¶ EIDW Dublin Aerodrome Procedures
NOT FOR REAL WORLD USE
Last Updated: September 2024
¶ General
¶ ATC Positions
| Position | Logon Callsign | RT Callsign | Frequency |
|---|---|---|---|
| DEL | EIDW DEL | Dublin Delivery | 121.985 |
| GND | EIDW GND | Dublin Ground | 121.800 |
| GND North | EIDW N GND | Dublin Ground | 125.885 |
| TWR South | EIDW S TWR | Dublin Tower | 118.600 |
| TWR North | EIDW N TWR | Dublin Tower | 124.680 |
| APP | EIDW APP | Dublin Approach | 121.100 |
| ACC | EIDW CTR | Dublin Control | 132.580 |
| ACC North | EIDW N CTR | Dublin Control | 132.580 |
| ACC South | EIDW S CTR | Dublin Control | 120.755 |
¶ Position opening & Bandboxing policy
¶ Dublin ADC
- Delivery may only be opened when Ground is connected.
If Delivery is closed the role will be assumed by Ground or by the Tower controller. - GND North must only be opened when: TWR South is online, GND is online and traffic levels make it necessary.
- TWR South is the master tower position and must be opened first.
- TWR North must only be opened when: The north runway is active (0700-2300) and TWR South and GND are online.
- TWR South when a single tower position is open shall follow the runway selection criteria.
¶ Dublin ACC
- EIDW N CTR (Dublin Control) is the master position and should be opened first.
- EIDW S CTR (ACC South) may be opened when traffic levels necessitate.
¶ Low Visibility Procedures (LVPs)
¶ Equipment
Runways 10L/28R and 10R/28L at Dublin are equipped for CAT II / III operations.
Runway 16 at Dublin is equipped for CAT I operations.
Runway 34 is equipped for RNP approaches with vertical guidance
¶ Minima
ATC low visibility procedures become effective when:
IRVR is less than 550 metres
- Cloud ceiling is 200ft or less
- or
- Meteorological visibility is less than 800 meters or IRVR is less than 550 metres
¶ Restrictions
CAT II / III holding points must be used as below:
| Departure Runway | CAT II / III Holding Position |
|---|---|
| Rwy 28L | Twy E1 |
| Rwy 10R | Twy S7 |
| Rwy 28R | Twy N2 |
| Rwy 10L | Twy N6 |
- Pilots should be informed by ATIS broadcast or by RTF when LVPs are in force.
- Pilots should be informed when LVPs are cancelled
- Runway 34 should not be used for landing traffic
- The minimum final approach spacing used must be 6nm (or the appropriate wake turbulence separation, whichever is greater)
- Aircraft should be vectored to intercept the localiser at a range of not less than 10nm from touchdown.
The following spacing should be used for arrivals during LVPs:
- 8nm behind a Super
- 6nm behind a Heavy or Upper
- 5nm behind a Medium, Small or Light
¶ Aerodrome Control
¶ Preferential Runway Selection
- The parallel runways (10R-28L and 10L-28R) shall be used in preference to the crosswind runway, 16-34.
- When winds are westerly, Runway 28L shall be preferred for arriving aircraft. Either Runway 28L or 28R shall be used for departing aircraft as determined by air traffic control.
- When winds are easterly, either Runway 10L or 10R as determined by air traffic control shall be preferred for arriving aircraft. Runway 10R shall be preferred for departing aircraft
- Runway 10L-28R shall not be used for take-off or landing between 2300 hours and 0700 hours, except in cases of safety, maintenance considerations, exceptional air traffic conditions, adverse weather, technical faults in air traffic control systems or declared emergencies at other airports.
- If the crosswind component on Runway 10L/R or Runway 28L/R is greater than 20KT Runway 16 or Runway 34 may become the active Runway.
- If the forecast crosswind component on Runway 10L/R or 28L/R is greater than 20KT Runway 16 or 34 may become the active Runway.
- The use of Runway 16/34 will be kept to an absolute minimum subject to operational conditions
¶ Single Runway Operations 10R / 28L
- When Single Runway Operations are active, the north runway must be closed, except in cases of safety, maintenance considerations, exceptional air traffic conditions, adverse weather, technical faults in air traffic control systems or declared emergencies at other airports.
¶ Altimeter Setting
- Departing aircraft are to be given the Dublin QNH prior to take-off.
- Arriving aircraft at or below the transition altitude are to be given the Dublin QNH.
- Aircraft entering the aerodrome traffic circuit are to operate on the Dublin QFE.
Dublin QFE = Dublin QNH - 8 hPa
¶ Transition Altitude
5000ft
¶ Transition Level
Determined by ATC. A conversion table can be found within the XU Quickview
¶ Clearance Delivery
Dublin uses the following ICAO Phraseology for Clearances:
- Aircraft Callsign
- Clearance Limit
- SID
- Runway
- Squawk
- Airborne Frequency
The Pilot should provide the ATIS letter received on first contact. If no ATIS letter is received this should be provided in the clearance by ATC.
’’RYR123, Dublin Delivery, Information A, Cleared to Luton, ENDEQ1E Departure, Runway 10R, Initial Climb FL90. Squawk 6630, Airborne Frequency 132.580”
When an aircraft reports ready for start-up, Dublin Delivery will transfer the aircraft to Dublin Ground with the following phraseology:
” RYR123, Hold position, Contact Dublin Ground 121.800”
¶ SID Categories
Dublin SIDs are split into aircraft approach categories A/B and C/D/E
The Clearance Delivery Controller should issue a SID that is suitable to the aircraft approach category.
¶ Cat. A/B
- Initial Climb at altitude 4000 ft
- Issued to Light/ Small Turboprops, Business Jet’s. (D228,AT75,DH8D)
¶ Cat. C/D
- Initial Climb at FL090
- Issued to Multi engine Jet aircraft (737, A320)
Aircraft performance and approach categories can be found here: Eurocontrol Aircraft Performance Database
¶ Oceanic Departures
Oceanic departures should contact Shanwick Radio for the oceanic clearance once airborne unless the flight is planned to fly supersonic.
¶ CPDLC/ DCL
CPDLC Datalink clearances are used at Dublin. The DEL controller (Or controller covering DEL top-down) should use the code EIDW.
¶ Ground
¶ Responsibilities
EIDW_GND (Dublin Ground) is the Primary ground control position and covers all ground movement on the maneuvering area, except for the active runways and their access points when Ground North is offline.
EIDW N GND (Dublin Ground North) covers the northern part of the airfield and is responsible for aircraft ground movements, except for the active runways and their access points within the Ground North Area of Responsibility shown in the diagram below.
¶ Area of Responsibility
¶ Start-up
The following ICAO Phraseology is used for Pushback clearances. The QNH is issued with Start-up or Pushback clearances unless it is known that information has been obtained prior.
”RYR123, Stand 121, Pushback and Start-up Approved, Face West, QNH 1031”
¶ Taxi
Dublin ATC uses the following phraseology when providing aircraft taxi clearances.
- Aircraft are instructed to hold short of the runway.
- E1 for example is the intersection taxiway to Runway 28L as well as the name of the holding point. Use holding points with caution
- All taxi clearances contain a clearance limit, which is the point at which you must stop unless further permission to proceed is given. The controller may use the additional phrase ‘hold short’ to emphasise a clearance limit or where no defined point exists
Outbound Example:
“EIN123, Taxi to holding point E1, via Link 5, Foxtrot Outer, Foxtrot Taxiways and E1, hold short of runway 28R”
Inbound Example:
“RYR123, Taxi to holding point W3, runway 34”
"RYR123, Cross Runway 34 at W3, taxi to stand 121 via Link 5”
- Taxi Instructions should be given in a progressive format and split into separate clearances as to not overload pilots with taxiway instructions.
¶ Utilising Runway 16/34 as a Taxiway.
Ground may taxi aircraft using Runway 16/34 when closed without approval from Tower, only if it is closed"
“RYR123, Taxi via Runway 16, Hold short of Runway 28L”
¶ Stand allocation
Dublin Ground is responsible for stand allocation.
All major airlines are allocated stands on either Terminal 1 or Terminal 2.
|
Terminal 1 (Piers 1, 2 and 3)
|
T2 (Pier 4) |
Cargo | General Aviation | |||
|---|---|---|---|---|---|---|
| AEE | CTN | KLM | SWR | EIN | West Apron | West Apron |
| BTI | EZE | LOG | TAP | AAL | South Apron 411-418 | Light Aircraft Parking B |
| ACA | MSR | LOT | TRA | DAL |
|
|
| AFR | ETH | DLH | TUI / TOM | UAE | ||
| TSC | EWG | LGL | THY | NAX/ NOZ | ||
| AUR | FIN | FPY | VLG | UAL | ||
| BLA | SAS | QTR | WJA |
|
||
| BCI | IBE | RYR / RUK | ||||
| BAW | ICE | SXS | ||||
¶ Tower South
¶ Responsibilities
- Absolute authority over all movements on the active runways and their access points including: all aircraft movements on 10R/28L when in Parallel Segregated or Single Runway Operation.
- Control of all aircraft within the Dublin CTR from SFC - 5000ft and the aerodrome traffic circuit.
- Safe separation between arriving and departing aircraft.
- Transfer of control to the appropriate Dublin ACC Sector.
- TWR North responsibilities when TWR North is closed.
- Ground movement responsibilities when GND; GND North is closed.
¶ Runway Procedures
The following ICAO Phraseology is used for Line-up clearances:
”EIN123, via E1, Line up, Runway 28L and wait”
¶ Preferred use of Intersection Take-offs
| Aircraft Type | Runway | Preferred Taxiway Intersection |
|---|---|---|
| All Aircraft | 10L | N6 |
| 28R | N2 | |
| RJ85 Type and all Turboprops | 10R | S6 |
| 28L | S1 |
¶ Conditional Clearances
Dublin Tower does not issue conditional runway line up clearances.
¶ Releases
All Dublin SID’s are free flow. Dublin Tower does not have to coordinate a release on every aircraft.
¶ Departure Separation
Separation between departing aircraft is applied so that after one aircraft takes off, the next aircraft does not take-off with less than the number of minutes needed. There are 2 departure separation methods in use at Dublin: Wake Turbulence and Route. When calculating the correct departure separation, the highest of the 2 values is the one to use.
¶ Wake Turbulence
ICAO Wake Turbulence Separation Minima (Nautical miles)
| Leader / Follower | Super Heavy | Heavy | Medium | Light |
|---|---|---|---|---|
| Super Heavy | - | 6 | 7 | 8 |
| Heavy | - | 4 | 5 | 6 |
| Medium | - | - | - | 5 |
| Light | - | - | - | - |
¶ Route Separation
¶ All Runways
| SID Group | SID’s |
|---|---|
| North | BAMLI / INKUR / KISHA / NEVRI / ROTEV / SUROX / BOFUM / LIFFY / ENDEQ |
| South | ABIDO / BEPAN / OLONO / DEXEN |
| Leading Aircraft | Following Aircraft | Separation (Mins) |
|---|---|---|
| North | North | 2 |
| North | South | 1 |
| South | South | 2 |
| South | North | 1 |
¶ Transfer of control
¶ Departures
Aircraft should be transferred by Dublin Tower to Dublin Area sectors immediately after becoming airborne.
“EIN123, Surface wind 280 degrees, 5 Knots, Runway 28L, Cleared for take-off, Good day”
This take-off clearance release instructs the pilot to change to the frequency issued in the clearance from Dublin Delivery.
Departing aircraft should be transferred to the following sectors in order of priority:
- EIDW_CTR (Dublin ACC)
- EIDW N CTR / EIDW S CTR - Departures north/ south of the 10R/28L Extended centreline
- EISN LS CTR (Shannon ACC Low)
- EISN CTR (Shannon ACC)
- EIDW APP
If none of the above sectors are online, departures should be released to UNICOM.
¶ Tower North
¶ Responsibilities
- Absolute authority over all movements on Runway 10L/ 28R and access points when in Parallel Segregated Operation.
- Control of all aircraft within the northern half of Dublin CTR SFC - 5000ft when in Parallel Segregated Operation.
- Safe separation between arriving and departing aircraft.
- Transfer of control to the appropriate Dublin ACC Sector.
More information regarding north tower operations will be available soon.
¶ Approach Control
¶ Responsibilities
¶ Approach (APP)
- Dublin Approach is responsible for providing Approach Control Services to aircraft arriving or departing within the Dublin CTR including Weston and Baldonnel (Casement) Airbase.
- Sequencing arrivals using RNAV Lateral Point merge STARs.
- Radar Vectoring and Sequencing of ILS, RNP and other instrument arrivals.
- Providing Flight Information Services to aircraft under the Dublin CTA’s and area of responsibility.
¶ Area of Responsibility
¶ Intermediate Approach
¶ Inbound Releases
¶ RNAV Lateral point merge STARs
At Dublin, arriving aircraft are cleared on RNAV STARs with Lateral Holding Point Merge Sequencing Arcs.
“EAI123, BAGSO 3L Arrival, Runway 28L, Information B is current”
Once aircraft are on the point merge arc, they should then be routed towards the merge point fix
“EAI123, turn right direct LAPMO, descend to altitude 3000ft, QNH1010”
Once direct to the merge point, aircraft can be cleared for the approach.
“EAI123, Cleared ILS Approach, Runway 28L, Report Established”
Non RNAV capable aircraft can be provided radar vectors.
It is important that when vectoring aircraft inbound, you remain within the confined RMA airspace and above the base of controlled airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.
¶ Speed Control
Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. On occasions, a pilot may request to maintain a higher than normal speed. If the traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction" but must remain within the SERA rules for the category of airspace flown within.
This phrase can also be used to cancel a previous restriction
There are standard speeds which should be employed during approach:
- During Intermediate approach, leaving the stack to the point at which a base leg is flown or on the point merge sequencing arc, 220 knots should be used.
- On a base leg, closing heading or when direct to the merge point fix 180 knots should be used.
- On final, 160 knots until 4 DME should be used*
Note - Please bare in mind the aircrafts arrival category will determine the speed at which is able to make an approach
(e.g. an A350/B747 are Category D [161-210kts] and may be unable to maintain 160.
¶ Approach Separation
ICAO Wake Turbulence Separation Minima (Nautical Miles)
| Leader / Follower | Super Heavy | Heavy | Medium | Light |
|---|---|---|---|---|
| Super Heavy | - | 6 | 7 | 8 |
| Heavy | - | 4 | 5 | 6 |
| Medium | - | - | - | 5 |
| Light | - | - | - | - |
¶ Verification Of ATIS Identifier and Aircraft Type
Dublin Approach is to verify that aircraft are in receipt of the latest met report and are to verify the aircraft type, including type variants. The tower must be informed of any aircraft that are not the type as indicated on the flight plan.
¶ Identification
Aircraft must report their passing altitude (if omitted from the first call) to verify the Mode C readout.
(Readout has to be +/- 200ft from the reported altitude for verification)
If incorrect the pilot should be passed the QNH without delay. Acknowledge any TAWS/GPWS warnings with “roger” and pass the QNH without delay.
¶ Terrain Clearance
Terrain clearance is the responsibility of the pilot unless the aircraft has been issued vectors or is IFR, where terrain clearance is then the responsibility of ATC. IFR traffic conducting visual approaches shall be responsible for their own terrain clearance.
¶ Final Approach
¶ Missed Approach
- The appropriate controller will be made aware of the missed approach by the tower
- The appropriate controller should issue a heading and/or frequency for the aircraft to contact
- The appropriate controller should inform the relevant tower controller when departures can be resumed
¶ Low Level Procedures
¶ Airspace
The Dublin CTR and associated CTAs are Class C Controlled Airspace. This means VFR traffic is permitted but must obtain clearance and be in radio contact with ATC whilst in controlled airspace. The VFR speed limit below FL100/10,000ft in Class C is 250 kts
¶ VFR Circuits
Training flights are not permitted at Dublin International. In the event that a VFR arrival goes around it shall fly a standard circuit direction on missed approach unless otherwise instructed by ATC
¶ VFR Routes
VFR aircraft inbound or outbound Dublin are usually cleared via VFR Routes not above altitude 1500ft Dublin QNH.
”EI-EIO, cleared to leave the Dublin control zone via the Skerries Railway Route, VFR, not above altitude 1500ft, Squawk 2001”
These routes and Visual Reference Points (VRPs) can be found in the AIP
¶ FIS
Dublin APP and CTR provide Flight Information Service’s (FIS) to all aircraft within the area under the Dublin CTA. An aircraft under a FIS can be provided with traffic information about other aircraft, Status of availability of aerodromes, navaids, Danger areas and military activity. Aircraft do not need to be Identified or issued a squawk code for a FIS.
Pilot: “Dublin Information, EI-EIO”
ATC: “EI-EIO, Dublin Information, QNH1013, Pass your message”
Pilot: “EI-EIO, Cessna 172, Routing from Navan to Weston VFR, Currently 3nm south of Dunshaughlin, Altitude 2000ft on QNH 1013, Request Flight Information”
ATC: “EIO, Roger, no traffic to affect, Restricted Area R16 active at Baldonnel, report estimate for Weston?”
Pilot: “EIO, Estimating Weston time 26”
ATC: “EIO, Roger, Report approaching Weston’”
Pilot: “Wilco, EIO”