VATeir Training Department ENR 1.

Shannon Control

Aim:
Shannon Control takes care of all airspace over the Island of Ireland along with some
oceanic areas from the surface to FL660.

Frequencies:
EISN_CTR/E_CTR 131.150 Shannon Control
EISN_W_CTR 125.870 Shannon Control
EISN_N_CTR 122.970 Shannon Control
EISN_S_CTR 135.600 Shannon Control
EISN_L_CTR 124.700 Shannon Control
EISN_I_CTR 134.270 Shannon Information

Controller Ratings:
EISN_CTR/E_CTR CTR
EISN_W_CTR CTR
EISN_N_CTR CTR
EISN_S_CTR CTR
EISN_L_CTR CTR
EISN_I_CTR STU+

Airspaces:
Shannon Control is split into 4 sectors above FL245. These are all CTR Rated positions
and STU+ rated controllers are not permitted to log onto any of these positions. They
operate under the following rules:

- Shannon Control (EISN_CTR) and

(EISN_E_CTR) are the same position and
operate on the same frequency
- Shannon Control (NOTA/SOTA) will not log
on without any of (EISN_W/E/_CTR) being
online.
- All positions will take care of low level
operations also if EISN_L_CTR is offline.
- NOTA/SOTA Sectors of Shannon Control
does not have assistance from EISN_L_CTR
and operate from FL055 to FL660 under
Class Alpha airspace assumptions.

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Shannon Control hands off to a number of other FIRs when they are online and
aircraft reach their respective borders. These include Shanwick Radio, Scottish
Control, London Control and Brest Control. Additional sectors for low level traffic
include Manchester Control.

When Scottish Control is online the airspace

over County Donegal is delegated to Scottish,
all traffic at or above FL245 will be inside
Scottish airspace during that time. Any traffic
below FL245 will be inside Shannon Control
(EISN_L_CTR)s airspace.
When Scottish is not online Shannon Control
may take aircraft in this area but may only
provider radar advisory service to aircraft en-
route to the NOTA sector. Aircraft that do not
transit through the Donegal airspace should
not be asked to contact until 5-10nm from
the NOTA sector boundary.
Aircraft in the SOTA sector can be handed off
to a total of 3 FIRs. These include Shanwick Radio, London Control and Brest Control
(Sometimes covered by Paris Control
LFFF/LFUP_CTR). These boundaries are included in
the diagram. French airspace begins just south of
TAKAS intersection. There is no Letter of Agreement
for this sector. Please consult the VATSIM-UK Letter
of Agreement for the handoffs to London Control.
Aircraft in this sector may be en-route to or from
Spain/Portugal/Africa and may not require oceanic
clearance as they are remaining in an airway.

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En-Route Aircraft:

GENERAL IFR PROCEEDURES

Aircraft transiting through Irish airspace must comply with RVSM requirements,
therefore those transiting west shall be at an even flight level, those transiting east
shall be at an odd flight level.
Aircraft approaching Irish airspace may be handed off early from other positions to
co-ordinate clearance. Aircraft calling Shannon Control should report its next
waypoint at which time Shannon will respond with a transmission similar to the
following:

[CALLSIGN], Shannon Control good day, cleared to enter Irish airspace

over [ENTRY POINT] at flight level [FL], after [ENTRY POINT] follow [AIRWAY]
airway to [EXIT POINT].

At which time radar identification should be made. Squawks to use for this purpose
have been assigned as 6660 6667. Any aircraft not on a unique squawk* should be
assigned a squawk from this range.
*unique squawk:
Any squawk other than 1200, 2200, 7000 or similar.

On entering Irish airspace aircraft should be fully radar identified, to do so use one of
the following radio transmissions:

[CALLSIGN], confirm squawk is [SQUAWK]?

[CALLSIGN], Radar identified.

If there is a squawk change:

[CALLSIGN], recycle squawk [SQUAWK].

[CALLSIGN], Radar Identified.

At this stage any corrections for RVSM or traffic should be initiated. Aircraft entering
Irish airspace from the oceanic sectors may need to be reminded they are in radar
controlled airspace to prevent full position reporting.
Aircraft en-route may require climb or descent, providing it is safe to do so and
complies with RVSM it may be approved. Any non-RVSM aircraft should be corrected
as follows:

[CALLSIGN], In order to comply with RVSM restrictions please

[CLIMB/DESCEND] to Flight Level [FL].

All speed controls are to be done via Mach numbers when above FL245 or via
Indicated Airspeed (IAS) when below. Altitude changes are to be done in Flight Levels
as per the Transition Level. Transition altitude remains fixed at 5,000ft, with the

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Transition Level always having a 1,000ft buffer. This means that FL050 is separated by
1,000ft from 5,000ft and so it is safe to have aircraft at both these levels. A full
explanation of this can be found in the GENX.X section Altimetry.
Aircraft heading westbound for the Atlantic should be contacted over Ireland before
they reach the west coast for confirmation of oceanic clearance. Those without
should be told to contact Shanwick for clearance on frequency or over private chat.
When it is important that they remain on frequency for traffic purposes the following
should be said:

[CALLSIGN], Call Shanwick on your second box for oceanic clearance,

maintain a listening watch on this frequency for traffic avoidance.

Please contact Shanwick/Gander when online in order to ascertain whether they

wish to use private chat or main frequency for oceanic clearance. When these are
offline, Shannon may give out oceanic clearances by following the radio
transmissions below:

[CALLSIGN], Can you pass your oceanic clearance request, to include your
maximum flight level, mach number and estimate for NAT Entry.

On receiving this information clearance can be issued depending on traffic along the
particular NAT Track.

[CALLSIGN], Cleared to [DESTINATION] via NAT-[NAT DESIGNATOR], entry

at [LANDFALL ENTRY] then [OCEANIC CO-ORDS] [LANDFALL EXITS], Flight level [FL]
speed Mach decimal [MACH]. You are not to cross [ENTRY] before time [EST-
5mins] or after time [EST+5mins].

When an aircraft has read back;

[CALLSIGN], Readback correct, next report overhead [LANDFALL ENTRY].

When an aircraft is at a NAT entry point;

[CALLSIGN], Shannon checks you passing [INTERSECTION/FIR BOUNDRY]

at time [TIME] Zulu. Radar Services terminated, contact Shanwick/Gander Radio
on frequency [FREQUENCY].

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CONCORDE OPERATIONS

To be developed at a later time.

____________________

VFR OPERATIONS (EN ROUTE)

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In the event of a VFR aircraft entering Irish airspace transiting through only, please
follow standard domestic procedures.

____________________

OTHER OPERATIONS (EN ROUTE)

Space shuttle/alien procedures to be developed at later time.

____________________

AIRSPACE CLASSIFICATIONS

The following airspace classifications for Ireland are as follows, high level is shown,
airspaces in the green area are Class Charlie from FL075 to FL200 unless otherwise
stated.

The areas highlighted in blue designate

NOTA/SOTA sectors, these areas are not
covered by Shannon Low Level. VFR
Aircraft are not allowed in Class Alpha
airspace.
Airspaces surrounding Dublin are
explained briefly in the Dublin
Arrivals/Departures section following
this.

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Domestic Aircraft:

DUBLIN OPERATIONS

The following setup is for

Dublin airspace, generally
operating to FL245 this is
subject to Class Alpha airspace
from FL200 upwards. Aircraft
inbound from the North via
GELKI along the east as far as
VATRY should be handed off
directly to Dublin Control when
online. In the event of Dublin
not being online handoffs to
Dublin Director should be made
at FL120/FL100 with clearance
to FL080 direct one of the 4
holding fixes or otherwise
agreed.
Airspace highlighted in Blue to
the west is setup so that
aircraft inbound from the east
do not enter Dublins airspace
on descent into Western and Southern regions, this should be maintained where
possible. Aircraft should be descended to FL260 initally, handed off to Shannon
Control (Low Level) and when approaching the blue sector, provided there is no
other traffic in the area, should be re-cleared to FL200 and further as required.
All descents from the east and north should be in compliance with the LOA with
VATSIM-UK.
Eastbound aircraft may be climbed in accordance with the VATSIM-UK LOA, and if
aircraft require transit through Dublins airspace handoffs should be made 5 dme
prior to airspace entry.
When military aircraft are inbound to Casement handoffs are direct to Military Radar
122.000. These aircraft get priority over all other traffic. In the case of MOAs 4, 5 or 3
being active all aircraft must be sent around these areas when they would otherwise
penetrate them. The maximum altitude for the MOAs should be sought from
Military. Currently only MOA 3 is included on the sectorfile, located under STAR.

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SHANNON OPERATIONS

Departures from Shannon are to be sent on a SID (Standard Instrument Departure)

routing and cleared to 5000ft initially. Non SID departures are to be directed to their

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first waypoint and cleared to FL090 initally. All departures are handed direct to
Shannon Control after takeoff from Shannon Tower.

Arrivals to Shannon should be cleared when below FL240 for their STAR (Standard
Arrival Routing) and given initial descent clearance;

[CALLSIGN], Good afternoon, descend Flight Level [FL], cleared for the
[STAR] arrival runway [RWY]. ATIS [ATIS-D] current, QNH [QNH].

Alternatively the clearance may be straight for the localiser depending on traffic
levels and the preference of the approach controller on (if any) at Shannon. The
clearance for localiser can be given when the aircraft comes on frequency;

[CALLSIGN], Cleared direct [DERAG/FOY] to intersept the localiser RWY

[RWY], ATIS [ATIS-D] current, QNH [QNH].

It is quite normal for this latter procedure to be used as Shannon Control does more
work for arrivals than approach would in Shannon compared with Cork.

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CORK OPERATIONS

Aircraft outbound from Cork can be cleared to either FL100 or FL130 depending on
traffic levels in the Cork area. It is up to Cork Radar to decide on this and during busy
periods they may continue to hold departures for longer periods of time. Co-
ordination is key in this area for altitude clearances etc.

Aircraft inbound to Cork should be cleared down to FL100 and handed off. ATIS
information, QNH and active runway at Cork are not normally provided by Shannon

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Control unless specifically asked for. Handoffs to Cork Radar should be initiated when
the aircraft is in the area of FL140-FL120;

[CALLSIGN], Descend FL100, Contact Cork 119.9.

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REGIONAL AIRPORT OPERATIONS

Aircraft outbound from

regional airports will be
handed off when the
aircraft calls passing
4,000ft. Tower will
already have given them
initial clearance to the
first waypoint which may
be re-stated by Shannon
Control. Radar
identification should be
sought based on squawk
codes and clearances
follow as required, an
example of which would be;

[CALLSIGN], Confirm squawk?

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[CALLSIGN], Radar identified, cleared direct [INTERSECTION], climb Flight

Level [FL].

Inbounds to regional airports are to be given descent to

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