ADC | RAF Brize Norton (EGVN)¶
Taxiway Restrictions¶
Taxiways B, C and E are not generally assigned to Air Systems with wingspan of 64 m (209 ft) or greater (e.g. C-5 Galaxy, Antonov 124). Pilots of Air Systems with wingspans greater than 60 m (193 ft) may reject the use of these taxiways if the pilot is not willing to accept the reduced wingtip clearance.
Parking Stands¶
All parking bays are nose-in, taxi-out in nature, and Air Systems shall egress using the central Taxiway H. Pushback is not required from this parking area.
Based Air Systems shall be instructed to “taxi back” on arrival, as they will be aware of their assigned bay. This can be on either the North side, or the South side of the airfield. If TWR is unsure of which way to instruct the Air System to vacate, they may ask the pilot at a suitable time prior to touchdown.
Non-based, Military Air Systems shall be directed towards an appropriate parking bay on the north side of the airfield.
Arriving Voyager flights, or non-based civilian Air Systems, shall be parked at the Terminal on the West side of Taxiway D. Bays 1-6 shall be used for heavy Air Systems e.g., Voyager, and Bays 7-10 shall be used for smaller types.
Light Air Systems shall be directed to the Flying Club parking area, located on the East side of Taxiway D, near Hold D1. Helicopters may be parked anywhere on the airfield.
IFR Departures¶
When starting any IFR departure, GMC shall inform APP, who shall coordinate with Swanwick Mil or London Centre as appropriate. In the absence of APP or Swanwick Mil, no coordination is required.
IFR GAT (ATS Route Network Joiners)¶
Air Systems joining the ATS route network will do so via CONKO, KISWO or DTY in accordance with routes published in the SRD. On VATSIM, departure instructions may be issued to Air Systems via any of these routes without reference to Swanwick Mil or London Control.
Clearances to join controlled airspace are normally issued once airborne by APP, Swanwick Mil, or the relevant area sector.
| To | Joining Fix | Route | Cleared Via | Civil Area Sector |
|---|---|---|---|---|
| West/East | CONKO | L18 / Q63 / CPT / KENET | CONKO SID | AC West |
| Northwest | KISWO | NAXAT - KISWO - AVTIC/N864 | NAXAT SID - DCT KISWO | AC West |
| Northeast | DTY | NAXAT - DTY - SAPCO | NAXAT SID - DCT DTY | TC Midlands |
Air Systems joining the ATS route network at CONKO shall be cleared on a CONKO SID - “CONKO 07” or “CONKO 25” for Runway 07 or 25, respectively. The initial climb for CONKO SIDs is FL100.
Air Systems joining the ATS route network at KISWO or DTY are to be passed an abbreviated clearance in the following format:
Radiotelephony
ASCOT 453, standard [KISWO/DAVENTRY] departure, climb FL100, squawk 3740
These Standard Departures route initially to NAXAT not above FL100, before turning right direct to KISWO (climbing FL190) or DTY (further climb as directed).
IFR OAT¶
Other IFR departures (i.e. OAT not joining the ATS route network), including Radar Corridor crossings, are to be cleared via a Standard Departure which route initially to NAXAT not above FL100. Standard Departures available to non-ATS route traffic are LICHFIELD (LICH), DAVENTRY (DTY), and SHAWBURY (SWB). After NAXAT, LICH departures climb to FL140, DTY departures maintain FL100, and SWB departures climb to FL190. Departures routing via the standalone “NAXAT 07” or “NAXAT 25” SID shall be cleared to FL80. Details specific to these procedures can be found in 
UK Mil AIP - EGVN “Special Procedures 2". Clearances are to be passed in the following format:
Radiotelephony
ASCOT 453, standard SHAWBURY departure, climb FL100, squawk 3740.
Other Radar departures are available to Air Systems requesting to fly under their own navigation once departing the Brize CTR. These differ depending on the active runway and are designated “ALPHA 07 / BRAVO 07” and “ALPHA 25 / BRAVO 25” and terminate at BZN 9 DME or BZN 8 DME, respectively. These departures are generally used by Air Systems routing into the UK Low Flying Areas or operating under an OAT flight plan.
Non-standard IFR departures can also be given a heading to fly after passing the terrain safe level. This is more commonly used with visiting fast jets. These instructions shall be delivered in the following format:
Radiotelephony
CHAOS 41, after departure, fly runway heading, climb FL100. On passing altitude 1800 feet, turn left/right heading X degrees
Departure Releases¶
It is the responsibility of APP to provide releases for IFR traffic that ensure adequate separation between departing Air Systems (see Approach Control – Outbound Procedures). In the absence of a controller providing Radar services, Air Systems operating under IFR may depart with a 2-minute departure interval, except when multiple Air Systems are departing in formation. Speed group separation must also be always taken into consideration.
Air Systems operating under VFR are subject to release from ZONE, except traffic remaining within the visual circuit which does not require a release. Air Systems already in the visual circuit which then request to leave the Brize CTR shall be coordinated with ZONE on an individual basis, at the earliest opportunity.
Wake turbulence separation is to be applied in accordance with Military procedures which can be found in the VATSIM UK Military ATC Manual. This is particularly important considering the diversity of Air Systems operating at Brize. At Brize, aircraft must only be given wake turbulence information when:
- It appears likely to controllers that appropriate separation minima is unlikely to exist, and
- The aircraft are in different wake turbulence categories.
Radiotelephony
Caution wake turbulence, the recommended distance is X miles
Departure Hand-off Order¶
All traffic shall be transferred to the relevant APC controller once TWR deems the Air System “clean” of traffic known to them. IFR GAT (ATS Routes) or OAT (Military Routes) departures, and IFR training flights remaining within the Brize CTR, shall be transferred to APP (127.255). VFR departures shall be transferred to ZONE (119.005) once clear of the Brize ATZ and visual circuit.
In the absence of APP, IFR departures are to be transferred in accordance with the following sequence:
| Callsign | Position Logon | Controller Identifier | Frequency |
|---|---|---|---|
| Swanwick Mil West | EGVV_W_CTR | VVW | 127.450 |
| Swanwick Mil Bandbox | EGVV_CTR | VV | 133.900 |
Info
The radiotelephony callsign is "Swanwick Mil" for the above area positions.
In the absence of APP, departing Air Systems shall be instructed to monitor UNICOM after departure.
Alternatively, TWR may coordinate with London AC West to 'bridge the gap' for Air Systems with GAT flight plans routing via CONKO Q63 or KISWO, or London TC Midlands for traffic via DTY.
Warning
TWR must agree to 'bridge the gap' with area control; it is not to be treated as standard procedure.
Air Systems with OAT flight plans routing via one of the defined Radar Corridors or other routings shall be transferred to UNICOM after departure and are expected to freecall the relevant London AC controller prior to their crossing.