Manchester (EGCC) | Controller Familiarisation Supplement¶

Note

The primary and controlling source of information is the Manchester (EGCC) vMATS Part 2. Where differences occur, they are unintentional and the vMATS takes precedence. This document is intended to provide an acceptable means of compliance with the vMATS and other policy documents. It contains hints, tips and controlling techniques which are not mandatory but are recommended best practice.

General guidance¶

Manchester Airport is a particularly challenging aerodrome to control due to its complex taxiway structure and dual runway layout. The following techniques are recommended to maximise efficiency and frequency capacity.

Use PDC for clearance delivery rather than voice, either through CPDLC connection (if requested by the pilot) or by using the .pdc alias. Delivering clearances via PDC is more realistic and significantly reduces frequency congestion.

Use A-CDM to optimise departure flow.

Use conditional clearances where appropriate. Note that conditional pushback clearances are not permitted during LVP.

Radiotelephony

SHT3M, after the Ryanair 737 has parked on stand 42 on your left side, push and start approved, face south.

Encourage aircraft to clear rapid exit taxiways as soon as possible by providing simple taxi instructions to an intermediate holding point. There is a notable bottleneck at the intersection of Taxiways BD, A, and B when landing on Runway 23R (see the ADC section for more information).

As soon as an aircraft taxiing towards a runway holding point is "clean" from other traffic (i.e. they do not require any further instructions), control should be transferred to the next AIR or GMC controller. This minimises waiting at holding points and allows AIR to tactically offer intersection departures when it would be advantageous for the departure flow to do so.

Aerodrome control¶

Handling taxiway bottlenecks (GMC)¶

Group inbound and outbound movements together. Encourage inbound aircraft to clear the rapid exit taxiways of Runway 23R as quickly as possible by providing simple taxi instructions to hold at D2, C2, B3, or K4. This allows outbound aircraft to taxi out via Taxiways D and P (see figure) before taxiing inbound aircraft via Taxiways D, E, and L (see figure).

Note

A380s pushing from stand 12 should ideally push far enough to leave Taxiway P clear. If not, it is possible to re-route other outbound traffic around it via Taxiways D and K, though alternative intermediate holding points will be required for inbound traffic.

There is another bottleneck between Taxiways L, E, and NC.

Taxiway Q can be used to alleviate the bottleneck along Taxiway E. Use of Q requires stands 62, 63, and 64 to be unoccupied.
Taxiway NB can be used to alleviate the bottleneck created by using solely NC. Use of NB requires stands 231 and 80 to be unoccupied.

Using Taxiways NB and Q to alleviate bottlenecks

On the north-western side of Terminal 2 Pier 1, the parallel Taxiways Z Orange and Z Blue allow two Category C aircraft (e.g. A320, B737) to taxi in the same or opposite directions or push simultaneously. Any aircraft larger than this must track the Taxiway Z centreline. Which line to track should be included in taxi instructions.

Using the Taxiway Z parallel centrelines

On easterlies, inbound aircraft should not be instructed to hold short of runway holding points (J1, M1, H1, F1, etc.), as this prevents aircraft from vacating the runway. Instead, AIR 1 and GMC should coordinate an alternative clearance limit; see the figure for examples.

Typical clearance limits for inbounds on easterlies

Maximising runway capacity (single runway operations)¶

When aircraft are departing from Runway 23R, they should be directed to hold at J1. When aircraft are departing from Runway 05L, they should be directed to hold at A1. GMC should sequence aircraft so as to reduce the delay required for separation between successive departures (see vMATS § ADC 3.8).

If either GMC or AIR identifies that an improved departure interval can be achieved by offering an aircraft an intersection departure, this should be coordinated between GMC and AIR. AIR remains responsible for approving intersection departures. Pilots requesting an intersection for departure may be accommodated where this would not lead to an increased departure interval and provided that the aircraft will be ready for departure upon reaching the holding point (to avoid the taxiway becoming blocked).

Note

The line-up from J1 is longer than from M1. It may sometimes be possible to depart an aircraft from M1 but not from J1 in a restrictive gap between arriving aircraft. GMC controllers are encouraged to transfer departing aircraft to AIR 1 early enough to allow tactical usage of M1 at the discretion of AIR 1.

M1 should not routinely be offered by GMC, to avoid blocking taxiway J.

Aircraft landing on Runway 23R/05L should be transferred without delay to GMC once they have committed to vacating the runway. The objective is to transfer them with sufficient time for them to receive a taxi instruction from GMC without stopping, so that they do not block the runway or rapid exit taxiways. AIR 1 may direct vacating aircraft to hold at either B3 or A4.

Maximising runway capacity (dual runway operations)¶

When aircraft are departing from Runway 23L, GMC directs aircraft to hold at H1, F1 or P1. Where possible, GMC should evenly distribute departures between these holding points to maximise the number of aircraft able to cross the arrival runway in the gaps between arriving aircraft. GMC must not use B1 to cross departures unless coordinated with AIR 1.

AIR 1 should anticipate which departing aircraft are able to cross Runway 23R prior to the next landing aircraft. Clearances should be timed to achieve as many departure crossings as possible, without unduly delaying clearance for the landing aircraft.

AIR 1 is responsible for Taxiway V east of T1 and V5 and should instruct departures to hold at one of these points prior to transfer to AIR 2. AIR 1 and AIR 2 should agree on a strategy to maximise the departure flow rate, and should consider the following:

When no departures are holding on the south side, AIR 1 may instruct aircraft that are ready for departure to taxi to T1 without coordination with AIR 2.
When there are multiple departures, Taxiway V can quickly become blocked if more than one aircraft is directed to hold at T1. No aircraft inherently require the full runway length, and are expected to be able to depart from VA and VB unless they have otherwise advised GMP.
T1 should be reserved either for aircraft requiring the full length for performance reasons, or for tactical use such as for aircraft that have restrictive CTOTs or are flying an alternate departure routing to the main flow.
With successive departures crossing the runway, AIR 1 instructs aircraft to hold at V5. This enables AIR 2 to position them at VA1, VB1, and U1 so as to optimise the interval between successive departures. AIR 2 should ensure that departures are instructed to hold such that, wherever possible, minimum departure intervals can be sequenced; for example, sending SANBA, EKLAD, and KUXEM departures to VA1, and SONEX and POL departures to VB1.

It is typical for AIR 1 to issue the crossing instruction and the holding point after crossing in the same transmission. Once aircraft begin to move onto Runway 23R/05L and have committed to the runway crossing they should be transferred without delay to AIR 2 or GMC (as appropriate). Use holding points V1 and V3 when necessary to deconflict departures crossing Runway 23R.

Radiotelephony

SHT3M, via F1, cross runway 23R; once vacated, taxi holding point V3.

Radiotelephony

SHT3M, give way to the TUI 737, then taxi holding point V5.

Conditional phraseology can also be used to combine all instructions:

Radiotelephony

SHT3M, via F1, cross runway 23R; once vacated, follow the TUI 737 on your right, taxi holding point V5.

Note

Consider pilot quality before issuing long conditional clearances.

Closure of Runway 23R/05L¶

Note

The primary runway may only be simulated as closed when notified as such according to the real-world schedule, and when outside of busy periods on VATSIM. Simulated closure of the primary runway should not cause significant delays. Refer to vMATS § GEN 5.2.2.1 for further details and conditions.

When landing on Runway 23L, FIN should pack arrivals together in groups of three aircraft at 5 NM spacing, with each group separated by a gap of at least 12 NM. The first two arrivals should vacate Runway 23L at W1 and should not be allowed to backtrack until the third has landed. The third arrival may turn at the turning circle (if it is B767 or smaller), or otherwise continue to vacate at W1 otherwise. All three arriving aircraft can then backtrack to vacate via Link VD and cross the main (closed) runway at BZ1.

When departing from Runway 05R, a maximum of 3 aircraft should be allowed to backtrack to vacate at W1 and line up via Y1. Taxiway W/Y has a maximum capacity of 2 aircraft, so if arrivals are anticipated before departures, then a maximum of 2 aircraft may be allowed to backtrack.

Approach control¶

INT South is the primary APC position, with FIN and INT North bandboxed. Most of the time, one controller is sufficient to cover all duties. However, when holding is anticipated or commences, it is encouraged that the position is split and another controller supports on FIN. Outside of the peak summer season, it is uncommon in the real world for traffic levels to require opening INT North.

Taking advantage of early releases allows for expeditious handling of arrivals (see vMATS § APC 4.2 for full conditions); for example:

On westerlies, traffic arriving via TNT is released for right turns at or abeam TNT.
On westerlies, traffic arriving via POL is released for left turns passing FL110. Care must be taken to ensure aircraft remain within CAS and are not permitted to descend below FL80 while inside the Leeds Box (see figure; Leeds airspace shown in amber).

Early left turn for inbound traffic via POL

Subject to coordination with area control, direct routings to DAYNE may be usable as shortcuts for certain arrivals:

On westerlies, aircraft on AXCIS arrivals.
On easterlies, aircraft on arrivals via POL, i.e. LIBSO and OTBED arrivals (see figure).

On easterlies, early releases are very limited in the vMATS. During quieter periods, it may be possible to obtain a release for turns and descent for aircraft approaching via WAL. Aircraft from the west would typically be presented to Manchester Radar on a heading, usually around 140 degrees from the WAL area; those from the south, routing direct to MIRSI, descending FL80, with a release for right turns.

Vectoring of inbounds via WAL on easterlies