Pilot Briefing Pack 2016

Transcription

1 Pilot Briefing Pack 2016 Revision: 1.6 K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 1 of 8 Revision: /01/2016

2 K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 2 of 8 Revision: /01/2016

3 Content Page Introduction 4 ATS Procedures 4 Arriving IFR Aircraft Procedures 4 Vacating Runway 08 on arrival 5 Vacating Runway 26 on arrival 5 Stands 5 Noise Abatement 6 Outbound Aircraft & IFR clearances 6 Low Visibility Procedures 7 Runway Contamination 7 Emergency Procedures 7 Continuous Improvement 7 Notes 8 Additional information attached: ATSOCAS EG_AD_2_EGBP_2-1_en_ EG_AD_2_EGBP_2-2_en_ EG_AD_2_EGBP_en_ K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 3 of 8 Revision: /01/2016

4 Introduction This document is intended as a supplement to the UK AIP and should be read in conjunction with that document. This document includes in more detail how the ATS function at Cotswold Airport (Kemble) is carried out, as well as outlining the general operating procedures in various configurations and weather conditions. The current Aeronautical Information for Kemble Aerodrome can be found at: html Cotswold Airport is also known as Kemble Aerodrome using the designator EGBP. ATS Procedures Cotswold Airport has one radio frequency for all air traffic functions. The table below gives a summary of the function. If no response is received from a transmission, please wait for around 10 seconds prior to retrying as the AFISO may be coordinating on the telephone or responding to ground based vehicles on another frequency. Callsign Frequency Function Kemble Information MHz AFIS service; positive control on the ground, information / advice in the air. Basic service for general area Kemble operations can be contacted by telephone on +44 (0) Operational hours are hrs (Local) Arriving IFR Aircraft Procedures Arriving aircraft using the airways system is initially controlled by London Control. For aerodrome conditions, please request Kemble s latest weather via London Control who will obtain the information and pass it to you. Existing agreements have been established between Brize (Norton) Radar and Cotswold Airport in order to standardise inbound routings. Aircraft are normally vectored to the aerodrome overhead at terrain safe (1750ft QNH) with a view to becoming visual with the aerodrome to make a visual approach. Currently, Cotswold Airport has no published approach procedures, though GNSS approaches are planned for the future. K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 4 of 8 Revision: /01/2016

5 Cotswold Airport has code L3 AGL with APAPI s set at 3 with an MEHT (Minimum Eye Height over Threshold) of 29ft. The runway is painted to full EASA standard which includes aiming points which coincide with the APAPI s. The runway also includes taxiway lead-line identifiers painted on the runway. Vacating Runway 08 on arrival Standard arrival exits are Alpha 3 (capable of taking aircraft up to and including Boeing s) or Alpha 1 for aircraft using a code B taxiway. Bravo and Delta taxiways are available after a backtrack (runway width 43m) and can accept aircraft using a code C taxiway (Boeing /Airbus A320 etc). Vacating Runway 26 on arrival Standard arrival exits are Bravo and Delta (Code C taxiway), and if necessary a backtrack (runway width 43m) to vacate either at Alpha 3 (capable of taking aircraft up to and including Boeing s) or Alpha 1 for aircraft that can use a code B taxiway. Stands D-Site apron D-Site apron is marked with 4 stands. Stands 1-3 are capable of accepting aircraft on the yellow stand centreline of aircraft up to Gulfstream 4 in size. To access Stands 1-3, on Alpha, turn left onto Golf and then turn right onto the apron lead line before the grass, the stand identifiers are at the start of each bay. Stop before crossing the double white lines at the far end of the stand. Stand 4 is designed to accept Boeing 737/Airbus A320 s in size. Access to stand 4 is via Alpha taxiway. Pass the Golf Taxiway lead-line and take the next line to the left (4 indicated on apron edge) follow the apron lead-line around and stop at the stop bar indication heading South. K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 5 of 8 Revision: /01/2016

6 North The apron area starts at the end of the Bravo taxiway. If no marshallers are present, aircraft can self-park on the left hand side of the apron. Noise Abatement If at all possible, please avoid overflying the local villages/housing conurbations which are around the airport. Please Note: although we try to appease our neighbours as much as we can, flight safety has priority over noise abatement at all times. Outbound Aircraft & IFR clearances Cotswold Airport is operational between Local daily. (The aerodrome is available outside these times with prior booking) Flight plans are received and monitored in the VCR via the AFTN network using the NATS AFpex system. Due to airspace congestion to the East of Kemble, any joining position to the East can be subject to flow control restrictions and delays. For this reason, MALBY on L9 is the primary joining point for the airways network. Due to MALBY s location, a standard departure from Kemble will normally be to climb to the North VMC initially, climbing outside of controlled airspace with either a traffic or deconfliction service from Brize Radar. On busy days a deconfliction service might not be available due to the glider activity at Aston Down aerodrome 3nm to the North West of Kemble. Accepting a Traffic service will again reduce delays on departure. Brize will normally turn aircraft back towards MALBY so they can be at FL080 to join controlled airspace. For aircraft departing to the West, a planned join at BADIM or WOTAN are handled via Bristol Radar. Please try to ensure that any plans submitted include the text IFR re-routes accepted, to aid a speedy departure. K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 6 of 8 Revision: /01/2016

7 An airways joining clearance will normally be requested from London/Brize Radar on start up. Any joining clearances will normally be given whilst taxiing. If a CTOT is received then please monitor the frequency in-case of updates. Outbound Procedures Unless a problem is reported on initial climb, ATC will transfer aircraft to either Brize Radar or Bristol Radar after departure to enable aircraft to get a radar service as soon as possible. Low Visibility Procedures Cotswold Airport enters Low Visibility Procedures when visibility drops below 900m. Due to aerodrome operating conditions, departures are not possible unless both ends of the runway are visible from the VCR. Runway Contamination Cotswold Airport operates a back to black policy and has no snow clearing facilities. In the event of ice or snow on the runway, the operations staff will monitor the surface of the manoeuvring area and will only open the aerodrome when it is safe to do so. Emergency Procedures The duty AFISO will initiate emergency procedures when information is received from the pilot, or other agency that such action is necessary. Following an emergency landing or aborted take-off there will be a full length and thorough runway inspection prior to any further aircraft movements. Continuous Improvement We are always looking for ways where we might improve our Air Traffic Service that we give to our customers. We hope that this booklet has given you an insight into how we operate, and the problems that we have to deal with, which are not always apparent. In an attempt to improve the interaction between flight crews and airport departments, we welcome feedback and/or suggestions via: ops@cotswoldairport.com K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 7 of 8 Revision: /01/2016

8 Notes: K:\Air Traffic\EGBP Pilot Briefing Pack 2016 Page 8 of 8 Revision: /01/2016

9 UNITED KINGDOM AIP AD 2.EGBP-1 15 Oct 2015 EGBP KEMBLE EGBP AD 2.1 AERODROME LOCATION INDICATOR AND NAME EGBP KEMBLE EGBP AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA 1 ARP coordinates and site at AD Lat: N Long: W Mid-point of Runway 08/26 2 Direction and distance from city 4.5 nm SW of Cirencester. 3 Elevation / Reference temperature 436 ft / 19 C 4 Geoid undulation at AD ELEV PSN 160 FT 5 Magnetic Variation/ Annual Change 1.62 W (2015) / AD Administration, address, telephone, telefax, AFS, e- KEMBLE AIR SERVICES LIMITED mail address, website address Post: The Control Tower, Kemble Airfield, Cirencester, Gloucestershire GL7 6BA. Phone: (Kemble Ops) Fax: ops@cotswoldairport.com URL: 7 Type of Traffic permitted (IFR/VFR) IFR/VFR 8 Remarks GA Agreement aerodrome. Refer to GEN 1.2 for notification requirements. Designated aerodrome for Special Branch purposes. EGBP AD 2.3 OPERATIONAL HOURS 1 Aerodrome Operator Winter: and by arrangement. Summer: and by arrangement. 2 Customs and Immigration By arrangement. Minimum notice periods apply. 3 Health and sanitation 4 AIS Briefing Office As AD hours, in Operations Department. Self briefing. 5 ATS Reporting Office (ARO) 6 MET Briefing Office As AD hours, in Operations Department. Self briefing. 7 Air Traffic Service As AD hours. See also AD Fuelling Last uplift 15 minutes before aerodrome closes; and by arrangement. 9 Handling As AD hours and by arrangement. 10 Security 11 De-icing 12 Remarks This aerodrome is strictly PPR by telephone at all times. Out of hours movements, refuelling and night flying by arrangement. AD may close during adverse weather conditions including snow. EGBP AD 2.4 HANDLING SERVICES AND FACILITIES 1 Cargo handling facilities By Arrangement. 2 Fuel and oil types AVTUR JET A1, JET A1 (F35 and F34) available. AVGAS 100LL W80, W100, 80, 100, 15W50 3 Fuelling facilities/capacity AVGAS 100LL fuel installation is self service (pay at pump). Mobile bowser available. Jet fuel requirements by arrangement with Kemble Ops before uplift. 4 De-icing facilities 5 Hangar space for visiting aircraft Yes, via Kemble Operations 6 Repair facilities for visiting aircraft Limited. 7 Remarks Handling service contacts: Operations - Kemble Air Services Ltd. Tel: , (H ) airportmanager@cotswoldairport.com CIVIL AVIATION AUTHORITY AMDT 11/2015

10 AD 2.EGBP-2 2 Apr 2015 UNITED KINGDOM AIP EGBP AD 2.5 PASSENGER FACILITIES 1 Hotels Hotels in vicinity. 2 Restaurants On aerodrome. 3 Transportation Taxis and car hire available by pre-booking through handling agent. Nearest railway station: 1 mile. 4 Medical facilities Limited first aid. 5 Bank and Post Office Bank 5 miles. Post Office 1 mile. 6 Tourist Office 5 miles. 7 Remarks Accommodation and transportation arrangements can be made via handling agent. EGBP AD 2.6 RESCUE AND FIRE FIGHTING SERVICES 1 AD category for fire fighting RFF Category A1 2 Rescue equipment 3 Capability for removal of disabled aircraft In the event of an incident, light aircraft can be removed using airport resources. Large aircraft can be removed using outside sources in conjunction with aircraft operators. 4 Remarks Category 2 available on request. EGBP AD 2.7 SEASONAL AVAILABILITY - CLEARING EGBP AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA 1 surface and strength ALPHA/TOWER APRON Surface: Grass. BELFAST/NORTH APRON Surface: Asphalt. D SITE APRON Surface: Asphalt. G SITE AREA Surface: Asphalt. 2 Taxiway width, surface and strength Taxiway A RWY-A2: 10.5 m. Surface: Macadam. Taxiway A A3-A4: 23 m. Surface: Macadam. Taxiway A A4-A5: 15 m. Surface: Macadam. Taxiway A A5-H SITE: 10.5 m. Surface: Macadam. Taxiway B RWY-NORTH APRN: 15 m. Surface: Macadam. Taxiway C RWY-RWY: 10.5 m. Surface: Macadam. Taxiway D RWY-D2: 15 m. Surface: Macadam. Taxiway D D2-W/SIDE APRN: 10.5 m. Surface: Macadam. 3 Altimeter checkpoint location and elevation 4 VOR checkpoints 5 INS checkpoints 6 Remarks Taxiway G G1-TWY D: 7.5 m. Surface: Grass. AMDT 4/2015 CIVIL AVIATION AUTHORITY

11 UNITED KINGDOM AIP AD 2.EGBP-3 2 Apr 2015 EGBP AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS 1 Use of aircraft stand ID signs, TWY guide lines and visual Stand 1, 2, 3 and 4 on D-site apron, have self-manoeuvring markings. docking/parking guidance system of aircraft stands Stands 1-3 are suitable for aircraft with a maximum wingspan of 28 m. Entrance to Stands 1-3 are via Taxiway G. Entrance to Stand 4 is via Taxiway A and is suitable for B and A Runway and taxiway markings and lighting Runway marking aid(s): 08/26: Runway designation, threshold and centre-line, touchdown zone and fixed distances. Runway width is designated by side stripe markings. 3 Stop bars Runway light(s): : Runway edge and end of pavement lights. Amber guard lights at Alpha 3, Bravo 1 and Delta 1. Taxiway marking aid(s): : Taxiways A, B, C, D have yellow centre-line and edge markings. Taxiway light(s): : Blue edge lights on Taxiway B and North. : Illuminated Hold boards at Alpha 3, Bravo 1 and Delta 1. 4 Remarks Illuminated windsock abeam control tower, mid-point Runway 08/26. All Runway and taxiway marking are to EASA/ICAO standard not CAA. EGBP AD 2.10 AERODROME OBSTACLES In Approach/Take-off areas Obstacle ID/Designation Obstacle Obstacle Elevation/Height Obstruction Lighting Remarks Type Position Type/Colour /APPROACH 08/TAKE-OFF Hangar N ft Yes W 26/APPROACH 08/TAKE-OFF Hangar N ft No W 26/APPROACH 08/TAKE-OFF Vehicles on N 421 ft No Road W 26/APPROACH 08/TAKE-OFF Kemble N ft No Wood W 08/APPROACH 26/TAKE-OFF Tree on N ft No High W Ground 08/APPROACH 26/TAKE-OFF Tower N Aerial W ft Yes 08/APPROACH 26/TAKE-OFF Mast N ft No W 08/APPROACH 26/TAKE-OFF Copse N ft No W INTENTIONALLY BLANK CIVIL AVIATION AUTHORITY AMDT 4/2015

12 AD 2.EGBP-4 2 Apr 2015 UNITED KINGDOM AIP EGBP AD 2.11 METEOROLOGICAL INFORMATION PROVIDED 1 Associated MET Office 2 Hours of service MET Office outside hours 3 Office responsible for TAF preparation Periods of validity 4 Trend forecast Interval of issuance 5 Briefing/consultation provided Self briefing/telephone through Kemble Operations Department. 6 Flight documentation Language(s) used 7 Charts and other information available for briefing or Form 214/215/415 TAF/METAR AIRMET. Internet access. consultation 8 Supplementary equipment available for providing information 9 ATS units provided with information 10 Additional information (limitation of service, etc.) Unofficial observations made during AD hours. EGBP AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS Designations RWY True bearing Dimensions of RWY Surface of RWY/ THR co-ordinates/ THR elevation/ Number SWY/ THR Geoid undu- Highest elevation of Strength (PCN) lation TDZ of precision APP RWY x 43 m RWY surface: Asphalt N THR 433 ft 29/F/C/W/T W 160 ft x 43 m RWY surface: Asphalt N 29/F/C/W/T W THR 411 ft 160 ft 08G x 18 m RWY surface: Grass N THR 434 ft W 160 ft 26G x 18 m RWY surface: Grass N THR 428 ft W 160 ft Slope of RWY/ SWY dimensions Clearway dimensions Strip Dimensions OFZ Remarks SWY x 150 m Yes RWY 08 Threshold displaced by 170 m. The longitudinal slope for Runway 08/26 exceeds the 1.5% maximum slope for 95 m starting from the threshold of Runway 26. The local slope is 1.66% up x 150 m Yes RWY 26 Threshold displaced by 183 m. 621 x 30 m 621 x 30 m The longitudinal slope for Runway 08/26 exceeds the 1.5% maximum slope for 95 m starting from the threshold of Runway 26. The local slope is 1.66% up. AMDT 4/2015 CIVIL AVIATION AUTHORITY

13 UNITED KINGDOM AIP AD 2.EGBP-5 2 Apr 2015 EGBP AD 2.13 DECLARED DISTANCES Runway desig- TORA TODA ASDA LDA Remarks nator m 1759 m 1799 m 1778 m m 1799 m 1799 m 1640 m m 1007 m 1047 m Take-off from intersection of Taxiway B m 1148 m 1188 m Take-off from intersection of Taxiway D m 1410 m 1410 m Take-off from intersection of Taxiway A m 636 m 636 m Take-off from intersection of Taxiway B. 08G 561 m 561 m 561 m 561 m 26G 561 m 561 m 561 m 561 m EGBP AD 2.14 APPROACH AND RUNWAY LIGHTING RWY Approach Threshold VASIS/ TDZ Runway Runway Runway Stopway Remarks lighting lighting MEHT/ lighting Centre Line edge end lighting Type/ Colour/ PAPI Length lighting lighting lighting Length/ Length/ Wing bars Length/ Length/ Colour/ Colour Intensity Spacing/ Spacing/ Wing bars Colour/ Colour/ Intensity Intensity HI elevated APAPI HI elevated Red. APAPI Dist from THR: 184 Green Left/3 White bi-direc- m wingbars 29 ft tional 60 m spacing 26 HI elevated APAPI HI elevated Red. APAPI dist from THR: 138 Green Left/3 White bi-direc- m wingbars 29 ft tional 60 m spacing EGBP AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY 1 ABN/IBN location, characteristics and hours of operation ABN: KEMBLE White, mounted on the roof of the tower. 2 LDI location and lighting Anemometer location and lighting As required when AD is open. 3 TWY edge and centre line lighting Taxiway:. Blue edge lighting elevated on Taxiway B. Blue relective markers on TWY D from B Taxiway to Woodside apron. 4 Secondary power supply/switch-over time 5 Remarks EGBP AD 2.16 HELICOPTER LANDING AREA 1 Coordinates TLOF or THR of FATO Geoid undulation 2 TLOF and/ or FATO elevation 3 TLOF and FATO area dimensions, surface, strength, FATO : marking 4 True bearing of FATO 5 Declared distance available 6 Approach and FATO lighting 7 Remarks Helipad A located on Stand 1 (D-site apron). Helipad B located on North. CIVIL AVIATION AUTHORITY AMDT 4/2015

14 AD 2.EGBP-6 10 Dec 2015 UNITED KINGDOM AIP EGBP AD 2.17 AIR TRAFFIC SERVICES AIRSPACE Designation and Vertical Limits Airspace ATS unit callsign/ Transition Remarks lateral limits Class language Altitude KEMBLE ATZ Upper limit: 2000 ft G KEMBLE INFORMATION 3000 ft A circle, 2 nm radius centred at Lower limit: SFC English N W on longest notified runway (08/26) EGBP AD 2.18 AIR TRAFFIC SERVICES COMMUNICATION FACILITIES Service Designation Callsign Channel(s) Hours of Remarks Operation AFIS KEMBLE INFOR MHz Winter: and by ar- ATZ hours H24. MATION DOC 10 nm/3000 ft. rangement. Summer: and by arrangement. EGBP AD 2.19 RADIO NAVIGATION AND LANDING AIDS Type of Aid Ident Frequency Hours of Position of Elevation of DME Remarks CAT of ILS/MLS Operation transmitting transmitting (For VOR/ILS/MLS, antenna co- antenna give VAR) ordinates NDB (L) KMB khz Winter: N Range 15 nm. or SS and by ar W Normally radiates rangement Sum- H24. mer: or SS and by arrangement EGBP AD 2.20 LOCAL TRAFFIC REGULATIONS 1 Airport Regulations (a) Special procedures are in force for some flying events, details as published by AIC and NOTAM. (b) Non-Radio aircraft not accepted. (c) While airside each aircraft commander is responsible for the safety of his passengers and other crew members. Passengers are at all times to be escorted by the aircraft commander or crew member who is known to be competent to ensure his/her and the passengers safety. The wearing of high visibility clothing is mandatory. (d) Aircraft commanders or crew members, as applicable, are responsible for ensuring that a total ban on smoking whilst airside is observed. (e) Aerodrome is not available when closed/out of published hours, to aircraft without a valid out of hours indemnity form. 2 Ground Movement (a) Vehicles cross the runway at 08 threshold under traffic light control during aerodrome operating hours. (b) Taxiway Alpha between A1-A2 and Taxiway Charlie may be closed at any time. Essential aerodrome information will be provided by Kemble AFIS. 3 CAT II/III Operations Not applicable 4 Warnings (a) Be aware of proximity of Aston Down gliding centre 4 nm NW, winch launching to 3000 ft agl. Avoid South Cerney to the east, it is regularly active up to FL 120 with para dropping. (b) High performance aircraft occasionally carry out non-standard manoeuvres. (c) Windshear or turbulence may be experienced on final approach to Runway 26 in strong southerly or north westerly winds. AMDT 13/2015 CIVIL AVIATION AUTHORITY

15 UNITED KINGDOM AIP AD 2.EGBP-7 10 Dec 2015 EGBP AD 2.20 LOCAL TRAFFIC REGULATIONS (continued) (d) Grass areas, including grass runway 08/26 and golf taxiway, are subject to restricted use or closure due to waterlogging and subsequent soak away, during and following periods of wet weather. (e) During moderate/heavy rain, standing water forms at the runway edge on the start of Taxiway Delta. This may take up to 48 hours to drain. (f) Model flying operates from the south west corner of the aerodrome, position * N W, up to 200 ft and occassionally up to 400 ft. 5 Helicopter Operations (a) All rotary traffic to call for engine/rotor start. (b) Helicopters may operate south of Runway 08/26 (asphalt) for training up to 700 ft aal, inside the fixed wing circuit. 6 Use of Runways Not applicable. 7 Training (a) All circuit training strictly PPR. (b) Display practices must be booked in advance. EGBP AD 2.21 NOISE ABATEMENT PROCEDURES (a) Pilots should avoid overflying the villages and hamlets of Kemble, Kemble Wick, Rodmarton, Culkerton, Ashley and Chelworth. (b) Final approach to Runway 08 is offset to the North to avoid Culkerton village on final. (c) Final approach to Runway 26 is offset to the South to avoid overflying Kemble village. (d) Straight in approaches to Runway 08 offset to the north to avoid Culkerton village. (e) Straight in approaches to Runway 26 offset to the south to avoid Kemble village. EGBP AD 2.22 FLIGHT PROCEDURES 1 Circuits (a) Circuit Heights: Jet circuit 1500 ft aal. Fixed-wing 1000 ft aal. (b) The standard circuit patterns are Right hand Runway 08 and Left hand on Runway 26. (c) All fixed wing GA traffic to join overhead. 2 IFR Departures Joining Airways (a) Aircraft departing Kemble IFR to the east should plan to join controlled airspace at MALBY. Note: SIREN, MIMBI, KENET and CPT flight plans can all expect a MALBY join. (b) Aircraft departing Kemble IFR to the west should plan to join controlled airspace at MALBY or BRECON (BCN). Note: WOTAN, ALVIN and BADIM can also be used. (c) Aircraft departing Kemble IFR to the north east should plan to join controlled airspace at either DAVENTRY (DTY) or HONILEY ( HON). (d) Aircraft departing Kemble IFR to the north west should plan to join controlled airspace at NITON or BRECON (BCN). CIVIL AVIATION AUTHORITY AMDT 13/2015

16 AD 2.EGBP-8 2 Apr 2015 UNITED KINGDOM AIP EGBP AD 2.23 ADDITIONAL INFORMATION Not applicable EGBP AD 2.24 CHARTS RELATED TO AN AERODROME Figure: AERODROME CHART - ICAO AD 2-EGBP-2-1 Figure: AIRCRAFT PARKING/DOCKING CHART - ICAO AD 2-EGBP-2-2 AMDT 4/2015 CIVIL AVIATION AUTHORITY

17 UNITED KINGDOM AIP AD 2-EGBP Apr 2015 AERODROME CHART - ICAO ARP N W AD ELEV 436FT EGBP KEMBLE GUND (Geoid Undulation) = The height of the Geoid (MSL) above the Reference Elipsoid (WGS 84) at the stated position. BEARINGS ARE MAGNETIC ELEVATIONS AND HEIGHTS ARE IN FEET ELEVATIONS IN FEET AMSL 482 HEIGHTS IN FEET ABOVE AD (46) RUNWAY/TAXIWAY/APRON PHYSICAL CHARACTERISTICS APRON / RWY / TWY SURFACE BEARING STRENGTH RWY 08/26 Asphalt 29/F/C/W/T G /Tower Grass - Belfast/North Asphalt - G-Site Area/D-Site Asphalt - TWY A/B/C/D Asphalt - TWY G Grass - N Annual Rate of Change 0.15 E HS1 D1 B2 08 Hot Spot HS1 Vehicle crossing point/incursion issue. B1 H1 Flashing White A6 H2 C1 A5 D2 Disused VAR 1.6 W D2 G3 C2 489 (53) G1 A4 A3 478 (42) 457 (21) C1 A2 A1 Twy A 262 M 262 M 262 M 482 (46) 082 M 082 M APAPI (3 ) MEHT 29 Fuel APAPI (3 ) MEHT 29 Belfast Grass Twy G G2 G1 K4 G-Site Maintenance Area K4 HEL B C-Site North C2 Woodside Tower H-Site Hangars G Anemometer Control Tower G2 H-Site J-Site Twy A D-Site HEL A 561m x 18m Twy B Disused Twy C Twy C Disused Compass Base D1 Mobile Obstacle Vehicles 421 Rwy 26 Thr Elev N W (GUND Elevation 160) 1973m x 43m KMB 349 KMB N W Rwy 08 Thr Elev N W (GUND Elevation 160) Disused (Grass) Rwy 08 Thr Elev N W (GUND Elevation 160) (Grass) Rwy 26 Thr Elev N W (GUND Elevation 160) m ft COM AFIS KEMBLE INFO LIGHTING THR 08/26 HI elev green W bars. RWY 08/26 HI elev bi-d edge. End lights red. CHANGE (4/15): MAG VAR. THR 26 ELEVATION/POSITION. AERODROME BEACON/HELIPAD B/LIT WINDSLEEVE ADDED. RUNWAY 08/26 (GRASS) NOW LICENSED. HOLD A6/A2 REPOSITIONED. HOLD G2 ADDED. HOLD G1 NOW INTERMEDIATE. HOLD A4 NOW CAT 1. RUNWAY EDGE/THRESHOLD/END/APAPI LIGHTING ADDED. ALPHA APRON REPLACED WITH G APRON. NORTH APRON AMENDED. AERO INFO DATE 22 JAN 15 CIVIL AVIATION AUTHORITY AMDT 4/2015

18 H-Site A6 N Annual Rate of Change 0.15 E UNITED KINGDOM AIP AD 2-EGBP Apr 2015 AIRCRAFT PARKING/DOCKING ARP N W AD ELEV 436FT KEMBLE CHART - ICAO EGBP H1 Twy A H2 VAR 1.6 W B2 D2 G3 G2 A5 Disused K4 K4 G1 A4 Disused G-Site Maintenance HEL B Area North C-Site C2 Fuel C1 Control Tower G D-Site Woodside HEL A D1 D2 Twy A Grass Twy G Tower RWY 08/26 (Grass) D1 B1 RWY 08/26 (Asphalt) C m ft Twy B Twy C STAND COORDINATES D-Site 1 To be surveyed 2 To be surveyed 3 To be surveyed 4 To be surveyed RUNWAY/TAXIWAY/APRON Compass PHYSICAL CHARACTERISTICS APRON / RWY Base / TWY SURFACE BEARING STRENGTH Twy C GUND (Geoid Undulation) = The height of the Geoid (MSL) above the Reference Elipsoid (WGS 84) at the stated position. BEARINGS ARE MAGNETIC ELEVATIONS AND HEIGHTS ARE IN FEET Disused ELEVATIONS IN FEET AMSL 482 HEIGHTS IN FEET ABOVE AD (46) COM AFIS KEMBLE INFO LIGHTING THR 08/26 HI elev green W bars. RWY 08/26 HI elev bi-d edge. End lights red. RWY 08/26 Asphalt 29/F/C/W/T G /Tower Grass - Belfast/North Asphalt - G-Site Area/D-Site Asphalt - TWY A/B/C/D Asphalt - TWY G Grass - CHANGE (4/15): NEW CHART. AERO INFO DATE 22 JAN 15 CIVIL AVIATION AUTHORITY AMDT 4/2015

19 SAFETYSENSE LEAFLET 8f AIR TRAFFIC SERVICES OUTSIDE CONTROLLED AIRSPACE 1 INTRODUCTION 2 NON-RADAR SERVICES 3 RADAR SERVICES 4 HOW TO OBTAIN A SERVICE 1 INTRODUCTION a) In this leaflet, controlled airspace means airspace of Classes A, B, C, D and E (the UK does not use B at present). This leaflet describes only the types of air traffic service available outside controlled airspace; i.e. airspace Classes F and G often known as the open FIR. SafetySense Leaflet 27 gives advice for flight in Controlled Airspace. In addition to the Alerting (Emergency) Service required by ICAO, the following types of service form part of the UK Flight Information Services (FIS) as defined in CAP 774: Basic Service. Traffic Service. Deconfliction Service. Procedural Service. These services apply to the departure, en-route and arrival stages of your flight. 5 RADAR SERVICE LIMITATIONS 6 TERRAIN AND OBSTACLE CLEARANCE 7 CHANGING FREQUENCY 8 AVAILABILITY OF SERVICES b) If you require one of these services you must ask an appropriate Air Traffic Service Unit (ATSU) to provide the particular service you wish to receive. However, some ATSUs are only staffed by Flight Information Service Officers (FISOs). Such ATSUs will ONLY be able to provide a Basic Service for their area of responsibility. c) If the service you requested cannot be provided, for instance due to workload or equipment problems, another service may be offered. d) Any air traffic service can only provide assistance. The pilot is always responsible for collision avoidance and terrain clearance. e) Alerting Service is provided automatically by all ATSUs (see also paragraph 2(c)). January

20 f) It is important that you understand the benefits and limitations of the available air traffic services so that you can ask the controller for the best one to suit your needs. g) To fly in accordance with the Instrument Flight Rules (IFR) you must hold an instrument rating, which in the UK may be an IR(R), formerly known as an IMC rating. There is nothing mysterious about IFR, they are there to ensure that you have adequate clearance from ground obstacles and that you are safely separated in the vertical plane, according to your magnetic track, from other aircraft in flight. The UK regulations for IFR flights outside controlled airspace are as follows: Except when necessary for take-off and landing, or when authorised by the appropriate authority, you must be flying at least 1,000 ft above the highest obstacle within 5 NM of your aircraft. However, you may disregard this if you are flying IFR below 3,000 ft and you are clear of cloud with the surface in sight. If you are in level flight above the transition altitude (usually 3,000 ft amsl but higher under many Control Areas) you must set your altimeter to 1013 hpa (mb) and fly at a level appropriate to your magnetic track in accordance with the Quadrantal System. h) There is often confusion about the IFR in relation to VMC and IMC. VMC and IMC refer to the weather conditions encountered during flight and are terms used to denote actual weather conditions, in relation to the VFR minima. VMC are conditions which fulfil the VFR minima. In the UK, rated pilots are quite at liberty to fly under IFR when in VMC. i) The VFR minima (weather conditions for flying in accordance with Visual Flight Rules i.e. VMC) for flight outside controlled airspace are contained in the box below. For VFR flight in Airspace Classes C, D, or E, stricter limits apply. See SafetySense Leaflet 27 Flight in Controlled Airspace. Distance from cloud Flight Visibility Horizontal Vertical at and above FL 100 1,500 m 1000 ft 8 km below FL 100 1,500 m 1000 ft 5 km OR at or below 3,000 ft amsl clear of cloud with the surface in sight 5 km Aircraft, other than helicopters, clear of cloud with the surface in sight 1,500 m flying at 140 kt IAS or less by day Helicopters (at reasonable IAS) by day clear of cloud with the surface in sight 1,500 m PILOTS MUST BE AWARE OF THE MINIMUM SAFE ALTITUDE AND MUST COMPLY WITH RULE 5 OF THE RULES OF THE AIR REGULATIONS 2007 (THE LOW FLYING RULES) SSL 8f 2 January 2013

21 2 NON- RADAR SERVICES a) Basic Service: This non-radar service provides information to assist with the safe and efficient conduct of your flight. The information available may include: Weather. Serviceability of navigation and approach aids. Conditions at aerodromes. General airspace activity. Other information pertinent to flight safety. Remember that no air traffic service is intended to replace pre-flight planning, nor is it intended to be a comprehensive source of information on the presence of other aircraft. The controller may be able to provide information on aircraft in your vicinity that have contacted him, but it is most unlikely that he will be aware of all aircraft that may affect your flight. You must not expect to be given warnings of conflicting traffic under a Basic Service. Most ATSUs can provide a Basic Service within their local areas. Basic Service can normally be provided when conditions prevent an ATSU providing a radar service. b) Procedural Service: This non-radar service is the equivalent of the deconfliction service described below. The controller deconflicts participating traffic by issuing level, track and/or timing instructions. It is routinely used for IFR traffic carrying out pilotinterpreted approaches when radar is not available, or for aircraft flying along Advisory Routes. It may also be used when radar contact is temporarily lost with an aircraft receiving one of the radar services. You must inform the controller before changing track or level, or if your ETA changes by three minutes or more, because it may affect your separation from other aircraft. The controller will only be aware of traffic that he is communicating with, so, if you can, keep a good look-out for the others! c) Alerting (Emergency) Service: When the controller becomes aware, or suspects, that you need Search and Rescue assistance, he will notify the appropriate organisations; this is known as an Alerting Service. It is not a service which you request it is provided automatically. Remember, the best way of making sure that the controller realises that you have an emergency situation is to make a clear MAYDAY or PAN call, whichever is appropriate. 3 RADAR SERVICES a) Traffic Service Traffic Service is a radar service which aims to provide you with information on conflicting traffic, but no avoiding action will be offered. Hence you are responsible for maintaining separation from other aircraft. This service is tailor-made for letting you get on with your flying in VMC while the controller provides you with an extra pair of eyes. It is a very useful facility when carrying out general handling, or when flying through busy airspace. SSL 8f 3 January 2013

22 The controller may provide radar headings for his planning purpose or at the pilot s request, for example during an instrument approach. The pilot remains responsible for separation from other aircraft and may decide not to accept the heading, but must not change it before telling the controller. You should also inform the controller before you change level, operating area or route. Traffic Service may be provided under any flight rules or meteorological conditions, but in IMC it is better to request and use a Deconfliction Service if available. b) Deconfliction Service If controller workload and traffic density permits, this is available to all flights, irrespective of flight rules or meteorological conditions. It aims to provide you with the information and the advisory avoiding action necessary to deconflict you from other aircraft. It is the preferred radar service when flying in IMC. But remember, if you are: not qualified to fly in IMC; or qualified but out-of-practice, you must NOT accept an advisory turn or level change which will put you into IMC. However, if you do not take the controller s advice, or are unable to accept heading or level changes, you must tell the controller, who may be able to offer alternative avoiding action. You must also inform the controller before making any other changes in heading or level If you request Deconfliction Service, but the controller is unable to provide it, you may be offered Traffic Service instead. 4 HOW TO OBTAIN A SERVICE a) You should contact the appropriate ATSU and ask for the service you require. The controller will tell you whether your request can be met. You can request a change in the type of service at any time. You should give the ATSU the following information: call sign and type of aircraft; departure and destination airfields; estimated position; level (or level band for traffic carrying out general handling); intention (next reporting/turning point or general handling area); flight rules (IFR/VFR); and type of service requested. b) Services are available from civil and military ATSUs, subject to their operating hours and controller workload. However, at weekends many military ATSUs are closed and you may not be able to obtain a radar service for every part of your route. In this case, consider contacting the Flight Information Region (FIR) Flight Information Service Officer for a Basic Service, or aerodromes along your route who may be able to provide a more comprehensive air traffic service for their local area. c) Even when only providing a Basic Service, a controller may wish to identify your aircraft on radar to confirm your position but that does not mean that a radar service will subsequently be provided. Furthermore, just because you have been allocated a transponder code, and identified, it does not mean that you are receiving any radar service. SSL 8f 4 January 2013

23 5 RADAR SERVICE LIMITATIONS Unknown traffic may make unpredictable or high-energy manoeuvres. Gliders, microlights, balloons and very slow moving aircraft do not always show on radar. When they do, they are often indistinguishable from the radar returns of birds, road vehicles etc.; this is an inherent limitation in radar services. It is important that you maintain the best possible lookout for other aircraft even though you are receiving a radar service. When a radar service is adversely affected by other factors (e.g. weather returns on the radar, poor radar performance, high traffic density, controller workload etc.) the controller may give you a specific warning of the situation, e.g. Reduced traffic information due radar coverage. You should note the warning and conduct your flight accordingly, for example adjusting your look-out scan, or perhaps changing your altitude to provide greater separation from the problem. 6 TERRAIN AND OBSTACLE CLEARANCE Pilots are always responsible for providing their own terrain and obstacle clearance whilst flying under VFR. However, ATSUs will only provide Deconfliction Service above levels/altitudes which they consider safe. 7 CHANGING FREQUENCY When you are in sight of your destination or wish to change to another frequency, always tell the FISO/Controller that you are leaving their frequency and your subsequent intentions. Set 7000 or appropriate transponder code with Mode C. 8 AVAILABILITY OF SERVICES Any ATSU may provide the services described in this Leaflet but you should particularly note the following: a) Lower Airspace Radar Service: Although many ATSUs can provide radar services, those whose location makes them particularly suitable for providing radar service to transit traffic at and below FL 95 participate in a system called the Lower Airspace Radar Service (LARS). Details are in the UK AIP ENR 1.6.3, latest chart of coverage shown in ENR The service is mostly available weekdays 0800 to 1700 local. b) ACC FIR Service: The London and Scottish ACCs try to provide FIS in their FIRs. Details are in the UK AIP GEN 3.3. You should consider a call if you have not obtained any service elsewhere. (Note that the service for the whole London Flight Information Region may be operated by one person.) Although a transponder code may be allocated by the FISO, no radar service will be provided. SSL 8f 5 January 2013

24 c) Military Aerodrome Traffic Zone Penetration Service: This is available for aerodromes which have Military Aerodrome Traffic Zones (MATZs). The Service will often include provision of a radar service. Details are in the UK AIP ENR SafetySense Leaflet 26 contains guidance for visiting or flying near military aerodromes. d) Other radar service providers: Radar services may be available from other civil or military providers in certain areas, including around certain Controlled Airspace. e) Danger Area Services: f) Areas of Intense Aerial Activity and Aerial Tactics Areas: Intense civil and/or military activity takes place within these areas which are listed in ENR 5-2. Pilots of nonparticipating aircraft who fly in these AIAAs/ATAs should keep a good look-out and consider calling the appropriate frequency, which is also shown on the 1:500,000 chart. Intense activity takes place in many other areas, often where flight paths are limited by airspace constraints. If a LARS service is not available, consider calling the Control Authority on the frequency published on charts. g) Free-fall Parachute Drop Zones: Nominated ATSUs (see UK AIP ENR and the legend on the CAA 1:500,000 charts) may provide a Danger Area Crossing Service (DACS) ( ) or a Danger Area Activity Information Service (DAAIS) ( ). DACS may also be available by telephone ( ). MERELY OBTAINING INFORMATION UNDER DAAIS DOES NOT GIVE A CLEARANCE TO CROSS AN ACTIVE DANGER AREA. YOU MUST HAVE A SPECIFIC CLEARANCE. Intense free-fall activity is conducted up to FL 150 at permanent drop zones (listed in the UK AIP at ENR 5.5) or at other sites by NOTAM. Activity information may be available from certain Nominated ATSUs as listed on the legend of VFR charts, but pilots are advised to assume a Drop Zone (DZ) is active if no information can be obtained. Parachute-dropping aircraft and, on occasions, parachutists may be encountered outside the DZ circle shown on VFR charts and pilots are strongly advised to give a wide berth to all active DZs. SSL 8f 6 January 2013

25 LARS units as at October 2012 (Weekday cover) SSL 8f 7 January 2013

26 Air Traffic Services Outside Controlled Airspace Which do you need? Pilots are always responsible for their own terrain and obstacle clearance SSL 8f 8 January 2013