13.  Bad Weather Low Level S.O.P.

     If it becomes necessary for aircraft to delay at either "Marble Arch"
or "Stepney" a left hand orbit is to be made at "Stepney" and a right hand
orbit at "Marble Arch". If very bad weather conditions should make it
impossible to navigate to "Stepney" or "Marble Arch", pilots should climb on
track to 2,500 feet maintaining QNH? and request let down instructions on "Alpha" stating
DME distance from base. When a sudden deterioration occurs, low level pilots
will in al1 probability be unable to carry on their low level mission. In
this event, they are to climb to 2,500 feet and if operating to the south
of this airfield and unable to contact Jever on R/T, ask Gutersloh for
Jever's weather. On receipt of a Jever weather state of AMBER 3 WHISKY they
are to climb to height, call Jever and ask whether they are to return to
Base or divert.

14.  Simultaneous Action by the Approach Controller.

     The Approach Controller is to let down al1 high level aircraft into
G.C.A. pick-up for G.C.A. full stop landing. Simultaneously he is to direct
low level approaches from "Stepney" and "Marble Arch" until picked up by the
director. Before handing over the aircraft to G.C.A. the Approach
Controller at this stage is to grant or refuse permission for overshoots in
AMBER 1. This decision will depend on the traffic intensity on the approach
path.

15.  Action by the Director.

     The Director is responsible for delaying low level approaches by dog
legging or demanding a 360° turn taking 2 mins. to permit high level :approaches
priority on the glide path.

16.  Action by Talk-Down Controllers.

     Talk-Down Controllers are responsible for ensuring as many aircraft make
full stop landings off the first approach as possible and are to retain control
of any missed approaches, automatically directing pilots into standard low
level quickie G.C.A. patterns. If the aircraft fails to land off this
quickie approach, and has only 600 lbs. of fuel remaining it should be
diverted for an emergency landing at Oldenburg. Providing that Oldenburg is
better than Jever.

17.  Action by Pilots in the Circuit.

     Pilots are not to make any practice overshoots in Amber conditions
but are to make every endeavour to make a full stop landing off the first
approach. The problem of overweight landings is insignificant in
comparison with the resultant chaos caused in the let down pattern by a
pilot overshooting purely because he is slightly overweight. Furthermore,
the overweight problem is almost eliminated if the pilots observe the
overhead let down fuel state meticulously.

                                              N.E.Bowen
                                             (N. E. BOWEN)
                                             Wing Commander,
                                             Officer Commanding
JEV/S.42/AIR                                 Flying Wing,
30th October, 1959.                          Royal Air Force, JEVER.