EGCC —  MANCHESTER

EGCC AD 2.1  AERODROME LOCATION INDICATOR AND NAME

EGCC —  MANCHESTER

EGCC AD 2.2  AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1

ARP coordinates and site at AD
Lat: 532113N Long: 0021630W

Mid point of Runway 05L/23R.

2

Direction and distance from city

7.5 NM SW of Manchester.

3

Elevation / Reference temperature / Mean Low Temperature

257 FT / 18 °C / -

4

Geoid undulation at AD ELEV PSN

167 FT

5

Magnetic Variation / Annual Change

0.43°W (2022) / 0.21°E

6

AD Administration

MANCHESTER AIRPORT PLC

 

Address

Manchester Airport, Manchester M90 1QX

 

Telephone

0161-209 2835 (ATC)

0161-489 3331 (Airfield Duty Manager)

0808-169 7030 (Manchester Airport PLC - General Enquiries)

0161-493 1850 (Airport Co-ordination Ltd - PPR Mon-Fri; 0900-1700)

 

Telefax

0161-489 8373 (Airfield Duty Manager)

7

Type of Traffic permitted (IFR/VFR)

IFR/VFR

8

Remarks

All telephone calls to ATC will be recorded.

EGCC AD 2.3  OPERATIONAL HOURS

1

AD Administration

H24

2

Customs and immigration

H24

3

Health and sanitation

H24

(Port Health)

4

AIS Briefing Office

5

ATS Reporting Office (ARO)

6

MET Briefing Office

7

ATS

H24

See also AD 2.18.

8

Fuelling

H24

9

Handling

H24

10

Security

H24

11

De-icing

H24

12

Remarks

Refer to AD 2.20 item 1.

EGCC AD 2.4  HANDLING SERVICES AND FACILITIES

1

Cargo handling facilities

HILOs 15 and 18.6 M and 9 M conveyor belts. 9 ton fork lift. Nearest railway siding: Heald Green 1.3 NM.

2

Fuel and oil types

AVTUR JET A-1 (anti-icing additive not included).

W80, W100 and W120, 98, 390, 500.

3

Fuelling facilities/capacity

Hydrants at all pier stands for AVTUR JET A-1. No over-wing fuelling.

4

De-icing facilities

Contact: Swissport, Menzies, Aero Mag 2000 MAN Ltd.

5

Hangar space for visiting aircraft

Limited. Signature Flight Support.

6

Repair facilities for visiting aircraft

By arrangement with Signature Flight Support.

7

Remarks

Oxygen and related servicing, by arrangement with handling agent.

A nominated handling agent is mandatory for all visiting aircraft.

Signature Flight Support – Tel: 0161-436 6666. Fax: 0161-436 3450.
E-mail: man@signatureflight.co.uk.
VHF Company Frequency 131.615 MHz (Northside facility).

Other handling agents based at Manchester are:
Menzies – Swissport – dnata – Star Handling Ltd - DHL - Jet 2 - Weston Aviation - T25.

EGCC AD 2.5  PASSENGER FACILITIES

1

Hotels

6

2

Restaurants

Restaurants in all Terminals.

3

Transportation

Buses, trains, taxis and car hire. Nearest railway station: Airport.

4

Medical facilities

Medical Response H24 - First aid only.

5

Bank and Post Office

Post office Terminal 1. Bureau de Change.

6

Tourist Office

 
7

Remarks

 

EGCC AD 2.6  RESCUE AND FIRE FIGHTING SERVICES

1

AD category for fire fighting services

RFF Category A10

2

Rescue equipment

 
3

Capability for removal of disabled aircraft

170,000 KG. Contact 0161-489 3331 (Airfield Duty Manager).

4

Remarks

 

EGCC AD 2.7  SEASONAL AVAILABILITY - CLEARING

1

Type of clearing equipment

Mechanical, Chemical anti-icing.

2

Clearance priorities

During snowfall, aerodrome may be SNOCLO and Runway 05R/23L may not be cleared and available.

3

Remarks

Latest information from Snow State/Clearance Programme Tel: 0161-489 3331 (Airfield Duty Manager).

EGCC AD 2.8  APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1

Apron surface and strength

APRON 1

Surface: Concrete

PCN 56/R/C/W/T

APRON 2

Surface: Concrete

PCN 97/R/B/W/T

2

Taxiway width, surface and strength

Taxiway ALPHA: 23 M

Surface: Concrete and asphalt

PCN 66/F/C/W/T PCN between Alpha-Echo and Bravo: 46 F/C/W/T

  

Taxiway OTHER TAXIWAYS: 23 M

Surface: Concrete and asphalt

PCN 95/R/C/W/T

  

Taxiway SIERRA: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway TANGO: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway UNIFORM: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway VICTOR: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway VICTOR ALPHA: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway VICTOR BRAVO: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway VICTOR CHARLIE: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway WHISKEY: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

  

Taxiway YANKEE: 23 M

Surface: Concrete and asphalt

PCN 79/R/C/W/T

3

Altimeter checkpoint location and elevation

Pier A: 240 - 243 FT AMSL. Pier B: 233 - 236 FT AMSL. Pier C: 228 - 232 FT AMSL.
Western Apron 221 - 231 FT AMSL. Apron 238 FT AMSL.

4

VOR checkpoints

 
5

INS checkpoints

See Aircraft Ground Movement/Parking/Docking Chart.

6

Remarks

Taxiways Quebec and November-Bravo may be used for aircraft parking. In darkness or if Low Visibility Procedures are in force a ‘Follow-Me’ vehicle will be provided.

EGCC AD 2.9  SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1

Use of aircraft stand ID signs, TWY guide lines and visual

docking/parking guidance system of aircraft stands

Terminal 1 comprises Stands 1-12, 15, 21-29, 31 and 32. Stand 12 has additional centre-lines designated 12L and 12R. Aircraft docking on all Terminal 1 stands (except Stands 12L and 21) is by Safedock. Aircraft docking on Stands 12L and 21 is by Marshaller’s instructions.

Terminal 2 has a frontage serving Stands 201-210. Stands 201, 203, 207 and 209 have a single centre-line. Stands 202, 204, 206, 208 and 210 have two centre-lines. The main widebody centre-line is designated by the stand number only. The subsidiary is designated Left. For example: Stand 206 and 206L.
Terminal 2 Pier 1 serves Stands 101, 103, 105, 107, 109, 111, 113, 113L and 113R on the western side, and Stands 104, 106, 106R, 108, 110, 110L, 112, 112R, 114, 116 and 116L on the eastern side.
Stands 113, 113L, 113R, 114, 116 and 116L are remote, without an airbridge.
Aircraft docking on all Pier 1 stands is by Safedock.

Terminal 3 comprises pier served Stands 16-18, 41-44 and 47-55, and remote Stands 57 and 58. Stands 44 and 55 have additional centre-lines designated 44L, 44R, 55L and 55R. Aircrews are to note that Stands 44L, 44R, 55L and 55R are demarked by alternate yellow/white dashed painted centre-lines. Aircraft docking on all Terminal 3 stands is by Safedock (except Stands 44, 44L, 44R, 57 and 58). Aircraft docking on Stands 44, 44L, 44R, 57 and 58 is by Marshaller’s instructions.

Remote Stands 61-64, 66-68, 74, 80-82 and 231 have additional centre-lines designated Left and Right. Stands 65, 69-73, 233-237, 901-919 and 925-929 have single centre-lines. Aircraft docking on Stands 901-919 and 925-929 is by Safedock. Aircraft docking on all other remote stands is by Marshaller's instructions.

Aircrew are to note that all Stand Entry Guidance Systems are activated by their ground handling agent. Pilots must not enter an aircraft stand unless the Stand Entry Guidance has been activated and the correct aircraft type is displayed, or a Manchester Airport Marshaller has signalled clearance to proceed. In the event of there being no activated SEG upon approach to a stand, flight crews must hold position on the taxiway and advise GMC. Flight crews must not attempt to self-park.

2

Runway and taxiway markings and lighting

Runway marking aid(s):

05L/23R: Runway designation. Runway threshold, runway centre-line, edge, TDZ and fixed distances. Runway width is designated by side stripe markings.

  

05R/23L: Runway designation. Runway threshold, runway centre-line, edge, TDZ and fixed distances. Runway width is designated by side stripe markings. Turning circle has unlit painted yellow centre-line and inset blue edge lighting beyond runway edges.

  

Taxiway light(s):

Green centre-line with blue edge lights on sharp curves, red stop bars at holding positions. Runway Exits have alternate green/yellow centre-line lights to the edge of the localiser sensitive area. Runway holding position. Runway Guard lights. Taxiways Quebec and November-Bravo have painted yellow centre-lines only – during Sunset to Sunrise these taxiways only to be used with a Follow-Me vehicle.

Taxiway Zulu has three centrelines comprising a central centreline painted yellow, for use by aircraft up to and including ICAO Code E and dual colour-coded centrelines designated as Zulu-Blue and Zulu-Orange for use by aircraft up to and including ICAO Code C. Pilots are to follow relevant centreline as instructed by ATC. Aircraft may manoeuvre on Zulu-Blue and Zulu-Orange simultaneously HJ only. HN all aircraft will use Zulu-Orange which is lit with green taxiway centreline lights. HN aircraft movements restricted to maximum ICAO Code C.

3

Stop bars and runway guard lights (if any)

Stopbars at runway entrance points are in operation H24.

4

Other runway protection measures

 
5

Remarks

Some obstacle marking. Wind direction indicators (LGTD) - 532057.17N 0021651.06W, 532001.19N 0021845.55W, 532122.88N 0021554.81W.

Pilot attention is drawn to the use of additional paint markings at specified runway entrance and exit points. These markings are provided as an additional measure to raise situational awareness and to reduce the runway incursion risk.

All Ground Movement is under ATC Control.

EGCC AD 2.10  AERODROME OBSTACLES

In Approach/Take-off areas
Obstacle ID/ DesignationObstacle
Type		Obstacle
Position		Elevation/HeightObstruction
Lighting Type/Colour		Remarks
123456

(EGCC11921) 23R/APPROACH 05L/TAKE-OFF

TREE

532157.43N 0021517.15W

297 FT

47 FT

No

 

(EGCC11900) 23R/APPROACH 05L/TAKE-OFF

TREE

532155.66N 0021457.84W

307 FT

61 FT

No

 

(EGCC11920) 23R/APPROACH 05L/TAKE-OFF

TREE

532155.61N 0021517.83W

291 FT

43 FT

No

 

(EGCC10205) 23R/APPROACH 05L/TAKE-OFF

TREE

532155.57N 0021458.34W

302 FT

55 FT

No

 

(EGCC11897) 23R/APPROACH 05L/TAKE-OFF

TREE

532155.12N 0021458.18W

295 FT

50 FT

No

 

(EGCC11887) 23R/APPROACH 05L/TAKE-OFF

TREE

532152.79N 0021457.06W

290 FT

42 FT

No

 

(EGCC11889) 23R/APPROACH 05L/TAKE-OFF

TREE

532152.36N 0021504.00W

288 FT

40 FT

No

 

(EGCC11909) 23R/APPROACH 05L/TAKE-OFF

TREE

532152.34N 0021517.31W

268 FT

34 FT

No

 

(EGCC11890) 23R/APPROACH 05L/TAKE-OFF

TREE

532152.32N 0021505.65W

274 FT

28 FT

No

 

(EGCC11908) 23R/APPROACH 05L/TAKE-OFF

TREE

532152.16N 0021516.72W

274 FT

36 FT

No

 

(EGCC3653) 23R/APPROACH 05L/TAKE-OFF

RAILWAY GANTRY

532151.97N 0021516.86W

257 FT

12 FT

No

 

(EGCC11882) 23R/APPROACH 05L/TAKE-OFF

TREE

532151.57N 0021502.84W

288 FT

41 FT

No

 

(EGCC1320) 23R/APPROACH 05L/TAKE-OFF

HOUSE CHIMNEY

532149.90N 0021529.73W

285 FT

35 FT

Yes

Red

 

(EGCC9388) 23R/APPROACH 05L/TAKE-OFF

FENCE

532147.73N 0021528.60W

260 FT

12 FT

No

 

(EGCC11967) 23L/APPROACH 05R/TAKE-OFF

TREE

532131.18N 0021509.13W

340 FT

82 FT

No

 

(EGCC9493) 23L/APPROACH 05R/TAKE-OFF

ANTENNA MLAT

532114.63N 0021542.58W

303 FT

46 FT

Yes

Red

 

(EGCC9497) 23L/APPROACH 05R/TAKE-OFF

TREE

532113.56N 0021529.29W

321 FT

49 FT

No

 

(EGCC10568) 23L/APPROACH 05R/TAKE-OFF

ANTENNA MLAT

532104.06N 0021610.77W

256 FT

13 FT

Yes

Red

 

(EGCC11471) 23L/APPROACH 05R/TAKE-OFF

TREE

532101.73N 0021600.42W

293 FT

39 FT

No

 

(EGCC8823) 23L/APPROACH 05R/TAKE-OFF

TREE

532053.07N 0021625.11W

248 FT

36 FT

No

 

(EGCC12048) 05L/APPROACH 23R/TAKE-OFF

TREE

532040.94N 0021742.55W

215 FT

35 FT

No

 

(EGCC8616) 05L/APPROACH 23R/TAKE-OFF

TREE

532037.71N 0021738.16W

213 FT

26 FT

No

 

(EGCC12020) 05L/APPROACH 23R/TAKE-OFF

TREE

532037.65N 0021738.77W

219 FT

39 FT

No

 

(EGCC12106) 05L/APPROACH 23R/TAKE-OFF

TREE

532035.39N 0021759.41W

234 FT

42 FT

No

 

(EGCC12442) 05R/APPROACH 23L/TAKE-OFF

TREE

531956.14N 0021847.10W

213 FT

45 FT

No

 

(EGCC12447) 05R/APPROACH 23L/TAKE-OFF

TREE

531955.49N 0021845.34W

211 FT

40 FT

No

 

(EGCC12448) 05R/APPROACH 23L/TAKE-OFF

TREE

531955.36N 0021845.07W

208 FT

37 FT

No

 

(EGCC8829) 05R/APPROACH 23L/TAKE-OFF

ANTENNA MLAT

531947.58N 0021849.14W

203 FT

19 FT

Yes

Red

 

(EGCC12373) 05R/APPROACH 23L/TAKE-OFF

TREE

531946.99N 0021858.15W

205 FT

32 FT

No

 

(EGCC12372) 05R/APPROACH 23L/TAKE-OFF

TREE

531946.52N 0021858.91W

206 FT

32 FT

No

 

(EGCC11362) 05R/APPROACH 23L/TAKE-OFF

TREE

531944.88N 0021901.99W

210 FT

28 FT

No

 

(EGCC12370) 05R/APPROACH 23L/TAKE-OFF

TREE

531944.71N 0021903.23W

216 FT

33 FT

No

 

(EGCC12315) 05R/APPROACH 23L/TAKE-OFF

TREE

531943.55N 0021848.34W

217 FT

33 FT

No

 

(EGCC11411) 05R/APPROACH 23L/TAKE-OFF

TREE

531939.34N 0021853.43W

229 FT

31 FT

No

 

05R/APPROACH

CRANE

531545.20N 0022832.16W

518 FT

433 FT

Yes

Steady Red

2x Cranes operating.

In circling area and at aerodrome
Obstacle ID/ DesignationObstacle
Type		Obstacle
Position		Elevation/HeightObstruction
Lighting Type/Colour		Remarks
123456

(EGCC10274)

BUILDING

532831.76N 0021502.42W

669 FT

553 FT

Yes

Red

 

(EGCC10269)

BUILDING

532818.24N 0021506.01W

755 FT

649 FT

Yes

Red

 

(EGCC12525)

LUFFING CRANE

532818.04N 0021517.16W

806 FT

698 FT

Yes

Red

 

(EGCC5626)

ATC AERIAL

532127.73N 0021646.42W

436 FT

209 FT

Yes

Red

 

(EGCC2377)

PYLON

532013.41N 0022002.98W

284 FT

154 FT

No

 

(EGCC2135)

PYLON

531937.68N 0021754.52W

355 FT

161 FT

No

 

(EGCC2607)

PYLON

531905.20N 0021705.85W

396 FT

173 FT

No

 

(EGCC2396)

CHIMNEY

531901.96N 0021939.67W

326 FT

158 FT

No

 

EGCC AD 2.11  METEOROLOGICAL INFORMATION PROVIDED

1

Associated MET Office

MET OFFICE EXETER

2

Hours of service

MET Office outside hour

H24

3

Office responsible for TAF preparation

Periods of validity

MET OFFICE EXETER

30 Hours

4

Trend forecast

Interval of issuance

TREND

30 minutes.

5

Briefing/consultation provided

Self-briefing via handling agent.

6

Flight documentation

Language(s) used

Charts abbreviated plain language text. TAFs/METARs.

English.

7

Charts and other information available for briefing or

consultation

Available on the Met Office website, www.metoffice.gov.uk/aviation.

8

Supplementary equipment available for providing information

Manchester ATIS available by telephone: 0161-209 2860.

9

ATS units provided with information

MANCHESTER

10

Additional information (limitation of service, etc.)

Current weather on ATIS.

EGCC AD 2.12  RUNWAY PHYSICAL CHARACTERISTICS

Designations RWY Number

True bearing

Dimensions of RWY

Surface of RWY/
SWY/
Strength (PCN)

THR co-ordinates/ THR Geoid undulation

THR elevation/
Highest elevation of TDZ of precision APP RWY		Slope of RWY/ SWY
1234567

05L

051.06°

3048 x 45 M

RWY surface: Concrete and asphalt, Non grooved

PCN 94/F/C/W/T

532051.20N 0021715.95W

167.3 FT

THR 211.8 FT

TDZ 225.5 FT

05L - 0.49% Up
23R - 0.49% Down

23R

231.09°

3048 x 45 M

RWY surface: Concrete and asphalt, Non grooved

PCN 94/F/C/W/T

532140.75N 0021533.41W

167.2 FT

THR 249.1 FT

TDZ 257.1 FT

05L - 0.49% Up
23R - 0.49% Down

05R

051.04°

3050 x 45 M

RWY surface: Concrete and asphalt, Grooved

PCN 79/F/C/W/T

531955.11N 0021838.38W

167.3 FT

THR 186.3 FT

TDZ 186.8 FT

05R - 0.46% Up
23L - 0.48% Down

23L

231.07°

3050 x 45 M

RWY surface: Concrete and asphalt, Grooved

PCN 79/F/C/W/T

532053.35N 0021637.95W

167.3 FT

THR 227.0 FT

TDZ 227.0 FT

05R - 0.46% Up
23L - 0.48% Down

SWY DimensionsClearway DimensionsStrip DimensionsRESA Dimensions, Overshoot / UndershootLocation/description of arresting systemOFZRemarks
891011121314

215 x 150 M

3168 x 280 M

240 x 90 M

-

  

RWY 05L

Landing threshold displaced by 427 M.

05L/23R Runway shoulders are widened to 23 M each side giving a total paved width of 91 M.

05L/23R has a turning circle at the northeastern end, abeam Link Juliet, for use by aircraft up to A380.

All turning circles have unlit painted centre-line and blue edge lighting beyond runway edges. Aircraft should follow the painted centre-line in a clockwise direction, unless directed otherwise by ATC.

Strip Dimensions:
280 M wide over full length extending to 60 M beyond each end of pavement.

OFZ: Yes.

300 x 150 M

3168 x 280 M

240 x 90 M

-

  

RWY 23R

Landing threshold displaced by 183 M.

05L/23R Runway shoulders are widened to 23 M each side giving a total paved width of 91 M.

05L/23R has a turning circle at the northeastern end, abeam Link Juliet, for use by aircraft up to A380.

The last quarter of Runway 23R has a downslope of 0.88%.

All turning circles have unlit painted centre-line and blue edge lighting beyond runway edges. Aircraft should follow the painted centre-line in a clockwise direction, unless directed otherwise by ATC.

Strip Dimensions:
280 M wide over full length extending to 60 M beyond each end of pavement.

OFZ: Yes.

300 x 150 M

3320 x 280 M

351 x 90 M

-

  

RWY 05R

05R/23L has one turning circle at 1820 M from 23L threshold for use by aircraft up to B767. All turning circles have unlit painted centre-line and blue edge lighting beyond runway edges. Aircraft should follow the painted centre-line in a clockwise direction, unless directed otherwise by ATC.

Strip Dimensions:
280 M wide over full length from 60 M beyond end of pavement, except between links Victor Alpha and Tango where strip narrows to 56 M on the southern side of Runway 23L starter extension only.

OFZ: Yes.

300 x 150 M

3320 x 280 M

242 x 90 M

-

  

RWY 23L

Landing threshold displaced by 186 M.

Starter extension of 150 x 30 M. Hard shoulder width at starter extension is 15 M. Hard inner shoulders along full length of Runway 05R/23L have a width of 7.5 M and a PCN of 42/R/C/W/T. A stabilised grass outer shoulder is prepared to a width of 7.5 M along the full length of the runway.

05R/23L has one turning circle: At 1820 M from 23L threshold for use by aircraft up to B767. All turning circles have unlit painted centre-line and blue edge lighting beyond runway edges. Aircraft should follow the painted centre-line in a clockwise direction, unless directed otherwise by ATC.

Strip Dimensions:
280 M wide over full length from 60 M beyond end of pavement, except between links Victor Alpha and Tango where strip narrows to 56 M on the southern side of Runway 23L starter extension only.

OFZ: Yes.

EGCC AD 2.13  DECLARED DISTANCES

Runway designator

TORA

TODA

ASDA

LDA

Remarks

123456

05R

3047 M

3347 M

3047 M

2864 M

 

23L

3200 M

3500 M

3200 M

2864 M

Using 150 M starter extension TORA of 3200 M and TODA of 3500 M available. Use Taxiway T for access.

23L

2202 M

2502 M

2202 M

 

Take-off from intersection at Taxiway Victor Delta.

23L

3121 M

3421 M

3121 M

 

Take-off from intersection at Taxiway Victor Alpha.

23L

2954 M

3254 M

2954 M

 

Take-off from intersection at Taxiway Victor Bravo.

23L

2848 M

3148 M

2848 M

 

Take-off from intersection at Taxiway Uniform.

23L

2504 M

2804 M

2504 M

 

Take-off from intersection at Taxiway Victor Charlie.

05L

3014 M

3229 M

3014 M

2587 M

 

23R

2897 M

3197 M

2897 M

2714 M

 

05L

2771 M

2987 M

2771 M

 

Take-off from intersection at Taxiway Alpha Golf.

05L

2433 M

2648 M

2433 M

 

Take-off from intersection at Taxiway Alpha Foxtrot.

05L

2037 M

2252 M

2037 M

 

Take-off from intersection at Taxiway Bravo.

23R

2567 M

2867 M

2567 M

 

Take-off from intersection at Taxiway Mike.

23R

2120 M

2420 M

2120 M

 

Take-off from intersection at Taxiway Hotel.

EGCC AD 2.14  APPROACH AND RUNWAY LIGHTING

RWYApproach lighting Type/ Length/ IntensityThreshold lighting Colour/ Wing barsVASIS/ MEHT/ PAPI/PAPI Dist from THRTDZ,lightingLengthRunway Centre LinelightingLength/ Spacing/Colour/ IntensityRunway edge lighting Length/ Spacing/Colour/ IntensityRunway end lighting Colour/ Wing barsStopway lightingLength/ColourRemarks
12345678910

05L

Coded centre-line with five crossbars.
Supplementary lighting inner 300 M.

914 M

Light intensity high

Green

Light intensity high

With flush HI Green wingbars

PAPI

Right/3°

62 FT

325 M from displaced threshold

900 M

Colour coded 15 M spacing

Light intensity high

Bi-directional Flush fitted 60 M spacing

Light intensity high

Red

  

23R

Coded centre-line with five crossbars.
Supplementary lighting inner 300 M.

914 M

Light intensity high

Green

Light intensity high

With flush HI Green wingbars

PAPI

Left/3°

60 FT

357 M from displaced threshold

900 M

Colour coded 15 M spacing

Light intensity high

Bi-directional Flush fitted 60 M spacing

Light intensity high

Red

  

05R

Coded centre-line with five crossbars.

900 M

Light intensity high

Green

With flush HI green wingbars

PAPI

Left/3°

66 FT

437 M

 

Colour coded 30 M spacing

Light intensity high

Bi-directional Flush fitted Full length 61 M spacing

White

Light intensity high

Red wingbars only

  

23L

Coded centre-line with five crossbars.

900 M

Light intensity high

Green

Light intensity high

With flush HI green wingbars

PAPI

Left/3°

75 FT

561 M from displaced threshold

 

Colour coded 30 M spacing

Light intensity high

Bi-directional Flush fitted Full length 61 M spacing

White

Light intensity high

Red

  

EGCC AD 2.15  OTHER LIGHTING, SECONDARY POWER SUPPLY

1

ABN/IBN location, characteristics and hours of operation

 
2

LDI location and lighting

Anemometer location and lighting

Anemometer: 23R - 532130.48N 0021544.16W (LGTD), 23L - 532043.10N 0021648.99W (LGTD), 05L - 532054.33N 0021659.67W (LGTD), 05R - 531959.29N 0021819.60W.

3

TWY edge and centre line lighting

CL: Yes, except Taxiways Quebec and November-Bravo.

EDGE: Yes, except Taxiways Quebec and November-Bravo. Blue edge lighting provided on selected taxiways.

4

Secondary power supply/switch-over time

Yes/1 second.

5

Remarks

Obstacle lighting. Apron Floodlighting.

EGCC AD 2.16  HELICOPTER LANDING AREA

1

Coordinates TLOF or THR of FATO, geoid undulation

 
2

TLOF and/or FATO elevation

 
3

TLOF and FATO area dimensions, surface, strength, marking, lighting

 
4

True BRG of FATO

 
5

Declared distance available

 
6

APP and FATO lighting

 
7

RMK

See AD 2.20, paragraph 5.

EGCC AD 2.17  AIR TRAFFIC SERVICES AIRSPACE

Designation and
lateral limits		Vertical LimitsAirspace ClassATS unit callsign/
language		Transition AltitudeHours of applicabilityRemarks
1234567

MANCHESTER CTR

533011N 0024123W - 533124N 0023102W - 532056N 0023103W - 532638N 0022258W - 533430N 0020400W - 532730N 0015400W - 531616N 0020131W - 531055N 0022207W - 531050N 0023224W - 531130N 0023744W - 532708N 0023744W - 533011N 0024123W

Upper limit: 3500 FT ALT

Lower limit: SFC

D

MANCHESTER RADAR

English

5000 FT

 

To operate UAS above 400 FT AGL within this area, UAS operators are required to notify NATS via the NATS Non-Standard Flight (NSF) Portal. UAS operators are required to notify NATS at least 14 days before the date of each activity.

MANCHESTER ATZ

A circle, 2.5 NM radius, centred at 532113N 0021630W on longest notified runway (05L/23R)

Upper limit: 2000 FT AGL

Lower limit: SFC

D

MANCHESTER RADAR

English

5000 FT

  

EGCC AD 2.18  AIR TRAFFIC SERVICES COMMUNICATION FACILITIES

Service
Designation

CallsignChannel(s)SATVOICE
number(s)		Logon Address

Hours of Operation

Remarks

1

2

3

4

5

6

7

APP

MANCHESTER DIRECTOR

121.355 MHz

DOC 25 NM/10,000 FT.

  

As Directed by ATC

ATZ hours coincident with Approach hours.

 

MANCHESTER RADAR

118.580 MHz

DOC 40 NM/15,000 FT.

  

H24

 
  

135.005 MHz

DOC 40 NM/15,000 FT.

  

As Directed by ATC

 

TWR

MANCHESTER DELIVERY

121.705 MHz

Departing aircraft are to make initial call on 121.705 MHz to 'Manchester Delivery' or 'Manchester Ground' as appropriate.

  

0630-2200 (0530-2100).

 
 

MANCHESTER GROUND

121.855 MHz

DOC 5 NM/GND.

  

0630-2200 (0530-2100).

 
 

MANCHESTER TOWER

118.630 MHz

DOC 25 NM/10,000 FT.

  

H24

 
  

119.405 MHz

DOC 25 NM/10,000 FT.

  

H24

 

TWR

MANCHESTER GROUND

121.705 MHz

Departing aircraft are to make initial call on 121.705 MHz to 'Manchester Delivery' or 'Manchester Ground' as appropriate.

  

2200-0630 (2100-0530).

 

ATIS ARR

MANCHESTER INFORMATION

113.550 MHz

DOC 60 NM/20,000 FT.
Broadcast on Manchester VOR.

  

H24

 
  

128.180 MHz

DOC 60 NM/20,000 FT.

  

H24

 

ATIS DEP

MANCHESTER DEPARTURE INFORMATION

121.980 MHz

DOC 5 NM/GND.

  

H24

Also available by telephone: 0161-209 2860.

ATIS broadcast does not include NOTAM information and should not be solely relied upon for flight planning purposes.

OTHER

MANCHESTER FIRE

121.600 MHz

Non-ATS frequency.

  

Available when Fire vehicle on the ground attending aircraft in an emergency.

 

EGCC AD 2.19  RADIO NAVIGATION AND LANDING AIDS

Type of Aid
CAT of ILS/MLS
MAG Var/
VOR Declination		IdentFrequencyHours of OperationPosition of transmitting antenna coordinatesElevation of DME transmitting antennaRemarks
1234567

ILS/LLZ

III

0.42°W (2022)

IMM

109.500 MHz

HO

532149.89N 0021514.48W

 

(RWY 05L)

ILS/GP

IMM

332.600 MHz

HO

532053.81N 0021700.07W

 

3° ILS Ref Datum Hgt 57 FT.

ILS/LLZ

I

0.43°W (2022)

IMC

111.550 MHz

HO

532105.47N 0021612.88W

 

(RWY 05R)

ILS/GP

IMC

332.750 MHz

HO

531958.46N 0021820.71W

 

3° ILS Ref Datum Hgt 50 FT.

ILS/LLZ

III

0.44°W (2022)

INN

109.500 MHz

HO

532026.53N 0021806.96W

 

(RWY 23R)
False Localiser Capture may be experienced when approaching RWY 23R from the North and South.

ILS/GP

INN

332.600 MHz

HO

532131.24N 0021542.66W

 

3° ILS Ref Datum Hgt 55 FT.

DME

IMC

52Y

111.550 MHz

HO

531958.58N 0021820.74W

200 FT

 

DME

IMM

32X

109.500 MHz

HO

532111.40N 0021623.01W

264 FT

(RWY 05L)
Range 15 NM.
Zero range indicated at THR of runway in use.
DME freq paired with ILS I-MM and I-NN.

DME

INN

32X

109.500 MHz

HO

532111.40N 0021623.01W

264 FT

(RWY 23R)
Range 15 NM.
Zero range indicated at THR of runway in use.
DME freq paired with ILS I-MM and I-NN.

VOR/DME

0.42°W (2022)

0.10°E (2022)

MCT

82Y

113.550 MHz

H24

Hours of operation for aerodrome purposes: HO

532125.29N 0021544.24W

280 FT

VOR DOC: 20 NM/50,000 FT (25 NM/50,000 FT in Sector R250-355). DME DOC: 90 NM/50,000 FT.

VOR/DME

0.17°W (2022)

0.10°E (2021)

TNT

104X

115.700 MHz

H24

530314.23N 0014011.90W

994 FT

VOR DOC: 20 NM/50,000 FT (40 NM/50,000 FT in Sector R100°-205°). DME DOC: 80 NM/50,000 FT (100 NM/50,000 FT in Sector R300°-000°).

EGCC AD 2.20  LOCAL AERODROME REGULATIONS

1  Airport Regulations

  1. Use governed by regulations applicable to Manchester CTR.

  2. All aircraft inbound to Manchester are to report aircraft type, latest ATIS received and cleared level on first contact with Manchester Approach.

  3. All flights are at all times subject to PPR. The filing of a flight plan with NATS Ltd does not constitute permission to use Manchester Aerodrome.

  4. Available H24, subject to the procedure and requirements listed at paragraph (f).

  5. Subject to paragraph g Operators of General and Business Aviation aircraft may only operate it they obtain permission to do so from the aerodrome operator in advance of each movement.

  6. Applications for prior permission and runway slots should be addressed as follows:

    1. All requests for slots during office hours (0900-1700 (0800-1600)) are to be directed to Airport Co-ordination Ltd (ACL) Tel: 0161-493 1850/1851/1852, E-mail: manchester@acl-uk.org, SITA: LONACXH;

    2. Slots outside office hours can be requested from Manchester Airport Plc, Airfield Operations, Tel: 0161-489 3657.

      These applications must include the following information:

      1. Aircraft Owner/Operator;

      2. aircraft type and registration;

      3. flight number (if applicable);

      4. Requested time of arrival and departure at Manchester;

      5. Nominated handling agent at Manchester.

  7. Diversion Procedure — All operators are advised that before filing Manchester as an alternate, they are required to have made arrangements for ground handling; this arrangement is subject to the agreement of the Airport Management. Nothing in this procedure shall, however, prevent an aircraft that has declared an emergency from landing.

  8. Fixed Electrical Ground Power must be used wherever available and serviceable. Use of GPU and APU should be limited to minimise environmental impact.

  9. Due to aerodrome capacity and associated works in progress, operators of aircraft with wingspan greater than 36 M (ICAO Code D, E and F) scheduled to arrive between 0300 (0200) and 0800 (0700) are advised to plan for arrival in accordance with scheduled in blocks time (SIBT). Aircraft estimated to arrive before SIBT may be subject to extended air and ground holding delays.

2  Ground Movement

  1. All surface movement of aircraft, vehicles and persons on the Manoeuvring area is subject to ATC authority.

  2. Start-Up Procedures.

    1. ATC are responsible for clearance delivery.

    2. Pilots are requested to call Manchester Delivery for ATC clearance (stating aircraft type, stand number and code letter of latest ATIS received) at least 10 minutes, but not more than 15 minutes before start-up to allow for departure data to be processed.

    3. Start up and push-back clearance is given by Ground Movement Control. Start-up approval does not imply approval to push-back.

    4. Pilots are required to inform Clearance Delivery when ready to start. Aircrew shall include their cleared departure SID in this call.

    5. When requesting start-up or push-back pilots should give the full call sign, type and stand number. Aircraft must be ready in all respects to start and if necessary push-back before calling on the appropriate frequency. Pilots should only request push-back when they are actually ready to do so.

    6. When requesting push-back clearance, pilots are to inform ATC if headset communication with ground crew is not established. Push back clearance must not be requested until the ground crew has confirmed to the flight deck that the aircraft is closed up and the tug is manned and fully ready to move.

    7. If within 30 minutes of a previously issued CTOT the flight is unable to comply with that CTOT, the pilot should advise Manchester Delivery as soon as possible.

    8. Pilots are advised that delays in excess of 10 minutes can be expected at the Holding Point during busy morning and evening periods. Sufficient time should be allowed for start, push-back and taxi to take account of such a delay especially if to comply with an CTOT.

  3. Manchester Delivery.

    1. Manchester Delivery will be responsible for passing ATC clearance to aircraft prior to start-up. Push-back approval will only be given on the GMC frequency;

    2. Pre-departure clearance by datalink is available at Manchester for suitably equipped aircraft. For further information contact ATC Operations, Tel: +44-(0)161-209 2825.

  4. Ground Movement Control (GMC) will be responsible for:

    1. the surface movement of all aircraft on the manoeuvring area excluding the runway(s) in use;

    2. issuing start-up and push-back/taxi clearance within the apron areas;

    3. the control of arriving aircraft after they leave the runway(s) in use, except in the case of landing on Runway 05R when aircraft will be transferred to Manchester Tower on 118.630 MHz for crossing Runway 05L;

    4. Communicating allocated parking stand number.

  5. Push-back Procedures.

    1. All aircraft making requests for taxiing or towing clearance on the GMC frequency should state their location in the initial call.

    2. Aircraft requesting push-back must be in direct communication with the tug crew, via a headset person. Aircraft must inform ATC if they have no direct communication with a headset person.

    3. Aircraft will not be permitted to reverse off pier-served stands under their own power. Aircraft may be permitted to reverse off remote stands at the discretion of the aerodrome authority. Permission must be obtained from the Airfield Duty Manager (Ext. 3331) via ATC prior to manoeuvre.

    4. Aircraft that require to depart from T1 on Runway 23L for performance reasons must inform Manchester Delivery prior to requesting push-back.

  6. Push and Park Procedures.

    1. A policy is in force at Manchester where flights subject to en-route ATC delays may request, or may be required, to push off stand and re-position at a remote location awaiting CTOT.

    2. Airlines must co-ordinate push and park requests via Handling Agent, who must liaise with Airfield Control (telephone (0)161 489 3695).

    3. Requests to push and park are to be made on the Clearance Delivery frequency.

    4. ATC clearance for push and park manoeuvre will be given on the GMC frequency to the tug crew and not to the flight deck crew. Flight deck crew should monitor GMC frequency and note the instructions given.

    5. Remote locations for push and park are limited and subject to the conditions stated in the Manchester Airport Aerodrome Manual.

    6. When in position at the remote location flight crew must monitor Clearance Delivery frequency.

    7. Aircraft may taxi away from a remote parking location with caution and using minimum power.

  7. Push and Hold Procedures.

    1. A policy is in force at Manchester where flights subject to en-route ATC delays may request, or may be required, to push off stand and re-position at a remote location awaiting CTOT.

    2. Airlines must co-ordinate push and hold requests via Handling Agent, who must liaise with Airfield Control (telephone (0)161-489 3695).

    3. Requests to push and hold are to be made on the Clearance Delivery frequency.

    4. ATC clearance for push and hold manoeuvre will be given on the GMC frequency to the flight deck crew. Flight deck crew should monitor GMC frequency and note the instructions given.

    5. Remote locations for push and hold are limited and subject to the conditions stated in the Manchester Airport Aerodrome Manual.

    6. When in position at the remote location flight crew must monitor Clearance Delivery frequency.

    7. Aircraft may taxi away from a remote parking location with caution and using minimum power.

  8. Ground Movement Restrictions.

    1. Vehicular traffic operating on apron roadways to the rear of aircraft stands, parallel to taxi-lanes. Distance from taxi-lane centre-line to roadway varies between 34 M and 38.5 M for Code E taxi-lanes, the closest being alongside Taxiways J, L and R. There are also several roadway crossings of taxi-lanes (vehicular traffic on these roadways is not under ATC control but is required to give way to aircraft. Pilots should be aware of the proximity of road traffic whilst manoeuvring around the apron taxi-lanes).

    2. Taxiways Quebec and November-Bravo will be used during peak movement rates. In darkness or if Low Visibility Procedures are in force a ‘Follow-Me’ will be provided.

    3. Taxiway Golf, east of Stand 55 is restricted to aircraft with a maximum wingspan of 36 M.

    4. AN-124 aircraft will be provided with wing-tip escort vehicles on taxiways northside of Runway 05L/23R.

    5. Pilots of long-wheelbase aircraft such as B777-300 and A340-600 should exercise caution when negotiating taxiway curves and intersections as main-gear to pavement edge clearance may be limited.

    6. A380 aircraft – Taxiway routes available to A380 are shown on aerodrome chart AD 2-EGCC-2-3, marked in yellow. Reduced taxiway centre-line to object clearance of 49 M applies along Taxiways Alpha and Juliet (between J1 and J4).

    7. Taxiways Zulu-Blue and Zulu-Orange are restricted to aircraft with maximum wingspan of 36 M or less.

  9. Ground Manoeuvring Restrictions.

    1. ATC instructions will normally specify the taxi route to be followed. This does not necessarily guarantee clearance from other aircraft, vehicles and obstructions on the manoeuvring area.

    2. Pilots are reminded of the need to exercise caution on wingtip clearances from other aircraft when manoeuvring in close proximity on the ground. Particular care should be taken in the runway holding areas and at runway crossing points.

    3. B777, A340-600 and A380 aircraft are prohibited from using Taxiway Lima.

    4. Pilots are reminded not to cross red stop bars unless authorised to do so by ATC.

    5. It is the Commander's responsibility not to accept an ATC clearance into an area not approved for the type of aircraft.

  10. Aircraft Blast Warnings.

    1. Jet aircraft are to engage minimum power when using Taxiways Alpha, Bravo and Papa (vicinity of holding point P1) due to the proximity of light aircraft operations in this area.

    2. Aircraft using Taxiways Lima and November-Alpha are to use minimum power.

    3. Minimum power to be used by outbound aircraft using Taxiway November-Charlie between holding point NC2 and abeam Stand 32 (Pier C).

  11. General Apron Safety.

    1. The wearing of high visibility clothing by all employed on the apron areas, including flight crew and flight attendants is mandatory.

  12. Operational Towing.

    1. It may not be recommended by aircraft manufacturers to conduct ‘operational towing’. Operational towing is described as manoeuvring an aircraft under tow (with or without tow bar) that contains passengers, cargo or fuel. Airline operators shall satisfy themselves that operational towing can be conducted on their aircraft and ensure any restrictions to undertake towing manoeuvres are communicated to the relevant ground handling agent and Manchester Airport. It remains the airline operator’s responsibility to assess the risks posed to its aircraft associated with any push-back or towing procedures.

  13. De-icing.

    1. Manchester has three remote de-icing pads:

      1. Taxiway November Bravo between Taxiways November Charlie and Echo, controlled by Maverick, which can accommodate up to a maximum 1 x B757 aircraft.

      2. Taxiway Bravo between Intermediate Holding Positions B4 and B5, controlled by Iceman, which can accommodate up to a maximum 1 x B757 aircraft.

      3. Taxiway Juliet between Intermediate Holding Position J2 and Runway Holding Position J1, controlled by Goose, which can accommodate 1 x Code E aircraft.

    2. Aircraft intending to use the remote de-icing pad will inform delivery on frequency 121.705 MHz when they request start-up.

    3. De-icing of aircraft is performed with engines running.

    4. Propeller aircraft are de-iced on the apron ramp. De-icing is performed with engines switched off.

    5. The ATC frequency 121.855 MHz has to be monitored during de-icing on Taxiway November Bravo and Taxiway Bravo.

    6. Due to its proximity to the runway, the ATC frequency 118.630 MHz has to be monitored during de-icing on Taxiway Juliet.

  14. Surface Movement Radar.

    1. Manchester Airport is equipped with an advanced surface movement radar utilising Mode-S.

    2. Aircraft operators intending to use Manchester Airport should ensure that Mode-S transponders are able to operate when the aircraft is on the ground.

    3. Flight crew should select XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STDBY, and the assigned Mode-A code:

      1. From the request for push back or taxi, whichever is earlier.

      2. After landing, continuously until the aircraft is fully parked on stand.

    4. After parking the Mode-A code 2000 must be set before selecting OFF or STD BY.

    5. Flight crew of aircraft equipped with Mode-S having an aircraft identification feature should also set the aircraft identification. This setting is the aircraft identification specified in Item 7 of the ICAO ATC Flight Plan. The aircraft identification should be entered from the request for pushback or taxi, whichever is earlier, through the FMS or the Transponder Control Panel.

3  CAT II/III Operations

  1. Runways 05L and 23R, subject to serviceability of the required facilities are suitable for Category II and III operations. However due to terrain profile, 05L Category II approaches may only be made by aircraft in ICAO Category A and B (VAT no greater than 120 KT) and when the ILS status is Category III.

  2. During Category ll and lll operations, special ATC procedures (ATC Low Visibility Procedures) will be applied. Pilots will be informed when these procedures are in operation by Arrival and Departure ATIS or by RTF.

  3. Departing Aircraft: ATC will require departing aircraft to use the following runway holding points:

    Runway 05L - Alpha 1, Alpha-Golf 1, Alpha Foxtrot 1.
    Runway 23R - Juliet 1, Mike 1.

  4. Arriving Aircraft: All appropriate runway exits will be illuminated, and pilots should select the first convenient exit. Pilots are to delay the call 'runway vacated' until the aircraft has completely passed the end of the green/yellow colour coded taxiway centre-line lights. These lights denote the extent of the ILS Localizer sensitive area. Surface Movement Radar (SMR) is available to monitor pilot ‘runway vacated’ reports.

  5. Taxiways lit stopbar block-to-block aircraft separation in operation at or below IRVR 200 M.

  6. When Low Visibility Procedures are in force a much reduced landing rate can be expected due to the requirement for increased spacing between arriving aircraft. In addition to the prevailing weather conditions such factors as equipment serviceability may also have an effect on actual landing rates. For information and planning purposes, the approximate landing rates that can be expected are:

    IRVR (m)

    Approximate Landing Rate

    Between 1000 and 600

    20

    Between 600 and 400

    12

    Less than 400

    10

4  Warnings

  1. Flocks of up to 100 racing pigeons may be encountered flying across the airfield below 100 FT during the racing season, April - September.

  2. Pilots of aircraft equipped with radio altimeters are warned that such altimeters may show large height fluctuations when approaching to land on Runway 05L due to the aircraft flying over the Bollin Valley at the south western end of the runway.

  3. 4 high visibility bright lights from golf driving range. 1500 M left of threshold of Runway 23R. (SS-2130 (SS-2030)).

  4. Pilots are warned, when landing on Runway 23R in strong north westerly winds, of the possibility of turbulence and large windshear effects.

  5. For wildlife hazard management purposes, a bird scaring laser is deployed and utilised by the Airside Operations team.

5  Helicopter Operations

  1. All rotary-wing aircraft will be treated as fixed wing operations and will be instructed to land and take-off on a runway. Aircraft unable to ground­taxi will be escorted by an Airfield Operations vehicle whilst in the hover.

6  Use of Runways

  1. General operating principles for two runway segregated operations. The two runways at Manchester are 390 M apart and staggered by 1850 M in order to comply with ICAO rules for Simultaneous Operations on parallel or near-parallel Instrument Runways (SOIR). Therefore in normal operations arrivals can operate independently on one runway whilst departures use the other.

    1. Dual runway segregated operations are normally in force during the following periods in Summer: Mon-Fri (0615-2000), Sat (0615-1600) Sun (0615-0930) and (1300-2000) . At all other times, single runway, mixed-mode operations are in force using Runway 05L/23R.

    2. Pilots requiring use of Runway 05R/23L for aircraft performance reasons outside dual runway segregated hours should advise ATC at the earliest opportunity. Efforts will be made to make Runway 05R/23L available, however, some delay may be experienced. Returning this runway to service may take in excess of 30 minutes and it should not be assumed to be available as a diversion alternate to Runway 05L/23R.

    3. Due to local planning constraints, Runway 05R/23L is not normally available between the hours of 2200-0600 (2100-0500) daily.

      Note: Pilots are required to read back all ATC ‘hold short’ instructions.

  2. Pilots should note that Runway 05L/23R has a convex ‘hump-backed’ profile, the highest point of which is abeam Link Hotel-Zulu. This characteristic has these significant operational implications:

    1. When lined up for take-off the full length of the runway surface may not be visible from the flight deck.

    2. When landing on Runway 23R, the apex of the runway lies 700 M into the TDZ. Should the aircraft still be flared beyond this point the runway surface will be falling away at a significant rate, with the risk of a late touchdown.

  3. Special runway utilisation procedures are detailed at GEN 3.3.

  4. Minimum Runway Occupancy Time.

    1. Departures:

      1. Whenever possible, cockpit checks should be completed prior to line up and any checks requiring completion whilst on the runway should be kept to the minimum required. Pilots should ensure that they are able to commence the take-off roll immediately after take­off clearance is issued.

      2. Wake Vortex Departures: The following Links are considered by ATC to be the same departure points for the purposes of Vortex Wake separation:

        Runway 23R –

        Links Juliet and Mike;

        Runway 05L –

        Links Alpha and Alpha Golf;

        Runway 23L –

        		Links Tango, Victor Alpha and Victor Bravo, or

        Links Victor Alpha, Victor Bravo and Uniform, or

        Links Victor Bravo and Uniform.

        Runway 05R –

        Links Whiskey and Yankee.

         
         

        When in receipt of a line-up clearance, the pilot must inform ATC before entering the runway if greater wake vortex separation will be required behind the preceding aircraft. Failure to do so may result in additional delay.

    2. Arrivals:

      1. Wake Vortex Separation - Arrival: For the purposes of spacing in the approach phase certain aircraft types are classified as Upper Medium and following aircraft will be provided with additional separation. All other ‘Medium’ aircraft types are classified as Lower Medium. Wake Vortex separations are in accordance with the 5 group scheme.

      2. Pilots are reminded that rapid exits from the landing runway enable ATC to apply minimum spacing on final approach that will achieve maximum runway utilisation and will minimise the occurrence of 'go-arounds'. Pilots should pre-plan their landing and roll-out to target the first suitable exit point that provides for a safe and expeditious exit from the runway.

        23RBDAEAG
        Distance from Threshold (M)137619082574
        Design Exit Speed (KTS)5252N/A

        Note: Landing aircraft are to vacate expeditiously. Arriving aircraft are to ensure fully vacated before stopping. Links P & F are not available as runway exits. Link AG is not a rapid exit taxiway.

        05LFHM
        Distance from Threshold (M)144717782249
        Design Exit Speed (KTS)N/AN/AN/A

        Note: Landing aircraft are to vacate expeditiously. Arriving aircraft are to ensure fully vacated before stopping. Link F is available as a runway exit in daylight hours only. Link P is not available as a runway exit. Links F, H and M are not rapid exit taxiways.

        05RVDVCU
        Distance from Threshold (M)195422542738
        Design Exit Speed (KTS)5252N/A

        Note: Landing aircraft are to vacate expeditiously. When applicable, a suitable roll-out speed is to be maintained to RET VD to minimise runway occupancy time. Arriving aircraft are to ensure fully vacated before stopping. Link U is not a rapid exit taxiway.

      3. Runway 05R arrivals. All aircraft must vacate the runway no later than Victor Bravo and proceed direct to Taxiway Victor. Aircraft remaining on the runway to vacate at Victor Alpha or Tango will infringe the ILS LLZ critical area. Similarly, Taxiway Sierra is not to be used.

      4. During dual-runway operations, in the event of a blockage/unserviceability on the arrival runway, ATC may offer pilots a visual switch of approach from Runway 23R to 23L, or from Runway 05R to 05L. This will only happen when the landing aircraft is more than 4 NM from touchdown and when visibility is greater than 5 KM.

  5. Runway 23R/05L only. The hard shoulders outboard of the runway side stripes have only 25% of the runway bearing strengths and should not be used by aircraft turning on the runway or when backtracking. The grass verges are unstrengthened and when wet unlikely to sustain loads.

7  Training

  1. Simulated engine failure training is not to be carried out by aircraft departing from Runway 05L/05R.

EGCC AD 2.21  NOISE ABATEMENT PROCEDURES

1  General

All aircraft inbound or outbound from this airport are required to conform to the following procedures, not withstanding that these may at any time be departed from to the extent necessary for avoiding immediate danger.

  1. Every operator of aircraft using the airport shall ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport.

  2. After take-off every jet aircraft shall, in addition to complying with the Noise Preferential Routeings specified for each runway, be operated in such a way that it is at a height of not less than 1000 FT AAL, at the point nearest to the relevant noise monitoring terminal (AD 2-EGCC-3-2). Details of noise monitoring locations and performance are obtainable from the Flight Evaluation Unit. Email: flightevaluationunit@magairports.com.

  3. Unless otherwise authorised by ATC, aircraft using the ILS in IMC and VMC shall not descend below 2000 FT before intercepting the glidepath, nor thereafter fly below it. An aircraft approaching without assistance from ILS or radar shall follow a descent path which will not result in its being at any time lower than the approach path which would be followed by an aircraft using the ILS glidepath.

  4. Every jet aircraft using the airport shall, after take-off or 'go-around’, maintain after passing the relevant monitoring point, a rate of climb of at least 500 FT per minute at power settings which will ensure progressively decreasing noise levels at points on the ground under the flight path beyond the monitoring point.

  5. For visual approaches, or following a visual circuit, to Runway 23R/23L the following additional limitations apply:

    1. Jet aircraft shall not join the final approach at a height of less than 1500 FT AAL.

    2. Propeller driven aircraft whose MTWA exceeds 5700 KG shall not join the final approach at a distance of less than 3 NM from the landing threshold and at a height of less than 1000 FT AAL.

  6. To minimise disturbance in areas adjacent to the airport, Captains are requested to avoid the use of reverse thrust after landing, consistent with safe operation of the aircraft, especially between 2300-0700 (2200-0600).

2  Noise Preferential Routes

  1. The Noise Preferential Routes specified in the following table are compatible with ATC requirements and the tracks are to be flown by all departing aircraft until the level defined in the table below is reached, except:

    1. Aircraft whose MTWA does not exceed 5700 KG;

    2. Those aircraft instructed by ATC to make early turns in order to expedite traffic flow, such instructions may be issued during the period 0700-2300 (0600-2200), to propeller aircraft whose MTWA does not exceed 23,000 KG and the following jet aircraft types: All aircraft up to 35,000 KG MTOW plus BAe 146 (Avro RJ Series), CRJ1, CRJ2, CRJ7, CRJ9, EMB-135/145, BD700 Global Express and Gulfstream 5;

    3. Unless otherwise instructed by ATC or deviations are required in the interests of safety.

      The use of these routes is supplementary to noise abatement take-off techniques. After take-off, pilots should ensure that they are at a minimum height of 500 FT AAL before commencing any turn.

      Take-off Runway

      ATC Clearance

      Procedure

      NPR Termination

      Take-off Runway

      ATC Clearance

      Procedure

      NPR Termination

      05L

      Via LISTO

      At MCT DME 1.2, turn right onto track 148° MAG. At MCT DME 2.7 turn right onto POL VOR R185.

      5000 FT

      05R

      Via LISTO

      At MCT DME 1.2, turn right onto POL VOR R185 to LISTO.

      5000 FT

      Via ASMIM

      At MCT DME 2, turn left onto track 298° MAG towards XOBRO to intercept WAL VOR R079.

      4000 FT

      Via ASMIM

      At MCT DME 2, turn left onto track 298° MAG towards XOBRO to intercept WAL VOR R079.

      4000 FT

      Via Pole Hill VOR

      Straight ahead at not below 757 FT ALT (500 FT AAL), but not before DER, adjust track onto MCT VOR R051. At MCT DME 7 turn left onto POL VOR R179.

      4000 FT

      Via Pole Hill VOR

      Straight ahead on MCT VOR R051. At MCT DME 7 turn left onto POL VOR R179.

      4000 FT

      Via DESIG

      Straight ahead at not below 757 FT ALT (500 FT AAL), but not before DER, adjust track onto MCT VOR R051. At MCT DME 14 turn right onto WAL VOR R079.

      4000 FT

      Via DESIG

      Straight ahead on MCT VOR R051. At MCT DME 14 turn right onto WAL VOR R079.

      4000 FT

      23R

      Via LISTO †

      At MCT DME 2 turn left onto track 161° MAG to establish on HON VOR R337.

      5000 FT

      23L

      Via LISTO †

      At MCT DME 3.2 turn left onto track 154° MAG to establish on HON VOR R337.

      5000 FT

      Via EKLAD or KUXEM

      At MCT DME 3 turn right onto track 273° MAG to intercept MCT VOR R253.

      3000 FT

      		Via EKLAD or KUXEM

      At MCT DME 3.2 turn right onto track 284° MAG to intercept MCT VOR R253.

      3000 FT

      Via Pole Hill VOR

      At MCT DME 3 turn right onto track 343° MAG towards XUMAT. At MCT DME 8 turn right onto POL VOR R218.

      4000 FT

      Via Pole Hill VOR

      At MCT DME 3.2 turn right onto track 343° MAG towards XUMAT. At MCT DME 8 turn right onto POL VOR R218.

      4000 FT

      Via SONEX

      At MCT DME 3 turn right onto track 343° MAG towards XUMAT. At MCT DME 8 turn right onto WAL VOR R079.

      4000 FT

      Via SONEX

      At MCT DME 3.2 turn right onto track 343° MAG towards XUMAT. At MCT DME 8 turn right onto WAL VOR R079.

      4000 FT

      Via SANBA

      At MCT DME 3 turn right onto track 273° MAG. At MCT DME 5 turn left to TABLY to intercept HON VOR R332.

      5000 FT

      Via SANBA

      At MCT DME 3.2 turn right onto track 283° MAG. At MCT DME 5 turn left to TABLY to intercept HON VOR R332.

      5000 FT

      † LISTO SIDs only available to:

      (aa) Non-Jet aircraft; and

      (bb) The following jet aircraft.

      All aircraft up to 35,000 KG MTOW, plus Bae 146 (Avro RJ series), Embraer E135, E145, Bombardier CRJ1, CRJ2, CRJ7, CRJ9, BD700 Global Express and Gulfstream 5.

    4. Unless otherwise required by ATC, Runway 23R/23L shall be used for all movements when there is a head wind component and when a tail wind component is not greater than 5 KT on either runway or at 2000 FT.

    5. Link Alpha should be used for all jet aircraft and all large propeller-driven aircraft departing from Runway 05L. However, between the hours 0600-2330 (0500-2230) any aircraft may depart from Links AG, AF and B subject to operational requirements by ATC/pilots. Between the hours 2330-0600 (2230-0500), all jet aircraft and large propeller-driven aircraft shall depart from the most westerly link available.

    6. Every aircraft using the airport shall, after take-off be operated in the quietest possible manner, aircraft exceeding the following noise levels will be subject to an initial penalty as detailed in the airport conditions of use.

      Period (local time)

      Max level dB(A)

      0600 to 0700

      82

      0700 to 2300

      90

      2300 to 2330

      82

      2330 to 0600

      81

3  Aircraft Noise Quota System

Manchester Airport operates and manages a Night Noise Quota System, which is based on the CAA Supplement to the UK AIP, pertaining to the Airport Noise Restrictions Notice for London Heathrow, London Gatwick and London Stansted. The quota count value for the take-off and landing by individual aircraft types is shown in the Annexe to the above-mentioned Supplement.

4  Night Flights

  1. In the interests of noise abatement, certain restrictions are imposed on night jet flights at this airport; operators concerned are advised to obtain details from the Airfield Operations Duty Manager.

  2. Non-standard departure instructions will not normally be issued between 2300-0700 (2200-0600).

  3. Night Jet Restrictions/Allocations

    1. Runway 23L/05R will not normally be used between 2200-0600 (2100-0500) except when Runway 23R/05L is closed for maintenance.

    2. Manchester Airport operates a night Jet Policy restricting operations of certain types of aircraft during the periods of 2300-0700 (2200-0600).

    3. The penalty scheme will be administered by a panel set up under the auspices of the Scheduling Committee which includes members of the Airlines Operators Committee and the Airport Authority.

    4. Records of night infringements for this purpose will be available to the co-ordinators at the IATA scheduling conferences for summer seasons.

    5. Between the hours of 2300-0700 (2200-0600), visual approaches will not be permitted. Aircraft shall be positioned, by radar, to join the final approach at a distance of not less than 7 NM from touchdown. This restriction does not apply to non-jet aircraft whose MTWA is 5700 KG or below.

  4. Scheduling Restrictions

    1. Between 2330-0559 (2230-0459) QC4 aircraft will not be scheduled to depart.

  5. Operational Restrictions

    1. Between 2300-0659 (2200-0559) QC16 and QC8 aircraft will not be allowed to arrive or depart, except in case of emergency or where exempt.

  6. Manchester Airport has strict limits on the numbers of aircraft movements each operational season between the hours of 2330-0600 (2230-0500). To maintain compliance within these limits any arriving aircraft with a scheduled time of 0615 (0515) or later will not be allowed to land until after 0600 (0500), and as such will be subject to airborne holding until a landing time can be achieved of after 0600 (0500).

    Departing aircraft with a scheduled time of 0555 (0455) will not be permitted to take-off before 0600 (0500).

5  Continuous Descent Approaches

Jet and turbo-prop aircraft approaching Manchester Airport are expected to minimise noise disturbance by the use of low power, low drag continuous descent approach procedures. For monitoring purposes, a descent will be deemed to have been continuous provided that no segment of level flight longer than 2.5 NM occurs below 6000 FT QNH and 'level flight' is interpreted as any segment of flight having a height change of not more than 50 FT over a track distance of 2 NM or more, as recorded in the airport noise and track-keeping system.

6  Engine Testing

ATC will approve idle ground engine runs. A safety man must be positioned behind the aircraft to warn road traffic. Engine testing above ground idle is subject to the permission of the Airfield Operations Duty Manager and maybe subject to operational restrictions. For further information, please contact the Airport Authority. All engine tests above idle must commence in the Engine Test Bay. Times of operation are 0600-2200 (0500-2100) Monday to Friday and 0730–2200 (0630–2100) Saturday and Sunday. Engine testing on the open airfield will only be allowed for Chapter 3 aircraft between Mon-Fri 0900-1700 (0800-1600); Sat-Sun 0730-2200 (0630-2100). Chapter 4 and 14 aircraft 0600-2200 (0500-2100). Propeller driven aircraft are to be classified as Chapter 3.

7  Training Flights

Training flights by all aircraft shall be subject to the approval of the Airfield Operations Duty Manager.

EGCC AD 2.22  FLIGHT PROCEDURES

1  Radio Communications Failure Procedure

  1. In the event of complete communication failure in an aircraft, the pilot will adopt the appropriate procedures notified at ENR 1.1, Section 3.4.

    Note: No visual signals available at Manchester.

2  Procedures for Inbound Aircraft

  1. Standard Terminal Arrival Routes (STARs)

    1. Standard Arrival routes for aircraft inbound from the airways system will be routed via the Standard Terminal Arrival Routes (STARs) detailed at AD 2-EGCC-7 charts and summarized below.

    2. Where STARs are designated as RNAV1 Only, Non-RNAV 1 aircraft should file the via the existing route structure as featured in the SRD. Non-RNAV1 aircraft should not proceed beyond DAYNE / ROSUN or MIRSI (as appropriate) without ATC clearance.

  2. Clearance to enter the CTR

    1. Aircraft flying the Airways System will be cleared into the CTR without having to request a specific entry clearance.

    2. Aircraft wishing to enter the CTR or TMA under IFR direct from the London FIR must observe the normal procedure for joining Airways at one of the following Reporting Points:

      Pole Hill VOR, Wallasey VOR and Whitegate NDB.

    3. Aircraft unable to comply with these procedures because they are not equipped for flight on Airways may, traffic and weather conditions permitting, be cleared to proceed to Manchester or Barton, in accordance with the procedures described at paragraph 5.

  3. Type of Approach

    1. All inbound IFR aircraft will be radar vectored to an ILS approach unless otherwise informed by ATIS/Approach Radar.

    2. Inbound IFR aircraft on STARS must not proceed beyond the end point of the STAR without specific ATC clearance. Inbound holding can be expected during busy periods.

  4. Holding

    1. From the Holding Point aircraft will be directed by Radar Traffic Director to Final Approach.

  5. Approach Procedures under Radar Control to Manchester Airport

    1. When inbound traffic is being sequenced by Radar, that part of the approach between the holding fix and the Final Approach Track (FAT) will be flown under directions from the Radar Controller. Once the aircraft is under Approach Radar Control, changes of heading or level/altitude will be made only on instructions from the Radar Controller except in the case of radio communication failure in the aircraft or at the Radar Unit. When cleared to descend, aircraft should descend at a rate of at least 500 FT per minute.

  6. Detailed Procedures

    1. Pilots should typically expect the following speed restrictions to be enforced: 220 KT from the holding facility during the intermediate approach phase; thereafter, and until established on final approach, the highest possible speed within the band 160-180 KT; when established on the ILS and thereafter until 4DME, 165 KT with a tolerance of +/- 5 KT. These speeds are applied for ATC separation and runway capacity purposes and are mandatory. In the event of a new (non-speed related) ATC clearance being issued (e.g. an instruction to descend on ILS), pilots are not absolved from a requirement to maintain a previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds should inform ATC and state what speeds will be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints, advising ATC if circumstances necessitate a change of speed for aircraft performance reasons. The spacing provided between aircraft will be designed to achieve the maximum runway utilisation within the parameters of safe separation minima (including vortex effect) and runway occupancy. It is important to the validity of the separation provided that runway occupancy time is kept to a minimum consistent with the prevailing conditions.

    2. When cleared to descend aircraft should descend at a rate of at least 500 FT per minute (whilst above the transition altitude). ATC will advise pilots of an estimate of the track distance to run to touchdown when clearance to descend below the Transition Altitude is given. Further information on the distance from touchdown will be given between this descent clearance and the instruction to turn onto the intercept heading to the ILS Localizer. Pilots are reminded that due to the high ground east of the Airport, descent below 3000 FT QNH will be in accordance with AD 2-EGCC-5-1.

  7. Radar Vectoring Procedure for Runway 23R/23L - Manchester Airport ONLY

    1. Speed Limit Point. When Runway 23R/23L is in operation, all traffic inbound to Manchester from the south and southeast at FL 140 or below should be flown at 210 KT (IAS) or less when north of an arc drawn 17 DME from the Trent VOR in sector 300° MAG to 350° MAG unless otherwise authorised by ATC.

    2. IFR traffic entering the Manchester TMA from Controlled Airspace will be cleared initially to not less than 3500 FT QNH, except that descending IFR traffic entering the airspace between the TMA boundary and the boundary of the Radar Vectoring Area (RVA) intercepted between the extended centre-line of Runway 23R/23L and a line drawn 170° MAG from Manchester VOR, will be cleared initially to not less than 4000 FT QNH.

    3. ATC will not clear aircraft for descent below 3500 FT QNH, or 4000 FT QNH as appropriate, until within the RVA.

    4. In certain weather conditions, and perhaps for reasons of safety, pilots may not be able to comply with the speed limits quoted. In such circumstances, they should advise ATC immediately, stating the minimum speed acceptable.

  8. Approach Procedures Without Radar Control

    1. Not available at Manchester.

3  Procedures for Outbound Aircraft

  1. Speed Limit

    1. A speed limit of 250 KT applies to all departures whilst flying below FL 100 unless previously removed by ATC.

    2. In certain weather conditions and perhaps for other reasons of safety, pilots may not be able to comply with the speed limit. When such circumstances are anticipated, the pilot should inform ATC when requesting start-up clearance, stating the minimum speed acceptable. In this event, pilots will be informed before take-off of any higher speed limitation. Similarly, should such circumstances arise during flight, the pilot should immediately advise ATC, stating the minimum speed acceptable.

  2. Allocation of Cruising Levels

    1. When a re-clearance of Altitude/Flight Level is issued after take-off by ATC, it is the responsibility of the pilot to comply with at least the minimum altitudes shown in the SID procedure during the climb to the new assigned Altitude/Flight Level.

    2. Exceptionally, when ATC issue a re-clearance below the final SID altitude pilots must not climb above this revised altitude until further clearance is received. Aircraft on certain SIDs will be required to ‘confidence check’ the departure routing.

  3. Communications

    1. To reduce flight-deck workload immediately after take-off from Manchester Airport, the appropriate 'Scottish Control' frequency to be used is detailed on the SID Chart. This will enable pilots to pre-select the frequency on an alternative communications channel. It is essential that the frequency change is not made until instructed to do so by 'Manchester Tower' and the instruction has been acknowledged by the pilot. Due to interaction with go-arounds all departures can expect to stay on Tower frequency until passing 2500 FT. When the aircraft is not operating on a SID clearance the appropriate 'Scottish Control' frequency to be used, when instructed, will be included in the ATC clearance message.

  4. Radio Failure Procedure

    1. In the event of complete radio communication failure in an outbound aircraft, the pilot will adopt the appropriate procedure notified at ENR 1.1, Section 3.4.

    2. For the purpose of radio failure, climb to flight-planned level should be commenced after the last position shown in column 4 of the SIDs where an altitude is specified.

4  Procedures for flights between Manchester and Liverpool

  1. IFR flights between Manchester and Liverpool Airports will normally be cleared via the appropriate EKLAD or ASMIM (dependent on runway in use) Standard Instrument Departure.

5  VFR and Special VFR Flights

  1. Special VFR clearance for flights within the Control Zone may be requested and may be given in accordance with rules applicable to Class D airspace.

  2. The use of Special VFR clearances is intended to be confined to light aircraft below 5700 KG MTWA which cannot comply with full IFR requirements.

  3. VFR clearance in the Control Zone will be given for flights operating in VMC. Routeing instructions and/or altitude restrictions may be specified in order to integrate VFR flights with other traffic. Pilots are reminded of the requirement to remain in VMC at all times and to comply with the relevant parts of SERA and the Rules of the Air Regulations 2015, and must advise ATC if at any time they are unable to comply with the clearance instructions issued.

  4. Aircraft operating VFR or Special VFR in the Manchester CTR inbound to Barton (EGCB) must not assume that co-ordination has taken place to allow aircraft to enter the Barton ATZ. Manchester Radar will, whenever possible, permit an aircraft to leave the frequency temporarily to establish two-way communication with Barton. If this is not possible, aircraft must leave the CTR clear of the Barton ATZ and route to Barton from outside controlled airspace.

  5. Pilots requiring a VFR or Special VFR clearance to transit the Manchester CTR must remain clear of controlled airspace until a clearance has been obtained by RTF from Manchester Radar (excluding the Manchester Low Level Route, see EGCC AD 2.22 for flight procedures).

6  VFR and Special VFR Routes to/from Manchester Airport

  1. In order to integrate VFR and Special VFR flights to/from Manchester Airport with the normal flow of IFR traffic, a number of Standard Routes are established along which ATC VFR and Special VFR clearances will be issued subject to the conditions specified above. These routes are defined by prominent ground features (eg Motorways) and are detailed below.

  2. In order to reduce RTF congestion of Clearance Delivery frequencies, the standard outbound Visual Routes are allocated Route Designators. Pilots are to ensure that they are familiar with the route alignment and altitude restrictions prior to departure.

    Standard Outbound Visual Routes

    Exit Point

    Runway

    Route Designator

    Route

    Maximum Altitude (QNH)

    Remarks

    Thelwall Viaduct VRP

    05L/05R

    Thelwall 2 Visual

    Cross M56 Motorway. Route north of M56 to Thelwall Viaduct VRP, then via the Low Level Route.

    1300 FT

    1. Avoid overflying Lymm.

    2. Inbound traffic operates south of M56 for Rwy 05L and 05R.

    3. Warning: Traffic in Low Level Route is unknown to ATC. Traffic information will not be passed.

    Macclesfield South VRP

    23R/23L

    Macclesfield 1 Visual

    Left turn towards Alderley Edge Hill VRP. Route west then south of Alderley Edge Hill and join the Macclesfield Entry/Exit Lane at Prestbury Station. Keep the railway line on the left and leave the CTR via Macclesfield South VRP

    2500 FT (Notes 1, 2 and 6)

    1. Maximum altitudes 1500 FT between Manchester and the northern edge of Macclesfield, 2500 FT south of the northern edge of Macclesfield to the CTR Boundary.

    2. Warning: High ground to the east of the Entry/Exit Lane.

    3. Aircraft may be routed direct from Manchester to Prestbury Station, or via disused Woodford aerodrome.

    4. Aircraft must not leave the confines of the Entry/Exit Lane without prior co-ordination with ATC.

    5. Caution: Alderley Edge 650 FT AMSL.

    Standard Inbound Visual Routes

    Entry Point

    Runway

    Route Designator

    Route

    Maximum Altitude (QNH)

    Remarks

    Stretton (Disused AD) VRP

    05L/05R

    Stretton 1 Visual

    From Stretton (Disused AD) VRP, route via M56 Motorway, keeping the Motorway on the left. Join left base Runway 05L.

    1300 FT

    1. Outbound traffic operates north of M56.

    2. Aircraft may be held at Stretton (Disused AD) VRP or Rostherne VRP.

    Macclesfield South VRP

    23R/23L

    Macclesfield 1 Visual

    From CTR Boundary east of Macclesfield VRP, route via the Macclesfield Entry/Exit Lane (keeping railway line on left) to disused Woodford Aerodrome. Join left base for Runway 23R/23L.

    2500 FT (Notes 1, and 5)

    1. Maximum altitudes 2500 FT between CTR Boundary and the northern edge of Macclesfield, 1500 FT north of Macclesfield.

    2. Aircraft may be held at Hilltop VRP, which is defined as the open area 1 NM North West of the disused Woodford aerodrome factory. Pilots must hold by visual reference to ensure that the holding pattern does not deviate to the north, which would come into conflict with Runway 23R final instrument approach, particularly in a southerly wind.

    3. When Runway 23L is in use as the landing runway, Hilltop VRP will not be used. VFR inbound aircraft can expect to hold overhead disused Woodford aerodrome.

    4. Pilots should contact Manchester Radar initially on 118.580 MHz.

    5. Warning: High ground to the east of the Entry/Exit Lane.

    6. Aircraft must not leave the confines of the Entry/Exit Lane without prior co-ordination with ATC.

    7. Aircraft experiencing a radio failure inbound to Manchester whilst in the Macclesfield Entry/Exit Lane, or holding at Hilltop, are to carry out the Radio Communication Failure procedure detailed at ENR 1-2-2, paragraph 2.9

      Note: No visual signals available at Manchester.

7  Manchester Low Level Route

  1. The Manchester Low Level Route is that part of Manchester CTR bounded by the following coordinates: 533124N 0023102W - 531411N 0023105W - 531050N 0022814W - 531050N 0023224W - 531130N 0023744W - 532708N 0023744W - 533011N 0024123W - 533124N 0023102W to an upper limit of 1300 FT AMSL Manchester QNH (Manchester QNH available from Manchester ATIS frequency 128.180 MHz).

  2. The Manchester Low Level Route is not aligned on the M6 Motorway, or on any railway line, and these should not therefore be used as navigational line features to be followed when flying along the route. However, to the northwest and southeast of the route, stubs are aligned on the M6 and the Crewe-Winsford railway line to enable pilots to access the route accurately.

  3. Aircraft operating VFR in accordance with the procedures notified for the operation of the Manchester Low Level Route are exempt from the provisions of an air traffic control service (ORS4 No.1489). As such, within the Manchester Low Level Route, aircraft may be flown by day or night, without individual ATC clearance, subject to the aircraft being flown;

    1. in accordance with SERA.5005 (VFR);

    2. at a speed which according to its airspeed indicator is 140 KT or less, to give adequate opportunity to observe other aircraft and any obstacles in time to avoid a collision;

    3. in a flight visibility of at least 5 KM;

    4. in accordance with the radiocommunications and secondary surveillance radar transponder operation procedures applicable to the Manchester Low Level Route.

  4. Suitably equipped aircraft are to be flown in the Manchester Low Level Route with SSR code 7366 selected (unless displaying a special purpose code or code allocated/agreed by Manchester ATC) and listening out on Manchester Radar frequency 118.580 MHz, to enable the use of an alerting service if necessary, or to facilitate the early resolution of an airspace infringement.

  5. Pilots of non-transponder equipped aircraft operating within the Manchester Low Level Route are to monitor Manchester Radar, frequency 118.580 MHz to enable the use of an alerting service if necessary, or to facilitate the early resolution of an airspace infringement.

  6. Pilots of aircraft flown within the Manchester Low Level Route in accordance with the conditions in paragraph c) are responsible at all times for their own separation from all other flights, however Manchester Radar will endeavour to pass traffic information as far as practicable.

  7. In circumstances where pilots are unable to comply with paragraph c):

    1. For VFR flights wishing to transit the Manchester Control Zone, a clearance shall be requested from Manchester Radar, frequency 118.580 MHz. For VFR flights wishing to transit the Liverpool Control Zone, a clearance shall be requested from Liverpool Approach, frequency 119.855 MHz;

    2. For all Special VFR flights wishing to transit the Manchester Control Zone, a clearance shall be requested routing to the east of the Manchester Low Level Route from Manchester Radar, frequency 118.580 MHz, or to the west within the Liverpool Control Zone from Liverpool Approach, frequency 119.855 MHz;

    3. Aircraft wishing to land or depart from an aerodrome inside the Manchester Low Level Route, or transit across the route, may request a VFR or Special VFR clearance from Manchester Radar frequency 118.580 MHz. Aircraft are responsible for their own separation at all times from all other flights within the Manchester Low Level Route.

  8. For the purposes of SERA.5005(c)(5) and SERA.5005(f), aircraft flying within the Manchester Low Level Route are permitted (ORS4 No.1496) to fly below 1000 FT above the highest obstacle within a radius of 600 M from the aircraft if;

    1. it is operating in accordance with the procedures notified for the route;

    2. it is flown no closer than 500 FT to any person, vessel, vehicle or structure;

    3. it is flown at a height that will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface.

  9. Pilots should be aware of the possibility of wake turbulence at all times, particularly when flying in the vicinity of the Liverpool and Manchester extended runway centre-lines. Pilots operating in accordance with paragraph c) above will not be passed wake turbulence warnings.

  10. See AD 2-EGCC-4-1 CONTROL ZONE AND CONTROL AREA CHART - ENTRY/EXIT LANES AND VRPs.

8  Frequency Monitoring Code (FMC)

  1. Pilots of suitably equipped aircraft flying under VFR within the Manchester Low Level Route are to select SSR code 7366 (unless displaying a special purpose code or code allocated/agreed by Manchester ATC) and maintain a listening watch on Manchester Radar, frequency 118.580 MHz.

  2. SSR code 7367 has been allocated by Manchester Radar for Student Solo Pilots to select when operating in the Manchester Low Level Route or as per para c) below.

  3. Pilots operating outside the Manchester CTR/CTA/LLR within the airspace bounded by the following coordinates:

    533723N 0023744W - 534459N 0020433W -
    533650N 0015216W - 532510N 0014456W -
    530412N 0015647W - 530253N 0023751W -
    533723N 0023744W

    are encouraged to select SSR code 7366 (7367 for student solo pilots) and maintain a listening watch on Manchester Radar, frequency 118.580 MHz.

  4. Whilst squawking 7366/7367, pilots should be aware that Manchester Radar may make blind transmissions in order to ascertain a particular aircraft's intentions/route.

  5. Selection of SSR code 7366/7367 does not imply the provision of an ATC service. Pilots of aircraft displaying the code are not expected to contact ATC under normal circumstances; they are to remain responsible for their own navigation, separation, terrain clearance and (other than operating in accordance with the conditions of the Manchester Low Level Route) are expected to remain clear of the Manchester CTR/CTA at all times.

  6. When a pilot ceases to maintain a listening watch, SSR code 7366/7367 shall be deselected.

9  Visual Reference Points (VRP)

  1. Remain to the east of Burtonwood Services/M56 Junction 11 VRPs to remain clear of Liverpool CTR.

  2. Remain to the west of Stretton (Disused AD)/Thelwall Viaduct VRPs to remain clear of Manchester CTR.

  3. Remain to the west of Winsford Flash VRP to avoid over flying Winsford.

  4. Details of VRPs are available in the consolidated 'Visual Reference Points List' published on the 'Digital Dataset' page of the NATS AIS website, www.nats.aero/ais.

EGCC AD 2.23  ADDITIONAL INFORMATION

Not applicable

EGCC AD 2.24  CHARTS RELATED TO AN AERODROME

AERODROME CHART - ICAO

AD 2.EGCC-2-1

AIRCRAFT PARKING/DOCKING CHART - ICAO

AD 2.EGCC-2-2

AERODROME CHART A380 GROUND MOVEMENT - ICAO

AD 2.EGCC-2-3

AIRCRAFT GROUND MOVEMENT - REMOTE DE-ICING AREAS LOCATION CHART - ICAO

AD 2.EGCC-2-4

CONTROL ZONE and CONTROL AREA CHART

AD 2.EGCC-3-1

NOISE PREFERENTIAL ROUTEINGS

AD 2.EGCC-3-2

CONTROL ZONE and CONTROL AREA CHART - ENTRY/EXIT LANES and VRPS

AD 2.EGCC-4-1

ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO

AD 2.EGCC-5-1

STANDARD DEPARTURE CHART - INSTRUMENT (SID) ASMIM 1S 1Z/KUXEM 1R 1Y/EKLAD 1R 1Y - ICAO

AD 2.EGCC-6-1

STANDARD DEPARTURE CHART - INSTRUMENT (SID) LISTO 2S 2Z - ICAO

AD 2.EGCC-6-2

STANDARD DEPARTURE CHART - INSTRUMENT (SID) (RESTRICTED USE) LISTO 2R 2Y - ICAO

AD 2.EGCC-6-3

STANDARD DEPARTURE CHART - INSTRUMENT (SID) POL 5R 4S 1Y 1Z - ICAO

AD 2.EGCC-6-4

STANDARD DEPARTURE CHART - INSTRUMENT (SID) SONEX 1R 1Y/DESIG 1S 1Z - ICAO

AD 2.EGCC-6-5

STANDARD DEPARTURE CHART - INSTRUMENT (SID) (Jet Aircraft Only) SANBA 1R 1Y - ICAO

AD 2.EGCC-6-6

RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) LAKEY 1M SETEL 1M TILNI 1M - ICAO

AD 2.EGCC-7-1

RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) LIBSO 1M OTBED 1M - ICAO

AD 2.EGCC-7-2

RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) MAKUX 1M MALUD 1M AXCIS 1M PENIL 1M - ICAO

AD 2.EGCC-7-3

RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) ELVOS 1M LESTA 1M - ICAO

AD 2.EGCC-7-4

STANDARD INSTRUMENT ARRIVAL CODING TABLES LAKEY 1M SETEL 1M TILNI 1M LIBSO 1M

AD 2.EGCC-7-5

STANDARD INSTRUMENT ARRIVAL CODING TABLES OTBED 1M MAKUX 1M MALUD 1M AXCIS 1M

AD 2.EGCC-7-6

STANDARD INSTRUMENT ARRIVAL CODING TABLES PENIL 1M ELVOS 1M LESTA 1M

AD 2.EGCC-7-7

RNAV HOLD CODING TABLES DAYNE MIRSI ROSUN

AD 2.EGCC-7-8

INSTRUMENT APPROACH CHART ILS/DME (I-MC) RWY 05R - ICAO

AD 2.EGCC-8-1

INSTRUMENT APPROACH CHART ILS/DME (MCT) RWY 05R - ICAO

AD 2.EGCC-8-2

INSTRUMENT APPROACH CHART LOC/DME (I-MC) RWY 05R - ICAO

AD 2.EGCC-8-3

INSTRUMENT APPROACH CHART VOR/DME RWY 05R - ICAO

AD 2.EGCC-8-4

INSTRUMENT APPROACH CHART ILS/DME (I-MM) RWY 05L - ICAO

AD 2.EGCC-8-5

INSTRUMENT APPROACH CHART ILS/DME (MCT) RWY 05L - ICAO

AD 2.EGCC-8-6

INSTRUMENT APPROACH CHART LOC/DME RWY 05L - ICAO

AD 2.EGCC-8-7

INSTRUMENT APPROACH CHART VOR/DME RWY 05L - ICAO

AD 2.EGCC-8-8

INSTRUMENT APPROACH CHART ILS/DME (I-NN) RWY 23R - ICAO

AD 2.EGCC-8-9

INSTRUMENT APPROACH CHART ILS/DME (MCT) RWY 23R - ICAO

AD 2.EGCC-8-10

INSTRUMENT APPROACH CHART LOC/DME RWY 23R - ICAO

AD 2.EGCC-8-11

INSTRUMENT APPROACH CHART VOR/DME RWY 23R - ICAO

AD 2.EGCC-8-12

INSTRUMENT APPROACH CHART VOR/DME RWY 23L - ICAO

AD 2.EGCC-8-13

INSTRUMENT APPROACH CHART RNP RWY 23L - ICAO

AD 2.EGCC-8-14

INSTRUMENT APPROACH PROCEDURE CODING TABLES - RNP RWY 23L

AD 2.EGCC-8-15

EGCC AD 2.25  VISUAL SEGMENT SURFACE (VSS) PENETRATION

Not applicable