20191122-RAF Waddington DAM Issue9.3 Redacted-O

UNCONTROLLED COPY WHEN PRINTED
RAF Waddington
Defence Aerodrome Manual (DAM)
Issue 9.3 – 26 Nov 19
FOREWORD
1. This document, the RAF Waddington Defence Aerodrome Manual, describes the airfield at
RAF Waddington including the management, physical characteristics, services available and
operating procedures. The Manual is written to inform and direct military and civilian aircrew
using the airfield and to provide orders for personnel operating on the airfield or providing airfield
services1. The Defence Aerodrome Manual conforms to the guidance provided by the Military
Aviation Authority (MAA) in Regulatory Article (RA) 1026. It is issued in place of a Flying Order
Book and can be considered equivalent to the CAA CAP 168 Aerodrome Manual.
2. This Manual contains detailed information regarding the runway and instrument
approaches; however, it should not be used for flight planning purposes as a comprehensive
ratification process is ongoing. Aircrew should also cross-refer to the Mil AIP, AIDU Aerodrome
Booklet and Civ AIP documents. Any anomalies should be brought to the attention of the
undersigned without delay. The Manual is mandated reading for operators of Station-based Air
Systems, and all Stn based personnel responsible for the delivery of airfield services. The
Defence Aerodrome Manual outlines some aspects of the Station Safety Management System;
however, full details are contained in the RAF Waddington Safety Management Plan and
CONPLAN 1 – Aircraft Post Crash Management and Major Accident Plan.
<Original Signed>
Wg Cdr
OC Operations Wing
RAF Waddington
1
This currently includes personnel from ESS, Serco, AAR and Amey.
ii
Issue 9 UNCONTROLLED COPY WHEN PRINTED
DISTRIBUTION
External:
RAF Coningsby OC Ops Wg
RAF Cranwell OC Ops Wg
RAF Scampton SATCO
Lincs and Notts Air Ambulance
Internal:
Stn Cdr
Aerodrome Operator
Senior Operator
OC BSW
OC Eng Wg
OC V (AC) Sqn
OC 8 Sqn
OC 13 Sqn
OC 14 Sqn
OC 51 Sqn
OC 54 Sqn
OC Ops Sqn
V (AC) Sqn Ops
8 Sqn Ops
13 Sqn Ops
14 Sqn Ops
51 Sqn Ops
54 Sqn Ops
SATCO
OC StanEval
OC Total Safety
MCO
OC Fire
OIC Flying Club
Ops Wg Duty Ops Controller
Duty Eng Ops Controller
S Met O
iii
DAM REQUEST FOR CHANGE
Person making request:

Rank Name Section Ext Email
Change Details
Page Chapter Para
Current Text:
Proposed Text:
Amplifying Comments:
Once complete the proposed changes are to be emailed to Ops Wg Assurance for consideration
(WAD-Ops-WgAssuranceandAudit@mod.gov.uk).
Implementation Actions
Ref No.
Ops Wg Assurance and Audit Actions
E / S / C*
Recommendation
Action
*E-Editorial, S-Substantial, C-Critical
Information Owner Review

Role
Implement at next update** Immediate update** Reject Change Request**
Comments:
Rank & Name Date

**Delete as required.
AO Approval
Rank & Name Date

Ops Wg Assurance and Audit Final Actions
Approved • Send to Editor Date
• Send to Originator Date
Rejected • Send Feedback to originator Date
Link to Word version of RFC.

iv
TABLE OF CONTENTS
Foreword ii
Distribution iii
Request for Change iv
Table of Contents v
Table of Figures vii
Amendments viii
DAM Master Version viii
Annexes ix
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 1-2
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 2-1
2.9. Aerodrome Waivers, Exemptions and AAMC 2-1
2.10. Orders 2-1
2.11. Frequent Aerodrome Users List 2-1
CHAPTER 3: AERODROME LOCATION AND LAYOUT

3.1. Aerodrome Location 3-1
3.2. Local Area Map 3-1
3.3. Aerodrome Crash Map 3-2
CHAPTER 4: AERODROME DATA, CHARCTERISTICS AND FACILITIES

4.1. Location Indicator and Name 4-1
4.2. Aerodrome Geographical and Administrative Data 4-1
4.3. Operational Hours 4-1
4.4. Handling Services and Facilities 4-2
4.5. Passenger Facilities 4-2
4.6. Rescue and Fire Fighting Services 4-2
4.7. Seasonal Availability. Clearing 4-3
4.8. Aprons, Taxiways & Check Locations Data 4-3
4.9. Surface Movement Guidance & Control System 4-3
4.10. Aerodrome Obstacles 4-5
4.11. Meteorological Information 4-15
4.12. Runway Physical Characteristics 4-16
v
4.13. Declared Distances 4-17

4.14. Approach and Runway Lighting 4-18
4.15. Other Lighting, Secondary Power Supply 4-18
4.16. Helicopter Landing Area 4-18
4.17. ATS Airspace 4-19
4.18. ATS Communication Frequencies 4-19
4.19. Radio Navigation and Landing Aids 4-20
4.20. Local Traffic Regulations 4-20
4.21. Noise Abatement Procedures 4-20
4.22. Flight Procedures 4-20
4.23. Additional Information 4-21
4.24. Charts Relating to this Aerodrome 4-21
4.25. Special Procedures 4-21
4.26. Medical Response Equipment 4-22
4.27. Noise Abatement Procedures Orders 4-22
4.28. Temporary Obstructions Orders 4-22
4.29. RWY Strip Obstructions 4-22
4.30. RWY End Safety Area (RESA) 4-22
4.31. Light Aggregrate (Lytag) Arrestor Beds 4-22
4.32. Rotary Hydraulic Arrestor Gear (RHAG) Orders 4-22
4.33. Barrier Orders 4-22
4.34. Manoeuvring Area Safety and Control Orders 4-22
CHAPTER 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)

5.1. Emergency Orders – Aerodrome Crash Plan 5-1
5.2. Disabled Air System Removal Orders 5-1
5.3. Fuel Dumping 5-2
5.4. Fuel Spills 5-2
CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS

6.1. Emergency Organization 6-1
6.2. AO / DFR Relationship 6-1
6.3. Aerodrome Rescue and Fire Fighting Service Orders 6-1
6.4. Aerodrome Rescue and Fire Fighting Training Area Orders 6-1
6.5. Task Resource Analysis (TRA) 6-1
6.6. ARFF Assessment Requirements 6-1
6.7. Reduction in ARFF Category Provision 6-2
CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES

7.1. Air Traffic Control Orders 7-1
7.2. ATC Services 7-1
7.3. Departure Procedures 7-2
7.4. Approach Procedures 7-2
7.5. Aerodrome Procedures 7-4
CHAPTER 8: AERODROME ADMINISTRATION AND OPERATING PROCEDURES

8.1. Aerodrome Reporting 8-1
8.2. Aerodrome Serviceability Inspections 8-1
8.3. Aerodrome Technical Inspections Orders 8-2
8.4. Protection of Radar and Navigation Aids 8-2
vi
8.5. Surveillance Equipment Maintenance & Monitoring 8-2

8.6. Navigation Equipment Maintenance & Monitoring 8-2
8.7. Aerodrome Works Safety 8-2
8.8. Control of Entry and Access 8-2
8.9. Aerodrome Users – Vehicle and Pedestrian Control 8-3
8.10. Wildlife Management (Birds) 8-3
8.11. Animal Management 8-4
8.12. Handling of Hazardous Materials (Spillage Plan) 8-4
8.13. Air System Parking 8-4
8.14. Low Visibility Operations 8-4
8.15. General Conditions (Terms and Conditions) 8-5
8.16. Breach of Terms and Conditions – Orders 8-6
8.17. Safeguarding Requirements – Waivers and Exemptions 8-6
8.18. Standards Checks / SQEP (Qualified Personnel) 8-6
8.19. Safety Management System 8-6
8.20. Thunderstorm and Strong Wind Procedures 8-6
8.21. Electrical Ground Power Procedures 8-6
8.22. Aviation Fuel Management Procedures 8-7
8.23. Jettison Area 8-7
8.24. Compass Swing Area 8-7
8.25. Explosive Ordanance Disposal Area 8-7
8.26. FOD Prevention, Training and Awareness 8-7
8.27. Dangerous Goods (DG) Procedures – Loading /Unloading 8-7
8.28. Hydrazine (H70) Leak 8-7
8.29. Air System Arresting Mechanisms 8-7
CHAPTER 9: SNOW AND ICE OPERATIONS

9.1. Snow and Ice Operations 9-1
9.2. Op BLACKTOP 9-1
CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES

10.1. Force Protection Responsibilities 10-1
10.2. National/Multinational Security Responsibilities 10-1
vii
AMENDMENTS
Amendment Substantial Amendment Date
Name Initials
No Changes Date Incorporated
Issue 3 Aug 15
Issue 3 AL 1 Nov 15
Issue 4 May 16
Issue 4 AL 1 Jun 16
Issue 5 Nov 16
Issue 5 AL 1 Feb 17
Issue 6 May 17
Issue 7 Oct 18
Issue 8 Oct 18
Issue 8 AL 1 Jan 19
Issue 8 AL 2 ix, Sect 4 18 Jan 19
Chapter: 4.
Issue 8 AL 3 Annex: A, B, 15 Apr 19
H, PP, XX.
Issue 9 Withdrawn 02 Jul 19
Substantial
Issue 9.1 Changes 4 Jul 19
Throughout
Chapter: 4
Annex: L, Z,
HH
FOB: Order
Issue 9.2 27 Aug 19
B221
Various minor
changes
throughout.
Chap 4
Chap 5
Issue 9.3 FOB B217 26 Nov 19
Para1
AMENDMENT PROCESS
Any suggested amendments are to be emailed to OC Ops Sqn for consideration.
DAM MASTER VERSION

The RAF Waddington DAM conforms to Issue 5 of the MAA DAM template.
Return to Contents
viii
ANNEXES
Annex A Letter of Delegation
Annex B Safety Meeting Structure
Annex C Organizational Structure
Annex D List of Key Post Holders
Annex E Aerodrome Hazard Log
Annex F Formal Aerodrome Related Agreements
Annex G Aerodrome Safeguarding Waivers and Exemptions
Annex H Orders to cover all Noise Abatement Procedures, including High Power Ground
Running
Annex I Orders for Temporary Obstructions on or around any Manoeuvring Area that are
considered to be a Hazard to either Air Systems or Vehicles.
Annex J Orders for both the Maintenance and Safe Operation of the RHAG.
Annex K Orders for both the Maintenance and Safe Operation of the Barrier.
Annex L Orders for the Safe Parking, Manoeuvring, Refuelling and Servicing of Air
Systems
Annex M Emergency Orders / Aerodrome Crash Plan
Annex N Orders for Disabled Air System Removal
Annex O Aerodrome Rescue and Fire Fighting Service Orders
Annex P Aerodrome Rescue and Fire Fighting Training Area Orders – (including ARFF
Training Area Risk Assessments and Orders)
Annex Q Air Traffic Control Orders (Operational)
Annex R Orders for the Reporting Procedures to advise No 1 AIDU of any Permanent
Changes to Aerodrome Information.
Annex S Aerodrome Serviceability Inspections – Orders
Annex T Aerodrome Technical Inspections – Orders
Annex U Protection of Radar and Navigation Aids – Orders
Annex V Surveillance Equipment Maintenance & Monitoring – Orders
Annex W Navigation Equipment Maintenance & Monitoring – Orders
Annex X Aerodrome Works Safety – Orders
Annex Y Control of Entry and Access – Control orders
Annex Z Aerodrome Users – Vehicle and Pedestrian Control – Orders
Annex AA Wildlife Management (Birds) – Orders
Annex BB Wildlife Management – Orders
Annex CC Handling of Hazardous Materials (Spillage Plan) – Orders
Annex DD Air System Parking
Annex EE Low Visibility Operations (LVP) – Orders
Annex FF General Orders – Terms and Conditions / Use of Aerodrome by Civil Air Systems
Annex GG Breach of Terms and Conditions – Orders
Annex HH Thunderstorm & Strong Wind Procedures – Orders
Annex II Electrical Ground Power Procedures – Orders
Annex JJ Aviation Fuel Management Procedures – Orders
Annex KK Jettison Area – Orders (Nil at Present)
Annex LL Compass Swing Area – Orders
Annex MM Explosive Ordnance Disposal Area – Orders
Annex NN FOD Prevention, Training and Awareness – Orders
ix
Annex OO Dangerous Goods (DG) Procedures – Loading /Unloading – Orders

Annex PP Hydrazine (H70) Leak – Orders
Annex QQ Air System Arresting Mechanisms (Rotary Hydraulic Arrester Gear (RHAG) /
Portable Hydraulic Arrester Gear (PHAG) / Barriers) etc-Orders (See Annex J)
Annex RR Snow and Ice Operations – Orders
Annex SS Force Protection Responsibilities – Force Protection (FP) Orders (Kept separately
due to security classification)
Annex TT RAF Waddington FOB
Return to Contents
x
– INTRODUCTION
1.1. REGULATORY CROSS-REFERENCE

This Manual supports and must be read in conjunction with the following MAA Documents &
Regulations and other policy documents:
RA 1020(4) Responsibilities of Duty Holder-Facing Organisations
RA 1200 Defence Air Safety Management
RA 1205(2) Air System Safety Cases (Responsibilities of DH-Facing Organisations)
RA 1026 Aerodrome Operator (AO) Roles and Responsibilities
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
RA 3049: Defence Contractor Flying Organization responsibilities for UK Military Air System
Operating
RA 3262 Aerodrome Access
RA 3266 Aerodrome Maintenance
RA 3270 Aerodrome Wildlife Control
RA 3500 Aerodrome Design and Safeguarding
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)
JSP 360 Use of Military Aerodromes by British and Foreign Civil Air Systems
DSA 03 DSA 03 Defence Fire Safety Regulatory Guidance
DSA 02 DSA 02 Fire Safety Regulations
AP 600 Royal Air Force Information and CIS Policy
1.2. PURPOSE OF THE DEFENCE AERODROME MANUAL (DAM)

The RAF Waddington Defence Aerodrome Manual (DAM) describes the airfield at RAF
Waddington, including the management, physical characteristics, available services, aerodrome
hazards and operating procedures. This Manual is written to inform and direct military and
civilian aircrew using the airfield and to provide orders for personnel operating the airfield or
providing airfield services. It also provides enhanced reference guidance 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 EC legislation EC
216/2008 and is to be read in conjunction with the documents set at Chapter 1 Para 1.1 listed
above.
1.3. SCOPE
This DAM is the framework by which the AO informs personnel operating at and from RAF
Waddington. A Defence Aerodrome Assurance Framework (DAAF) is also contained within the
DAM. The DAAF covers 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) is
also published in the DAM, the information must be identical. The AO is responsible for ensuring
changes to Aeronautical Information are published according to relevant procedures, and that
these changes are mirrored in the DAM. Both the DAM and the AIP have legal authority.
1-1
1.5. MASTER COPY
The master copy of the RAF Waddington DAM is held by RAF Waddington Air Operations and is
available electronically via the RAF Waddington SharePoint site, or on request from Station
Operations (01522 726731). Amendments to the Manual will made when required and the latest
version published online or sent to external addressees as required.
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. Familiarity
with regulatory cross referenced material will assist the AO’s in meeting their responsibilities
which are outlined fully in RA 1026 and below:
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
a.
materiel. The AO will undertake assurance of activities regarding the documentation of
tasks, roles, responsibilities, procedures, access to relevant data and record-keeping,
conducted in accordance with the MRP and related reference documents referred to at
Chapter 1 Para 1.1.
The AO will provide assurance that the DAM requirements are complied with at all times,
b. taking appropriate measures to ensure hazards are identified and highlighted to Duty
Holders (DH) and civilian operators.
The AO will ensure that an appropriate aerodrome wildlife risk management programme is
c. established and implemented in accordance with RA 3270.
The AO will ensure that movements of vehicles and persons in the movement area and
d. other operational areas are coordinated with movements of Air Systems in accordance with
RA3262 - Aerodrome Access.
The AO will ensure that procedures to reduce the hazards associated with aerodrome
e. operations in winter, adverse weather conditions, reduced visibility, or at night, if applicable,
are established and implemented.
The AO will ensure that arrangements with other relevant organizations including, but not
limited to, Air System operators, air navigation & ground handling service providers whose
f.
activities or products may have an effect on Air System safety are established, to ensure
continuing compliance with extant aerodrome regulations.
The AO will ensure that procedures exist to provide Air Systems with fuel which is
g. uncontaminated and of the correct specification, either through service means, or by means
of contracts with third parties.
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
h. 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 AP 600, QRs Chapter 11 and specialist APs.)
The AO will ensure that the maintenance of aerodrome lighting and Air System arresting
i. equipment covers servicing information, troubleshooting, inspection procedures and repair
instructions, in accordance with extant support policy statements.
The AO will ensure that all personnel who need to enter the movement area as part of their
j. TORs, are both trained and qualified to do so with the appropriate authority (line manager,
ATC, etc).
1-2
The AO will ensure that an aerodrome emergency plan is developed in accordance with the
k.
MPCM, RA 1430 and DSA DFSR 02
The AO will ensure that adequate aerodrome rescue and fire-fighting services are provided
in accordance with DSA 02 DFSR Aerodrome Rescue Firefighting Regulations (Note: This
l.
is laid out in the Joint Business Agreement (JBA) or Internal Business Agreement (IBA)
between DFR and the TLBs and should be contained within Annex F of the DAM).
The AO will ensure that Obstacle Limitation Zones around aerodrome movement areas be
m. safeguarded from obstacles, in accordance with RA 3512.
The AO will ensure that an effective Safety Management System (SMS), linked to the
n. respective Front Line Command (FLC) or DH SMS is established and maintained in
accordance with guidance laid down in RA 1200 (1) Defence Air Safety Management.
The AO will ensure that an occurrence reporting system using the Air Safety Information
o. Management System (ASIMS) and the associated Defence - Air Safety Occurrence
Reports is in place, in accordance with MAA RA 1410 (1) Occurrence Reporting.
p. The AO will strive to engender an engaged safety culture.
Return to Contents
1-3
– TECHNICAL ADMINISTRATION
2.1. NAME AND WORK ADDRESS OF AERODROME OPERATOR
Rank Name
Wg Cdr
Address Contact
Officer Commanding Operations Wing Mil: 95771 6044
RAF Waddington Civ: 01522 72 6044
LINCOLN Fax: 01522 72 6786
LN5 9NB Email: Colin.Redican680@mod.gov.uk
2.2. AERODROME OPERATORS AUTHORITY
The AO is responsible for the management of an aerodrome environment in order to
accommodate the safe operation of Air Systems in accordance with RA 1026. The management
and running of the aerodrome is a Duty Holder Facing (DHF) responsibility.
2.3. LETTER OF DELEGATION
The Aerodrome Operator has been issued a letter of delegation by the Head of Establishment
(HoE) who has responsibility for the aerodrome. A copy can be found at Annex A.
2.4. SAFETY MEETING STRUCTURE
An organisational aviation safety meeting flow diagram can be found at Annex B.
2.5. ORGANIZATIONAL STRUCTURE
The RAF Waddington Organisational Structure can be found at Annex C.
2.6. KEY POST HOLDERS
Detail of RAF Waddington Key Post Holders can be found at Annex D.
2.7. AERODROME OPERATING HAZARD LOG (AOHL)
The RAF Waddington DAM AOHL can be found at Annex E. The AOHL is a living document it is
updated regularly and reviewed by the AOHL Review Group which meets quarterly. The
Battlespace Management Hazard Log (BMHL) is also linked at Annex E.
2.8. FORMAL AERODROME RELATED AGREEMENTS
All formal aerodrome related agreements are detailed at Annex F. These agreements are to be
reviewed annually by the AO.
2.9. AERODROME WAIVERS, EXEMPTIONS AND AAMC
Details of all RAF Waddington aerodrome related Waivers, Exemptions and approved AAMC can
be found at Annex G.
2.10. ISTAR ORDERS
Orders for ISTAR Platforms based at RAF Waddington are at CHAPTER 11.
2.11. FREQUENT AERODROME USERS LIST
A list of Air System operators (both civil and military) that utilise the aerodrome frequently can be
found in the table below in order to facilitate ease of communication in urgent or emergency
scenarios (such as fuel or water contamination and major infrastructure works affecting
serviceability).
Ser Org Stn Based Air System Type Civ / Mil Contact Details
1 V (AC) Sqn Yes Sentinel R1 Mil 01522 72 8503
2 8 Sqn Yes E3D Sentry Mil 01522 72 6707
3 14 Sqn Yes Shadow R1 Mil 01522 72 6063
4 51 Sqn Yes Rivet Joint Mil 01522 72 7822
5 Lincs & Notts Air Amb Yes Augusta 169 Civ 01522 72 7162
6 Waddington Flying Club Yes Various Civ 01522 72 7340
7 45(R) Sqn (ASCENT) No Phenom, Prefect Mil 01400 22 7104
8 RAFAT No Hawk T1 Mil 01522 73 3011
Return to Contents
2-1
– AERODROME LOCATION AND LAYOUT
3.1. AERODROME LOCATION
RAF Waddington is located within the village of Waddington and is 4 miles South of the city of
Lincoln, Lincolnshire. The nearest train to RAF Waddington is Lincoln Central. Buses run
regularly along the A607 providing regular access to either Lincoln City Centre to the north or
Grantham to the south.
3.2. LOCAL AREA MAP
3.2.1. Local Area Map (Refined)
3-1
3.3. AERODROME CRASH MAP
Return to Contents
3-2
– AERODROME DATA FACILITIES AND CHARACTERISTICS
Source Data: Measured Heights Survey (Aug 18)
Airfield Mainenance Inspection Report (Feb 19)
4.1. LOCATION INDICATOR AND NAME

EGXW – RAF WADDINGTON
4.2. AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
53 09 58.18N 000 31 25.82W centred on mid-
4.2.1. ARP Co-ordinates and site at AD
point of Rwy 02/20.
4.2.2. Direction and distance from City 4nm South of Lincoln.
4.2.3. Elevation/Reference Temperature 230ft/21°C
Magnetic Variation/Annual
4.2.4. 0.68°W (09/08/18) / -0.09° E.
Change
Geoid Undulation at AD Elev
4.2.5. Data not available
Position
AD Administration
Address Royal Air Force

Waddington
Lincoln
LN5 9NB
Telephone Mil: 95771 7301 / 6532 (Ops).

4.2.6.
Civ: (01522) 727301 / 726532
Fax Mil: 95771 6786 (Ops)
E-mail Wad-StationOps@mod.gov.uk
WADOPS@outlook.com
Web site http://www.raf.mod.uk/rafwaddington/

Types of Traffic Permitted
4.2.7. IFR/VFR
(IFR/VFR)
4.2.8. Remarks Nil
4.3. OPERATIONAL HOURS (Times Local)
0800 – 2359 Mon – Thu
0800 – 1800 Fri
Please note RAFWaddington currently operates a
4.3.1. AD:
flexible flying window; times may differ from the
above at short notice. Contact Ops for more
detail.
H24
4.3.2. Customs and Immigration (Provided by UK Border Force Immingham - 48
hours notice required through PPR)
4.3.3. Health and Sanitation H24
4.3.4. AIS Briefing Office H24
4.3.5. ATS Reporting Office (ARO) H24
4.3.6. MET Briefing Office H24
4.3.7. ATS HO
4.3.8. Fuelling Self-refuel ONLY (Gravity / Pressure)
4-1
VAHS operating hours Mon-Thu 0800-1700L, Fri
4.3.9. Handling 0800-1530L. Outside of these hours Visiting Air
Systems may be handled by Duty Sqn personnel.
4.3.10. Security H24
4.3.11. De-Icing H24
Prior Permission to Land (PPR) must be
requested no later than 24 hours prior to ETA. Air
Systems without a PPR will not be admitted,
without exception.
Civilian visitors are not routinely accepted; any

that are accepted must have a military sponsor
4.3.12. Remarks
and meet the Stn security entry requirements.
Visiting Air Systems are required to be

marshalled at all times at RAF Waddington. Non-
station-based Air Systems are only to operate at
Waddington with permission from OC Ops Wg,
RAF Waddington.
4.4. HANDLING SERVICES & FACILITIES
Fork Lifts (8,000lbs) and x 2 ATLAS A2 Transfer
4.4.1. Cargo Handling Facilities
Loader
4.4.2. Fuel / Oil / Hydraulic Types F34 / O-156 / H-515
4.4.3. Fuelling Facilities / Capacity 20,000ltr Single / 44,000ltr Twin Bowsers
4.4.4. Oxygen LOX / GOX
4.4.5. De-Icing Facilities AL 11 (S-737), AL 342 (S-1719)
4.4.6. Starting Units E2, 12, 16, 18, A4
Hangar Space for visiting Air
4.4.7. Nil
Systems
Repair Facilities for visiting Air
4.4.8. Nil
Systems
Limitations on accepting Armed Air Systems are
in force and are subject to Unit Explosives Safety
4.4.9. Remarks
Team and Station Ops approval. Contact Stn
Ops for further information.
4.5. PASSENGER FACILITIES
Limited accommodation in Service Messes,
4.5.1. Accommodation
available to Service Personnel only.
RAF Medical Centre. Services only available to
4.5.2. Medical Facilities
Service Personnel.
Limited crew transport. Only available to Service
Personnel. Civilian visitors must have a military
4.5.3. Remarks
sponsor who will be responsible for the transport
of visitors.
4.6. RESCUE & FIRE FIGHTING SERVICES
RAF Waddington is established for Fire Protection
ICAO 7 for station-based Air Systems, which is
rested to ICAO 5 for pre-agreed periods of the
day; and with a minimum of ICAO 3 24/7. Station
4.6.1. AD Category for Fire Fighting Ops will automatically arrange crash category
uplift to be in place 60 minutes prior to ETA/D if
required. ICAO 8 available with prior notice and
justification.
4-2
1 x Carmichael RIV (2275lt Water, 275lt Foam).
4.6.2. Rescue Equipment
3 x Carmichael MFV (6825lt Water, 820lt Foam).
Capability for removal of disabled
4.6.3. Yes. Detailed at Annex N
Air Systems
4.7. SEASONAL AVAILABILITY - CLEARING
Plough, CGS Sweeper, LADS Rwy Sprayer,
4.7.1. Type of Clearing Equipment
Vestegaard Air System de-icer.
Braking action assessment by Mu-Meter.
4.7.2. Remarks
Latest available information from ATC
4.8. APRONS, TAXIWAYS AND CHECK LOCATIONS DATA
Apron Surface Strength
ERP (Front) Concrete PCN 35/R/B/W/T
ERP (Middle) Concrete PCN 20/R/B/W/T
ERP (Back) Concrete PCN 10/R/B/W/T
Bays 1-9 Concrete PCN 40/R/B/W/T
Bays 10-13, 14-17 Concrete PCN 20/R/B/W/T
Bays 18-21 (Exception for
4.8.1. 19A) Concrete PCN 20/R/B/W/T
Bay 19A (DAC) Blacktop PCN 40/F/A/W/T
Bays 22-25 Concrete PCN 25/R/B/W/T
Bays 26-29 (See remark) Concrete & Blacktop PCN 40/R/B/W/T
Bays 30-31 (See remark) Concrete PCN 44/R/B/W/T
Bay 32 Concrete PCN 25/R/B/W/T
Hangars A, 2, 3, 4, 5 (See
Concrete PCN 40/R/B/W/T
remark)
Taxiway Width Surface Strength
Alpha (02
18 Concrete 45/R/A/W/T
Turn Out)
Alpha (02 to
18 Blacktop 50/F/A/W/T
Charlie)
Alpha
(Charlie to 18 Concrete 65/R/C/X/T
02)
Delta (02
Turn Out)
4.8.2. Delta (Main Blacktop with concrete
18 40/F/A/W/T
Length) ends
Delta (20
Turn Out)
45/F/A/X/T. Not avail for Air System
Bravo 18 Blacktop
use.
Charlie 18 Concrete 65/R/C/X/T
Echo 18 Blacktop 95/F/A/W/T
45/F/A/X/T Avail for light, propeller
Foxtrot 18 Blacktop
driven Air Systems only
Zulu 18 Concrete 45/R/A/W/T
Altimeter Check Location and
4.8.3. N/A.
Elevation
VOR Checkpoints Nil.
4.8.4.
INS Checkpoints Nil.
4.8.5. Remarks Air Systems parked on Apron Bay 28 and 29 may
4-3
experience magnetic interference which may
affect the Air System compass.
Bays 30/31 were designed to the PCNs as above.
The latest AMIR (Feb 19) does not provide PCN
assessment.
AMIR 19 only assessed Hangar A. Hangars 2, 3,
4, 5 are assessed on historical evidence.
4.9. SURFACE MOVEMENT GUIDANCE & CONTROL SYSTEM MARKINGS
Use of Air System stand ID signs Dispersals Eastern side marked Bays 10-25
Dispersals Western side marked Bays 1-9 and
26-32.
4.9.1.
Taxiway Guidelines & visual Yellow taxiway markings & parking slot guidance
docking / parking guidance with ground marshals.
system of Air System stands
Runway 20: MAA waiver for non-standard Rwy
centreline lighting at 15m instead of 30m to allow
LVP operations below 125m.
Runway & taxiway markings &
4.9.2. Runway 02RH: MAA waiver for non-standard
lighting:
Rwy centreline lighting at 15m instead of 30m to
allow LVP operations below 125m.
Taxiways: Alpha, Charlie, Echo & Foxtrot:
Standard Markings. AGL subject to AAMC
4.9.3. Stop Bars: Stop Bars at all taxiway entry points.
RHAG installations 18 inches high; positioned 35ft
from Rwy edge. RHAG Marker Boards and Yellow
4.9.4. Remarks:
circular markings painted across the runway to
indicate the position of the RHAGs.
4.10. AERODROME OBSTACLES
See Table Overleaf
4-4
4-5
4-6
4-7
4-8
4-9
4-10
4-11
4-12
4-13
4-14
4.11. METEOROLOGICAL INFORMATION
4.11.1. Associated MET Office Waddington
Hours of Service H24
4.11.2.
MET Office outside hours ----
Office Responsible for TAF Waddington
information
4.11.3.
Periods of validity 18 hours
Type of landing forecast: TREND
4.11.4.
Interval of issuance Hourly and as required
Briefing / consultation
4.11.5. Self-briefing / personal / telephone
provided
Flight Documentation: Standard ICAO
4.11.6.
Language(s) used English
Charts and other information
4.11.7. available for briefing or Full range of products available
consultation
Supplementary equipment
4.11.8. available for providing PC Data display - MOMIDS 4G
information
Daily: Scampton, Woodvale and Wittering.
ATS units provided with
4.11.9.
information Weekend and Public Holidays: Forecast and
warnings to Linton on Ouse and Cosford.
Additional information
4.11.10. Nil
(limitation of Services etc.)
4.11.11. Remarks Nil
4-15
4.12. RUNWAY PHYSICAL CHARACTERISTICS
4.12.1. 4.12.2. 4.12.3. 4.12.4. 4.12.5. 4.12.6.
Designations True and Dimensions Strength Threshold Threshold
Runway Mag bearing of Runway (PCN) and coordinates elevation,
Number (m) surface of (DMS) highest
runway and elevation of
stopway TDZ of
precision
APP Runway
PCN
21°40'39" 52/F/A/W/T 53°09’15.71” 227.26ft
TRUE Blacktop N
02
022°21'39" 2705 x 58 Concrete 000°31’53.97” TDZE
MAG ends PCN W 227∙26ft
61/R/A/W/T
PCN
201°41'22" 52/F/A/W/T 53°10’36.92” 218.64ft
TRUE Blacktop N
20 2705 x 58
202°22'22" Concrete 000°31’00.23” TDZE
MAG ends PCN W 230.0ft
61/R/A/W/T
4.12.7. 4.12.8. 4.12.9. 4.12.10. 4.12.11. 4.12.12.
Desig & Stopway Clearway Strip OFZ RESA
Slope of Dimensions Dimensions Dimensions (m)
Rwy/Swy (m) (m) (m)
02 – 0.08% D 0 x 60 138 x 300 2826 x 300 - 127
20 – 0.08% U 0 x 60 138 x 300 2826 x 300 - 17
4.12.13. Arresting Systems
Rwy 02 -----------RHAG(B)-------------------------------RHAG(B)--------------Rwy20
(2050ft) (2000ft)
Standard configuration - App cable de-rigged,
overrun up.
Cable dimensions: 28.575mm (made up of 7 wires
each containing 18 strands).
4.12.14. Remarks Grommet Dimensions: 52mm x 152mm (W x H).
Pilots should check their Air System Release to
Service/appropriate manual before trampling. The
technical specification of the RHAG is at DAP119J-
1405-12.
4-16
4.13. DECLARED DISTANCES
4.13.1. 4.13.2. 4.13.3. 4.13.4. 4.13.5. 4.13.6.
TORA TODA ASDA LDA
RUNWAY COMMENTS
M FT M FT M FT M FT
a. TORA = 61m before Thr 02, at the Runway End Lights, to 20 Thr Lights.
b. TODA = 61m before Thr 02, at the Runway End Lights, to 20 Fence.
Runway 02 2764 9068 2902 9520 2764 9068 2703 8868
c. LDA = 02 Thr Lights to 20 Thr Lights.
d. ASDA = 61m before Thr 02, at the Runway End Lights, to 20 Thr Lights.
a. TORA = 77m before Thr 20, at the Runway End Lights, to 02 Thr Lights.
b. TODA = 77m before Thr 20, at the Runway End Lights, to 02 Fence.
Runway 20 2780 9120 2918 9573 2780 9120 2703 8868
c. LDA = 20 Thr Lights to 02 Thr Lights.
d. ASDA = 77m before Thr 20, at the Runway End Lights, to 02 Thr Lights.
a. TORA = Downwind edge of Foxtrot to 20 Thr.
Foxtrot 02 1203 3947 1341 4398 1203 3947 N/A N/A b. TODA = Downwind edge of Foxtrot to 20 Fence.
c. ASDA = Downwind edge of Foxtrot to 20 Thr.
a. TORA = Downwind edge of Foxtrot to 02 Thr.
Foxtrot 20 1563 5129 1702 5584 1563 5129 N/A N/A b. TODA = Downwind edge of Foxtrot to 02 Fence.
c. ASDA = Downwind edge of Foxtrot to 02 Thr.
a. TORA = Taxiway Alpha / Delta Origin of Intersection to 20 Thr.
Alpha /
2668 8752 2805 9203 2668 8752 N/A N/A b. TODA = Taxiway Alpha / Delta Origin of Intersection to 20 Fence.
Delta 02
c. ASDA = Taxiway Alpha / Delta Origin of Intersection to 20 Thr.
a. TORA = Taxiway Zulu Origin of Intersection to 02 Thr.
Zulu 20 2878 9444 3017 9898 2878 9444 N/A N/A b. TODA = Taxiway Zulu Origin of Intersection to 02 Fence.
c. ASDA = Taxiway Zulu Origin of Intersection to 02 Thr.
Notes
1. Data above provided by DIO Measured Heights Survey (Paul Fassam Geomatics ltd.) on 09 Aug 18.
2. Runway 02 (line 1) departure data assumes use of the turn-pad for line-up in keeping with runway markings.
It cannot be assumed that Runway 20 departures (all TORAs) conform to jet efflux distances to the boundary fence and A15 carriageway.
3. However, this is mitigated by controlled lights on the carriageway and additional undershoot checks for Zulu 20 departures by RAF Police (on
request). See Appendix 1 to Annex L for more details.
4-17
4.14. APPROACH AND RUNWAY LIGHTING
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.
Rwy Approach Threshold PAPI TDZ Runway Runway Runway Stop
Lighting Lighting VASIS Lighting C/L Edge End Lighting
Type Colour Angle Length Lighting Lighting Lighting Length
Length Wing bars Distance Length Length Colour Colour
Intensity from Thr Spacing Spacing Wing
(MEHT) Colour Colour bars
Intensity Intensity
White
Omni
HI @
PAPI 3° 30m sp
Port Aiming
342m Point LOW @ Red
CL5B Marker Red/White
02 Green HI Sboard 90m Uni Nil
900m HI 345m HI 15m
359m HI
Disp’ed
50.52m Thld
RED to
apch’ing
ac
White
Omni
HI @
PAPI 3° 30m sp
Port
Aiming
327m LOW @ Red
CL5B Point Red/White
20 Green HI Sboard 90m Uni Nil
900m HI Marking HI 15m
314m HI
320m
Disp’ed
16.73m Thld
RED to
apch’ing
ac
4.14.10. Remarks Nil.
4.15. OTHER LIGHTING, SECONDARY POWER SUPPLY
A Bn / I Bn location, characteristics & 53°10'01.83"N 000°31'10.72"W
4.15.1.
hours of operation WA only during airfield ops at night.
4.15.2. Anemometer location & lighting N53 09 27∙00 W000 31 24∙60. Unlit
4.15.3. Taxiway edge & C/Line lighting Nil.
Secondary Power supply: Yes
4.15.4.
Switch-over time Less than 30 seconds
4.15.5. Remarks Nil
4.16. HELICOPTER LANDING AREA
4.16.1. Location N53 10 23∙82 W000 31 33∙42
4.16.2. Elevation 230ft
4.16.3. Lighting Nil
4.16.4. Remarks Nil
4-18
4.17. ATS AIRSPACE
4.17.1. 4.17.2. 4.17.3.
Designation and lateral limits Vertical Airspace Classification
Limits
Waddington MATZ.
3,000ft
Circle 5nm radius centred on N53 09
AAL G
58∙20 W000 31 25∙80 with stub aligned
SFC
Runway 20.
Waddington ATZ. 2,000ft
Circle 2∙5nm radius centred on N53 09 AAL G
58∙20 W000 31 25∙80. SFC
ATS Unit C/Sign Waddington
4.17.4.
Language English
4.17.5. Transition Altitude 3,000ft
LARS available 0900-1700L Mon-Fri subject to
Station Based Op requirements
Outside of LARS operating hours, pilots requiring

transit of either the Waddington MATZ or EGR313
4.17.6. Remarks
are to call Waddington Zone on frequency
259.525MHz or 119.50MHz. No reply will indicate
that Waddington MATZ and EGR313 can be
crossed avoiding the ATZs at Waddington and
Scampton.
4.18. ATS COMMUNICATION FREQUENCIES
4.18.1. 4.18.2. 4.18.3. 4.18.4. 4.18.5.
Service C/Sign Frequency Hours of Remarks
Designation MHz Operation
Winter Summer
CAC Swanwick Mil 275.5 (ICF) H24 H24 -
250.850
Waddington *NATO Common Freq.
APP (ICF) HO HO
Approach Available on request.
362.300*
259.525
(L) = LARS Frequency
(L)(M)
Waddington For timings see 4.17.6
ZONE HO HO
Zone
119.50
(M) = MATZ Crossing Freq.
(L)(M)
Waddington 378.500 *NATO Common Freq.
DIR HO HO
Director 123.300* Available on request.
Waddington 308.625
PAR HO HO -
Talkdown 231.80
256.675
Waddington 257.800* *NATO Common Freq.
TWR HO HO
Tower 121.300 Available on request.
122.100*
Waddington
GND 342.125 HO HO -
Ground
Answer phone
Waddington
ATIS 291.675 HO HO 95771 7305
Information
01522 727305
OPS Waddington Ops 386.625 HO HO -
4-19
4.19. RADIO NAVIGATION & LANDING AIDS
4.19.1. 4.19.2. 4.19.3. 4.19.4. 4.19.5. 4.19.6. 4.19.7.
Type Ident Frequency Hour of Antenna Elevation of Remarks
Category Operation Site co- DME
(Variation) Winter ordinates Transmitting
Summer and Antenna
by
arrangement
117.1 MP monthly
53°09’55.27”N
TACAN* WAD H24 H24 231 ft 0830-0900.
Ch 118X 000°31’36.17”W 2nd Wed.
UDF/VDF - - HO HO - - Available.
ILS/DME 110.7 53°10’29.36”N
IWA H24 H24 242 ft QFU 202°
RW 20 Ch 44X 000°31’12.02”W
53°10’29.42”N
Glidepath - 330.2 H24 H24 000°31’12.16”W
- RDH 43ft.
Offest 2°
53°09’26.67”N
Localiser - 110.7 H24 H24 000°31’54.41”W
- left of rwy
centreline.
* Restricted as an Area Aid: Azimuth unlocks may be observed in Sectors R17-R19 degrees,
R31-R41 degrees, R46-R53, R61-63 degrees, R199-204 degrees, R325-331 degrees.
4.20. LOCAL TRAFFIC REGULATIONS
When aerobatics are taking place within EGR313, routine
instrument approaches to Runway 20 are not permitted. Air
4.20.1. Airport regulations
Systems should be prepared to hold for up to 30 mins or
execute visual or radar to visual recoveries.
4.20.2. CAT II/III Operations Nil
SRA Runway 02 incorporates a stepfix at 3nm. Do not
descend below 730 (500) until cleared by ATC.
A busy public road crosses the Runway 20 undershoot,
4.20.3. Warnings pilots are to be aware of the possibility of high sided
vehicles not complying with traffic lights or a traffic light
failure.There is a 6ft high perimeter fence in the Runway
20 undershoot.
Departures and arrivals except routing via the East or West
aerodrome boundary at 500ft. RAF Waddington has a
4.20.4. Helicopter Operations dedicated HLS which is awaiting surface restoration.
Helicopter crews will be passed parking instructions by
ATC.
4.20.5. Use of Runways The runway is grooved marshall asphalt.
4.20.6. Training None specified.
4.21. NOISE ABATEMENT PROCEDURES
4.21.1. See TAP Charts and Annex H
4.22. FLIGHT PROCEDURES
Routine recoveries to RWY 20 are restricted by activity
Procedures for within EG R313. Air Systems may be required to hold off
4.22.1.
inbound Air Systems for up to 30 mins for an instrumkent approach or be
positioned for visual join.
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
Instrument Approach Procedures (IAP) for this aerodrome
4.22.6. Remarks
are established outside controlled airspace.
4-20
4.23. ADDITIONAL INFORMATION
Inbound aircraft contact Approach at least 20nm before MATZ boundary.
Lincs/Notts Air Ambulance operations are given high priority on movements.
4.23.1. Due to increased bird activity during the migration season OCT - MAR, acft
commanders are not to routinely plan to depart or arrive +/- 30mins of sunrise and
sunset, unless it is operationally essential and they are authorised to do so by the
SOF.Practice diversions and diversion commitments may not be accepted when bird
state is assessed as ‘HIGH’.
4.24. CHARTS RELATING TO THIS AERODROME
4.24.1. Terminal Approach Procedure Charts 4.24.2. En-Route Charts
Special Procedures (1) AD2 – EGXW – 1 – 9 UK(L)1
Aerodrome AD 2 – EGXW – 1 – 10 UK(L)2
UK(L)5
Taxi AD 2 – EGXW – 1 – 11 UK(L)5 Offshore Installations
SID NE Rwy 02 AD 2 – EGXW – 1 – 12 UK(H)2
SID NE Rwy 20 AD 2 – EGXW – 1 – 13 UK(H)6
EU(H)12
SID SE Rwy 02 AD 2 – EGXW – 1 – 14
EU(H)SP1
Radar Procedures AD 2 – EGXW – 1 – 15 EU(H)SP1 - OAT°
PAR Rwy 02 - 3° AD 2 – EGXW – 1 – 16
PAR Rwy 20 – 2.5° AD 2 – EGXW – 1 – 17
PAR Rwy 20 - 3° AD 2 – EGXW – 1 – 18
SRA Rwy 02 AD 2 – EGXW – 1 – 19
SRA Rwy 20 AD 2 – EGXW – 1 – 20
ILS/DME Rwy 20 AD 2 – EGXW – 1 – 21
TAC to ILS/DME Rwy 20 AD 2 – EGXW – 1 – 22
Radar Vector Chart AD 2 – EGXW – 1 – 23
4.25. SPECIAL PROCEDURES
4.25.1. 4.25.2. 4.25.3. 4.25.4. 4.25.5.
Elev Var TA DATE CHART NO.
230 1°W 3000 28 Feb 19 B1
All PD are to be booked in advance owing to high demand of
Practice
4.25.6. Waddington and EGR 313 activity; bookings by R/T will not normally
Diversions
be accepted.
Departures in the sector 130°- 220° will not normally be approved
without prior coordination with Cranwell. Fast jets departing the
airfield under VFR are not to fly below 500ft QFE until clear of the
4.25.7. Departures CMATZ boundary. All right-hand departures from Runway 20 are to
climb on Runway Tr to WAD 3d or 1000 QFE before commencing
the turn. Non-standard IFR departures, including into the instrument
pattern, are to maintain Runway Tr to 1300 QFE prior to turning.
When aerobatics are taking place in EGR 313, instrument
Airspace approaches to Rwy 20 are not permitted. Air Systems should be
4.25.8.
Reservations prepared to hold-off for up to 30 mins or execute visual or radar to
visual recoveries.
Pilots of visiting and diverted Air Systems are to inform ATC on initial
Armed Air
4.25.9. contact if the Air System is armed. Waddington does not have any
Systems
licensed forward firing bays.
All right-hand departures from Rwy 20 are to climb on Rwy Tr to
4.25.10. TACAN
WAD 3d or 1300 QFE prior to turning.
4-21
4.26. MEDICAL RESPONSE EQUIPMENT
No. & type of 1 x TMV
Medical
4.26.1.
Response
Vehicles
4.27. NOISE ABATEMENT PROCEDURES ORDERS
Orders contained at Annex H cover all noise abatement procedures.
4.28. TEMPORARY OBSTRUCTIONS ORDERS
Orders, contained at Annex I cover 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.
4.29. RWY STRIP OBSTRUCTIONS
A Rwy Strip clear of obstacles should extend at least 150m either side of the Rwy centreline and
60m before the threshold and beyond the Rwy end. A number of obstacles at RAF Waddington
lie within the Rwy strip. A list of obstructions can be found at the following link: Runway Strip
Obstructions.
4.30. RWY END SAFETY AREA (RESA)
The RESA provides an undershooting or overrunning Air Systems with a cleared and graded
area. The RAF Waddington RESA dimensions are as follows:
RWY 02 127,
RWY 20 17m
4.31. LIGHT AGGREGATE (LYTAG) ARRESTOR BEDS
LYTAG is not present at RAF Waddington.
4.32. ROTARY HYDRAULIC ARRESTOR GEAR (RHAG) ORDERS
Orders contained at Annex J cover the maintenance and safe operation of the RHAG in
accordance with extant policy guidance.
4.33. BARRIER ORDERS
RAF Waddington does not have a barrier. Annex K is not applicable.
4.34. MANOEUVRING AREA SAFETY AND CONTROL ORDERS
4.34.1. Evidence of Manoeuvring Area Safety & Control Orders at Annex L.
Minimum Requirements Covered: Arrangements between ATC and the Supply &
Movements Organization
4.34.2. Arrangements for allocating Air System parking positions.
4.34.3. Arrangements for Initiating engine start.
4.34.4. Ensuring clearance for Air System push-back (if required) / restricted taxing.
4.34.5. Marshalling services.
4.34.6. 'Follow-me' provision.
Orders for operation of the 'Follow-me' vehicle procedures and Air System
4.34.7.
marshalling.
Procedures for manoeuvring area safety
4.34.8. Protection from jet blast.
4.34.9. Enforcing of safety precautions during Air System refuelling operations.
4.34.10. Orders for Rwy & Apron sweeping; Apron cleaning.
4.34.11. Arrangements for reporting incidents and accidents on an apron etc.
Return to Contents
4-22
– EMERGENCY ORDERS / AERODROME CRASH PLAN
5.1. EMERGENCY ORDERS / AERODROME CRASH PLAN

RAF Waddington has an Aircraft Post Crash Management and Major Accident Plan - CONPLAN
1, which details how incidents on the Station, including an Air System crash will be dealt with.
Details of the plan including the exercise schedule are at Annex M. Detachment Cdrs in charge
of RAF Waddington ISTAR Platforms overseas are to take appropriate APCM precautions as
outlined in the MAA MPCM.
5.2. DISABLED AIR SYSTEM REMOVAL

Orders for the removal of disabled Air Systems are at Annex N. They detail how an Air System
that has been disabled to a level that is below that which would initiate a full accident response
will be quickly and safely removed from the runway, taxiway or Air Servicing Platform (ASP). If
there is any doubt as to the status of an incident, advice should be sought from the Defence Air
Accident Investigation Branch (Defence AAIB). If a civilian Air System is involved the Civilian
AAIB should be consulted.
ATCO I/C
5.2.1. Notify the ARFF and Duty Operations Controller (DOC) stating.
5.2.2. Air System identification and type.
5.2.3. Nature of Air System un-serviceability.
5.2.4. Location of Air System.
5.2.5. Section of the manoeuvring area affected.
5.2.6. Persons On Board (POB).
5.2.7. Estimated time of Arrival (ETA) of all Air Systems requiring use of the closed runway.
5.2.8. Latest time for affected Air System to divert.
Any unserviceable areas of the manoeuvring area are correctly marked to provide for
5.2.9.
safe Air System operation of the remaining areas.
Stations Operations
5.2.10. Notify ATC of a disabled Air System if not already aware.
5.2.11. Ensure the appropriate Notice to Airmen (NOTAM) has been raised.
5.2.12. If required carry out RUNWAY BLACK plan.
5.2.13. Notify.
5.2.14. OC Ops Wg/OC Ops Sqn (or equivalent).
5.2.15. Eng Ops (or equivalent).
5.2.16. VASS/Movements (or equivalent).
5.2.17. XX Sqn (if it affects a station based Air System).
AAIB, for civilian Air Systems, to verify that the establishment assessment of the
incident falls beneath that warranting an AAIB investigation. AAIB will require Air
5.2.18.
System identification and type; nature of Air System un-serviceability; location of Air
System.
Station Duty Officer
Obtain and record permission from the owner or duly authorized representative of the
5.2.19.
owner of the Air System to the movement of the disabled Air System.
5.2.20. Notify all Air System operators likely to be affected if RUNWAY BLACK.
5.2.21. For civilian Air Systems, notify the Air System operating authority and AAIB.
Fire Section
Respond iaw DSA DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF)
5.2.22.
Regulations and site specific Crash Plans.
5-1
Air System Owner
The Air System owner is defined as the holder of the Certificate of Registration and
can be held responsible for the Air System removal and disposal of fuel and other
5.2.23. hazardous materials that have been spilt because of an incident (noting the
aerodrome will have instigated the Stn Spill Plan). When advised of an Air System,
the owner should liaise with Station Operations (or equivalent) to discuss its removal.
Eng Ops
Once cleared by Ops, tow the disabled Air System clear with the appropriate towing
5.2.24.
arm or ‘universal dolly’.
5.3. FUEL DUMPING

For military Air Systems the dumping of fuel is a reportable occurrence iaw 1 Gp ASO 2309(4).
Considerations prior to fuel dumping are also contained within the 1Gp ASO. Following any
flight during which fuel was dumped, a Fuel Dumping Occurrence Report contained in the RAF
Waddington Flying Order Book Order Annex A to B223 is to be submitted to the Station Flt
Safety Officer within 48 hours of the occurrence.
5.4. FUEL SPILLS

A copy of the Unit Spillage Response Plan is linked at Annex CC.
Return to Contents
5-2
– RESCUE AND 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
Defence Contractor Flying Organization responsibilities for UK Military Air
RA 3049:
System Operating
DSA 02 DSA 02 DFSR Aerodrome Rescue Firefighting Regulations
DFR ASMP Air Safety Management Plan
6.1. EMERGENCY ORGANIZATION

The AO is to be familiar with RA 3261(2): Aerodrome Emergency Services, RA 3263: DSA
DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF) Regulations: 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 DSA DFSR 02 –
Defence Aerodrome Rescue & Fire Fighting (ARFF) Regulations.
6.2. AO / DFR RELATIONSHIP

The relationship between the AO and the DFR Fire Section is defined within DSA DFSR 02 –
Defence Aerodrome Rescue & Fire Fighting (ARFF) Regulations and the Joint Business
Agreement/Internal Business Agreement between DFR and the TLBs. The Customer Supplier
Agreement is found here CSA. The Fire Section is a service delivery component of the DFR
which is operated under the direction of DFR and provides a DH-Facing 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
DFR 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
DFR direction. These together with Fire Section Orders are contained at Annex O.
6.4. AERODROME RESCUE AND FIRE FIGHTING TRAINING ORDERS

ARFF Training area risk assessments and orders are to be produced and contained at Annex P.
For Units that do not have onsite training facilities this annex is to provide details of how all
Mandated Core Competencies required by ARFF personnel are maintained.
6.5. TASK RESOURCE ANALYSIS (TRA)

ARFF levels of rescue and Fire-fighting equipment, personnel and supervisory grades are
calculated by the completion of the TRA process defined within DSA DFSR 02 – Defence
Aerodrome Rescue & Fire Fighting (ARFF) Regulations. The AO endorsed TRA complete with
all required assessments is contained in the Fire Service SharePoint area.
6.6. ARFF ASSESSMENT REQUIREMENTS

To ensure that ARFF Services are operationally prepared for the provision of service, they are
required as defined within DSA DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF)
Regulations to carry out the following assessments: Response Area Assessment, 1000Mtr
Assessment and Water Assessment. These assessments are contained in the Fire Service
SharePoint area.
6-1
6.7. REDUCTION IN ARFF CATEGORY PROVISION
Circumstances may require that flying is conducted to/from aerodromes with reduced levels of
ARFF services. HoE/ADHs may approve such activity following a risk assessment informed by
advice from the Defence F&R ARFF provider. An Aerodrome Rescue & Fire-fighting Service
ARFF Reduction of Cover – Hazard Assessment – (DDH) must be completed. All completed risk
assessments are contained in the Fire Service SharePoint area.
Return to Contents
6-2
– AIR TRAFFIC SERVICES AND LOCAL PROCEDURES
7.1. AIR TRAFFIC CONTROL ORDERS

ATC Operational Management Orders are produced to cover all ATC procedures involved in the
safe and expeditious flow of ATC. The orders take into account any direction and guidance
contained with the MMATM and in accordance with ATM 3000 (RAs) to ensure compliance and
are contained at Annex Q.
7.2. ATC SERVICES

7.2.1. Deconfliction Service (DS)
A surveillance based ATS where the controller provides specific surveillance derived traffic
information and issues headings and/or levels aimed at achieving planned deconfliction minima
against all observed Air Systems in Class G airspace, or for positioning and/or sequencing. The
avoidance of other traffic is ultimately the pilot’s responsibility. A DS may be provided in the
Waddington ATC Area Of Responsibility (AOR), subject to regulations laid down in CAP 774.
7.2.2. Traffic Service (TS)
A surveillance based ATS where the controller provides specific surveillance derived traffic
information to assist the pilot in avoiding other traffic. Controllers may provide headings and/or
levels for the purposes of positioning and/or sequencing. The controller is not required to
achieve deconfliction minima. The avoidance of other traffic is ultimately the pilot’s
responsibility. ATS may be provided in the Waddington ATC AOR subject to regulations laid
down in CAP 774 Chapter 3.
7.2.3. Basic Service (BS)
An ATS provided for the purpose of giving advice and information useful for the safe and
efficient conduct of flights. This may include weather information, changes of serviceability of
facilities, conditions at aerodromes, general airspace activity information and any other
information likely to affect safety. The avoidance of other traffic is solely the pilot’s responsibility.
A BS may be provided at Waddington in accordance with CAP 774 Chapter 2.
7.2.4. Lower Airspace Radar Service (LARS)
Waddington is tasked with providing a LARS within 30nm of Waddington. Air Systems may call
Waddington Zone on frequency 119.50 VHF or 259.525 UHF for a LARS service. This LARS
service is subject to availability and controller capacity within the published hours Mon-Fri 0800-
1700 (all times local), subject to Station based Op requirements (a NOTAM would be issued in
advance of any changes to published weekend LARS hours).
7.2.5. Waddington Visual Circuit
Vis ccts at WAD are approved. Std cct height is 1000ft QFE (1300ft QNH), with a low level cct
at 500ft QFE (800ft QNH) on request.
7.2.6. Helicopter Visual recoveries / departures
Waddington regularly hosts helicopter detachments and refuelling moves. In order to
standardise arrival and departure profiles, the following procedures apply:
Visual recoveries and VFR departures are to route inbound /outbound either from the West via
Swinderby, or East via Metheringham, maintaining not above 500ft QFE inside the aerodrome
boundary.
7-1
7.3. DEPARTURE PROCEDURES
7.3.1. Airspace Restrictions
VFR and IFR departures are normally prohibited in the Sector 130° through South to 220°. In
exceptional cases Air Systems may be cleared to climb out in this Sector subject to prior
coordination with Cranwell ATC. Fast jets departing the airfield under VFR are not to fly below
500 ft QFE until clear of the Waddington MATZ boundary. All right-hand VFR departures from
Rwy 20 are to climb straight ahead for 3nm DME from WAD or 1000 ft QFE before commencing
the turn. Scampton MATZ/EGR313 and Cranwell MATZ are to be avoided unless positive
clearance has been provided by ATC.
7.3.2. Standard Radar Departures
Waddington Standard Instrument Departures are published in the Mil AIP and Terminal Charts.
7.3.3. Non-Standard IFR
Crews conducting non-standard IFR departures are to climb initially on Rwy track to 1300ft QFE.
To reduce R/T, this instruction will not be transmitted to Stn based crews or visiting crews
operating iaw this DAM.
7.4. APPROACH PROCEDURES

7.4.1. Radar Vector Chart
A copy of the RAF Waddington Radar Vector Chart (RVC) is in the RAF Waddington Flying
Order Book Order B201. ATC are not permitted to descend Air Systems in receipt of a DS to
heights below the Terrain Safe Level (TSL) unless following a notified instrument approach
procedure.
7.4.2. Waddington Radar Directed patterns
A left-hand pattern is normally flown for both runways. The downwind leg for runway 20 is
normally flown at 2500ft QFE. The downwind leg for runway 02RH is normally flown at 2500ft
QFE. Radar patterns may be lowered by the Director to 2000ft for expedition and sequencing.
7.4.3. Radar Approaches
All radar approaches to Waddington are directed to finals. QFE is the recognised pressure
setting for all approaches; however, QNH approaches can be accepted with prior notice and at
the discretion of the Supervisor or ATCO I/C. Arrival and approach procedures are published in
FLIPs, SIDs and TAPs.
7.4.4. Reduced Services
Radar services are reduced to air sytems operating within 10nm of Waddington due to the
Primary Radar overhead. Additionally, radar services are reduced within the radials 030°-140°
m between 10nm and 20nm from Waddington (as marked on the RVC at FOB Order B201)
due to increased radar clutter over the wolds. To reduce R/T these reductions in service will not
be transmitted to Stn based crews or visiting crews operating iaw this DAM.
7.4.5. Type of service
To reduce R/T when on departure or recovery, if the type of service required by crews is not
specified, ATC will apply TS.
7.4.6. MACF
The Missed Approach and Communications Failure (MACF) procedures are published in the
MilAIP and will be passed to crews on request or if an emergency is declared.
7.4.7. Initial Call
Recoveries will normally be affected by controller to controller handover from an ATCRU or
adjacent airfield. Air Systems should provide a “30 Minutes to Land Call” to Stn Ops. Air
Systems free-calling Waddington Approach are to do so at least 20nm from the MATZ boundary.
7-2
7.4.8. Landing Datum
QFE is the landing datum to be used at Waddington by all Air Systems including overseas
visiting Air Systems with the exception of rivet joint. QNH approaches for other types may be
approved subject to traffic and controller workload.
7.4.9. Visual Recovery
Visual recoveries may be carried out to either runway but will be controlled by Waddington
Approach. Due to the diverse Air System types encountered, crews should anticipate that other
Air Systems on visual recovery may be joining via Initials, the overhead, downwind, crosswind or
straight-in. Helicopters may join via the East or West aerodrome boundaries.
7.4.10. Radar to Initials Procedure
Air Systems may be vectored for a recovery via initials point (IP), located 4 nm finals, 0.5nm
dead side of Runway 20 and 1nm dead side of Runway 02 centreline, descending to 1000ft QFE
if under Traffic Service and inside 10nm (Air Systems under Deconfliction Service must comply
with TSL).
Radar to Straight-in. Multi engine, RAF transport or civilian Air Systems often conduct radar to
straight in approaches. At the approval of the Tower controller, the Air System is vectored to
intercept the extended centreline at a point where the pilot can see the Aerodrome and can
position for a visual landing.
Radar to Overhead. The Air System is vectored towards the overhead not below 3000ft QFE.
When visual, the pilot is instructed to continue with Waddington Tower.
7.4.11. Instrument Recovery
1. Instrument patterns are published as 2500ft QFE (2800ft QNH) but may be lower
depending on type of Air Systems and direction of recovery. Short Pattern Circuits are normally
flown at 1500ft (1800ft QNH) in the same direction as the full pattern. A full list of Instrument
Recoveries is available in Mil AIP and TAP Charts.
2. Circling Approaches. Operating Authority minima are not to be used if below the minima
published in the MilAIP. Circling Approaches are prohibited west of the Rwy. ILS accepted for
both IFR/VFR recoveries and the PAR is VFR for Stn-based approaches only.
3. Instrument Recoveries to Rwy 20 are restricted when aerobatics are taking place in
EGR 313. Crews should be prepared to hold off for up to 30 minutes or execute visual or radar
to visual recoveries.
7.4.12. Application of DS for Rwy 02RH
The RTC profile for Rwy 02RH utilises airspace that is regularly used by multiple light Air
Systems conducting general handling, and standard separation may not be achievable. In such
circumstances a reduced service may be offered or, if it is impracticable to continue, the
controller will advise the pilot accordingly and will offer TS; if this is unacceptable to the crew
ATC may suggest an alternative approach if the weather is suitable or a diversion.
7.4.13. Practice Approaches Using Internal Aids/ILS
All practice approaches using internal aids/ILS are to be radar monitored by ATC.
7.4.14. Break-Off
1. Any Radar to visual Air System not visual with the Aerodrome by 4nm will be instructed to
Break Off the approach. The Air System will be given a safe heading, climbed to a safe height
in accordance with the TSL and the pilot’s intentions confirmed.
2. Any Air System broken off from a Radar Approach when the pilot is not visual with the
aerodrome will be instructed to execute the Missed Approach Procedure (MAP). Pilots
intending to join the visual circuit who are visual at the point of break off will be instructed to join
dead-side for the runway in use. If the pilot is visual with the aerodrome and is conducting
further radar approaches, they will be instructed to fly through dead-side for the runway in use.
7-3
7.4.15. Missed Approach Procedure
Climb on Rwy track to 1740 ft QNH/1500ft QFE, then right onto track 045º
RWY 02RH
climbing to 3240ft QNH/3000ft QFE. Call Waddington Approach.
Climb on Rwy track to 1740ft QNH/1500ft QFE, then turn left onto track 045º
RWY 20
climbing to 3240ft QNH/3000ft QFE. Call Waddington Approach.
7.4.16. Communications Failure Procedure
If unable to continue approach, turn towards the Aerodrome, fly at minimum 3000ft QFE, try to
regain contact on any Waddington frequency.
7.4.17. RAF Waddington Flying Club Air System Procedures
RAF Waddington has an established Flying Club situated on the eastern side of the airfield,
operating from the ERP and disused runway. The Flying Club conducts training for the Private
Pilot’s License (PPL) and associated ratings. Flight training is conducted in various single
engine light Air Systems by Flying Club instructors and students operating 7 days a week.
Flying Club Air Systems will normally route in and out of Waddington VFR west or eastbound.
Waddington Flying Club operations are permitted at RAF Waddington both when the airfield is
open and closed, see RAF Waddington FOB Order B221. If tower is closed pilots will make
pre-emptive blind broadcasts of their intentions on frequency 121.3 VHF, prefixed with
‘Waddington traffic’.
7.5. AERODROME PROCEDURES
7.5.1. Visual Circuits
1. For Air Systems operating in the visual circuit, the following applies:
a. Rwy 20. Left hand at 1000 ft QFE.
b. Rwy 02RH. Right hand at 1000 ft QFE.
2. Sentinel Visual circuits are flown at 1200ft QFE to minimise nuisance Ground Proximity
Warnings on the Air System.
3. The RJ visual circuits are flown at 1300ft QNH.
4. Non-standard circuits, available with ATC permission, include a low-level circuit at 500 ft
QFE (600 ft for E3D and 800ft QNH for RJ) and a glide circuit at 1500 ft QFE.
5. Due to the diverse Air System types encountered, VHF 121.3 should be used at all times
for all Air Systems departing the airfield and joining or remaining in the visual circuit. UHF 342.12
(Stud 1) should be used for pilots requesting start, when taxiing out/in and for passing departure
instructions, with 121.3 only being used by non-UHF equipped ac. UHF 256.67 (Stud 2) should
only be used in extremis where an Air System is unable to use VHF.
7.5.2. Air System Priorities
1. Priorities afforded to Air Systems at RAF Waddington are:
a. Emergencies.
b. Humanitarian including Lincs & Notts Air Ambulance/post accident flight checks/open
c. skies/police flights/JHC Flts.
d. VIP Flights
e. Air Systems with a timed take-off time, including Air Systems with a CTOT
f. Instrument approaches (including visual straight in to land).
g. Practice emergencies.
h. Visual approaches.
i. Departures.
j. If equal, then the following priorities apply:
k. British Military.
l. Foreign Military.
m. Civilian.
7-4
7.5.3. Runway Occupancy
1. Runway Occupancy. Air Systems may be cleared for a Full Stop, Touch and Go or Low
Approach with another Air System on the Rwy, only if the following circumstances apply:
2. Full Stop. Air Systems of Sentinel size or larger may only be cleared to land when the
Rwy is clear. Other Air Systems may be cleared to land behind another Air System landing or
touch and go providing that the one ahead is of similar or faster type, has touched down and the
horizontal separation is 3000ft or more. See note.
3. Touch and Go. Air Systems of Sentinel size or larger may only be cleared to touch and
go when the Rwy is clear. Other Air Systems may be cleared to touch and go behind another
Air System touch and go providing that the Air System ahead is of similar or faster type, has
touched down and has commenced the acceleration stage of the touch and go before the
clearance is issued. See note.
4. Low Approach. Air Systems may be cleared to low approach when the Rwy is occupied
by another Air System providing that the one on is remaining on the Rwy and the pilot carrying
out a low approach is to be instructed '... not below 200ft cleared to low approach only, one on’.
5. Continue Approach. Air Systems in the visual circuit will be instructed to ‘continue
approach’ when ATC anticipate that they will be able to issue a positive clearance. In the event
that a pilot is not in receipt of a positive clearance by his/her minima he/she is to initiate a go-
around.
6. Go Around. Air Systems in the visual circuit will be instructed to go around when ATC
cannot issue a positive clearance. Air Systems will also be instructed to go around when ATC
wish them to discontinue the approach. Instructions to go around are normally followed by a
reason – i.e. ‘C/S…..go around 3 on’.
7. Exceptions. Exceptions to the above sub-paras a-c are as follows:
a. Air Systems are not to be cleared to land, touch and go or low approach when the
Rwy is occupied by an Aero-medical or DG Air System.
b. Visiting or detached fast-jet Air Systems whose crews have received an ATC brief,
shall be considered a similar type to other fast-jet Air Systems.
c. Air syatems of Sentinel size or larger may land with other air sytems occupying the
Rwy provided the Air System on the Rwy is/are of the same formation and the procedure
is pre-briefed.
Note: ATC are to warn pilots as appropriate, e.g. ‘C/S…cleared to touch and go/land, one
ahead/one on’ etc.
7.5.4. Mixed Instrument and Visual Circuits
1. The maximum number of Air Systems permitted in the visual circuit at one time is to be 4
Air Systems except when large formations are on recovery.
2. Minimum cloud base and visibility for mixed circuits is 1500 ft AGL and 5000m.
3. When mixed circuits are in operation, captains of Air System in the visual circuit are
responsible for collision avoidance. However, ATC will advise visual circuit Air Systems of
inbound instrument traffic. Except for Air Systems in emergency or requesting a priority landing,
Air Systems on an instrument approach take precedence over visual circuit traffic.
4. The Aerodrome Controller is to broadcast a message to Air Systems in the visual circuit
whenever Air Systems on instrument finals are at 8 and 4 miles from touchdown. This is to be
7-5
augmented by a call at 2 miles from touch down if required. The message is to contain the Air
System type (e.g. Typhoon) and the intention of the Air System (e.g. land).
5. Visual circuits are not to be extended beyond 5 nms downwind.
6. The weather minima for radar to visual approaches are as follows:
a. Cloud base (SCT) ≥ 1200 ft agl.
b. Visibility ≥ 5000m.
7.5.5. Manoeuvring Area
1. The following restrictions apply to the Manoeuvring Area:
a. Bravo Taxiway is not available for Air System use.

Loading / unloading of Dangerous Air Cargo (DAC) and parking of Armed Air
7.5.6.
Systems
1. The loading/unloading of DAC and parking of armed Air Systems is to take place iaw
AESO 2-1-1-01-37.
2. DAC. The designated parking area for the loading/unloading of DAC is Bay 19A. Further
information is at Annex L.
3. Armed Air Systems Parking. Limitations on accepting Armed Air Systems are in force
and are subject to Station Ops approval. Of note RAF Waddington does not accept Air Systems
with forward firing weapons. Further information is at Annex L.
7.5.7. ILS Protected Area: CAT 1 Holding Points
CAT 1 holding points are controlled by ATC by a set of traffic lights abeam the 8 Sqn building.
7.5.8. Actions to be taken when the bird activity levels are assessed as HIGH
1. RAF Bird Control Organisation is detailed in CAP 772. At RAF Waddington, bird activity
levels are to be assessed by the Airfield Wildlife Control Unit (AWCU) in conjunction with the
ATC Sup or ATCO i/c prior to, and during flying. Levels are to be declared as LOW, MEDIUM or
HIGH and are defined as follows:
a. LOW. The number of birds either on the airfield, in the approach/climb out lane
and/or passing through is insignificant and poses little or no threat to flying activity.
b. MEDIUM. There is an increased number of birds either on the airfield, in the

approach/climb out lane and/or passing through that slightly increases the threat to flying
activity.
c. HIGH. There is a significant increase in numbers of birds either on the airfield, in the
approach/climb out lane and/or passing through causing a significant threat to flying
activity.
2. Bird states may be called for the entire airfield, including approach/climb-out lane, or other
specific parts. Once a bird state is called it remains in place until amended by AWCU in
conjunction with the ATC Sup or ATCO i/c. The following procedures and restrictions apply:
a. All States. Details to be passed to Stn Ops by ATC on first observation and any
change in level.
b. LOW. Nil.
c. MEDIUM. Specific warnings of bird activity are to be broadcast by ATC to Air

Systems joining the visual circuit and with radar clearances. Bird activity levels are to be
7-6
added to DATIS broadcasts.
d. HIGH. Specific warnings of bird activity are to be broadcast by ATC to Air Systems
joining the visual circuit and with radar clearances. Bird activity levels are to be added to
DATIS broadcasts. The following additional procedures and restrictions apply:
3. The ATC Sup or ATCO i/c is to:
a. Ensure that the AO / Ops Wg Duty Exec and all SSOFs are informed, as soon as
possible, through Stn Ops.
b. Inform diversion commitment aerodromes.
c. Amend ‘all ATC calls within the terminal area to include the clause ‘Caution, Bird
State High’.
4. AO / Ops Wg Duty Exec is to consider taking one or more of the following actions
dependent upon their interpretation of the circumstances:
a. Restrict or stop further take offs.
b. Arrange with the ATC Sup or ATCO i/c for Stn-based Air Systems to either hold off or
to land from their first approach.
c. Limiting the visual circuit and instrument approach pattern to avoid areas of known
bird activity.
5. Air System commanders are to consider taking the following actions dependent upon their
interpretation of the circumstances:
a. Delaying or cancelling their departure.
b. Holding off, or making a single approach to land.

7.5.9. Bird Activity
The period 1 October – 31 March has increased likelihood of the bird state being HIGH +/- 30
mins of sunrise & sunset. During this period, Air Systems commanders should not routinely plan
to depart or arrive during +/- 30 mins of sunrise & sunset unless it is operationally essential and
they are authorised to do so by their respective SSOF. If programme changes or delays require
arrivals, departures or training circuits during these timings, the relevant actions should be taken
based on the prevailing bird-state as defined above.
Return to Contents
7-7
– AERODROME ADMINISTRATION AND OPERATING
PROCEDURES
8.1. AERODROME REPORTING
8.1.1. Purpose
The AO is responsible for the ownership of the aerodrome data and ensures all data provided is
correct at all times.
8.1.2. Responsibilities
Orders for the reporting procedures to advise the relevant agency of any permanent changes to
aerodrome information are contained at Annex R. 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 routinely
updated through the Aeronautical Information Publications (AIP) and NOTAM
8.1.4. Reporting Procedures
Any situation that may have an immediate effect on the safety of Air System operations is to be
reported as soon as possible. In the first instance to ATC by radio.
8.1.5. NOTAM
The AO ensures 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.
A change in the operational information contained in this manual and
8.1.5.2.
published in the Mil AIP.
Aerodrome works effecting the manoeuvring area or penetrating the
8.1.5.3.
Obstacle Limitation Surfaces.
8.1.5.4. New obstacles which affect the safety of Air System operations.
8.1.5.5. Bird or animal hazards on or near RAF Waddington.
A change in the availability of aerodrome visual aids, i.e. markers and
8.1.5.6.
markings, runway lighting, etc.
8.1.5.7. Any change in aerodrome facilities published in AIP.
8.2. AERODROME SERVICEABILITY INPESCTION ORDERS

Aerodrome Inspections are to be carried out by ATC who are to carry out a
8.2.1.
comprehensive inspection of the movement area. Orders are at Annex S.
8.2.1.1. Daily, before the aerodrome is opened for flying on each occasion.
If night flying is to be conducted a further inspection is to conducted prior to
8.2.1.2.
last light.
8.2.1.3. Prior to sunset, before any planned night movements. or As 8.2.1.2.
8.2.1.4. Check the serviceability of all aerodrome traffic lights.
Controllers are to vacate the vehicle at random intervals and conduct a
8.2.1.5.
close up visual inspection of an area of the runway.
8.2.2. All inspections are to be logged in the ATC logbook, including any issues raised.
Any issues are to be reported to the relevant section subject matter expert (SME).
Any sweeping requests are to be logged.
8.2.3.
Any work requests are to be put through the correct channels and a record of the
request and subsequent action maintained.
8-1
8.3. AERODROME TECHNICAL INSPECTIONS ORDERS
Orders for the technical inspection of the Aerodrome are produced and conducted in accordance
with aerodrome regulations. In addition to the inspections contained at Annex T; a minimum
routine maintenance is carried out on all surfaces and equipment as follows:
Routine inspections of the technical equipment (transmitters, receivers, ILS etc) with
8.3.1. precision navigation aids being calibrated by a flight check Air System accordance
with AP 600-Royal Air Force Information CIS policy and relevant SPS.
Runway, taxiway and obstruction lights, along with PAPIs and aerodrome traffic lights
8.3.2.
are inspected daily.
8.3.3. All earthing points are checked annually.
Manoeuvring Areas and drainage are inspected, maintained and repaired in
8.3.4.
accordance with DIO guidance.
All aerodrome signs are inspected weekly by ATC (if established) and monthly by DIO
8.3.5.
SME.
Aerodrome lighting along with other essential equipment is backed up by stand-by
8.3.6. power system. The stand-by power system is to be inspected daily with a switchover
test being carried out weekly.
All ARFF vehicles and equipment are to be inspected and tested in accordance with
8.3.7.
manufacturer’s instructions and MOD policy.
The Crash Ambulance and associated equipment is inspected and tested in
8.3.8.
accordance with manufacturer’s instructions and MOD policy.
If established, Bird Control Unit equipment and vehicle is inspected daily with vehicle
8.3.9.
maintenance carried out in accordance with manufacturer’s recommendations.
Traffic lights, CCTV and road barriers for the control of airside vehicle control
8.3.10.
measures are inspected daily.
8.3.11. Annual review of Aerodrome Driving orders.
8.4. PROTECTION OF RADAR AND NAVIGATION AIDS

Orders, contained at Annex U, for the supervision of access/entry to any of the aerodrome
navigation aids or their immediate vicinity are to be produced as part of the GRSF maintenance
plan.
8.5. SURVEILLANCE EQUIPMENT MAINTENANCE & MONITORING

Orders, contained at Annex V, for the maintenance and monitoring of surveillance equipment are
produced in accordance with extant Support Policy Statements (SPS) and the AP 600.
8.6. NAVIGATION EQUIPMENT MAINTENANCE & MONITORING

Orders, contained at Annex W, for the equipment maintenance and monitoring of all aerodrome
navigation equipment are to be produced in accordance with extant policy regulations and the
AP 600 to ensure navigation and approach aid equipment (TACAN/ILS/etc) have a continuously
monitored fault and check procedure.
8.7. AERODROME WORKS SAFETY ORDERS

Orders, contained at Annex X, cover the control and supervision of work in progress on the
aerodrome. It is suggested that control of Working Parties is achieved through the use of the
following:
8.7.1. Work in Progress (WIP) Records
WIP records are maintained in accordance with RA3266 - Aerodrome Maintenance. A plan of
the aerodrome is displayed in both ATC and Operations for the marking of all obstacles, the
nature of the obstruction, its marking and all work in progress.
8.7.2. WIP Log
A WIP Log is established in accordance with RA3266 - Aerodrome Maintenance. In addition to
an aerodrome plan, the WIP Log is to be maintained in the control tower.
8-2
8.7.3. WIP Briefings
Supervisors of any working parties are to be fully briefed on their responsibilities. The ATCO IC
is responsible for ensuring that the supervisor of the working party is properly briefed. The
briefing is to include (but not limited to) the following details:
8.7.3.1. Limits of the work area.
8.7.3.2. Direction of Air System movements.
8.7.3.3. Route to be taken by works vehicles.
8.7.3.4. Parking area for works vehicles and equipment.
8.7.3.5. Control to be exercised over works vehicles and workers.
8.7.3.6. Signals to be employed.
8.7.3.7. FOD prevention
8.7.4. 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. Orders for these control
measures to be produced.: All aerodrome work is to be clearly marked using approved high
visibility markers and lit during hours of darkness
8.7.5. Grass Cutting
A grass cutting plan is to be established and maintained in accordance with the aerodrome
policy.
8.8. CONTROL OF ENTRY AND ACCESS

Control orders, contained at Annex Y, cover the access to the base aerodrome and its
associated manoeuvring area. Force Protection responsibilities are addressed separately at
Chapter 10.
8.9. AERODROME USERS. VEHICLE AND PEDESTRIAN CONTROL

Orders, contained at Annex Z, for the control of vehicular and pedestrian traffic on the
aerodrome are to be written iaw RA 3262 – Aerodrome Access.
8.9.1. Air SystemManoeuvring Area.
8.9.2. Apron.
8.9.3. Aerodrome Driving Permit (ADP).
8.9.4. Aerodrome Driving Briefs.
8.9.5. Access Routes.
8.9.6. Orders for Airside Vehicle Control.
8.9.7. Additional Orders for Drivers on Aprons (ASPs).
8.9.8. Additional Orders for the Control of Airside Vehicles at Night.
8.9.9. Orders for Pedestrians.
8.9.10. Orders for Pedal Cyclists.
8.9.11. Orders for riders / dog walkers / runners / etc
8.9.12. Signals for the Control of Vehicles and Pedestrians.
8.9.13. Speed Limits.
8.10. WILDLIFE MANAGEMENT (BIRDS)

The bird activity on and around the vicinity of the aerodrome is managed by a civil agency who
are contracted to operate a Airfield Wildlife Control Unit (AWCU) at RAF Waddington on a
continuous basis. Wildlife Management orders can be found at Annex AA.
Assess and effectively minimise the local bird hazard to Air Systems through a
8.10.1.
coordinated bird control effort on the Station.
8-3
Record and collate recorded information on bird concentrations and movement
8.10.2.
patterns both on the aerodrome and within its safeguarded zone.
Liaise with Station executives, DIO Property Management representatives, local
authorities and landowners and tenant farmers whose land abuts the aerodrome,
8.10.3. concerning such matters as the identification and dispersal of local bird
concentrations, and the elimination of bird food sources and other topographical
features which might attract birds to the aerodrome vicinity.
Coordinate the use of bird dispersal equipment and materials, and ensure that their
8.10.4.
use is properly controlled in accordance with current regulations.
Ensure that all bird control equipment is properly serviced in accordance with current
8.10.5.
servicing schedules and that any un-serviceability is rectified promptly.
Ensure that all bird control personnel are correctly trained in the use of bird dispersal
8.10.6.
equipment and its safe handling.
Ensure that bird hazard warnings are issued in accordance with the procedures
8.10.7.
published in FLIPs.
At Station Safety Management Committee ensure the AO has the latest BCU report
8.10.8.
that covers any general concerns or bird related issues.
8.10.9. Ensure all Wildlife Strikes are reported on a DASOR.
8.10.10. Seek specialist advice whenever necessary from SO2 ATM Infra or DEFRA.
8.10.11. Supervise the maintenance of the bird control log.
8.11. ANIMAL MANAGEMENT

RAF Waddington is subject to contracted Airfield Wildlife provision. Comprehensive orders on
wildlife management are produced and contained at Annex BB.
8.11.1. Consider prevention, any regulation, crop management, grass management, etc.
List responsibilities, who manages the wildlife management procedures, who is in
8.11.2.
charge of the tasks, etc.
8.11.3. Provide instructions on how to perform the tasks.
Particulars of the procedures to deal with the danger posed to Air System operations
8.11.4. by the presence of birds or mammals in the aerodrome flight pattern or movement
area, including the following:
8.11.4.1. Arrangements for assessing wildlife hazards.
8.11.4.2. Arrangements for implementing wildlife control programmes.
8.12. HANDLING OF HAZARDOUS MATERIALS (SPILLAGE PLAN)

Orders for the Handling of Hazardous Materials (Spillage Plan) can be found at Annex CC.
8.13. AIR SYSTEMS PARKING

Orders for the coordinated parking of Air Systems can be found at Annex DD.
8.14. LOW VISIBILITY OPERATIONS (LVO)

Orders for LVOs iaw RA 3274 – Low Visibility Procedures (LVP) are contained at Annex EE.
The following must be included:
8.14.1. Authority, restrictions, etc.
8.14.2. List responsibilities, who authorises/cancels LVO.
8.14.3. Provide instructions on how to perform LVO (checklists).
Particulars of procedures to be introduced for low-visibility operations, including the
measurement and reporting of runway visual range as and when required, the names
8.14.4.
and telephone numbers, during and after working hours, of the persons responsible
for measuring the runway visual range.
8-4
8.15. GENERAL CONDITIONS (TERMS AND CONDITIONS)
Use of MOD Aerodromes by civil Air Systems shall be in accordance with Use of Military
Airfields by British and Foreign Civil Air System. Requests to use RAF Waddington should be
made to Station Ops on 01522 727301. Orders governing use by civil Air Systems are at Annex
FF.
The Terms and Conditions may be varied at any time by the Aerodrome Operator to
8.15.1. reflect any changes, amendments or additions to working practices at the specific
aerodrome. Factors may include some or all of the following.
8.15.1.1. Winter Operations.
8.15.1.2. Operational Support.
8.15.1.3. Passenger Handling.
8.15.1.4. Animal Handling.
8.15.1.5. Refuelling Services.
8.15.1.6. Catering.
Loss of appropriate Fire of Crash cover, including Manpower issues or
8.15.1.7.
Vehicle unserviceability’s.
8.15.1.8. Repatriation of troops.
Loss of power to all, or parts, of the aerodrome, including
8.15.1.9.
Aerodrome/Rwy lighting.
Interruptions in communications both within the aerodrome and with
8.15.1.10.
external agencies.
8.15.1.11. Unforeseen natural disaster (Flooding, etc).
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
8.15.2. 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.
All Civilian Users are to operate in accordance with extant DfT NASP and wider ATSy
8.15.3.
protocols.
8.15.4. RAF Waddington is a 24-hour Unit.
8.15.5. Declared ICAO Crash Category of the Aerodrome.
Confirmation if Charter [Airline] operations are permitted to operate from the
8.15.6.
aerodrome.
Confirmation if Scheduled Air System operations are permitted to operate from the
8.15.7.
aerodrome.
Confirmation if the aerodrome is a designated Port of Entry, and if it has permanent
8.15.8.
HM Revenue and Customs (HMRC), UK Border Agency or SO15 (CTC) presence.
Declaration that in the event of a Local or National Emergency whether declared or
8.15.9. not the aerodrome may be closed to civilian operators.
A non-exhaustive list of potential circumstances includes.
Loss of appropriate Fire of Crash cover, including Manpower issues or
8.15.9.1.
Vehicle unserviceabilities.
8.15.9.2. Repatriation of troops.
Loss of power to all, or parts, of the aerodrome, including Aerodrome/Rwy
8.15.9.3.
lighting.
Interruptions in communications both within the aerodrome and with
8.15.9.4.
external agencies.
8.15.9.5. Unforeseen natural disaster (Flooding, etc).
8.15.9.6. Unforeseen national epidemics (swine flu/bird flu).
Note: 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.
8-5
8.16. BREACHES OF TERMS AND CONDITIONS
Orders covering the eventuality of a breach of terms and conditions are contained at Annex GG.
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
The procedures involved in safeguarding the operational environment of military aerodromes are
explained in greater detail in RA 3590. All Safeguarding activities are conducted in accordance
with extant regulations and any waivers or exemptions issued by the MAA. These are
promulgated in Annex G.
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).
8.18.1. ATC Staff (including Controllers, FOM & FOA personnel).
8.18.2. Operations Staff (including Ops Controllers, FOM & FOA personnel.)
8.18.3. Squadron TG9 personnel.
8.18.4. Aircrew.
8.18.5. Ground Radio Engineers.Air System Engineers.
8.18.6. Firefighters.
8.18.7. Medics.
8.18.8. Armourers.
8.18.9. Supply & Movement Staff (Or equivalent) etc:
8.18.10. GEF Personnel.
8.18.11. MT & ASMT personnel.
8.18.12. Aerodrome Electricians.
8.18.13. Bird Control Unit personnel.
Note. This list is not exhaustive and it may expand or contract dependent upon what personnel
the AO wishes to maintain assurance of.
8.19. SAFETY MANAGEMENT SYSTEM
The Safety Management Structure at RAF Waddington can be found at Annex B.
8.20. THUNDERSTORM & STRONG WIND PROCEDURES
Orders, contained at Annex HH cover Air System operations during thunderstorm (lightning risk)
warning periods and periods of forecast strong winds. The following should be considered as a
minimum:
8.20.1. Strong wind and gale procedures.
8.20.2. Use of vehicles to protect/shield Air Systems vulnerable to strong winds.
8.20.3. Pax loading/unloading limits in strong winds.
8.20.4. Lightning Risk Orders.
8.21. ELECTRICAL GROUND POWER PROCEDURES
Orders contained at Annex II, deal with priorities for using Ground Power. Personnel are trained
by Sqn Training Cell on how to operate safely. The following should be considered as a
minimum:
8.21.1. Use of fixed electrical ground power.
8.21.2. Use of mobile ground power units.
8.21.3. Use of auxiliary Power units (APU’s).
8.21.4. Use of 28 Volt conversion units.
8-6
8.22. AVIATION FUEL MANAGEMENT PROCEDURES
Orders for aviation fuel management are contained at Annex JJ. The following areas should be
covered as a minimum:
8.22.1. Management of Bulk Fuel installations.
8.22.2. Fuel storage, quality and delivery.
8.22.3. Safety procedures.
8.22.4. Fuelling zone procedures.
8.22.5. Bonding and grounding of Air Systems and fuelling equipment.
8.22.6. Fuelling with passengers on board.
8.22.7. Fuelling with engines running.
8.22.8. Fuelling and de-fuelling in hangers.
8.22.9. Fuel spillage procedures.
8.23. JETTISON AREA

RAF Waddington does not have any Jettison areas. Annex KK is included for compliance with
DAM Template.
8.24. COMPASS SWING BASE

Orders for the management of the Compass Swing Base can be found at Annex LL.
8.25. EXPLOSIVE ORDNANCE DISPOSAL AREA

RAF Waddington does not have any EOD areas. Annex MM is included for compliance with
DAM Template.
8.26. FOD PREVENTION, TRAINING AND AWARENESS

Orders, following the guidance and instructions contained within RA 1400 with regards to FOD
prevention, training and awareness are contained at Annex NN.
8.27. DANGEROUS GOODS (DG) PROCEDURES - LOADING / UNLOADING

Orders, contained at Annex OO are to be produced for the control and management of DG in
accordance with extant regulations.
8.28. HYDRAZINE (H70) LEAK

RAF Waddington does not accept Air Systems with Hydrazine. Generic Guidance on how to
deal with hydrazine only in extremis are at Annex PP.
8.29. AIR SYSTEMS ARRESTING MECHANISMS

(Rotary Hydraulic Arrestor Gear (RHAG) / Portable Hydraulic Arrester Gear (PHAG) / Barriers)
etc. Orders for the maintenance and monitoring of Air System Arresting Mechanisms are
produced in accordance with extant Support Policy Statements (SPS) and AP 600 and
contained at Annex J.
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8-7
– SNOW AND ICE OPERATION
9.1. SNOW AND ICE OPERATIONS
Orders for snow and ice operations at RAF Waddington, known locally as Operation
BLACKTOP, are exercised and reviewed annually iaw RA 3278 – Snow and Ice Operations.
These are contained at Annex RR.
9.2. OP BLACKTOP
This op order details the arrangements for snow and ice clearance operations at RAF
Waddington during the BLACKTOP Season which runs from 1 Nov to 30 Apr or as weather
dictates. Op BLACKTOP orders can be found at Annex RR.
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9-1
– FORCE PROTECTION RESPONSIBILITIES
10.1. FORCE PROTECTION RESPONSIBILITIES
Force Protection (FP) Orders, contained at Annex SS are to be updated, exercised and
activated as required. Due to the nature of the task and security classification of the orders they
are beyond the classification of this document.
10.2. MULTINATIONAL SECURITY RESPONSIBILITIES

N/A.
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10-1
Information Owner: OC Ops Sqn Extra Input From: Nil
Annex A To DAM
Dated 26 Nov 19
LETTER OF AUTHORITY TO ACT AS AERODROME OPERATOR FOR ROYAL AIR FORCE

WADDINGTON TO THE ISTAR FORCE DELIVERY DUTY HOLDER
INTENTIONALLY BLANK
Return to Contents
A-1
Information Owner: OC Safety Assurance Extra Input From: Nil
Annex B To DAM
Dated 26 Nov 19
SAFETY MEETING STRUCTURE
1. Safety Meetings. Safety meetings are timed to fit in with the Gp battle-rhythm and are
mandated by the DDH/HoE. For further details of meetings, agendas and attendees see Lflt 5.
Figure 6. RAF Waddington Safety Centre Organisation
B-1
Information Owner: OC Safety Assurance Extra Input From: Nil
Figure 8. RAF Waddington Key Safety Personnel
Return to Contents
B-2
Annex C To DAM
Dated 26 Nov 19
RAF WADDINGTON AERODROME OPERATORS ORGANIZATIONAL STRUCTURE
INTENTIONALLY BLANK
Return to Contents
C-1
Annex D To DAM
Dated 26 Nov 19
AERODROME KEY POST HOLDERS
INTENTIONALLY BLANK
Return to Contents
D-1
Information Owner: SATCO Extra Input From: Nil
Annex E to DAM
Dated 26 Nov 19
AERDROME OPERATING HAZARD LOG (AOHL) & BATTLESPACE MANAGEMENT HAZARD LOG (BMHL)
1. The mandated DAM AOHL version is displayed below. The full RAF Waddington AOHL can be accessed here. If you experience access
issues, please email the RAF Waddington Duty Operations Controller on wad-ops-dutyopscontroller@mod.gov.uk.
RAF WADDINGTON AERODROME OPERATING HAZARD LOG - DAM ANNEX E- PUBLISHED COPY
Mitigation key: P = Present S = Suitable O = Operating E = Effective
Last updated: 4 Jun 19
Permanence of Is the hazard
Position of hazard. affected by What mitigation has been employed, if
Reference Nature of Hazard
Hazard Temporary / season / light any to reduce its impact?
Permanent. or time?
Airfield Driving Regulations, Airfield Access
Permits and Airfield Driving Brief
Multiple uncontrolled
All access points Station-wide Safety Promotion
WAD001 ingress points to the Permanent No
on to the airfield Airfield vehicles equipped with Management
manoeuvring area.
Radio Equipment
Vehicular route that bypasses the threshold.
Station Sweeping Plan
Regular Airfield Inspections
FOD migration on to
RAF Waddington Station-wide FOD policy
WAD003 airfield operating Permanent No
Aerodrome Focussed inspections of known surface
surfaces
break up areas
Regular surveys by airfield engineers
ATC controlled vehicle traffic lights
Vehicles present in Rwy Extended RESAs
20 undershoot during Air ATC and TRC lookout
System movements. ATC initiated go around
WAD005 A15 Permanent No
(Formally 'Proximity of Pilot intiiated go around
A15 to runway 20 Specified airfield users utilise a dispalced
Threshold'). datum
RAFP presence for full rwy departures
E-1
Levels of bird activity promulgated
Liasion with Airfield Wildlfie Control Unit
Wildlife in the vicinity of RAF Waddington Active bird control
WAD007 Permanent Yes
the aerodrome. Aerodrome ATC and TRC lookout
Wildlife numbers monitored
Lethal Culls
PCN exceeded on Air Regular Airfield Inspections
Bays 1-9 and ERP
System parking bays 1-9 Regular surveys by airfield engineers
and RAF
WAD 030 and ERP and general Permanent No Statiscal log maintained
Waddington
surface degradation
Aerodrome. Overlaoding of parking bays managed
across the aerodrome.
Measurement of runway Waiver
Thresholds of
WAD 031 strip dimensions not RA Permanent No
Runway RAFP presence for full rwy departures
3511 compliant
Airfield Access Orders
Permissive access required to airfield at all
Permament /
The Station Operation times
Temporary if
WAD 032 Room has no visual SA Ops Room No Airfield Driving Regulations, Airfield Access
funding is
of the airfield. Permits and Airfield Driving Brief
allocated.
Airfield Driving Regulations, Airfield Access
Permits and Airfield Driving Brief
Station Fire Vehicles
RAF Waddington
WAD 033 serviceability and spares Permanent No Fire vehicle fleet management
Aerodrome
availability issues.
RAF Waddington ATC and TRC lookout
Autonomous drone
WAD 035 Aerodrome and Permanent No Pilot lookout
operations.
local vicinity. ANO
2. The RAF Waddington BMHL can be accessed here. If you experience access issues, please email the RAF Waddington Duty Operations
Controller on wad-ops-dutyopscontroller@mod.gov.uk.
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E-2
Annex F To DAM
Dated 26 Nov 19
FORMAL AERODROME AGREEMENTS
1. All formal agreements between RAF Waddington and other aerodromes can be found in the
ATC Order Book at the following at Part 9 – Letters of Agreement (LoA). Should you require more
details please contact SATCO, RAF Waddington. The following aerodromes have LoAs with RAF
Waddington:
a. RAF Scampton.
b. Humberside Airport.
c. Wickenby.
d. Darlton Gliding Club.
e. RAFC Cranwell.
f. RAF Coningsby.
g. South Hykeham Grass Strip.
h. Aubourn Peacocks.
i. National Police Air Service (NPASS).
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F-1
Annex G To DAM
Dated 26 Nov 19
AERODROME SAFEGUARDING WAIVERS AND EXEMPTIONS AND TEMPORARY

CONCESSIONS
1. RAF Waddington Aerodrome safeguarding waivers and exemptions are as detailed at the
links below. Hard copies can be made available on request to RAF Waddington DSATCO.
a. Waiver (MAA_AWE_2017_006) – Non-standard Threshold Crossing Height (TCH) for

Instrument Landing System (ILS) on Runway 20 at RAF Waddington (expires 31 Jan 2020).
b. Amendment to Waiver (MAA_AWE_2017_006) – Non-standard Threshold Crossing

Height (TCH) for Instrument Landing System (ILS) on Runway 20 and use of non-RAF
Waddington based Air Systems (expires 31 Jan 2020).
c. Waiver (MAA_AWE_2017_020) – For obstacles likely to be present within the runway

strip due to WIP as part of finalising runway refurbishment that include (expires 31 Aug
2017):
1) Airfield signage installation including cabling trenches
2) Rotary Hydraulic Arrestor Gear (RHAG) remedial work
3) Core holes within pavements (as part of inspection regime)
4) Potential re-siting of the Precision Approach Path Indicators to Runway 20
d. Waiver (MAA_AWE_2017_049) – In relation to wind sleeve illumination at RAF

Waddington (expires 30 Apr 2020).
e. Waiver (MAA_AWE_2017_050) – In relation to obstacle lighting control at RAF

Waddington (expires 30 Apr 2032).
2. Permanent concessions cannot be granted for the trees which infringe the Navigational Aids
and RAF Waddington continues to work with DIO and local authorities to implement a tree control
policy. All ATC staff are made aware of the potential degradation of radar picture and
communications capabilities and the following temporary concessions are granted:
a. Scampton MSSR.
b. Transmitters.
c. Watchman Radar.
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G-1
Annex H to DAM
Dated 26 Nov 19
NOISE ABATEMENT PROCEDURES
Waddington Based Air Systems
1. After 2200 LOCAL in the summer and 2100 LOCAL in the winter, Stn-based Air System
movements are to be kept to an absolute minimum commensurate with the training or operational
task.
2. All Stn flying is to cease at 2359 LOCAL. However, visual circuits, touch and go’s or low
approaches are not permitted after 2300 LOCAL; approaches (visual straight-in or instrument) are
to culminate in a full-stop landing. Any requests for dispensation are to be made to OC Ops Wg
via the Duty Ops Controller for consideration. Only straight-in approaches will be allowed for
movements outside normal operating times.
3. When Runway 02 is in use, it is impractical to avoid overflying Coleby (202°/2nm). Low level
circuits when on 02 should also be kept to an absolute minimum commensurate with the training or
operational task. After 2100 LOCAL, low level circuits should not be conducted on Runway 02
unless there is an urgent operational requirement.
Visiting Air Systems
4. Visiting Air Systems will only be accepted on a case by case basis and with the express
permission of OC Ops Wg. If issued with a PPR, captains of visiting Air Systems are to abide by
the following noise abatement procedures.
5. Owing to the high usage of Waddington, circuit training (CT) by visiting Air Systems and
practice diversions (PDs) will normally be restricted to the following times (local):
Day Summer Winter

Mon-Thu 0800-2200 0800-2100
Fri 0800-1800 0800-1800
6. Further restrictions to those promulgated above may be imposed by the ATC

Supervisor/ATCO IC, depending on recent usage rate of Waddington.
7. Between Mon - Thu 2200-2300 hrs in the summer, and 2100-2200 hrs in the winter, Air
Systems will be accepted for single approaches at a rate of one Air System in any 30-minute
period, subject to the approval of SATCO.
8. Between 1800-2200 hrs in the summer and 1800-2100 hrs in the winter, a maximum of 2
visiting (PD) Air Systems will be allowed in the visual circuit or the instrument pattern at any one
time. PDs will be restricted to 2 visual circuits and 2 instrument approaches per ac. These
restrictions may be lifted at the discretion of SATCO.
9. Air Systems attached to Waddington are only permitted to make a single recovery or
departure outside of the times listed unless otherwise authorised by SATCO.
Local Area Avoids
All Air Systems joining or flying in the visual circuit are to avoid overflying Waddington village,
including base Married Quarters (303°/0.5nm) and Harmston village (221°/1.3nm) below 1000ft
QFE. Air Systems are also to avoid over flight of the following villages below 500ft QFE:
H-1
a. Bracebridge Heath (352˚/1.7nm).
b. Branston (048˚/2.5nm).
c. Boothby Graffoe (190˚/2.8nm).
d. Coleby (202˚/2.0nm).
e. Navenby (185˚/3.5nm).
f. Washingborough/ Heighington (038˚/3.7nm).
H-2
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H-3
Annex I To DAM
Dated 26 Nov 19
ORDERS FOR TEMPORARY OBSTRUCTIONS ON OR AROUND ANY MANOEUVRING AREA

THAT ARE CONSIDERED TO BE A HAZARD TO EITHER AIR SYSTEMS OR VEHICLES
1. Temporary obstructions on or around any manoeuvring area that are considered to be a

hazard to either Air Systems or vehicles are to be reported to Waddington Air Traffic Control. If
necessary, obstructions will be marked by high visibility markers, tape or fencing with additional
red-light markers at night.
2. For the safe movement of Air Systems, a NOTAM will be issued and taxy patterns will be
controlled by ATC and briefed to pilots on landing or when calling for start.
3. Red Obstruction lighting throughout the airfield and on Coleby Church spire. The
Obstruction Lights for No 3 Hangar are not connected to the main Airfield Obstruction Light circuit.
They are operated from a manual isolation switch located at the south side of the Hangar.
4. A list of known Aerodrome Obstacles and positions can be found above at 4.10.
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I-1
Annex J to DAM
Dated 26 Nov 19
ORDERS FOR BOTH THE MAINTENANCE AND SAFE OPERATION OF THE RHAG
1. Maintenance of the RHAG. The maintenance and maintenance schedule for the RHAG is
carried out in accordance with DAP-119J-1405-12.
2. Operation of the RHAG. Operation of the RHAG is in accordance with RAF Waddington
ATC Orders- Order 39 and RA 3268 – Air System Arresting Systems.
3. Annex QQ. Annex QQ is available for “AIR SYSTEMS ARRESTING MECHANISMS

(ROTARY HYDRAULIC ARRESTOR GEAR (RHAG) / PORTABLE HYDRAULIC ARRESTOR
GEAR (PHAG) / BARRIERS) ETC – ORDERS” in accordance with the MAA DAM template should
the need arise.
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J-1
Annex K to DAM
Dated 26 Nov 19
ORDERS FOR BOTH THE MAINTENANCE AND SAFE OPERATION OF THE BARRIER.
1. No barrier fitted.
Return to Contents
K-1
Information Owner: OC Ops Sqn Extra Input From: OC Eng,, OC ESS SATCO
Annex L To DAM
Dated 26 Nov 19
19
ORDERS FOR THE SAFE PARKING, MANOEUVRING, REFUELLING AND SERVICING OF AIR
SYSTEMS
1. Air Systems Towing. All Air Systems towing is to be carried out in accordance with AESO
2-2-2-05-05.
2. Ground Support Equipment (GSE) Towing. Towing of GSE on the airfield is to be carried
out in accordance with AESO 2-2-2-05-08 Airfield Support Equipment Towing and Manoeuvring.
3. Allocation of Parking Positions. All Air Systems are to be parked on designated

parking bays which are located on bunded areas. Should Air Systems require to be
parked on non-intercepted areas (e.g. taxiways) the procedures detailed in AESO 2-1-1-
01-03. Parking, refuelling and defuelling of Air Systems on non-intercepted areas – environmental
protection procedures. Air Systems parking is allocated as detailed below:
a. Parking Bays 1-6. 8 Sqn.
b. Parking Bay 7. Air Systems Wash Pan. (Booking in accordance with AESO 2-1-1-01-
18 Operation of Sentry Dispersal Air Systems Wash Pan).
c. Parking Bays 18-25. VAHS. (Parking allocated by Waddington Eng Ops in

accordance with AESO 2-1-1-01-37 Instruction for Parking of Visiting Air Systems Including
Armed Air Systems. A pertinant extract of this AESO is at Appendix 2 to Annex L (this
Annex).
d. Parking Bays 26-27. 14 Sqn.
e. Parking Bays 28-29. V(AC) Sqn.
f. Parking Bays 30-31. 51 Sqn.
4. Arrangements for Engine Start. UHF 342.12 (Stud 1) should be used for pilots requesting
start, when taxiing out/in and for passing departure instructions, with 121.3 only being used by non-
UHF equipped ac.
5. Marshalling Services. All Air Systems which are manoeuvring onto parking bays require Air
Systems Marshalls. Unless other arrangements have been put in place, marshalling of RAF
Waddington based Air Systems is the responsibility of individual Sqns and Marshalling of visiting
Air Systems is the responsibility of VAHS. All Air Systems marshalling is to be carried out in
accordance with MAP 01.
6. Follow Me Provision. RAF Waddington does not routinely provide a Follow Me service for
Air Systems. Users requiring this service are to contact RAF Waddington Operations in advance
to discuss their exact requirements.
7. Protection from Jet Blast. The following is to be observed to minimise the risk posed by jet
blast on the airfield:
a. Air System Manoeuvring to Parking Bays. All Air Systems manoeuvring onto
parking bays are to be under the control of a ground handling team composed of personnel
as detailed in accordance with MAP 01. Specifically, the Ground Handling Supervisor is to
ensure that all members of the ground handling team are:
L-1
Information Owner: OC Ops Sqn Extra Input From: OC Eng,, OC ESS SATCO
1) Briefed on the intended activity, safety precautions, sequence of events and the
local movement orders/procedures that are in place.
2) Familiar with the danger zones for the Air Systems type being moved.
3) All personnel involved in ground handling are to wear a distinctive garment

(preferably of fluorescent international orange or yellow colour) except when
operations/exercises dictate otherwise.
b. Proximity of Jet Blast to A15 Carriageway on RW20. On limited occasions it may

be necessary to utilise an extended length of RW20 for Air System departures bringing jet
blast in closer proximity to the A15 carriageway. The enhanced checks outlined at Appendix
1 are to be put in place when using the extended length of RW 20.
8. Enforcement of Safety Procedures During Refuelling Ops. Air Systems refuelling

procedures are to be carried out in accordance with AESO 2-2-2-05-02 Air Systems Fuel
Operations.
9. Orders for Airfield Sweeping. Airfield Sweeping is carried out daily in accordance with The
Airfield Sweeping Plan (if required a copy can be obtained on request from Air Operations) and
AESO 2-2-2-05-07 Airfield Sweeping Operations.
10. Incident Reporting. Incidents on the airfield which pose an immediate danger to Air
Systems or personnel are to be reported immediately to RAF Waddington Air Traffic Control on Ext
333. Other incidents are to be reported to the Stn Flt Safety Team on Ext 6666 or through
completion of a DASOR on ASIMS.
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L-2
Appendix 1 To
Annex L To DAM
Dated 26 Nov 19
VOICE PROCEDURES FOR ADDITIONAL ASSURANCE THAT THE A15 CARRIAGEWAY IS

STERILE DURING EXTENDED RUNWAY 20 DEPARTURES
1. Below is the suggested voice procedure and RAFP coordination for Air Systems requiring the
extended RW 20 departure for additional runway length. This action is subject to PPR NLT 12hrs
prior to take-off from Air Operations. It is in place due to the proximity of jet efflux to the A15
carriageway when the extended RW20 is in use. The RAFP presence is to ensure, as far as
possible, that the under-shoot is sterile prior to take-off (i.e. free from pedestrians and vehicles).
Ser RAFP Posture Radio Call Words

#1
1 (Within RAFP C/S to WAD Tower “Waddington Tower, C/S requesting START”
HQ)
#1
2 (Within RAFP WAD Tower to C/S “C/S, Waddington Tower, Standby”
HQ)
WAD Tower will telephone RAFP 24hr Duty telephone Ext 7131 to confirm they are available to
deploy to A15 (only likelihood that they are not is if they are responding to an incident).
When RAFP confirm they are able to deploy to A15…….

#1
3 (Within RAFP WAD Tower to C/S “C/S, START”
HQ)
C/S starts and there may be a notable delay before C/S ready for taxi.
#1
4 (Within RAFP C/S to WAD Tower “Waddington Tower, C/S requesting TAXI”
HQ)
#1
5 (Within RAFP WAD Tower to C/S “C/S, Waddington Tower Standby”
HQ)
WAD Tower will AGAIN telephone RAFP 24hr Duty telephone Ext 7131 to confirm they are
available to deploy to A15….. and if so DEPLOY THEM (only likelihood they are not is if they are
responding to an incident).
When RAFP confirm they are deploying to A15……

#1
(Within RAFP
6 WAD Tower to C/S “C/S, Taxi…”
HQ)
(moving to #2)
Air System taxis to Runway 20 HOLD and RAFP deploy to A15.
#2
RAFP to WAD “Waddington Tower, WHITE CAP in position
7 (Outside Crash
Tower Posture # 2 (A15)”
Gate One)
#2
WAD Tower to
8 (Outside Crash “White Cap, Waddington Tower, Roger”
RAFP
Gate One)
1-L-1
Air System waits at Runway 20 HOLD and RAFP wait at Posture # 2 (Crash Gate One).
When Air System ready to depart…

#2
9 (Outside Crash C/S to WAD Tower “Waddington Tower, C/S ready for departure”
Gate One)
#2
10 (Outside Crash WAD Tower to C/S “C/S, Waddington Tower LINE UP”
Gate One)
WAD Tower IMMEDIATELY switches A15 lights on to flashing red.
On seeing A15 flashing lights, RAFP move into a position (on foot) to where they can see if the
A15 is sterile.
Air System LINES UP and awaits confirmation that A15 is sterile….

#3
WAD Tower to “WHITE CAP, WAD Tower – Confirm A15 is
11 (On foot in
RAFP STERILE?”
view of A15)
#3
RAFP to WAD
12 (On foot in “Affirm” OR “Negative”
Tower
view of A15)
If A15 is sterile…..
#3
13 (On foot in WAD Tower to C/S “C/S, cleared for TAKEOFF”
view of A15)
Once the Air System has ‘throttled up’ and commenced a take-off roll, it is then committed
to take-off and cannot reasonably be stopped by activity taking place behind in the A15.
However, R/T voice calls can still be made in an attempt to halt the take-off (i.e. the danger
posed by the jet-wash) if deemed necessary should the A15 unexpectedly become un-
sterile and there is a perceived risk to human life.
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1-L-2
Information Owner: OC ESS Extra Input From: Nil
Appendix 2 to
Annex L to DAM
Dated 26 Nov 19
RAF WADDINGTON LICENSED AIR SYSTEM DISPERSALS – AESO 2-1-1-01-37
AIR SYSTEM QTY OF WEAPONS ALLOWED BY SAFETY DISTANCE CM FORWARD RESTRICTIONS

DISPERSAL HAZARD DIVISION (NOT FDA)Note 1 FLARE FIRING
ESR must be informed prior to
Bay 18-23 not HD 1.2.1 – 1.4 = 50 Kg parking
including Bay Permitted to park 2 x Air System on one bay 60m Yes* No
19A containing 50kg each *Provided the Flare Danger Area
can be met
Bay 24 NIL N/A No No Bay not licensed for explosives
HD 1.2.1 – 1.4 = 50 Kg
Bay 25 Permitted to park 2 x system on one bay 60m Yes* No
containing 50kg each
<1420kg HD 1.1 = 250m ESR must be informed prior to

HD 1.1 = 101kg
>1420<3900kg HD1.1= 350m parking
(NEQ can be increased - See note 3)
>3900<8125kg HD1.1= 450m Aggregation rules apply
Bay 19A DAC HD 1.2.1 = 309kg 60m *Provided the Flare Danger Area
ONLY HD 1.2.2 = 15000kg Yes* No can be met
(See note 2) HD 1.2.3 = 1440kg
HD 1.3.3 = 15000kg
HD 1.3.4 = 15000kg
HD 1.4 = 15000kg
Note:
1. The Safety Distance is that generated by the Net Explosives Quantity and must not be confused with Flare Danger Area, which in some cases
may be larger than the NEQ generated distance stated in Table 1.
2. Bay 19A is not to be used for parking armed Air Systems carrying munitions other than CM Flares.
3. The NEQ for HD 1.1 may be increased from 101kg up to 8125 kg provided there are no Air System parked on Bays 18, 19, 20, 21 and the
VAHS Car Park is evacuated. The ESR or ES Team must be informed.
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2-L-1
Annex M To DAM
Dated 26 Nov 19
AERODROME CRASH PLAN AND EMERGENCY ORDERS
1. The RAF Waddington Aircraft Post Crash Management and Major Incident Plan (CONPLAN
1) can be found at this link.
2. CONPLAN 1 is an all-encompassing response document for aircraft crash and Major

Accident. The table below details the exercising regime of the document:
Area Exercised. Exercise Frequency Date of last exercise
Unit Spillage Response Plan Tier 2 – 6 monthly

Tier 3 – Yearly
APCM Full Scale Ex. Every 2 years 25 Sep 18
APCM Table Top Ex. Any year where a full-scale Ex Nov 17

has not been carried out.
Major Accident Ex Every 3 Years 25 Sep 18
(with Civilian Emergency
Services)
Major Accident Table Top Ex Annually
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M-1
Annex N to DAM
Dated 26 Nov 19
ORDERS FOR DISABLED AIR SYSTEMS REMOVAL
1. Overview. This order outlines the actions to be taken when a requirement exists, to quickly
and safely remove an Air System that has caused a temporary closure of a runway, taxiway or Air
Systems Servicing Platform (ASP), but falls beneath the criteria of an accident that would be dealt
with separately under CONPLAN 1. If there is any doubt as to the status of an incident, advice
should be sought from the Military Accident Investigation Branch (MilAIB) or Air Accidents
Investigation Branch (AAIB), if a civilian Air System is involved.
2. Waddington Based Air Systems. Should an RAF Waddington based Air Systems become
disabled and cause a temporary closure to any Air Systems Operating Surface, the responsibility
for the recovery of the Air System will lie with the relevant Sqn engineers. During the procedure
the following actions are to be carried out:
a. Waddington Air Traffic Control. ATC are to assess the impact of the temporary
closure on current flying operations. If necessary, they are to coordinate ARFF response
and initial Air Systems diversion actions. If required, any unusable areas of the manoeuvring
area are to be marked correctly. The following points should be considered:
ATCO I/C
3.1 Notify the ARFF Services.
3.2 Air System identification and type.
3.3 Nature of Air Systems un-serviceability.
3.4 Location of Air Systems.
3.5 Section of the manoeuvring area affected.
3.6 People On Board (POB).
3.7 Estimated time of Arrival (ETA) of all Air Systems requiring use of the closed runway.
3.8 Latest time for affected Air Systems to divert.
Ensure that any unserviceable areas of the manoeuvring area are correctly marked,
3.9 in accordance with MAA standards, to provide for safe Air Systems operation of the
remaining areas.
3.10 Specifically, the ATCO IC is to pass the following information to Stn Ops.
3.11 Air System Identification and Type.
3.12 Nature of unserviceability.
3.13 Location of Air System.
3.14 Section of the manoeuvring area affected.
3.15 POB
3.16 Time until the next Air Systems requires use of the closed manoeuvring area.
b. Waddington Station Operations. Are to liaise with Eng Ops and ATC to determine the time
of the anticipated closure, submit a Runway BLACK NOTAM if necessary and coordinate the
response to any Air Systems diversions.
N-1
Station Operations
4.1 Notify ATC of a disabled Air System if not already aware.
4.2 Ensure the appropriate Notice to Airmen (NOTAM) has been raised.
4.3 If required carry out RUNWAY BLACK plan.
4.4 Notify OC Ops Wg / OC Ops Sqn (or equivalent).
4.5 Notify Eng Ops (or equivalent).
4.6 Notify VASS/Movements (or equivalent).
4.7 Notify relevant Sqn (if it affects a station-based Air Systems).
Notify AAIB, for civilian Air Systems, to verify that the establishment assessment of
the incident falls beneath that warranting an AAIB investigation.1 AAIB will require
4.8
Air Systems identification and type; nature of Air Systems un-serviceability; location
of Air System; section of the manoeuvring area affected and POB.
Duty Ops Controller
Obtain and record permission from the owner or duly authorized representative of
4.9
the owner of the Air System, for the movement of the disabled Air Systems.
4.10 Notify all Air Systems operators likely to be affected if “RUNWAY BLACK”.
4.11 For civilian Air Systems, notify the Air Systems operating authority and AAIB.
Fire Section
DSA DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF) Regulations
4.12
and Site-specific Crash Plans
c. Waddington Engineering Operations. Are to liaise with the relevant Engineering

Sqn to determine and assist with any recovery actions. Eng Ops are to consider the
possibility of activating the Stn Spillage Plan.
Eng Control (Or equivalent)

Once cleared by Ops, tow the disabled Air System clear with the appropriate towing
5.1
arm or ‘universal dolly.’
Air System Owner
The Air System owner is defined as the holder of the Certificate of Registration and can
be held responsible for the Air Systems removal and disposal of fuel and other
5.2 hazardous materials that have been spilt because of an incident (noting the aerodrome
will have instigated the Stn Spill Plan). When advised of a disabled Air System, the
owner should liaise with Station Operations (or equivalent) to discuss its removal.
3. Visiting Military Air Systems. Should visiting military Air Systems become disabled and
cause a temporary closure to any Air Systems Operating Surface, the responsibility for the
recovery of the Air System will lie with Waddington Eng Ops. The actions outlined in Paragraph 2
shall be carried out along with the following actions:
a. Waddington Air Operations. Waddington Air Operations are to liaise with the parent
unit to inform them of the situation.
b. Waddington Engineering Operations. Waddington Engineering Operations are to

nominate a parking bay for ASMT to tow the Air System for parking.
c. Parent Unit Operations/Engineering Section. Parent Unit Operations/Engineering

Section are to coordinate a full recovery plan through RAF Waddington Station Operations.
1
If the AAIB elect to conduct an on-scene investigation, the disabled Air Systems cannot be removed from the movement area until
authorised by the AAIB.
N-2
4. Visiting Civilian Air Systems. Should a civilian Air System become disabled and cause a
temporary closure to any Air Systems Operating Surface, the responsibility for the recovery of the
Air System will lie with the Air System owner, as detailed on the certificate of registration. Under
the authorisation/supervision of the Air System owner or Captain, Waddington Eng Ops will initially
tow the Air System clear of any Air Systems operating surfaces to a suitable parking bay. The Air
System owner is then responsible for organising all recovery actions in coordination with
Waddington Station Operations. It should be noted that, in extremis, RAF Waddington reserve the
right to remove any disabled Air Systems should it pose a threat to safety or operational output.
5. AAIB Involvement. In the event of a disabled civilian Air Systems, the AAIB should be
contacted to verify that the assessment of the incident falls beneath that warranting an AAIB
investigation. Specifically, the AAIB should be passed the following information:
a. Air System Identification.
b. Air System Type.
c. Nature of unserviceability.
d. Location of Air System.
e. POB.
6. If it is deemed that an investigation is required, the Air System should not be moved from its
location.
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N-3
Information Owner: OC Fire Extra Input From: Nil
Annex O To DAM
Dated 26 Nov 19
AERODROME RESCUE AND FIRE FIGHTING SERVICES ORDERS
1. These orders supplement the RAF Waddington Aircraft Post Crash Management and Major
Accident Plan and Fire Section Orders to outline the actions to be taken during an incident that
may affect airfield operations. This could be an incident notified by the Civilian Emergency
Services; Stn Ops or on guidance from ATC requiring pre-emptive emergency action to either Air
Systems, technical or domestic situations.
2. The Defence Fire Risk Management Organisation offer policy guidance in the form of
Generic Risk Assessments (GRAs), Tactical Information Plans (TIPs), Fire Facts and Chief Fire
Officer Instructions (CFOIs). These orders are highlighted below, anyone who needs access to
these documents should contact the RAF Waddington Fire Training Officer on 01522 728546 from
civilian telephone networks or 95771 8546 from military networks.
a. GRA’s. The GRA’s capture the risks faced by all responding fire authorities in the
execution of their duty.
b. TIPs. All DFR Fire Stations are required to complete and document a TIP for all
‘Significant Risk’ premises within their areas of responsibility. TIPs inform and assess
potential risks to fire-fighters in the event of a fire or incident and inform pre-planning
strategies.
c. SOPs. Standard Operating Procedures written and produced for DFR personnel by
DFR HQ.
d. Fire Facts is a tool to assist an incident commander and offer incident support in order
to select the correct course of actions and approach based on the analysis of recorded
incident data at:
(1) Fires.
(2) Rescues.
(3) Special Services.
(4) Miscellaneous incidents.
3. CFOI’s. These are a means of providing the DFR Brigade with a single source of
information for Civil Servants, Contractor Fire Services, Trade Group 8 (Fire) and the Royal Navy
on current policy guidance, operating procedures and technical information in line with current
practices.
4. Release of Airfield Rescue Fire Fighting (ARFF) Assets in Support of Incidents. In

accordance with RA 3261(2) in the event of an actual incident across MOD estate with ‘persons
reported’ the ATC Supervisor or ATCO IC is authorised to release the ARFF and to reduce or lose
the Aerodrome Category in accordance with the following:
a. Once informed of persons reported, the ATC Supervisor or ATCO IC is to authorise the
Crew Commander to commit resources and reduce or lose the Aerodrome Category. The
ATC Supervisor or ATCO IC is to consult with Stn Ops who will confirm the Sqns’
requirements for any airborne Air System, in consultation with the sqn DAOs. If possible,
any RW Air System in the visual circuit will be given landing instructions for any part of the
airfield before the resources are committed. If this is not possible, the AO is to be consulted
about authorisation for Field Operations landings. FW Air Systems are to be sent around or
O-1
diverted unless in the critical stages of flight; the ARFF are not to be delayed from crossing
the runway by the landing Air System.
b. If the ARFF are unable to attend the incident due to an agreed higher priority on-airfield
incident, confirmation from the Crew Commander is required that the local authority has been
alerted via 999. Additionally, all details are to be recorded in both the ATC and Stn Ops
Watch Logs.
c. When only small elements of a unit’s capability are affected in support of an ongoing
off-airfield incident, the ATC Supervisor is to liaise with the Crew Commander and confirm
the Aerodrome Category. The Supervisor is then to liaise with Stn Ops and make a decision
on whether to continue Air Systems operations from the airfield.
5. Aerodrome Categories. RAF Waddington is designated an ICAO 7 airfield (but at notice

can uplift to ICAO 8). DSA DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF)
Regulations.
a. Services. Hotpit refuels are not permitted under any Aerodrome Cat at RAF
Waddington.
6. Temporary Reductions in ARFF Cover. In the event of an unexpected reduction in ARFF

capability e.g. unserviceability of a vehicle, specialist equipment or unplanned shortage of fire
personnel, the senior RAF Fire Manager on duty shall:
a. Complete the relevant section of the ARFF Risk Assessment Form.
b. Detail the nature of the reduction in ARFF capability.
c. State what ARFF capability remains.
d. Provide an estimate of how long the reduced capability is expected to persist.
7. Once completed by the Senior RAF Fire Manager, ARFF Reduction of Cover – Hazard
Assessment shall be sent to the DSATCO/ATCO IC to allow the HoE or AO determine what, if any,
action will be taken concerning continuance of flying operations. The decision to stop, restrict or
continue flying operations will depend on the nature of the reduction of ARFF capability.
8. Medical Cover. The following Stn medical resources are available:
a. Published Airfield Opening Hours. MT driver and TMV are on standby at MT during
Airfield opening hours and will respond immediately when required. The Duty Medic (DM)
will remain on standby at the SMC. The Duty Doctor will respond to incidents as required.
b. Airfield Opening Outside of Published Hours. On receipt of notification that the

airfield has opened the DM is to contact MT and confirm the actions at 8a are in place. In the
event of an Air System crash on Stn, the DM will respond in the TMV and ATC will telephone
999 for civilian emergency medical assistance. The Duty Doctor is available via the Duty
Medic, at 2 hours notice, for the coordination of aviation and occupational emergencies.
c. Sentry movements medical cover. There is no requirement for uplift of Crash

Medics prior to a SENTRY move.
9. Inspection of Fire and Medical Vehicles. The daily inspection of fire and medical vehicles
is to be carried out IAW JSP 800 and relevant AESP’s; any unserviceability’s are to be reported to
Air Ops who will then inform ATC and other sections as required.
O-2
10. Platform Specific Orders. Orders for specific Waddington based platforms can be found on
the Stn SharePoint page.
11. As defined within DSA DFSR 02 – Defence Aerodrome Rescue & Fire Fighting (ARFF)
Regulations, RAF Waddington has carried out a Task Resource Analysis (TRA) to assess the
aerodrome ARFF response capability and to determine the minimum requirement of rescue and
firefighting equipment, personnel and supervisory grades.
12. This TRA is yet to be finalised in consultation between the HoE/AO and DFR to ascertain the
optimum level of resource required to effectively manage a Credible Worst-Case Scenario
(CWCS). The outcome of the TRA is yet to be agreed with the HoE/AO and should be shared with
the local Fire and Rescue Authority(s) or Host Nation equivalent and Local Resilience Forums.
13. Dependent upon the role of the aerodrome it may be necessary to have carried out TRAs for
a number of ICAO Air System Categories. TRA reports endorsed by the AO complete with all
assessments are available via the hyperlinks below:
a. ICAO Air System Category 7 AO endorsed TRA Report is located – TBC
b. CWCS Workload Assessment for Scenario 1 is located - Link.
c. CWCS Time Line Assessment for Scenario 1 is located -Link.
d. CWCS Workload Assessment for Scenario 2 is located - Link.
e. CWCS Time Line Assessment for Scenario 2 is located - Link.
If required, copy above for each ARFF Category to be promulgated at the Unit.
14. Response Area Assessment. The operational objective of the ARFF service is to achieve
response times of two minutes and not exceeding three minutes to any point of each operational
runway, as well as to any other part of the operating area (response area), in optimum surface and
visibility1.Response time is considered to be the time between the initial call to the ARFF service,
and the time when the first responding vehicle(s) is (are) in position to apply foam at a rate of at
least 50 per cent of the discharge rate required as defined within DSA DFSR 02 – Defence
Aerodrome Rescue & Fire Fighting (ARFF) Regulations.
b. RAF Waddington Response Area Assessment is located here.
15. 1000Mtr Assessment. As defined within DSA DFSR 02 – Defence Aerodrome Rescue &
Fire Fighting (ARFF) Regulations: assessment of the approach and departure areas within 1000m
of the runway threshold2 should be carried out to determine the options available for rescue. In
considering the need for any specialist rescue and access routes, the environment of the risk area,
in particular the topography and composition of the surface should be considered.
a. Emergency access roads should be provided on an aerodrome where terrain

conditions permit their construction to facilitate achieving minimum response times.
Particular attention should be given to the provision of ready access to approach areas up to
1000 m from the threshold, or at least within the aerodrome boundary. Where a fence is
provided, the need for convenient access to outside areas should be taken into account.
b. Where an aerodrome is located close to uneven ground or difficult terrain, and where a
significant portion of approach or departure manoeuvres take place over these areas, the
1
Optimum visibility and surface conditions are defined as daytime, good visibility, no precipitation with normal response route free of
surface contamination e.g. water, ice or snow and air system movement restrictions.
2
If required for rotary wing air system all undershoot/overshoot areas for the operating areas.
O-3
ARFF service will be expected to respond to incidents in these areas and should be
appropriately resourced with specialist rescue/firefighting equipment and training.
c. RAF Waddington 1000Mtr Assessment is located here.
16. Water Assessment. Additional water supplies shall be provided. The objective of providing
additional water supplies at adequate pressure and flow is to ensure rapid replenishment of ARFF
vehicles. This supports the principle of continuous application of extinguishing media to maintain
survivable conditions at the scene of an Air System incident for far longer than that provided for by
the minimum amounts of water defined in DSA DFSR 02 – Defence Aerodrome Rescue & Fire
Fighting (ARFF) Regulations. Additional water to replenish vehicles may be required in as little as
five minutes after an incident.
a. RAF Waddington Water Assessment is located here.
17. Reduction of ARFF Category Provision. Circumstances may require that flying is
conducted to/from aerodromes with reduced levels of ARFF services. HoE/ADHs may approve
such activity following a risk assessment informed by advice from the Defence F&R ARFF
provider.
a. The risk assessment is conducted using ARFF Reduction of Cover – Hazard

Assessment which is to be archived once completed as the auditable record of the
HoE/ADH’s decision. Air System Operating Authority are responsible for detailing in their
Orders who can make risk-based decisions and to what level of reduced ARFF category will
require elevation to the appropriate risk owner.
b. All completed risk assessments are to be retained.
c. Reduction of ARFF Category due to loss of MFV is located here.
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O-4
Annex P To DAM
Dated 26 Nov 19
RAF WADDINGTON FIRE SERVICE TRAINING AREA
1. RAF Waddington has 2 Fire Service Training Areas, they contain an Air System fire training
simulator and breathing apparatus training facility; in particular the Air System simulator is a
pressurised fuel fed system which meets the requirement of NATO STANAG 7145 ATM (Edition 5)
- Minimum core competency levels and proficiency of skills for fire fighters, and part of the CSA
between DFR and BFC. Both training facilities are maintained by Amey as part of the estate
maintenance programme.
2. All Fire Fighters at RAF Waddington complete maintenance of competence training package
which can be found here along with the training risk assessments and training event sheets.
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P-1
Annex Q To DAM
Dated 26 Nov 19
AIR TRAFFIC CONTROL SQN ORDER BOOK
1. The Air Traffic Control Squadron Order Book is a live document updated regularly by
DSATCO. The latest copy of the Order Book can be found at the following link:
ATC SOB
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Q-1
Annex R To DAM
Dated 26 Nov 19
ORDERS FOR THE REPORTING PROCEDURES TO ADVISE NO1 AIDU OF ANY

PERMANENT CHANGES TO AERODROME INFORMATION
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. The aim of the reporting procedures is to ensure that the
MAA and No1 AIDU are notified of any changes to the physical condition of the airfield and of new
obstacles that may affect the safety of Air System operations.
2. Responsibilities. SATCO has overall responsibility for ensuring that procedures are
established and resources provided to report changes to aerodrome physical characteristics or any
other change that may affect the safety of Air System operations. The Duty Operations Controller
(DOC) is responsible for documenting reporting procedures and for advising No1 AIDU of any
permanent changes to airfield information. The Air Traffic Control Officer In Charge (ATCO IC) is
responsible for reporting the day-to-day serviceability of the aerodrome and notifying temporary
changes to published aeronautical information to the DOC.
3. Legislation, Standards and Technical References. The ATCO IC is to provide up to date

information on the airfield and hazards to air navigation. This is done through the Aeronautical
Information Publications (AIP) and Notices to Airmen (NOTAM).
4. Reporting Procedures. Any situation that may have an immediate effect on the safety of
Air Systems operations is to be reported to ATC/Ops via radio or telephone as soon as possible. If
ATC /Ops are unavailable, then the AO or deputy is to be informed immediately.
5. NOTAM1. All NOTAMs for RAF Waddington are submitted by RAF Waddington Air
Operations. A log of all NOTAMs submitted is stored on the RAF Waddington SharePoint Site at
this link. NOTAMs should be submitted for any of the following instances:
a. A change in the serviceability of the manoeuvring area.
b. A change in the operational information contained in this manual and published in the
Mil AIP.
c. Aerodrome works affecting the manoeuvring area or penetrating the OLS.
d. New obstacles which affect the safety of Air System operations.
e. Bird or animal hazards on or in the vicinity of the airport.
f. A change in the availability of aerodrome visual aids, i.e. markers and markings,
runway lighting, etc.
g. Any change in aerodrome facilities published in AIP.
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1
NOTAM information must be provided by fax or email. Where urgent advice can be given by telephone, it must be confirmed by fax or
email as soon as possible. Reporting Officers raising a NOTAM must subsequently check the issued NOTAM for accuracy.
R-1
Annex S To DAM
Dated 26 Nov 19
AERODROME SERVICEABILITY INSPECTIONS – ORDERS
1. Aerodrome Serviceability Inspections. Serviceability Inspections at RAF Waddington are

carried out by RAF Waddington ATC in accordance with the guidance given in MMATM and RA
3264 – Aerodrome Inspections. They are completed before the Aerodrome is opened by the
Aerodrome Controller (ADC) who is to carry out a comprehensive inspection of the movement area
as detailed below:
a. Daily, before the aerodrome is opened for flying on each occasion.
b. If night flying is to be conducted a further inspection is to be conducted prior to last

light.
c. Prior to sunset, before any planned night movements.
d. Check the serviceability of all aerodrome traffic lights.
e. Controllers are to vacate the vehicle at random intervals and conduct a close up visual
inspection of an area of the runway.
f. All inspections are to be logged in the ATC logbook, including any issues raised. Any
issues are to be reported to the relevant section subject matter expert (SME). Any sweeping
requests are to be logged.
g. Any work requests are to be put through the correct channels and a record of the
request and subsequent action maintained.
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S-1
Information Owner: SATCO Extra Input From: OC Eng, OC MT, OC Fire, SMO
Annex T To DAM
Dated 26 Nov 19
AERODROME TECHNICAL INSPECTIONS – ORDERS
1. Inspection of Technical Equipment. Personnel within the Ground Radio Maintenance

Section (GRMS) are responsible for routine inspections of the technical equipment (transmitters,
receivers, ILS etc) with precision navigation aids being calibrated by a flight check Air System in
accordance with AP 600 Royal Air Force CIS policy and the relevant equipment Support Policy
Statement.
2. Airfield Lighting. Airfield Lighting is maintained and checked on a routine basis by Amey in
accordance with the Military Airfield Design Specification.
3. Earthing Points. Earthing Points are maintained and checked on a routine basis by Amey
in accordance with the Military Airfield Design Specification.
4. Manoeuvring Areas and Drainage. The Airfield Manoeuvring Areas are maintained and
checked on a routine basis by Amey in accordance with the Military Airfield Design Specification.
The airfield drainage plan is checked and maintained by Severn Trent Constain.
5. Aerodrome Signage. Aerodrome Signage is maintained and checked on a routine basis by

Amey in accordance with the Military Airfield Design Specification.
6. ARFF Vehicles. The Airfield Response Fire Fighting vehicles are checked and maintained
iaw AESP 4210L266601 MFV2. This document is available through RAF Waddington Fire section.
7. Crash Ambulance. The scaling of the Crash ambulance is done iaw AP 1269 and Defence
Logistics Framework; civilian access via the Defence Gateway detailing the associated equipment
care inspections.
8. Airside Vehicle Control Measures. The Airside vehicle control measures of Traffic lights,
CCTV and road barriers is maintained iaw RA 3262 and ATC Sqn Orders.
9. Airfield Wildlife Control Unit. The Airfield Wildlife Control Unit equipment and vehicles are
inspected on a daily basis and a locally produced form from SERCO is completed to annotate this.
10. Standby Power System Checks. The Airfield Standby Power System is maintained and
checked on a routine basis by Amey in accordance with the Military Airfield Design Specification.
11. Review of Aerodrome Driving Orders. Aerodrome Driving Orders are the responsibility of
Waddington ATC FOM. They are reviewed and updated annually.
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T-1
Information Owner: OC Eng Extra Input From: Nil
Annex U To DAM
Dated 26 Nov 19
PROTECTION OF RADAR AND NAVIGATION AIDS
1. The Ground Radio Maintenance Section (GRMS)1 Supervisor and his/her staff are
responsible for the security, safety, safeguarding and infrastructure of Ground Radio Installations
(GRI). This is achieved through controlled access, regular inspections and active involvement with
Boards of Officers/Siting Boards in accordance with AP 600 Royal Air Force CIS Policy.
2. Security of the GRI is achieved by ensuring access to any site is via the GRMS Task Control
office. GRMS staffs ensure that only personnel with a valid reason for entering the GRI are
permitted entry and all visitors without the relevant level of security clearance will be escorted.
Control is delivered by the use of site specific Health & Safety briefs which must be read and
signed for before the drawing of keys, which in turn are signed for in the Key Register on issue.
Site Integrity Signs instructing personnel to contact GRMS are clearly visible to anyone
approaching the GRI from an approved direction.
3. To ensure the integrity of all GRI is maintained, whether manned or unmanned, they are
subject to a Weekly and Monthly site check by duty staff in accordance with local orders, a copy of
these orders can be obtained on request from Air Operations.
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1
GRMS comprises Aquila; the prime GRI maintenance contractor and Airfield Support Technicians (AST) from Cyber
Support Section within C4I Sqn.
U-1
Annex V To DAM
Dated 26 Nov 19
SURVEILLANCE EQUIPMENT MAINTENANCE AND MONITORING
1. Surveillance Equipment Maintenance is carried out by suitably trained, authorised personnel

within the Ground Radio Maintenance Section (GRMS)1, 3rd line support and external agencies that
supply and/or maintain associated equipment.
2. The maintenance policy for each item of technical equipment is detailed in the relevant
Support Policy Statement (SPS). The SPS is the executive document specifying the support
arrangement for each GRI and reflects the broad policy contained in AP 600 Royal Air Force CIS
Policy.
3. In addition to the SPS are the equipment associated technical Air Publications (AP) which
detail the type and periodicity of preventative maintenance. A full set of these are held by GRMS
in their technical library, but can also be accessed via the Technical Documentation On Line
Search engine DR TDOL Viewer.
4. Surveillance Equipment monitoring is carried out by Air Traffic Control duty personnel via
equipment specific Remote Control/Interface Units located in the ATC Approach Control Room.
Any fault indications are reported by ATC personnel to the GRMS Task Controller and/or Duty
Tech.
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1
V-1
Annex W To DAM
Dated 26 Nov 19
NAVIGATION EQUIPMENT MAINTENANCE AND MONITORING
1. Navigation Aid Equipment Maintenance is carried out by suitably trained, authorised

personnel within the Ground Radio Maintenance Section (GRMS)1, 3rd line support and external
agencies that supply and/or maintain associated equipment.
2. The maintenance policy for each item of technical equipment is detailed in the relevant
Support Policy Statement (SPS). The SPS is the executive document specifying the support
arrangement for each item and reflects the broad policy contained in the AP 600 Royal Air Force
CIS Policy.
3. In addition to the SPS are the equipment associated technical Air Publications (AP) which
detail the type and periodicity of preventative maintenance. A full set of these are held by GRMS
in their technical library, but can also be accessed via the Technical Documentation On Line
Search engine DR TDOL Viewer.
4. Navigation Aid Equipment Monitoring is carried out by Air Traffic Control duty personnel via
equipment specific monitoring systems located in the ATC Approach Control Room. Any fault
indications are reported by ATC personnel to the GRMS Task Controller and/or Duty Tech.
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1
W-1
Annex X To DAM
Dated 26 Nov 19
AERODROME WORKS SAFETY – ORDERS
1. Work In Progress (WIP) Brief and Contractor Control Orders. The control and
supervision of Airfield WIP is carried out in accordance with the guidance issued in the RA3266.
Contractors are to be briefed by ATC prior to starting work on the airfield and are to be made
familiar with the Airfield User Orders at Annex Z.
2. WIP Log. The WIP Log is kept in the ATC Tower. Contractors are to sign it prior to
commencing work on the airfield.
3. WIP Record. The WIP Record is kept in the ATC Tower and can be made available on
request to the Waddington ATC Supervisor.
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X-1
Information Owner: OC Police and Sy Extra Input From: Nil
Annex Y To DAM
Dated 26 Nov 19
CONTROL OF ENTRY AND ACCESS
1. RAF Waddington is a secure military base. Identity and vehicle checks will be conducted at
the Main Gate before visitors are allowed entry. The Station Commander reserves the right to
refuse access should he feel that the requirements are not met. Persons, who require access onto
the manoeuvring area, must hold a valid airfield driving permit and be familiar with Airfield User
Orders detailed at Annex Z.
2. The Military Provost Guard Service (MPGS) & Station Guard Force (SGF) control entry onto
the Station. If operating on the airfield, users are to be in possession of a valid airfield access
permit. Acceptable forms of identification required for entry onto RAF Waddington are as follows,
in order of preference:
Current UK photo card driving license or passport.

Current full UK driving license (old paper version).
British Nationals.
Police warrant Card.
Current benefit book or card.
Full EEA passport.
Residence permit issued by Home Office to EU nationals on
Other EEA Nationals.
sight of home country passport.
National Identity Card.
Current, signed, full passport.
Other Nationals. A Home Office document confirming the individual’s UK
immigration status.
National Identity Card.
Duplicate or photocopied documents.
Unacceptable forms of Identification. An international driving license.
A birth certificate issued more than 6 weeks after birth.
Any passport that has expired.
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Y-1
Annex Z To DAM
Dated 26 Nov 19
AERODROME USERS – VEHICLE AND PEDESTRIAN CONTROL – ORDERS
References:
A. MAA RA3261
B. MAA RA3262
C. MAA RA3225
D. BM Force Orders
E. CAP 413
F. CAP 774
G. WAD DAM
H. AP 8000 Fair Model
I. ATC SOB
INTRODUCTION
1. RAF Waddington is an operational flying unit and the airfield is active and operational 24 hrs
a day. Therefore, all personnel are to treat the airfield as live at all times. The airfield is out of
bounds to all personnel and their vehicles unless they hold a valid Airfield Access Permit (AAP).
When ATC is open, they are the sole controllers of access to the airfield. Out of hours, Station
Operations manage access to the airfield. The airfield boundary is defined in the DAM Appendix 8
to Annex NN.
PERSONNEL REQUIRING ACCESS TO THE MOVEMENT AREA ARE TO CALL ATC IN THE
FIRST INSTANCE ON 01522 727451 (EXT 7451).
WHEN ATC IS CLOSED, ALL PERSONNEL REQUESTING ACCESS TO THE MOVEMENT

AREA ARE TO TELEPHONE THE DUTY OPERATIONS CONTROLLER ON 01522 726532
(EXT 6532) FOR PERMISSION. THIS IS NOT REQUIRED TO TRANSIT THE MT ROUTE.
UPON ATC OPENING, THE ATC SUPERVISOR/ATCO IC HAS THE AUTHORITY TO AMEND,
DELAY OR CANCEL ANY PREVIOUSLY AUTHORISED ACTIVITY ON THE AIRFIELD IN
ACCORDANCE WITH RA3261 AND RA3225.
2. Applicability. These regulations have been written for the safety of all airfield users. All
airfield users are to comply with these regulations. Failure to adhere to the instructions could result
in the withdrawal of an individual’s permit and may result in disciplinary or administrative action.
DEFINITIONS
3. Movement Area. That part of an aerodrome intended for the surface movement of Air
Systems, including the manoeuvring area and apron(s).
a. Manoeuvring Area. That part of the airfield used for the take-off and landing of Air
Systems and for the movement of Air Systems associated with take-off and landing,
excluding apron(s).
b. Apron. A defined area on an aerodrome intended to accommodate Air Systems for

the purpose of loading or unloading passengers or cargo, refuelling, parking or maintenance.
4. Permission. Aerodrome Access Briefs are carried out in accordance with RA3262. All
personnel entering the airfield are to be in possession of a valid AAP. Visitors may be escorted by
a person who is in possession of a valid AAP, however the escorting driver remains responsible for
the visitor’s conduct. Possessing an AAP does not give personnel an automatic right to drive on
Z-1
the airfield. There are some activities that require specific permission and a brief from the
Aerodrome Controller (ext 7448) these include, but are not limited to:
a. Air Systems under tow.
b. Slow moving vehicles (e.g. cranes, cherry pickers, etc).
c. Vehicles with large or awkward loads.
d. Vehicles towing open loaded trailers.
e. Open top loaded vehicles.
f. Weapons convoys.
g. Bays 1-9. Unless conducting an ATC Airfield Inspection, permission is required from 8
Sqn Rects Control to enter Bays 1-9 via ext 6463.
5. Having received authority to enter the manoeuvring area, drivers are to proceed to their
destinations with care and caution. Drivers are to inform ATC/DOC, if for any reason a delay is
incurred.
6. AAP validity. AAP validity is as follows:
a. AAPs are valid for the minimum period required, up to 12 months and it is the
responsibility of the individual to effect renewal.
b. AAPs will not be issued for periods of 3 days or less. Hosts of visiting drivers are to
ensure that visitors do not drive on the airfield without permission. Escorts should be
provided in all cases where an AAP has not been issued.
c. Three types of AAP are issued; colour coded permits restrict access as follows:
1) MT Route Only (white). Valid from airfield entrance at 8 Sqn, the 20 Loop Road
and eastern side of the airfield up to, but NOT including Delta taxiway.
2) Limited (blue). In addition to the MT Route, valid for all taxiways, dispersals and
the ERP. Users requiring airfield access from the 4/5 hangar entrance are required to
hold this permit.
3) Full (red). Valid for all airfield areas including the runway.
d. Full and limited permits must be signed by the individual’s Line Manager (LM) in order
to be valid. Unsigned permits are restricted to the MT Route only. LM signature confirms the
individual has received task-specific OJT following attendance at the Airfield Access Brief.
Examples of best practice OJT are available on the ATC SharePoint site.
7. Colour Perception. Personnel requiring an AAP are to be colour perception safe (CP2 or
CP3 safe). Personnel who do not meet the required colour perception standard cannot be
employed as drivers on the manoeuvring areas. If a known colour perception condition exists or is
suspected, individuals are to seek medical advice prior to applying for an AAP. By accepting the
issuance of an AAP, individuals are deemed to be declaring themselves CP2 or CP3 safe and are
responsible for their actions.
8. Breaches of Regulation/Runway Incursions. In accordance with MAA RAs, BM Force

Orders, ATC Sqn Order Book and the FAIR Model, failure to comply with these orders may result
in the following:
Z-2
a. When a breach of regulations has occurred, SATCO, or their nominated representative,

is to utilise the above references to ascertain the appropriate immediate actions which can
include:
1) AAP suspension.
2) Retraining.
3) When required, administrative or disciplinary action following consultation

between SATCO, OC PMS and the individual’s LM.
4) If the driver has not been stopped, the registration of the vehicle is to be passed
to the RAF Police for tracing action. The DASOR reference number is to be passed to
the RAFP as soon as possible.
b. Spot checks of AAPs will be conducted on authority of SATCO. All airfield users are to
produce a valid AAP and ID upon demand.
9. Vehicular Activity. Regulations permitting vehicular activity are as follows:
a. Conducting duties directly in support of Air System activity on the airfield.
b. Conducting duties directly in support of the airfield.
c. Driving to/from a place of duty.
d. The road testing of private vehicles is strictly prohibited on the airfield.
e. Learner drivers are not permitted on the airfield.
10. Use of Private Vehicles on the Airfield. Unless driving on the MT Route or commuting
to/from a place of duty, private vehicles are not to be driven on the manoeuvring area. At all other
times duties should be undertaken in an appropriate service vehicle.
11. Insurance. Private vehicles are to be properly insured. All personnel are to note that some
insurance companies operate an "Airside Exclusion" clause. Neither the Crown nor the Station
accept any liability for any accidental damage or injury occurring whilst driving on the airfield;
whether involving only your vehicle, with another vehicle, Air Systems (both stationary or moving),
person, equipment or obstacle within the airfield boundary (defined as inside the perimeter fence).
Whilst driving on the airfield you must either personally obtain suitable airside insurance for your
vehicle or understand that you are undertaking liability for any damage or injury caused by you or
to you whilst driving on the airfield.
12. Pedestrians. Pedestrians are not permitted on the airfield without prior approval of the
Aerodrome Controller/Duty Operations Controller unless they hold a valid AAP. Pedestrians on the
Airfield are to wear a minimum of a high visibility vest (hi visibility belts are considered sub-
optimal). Pedestrians are to route directly to/from their place of duty and obey all traffic lights and
lamp signals. Pedestrians are not to cross the runway, including via the MT Route, without
vehicular support and permission from the Aerodrome Controller. The use of the movement area
for running/jogging is strictly prohibited.
13. Cyclists. All cyclists on the airfield are to adhere to the following instructions:
a. Cyclists are to be in possession of a valid AAP.
Z-3
b. When cycling on the airfield high visibility clothing is to be worn. (Hi visibility belts are
considered sub-optimal)
c. Cyclists are to adhere to traffic lights and lamp signals.
d. Cyclists may only transit to/from their place of duty. The use of the airfield for leisure
cycling/sports training is strictly prohibited.
e. Bicycles are to be fitted with working white front lights and red rear lights, which are to
be operated during hours of darkness and in low visibility.
f. The use of other non-regular modes of transport including, but not limited to,
skateboards, roller skates and scooters is prohibited.
14. Two Hangar North. The area on Alpha Taxiway at 2 Hangar North is out of bounds to
pedestrians and cyclists.
AIR SYSTEMS WHETHER TAXIING OR ON TOW HAVE RIGHT OF WAY OVER ALL VEHICLES
EXCEPT IN CERTAIN SITUATIONS (WEAPONS CONVOYS).
15. Driving Routes. Detailed rules to be applied at RAF Waddington are as follows:
a. A link to the map of the authorised Airfield Areas is available from the ATC SharePoint
site. If any doubt exists, personnel ARE to contact ATC prior to entering the movement area.
b. There is no MT Route on DELTA Taxiway; personnel requiring access are to be in

possession of a Limited (blue) or Full (red) AAP and are to telephone ATC prior to entry. If
ATC is closed permission must be obtained from Station Operations to enter DELTA
Taxiway.
c. Vehicles are to be driven on the MT Route or, if authorised to operate on the

movement area away from the MT Route, routes that have the minimum use of Air System
operating surfaces.
d. Drivers are to cross the airfield via the MT Route which passes the undershoot of RWY
20 at the northern end of the airfield. However, ATC may grant permission or instruct MRE
equipped personnel to cross the runway at other locations. Such instructions are mandatory,
and drivers are not to cross the runway without positive MRE clearance from the Aerodrome
Controller
e. When ATC is open, the 02 Threshold Traffic Lights will be set to RED and the area is
out of bounds to all vehicles unless permission has been granted via MRE from the
Aerodrome Controller.
f. When ATC is closed, the 02 Threshold Lights will be set to GREEN. The area is out of
bounds to all vehicles except duty RAF Police, MPGS, QRF, and Fire vehicles. Any requests
for works in the area, e.g. Airfield Electrician, are to be requested via the Duty Operations
Controller.
g. Drivers on Alpha Taxiway must stay on the Western shoulder Domestic/Hangar side) of
the taxiway and standard rules of the road apply. Vehicles in excess of 42 tons are exempt
and must only drive on the main part of the taxiway.
h. The area of Alpha Taxiway between the 4/5 Hangar entry point and the MT Route entry
point adjacent to 8 Sqn is restricted to large airside support vehicles with MRE permission to
transit (e.g. tankers, fire vehicles, ATC vehicles and LOX vehicles). Flatbed trucks and mini
buses are not considered to be large airside support vehicles. If ATC is closed, permission is
Z-4
to be requested via telephone from the Duty Operations Controller. Drivers requiring access
to sections within the ATC buildings are to route via 4/5 Hangar entry point to ATC unless
permission has been granted from the ADC to transit from the Northern MT Route. Personal
vehicles may be used to access ATC buildings as a place of duty.
i. Entry/exit points to the airfield are marked by blue FOD boxes; FOD checks are to be
carried out in accordance with Station FOD Policy.
16. Parking. The only parking areas on the airfield are as designated with Station Zonal Parking
Policy. Other locations are as authorised by SATCO. Vehicles are not to be parked or left
unattended on the movement area or Airfield Entry Points.
TRAFFIC LIGHTS AND LAMP SIGNALS
17. Taxiway Traffic Lights. There are traffic lights situated at the various entrances to the
taxiway. Drivers are to comply with traffic light signals as follows:
a. STEADY RED – Stop, do not enter the taxiway until the lights change to GREEN or exit
the taxiway at the next exit.
b. STEADY GREEN – Cleared to proceed.
18. Runway Crossing Traffic Lights. Drivers are to comply with traffic light signals as follows:
a. STEADY RED – Stop, remain clear of the runway until the lights change to GREEN.
b. FLASHING RED – Stop, remain clear of the runway until the lights change to GREEN.
c. STEADY GREEN – Cleared to proceed with MRE permission from ATC.
d. FLASHING AMBER WIG WAGS – These are Runway Entry Points. Unless positive
MRE permission has been given by ATC, drivers are not to proceed beyond these lights.
19. Aldis Lamp Signals. ATC or the Runway Caravan controller may use Aldis Lamp signals to
communicate with airfield users. Drivers are to comply with Aldis lamp signals as follows:
a. STEADY RED – Stop.
b. FLASHING RED – Clear the runway or taxiway immediately.
c. FLASHING GREEN – Cleared to proceed (CAUTION- A STEADY GREEN IS FOR AIR

SYSTEMS ONLY).
d. FLASHING WHITE – Return to starting point or do as briefed.
e. In addition to the above, a RED Verey flare fired towards or in front of a moving vehicle
indicates the driver is to conduct an EMERGENCY STOP.
IF A TRAFFIC LIGHT IS SHOWING NEITHER A RED NOR GREEN, AIRFIELD USERS ARE NOT
TO PROCEED WITHOUT THE PERMISSION OF ATC (OR THE DUTY OPERATIONS
CONTROLLER IF ATC IS CLOSED).
20. Telephones. Telephones are sited on multiple dispersals to report emergencies or Flight
Safety hazards. To report an emergency dial ext 333. To report non Flight Safety critical
hazards or to speak to the Aerodrome Controller, dial ext 7448/7451. To call from a mobile phone
call 01522 727448. When ATC is closed, Flight Safety Hazards are to be reported to the Duty
Operations Controller on ext 6532 / 01522 72 6532.
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21. Speed Limits. The following maximum speed limits apply:
a. Taxiways and MT Route Day – 30 mph.
b. Taxiways and MT Route Night – 20 mph.
c. Low Visibility Procedures – 15 mph.
d. Hangars fronts – 10 mph (unless lower is signed).
e. Dispersals – 10 mph.
f. Air Systems under tow – 5 mph.
g. When instructed to ‘EXPEDITE’ by the Aerodrome Controller. As required/authorised

as safety permits for vehicles responding to an accident/incident, including practices.
h. As required/authorised for emergency vehicles as part of DIs.
i. As required for ATC vehicles conducting specific tasks (i.e. Mu-meter runs).
22. General Rules. The following general rules are to be observed:
a. Only authorised Vehicular Entry Points (VEP) are to be used to enter any Aircraft
Operating Surfaces (AOS). Drivers entering or crossing the AOS are to stop at the blue FOD
boxes and fully carry out FOD checks complying with all below:
1) FOD checks are mandatory for all personnel 24/7.
2) All vehicles are to have a light source available to conduct the check when
required at night and low visibility – if one is not available the driver is to sign out a
torch from stores.
3) All personnel are mandated have a Hi-Visibility (hi-viz) Personal Protective

Equipment (PPE) available in vehicles for use when on the AOS (in case of breakdown
/ to be worn during FOD checks at night and low visibility).
4) All personnel are to carry out a ‘vehicle roll forward’ in order to check the whole
tyre before driving onto any AOS.
5) Personnel are to ensure that all vehicle doors are closed when carrying out a
FOD check.
6) Any FOD found while checking vehicles is to be retained by the driver and
disposed of appropriately.
7) Separate tyre checks are required each time a vehicle moves from a non-aircraft
operating surface to an AOS, regardless of how many times this may occur in a single
journey.
b. Emergency vehicles, when attending an emergency need not stop at the blue FOD
boxes to check for FOD. However, on returning from the emergency, emergency vehicles
are to stop, and their tyres are to be checked for FOD prior to entering AOS. FOD checks are
to be carried out iaw para 1. Immediately following the completion of emergency activity,
each emergency vehicle commander is to contact the Eng Ops controller and arrange for all
AOS over which the emergency vehicles have driven to be swept for FOD as soon as
possible.
Z-6
c. When a driver’s intended route is obstructed by an Air System taxiing or under tow,
drivers are to give way and vehicles are to be cleared onto a hard standing or are to turn
about and return along the taxiway. Only in an emergency are drivers to use the grassed
areas and FOD checks are to be carried out before continuing on the Taxiway.
d. Except at traffic lights or by order of ATC, an Air System marshaller or a security patrol
acting on behalf of ATC, vehicles are not to stop on the taxiway.
e. Vehicles are to maintain an orderly flow of traffic. Overtaking is permitted only of very
slow-moving vehicles (e.g. fork lifts/cherry pickers) travelling at less than 15 mph.
Overtaking vehicles are to remain within the speed limit. Towed and taxiing Air Systems
ARE NOT to be overtaken at any time.
f. Reversing in the manoeuvring area is to be undertaken only as a last resort and the
driver is to brief another person to take up a position on his blind side to act as a marshaller.
g. Vehicles are not to be driven on the runway without the specific authority of the
Aerodrome Controller. When ATC is closed, essential access to the runway is to be
requested via the Duty Operations Controller.
h. In the event of a breakdown on the manoeuvring area vehicles are not to be left
unattended. Draw attention to the vehicle by contacting ATC using MRE, if available, or
mobile telephone. Raise the bonnet of the vehicle, turn on the hazard lights and try and
attract the attention of a passing vehicle to assist you. If a breakdown occurs in a dispersal or
hangar area, the driver may leave the vehicle to summon assistance provided there are no
Air Systems in the vicinity. The driver is to return to the vehicle as soon as assistance has
been summoned. The Duty Operations Controller is to be contacted if ATC is closed.
23. Night Driving. The following additional rules apply to driving on the manoeuvring area at
night:
a. Vehicles are to be equipped with serviceable hazard warning lights or drivers are to
carry a red torch for use in the event of a breakdown. Drivers may warn pilots of taxiing Air
Systems by shining a steady red torch beam at the cockpit if it is evident that the broken-
down vehicle constitutes an immediate hazard to the Air System.
b. Vehicles in motion are to have DIPPED HEADLIGHTS, SIDE and TAIL LIGHTS
switched on. Vehicles at the halt are to have their headlights switched to sidelights until such
time as there is a real intention to proceed.
c. Drivers are to ensure that they do not cause dazzle to Air System pilots.
d. Drivers are to exercise greater vigilance at night, as some Air Systems cannot be
readily identified. This is of particular importance when visibility is poor, i.e. less than 1500m.
24. Crash Rescue Vehicles. Crash Rescue vehicles proceeding to an incident are to be given
every priority.
25. Driving on Grassed Areas. Only authorised vehicles are permitted to drive on the grassed
areas unless in an emergency or, as a last resort, to give way to Air Systems taxiing or under tow.
Vehicles authorised to operate on the grassed areas for essential duties are:
a. ATC Vehicles.
b. Airfield Wildlife Control Unit.
c. Elements of the Crash Combine.

Z-7
d. The Airfield Electrician.
e. RAFP and MPGS undertaking security patrols of the perimeter fence.
f. The contracted grass cutters.
ALL DRIVERS ARE TO CONDUCT A FOD CHECK PRIOR TO RE-ENTERING THE MOVEMENT
AREA.
26. Poor Weather Conditions. In poor weather conditions ATC may prohibit all vehicular
movement or implement special escort procedures. In wintry conditions vehicles may be
prohibited from the airfield in order to stop the compacting of snow in order to allow Operation
BLACKTOP snow clearance to proceed unhindered. Drivers requiring essential access to the
movement area and MT Route are to telephone the Duty Operations Controller. When visibility
falls below 1500m, Low Visibility Procedures are enforced. In this case, all non-essential vehicle
movements on the airfield are to cease. Vehicles requiring access to the airfield are to contact
ATC for permission to proceed. If permission to enter movement area is given by ATC, drivers are
to proceed with extreme caution.
27. Out of Hours Activity. The Waddington Flying Club operate when ATC is closed, including
during the evening and weekends. Landing and taking off for the flying club is conducted between
the RHAGs (2000ft from either threshold) with the traffic lights permanently on green. Drivers may
still transit the Airfield via the MT Route and should keep a good lookout for Air Systems both on
the runway and in the approach lanes. Drivers are to give way if it appears that the Air System is
not conforming with the laid down rules. If the Air System appears not to be conforming with the
agreed regulations, ATC and the Duty Operations Controller should be informed at the earliest
opportunity.
28. Humanitarian Helicopter Operations. The Lincs and Notts Air Ambulance is permitted to
operate from the north-eastern corner of the airfield 24 hours a day, 365 days of the year. This
facility is also utilised by the National Police Air Service. All airfield users are to remain vigilant and
give way to such Air Systems at all times. Support vehicles may be encountered operating with
BLUE emergency lighting activated. Airfield users are to give way to these vehicles.
29. Animals. Privately owned dogs are only permitted on the airfield in accordance with SSOs.
Dogs are to be kept on a lead at all times within the aerodrome boundary. The exercising of other
animals, including horses, is not permitted on the airfield.
30. MRE. MRE callsigns are to be allocated to specific vehicles or the appointment of the officer
travelling therein. Their respective callsigns are as follows (overleaf):
VEHICLE/ APPOINTMENT CALLSIGN

MFV/RIV CRASH 1
MFV CRASH 2
MFV (Spare) CRASH 3
TMV MEDIC
Medical Officer STARLIGHT
ATC Vehicles ROVER
Stn Cdr SUNRAY
OC Ops Wg SEAGULL
OC ELW LUPIN
SATCO BASEBALL
ASMT NIMROD
SFireO FIREGUARD
Duty Snow and Ice Clearance Officer DISCO
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Z-9
Annex AA To DAM
Dated 26 Nov 19
WILDLIFE MANAGEMENT (BIRDS) – ORDERS
Introduction
1. The Airfield Wildlife Control Unit’s (AWCU) primary aim is to reduce the risk of collision
between birds and Air Systems. This is achieved by maintaining, as far as reasonably practicable,
a bird-free environment on and around the airfield at RAF Waddington. To achieve this, AWCU
and relevant station personnel need to work closely together to promote a holistic approach to
environmental, habitat and wildlife management.
Background
2. RAF Waddington is situated in a highly diverse, high bird activity area. Set in a
predominantly arable environment interspersed with occasional pockets of dense woodland, most
notably copses adjacent to runway 02 and runway 20 approaches. Also, there are game-rearing
areas near both approaches. Farming activity has a direct influence on the numbers of hazardous
species that gather in local fields. Numerous large bodies of water (gravel pits) now support large
numbers of waterfowl and roosting gulls. All of these can have a negative impact on the bird
protection afforded by the RAF long grass policy.
3. This annex is created iaw RA3270 to give clear direction and understanding of AWCU
responsibilities and actions. It outlines those tasks stated and provides guidance for off-station bird
control and bird scaring and the AWCU monitoring of the airfield habitat and environment.
Airfield Bird Control and Bird Scaring
4. The AWCU should be actively manned two hours before any inbound and one hour before
any outbound Air Systems movement, or as directed by ATC, however this may be reduced to a
stand-by commitment by the ATC Supervisor. When stood down, there may be a requirement to
conduct regular patrols of the airfield to prevent birds becoming habituated or breeding etc. The
AWCU will, by any legally approved means available to it, work to disperse birds away from the
immediate active surfaces and will also attempt to disperse birds away from the domestic areas of
the station, subject to flying programme, to create a bird sterile buffer zone.
5. The AWCU operator should report the bird state level to ATC, prior to the commencement of
station flying, at the start of each shift and whenever the bird state changes. Different bird states
may be in place simultaneously for different parts of the Airfield.
6. The AWCU operator should inform ATC of any changes in risk to Air Systems caused by any
increase or reduction in bird activity, or changes in their behaviour which may result in increased
likelihood of conflict with Air Systems.
7. The Bird state definitions are as follows:
a. LOW. Usual number of birds on the airfield, in the approaches and passing through
and our normal procedures are moving them out of the danger areas.
a. MEDIUM. Higher than normal number of birds either on the airfield, in the approaches
and passing through. Our usual procedures are moving them out of danger areas but due to
the numbers, it is taking longer to clear them than normal.
c. HIGH . Higher than normal number of birds either on the airfield, in the approaches
and passing through. Our usual practices are proving ineffective at moving them out of the
danger areas.
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8. Controllers should avoid issuing instructions to AWCU operators (regarding where/how to
control bird activity), unless not to do so would impact on flight safety. Sweeps of the main area
have limited use in controlling birds. “AWCU operators would be better employed pushing birds
away from the airfield and creating a more hostile environment” (in the opinion of the csl bird strike
avoidance team). AWCU operators will request the flying programme in the morning and at shift
changeover, however they are to be aware that the movements schedule changes constantly.
Controllers should inform the AWCU when there are gaps in the programme to enable the AWCU
to effectively utilise their time. This may include tasks such as removal of nests or birds from
hangars, habitat management (e.g. visiting the messes to check on bird attractants such as food
waste disposal) and monitoring the landscaping of the domestic site and hedgerows for bird
attracting species of trees and shrubs.
9. Controllers should be aware of the visual limitations of the AWCU operator at ground level on
the airfield. They should use the extra height of the ATC tower in conjunction with aircrew reports
to inform the AWCU operator of problem areas; however, to ensure that the correct course of
action is taken, it is essential that ATC personnel allow the AWCU operator to prioritise tasks.
Off Airfield Bird Control and Bird Scaring
10. The control of birds on the active surfaces remains the priority of the AWCU; however, birds
use the human environment to suit their needs-building nests and roosting in and around buildings
(particularly the hangars).
11. The AWCU will, by any legally approved means available to it and so far as is reasonably
practicable, work to disperse birds away from the hanger areas and to discourage their return by
making the area as inhospitable as possible either by direct action or by advising the Station on
suitable courses of action.
12. The AWCU will carry out pest control programmes as deemed necessary by consultation
with building custodians, providing that the pest in question has a direct relationship to bird activity
on the Station and in doing so, does not interfere with the primary role of the AWCU.
13. The AWCU will visit all station messes on a weekly basis, checking that the disposal of food
waste is carried out in such a way that it does not become an attractant to scavenging birds and
vertebrates. The findings of these checks will be reported to the SATCO for any action deemed
necessary and will be included in the flight safety brief.
14. On a seasonal basis the AWCU will check the landscaping of the Station for any fruit or berry
producing shrubs and trees. The findings of these checks will be reported to the SATCO and
SEPO/DIO/Amey for any actions deemed necessary.
15. The AWCU manager will carry out regular “off airfield” visits to local farmers and bird
attracting sites within the safeguarding zone to carry out bird counts and PR meetings. The
outcome of which will be reported to the SATCO through the monthly report.
Monitoring of Habitat and Environment
16. The AWCU will carry out monitoring activities on the airfield, including checks on Long Grass
Policy, Broad Leaf Vegetation of the Grass and Tree Habitats on and around the Stn. The results
of which will be recorded and reported to the SATCO, SEPO/DIO/Amey and Flt Safety Cttee for
any action deemed necessary. The grassed area will be checked regularly and will be reported
through the monthly report.
17. The AWCU will assist the Station with environmental and habitat monitoring as necessary,
providing this does not interfere with the primary role of the AWCU.
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18. The AWCU will assist the Station in the culling of vertebrates at the request of RAF
Waddington; however, this is only possible if the AWCU operator on duty is qualified to do so and
has the correct equipment available.
19. The Station Wildlife Hazard Control Management Plan can be found at this link. A hard copy
of the order can be made available on request to RAF Waddington DSATCO.
20. The Station Airfield Wildlife Control Unit operates iaw CAP 772, MMATM and NBC
Environmental Services Operational Procedures.
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Annex BB To DAM
Dated 26 Nov 19
WILDLIFE MANAGEMENT – ORDERS
1. Wildlife Management on the aerodrome is dealt with by the Estates Management Section on
a case by case basis through external contractors. Requests for assistance are to be submitted by
telephone through 01522 727750 or (Mil 95771 7750).
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Information Owner: Eng Extra Input From: Nil
Annex CC To DAM
Dated 26 Nov 19
HANDLING OF HAZARDOUS MATERIALS (SPILLAGE PLAN)
2. The Unit Spillage Response Plan can be found from the RAF Waddington MACR webpage.
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CC-1
Annex DD To DAM
Dated 26 Nov 19
AIR SYSTEMS PARKING
1. In accordance with AESO 2-1-1-01-03 Parking, refuelling and defuelling of Air Systems on
non-intercepted areas – environmental protection procedures, all Air Systems are to be parked on
paved areas protected by drainage and interceptors.
2. Unless agreed through prior arrangement with RAF Waddington Station Operations, handling
of visiting Air Systems at RAF Waddington is conducted by VAHS in accordance with AESO 2-1-1-
01-37 Instruction for parking of visiting Air Systems including armed Air Systems. The exact slot
for parking will be decided by RAF Waddington Station Operations. Procedures governing
Dangerous Air Cargo / Armed Air Systems can be found at the above AESO, DAM Chapter 7 and
Appendix 2 to Annex L.
3. Deviations from the established parking locations detailed above are to be managed by RAF
Waddington Station Operations in accordance with relevant regulatory documentation.
4. When Station Operations are selecting suitable parking locations for ac, consideration should
be given to the possibility of damage to tarmac surfaces from hydraulic fluid and fuel leaking from
ac. Furthermore, Air Systems can sink into tarmac due to hot tyres or when the OAT is high or
when parked in one location for a long period, even when the pavement is of the correct LCN.
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DD-1
Annex EE To DAM
Dated 26 Nov 19
LOW VISIBILITY PROCEDURES (LVP)
1. The orders for LVP can be found in RAF Waddington ATC Squadron Orders at Section 2,
Order 41 and at Annex Q of this DAM. A hard copy can be made available on request to RAF
Waddington DSATCO.
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EE-1
Annex FF To DAM
Dated 26 Nov 19
GENERAL ORDERS – TERMS AND CONDITIONS/USE OF MOD AERODROMES BY CIVIL AIR

SYSTEMS
Introduction
1. All matters relating to Civil Air Systems use of RAF Waddington are governed by JSP 360.
2. These General Terms and Conditions are applicable to all civilian registered Air Systems
operating to/from RAF Waddington. The Aerodrome Operator reserves the right to alter or cancel
these Terms and Conditions at any time.
3. Civilian Air Systems operations to/from RAF Waddington are in accordance with the
guidance laid down in JSP 360. Civil Operators utilising RAF Waddington are to have a Military or
UK Government sponsor prior to submitting a movement/handling request.
4. RAF Waddington operates a PPR airfield. All movement requests are to be submitted
through RAF Waddington Operations (01522 72 7301) at least 24 hours in advance of the
scheduled landing/departure time.
Winter Operations
5. Winter Clearance Plan. Full details of Winter Operations can be found in the RAF
Waddington Op BLACKTOP Op order.
6. Operating Surface Clearance. RAF Waddington will endeavour to maintain an operating

surface clear from Snow/Ice, however, Snow/Ice clearance will only be conducted for specific Stn
requirements and visitors are advised to contact Station Operations in advance to determine
Snow/Ice clearance plans.
7. Air System De-Icing. Air System de-icing is not routinely available for visiting civilian Air
Systems.
Operational Support
8. Flight Planning. RAF Waddington is able to provide the following Flt Planning Services:
a. Flt Plan submission/change/cancellation.
b. NOTAM pack-up.
9. Flight Following. RAF Waddington does not provide a Flight Following Service for visiting
civilian Air Systems.
Passenger Handling
10. PAX Handling Facility. RAF Waddington has a limited ability to handle large numbers of
passengers. All PAX requirements should be discussed in advance with RAF Waddington
Operations. Air System PAX Operations will be subject to ATSy/DfT NASP procedures.
11. Transport. Visitors are responsible for organising their own onward transport from the Air
System.
12. Customs/Immigration. RAF Waddington is not a designated Port of Entry to the United
Kingdom. Customs and Immigration facilities are available 24/7 through PPR with at least 48 hours
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notice. Customs and Immigration is provided by the UK Border Force Immingham but requests
must be submitted via RAF Waddington Operations.
13. Charter Air System Operations. Charter Airline Operations may be permitted providing the
AO agrees to the handling of the Air System.
14. Scheduled Air System Operations. Scheduled Air System Operations are not permitted at
RAF Waddington. Enquiries should be forwarded to the AO.
15. In-flight Catering. There is no In-flight catering available for visiting civilian Air Systems at
RAF Waddington.
Air System Handling
16. Refuelling Services. Re-fuelling may be available for certain Civilian Air Systems with prior
arrangement through RAF Waddington Air Operations. Stn Air Systems will receive priority for
refuels unless prior arrangements have been made through the AO.
17. Air System Marshalling. Air Systems entering designated parking bays/ASPs are to do so
under the direction of a qualified Air System marshaller. For visiting civilian Air Systems, this will
be carried out by the visiting Air System or appropriate WAD Eng section with prior agreement.
18. Air System Parking. Air System parking will be decided in advance by Waddington
Operations. Hangarage is not available for civilian Air Systems.
19. Maintenance of Air Systems. RAF Waddington will provide no maintenance assistance for
visiting civilian Air Systems.
20. Ground Support Equipment (GSE). RAF Waddington may be able to provide certain
elements of GSE. Requirements are addressed on a case by case basis and should be articulated
to RAF Waddington Operations in advance of any planned movement. Stn Air Systems retain
priority over Stn GSE at all times.
21. Airfield Fire Protection. Airfield Fire Protection is detailed at Annex O in this manual.
22. Security of Air Systems. RAF Waddington is a secure site patrolled by RAFP and MPGS.
Unless requested, specific security measures will not be applied to visiting civilian Air Systems.
23. Flight Safety. The AO retains the right to deny landing/take off clearance to any Air System
where flight safety/airworthiness concerns exist. Flight safety concerns are to be forwarded to the
RAF Waddington Flight Safety Officer (contactable through RAF Waddington Operations).
Contingency Plans
24. Loss of Fire Category. Aircrew will be informed in the event of a drop in Fire Protection. In
this event, the AO retains the right to deny take off/landing.
25. Loss of Power/Communications. Contingency plans exist for the restoring of power and
communications to the airfield. Where a flight safety concern exists, the AO retains the right to
deny take off/landing clearances.
26. Unforeseen Natural Disasters/Pandemics/Emergencies. In the event of an unforeseen

disaster, the AO retains the right to deny landing/take-off clearances for visiting civilian Air
Systems. Additionally, it may be decided that previously agreed Stn support to Air Systems
(including Air System parking) will be withdrawn.
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Annex GG To DAM
Dated 26 Nov 19
BREACH OF TERMS AND CONDITIONS - ORDERS
1. The regulations governing Civil Air System operations at RAF Waddington are detailed within
JSP 360.
2. Any breaches of the guidelines directed within JSP360 or locally arranged procedures will be
brought to the attention of the AO who shall decide on an appropriate response.
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Annex HH To DAM
Dated 26 Nov 19
THUNDERSTORM AND STRONG WIND PROCEDURES
Thunderstorm Levels / Lightening Risk
1. Details of actions to be taken on notification of a 'Thunderstorm Level'/'Risk' warnings,

‘Lightening Risk’ warnings or when thunderstorm activity is apparent in the local vicinity can be
found in MAP-01 Chap 2.6 and 14.7.
Strong Wind & Gale Procedures
2. Forecast / Weather Warnings. When strong winds and gales are forecast the Met Office
are responsible for publishing a Weather Warning via telephone and followed up by an email to
ATC, Stn Operations and the Duty Eng Operations Controller. ATC will publicise the information
via the Stn Tannoy. Eng Operations will conduct: the following:
3. Air System Parking. RAF Waddington Eng Ops will pass the information on to the relevant
Sqns. Details of actions to be taken on notification of a Strong Wind Warning can be found in
AESO 2-1-1-01-07.
4. Use of vehichles to shield light aircraft. Wherever possible all light aircraft are to be
moved into hangars. Consultation with captains of visiting aircraft on precautions and advise
captains of forecast wind speeds. If light aircraft cannot be moved, refuellers may be provided as
windbreaks.
5. Hangars 1 - 5. When wind speeds are forecast to reach or exceed 60 mph, the NCO IC
Hangar is to follow the directions articulated in AESO 2-1-1-01-01 adverse weather conditions –
Effects on Hangars 1 – 5.
6. Alpha (Sentry) Hangar. When wind speeds in excess of 40kts are forecast the DOC (Duty
Ops Controller) is to notify the DEOC (Duty Eng Ops Controller) who in turn will notify 8 Sqn Eng
(or Duty Eng rep OOHs) of the high wind warning including the wind speed and direction. 8 Sqn
Eng (or duty Eng Rep) will then initiate the appropriate risk mitigation measures as directed by
CoC.
7. Pax Loading/Unloading Limits in Strong Winds. The loading and unloading of pax will be
conducted iaw DAP 3150 Manual of Movements Chap 6 Para 6.05.02 and Figure 6.7.
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Issue 8 AL UNCONTROLLED COPY WHEN PRINTED
Annex II To DAM
Dated 26 Nov 19
ELECTRICAL GROUND POWER PROCEDURES
1. Operation of Sentry Dispersal Anton Pillars. Operation of Sentry Dispersal Anton Pillars.
Operation of Sentry Dispersal 312KVA Anton Pillars is currently suspended due to long term
unserviceability. The Sentry Dispersal Anton Pillars are maintained by Amey, any questions
regarding their operation should be directed to the Amey Electrical Supervisor on the duty mobile
number 07885471905
2. Operation of Sentry Hangar Internal Electrical Power Supplies. Operation of Sentry

Hangar Combined 312KVA/100KVA Electrical power supplies for E-3D Air Systems is in
accordance with AESO 2-2-8-05-07.
3. Operation of portable Ground Power Units (GPUs). Various GPUs are used at RAF
Waddington. Personnel require a specific Engineering Authorisation, awarded following suitable
training, to operate these GPUs. GA90 and GA180 type GPUs may be available for visiting Air
Systems in emergencies.
4. Application of Electrical Ground Power to RC135W Rivet Joint. Application of electrical

ground power to RJ is in accordance with Technical Order TO 1C-135-2-2-2-WA-1__Ground
Handling, Servicing & Airframe, and Chapter 14.9. Access to 51 Sqn Technical Orders can be
requested through 51 Sqn docs cell (Mil: 95771 7229).
5. Application of Electrical Ground Power to Sentinel R1. Application of electrical ground

power to Sentinel R1 is in accordance with AP101B-6800-2(R)1 leaflet 1100.
6. Application of Electrical Ground Power to Shadow R1. Application of electrical ground

power to Shadow R1 is in accordance with locally held documents Maintenance Ground Operating
Check sheet and Pilot Operating Handbook (RSL Supplement). Further details can be requested
from 14 Sqn training cell (mil: 95771 8854).
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Information Owner: OC Logs Sqn Extra Input From: Nil
Annex JJ To DAM
Dated 26 Nov 19
AVIATION FUEL MANAEGMENT PROCEDURES
1. Management of Bulk Fuel Installation (BFI). Management of BFI is carried out in

accordance with the direction outlined in JSP 317.
2. Fuel Storage, quality and delivery. Fuel storage, quality and delivery is the responsibility of
RAF Waddington Fuels and Lubrications Section and is carried out in accordance with the
regulations in JSP 317 and Defence Logistics Framework; civilian access via the Defence
Gateway, military access at this link.
3. Safety Procedures. All refuelling activity is to be carried out by personnel who have been
trained in accordance with the HQ Air Command MTD Operator Refuelling Course Syllabus and in
accordance with AESO 2-2-2-05-02 Air System Fuel Operations. In the event of a fuel spillage,
actions are to be carried out in accordance with Annex CC.
4. Air System Fuel Operations. Air System Fuel Operations are detailed in AESO 2-2-2-05-
02.
5. Bonding and grounding of Air Systems and fuelling equipment. Bonding and grounding
of Air Systems and fuelling equipment is to be carried out in accordance with HQ Air Command
MTD Operator Refuelling Course Syllabus.
6. Fuelling with Passengers on board. Air Systems based at RAF Waddington do not
normally carry passengers. In the event that a visiting Air System requests a refuel with
passengers onboard, the procedures outlined in MAP-01 are to be followed.
7. Fuelling with Engines Running. Fuelling with Engines Running is carried out in
accordance with MAP-01 Chap 2.6 Para 5, Re-fuelling of Helicopters with Rotors/Engines
Running.
8. Fuelling and de-fuelling in hangers. Fuelling and de-fuelling in hangers is carried out in
accordance with MAP-01 Chap 2.6 Para 6.1, Refuelling/ Defuelling Air Systems inside Hangars.
9. Fuelling and de-fuelling on non-intercepted surfaces. Fuelling and de-fuelling on non-

intercepted surfaces is to be carried out in accordance with AESO 2-1-1-01-03 Parking Refuelling
and Defuelling of Air Systems on Non-intercepted Areas – Environmental Protection Procedures.
10. Fuel Spillage Procedures. Fuel Spillage Procedures are detailed in the RAF Waddington
Spillage Plan at Annex CC.
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JJ-1
Annex KK To DAM
Dated 26 Nov 19
JETTISON AREA – ORDERS
1. RAF Waddington does not have fuel jettison orders.
2. Fuel Dump Occurrence Report form is located in the RAF Waddington Flying Order Book
Annex A to Order B223.
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Annex LL To DAM
Dated 26 Nov 19
COMPASS SWING BASE - ORDERS
1. RAF Waddington has a Class 2 Compass Swing Base. Orders for the maintenance of the
RAF Waddington Compass Swing Pan are as specified in RA 3521.
2. The latest Calibration report can be obtained from Air Operations.
3. It is the responsibility of DSATCO to ensure that RAF Waddington is compliant with these
orders.
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Information Owner: OC ESS Extra Input From: Nil
Annex MM To DAM
Dated 26 Nov 19
EXPLOSIVE ORDNANCE DISPOSAL AREA – ORDERS
1. RAF Waddington does not have an EODA.
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Information Owner: S FOD O Extra Input From: Nil
Annex NN To DAM
Dated 26 Nov 19
FOD PREVENTION, TRAINING AND AWARENESS
INTRODUCTION
1. This Annex is designed to be a central document for the Stn FOD Prevention Organisation,
providing guidance and a baseline standard for all to meet. This document details:
a. The FOD Prevention Organisation.
b. Individual and collective responsibilities for the prevention of FOD.
c. Station FOD prevention objectives and measures.
ORGANISATION AND REPORTING
2. The RAF Waddington FOD Prevention Organisation is at Appendix 1. The Stn FOD
Prevention Officer (SFODPO) is responsible to the RAF Waddington FOD Prevention Committee
for the prevention of FOD on the Station. Furthermore, Sqn/Unit FOD positions are to be
established to coordinate the Sqn/Unit FOD prevention measures under the direction of the
SFODPO. The composition of the RAF Waddington FOD Prevention Committee is at Appendix 2.
3. All Air System FOD incidents are to be reported on ASIMS. All other FOD is to be reported to
the SFODPO on a MOD F7014 b (Trial) Appendix 6.
RESPONSIBILITIES AND TERMS OF REFERENCE
4. FOD Prevention is the responsibility of every individual at RAF Waddington. However, many
individuals and organisations at RAF Waddington have specific responsibilities in the prevention of
FOD. Detailed TORs for the RAF Waddington FOD Prevention Committee are at Appendix 3, the
SFODPO at Appendix 4 and the Sqn FOD Pos at Appendix 5.
STATION FOD PREVENTION OBJECTIVES AND MEASURES
5. The objective of the Stn FOD Prevention Organisation is to minimise, if not remove, the
hazard FOD poses to Air Systems at RAF Waddington. This objective is to be achieved through
the use of the following measures:
a. Committee Meetings and Actions. The Stn FOD Prevention Committee will monitor
the effectiveness of existing FOD prevention schemes to ensure their continued relevance.
The Committee is to set the standard and provide a unified and dedicated example to the
Stn.
b. FOD Prevention Publicity. The importance of FOD publicity cannot be over-stressed

and every available opportunity must be taken to further the FOD prevention message. FOD
publicity is to be on display for all personnel. All work areas are to have FOD posters
prominently positioned and these should be changed frequently to maintain their impact.
c. Engineering Practices. A large percentage of engine FOD is caused by small metallic

objects, most of which can be identified as engineering debris. The continued use of sound
engineering practices is an essential element of FOD prevention.
d. Airfield Sweeping. The primary aim of the FOD Prevention Organisation is the
prevention of foreign objects migrating to the Air System manoeuvring area. Maintaining an
effective airfield sweeping plan provides an essential backstop to this policy. The ASMT FOD
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PO is to inform the SFODPO of any debris swept up from the Air System manoeuvring area.
The airfield sweeping plan is to be reviewed on an annual basis by the Stn MTO in
conjunction with the SFODPO.
e. ASPs Located Between Hangars. All Sqns are responsible for ensuring that a full
FOD sweep of the ASPs outside of their hangar is conducted before any Air Systems are
towed or manoeuvred over them.
f. Training. All Sqn FOD representatives are responsible for the training of their
personnel. They are to ensure that personnel new to RAF Waddington are aware of the Stn
FOD policy, FOD Check Areas and the mandatory FOD check procedure for vehicles as
directed by the poster at Appendix 7.
g. Work Place FOD Sweeps. All Flt/Sqn/Wg at RAF Waddington are to carry out a
sweep of their Area of Responsibility as required, though it is recommended that sweeps be
conducted at least monthly. Any items found are to be reported to the FOD PO as per para 3.
h. Contractors. Building contractors on Station have limited knowledge of FOD or its

dangers. A close liaison with contractors is essential to ensure that due care is taken by
them when working on Station. SETL is to ensure that all contractors are made aware of the
dangers of FOD and of the necessity to control and clear away any works debris.
i. Investigations. Vigorous investigation into any incident or potential incident maintains

the high visibility that FOD prevention requires and reinforces how seriously FOD is viewed.
The SFODPO is to investigate fully any FOD hazard reported to him and report the
occurrence to the Stn FOD Prevention Committee.
j. Air System Manoeuvring Area. The clear demarcations of an Air System

manoeuvring area and FOD hazard area should provide a timely reminder for personnel
entering a high-risk environment. In conjunction with the SFODPO, SATCO is responsible
for the provision and maintenance of the Air System manoeuvring area and FOD hazard
signs which are to be displayed around the Air System manoeuvring area. The restrictions
pertaining to vehicles and contractors entering an Air System manoeuvring area are to be
detailed in SSOs and reviewed on an annual basis by SATCO in conjunction with the
SFODPO.
k. FOD Prevention Initiatives. Personnel are to be encouraged to forward FOD

prevention initiatives and ideas to the SFODPO for presentation to the FOD Prevention
Committee.
l. Headdress. Personnel are not to wear headdress within the confines of the airfield
boundary as detailed in Appendix 8 figures 1and 2. Headdress is to be removed and securely
held or stowed by the individual. On exiting the airfield boundary, or no headdress zone,
headdress is to be replaced iaw normal dress regulations.
CONCLUSION
6. This Annex outlines the organisation and responsibilities for FOD prevention at RAF
Waddington. It is imperative that those with direct responsibilities for FOD prevention show the
necessary commitment and lead by example. All personnel at RAF Waddington are responsible
for FOD prevention and must be given a clear lead by those in charge.
Appendices:
1. RAF Waddington FOD Prevention Organisation and Reporting Chain.

2. Composition of the RAF Waddington FOD Prevention Committee.
3. TORs of the RAF Waddington FOD Prevention Committee.
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4. TORs for the Stn FOD Prevention Officer.
5. TORs for the Sqn FOD Prevention Officers.
6. FOD Occurrence Report (F7014 B (Trial)).
7. Mandatory FOD check poster.
8. Airfield and waterfront boundaries.
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Appendix 1 To
Annex NN To DAM
Dated 26 Nov 19
RAF WADDINGTON FOD PREVENTION ORGANISATION AND REPORTING CHAIN
Air Cmd FOD PO
1 Gp FOD PO
Stn Cdr
Stn FOD Prevention Committee
Stn FOD PO
Sqn/Unit FOD PO
Stn Personnel
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1-NN-1
Appendix 2 To
NN To DAM
Dated 26 Nov 19
COMPOSITION OF STN FOD PREVENTION COMMITTEE
1. The Stn FOD Prevention Committee is to comprise of the following personnel or their
representative:
a. SFSO Chairman
b. DSFSO (SFODPO/Sec)
c. V (AC) Sqn Air FOD PO
d. V (AC) Sqn Gnd FOD PO
e. 8 Sqn FOD PO
f. 8 Sqn Eng FOD PO
g. XIII Sqn FOD PO
h. 14 Sqn FOD PO
i. 51 Sqn FOD PO
j. 54(R) Sqn FOD PO
k. 56(R) Sqn FOD PO
l. 2503 Sqn FOD PO
m. AAR FOD PO
n. ASMT Flt PO
o. ATC FOD PO
p. AWC FOD PO
q. ESS FOD PO
r. Flying Club FOD PO
s. ELW Wg FOD PO (FS ELW Wg HQ)
t. Logs Sqn FOD PO
u. Medical Centre FOD PO
v. Police Flt FOD PO (Police Flt Adjt)
w. RSL FOD PO
x. AMEY FOD PO
y. Site Estates Team FOD PO
z. SHSO
aa. SEPO
bb. ESS (Cleaners) FOD PO
cc. STM FOD PO
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2-NN-1
Appendix 3 To
Annex NN To DAM
Dated 26 Nov 19
TERMS OF REFERENCE FOR THE RAF WADDINGTON FOD PREVENTION COMMITTEE
1. The Stn FOD Prevention Committee is to:
a. Examine the causes of and trends in FOD incidents on the Station.
b. Monitor the effectiveness of existing FOD prevention measures and discuss proposals
for improvement, which may include:
(1) FOD prevention publicity.
(2) FOD prevention incentive schemes.
(3) Engineering practices.
(4) Airfield sweeping plans.
(5) Air System parking arrangements.
(6) Air System ground manoeuvring rules.
(7) Works Services aspects, including contractual cover for the control and removal
of works debris.
(8) Vehicle access.
(9) Visiting AC.
(10) Frequency and extent of manual FOD sweeps.
c. The Stn FOD Prevention Committee is to meet at least twice a year.
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3-NN-1
Appendix 4 To
Annex NN To DAM
Dated 26 Nov 19
TERMS OF REFERENCE FOR THE STN FOD PREVENTION OFFICER (SFODPO)
1. The SFODPO is responsible for:
a. Monitoring and controlling unit FOD prevention procedures as outlined in the MOD
FOD policies.
b. Advising and assisting the unit in their understanding and execution of the FOD
prevention programme.
c. Ensuring that all FOD incidents and loose article/foreign object finds are investigated
and reported in accordance with MOD FOD policy.
d. Maintaining a record of all FOD incidents on the unit for reference and local analysis.
e. Instigating a system to ensure that all Air System operating areas and associated
technical sites are routinely surveyed to identify possible problem areas and to initiate
corrective action.
f. Where required, managing and acting as chairman to the unit FOD WG, holding
regular meetings prior to the unit Flight Safety Meeting.
g. Providing a FOD briefing to unit Flight Safety Meetings.
h. Advising unit executives of FOD matters requiring attention.
i. Maintaining liaison with OC Works Flt (or equivalent) for minimizing the FOD hazard
associated with works services and to ensure the briefing of external contractors concerning
the dangers of FOD prior to their employment on operational areas of the airfield.
j. Providing summary reports to their Service FOD PO when requested for FSWG
meetings.
k. Ensuring that FOD prevention is publicised effectively on the unit.
l. Maintaining the unit FOD website, where applicable.
m. Monitoring the unit sweeping plan and updating to take into account any major works
programmes.
n. Carry out FODEvals of all Sqn/Sect at RAF Waddington.
Return to Contents
4-NN-1
Appendix 5 To
Annex NN To DAM
Dated 26 Nov 19
TERMS OF REFERENCE FOR THE UNIT/SQN FOD PREVENTION OFFICERS
1. Sqn/Unit Cdrs or a delegated individual are to be nominated as a FOD Prevention Officer

(Sqn/Unit FOD PO). Those individuals are responsible to the Stn FOD Prevention Committee
through the Stn FOD PO for:
a. Monitoring and controlling Sect FOD prevention procedures as outlined in the MOD
and RAF FOD policies.
b. Attend all Station FOD WG meetings scheduled by the SFSO or FODPO and act as a
liaison between the FOD Working Group, and your Flt/Sect Mgmt/colleagues.
c. Ensure continuous education of personnel in your AOR and promote FOD awareness.
Advising and assisting the Sect in understanding and executing the FOD prevention
programme.
d. Ensuring that all FOD incidents and foreign object finds are investigated and reported
in accordance with the Flt/Sect FOD Prevention Plan and that all FOD occurrence and aero-
engine reports are properly reported to the FOD PO.
e. Report, in a timely and accurate manner, all FOD occurrences using DFSOR or Local
FOD Found Form
f. Establish and maintain a FOD notice board to display FOD awareness material and
current performance indicators.
g. Initiate FOD sweeps and inspections of your AOR on a regular basis and maintain an
auditable record of those activities.
h. Conduct FODEVALS outside your AOR, as detailed by the SFSO or FOD PO.
i. Instigating a system to ensure that all AOS and associated technical sites are routinely
surveyed to identify possible problem areas and to initiate corrective action.
j. Act as a point of contact between your Sect and the ASMT Sect for sweeper request.
k. Ensure contractors in your Sect follow correct FOD prevention practices and report bad
practice to OC SSS.
l. Nominating a deputy Sect FOD WG Rep.
Return to Contents
5-NN-1
Appendix 6 to
Annex NN to DAM
Dated 26 Nov 19
FOD Occurrence Report (Use ASIMS For Air System FOD Incidents/Chinese Lanterns)
F7014B(Loc
al)
Part 1 Part 2
Enter your details
Mechanical/Metallic Item Rank Name
Report Immediately to Eng Ops on 7544
Section Ext
Non-Mechanical/Metallic Item Go to Part 3
Go to Part 2
Part 3
What did you find? Mark position of the item found on the map on the reverse of this form using the serial number.
Ser Date Description What did you do about it?
1
2
3
4
5
6
7
8
Email the form and any send items of FOD to Station FODO (x6836)
ATC FODO / SFSO Use
Ser No Risk Cat Action Taken S FOD PO Comment
To A/C
1
2
3
A – Actual B – Immediate C – High Potential D – Low Potential E – Unlikely
6-NN-1
Return to Contents
6-NN-2
Appendix 7 To
Annex NN To DAM
Dated 26 Nov 19
Mandatory Foreign Object Debris (FOD) Checks

1. All entrances to the taxiways and
aircraft manoeuvring areas are
MANDATORY FOD check points
2. You are to STOP at these points
and disembark your vehicle.
3. You are to check your tyres for
stones and other items of FOD.
4. You are to check the load
area/entire body of your vehicle
for loose articles and FOD.
5. All items of FOD and loose
articles are to be placed inside the
vehicle. FOD is to be disposed of
by placing it in a bin/skip at the
earliest opportunity.
1 2
3 4 5
\EUNW AD\PUBLIC\Flight Safety\FOD\20110112-Mandatory FOD Check Poster-U.ppt
Return to Contents
7-NN-1
Appendix 8 to
Annex NN to DAM
Dated 26 Nov 19
NO HEADRESS ZONE WITHIN AIRFIELD BOUNDARY
8-NN-1
WATERFRONT HEADRESS ZONE IN DETAIL
As per SSOs:
Headdress. Personnel are to wear headdress at all times when moving around the Station in No 1 SD or normal working dress, this includes
transiting along the waterfront and all areas between hangars 2 and 5…”
Return to Contents
8-NN-2
Information Owner: OC Logs Extra Input From: Nil
Annex OO To DAM
Dated 26 Nov 19
DANGEROUS GOODS (DG) PROCEDURES – LOADING AND UNLOADING
1. RAF Waddington AESO 2-2-2-03-02 Dangerous Air Cargo – Definition of Responsibilities

details the responsibilities with regards to the handling of Dangerous Goods.
2. The loading/unloading of DG and parking of armed Air Systems is to take place iaw AESO 2-
1-1-01-37 (order unfit for use, under review).
3. DG. The parking area for the loading/unloading of DG is allocated by Eng Ops. The license
to handle UN Class 1 has expired, only class 2 and below can be handled until the license is
renewed.
4. Armed Air System Parking. RAF Waddington cannot accept armed Air Systems.
Return to Contents
OO-1
Annex PP To DAM
Dated 26 Nov 19
HYDRAZINE LEAK ORDERS
1. Hydrazine is a highly toxic fluid used to fuel the emergency power unit of F16 Air System. A
hydrazine leak will occur if the pilot inadvertently fires the EPU in flight. F16 pilots are responsible
for directing procedures for handling any leaks that might occur at RAF Waddington
2. The probability of a hydrazine leak is low. However, in the event of a suspected hydrazine
contamination an F16 pilot is likely to take the following actions:
a. Declare an emergency with ATC.
b. Request parking in a remote area of the airfield. Crash Map ref P7 (ORP), K23 (‘D’
Taxiway) or H23 (‘A’ Taxiway) are the designated areas.
c. Request that entry to the parking area be strictly controlled.
d. Ensure all equipment and personnel to remain upwind of the Air System.
e. Request the establishment of rapid communication with his home base to discuss
technical assistance (through Crew Commander).
3. Should RAF Waddington receive an F16 Air System under these circumstances the
Sup/ATCO IC is to take the following actions:
a. Initiate Emergency State 2.
b. Inform the SMO.
c. Deploy a suitably equipped vehicle with Management Radio Equipment (MRE) for use
by the F16 pilot for ground-ground comms.
d. Consider diverting other Air Systems in the event the Crash Crews are engaged in the
incident or discharging media from Airfield Rescue Vehicles.
e. Modify taxi patterns to ensure all traffic remains upwind of the incident.
f. React to further instructions from the F16 pilot as necessary.
g. Tannoy Fuel/POL spillage message on consultation with Eng Ops.
4. The Duty Ops Controller is to complete the following actions:
a. Contact the Lincolnshire Fire Control Room on 01522 582222 (Mon -Fri) or 999 OOH,
reporting a Hazmat incident involving Hydrazine H70 from an F16 Air System at RAF
Waddington.
b. Contact the MGR on ext 7005 informing them that several Lincolnshire Fire & Rescue
Service (LFRS) vehicles will be arriving.
5. The Crew Commander is to complete the following actions:
a. Establish a 100m cordon of the Air System.
b. Provide comms for the F-16 pilot.
PP-1
c. Handover control of the incident to the LFRS on their arrival.
6. RAF Waddington does not have the resources to control/recover a hydrazine spillage. All
requests for further information are to be directed, in the first instance, to RAF Waddington Duty
Ops Controller on 01522 726532 or Email WAD-Ops-DutyOpsController@mod.gov.uk.
Return to Contents
PP-2
Annex QQ To DAM
Dated 26 Nov 19
AIR SYSTEM ARRESTING MECHANISMS (ROTARY HYDRAULIC ARRESTOR GEAR (RHAG) /

PORTABLE HYDRAULIC ARRESTOR GEAR (PHAG) / BARRIERS) ETC – ORDER
1. See Annex J.
Return to Contents
QQ-1
Annex RR To DAM
Dated 26 Nov 19
SNOW AND ICE OPERATIONS
1. The RAF Waddington Response to Snow and Ice conditions is contained within Op
BLACKTOP.
Return to Contents
RR-1
Information Owner: OC Police and Sy Extra Input From: Nil
Annex SS To DAM
Dated 26 Nov 19
FORCE PROTECTION RESPONSIBILITIES
1. RAF Waddington Force Protection Orders are beyond the security classification of this
document. If required contact RAF Waddington Air Operations.
Return to Contents
SS-1
Annex TT To D
Annex TT To DAM
FLYING ORDER BOOK
Dated 26 Nov 19
RAF Waddington
Flying Order Book (FOB)
DAM Issue 9.3 – 26 Nov 19
Return to DAM Contents

RAF Waddington FOB – Annex TT to the DAM
i
Intentionally Blank for Print Pagination

ii
FOB TABLE OF CONTENTS

FOREWORD vi
SECTION A – TEMPORARY AND SUSPENDED ORDERS A-1
A101 TEMPORARY ORDERS A-2
A102 SUSUPENDED ORDERS A-3
SECTION B – PART 1: CONTROL OF FLYING B-1
B101 SUPERVISION OF FLYING B-2
Annex A to B101 Ops Wing Duty Exec TOR B-4
Annex B to B101 Sqn Duty Supervisor of Flying TOR B-5
B102 AUTHORSIATION OF FLYING B-6
SECTION B – PART 2: AIRFIELD OPERATIONS B-7
B201 RAF WADDINGTON AERODROME B-8
Aerodrome Location B-8
Local Area RADAR Chart B-8
Local Airspace Restrictions B-9
RADAR Vector Chart B-10
Noise Abatement B-11
Extraordinary Air Activity B-11
Mandatory Avoid Areas B-12
Embargos B-12
Visiting Air Systems B-12
Practice Diversions B-13
Waddington 02 RF deconflicted with RAFC Cranwell B-13
Available Instrument Approaches B-13
Aerodrome Crash Map B-14
B202 R/T FREQUENCIES – STUD CARDS B-15
B203 R/T PROCEDURES B-16
Annex A to B203 Poor UHF/VHF Performance Map B-17
B204 NOTIFICATION OF FLIGHTS B-18
STARS B-18
Updating Sortie Information B-18
NATO NEC CCIS B-19
Diplomatic Clearances B-19
N B205 ENGINEERING DISTRACTION B-20
B206 DIVERSION AIRFIELDS B-21
B207 SECONDARY SURVEILLANCE RADAR ONLY B-22
B208 TAXY PATTERNS, PROCEDURES AND PARKING BAYS B-23
Dangerous Air Cargo / Armed Air System Parking B-24
B209 CONTINUOUS CHARGE B-25
B210 VEHICLE MOVEMENTS B-26
Definitions B-26
Permission B-26
Annex A to B210 Traffic Lights and Lamp Signals B-29
B211 DEPARTURES B-30
Visual Departures B-30
Instrument Departures B-30

iii
Application of RADAR services B-30

Waddington / Coningsby Agreement B-30
B212 WADDINGTON VISUAL CIRCUIT PROCEDURES B-31
Sentinel B-31
RJ B-31
Mixed Instrument and Visual Circuits B-32
Circuit Priorities B-32
Formations B-33
RHAG Operations B-33
SASSY / SSE / SEFARTO Requests B-33
Wake Turbulence B-33
B213 FLYPASTS AND SIMULATED ATTACKS B-34
B214 VISUAL RECOVERIES B-35
Rotary Visual Recoveries B-35
RADAR to Visual Recoveries B-35
RADAR to Initial B-35
RADAR Straight In B-35
RADAR to Overhead B-36
Break Off B-36
Joining the Visual Circuit B-36
Lights Off Approaches B-36
Weekend Operations B-36
B215 INSTRUMENT RECOVERIES B-37
RADAR Training Circuit B-37
RADAR Recoveries B-37
SRA B-37
ILS RW20 B-37
TAC ILS B-37
RPFL B-38
Short Pattern B-38
Application of RADAR Services B-38
Reduction in RADAR Services B-38
Landing Clearances B-39
Missed Approach Procedure B-39
Communications Failure Procedures B-39
B216 EMERGENCY PROCEDURES B-40
Overdue Action B-40
SSR Emergency Squawk B-40
Total Electrics Failure (TEF) Procedures B-40
No Compass / No Gyro B-41
Speechless B-41
B217 AERODROME RESCUE AND FIRE FIGHTING (ARFF)
B-42
CATEGORIES
Minimum ARFF categories for WAD based Air Systems B-42
Flights to Airfields Below the Type Specific ARFF Category B-42
Visiting Air System B-43
Command of ARFF Combine B-43
iv
Testing of Communications B-43

Readiness of ARFF Vehicles B-43
Control of ARFF Vehicles B-44
Non-Aviation Fire Vehicle Deployment B-44
Armed Air System Parking B-44
ARFF Respone to Dangerous Air Cargo (DAC) B-44
B218 FLYING RESTRICTIONS B-45
Icing conditions B-45
Forecast B-45
In-Flight Reporting B-45
Action by DSS B-45
Icing Let-Down Procedures B-45
B219 AUTOMATED TRAFFIC INFORMATION SYSTEM B-47
B220 HELICOPTER OPERATIONS B-49
B221 OPERATIONS BY RAF WADDINGTON FLYING CLUB (WFC) B-50
Permitted Operating Hours B-50
During Normal Airfield Operating Hours B-50
Outside Normal Airfield Operating Hours B-50
Start Up and Taxy Procedures B-50
Take-Off and Landing B-51
Departures and Recoveries B-51
Miscellaneous B-51
Delta TLZ B-51
B222 LINCS & NOTTS AIR AMBULANCE OPERATIONS B-54
B223 FUEL DUMPING B-55
Annex A to B223 Fuel Dumping Occurrence Report B-56
SECTION C – DECONFLICTION PROCEDURES
C101 LINCOLNSHIRE AGREED AIRSPACE C-2
Airspace Structure C-2
Concept of Operations C-2
Annex A to C101 AAT Sectors and Capacities C-3
Annex B to C101 Visual Reporting Points Sectors 1-4 of Lincolnshire agreed
C-5
Airspace
C102 RLG PROCEDURES AT RAF SCAMPTON C-6
Notification of Training C-6
Circuit Join C-6
Circuit Flying C-6
Departures C-7
RAFC Cranwell / RAF Scampton RLG Transit Procedures C-7
Provision of RADAR Recoveries by RAF Waddington C-7
Use of Runways C-7
Notification of Faldingworth Flares C-7
Annex A to C102 RAFC Cranwell / RAF Scampton RLG Transit Procedures C-8
C103 RAF WADDINGTON / RAFC CRANWELL TRANSIT
C-9
PROCEDURES
Annex A to C103 Tower to Tower Transit Procedures C-10

v
FOB FOREWORD
1. The orders contained in this Flying Order Book (FOB) are mandatory for all personnel
involved in flying operations from RAF Waddington. The FOB is supplementary to Queen’s
Regulations, the Air Navigation Order (ANO), Military Aviation Authority Regulatory Publications
(MRP), No 1 Gp ASO’s, Air System Document Sets and other Flying Orders & Guidance. In the
event of a conflict between orders, the most stringent rules are to be applied whilst clarification is
sought.
2. On arrival, on amendment thereafter, or as directed, all relevant personnel are to read, and
sign as having understood, these orders by way of signing for the DAM. The electronic version of
the FOB is to be considered the master. Any printed copies are not subject to amendment and are
to be treated as uncontrolled. All previous printed versions are to be destroyed.
3. The content of the FOB is controlled by OC Ops Wg who is to maintain the online Master
Copy. All requests for amendment are to be staffed through OC Ops Sqn.
4. All times quoted in these orders are LOCAL unless otherwise stated.
Electronically Signed
Wg Cdr
OC Operations Wing
RAF Waddington
26 Nov 19

vi
Section A UNCONTROLLED COPY WHEN PRINTED Temporary Orders
FOB SECTION A – TEMPORARY AND SUSPENDED ORDERS

A-1
Order A101 – TEMPORARY ORDERS
Content 1. Nil.

A-2
Order A102 – SUSPENDED ORDERS
Content 1. The following order was in effect with a full complement of manning in the ATC
Tower. It is kept within this section in case of a change in circumstance at RAF
Waddington.
2. Between 1800-2200L hrs in the summer and 1800-2100L hrs in the winter, a
maximum of 2 visiting (PD) Air Systems will be allowed in the visual circuit or the
instrument pattern at any one time. PDs will be restricted to 2 visual circuits and 2
instrument approaches per Air System. These restrictions may be lifted at the
discretion of SATCO.

A-3
Section B Part 1 UNCONTROLLED COPY WHEN PRINTED Control of Flying
FOB SECTION B PART 1 – CONTROL OF FLYING

B-1
Order B101 - FLYING AND AERODROME SUPERVISION

References A. RA 2305: Supervision of Flying
B. 1 Gp ASO 2305: Supervision of Flying
C. RA 1022: Roles and Responsibilities of the Senior Operator
D. RA 1026: Aerodrome Operator
E. RA 2335: Flying Displays and Special Events
Annexes A. RAF Waddington Ops Wg Duty Exec Terms of Reference

B. RAF Waddington Sqn Duty Supervisor Of Flying Terms Of Reference
Content ALL TIMES LOCAL
1. Stn Cdr. As Delivery Duty Holder (DDH) the Stn Cdr has overall
responsibility for the supervision of flying for RAF Waddington ISTAR FEs at
home and overseas in accordance with Reference A. In addition, as Head of
Establishment (HoE) the Stn Cdr is responsible for the provision of a safe
aerodrome operating environment for Waddington based and visiting Air
Systems. Routine supervision and oversight of flying of RAF Waddington ISTAR
FEs and visiting Air Systems is organized as follows:
2. Sqn Cdr. Sqn Cdrs are responsible to the DDH for the supervision and
safe conduct of their Sqn’s Air System operations. They are to ensure all flights
are authorised and conducted in accordance with Reference B and appoint a
Sqn Supervisor of Flying (SSOF) for the routine supervision of flying.
3. Senior Operator. In accordance with Reference A, the Senior Operator

(SO) is responsible for providing the DDH with advice on platform operating risk
of all RAF Waddington ISTARs FEs.
4. Aerodrome Operator. In accordance with Reference B, OC Ops Wg has

been appointed by the HoE as the Aerodrome Operator (AO) for RAF
Waddington. As AO, OC Ops is responsible to the HoE for the oversight of all
RAF Waddington flying and is DH facing in the provision of a safe aerodrome
operating environment to all station based and visiting Air Systems. Outside of
normal working hours and when OC Ops Wg is unavailable, responsibility will be
delegated to the Ops Wg Duty Exec. Eligibility criteria and Terms of Reference
(ToRs) for the Ops Wg Duty Exec are at Annex A to this order.

B-2
5. Sqn Supervisor of Flying. A Sqn Duty Exec or Duty Aircrew Officer is to

be nominated as the SSOF for each sqn and is to be on duty at all times.1 They
are responsible for type specific supervision of flying and elevating platform
related operating risks to the DDH via the Sqn OC in the first instance or direct to
the SO. In the event that the Sqn OC and SO are unavailable, flying supervision
matters and platform operating risks are to be elevated direct to the DDH. In
addition, they are responsible to the AO for the coordination and safe conduct of
their unit’s flying at RAF Waddington. Eligibility criteria and Terms of Reference
for SSOFs are at Annex B to this order.
6. ATC Supervisor. The ATC Supervisor is responsible to the AO for the safe
and efficient control of Air System operations at RAF Waddington and for the
day-to-day management of airfield activity. They are to keep the respective Sqn
Duty Exec and Duty Ops Controller informed of any occurrence which could
affect the safe conduct of flying such as Air System emergencies, deteriorating
weather and change of airfield status. They are to invite AO/Duty Ops Wg Exec
and relevant SSOF, to the control tower whenever they consider that there is a
need for closer oversight/supervision of flying. The ATC Supervisor is to be
available and contactable via the ATC switchboard at all times whenever the
aerodrome is active.
7. Duty Ops Controller (DOC). The DOC is responsible to the AO for the
routine management and oversight of all RAF Waddington ISTAR FE and visiting
Air System operations. In addition, they are responsible to the Stn Duty Exec for
all operational matters affecting the Stn outside of normal working hours. The
DOC is to be available and contactable via Stn Ops at all times.
8. Duty Meteorological Officer (DMetO). The DMetO is to be on duty in the

Meteorological Office at RAF Waddington at all times.
9. Flying Display Director. In accordance with Reference E, it is a

mandatory requirement for all public flying displays at RAF Waddington (such as
Families’ Days) to have a SQEP Flying Display Director (FDD) assigned. SQEP
for FDDs is defined by the MAA; any nominated FDD for an event at RAF
Waddington must contact the MAA with a resume of their experience to become
authorised. In most cases they must also attend a MAA hosted FDD Training
Event which may have considerable lead-times to gain access to. Waivers will
only be granted on an exceptional basis. OC Ops Wg is to be provided with
evidence that the MAA have authorised any nominated FDD for RAF Waddington
events.
10. Lodger Units and Visiting Detachments. All non-station-based assets

are to nominate a flying supervisor (or equivalent). As part of their responsibility,
they are to ensure that the Duty Ops Controller and the ATC Supervisor have
direct contact during flying hours.
1
For the Reaper Force SSOF will be fulfilled by the XIII Sqn and 39 Sqn Duty Executive Officers (DEOs), with primacy held by the
handling sqn at any given instance.
B-3
RAF WADDINGTON OPS WG DUTY EXEC TERMS OF

Annex A to Order B101
REFERENCE
1. Eligibility Criteria. OF3 officers in command appointments are eligible for Ops Wg Duty
Exec duties. Exceptionally, OF2 may also be selected for Ops Wg Duty Exec with OC Ops Wg’s
endorsement. Selected and endorsed OF2s are only to be scheduled for Ops Wg Duty Exec
when OC Ops Wg or XO Ops Wg is available to provide supervisory oversight and support.
2. Responsibilities. The Ops Wg Duty Exec is responsible for representing OC Ops Wg

outside normal working hours or whenever OC Ops Wg is unavailable. They are responsible to
the AO for maintaining a safe aerodrome operating environment for all station based and visiting
Air Systems in accordance with RA 1026. Specifically, the Ops Wg Duty Exec is to:
a. Remain contactable by telephone for the duration of the duty period.
b. Maintain a 90 min return to work response time outside normal working hours.
c. Ensure that any changes in aerodrome status are notified to station based and
visiting Air Systems.
d. Notify the AO of any aerodrome related matter that may affect the safe conduct of
flight at RAF Waddington. In the event that the AO is unavailable, matters affecting the
safe conduct of flight are to be notified direct to the HoE. If operationally essential to meet
planned departure/recovery times, the relevant DDH is to be notified direct. If a safe
aerodrome operating environment cannot be provided, flying operations are to cease until
further AO/HoE/DDH direction is obtained. Notwithstanding, airborne Air Systems in
distress may recover at the captain’s discretion.
e. Authorise out-of-hours visiting Air System requests, subject to requirements and

available resources.
f. Report to ATC on request whenever the ATC Supervisor considers that there is a
need for closer oversight of flying.
g. Assume the role of Emergency Coordination Cell Chief of Staff (ECC COS) in the
event of the ECC being activated, until relieved by Sqn Ldr Ops during normal working
hours.
h. Liaise with the Stn Duty Exec as appropriate including matters not directly related to
aerodrome operations.
3. Op BLACKTOP. During the BLACKTOP season, the Ops Wg Duty Exec is to attend the
1500A BLACKTOP meeting in the Met Office if flying is planned for that evening or the following
day.

B-4
RAF WADDINGTON SQN DUTY SUPERVISOR OF FLYING

Annex B to Order B101
TERMS OF REFERENCE
1. Eligibility Criteria. A SQEP Sqn Duty Exec or Duty Aircrew Officer is to be nominated as
the SSOF by their respective Sqn Cdr. The duty should be held at the highest practicable rank,
which ordinarily will be an OF3. However, at the Sqn Cdr’s discretion, SQEP OF2s can hold the
duty if there are insufficient SQEP OF3s. Regardless of rank, completion of the FSC is
essential.
2. Responsibilities. Sqn Supervisors of Flying are responsible to their respective Sqn Cdr’s
for the safe conduct of their unit’s flying at home and overseas, unless supervised by a deployed
detachment commander. Specifically, they are to:
a. Remain contactable by telephone for the duration of the duty period.
b. Be on duty at RAF Waddington during normal working hours whenever UK based

flying is taking place. Outside of normal working hours they may be at 60 mins notice to
return to work, at the Sqn Cdr’s discretion, having considered the flying programme, sortie
profiles, weather, experience of crews or any other factor which may require an enhanced
level of supervision.
c. Ensure that operating crews have considered all relevant procedures and orders for
the safe operation of their Air Systems.
d. Liaise with the DMetO, Stn Ops and the ATC Supervisor to ensure that the airfield
state, weather and alternates remain adequate for flying operations. They are to inform Stn
Ops whenever forecast conditions might impose limitations on normal flying operations and
advise them of any required recall or diversion action as soon as possible.
e. Report to ATC on request whenever the ATC Supervisor considers that there is a
need for closer supervision of flying.
f. Provide type specific advice to the SO as required.
g. Provide type specific advice to deployed crews as required.
h. Liaise with the Stn Duty Exec as appropriate including matters not directly related to
Air System operations.
3. Op BLACKTOP. During the BLACKTOP season, the SSOF is to attend the1500A

BLACKTOP meeting in the Met Office if flying is planned for that evening or the following day. If
necessary, they are to carry out a runway inspection, in conjunction with a representative from
ATC, to establish if the airfield is suitable for operations by their Air System type.

B-5
B102 – AUTHORISATION OF FLYING
Order
RA 2306
References
1 Gp ISTAR ASOs
RAF Waddington DDH Orders
Annexes
Content 1. Authorisation. All flights are to be authorised in accordance with RA

2306, 1 Gp (ISTAR) ASOs and RAF Waddington DDH Orders. A list of
authorising officers is to be displayed in each unit's Flight Authorisation Book.
2. Aircrew Briefing. Flying Unit Cdrs are to ensure that aircrew under their
command are fully conversant with the regulations contained in the following
documents:
a. MAA RA 1000 and 2000 Series.
b. 1 Gp (ISTAR) ASO’s.
c. RAF Waddington DAM (or FOB and/or DAM of the airfield Air System
is being operated from).
d. Air Training Instructions (2012 Edition).
e. Read File (E-3D Component Only).
Note: Notification of the latest amendments to the documents listed above will be
passed from Air Ops to Sqn Ops desks. Sqn Ops personnel are responsible for
notifying their own Sqn pers of amendments.

B-6
Section B Part 2 UNCONTROLLED COPY WHEN PRINTED Airfield Operations
FOB SECTION B PART 2 – AIRFIELD OPERATION

B-7
Order B201 – RAF WADDINGTON

References A. JSP 506: UK Peacetime Air/Ground Word Call Sign Policy, Instructions
and Allocation
B. ICAO Doc 8585
C. FLIP: En-Route Low Altitude; UK(L)1
Annexes: Nil
Content AERODROME LOCATION
1. RAF Waddington is located alongside the village of Waddington and is 4

miles South of the city of Lincoln, Lincolnshire. RAF Waddington operates within
close proximity to a number of local military, civilian and minor aerodromes.
LOCAL AREA MAP
Humberside
Hibaldstow (Para-
Local Area Map (Refined).
Kirton in Lynsey dropping)
(Gliding site)
RAF SCAMPTON
R313 Wickenby (Aeros)
Humberside (Red Arrows)
Darlton (Gliding site)
Strubby (Gliding site)
RAF Waddington
RAF Coninsgby
Syerston
RAFC Cranwell
Langar (Para-dropping)
RAF Barkston Heath
Saltby (Gliding site)

B-8
LOCAL AIRSPACE RESTRICTIONS
2. Military Aerodromes
a. RAF Waddington MATZ (5nm radius, surface – 3000ft AGL)
b. RAF Scampton MATZ (5nm radius, surface –3000ft AGL)
c. RAFC Cranwell MATZ (5nm radius, surface – 3000ft AGL)
d. RAF Conningsby MATZ (5nm radius, surface – 3000ft AGL)
e. RAF Barkston Heath ATZ (2nm radius, surface – 2000ft AGL)
f. RAF Syerston ATZ (2nm radius, surface – 2000ft AGL)
3. Civilian Aerodromes
a. Humberside International Airport ATZ (2.5nm, surface – 2000ft AGL)
b. Wickenby ATZ (2.0nm, surface – 2000ft AGL)
c. Gamston ATZ (2.5nm, surface – 2000ft AGL)
4. Minor Aerodromes
a. Hibaldstow Freefall Drop Zone (1.5nm, surface – FL160 when

notified)
b. Kirton-in-Lynsey Unpublished (when notified)
c. Darlton Glider Site (when notified)
d. Langer Freefall Drop Zone (1.5nm, surface – FL150 when notified)
e. Saltby Glider Site (when notified)
f. Strubby Glider Site (when notified)
5. EG R313. EG R313 is controlled airspace centred over Scampton and

is used by RAFAT for practice acrobatic displays and air tests. RAF Waddington
and RAF Scampton are the joint operating authorities of EG R313. Commonly
referred to as R313, the airspace is active 0830 – 1700Z Monday to Friday, SFC
– 9500 ft and is based on the Regional Pressure Setting. If active outside these
published hours a NOTAM will be issued with the additional times. RAF
Waddington is responsible for providing a RADAR service to RAFAT whilst
practicing within the area.
6. D307 – Donna Nook Range. Donna Nook Range (DNR) is controlled

airspace located on the eastern coast. The airspace is active 0900 – 1630Z
Monday to Thursday, 0900 – 1500Z on Friday including 1630 – 2200Z Monday
and Wednesday from September to April, SFC – 20,000 ft and is based on the
Regional Pressure Setting. If active outside these published hours a NOTAM will
be issued with the additional times.
7. D207 – Holbeach Range. Holbeach Range is controlled airspace on the

north Norfolk coast. The airspace is active 0900 – 1700Z Monday to Thursday,

B-9
0900 – 1200Z Friday including 1700 – 2200Z Tuesday and Friday from
September to April, SCF – 23,000 ft and is based on the Regional Pressure
Setting. If active outside these published hours a NOTAM will be issued with the
additional times.
RAF WADDINGTON RADAR VECTOR CHART (RVC)

B-10
NOISE ABATEMENT
8. RAF Waddington places restrictions on Air Systems to minimise noise to

the local community.
a. Routine Stn flying is to cease at 2359L.
b. After 1800L Stn-based Air System movements are to be kept to an

absolute minimum commensurate with the training or operational task.
c. Normally visual and RADAR circuits will not be permitted after

2300LOCAL; after that time all Air Systems are to land from a RADAR or
visual straight-in approach.
d. Engine Ground Runs (EGR) are permitted between 0800L – 2200L.

Outside of these times a request is to be submitted in writing to the DOC
with an impact statement. Only requests with an operational impact will be
approved.
e. Any requests for dispensation are to be made to OC Ops Wg for

consideration at the weekly OPG or in extremis, via the Duty Ops
Controller at short notice.
9. When Runway 02 is in use, it is impractical to avoid overflying Coleby

(202°/2nm). Low level circuits when on 02 should also be kept to an absolute
minimum commensurate with the training or operational task. After 2100LOCAL,
low level circuits should not be conducted on Runway 02 unless there is an
urgent operational requirement.
10. To assist in the avoidance of noise-related flying complaints, all crews are
to operate their Air System in such a way as to minimize the effects of noise on
the local population by avoiding low flying overhead built up areas wherever
possible.
11. Aircrew conducting operations in the local area are to note the locations of
the sensitive areas highlighted and, whenever possible, avoid.
EXTRAORDINARY AIR ACTIVITY
12. All extraordinary air activity such as unmanned air system activity, model
air system flying, ballooning, paragliding, falconry etc. must have prior approval
from the Aerodrome Operator before commencing activity.
a. Standing agreements may be issued where appropriate.
b. All unmanned air system activity on the aerodrome is to be conducted

iaw:
i. ATC Sqn Order Book Part 2, Orders 11, 25.
ii. Ops Sqn Orders, Temporary Order 01.

B-11
MANDATORY AVOID AREAS
Not Below
Not Below
1000ft QFE
500ft QFE
EMBARGOS
13. The following embargos can be authorised by OC Ops Wg and

promulgated by Stn Ops/ATC.
Type Vis Circuits RTC Ground Operations
RADAR
1 No visual circuits N/A N/A
patterns only
No take-offs, circuits or Straight in to Minimum

2 No EGRs
PDs land thrust reverse
No take-offs, circuits or
No
3 PDs or taxying Air No landings No EGRs
approaches
System
Note: Air Systems in an emergency are exempt from the above restrictions.
VISITING AIR SYSTEMS
14. Visiting Air Systems will only be accepted on a case by case basis and
with the express permission of OC Ops Wg. If issued with a PPR, captains of
visiting Air Systems are to abide by the noise abatement procedures.
15. Owing to the frequent usage of RAF Waddington, circuit training (CT) by
visiting Air Systems and practice diversions (PDs) will be restricted to 0800 –

B-12
1800 Mon to Fri. Further restrictions may be imposed by the ATC

Supervisor/ATCO IC, depending on recent usage rate of RAF Waddington.
16. Air Systems attached to RAF Waddington are only permitted to make a
single recovery or departure outside of the times listed unless otherwise
authorised by SATCO.
PRACTICE DIVERSIONS
17. All PDs are to be booked in advance owing to high demand of RAF
Waddington and EGR 313 activity; bookings by R/T will not normally be
accepted.
WADDINGTON 02RH DECONFLICTED WITH RAFC CRANWELL
18. Due to the proximity of RAF Waddington to RAFC Cranwell, when RAF
Waddington is operating from RW 02RH, an Air System can expect to receive a
descent when north of the RAFC Cranwell centre line. The controller may also
adjust the RTC height / altitude subject to other traffic and Air System type.
AVAILABLE INSTRUMENT APPROACHES
19. The following approaches are available at RAF Waddington. Further detail
on instrument procedures are at Order B215.
b. RW 20.
i. PAR
ii. ILS
iii. TAC to ILS
iv. SRA
v. Internal Aids Approaches
vi. Azimuth Only
vii. RADAR to Visual
c. RW 02RH.
i. PAR
ii. SRA
iii. Internal Aids Approaches
iv. RADAR to Visual
20. RAF Waddington is the controlling RADAR unit for all recoveries to RAF
Scampton. The only available recoveries to Scampton RW 04 and RW 20 are
SRA and RADAR to Visual.

B-13
RAF WADDINGTON CRASH MAP

B-14
Order B202 – R/T FREQUENCIES – STUD CARDS
References A. CAP 413 Radiotelephony Manual
Annexes Nil
Content 1. RAF Waddington and RAF Scampton. RAF Waddington ATC provides a
RADAR service to both RAF Waddington and RAF Scampton aerodromes.
2. Tower Frequency. Although a UHF frequency is available at RAF

Waddington Tower, the VHF frequency 121.3 is to be used at all times. If air-
systems do not have VHF capability, TWR UHF 256.67 is to be used.
3. Pre-Set Frequencies.
RAF WADDINGTON STUD CARD

#1 #2 VHF #3 #4 #5 #6 #13 VHF VHF
GRD TWR TWR APP DIR T/D1 T/D2 ZONE ZONE RAFAT
342.12 256.67 121.3 250.85 378.5 308.62 231.8 259.52 119.5 125.35
RAF Scampton Stud Card
#1 #2 VHF #3 #4 #5 #7 VHF
SCA SCA SCA WAD

WAD DIR SCA T/D WAD T/D RAFAT
GND TWR TWR APP
278.5 281.32 122.1 250.85 378.5 241.825 308.62 125.35

B-15
Order B203 – R/T PROCEDURES

Reference A. CAP 413 Radiotelephony Manual
Annexes A. Poor UHF/VHF Performance Map
Content 1. Local R/T Procedures. Whenever possible all procedures and

phraseology are to be in accordance with Reference A.
2. Air System Start. All Air Systems are to ensure positive two-way R/T has
been established with the RAF Waddington Ground Controller prior to engine
start.
3. Areas of Poor UHF/VHF Performance. RAF Waddington aerodrome has

known areas of poor UHF/VHF reception. ATC personnel and aircrew operating
in the vicinity of the areas shown at Annex A to this order are to be aware of the
potential for reduced quality of R/T exchanges and are therefore to pay particular
attention to ensure that clearances and instructions are correctly acknowledged
by all concerned.

B-16
Annex A to Order B203

RAF WADDINGTON POOR UHF/VHF PERFORMANCE MAP

B-17
Order B204 – NOTIFICATION OF FLIGHTS
References: Nil
Annexes: Nil
Content STARS
1. STARS is the only flying programme software used by RAF Waddington.
a. Sqn Ops are responsible for ensuring STARS is up to date with their
daily and weekly flying programme.
b. Sqn’s are responsible for maintaining and updating contact details on

STARS.
c. OOH Stn Ops will update STARS with airborne and landing times.
UPDATING SORTIE INFORMATION
2. RAF Waddington Based Air Systems. Sqn’s are responsible for keeping
STARS up to date with sortie information. This should include all involved parties
and their contact details. Particular importance should be placed if the sortie is
part of an exercise and external agencies need to be informed of changes and
cancellations.
3. If a sortie changes or cancels within 24hrs of the planned departure, the

following is to take place:
a. During normal working hours (0800A-1700A):
i. Sqn Ops will update STARS.
ii. Sqn Ops are to inform all relevant parties of the flight delay or
cancellation, including Stn Ops and any external agencies.
b. Outside normal working hours:
i. Stn Ops will update STARS.
ii. Stn Ops will call all relevant parties and inform them of the flight
delay or cancellation according to the individual Sqn’s “out of
hours” procedure and include any external agencies annotated
on STARS by the Sqn.
4. If a sortie changes or cancels 24hrs or more before the planned departure,

the following is to take place:
a. Sqn Ops are to amend STARS. All agencies are expected to check
STARS on a daily basis for changes to the flying programme.
5. Visiting Air Systems. When any visiting Air System operates from RAF
Waddington, Stn Ops is responsible for updating STARS for any sorties. Visiting
detachments, 2xcel / Gama Aviation and Waddington Flying Club are responsible
for informing Stn Ops (Ex 6731) for updating them with sortie details.

B-18
6. Sortie details are to be passed to Stn Ops. If this is not possible, the
following information should also be passed when calling for taxy:
a. Departure details (hdg, alt/ FL, MIDs, non-standard dep, RADAR

service required).
b. Sortie length, if other than standard.
c. Destination airfield and time en-route, if other than operating base.
NATO NEC CCIS
7. All E3-D missions are to be correctly annotated and updated on the NATO
NEC CCIS.
a. The following is to take place during normal working hours (Mon to Fri
0800-1700).
i. 8 Sqn Ops are to ensure that the NATO NEC CCIS is up to date
with planned sorties daily. This includes amending sorties if
they are delayed, cancelled or changed.
ii. 8 Sqn Ops are to ensure that when they are deployed, their Ops
staff are to provide airborne and landing times to their Ops staff
at RAF Waddington as soon as practicable.
iii. 8 Sqn Ops are to ensure that they update NATO NEC CCIS
with take-off, landing and other requirements as soon as
possible. They are to be pro-active in getting this information.
b. The following is to take place outside of normal working hours:
i. RAF Waddington Air Ops are to ensure that they update NATO
NEC CCIS with take-off, landing and other requirements as
soon as possible. They are to be pro-active in getting this
information.
DIPLOMATIC CLEARANCES
8. All international transit flights for RAF Waddington Air Systems must have
the appropriate diplomatic clearances. In order to do so, it is the Captain’s
responsibility to ensure a diplomatic clearance request form is complete.
a. A separate form must be completed for each leg of the transit.
b. It is the responsibility of the Sqn Ops personnel to submit the

Diplomatic Clearance request.

B-19
Order B205 – ENGINEERING DISTRACTION
Content 1. Engineering Distraction. Distraction during engineering shift handovers

has been identified as a significant cause of incidents and accidents.
2. To avoid this distraction and hence enhance flight safety, Air System
sorties should be routinely planned so that the aircrew engineering de-briefs
avoid the 1 hr surrounding the engineering shift handover.
3. For the majority of Sqns the ‘Golden Hour’ is 1545L – 1645L. This will
ensure the Engineering Day to Night shift handover is protected and
uninterrupted, therefore reducing the risk of Human Factors related incidents.

B-20
Order B206 – DIVERSION AIRFIELDS
Content 1. Prior to daily flying commencing the DOC in consultation with the DMetO
and Sqn DAOs will book suitable division airfield for Waddington based platforms.
DAO’s are to inform the DOC if a diversion is not suitable or if additional
diversions are required. A list of suitable diversion airfields is in the table below:
RW
LENGTH BEARING Civil ILS
AIRFIELD ICAO ICAO Air System Type
/RANGE (nms) Monitored
(ft)
Boscombe SENTRY, SHADOW,
EGDM 10,538 201.22/128.97 ICAO 7
Down SENTINEL
Bristol EGGD 6,200 217.77/134.1 Yes ICAO 7 SENTINEL, SHADOW
Yes – On RJ, SENTRY,
Brize Norton EGVN 10,007 205.05/93.29 ICAO 8
request SENTINEL, SHADOW
Cranwell EGYD 6,831 172.5/08.19 ICAO 5 SHADOW
Coningsby EGXC 9,002 108.89/13.52 ICAO 5 SENTRY, SHADOW
RJ, SENTRY,
Doncaster EGCN 8,549 319/25.4 By Request ICAO 7
SENTINEL, SHADOW
Durham Tess
EGNV 7,516 338.77/87.22 Yes ICAO 6 SENTRY, SHADOW
Valley
RJ, SENTRY,
East Midlands EGNX 9,491 236.23/34.96 Yes ICAO 7 & 8
SENTINEL, SHADOW
Humberside EGNJ 7,205 203.81/25.25 Yes ICAO 6 SENTINEL, SHADOW
SENTRY, SENTINEL,
Lakenheath EGUL 9,000 138.58/60.07 NATO 7
SHADOW
Leeming EGXE 7,520 332.71/076.8 ICAO 5 SHADOW
Leuchars EGQL 8,491 338.28/209.33 ICAO 5 SENTINEL, SHADOW
Lossiemouth EGQS 9,091 341.81/289.31 ICAO 5 SENTINEL, SHADOW
Marham EGYM 9,140 128.18/049.72 ICAO 5 SENTINEL, SHADOW
RJ, SENTRY,
Mildenhall EGUN 9,202 142.36/060.61 NATO 9
SENTINEL, SHADOW
SENTRY, SENTINEL,
Newcastle EGNT 7,641 340.33/119.76 No ICAO 8
SHADOW
Newquay EGHQ 9,005 227.38/233.45 RW30 only ICAO 6 SHADOW
Norwich EGSH 6,040 113.48/071.77 No ICAO 6 SHADOW
RJ, SENTRY,
Prestwick EGPK 9,800 316.33/200.94 Yes ICAO 7
SENTINEL, SHADOW
Shawbury EGOS 6,018 255.58/080.7 ICAO 5 SHADOW
Valley EGOV 7,513 273.67/144.61 ICAO 5 SHADOW
ICAO 4, 6 SHADOW IF
Warton EGNO 7,946 293.53/091.62 By request
on request REQUESTED
Wattisham EGUW 7,500 1381.14/82.28 ICAO 5 SENTINEL, SHADOW
Yeovilton EGDY 7,580 212.12/151.1 ICAO 5 SENTINEL, SHADOW

B-21
Order B207 – SECONDARY SURVEILLANCE RADAR ONLY
Content 1. The ODH has confirmed that he is content for all 1 Gp assets to receive an
ATS when operating SSR Alone during unplanned PSR outages. During
planned outages ATC will relocate to CRN and utilise their equipment to provide
a full ATS for Stn-based Air Systems (including RAFAT) and limited RAFC
Cranwell Air Systems when able.
2. A limited approach service will be available for essential moves from RAF
Waddington and RAF Scampton. SRAs are unavailable for the period of the
outage. Due to a degraded surveillance picture, ‘Reduced Surveillance
Performance’ will be stated to each Air System receiving a Traffic Service /
Deconfliction Service.

B-22
Order B208 – TAXY PATTERNS, PROCEDURES AND PARKING BAYS

References A. RA3261(1) – Aerodrome Service
Annexes Nil
Content 1. To ensure safe and effective operation of Air Systems on the Movement
Area, aircrew shall conform with ATC instructions with regard to taxi patterns.
This provides a level of expectation amongst air crew and permits forward
planning for the sequencing of movements. When safe to do so, controllers may
impose alternative taxy instructions for safety reasons or for increased
expedition. Alternative routings may be requested by aircrew where time and
circumstances permit; however, unless a routing has been specifically
authorised by ATC, aircrews are to follow ATC instructions. All instructions
passed by ATC to Air Systems on the Movement Area are mandatory. Bravo
Taxiway is not available for Air System use, under any circumstance.
2. Due to the diverse Air System types encountered, VHF 121.3 should be
used at all times for all Air Systems departing the airfield, including joining or
remaining in the visual circuit. UHF 342.12 (Stud 1) should be used for pilots
requesting start, when taxiing out/in and for passing departure instructions, with
121.3 only being used by non-UHF equipped Air Systems. UHF 256.67 (Stud 2)
should only be used where an Air System is unable to use VHF.
3. Aircrew are to include the following when requesting start / taxy clearance:
a. POB (if not given previously when requesting start up clearance).
b. ATIS Flight Information Code Letter (Obtain before calling).
4. Taxy Clearance. Taxy instructions issued by ATC will contain a clearance

limit which is the point at which the Air System must stop unless further
permission is given. For departing Air Systems, the clearance limit will normally
be the holding point of the runway in use, but it may be any other position on the
airfield depending on the prevailing traffic. If an Air System starts to taxy for
RW20 while instrument traffic is inbound using the ILS, the Air System on taxy
will be held at the Cat 1 Hold while the inbound traffic is on finals. Waddington
Flying Club and 2excel / Gamma Aviation will taxy via Foxtrot to the RW.
5. Restrictions of Cat D/E Air Systems. A RE report is due to clarify

suitability of taxiway and wing tip clearances for Cat D/E airc systems. Further
detail can be found in Duty Holder Advice Note (DHAN) 001/19.
6. Follow Me Provision. RAF Waddington does not routinely provide a

Follow Me service for Air Systems. Users requiring this service are to contact
RAF Waddington Operations in advance to discuss their exact requirements.
7. Proximity of Jet Blast to A15 Carriageway on RW20. On limited

occasions it may be necessary to utilise an extended length of RW20 for Air
System departures bringing jet blast in closer proximity to the A15 carriageway.
All full-length departures need prior approval by OC Ops Wg.
8. Ground Support Equipment (GSE). RAF Waddington may be able to

provide certain elements of GSE. Requirements are addressed on a case by
case basis and should be articulated to RAF Waddington Operations in advance

B-23
of any planned movement. Stn based Air Systems retain priority over Stn GSE
at all times.
DANGEROUS AIR CARGO / ARMED AIR SYSTEM PARKING
9. The loading/unloading of DAC and parking of armed Air Systems is to take

place iaw AESO 2-1-1-01-37.
10. DAC. The designated parking area for the loading/unloading of DAC is
Bay 19A. Further information is at Annex L to the DAM.
11. Armed Air System Parking. Limitations on accepting Armed Air Systems
are in force and are subject to Station Ops approval. Of note RAF Waddington
does not accept Air Systems with forward firing weapons. Further information is
at Annex L to the DAM.

B-24
Order B209 – CONTINUOUS CHARGE

References: Nil
Annexes: Nil
Content 1. Any sortie that requires an Engine Running Crew Change (ERCC) should
be pre-noted to ATC beforehand. This allows the ATC Supervisor to plan for the
disruption this may cause and to arrange appropriate fire cover. If the ATC
supervisor believes that priority tasking will be affected, or safety compromised by
an ERCC, the request may be denied. The respective Sqn will be informed of this
as soon as possible to allow them to react accordingly.
2. Whilst an ERCC is in progress, the ADC may utilise the RW to backtrack an

Air System and taxi them against the stream, or to move Air Systems in and out
of bays that are positioned along Alpha Taxiway.
3. V(AC) Sqn, 8 Sqn and 14 Sqn have continuous charge procedures that
allow them to carry out ERCC on Alpha Taxiway at 2 Hanger North (14 and V(AC)
Sqn’s) and parallel to the MET Office for 8 Sqn. The Sentry will always be
positioned to face north due to the requirement for the left-hand engines to be
shutdown, allowing step to be used for the crew change to occur.
4. Appropriate fire cover will be arranged via ATC prior to the Air System being
positioned for the ERCC.

B-25
Order B210 – VEHICLE MOVEMENTS
References: A. RA 3262 – Aerodrome Access
Annexes: A. Traffic Lights and Lamp Signals
Content 1. RAF Waddington is an operational flying unit and the airfield is active and
operational 24 hrs a day. Therefore, all personnel are to treat the airfield as live
at all times. The airfield is out of bounds to all personnel and their vehicles
unless they hold a valid Airfield Access Permit (AAP). When ATC is open, they
are the sole controllers of access to the airfield. Out of hours, Station Operations
manage access to the airfield. The airfield boundary is defined in the DAM
Annex NN, Appendix 8. The traffic light system in operation is detailed at Annex
A to this order.
PERSONNEL REQUIRING ACCESS TO THE MOVEMENT AREA ARE TO

CALL ATC IN THE FIRST INSTANCE ON 01522 727451 (EXT 7451).
WHEN ATC IS CLOSED, ALL PERSONNEL REQUESTING ACCESS TO THE

MOVEMENT AREA ARE TO TELEPHONE THE DUTY OPERATIONS
CONTROLLER (DOC) ON 01522 726532 (EXT 6532) FOR PERMISSION. THIS
IS NOT REQUIRED TO TRANSIT THE MT ROUTE.
2. Applicability. The regulations have been written for the safety of all airfield
users. All airfield users are to comply with the regulations.
DEFINITIONS
3. Movement Area. That part of an aerodrome intended for the surface

movement of Air Systems, including the manoeuvring area and apron(s).
a. Manoeuvring Area. That part of the airfield used for the take-off and
landing of Air Systems and for the movement of Air Systems associated
with take-off and landing, excluding apron(s).
b. Apron. A defined area on an aerodrome intended to accommodate

Air Systems for the purpose of loading or unloading passengers or cargo,
refuelling, parking or maintenance.
PERMISSION
4. Aerodrome Access Briefs are carried out in accordance with RA3262.

All personnel entering the airfield are to be in possession of a valid Aerodrome
Access Permit (AAP). Visitors may be escorted by a person who is in possession
of a valid AAP, however the escorting driver remains responsible for the visitor’s
conduct. Possessing an AAP does not give personnel an automatic right to drive
on the airfield. There are some activities that require specific permission and a
brief from the Aerodrome Controller (ext 7448) these include, but are not limited
to:
a. An Air System under tow.
b. Slow moving vehicles (e.g. cranes, cherry pickers, etc).
c. Vehicles with large or awkward loads.

B-26
d. Vehicles towing open loaded trailers.
e. Open top loaded vehicles.
f. Weapons convoys.
g. Bays 1-9. Unless conducting an ATC Airfield Inspection, permission

is required from 8 Sqn Rects Control to enter Bays 1-9 via ext 6884.
5. AAP validity. Three types of AAP are issued; colour coded permits restrict
access as follows:
1) MT Route Only (white). Valid from airfield entrance at 8 Sqn,

the 20 Loop Road and eastern side of the airfield up to, but NOT
including Delta taxiway.
2) Limited (blue). In addition to the MT Route, valid for all

taxiways, dispersals and the ERP. Users requiring airfield access
from the 4/5 hangar entrance are required to hold this permit.
3) Full (red). Valid for all airfield areas including the runway.
6. Driving Routes. Detailed rules to be applied at RAF Waddington are as

follows:
a. An MT route runs along part of Alpha Taxiway. When lights are green,
vehicles are permitted to enter and transit along Alpha Taxiway. There are
a number of uncontrolled access points to Alpha Taxiway. If entering from
an uncontrolled access point, vehicles are to carry out a FOD check and
scan along the taxi way for any moving Air Systems prior to entering. If an
Air System is seen, vehicles are to hold permission and give way to and
moving Air Systems. Should a vehicle enter Alpha Taxiway and fine
themselves head to head with an Air System, the vehicle is to conduct a u-
turn and vacate the taxiway and the first available opportunity. If any doubt
exists, personnel ARE to contact ATC prior to entering the movement area.
b. There is no MT Route on DELTA Taxiway; personnel requiring

access are to be in possession of a Limited (blue) or Full (red) AAP and are
to telephone ATC prior to entry. If ATC is closed permission must be
obtained from Station Operations to enter DELTA Taxiway.
c. Vehicles are to be driven on the MT Route or, if authorised to operate

on the movement area away from the MT Route, routes that have the
minimum use of Air System operating surfaces.
d. Drivers are to cross the airfield via the MT Route which passes the
undershoot of RW 20 at the northern end of the airfield. However, ATC
may grant permission or instruct MRE equipped personnel to cross the
runway at other locations. Such instructions are mandatory, and drivers are
not to cross the runway without positive MRE clearance from the
Aerodrome Controller
e. The 02 Threshold Traffic Lights will be set to RED and the area is out
of bounds to all vehicles unless permission has been granted via MRE from
the Aerodrome Controller.

B-27
f. When ATC is closed, the 02 Threshold Lights will be set to GREEN.

The area is out of bounds to all vehicles except duty RAF Police, MPGS,
QRF, and Fire vehicles. Any requests for works in the area, e.g. Airfield
Electrician, are to be requested via the DOC.
g. Drivers on Alpha Taxiway must stay on the Western shoulder

Domestic/Hangar side) of the taxiway and standard rules of the road apply.
Vehicles in excess of 42 tons are exempt and must only drive on the main
part of the taxiway.
h. The area of Alpha Taxiway between the 4/5 Hangar entry point and
the MT Route entry point adjacent to 8 Sqn is restricted to large airside
support vehicles with MRE permission to transit (e.g. tankers, fire vehicles,
ATC vehicles and LOX vehicles). Flatbed trucks and mini buses are not
considered to be large airside support vehicles. If ATC is closed,
permission is to be requested via telephone from the DOC. Drivers
requiring access to sections within the ATC buildings are to route via 4/5
Hangar entry point to ATC unless permission has been granted from the
ADC to transit from the Northern MT Route. Personal vehicles may be
used to access ATC buildings as a place of duty.
i. Entry/exit points to the airfield are marked by blue FOD boxes; FOD
checks are to be carried out in accordance with Station FOD Policy.
a. For any clarification of aerodrome driving regulations call ATC Ex

7451.

B-28
Annex A to Order B210 TRAFFIC LIGHTS AND LAMP SIGNALS
1. Taxiway Traffic Lights. There are traffic lights situated at the various entrances to the
taxiway. Drivers are to comply with traffic light signals as follows:
a. STEADY RED – Stop, do not enter the taxiway until the lights change to GREEN or
exit the taxiway at the next exit.
b. STEADY GREEN – Cleared to proceed.
2. Runway Crossing Traffic Lights. Drivers are to comply with traffic light signals as
follows:
a. STEADY RED – Stop, remain clear of the runway until the lights change to GREEN.
b. FLASHING RED – Stop, remain clear of the runway until the lights change to
GREEN.
c. STEADY GREEN – Cleared to proceed with MRE permission from ATC.
d. FLASHING AMBER WIG WAGS – These are Runway Entry Points. Unless positive
MRE permission has been given by ATC, drivers are not to proceed beyond these lights.
3. Aldis Lamp Signals. ATC or the Runway Caravan controller may use Aldis Lamp signals
to communicate with airfield users. Drivers are to comply with Aldis lamp signals as follows:
a. STEADY RED – Stop.
b. FLASHING RED – Clear the runway or taxiway immediately.
c. FLASHING GREEN – Cleared to proceed (CAUTION- A STEADY GREEN IS FOR

AIR SYSTEMS ONLY).
d. FLASHING WHITE – Return to starting point or do as briefed.
e. In addition to the above, a RED flare fired towards or in front of a moving vehicle
indicates the driver is to conduct an EMERGENCY STOP.
IF A TRAFFIC LIGHT IS SHOWING NEITHER A RED NOR GREEN, AIRFIELD USERS ARE
NOT TO PROCEED WITHOUT THE PERMISSION OF ATC (OR THE DOC IF ATC IS
CLOSED).

B-29
Order B211 – DEPARTURES

References Nil
Annexes Nil
Content VISUAL DEPARTURES
1. General. VFR and IFR departures are normally prohibited in the Sector
130° through South to 220°. In exceptional cases Air Systems may be cleared
to climb out in this Sector subject to prior coordination with CRN ATC. Fast jets
departing the airfield under VFR are not to fly below 500 ft QFE until clear of the
RAF Waddington MATZ boundary. All right-hand VFR departures from RW 20
are to climb straight ahead for 3nm DME from RAF Waddington or 1000 ft QFE
before commencing the turn. Scampton MATZ, EGR 313 and CRN MATZ are to
be avoided unless positive clearance has been provided by ATC.
2. Helicopter VFR Departures. RAF Waddington regularly hosts helicopter

detachments and refuelling moves. In order to standardise arrival and departure
profiles, the following procedures apply:
a. Visual recoveries and VFR departures are to route inbound /

outbound either from the West via Swinderby, or East via Metheringham,
maintaining not above 500ft QFE inside the aerodrome boundary.
INSTRUMENT DEPARTURES
3. Military Instrument Departures (MID). The MIDs are safeguarded iaw

PANS-OPS Military Instrument Procedures and Standards (MIPS). All RAF
Waddington MID are published in the TAP Charts.
a. MID NE RW 02 – Climb on RW track to 500’ QFE / 730’ QNH, then

turn right to intercept Waddington 045R, climbing to FL150.
b. MID NE RW 20 – Climb on RW track to 500’ QFE / 730’ QNH, then

turn left OTR climbing to FL150 (if entering the RTC – stop climb 2500’
QFE / 2800’ QNH).
c. MID SE RW 02 – Climb on RW track to 500’ QFE / 730’ QNH, then

turn right onto track 090°, at Waddington 8d, turn right direct CGY.
Outbound 180R to CGY 6d, climbing FL150.
4. Air Systems conducting non-standard IFR departures are to climb initially

on RW track to 1300ft QFE. To reduce R/T, this instruction will not be
transmitted to Stn based crews or visiting crews operating iaw this FOB.
APPLICATION OF RADAR SERVICES
5. Station based Air Systems will be given a Traffic Service on departure

unless otherwise requested. Visiting Air Systems requiring a RADAR service are
to request the type of service required on initial contact with ATC.
WADDINGTON / CONINGSBY AGREEMENT
6. Due to the close proximity of RAF Waddington, RAFC Cranwell and RAF
Coningsby, some non-standard departure profiles for some larger Air Systems
may be denied or altered in order to maintain clear of local MATZ.

B-30
Order B212 – WADDINGTON VISUAL CIRCUIT PROCEDURES

References A. CAP 413 - Radiotelephony Manual
Annexes Nil
Content 1. Air Systems attached to RAF Waddington are only permitted to make a
single recovery or departure outside of the times listed unless otherwise
authorised by SATCO. Owing to the high usage of RAF Waddington, Circuit
Training (CT) by visiting Air Systems and Practice Diversions (PDs) will normally
be restricted to the following times (local):
2. Visual circuits are only to be flown to the RW in use, unless ATC clearance
has been obtained to use another RW. At the discretion of the ATC Supervisor,
Air Systems may be instructed to squawk standby during periods of excessive
clutter or when traffic density renders the RADAR picture unworkable.
3. Further restrictions to those promulgated above may be imposed by the

ATC Supervisor/ATCO IC, depending on recent usage rate of the visual circuit.
4. Between Mon - Thu 1800-2359L hrs in the summer, and 1800-2359L hrs
in the winter, Air Systems will be accepted for single approaches at a rate of one
Air System in any 15-minute period, subject to the approval of SATCO.
5. For Air Systems operating in the visual circuit, the following applies:
a. Standard Circuit Height. The visual circuit heights are:
i. Glide Circuit 1500 ft QFE 1800 ft QNH
ii. Normal Circuit 1000 ft QFE 1300 ft QNH
iii. Sentinel 1200ft QFE 1500 ft QNH
iv. Low Level Circuit 500 ft QFE 800 ft QNH
Note: Low level Circuits must be requested to allow ATC to deconflict other Air
Systems in the visual circuit.
b. Circuit Directions. The circuit directions are normally as follows:
i. RW 20 Left Hand at 1000 ft QFE
ii. RW 02 RH Right Hand at 1000 ft QFE
SENTINEL
6. Visual circuits are flown at 1200ft QFE to minimise nuisance Ground

Proximity Warnings on the Air System.
RJ
7. Non-standard circuits, available with ATC permission, include a low-level

circuit at 500 ft QFE (600 ft for E3D) and a glide circuit at 1500 ft QFE.
8. Due to the diverse Air System types encountered, VHF 121.3 should
always be used for all Air Systems departing the airfield and joining or remaining
in the visual circuit. UHF 342.12 (Stud 1) should be used for pilots requesting
B-31
start, when taxiing out/in and for passing departure instructions, with 121.3 only
being used by non-UHF equipped Air Systems. UHF 256.67 (Stud 2) should only
be used where an Air System is unable to use VHF.
MIXED INSTRUMENT AND VISUAL CIRCUITS
9. The maximum number of Air Systems permitted in the visual circuit at one
time is to be 4 Air Systems except when large formations are on recovery.
a. Minimum cloud base and visibility for mixed circuits is 1500ft AGL
and 5000m. The aerodrome controller will monitor the weather conditions
and place restrictions on the number of Air Systems in the circuit if
required.
b. When mixed circuits are in operation, captains of Air Systems in the

visual circuit are responsible for collision avoidance. However, ATC will
advise visual circuit Air Systems of inbound instrument traffic. Air Systems
on an instrument approach take precedence over visual circuit traffic,
except for an Air System in emergency (HELIMED) or requesting a priority
landing.
c. The Aerodrome Controller will broadcast a message to Air Systems

in the visual circuit whenever Air Systems on instrument finals are at 8 and
4 nautical miles from touchdown. This is to be augmented by a call at 2
nautical miles from touch down if required. The message is to contain the
Air System type (e.g. Typhoon) and the intention of the Air System (e.g.
land).
d. Visual circuits are not to be extended beyond 5nms downwind.
10. The weather minima for RADAR to visual approaches are as follows:
a. Cloud base (SCT) ≥ 1200ft AGL.
CIRCUIT PRIORITIES
11. Air Systems on final approach will have priority over other Air Systems (in
this context final approach can be considered to be within 4nm of an IFR
approach or after the entry to the final turn on a visual circuit). In all other
circumstances, the following priorities will be applied to air traffic operating to
and from RAF Waddington:
a. Air Systems in emergency.
b. Humanitarian including Lincs & Notts Air Ambulance/post-accident

flight checks/open skies/police flights/JHC Flts.
c. VIP movements.
d. Air Systems with a timed take-off time, including Air Systems with a
CTOT.
e. Instrument approaches (including visual straight in to land).

B-32
f. Practice emergencies.
g. Visual approaches.
h. Departures.
i. If equal, then the following priorities apply:
1) British Military.
2) Foreign Military.
3) Civilian.
Note: The application of priorities is at the discretion of the ATC Supervisor, in

liaison with the DAO.
FORMATIONS
12. The maximum number of Air Systems permitted in the visual circuit at one
time is to be 4 Air Systems except when large formations are on recovery.
ROTARY HYDRAULIC ARRESTOR GEAR (RHAG) OPERATIONS
13. Standard RHAG configuration is approach end cable de-rigged and

overrun cable up. However ISTAR Air Systems often require both cables to be
de-rigged. If the RHAG is required ATC should be contacted in advance.
Further details on its maintenance and safe operation are at Annex J of the
DAM.
SASSY / SSE / SEFARTO REQUESTS
14. All requests for non-standard visual circuits are to be notified to ATC via
RT.
WAKE TURBULENCE
15. During approaches in light wind conditions, crews are to be alert to the
possibility of experiencing wake turbulence from preceding Air Systems and are
to comply with the Wake Turbulence Separation Criteria specified in the FIH.

B-33
B213 – FLYPASTS AND SIMULATED ATTACKS

Order 1Gp ASOs
Reference
Annexes Nil
Content 1. Flypasts. Flypasts are to be approved in advance by OC Ops Wg and

conducted iaw 1 Gp ASOs (ISTAR). For the avoidance of doubt, RAF Waddington
is classed as ‘Rural’ and NOT ‘Urban / Built Up10.
2. Simulated Attacks. Air platforms carrying out airfield attacks outside formal
exercise periods are to comply with 1Gp ASOs. Prior permission from OC Ops Wg
is to have been obtained, and Air Systems are to not to exceed:
a. Max Speed. 500kts, no reheat.
b. Attack Headings. Will be given by ATC, these are to be obtained prior

to the Air System getting airborne.
c. Pre-attack. Air Systems are to contact RAF Waddington Approach 4

mins prior to the attack and are to be above 1000ft MSD until within 5nm of
the airfield boundary.
d. During Attack. The minimum heights are to be:
1) 500ft MSD outside airfield boundary.
2) 100ft MSD inside airfield boundary.
e. Post attack. Maintain below 1000ft MSD and avoid RAF Cranwell
MATZ.
10
Within 1Gp ASOs, advice on the definition of Urban Areas is listed in the UKLFH. Within the UKLFH, Lincoln City is listed as an
Urban Area with the boundary of the Urban Area being depicted as ‘Grey Fill’ on the UKLFC (reference OC Low Flying Spt Centre - 25
Dec 17). As there is a clear gap between RAF Waddington and the Lincoln City boundary (UKLFC), and as Waddington Village + RAF
Waddington have a population of less than 10,000; RAF Waddington is therefore classified as ‘Rural’ under normal circumstances.
B-34
Order B214 – VISUAL RECOVERIES

Reference A. CAP 413 - Radiotelephony Manual
Annexes Nil
Content 1. Visual recoveries may be carried out to either runway but will be controlled
by RAF Waddington Approach. Due to the diverse Air System types
encountered, crews should anticipate that other Air Systems on visual recovery
may be joining via Initials, the overhead, downwind, crosswind or straight-in.
RAF Waddington regularly hosts helicopter detachments and refuelling moves.
Helicopters may join via the East or West aerodrome boundaries. Specific
orders on Helicopter Operations are at Order 220.
2. The weather minima for RADAR to visual approaches are as follows:
a. Cloud base (SCT) ≥ 1200ft agl.
3. RAF Waddington Approach will confirm that the ATIS Code is current, or
pass the relevant ATIS changes, and will either give the pilot the position of any
RADAR traffic or confirm that there is none.
4. If a VFR Basic Service recovery conflicts with a RADAR recovery, the

approach controller may ask the VFR Air System to “squawk ident” and stay on
frequency until the pilot is visual with the RADAR traffic.
ROTORY VISUAL RECOVERIES
5. Visual recoveries and VFR departures are to route inbound /outbound

either from the West via Swinderby, or East via Metheringham, maintaining not
above 500ft QFE inside the aerodrome boundary.
RADAR TO - VISUAL RECOVERIES
6. Air Systems will be vectored towards the airfield and be given a descent to
1000ft QFE when safe to do so. On becoming visual with the airfield, the pilot is
to carry out an appropriate visual join. If the pilot is not visual with the airfield by
4nm, ATC are to pass break off instructions and vector the Air System for a
further approach.
RADAR TO INITIAL
7. Air Systems may be vectored for a recovery via initials point (IP), located
4nm finals, 0.5nm dead side of RW 20 and 1nm dead side of RW 02 centreline,
descended to 1000ft QFE if under Traffic Service and inside 10nm (Air Systems
under Deconfliction Service must comply with TSL).
RADAR STRAIGHT-IN
8. Multi engine, RAF transport or civilian Air Systems often conduct RADAR
to straight in approaches. At the approval of the Tower controller, the Air System
is vectored to intercept the extended centreline at a point where the pilot can see
the Aerodrome and can position for a visual landing.

B-35
RADAR TO OVERHEAD
9. The Air System is vectored towards the overhead not below 3000ft QFE.
When visual, the pilot is instructed to continue with RAF Waddington Tower.
BREAK_OFF
10. Any radar to visual Air System not visual with the Aerodrome by 4nm will
be instructed to Break Off the approach. The Air System will be given a safe
heading, climbed to a safe height in accordance with the TSL and the pilot’s
intentions confirmed.
JOINING THE VISUAL CIRCUIT
11. The Visual Circuit Joining Procedure is in place to enhance flight safety
processes and simplifies matters for both controllers and aircrew. Aircrew are to
pass intentions, the RW and QFE in use on first contact with TWR:
“RAF Waddington Tower, C/S, request join, Information Code / RW XX,

QFE XXXX set.”
12. In the event that the TWR controller does not receive a RW and QFE on
the initial call they will pass the information and request a read back. Any
relevant change to airfield details will be stated by ATC.
LIGHTS OFF APPROACHES
13. All lights off approaches by station based or visiting Air Systems are to be
requested via ATC.
WEEKEND OPERATIONS
14. The Waddington Flying Club operate when ATC is closed, including during
the evening and weekends. Landing and taking off for the Waddington Flying
Club is conducted between the RHAGs with the traffic lights permanently on
green. Drivers may still transit the Airfield via the MT Route and should keep a
good lookout for Air Systems both on the runway and in the approach lanes.
Drivers are to give way if it appears that the Air System is not conforming with
the laid down rules. If the Air System appears not to be conforming with the
agreed regulations, ATC and the DOC should be informed at the earliest
opportunity.

B-36
B215 – INSTRUMENT RECOVERIES

Order
References A. RA3028
B. CAP774
C. MMATM
Annexes Nil
Content RADAR TRAINING CIRCUIT
1. All RADAR approaches to RAF Waddington are directed to finals. QFE is

the recognised pressure setting for all approaches; however, QNH approaches
can be accepted with prior notice and at the discretion of the Supervisor or ATCO
I/C. Arrival and approach procedures are published in FLIPs, MIDs and TAPs.
a. RW 20. Left hand pattern at 2500ft QFE. RADAR patterns may be

lowered by the Director to 2000ft for expedition and sequencing.
b. RW 02RH. Right hand pattern at 2500ft QFE. RADAR patterns may

be lowered by the Director to 2000ft for expedition and sequencing.
RADAR RECOVERIES
2. Visibility Minima for Instrument Approaches. Weather minima for

RADAR to visual approaches are as follows:
a. Cloud base (SCT) ≥ 1200ft agl.
3. Procedure Minima for Instrument Approaches. Pilots will receive

different minima for the same approach based on their Air System category –
standardised as:
a. E-3D – D
b. Rivet Joint – D (If circling approach – E)
c. Sentinel – C
d. Shadow – B
SRA
4. SRA Runway 02 incorporates a stepfix at 3nm. Do not descend below 730’

(500’) until cleared by ATC. A busy public road crosses the Runway 20
undershoot, pilots are to be aware of the possibility of high sided vehicles not
complying with traffic lights or a traffic light failure. There is a 6ft high perimeter
fence in the Runway 20 undershoot.
ILS RW 20
5. RAF Waddington offers an ILS approach to RW 20 only.

B-37
TAC ILS
6. As published in TAP Charts.
RPFL
7. As per MMATM (Manual of Military Air Traffic Management).
SHORT PATTERN CIRCUIT (SPC)
8. SPCs will normally be flown at 1500ft RAF Waddington QFE, traffic

conditions permitting. During practices, the downwind leg will normally be flown
at 1500ft QFE until 6nm before turning inbound. The change to the Talkdown
frequency will, when possible, be initiated by the Director on the downwind leg.
Practice SPC may be denied dependant on controller workload and traffic
intensity.
APPLICATION OF RADAR SERVICES
9. Pilots requiring a RADAR service will be placed under a Traffic Service

(TS), unless the pilot requests an upgrade to a Deconfliction Service (DS).
10. If a pilot is unable to accept a TS as stipulated, they may request a DS.

However, standard separation may not be achieved in areas of high traffic
density and a re-route and/ or delay may be necessary in order to achieve the
deconfliction minima.
REDUCTION OF RADAR SERVICE
11. RADAR services may be reduced as follows:
a. The RAF Waddington Watchman RADAR occasionally operates with

one or more processing filters selected to produce the best quality picture
for controllers. However, iaw RA3028, selection of any filters means the
RADAR service provided is technically “reduced due to limited surveillance
performance”.
b. In the sector 030-140°(M) from RAF Waddington there is a known

area of poor RADAR performance due to ground returns. Controllers are
still able to provide an effective RADAR service, but this is technically
“reduced due to limited surveillance performance”.
c. Within 10nm of RAF Waddington all RADAR services are "reduced

due to proximity to the overhead”.
12. In these specific cases only, the reduction of RADAR service due to limited
surveillance performance and proximity to the RADAR overhead is to be
assumed and will not be stated when the type of service to be provided is
confirmed by the controller. The procedure above will reduce R/T clutter and
highlight any unusual reduction in the RADAR service provided.
In accordance with CAP 774, Air Systems will not knowingly be vectored towards
a RADAR contact. Action and advice will be given appropriate to the service
being provided. Under DS, aircrew will be notified if it is not possible to maintain
standard separation between a known persistent RADAR contact. Crews are
advised to maintain an increased level of lookout in these areas.

B-38
LANDING CLEARANCES
13. Full Stop. Air Systems of Sentinel size or larger may only be cleared to
land when the RW is clear. Other Air Systems may be cleared to land behind
another Air System landing or touch and go providing that the one ahead is of
similar or faster type, has touched down and the horizontal separation is 3000ft
or more.
14. Touch and Go. Air Systems of Sentinel size or larger may only be cleared
to touch and go when the RW is clear. Other Air Systems may be cleared to
touch and go behind another Air System touch and go providing that the Air
System ahead is of similar or faster type, has touched down and has
commenced the acceleration stage of the touch and go before the clearance is
issued.
15. Low Approach. Air Systems may be cleared to low approach when the
RW is occupied by another Air System providing that the one on is remaining on
the RW and the pilot carrying out a low approach is to be instructed '... not below
200ft cleared to low approach only, one on’.
16. Pilots’ Actions if Not Visual. If not visual with the aerodrome, the pilot
must respond accordingly to the Talkdown controller, the pilot will be instructed to
either execute the MAP or fly as directed.
Clearances When Broken Off. Air Systems will be instructed to "Break off the
(instrument) approach", no later than 2nm, when there is no possibility of the
approach being completed. Air Systems will then be instructed to fly through or
join deadside, execute the MAP, or fly as directed by ATC depending on whether
or not the pilot is visual with the aerodrome. Air System commanders are to
comply with ATC break-off instructions.
MISSED APPROACH PROCEDURE
Climb on RW track to 1740ft QNH/1500ft QFE, then turn onto 045º climbing to
3240ft QNH/3000ft QFE. Free call RAF Waddington Approach 250.85.
COMMUNICATIONS FAILURE PROCEDURE
17. If unable to continue approach, turn towards the Aerodrome, fly not below
3000ft QFE, try to regain contact on any RAF Waddington frequency.

B-39
Order B216 - EMERGENCY PROCEDURES

References A. RA3039
B. MMATM
Annexes Nil
Content OVERDUE ACTION
1. The Ground Controller/ Approach Controller (as appropriate) is to notify the

ATC Supervisor in the event of an Air System failing to make R/T contact with
base at the end of its notified sortie duration, or by the ETA notified to ATC
movements, whichever is later. The Supervisor is to inform the DOC and take
appropriate action to trace the missing Air System. If the Air System cannot be
located, then full overdue action is to be taken without delay.
2. In order to avoid unnecessary tracing action being taken, Air System

commanders are to ensure that, whenever possible:
a. They advise ATC of their operating frequency.
b. They make every effort to inform ATC, either directly or via another
agency, whenever it appears that their sorties may be extended beyond
their original ETA.
SSR EMERGENCY SQUAWK
3. In the event of an unintentional "Emergency Squawk" when airborne,

pilots are to call the relevant ATC Authority and announce their error. This is to
prevent any unnecessary SAR action being taken.
TOTAL ELECTRICS FAILURE (TEF) AIR SYSTEM PROCEDURES
4. The standard procedure at RAF Waddington for TEF Air System is as

follows:
5. After Gear-Pyro Sequence. When Air Systems with total electrics failure
requires an undercarriage status check prior to landing, the following procedure
will be as follows.
a. A port to starboard sequence for indicating undercarriage status.
b. Green pyrotechnics to indicate undercarriage down, red to indicate

position other than locked down. (See MMATM for procedure for Air
Systems with outriggers).
c. Hook fitted Air Systems will receive a green (fourth pyrotechnic) for
the hook only if it is down.
6. Following the gear-configuration sequence of pyrotechnics (given

downwind), the Tower will transmit ‘Total Electrics Failure Air System, I see you
turning finals, you are cleared to land’. At this point the TRC should fire a green
pyrotechnic to inform the emergency Air System that the RW is available at the
Air System’s discretion.

B-40
Note: The only time another red should be fired is if the RW becomes
unavailable for any other reason.
NO COMPASS NO GYRO (NCNG)
7. Any practice NCNG requests are subject to controller workload and

airspace restrictions at the time of request. During an actual emergency,
phraseology will be standard in accordance with CAP 413 Radiotelephony
Manual.
SPEECHLESS
8. Any practice speechless requests are subject to controller workload and

airspace restrictions at the time of request.

B-41
Order B217 – AERODROME RESCUE AND FIRE FIGHTING (ARFF) CATEGORIES

References A. DSA 02 DFSR Aerodrome Rescue Firefighting Regulations
B. TGO(FW) TG 2309(5)
C. BMFO 200.240
Annexes Nil
Content 1. RAF Waddington is established for Fire Protection ICAO 7 for station-
based Air Systems, which is rested to ICAO 5 for pre-agreed periods of the day;
and with a minimum of ICAO 3 24/7. Station Ops will automatically arrange
crash category uplift to be in place 60 minutes prior to ETA/D if required. ICAO 8
available with prior notice and justification..
2. Only declared ARFF Categories are to be used. Iaw Ref A, categories do

not vary with number of POB.
3. Hotpit refuels are not permitted under any Aerodrome Cat at RAF
Waddington.
MINIMUM ARFF CATEGORIES FOR RAF WADDINGTON BASED AIR

SYSTEMS
4. The following minimum ARFF Aerodrome Categories are required iaw Ref
A:
a. E-3D – ICAO Cat 7
b. Rivet Joint – ICAO Cat 7
c. Sentinel – ICAO Cat 6.
d. Shadow – ICAO Cat 3.
5. There is no ICAO requirement for any engine ground run and the duty
crew commander will delegate the appropriate FFV when Fire Cover is
requested from Eng Ops.
6. When holding diversions for fast jets, RAF Waddington will routinely be at
ICAO Cat 5 during the flying window.
FLIGHTS TO AIRFIELDS BELOW THE TYPE SPECIFIC ARFF AERODROME

CATEGORY FOR AIR SYSTEM OPERATIONS
7. Ref B states that flights to and from airfields below the ARFF Aerodrome
Categories stipulated in TGO(FW) TG 2309(5) should not be authorized except
in the following circumstances:
a. Where there are urgent and compelling operational reasons that

necessitate tasking an Air System to an airfield below the required
Aerodrome Category. All reasonable attempts should be made to seek
ADFT approval prior to landing. In extreme circumstances, the authorizing
Air System may balance the risk against operational imperative and
approve the flight.

B-42
b. Where necessary due to an emergency situation, an Air System

Commander may elect to use any airfield regardless of its operating
Category at the time.
VISITING AIR SYSTEMS
8. A non-MoD visiting Air Systems controlling authority is responsible for

liaising with Waddington Ops to determine the crash category for the specific
movement. It is their responsibility to judge the operational necessity of the fight
against the risk involved of operating at RAF Waddington. However, visiting Air
Systems are not to be accepted without the authority of the DOC and agreement
is required by the AO if the available Aerodrome Category is less than the Air
System’s requirement.
COMMAND OF ARFF COMBINE
9. The DOC will oversee the coordination and communication between each
of the airfields key enablers regarding ARFF management.
10. The ATC Supervisor/ATCO IC retains tactical management of crash crews

to enable timely deployment in response to both airfield and domestics incidents.
All deployments that reduce ARFF Cat will be passed to Stn Ops to inform the
AO.
11. Once the ARFF is deployed the COMMAND will be retained by the fire
services CoC. This includes the crash ambulance, C/S ‘MEDIC’.
TESTING OF COMMUNICATIONS
12. ARFF rescue communications are to be tested by the Sup/ATCO IC. The
ADC is to ascertain the serviceability of the following at the start of his watch:
a. The ARFF vehicles in order to ascertain the current ARFF cat.
b. The MRE in the VCR.
c. ARFF rescue and ambulance MRE radios (each vehicle is to call for
a radio check).
d. The ARFF telephone.
e. The Stn ARFF alarm and broadcast system.
f. Emergency telephone Ext 333.
READINESS OF ARFF VEHICLES
13. For the ARFF organisation to be effective, all ARFF vehicles and the
ambulance are to be immediately available to respond to an emergency state
being declared. Therefore, all vehicles and their crews are to be placed under
the orders of the Sup/ATCO IC. When activated on a ‘crash state’ call, all ARFF
vehicles, including ‘MEDIC’ are placed under the command of the Crew
Commander.
14. The prior permission of Sup/ATCO IC is to be obtained before any element

of the ARFF services leaves its normal location, unless undertaking routine
business or responding to an incident. Permission should normally be obtained
B-43
by telephone. On departure from the Fire Section crews are to establish and
maintain radio contact with ATC throughout their journey; the vehicles are not to
be left unattended and the crews are to respond to all emergency state
broadcasts.
CONTROL OF ARFF VEHICLES
15. Radio control of all ARFF vehicles, rescue, fire and ambulance, is to be, in
normal circumstances, by the GC. They are to ensure that the VCR FOA refers
all requests for movements of such vehicles to himself. Additionally, the GC is
to maintain a record of the location of such vehicles on the ground movements’
board.
NON-AVIATION FIRE VEHICLE DEPLOYMENT
16. The withdrawal of the Domestic Fire vehicle from RAF Waddington has
meant that the ARFF line must respond to technical site incidents on the Stn. In
this event, the ARFF Category may reduce. The deployment of the ARFF
vehicles does not automatically reduce the ARFF Category. The ARFF Category
should be clarified with the ‘Crew Commander’. However, if the fire vehicles
deploy to a confirmed fire or risk to life incident, ATC must inform all Air Systems
of this and suspend imminent flying. The Sup/ATCO IC is then to consult with
the DOC and a decision to hold or divert Air Systems can then be made.
ARMED AIR SYSTEM PARKING
17. RAF Waddington cannot accept Air Systems fitted with forward firing
weapons. Flare safety exclusion zones are to be used for Air Systems loaded
with countermeasure flares.
ARFF RESPONSE TO DANGEROUS AIR CARGO (DAC)
18. The loading/unloading of DAC and parking of armed Air System is to take
place iaw AESO 2-1-1-01-37 The designated parking area for the
loading/unloading of DAC is Bay 19A. The ATC Sup/ATCO IC will initiate an
‘Emergency State 3’ for the arrival and departure of Air Systems carrying UN
Class 1 DAC. During unloading / loading of UN Class 1.1 DAC, a manned ARFF
vehicle shall be located near the operation for optimum response. Flare safety
exclusion zones are to be used for Air Systems loaded with countermeasure
flares.
19. The parking area for the loading/unloading of DG is allocated by Eng Ops
Ex 7544. The license to handle UN Class 1 is granted for Parking Bay 19A.
20. If a live armed Air System (applies only to HD 1.1) intends to park at RAF
Waddington, approval from the Stn Cdr must be obtained, on the advice of the
Explosive Safety Representative. This is a local restriction not a licensing
restriction. Flare safety exclusion zones are to be used for Air System loaded
with countermeasure flares. The HD 1.1 Qty can be increased to 8125Kg
provided:
a. Bay 18,19,20,21 and the VAHS carpark are vacated.
b. If the above are not vacated the limit reduces to 101Kg.

B-44
B218 – FLYING RESTRICTIONS

Order
A. RA 3278 – Snow and Ice Operations
References
Annexes Nil
Content ICING CONDITIONS
1. Regulations for Snow and Ice clearance operations are detailed within RA
3278 – Snow and Ice Operations.
2. RAF Waddington BLACKTOP season runs from 1 Nov to 30 Apr each year.
The Season can be brought forward or extended should it be necessary due to
the prevailing weather conditions. Whenever moderate or severe icing conditions
exist or are forecast in the local area during the flying period, the following orders
are to be complied with.
FORECAST
3. The Met Forecaster is to include moderate or severe icing cloud as well as

the altitude band in which airframe and/or engine icing is likely to be experienced.
IN-FLIGHT REPORTING
4. Whenever Air System commanders experience airframe and / or engine

icing during departure or recovery, they are to report the details as follows:
a. Type of icing and severity
b. Height band where icing occurred
c. Position of Air System
ACTION BY DSS
5. On receiving an airborne icing report the DOC is to:
a. Through the ATC Sup, inform all Air Systems in the local area.
b. Consider diverting Air Systems.
c. Instruct ATC to avoid holding Air Systems in icing bands and adopt
icing let-down procedures where possible.
d. Consider prohibiting departures.
e. Inform all Sqns, through the relevant DA.
ICING LET-DOWN PROCEDURES
6. When icing is forecast or reported below 3000ft agl and Air System
commanders are unable to avoid icing conditions, the following icing let down
procedures are to be followed:

B-45
a. Cloud base ≥ 1000ft agl/ Visibility ≥ 5km. Pilots are to fly a

RADAR-to-visual approach.
b. Cloud base < 1000ft agl/ Visibility < 5km. Air Systems are to be
held above the icing band until cleared to descend on the glideslope oi a
PAR/ SRA approach. Level flight in the icing band is to be kept to a
minimum.

B-46
Order B219 – AUTOMATED TRAFFIC INFORMATION SYSTEM
References A. CAP 413
Nil
Annexes
Content 1. RAF Waddington ATIS will broadcast routine and special changes to
airfield information over the period 0700-2359Z when open, on frequency
291.675MHz.
2. RAF Waddington will publish two different ATIS formats dependant on the
weather state. When the colour state is white or blue a short format ATIS will be
broadcast.
a. ATIS Information Code
b. Time
c. RW
d. Surface Wind
e. Colour State
f. QFE (hPa and INS)
g. QNH (hPa and INS)
h. Aids
i. RHAGS
j. Aerodrome Category
k. End of ATIS Information Code
3. When the colour state is Green or worse a long format ATIS will be
broadcast.
a. ATIS Information Code
b. Time
c. RW
d. Surface Wind
e. Colour State
f. Visibility
g. Present Weather

B-47
h. Current Cloud
i. Outside Air Temp
j. Dew Point
k. QFE (hPa and INS)
l. QNH (hPa and INS)
m. Aids
n. RHAGS
o. Aerodrome Category
p. End of ATIS Information Code
4. When the airfield closes the broadcast will be the following:
a. ‘the next transmission on ATIS will be at ****Z (plus the following

days date’
b. Weather specials (QFE and QNH only)
c. Serviceability (U/S, S and Maintenance)
d. Colour code
e. Runway change
f. Air System diversion change
g. Fuel on the ground
h. Crash category
i. RW wet condition
j. Air Experience Flying

B-48
Order B220 – HELICOPTER OPERATIONS
References Nil
Annexes Nil
Content 1. To maximise safety when integrating helicopters with fixed wg vis CCT
traffic, rotary VFR departures and recoveries will be allocated the following gates:
a. East Gate – Via Metheringham.
b. West Gate – Via Swinderby.
c. Helicopters to fly not above 500ft QFE inside the MATZ.
2. Once in the vis circuit, light helicopters (Gazelle, Leonardo, Juno, Jupiter,
Lynx) may depart or land direct on dispersal. Larger helicopters with significant
ground wash (Chinook, Merlin, Puma, Apache, Wildcat) are to make their final
approach to the RW in use and ground taxi to dispersal. In all cases, helicopters
must not take off from Alpha or Delta taxiway.
Note: Rotary Air Systems are not permitted to hover taxi over grass at RAF
Waddington.
3. All IFR departures must be from the RW due to obstacle clearance.
4. The restrictions above do not apply to the Lincolnshire and Nottinghamshire

Air Ambulance on an emergency callout.

B-49
B221 – OPERATIONS BY RAF WADDINGTON FLYING CLUB

Order Nil
References
Annexes Nil
Content 1. RAF Waddington has an established Flying Club situated on the eastern
side of the airfield, operating from the ERP and disused runway. Waddington
Flying Club (WFC) conducts training for the Private Pilot’s License (PPL) and
associated ratings. Flight training is conducted in various single engine light Air
System by WFC instructors and students operating 7 days a week. WFC
operates a variety of civilian registered Air Systems, primarily under UK CAA
Regulations but, due to its location and service pedigree, also adheres to MAA
and MoD Regulations where they are relevant and more restrictive.
PERMITTED OPERATING HOURS
2. WFC is permitted to operate from RAF Waddington both during normal

airfield operating hours when Air Traffic Control is open and, additionally, at
weekends/bank-holidays and after normal station flying times when Air Traffic
Control is closed. WFC Air Systems will normally route in and out of RAF
Waddington VFR west or eastbound. If tower is closed pilots will make pre-
emptive blind broadcasts of their intentions on frequency 121.3 VHF, prefixed
with ‘RAF Waddington traffic’.
DURING NORMAL AIRFIELD OPERATING HOURS
3. All Air System movements are to be requested and agreed with RAF
Waddington Stn Ops (Ext 6731). Once agreed, RAF Waddington Ops will then
notify ATC via telephone call. Full RT procedures are to be used on VHF GND
& TWR frequencies as appropriate. Instructions from RAF Waddington ATC are
mandatory. WFC pilots shall be familiar with the RAF Waddington FOB and
shall follow all procedures therein, including flying military style circuits.
OUTSIDE NORMAL AIRFIELD OPERATING HOURS
4. Landing and taking off for WFC is conducted between the RHAGs with the
traffic lights permanently on green. Drivers may still transit the Airfield via the
MT Route and should keep a good lookout for Air Systems both on the runway
and in the approach lanes. Drivers are to give way if it appears that the Air
System is not conforming with the laid down rules. If the Air System appears not
to be conforming with the agreed regulations, ATC and the DOC should be
informed at the earliest opportunity. It is the responsibility of the Duty Ops
Controller to inform the Fire section when a WFC Air System is flying outside of
normal airfield operating hours, i.e. weekends.
START UP AND TAXY PROCEDURES
5. Often, ATC RADAR is manned, despite the airfield being closed.

Therefore, to alert RAF Waddington RADAR that the airfield is in use, pilots are
to make an initial call on RAF Waddington Tower 121.3MHz. Pilots are to make
blind calls on this frequency and the pilot should remain on this frequency until
clear of the visual circuit or shut-down. Taxi instructions are as follows:

B-50
a. Runway 02RH. Taxy to the runway via Delta and Foxtrot taxiways.
If backtrack is required, enter and taxi to just north of the southern RHAG.
After landing the runway is to be vacated as soon as possible.
b. Runway 20. Taxy to the runway via Delta and Foxtrot taxiways. If
backtrack is required, enter and taxi to just south of the northern RHAG.
After landing the runways is to be vacated as soon as possible.
c. Echo Taxiway. Echo is to be used if Foxtrot is unavailable, when

instructed by ATC or when requested for Air System performance reasons.
d. When the airfield is closed, standard RT phraseology should be

maintained at all times. Blind calls are to be made prior to each critical
stage (taxi, entering runway, landing, etc.). This ensures that all units
listening on the frequency are aware of other Air System’s intentions. If
ATC respond, e.g. due to another non-light Air System airfield move, then
all ATC instructions are to be complied with.
TAKE-OFF AND LANDING
6. The runway traffic lights at the 02RH threshold will be left on GREEN and
pilots are to be aware that the thresholds are uncontrolled; vehicles may cross at
any time. Waddington Flying Club recoveries to RW 02RH must be under the
supervision of ADC, the 02RH traffic light will be selected to RED accordingly.
DEPARTURES AND RECOVERIES
7. All departures and recoveries are to be VFR. Pilots requiring a BS are to

contact RAF Waddington Zone on 119.50. On recovery, pilots are to broadcast
their intentions on 121.3 MHz prior to entering the visual cct. All pilots are
responsible for self-sequencing of Air Systems and are to squawk 7000, with
mode C if available.
8. Circuit Procedures. The visual circuit is not available outside normal

airfield opening times.
MISCELLANEOUS
9. Pilots are to ensure that they are adequately self-briefed on weather and
NOTAMS before getting airborne.
10. The Air Ambulance operates from Bay 11 on 121.3 MHz. Other than for
an Air System in emergency, the Air Ambulance has priority at all times.
11. The disused runway is not to be used for take-off or landing, unless
authorised by OC Ops Wg.
DELTA TLZ
12. To enable WFC to continue operating whilst other airfield users are
conducting essential airfield maintenance, DELTA Taxiway can be used as a
TLZ. This will only be used when ATC services are not being provided.
13. The TLZ will always be active on Saturdays, with Sundays being agreed at
the Operational Planning Group (OPG) if required. This will enable all essential
maintenance activities on the runway to be conducted. A switch back to the

B-51
main runway once activity is complete will not take place, this is to avoid
confusion.
14. To enable safe operations, the Fire Section will complete a FOD sweep,
block off all entrances to the TLZ with bollards and barriers and place signs up
when in use. Signage will warn of TLZ Active and refer personnel to the DOC.
Bollards and barriers will be in place at both ends of DELTA Taxiway and at the
MT route. Assistance from the WFC can be requested for the FOD sweep and
placement/replacement of barriers if required. There will be no access to this
area when the TLZ is active.
15. The use of the TLZ precludes the use of the Engine Running Platform
(ERP) for EGRs. Pre-planned and late notice Engine Ground Runs will take
precedence over TLZ operations. The DOC and Eng Ops will try where possible
to co-ordinate activity to allow the use of the TLZ. Pre-planned EGRs will be
discussed and agreed at the OPG each week, late notice EGRs (out with the
OPG) will require the DOC to liaise with the WFC Duty Committee Member.
16. The following procedures are to be followed in order to maintain safety and
procedural co-ordination:
a. WFC will contact the DOC to request activation of the TLZ.
b. If airfield works are being conducted on or near DELTA TLZ then the
WFC cannot operate from this area.
c. The ‘single occupancy’ rule is to be applied to the TLZ and its vicinity
by the DOC when co-ordinating airfield activity in the same way as the
main runway.
d. If approved, the DOC will arrange with the Fire Section for the
bollards, barriers and signage to be placed appropriately.
e. The DOC will ask the Fire Section to complete a FOD sweep.
f. The DOC is to make the WFC aware of any pertinent information

such as grass cutting operations alongside DELTA taxiway in the same
way as the main runway.
g. If a short notice request to use the ERP is received, TLZ operations

are to cease as soon as practicable.
h. Operationally essential vehicles such as ASMT bowsers requiring

access to Air Ambulance are to cross the 20 Threshold exit DELTA
taxiway before BRAVO Lazy. This remains clear of the stopway and does
not conflict with the TLZ. The procedure for approving vehicular access to
the airfield is at Order 210.
i. Operationally essential vehicles requiring access to VAHS and

associated dispersals can be given clearance to cross the 02 Threshold
and exit DELTA taxiway before Bay 18. This remains clear of the stopway
and does not conflict with the TLZ. The 02 Threshold is only to be used in
extremis.
j. Once flying activity on the TLZ is complete, the WFC are to inform
the DOC. The DOC will arrange with the Fire Section for all bollards,

B-52
barriers, signage to be removed and for a FOD sweep to be completed.

The DOC is to be notified once the area is clear.
17. Reporting of Out of Hours Incidents. WFC operates its own Safety
Management System. The WFC Duty Pilot has an incident check-list to follow.
The primary method of reporting any incident is by using the Military DASOR
system; a tick-box within the DASOR can be used to release the information to
the CAA Safety Reporting System and is the easiest way to cover this
responsibility. In the event of a serious incident or accident out of hours, the
following should be informed.
a. Main Guard Room 01522 727005
b. Stn Ops Duty Assistant 01522 726731
c. Senior Duty Exec 07976 689117
d. Station Orderly Officer 07976 684807

B-53
Order B222 – LINCS & NOTTS AIR AMBULANCE OPERATIONS
References: Nil
Annexes: Nil
Content 1. The Lincs/Notts Air Ambulance operates from RAF Waddington to provide
support to the local emergency services. The crews are instrument rated
however they will normally operate VFR. The Air System will squawk 0020 and
use the callsign ‘Helimed 29A’ (‘Helimed 29’ when not in response to an incident).
When this callsign is used the Air System is to be afforded the appropriate level
of priority in accordance with standing ATS civil/military regulation. When ATC is
closed, Air Ambulance are contact the DOC via Ex 6532.
2. Access to EG R313. Should there be a requirement for Helimed 29A to

penetrate EG R313 when it is active, LARS is to liaise with RA who is then to
contact RAFAT and request that they operate not below 1000ft Scampton QFE,
thus allowing Helimed 29A to transit safely through the area not above 500ft
Scampton QFE. LARS is to notify RA when the Air System has either landed or
cleared the area so that full use of EG R313 may be resumed. A further
clearance must be obtained before Helimed 29A may lift from within EG R313, or
re-enter the area following casualty pick-up.
3. VFR Departure and Recovery. The Helimed is normally controlled by

LARS on 119.50MHz.
4. IFR Recovery. The Helimed is to be controlled by a Dir qualified controller.

With the RA controller’s permission this may be carried out by the LARS
controller if suitably qualified.
5. During periods that the airfield is considered as closed:
b. When manned ATC are to maintain a listening watch for Helimed on

121.3MHz. LARS will note the POB and departure details and inform the
pilot that RAF Waddington Tower is closed and that blind calls are required.
c. The pilot will remain on 121.3MHz for departure and will transfer to
LARS on 119.50MHz at the aerodrome boundary.
d. On recovery to RAF Waddington, LARS will pass the RW, QFE,

surface wind and ask the pilot to report visual with the Aerodrome. Once
visual with the Aerodrome, and free from confliction, the pilot will transfer to
121.3 MHz making blind calls.

B-54
Order B223 – FUEL DUMPING
References: A. 1 Gp ASO 2309
Annexes: A. Fuel Dumping Occurrence Report
Content 1. Fuel Dumping. For military Air Systems the dumping of fuel is a reportable
occurrence iaw Reference A Considerations prior to fuel dumping are also
contained within the 1Gp ASO. Following any flight during which fuel was
dumped a Fuel Dumping Occurrence Report contained at Annex A to this order is
to be submitted to the Station Flt Safety Officer (x6666) within 48 hours of the
occurrence.
2. Fuel Jettison. RAF Waddington does not have any fuel jettison areas.
Any inadvertent jettison of fuel must be reported through DASOR and a Fuel
Dumping Occurrence Rport as per para 1 of this order.

B-55
Annex A to Order B223 FUEL DUMPING OCCURRENCE REPORT
To: RAF Waddington SFSO. WAD-TotalSafety-FltSafety@mod.gov.uk
Ref: 1GI2309
CALLSIGN
AIR SYSTEM TYPE
AIR SYSTEM COMMANDERS

RANK AND NAME
DATE OF FLIGHT
AMOUNT OF FUEL DUMPED

REASON FOR DUMP
Where fuel dumping was the result of

an in-flight emergency, then the
details of fuel dump are to be included
in the flight safety occurrence report.
ALTITUDE/FLIGHT LEVEL
CLOUD COVER
WIND SPEED/DIRECTION
POSITION OF START OF DUMP LAT/LONG:
POSITION OF CEASE DUMP LAT/LONG:
TIME FUEL DUMP COMMENCE
DURATION OF FUEL DUMP
This report is to be retained for a period of 3 years.
Air System’s Cdr’s Signature……………………………………………

B-56
UNCONTROLLED COPY
Section C Deconfliction Procedure
WHEN PRINTED
FOB SECTION C – DECONFLICTION PROCEDURE

C-1
UNCONTROLLED COPY
WHEN PRINTED
Order C101 – LINCOLNSHIRE AGREED AIRSPACE

References CAP 774 UK Flight Information Services
Annexes A. AA Sectors and Capabilities
B. Visual Reporting Points of AA
Content 1. The Local Operating Airspace around RAF Waddington and RAFC
Cranwell has been split into 8 notional sectors to offer systemic deconfliction to
local units.
AIRSPACE STRUCTURE
2. Lateral. Annex A to this order provides lateral boundaries and is split into
four equal sectors. All bearings are in degrees magnetic as follows:
a. North-East Sector 000° - 089°. (AA Sector 2)
b. South-East Sector 090° - 179°. (AA Sector 4)
c. South-West Sector 180° - 269°. (AA Sector 3)
d. North-West Sector 270° - 359°. (AA Sector 1)
e. Sectors 5 - 8 are nominated to the south of RAF Wittering (WIT),

primarily for the use of WIT based Air Systems.
3. Vertical. The vertical dimensions of the procedures are 4000ft to 10000ft.
CONCEPT OF OPERATIONS
4. As the sectors fall into uncontrolled airspace the primary responsibility for
separation rests with ‘see and avoid’ by the Air System commander. The
concept of ‘soft boundaries’ applies to the sectors – Air Systems may operate
next to and along boundaries; occasional minor incursions may occur provided
crews return to the allocated sector as soon as practical.
5. Air System commanders are able to change operating sector when

airborne for reasons such as weather. They are to request this change via ATC.
Air System commanders are to use and appropriate FIS.
a. Air System commanders are to depart RAFC Cranwell as normal for

their planned sector and expect a traffic service from RAF Waddington
ATC.
b. Air System commanders are to call established in the sector and

pass brief operating details with the planned requested altitudes.
6. For Air Systems in receipt of a radar Service, when Mode C indicates

above the base height/altitude stipulated in the pre-booked AA sector block, ATC
will initiate approval, when safe to do so, for Air Systems to manoeuvre as
required.

C-2
UNCONTROLLED COPY
WHEN PRINTED
Annex A to Order C101 AAT SECTORS AND CAPACITIES

C-3
UNCONTROLLED COPY
WHEN PRINTED

C-4
Section C UNCONTROLLED COPY WHEN PRINTED Deconfliction Procedures
Annex B to Order C101 VISUAL REPORTING POINTS SECTORS 1-4 OF LINCOLNSHIRE AGREED AIRSPACE

C-5
UNCONTROLLED COPY
WHEN PRINTED
C102 – RLG PROCEDURES AT RAF SCAMPTON

Order
References: Nil
Annexes:
A. RAFC Cranwell / RAF Scampton Transit Procedures
Content 1. RAFC Cranwell based Air Systems may use RAF Scampton as an RLG,
subject to the requirements of RAFAT, and prior notification, as described below.
Normally, the RAFAT modus operandi will be as follows:
Sep - Mar
Work-up and continuation training. RAFAT will carry out

formation work-up training during the pre-notified, display
slots.
Mar - May During the Exercise SPRINGHAWK deployment, RAF

Scampton will be freely available to other Air Systems.
May - Sep The Display Season will require 7-days a week ops with
occasional practice displays to maintain currency or to
display to VIPs / visitors. RAF Scampton will be available to
Air Systems outside pre-notified display slots.
The above dates may vary should the display season be extended, or an out-of-
season overseas tour be planned.
NOTIFICATION OF TRAINING
2. Aircrew wishing to use RAF Scampton are normally to pre-book their

activity through Scampton ATC (95760 Ext 3051). However, aircrew may
also seek clearance during flight. The squawk Mode 3/A 2643C is to be
used by Air Systems flying both visual ccts at Scampton and the VFR
transit procedure.
CIRCUIT JOIN
3. Aircrew wishing to join the Scampton visual circuit are not to enter
EGR 313 until cleared to do so by Scampton tower. When joining from
RAFC Cranwell via the VFR transit procedure they will normally be
required to do so through the Initial Point (having flown to the north of
Scampton) but ATC may clear a downwind join if traffic permits. When
joining from the FIR, they may freecall Scampton tower and position
visually. However, where Air Systems may conflict with RAF Waddington
RADAR patterns, they are normally to contact RAF Waddington ATC
initially to assist with deconfliction and to have their squawk/ Mode C
C-6
UNCONTROLLED COPY
WHEN PRINTED
verified. Aircrew are to squawk Mode 3/A 2643C when approaching the
cct or as directed by ATC.
CIRCUIT FLYING
4. The Scampton visual cct is to the North (RW 22RH/RW 04). Subject
to ATC clearance, Air Systems may fly all visual ccts and practice
emergencies at Scampton using the procedures and limitations in force at
RAF Waddington. The arrestor barrier will be in the down position for all
Prefect, Phenom and Tutor approaches.
DEPARTURES
5. Aircrew intending to depart to RAFC Cranwell via the VFR transit

procedure are to notify ATC of their wish to transit when downwind on
their final circuit, or during taxi. They are to retain the Mode 3/A 2643C
squawk. Air Systems departing are normally to do so VFR, remaining
clear of RAF Waddington RADAR pattern and following normal ATC and
SSR procedures. Air System commanders are to call RAFC Cranwell
Approach for visual recovery and should note that RAF Waddington ATC
are not established to provide an IFR departure service.
RAFC CRANWELL / RAF SCAMPTON RLG TRANSIT PROCEDURES
6. See Order C102 Annex A.
PROVISION OF RADAR RECOVERIES BY RAF WADDINGTON
7. Subject to traffic levels, RAF Waddington ATC will provide RADAR

recoveries to RAF Scampton for RADAR to visual, or SRA. Once
airborne, Air Systems will be handed over to RAF Waddington or are to
freecall RAF Waddington Approach requesting RADAR recovery to
Scampton.
USE OF RUNWAYS
8. Due to degradation of the first 100m of both edges of RW 22 and

last 100m of RW 04 pilots are to use the centreline as directed by
NOTAM U0256/16.
NOTIFICATION OF FALDINGWORTH FLARES
9. Faldingworth is a site located within the RAF Scampton MATZ; a

private company called Skydock utilises their airspace to test flares,
though CAA regulations do not require them to submit NOTAMs.
Therefore, Skydock provides ATC at RAF Scampton with their planned
activity every Friday for the proceeding week. This information is passed
to RAF Waddington Stn Ops, who in turn pass it onto RAF Waddington
ATC who transpose it onto ATIS.

C-7
UNCONTROLLED COPY
WHEN PRINTED
Annex A to Order C102 RAFC CRANWELL / RAF SCAMPTON TRANSIT PROCEDURE

C-8
UNCONTROLLED COPY
WHEN PRINTED
Order C103 – RAF WADDINGTON / RAFC CRANWELL TRANSIT PROCEDURES
References Nil
Annexes A. Tower to Tower Transit Procedures
Content RAF WADDINGTON / RAFC CRANWELL TRANSIT PROCEDURES
1. Air Systems are to depart RAFC Cranwell at 1000ft RAFC Cranwell QFE
to join at RAF Waddington via initials for RW 02 or downwind for RW 20. On
return, Air Systems are to fly at 1500ft RAFC Cranwell QFE to join via the IP at
RAFC Cranwell. Air Systems transiting are to squawk Mode 3/A 3627C. If
RAFC Cranwell RW 01/19 is in use the transit procedure for the instrument
runway at RAFC Cranwell is to be flown.
2. Pilots are to notify ATC of their wish to transit when downwind on their final
circuit, on taxi, by requesting “TWR to TWR”. The destination airfield is to be
contacted as soon as they are clear of the visual circuit of the departure airfield.

C-9
UNCONTROLLED COPY
WHEN PRINTED
Annex A to Order C103 TOWER TO TOWER TRANSIT PROCEDURE
RAFC Cranwell 26 RAFC Cranwell 08
A – THE START OF RAF WADDINGTON RW 20 DOWNWIND LEG
B – IP FOR RAF WADDINGTON RW 02RH (3 nm

C-10

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CHAPTER 2: TECHNICAL ADMINISTRATION

CHAPTER 3: AERODROME LOCATION AND LAYOUT

CHAPTER 4: AERODROME DATA, CHARCTERISTICS AND FACILITIES

4.13. Declared Distances 4-17

CHAPTER 5: EMERGENCY ORDERS – (AERODROME CRASH PLAN)

CHAPTER 6: RESCUE & FIRE FIGHTING SERVICE ORDERS

CHAPTER 7: AIR TRAFFIC SERVICES AND LOCAL PROCEDURES

CHAPTER 8: AERODROME ADMINISTRATION AND OPERATING PROCEDURES

8.5. Surveillance Equipment Maintenance & Monitoring 8-2

CHAPTER 9: SNOW AND ICE OPERATIONS

CHAPTER 10: FORCE PROTECTION RESPONSIBILITIES

Issue 9 Withdrawn 02 Jul 19

DAM MASTER VERSION

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

1.1. REGULATORY CROSS-REFERENCE

1.2. PURPOSE OF THE DEFENCE AERODROME MANUAL (DAM)

3.2.1. Local Area Map (Refined)

4.1. LOCATION INDICATOR AND NAME

Address Royal Air Force

Telephone Mil: 95771 7301 / 6532 (Ops).

Fax Mil: 95771 6786 (Ops)

Web site http://www.raf.mod.uk/rafwaddington/

Civilian visitors are not routinely accepted; any

Visiting Air Systems are required to be

See Table Overleaf

Outside of LARS operating hours, pilots requiring

Lincs/Notts Air Ambulance operations are given high priority on movements.

5.1. EMERGENCY ORDERS / AERODROME CRASH PLAN

5.2. DISABLED AIR SYSTEM REMOVAL

5.3. FUEL DUMPING

5.4. FUEL SPILLS

The AO is to be familiar with the following documents and requirements:

6.1. EMERGENCY ORGANIZATION

6.2. AO / DFR RELATIONSHIP

6.3. AERODROME RESCUE AND FIRE FIGHTING SERVICES ORDERS

6.4. AERODROME RESCUE AND FIRE FIGHTING TRAINING ORDERS

6.5. TASK RESOURCE ANALYSIS (TRA)

6.6. ARFF ASSESSMENT REQUIREMENTS

7.1. AIR TRAFFIC CONTROL ORDERS

7.2. ATC SERVICES

7.4. APPROACH PROCEDURES

a. Rwy 20. Left hand at 1000 ft QFE.

b. Rwy 02RH. Right hand at 1000 ft QFE.

3. The RJ visual circuits are flown at 1300ft QNH.

7. Exceptions. Exceptions to the above sub-paras a-c are as follows:

5. Visual circuits are not to be extended beyond 5 nms downwind.

6. The weather minima for radar to visual approaches are as follows:

a. Cloud base (SCT) ≥ 1200 ft agl.

a. Bravo Taxiway is not available for Air System use.

b. MEDIUM. There is an increased number of birds either on the airfield, in the

c. MEDIUM. Specific warnings of bird activity are to be broadcast by ATC to Air

3. The ATC Sup or ATCO i/c is to:

b. Inform diversion commitment aerodromes.

a. Restrict or stop further take offs.

a. Delaying or cancelling their departure.

b. Holding off, or making a single approach to land.

8.2. AERODROME SERVICEABILITY INPESCTION ORDERS