Never operated into Woodford. (Drove there around 1986/7 to evaluate two types of EFIS fitted to an ATP simulator, and in a hangar saw the Kinloss Nimrod whose belly had been burned by flares in flight.) Any topographical shows the aerodrome is worse affected by the proximity of cumulo-granite Peninis than MAN. Thought it might be worth looking at the let-down plates in the UK AIP.
Unsurprisingly, the ILS for Rwy25 is 3.6deg (20% steeper than standard), and availability of the paired DME is mandatory as there is no L (locator) beacon nowadays for Rwy25. The OCH for Cat A aircraft (would that include bizjets?) is 400ft, roughly double the normal for a Cat1 ILS procedure. This may be partly due to the steeper slope, but is likely also to be something to do with a large number of close-in obstacles. The Cat B OCH is 100ft higher.
http://www.ead.eurocontrol.int/eadba...2006-01-19.pdf
The lowest-available minima for Rwy07 are for the offset NDB(L)/DME procedure mentioned above by
GBZ, and they match the ILS Rwy25 figures
– presumably due to the comparative lack of obstacles.
http://www.ead.eurocontrol.int/eadba...2006-01-19.pdf
Even for Cat A aircraft, a decision height of over 400ft is likely to be restrictive on many mornings, unless Woodford weather is an exception to the general rule. But MAN is close to hand...
PS (EDIT): For some reason the links posted by me and
GBZ don't seem to work, but the charts come to hand easily enough via the UK AIP website.