South East RTS. Manston Airport vmats Part 2. EDITION 2.3 (Thursday, 15 November 2012 at 18:27) NOT FOR REAL WORLD USE

Transcription

1 South East RTS Manston Airport vmats Part 2 NOT FOR REAL WORLD USE EDITION 2.3 (Thursday, 15 November 2012 at 18:27)

2 INTENTIONALLY LEFT BLANK

3 FOREWORD This guide is designed to act as a point of reference for all controllers who have an interest in Manston Airport in Kent (EGMH). Useful Web Addresses: VATSIM UK Division Website Manston Airport Website Manston Historical site For airfield and approach charts, see: and click on UK Aeronautical Information Publication (AIP) then Aerodrome Index Specific. All graphics included in this document are the property of their respective owners. Textual Content is 2012 VATSIM-UK South East RTS South East RTS Manston Airport vmats Part 2 Introduction 3

4 AMMENDMENT RECORD Amendment N o Comments Pages Date Inserted Inserted by Edition 1 Original Edition All 20/04/06 A. Walker Edition 2 Second Edition All 12/06/10 J. Rayfield Edition 2.1 Identification Procedures & all co-ordination All 18/10/10 CP Edition 2.2 Formatting updated, TL table corrected, RT examples added, Absolute minima procedure changed All 05/11/11 CP Edition 2.3 Transition Altitude changed to 6000ft 9, 22, 28, 33, 39 15/03/12 CP 4 South East RTS Manston Airport vmats Part 2

5 INTRODUCTION... 8 SECTION 1 GENERAL INSTRUCTIONS... 9 Chapter 1 Altimeter Setting Procedures Departing Aircraft Joining/Landing Traffic Transit Aircraft Transition Altitude ASRs Local Airspace... 9 Chapter 2 Light Aircraft and Helicopter Procedures Responsibilities (ADC or APC) Helicopter Operations Rejoin Procedures Fanstop Procedures Radio Failure Procedures Chapter 3 Noise Abatement Procedures MNRs Procedures for Aircraft and Air Traffic Control Chapter 4 Special Categories of Flight Gliding and Light Aircraft sites HM Coastguard SAR Helicopter Chapter 5 All Weather Operations Aerodrome Terminal Information System Runway Visual Range Low Visibility Procedures South East RTS Manston Airport vmats Part 2 5

6 1.5.4 Air Traffic Control Separations Chapter 6 Co-ordination with Adjacent Aerodromes Closest Adjacent Aerodromes SECTION 2 LOCAL SEPARATION STANDARDS Chapter 1 Special Separation Standards IFR General Inbound and Outbound Traffic (Non-Radar) Arrival/Departure and En-Route IFR Traffic (Non-Radar) Chapter 2 Wake Turbulence Separation General SECTION 3 AERODROME CONTROL Chapter 1 Aerodrome Control Responsibilities Selection of Runway in Use Preferential Runway Description of Airfield Chapter 2 Aerodrome Operations Co-ordination between Aerodrome, Approach and London Control Start up clearances Departure Clearances Circuit Procedures Run and Break Procedures for Jet Aircraft Ground Movements Taxiing procedures for GA Aircraft parked at TG Aviation TG General Handling Areas SECTION 4 APPROACH AND APPROACH RADAR South East RTS Manston Airport vmats Part 2

7 Chapter 1 Approach Control Responsibilities Liaison with Aerodrome Control Chapter 2 Procedures for IFR Traffic Information to arriving aircraft Non-Public Transport Minima Visual Approach (IFR Traffic) Allocation of levels Expected Approach Times Holding and Approach patterns Missed Approach Procedures Departure Clearances Chapter 3 Co-ordination With London Area Control With Adjacent Units Manston Conspicuity Code Chapter 4 Approach Radar Control Services and Responsibilities Radar Separation Minima Terrain Clearance Radar Vectoring Area Speed Control Surveillance Radar Approaches Identification Procedures Squawk Allocation Co-ordination with Aerodrome Control South East RTS Manston Airport vmats Part 2 7

8 INTRODUCTION In the winter of , aircraft began to use the open farmlands at Manston as a site for emergency landings. Not long after, a training school, set up originally to instruct pilots in the use of the new Handley Page bombers, was established; so by the close of 1916 there were already two distinct units stationed at Manston. Its location near the Kent coast gave Manston some advantages over other aerodromes, and regular additions in men and machinery were soon made. By 1917 the Royal Flying Corps was well established and taking an active part in the defence of England. In the Second World War, Barnes Wallis used the base to test his bouncing bomb on the coast at nearby Reculver. Hawker Typhoon and Meteor squadrons were both based at Manston during the war. Being close to the front-line and having a long and broad runway, the airfield was often used by badly damaged planes that had suffered from damage. During the Cold War of the 1950s, the USAF used Manston as a base for its fighter and fighter-bomber units. The USAF withdrew from Manston in 1960, and the airfield became a joint civilian and RAF airport. Thanks to its broad long runway, (built during the Second World War, Manston was used as a diversionary airfield for emergency military and civilian landings. From 1989 Manston became Kent International Airport. It is allegedly listed by NASA, although never used, as an emergency diversionary landing strip for the Space Shuttle programme. Kent International Airport was initially a 38 acres (150,000 m 2 ) civilian area within the former RAF Manston including the existing terminal building and an apron where passengers embark and the largest of freighters may be loaded. Picturesque private aircraft based here include a Boeing Stearman. Two museums can be found on the northern edge of the airfield, providing a glimpse of the aerodrome's military heritage. On 26 July 2005 London Manston Airport Plc went into liquidation. Operations were temporarily suspended, along with Manston's ATZ and radar services, until a new buyer could be signed-up. The sale of Manston to Infratil (owner of Glasgow Prestwick Airport) was completed on 26 August The RAF Manston History Museum is still on the site, as is the Spitfire and Hurricane memorial. On 15th February 2010, airport CEO Matt Clarke and Flybe Head of PR and Public Affairs, Niall Duffy announced a daily service operated by Flybe from Manston to Edinburgh. The service, starting on May 27th is the first daily scheduled route at Manston since the collapse of EU Jet in South East RTS Manston Airport vmats Part 2 Introduction

9 SECTION 1 GENERAL INSTRUCTIONS Chapter 1 Altimeter Setting Procedures Departing Aircraft Aircraft intending to remain within the circuit should be passed the QFE on taxi. Traffic departing the circuit and all other departures should be passed the QNH Joining/Landing Traffic Inbound traffic and aircraft joining the circuit should be passed the QFE. Traffic carrying out an instrument approach procedures should be passed QNH and the QFE when on final approach Transit Aircraft Aircraft transiting the ATZ or local area should be passed the QNH Transition Altitude The Transition Altitude is 6000 feet ASRs Manston is situated within the Chatham Altimeter Setting Region Local Airspace Manston Airport resides in Class G airspace, outside of the ATZ. To the West the Worthing CTA extends down to 5500 feet. The edge of the CTA follows an approximate North/South line from Herne Bay on the North Coast to Hythe on the south coast. The town of Ramsgate is immediately east of the airfield. Visual Reference Points (VRP) Visual Reference Points are established for use by aerodrome and en-route traffic as follows: VRP Whitstable Canterbury (A2 Harbledown Junction) Deal Co-ordinates N E N E N E South East RTS Manston Airport vmats Part 2 General Instructions 9

10 Chapter 2 Light Aircraft and Helicopter Procedures Responsibilities (ADC or APC) Aerodrome Control (ADC) is responsible for all aircraft flying within the ATZ and operating on the manoeuvring area. Approach Control (APC) is a radar unit, responsible for providing all required services to aircraft in the area, along with joining instructions and clearances to aircraft transiting the ATZ. The transfer of responsibility from ADC to APC should take place when the aircraft is clear of aerodrome traffic under control of ADC. Both ADC and APC are responsible for providing traffic information to aircraft under their control. Control and communication with light aircraft and Helicopters should be transferred between controllers as follows: Departing - Hand-off from Tower to Approach/Radar Should occur when aircraft are about to depart the zone and are clear aerodrome traffic, or at any other time, on request by Approach/Radar Arriving Hand-Off from Approach/Radar to Tower When the aircraft is about to enter the ATZ. Standard 'top-down' rules apply when one or the other controller is off-line. Under no circumstance will Tower provide vectors or distance information, other than as might be inferred from an aircraft's reported position Helicopter Operations Civil Helicopters should normally be stationed at TG Aviation, where a suitable grass landing area is situated. Helicopters should approach and depart from TG Aviation to/from the south of the field. Helicopter flying training is carried out on the grass area north of Taxiway Alpha, between Apron Echo and Taxiway Delta. 10 South East RTS Manston Airport vmats Part 2 General Instructions

11 1.2.3 Rejoin Procedures Aircraft approaching from the South or SW, routing via Deal Pier will normally be instructed to join 'left base for runway 28' or if 10 in use then 'downwind right hand runway 10'. From Whitstable, aircraft may be cleared for a 'straight in approach' for runway 10. For runway 28 aircraft may be given 'downwind right hand runway 28' join, to remain clear of outbound traffic ie remain North of the runway centreline. From the Canterbury direction when runway 28 is in use, aircraft may join 'downwind 28 left hand' or if 10 in use then 'right base runway 10'. For traffic spacing, all aircraft may be routed to 'downwind right hand runway 10'. Or 'downwind left hand runway Fanstop Procedures Local based and club aircraft may be given approval to carry out a practice engine failure after take-off. The aircraft will request a Fan-stop on the RT prior to the start of the procedure and, when approval has been given, may commence procedure when ready but must be instructed to report climbing away on completion. South East RTS Manston Airport vmats Part 2 General Instructions 11

12 1.2.5 Radio Failure Procedures VFR Traffic Pilot s will continue in the circuit, and make blind transmissions at the critical points. They will observe the control tower for visual signals and land at the first opportunity. IFR Traffic a. In the event of complete radio communication failure in an aircraft, the pilot is to adopt the appropriate procedures described at ENR 1.1.3, with the exceptions described below: i. Aircraft inbound to Manston 1. If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will: Begin their descent at the last acknowledged EAT, or if not acknowledged, the last acknowledged EAT, if not, an EAT calculated from the last acknowledged reporting point. Descent can be commenced up to 10 minutes after these times. If the aircraft has not landed within 30 minutes from the time a descent should have commenced: continue visually or leave by the route indicated in paragraph (b). b. The route to be used when leaving the ATZ in accordance with the procedures given at ENR is shown below: Position at time of decision Route MTN Track South East RTS Manston Airport vmats Part 2 General Instructions

13 Chapter 3 Noise Abatement Procedures MNRs Unless otherwise instructed by ATC or unless deviations are required in the interests of safety, all jet aircraft and all aircraft over LearJet 45 departing the airport are subject to the following Noise Preferential Routings: Runway 10 Climb straight ahead until 4 DME and 3000ft, then as directed by ATC Runway 28 Climb straight ahead to 1.5 DME then track 310 M until 5 DME and 3000ft, then as directed by ATC Procedures for Aircraft and Air Traffic Control If pilots are unfamiliar with Manston Noise Preferential Routings the complete routing will be passed. For example: (Callsign) After departure climb straight ahead to 1.5 DME then turn right heading 310 degrees until passing 3000 feet or 5 DME, whichever is later, then on track DVR However, if pilots are familiar with these procedures the ATCO may say, After departure standard 28 (or 10) noise routing (followed by any additional instructions). Airways clearance will always be given separately. From Runway 28, aircraft joining Airways at DVR VOR will, subject to traffic be given a right turn on track and be expected to have passed 4000 ft (QNH) by 15 DME DVR. VFR aircraft, subject to Noise Preferential Routings will not jeopardise their VFR status, and where possible avoid large areas of population. 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. Approaches Unless otherwise authorised by ATC, the preferred approach for all jets and all aircraft over 5700 kg MTWA will be procedural or radar assisted. Radar vectoring will not be below 2500 ft (QNH) until over the sea. For visual approaches (IFR Flights) the following limitations apply: South East RTS Manston Airport vmats Part 2 General Instructions 13

14 All jets and aircraft exceeding 5700 kg MTWA will maintain 2500 ft (QNH) until established on final approach when they will descend on the equivalent of a 3 glidepath. Visual Circuits for Jets and aircraft exceeding 5700 kg All jets and aircraft exceeding 5700 kg MTWA: Circuit height 1700 ft (QNH)/1500 ft (QFE). Runway 28 Right-Hand Circuit: Climb on Noise Preferential Routeing until at circuit altitude/height and 5 DME. Crosswind, downwind and base legs are to be flown over the sea. The downwind leg should be aligned parallel to and 3 nm or more from the runway centre-line. Maintain altitude/height until on final approach, then descend on the equivalent of a 3 glidepath. Runway 10 Left Hand Circuit: Climb on a runway heading until circuit altitude/height, the heading to be maintained until the crosswind leg can be achieved over the sea. Downwind leg over the sea aligned parallel to and 3 nm or more from the runway centre-line. Base leg to be flown in such a way as to avoid densely populated areas. Maintain an altitude/height until on final approach, then descend on the equivalent of a 3 glidepath. All other aircraft that are not subject to Noise Abatement Procedures: Standard Visual Circuits Runway 28 Left Hand Circuits at 1200 ft (QNH)/1000 ft (QFE). Runway 10 Right Hand Circuits at 1200 ft (QNH)/1000 ft (QFE). 14 South East RTS Manston Airport vmats Part 2 General Instructions

15 Chapter 4 Special Categories of Flight Gliding and Light Aircraft sites Maypole (EGHB) is a private grass aerodrome situated 7.5 nm west of Manston, and approximately 1.5 nm south of the final approach track to Runway 10. Waldershare Park Gliding Site is a grass strip situated 10 nm south of Manston with winch launching up to 2400ft AMSL. Challock (EGKE) is a grass aerodrome situated 21 nm south-west of Manston with winch launching up to 2600ft AMSL Manston aerodrome is not available for non-radio equipped aircraft, gliders, microlights, banner towing and parachute dropping, except in emergency situations HM Coastguard On behalf of HM Coastguard, Air Atlantique normally operates a BN Islander from TG Aviation, Callsign Coastguard On occasions that they are partaking in a Search and Rescue mission, the callsign Coastguard Rescue ---- will be used SAR Helicopter 22 Squadron Royal Air Force has permission to operate from the airfield at any time during an operation and will be directed to bay 98. If they are operating on a 'Rescue' callsign, they are to be afforded priority over any other traffic. South East RTS Manston Airport vmats Part 2 General Instructions 15

16 Chapter 5 All Weather Operations Aerodrome Terminal Information System An arrival and departure ATIS, identification Manston Information, is available on frequency MHz. Arriving and departing aircraft are required to acknowledge receipt of the current ATIS information and QNH on initial contact with Manston. If a non-current code letter is used, or if receipt of the ATIS is not acknowledged, ATC must pass the relevant information. The latest weather information can be found on the Manston Airport website at Runway Visual Range The maximum value for RVR is as per the following table: Runway MAX RVR m m Low Visibility Procedures The following procedures have been prepared in accordance with the guidelines laid down in CAP 168, Appendix 2B and ICAO Doc 9476 and will be applied in periods of low visibility. LVPs Stage 1 Reported meteorological visibility1500 metres or less Where available, RVR values will be passed to arriving aircraft with landing clearance and departing aircraft on start-up, with taxi instructions and take-off clearance. Stop bars will be used at holding points: A1, A2, B1, B2, C1, C2, D, E1, E2. Aircraft should be instructed to report passing intermediate holding points. If unable to be observed visually, Departing aircraft will be instructed to report: 1. commencing taxi 2. commencing take-off 3. airborne 16 South East RTS Manston Airport vmats Part 2 General Instructions

17 And, Arriving aircraft will be instructed to report: 1. landed 2. runway vacated and crossing the stopbars associated with the relevant CAT I holding point. LVPs Stage 2 Reported meteorological visibility 800 metres or less a) Departing aircraft which have been lined up and cleared for take off must have commenced their take off run before the landing aircraft report at 4 DME on the final approach, otherwise the aircraft on the runway will be required to hold on the runway and the aircraft on final approach will be instructed to stop descent and go around. b) Aircraft will not be permitted to line up if an arriving aircraft has reported at 8 DME or less on final approach until such time as the landing traffic has reported runway vacated and crossed the relevant CAT I holding point. c) Only two aircraft will be permitted to move on the manoeuvring area at any time. LVPs Stage 3 Reported meteorological visibility 500 metres or less a) Only one aircraft will be permitted to move on the manoeuvring area at any one time. b) Aircraft will not be permitted to taxi between the time a landing aircraft is at 8 DME on final approach until the landing aircraft has shut down or confirmed stationary at a specific point on the manoeuvring area Air Traffic Control Separations Normal standard IFR separation will be adhered to particularly during periods of bad weather. Vertical separation may be increased in turbulent conditions. If go-arounds and diversions are probable, controllers should avoid allocating the lowest IFR level to inbound traffic until the aircraft is obviously number one in traffic. South East RTS Manston Airport vmats Part 2 General Instructions 17

18 Chapter 6 Co-ordination with Adjacent Aerodromes Closest Adjacent Aerodromes Aerodrome Bearing Range (nm) Runways ICAO Code Headcorn (Lashenden) /29 Grass EGKH Lydd /21 Asphalt EGMD Maypole /20 Grass EGHB Rochester L/20R Grass EGTO 16/34 Grass 02R/20L Grass Southend /24 Asphalt EGMC Wattisham /23 Asphalt EGUW 18 South East RTS Manston Airport vmats Part 2 General Instructions

19 SECTION 2 LOCAL SEPARATION STANDARDS Chapter 1 Special Separation Standards IFR General Standard vertical or longitudinal separation is to be applied between all flights participating in a Procedural Service as specified in MATS part 1, Section 1 Chapter Inbound and Outbound Traffic (Non-Radar) i. The aircraft on instrument approach must have reported crossing the MTN NDB and be established outbound on the appropriate procedure track at a DME range of 4nm or more. ii. The departing aircraft must climb straight ahead, plus or minus 30 degrees, until 1000ft or more above the aircraft on the instrument approach, before turning on track. The initial cleared altitude must be at or above the appropriate Minimum Sector Altitude. iii. Vertical separation must be achieved before the arriving aircraft has reached 4nm DME inbound. iv. The above procedure must not be used for the direct arrival 10 DME arc procedure, or for aircraft that are continuing in the hold Arrival/Departure and En-Route IFR Traffic (Non-Radar) i. Arriving/Departing aircraft are deemed separated from en-route aircraft when they have both reported established on reciprocal tracks (+/- 30 ) from the MTN and one aircraft has reported 4 DME or more from the NDB. ii. iii. En-route traffic must pass directly over the MTN and not abeam. Both aircraft must maintain their reciprocal tracks until standard separation is achieved. South East RTS Manston Airport vmats Part 2 Local Separation Standards 19

20 Chapter 2 Wake Turbulence Separation General Wake turbulence separation is to be applied between all flights in accordance with MATS Part 1, Section 1, Chapter South East RTS Manston Airport vmats Part 2 Local Separation Standards

21 SECTION 3 AERODROME CONTROL Chapter 1 Aerodrome Control Responsibilities Callsign: EGMH_TWR Manston Tower Primary Frequency: Used at all times Aerodrome Control is responsible for providing a service to aircraft which are flying with visual reference to the ground and in the Aerodrome Traffic Zone by issuing information and instructions to aircraft to achieve a safe, orderly and expeditious flow of traffic and to assist pilots in preventing collisions between: i. Aircraft flying within the Aerodrome Traffic Zone ii. Aircraft taking off and landing iii. Aircraft moving on the apron iv. Aircraft and vehicles, obstructions and other aircraft on the manoeuvring area. When only an Aerodrome service is being provided with no Approach Control, Aerodrome Control is additionally responsible for: i. Issuing of joining instructions to aircraft inbound to the aerodrome ii. Issuing of clearances to aircraft wishing to transit the ATZ. iii. Providing a Basic Service to aircraft flying in the vicinity of ATZ (within approx. 15 nm radius of the aerodrome) in order to assist pilots in preventing collisions between known flights Selection of Runway in Use The term Runway in Use is used to indicate the main runway or landing direction selected by Aerodrome Control as the most suitable Preferential Runway Runway 28 is the preferred departure runway, and should be offered when there is a tailwind of 5 knots or less. Acceptance is at the pilots discretion. All aircraft will be held at hold A1 until appropriate clearances have been received. Holding aircraft on the runway should be avoided as much as possible. South East RTS Manston Airport vmats Part 2 Aerodrome Control 21

22 3.1.4 Description of Airfield ICAO Code Reference Point Co-ordinates and Location Elevation Magnetic Variation/Annual Change Transition Altitude Safety Altitude EGMH Lat: N Long: E Mid-point of Runway 28/10 178ft AMSL 6.6 hpa W1.0 (2011) 0.14 decreasing ft 2300 ft Runway TORA TODA ASDA LDA Threshold Elevation Runway Holding Point 28 B2 for light aircraft out of TG Aviation, A1 for heavier aircraft 10 A2 or E2 22 South East RTS Manston Airport vmats Part 2 Aerodrome Control

23 South East RTS Manston Airport vmats Part 2 Aerodrome Control 23

24 24 South East RTS Manston Airport vmats Part 2 Aerodrome Control

25 Chapter 2 Aerodrome Operations Co-ordination between Aerodrome, Approach and London Control Aerodrome Control is to ensure the Approach/Radar is informed when the circuit is active and when PFL s are taking place. When visual circuits have ended, or when an aircraft on an instrument approach has landed, Aerodrome Control is to inform Approach/Radar as soon as possible. Aerodrome Control must request a departure clearance and release from Approach on all IFR departures. If Approach is closed, Aerodrome Control must co-ordinate directly with the onward ATSU (e.g. London Control). Approach will provide information to Aerodrome Control on all arriving IFR flights. When an aircraft is carrying out a procedural approach, Approach will inform Aerodrome Control when an aircraft is MTN outbound or base turn complete. Approach will transfer instrument approach traffic to Aerodrome Control once the aircraft reports base turn complete or final approach track established. Until such aircraft are flying with visual reference to the surface, the responsibility for separation between them shall remain with Approach and Aerodrome Control shall not issue any instructions that would reduce the separation established by Approach. Approach will liaise with Aerodrome Control on arriving VFR flights. All arriving VFR flights will have been passed joining instructions and QFE by Approach prior to transfer to Aerodrome Control. Information will be given to Aerodrome Control on all aircraft wishing to fly over the ATZ below 3000 feet and co-ordination must be achieved on all aircraft wishing to transit the ATZ. IFR Departures will not depart until: a) The ATC clearance from Area Control (if required) has been passed and acknowledged; and b) Local initial departure instructions have been obtained from Approach/Radar and acknowledged. c) Where appropriate, the Noise Preferential Routing has been passed and acknowledged. d) Approach/Radar have given a release. Aerodrome Control must request release from Approach in sufficient time to not cause delay to the aircraft on the ground, and soon enough to allow co-ordination with onward Controllers to be completed. South East RTS Manston Airport vmats Part 2 Aerodrome Control 25

26 VFR Departures a) The initial departure routing must be obtained and pre-noted to Approach. b) Unless specifically requested by Approach, VFR departures will not be subject to co-ordination, unless they are departing within 5 minutes of any following IFR departure. c) If requested by Approach, VFR departures will be instructed to depart not above 2000ft (Manston QNH). d) VFR aircraft departing Westbound towards Whitstable/ Herne Bay may, due to IFR traffic, be asked to initially route via Canterbury. Airborne times will be passed to Approach/Radar on all IFR departures as well as to LACC/LTCC for Airways joiners. If Approach is closed, Tower will co-ordinate directly with the appropriate onward ATSU as described below. The preferred ATSU is listed first. Joining Controlled Airspace Remaining Outside Controlled Airspace Callsign Name/Freq Callsign Name/Freq London Control EGTT_S_CTR London Information Southend Approach/Radar Essex Radar Thames Radar EGTT_I_CTR EGMC_R_APP ESSEX_APP THAMES_APP London Control EGTT_CTR Unicom Unicom IFR Departures Remaining Outside Controlled Airspace If the flight will remain outside controlled airspace, then Manston will pass the following as a departure pre-note to London Information or the next appropriate ATSU: 1. Callsign, 2. Aircraft Type, 3. Departure and Destination, 4. IFR/VFR, 5. FL/Alt, 26 South East RTS Manston Airport vmats Part 2 Aerodrome Control

27 6. Routing after departure, 7. POB (number of persons on board) Start up clearances VFR departures do not require start up clearance, however, IFR departures are required to request clearance for start up Departure Clearances IFR Departures: Tower will pass the IFR departure instructions on taxi or at the holding point prior to departure. An example of an airways joining clearance: London Control Clears (Callsign)to join controlled airspace on track DVR climb to altitude... feet squawk... contact frequency when advised London Control VFR Departures Prior to departure, piston aircraft may need to carry out power checks. It should not be assumed that such aircraft are ready for departure on reaching the holding point. VFR departures do not require departure instructions but will be given direction of turn with the take-off clearance along with traffic information if required Circuit Procedures Light Aircraft Standard circuits to the south of the airfield (Left Hand 28, Right Hand 10), circuit height is 1200 feet (QNH) / 1000 feet (QFE). It should be assumed for aircraft carrying out circuits that, unless otherwise requested by the pilot, the aircraft will be carrying out a touch and go. Jets and aircraft over 5700 kgs North of the airfield (over the sea Right Hand 28, Left Hand 10), circuit height is 1700 ft (QNH)/1500 ft (QFE). Weather Minima The weather minima for circuits are as follows: Visibility: Cloud Ceiling: 5km 1500ft (QFE), light aircraft; 2300ft (QFE), jets and aircraft exceeding 5700kgs MTWA. South East RTS Manston Airport vmats Part 2 Aerodrome Control 27

28 3.2.5 Run and Break Procedures for Jet Aircraft Run and breaks will not be carried out below 1000ft (QFE). This manoeuvre will only be carried out at the discretion of ATC, who will consider the noise sensitivity and other jet operations at the time before giving permission Ground Movements Due to the close proximity of Runway 28/10 and Taxiway Alpha, restrictions can be expected with their simultaneous use unless both aircraft have a wingspan of 29m or less. If either aircraft has a wingspan > 29m, only one may be used at a time either Runway 28/10 or Taxiway Alpha Taxiing procedures for GA Aircraft parked at TG Aviation The TGA apron is connected to the Alpha taxiway by a short link route which is not provided with a holding point. Consequently, once an aircraft has been cleared to taxi it has to be cleared to one of the runway holding points. To avoid the risk of a ground collision, when an aircraft parked at TGA calls for taxi, it is to be held on its parking position if the link route is in use until it can be cleared to taxi to the appropriate holding point without the risk of conflict TG General Handling Areas Although aircraft can operate freely in the open FIR, training areas, which are listed in the table below, should normally be used for aerobatics and general handling by light aircraft. Pilots should inform Approach Control when they wish to enter these areas and state their intentions and operating height. It has been agreed locally that only one aircraft may operate in each of Pegwe4ll Bay, Area Alpha and the Overhead, All operations must com-ply with ANO Rule 5. Area Vertical Limits Remarks The Overhead 3000ft AMSL FL65 Pilots are to listen out on Approach frequency and be prepared to vacate the area due to conflicting IFR traffic Birchington / North Foreland SL FL85 Sandwich / Deal Wingham / Aylesham Canterbury / Ashford GL FL65 GL 5500ft AMSL GL ft AMSL 28 South East RTS Manston Airport vmats Part 2 Aerodrome Control

29 SECTION 4 APPROACH AND APPROACH RADAR Chapter 1 Approach Control Responsibilities Callsign: EGMH_APP Manston Approach Frequency: IFR Traffic: Approach Control shall provide standard separation between IFR flights from the time and place at which:- a) Arriving aircraft place themselves under the control of Approach Control until control is transferred to Aerodrome Control; b) Departing aircraft are taken over from Aerodrome Control until they no longer wish to receive a service or are 10 minutes flying time away from the aerodrome, or are transferred to Area Control, whichever is the sooner; c) Overflying aircraft place themselves under the control of Approach Control until they are clear of the approach pattern and either no longer wish to receive a service or are 10 minutes flying time away from the aerodrome, whichever is the sooner. Aircraft within an ATZ are required to comply with instructions from the ATC unit. Although flight outside the ATZ is permitted without an ATC clearance, controllers will act on the basis that pilots will comply fully with their instructions in order to promote a safer operating environment for all airspace users. VFR Traffic: i. Issuing joining instructions to aircraft inbound to the aerodrome ii. Issuing clearances to aircraft wishing to transit the ATZ. iii. Providing a Basic Service to aircraft flying in the vicinity of ATZ (within approx. 20 nm radius of the aerodrome) in order to assist pilots in preventing collisions between known flights. Approach Control may be combined with Aerodrome Control - Manston Approach will carry out all functions described in Section 3, Aerodrome Control in addition to duties described in this Section. South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 29

30 4.1.2 Liaison with Aerodrome Control IFR Traffic Approach Control shall provide the following information to Aerodrome Control: Information on all arriving IFR flights including: i) ETA; ii) iii) iv) type of approach; the anticipated order in which control of aircraft is to be transferred; the anticipated delay to departing IFR flights together with the reason for the delay. v) missed approach instructions if required When making a procedural approach, Approach must inform Tower when an aircraft is MTN outbound or base turn complete. Tower will inform Approach when an IFR departure is starting. Approach must pass departure instructions for IFR aircraft to Tower. Approach must issue a Release to Tower before the aircraft can depart. Tower will pass the airborne time to Approach. VFR Traffic Approach shall liaise with Tower on arriving VFR flights. All arriving VFR flights will have been passed joining instructions and QFE by Approach prior to transfer to Tower. a) On all inbound aircraft pass relevant details including ETA and direction of approach b) Unless specific instructions have been issued in advance by Aerodrome Control, co-ordination is to be achieved before the aircraft is transferred to Tower frequency. If co-ordination cannot be achieved, the aircraft is to be instructed to remain outside the ATZ until it has been. Information will be given to Tower on all aircraft wishing to fly over the ATZ below 3000 feet (Manston QNH), co-ordination must be achieved on all aircraft wishing to transit the ATZ. 30 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

31 Chapter 2 Procedures for IFR Traffic Information to arriving aircraft After an arriving aircraft has made contact with Manston Radar, the following information shall be passed as soon as practicable: a) Runway in use; b) Current ATIS weather code or current meteorological information; c) Current runway surface conditions when appropriate; d) Any changes in the operational status of visual and non-visual aids essential for approach and landing. Subsequent Changes Aircraft which have received the information above must be kept informed of the following until they have landed: a) Significant changes in the meteorological and runway conditions; b) Further reports from other pilots; c) Further changes in the operational status of approach and landing aids Non-Public Transport Minima The minimum value of 800 metres RVR will be used at all airports as the absolute minimum for visual approaches. If a pilot requests a visual approach when the visibility is less than the Absolute Minima, controllers should inform the pilot that this type of approach is unavailable and request the pilot s intentions. Controllers shall append check your minima to the first provision of RVR values at or below 1,000 m to pilots of inbound aircraft making an instrument approach, except when the aircraft are already established on final approach. Runway 28 Procedure Minima RVR ILS/DME/NDB(L) DH 250 ft 600 metres LLZ/DME/NDB(L) MDH 328 ft 900 metres SRA (2 nm) MDH 468 feet 1000 metres NDB(L)/DME MDH 398 feet 900 metres NDB(L)/DME (Short Proc) MDH 398 feet 900 metres South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 31

32 Runway 10 Procedure Minima RVR LLZ/DME/NDB(L) MDH 328 ft 800 metres SRA (2 nm) MDH 468 feet 900 metres NDB(L)/DME MDH 398 feet 900 metres NDB(L)/DME (Short Proc) MDH 398 feet 900 metres The Absolute Minima for Runway 10 are based on the Met Visibility, as the maximum RVR value is 800 metres, therefore the RVR Minima of 900 metres is outside this range. This minima is now referred to as the Equivalent RVR. In order to achieve the equivalent minimum met. visibility for 900 metres, this figure is multiplied by 1.5 (day operations) or 2 (night operations). Therefore, Absolute Met. Visibility Minimums for these approaches are: 600 metres (Day) / 450 metres (Night) Visual Approach (IFR Traffic) If a pilot carrying out a procedural approach becomes visual with the airfield (other than on final) and the pilot indicates that they wish to carry out a visual approach, this may be approved subject to traffic and co-ordination with Aerodrome Control. Controllers should not clear an aircraft for a visual approach when the visibility is less than 800 metres and should inform the pilot that is type of approach is unavailable and request the pilot s intentions. 32 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

33 4.2.4 Allocation of levels Levels and altitudes will be allocated for inbound aircraft. The entry altitude for Manston procedures is 3000ft (Manston QNH). Holding above 6000ft is expressed as a Flight Level, the first level to be used being one above the Transition Level, as determined by the following table. TRANSITION ALTITUDE 6000ft Aerodrome QNH Transition Level Next Flight Level Holding at Flight Levels (above 6000ft) will be co-ordinated with LACC Expected Approach Times Expected Approach Times (EATs) should be issued at 10 minute intervals for any of the published approach procedures. All instrument approaches take approximately 10 minutes to complete, however, for aircraft not making a direct entry to the hold, 3 minutes must be added to take into account the time taken for the entry procedure before the aircraft can commence the approach (unless the aircraft will already be in the hold) Holding and Approach patterns Hold: MTN (Rwy 10) Inbound 300 Left Turns Outbound Time 1 minute MTN (Rwy 28) Inbound 120 Right Turns Outbound Time 1 minute South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 33

34 Runway: Let Down Procedures: LLZ/DME/NDB(L) 10 SRA RTR 2NM NDB(L)/DME (SHORT PROC) ILS/DME/NDB(L) LLZ/DME/NDB 28 SRA RTR 2NM NDB(L)/DME NDB(L)/DME (SHORT PROC) Use of ARC Approach for Runway 10 When carrying out an approach procedure aircraft will be encouraged to route via the MTN NDB for runway 10, and not use the arc approach. This is intended to give better protection from unknown aircraft transiting to the south-west of the Airport when radar is not available. It should also reduce the effect of the noise footprint across the area Missed Approach Procedures Runway: Missed Approach Procedure: Climb on QDR 102 to 3000 feet, then turn left to return to NDB(L)MTN or as directed. Climb 3000, straight ahead to I-MSN DME 1.5, then turn right to track 310. At I- MSN DME 5, turn right to NDB(L) MTN to hold at 3000ft or as directed Departure Clearances Approach Control is responsible for the issuing of departure clearances for all IFR departures. The clearances given by Approach Control must include the instructions given by London TCC. Aerodrome Control will request a clearance for an IFR departure from Approach Control when the aircraft requests start-up. It is ADC s responsibility to pass the instructions and obtain a suitable read-back. 34 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

35 Chapter 3 Co-ordination With London Area Control For IFR departures joining controlled airspace, clearance must be requested from the appropriate London Area Control sector. Before the outbound aircraft is transferred to Area Control, any conflictions between outbound aircraft and known traffic must have been resolved or co-ordination effected. Inbound Release Procedures An aircraft inbound from the airways/controlled airspace will usually route DCT DVR. All airways arrivals will be the subject of a Radar Handover or Inbound Release by London Control The Sector Controller will give the aircraft callsign, estimate for DVR and request a level to handoff descending to. The level offered to London Control must take into account: Level(s) of previous airways arrivals; Level(s) of aircraft departing from Manston IFR; Level(s) of IFR aircraft inbound or overflying from the FIR. Approach Control will provide the level, commonly 3000ft or the next available level and Expected Approach Time if holding is taking place. London TC will descend the aircraft to that level, and transfer it to APC either level or in the descent. The following items of an Inbound Release message must be read back to London Control: Aircraft Identification Flight Level Release Point Once an arriving aircraft has passed the Release Point it comes under control of the Manston Approach Controller. London Control has no further responsibility towards the aircraft other than guarding its level. Example Inbound Release with Radar Handover: LACC: Inbound to you, estimating DVR at time 15 APR: Roger, Descending FL80, expect DME Arc for Runway 28 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 35

36 LACC: Descending FL80 DME Arc for Runway 28 When A/C is about 5 minutes from DVR: LACC: Radar Handover the inbound ABC123 APR: Pass the details LACC: DVR radial 175 at 10 miles, squawking 1234 APR: Radar Contact LACC: Roger, released on handover With Adjacent Units Traffic in receipt of a Radar Service should, wherever possible, be transferred to adjacent Radar units by means of a Radar Handover, if Radar is in use, or by pre-note. It should be noted that Southend is equipped with Primary Radar only. Pre-notes: (a) Aircraft Callsign (b) Type (c) Departure and Destination (d) Routing/Estimate Radar Handover: (a) Aircraft Callsign (b) Position when using primary radar this should be a bearing and distance from a common reference point accurately indicated on both displays. When using SSR this may be an approximate position in relation to a common reference point. (c) SSR code (if applicable) (d) Heading or observed track (e) Level (f) Any other pertinent information The receiving controller will respond with an acceptance message including: (a) Aircraft Callsign 36 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

37 (b) Identified and accepted (c) Any clearance to enter controlled airspace/level/heading instructions if required (d) Type of radar service offered (e) Contact instructions Manston Conspicuity Code Departures or over-flights in receipt of an ATC Service from Manston Approach are to be instructed to squawk conspicuity SSR code 4250 unless they have been allocated a discrete code by London Control or a radar unit for the purposes of identification. All aircraft carrying out instrument approach procedures or holding at the MTN must be instructed to squawk SSR code 4250 On termination of an ATC Service from Manston, the aircraft must be instructed to squawk South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 37

38 Chapter 4 Approach Radar Control Services and Responsibilities Callsign: EGMH_R_APP Manston Radar Frequency: Callsign: EGMH_F_APP Manston Director Frequency: IFR Traffic: Inbound and outbound IFR aircraft will be given a Deconfliction Service unless otherwise advised. Approach Radar shall provide standard separation between IFR flights from the time and place at which:- a) Arriving aircraft place themselves under the control of Approach Radar until control is transferred to Aerodrome Control; b) Departing aircraft are taken over from Aerodrome Control until they no longer wish to receive a service or are in range of onward radar services, or are transferred to airways; c) Overflying aircraft place themselves under the control of Approach Radar until they are clear of the approach pattern and either no longer wish to receive a service or are in range of onward radar services, or are transferred to airways. VFR Traffic: iv. Issuing joining instructions to aircraft inbound to the aerodrome v. Issuing clearances to aircraft wishing to transit the ATZ. vi. Providing a Basic Service to aircraft flying in the vicinity of ATZ (within approx. 20 nm radius of the aerodrome) in order to assist pilots in preventing collisions between known flights. Air Traffic Services Outside Controlled Airspace (ATSOCA) Manston Radar is responsible for providing a Lower Airspace Radar Service within a 25 nm of the airfield, subject to controller workload, and provided that it does not adversely affect operations at Manston. Deconfliction Service outside the RVA should not be provided below 2300ft AMSL. Traffic Service should not be provided below 1500ft AMSL. 38 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

39 Manston Director Frequency Manston Director Frequency may be used for the provision of Surveillance Radar Approaches Radar Separation Minima The Radar Separation minima to be used is 5nm Terrain Clearance Terrain Clearance is the responsibility for the Approach Radar controller for aircraft receiving a Deconfliction Service. The Minimum Sector Altitude within 25nm of the airfield is: Northeast: 1500ft Northwest: 1800ft Southeast: 2300ft Southwest: 2300ft 2300ft is based on Church Hougham at 1246ft amsl. No aircraft is to be descended below MSA until either established on the centreline of the runway or within the appropriate approach funnel Radar Vectoring Area When Manston inbound traffic is being sequenced by Radar, the approach procedures will be flown under directions from the Approach Radar Controller and will consist of that part of the approach pattern between the MTN and the Final Approach path. When holding procedures are not in use, radar sequencing may commence before the MTN. South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 39

40 Headings and flight level/altitudes at which to leave the holding area will be passed by ATC. Radar vectors will be given and descent clearance will include an estimate of track distance to touchdown. Further distance information will be given between the initial descent clearance and intercept heading to the ILS, NDB final approach track, or SRA final approach heading Speed Control Speed control may be applied on a tactical basis to the extent determined by the Radar Controller. Aircraft unable to conform to the speeds specified by the Radar Controller should inform him immediately and state what speeds will be used. In the interests of accurate spacing pilots are requested to comply with speed adjustments as promptly as is feasible within their own operational constraints, and should advise ATC if circumstances necessitate a change of speed for aircraft performance reasons. 210 kt to 240 kt during the approach phase 160 kt to 180 kt at a range of 12 nm from touchdown 160 kt from 8 DME to 4 DME from touchdown i) Speed adjustments must not me requested or applied after the aircraft has passed 4 DME from touchdown ii) iii) The pilot is to be advised if/when speed control is no longer required The use of minimum safe approach speed is not permitted until the aircraft is established on the localiser and should be avoided whenever possible. 40 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar

41 4.4.6 Surveillance Radar Approaches Surveillance Radar Approaches are approved with the AR1 at Manston terminating not less than 2 nm from touchdown, utilising a 3 glidepath. Aircraft are not to be descended below 3000 ft (QNH) until over the water, and not below the Minimum Sector Altitude, or the minimum altitudes specified in the RVA chart, until on the centreline or within the approach cone. Final descent will usually commence at 7nm from touchdown (2300ft (QNH)/2100ft (QFE)). Range from touchdown Altitude (QNH) Height (QFE) South East RTS Manston Airport vmats Part 2 Approach and Approach Radar 41

42 4.4.7 Identification Procedures All aircraft must be identified by using one of the methods described in MATS Part 1. Departing Aircraft Departing aircraft are to be identified using the Departing Aircraft Method whereby the primary return is observed within 1 mile of the end of the runway and correlated to a known airborne time. When a secondary response is received from the previously identified aircraft, ensure that is matches the assigned SSR code to validate the Mode A. Should identification not be achieved by the departure method then the aircraft should be identified by the turn method or instructed to squawk ident. Once identification is achieved the Mode C readout should be verified. The Mode C readout should be verified by requesting the pilot to either report passing a specific level e.g. report passing 2500ft or by verifying any level report made by the pilot. Arriving Aircraft The identity of inbound aircraft will normally be transferred by means of a radar handover from the previous ATSU (either London Control, Southend or Thames Radar). Aircraft inbound from the FIR which have not been the subject of a radar handover are to be identified, if required, by using a Manston SSR code, or other means as appropriate Squawk Allocation Manston has been allocated two squawks for conspicuity and 15 codes for general use: 4250 Conspicuity 4251 Special Tasks & Test Flying : General Use Co-ordination with Aerodrome Control Approach Radar is to liaise with Aerodrome Control on all arriving aircraft. IFR Traffic Approach Radar shall provide the following information to Aerodrome Control: Information on all arriving IFR flights including: i) ETA; ii) iii) iv) type of approach; the anticipated order in which control of aircraft is to be transferred; the anticipated delay to departing IFR flights together with the reason for the delay. 42 South East RTS Manston Airport vmats Part 2 Approach and Approach Radar