Introduction to Ground Control

1. Ground Control


Ground Control is mainly responsible for keeping an orderly flow of traffic on the airport movement areas(ie. Taxiways, inactive runways). Alongside this, Ground Control also assists Local Control in scanning of active runways, serving as Clearance Delivery at those airports not staffed by such a position, whether temporarily or permanently, as well as in certain cases controlling the movement of aircraft into and out of certain non-movement areas(eg Ramps).

Ground Control, is in one sense, the marshaller of almost everything that goes on, on the airport grounds. It is there to ensure that the aircraft get to their destination(eg Runway, gate, an another part of the airport) as efficiently as possible, with the minimal of delay, while making sure that they don't affect each other. This process requires constant scanning of both the aircraft on the move and their flight progress strips. Also of major importance, is scanning of all the areas that these aircraft will traverse, to ensure that no conflicts occur between the aircraft themselves, nor that anything gets in the way which could adversely affect this movement.


2. Radar Client Setup

Whenever working ground, set the visibility range to no greater than 20 miles - this is the maximum authorized range for this position on VATSIM.

General

1. Airport layout

        Ground controllers must be familiar with the airport taxiway and runway layout. Airport diagrams are available 
        at www.airnav.com . Controllers may toggle the display of airport layouts in VRC via the “View > Geography” 
        menu, and taxiway idents via the “View > Static Text” menu (Currently only for ATL and CLT).


2. Use of active runways & Coordination between Ground Control and Local Control

        The local controller has primary responsibility for operations conducted on the active runway and will control 
        the use of those runways. Ground control may conduct certain aircraft operations on active runways through 
        positive coordination with local controller as follows:

                a. Ground control must obtain approval from local control before authorizing an aircraft or a vehicle to 
                cross or use any portion of an active runway. The coordination shall include the point/intersection at the 
                runway where the operation will occur.

                        PHRASEOLOGY- CROSS (runway) AT (point/intersection).

                        The ground controller shall advise the local controller when the coordinated runway operation is
                         complete.

                b. Authorization for aircraft to taxi on or along an active runway, for purposes other than crossing, shall be 
                provided via direct communications on the local control frequency. (An example of this would be 
                backtracking an active runway.)

                c. Ground control shall notify local control when a departing aircraft has been taxied to a runway other 
                than one previously designated as active.

                d. Ground control must notify local control of any aircraft taxied to an intersection for takeoff.


3. Position determination

        It's obvious that ground controllers must determine the position of an aircraft before issuing taxi instructions. 
        In clear weather, this can be accomplished by simply looking out the window. In poor visibility, controllers may 
        not be able to see taxiways and aircraft on them, and should rely on pilot position reports. (In many real world 
        facilities, position determination can be accomplished by use of ground radar called ASDE-X vZTL loosley 
        simulates this at ATL and CLT.) A position report may be the taxiway the aircraft is on, it's ramp/gate location 
        on the field, etc. Often, pilots will call their position on initial contact. If a pilot does not advise his location, you 
        may request it yourself. Even though poor visibility won't affect the controllers using the VRC Ground radar 
        mode, you may choose to simulate poor visibility procedures when the weather warrants.

            EXAMPLE-

                    “Atlanta  Ground, United 731 approaching the north side of ramp 1, request taxi to runway 26L.”
                    “Atlanta Ground, Northwest 993 on Victor short of Echo, looking for ramp 4.”
                            (In both of these examples pilots provided complete position reports, so the controller could 
                             immediately taxi them.)

                “Atlanta Ground, Cactus 572, request taxi to terminal 1.”
                (Note that the position report isn't specific enough to determine the aircraft's exact location.)
                “Cactus 572, Atlanta Ground, say taxiway you're on”
                “We are on taxiway Victor short of Echo, Cactus 572.”
                “Cactus 572, taxi to ramp 2 via Echo.”


4. Low level wind shear/Microburst advisories

        a. When low level wind shear/microburst is reported by pilots, controllers shall issue the alert to all arriving 
        and departing aircraft. Continue the alert to aircraft until it is broadcast on the ATIS and pilots indicate they 
        have received the appropriate ATIS code. A statement shall be included on the ATIS for 20 minutes following 
        the last report or indication of the wind shear/microburst.

                PHRASEOLOGY- LOW LEVEL WIND SHEAR (or MICROBURST, as appropriate) ADVISORIES IN EFFECT.

        b. At facilities without ATIS, ensure that wind shear/microburst information is broadcast to all arriving and 
        departing aircraft for 20 minutes following the last report or indication of wind shear/microburst.


5. Observed abnormalities

        When requested by a pilot or when you deem it necessary, inform an aircraft of any observed abnormal 
        aircraft condition.

            PHRASEOLOGY- (Item) APPEAR/S (observed condition).

                EXAMPLE-
                “Landing gear appears up.”
                “Landing gear appears down and in place.”
                “Rear baggage door appears open.”


6. ATIS setup

        Hosting an ATIS is primarily the responsibility of Clearance Delivery / Ground controllers. If no tower is on at a 
        particular airport, but there is an APP/CTR controller providing services for that airport, they may authorize the 
        ground controller to host the ATIS through coordination. Whenever you update the ATIS, ground, departure, 
        and approach controllers for the airport should be advised of this. It is often preferred to use private chat to 
        notify these controllers of ATIS updates rather than the ATC broadcast, as the latter creates an unnecessary 
        distraction for the other controllers not affected by your ATIS. Check the appropriate SOP for information on 
        ATIS procedures.

Taxi and Ground Movment Procedures

1. Taxi and ground movement operations

        This is the biggest part of controlling any ground position. The overall concept is fairly simple, however traffic 
        loads can make it quite intense. The controller needs to know what each plane is doing at any one time. This 
        is why there are almost always understood routes via which the planes move.

        There may be a pre-defined set of taxiways that are used by departing aircraft to get to their runway, and a set 
        by arriving aircraft to get to their gate. Of course this depends on the airport complexity. In smaller airports, 
        there may only be one main taxiway beside the runway, which needs to be used for both. Similarly, there may 
        be times where those pre-defined taxiways mentioned earlier, may need to be used for other uses (eg A 
        plane repositioning from overnight parking to his gate, or a business jet moving to another parking spot to 
        pick up a client, a Coast Guard helicopter repositioning to a different ramp, a lost aircraft needing to find his 
        way, etc.). In these cases it is absolutely essential that the controller/s have a strong plan and understand 
        what everyone is doing at any one point.

                a. When authorizing an aircraft to proceed on the movement area, or to any point other than assigned 
                takeoff runway, specify the route/taxi instructions. If it is the intent to hold the aircraft short of any given 
                point along the taxi route, issue the route and then state the holding instructions. Note that the word 
                “cleared” is NOT used in conjunction with an instruction to taxi.

                        EXAMPLE-
                        “Cross Runway Two Eight Left, hold short of Runway Two Eight Right.”
                        “Taxi/continue taxiing/proceed to the hangar.”
                        “Taxi/continue taxiing/proceed straight ahead then via ramp to the hangar.
                         “Taxi/continue taxiing/proceed on Taxiway Charlie, hold short of Runway Two Seven.”
                         or
                        “Taxi/continue taxing/proceed on Charlie, hold short of Runway Two Seven.”

                        As part of the items mentioned above, Ground Control needs to ensure that the aircraft reads back 
                        the hold short instructions. This is imperative, as it ensures that the aircraft understands he is not to 
                        cross or enter any area that's not planned for his movement. If you instruct the aircraft to hold short of 
                        something, and don't receive such a read back, you need to confirm it with the aircraft(The specific 
                        words of type “Will hold short of <xxx>”/”Roger, hold short of <yyy>/etc” are required in order to deem 
                        pilots readback valid.

                        Example:
                        GC: “Cessna four-five-lima, continue via Alpha, hold short of Echo”
                        N45L: “Roger”
                        GC: “Cessna four-five-lima, read back hold short instructions”
                        N45L: “Roger, will hold short of echo”

                        This ensures that both the pilot and controller are absolutely sure that the aircraft will hold short of 
                        the instructed point. If you wish for the aircraft to cross any active runway, you need to coordinate with 
                        the local control first.

                        Example: GC: “Fedex three-seventy-two heavy, cross runway seven right at papa”

            b. When authorizing an aircraft to taxi to an assigned takeoff runway, state the departure runway followed by 
            the specific taxi route. Issue hold short restrictions when an aircraft will be required to hold short of a 
            runway or other points along the taxi route.

                    PHRASEOLOGY-
                    “Runway (number) taxi via (route as necessary).”
                    or
                    “Runway (number) taxi via (route as necessary)(hold short instructions as necessary).”

                        EXAMPLE-
                        “Runway Three Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.”
                        or
                        “Runway Three Six Left, taxi via Alpha, hold short of Charlie.”
                        or
                        “Runway Three Six Left, taxi via taxiway Alpha, hold short of Runway Two Seven Right.”
                        or
                        “Runway Three Six Left, taxi via Charlie, cross Runway Two Seven Left, hold short of Runway Two 
                        Seven Right.”
                        or
                        “Runway Three Six Left, taxi via Alpha, Charlie, cross Runway One Zero.”

        c. Aircraft must receive a clearance for each runway their route crosses. An aircraft must have crossed a 
        previous runway before another runway crossing clearance may be issued.

                EXAMPLE- “Cross Runway Two Six Right, hold short of Runway Two Six Left.”

        d. When an aircraft is instructed to “follow” traffic and requires a runway crossing, issue a runway crossing 
        clearance in addition to the follow instructions and/or hold short instructions, as applicable.

                EXAMPLE-
                “Follow (traffic), cross Runway Two Seven Right.”
                 or
                “Follow (traffic), cross Runway Two Seven Right, hold short Runway Two Seven Left.”

        e. At those airports where the taxi distance between runway centerlines is less than 1,000 feet, multiple 
        runway crossings may be issued with a single clearance.


2. Ground operations
Your job as the ground controller, also requires you to ensure that the aircraft are not required to put themselves into any immediate threat or danger. This is ensured by not requiring them to use more power than normal nor taxi at greater speeds than they usually would, as well as not requiring smaller
aircraft to taxi in close proximity of larger aircraft's jet blast or hovering helicopter's jetwash.


3. Departure runway assignment and taxi sequencing
Ground control should taxi departures to the active runways specified by Tower. Whenever the airport is busy, ground control should strive to taxi each departure to the runway most closely aligned with its direction of departure regardless of the aircraft’s initial parking location. The purpose of this procedure is to reduce crossing of departure courses in the air, which would increase the departure controller’s workload and takeoff delays.

At airports with only one departure runway, taxiing departures to the runway in a sequence alternating directions of departure will also increase the takeoff capacity of the runway.

Be aware that a pilot may request a departure runway not designated as active (e.g. due to aircraft performance limitations). Ground must honor such a request and coordinate with Tower for when the pilot’s requested runway should be available.


4. Departure runway assignment (Tower offline)
Although not realistic, it’s quite common on VATSIM to see a ground controller online with no tower available. And since tower controller is the one who’s supposed to define active runways, where should a lone ground controller taxi his departures? The answer is, it depends. Generally, you’ll taxi departures to whatever runway the pilot chooses to depart from, since any runway could be active. If a pilot doesn’t make a specific request, ground may taxi them to the runways that would normally be designated as active.

Normally, the active runway would be the one most nearly aligned with the surface wind of 5 knots or more. When the surface wind is less than 5 knots, “calm wind” runway would be used. If there is no designated, use the runway that will be most beneficial.

It’s important to remember that whenever there’s a discrepancy between the pilot’s requested runway and the one that would normally be designated as active, the pilot’s request preempts.

Departure Procedures

When you are have the dutuies of Ground Control ensure departing aircraft have the following information BEFORE departure (if they don't "have the numbers" or  CURRENT ATIS):

Provide current departure information, as appropriate, to departing aircraft. 

a. Issue departure information by including the following:
        1. Runway in use. (May be omitted if pilot states “have the numbers.”) 

        2. Surface wind. (May be omitted if pilot states “have the numbers.”) 

        3. Altimeter setting. (May be omitted if pilot states “have the numbers.”)

b. Time, when requested.

c.
Issue the official ceiling and visibility, when available, to a departing aircraft before takeoff as follows: 

    1. To a VFR aircraft when weather is below VFR conditions. 

    2. To an IFR aircraft when weather is below VFR conditions or highest takeoff minima, whichever is greater.

d.
Issue the route for the aircraft/vehicle to follow on the movement area in concise and easy to understand terms. The taxi clearance must include the specific route to follow.

 Example:

N123 - "Hickory Ground, N123, C172 , base of the tower request taxi for westbound departure"
HKY GC - "N123, Hickory Ground, wind 270 at 10, altmeter 3002, runway 24 taxi via B, A".

Helicopter Operations

Helicopter Taxi and Ground Movement Operation

Unlike fixed-wing aircraft, helicopters can use different taxi techniques: wheeled helicopter taxi, hovertaxi, and air-taxi. The way a helicopter may proceed on ground greatly depends on whether it has a skid or a wheel assembly. Wheeled helicopters can taxi like any fixed wing aircraft, without lifting off the ground. Helicopters with skid assembly have to become airborne prior to taxiing. When determining the preferred taxi method for a particular helicopter, refer to the guidelines below, or try to accommodate a pilot's specific request if one is made.

        a. When necessary for a wheeled helicopter to taxi on the surface, use the phraseology in Topic 3, Taxi and 
        Ground Movement Procedures.

                EXAMPLE- “Taxi to runway 16L via Bravo, Charlie.”

                        NOTE- Ground taxiing uses less fuel than hover-taxiing and minimizes air turbulence. However, 
                        under certain conditions, such as rough, soft, or uneven terrain, it may become necessary to hover/air
                        -taxi for safety considerations.Helicopters with articulating rotors (usually designs with three or more 
                        main rotor blades) are subject to “ground resonance” and may, on rare occasions, suddenly lift off 
                        the ground to avoid severe damage or destruction.

        b.
When requested or necessary for a helicopter/VTOL aircraft to proceed at a slow speed above the surface, 
        normally below 20 knots and in ground effect, use the following phraseology, supplemented as appropriate 
        with the phraseology in , Taxi and Ground Movement Procedures.

                PHRASEOLOGY-
                HOVERTAXI (supplemented, as appropriate, from Topic 3, Taxi and Ground Movement Procedures.)
                CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, etc.).

                        EXAMPLE- “Hover-taxi to runway 16L via Bravo, Charlie.”

                                NOTE- Hovertaxiing consumes fuel at a high burn rate, and helicopter downwash turbulence 
                                (produced in ground effect) increases significantly with larger and heavier helicopters.

        c. When requested or necessary for a helicopter to proceed expeditiously from one point to another, normally 
        below 100 feet AGL and at airspeeds above 20 knots, use the following phraseology, supplemented as 
        appropriate with the phraseology in Topic 3, Taxi and Ground Movement Procedures.

                PHRASEOLOGY-
                AIRTAXI:
                VIA (direct, as requested, or specified route)
                TO (location, heliport, helipad, operating/movement area, active/inactive runway).
                AVOID (aircraft).
                If required,
                REMAIN AT OR BELOW (altitude).
                CAUTION (wake turbulence or other reasons above).
                LAND AND CONTACT TOWER,
                or
                HOLD FOR (reason- takeoff clearance, release, landing/taxiing aircraft, etc.).

                        EXAMPLE-
                        “Air-taxi direct to runway 16L, avoid Cherokee northbound on Bravo.”
                        “Air-taxi as requested to runway 16L, land and contact tower 119.3”

                                NOTE- Airtaxi is the preferred method for helicopter movements on airports provided ground 
                                operations/conditions permit. Air-taxi authorizes the pilot to proceed above the surface either via 
                                hover-taxi or flight at speeds more than 20 knots. Unless otherwise requested or instructed, the 
                                pilot is expected to remain below 100 feet AGL. The pilot is solely responsible for selecting a 
                                safe airspeed for the altitude/operation being conducted.

        d. The rotorwash effect produced by a taxiing or hover-taxiing helicopter may adversely affect other aircraft. For 
        this reason, avoid clearances which require small aircraft or helicopters to taxi in close proximity to taxiing or 
        hover-taxi helicopters.