Manston Radio Frequencies
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Manston Radio Frequencies
Hi all,
I am currently training for my PPL and am trying to plan a flight into Manston. After looking in the UK AIP I have found 3 different Approach Frequencies, and I was wondering when flying into Manston, which would be the first frequency you call on as you were inbound:
126.350
119.925 or
129.450??
Also, in general if you were flying to an airfield wiith more than one approach frequency, how would you know which one to use??
Thanks in advance for your help,
101
I am currently training for my PPL and am trying to plan a flight into Manston. After looking in the UK AIP I have found 3 different Approach Frequencies, and I was wondering when flying into Manston, which would be the first frequency you call on as you were inbound:
126.350
119.925 or
129.450??
Also, in general if you were flying to an airfield wiith more than one approach frequency, how would you know which one to use??
Thanks in advance for your help,
101
Why do it if it's not fun?
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Easy to see why 101 is confused. I just looked up the entry in the AIP, expecting to find an obvious solution, and it's no more clear to me than it is to him.
For what it's worth, the way I read it (having never been there) is as follows:
- 129.45 is a combined Director/Approach frequency. On a VFR flight, I probably wouldn't talk to Director - besides which, it says that it's not continuously monitored, so I wouldn't use this one.
- 119.92 is a combined Tower/Approach frequency - seems like a reasonable choice, especially at quiet times when Twr/App might be combined anyway.
- 126.35 is a combined Radar/Approach frequency - seems like the best choice, since the use of the Radar call-sign suggests that they'll be interested in talking to me quite some way out, whereas an Approach frequency would only want to talk to me once I was close. The quoted DOCs seem to confirm this, too.
I don't know if the flight guides are any clearer (I don't have one to hand), but if they're not, and I didn't have the benefit of talking to a local pilot (whether through PPRuNe or some other means) as 101 has very sensibly done, my gut reaction would be to call on 126.35, but to be prepared to be asked to change, probably to 119.92. If I didn't get a response after 3 calls, I'd switch to 119.92 anyway and try that.
It does seem strange for the AIP to be so ambiguous.
FFF
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[Edit to note that section 2.17 of the AIP entry, regarding the ATZ, seems to confirm my opinion, when it says: "Pilots wishing to transit the aerodrome outside published hours should attempt to contact Manston ATC on 126.350MHz to obtain traffic information." Although this doesn't apply in this case - we are landing, not transitting, and it is not outside hours - it does imply that 126.35 is the initial contact frequency]
For what it's worth, the way I read it (having never been there) is as follows:
- 129.45 is a combined Director/Approach frequency. On a VFR flight, I probably wouldn't talk to Director - besides which, it says that it's not continuously monitored, so I wouldn't use this one.
- 119.92 is a combined Tower/Approach frequency - seems like a reasonable choice, especially at quiet times when Twr/App might be combined anyway.
- 126.35 is a combined Radar/Approach frequency - seems like the best choice, since the use of the Radar call-sign suggests that they'll be interested in talking to me quite some way out, whereas an Approach frequency would only want to talk to me once I was close. The quoted DOCs seem to confirm this, too.
I don't know if the flight guides are any clearer (I don't have one to hand), but if they're not, and I didn't have the benefit of talking to a local pilot (whether through PPRuNe or some other means) as 101 has very sensibly done, my gut reaction would be to call on 126.35, but to be prepared to be asked to change, probably to 119.92. If I didn't get a response after 3 calls, I'd switch to 119.92 anyway and try that.
It does seem strange for the AIP to be so ambiguous.
FFF
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[Edit to note that section 2.17 of the AIP entry, regarding the ATZ, seems to confirm my opinion, when it says: "Pilots wishing to transit the aerodrome outside published hours should attempt to contact Manston ATC on 126.350MHz to obtain traffic information." Although this doesn't apply in this case - we are landing, not transitting, and it is not outside hours - it does imply that 126.35 is the initial contact frequency]
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101
Convention in the AIP, if there is any doubt, is use the first one listed - in this case 126.35. Bottlang also list it as the primary approach frequency for the airfield.
It is however a poorly worded entry - look at any others and you'll see there is no doubt. Anyone from Manston care to sort out their entry in the AIP?
As for flying into other airfields with more than one approach freq. Again - use the 1st one listed unless you're told otherwise when (if) handed over inbound.
DOC - Designated Operating Coverage. The maximum range and altitude at which you can talk to another unit without (in normal atmospheric conditions) interfering with another station with the same frequency. (In the absence of an ATIS some commercial carriers call TWR frequencies for the weather when over 100 miles out up at cruising alt - FL245 and above. They shouldn't, and if they do then they're normally told where to go
)
Convention in the AIP, if there is any doubt, is use the first one listed - in this case 126.35. Bottlang also list it as the primary approach frequency for the airfield.
It is however a poorly worded entry - look at any others and you'll see there is no doubt. Anyone from Manston care to sort out their entry in the AIP?
As for flying into other airfields with more than one approach freq. Again - use the 1st one listed unless you're told otherwise when (if) handed over inbound.
DOC - Designated Operating Coverage. The maximum range and altitude at which you can talk to another unit without (in normal atmospheric conditions) interfering with another station with the same frequency. (In the absence of an ATIS some commercial carriers call TWR frequencies for the weather when over 100 miles out up at cruising alt - FL245 and above. They shouldn't, and if they do then they're normally told where to go
)
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Agree with Smallpilot, I use Manston for RIS when crossing the channel, initial contact is always 126.35 App/Rad.
Only remember this happening once, when Manston were using one of the other freq's, they picked up our initial call and asked us to change to the freq in use.
Only remember this happening once, when Manston were using one of the other freq's, they picked up our initial call and asked us to change to the freq in use.
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rudds,
Thats what happened to me when I flew in there.
FFF - you've never been to Manston! I can see that we are going to have to drag you, kicking & squealing, over to the better side of London
Thats what happened to me when I flew in there.
FFF - you've never been to Manston! I can see that we are going to have to drag you, kicking & squealing, over to the better side of London
Why do it if it's not fun?
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I can see that we are going to have to drag you, kicking & squealing, over to the better side of London
FFF
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Just to confirm what has been written above... Manston is my home base, so I know whereof I speak 
119.92 is "Manston Tower" and is only used for joining instructions and in the circuit etc. 126.35 is "Manston Radar" and they provide FIS / RIS over most of East Kent, until your travels take you close to Southend, Rochester, Headcorn, Lydd or mid-channel, when you'll be expected to change to the next relevant frequency.
So, inbound, call Manston Radar first on 126.35 - you can call from a long way out and request a FIS or RIS. When you get closer (ie "field in sight") you'll be asked to change to Manston Tower on 119.92. Similarly, on departure, you'll be on 119.92 until you've left the circuit, whereupon you'll be asked to contact Manston Radar on 126.35 and request FIS / RIS.
It can be a bit confusing because sometimes the same controller is working both frequencies, and may even transmit on both frequencies simaltaneously, so you might hear calls intended for circuit traffic while listening to 126.35, but don't worry about that.
cbl.
119.92 is "Manston Tower" and is only used for joining instructions and in the circuit etc. 126.35 is "Manston Radar" and they provide FIS / RIS over most of East Kent, until your travels take you close to Southend, Rochester, Headcorn, Lydd or mid-channel, when you'll be expected to change to the next relevant frequency.
So, inbound, call Manston Radar first on 126.35 - you can call from a long way out and request a FIS or RIS. When you get closer (ie "field in sight") you'll be asked to change to Manston Tower on 119.92. Similarly, on departure, you'll be on 119.92 until you've left the circuit, whereupon you'll be asked to contact Manston Radar on 126.35 and request FIS / RIS.
It can be a bit confusing because sometimes the same controller is working both frequencies, and may even transmit on both frequencies simaltaneously, so you might hear calls intended for circuit traffic while listening to 126.35, but don't worry about that.
cbl.
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I'd go along with CBLong 'coz, having used Manston for x-channel FIS for nearly twenty years, I thought it really was time to visit..-and those freq's worked for me!
What nice people and what a loooong runway....
What nice people and what a loooong runway....
