Having watched this back myself this is clearly a misleading post.
I can see that CX219 arrives in the area well before VS110 from ATL, which is not due to land until 8.30, but it is still allowed to land before CX219 due to land at 7.55am. Also there are a series of other aircraft approaching from the north east that are allowed to land before CX219, for example:
BA1370 which is scheduled for 8.20 and the MAN website states landed at 8.15.
There are also a couple of Loganair flights due to land 7.55 and after that turn up and land straight away.
This is what I expect, so why did the MAN website show this flight as landing on time when it was actually landed at 8.11?
You might seek to excuse it but one hour from scheduled arrival to get out of the airport is pretty poor when you arrive in business class with virtually no immigration queue and carry on only.
Like you say my experience was OK but it must have been much worse for passengers seated at the back of economy.
Due to Ukraine etc HKG to MAN is now 13 1/2 hrs plus and that is an exhausting journey if you are in economy and it is hardly considerate for the airport to extend that with an unnecessarly long hold pattern and a broken gate at the far end of the airport.
Oh deary me. Where do I start? Now I can see why you have misunderstood the situation so comprehensively. One makes allowances for those outside the industry, but the notion that ATC would vector aircraft according to some STA (scheduled time of arrival) published in a timetable is hilarious. That would mean that an aircraft arriving at the stack an hour behind schedule would somehow have to be (safely) descended through all other holding traffic to be pushed to the front of the queue. Hopelessly impractical. And, of course, ATC work from dynamic data based upon where aircraft actually are in the real world. They don't even keep a timetable in the ops room!!!
As for VIR110 not being in the area, it is to the west of CPA219 because it is established in the MIRSI hold which is located well to the west of ROSUN (sufficient to ensure safe lateral separation between aircraft holding at the same level in the two adjacent stacks). But it is in the holding pattern appropriate to it's inbound route from the west, and it does leave the stack in accordance with it's correct position in the traffic sequence. Take note of the vertical levels too, not just lateral differentials. Look again also at those three Loganair flights "that turn up and land straight away". All three are established in the ROSUN or MIRSI holds (as appropriate) before CPA219 reaches ROSUN. They are holding at levels below CPA219 too (this is how vertical separation is assured). Aircraft enter the hold at a higher level than those already established in the stack, then get laddered down incrementally as earlier aircraft are peeled off the base of the stack to make their approach. Their position in the sequence has ABSOLUTELY NOTHING to do with any published timetable. It is determined purely by the time at which they enter the hold based upon their flight progress in the real world on the day. Even if it were desirable to descend a later inbound flight through their levels to make it number one in the sequence (as occasionally happens for emergency traffic), it is immensely challenging to organise for one aircraft, let alone several. Nobody would do that for fun.
I'm sorry, but it is abundantly clear that you have zero understanding of how approach control works. Your impressions and assumptions are entirely wrong. Do you even know where Manchester's holding stacks are located and how they are used? In the absence of this, just take my word for it that CPA219 landed at the appropriate position in the sequence based upon when it entered the ROSUN hold. Nobody disadvantaged CPA219 - and why would they even want to? Do you really suppose that Manchester ATC would wish to pursue some vendetta against a prestige long-haul carrier? Why the heck would they want to do that???
And by the way, exactly the same system is used by Birmingham Approach, and other units across the country. These are generic standard procedures taught to all budding ATCO's as part of their basic training for the profession. A typical training course will include students bound for several different approach units. They all have to pass the same ratings exams before they can undertake local training for a specific airport.
I suggest that you stick to subjects that you know about. No doubt you possess some skills which lay-observers in other professions would not readily understand.
