Jump to content

EGCC Manchester International X-Plane Scenery Update

David Chambers

Recommended Posts

David Chambers

Although a very popular airport with VATSIM, the X-plane 11 standard scenery for Manchester airport did not match all the gate numbers nor include the new parking stands on the north side of the main apron (previously car parking) added during recent airport expansion. I've updated the scenery pack to address that and this has now been approved. As with all built-in scenery models, it's limited to the objects that are also incorporated into the product which are generally fairly good for runways/signage but less developed for the wider variety of other airport "furniture".

You can download it for free directly from the X-plane scenery gateway at https://gateway.x-plane.com/airports/EGCC/show.

Just extract it into your Custom Scenery folder and it should use it when next restarting X-plane.

This will be incorporated in a subsequent release of X-Plane at a time yet to be determined but probably later this year.

This is quite independent of the freeware scenery pack on X-plane.org or payware scenery such as from Aerosoft which use libraries and a range of other models to look much more realistic. I can't say whether either of those are up to date with the latest gate/parking stand numbering.

I've also updated the night lighting at Stansted, although you may prefer the payware model recently released from Boundless which looks great.

There has been a real drive to address reported bugs on the standard X-Plane scenery in recent months, together with higher quality standards applied for all new submissions and updates. If you find faults, especially in signage or markings etc that make life difficult or confusing when using VATSIM, report them in the X-plane scenery website.

  • Like 5
Link to post
Share on other sites
Richard Keen

Thanks for that ... i have been getting to grips using WED to update or edit Airports to my liking or to align with Ortho/photo backgrounds/ILS localizers  etc, although i don't think mine are up to a standard that i can release, but they are fine for me.

Link to post
Share on other sites

Please sign in to comment

You will be able to leave a comment after signing in

Sign In Now
  • Similar Content

    • Jordan Webb
      By Jordan Webb
      Hi all, I hope you guys are well in these difficult times.
      Recently I have come across a number of controllers mostly at EGCC, of varying positions, who have all elected to use a runway totally contrary to that in use IRL.
      On a number of occassions the latest METAR was reporting variable winds, such as VRB04, leading the controller to elect the written preferential runway of 23R as the runway in use. However, could we ask controllers to check both FR24 for what they're using in real world and, more importantly the TAF? I ask this for a number of reasons;
      1) Just because the surface winds are calm, it does not mean that the upper winds reflect the same. I myself have encountered significant tailwinds down the ILS23R (both in reality and on VATSIM), and when reporting this to ATC IRL, frequently a runway change is implemented soon after.
      2) With light and variable winds, one slight increase to push the half hour average into one runways favour could lead to a controller flip-flopping between which runway he/she chooses. This is totally inefficient. The TAF gives you a decent foresight into the longer term forecast.  EGCC 141420Z AUTO VRB04KT 9999 NCD 11/M03 Q1033 NOSIG would suggest preferential 23R, but looking at a TAF of EGCC 141054Z 1512/1618 09011KT 9999 FEW045 highlights that above the ground, it's going to be in 05's favour.
      3) If we're striving to be as real as can be, is it so difficult to check FlightRadar24 at what is still a fairly busy airport? This gives the controller an immediate insight to the current situation of both meteorolgical and operational requirements, without the need to check forecasts, NOTAMs etc.
      As a EGCC local both in terms of residence and profession, I don't want you to think this is a bleating rant at the quality of the training/controllers at Manch. See it more as a nudge in the right direction towards the realism we strive for.
      I welcome your feedback,
    • William Brushfield
      By William Brushfield
      Hello all,
      With Cross the Pond around the corner and Manchester being a leading airport for departures, and an extreme increase in traffic and slot management, I believe this is the perfect time to trial Manchester Planner.
      To ensure it can work effectively, it may be wise to test it during Manchester Midweek madness (Wednesday 14th March) which allows for adjustment of policies and further improvements.
      Also see HERE a link to the page where I have gained the frequencies potentially usable 
      Let me know your opinions, and if it would be worth having it as CTP can be a very slot-heavy thing, and having a dedicated few people that understand how to manage the slot system would make the event run smoother, at least in my eyes.
      Many Thanks
      See below an adjusted format to the current Gatwick Planner policy
      Logon - EGCC_P_GND
      Relief - EGCC_Q_GND
      RTF & Coordination Callsign - “Manchester Planner”
      Potential Frequencies:
      121.600 (Manchester Fire Service frequency) 128.175 (Manchester Arrival Information frequency) Note: Although a split of GMP, Planner shall connect with an _GND log on to prevent pilots from inadvertently calling Planner instead of GMP for clearance.
      Responsibilities for the Planner controller are to ensure:
      The forward planning of the departure flow to meet airfield reasonable departure spacing (ARDS). The updating of slot sequence numbers and informing pilots of delays. The transfer of aircraft to GMC in accordance with assigned slots. When Planner is split from GMP the following sequence of events will take place:
      Aircraft calls GMP for clearance and is cleared. Once the pilot has correctly read back the clearance they shall be instructed to report ready. When the pilot reports ready they shall be transferred to Planner. Planner shall allocate the aircraft a slot sequence number and may inform the pilot of the estimated delay/start time/position in the queue. When the aircraft is the next aircraft that will push/start Planner shall instruct the pilot to hold position and contact GMC - Planner will append /ST to the stand number in the scratchpad, for example 132/ST - this indicates to GMC that the aircraft has been appropriately transferred from Planner and hasn’t skipped the queue. Note: If an aircraft is on a route that is not subject to delay they should still be transferred to Planner however Planner will not allocate a slot number and transfer the aircraft to GMC when appropriate considering overall flow and airfield reasonable departure spacing (ARDS) requirements.
      Planner controllers should be familiar with the notes below on using slot numbers within Euroscope:
      When aircraft are allocated a slot this is to be recorded within the “Slot” field in the departure list - this uses the Euroscope assigned speed function, data can be entered by left clicking on the appropriate aircraft’s “Slot” field, typing SX where X is the the slot number, and pressing the Enter key. Note: The “Slot” field is not displayed by default but may be selected using the list display “F” drop-down selector within the departure list.
      Planner and GMC controllers should sort their departure list by “Slot” field in ascending order. The slot number is allocated sequentially - starting at 1 and incrementing, the slot number does not decrease (as this would increase workload), the aircraft with the lowest slot number is the next aircraft in the sequence. The slot number does not represent a slot time. Planner shall allocate a slot number to aircraft that require a slot when they contact them ready for push/start - if an aircraft is not on a route subject to delay then, subject to ARDS, Planner shall transfer them straight to GMC. Planner shall retain slot aircraft on their frequency - they may report either the rough delay in minutes or the approximate position in sequence to the pilot. Aircraft with a slot shall be transferred to GMC in slot sequence - aircraft shall only be transferred to GMC when they are the next slot aircraft to push/start, ie. GMC should not have multiple slot aircraft awaiting push/start on their frequency. When aircraft are transferred to GMC the scratchpad should be updated with /ST appended to the stand number, for example 132/ST, this indicates to GMC that the aircraft has been appropriately transferred from Planner and hasn’t skipped the queue. When the aircraft is cleared to push/start, GMC shall clear the slot number. Slot numbers do not determine the final departure sequence.
    • Chad Byworth
      By Chad Byworth
      Effective 25 February 2021
      All flights departing Stansted flying to another airport within the London TMA which are not leaving controlled airspace before transfer to London TC are subject to release from the receiving TC sector. 
      The GMP controller should issue a prenote to the relevant TC controller when clearance is issued. TC shall coordinate with the APC controller and confirm any inbound delay which shall be absorbed on the ground at Stansted.
      Flights to Heathrow/Northolt
      Flights to Heathrow/Northolt are to route via LAM. 
      As above, GMP shall prenote TC NE. GMP shall not coordinate with Heathrow and do not need to obtain a clearance from Heathrow, they shall pass a standard clearance using the LAM SID appropriate to the runway in use.
      TC NE will coordinate with Heathrow INT North such that these aircraft do not hold. Aircraft must not enter the Thames RMA without coordination.
      Flights to Gatwick
      Flights to Gatwick are to route on via LYD on a SID terminating at DET.
      These flights require a prenote from AIR to TC Thames as they transit the Thames RMA - details on this procedure are documented here.
      Flight to the Thames Group (London City/Biggin Hill/Southend/Rochester)
      Flights to the Thames Group are to route CLN DCT LOGAN SUMUM 1C.
      Documentation Status
      This procedure has already been incorporated into the London FIR (EGTT) vMATS Part 2. It will be incorporated into the Stansted vMATS Part 2 at the next revision.
    • Harry Sugden
      By Harry Sugden
      Effective 25 February 2021
      From the effective date, a new position is established with primary responsibility for the AC Daventry sector, as shown in Figure 1 below. This new position recognises the challenges posed by high traffic levels in both the Daventry and Clacton sectors and allows controllers to only open the Daventry portion of AC Central, similar to the way they can open only Clacton (LON_E_CTR) at present.
      Callsign: LON_M_CTR (Relief: LON_M__CTR)
      EuroScope Controller Identifier: LM
      Frequency: 120.025 MHz
      RTF Callsign: “London Control”
      Coordination Callsign: (AC) Daventry
      Top-Down Responsibilities: EGBB, EGNX, EGTC, EGTK, TC North West
      This position will be designated as a ‘Secondary Sector’ on the VATSIM UK website, for the purpose of controller bookings as set out in Division Policy.
      In effect, opening this position will give the controller the same responsibilities as they would have by opening LON_C_CTR whilst LON_E_CTR is also online.
      Changes to ‘Ownership’
      Sector Ownership Order
      AC Daventry
      LON_M (LM) - LON_C (LC) - LON_SC (LSC) - LON (L)
      TC North West
      LTC_NW (TCNW) - LTC_N (TCN) - LTC (TC) - LON_M (LM) - LON_C (LC) - LON_SC (LSC) - LON (L)
      Airfield Top-Down
      LON_M (LM) - LON_C (LC) - LON_SC (LSC) - LON (L)
      EGSS / EGGW / EGSC
      LTC_NW (TCNW) - LTC_N (TCN) - LTC (TC) - LON_M (LM) - LON_C (LC) - LON_SC (LSC) - LON (L)
      Changes to Handoff Procedures
      All departures that were previously transferred to either AC Daventry or TC North West by ADC/APC controllers now have one additional position in the handoff order. This revised order is the same as detailed in the section above.
      Airfields with departures that are affected: EGSS (incl. departures handled by Essex), EGGW, EGBB, EGNX, EGLL, EGLC (incl. departures handled by Thames).
      Changes to Intra-London Coordination
      No Standing Agreements or coordination procedures are affected by this change. Any agreement with AC Daventry remains as it was before, just with an additional position in the sector ownership order.
      Mentoring Callsign
      This procedure change does not affect the logon convention for mentoring. As before, mentors should use the format LON_xM_CTR where x is the identifier for the position they are mentoring. For example: mentoring on AC South - LON_SM_CTR; or mentoring on Daventry - LON_MM_CTR. This will enable you to use Alternative Ownership as detailed on the UK Sector File Wiki.
      Figure 1 - Existing AC Daventry Area of Responsibility

      Documentation Status
      This change will be fully reflected in the UK Sector File and UK Controller Pack releases for 2021/02. The London (EGTT) vMATS Part 2 and Agreed Levels Diagrams will also be updated in time for release.
      There are a number of affected aerodromes for which documentation updates will reflect the new position either for 2021/02, or as soon as possible.
    • Chad Byworth
      By Chad Byworth
      Effective: 7 February 2021
      The following position is implemented on a trial basis and, in light of significant traffic levels at Manchester during the weekends, may be opened as required.
      The following restrictions should be noted:
      The use of this position is intended to provide short-term, reactive increases to airport capacity by supporting the GMP controller - it should not be opened during routine operations when there is no outbound delay, it is not to be booked on the CTS. GMP Assistant may only be opened with the agreement of the GMP controller. During training this positions may only be opened with the approval of the mentor. Controllers are asked to exercise judgement and open this position only when it is clearly necessary.
      GMP Assistant
      Logon - EGCC_A_DEL
      Relief - EGCC_B_DEL
      Note: GMP Assistant is not currently included in the sector file.
      The controller is not to select a Euroscope primary frequency but shall monitor the GMP AFV/text frequency.
      The GMP Assistant’s role is to support GMP principally with flight plan validation and coordination. GMP Assistant is responsible for reviewing flight plans including SID and level restrictions. Where a flight plan is non-compliant with requirements they shall amend as necessary and inform the pilot via private message. Once a flight plan has been validated they shall enter /OK into the scratchpad, this will be replaced with the stand number when the pilot calls for clearance. 
      Should an aircraft call for clearance before GMP Assistant has reviewed and marked their flight plan GMP may clear the aircraft if the flight plan is clearly valid or requires only minor amendments. Should more significant amendments be required the pilot shall be informed of the need for amendment and the flight plan flagged to GMP Assistant for review.
      GMP Assistant shall also perform other duties as delegated by the GMP Controller including but not limited to complex coordination.
      Trial Procedure
      As a trial procedure the Operations Department will monitor the effectiveness of this procedure change. Any modifications will be posted below. If it is deemed effective it will be incorporated into future documentation/sector file releases.
  • Create New...