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Military Aviation Authority
RNAS Culdrose
Defence Aerodrome Manual (DAM)
Issue: 5 AL 17
September 2018
(Online)
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RNAS Culdrose Defence Aerodrome Manual
Issue 5 AL17 September 2018
TABLE OF CONTENTS
1. Table of Contents 2. Tables of Figures 3. Amendments 4. Annexes 5. 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 Organizational Structure……………………………………………………………… 2-1
2.6 Key Post Holders……………………………………………………………………… 2-1
2.7. Aerodrome Operating Hazard Log (AOHL)………………………………………… 2-1
2.8 Formal Aerodrome Related Agreements …………………………………………... 2-2
2.9 Aerodrome Waivers, Exemptions and AAMC…….. ………………………………. 2-2
2.10 Orders…………………………………………………………………………………... 2-2
2.11 Frequent Aerodrome Users List……………………………………………………... 2-2
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
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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………….……………………………………………… 4-2
4.8 Aprons, Taxiways and Check Locations Data………………………………………... 4-2
4.9 Surface Movement Guidance and Control System Markings………………………. 4-3
4.10 Aerodrome Obstacles…………………………………………………………………… 4-3
4.11 Meteorological Information……………………………………………………………… 4-3
4.12 Runway Physical Characteristics………………………………………………………. 4-4
4.13 Declared Distances……………………………………………………………………… 4-4
4.14 Approach and Runway Lighting………………………………………………………... 4-5
4.15 Other Lighting, Secondary Power Supply…………………………………………….. 4-5
4.16 Helicopter Landing Area………………………………………………………………… 4-5
4.17 ATS Airspace…………………………………………………………………………….. 4-5
4.18 ATS Communication Frequencies…..……………………………………………. 4-6
4.19 Radio Navigation and Landing Aids…………………………………………………… 4-6
4.20 Local Traffic Regulations……………………………………………………………….. 4-6
4.21 Noise Abatement Procedures………………………………………………………….. 4-6
4.22 Flight Procedures………………………………………………………………………… 4-6
4.23 Additional Information…………………………………………………………………… 4-7
4.24 Charts Relating to this Aerodrome…………………………………………………….. 4-7
4.25 Special Procedures……………………………………………………………………… 4-7
4.26 Medical Response Equipment…………………………………………………………. 4-7
4.27 Noise Abatement Procedures Orders ………………………………………………… 4-7
4.28 Temporary Obstruction Orders………………………………………………………… 4-7
4.29 RWY Strip Obstructions………………………………………………………………… 4-7
4.30 RWY End Safety Area (RESA).………………………………………………………… 4-7
4.31 Light Aggregate (Lytag) Arrestor Beds.……………..………………………………… 4-7
4.32 Rotary Hydraulic Arrestor Gear (RHAG) Orders…..…………………………………. 4-7
4.33 Barrier Orders……………………………………………………...…………………….. 4-7
4.34 Manoeuvring Area Safety and Control Orders..…………………...…………………. 4-7
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
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6.3 Aerodrome Rescue and Fire Fighting Service Orders ……………………………… 6-1
6.4 Aerodrome Rescue and Fire Fighting Training Area Orders……………………….. 6-1
CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES
7.1 Air Traffic Control Orders………………………………………………………………. 7-1
CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES
8.1 Aerodrome Reporting…………………………………………………………………... 8-1
8.2 Aerodrome Serviceability Inspections………………………………………………… 8-1
8.3 Aerodrome Technical Inspections…………………………………………………….. 8-2
8.4 Protection of Radar and Navigation Aids…………………………………………….. 8-2
8.5 Surveillance Equipment Maintenance & Monitoring………………………………… 8-3
8.6 Navigation Equipment Maintenance & Monitoring………………………………….. 8-3
8.7 Aerodrome Works Safety………………………………………………………………. 8-3
8.8 Control of Entry and Access…………………………………………………………… 8-3
8.9 Aerodrome Users Vehicle and Pedestrian Control………………………………….. 8-4
8.10 Aerodrome Wildlife Management (Birds)……………………...……………………... 8-4
8.11 Animal Management……………………………………………………………………. 8-5
8.12 Handling of Hazardous Materials (Spillage Plan)……....…………………………… 8-5
8.13 Air System Parking.……………………………………………………………….. 8-5
8.14 Low Visibility Operations……………………………………………………………….. 8-5
8.15 General Conditions (Terms and Conditions)………………………………………… 8-5
8.16 Breach of Terms and Conditions – Orders…………………………………………… 8-7
8.17 Safeguarding Requirements. Waivers and Exemptions…………………………… 8-7
8.18 Standards Checks / SQEP (Qualified Personnel) ………………………………….. 8-7
8.19 Safety Management System…………………………………………………………... 8-7
8.20 Thunderstorm and Strong Wind Procedures………………………………………… 8-7
8.21 Electrical Ground Power Procedures…………………………………………………. 8-7
8.22 Aviation Fuel Management Procedures……………………………………………… 8-8
8.23 Jettison Area…………………................................................................................. 8-8
8.24 Compass Swing Area…………………………………………………………………... 8-8
8.25 Explosive Ordnance Disposal Area……………………………………………… 8-8
8.26 FOD Prevention, Training and Awareness…………………………………………… 8-8
8.27 Dangerous Goods (DG) Procedures – Loading /Unloading………………………... 8-8
8.28 Hydrazine (H70) Leak. ………………………………………………………………… 8-8
8.29 Air System Arresting Mechanisms……….……………………………………… 8-8
CHAPTER 9: SNOW & ICE OPERATIONS
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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
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2. Table of Figures
Fig Details Page
1 Amendment List…………………………………………………………………………..
3. Table of Amendment
Amendment
No. Amendment
Date Date of
Incorporation Name Signature
Issue 5: AL17 Sep 18 Sep 18 Lt A Loftus A Loftus
4. Annexes
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_A.doc"}
Letter of Delegation
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_B.doc"}
Safety Meeting Structure
{HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_C.doc"}
Organizational Structure
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List of Key Post Holders
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Aerodrome Hazard Log
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171006.1/20170907_DAM_Annex_F.doc"}
Formal Aerodrome Related Agreements
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_G.doc"}
Aerodrome Safeguarding Waivers and Exemptions
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170628.1/DAM_Annex_H.doc"}
Orders to cover all noise abatement procedures (including high power ground running), noise sensitive and noise avoid areas.
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_I.doc"}
Orders for temporary obstructions on or around any manoeuvring area that are considered to be a hazard to either Air System or vehicles.
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs7/20141024.1/DAM_Annex_J.
Orders for both the maintenance and safe operation of the RHAG.
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Orders for both the safe operation and maintenance of the barrier are referenced in Annex QQ.
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_L.doc"}
Orders for the safe parking, manoeuvring, refuelling and servicing of Air System
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_M.doc"}
Emergency Orders / Aerodrome Crash Plan
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_ANNEX_N.doc"}
Orders for Disabled Air System Removal
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_O.doc"}
Aerodrome Rescue and Fire Fighting Service Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_P.doc"}
Aerodrome Rescue and Fire Fighting Training Area Orders – (including ARFF Training area risk assessments and orders)
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Air Traffic Control Orders (Operational) including 700X Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_R.doc"}
Orders for the reporting procedures to advise No 1 AIDU of any permanent changes to aerodrome information.
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_S.doc"}
Aerodrome Serviceability Inspections - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_T.doc"}
Aerodrome Technical Inspections - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_U.doc"}
Protection of Radar and Navigation Aids - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex%20_V.doc"}
Surveillance Equipment Maintenance & Monitoring - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_W.doc"}
Navigation Equipment Maintenance & Monitoring - Orders
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Aerodrome Works Safety – Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20161019.1/DAM_Annex_Y.doc"}
Control of Entry and Access - Control orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_Z.doc"}
Aerodrome Users - Vehicle and Pedestrian Control - Orders
{HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171006.1/20170907_DAM_Annex_AA.doc"}
Wildlife Management (Birds) - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs8/20150326.1/20131212_DAM_Annex_BB.doc"}
Wildlife Management – Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_CC.doc"}
Handling of Hazardous Materials (Spillage Plan) - Orders
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Air System Parking
{HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170505.1/DAM_Annex_EE.doc"}
Low Visibility Operations (LVP) - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_FF.doc"}
General Orders – Terms and Conditions / Use of MOD Aerodromes by civil Air System (Including Flying Club and Gliding Club Rules)
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160607.1/DAM_Annex_GG.doc"}
Breach of Terms and Conditions - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_HH.doc"}
Thunderstorm & Strong Wind Procedures - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_II.doc"}
Electrical Ground Power Procedures - Orders
{HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs11/2017
Aviation Fuel Management Procedures - Orders
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Jettison Area - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_LL.doc"}
Compass Swing Area - Orders (Where present)
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs1/20140628.16/20131212_DAM_Annex_MM.doc"}{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_MM.doc"}
Explosive Ordinance Disposal Area - Orders (Where present)
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170628.1/DAM_Annex_NN.doc"}
FOD Prevention, Training and Awareness - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_OO.doc"}
Dangerous Goods (DG) Procedures - Loading /Unloading - Orders
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Hydrazine (H70) Leak (Where present) - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170920_DAM_Annex_QQ.doc"}
Air System Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable Hydraulic Arrester Gear (PHAG) / Barriers) etc - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_RR.doc"}
Snow and Ice Operations - Orders
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_SS.doc"}
Force Protection Responsibilities - Force Protection (FP) Orders (Kept separately due to security classification)
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FOREWORD
1. Military Aviation Authority. The Military Aviation Authority (MAA) is the single independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director MAA (D MAA) is accountable to SofS, through the Defence Safety Authority (DSA) for providing a regulatory framework, given effect by a certification, approvals and inspection process for the acquisition, operation and airworthiness of Air Systems within the Defence aviation environment. Through Director General (DG) DSA, D MAA is responsible for providing assurance to SofS that the appropriate standards of military Air Safety are maintained. DG DSA is the Convening Authority for Service Inquiries into Air System occurrences.
2. Regulatory Structure. D MAA is the owner of the MAA Regulatory Publications (MRP) and has the authority to issue them on behalf of the SofS. There are 3 levels of documentation within the MRP, as outlined below:
a. Overarching documents:
(1) MAA01: MAA Regulatory Policy.
(2) MAA02: MAA Master Glossary.
(3) MAA03: MAA Regulatory Processes.
b. Regulatory Articles (RA):
(1) 1000 Series: General Regulations (GEN).
(2) 2000 Series: Flying Regulations (FLY).
(3) 3000 Series: Air Traffic Management Regulations (ATM).
(4) 4000 Series: Continuing Airworthiness Engineering Regulations (CAE).
(5) 5000 Series: Type Airworthiness Engineering Regulations (TAE).
c. MAA Manuals:
(1) Manual of Air Safety.
(2) Manual of Post-Crash Management.
(3) Manual of Military Air Traffic Management.
(4) Manual of Aerodrome Design and Safeguarding.
(5) Display Flying Handbook.
(6) Defence Aerodrome Manual.
(7) Manual of Maintenance and Airworthiness Processes (MAP-01).
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(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, { HYPERLINK "http://www.gov.uk/maa" }.
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 Air System Register (MAR) and associated equipment1, under MAA regulations, in accordance with chapter 2 of { HYPERLINK "https://www.gov.uk/government/publications/maa01-military-aviation-authority-maa-regulatory-policy" }.
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 {
1 Including Air Traffic Management (ATM) and Aerospace Battle Management (ABM).
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HYPERLINK "https://www.gov.uk/government/organisations/military-aviation-authority" }. 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 {HYPERLINK "https://www.gov.uk/government/publications/maa03-military-aviation-authority-maa-regulatory-processes"} 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 { HYPERLINK "https://www.gov.uk/government/publications/maa03-military-aviation-authority-maa-regulatory-processes" } 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 equipment{ NOTEREF _Ref413053530 \h \* MERGEFORMAT }. Compliance with these Regulations will not in itself relieve any person from any legal obligations imposed upon them. These Regulations have been devised solely for the use of the UK Ministry of Defence (MOD), its contractors in the execution of contracts for the MOD and those organizations that have requested to operate their 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 { HYPERLINK "https://www.gov.uk/government/publications/maa01-military-aviation-authority-maa-regulatory-policy" }. MAA Regulatory Policy and {HYPERLINK "https://www.gov.uk/government/publications/maa03-military-aviation-authority-maa-regulatory-processes"}. MAA Regulatory Processes.
< Original signed >
J C DICKSON Group Captain Deputy Head (Regulation) Military Aviation Authority 3 Jan 16
2 When approved by the Regulator.
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CHAPTER 1: INTRODUCTION 1.1 Regulatory Cross-Reference. This Manual supports and must be read in conjunction with the following MAA Documents 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) - {HYPERLINK
"http://defenceintranet.diif.r.mil.uk/libraries/library1/DINSJSPS/20141216.1/JSP360.doc"}
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 V and is to be read in conjunction with the documents set at Chapter 1 Para 1.1 of the DAM. 1.3 Scope. The DAM is to be used as a basic framework for AOs to develop their own bespoke Aerodrome Manual. The DAM is intended to be a living document in which AOs can add chapters and sections, dependent upon the complexity of the aerodrome. Note: AOs are to develop their own ‘Foreword’ and not use the one at the beginning of this document. A Defence Aerodrome Assurance Framework (DAAF) is to be contained within the DAM. The DAAF should cover all chapters and sub paras of the developed 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)4 is also published in the DAM, the information must be identical. The AO is responsible for ensuring changes to Aeronautical Information are published according
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 The AIP is the primary source for Aeronautical Information.
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to relevent procedures, and that these changes are mirrored in the DAM5. Both the DAM and the AIP have legal authority. 1.5 Master Copy. The master copy of the 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.
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.
5 The Military AIP is amended through No.1 Aeronautical Information Documents Unit. The Civilian AIP is subject to a separate amendment process.
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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 Air System 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.
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CHAPTER 2: TECHNICAL ADMINISTRATION
2.1 Name and Work Address of Aerodrome Operator:
Cdr Air RNAS Culdrose Helston TR12 7RH Mil 93781 2144 Civ 01326 552144 Fax: 01326 552390 Email: [email protected]
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 {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_A.doc"}. 2.4 Safety Meeting Structure. An organizational aviation safety meeting flow diagram is produced at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_B.doc"} {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs1/20140628.15/20131212_DAM_Annex_B-U.doc"} and is in accordance with JSP 765 and 767 and the {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/220/FS/FSAWS/Command%20and%20Administration/20170206-Culdrose%20ASMP%20v17%201.docx"} 2.5 Organizational Structure. An organization structure of aerodrome operations is at {HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_C.doc"} .
2.6 Key Post Holders. A list of aerodrome key post Holders including their post role and work contact numbers can be found at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20180115.1/20170907_DAM_Annex_D.doc"} . 2.7 Aerodrome Operating Hazard Log (AOHL A copy of the AOHL can be found at {HYPERLINK "H:\\libraries\\4\\Docs12\\20171006.1\\20170907_DAM_Annex_E.doc"}. 2.8 Formal Aerodrome Related Agreements. Formal Aerodrome Related Agreements can be found at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171006.1/20170907_DAM_Annex_F.doc"}.
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2.9 Aerodrome Waivers, Exemptions and Alternative Acceptable Means of Compliance (AAMC). Copies of all Safeguarding Waivers and Exemptions are included at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_G.doc"}. 2.10 Orders. All separate orders, requested in the DAM, are to be located as an Annex so that they can be amended without having to reissue the whole document following any amendment. 2.11 Frequent Aerodrome Users. Includes all UK Military Registered air systems for which RNAS Culdrose is a suitable airfield to operate from. Lt Cdr Flying holds details of the Seahawk Gliding Club and all RNAS CULDROSE based 3rd party airfield users as approved by the HoE.
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CHAPTER 3: AERODROME LOCATION AND LAYOUT
3.1. Aerodrome Location Situated on the Lizard Peninsula in Cornwall, RNAS Culdrose (HMS Seahawk) is located near to the town of Helston. Road Directions From the M5 (Junction 31) take the A30 (Okehampton) to Redruth, then the B3297 to Helston and the A394 around Helston before joining the A3083 towards The Lizard. RNAS Culdrose is located on the A3083. Postcode for Sat Nav is TR12 7RH. Local Bus Services First and Western Greyhound bus companies: { HYPERLINK "http://www.firstgroup.com" \t "_blank" } { HYPERLINK "http://www.westerngreyhound.com" \t "_blank" } Train Services The nearest station is Redruth with a connecting bus service to RNAS Culdrose.
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3.2 Local Area Map
3.3 Aerodrome Crash Map
This information is not available on the online version of this document.
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CHAPTER 4: AERODROME DATA FACILITIES & CHARACTERISTICS 4.0. The AO is to ensure all aerodrome data provided is accurate. Information contained in the Aerodrome Manual is to mirror the equivalent information published in other military aviation publications. The following information is set up to duplicate current AIP format to allow for easier amendment to both documents.
4.1 LOCATION INDICATOR AND NAME
EGDR RNAS CULDROSE
4.2. AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
4.2.1 ARP Co-ordinates and site at AD:
50 05 07·43N 005 15 14·66W Mid-point of Runway 12/30
4.2.2 Direction and distance from City: 1nm SE of Helston
4.2.3 Elevation/Reference Temperature:
268ft / 19˚C
4.2.4 Magnetic Variation/Annual Change:
2° 18’W (AUG 16) / 0° 09’ decreasing
4.2.5 Geoid Undulation at AD Elev Position:
4.2.6 AD Administration:
Royal Navy Royal Naval Air Station Culdrose Helston Cornwall TR12 7RH
Address:
Telephone: Mil: 93781 2415/2417 Civ: 01326 55x2415/2417
Fax: Mil: 93781 2538 (Ops) Civ: 01326 573589 (Ops)
E-mail:
Web site: {HYPERLINK "http://www.royalnavy.mod.uk/"}
4.2.7 Types of Traffic Permitted (IFR/VFR):
IFR/VFR
4.2.8 Remarks Nil
4.3. OPERATIONAL HOURS
4.3.1 AD: Mon – Thurs, 0830(A) – 1700(A) Fri 0830(A) – 1400 (A) Night flying 4.15 hours from the start of night flying Monday through to Wednesday with Thursday spare
4.3.2 Customs and Immigration: By arrangement
4.3.4 Health and Sanitation: By arrangement
4.3.5 AIS Briefing Office: HO
4.3.6 ATS Reporting Office (ARO): H24
4.3.7 MET Briefing Office: H24
4.3.8 ATS: HO
4.3.9 Fuelling: HO
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4.3.10 Handling: HO
4.3.11 Security: H24
4.3.12 De-Icing: HO (01 Nov-30 Apr)
4.3.13 Remarks: 24 hrs PNR for Military aircraft 24 hrs PPR for Civil aircraft
4.4. HANDLING SERVICES & FACILITIES
4.4.1 Cargo Handling Facilities: Fork Lift Trucks – (Counter Balance & Side Lifter), Hi Ab Lorry Mounted Crane, Crane
4.4.2 Fuel / Oil / Hydraulic Types: 100LL, F34, 44, O-123, 134, 135, 142, 147, 149, 155, 156, 160, 176, H-515
4.4.3 Fuelling Facilities / Capacity: 13 x Refuel bowsers – 8 x 9000L, 5 x 20,000L
4.4.4 Oxygen: LHOX
4.4.5 De-Icing Facilities: S-737, 745
4.4.6 Starting Units: E3, 4, 11, 12. C1, 5, 6
4.4.7 Hanger Space for visiting Air Systems:
Limited. Subject to prior arrangement
4.4.8 Repair Facilities for visiting Air Systems:
Limited. Subject to prior arrangement
4.4.9 Remarks: F44 subject to availability, 2x Knight Sprayers, 2x Team 600 De-icers aval.
4.5. PASSENGER FACILITIES
4.5.1 Accommodation: Accommodation only in Service messes.
4.5.2 Medical Facilities: Sick bay.
4.5.3 Remarks: Nil.
4.6. RESCUE & FIRE FIGHTING SERVICES
4.6.1 AD Category for Fire Fighting: Crash Category ICAO 5.
4.6.2 Rescue Equipment: As required for Crash Category ICAO 5.
4.6.3 Capability for removal of disabled Air Systems:
30 ton crane. Tractors and trucks. Columbus sledge and caterpillar truck
4.7. SEASONAL AVAILABILITY. CLEARING
4.7.1 Type of Clearing Equipment: 2x AS900 Sweepers converted to snow plough or fitted with brushes, 1x Gritter with Buffers, 1x MAT Tractor with plough – (for 771 Sqn only)
4.7.2 Remarks: Braking action assessment by Mu-Meter Latest available information from ATC
4.8. APRONS, TAXIWAYS AND CHECK LOCATIONS DATA
A detailed list of all apron and taxiway characteristics of all available aprons and taxiways is to be produced:
4.8.1 Aprons Surfaces:
Apron Surface Strength
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A Site Asphalt/Concrete PCN 21 R/C/X/T
B, C and D Site Asphalt/Concrete Various
E Site Concrete PCN 17 R/C/X/T
F Site Concrete PCN 25 F/C/X/T
G and H Site Not maintained
A Site Asphalt/Concrete PCN 21 R/C/X/T
4.8.2 Taxiway width, surface & strength:
Taxiway Width Surface Strength
G,H,Z,A,B 14.5m Asphalt PCN 13 F/C/X/T
F,E,D,Y,V,C 14.5m Asphalt PCN 25 F/C/X/T
T, L 14.5M Concrete PCN 13 F/C/X/T
Hangar Floors LCG IV
4.8.3
Altimeter Check Location & Elevation: N/A N/A N/A N/A
4.8.4
VOR Checkpoints: N/A
INS Checkpoints: N/A
4.8.5 Remarks: NIL
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:
C Site only.
Yellow taxiway markings & parking slot guidance with ground marshallers
4.9.2
Runway & taxiway markings & lighting:
Runway. Standard markings and lighting
Taxiway markings: ie Standard / Non standard markings eg Non-standard green centreline lighting marking the turn off from the main runway to Alpha 2, Bravo, Charlie and Golf.
4.9.3 Stop Bars: NIL
4.9.4 Remarks: Visiting aircraft stands (1-6) available C-Site, Ramp Chart F1 refers. Preferred entrance/exit to Site C for Helicopters unable to ground taxi indicated by two bad ground markers.
4.10. AERODROME OBSTACLES (Measured Height Survey data. Obstacles infringing Obstacle Limitation Surfaces must be highlighted. May be listed in an Annex for clarity)
Obstacle ID Latitude Longitude Metres (AMSL) Feet (AMSL) Comments6
6 Eg: Operationally Essential Obstacles (MADS Ch 17), or obstacles that penetrate the Obstacle Limitation Surfaces or Obstacle Free Zones (MADS Ch 15).
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{HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/Unit%20Safety%20Management/Survey%20Report%20-%20RNAS%20Culdrose%20-%20Annual%20Update%20Report%202017.pdf"} If non-MOD MOSS users require access to the data they are to contact DAMO on 01326552415
4.11. METEOROLOGICAL INFORMATION
4.11.1 Associated MET Office: Culdrose
4.11.2 Hours of Service: H24
MET Office outside hours ---------
4.11.3 Office Responsible for TAF information:
Culdrose
Periods of validity: 9 Hours
4.11.4 Type of landing forecast: TAF
Interval of issuance: 3 hourly during operational hours
4.11.5 Briefing / consultation provided: Personal / Telephone / Fax
4.11.6 Flight Documentation: Charts / TAFs / METARs
Language(s) used: Abbreviated plain language text
4.11.7 Charts and other information available
Actual / Forecast surface analyses and upper wind charts, rainfall radar, tephigrams, satellite imagery, thunderstorm location
for briefing or consultation:
4.11.8 Supplementary equipment available PC Data display – ODS / NUMBS, MOMIDS
for providing information:
4.11.9 ATS units provided with information: RNAS Predannack
4.11.10 Additional information (limitation of Nil
Services etc.):
4.11.11 Remarks: Nil Culdrose
4.12. RUNWAY PHYSICAL CHARACTERISTICS
A list of all runway characteristics are to be provided:
Designations True and Dimensions Strength (PCN) Threshold Threshold elevation,
Runway Mag of Runway and surface of co-
ordinates highest
elevation of
Number bearing (m) Runway and TDZ of
precision
Stopway APP Runway
4.12.1 4.12.2 4.12.3 4.12.4 4.12.5 4.12.6
12RHC
112∙82˚ GEO 115∙125˚ MAG
1899 x 45
PCN 25/F/B/X/T ASPHALT
N50 05 18∙91
W005 15
257∙71 FT TDZE 257.71 FT
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57∙07
30
292.83˚ GEO 295.13˚ MAG
1899 x 45
PCN 25/F/B/X/T ASPHALT
N50 04 55.93
W 005 14 32.25
267.52 FT TDZE 267.52 FT
07RHC
063.01˚ GEO 065.43˚ MAG
1045 x 45
PCN 13/F/B/X/T ASPHALT
N50 05 06.81
W005 15 48.29
252.4 FT TDZE 264.57 FT
25LHC
243.02˚ GEO 245.32˚ MAG
1045 x 45
PCN 13/F/B/X/T ASPHALT
N50 05 22.12
W005 15 01.56
264.57 FT TDZE 258.4 FT
18LHC
178.47˚ GEO 180.77˚ MAG
1056 x 45
PCN 13/F/B/X/T ASPHALT
N50 05 24.00
W005 15 06.53
260.6 FT TDZE 267.16 FT
36 358.47˚ GEO 000.77˚ MAG
1056 x 45
PCN 13/F/B/X/T ASPHALT
N50 04 49.94
W005 15 05.12
253.9 FT TDZE 263.88 FT
Desig & Slope Stopway Clearway Strip OFZ
of Rwy/Swy Dimensions Dimensions Dimensions
(m) (m) (m)
4.12.7 4.12.8 4.12.9 4.12.10 4.12.11
12 - 0.16%U Nil 39 x 150 1890 x 300 - 30 - 0.16%D Nil 31 x 150 1890 x 300 - 07 - 0.35%U Nil 2 x 150 1103 x 150 - 25 - 0.35%D Nil 2 x 150 1103 x 150 - 18 - 0.21%D Nil 2 x 150 1113 x 150 - 36 - 0.21%U Nil 2 x 150 1113 x 150 -
4.12.12 Arresting Systems:
RWY 12 RAF TYPE A_____________________________RAF TYPE B RWY 30 (121ft Ovrn) (147ft Ovrn)
4.12.13 Remarks:
Runway End Safety Areas (RESA) Undershoot Rwy 36, overshoot Rwy 18 is noncompliant. IFR apps to
land 18/36 not permitted.
4.13. DECLARED DISTANCES
Runway TORA TODA ASDA LDA Remarks
(m) (m) (m) (m)
12 1,830 1,869 1,830 1,830
30 1,830 1,861 1,830 1,830
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07 1,045 1,045 1,045 1,043
25 1,045 1,045 1,045 1,044
18 1,056 1,056 1,056 1,055
36 1,056 1,056 1,056 1,053
4.14. APPROACH AND RUNWAY LIGHTING
Runway Approach Threshold PAPI TDZ Runway Runway Runway Stop
Lighting Lighting VASIS Lighting C/L Edge End Lighting
Lighting Lighting Lighting
Type Colour Angle Length Length Length Colour Length
Length Wingbars Distance Spacing Spacing Wingbars Colour
Intensity from Thr Colour Colour
(MEHT) Intensity Intensity
4.14.1 4.14.2 4.14.3 4.14.4 4.14.5 4.14.6 4.14.7 4.14.8 4.14.9
12
CL2B 1,283ft/391m
HI
Green Hi Uni
Elevated Green
Wingbars
PAPI 3˚ 145m (26ft) Nil Nil
Elevated but flush at intersection
White HI Uni, 30m White LI
Omni, 90m Red Red
30
CL5B 2,992ft/912m
HI
Green Hi Uni
Elevated Green
Wingbars
PAPI 3˚ 145m (26ft) Nil Nil
Elevated but flush at intersection
White HI Uni, 30m White LI
Omni, 90m Red Red
07 CL2B
1,096ft/334m
Green & Red Filters
LI Bi
PAPI 3˚ 155m (31ft) Nil Nil
Elevated but flush at intersection
White LI Omni 60m Red Nil
25 CL2B
1,161ft/354m
Green & Red Filters
LI Bi
PAPI 3˚ 158m (33ft) Nil Nil
Elevated but flush at intersection
White LI Omni 60m Red Nil
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18 CL2B
1,168ft/356m
Green & Red Filters
LI Bi
PAPI 3˚ 148m (36ft) Nil Nil
Elevated but flush at intersection
White LI Omni 60m Red Nil
36 Simple App
1,142ft/348m
Green & Red Filters
LI Bi
PAPI 3˚ 136m (32ft) Nil Nil
Elevated but flush at intersection
White LI Omni 60m Nil Nil
Remarks:
4.15. OTHER LIGHTING, SECONDARY POWER SUPPLY
4.15.1 A Bn / I Bn location, characteristics & hours of operation:
I Bn: ‘CU’ - - - HO. Red
4.15.2 Anemometer location & lighting: ATC Tower, Red Obstruction light.
4.15.3 Taxiway edge & C/Line lighting: Green centreline light
4.15.4 Secondary Power supply: Yes.
Switch-over time: Uninterrupted power supply system
4.15.5 Remarks: Nil
4.16. HELICOPTER LANDING AREA
Details of all helicopter landing areas or emergency landing strips on the aerodrome are to be recorded:
4.16.1 Location: Left and right of all runways and all open grass areas. Helicopter landing areas are established in the vicinity of compass bases at W and E.
4.16.2 Elevation: 268ft
4.16.3 Lighting: Nil.
4.16.4 Remarks: During night flying Helo standard glims are used for helos operating to the field.
4.17. ATS AIRSPACE
Designation and lateral limits Vertical Airspace Limits Classification
4.17.1 4.17.2 4.17.3
Culdrose MATZ. 3000ft AAL CLASS G
Circle radius 5nm centred on N50 05 07·43 W005 15 14·66 with stub aligned Rwy 30.
SFC
Culdrose ATZ
Circle radius 2.5nm centred on N50 05 07·43 W005 15 14·66.
2000ft AAL SFC CLASS G
4.17.4 ATS Unit C/Sign: Culdrose
Language: English
4.17.5 Transition Altitude: 3000ft
4.17.6 Remarks: Crossing service available for EG D006
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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 Culdrose
Approach 378.550(L)(M) 134.050(L)(M)
HO HO (L) LARS Frequency (M) MATZ Crossing
Frequency
RAD Culdrose Radar
241.400 369.225
HO HO
DIR Culdrose Director
313.600 123.300*
HO HO *NATO Common Frequency
Available on request only
PAR Culdrose Talkdown
293.825 296.675 123.300*
HO HO *NATO Common Frequency
Available on request only
TWR Culdrose Tower
297.775 122.100*
HO HO *NATO Common Frequency
Available on request only
GND Culdrose Ground
318.100 HO HO
ATIS Culdrose Information
231.850 HO HO
A / G Stn Station Ops 5696 HO HO
4.19. RADIO NAVIGATION & LANDING AIDS
Type Ident Frequency Hour of Operation Antenna Site Elevation of Remarks
Category Winter Summer co-ordinates DME
(Variation) # and by
arrangement Transmitting
Antenna
4.19.1 4.19.2 4.19.3 4.19.4 4.19.5 4.19.6 4.19.7
U/VDF 378.550 HO HO 313.600 241.400 243.000
134.050 123.300 121.500
NDB
CUL
370.000
HO
HO
N50 04 56.95 W005 14 55.04
Interference from the Morlaix
NDB ident ‘MLX’ may be
heard. This has no effect on
the guidance from the ‘CUL’
NDB.
ILS/DME RWY 30 I-CUL
109.750 Ch34Y HO HO
N50 04 55.73 W005 14 40.74 268ft
QFU 296˚ DME reads 0d at THR
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Glidepath 333.050 N50 04 55.64
W005 14 40.81
3˚ ILS Ref Datum Height 22ft
Localiser 109.750 N50 05 20.98
W005 16 04.75 LOC 296˚
Remarks:
4.20 - LOCAL TRAFFIC REGULATIONS
4.20.1 Airport Regulations a. PPR 24 hours ext 2620 b. Not available to non-RT aircraft
Ground Movement a. Dedicated Ground Frequency b. All aircraft to use hard surfaces only
CAT II/III Operations Nil
Warnings a. Due to mixed fixed/rotary wing operations the deadside is limited to a line drawn through the red and white PAR building northside and parallel to rwy 12RH/30 at 700ft - 1500ft QFE. Rotary wing circuits are flown to the left and right of rwy in use, more than one rwy may be in use at the same time. b. Helicopters not above 500ft QFE when operating within 2nm of the AD. c. SRA approaches to Runways incorporate step-down fixes. Mandatory 3° glideslope to SRAs to Rwys 36 and 30.
Helicopter Operations a. Helicopter circuits at 1,000ft QFE b. Landing clearance valid for whole of Rwy
Use of Runways Runway 12/30 primary runway for fixed-wing / heavy and fast - jets
Training a. Aerodrome used extensively for Helicopter aircrew training. b. Visiting aircraft should book in advance. Acceptance may be cancelled at short notice due to traffic intensity.
4.21 - NOISE ABATEMENT PROCEDURES
4.21.1 a. Night circuits orientated away from Helston
b. Use of Re-Heat to be minimised
c. Fixed-wing run and breaks not below 1,000ft QFE
d. Visual circuits to be approved.
4.22 – FLIGHT PROCEDURES
4.22.1 Procedures for in bound ac: a. Visiting aircraft to contact APP before range 20nm b. Radar recovery MANDATORY
4.22.2 Departures: See TAP Charts
4.22.3 Radio Comms Failure: See TAP Charts
4.22.4 MAP: See TAP Charts
4.22.5 Aerodrome Op Minima: See TAP Charts
4.22.6 Remarks Instrument Approach Procedures (IAP) for this aerodrome are established outside controlled airspace.
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4.23 – ADDITIONAL INFORMATION
4.23.1 Visiting aircraft requiring a refuel must provide a qualified crew member to
connect/disconnect hose to/from aircraft
4.24. CHARTS RELATING TO THIS AERODROME
Terminal Approach Procedure Charts En-Route Charts
Special Procedures………………………….AD 2 - EGDR-1-13 UK(L)1
Aerodrome Chart...............................AD 2 - EGDR-1-14 UK(L)2
Taxi Chart...........................................AD 2 - EGDR-1-15 UK(L)4
Ramp Chart………………………………………AD 2 - EGDR 1-16 UK(L)SP1
Radar Procedures (1).........................AD 2 - EGDR-1-17
Radar Procedures (2).........................AD 2 - EGDR-1-19 UK(H)2
PAR Rwy 07........................................AD 2 - EGDR-1-20 UK(H)6
PAR Rwy 12........................................AD 2 - EGDR-1-21
PAR Rwy 18........................................AD 2 - EGDR-1-22 EU(L)9
PAR Rwy 25........................................AD 2 - EGDR-1-23
PAR Rwy 30........................................AD 2 - EGDR-1-24 EU(H)9
SRA Rwy 07............ ............................AD 2 - EGDR-1-25 EU(H)12
SRA Rwy 12........................................AD 2 - EGDR-1-26 EU(H)13
SRA Rwy 18........................................AD 2 - EGDR-1-27
SRA Rwy 25........................................AD 2 - EGDR-1-28 EU(H)SP1
SRA Rwy 30........................................AD 2 - EGDR-1-29 EU(H)SP-OAT
SRA Rwy 36........................................AD 2 - EGDR-1-30
ILS/DME Rwy 30................................AD 2 - EGDR-1-31 EU(H)SP2
NDB/ILS/DME Rwy 30........................AD 2 - EGDR-1-32 EU(H)SP3
NDB/DME Rwy 07..............................AD 2 - EGDR-1-33
NDB/DME Rwy 25……………..…………….AD 2 - EGDR 1 -34
NDB/DME Rwy 12……………..…………….AD 2 - EGDR 1 -35
NDB/DME Rwy 36……………..…………….AD 2 - EGDR 1 -36
NDB/DME Rwy 18……………..…………….AD 2 - EGDR 1 -37
NDB/DME Rwy 30……………..…………….AD 2 - EGDR 1 -38
Radar Vector Chart.…………..…………….AD 2 - EGDR 1 -40
4.25. SPECIAL PROCEDURES
Elev Var TA DATE CHART NO.
4.26 – MEDICAL RESPONSE EQUIPMENT
4.26.1 Number & type of Medical Response Vehicles
1 x Ambulance
4.27. Noise Abatement Procedures Orders – Orders to cover all noise abatement procedures, including high power ground running can be found at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170628.1/DAM_Annex_H.doc"} .
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4.28. Temporary Obstructions Orders – Orders for the actions involved in dealing with temporary obstructions on or around any manoeuvring area that are considered to be a hazard to either Air Systems or vehicles can be found at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_I.doc"}. 4.29. RWY Strip Obstructions. {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=doc%5d/809748&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130411%252DCUL%255FMSSR%252DHRDF%2520Infringements%252DU%252Edoc"} {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=doc%5d/809749&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130411%252DCUL%255FWatchman%2520Infringments%252DU%252Edoc"} {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=pdf%5d/809760&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130604%252DNon%252Dcompliancy%2520Areas%252DU%252Epdf"} {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=pdf%5d/809758&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130604%252DE%255FSite%255FWing%255FTip%255FClearance%252DU%252Epdf"} {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=pdf%5d/809772&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130605%252DNav%255FAids%255FInfringements%255FVegetation%255FSite%255FMap%252DU%252Epdf"} {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/Estates%20and%20Facilities%20Management/20141121-CU%20ATM%20Hazard%20and%20Non-Compliance%20Register%20-Live.xls"} 4.30. RWY End Safety Area (RESA). The RESA dimensions can be found at the link below:
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{HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/_layouts/Meridio/Redirect.aspx?Action=GetFile&item=meridio://EDRM-R4/Record%5bExtension=pdf%5d/809753&target=http%253A%252F%252Fcui4%252Duk%252Ediif%252Er%252Emil%252Euk%252Fr%252F210%252FATC%252FATCAWS%252FEstates%2520and%2520Facilities%2520Management%252F20130604%252DAirfield%2520Surfaces%2520Info%252DU%252Epdf"} 4.31. Light Aggregate (Lytag) Arrestor Beds Not applicable to RNAS Culdrose. 4.32. Rotary Hydraulic Arrestor Gear (RHAG) Orders Not applicable to RNAS Culdrose. 4.33. Barrier Orders – Barrier Orders for both the safe operation and maintenance of the barrier in accordance with extant policy guidance are contained at { HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170920_DAM_Annex_QQ.doc" }{ HYPERLINK \l "Annex_K" }. 4.34 Manoeuvring Area Safety and Control Orders. 4.34 Manoeuvring Area Safety and
Control Orders – Orders for the safe parking, manoeuvring, refuelling and servicing of Air Systems are contained at { HYPERLINK \l "Annex_L" }.
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Chapter 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)
5.1 Emergency Orders / Aerodrome Crash Plan. Crash Plan Orders are produced and contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_M.doc"}, in accordance with guidance contained within the MPCM, RA1400(1) and JSP 426. 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 exercised either by tabletop or through the use of a live-ex annually in accordance with extant regulations. In addition, the Aerodrome Crash Plan is made available 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. The orders, contained at { HYPERLINK \l "Annex_N" }, 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)7 if a civilian ac is involved.
7 If the AAIB elect to conduct an on-scene investigation, the disabled aircraft cannot be removed until authorised by the AAIB.
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CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS
The AO is to be familiar with the following documents and requirements: RA 3261(2): Aerodrome Emergency Services RA 3263 – Aerodrome Classification JSP 426. Defence Fire Safety and Fire Risk Management 6.1 Emergency Organization. The AO is to be familiar with RA 3261(2): Aerodrome Emergency Services, RA 3263 – Aerodrome Classification and JSP 426 Defence Fire Safety and Fire Risk Management (specifically Volume 3 Leaflet 02 - ARFF Requirements (Apr 16))8. 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 {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_O.doc"}. 6.4 Aerodrome Rescue and Fire Fighting Training Area Orders. ARFF Training area risk assessments and orders are to be produced and contained {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_P.doc"}.
8 For access contact {HYPERLINK "mailto:DFRMO-
[email protected]?subject=JSP%20426%20Defence%20Fire%20Safety%20and%20Fire%20Risk%20Management%20(specifically%20Volume%203%20Leaflet%2002%20-%20ARFF%20Requirements%20(Apr%2016))"}.
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CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES
7.0 Air Traffic Control Orders. – ATC Operational Management Orders are to be produced to cover all ATC procedures involved in the safe and expeditious flow of ATC. The orders must also take into account any direction and guidance contained with the MMATM, MADS and in accordance with ATM 3000 (RAs) to ensure compliance and are to be contained at {HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs12/20180115.1/20170907_DAM_Annex_Q.doc"} Note: ATM admin orders are not required.
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CHAPTER 8: AERODROME ADMINISTRATION & OPERATING PROCEDURES
8.1 Aerodrome Reporting 8.1.1 Purpose - The AO is responsible for the ownership of the aerodrome data and is to ensure all data provided is correct at all times. 8.1.2 Responsibilities - Orders for the reporting procedures to advise the relevant agency of any permanent changes to aerodrome information can be found at { HYPERLINK \l "Annex_R" } Management of these duties, can be delegated at larger units. Responsibility for these actions will always remain with the AO. Further guidance on Aerodrome Information and notification is contained in UK AIP/Mil AIP. 8.1.3 Legislation, Standards and Technical References - Information relating to the aerodrome serviceability or hazards to air navigation is to be routinely updated through the Aeronautical Information Publications (AIP) and NOTAM. This is to be managed by Flight Planning. 8.1.4 Reporting Procedures - Any situation that may have an immediate effect on the safety of Air System operations is be reported as soon as possible. In the first instance to ATC/Ops (if present) by radio or telephone. If no ATC /Ops then to the AO or DLC(F). 8.1.5 NOTAM9 - The AO is to ensure that all NOTAM action is recorded for possible 1st / 2nd and 3rd line audit. NOTAMs will be originated in the standard NOTAM format for any of the following circumstances.
8.1.5.1 A change in the serviceability of the manoeuvring area.
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 Air System operations.
8.1.5.5 Bird or animal hazards on or in the vicinity of the airport.
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 AIP. 8.2 Aerodrome Serviceability Inspections - Orders for the inspection of the Aerodromes are contained at {HYPERLINK
9 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.
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"http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_S.doc"} and conducted iaw RA 3264 – Aerodrome Inspections. 8.3. Aerodrome Technical Inspections – Orders for the technical inspection of the aerodrome are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_T.doc"}{ HYPERLINK \l "Annex_T" }. 8.4 Protection of Radar and Navigation Aids – Orders for the supervision of access/entry to any of the aerodrome navigation aids or their immediate vicinity are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_U.doc"}{ HYPERLINK \l "Annex_U" }. 8.5 Surveillance Equipment Maintenance & Monitoring - Orders for the maintenance and monitoring of surveillance equipment in accordance with extant Support Policy Statements (SPS) and AP 600 are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex%20_V.doc"}. 8.6 Navigation Equipment Maintenance & Monitoring - Orders for the equipment maintenance and monitoring of all aerodrome navigation equipment, in accordance with extant policy regulations and AP 600, to ensure navigation and approach aid equipment (TACAN/ILS/etc) have a continuously monitored fault and check procedure are contained at { HYPERLINK \l "Annex_W" }. 8.7. Aerodrome Works Safety – Orders for the control and supervision of work in progress on the aerodrome are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_X.doc"}. 8.8. Control of Entry and Access - Control orders for access to the aerodrome and its associated manoeuvring area are contained at { HYPERLINK \l "Annex_Y" }, Force Protection responsibilities are addressed separately at Chapter 10. 8.9. Aerodrome Users - Vehicle and Pedestrian Control – Orders for the control of vehicular and pedestrian traffic on the aerodrome are contained at { HYPERLINK \l "Annex_Z" }. 8.10. Wildlife Management (Birds) - An established Wildlife Control Unit (WCU) facility exists at RNAS Culdrose and the Bird Management Plan is contained at {HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171006.1/20170907_DAM_Annex_AA.doc"}. This is in accordance with the RN bird control policy at BR 767 Order 500.10. 8.11. Animal Management – Orders produced by the Estates Manager on wildlife management are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs8/20150326.1/20131212_DAM_Annex_BB.doc"}. 8.12. Handling of Hazardous Materials (Spillage Plan) - Orders for the Handling of Hazardous Materials (Spillage Plan) are detailed in an Establishment Spillage Plan and contained at { HYPERLINK \l "ANNEX_CC" }.
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8.13 Air System Parking – Orders contained, for the co-ordinated parking of aircraft are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_DD.doc"}. 8.14 Low Visibility Operations (LVO) - Orders for Low Visibility Operations are contained at {HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170505.1/DAM_Annex_EE.doc"}. 8.15 General Conditions (Terms and Conditions) – Orders regarding the use of RNAS Culdrose by civil aircraft is in accordance with JSP 36010 and Orders (Terms and Conditions) are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_FF.doc"} . Civil aircraft captains wishing to operate in and out of a MOD aerodrome must agree to abide by the aerodromes extant Terms and Conditions. {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_FF.doc"} also incorporates the Culdrose Flying Club and Gliding Club Rules.
8.16 Breach of Terms and Conditions - Orders contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160607.1/DAM_Annex_GG.doc"} 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 temporarily or permanently.
8.17 Safeguarding Requirements - Waivers and Exemptions - All Safeguarding activities are to be conducted in accordance with extant regulations. Waivers or exemptions issued by the MAA are promulgated at { HYPERLINK \l "Annex_G" } 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, standardized and assured (SQEP)11. The below list includes, but is not limited to the areas of operations which are subject to Standards Checks and Assurance. 8.19 Safety Management System – The {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/220/FS/FSAWS/Command%20and%20Administration/20170206-Culdrose%20ASMP%20v17%201.docx"} details all the Air Safety Management activities conducted at the Station. 8.20 Thunderstorm & Strong Wind Procedures - Orders, contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_HH.doc"} cover Air System operations during thunderstorm (lightning risk) warning periods and periods of forecast strong winds. 8.21 Electrical Ground Power Procedures - Orders, contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_II.doc"} detail electrical ground power procedures.
10
JSP 360 is available to civil operators on request.
11 The assurance processes detailed in the DAAF should be related to a role and not related to specific individuals i.e the assurance process for ATC staff is carried out through complying with BM STANEVAL (ATM) orders.
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8.22 Aviation Fuel Management Procedures – Orders for aviation fuel management including policy guidance are contained at {HYPERLINK "http://authdefenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170505.1/DAM_Annex_JJ.doc"} . 8.23 Jettison area – Orders for the use and access to and from designated jettison areas are contained at {HYPERLINK
"http://defenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170628.1/DAM_Annex_KK.doc"}. 8.24 Compass swing area – Orders for the use and access to and from designated compass
swing areas are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_LL.doc"}. 8.25 Explosive Ordnance Disposal area - Orders for the use and access of EOD areas are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_MM.doc"}.
8.26 FOD Prevention, Training and Awareness – Orders with regards to FOD prevention, training and awareness are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs11/20170628.1/DAM_Annex_NN.doc"}. 8.27 Dangerous Goods (DG) Procedures - Loading / Unloading – Orders for the control and management of DG in accordance with extant regulations are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171130.1/20170907_DAM_Annex_OO.doc"}. 8.28 Hydrazine (H70) Leak – Orders to cover the eventuality of potential Hydrazine (H70) leaks from visiting ac are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160830.1/DAM_Annex_PP.doc"}
8.29 Air System Arresting Mechanisms (Rotary Hydraulic Arrestor Gear (RHAG) / Portable Hydraulic Arrester Gear (PHAG) / Barriers) Orders are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170920_DAM_Annex_QQ.doc"}.
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CHAPTER 9: SNOW & ICE OPERATIONS 9.1 Snow and Ice Operations - Snow and Ice Orders are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20171102.1/20170907_DAM_Annex_RR.doc"}.
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CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES 10.1 Force Protection Responsibilities - Force Protection (FP) Orders are contained at {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs12/20170907.1/20170907_DAM_Annex_SS.doc"}.
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Annex A to Defence Aerodrome Manual
LETTER OF DELEGATION
This information is not available on the online version of this document.
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Annex AA to Defence Aerodrome Manual
WILDLIFE MANAGEMENT (BIRDS)
At RNAS Culdrose the management of wildlife is undertaken by a dedicated Aerodrome Wildlife Control Unit (AWCU). In addition to the information below the Aerodrome Wildlife Control Management Plan (AWCMP) can be found using the following link: { HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/BCUAWS/AWCU%20Management%20Plan/20171019-AWC%20Management%20Plan.doc" } 1. Task. The primary task of the AWCU is to maintain a continuous wildlife deterrent programme at RNAS Culdrose to reduce wildlife infestation on the aerodrome whilst monitoring and assessing wildlife strike events. 2. Organisation
2.1. The AWCU is required to provide a wildlife deterrent capability on the airfield from dawn to dusk when airfield full facilities are programmed and at weekends and Reduced Operating Periods (ROP) for one or more fixed wing moves (not including gliding club and light civilian).
2.2. The Station is manned by civilians, with a complement of 1 Unit Supervisor and 2 Operators.
2.3. The AWCU will be informed by ATC the previous day when a requirement exists for wildlife scaring activities, prior to 0700 or at weekends and FRPs.
3. Airfield Rounds
3.1. The AWCU is under the operational control of the DATCO.
3.2. ATC approval is not required to enable the unit to perform its task or move about the airfield except when crossing the runways. However a listening watch on PYE radio is to be maintained at all times when the vehicle is mobile on or off the airfield.
4. Firearms, Ammunitions and Pyrotechnics. IAW AWCMP. 5. Lost Falcon Routine. In the event of a falcon being lost the AWCU Duty Falconer is to instigate a local search. All relevant details of the falcon and the likely search areas are to be passed to the PRO for media exposure. If required all AWCU off watch personnel are to be recalled. The NACBCU at YEOVILTON is to be informed. 6. Hangar Wildlife Control. There are continuous Flight Safety and Health & Safety problems being caused by wildlife (primarily Jackdaws) after they have gained access into hangars. The following measures are recommended by AWCU to prevent their access:
6.1. Hangar Door Discipline. Hangar Doors are to be kept closed at all times unless operationally necessary. When hangar doors are left open, Bird Nets are to be kept closed at all times to prevent the ingress of birds into the hangar. Nets not properly hung are to be identified and work orders submitted for rectification work to be carried out at the earliest opportunity.
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6.2. Removal of Nests/Eggs. Departments/Squadrons can make use of MEWP (Cherry Pickers) to remove nests and eggs, provided this is carried out in accordance with the licence issued by Natural England. Persons taking this action are to ensure that all necessary Health and Safety precautions are taken, that National England are informed of what action was taken and the Environmental Agency are consulted wrt to disposal of nests and eggs. The AWCU may offer guidance, but are not responsible for the removal and disposal of nests or eggs from hangars.
7. Visitors
7.1 Casual visitors to the AWCU are discouraged. Authorised visits must be cleared by the AWCU Falconer on extension 7280.
7.2 At least 2 weeks notice is required for organised groups.
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Annex B to
Defence Aerodrome Manual
SAFETY MEETING STRUCTURE
This information is not available on the online version of this document.
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Annex BB to
Defence Aerodrome Manual
WILDLIFE MANAGEMENT
This information is not available on the online version of this document.
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Annex C to Defence Aerodrome Manual
FLIGHT SAFETY ORGANISATIONAL STRUCTURE
This information is not available on the online version of this document.
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Annex CC to Defence Aerodrome Manual
HANDLING OF HAZARDOUS MATERIALS (SPILLAGE PLAN)
Orders can be found within the RNAS Culdrose Unit Spill Response Plan (USRP)
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Annex D to Defence Aerodrome Manual
KEY POST HOLDERS
This information is not available on the online version of this document.
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AIRCRAFT PARKING
STATION BASED AIRCRAFT 1. Station based aircraft upon landing will be given instructions to taxi to their parent Squadron dispersal by ATC Ground Controller on UHF frequency 318.1 or VHR frequency 122.1. The aircraft will met by marshallers who will issue instructions for parking in accordance with Squadron Orders.
VISITING AIRCRAFT 2. Overall responsibility for control of visiting aircraft, including VIP movements, rests with the Operations Officer. Specific arrangements will be coordinated by the Visiting Aircraft Officer (VACO) in Flight Planning. 3. Visiting aircraft will be accommodated in one of the following ways:
3.1 VIP Arrivals. A spot outside building C2A has been nominated as the VIP parking area and will be co-ordinated by Flight Planning with Babcock Defence Services (BDS).
3.2 Non-VIP Arrivals (Host Squadron Nominated). Squadrons who have been nominated to act as the host will be expected to host the A/C on their dispersal and provide the manpower to oversee the A/C moves.
3.3 All Other Arrivals. These moves will be handled by Babcock Defence Services (BDS) iaw the current contract. Such A/C will normally be parked on the hardstanding outside C1 hangar; where this does not meet the A/C LCG requirement, Flight Planning will allocate an alternative location.
4. There will be a limited number of occasions when it is necessary for a visiting aircraft to go to another dispersal or Squadron, but this is only to be by prior arrangement with the Operations Officer.
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Annex E to Defence Aerodrome Manual
AERODROME OPERATING HAZARD LOG
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.
The AOHL for RNAS Culdrose can be obtained via the ATC Assurance Officer via 01326 552415
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Annex EE to Defence Aerodrome Manual
LOW VISIBILITY OPERATIONS
Visibility Conditions
1. The DATCO will use the following table12 to determine the Visibility Condition in place.
Visibility Condition
Reported Met Visibility RVR (m) by day RVR (m) by night
1 >1500 >1500 >2250
2 1500 - 400 1500 - 400 2250 - 600
3 <400 <400 <600
2. Guidelines as follows are set out in RA 3274 Low Visibility Procedures:
2.1. Visibility Condition 1. This is defined as visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections 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 aircraft are required.
2.2. Visibility Condition 2. This is defined as sufficient visibility for Pilot to taxi and avoid collision with other traffic on taxiways and at intersections 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 airfield and position of the VCR. However, measures will need to be put in place to limit the potential for undetected aerodrome incursions.
2.3. Visibility Condition 3. Is defined as visibility equivalent to an RVR of less than 400m.
In such visibility conditions it is likely to be necessary to restrict further the operation of vehicles and persons on the Movement Area and initiate stringent control measures in response to the individual unit requirement.
3. In Colour Code Red conditions a Command approval is to be obtained prior to any aircraft
movements from Cdr (A&T) or in their absence Lt Cdr (Flying) or Duty Lt Cdr (Flying).
4. In periods of Low Visibility operations there is to be more than 1 ATC qualified individual present in the VCP.
5. The control measures attached to each visibility condition are as follows:
12 Based on RA 3274 Low Visibility Procedures and RA 3275 Runway Visual Range
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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.
4.1.2. 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.
4.2.1. DATCO to pipe that no vehicles are to enter the manoeuvring areas without prior approval from ATC. This instruction is also to be broadcasted on the PYE 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 can not 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. 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.
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.
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.
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4.2.11. Only follow me vehicles are permitted along a planned taxi pattern if visual surveillance of the taxi pattern can not be maintained. 4.2.12. The use of extra traffic light controls should be considered. This should assist in reducing the chance of a vehicle entering a manoeuvring area from the perimeter road. For example, switch the 07 traffic lights to red as well as the 12 and 30 lights for any aircraft move to/from runway 30. 4.2.13. All vehicles are to have dipped 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.
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Annex F to Defence Aerodrome Manual
AERODROME RELATED FORMAL AGREEMENTS
This information is not available on the online version of this document.
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GENERAL ORDERS
TERMS AND CONDITIONS – USE OF MOD AERODROMES BY CIVIL AIRCRAFT, GLIDING CENTRE AND MODEL FLYING CLUB
General Conditions (Terms and Conditions) for Civilian Operators
1. The use of MOD aerodromes by civil aircraft is governed by MRP RA2415 and {HYPERLINK "http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP360.aspx"} 2. The Terms and Conditions below may be varied at any time by the Aerodrome Operator to
reflect any changes, amendments or additions to working practices at the specific aerodrome.
3. Operational Support is not available to Civil Aircraft 4. RNAS Culdrose has limited passenger handing and should be negotiated by prior
arrangement. 5. Animal Handling is not available to Civil Aircraft 6. Refuelling Services are available to Civil Aircraft with prior arrangemnt 7. Catering facilities are not available to Civil Aircraft 8. Aircraft maintenance is not available to Civil Aircraft 9. RNAS Culdrose has limited aircraft handling facilities and should be negotiated by prior
arrangement. 10. RNAS Culdrose has an active Flight Safety Policy and further details can be found in the
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs7/20150105.1/20141119-RNAS%20Culdrose%20Air%20Safety%20Management%20Plan%202014-15%20Final-U.doc"}
11. All Civil Aircraft users are to provide evidence of Airworthiness by way of insurance
certificates and MOT documents in advance. 12. Whilst the AO will use all reasonable endeavors 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 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 and Conditions.
13. All Civilian Users are to operate in accordance with extant DfT NASP and wider ATSy
protocols.
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14. RNAS Culdrose is available to civilian operators as follows: Mon – Thurs 0830 – 1700 Fri 0830 – 1400 It is not available at weekends or on Public Holidays. 15. The ICAO ARFF of RNAS Culdrose is 5. 16. Charter Airline Operations are permitted to operate from the aerodrome with PPR. 17. Scheduled Aircraft operations are not permitted without prior approval.
18. RNAS Culdrose does not have permanent HMRC, UK Border Agency or civilian police
presence.
19. In the event of a Local or National Emergency, whether declared or not, the aerodrome may be closed to civilian operations. A non-exhaustive list of potential circumstances include:
20.1 Loss of appropriate Fire or Crash cover. 20.2 Repatriation of troops.
20.3 Loss of power to all, or parts, of the aerodrome. 20.4 Interruptions in communications both within the aerodrome and with external agencies.
20.5 Unforeseen natural disasters (flooding etc).
20.6. Unforeseen national epidemics (swine flu/bird flu).
20. In the event of such closure all access to the aerodrome for any reason whatsoever may be restricted and no liability is accepted for any loss or damage (whether direct or indirect) arising.
CULDROSE GLIDING CENTRE
21. Powered Light Aircraft Operations Private Fixed Wing aircraft based at Culdrose may be kept on the Station, providing the following criteria are met:
a. Written permission is obtained from the Head of Establishment
b. The requirements of {HYPERLINK "http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP360.aspx"} are approved
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by HQ Air Command and confirmation is held by Flight Planning before the airfield is used for the first time.
c. The owner is to be a member of the Seahawk Gliding Club (SGC) and the aircraft is to appear on the list compiled by the SGC Membership Secretary.
d. Each pilot provides copies of all relevant licences, ratings, insurance and medical certificates to the SGC Membership Secretary. Each pilot is responsible for ensuring he remains in date and provides new copies when required.
22. Permission To Fly When ATC is Open. When Culdrose ATC is fully open, the Pilot is to contact Lt Cdr (Flying), Ext 2152, or the Duty Flying Supervisor (Ops Officer, DLC(F) SATCO or DSATCO) via the ATC switchboard, Ext 2415, to obtain permission to fly.
a. If permission is granted, he is to 'warn out' and pass the following information to the logger:
i. Pilot's name and aircraft callsign.
ii. ETD (state local or Z).
iii. Flight duration and endurance.
iv. Route, including CMATZ departure intentions.
v. ATC requirements including instrument approaches.
vi. Number of persons on board.
b. Immediately before manning his aircraft, the PI/C is to contact the Duty Air Traffic Control Officer (DATCO) via the switchboard (Ext 2415) for a briefing on the current air traffic situation.
c. Once the above preparations have been carried out, pilots are to manually manoeuvre their aircraft as far as possible up the D4 link taxyway to the north of D4 up to the double yellow lines delineating the manoeuvring area. Engines may only be started once in this position and only when safe to do so. Pilots are to conduct a thorough check for personnel in the immediate area and make a loud call of 'Clear prop' prior to engine start.
23. Flying When ATC Is Closed
a. Permission to Fly. When Culdrose ATC is closed, the Pilot is to contact the DLC(F) via the Main Exchange, Ext 2000, to obtain permission to fly; Flights are to be conducted by day in VMC only. Additionally, the pilot is to telephone the Fire Station on Ext 7108 to inform them of his intentions and request that they monitor the VHF airband radio stating which frequency will be used (130.10 if gliding is taking place, 122.10 when it is not). As part of his pre-flight checks,
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the pilot is to establish two-way communications on the declared frequency before departure. All operations are carried strictly at own risk.
b. Radio Procedures. Pilots are to monitor Culdrose Approach VHF frequency 134.05 MHz when within the Culdrose MATZ switching to Culdrose Tower VHF frequency 122.10 MHz when within the ATZ (130.10 MHz if gliding operations are taking place). When within the MATZ/ATZ, blind calls are to be made for every phase of flight; e.g. taxy, line-up, 'rolling', down wind (plus intentions – land, touch & go etc.), finals. If, when rejoining the circuit, the pilot is in any doubt as to the level of gliding activity, then a mandatory radio call must be made on 'Culdrose Gliding (130.10 Mhz) to ensure safe de-confliction. c. Runway Inspection. The pilot is responsible for all FOD prevention measures.
d. Work Services. Work services may be carried out on the airfield outside of normal working hours. It is essential that pilots are familiar with the location of any work in progress sites. They are to check with the DLC(F) for any notified activity prior to flight. e. Completion of Flying. The pilot is to inform the DLC(F) and the Fire Station that flying operations are complete.
24. Gliding Centre Liaison. The pilot must contact the SGC Duty Instructor (DI) at the Gliding Centre, D3 hangar, or at the Gliding Control Point (Red bus) when gliding is taking place, to safely co-ordinate the day’s activity. Additionally, it is essential that each pilot briefs de-confliction co-ordination with the gliding club prior to his/her individual flight either on the Culdrose Gliding frequency 130.10 MHz prior to taxy/rejoin, or by ‘face-to-face’ briefing prior to flight.
GLIDER FLYING 25. Glider flying may take place on the airfield at weekends, leave periods and in the evenings between day and night flying, and is to be conducted by the SGC Duty Instructor in accordance with the Air Navigation Order (ANO), British Gliding Association (BGA) rules and local aviation orders. 626 Air Training Corps Voluntary Gliding School have permission to operate from Predannack at weekends and during leave periods. Culdrose Gliding Centre and 626 VGS may carry out conjoined operations at Predannack. 26. If the airfield is planned to be open during the day either the SGC Duty Instructor (DI) or Duty Pilot (DP) must attend any ATC/Met brief in support of flying in the Tower and request permission to operate. Unless permission to commence flying immediately is received, the Gliding Centre Duty Instructor is to contact the DATCO before moving any equipment onto the airfield. When the airfield is closed, the DI/DP should call Ext 2000 to inform the SOOD and MPGS that they are operating and also ask to speak to the DLC (F) and inform them of the days intentions and to check if there has been any changes to the weekend flying brief from Lt Cdr (F), which is issued on Friday.The DI/DP is also to go to the Fire Station for a Face to Face brief to establish both parties intentions and request them to monitor Culdrose Gliding frequency 130.10 MHz. Two-way communications should be estabished on frequency before gliding commences.
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27. The following instructions are to be complied with:
a. Limited Helicopter Flying.
(1) Gliding may continue at the discretion of the Duty Lieutenant Commander (Flying). (2) Gliders may not be launched by winch or car tow whilst helicopters are in the circuit area. (3) Gliders may be launched by aero-tow and landed provided that the gliding and helicopter activities are co-ordinated by ATC. Glider activity may be stilled at the DATCO’s discretion. (4) R/T contact is to be maintained between glider control and the VCP. (5) DATCO is to warn aircraft joining of current gliding activity on first R/T contact.
b. Limited Fixed-Wing Flying.
(1) Gliding may continue at the discretion of the Duty Lieutenant Commander (Flying). (2) No glider launches may take place during a fixed-wing aircraft launch. (3) No glider launches may take place within 10 minutes of the ETA of a fixed-wing aircraft. (4) The Duty Gliding Instructor is to arrange flights to ensure that gliding ceases in the airfield circuit area 10 minutes before the notified ETA of a fixed-wing aircraft. The 10 minute time factor may be increased by the Duty Lieutenant Commander (Flying) or the DATCO if conditions so warrant, e.g. poor visibility, VIP flight etc.
28. R/T Control of Gliders - Airfield Open. All gliders flying from Culdrose when the airfield is open are to carry a fitted serviceable radio and are to maintain a listening watch on 130.10 Mhz. Air Traffic Control and the Glider Control Position are also to listen out on 130.10 MHz. Before gliding commences, all radios are to be ground tested to ensure that communication exists be-tween Air Traffic Control, Culdrose Gliding and all gliders. The radio in the Glider control bus is to be continuously manned during the period that the airfield is open. 29. Air Traffic Control is to advise Glider Control 20 minutes before aircraft are due to take-off or land. Glider Control is then to carry out the actions listed at paragraph 27, and is also to inform any gliders outside the MATZ to remain clear of the MATZ until ATC give permission for gliding to continue on the airfield. 30. If recalled all gliders are to return to the airfield at the maximum Rough Air Speed marked in the cockpit, with a full brake descent on the dead side of the airfield for a straight in approach.
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31. Position Reporting. All gliders are to carry a 1: 500,000 chart with Culdrose and Predannack CMATZ depicted. 32. Gliding between Day and Night Flying. The Gliding Duty Instructor is to ascertain the time of night flying and ensure that all gliding is complete and all gear removed from the airfield at least 30 minutes before the airfield is due to re-open. 33. FOD. The Gliding Centre is responsible for making a thorough skirmish of the launch area on completion of flying, and in particular, great care is to be taken to recover all discharged lengths of tow wire. 34. Safety Precautions - Airfield Closed.
a. A Fire Risk assessment has been carried out by the Establishment Fire Safety Advisor (EFSO). First aid fire fighting equipment of specified type and number is provided in each fixed location and carried to the daily launch point. As the Station continues to have 24 hour cover from its own fire station, this remains the primary response to any incidents with contact made either via the main exchange on Ext 2222 or via VHF air band radio as detailed above.
b. The Duty Instructor or Duty Pilot is to be present at the launch point whenever powered aircraft land and take off. c. All Instructors and personnel qualified to act as Duty Pilot should attend an annual fire awareness lecture, and a log of such training is to be kept by the Club Secretary. d. The maximum number of powered aircraft either taking-off, circuiting or landing is not normally to exceed two. e. The Gliding Duty Instructor is responsible for alerting the Fire Station should assistance be required. The Fire Station will monitor the Culdrose Gliding frequency 130.10 MHz whenever gliding is taking place and the airfield is closed. f. The Gliding Duty Instructor is to inform the DLC (F) of any incidents, including details of any damage to airfield fittings, e.g. airfield lights. g. The Gliding Centre is to provide its own Fire fighting equipment at the Tug refuelling point. h. All emergencies are to be reported via the PBX on Extension 2222. Immediate assistance can be requested from the Fire Station by calling on VHF radio.
35. Fire Precautions and Prevention - Gliding Centre Hangars.
a. Only the diesel powered Centre Bus and Tow Truck may be stowed in the Centre hangar D3. The MOGAS powered quad bike and mobile generators can only be stowed in
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hangar D4. Their electrical systems must be isolated from their batteries. No other vehicles are allowed in the hangars. b. Calor gas cylinders are to be removed from the bus and stowed in the C2 FLAP Store. c. The trailers, gliders and associated equipment are to be arranged in the hangar at all times such that in the event of a fire access to all fire points is kept clear.
d. The Secretary of the Gliding Centre is to arrange firefighting lectures for all newly joined members and refresher lectures for all members at least once per gliding season. The lectures are to be given by SFO or a nominated Fire Station Senior Rate.
36. Tow Cars.
a. Tow cars are only to be driven by personnel authorised by the MT member and, exceptionally, by the Duty Instructor. b. All authorised drivers are to hold a valid Department of Transport driving licence. c. Tow cars are limited to a maximum speed of 30 mph except when launching gliders.
CULDROSE MODEL FLYING CLUB
37. It is intended to allow CMFC to operate at Culdrose in addition to Predannack, out of airfield operating hours. 38. To ensure safe model flying operations and de-confliction with other out of hours airfield users the following rules and procedures will be adhered to:
a. All CMFC members are to hold valid third party insurance of £10M against damage caused to personnel or property by model aircraft, as detailed in the British Model Flying Association Members Handbook. b. The safety rules laid down by the British Model Flying Association in the British Model Flying Association Members Handbook are to be strictly adhered to. c. The first member of the CMFC wishing to fly each day is to first contact the DLC(F) then the Gliding Club Duty Instructor to receive a brief on airfield activities and to arrange a suitable area to fly, final clearance to operate is to be obtained from the DATCO. d. To enable the CMFC to be immediately contactable, the club mobile phone is to be switched on at all times and the number (07976 817540) passed to the DLC(F) and DATCO. If the club mobile is not available then the person(s) intending to fly at Culdrose are to pass an alternative mobile phone contact number.
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e. All other air activity will have priority over the CMFC and members will be prepared to ground all models immediately on request form the Gliding Club or DLC(F)/DATCO. f. The last member to leave will inform the Gliding Club Duty Instructor, DLC(F) and DATCO that model flying operations are complete.
Annex G to Defence Aerodrome Manual
Aerodrome Safeguarding Waivers and Exemptions
This information is not available on the online version of this document.
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Annex GG to
Defence Aerodrome Manual
BREACH OF TERMS AND CONDITIONS
1. Use of Military Airfields by British and Civil Foreign Aircraft governs the Terms and
Conditions that are to be abided by for all civilian operators at RNAS Culdrose. 2. Any breaches of the Terms and Conditions will be referred to Lt Cdr F as the AO’s delegate
who will conduct any necessary investigation and decide upon any action to be taken. Any breaches of regulations may result in permission for civilian operator to use the aerodrome being revoked.
3. All Seahawk Gliding Club (SGC) incidents are to be entered in the SGC Incident Log,
investigated by the SGC Chief Flying Instructor and if appropriate, forwarded to the relevant authority i.e. British Gliding Association (BGA) or CAA.
4. Should it be alleged that an RNAS Culdrose based operator has infringed airspace, the CAA
Post Infringement Questionnaire should be completed in accordance with the instructions contained in the link below:
{HYPERLINK "https://publicapps.caa.co.uk/docs/33/InformationNotice2013140web.pdf"}
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Annex H to Defence Aerodrome Manual
NOISE ABATEMENT PROCEDURES
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. Pilots are reminded to conduct their flights so as to cause the least practicable disturbance to the local community. 3. Noise Sensitive Areas.
3.1 The following areas are considered noise sensitive and are to be given a wide berth whenever possible.
Mount Carlees Farm SW702 162 { HYPERLINK \l "Appendix_1" } Rose in the Bush Park Home SW685 254 { HYPERLINK \l "Appendix_2" } Brea Farm SW377 283 { HYPERLINK \l "Appendix_3" } Zion House, Perranporth SW738 522 { HYPERLINK \l "Appendix_4" }
3.2 The area to the North of the approach to Rwy 30, encompassing the Public Viewing Enclosure (PVE) and the surrounding, nearby habitation, is noise sensitive and is to be given a wide berth whenever possible. 3.3 Helicopter departures to the East, including running take-offs, from the Taxiway Bravo are permitted provided that aircraft remain clear of the noise sensitive area laterally aiming to be on the runway extended centreline by the airfield boundary. To give helicopters room to manoeuvre when climbing out, a departure from the Taxiway Bravo will be considered, by ATC, to be a departure from Rwy 12 itself.
3.4 Direct approaches from the East, to the grass area and Taxiway Bravo between Rwy 30 and Bravo South dispersal, will only be permitted in exceptional circumstances, subject to clearance from ATC.
3.5 Helicopter demonstrations are not to take place in front of the PVE.
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3.6 Helicopters landing/taking off from Taxiway Bravo are to avoid the noise sensitive areas around Gilly Gabben, this will require permission to “cross recross” the Rwy 30 approach/ Rwy 12 climb out.
3.7 During Helicopter Engaged Ground Runs aircraft are to be safely positioned such that noise generated is masked from the Barrack area by hangars or other buildings.
3.8 VFR Night Flying Helicopter Routes.
3.8.1 Routine mixed fixed-wing and rotary-wing night flying will be deconflicted by time and planned at the night flying brief.
3.8.2 With no fixed-wing visual circuits and in order to minimise noise complaints all VFR routes will be flown at 1000ft QFE and the OWR system will be in force.
3.8.3 When the cloud base is below 1200ft, this may be reduced, at the discretion of the Lt Cdr (F)/DLC(F).
3.9 Seal Sites: The following sites are to be avoided, where possible, to reduce the risk of
disturbance to the wildlife. Beach approaches and landings are only to be carried out in emergencies and over-flight, single pass only, should be at an altitude to reduce disturbance,
3.9.1 GODREVY ISLAND SW577436 – May to Sept 3.9.2 MUTTON COVE SW583434 – Aug to May 3.9.3 KYNANCE COVE SW584433 – Sept to Dec 3.9.4 CASTLE GIVER SW595430 – Sept to Dec 3.9.5 HELLS MOUTH SW603429 – Sept to Dec
3.10 CU Squadrons wishing to use Perranporth airfield are to notify air ops 24 hours in
advance. Aircraft are limited to touch 'n' go landings with no prolonged periods of circuit flying/hovering. Aircrew are to familiarise themselves with the location of Zion House and make all efforts to avoid.
4. Flying and Noise Complaints.
4.1 The Community Relations Officer (CRO) has overall responsibility for the co-ordination and handling of all aircraft flying and noise complaints received at Culdrose. SATCO will conduct the initial inquiry into any alleged incident and attempt to identify the aircraft concerned.
4.2 Appropriate follow up action will be taken by the CRO to update the complainant on any relevant facts regarding the complaint. 4.3 All telephoned Flying Complaints are to be recorded on the Flying Complaints Form (MOD Form 953). Complaints received by phone are to be dealt with as follows:
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4.3.1 Airfield Open: All aircraft flying and noise complaints are to be directed to the ATC Switchboard on Ext 2415/2135.
4.3.2 Airfield Closed: Details of the complaint are to be recorded by the ESCO (Guardroom).
4.3.3 The ATC Switchboard Operator receiving the call is to complete all relevant sections of the MOD Form 953. Section 6 is only to be completed if the complainant specifically states that injury to persons and/or livestock, or damage to property has occurred as a direct result of the incident. It is most important that the complainant is not prompted to claim.
4.3.4 If the complainant wishes to speak to someone in authority regarding the alleged incident one of the officers listed below are to be contacted in the following order of availability: SATCO DSATCO Lt Cdr (F) DLC(F)
4.3.5 When the airfield is closed and/or the officers listed above are not available, the complainant is to be notified accordingly. Should the complainant desire a call-back however, then they are to be informed that they will be contacted at the earliest opportunity and the MOD Form 953 so annotated.
5. High Powered Ground Runs.
5.1 RNAS Culdrose does not have the facilities to carry out high powered ground runs. Low powered Ground Runs however are conducted at W13 and are controlled by their internal noise abatement procedures.
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Appendix 1 to Annex H Culdrose Aerodrome Manual
Noise sensitive area - Mount Carlees Farm
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Appendix 2 to
Annex H Culdrose Aerodrome Manual
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Noise Sensitive Area - Rose in the Bush Park Home { INCLUDEPICTURE "\\\\cul1\\rootfs1\\GriffinT255\\NAVY CU-AIR ATC CTLR6\\DAM\\upload\\RITB.gif" \* MERGEFORMATINET } { INCLUDEPICTURE "\\\\cul1\\rootfs1\\GriffinT255\\NAVY CU-AIR ATC CTLR6\\DAM\\upload\\RITB 2.gif" \* MERGEFORMATINET }
Appendix 3 to Annex H
Culdrose Aerodrome Manual
Noise Sensitive Area - Brea Farm { INCLUDEPICTURE "\\\\cul1\\rootfs1\\GriffinT255\\NAVY CU-AIR ATC CTLR6\\DAM\\upload\\Brea Farm.gif" \* MERGEFORMATINET }
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Appendix 4 to
Annex H Culdrose Aerodrome Manual
Noise Sensitive Area - Zion House, Perranporth { INCLUDEPICTURE "\\\\cul1\\rootfs1\\GriffinT255\\NAVY CU-AIR ATC CTLR6\\DAM\\upload\\Zion House.gif" \* MERGEFORMATINET }
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Annex HH to Defence Aerodrome Manual
THUNDERSTORM AND STRONG WIND PROCEDURES
1. Procedures for Thunderstorm, Strong Wind and Aviation Warnings can be found at the following link.
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs1/20140628.15/20130507-CSO%20Ch5metorders-U.doc"}
These warnings are issued by the Met Office daily in the Forecast and when exceeding the levels stated in CSO Chapter 5 on the CU Warning State Board.
2. Fuelling/Arming During Thunderstorms.
a. There is a risk involved in carrying out fuelling and arming operations when lightning activity exists over or near the airfield.
b On occasions when the Thunderstorm Level is assessed as high, the Meteorological Office will advise the DATCO, and Lt Cdr(Flying)/DLC(F). This would be preceded by being
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raised to Moderate when lightening is being observed within 40Km of the aerodrome. The DATCO is to make an ATC Broadcast of the warning, and fuelling and arming operations are to cease until ATC broadcast that the risk has abated.
c. Where operational reasons so demand, fuelling and arming may be authorised by the Lt Cdr Flying/DLC(F), after consultation with the Duty Technical Officer.
3. Windward-side hangar doors are not to be opened in wind speeds above 25 knots. The only
exception will be in an emergency or when there is no other way to hangar aircraft. Additional precautions must be taken, in accordance with the relevant aircraft Topic 1 and Squadron Orders, to ensure the safety of the aircraft and personnel. Precautions should also be taken to secure GSE and other loose items in the vicinity of aircraft. This is applicable to both military and civilian aircraft operators.
Annex I to
Defence Aerodrome Manual TEMPORARY OBSTRUCTION ORDERS
1. The DATCO is to be notified of any temporary obstructions on or around any manoeuvring areas that are considered to be a hazard to either aircraft or vehicles. 2. Obstructions are to be marked using approved high visibility markers, tape or fencing with additional red light markers (LE 58 Portable Lamps) at night as follows:
2.1 'A' markers are to be weighed down or secured to the ground in order to prevent them being shifted by strong winds or downwash.
2.2. The forenoon DATCO will establish the GLIM requirement for night flying and inform ATC Admin, who will subsequently order the requirement from the Battery Charging Room by 1200L. 2.3. The ATC Driver will collect the GLIMs in the ATC Rover at 1600 and position them prior to sunset. DATCOs are to ensure that obstructions on, or adjacent to, the manoeuvring area are appropriately marked, if necessary reminding squadron duty officers of their
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responsibilities regarding dispersals. The ADC is to carry out the night flying inspection and is responsible for physically checking that GLIMs are correctly positioned on the appropriate painted spots. 2.4. On completion of night flying, GLIMs surplus to requirement are collected by the ATC Watch and left overnight in the ATC Rover at the base of the Tower. 2.5. Individual squadrons are responsible for arranging their own dispersal GLIMs lamps. Ops Supervisor/VACO is responsible for the lighting of any visiting aircraft parked overnight.
3. NOTAM’s are to be issued with regards to the temporary obstructions and taxi patterns controlled. The obstruction is to be included on the Culdrose Aviation Gazette. 4. If relevant, pilots are to be briefed on landing or when calling for start by the Ground Controller.
Annex II to Defence Aerodrome Manual
ELECTRICAL GROUND POWER PROCEDURES
This information is not available on the online version of this document.
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Annex J to
Defence Aerodrome Manual
ROTARY HYDRAULIC ARRESTOR GEAR
Not applicable to RNAS Culdrose.
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Annex JJ to
Defence Aerodrome Manual
AVIATION FUEL MANAGEMENT PROCEDURES 01 { HYPERLINK \l "FS_01" } 02 { HYPERLINK \l "FS_02" } 03 { HYPERLINK \l "FS_03" } 04 { HYPERLINK \l "FS_04" } 05 { HYPERLINK \l "FS_05" } 06 { HYPERLINK \l "FS_06" } 07 { HYPERLINK \l "FS_07" } 08 { HYPERLINK \l "FS_08" } 09 { HYPERLINK \l "FS_09" } 10 { HYPERLINK \l "FS_10" } 11 { HYPERLINK \l "FS_11" } 12 { HYPERLINK \l "FS_12" } 13 {HYPERLINK \l "FS_13"} 14 { HYPERLINK \l "FS_14" }
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01 REFUEL SECTION OPERATING AND BOOKING PROCEDURES 02 SECTION AVAILABILITY
1. Normal Airfield Opening Hours - Day Flying
a. The Aviation Engineering Support Aircraft Services (AESAS) requires the Refuel
Section to be available one hour before published airfield opening times and to be unavailable no sooner than one hour after airfield closure. In order to provide realistic cover and delivery of refuel services to the air station the Refuel Section will provide a normal booking and delivery service from 0730 until one hour after airfield closure, Mon to Fri inclusive.
b. In the event day flying continues through into night flying, the service will be continually available until 1 hr after night flying ceases.
c. Squadrons/Units that require a refuel / defuel prior to 0730 are to notify the section in advance so that refuel cover can be arranged.
2. Night Flying
a. The Refuel Section will be available to cover all scheduled night flying and are contracted to cover an estimated 4 nights per week, up to 5 hours per night for 50 weeks per year. The section will be manned one hour before and remain available for one hour after airfield closure.
b. Scheduled night flying is Monday to Thursday however should there be an operational requirement to provide fuel services to cover night flying on Fridays then this must be requested via the Delegated Officer (Responsible) (DO(R))13 as it falls outside the contracted time scales and could incur additional costs.
c. In the event that only a single aircraft is night flying, then the Refuel Section may be stood down subject to a one hour recall, with the permission of DATCO. The Refuel Section will contact the parent squadron Duty Engineer to check fuel requirements prior to standing down.
3. Weekends/Leave
a. During out of hours and weekends, Duty Refuel Section Staff provide cover as directed by the Duty Technical Officer. Any call out action is to be activated via the Emergency Recall Centre (ERC) ext 2000. Once activated, Duty Refuel Section Staff will be
13 The Senior Support Engineer (SSE)is the DO(R) for AESASContract
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recalled to the establishment within one hour of request although mandated fuel quality testing may delay the delivery of aviation fuel by an additional 30 – 45 minutes. Mandated hose flushing where required will be conducted in the presence of the requesting Squadron / Unit who will act as the drivers safety number once they have been fully briefed on emergency shut down procedures. b. With the exception of Christmas leave, during all other main leave periods the Refuel Section will be available to cover all planned flying as per normal operating procedures.
c. During the Christmas / New Year periods the Refuel Section may close for up to 17 days subject to the DO(R)’s discretion. Duty Refuel Section personnel remain on call subject to recall as stated at Para 3a above.
d. In the event that; due to influences beyond the unit’s control, flying training cannot be conducted during normal airfield opening hours, there could be a requirement for training sorties over the weekend/leave periods. Requirements outside of this time are to be booked in accordance with Para 3a.
4. Emergency/Short Notice Requirements
a. In the event the airfield is opened at short notice or in an emergency to conduct operational flying (including exercises, MCT, organ donor flights etc), and there is a requirement to continue flying then the Duty Refuel Section person may be recalled. A dedicated single bowser will be provided to refuel aircraft involved in that evolution.
b. Refuel requirements for operations at Para 4a above should be activated via DATCO. Again the Section may be stood down with the permission of DATCO subject to recall and refuel requirements being clarified with the parent Squadron /Unit.
NB* ALL RESPONSE TIMES DETAILED ABOVE ARE IN ACCORDANCE WITH THE CURRENT AESAS CONTRACT
03 BOOKINGS
1. Refuel Booking Procedures
a. All requests for refuel / defuel services should be pre-booked against planned Flying Programmes direct with the Refuel Section on Ext 7170. For pre-planned weekend flying, fuel is to be booked via the Refuel Section, ext 7170, by 1200 Friday.
b. ATC Ops and Squadron/Unit Ops are to notify the Refuel Section in advance for all refuel requirements outside of the normal refuel section booking / delivery service in order for refuel delivery planning solutions to be made. This includes planned flying over weekends and leave periods. c. Unplanned and short notice requests will be responded to on a case-by-case basis and as quickly as possible subject to equipment and driver availability.
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d. Requirements for the Refuel Section to support detached flying ops are to be formally
requested via SSE and the Refuel Section Senior Supervisor, giving the following notice periods as specified within the AESAS:
DETACHMENT DURATION NOTICE PERIOD REQUIRED Up to 1 day 12 hours notice 2 – 7 days 72 hours notice 1 – 3 weeks 7 days notice Excess of 3 weeks 1 months notice
04 AVIATION FUEL MANAGEMENT 1. The aviation fuel service at RNAS Culdrose is provided by the ‘Contractor’ in accordance with Schedule 2.11 of the AESAS Contract. Provision is made within the AESAS for the ‘Contractor’ to support off-airfield refuel requirements. 2. This annex identifies the precautions to be followed to minimize the safety risk both to aircraft and personnel during aircraft refuelling operations, in any environment. 3. The information contained herein is applicable to all Stns/Ships/Units operating or maintaining UK military aircraft. Wherever a civilian aircraft is refuelled, the conditions stated in Defence Logistics Framework and JSP 317 are to be complied with. 05 Management of Aviation Bulk Refuel Installations (BFIs)
1. The ‘Contractor’ is responsible for the delivery and storage of bulk aviation fuel from the Authority’s supplier; management of the BFIs is undertaken by the Refuel Section Senior Supervisor. The type of fuel to be held in each BFI shall be directed by the DO(R), who is the Operating Authority for the AESAS contract at RNAS Culdrose, The DO(R) is formally delegated this function by the HoE (a requirement of JSP 317).
2. Ordering and receipt of refuel shall be recorded on appropriate MoD Forms, BFIS and
DF&FS Bulk Fuels Request Vouchers. 06 Refuel Storage, Quality and Delivery This information is not available on the online version of this document. 07 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 refuelling point must be manned by appropriately authorised personnel at all times during the refuelling operation.
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b. The refuelling equipment and bowser most be operated by SQEP personnel who have received the necessary refuel training from the Refuel Section supervisors. Their competence to undertake this role is to be signed by the Refuel Section Senior Supervisor and countersigned by the DO(R).
c. Liquid oxygen (LOX) systems must not be replenished during refuelling operations. However, LOX packs may be changed during Operational Re-arm Servicing when deemed necessary.
d. Personnel must ensure the refuelling equipment is serviceable.
e. Personnel must confirm that the fuel dispenser contains fuel appropriate to the aircraft
being refuelled in accordance with the regulations in JSP 317 and the associated Aircraft’s Maintenance Manual.
f. Refuelling equipment must be sited outside aircraft fire hazard areas where practicable.
g. Appropriate first aid fire-fighting must be suitably located to enable immediate use.
h. Relevant personnel must wear Personal Protective Equipment in accordance with JSP317.
i. Personnel must not wear studded or metal tipped footwear.
j. Aircraft and refuelling equipment must be electrically bonded in accordance with the
procedure detailed below.
k. Radiation Hazard (RADHAZ) precautions must be followed. Further information is detailed in {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_2924/BRd_2924_Jun_13/20131001-BRd2924-Home-R.pdf"} – RF Hazards in the Naval Service.
l. 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, refuelling 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 refuelling to proceed.
m. Personnel in the immediate vicinity of the aircraft must be advised that refuelling is taking place.
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n. Fuel must be issued to and received from aircraft in accordance with JSP 317.
o. Refuelling operations must cease in the event of a spillage and should not recommence until it has been cleaned up.
p. Authority to use emergency fuels detailed in the aircraft leading particulars is vested with
local engineering management, recording amounts and duration in aircraft documentation as necessary. The relevant Project Team (PT) must be informed at the earliest opportunity that an aircraft has been operating with emergency fuel.
08 Refuelling Zone Procedures 1. A Hazardous Area can be defined as a three-dimensional space in which an explosive atmosphere may be expected to be present at such frequencies as to require special precautions for the design and construction of equipment, and the control of other potential ignition sources. There are 3 levels of areas subdivided into Zones based on the likelihood of occurrence and duration of a flammable atmosphere. 2. Zone 0 – A place in which an explosive atmosphere consisting of a mixture with air of dangerous substances in the form of gas, vapour, or mist is present continuously or for long periods frequently. (Typically > 1000 hr/year). 3. Zone 1 – A place in which an explosive atmosphere consisting of a mixture with air of dangerous substances in the form of gas, vapour, or mist is likely to occur in normal operation occasionally. (Typically 10-1000 hr/year). 4. Zone 2 – A place in which an explosive atmosphere consisting of a mixture with air of dangerous substances in the form of gas, vapour, or mist is not likely to occur in normal operation but, if it does occur, will persist for a short period only. (Typically 1-10 hr/year). 09 Bonding and Grounding of Aircraft and Refuelling Equipment 1. The following procedure must be adhered to during refuelling operations:
a. Ensure that the refuel 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 refuelling hose and commence refuelling.
e. When refuelling is complete, disconnect the bonding in the reverse order.
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2. 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 refuel transfers between bowsers. 10 Refuelling with Passengers on Board 1. Refuelling operations with passengers on board must be authorized by the appropriate Aircraft Commander/Local Operational Commander or Delivery Duty Holder (DDH). 2. Once authorized, the following procedure must be adhered to:
a. Passengers must be advised that refuelling 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 refuelling operation and must not be switched off until refuelling has been completed.
c. The minimum of internal lighting must be switched on before refuelling commences and must not be switched off until refuelling 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.
11 Refuelling with Casualties on Board 1. The following additional precautions must be adhered to if carrying casualties:
a. The aircraft must be parked on a heading where refuel 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.
12 Refuelling with Rotors Turning/Engines Running 1. Due to the inherently hazardous nature of rotors turning/engines running refuelling, the following additional precautions must be taken:
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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 rerefuelling, including bowser drivers, must be authorized.
c. Rotors turning/engines running rerefuelling must be at the discretion of the responsible aircrew member.
d. The refuelling hose must be routed so that it does not foul or damage aircraft components and is clear of aircraft heat sources.
e. Refuelling equipment must only be connected when the pilot has signalled that they are ready for refuelling.
f. Personnel not directly involved in the refuelling process must be kept clear.
g. A safety person should normally be positioned such that he can maintain visual contact with the refuelling team and be in visual or speech contact with the pilot. He is responsible for initiating the cessation of the refuelling operation in the event of any incident affecting the safety of the aircraft or personnel by using appropriate marshalling signals.
13 Refuelling and De-Refuelling in Hangars 1. 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.
2. {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/Navy/FPGO/FPGO_books1/BRd_0767/BRd_767_Jun%2016_Version_2/BRd%20767-book/4000%20Series.pdf"} details the policy articulating refuel considerations for aircraft in hangars. This order amplifies MoD and MAA regulations for refuelling, 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.
3 Further generic information may be found in MAP-01, Chapter 2.6, which states:
a. A refuelling operation must only take place in a hangar 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.
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(4) There are suitable towing vehicles and trained personnel immediately
available to remove any/all aircraft in the event of an incident.
b. The refuel 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.
14 Refuel Spillage Procedures 1. In the event of a refuel spillage the priorities are:
a. Loud Vocal Alarm.
b. Locate and shut off fuel at once. c. Contain spillage. d. Isolate spillage from drains and evacuate all unnecessary personnel. e. Absorb and recover using refuel spill kits.
Notes: i. All fuel spillages are to be reported using form NSIR 02.
ii. All clean up materials must be treated as special waste.
2. The person discovering the fuel spill is to immediately raise the alarm and take charge of the situation until relieved by the Refuel Section Spill Response Team (SRT) or the Duty Technical Supervisor. a. Ensure Aircraft and equipment are moved from the scene of the spillage. b. Attempt to contain the spillage and prevent it entering the surface water drains. c. Ensure electrical mains and ventilation switches are off. d. On completion render the site clean and safe. Further details on refuel spill can be obtained from JSP 317 and the RNAS Culdrose Unit Spill Response Plan USRP). Advice on types of fuel spill equipment held may be obtained from the EPO or the Refuel Section.
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3. The following emergency pipe is to be made by DATCO if the airfield is open or the ESCO if the airfield is closed.
a. Sound the Tannoy Alert.
b. 'FUEL SPILL, FUEL SPILL, FUEL SPILL, FUEL SPILL AT ……………, SPILL IS ……………., NUMBER OF CAUSUALTIES (IF APPLICABLE), SAFETY PERSONNEL CLOSE UP'
4. The following will respond:
Fire Section Refuel Section SRT Quality Systems Manager (Duty Technical Supervisor out of normal working hours) As required: SHE Team Leader (SHETL) Environmental Protection Advisor (EPA) Medic (attendance decided by Fire Crew Commander) 5. On completion pipe 'REFUEL DANGER AT ...................... COMPLETE. SAFETY PERSONNEL REVERT TO NORMAL'
Notes: i. If notification of the refuel danger is received from any source other than the Main Exchange
i.e. on #1 or #2, then the details must be passed on to the Exchange. ii. The fuel spill could be off the manoeuvring area e.g. a bowser on the road. iii. If the spill is on the runway/taxyway the parent squadron is responsible for initial containment
and subsequent actions until relieved by either Refuel section or the Duty Tech Supervisor. iv. Fire Crew are only in attendance as a precautionary measure and are not to be used to hose
down the spillage. 6. A spillage of fuel, regardless of quantity, presents a potential hazard to both personnel and property. Prompt action by RNAS Culdrose’s Pollution Control Team (PCT) will minimise environmental damage until civilian authorities are in a position to assume control. During the working day the SHE department provides the personnel for the PCT and deploys with a Mobile Spillage
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Response Kit, which consists of a trailer populated with essential spillage containment equipment. Out of working hours the PCT is managed by the Duty Tech organisation. 7. Any fuel spilt remains the responsibility of the parent unit and must be reported to the Station Environmental Office using Form NLIMS NSIR2 (link available via SHE homepage).
Annex K to Defence Aerodrome Manual
BARRIER ORDERS
See Annex QQ to Defence Aerodrome Manual.
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Annex KK to Defence Aerodrome Manual
JETTISON AREA
FUEL JETTISONING 1. Jettisoning fuel is not to be considered a routine matter and where there is no urgent or essential need to reduce AUW quickly, aircraft are to be de-fuelled on the ground and the con-sequent delay accepted. 2. If jettisoning is essential, RNAS Culdrose does not have a designated jettison area. Aircraft height should be above 5000ft to ensure adequate vaporisation. 3. On completion of the flight the aircraft Captain is to ensure that a DASOR is to be filed.
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Annex L to Defence Aerodrome Manual
MANOEUVRING AREA SAFETY AND CONTROL ORDERS
1. Aircraft Parking/Handling of Aircraft.
1.1 All aircraft parking/handling of aircraft is to be in accordance with the following higher level documents
1.1.1 RA4054 – Ground Handling of Aircraft. { HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/cae4000seriesprint.pdf" } 1.1.2 RA2305(7) – Taxiing of Aircraft.
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{ HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/fly2000seriesprint.pdf" } 1.1.3 MAP-01 – Ch 5.5 – Maintenance of Aircraft and Equipment in Extreme Conditions. { HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/printablemap-01.pdf" } 1.1.4 MAP-01 – Chapter 2.5 – Ground Handling of Aircraft. { HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/MAA/Regulatory%20Publications/printablemap-01.pdf" }
1.2 Arrangements for allocating aircraft parking positions:
1.2.1 For Squadron based aircraft and during aerodrome operating hours aircraft be taxied to their dispersal ATC Ground Controller whereupon the responsibility for marshalling the aircraft to the parking spots will be transferred to the Squadron.
1.2.2 For visiting aircraft the following is applicable:
VIP Arrivals. A spot outside building C2A has been nominated as the VIP parking area and will be co-ordinated by Flight Planning with Babcock Defence Services (BDS). Non-VIP Arrivals (Host Squadron Nominated). Squadrons who have been nominated to act as the host will be expected to host the A/C on their dispersal and provide the manpower to oversee the A/C moves. All Other Arrivals. These moves will be handled by Babcock Defence Services (BDS) iaw the current contract. Such A/C will normally be parked on the hard standing outside C1 hangar; where this does not meet the A/C LCG requirement, Flight Planning will allocate an alternative.
1.2.3 There will be a limited number of occasions when it is necessary for a visiting aircraft to go to another dispersal or Squadron, but this is only to be by prior arrangement with the Operations Officer.
2. Arrangements for initiating engine start are to be in accordance RA 2307. 3. Ensuring clearance for aircraft push-back (if required) / restricted taxing.
3.1. All aircraft taxing are to do so under the positive control of marshellers until two-way with the Air Traffic Ground Controller on Channel 2.
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3.2. Aircraft wishing to air taxi are to continue with Tower Channel 1 prior to lifting.
4. Marshalling services.
4.1 Manual ground handling and aircraft arrival/departure procedures must be conducted in accordance with the appropriate aircraft publication. Aircraft marshalling signals are detailed in STANAG 3117FS. In addition to any specific checks detailed by the aircraft Project Team, the processes detailed below must be adhered to when aircraft arrive or depart.
4.2 For aircraft departure the team should comprise of a minimum of 2 personnel and must ensure that the following is adhered to:
4.2.1 The area is FOD-free and all non-essential GSE is returned to the appropriate stowage. 4.2.2 All blanks and covers are removed. 4.2.3 Aircraft safety devices are removed and properly stowed as required. 4.2.3 Assistance is provided to strap in aircrew, if required. 4.2.3 Aircraft steps are removed. 4.2.4 Fire extinguishers are positioned and manned. 4.2.5 Personnel, vehicles and equipment are clear of aircraft danger zones. 4.2.6 Assistance is provided to conduct engine starts as required. 4.2.7 Ground power and other connecting leads are removed as directed by the pilot or authorized crew member conducting the start procedure, and associated aircraft panels secured. 4.2.8 Chocks are removed as directed by the pilot or authorized crew member conducting the start procedure.
Note: If an aircraft is required to depart without the normal departure team, the responsible aircrew member will take responsibility in accordance with any instructions passed by Air Traffic Control (ATC) in advance.
4.3 For aircraft arrival the team should comprise of a minimum of 2 personnel and must ensure that the following is adhered to:
4.3.1 The parking area and adjacent equipment is FOD-free.
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4.3.2 Personnel are available to marshal aircraft as required. 4.3.3 Personnel are available to place chocks and connect ground power, etc, as
required by the pilot. 4.3.4 Fire extinguishers are positioned and manned. 4.3.5 Aircraft steps are positioned as required. 4.3.6 Assistance is available to unstrap aircrew if required. 4.3.7 Blanks, covers and safety devices are fitted as required. Note: When an aircraft has landed and the required arrival personnel are not available, the responsible aircrew member will take sole responsibility for parking the aircraft, in accordance with any instructions passed by ATC. To assist him, he may stop short of the final parking area and direct an appropriately trained member(s) of his crew to act as the marshaller(s).
5. Follow-Me’ provision.
5.1 The ATC Vehicle is designated as the only authorised station “Follow Me” vehicle.
5.2 The ATC vehicle is to be directed by the ATC Ground Controller on the route to take when undertaking “Follow Me” duties.
6. Protection from jet blasts.
6.1 Hawk aircraft operation from C site dispersal. Barriers are erected at the edge of the manoeuvring area to protect vehicles and unauthorised personnel accessing the site during aircraft operations.
6.2 Further local orders can be found at 736 SQN Local Orders
7. Enforcement of safety precautions during aircraft refuelling operations.
7.1 Safety precautions during aircraft refuelling operations are to be in accordance with the following:
7.1.1 RA 4055 – Fuelling Operations for Aircraft on the Ground 7.1.2 MAP-01 – Chapter 2.6 – Fuelling Operations for Aircraft on the Ground
8. Orders for Rwy & Apron sweeping; Apron cleaning.
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8.1 The Airfield (FOD) Sweeping Plan Has been revised to take into account the recent introduction in service of the Schmidt AS900 sweepers and changes within the aircraft movement areas. The Plan is outlined below and the Duty MT Controller is to ensure that they are swept as follows.
8.1.1 Main Runway (12/30) & Hawk Taxiways), Mon-Fri inclusive from 0400 until
0645. 8.1.2 Runways 18/36 and 07/25 , Monday from 0700 until 0830. 8.1.3 B Site, Tuesday from 0700 until 0830. 8.1.4 C & D Sites, Wednesday from 0700 until 0830. 8.1.5 E & F Sites, Thursday (plus Saturday, if required) from 0700 until 0830. 8.1.6 A, G and H Sites, Friday from 0700 until 0830. 8.1.7 Hawk Line, Sunday from 1400 until 1500.
9. Arrangements for reporting incidents are to be in accordance with the provision laid
down RA1410 - Occurrence Reporting.
Annex LL to
Defence Aerodrome Manual
COMPASS SWING AREA This information is not available on the online version of this document.
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EMERGENCY ORDERS INCLUDING AERODROME CRASH PLAN The Aerodrome Crash Plan is contained within RNAS Culdrose – Aircraft Post Crash Management (APCM) Orders
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EXPLOSIVE ORDINACE DISPOSAL AREA
This information is not available on the online version of this document.
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DISABLED AIRCRAFT REMOVAL
This information is not available on the online version of this document.
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FOD PREVENTION, TRAINING AND AWARENESS
1. FOD presents a significant risk to Air Safety. Whilst FOD is an inevitable part of aircraft operations, every effort must be made to ensure that all avoidable FOD incidents are prevented. Effective precautions and systems are to be implemented to prevent and minimise FOD occurrences. All personnel at Culdrose must proactively take a personal interest in and responsibility for FOD prevention in their areas of responsibility. FOD prevention is an essential element of Air Safety and must be managed, and given appropriate priority, by Squadron and Unit Flight Safety Organisations. 2. The FOD Prevention Officer is the Station Air Safety Officer. TORs are at RA 1400(2). Squadron and Unit Flight Safety Officers (FSO) have responsibility for FOD prevention on his Squadron dispersal, in associated hangars and car parks. 3. All reporting and investigation of FOD occurrences is to be carried out in accordance with RA1410. 4. FOD awareness forms part of initial, continuation and specialist training and that local FOD hazards and risks are included in induction and arrival briefs. 5. Local engineering and airfield management orders and processes for the removal of FOD are to be promulgated at Squadron/Department level. 6. All contractors and visitors to Culdrose are to have received a 4Cs brief prior to proceeding with works. The Project Manager and Squadron FSO are to ensure a robust system is in place to enhance this brief on FOD prevention measures, pertinent to each Squadron/Department/Area. FOD AWARENESS 7 Awareness Training. Continuation training is to be completed within all Squadrons and departments, supplementing the minimum FOD awareness presentation included in the Welcome to Culdrose arrival briefs.
8 FOD Prevention Displays. Each squadron/department must make every effort to publicise FOD Prevention. FOD information boards are to be placed in prominent positions, together with a FOD Bin at entry and exit points.
9. FOD Signs. FOD awareness signs are to be located at the entry points to all aircraft operating areas. Additionally, smaller FOD signs may be used to raise general awareness at key locations around the unit.
10. FOD Publicity. Publicity material is available through the RNFSC. FSOs must publicise FOD prevention as widely as possible across their areas of responsibility. The FOD Hotline, on Ext 2418/2415, should be contacted for any sightings or problems that cannot be resolved on the spot. These numbers can be used to contact the CU FOD warden who will arrange for the FOD to be removed.
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11. Squadron FOD Representatives. Each Squadron should nominate an individual to act as a point of contact between the FOD Prevention Officer and Squadron Flight Safety Officers. They should also promote FOD awareness and understanding of OP CLEANSWEEP. FOD PREVENTION MEASURES
12. FOD Plods. OP CLEANSWEEP, the Station wide FOD Plod should be completed monthly. In addition to this, a Station wide FOD Plod must be conducted post AIR DAY. All Squadrons and units are to carry out a FOD Plod of their respective dispersals, in use aircraft operating areas, car parks and immediate adjoining areas at least weekly and prior to flying operations. 13. Airfield Operating Surface (AOS) Cleanliness.
13.1 AOS Fault Management. DATCO or suitably qualified representative will complete a daily airfield inspection reporting defects to SATCO, who will liaise with DIO. Any potential FOD issues arising from un-rectified faults or programmed works will be discussed with the ASO, who will investigate ways to minimize any identified risks. 13.2 AOS FOD Migration. Every effort is to be made to prevent the migration of FOD onto AOS. Unnecessary transit of AOS by vehicles is to be avoided. Skips and bins around the unit are to have covers and must not be allowed to overflow. 13.3 Operational Factors. If FOD is present on an AOS, aircrew and maintainers are to be cognisant of the effect of rotor downwash on this FOD. 13.4 AOS Clearing. The Culdrose AOS sweeping plan incorporates the main AOS areas but should Squadrons or units deem that there is a need for a sweeper, they are to request this through DATCO. Debris from airfield runway sweepers must be analyzed by MT and significant issues reported to ASO.
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Annex O to Defence Aerodrome Manual
AERODROME RESCUE AND FIREFIGHTING SERVICES ORDERS
1. AD Category for RNAS Culdrose Fire Fighting: ICAO 5 with potential to surge with sufficient notice to RNAS Culdrose Air Operations. 2. Rescue Equipment: As required for ICAO 5 with potential to surge with sufficient notice to RNAS Culdrose Air Operations.
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DANGEROUS GOODS PROCEDURES
LOADING/UNLOADING
00 { HYPERLINK \l "a2700" } 01 { HYPERLINK \l "a2701" } 02 { HYPERLINK \l "a2702" } 03 { HYPERLINK \l "a2703" } 04 { HYPERLINK \l "a2704" } 05 { HYPERLINK \l "a2705" } 06 {HYPERLINK \l "a2707"} 07 {HYPERLINK \l "a2708"} 00 ARMAMENT LOADING 1. All armament equipment and stores are to be loaded and unloaded in accordance with the appropriate instructions/Armament Procedure Sheets. 2. All requirements for air armament explosive stores are to be made to the Explosive Management Section (EMS). Under normal circumstances at least 24 hours notice is to be given. 3. The following definitions apply throughout this chapter:
a. Hang-up. All occasions in which a weapon or store has failed to release from its carrier or launcher, or a gun incurs a stoppage which cannot be cleared in the air, following a positive attempt to release, fire or jettison. b. Misfire. Failure to fire or explode properly or the failure of the primer of the propelling charge of a round or projectile to function wholly or in part. c. Live weapon. Any weapon or store which has an explosive content or which is designed to produce a propulsive or incendiary effect.
d. Drill weapon. Any weapon or store that does not have an explosive content or which is designed to produce a propulsive, incendiary or pyrotechnic effect.
01 ARMING SITES 1. There is currently only ONE site/spot at RNAS Culdrose with an Explosive License for the parking of an Armed Aircraft with HD1.1 Live High Explosive (HE) Weapons. This site is Directional Weapons Spot 1 on Runway 36 South (DW Spot 1 RW 36S) and is only to be used in the event of an Emergency (e.g Unserviceable Armed Aircraft diversion, Weapon Hang-up, Weapon Misfire). 2. Aircraft armed with directional weapons are to be parked on DW Spot 1 RW 36S on a safe heading of 43 deg True as detailed on the ‘Directional Weapons Map’ held in the ATC.
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3. Aircraft fitted with Defence Aid Suite (DAS) and loaded with flares are to be positioned at one of the thirteen licensed Aircraft DAS Spots iaw the regulations in CSO CH14 Annex F. 4. Concurrent Flight Deck Operations (Engine/RRRF) - Engine/RRRF operations should only take place concurrently with weapon loading/unloading operations on the opposite side of the aircraft from that being fuelled. 02 ROTARY WING OPERATIONS 1. The following Air Weapons/Pyrotechnics/Stores may be loaded or unloaded at any Squadron
dispersal:
a. Sting Ray TVT, Drill Depth Charge Mk 11.
b. Aircraft Power Cartridges, Smoke and Flame Floats, Marine Sound Signals, Signal Cartridges. c. Cabin mounted guns may be fitted to A/C on any dispersal, subject to standard operating procedures in that the weapon is not physically loaded with a round in the breech.
2. Once loaded, aircraft maintenance is to be kept to only those activities that have been authorised in the Aircraft Document Set (ADS) by Aircraft Type and all safety precautions, as per local Squadron orders, are to be fully observed. 3. EMERGENCY PROCEDURES
a. Drill Weapon Hang-ups. This evolution may be exercised on any of the Squadron dispersals. If a hang-up occurs during flight operations, an emergency call (Urgency/PAN) is to be initiated and an emergency message passed to ATC. The aircraft is to recover to RNAS Culdrose ensuring that overflight of built up areas and livestock is avoided. The helicopter will be directed by DATCO to land at the most suitable safe parking space. b. Live Weapon Hang-ups. The helicopter will be directed by DATCO to land on the most suitable safe parking space with a clear approach into wind.
03 FIXED WING OPERATIONS 1. Visiting aircraft fitted with fixed forward firing live weapons (guns or guided) may be landed at Culdrose and parked iaw the current directional weapons map held by DATCO as authorised by Navy IE . 2. Live Guided Weapons. These are not to be loaded or unloaded at Culdrose unless operationally necessary. 3. Emergency Procedures
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a. Drill Weapon Hang-ups. This evolution may be practised using any squadron dispersal as directed by DATCO. b. Live Weapon Hang-ups. These aircraft are to be parked iaw the current directional weapons map held by DATCO as authorised by Navy IE). c. Misfire. Action as in 3b above.
Note: It is not always possible for the pilot of an aircraft fitted with a loaded gun to ascertain whether, after arming or firing, there is a round in the breech. Therefore, an aircraft with a loaded gun which has been armed or fired is to be treated as a 'Misfire' 04 LIVE WEAPONS 1. WO1 Explosive Management Section acts as the Head of Establishment Explosives Safety Representative (HoE ESR) as required by JSP 482 and is responsible for ensuring that all safety precautions and regulations for any explosives carried are enforced at all times. The HoE ESR will have the following Officers to assist him:
a. Ac Capt. As a Competent Person for ensuring that all weapon circuits are to safe or off and that all safety devices are fitted. b. Squadron AEO. To ensure procedures are followed correctly in their capacity as Unit Explosives Responsible Officer.
05 HANG-UPS AND MISFIRES - RESPONSIBILITIES 1. Culdrose Based Aircraft. Hang-ups and misfires involving any Culdrose based aircraft are the responsibility of the parent squadron AEO, CSO Ch14 0804 refers 2. Visiting Aircraft. The First-Aid actions for a hang-up or misfire involving a visiting aircraft are the responsibility of the aircrew as SUO/Competent Person, assisted by the Explosive Management Section. No attempt should be made to unload any weapons from such an aircraft, other than by qualified personnel, preferably from the parent Squadron, CSO Ch 14 0803.
3. Out of normal working hours, and in the absence of Explosive Management Section or Squadron AEO as appropriate, the Duty Technical Officer (DTO) is responsible.
4. Advice and assistance, if not available from the station, is to be obtained from the parent squadron or station. No attempt is to be made to tamper with unfamiliar explosives or weapons until the arrival of qualified personnel. 5. Sentries are to be provided by:
a. Host unit/duty personnel. b. Parenting squadron AEO.
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6. All weapons, once safe, and down loaded are to be placed in the custody of the Explosive Management Section. 7. The Explosive Management Section are to be informed with regards the rendering safe of all failed, damaged or misfired explosives in accordance with JSP 482. 8. All training rounds are to be treated in all respects as explosive stores. 9. After visiting aircraft involved in a weapon hang up have been made safe, responsibility will be assumed by the hosting unit as detailed by Air Traffic. 06 SPECIALIST OFFICER OF THE QUARTER (SOOQ) SHORE 1. Departments detailing Senior Ratings for this task are to ensure that the Senior Rating concerned has completed TEM 83 (Specialist OOQ course), at an Engineering Training School. 2. These Senior Ratings will assume responsibility for the custody, control, safe handling (including drill), preparation and accounting for such explosives at the Explosives Delivery Point (EDP); for the period in which these explosives are accepted from the custody of the Explosive Management Section. . 3. Specialist Officers of the Quarter Shore are to ensure that:
a. The Explosives are secure and are handled, mustered and accounted for in accordance with drills and laid down procedures. b. Any person handling the explosives is competent to do so, or is being supervised by a competent person. c. Control and security of their explosives are transferred to competent delegated personnel at watch changes; and when a watch is stood down for periods which do not justify returning the explosives to the custody of the Weapon Supply Party.
4. In general Explosives Delivery Points (EDPs) are located as follows:
a. Ready Use Lockers. b. Designated Weapon preparation Areas. c. Small Arms Ranges. d. Aircraft Loading Points.
07 WEAPON PREPARATION AND RESPONSIBILITIES 1. Introduction. JSP 482 rules require all live weapon/ordnance storage and preparation sites or bays to be licensed.
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2. Responsibilities for the Preparation of Explosives and Weapons at RNAS Culdrose
a. Explosive Storage Area Manager (1) All explosive holdings as required. b. Gunnery Officer
(1) All small arms and ammunition. (2) Riot and defensive weapons.
c. SURVO (1) All survival pyrotechnics. d. Squadrons (1) Pyrotechnics as required.
(2) Cabin mounted guns.
(3) Ejection seats.
(4) Aircraft power cartridges.
(5) DAS flare loads.
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Annex P to Defence Aerodrome Manual
AERODROME RESCUE AND FIRE FIGHTING TRAINING AREA ORDERS
1. ARFF Training Area Risk assessments are in accordance with {HYPERLINK "http://defenceintranet.diif.r.mil.uk/Reference/DINsJSPs/Pages/JSP426FireSafetyManual.aspx"} and {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/1/Docs8/20160406.1/JSP%20426%20Volume%203%20Leaflet%202%20-%20MOD%20Guidance%20For%20Aerodrome%20Rescue%20and%20Firefighting%20Services.pdf"}
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Defence Aerodrome Manual
HYDRAZINE (H70) LEAK
1. Some (older) F16 aircraft use Hydrazine fuel to operate their Emergency Power Unit (EPU). Hydrazine fuel is extremely corrosive and, whenever the aircraft’s EPU has been activated, a leakage within the system may occur and must, therefore, be assumed.
2. Whenever an F16 aircraft using Hydrazine fuel approaches to land at RNAS Culdrose, after
operation of its EPU, a Hydrazine fuel leakage is to be assumed as having occurred, and the following procedure activated:
2.1 The DATCO is to broadcast:
(Sound Tannoy Alert) “Hydrazine Leak Hydrazine Leak Hydrazine Leak No smoking in the vicinity of ……. An F16 with POB has suffered a Hydrazine fuel leak. Safety services and specialist incident support team close up . . . .”
2.2 When the aircraft has landed, it is to taxi clear of the runway as soon as possible and park nose into the wind.
2.3 Specialist incident support team will respond escorted by the NAS Culdrose Crew
Commander, who will dress in full protective clothing and don breathing apparatus. Specialist incident support team are to then close the aircraft and assist the pilot in leaving the aircraft.
2.4 Fire crews establish 30 metre cordon around the aircraft. 2.5 Specialist incident support team will neutralize the spillage.
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Annex Q to Defence Aerodrome Manual
AIR TRAFFIC CONTROL ORDERS
CULDROSE LOCAL AREA 0000 { HYPERLINK \l "A2200" } 0100 { HYPERLINK \l "A2201" } 0200 { HYPERLINK \l "A2202" } 0300 { HYPERLINK \l "A2205" } 0400 { HYPERLINK \l "A2206" } 0500 { HYPERLINK \l "A2205" } 0600 { HYPERLINK \l "A2206" } 0700-0900 SPARE
AERODROME PROCEDURES (GENERAL)
1000 { HYPERLINK \l "A2210" } 1100 SPARE 1200 { HYPERLINK \l "A2213" } 1300 { HYPERLINK \l "A2213" } 1400 { HYPERLINK \l "A2214" } 1500 { HYPERLINK \l "A2215" } 1600 { HYPERLINK \l "Q1600" } 1700-2200 SPARE
HELICOPTER PROCEDURES
2000 { HYPERLINK \l "A2220" } 2100 { HYPERLINK \l "A2221" } 2200 { HYPERLINK \l "A2222" } 2300 { HYPERLINK \l "A2223" } 2400 { HYPERLINK \l "A2224" } 2500 { HYPERLINK \l "A2225" } 2600 { HYPERLINK \l "A2226" } 2700 { HYPERLINK \l "a2227" } 2800 { HYPERLINK \l "A2228" } 2900 { HYPERLINK \l "A2229" } 3000 {HYPERLINK \l "A2230"} 3100 { HYPERLINK \l "A2231" } 3200 { HYPERLINK \l "A_32_fdtu" } 3300 { HYPERLINK \l "a33_Dean_Quarry" } 3400 CLIFF WINCHING AND CAL OPERATIONS
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3500 WET WINCHING PRACTICE AREAS 3600 HELICOPTER TRAINING IN LOCAL SEA AREAS 3500-3900
FIXED-WING PROCEDURES
4000 { HYPERLINK \l "A2240" } 4100 { HYPERLINK \l "A2241" } 4200 { HYPERLINK \l "A2242" } 4300 { HYPERLINK \l "A2243" } 4400 { HYPERLINK \l "A2244" } 4500 { HYPERLINK \l "A2245" } 4600 { HYPERLINK \l "A2246" } 4700 { HYPERLINK \l "A2248" } 4800 { HYPERLINK \l "A2248" } 4900 HAWK RADAR PRACTICE FORCED LANDINGS
INSTRUMENT RECOVERIES 5000 { HYPERLINK \l "A2250" } 5100 { HYPERLINK \l "A2253" } 5200 { HYPERLINK \l "A2254" } 5300-5400 SPARE
REMOTLEY PILOTED AIR SYSTEMS (RPAS) 5500 { HYPERLINK \l "Q5500" } 5600 { HYPERLINK \l "Q5600" } 5700 { HYPERLINK \l "Q5700" } 5800 { HYPERLINK \l "Q5800" } 5900 { HYPERLINK \l "Q5900" }
PEDESTRIAN AND VEHICLE CONTROL 6000 { HYPERLINK \l "A2260" } SEE CU DAM ANNEX X, Y AND Z 6100 { HYPERLINK \l "A2261" } 6200 { HYPERLINK \l "A2262" } 6300-6900 SPARE
ATC ORDER BOOK
7000 { HYPERLINK \l "ATCO_ORDER_BOOK" }
APPENDIX
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Q-1 APPENDIX 1 { HYPERLINK \l "annex_A_to_22" } Q-1 APPENDIX 2 { HYPERLINK \l "annex_B_to_22" } Q-1 APPENDIX 3 { HYPERLINK \l "annex_C_to_22" }
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CULDROSE LOCAL AREA
0000 GENERAL RULES 0001. The Local Area is 100nm radius based on the Culdrose Aerodrome Reference Point. The Culdrose and Predannack Combined MATZ is based on the TDZE of the Culdrose Main Instrument Runway (30), although Predannack aerodrome elevation is higher. 0002. All air systems transit, operating and circuit heights mentioned in this section are to be flown on the Culdrose QFE unless otherwise specified. 0003. All cloud bases mentioned in this section are measured as a height above Culdrose aerodrome elevation. 0004. All air systems inbound to Culdrose or rejoining from beyond a 20 mile radius are to call Culdrose Approach for joining instructions at least 20nm from the aerodrome. 0005. Emergency Safe Altitude (100nm) - 3400ft QNH. 0006. Air systems carrying external stores or drop tanks are not to overfly the Bomb Dump (Aerodrome Grid Ref: F8) at any height. Other air systems are not to overfly the Bomb Dump below 500ft. 0007. When operating within 12nm radius of CU aerodrome, radar services received by Culdrose based air systems are limited due to the proximity of the radar overhead and due to the radar suppression in the vicinity of Bonython Windfarm/Goonhilly. There is no requirement for ATC to inform pilots of this fact, however, visiting air systems shall be briefed accordingly. 0100 CULDROSE AERODROME INFORMATION
0101. Aerodrome Areas. The aerodrome is divided by the rwys into 7 helicopter operating areas, numbered clockwise from Area One between the thresholds of Rwys 30 and 36. Area Zero is an additional area contained by the thresholds of Rwys 18 and 25. Sloping ground landing areas are located in Areas 5 and 7 { HYPERLINK \l "annex_A_to_22" }. 0102. Dispersals. Dispersals are lettered clockwise commencing with the Dummy Deck at A Site. 0103. Permanent Obstructions. Omni-directional red lights mark:
(1) Control Tower (10) ILS Localiser Array (2 Receivers (11) Monopulse Aerial (3) Barrack Area Chimney (12) HRDF Aerial (4) F Site Buildings (13) Dummy Deck Tower
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(5) Hangars (14) Arrester Barrier Rwy 12/30 (6) W Site Chimney (15) All Weather Pitch Flood Lights (7) Watchman Aerial (16) ILS Glidepath Mast (8) PAR (Area 6) (17) NDB Mast (9) All Windsocks
0104. Temporary Obstructions.
a. A Truck Runway Control Vehicle (TRC) Rwy 12/30, positioned to the right side of the rwy and adjacent to the threshold during daylight Fixed-Wing (FW) moves. b. Other temporary obstructions – Lit with portable red lamps.
0200 OBSTRUCTIONS WITHIN THE MATZ 0201. Notable obstructions to be found within the MATZ are as follows:
a. Lit. AMSL RANGE BRG (ºT)
Goonhilly 574ft 3.8nm 129º T Bonython Manor Wind Farm 659ft 3.6nm 134º T
b. Unlit. AMSL RANGE BRG (ºT)
Tregonning Hill 636ft 4.2nm 298º T Hill Top TV Mast Helston 371ft 1.4nm 289º T
0300 TRUCK RUNWAY CONTROL (TRC) 0301. A TRC Vehicle operates from a site to the right of the rwy, adjacent to the threshold of Rwy 12/30, normally for all FW movements unless deemed otherwise by Command. 0302. Any pyrotechnic signals required from ATC in the circuit or final approach from an instrument approach will be fired from TRC. 0303. Aldis lamp signals directed from TRC are to be obeyed. 0304. During periods of Rotary-Wing (RW) flying TRC may be withdrawn and pyrotechnics and light signals will only be given from the Tower. 0305. In visibility of 800m or less TRC may be withdrawn at the discretion of the DATCO.
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0306. During FW flying operations to Rwy 12RH, the TRC is positioned within the ILS localiser critical area. When the TRC is located at the Rwy 12RH point, no ILS approaches are to be flown to Rwy 30. If an ILS approach is required, the TRC is to be removed and reinstated on completion of the approach. 0400 REDUCED OBSTACLE CLEARANCE 0401. In accordance with RA 3232, when Radar to Visual recoveries are in force the required obstacle clearance may be reduced to 500ft within 10nm of the radar head. The weather minima
for Radar to Visual recoveries are: Vis 5.0km, Cloudbase (⅜ or more) 1500 ft. 0500 ARRESTER BARRIER RUNWAY 12/30 0501. A type 'A' Aircraft Arrester Barrier is installed on Rwys 12/30. Operation of the barrier shall be in accordance with MAA RA 3268.
a. Calculation of Run Out Distance. The run out distance of the Type A barrier when engaged at 120kts/5300kg mass is approximately 530ft; for Hawks at a landing fuel of approx 500kg the barrier run-out is approximately 430ft at an engagement speed of 120kts. (These run-out distances assume no additional retardation as a result of rolling over soft ground.) The distances from the end of the runway to the nearest obstacles are as follows: Rwy 30 531ft (ILS Localiser)
Rwy 12 1968ft (Road)The graphs contained in AP119J-1400-1 AIRCRAFT
ARRESTING SYSTEMS (held by 736 NAS) should be consulted for more detailed information.
b. Minimum Distance for Ejection. The minimum distance from the barrier at which ejection should be initiated is as follows:
(1) At 80kt groundspeed 50ft. (2) At 120kt groundspeed 70ft.
0502. The SMEO's Department will carry out checks on the equipment prior to each flying period and sign the log in the VCR on completion. No check is required at weekends unless there are planned Hawk movements. ATC will inform the SMEO's Department that a check is required by 1200 Friday prior to the weekend in question. 0503. In accordance with RA 3268, the barrier state need not be passed to Station based air systems on clearance calls if the barrier is in the expected configuration. 0600 POLCREBO DOWNS MODEL AIRCRAFT FLYING CLUB 0601. A Model Aircraft Flying Club has been established 50 09 08.24N 005 17 41.90W - 339 degrees T/4.26nm from Culdrose (approx 1nm NE of Nancegollan and on the edge of the “Peanut”). The area has a radius of 1km and operate up to 400 feet agl. 0602. Although it is outwith the ATZ the Club members will contact Culdrose Operations when they intend to conduct flying and this information will be promulgated to all airspace users.
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0700-0900 SPARE AERODROME PROCEDURES (GENERAL) 1000 WARNING OUT 1001. Local movements are to be warned out to ATC providing the following information in the order below:
a. Callsign.
b. SAR capability - Full/Limited/Nil.
c. Sortie (specifying area e.g. CTF, Mts Bay, PDK, GFP North Coast etc).
d. POB.
e. First pilot's name and instrument rating.
f. ETD.
g. Sortie length and Endurance.
h. Details of armament.
Note: Full SAR capability means that the required air systems are serviceable and that a full crew qualified to operate the air systems in the necessary day or night profile is carried.
1100 SPARE 1200 CULDROSE RESTRICTED FLYING PERIODS 1201. During ceremonial occasions at Culdrose and certain periods within the aerodrome opening hours it is necessary to restrict the operation of air systems in and around the Air Station. These restrictions are defined as:
a. Restricted Flying Period. That period of time when part of the aerodrome is being used for a specific purpose, i.e. display practice. Movements in and out of the aerodrome are controlled by ATC to avoid any confliction. b. Closed Flying Period. That period of time when there are to be no movements in or out of the aerodrome. Departing air systems are to be clear of the aerodrome boundary by the start of the period. Ground-runs can take place and ground movements permitted under the positive control of ATC. c. Total Quiet Periods. That period of time during aerodrome opening hours when air systems movements, ground-taxiing and ground running of air systems will not be permitted.
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1202. Times will be promulgated in the CAG and relaxation of the above periods may be obtained from the DATCO. 1300 DEADSIDE 1301. The Culdrose Deadside is defined as an area from northern edge of Rwy 12/30 and to a line parallel to that rwy running through the RPAR at 700’-1500’. It extends from Western edge of Helston to Mawgan in the East. RW are free to operate underneath and on the aerodrome to the north of the demarcation line up to 500’ iaw the Immediate Area. RW traffic require ATC clearance to operate above and through the area. 1400 IMMEDIATE AREA 1401. A circle of 2nm radius up to 1000’ is established around the aerodrome and is referred to as the Immediate Area (IA). Within the IA RW air systems will operate not above 500ft QFE, with the exception of visual circuits, and FW air systems will operate not below 1000ft QFE. Any requirement to operate outside of these limitations will be subject to ATC approval with regard to the current traffic situation. 1500 BRAVO SITE BASED SQUADRONS USE OF BRAVO NORTH DISPERSAL 1501. Bravo North (BN) dispersal is the main operating site for Merlin air systems operated by 829 Naval Air Squadron. All sorties should plan to ground taxi to and from the aerodrome as normal, however, common sense and good airmanship may dictate that a no taxi departure/arrival would be more appropriate (e.g. strong winds preventing a safe ground taxi, or expeditious turn around required for tasking). 1502. Air systems may use BN dispersal for departures/arrivals subject to the following constraints:
a. Day Only. b. Towering take off only.
More detailed information and air systems limitations are within 829 Squadron Standing Orders (SSO’s). Visitors are to briefed accordingly by 829 Squadron. 1503. Departure Procedure. Call on #2, requesting a 'no taxi departure from BN'. When cleared, ground taxi to the downwind end of BN. Having obtained departure clearance from #1, a towering transition into wind is to be made to achieve a flyaway configuration before losing the option to abort the take off and make a safe landing. 1504. Arrival Procedure. After approval to conduct an approach to BN from the DATCO/ Aerodrome Controller (#1), a confined area approach is to made with pilots ensuring it is flown in such a manner as to provide a safe overshoot option in case of a single engine failure, as well as a running landing option in case the failure occurs beyond the committal point. 1505. Merlin helicopters operating from Bravo South (BS) may exceptionally, and for the reasons stated in para 1, use BN for departures and arrivals but the air system captain is to liaise
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closely with 829 Sqn (landline/Sqn discrete) beforehand to allow for co-ordination of movements and ground taxiing proximity awareness. 1506. All air systems departing or arriving are not to overfly the bomb dump, buildings, air system or personnel. A good lookout must be maintained at all times.
1507. At the discretion of the DATCO, visiting air systems being hosted by Bravo based squadrons may operate from BN dispersal i.a.w. the above constraints.
1508. As the dispersal cannot be seen from ATC the following phraseology is to be used: “Callsign, take off/land at your discretion, surface wind xxx/xx” 1600 750 CODE CALLSIGN ALLOCATION 1601. The IFF codes tabulated below are allocated to 750 NAS for the specified callsigns. These codes will be set by the Air system on departure from Culdrose as default unless instructed otherwise by a controller. They will also be selected should the aircraft be told to ‘squawk callsign’ for example on recovery. 1602. The is no requirement for the GND controller to issue the instruction ‘squawk callsign’ for these callsigns on the R/T change from GND to TWR. Squawks for other 750 NAS callsigns, ‘Hermes 70’ etc, will be passed as per standing arrangement from the APP Controller to the GND Controller during the prenote and from the GND Controller to the Air system.
Registration Callsign IFF Code (3/A)
ZZ 500 NAVY 570 7360
ZZ 501 NAVY 571 7361
ZZ 502 NAVY 572 7362
ZZ 503 NAVY 573 7363
1603. These instructions are mirrored in 750NAS. 1700-1900 SPARE
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HELICOPTER PROCEDURES
2000 TAXIING PROCEDURES 2001. RW are to taxi to the instructed holding point or an appropriate departure point if not departing from a rwy. RW requiring air taxi are to call #1 before lifting. 2002. Air systems must obtain a clearance to cross all rwys. 2003. Pilots should be aware that approaches may be made to any rwy and that they must maintain a good look out when crossing non-duty rwys. 2004. Taxiway C south of Y and the adjacent triangular grass area, are sterile to hovering air systems due to the close proximity of the Hawks. 2005. RW requiring to taxi past the ATC tower are to do so on the ground to lessen the risk of damage to vehicles, and to ensure required stilling distances are not breached. 2006. RW are not to lift into the hover until approved by the ADC on #1. 2100 HELICOPTER CIRCUIT RULES - DAY 2101. Regardless of the Duty Rwy, the circuit height is 1000ft, which must not be exceeded without ATC clearance. When the cloud base is below 1200ft AGL, the circuit height is to be 200ft below the cloud, down to a minimum cloudbase of 300ft AGL. Exercises may commence above the circuit height provided the cloudbase allows and clearance has been obtained from the Aerodrome Controller. See also Para 1400. 2102. The direction of the Duty Rwy establishes the direction of the traffic flow, both on the ground and in the air. 2103. Simultaneous left and right hand circuits are available to RW based upon the Duty Rwy. A left hand circuit is to be flown from areas to the left hand side of the Duty Rwy and a right hand circuit from areas to the right hand side of Duty Rwy. 2104. When multiple Autorotations are taking place at the same time, the exercise is to be limited to 2 air systems on finals, one left and one right to any circuit. 2105. Precision exercises may be flown up to a maximum height of 200ft. 2106. In order to maximise the use of rwys with multiple air systems, the following terminology is to be used:
a. 'THRESHOLD' – The first 500ft of the rwy. b. 'SHORT' – The first 1500ft of the rwy (not to be used on Rwys 07 or 36).
RW receiving such clearances are to do so within the distances stated above and hold short of any rwy intersection. Pilots may expect to see air systems using the rwy beyond that distance. Those requiring more than 1500ft landing distance are to request the whole rwy when joining or downwind.
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2107. When conducting visual approaches pilots may request, or controllers may issue an instruction, to land left or right of a rwy. Air systems making approaches to the areas adjacent to rwys will be cleared to land left or right of said rwy but permission will still be required to cross the Duty Rwy and Rwy 12/30. 2108. Due to the fact air systems flying in front of the Tower require rwy occupancy, the following restrictions apply for Rwy 12/30:
a. “Cleared to land 30 Left” – The air system is to remain left of the rwy and make an approach to any appropriate part of the aerodrome no further West than D Site.
b. “Cleared to land 12 Right” – The air system is to remain right of the rwy and make an approach to any appropriate part of the aerodrome no further East than E Site.
2109. RW conducting visual and practice instrument approaches to Rwy 36 are to touch down at or beyond the 'displaced threshold', i.e. at Y/V. 2110. RW landing/taking off from Taxiway B are to avoid the noise sensitive areas around Gilly Gabben, this will require permission to “cross recross” the Rwy 30 approach/ Rwy 12 climb out. 2200 HELICOPTER CIRCUIT AND R/T PROCEDURES 2201. Full R/T calls are to be made unless approved by ATC.
2202. Both aircrew and ATC personnel are to be aware that a high degree of circuit discipline and airmanship is essential in this environment. 2300 SLOPING GROUND LANDING AREA/AERODROME WINCHING AREAS 2301. There are two sloping ground-landing areas on the aerodrome:
a. The northern side of Taxiway B in Area 7, between 'A' and 'B' Sites (Grid Ref F8). b. The northern side of Taxiway H in Area 5 (Grid Ref E5).
2302. A maximum of two RW of the same type may operate on any one sloping ground area at a time. RW are to use the upper part of the slope to enable visual contact to be maintained from the VCR as fire vehicles will not be in attendance. RW are not to use the slope behind the hangars on 'A' site. 2303. Area ‘0’ is restricted to one air system, primarily for dry wincing practice, and normally only when Rwy 12/30 is the Duty Rwy. 2400 HELICOPTER AND FIXED WING CO-ORDINATION 2401. The simultaneous use (for circuits) of a Duty Rwy (07/25 and 36/18) for RW and Rwy 12RH/30 for FW is not permitted. 2402. Simultaneous IFR approaches to dual rwys are not permitted.
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2403. Stilling Positions. In order to avoid helicopter downwash affecting FW take-offs and landings, the following minimum horizontal separation for hovering a/c from the FW rwy in use is to apply:
a. RW with a mass of up to but not including 3,175 kg 60m b. RW with a mass of 3,175 kg up to but not including 5,760 kg 120m c. RW with a mass of 5,760 kg up to but not including 100,000 kg
(including SeaKing and Merlin) 180m
N.B. RW are not to still in the ILS Protected Area in front of the Glidepath Mast, Area 1.
2404. Circuit Procedures During Fixed Wing Movements.
a. Helicopter circuits may continue normally during Culdrose based FW movements at the discretion of the DATCO. All pilots of RW hovering adjacent to the fixed wing rwy in use should be prepared to land immediately if instructed to still on the ground by ATC. b. When FW air systems are carrying out Instrument Approaches and the rwy differs from the Duty Rwy, the circuit traffic to the Duty Rwy is to be stilled on the ground or to remain at circuit height clear of the instrument rwy being used.
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c. When mixing RW and FW circuits, standard integration techniques should be employed and stilling distances should be applied. In exceptional circumstances RW may be cleared to land on the Northern taxiway, avoiding noise sensitive areas around Gilly Gabben. Helicopter pilots must exercise extreme caution on finals and taking off, remaining well clear of the FW approach and climb out. All aircrew are to be aware of the potential hazards of wake turbulence and helicopter rotor downwash, which can be created during approaches to adjacent landing areas.
2405. Whenever the appropriate helicopter action for a FW landing is to 'still' or 'hold at circuit height', it is to be completed as soon as practicable after being instructed to do so. 2406. Multi-engine FW air systems flying with engine(s) out, whether in emergency or for practice, are to have absolute priority over all circuit traffic excluding actual emergencies. 2407. Concurrent FW and RW circuits during night flying are to be careful managed and deconflicted at the night flying brief. 2408. Hawk Practice Forced Landing (PFL). When Hawk air systems are conducting Radar or Visual PFLs, other air systems within the visual circuit, departing or carrying out low approach/touch & go will be instructed not to climb above 1500ft QFE. See 4900 for FW procedure. 2500 HELICOPTER CIRCUIT RULES - NIGHT 2501. Helicopter circuit rules (day) apply at night except where modified by this order. 2502. Normal circuit height is to be 1000ft, however this may be lowered with command approval. A maximum of three air systems are allowed in any one circuit, with two air systems physically using the Tee. 2503. Two helicopter circuits, separated by the illuminated Duty Rwy and approach lights, are permissible. Circuits are to be left and right hand respectively. Tees are to be aligned with the illuminated rwy and circuits are to be flown parallel to this rwy. The circuit direction to some Tees on some RWs may be non-standard; visitors are to consult ATC for details prior to night sorties. Lamps will be placed in Tees as follows:
White - Right hand circuit Red - Left hand circuit
2504. Still positions for RW are one to either side of the Tee. 2505. Two air systems may land at the same Tee, one left, one right. When carrying out autorotation, any air system on the Tee when the 'Finals Auto' call is made is to 'still' until the autorotating air system has overshot. 2506. The following radio calls, in addition to the day procedures, are to be made in the circuit:
a. 'c/s, Downwind Red/White' or 'Downwind Auto Red/White'
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b. 'c/s, Finals Red/White gear down (if applicable)' or 'Finals Auto Red/White gear down (if applicable) ' or 'Finals Auto to low approach Red/White gear down'. c. 'c/s, Ready Departure Red/White'
2507. Instrument Approaches during Night Circuits. Whenever helicopter circuits are taking place, because of the proximity of circuit air system and air system carrying out a low approach from PAR, the following restrictions are to be applied:
a. Both Circuits Active. No practice overshoots from PAR will be permitted. If RW require a further PAR, they are to land at the threshold and air taxi upwind for an IF take-off. FW air systems are to land. b. One Circuit Active. Practice overshoots from PAR will be permitted, provided the overshooting air system carries out a visual overshoot and maintains the rwy centre line.
2600 VFR HELICOPTER DEPARTURES AND SSR PROCEDURES 2601. The VFR helicopter departure procedures are either:
a. Take off and fly one of the VFR Departure Routes described under Article 27 or, b. Depart at 500ft QFE. Once clear of the IA climb to 1000ft QFE, change to Culdrose Approach (#3) at the MATZ boundary, remaining clear of the climb-out and approach lanes of the Duty Rwy and Rwy 12/30.
c. RW air systems wishing to depart contrary to these procedures are to request a Non-Standard departure. The controller will assess the traffic situation and either approve or deny the request.
2602. Unless otherwise instructed by ATC or a published procedure, RW departing VFR are to squawk Mode 3A code 7030 immediately from take-off until instructed to select an alternative code.
2603. For co-ordination purposes, air systems squawking 7030 will be deemed by ATC to be at or below 1000ft QFE.
2604. For co-ordination purposes, air systems operating at PDK / PDK Local Area established on PDK routes squawking 7354 will be deemed by ATC to be at or below 2000ft QFE and will be subject to vertical separation against IF traffic in accordance with MAA RA 3228. Air systems squawking 7355 will be restricted to an agreed upper height limit and coordination against IF traffic 500ft / 1000ft above that upper height is permitted iaw MAA RA 3228.
2605. RW joining Predannack or the Local Area from a position other than Culdrose are to select Mode 3/A 7354 when changing to Predannack Tower frequency, or at the ATZ boundary whichever is the earlier.
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2606. Falmouth Bay route traffic are to squawk Mode 3/A 7030 between the aerodrome boundary and Rosemullion Head, both inbound and outbound. Mounts Bay route traffic will be allocated a Mode 3/A 707 series squawk on taxiing, which is to be set at the MATZ Boundary. 2607. Air systems operating over the sea may be deemed not above 1300ft QNH if squawking 7070-7077. Vertical Separation may be applied i.a.w. MAA RA 3228 to ac transiting above.
2608. Weather Minima. RW carrying out VFR departures are to remain clear of cloud and in sight of the surface. 2700 VFR HELICOPTER ROUTES 2701. The following prescribed routes exist within the MATZ and are to be used for transit to and from or within the MATZ wherever possible. These routes provide vertical and horizontal separation from other Culdrose traffic and consequently the maximum safety. Outside the MATZ, clearance is to be sought from Culdrose Approach before climbing above 1000 ft. 2702. Routes to and from the standard RW operating areas will, initially be flown through two-way geographical points, detailed at Annex B, not above 500ft QFE and operate on a see and be seen principle. When weather conditions are GRN or worse a one-way route (OWR) system, controlled by Culdrose Tower (#1), will be adopted and air systems will be either held on the aerodrome or clear of the route until the opposite direction traffic can be seen. At the DATCOs discretion and to allow for variances in local weather conditions, some of the routes may not be one way in GRN conditions. Pilots are to state the required IA entry/exit point on their initial call to join or depart on Culdrose Tower (#1). VFR traffic on the routes must remain vigilant to a/c conducting IFR approaches to any Rwy. 2703. When the cloudbase (SCT or worse) is below 500ft QFE the routes will be closed and all VFR arrivals and departures will be at the discretion of the Lt Cdr (F)/DLC(F). 2704. Mounts Bay Routes. All a/c transiting to and from Mounts Bay will exit and enter the IA at 500ft QFE via the following points depending on the Duty Rwy at Culdrose:
a. Rwy 25 and 30 – exit via Loe Bar (SW644241) and enter via Halzephron (SW655215). b. Rwy 07, 12, 18 and 36 – exit via Halzephron (SW655215) and enter via Loe Bar (SW644241). c. Outbound. On coasting out, a/c are to squawk 707A (as allocated on taxi), change to Culdrose Radar (#8) and may climb, once clear the IA, not above 1000ft QFE, in order to satisfy power check requirements. d. Inbound. A/c will transit towards the appropriate IA entry point not above 500’ and are to be established on Culdrose Tower (#1), prior to coasting in, squawking 7030. e. OWR. When weather conditions are GRN or worse, air systems are to route via the appropriate IA exit and entry point 200ft below cloud base down to a minimum cloud base of 500ft. Air systems are to have a positive clearance to enter either route.
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2705. Falmouth Bay Routes. All a/c transiting to and from Falmouth Bay will exit and enter the IA not above 500ft QFE via Gweek (SW710261).
a. Outbound. At Gweek climb to 1000ft QFE and follow the North bank of the river to Rosemullion Head and then change to Culdrose Radar (#8). b. Inbound. At the mouth of the Helford, squawk 7030, change to Culdrose Tower (#1); follow the South bank of the river at 500ft QFE and report at Gweek. c. OWR. When weather conditions are GRN or worse, air systems are to fly along the river 200ft below cloud base down to a minimum cloud base of 500ft. Air systems are to have a positive clearance to enter the route.
2706. Predannack Routes. Air systems transiting to and from Predannack will exit and enter the IA not above 500ft QFE via Cury (SW684220) on the Predannack Route or Halzephron on the Coastal Route. Predannack Route
a. Outbound. At Cury climb to 1000ft QFE and remain to the West of the unclassified road between the A3083 and White Cross. Then change to Predannack Tower (#6) at Cury and squawk 7354.
b. Inbound. Once clear of the visual circuit change to Culdrose Tower (#1) and squawk 7030. Remain to the East of the unclassified road between the White Cross and the A3083 at 500ft QFE. c. OWR. When weather conditions are GRN or worse, air systems are to follow the unclassified road between the A3083 and White Cross remaining 200ft below cloud base down to a minimum cloud base of 500ft. Air systems are to have a positive clearance to enter the route. Predannack Coastal Route d. Outbound. At Halzephron climb to 1000ft QFE and transit direct to PDK Head. Air systems are to change to PDK Tower (#6) Squawking 7354 at Halzephron. e. Inbound. Depart PDK via PDK Head and transit direct to Halzephron at 500ft QFE. Air systems are to call CU Tower (#1) Squawking 7030 once clear of the visual circuit. f. OWR. When weather conditions are GRN or worse, air systems are to follow the coast down to a minimum cloudbase of 500ft QFE. Air systems are to have a positive clearance to enter the route. g. The transfer of under-slung loads between Culdrose and Predannack are to be conducted over the sea.
2707. Night Flying Routes. Routine mixed FW and RW night flying will be deconflicted by time and planned at the night flying brief. With no FW visual circuits and in order to minimise noise complaints all routes will be flown at 1000ft QFE and the OWR system will be in force. When the cloud base is below 1200ft, this may be reduced, at the discretion of the Lt Cdr (F)/DLC(F).
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2800 VFR HELICOPTER ARRIVALS 2801. The VFR Helicopter arrival procedures are as follows:
a. Follow one of the VFR helicopter routes or, b. Enter the MATZ at 500ft AGL, calling Culdrose Tower (#1) at the MATZ boundary, squawking 7030 and are to be at 500ft QFE by the IA, remaining clear of the climb-out and approach lanes of the Duty Rwy and Rwy 12/30.
2802. RW air systems wishing to recover contrary to these procedures are to request a Non-Standard arrival. The controller will assess the traffic situation and either approve or deny the request. 2803. At the DATCO's discretion, approaches may be made to the thresholds of non-Duty Rwys and dispersals. 2900 HELICOPTER IFR DEPARTURE PROCEDURES 2901. The IFR helicopter departure procedure is as follows:
a. Once in receipt of take-off clearance, RW are to depart expeditiously without carrying out a lookout spot turn. b. Climb on Rwy track to 2500ft QFE or as directed by ATC. c. During busy departure periods when FW air systems are operating from Rwy 12RH/30, IF RW may be required to take-off from areas adjacent to, but clear of, the rwy. 1. Note. In FW VFR conditions, RW aircrew are advised that ATC will initially provide a Traffic Service (TS) for a practice IFR departure in order to facilitate departure of faster VFR FW traffic astern. Requests for an upgrade to a Deconfliction Service (DS) from such RW departures will only be accepted once the air system has cleared the climb-out lane. Departure of faster FW traffic behind practice IFR RW air systems will only be permitted once the FW pilot has confirmed visual contact with the IFR RW traffic departing ahead; the FW pilot will then assume responsibility for ensuring sufficient separation is maintained from the departing IFR RW air systems. ATC may still impose IFR departures in any conditions if deemed necessary.
3000 ALTIMETER SETTINGS WHEN FLYING BELOW THE TRANSITION ALTITUDE 3001. Air systems operating at or below the Transition Altitude are to do so on the relevant RPS except as follows:
a. Culdrose QFE will normally be set when operating within:
(1) Culdrose/Predannack Combined MATZ, including the Predannack Local Area. (2) IF Areas.
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(3) Approved helicopter routes. (4) Or as directed by Culdrose ATC.
b. Culdrose QNH will normally be set when operating within the Mounts Bay or Falmouth Bay areas. c. The Western QNH is to be passed for RW working in the Sea area C’s.
3100 HELICOPTER INSTRUMENT FLYING AREAS 3101. IF Area Alpha.
a. Co-ordinates. See map at Annex C.
50155N 005180W SW 648 458 Portreath, Gull Rock 50230N 005090W SW 756 592 Penhale Point 50130N 004480W SX 001 392 Dodman Point 50083N 005024W SW 827 315 Pendennis Point Return to origin
b. Vertical Limits. 2500ft - 5500ft QFE.
3102. A maximum of two air systems can be accepted in this Area (1 in North and 1 in South). To assist co-ordination and reduce the R/T workload, IF Area Alpha is divided into 2 sectors, designated North and South. Dividing co-ordinates are 50120N 00510W to 50183N 00500W. Air systems will only be confined to sectors if there is adjacent IF activity. 3103. IF Area Bravo.
a. Co-ordinates. { HYPERLINK \l "annex_C_to_22" }.
50070N 005284W SW 515 299 St Michael's Mount 50040N 005430W SW 342 253 Land's End 50120N 005470W SW 312 402 50160N 005290W SW 518 465 Return to origin
b. Vertical Limits. 2500ft - 5500ft QFE.
3104. IF Area Charlie.
a. Co-ordinates. {HYPERLINK "C:\\Users\\griffint255\\AppData\\Local\\Microsoft\\Windows\\Temporary Internet Files\\Content.Outlook\\RHJJFH7R\\Annex C to Section 22.doc"}.
50070N 005284W SW 515 299 St Michael's Mount 50040N 005430W SW 342 253 Land's End
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49540N 005330W SW 453 058 49560N 005180W SW 632 093 Return to origin
b. Vertical Limits. 2500ft to 5500ft QFE.
3105. A maximum of 3 air systems can be accepted in the combined IF Areas of Bravo and Charlie with no more than 2 air systems in one area. To assist co-ordination and separation of traffic, ATC may allocate specific areas. 3106. In conditions when air systems are restricted due to icing conditions, the base level of IF Area Charlie may be lowered to 1500ft QFE subject to approval of the IF controller. When operating below 2500ft QFE aircrews are to ensure that they remain clear of the St Just ATZ. 3107. Controllers are to ensure that a minimum separation of 500ft is maintained between IF air systems in IF Area Charlie and Mounts Bay traffic, taking into consideration the difference between the Culdrose QFE and QNH.
3200 FDTU SINGLE SPOT OPERATIONS 3201. The Flight Deck Training Unit (FDTU) conduct 'Single Spot Operations Training' at the Dummy Deck on A Site. Single spot ops are conducted to a mock Type 23 flight deck, in the form of a trailer. The mock flight deck heading should be closely aligned with the Duty Rwy; Circuit direction to/from the FDTU should be as follows:
Duty R/W Deck Hdg Circuit Direction 12 13 LH 30 31 RH Duty R/W Deck Hdg Circuit Direction 36 36 RH 18 18 LH 07 36 RH 25 18 LH
3202. To ensure deconfliction with other circuit users the following procedures are to be adhered to for air systems operating to the Dummy Deck single spot:
a. Air systems are to continuously monitor Culdrose Tower Frequency (#1) in addition to the FDTU FLYCO frequency. b. Once the Dummy Deck personnel have issued a clearance to lift the deck, the air system may lift into the hover and transition to the side of the deck. The Tower will instruct the air system to 'Hold', when circumstances dictate.
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c. Circuits should be flown at 500ft QFE. During daylight ops only a 'Finals the Deck' call is required. The Tower will not acknowledge this call. All clearances to land the Deck must be obtained from the Dummy Deck personnel. d. Circuiting air systems should remain to the North of Rwy 12/30. Where this is not possible a positive clearance must be obtained from Culdrose Tower to cross/re-cross Rwy 12/30 as required. Air system are to avoid overflying the Bomb Dump, the MOD dog kennels and other air systems taxiing. Additionally, whenever possible, air systems are to avoid direct over flight of houses. e. In the event of a wave off the air system is to call 'Overshooting the Deck' on #1. f. At night full circuit calls are to be made. g. Air systems joining Culdrose visual circuit will be informed when the Deck is active.
3203. Traffic transiting on the Bravo taxiway up to Alpha site is to be controlled using the A-B traffic lights. 3300 DEAN QUARRY 3301. Dean Quarry (SW 8060 2040) is used as an approved Sea King/Merlin winching area/remote landing sites
3302. Landing/winching is permitted anywhere within the quarry boundaries (Day and Night). Use is to be limited to the following conditions:
a. 0830 Mon – 1200 Fri - max 2 x 30 minute slots per day a.m./p.m. (no p.m. Fri).
b. Mon – Thu night flying 1 x 30 minute slot per night.
c. 1200 Fri – 0830 Mon Dean Quarry not to be used. 3303. Air systems are to remain in contact with Culdrose Channel 10 and Squawk 7357. For co-ordination purposes, air systems operating in the vicinity of Dean Quarry and squawking 7357 will be deemed by ATC to be at or below 500ft QFE. 3304. Air systems will operate at a maximum height of 500ft QFE.
3400 CLIFF WINCHING AND CAL OPERATIONS
APPROVED SEA KING/MERLIN CLIFF WINCHING AREAS AND REMOTE LANDING SITES
1. Halzephron Cliffs. Area between Map 203 Grid Reference 653 211 and Grid Ref 653 209. Pedngwinian is the area used for approaches to the large bowl. A number of approaches can be made to various parts of the bowl depending on conditions, flight into the bowl requires relatively light winds from the South West as the approach is likely to be down wind initially. The North
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Westerly and Southern ridges should not be used for touchdowns. Caution should be exercised when touching down on the concrete plinth on the southern ridge. Sea King and Merlin. Note: Winching at Halzephron is not to take place when the Poor Weather Coastal route is in force. 2. Tregear Point (Porthleven Bowl). Map 203 Grid Reference 620 263. It can be used for bowl approaches and beach landings at low tide with light South Westerly winds. Sea King and Merlin. 3. Porthkerris Beach. Map 204 Grid Reference 806 227. Care should be taken in Westerly winds. Sea King and Merlin. 4. Fishing Cove. Map 203 Grid Reference 596 429. A small cove with sheer cliffs in close proximity up to 250' high. The winching site is fairly steep within the cove and the cove itself provides a sizeable area for beach landings. The site is suitable for use with winds from any direction but care must be taken with south/south-easterly winds due to significant down drafting and turbulence. This site is currently under review and is not to be used UFN. 5. Crane Island. Map 203 Grid Reference 632 441. A small conical shaped island about ¼ mile offshore, best approached from seaward or along the coast. Suitable for use with any wind direction but care required with offshore winds because of the possibility of downdraughts. Sea King and Merlin. 6. North Cliffs. Sheet 203 – area between SW6120 4300 – SW6390 4435*. Beware of down-drafting with off shore winds. Available 24 hrs for cliff winching or landing. This site is currently under review and is not to be used UFN. 7. Gurnards Head. Area between sheet 203 grid ref 430384 and 435384. Available normally between 0830 & 1700, with a maximum of two night flying visits per month. This site is currently under review and is not to be used UFN. 8. Portreath. Cliff winching sites available between sheet 203 grid ref 654458 and 677473*. Beware of down-drafting with off shore winds. No restrictions on times. During helicopter operations Portreath Fire Section will maintain a listening watch on frequency 123.1. This site is currently under review and is not to be used UFN. Notes: 1. Care is to be taken during night or poor visibility operations because of the large
number of unlit masts in the area. 2. HIRTA clearance of the masts for Sea King Mk 5 is laid down in 'UK Military Aeronautical Planning Document' Volume 3.
9. Arrowman Cliff Training Area. This cliff winching area runs from Spernic Cove (SW753167) to Downas Cove (SW764167). The area is to be used from 1 September through to 30 March only to avoid the bird nesting season. Operating times from 0830-1700 with a maximum of two night flying visits per month. This site is currently under review and is not to be used UFN. 10. Blackhead Cliffs. Sheet 204 – Area between SW7650 1670 to SW7820 1730*
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Available 24 hrs for cliff winching or landing. This site is currently under review and is not to be used UFN. 11. Cribba Head Cliffs. Sheet 203 – Area between SW3965 2220 to SW4035 2260* Available 24 hrs for cliff winching or landing. This site is currently under review and is not to be used UFN. 12. Rosemergy Cliffs. Sheet 203 – Area between SW4080 3610 to SW4255 3790* Available 24 hrs for cliff winching or landing. This site is currently under review and is not to be used UFN. 13. The Carracks Cliffs. Sheet 203 – Area between SW4650 4010 to SW4800 4100* Available 24 hrs for cliff winching or landing. This site is currently under review and is not to be used UFN. 14. Tremearne Farm Cliffs. Sheet 203 – Area between SW625 257 to SW604 268* Available 24 hrs for cliff winching or landing. This site is not to be used during notified periods of Chough nesting. This site is currently under review and is not to be used UFN. 15. Area adjacent to Land’s End complex SW3440 2505. Adjacent to Land’s End Complex, this cliff site offers several options for walks of varying gradients. Several flat surfaces at the base provide the opportunity to conduct hi-line stretcher transfers, extended cable winching and over the sea recoveries. Best suited to a Northerly/Nor westerly wind direction, excellent overshoot seaward. Potential for cliff walkers and/or climbers; therefore, comprehensive reconnoitre essential. * Hazards – Turbulence, FOD & birds. 3500 WET WINCHING PRACTICE AREAS 3501. Falmouth Bay.
a. Winching practice may be carried out clear of active exercise areas in Falmouth Bay, normally in the mouth of the Helford River, remaining clear of Falmouth Harbour entrance and more than half a mile from the shore.
3502. Carrick Roads.
a. The use of Carrick Roads for winching may be authorised by Lieutenant Commander (Flying) when conditions are unsuitable in more exposed areas.
b. The following regulations are to be observed:
(1) Exercises are to be conducted north of the entrance to Falmouth Harbour.
(2) No sustained hovering within 400 yards of the shoreline.
(3) Buoys are not to be used as hovering datums.
(4) Wet winching must be conducted clear of dredged channels.
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(5) No exercises on Wednesdays between 0930 – 1015 (Feock church
service). 3600 HELICOPTER TRAINING IN LOCAL SEA AREAS OPERATIONS WITHIN THE AREAS 3601. CU has been assigned Dedicated User status for EGD 006 (Falmouth Bay) and Mounts Bay exercise areas. CU also enjoys Prime User Status of EGD 006A which permits aircraft to operate within the area, without booking, when it is not notified as being active with FOST serials. Ops CU will maintain a continuous block booking of areas C1, C2 and D1. 3602. CU based aircraft intending to fly within or through any of the remaining Danger Areas, however, are required to utilise the pre-flight danger area information service provided by FOST, via CU Ops, on 01752 557550. Exceptionally, short notice transit requirements or information concerning the availability of 'free' areas may be co-ordinated either direct through CU ATC or on Plymouth Military. ALTIMETER SETTINGS 3603. To facilitate the safe vertical separation of flying operations within the SCXAs Western, all aircraft will operate on the Western Area QNH (see Note 2). The current value of this pressure setting will be available from CU and Plymouth Military on the published frequencies. When CU and Plymouth Military are closed, the Western Area QNH will be available from FOST Operations on 01752 557550 or Plymouth Air Safety, HF frequency 3924 Mhz. Note.
1. A/c operating in the sea areas see 2139 and FLOO Vol 2 article 21125.1.
2. Notwithstanding para 6 above, 750 NAS will fly on the Scillies RPS when conducting radar homings and the SAS when conducting NAVEX serials.
3604. Available Training Areas.
a. The following sea areas are available for training:
Area Controlling Authority Falmouth Bay - D006 (up to 1300ft QNH) RNAS Culdrose Mounts Bay - X4919(up to 1300ft QNH) RNAS Culdrose D007 (up to 2000ft) FOST SCXA(W) FOST
b. The Falmouth Bay and Mounts Bay areas, with their sub-areas are shown below.
3605. Co-ordination of Activities.
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a. The Operations Officer is responsible for the co-ordination requirements for training, exercises and trials in Mounts Bay and Falmouth Bay.
b. ATC or Operations are to be informed when pyrotechnics have been despatched together with the position and burning time.
c. Bids for D007 or the South Coast Exercise Areas are to be submitted to the Ops Room by 1200 on the Monday for the following week. Bids will be co-ordinated by Ops and submitted to FOST for promulgation in the FOST WPP, which is issued at 0900 on Wednesday.
3606. Communications.
a. Culdrose Ops. The following frequencies are continuously manned during airfield opening hours:
Channel 12 Culdrose Ops
Culdrose NAMOPS (SAR HF - During incidents only)
Coastguard Channel 16 (Listening Watch only)
b. Culdrose Radar. Manned as required.
Channel 8 Mounts Bay & Falmouth Bay transits above 500ft AMSL
and aircraft operating off the North Coast passing Operations Normal Calls and Avengers operating in the radar areas.
Channel 9 Aircraft operating in IF A, B, C
Channel 10 Mounts Bay & Falmouth Bay
Exercises below 500ft AMSL
c. Joining Messages. On switching to an operating frequency aircraft are to pass the following to the supervising authority:
(1) Position, heading and height. (2) Intentions and off task time. The supervising authority is to pass the Culdrose QNH, allocate an operating area, and pass information on other activity in the area.
d. Ops Normal Calls. All aircraft operating over the sea ‘receiving a service from Culdrose’ are to make Operations Normal Calls at intervals not exceeding 20 minutes. If two way communications cannot be achieved by direct or indirect means, aircraft are to return immediately to avoid unnecessary overdue action being taken.
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e. Ships and Submarines. Ships and submarines operating with Culdrose aircraft, or operating independently in the Culdrose areas, are to be briefed by Ops to guard Culdrose HF. If a CASEX is prematurely terminated whilst the submarine is dived, Ops is to inform the submarine by Operational Immediate Signal.
MOUNTS BAY 3607. Traffic Service (TS) or Basic Service (BS) is provided in Mounts Bay 3608. The following R/T procedures are to be used:
a. Transit to and from the Bay on Channel 8 in accordance with Article 2228.
b. Aircraft operating in Mounts and Falmouth Bays will request a particular area to work in, which should be approved by the ATC radar controller whenever practicable. If a 2nd aircraft subsequently requires to transit through or operate within that area for any reason, prior to doing so, the controller is to establish its exact intentions and is to then request approval from the occupant of the area, stating the aircraft type, intentions, height and direction of travel. Only when such a transit/evolution is approved by the occupier of that area should the 2nd aircraft be allowed to continue. Concise traffic information is then to be passed to both aircraft.
c. If the occupant objects due to a potential confliction with his serial, then the transit aircraft is to be routed around the area in question.
d. When descending into an exercise area, change to Channel 10 before passing 800ft QNH in descent. When established in area call Culdrose Radar 'c/s established area (X), Ops normal calls every 20 minutes'. Culdrose Radar will acknowledge.
e. When departing an area transmit blind, 'c/s departing area (X), for (landfall)' on Channel 10. Culdrose radar will not acknowledge. Change to channel 8 before passing 500ft QNH in the climb.
f. Culdrose Radar will make an 'all stations' call on Channel 10, advising of any a/c transiting the Bay below 1300ft QNH that were not previously on Channel 10.
Notes.
i. The same ATCO mans Channel 8, Channel 9 and Channel 10.
ii. Two different transceivers (Porthkerris and Culdrose) are used on Channel 10 to give the low level coverage.
iii. Channel 10 is used in the sea areas as a quiet frequency (MINIMISE R/T).
3609. Aircraft will be allocated 707 – series squawks. 3610. When Runway 07 is in use, area 4 will be sterile.
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FALMOUTH BAY 3611. TS or BS is provided in Falmouth Bay 3612. RT procedures in accordance with CSO 2139 Para 2. 3613. Aircraft will be allocated 707- series squawks. 3614. When the visibility in Falmouth Bay is less than 3700m (2nm), operations in Area 3 are to be conducted in accordance with MMATM Ch4.50.
SOUTH COAST EXERCISE AREAS – WESTERN 3615. Aircraft operating in the SCXAs are to comply with one of the following procedures:
a. If remaining under Culdrose control, make Ops Normal Calls with Culdrose ATC or Culdrose Ops on HF.
b. If operating under ship control, non radar handovers are to be made and Airmove Arrivals and Departures are to be passed to the Ops Room.
3616. The definition 'free airspace' is applied to most of the FOST areas south of Culdrose
contained within the SCXAs. When squadrons wish to use these areas it will, where possible, be planned to deconflict with FOST serials. See FLOO Vol 2, 21129.12. In addition squadrons should:
a. Book area with Operations and give Ops the UHF frequency they will be using.
b. Where possible give the operating height bands.
c. Before briefing, check hazard sheet with Ops to confirm whether other aircraft are using the area. If so, they should contact that Squadron to arrange a mutual frequency. (Normally this will appear on the FOST WPP)
d. If a mutual frequency is not feasible, aircraft are to establish communications with each other when entering the areas, exchanging positional and height information.
e. Where doubt exists as to a crew's ability to maintain safe separation from other aircraft, aircraft should not hesitate to operate under a Radar Service provided by Culdrose ATC. This may require aircraft to operate at a greater altitude, compatible with radar coverage.
f. Aircraft operating in the Danger Areas contained within the SCXAs are to operate on the Western Area's QNH, except D006 and D006A where the Culdrose QNH is used.
g. A/c operating in the sea areas, contained within the SCXAs, south of Culdrose may do so on the appropriate RPS however, procedural height separation against FOST a/c, as detailed in the FOST WPP, will be relative to the Western Areas QNH.
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3617. Operations will attempt to ensure that frequencies in use are published on the FOST
WPP. Squadrons will be given exclusive use of an area whenever possible but this cannot be guaranteed.
3618. If squadron contingency programming is different from that reflected on the hazard
sheet, both Operations and any other Squadron affected must be informed.
DIVISION OF AREA – FALMOUTH/MOUNTS BAY
3700 – 3900 SPARE
FIXED-WING PROCEDURES
4000 FIXED-WING CIRCUIT RULES 4001. The FW circuit height is 1000ft. With prior approval of the DATCO low-level circuits down to a minimum of 500ft may be flown. 4002. The weather minima for visual circuits are: Visibility 5.0km, Cloudbase 3/8 or more at or above 1200ft.
4 5
6 7 8
1
2
3 FALMOUTH
BAY
MOUNTS
BAY
E
G
D
R
E
G
D
O
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4003. The circuit direction will vary according to the rwy in use.
4004. When intending to circuit to the non-Duty Rwy, permission for visual circuits is to be obtained prior to joining. 4005. The normal break positions for fixed wing air systems is deadside abeam the Tower. 4006. A standard break of 1000ft QFE remains the normal method of Visual / Radar – Visual recovery for Station based Hawks. Air systems should recover through the standard initial point before making the request for a low break, which may be approved at the Aerodrome Controller’s (ADC’s) discretion. In determining whether a low break should be approved, the ADC will assess the traffic situation and make a decision in good time to manage the visual circuit to sequence the requested low break with other visual and instrument traffic. It there is any doubt or any other traffic to affect, the request for a low break should be refused. The low break is to be conducted not below 500ft QFE deadside abeam the Tower. The air systems may then elect to continue into a low circuit at 500ft QFE or climb to normal circuit height at 1000ft QFE before turning finals 4007. Use Of Transponder In Visual Circuit. To enhance the situational awareness of TCAS equipped air systems on recovery to Culdrose, the following procedures are to be adopted:
a. FW on visual recovery, which are expected to land, are to be instructed to “retain squawk and continue with Culdrose Tower channel 1” when they report aerodrome in sight.
b. FW expected to join the visual circuit are to be instructed to “squawk 7010 and continue with Culdrose Tower channel 1”.
4100 LANDING OF FIXED-WING AIR SYSTEMS 4101. Station Based Military FW / Visiting FW Air Systems a. Air systems are to touch down on the centreline of the rwy then move across to the
normal exit side to allow for air systems with an emergency to overtake if required (hot lane). The interval between air systems should not normally be less than 3000ft. Distances are not applicable to formation landings.
b. Formation landings are not to be carried out if the rwy is flooded or its width is restricted by snow or ice. c. Air systems within a formation may be issued with a clearance to land in turn on their first approach only. During subsequent approaches the air systems are to be treated as single units and the normal clearances apply.
d. When controlling the same type of air systems in the visual circuit, clearances to land will only be given if the air system ahead has vacated the landing area, passed the 3000ft board or is airborne.
e. A clearance to land for air systems on PAR may be issued when the ADC can see that the previous air system (station based FW only) has passed the 3000ft board. If the
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controller cannot see the air system on the rwy, a clearance is not to be issued until the air system has reported the rwy vacated.
f. Controllers are never to issue a clearance to any air systems to touch and go or low approach in turn.
4200 NDB/DME PROCEDURES WHEN FIXED-WING VISUAL CIRCUIT CLOSED 4201. When the FW circuit is closed, RW may still conduct vis ccts 200ft below cloud to a min cloud base of 300ft. This will potentially bring the RW and NDB air systems into confliction. In such circumstances RW are to be stilled or restricted to not above 100ft. This restriction should also be applied to air systems on the aerodrome, eg conducting hover checks. 4202. Multiple NDB/DME approaches to the Non-Duty Rwy will not be permitted when there is traffic within the visual circuit to the Duty Rwy 4203. NDB/DME approaches only permitted to Non-Duty Rwy at the discretion of ATC. 4300 FIXED-WING CIRCUIT RULES - NIGHT 4301. FW circuit rules (day) apply at night except where modified by this order. 4302. A maximum of 3 air systems are allowed in the circuit. 4303. Low Breaks are not to be conducted. 4304. FW take off procedures: a. Formation take-offs are prohibited.
b. The interval between successive air systems is to be not less than 20 seconds.
c. For air systems of different types, wake turbulence should be considered. 4305. FW and RW concurrent circuits are to be deconflicted in advance. 4400 FIXED-WING DEPARTURE PROCEDURES 4401. Unless otherwise instructed the following departure procedures are to be followed:
a. VFR Departure. Departing air systems to maintain rwy track to a minimum of 1500ft QFE before turning on track and continuing climb iaw prenoted details, avoiding the following areas:
(1) The PDK MATZ and Predannack Local Area. (2) Helicopter IF Areas.
Air systems are not to turn until in RT contact with Culdrose Approach/Director.
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This departure may require a Radar release. The pilot must remain VMC until in receipt of an Air Traffic service from Approach. Pilots will be informed of slower traffic that has departed ahead and are responsible for ensuring that adequate separation is maintained. b. The weather minima for a VFR Departure is: Visibility >8km, Cloudbase not below 2000ft, however DATCOs may use their discretion when selecting the type of departure. To prevent possible conflictions with IFR recovery traffic, climb out restrictions may be applied to VFR Departures. d. Instrument Departure. Instrument Departures are required when the weather is below VFR Departure minima. The Aerodrome Controller is to obtain a radar release from the Approach Controller before granting take-off clearance. Instrument Departures may be imposed at any time. Unless otherwise directed, Instrument Departures are to maintain rwy track, climbing to 2500ft. Air systems are not to turn until instructed by Culdrose Approach/Director. e. Radar Release. A radar release is required for:
(1) All IFR flights. (2) When IFR departures are in force. (3) FW departures from the non-duty rwy.
f. Non-Standard Departure. Non standard departures require approval from ATC and may be subject to a radar release.
4500 FIXED-WING VFR RECOVERY PROCEDURES 4501. Initial calls for recovery are to be made prior to 20 nms radius from Culdrose. 4502. The following types of VFR recovery are available to Culdrose based FW air systems:
a. Visual Join. Normally used in weather conditions with a minimum visibility of 8km and less than 3/8 cloud not below 2500ft. Air systems are to self-navigate for the Initial Point (IP) (3nm on the extended rwy centre line at 1500ft QFE) ({ HYPERLINK \l "A2246" }), or as otherwise directed, avoiding:
(1) Helicopter IF areas. (2) VFR Helicopter routes. (3) Predannack MATZ and the Predannack Local Area.
Note: Visual recovery traffic will be informed of Radar traffic ahead that may affect and may be restricted not below 2000’ QFE until visual with the traffic or approved by Twr (#1). Air systems recovering visually will normally be offered a Basic Service (BS). However, as other air systems recovering under a Deconfliction Service (DS) must be afforded the prescribed separation criteria, air systems may be vectored to avoid such traffic.
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b. Radar to Visual. The weather minima for Radar to Visual recoveries are: Visibility 5.0km, Cloudbase 3/8 or more not below 1500ft agl. The Radar Controller will vector air systems to a position whereby the pilot is visual with the aerodrome and clear of conflicting traffic. At this point, air systems will be released to continue with Twr (#1). c. Instrument recovery. Procedures are detailed in { HYPERLINK \l "A2250" }.
(1) Weather Minima. Instrument recoveries are mandatory when weather conditions are below the minimum required for Radar to Visual recoveries (Vis 5.0km, 1500ft cloudbase). (2) Mandatory instrument recoveries may be imposed at other times at the discretion of the DATCO/Radar Supervisor.
4503. Co-ordination with Visual Circuits. The Approach Control Room is to co-ordinate FW visual recoveries with the DATCO. The following liaison calls are to be made for ADC to broadcast on #1:
a. Straight In Approach. Liaison call is to be made at 10nm. b. Hawk Vis/Rad PFL. Homing, 10nm and 5nm call.
Once the pilot is visual with the aerodrome, the air systems may be released to Aerodrome Control, at which stage range calls are to cease. 4504. Co-ordination with Predannack.
a. If an SRA is in progress to Culdrose Rwy 36 (practice SRAs not permitted when Predannack is open), a mandatory 3° glidepath is to be flown, Predannack circuit restricted to 500ft and both Predannack routes are to be closed for the duration of the SRA. b. When FW need a straight-in approach to Culdrose Rwy 36, Predannack is to be restricted to 500ft and both Predannack routes are to be closed. c. The use of Rwy 36 at Culdrose is to be kept to a minimum to reduce restrictions at Predannack.
4505. Co-ordination with IF Areas. FW air systems recovering to Culdrose are to fly at a minimum of 6500’ QFE or route clear of the helicopter IF Areas unless clearance to penetrate has been obtained direct from Culdrose Approach. 4600 FIXED-WING/HELICOPTER INTEGRATION 4601. Instrument traffic, whether simulated or real, will retain priority and joining FW must be visual with/deconflicted from/informed of all relevant called traffic before transferring to Tower #1. 4602. FW may be instructed to join straight in if making an approach to the non-duty rwy or land should traffic levels dictate.
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4700 VISITING FIXED-WING AIR SYSTEMS 4701. Visiting fixed wing air systems will normally recover by Radar Straight in Approach or instrument approach. Exceptionally, at DATCO's discretion visiting jets may recover via Run and Break. 4800 MINIMUM FUEL AND TIME TO DIVERT 4801. For an air system on recovery in CC GRN or worse the ‘Minimum Fuel’ (MF) guidelines below are to be used. a. Minimum Fuel. Aircrew should declare “minimum fuel” if they estimate that they only have sufficient fuel to make one approach (visual or radar) and arrive with the minimum declared fuel to safely divert if required without any further delay during recovery. Minimum fuel should be declared to ATC as soon as possible who should then afford the air system priority to land. b. PAN for Fuel. Aircrew should declare “PAN PAN, PAN PAN, PAN PAN - fuel” if they
estimate that they will land below the minimum declared fuel to divert if required. The call should be made to ATC as soon as possible and ATC should provide the most expeditious priority recovery and sterilise the runway if possible. If runway sterilisation is likely to result in other air systems landing at/below their own minima then the emergency air system should be instructed to divert if possible.
c. MAYDAY for Fuel. Aircrew should declare “MAYDAY, MAYDAY, MAYDAY - fuel” if they estimate that they will land below the minimum required fuel at their diversion. The call should be made to ATC as soon as possible.
(1) (2) 4802. FW air system on recovery, regardless of the weather conditions and recovery state,
will only advise a controller if they are MF, PAN or MAYDAY for fuel in accordance with the guidelines above. The controller is then, if necessary, to change the order of recovery to afford the air system the appropriate priority. If the air system has not declared that he is any of the above, then a standard level of expedition is to be used for recovery, but no additional priority is required.
(3) (4) 4803. If FW air system advise that they are MF and there is an unavoidable delay anticipated,
then the controller is to advise the air system so it can be decided whether they will need to divert. (5)
4900 HAWK RADAR PRACTICE FORCED LANDINGS (RPFL) 1. During a RPFL the radar controller frequently updates the pilot of the bearing and range from the practice emergency aircraft to Culdrose overhead. This procedure requires the ac to arrive in the visual cct to capture the most suitable high/low key position and effect a simulated engine out landing. 2. The procedures below are to be followed when a RPFL is in progress:
a. Weather limits. RPFLs may only be practiced when the colour code is GREEN or better though will not be available when Instrument Recoveries are mandated for FW. The lowest permitted simulated cloud base for the procedure is 830ft (based on the Circling Approach Minima for RW 12/30.
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b. ATC Service. The radar service throughout a RPFL will be a Traffic Service (TS). c. RPFL Minimum Range. RPFL are to be initiated outside of 12nm from the Culdrose overhead to allow ATC to impose a climb out restriction of 1500ft QFE. d. ATC Clearance. If the RPFL is approved, the pilot should expect to be told “PFL approved, not below xxxx ft QFE.” This height restriction will normally be 2500ft but may be higher depending upon the traffic situation at the time. Internal ATC liaison will determine the circuit state; this and the RPFL aircraft’s position wrt the Radar Vector Chart may allow the height restriction to be reduced as the serial continues. The radar controller can allow descent to a minimum of 1000ft. A joining clearance will be passed before the aircraft reaches 5 miles and is to ensure separation of 1000ft against departing, arriving and circuit traffic. e. Simultaneous PFLs. Only one ac can conduct a RPFL at a time.
INSTRUMENT RECOVERIES
5000 INSTRUMENT RECOVERIES (GENERAL) 5001. The instrument recoveries shown in the following sections may be flown by all appropriately equipped air system. When marshalling for instrument recoveries, consideration is to be given to the HIRTA restrictions based on Goonhilly Satellite Earth Station. 5002. To enable maximum flexibility, the Duty Rwy will normally be 12RH/30. If a significant crosswind is present (as a guide 10 kts mean or 15 kts gusts) then a more suitable rwy may be chosen. 5003. When Rwy 12RH/30 is not the Duty Rwy, RW Instrument Recoveries will normally be made to the Duty Rwy. FW air system may conduct visual circuits to Rwy 12RH/30 if the circuit to the Duty Rwy is clear but simultaneous instrument approaches to the Duty Rwy and visual circuits to Rwy 12RH/30 are not permitted. 5004. When FW air system are carrying out Instrument Approaches and the rwy differs from the Duty Rwy, the circuit traffic to the Duty Rwy is to be kept clear, either on the ground (clear of the ILS Glidepath Protected Area) or at circuit height. 5005. Practice Instrument Approaches are not to be carried out to Rwy 36 when Predannack is in use. (See Article { HYPERLINK \l "B2245" }). 5006. Air systems on Instrument Approaches overflying Predannack MATZ or Local Area will be co-ordinated against Predannack traffic by Culdrose Approach. 5007. Instrument traffic to all rwys in IFR conditions will be given a standard landing clearance ('Cleared to Land'), allocating the whole rwy, to allow for a running landing or execution of a Missed Approach. In VFR conditions, unless the whole rwy is specifically requested by the pilot before he reaches 3 miles, RW recovering on a practice Instrument Approach may be given any of the following options depending on the traffic situation:
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Cleared to Land Threshold - first 500ft. Cleared to Land Short - first 1500ft. In such conditions, the talkdown controller will be unable to obtain a running landing clearance inside 3 miles. RW in emergency will normally be given the whole rwy. 5008. . 5009. Instrument Approaches are normally given priority over visual circuit traffic and will be given a clearance between 3 and 2 miles. If the Aerodrome Controller cannot issue a clearance to comply with the pilot’s intentions, for Culdrose based air systems only, the following options are available to the controller:
a. Rotary Wing.
(1) 'Land left/right' - the air system continues to DH/MAP with Talkdown, then breaks off to land in the appropriate grass area, contacting #1. (2) 'Break off this approach' - If not visual, execute MAP. If visual, contact #1.
b. Fixed Wing. 'Break off this approach' - If not visual, execute MAP. If visual, join deadside contact #1.
5010. A radar clearance to land, touch & go or low approach will include the visual circuit state. This will encompass both Fixed and RW traffic, specifying their circuit direction. 5100 SKASaC GPS EMERGENCY LET DOWN PROCEDURE (CULDROSE)
5101. SKASaC ac electing to recover via the GPS emergency let down profile are to adopt the following:
a. The initial request to Culdrose radar is to state whether the approach is to the low approach or the threshold.
b. The approach will be flown using the SRA minima for the rwy in use and the Talkdown controller shall inform the pilot ‘approaching MDH’, ‘approaching MAP’ and ‘passing MAP’.
c. The approach may be flown IMC (no worse than YLO1) but must satisfy the following conditions:
1. 2 way communications on Talkdown frequency with a controller
2. The Talkdown controller must monitor the approach and their instructions shall take primacy over the Observer GPS talkdown
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3. Talkdown controller must inject if the air system is below the glideslope or frequently ‘not correcting’ towards either the azimuth or glideslope
5102. An unmonitored, VFR GPS approach may be conducted subject to the following conditions: a. PAR is not available b. Pilot will change to Tower #1 before commencing descent c. The entire approach must remain within VMC. 5103. All air systems are to be aware that there will be a delay in the radar pattern if the GPS approach is being made to the hover and once over the threshold, ac may be asked to vacate (if another air system is on final approach) prior to receiving further clearances to join the pattern. 5200 MISSED APPROACH AND COMMUNICATIONS FAILURE PROCEDURES 5201. Procedures in accordance with FLIPs. 5300-5400 SPARE REMOTLEY PILOTED AIR SYSTEMS (RPAS) 5500 GENERAL 5501. 700X NAS operate multiple types of RPAS ranging from Class I (a) to Class I (c). The purpose of these operations is to: conduct training courses for military personnel of all services to operate Class I (b) RPAS, to conduct trials and evaluation of RPAS systems, conduct 3rd party tasking as required and fulfil currency requirements for squadron personnel. 5502. Additional units within CULDROSE that operate Class I (b) RPAS are subject to the process outlined herein. 5503. All future station based Class 1 (a)/Class 1 (b) categorizations are to be sent ATC alongside submission to the 700X DDH for reference. For any non-station based Class 1 (a)/Class 1 (b) RPAS operations or those with a separate DDH construct to 700X, ATC must sight the appropriate approval to operate prior to operation. Any civilian RPAS operators must provide the appropriate credentials to ATC before approval to operate within the CULDROSE/PREDANNACK ATZ will be granted. 5504. All RPAS operations being conducted at CULDROSE and PREDANNACK will be booked through Air Operations and processed via AGENDA. RPAS bids for flying are routinely made on Thursday prior to allow Air Operations and Squadrons to deconflict. 5505. Where NOTAMS are required, the RPAS operator is to submit the details of the sortie to CULDROSE Air Operations who will then submit the NOTAM. Details are to provided in advance, at least 48 hours before the flight, in order to allow Air Operations time to submit the NOTAM.
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5506. Any RPAS operations that deviate from those listed within this document are to be approved on a case by case basis by Cdr (Air & Training). 5600 CLASS I (a) AND CLASS I (b) PREDANNACK OPERATIONS 5601. All Class I (a) And Class I (b) RPAS operating from PREDANNACK shall be segregated from other air system users. Other air systems shall not be airborne within PREDANNACK ATZ during RPAS operations. 5602. Except where specified in an MAA approved Waiver or within specific system categorization, all Class I (a) and Class I (b) operations will be conducted; iaw RA 2321(3). All flights will be conducted over land within the PREDANNACK ATZ. Lost Link procedures will ensure the RPAS remains over land within the PREDANNACK ATZ at all times. 5603. During specified Class 1(b) serials the Remotely Piloted Aircraft (RPA) may be operated Extended Visual Line of Sight (EVLOS) beyond the RA2321(3) specified lateral range/vertical distance from the Remote Pilot (RP). Where deemed necessary by the RPAS Commander, RPAS observers will be used to maintain visual contact of the RPA and surrounding area in order to fulfil EVLOS requirements. These requirements will be stipulated in the categorization or waiver. All other limitations within RA2321(3) or System Categorization shall be adhered to and all flights shall maintain flight over land within the PREDANNACK ATZ and below 1500ft AGL. Lost Link procedures will ensure the RPAS remains over land within the PREDANNACK ATZ and below 1500ft AGL at all times. 5604 . Class 1 (a) may be conducted BVLOS in accordance with RA1600 with no observers. These systems are usually lighter than 200g and pose an extremely low risk to life. 5605. During specified serials RPAS may be operated Beyond Visual Line of Sight (BVLOS). With the exception of Class 1 (a), all BVLOS flights will be subject to approval from Cdr (Air & Training) on a case by case basis. 5700. CLASS I (a) AND CLASS I (b) CULDROSE OPERATIONS 5701. All Class I (a) and Class I (b) RPAS operations conducted within the confines of CULDROSE airfield shall be separated from other air system users by time. Other air systems shall not simultaneously be airborne within CULDROSE airfield boundary. If deemed necessary by the DATCO other airfield users will be informed via station announcement of the RPAS operations. 5702. Should Class 1 (a) or Class 1 (b) RPAS operations take place within the CULDROSE ATZ whilst other air systems are airborne, the DATCO retains the authority to instruct the RPAS operations to cease at any time. 5800. CLASS I (a) AND CLASS I (b) COMMUNICATIONS PLAN 5801. Communications shall be maintained between the RPAS Commander and ATC at all times. CULDROSE/PREDANNACK DATCO retains the right to instruct RPAS operations to cease at any time. The primary method of communication shall be TAIT radio with a mobile telephone as a secondary option.
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5802. The RPAS commander will ensure that the sortie has been correctly added to AGENDA with the height/radius that the RPAS will be operating to. Should this conflict with other airspace users, further discussion with CULDROSE/PREDANNACK ATC will be required before launch. If one is required, the RPAS commander shall also ensure that the correct NOTAM has been issued.
a. PREDANNACK RPAS Operations when PREDANNACK tower is open: (1) CULDROSE ATC with liaise with PREDANNACK ATC to ascertain whether or not RPAS operations are taking place. PREDANNACK ATC will not authorise overflights within the PREDANNACK ATZ should RPAS operations be taking place. Should CULDROSE ATC vector a formation of 2+ air systems over PREDANNACK, then the formation shall not descend below 2500ft QFE to allow adequate separation between RPAS and manned aviation. (2) The RPAS commander/PREDANNACK DATCO will ‘face to face’ brief to outline the scope of the operations.
(3) The RPAS Commander will request permission from PREDANNACK Tower prior to launch via Tait Radio.
2. (4) The RPAS Commander will maintain a listening watch on TAIT radio throughout operations.
3. (5) The RPAS Commander will inform Predannack Tower when operations are complete.
b. PREDANNACK RPAS Operations when PREDANNACK tower is closed and CULDROSE is open:
(1) CULDROSE ATC will not vector air systems within the PREDANNACK ATZ when RPAS operations are taking place unless in an emergency. Should air systems require entry into the PREDANNACK ATZ, RPAS operations will be instructed to cease. Should CULDROSE ATC vector a formation of 2+ air systems over PREDANNACK, then the formation shall not descend below 2500ft QFE to allow adequate separation between RPAS and manned aviation.
(2) The RPAS commander will request permission from the CULDROSE DATCO prior to launch via TAIT Radio. The RPAS Commander shall be contactable throughout operations. To cater for the event of a TAIT radio failure, a mobile phone shall be carried at all times and be switched on. The number for which shall be passed to CULDROSE Air Operations prior to departure to PREDANNACK.
(3) The RPAS commander will inform the CULDROSE DATCO/Radar Sup when operations are complete, prior to leaving PREDANNACK.
c. PREDANNACK RPAS Operations when PREDANNACK tower is closed and CULDROSE is closed:
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(1) Due to the fact that no one will be present in ATC to monitor TAIT, the RPAS commander will inform the CULDROSE DATCO via mobile prior to launch outlining the scope of the operations. If they deem it necessary, the DATCO shall then request that a Station tannoy be made from the Guardroom to inform other personnel of the location and nature of operations.
(2) Due to PREDANNCK ATZ only being active when operationally required, any RPAS operations that require use of PREDANNACK ATZ as part of their categorization, will not be able to operate as such when CULDROSE is closed.
(3) The RPAS commander will inform the CULDROSE DATCO via mobile when operations are complete. (4) Should the RPAS operations begin or cease between 2100-0600, the relevant calls shall be made from the RPAS commander to the Guardroom on ext 2000 rather than the DATCO.
d. CULDROSE RPAS Operations when CULDROSE tower is open:
(1) CULDROSE ATC will not routinely overfly the area in which the RPAS is operating below 500ft above the upper operating altitude of the RPAS. This will be increased to 1000ft above the upper operating altitude of the RPAS in the case of manned formations of 2+ air systems. Due to the confined nature of RPAS operations within CULDROSE ATZ but outside of the airfield boundary, the DATCO may consider restrictions on normal aviation, such as closure of a visual circuit, runway change or closure of RW VFR routes.
(2) The RPAS commander will brief the DATCO must ‘face to face’ on the extent of operations.
4. (3) The RPAS commander will request permission from the CULDROSE DATCO prior to launch via TAIT Radio. The RPAS Commander shall be contactable throughout operations. To cater for the event of a TAIT radio failure, a mobile phone shall be carried at all times and be switched on. The number for which shall be passed to CULDROSE Air Operations prior to launch. (4) The RPAS commander will inform the DATCO when operations are complete.
e. CULDROSE RPAS Operations when CULDROSE tower is closed:
(1) Due to the fact that no one will be present in ATC to monitor TAIT, the RPAS commander will inform the CULDROSE DATCO via mobile prior to launch outlining the scope of the operations. The DATCO may then request that a Station tannoy be made from the Guardroom to inform other personnel of the location and nature of operations.
(2) The RPAS commander will inform the CULDROSE DATCO via mobile when operations are complete.
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(3) Should the RPAS operations begin or cease between 2100-0600, the relevant calls shall be made from the RPAS commander to the Guardroom on ext 2000 rather than the DATCO.
f. CULDROSE/PREDANNACK Operations before CULDROSE tower opens:
(1) If RPAS operations are underway at PREDANNACK prior to CULDROSE opening, CULDROSE DATCO should establish contact with RPAS operators prior to airfield opening.
5. 5900. CLASS I (c) 5901. All Class I(c) operations will be segregated from other air systems. All operations will be conducted within dedicated Danger Areas that have been activated and segregated for this purpose. No Class I(c) systems are based at CULDROSE, therefore specific procedures will be determined on a case by case basis and subject to approval by Cdr (Air & Training).
PEDESTRIAN AND VEHICULAR CONTROL
6100 OPERATION OF PERIMETER ROAD TRAFFIC LIGHTS 6101. Whilst the aerodrome is open Rwy 18/25 threshold traffic lights are to be selected RED at all times. 6102. Perimeter lights for Rwy 30 are to be selected to RED under the following circumstances:
a. FW landings/take offs on Rwy 12RH and FW landing on Rwy 30 b. All visiting RW approaches to Rwy 30. c. All emergency or simulated emergency RW air systems making approaches to Rwy 30. d. Station based RW instrument approaches to Rwy 30.
6103. Perimeter lights for Rwy 12 are to be selected to RED under the following circumstances:
a. FW landings/take offs on Rwy 12/30 b. All RW approaches to Rwy 12. c. All 30 RW departures from West of Taxiway “T”. d. At 10 nm for all ILS approaches to Rwy 30.
6104. Perimeter lights for Rwy 36 are to be selected to RED under the following circumstances:
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a. FW take offs/landings on Rwy 18/36. b. Station based RW instrument approaches to Rwy 36. c. All visiting RW approaches to Rwy 36. d. All emergency or simulated emergency RW air systems making approaches to Rwy 36.
6105. Perimeter lights for Rwy 07 are to be selected RED under the following circumstances:
a. FW take-offs/landings on Rwy 25/07. b. Station based RW instrument approaches to Rwy 07. c. All visiting RW approaches to Rwy 07. d. All emergency/simulated emergency RW air systems making approaches to Rwy 07. e. During air systems operations at F site.
6106. When RW air systems are conducting approaches to Rwys 30/12/18/25, including instrument approaches to land/overshoot, or running landings, the upwind traffic lights may remain on GREEN. 6107. Lights may be selected to RED at any time should the DATCO/ADC consider it necessary. 6108. When nightflying 07,12, 25/18 and “A” Site lights are to remain on RED whilst the aerodrome is open. 6109. When the aerodrome is closed, all traffic lights will be switched to Green and all aerodrome lighting will be deselected. 6200 CONTROL OF ‘A’ SITE TRAFFIC LIGHTS 6201. Traffic lights control vehicles using the route to 'A' Site. Drivers are to wait at the entrance to the route, the Bomb Dump or Melrose Farm Gate off the taxiway until cleared by green light to proceed. During night flying, the traffic lights will be permanently RED and the route is only to be used with the prior permission of the DATCO. 6300 BREACHES OF AERODROME DRIVING REGULATIONS 6301 Any breaches of these regulations may result in an individual having their ADP suspended until they attend an Airfield Driving Brief or equivalent suitable retraining at ATC. 6400 – 6900 SPARE
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ATC ORDER BOOK
7000 AIR TRAFFIC CONTROL ORDERS 7001. The Air Traffic Control Orders can be found at the link below:
{ HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/ATC%20Documents/20160601-ATCOB%20REWRITE.docx" }
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APPENDIX 1 Culdrose Defence Aerodrome Manual
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APPENDIX 2
Culdrose Defence Aerodrome Manual
5
IMMEDIATE AREA
ENTRY/EXIT POINTS
Loe Bar
Halzephron
Gweek
Cury
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APPENDIX 3 Culdrose Defence Aerodrome Manual
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Annex QQ to Defence Aerodrome Manual
AIRCRAFT ARRESTING MECHANISMS
BARRIER ORDERS
1. Maintenance of the barriers is to be carried out in accordance with AP 119J – 1406 – 1 & 2 (General and Technical Information and General Orders and Modifications), 3 (Parts Manual) and 5F (maintenance schedule). 2. Twenty-four hour cover is to be provided for the Before Use Servicing (BUS) of the airfield aircraft arrester barriers. In conjunction with Air Traffic Control, the BUS is to be carried out on each barrier before the commencement of full airfield opening. 3. SMEO staff are to ascertain by 1530 Monday to Friday the airfield opening times and barrier requirements. Should the requirement change after 1530 and before 0800 on the following day, or Monday post a weekend, the Duty Air Traffic Control Rating will contact the Duty Technical Officer who will recall the Station Engineers duty personnel. 4. Precautions in adverse weather are to be in accordance with AP119J 1406-1 Chap 6 para 2 and 3 and is as follows:
4.1. In winter conditions, the net and superstructure are to be kept free of frost, ice and snow using in service approved fluid for the process and applied in accordance with current procedures. 4.2. Unless demanded by operational circumstances, the barrier should not be left up when the wind component along the runway is either a steady 30 knots or gusting above 35 knots. Experience has shown that higher wind speeds, especially when the net is wet, may cause the net to break free of the suspension cables.
5. Scheduled maintenance is to be managed by Joint Asset Management and Engineering Solutions (JAMES) within the SMEO department who are to ensure that maintenance is carried out in accordance with AP119J 1406 5F Chapter 4. All maintenance and fault rectification is recorded on JAMES and filed for a period of two years; monthly reports are generated by the JAMES system. 6. Fault and rectification is to be carried out by the SMEO department as required and is to be alerted either by daily inspections or the DATCO who will liaise directly with the SMEO department. 7. Warnings regarding the safe operation and maintenance of the barrier are contained in Chapter 2 Annex A of AP 119J 1406 5F. 8. On completion of servicing the MOD Form 755E is to be signed to confirm serviceability state to ATC and electrically isolate barrier if required.
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Annex R to
Defence Aerodrome Manual
ORDERS FOR THE REPORTING PROCEDURES TO ADVISE No1 AIDU OF CHANGES TO AERODROME INFORMATION
1. All users of FLIPs are responsible for notifying any errors or omissions they may discover to
No 1 AIDU without delay. COs should ensure that all information concerning their airfields or installations is checked in each new issue of FLIPs and that No 1 AIDU is informed of any errors or omissions.
2. AIRAC System. To facilitate the revision of FLIPs and other aeronautical documentation, the AIRAC System is applied in the UK. Whenever possible, routine changes to facilities, procedures and regulations requiring presentation in FLIPs should be notified in advance and brought into effect on the specified AIRAC dates which occur every 28 days. At least 28 days’ notice of a change should be given to No 1 AIDU by post. Changes which have not been the subject of joint civil/military consultation but which will also affect civil publications have to be promulgated by AIS, Heathrow. Flight charts and documents are correct on the effective date of publication and any changes during the life of the FLIP which are sufficiently urgent to demand NOTAM action will be published in the relevant amendment bulletin.
3. Information to be Notified. Information concerning a change of aerodrome facility state
which would not influence a pilot or authorizing officer in deciding whether or not to use the aerodrome eg minor works services; need not be reported. All other changes, or expected changes, in the facilities provided at an aerodrome or ATC Unit, or in aids or hazards to air navigation, should be notified without delay.
4. Responsibility for Reporting Changes to Aerodrome Facilities. Aviation Duty Holders
and Commanders should ensure that changes to their airfield facilities or installations are notified.
5. Orders for reporting procedures to NO. 1 AIDU.
5.1 All changes to RNAS Culdrose facilities, procedures or published details shall be reported to No.1 AIDU at the earliest opportunity via the following methods:
Website: { HYPERLINK "https://www.aidu.mod.uk" }
Postal Address: Quality Assurance Manager
No1 AIDU RAF NORTHOLT West End Road Ruislip Middlesex HA4 6NG
Telephone: 95233 8209 020 8833 8587
AFTN Address: EGVCYOYX
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Annex RR to
Defence Aerodrome Manual
SNOW AND ICE OPERATIONS SNOW AND ICE CONTROL PLAN 1. These orders define the responsibilities for Snow and Ice Control, and the procedures to be followed. They also give details of the equipment available and guidance on its use. It is impossible to cover every eventuality but compliance with these orders will ensure that all concerned are correctly prepared and briefed, that manpower is detailed and that serviceable equipment is available to meet the challenge. Warnings of ice are available on the extant Culdrose Aviation Weather Forecast. Additionally, ATC will also pipe ice warnings on the day preceding the warning coming into force as well as during the airfield opening pipe. Squadron COs, and HODs are to ensure that a robust process is in place to ensure that extant warnings are captured, disseminated and that the advice in JSP435 leaflet 1.8 is adhered to for their planned task. Whilst Snow and Ice clearance primarily lies with the Aircraft Incident Support (AIS) and ISS (under contract with Carillion Amey), clearance activity no matter where the location should be considered a whole station responsibility and therefore, Command will expect departments to supply additional manpower in the clearance effort if required. ISS respond to national MET office forecasts only during working hours. Out of working hours cover is provided by AIS’ Duty Snow and Ice team. 2. A CTM is produced annually which will provide up-to-date information relating to snow and ice prevention/clearance. Information relating to the nominated Snow & Ice teams is at para 20. The Snow & Ice Organisation is detailed below. SNOW WARNING SEASON 3. The Snow clearing organisation is activated annually, from 1 Nov to 30 April. A wash-up on each season's activities will be held during the following May. Snow markers will be positioned around the airfield to delineate taxiways from 15 Nov to 7 May each year. SNOW STATE DEFINITIONS 4. The Snow Control organisation is based on 3 states of readiness, definitions are in the CTM. CHEMICAL ANTI-ICING AGENTS AND WATER POLLUTION 5. ISOMEX 1 is the anti-icing agent currently used at Culdrose. Dispensing of ISOMEX 1 is only to be done after authorisation for its use has been given by Lt Cdr(F)/DLC(F) or SATCO. USE OF ROCK SALT 6. Rock salt/Grit is only to be used on roadways. It is NOT to be used on areas where aircraft may operate the airfield. Advice on the most effective form of its application is available, via the CPO Bosun’s Mate (Buffer), on Ext 7493. ICE CONTROL 7. The prevention of ice forming on runways and hard standings usually takes place independently of the ordered Snow State. The Culdrose Met Office will issue Ice Warnings in accordance with CSO Chapter 5, Section 5503.
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8. On receipt of an independent ice warning from the Culdrose Met Office, ATC are to consult Lt Cdr (F)/DLC(F) to determine whether preventative treatment is required (pre-treating of runways/hard standings with ISOMEX 1 by Duty Snow and Ice Team), irrespective of the current Snow State. PRIORITY 9. The normal priority for the clearance of snow and ice is: 9.1 Access to ATC Access to Fire Station. Access to Sickbay. Access to B, D and E sites Access to Bowser park (W Site) 9.2 Primary vehicle routes.
9.3 Additional areas to be cleared will be detailed by Command depending upon operational requirements. Areas not essential for aircraft operations will not be routinely cleared and personnel are to exercise caution in these areas.
Note: This does not preclude departments taking local clearance action – particularly for the safe pedestrian access to buildings.
RESPONSIBILITIES 10. The following personnel have responsibilities: 10.1 Cdr (A & T) - is responsible for the Snow and Ice Control Plan at Culdrose.
10.2 SATCO/Lt Cdr (F) - for initiating Snow and Ice control operations, taking overall
charge of Snow and Ice control operations airside and allocating priorities. Outside of normal working hours, these responsibilities will be assumed by the DLC(F)/DATCO.
10.3 1st Lt - has responsibility for L Site (DCO/SOOD outside of core hours) 10.4 Engineering Support WO (ESWO) - as Aircraft Incident Support Officer (AISO), is responsible for monitoring the availability and serviceability of equipment and, in liaison with the MTO, SMEO, AISC (Aircraft Incident Support Coordinator) and Deputy (DAISC). The AISO is to ensure that the appropriate equipment is made available to Command as dictated by the Snow State. 10.5 MTO - is to coordinate the availability of vehicles and drivers, and process all requests for transport in order to meet the priority of tasks determined by Command. If directed to, MTO is to requisition all Service 4x4 vehicles at CU. A list of available snow and ice equipment is updated annually within the CTM. 10.6 SMEO - is responsible for the serviceability and maintenance of Snow and Ice clearing equipment. SMEO maintains a recall list of relevant personnel to be called in the event of equipment unserviceabilities. The Recall List is held via the SOOD and ERC (ext 2000). 10.7 Babcock Refuel Section – hold Tait portable radios that can be used by Snow and Ice Teams.
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10.8 Sqn and Department Section Duty Officers - are responsible for ensuring that their hangar aprons are cleared and that safe entry/exit lanes are maintained to their buildings. AISS assistance will be offered as soon as Command priority areas have been cleared.
10.9 CBM - is responsible for the positioning and removal of all Snow Markers, positioning and replenishment of Rock Salt/Grit Bins and gritting of non-priority Site roads and pathways during normal working hours. Outside working hours contact OCS via SOOD. He also maintains the station supply of Rock Salt. 10.10 MDP - during routine patrols MDP should monitor the condition of road surfaces and inform the SOOD of ice/frost hazards to road users. The SOOD will then arrange for the areas to be treated.
10.11 ISS Operations Manager - is responsible for the snow and ice prevention/clearance of all priority routes around the station during working hours. A map detailing the priority routes is available in the OPS room.
10.12 DAISC – is functionally responsible to the AISO via the AISC, for coordinating Snow and Ice Team training and Snow and Ice Briefs for relevant Station Duty Personnel.
11. Culdrose Met Office - With partial responsibility for snow and ice prevention/clearance resting with civilian contractors, it is important that OCS are informed of changes to the meteorological conditions that may require out of hours action. The duty forecaster is to discuss the likelihood of any snow/ice with LT CDR(Flying)/DLC(F), DATCO and OCS post the PM watch handover. 12. Areas of Responsibility
12.1 AIS - is responsible for snow and ice prevention/clearance on all airfield pavements. 12.2 ISS - are responsible for snow and ice prevention/clearance on priority routes (roads) and as such will manage the risk using the National Met Office’s 24 hour Red/Amber/Yellow/Green snow and ice forecast that is based on 1 hour increments. 12.3 Squadrons/Sections - are responsible for self-help snow clearance around their individual areas iaw JSP 435.
THE ALERTING SYSTEM 13. The following alerting system is to be used: 13.1 Snow State 3 is adopted automatically on 1 Nov. Changes to the Snow State will be
discussed by Lt Cdr (F), SATCO and the Forecaster. Outside working hours, if there is a significant risk of snowfall, the Duty Forecaster will discuss proposed changes with DLC(F) and DCO, by 1130 on the Friday who in turn are responsible for initiating the Snow and Ice plan if required.
13.2 DATCO will pipe the Snow State at 1130 on Fridays. He/she will also broadcast any
changes as they occur. 13.3 ATC Switchboard If the Snow State becomes 1 or 2 or an Ice Warning is issued,
ATC is to inform the following:
13.3.1 D&D Cell.
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13.3.2 Any unit CU is standing by as a diversion for.
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REACTION TO SNOW STATES AND/OR SNOWFALL 14. Duty Personnel are to react as shown in the table below. Positioning of the equipment is to be organised by the MTO/AISO/AISC/DAISC or Duty Technical Officer (DTO) in liaison with the DATCO.
Snow State
Weather Activity
Command / Duty Personnel Equipment
1 Snow imminent, snow falling or snow clearing in progress.
Airfield clearance and prevention as directed by Command. Duty Met Forecaster, Duty Snow and Ice Teams (and Standby Snow and Ice Team if required) available on site unless released by Command. Out of working hours, DTO arranges call out of Duty Snow and Ice Team, via ERC, as required.
Equipment available for immediate use.
2 Snow and ice possible during the forecast period.
Command will decide upon the extent of snow prevention/ clearing preparations. Duty Snow and Ice Team may be nominated to be at 1 hour notice of recall. Duty Met Forecaster at 2 hours’ notice of recall when the airfield is closed
Equipment at 1 hour notice.
3 Snow and ice unlikely
Duty Snow and Ice Team not on call. Duty Met Forecaster at 2 hours’ notice for recall when the airfield is closed.
Equipment may be U/S for routine maintenance.
SNOW AND ICE CONTROL OPERATIONS 15. The following details the snow and ice operations control:
15.1 COMMAND SATCO/Lt Cdr (F)/1Lt (DATCO/DLC(F)/DCO outside normal working hours) are responsible for directing Snow and Ice clearing operations and allocating assets. Duty personnel are to direct operations from the VCP/OPS room. 15.2 CONTROL DATCO is responsible for the supervision of Snow and Ice Clearing operations from the VCP and for the allocation/directing of Snow Clearing vehicles on the ground in consultation with ESWO (C/S Salvage 1).
15.3 BRIEFING AND TRAINING Throughout November, a series of briefs will be coordinated by the AISO and delivered by the DAISC for all Duty personnel involved with Snow & Ice Clearing duties as detailed in the CTM.
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15.4 OPERATIONS
15.4.1 DATCO - is to:
15.4.1.1 Broadcast hourly (except during Silent Hours) SNOW CLEARING OPERATIONS ARE IN PROGRESS ON * SITE IAW CTM **/** 15.4.1.2 Ensure that the arrester barriers on runways 30/12 are raised and that all taxiway, dispersal and runway lights are switched on to full intensity.
SNOW AND ICE CLEARANCE TECHNIQUES 16. All personnel involved with snow and ice clearance are to be familiar with the advice contained in {HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/corporate/RAF/AP119J-0100-1/AP119J-0100-1.pdf"}, hard copy held by SATCO. EQUIPMENT 17. A table of the snow and ice control equipment available is detailed as an annex within the CTM. CHEMICAL ANTI/DE-ICING AGENTS - WATER POLLUTION 18. The use of ISOMEX 1 should be recorded each time it is used on the Chemical Use Proforma shown below. FOD 19. On completion of snow and ice clearance from aircraft operating areas, Squadron Command is to ensure that a thorough FOD plod has been carried out of their respective areas (especially for the nylon brush strands from the rotary sweeper).
SNOW & ICE TEAMS
20. In order to provide dedicated manpower in support of snow and ice clearance activity, AISO has nominated 3 Snow and Ice Control Teams. who will be employed under the direction of the AISO or the DTO (out of normal working hours) as detailed in the CTM. 21. The tour of duty and notice times for nominated Snow and Ice Teams and Standby Teams will be promulgated in the CTM. 22. All necessary clothing for the team members is held by the DAISC. 23. Responsibility for snow and ice clearance at RNAS CULDROSE is the responsibility of AIS and civilian contractors however, clearance activity should be considered a whole Station evolution and Command may require departments to supply additional to the clearance effort. The allocation of manpower will be coordinated by the AISO via the 1st LT’s organisation.
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SNOW & ICE ORGANISATION
1. DATCO/DLC(F) outside of core working hours 2. DTO outside of core working hours 3. SOOD/DCO outside of core working hours 4. Snow & Ice clearance is a whole station activity (see paras 1 & 23) Line Authority Liaison Functional
CDR (A&T)
SATCO/F (1)
AISO (2)
S & I Teams
DAISC SMEO MT
1LT (3)
CBM OCS
Airfield (4)
Living Site + Priority Routes (4)
MET
CDR
G/Radio Refuel Section
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ANTI / DE-ICING USAGE PRO-FORMA
APPROVAL TO USE: ISOMEX 1* (Delete as required)
Authorising Officer :- Cdr Air { FORMCHECKBOX } Lt Cdr (F)lying { FORMCHECKBOX } SATCO { FORMCHECKBOX } DLC(F) { FORMCHECKBOX }
AREAS TREATED Approx area treated (m2)
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ADDITIONAL INFORMATION
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Completion Certificate
Form disposal
Original to: DIO (for onward transmission to Project Aquatrine)
1 x Copy to be retained by AISC
1 x Copy to Cu SHE Dept (FAO Environmental Protection Advisor Annex S to
Defence Aerodrome Manual
AERODROME SERVICEABILITY INSPECTIONS
1. The Aerodrome Inspections is to be carried out by the Aerodrome Controller (ADC) who is to carry out a comprehensive inspection of the movement area as follows: 1.1 Daily, before the aerodrome is opened for flying on each occasion. A further inspection
should be carried out at first light if the initial inspection is carried out in the darkness. 1.2 If night flying is to be conducted a further inspection is to conducted prior to last light. 1.3 Prior to sunset, before any planned night movements. 1.4 Be undertaken post incident of the Aerodrome.
1.5 Check the serviceability of all aerodrome traffic lights and include a functional test of the aerodrome lighting. Aerodrome lighting inspections should ensure that all Aerodrome lighting is serviceable, correctly positioned and aligned and is not obscured by grass or other debris.
1.6 Controllers are to vacate the vehicle at random intervals and conduct a close up visual
inspection of an area of the runway. 2. All inspections are to be logged in the ATC logbook, including any issues raised. 3. Aerodrome inspections should identify any dangerous or unusual conditions which should be recorded within the Airfield Operating Hazard Log. The following information should be recorded:
3.1 Nature and position of the unserviceable area or obstruction. 3.2 Nature of markings by day and night 3.3 Approximate period for which the area will remain unserviceable. 3.4 A report of the inspection should be entered into an appropriate log.
4. Any issues are to be reported to the relevant section subject matter expert (SME). Any sweeping requests are to be logged.
NAME (Block Capitals) { FORMTEXT } RANK { FORMTEXT }
SIGNATURE DATE { FORMTEXT }
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5. Any work requests are to be put through the correct channels and a record of the requests and subsequent action maintained.
Annex SS to Defence Aerodrome Manual
FORCE PROTECTION RESPONSIBILITIES
This information is not available on the online version of this document.
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Annex T to Defence Aerodrome Manual
AERODROME TECHNICAL INSPECTIONS
This information is not available on the online version of this document.
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Annex U to
Defence Aerodrome Manual
PROTECTION OF RADAR AND NAVIGATION AIDS This information is not available on the online version of this document.
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Annex V to Defence Aerodrome Manual
ORDERS FOR THE MAINTENANCE AND MONITORING OF SURVEILLANCE EQUIPMENT This information is not available on the online version of this document.
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Annex W to Defence Aerodrome Manual
NAVIGATION EQUIPMENT MAINTENANCE & MONITORING This information is not available on the online version of this document.
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Annex X to Defence Aerodrome Manual
AERODROME WORK SAFETY
1. Work in Progress (WIP) Records. WIP records are to be maintained in accordance with
guidance contained in RA 3266. A plan of the aerodrome is to be kept prominently displayed in both ATC and Aerodrome Operations for the purpose of marking all obstacles, nature of obstruction marking and work in progress.
2. WIP Log. A WIP Log is to be established in accordance with guidelines contained in RA
3266. In addition to an aerodrome plan, a WIP Log is to be maintained in the control tower and held by DATCO.
3. WIP Briefings. Supervisors of any working parties are to be fully briefed on their
responsibilities. All persons driving on the airfield are to attend an Airfield Driving Brief given by RNAS CULDROSE ATC. The Predannack Controller is responsible for ensuring that the supervisor of the working party is properly briefed daily before proceeding onto the airfield. The briefing is to include as a minimum the following details: 3.1 Limits of the work area.
3.2 Direction of Air System movements. 3.3 Route to be taken by works vehicles.
3.4 Parking area for works vehicles and equipment. 3.5 Control to be exercised over works vehicles and workers. 3.6 Signals to be employed. 3.7 FOD prevention. 3.8 Any additional measures to be employed, eg If an escort is in attendance.
4. Control Measures. When work is to be carried out on the aerodrome and it is not possible to
stop flying, special control rules are to be enforced to safeguard the working party. All aerodrome work is to be clearly marked using approved high visibility markers and lit via
GLIMS during the hours of darkness. Full orders for these control measures can be found at the following link:
{HYPERLINK "http://defenceintranet.diif.r.mil.uk/libraries/4/Docs10/20160421.1/20160101-
cso1-sect14-4Cs-o-20apr16.doc"}
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5. Grass Cutting. The CU Ground Maintenance Plan can be found {HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/Unit%20Safety%20Management/SW-CULD-FULL-GM-001-16.02.pdf"}
Annex Y to Defence Aerodrome Manual
CONTROL OF ENTRY AND ACCESS 1. These orders applies to all drivers on the Air Station, including visitors (escorted/ unescorted), holders of family passes and civilian employees and civilian/military contractors.
1.1 No vehicle is to enter the manoeuvring area without ATC clearance. Permission is to be sought from ATC either via Culdrose Management radio or via landline on ext 2415. The only exception to this rule is for access to A Site and the Bomb Dump. Access to these sites is controlled by the traffic lights on the Northern Taxiway. All personnel driving a vehicle to A Site or the Bomb Dump must be in possession of a valid Airfield Driving Permit (FMT 600A).
1.2. All entrances to the manoeuvring area are marked with a reflective sign displaying the following message:
2. Signage at Manoeuvring Area Access. The ground/road marking is a reflective white “STOP” painted on the road before a thick solid reflective white line across the manoeuvring area entrance.
STOP Manoeuvring Area
Vehicles are not to be driven past this point without the permission of Air Traffic Control Routine via Radio: Cul ATC Gnd (Channel 1)
By phone: 01326 552415
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STOP
3 Road Marking at Manoeuvring Area Access. Where departments have car parking areas in the vicinity of hard standings and hangars, aircraft movement teams can be expected to move aircraft to and from the manoeuvring area. All vehicles must give way to aircraft and a secondary advisory warning sign are erected as shown below where these areas exist. It is acknowledged that such parking presents a residual hazard which can only be reduced to a tolerable level by the following mitigations:
3.1 Such parking is to be by nominated slots. 3.2 All such personnel are to be in possession of an FMT 600A.
3.3 NO other personnel (including families) are to drive into such area.
4. Advisory Warning Sign. Where there is a possible conflict between road vehicles and the ground movement of aircraft in their areas squadrons are to implement safety rules in squadron orders and police them. { SHAPE \* MERGEFORMAT }
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Annex Z to Defence Aerodrome Manual
AERODROME USERS VEHICLE AND PEDESTRIAN CONTROL
Aerodrome Driving Permits (ADPs) 1. Drivers of Service and privately owned vehicles (including civilian contractors) who, in the course of their duties, require access to the movement area are to be in possession of an ADP. Aerodrome Driving Brief 2. Following confirmation of the requirement to hold an ADP, all drivers are to be briefed on the regulations for the driving of vehicles on the aerodrome. Aerodrome Driving Briefs are held in the ATC Tower Main Briefing Room every Wednesday morning, commencing at 0930. Aerodrome Driving Briefs are to be given only by SQEP personnel. 3. Attendees are to produce a FMT600A, with Colour Perception Standard annotated, before a Aerodrome Driving brief will be given and an ADP issued. On completion, for all issues a written exam will be undertaken on the content of this brief, for which the pass mark is 100%. The ADP is to be signed by the SATCO or SATCO’s nominated representative, ordinarily a SQEP controller delivering the brief. 4. Arrangements will be made for all drivers in possession of an ADP to be kept informed of any changes in the regulations. Additionally, the Permit is to be renewed at intervals not exceeding 12 months. 5. The Airfield Driving brief will include the following information:
(1) The method of ground control. (2) The layout of the Movement Area and vehicular routes. (3) Where aircraft are normally to be encountered. (4) Airfield Driving rules - Day & Night. (5) Action to be taken in an emergency or in the event of a breakdown. (6) Visual signals employed on the aerodrome. (7) Radio R/T procedures and phraseology (CAP413). (8) Any additional information. i.e. FOD Hygiene.
{HYPERLINK "http://cui4-uk.diif.r.mil.uk/r/210/ATC/ATCAWS/Airfield%20Briefs/20120726-Driving%20Brief-U.ppt"} Audit and Assurance
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6. Spot checks will be carried out periodically for audit and assurance purposes. It is the driver’s responsibility to ensure their ADP remains in date. Breaches of Regulation / Runway Incursions 7. Due to the potential serious consequences of breaching Movement Area driving regulations, offenders are to report to ATC to be debriefed and to have their ADP suspended until the next available brief. Additionally, the SATCO or SATCO’s nominated representative are to report the occurrence to the offender’s line management and, if applicable, the RN Police. Runway incursions are to be reported in a DASOR as a mandatory occurrence report. 8. Movement of Vehicles and Pedestrians on the Aerodrome.
8.1. The term vehicle in these Orders includes all forms of mechanical transport, including bicycles. 8.2. Orders controlling the movement of vehicles on the Aerodrome vary according to their position at the time. For ease of reference, the Aerodrome is divided into the following areas:
8.2.1. Movement Area. That part of an aerodrome intended for the surface movement of aircraft including the manoeuvring area and apron(s).
8.2.2. Manoeuvring Area. That part of an aerodrome to be used for the take off and landing of aircraft and for the movement of aircraft associated with take off and landing, excluding the aprons.
8.2.3. Aprons. A defined area on an aerodrome intended to accommodate aircraft for the purpose of loading and unloading passengers or cargo, refuelling, parking or maintenance.
8.2.4. Aerodrome Roads. Normal traffic rules apply on Aerodrome roads, with a speed limit of 30 mph.
9. Signals to Vehicles and Pedestrians from Air Traffic Control. Air Traffic Control will use the following lamp signals for the control of vehicles and pedestrians:
TYPE OF
SIGNAL
MEANING OF
SIGNAL
REMARKS
FLASHING GREEN
CLEARED TO PROCEED
STEADY RED
STOP
IN CASES OF EMERGENCY A RED PYROTECHNIC MAY BE FIRED HORIZONTALLY
FLASHING RED
CLEAR THE RUNWAY OR TAXIWAY IMMEDIATELY
FLASHING WHITE
RETURN TO STARTING POINT OR AS BRIEFED
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10. Rules for Aerodrome Roads.
10.1. The speed limit is 30 mph.
10.2. Users of the Aerodrome roads are to obey traffic signals and signs at all times irrespective of whether the Aerodrome is open or not.
10.3. Extra care is to be taken on Aerodrome roads crossing the overshoot of any runway. Aircraft may elect to make an approach to a runway other than the Duty Runway. All runways should be considered active at all times.
10.4. When night flying is in progress, vehicles are to drive on dipped headlights.
10.5. Overtaking of vehicles, except bicycles or tractors, moving in the same direction is forbidden.
11. Rules for the Manoeuvring Area.
11.1. The speed limit is 20 mph.
11.2. No vehicle is to enter the Manoeuvring Area except as follows:
11.2.1. Crash and Emergency Services as directed by Air Traffic Control.
11.2.2. The Air Traffic Control Utilicon, when directed by Air Traffic Control. 11.2.3. Property Management and Contractors vehicles engaged in essential maintenance. Such vehicles may not proceed onto the Movement Area when the Aerodrome is open unless cleared by the Duty Air Traffic Control Officer. 11.2.4. Vehicles proceeding by authorised routes to 'A' Site and the Bomb dump. 11.2.5. Vehicles proceeding by authorised routes to 'E' site, 'F' site and the Gliding Centre Launch Site.
11.2.6. All other vehicles equipped with a Culdrose Management radio and authorised by ATC. 11.2.7. All drivers of vehicles on the Manoeuvring Area are to be briefed by a member of the Air Traffic Control Staff and are to sign the register held in the Radar Approach Room as having received and understood the briefing.
11.2.8. Vehicles entering runways and taxiways are to be Culdrose Management radio fitted and in contact with the Control Tower. Vehicles without radio will be provided with a radio escort. At the discretion of the DATCO, DOE vehicles may be cleared to operate without radio escort in the areas of the Aerodrome well away from active circuits, runways and taxiways.
11.2.9. The obstruction lights fitted to vehicles normally employed on Aerodrome duties are to be switched ON whenever the vehicle is operating within the Manoeuvring Area, by day or night. Except in an emergency, Aerodrome safety vehicles fitted with occulting BLUE lights should only use them by NIGHT whilst on the Aerodrome.
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11.2.10. Overtaking of vehicles, except bicycles and tractors, moving in the same direction is forbidden.
12. Rules for Aprons.
12.1. Drivers whose duties regularly require them to drive vehicles on hardstandings (e.g. tractor and bowser drivers) are to be briefed as stated in paragraphs 2-5.
12.2. No vehicle is to enter a Squadron hardstanding except as follows:
12.2.1. Tractors engaged in the movement of aircraft.
12.2.2 Crash and Emergency services attending an actual incident on the manoeuvring area.
12.2.3. DOE and Contractors vehicles carrying heavy equipment required for essential maintenance.
12.2.4. Vehicles carrying heavy items of stores for delivery on apron areas.
12.2.5. Refuse disposal vehicles accompanied by an ATC rating carrying portable radio.
12.2.6. Vehicles attending VIP flights.
Note: Vehicles permitted to enter Squadron aprons in accordance with paragraph 12 may proceed on to the hardstanding only with the approval of the DATCO and the Duty Officer of the Squadron concerned.
13. Pedestrians. Pedestrians are not permitted on taxiways or runways except when proceeding to 'A' Site. They are to follow the approved vehicular route. 14. Vehicles in the Vicinity of Aircraft.
14.1. Under no circumstances are vehicles to be marshalled closer than 6ft to an aircraft.
14.2. Visual contact is to be established between driver and marshaller before any manoeuvring into close proximity commences. Vehicle drivers are NOT to enter or leave the area, unless under positive control of the marshaller.
14.3. Boom Refuelling. This method is NOT NORMALLY TO BE USED with helicopters. If however it becomes necessary because of hose reel unserviceability etc, THE BOWSER IS TO BE MARSHALLED BY AN OFFICER OR SENIOR RATING. UNDER NO CIRCUMSTANCES is the bowser to be closer than 6ft to the aircraft fuselage.
14.4. Refuel bowsers are only to enter the sterile area on D-Site dispersal if, due to aircraft position and/or wind direction, no other route is available to position for fuelling or in order to avoid a perceived risk to Flight Safety. If required to enter the sterile area bowsers are to travel at a slow walking pace and are to have hazard lights switched on.
15. Vehicles in Hangars.
15.1. Normally no vehicle other than a tractor may be parked or operated in a hangar containing aircraft.
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15.2. Exceptionally, at the discretion of the Squadron Air Engineering Officer, other forms of transport may operate within the hangar provided that:
15.2.1. It is essential to the aircraft maintenance task.
15.2.2. The vehicle is directed by an officer or senior rating.
16. Grass Areas. Driving on grass areas, except by Safety Services vehicles during the course of an actual emergency, ATC Rover, authorised Ground Radio vehicles and the BCU Land Rover, is prohibited. 17. Tractors - Towing of Equipment.
17.1. The Ground Equipment Control Officer is to arrange and conduct a brief of all tractor drivers on all aspects of towing and handling of Ground Support Equipment. This brief is to be given to all drivers completing the basic tractor driving course, and thereafter annually on renewal of permits. On completion, the Aerodrome Driving Permit (FMT 600A) is to be stamped and certified. 17.2. Before towing a piece of unfamiliar Ground Support Equipment, drivers are to seek the advice of a Supervisor.