Shannon 119.075/124.7

Oscar Bravo

Just a quick question,useually when the ATC at eg Knock hands over a flight from Knock to Shannon Control they useually say contact Shannon on 119.075.Today he was told to contact Shannon on 124.7.Any particular reason? Are the both low level frequencies?

xflyer

Off hand I think 119.075 a high level frequency? 124.75 is low level used mainly by line traffic.

Actually I too am curious as to the variation and combinations of frequencies used. Sometimes it's clear that both 124.7 and 127.5 are combined. One controller working 124.7 and another 127.5 but both audible on 127.5.

There are times though when I'm working 127.5 but am asked to call 124.7 in order to coordinate separation from inbound line traffic. But it's the same controller. This leads me to believe that traffic on 124.7 cannot hear the the other frequency. Perhaps that was the reason, inbound traffic?

Perhaps one of our tame ATCers would enlighten us?

Names

Ok...here goes!

119.075/124.7 are both Shannon low level frequencies and 127.5 is the Shannon FIS frequency. If it gets busy ,Shannon low level,which is usually one sector, can be split into two. It is divided into the north (119.075) and south(124.7) . Also, the FIS service will be provided by the low level controller unless it becomes busy when FIS also becomes it's own 'sector'. We use a facility called 'retransmission' where by each aircraft will be given the frequency relevant to them (low level north/south,FIS) but if the service is being provided in one sector then the controllers transmissions on one frequency are ' retransmitted' instantaneously on the other frequencies. The reason being, each acft will already be on the relevant frequency so if it gets busy and low level gets split into two sectors (north/south) we just deselect 'retransmission' and split the workload and no acft have to start changing frequencies which can be messy.

It's the same in Dublin (129.175/126.250/118.5)

I may not have explained that very well,if it doesn't make sense let me know and I'll try again!

N7777G

Names wrote: »

Ok...here goes!

119.075/124.7 are both Shannon low level frequencies and 127.5 is the Shannon FIS frequency. If it gets busy ,Shannon low level,which is usually one sector, can be split into two. It is divided into the north (119.075) and south(124.7) . Also, the FIS service will be provided by the low level controller unless it becomes busy when FIS also becomes it's own 'sector'. We use a facility called 'retransmission' where by each aircraft will be given the frequency relevant to them (low level north/south,FIS) but if the service is being provided in one sector then the controllers transmissions on one frequency are ' retransmitted' instantaneously on the other frequencies. The reason being, each acft will already be on the relevant frequency so if it gets busy and low level gets split into two sectors (north/south) we just deselect 'retransmission' and split the workload and no acft have to start changing frequencies which can be messy.

It's the same in Dublin (129.175/126.250/118.5)

I may not have explained that very well,if it doesn't make sense let me know and I'll try again!

It's a superb explanation - well done!

xflyer

That explains it, sometimes it gets really congested. The ear piercing scream of two transmissions simultaneously is really annoying.

I feel for the controllers sometimes. Too many people seem to have their life stories ready to be told or next to no info at all. When it gets busy I go rapid fire to ensure there are minimum transmissions.

It is really irritating to me when I hear someone simply call: Echo India blah blah blah with you. That it useless. Let ATC know who you are, where you're going, what altitude and what your ETA is. Particularly ETA, Shannon will always ask, have it ready. You are supposed to be a pilot, you should know where you're going and what the ETA is.

But usually when Shannon asks for an ETA, there's a pause and a 'standby'. Followed no doubt by a panicked calculation in the cockpit.

It's sloppy and only excusable when you are a student pilot. But all too often it's the students who have it ready.

Oscar Bravo

Agreed and the FIR boundary.Alot aircraft eg going to Enniskillen will not have an ETA ready for the boundary then panic "eh 1340" to which Shannon may ask is that Zulu or Local.... One i think i posted here a while back "Connaght tower this is EI-??? inbound to you from blah blah" .Tower- "Position to Ballyhaunis for zone entry"....10 or so mins pass Tower "EI-???,report position. "Eh not quite sure".Tower -ok try to position to Claremorris and follow the road up,ive the lights and beakon on.....time passes....Tower EI-??? you should of seen the field now,where are u? ehhh were lost.Tower ok,have u a VFR map.Ehhh no negative.Tower- ok i dont think i want u anywhere near my field.10 mins later Tower this is EI-??? we know where we are,were over Tuam,we must of turned left instead of right at Ballyhaunis." Tower- how do u no that,"we have a hand held GPS."Tower- My god.... thats very poor airman ship and ile be reportn u and fileing an MOR,you better switch to to 122.5 or 127.5 quick.