IVAO United Kingdom - Liverpool (EGGP)

Approach Procedures

Liverpool

Radar Manoeuvring Area

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

The Liverpool RMA looks like this:

(IMAGE AVAILABLE SOON)

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.

Vectoring/Descent before release point

When Liverpool arrivals are released, they may be released for turn and/or descent at the same time. This enables the aircraft to be vectored and/or descended before they reach the holding fix. If they have not been released, they can not be turned or descended below the release level until they reach the holding fix.

Intermediate Approach Procedures

Traffic from the stacks usually follows a standard vectoring pattern to the ILS.

When vectoring for runway 27, aircraft must be descended to 2500ft when running downwind then further to 1800ft when on a base leg. Aircraft must not pass further than 9nm East of Liverpool at any time due to the close proximity of Manchester traffic.

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 runway 09 only. It cannot be used for runway 27 arrivals due to airspace restrictions.

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

When first issuing descent clearance from a Flight Level to an altitude
When turning the aircraft onto a base leg
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)

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.

Note - Boeing 757's prefer to fly at 210kts during intermediate approach

Missed Approach procedures

The missed approach procedures are as follows:

Runway	Missed Approach Procedure
09	Climb straight ahead to LPL, climbing to 2500ft. Aircraft which achieve 1700ft by LPL, enter hold and continue climb to 2500ft or as directed. Aircraft unable to achieve 1700ft by LPL should inform ATC and continue on LPL QDR 089 to 1700ft then turn right to LPL climbing to 2500ft or as directed.
27	Climb straight ahead to 1500ft then turn right to LPL climbing to 2000ft or as directed.

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

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 final approach areas that can be assigned to aircraft which is terrain safe is 1500ft.

Radar Separation Requirements

The minimum radar separation between aircraft is 3nm.

Spacing Requirements

The minimum spacing between aircraft is 3nm unless there are vortex implications. The final approach vortex spacing to be used by Liverpool Approach is:

Super	Super	4
	Heavy	6
	Upper Medium	7
	Lower Medium	7
	Small	7
	Light	8
Heavy	Super	4
	Heavy	4
	Upper Medium	5
	Lower Medium	5
	Small	6
	Light	7
Upper Medium	Upper Medium	3
	Lower Medium	4
	Small	4
	Light	6
Lower Medium	Small	3
Lower Medium	Light	5
Small	Light	3

Upper Medium aircraft are B707, B757, DC8, IL62 and VC10

Lower Medium are all other medium aircraft

Liverpool Radar is to provide 4nm spacing unless requested otherwise by AIR. A 6 mile gap will enable 1 aircraft to depart. An 8 mile gap will enable 2 aircraft to depart.

A minimum of 15nm must be used between a known emergency aircraft and any traffic following it on final approach. The tower will be responsible for determining the required gap.

Descent Profile

Aircraft that are established on the localiser may be cleared to descend on the glidepath from altitudes up to and including 5000ft QNH.

Surveillance Radar Approaches

RAD is responsible for carrying out SRA's. SRA's with advisory heights on a 3 degree glidepath terminating at 2nm from touchdown are approved for all runways.