'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or Terminal 3 ("Skylink") is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== How to set up Ground's job ==

#coordinate RWY config with TWR.
#choose a taxiway configuration.

== Phraseology ==

=== Basic principles ===

The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

It is ground's responsibility to direct and monitor ground movements

==== Start-up clearance<br> ====

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) <br>

Austrian 125, start-up approved.

==== Push-back clearance<br> ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back.<br>

Austrian 125, push-back approved

==== '''Start and Push clearance'''<br> ====

Use these two phrases together<br>

Austrian 125, start(-up) and push(-back) approved

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

==== Taxi Instructions ====

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on the traffic situation you can either clear the A/C directly to the RWY or issue an intermediate clearance:

AUA125, taxi via M hold before EXIT 7.

or

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

You may clear an aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right".
* It could be "follow company A320 taxiing on L".

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given.

Bear in mind that it is the '''controllers' job to decide on wingtip clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower 119,400.

=Taxiway configurations=

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessarily depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

= Ground Traffic Management =

====Step-by-step clearance====
The safest and primary way to achieve safe operations:

AUA251, taxi via E hold before M.
AUA251, taxi via M, hold before Exit 7.
AUA251, taxi via L, hold clear of Exit 9.
AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, you might need to re-clear or stop an A/C:

AUA251, hold position.
AUA251, continue.
AUA251, hold before W, B190 crossing right to left.
AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

Leipzig Air 600, turn next left hold next intersection.
Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area.

=== Intersection departure ===

Even though HIRO (High Intensity Runway Operation) requires pilots to plan certain intersection departures e.g (A3, B4, B10, A10), usage of these intersection should be restricted to cases where a gain in efficiency can be accomplished.

'''Avoid "over-using" e.g A3''', as there is no gain in efficiency to be expected from a 3 aircraft long queue for A3 (TFC congestion on TWY M and L).

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

=Special Case Northern F stands=

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

----

----

= Special Situations (High Traffic, Slots, ...) =

==Helicopters==

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.
</pre>
----

== Intermediate Holding Positions (IHP) ==

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

== Slots ==

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

== Opposite runway operations ==

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

== Mind the wingtip: Size matters to GND controllers ==

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

= Additional Information =

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM guide]

If you really want to study hard, then read the relevant sections for GND in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2021-02-17T23:46:00Z

Sebastian Gosch: /* Special Situations (High Traffic, Slots, ...) */

'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

At VATSIM, flight plans are filed with a VATSIM server.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routings are becoming more and more common as FRA (Free Route Airspace) is under ongoing development in Europe.

'''For VFR flights''', the only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

=== Flight Plan Syntax ===

'''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools and paste the code into the routing field. The format is usually <waypoint><via><waypoint><via>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the same airway are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data.

Example: A valid routing from LOWW to EDDM is the following:

SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA NAPSA3A

* SOVIL is the SID exit point.
* SITNI DCT BAGSI DCT MATIG DCT AMADI are enroute waypoints.
* Q113 is an airway.
* The "DCT" in-between means that there is no airway between these points: they are "Direct".

'''Vertical Syntax'''

So far we have specified the lateral dimension. To further specify the '''vertical aspects''' a speed and level segment has to be attached to the RTE string:

Format -> NxxxxFyyy or NxxxxAyyy

i.e '''N0450F340'''
*'''N0450''' indicates the planned TAS (True Airspeed)
*'''F340''' indicates the planned FL (Flightlevel)

For flights which will remain in lower airspace i.e below the transition altitude the following is used:

N0120A080

*'''A080''' indicates Altitude 8000ft (QNH)

A "/" is used to attach such a speed and level group to a waypoint e.g:

'''N0450F340''' OSPEN DCT ABRUK DCT SETAL DCT DETSA/'''N0450F350'''

The first group indicates the initial planned TAS and Level, the second group indicates a Level Change at DETSA to '''FL350'''.

'''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:

SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE

* Sector S is the preferred VFR exit route from Vienna TMA
* The rest is a description of a popular route to Innsbruck through scenic mountains
* Mike ist the logical entry into LOWI.

----

== Workflow for DEL controllers ==
=== Setup ===

# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.
# If there is no Tower or upstream, then create an ATIS.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.

Look at a more complicated example:

LOWW has two runways: 16/34 and 11/29.
Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.

Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.

Generally, tailwind components of up to ten knots are accepted.

However due to noise abatement and terrain considerations most airports have some kind of preferential runway system.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential information for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

An ATIS broadcast consists of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur.

=== Check the flight Plan ===

'''For IFR flight plans, ...'''

* Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, ask the pilot to confirm his details. Nevertheless, as soon as you modify the FPLN, the pilot won't be able to amend his own FPLN anymore. Reconnection is required.
* Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).
* Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the filed ALT requires a change - change it.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan.

Watch out:
* At some airports (LOWI) there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departures" depending on aircraft performance and equipment).
* At most airports there are special SIDs for aircraft with no FMC (Non-RNAV departures.)
* Some airports have noise abatement procedures.

Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''Re-routing of traffic'''

If a filed routing is invalid or the decision to revise an A/C routing has been made by you it can be difficult to communicate this change in RTE to the pilot.
In an ideal world you would reroute an A/C before it calls you, thus avoiding unnecessary discussions on frequency. It is therefore suggestable to make use of private messages for this special case.

*ATC FPL AMENDED* REVISED RTE: SOVIL DCT SITNI DCT BAGSU DCT MATIG DCT NANIT NANIT2A

By sending the message in this format you can reduce the likelihood of a possible discussion as it resembles an automatic message.

Do not forget to also amend the ATC FPL in Euroscope.

'''VFR flight plans'''

*Coordinate with tower

=== Set Squawk and initial clearance altitude ===
*The squawk range is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations the squawk range might not be sufficient, and Euroscope indicates "DUPE" (for "duplicate squawk"). In this case, you have to set a new squawk.
* Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. Certain mode S aircraft receive squawk 1000.
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).

=== Issue IFR Routing Clearances ===

DEL gives routing clearances to all departing aircraft with the following information:

* aircraft identification
* clearance limit (normally destination aerodrome / or last IFR waypoint)
* assigned SID
* initial climb
* allocated SSR code (squawk)
*''' QNH if false or no ATIS letter reported.'''
* any other necessary instructions e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time.

Normal construction of a routing clearance:

Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX, QNH XXXX

Example:

Austrian 125, cleared Frankfurt, LUGEM 1C departure, 5000ft, SQ1000, Q1022.

=== Traffic unable SID ===

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment.

Vienna is equipped with a NON-RNAV SID -> the SNU departures. Any IFR equipped aircraft is sufficiently equipped to fly this SID, even if it has no FMS. This is your safest bet if a pilot has an old AIRAC or is simply unable for anything else.

'''If you issue such a clearance you will need to connect the SID, in our case SNU2C, to the filed RTE. First filed waypoint would be SITNI - this is issued as follows:'''

AUA43EM, cleared Zürich SNU2C departure, SITNI next, 5000ft, SQ 1000, Q1032

Additionally you can issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.

AUA125, cleared XXXX, RWY XX, when airborn turn XXXX, climb 5000ft, SQ46XX, QNH XXXX

Example:
Austrian 125, cleared Frankfurt, RWY29, when airborn turn left heading 200 , climb 5000 ft, SQ1000, Q1032.

If the pilot responds with a correct readback you should answer with the following phrase:

Austrian 125, readback correct, report ready.

=== 5. Handover ===

Upon receiving the ready call - you may handover to Ground

Austrian 125, Ground 121,775 - Servus

This is done to keep the A/C on your Frequency until it is fully ready to move. By doing this DEL has the chance to communicate any RTE or Slot changes should they arise, thus reducing workload for the GND Controller.

----

== Special Situations (High Traffic, Slots, ...) ==

=== IFR Flights Terminating at Waypoints or Uncontrolled Aerodromes ===

An IFR Flight does not necessarily have to terminate at the destination Aerodrome.

IFR Flights to Bad Voeslau (LOAV) or Wiener Neustadt (LOAN) for example terminate at a specified Fix:

*'''MOVOS''' for LOAV arrivals
*'''GESGI''' for LOAN arrivals

To clear the following flight with destination LOAV:

N0110A050 SNU DCT MOVOS

the following phraseology is to be used:

OEFVR '''cleared to MOVOS''', SNU2C departure, 5000ft, SQ4601, Q1014

As MOVOS is the clearance limit you may not clear an A/C any further. The flight is then expected to hold at MOVOS if not instructed to continue.

=== VFR flight plans ===
The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.

- runway to expect (VFR is not bound to the active rwy)

- route to expect

The pilot should call you 10min before the flight for clearance.

OE-DLT: C172 at General aviation center, request to leave control zone via sector S.
DEL: OE-DLT Expect RWY 16, leave Control Zone via Sector S, 1500ft or below, Squawk 7000, Q1032.
OE-DLT: leave via Sector Sierra, 1500ft or below, Squawk 7000, Q1032.
DEL: Readback correct, contact Ground 121.600Mhz.

OE-DLT: C172 Abstellplatz der Allgemeinen Luftfahrt, erbitte Freigabe zum verlassen der Kontrollzone über Sektor S.
DEL: OE-DLT Aktive Piste 16, verlassen Sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q 1032.
OE-DLT: Verlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032.
DEL: Korrekt, rufen Sie Wien Rollkontrolle 121.600Mhz.

'''Important Note''':

As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient.

Should the need for a different Squawk arise - use 0001-0020.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for Slot coordination is the CFMU called "Central Flow Management Unit" in Brussels.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, expect startup in 15 minutes.

=== More Information ===
If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

2021-02-11T23:13:57Z

Sebastian Gosch: /* More Information */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft have only very limited view. Therefore, '''Ground has to guide taxiing aircraft'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed directions on where to taxi on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nose-to-nose situations which (in real life) need a pushback car to resolve.

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].

== Phraseology<br> ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into.
* You are also responsible if a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Making contact ====
The pilot says hello by stating: Who, where, and the request:

AUA125: Wien Ground, servus. Austrian 125, Foxtrot 05 request startup and pushback.
GND: Austrian 125, Wien Ground. start and push approved.
AUA125: Start and push approved, Austrian 125.

==== Start-up clearance<br> ====

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) <br>

Austrian 125, start-up approved.

==== Push-back clearance<br> ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back.<br>

Austrian 125, push-back approved

2. It also means, that the space behind the aircraft is reserved in your mind. You won't clear anyone to taxi behind this aircraft.

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

==== '''Start and Push clearance'''<br> ====

Use these two phrases together<br>

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft.

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

It is best to clear the aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right" --> the pilot will stop, wait for a passing A320 and continue.
* It could be "follow company A320 taxiing on L" --> the pilot will look out for a A320 of his own airline and follow them.

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and.

Bear in mind that it is the '''controllers' job to decide on wingspan clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower on 119,400.

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi via E hold before M.
GND: AUA251, taxi via M, hold before Exit 7.
GND: AUA251, taxi via L, hold clear of Exit 9.
GND: AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position.
GND: AUA251, continue.
GND: AUA251, hold before W, B190 crossing right to left.
GND: AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

GND:LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, at EX2 follow Austrian DASH 8 from the right to holding point runway 29.</pre>

====Special Case Northern F stands====

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Intermediate Holding Positions (IHP) ====

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

=== Additional Information ===

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM Guide]

If you really want to study hard, then read the relevant sections for GND in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]