NOT FOR REAL WORLD USE
Last updated: January 2024
Changes to previous versions of this documentation are highlighted in yellow.
Position | Logon Callsign | RT Callsign | Frequency |
---|---|---|---|
GMP | EGCC_DEL | Manchester Delivery | 121.705 |
GMC | EGCC_GND | Manchester Ground | 121.855 |
AIR N | EGCC_N_TWR | Manchester Tower | 118.630 |
AIR S | EGCC_S_TWR | Manchester Tower | 119.405 |
INT N | EGCC_N_APP | Manchester Radar | 135.005 |
INT S | EGCC_S_APP | Manchester Radar | 118.580 |
FIN | EGCC_F_APP | Manchester Director | 121.355 |
GMP may only be staffed when Manchester GMC is connected. If GMP is not staffed the role will be assumed by GMC if open or the online AIR controller.
Whilst 23L/05R is open AIR North and GMC must be online before AIR South may be opened.
INT South shall be the first position to be opened. When online without FIN, INT South shall assume the responsibility of both positions and provide bandboxed coverage.
FIN shall be the second position to be opened. When online, the controller will carry out the functions of the FIN controller.
An AIR position must be online before FIN can be opened. If the AIR position goes offline whilst connected and another controller can not be found to carry out the Tower duties, then the FIN position must be closed. If the traffic situation means it cannot be closed straight away, it must be closed as soon as possible. During that time, FIN will assume responsibility for aerodrome control.
INT South may only be opened when INT North and an AIR position are online, and traffic levels dictate.
Aerodrome Control responsibilities at Manchester are split into:
Manchester operates a preferential runway scheme, whereby the Westerly runways (23L/R) will be used for take-off and landing in preference to the Easterly runways (05L/R), unless the tailwind component is greater than 5 knots at aerodrome level, or greater than 10 knots at 1000ft on the approach.
Runway 23L is only available for landing in case of emergencies as there is no precision approach available and traffic will have to backtrack to vacate. Runway 05R is not used for departures for similar reasons.
AIR North is in charge of the runway selection.
Dual runway operations are normally in force during the following periods in Summer (all times local) :
Mon-Fri (0515-1500); Sat (0515-0830); Sun (0515-0830) and (1200-1900)
When dual runway operations are in force, 23R/05R is used for arrivals and 23L/05L is used for departures. Outside these times, single runway operations on 23R/05L are in force and South Tower must not log online unless explicit permission is obtained from the Air Operations Department.
Manchester QFE = QNH - 9 hPa
5000 ft
By ATC.
Runways 05L and 23R are suitable for Category II and III operations.
During Category ll and lll operations, special ATC procedures (ATC Low Visibility Procedures) will be applied.
ATC Low Visibility Procedures (LVPs) come into effect when:
Increased seperation between arriving aircraft should be used:
Runway 05R/ 23L is not equipped for low visibility procedures. Therefore, if no other runways are available and LVPs are in force, the airport must close.
Departing aircraft should report their Aircraft type, Stand number and ATiS information received on first contact.
Aircraft should be issued clearance on the correct SID by the GMP controller using the following phraseology:
”Aircraft Callsign, Controller Callsign, (ATIS Info), Cleared to (Destination), (SID), Squawk (SSR Code)”
“SHT123, Manchester Delivery, Information A Current, Cleared to Heathrow, SANBA 1Y Departure, Squawk 4304”
Manchester has two southbound departures for noise abatement reasons. The SANBA Departures must only be issued to jet powered aircraft, whilst LISTO should be issued to propeller powered aircraft, jet aircraft up to 35000 MTOW and BAE 146 series, E135/145 series, CRJ series, Global Express series, Gulfstream series.
Aircraft that have filed a LISTO departure and are rerouted via SANBA should fly the N859 to HON VOR.
It is the responsibility of the GMP controller to manage the workload of both GMC and AIR by starting aircraft in an appropriate order.
Aircraft should only be transferred to the appropriate GMC controller once the aircraft has reported ready and in line with any departure delays.
Aircraft are transferred to GMC using the following phraseology:
“Aircraft Callsign, hold position, contact Ground 121.855”
Data link clearances are in use at Manchester. Only the controller covering GMP (Or controlling GMP top-down) should use the code EGCC when logging on.
GMC shall not cross aircraft on an active runway. Aircraft should be cleared to a runway holding point and prior to transfer instructed to hold short of the runway. To expedite the flow of traffic the GMC controller may pass onward taxi instructions for the crossing traffic to the relevant AIR controller.
AIR controllers may delegate the crossing of traffic on a closed runway to GMC, otherwise the crossing of traffic on a closed runway should be treated as if it were an active runway.
”SHT123, Hold short of Runway 23R, Contact Tower 118.630”
GMC is responsible for stand allocation. In the absence of GMC, the controller covering GMC top down will be responsible for stand allocation.
There are three terminals at Manchester, each servicing a mix of domestic and international flights:
Terminal 1 Pier B | AEE, AUA, AUR, EIN, EZY, NAX, THY |
---|---|
Terminal 1 Pier C | TSC, UAE (A380 stand 12), ETD, FIN, ICE, DLH, PGT, SAS, SWR, TAP |
Terminal 2 main | AMC, BEL, EWG, FHY |
Terminal 2 Pier 1 | BBC, CPA, ETC, CHH, EUK, EXS, OMA, PIA, QTR, SVA, SQA, TOM, VIR |
Terminal 3 main | AFR, BAW, IBE, IBS, KLM, RYR |
Terminal 3 Pier A | RYR, AWC, VLG |
Freight | 66 - 72 and 925 - 929 |
All Manchester departures operate on a free-flow system and do not require a release before takeoff.
Unless an aircraft is departing from the full length, the word ‘via’ must be used for all line-up instructions with regards to the runway holding point entering the runway.
Holding points considered full length are as follows:
All crossing clearances must use the word ‘at’ with regards to the runway holding point entering the runway.
Conditional clearances are only to be issued when the subject traffic lining-up or crossing is next to use the runway behind the arriving/departing aircraft upon which the condition is given.
Controllers should be aware of the conditions in which multiple aircraft may line up (MATS Part 1, Section 2, Chapter 1, Paragraph 14.1).
Aircraft may be lined up from multiple holding points providing a suitable gap between them remains, e.g.:
Wake turbulence separation minima on departure shall be applied by measuring airborne times between successive aircraft. Take-off clearance may be issued with an allowance for the anticipated take-off run on the runway; however, the airborne time interval shall reflect a difference of at least the required time separation. ATC does not have the discretion to reduce wake turbulence separation minima.
CAA Departure separation minima must be applied between departing aircraft. Departure separation minima can also be found within the XU Quick view.
For the purpose of route separation, the SIDs are grouped as follows:
WEST | ASMIM, EKLAD and departures |
---|---|
EAST | DESIG, POL and SONEX departures |
LISTO and SANBA departures are not grouped and require specific separation.
Leading aircraft | Following aircraft | Time separation |
---|---|---|
WEST | WEST | 2m 00s |
EAST | 1m 00s | |
SANBA | 2m 00s | |
LISTO | 1m 00s | |
EAST | EAST | 2m 00s |
WEST | 1m 00s | |
SANBA | 1m 00s | |
LISTO | 1m 00s | |
SANBA | WEST | 2m 00s |
EAST | 2m 00s | |
SANBA | 1m 00s | |
LISTO | 1m 00s | |
LISTO | WEST | 2m 00s |
EAST | 1m 00s | |
SANBA | 1m 00s | |
LISTO | 1m 00s |
WEST | ASMIM, EKLAD and KUXEM departures |
---|---|
EAST | DESIG, POL and SONEX departures |
Leading aircraft | Following aircraft | Time separation |
---|---|---|
WEST | WEST | 2m 00s |
EAST | 1m 00s | |
LISTO | 1m 00s | |
EAST | EAST | 2m 00s |
WEST | 1m 00s | |
LISTO | 1m 00s | |
LISTO | WEST | 1m 00s |
EAST | 1m 00s | |
LISTO | 2m 00s |
Aircraft departing from an intersection require an additional minute to the times stated above.
Outbound aircraft may only be transferred once all aerodrome conflicts have been resolved and the aircraft has been seen to commence its initial turn onto track.
Departure routing | Sector |
---|---|
ASMIM, EKLAD or KUXEM | EGPX M CTR (PC MTMA) |
DESIG, POL or SONEX | EGPX M CTR (PC MTMA) |
LISTO or SANBA | EGPX M CTR (PC MTMA) |
FIN will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.
FIN is responsible for the necessary spacing between inbound aircraft. The AIR controller should monitor inbound aircraft to check that the correct spacing is being achieved.
Should any corrective action be required for arriving aircraft outside of 4nm DME, coordination should be effected between the AIR controller and FIN.
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR Arrivals controller is to:
Before resuming departures, coordination must be effected by the AIR and FIN controllers. All departures following a missed approach are subject to release by FIN, including departures that are handed directly to PC sectors, until cancelled by FIN.
Approach Control responsibilities at Manchester are split into:
Manchester APC is responsible for approach control services within the Manchester RMA and CTR.
Manchester SSR code allocation is 7350-7373. These are allocated as follows:
Use | Code |
---|---|
Approach | 7350 - 7363 |
Approach | 7367 - 7373 |
A number of conspicuity squawks exist within the Manchester SSR code allocation:
Aircraft operating on the above four conspicuity squawk codes are not considered to be positively identified for the purposes of providing a service and a discrete SSR code must be provided.
The standard release points are DAYNE, MIRSI and ROSUN.
Area controllers may transfer inbound aircraft to Manchester APC by silent handover provided that:
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, do not to run aircraft at 4000ft 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.
Inbound aircraft should be transferred to FIN descending to altitude 3000ft and clear of any conflict.
Transfer of communication may be effected using the following phraseology:
“Contact Manchester Director, Callsign only, 121.355”
A minimum radar separation of 3nm shall be used for all arriving traffic, unless 2.5nm separation is in use and has been coordinated with AIR.
In the event of a missed approach, AIR will pass details of the missed approach to the INT South controller. The INT South controller shall issue a heading and frequency to which the subject aircraft will be transferred.
VFR circuits operate to the south of the airfield at 1300ft QNH or 1000ft QFE.
Fanstops are not to be carried out on runway 05L/R.
Overhead joins are not permitted.
VFR Fixed wing arrivals and departures, should enter/exit the zone via one of the 4 entry/exit lanes;
Aircraft operating along these routes must remain clear of cloud and in sight of the surface with a flight visibility of at least 3km. They should keep the centreline of the lane on their right, unless otherwise instructed by ATC. Aircraft inbound/outbound to the zone from positions away from the lanes should follow the routes published.
VFR fixed wing transits must not penetrate the ATZ without approval from AIR N. A gap should be made in the arrival stream to facilitate the crossing. Crossing overhead the airfield should be made at the landing threshold of the runway in use.
The LLR is a portion of airspace where flights may operate without individual ATC clearance. Entry to the LLR is subject to the following:
UK FIS may be given provided that it does not adversely affect operations at Manchester
A Deconfliction Service or radar vectors under a Traffic Service can only be given to aircraft operating between 2400ft QNH and FL100 within 30nm of the airfield. A radar service outside of 40nm must not be given.
Barton aerodrome is located north-east of Manchester. Barton operates an AFIS unit and aircraft working that unit will be instructed to squawk 7365.
The Barton ATZ is below Manchester CTA5 (DB 2000ft) and does not penetrate the Manchester CTR.
A number of other aerodromes are located within and close to the Manchester CTA/CTR.