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•Series L

(L0018/99)

E) NDB ‘GST’ NOT AVBL DUE MAINT. )

(A decode of the series lettering is at table 3.1.1, UK AIP GEN 3-1-5)

AIP GEN - Aerodrome Flight Information Service (AFIS)

and

Automatic Terminal Information Service (ATIS)

(Ref. UK AIP GEN 3.3.3)

OXFORD KIDLINGTON

At busy airfields to alleviate Radio-telephony (RTF) loading on the operational channels,

Automatic Terminal Information Service (ATIS) (Figure 1.2) broadcast messages are used to pass routine arrival/departure information on a discrete RTF frequency or on an appropriate VOR. Pilots of aircraft inbound to these airports are required on first contact with the aerodrome ATS Unit to acknowledge receipt of current information by quoting the code letter of the broadcast. Pilots of outbound aircraft are not normally required to acknowledge receipt of departure ATIS but are requested to ensure that they are in possession of up-to-date information. (See ICAO Doc 7030 for further information on ATIS).

EXAMPLE OF A TYPICAL ATIS AT OXFORD/KIDLINGTON:

“ATIS B: Runway 02 right hand; Helicopter Area 1 Left; Surface W/V 330/10; QNH1018, QFE 1008; Temperature -1°C, Dewpoint -3°C. Contact tower on 121.95 MHz.”

AIP GEN - Meteorological Charts

(Ref.UK AIP GEN 3.5)

National Meteorological Offices routinely issue written forecasts of selected areas at fixed times daily. For the UK, these are on Forms F214 and F215. The UK Met Office also issues European and North Atlantic forecasts. Details of areas of coverage and times of issue and the periods of validity are given in the UK AIP.

AIP GEN - Meteorological Information

Aviation Routine Weather Reports-METAR/(Actuals), Aerodrome Forecasts-TAF, information concerning en route weather phenomena which may affect the safety of aircraft operations- SIGMET (including volcanic activity), and selected special weather reports- SPECI, are broadcast by teleprinter and/or radio throughout the UK and internationally in text form.

The Meteorological Watch Offices (MWOs) are responsible for preparing and disseminating SIGMETS to the appropriate ACC/FIC within their own and agreed adjacent FIRs. Aircraft in flight should be warned of the occurrence or expected occurrence of a SIGMET phenomenon for the route ahead for up to 500 NM or 2 hours flying time. SIGMET examples are:

•At subsonic levels

•Freezing Rain

•Severe Mountain Wave

•Volcanic Ash Cloud

•At transonic and supersonic levels (FL250-600)

•Hail

•Volcanic Ash Cloud

•Moderate or Severe Turbulence

Information to aircraft in flight is usually supplied in accordance with area Meteorological Watch procedures, supplemented when necessary by an En Route Forecast Service. Information is also available from the appropriate ATS Unit at the commander’s request, or from meteorological broadcasts.

Air Information Publications 1

METEOROLOGICAL RADIO BROADCASTS (VOLMETS)

Note 1: Broadcasting range extended to cover Southeast England and English Channel

Note 2: An HF VOLMET broadcast for North Atlantic flights (Shannon VOLMET) is operated by the Republic of Ireland

Figure 1.3 VOLMET broadcasts

Air Information Publications 1

Publications Information Air 1

AIP ENR - Navigation Aids En Route

(Ref. UK AIP ENR 4.1)

ENR 4.1 - RADIO NAVIGATION AIDS - EN ROUTE

Figure 1.4 En route radio navaids

Questions may be asked on the frequencies and call signs of particular navigation aids. As an example, ENR4 of the UK AIP lists the en route radio navigation aids alphabetically, together with their individual identifying morse call signs, transmitting frequencies, operational hours, DME aerial elevation, where applicable, and any remarks. Thus:

•A VHF Omni-range (VOR) and a Distance Measuring Equipment (DME) are situated at Saint Abbs Head where in 1995 the magnetic variation was 5.5°W; the VOR beacon is aligned with magnetic north.

•The morse call sign is Sierra Alpha Bravo.

•The VOR frequency to be selected by a civil operator is 112.50 MHz which also activates the DME’s interrogator/transponder UHF frequencies; military aircraft select channel 72X to obtain range from the DME.

•The station operates continuously 24 hours a day at,

•The published latitude and longitude in degrees minutes and seconds.

•The DME antenna is 760 ft above mean sea level.

•Neither the VOR nor the DME should be used beyond 50 NM and above 50 000 ft or 200 NM and 50 000 ft in the sector between 054°(M) and 144°(M).

AIP ENR - Name Codes for Significant Points

(Ref. UK AIP ENR 4.3)

ENR 4.3 - NAME CODE DESIGNATORS FOR SIGNIFICANT POINTS

Figure 1.5 Coded designators

Navigation positions not marked by radio navigation aids are given a coded designator of up to five characters and are also defined by a radial and bearing from a co-located VOR/DME, as can be seen from Figure 1.5 above.

Air Information Publications 1

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AIP ENR - Navigation Warnings

(Ref. UK AIP ENR 5)

For safety reasons, when planning a VFR or IFR flight at low or high Flight Levels, the pilot must take into account the following:

•Prohibited, Restricted and Danger Areas (Figure 1.6)

•Military Exercise and Training Areas (Figure 1.7)

•Other Activities of a Dangerous Nature, such as High Intensity Radio Transmissions (Figure 1.8).

•Air Navigation Obstacles En Route, such as bridges and chimneys.

•Aerial Sporting and Recreational Activities.

ENR 5.1 - PROHIBITED, RESTRICTED AND DANGER AREAS

ENR 5.2 - MILITARY EXERCISE AND TRAINING AREAS

Air Information Publications 1

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ENR 5.3 - OTHER ACTIVITIES OF A DANGEROUS NATURE

Barford St John

Radius 0.05 NM centred on 520001N ALT 850 ft 0012105W

Boulmer

Radius 0.9 NM centred on 552400N ALT 1600 ft 0013706W

Buchan

Radiius 0.65 NM centred on 572759N ALT 4000 ft 0014706W

Figure 1.8 Other Dangerous activities

AIP AD - Aerodrome Categorization

(Ref. UK AIP AD 1.4)

In the UK there are two types of civil aerodrome licence namely, PUBLIC USE LICENCE and ORDINARY LICENCE.

Aerodromes or heliports operated in accordance with a PUBLIC USE LICENCE must have their hours of availability notified in the UK AIP and the aerodrome/heliport must be available to all operators on certain equal terms and conditions. However, this does not necessarily mean that the aerodrome is available to all flights without limitation. Aircraft operators must check and comply with the requirements and conditions of use indicated at AD 2 or 3.

Aerodromes or heliports operated in accordance with an ORDINARY LICENCE may accept flights operated by the holder of the licence or by those specifically authorized by that licence holder. This normally means that prior permission is required for most flights but it does not exclude the possibility of scheduled or non-scheduled public transport flights being arranged after the formal agreement of the licence holder.