ADC | Leeds Bradford (EGNM)¶
Apron/Taxiway Restrictions¶
Aircraft sized B757 and larger must enter/vacate the runway via N and B/C.
A320/B738 and smaller aircraft may make a 180° turn at any point on the runway. Larger aircraft shall use the E loop and Runway 32 turning point if unable to depart from an intersection.
The E loop may be used by no more than two aircraft, sized B738/A320 or smaller. Only one aircraft sized B757 or larger may use the E loop.
Additionally, the following taxiway restrictions are in place:
| Taxiway | Maximum Wingspan |
|---|---|
| Taxiway A | 36 M |
| Taxiway N between N3 and N4 | 41.5 M |
| Taxiway D | 61 M |
| Taxiway F south of the junction with Taxiway G | 18.5 M |
There are several Tug Release Points at Leeds Bradford. Pushback instructions should be as follows:
Radiotelephony
BAW23, stand 17, push and start approved, tug point 6, face East.
IFR Departures¶
IFR Departures should normally be cleared via a SID. All SIDs have an initial climb restriction of FL70 and require a release from RAD.
| Route | RWY 32 SID | RWY 14 SID |
|---|---|---|
| DOPEK | 2W | 2X |
| LAMIX | 2W | 2X |
| NELSA | 3W | - |
| POL | - | 2X |
Departure Separation and Releases¶
AIR shall apply standard route separation of 2 minutes between successive SID departures, unless otherwise agreed with RAD.
AIR shall additionally apply departure separation in accordance with the UK Harmonised Speed Table (see notes below).
| Group 4 | Group 3 | Group 2 | Group 1 |
|---|---|---|---|
| All jet aircraft except: - Those in Group 3 - Concorde - Military fast jets |
BAE146/Avro RJ CL35/CL60 CRJ1/2/7/9/X B328/J328 D8D E135/145 E50P/55P P180 SB20 Citations except: C56X/680/68A/700/750 |
ATR variants DH8A/B/C F50 JS31/32/41 King Air variants PC12 SF34 SW3/4 TBM7/8/9 |
BN2P/T C208 DA62 DHC6 E110 |
Speed Separation Notes
- The basic separation interval (2 minutes) is applied between types in the same group (or where the following aircraft is one group slower)
- An additional 1 minute is added for each successive group when the following aircraft is faster (where the resulting timed interval is excessive, the controller may coordinate an early release)
- The basic interval may be reduced by 1 minute when the following aircraft is two or more groups slower (however, the controller must account for wake turbulence separation)
- Types not in the speed table (and the subsequent aircraft) are subject to release from the appropriate radar controller.
Wake turbulence separation is to be applied in accordance with MATS Part 1 (CAP 493).
IFR departures following a go-around, or those not following a SID, also require a release from RAD.
Departure Hand-off Order¶
In the absence of APC, departures are to be transferred in accordance with the following priority order (from top to bottom):
| Coordination Name | Position Logon | Controller Identifier | Frequency |
|---|---|---|---|
| PC North East | MAN_NE_CTR | PCNE | 135.715 |
| PC East | MAN_E_CTR | PCE | 133.800 |
| PC Bandbox | MAN_CTR | PC | 133.200 |
| North Sea | LON_NE_CTR | LNW | 128.130 |
| AC North | LON_N_CTR | LN | 133.705 |
| AC Bandbox | LON_CTR | L | 127.830 |
Note
The radiotelephony callsign is "Scottish Control” for PC positions and "London Control” for AC positions.
IFR Arrivals¶
IFR arrivals will be transferred to AIR established on the final approach track, in the landing order. Traffic performing a visual approach will be prenoted to AIR before establishing on the final approach track, ideally by 10 NM.
AIR should be aware of the possibility of strong wind/turbulence on approach to Runway 32 due to the rising terrain.