United Kingdom Division

Other stands may be used, however the stands listed above shall be used first. An important point is that many stands are size restricted, as follows:

The following taxiway restrictions are implemented at Liverpool for the purpose of safety:

• All aircraft shall enter the main apron via Taxiway Victor (unless otherwise directed by ATC), unless the aircraft is a B762 or above which shall enter the main apron via Taxiway Whiskey.
• Taxiway Alpha from holding point A3 to Runway 27 threshold is restricted to aircraft with less than 52m wingspan (code E). Aircraft with a wingspan greater than this shall be marshalled.
• The General Aviation apron is limited to aircraft of 5700kg or less.

When Manchester is landing on runway 05L or 05R and Liverpool is departing runway 09, the NANTI2V and REXAM2V SIDs are not available. Outbound traffic will instead be issued with the following non-standard clearance by Liverpool ADC:

In addition, when Manchester is landing on runway 05L and runway 05R and Liverpool is departing runway 27, the NANTI2T departure is not available. Outbound traffic will instead be issued with the following non-standard clearance by Liverpool ADC:

Aircraft shall not be started on the stand and instead shall wait until pushback has commenced.

Turbine aircraft will be passed the outside air temperature if not available on the ATIS.

Aircraft will not be permitted to power-back off any stand except stand 14A.

The direction of pushback should be given to all aircraft (unless there is only one applicable direction). Single-engine piston aircraft and smaller GA/business aircraft may not need pushback and may be able to taxi straight off stand.

In order to allow for another aircraft to taxi out or into an adjacent stand, aircraft may be instructed to carry out a ‘long push’ to abeam a specific stand.

The Ground Movement Controller (“Liverpool Ground”) is responsible for:

• The movement of aircraft on all aprons and taxiways excluding the General Aviation apron and rapid exit taxiways.
• Issuing aircraft with pushback instructions when required.
• Taxiing departures to the runway holding points and transferring these to AIR once no longer in conflict with any known traffic.
• Taxiing arrivals to stand, as per the stand allocation sheet.
• GMC shall also assume the duties of GMP, which is not available as a position at Liverpool:
• Providing full departure clearances to aircraft departing Liverpool.
• Passing the QNH and verifying the aircraft type and stand of departing aircraft.
• Amending flight strips to ensure the correct flight rules, temporary altitude, squawk and voice tag are shown.
• Prenote Liverpool APC/MAN TMA sectors as appropriate for non- standard IFR departures.
• Coordinating excessive delays at runway holding points with AIR.

Runway 27 is preferred when the tailwind component is no greater than 10kts, provided that the runway surface is dry. If the tailwind component is greater than 10kts and the wind direction is between:

• 360° and 180° inclusive, runway 27 shall be used; and
• 180° and 360° exclusive, runway 09 shall be used.

The upper wind on the final approach should also be considered when appropriate.

To reduce the need for coordination, the AIR controller shall endeavour to use the same runway configuration as Manchester Airport when the tailwind component is less than 10kts. This means that aircraft may land with a tailwind.

Visual circuits operate to the south side of the airfield at an altitude of 1500ft QNH. This direction may be changed by the controller under special circumstances.

For VFR circuits, GMC will request approval from AIR before instructing the pilot to taxi. AIR will pass the departure clearance to the aircraft at the holding point, unless delegated to GMC in the initial clearance.

Generally, circuit aircraft will depart from taxiway G on runway 27 and from taxiway E on runway 09. Aircraft remaining within the Aerodrome Circuit should be instructed to squawk 7010 to facilitate collision avoidance for ACAS equipped aircraft.

Until advised otherwise, it should be assumed circuit aircraft will be making a touch and go.

Special VFR clearances to operate within the Liverpool visual circuit are not to be granted to fixed wing aircraft if the reported visibility at the airport is less than 3km or the reported cloud ceiling is less than 1000ft.

For the benefit of pilots on VFR flights who prefer to determine their position by radio navigation aids, rather than by visual pin-points, suitably defined VRPs for Liverpool are given below:

The standard departure interval is 2 minutes (a full 120 seconds), except from Group 0 which is 3 minutes (a full 180 seconds), which will be applied between successive departures from the same group or when the following aircraft is from a lower group in the table.

The interval of 2 minutes may be reduced to 1 minute when the following aircraft is two or more groups slower than the preceding aircraft.

When the following aircraft is from a higher group, one or more minutes are added to the standard interval according to the difference in group, for example:

• Group 1 followed by Group 2: 2 minutes + 1 minute = 3 minutes
• Group 1 followed by Group 4: 2 minutes + 3 minutes = 5 minutes
• Group 3 followed by Group 5: 2 minutes + 2 minutes = 4 minutes
• Group 0 followed by Group 3: 3 minutes + 3 minutes = 6 minutes

It should be noted that it is the responsibility of the AIR controller to ensure that the separation detailed below is applied, regardless of any releases given. The following tables show the required route separation to be applied between successive departures:

The following procedures apply to all aircraft carrying out missed approaches at Liverpool Airport whether pilot or controller initiated.

The standard missed approach procedures vary between approaches. They can be found on the relevant IAP charts. Controllers should know these.

Due to the standard missed approach turning back towards departure and arrival tracks, it should not be used without prior coordination with Liverpool APC. Liverpool AIR shall, subject to known traffic, instruct the aircraft to climb to altitude 2000ft and fly runway heading. This should then be coordinated with INT. The AIR Controller must ensure separation is maintained (3NM radar separation) before the transfer of communication and control takes place. In order to maintain separation, the AIR controller is authorised to turn departing and missed approach aircraft. Coordination must then take place between AIR, INT and the receiving MAN TMA sector.

The area of responsibility for Liverpool Approach Control is the Liverpool CTA and CTR, the Liverpool RMA and Scottish Area Control airspace as delegated to Liverpool within 40NM of the Liverpool ATZ, subject to radar coverage and equipment.

Liverpool Airport is manned by 2 approach radar sectors designated INT and FIN, which may be bandboxed.

INT acts as the interface with ACC and manage traffic in the stacks at TIPOD and KEGUN:

• INT takes control of IFR traffic from TIPOD and KEGUN, and is responsible for setting up a suitable flow for FIN.
• FIN is responsible for sequencing on final approach at Liverpool, as well as conducting Surveillance Radar Approaches if required.

INT shall provide approach control services to aircraft from the time and place at which:

• Arriving aircraft are released by the relevant MAN TMA sector until control is transferred to FIN or AIR;
• Aircraft approaching from outside controlled airspace cross the airspace boundary until control is transferred to AIR;
• Departing aircraft on specified routes are transferred from AIR until:
  • They are transferred to the relevant AC sector; or
  • They have left controlled airspace.
• Overflying aircraft are within the relevant controlled airspace.

Positions provide services appropriate for the Approach and Approach Radar control functions, as specified in MATS Part 1, Section 3, Chapters 1 and 2 for IFR traffic within controlled airspace.

Approach Manning and Bandboxing
When Approach is single-manned, the ATCO shall operate from INT however they shall assume the duties of both INT and FIN.

FIN may only be opened with the prior permission of INT. FIN is usually only opened when the traffic situation dictates or to provide Surveillance Radar Approaches.

INT Responsibilities 

• The acceptance of releases and control of aircraft inbound to Liverpool from the release points TIPOD and KEGUN until control is transferred to either FIN or Liverpool AIR.
• Initial sequencing of inbound traffic from TIPOD and KEGUN in accordance with release procedures to the point of agreed transfer with FIN.
• The control of overflying aircraft within the Liverpool RMA including transit flights within Liverpool CAS.
• Provide initial radar vectoring and sequencing for ILS, NDB/DME, SRA and/or visual approaches.
• Executive co-ordination with other ATSUs, unless delegated to FIN.
• Handle overflying traffic as appropriate.
• Coordinating CAS transit traffic with FIN and ADC as necessary.
• Provision of a Radar Service to non-airways departures.
• Control of VFR and Special VFR traffic within the Liverpool CTA/CTR or flying in the vicinity of Liverpool CAS and receiving a service from Liverpool APC.
• Handle missed approaches.
• INT will take on the responsibilities of FIN when closed.

FIN Responsibilities 

• The control of aircraft landing at Liverpool from the time they are transferred by INT until they are transferred to ADC.
• Provide final radar vectoring and sequencing for ILS, RNAV, NDB/DME, SRA and/or visual approaches.
• Coordinating planned and unplanned missed approaches and retaining control of such traffic when delegated by INT.
• Liaison with the AIR controller as required for range checks, final approach spacing and landing/go around clearances.
• Monitoring traffic established on the final approach to ensure spacing is not eroded and the aircraft is not positioned incorrectly.

GMC shall ensure that all departing aircraft have been issued with the relevant pressure setting. Unless requested by a pilot, the QNH will be given to all aircraft.

When below the transition altitude, pilots are to fly on the aerodrome QNH until established on final approach, at which point QFE or any other desired setting may be used. Aircraft will be passed the QNH by Approach Control when instructed to descend to an altitude or with the clearance to enter the CTA/CTR. The QFE will be passed only on request. Controllers should be aware that the circuit is operated on a QNH datum.

The QFE at the threshold of both runways is 3hPa less than the QNH.

The transition altitude is 5000ft AMSL in the Manchester TMA.

The transition level for Liverpool is to be determined from the following table:

INT will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.

INT is responsible for the necessary spacing between inbound aircraft. The Air controller should monitor inbound aircraft to check that the correct spacing is being achieved.

Should any corrective action be required for arriving aircraft outside of 4nm DME, coordination should be effected between the Air controller and INT.