AERODROME OPERATIONS MANUAL

BCCS Aerodrome Operations April 2008 Page i 2008 BACCHUS MARSH AERODROME OPERATIONS MANUAL Bacchus Marsh Aerodrome Management Inc. 79 105 246 390 Revision 2

BCCS Aerodrome Operations April 2008 Page i REVISION HISTORY No. Date Detail - January 2007 Initial Issue 01 August 2007 Reformatted document and rectified minor typographical errors. Updated Section 4 to remove reference to Car and replace with Motor Vehicle ; included reference to towing of glider control vans; and amended rules on fire suppression equipment. Updated entire Section 7 dealing with winch and autotow launch operations. Amended Section 8.4 to make recommendation for base radio call more prominent and added Unusual Circuit procedures at 8.5. Removed paragraph previously at Section 9.13 which stated: A temporary taxiway constructed of gravel adjacent to the displaced threshold may need to be implemented if experience dictates. Amended various references to timekeeping vans and pie carts to Glider Control Vans. Included contents, index and hyperlinks for electronic access. 02 April 2008 Adopted as Aerodrome Operations Manual.

BCCS Aerodrome Operations April 2008 Page ii CONTENTS 1. AERODROME OPERATIONS... 1 2. DOCUMENTATION... 1 3. PROCEDURES... 1 4. FIELD OPERATIONS... 1 5. FLIGHT OPERATIONS... 4 6. AIRSPACE "BACCHUS AREA BRAVO"... 6 7. WINCH AND AUTO-TOW LAUNCH OPERATIONS AT BACCHUS MARSH... 7 8. COMMUNICATIONS... 9 9. PROCEDURES FOR OPERATIONS ON RUNWAY 27 WHEN LAUNCHING FROM RIGHT HAND SIDE...10 AREA BRAVO...12 INDEX...13

BCCS Aerodrome Operations April 2008 Page 1 1. AERODROME OPERATIONS Aspects of light aircraft and glider flying at Bacchus Marsh Aerodrome which are particular to the site are administered by the aerodrome lessees and operators, Bacchus Marsh Aerodrome Management Inc. AOO25907B (BMAM). Any proposal to change operational documentation relating to Bacchus Marsh Aerodrome such as this joint operations manual, the ERSA entry or aeronautical chart information must have the endorsement of BMAM. Prior to endorsing a proposed change BMAM may need to consult with other aerodrome users. This particularly applies where negotiation with and/or the agreement of an outside agency such as CASA or the RAPAC forum is involved. 2. DOCUMENTATION Documents relevant to flying operations at the Bacchus Marsh Aerodrome include: Civil Aviation Act 1988 & Civil Aviation Regulations 1988 & 1998 Aeronautical Information Publication (AlP) Visual Flight Guide (VFG) Gliding Federation of Australia (GFA), Manual of Standard Procedures (MOSP) GFA Operational Regulations (Ops Regs) Enroute Supplement Australia (ERSA) entry for Bacchus Marsh Aerodrome Civil Aviation Orders 95.4 (CAO 95.4) and 95.4.1 (CAO 95.4.1) Melbourne Visual Terminal Chart (VTC) Melbourne Visual Navigation Chart (VNC) 3. PROCEDURES 3.1. Bacchus Marsh Aerodrome is an Aircraft Landing Area (ALA) and has no Air Traffic Control (ATC) service. It is neither a certified aerodrome nor a registered aerodrome. 3.2. A Common Traffic Advisory Frequency (CTAF) zone applies from ground level up to the lower level of overlying Class C controlled airspace (refer charts). The CTAF is 118.8 MHz. Aircraft are required to monitor the CTAF within 10 nautical miles. 3.3. Gliding operations at Bacchus Marsh Aerodrome shall be conducted in accordance with this Manual and the above documents. Particular operational procedures for gliding at this Aerodrome are specified as follows. 4. FIELD OPERATIONS 4.1. Display of Markers. The first Club to start operations shall be responsible for displaying the "Gliding in Progress" marker (++) at the primary windsock prior to the commencement of operations and for establishing its Glider Control Van on the active runway.

BCCS Aerodrome Operations April 2008 Page 2 4.2. Covering of Markers. The last Club to cease operations shall be responsible for the covering of the "Gliding in Progress" marker (++) at the windsock. 4.3. Motor Vehicles. All motor vehicles, with the exception as noted below, shall keep to the perimeter track at all times and obey speed signs or any other restriction notified. The speed on the perimeter track shall not exceed 30 kph and 20 kph in building areas, trailer parks and tie down areas. Motor vehicles shall be driven under the control of a licensed driver. An L plate driver shall be supervised and accompanied by a licensed adult driver. Seat belts should be worn because the speeds, even if kept low, can still be hazardous. It is not permitted to drive motor vehicles across the movement area of the Aerodrome, which means within the gable marker line or across runways. The following exception applies:- A motorised vehicle may operate within the gable marker line, i.e. within the movement area, whilst: - (a) engaged in auto-tow launching; (b) engaged in retrieving and delivering winch wire(s) / rope(s); (c) towing a glider or glider control van or winch out to the launch point at the start of its daily usage; (d) towing a glider or gliding control van or winch to the hangar at the end of its daily usage; or (e) towing a glider to retrieve it from elsewhere on the runway (such as when a landing after a modified circuit). In retrieving a glider from some distant part of the Aerodrome the motorised vehicle is to be driven all the way via the perimeter track without crossing any runway until adjacent to the glider on the grass verge. The glider may be hooked on and towing commenced when safe to do so. 4.4. Duty Instructor. Each club shall provide a Duty Instructor on each flying day to supervise the operations of their club. Where a club does not have a duty instructor present they may operate under the supervision of the duty instructor of another Bacchus Marsh club where this is agreed to. No duty instructor need be present for operations by club members who are Independent Operators (GFA Ops Regs Section 19 refers). 4.5. Placement of Field Equipment. The gliding launch point is located on grass right and before (i.e. downwind of) the displaced threshold markings on the active runway. Vehicles shall park on the perimeter road no closer to the displaced threshold than the Glider Control Van closest to the displaced threshold, or at places off the perimeter road as directed by a Duty Instructor or his/her Deputy or shown on signs. 4.6. Partially Unserviceable Aerodrome. Restrictions on use of the aerodrome because of limited serviceability, as determined by an Aerodrome Reporting Officer following survey of the aerodrome status, shall be observed. After sudden heavy rain or for other reasons the Duty Instructor may, for the purposes of controlling gliding operations, introduce additional appropriate restrictions on use of vehicles, roads, parking places and runways.

BCCS Aerodrome Operations April 2008 Page 3 4.7. Duty Runway - Commencement of Operations. The duty runway shall be selected by the Duty Instructor of the first club to commence operations, having regard to:- ERSA. Wherein if winds are light and variable then the duty runway shall be 19 or 27; consultation with glider tow aircraft pilots; and due regard to the cross-wind component on the runway. 4.8. Change of Runway. The duty runway may be changed to suit wind direction changes and visibility changes such as low sun on the 27 runway in winter. The change of the duty runway will be signalled by the simultaneous movement of all the Glider Control Vans to the new duty runway at which time launching on the previous duty runway shall cease. Launching shall not commence on the new duty runway until all Glider Control Vans are in place at the new designated launch point. A broadcast shall be made on the CTAF advising of the change of duty runway. 4.9. Glider Launching. Each club shall be responsible for supervising the launching of its own gliders. Procedures and standard signals in the GFA MOSP shall be used. This includes a forward signaller and a wing tip runner. The forward signaller shall copy the wing tip runner's signals but shall keep alert and watch for landing aircraft and may stop the launch at any time. Any other person may give the signal to stop the launch if there is imminent danger in proceeding (e.g. a glider making a modified circuit, aircraft making a crosswind landing, etc.). 4.10. Parked gliders. Gliders not in immediate use shall be removed to a place as far to the side of the runway strip as is practicable and shall not be left unattended unless securely anchored appropriate to the prevailing or expected weather conditions. 4.11. Parked Tugs. Tug planes not in use shall be parked as far to the side of the runway strip as is practicable just upwind of the Glider Control Van or launch point. The area upwind of and to the side of the launch point shall be kept free of obstructions such as visiting aircraft. 4.12. Visiting Gliders & Glider Pilots. Visiting glider pilots shall operate under the control of one of the constituent gliding clubs. 4.13. Visitors. Gliding club members shall give advice and direction to their visitors on safety requirements, e.g. driving via the perimeter track, remaining beside the launch point clear of launching operations, not entering runways, etc. 4.14. Fire suppression equipment. It is recommended that each of the clubs Glider Control Vans shall be equipped with a serviceable and full knapsack water spray unit and a serviceable 9 litre stored pressure fire extinguisher. During the fire season, from the start of November to the end of April, the fire tanker trailer shall be taken to the glider launch point on all days where there is a gliding operation (including limited or non-rostered operations).

BCCS Aerodrome Operations April 2008 Page 4 5. FLIGHT OPERATIONS 5.1. Circuit Direction. As noted in ERSA the normal circuit direction at Bacchus Marsh Aerodrome is Ieft hand but right hand circuits may be necessary for operational or emergency reasons. Landings at places other than on the duty runway shall be made in such a way as to avoid crossing the duty runway in the air or on the ground. In accordance with the ERSA entry, the duty runway shall be set by the gliding operation when gliding is active. If winds are light, then the duty runway shall be 27 or 19. 5.2. Landing. In order of preference gliders shall use (based on the launch area being on the right):- 1. Grass right, if clear 2. Grass left 3. Runway centre 4. The above areas forward of the displaced threshold if all the areas prior to the displaced threshold are occupied. 5.3. Ground Roll. Gliders shall make a straight approach and landing run parallel to the runway strip and shall not taxi off. Gliders shall land aiming to complete the ground roll before being abeam the displaced threshold. Gliders shall be withdrawn from the runway area as quickly as possible after finishing the ground roll. Gliders shall not land directly behind other gliders. 5.4. Launching. A powered aircraft should not enter the runway if it would interfere with a glider launch that is about to proceed. The glider at the head of the launch queue is about to launch if the wings are level. Powered aircraft should commence their take-off run from the displaced threshold (or temporary displaced threshold) on the duty runway unless minimum runway requirement necessitates otherwise, from a position ahead of the glider launch queue. 5.5. Circuits. Glider circuits are typically closer to the runway than those of powered aircraft. Tug aircraft circuits are typically between those of a glider and other powered aircraft. It is unwise for powered aircraft to fly abbreviated circuits when glider operations are in progress. 5.6. Thermalling in the Circuit. Gliders are not permitted to perform continuous 360 degree turns and are not to use thermal lift below 1,500 feet AGL on the live side of the circuit area unless they monitor the CTAF and give way to maintain adequate separation from other traffic in the circuit area. Refer AlP ENR 5.5 "Gliding Operations" 1.2.10. 5.7. Aerobatic Operations. Gliders shall not perform aerobatics, including spin training, within 2 NM of the Aerodrome below 2,000 feet AGL. (AlP ENR 5.5) 5.8. Runway Surface Maintenance. Where maintenance is required to be carried out on the runways gliders may temporarily launch from the opposite side of the runway. 5.9. Taxiing. Aircraft should taxi on the opposite side of the runway strip on which gliders are launching. Aircraft should keep as close to the right-hand edge as practicable as gliders frequently use grass left for landing.

BCCS Aerodrome Operations April 2008 Page 5 5.10. Landing. Aircraft not associated with gliding operations should land beyond the displaced threshold markers (or temporary displaced threshold markers). 5.11. Glider Towing Aircraft [Tugs]. Glider towing aircraft are permitted to land before the displaced threshold and shall aim to do so when engaged in glider towing operations. Landing preference shall be as for gliders, refer Section 5.2. 5.12. Overflying Aircraft. Aircraft should avoid overflying the aerodrome area at weekends due to potentially intensive gliding and power operations. 5.13. Tug Aircraft - General. Glider towing aircraft shall endeavour to avoid towing over houses in the surrounding area in order to reduce noise impacts. 5.14. Low Level Finishes. A Low Level Finish is an approved circuit entry and landing technique where a glider descends below 500ft AGL within 5km of an airfield with sufficient kinetic energy to enable the pilot to convert energy into height and recover adequate height to enable a safe circuit and landing to be performed (Refer GFA Operations Directive 01/06). The following conditions are to be met prior to conducting a Low Level Finish at Bacchus Marsh:- 1. Radio carriage of radio is mandatory. 2. Low Level finishes may only be conducted when the procedure will not unduly disrupt other operations taking place at an airfield and will not compromise safety. 3. A low-level finish must not cross an operational runway or interfere with the normal circuit. 4. A low-level finish must be completed on the dead side of the runway in use and be followed by a right-hand circuit onto the operational runway. 5. Whenever a Low Level Finish is intended to be performed, prior consultation must be attempted with sufficient time for all concerned to be aware. This may be prior to the flight commencing, or by radio communications during the flight. If attempts to communicate intentions are unsuccessful, a pilot may proceed on the basis that operations are inactive. However, should the pilot become aware that operations are active, the pilot should abandon the procedure if there is any concern that a Low Level Finish will unduly conflict with other users. 6. Low Level Finishes must never be attempted unless the pilot is familiar with the aerodrome and is aware of any hazards or local aspects that could affect the safety of his/herself, or others. 7. Announcements. The following radio announcement requirements are in addition to the required aerodrome procedural notifications in Section 8. When a pilot is inbound to Bacchus Marsh Aerodrome and beyond 10nm (approx 18km) from the circuit area, the pilot must endeavour to ensure that his/her intention to perform a low level finish has been announced on the appropriate radio frequency and has been clearly understood. A Pilot wishing to announce an intention to perform a low level finish while inside the 10nm (approx 18km) boundary must ensure that adequate time is provided to allow all other airfield users to be made fully aware and

BCCS Aerodrome Operations April 2008 Page 6 respond. Information communicated will include inbound direction and the intended circuit procedure. Pilots must ensure that appropriate subsequent radio announcements are made to ensure that arrival in the circuit area will not surprise other pilots. Advice and requests received from other users should always be given careful due consideration, especially if safety concerns are raised Lookout is always the prime defence for avoiding potential conflicts with targeted scan techniques being particularly relevant during the final stages of the low level finish procedure. If at any time during the run to the finish point the pilot becomes concerned, or aware, that his/her operations may be a hazard, the pilot must abandon the Low Level Finish procedure. Pilots must ensure that operations are conducted at a safe height at all times. As an absolute minimum, the glider must never descend below 50ft AGL during the finish run prior to the pull-up and all objects must be cleared by at least 50ft. 6. AIRSPACE "BACCHUS AREA BRAVO" Note: This airspace arrangement comes from a written agreement between the gliding clubs and Airservices Australia and is not administered by BMAM. It is included here for completeness. 6.1. Release of "Bacchus Area Bravo". Additional airspace called "Bacchus Area Bravo", which is shown at the end of this manual, may be released by ATC, entirely at their discretion, for use by gliders and motorgliders. Application shall be made by request to the Melbourne Terminal Area Coordinator by telephone at the number shown on the face of the airspace record book beside the Clubhouse telephone. The person obtaining this release of airspace (i.e. via telephone to ATC) must write the details of the airspace release granted in the "Bacchus Area Bravo" airspace record book beside the telephone. This must be done so that: any conditions advised by ATC are recorded, e.g. start and end time limitations; and Inadvertent duplicate requests to ATC on a particular day are avoided. Allow at least 60 minutes for ATC to promulgate the NOTAM re the release of this airspace. So if it is felt that the additional airspace is needed, plan ahead and request the airspace release in advance. 6.2. Notification. The person who obtained this release of airspace shall communicate the details of the airspace release granted:- 1. to the Duty Instructors of the clubs present; and 2. by display of the status of Bacchus Area Bravo on the notice board at the glider launch point. (The status of the Avalon control zone may also be displayed on the same notice board used to show the status of Bacchus Area Bravo.)

BCCS Aerodrome Operations April 2008 Page 7 6.3. Cancellation. If operations cease before the nominated time of end of the airspace release, ATC shall be notified that Bacchus Area Bravo is no longer required. 7. WINCH AND AUTO-TOW LAUNCH OPERATIONS AT BACCHUS MARSH 7.1. Winch and auto-tow launching of gliders may be conducted from time to time using wire or rope when traffic conditions permit. 7.2. Winch and auto-tow launching will be conducted in terms of the GFA MOSP and Ops Regs. 7.3. Before commencing operations, the local flying school (BMSA) shall be consulted to ascertain the expected level and nature of their operations and to co-ordinate the winch/auto-tow operation. It is also necessary to check with them if any outside twin-engined aircraft or ultralight aircraft may have already been given permission to come that day to the Aerodrome under the Prior Permission Required (PPR) requirements notified in ERSA. 7.4. Daily Inspection. Prior to the start of operations the winch or auto-tow vehicle shall be inspected for serviceability: - 1. check for sufficient fuel, oil and radiator water; 2. check the proper functioning of the engine, brakes on the drums, etc; 3. check the functioning of the VHF radio and rotating yellow light; and 4. check the launching cable or rope. 7.5. Fire suppression. A serviceable knapsack spray (with adequate water) and/or a serviceable 9 litre stored pressure fire extinguisher shall be carried in the winch or auto-tow vehicle. 7.6. The winch or launch vehicle driver, launch point controller and glider pilot will maintain a listening watch using VHF radio on the CTAF. 7.7. The winch, cable retrieve vehicle or auto-tow vehicle will display an amber flashing light whilst that vehicle is launching and/or on the runway strip. 7.8. A suitably experienced person will be designated launch point controller and will be in charge of winch operations at the launch point. Launching shall be controlled from outside the glider control vans so as to maintain a clear view of the circuit and runways. The launch point controller shall provide appropriate advice to incoming aircraft: - Example: Aircraft XYZ be aware wire (rope) is lying across runway 01" or Aircraft XYZ glider winch launching operations are in process. Please do not overfly the operational runway, etc. 7.9. The launching wire(s) or rope(s) shall be located close to the gable markers at the side of the runway strip. As a minimum, they must be located and kept more than 21 metres from the runway edge. 7.10. When towing out wire(s) or rope(s) and the cross-strip is reached, the retrieve vehicle is to make a broadcast on the CTAF as follows: - Example: "Bacchus Marsh traffic, wire (rope) is lying across runway 01".

BCCS Aerodrome Operations April 2008 Page 8 7.11. Launch signals [take up slack, all out, stop, etc.] shall be made using VHF radio on the CTAF. 7.12. Prior to launch both the winch or auto-tow driver and launch point controller will look out and listen for approaching aircraft, bearing in mind the possible arrival of non radio equipped aircraft, and if all is clear a broadcast will be made on the CTAF as follows: - Example: "Bacchus Marsh traffic, glider winch/auto-tow launch in progress, runway 27. Caution - wire (rope) to 3,000 feet". The launch point controller should allow sufficient time for a response from traffic before giving the take-up slack command. 7.13. No launch shall be conducted once an aircraft has joined the circuit, is on the runway, about to land or taking off. Any person may give the signal to stop the launch if there is imminent danger in proceeding [e.g. a glider making a modified circuit, aircraft making a crosswind landing, etc.]. 7.14. At the completion of the launch, when the cable has been wound in, a further message will be broadcast: - Example: "Bacchus Marsh traffic, wire (rope) is clear of the runway and on the ground". 7.15. It is a requirement that the launch cable(s) or rope(s) shall not remain deployed across any crossing runway or taxiway for any longer than the minimum required for the actual launching of a glider. 7.16. In the event of a broken wire obstructing the active runway a broadcast on the CTAF shall be made advising of the situation, a listening watch maintained and advice provided to traffic, and subsequently an all clear call made when runways are fully available. The obstruction shall be removed as quickly as is practicable. 7.17. Launching cable(s) shall be retracted if launching will not to be taking place for an extended period i.e. cables are not to be left lying on the runway strip. 7.18. Launching cables shall be on the south side of runway 09/27 or on the west side of runway 01/19 so that there is less issue with taxiing aircraft. 7.19. Winch/Autotow launching is to be conducted from the same position along the runway as the aerotow launching, although the respective launch methods may take place from opposite sides of the runway in use. 7.20. An aerotow launch is not to commence until the winch cable is clear of the runway and on the ground. 7.21. Caution. On days when winch operations are being conducted, whether launching is in progress or not, gliders, tugs and powered aircraft must not overfly the operational runway, nor fly within a 500 metre radius of the winch except in the course of taking off.

BCCS Aerodrome Operations April 2008 Page 9 8. COMMUNICATIONS 8.1. CTAF. The CTAF 118.8MHz is not exclusive to Bacchus Marsh Aerodrome but is also used at a number of other aerodromes in Victoria and Bass Strait. Therefore, all radio calls shall be kept to recommended radio calls, calls for safety reasons (for example, a broadcast on the CTAF advising of a change in duty runway) and essential operational matters. The frequency is not to be used for personal chatter. 8.2. Approaching the CTAF Boundary Inbound. In accordance with the AlP, when approaching the aerodrome and at 10NM inbound of the CTAF, all radioequipped aircraft, which includes gliders and motorgliders, must broadcast on the CTAF:- 1. callsign and aircraft type; 2. position (reported as distance with either the radial, bearing, or quadrant from the aerodrome); 3. height; and 4. intentions. Example: "Bacchus Marsh traffic, glider Alpha Bravo Charlie entering CTAF from the south-west at 3,000 feet for landing". 8.3. Joining the Circuit. In accordance with the AlP, all radio-equipped aircraft operating into an aerodrome within a CTAF area must broadcast on the CTAF when joining the circuit. Example: "Bacchus Marsh traffic, glider Alpha Bravo Charlie joining downwind for landing runway 19". 8.4. Turning onto Base and Final. Turning Base and Final calls are recommended, but only if operationally possible. Because of the combination of a short time in circuit and traffic density, it will frequently not be appropriate to make all the circuit calls (turning down wind, base and final). At Bacchus Marsh a call turning base is important to alert powered aircraft (including tugs) on base or long final of your existence. Example: "Bacchus Marsh traffic, glider Alpha Bravo Charlie turning base for landing runway 19". 8.5. Unusual Circuits. One particular situation unique to gliders is their tendency to be affected by changing weather conditions much more than powered aircraft. Modified circuits are a fact of life for gliders, as their pilots have no means of counteracting the effects of lift, sink or wind-shear except by changing the shape of circuits to remain within a safe distance of the landing area. In addition, a modified circuit may also be necessary following a low wire/rope release (or break) carried out intentionally for training or occurring otherwise This is acceptable to other airspace users, with two provisos:- 1. If a radio is carried and a circuit modification is required that may affect other traffic or create a conflict, a broadcast should be made to alert the traffic to the glider pilot s intentions.

BCCS Aerodrome Operations April 2008 Page 10 Example: "Bacchus Marsh traffic, glider Alpha Bravo Charlie turning right hand base for landing runway 27". 2. If a radio is not carried and a circuit modification is carried out, the pilot is required to comply with the legal requirements to: a) Avoid conflict with other traffic; and b) Comply with the published circuit procedures as far as practicable. 8.6. Departing Motorgliders and Tugs. Pilots of powered sailplanes (motorgliders) are to give a "taxiing call" on the CTAF, nominating the intended departure runway. A call should also be made when entering the runway for take-off. In the case of gliders and/or tugs operating from a fixed point on or near one of the runways and which do not do any taxiing, a "taking off" or "departing" call is sufficient. Gliders shall prefix their callsigns with the word "glider". Tugs shall prefix their callsigns with the words "glider tug" and shall add at the end of the call "with glider in tow". 9. PROCEDURES FOR OPERATIONS ON RUNWAY 27 WHEN LAUNCHING FROM RIGHT HAND SIDE 9.1. The launch point for glider operations shall be immediately West of the bitumen taxiway adjacent the North Hangar "Soaring Centre 1". 9.2. In wet conditions, glider access shall be via the taxiway and limits on the number of gliders that can be operated may be set by the club duty instructors (generally only one or two gliders per club). 9.3. If a glider is not ready for launch or if a change of tug pilot is required, tugs are to taxi off the runway strip and park on the apron West of the control vans, and subsequently enter the runway in front of gliders awaiting launch. 9.4. Tugs needing to refuel at the GGC bowser shall taxi back along the north side runway strip grass and only cross to the bowser when clear. 9.5. Gliders being towed from the hangars on the south side of the 09-27 runway strip shall cross the runway strip by the shortest practicable route when clear and preferably behind and to the east of the glider marshalling point. 9.6. Visiting aircraft shall be parked in the designated parking area west of the DH Aviation workshop. 9.7. Gliders not in the launch queue shall be removed as far to the side of the runway as is practicable or onto the apron area near the North Hangar. 9.8. Vehicles shall be parked in the car park area to the east of the North Hangar. 9.9. Area immediately in front of the North Hangar and roads/perimeter tracks are to be kept clear to allow access. 9.10. Glider Control Vans shall be placed near the workshop compound fence beside the North Hangar. 9.11. Forward signaller to operate on old firebreak between taxiway and grass runway strip. Care needs to be exercised.

BCCS Aerodrome Operations April 2008 Page 11 9.12. If necessary, gliders can be rigged in the area North of the taxiway to the West of DH Aviation and trailers moved into the trailer park immediately upon completion of rigging. 9.13. A frangible cone barrier shall be placed across the bitumen taxiway to alert aircraft to back-track via the runway, not the taxiway. The barriers shall be removed at the end of operations on the 27 runway. The barriers shall be placed clear of the taxiway so as not to present any hazard.

BCCS Aerodrome Operations April 2008 Page 12 AREA BRAVO Lateral Limits 37 34' 36"S 144 13' 18"E, 37 36' 24"S 144 20' 00"E, 37 43' 00"S 144 20' 00"E, 37 43' 00"S 144 13' 00"E thence along the minor arc of a circle of 30nm radius centred on 37 39' 36" S 144 50' 32" E (ML DME) to 37 34' 36" S 144 13' 18" E. Vertical Limits: 4500-5500ft.

BCCS Aerodrome Operations April 2008 Page 13 INDEX A Aerobatic Operations, 4 Approaching the CTAF, 9 auto-tow, 2, 7, 8 B Bacchus Area Bravo, 6, 7 C cable retrieve vehicle, 7 Change of Runway, 3 Circuit Direction, 4 Circuits, 4, 9 Covering of Markers, 2 CTAF, 1, 3, 4, 7, 8, 9, 10 D Daily Inspection, 7 Display of Markers, 1 Duty Instructor, 2, 3 Duty Runway, 3 F Fire suppression, 3, 7 Fire suppression equipment, 3 G Glider Control Vans, 3, 10 Glider Launching, 3 Glider Towing Aircraft, 5 Ground Roll, 4 J Joining the Circuit, 9 L Landing, 1, 4, 5 Launching, 3, 4, 7, 8 Low Level Finishes, 5 M Modified circuits, 9 Motor Vehicles, 2 motorgliders, 6, 9, 10 O overfly, 7, 8 Overflying, 5 P Parked gliders, 3 Parked Tugs, 3 Partially Unserviceable Aerodrome, 2 Placement of Field Equipment, 2 R Runway Surface Maintenance, 4 S spin training, 4 T Taxiing, 4 Thermalling in the Circuit, 4 Tug, 3, 4, 5 Tugs, 5, 10 Turning onto Base and Final, 9 V Visiting aircraft, 10 Visiting Gliders & Glider Pilots, 3 Visitors, 3 W Winch, 2, 7, 8