NOT FOR REAL WORLD USE
Last Updated - July 2023
Position | Network Callsign | RT Callsign | Frequency |
---|---|---|---|
GMC | EGGP_GND | Liverpool Ground | 121.950 |
AIR | EGGP_TWR | Liverpool Tower | 126.350 |
INT | EGGP_APP | Liverpool Radar | 119.855 |
FIN | EGGP F_APP | Liverpool Director | 118.455 |
Aerodrome control responsibilities at Liverpool are split into:
Liverpool operates a preferential runway scheme, whereby the Westerly runway (27) will be used for take-off and landing in preference to the Easterly runway (09), unless wind, or other factors dictate. Generally, it is to be said that:
"Runway 27 will normally be used in preference to 09 when the tailwind component is no greater than 5kts and the surface is dry"
The runway configuration should, as often as possible, be the same as Manchester. If Manchester and Liverpool have to use opposing runways, then there are specific procedures that have to be implemented. These are discussed in the Approach procedures.
Liverpool QFE = QNH - 3 hpa
5000 ft
By ATC.
Runway 27 is suitable for Category II and III operations by operators whose minima have been accepted by the Civil Aviation Authority.
During CAT II/III operations, special ATC procedures (Low Visibility Procedures) will be applied.
ATC Low Visibility Procedures come into effect when:
GMC should coordinate with AIR:
GMC should coordinate with INT/ ACC:
As instructed in the AIP, pilots requesting start-up are to report their aircraft type, stand number, QNH and the identification letter of the received ATIS information on first contact.
GMC shall confirm the pilot is in receipt of the correct QNH, if it is incorrect or not passed by the pilot the correct QNH must be passed and acknowledged.
Clearances shall be issued using the following phraseology:
“[CALLSIGN], cleared to [DESTINATION], [SID], squawk [SSR CODE]”
A correct readback must be obtained prior to starting the aircraft.
The GMC controller must ensure that aircraft labels are populated with the correct data pertinent to an aircraft's flight. If an aircraft is departing via a SID into the airways the initial altitude and intention code must be entered.
Datalink clearances are not in use at Liverpool.
All passenger airline flights should position on the main terminal building. GA and charter flights should park on the "Kilo" GA apron. XLR business jet aircraft should park on the west of the main apron.
The following stands are restricted to the following maximum size aircraft:
A319/ B734 | 37, 40, 41, 56 |
A320/ B738 | 4, 6, 8, 9, 10, 33-36, 39, 53, 56 |
A321/ B752 | 1, 3, 5, 7, 11, 51, 54 |
B763 | 12a, 14, 52, 55 |
B744 | 14a |
AIR should co-ordinate with INT:
AIR should co-ordinate with ACC:
Releases from PC MTMA are required for the below (ticked) departures.
SID | Runway 27 | Runway 09 | ||
---|---|---|---|---|
GP_APP | MTMA | GP_APP | MTMA | |
BARTN | ✔ | ✔ | ✔ | |
NANTI | ✔ | |||
POL | ✔ | ✔ | ✔ | |
REXAM | ✔ | ✔ | ✔ | |
WAL | ✔ | ✔ |
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.
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
CAA Departure Wake Turbulence Separation must be applied between departing aircraft.
For the purpose of route separation Liverpool SIDs are divided into 2 groups:
North | WAL / POL / DESIG |
---|---|
South | NANTI / REXAM |
Leading Aircraft | Following Aircraft | Separation (Mins) |
---|---|---|
North | North | 2 |
North | South | 1 |
South | South | 2 |
South | North | 1 |
All departures from Liverpool, regardless of the runway in use, contact the appropriate area sector once airborne. They have no contact with Liverpool radar. Aircraft should be transferred by AIR to PC MTMA straight after departure, preferably no later than 2000ft.
If PC MTMA is offline, departures should be transferred to:
If all of the above are offline, departures should be released to UNICOM.
INT will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.
INT 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 INT.
CAA Approach Wake Turbulence separation must be applied between arriving aircraft.
Liverpool APC is responsible for aircraft within the Liverpool RMA and CTR.
INT should co-ordinate with AIR:
INT should coordinate with ACC:
The standard release points are TIPOD and KEGUN.
PC MTMA controllers may transfer inbound aircraft to Liverpool APC by silent handover provided that:
The following holding areas are available for Liverpool traffic:
Hold | Holding Level |
---|---|
TIPOD | FL060 |
KEGUN | FL060 |
A minimum radar separation of 3nm must be applied.
CAA Approach wake turbulence separation minima must be applied between arriving aircraft.
Aircraft should be radar vectored to establish 2nm before the Final Approach Point (FAP).
Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. If traffic conditions permit, a pilot may be requested to maintain a higher than normal speed or be advised that there is “no ATC speed restriction”.
There are standard speeds to be employed are as follows:
To assist pilots in the management of their descent, ranges from touchdown are to be passed as follows:
When Manchester is using runway 05L/R and Liverpool is using 09, NANTI2V and REXAM2V departures shall not be used. In this case the aircraft should be instructed to climb to 3000ft turning to heading 210.
When Manchester is using 05L/R and Liverpool is using 27, NANTI2T is unavailable. Aircraft should be instructed to climb to 4000ft turning to heading 180 degrees.
If Manchester is using 05L/R departures are restricted to a maximum altitude of 4000ft Liverpool QNH, until they are clear of the airspace around the 05L/R stub.
NANTI departures from Liverpool 09 are restricted to 3000ft until 2 DME when Manchester is using 05L/R.
The Liverpool Control Zone and Control Area are both Class D airspace.
Use | Code |
---|---|
Approach | 5050 - 5057 |
Conspicuity | 5050 |
Circuits should be flown to the South of the field (left hand from runway 27, right hand from runway 09). Circuit height is 1500ft QNH.
VFR transits must not penetrate the ATZ without approval from AIR. 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.
All VFR flights must route via a valid VRP. There are standard routes established for this purpose, these are Chester and Seaforth for RWY27 and Kirkby and Oulton Park for RWY09. The maximum altitude along these routes is 1500ft.
VFR aircraft should arrive using either the Kirkby, Chester or Oulton Park VRPs, operating at not above 1500ft Liverpool QNH.
Special VFR flights may be authorised in the Liverpool CTR. SVFR clearances to operate within the Liverpool CTR, for the purpose of proceeding to or from the airport are not to be granted to fixed wing aircraft if the reported visibility at the airport is less than 3km or the reported cloud ceiling is less than 1000ft.
Fanstops may only be carried out to the south of the airfield.
Overhead joins are not permitted.
UK FIS may be given provided that it does not adversely affect operations at Liverpool. Controllers must not give a Deconfliction service or radar vectors under a traffic service to aircraft below 3100ft to the south of the airfield, 3500ft to the north-east and 2000ft to the north-west, within 25nm from the airfield. A radar service outside of 40nm must not be given.