Manston aka Kent International
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Manston aka Kent International
Can anyone at Manston tell us when you are going to get SSR/more radar controllers?
Just wondering how you lot and us on the Dover Sector are going to cope with the new EUJet routes in September/October.
We, at Swanwick know nowt and it's getting a bit scary thinking about the number of clearances, releases, radar handovers and requests for level information - - - "bearing 263 from Manston tracking South East".
Maybe the TC amoeba will spread out there soon and take all the pain away.........
Just wondering how you lot and us on the Dover Sector are going to cope with the new EUJet routes in September/October.
We, at Swanwick know nowt and it's getting a bit scary thinking about the number of clearances, releases, radar handovers and requests for level information - - - "bearing 263 from Manston tracking South East".
Maybe the TC amoeba will spread out there soon and take all the pain away.........
Join Date: Mar 2001
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Maybe the TC amoeba will spread out there soon and take all the pain away.........
Is this something else that LACC cannot do ? !!!!!
Oh yes O+O please take my nasty hard work away - d!ck.
Bringing 2 baby planks into Manston on 2 Jul for replen and departure to Koksije(!) Airshow.
Am getting into the books for the x-channel procedures, only done it as MIL traffic before, any pointers on procedures/freqs for crossing.
2x Grob 115s FL 100 if possible!
Regards
Am getting into the books for the x-channel procedures, only done it as MIL traffic before, any pointers on procedures/freqs for crossing.
2x Grob 115s FL 100 if possible!
Regards
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Only 2 weeks now until the first flight and no procedures even thought of being put in place. Rumours have it EGMH will get its SSR in winter sometime, but will it still be switched off for 50% of the day as the primary is now? How are the controller numbers looking down there? Has there been a mention of rostering radar controllers especially for the peak flows? There just seems to be a bit too little forethought gone into this from both Ops sides, isn't it about time something was done or are we just going to carry on the shanannigans that we do now? 
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Class G airspace therefore no responsibilities to provide standard separation.
No radar service permitted outside CAS below FL70 from Swanwick/West Drayton.
Release levels MUST be outside CAS, Manston CANNOT provide a service in Class A airspace.
Inbound levels CAN be given even if a departure clearance has been issued.
The sooner these are fully realised then the sooner we will have less debates over the phone.
Can't wait for October.........
{edited to include more factual points and less slander}
No radar service permitted outside CAS below FL70 from Swanwick/West Drayton.
Release levels MUST be outside CAS, Manston CANNOT provide a service in Class A airspace.
Inbound levels CAN be given even if a departure clearance has been issued.
The sooner these are fully realised then the sooner we will have less debates over the phone.
Can't wait for October.........
{edited to include more factual points and less slander}
Last edited by 5milesbaby; 10th Sep 2004 at 11:20.
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Largely agree with 5Mb (big surprise, huh?)
There does seem to be a serious issue here. That of Procedural approach control in Class G airspace.
Points that I have witnessed from EGMH.
1) Acceptance levels given within CAS (FL70 and above). This is not allowable without co-ordination first.
2) Reluctance to separate inbound and outbound traffic by procedural means
3) Under use of the MTN hold below CAS.
My 2p's:
Procedural App in class G is not easy, particularly when not practiced regularly. It isn't impossible either. The traffic levels at EGMH at the moment are on a par with some of the Levels experienced at Highlands and Islands airfields in the 1980's. They were handled procedurally without grief. I know.
One final point. The fare paying public are unlikely to be aware of the limitations and increased risks involved in flying an airliner in relatively busy Class G airspace, especially without any form of Radar service. They will rapidly become aware after the first incident. Perhaps EU Jet should bring pressure to bear on EGMH to provide the (Radar) service the public deserve before anything serious happens?
rgds BEX
There does seem to be a serious issue here. That of Procedural approach control in Class G airspace.
Points that I have witnessed from EGMH.
1) Acceptance levels given within CAS (FL70 and above). This is not allowable without co-ordination first.
2) Reluctance to separate inbound and outbound traffic by procedural means
3) Under use of the MTN hold below CAS.
My 2p's:
Procedural App in class G is not easy, particularly when not practiced regularly. It isn't impossible either. The traffic levels at EGMH at the moment are on a par with some of the Levels experienced at Highlands and Islands airfields in the 1980's. They were handled procedurally without grief. I know.
One final point. The fare paying public are unlikely to be aware of the limitations and increased risks involved in flying an airliner in relatively busy Class G airspace, especially without any form of Radar service. They will rapidly become aware after the first incident. Perhaps EU Jet should bring pressure to bear on EGMH to provide the (Radar) service the public deserve before anything serious happens?
rgds BEX
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Where's your ATIS then?
Can anyone at Manston tell us when you are going to get SSR/more radar controllers?
We at EGGP are getting totally
off with Manston traffic calling Manston APR on 126.35 for the wx and coming through loud and clear on the Liverpool TWR freq. 126.35.It's become a particular nuisance lately since EU Jet started their operation.
The other night an EU JET disrupted ops at Liverpool whilst calling Manston. He was heard to say:
"We'll be with you shortly Manston, we're currently; well I shouldn't really say where we are.....we're about 80 miles away"
NAUGHTY NAUGHTY.
Fortunately I made 2 way with pilot and promptly told him to
off my frequency as he was WAY outside Manstons protected range.This is becoming a regular occurence.
Manston: take some responsibilty here, find out where your caller is and tell him to call back when he's at a more appropriate distance.
EU Jet pilots: Any more of this and we start filing the 1261's, ok?
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No. What I am saying is that if a company plans to fly into an airfield it should assess the risks assosciated with that airfield. Radar availability, type of airspace, background traffic, approach aids, services provided etc etc should all be considered.
