NOT FOR REAL WORLD USE
Last Updated: April 2024
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GND | EIKN_GND | Connaught Ground* | 121.900 |
TWR | EIKN_TWR | Connaught Tower | 130.700 |
The most in to wind Runway should be selected with a tailwind component less than 5 knots.
Connaught QFE = Connaught QNH - 22 Hpa
5000 ft
Determined by ATC. A conversion table can be found within the XU Quickview.
Low Visibility Procedures (LVP’s) should be enforced when:
Met Visibility and IRVR readings are at or less than 700m, and / or the cloud ceiling is at or less than 200ft (BKN, OVC).
The following ICAO Phraseology is used for SID clearances. Departing aircraft should state aircraft type, stand number and ATIS information code received on first contact.
“RYR123, Connaught Ground, Information C, Cleared to Bristol, BAKBA 1A Departure, Runway 26,
Initial climb altitude 5000ft, Squawk 2670”
All stands at Knock are self-manoeuvring. Aircraft will request start-up on stand. The QNH should be issued.
”RYR123, Stand 1, Start-up approved, QNH 1021”
The following ICAO Phraseology is used for Taxiway clearances.
”[Aircraft Callsign], taxi via A, Hold short of Runway 26”
Stand | Max. aircraft type |
---|---|
1L | 737/ A320 |
1 | 737/ A320 |
2 | 737/ A320 |
2L | A310 |
2R | A310 |
3 | A310 |
East (Apron B) | A310 |
West (Apron B) | A310 |
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 Knock: Wake Turbulence and Route separation. When calculating the correct departure separation, the highest of the 2 values is the one to use.
ICAO Wake Turbulence Separation Minima should be applied (Nautical Miles).
Leader / Follower | Super Heavy | Heavy | Medium | Light |
---|---|---|---|---|
Super Heavy | - | 6 | 7 | 8 |
Heavy | - | 4 | 5 | 6 |
Medium | - | - | - | 5 |
Light | - | - | - | - |
A route separation of 2 minutes applies to all departures.
All departures should be transferred to Shannon Control when airborne before passing 2000ft.
Shannon Control will transfer control of arrivals at 4 miles from touchdown. Transfer of communication takes place as soon as the aircraft is established on the instrument procedure or visual with the airfield. Shannon Control will terminate radar services and instruct the aircraft to contact Connaught Tower.
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 | - | - | - | - |
Details of Missed approach procedures for Ireland West can be found in the Ireland AIP.
Knock does not have an Approach position. Approach Control Services are provided by Shannon Control.
The Connaught CTR and associated Shannon CTA Stub’s are class C controlled airspace.
VFR (including circuits) - 7000
Circuits are variable flown at an altitude of 1200ft on the QNH.
VFR Arrivals/ Departures should be routed via VRP’s not above altitude 1200ft QNH
The following VRPs are established for Knock Ireland West.
VFR Transits should not enter the CTR without approval from Connaught Tower. VFR Transits should be instructed to cross via the threshold of the Runway in use or on direct routings overhead if traffic permits.
Flight Information Services (FIS) are provided by Shannon Control outside of the Connaught CTR.
In the absence of Shannon control, Connaught Tower may provide FIS subject to controller workload. Connaught Tower is not equipped with a Radar and can not identify aircraft under a FIS with a discrete squawk code.