NOT FOR REAL WORLD USE
Last Updated: February 2024
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GND | EINN GND | Shannon Ground | 121.800 |
TWR | EINN TWR | Shannon Tower | 118.700 |
APP | EINN APP | Shannon Approach | 121.400 |
Runway 24 should be used in preference to Runway 06 when the tailwind component is less than 5 knots.
Shannon QFE = Shannon QNH - 2 hPa
5000 ft
Determined by ATC. A conversion table can be found within the XU Quickview.
The following spacing should be used for arrivals during LVPs:
Shannon Ground is responsible for issuing departure clearances. The following ICAO Phraseology is used:
”[Aircraft Callsign], Cleared to Dublin, ABAGU 3B Departure, Runway 24, Initial climb altitude 5000 ft, Squawk 0401”
Oceanic departures should contact Shanwick Radio for the oceanic clearance once airborne.
If the flight will enter oceanic airspace less than 40 minutes after departure, then the crew should contact Shanwick Radio after receiving their Domestic clearance from Shannon Ground.
CPDLC Datalink clearances are not in use at Shannon.
The following ICAO Phraseology is used for pushback clearances.
”[Aircraft Callsign], Push and Start Approved, Direction (if required), QNH”
The following ICAO Phraseology is used:
“[Aircraft Callsign], Taxi via D1, D2, Hold short of Runway 24”
Airline | Stand | Remote Stands | Cargo |
---|---|---|---|
EIN, TUI, UAL, VLG and all International Flights | 30 - 43 | 9, 11A, 11B, 11C | 23 - 26 |
RYR | 27, 28, 32 | 21, 22 |
Departures operate on a free flow system - Shannon Tower does not have to call up for a release on every aircraft.
The following ICAO Phraseology is used:
“[Aircraft callsign], via D2 line up, Runway 24 and wait”
Conditional clearances are used by Tower for Runway operations.
Conditional clearances are used by Shannon Ground for pushback and taxi.
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 Shannon; Wake Turbulence and Route. When calculating the correct departure separation, the highest of the 2 values is the one to use.
The following wake turbulence separation shall be applied between departing aircraft:
ICAO Wake Turbulence Separation Minima (Nm)
Leader / Follower | Super Heavy | Heavy | Medium | Light |
---|---|---|---|---|
Super Heavy | - | 6 | 7 | 8 |
Heavy | - | 4 | 5 | 6 |
Medium | - | - | - | 5 |
Light | - | - | - | - |
Leading Aircraft | Following Aircraft | Separation (Minutes) |
---|---|---|
Any SID/ Route | Similar SID/ Route | 2 |
UNBEG 3A MOMIN 3A ERABI 3A AGINI 3A |
DIGAN/ TOMTO 3A ABAGU 3A LUNIG 3A KURUM 3A |
1 |
Leading Aircraft | Following Aircraft | Separation (Minutes) |
---|---|---|
Any SID/ Route | Similar SID/ Route | 2 |
BUNON 3B LUPOR 3B UNBEG 3B ERABI 3B MOMIN 3B AGINI / PELIG/ OSGAR 3B |
ABAGU 3B LUNIG 3B KURUM 3B |
1 |
Aircraft should be transferred by Tower to Shannon Control when airborne, preferably no later than 2000ft.
Shannon Approach will retain control of arrivals until passing 4 miles from touchdown. Transfer of communication can occur before 4 miles once the aircraft is established on the glide path.
Shannon Approach is responsible for approach separation and may assign speed control up to 4 miles from touchdown. If any change of speed is required less than 4 miles from touchdown, Tower must coordinate with approach.
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 | - | - | - | - |
Missed approach procedures for Shannon can be found in the Ireland AIP.
Shannon Approach (APP) is responsible for arriving aircraft within the Shannon CTR and CTA’s
In normal operations, IFR inbounds are cleared for the RNAV Standard Terminal Arrival.
”Gemstone 43C, Shannon Approach, Cleared TIPUR 2D Arrival, Runway 24”
Radar Vectors should be provided to aircraft who are not RNAV capable or on pilot request.
It is important that when vectoring aircraft inbound, you remain within the confined Shannon RMA airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.
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 traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction".
There are standard speeds which should be employed during approach:
Note - Boeing 757's prefer to fly at 210kts during intermediate approach
ICAO Wake Turbulence Separation Minima (nm)
Leader / Follower | Super Heavy | Heavy | Medium | Light |
---|---|---|---|---|
Super Heavy | - | 6 | 7 | 8 |
Heavy | - | 4 | 5 | 6 |
Medium | - | - | - | 5 |
Light | - | - | - | - |
Terrain clearance is the responsibility of the pilot unless the aircraft has been issued vectors, where terrain clearance is the responsibility of ATC.
Shannon 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.
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).
The Shannon CTA and CTR is Class C Controlled Airspace.
Circuits are flown to the north west at altitude 1500ft Shannon QNH (1000ft QFE)
VFR should be cleared via Visual Reference Point (VRP’s) not above altitude 1500ft Shannon QNH.
”EI-EIO, cleared to enter the Shannon Control Zone via Bunratty Castle, not above altitude 1500ft, VFR"
Shannon APP provides Flight Information Service’s (FIS) up to a range of 30nm. 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 provided a squawk for a FIS.
Pilot: ”Shannon Information, EI-EIO”
ATC: ”EI-EIO, Shannon Information, QNH1013, Pass your message”
Pilot: EI-EIO, Cessna 172, Local flight from Kerry routing to Killrush, Remaining outside of controlled airspace, Altitude 2000ft on QNH1013, Estimating Kilrush time 12:15, Request Flight Information”
ATC: ”E-IO, Roger, Flight Information, Traffic opposite direction, PA28 routing to Kerry altitude 1500ft”
Note: The Flight Information Service is the ICAO Equivalent of the UK CAA Basic/ Traffic Service.