business Agreement (IBA) between DFRMO and the TLBs and
should be contained within Annex F of the DAM).
xiii. The AO is to ensure that DFRMO regulates and assures the Aerodrome Rescue and Fire
Fighting (ARFF) response personnel, where present, as part of their Duty Holder-Facing
responsibilities.
xiv. The AO is to ensure that any person permitted unescorted access to the movement area or
other operational areas are adequately trained and authorized for such access.
xv. The AO is to ensure that Obstacle Limitation Zones around aerodrome movement areas be
safeguarded from obstacles, in accordance with MADS.
xvi. The AO is to ensure that an effective Safety Management System (SMS), linked to the
respective FLC or DH SMS is established and maintained in accordance with guidance laid down
in MAA 1200(1) Defence Air Safety Management.
xvii. The AO is to ensure that an occurrence reporting system using the Air Safety Information
Management System (ASIMS) and the associated Defence - Air Safety Occurrence Reports is in
place, in accordance with MAA RA 1410(1).
xviii. The AO is to ensure an engaged safety culture is established, developed and maintained.
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CHAPTER 2: TECHNICAL ADMINISTRATION
2.1
Name and Work Address of Aerodrome Operator:
Wg Cdr N A H ROBSON MA BSc(Econ) FInstLM MCGI RAF
Royal Air Force
Brize Norton
Carterton
OXON
OX18 3LX
Mil 
Civ 
Fax:
Email:
95461 + 4327
01993 842551 Ext 4327
01993 896434
[email protected]
2.2 Aerodrome Operators Authority. The AO is responsible for actively managing an
environment that accommodates the safe operation of ac in accordance with RA1026. The
management and running of the aerodrome is a Duty Holder Facing (DHF) responsibility. The AO
is issued a letter of delegation by the Head of Establishment.
2.3
Letter of Delegation. A copy of the Letter of Delegation is at Annex A.
►2.4 Safety Meeting Structure. The BZN airfield champions an Open and Honest incident
reporting culture such that all airfield users feel that they are able to highlight safety concerns at
any stage. As such, Airfield Wing operates an Engaged Safety Culture that set of enduring values
and attitudes, regarding Air Safety issues, shared by every member, at every level, of an
organisation. It refers to the extent to which each individual and each group of the organisation:
seeks to be aware of the risks induced by its activities; is continually behaving so as to preserve
and enhance safety; is willing and able to adapt when facing safety issues; is willing to
communicate safety issues; and continually evaluates safety related behaviour. All personnel must
understand that honest errors can be made. Our Just Culture is the cornerstone in ensuring that
such errors are dealt with fairly and appropriately. However, it needs to be understood that this is
not a blameless culture and deliberate violations of rules and regulations could result in disciplinary
action. The Airfield Wing Policy on Just Culture and Safety Reporting is at Enclosure 1 to Annex B.
In a similar manner to CAP 381, it is incumbent on all airfield users to remain vigilant and highlight
any reportable incidents that occur on the airfield. A Reportable Incident is defined as ‘Any
incident which endangers or which, if not corrected, would endanger an aircraft, a vehicle
or eqpt, its occupants or any other person’. MAA RA1410 Annex C lists incidents that require
mandatory reporting through the RAF Flight Safety mechanism (ASIMS) 2 . It is impossible to be
fully prescriptive about what activity or incident on an airfield that would justify individual
highlighting to their CoC, however incidents involving the following must be reported:
a.
b.
c.
d.
e.
f.
g.
2
Fuel operations and other essential fluid.
Ground Servicing equipment
Aircraft damage or collision
Aircraft De-icing/anti-icing
Personal safety or injury
Stand or parking slot conditions and the operating environment
Aircraft loading and mass & balance (including dangerous goods). ◄
http://www.maa.mod.uk/linkedfiles/regulation/1000_series/ra1410.pdf
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2.5 Organisational Structure. The aerodrome organisational structure is at Annex C and
identifies the lead ODH, DDH, AO, the SM organisation and the organisational structure at BZN.
2.6 Key Post Holders. A list of aerodrome key post Holders including their post role and work
contact numbers is at Annex D.
2.7 Aerodrome Operating Hazard Log (AOHL). The AOHL, identifies the aerodrome’s
operating hazards, and is at Annex E.
2.8
Formal Aerodrome Related Agreements. Formal Letters of Agreement are at Annex F.
2.9 Aerodrome Waivers, Exemptions and AAMC. Safeguarding Waivers, Exemptions and
approved AAMC are at Annex G.
2.10 Orders. All separate orders, requested in the DAM, are to be located as an Annex so that
they can be amended without having to reissue the whole document following any amendment.
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CHAPTER 3: AERODROME LOCATION AND LAYOUT
3.1. Aerodrome Location. BZN is located between Brize Norton village and Carterton town,
south of the M40, about 22 miles west of Oxford. BZN is approx 30 minutes travelling time to
Oxford, and 1 hour 50 minutes to London. The nearest railway stations to BZN are Oxford and
Swindon.
3.2. Local Area Map.
Fig 1: Local Area Map.
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3.3
Aerodrome Crash Map. The Crash Map can be found via this MOSS Link
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CHAPTER 4: AERODROME DATA FACILITIES & CHARACTERISTICS
4.0. The AO is to ensure all aerodrome data provided is accurate. The Aerodrome Manual is to be
considered the primary source document that feeds other military aviation publications.
The following information is set up to duplicate current AIP format to allow for easier amendment to
both documents.
4.1 LOCATION INDICATOR AND NAME
ICAO Designator – EGVN. RAF Brize Norton
4.2 - AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
ARP Co-ordinates and site at
AD:
Direction and distance from
Town:
Elevation/Reference
Temperature:
Magnetic Variation/Annual
Change:
Geoid Undulation at AD Elev
Position:
AD Administration:
Address:
Telephone:
4.2.7
4.2.8
N51 44 59.86 W001 35 01.10,
RWY 08/26 mid-point
4nm WSW of Witney
288ft / 22°C
1° 49’W (FEB 13) / 0° 09’ decreasing
---Royal Air Force
Brize Norton
Carterton
Oxfordshire
OX18 3LX
Military Network: 95461 7551/4 (Ops)
Civilian Number: 01993 842551 7551/4 (Ops)
Fax:
Military Fax Number: 95461 7354 (Ops).
Civilian Fax Number: 01993 897354 (Ops)
Web site:
Types of Traffic Permitted
(IFR/VFR):
Remarks:
www.raf.mod.uk/rafbrizenorton/
IFR/VFR
Nil
4.3 - OPERATIONAL HOURS
4.3.1
AD:
HO (PPR 24HR)
4.3.2
Customs and Immigration:
HO
4.3.4
Health and Sanitation:
HO
4.3.5
AIS Briefing Office:
HO
4.3.6
ATS Reporting Office (ARO):
H24
4.3.7
MET Briefing Office:
H24
4.3.8
ATS:
HO
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4.3.9
Fuelling:
HO
4.3.10
Handling:
HO
4.3.11
Security:
H24
4.3.12
4.3.13
De-Icing:
Remarks:
H24
Airfield strictly PPR. Requests are to be made a
minimum of 24hrs in advance and must be during
Visitor Ops working hours only. Visitor Ops working
hours 0800-1700L Mon-Fri Only.
British Military PPR is also available through Stn Ops
ext 7551. All Foreign Military and Civil Ac strictly
through Visitor Ops (+44)1993895315 iaw Visitor
Ops working hours.
4.4 - HANDLING SERVICES & FACILITIES
4.4.1
Cargo Handling Facilities:
Avia, Trepel, Industrial Tractors, Fork Lifts.
4.4.2
Fuel / Oil / Hydraulic Types:
4.4.3
Fuelling Facilities / Capacity:
4.4.4
Oxygen:
4.4.5
De-Icing Facilities:
F34 FSII, O-135 (OM11), O-156 (OX27), OX-7, H515 (OM15), OX-20.
Hydrant Refuelling Systems on Bays 1 - 20, 33 - 41,
51 -69, 70 - 73 & 81, 82.
►All fuel hydrant covers are secured to minimise the
risk of lifting through engine backwash. These
modifications are deemed fit for purpose by the BZN
Delivery Duty Holder and Senior Operator, although
some are not assured through the CAA process. ◄
2 x 44,000ltr Bowsers, 3 x 20,000ltr Bowsers, 1 x
15,000ltr Bowser available.
LOX. Can be issued to visiting ac by Ramp Services
as long as visiting ac have the appropriate
adaptors/connections.
Type II (Kilfrost ABC K Plus).
4.4.6
Starting Units:
E5, 12, 16. A4.
4.4.7
Hanger Space for visiting ac:
Limited. Subject to prior arrangement.
4.4.8
Repair Facilities for visiting ac:
Nil
►4.4.9 Remarks:
BZN can handle passenger and freight aircraft. The
Maximum Aircraft on the Ground (MOG) is defined in
the MOD Airfield Location Directory. In general
terms, BZN can handle 3 aircraft concurrently that
require movement staff assistance to unload/load. In
the unlikely event that any aircraft ETA is 20+ mins
earlier than its initially planned arrival time, its early
arrival is to be authorised by BZN Aerodrome
Operator, through BZN Operations. This request can
be via landline or, if the aircraft is airborne, via ATC
to request authorisation whilst en route. Permission
for early arrival will be considered against any
increased functional risk associated with an
exceeded MOG. If an early arrival cannot be
approved, aircraft may be placed in the BZN Hold or
manoeuvred outside controlled airspace, or given
approval to land but the associated ground handling
may be delayed. ◄
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4.5 - PASSENGER FACILITIES
4.5.1
Accommodation:
4.5.2
Medical Facilities:
4.5.3
Remarks:
Limited on base accommodation available for
Service personnel and entitled passengers only.
Medical Centre for Service Personnel only and
emergencies.
Nil
4.6 - RESCUE & FIRE FIGHTING SERVICES
4.6.1
AD Category for Fire Fighting:
4.6.2
Rescue Equipment:
Capability for removal of
disabled ac:
4.6.3
MOD Crash Category 5A. ICAO ► 8 iaw JSP 426.
For further information contact BZN OC Fire through
the AO. ◄
As required for Crash Category 5A/ICAO 9.
Salvage team available to remove disabled aircraft
from rwys/twys.
4.7 - SEASONAL AVAILABILITY - CLEARING
4.7.1
Type of Clearing Equipment:
4.7.2
Remarks:
Airfield Snow Clearing Vehicle (ASCV). ROLBA.
Blades Type L, K, H. Liquid Airfield De-icing Vehicle
(LADS). TEAM Sprayer.
Braking action assessment by Mu- Meter.
Latest available information from ATC.
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4.8 - APRONS, TAXIWAYS AND CHECK LOCATIONS DATA
A detailed list of all apron and twy characteristics of all available aprons and twy is to be
produced:
Aprons
4.8.1
Apron
Surface
Strength
Surfaces:
Passenger &
Concrete
LCG II
Freight Apron
Base Hangar
Apron
4.8.2
4.8.3
4.8.4
4.8.5
Twy width,
surface &
strength:
Altimeter Check
Location &
Elevation:
VOR
Checkpoints:
INS
Checkpoints:
Remarks:
Concrete
Block
LCGIV
Twy
Width
Surface
Strength
E (Main length)
24m
LCG I
B,C,D,G (E end &
E (NW corner)
24m
A&F
24m
G (main length)
24m
Asphalt with
concrete
ends
Asphalt with
concrete
ends
Asphalt with
concrete
ends
Asphalt with
concrete
ends
LCG II
LCG III
LCG III
N/A
See AD2 - EGVN -1-16
See AD2 - EGVN -1-16
Twy B. Due to a 2m high fence opposite bays 73-74, 41.5m from
twy centerline, ac with a wingspan greater than 61m/200ft will have
limited wingtip clearance and may only use Twy B at the captain’s
discretion. A330/ A340 ac will have 11.35m wingtip clearance from
the fence.
4.9 - SURFACE MOVEMENT GUIDANCE & CONTROL SYSTEM MARKINGS
4.9.1
Use of Ac stand ID signs:
Twy Guidelines & visual
docking / parking
guidance system of ac
stands:
4.9.2
Rwy & twy markings
& lighting:
4.9.3
Stop Bars:
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.
All stops indicated by Marshallers.
Rwy:
Rwy Designation, Threshold, Rwy Centreline,
Sidestripe, Wingbars, Illuminated Distance-to-go
boards every 1,000ft
Twy:
Yellow centreline & shoulder marking, Green
centreline lighting.
8 x Red, 1 x Green centre (During CAT II Ops only)
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4.9.4
Remarks:
Displaced thresholds on both rwys.
Rwy 08/26 additional non-standard landing strip marked in
white.
Twy B, D and G have some non-standard markings.
4.10 - AERODROME OBSTACLES – also refer to the ‘Measured Height Survey’ data on
MilFLIP website
Obstacles Within the OFZ
4.11 - METEOROLOGICAL INFORMATION
4.11.1
Associated MET Office:
Brize Norton.
4.11.2
Hours of Service:
H24.
4.11.3
Office Responsible for TAF
information:
Periods of validity:
Brize Norton.
Type of landing forecast:
TREND.
Interval of issuance:
Hourly.
4.11.5
Briefing / consultation provided:
Self Briefing / Personal / Telephone.
4.11.6
Flight Documentation:
Charts/TAFs/METARs.
Language(s) used:
Abbreviated plain language text.
4.11.7
Charts and other information
available for briefing or consultation
4.11.8
Supplementary equipment
available for providing information:
Actual / Forecast surface analyses and upper
wind charts, rainfall radar, tephigrams, satellite
imagery, thunderstorm location.
PC Data display - ODS / NIMBUS, MOMIDS.
4.11.4
ATS units provided with
information:
4.11.10 Additional information (limitation of
Services etc).
24 Hours.
4.11.9
Weston on the Green.
4.11.11 Remarks:
BZN provides a back up service to RAF
Odiham who is the regional Met Office as
required.
Nil.
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4.12 – RWY PHYSICAL CHARACTERISTICS
Designations
True and
Dimensions
Rwy
Mag
of Rwy
Number
Bearing
(m)
Strength
(PCN)
and Surface
of
Rwy and
Threshold
Co-ordinates
Stopway
4.12.1
4.12.2
4.12.3
08
073.48º GEO
075.45º
MAG
3050 x 60
3050 x 60
26
253.52º GEO
255.48º MAG
4.12.4
4.12.5
4.12.6
PCN
81/F/B/W/T
Asphalt
PCN
81/F/B/W/T
Asphalt
N51 44 45.93
W001 36
14.81
N51 45 13.95
W001 33
42.39
284.1ft
TDZE
►287.0ft◄
248.1ft
TDZE
266.0ft
OFZ
Desig & Slope
Stopway
Clearway
Strip
of Rwy/Swy
Dimensions
Dimensions
Dimensions
(m)
(m)
(m)
4.12.7
4.12.8
4.12.9
4.12.10
08 - 0.35% D
140 x 60
189 x 150
3250 x 300
26 - 0.35% U
140 x 60
299 x 150
3250 x 300
4.12.2
Threshold
Elevation,
Highest
Elevation of
TDZ of
Precision
APP Rwy
4.12.11
Arresting
Systems
Rwy 08________________________________ BAK 14____________________________________ Rwy 26
(4,708ft)
4.12.3
(5,299ft)
Remarks:
26/08 RHAG 560m. For normal ops, both cables
DERIGGED, 20 mins PNR. ►The Runway surface
construction is Marshall Groove, except for 1000ft at the
Eastern end and 1500ft at the Western end is Stone
Mastic Asphalt◄
4.13 - DECLARED DISTANCES
Rwy
TORA
TODA
ASDA
LDA
Remarks
4.13.1
4.13.2
4.13.3
4.13.4
4.13.5
4.13.6
08
10006(ft)/
3050(m)
10006(ft)/
3050(m)
10626(ft)/
3239(m)
10987(ft)/
3349(m)
10465(ft)/
3190(m)
10465(ft)/
3190(m)
10006(ft)/
3050(m)
10006(ft)/
3050(m)
Nil
26
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4.14 - APPROACH AND RWY LIGHTING
Rwy
Approach
Thr
PAPI
TDZ
Rwy
Rwy
Rwy
Stop
Lighting
Lighting
VASIS
Lighting
C/L
Edge
End
Lighting
Lighting
Lighting
Lighting
Length
Length
Colour
Length
Wingbars
Colour
Type
Colour
Angle
Length
Wingbars
Distance
Spacing
Spacing
from Thr
Colour
Colour
Intensity
Intensity
4.14.6
4.14.7
4.14.8
4.14.9
Red/white
HI
30m
White HI
Omni,24.5m
Red
Uni
HI
-
Red/white
HI
30m
White Hi
Omni, 24.5m
Red
Uni
HI
-
Intensity
Length
(MEHT)
4.14.1
4.14.2
4.14.3
4.14.4
08
CD 5B
2995ft/913m
HI
26
CD 5B
2979ft/
913m
HI
Supplementary
Barrettes
Green HI
Uni 3
Elevated
3 Inset
Green
HI Uni
3 Elevated
3 Inset
PAPI 3°
Port 322m
Sboard
295m
PAPI 3°
Port 303m
Sboard
295m
4.14.5
900m
4.15 - OTHER LIGHTING, SECONDARY POWER SUPPLY
4.15.1
A Bn / I Bn location,
characteristics & hours of
operation:
4.15.2
4.15.3
Anemometer location &
lighting:
Twy edge & C/Line lighting:
4.15.4
Secondary Power supply:
Yes.
Switch-over time:
Times as required.
Remarks:
Apron Floodlighting and Obstruction lighting.
4.15.5
I Bn:
“BZ” – • • • – – • • H24. Red.
Operated iaw MATAM Ch 19 Aerodrome
Lighting para 3 and 4.
300m SE of ATC. Unlit.
Green centreline lighting on all twys.
4.16 - HELICOPTER LANDING AREA
4.16.1
Location:
JADTEU-South of Taxiway G.
4.16.2
Elevation:
274ft
4.16.3
Lighting:
Nil
4.16.4
Remarks:
JADTEU trials helicopters only.
4.17 - ATS AIRSPACE
Designation and lateral
limits
4.17.1
Vertical
Airspace
Limits
Classification
4.17.2
4.17.3
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BZN (CTR).
N51 45 56 W001 52 02 N51 50 06 W001 29 25
thence clockwise by the
arc of a circle 3,500ft rad
5·5nm centred on N51
45 13 W001 33 34 to
N51 47 37 W001 25 37 SFC
N51 48 34 W001 19 58 N51 43 49 W001 17 53 N51 39 51 W001 40 31 thence clockwise by the arc
of a circle rad 5·5nm
centred on N51 44 43 W001
36 31 to N51 42 18 W001
44 27 - N51 41 20 W001 50
01 - N51 45 56 W001 52
02
BZN (ATZ)
Circle radius 2·5nm centred
on N51 44 59 W001 35 01.
4.17.4
3500ft
SFC
Class D
2,000ft
AGL
Class G
SFC
ATS Unit
C/Sign:
Brize
Language: English
Transition The Transition Altitude within airspace
Altitude:
underneath the DTY CTA is 6000ft, the
Transition Altitude in airspace outside this area
is 3000ft.
Remarks: Nil.
4.17.5
4.17.6
4.18 - ATS COMMUNICATION FREQUENCIES
Service
C/Sign
Designation
Frequency
MHz
4.18.1
LARS
4.18.2
Brize Radar
4.18.3
277.075
124.275
APP
Brize
Approach
ZONE
Brize Zone
Hours of Operation
Winter
Remarks
Summer
HO
4.18.4
HO
297.800
362.300*
127.250**
HO
HO
119.000
HO
HO
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4.18 5
LARS available
0900(L)-1700(L)
Mon-Sun.
MP weekly 1500 2100 Sun.
Available outside
these hours subject
to controller
workload.
* NATO Common
Frequency.
** Available on
request only
BZN Class D CTR
active H24, remain
outside unless a
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positive crossing
clearance has been
obtained on
frequency 119·0
MHz
DIR
Brize Director
SRA/PAR
TWR
Brize
Talkdown
Brize Tower
GND
Brize Ground
ATIS
Brize
Information
Ops
Brize Ops
264.775
133.750
339.850
126.500
379.750
257.800*
123.725**
HO
HO
HO
HO
HO
HO
240.550
121.725
259.000
126.500*
HO
HO
HO
HO
268.400
130.075
HO
HO
*NATO Common
Frequency.
**Available on
request only
Answer phone Ext
7142
*VHF freq subject to
availability
4.19 - RADIO NAVIGATION & LANDING AIDS
Type
Ident
Frequency Hour of Operation
Category
Winter
(Variation)
# and by
arrangement
Antenna Site
Summer co-ordinates
Elevation of
Remarks
DME
Transmitting
Antenna
4.19.1
4.19.2 4.19.3
4.19.4
TACAN
BZN
CH 56X
111.900
HO
LCTR
NDB
BZ
386.0
UDF/VDF*
ILS//DME
Rwy 08
I-BZA
CH 22Y
108.550
4.19.5
4.19.6
HO
N5144 53·49
W0013612·78
331ft
HO
HO
N514457·22
W0013606·09
HO
HO
HO
HO
N514451.439
W0013555.690
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4.19.7
Rwy 08:
DME BZN
reads
0·06d at
Thld.
Rwy 26:
DME BZN
reads 1·6d
at Thld
Bearings
inaccurate
beyond
70nm.
*Available
on all
published
frequencies
QFU 076°
DME reads
0d at Thld
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Glidepath
329.750
N514451·439
W0035 55·690
Localiser
108.550
N514518·162
288ft
W0013319·340
248ft
N514505·789
W0013349·975
ILS/DME
Rwy 26
I-BZB
CH22Y
108.550
HO
HO
Glidepath
329.750
N514505·789
W0013349·975
Localiser
108.550
N514439·421
W0013650·194
GP 3·24°
Ref Datum
Height 61ft
LOC 076
QFU 256
3° ILS
Ref Datum
Height 51ft
LOC 256
4.20 - LOCAL TRAFFIC REGULATIONS
4.20.1 Airport regulations
BZN airfield is PPR through BZN Operations. Use of aerodrome is governed by
regulations applicable to BZN CTR.
4.20.2 Ground Movement
Restricted twy access along Twy B and G for C5, B747, A340 and AN124 ac and
other ac types with a wingspan of more than 55m; pilots should expect to turn on
loops at the end of the rwy and ‘backtrack’ to dispersal. All visiting ac must be in
receipt of a ground marshal before requesting start clearance from BZN Ground.
Marshalers can be requested on (Ops) 01993 847551 or via either of the
Ground/Ops frequencies. Taxiing ac may encounter vehicles transiting on the MT
routes on twys B, D and G.
4.20.3 CAT II/III Operations
Nil.
4.20.4 Warnings
a. The aerodrome lies within the Oxford AIAA. Oxford Kidlington ATZ overlays north
eastern corner of the BZN CTR.
b. Light ac flying club operates 7 days a week (visual circuit altitude 1300 ft QNH).
c. Aerodrome is a notified parachute / free-fall drop zone up to 15000 ft.
4.20.5 Helicopter Operations
a. Helicopters operate South of Twy G normally not above 800 ft QNH.
b. Helicopters should normally approach and depart from the main Rwy & hover taxi
to dispersal as required.
4.20.6 Use of Rwys
a. Pilots who require the full length of Rwy 26 should inform ATC as they may need
to hold short of the 26 loop to protect the ILS signals.
b. Heavy ac may only carry out 180° turns on the Rwy in exceptional circumstances.
c. Runways have non-standard gradients.
4.20.7 Training
Limited training available because of noise abatement procedures; restrictions on
visual circuits apply.
4.21 - NOISE ABATEMENT PROCEDURES
4.21.1 See TAP Charts.
4.22 – FLIGHT PROCEDURES
4.22.1 Procedures for in bound ac:
See TAP Charts.
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4.22.2 Departures:
See TAP Charts.
4.22.3 Radio Comms Failure:
See TAP Charts.
4.22.4 MAP:
See TAP Charts.
4.22.5 Aerodrome Op Minima:
See TAP Charts.
4.22.6 Remarks
See TAP Charts.
4.23 – ADDITIONAL INFORMATION
4.23.1
Nil
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4.24 - CHARTS RELATING TO THIS AERODROME
En-Route
Charts
Terminal Approach Procedure Charts
Special Procedures 2
AD 2 - EGVN - 1 - 12
UK(L)1
Noise Abatement
AD 2 - EGVN - 1 - 13
UK(L)2
Aerodrome
AD 2 - EGVN - 1 - 14
UK(L)4
Taxi
AD 2 - EGVN - 1 - 15
UK(L)SP1
Ramp
AD 2 - EGVN - 1 - 16
UK(H)2
Ramp INS Co-ordinates
AD 2 - EGVN - 1 - 17
UK(H)6
SID
AD 2 - EGVN - 1 - 18
EU(L)2
STAR
AD 2 - EGVN - 1 - 19
EU(L)9
Radar Procedures (1)
AD 2 - EGVN - 1 - 20
EU(H)SP1
Radar Procedures (2)
AD 2 - EGVN - 1 - 21
EU(H)SP2
PAR Rwy 08 - 2·5
AD 2 - EGVN - 1 - 22
EU(H)SP3
PAR Rwy 08 – 3.
AD 2 - EGVN - 1 - 23
EU(H)2
PAR Rwy 08 - 3·2.
AD 2 - EGVN - 1 - 24
EU(H)9
SRA Rwy 08 - 2·5°.
AD 2 - EGVN - 1 - 25
EU(H)12
SRA Rwy 08 - 3°.
AD 2 - EGVN - 1 - 26
EU(H)13
SRA Rwy 26 - 2·5°.
AD 2 - EGVN - 1 - 27
SRA Rwy 26 - 3°.
AD 2 - EGVN - 1 - 28
NDB to ILS/DME Rwy 08 (Cat A,B).
AD 2 - EGVN - 1 - 29
AT(H)2
EU(H)SP1
- OAT
AT(H)3
NDB to ILS/DME Rwy 08 (Cat C,D,E).
AD 2 - EGVN - 1 - 30
NDB to ILS/DME Rwy 26 (Cat A,B).
AD 2 - EGVN - 1 - 31
NDB to ILS/DME Rwy 26 (Cat C,D,E).
AD 2 - EGVN - 1 - 32
TAC to ILS/DME Rwy 08 (Cat A,B).
AD 2 - EGVN - 1 - 33
TAC to ILS/DME Rwy 08 (Cat C,D,E).
AD 2 - EGVN - 1 - 34
TAC to ILS/DME Rwy 26 (Cat A,B).
AD 2 - EGVN - 1 - 35
TAC to ILS/DME Rwy 26 (Cat C,D,E).
AD 2 - EGVN - 1 - 36
NDB/DME Rwy 08 (Cat A,B).
AD 2 - EGVN - 1 - 37
NDB/DME Rwy 08 (Cat C,D,E).
AD 2 - EGVN - 1 - 38
NDB/DME Rwy 26 (Cat A,B).
AD 2 - EGVN - 1 - 39
NDB/DME Rwy 26 (Cat C,D,E).
AD 2 - EGVN - 1 - 40
TAC Rwy 08 (Cat A,B).
AD 2 - EGVN - 1 - 41
TAC Rwy 08 (Cat C,D,E).
AD 2 - EGVN - 1 - 42
TAC Rwy 26 (Cat A,B).
AD 2 - EGVN - 1 - 43
TAC Rwy 26 (Cat C,D,E).
AD 2 - EGVN - 1 - 44
VISUAL..
AD 2 - EGVN - 1 - 45
Radar Vector Chart.
AD 2 - EGVN - 1 - 46
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4.25 - SPECIAL PROCEDURES Nil.
4.26 – MEDICAL RESPONSE EQUIPMENT
4.26.1
1x Trauma
Number & type of
Management Vehicle
Medical Response
2 x Medics
Vehicles
Access to Duty Medical Officer and Duty
Medical Non-Commissioned Officer.
4.27. Noise Abatement Procedures Orders. Orders, contained at Annex H, cover all noise
abatement procedures, including high power ground running at BZN. UK AIP highlights:
Fig 2: Noise Abatement Procedures.
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4.28. Temporary Obstructions Orders. Orders, contained at Annex I, cover Obstruction Free
Zones at BZN. Temporary obstructions on or around any manoeuvring area that are considered to
be a hazard to either ac or vehicles are marked in accordance with extant regulations (MADS Ch 7
Visual Aids for Denoting Obstacles) using approved high visibility markers, tape or fencing with
additional red COREL light markers at night. NOTAMs are issued and taxi patterns controlled. If
relevant, pilots are briefed on landing or when calling for start.
4.29. Rwy Strip Obstructions. BZN is classified in MADS as a Code 6 Runway (>2750m/9000ft
in length). Accordingly, a rwy strip clear of obstacles should extend at least 150m either side of the
rwy centreline and 60m beyond the rwy and any stopway. A number of obstacles at BZN lie within
the rwy 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 rwy 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 rwy 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 rwy 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 from either rwy
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).
4.30. Legacy Obstructions. Additionally, the following legacy obstacles are sited within the rwy
strip:
a.
A disused RHAG hut (80m south of the centreline).
b.
There is a vehicle holding point 110m south of the rwy centreline on the western edge
of twy B. This area will be cleared of all vehicles prior to ac with a wingspan >60m passing
the vehicle holding point.
c.
There are number of trees situated 130m north of the rwy centreline opposite the ATC
building.
d.
A 1m high wall is situated 120m north of the rwy centreline opposite the ATC building.
4.31. Waivers. To cater for operational/training requirements and legacy issues, BZN 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, held within ATC,
exist:
a.
Rwy 26 and 08 have the non-standard markings on the rwy, consisting of a white
rectangular box beyond each threshold.
b.
Twy B, D, and G have non standard markings. A vehicular road is painted white on the
twys. The width of the lines is smaller than approved twy markings.
c.
Rwy edge side lights are all omni directional and at non-standard intervals of 24.5m.
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d.
Twy B has a non-standard twy strip. A 2m high fence is situated 40.5m from the
centreline of twy B approximately 300m west of ATC. Aircrew can be offered an alternative
taxi pattern if required.
e.
There is a non standard gradient within the graded portion of the runway strip adjacent
to the rwy surface. It is currently under review following the recent measured heights survey.
f.
The use of QNH as the aerodrome pressure datum.
4.32. RWY End Safety Area (RESA). The RESA provides an undershooting or overrunning ac
with a cleared and graded area. The BZN RESA dimensions are detailed as follows:
a.
Eastern end (rwy 08 over-run): length 0m, well over twice runway width is maintained,
no obstacles infringe the RESA.
Fig 3: Rwy 08 RESA.
b.
Western end (rwy 26 over-run): length 99m along the rwy centreline, well over twice
rwy width is maintained.
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Fig 4: Rwy 26 RESA.
4.33. Light Aggregate (Lytag) Arrestor Beds. There are no Lytag arrestor beds at BZN.
4.34. Rotary Hydraulic Arrestor Gear (RHAG) Orders. Orders for the safe operation of the
RHAG (including standard operating configurations) are, in accordance with extant policy
guidance, contained at Annex J.
4.35. Barrier Orders. There are no barriers at BZN.
4.36 Manoeuvring Area Safety and Control Orders. Orders, are contained at Annex L,
detailing the safe parking, manoeuvring, refuelling and servicing of ac. The following is included:
Manoeuvring Area Safety and Control Orders
4.34.1
Evidence of Manoeuvring Area Safety & Control Orders.
Minimum Requirements - Arrangements between ATC and the Supply & Movements Organization
4.34.2
Arrangements for allocating ac parking positions.
4.34.3
Arrangements for initiating engine start.
4.34.4
Ensuring clearance for ac push-back (if required) / restricted taxiing.
4.34.5
Marshalling services.
4.34.6
‘Follow-Me’ provision.
4.34.7
Orders on operation of the ‘Follow-Me’ vehicle procedures and ac marshalling.
Procedures to ensure manoeuvring area safety.
4.34.8
4.34.9
4.34.10
4.34.11
Protection from jet blasts.
Enforcement of safety precautions during ac refuelling operations.
Orders for Rwy & Apron sweeping; Apron cleaning.
Arrangements for reporting incidents and accidents on an apron etc.
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Chapter 5: EMERGENCY ORDERS
5.1 Major Incident Plan. To use the resources of BZN, 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 ac crashes, MMMF hazards, building collapses, major fires, explosions, fuel spills
(CONPLAN 2) and RTCs. The BZN Major Incident Plan (CONPLAN 1), managed by the BZN
Business Continuity Cell, is at Annex M, with key areas holding hard copies. CONPLAN 1 is to be
activated for the following scenarios:
a.
b.
Major Accidents or Incidents.
Ac Crash on-Stn or within 5nm.
For fuel spillages Unit Spillage Response Plan (CON PLAN 2) can be activated via the Duty Ops
Spt Controller (DOSC) outside of the MIP.
5.2. Disabled Ac Removal. Orders, contained at Annex N, are raised to cover the requirement
to quickly and safely remove an ac that has caused a temporary closure of a rwy, twy or Aircraft
Servicing Platform (ASP), but falls beneath the criteria of an accident that would be dealt with
separately under the Aerodrome Aircraft Crash Plan. If there is any doubt as to the status of an
incident, advice should be sought from the Military Accident Investigation Branch (MilAIB) or Air
Accidents Investigation Branch (AAIB), if a civilian ac is involved.
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CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS
References:
A.
B.
C.
D.
E.
RA 3036(8)
Emergency Organization.
RA 3036(12)
Aerodrome Crash / Rescue Fire Services.
MMATM Ch 36.
JSP 426 Vol 3, Lft 2 MOD Fire Safety Manual.
CSA – CinC AIR and DFRMO dated 2011 (Under review).
6.1 Emergency Organization. Reference A and B describe the Emergency Organisation and
the level of crash services available at BZN. Reference C provides the mechanism to assure
compliance.
6.2 AO / DFRMO Relationship. The relationship between BZN and the DFRMO Fire Section is
defined within Reference D. Reference E provides details of the CSA between CinC AIR and
DFRMO, it is currently under review.
6.3 Aerodrome Rescue and Fire Fighting Services Orders. BZN Fire Orders are at Annex O.
They are classed as OFFICIAL SENSITIVE and have restricted access and so are not open
source. Should personnel require details, they are to contact the BZN AO.
6.4 Aerodrome Rescue and Fire Fighting Training Area Orders. ARFF Training Area Risk
Assessments and Orders are at Annex P.
6-1
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CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES
7.0
Air Traffic Control Orders. BZN ATC (Operational) Orders are at Annex Q.
7.1
Air Traffic Radar Services.
a.
Air Traffic Service (ATS) Inside Controlled Airspace. An ATS is provided within the
BZN CTR. The application of this service differs depending on whether the ac 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 ac in Class F/G airspace, or for
positioning and/or sequencing. The avoidance of other traffic is ultimately the pilot’s
responsibility. A DS may be provided in the BZN 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 pilot’s responsibility. A TS may be provided in the BZN 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
ac 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 BZN 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 pilot’s responsibility. A BS may be provided at BZN in accordance with CAP 774
Chapter 2.
7.2. BZN Control Zone (CTR). The BZN CTR is not to be confused with the Oxford Area of
Intense Aerial Activity (Oxford AIAA) as ac may transit through the Oxford AIAA without entering
the BZN CTR. It is also important to note that RAF BZN has a CTR and not a MATZ.
a.
BZN CTR. The CTR is Class D airspace which extends from the surface to 3500 ft
amsl (based on the BZN QNH). In accordance with the UK Air Pilot, all pilots wishing to fly
within the CTR should call the BZN 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.
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Fig 5: BZN 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 ac
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 ac 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
Fig 5: Standard Zone Crossing Points.
(i)
8 nm, East or West. Ac 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 rwy 26/08.
By imposing these restrictions vertical separation is maintained from inbound and
outbound ac on the extended centreline. A good marker for transiting 8 miles to
the west of BZN is to fly through the overhead of RAF Fairford towards the
Northleach Roundabout VRP. To transit 8 miles to the east of RAF BZN, a good
marker is to fly overhead the Farmoor Reservoir VRP towards the Chalbury VRP.
These routes are only to be transited by ac travelling in a northerly or southerly
direction.
(ii) Benson CD Routes. Benson ac regularly operate to the NW of BZN at low
level. To transit the CTR at low level the ac will follow a set route which is
referred to as a “CD crossing”. Prior to entry the ac will freecall 119.0 and request
either a CD or a reverse CD. Once cleared the ac 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. Ac 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 BZN overhead to de-conflict with instrument
traffic. 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
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anything to affect this transit in the BZN visual circuit then pilots are to expect a
final runway crossing clearance with the BZN Tower controller.
(iv) Maintaining 3300 ft QNH. The BZN 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 ac on short finals inbound to
BZN, 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 ac and flying too close will cause confliction
with ac 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
Burford VRP
Northleach Roundabout VRP
RAF Fairford
Lechlade VRP
Faringdon VRP
Bampton VRP
Farmoor Reservoir VRP
Charlbury VRP
Bearing and Range from BZN
334°
3.8 nm
303° 10.6 nm
246°
8.6 nm
232°
5.2 nm
184°
5.8 nm
142°
2.2 nm
093° 8.6 nm
021° 11.2 nm
(i)
Burford VRP. This village is located on the northern edge of the BZN
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 BZN.
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Fig 6: Burford VRP.
(ii) Bampton VRP. This VRP is a small village located 2 nm south of the
runway 26 threshold at BZN. This photograph looks north towards the runway 26
threshold at BZN.
Fig 7: Bampton VRP.
(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.
Fig 8: Northleach VRP.
(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.
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Fig 9: RAF Fairford.
(v) Farmoor Reservoir VRP. This VRP is an ideal marker when
requested to route 8 miles to the east of BZN 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 BZN
overhead. This photograph is taken from reservoir in a northerly direction.
Fig 10: Farmoor Reservoir VRP.
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(vi) Faringdon VRP. This VRP is 2 nm south of the BZN CTR and is located on the
A420 from Oxford to Swindon. This photograph looks north towards BZN.
Fig 11: Farringdon VRP.
(vii) Lechlade VRP. - This VRP is located within the BZN CTR and can be identified
by its location next to the River Thames. This photograph looks west towards RAF
Fairford.
Fig 12: Lechlade VRP.
(viii) Charlbury VRP. This VRP is located 3 nm northeast of the BZN 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.
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Fig 13: Charlbury VRP.
7.3. Lower Airspace Radar Service (LARS). Ac not requiring entry into the BZN CTR may call
BZN 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
controller’s capacity. The controller is mandated to work a total of 8 tracks at any one time. 4 of
which can be a radar service (DS/TS), however only 2 tracks can be a DS at any one time.
7.4. BZN Visual Circuit. Visual circuits are flown to the north and south of the airfield for both
rwys. When flown to the north, ac are to avoid over flying Witney by turning inside the town.
However, ac may request to extend around Witney to position behind instrument traffic on final
approach. 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 BZN 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 ac. 1800 ft QNH.
b.
C130 and light ac. 1300 ft QNH (Flying club may fly low level circuits at 800 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 ac circuit is active,
ac will be instructed to carry out a level break at 1800 ft QNH).
7.5. Noise Abatement. The local area is extremely noise sensitive and ac 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 ac 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 Station based ac 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.
7.6. Standard Radar Departures.
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a.
NAXAT SID. To comply with noise abatement requirements all station based departing
ac will normally fly the NAXAT 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 NAXAT (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 NAXAT.
b.
SID Alpha and Bravo. SID Alpha is normally issued by the BZN Approach/Director
controller to ac climbing out for the Short Pattern Circuit (SPC). Additionally, it is issued by
the Tower controller to ac departing the visual circuit at short notice. SID Bravo is normally
issued by the BZN Approach/Director controller to ac 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 BZN Approach or
Director by 5d BZN (TACAN) or 1.5 minutes BZ (NDB).
(ii) SID Bravo. Climb on runway track to 2800 ft QNH. Call BZN Approach or
Director by 5d BZN (TACAN) or 1.5 minutes BZ (NDB).
7.7. Radar Directed Patterns. A left hand pattern is normally flown for both rwys, with the
downwind leg flown at 2800 ft QNH. Ac are descended to 2300 ft QNH on base leg. When the
Fairford RTC is active, radar patterns for BZN rwy 26 will require a right hand turn back through the
overhead. Station based ac are not given cockpit checks on instrument approaches nor are they
passed the procedure minima with the sole exception of SRA and PAR.
7.8. Radar Approaches. Procedural approaches (TACAN and NDB) or ILS, are the normal
method of recovery. All ac 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 STARs and TAPs.
7.9. Radar-to-Visual Recoveries. Ac 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 ac 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.
7.10. Break-offs. If the BZN CTR recovery state is IFR then ac 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 rwy in use, with circuit
direction. If not visual with the aerodrome the pilot will be instructed to execute the MAP.
7.11. Missed Approach Procedure. Climb straight ahead to 1800 ft QNH. Contact BZN Approach
on 279.8 or 127.250, and then continue as directed.
7.12. 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
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2300ft 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
1800ft QNH to the overhead and continue as above.
7.13. BZN Flying Club Aircraft Procedures. BZN has an established flying club situated on the
north side of the airfield, along twy D. The Flying Club conducts training for the Private Pilots
License (PPL) and associated ratings. Flight training is conducted in Piper PA28 and Cessna ac by
Flying Club instructors and operates 7 days a week. Flying Club ac will normally route in and out of
the BZN 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 ac under VFR, irrespective of whether the
CTR recovery state is VFR or IFR.
7.14. Joint Air Delivery Test and Evaluation Unit (JADTEU) Operations. JADTEU will use the
airfield for rotary wing Under-Slung Load (USL) trials within the area as detailed at Fig 14.
Fig 14: JADTEU Under-Slung Load Trials Area.
a. 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:
(i)
A FOD inspection and, if required, a sweep of twy G and the southern disused
prior to commencement of USL trials and immediately after completion.
(ii) The Tower controller is to ensure that the rwy is sterile during USL low speed
hover and taxi manoeuvres.
(iii)
Trials aircraft to remain in excess of 150m from rwy centreline.
(iv) Operating altitude limited to maximum ►200ft AGL◄ unless otherwise coordinated through ATC.
(v) A FOD inspection on the rwy between twy G and C is to be completed prior to
any fixed wing movements.
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(vi) The Tower controller is to ensure that the JADTEU traffic lights are selected to
red and an ATC vehicle is positioned at the intersection of taxiways G, C and B whilst
the ac is operating within the airfield boundary.
(vii) USL low speed trials will not be conducted during fixed wing high speed engine
runs.
(viii) 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 rwy
and north of the traffic lights.
(ix) The Tower controller is to ensure that time/distance between rotary and fixed
wing ac is maintained. This will be achieved by,
(i)
USL trial at Heli 2. ATC will contact trials ac operating crew to clear the
area once an 8 mile inbound ac call is received. Trials ac will then relocate to Heli
1 and maintain hover.
(ii) USL trial at Heli 1. ATC will contact trials ac operating crew to maintain
position once an 8 mile inbound ac call is received.
7.15. Parachuting at BZN. Procedures are to be employed in accordance with MRP MFOC, MAA
Regulatory Article 2355, HQ 2 Gp Tactical Air Transport Manual and No 1 PTS ORPs when freefall and static line parachuting is taking place at BZN. The Supervisor/ATCO IC is to liaise with the
Drop Zone Safety Officer (DZSO) and/or the Paradrop ac captain prior to the commencement of
parachuting at BZN. 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 additional measures
that is agreed with the DZSO and ac captain.
a.
Designated Parachute/Free-Fall Drop Zones
(i)
Gateway sports pitches.
(ii)
Station sports pitches.
(iii)
JADTEU sports pitches.
(iv)
MT sports pitches.
b.
Most free-fall/parachuting activity at BZN is classed as training and does not usually
take precedence over other airfield activities other than practice diversions. ►Parachuting,
fast roping, underslung loads take priority over other non-operational activities on the DZs,
such as sports matches. Individual Units wishing to use sports pitches are to book through
DOC, but are also to have informed the BZN Gym of their intent as early as possible to all for
deconfliction. ◄ 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 JADTEU
flying. Notwithstanding this, the Supervisor/ATCO IC is to maintain a close liaison with all
interested parties and is to be 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 ac captain
and/or DZSO) around the station is sterile of air traffic.
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(ii) Ensure that there are no rotors running or propellers turning anywhere on
the airfield. In extremis, the pilot of the parachute release ac 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 ac on the airfield and
ensure that details of such activity are passed to the captain of the dropping ac.
(iv) Ensure that the location(s) of engine ground runs is passed to the captain
of the dropping ac.
7.16. 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 BZN 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 ac and vehicle moves from commencement of the
approach to parking of ac on runway 08 loop; H-75 to H-50.
(ii)
Normal ops will resume for the period; H-50 TO H-10.
(iii) Total embargo for all ac 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 DOC that the cortege is preparing to move to the front of
the Repatriation Centre in preparation for departure from Station.
(v) Embargo for all ac 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.
BZN LARS will provide normal service throughout the Repatriation Ceremony. If
possible, ac shall be kept clear of the repatriation ac as it commences the transit from
L9 to the Brize CTR. LARS traffic shall also be requested to avoid over flight of the
aerodrome within a 5 nm radius for the duration of the approach, landing and ceremony
for noise abatement. BZN Zone will deny ac routings within 5 nm radius of the
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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 ac captain.
d.
Practice Diversions. Practice Diversions will be refused from H-65 until 5 mins
after departure of the cortege from station.
e.
JADTEU Aircraft Movements. On the day of a Repatriation Ceremony,
JADTEU sorties are to operate from the 60 series bays. Under no circumstances will
JADTEU be authorised to operate helicopters in to/out of the helipad located on the
south side of the airfield. JADTEU sorties are to conform to all Station embargos on the
day of a Repatriation Ceremony.
7.17. Diversion Commitments. ATC Supervisors are to follow the policy within RAF ATM Force
Orders 200.460 when accepting diversion commitments. The Sup/ATCO IC is not to accept
civilian ac wishing to utilise BZN as a diversion. If flight plans nominate BZN 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
ac wishing to use BZN for a Practice Diversion, which may be accepted subject to standard
operating procedures.
►7.18. Total Radar Failure. In the unlikely event that all 3 radar sources at Brize Norton become
unavailable, controllers are to offload as much traffic as possible to adjoining units. However, traffic
wishing to cross through the CTR is to be retained and given a procedural or VFR crossing as
necessary on routes, and at altitudes, agreed by the Zone and RA controllers. For all arrivals, a
procedural control service will be provided to no more than 2 ac in the instrument pattern within the
CTR, outside the CTR BS only will be provided. Other ac are to be procedurally controlled in the
NDB or TACAN hold (if such ac are above the CTR BS only will be provided). For departures,
procedural control will be provided but only with the agreement of the ac captain. Once the ac
leaves the CTR a BS only is to be provided. All departing ac are to be transferred – having been
pre-noted to an adjacent radar equipped unit at the earliest opportunity. If the outage of the radar is
expected to be prolonged, then controllers may be deployed to Benson in order to provide limited
radar services from there. ◄
►7.19 SSR Alone Operations. Full SSR alone procedures can be found at Annex TT. ◄
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CHAPTER 8: AERODROME ADMINISTRATION & OPERATING
PROCEDURES
8.1 Aerodrome Reporting. The AO is responsible for the ownership of the aerodrome data and is
to ensure all data provided is correct at all times. Orders for the reporting procedures to advise No1
AIDU of any permanent changes to aerodrome information are contained at Annex R.
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 ac 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 ac operations. The Duty Operations Controller (DOC) is responsible for documenting
reporting procedures. The Flight Operations Support Officer (FOSO) is responsible 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 effect on the safety
of ac 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.
8.2 Aerodrome Serviceability Inspections. Aerodrome inspections are carried out in
accordance with the ATC Controller Order Book Annex G to Part 2 Order No 8 and MATAM Ch 19,
as detailed at Annex S. In summary:
a.
The ATC Supervisor/ATCO IC at BZN 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 ac and vehicles.
(ii)
The markings are not worn or obliterated.
(iii)
The SOS telephones either side of the rwy threshold routes are serviceable.
(iv) The traffic lights at both rwy thresholds, at the central intersection with twy C and
D, at the eastern intersection with twy 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
ac, it is to be taken to Engineering Operations immediately. All other objects are to be
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removed and have a FOD report raised in accordance with the BZN FOD Prevention
Policy.
(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. Additional inspections are carried out as required.
8.3. Aerodrome Technical Inspections. Aerodrome Technical Inspections are conducted iaw
Orders at Annex T. In summary:
a.
Rwy, twy and obstruction lights, along with PAPIs and aerodrome traffic lights, are
inspected daily.
b.
All earthing points are checked annually.
c.
Manoeuvring Areas and drainage are inspected, maintained and repaired in
accordance with DIO guidance.
d.
All aerodrome signs are inspected daily by ATC and weekly by DIO SQEP.
e.
Aerodrome lighting along with other essential equipment is backed up by stand-by
power system. The stand-by power system is inspected according to manufacture’s
recommendation.
f.
All ARFF vehicles and equipment are inspected and tested in accordance with
manufacture’s instructions and MOD policy.
g.
The Crash Ambulance and associated equipment is inspected and tested in
accordance with manufacture’s instructions and MOD policy.
h.
The Bird Control Unit equipment and vehicle is inspected daily with vehicle
maintenance carried out in accordance with manufacturer’s recommendations.
i.
Traffic lights, CCTV and road barriers for the control of airside vehicle control measures
are inspected daily.
j.
Annual review of Aerodrome Driving Orders.
8.4 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 operate in their immediate
vicinity, are to be directed to GRMS (Ground Radio Maintenance Sqn) 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 GRMS 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 GRMS.
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Ground maintenance issues are directed to Estates Management through the ATC FOM. Orders
for the supervision of access/entry to any of the aerodrome navigation aids or their immediate
vicinity are, as part of the C4I (GRMS) maintenance plan, at Annex U.
8.5 Surveillance Equipment Maintenance & Monitoring. Orders for the maintenance and
monitoring of surveillance equipment, iaw extant Support Policy Statements (SPS) and the AP 600,
are at Annex V.
8.6 Navigation Equipment Maintenance & Monitoring. Orders for the equipment maintenance
and monitoring of all aerodrome navigation equipment, iaw extant policy regulations and the
AP600, to ensure navigation and approach aid equipment (TACAN/ILS/etc) have a continuously
monitored fault and check procedure are at Annex W.
8.7. Aerodrome Works Safety. A detailed order for the control and supervision of work in
progress on the aerodrome are at Annex X. 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 ac 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 ac movement in their vicinity. SATCO is responsible for issuing orders and instructions to
the work party. Ac captains are to be informed of any work in progress that may effect ac
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.
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e.
Grass Cutting. A grass cutting plan is established at BZN and is maintained iaw RAF
aerodrome policies.
8.8. Aerodrome Sweeping Programme. The aerodrome sweeping programme is carried out in
accordance with the Aviation Engineering Standing Orders Book 3 Pt1 Ch 11 Section 1 Work
Procedure 18. 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 16-20, 25-41, 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 – Twys A, B, C, D, E, F and G.
(ii) Night Two – Main rwy, intersection of twys C and D, rwy 08 threshold, rwy 26
threshold and twys H and J, including bays 52-69.
8.9. Control of Entry and Access. BZN is a secure military base. Identity and vehicle checks will
be conducted at the Main Gate before visitors are allowed entry. The Head of Establishment
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. Detailed orders for the access to BZN are at Annex Y.
8.10. Aerodrome Users - Vehicle and Pedestrian Control. Orders for the control of vehicular
and pedestrian traffic on the aerodrome are, iaw guidance contained in the MMATM, at Annex Z.
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 SSO’s 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
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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 rwy incursion, will be dealt with by the Head of
Establishment.
8.11. Wildlife Management (Birds). Orders on Bird Management are at Annex AA. 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 BZN 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 ac through a coordinated bird
control effort on the Station.
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, DIO Property Management 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 un-serviceability 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.
At Station Safety Management Committee ensure the AO has the latest BCU report
that covers any general concerns or bird related issues.
i.
Ensure all Wildlife Strikes are reported on a DASOR.
j.
Seek specialist advice whenever necessary from HQ AIR Infra or DEFRA.
k.
Supervise the maintenance of the Bird Control Log.
8.12. Animal Management. Animal management on the aerodrome is dealt with by the Estates
Management Section through external contractors, as and when issues are reported. The Station
Environmental Protection Officer (SEPO) can be contacted on 01993 89 7602. Orders with respect
to wildlife management are at Annex BB.
8.13. Handling of Hazardous Materials. The BZN Spillage Plan (CONPLAN 2), managed by OC
ALSS, is at Annex CC.
8.14. Ac Parking. The arrangement for parking on the airfield is the responsibility of the Airfield
Operations Squadron. Operations will pass parking bays to ATC for onward transmission to
approaching ac. ATC are to inform operations of ac arrivals in order to have a marshaller on the
apron ready to direct the ac to its allocated parking position. Orders with respect to the coordinated parking of ac are at Annex DD.
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8.15. Low Visibility Operations (LVO). Low Visibility Operations Orders are at Annex EE.
8.16. Civilian Use of BZN - General Conditions (Terms and Conditions). The use of MOD
Aerodromes by civil aircraft shall be in accordance with JSP 360 3 . Orders (Terms and Conditions)
governing use of BZN by civil aircraft are at Annex FF. Civil aircraft captains wishing to operate in
and out of a MOD aerodrome must agree to abide by BZN’s Terms and Conditions.
8.17. Breach of Terms and Conditions. Orders, contained at Annex GG, describe the
procedures should there be a breach of terms and conditions. Any breach of Terms and
Conditions could constitute grounds for the privilege of operating at the aerodrome being
withdrawn on a temporary or permanent basis.
8.18. Safeguarding Requirements - Waivers and Exemptions. The procedures involved in
safeguarding the operational environment of military aerodromes is explained in greater detail in
Chapter 16 of the Manual of Aerodrome Design and Safeguarding (MADS), and depends upon
whether the proposed obstacle is sited within or outside MOD property. All Safeguarding activities
at BZN have been conducted in accordance with extant regulations and any waivers or exemptions
issued by the MAA are at Annex G to the manual and a corresponding record of the validity
recorded in the DAAF.
8.19. Standards Checks/SQEP (Suitably Qualified and Experienced Personnel). All personnel
involved in activities on or around the aerodrome, are to be suitably trained, standardized and
assured (SQEP) 5. The below list are personnel to be SQEP and subject to Standards Checks
through their own Trade/Branch Procedures. Details of the assurance process, and associated
reports related to each role, are contained within the DAAF.
Standards Checks / SQEP (Qualified personnel)
8.19.1 ATC Controllers.
8.19.2 FOA.
8.19.3 Aircrew.
8.19.4 Ground Radio Engineers.
8.19.5 Firefighters.
8.19.6 Medics.
8.19.7 Movement Staff.
8.19.8 Airfield Electrician.
8.19.9 Ops Staff including Stn Ops, ASCOT, MSC, Flt Planning.
8.19.10 Ac Technicians.
8.19.11 Spt Technicians.
8.20. Safety Management System. BZN has a robust and transparent Safety Management
System, iaw HQ 2 Gp D&G.
8.21. Thunderstorm & Strong Wind Procedures. Orders, at Annex HH, describe the
circumstances were extreme Met conditions will be promulgated, and the actions appropriate to the
conditions.
8.22. Electrical Ground Power Procedures. Orders, at Annex II, describe the electrical ground
power procedures.
8.23. Aviation Fuel Management Procedures. Orders, at Annex JJ, describe the aviation fuel
management including policy guidance for BZN. ► Rectification work has been undertaken on the
fuel plinths to lock down the lids. This modification is still CAA compliant. ◄
3
JSP 360 is available to civil operators on request.
5 The assurance processes detailed in the DAAF should be related to a role and not related to specific individuals i.e the
assurance process for ATC staff is carried out through complying with ATC STANEVAL orders.
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8.24. Jettison area. The JADTEU designated jettison area covers the whole of the under-slung
trials area as detailed in Fig 14, Ch 7. Orders, contained at Annex KK cover the use and access to
and from the trials area.
8.25. Compass Swing Area. Orders, contained at Annex LL detail the use and access to and
from designated compass swing areas.
8.26. Explosive Ordinance Disposal area. Orders for the use and access of EOD areas are at
Annex MM.
8.27. FOD Prevention, Training and Awareness. FOD costs Defence a great amount 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 (Ext 6234). If the FOD is suspected to be part of an ac, 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. Orders for FOD
prevention, training and awareness are at Annex NN.
8.28. Dangerous Goods (DG) Procedures - Loading / Unloading. Orders for the control and
management of DG in accordance with extant regulations are at Annex OO.
8.29 Hydrazine (H70) Leak. Orders, for ac using BZN with a Hydrazine leak, are at Annex PP.
8.30. Aircraft Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG)). Orders for the
RHAG at BZN are at Annex QQ.
8.31. Rwy Friction Meter (RFM) Conditions. Surface tests to the rwy will be made with the RFM
under the following conditions iaw MMATM Annex 18A:
a.
After initial rwy 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 rwy.
d.
When the surface state of the rwy 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 ac incident/accident on the runway, where the possibility exists that
surface conditions may have been a contributing factor.
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CHAPTER 9: SNOW & ICE OPERATIONS
9.1 Snow and Ice Operations (Operation BLACKTOP). Snow and Ice Orders are at Annex RR.
During the winter months, falls of snow or the formation of ice may be sufficiently severe to prevent
the operation of ac at BZN 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 BLACKTOP is constituted from 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.
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CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES
10.1 Force Protection Responsibilities. BZN Policing Plan Orders are at Annex SS. They are
classed as OFFICIAL SENSITIVE and have restricted access and so are not open source. Should
personnel require details, they are to contact the BZN AO.
10.2 National / Multinational Security Responsibilities. Not applicable to BZN.
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