RAF Benson Defence Aerodrome Manual

UNCONTROLLED COPY WHEN PRINTED

RAF Benson Defence Aerodrome Manual 1-1

Edition 9 – 1 Jan 18 UNCONTROLLED COPY WHEN PRINTED

9 dated 1 Jan 18




Intentionally left blank for print pagination.




TABLE OF CONTENTS

1. Foreword. 2. Contents. 3. Tables of Figures. 4. Amendments. 5. Abbreviations. 6. Annexes.

FOREWORD 1. Military Aviation Authority. The Military Aviation Authority (MAA) is the single independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director MAA (D MAA) is accountable to SofS, through the Defence Safety Authority (DSA) 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. Through Director General (DG) DSA, D MAA is responsible for providing assurance to SofS that the appropriate standards of military Air Safety are maintained. DG DSA is the Convening Authority for Service Inquiries into air system occurrences. 2. Regulatory Structure. D 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 levels of documentation within the MRP, as outlined below:

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: Type Airworthiness Engineering Regulations (TAE).

c. MAA Manuals:

(1) Manual of Air Safety.

(2) Manual of Post-Crash Management.

(3) Manual of Military Air Traffic Management.




(4) Manual of Aerodrome Design and Safeguarding.

(5) Display Flying Handbook.

(6) Defence Aerodrome Manual.

(7) Manual of Maintenance and Airworthiness Processes (MAP-01).

(8) Manual of Maintenance and Airworthiness Processes Supplement - MOD Form 700 Series of Forms (MAP-02).

The contents of each series are published on the MAA website, www.gov.uk/maa. 3. MAA RA 1026. MAA RA 1026 (Issue 2) details the requirement for a Suitably Qualified and Experienced (SQEP) Aerodrome Operator (AO) to be appointed; for RAF Benson this is OC Operations Wing. The RA goes on to detail the requirement for the appointed AO to produce and take ownership of the DAM (which includes the Defence Aerodrome Assurance Framework (DAAF)). This document satisfies this requirement and has been produced in-line with the MAA guidance given in DAM Issue 5 (16 Jan 17). 4. The RAF Benson Defence Aerodrome Manual (BEN-DAM). The RAF BEN-DAM is issued iaw MAA RA 1026 (Issue 2). It will sit alongside the RAF Benson Flying Order Book (FOB) and Air Safety Management Plan (ASMP) to inform users of the aerodrome facilities and assure aviation Duty Holders (DHs) of a Safe Operating Environment. 5. Responsibilities. Sqn and Lodger Unit Commanders are to ensure that all personnel under their command who are directly, or indirectly, involved with flying at RAF Benson have read this manual and the appropriate parts of the publications detailed at Chapter 1, 1.1. Visiting civil air system operators and aerodrome users must comply with the rules and guidelines of this manual. 6. Request for changes. Orders for requesting/reporting changes to this manual are contained at Annex R. D G McGurk Wing Commander OC Ops Wg & AO 1 Jan 18

http://cui1-uk.diif.r.mil.uk/r/590/StnOpsAIC/RAF%20Benson%20Defence%20Aerodrome%20Manual/www.gov.uk/maa




DISTRIBUTION

External: Internal:

JHCHQ SO1 J7 Trg/Pol Stn Cdr

RAF Odiham COS FHQ (COS, ACOS, SFSO, OC Stn Ops Sqn, 2 IC Stn Ops Sqn, Stn Ops)

RAF Odiham Stn Flt Planning R&S Wg (R&S Wg Ops)

RAF Odiham OC JHSS MSHATF (STS, SERCO)

Eng & Logs Wg (OC ELW, Duty Eng Ops Controller)

28 Sqn

33 Sqn

230 Sqn

OUAS

6 AEF

NPAS(SE)

TVAA

ATC

S Met O

S Fire O

OIC RAF Benson Flying Club




CHAPTER 1: INTRODUCTION

Para Section Page

1.1 Regulatory Cross-Reference. 1-1

1.2 Purpose of the Defence Aerodrome Manual (DAM). 1-1

1.3 Scope. 1-1

1.4 Information Accuracy 1-1

1.5 Master Copy. 1-2

1.6 Responsibilities of an Aerodrome Operator. 1-2

CHAPTER 2: TECHNICAL ADMINISTRATION

2.1 Name and Address of Aerodrome Operator. 2-1

2.2 Aerodrome Operators Authority. 2-1

2.3 Letter of Delegation. 2-1

2.4 Safety Meeting Structure. 2-1

2.5 Organizational Structure. 2-1

2.6 Key Post Holders. 2-1

2.7 Aerodrome Operating Hazard Log (AOHL). 2-1

2.8 Formal Aerodrome Related Agreements. 2-1

2.9 Aerodrome Waivers, Exemptions and AAMC. 2-1

2.10 Orders. 2-1

2.11 Frequent Aerodromes User List 2-2

CHAPTER 3: AERODROME LOCATION AND LAYOUT

3.1 Aerodrome Location. 3-1

3.2 Introduction to RAF Benson. 3-1

3.3 Local Area Map. 3-2

3.4 Aerodrome Crash Map. 3-3




CHAPTER 4: AERODROME DATA, CHARCTERISTICS & FACILITIES

Para Section Page

4.1 Location Indicator and Name. 4-1

4.2 Aerodrome Geographical and Administrative Data. 4-1

4.3 Operational Hours. 4-1

4.4 Handling Services and Facilities. 4-3

4.5 Passenger Facilities. 4-3

4.6 Rescue and Fire Fighting Services. 4-4

4.7 Seasonal Availability – Clearing. 4-4

4.8 Aprons, Taxiways and Check Locations Data. 4-4

4.9 Surface Movement Guidance and Control System Markings. 4-5

4.10 Aerodrome Obstacles. 4-5

4.11 Meteorological Information. 4-5

4.12 Rwy Physical Characteristics. 4-6

4.13 Declared Distances. 4-7

4.14 Approach and Rwy Lighting. 4-7

4.15 Other Lighting, Secondary Power Supply. 4-8

4.16 Helicopter Landing Area. 4-8

4.17 ATS Airspace. 4-8

4.18 ATS Communication Frequencies. 4-9

4.19 Radio Navigation and Landing Aids. 4-9

4.20 Local Traffic Regulations. 4-10

4.21 Noise Abatement Procedures. 4-10

4.22 Flight Procedures. 4-10

4.23 Additional Information. 4-11

4.24 Charts Relating to this Aerodrome. 4-11

4.25 Special Procedures. 4-11

4.26 Medical Response Equipment. 4-11




Para Section Page

4.27 Noise Abatement Procedure Orders. 4-11

4.28 Temporary Obstruction Orders. 4-11

4.29 Rwy Strip Obstructions. 4-11

4.30 Rwy End Safety Area (RESA). 4-11

4.31 Light Aggregate (Lytag) Arrestor Beds. 4-11

4.32 Rotary Hydraulic Arrestor Gear (RHAG) Orders. 4-11

4.33 Barrier Orders. 4-12

4.34 Manoeuvring Area Safety and Control Orders. 4-12

CHAPTER 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)

5.1 Emergency Orders Aerodrome Crash Plan. 5-1

5.2 Disabled Air System Removal. 5-1

CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS

6.1 Emergency Organization. 6-1

6.2 AO / DFRMO Relationship. 6-1

6.3 Aerodrome Rescue and Fire Fighting Service Orders. 6-1

6.4 Aerodrome Rescue and Fire Fighting Training Area Orders. 6-1

CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES

7.1 Air Traffic Control Orders. 7-1

CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES

8.1 Aerodrome Reporting. 8-1

8.2 Aerodrome Serviceability Inspections. 8-2

8.3 Aerodrome Technical Inspections. 8-2

8.4 Protection of Radar and Navigation Aids. 8-2

8.5 Surveillance Equipment Maintenance & Monitoring. 8-2




Para Section Page

8.6 Navigation Equipment Maintenance & Monitoring. 8-2

8.7 Aerodrome Works Safety. 8-2

8.8 Control of Entry and Access. 8-2

8.9 Aerodrome Users – Vehicle and Pedestrian Control. 8-2

8.10 Wildlife Management (Birds). 8-2

8.11 Animal Management. 8-2

8.12 Handling of Hazardous Materials (Spillage Plan). 8-2

8.13 Air System Parking. 8-2

8.14 Low Visibility Operations. 8-2

8.15 General Conditions (Terms and Conditions). 8-2

8.16 Breach of Terms and Conditions – Orders. 8-3

8.17 Safeguarding Requirements - Waivers and Exemptions. 8-3

8.18 Standards Checks / SQEP (Qualified Personnel). 8-3

8.19 Safety Management System. 8-3

8.20 Thunderstorm and Strong Wind Procedures. 8-3

8.21 Electrical Ground Power Procedures. 8-3

8.22 Aviation Fuel Management Procedures. 8-3

8.23 Jettison Area - Designated Fuel / Under slung load / ordinance. 8-3

8.24 Compass Swing Area. 8-3

8.25 Explosive Ordnance Disposal Area. 8-4

8.26 FOD Prevention, Training and Awareness. 8-4

8.27 Dangerous Goods (DG) Procedures – Loading /Unloading. 8-4

8.28 Hydrazine (H70) Leak. 8-4

8.29 Air System Arresting Mechanisms. 8-4 8.30 Engine Ground Runs Procedures. 8-4




CHAPTER 9: SNOW & ICE OPERATIONS

9.1 Snow & Ice Operations. 9-1

CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES

Para Section Page

10.1 Force Protection Responsibilities. 10-1

10.2 National/Multinational Security Responsibilities. 10-1




Table of Figures.

Figure Details Page

1 Amendment list. 12

2 Local area map. 3-2

3 Aerodrome crash map. 3-3

4 Safety meeting structure. B-1

5 ADH and DH-Facing organisational structure. C-1

6 RAF Benson key post holders. D-1

7 Hover training area at Chalgrove Airfield. F-1-4

8 BENMAC operating and parking areas F-5-2

9 Local village avoidance areas. H-3

10 Local village avoidance areas.

H-4

11 Removed.

12 RAF Benson Ramp Allocation and Taxi Information L-2-1

13 FATO buffer zones and slopping ground. Q-1-1

14 Rotary-wing day VFR circuit procedures use of arrival and departure points – RWY 01RH.

Q-2-1

15 Rotary-wing day VFR circuit procedures use of arrival and departure points – RWY 19.

Q-2-2

16 Tutor Deconfliction Chart Q-3-1

17 Night Circuit – Positive RT Procedures. Q-4-1

18 North USL Circuits – RWY 01RH.

Q-5-1

19 North USL Circuits – RWY 19.

Q-5-2

20 South USL Circuits – RWY 01RH.

Q-5-3

21 South USL Circuits – RWY 19.

Q-5-4

22 NATO T Layout. Q-5-5

23 Terrain levels. Q-7-1

24 Night rotary-wing night total electrical and radio failure procedure – RWY 01RH. 01RH.

Q-8-1

25 Night rotary-wing night total electrical and radio failure procedure – RWY 19. Q-8-2

26 RWY 01RH CCT Local Avoids

Q-9-1

27 RWY 19 CCT Local Avoids

Q-9-2

28 Watchman Radar infringement map. T-2-1

29 ILS Glidescope infringement map. T-2-2

30 ILS Localiser infringement map. T-2-3

31 TACAN infringement map. T-2-4

32 HRDF infringement map. T-2-5

33 Radio Transmitters infringement map. T-2-6

34 Radio Receivers infringement map. T-2-7

35 Radio Receivers infringement map. T-2-8

36 Airfield dispersal layout. DD-1

37 A map of RAF Benson’s FOD zones. NN-1-1

38 FOD zones flight safety poster. NN-3-1

39 The front of the FOD quick reference cards. NN-4-1




40 The back of the FOD quick reference cards. NN-4-1

41 A map of the approximate locations for FOD signs. NN-5-1

42 FOD RED zone sign. NN-5-2

43 FOD AMBER zone sign. NN-5-2




Table of Amendments. The Defence Aerodrome Manual will undergo review as required, and at least annually, by Sqn Ldr Ops who is responsible for amending and re-issuing updated versions of the DAM. If amendments are required prior to this date, then an updated DAM will be issued. RAF personnel should submit proposed amendments to Flt Lt Stn Ops for approval. Civilian airfield users should contact Flt Lt Stn Ops on tel: 01491 827701. Amendments are listed in the table below:

Amendment

No. Amendment Date Name Signature

Issue 2 03 Oct 14 Beresford S A Beresford

Issue 3 07 Feb 15 Beresford S A Beresford

Notable Changes 1. ATZ crossing service. Page 4 - 8 2. Rescue & Fire Fighting Service Orders. Page 6 – 1 3. Safety Meeting Structure. Page B - 1 4. Merlin Parking Slots Non MADS Compliant. Page E - 2 5. High levels of bird activity – plans to move airfield boundary. Page E -6 6. Thames Valley And Chiltern Air Ambulance (TVAA) Operations. Page F - 1. 7. Aerodrome Safeguarding Waivers And Exemptions. Page G - 1. 8. Orders For Engine Ground Runs when ATC and Station Ops are Unmanned. Page I - 3 9. Master Wires and Uncharted Obstructions Map and Reporting. Page I - 6 10. Engine starts at RAF Benson. Page L - 1 11. Sloping Ground Radio Procedures. Page Q - 4 12. Radio Procedures. Page Q - 4 13. Use of Points East and West. Page Q - 5 14. General Visual Circuit Procedures. Q - 8 15. Armed Aircraft Taxi Clearances. DD - 3

Issue 4 xxxxx Beresford S A Beresford

Notable Changes 1. RAF Benson Crash Map. Page 3-3. 2. MAA Waivers added for:

- Non-standard rotary aircraft parking. - Non-compliant taxiway and apron slopes. - Non-compliant MT route ground markings, lights and associated signage at RAF

Benson. - Aerodrome ground lighting at RAF Benson.

3. Amendments to Wildlife Management (Birds) Orders, Annex AA. 4. Update to Annex Z. 5. Updated Aerodrome Operating Hazard Log added at Annex E. 6. Appendix 1 to Annex T - ATM Equipment Technical Safeguarding – Infringement Details added. 7. Chiltern Park para dropping rule added to Annex Q, para 11. 8. Trial use of SSR within the visual circuit (cct) by transponder equipped aircraft - 1 Jul 15 to 30 Sep 15 inc.

Issue 4.1 23 Jul 15 Rowe J Rowe

Notable Changes 1. Amendments to Chaps 4.2, 4.11, 4.12, 4.13, 4.18, and 4.19 following measured height survey. 2. Amendment to contact numbers in Annex II Electrical Ground Power Procedures.

Issue 4.2 1 Sep 15 Rowe J Rowe

Notable Changes




1. Temporary closure of the ‘waterfront’ road in front of ‘B’ Hangar.

Edition 5 19 Oct 15 Rowe J Rowe

Notable Changes 1. Changes to reflect a new Aerodrome operator. 2. Changes to reflect new parking arrangements for the arrival of Chinook and the change to the Rotors Running Refuel Slot from slot 6 to G. 3. Inclusion of Annex TT – Undercarriage Failure Procedures. 4. Updated Aerodrome Operating Hazard log (Annex E).

Edition 6 10 Mar 16 Rowe J Rowe

Notable Changes 1. Q-7-1 Updated Radar Vectoring Chart. 2. 4.26.1 Update of Medical equipment available. 3. Annex Q, para 8, amendment to sloping ground procedure. 4. Annex Q para 15, amendment to Visual Run and Break order. 5. Updates to reflect ICAO standard crash cat throughout document. 6. Removal of expired MAA waiver (does not require replacement); Non-standard rotary aircraft parking. 7. Annex E, updated Aerodrome Operating Hazard Log. 8. References to 3FTS changed to 6FTS and 6FTS LOA linked in document. 9. Update to Chalgrove (MBAL) LOA. 10. Removal of 612 VGS orders.

Edition 7 1 Jul 16 Rowe J Rowe

Notable Changes 1. Appendix 2 to Annex L – updated ramp allocation and taxi information. 2. Annex DD – updated airfield parking allocation, including clear pan policy. 3. Annex Q, para 10 – additional radio procedure. 4. 8.9.14 – removal of temporary waterfront road closure. 5. 3.14 - updated crash map.

Edition 8 15 Mar 17 Seale-Finch S Seale-Finch

Notable Changes 1. 2.11 – Inclusion of Frequent Aerodrome Users List 2. 4.2.4 – Change to magnetic variation. 3. 4.5.2 – Clarification of Medical Facilities. 4. Annex B – Amended diagram. 5. Annex C – Amended diagram. 6. Annex A – Updated Letter of Delegation for Aerodrome Operator following appointment of new Stn Cdr. 7. Annex E – Updated Aerodrome Operating Hazard Log, including removal of non-standard NATO T hazard entry. 8. Annex I – Removal of Uncharted Obstruction instructions (transferred to FOB). 9. Annex L – Removal of Merlin taxying restriction on Taxiway A 10. Annex Q, Para 15 – Addition of note re model ac site ivo IP Rwy 19. 11. Annex Q, Para 27 – Amendment of USL booking procedures. 12. Annex Q, Appendix 5 – Amendment of NATO T diagram. 13. Annex Q, Appendix 8 – Improved graphics. 14. Annex Q, Appendix 9 – Improved graphics. 15. Annex Q, Appendix 11 – Adoption of SSR within the vis cct as SOP. 16. Annex T – Amendment to the ATM Infringement Table. 17. Annex AA – Amendment to Wildlife Control Orders. 18. Annex, BB – Amendment to Wildlife management Orders.




19. Annex DD – Additional guidance for parking Puma into wind and parking for TEMPEST testing. 20. Annex NN – Addition of Airfield Sweeping Plan. 21. Various – Other MAA mandated changes eg Air System nee Aircraft.

Edition 9 1 Jan 18 Seale-Finch S Seale-Finch

Notable Changes 1. Page 3-3, Figure 3 – Station Crash Map AL5, Aug 17. 2. Page 4-2, Table 4.3 – Change to weekend opening days and hours. 3. Page 4-4, Table 4.8 – Change to taxiway identification. 4. Page 4-7, Table 4.14 – Clarification of “normal” airfield lighting. 5. Page 4-9, Table 4.19 – Change to TACAN restrictions. 6. Page 4-11, para 4.30 – Addition of RESA details. 7. Chapter 7 – Complete reissue. 8. Page 8-1, Table 8.44 – Change to MRE channel. 9. Annex E – Changes to the AOHL. 10. Annex F, Appendices – Removal and replacement with hyperlink. 11. Annex H, Figure 10 – Amended Map. 12. Annex H, para 1 – Change to MRE channel. 13. Annex L, Appendix 2 – Amendment to RRRF procedures. 14. Annex O – Complete reissue. 15. Annex P – Complete reissue. 16. Annex Q – Complete reissue. 17. Annex U, Appendix 1 – Change to infringement details. 18. Annex V, para 4 – Change to procedure for reporting unserviceability’s with equipment. 19. Annex W, para 4 – Change to procedure for reporting unserviceability’s with equipment. 20. Annex Z – Change to order, booking on details and orders for pedal cyclists. 21. Annex AA – Complete reissue. 22. Annex BB – Complete reissue. 23. Annex DD, para 2 – Amendment to RRRF procedures. 24. Annex EE – Removal of Appendix 1. 25. Annex JJ, para 1 – Amendment to RRRF procedures. 26. Annex NN – RAF Benson FOD Plan - reissue 27. Annex TT, para 1d – Amendment of U/C Failure Kit.




List of Abbreviations. AAIB Air Accidents Investigation Branch AAMC Alternative Acceptable Means of Compliance AD Aerodrome ADC Aerodrome Controller AGL Above Ground Level AIAA Area of Intense Arial Activity AIC Aeronautical Information cell AIDU Aeronautical Information Documentation Unit AIP Aeronautical Information Publication ALARP As Low As Reasonably Practicable AO Aerodrome Operator AOHL Aerodrome Operating Hazard Log

AOS Air system Operating Surfaces APP Approach APU Auxiliary Power Unit ARFF Aerodrome Rescue and Fire Fighting ARP Aerodrome Reference Point ASDA Accelerate-Stop Distance Available ASIMS Air Safety Information Management System ASMP Air Safety Management Plan ASMT Airfield Specialist MT

ASP Air system Servicing Platform AST Air Safety Team AT Air Transport ATC Air Traffic Control ATCOB Air Traffic Controllers Order Book ATD Actual Time of Departure ATIS Automatic Terminal Information Service ATS Air Traffic Services ATZ Air Traffic Zone ARO ATS Reporting Office ASSG Air Safety Steering Group ASSWG Air System Safety Working Group CAA Civil Aviation Authority CABA Self Contained Breathing Apparatus CAC Centralised Approach Control CAMA UK Controlling Air Movement Authority CASB Command and Air Safety Board CFOIs Chief Fire Officer Instructions CNS Communication, Navigation and Surveillance COP Change to Operating Procedure COS Chief Of Staff C/S Call sign CSA Compass Swing Area DAAF Defence Aerodrome Assurance Framework DAM Defence Aerodrome Manual DASOR Defence Air Safety Occurrence Reporting DASOs Delivery Duty Holder’s Air Safety Officers DDH Delivery Duty Holder DEOC Duty Eng Ops Controller DFRMO Defence Fire Risk Management Organisation DG Dangerous Goods




DGRs DG Regulations DHs Duty Holders DHF Duty Holder Facing DIO Defence Infrastructure Organisation DME Distance Measuring Equipment DOC Duty Ops Controller DSEA Defence Safety and Environment Authority EASA European Aviation Safety Agency ELW Engineering and Logistics Wing ETA Estimated Time of Arrival FAF Final Approach Fix FATO Final Approach and Takeoff Area FERA Food & Environment Research Agency FLC Front Line Command FOB Flying Order Book FOD Foreign Object Debris FOD POs Stn FOD Prevention Officers FP Force Protection FS Flight Safety GRA’s Generic Risk Assessments GRMS Ground Radio Maintenance Section GSE Ground Support Equipment H0 Service Available To Meet Operational Requirements HRDF High Resolution Direction Finder H70 Hydrazine IA Internal Aids IATA International Air Transport Association IBA Internal Business Agreement ICAO International Civil Aviation Organisation ICAO TIs International Civil Aviation Organisation’s Technical Instructions IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions INS Inertial Navigation System IP Initial Point JBA Joint Business Agreement JHC Joint Helicopter Command JHSS Joint Helicopter Support Squadron JSP Joint Service Publication LCG Load Classification Group LDA Landing Distance Available LFA Low Flying Area LHC Left Hand Circuit LVO Low Visibility Operations LVP Low Visibility Procedures Lytag Light Aggregate MAA Military Aviation Authority MADS Manual of Aerodrome Design and Safeguarding MAP Missed Approach Point




MATZ Military Aerodrome Traffic Zone MBAL Martin-Baker Aircraft Limited MEHT Minimum Eye Height above Threshold MET Meteorological, Meteorology METAR Aviation Routine Weather Report MGR Main Guard Room MHz Megahertz MilAAIB Military Air Accident Investigation Branch MMATM Manual of Military Air Traffic Management MOD Ministry of Defence MRE Management Radio Equipment MT Military Transport MTOW Maximum Take-Off Weight NAS Naval Air Sqn NPAS National Police Air Service NOTAM Notice(s) to Airmen NOS Fire Service National Occupational Standards NVG Night Vision Goggles OC Officer Commanding OFZ Obstacle Free Zone OUAS Oxford University Air Squadron PAPI Precision Approach Path Indicator PAR Precision Approach Radar PCN Pavement Classification Number PFL Practice Forced Landing PNR Prior Notice Required POL Petrol Oils Lubricants PPR Prior Permission Required QFE Atmospheric pressure at aerodrome elevation RADS Rotor Analysis and Diagnostic System RAFP RAF Police RCF Radio Communications Failure RESA Rwy End Safety Area RHAG Rotary Hydraulic Arrestor Gear RHC Right Hand Circuit RRRF Rotors Running Refuelling RW Rotary Wing RWY Runway SATCO Senior Air Traffic Control Officer SC Safety Cell SFODO Station FOD Officer SME Subject Matter Expert SO Senior Operator SOP Standard Operating Procedures SPS Support Policy statement SQEP Suitably Qualified and Experienced Personnel SRO Senior Responsible Officer/ODH of the FLC STORNO Mobile Radio System SWY Stopway TACAN Tactical Air Navigation Aid




TAF Terminal Aerodrome Forecast TAP Terminal Approach Procedures TDGC Transport of Dangerous Goods Committee TDZ Touch Down Zone TDZE Touch Down Zone Elevation TIP’s Tactical Information plans TLB Top Level Budget TODA Take Off Distance Available TORA Take Off Run Available TVAA Thames Valley Air Ambulance UDF Ultra High Frequency Direction Finder UHF Ultra High Frequency USL Underslung Load VAS Visiting Aircraft Section VCR Visual Control Room VDF Very High Frequency Direction Finder VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions VOR Very High Frequency Omni-directional Range WIP Work In Progress




Annexes:

Annex A Letter of Delegation

Annex B Safety Meeting Structure

Annex C Organizational Structure

Annex D List of Key Post Holders

Annex E Aerodrome Hazard Log

Annex F Formal Aerodrome Related Agreements

Annex G Aerodrome Safeguarding Waivers and Exemptions

Annex H Orders to cover all noise abatement procedures, including high power ground running

Annex I Orders for temporary obstructions on or around any manoeuvring area that are considered to be a hazard to either air systems or vehicles

Annex J Orders for both the maintenance and safe operation of the RHAG (Not applicable to RAF Benson)

Annex K Orders for both the safe operation and maintenance of the barrier (Not applicable to RAF Benson)

Annex L Orders for the safe parking, manoeuvring, refuelling and servicing of air systems.

Annex M Emergency Orders / Aerodrome Crash Plan.

Annex N Orders for disabled air system removal.

Annex O Aerodrome rescue and fire fighting service orders.

Annex P Aerodrome rescue and fire fighting training area orders – (including ARFF training area risk assessments and orders).

Annex Q Benson ATC/Operations – Orders

Annex R Orders for the reporting procedures to advise No 1 AIDU of any permanent changes to aerodrome information

Annex S Aerodrome Serviceability Inspections – Orders

Annex T Aerodrome Technical Inspections – Orders

Annex U Protection of Radar and Navigation Aids – Orders

Annex V Surveillance Equipment Maintenance & Monitoring – Orders

Annex W Navigation Equipment Maintenance & Monitoring – Orders

Annex X Aerodrome Works Safety – Orders

Annex Y Control of Entry and Access – Control Orders

Annex Z Aerodrome Users - Vehicle and Pedestrian Control – Orders

Annex AA Wildlife Management (Birds) – Orders




Annex BB Wildlife Management – Orders

Annex CC Handling of Hazardous Materials (Spillage Plan) – Orders

Annex DD Air system parking.

Annex EE Low Visibility Operations (LVP) – Orders

Annex FF General Orders – Terms and Conditions / Use of MOD aerodromes by civil air systems.

Annex GG Breach of Terms and Conditions – Orders

Annex HH Thunderstorm & Strong Wind Procedures – Orders

Annex II Electrical Ground Power Procedures – Orders

Annex JJ Aviation Fuel Management Procedures – Orders

Annex KK Jettison Area – Orders (Not applicable to RAF Benson)

Annex LL Compass Swing Area – Orders

Annex MM Explosive Ordnance Disposal Area – Orders (Not applicable to RAF Benson)

Annex NN FOD Prevention, Training and Awareness – Orders

Annex OO Dangerous Goods (DG) Procedures – Loading /Unloading – Orders

Annex PP Hydrazine (H70) Leak – Orders (Not applicable to RAF Benson)

Annex QQ Air system arresting mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable Hydraulic Arrester Gear (PHAG) / Barriers) etc – Orders (Not applicable to RAF Benson)

Annex RR Snow And Ice Operations – Orders

Annex SS

Force Protection Responsibilities – Force Protection (FP) Orders (To be kept separately due to security classification)

Annex TT Undercarriage Failure Procedures




CHAPTER 1: INTRODUCTION 1.1 Regulatory Cross-Reference. This manual must be read in conjunction with the following MAA documents and regulations, and other policy documents: RA 1020(4) - Roles and Responsibilities: Duty Holder (DH) and DH Facing Organisations RA 1200 - Defence Air Safety Management RA 1205(2) - Air System Safety Cases RA 1026(2) - Aerodrome Operator (AO) RA 1410 - Occurrence Reporting RA 1430 - Aircraft Post Crash Management and Significant Occurrence Management RA 1400 - Flight Safety RA 2415 - Third Party Use of Military Airfields ATM 3000 - Air Traffic Management regulatory Articles (RAs) MAS - Manual of Air Safety (MAS) MPCM - Manual of Post Crash Management (MPCM) MMATM - Manual of Military Air Traffic Management (MMATM) MADS - Manual of Aerodrome Design & Safeguarding (MADS) - Use of Military Aerodromes by British and Foreign Civil Aircraft JSP 426 - Defence Fire Safety and Fire Risk Management AP 600 - Royal Air Force Information and CIS Policy1. 1.2 Purpose. The purpose of the Defence Aerodrome Manual (DAM) is to provide a standardised formatted mechanism to inform both military and civilian operators of accurate aerodrome data. This includes physical characteristics, available services, aerodrome hazards and operating procedures. 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 Va2) and is to be read in conjunction with the documents at Chapter 1 Para 1.1. 1.3 Scope. A Defence Aerodrome Assurance Framework (DAAF) has been developed in-line with the RAF Benson DAM. The DAM Framework has been used by the RAF Benson AO to develop this Aerodrome Manual. The DAM is a living document that will be updated and amended as required. The DAAF covers all chapters and sub-paras of this DAM to allow a record of full assurance at 1st/2nd/3rd party level3. The AO is responsible for 1st party assurance; for RAF Benson this responsibility is devolved to SO2 Air Safety, and is to be conducted annually. The DAM is available at http://www.raf.mod.uk/RAFbenson/flyinginfo. 1.4 Information Accuracy. OC Stn Ops Sqn, on behalf of the RAF Benson AO, is to ensure that information contained in the DAM is up to date and accurate. Where Aeronautical Information published in national Aeronautical Information Publications (AIPs)4 is also published in the DAM,

1 The policies and regulations published as Chapters in this AP are mandatory for personnel at all Air Command Stns. However, other Top Level Budgets (TLBs) that wish to adopt any policy from this AP are to publish guidance on which Chapters are applicable to their subordinate organizations. Notwithstanding this, owing 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. 2 Users are directed to the consolidated version of Regulation (EC) No 216/2008.

3 2nd party assurance is the responsibility of JHC; 3rd party assurance is the responsibility of the MAA.

4 The AIP is the primary source for Aeronautical Information.

https://www.gov.uk/government/publications/regulatory-article-ra-1020-roles-and-responsibilities-aviation-duty-holder-adh-and-adh-facing-organisations

https://www.gov.uk/government/publications/regulatory-article-ra-1200-defence-air-safety-management

https://www.gov.uk/government/publications/regulatory-article-ra-1205-air-system-safety-cases

https://www.gov.uk/government/publications/regulatory-article-ra-1026-aerodrome-operator

https://www.gov.uk/government/publications/regulatory-article-ra-1410-occurrence-reporting

https://www.gov.uk/government/publications/regulatory-article-ra-1430-aircraft-post-crash-management-and-significant-occurrence-management

https://www.gov.uk/government/publications/regulatory-article-ra-1400-flight-safety

https://www.gov.uk/government/publications/regulatory-article-ra-2415-third-party-use-of-military-airfields

https://www.gov.uk/government/collections/3000-series-air-traffic-management-regulations-atm

https://www.gov.uk/government/publications/manual-of-air-safety-mas

https://www.gov.uk/government/publications/manual-of-post-crash-management-mpcm

https://www.gov.uk/government/publications/manual-of-military-air-traffic-management-mmatm

https://www.gov.uk/government/publications/manual-of-aerodrome-design-and-safeguarding-mads

http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20141216.1/JSP360.doc

https://www.gov.uk/government/publications/jsp-426-fire-safety-manual

http://defenceintranet.diif.r.mil.uk/Organisations/Orgs/RAF/Reference/Publications/Pages/AP600.aspx

http://www.raf.mod.uk/RAFbenson/flyinginfo




the information must be identical. The AO is responsible for ensuring changes to Aeronautical Information are published according to relevant procedures, and that these changes are mirrored in the DAM5. Both the DAM and the AIP have legal authority. 1.5 Master Copy. The master copy of the RAF Benson DAM is available on MOSS and the WWW, to provide civilian access. Amendments to the manual will be made when changes occur and the latest Edition published online. 1.6 Responsibilities of an Aerodrome Operator. The AO will actively manage an aerodrome environment such that it accommodates the safe operation of Air Systems iaw with the requirements laid down in RA 1026 Aerodrome Operator. The DAM provides the basic framework upon which additional areas may be added. It is acknowledged that many of these functions may not necessarily fall under the direct authority of the AO and as such appropriate interfaces should be established. Ultimately the AO is responsible for providing assurance to the Head of Establishment and Aviation DH regarding a safe operating environment.

a. Aerodrome Operator Responsibilities:

(1) The AO will establish formal relationships with Aviation DHs and/or Accountable Managers (Military Flying (AM(MF)) in order to ensure that any decisions made which affect the aerodrome or its facilities are made with due regard to the impact on Air Safety. Areas to be considered will include, but are not limited to, facilities, personnel, equipment and materiel. The AO will undertake assurance of activities regarding the documentation of tasks, roles, responsibilities, procedures, access to relevant data and record-keeping, in accordance with the MRP and related reference documents referred to at Chapter 1 Para 1.1. (2) The AO will provide assurance that the DAM requirements are complied with at all times taking appropriate measures to ensure hazards are identified and highlighted to ADHs and civilian operators.

(3) The AO will ensure that an appropriate aerodrome wildlife risk management programme (See Annexes AA and BB) is established and implemented in accordance with the Manual of Aerodrome Design & Safeguarding (MADS).

(4) The AO will ensure that movements of vehicles and persons in the movements area and other operational areas are coordinated with movements of Air Systems in accordance with RA 3262 – Aerodrome Access.

(5) The AO will 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.

(6) The AO will ensure that arrangements with other relevant organizations including, but not limited to, Air System operators, air navigation and ground handling service providers whose activities or products may have an effect on Air System safety are established, to ensure continuing compliance with extant aerodrome regulations.

5 The Military AIP is amended through No.1 Aeronautical Information Documents Unit. The Civilian AIP is subject to a separate amendment process.

http://cui1-uk.diif.r.mil.uk/r/590/beresfords239/Local%20Settings/Temporary%20Internet%20Files/AppData/Local/Microsoft/Windows/Temporary%20Internet%20Files/Content.Outlook/Application%20Data/Microsoft/Word/20140331-Benson_DAM_Annex_AA-U.doc

http://cui1-uk.diif.r.mil.uk/r/590/beresfords239/Local%20Settings/Temporary%20Internet%20Files/AppData/Local/Microsoft/Windows/Temporary%20Internet%20Files/Content.Outlook/Application%20Data/Microsoft/Word/20140331-Benson_DAM_Annex_BB-U.doc

http://www.maa.mod.uk/linkedfiles/regulation/mads.pdf

https://www.gov.uk/government/publications/regulatory-article-ra-3262-aerodrome-access




(7) The AO will ensure that procedures exist to provide Air Systems with fuel which is uncontaminated and of the correct specification, either through service means, or by means of contracts with third parties.

(8) The AO will 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 AP 600 – Royal Air Force Information CIS (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).

(9) The AO will ensure that the maintenance of aerodrome lighting and Air System arresting equipment covers servicing information, troubleshooting, inspection procedures and repair instructions, in accordance with extant policy statements.

(10) The AO will ensure that all personnel who need to operate within the manoeuvring area are both trained and qualified to do so with the appropriate authority (line manager, ATC, etc).

(11) The AO will ensure that an aerodrome emergency plan is developed in accordance with the MPCM, RA 1430 and JSP 426.

(12) The AO will ensure that adequate aerodrome rescue and fire-fighting services are provided in accordance with JSP 426, Defence Fire Safety and Fire Risk Management (Note: This is laid out in the Joint Business Agreement (JBA) or Internal Business Agreement (IBA) between DFRMO and the TLBs and is contained within Annex F of this DAM).

(13) The AO will ensure that Obstacle Limitation Zones around aerodrome movement areas be safeguarded from obstacles, in accordance with MADS.

(14) The AO will 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.

(15) The AO will 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), Occurrence Reporting.

(16) The AO will strive to engender an engaged safety culture.

http://www.maa.mod.uk/regulation/mmpcm.htm

http://www.maa.mod.uk/linkedfiles/regulation/gen1000seriesprint.pdf#page=283



http://www.maa.mod.uk/linkedfiles/regulation/mads.pdf#page=280






Version 9 – 1 Jan 18 UNCONTROLLED COPY WHEN PRINTED

CHAPTER 2: TECHNICAL ADMINISTRATION 2.1 Name and Work Address of Aerodrome Operator:

Wg Cdr Donal McGurk Force Headquarters RAF Benson Wallingford Oxfordshire OX10 6AA

2.2 Aerodrome Operator’s Authority. The AO is responsible for actively managing an environment that accommodates the safe operation of Air Systems in accordance with RA1026. The management and running of the aerodrome is a Duty Holder Facing (DHF) responsibility. 2.3 Letter of Delegation. A copy of the Letter of Delegation is contained at Annex A. 2.4 Safety Meeting Structure. An organizational aviation safety meeting flow diagram is captured at Annex B. 2.5 Organizational Structure. A structure that outlines the organization of aerodrome operations is captured at Annex C. 2.6 Key Post Holders. A list of aerodrome key post Holders, including their post role and work contact numbers, is contained at Annex D. 2.7 Aerodrome Operating Hazard Log (AOHL). An AOHL is captured at Annex E. 2.8 Formal Aerodrome Related Agreements. Formal aerodrome related agreements are captured at Annex F. 2.9 Aerodrome Waivers, Exemptions and Alternative Acceptable Means of Compliance (AAMC). Copies of all aerodrome related waivers, exemptions and approved AAMC are captured

at Annex G. 2.10 Orders. All pertinent separate orders can be found in the Annexes to this document, so that they can be amended without having to reissue the whole document following any amendment. 2.11 Frequent Aerodrome Users. A list of Air System operators (both civil and military) that utilise the aerodrome frequently is kept and maintained by Stn Ops Squadron in order to facilitate ease of communication in urgent or emergency scenarios (such as fuel or water contamination and major infrastructure works affecting serviceability). Due to data protection concerns, this list is not published here.





CHAPTER 3: AERODROME LOCATION AND LAYOUT

3.1. Aerodrome Location. RAF Benson is located in south Oxfordshire between the villages of Benson and Ewelme; a local area map is at page 3.3. The postal address is:

RAF Benson Wallingford Oxon OX10 6AA

a. From the M40, exit at Junction 6, signposted to Watlington. Turn left from northbound M40, right from southbound M40 and follow the B4009 through Watlington, turning right at the end of the High Street and following the road for approx 5 miles. A red bordered sign post marks the left turn for RAF Benson. Follow this road through Ewelme, turning left when signposted. The camp entrance is a mile down this road. b. The nearest large train station is Didcot Parkway, journey time to London Paddington is approximately 45 minutes. There is a smaller train station in Cholsey, located approximately 10 minutes away from RAF Benson, which also runs to Reading and onto London Paddington. From either Didcot Parkway or Cholsey, a bus to Wallingford is required to connect to route number 139, Wallingford to Henley, which stops directly outside the main gate.

3.2 Introduction to RAF Benson. RAF Benson is a front line Support Helicopter base working within the Joint Helicopter Command (JHC). Located in South Oxfordshire, the Station is home to Puma HC2 helicopters of 33 and 230 Squadrons. 28 Squadron also flies the Puma as well as Chinook as a mixed Puma and Chinook OCU. RAF Benson is also home to the Tutor T1 aircraft of Oxford University Air Squadron & 6 Air Experience Flight. The RAF Reserve unit 606 (Chiltern) Squadron Royal Auxiliary Air Force is also located here as a helicopter support squadron. There are also numerous other lodger units based at Benson including the Joint Helicopter Support Sqn (JHSS), National Police Air Service (South East) and the Thames Valley Air Ambulance. The station is commanded by Gp Capt Cormack, under the command of Joint Helicopter Command (JHC) and, nominally, HQ 2 Gp for single service issues. JHC is an amalgamation of the Tri-Service battlefield helicopters with the HQ based at Andover. The post of Commander JHC rotates between the 3 Services.




3.3 Local Area Map.

Figure 2.

AERODROME

ENTRANCE




3.4 Aerodrome Crash Map.

Figure 3.




CHAPTER 4: AERODROME DATA FACILITIES & CHARACTERISTICS 4.0. The following information is set up to duplicate current UK Military Aeronautical Information Publication (AIP) format to allow for easier amendment to both documents. The UK Military AIP is updated monthly, and the data contained in this chapter will be checked/updated by the RAF Benson Aeronautical Information Cell (AIC).

4.1 LOCATION INDICATOR AND NAME

EGUB - BENSON

4.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

4.2.1 ARP (Aerodrome Reference Point) Co-ordinates and site at AD:

N51 36 54·14 W001 05 45·05

4.2.2 Direction and distance from City: 2nm NE of Wallingford

4.2.3 Elevation/Reference Temperature:

203ft / 22oC

4.2.4 Magnetic Variation/Annual Change:

1° 01’ W (Oct 16) / 0° 09’ decreasing

4.2.5 Geoid Undulation at AD Elev Position:

----

4.2.6 AD Administration: Royal Air Force

Address: Royal Air Force Benson Wallingford Oxfordshire OX10 6AA

Telephone: Mil: 95261 7017/8 (ATC) 7015 (Station Operations) Civ: 01491 827017/8 (ATC) 827015 (Station Operations)

Fax: Mil: 95261 5122 (Ops) 7019 (ATC) Civ: 01491 83

3529 (Station Operations)

ATIS: Mil: 95261 7524

Civ: 01491 837766 Ext 7524

E-mail: [email protected]

Web site: http://www.raf.mod.uk/rafbenson/

4.2.7 Types of Traffic Permitted (IFR/VFR):

IFR/VFR

4.2.8 Remarks Benson is classed by both HQ Air Command and HQ JHC as a Standard Aerodrome IAW MADS.

4.3 OPERATIONAL HOURS

4.3.1 AD:

Aerodrome operating hours (all times local) are as follows:

a. Mon – Thu: 0800 – 0300 the following




morning.

b. Fri: 0800 – 1800.

c. Sat: 0900 – 1700 (Subject to operational requirement. During summer months Saturday opening is subject to change).

d. Sun: Subject to operational requirements.

24hr-PNR for Military air systems.

24hr-PPR for Civil air systems. See Annex Q for additional details.

4.3.2 Customs and Immigration: HO

4.3.3 Health and Sanitation: Nil

4.3.4 AIS Briefing Office: Located in Station Operations. (EGUBYWYO)

4.3.5 ATS Reporting Office (ARO): Located in Station Operations. (EGUBZGZX)

4.3.6 MET Briefing Office:

A Met service is provided at the following times:

a. Mon-Thu: 0600hrs – 0300hrs6.

b. Fri: 0600hrs – 1900hrs.

c. Sat: 0800hrs – 1730hrs.

24hrs notice is required for services outside of these hours and Bank Holidays. Outside these times the Regional Met Office will provide forecasts.

4.3.7 ATS: See Annex Q

4.3.8 Fuelling: HO

4.3.9 Handling: HO

4.3.10 Security: H24

4.3.11 De-Icing: Nil

6 Or until cease flying, whichever is the earlier.




4.3.12 Remarks:

Visiting Aircraft Handling hours are as follows:

a. Mon-Fri: 0900-1700 Limited Ground handling facilities available for visiting air systems.

Station Operations operating hours are subject to task needs, the default hours of operation of Station Operations are as follows:

a. Mon – Fri: 0700 hrs - cease flying.

b. Sat – Sun: as required for Operational Flying only (Operation Flying does not include Tutor or RW maintenance flights).

(1) Departures: One hr before air systems ETD until 15 min after ATD.

(2) Arrivals: One hr before air system ETA until the air system has shut down.

4.4 HANDLING SERVICES & FACILITIES

4.4.1 Cargo Handling Facilities: Fork Lifts

4.4.2 Fuel / Oil / Hydraulic Types: 100LL, F34. O-149. H515, OX-7

4.4.3 Fuelling Facilities / Capacity: Bowser

4.4.4 Oxygen: Nil

4.4.5 De-Icing Facilities: Nil

4.4.6 Starting Units: E4, 12, 17, 18

4.4.7 Hanger Space for visiting air systems:

Limited (subject to prior arrangement)

4.4.8 Repair Facilities for visiting air systems:

Limited (subject to rotary type)

4.4.9 Remarks:

a. Visiting Aircraft Handling available from 0900-1700 (L) Mon-Fri only. Limited Ground handling facilities available for visiting air systems. b. Fuel capacity subject to bowser availability.

4.5 PASSENGER FACILITIES

4.5.1 Accommodation: Accommodation only in Service messes

4.5.2 Medical Facilities:

The Medical Centre is to be manned and able to respond to an air system crash only. The Duty Medical Assistant is to be positioned at the Medical Centre (apart from meal times when he will be contactable by radio) during all planned and pre-notified flying as notified by Stn Ops Sqn. In addition the Duty Doctor is to be available on telephone at all times and returnable within 2 hours when away from




the Stn.

4.5.3 Remarks: Nil

4.6

RESCUE & FIRE FIGHTING SERVICES

4.6.1 AD Category for Fire Fighting:

RAF Benson is established to provide Crash Cat 5 (ICAO) during normal opening hours. Outside of normal working hours, Crash Cat 4 is the norm. Should the available Crash Cat prove to be insufficient for the task, guidance is to be sought from RAF Benson AO via Stn Ops Sqn with a minimum of 2 normal working days notice.

4.6.2 Rescue Equipment: As required for Crash Category 5 (ICAO).

4.6.3 Capability for removal of disabled air systems:

Depending on the situation, a solution using JARTS or civilian crane hire will be utilised.

4.7 SEASONAL AVAILABILITY - CLEARING

4.7.1 Type of Clearing Equipment: 3 x 2000L airfield De-icer trailers, 4 x Medium aircraft towing tractor blades, 2 x Airfield sweeper 900 blades

4.7.2 Remarks: Braking action assessment by Mu-Meter Latest available information from ATC

4.8 APRONS, TAXIWAYS AND CHECK LOCATIONS DATA

A detailed list of all apron and taxiway characteristics of all available aprons and taxiways is given below:

4.8.1 Aprons Surfaces: Apron Surface Strength

A,B Asphalt LCG V

C South Asphalt LCG V

D North & South Concrete Block LCG IV

Northern ASP Concrete Block

Central ASP Concrete Block

Southern ASP Concrete Block

Hangar Aprons Asphalt

Patio Block Paving

4.8.2 Taxiway width, surface & strength:

Taxiway Width Surface Strength

A

15m Asphalt LCG IV

D 15m Asphalt LCG V

Short Link (Entry to rwy at point Y)

15m Asphalt LCG IV

E 15m Concrete LCG IV

4.8.3 Altimeter Check Location & Elevation: N/A

4.8.4 VOR Checkpoints: N/A




INS Checkpoints: N/A

4.8.5 Remarks: Non-standard taxiway and holding point markings on all taxiways.

4.9 SURFACE MOVEMENT GUIDANCE & CONTROL SYSTEM MARKINGS

4.9.1

Use of air system stand ID signs:

Nil

Taxiway Guidelines & visual docking / parking guidance system of air system stands:

Yellow taxiway markings and numbered dispersals with ground marshallers

4.9.2

Rwy & taxiway markings & lighting:

Rwy markings: Standard rwy markings with the following exceptions: 1. rwy side stripes, touchdown point markings and aiming point markings absent. 2. Centrelines are spaced 18m apart rather than standard 30m.

Taxiway markings: Standard taxiway markings with green centreline lighting and blue edge taxiway lighting

4.9.3 Stop Bars: Nil

4.9.4 Remarks: Nil

4.10 AERODROME OBSTACLES Measured Height Survey data

Obstacle ID Latitude Longitude Metres AMSL)

Feet (AMSL) Comments7

Awaiting data

4.11 METEOROLOGICAL INFORMATION

4.11.1 Associated MET Office: Benson 01491 837766 7418 or 7731 or 95261 7418 or 7731.

4.11.2

Hours of Service:

a. 0600L Monday – 1900L Friday

b. 0730L Saturday – 1730L Saturday

c. 0730L Sunday – 1730L Sunday

MET Office outside hours Defence Guidance Unit (DGU) Meteorologist on 96770 1332.

4.11.3

Office Responsible for TAF information:

Benson

Periods of validity: 9 hours

4.11.4 Type of landing forecast: TREND

Interval of issuance: Hourly

4.11.5 Briefing / consultation provided: Self briefing / personal /telephone

7 Eg: Operationally Essential Obstacles (MADS Ch 17), or obstacles that penetrate the Obstacle Limitation Surfaces or Obstacle Free Zones (MADS Ch 15).




4.11.6 Flight Documentation: Charts / TAFs / METARs. Cross section

Language(s) used: Abbreviated plain language

4.11.7 Charts and other information available for briefing or consultation:

Actual / forecast surface analyses and upper wind charts, rainfall radar, tephigrams, satellite imagery, thunderstorm location.

4.11.8 Supplementary equipment available for providing information:

PC Data display – MOMIDS

4.11.9 ATS units provided with information:

Benson ATC

4.11.10

Additional information (limitation of Services etc.):

Nil

4.11.11 Remarks: Nil

4.12 RWY PHYSICAL CHARACTERISTICS

A list of all Rwy characteristics are given below:

Designations Rwy

Number

True and Mag

bearing

Dimensions of Rwy

(m)

Strength (PCN) and surface of

Rwy and stopway

Threshold co-ordinates

Threshold elevation, highest

elevation of TDZ of

precision APP Rwy

4.12.1 4.12.2 4.12.3 4.12.4 4.12.5 4.12.6

01RH 007.82oGEO 1825 x 45 LCG IV N51 36 24.93

179.0ft

008.94oMAG Asphalt/Concrete W001 05

51.50

TDZE 185.0ft

19 187.82oGEO 1825 x 45 LCG IV N51 37 23.36

203.0ft

188.94oMAG Asphalt/Concrete W001 05

38.60

TDZE 203.0ft

Desig & Slope

of Rwy/Swy

Stopway Dimensions

(m)

Clearway Dimensions

(m)

Strip Dimensions (m)

OFZ (Obstacle

Free Zone)

4.12.7 4.12.8 4.12.9 4.12.10 4.12.11

01–0.40%U Nil 100 x 150 1883 x 300 Nil

19–0.40%D Nil 36 x 150 1883 x 300 Nil

4.12.12 Arresting Systems:

Nil




4.12.13 Remarks:

Runway 19/01 liable to be slippery when wet. Rwy 24/06 is an unused rwy and operations using Rwy 24/06 are not permitted due to the hazard presented by the extremely poor surface. However, 24/06 remains available in an emergency only. Runway End Safety Area at southern end of runway 37m length rather than stipulated 90m

4.13 DECLARED DISTANCES

Rwy TORA (m) TODA (m) ASDA (m) LDA (m) Remarks

4.13.1 4.13.2 4.13.3 4.13.4 4.13.5 4.13.6

01RH 1825 1925 1825 1824 Nil

19 1825 1861 1825 1824 Nil

4.14 APPROACH AND RWY LIGHTING

Rwy Approach Threshold PAPI TDZ Rwy Rwy Rwy Stop

Lighting Lighting VASIS Lighting C/L Edge End Lighting

Lighting Lighting Lighting

Type Colour Angle Length Length Length Colour Length

Length Wingbars Distance Spacing Spacing Wingbars Colour

Intensity from Thr Colour Colour

(MEHT) Intensity Intensity

4.14.1 4.14.2 4.14.3 4.14.4 4.14.5 4.14.6 4.14.7 4.14.8 4.14.9

01RH CL1B White HI Uni PAPI 3 o Nil Nil Elevated but flush at

intersection White LI Omni,

90m

Red HI Uni Threshold

Bar

Nil

1312ft/400m

Green

HI Wingbars (52ft)

19 CL5B White HI Uni PAPI 3o Nil Nil Elevated but flush at

intersection White HI Uni 30m White LI Omni, 90m

Red HI Uni Threshold

Bar

Nil

3000ft/915m

Green

HI Wingbars (46ft)

Remarks:

The default airfield lighting setting for all night flying operations will be airfield blackout except for the NATO Ts and anti-collision lights. Where aircrew require different airfield lighting settings than the default they should request airfield lighting settings to be changed through ATC using plain language to state the

setting required.

4.15 OTHER LIGHTING, SECONDARY POWER SUPPLY




4.15.1 A Bn / I Bn location, characteristics & hours of operation:

I BN: “BO” -...--- HO. Red

4.15.2 Anemometer location & lighting: 150m N of ATC tower

4.15.3 Taxiway edge & C/Line lighting: Blue edge lighting on all taxiways, green centreline lighting on taxiway A

4.15.4 Secondary Power supply: Yes

Switch-over time: No break

4.15.5 Remarks: Nil

4.16 HELICOPTER LANDING AREA

Details of all helicopter landing areas or emergency landing strips on the aerodrome are given below:

4.16.1 Location: Northern edge, mid point of the ASP at OS grid ref SU633915. See also Appendix 2 to Annex L.

4.16.2 Elevation: 203ft AMSL

4.16.3 Lighting: The ‘H’ is encircled by red omni-directional lighting with blue taxiway edge Lighting 4.16.4 Remarks: Nil

4.17 ATS AIRSPACE

Designation and lateral limits Vertical Airspace

Limits Classification

4.17.1 4.17.2 4.17.3

Benson MATZ 3000ft AAL G

Standard 5nm radius centred on N 51 36 54.14 W001 05 45.05 with stubs aligned Rwy 19 and Rwy 01RH

SFC

Benson ATZ 2000ft AAL G

Circle, 2nm radius centred on N 51 36 54.14 W001 05 45.05

SFC

4.17.4 ATS Unit C/Sign: Benson

Language: English

4.17.5 Transition Altitude: 6000ft

4.17.6 Remarks:

ATZ crossing service only available to meet operational requirements, which may include night flying. All air systems are to avoid the ATZ if no contact with Benson Zone (120.9) as recreational flying, Air Ambulance and Police helicopter operate H24.

4.18 ATS COMMUNICATION FREQUENCIES

Service C/Sign Frequency Hours of Operation Remarks

Designation MHz Winter Summer

4.18.1 4.18.2 4.18.3 4.18.4 4.18 5




APP Benson

Approach 376.650(ICF)

136.450 HO HO

ZONE Benson Zone

120.900(M) HO HO (M) = MATZ Cross

Frequency

DIR Benson Director

356.125 136.450

Available on request

only

PAR Benson

Talkdown

283.075 277.675 136.450 123.300*

HO HO *NATO Common

Frequency on request only

TWR Benson Tower

318.100 127.150P

HO HO

GND Benson Ground

279.150 121.800

HO HO

ATIS Benson

Information 282.525 HO HO

REMARKS PAR 01/19 operating without restrictions. PAR maintenance monthly second

Sat.

4.19

RADIO NAVIGATION & LANDING AIDS

Type Ident Frequency Hour of Operation Antenna Site Elevation of

Remarks

Category Winter Summer co-ordinates DME

(Variation) # and by

arrangement Transmitt

ing

Antenna

4.19.1 4.19.2 4.19.3 4.19.4 4.19.5 4.19.6 4.19.7

TACAN

BSO

Ch 37X 110.000

HO

HO

N51 36 52.72 W001 05

57.53

226ft

Rwy 19 DME BSO

reads 0.54d at

Thld.

UDF/VDF 376.650 HO HO

356.125

120.900

136.450

ILS/DME Rwy 19

I-BO 110.950 Ch 46Y

HO HO N51 37 13.23

W001 05 33.87

223ft QFU 189o

Glidepath

330.650 N51 37 13.17

W001 05 33.64

3o ILS Ref Datum

Height 46ft




Localiser 110.950

N51 36 07.89 W001 05

55.26

Loc 189o

MM 75MHz

N51 37 53 63 W001 05

32.01

OM 75MHz

N51 43 11.49 W001 04

24.66

Remarks: 1. Unlocks may be experienced between 075R – 152R and R254 – R261. 2. Approach RW01RH: Average bearing error on the final approach track was 2.45 deg, and errors of upto 9 deg were observed between the MAPt and Threshold. 3. Approach to RW19: Flyable. 4. Maintenance monthly: Lczr 4th Sat; GP 2nd Sat; Watchman 3rd Sun; RPAR 2nd Sat. Suitable for auto-coupled approaches to Cat I DH. 5. All instrument approaches will be radar monitored. 6. Localiser may not be received below 3000ft at extreme left (eastern) edge of coverage. 7. There are 40 technical infringements of the radio and navigation aid safeguarded areas. None of these infringements are assessed to lead to any credible risk to operating nor any risk to life. Further details of these infringements can be found at Appendix 1 to Annex T.

4.20 LOCAL TRAFFIC REGULATIONS

4.20.1 None relevant to Benson

4.21 NOISE ABATEMENT PROCEDURES

4.21.1 RAF Benson has in place a number of noise abatement procedures to reduce the impact of noise from aerodrome on the surrounding area. These procedures are detailed at Annex H.

4.22 FLIGHT PROCEDURES

4.22.1 Procedures for in bound ac: See TAP Charts

4.22.2 Departures: See TAP Charts

4.22.3 Radio Comms Failure:

For Comms Failure in VMC conditions refer to the ICAO procedure.

For Comms Failure in IMC refer to the UK Basic Procedure

4.22.4 MAP: Climb Rwy track to height 2000ft and free call Benson

Approach on freq 376.65/136.45

4.22.5 Aerodrome Op Minima: For a list of Aerodrome procedure minima consult

Terminal Chart United Kingdom South

4.22.6 Remarks See TAP Charts

4.23 ADDITIONAL INFORMATION

4.23.1 Nil

4.24 CHARTS RELATING TO THIS AERODROME

Terminal Approach Procedure Charts En-Route Charts

Terminal Charts United Kingdom South En-Route Bulletin




Terminal Charts Amendment Bulletin British Isles & North Atlantic (BINA)

4.25 SPECIAL PROCEDURES

Elev Var TA DATE CHART NO.

There are no special procedures in place at RAF Benson outwith the documents listed above at 4.22

4.26 MEDICAL RESPONSE EQUIPMENT

4.26.1 Number & type of Medical Response Vehicles

1 X Ambulance c/w emergency equipment. 1 x Response Car – also containing emergency equipment. (car and Primary Health Care Doctor on call until 1830 then 2 hour aviation medicine advice call only.) The duty medic is on call with the ambulance

during airfield opening.

4.27 Noise Abatement Procedures Orders – Orders for to noise abatement procedures are contained at Annex H. 4.28 Temporary Obstructions Orders – Orders for dealing with temporary obstructions are contained at Annex I. Obstructions are to be marked in accordance with extant regulations using approved high visibility markers, tape or fencing with additional red light markers at night. NOTAMs are to be issued and taxi patterns controlled. If relevant, pilots are to be briefed on landing or when calling for start. 4.29 RWY Strip Obstructions – There are no strip obstructions at RAF Benson. 4.30 RWY Edge Stopping Area (RESA) – RAF Benson has a RESA at each end of the main operation rwy. RW01RH RESA 90m, RW19 RESA 37m. 4.31 Light Aggregate (Lytag) Arrestor Beds – There are no light aggregate arrestor beds at RAF Benson. 4.32 Rotary Hydraulic Arrestor Gear (RHAG) Orders – There is no RHAG at RAF Benson, orders are therefore not included. However, Annex J has been included as a placeholder in accordance with the DAM template. 4.33 Barrier Orders – There are no barriers at RAF Benson. Orders therefore have not been included. However, Annex K has been included as a placeholder in accordance with the DAM template. 4.34 Manoeuvring Area Safety and Control Orders – Orders for the safe parking, manoeuvring, refuelling and servicing of air systems are contained at Annex L.

CHAPTER 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN) 5.1 Emergency Orders / Aerodrome Crash Plan. Crash Plan Orders for RAF Benson have been compiled in accordance with guidance contained within the MPCM, RA1400(1) and JSP 426. The plan, known locally as Operation HYDRA, is managed by OC Stn Ops Sqn. Due to the security classification of Op HYDRA it is not included within this document. More information can be found at Annex M.

a. Initial action checklists for all personnel are contained within Op HYDRA. b. The Aerodrome Crash Plan has been made available to the following civilian authorities: Oxfordshire County Council, Thames Valley Police HQ, Oxfordshire Fire Service HQ, South Central Ambulance Service HQ, Oxfordshire NHS and Chalgrove Airfield.

5.2 Disabled Air System Removal. Orders for the quick and safe removal of an air system that has caused a temporary closure of the Rwy, taxiway or Air system Servicing Platform (ASP), but falls outwith the criteria of an accident that would be dealt with separately under the Aerodrome Air system Crash Plan, are contained at Annex N. If there is any doubt as to the status of an incident,

advice should be sought from the Defence Accident Investigation Branch Air (Defence AIB Air) or Air Accidents Investigation Branch (AAIB), if a civilian air system is involved.

http://www.maa.mod.uk/regulation/mmpcm.htm



CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS The AO is to be familiar with the following documents and requirements: RA 3261(2): Aerodrome Emergency Services RA 3263 – Aerodrome Classification JSP 426. Defence Fire Safety and Fire Risk Management 6.1 Emergency Organization. The AO is to be familiar with RA 3261(2): Aerodrome Emergency Services, RA 3263 – Aerodrome Classification and JSP 426 Defence Fire Safety and Fire Risk Management (specifically Volume 3 Leaflet 02 - ARFF Requirements (Apr 16)). JSP 426 Volume 3 Leaflet 02 provides greater detail on Aerodrome Crash / Rescue Fire Services whilst Acceptable Means of Compliance and Guidance Material are contained within RA 3261(2): Aerodrome Emergency Services and RA 3263 – Aerodrome Classification. Note: RA 3049 – Defence Contractor Flying Organization responsibilities for UK Military Air System Operating Locations stipulates that all organizations operating MAA-regulated Air Systems shall meet the requirements detailed in JSP 426 Volume 3 Leaflet 02. 6.2 AO / DFRMO Relationship. The relationship between the AO and the DFRMO Fire Section is defined within JSP 426, Volume 3, Leaflet 02 and the Joint Business Agreement/Internal Business Agreement between DFRMO and the TLBs. The Fire Section is a service delivery component of the DFRMO which is operated under the direction of DFRMO and provides a DH-Facing service to the AO. Note: All orders are to be contained at separate Annexes. 6.3 Aerodrome Rescue and Fire Fighting Services Orders. In addition to Standard Operational Procedures, FRS Generic Risk Assessments, Fire Facts and DFRMO Chief Fire Officers Instructions, detailed Tactical Information Plans covering site specific operational requirements are to be produced, by the Fire Station Manager, in accordance with DFRMO direction. These together with Fire Section Orders are contained at Annex O. 6.4 Aerodrome Rescue and Fire Fighting Training Orders. ARFF Training area risk assessments and orders are to be produced and contained at Annex P. For Units that do not have onsite training facilities this annex is to provide details of how all Mandated Core Competencies required by ARFF personnel are maintained. 6.5 Task Resource Analysis (TRA). ARFF minimum staffing levels are to be calculated by the completion of the TRA process defined within JSP 426 Volume 3 Leaflet 2. The Aerodrome Operator (AO) endorsed TRA complete with all required assessments is contained at Appendix 1 to Annex O. 6.6 ARFF Assessment Requirements. To ensure that ARFF Services are operationally prepared for the provision of service, they are required as defined within JSP 426 Volume 3 Leaflet 2 to carry out the following assessments: Response Area Assessment, 1000Mtr Assessment and Water Assessment. These assessments are contained at Appendix 2 to Annex O. 6.7 Reduction in ARFF Category Provision. Circumstances may require that flying is conducted to/from aerodromes with reduced levels of ARFF services. HoE/ADHs may approve such activity following a risk assessment informed by advice from the Defence F&R ARFF provider. JSP 426 Volume 3 Leaflet 2 Appendix 2 to Annex A contains this risk assessment form.

http://defenceintranet.diif.r.mil.uk/libraries/1/Docs8/20160406.1/JSP%20426%20Volume%203%20Leaflet%202%20-%20MOD%20Guidance%20For%20Aerodrome%20Rescue%20and%20Firefighting%20Services.pdf




CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES 7.0 ATC Operational Orders. ATC operational orders are detailed at Annex Q. They have been produced to cover all ATC procedures involved in the safe and expeditious flow of air systems.

Q-1 Provision of Service

Q-2 Field Operations

Q-3 Day and Night Visual Circuit Procedures

Q-4 Radar Procedures

Q-5 Underslung Load (USL) and Joint Helicopter Support Sqn (JHSS) Procedures

Q-6 Emergency Procedures

Q-7 Radar Procedures operating from RAF Brize Norton




CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES 8.1 Aerodrome Reporting

Aerodrome Reporting

8.1.1 Purpose. The AO is responsible for the ownership of the aerodrome data and is to ensure all data provided is correct.

8.1.2

Responsibilities. The AO is responsible for notifying permanent changes of aerodrome information. Orders for the reporting procedures to advise the relevant agency of any permanent changes to aerodrome information are contained at Annex R. Further guidance on Aerodrome Information and notification is contained in UK AIP/Mil AIP.

8.1.3 Legislation, Standards and Technical References. Information relating to the aerodrome serviceability or hazards to air navigation is routinely updated through the Aeronautical Information Publications (AIP) and NOTAMs.

8.1.4

Reporting Procedures. Any situation that may have an immediate effect on the safety of air system operations is to be reported as soon as possible to ATC via radio (Benson Tower on MRE channel A4) or telephone 01491 827018 from a civilian telephone network 95261 Ext 333 or Ext 7018 from a military network.

8.1.5

NOTAM8. Requests for NOTAMs at RAF Benson are to be made to the Aeronautical Information Cell within Stn Ops Sqn. When urgent, the request can be made by telephoning 01491 837766 Ext 5171 provided it is confirmed by fax Ext 5122 or email ([email protected]) as soon as possible. The person requesting the NOTAM must subsequently check the issued NOTAM for accuracy. Details of the NOTAM are to be recorded by the Duty Operations Controller in the Duty Operations Controller’s logbook; the NOTAM is to be filed and made available for audit when required. NOTAMs will be originated in the standard NOTAM format for any of the following circumstances:

8.1.5.1 A change in the serviceability of the manoeuvring area (Rwy, taxiways).

8.1.5.2 A change in the operational information contained in this manual and published in the Mil AIP.

8.1.5.3 Aerodrome works affecting the manoeuvring area or penetrating the Obstacle Limitation Surfaces.9

8.1.5.4 New obstacles which affect the safety of air system operations.

8.1.5.5 Bird or animal hazards on or in the vicinity of the RAF Benson.

8.1.5.6 A change in the availability of aerodrome visual aids, i.e. markers and markings, Rwy lighting, etc.

8.1.5.7 Any change in aerodrome facilities published in AIP.

8 NOTAM information must be provided by fax or email. Where urgent advice can be given by telephone, it must be confirmed by fax or

email as soon as possible. Reporting Officers raising a NOTAM must subsequently check it for accuracy.

9 The Management of Obstacles on and Around the Aerodrome – Manual of Aerodrome Design and Safeguarding, chapter 5.

http://www.nats-uk.ead-it.com/public/index.php.html

https://www.aidu.mod.uk/Milflip/products/Current_AIRAC/UkMilaip/launch_aip.htm

mailto:[email protected]

http://www.maa.mod.uk/linkedfiles/regulation/mads.pdf#page=42




8.2 Aerodrome Serviceability Inspections. Orders for the inspection of Aerodromes are produced and conducted iaw RA 3264 – Aerodrome Inspections and are contained at Annex S. 8.3 Aerodrome Technical Inspections. Orders for the technical inspection of the aerodrome are contained at Annex T. 8.4 Protection of Radar and Navigation Aids. Orders for the supervision of access/entry to any of the aerodrome navigation aids or their immediate vicinity are contained at Annex U. 8.5 Surveillance Equipment Maintenance & Monitoring. Orders for the maintenance and monitoring of surveillance equipment, produced in accordance with extant Support Policy Statements (SPS) and the AP 600, are contained at Annex V. 8.6 Navigation Equipment Maintenance & Monitoring. Orders for equipment maintenance and the monitoring of all aerodrome navigation equipment, produced in accordance with extant policy regulations and AP600, ensuring navigation and approach aid equipment (TACAN/ILS/etc) have a continuously monitored fault and check procedure, are contained at Annex W. 8.7 Aerodrome Works Safety. Orders for the control and supervision of work in progress on the aerodrome are contained at Annex X. 8.8 Control of Entry and Access. Orders for control of access to the base aerodrome and its associated manoeuvring area are contained at Annex Y. Force Protection responsibilities are addressed separately at Chapter 10. 8.9 Aerodrome Users - Vehicle and Pedestrian Control. Orders for the control of vehicular and pedestrian traffic on the aerodrome iaw RA 3262 – Aerodrome Access are contained at Annex Z. 8.10 Wildlife Management (Birds). Orders on bird management are contained at Annex AA. 8.11 Animal Management. Orders on wildlife management are contained at Annex BB. 8.12 Handling of Hazardous Materials (Spillage Plan). Orders for the handling of hazardous materials are contained at Annex CC. 8.13 Air System Parking. Orders for the co-ordinated parking of air systems are contained at Annex DD. 8.14 Low Visibility Operations (LVO). Orders for LVOs iaw RA 3274 – Low Visibility Procedures (LVP) are contained at Annex EE. 8.15 General Conditions (Terms and Conditions). Use of MOD Aerodromes by civil air systems shall be in accordance with Use of Military Airfields by British and Foreign Civil Aircraft (accessible by DII users only10). Requests to use RAF Benson are to be directed to Station Operations on 01491 827015 from a civilian telephone network or 95261 7015 from a military network. Orders (terms and conditions) governing the use of RAF Benson by civil air systems are contained at Annex FF. Civil air system captains wishing to operate in and out of RAF Benson must agree to abide the extant terms and conditions. 10 Though will be made available on request.

http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20141216.1/JSP360.dochttp:/defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20141216.1/JSP360.doc




8.16 Breach of Terms and Conditions. Orders covering the eventuality of a breach of terms and conditions are contained at Annex GG. Any breach of terms and conditions could constitute grounds for the privilege of operating at RAF Benson being withdrawn temporarily or permanently. 8.17 Safeguarding Requirements - Waivers and Exemptions. Safeguarding waivers and exemptions are promulgated at Annex G. 8.18 Standards Checks / Suitably Qualified and Experienced Personnel (SQEP). All personnel involved in activities on or around the aerodrome are to be suitably trained, standardized and assured (SQEP)11. The personnel in the table below are required by the AO to be suitably trained, standardized and assured iaw their trade / role requirements.

Standards Checks / SQEP (Qualified personnel)

8.18.1 ATC Controllers & FOM/FOA personnel.

8.18.2 Duty Operations Controllers.

8.18.3 Aircrew.

8.18.4 Ground Radio Engineers.

8.18.5 Firefighters.

8.18.6 Medics.

8.18.7 Armourer.

8.18.8 Aeronautical Information Cell personnel.

8.18.9 Squadron TG9 personnel.

8.18.10 MT & ASMT.

8.18.11 Aerodrome Electrician.

8.18.12 Bird Control Unit personnel.

8.19 Air Safety Management Plan. A functioning Air Safety Management Plan (ASMP), which is reviewed and updated and is based upon the lead Joint Helicopter Command Air Safety Management System, is available via this link from a DII networked computer. If anyone else needs access to the ASMP please contact the RAF Benson Air Safety Officer on 01491 837766 Ext 7184 from a civilian network or 95261 7184 from a military network. 8.20 Thunderstorm and Strong Wind Procedures. Orders covering air system operations during thunderstorm (lightning risk) warning periods and periods of forecast strong winds are contained at Annex HH. 8.21 Electrical Ground Power Procedures. Orders for electrical ground power procedures are contained at Annex II. 8.22 Aviation Fuel Management Procedures. Orders for aviation fuel management, including policy guidance, are contained at Annex JJ. 8.23 Jettison Area. There is no dedicated jettison area for RAF Benson. Annex KK has, however, been included as a placeholder in accordance with the DAM template.

11 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 BM STANEVAL (ATM) orders.

http://cui1-uk.diif.r.mil.uk/r/590/beresfords239/Local%20Settings/Temporary%20Internet%20Files/AppData/Local/Microsoft/Windows/Temporary%20Internet%20Files/Content.Outlook/Application%20Data/beresfords239/586/AirSafety/ASMP/20131219-ASMP%203_1%20FINAL.pdf




8.24 Compass Swing Area. Orders for the use of and access to the compass swing area are contained at Annex LL. 8.25 Explosive Ordnance Disposal Area. There is no dedicated explosives ordinance disposal area at RAF Benson. Annex MM has, however, been included as a placeholder in accordance with the DAM template. 8.26 FOD Prevention, Training and Awareness. Orders regarding FOD prevention, training and awareness are contained at Annex NN. 8.27 Dangerous Goods (DG) Procedures – Loading/Unloading. Orders regarding dangerous goods procedures are contained at Annex OO. 8.28 Hydrazine (H70) Leak. Not applicable to RAF Benson. Annex PP has, however, been included as a placeholder in accordance with the DAM template. 8.29 Air System Arresting Mechanisms. No air system arresting mechanisms are available at RAF Benson. Annex QQ has, however, been included as a placeholder in accordance with the DAM template. 8.30 Engine Ground Runs Procedures. Procedure for Engine Ground Runs are detailed at Annex H.




CHAPTER 9: SNOW & ICE OPERATIONS 9.1 Snow and Ice Operations. Orders for snow and ice operations at RAF Benson, known locally as Operation BLACKTOP, are exercised and reviewed annually iaw RA 3278 – Snow and Ice Operations and contained at Annex RR.




CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES 10.1 Force Protection (FP) Responsibilities. FP Orders are not included in this document due to their security classification. More information on this can be found at Annex SS. Information regarding the Unit Control of Access Policy is contained at Annex Y. 10.2 National / Multinational Security Responsibilities. RAF Benson does not currently host any national or multinational forces.


RAF Benson Defence Aerodrome Manual A-1


Annex A to RAF Benson DAM Dated 1 Jan 18

ANNEX A: AERODROME OPERATOR LETTER OF DELEGATION

Royal Air Force Benson WALLINGFORD OX10 6AA Tel: 01491 827001 Email: [email protected]

Wg Cdr D McGurk BEng BSc MA RAF COS & Dep Fce Comd Support Helicopter Force Headquarters (Benson) RAF Benson WALLINGFORD OX10 6AA 11 Nov 16 TERMS OF REFERENCE – RAF BENSON AERODROME OPERATOR PRINCIPAL RESPONSIBILITY 1. The Secretary of State for Defence set out the requirement for an assurance process to ensure that his policy on safety in Defence is being promoted and implemented in the conduct of Defence activities12. In my role as the Head of Establishment (HoE) for RAF Benson I hereby appoint you to be the Aerodrome Operator for RAF Benson13. Your primary responsibility is the provision of overarching assurance of the appropriate safety, coherence, risk identification and management of operations at RAF Benson. You are to develop mechanisms and procedures which evidentially will provide me, as the HoE, with the necessary assurance that operations at RAF Benson, meet the required Departmental (MAA informed) requirements. 2. In discharging your responsibilities to me for the self-regulation and internal assurance of Air Safety activity, specifically operating procedures, standards and Air Safety, you are to develop, populate and maintain the Defence Aerodrome Manual (DAM) for RAF Benson to include the Defence Aerodrome Assurance Framework (DAAF) which will consolidate existing information on aerodrome facilities and assure appropriate standards are being met in the delivery of Air Safety to all air systems, airborne equipment and systems operating from the aerodrome. In the discharge of your responsibilities you are to take into account the direction set by the MAA. 3. Specifically, you are responsible for:

12 Defence Safety Authority Charter 1 April 2015.

13 As required by MAA Regulations, RA 1026


RAF Benson Defence Aerodrome Manual A-2


a. Supporting me by actively managing the aerodrome environment to accommodate the safe operation of air systems. b. Establishing formal mechanisms to ensure robust communication of any hazards and/or issues relevant to me as HoE and/or those ADHs faced by RAF Benson. c. Establishing a formal relationship with me, the unit HoE, and other key personalities to ensure any decisions made are cognisant of the impact on Air Safety. These areas for consideration shall include, but are not limited to, facilities, personnel, equipment and material. d. Establishing formal mechanisms to ensure monitoring and assurance of activities, operating procedures, standards and air safety within and interfacing your AoR. e. Ensure that the DAM is developed according to the output of the aerodrome and in compliance with MAA regulations14.

f. Ensure the accuracy of aerodrome data and notification of all aerodrome hazards at all times.

4. In particular, you are to: a. Provide me with evidence-based assurance of the Air Safety, operating support and operating aspects of the aerodrome under command. This should include a formal 6 monthly assurance report to me. b. Ensure that personnel responsible for conducting key roles in implementing the assurance strategy are sufficiently qualified, competent and trained.

5. If you or your staff become aware of any practice, procedure or circumstance which casts doubt upon the delivery of Air Safety at the aerodrome you are to draw the matter to my attention immediately. 6. You are to demonstrate and maintain compliance with the MAA SQEP requirements for

Aerodrome Operator15.

7. You are to confirm in writing that you have read and understood these Terms of Reference by 18 Nov 16. Your confirmation should evidence the SQEP requirements detailed at para 6 above and set out any constraints and limitations inherent in executing the above duties. <Original Signed> H R C Cormack Gp Capt Stn Cdr

14 MAA Regulation RA1026.

15 As defined in MAA Regulation RA1026.


RAF Benson Defence Aerodrome Manual B-1


Annex B to RAF Benson DAM Dated 1 Jan 18

ANNEX B: SAFETY MEETING STRUCTURE 1. Figure 4, below describes the RAF Benson Safety Meeting Structure. Frequencies of meetings are provided at each level. Each meeting has a standing agenda and attendance list with minutes being recorded for auditing purposes.

Figure 4.


RAF Benson Defence Aerodrome Manual B-2




RAF Benson Defence Aerodrome Manual C-1


Annex C to RAF Benson DAM Dated 1 Jan 18

ANNEX C: ORGANISATIONAL STRUCTURE 1. Figure 5, below, illustrates the operating ADH and DH-Facing organisational structure for RAF Benson.

Figure 5.


RAF Benson Defence Aerodrome Manual C-2




RAF Benson Defence Aerodrome Manual D-1


Annex D to RAF Benson DAM Dated 1 Jan 18

ANNEX D: RAF BENSON KEY POST HOLDERS 1. Figure 6, below, is a wiring diagram of the key post holders at RAF Benson. These extensions all require the one of the following prefixes:

a. Civilian telephone networks: 01491 82 Ext… (7000-7299 Only). 01491 837766 Ext… (For all others).

b. Military telephone networks: 95261 Ext…

Figure 6.

RAF Benson Station Commander

OC Engineering and Logistics Wing

Ext 7003

XO Engineering and Logistics Wing

Ext 7217

OC Operations Wing (Chief of Staff)

Ext 7004

Senior Air Traffic Controller

Ext 7008

Deputy Senior Air Traffic Controller

Ext 7273

OC Stn Operations Squadron

Ext 7012

2IC Stn Operations Squadron

Ext 7701

Duty Operations Controller

Ext 7015

SO2 Air Safety

Ext 7184

Air Safety Officer 1

Ext 6666

Air Safety Officer 2

Ext 6666

Assistant Chief of Staff

Ext 7091

OC Base Support Wing

Ext 7002


RAF Benson Defence Aerodrome Manual D-2




RAF Benson Defence Aerodrome Manual E-1


Annex E to RAF Benson DAM Dated 1 Jan 18

ANNEX E: AERODROME HAZARD LOG 1. The following chart provides information of hazards logged at RAF Benson that are relevant to the safe and efficient operation of the aerodrome. More information about each hazard is held by RAF Benson Air Traffic Control who can be contacted on 01491 827017 from civilian telephones networks and 95261 7017 from military networks.

RAF Benson Aerodrome Operating Hazard Log v16.9 Updated Nov 17 (Changes since last revision highlighted yellow (Red text if partially updated))

Nature of hazard.

Position of hazard.

Permanence of hazard. Temporary / Permanent?

Is the hazard affected by season / light or time?

What mitigation has been employed, if any, to reduce its impact?

A plain language summary of the hazard

List the details of all strategies, actions, plans and measures in place to reduce or control the hazard. Reference any additional documents.

High traffic density - Oxford Area of Intense Aerial Activity.

The AIAA includes RAF Brize Norton, RAF Benson, Oxford Kidlington and surrounding areas.

Permanent.

Aerial activity intensified during good VMC particularly during Summer.

1. Reduced Traffic/Deconfliction service within the AIAA. 2. ATC Training. 3. A forum exists between users within the AIAA through the Oxford Airspace Users Group to share knowledge, practises, understanding and dialogue. 4. The high proportion of GA traffic results in a reduction in traffic volume during adverse weather. Remaining traffic request higher levels of ATS. 5. Details of Oxford and Thames Valley AIAA are widely




published including in the Benson Defence Aerodrome Manual (DAM) and en route charts. 6. ATC utilised FLARM data via Glidernet to enhance situational awareness. 7. Benson flying squadrons utilise FLARM data via Glidernet to enhance situational awareness prior to getting airborne.

Re

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s

TACAN is restricted as an area aid between the 075 - 152º and 254-261º radials as unlocks may be experienced. Restricted as an approach aid to due to Azimuth unlocks observed between FAF and MAP.

N/A Permanent. No change.

1. Hazard published in BINA 2. Controllers familiar with the hazard through controller training and orders

Vegetation over 10m in Benson village – may affect V/UHF receiver sites.

Benson village. Permanent. No change.

1. All airfield navigational aids are routinely flight checked to ensure performance 2. No performance issues raised in relation to VHF/UHF facilities 3. Ground Radio Maintenance staff check each radio site for new infringements on a monthly basis 4. Annual 'Measured Height Survey' conducted 5. AIDU/NATS Approach aids

RPAR MTI Marker – may affect ATC Cupola antennas.


RPAR Installation - may affect ATC Cupola antennas.


Vehicles in ATC car park – may affect ATC Cupola antennas.





All civilian buildings (other than Grain Silo) and vegetation above 2m height within 150m radius of Transmitter Site – may affect Transmitter Site radios.


assessment conducted periodically.

Large trees at grid references: SU 6228 9178, SU 6243 9199 and SU 6245 9195 – may affect Watchman radar.


All vegetation outside the Station Boundary near runway 19 threshold that is taller than surrounding buildings – may affect precision approach radar.

N/A Permanent.

Vegetation may increase in density during Spring and Summer.

Large trees in Marsh Wood to the south of RAF Benson – may affect precision approach radar and ILS Localiser.





No

n-M

AD

S c

om

plia

nce

No

n-M

AD

S c

om

plia

nc

e

Approach Lighting. Approach lighting to RWY01RH is currently CL1B. This is not sufficient to conduct Cat 1 Instrument Approaches (MADS req. CL5B). Excludes SRA and TACAN approaches.

On the approach to RW01RH immediately outside the aerodrome boundary.

Permanent.

Pertinent during low visibility and hours of darkness.

1. Available approach lighting is published in the RAF Benson Defence Aerodrome Manual (DAM) (P4-6 table 4.14) and AIP. 2. Regular airfield users familiar with approach lighting. 3. Break-off the approach if not visual.

Runway End Safe Areas (RESA). Safe area not sufficient to be compliant with MADS.

Runway 19/01RH Under/Overshoot

Permanent.


1. Details published in Benson DAM and BINA. 2. Airfield Rescue and Fire Fighting assets. 3. Runway length sufficient for ac types common to Benson with ample margin for under/overshoot.

Aerodrome Ground Lighting - Ground Runway Guard Lights not present.

Runway 19/01RH Holds

Permanent.


1. Local Aircrew and ATC Training and Supervision. 2. ATC issue progressive taxi instructions to visiting unfamiliar ac. 3. ATC ADC, Ground and VCR Assistant Lookout for ac taxiing beyond holding points. 4. Taxiway and holding points published in Benson DAM and BINA.

Aerodrome Ground Lighting (AGL)- Air Elements of the AGL do not satisfy the requirements of the Manual of

Runway 19/01RH Permanent.


1. Existing AGL still provides a good standard of lighting suitable for most approaches with no recorded instances of a break-off due to insufficient approach lighting. 2. Instrument approach aids and PAR available to aid




Aerodrome Design and Safeguarding (MADS)

approaches. 3. Regular airfield users familiar with approach lighting. 4. Established and robust procedures in place should AS not achieve the required visual references due to non-compliant lighting. 5. Follow Me vehicle available.

Runway Markings. Runway 19/01RH has no Aiming Point, Touchdown Zone or Runway Edge markings. Additionally, the runway centreline markings are spaced at 18m intervals as opposed to the MADS requirement for 30m interval spacing.

Runway 19/01RH Permanent. No change.

1. ATC lookout in order to maintain visual contact with ac making approaches to the runway. Unusual approach profiles will be raised with the aircrew via radio. 2. ATC and Aircrew currency, competency, training and CRM. 3. Runway edge is well defined against the grass. 4. Runway edge lighting for use in low visibility. 5. Runway Threshold and end bar lighting for use in low visibility.

Disused Runway and Taxiway Markings. Runway 06/24 and the Western taxiways have been withdrawn and are closed. However the markings which indicate the closed state of the runway do not conform

Runway 06/24 and Western taxiway

Permanent. No change.

1. Runway in use specified on ATIS, by the approach/zone controllers and reiterated on each clearance from ADC. 2. No AGL or approach lighting in use for runway 06/24. 3. In use runways are published in the DAM and the BINA. 4. ADC lookout will detect and relay an approach to the incorrect runway. 5. Radar controller 'lookout' detects approach to




to current patterns. The Western taxiway does not have any Closed Taxiway markings iaw the MADS.

incorrect runway. 6. Stn based crews aware of the closed runway and Western taxiway. 7. Visiting crews given specific, progressive taxi instructions to avoid the incorrect use of the Western taxiway. 8. Follow me vehicle available.

Taxiway Lighting. Some elements of the taxiway lighting are unservicable.

South Eastern taxiway.

Permanent. Utilised during low visibility.

1. Low visibility procedures employed as required. 2. VCR lookout. 3. Aircrew lookout. 4. Benson based crews familiarity with taxiways. 5. Follow me vehicle available for visitors if required.

Taxiway Hold signage Due to taxiway redesign, previous hold signs have been discontinued. Temporary marker boards are in place.

All Benson taxiways. Temporary. No change.

1. Daily ATCO and AF electrician's inspections. 2. Controllers monitor taxiing aircraft. 3. Simplified taxi instructions in plain language to minimise confusion. 4. Progressive (step-by-step) taxi instructions utilised for visiting/non-familiar aircrew. 5. Low visibility procedures employed when required. 6. "Follow Me" vehicle available. 7. Taxiway details published in Terminal Approach Charts, British Isles and North Atlantic and the RAF Benson Defence Aerodrome Manual. 8. Aircrew training for ATC procedures including the requirement for permission to enter a




runway or landing surface. 9. Taxiway edge lighting for low visibility.

Airfield Vehicle Signage and markings. Airfield signs for vehicular traffic are not compliant with the MADS. There are no vehicular roadway markings on taxiways - Potential for driver confusion and subsequent runway incursion or ground collision. NB: All references to vehicles includes all vehicles, motorcycles and bicycles.

SE and SW taxiways, airfield entry point on Eastern edge adjacent to A hangar, immediately to the north of point Zulu.

Permanent.

Hazard intensified during low visibility.

1. Pilot and driver lookout. 2. Tower, Ground and VCR Assistant look out to inform users or take action such as MRE and RT calls, Flares and lamp signals. 3. Proactive engagement with airfield users. 4. Thorough Airfield driving brief prior to granting access to the airfield. 5. Airfield 'famil' drive conducted after receiving airfield driving brief. 6. Whilst much of the existing signage is non-compliant, several new signs have been locally manufactured and installed which clearly indicate the point at which vehicles are entering the airfield coupled with route information and contact numbers for access/escort. 7. Procedures for vehicles published in SSOs. 8. Follow me vehicle available if required.

High Bird Activity There are three areas that do not comply with MOD Long grass policy: - Golf Course to the West of RW19/01RH, in the vicinity of ATC Tower.

Aerodrome and surrounding areas.

Permanent.

Permanently a credible hazard, however density varies throughout the year and time of day.

1. Effective Bird Control Measures (BCU) (operates Mon - Fri 0800 to Sunset or cease planned flying) 2. Distance of short grass areas from ac operations. 3. BCU informed by ATC of sighting of bird activity from




- Dog Training Area in the SW of the airfield near the 06 (Disused) threshold. - Motocross track located SW of the SW Taxiway adjacent to explosive storage area. This can churn up the earth potentially attracting birds and other wildlife. These areas have short grass which potentially increase bird activity on the airfield.

airfield users.

Bird Activity - Red Kites High levels of Red Kite (large bird of prey) activity in and around the airfield.

Aerodrome and surrounding areas.

Permanent.

Permanently a credible hazard, however density varies throughout the year and time of day.

1. Bird Control Measures (BCU) (Limited effectiveness of BCU Measures on Red Kites). 2. Licenced to cull up to 3 red kites per year if circumstances dictate. 3. Warning published in BINA/DAM/AIP. 4. 'Natural England' engagement with local residents to discourage feeding of Red Kites.

Grounds maintenance. Poor grounds maintenance due to change of contractor, leading to improper management of flaura attracting additional birds and wildlife. Long grass IVO airfield lighting and signage can obscure lights and signs to the detriment of air

Airfield. Temporary. Affected by seasonal growth.

1. SATCO engagement with contractor. 2. Air safety report raised to highlight concerns. 3. Effective BCU activities to reduce impact of grounds maintenance increasing bird and wildlife activity - limited effectiveness on Red Kites.




safety and increase the potential for runway incursions.

Visual Circuit Profile Non-standard oval visual circuit for civilian aircraft. The oval circuit requires a continuous descending turn onto final (unusual for civilian aircrew).

Visual circuit. Permanent. No change.

1. Local aircrew training – Full briefing on the visual cct profile. 2. All non-station based aircraft are asked if they are familiar as published before making their approach to the airfield 3. Light FW cct profile published in Defence Aerodrome Manual. 4. ATC training ensuring that controllers and FOAs are aware of the profile so that they can effectively monitor aircraft. 5. Controller lookout – Aerodrome controllers are trained to lookout at aircraft regularly, on realising that an aircraft is potentially following the incorrect cct profile they would question the pilot to ensure that he/she is following the procedure. Controller also instigates emergency action as required. 6. Pilot lookout – Pilots are required to remain VMC whilst flying in the visual




cct. 7. TI – Traffic information passed to ac in accordance with RA3261. 8. Aerodrome lighting - PAPIs. These provide the pilot with a visual indication of the approach trajectory, indicating position on the glide path and whether the aircraft is too high, too low or on glide path.

Runway Slippery when Wet Due to the nature of the surface construction, runway friction can be reduced when the surface is wet, including standing/pooling water.

Runway 19/01RH Permanent. Affected by meteorological conditions

1. Runway conditions broadcast on ATIS 2.Runway friction meter testing conducted when weather conditions dictate. 3. Qualified ATCO inspects airfield and runway daily. 4. SATCO airfield inspection conducted weekly. 5. Hazard published in the BINA & Benson DAM. 6. Cautions broadcast by ADC when appropriate. 7. Taxiway closed and taxi patterns revised if necessary. 8. Runway may be limited to RW ac only if conditions dictate.




Taxiway caution Adverse taxiway camber.

NE taxiway between the RW24 (Disused) threshold and Northern dispersal.

Permanent.

Hazard intensified during when surface is wet or icy.

1. Hazard published in Defence Aerodrome Manual for user awareness. 2. Visiting ac are warned of the adverse camber as part of their taxi instructions. 3. Aircrew training. 4. Station based ac fully aware of the adverse camber. 5. During heavy rain, snow, ice or other reductions in friction, FW movements at RAF Benson are limited and taxiway patterns revised to avoid NE taxiway adverse camber. 6. Controller training - comms with ac transiting the NE taxiway are avoided or limited where possible to avoid aircrew distraction.

Taxiway condition - Concrete Areas Taxiway surfaces in poor condition.

Northern, Western and Southern taxiways.

Permanent.

Reduced friction intensified during high levels of precipitation, standing water and snow & ice.

1. Sweepers used to remove any debris from the asphalt. 2. Robust daily airfield inspections carried out before commencing operations. 3. Weekly detailed inspection by SATCO to monitor surface condition. 4. Monthly inspections by contractor - condition reports sent to DIO by contractor. 5. DIO biennial survey reports condition & makes appropriate recommendations for repair.




Taxiway condition - Tarmac Areas Taxiway surfaces in poor condition.

Taxiways A, B, C, D, E, F, Disused Western Taxiway.

Permanent.


1. Sweepers used to remove any debris from the asphalt. 2. Robust daily airfield inspections carried out before commencing operations. 3. Weekly detailed inspection by SATCO to monitor surface condition. 4. Monthly inspections by contractor - condition reports sent to DIO . 5. DIO biennial survey reports condition & makes appropriate recommendations for repair.

FOD - Disused Runway 06/24 Disused runway 06/24 surface in poor condition. 06/24 available only in emergency

Disused ruway 06/24 Permanent.


1. only available to ac suffering an emergency or tutor ac practicing emergency procedures and are limited to a Low Approach. 2. No AS is permitted to air taxi or hover above the disused runway to avoid damage from downwash. 3. Weekly detailed inspection by SATCO to monitor surface condition. 4. Monthly inspections by contractor - condition reports sent to DIO. 5. DIO biennial survey reports condition & makes appropriate recommendations for repair.




Rotor downwash IVO manoeuvring Rotary ac

Permanent. Yes. Affected by surface wind conditions.

1. Local procedures. All helicopters that are not skidded ground taxi, reducing the severity of downwash/efflux. 2. Aircrew training, competency, CRM, supervision and briefing. 3. ATC training and competency. 4. Aircrew intervention and situational awareness. 5. Procedures. Air traffic control procedures to ensure that taxi instructions are safe, understood and read-back. 6. Procedures. No aircraft to taxi past a Chinook when it is manoeuvring into or from the parking spot (i.e. greater than idle power/pitch). 7. No Chinook ground runs at greater than idle power when any one of the spots immediately adjacent to ground running Chinook are occupied. 8. Guidance contained within RA 3277 applied for WT separation.




Runway vehicle crossing point. The primary vehicle runway crossing route crosses Runway 19/01RH immediately south of the mid-point of the runway (Crosses at Point Zulu).

Point Zulu, immediately south of the mid-point of the runway.

Permanent.

Hazard intensified during low visibility.

1. Traffic Lights to control vehicle movements at point Zulu and adjacent to A Hangar. 2. MRE where available for vehicles to inform ATC of vehicle movements and visa versa. 3. ATC lookout prior to clearance being given for ac to use the runway. 4. All users of the Route are to have completed an Airfield Driving Brief including test and 'Famil' drive, to ensure conformity with procedures and traffic signals. 5. During low visibility procedures, ATC employ a MRE (radio) equipped vehicle to ensure runway is sterilised and use physical barriers at all runway entry points to prevent incursions.

Airfield Incursion. "Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the manoeuvring, take off or landing, of aircraft."

All manoeuvring areas, taxiways, helipad, dispersals, load parks and runways.

Permanent.

1. Individuals who need to drive on the airfield are required to hold a valid airfield driving permit, which is only issued by ATC following local training and successful completion of an exam and an airfield familiarity tour. 2. The effective use of traffic control lighting systems at aerodrome access points, Point Zulu and runway thresholds - INCOMPLETE barrier due to non-compliant Traffic signals. 3. Work in progress: Barriers




placed strategically at a number of locations to physically prevent/limit access to manoeuvring areas and taxiways. 4. Effective lookout techniques by the ADC, ADC Assistant and aircrew/drivers in order to monitor activity on the aerodrome and take appropriate action. 5. Engagement with station pers and line managers to maintain drivers awareness of procedures. 6. Airfield signs to inform drivers - INCOMPLETE barrier due to non-standard/compliant signs. 7. Whilst much of the existing signage is non-compliant, several new signs have been locally manufactured and installed which clearly indicate that vehicles are entering the airfield, coupled with route info and contact numbers for access/escort.

FOD from adjacent recycling plant 1. Increased amount of FOD generated from the Recycling plant. 2. FOD from the Recycling Plant poses a particular hazard to ac operating on the 'Sloping Ground' & South Load Park.

Recycling plant located on the SW aerodrome boundary between RW01RH and RW06 (disused) thresholds. Sloping ground located on the grassed area to the SE of the SE taxiway.


1. Engagement with recycling plant by SFODO. 2. FOD reported and collected. 3. Issue highlighted to ATCOs carrying out airfield inspections. 4. RAF Benson DAM Annex NN details FOD prevention policy. 5. Recycling plant have now employed personnel specifically to collect and remove litter/FOD generated




by the plant. Little-to-no litter is now accumulating and will be monitored.

HIRTA A High Intensity Radio Transmission Area (HIRTA) centered on the watchman radar which may cause interference with ac systems as they transit over/near the radar head. Frequency Band - 2750MHz to 3050MHz Power output - 57kW peak (typical) (ref. AP215H-3401-1)

To the West of RW19/01RH, to the North of the ATC tower.

Permanent.

Active when the Watchman Primary Radar is active (Active 24Hours per day unless NOTAM indicates otherwise).

1. Information pertaining to the location of the HIRTA and its effect on ac is included in the DAM/BINA/AIP etc. 2. RAF Benson crews are briefed and aware of the effects of the HIRTA.

Radar performance. When using single source radar, there is the potential for ac to enter areas of poor radar cover, or radar clutter.

Within 40nm of RAF Benson airfield. (clutter) Aerodrome Overhead. (poor performance) East of a line joining the town of Princes Risborough (PR) and Reading (RE) at low altitudes due to the ridge line geography. (poor performance/limited coverage)

Permanent (poor performance/limited coverage). Temporary (clutter).

Weather conditions can affect primary radar performance.

1. Reduction of Traffic/Deconfliction service for ac within the area to the East of PR/RE. 2. ATC Controller training provides awareness of poor coverage. 3. Secondary radar located at RAF Brize Norton which subsequently has a different coverage pattern (Will not detect non-transponder equipped ac). 4. Areas of poor coverage published to aircrew through the DAM (this document). 5. The use of Primary Radar filters can enhance the




quality of the radar picture, however this limits the performance in regards to detecting small radar returns. When filters are used however, Traffic information for TS and DS service is reduced with the phrase: "due to limited surveillance performance".

Mains Power Failure Air Traffic Service provision could become compromised by an equipment failure.


1. Business Continuity Plan. 2. Reduce traffic density and transfer tasking to other units. 3. Use of portable radio equipment. 4. Good airmanship by pilots under service. 5. Vital equipment fed by Uninterruptable Power Supply providing ~40min window to handover ac to adjacent units. 6. Backup generator.

Obstruction Free Zone (OFZ) Operationally essential equipment lies within the OFZ

Within the OFZ for RW19/01RH


1. Aircrew Human Factors and Error management training, Situational awareness and lookout. 2. Taxiway restrictions where south load park is situated alongside the south western taxiway. (Only Stn based Tutor aircraft to taxi past the south load park). 3. All objects within the cleared area are as frangible as practicable, reducing the potential severity of impact. 4. A list of obstructions on the




airfield is to be made available to all airfield users via the RAF Benson Defence Aerodrome Manual.

Rotors Running Refuels Rotary AS can conduct refuel whilst engine and rotars are running. Specific Hazards: 1. Moving blades 2. Fire/explosion hazard 3. Vehicles and pers operating ivo refuelling AS.

Spots 6 & 23 on taxiway A

Permanent (during refuelling ops only)

No change.

1. No refueling activity to take place when thunderstorm warning HIGH is in force. 2. AS earthed and refueling conducted iaw Engineering Standing Orders. 3. Airfield Rescue and Fire Fighting assets are to be present or manned up and ready to respond within stipulated response times. 4. See hazard title "Rotary movements" in this table. 5. Pers conducting refuel appropriately trained. 6. Vehicle movement on the ASP and taxiway only permitted under radio control of the VCR.

Load Parks/Tac Parks - Air systems operating at RAF Benson are to be aware of the presence of load parks. Multiple AS may operate from either load park at all times during airfield operations. Rotary AS remain in the hover for

North Load Park - occupies grassed triangle which lies between rwy 19 threshold, Disused rwy 24 threshold, and Point X on the main runway. South Load Park - grassed area adjacent to rwy 01RH threshold up to Point Z on the main runway on the Western side.


1. Benson based ac familiar with load park positions and procedures. 2. Benson based ac familiar with operating with load parks active. 3. Airfield Rescue and Fire Fighting assets available in the event of an emergency. 4. ATC awareness and training. 5. Details of the load




extended periods with load(s) suspended beneath. AS operating in the load parks will present downwash hazards - see Rotor Downwash hazard entry.

See the Benson DAM for further details.

parks published in the DAM. 6. Downwash warnings issued as appropriate by ATC. 7. Crews are required to book on to the load parks to ensure JHSS support.

LSLLC It has been identified by BM Force HQ that the LSLLC data, as displayed on PAR consoles, is not being checked or updated on a regular basis. Until such time that updates to the LSLLC are provided, the accuracy of the data cannot be guaranteed and AS could be descending dangerously below glide path without ATC awareness.

Instrument approach lane for runways 19 and 01RH

Temporary. No change.

1. PAR controllers, on advising a pilot that s/he is 'well below glide path', are to ensure they request and receive an acknowledgement from the pilot.

Fire Hydrants 1. Whilst there are fire hydrants and emergency water supplies on the airfield many are a significant distance from most areas of the airfield meaning that they would be of little use for replenishing ARFF vehicles at the scene. 2. Unless water usage is carefully managed, the water supply held within the ARFF vehicles may be used within 5 minutes. 3. The closest

RAF Benson airfield Permanent NIL

1. ARFF carefully manage water usage although the ability to do this will be entirely dependent on the incident being faced. 2. Likely locations for a Station based Rotary Wing aircraft incident (Point Yankee, Point Hotel and the RRRF spot) are all within 200m of a hydrant main (ARFF vehicles carry 200m hose in each vehicle which can be used to connect to the hydrant main). 3. ARFF vehicles carry more water than the DFRMO guidelines on the




Oxfordshire Fire and Rescue Service is Wallingford retained Fire Station who would take 16mins to get to site with continuation water potentially not being established until 30mins post incident.

amount required to control the fire in the practical critical area and maintain the control of, and/or extinguish the remaining fire. CH47 requires 3585L, Puma 1160L and Tutor 363L and the two ARFF vehicles required for Cx Cat 5 carry a combined total of 9100L (6825L in the MFV and 2275L in the RIV). 4. Fire Section SOP which allows for the release of one vehicle from the scene to be replenished. This procedure will be repeated as often as is required until the Local Fire and Rescue Services are on scene and continuation water is established.

Crash Gates 1. There are no crash gates in the immediate vicinity of either the Rwy 19 or Rwy 01 threshold. 2. Egress via Cx Gates 7 & 8 is not possible due to the surrounding environmental condition and the turning circle of the ARFF vehicles.

RAF Benson airfield approach and departure areas.

Permanent

Egress from the Cx Gates may be further reduced during the summer months when vegetation grows at a much faster rate.

1. Utilise alternative Cx Gates that are accessible to the ARFF vehicles which might reduce response times but will ensure the vehicle is not unduly held up negotiating an inaccessible gate. 2. ARFF vehicles drive through the 01 threshold boundary fence which has already been cut to meet frangibility requirements.

RAF Benson Defence Aerodrome Manual F-1


Annex F to

RAF Benson DAM Dated 1 Jan 18

ANNEX F: FORMAL AERODROME RELATED AGREEMENTS 1. There are as number of aerodrome related agreements that are held at either stn level or with the MOD; copies held by Benson can be found at this link or on request from OC Stn Ops Sqn 01491 827012.

http://cui1-uk.diif.r.mil.uk/r/590/StnOpsAIC/Airfield%20Info/Forms/Category.aspx


RAF Benson Defence Aerodrome Manual F-2




RAF Benson Defence Aerodrome Manual G-1


Annex G to RAF Benson DAM Dated 1 Jan 18

ANNEX G: AERODROME SAFEGUARDING WAIVERS AND EXEMPTIONS 1. All Safeguarding activities have been conducted in accordance with extant MAA regulations and a corresponding record of the validity recorded in the DAAF. Valid waivers are in the appendices following this annex and comprise; non-compliant taxiway and apron slopes and non-compliant MT route ground markings, lights and associated signage at RAF Benson.


RAF Benson Defence Aerodrome Manual G-2




RAF Benson Defence Aerodrome Manual G-1-1


Appendix 1 to Annex G to RAF Benson DAM Dated 1 Jan 18 APPROVAL FOR A WAIVER FROM MADS REGULATIONS – BENSON – NON-COMPLIANT TAXIWAY AND APRON SLOPES



Appendix 2 to Annex G to RAF Benson DAM Dated 1 Jan 18 APPROVAL FOR A WAIVER FROM MADS REGULATIONS – BENSON – NON-COMPLIANT MT ROUTE GROUND MARKINGS, LIGHTS and ASSOCIATED SIGNAGE AT RAF BENSON



Appendix 3 to Annex G to RAF Benson DAM Dated 1 Jan 18 APPROVAL FOR A WAIVER FROM MADS REGULATIONS – BENSON – AERODROME GROUND LIGHTING AT RAF BENSON

RAF Benson Defence Aerodrome Manual H-1


Annex H to RAF Benson DAM Dated 1 Jan 18

ANNEX H: NOISE ABATEMENT PROCEDURES & AIR SYSTEM ENGINE GROUND RUNS 1. Local Noise Sensitive Areas. Station Operations are responsible for maintaining a register and promulgating details of local noise sensitive areas in the vicinity of Benson and the surrounding area previously known as ‘LFA 1C’. Details of these areas are to be published on electronic planning aids and in the weekly summary of LFA 1 and any changes are to be clearly highlighted. The register is to be reviewed quarterly to ensure noise sensitive areas remain valid. 2. Avoidance. All air systems are to avoid overflight of Ewelme, Benson and Wallingford below 1500 ft agl. Overflight of other local villages as depicted by red hatch markings on Figs 9 and 10 should be avoided below 500 ft agl by all air systems operating in the vicinity of RAF Benson unless operationally necessary. Particular care is to be exercised:

a. When departing downwind from Rwy 19, or from Point East. b. When departing or arriving at the North Load Park or Point East.

3. Ewelme. With the exception of Station based light FW air systems, overflight of Ewelme while in the visual circuit is to be avoided. 4. Circuit Flying on Sundays. With the exception of Station based light FW air systems, visual circuits are not permitted on Sundays between 1030-1230 hrs, unless approved by the AO (or the FHQ Duty Executive (07717 690112). Chinook, Puma and NPAS(SE)/TVAA aircraft are permitted to carry out essential flight tests and when on tasking, recoveries are to be straight in to land. All circuit flying on Sundays is to be commensurate with the requirement.

AIR SYSTEMS ENGINE GROUND RUNS

1. These instructions are to be followed in order to minimise disruption to the local community during Rotary-Wing Engine Ground Runs (EGR). EGRs are to be carried out as follows:

a. Fire Cover. Fire cover is required for all EGRs at Benson. b. Authority and Communications. The granting of authority and communications management during EGRs is as follows:

(1) ATC Manned. Crews conducting helicopter EGRs are to:

(a) Obtain start clearance from Benson Ground on 121.800 MHz and pass details of POB and slot number. (b) Maintain a listening watch on Benson Ground. (c) Inform Benson Ground when the ground run is complete.

(2) ATC Unmanned, Stn Ops Manned. EGRs may take place without ATC being manned; however, units/crews are to:



(a) Inform the DOC (7015) for awareness or to seek authorisation iaw Table 1. (b) Inform the Fire Section (7014) with the same details as at para (1)(a) above and confirm that sufficient fire cover is available. (c) Maintain a listening watch on Benson Ops on 127.150 MHz. (d) Inform Benson Ops and the Fire Section when the ground run is complete.

(3) ATC and Stn Ops Unmanned. Should there be a necessity to conduct EGRs when both ATC and Stn Ops are closed, units are to:

(a) Inform the FHQ Duty Executive (FHQ DE) for awareness or authorisation iaw Table 1.

(b) Inform the Fire Section (7014) with the same details as at para (1)(a) above and confirm that sufficient fire cover is available. (c) If the fire section cannot be contacted on 7014 then they are to be contacted on MRE Chan A4 (ATC Channel)

(d) Ensure that the SNCO ic Eng Shift maintains extra vigilance and understands his is responsible for contacting the emergency services on MRE Chan A4 (ATC Channel) or 222 should the necessity arise.

(e) Inform the Fire Section (7014) and when the ground run is complete.

0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400

Mon

Tue

Wed Thu Fri Sat

Sun

Notify DOC/FHQ DE Notify DOC/FHQ DE for COS approval

Table 1

2. Location. Uninstalled engine ground runs may take place on Slot 9 only. EGRs during the period 2200-0800hrs will only be permitted on Slots 1-14 for noise abatement. Chinook rotors-running ground runs, at greater than idle power, are to take place in a position so as not to cause any disruption to adjacent air systems or taxiing fixed wing air systems, usually Armed Air System Slots 1A and 2A.



3. Local village avoidance areas; Figs 9 and 10.

Figure 9.



Figure 10.

RAF Benson Defence Aerodrome Manual I-1


Annex I to RAF Benson DAM Dated 1 Jan 18

ANNEX I: ORDERS FOR TEMPORARY OBSTRUCTIONS TEMPORARY OBSTRUCTION ORDERS 1. Identification Markers. All temporary aerodrome and approach obstructions are indicated by red marker lamps. The lamps are arranged to indicate the full dimensions of the obstructions, both horizontally and vertically. Red lights must be placed at airfield obstructions so that they give taxiing air systems and moving vehicles adequate distance to manoeuvre well clear of the obstruction. Vehicles regularly operating in air system movement areas carry flashing amber beacons. Emergency services, fire, ambulance etc, carry occulting blue lights. 2. Unserviceability Markers. Wherever any portion of a taxiway, apron or holding bay is unfit for the movement of air systems but it is still possible for an air system to bypass the area safely, unserviceability markers should be displayed. Unserviceability markers should be placed at intervals sufficiently close so as to delineate the unserviceable area. An unserviceability marker should consist of a marker board at least 0.5m in height, 1m in length and Day-Glo orange in colour. ATC will be responsible for ensuring marker boards are positioned accordingly. 3. Unserviceability Lights. On a movement area used at night, unserviceability lights should be used. An unserviceability light should consist of a red fixed light. The light should be of a sufficient intensity to ensure perceptibility considering the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed. In no case is the intensity to be less than 10cds of red light. ATC will be responsible for ensuring lighting is positioned accordingly. 4. NOTAM Action. Station Operations staff will issue a NOTAM if the aerodrome or any substantial part of it becomes unserviceable, or if any temporary obstruction, not clearly discernible from the air, cannot be effectively indicated by the standard methods. The report should state:

a. Nature and position of the unserviceable area or obstruction. b. Nature of markings by day and night.

c. Approximate period for which the area will remain unserviceable.

5. Informing Pilot. ATC is responsible for informing the air system captain of any unserviceability on the aerodrome that will affect air system taxi patterns. For outbound air systems, the captain will be informed on air system start. For inbound air systems, the captain will be informed after landing prior to taxi. ATC will initiate alternate taxi patterns or request wing walkers where appropriate.

RAF Benson Defence Aerodrome Manual I-2



RAF Benson Defence Aerodrome Manual J-1


Annex J to RAF Benson DAM Dated 1 Jan 18

ANNEX J: ORDERS FOR BOTH THE MAINTENANCE AND SAFE OPERATION OF THE ROTARY HYDRAULIC ARRESTOR GEAR (RHAG) These orders are not required for this document as there is no RHAG in place at RAF Benson. However, this annex has been included as a placeholder in accordance with the MAA DAM template.

RAF Benson Defence Aerodrome Manual J-2



RAF Benson Defence Aerodrome Manual K-1


Annex K to RAF Benson DAM Dated 1 Jan 18

ANNEX K: ORDERS FOR BOTH THE SAFE OPERATION AND MAINTENANCE OF BARRIERS These orders are not required for this document as there are no relevant barriers in place at RAF Benson. However, this annex has been included as a placeholder in accordance with the MAA DAM template.

RAF Benson Defence Aerodrome Manual K-2




RAF Benson Defence Aerodrome Manual L-1


Annex L to RAF Benson DAM Dated 1 Jan 18

ANNEX L: MANOEUVRING AREA SAFETY AND CONTROL ORDERS

Manoeuvring Area Safety and Control Orders

4.34.1 Manoeuvring Area Safety & Control Orders are detailed below.

Minimum Requirements - Arrangements between ATC and the Supply & Movements Organization

4.34.2 Arrangements for allocating air system parking positions. See detailed guidance contained at Annex DD.

4.34.3

All engine starts (and shut down procedures) at RAF Benson are conducted in accordance with RAF Benson AESO B2-P1-C2-Or5, at Appendix 1, and MAP-01 Ch 2.5. The following local instructions are in addition to those mandated in the relevant documents and are the minimum requirements for initiating engine starts at RAF Benson.

a. Crews of all air systems (except 6FTS/OUAS Tutors, where captains are only required to request start if not 2POB and capts of BFC aircraft, who are to call once engines have started with standard information) are to request start clearance from ATC giving POB, parking spot, ATIS code and departure details. b. Fire cover is required for all engine starts at RAF Benson.

4.34.4 Ensuring clearance for air system push-back (if required) / restricted taxing. Not applicable to RAF Benson.

4.34.5 Marshalling services. Air systems at RAF Benson are marshalled in accordance with RAF Benson AESO B2-P1-C2-Or5, at Appendix 1, and STANAG 3117 (NATO Standardization Agreement for Aircraft Marshalling Signals).

4.34.6 ‘Follow-Me’ provision. Available on request via ATC.

4.34.7

‘Follow Me’ procedures will be performed by the most senior Flight Ops Assistant from within Air Traffic Control and will be dictated by the particular air system in question. FOAs are trained on the implementing of ‘Follow Me’ procedures to ensure that there are normally sufficient personnel trained to perform this task at RAF Benson.

Procedures to ensure manoeuvring area safety.

4.34.8 Protection from jet blasts - Air system marshallers and ground running supervisors must ensure that, wherever possible, jet efflux or propeller wash is not directed towards other air systems, particularly those that are not fitted with intake blanks or covers.

4.34.9

Enforcement of safety precautions during air system refuelling operations. All air system refuelling operations at RAF Benson are conducted by suitably qualified personnel. Anyone requiring further information relating to refuelling operations should contact the Stn Mechanical Transport Officer on 01491 827215 from a civilian telephone network or 95261 7215 from a military network.

http://www.maa.mod.uk/linkedfiles/regulation/map01/map-01_chapter_2.pdf

http://www.maa.mod.uk/linkedfiles/regulation/map01/map-01_chapter_2.pdf

https://www.google.co.uk/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&cad=rja&uact=8&ved=0ahUKEwia1L3Ui-DRAhVBDsAKHXx5An0QFggaMAA&url=http%3A%2F%2Fwww.defence.gov.au%2FDASP%2FDocs%2FManuals%2F7001059%2FeAMMMweb%2FReferencefiles%2Fs03c12a.pdf&usg=AFQjCNEcrWbDftz52bUuv34eOxaX_Y17mQ&sig2=AglVeLXBNI4Jk1HbPfRl0Q




4.34.10

Orders for Rwy & Apron sweeping; Apron cleaning. The RAF Benson Rwy sweeping plan caters for routine Rwy and Apron sweeping/cleaning including areas and frequency of sweeping duties. These orders are controlled and produced by Air Traffic Control and can be accessed by calling Air Traffic Control on 01491 827017 from a civilian telephone network or 95261 7215 from a military network.

4.34.11

All RAF Benson personnel are responsible for reporting any incidents or accidents that happen on the airfield. In the first instance they are to contact their relevant Sqns, or in the case of visiting air systems and crews, they should contact ATC/VAS with a follow-up call to the Air Safety Officer on 01491 837766 6666 from a civilian telephone network or 95261 6666 from a military network. The Air Safety Management Information System (ASIMS) is the primary tool to report, analyse, trend and store all Air Safety issues and occurrences, using the Defence Aviation Safety Occurrence Report format. Where reports cannot be directly input to an ASIMS networked computer, a hard copy should be raised. All DASORs should be released within two working days.

4.34.12

Air System Taxiing. To minimize the effects of rotary-wing downwash on light aircraft, the following procedures are to be applied:

a. Rotary-wing air systems departing from the ASP may lift at the edge of the dispersal and taxi directly to the Eastern Grass provided that there are no light air systems taxiing behind that may be affected by rotor downwash.

b. Rotary-wing air systems recovering to the ASP will park on the spot allocated by Stn Ops.

c. Rotary-wing air systems and FW air systems are not to taxi along tTaxiway A between Slot 16 and Slot 21 when Tutors are parked on the Tutor dispersal. Entrance to Slots 22-27 is to be from taxiway B.

d. NPAS(SE) and visiting light skidded helicopters may depart and enter the dispersal via the hatched clearway between slots 4 and 5 (see Annex DD).

e. Chinook aircraft are to be held on the slot if Tutor/light aircraft have been given clearance to taxi abeam these slots.

f. Tutor/light aircraft are to be held short of a spot with a Chinook on when the relevant Chinook has been cleared for taxi until the threat of downwash no longer exists

g. Should information be received that a Chinook is parked too far forward/back the affected taxiway is to be closed to all air systems with alternate taxi patterns implemented until the situation is resolved.

h. The Tutor ASP has 7 parking spots (marked with white dots) located between Slots 17-21 of the main ASP which will normally be used for the UAS/AEF daily operation, first flights of the day and refuels between 0800(L)-1730(L) daily. In addition, 4 spots are located on the “taxi rank”, which is used for AEF continuous operations. When entering the “taxi rank”, all Tutor operators are to comply with the one-way system as illustrated over the page. Particular attention is to be paid to any passengers/groundcrew who may be standing on the pavement adjacent to the “taxi rank”. Tutor aircraft are to use normal taxi patterns when rotary air systems are on start. However, when rotary air systems are positioning for Slots 22-27, the following apply:




(1) Tutor aircraft cleared for taxi – rotary-wing air systems held until the Tutor aircraft are well clear.

(2) Tutor aircraft not cleared for taxi – held until the threat of downwash from the taxiing rotary aircraft no longer exists.

i. All RAF Benson Flying Club aircraft, regardless of wingspan, are to ensure that they are on Taxiway B before passing Slots 17 to 21 when Tutors are parked on the Tutor ASP, giving due regard to ground equipment and obstructions on the eastern grass that may be close to the taxiway.

j. Holds A3 and the ILS 19 Hold (see Appendix 2 to this annex) will be used to prevent Final Approach and Take Off area (see Annex Q) incursions by fixed-wing air systems when rotary-wing air systems are transiting the Rwy 24 threshold inbound to or outbound from the North Load Park. The ILS 19 Hold will also be used for ILS traffic protection in green or worse conditions.

k. Due to its poor surface, Rwy 06/24 is not be used for ground taxiing practice.

l. Air system commanders are not to:

(1) Enter/cross the Rwy 01RH/19 FATO Buffer Zones without ATC clearance.

(2) Hover or hover taxi within 25 m of the ILS, TACAN, HRDF, Watchman or RPAR installations or expose the PAPI installations, distance-to-go marker boards, FATO Boundary marker boards or radar reflectors to rotor downwash.

(3) Land on or taxi across the french drains or airfield ground lighting installations.

(4) Manoeuvre in the area of the golf course, without permission from ATC.

n. The maximum rotor diameter for a helicopter taxiing on Taxiways A or B is 19m. The maximum wingspan for fixed wing air systems on the ASP is 28m on taxiway A and 19m on taxiway B. All wheeled helicopters are to ground taxi on the ASP.

Appendices: 1. RAF Benson AESO B2-P1-C2-Or5 – Visiting air system handling procedures. 2. RAF Benson Ramp allocation and taxi information

RAF Benson Defence Aerodrome Manual L-1-1


Appendix 1 to Annex L to RAF Benson DAM Dated 1 Jan 18 RAF BENSON AESO B2-P1-C2-Or5 – VISITING AIR SYSTEM HANDLING PROCEDURES Applicability 1. This leaflet is applicable to the P2MF Visiting Aircraft Support (VAS) team and engineering personnel detailed from 28 Sqn and the Puma Force. Aim 2. The Aim of this leaflet is to define the procedure for providing VAS at RAF Benson. Implementation General 3. RAF Benson does not have a dedicated Visiting Aircraft Section therefore the VAS function must be carried out by engineering personnel on Station. Visiting air system arrivals and departures will be approved and co-ordinated prior to arrival through Stn Ops Sqn; engineering support will be requested from the P2MF VAS team. Specific Duties and Responsibilities 4. The P2MF VAS team will be responsible for visiting air system reception during the working day (0800-1700) Mon to Fri. There is no provision for visitors outside of these hours. 5. The Duty Ops Controller (DOC) will inform and confirm with VAS/Eng Ops the following:

a. Air system Type. b. Time of Arrival.

c. Parking Slot.

d. Support Required.

e. That the appropriate ground handling team will be available and authorized to tow the air system type concerned, if not arrange with Eng Ops in order to ensure that an exceptional authorisation is sought iaw para 11 prior to accepting the movement.

6. ATC are to inform the DOC when any visiting air systems are inbound 10 mins prior to landing. 7. If ATC is unable to contact VAS, the visiting air system may land but may have to wait for parking allocation. VAS will task the appropriate personnel to meet and marshal the air system to the relevant slot and assist the air system. Marshalling Visiting Air Systems



8. ATC is responsible for ensuring, through VAS/Eng Ops, that air system marshallers are provided for all visiting air systems, including helicopters. VAS/DOC Actions 9. To ensure close control over visiting air systems towing movements and marshalling, the DOC is to carry out the following actions, upon accepting ground movement requests:

a. Contact SNCO IC VAS who will detail marshallers/ air system towing team iaw paras 10 and 11, as appropriate.

Towing Air Systems 10. If a visiting air system is to be moved, then the air system captain, or a crewmember delegated by him, should be asked to assist in the movement operation and should normally act as the air system brakeman. The air system captain should also be asked to advise on any towing limitations for the air system concerned. The towing team is to consist of at least:

a. An NCO to act as team leader.

b. An authorised air system tower.

c. A brakeman who is to be an authorised engineering tradesman to operate the braking system of the air system being moved, or the air system pilot or delegated air system crewman.

d. Sufficient personnel to ensure safe manoeuvring of air system.

Authorisation to Tow 11. In accordance with 16, if visiting air systems need to be towed and there are no suitable authorised personnel by air system type, only VAS personnel who are experienced and competent air system movers, and who have been authorised by OC ELW, may tow the air system. Relevant authority will be annotated on an individual's F/MT/600A. Exceptionally, authorisation may be sought from OC ELW for other personnel to tow visiting air systems on a one-off basis. Authorised movers may tow any air systems provided the NCO IC move and the captain of the air system has adequately briefed them. The limit to the size and weight of the air system that may be towed is dictated by the all up towing limit of the vehicle that the mover is authorised to drive. 12. On reaching the intended parked location any earthing and security requirements are to be completed by the captain.

16 MAP-01, Chap 2.5 Supports RA4054 (1,2,3)

http://www.jap100a-01.dii.r.mil.uk/Jap(d)/JAP%20100A%2001%20Chap%202.5.htm



Appendix 2 to

Annex L to RAF Benson DAM Dated 1 Jan 18 RAF BENSON RAMP ALLOCATION AND TAXI INFORMATION

Figure 12.

1. Rotary-wing air systems departing from the ASP may lift at the edge of the dispersal and taxi directly to the Eastern Grass provided that there are no light air systems taxiing behind that may be affected by rotor downwash. 2. Rotary-wing air systems recovering to the ASP from the eastern grass are to land at Point Hotel and ground taxi (hover taxi for skidded ac) or route to a parking slot provided their downwash will not affect taxiing light air systems. 3. No air systems are to taxi along Taxiway A between Slot 17 and Slot 21 when Tutors are parked on the Tutor dispersal or are on the Tutor taxi rank. 4. No light fixed-wing air systems are to taxi behind Chinook aircraft whilst they are applying power to taxi. 5. Standard taxi patterns for Rwy 01RH at weekends for fixed wing ac will be to taxi out on taxiway A and in on taxiway B. 6. Air systems of span no greater than 19m can taxi along taxiway B and no greater than 28m can taxi along taxiway A. 7. No air system will be permitted to taxi onto or from spot 5 whilst the police clearway (hashed area between spots 4 and 5) is in use. 8. Skidded RW Air systems requiring RRRF at Spot 6 (Alt Spot 23) are permitted to hover-taxi to Spot 6 under instructions from ATC though the fuel bowser will not be pre-postioned.

TAXIWAY A

STN OPS

5: VIP 6: RRRF 16: TVAA 23: Alt RRRF 27: Also used for undercarriage failure Air systems requiring transit from Taxiway A to B will use the taxiway at each end of the ASP or taxiway C at the direction of ATC.

TAXIWAY B

TAXIWAY C

EASTERN GRASS



Intentionally left blank for print pagination


RAF Benson Defence Aerodrome Manual M-1


Annex M to RAF Benson DAM Dated 1 Jan 18

ANNEX M: EMERGENCY ORDERS /AERODROME CRASH PLAN (Op HYDRA) 1. The Aerodrome Crash Plan for RAF Benson (locally known as Op HYDRA) contains classified information so is not contained within this document. Anyone who need access to it should contact RAF Benson Station Operations on 01491 827015 from a civilian telephone network or 95261 7015 from a military network.

RAF Benson Defence Aerodrome Manual M-2



RAF Benson Defence Aerodrome Manual N-1


Annex N to RAF Benson DAM Dated 1 Jan 18

ANNEX N: DISABLED AIR SYSTEM REMOVAL 1. To supplement the Station Crash and Major Incident Plan and be in accordance with the RAF Benson DAM17 the possibility of minor incidents that may affect airfield operations needs to be addressed. This may be an incident that ATC has been made aware of, requiring pre-emptive emergency action; or an incident on landing that renders the air system unable to proceed under its own power. 2. Emergency declared prior to landing:

a. Appropriate Emergency State declared by ATC.18 b. Station Based Air Systems:

(1) Relevant sqn informed, and a recovery team to position in dispersal in front of A Hangar. (2) Recovery teams are to be in possession of a fuel spill kit.

(3) Liaison by recovery teams and ATC is to be via MRE.

(4) Once informed by ATC, Duty Eng Ops Controller (DEOC) is to ensure a fuel spill team is also on standby.

c. Visiting Air Systems:

(1) Between 0800-1700 (L) VAS are to be informed of inbound emergency air systems, out-with these times, nominated Sqn air system handlers are to be mustered as above.

d. ATC will inform D+D that the Rwy is black and where possible give an estimate time for resumption of normal operations. e. ATC will liaise with sqn authorities depending on what stn assets are airborne and/or due to depart.

f. Once the air system has been removed from the Rwy ATC will conduct a full inspection of the landing surface to ensure it is fit for ops.

3. Unexpected loss of air system control on landing

a. ATC will inform Ops; DEOC and VAS (where necessary). The DEOC will coordinate removal of the air system from the Rwy.

17 Defence Aerodrome Manual Chp 5

18 MMATM Chp 41

RAF Benson Defence Aerodrome Manual N-2


b. ATC will inform D+D that Rwy is black and where possible give an estimate time for resumption of normal ops.

c. ATC will liaise with sqn authorities depending on which stn assets are airborne and/or due to depart.

d. Once the air system has been removed from Rwy, ATC will conduct a full inspection of the landing surface to ensure fit for ops.


RAF Benson Defence Aerodrome Manual O-1


Annex O to RAF Benson DAM Dated 1 Jan 18

ANNEX O: AERODROME RESCUE AND FIRE FIGHTING SERVICES OPERATING PROCEDURES 1. The Defence Fire Risk Management Organisation offer policy guidance in the form of Standard Operating Procedures (SOP) Tactical Information Plans (TIP), Fire Facts and Chief Fire Officer Instructions (CFOI). These are hyperlinked below, anyone who needs assistance with these documents should contact the RAF Benson Fire Training Officer on 01491 837766 Ext 7013 from civilian telephone networks or 95261 7013 from military networks. All of the above and linked documents below are now at the disposal of the Crew Commander on a C4i supplied iPad.

a. SOP. These are stored on the DFRMO MOSS site. Their folders include GRAs which capture the risks faced by all responding fire authorities in the execution of their duty. b. TIPs. All DFRMO Fire Stations are required to complete and document a TIP for all ‘Significant Risk19’ premises within their areas of responsibility. TIPs inform and assess potential risks to fire-fighters in the event of a fire or incident and inform pre-planning strategies.

c. NOGP. The National Operational Guidance Program has been developed to provide commanders on the ground the ability to reference nationally recognised SOPs. This is crucial when operating with LAFS counterparts.

d. Fire Facts is a reference tool kept on the ARFFVs to assist an incident commander and offer incident support in order to select the correct course of actions and approach based on the analysis of recorded incident data at:

(1) Fires (2) Rescues

(3) Special Services

(4) Miscellaneous incidents

e. CFOI. These are a means of providing the DFRMO Brigade a single source of information for Civil Servants, Contactor Fire Services, Trade Group 8 (Fire) and the Royal Navy on current policy guidance, operating procedures and technical information in line with current practices.

2. These orders supplement the RAF Benson Major Incident Plan (Op HYDRA) regarding the actions to be taken during an incident that may affect airfield operations. This could be an incident notified by the Civilian Emergency Services; Stn Ops Sqn or on guidance from ATC requiring pre-emptive emergency action to either air system, technical or domestic situations.

19 A ‘Significant Risk’ premises is defined as any building which due to its construction, design, hazardous materials stored and processes or activities undertaken has the potential for an increased risk to fire-fighter safety above that which would be normally expected during an incident at the building.

http://cui1-uk.diif.r.mil.uk/r/96/SOPs/Forms/AllItems.aspx

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/Fire%20Safety/Forms/Category%20View.aspx

http://www.ukfrs.com/guidance/published-guidance

http://cui1-uk.diif.r.mil.uk/r/96/CFOI/Forms/AllItems.aspx


RAF Benson Defence Aerodrome Manual O-2


a. The Fire Service Order Book

3. Release of Airfield Rescue Fire Fighting (ARFF) Assets in Support of Incidents. In accordance with RA 3261(2) and BM Orders 200.240, in the event of an actual incident across MOD estate with ‘persons reported’ the ATC Supervisor or ATCO IC is to release the ARFF and to reduce or lose the Crash Category. The following actions are to be taken:

a. Once informed of ‘persons reported’, the Crew Commander will commit resources and reduce or lose the Crash Category in response to an incident on base or off base within 5nm radius of the airfield. The Sup/ATCO IC is to consult with Sqn DAs and confirm their requirements for any airborne AS. If possible, any RW in the visual circuit will be given landing instructions for any part of the airfield before the resources are committed. FW AS are to be sent around or diverted unless in the critical stages of flight; the ARFF are not to be delayed from crossing the rwy by the landing of AS. b. If the ARFF are unable to attend the incident due to an agreed higher on-airfield incident, confirmation from the Crew Commander is required that the local authority has been alerted via 999. All details are to be recorded in the Watch Log. c. When only small elements of a unit’s capability are affected in support of an ongoing, off-airfield incident, the Sup/ATCO IC is to liaise with the Crew Commander and confirm the Crash Category. The Sup/ATCO IC is then to liaise with Sqn DAs and make a decision on whether to continue AS operations from the aerodrome.

Appendices:

1. Task Resource Analysis

2. Rotary-wing day VFR circuit procedures use of arrival and departure points.

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/Policy/20150801_Fire%20Section%20Orders-O.doc


RAF Benson Defence Aerodrome Manual O-1-1


Appendix 1 to Annex O to


Task Resource Analysis 1. As defined within JSP 426 Volume 3 Leaflet 2 RAF Benson will carry out a Task Resource Analysis (TRA) to assess the aerodrome ARFF response capability and to determine the minimum requirement of rescue and firefighting equipment, personnel and supervisory grades. Details will be published when completed.




Appendix 2 to Annex O to


ARFF Assessment Requirements Response Area Assessment 1. The operational objective of the ARFF service is to achieve response times of two minutes and not exceeding three minutes to any point of each operational runway, as well as to any other part of the operating area (response area), in optimum surface and visibility20. 2. Response time is considered to be the time between the initial call to the ARFF service, and the time when the first responding vehicle(s) is (are) in position to apply foam at a rate of at least 50 per cent of the discharge rate required as defined within Table of JSP 426 Volume 3 Leaflet 2. RAF Benson Response Area Assessment is located here 1000Mtr Assessment

3. As defined within JSP 426 Volume 3 Leaflet 2 assessment of the approach and departure areas within 1000m of the runway threshold21 should be carried out to determine the options available for rescue. In considering the need for any specialist rescue and access routes, the environment of the risk area, in particular the topography and composition of the surface should be considered.

4. Emergency access roads should be provided on an aerodrome where terrain conditions permit their construction to facilitate achieving minimum response times. Particular attention should be given to the provision of ready access to approach areas up to 1000 m from the threshold, or at least within the aerodrome boundary. Where a fence is provided, the need for convenient access to outside areas should be taken into account.

5. Where an aerodrome is located close to uneven ground or difficult terrain, and where a significant portion of approach or departure manoeuvres take place over these areas, the ARFF service will be expected to respond to incidents in these areas and should be appropriately resourced with specialist rescue/firefighting equipment and training. RAF Benson 1000Mtr Assessment is located here Water Assessment

6. Additional water supplies shall be provided. The objective of providing additional water supplies at adequate pressure and flow is to ensure rapid replenishment of ARFF vehicles. This supports the principle of continuous application of extinguishing media to maintain survivable conditions at the scene of an aircraft incident for far longer than that provided for by the minimum

20Optimum visibility and surface conditions are defined as daytime, good visibility, no precipitation with normal response route free of

surface contamination e.g. water, ice or snow and aircraft movement restrictions.

21 If required for rotary wing aircraft all undershoot/overshoot areas for the operating areas.

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/DL/20170413_-%20BENSON_ARFF_Response_%20Area_Assessment_V1%200.doc

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/DL/20170904-_BENSON_ARFF_1000M_Assessment_V1-O.doc




amounts of water defined in JSP 426 Volume 3 Leaflet 2 Table 1. Additional water to replenish vehicles may be required in as little as five minutes after an incident. RAF Benson Water Assessment is located here

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/DL/20170309-BENSON_ARFF_Water_%20Assessment_V1.5.doc


RAF Benson Defence Aerodrome Manual P-1


Annex P to RAF Benson DAM Dated 1 Jan 18

ANNEX P: AERODROME RESCUE AND FIRE FIGHTING TRAINING AREA ORDERS 1. To ensure compliance with the Fire Service National Occupational Standards (NOS,) RAF TG 8 (Fire) personnel are required to undertake practical training in near realistic simulations. 2. To achieve the aims of the NOS, RAF Benson aerodrome has at its disposal three key training areas in which to meet these aims.

a. At RAF Benson Cx Map grid reference Hotel Three (H3) the Station has a gas pressurised helicopter simulator capable of delivering multi-faceted exercises of both an internal and external nature – Crews can fully utilise foam producing equipment on both RIV22 and MFV23 airfield tenders. b. At RAF Benson Cx Map Grid reference Charlie Six (C6) are 2 multipurpose Self Contained Breathing Apparatus (SCBA) training modules – The first is designated for confined space operations which utilises synthetic smoke and a propane gas heater. The second is modularised to simulate the early stages of a flashover and can be used to burn ‘Class A combustibles24.

c. Also at RAF Benson Cx Map Grid reference Charlie six is the designated Road traffic Collision training area. The Station has an obligation to provision of one car per crew per quarter up to the maximum of nine in order to maintain CPD.

3. In line with current MoD, DFRMO Policy and legislation all these areas are subject to both Generic and Specific Risk Management Systems:

a. RAF Benson Fire Station Standing Order – Chapter 4 order no. 10. b. Training Area Risk Assessments are linked below.

(1) Multi-Sim RA (2) BA Training Facility

(3) Fire Service Drill Area

(4) RTI Training Area

c. RAF Benson 4C Register is kept on the Fire Service H&S board and is available from the SHEA.

22 Rapid intervention vehicle

23 Major Foam Vehicle

24 These facilities are maintained by the facility provider MSF Ltd.

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/Policy/20150801_Fire%20Section%20Orders-O.doc

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/20161003-BEN_GRA1_MultiSimTraining-O.doc

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/20161003-BEN_GRA2_%20BATAF-O.doc

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/20161003-BEN_GRA3_FireServiceDrills-O.doc

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/20161003-BEN_GRA4_RTI-O.doc




d. RAF Benson Fire Station Specific Risk Assessments.

e. RAF Benson H&S environment and pollution RA. 4. Should anyone needs assistance with the above documents they should contact the RAF Benson Station Fire Section on 01491 837766 Ext 7013 from civilian telephone networks or 95261 7013 from military networks.

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/Forms/Category%20View.aspx

http://cui1-uk.diif.r.mil.uk/r/590/FireSection/healthandsafety/AS%20Library%20Open/Forms/Category%20View.aspx




CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES 7.0 ATC Operational Orders. ATC operational orders are detailed at Annex Q. They have been produced to cover all ATC procedures involved in the safe and expeditious flow of air systems.

Q-1 Provision of Service

Q-2 Field Operations

Q-3 Day and Night Visual Circuit Procedures

Q-4 Radar Procedures

Q-5 Underslung Load (USL) and Joint Helicopter Support Sqn (JHSS) Procedures

Q-6 Emergency Procedures

Q-7 Radar Procedures operating from RAF Brize Norton


RAF Benson Defence Aerodrome Manual Q-1-1


Annex Q-1 to RAF Benson DAM

Dated 1 Jan 18 PROVISION OF SERVICE

1. Core Operations. ATC is manned to provide a full IFR service during airfield core operating hours though the following should be noted:

a. During core Mon to Fri hours, ATC is manned to provide a full IFR service.

b. Saturday is primarily for Tutor Ops of OUAS/6AEF, therefore ATC is manned for the duration of flying by one controller and one FOA only. The default ATC service provided during Saturday is VFR only. There will be a mandated break of one hour during the period of ops, the exact timing of which will be agreed between ATC and 6AEF. Other airfield users are required to plan their activity around this agreement.

c. RAF Benson holds a National Standby commitment. Two controllers and one assistant are on 1 hour notice to move to ensure that the tower is open within 2 hours for any callouts.

d. ATC is normally closed on Sunday.

e. ATC manning outside of core operating hours is as follows:

(1) Pre-notified Departures. From one hour before air system ETD, with airfield

and equipment checks complete 30 min before ETD, until 15 min after ATD or until the air system has landed, whichever is earlier.

(2) Pre-notified Recoveries. From one hour before air system ETA until the air

system has shut down. 2. Airfield Inspections. ATC is mandated to carry out a full airfield inspection prior to opening the airfield. All airfield users, particularly the Benson Flying Club who are able to use the airfield without ATC, are to be aware that for a period of approximately 20 mins the runway will be unavailable. 3. Notification of Flights. Flights are to be notified as follows:

a. 28 Sqn, 33 Sqn, 230 Sqn and R&S Wg are to publish details of all flights through STARS.

b. OUAS and 6 AEF are to notify Stn Ops, ATC and the Media and Communications Officer (MCO) of their planned monthly flying programme.

c. Flights, other than National Standby, that may require airfield support outside of core operating hours are to be made to Stn Ops Sqn.25 Minimum notification periods are as follows:

25 Positive requests are to be made; a plaque placed on STARs does not constitute a request.




(1) IFR Service – 5 working days.

(2) VFR Service – 3 working days.

d. Flight plans are to be filed with the Aeronautical Information Cell (AIC) a minimum of 60 minutes prior to take-off. AIC is to forward a copy of all flight plans to ATC.

e. Requests for diplomatic clearances are to be passed to Stn Ops at a minimum of 10 working days prior to departure; however, it is recommended that they are submitted at the earliest opportunity in order to minimise any issues.

f. Requests for low flying system (LFS) clearances are to be passed to Sqn Ops for action, not less than 30 min before take-off.

g. Sqns are to notify Stn Ops of cancelled flights as soon as possible following the decision to cancel.

h. All crews (excluding Tutors) are to inform Sqn Ops post-flight of actual time spent in the LFS.

i. Air system cdrs recovering to RAF Benson outside normal agreed airfield opening hours are to notify changes to ETAs ± one hr to Stn Ops not less than one hr before the revised ETA.

4. Air System Flight Following. ATC and Stn Ops will conduct flight following for all station based air systems. When in receipt of flight following crews landing at a site with no ATC services, are to ensure that the flight following is terminated by one of the following methods:

a. By ATC message relay to RAF Benson ATC.

b. By message relay to Stn Ops.

c. By telephone call to Stn Ops. 5. Flight Monitoring. ATC is to ensure that all station-based air systems are provided with a Flight Monitoring Service. ATC are to:

a. Ensure that the air system responds to the mandatory 30 min operations normal call.

b. Log air systems in and out of fields. 6. General Diversion Airfield Requirements. Stn Ops DOC will routinely book diversion airfields on behalf of the Station. Should there be a specific requirement authorizers are to ensure that they are booked through Stn Ops. RW flights planned to be flown entirely under VFR do not require diversion airfields to be available. Guidance for IFR flight diversions can be found in the JHC Flying Order Book. 7. Movement Priorities. ATC is to endeavour to apply the following movement priorities to traffic at RAF Benson:

a. Emergencies.

b. Civilian Emergency Services air systems (NPAS(SE)/TVAA) Scramble.




c. Royal Flights and VIP movements.

d. Air systems subject to flow control.

e. Flight calibration air systems.

f. Air systems on operational tasking.

g. Stn based air systems engaged in Pre-Deployment Training.

h. Stn based air systems flying instrument approaches.

i. Air systems on routine tasking.

j. Other training by Stn based air systems as follows:

(1) RW USL training.

(2) RW OCU training.

(3) RW general training.

(4) OUAS/6AEF.

(5) RAF Benson Flying Club (BFC)

(6) NPAS(SE)/TVAA routine flying.

k. Training by visiting air systems.

8. Glider Aero-towing and/or Retrieval. Gliders do not routinely operate from RAF Benson. However, gliders that make an unscheduled landing may be permitted to aero-tow or recovery by road from RAF Benson subject to the following conditions:

a. Airfield Open. During airfield opening hours Stn Ops Sqn may give permission for the glider to be aero-towed from RAF Benson provided that the movement does not conflict with other airfield movements, and subject to adequate security arrangements and the payment of insurance/landing fees for the tow aircraft.

b. Airfield Closed. If the airfield is closed, arrangements are to be made for the retrieval of the glider by road or by aero-tow when the airfield reopens and subject to adequate security arrangements and the payment of insurance/landing fees for the tow aircraft. Pilots should note that the landing may have gone unnoticed; pilots are therefore required to contact the RAF Police Duty NCO or Guard Cdr on 01491 827247 who will then support the road recovery and inform the FHQ Duty Executive (07717 690112).





Dated 1 Jan 18

FIELD OPERATIONS FOR MILITARY RW

1. Field Operations (Field Ops). Attempts will be made to provide an IFR service to those flying units unable to provide the required notice, but this cannot always be guaranteed. Units should be aware that if a minimum of VFR service cannot be provided then ‘Field Ops’ will need to be authorized.

2. Authorization. The AO or, in his absence, his nominated deputy may authorize movements of military helicopters in and out of RAF Benson under ‘Field Ops’ conditions. ‘Field Ops’ will not routinely be granted apart from for Priority 1 tasks that cannot be achieved by alternate means.

3. Met Conditions. Field Ops will only be authorized in VMC and if the weather conditions are forecast to remain GREEN or better26.

4. Crash Category. Crash Cat must be confirmed as a minimum of ICAO 4. A CH47 routinely requires ICAO 5, however in extremis it can operate at ICAO 4 if it has ≤ 6 POB and authorisation from the AO or his nominated deputy. If the air system has any pax on board the crash cat is to be at a minimum of ICAO 527.

5. Actions on approval of Field Ops. Once approved the following actions are to be carried out in order for ‘Field Ops’ to take place:

a. The air system cdr or Sqn Ops is to book any OOH departure and recovery with Stn Ops.

b. Stn Ops are to liaise with the Fire Section and the Medics in order to have them on standby 15 mins before departure and recovery; this is to include calling the duty driver via MT Control.

c. Medic 1 is to co-locate at the Fire Section and hold normal readiness until the air system has safely departed or arrived as necessary.

d. Stn Ops is to liaise with NPAS(SE) (ext 7999 / 01865 309283) and TVAA (01491 832473) to inform them of the planned movement.

e. Crews are to establish comms with Benson Ops (Stn Ops) on 127.150 MHz on departure and recovery. The air system cdr is to inform Benson Ops when the air system is shut down. Stn Ops are to inform the Fire Section and Medics when the air system has shut down.

f. On recovery the air system should land north of ZULU and well clear of the RW19 threshold in order to maintain separation from vehicles crossing the rwy.

26 VMC (Green): Surface visibility 3.7km or 2 nm, base of lowest cloud layer 3/8 (SCT) or more, 700ft AGL.

3 Requires additional SNCO who is on 1hr NTM.




g. Air systems departing or arriving are to be aware of other Stn based civilian air systems and are to make blind calls on 127.150 MHz. Comprehensive visual checks are to be made before using the rwy.

h. If there is a requirement for airfield lighting for either departure or recovery, the air system commander is to pass the request through Stn Ops who will then inform the Fire Section.

i. In the event of lost comms, recovering air systems are to join through Point East and land on Point Hotel.

j. Sqn Ops are to monitor the ETA of returning air systems and if required, initiate overdue action.

6. Changes. Any changes to timings, or a cancellation, are to be passed to Stn Ops for onward dissemination to the Fire Section and Duty Medic.





Dated 1 Jan 18

VISUAL CIRCUIT PROCEDURES

REFERENCE IS MADE THROUGHOUT THIS SECTION TO VARIOUS AIRFIELD LOCATIONS – Please see Appendix 1.

DAY VISUAL CIRCUIT PROCEDURES - Underslung Load Information (including diagrams depicting the circuit profile) is at Annex Q-5

1. Radio Procedures. Radio procedures are as follows:

a. Start Clearance. Pilots of RW air systems and visiting FW air systems are to request start clearance with the Ground Controller on #1 (121.8MHz) giving POB, parking spot, ATIS code and departure details. Visiting FW air systems will not be given a clearance to start until VAHS are in position. Pilots of stn-based FW air systems may start autonomously.

b. Taxi Clearance. Prior to taxi, all pilots are to request taxi clearance and pass any revised POB for flight.

c. Departure Clearance. All crews are to report ready for departure and pass any revised intentions to the Ground Controller on #1. When appropriate the Ground Controller will instruct the pilot to contact the Twr Controller on #2 (127.150MHz) for permission to enter the rwy and departure clearance.

d. Clear of Visual Circuit. Aircrew will change from the Tower frequency to the assigned Approach/Zone frequency once clear of the visual circuit.

e. Downwind Calls. Unless pilots specify their intentions in the downwind call ATC will assume that their intention is to land on the rwy.

f. Negative RT calls. There is no requirement for ATC to acknowledge the following information calls:

(1) Climbing away (after practice Fanstop).

(2) Low key.

(3) Deadside/deadside descending.

2. Visual Circuits. All visual circuits at Benson are to be flown to the east of the airfield. Graphics depicting the standard 01RH and 19 circuits are shown at Appendix 2. For USL information and circuit graphics, see Annex Q-5.

3. Circuit Directions. The visual circuit directions are as follows:

a. RW01 - RH.

b. RW19 - LH.




4. Circuit Heights. Visual circuits are to be flown at the following heights on the Benson QFE:

a. RW:

(1) Normal Circuit 1000ft28.

(2) Low Level Circuit 600ft29.

(3) USL Day Circuit 500ft

(4) USL Night Circuit 1000ft

b. Tutor/Flying Club & Other Light FW:

(1) Normal circuit 800ft.

(2) Low level circuit 600ft30.

(3) Glide circuit 1500ft.

(4) PFL 3000ft.

c. Fast Jet/Large FW:

(1) Normal circuit 1300ft.

5. Number of Air Systems in the Circuit. The maximum number of air systems permitted in the visual circuit is:

a. By Day - 4, with 2 others joining to land or depart.

b. By Night - 4, with one other joining to land or depart.

Note: The ADC, ATC Supervisor or ATCO IC may limit the number of air systems in the visual circuit if they consider that flight safety is being compromised by traffic density, incompatibility of air system types, or weather. In such circumstances air systems may be instructed to land, depart or hold off.

Note: Crews who wish to fly above 1500ft QFE in the visual circuit are to request clearance with ADC before climbing. The ADC will co-ordinate with Approach and issue a clearance to climb, together with details of any MATZ crossing traffic.

6. Visual Circuit Squawk. In order to assist the acquisition of AS within the visual cct, AS are to have transponders enabled in the ALT setting.

28 Note: Following recommendations from the Airprox Board, to deconflict with the Tutor circuit, ac should continue on rwy hdg until NB 800 ft AGL before commencing the upwind turn.

29 No low level circuits will be permitted when USL circuit is active. Practice low-level circuits are to be restricted to the minimum required to achieve aircrew currency and essential student training and/or examination.

30 No low level circuits will be permitted when USL circuit is active.




a. Allocation: The phraseology to be used is “Squawk Circuit” and will imply the following conditions:

(1) Squawk Mode 3A 7010.

(2) Squawk Mode C.

(3) The air system will be not above height 1500ft.

b. The following procedures are to be adhered to:

(1) Air Systems remaining in the Visual cct. AS remaining in the visual cct will “Squawk Circuit” as detailed at para 2, at the earliest opportunity.

(2) Air Systems departing from the visual cct. On requesting to depart the cct, AS are to pass climb out details in the normal manner (if not already passed prior to take-off). When authorised to depart the cct, AS will be instructed by the ADC to squawk the allocated departure squawk and continue with Benson Approach/Zone.

(3) Air Systems joining the visual cct. AS inbound to RAF Benson will be assigned an appropriate squawk by Benson Approach/Zone. Once the AS has made its approach and is safely established in the cct, the AS is to “Squawk Circuit”.

(4) Air Systems operating above height 1500ft within the visual cct. Pilots who wish to fly above 1500ft QFE in the visual circuit are to request clearance from the ADC before climbing. Once approval is received from the ADC, AS should retain the cct squawk (mode 3A 7010, with mode C) and operate at the requested height. When returning to below height 1500ft, AS are not to operate above this height subsequently without seeking further approval from ADC.

c. Exceptions. The ATCO IC/ATC Supervisor may instruct all ac within the visual cct to “Squawk Standby” to reduce screen clutter and minimise risks to flight safety.

7. Rwy Occupancy RW. RW air systems can be cleared to land with one or more air systems on the rwy.

a. The position of air systems already on the rwy may be included in the clearance. Examples are as follows:

“c/s, cleared to land, one on Yankee”.

b. Should the first air system vacate the rwy, the ADC will modify the clearance with the phrase:

“c/s, full rwy available”.

8. Runway Occupancy OUAS/6AEF. OUAS/6AEF Tutors may be cleared to land behind similar type FW air systems landing by day as follows:

a. Qualified Tutor pilots may ‘Land One On/One On Rolling’ when landing behind a FW air system with a minimum spacing of 1500ft on touchdown.

b. Solo Tutor student pilots may ‘Land One On/One On Rolling’ when:




(1) Landing behind a FW air system with a minimum spacing of 3000ft on touchdown.

(2) Carrying out a formation stream landing with a minimum spacing of 1600ft.

9. Mixed Light FW Circuits. Mixed circuit traffic between OUAS/6AEF and other light FW are permitted, however OUAS/6AEF will be afforded priority. In times of dense circuit traffic other light FW air systems may be required to land or depart the circuit; this will be managed by ATC.

10. Departing to Initials. Tutors wishing to depart the visual circuit out to initials remaining at normal circuit height are to inform ADC of their intention to do so. ADC will co-ordinate with Approach and pass details of any MATZ crossing traffic and radar traffic. Air systems are not to cross the approach lane until visual with the traffic.

11. Stop/Go Practices. Stop/Go practices by any light FW are prohibited.

12. Fanstops. To minimize the nuisance to the village of Roke, pilots are to comply with the following:

a. Fanstops may be conducted on RW01RH only when it is essential to the training sortie being flown.

b. Whenever possible, pilots are to avoid overflying Roke on the climb-out after a fanstop.

c. Fanstops are to be requested, and approved by the ATC phraseology ‘report climbing away’. To provide maximum training value, ATC will approve or not as quickly as possible.

d. RW06/24 may be used for practice fanstop downwind, to low approach only.

e. Practice fanstops are to be requested no later than the taxi call if planning the procedure on departure or on initial joining call on recovery.

f. Station-based Tutor QFI’s may practise turnbacks or fanstops to RW06/24, this is to be requested at the earliest opportunity through ATC. The villages of Ewelme and Preston Crowmarsh are not to be overflown.

g. If both lanes are being used in the north load park fanstops will be unavailable to RW06/24 due to personnel and equipment operating on the landing surface.

13. RW VFR Departures. RW air systems may depart, subject to ATC approval, from the following locations.

a. Points East/West. Maintain not above 500ft QFE until clear of the visual circuit applying the right-hand rule (available during night flying prior to 2359 hrs). Once clear of the visual circuit, remain clear of the approach lane and call Benson Approach or Zone as required. Point East is not available to CH47, except in emergency, due to noise abatement.

b. RW01RH/19 - Points Victor, X-ray, Yankee & Zulu. RW air systems may depart from Points Victor, X-ray, Yankee & Zulu (marked on the rwy by white circles) in the direction of the rwy in use, not above 500ft QFE until clear of the visual circuit.

c. Non-Standard VFR. RW air systems may depart from other points on the airfield subject to approval and clearance from ATC. When departing north or south, air systems are to fly down the rwy surface where possible and remain clear of the approach lane, unless cleared by ATC.




d. Downwind Leg Departures. When approved by ATC, RW air systems may transition from the rwy in use and depart the visual circuit from the end of the downwind leg, remaining clear of the approach lane until a positive clearance to cross has been obtained.

e. Departures Against the Stream. Requests for departures against the stream are to include requested rwy of departure. When approved by the ADC, departures against the stream will enable RW air systems to depart from the rwy that is not in use.

14. RW VFR Arrivals. The joining heights are as follows:

a. Points East/West. Above 250ft QFE, but not above 500ft QFE by the ATZ boundary, applying the right-hand rule against air systems departing (available up to 2359 hrs). Due to noise abatement, Point East is not available to CH47, except in emergency.

b. RW01RH/19. 1000ft QFE.

15. FW VFR Departures. VFR departures are to climb on rwy track, not above 1300ft Benson QFE, and call Benson Approach or Zone as required. Light FW air systems, with the exception of Tutors, may use Points Victor, X-Ray, Yankee or Zulu as displaced thresholds for departure.

16. FW VFR Arrivals. FW VFR arrival procedures are as follows:

a. Standard Arrival. Standard arrivals are at 2000ft QFE through the Initial Point (IP), for the rwy in use, descending to circuit height. The IP is at 2 nm for light FW and 5 nm for fast jet air systems, offset ½ nm on the ‘deadside’ of the extended centre line of the active rwy in use.31

b. Overhead Join. Air systems requiring an overhead join are to make this request on initial contact for recovery with ATC. Overhead joins are to be flown at 2000ft QFE.

c. FW Visual Run-in and Break. FW are to inform the ADC of their intention to Run-in and Break on the first call to join the circuit. It is the pilot’s responsibility to ensure that he/she is aware of all visual circuit and radar traffic prior to commencing the manoeuvre. Run and breaks are not permitted at weekends. Minimum heights for commencement of the manoeuvre are:

(1) Light FW – 600ft QFE.

(2) Other FW –1300ft QFE.

d. Straight-In Approaches. Straight-in approaches are to be requested on initial contact with Benson Tower.

e. Other Non-standard Arrivals. Air systems requiring a non-standard VFR arrival (e.g. PFL, Downwind Join, etc) are to make this request on initial contact for recovery with ATC.

17. IFR Departures. IFR departures are to be requested through ADC who will pre-note Approach. Air systems conducting IFR departures are to change to Approach once clear of the visual circuit and/or when instructed to by ADC.

31 All RW and light FW are to be aware that a model aircraft site is situated approximately 0.3nm west of the Rwy 19 IP – see BEN Sensitive Areas CV. Crews are to avoid the site by 0.25nm and 1000ft.




Note: Pilots are to be aware that FW Run In and Breaks are undertaken by Tutor/light FW air systems (not below 600ft QFE) and fast jet air systems (at 1300ft QFE) crossing from the dead side to the live side at various points along the runway.

18. ILS Against the Stream. ILS against the stream may only be carried out for essential crew training by Benson-based RW air systems, air systems of Martin-Baker Aircraft Ltd and Puma HC2 being flown by Airbus Helicopter personnel. The traffic situation at the time of the procedure must permit safe integration; if this is not possible then the ILS against the stream will be declined in the air.

a. Requests for an ILS against the stream are to be made to ATC. Requests will only be accepted if the weather conditions are WHT or greater to ensure a cloud base higher than 1500ft minimising the risk of a Missed Approach. The execution of a Practice Missed Approach is not permitted under any circumstances.

b. ILS against the stream approaches will be to land or low approach only. Intentions for air systems conducting a low approach are to be further radar approaches, or to depart. Low approaches to join the visual circuit are not permitted. Touch and go approaches are not permitted so as to ensure an expeditious flow of air traffic through the visual circuit, and to minimise the impact on orbiting/holding traffic.

c. When the ILS against the stream air system is 10 miles inbound no departures from RW01RH are permitted. RW air systems may be permitted to depart via point East, point West or RW19 provided they have been released by Approach.

d. Once ILS against the stream air system is at 7 nm all circuit traffic must be established either on the ground/low hover or in an orbit.

e. Air systems operating in the visual circuit during an ILS against the stream will be instructed to land, depart or enter a VFR orbit at or above 1000ft Benson QFE or 500ft +DH of the instrument air system, whichever is higher. ATC will advise height requirements before the ILS air system reaches 7 nm. Circuit traffic will not be instructed to hold above 1500ft regardless of colour code to avoid the risk of being obscured by cloud to the approaching air systems.

f. Any air systems joining through initials whilst an ILS against the stream is taking place will be informed of the traffic and instructed to hold at the nominated circuit holding height.

g. All height restrictions will be with reference to the Benson QFE, and this need not be specified in any clearances. When pilots are carrying out a Low Approach they are to inform the Talkdown or Approach Controller when they are clear of the visual circuit traffic and it is safe to instigate a further climb.

h. In the event of an emergency pilots, if able, should continue the ILS and land, or turn slightly left to join a low level downwind circuit for RW01RH. As the cloud base will be no lower than 1500ft, pilots should be visual with the airfield no later than the 5 mile point. Should a climb be required, pilots are to inform the controller and ensure that they are visually clear of any circuit traffic before starting the climb.

i. The ILS against the stream procedure is flown on RW01RH QFE and therefore altimeters may indicate up to 30ft higher than expected.

19. Visual Continuation of Instrument Approaches. To assist with the integration of IFR and VFR traffic within the vicinity of the aerodrome, Benson based air systems, other than BFC,




wishing to land or join the visual circuit, can be continued visually from an instrument approach. The procedure will be used when a positive clearance cannot be issued by 2 nm, but the air system may reasonably be expected to receive its clearance by its approach minima.

a. Air systems should expect the following clearance: “If visual, for final clearance, continue with tower #2- reason (i.e. one ahead/ one on/ vehicle crossing etc)”

b. The pilot is to contact Benson Tower with the call: “Benson Tower, C/S, final to land/ low approach”

c. ADC does not need to obtain a positive gear check as this will have been done by the Talkdown controller. Pilots who are not visual or who require further radar or to depart, will be instructed to execute the MAP, or fly as directed by ATC.

20. Sloping Ground. An area of sloping ground is available for use by RW air systems. It is located to the south east of rwy 01RH/19 as shown in Appendix 1. Use of the sloping ground is subject to ATC clearance. In order to maintain safe separation from FW air systems, and to prevent rotor downwash, FW air systems are to be prepared to depart from point Zulu or to enter at Zulu and backtrack for a 01RH departure. Tutor ac will be instructed to cross the rwy via point Zulu to the 01RH hold west side.

21. Desert Box. A temporary Desert Box is available for use by RW air systems on the grass between taxiway Echo and the rwy, at crash map grid E11. Use is subject to ATC clearance. Sqns are to indicate on STARS their requirements and book through JHSS Ops. In order to maintain safe separation, the temporary desert box and sloping ground are not to be in use at the same time. Any simultaneous requests are to be deconflicted with the relevant Sqn.




NIGHT VISUAL CIRCUIT PROCEDURES - Underslung Load Information (including diagrams depicting the circuit profile) is at Annex Q-5

Night Visual Circuit Procedures differ from Day procedures in the following:

1. Standard Night RW Visual Circuit Procedures. Night RW visual circuits are to be flown at 1000ft QFE to comply with noise abatement procedures. Requests for lower circuits are to be made via Station Ops. These requests will be refused when USLs are being flown.

2. Night Circuit Positive RT Procedures. Upon request from ATC air systems will be required to give extra information calls. The air system is required to inform ATC when airborne, turning and on the ground. Appendix 3 contains an example of these procedures.

3. Airfield Lighting at Night. The default light setting at night, unless notified otherwise, is Eastern and Western Standard NATO Ts and obstruction lights on. Appropriate rwy lighting is selected for instrument recoveries - advance warning to air systems utilising NVDs on the airfield will be provided prior to making the change.

4. NATO T. Appendix 4 details the layout of a standard NATO T.

5. Circuit Flying After 2359 hrs. Circuit flying at RAF Benson after 2359 hrs (2200 hrs at Abingdon and Chalgrove) is not permitted without the approval of COS or his nominated deputy. Air systems returning to the airfield after 2359 hrs are to make either an instrument, or straight-in approach, to land. Air systems departing the airfield after 2359 hrs are to avoid doing so via the downwind leg of the circuit. Air systems that wish to manoeuvre on the airfield after 2359 hrs may do so in the following circumstances.

a. When remaining at, or below, 100 ft AGL within the South Load Park (including transit to/from dispersal).

b. Taxing to dispersal following an instrument or straight-in approach or taxing from dispersal for departure.

c. When directed by ATC.

d. If approved by OC Night to support operational commitments.

e. When specifically authorized by the AO.

Appendices: 1. Airfield layout & immediate vicinity avoids. 2. Std Circuit RW01RH and RW19. 3. Night Circuit – Positive RT Procedures 4. NATO T Layout


RAF Benson Defence Aerodrome Manual Q-3-1-1


Appendix 1 to Annex Q-3 to


AIRFIELD LAYOUT & IMMEDIATE VICINITY AVOIDS




Appendix 2a to Annex Q-3 to


VISUAL CIRCUIT PROFILE RW01RH AND LOCAL AVOIDS

Note: Less than 1500ft AGL in the avoids of Crowmarsh Gifford, Benson village and Ewelme is accepted if in or joining the circuit with adherence to the route shown




Appendix 2b to Annex Q-3 to


VISUAL CIRCUIT PROFILE RW19 AND LOCAL AVOIDS

Note: Less than 1500ft AGL in the avoids of Crowmarsh Gifford, Benson village and Ewelme is accepted if in or joining the circuit with adherence to the route shown






NIGHT CIRCUIT – POSITIVE RT PROCEDURES

EXAMPLE RW19 IN USE






DIAGRAM OF NATO T LAYOUT





Dated 1 Jan 18

RADAR PROCEDURES

1. ATC Service. For Station based air systems, unless otherwise requested or stipulated due to equipment unserviceabilities, ATC will automatically provide:

a. Traffic Service to IFR departures and arrivals.

b. Basic Service to VFR departures and arrivals.

2. Terrain Safe Levels. ATC will set levels below which a turn will not be issued. Appendix 1 is the current RVC depicting the TSL for RAF Benson.

3. Radar Limitations. To reduce RT, reduced traffic information will automatically be assumed and not stated for Station based air systems in the following areas:

a. In the Oxford AIAA due to high traffic density.

b. East of a line joining Princes Risborough to Reading due to limits of surveillance cover (terrain screening).

c. Within 5 nm of the radar overhead due to limits of surveillance cover (loss of primary radar contacts).

4. SSR. All Station based air systems departing the circuit, and operating VFR with Benson, are to squawk Mode 3/A and Mode C, as follows:

a. Helicopters 3620.

b. Benson Flying Club 3622.

c. Air systems in formation 3623.

d. NPAS(SE) 0050.

e. TVAA 0016.

5. Mode A and Mode C Verification. Air systems operating with Benson will be identified for the purpose of flight following. On initial contact the pilot will be asked to either squawk ident or set a specific Benson squawk. Mode C on all air systems will also be verified to assist with internal co-ordination.

6. RW VFR Departures. RW air systems may depart from points on the airfield detailed at Annex Q-3 para13. Once clear of the visual circuit air systems are to contact Approach or Zone as required.

7. RW VFR Arrivals. Crews of RW air systems are to notify Approach or Zone, as required, of their intention to recover VFR to Benson and state the current ATIS code, if available to obtain. Depending on the rwy in use and direction of recovery, the crew is to request the type of join they require, downwind recoveries are to be approved prior to changing frequency to Tower. If a visual recovery will conflict with radar traffic, the crew conducting the visual approach must be visual with




and able to maintain separation from the radar traffic. If the crew is not visual with the radar traffic, ATC will suggest alternative joining procedures to ensure safe integration of air systems or instruct the crew to ‘hold off’.

8. FW VFR Departures. FW VFR departures are to climb on rwy track, not above 1300 ft Benson QFE, and call Benson Approach or Zone as required. By issuing ‘VFR departure approved’, ATC are approving a climb and/or turn onto own navigation once clear of any inbound traffic.

9. FW VFR Arrivals. Crews of FW air systems are to notify Benson Approach or Zone, as required, of their intention to recover VFR to Benson stating their intentions and ATIS code, prior to entering the MATZ. ATC will then judge whether it is safe for the requested type of approach, provide sequencing if necessary or suggest an alternative arrival procedure.

10. IFR Departures. RW and FW air systems may depart on either standard instrument departure (SID) or non-standard instrument departure. All instrument departures must be from the Rwy.

a. SID. Departures via the Compton, Westcott, Daventry or Vale SIDs are available. Full details of all SID departure profiles are contained in the Terminal Charts United Kingdom South.

b. Non-standard. Non-standard instrument departures may be requested at any time prior to departure.

11. Changing frequency from ADC. Air systems conducting IFR departures are to change to Approach once clear of the visual circuit and/or when instructed to by ADC.

12. IFR Recoveries.

a. Radar to Initials. An air system requesting a Radar to Initials recovery will be given radar vectors to the Initial Point (IP), normally at 2000 ft Benson QFE but not below 1300 ft Benson QFE within 10 nm of the aerodrome. The IP is at 2 nm (5 nm for fast jet or large air systems) offset ½ nm on the ‘deadside’ of the extended centre line of the active Rwy in use.

b. Radar to Overhead. An air system requesting a Radar to Overhead recovery will be given radar vectors to the airfield overhead at 2000 ft Benson QFE.

c. Radar Monitoring of Instrument Approaches. All instrument approaches at RAF Benson will be radar monitored by the Talkdown controller.

d. Radar Patterns. The standard height for all radar patterns is 1900 ft Benson QFE.

e. Short Pattern Recoveries and Practice Short Pattern Circuits. The standard height for Short Pattern Recoveries and Practice Short Pattern Circuits is 1400 ft Benson QFE. However, these approaches are not to be flown below 1300 ft Benson QFE.

f. PAR Glidepath RW19. Unless an air system requests otherwise, a PAR to RW19 will

be based on a 3º glidepath.

g. RW Internal Aids (IA) Approach. All RW IA approaches are to be flown iaw JHC FOB Order J2120.120 and iaw the extant approach patterns and procedures. When radar monitoring a RW IA approach, the Talkdown Controller is only to inform the pilot of major deviations from the centreline.




13. Chiltern Park. Parachute drops take place during daylight hrs within a 1.5 nm radius of Chiltern Park at weekends and on Public Holidays up to FL150. Crews are to avoid the area during periods of activity. Straight in visual approaches are not permitted when RW01RH is in use. Radar approaches to RW01RH, when IFR is available, would be subject to confirmation the DZ is inactive and only accepted in extremis.

14. MATZ Crossing Traffic. MATZ crossings are to be conducted as follows:

a. The Approach Controller is to pass details of all such traffic to air systems on VFR departures or recoveries.

b. The Tower Controller will be informed of MATZ crossing air systems within 3 nm of RAF Benson. They will broadcast relevant information to circuit traffic.

15. Radar Break-Offs. Whilst conducting an instrument recovery pilots should expect to receive a final clearance no later than 2nm from touchdown. If a clearance cannot be issued and it is unlikely to be provided prior to the approach minima a break off instruction will be given.

a. The Talkdown controller will ascertain if the pilot is visual with the airfield at the break off point.

b. If the pilot is not visual with the airfield, they will be instructed to execute the MAP, or fly as directed by ATC.

c. If the pilot is visual then the subsequent actions alter iaw the further intentions of the ac.

(1) Air systems whose intentions are to Land or Join the visual cct – Alter course to join deadside whilst instigating a climb to cct height. Call to Tower – ‘Benson Tower, C/S, joining deadside from radar’

(2) Air systems whose intentions are for further radar or to depart – Alter course to fly through deadside whilst instigating a climb to the height/altitude already provided on the prearranged climb out details and continue with the onward frequency also given.

Note: Altering course to fly through/join deadside ensures separation is maintained against visual circuit.

16. Aerobatics within the MATZ. Aerobatics within the Benson MATZ are not routinely permitted in the Benson overhead. Elsewhere in the MATZ, aerobatics are subject to the following conditions:

a. Approval. Approval is required from the AO or his nominated deputy before aerobatics are conducted within the RAF Benson MATZ.

b. Notification. The sqn DA is to ensure that the ATC Supervisor, Stn Ops and the Stn MCO are pre-notified of any planned display flying, role demonstration or formation flypasts at Benson.

17. Benson TACAN. The RAF Benson TACAN is restricted as a navigational aid for the following reasons:

a. Navigational Aid. Restricted as an area aid due to the possibility of unlocks between 075R - 152R and 254R - 261R. Therefore, aircrew are to use caution when using the Benson TACAN as an aid to navigation in that area.




18. Tutor Deconfliction Plan. The Tutor normal operating area is sub-divided into 7 areas as shown on the deconfliction map at Appendix 2. Before flight, Tutor cdrs are to specify their intended area of operation on the deconfliction map in the Tutor Ops Room.

Appendices: 1. RAF Benson RVC. 2. Tutor Deconfliction Chart.






RAF BENSON RADAR VECTOR CHART

UNCONTROLLED COPY






TUTOR DECONFLICTION CHART





Dated 1 Jan 18

UNDERSLUNG LOAD AND JOINT HELICOPTER SUPPORT SQUADRON PROCEDURES

1. USL Areas at RAF Benson. All USL training and practise is to be carried out in the two USL areas at RAF Benson: the North and the South Load Parks (NLP & SLP). Due to noise abatement requirements, the NLP is not to be used after 1800L or ECT, whichever is earlier. USL circuit diagrams are at Appendix 1; these are notional circuits and may be amended to suit wind conditions. Air systems with USLs are to avoid overflying Ewelme, other local villages and the property known as ‘Tinkers Moon’. Hours of operation of these load parks are:

a. NLP. Circuits are to be flown at 500 ft Benson QFE.

(1) Mon-Fri 0800 to 1800 or ECT if earlier.

b. SLP. (Including NATO Ts and Temporary Desert Box). Circuits are to be flown at 500 ft QFE if before ECT, 1000 ft QFE after ECT. If lower circuits after ECT are required, these must have been approved by the COS or his nominated deputy.

(1) Mon-Thu 1800 hrs to 2359 hrs (0800 to 2359 if no FW flying planned).

2. USL Operations. The following points are to be noted:

a. Loads may be transferred between Load Parks.

b. Air systems with USLs are not to overfly air systems or vehicles on the manoeuvring area of the airfield.

c. For USL approaches to RW01RH and departures on RW19, the ATC clearance will include runway occupancy. However, to facilitate use of the rwy, a clearance to remain east of the runway will be given. This clearance is to be read back and adhered to.

d. Prior to load-park activity, air system crews are to make best efforts to contact the JHSS team in the load park using FM, 46.0 MHz.

3. Dual Lane Operations. The NLP has 2 designated lanes positioned either side of the RW06/24. These lanes may be used at the same time. When both lanes are in use the JHSS vehicle will be positioned on RW06/24, therefore the rwy is unavailable to air systems.

4. ISO Container. The ISO container situated in the NLP is to be moved at least fortnightly to minimise damage to the grass.

5. Night Operations. The following procedures are to be used during night operations:

a. The JHSS vehicle is to be parked on the grass to the West of the South Western taxiway.

b. When possible, the JHSS Team should inspect the load park during the day prior to conducting night operations.

c. Lighting devices will be required so that the aircrew can see the marshaller’s signals. The intensity of these lights will vary, depending on the means of vision (e.g. unaided or night vision devices) used by the aircrew.




d. Additional reference lighting for external load operations will be provided by the support unit when requested by the helicopter unit.

6. JHSS Procedures. All procedures are to be conducted iaw ATP49 (F). USL booking requests, and any amendments or cancellations, are to be made by Sqn Ops staff to JHSS Ops (Ext 7591). No more than 2 ac may operate in the Load Parks at any one time, this is due to the close proximity of air systems and number of personal.

7. JHSS Hours of Support. JHSS is tasked by JHC to provide a Heli Handling Team (HHT) to RAF Benson. JHSS hours of operation are as follows:

a. Monday to Thursday 0830 hrs to 0300 hrs.

b. Friday 0830 hrs to 1800 hrs.

8. JHSS Equipment Assurance. The USLs and associated rigging equipment in the Load Park are to be maintained iaw AP 101A. Suitably qualified personnel from JHSS are to check the serviceability and condition of the USLs weekly and maintain a log of expiry dates for the nets in use. Queries, regarding USLs are to be directed to the DOC (Ext 7015).

Appendices: 1. North Load Park Circuit Profile RW01RH. 2. North Load Park Circuit Profile RW19. 3. South Load Park Circuit Profile RW01RH. 4. South Load Park Circuit Profile RW19.






NORTH LOAD PARK CIRCUIT PROFILE RW01RH






NORTH LOAD PARK CIRCUIT PROFILE RW19






SOUTH LOAD PARK CIRCUIT PROFILE RW01RH






SOUTH LOAD PARK CIRCUIT PROFILE RW19





Dated 1 Jan 18

EMERGENCY PROCEDURES

1. ATC Total Power or Radio Failure. In the event of an ATC total power failure the Tower will have limited resources from Standby Power facilities for a maximum of 30 min to enable the recovery of airborne air systems. All airborne air systems will be informed via Benson standby radios, other airfields or D&D. On receipt of this information Stn based air systems are to take the following actions:

a. Stn-based Light FW. Subject to the prevailing weather conditions all stn-based Light FW air systems will be recalled and are to land as soon as possible or divert as required. All taxying air systems are to return to dispersal and close down. In the event of loss of radio comms, all air systems that are able to join visually are to do so iaw procedures. If unable to maintain VMC air systems are to contact D&D for assistance.

b. Stn-based Military RW.

(1) Airborne Air Systems. All stn-based military RW air systems on operational tasking will, if possible, be informed of the power failure and may continue with their sortie.

(2) Departing Air Systems. No stn-based military RW air systems will be permitted to depart, except for Priority 1 tasking, unless permission is given by the AO.

(a) Sqn DAs are to inform Stn Ops of the POB, callsign, endurance and departure heading of the air systems and confirm that the AO has approved the departure.

(b) After start, taxi to the Eastern Grass, turn towards the Tower and flash the landing light when departure clearance is required. The Aerodrome Controller will confirm departure clearance with a green verey flare.

(3) Air systems Recovering with an Emergency Requiring Assistance. Stn-based Military RW air systems recovering with an emergency and requiring assistance are to fire a red verey flare. This will be acknowledged by a green verey flare from ATC. The Aerodrome Controller will take Emergency State 2 action.

c. NPAS(SE)/TVAA Operations. Whilst engaged on operational tasking, NPAS(SE)/TVAA may continue flying during an ATC total power failure. Air systems on departure are to call ATC on the published Tower and Ground frequencies to seek clearance. If no reply is received, RW pilots may depart via Point East, remaining clear of the runway. Arrivals are to call on the published Zone and Tower frequencies requesting permission to join or land. If no reply is received, RW pilots may position for a Point East arrival remaining clear of the runway, including the immediate approach or departure lanes.

2. Air System Total Electrics or Radio Failure. In the event of an electrics or radio failure whilst in VMC, Stn based air systems should squawk Mode 3/A 7600 and comply with the following general rules:

a. RW Air Systems – Day VMC:




(1) Outside the Visual Circuit:

(a) Either flash landing lamp at ATC or fire a red verey on joining the visual cct. Make an approach either to Point East (if approaching from east of RW01RH/19) or Point West (if approaching from west of RW01RH/19). Remain clear of all approach and climb out lanes. Expect a green verey flare from ATC as acknowledgement and a further green verey (subject to landing gear position) on final to indicate clearance to land.

(b) Flash the landing lamp at ATC; on receipt of a flashing white light return to dispersal via Point Hotel.

(2) In the Visual Circuit. Follow the normal circuit patterns until downwind, then descend for a Point East arrival, and follow the instructions above.

b. RW Air Systems – Night VMC: Fly an approach to the Eastern T as per Appendix 1.

c. All FW Air Systems:

(1) If possible, establish the rwy in use and circuit direction, whilst remaining VMC and 1000 ft clear of circuit traffic.

(2) Descend clear of the circuit to join through Initials at 1300 ft QFE. Fly through the deadside at 600 ft QFE, rocking the wings in view of the ATC Tower.

(3) Fly a circuit at 600 ft QFE, expecting a green verey flare from ATC when downwind as acknowledgement and a green verey flare on final as a clearance to land.

(4) If green verey signals are not seen, low approach and rock wings on the deadside again. If a red verey signal is fired, overshoot and circle at 600 ft QFE to await a further green verey flare before making another approach.

d. Stn-based Light FW. The following paragraphs amplify information for all Light FW.

(1) On the Ground. In the event of a radio failure on the ground, abandon the sortie and establish RT contact with ATC using the secondary radio if available. If unable to raise ATC, taxi clear of the rwy and shut down.

(2) Airborne:

(a) Two Radios Fitted, Radio Failure – Inside the MATZ. Continue the sortie with one serviceable main radio.

(b) Two radios Fitted, Radio Failure – Outside the MATZ. Continue the sortie if one radio is serviceable provided that VMC can be continuously maintained. If a VMC recovery to base is impracticable, consider diverting to the nearest suitable airfield.

(c) Total Radio Failure. Carry out the following:

(i) Continue to transmit all calls on the appropriate frequency, prefixing each transmission with “C/s, Transmitting blind …”

(ii) Consider the use of the ILS receiver to listen for messages.




(d) IMC or VMC Above Cloud. If IMC or VMC above cloud carry out one of the following:

(i) Descend to safety altitude and attempt to regain VMC below cloud.

(ii) Fly a self-positioned ILS to RAF Benson.

(3) Further Actions. If unsuccessful, fly left-hand radar triangles until joined by a shepherd air system, or until the prudent limit of endurance at which time the air system should be climbed to a safe height and abandoned.

3. Practice Total Electrics or Radio Failure. Crews intending to practise total electrics failure or radio failure emergency recovery procedures are to tell ATC before each flight and, before commencing recovery they are to inform the Approach Controller, to avoid unnecessary Emergency State 2 action.

4. Night Emergency NATO T. The Eastern NATO T should be used in the event of an emergency at night. This does not preclude the use of the Eastern T by other air systems; however, air systems with a known emergency will be given priority.

Appendix: 1. Electrical & Radio Failure Procedures.






RW NIGHT TOTAL ELECTRICAL AND RADIO FAILURE PROCEDURES




Dated 1 Jan 18 RADAR PROCEDURES OPERATING FROM BRIZE NORTON 1. Benson ATC Operations from RAF Brize Norton. In the event of planned outage/long term unserviceability of the Benson Watchman Radar, suitably qualified Benson controllers will deploy to Brize Norton in order to provide Approach and Director radar services for a negotiable 8-hour window Monday – Friday.

2. IFR. For ac requesting radar services the following will apply:

a. Operations During Flying Window. During the agreed flying window:

(1) Crews are to notify IFR requirements through the DA to ATC.

(2) Benson squawks will be allocated as normal, with frequencies 356.12 MHz or 136.450 MHz being utilised.

(3) Crews can expect a delay in identification on departure from Benson due to the limits of radar coverage.

(4) All IFR recoveries will be flown on the Benson QFE as normal.

(5) Crews should expect a longer feed in to due to the extra time taken to hand over to Talkdown.

(6) (P)SPC and Rad 2 Vis, which would normally be 500ft below the TSL, will not be provided due to limited radar coverage.

(7) Radar services will be reduced beyond 20 nm range (of Brize Norton) due to the limits of radar coverage.

b. Missed Approach Procedure. In the event of a Missed Approach – air systems are to climb ahead to 2000ft Benson QFE, contact Benson Radar 356.12 MHz or 136.450 MHz.

c. Services Outside of the Established 8- Hour Flying Window. Monday – Friday, controllers will operate from Benson without the use of Primary Radar. Whilst IFR departures and recoveries will be permitted and all services are available, crews are to be aware that TS and DS will be reduced due to operating SSR Alone.

3. Benson ATC Operations from RAF Brize Norton - VFR. At all times VFR departures and recoveries requiring a BS will be controlled by the Approach Controller on #3 (376.65MHz).

RAF Benson Defence Aerodrome Manual R-1


Annex R to RAF Benson DAM Dated 1 Jan 18

ANNEX R: ORDERS FOR THE REPORTING PROCEDURES TO ADVISE NO1 AIDU OF ANY PERMANENT CHANGES TO AERODROME INFORMATION 1. Any requests for permanent changes to aerodrome information are to be submitted via email to SATCO and OC Station Operations Squadron. Following consultation with relevant agencies, approved changes will be passed to the RAF Benson Aeronautical Information Cell (AIC) for onwards transmission to No1 AIDU. NOTAMs will be issued to inform all personnel of approved changes. It is the responsibility of all personnel to inform Station Operations Squadron of any errors identified in current aerodrome information documents at the earliest possible opportunity. 2. RAF Benson AIC will monitor approved amendments until re-publication of the relevant document(s). 3. Further information on reporting procedures is contained in the UK AIP/Mil AIP.


mailto:ben-opswg-stnops-oc

http://www.nats-uk.ead-it.com/public/index.php.html

https://www.aidu.mod.uk/Milflip/products/Current_AIRAC/UkMilaip/launch_aip.htm

RAF Benson Defence Aerodrome Manual R-2




RAF Benson Defence Aerodrome Manual S-1


Annex S to RAF Benson DAM Dated 1 Jan 18

ANNEX S: AERODROME SERVICEABILITY INSPECTIONS 1. The table below details the requirement for and actions following aerodrome serviceability inspections at RAF Benson.

Aerodrome Serviceability Inspections - Orders

8.2.1 Comprehensive inspections of the movement area are conducted by an Aerodrome Controller.

8.2.1.1 An inspection of the aerodrome is conducted before commencement of day and any planned station night flying.

8.2.1.2 All surfaces are assessed for air system and vehicle operations.

8.2.1.3 Worn or obliterated markings and signs are reported to OC Works Services and the Sup/ATCO IC.

8.2.1.4 Work in progress and obstructions are identified and marked.

8.2.1.5 Unserviceabilities of airfield lighting are reported to the airfield electrician, entered into the lighting logbook and that the Sup/ATCO IC is informed.

8.2.1.6 The FOM is informed of any grass cutting or sweeping required.

8.2.1.7 All Load Park objects are within the Load Park parameters.

8.2.2 All inspections are logged in the ATC logbook, including any issues raised.

8.2.3

8.2.3.1 Issues are reported to the relevant section Subject Matter Expert (SME).

8.2.3.2 Sweeping requests are logged and passed to ASMT for action.

8.2.3.3 Works requests are reported through the correct channels (SEAT/Carillion helpdesk). A record of the request and subsequent actions is maintained by the ATC FOM.


RAF Benson Defence Aerodrome Manual S-2




RAF Benson Defence Aerodrome Manual T-1


Annex T to RAF Benson DAM Dated 1 Jan 18

ANNEX T: AERODROME TECHNICAL INSPECTIONS 1. The table below details the requirement for and actions following aerodrome serviceability inspections at RAF Benson.

Aerodrome Technical Inspections - Orders

8.3.1 Routine inspections of the technical equipment (transmitters, receivers, ILS etc) with precision navigation aids being calibrated by a flight check air system are conducted accordance with AP 600-Royal Air Force Information CIS policy and relevant SPS.

8.3.2 Rwy, taxiway and obstruction lights, along with PAPIs and aerodrome traffic lights are inspected daily.

8.3.3 All earthing points are checked annually by Carillion.

8.3.4 Manoeuvring Areas and drainage are inspected, maintained and repaired in accordance with DIO guidance. Aquatrine maintain external drainage systems on site – This is a reactive maintenance contract. There are no regular inspections.

8.3.5

All aerodrome signs are inspected weekly by ATC and monthly by DIO SME. All defects should be reported through the Carillion Helpdesk on 0800 707 6000 from civilian telephone networks. They are addressed in accordance with priority matrix. The Helpdesk will inform the individual reporting the fault what priority number the job has been given with a confirmed response time.

8.3.6 Aerodrome lighting along with other essential equipment is backed up by stand-by power system. The stand-by power system is to be inspected daily with a switchover test being carried out weekly, which is covered under Carillion pre-planned maintenance regime.

8.3.7 All ARFF vehicles and equipment are inspected and tested daily in accordance with MT, manufacturer’s instructions and MOD policy. Unserviceabilities are reported to the relevant agencies through MT Control or DFRMO.

8.3.8 The Crash Ambulance and associated equipment is inspected and tested in accordance with MT, manufacturer’s instructions and MOD policy. Unserviceabilities are reported to the relevant agencies through MT Control or Medical & Dental Support Squadron.

8.3.9

The duty AWCU Operator is responsible for a daily inspection and report, to ATC, on the serviceability of the following equipment: AWCU vehicle, Scarecrow equipment, radio equipment, all Weapons, inc Verey pistol with BSC adaptor. Vehicle maintenance is carried out in accordance with manufacturer’s recommendations. For the full bird control management plan please see Enclosure 1 to Annex AA.

8.3.10

Traffic lights, for the control of airside vehicles, are inspected daily during the morning inspection and prior to any station night flying. Any fault should be immediately recorded with the Help Desk on 01276 414040 from civilian telephone networks or 94261 4040 from military networks.

8.3.11

Annual review of Aerodrome Driving orders is undertaken by SATCO. Training is carried out by ATC personnel every Wednesday at 1415 in the 33 Sqn briefing room. Details can be obtained from ATC on 01491 827017 from civilian telephone networks or 95261 7017 from military networks.


RAF Benson Defence Aerodrome Manual T-2




RAF Benson Defence Aerodrome Manual U-1


Annex U to RAF Benson DAM Dated 1 Jan 18

ANNEX U: PROTECTION OF RADAR AND NAVIGATION AIDS 1. Only authorised personnel are allowed access to aerodrome navigation aids. Anyone requiring access must contact the GRMS SNCO on 01491 837766 Ext 7457 from civilian telephone networks or 95261 7457 from military networks, or the Duty technicians on Civ: 01491 837766 Ext 7410, Mil: 95261 7410.


RAF Benson Defence Aerodrome Manual U-2




RAF Benson Defence Aerodrome Manual U-1-1


Appendix 1 to Annex U RAF Benson DAM Dated 1 Jan 18

RAF BENSON ATM EQUIPMENT TECHNICAL SAFEGUARDING – INFRINGEMENT DETAILS32 Watchman Radar (Primary)

Map Number

Infringement Eng Appraisal/Request

Concession Status, Type of Concession

Concession Review / Expiry

Aerodrome Operator Assessment of Impact on

Air Safety

1 Anemometer BEN/15/007 BEN/15/019/CC Permanent No credible RtL

2 Glide Slope BEN/15/008 BEN/15/016/CC Permanent No credible RtL

3 Receiver Mast BEN/15/009 BEN/15/019/CC Permanent No credible RtL

4 ABACUS Mast BEN/15/010 BEN/15/019/CC Permanent No credible RtL

5 ATC/Fire/GRMS BEN/15/011 BEN/15/019/CC Permanent No credible RtL

6 VVLP1 Bldgs 81, 82 and 84.

BEN/15/012 BEN/15/019/CC Permanent No credible RtL

7 Local Benson buildings and

vegetation


ILS Glideslope

Map Number





Air Safety

1 Domestic Housing and Vegetation

exceeding 8m

BEN/15/001 BEN/15/022/CC BEN/15/023/CC

1a Permanent 1b Temporary

1/12/16 (Resubmission pending)

No credible RtL

32 AP 600 3rd Edition




ILS Localiser

Map Number





Air Safety

1 Wooden perimeter fence


2 Ancient woodland


3 Multiple hangars BEN/15/004 BEN/15/002/CC Permanent No credible RtL

4 VVLP antennas attached on

multiple hangars


5 Airfield perimeter fence


6 Extension to hanger 82

BEN/15/044/045 BEN/15/003/CC Permanent No credible RtL

TACAN

Map Number





Air Safety

1 HRDF & PAR BEN/13/007 BEN/13/007 Permanent – all 5 infringements noted on map contained within concession.

No credible RtL

PAR

Map Number





Air Safety

1 Watchman tower

BEN/15/22 BEN/15/007/CC Permanent Awaiting Eng Appraisal and concession

No credible RtL




certificate

2 Watchman MTI marker

BEN/15/23 BEN/15/007/CC Permanent Awaiting Eng Appraisal and concession

certificate

No credible RtL

3 Buildings within Benson village

BEN/15/24 BEN/15/007/CC

BEN/15/008/CC

Permanent

Temporary

Under Review

No credible RtL

4 Air systems and vehicles

N/A N/A No permanent infringement (moving

vehicles)

No credible RtL

5 Contents of load park

N/A N/A No permanent infringement

No credible RtL

6 Buildings on Stn boundary

BEN/15/25 BEN/15/005/CC Temporary Under Review No credible RtL

HRDF

Map Number





Air Safety

1 TACAN BEN/15/017 BEN/15/006/CC Permanent No credible RtL

2 Stn generator plant


3 Exelis PAR BEN/15/019 BEN/15/006/CC Permanent No credible RtL

4 2x mobile phone masts


5 Fuel bund BEN/15/021 BEN/15/006/CC Permanent No credible RtL

RADIO TRANSMITTERS

Map Number





Air Safety

1 Civilian domestic and





commercial buildings

2 Civilian domestic property




4 Grain Silos BEN/15/29 BEN/15/018/CC Permanent No credible RtL



6 Civilian domestic properties


RADIO RECEIVERS

Map Number





Air Safety

1 3x ISO containers, 2x

skips



BEN/15/35 BEN/15/011/CC BEN/15/010/CC

Permanent Temporary (Trees)

Under Review

No credible RtL

3 ATC, Fire Section, GRMS



5 Met office equipment,

anemometer, windsock


6 Civilian domestic





properties

7 Golf club BEN/15/40 BEN/15/012/CC Permanent No credible RtL

8 Watchman radar


9 GRMS garage BEN/15/42 BEN/15/012/CC Permanent No credible RtL



ABACUS

Map Number





Air Safety

1 ATC,Fire Section, GRMS


2 Golf Club BEN/15/57 BEN/15/014/CC Permanent Temporary (Trees)

Under Review

No credible RtL




skips

BEN/15/59 BEN/15/014/CC BEN/15/015/CC

Permanent No credible RtL

5 Receiver Site BEN/15/60 BEN/15/014/CC Permanent No credible RtL




7 Watchman BEN/15/62 BEN/15/014/CC Permanent No credible RtL

8 GRMS Garage BEN/15/63 BEN/15/014/CC Permanent No credible RtL






ATC

Map Number





Air Safety

1 ATC,Fire Section, GRMS


2 Golf Club BEN/15/50 BEN/15/013/CC Permanent

No credible RtL




skips

BEN/15/46 BEN/15/013/CC

Permanent No credible RtL

5 Receiver Site BEN/15/49 BEN/15/013/CC Permanent No credible RtL




7 Watchman BEN/15/55 BEN/15/013/CC Permanent No credible RtL

8 RPAR BEN/15/53 BEN/15/013/CC Permanent No credible RtL

9 RPAR MTI Marker






Appendix 2 to Annex U RAF Benson DAM Dated 1 Jan 18

RAF BENSON ATM EQUIPMENT TECHNICAL SAFEGUARDING – INFRINGEMENT MAPS Watchman Radar (Primary)

Figure 28

1

5 4

6

6 6

2

3




ILS Glideslope

Figure 29

1




ILS Localiser

Figure 30

4

4

1

4

3

5

2




TACAN

Figure 31

4

3 1

2

5




PAR

Figure 32

HRDF

1

5

4

4

3

2

6

3 4




Figure 33

Radio Transmitters

Figure 34

2

4 5

1 3

1 2 3

4 5

6

6




Radio Receivers

Figure 35

1

2

3 4

8

5

6

7

9

10

6

6


RAF Benson Defence Aerodrome Manual V-1


Annex V to RAF Benson DAM Dated 1 Jan 18

ANNEX V: SURVEILLANCE EQUIPMENT MAINTENANCE AND MONITORING – ORDERS 1. To ensure that all surveillance equipment at RAF meets the required service schedules the orders in AP 600, in conjunction or direction from the RAF High Wycombe Engineering Role Office are strictly enforced and adhered to. 2. Local orders, within this annex for the maintenance and monitoring of surveillance equipment have been produced in accordance with extant Support Policy Statements (SPS), AP 600 and in conjunction with the RAF High Wycombe Engineering Role Office. 3. All RAF Benson GRMS navigation aids & associated equipment are checked on a daily basis to ensure optimum performance, if during this these checks any fault is found to be present the duty GRMS Shift Technicians aim to rectify any fault promptly in accordance with AP 600 or relevant equipment AP references. 4. During normal working hours ATC have control of the navigation equipment and ground to air communications; if during this period a fault is suspected ATC would report all changes to the operational status to the Aquilla Helpdesk on 01329 722711 who with intern inform GRMS. 5. Any airfield operator who believes there may be a fault with a particular system should report it immediately to either ATC or GRMS.


RAF Benson Defence Aerodrome Manual V-2




RAF Benson Defence Aerodrome Manual W-1


Annex W to RAF Benson DAM Dated 1 Jan 18

ANNEX W: NAVIGATION EQUIPMENT MAINTENANCE AND MONITORING - ORDERS 1. To ensure that all navigation and approach aid equipment at RAF Benson meets the required service schedules the orders in AP 600, in conjunction or direction from the RAF High Wycombe Engineering Role Office are strictly enforced and adhered to. 2. Local orders for the maintenance of navigational and approach aid equipment have been produced in accordance with extant Support Policy Statements (SPS), AP 600 and in conjunction with the RAF High Wycombe Engineering Role Office. 3. All RAF Benson GRMS navigation aids & associated equipment are checked on a daily basis to ensure optimum performance, if during this these checks any fault is found to be present the duty GRMS Shift Technicians aim to rectify any fault promptly in accordance with AP 600 or relevant equipment AP references. 4. During normal working hours ATC have control of the navigation equipment and ground to air communications; if during this period a fault is suspected ATC would report all changes to the operational status to the Aquilla Helpdesk on 01329 722711 who with intern inform GRMS. 5. Any airfield operator who believes there may be a fault with a particular system should report it immediately to either ATC or GRMS.


RAF Benson Defence Aerodrome Manual W-2




RAF Benson Defence Aerodrome Manual X-1


Annex X to RAF Benson DAM Dated 1 Jan 18

ANNEX X: AERODROME WORKS SAFETY 1. The table below details the requirement for and actions regarding the control and supervision of work in progress on the aerodrome at RAF Benson.

Aerodrome Works Safety – Orders

8.7.1

Work in Progress (WIP) Records. ATC and the Duty Operations Controller (DOC) display WIP on a plan of the aerodrome and hold details of works being undertaken. WIP records are to be maintained in accordance with RA 3266 – Aerodrome Maintenance.

8.7.2

WIP Book. A WIP Book is established iaw RA 3266 – Aerodrome maintenance and held within ATC. Details of the WIP are recorded and accuracy of the details confirmed by signature of ATCO IC and the WIP representative. Details are given to the DOC who disseminates to the squadron operations staff.

8.7.3 WIP Briefings. ATCO IC briefs all WIP representatives prior to commencement of the works. Details are recorded in the WIP Book. The briefing is to include, as a minimum, the following details:

8.7.3.1 Limits of the work area

8.7.3.2 Direction of air system movements

8.7.3.3 Route to be taken by works vehicles

8.7.3.4 Parking area for works vehicles and equipment

8.7.3.5 Control to be exercised over works vehicles and workers

8.7.3.6 Signals to be employed

8.7.3.7 FOD prevention

8.7.4

Control Measures. When work is to be carried out on the aerodrome and it is not possible to stop flying, personnel will be briefed by ATC as to correct procedures that the particular work requires, prior to them commencing any work. Information will then be placed in the WIP Book to confirm that personnel have been suitably briefed. Where work affects the running of the Aerodrome, ATC are responsible for contacting those that will be affected, whoever they may be, as to the specific action that they should take in order to safeguard working personnel.

8.7.5

Grass Cutting. A long grass policy is maintained at RAF Benson; the grass cutting is the responsibility of Work Services. ATC is informed in the morning if any grass cutting is to take place. For more information contact the ATC Switchboard on 01491 827017 from civilian telephone networks or 95261 7017 from military networks.


RAF Benson Defence Aerodrome Manual X-2



RAF Benson Defence Aerodrome Manual Y-1


Annex Y to RAF Benson DAM Dated 1 Jan 18

ANNEX Y: CONTROL OF ENTRY AND ACCESS TO UNIT 1. General rules. All visitors entering the Unit must have a valid reason for doing so. The Unit is subject to patrols by both live armed Guards and Military Working Dog Teams. It is imperative that visitors comply immediately and fully with all instructions given by Station Guard personnel or Military Working Dog Handlers. 2. Civilian access. No civilian is allowed on the Unit except when:

a. Visiting on official business (including traders authorised to trade on the Unit and drivers of delivery vehicles). b. Visiting as a guest of an officer, airman or civilian member of the permanent staff.

c. Visiting as a guest of a Service person or dependant in SFQs.

d. Employed at the Unit.

e. Specifically authorised for a particular visit.

f. He/She is a civilian member of any Benson Mess. The civilian Mess member is then restricted to those parts of the Mess open to civilian members and to the shortest route from the public road to the Mess.

3. Visitor arrival and documentation. On first arrival, a visitor to the Unit, either Service or civilian, is to report to the Main Guardroom and show their identification. The holder of one of the following forms of identification will not require an RAF Benson produced SISyS pass, other than a car permit:

a. An FMOD 90. b. An RAF 2185 (Civil Service).

c. An MOD 7400 (Married Dependant).

d. A MOD Contractor UK Civilian ID Card.

e. An RAF Benson-produced SISyS permanent pass with the Unit trigram.

f. A MOD Generic contractor’s pass displaying the trigrams BBB or WWW.

g. Civilian or MoD Police Officer on production of Warrant card.

h. BT Engineers on production of BT ID Card.

i. Defence Vetting Agency Staff on production of DVA ID Card.

j. HM Revenue and Customs on production of Warrant card.

RAF Benson Defence Aerodrome Manual Y-2


Note that ownership of one of the above forms of ID does not necessarily constitute a valid reason for being granted entry to RAF Benson. Personnel with any of the above ID must have a valid reason for entering the Unit. 4. Proof of identification. In the event that a visitor requires an RAF Benson pass and/or permit and they do not have the passes/identification defined above they must produce at least one of the following acceptable forms of identification:

a. Full British Passport. (Foreign passport holders are to be escorted). b. Full British Driving Licence.

c. Full Non UK Passport or Non UK Photo Identification (escorted access only is allowed).

Or two of the following:

a. National insurance card. b. Original birth certificate issued within 6 months of the date of birth.

c. Proof of residence i.e. utilities bill.

d. Credit or cheque card.

e. Bank statement.

f. Valid vehicle registration document.

g. Valid NHS card.

5. Access where proof of identification is unavailable. Anyone who is unable to produce one of these acceptable forms of identification will be refused entry to the Unit unless their image has already been captured on the SISyS computer system, or the MGR staff can contact the host who can confirm that they are expecting the visitor, that the visit is essential and that they will escort the visitor at all times whilst on the Unit. 6. Contact details. Further information may be obtained from:

a. The Station Security Officer on 01491 837766 Ext 7488/7466 from civilian telephone networks or 95261 Ext 7488/7466 from military networks. b. Passes and Permits Office on 01491 827247 from civilian telephone networks or 95261 7247 from military networks.


RAF Benson Defence Aerodrome Manual Z-1


Annex Z to RAF Benson DAM Dated 1 Jan 18

ANNEX Z: AERODROME USERS – VEHICLE AND PEDESTRIAN CONTROL ORDERS 1. Orders for the control of vehicular and pedestrian traffic on the aerodrome are written, in accordance with guidance contained in RA 3262(1). Before personnel can manoeuvre on the aerodrome they must undergo formal training, pass an examination (100% pass mark) and complete an aerodrome familiarisation tour. Orders for manoeuvring on the aerodrome are contained at Annex E to Station Standing Orders part 2. Due to the requirement for training and examination; and for the avoidance of confusion this Annex does not contain the aerodrome access orders or links to them.

Aerodrome Users - Vehicle and Pedestrian Control

8.9.0 Please see Station Standing Orders part 2, Annex E, part 2 paragraph 1

8.9.1 Please see Station Standing Orders part 2, Annex E, part 2 paragraph 1.a.

8.9.2 Please see Station Standing Orders part 2, Annex E, part 2 paragraph 1.b.

8.9.3 Please see Station Standing Orders part 2, Annex E, part 2 paragraph 16.

8.9.4

Aerodrome access briefs. Orders for obtaining and renewing an Aerodrome Access Permit (AAP) are at Station Standing Orders Annex E Part 1. Aerodrome access training is carried out by ATC personnel every Wednesday at 1415 at 33 Sqn. Personnel are to book a place via MOSS. http://cui1-uk.diif.r.mil.uk/r/590/ATC/AIRFIELD%20DRIVING/Forms/AllItems.aspx Contact ATC on 01491 827017 from civilian telephone networks or 95261 7017 from military networks.

8.9.5 Access routes. Please see Station Standing Orders part 2, Annex E, part 2, paragraph 12.

8.9.6 Orders for airside vehicle control. Please see Station Standing Orders part 2, Annex E, paragraphs 6-18 and 20-22.

8.9.7 Additional orders for drivers on aprons. Please see Station Standing Orders part 2, Annex E, part 2, paragraph 16.

8.9.8 Additional Orders for the Control of Airside Vehicles at Night. Please see Station Standing Orders part 2, Annex E, part 2 paragraph 11.

8.9.9

Orders for Pedestrians. The Aerodrome is not a suitable place for pedestrians and would constitute a hazard to both personnel and equipment. Pedestrians are therefore forbidden from walking on any part of the aerodrome; the only exceptions to this rule are where pedestrian access is required in order for the operation of day-to-day duties, or under supervision where passengers are loading/unloading air systems; the second exception being the use of the golf course on the aerodrome, which has its own regulations.

8.9.10

Orders for Pedal Cyclists. Personnel not in possession of a current aerodrome access permit are forbidden to drive any vehicle, including cycles, on the air system movement area. Cyclists with an in-date aerodrome access permit are permitted to use Route 1 and 2 (whichever is in use) for transiting between ATC and the Station only, entering and exiting via Hangar A as with vehicles.

http://cui1-uk.diif.r.mil.uk/r/590/ATC/AIRFIELD%20DRIVING/Forms/AllItems.aspx

http://cui1-uk.diif.r.mil.uk/r/590/ATC/AIRFIELD%20DRIVING/Forms/AllItems.aspx


RAF Benson Defence Aerodrome Manual Z-2


8.9.11 Orders for Riders / Dog Walkers / Runners / etc. Due to the potentially hazardous nature of many areas of the aerodrome, riders/dog walker/ runners and the like are not permitted to use any part of the aerodrome.

8.9.12 Signals for the Control of Vehicles and Pedestrians. Please see Station Standing Orders part 2, Annex E, part 2 paragraphs 6, 13 and 14.

8.9.13 Speed Limits. Please see Station Standing Orders part 2, Annex E, part 2 paragraph 3.


RAF Benson Defence Aerodrome Manual AA-3


Annex AA RAF Benson DAM Dated 1 Jan 18 ANNEX AA: WILDLIFE MANAGEMENT (BIRDS) ORDERS 8.10. Aerodrome Wildlife Management (Birds). The Senior Air Traffic Control Officer (SATCO) is the designated officer for all aerodrome wildlife control service contracts and is responsible to the Station Commander for all matters relating to the wildlife control task. The day-to-day management and effective implementation of the RAF Benson Aerodrome Wildlife Control Management Plan is the responsibility of the Aerodrome Wildlife Control Manager (AWCM) provided by Safeskys Ltd and DIO.

Aerodrome Wildlife (Birds) Management

8.10.1

The presence of birds on, or in the vicinity of, the aerodrome should be minimised as much as possible. To help create a sterile bird environment the Aerodrome Wildlife Control Unit (AWCU) complete the following duties:

a. Monitor bird movements on the airfield.

b. Clear overnight bird activity before flying operations commence.

c. Conduct regular patrols in AWCU vehicles to encourage birds to disperse.

d. Inform ATC via MRE of any bird activity seen on or in the vicinity of the aerodrome that is pertinent to the pilot.

To ensure that flocks of birds do not habituate on the aerodrome DIO implements a programme of habitat management. This deters birds from becoming resident on the airfield and reduces the overall bird population within the aerodrome boundary. Proactive seasonal bird control activities are conducted to continually manage bird and habitat issues in accordance with the MADS.

8.10.2

The main method of recording wildlife activities on Benson airfield is via information written in the MOD Form 6658 (Wildlife Control Log). The AWCU record activity at 15 minute intervals throughout the hours of operation as required by Battlespace Management (BM) Orders. The AWCM compiles the Monthly Bird Report in accordance with BM Orders. The report contains bird counts (including individual species and numbers), details of all birdstrikes, habitat management information on bird control activity and SATCO comments.




8.10.3

The AWCM is responsible for maintaining close liaison with local ornithological societies, Station executives, DIO, local authorities, landowners and tenant farmers whose land abuts the aerodrome. This should include establishing a good rapport concerning identification and dispersal of local bird concentrations, the elimination of bird food sources and other topographical features which might attract birds to the aerodrome vicinity.

8.10.4

The AWCM is responsible for co-ordinating the safe use of bird scaring equipment, ensuring it complies with current regulations. Additionally, the AWCM ensures compliance with all safety procedures for weapons and ammunition and coordinates the supply, issue and accounting of all ammunition.

8.10.5

The duty Aerodrome Wildlife Control Operative (AWCO) is responsible for inspecting, checking and reporting on the serviceability of the equipment listed below. All equipment is to be properly serviced in accordance with current servicing schedules and any unserviceability is to be rectified promptly.

a. AWCU vehicle.

b. Scarecrow equipment.

c. Radio equipment.

d. Shotgun.

e. Air rifle.

f. Verey pistol with BSC adaptor.

g.

8.10.6 The AWCM is responsible for ensuring that all AWCU personnel are trained in the use and safe handling of the bird scaring equipment.

8.10.7 The AWCM is responsible for ensuring that bird hazard warnings are issued in accordance with the procedures published in FLIPS.

8.10.8 SATCO is responsible for ensuring that the AO is aware of any concerns or issues with regards to bird control at the aerodrome.

8.10.9 SATCO and the AWCM are responsible for ensuring that all wildlife strikes are reported on a DASOR.

8.10.10 When necessary the AWCM seeks specialist advice from SO2 A3/5 ATM or DEFRA.




8.10.11 The AWCM is responsible for ensuring that the MOD Form 6658 (Wildlife Control Log) is completed correctly.

A comprehensive set of local orders for Wildlife Management are contained at Enclosure 1. Enclosure: 1. RAF Benson Aerodrome Wildlife Control Management Plan


RAF Benson Defence Aerodrome Manual AA Enclosure 1-1


Enclosure 1 to Annex AA RAF Benson DAM Dated DD MM YY RAF BENSON AERODROME WILDLIFE CONTROL MANAGEMENT PLAN Aim & Applicability 1. RA 3270 directs all units to have an Aerodrome Wildlife Control Management Plan and the Manual of Aerodrome Design & Safeguarding (MADS) provides guidance on habitat management. This Aerodrome Wildlife Control Management Plan (AWCMP) details how this policy is met at RAF Benson. Birdstrike Risk Management 2. The Ministry of Defence, by policy, conforms to ICAO Standards and operating procedures provided that they do not conflict with military requirements. ICAO Annex 14 states that “when a birdstrike hazard is identified at an aerodrome, the appropriate authority will take action to decrease the number of birds constituting a potential hazard to aircraft operations by adopting measures for discouraging their presence on, or in the vicinity of, an aerodrome”. 3. The object of birdstrike risk management is to implement those measures necessary to reduce the birdstrike risk to a level which accords to the ALARP principles within MOD Risk Management. 4. The RAF Benson Birdstrike Risk Assessment Matrix shown in Table 1 was produced in Aug 2017. It has been produced utilising the data from recorded birdstrikes on the airfield since 2010. The chart indicates the current bird population situated on the airfield against the severity of collision. For example, there are large populations of Red Kites and, due to their size, their impact on Station-based aircraft is considered high.

Table 1 – RAF Benson Birdstrike Risk Assessment Matrix Aug 17

Severity of Collision

Bird Population on Airfield

Very High High Moderate Low Very Low

Very High

High Red Kite

Moderate Crow

Low Black-Headed Gull




5. The main mitigating factor to reduce the birdstrike risk is the effective implementation of the guidance provided in the MADS, Battlespace Management (BM) Orders, CAP 772 (Wildlife Hazard Management at Aerodromes) and Technical Bulletin 97/34 (Grounds Maintenance Long-Grass Management on MOD (RAF) Aerodromes). These documents set out bird control techniques, policy on habitat management and other ornithological information. Roles and Responsibilities 6. Aerodrome wildlife control services at RAF Benson are provided by Safeskys Ltd who operate under contract to the MOD. The roles and responsibilities of the SATCO, Aerodrome Wildlife Control Manager (AWCM) and Aerodrome Wildlife Control Operative (AWCO) can be found at Annex A. 7. DIO is responsible for managing all aspects of the grounds maintenance contract. 8. The AWCM and DIO are to ensure that all habitat management activity on the airfield is coordinated in advance with ATC and that all external contractors are supervised for the duration of their work on the airfield. Aerodrome Wildlife Control Unit (AWCU) Training 9. AWCU personnel training and appraisals are conducted by the AWCM. Training consists of 2-6 weeks on the job training with the AWCM dependent on previous experience. A final assessment is conducted by the AWCM to assess that the AWCO is safe and competent; a certificate of competency is awarded and is held in the AWCU office. 10. Every 6 months the AWCM completes an appraisal on each AWCO to ensure that they are still safe and competent. Safeskys Ltd also provides annual refresher training to all RAF Benson AWCU personnel. Assurance 11. An RAF Benson Habitat Management meeting is held at the beginning of every year. During this meeting the previous year’s grounds maintenance activity is reviewed for effectiveness and a plan of activity for the year ahead is agreed. The meeting attendance list includes SATCO, DIO, CA, the Grounds Maintenance Contractor and the AWCM. Throughout the year SATCO meets regularly with the AWCM and the Grounds Maintenance Manager to review progress and agree specific dates for key grounds maintenance activity. 12. A wildlife report and record of bird statistics is produced by the AWCM monthly. SATCO reviews and comments on the report highlighting any particular issues with wildlife control or grounds maintenance activity. This report is sent to the BM Force HQ and Birdstrike Management Ltd by the 10th day of each month.

Dove

Very Low Swallow




13. Second Party Assurance is conducted by Birdstrike Management Ltd on behalf of HQ Air every 18 months. Recommendations from the resultant report are recorded on a Periodic Standards Check Tracker and are monitored to completion by SATCO. In addition, BM Staneval audits ATC against compliance with the MADS every 18 months. Bird Control 14. The presence of birds on, or in the vicinity of, the aerodrome should be minimised as much as possible. To help create a sterile bird environment the AWCU complete the following duties:

a. Monitor bird movements on the airfield.

b. Clear overnight bird activity before flying operations commence.

c. Conduct regular patrols in AWCU vehicles to encourage birds to disperse.

d. Inform ATC via MRE of any bird activity seen on or in the vicinity of the aerodrome that is pertinent to the pilot.

Permissions and Licenses 15. The AWCM is to ensure that all licences for the culling of birds are up to date and have copies available for audit in the AWCU office. Licences are to be obtained through Natural England by the AWCM. 16. RAF Benson holds a class licence which permits registered persons, and other persons authorised to act on their behalf, to kill the wild birds listed in the licence (and destroy their nests and eggs) for the purpose of preserving air safety. The following conditions apply:

a. Culling is to be limited to the minimum necessary for the purpose of preserving air safety.

b. Any birds killed in accordance with the licence must be killed in a quick and humane manner.

c. A record is to be maintained and kept for at least five years, of all birds culled, all nests destroyed and all eggs taken or destroyed. A summary is to be submitted to the Regional Manager at the end of each calendar year for onward dissemination to Natural England Technical Services. Nil returns are required.

17. In addition to the general class licence, RAF Benson also holds a licence for Schedule 1 birds which permits the AWCM to kill 3 Red Kites per annum for the purpose of preserving air safety. This licence is renewed annually through Natural England by the AWCM.




Birdstrike reports 18. After a suspected or actual birdstrike at or in the vicinity of the airfield, the on duty AWCO is to liaise with the maintenance organisation and the pilots involved in order to gather information which is then to be entered in the Wildlife Control log. The pilot or maintenance organisation should submit a DASOR through ASIMS including the Birdstrike Report form. When requested by the ATC Safety Management Team, the AWCM should provide specialist input to assist with any subsequent investigation. 19. When bird remains are not identifiable they are to be despatched to Birdstrike Management Ltd (BML) for formal identification. In order to minimise postage costs, a wing is sufficient for positive identification, it is not necessary to send the whole bird. When despatching bird remains to BML, units are to ensure that they are securely sealed and properly packed in an appropriate sized air-tight plastic bag which is clearly labelled to indicate the date of the incident to which the bird remains relate, the name of the reporting unit, and the type and tail number of the aircraft involved. A dedicated email service ([email protected]) for the photographic identification of bird remains is also available. 20. Information regarding birdstrike reports should be collated by the AWCM and included within the monthly wildlife report. Habitat Management 21. To ensure that flocks of birds do not habituate on the aerodrome DIO implements a programme of habitat management. This deters birds from becoming resident on the airfield and reduces the overall bird population within the aerodrome boundary. Proactive seasonal bird control activities are conducted to continually manage bird and habitat issues in accordance with the MADS. Examples of this are:

a. Bottoming out of grass every year in spring to remove old grass growth and thatch.

b. Maintaining airfield Long Grass33 within the aerodrome boundary except in

pre-agreed areas where grass is kept below 100mm for radio site protection34. c. Analysing soil samples to determine fertiliser requirements. d. Applying selective herbicide and fertiliser in accordance with soil test results. e. Applying herbicide to disused runway and dispersal areas. Rabbit & Hare Control

33 Between 150-200mm iaw MADS.

34 IAW JSP604 Leaflet 3032 – MOD Radio Site Clearance Protection.





22. Benson airfield is densely populated by rabbits and hares, with warrens present in the various grassed mounds surrounding the airfield. CA are responsible for routine culling and this should take place between the months of Nov and Mar; this period falls outside of the normal breeding season for rabbits. Additional culls will be requested if rabbits and hares continue to pose an air safety risk. Mole Control 23. Mole hills are occasionally seen at Benson airfield but they do not pose a significant problem. ATC is to request a specialist mole catcher through CA if mole activity is seen. Recording of wildlife 24. The main method of recording wildlife activities on Benson airfield is via information written in the MOD Form 6658 (Wildlife Control Log). AWCO record activity at 15 minute intervals throughout the hours of operation as required by BM Orders. The following information is to be included: a. AWCU operating times and record of bird control activities throughout each

watch period.

b. Details of the weather and all significant changes in the weather throughout each watch period.

c. Details of wildlife activity on and in the immediate vicinity of the aerodrome and

the dispersal action taken.

d. Details of any birdstrike which occurs either on or in the immediate vicinity of the aerodrome, or off-base, and the subsequent action taken.

e. Details of habitat control measures undertaken.

f. Record of specific aerodrome grass policy activities.

g. Details of any environmental changes which might affect local wildlife movement or behaviour patterns.

h. Details of field tasks undertaken by AWCU personnel at local breeding, feeding or roosting sites, and any other off-aerodrome activities affecting the primary task.

i. Details of all bird and rodent pest control tasks undertaken on the aerodrome.

j. Administrative details concerning the wildlife control effort i.e. equipment unserviceabilities, expendable stores used and vehicle mileage. k. Record of all birds killed, and nests and eggs destroyed. AWCU Equipment




25. Orders for the use of the AWCU vehicle, shotgun, air rifle and verey pistol with BSC adaptor modification can be found at Annex B.


RAF Benson Defence Aerodrome Manual AA Enclosure 1 A-1


Annex A to RAF Benson AWCMP

Dated 1 Jan 18 ROLES AND RESPONSIBILITIES 1. Responsibilities of SATCO. SATCO is the designated officer for all aerodrome wildlife control service contracts and is responsible to the Station Commander for all matters relating to the wildlife control task. The day to day management and effective implementation of the Aerodrome Wildlife Control Management Plan (AWCMP) is the responsibility of the Aerodrome Wildlife Control Manager (AWCM) provided by Safeskys Ltd and DIO. 2. Responsibilities of the AWCM. The responsibilities of the AWCM are as follows:

a. The supervision and control of Aerodrome Wildlife Control Unit (AWCU) personnel ensuring compliance with the Safeskys Company Handbook and Health and Safety requirements.

b. Liaising with SATCO on all matters relating to birdstrike prevention and habitat management.

c. Supervising bird control records, logging bird counts including species, birdstrike recording and reporting, bird dispersal including assessing reaction to dispersal methods, culling and habitat management. All records are to be kept in the AWCU office.

d. Write a monthly report35 which is to include:

(1) Information on bird control activity.

(2) Habitat management.

(3) All birdstrikes “on airfield and off”.

(4) Bird counts, including individual species and numbers.

(5) SATCO comments.

e. Ensuring that all local and unit orders are complied with.

f. Monitoring the serviceability of all AWCU equipment and taking action as required.

g. Ensuring compliance with all safety procedures for weapons and ammunition and coordinating the supply, issue and accounting of all ammunition.

h. Carrying out risk assessments on all tasks including periodic assessment and review of birdstrike risk (held in AWCU office).

35 The report is to be forwarded to the BM Force HQ and Birdstrike Management Ltd.




i. Coordinating the response to an actual or reported birdstrike, liaising with the Station Flight Safety Officer (SFSO) as required.

j. Maintaining close liaison with local ornithological societies, Station executives, DIO, local authorities, landowners and tenant farmers whose land abuts the aerodrome. This should include establishing a good rapport concerning identification and dispersal of local bird concentrations, the elimination of bird food sources and other topographical features which might attract birds to the aerodrome vicinity.

k. Supervising and controlling the operation of the AWCU vehicle.

l. Holding and administration of the AWCU inventory as required.

m. Co-ordinating the safe use of bird scaring equipment, ensuring it complies with current regulations. Additionally, ensure all personnel are trained in the use and safe handling of the equipment.

n. Ensuring that all necessary licenses, insurances, passes and permits are current. Insurance certificates should be displayed on the AWCU notice board and copies of any licenses should be available for audit in the AWCU office.

o. Attending site visits required by contractual agreement.

p. Responsible for all NVQ training and continuation training when required.

q. Ensuring bird hazard warnings are issued in accordance with the procedures published in FLIPS.

r. Ensuring all wildlife strikes are reported on a DASOR.

s. Seeking specialist advice from SO2 A3/5 ATM or DEFRA when required.

3. Responsibilities of the Aerodrome Wildlife Control Operative (AWCO). The AWCO is responsible to the AWCM for:

a. Correctly identifying most species of birds present on the airfield, and recording them in the AWCU Log Book in the correct format. b. Implementing effective methods in the dispersal of birds.

c. Monitoring the condition of the airfield grass and other habitats in the safeguarded area and reporting any variance from the “Long Grass Policy” and any other problems to the AWCM.

d. Maintaining a record of bird activity, control activities, birds culled, eggs and nests destroyed, equipment serviceability, use of stores and reporting procedures.

e. Identifying and recording local bird concentration areas and taking action to counter such hazards.




f. Assisting with the recovery, identification and disposal of bird remains associated with birdstrikes on aircraft.

g. Conducting bird control programmes in hangars and giving advice on how to control infestation.

h. Maintaining in date driving, airfield, and firearms licences.

i. Understanding and carrying out adequate precautions for the safe custody and control of all firearms and ammunition.

j. Keeping a smart appearance at all times and maintaining uniform and protective clothing in good order.

k. Understanding patrol areas, routes and hazard areas on the airfield.

l. Demonstrating the use of, and techniques associated with, bird scaring equipment.

m. Maintaining an up to date copy of the flying programme and remaining in close liaison with ATC regarding any subsequent changes.

n. Inspecting, checking and reporting on the serviceability of the equipment listed below. All equipment is to be properly serviced in accordance with current servicing schedules and any unserviceability is to be rectified promptly.

(1) AWCU vehicle. (2) Scarecrow equipment. (3) Radio equipment. (4) Shotgun. (5) Air rifle. (6) Verey pistol with BSC adaptor.

o. Complying with the following Safeskys and local orders:

(1) Safeskys Health and Safety Instruction (held in the AWCU office).

(2) Low visibility procedures (contained within the Air Traffic Control Order Book).


RAF Benson Defence Aerodrome Manual Annex AA Enclosure 1 B-1


Annex B to RAF Benson AWCMP

Dated 1 Jan 18

AERODROME WILDLIFE CONTROL UNIT (AWCU) EQUIPMENT ORDERS AWCU Vehicle 1. All Aerodrome Wildlife Control Operatives (AWCO) are to hold a full, valid driving licence and RAF FMT600A. 2. The vehicle interior is to be kept clean and tidy. Rubbish and FOD are to be placed in the appropriate containers. 3. Any damage to the vehicle, exterior or interior, however minor, is to be reported immediately to the AWCM. 4. Spent cartridges are to be stored in the appropriate box. 5. Dead birds are to be removed from the vehicle at cease work. 6. To avoid damage to the airfield grass, drivers should attempt to stay on hard surfaces during inclement weather. 7. Operational control of the vehicle is vested with the Aerodrome Controller. 8. Seat belts do not have to be worn whilst carrying out bird scaring duties on the airfield. 9. Care must be taken in windy conditions to avoid damage to the vehicle when opening its doors. 10. The correct pyro markings are to be displayed on the AWCU vehicle. 11. Drivers must wear high-visibility vests whilst on duty on the airfield. 12. A daily inspection of the vehicle in use must be carried out at the takeover of each shift. The inspection is to include the following:

a. Engine fluid levels.

b. Tyre condition.

c. Lights and Indicators.

d. Horn.

e. Rotating beacon.

f. Loud-speakers and bird call system.




g. Equipment check to include fire extinguisher, guns and ammunition, first aid kit, disposable gloves, hand cleaner, ear defenders/plugs, brush, flag, plastic bags, spent cartridges and misfire container, MRE radio (to include RT check with ATC) and scanner.

Use of Shotgun 13. Outside operating hours or when not required for use, the shotgun is to be securely stored in accordance with locally agreed unit armoury regulations. Ammunitions are not to be stored with the weapon. 14. Shotgun cartridges are to be stored and carried in the appropriately marked container. 15. Only trained and authorised personnel are to use the shotgun. They must hold, and be in possession of a valid shot gun certificate. 16. The shotgun is not to be stored or carried when loaded. 17. The shotgun is not to be loaded in, or fired from any vehicle. 18. Bird scaring cartridges are not to be fired from the shotgun. 19. The shotgun is to be cleaned after use. 20. Under no circumstance is the shotgun or ammunition to be left unsecured. 21. Extreme care is to be taken when using the shotgun to ensure that no danger exists to human life, property, livestock or aircraft. Use of Air Rifle 22. Outside operating hours and when not required for use, the air rifle is to be stored in accordance with locally agreed armoury regulations. 23. The air rifle pellets are to be carried in a clearly marked container which is to be stored separately from the rifle. 24. Only trained and authorised personnel are to use the rifle. 25. The air rifle is not to be fired from, or loaded in any vehicle. 26. The telescopic sight is pre-set and is not to be altered. 27. The air rifle is to be cleaned after use. 28. Extreme care is to be taken to ensure that there is no danger to human life, property, livestock or aircraft. 29. The air rifle is not to be used outside MOD property unless the landowner’s or farmer’s permission has been obtained.




Use of Verey Pistol with BSC Adaptor Modification 30. The Verey pistol with adaptor modification is only to be used with bird scaring cartridges. 31. During operating hours, when not in use, the Verey pistol and bird scaring cartridges storage box are to be locked inside the vehicle or carried by the operator. 32. Outside operating hours, the Verey pistol is to be securely stored in accordance with local instructions. 33. The bird scaring cartridges are to be secured separately from the Verey pistol. 34. The Verey pistol is not to be loaded or fired from inside any vehicle. 35. The Verey pistol is to be cleaned after use. 36. Extreme care is to be taken when using the Verey pistol to ensure that no danger exists to human life, livestock, property or aircraft. 37. The Verey pistol is not to be used outside the confines of the airfield.


RAF Benson Defence Aerodrome Manual BB-1


Annex BB to RAF Benson DAM Dated 1 Jan 18 ANNEX BB: WILDLIFE MANAGEMENT (ANIMALS) ORDERS 8.11. Aerodrome Wildlife Management (Animals). The Senior Air Traffic Control Officer (SATCO) is the designated officer for all aerodrome wildlife control service contracts and is responsible to the Station Commander for all matters relating to the wildlife control task. The day-to-day management and effective implementation of the RAF Benson Aerodrome Wildlife Control Management Plan is the responsibility of the Aerodrome Wildlife Control Manager (AWCM) provided by Safeskys Ltd and DIO.

Animal Management

8.11.1

The grounds maintenance contract enables the aerodrome to be maintained in accordance with the guidance provided in the Manual of Aerodrome Design and Safeguarding (MADS), Battlespace Management (BM) Orders, CAP 772 (Wildlife Hazard Management at Aerodromes) and Technical Bulletin 97/34 (Grounds Maintenance Long-Grass Management on MOD (RAF) Aerodromes).

Examples of the habitat management activity undertaken on the airfield are: a. Bottoming out of grass every year in spring to remove old grass growth and thatch. b. Maintaining airfield Long Grass36 within the aerodrome boundary except in pre-agreed areas where grass is kept below 100mm for radio site protection37. c. Analysing soil samples to determine fertiliser requirements. d. Applying selective herbicide and fertiliser in accordance with soil test results. e. Applying herbicide to disused runway and dispersal areas.

8.11.2 The grounds maintenance contract is managed by DIO. This is currently sublet by CarillionAmey to ISS.

8.11.3 The AWCM and DIO are to ensure that all habitat management activity on the airfield is coordinated in advance with ATC and that all external contractors are supervised for the duration of their work on the airfield.

36 Between 150-200mm iaw MADS.

37 IAW JSP604 Leaflet 3032 – MOD Radio Site Clearance Protection.


RAF Benson Defence Aerodrome Manual BB-2


8.11.4 The AWCM is responsible for the procedures for dealing with the danger posed to air system operations by the presence of birds or mammals in the aerodrome flight pattern or movement area.

8.11.4.1

AWCU personnel make regular inspections of the aerodrome during their working day in order to maintain an up-to-date overview of wildlife on the airfield. Additionally, AWCU personnel conduct regular inspections of off-aerodrome sites of interest such as local breeding, feeding or roosting sites and locations that might act as a wildlife attractant such as landfills, in order to assess the potential hazard to RAF Benson flying operations.

8.11.4.2

Benson airfield is densely populated by rabbits and hares, with warrens present in the various grassed mounds surrounding the airfield. DIO are responsible for routine culling and this should take place between the months of Nov and Mar; this period falls outside of the normal breeding season for rabbits. Additional culls will be requested if rabbits and hares continue to pose an air safety risk. Mole hills are occasionally seen at Benson airfield but they do not pose a significant problem. ATC is to request a specialist mole catcher through DIO if mole activity is seen. The AWCM will advise SATCO of any other animals that pose a risk to air system operations as and when required. The way forward for dealing with that hazard will be agreed on a case by case basis by SATCO and the AWCM with specialist advice being sought if necessary.

A comprehensive set of local orders for Wildlife Management are contained at Enclosure 1 to Annex AA.


RAF Benson Defence Aerodrome Manual CC-1


Annex CC to RAF Benson DAM Dated 1 Jan 18

ANNEX CC: HANDLING OF HAZARDOUS MATERIAL (SPILLAGE PLAN) ORDERS 1. The orders for Handling of Hazardous Material (Spillage Plan) at RAF Benson can be accessed on a DII networked computer via this link. Anyone who requires external access to or is experiencing difficulties opening this document should call RAF Benson Stockholding Flight on 01491 837766 Ext 5254 from civilian telephone networks or 95261 5254 from military networks.

http://defenceintranet.diif.r.mil.uk/libraries/library1/RAF/Benson/20130507-RAF_Benson_USRP_AL2-R.doc


RAF Benson Defence Aerodrome Manual DD-1


Annex DD to RAF Benson DAM Dated 1 Jan 18

ANNEX DD: AIR SYSTEM PARKING 1. Airfield dispersal layout. The airfield dispersal is numbered 1-27 for routine use as illustrated in figure 36 below.

Figure 36. 2. Air System Parking. The ownership of parking spots is retained by Stn Ops with a number of spots routinely allocated to fg sqns. Sqn Rects Controllers must inform Stn Ops when air systems are towed to / from spots in order to maintain oversight of the ASP. The DOC can be contacted on 01491 827015 from civilian telephone networks or 95261 7015 from military networks for additional spot bookings. Normally, spots will be allocated for air system parking as follows: Spot 1-4 – Chinook Spot 5 – VIP / CH47 allocated through Stn Ops Spot 6 – RRRF




Spot 7 – Spare Spot 8 – P2MF Spot 9-15 – Puma Spot 16 – Permanent TVAA Spots 17, 18 & 19 – Tutor use (can be utilised by Ops on a daily basis when no Tutor flying is planned Spot 20-21 – Allocated through Stn Ops Spot 22 – Spare Spot 23 – Spare/alternate RRRF Spot 24 – Spare Spot 25 – Allocated through Stn Ops Spot 26 – Undercarriage Failure (Sandbag Spot) Spot 27 – Allocated through Stn Ops Slot ‘51’ (area east of A hangar) – Static Chinook / Puma allocated through Stn Ops ‘The Patio’ (area south of spots 3 and 4 ) – Engine ground runs only. No head turning runs permitted. 3. Puma parking off-set for wind. For winds of up to 25kts Pu ac are to be parked in line with the markings on the dispersal in the direction which is most into wind. 4. When winds are forecast to be greater than 25kts the Pu Fce DA is to liaise with Pu Fce engineering to ensure Pu ac are parked into wind. Due to the proximity of the parking spots this may result in only every other spot being available for some wind directions. The DA is to consider the wind direction and the possibility of a reduction in spacing and potential subsequent inability to taxy the ac out from the spots when deciding the parking plan with the engineers. Stn Ops is to be informed when aircraft are being parked into wind. 5. Armed air systems. The 2 armed air system parking spots are located as follows:

a. Spot BEN 01A on the South-eastern taxiway, marked by yellow painted cross. Counter-measure flares loading/loaded/unloading safe heading 290ºT.

b. Spot BEN 02A on the South-western taxiway, marked by yellow painted cross. Counter-measure flares loading/loaded/unloading safe heading 085ºT.

6. Armed air system loading/unloading. Armed air systems recovering to RAF Benson are to load/unload at either Armed Air System Spot BEN 01A or BEN 02A as per Para 2; no air systems are to long-term park on the spots. It should be noted that RAF Benson has no forward




firing weapons air system parking capability for FJ or AH. The following procedures are to be adhered to:

a. Sqn armament trade managers are responsible for booking armed air system slots for use by sqn air systems or visiting air systems in support of their sqn through ATC. They are to ensure that appropriate warning signs are displayed and that the air system complies with the Topic 5A6 at all times when on the ground. The required safety distance is to be included in the booking request.

b. ATC, in conjunction with Stn Ops, are responsible for promulgating the use of armed air system slots to all airfield users, to include routes for taxiing air systems during airfield opening hours and vehicular routes outside airfield opening hours.

c. In all instances where the flare safety distance is not known a 200 m safety distance in all directions must be applied. Additionally, RAFP are to be informed and requested to set up a cordon beyond the perimeter fence to enforce the required safety zone around the designated armed air system slot until such time as the air system is disarmed. On such occasions the safety distance infringes the main Rwy and ATC are to be informed immediately. Clarification or advice on safety distances is available from SNCO IC ESA on Ext 7473.

d. Due to the impact caused to parking locations, taxi routes and public safety, armed visiting ac will only be accepted in exceptional circumstances; i.e. Operational sorties.

e. Taxi clearances between dispersal and Armed Air Systems Spot BEN 01A is via Hold Bravo and the South-Eastern Taxiway only and entry to the Rwy is not permitted. Crews wishing to air taxi to Armed Air Systems Spot BEN 01A or BEN 02A should request line-up on tower Stud 2 and state their intentions.

7. VIP aircraft use of Spot 5. Visiting aircraft carrying VIP passengers are permitted to use Spot 5 for short-term arrivals and departures. Upon notification of a VIP movement, Stn Ops will inform the Sqns, ATC, the Fire Section and VAS and issue an embargo for the use of Spot 5. 8. Clear pan policy. RAF Benson operates a clear pan policy. To that end all GSE / Fire extinguishers not expected to be used after the ac departs should be removed from the ASP immediately after departure. If a spot is being used throughout the day by the same sqn it can remain in situ providing it is removed at the end of flying (not when the sqn closes). All GSE is to be removed from the ASP and kept in a holding area, not left on the grass.

9. TEMPEST Testing. TEMPEST Testing is to be carried out on the B (28 Sqn) Hangar Patio, unless otherwise dictated by DEOC or Stn Ops. TEMPEST testing is to be carried out in accordance with RAF Benson AESO; Book 2, Part 1, Chapter 2, Order 13.


RAF Benson Defence Aerodrome Manual EE-1-1


Annex EE to RAF Benson DAM Dated 1 Jan 18

ANNEX EE: LOW VISIBILITY OPERATIONS ORDERS

Low Visibility Operations (LVO)

8.14.1

Met will advise the Sup/ATCO IC on the reduction of visibility. Sup/ATCO, iaw RA 3274(1), will implement the relevant Visibility Conditions (1, 2 or 3). Restrictions, based upon the Visibility Condition declared will include: reducing the number of air system movements, changing taxi patterns, reducing vehicular movements and the use of ‘follow me’ vehicles operated by ATC.

8.14.2 The Sup/ATCO IC is responsible for initiating LVO; the ADC will implement LVP.

8.14.3

Depending on the Visibility Condition declared the Sup/ATCO IC is to, through the ADC and VCR FOA:

a. Ensure that the Rwy is clear prior to any Rwy take-off or landing. b. Turn traffic lights to red prior to the Rwy check and leave them at red until the air system has safely departed or parked. c. Instructed pilots to enter the Rwy and back-track if appropriate. d. Offer pilots of taxiing air systems a ‘follow me’ vehicle to/from the Rwy. e. Select taxiway lights to maximum brightness to assist with visibility for the pilots. f. When air systems are inbound/about to taxi for departure, turn the traffic lights at Point Zulu to red and position MRE (Management Radio Equipment) equipped vehicles by the lights at either side of the Rwy to prevent inadvertent incursion occurring. g. Broadcast on MRE when air systems are about to use the Rwy.

8.14.4 RAF Benson does not measure Rwy Visual Range. Sup/ATCO IC can be contacted on 01491 827017 from civilian telephone networks or 95261 7017 from military networks.


RAF Benson Defence Aerodrome Manual GG-1


Annex FF to RAF Benson DAM Dated 1 Jan 18

ANNEX FF: GENERAL CONDITIONS (TERMS AND CONDITIONS) 1. Civil air system captains wishing to operate in and out of RAF Benson must agree to abide by the extant MoD General Conditions contained within JSP 360. These regulations are issued for official use only but a summary of the main points is published in the UK Air Pilot, AGA Section, for the benefit of civil pilots and operators. The attention of civil pilots should also be drawn to the CAA SafetySense Leaflet 26 – ‘Visiting Military Aerodromes’, also accessible on the CAA website. 2. Civil air system operators should note the requirement for PPR through RAF Benson Station Operations on 01491 827015 from civilian telephone networks or 95261 7015 from military networks. If you are using a DII computer you can access JSP 360. Otherwise please contact Station Operations if you require further information.

General Conditions (Terms and Conditions) for Civilian Operators

8.15.1 The Terms and Conditions may be varied at any time by the Aerodrome Operator to reflect any changes, amendments or additions to working practices at the specific aerodrome. Factors may include some or all of the following.

8.15.1.1 Winter Operations – RAF Benson’s priority is for rotary air system operations and therefore does not routinely clear the runway of snow or ice. Fixed wing civilian operators will only be accepted when weather conditions allow.

8.15.1.2

Operational Support – RAF Benson’s operational priority is military rotary flying. Whilst a small number of civilian operators have used the aerodrome, the facilities are very limited. All operators are to contact Station Operations before commencing the PPR process to ascertain the availability of specific services.

8.15.1.3 Passenger Handling – There are no passenger handling facilities at RAF Benson.

8.15.1.4 Animal Handling – There are no animal handling facilities at RAF Benson.

8.15.1.5 Refuelling Services – AVTUR (F34) and AVGAS (F30) fuel is available on request. A receipt will be issued; a bill will follow in due course.

8.15.1.6 Catering – There are no catering facilities at RAF Benson.

8.15.1.7

Air System Maintenance – CAA regulations require that only those engineers holding an engineering licence for the specific civilian air system involved are permitted to carry out repairs. Very few Service personnel hold such CAA licences and are therefore not permitted to carry out any servicing, however minor, except to assist with refuelling and de-icing38.

8.15.1.8 Security – There are no dedicated air system security services. The airfield has a perimeter fence, the main entrance has a 24/7 guard and foot and vehicle patrols of the Apron are undertaken by security staff.

38 JSP360

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP360.aspx

http://www.caa.co.uk/docs/33/ga_srg_09webSSL26.pdf

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP360.aspx




8.15.1.9

Flight Safety – All personnel at RAF Benson, including civilians, are responsible for flight safety and are to report incidents or accidents that happen on the airfield.

It is the responsibility of all aerodrome users at RAF Benson to report any incident/accidents as soon as possible IOT initiate emergency

services action without delay. Anyone who witnesses an incident is to call Mil Ext 222 or 0781 8017135 (carried 24/7 by commander of Crash

1), providing as much information as possible. Visiting crews/operators should also contact the Air Safety Officers on 01491 837766 Ext 6666 from civilian telephone networks or 95261 6666 from military networks. The Air Safety Information Management System (ASIMS) is the primary tool to report, analyse, trend and store all air safety issues and occurrences, using the Defence Aviation Safety Occurrence Report (DASOR) format. Where reports cannot be directly input to an ASIMS networked computer, a hard copy should be raised. All DASORs should be released within 2 working days.

8.15.1.10 Air System Handling – Details on air system handling can be found in RAF Benson AESO B2-P1-C2-Or5, at Appendix 1 to Annex L in this document.

8.15.1.11 Airworthiness – All operators are to ensure their air systems are maintained to CAA standard.

8.15.2

Whilst it is for civilian users to ensure that they are aware of extant MoD General Conditions contained within JSP 360, the MoD will undertake reasonable endeavors to advise civilian users of any changes, see hyperlink above. RAF Benson shall not be liable for any loss or damage (whether direct or indirect) arising out of any changes to the terms and conditions.

8.15.3 Civilian operators at RAF Benson are to comply with extant DfT NASP (civil air systems which have a MTOW below 10 tonnes are NASP exempt, as are helicopters and balloon movements).

8.15.4 RAF Benson will consider requests from civilian operators to operate between 0800-1700 Monday – Friday. No requests will be accepted on weekends and Public Holidays.

8.15.5

The airfield crash categories (Crash Cat) and crash fire rescues requirements are laid down within JSP 426 Vol 3 Lflt 2. RAF Benson is established to provide Crash Cat 5 (ICAO) during normal opening hours. Outside of normal working hours, Crash Cat 4 is the norm. Should the available Crash Cat prove to be insufficient for the task, guidance is to be sought from RAF Benson AO via Stn Ops Sqn with a minimum of 2 normal working days notice.

8.15.6 Charter [Airline] operations are not permitted to operate from RAF Benson.

8.15.7 Scheduled Air System operations are not permitted to operate from RAF Benson.

8.15.8 RAF Benson is not a designated Port of Entry. There is no permanent HM Revenue and Customs (HMRC), UK Border Agency or SO15 (CTC) presence.

8.15.9 In the event of a Local or National Emergency, whether declared or not, RAF Benson may be closed to civilian operators. A non-exhaustive list of potential circumstances includes.

8.15.9.1 Loss of appropriate crash category – This will occur if fire fighting appliances or medical services are responding to an incident of or in the vicinity of RAF Benson.

http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20110714.1/20130222-JSP_426_Vol3_Leaflet_02-U.pdf




8.15.9.2 Repatriation of troops – There are no plans to repatriate troops to RAF Benson but, should the situation arise, there will be movement and noise embargoes established.

8.15.9.3

Loss of power to all, or parts, of the aerodrome – Subject to the circumstances, RAF Benson may be closed if the loss of power constitutes a flight safety hazard or prevents the safe provision of air system handling services.

8.15.9.4

Interruptions in communications both within the aerodrome and with external agencies - Subject to the circumstances, RAF Benson may be closed if the loss of communications constitutes a flight safety hazard or prevents the safe provision of air system handling services.

8.15.9.5

Unforeseen natural disaster (Flooding, etc) - Subject to the circumstances, RAF Benson may be closed if an unforeseen natural disaster constitutes a flight safety hazard or prevents the safe provision of air system handling services.

8.15.9.6

Unforeseen national epidemics (swine flu/bird flu) - Subject to the circumstances, RAF Benson may be closed if an unforeseen natural epidemic constitutes a flight safety hazard or prevents the safe provision of air system handling services.

Note: In the event of such closure all access to RAF Benson for any reason whatsoever may be restricted and no liability is accepted for any loss or damage (whether direct or indirect) arising.




Annex GG to RAF Benson DAM Dated 1 Jan 18

ANNEX GG: BREACH OF TERMS AND CONDITIONS – ORDERS 1. Removal of Privileges. Any breaches of the terms and conditions for the use of the RAF Benson aerodrome will be dealt with on a case-by-case basis by the Station Executives. This may result in the temporary or permanent removal of privileges for use of the RAF Benson Aerodrome, depending upon the severity of the breach. The Station Executives retain the right at all times to remove flight privileges and it is therefore in the best interests of civilian users to be aware of and comply with the appropriate terms and conditions at all times.


RAF Benson Defence Aerodrome Manual HH-1


Annex HH to RAF Benson DAM Dated 1 Jan 18

ANNEX HH: THUNDERSTORM AND STRONG WIND PROCEDURES

Thunderstorm & Strong Wind Procedures

8.20.1

Strong wind conditions are defined as where winds exceed 27m/s (60 mph) (52 knots).

8.20.1.1

Hangar Doors – During winds in excess of 40 knots Sqn COs and building custodians of buildings 81, 82, 83, 84 & 85 are to ensure hangar doors are closed. Doors can be manually operated above wind speeds of 40 knots but only in extreme circumstances in order to hangar air systems.

8.20.1.2

Strong Winds – Additional precautions are to be taken, in accordance with the relevant air system, to ensure the safety of the air system and personnel. Precautions should also be taken to secure GSE and other loose items in the vicinity of air systems. Crews of visiting civilian air systems are to ensure the safety of their own air system in strong wind conditions; with assistance from RAF Benson personnel where possible.

8.20.1.3

SNCO i/c VAS – SNCO VAS is to take the following actions when inclement weather appears likely, or upon receipt of a strong wind warning:

8.20.1.3.1 Assist in the movement of the air systems into hangars if possible and considered necessary.

8.20.1.3.2 Assist the captain in correctly applying the stipulated parking and picketing measures to those visiting air systems remaining in the open.

8.20.1.3.3 Ensure that GSE is properly secured or moved to a safe location, such that it cannot become hazardous to air systems under the expected strong wind conditions.

8.20.1.4

Wind and Weather Protection of Air Systems – Air systems are to be hangared whenever space is available. If hangarage or shelter is not available, external covers, blanks and main-rotor blade securing ropes are to be fitted as standard. In winds of 35 knots, both the Puma aircraft and the blades are to be moored.

8.20.2 All relevant measures will be taken in order to ensure vulnerable air systems are shielded from strong winds iaw the above procedures. Heavy trucks or trailers may be employed as tie-down points when no others means are available.

8.20.3

RAF Benson does not routinely deal with passenger flights, either military or civilian and therefore does not have any infrastructure in place for loading/unloading of passengers. It is therefore the responsibility of the captain of the air system to take reasonable precautions for the safety of his passengers and their loading/unloading during adverse weather conditions.

8.20.3.1 Air system refuelling during thunderstorm warnings; in accordance with MAP 100a-01 Chapter 2.6 air systems may be refuelled when a Thunderstorm Warning has been issued under the following conditions:

http://www.maa.mod.uk/linkedfiles/regulation/printablemap-01.pdf#page=101

http://www.maa.mod.uk/linkedfiles/regulation/printablemap-01.pdf#page=101


RAF Benson Defence Aerodrome Manual HH-2


8.20.3.1.1

Thunderstorm Level 1 (High) – All air system refuelling and de-fuelling must cease, with the exception of short duration refuelling to enable operational tasks, which must be authorised by OC ELW (or his appointed deputy).

8.20.3.1.2 Thunderstorm Level 2 (Moderate) – Refuelling may be undertaken but only on the direct authorisation of a Sqn Engineering Officer.

8.20.3.1.3 Thunderstorm Level 3 (Low) – Refuelling may be carried out as normal.

8.20.4 Orders for Lightning Risk are now subsumed under Thunderstorm Levels and Warnings. Risks are only given where there is no on-site forecaster available, for example at remote sites.


RAF Benson Defence Aerodrome Manual II-1


Annex II to RAF Benson DAM Dated 1 Jan 18

ANNEX II: ELECTRICAL GROUND POWER PROCEDURES 1. RAF Benson can provide electrical ground power in accordance with the table below. Further information can be obtained from ESS Operations on 01491 837766 Ext 7300 from civilian telephone networks or 95261 Ext 7300 from military networks. Visiting air systems wishing to book the use of GPUs/APUs should firstly contact the Duty Ops Controller on 01491 827015 from civilian telephone networks or 95261 7015 from military networks.

Electrical Ground Power Procedures

8.21.1 Use of fixed electrical ground power – Not available at RAF Benson.

8.21.2

Use of mobile ground power units – GPUs are available for use. Only trained personnel are permitted to use them iaw RAF Benson Training Manual, Part 2, Syllabus No 207. If access to this document is required please contact ESS Operations, contact details above.

8.21.3 Use of Auxiliary Power Units (APUs) – APUs can be used on all designated parking slots iaw RAF Benson Training Manual, Part 2, Syllabus No 207. If access to this document is required please contact ESS Operations, contact details above.

8.21.4

Use of 28 Volt conversion units – RAF Benson has one 60KVA GPU that can convert to 28 Volts. Only trained personnel are permitted to use them iaw RAF Benson Training Manual, Part 2, Syllabus No 207. If access to this document is required please contact ESS Operations, contact details above.




Annex JJ to RAF Benson DAM Dated 1 Jan 18

ANNEX JJ: AVIATION FUEL MANAGEMENT PROCEDURES References: A: JSP 317 Joint Service Safety Regulations for the Storage and Handling of Fuels and

Lubricants B: Manual of Maintenance and Airworthiness Processes C: Annex CC of this DAM – Handling of Hazardous Materials (Spillage Plan) Orders D: Rotors Running Refuel Risk Assessment 1. The table below gives a referencing guide for those seeking to find further information on the procedures employed at RAF Benson for the management of fuels. The list is by no means exhaustive and those seeking additional information should first consult the above references.

Aviation Fuel Management Procedures

8.22.1 Management of Bulk Fuel installations can be found at Reference A

8.22.2 Fuel storage, quality and delivery can be found at Reference A

8.22.3 Safety procedures can be found at Reference B

8.22.4 Fuelling zone procedures can be found at Reference B

8.22.5 Bonding and grounding of air systems and fuelling equipment can be found at Reference B

8.22.6 Fuelling with passengers on board can be found at Reference B

8.22.7 Fuelling with engines running (Rotors Running Refuel (RRRF)). RRRFs are to be carried out at the designated RRRF site on Spot 6, (alternate Spot 23), as follows:

a. Mil Crews are to request RRRF through Sqn Eng Ops. Sqn Eng Ops are to confirm slot availability through the DEOC prior to use.

b. Visiting crews are to confirm RRRF when applying for PPR through Stn Ops.

c. The following priorities will be applied by Stn Ops and Eng Ops:

(1) Benson based RW aircraft on operational tasks.

(2) Other military rotary-wing air systems on operational tasks.

(3) Benson based RW aircraft on training sorties.

(4) NPAS(SE)/TVAA aircraft prior to stand-down.

(5) Other air systems.

d. The ASMT refuelling bowser will position inside either of the marked white/red boxes alongside Spot 6 thus allowing sufficient clearance for UK RW aircraft to ground taxi into position. The default in use box will be that between

http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20130815.1/2013_JSP317_Amd2_V2_.pdf

http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20130815.1/2013_JSP317_Amd2_V2_.pdf

http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/printablemap-01.pdf

http://cui1-uk.diif.r.mil.uk/r/586/SHEF/OPSWGSHEF/FHQSHEF/20150902-BEN_STN_GEN_01_Rotors_Turning_Refuelling-O.doc




Spots 5 & 6 with the bowser facing south.

(1) Though the bowser will aim to pre-position a minimum of 10 mins prior to aircraft arrival, operational requirements may preclude this from happening and the bowser may arrive after the aircraft. In this case, the bowser is to be marshalled into the box. The aircraft will then be the first to depart.

(2) Specific variation to the above is possible following negotiation with ASMT on Ext 7394.

e. Use of the Alt RRRF facility on Spot 23 precludes the prepositioning of the fuel bowser; the aircraft is required to arrive first and the bowser marshalled in to position. Use of this spot also requires a fire vehicle to be in attendance.

f. The NPAS(SE) refuelling bowser may be positioned/used on the narrow NPAS(SE) operating strip in the area immediately in front of FHQ.

g. A danger area of 100ft (33m) from sources of ignition is to be observed when refuelling.

h. Crew changes are not to be undertaken at the hatched clearway between Spots 4 and 5 (see Annex DD).

i. Procedures are to be carried out iaw Reference D.

j. RRRF are to cease when an Emergency State 1 or Emergency State 2 is in progress. ATC will broadcast a stop call which is to be acknowledged by the crew when safe to do so.

8.22.8 Fuelling and de-fuelling in hangers can be found at Reference B

8.22.9 Fuel spillage procedures can be found at Reference C

2. Anyone who is experiencing difficulties opening any of these links or requires any further information should contact RAF Benson on 01491 837766 Ext 5254 from civilian telephone networks or 95261 5254 from military networks. 3. RW Fuel Leaks. Even relatively small quantities of fuel can destroy tarmac in a matter of minutes, therefore without putting crew and/or air systems at unnecessary risk, RW air systems suffering a fuel leak should carry out the following actions:

a. RW Fuel leak on start. RW aircraft discovering a fuel leak on start are to relay a message to ATC and then shutdown and egress to a safe distance.

b. RW Fuel leak on taxi. RW aircraft discovering a fuel leak whilst taxiing are to relay a message to ATC and if the rate of leak permits, position the air system on concrete before shutting down and egressing to a safe distance.

c. RW Recovery to the airfield with a fuel leak. RW aircraft discovering a fuel leak whilst recovering to the airfield should aim to fly an approach to, shutdown and egress at one of the following locations:

(1) Point H. (2) The concrete area to the west of the 01 threshold, safely clear of the Rwy.




(3) The concrete area to the west of the 19 threshold, safely clear of the Rwy.

d. Unless unavoidable, grassed areas should not be landed on as leaking fuel may leach into the water table. Equally, overflight of grass and tarmac should be kept to a minimum.

4. Crews of other air systems are to ensure a minimum of 50m from identified leaking air systems and be cognisant of downdraft affecting clean-up operations.


RAF Benson Defence Aerodrome Manual KK-1


Annex KK to RAF Benson DAM Dated 1 Jan 18

ANNEX KK: JETTISON AREA – ORDERS 1. These orders are not required for this document as there are no jettison areas relevant to RAF Benson. This annex has, however, been included for continuity and reference purposes so that it is in accordance with all other versions of the DAM.


RAF Benson Defence Aerodrome Manual KK-2




RAF Benson Defence Aerodrome Manual LL-1


Annex LL to RAF Benson DAM Dated 1 Jan 18

ANNEX LL: COMPASS SWING AREA (CSA) 1. Maintenance and Calibration of the CSA. All maintenance and calibration of the CSA is in accordance with the MAA’s Manual of Airfield Design and Safeguarding (MADS) Chapter 5, Annex 5A, Compass Calibration Bases. Responsibility for the CSA rests with RAF Benson 2IC Stn Ops Sqn; routine maintenance is contracted to the local contractor, Carillion. This contractor is also contracted to ensure the mandated 5 yearly calibration checks are carried out; a facsimile of the current calibration certificate is copied on page LL2. 2. Use of the CSA. All requests for use of the CSA are to be coordinated with the Duty Eng Ops Controller on 01491 827038 from civilian telephone networks or 95261 7038 from military networks. 3. Access to the CSA. On taxi, crews are to obtain permission from the Aerodrome Controller to route to the CSA; they are to maintain radio contact throughout the process. 4. Restriction of use of the CSA. Air systems will not be permitted to occupy the compass base when a flight calibration air system is inbound on an ILS approach to Rwy 19 nor when the colour code is GREEN, or worse, and an ILS is inbound.


RAF Benson Defence Aerodrome Manual LL-2



RAF Benson Defence Aerodrome Manual MM-1


Annex MM to RAF Benson DAM Dated 1 Jan 18

ANNEX MM: EXPLOSIVE ORDINANCE DISPOSAL AREA – ORDERS 1. These orders are not required for this document as there is no designated ordinance disposal area at RAF Benson. This annex has, however, been included for continuity and reference purposes so that it is in accordance with all other versions of the DAM.


RAF Benson Defence Aerodrome Manual MM-2



Annex NN to RAF Benson DAM Dated 1 Jan 18

ANNEX NN: FOD PREVENTION, TRAINING AND AWARENESS – ORDERS Document Sponsor: RAF Benson Air Safety Team. The following document exists in its own-right. Consequently it contains annexes that would otherwise be considered appendices elsewhere in the DAM.

RAF BENSON FOD PLAN Version 2.1 17 Nov 17

Sponsor: RAF Benson Air Safety Team

Review: To be reviewed annually

Last Reviewed: Nov 2017 Next Review: Nov 2018


1

AMENDMENT RECORD LIST

Amendment No Dated Amended by Date

V2.0 30 Jun 17 Davidson 30 Jun 17

V2.1 17 Nov 17 Scott 17 Nov 17

REVIEW RECORD

LAST REVIEWED Reviewed by Date

30 Jun 17 Fg Off Davidson 30 Jun 2017

17 Nov 17 Sqn Ldr Scott 17 Nov 17


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References:

A. RA 1400(2) B. Manual of Aerodrome Design and Safeguarding Background. 1. The effect on our aircraft from Foreign Object Debris (FOD) can be catastrophic. This, fortunately, is a rare occurrence. However, every year, millions of pounds and thousands of man-hours are wasted in the repair of equipment that has incurred FOD damage. In most cases, the incidents could have been avoided by FOD prevention awareness. For this reason, all stations operating aircraft are to maintain a formal FOD Prevention Organisation. Organisation and Reporting. 2. The role of FOD Prevention Officer (PO) at RAF Benson is held by SO2 Air Safety who delegates FOD prevention as described below. 3. The Delivery Duty Holder’s Air Safety Officers (DASOs) in the Air Safety Team (AST) are the nominated Stn FOD POs, responsible for the oversight of FOD prevention at RAF Benson. They shall delegate local responsibility for the day to day FOD prevention to deputy FOD POs as prescribed below. 4. RAF Benson is split in to 3 FOD zones (RED, AMBER and GREEN) based on the criticality of FOD prevention in those areas. The FOD RED zone is the most FOD critical and FOD GREEN the least. A map showing these zones is at Annex A.

a. The main Air system Operating Surfaces (AOS), i.e. the runways, taxiways, dispersal areas and intervening grass surfaces are categorised as FOD RED. The FOD RED PO is the SATCO. b. The air systems hangars, areas immediately around them and paths and roads between them are categorised as FOD AMBER. The FOD AMBER PO is OC Eng Ops. c. The remainder of the station is categorised as FOD GREEN. The FOD GREEN PO is the SWO.

5. All FOD incidents that have a potential to cause an Air Safety incident are to be reported on ASIMS using a D-ASOR by the relevant deputy FOD PO. All other significant FOD is to be reported to the Stn FOD POs on an RAF Benson FOD Found Form, at Annex B. FOD Prevention Publicity. 6. All Air Safety (AS) boards are to include the FOD zones poster, at Annex A depicting the FOD zones and the pertinent FOD prevention actions associated with them. Boards may also include a section showing recent FOD statistics. 7. FOD quick reference cards, at Annex C can be obtained from RAF High Wycombe’s Graphics Centre via the AST DASOs, for distribution to all stn pers and contractors. All new arrivals will be briefed on the Stn FOD policy during their Stn arrivals brief and given a FOD quick reference card. If contractors are working in FOD AMBER and RED areas then they are to be issued with a FOD quick reference card by ATC during the airfield brief. Any pers having an airfield driving brief who have not yet attended a stn arrivals brief are also to be issued a FOD quick reference card by ATC. FOD Zones.






3

8. FOD GREEN:

a. Local responsibility for the FOD GREEN zones is delegated to the SWO, who is the FOD GREEN PO. He/She is to ensure that general good husbandry of these areas is maintained and that they are kept tidy and free of litter.

b. FOD Green areas of the Stn are not critical to flight safety but must still be kept clean and

tidy in order to prevent rubbish being blown in to more FOD sensitive areas. Consequently, all pers are required to pick up and correctly dispose of any waste or rubbish that they find in these areas.

9. FOD AMBER: Local responsibility for the FOD AMBER zone is delegated to OC Eng Ops, who is the FOD AMBER PO. He/She is to ensure that in addition to the FOD GREEN requirements the following actions are carried out:

(1) Headdress is not to be worn.

(2) A complete ‘FOD Plod’ must be carried out at least annually.

(3) Following an event where large groups of non-service personnel are present on the airfield (such as the Station’s Families Day) a ‘FOD plod’ of all areas where the groups were present must be carried out to collect all FOD that may have been dropped.

(4) All skips and bins must have lids which can be secured closed.

(5) All rubbish is to be bagged and secured before disposal.

(6) All surfaces are to be visually checked for FOD before air systems can be moved over them. Other hard surfaces are to be visually checked at least weekly. All surfaces are to be swept in accordance with the Stn sweeping plan. Where additional sweeping is required this is to be specifically requested.

Any FOD found in the FOD AMBER zone, providing that it does not present a risk to personal safety, must be removed immediately by the pers who found it. They must make a note of where it was found and try to ascertain if it is an air system component; if it is or they are unsure then they shall report it to the Stn FOD PO immediately on 01491 837766 Ext 6666 from civilian telephone networks or 95261 6666 from military networks. Once it has been reported it shall be taken to the duty eng ops controller without delay for further investigation. If they are certain that it is not from an air system then it should be correctly disposed of. If the reported FOD is subsequently determined to have had the potential to be a hazard to flight safety then a D-ASOR must be submitted. If it did not pose a hazard but is still significant (eg not litter) then it must be reported to the Stn FOD POs RAF Benson FOD Found Form. 10. FOD RED:

a. Local responsibility of the FOD RED zone is delegated to the SATCO who is the FOD RED PO. With the exception of the removal of FOD, see paragraph 9.b, the SATCO is to ensure that all FOD GREEN and AMBER measures are carried out. In addition to these the SATCO is to ensure that the following actions are carried out:


4

(1) The AOS within the FOD RED zone are to be visually checked for FOD daily before flying begins and again, before dusk, if night flying will be taking place. The AOS are to be swept in accordance with the Stn sweeping plan. If additional sweeping is required it is to be specifically requested.

b. Any pers, including embarked aircrew, who identify FOD within the FOD RED zone shall inform ATC without delay, either by radio or on 01491 837766 Ext 333 from civilian telephone networks or 95261 333 from military networks. They should state where it was and if possible describe the FOD. ATC shall, without delay, direct either the reporting pers or ATC pers to retrieve the FOD in co-ordination with other airfield traffic. Only pers with an airfield driving permit are allowed to drive in the FOD RED zone.

FOD Reduction Measures. 11. Strong Wind FOD Plan. Annex D detailes the Stn response and the additional FOD prevention measures to be taken following a notification of strong winds. Its purpose is to ensure RAF Benson is prepared for strong winds and return the Stn to full operational capability as quickly as possible. 12. Engineering practices. A large percentage of engine FOD is caused by small metallic objects, most of which can be identified as engineering debris. The continued use of sound engineering practices is an essential element of FOD prevention. 13. Airfield sweeping. The primary aim of the FOD Prevention Organisation is the prevention of foreign objects migrating to the FOD RED zone. Maintaining an effective airfield sweeping plan provides essential support to this policy. OC MT is to ensure that the Stn sweeping plan detailed at Annex E is carried out. Where un-serviceability prevents the sweeping plan from being carried out OC MT shall inform the FOD AMBER and RED POs so that alternative measures can be put in place. OC MT shall ensure that the debris from the AOS Rwy sweepers is analysed on a regular basis and any significant debris must be reported to the Stn FOD POs. The Stn sweeping plan is to be reviewed annually by the SATCO. 14. Sweeping between Hangars. All Sqns are to ensure that the areas outside of their hangars are visually checked for FOD before any air systems are towed/manoeuvred over them. These areas are to be swept in accordance with the Stn sweeping plan. This shall be co-ordinated through the FOD AMBER PO. 15. FODEvals. Annually, or at the specific request of a deputy FOD PO, the Stn FOD POs will instigate a FODEval programme. 16. Service Pers. Service pers who are found to be in breach of the FOD prevention measures may be subject to Minor Administrative Action. a. Permanent station pers. All pers are to be briefed as to the station FOD plan and

understand the measures required in the GREEN/AMBER/RED zones. In order to facilitate this all Stn arrivals briefs are to include a brief on the station FOD plan. At the arrivals brief all pers are to be issued a FOD quick reference card.

b. Visiting pers. If visiting pers are accessing the Technical Site then the OC of the sqn/section they are visiting is to ensure that they are aware of the FOD prevention measures required.

17. Contractors and other civilians. Building contractors on the Stn may have limited knowledge of FOD. All airfield contractors are to receive a full airfield brief by ATC, including the Stn FOD policy and should be issued with a FOD quick reference card. They must be informed that if they have any questions they are to contact the Stn FOD PO on 01491 837766 Ext 6666 from civilian


5

telephone networks or 95261 6666 from military networks. If they are found to be in breach of FOD prevention measures they will be removed from the Stn and reported to the Defence Infrastructure Organisation if appropriate. Conclusion. 18. This document outlines the organisation and responsibilities for FOD prevention at RAF Benson. It is imperative that those with direct responsibilities for FOD prevention show the necessary commitment and lead by example. All personnel at RAF Benson are to work in accordance with the Stn FOD plan and must be given a clear lead by those in positions of responsibility.

Annexes: A. RAF Benson FOD Zones.

B. RAF Benson FOD Found Form.

C. FOD Quick Reference Cards.

D. RAF Benson Strong Wind FOD Plan.

E. RAF Benson Airfield Sweeping Plan.


Annex A to RAF Benson FOD Plan V2.1 Dated 17 Nov 17

RAF BENSON FOD Zones


B-1

Annex B to RAF Benson FOD Plan V2.1 Dated 17 Nov 17

RAF BENSON FOD FOUND FORM

Stn Reference number (to be completed by the Stn FOD PO):

BEN/FOD/…

1. This form is to be completed when significant FOD, i.e. not a piece of litter, has been found in the FOD AMBER or RED zones but is believed not to have posed or had the potential to pose an Air Safety hazard. If the FOD is believed to have posed or had the potential to pose an Air Safety hazard then a D-ASOR must be submitted. 2. Any FOD found in the FOD AMBER zone, providing that it does not present a risk to personal safety, must be removed immediately by the pers who found it. They must make a note of where it was found and try to ascertain if it is an aircraft component; if it is or they are unsure then they shall report it to the Stn FOD PO immediately on 01491 837766 Ext 6666 from civilian telephone networks or 95261 6666 from military networks. Once it has been reported it shall be taken to the Duty Eng Ops controller without delay for further investigation. 3. Any pers, including embarked aircrew, who identify FOD within the FOD RED zone shall inform ATC without delay, either by radio or on 01491 827333 from civilian telephone networks or 95261 333 from military networks. They should state where it was and if possible describe the FOD. ATC shall, without delay, direct either the reporting pers or ATC pers to retrieve the FOD in co-ordination with other airfield traffic. Only pers with an airfield driving permit are allowed to drive in the FOD RED zone. Once the FOD has been recovered it shall be taken to the Duty Eng Ops controller without delay for further investigation. 4. Following the actions in paragraphs 2/3 this form should be completed, if required, and sent to the Stn FOD PO in the Air Safety Team, Ext 6666.

Finder’s details.

Rank/Title: Name:

Section: Telephone number:

Contact email:

Date and time of find:

Where was the FOD found? Please mark the location on the map, opposite, and give a description if possible:


B-2

Description of the FOD:

Actions taken by the finder:

Actions taken by the Stn FOD PO:


Annex C to RAF Benson FOD Plan V2.1 Dated 17 Nov 17

FOD QUICK REFERENCE CARD

D-1

Annex D to RAF Benson FOD Plan V2.1 Dated 17 Nov 17

RAF BENSON STRONG WIND FOD PLAN – OP BEAUFORT SITUATION 1. Introduction. Op BEAUFORT is the Stn’s response to a notification of strong winds. Its purpose is to ensure that RAF Benson is prepared for strong winds and return the Stn to full operational capability as quickly as possible. EXECUTION 2. Mission. To ensure that the Stn is fully prepared to minimise the risk of FOD following a warning of strong winds. 3. Concept of Ops.

a. Intent. The Strong Wind FOD Plan will be implemented when the Met Office issues a Strong Wind Warning of 40 knots (mean), or gusts of 50 knots. The Duty Ops Controller (DOC) will inform Chief of Staff (COS), or his deputy, who will authorise implementation. b. Endstate. The Station prepared for and recovered from strong winds in order to minimise FOD. c. Scheme of Manoeuvre – Implementation and Cessation. When implementation has been authorised the following actions are to take place:

(1) The DOC is to inform Station personnel via the methods below, using the standard message formats at Appendix 1. Further updates will be passed every 2hrs as to the current weather forecast.

(a) Email to SNCO IHub for Stn wide distribution and for Strong Wind FOD Plan message to be displayed on MOSS Stn Announcements page. Ensure cancel message sent on cessation. (b) Confirm by phone with those reporting cells at Annex B that they are preparing for the Strong Wind FOD Plan.

(2) All Building Custodians, Flt Cdrs and Unit WO’s are to brief personnel as to the heightened FOD risk, emphasising the need to pick it up and report it. In addition they are to:

(a) Ensure that all loose articles, equipment, skips and bins are secured (bins should be physically secured with the brake, to stop it moving and the lids locked down using the key attached to the bin via paracord or using bolts and securing chains). Skips and external bins are not to be used during the period of strong winds. (b) Ensure that contractors working within their AOR’s are informed of the weather situation and actions required. If the Building Custodians are not satisfied by the contractors actions they are to report it immediately to DIO.

D-2

(c) On completion of AOR checks Building Custodians are to report their areas secure and/or any issues to their respective Reporting Cell or Barrack Block detailed at Appendix 2 and Appendix 3. (d) Once Reporting Cells and Barrack Block Reps have received confirmation that their respective sections are secure/or of any issues they are to inform the DOC, on Ext 7015 within 2hrs of activation. (e) The DOC is to record Reporting Cell confirmation as per Appendix 2 and Appendix 3 and inform COS of completion and any ongoing issues.

(3) The Stn FOD Prevention Officer (PO) will carry out spot checks around the Unit, including the main contractor sites, to ensure FOD prevention compliance. (4) Line Managers are to ensure that all personnel report for duty on the next working day/shift in MTP, and be prepared to conduct a FOD Plod as required. (5) On the abatement of strong winds Building Custodians, Flt Cdrs and Unit WOs are to check their AORs and report status to their Reporting Cells within 1 hr who will in turn inform Ops. Additionally:

(a) ATC will carry out an inspection of the airfield to determine if a FOD plod is required. (b) The Stn FOD PO will conduct an inspection of the technical areas and the perimeter fence line that is accessible by vehicle. (c) This information is to be passed to COS who will declare the Strong Wind FOD Plan is no longer in force and whether a FOD Plod is required. The DOC will disseminate as per para 3,c,(1).

d. Scheme of Manoeuvre – FOD Plod. When the information has been received and collated from the Reporting Cells, areas that require a FOD Plod are to be cleared as quickly as possible. It is unlikely that a full Stn FOD Plod will be required. The DOC, in consultation with the Stn FOD PO is responsible for contacting FOD Plod Area Coordinators, detailed in Appendix 4, who are responsible for ensuring their AOR, detailed in Appendix 5 are cleared. This is to be reported to the DOC when complete.

(1) Building custodians are to ensure that they have sufficient plastic bags and gloves available for distribution by the Area Coordinators facilitating a FOD Plod or for a FOD sweep of individual buildings/areas as required. (2) SATCO is to ensure that any groups operating on the airfield are escorted and under the control of ATC personnel, equipped with MRE.

SERVICE SUPPORT 4. OC MT is to provide a 55 seat coach enabling the movement of personnel around the Stn as required. This will primarily be required to move personnel across the airfield. STATION STAND-DOWNS 5. Prior to periods of stn stand-down all Building Custodians, Flt Cdrs and Unit WO’s are to ensure that their AORs are secure and FOD free.

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COMMAND AND SIGNAL 6. This order will be reviewed annually and exercised when necessary. Appendices: 1. Email and MOSS Announcements. 2. Strong Wind FOD Plan Sector Reporting Cells. 3. Strong Wind FOD Plan Accommodation Block Checks. 4. Strong Wind FOD Plan FOD Plod Area Coordinators. 5. Standard FOD Sweep AORs.

Appendix 1 to Annex D to RAF Benson FOD Plan V2.1 Dated 17 Nov 17

EMAIL AND MOSS ANNOUNCEMENTS 1. Initial Email and MOSS (All Points Bulletin) Message.

WEATHER WARNING

The Strong Wind FOD Plan is now in force. Strong winds have been forecast from ____to ____. All Building Custodians, Flt Cdrs and Unit Warrant Officers are to ensure that all loose articles, equipment, and bins are secured in accordance with individual section SOPs. Skips and external bins are not to be used during the period of strong winds. Sector Reporting Cells are to report their areas secure to the Duty Ops Controller on Ext 7015 by _______ today. There is a high risk of FOD throughout this period. All personnel are to ensure they pick up and report any FOD. .

2. Cessation Message.

The Strong Wind FOD Plan is no longer in force. All Building Custodians, Flt Cdrs and Unit Warrant Officers are to conduct a FOD sweep of their AOR and report their areas clear to their Reporting Cells. A FOD Plod of ____________will take place at ____ iaw the Strong Wind FOD Plan.* A Station FOD Plod will take place at ____ iaw the Strong Wind FOD Plan.* A FOD Plod of the airfield is not required. *

* Delete as appropriate


STRONG WIND FOD PLAN SECTOR REPORTING CELLS

1. The DOC will contact the Sector Reporting Cells within 10 mins of the initial notification. 2. The Reporting Cells are to contact the sections within their AOR and inform them to carry out the actions iaw Op BEAUFORT Para 3.c (2). 3. Sections are to report their area clear to their Reporting Cell who will report their AOR clear to the DOC on Ext 7015 once all sections have reported in.

Sector Reporting Cell Tel No Clear Y/N Person Reporting

33 Sqn 7102

230 Sqn 8086

28 Sqn 7138

Puma Force Rects Control

7112

JHSS 5191

Regt Sect 5240

ATC 7015

Guard Room 7247

MT 7266

FHQ 7701

BSW 7402

Fire 7014

Med Centre 7235

Benson Flying Club 7938

OUAS 5225

Police Flt 7999

Gnd Radio 7457


STRONG WIND FOD PLAN ACCOMODATION BLOCK CHECKS

Accommodation Blocks

OIC's/SNCO's IC SLA are to ensure that robust orders are promulgated within the blocks for the Strong Wind FOD Plan. These are to identify that the senior person or a nominated individual is to conduct a FOD sweep of the outside of the block, ensuring that all loose articles, bins, skips etc are secured, during duty and non-duty hours, in support of Op BEAUFORT. DOC is to be informed that this has been carried out on Ext 7015.

Clear Y/N

Person Reporting Clear Y/N

Person Reporting

Aaron Scarf

Barker Spitfire

Barton Thompson

Campbell Wessex

Cheshire

Dowse

Garland

Gray

Lord

Merlin

Mosquito

Pattle

Puma


STRONG WIND FOD PLAN FOD PLOD AREA COORDINATORS

Area Coordinator Telephone No

28 Sqn 28 Sqn WO 7138

BSW Chf Clerk 7402

JHSS JHSS FSO 5191

ATC WO ATC 7017

Fire FS Fire Sect 7014

Ops Wg FLOPS 7701

Pu Fce 33 Sqn WO 230 Sqn WO

7102 8086

PDSH WO PDSH 7048

ELW WO ELW 5407


STANDARD FOD SWEEP AORs

Pu Fce + PDSH

ATC + Fire + Ops Wg

ELW

28 SQN, JHSS +

BSW


Annex E to RAF Benson FOD Plan V2.1 Dated 17 Nov 17


Intentionally left blank for print pagination

RAF Benson Defence Aerodrome Manual OO-1


Annex OO to


ANNEX OO: DANGEROUS GOODS PROCEDURES – LOADING AND UNLOADING 1. Dangerous goods are not routinely handled at RAF Benson, however, should the need arise the following will apply.

2. Any dangerous goods operations at RAF Benson are to be conducted in accordance with JSP800 Volume 4A Dangerous Goods (DG) by Air Regulations, written under the direction of the Defence Safety and Environment Authority (DSEA) Transport of Dangerous Goods Committee (TDGC). The TDGC includes representation from the Military Aviation Authority (MAA); SO2 Air Freight Policy (Air Frt Pol), DSEA is a member of the TDGC and is the initial point of contact for guidance in respect of regulations and policy for the movement of any MOD-sponsored DG for carriage by RAF Air Transport (AT) or civilian AT air systems.

3. The Regulations are promulgated for the direction and guidance of all personnel concerned with the preparation and movement of DG in RAF AT air systems, and includes the mandatory controls for the safe carriage of hazardous consignments in all such air systems. The carriage of DG by Air is a dynamic and changing environment. As such all DG qualified personnel are to ensure that they are fully aware of the most up to date regulations.

4. The carriage of DG by civilian air systems accords to the guidelines issued by the UN Committee of Experts as translated into the ‘International Civil Aviation Organisation’s Technical Instructions (ICAO TIs) for The Safe Transport of DG by Air’. The ICAO TIs are the legal instrument in respect of the carriage of DG by air. However the International Air Transport Association (IATA) each year publishes their own DG Regulations (DGRs), which in some instances are more restrictive than ICAO TIs. The IATA DGRs incorporate additional operational requirements in an easy-to-use manual, which provides a harmonised system for operators to accept and transport DG safely and efficiently. In view of the increasing use of commercial airlines by the MOD to transport military freight, the TDGC has undertaken to adhere to the requirements of IATA Regulations wherever possible. By so doing the JSP800 Vol 4A adheres to the spirit of ICAO TIs and the Air Navigation Order DG Regulations (see Para 1.001) wherever practicable, and only deviates to meet specific military requirements for operational or exercise imperatives that are not covered in those civil regulations.

5. Advice on the transport of DG by air may be obtained from the UK Controlling Air Movement Authority (CAMA), during working hours, as follows:

a. Air Freight Centre, JSC, MOD Abbey Wood, Cedar 3C #3351, Bristol, BS34 8JH.

(1) Telephone: 030 9679 Ext 81113 or 81114 from civilian telephone networks or 9679 Ext 81113 or 81114 from military networks.

(2) Fax: 0117 9138943 from civilian telephone networks or 9352 38943 from military networks.

http://www.transportsafety.dii.r.mil.uk/JSP%20Vol4a/1281_JSP800VOL4A-R.pdf

RAF Benson Defence Aerodrome Manual OO-2




RAF Benson Defence Aerodrome Manual PP-1


Annex PP to RAF Benson DAM Dated 1 Jan 18

ANNEX PP: HYDRAZINE (H70) LEAK – ORDERS 1. These orders are not required for this document as RAF Benson does not routinely accept air systems that use Hydrazine fuel. This annex has, however, been included for continuity and reference purposes so that it is in accordance with all other versions of the DAM.


RAF Benson Defence Aerodrome Manual PP-2




RAF Benson Defence Aerodrome Manual QQ-1


Annex QQ to RAF Benson DAM Dated 1 Jan 18

ANNEX QQ: AIR SYSTEM ARRESTING MECHANISMS – ORDERS 1. These orders are not required for this document as there are no arrestor mechanisms at RAF Benson. This annex has, however, been included for continuity and reference purposes so that it is in accordance with all other versions of the DAM.


RAF Benson Defence Aerodrome Manual QQ-2




RAF Benson Defence Aerodrome Manual RR-1


Annex RR to RAF Benson DAM Dated 1 Jan 18

ANNEX RR: SNOW AND ICE OPERATIONS – ORDERS 1. The orders for Snow and Ice Operations (Op BLACKTOP) at RAF Benson can be accessed on a DII networked computer via this link. Anyone who can’t access this file should call RAF Benson Station Operation on 01491 827015 from civilian telephone networks or 95261 7015 from military networks.

http://cui1-uk.diif.r.mil.uk/r/590/StnOpsAIC/Op%20BLACKTOP/2011020-Op%20BLACKTOP%20OpO0513-AL3.doc

RAF Benson Defence Aerodrome Manual RR-2



RAF Benson Defence Aerodrome Manual SS-1


Annex SS to RAF Benson DAM Dated 1 Jan 18

ANNEX SS: FORCE PROTECTIONS RESPONSIBILITIES – FORCE PROTECTION ORDERS 1. Due to the nature of the task and security classification of the orders they are not included in this document. Further information may be obtained from the Station Security Officer on 01491 837766 Ext 7488/7466 from civilian telephone networks and 95261 7488/7466 from military networks.

RAF Benson Defence Aerodrome Manual SS-2



RAF Benson Defence Aerodrome Manual TT-1


Annex TT to RAF Benson DAM Dated 1 Jan 18

ANNEX TT: UNDERCARRIAGE FAILURE PROCEDURES 1. In the event that a Stn based RW air system damages or loses one of its undercarriage the following procedures are to be implemented.

a. On receipt of notification from the air system, ATC are to notify DOC (ext 7015) who, in turn will notify the DEOC. ATC are to implement the appropriate emergency actions as required. b. The DOC is to log the call and inform the DEOC. c. The DEOC is to inform the relevant sqn engineering desk who are to implement the Chinook Undercarriage Emergency Recovery Plan found here or the Puma Undercarriage Emergency Recovery Plan found here. d. The allocated parking slot for air system suffering an undercarriage failure is Spot 26. The Puma emergency undercarriage trolley is located in the corner of the Wash Bay, lower left corner of H8 on the RAF Benson Crash Map, whereas the Chinook equipment is kept in B Hangar.

http://edrmweb-r1.diif.r.mil.uk/Meridio/browse/downloadContent.aspx?documentId=1279440&sendAsRef=1

http://cui1-uk.diif.r.mil.uk/r/589/EWHQ/AESOsLTD/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R1/Record%5bExtension=doc%5d/37190&target=http%253A%252F%252Fcui1%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F589%252FEWHQ%252FAESOsLTD%252FAESOsBk2Pt2%252F20140116%252DOrd09%255FPuma%255FHC2%255FEmergency%255FUndercarriage%255FProcedure%252DU%252Edoc

RAF Benson Defence Aerodrome Manual TT-2



RAF Benson Defence Aerodrome Manual

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