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RNAS YEOVILTON DEFENCE AERODROME MANUAL

Issue 5 AL 4 i September 2018

RNAS Yeovilton

Defence Aerodrome Manual (DAM)

Issue: 5 AL: 4

September 2018

(Online)

Military Aviation Authority


Issue 5 AL 4 i September 2018

CONTENTS

1. Contents 2. Amendments 3. Annexes 4. Foreword

CHAPTER 1: INTRODUCTION

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..………………………………………………………………………......... 1-1

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 Organisational 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 Frequent Aerodrome Users List……………………………………………………... 2-1

CHAPTER 3: AERODROME LOCATION AND LAYOUT

3.1 Aerodrome Location………………………………………………………………………. 3-1

3.2 Local Area Map…………………………………………………………………………… 3-1

3.3 Aerodrome Crash Maps………………………………………………………………….. 3-1

CHAPTER 4: AERODROME DATA, CHARACTERISTICS & FACILITIES 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………………………………………………………. 4-2

4.5 Passenger Facilities……………………………………………………………………... 4-2

4.6 Rescue and Fire Fighting Services…………………………………………………….. 4-2

4.7 Seasonal Availability. Clearing………….……………………………………………… 4-3

4.8 Aprons, Taxiways and Check Locations Data………………………………………... 4-3

4.9 Surface Movement Guidance and Control System Markings………………………. 4-3

4.10 Aerodrome Obstacles…………………………………………………………………… 4-4

4.11 Meteorological Information……………………………………………………………… 4-4

4.12 Runway Physical Characteristics………………………………………………………. 4-5

UNCONTROLLED COPY WHEN PRINTED


Issue 5 AL 4 ii September 2018

4.13 Declared Distances……………………………………………………………………… 4-5

4.14 Approach and Runway Lighting………………………………………………………... 4-6

4.15 Other Lighting, Secondary Power Supply…………………………………………….. 4-7

4.16 Helicopter Landing Area………………………………………………………………… 4-7

4.17 ATS Airspace…………………………………………………………………………….. 4-8

4.18 ATS Communication Frequencies………..……………………………………………. 4-8

4.19 Radio Navigation and Landing Aids…………………………………………………… 4-9

4.20 Local Traffic Regulations……………………………………………………………….. 4-9

4.21 Noise Abatement Procedures………………………………………………………….. 4-10

4.22 Flight Procedures………………………………………………………………………… 4-10

4.23 Additional Information…………………………………………………………………… 4-10

4.24 Charts Relating to this Aerodrome…………………………………………………….. 4-10

4.25 Special Procedures……………………………………………………………………… 4-11

4.26 Medical Response Equipment…………………………………………………………. 4-11

4.27 Temporary Obstruction Orders……….………………………………………………… 4-11

4.28 Runway Approach Obstructions……………………………………………………… 4-11

4.29 Runway Strip Obstructions…….……………………………………………………… 4-11

4.30 Runway End Safety Area (RESA).…………………………………………………… 4-11

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

4.32 Rotary Hydraulic Arrestor Gear (RHAG) Orders…..…………………………………. 4-12

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 Procedures…………………………………………………………. 7-1

7.2 Air Traffic Control Orders………………………………………………………………. 7-1

CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES

8.1 Aerodrome Reporting…………………………………………………………………... 8-1

8.2 Aerodrome Serviceability Inspections………………………………………………… 8-1

8.3 Aerodrome Technical Inspections…………………………………………………….. 8-1

8.4 Protection of Radar and Navigation Aids…………………………………………….. 8-1



Issue 5 AL 4 iii September 2018

8.5 Surveillance Equipment Maintenance & Monitoring………………………………… 8-1

8.6 Navigation Equipment Maintenance & Monitoring………………………………….. 8-1

8.7 Aerodrome Works Safety………………………………………………………………. 8-1

8.8 Control of Entry and Access…………………………………………………………… 8-1

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

8.10 Aerodrome 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…………………………………………… 8-2

8.17 Safeguarding Requirements. Waivers and Exemptions…………………………… 8-2

8.18 Standards Checks / SQEP (Qualified Personnel) ………………………………….. 8-2

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…………………................................................................................. 8-3

8.24 Compass Calibration Base…...………………………………………………………... 8-3

8.25 Explosive Ordnance Disposal Area…………………………………………………… 8-3

8.26 FOD Prevention, Training and Awareness…………………………………………… 8-3

8.27 Dangerous Goods (DG) Procedures – Loading /Unloading………………………... 8-3

8.28 Hydrazine (H70) Leak. ………………………………………………………………… 8-3

8.29 Air System Arresting Mechanisms……….…………………………………………… 8-3

CHAPTER 9: SNOW & ICE OPERATIONS

9.1 Snow and Ice Operations………………………………………………………………. 9-1

CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES

10.1 Force Protection Responsibilities………………………………………………………. 10-1

10.2 National/Multinational Security Responsibilities……………………………………… 10-1



Issue 5 AL 4 iv September 2018

2. Amendments

Amendment

No. Amendment

Date Date of

Incorporation

Issue 5: AL1 28 Feb 17 28 Feb 17

Issue 5: AL2 01 Nov 17 01 Nov 17

Issue 5: AL3 01 Jul 18 01 Jul 18

Issue 5: AL4 05 Sep 18 05 Sep 18

3. 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 System or vehicles.

Annex J Orders for both the maintenance and safe operation of the RHAG.

Annex K Orders for both the safe operation and maintenance of the barrier.

Annex L Orders for the safe parking, manoeuvring, refuelling and servicing of Air System

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 Air Traffic Control Orders (Operational)

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



Issue 5 AL 4 v September 2018

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 (Where present)

Annex LL Compass Swing Area. Orders (Where present)

Annex MM Explosive Ordnance Disposal Area. Orders (Where present)

Annex NN FOD Prevention, Training and Awareness. Orders

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

Annex PP Hydrazine (H70) Leak (Where present). Orders

Annex QQ Air System Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable Hydraulic Arrester Gear (PHAG) / Barriers) etc. Orders

Annex RR Snow and Ice Operations. Orders

Annex SS Force Protection Responsibilities. Force Protection (FP) Orders (To be kept separately due to security classification)



Issue 5 AL 4 vi September 2018

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 aircraft 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.

http://www.gov.uk/maa



Issue 5 AL 4 vii September 2018

3. Applicability. Unless specifically excluded, the MRP documents, RAs and Manuals apply to any personnel be they civilian or military involved in the certification, design, production, maintenance, handling, control or operation of Air Systems on the UK Military Aircraft Register (MAR) and associated equipment1, under MAA regulations, in accordance with chapter 2 of MAA01.

4. Scope of Activity. The MAA has full oversight of all Defence aviation activity and undertakes the role of the single regulatory authority responsible for regulating all aspects of Air Safety across Defence.

5. Military Applicability. The RAs within the MRP (also referred to as “the Regulations”) are Orders within the meaning of the Armed Forces Act. The MRP has primacy over all other Defence aviation orders or instructions, except insofar as any regulation therein has been superseded by a Regulatory Notification.

6. Equal Opportunities Statement. All reference to the masculine gender (he, him and his) is to be taken to include the feminine gender (she, her and hers).

7. Responsibilities. The Regulations contained within the MRP do not absolve any person from using their best judgement to ensure the safety of Air Systems and personnel. Where safety or operational imperatives demand, the Regulations may be deviated from provided that a convincing case can be offered in retrospect. Where authorized individuals issue their own amplifying orders or instructions, they must be based on the Regulations and they must not be more permissive.

8. Regulatory Notifications. Where the routine amendment process for the MRP is not sufficiently agile, to effect timely communication of regulatory changes, the MAA will employ one of 2 types of notification, dependent upon the nature of the information conveyed:

a. Regulatory Notice. A Regulatory Notice (RN) will notify changes in structures, procedures, regulations, or provide operational or engineering guidance.

b. Regulatory Instruction. A Regulatory Instruction (RI) will provide mandatory operational or engineering direction.

9. Notifications will be approved at the appropriate level within the MAA depending on type, complexity and whether the Notification is contentious. They will be promulgated to those with delegated/contracted responsibility for Air Safety such as Aviation Duty Holders (Aviation DH) within the Services and Accountable Managers within Industry. Recipients will be required to acknowledge receipt and copies of the notifications will also be published on the MAA website. Receiving organizations are responsible for cascading notifications internally in an effective way.

10. Regulatory Waiver/Exemption. Temporary Waivers (for a specified period) or permanent Exemptions from extant regulations may be employed2 at the request of a Regulated Entity. For regulatory Waivers or Exemptions, the process outlined in MAA03 is to be used.

11. Alternative Acceptable Means of Compliance (AAMC). Where the Regulated Entity believes there is an alternative way of satisfying the intent of a Regulation, it may utilise the AAMC process outlined in MAA03 to apply to the MAA for approval.

12. Commercial Implications. The MRP will be applied through contract to those commercial organizations designing, producing, maintaining, handling, controlling or operating Air Systems on the UK MAR and associated equipment1. Compliance with these Regulations will not in itself relieve any person from any legal obligations imposed upon them. These Regulations have been devised solely for the use of the UK Ministry of Defence (MOD), its contractors in the execution of contracts

1 Including Air Traffic Management (ATM) and Aerospace Battle Management (ABM). 2 When approved by the Regulator.

https://www.gov.uk/government/publications/maa01-military-aviation-authority-maa-regulatory-policy

https://www.gov.uk/government/organisations/military-aviation-authority

https://www.gov.uk/government/publications/maa03-military-aviation-authority-maa-regulatory-processes




Issue 5 AL 4 viii September 2018

for the MOD and those organizations that have requested to operate their Air Systems on the UK MAR. To the extent permitted by law, the MOD hereby excludes all liability whatsoever and howsoever arising (including, but without limitation, liability resulting from negligence) for any loss or damage however caused when these Regulations are used for any other purpose. Contractors should be aware of the risks associated with following legacy Regulation and policy which is obsolescent and therefore no longer supported. All future contracts and contractual amendments should ensure that the requirement to comply with the extant MRP is captured at date of contract let or amendment. The MAA will continue to monitor this situation through audit and inspection.

13. Amendment. Sponsorship of the MRP and the authorization of amendments are the responsibility of D MAA. Proposals for amendments to the MRP can be made in accordance with Chapter 4 of MAA01. MAA Regulatory Policy and MAA03. MAA Regulatory Processes.

< Original signed >

J C DICKSON Group Captain Deputy Head (Regulation) Military Aviation Authority 3 Jan 16

https://www.gov.uk/government/publications/maa01-military-aviation-authority-maa-regulatory-policy



Issue 5 AL 4 1-1 September 2018

CHAPTER 1: INTRODUCTION 1.1 Regulatory Cross-Reference. This Manual supports and must be read in conjunction with the following MAA Documents and Regulations, and other policy documents: RA 1020(4) - Responsibilities of ADH-Facing Organizations RA 1200 - Defence Air Safety Management RA 1205(2) - Air System Safety Cases (Responsibilities of DH-Facing Organizations) RA 1026 - Aerodrome Operator 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 Policy3 1.2. Purpose. The purpose of the Defence Aerodrome Manual (DAM) is to provide, in a standardized format, a mechanism to inform both military and civilian operators of accurate aerodrome data that includes physical characteristics, available services, aerodrome hazards and operating procedures. It will also provide reference material 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 European Commission (EC) legislation EC 216/2008 (as amended at Annex Va)4 and is to be read in conjunction with the documents set at Chapter 1 Para 1.1 of the DAM. 1.3 Scope. This document covers all facilities, services, hazards and procedures relating to the conduct of aviation operations at RNAS Yeovilton. The RNAS Yeovilton Defence Aerodrome Assurance Framework (DAAF) runs alongside the DAM and is held by the DAM Officer. The DAAF covers all chapters and sub paras of the DAM to allow a record of full assurance at 1st / 2nd / and 3rd party level. 1.4 Information Accuracy. The 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)5 is also published in the DAM, 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 DAM6. Both the DAM and the AIP have legal authority. 1.5 Master Copy. The master copy of the DAM is to be appropriately protected, held by the AO and made available on their Sharepoint/internet websites (to allow civil access). Amendments to the Manual must be made when changes occur and the latest version published online.

3 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. 4 Users are directed to the Consolidated version of Regulation (EC) No 216/2008. 5 The AIP is the primary source for Aeronautical Information. 6 The Military AIP is amended through No.1 Aeronautical Information Documents Unit. The Civilian AIP is subject to a separate amendment process.

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




1.6 Responsibilities of an Aerodrome Operator. The AO will actively manage an aerodrome environment such that it accommodates the safe operation of Air System 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:

i. 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.

ii. 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.

iii. The AO will ensure that an appropriate aerodrome wildlife risk management programme is established and implemented in accordance with MADS.

iv. The AO will ensure that movements of vehicles and persons on the movement area and other operational areas are coordinated with movements of Air Systems iaw RA 3262 – Aerodrome Access.

v. 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.

vi. 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.

vii. 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.

viii. 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).

ix. The AO will ensure that the maintenance of aerodrome lighting and aircraft arresting equipment covers servicing information, troubleshooting, inspection procedures and repair instructions, in accordance with extant support policy statements.




x. The AO will ensure that all personnel who need to enter the movement area, as part of their TORs, are both trained and qualified to do so with the appropriate authority (line manager, ATC, etc).

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

xii. The AO will ensure that adequate aerodrome rescue and fire-fighting services (ARFF) 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 should be contained within Annex F of the DAM).

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

xiv. The AO will ensure that an effective Safety Management System (SMS) linked to the respective Front Line Command (FLC) or ADH SMS is established and maintained in accordance with guidance laid down in MAA 1200(1) Defence Air Safety Management.

xv. 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.

xvi. The AO will strive to engender an engaged safety culture.



CHAPTER 2: TECHNICAL ADMINISTRATION

2.1 Name and Work Address of Aerodrome Operator:

Cdr Air RNAS YEOVILTON Ilchester Somerset BA22 8HT

2.2 Aerodrome Operators 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 to be contained in the DAM at Annex A

2.4 Safety Meeting Structure. An organisational aviation safety meeting flow diagram is contained at Annex B.

2.5 Organizational Structure. An organization structure that outlines the organisation of aerodrome operations is contained at Annex C.

2.6 Key Post Holders. A list of aerodrome key post Holders is contained at Annex D.

2.7 Aerodrome Operating Hazard Log (AOHL). The AOHL indicates the aerodromes operating hazards and is contained at Annex E. Hazards that affect the safe conduct of flight or Air System operations on the ground are presented in a standard AOHL format.

2.8 Formal Aerodrome Related Agreements. These agreements are contained at Annex F.

2.9 Aerodrome Waivers, Exemptions and Alternative Acceptable Means of Compliance (AAMC).

Copies of all aerodrome related Waivers, Exemptions and AAMC are contained at Annex G.

2.10 Frequent Aerodrome Users. RNAS Yeovilton Air Operations & Flight Planning hold details regarding consistent users of the aerodrome.



Issue 5 AL 4 2-A-1 September 2018

Annex A to

DAM Chapter 2 Dated Jul 2018

LETTER OF DELEGATION

This information is not available on the online version of this document.


Issue 5 AL 4 2-B-1 September 2018

Annex B to DAM Chapter 2

Dated July 2018

SAFETY MEETING STRUCTURE



Issue 5 AL 4 2-C-1 September 2018

Annex C to DAM Chapter 2

Dated July 2018

ORGANISATIONAL STRUCTURE



Issue 5 AL 4 2-D-1 September 2018

Annex D to DAM Chapter 2

Dated July 2018

KEY POST HOLDERS



Issue 5 AL 4 2-E-1 September 2018

Annex E to DAM Chapter 2

Dated Jul 18

AERODROME OPERATING HAZARDS LOG (AOHL)

A list of aerodrome hazards and aerodrome features that do not comply with the Manual of Aerodrome Design and Safeguarding (MADS) can be found in the table below.

Legacy1 MADS non-compliances, i.a.w. MAA/RN/2015/07, are not subject to regulatory waiver, exemption or AAMC as they do not fall into the category of new constructions, modifications or restorations.

Aerodrome Operating Hazard Log

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?

Hangars Surrounding AMA Permanent No All are lit with red lights

FAA Museum Hangar (K4)

NE of aerodrome Permanent No Additional 3 red lights on the corner adjacent

to Yankee hardstanding

Masts x 2 (G3 and J2)

To the N of aerodrome – 1 x Comcen and 1 x Little Yeovilton

Permanent No Lit with red lights

Windsocks x 4 (N3, L6, H9 and B7)

IVO every Rwy Threshold

Permanent No Lit at base

Proximity of RPAR to Runway (J6)

N of Main Rwys Intersection

Permanent No Lit with red lights.

Watchman Radar Twr (I6)

N of Terminal 1 Permanent No Lit with red lights.

DF DRDF Taxiway Permanent No Lit with red lights.

UHF Aerials (J8) Adjacent to ATC Permanent No Lit with red lights.

Water Tower (I4) W of FAA Museum Permanent No Lit with red lights.

TACAN Tower J8 Permanent No Lit with red lights.

Engine Run-up bays

J4 Permanent No Taxyway OOB to all

aircraft.

SSR Tower (I10) SE Threshold Rwy

04 Permanent No Lit with red lights

ILS GP aerial and monitor

ILS Taxiway Permanent No

Taxyway out of bounds from the East. No

standard taxy patterns utilise the taxyway

Yeovilton Church Tower (164’) (G9)

NE corner Yeovilton Village, SW of

aerodrome Permanent No Nil

Non Standard Stand Markings

Flare Arming Stands 22-28 and 52-54

Permanent No

Safe heading is marked by a .5m red ‘head-

mark’ which emanates from the outer circle of

the stand.

Old Dispersal Markings still visible after

removal.

Yankee, Lima, X-Ray and Zulu Dispersals

Permanent No

Works to remove markings undertaken completed, remaining residue expected to

fade in time.




Co-efficient of friction on runways is low resulting in runways liable to

being slippery when wet.

All Runways Permanent Yes

A mu-Meter run is scheduled to occur

every six to eight weeks iot track the runway friction co-efficient.

A Water Tank infringes on the

required clearance for Taxiways.

TACAN Taxiway Permanent No

Legacy. Only aircraft with a maximum

wingspan of 22m can use this taxiway. A

warning will be passed to visiting aircraft of the limitation. DAM Chapter 7 Annex Q 202.4 refers.

A wall infringes on the required clearance for

Taxiways

04 Threshold – South Dispersal

Taxiway Permanent No

Legacy. Only aircraft with a maximum

wingspan of 14m can use this taxiway. A

warning will be passed to visiting aircraft of the limitation. DAM Chapter 7 Annex Q 202.4 refers.

Photometric Compliance of

runway lighting is not of the required

level.

Threshold Wing Bar lighting and Runway Edge lighting for all

runways.

Temporary Yes Nil

Runway Caravan does not conform

to the distance required away from

the runway edge and is located

much closer than what is required.

Adjacent to the threshold of the duty

runway. Permanent No

Legacy. A Safety Case is underway. At present

the runway caravan may be withdrawn for

aircraft with large wingspans. The

Runway Caravan will remain in its current location for all other

fixed wing arrivals and departures due to the location of the power

socket.

Runway 27 and 09 designators are

incorrect. Runway 27,09 Permanent No

Legacy. Safety assessment underway

Runway 27, 09 and 22 slope radii are

non MADS compliant.

Runway 27,09,22 Permanent No Legacy.

Declared RESA distances on

runway 27, 09 and 22 are non MADS

compliant.

Runway 27,09,22 Permanent No

Legacy. The presence of arrestor barriers on runway 27 and 22 is

mitigation.

Longitudinal and Transverse slopes

are non MADs compliant

All Runways Permanent No Legacy

Taxiways are non-compliant for size of fillets, overall

radius and dimension

All taxiways Permanent No Legacy

https://modgovuk.sharepoint.com/:w:/r/teams/1201/01/02/ATC%20Safety%20Mgt/20180424-SA-06-18%20Runway_Designators.doc?d=we9869cc74cce48c6b52edb372c636c71&csf=1&e=DzaRdq

https://modgovuk.sharepoint.com/:w:/r/teams/1201/01/02/ATC%20Safety%20Mgt/20180424-SA-06-18%20Runway_Designators.doc?d=we9869cc74cce48c6b52edb372c636c71&csf=1&e=DzaRdq




Hold points on taxiways are too

close to the Runway Centre Line and South

Dispersal

Slip & SAMOS taxiways

Permanent No Legacy

Airfield Markings are non MADs

compliant

Detailed in Yeovilton Measured Height

Survey 2018 Permanent Yes Legacy

Airfield signs are non MADs compliant

Detailed in Yeovilton Measured Height

Survey 2018 Permanent Yes Legacy


Issue 5 AL 4 2-F-1 September 2018

Annex F to DAM Chapter 2

Dated September 2018 AERODROME RELATED FORMAL AGREEMENTS



Issue 5 AL 4 2-G-1 September 2018

Annex G to DAM Chapter 2

Dated July 2018

Aerodrome Safeguarding Waivers and Exemptions




CHAPTER 3: AERODROME LOCATION AND LAYOUT

3.1. Aerodrome Location – RNAS Yeovilton is situated 7 miles north of the town of Yeovil in Somerset and approximately 35 miles south of Bristol. It lies along A303, using the B3151 to access the two gates into the station, the main gate is West Gate and lies on the left hand side when travelling from the East. From Yeovil follow the A37 until it joins the B3151 then West gate will lie on the right hand side. The nearest railway station to RNAS Yeovilton is Yeovil Pen Mill, which is located 7.5 miles to the South. 3.2. Local Area Map




3.3 Aerodrome Crash Map (Dated Jun 17)




CHAPTER 4: AERODROME DATA FACILITIES & CHARACTERISTICS

4.1 LOCATION INDICATOR AND NAME

EGDY- YEOVILTON

4.2 - AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

4.2.1 ARP Co-ordinates and site at AD:

N51 00.29.77 W002 38 43.77 Centred Mid-Point 09/27

4.2.2 Direction and distance from City: 7nm North of Yeovil

4.2.3 Elevation/Reference Temperature:

75ft / 22˚C

4.2.4 Magnetic Variation/Annual Change:

1˚ 21’W (MAY 17) / 0˚ 09’ decreasing

4.2.5 Geoid Undulation at AD Elev Position:

----

4.2.6 AD Administration: Royal Navy RNAS Yeovilton Ilchester Somerset BA22 8HT Mil: 93510 5498 Civ: 01935 455497/5498 (Ops/Flt Planning) Mil: 93510 5419 (Ops/Flt Planning) Civ: 01935 455419 (Ops/Flt Planning)

Address:

Telephone:

Fax:

E-mail:

Web site:

4.2.7 Types of Traffic Permitted (IFR/VFR):

IFR/VFR

4.2.8 Remarks Nil

4.3 - OPERATIONAL HOURS

4.3.1 AD: *PPR. HO ATZ H24

4.3.2 Customs and Immigration: By prior arrangement.

4.3.4 Health and Sanitation: Nil

4.3.5 AIS Briefing Office: HO

4.3.6 ATS Reporting Office (ARO): HO

4.3.7 MET Briefing Office: H24. Forecaster HO.

4.3.8 ATS: HO

4.3.9 Fuelling: HO

4.3.10 Handling: HO

4.3.11 Security: H24

4.3.12 De-Icing: HO

4.3.13 Remarks:

24 hrs PNR for Military aircraft. Visiting Civil aircraft are strictly 24 hrs PPR via Operations Ext 5497/5498. Ops manned HO. Yeovilton based aircraft may operate H24. LARS is normally avbl btn




‡0830-1700 Mon-Thu, ‡0830-1400 Fri‡. Between Easter BH and August BH LARS will be avbl from ‡0930. Outside of these hours when AD is open a MATZ crossing service will normally be provided. Transiting aircraft are to blind call Yeovil Radar before crossing MATZ outside published hours. Recreational Flying and Gliding takes place outside of published hours. Police/SAR/Air Ambulance are approved to transit the ATZ outside published hours. Police/SAR/Air Ambulance should call Yeovil Tower 120.8 which is monitored when activity is taking place.

4.4 - HANDLING SERVICES & FACILITIES

4.4.1 Cargo Handling Facilities: Fork Lifts.

4.4.2 Fuel / Oil / Hydraulic Types: 100LL, F34, 44. 0-123, 128, 149, 156, 160. OM15. OEP 215.

4.4.3 Fuelling Facilities / Capacity:

RNAS Yeovilton has multiple Fuel Bowsers to handle the fuel types listed above. For security purposes this information is limited on the online version of this document.

4.4.4 Oxygen: GOX.

4.4.5 De-Icing Facilities: Nil.

4.4.6 Starting Units: E1, 10, 11, 12. C3.

4.4.7 Hanger Space for visiting Air Systems:

Nil.

4.4.8 Repair Facilities for visiting Air Systems:

Full 2nd line facilities for military air systems.

4.4.9 Remarks: Nil.

4.5 - PASSENGER FACILITIES

4.5.1 Accommodation: Accommodation only in Service Messes.

4.5.2 Medical Facilities: Medical Centre.

4.5.3 Remarks: Nil non-service Accommodation.

4.6 - RESCUE & FIRE FIGHTING SERVICES

4.6.1 AD Category for Fire Fighting: ICAO 5 during operational hours.

4.6.2 Rescue Equipment: As required for ICAO 5 regulations.

4.6.3 Capability for removal of disabled Air Systems:

Limited for visiting aircraft due to crane capability (lift max 20 tonnes)

4.7 - SEASONAL AVAILABILITY - CLEARING

4.7.1 Type of Clearing Equipment: This information is not available on the online version of this document.

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

4.8 - APRONS, TAXIWAYS AND CHECK LOCATIONS DATA




4.8.1 Aprons Surfaces: Apron Surface Strength

All

Concrete LCG IV

4.8.2

Taxiway width, surface & strength:

Taxiway Width Surface Strength

All Perimeter unless noted

otherwise 16m Asphalt/Concrete LCG IV

Taxiway

North & South 20m Asphalt LCG V

Perimeter Taxiway (outer)

27 to South Dispersal

20m

Asphalt

LCG V

Lazy Lanes

North & South 18m

Asphalt LCG V

PAR Slipway 12m Asphalt LCG V

4.8.3 Altimeter Check Location & Elevation: N/A

4.8.4

VOR Checkpoints: Nil.

INS Checkpoints: Nil.

4.8.5

Remarks:

A wall and EWS tank currently infringe on the Twys astern of the ATC Twr. When taxiing to/from South dispersal, the max wingspan for FW acft is 22m on the TACAN Twy and 14m to Rwy 04RH.

4.9 - SURFACE MOVEMENT GUIDANCE & CONTROL SYSTEM MARKINGS

4.9.1

Use of Air System stand ID signs: Taxiway Guidelines & visual docking / parking guidance system of Air System stands:

Yellow Taxiway markings and parking slot guidance with marshallers. All stands are numbered with yellow writing on black backgrounds.

4.9.2

Runway & taxiway markings & lighting:

Runway 09/27. Standard Centreline markings. Displaced threshold markings on Rwy 27. RHAG markers on both Rwys (but no RHAGS). Two painted white bars now redundant. IRDM - lit. Rwy 27 South-side has two hold positions (lit) in non-standard positions: Hold 1 to the left and adjacent taxiway; Hold 2 to the right and adjacent taxiway. Hold to be used depends on whether ILS approaches are in progress. Runway 04/22. Standard centreline markings. Standard threshold markings. Single painted white bar now redundant.

Taxiway : Taxiways have standard centreline markings.

4.9.3 Stop Bars: Nil.

4.9.4 Remarks: Nil.

4.10. AERODROME OBSTACLES

Please refer to the “Measured Height Survey” data on the MilFlIP website.




4.11 - METEOROLOGICAL INFORMATION

4.11.1 Associated MET Office: Yeovilton.

4.11.2 Hours of Service: H24 Mon-Fri. OT A/R by station.

MET Office outside hours ----

4.11.3

Office Responsible for TAF information:

Yeovilton.

Periods of validity: 9hrs.

4.11.4 Type of landing forecast: TREND.

Interval of issuance: Hourly + Specials.

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

4.11.6 Flight Documentation: Charts / TAFS / METARs.

Language(s) used: Abbreviated plain language text.

4.11.7 Charts and other information available for briefing or consultation:

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- SWIFT, MOMIDS.

4.11.9 ATS units provided with information:

RNAS Merryfield, FR Hurn, Leonardos, Fleetlands, DERA Winfrith, OLTC Talybont, AOMC- RM Poole, Aviation forecast for SCXAs (East).

4.11.10 Additional information (limitation of Services etc.):

Forecaster not available outside HO.

4.11.11 Remarks: Nil.

4.12 - RUNWAY PHYSICAL CHARACTERISTICS

Designations Runway number

True and MAG bearing

Dimensions of Runway

(m)

Strength (PCN) and surface of Runway and

stopway

Threshold co-ordinates

Threshold elevation highest

elevation of TDZ of

precision APP Rwy.

09* 083˚03’51” GEO 084˚24’51” MAG

2293 X 45 LCG IV

Concrete N51 00 25.29

W002 39 42.15

52.33ft TDZE 55.0ft

27* 263˚05’22” GEO 264˚26’22” MAG

2293 X 45 LCG IV


W002 37 45.40

68.77ft TDZE 70.0ft

04 037˚02’09” GEO 038˚23’09” MAG

1464 X 45 LCG IV


W002 38 39.02

74.77ft TDZE 75.0ft

22 217˚02’44” GEO 218˚23’44” MAG

1464 X 45 LCG IV


W002 37 53.79

69.26ft TDZE 69.0ft

Desig &Slope of Rwy/Swy

Stopway Dimensions (m)

Clearway Dimensions

(m)

Strip Dimensions

(m) OFZ

09 – 0.22%U Nil. 86 x 180 2412 x 300 -

27 – 0.22%D Nil. 17 x 180 2412 x 300 -




04 – 0.12%D Nil. 234 x 180 1583 x 180 -

22 – 0.12%U Nil. 45 x 180 1583 x 180 -

4.12.12 Arresting Systems:

Rwy 09 RAF Type B (a) (60ft Ovrn) Rwy 27

Rwy 04 RAF Type A (147ft Ovrn)

Rwy 22

(a) Caution: Road 456ft/139m from barrier, river 527ft/161m from barrier.

4.12.13 Remarks: Caution: Rwy 27. The end of the Rwy pavement is inclined at an angle marginally in excess of the MMADS stipulated maximum of 12.5%. All runways slippery when wet. *Caution: The magnetic heading of Rwys 27 and 09RH are not accurately reflected by their current physical designation on the runway.

4.13 - DECLARED DISTANCES

Runway TORA

(m) TODA

(m) ASDA

(m) LDA (m)

Remarks

09 2293 2379 2293 2293

27 2293 2310 2293 2293

04 1464 1698 1464 1464

22 1464 1509 1464 1464




4.14 - APPROACH AND RUNWAY LIGHTING

Runway

Approach Lighting

Type Length

Intensity

Threshold lighting Colour

Wingbars

PAPI VASIS Angle

Distance from Thr (MEHT)

TDZ lighting Length

Runway Centreline

lighting Length

Spacing Colour

Intensity

Runway edge

lighting Length

Spacing Colour

Intensity

Runway End

lighting Colour

Wingbars

Stopway lighting Length

(m) Colour

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

09 CL5B

3,000ft/914m HI

2 x Green wingbars

PAPI 3˚ 536ft (26ft)

--- ---

White HI Uni, 30m White LI Omni, 91m

Red ---

27 CL5B

3,000ft/914m HI

2 x Green Wingbars

PAPI 3˚ 574ft (27ft)

--- ---

White Hi Uni, 30m White LI Omni, 91m

Red ---

04 CL2B

1,500ft/457m LI

Green PAPI 3.5˚

--- (29ft)

--- --- White LI Omni, 91m

Red ---

22 Cl2b

1,500ft/457m Green

PAPI 3.25˚ 562ft (30ft)

--- --- White LI Omni, 91m

Red ---

Remarks: Nil




4.16 - HELICOPTER LANDING AREA

4.16.1 Location: As directed by ATC.

4.16.2 Elevation: ----

4.16.3 Lighting: Nil

4.16.4 Remarks: Station based helicopters have special arrival and departure points and procedures at this aerodrome which are laid down in local orders. There is no dedicated HLA.

4.15 - OTHER LIGHTING, SECONDARY POWER SUPPLY

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

I Bn: N51 00 39.12 W002 37 45.18 “VL” ●●● ● ●● HO. Red.

4.15.2 Anemometer location & lighting: N51 00 21.00 W002 38 28.20. Unlit.

4.15.3 Taxiway edge & C/Line lighting:

Standard, Lazy lane- Blue edge lighting. 09 Turning loop, North/South Disused Runway, X-Ray Hardstandings, FAA Museum to Rwy 22. All have green centreline lighting. South Dispersal/22 Runway link- Edge Reflectors

4.15.4 Secondary Power supply: This information is not available on the online version of this document.

4.15.5 Switch-over time:

4.15.6 Remarks:

Barrier lights: Rwy 09/27: One red light on top of each Barrier stanchion. Two occulting red lights, one on either side of the barrier directed into the approach of Rwy 09 when barrier is raised. Barrier lights: Rwy 04/22: One red light on top of each Barrier stanchion. Two occulting red lights, one on either side of the barrier directed into the approach of Rwy 04 when barrier is raised. Illuminated Runway Distance Markers (IRDM): Caution the IRDMS on Rwy 27/09 are positioned 14m from the runway edge and on Rwy 22/04 they are 12m from the runway edge. This is inside the minimum distance as laid down in STANAG 3316.




4.17 - ATS AIRSPACE

Designation and lateral limits Vertical limits Airspace classification

4.17.1 4.17.2 4.17.3

Yeovilton MATZ. Circle 5nm radius centred on N51 00 29.77 W002 38 43.77 with stubs aligned Rwy 09/27.

3,000ft AAL SFC

G

Yeovilton ATZ. Circle radius 2.5nm centred on N51 00 29.77 W002 38 43.77, except that portion of the circle south of a straight line joining N50 58 17.00 W002 40 37.00- N50 58 04.00 W002 37 44.00

2,000ft AAL SFC

G

4.17.4 ATS Unit C/Sign: Yeovilton

Language: English

4.17.5 Transition Altitude: 3,000ft

4.17.6 Remarks: Nil

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 Yeovil

Approach 234.300(L)

127.350 (L)(M) HO HO

(L)= LARS Frequency (M)= MATZ Crossing

Frequency

RAD Yeovil Radar

234.300(L) 127.350(L) (M)

HO HO (L)= LARS Frequency (M)= MATZ Crossing

Frequency

DIR Yeovil

Director 259.075 123.300*

HO HO

*NATO Common Frequency.

Available on request.

PAR Yeovil

Talkdown

282.025 241.525 123.300*

HO HO



TWR Yeovil Tower

375.575 120.800

HO HO

GND Yeovil

Ground 268.625 122.100*

HO HO



ATIS Yeovil

Information 283.925 HO HO

A/G Stn Yeovil Ops 3942 HO HO

Emergency and “Ops normal” transmissions

for station based aircraft only.




4.19 - RADIO NAVIGATION & LANDING AIDS

Type Category (variation)

Ident Frequency Hour of Operation Winter/Summer

# and by arrangement

Antenna Site co-ordinates

Elevation of DME

Transmitting antenna

Remarks

4.19.1 4.19.2 4.19.3 4.19.4 4.19.5 4.19.6 4.19.7

TACAN VLN Ch 47X 111.000

HO HO N51 00 18.04

W002 38 19.46 113ft

Rwy 04: DME VLN reads

0.22d at Thld. Rwy 09: DME

VLN reads 0.88d at Thld. Rwy 22: DME

VLN reads 0.6d at Thld.

Rwy 27: DME VLN reads

0.45d at Thld.

UDF/VDF Yeovil RAD

314.375 259.075 234.300 123.300* 127.350

HO HO

*NATO Common

Frequency. Available on request only.

ILS/DME Rwy 27

I-YEO

111.300 Ch 50X

HO HO

N51 00 29.77 W002 37 53.78

65.617ft QFU 265˚

DME reads 0d at Thld

Glidepath 332.300 N51 00 29.66

W002 37 53.80 65.617ft

3˚ ILS Ref Datum

Height 30.1ft

Localiser 111.300 N51 00 24.75

W002 39 49.22 48.556ft LOC 265˚

Remarks: 1. ILS auto-coupled approaches permitted to Cat I DH. Threshold crossing height is 8.7m. 2. ILS users may experience erroneous indications or unlocks outside 17nm, below 3,000ft QFE; DME unlocks may occur beyond 21nm below 3000ft QFE. 3. ILS users, specifically rotary air systems, may experience erroneous indications between 4.1 - 4.3nm due to the corresponding ridge below. 4. TACAN users may experience an unlock in sector 230-232° due to environmental issues.

4.20 - LOCAL TRAFFIC REGULATIONS

4.20.1 Airport regulations None specified.

4.20.2 Ground movement None specified.

4.20.3 Cat II/III Operations Nil.

4.20.4 Warnings Caution: For ILS and PAR approaches, a reduced threshold crossing height of 8.5m exists.

4.20.5 Helicopter Operations Intense helicopter activity can be expected at all times, Station based helicopters have special arrival and departure points and procedures at this aerodrome which are laid down in local orders.

4.20.6 Use of Runways See EGDY Ref 4.12

4.20.7 Training Nil.




4.21 - NOISE ABATEMENT PROCEDURES

4.21.1 Orders are contained at Annex H.

4.22 – FLIGHT PROCEDURES

4.22.1 Procedures for in bound ac: See TAP Charts & Annex Q

4.22.2 Departures: See TAP Charts & Annex Q

4.22.3 Radio Comms Failure: See TAP Charts & Annex Q

4.22.4 MAP: See TAP Charts & Annex Q

4.22.5 Aerodrome Op Minima: See TAP Charts

4.22.6 Remarks a. Instrument Approach Procedures (IAP) for this aerodrome are established outside controlled airspace. b. For SRA Stepdown and procedures see TAP Charts.

4.23 – ADDITIONAL INFORMATION

4.23.1 Nil.

4.24 - CHARTS RELATING TO THIS AERODROME

Terminal Approach Procedure Charts (UK MIL AIP) En-Route Charts

B1 Special Procedures AD 2 – EGDY – 1 - 9 UK(L)1 C1 Noise Abatement AD 2 – EGDY – 1 - 10 UK(L)2 D1 Aerodrome AD 2 – EGDY – 1 - 11 UK(L)4 E1 Taxi AD2 – EGDY – 1 – 12 UK(L)SP1 F1 Ramp AD2 – EGDY – 1 – 13 K1 Radar Procedures AD2 – EGDY – 1 – 14 UK(H)2 K2 Radar Procedures AD2 – EGDY – 1 – 15 UK(H)6 K3 PAR Rwy 04 – 3.5˚ AD2 – EGDY – 1 – 16 K4 PAR Rwy 09 AD2 – EGDY – 1 – 17 EU(L)2 K5 PAR Rwy 22 AD2 – EGDY – 1 – 18 EU(L)9 K6 PAR Rwy 27 3° AD2 – EGDY- 1 – 19 K7 SRA Rwy 04 Copter AD2 – EGDY – 1 – 20 EU(H)9 K8 SRA Rwy 04 AD2 – EGDY – 1 – 21 EU(H)13 K9 SRA Rwy 09 AD2 – EGDY – 1 - 18 K10 SRA Rwy 22 AD2 – EGDY – 1 - 23 EU(H)SP1 K11 SRA Rwy 27 AD2 – EGDY – 1 - 24 EU(H)SP1 - OAT M1 ILS/DME Rwy 27 AD2 – EGDY – 1 - 25 M2 TAC to ILS/DME Rwy 27 AD2 – EGDY – 1 - 26 AT(H)3 R1 TAC Rwy 04 AD2 – EGDY – 1 - 27 R2 TAC Rwy 09 AD2 – EGDY – 1 - 28 R3 TAC Rwy 22 AD2 – EGDY – 1 – 29 R4 TAC Rwy 27 AD2 – EGDY – 1 – 30 RVC Radar Vector Chart AD2 – EGDY – 1 – 31




4.25 - SPECIAL PROCEDURES

4.25.1. CAUTION. RW and FW aircraft may be active on the dead-side

4.25.2. CAUTION. Rwy 27, the end of rwy pavement is inclined at an angle marginally in excess of the MMADS stipulated max of 12.5%.

4.25.3. Two runways may be in use at the same time.

4.25.4. Special rules in force for Rotary Wing aircraft.

4.25.5.

Due to mixed fixed/rotary wing operations the dead-side is limited to a line drawn through the spherical radar dome northside and parallel to the runway in use. The fixed wing overhead break position is:

a. Dead-side Rwy 27, normally abeam the THR. b. Dead-side Rwys 04R/09R/22, abeam the runway intersection.

4.25.6. Safeland Type B Rwy 27 – road/river runs 456ft/527ft from barrier.

4.25.7. Intensive RW activity at WESTLANDS/YEOVIL (4nm South) and MERRYFIELD (12nm West).

4.25.8. Radar approaches to Rwy 09RH will be procedurally separated from aircraft operating at Merryfield (12nm West). No traffic information or avoiding action will be given to aircraft on approach when within 3nm radius of Merryfield AD.

4.25.9. No hangarage available for visiting aircraft.

4.25.10.

Gliding, light aircraft and occasionally, RW activity takes place outside published op hrs. Pilots of transiting aircraft are to make an info call on 127.350 before entering the MATZ. Information about aerial activity outside of airfield opening times may be available on 120.8.

4.26 – MEDICAL RESPONSE EQUIPMENT

4.26.1 1 x Pinzgauer MTUs 1 x Mercedes Ambulance

4.27 – TEMPORARY OBSTRUCTIONS

4.27.1 Orders are contained at Annex I.

4.28 – RUNWAY APPROACH OBSTRUCTIONS

4.28.1 RWY 09RH- Over Bineham Lane the Approach Obstacle Limiting Surface is 3.12m and the PAPI Obstacle Clearance Surface (OCS) is 3.94m.

4.29 – RUNWAY STRIP OBSTRUCTIONS

4.29.1 IRDMs on Rwy 27/09RH are positioned 14m from the runway edge and on Rwy 22/04RH they are positioned 12m from the runway edge.

4.30 – RUNWAY END SAFETY AREA (RESA)

RWY RESA(m) GRADIENT

09RH 39 X 90 0.22%U

27 45 x 90 0.22%D

04RH 182 x 90 0.12%D

22 76 x 90 0.12%U

4.31 – LIGHT AGGREGATE (LYTAG) ARRESTOR BEDS

No Lytag is present at RNAS Yeovilton.




4.32 – ROTARY HYDRAULIC ARRESTOR GEAR (RHAG)

No RHAG is present at RNAS Yeovilton although RHAG Markers are still adjacent to 09RH/27.

4.33 – BARRIER ORDERS

4.33.1 Orders are contained at Annex K.

4.34 – MANOEUVRING AREA SAFETY AND CONTROL

4.34.1 Orders are contained at Annex L.


Issue 5 AL 4 4-H-1 September 2018

Annex H to DAM Chapter 4

Dated July 2018

NOISE ABATEMENT PROCEDURES ORDERS 1. Published Noise Abatement procedures are mandatory unless otherwise ordered by ATC; they may, however, be departed from at any time to the extent necessary to avoid immediate danger. 2. All Station personnel involved with aviation are to be aware that it is essential to keep noise levels to the absolute minimum consistent with the safe achievement of the operational flying task. 3. The ULMLFB states that low flying over familiar terrain or close to home base is to be avoided (Para 01.04.10). To that end low flying within 8nm of Yeovilton is to be avoided, other than when complying with existing routes. If there is an overriding operational or training need, then low flying may be conducted between the MATZ boundary and 8nm buffer but time below 500’ should be kept to an absolute minimum commensurate with completion of the task. 4. Subject to overriding operational tasking, night flying at Yeovilton will not normally exceed 4½ hours per night. Jet circuits will not normally be allowed after 2300. In addition, practice diversions are not normally to be accepted after 2200. 5. The Community Relations Officer (CRO) maintains a record of all Aircraft Noise/complaints and all details are to be passed to him/her. 6. Rotary Air Systems flying on the Yeovilton-Merryfield Transit Routes are to adhere to the noise abatement orders in Annex Q para. 105.2.3


Issue 5 AL 4 4-I-1 September 2018

Annex I to DAM Chapter 4

Dated July 2018

TEMPORARY OBSTRUCTION ORDERS

1. All temporary obstructions on or around the manoeuvring area that are considered to be a hazard to aircraft or vehicles shall be immediately notified to Air Operations for NOTAM issue. 2. Obstructions are to be reported to the Duty Air Traffic Control Officer (DATCO) and marked in accordance with extant regulations using high visibility markers. 3. All markers denoting temporary obstructions are to be sufficiently weighted to withstand rotary air systems downwash.


Issue 5 AL 4 4-J-1 September 2018

Annex J to DAM Chapter 4

Dated July 2018

MAINTENANCE AND SAFE OPERATION OF THE RHAG There are no RHAG’s at Yeovilton although RHAG markers still exist.


Issue 5 AL 4 4-K-1 September 2018

Annex K to DAM Chapter 4

Dated July 2018 BARRIER ORDERS 1. Runway 27 (RAF Type B Barrier): a. Description. The RAF Type B barrier has 4 brake units and can be used on either LIGHT

or HEAVY setting. It is switchable UP/DOWN and HEAVY/LIGHT from the local controllers position (for normal operation) or at the barrier (for maintenance purposes).

b. Performance

(1) If taken to its maximum extension of 220m, the barrier cable ends pull through the brake units allowing the aircraft to continue under its remaining momentum. However Bineham Lane and the River Yeo are only 450 ft (140 m) and 515 ft (160 m) respectively from the barrier location. Thus all entry speeds and weights are calculated with the aim of bringing the over-running a/c to rest before the river. Entry speeds have been calculated to allow a barrier pull-out of 120m, thus arresting the aircraft before crossing Bineham Lane or entering the River Yeo.

(2) The following settings and parameters apply:

SETTING AUW (Kg) Max. Entry Speed (Kts)

HAWK Light 5300 100

Note: For Hawk the above settings give a run out of 250 ft (76m). c. Settings. For Yeovilton aircraft the 27 barrier is normally to be set as follows: (1) UP. Hawk take-offs and landings. (2) DOWN (a) All propeller aircraft take-offs and landings. (b) During actual and practice turn-backs. (c) For aircraft not cleared to engage a barrier.

Note 1. The ATC call prior to take-off or landing clearance is to include details of Barrier position and setting for visiting aircraft. The Barrier position is also to be included in clearances issued to Station based aircraft when the Barrier is in a non-standard position.

Note 2. Settings for visiting jets are held by the Aerodrome Controller. 2. Runway 22 (RAF Type A Barrier):

a. Description. The RAF Type A Barrier has a slightly lower performance than the Type 'B' as it has only 2 brake units. It has no setting selection and should only be used for aircraft listed under the ‘LIGHT’ setting for the Type ‘B’ Barrier. b. Performance. Maximum entry speeds/weights are as per para 1b.(2) above.

3. Net Height. The minimum net height of both Type 'A' and Type 'B' barriers is to be checked daily and is to be kept greater than 12 ft, but less than 12 ft 9 in, measured in the centre.



Issue 5 AL 4 4-K-2 September 2018

4. In the event of a real or practice turn-back, the local controller will lower all barriers. The pilot must request the barrier UP 5. Air System Arresting Mechanism maintenance can be found at Annex QQ.


Issue 5 AL 4 4-L-1 September 2018

Annex L to DAM Chapter 4

Dated July 2018

ORDERS FOR THE SAFE PARKING, MANOEUVRING, REFUELLING AND SERVICING OF AIRCRAFT

Manoeuvring Area Safety and Control Orders

4.34.1

Evidence of Manoeuvring Area Safety & Control Orders:

Naval Aviation Orders (BRd 767) lay down the orders for operation of aircraft ashore and afloat.

4.34.2 Arrangements for allocating aircraft parking positions:

All visiting aircraft are to be allocated a designated parking spot / area by Air Operations prior to arrival.

4.34.3

Arrangements for initiating engine start:

All engine-starts are to be under the direction of a ground marshal wearing the appropriate PPE and having an appropriate fire extinguisher closed up in the vicinity of the start.

4.34.4 Ensuring clearance for aircraft push-back (if required) / restricted taxing – Not applicable

4.34.5

Marshalling services:

Are to be provided by squadrons for own aircraft and by Visiting Aircraft Section (VAS) for non-station based aircraft. NAO 4054(1) contains the relevant regulations on marshalling of aircraft ashore. High visibility clothing is to be worn by all personnel operating on the manoeuvring area.

4.34.6 ‘Follow-Me’ provision:

The ATC Vehicle is designated as the only authorised station “Follow Me” vehicle. An illuminated sign on top of the vehicle is to be lit when conducting “Follow Me” duties.

4.34.7 Orders on operation of the ‘Follow-Me’ vehicle procedures and ac marshalling: The ATC vehicle is to be directed by the ATC Ground Controller on the route to take when undertaking “Follow Me” duties.

Procedures to ensure manoeuvring area safety.

4.34.8

Protection from jet blasts:

Jets are to be parked in such a way that “Jet Blast” is directed away from other aircraft and loose hazards.

4.34.9

Enforcement of safety precautions during aircraft refuelling operations: Ref A VLAESO Ref B Fleet Multi Activity Contract (MAC) 00277 Schedule 2.12 Ref C JSP 317 - Safety Regulations for the Storage and Handling of Fuels and Lubricants Introduction 1. IAW reference B, Babcock provides an aviation fuel service at RNAS Yeovilton. Provision is made within the MAC contract for Babcock to support off-airfield fuel requirements. Rules governing the safety precautions to be adhered to during aircraft refuelling operations are laid down in JSP 317. Use of Goggles on Flight Lines. Under present regulations, it is mandatory to wear goggles on flight lines – ashore and afloat – and during fuelling operations. When worn, goggles are to be securely attached to helmets.

4.34.10



Issue 5 AL 4 4-L-2 September 2018

4.34.11

Arrangements for reporting incidents and accidents on an apron etc:

Ref A BRd 765 Vol 1 Royal Navy Aviation Safety Management System

- Chapter 6 Safety Management Activities



Chapter 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)

5.1 Emergency Orders / Aerodrome Crash Plan. Crash Plan Orders are contained at Annex M, in accordance with guidance contained within the MPCM, RA1430(1), and JSP 426. These orders cover the eventuality of an Air System accident, either on the aerodrome, near the aerodrome or within the establishment’s Post Crash Management area of responsibility. The plan is to be exercised either by table top or through the use of a live-ex annually in accordance with extant regulations. The Aerodrome Crash Plan is encompassed within the RNAS Yeovilton - Aircraft Post Crash Management (APCM) Orders. The focal point for the upkeep of the Aerodrome Crash Plan is Lieutenant Commander (Flying). The Aerodrome Crash Plan has been distributed to the following Civilian Authorities: Local Police Station, Local Emergency Planning Office, Local Ambulance Service, Local Authority Fire and Rescue Service and Local Hospital. 5.2. Disabled Air System Removal. These orders are contained at Annex N, and cover the requirement to quickly and safely remove an Air System that has caused a temporary closure of a runway, taxiway or Air System Servicing Platform (ASP), but falls beneath the criteria of an accident that would be dealt with separately under the Aerodrome Air System Crash Plan. 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) if a civilian air system is involved. Points to be considered are detailed at Annex N.

http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/Manual_of_Post_Crash_Management_FULL_Issue_4.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/540175/RA1430_Issue_4.pdf

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP426FireSafetyManual.aspx


Issue 5 AL 4 5-M-1 September 2018

Annex M to DAM Chapter 5

Dated July 2018

EMERGENCY ORDERS AND AERODROME CRASH PLAN The Aerodrome Crash Plan is contained within RNAS Yeovilton – Aircraft Post Crash Management (APCM) Orders


Issue 5 AL 4 5-N-1 September 2018

Annex N to DAM Chapter 5

Dated July 2018

ORDERS FOR DISABLED AIRCRAFT REMOVAL This information is not available on the online version of this document



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 Organisation. 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))7. 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 Duty Holder Facing organisation which is operated under the direction of DFRMO to national good practice and provides a 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 Policy and contained at Annex O. 6.4 Aerodrome Rescue and Fire Fighting Training Area Orders. ARFF Training area risk assessments and contained at Annex P, within the DAM.

7 For access contact [email protected].

mailto:[email protected]?subject=JSP%20426%20Defence%20Fire%20Safety%20and%20Fire%20Risk%20Management%20(specifically%20Volume%203%20Leaflet%2002%20-%20ARFF%20Requirements%20(Apr%2016))


Issue 5 AL 4 6-O-1 September 2018

Annex O to DAM Chapter 6

Dated July 2018

6 - RESCUE & FIRE FIGHTING SERVICES 6.1 AD Category for RNAS Yeovilton Fire Fighting: ICAO 5 with potential to surge to ICAO 7/8 with sufficient notice to RNAS Yeovilton Air Operations. 6.2 Rescue Equipment: As required for ICAO 5 with potential to surge to ICAO 7/8 with sufficient notice to RNAS Yeovilton Air Operations.


Issue 5 AL 4 6-P-1 September 2018

Annex P to DAM Chapter 6

Dated July 2018

ARFF TRAINING AREA ORDERS 1. Training area risk assessments and orders, for Aerodrome Rescue and Fire Fighting Services (ARFF) provided by RNAS Yeovilton, are sponsored by the Fire Station Officer/Fire Station Manager and completed by the Fire Training Manager.



CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES

All Air Traffic Control services and local procedures, that are involved in the safe and expeditious flow of ATC, are written in compliance with the Manual of Military Air Traffic Management, the Manual of Aerodrome Design and Safeguarding and ATM 3000 (RAs). 7.1 Air Traffic Control Procedures: ATC Procedures covers all aspects of local flying and aerodrome procedures at RNAS Yeovilton and can be found at Annex Q. 7.2 Air Traffic Control Orders: ATC Orders for ATC personnel, covering internal policy, regulations and procedures, can be found at Chapter 10 RNAS Yeovilton Air Standing Orders.

http://cui4-uk.diif.r.mil.uk/r/101/AirOpsPlans/AVPlan/Website%20Mgt/Air%20Standing%20Orders.doc


Issue 5 AL 4 7-Q-1 September 2018

Annex Q to DAM Chapter 7

Dated July 2018

AIR TRAFFIC CONTROL PROCEDURES Introduction 1. The orders and procedures detailed in this book refer specifically to ATC operations from RNAS Yeovilton. This is to be read in conjunction with the orders and procedures detailed in the following publications:

a. BRd002 QRRN.

b. MAA Regulatory Articles 3000 Series (RA 3000 Series). c. Manual of Military Air Traffic Management (MMATM). d. BR 767 (Naval Aviation Orders). e. RNAS Yeovilton Air Standing Orders (ASO). f. Air Temporary Memoranda (ATMs). g. Commodore’s Temporary Memoranda (CTMs). h. CAP 413 Radiotelophony Manual i. RNAS Merryfield Defence Aerodrome Manual.

Amendment 2. These orders will be amended at regular intervals as required. For ATC personnel, interim amendments will be promulgated via the ATC Stop Press file. Such interim amendments that refer to Merryfield operations will also be dispatched to the Merryfield Officer in Charge.




CONTENTS 100 ROTARY WING PROCEDURES 200 FIXED WING PROCEDURES 300 NIGHT FLYING

RNAS YEOVILTON RADAR VECTOR CHART




100 ROTARY WING PROCEDURES

101 TAXI PROCEDURES 102 TAXI PATTERNS 103 GENERAL DEPARTURES AND ARRIVALS INFORMATION 104 SPECIFIC VFR DEPARTURES AND ARRIVALS INFORMATION 105 YEOVILTON-MERRYFIELD ROTARY WING TRANSIT ROUTES 106 VISUAL CIRCUITS 107 NO RADIO JOINS BY DAY 108 IFR DEPARTURES 109 IFR RECOVERIES 110 INSTRUMENT FLYING AREAS




101 ROTARY WING TAXI PROCEDURES 101.1 General Procedures. Taxi procedures are i.a.w. STANAG 3297 - NATO Standard Aerodrome and Heliport ATS Procedures. The following additional procedures apply:

a. Clearance to cross all runways is to be obtained from ATC. b. Clearances to cross runways are only to be given when immediately safe to do so. No conditional clearances are permitted. c. All requests for departure instructions, flight plan clearances and other administrative messages should be passed on the Ground frequency. d. The Ground Controller will also be controlling vehicles on TAIT VHF and if an incident occurs on the airfield, may instruct pilots to change to the Tower frequency so that he can devote his attention to the control of rescue services. e. Pilots are to ascertain the position of all circuit aircraft prior to departure. They may consider it prudent, therefore, to change to the Tower frequency before reaching the departure/holding point.

102 ROTARY WING TAXI PATTERNS 102.1 Victor and Whisky dispersal.

a. To Point West. Ground taxi along the northern taxiway to Point West. b. To Point East. Ground taxi to Stand 20. Change to Tower frequency and request to air taxi to Point East. c. To Ashington VRP. Ground taxi to the PAR Crosscut and request permission to cross Runway 27/09. Subject to departure and crossing clearance, lift and depart to Ashington VRP. d. Runway Departures. Ground taxi to PAR Crosscut. Subject to clearance, line-up on the duty runway. e. From Point West. After landing at Point West, ground taxi along the northern taxiway to dispersal. f. From Point East. Air taxi to the stand 20 and put down. Change to Ground frequency and taxi to dispersal. g. From Ashington VRP. Helicopters inbound through Ashington VRP will be instructed to make their approach to the threshold of Runway 04. From there, air taxi to the PAR Crosscut via SAMOS. Land on at the PAR Crosscut and then ground taxi into dispersal.

102.2 X-Ray dispersal.

a. To Point West. Ground taxi out in front of the Watchman Radar and along the northern taxiway to Point West. b. To Point East. Ground taxi to North/South taxiway then air taxi to Point East.




c. To Ashington VRP. Ground taxi in front of the Watchman Radar to the PAR Crosscut and request permission to cross Runway 27/09. Subject to departure and crossing clearance, lift and depart to Ashington VRP. d. Runway Departures. Taxi to PAR crosscut or North/South taxiway depending on the duty runway. Subject to clearance, line-up on the duty runway. e. From Point West. After landing at Point West, ground taxi along the northern taxiway and in front of the Watchman Radar to dispersal. f. From Point East. Air taxi to the North/South taxiway, put down and ground taxi to dispersal. g. From Ashington VRP. Helicopters inbound through Ashington VRP will be instructed to make their approach to the threshold of Runway 04. From there air taxi as instructed to PAR Crosscut or North/South Taxiway. Land on and ground taxi into dispersal.

102.3 Lima dispersal.

a. To and from Point East and Point West. Helicopters from the Limas may air taxi direct to and from Point East and Point West. b. To Ashington VRP. Air taxi to the Bermuda Triangle and request permission to cross Runway 27/09. Subject to departure and crossing clearance, lift and depart to Ashington VRP. c. Runway Departures. Air taxi to the Bermuda Triangle. Subject to clearance, line-up on the duty runway. d. From Ashington VRP. Helicopters inbound through Ashington VRP will normally be instructed to make their approach to the threshold of Runway 04. Air taxi to dispersal via Bermuda Triangle.

102.4 Yankee Dispersal. 102.4.1 The following procedures apply to aircraft operating from Yankee Dispersal:

a. Helicopters must check in on Ground for taxi clearance stating stand number on dispersal. Aircraft operating from Stand 50-54 will be instructed to taxi via the 22 Hold. Aircraft operating from Stand 55-59 (the flower head) will be instructed to taxi via the P1 Hold. Once at the hold aircraft will be transferred to Tower for further instructions.

b. Request to taxi will be on a first come first serve basis and will limit one aircraft or

formation to taxi on the dispersal at a time. Taxi clearances should always include a limit of the taxi clearance.

c. In the event that the runway in use is declared as 22/04RH, movements in and out of Yankee dispersal will be strictly controlled and will be subject to integration with other traffic utilising the runway.

102.4.2 Stand 60




a. Stand 60 is a separate spot established adjacent to the museum on one of the engine run up bays (GR J4). Due to the adjacent buildings and limited access, entry and exit will be strictly controlled by ATC.

103 GENERAL ROTARY WING DEPARTURES AND ARRIVALS INFORMATION 103.1 General. Regardless of the Duty Runway in use, all runways are active. All helicopter pilots and Aerodrome Controllers are to include the departure point being used when requesting and passing departure clearances. In addition, helicopter pilots are to include a request to cross/re-cross a runway if required. A positive ATC clearance to cross a runway must be issued by the Aerodrome Controller and read back as part of the departure clearance by the pilot. e.g. “Tower, callsign, ready for departure Point West, request cross, re-cross runway 27.” - “Callsign, Tower, cleared for take-off Point West, cross, re-cross runway 27, surface wind….” 103.2 Helicopter Approaches to Runways. When making an approach to any runway the following criteria are to be adhered to:

a. Helicopters making approaches to runways are to normally land abeam the PAPIs. b. In order to optimise the use of all available landing areas, ATC may also give the following clearances:

(1) "Land Threshold" - land and stop within the first 500ft of the runway.

(2) "Land Short" - land and stop within the first 2000ft of the runway. c. When a helicopter has been cleared to land Threshold or Short, other aircraft may enter the runway, with permission, at any point beyond the 500ft or 2000ft landing restriction given, respectively, to the approaching aircraft. d. Emergencies. In the event of an aircraft emergency, a helicopter pilot requesting a running landing, is to be given the whole length of the runway to allow for possible low approach or 'hot brake' situations. Fixed Wing aircraft in the visual circuit to RWY 27/09RH will be instructed to go round until the emergency aircraft has landed safely. For practice emergencies, ADC is to establish whether the aircraft conducting the running landing is able to land "short". In circumstances where the helicopter pilot has confirmed that he is able to do so, standard clearances will be given to Fixed Wing aircraft conducting approaches to the duty runway.

104 SPECIFIC ROTARY WING VFR DEPARTURES AND ARRIVALS INFORMATION

104.1 VFR Northerly Departures and Arrivals. Helicopters departing and arriving VFR to and from the North of Yeovilton will depart from Point East or Point West depending on the duty runway in use as follows:

DUTY RUNWAY DEPART ARRIVE

22 or 27 Point West Point East

04RH or 09RH Point East Point West

In addition, Point Yankee will be used for the departure and arrival of helicopters (see para.104.11). 104.2 VFR Southerly Departures and Arrivals. When Yeovilton is duty runway 27/09RH rotary wing aircraft routing to and from the south will route through Ashington VRP (see para 104.5). When Yeovilton is duty runway 22/04RH Ashington VRP is not in use and aircraft will be instructed to route through the threshold of Runway 27 or 09RH, depending on the direction of travel. Helicopters departing or arriving from the southeast are to keep Sherborne on the left side.




104.3 Transit Heights. Helicopters departing and arriving VFR are not to fly above 500ft QFE whilst within the MATZ, unless prior permission to do so has been obtained from ATC, or the helicopter is following an alternative approved procedure. In addition, unless another SSR code has been allocated, helicopters are to squawk Mode 3/A code 4357 whilst joining, departing, or flying within the MATZ. This squawk is used by ATC to deem coordination against other aircraft being positioned above without prior notification. Outside the MATZ, helicopters squawking Mode 3/A 4357 are not to climb above 700ft QFE until in contact with Yeovilton Approach/Director. 104.4 Transit Height to and from the South East. Due to the high ground in the South Eastern part of the MATZ, aircraft departing or arriving from the South East of Yeovilton shall squawk Mode 3/A code 7437 whilst in the MATZ. This squawk will be deemed as being worn by an aircraft flying not above 1000ft Yeovilton QFE so as to maintain 500ft MSD in the vicinity of Trent (GR595186). Notwithstanding the MSD requirement, helicopters shall only operate above 500ft QFE when clear of the visual circuit. Relevant visual circuit traffic information will be passed by the Tower Controller to inbound/outbound helicopters but it remains the responsibility of the helicopter pilot to remain clear of aircraft in the visual circuit at all times. 104.5 Ashington VRP. Ashington VRP is located 3km South of the airfield (GR 558202) and is only active when Yeovilton is duty runway 27/09RH. The following procedures apply for all aircraft arriving and departing through Ashington VRP:

a. After take-off, helicopters are to route outbound via the threshold of Runway 04RH before turning towards Ashington VRP. b. Helicopters inbound are to route through Ashington VRP and will then be instructed to make their approach to the threshold of Runway 04RH. Helicopters who wish to make a direct approach to Runway 04RH without joining through Ashington VRP are to obtain specific clearance from ATC. c. Helicopters inbound and outbound through Ashington VRP are to exercise caution against fixed wing aircraft downwind in the visual circuit for Runway 27/09RH; although the normal FW circuit height is 1000ft QFE, with light aircraft circuits flown at 800ft QFE, bad weather circuits can be flown down to 600ft QFE

d. Aircraft inbound/outbound Yeovilton through Ashington VRP shall remain clear of the Westlands ATZ unless they have a positive ATC clearance to enter. Crews should also be aware of the potential for IFR traffic operating to/from Westlands. Where possible, Yeovilton Radar shall pass traffic information to Yeovilton helicopters that are conflicting with Westlands IFR aircraft.

104.6 Runway Occupancy of Departure Points. To ensure active runways do not interfere with the designated point of FATO (Final Approach, Take Off), once rotary wing aircraft have been given clearance to land or take off from any established Rotary Wing point then any runway within 180m cannot be used. Subsequently, use of Point West, Point Zulu, departures from Point East through Point West and arrivals through Point West to Point East are all considered occupancy of Runway 27/09RH. The use of Point East and Point Yankee is considered occupancy of Runway 22/04RH. This does not prevent controllers from utilising land threshold or short in order to continue to use the non-active portion of the runway where runway occupancy does not apply. 104.7 Arrivals to Point West- Duty Runway 09RH. Due to the rules of runway occupancy if a Rotary Wing aircraft is unable to make an approach to Point West due to Runway 09RH being occupied then they shall hold at the Red Post Hold, detailed below.




104.8 Red Post Hold. The hold is established to the East of Red Post Cross and is active when Yeovilton is duty runway 09RH. It is to be used in accordance with the following:

a. It is to be flown as a left-hand pattern not above 500ft QFE. The hold area is bound by the A303 to the South, the A372 to the North and the B3151 to the West. Aircraft joining VFR from the North or on the VFR routes are to be told to “report Red Post” and Tower will also stipulate the number of aircraft already in hold. On reaching Red Post, aircraft are to report “callsign, Red Post” and will be given an instruction to “report final Point West” or “hold Red Post”. Once an aircraft in the hold can be cleared to make an approach, the Tower controller shall state “callsign make your approach to Point West/RW09RH, report final, gear down (as appropriate)”.

b. In order to manage the number of aircraft in the Red Post hold, all Merryfield traffic will be

subject to a release for the Southern VFR route when returning to Yeovilton. The Merryfield Tower controller shall inform all aircraft to report their final circuit with intentions in order to aid the planning of the Yeovilton Tower controller. If a release cannot be granted immediately, aircraft will be instructed to hold within the confines of the Merryfield circuit.

c. The Red Post hold will be used in colour code GRN or better. When the colour code is

worse than GRN, the Foul Weather Route is to be used unless an IFR recovery is conducted. d. A maximum number of 2 aircraft in the Red Post hold is permitted during daylight hours.

This is to be reduced to a single aircraft during night flying.

104.9 Arrivals to Point Yankee and Point East - Duty Runway 22/04RH. Due to the rules of runway occupancy if a Rotary Wing aircraft is unable to make an approach to Point East or Point Yankee due to Runway 22/04RH being occupied then they may be instructed to hold at Podimore. 104.10 Point East, Point West and Point Yankee. The following additional procedures apply to helicopters departing and arriving at Point East, Point West and Point Yankee:




a. Helicopters arriving or departing through Point East or Point Yankee are to avoid over flying buildings and are also to remain clear of Runway 22 and the approach to Runway 22 unless given ATC clearance to cross, regardless of the duty runway in use. b. Helicopters arriving or departing through Point West are to remain west of a line running northwest from the Technical Site. c. When fixed wing aircraft are circuiting to Runway 22/04RH, helicopters are to exercise extreme caution when departing or approaching Point East or Point Yankee, which are within the fixed wing dead-side area. d. Helicopters may be cleared to land at Point East or Point West with one or more aircraft already on the landing spot and are to select a safe landing point adjacent to the spot. e. Helicopters that wish to depart to the east or north east are to obtain clearance from Tower or Approach before crossing the approach to Runway 22, regardless of the duty runway in use.

f. Merlin aircraft must, so far as reasonably practicable, avoid overflight of cyclists, motorcyclists and pedestrians on the perimeter road.

104.11 Point Yankee. The following additional procedures apply for aircraft arriving and departing Point Yankee. 104.11.1 Duty Runway 27/22

a. VFR Departures to the North. Once established at Point East a departure clearance will be issued to fly through Point West. Climb towards Stand 20 and then transit over the Northern Taxiway not above 250ft QFE to Point West. Turn to the North and depart as standard. Once clearance to take off from Point East has been issued, subsequent rotary wing departures from Point West are to be held until the Point West departure aircraft has the helicopter in sight. b. VFR Recoveries from the North. Recover to Point Yankee. When ready for taxi, advise Tower and change to Ground frequency. Request to taxi, stating the required stand.

104.11.2 Duty Runway 09RH/04RH

a. VFR Departures to the North. Once at Point Yankee and when approved, take off to the North on standard departure and remaining clear of the approach lane to Runway 22. b. VFR Recoveries from the North. The clearance will be to fly through Point West and land Point East. Recover to Point West and then transit over the Northern Taxiway, not above 250ft QFE, via Stand 20 to Point East. At Point East change to Ground frequency for taxi clearance stating intended stand number. Taxi to Yankee dispersal as instructed. If other helicopters are taxiing to Point East, helicopters destined for Yankee dispersal may be instructed to land at Point West and air taxi back to dispersal.

104.11.3 Ashington VRP Departures. Depending on the traffic situation, departures to Ashington VRP from Yankee Dispersal will be in accordance with one of the following:




a. Aircraft may be instructed to taxi to Point Yankee or the threshold of Runway 22. After receiving clearance to take-off and cross Runway 27/09, depart straight down Runway 22 via 04 threshold not above 250ft QFE.

b. Aircraft may be instructed to taxi to Point East. After receiving clearance to take-off and cross Runway 27/09, aircraft will transit down Runway 22 and depart over the threshold of Runway 04 not above 250ft QFE.

104.11.4 Ashington VRP Arrivals. Upon arriving at Ashington, recoveries will route to the threshold of Runway 04 and once cleared to cross Runway 27/09, aircraft will taxi down Runway 04 to Yankee dispersal via 22 Threshold.

104.11.5 Standardisation. In order to expedite movement around the aerodrome, ATC may issue non-standard departure instructions. Aircrew may also request a non-standard departure or arrival and these requests will be subject to other aircraft movements. 104.10 Point Zulu. The following additional procedures apply for aircraft arriving and departing Point Zulu. 104.10.1 Northerly VFR Departures.

a. Aircraft must obtain a clearance to cross the duty runway on departure from Point Zulu, on departure aircraft are to fly through Point West or East, depending on the duty runway. b. Aircraft requiring to cross the approach or climbout lanes of any runway must obtain clearance to cross.

104.10.2 Northerly VFR Arrivals:

a. Aircraft may be given alternate joining/landing instructions depending on the traffic situation at the time making use of runway thresholds. This may include an instruction to fly through Points West/East as required followed by a clearance to cross the duty runway and land Point Zulu. b. When the duty runway is Runway 22/04, helicopters may be held at Podimore until departing/arriving traffic has cleared. c. Aircraft requiring to cross the approach or climbout lanes of any runway must obtain clearance to cross.

104.10.3 Southerly/South Easterly Departures and Arrivals.

a. If Terminal 2 is unoccupied, then overflight of Terminal 2 is permitted. If aircraft are parked on Terminal 2, then helicopters departing Point Zulu must pass to the north of Terminal 2 which will infringe the occupancy criteria for Runway 27/09RH. b. Rotary Wing aircraft are not to overfly the ILS or other aircraft at the Runway 27 Hold when departing to the South East. Hold 1 will then be utilised for subsequent aircraft taxiing to Runway 27. c. When joining direct for Point Zulu from the South East, Rotary aircraft, after having been given the position and circuit state, are to ensure they do not conflict with aircraft turning on to final approach for Runway 27.




d. When the duty runway is Runway 22/04, Ashington VRP is not normally used

therefore helicopters may be given alternative instructions to depart via threshold 09 or 27. e. The bomb dump and 30m range are not to be over flown. f. Aircraft requiring to cross the approach or climb out lanes of any runway must obtain clearance to cross.

105 YEOVILTON-MERRYFIELD ROTARY WING TRANSIT ROUTES 105.1 General. All movement of helicopters between Yeovilton and Merryfield, except for those terminating in an instrument approach at Yeovilton, are to be flown via the transit routes. Fixed wing aircraft are to avoid the routes. The routes are designed to avoid local built up areas. 105.1.1 Aircraft are to squawk Mode 3/A code 4357 whilst flying on the various Yeovilton-Merryfield routes. This will indicate to radar controllers that the aircraft is not above the standard route height, and other aircraft may be positioned 500ft above them without prior notification. Therefore, pilots must obtain prior ATC permission to climb above standard route heights; however, aircraft that encounter IMC on the routes and require immediate climb are to squawk "Emergency" (7700), climb to the Safety Altitude and call Yeovil Approach. 105.1.2 If weather conditions deteriorate to preclude adherence to the transit height, the return to Yeovilton is to be radar to PAR except for unrated students who are to remain at Merryfield. 105.1.3 The routes vary in accordance with the duty runway at Yeovilton as follows:

DUTY RUNWAY YEOVILTON - MERRYFIELD MERRYFIELD - YEOVILTON

Runway 04RH Northern or Foul Weather Route Southern or Foul Weather Route

Runway 09RH Northern or Foul Weather Route Southern or Foul Weather Route

Runway 22 Southern or Foul Weather Route Northern or Foul Weather Route

Runway 27 Southern or Foul Weather Route Levels Route, Northern or Foul Weather Route

105.2 Northern/Southern Route. The transit height on the Northern/Southern Transit Routes is to be 700ft on Yeovilton QFE or 200ft below the cloud base, down to a minimum of 500ft MSD. Current LFCs indicate that the 1nm avoidance circle around Langport Small Arms Range conflicts with the Northern Transit Route to/from Merryfield. After discussion with the Range Safety Officer and AUS (Off Route Airspace Section) it has been decided that the firing point (ST42630 28620) and direction of fire (NNW) do not impact on helicopters adhering to the Northern Transit Route and that a line drawn parallel with the Northern Transit Route passing to the south of the firing point (ST 42630 28520) will form the basis of a ‘flat bottom edge’ to the Avoidance circle, thereby remaining clear of the Northern Transit Route but encompassing the firing area and forward safety trace. Therefore the Northern Transit Route remains usable at all times regardless of activity at Langport Small Arms Range. Aircraft are to change frequency to/from Merryfield at Langport, but they are only to set the Merryfield QFE when passing Fivehead. When poor weather precludes aircraft from following the minimum transit heights, the DATCO may close the Northern/Southern Transit Routes and aircraft are then to use the Foul Weather Route only (see para 105.3 below). The following additional procedures apply: 105.2.1 Duty Runway 09RH/04RH a. Helicopters departing Point East are to be not above 500ft until abeam Kingsdon




b. Helicopters returning are to descend to be at 500ft abeam Red Post Cross.

105.2.2 Duty Runway 27/22 a. Helicopters departing Point West are to be not above 500ft until Red Post Cross.

b. Helicopters returning are to descend to be at 500ft abeam Kingsdon.

105.2.3 Noise Abatement. In the interests of noise abatement, the following procedures are to be followed:

a. Southern Route. Aircraft are to avoid overflying Knowle by deviating 300 m to the south of spot height 49 (GR 482249). Caution is to be exercised in not routing any further south in order to avoid further infringing the climb out/approach to runway 27/09RH. b. Northern Route. Care is to be taken to avoid the church in the village of Pitney (GR 444285). In order to spread noise disturbance, aircrew are encouraged to utilise the Levels Route when available (see para.105.4 below).

105.3 Foul Weather Route. This is a bi-directional route between Ashington VRP and Merryfield following the A303. In weather conditions of Green or better, the route is two-way with aircraft keeping the A303 to their left. However, in weather conditions worse than Green, the route is one way only. The following rules apply:

a. Executive Control of route traffic is vested with the Yeovilton DATCO. Operational control is vested with the Yeovilton Aerodrome Controller. b. In weather conditions worse than Green, the DATCO is to inform the Radar Supervisor of all Foul Weather Route traffic. c. In weather conditions worse than Green, once helicopters have been cleared to use the route, no other traffic is to be released in the opposite direction until the route has been vacated. The Airfield Controllers at both Merryfield and Yeovilton are to inform each other of departures and arrivals. d. Helicopters are to fly at the highest height commensurate with the prevailing cloud base but not above 500ft Yeovilton QFE (outside of the Merryfield MATZ), and not below 100ft MSD. e. When Runway 22/04RH is the duty runway, helicopters recovering to Yeovilton on the Foul Weather Route will be instructed to join directly for the threshold of Runway 09RH.

105.4 Levels Route. The Levels Route may be used as an alternative transit for aircraft returning to Yeovilton from Merryfield when the Northern Route is in force (Yeovilton Runway 22/27). Use of the route is at the discretion of the aircrew, who must inform Merryfield Tower before departure. The route is established as follows:

a. Routing is Merryfield - Oath Lock – north abeam High Ham – Dundon – Somerton – Northern Route – Yeovilton. b. Aircrew depart Merryfield and set Yeovilton QFE once clear of the Merryfield MATZ.




c. The transit is conducted with the Weston Zoyland Flow Arrow at 700ft on the Yeovilton QFE or 200ft below cloudbase, down to a minimum of 500ft MSD. d. Aircrew are to change frequency from Merryfield to Yeovilton Tower when north abeam High Ham, using the phraseology “Tower, C’sign, High Ham Levels Route to rejoin.”

d. Aircrew are to pay particular attention to aircraft transiting the Northern Route when rejoining at Somerton.

105.5 Curry Rivel Aerodrome. Curry Rivel Aerodrome is located 3.5nm North East of RNAS Merryfield (5100.68N 00253.19W) directly below the Southern Route. Users of the Southern Route are to be aware of the aerodromes location as it is used by light civilian air systems. Where possible, information on known traffic at Curry Rivel Aerodrome will be passed. 106 ROTARY WING VISUAL CIRCUITS 106.1 Rotary wing visual circuits. 106.1.1 Helicopters wishing to carry out prolonged visual circuit work are normally to operate at Merryfield. Occasional circuits may be flown at Yeovilton, subject to DATCO’s approval, as follows:

a. Runway 27/22. Right hand circuit at 1000ft QFE from Point West to Point East. For further circuit ground or air taxi to Point West. b. Runway 09RH/04RH. Left hand circuit at 1000ft QFE from Point East to Point West. For further circuit ground or air taxi to Point East.

e. Squawk 7010. 106.1.2 Combined night fixed and rotary wing circuits may only be permitted with Command approval. Exceptionally, when the fixed wing circuit is not active, helicopter circuits will be permitted to the duty runway, conforming to standard fixed wing circuit directions (Runway 27/22 LH and Runway 09/04 RH), at 1000ft QFE. 107 ROTARY WING NO RADIO JOINS BY DAY 107.1 Communications Failure in VMC. Helicopters experiencing total radio failure by day in VMC are to return to the airfield remaining VMC and keeping clear of fixed wing patterns. Penetration of the MATZ is to be in accordance with DAM ATC Procedures 104 and is to be to Point East, West, or South as appropriate. Aircraft recovering through Ashington VRP should then make their approach to the threshold of Runway 04. Permission to return to dispersal from Point East/West or the threshold of Runway 04 will be given from the Tower by means of a flashing WHITE Aldis Lamp signal. 107.2 Communications Failure in IMC. Carry out the Missed Approach Procedure, climbing to 3000ft QFE then continue in accordance with Radio Communication Failure (National Procedures). 108 ROTARY WING IFR DEPARTURES 108.1 General. Due to the difficulties involved in integrating the varied speeds of helicopters and fixed wing aircraft, IFR departure procedures for helicopters at Yeovilton are categorized as either Practice IFR Departures or Helicopter Standard Instrument Departures.




108.2 Practice IFR Departures. For training purposes, helicopters may carry out Practice IFR Departures from Point East, Point West or Point Yankee in order to remain clear of the fixed wing patterns and therefore expedite departures. This is a VFR procedure; therefore, it is not subject to a radar release. The departure profile is as follows:

a. Duty Runway 22/27. Depart from Point West avoiding the sewage farm. Helicopters from Yankee dispersal will be offered a PID from Point East through Point West or from Point Yankee direct to the North, depending on the traffic situation. b. Duty Runway 04RH/09RH. Depart from Point East or Point Yankee. Remain West of Runway 22 unless a positive clearance to cross Runway 22 has been obtained from ATC. c. Immediately after departure head 360°(M) climbing to 1200ft QFE or 200ft below the cloud base, whichever is lower, to remain VMC.

d. Call Yeovil Approach. Helicopters must maintain VMC and follow VFR until the aircraft has been identified and placed under a service by the Approach Controller.

e. Squawk as directed by the Ground Controller.

108.3 Helicopter Standard Instrument Departure (SID). The Helicopter SID is a full IFR departure from the duty runway. The procedure is as follows:

a. Taxi as instructed from dispersal to the duty runway.

b. Squawk as directed by the Ground Controller. c. Line-up on Aerodrome Controller's instruction. d. After departure, maintain runway track in the climb >< and contact Approach.

109 ROTARY WING IFR RECOVERIES 109.1 PAR. PAR is available to all runways; a 3° glidepath is flown on Runways 27/09RH, a 3.3° glidepath is flown on Runway 22 and a 3.5° glidepath is flown on Runway 04RH. Helicopter patterns will be flown at 1700ft QFE. 109.2 Surveillance Radar Approaches (SRA). SRAs are available to all runways. Pattern heights are as per PAR patterns; the following procedures apply:

a. Due to equipment limitations all SRAs will be terminated at 1nm and no further course guidance or control instructions will be given after this point. At 1nm aircraft will be asked “1nm, SRA terminated, are you visual with the aerodrome?” If visual the aircraft will be instructed to continue with Tower/Approach/Director, if not visual the aircraft must conduct the Missed Approach Procedure. b. Final Approach Fix (FAF). Pilots may descend to MDH or step down fix (if appropriate) once they have passed the FAF and advisory heights will be passed for a 3° slope unless course guidance only is requested. c. Step Down Fix. When carrying out SRA approaches to Runways 27, 22 and 04, pilots may be cleared to the appropriate step down fix and subsequently, to their MDH in accordance with the following:




(1) Runway 27 - aircraft are not to descend below 870ft QFE until 3 nm from

touchdown.

(2) Runway 22- aircraft are not to descend below 760ft QFE until 2.5nm from touchdown

(3) Runway 04- aircraft are not to descend below 720ft QFE until 1.6nm from touchdown. Advisory heights for helicopter SRA approaches will NOT be passed because the step down fix makes a 3° glide slope inappropriate.

109.3 Helicopter PAR/SRA to Runway 22 when Runway 27/09 is the Duty Runway. Available only to Yeovilton based aircraft, training PAR/SRAs may be carried out to Runway 22 when Runway 27/09RH is the duty runway, provided that the wind and weather is suitable and pilots can maintain VFR (ATC will advise pilots when there is a tailwind component and the pilot will decide if the wind is suitable), subject to DATCO’s approval. This procedure allows helicopters to achieve PAR training with minimum disruption by fixed wing aircraft. The following procedures apply:

a. If cleared to low approach Runway 22, pilots must commence the low approach at their minima, climbing to 500ft QFE (or if flying an approach with an MDH above 500ft, maintaining level flight) and turn right hdg 360°(M). When steady hdg 360°, climb to 1700ft QFE, or lower if required to maintain VMC, remaining clear of the fixed wing deadside area (line parallel with the main runway through the Watchman Radar). Contact Yeovil Approach/Director, as instructed. b. This is a VFR procedure and should therefore be carried out 'clear hood'. Low approach helicopters are responsible for maintaining their own separation from other helicopters departing or arriving Point East and Point Yankee. c. Essential aerodrome information may be passed, by the Aerodrome Controller, to the aircraft via the Talkdown Controller if required. The Aerodrome Controller may also instruct the helicopter to contact Tower on low approach, prior to calling radar. d. There is no Missed Approach Procedure for practice PARs to Runway 22 whilst Runway 27/09RH is the duty runway. e. In the event that a final clearance is unavailable and the aircraft is ‘broken-off’, regardless of whether the helicopter intended to land or low approach, the PAR controller will pass the following instructions: “Make your approach to the grass area north of the runway, remaining clear of the runway and taxiways, continue with Tower”. In the event of this break off procedure, caution must be applied against helicopters taxiing in the vicinity of Point Yankee.

109.4 ILS Recoveries. ILS is available on Runway 27 only; a 3° glidepath is flown. Helicopter patterns will normally be flown at 2000ft QFE. ILS Approaches when RWY 27 is not the Duty Runway will be permitted at the radar supervisor’s discretion in the following circumstances:

a. The weather is suitable for visual circuit traffic to remain VFR at 1500ft QFE. b. Fixed wing visual circuit traffic is to have either landed, or climbed to hold VFR at or above 1500ft QFE, by the following points:




(1) For Merlin, Wildcat and Tutor ILS approaches - 4 mile range call (2) For Hawk ILS approaches - 6 mile range call

c. Aircraft joining via the Initial Point are to remain at 1500ft QFE when the ILS aircraft is inside the ranges noted at para. b above. d. Aircraft carrying out a touch and go or low approach from an ILS to depart the circuit (e.g. for a further approach) are to maintain runway track and fly not above 1000ft QFE. Pilots are to inform the radar controller when they are clear of the visual circuit and when it is visually safe for further climb. Due to the potential for confliction if aircraft make unexpected manoeuvres, the Missed Approach Procedure is not to be executed from an ILS approach when RWY 27 is not the Duty Runway. e. Aircraft carrying out a touch and go or low approach from an ILS to join the fixed wing visual circuit will reposition for the duty runway in use remaining clear of Westlands and all rotary wing VFR routes. f. Once the ILS aircraft has been seen to land, or fly over the runway intersection, and provided that they have satisfied themselves that they can maintain the appropriate separation from that aircraft, pilots of circuit traffic may return to their normal circuit height. Pilots are to broadcast their intentions on the aerodrome frequency as follows: "C/S, (circuit position), descending (normal circuit height for ac type)" Eg. "(Tutor C/S), downwind, descending eight hundred feet"

109.5 Low Approaches to the Duty Instrument Runway. All helicopter low approaches from PAR/SRA approaches to the Duty Runway, irrespective of weather conditions, are to climb straight ahead on runway heading and then continue as directed by ATC. Specific low approach instructions will normally be passed to pilots during the vectoring process for each approach. Pilots of helicopters that are flying radar approaches with the intention of obtaining a cloud break, departing low level etc., will normally be instructed to low approach on runway heading at 500ft and contact tower for further routeing. 109.6 Break Off Procedure. In the event of a rotary wing being broken off from its PAR/SRA/ILS to the duty runway, the pilot will be instructed to carry out the following actions:

a. If not visual with the airfield- Execute Missed Approach Procedure. (See para 109.7 below). b. If visual with the airfield- Fly through or join deadside, not above 500ft QFE and call Yeovil Tower for further instructions. This is a VFR procedure and pilots should keep a particularly good lookout for other aircraft operating within the circuit and deadside. See para 206.4 regarding the limits of the deadside.

109.7 Missed Approach Procedure (MAP).

a. The MAP for Runways 04RH, 09RH and 27 is to climb on runway track to 3000ft QFE and contact Yeovil Approach. b. The MAP for Runway 22 is to climb on runway track to 1000ft QFE. On reaching 1000ft, turn right to track 285 degrees, continue climb to 3000ft QFE and contact Yeovil Approach.




c. The MAP is only available for approaches to the duty runway. The MAP cannot be carried out during practice PARs to Runway 22 when the duty runway is Runway 27/09RH. d. If a MAP is required to be practiced during the sortie, the aircraft Commander/ instructor must pre-book this with the Radar Supervisor prior to take-off, in order to ensure that the PAR/SRA will be carried out to the duty runway.

109.8 Short Pattern Circuit. Helicopters requiring a short pattern circuit are to request this when calling for PAR and will then be vectored at 1200ft QFE remaining within the Radar Vector Chart. Aircraft will be provided with a Traffic Service 110 ROTARY WING INSTRUMENT FLYING AREAS 110.1 Yeovilton has an Area of Intense Aerial Activity (AIAA). The coordinates of the AIAA are as follows:

510900N 0030300W 511200N 0025100W 511200N 0021400W 504400N 0021400W 504400N 0030300W 510900N 0030300W SFC – 6000ft ALT

110.1.1 The AIAA will be sub-divided into 6 training areas. The areas will be numbered geographically as displayed below, with areas 1 and 2 remaining to the North and odd numbered areas aligned to the West. Coordinates of the areas are as follows:

Area 1 510900N 003030W 511200N 002510W 511200N 002385W 510350N 002385W 510350N 003030W

Area 2 511200N 002385W 511200N 002140W 510350N 002140W 510350N 002385W

Area 3 510350N 003030W 510350N 002385W 505450N 002385W 505450N 003030W

Area 4 510350N 002385W 510350N 002140W 505450N 002140W 505450N 002385W

Area 5 505450N 003030W 505450N 002385W 504400N 002385W 504400N 003030W

Area 6 505450N 002385W 505450N 002140W 504400N 002140W 504400N 002385W

110.1.2 Subject to other instrument traffic, crews may operate in 2 of the IF areas simultaneously. 110.2 Operations. Aircraft are to operate in the block 3000-6000ft Portland RPS. If an aircraft requires to operate outside this block then permission must be obtained from ATC. ATC may also limit the block for co-ordination purposes.




110.2.1 A maximum of 2 aircraft can operate in each IF area simultaneously.




200 FIXED WING PROCEDURES

201 TAXI PROCEDURES 202 TAXI PATTERNS 203 DEPARTURES 204 VFR RECOVERIES 205 IFR RECOVERIES 206 VISUAL CIRCUITS 207 HAWK EMERGENCY AND PRACTICE EMERGENCY PROCEDURES 208 TUTOR EMERGENCY AND PRACTICE EMERGENCY PROCEDURES




201 FIXED WING TAXI PROCEDURES 201.1 General Procedures. Taxi procedures are i.a.w. NATO standard procedures as laid down in STANAG 3297. The following additional procedures apply:

a. Clearance to cross all runways is to be obtained from ATC. b. Clearances to cross-runways are only to be given when immediately safe to do so. No conditional clearances are permitted. c. All requests for departure instructions, flight plan clearances and other administrative messages should be passed on the Ground frequency. d. The Ground Controller will also be controlling vehicles on TAIT VHF and if an incident or accident occurs on the airfield, may instruct pilots to change to the Tower frequency so that he can devote his attention to the control of rescue services. e. Pilots are to ascertain the position of all circuit aircraft prior to departure. They may consider it prudent, therefore, to change to the Tower frequency before reaching the departure/holding point.

202 FIXED WING TAXI PATTERNS 202.1 Runway 27/22

a. From South Dispersal. Taxi out on the southern taxiway direct to Runway 27, stopping at Hold 1 or 2 as briefed by Ground. Aircraft are to stop at Hold 1 unless given positive clearance to taxi to Hold 2. For Runway 22, once positive clearance has been given to cross 27 Threshold, aircraft are to continue to taxi to 22 Hold.

b. Returning to South Dispersal. After landing vacate on the first available taxiway to the left and follow the taxiway behind the ATC Tower to dispersal. Obtain clearance to cross Runway 22/04RH at SAMOS where applicable. Prior permission is to be obtained from ATC before vacating Runway 27 onto Runway 22.

202.2 Runway 09RH/04RH

a. From South Dispersal. For Runway 09RH follow the taxiway behind the ATC Tower and obtain permission to cross Runway 22/04RH at the SAMOS site. Join the southern taxiway direct to Runway 09RH Hold. For Runway 04RH, follow the taxiway direct to Runway 04RH Hold. b. Returning to South Dispersal. After landing continue to the end of Runway 09RH and vacate right at the threshold onto South Dispersal. Alternatively, vacate to the right at PAR crosscut, obtain clearance to cross Runway 22/04RH at SAMOS and follow the taxiway behind the ATC Tower to dispersal. Caution, this taxi pattern is against the flow and may not be available if other aircraft are taxiing out of South Dispersal. For Runway 04RH, vacate onto the taxiway behind the ATC Tower or via 22 Threshold. Permission must be obtained prior to vacating onto Runway 27.

202.3 Fixed Wing Taxi Restrictions. Fixed-wing taxi patterns are restricted during the arrival and departure of Merlin on the Duty Runway as detailed below:

a. Duty Runway 27. Fixed-wing shall not be given permission to taxi out past RW27 Hold 1 from South dispersal when a Merlin is arriving or departing from the Duty

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Runway. When a fixed-wing has landed on the duty runway, Merlin should not be cleared to depart the Duty Runway until the fixed-wing ac has vacated.

b. Duty Runway 09RH. Fixed-wing ac shall not be given permission to taxi out past the SAMOS intersection of RW22/04 when a Merlin is arriving or departing from the Duty Runway. When a fixed-wing has landed on the duty runway, Merlin should not be cleared to depart the Duty Runway until the fixed-wing ac has vacated.

c. Duty Runway 22. Fixed-wing ac shall not be given permission to taxi out past the threshold of RW27 when a Merlin is arriving or departing from the Duty Runway. When a fixed-wing has landed on the duty runway, Merlin should not be cleared to depart the Duty Runway until the fixed-wing ac has vacated.

d. Duty Runway 04RH. Fixed-wing ac shall not be given clearance to taxi from South dispersal when a Merlin is arriving or departing from the Duty Runway. When a fixed-wing has landed on the duty runway, Merlin should not be cleared to depart or make an approach to the Duty Runway until the fixed-wing ac has vacated the Duty Runway and taxied to a Point east of the DRDF.

e. To allow for greater expedition it has been agreed that upon assessment of the surface wind direction and conditions, FW aircraft captains may elect to inform ATC that they are content for further taxi when rotorwash is unlikely to be encountered.

202.4 Fixed Wing Taxi Obstructions. A wall and EWS Tank currently infringe on the 04RH taxiway and taxiway behind the ATC Tower, respectively. The Ground Controller shall inform visiting FW aircraft of the obstacles and will request wingspan measurements if unknown prior to taxiing. The following restrictions are in force:

a. FW with a maximum wingspan of 22m can use the taxiway behind the ATC Tower. Aircraft with a wingspan between 19m and 22m should have wing walkers employed to ensure clearance is maintained:

b. Fixed Wing with a maximum wingspan of 14m can use the 04RH Taxiway:




c. Restrictions will allow for obstacle clearance and the wall will be denoted with the correct obstacle markings as detailed in MADS.

203 FIXED WING DEPARTURES 203.1 VFR Departure. Climb straight ahead until clear of the circuit. Remain clear of Merryfield MATZ, Merryfield Helicopter Routes, Helicopter Instrument Flying Areas, and Westlands ATZ. Aircraft are also to remain well clear of the approach lane and Initial Point for the duty runway, in order to remain procedurally separated from inbound IFR traffic. 203.2 IFR Departure. When IFR departures are in force the Aerodrome Controller is to obtain a release from the Approach Controller before granting take off clearance. Unless otherwise specified, IFR Departures are to maintain runway heading until cleared by the Approach Controller, but involve no height restriction. 203.3 Non-Standard Departures. Aircraft requiring a non-standard departure are to obtain clearance whilst taxying. 203.4 Mixed Runway Configurations. When Runway 04RH/22 is the duty runway, fixed-wing jet aircraft may request departure from Runway 27/09RH after assessment of crosswind. Irrespective of weather conditions, if any fixed wing aircraft wishes to take off and depart from a runway which is not the duty runway, then a Radar Release is to be obtained by the Aerodrome Controller from the Approach Controller before take off clearance is granted. 203.5 Limitations. Due to runway friction coefficients, when the runway is wet, has water patches or is flooded pair/formation departures may be permitted to all runways at the discretion of the lead aircraft commander. 203.6 If a pre-note or Flight Plan has not been filed, aircraft requiring airways crossing or handover to another radar unit should pass the necessary details (including desired heading and level) to the Ground controller as soon as possible to ensure that handovers are effected without delay. This procedure does not apply to aircraft warned out for AI sorties west of airway N864.




204 FIXED WING VFR RECOVERIES 204.1 General. Initial calls for recovery are to be made at least 25 miles from Yeovilton by jets and at 10nm by propeller driven aircraft. Where this is not possible by propeller driven aircraft then they are to call as early as practicable on a non conflicting heading, allowing sufficient time to be given joining instructions and traffic information. 204.2 Visual Recoveries. Visual recoveries are normally available when there is a minimum visibility of 5.5 km and no significant cloud below 2500 feet. Aircraft are to self navigate to join the circuit and change to the Tower frequency when visual with the airfield, and when approved by Approach. Fixed wing aircraft can join the circuit in one of four ways listed below, overhead joins are not permitted due to there being only a limited deadside.

204.3 Initials Join (IP). Fixed wing aircraft should normally join the circuit through the initial point (IP), positioned 3 miles on the extended centreline of the approach to the duty runway at 1500ft QFE. At the IP aircraft will make one of the following R/T calls; “initial” or “initial for the break”. The ‘Initials’ call alone indicates the joining aircraft will begin the turn downwind at the upwind threshold of the runway in use, unless the aircraft needs to modify this to ensure correct circuit spacing. Normally aircraft will extend upwind to achieve the correct spacing, although Light aircraft may elect to conduct an early turn downwind, informing ATC. Aircraft calling ‘Initials for the Break’ will conduct a break to join the circuit as described below. All overtaking aircraft (e.g. Hawk overtaking Tutor inside initials) have responsibility for collision avoidance and are to manoeuvre to the outside (i.e. on the side away from the active runway) of the aircraft ahead. Overtaking aircraft are not to turn or break until well clear ahead. Once visual with all circuit traffic, aircraft are to descend to circuit height of 1000ft QFE (or 800ft for Light FW) and if breaking, ensure that singletons or all elements of a formation will be able to remain clear of other circuit traffic. The break position for Runway 27 is deadside abeam the upwind threshold. For Runway 09RH/22/04RH, the break position is deadside abeam the runway intersection. Formations of 3 or more aircraft may request to maintain 1500ft QFE until breaking downwind. Due to the limited deadside (see para.206.4), battle joins must be requested in advance and may be refused if there is helicopter traffic to the north of Runway 27/09RH to conflict. Low level breaks, not below 500ft QFE, are available on request. Fixed wing aircraft are not to descend below 1700ft QFE, until within 5 nm of Yeovilton, and approaching the IP.

204.4 Downwind Join. Aircraft recovering via a downwind join are not to descend below 1500ft QFE until visual with all circuit/joining traffic.

204.5 Visual Straight-in Approach. Aircraft are to position themselves on finals for the duty runway. Hawk aircraft are permitted to fly visual straight in approaches to any duty runway. The aircraft will position at 5nm on the extended centreline at 1000ft QFE at ~240kts, to then configure and intercept the normal finals approach path. Prior clearance is to be obtained from the Approach Controller before self-positioning to the requested runway. The following procedure is to be followed:

a. Contact with Tower is to be made one minute before achieving 5 nm on the extended centreline. b. At 5 nm on the extended centreline, a call of “Long Finals + intentions” is to be made. This is the equivalent of a downwind call. c. A “Finals, Gear Down” call is to be made at 3 nm (approx 900ft) at which point the ADC is to issue a clearance. Visual straight-in traffic are to have priority over normal circuit traffic and departures.

204.6 PFL Join. FW aircraft may also request to join via a PFL, as detailed below in para 207.2.

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204.7 Light Aircraft (FW) Recoveries. Light FW aircraft should normally join the circuit through the IP as described above. Once visual with all circuit traffic, aircraft are to descend to circuit height of 800ft QFE and continue to either break downwind or join the circuit by flying a level upwind turn onto the downwind leg. Light FW aircraft may also request to join crosswind, downwind or base leg but are not to descend below 1500ft QFE until visual with all circuit/joining traffic. 204.8 Radar to Visual Recoveries. Radar to visual recoveries are available for all types of visual join detailed above when the weather conditions are not suitable for visual joins, but are better than those required to enforce PAR recoveries. The Director/Approach Controller will provide heading and level instructions until the pilot is visual with the airfield at which point the standard visual joining profile will be followed. The MMATM authorises descent to 1500ft QFE within 10 miles of the airfield. Radar Controllers shall determine if the aircraft is visual with the aerodrome at sufficient range so that they can establish comms with Yeovilton Tower before the IP. Aircraft unable to achieve this will be broken off. 204.9 Limitations. When the runway is wet, has water patches or is flooded pair/formation landings are not permitted to runway 04RH/22 due to runway friction coefficients. 204.10 Use of Brake Parachutes. RNAS Yeovilton does not offer the facilities to recover brake parachutes in a sterile environment. Visiting air systems that require a sterile environment for brake parachute recoveries are to provide their own equipment and personnel to facilitate this. All visiting personnel involved in the recovery of brake parachute are to make themselves known to the Duty Air Traffic Control Officer (DATCO) at Air Traffic Control. Air systems that wish to use brake parachutes but do not require a sterile recovery are to, where possible, release their parachutes clear of the active runway or as directed by ATC. These parachutes will be recovered by ATC personnel and will be available for collection from the ATC Tower. 205 FIXED WING IFR RECOVERIES 205.1 Instrument Approaches. Instrument approaches are mandatory for aircraft when the visibility is less than 5.5 km (3 nm) and/or the cloud base (SCT or worse) is below 1500ft. In these circumstances, the recovery state will be ‘Instrument Recoveries for Fixed Wing’ and an instrument approach is mandatory. The decision to institute mandatory instrument recoveries rests with the DATCO. The following instrument approaches are available:

205.1.1 PAR. PAR is available to all runways. A 3° glidepath is flown on Runways 27/09RH, a 3.3° glidepath is flown on Runway 22 and a 3,5° glidepath on Runway 04RH. The fixed wing PAR pattern is flown at 2000ft QFE.

205.1.2 Surveillance Radar Approaches (SRA). SRAs are available to all runways. Fixed wing patterns will normally be marshalled at 2000ft QFE. The following procedures apply:

a. Due to equipment limitations all SRAs will be terminated at 1nm and no further course guidance or control instructions will be given after this point. At 1nm aircraft will be asked “1nm, SRA terminated, are you visual with the aerodrome?” If visual the aircraft will be instructed to continue with Tower/Approach/Director, if not visual the aircraft must conduct the Missed Approach Procedure.

b. Final Approach Fix (FAF). Pilots may descend to MDH or step down fix (if appropriate) once they have passed the FAF and advisory heights will be passed for a 3° slope unless course guidance only is requested.

c. Step Down Fix. When carrying out SRA approaches to Runways 27, 22 and 04, pilots may be cleared to the appropriate step down fix and subsequently, to their MDH in accordance with the following:

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(1) Runway 27 - aircraft are not to descend below 870ft QFE until 3 nm from touchdown.

(2) Runway 04RH - fixed wing aircraft are not to descend below 720ft QFE until 3 nm from touchdown.

205.1.3 ILS. ILS is available on Runway 27. A 3° glidepath is flown. The fixed wing ILS pattern is normally flown at 2000ft QFE. See para. 109.4 for ILS when 27 is not the duty runway. 205.1.4 TACAN. Pattern minima are published in Terminal Approach Charts. The final TACAN approach to Runway 09RH conflicts with the Merryfield Southern Route. Therefore, controllers are to obtain permission from the Radar Supervisor, who is responsible for ensuring that the route is clear of helicopters, before allowing aircraft to depart the TACAN Hold for Runway 09RH. 205.3 Communications Failure Procedure. Carry out the Missed Approach Procedure, climbing to 3000ft QFE then continue in accordance with Radio Communication Failure (National Procedures). 205.4 Break Off Procedures. In the event of a fixed wing aircraft being broken off from its PAR/SRA/ILS to the duty runway, the pilot will be instructed to carry out the following actions:

a. If not visual with the aerodrome- Execute Missed Approach Procedure. (See para 109.7 above). b. If visual with the aerodrome- Fly through or join deadside, at 1000ft QFE and call Yeovil Tower for further instructions. This is a VFR procedure and pilots should keep a particularly good lookout for other aircraft operating within the circuit and deadside. See para 206.4 regarding the limits of the deadside.

205.6 Missed Approach Procedure. See para 109.7 205.7 Short Pattern Circuits. Aircraft intending to low approach for further PAR may request a short pattern circuit. Aircraft are to climb to 1700ft QFE and continue as directed by radar, within the RVC heights.

205.8 Low approach Procedure. Low approaching fixed wing aircraft that do not intend to join the visual circuit are to climb straight ahead on runway heading and then continue as directed by ATC. 206 FIXED WING VISUAL CIRCUITS 206.1 Circuit Directions/Heights. The visual circuit direction for Runway 04/09 is right hand, and for Runway 22/27 is left hand. Circuit height for fixed wing aircraft is normally to be 1000ft QFE; however, all light aircraft will circuit at 800ft QFE. Subject to the Aerodrome Controller’s approval low level circuits may be requested whilst climbing upwind. They are allowed to a minimum of 600ft QFE provided that aircraft remain at least 200ft below cloud base and have a visibility of at least 3.7km. Light aircraft may circuit above 800ft QFE to conduct “Glide” circuits stating the height required in the request, which should be made during the climb out. 206.2 Squawks. Fixed wing aircraft joining the visual circuit are to squawk 7010 once established in the visual circuit. Fixed wing aircraft craft launching straight into the visual circuit should squawk 7010 prior to take-off. 206.3 Avoidance of Habitation. Unless safety considerations dictate otherwise, all aircraft must avoid direct overflight of all habitation below 500ft QFE. Approaches to Runway 09 are to be




made through the gap adjacent to Northover Church. Yeovilton village must not be overflown below 500ft by any aircraft. 206.4 Deadside. The limit of the dead side is a line drawn through the Watchman Radar and parallel to the duty runway. Aircraft may only encroach further into the dead side area with the permission of ATC. 206.5 Helicopter Proximity. Due to the proximity of helicopter arrivals and departures from Point East and Point Yankee, fixed wing aircraft circuiting to Runway 22/04 are to exercise extreme caution when low approaching on the deadside. 206.6 Landing Interval. When using Runway 09RH/27, fixed wing aircraft may be cleared to land ‘with one on’, as long as the controller considers that 3000’ spacing will exist between the aircraft on the runway and the aircraft calling final and the aircraft on final has a landing speed similar or less than the aircraft on the runway.

a. The following examples of landing with ‘one on’ may be permitted: (1) Avenger/King Air may land with other Avenger/King Air and Hawk or similar aircraft types on the runway subject to the criteria above. (2) Hawks may land with other Hawk or similar aircraft types on the runway, but not Avenger/King Air subject to the criteria above. b. In addition, the instruction to land or roll in turn may be given to aircraft that have joined the visual circuit within the same formation, but only on the first circuit after joining. c. 727 NAS Tutor aircraft may be cleared to use any duty runway whilst another aircraft is still on the runway provided that a lateral spacing of 1500ft will be available when the following aircraft ‘touches down’. Controllers will use the lead aircraft’s position in relation to the Illuminated Runway Distance Markers as a guide before issuing the clearance, with the onus then being transferred to the pilot of the following aircraft to achieve the spacing; if any doubt exists, the pilot of the following aircraft should ‘go around’.

(1) Tutors may be cleared to land with another aircraft of similar type or faster on the runway (landing or carrying out a touch and go). (2) Tutors may be cleared to touch and go with another aircraft of similar type or faster on the runway rolling (not landing).

206.7 Go Around. If a clearance has not been issued by ATC, fixed wing pilots must execute 'go around' by 100ft. Pilots may elect to go-around earlier than this if they consider it would be good airmanship to do so to help with circuit spacing. If a turn onto the final approach has not yet been made the pilot is to call either “Going Around at circuit height” or “Going around at “X” height” if at any other height such as if conducting a Glide circuit. 206.8 Integration of Visual Circuit and Instrument Traffic. The Aerodrome Controller shall determine the landing sequence of all aircraft to ensure the safe integration of visual circuit and instrument traffic. In determining the sequence, the Aerodrome Controller will apply the following rules:

a. When PAR recoveries are in force, aircraft on instrument approach have priority over visual circuit traffic. Visual circuit traffic may be instructed to make themselves number 2 to the




instrument traffic. Aircrew may elect to alter their visual circuit to accommodate the higher priority traffic or go around.

b. Regardless of the recovery state, if aircraft wish to carry out visual circuits to a non-duty runway, PAR recoveries to the duty runway will have priority and the visual circuit aircraft may be instructed to hold off until the PAR traffic has cleared the circuit.

206.9 Visual Circuit Capacity and Priorities. There are not normally to be more than 4 aircraft in the visual circuit, except with DATCO's approval. In order to achieve maximum training value during busy periods, the following procedures are to be followed:

a. Priority within the visual circuit is to be applied as follows where it is safe to do so and does not override standard ATC procedures:

(1) Solo fixed wing students. (2) QFIs conducting syllabus training/IRIs conducting tests. (3) QHIs conducting syllabus training. (4) All other flights

b. Priorities within the visual circuit will continue as laid down as above, but it should be noted by all that Flying Grading/EFT courses are more sensitive to prioritised use of the visual circuit. 727 operations also have a greater imperative for into-wind runway use i.a.w. their crosswind limitations.In addition, in order to meet other users’ needs, Yeovilton will conduct concurrent operations on the long and short runways.

207 HAWK EMERGENCY AND PRACTICE EMERGENCY PROCEDURES 207.1 Visual Actual Forced Landings. The following describes the Hawk visual forced landing pattern:

a. The pilot will aim to fly to a high-key position, 90 degrees to the runway being used, adjacent to the upwind threshold of that runway at 4500ft QFE. On reaching this position, the pilot will call “High Key”. This is the equivalent of a downwind call.

b. The pilot will then fly the aircraft to a low-key position abeam the intended threshold at

approximately 3000ft QFE. If the landing gear has been selected down the pilot will call “Low Key, Gear Down” and a clearance will be given. If the landing gear has not been selected down before reaching Low Key the pilot will call “Low Key” followed by “Finals, Gear Down” and a clearance will then be given.

207.2 Visual Practice Forced Landings (PFL). Visual PFLs are to follow the procedure described above in order 207.1, subject to the following additional constraints:

a. The procedure should be flown to the duty runway in the normal circuit direction unless negotiated with the Aerodrome Controller beforehand.

b. Pilots should call Tower before reaching High Key. On reaching High Key, pilots are to call “High Key, intentions” (NB: PFLs will not be flown to land). All circuit traffic will be called (i.e. one Tutor downwind, one finals to Touch and Go). The pilot must be visual with the circuit traffic before committing to the Low Key position.

c. The pilot will then fly the aircraft to Low Key following the procedure in 207.1b




d. Pilots departing the visual circuit for High Key must request “climb to High Key” in advance, whereupon the Tower controller will co-ordinate with circuit, joining, departing and MATZ overflight traffic.

207.3 Radar Forced Landings (RFL). Radar Actual and Practice Forced Landings are to be carried out in accordance with the following: 207.3.1 Radar Actual Forced Landing (RAFL)

a. On request for a RAFL, ATC will pass immediate range, steer, runway in use and QFE (and state if alternative runways are available). Pilots should acknowledge the runway, QFE and request an alternative runway if desired.

b. ATC are to provide an appropriate radar service, range and steer every 1nm. The

visual circuit is to be cleared as soon as possible to provide a sterile circuit for the emergency aircraft.

c. Pilots may initially fly headings that vector themselves away from the airfield in order

to self-position for the procedure. They will advise when ‘accelerating’ to intercept the 1-in-1 glide profile. Once accelerating, ATC will pass range and steer information every ½nm.

d. Once visual, pilots will self-position for a modified Low Key for the requested runway. e. The procedure is to be single frequency throughout with clearance to land being

passed on Approach or Director frequency. 207.3.2 Radar Practice Forced Landing (RPFL). RPFLs should only take place in Colour Code Blue or White. RPFLs are to follow the procedure described above subject to the following constraints:

a. They are to be initiated outside 12nm range.

b. Upon a request for a RPFL the Radar Controller will liaise with the Aerodrome Controller to determine the circuit state and any other traffic to affect the procedure.

c. If there is circuit, joining or departing traffic then the RPFL aircraft will be subject to the default height restriction of 2500ft QFE. Pilots are to contact Tower once visual with the aerodrome and may only descend below 2500ft QFE once all circuit traffic has been identified. If at 2500ft QFE the pilot is not visual with the aerodrome or any traffic then the procedure cannot be continued.

d. If there is not any circuit, joining or departing traffic then the RPFL aircraft will be informed there is no height restriction to the RPFL. Pilots are to contact Tower once visual with the aerodrome.

e. RPFLs may only be carried out to non-duty runways at the discretion of the DATCO.

207.3.3 Radar Practice Force Landing Phraseology. a. On request for a RPFL, ATC will pass immediate range, steer, runway in use and

QFE. Pilots should acknowledge the runway, QFE and then report when




accelerating. The Radar Controller will continue to pass heading and range every mile or half mile once the aircraft has reported accelerating.

b. Depending on the traffic situation, the Radar Controller will then inform the RPFL aircraft “callsign RPFL approved, not below height 2500ft” or “callsign, RPFL approved no height restriction”.

c. By 5nm the Aerodrome Controller will pass a joining clearance to the Radar Controller

who will then inform the RPFL aircraft “callsign, join runway ## for RPFL, not below height 2500ft, circuit state” or “callsign, join runway ## for RPFL, no height restriction, circuit clear”

d. Once visual with the airfield, the RPFL aircraft will change to the Tower frequency. The Aerodrome Controller will give a standard joining call stating runway is use, QFE and circuit state. The pilot will manoeuvre the aircraft to achieve a modified low key position and call “low key + Intentions” (this is the equivalent of a Downwind call). The RPFL pilot will then call “Finals Gear Down”.

e. If at 5nm the RPFL has to be broken off the Radar Controller will state “callsign break off the approach, reason, acknowledge” followed by “Are you visual with the aerodrome?” If visual the aircraft will be instructed “callsign, not below 2500ft, continue with Tower channel 1”, if not visual the aircraft will be instructed “callsign stop descent height 2500ft. Request Intentions?”

207.4 Engine Failure After Take Off (EFATO). Following an EFATO Hawks may attempt to manoeuvre for Forced Landing at speeds exceeding 250kts. Direction of turn will be based on prevailing conditions and may be to any runway. An abrupt turn & climb to approximately 2500ft can be expected during the EFATO as the aircraft positions for the most appropriate runway dictated by the actual circumstances. 207.4.1 Practice Engine Failure After Take Off (PEFATO). A PEFATO is an after take off ‘PFL’ to any available runway depending on prevailing meteorological conditions and aircraft energy state. In addition to order 207.4 above the following constraints apply:

a. A PEFATO is to be requested prior to take off (e.g. “callsign, ready for departure, request PEFATO”) or during the downwind call for the preceding circuit. This will allow ATC to effect co-ordination with circuit, joining & departing traffic. If there is traffic that may affect the use of a particular R/W, ATC are to pass this information before the PEFATO begins.

208 TUTOR EMERGENCY AND PRACTICE EMERGENCY PROCEDURES 208.1 Engine Failure After Take Off (EFATO). Following an EFATO the Tutor will inevitably attempt to land straight ahead on the runway remaining. The take-off roll from all runways at Yeovilton should allow reasonable distance remaining to complete this manoeuvre. As a precaution traffic lights should be set to red during a real or practice EFATO. Pilots may initiate a practice EFATO by calling “c/s Fanstop” at a safe height after giving due consideration to other circuit traffic. Caution should be exercised if other ac waiting to depart behind, especially faster ac and generally practice EFATOs should not be exercised in these circumstances. 208.2 Engine Failure Downwind (EFDW). Following an EFDW from circuit height the Tutor may attempt to turn and position to land into wind on the in use runway. Alternatively, the aircraft may position for an out of wind landing on the cross runway. Before practising an EFDW pilots must




request clearance from ATC. Once approved, pilots will initiate a practice EFDW by calling “ c/s Fanstop Downwind” and should indicate intentions (“Touch and Go or Low Approach Runway xx”) if using the in use runway. Approaches to the crosswind runway should result in a low approach not below 200ft QFE. 208.3 Visual Forced Landing Pattern. Tutor visual forced landing patterns call for a High Key position 2500-3500ft QFE on runway heading 1/3 into the landing area. At High Key, pilots are to make an R/T call stating Callsign, High Key and intentions (Land, touch and go or low approach). Low Key is abeam this position at approximately 1500ft QFE and a further call is to be made stating “Low Key”, this call is for information and is not acknowledged by ATC. A “Final” call will then be made and ATC will issue a clearance, (Land, touch and go, low approach or continue). For a PFL, all approaches will be made to the duty runway in the normal circuit direction unless previously arranged with the tower.

208.4 Turnbacks. The turnback manoeuvre should only be considered as a viable alternative to the EFATO profile when no suitable or safe landing area is available within gliding range ahead. To be successful, a turnback must be started from at least 500ft QFE and the minimum heights, turn direction and parameters should be included in the Aircraft Commander’s take off emergencies brief. When practicing a turnback on 27/09 the proximity of helicopters hovering at or taking off from Point East or West is to be taken into account when selecting the direction of turn. Practice turnbacks should be requested to ATC while taxiing or

downwind and not be initiated without prior ATC approval. Once approved, pilots will initiate a practice turnback by calling “ Fanstop, Turning Back”. 208.5 Radar Actual / Practice Forced Landings. The standard recovery for an actual or simulated engine failure for Tutor aircraft above cloud is the radar forced landing (RFL) or the Radar Practice Forced Landing (RPFL). During a RFL or RPFL the aircraft flies down a one in one slope towards the airfield i.e 1nm per 1000ft . At the MDH the aircraft should have sufficient energy to enable it to be manoeuvred to intercept a visual PFL pattern.

a. Tutor RFL and RPFL are to be flown utilising the established procedures at para. 207.3




300 NIGHT FLYING 301 PILOT FLYING PRACTICE

302 NIGHT FLYING OPERATING HOURS 303 DAY INTO NIGHT FLYING 304 NIGHT FLYING BRIEFING

305 NIGHT LANDING SITES 306 HELICOPTER NIGHT LANDING AIDS FOR YEOVILTON OPERATIONS 307 AIRCRAFT RADIO AND ELECTRICAL FAILURE DURING TAXI 308 AIRCRAFT RADIO AND ELECTRICAL FAILURES (ROTARY WING)

309 AIRCRAFT RADIO AND ELECTRICAL FAILURES (FIXED WING)

310 OVERNIGHT PARKING OF AIRCRAFT

311 NIGHT FLYING OVER SEA AREAS




301 PILOT FLYING PRACTICE 301.1 In order to conduct Night Flying at RNAS Yeovilton, Pilots are to meet the currency criteria laid down in BR767 2103(1). 302 NIGHT FLYING OPERATING HOURS 302.1 The Airfield is normally available for night flying operations for 4 hours 30 minutes, Monday to Thursday. Merryfield is not available after Midnight. 302.2 The airfield will close for a minimum of 90 minutes between Day and Night Flying periods. This allows for mandatory airfield inspections, equipment checks and other management tasks. 302.3 Planners, authorising officers, duty officers and aircrew are to ensure that, whenever possible:

a. Sorties are not planned to take off during closed periods.

b. Sorties are to be complete and on the ground within published opening times. 302.4 Any movements planned outside published opening times are to be co-ordinated through Air Operations. 302.5 The DFS may elect to close the airfield earlier than planned owing to weather, serviceability or if all planned night flying serials have been completed. However, if there are detached aircraft that are programmed to return either within the scheduled night flying period or as an OOH move, Air Ops must receive positive confirmation from the Aircraft Captain that the change is acceptable before a change in status/services is implemented. The ATC Logger is responsible for informing other airfields that Yeovilton has closed earlier than planned. 303 DAY INTO NIGHT FLYING 303.1 Day into night flying may take place provided that the flight has briefed specifically for night flying and is clearly authorised to do so. Day sorties may not extend past Evening Civil Twilight without such authorisation. 303.2 In planning day into night sorties, Aircraft Commanders and Authorisers are to note that the airfield will close between day and night flying and therefore, cannot be used as a diversion in the event of a problem. 303.3 Should aircraft be flying over the sea and require to pass ops-normal calls, they are to inform Air Operations of this requirement, and every attempt will be made to man the HF frequency. 304 NIGHT FLYING BRIEFING Visiting Aircraft. All visiting aircraft wishing to conduct night flying at RNAS Yeovilton, including practice diversions, are to contact RNAS Yeovilton Air Operations. 305 NIGHT LANDING SITES 305.1 The following rules apply when Yeovilton helicopters are operating with military authorities away from Yeovilton or Merryfield. Squadron Commanding Officers are to ensure that the military authorities are fully aware of these requirements.




a. The MAOT or Landing Zone Marshalling Team Officer (LZMTO) is responsible for the selection of the landing site and the full briefing of the military units and aircrew.

b. The landing site must be seen in daylight by the MAOT or LZMTO. Particular attention must be paid to the probable direction of approach and the positions of obstructions.

c. For load lifting sorties, there must be a MAOT or LZMTO at the landing site in radio contact with the aircraft.

d. The MAOT or LZMTO is responsible for:

(1) Ensuring that the lighting is laid out as briefed by the Authorising Officer.

(2) Ensuring that the aircraft conform to the briefed approach procedure.

(3) Alerting the pilot if he is in a dangerous position.

(4) Re-orientating the lights if there is a wind shift, ensuring that the new approach path is safe and briefing the pilots on the new approach direction.

(5) Co-ordinating the safe movement of personnel on the ground.

e. Irrespective of military requirements, pilots are to switch on their landing light if they are in any doubt at all as to the safety of the approach.

f. The Military Unit is responsible for obtaining clearance for the use of the airspace. In addition, it is to obtain landowner's permission and inform the local police.

g. The Military Unit is responsible for answering complaints that arise from the operation of helicopters in accordance with the exercise orders.

h. The Military Unit is responsible for providing Safety Services in accordance with BR767 N315.105.1.

i. A meteorological forecast must be obtained from the nearest airfield with meteorological facilities.

306 HELICOPTER NIGHT LANDING AIDS FOR YEOVILTON OPERATIONS 306.1 Fixed Wing Flying – Helicopter Circuits not normally available. A green ’T’ will be placed as follows:

a. Duty Runway 22/27 – Point East, heading 220(T).

b. Duty Runway 04/09 - Grid Ref. H6/7, (light aircraft landing area) heading 085(T). 306.2 No Fixed Wing Flying – Helicopter Circuits Available. A green ’T’ will be placed as follows:

a. Duty Runway 04 - Point East, heading 040(T), left hand circuit.

b. Duty Runway 22 - Point East, heading 220(T), right hand circuit.

c. Duty Runway 27 - Grid Ref. H7, heading 265(T), right hand circuit.

http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_0767/20101014-BRd767-U/brd767book/order315.pdf




d. Duty Runway 09 - Grid Ref. H7, heading 085(T), left hand circuit.

306.3 NVG Lighting

a. In order to permit limited NVG training to be conducted at Yeovilton, two fixed ‘T’ positions have been established on the airfield; these locations are additional to the positions for the green ‘T’ detailed above, whose main use is for the recovery of helicopters following an aircraft emergency (RT or total electrics failure) or a failure of the airfield lighting.

b. Availability and Position of NVG T. Whilst Merryfield will remain the prime location for NVG training to airfields, the NVG Ts are intended for use when Merryfield is unavailable (i.e. after 2359 due to noise abatement) or not required to be opened. NVG lighting is not permanently held at Yeovilton, hence the use of these Ts must be booked in advance in order to enable the appropriate equipment to be sourced in time; there may be occasions when the equipment is not available.

c. The NVG T will be positioned as follows:

i) Duty RWY 27/09 – Grid Ref I7 (triangle of grass bounded by RWYs 27, 22

and taxiway 1), heading 265ºT/085ºT.

ii) Duty RWY 22/04 – Grid Ref K6 (vicinity of MEXE Pad) heading 220ºT/040ºT.

d. The permanent sites for these Ts are marked with snow markers in the form of an ‘H’ (to enable accurate positioning of the lighting). The positions of the Ts and their associated markers are indicated below. Helicopter circuits to the NVG T are to conform to the normal FW circuit direction, (i.e. 27/22 LH, 09/04 RH).

e. Bookings. Squadrons are to inform Air Operations by 1030L on the day that an NVG T is required at Yeovilton. Air Operations is to pass details of the booking to the DATCO who will source the equipment.

306.4 NVG T Positions




Position of NVG T for Duty RWY 27/09 Position of NVG T for Duty RWY 22/04 307 AIRCRAFT RADIO AND ELECTRICAL FAILURE DURING TAXI 307.1 Radio Failure During Taxi. Aircraft with R/T failure while taxiing are to continue to the holding point and attract attention by flashing navigational lights irregularly, and, if fitted, flashing the taxi/landing lamp slowly. Helicopters not using the runway are to hold short of the departure/arrival position and flash all available lighting to attract the attention of the ATC Tower. Instructions will be given for returning to dispersal. 308 AIRCRAFT RADIO AND ELECTRICAL FAILURES (ROTARY WING) 308.1 Radio Failure

a. In Circuit: The pilot is to flash all available lighting whilst in the circuit (where possible training the landing lamp directly on the ATC Tower), conform to the normal circuit pattern, and is to land at the green ’T’ and continue to flash lights. Air Traffic Control will give the aircraft permission to return to dispersal by a flashing white light.

b. Away from Circuit: The pilot should approach the airfield, squawking Mode 3/A 7600, at a safe height keeping a sharp lookout for other traffic and land at the green ’T’. Exercise extreme caution if fixed wing aircraft are circuiting to the runway. The pilot should flash all available lighting. Air Traffic Control will give the aircraft permission to return to dispersal by a flashing white light.

308.2 Electrical Failure with No Radio




a. In Circuit. Recover to the green ’T’, and use torch to attract the attention of the Tower. At the aircraft Captain’s discretion either shut-down at the ‘T’ and await assistance or taxi to dispersal keeping a good lookout for other vehicles/aircraft and inform ATC.

b. Away from Circuit: The helicopter should approach the airfield, squawking 7700, at a safe height keeping a sharp lookout for other traffic and land at the green ’T’. Exercise extreme caution if fixed wing aircraft are circuiting to the runway. Use torch to attract the attention of the Tower. At the aircraft Captain’s discretion either shut-down at the ‘T’ and await assistance or taxi to dispersal keeping a good lookout for other vehicles/aircraft and inform ATC.

Note: ATC monitor 243.0 Mhz (Guard)

309 AIRCRAFT RADIO AND ELECTRICAL FAILURE PROCEDURES (FIXED WING) 309.1 The procedures to be followed are laid down in the MMATM. In addition at Yeovilton:

a. All aircraft in the circuit are to be warned of the situation and kept clear of the circuit until the aircraft in emergency has landed.

b. The undercarriage visual check lights are 100m North of the ATC Tower.

c. If the undercarriage state is such that an ejection is necessary, the aircraft should be flown to a safe area clear of habitation (if position is known) and abandoned.

309.2 An aircraft with a complete radio failure that is unable to find its own way back to the airfield safely is to:

a. Divert to the nearest safe VFR diversion if possible. (SQUAWK 7600)

b. If unable to recover VFR SQUAWK 7700 and attempt a TACAN approach (if equipment is serviceable) to MDH at a suitable airfield.

c. If unable to recover due to lack of navigational aids then fly triangles in present position, in VMC, and await a shepherd aircraft.

d. At minimum landing allowance fuel prepare for premeditated ejection in a safe area clear of habitation (if position is known).

310 OVERNIGHT PARKING OF AIRCRAFT 310.1 Squadrons/Sections are responsible for the security and illumination of any aircraft parked overnight on their dispersals. 310.2 Squadrons/Sections are responsible for the serviceability of lighting used to illuminate parked aircraft. This is particularly relevant when aircraft are to remain parked outside over a weekend period. 311 NIGHT FLYING OVER SEA AREAS 311.1 Night flying in Sea States of 6 or worse will not normally be authorised unless considered operationally essential, when DFS or Lt Cdr (F)’s approval is to be obtained. The station may impose a blanket ban on flying over specific sea areas when Sea State 6 or worse is forecast in the Night Flying Brief.



CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES

8.1 Aerodrome Reporting 8.1.1 Purpose: The Aerodrome Operator (AO) is responsible for the ownership of the

aerodrome data and is to ensure that all data provided is correct at all times. 8.1.2 Responsibilities: Orders for the reporting procedures to advise the relevant agency of

any permanent changes to aerodrome information are contained at Annex R. 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 Publication (AIP) and NOTAM.

8.1.4 Reporting Procedures: Any situation that may have an immediate effect on the safety of

aircraft operations is to be reported as soon as possible. In the first instance through air ops by radio or telephone.

8.1.5 NOTAM1: All NOTAM action is to be recorded for possible 1st, 2nd or 3rd Line audit.

NOTAMs will be originated in the standard format by Flight Planning in any of the following circumstances:

8.1.5.1 A change in the serviceability of the manoeuvring area 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 OLS 8.1.5.4 New obstacles which affect the safety of aircraft operations 8.1.5.5 Bird or animal hazards on or in the vicinity of the airfield 8.1.5.6 A change in the availability of aerodrome visual aids, i.e markers and

markings, runway lighting etc 8.1.5.7 Any change in aerodrome facilities published in the AIP

1 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 the issued NOTAM for accuracy.

8.2 Aerodrome Serviceability Inspections - Orders, contained at Annex S, for the inspection of the Aerodromes are conducted iaw RA 3264 – Aerodrome Inspections.

8.3. Aerodrome Technical Inspections - Orders are contained at Annex T, for the technical inspection of the aerodrome in accordance with aerodrome regulations. 8.4 Protection of Radar and Navigation Aids - Orders are contained at Annex U. 8.5 Surveillance Equipment Maintenance & Monitoring - Orders are contained at Annex V.

8.6 Navigation Equipment Maintenance & Monitoring - Orders are contained at Annex W. 8.7. Aerodrome Works Safety – Orders are contained at Annex X, for the control and supervision of work in progress on the aerodrome. 8.8. Control of Entry and Access control orders are contained at Annex Y, for the control and supervision of work in progress on the aerodrome. 8.9. Aerodrome Users - Vehicle and Pedestrian Control – Orders are contained at Annex Z, for the control of vehicular and pedestrian traffic on the aerodrome iaw the MMATM.




8.10. Aerodrome Bird/Wildlife Management - A Airfield Wildlife Control Unit (AWCU) facility exists at Yeovilton and comprehensive orders on bird management are contained at Annex AA, Air Standing Orders and the Airfield Wildlife Control Management Plan and Unit Orders. RN bird control policy is contained at BR 767 Order 500.10. 8.11. Animal Management – Nil present. Any future orders will be contained at Annex BB. 8.12. Handling of Hazardous Materials (Spillage Plan) - Orders are contained at Annex CC, with information on Handling of Hazardous Materials (Spillage Plan) which are detailed in an Establishment Spillage Plan. 8.13 Air System Parking – Orders are contained at Annex DD, for the co-ordinated parking of ac that include agreements from respective ATC/Ops/Movements sections. 8.14 Low Visibility Operations (LVO) – Orders 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 Aerodromes by British and Foreign Civil Aircraft8. Civil Air System captains wishing to operate in and out of a MOD aerodrome must agree to abide by the aerodromes extant Terms and Conditions which should reflect Use of Military Aerodromes by British and Foreign Civil Aircraft and should include the following parameters as a minimum. These orders are contained at Annex FF. 8.16 Breach of Terms and Conditions – Orders are contained at Annex GG to cover the eventuality of a breach of terms and conditions. Any breach of Terms and Conditions could constitute grounds for the privilege of operating at the aerodrome being withdrawn on a temporarily or permanently. 8.17 Safeguarding Requirements - Waivers and Exemptions - The procedures involved in safeguarding the operational environment of military aerodromes is explained in greater detail in Chapter 16 of the Manual of Aerodrome Design and Safeguarding (MADS) and depends upon whether the proposed obstacle is sited within or outside MOD property. All Safeguarding activities are to be conducted in accordance with extant regulations and any waivers or exemptions issued by the MAA are to be promulgated at Annex G to the manual and a corresponding record of the validity recorded in the DAAF. 8.18 Standards Checks / SQEP (Qualified personnel) - All personnel involved in activities on or around the aerodrome, are to be suitably trained, standardised and assured (SQEP). 8.19 Safety Management System – This information is not available on the online version of this document. 8.20 Thunderstorm & Strong Wind Procedures – Met warnings are issued by the Met. Office iaw the MMATM Chapter 14 Para. 9. Fuelling and armament restrictions with a thunderstorm warning in force are iaw MMAP Chap 2 and 14 Occasions when strong wind warnings and thunderstorm warnings are to be broadcast is iaw Annex HH.

8.21 Electrical Ground Power Procedures – Orders are contained at Annex II for electrical ground power procedures. 8.22 Aviation Fuel Management Procedures – Orders are contained at Annex JJ for aviation fuel management including policy guidance.

8 Will need to be made available to civil operators on request.




http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/printablemap-01.pdf




8.23 Jettison area – Nil Present. Any future orders will be contained at Annex KK. 8.24 Compass Calibration Base - Orders are contained at Annex LL. 8.25 Explosive Ordnance Disposal area – Orders are contained at Annex MM. for the use and access of EOD area. 8.26 FOD Prevention, Training and Awareness – RNAS Yeovilton FOD Orders are at Annex NN. 8.27 Dangerous Goods (DG) Procedures - Loading / Unloading – Orders are contained at Annex OO for the control and management of DG in accordance with extant regulations. 8.28 Hydrazine (H70) Leak – Information, ATC actions and the eventuality of potential Hydrazine (H70) leaks from visiting ac are contained at Annex PP. 8.29 Air System Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable

Hydraulic Arrester Gear (PHAG) / Barriers) Orders are contained at Annex QQ.


Issue 5 AL 4 8-R-1 September 2018

Annex R to DAM Chapter 8

Dated July 2018

ORDERS FOR REPORTING PROCEDURES TO NO. 1 AIDU 1. All changes to RNAS Yeovilton facilities, procedures or published details shall be reported to No.1 AIDU at the earliest opportunity via the following methods: Website: https://www.aidu.mod.uk Postal Address: Quality Assurance Manager No1 AIDU RAF NORTHOLT West End Road Ruislip Middlesex HA4 6NG Telephone: 95233 8696(DFTS) 020 8833 8696(PSTN) AFTN Address: EGVCYOYX

https://www.aidu.mod.uk/


Issue 5 AL 4 8-S-1 September 2018

Annex S to DAM Chapter 8

Dated July 2018 AERODROME SERVICABILITY INSPECTIONS

8.2.1 Aerodrome Inspections are to be carried out in accordance with the details listed in RA 3264.

8.2.2 Aerodrome inspections are only to be carried out by ATC personnel who are ADC endorsed. 8.2.3 All inspections are to be logged in the ATC logbook, including any issues raised. 8.2.4 Any issues are to be reported to the relevant section subject matter expert (SME). 8.2.5 Any sweeping requests are to be logged. 8.2.6 Any work requests are to be put through the correct channels and a record of the request and

subsequent action maintained. 8.2.7 Where ATC is not present the AO can delegate management of inspection to other individuals

but not the responsibility.

http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/3000_Series/RA3264_Initial_Issue.pdf


Issue 5 AL 4 8-T-1 September 2018

Annex T to DAM Chapter 8

Dated July 2018

AERODROME TECHNICAL INSPECTIONS This information is not available on the online version of this document.


Issue 5 AL 4 8-U-1 September 2018

Annex U to DAM Chapter 8

Dated July 2018

PROTECTION OF RADAR AND NAVIGATION AIDS This information is not available on the online version of this document.


Issue 5 AL 4 8-V-1 September 2018

Annex V to DAM Chapter 8

Dated July 2018

SURVEILLANCE EQUIPMENT & MONITORING This information is not available on the online version of this document.


Issue 5 AL 4 8-W-1 September 2018

Annex W to DAM Chapter 8

Dated July 2018

NAVIGATION EQUIPMENT MAINTENANCE & MONITORING This information is not available on the online version of this document.


Issue 5 AL 4 8-X-1 September 2018

Annex X to DAM Chapter 8

Dated July 2018

AERODROME WORKS SAFETY 1. In accordance with the guidance in RA 3266, the control and supervision of work in progress on the aerodrome and the control of Working Parties is achieved through the use of the following: 2. Work in Progress (WIP) Records – The Airfield Surfaces Manager is to be made aware of all work scheduled to be carried out on the movement area. 3. WIP Log – The RNAS Yeovilton WIP Log is held by RNAS Yeovilton ATC 4. WIP Briefings - Supervisors of all working parties are to be fully briefed on their responsibilities. The DATCO is responsible for ensuring that the supervisor of the working party is properly briefed and that both sign the WIP Log to acknowledge a full brief has been conducted. The briefing is to include as a minimum the following details: 4.1 Limits of the work area. 4.2 Direction of aircraft movements. 4.3 Route to be taken by works vehicles. 4.4 Parking area for works vehicles and equipment. 4.5 Control to be exercised over works vehicles and workers. 4.6 Signals to be employed. 4.7 FOD prevention. 5. Control Measures. Whilst flying is in operation, all working parties operating on the movement area are to be in possession of a TAIT radio and have two way communications with Yeovil Ground. Working parities are not to access the movement area or operate outside the agreed limits of their working area without gaining permission from Yeovil Ground. All aerodrome work is to be clearly marked using approved high visibility markers and lit during hours of darkness. Additional information on temporary obstructions can be found at Annex I. 6. Grass Cutting. A grass cutting plan is established by DIO and maintained by the Ground Maintenance Team (OCS).


Issue 5 AL 4 8-Y-1 September 2018

Annex Y to DAM Chapter 8

Dated July 2018

CONTROL OF ENTRY AND ACCESS This information is not available on the online version of this document


Issue 5 AL 4 8-AA-1 September 2018

Annex Z to DAM Chapter 8

Dated July 2018

AERODROMES USERS - VEHICLE AND PEDESTRIAN CONTROL This information is not available on the online version of this document




Annex AA DAM Chapter 8

Dated July 2018

AERODROME BIRD/WILDLIFE MANAGEMENT ORDERS

MOD Bird Strike Risk Management 1. 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 bird strike 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”. The object of bird strike risk management at RNAS Yeovilton is to implement those measures necessary to reduce the bird strike risk to a level, which accords to the ALARP principles within MoD Risk Management. 2. The primary task of the RNAS Yeovilton Airfield Wildlife Control Unit (AWCU) is to maintain a continuous bird/wildlife deterrent programme on the airfield and its approach areas and to minimise the bird strike hazard to aircraft within the circuit area in accordance with Naval Aviation Orders BRd 767 (BRd767 FAA3180), MAA Air Traffic Management (ATM) 3000 Series Regulatory Articles (RA3270), RNAS Yeovilton Air Standing Orders and the Airfield Wildlife Control Management Plan and Unit Orders. Bird/Wildlife Management 3. The Estates Manager is responsible, through the Senior Air Traffic Control Officer (SATCO) for the management of wildlife habitat at the RNAS Yeovilton, to ensure that wildlife do not adversely affect air operations. 4. The grounds maintenance contract enables the grass surrounding the Airfield to be cut periodically to comply with the agreed contract. All enquiries should be directed to Carillion in the first instance on 0800 707 6000 from civilian telephone networks. 5. The SATCO is the designated/delegated officer for all bird/wildlife control service contracts and is responsible to the Commanding Officer RNAS Yeovilton for all matters relating to the wildlife control task. The day-to-day management and effective implementation of the RNAS Yeovilton Wildlife Control Management Plan is the responsibility of the Airfield Wildlife Control Supervisor (AWCS). 6. The AWCS is responsible for implementing procedures to deal with the danger posed to aircraft operations by the presence of wildlife and birds on the Aircraft Manoeuvring Area and birds in the aerodrome circuit and approach lanes. The AWCS will also report to the SATCO on any other wildlife matters that could affect bird numbers at the Aerodrome in order to reduce the risk of bird related incidents. 7. The following techniques are used for wildlife management:

Falconry Pyrotechnics Bio-acoustic Bird Scaring System Shotgun Air rifle (Off Airfield Pest Control)

http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_0767/BRd_767_February_2018_Version_1/brd_767_book/3000%20Series.pdf

http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/3000_Series/RA3270_Issue_2.pdf




Legal Aspects of Bird Control 8. Crown land is exempt from the provision of the Wildlife and Countryside Act 1981 as amended (‘the 1981 Act’). Nevertheless, subject to operational requirements and flight safety considerations, personnel operating on Crown Land are to abide by the provisions of the act. For the purpose of preserving air safety, the AWCU is specifically authorised to cull the following birds and destroy their nests and eggs by the terms and conditions on an in-date Class Licence:

a. Greater / Lesser Black Backed Gull. b. Herring Gull b. Mallard. c. Common Gull. d. Jackdaw. e. Lapwing. f. Dove Collard. g. Crow. h. Rook.

9. The following conditions apply:

a. Culling is to be limited to the minimum necessary for the purpose of preserving air safety. b. No bird is to be culled, and no nest or egg taken or destroyed except within the recognised boundary of the aerodrome. 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 by the AWCS at the end of each calendar year for onward transmission to Natural England/Department of Environment, Wildlife Division. Nil returns are required.


Issue 5 AL 4 8-BB-1 September 2018

Annex BB to DAM Chapter 8

Dated July 2018

WILDLIFE MANAGEMENT ORDERS

1. Bird and Wildlife Management Orders are contained within DAM Chapter 8 Annex AA.


Issue 5 AL 4 8-CC-1 September 2018

Annex CC to DAM Chapter 8 Dated Jul 2018

HANDLING OF HAZARDOUS MATERIALS (SPILLAGE PLAN) The handling of hazard materials is laid down in the RNAS Yeovilton Unit Spillage Response Plan.


Issue 5 AL 4 8-DD-1 September 2018

Annex DD to DAM Chapter 8

Dated July 2018 AIRCRAFT PARKING AREAS The parking of aircraft shall be carried out in accordance with the following: 1. Duty Aerodrome Controller (ADC). The Duty DATCO/ADC is to ensure that all aircraft which arrive outside normal working hours and are not being hosted by Squadron/Unit and are parked overnight on squadron dispersals are to be illuminated by Metalites set to photo cell, and that details of such aircraft are passed to the station Security Section. 2. Overnight Parking Of Aircraft.

a) Squadrons/Sections are responsible for the security and illumination of any aircraft parked overnight on their dispersals. Metalites, if required, may be obtained from Duty Tech 2.

b) Details of overnight parking arrangements are to be passed to the duty DATCO.

c) Squadrons/Sections are responsible for the serviceability of lighting used to illuminate parked

aircraft. This is particularly relevant when aircraft are to remain parked outside over a weekend period.

3. Armed Aircraft At Yeovilton. The rules governing the arming, de-arming and parking of armed aircraft are covered in Yeovilton Air Engineering Standing Orders (YAESO). 4. Allocated Parking Areas This information is not available on the online version of this document.


Issue 5 AL 4 8-EE-1 September 2018

Annex EE to DAM Chapter 8

Dated July 2018 LOW VISIBILITY OPERATIONS In accordance with the guidance in RA 3274, RNAS Yeovilton’s Low Visibility Operations are detailed below. Calculation of Runway Visual Range (RVR) can be found in RA 3275.

Visibility Conditions

1. In Colour Code Red9 the DATCO will make an assessment from the Visual Control Room (VCR) in order to assess control measures required to protect aircraft movements and apply low visibility conditions. Low visibility conditions are the point at which LVP are initiated. Visibility conditions are defined as follows:

1.1. Visibility Condition 1. is sufficient visibility for the pilot to taxi and avoid collision with other traffic on taxiways by visual reference and for ATC personnel to exercise control over all traffic on the basis of visual surveillance. No additional requirements for the protection of ground operations by air systems are required.

1.2. Visibility Condition 2. is sufficient visibility for the pilot to taxi and avoid collision by visual reference, but insufficient visibility for ATC to control traffic by visual surveillance. The actions taken will be dependent on the dimensions of the Aerodrome and position of the Visual Control Room (VCR). However, measures will need to be put in place to limit the potential for undetected Aerodrome incursions.

1.3. Visibility Condition 3. More restrictive and stringent control measures are initiated in response to the individual unit requirement. Further Visibility Conditions may be deemed necessary for units employing a wide variety of control measures.

2. In Colour Code Red conditions a Command approval is to be obtained prior to any aircraft

movements from Cdr Air or in their absence Lt Cdr (Flying), Duty Lt Cdr (Flying) or Duty Flying Supervisor (DFS).

3. In periods of Low Visibility operations, with any planned movements, there is to a minimum of 2 qualified controllers present in the VCR.

4. The control measures attached to each visibility condition are as follows:

4.1. Visibility Condition 1

4.1.1 Ensure the Arrester Barrier in the approach threshold is isolated in the down position during any times of FW flying. ie. when operating duty runway 09RH/04RH, runway 27/22 barriers are to be down and isolated.

4.1.2. Prior to airfield opening, ensure that all runway, taxiway and perimeter road traffic lights are fully serviceable prior to commencing flying, and any unserviceabilities are reported.

4.1.3. Maintaining a good look out of all airfield areas for obstructions, animals, FOD and any other object or person that could affect aviation safety.

4.1.4. Bird control operations should not be restricted.

4.2. Visibility Condition 2.

9 Cloudbase 200ft and visibility of 800m




4.2.1. DATCO to broadcast as a reminder that no vehicles are to enter the manoeuvring areas without prior approval from ATC. This instruction is also to be broadcast on the TAIT frequency.

4.2.2. Positive RT is to be used by all vehicles and aircraft when entering and vacating

runways and manoeuvring areas.

4.2.3. Any hover checks or winching may commence as long as visual surveillance can be maintained from the VCP.

4.2.4. Ensure the Arrester Barrier in the approach threshold of the runway is isolated in the down position if not already done so.

4.2.5. If visual surveillance of the runway cannot be maintained then a qualified ADC is to inspect the runway and Arrester Barrier positions immediately prior to any aircraft movement. However, pilots should be aware that the danger from late FOD or animal incursion remains a possibility.

4.2.6. Work In Progress (WIP) should be restricted to essential work only if deemed necessary to reduce the amount of unknown vehicle and pedestrian activity on the runways and manoeuvring areas.

4.2.7. Non essential airfield working parties are to be suspended, unless they are visible from the VCP.

4.2.8. Single runway occupancy rules are to be enforced. Landing clearance may only be given when ADC has confirmation that any aircraft, vehicle or working party has vacated the runway. The use of ‘land short’ and ‘land threshold’ are not to be used.

4.2.9. Aircraft should not normally be permitted to back-track the runway in use if visual surveillance of the runway can not be maintained. 4.2.10. If a visual surveillance of a required taxiway route can not be maintained then unfamiliar aircraft are not to taxi unless guided by a follow me vehicle e.g. Visiting Aircraft Squadron (VAS), ATC Rover or BCU. 4.2.11. Only follow me vehicles as mentioned above are permitted along a planned taxi pattern if visual surveillance of the taxi pattern can not be maintained. 4.2.12 The use of follow me vehicles along different positions just off the runway is to be considered during planned aircraft moves For example: stationing the ATC Rover at the Northern/Sothern lazy lane when departing an aircraft off runway 27/09RH, to further ensure no inadvertent runway incursions occur.

4.2.13. All vehicles are to have dipped serviceable headlights during fog or poor visibility conditions.

4.2.14. Positive RT control of emergency services.

4.3. Visibility Condition 3.

4.3.1. In addition to all the control measures stated during visibility condition 2, there should be an increased restriction applied to aircraft, vehicles and pedestrians operating on the manoeuvring areas and runways.




4.3.2. Single occupancy of manoeuvring areas as well as runways should be considered to reduce the possibility of collisions on taxiways and dispersals.

4.3.3. Night time or low visibility exercise emergency drills are to be carried out monthly to maintain currency of airfield knowledge in reduced visibility conditions.


Issue 5 AL 4 8-FF-1 September 2018

Annex FF to DAM Chapter 8

Dated July 2018 GENERAL CONDITIONS AND TERMS FOR CIVILIAN OPERATORS 8.15.1 The General Terms and Conditions for Civilian Operators are laid down in JSP 360 Use of Military Airfields by British and foreign Civil Aircraft.

8.15.1.1 Prior Permission Required (PPR): 24 Hrs notice required booked through airfield operations 01935-45-5497/8.

8.15.1.2 Customs and Immigration: By arrangement only. A General Aviation Declaration (GENDEC) will be required for all flights to/from destinations abroad.

8.15.1.3 Health and Sanitation: Nil

8.15.1.4 AIS Briefing Office: HO

8.15.1.5 Met Briefing: H24

8.15.1.6 Fuelling: Jet A-1 and Avgas are available by prior arrangement and are charged at MoD rates.

8.15.1.7 Handling: Military handling only.

8.15.1.8 Security: H24

8.15.1.9 VIP Facilities: Nil

8.15.1.10 Winter Operations: The Command priority is to maintain the Station’s 12 hours notice for MCT and FRE activities (mandated operational output). Other activities are of a lesser priority and will be considered in the following order: access to ATC, RW activities in support of operational training, all other RW operations, FW operations.

Snow clearance measures, sufficient to meet the operational requirement, are to be carried out on W and Y dispersals. If resources and personnel are available and it is financially viable, a short length of runway 27/09, sufficient to allow a helicopter emergency landing will also be considered, but will not be done as a priority. Notwithstanding the above, it is not intended to implement anti-icing measures on any part of the airfield or snow clearance on runways or taxiways.

8.15.1.11 De-Icing: Aircraft de-icing is not available. 8.15.1.12 Ground Support: Limited ground support is available.

8.15.1.13 Power Units Available: 28v DC / 115v-200v AC

8.15.2 Changes in Terms of Condition: Whilst the AO will use all reasonable endeavours to

advise Civilian Users of any changes to the Terms and Conditions, it will be for the civilian users to ensure that they are aware of the extant Terms and Conditions. The AO shall not be liable for any loss or damage (whether direct or indirect) arising out of any change in the Terms of conditions.

8.15.3 DfT NASP: All civilian users are to operate in accordance with extant DfT NASP and

wider ATSy protocols unless authority to derogate from the common basic standards on

http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP360.aspx



Issue 5 AL 4 8-FF-2 September 2018

civil aviation security is held and then the operator is to comply with the authorised derogation.

8.15.4 Operating Hours for Civilian Aircraft: Hours of Operation for Civilian aircraft are by

arrangement / agreement through Air Operations and subject to military priorities. 8.15.5 Declared Crash Category : JSP 426 Vol 3 Leaflet 2

MoD / ICAO Crash Cat 5

8.15.6 Charter (Airline) Operations: Not permitted without prior approval and are subject to the limitations laid out in this document.

8.15.7 Scheduled Aircraft Operations: Not permitted without prior approval and are subject to

the limitations laid out in this document.

8.15.8 Port of Entry: RNAS Yeovilton is not designated as a Port of Entry for Civilian aircraft. Flights may pre-request authority through submission of a General Aviation Declaration and subject of the approval from HMRC, Immigration and Ports authority police at Bristol.

8.15.9 National or local Emergency: In the event of a local or national emergency the

aerodrome may close to civil operations. In the event of such a closure for any reason whatsoever no liability is accepted for any loss or damage (whether direct or indirect) arising.


Issue 5 AL 4 8-GG-1 September 2018

Annex GG to DAM Chapter 8

Dated July 2018

BREACH OF TERMS AND CONDITIONS Any breach of Terms and Conditions could constitute grounds for the privilege of operating at the aerodrome being withdrawn on a temporary or permanent basis. General Breach of Terms and Conditions can be found in Appendix 3 of JSP 360 Use of Military Airfields by British and Foreign Civil Aircraft


Issue 5 AL 4 8-HH-1 September 2018

Annex HH to DAM Chapter 8

Dated July 2018 THUNDERSTORM & STRONG WIND PROCEDURES Thunderstorm Warnings 1. The Duty Met Officer will forecast the likelihood of thunderstorms in the vicinity of the station in accordance with the definitions shown below:

Thunderstorm Level Category

Definition

High A thunderstorm is occurring, or is expected over the site in the immediate future (normally in about 15 minutes)

Moderate Thunderstorms are developing, or have been reported, within about 40 km of the site, but are not expected to affect the site in the immediate future

Low Thunderstorms are not occurring at the present time or are not expected

2. When the Thunderstorm Level (TL) is assessed to be Moderate or High, the Duty Met Forecaster is to issue a written warning, including a forecast time bracket, to the DATCO who will act in accordance with the list in the DATCO file. Should the warning apply to Merryfield the Duty Met Forecaster is to inform Merryfield ATC. 3. TL High has a significant impact on fuelling10 and armament11 operations. A TL High should be reduced to TL Moderate as soon as the immediate threat to the site has passed (e.g. when a thunderstorm has crossed the site and moved downwind); when this happens the Duty Met Officer is to advise the DATCO to broadcast a reduction in the TL level. Strong Wind Warnings 1. The Duty Met Officer will issue a strong wind warning when mean wind speeds are forecast to exceed 25 kts or gusts to exceed 35 kts. A gale warning will be issued if the mean wind speed is forecast to exceed 34 kts. These warnings will be issued to DATCO and OOW who will then disseminate the information throughout the Air Station.

1. MMAP Chapter 2.6.3

2. MMAP Chapter 14.7.4.1


Issue 5 AL 4 8-II-1 September 2018

Annex II to DAM Chapter 8

Dated July 2018

ELECTRICAL GROUND POWER This information is not available on the online version of this document.


Issue 5 AL 4 8-JJ-1 September 2018

Annex JJ to DAM Chapter 8

Dated July 2018 AVIATION FUEL MANAGEMENT Fuel Storage, Quality and Delivery This information is not available on the online version of this document. Safety Precautions 1. BFIs and bowsers are to be operated by competent personnel as stipulated in JSP 317. The following general precautions must be adhered to when conduct aircraft refuelling operations:

a. The fuelling point and fuelling equipment must be manned by appropriately authorized personnel at all times during the fuelling operation. b. Liquid oxygen (LOX) systems must not be replenished during fuelling operations. However, LOX packs may be changed during Operational Re-arm Servicing when deemed necessary.

c. Personnel must ensure the fuelling equipment is serviceable.

d. Personnel must confirm that the fuel dispenser contains fuel appropriate to the aircraft being fuelled in accordance with the regulations in JSP 317 and the associated Aircraft’s Maintenance Manual.

e. Fuelling equipment must be sited outside aircraft fire hazard areas where practicable.

f. Appropriate first aid fire-fighting must be suitably located to enable immediate use.

g. Relevant personnel must wear Personal Protective Equipment in accordance with JSP317.

h. Personnel must not wear studded or metal tipped footwear.

i. Aircraft and fuelling equipment must be electrically bonded in accordance with the procedure detailed below.

j. Radiation Hazard (RADHAZ) precautions must be followed. Further information is detailed in BRd 2924 (Volumes 1, 2 & 3) – EMF Hazards in the Naval Service.

k. When a thunderstorm risk/’HIGH’ level warning has been issued (JSP 847, Chapter 5, Annex E, Appendix 2 refers) or thunderstorm activity is apparent in the vicinity of an aircraft, fuelling operations must cease unless directed to the contrary by local command for operational reasons. However, when operating from a remote location with no on-site Meteorological Office, the:

(1) Local Commander (if available), or (2) The Authority Level J, if no Local Commander present

may, upon receipt of a generic thunderstorm risk, assess the situation and, provided there is no evidence of thunderstorm activity within 10km of the site, allow fuelling to proceed.

http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_2924/BRd_2924_Nov_17_Vers_2/brd_2924_1_homepage.pdf




l. Personnel in the immediate vicinity of the aircraft must be advised that fuelling is taking place.

m. Fuel must be issued to and received from aircraft in accordance with JSP 317.

n. Fuelling operations must cease in the event of a spillage and should not recommence until it has been cleaned up.

Fuelling Zone Procedures N/A Bonding and Grounding of Aircraft and Fuelling Equipment 2. The following procedure must be adhered to during fuelling operations:

a. Ensure that the fuel bowser earthing mechanism is touching the ground; a minimum of 4” should be in contact with the ground.

b. Connect the bowser bonding lead to an appropriate earthing point on the aircraft.

c. Connect the hose bonding mechanism to a conducting part of the aircraft or specific bonding point, if available.

d. Connect the fuelling hose and commence fuelling.

e. When fuelling is complete, disconnect the bonding in the reverse order.

3. Each BFI has a bonding lead that must be connected to the bowser during top-ups and off-loads. Additionally, bowsers will remain bonded for all fuel transfers between bowsers. Fuelling with Passengers on Board 4. Fuelling operations with passengers on board must be authorized by the appropriate Aircraft Commander/Local Operational Commander or Delivery Duty Holder (DDH). 5. Once authorized, the following procedure must be adhered to:

a. Passengers must be advised that fuelling is taking place and that smoking and the use of portable electrical equipment, including mobile phones, is prohibited. b. NO SMOKING and EXIT signs, where fitted, must be illuminated throughout the fuelling operation and must not be switched off until fuelling has been completed.

c. The minimum of internal lighting must be switched on before fuelling commences and must not be switched off until fuelling has been completed.

d. Aircraft main exit doors adjacent to a refuelling point must be closed. All other main exit doors must be open, unobstructed, and steps in place where require.

e. Standard precautions for emplaning/ deplaning must be enforced.

Fuelling with Casualties on Board 6. The following additional precautions must be adhered to if carrying casualties:




a. The aircraft must be parked on a heading where fuel fumes are carried away from the main aircraft door. b. Extra staff/specialist equipment must be positioned to ensure rapid evacuation of casualties.

c. Where possible, a high-volume fire-fighting vehicle is to be positioned by the aircraft.

d. Electrical equipment required for medical purposes may remain switched on.

e. Where possible, the aero-medical team leader should ensure that stretchers are unlocked and that medical staff are ready to remove patients.

Fuelling with Rotors Turning/Engines Running 7. Due to the inherently hazardous nature of rotors turning/engines running refuelling, the following additional precautions must be taken:

a. Rotors turning/engines running refuelling must only be conducted on aircraft cleared for the task in accordance with relevant aircraft maintenance manuals and Release to Service. It must be carried out in accordance with the aircraft-specifc procedure sponsored and published by the appropriate Type Airworthiness Authority.

b. All personnel involved in rotors turning/engines running refuelling, including bowser drivers, must be authorized.

c. Rotors turning/engines running refuelling must be at the discretion of the responsible aircrew member.

d. The fuelling hose must be routed so that it does not foul or damage aircraft components and is clear of aircraft heat sources.

e. Fuelling equipment must only be connected when the pilot has signalled that they are ready for refuelling.

f. Personnel not directly involved in the fuelling process must be kept clear.

g. A safety person should normally be positioned such that he can maintain visual contact with the fuelling team and be in visual or speech contact with the pilot. He is responsible for initiating the cessation of the fuelling operation in the event of any incident affecting the safety of the aircraft or personnel by using appropriate marshalling signals.

Fuelling and De-Fuelling in Hangars 8. Aviation fuel is a dangerous substance and its fumes can create an explosive atmosphere. The fuel state and type of fuel in aircraft affects how they are maintained and stored in hangars where safety must be ensured at all times. 9. Naval Aviation Order (NAO) 4293 details the policy articulating fuel considerations for aircraft in hangars. This order amplifies MoD and MAA regulations for fuelling, maintenance and storage of aircraft in hangars, including Dangerous Substances and Explosive Atmosphere Regulations (DSEAR) contained in JSP 375 Volume 2 Leaflet 56, Crown Fire Standard E10 and MRP RA4055. 10. Further generic information may be found in MAP-01, Chapter 2.6, which states:

http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_0767/BRd_767_February_2018_Version_1/brd_767_book/4000%20Series.pdf




a. A fuelling operation must only take place in a hanger when:

(1) It has been authorized by the Squadron AEO (Level J). (2) There is adequate ventilation and egress capability.

(3) There is a high-volume fire-fighting vehicle in attendance.

(4) There are suitable towing vehicles and trained personnel immediately available to remove any/all aircraft in the event of an incident.

b. The fuel bowser should be located outside the hangar. Where entry of the bowser into the hangar is unavoidable, there must be a clearly defined obstruction-free escape route.

Fuel Spillage Procedures 11. A spillage of fuel, regardless of quantity, presents a potential hazard to both personnel and property. Prompt action by RNAS Yeovilton’s Pollution Control Team (PCT) will minimise environmental damage until civilian authorities are in a position to assume control. AED Forward Workshops provides the personnel for the PCT and deploys with a Mobile Spillage Response Kit, which consists of a trailer populated with essential spillage containment equipment. 12. Any fuel spilt remains the responsibility of the parent unit and must be reported to the Station Environmental Office using Form NSIR2.




13. Annex A of the Unit Spillage Response Plan details the ‘Actions to be Taken by a Person Discovering a Spillage’. These actions are reproduced below:

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Issue 5 AL 4 8-KK-1 September 2018

Annex KK to DAM Chapter 8

Dated July 2018 JETTISON AREA ORDERS N/A


Issue 5 AL 4 8-LL-1 September 2018

Annex LL to DAM Chapter 8

Dated July 2018 COMPASS CALIBRATION BASE This information is not available on the online version of this document.


Issue 5 AL 4 8-MM-1 September 2018

Annex MM to DAM Chapter 8

Dated July 2018

EXPLOSIVE ORDNANCE STORAGE AREA This information is not available on the online version of this document.


Issue 5 AL 4 8-NN-1 September 2018

Annex NN to DAM Chapter 8

Dated July 2018

FOD ORDERS – RNAS YEOVILTON AND RNAS MERRYFIELD References

A. Yeovilton Standing Orders para. 0228- FOD Management Policy 1. Station FOD Prevention Officer (PO). The Station Air Safety Officer (SASO) is the FOD PO for RNAS Yeovilton and co-ordinates all FOD eradication-related activities. The Station FOD PO is responsible for:

a. Monitoring and controlling unit FOD prevention procedures as outlined in MOD FOD policies and Cmd / Gp FOD orders. b. Advising and assisting the commander and unit personnel in their understanding and execution of the FOD prevention programme. c. Ensuring that all FOD incidents and loose article/foreign object finds are investigated and reported in accordance with MOD FOD policy. d. Maintaining a record of all FOD incidents on the unit for reference and local analysis, and providing summary FOD reports to their Service FOD PO. e. Instigating a system to ensure that all aircraft operating areas and associated technical sites are routinely surveyed to identify possible problem areas and to initiate corrective action. f. Where required, managing and acting as chairman to the unit FOD WG, holding regular meetings prior to the unit Flight Safety Meeting.12 g. Providing a FOD update at the Station Air Safety Meetings. h. Advising unit executives of FOD matters requiring attention. i. Maintaining liaison with the Airfield Surfaces Manager (ASM) for minimizing the FOD hazard associated with works services and to ensure the briefing of external contractors (through the 4Cs organisation) concerning the dangers of FOD prior to their employment on operational areas of the airfield. j. Monitoring the unit sweeping plan and updating it to take into account any major works programmes. k. Ensuring that FOD prevention is publicised effectively on the unit. l. Provide a FOD brief as part of the new joiners induction.

2. Unit FOD Prevention Officers (POs). All squadrons / units / departments will have a nominated Unit FOD PO of at least Chief Petty Officer (OR7) status to oversee FOD eradication-related activities within their Area of Responsibility (AoR). In pursuance of the Anti-FOD campaign they are to:

12 This is routinely achieved through the monthly Sqn Execs Mtg, as holding a stand-alone FOD WG would be inefficient and is not justified by the current FOD threat.

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Issue 5 AL 4 8-NN-2 September 2018

a. Carry out regular external checks of the department real estate ensuring that the area is clean and free of potential FOD materials. They are to pay particular attention to the dustbin and skip areas, ensuring that unsatisfactory aspects are dealt with promptly.

b. Ensure that frequent FOD plods are carried out as required.

c. Promote FOD awareness within the unit, maintaining close liaison with the unit Flight Safety Officer. All employees are to receive a joining brief regarding FOD and its dangers.

d. Ensure unit standards and practices are strictly adhered to, minimising the risk of FOD.

e. Liaise with the SASO on FOD-related matters.

3. FOD Prevention Activities. The following activities take place at RNAS Yeovilton on a regular basis to support the Anti-FOD campaign:

a. FOD Plods. Weekly FOD Plods ensure that all operating surfaces are confirmed ready for operating.

b. Operation CLEANSWEEP. The monthly Op CLEANSWEEP encompasses the entire airfield and provides in-depth Anti-FOD coverage. c. Airfield Sweeping. All runways and taxiways are swept on a daily basis and all other operating areas once a week; see Annex L to VL DAM Chapter 4 4.34.10 for further details. FOD Bosses are also available at unit level for interim sweeps. Operating areas and runways at RNAS Merryfield are swept on a weekly basis or as required when FOD is observed. d. Education and Awareness. Poster campaigns are conducted on individual units and there are a plethora of signs around the establishment to raise FOD awareness. Termly station Flight Safety Training Days also focus on continued education. An initial level of awareness is instilled during the New-joiners brief which is given to all personnel serving at the station.

4. Royal Navy Flight Safety Centre (RNFSC). The RNFSC, based at RNAS Yeovilton, oversee Command FOD Prevention activities and produce a multitude of useful and high visibility objects, such as stickers, posters, mugs, key fobs, mouse mats and playing cards, which all aid FOD awareness and are distributed around the station. 5. FOD Map. A monthly FOD Map displays all FOD that is found on the airfield; a link to it can be found on the RNAS Yeovilton Air Safety Sharepoint Homepage . This map allows all personnel to view objects that have been found, enables trending to occur for FOD-prone areas and may be used to concentrate FOD prevention activities. The FOD Map is co-ordinated by the ASM. 6. FOD Bins. FOD bins are sited in key positions in the vicinity of squadron buildings and hangars. They are provided for the purpose of housing small items of FOD picked up from the immediate surrounding areas of the bins. They do not replace Gash bins or skips and are not to be used for that purpose. 7. FOD bins are the responsibility of the squadron / section where they are located. They are monitored and emptied under the control of the nominated FOD PO. FOD POs are to liaise with the SASO for analysis and disposal of the FOD bin contents.

https://modgovuk.sharepoint.com/teams/1201/01/02/AirSafety/SitePages/Home.aspx


Issue 5 AL 4 8-OO-1 September 2018

Annex OO to DAM Chapter 8

Dated July 2018 DANGEROUS GOODS PROCEDURES AT RNAS YEOVILTON 1. Any dangerous goods operations at RNAS Yeovilton for items that require to be transported by air are to be conducted in accordance with the JSP800 Volume 4A Dangerous Goods (DG) by Air Regulations. For the movement of DG items by road, rail and sea regulations are in accordance with the JSP 800 Volume 4B Edition 2; these are 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 aircraft. On occasions, some items that require to be transported via air and are not covered by the JSP 800 Volume 4A or when items are to be transported by civilian carriers, the relevant edition of the International Air Transport Association (IATA) regulations should be consulted. For DG items that are required to be transported by road the Accord Dangereux Routier (ADR) should be adhered to and for consignments by sea then International Maritime Dangerous Goods (IMDG) regulations are to be referred to.

2. The transport of DG is governed by international and national regulation and legislation and must be conducted in accordance with the appropriate modal regulations (IATA, ADR and IMDG). However, civilian legislation does not encapsulate all items and equipments classified as dangerous for carriage associated with military activities and the MOD will develop separate regulations. In certain areas, the MOD will impose more stringent requirements to the carriage of certain natures to ensure appropriate levels of safety and security during transport. 3. All DG qualified personnel at RNAS Yeovilton are to ensure that they are fully aware of current regulations. DG qualified personnel are responsible for ensuring consignments are packed, labelled and marked to meet standards described in the Defence Logistics Framework (DLF) or other appropriate civilian regulations. Additionally, consignors must fully comply with the requirements of national and international legislation for the movements of DG in accordance with JSP 800, Volumes 4A and 4B. 4. Advice on the procedures and preparation of DG within RNAS Yeovilton may be obtained by contacting the Main Supply Group (MSG): Main Support Group RNAS Yeovilton Yeovilton BA22 8HT


Issue 5 AL 4 8-PP-1 September 2018

Annex PP to DAM Chapter 8

Dated July 2018

HYDRAZINE (H70) LEAK - SAFETY PRECAUTIONS N/A


Issue 5 AL 4 8-QQ-1 September 2018

Annex QQ to DAM Chapter 8

Dated July 2018

AIRCRAFT ARRESTING MECHANISMS Use of Brake Parachutes can be found at Annex Q para 204.10



CHAPTER 9: SNOW & ICE OPERATIONS 9.1 Snow and Ice Operations - Snow and Ice Orders are contained at Annex RR.


Issue 5 AL 4 9-RR-1 September 2018

Annex RR to DAM Chapter 9

Dated July 2018 SNOW AND ICE OPERATION ORDERS Snow and Ice Operations are regulated and laid down in RNAS Yeovilton Air Standing Orders: RNAS Yeovilton ASOs April 2018

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CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES 10.1 Force Protection Responsibilities - Force Protection (FP) Orders are contained at Annex SS. 10.2 National / Multinational Security Responsibilities. Not applicable to RNAS Yeovilton.


Issue 5 AL 4 10-SS-1 September 2018

Annex SS to DAM Chapter 10 Dated July 2018

FORCE PROTECTION ORDERS This information is not available on the online version of this document.