IVAO United Kingdom - Manchester (EGCC)

Approach Procedures

Manchester

Radar Manoeuvring Area

The Radar Manoeuvring Area (RMA) is the airspace in which Manchester Directors can safely vector aircraft.

The arrangement of the Manchester Radar Manoeuvring Area depends on the runways in use. When easterly runways are in use (05L/05R), the RMA is orientated from the stacks towards the final approach paths of the easterly runways. In the blue area, aircraft east of the Manchester LLC may be descended to 2500ft, subject to co-ordinated approval from GP RAD.

When westerly runways are in use (23R/23L), the RMA is orientated from the stacks towards the final approach paths of the westerly runways

It is important that when vectoring aircraft inbound, you remain within the confined RMA airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.

Descent below MSL may not be given until the aircraft are within the RMA and clear of departure routes.

INT S Procedures

INT S adopts the role of "Master Director" to coordinate and integrate traffic from the north and the south stacks. During normal operations, INT S will pass instructions to inbound traffic routeing through the DAYNE stack until handover to Final Director.

Traffic should normally be offered to FIN descending to altitude 5000ft (QNH) at 220kts. If any non standard altitudes or speeds are used, FIN should be informed when the aircraft is transferred. On transfer of control to FIN, controllers should use the phrase "Contact Manchester Director with callsign only, 121.350"

Traffic via DAYNE will usually be vectored on a downwind heading from the stack, or when traffic permits be given a heading direct to the base leg for 23R from TNT. If landing on easterlies and there is a constant stream of departures from Liverpool it may be preferrable to vector overhead for a left circit. This will have to be co-ordinated with INT N.

IMPORTANT - The headings and tracks used here are only approximate. There are many factors which will affect the headings and tracks used such as wind and traffic situation . There is no requirement to follow these routes exactly as they are described.

INT N Procedures

During operations when INT N and INT S are open, INT N will pass instructions to inbound traffic routeing through both north stacks in order to perform integration of the two streams until handover to Final Director.

Traffic from the northern stacks will usually be vectored for downwind from the stacks and should not be descended below MSL until clear of departure routes, unless co-ordinated with the appropriate area controller. Aircraft via MIRSI and ROSUN may be vectored straight-in when traffic conditions permit, again this must be co-ordinated with the appropriate area controller, and Liverpool Radar if appropriate.

Continuous Descent Approach Procedure

The aim of a CDA is to provide pilots with ATC assistance necessary for them to achieve a continuous descent during intermediate and final approach at speeds which require minimum use of lift devices. This has significant benefits in terms of noise produced and reduces the amount of fuel that needs to be used.

The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information.

The CDA procedure should be used for all inbound aircraft to Manchester.

Distance from touchdown information should be passed at the following times:

When first issuing descent clearance from a Flight Level to an altitude
On first contact with FIN
If DME is unserviceable, ranges should be passed on the intercept heading to the ILS
If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order)

(If there is no FIN controller online, pass distance from touchdown information when you turn the aircraft onto a base leg)

Speed Control

Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. On occasions, a pilot may request to maintain a higher than normal speed. If traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction".

There are standard speeds which should be employed during approach:

During Intermediate approach, leaving the stack to the point at which a base leg is flown, 220kts should be used.
On a base leg and closing heading, 180kts should be used. (If spacing is becoming tight, aircraft can be slowed to 160kts when on a closing heading for the ILS)
On final, 160kts until 4DME. Speed control cannot be applied beyond 4DME.

Separation from TMA Traffic

If a departure from Manchester is following a SID (both laterally and vertically) then it is the responsibility for Manchester Radar to maintain separation against the departure.
If a departure from Manchester is taken off the SID (both laterally or vertically) then it is the responsibility of the TMA to maintain separation against Manchester inbounds.

Liverpool NANTI departures run along the Western outside edge of the Easterly RMA at 4000ft. During Easterly operations, try not to run aircraft at 4000 too close to the Western side of the RMA. It is the responsibility of Manchester to see any Liverpool NANTI departures and maintain separation against them.

Missed Approach procedures

The missed approach procedures are as follows:

Runway	Missed Approach Procedure
23R	Climb to 3500ft - straight ahead until passing 750ft or I-NN DME 0 inbound, whichever is later, then turn right onto track 358°. Continue as directed by ATC.
05L	Climb straight ahead to 3500ft then as directed by ATC.
23L	(RNAV Approach) Climb straight ahead to 3500ft or as directed by ATC.
05R	Climb to 3500 - straight ahead to 700ft or 0 DME I-MC inbound, whichever is later, then turn right onto track 188°. Continue as directed by ATC.

The appropriate INT DIR will be made aware of the missed approach by the tower.
The tower controllers will make each other aware of the missed approach and will hold further departures and issue any tactical headings to aircraft already departing to ensure they are separated from the missed approach aircraft.
The INT DIR should issue a heading and/or frequency for the aircraft to contact
The INT DIR should inform the relevant tower controller when outbound traffic can be resumed again

Following a missed approach, if the aircraft wishes to hold it should be carried out at the MCT VOR - 113.55:

Inbound heading 234/L Turns, minimum level 3000ft

In the event of an associated radio failure with a missed approach, the aircraft should follow the procedures detailed in the UK AIP.

Terrain Clearance:

Terrain clearance is the responsibility of the pilot whether or not specific heading instructions have been issued by ATC.

The lowest level within the RMAC that can be assigned to aircraft which is terrain safe is 2400ft, except around the North Eastern edges, which is 3000-3500ft. Close attention should be paid to the ATC Surveillance Minimum Altitude Chart.

Manchester Support Controller (CC SPT)

During periods of high traffic loading, it may be necessary for a Support controller to log on and help.

The responsibilities of the SPT controller are:

Accepting inbound releases
Telephone Co-ordination
Responding to aircrafts first call on frequency
Laddering the stacks down

This leaves the INT S Director to concentrate purely on vectoring aircraft from the stacks.

Inbound Releases:

In reality, every aircraft is released over the telephone at a specific level. This can be simulated on IVAO also.

A release message contains:

Callsign
Flight Level
Release Point

Example of a release phone call between Wallasey and CC SPT:

"Manchester"

"Wallasey, release, SHT2R at 7"

"SHT2R, 7"

"AIC101 at 8"

"AIC101, 8"

"DLH4GP at 9"

"DLH4GP, 9"

"BMA1145 at 10"

"BMA1145, 10"

"Correct"

"Roger"

Telephone Co-ordination:

CC SPT takes care of the telephone co-ordination. This can be simulated through the IVAO Intercom. Example of telephone co-ordination with STAFA to let them know you are vectoring an aircraft over the top of Manchester to position for a right hand downwind for Runway 05L:

"Stafa"

"Manchester - 15 miles north of Manchester, SHT2R, coming over the top for a right hand downwind for 05L"

"Roger - Thanks"

Responding to aircrafts first call on frequency:

So that the director can concentrate on the vectoring, CC SPT answers the first call from aircraft on frequency

"Manchester Director, Good morning SHT2773, descending FL90 to DAYNE, we're a 737 with Echo"

"SHT2773, Manchester, hold at DAYNE, delay is 5 to 10 minutes"

"Hold at DAYNE, SHT2773"

If INT S wants the aircraft to be brought straight off the hold but he needs to make a phone call or think about something else, he can tell SPT to give the aircraft a heading off the stack:

"Manchester Radar, Good Evening TOM222, Descending FL90 to DAYNE, we're an A320 with Zulu"

"TOM222, Manchester, turn right heading 360 degrees, 220kts"

"Right heading 360 degrees, speed 220kts, TOM222"

Laddering the stacks:

CC SPT is responsible for keeping the stacks laddered down, making sure there are no unnecessary gaps:

"DLH877 descend FL60"

"Descend FL60, DLH877"

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"BAW123 descend FL70"

"Descend FL70, BAW123"

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One of the most difficult things when CC SPT is open is managing the RT. Both controllers are active on the same voice frequency. It is important that you keep an eye on what the director is doing, so you can guess when you think the director needs to speak - The RT is ultimately his and he has to be able to use it exactly when he needs to.