APC | Hawarden (EGNR)¶
Airspace¶
Hawarden is situated in Class G airspace within a 2.5 NM ATZ and with a Radio Mandatory Zone established to protect IFR operations - see GEN - Hawarden Radio Mandatory Zone.
Hawarden is not delegated any controlled airspace. However, Hawarden Radar is permitted to operate inside a designated portion of the Liverpool RMA and the Liverpool delegated area of PEPZE CTA 1 for inbound IFR traffic, subject to the release received from Liverpool RAD 1.
The Hawarden Radar Manoeuvring Area (HRMA) is an area from surface to 2500 ft of the Liverpool CTR, delegated to Hawarden when required for instrument approaches to Runway 22. The airspace is delegated per aircraft movement as described in Approach Control – Approaches to Runway 22.
Hawarden Local Airspace
Provision of Air Traffic Services¶
Hawarden Radar is responsible for the provision of an approach radar control service to traffic inbound Hawarden and the initial control of outbound traffic including IFR departures joining the ATS route network. Additionally, although Hawarden is not a notified LARS provider, RAD may provide UK FIS to flights operating outside of controlled airspace within 30 NM of Hawarden, subject to workload.
Inbound Procedures (IFR)¶
Inbound routes to Hawarden are published in the AIP and UK Standard Route Document.
| Direction | Route | EGCC RWY | Silent Release |
|---|---|---|---|
| South East | NANTI - KEGUN | 23L/R | NANTI |
| 05 L/R | 5 NM west of NANTI | | |
| South | GODPA - KEGUN | 23 L/R | GODPA |
| 05 L/R | | | |
| East | WAL - KEGUN | 23 L/R | WAL |
| 05 L/R | | | |
| West & North | WAL - KEGUN | 23 L/R | Liverpool RMA Boundary |
| 05 L/R | | | |
Inbound traffic will be transferred by PC West to Liverpool RAD 1. Liverpool RAD 1 will coordinate a release and transfer traffic to RAD within controlled airspace at no higher than the Manchester MSL. Inbounds transferred will be clear of Liverpool traffic (including departures). Where no inbound release is specified, RAD can assume the silent release conditions listed in the table above and after the release point can vector towards the Liverpool RMA section and issue descent. Once entering the Liverpool RMA section or PEPZE delegated area, Hawarden will ensure the traffic remains within these sections and does not enter other controlled airspace. Once traffic has left controlled airspace, Hawarden shall not issue instructions to re-enter controlled airspace without coordination with Liverpool RAD 1.
RAD will issue instructions to descend below MSL as soon as practical, so that this level can be re-allocateed by Liverpool. RAD shall not allow traffic transferred to hold at KEGUN, without prior coordination with Liverpool RAD 1. If holding is required and there is insufficient time to coordinate, traffic shall proceed to HAW NDB and RAD will coordinate for further inbounds to be held at KEGUN until holding at HAW is no longer required.
RAD will vector traffic to leave controlled airspace and provide a Deconfliction Service, unless unable. Traffic should be vectored within the RMZ wherever possible to the final approach. Descent instructions for traffic receiving radar vectoring must remain terrain safe, even if the aircraft is not receiving a Deconfliction Service.
RAD is not permitted to vector traffic east of a line north-south through Liverpool airport above 3500 ft.
Approaches to Runway 22¶
Unless an alternative is planned with Liverpool, traffic inbound to Runway 22 is typically vectored via a left-hand downwind into the Hawarden RMA (HRMA). Coordination to use the HRMA is on a per arrival basis and is not implied by the provision of a release. FIN shall request use of the HRMA from Liverpool RAD 1 in good time, stating the callsign intended for use along with the SSR code and aircraft type if the traffic is not known to Liverpool. Liverpool RAD 1 will confirm if the HRMA is delegated. Once the aircraft leaves the HRMA, FIN is expected to relinquish the HRMA and confirm with Liverpool RAD 1 that it is no longer in use.
Traffic entering the HRMA shall be cleared to 2000 ft and must be at or below 2500 ft when entering.
Liverpool RAD 1 shall notify Hawarden of any traffic operating visually within the Liverpool CTR of relevance to Hawarden. Liverpool RAD 1 may still clear traffic to operate visually within the Hawarden RMA (for example, VFR entries via Tarporley Roundabout), however such traffic must be identified and coordinated with RAD so that both stations can provide traffic information.
Holding Procedures¶
The HAW NDB, situated at the airport is the only hold under the control of Hawarden. RAD must inform Liverpool RAD 1 whenever there is holding planned at HAW within controlled airspace (i.e. 3000 ft or above) and should initiate holding at KEGUN for inbound delay.
| Fix | Axis | Direction | Altitude | Speed |
|---|---|---|---|---|
HAW (340 kHz) |
042° | RIGHT Hand | 2500 ft - 5000 ft | Maximum 210 kts IAS |
Notes
Note 1: Aircraft on the missed approach climb to 2500 ft and hold at HAW unless otherwise instructed. Holding for inbounds shall therefore typically occur at 3500 ft if there is an aircraft ahead in the approach sequence.
Note 2: The HAW hold is not separated against Liverpool REXAM departures or NANTI departures from Runway 27. Hawarden traffic that has left controlled airspace but requires to hold (i.e. go-around traffic) must not be cleared to hold above 2500 ft.
Note 3: There is a high chance of airspace infringement into the Manchester CTA 2 or Manchester TMA 1 for traffic holding at HAW above 3000 ft. RAD must monitor holding traffic to ensure this does not happen and is advised to issue a speed instruction prior to aircraft holding to minimise the chance of leaving the holding area.
Note 4: Hawarden shall not hold traffic above 4000 ft without prior coordination with PC West and Liverpool RAD 1. Holding above 4000 ft is not separated against Manchester KUXEM/EKLAD traffic.
Outbound Procedures¶
Standard outbound procedures exist for traffic to join the ATS route system via WAL and REXAM (see ADC – IFR Departure Clearances). ADC will notify RAD, Liverpool RAD 1, and PC West of the expected airborne time for this traffic. All traffic will be subject to a release by RAD and Liverpool RAD 1.
It is the responsibility of Liverpool RAD 1 to ensure separation against Liverpool traffic. Prior to issuing the release, Liverpool RAD 1 will coordinate with RAD if they wish to work the traffic or provide any conditions to the release.
It is the responsibility of RAD to provide separation against all other traffic, including separation between successive departures. RAD shall not restrict the climb of IFR departures to below terrain safe levels and is responsible for ensuring any request from Liverpool RAD 1 is also terrain safe.
All traffic will be transferred to RAD after departure unless otherwise coordinated. RAD shall identify the traffic, validate the assigned SSR code and verify the Mode C return. A Deconfliction Service shall be provided to IFR departures joining the ATS route structure unless RAD is unable, until joining controlled airspace at which point RAD is to provide a Radar Control Service.
Traffic joining the ATS route structure shall be transferred to PC West as soon as possible after joining controlled airspace.