BAC 201 Controlling on the Ground Student PDF

Basic Airport Control Course Lesson 201 Controlling on the Ground Student Manual © 2024 NAV CANADA All rights reserved. Any copying or reproduction in whole or in part is strictly pr...

Basic Airport Control Course Lesson 201 Controlling on the Ground Student Manual © 2024 NAV CANADA All rights reserved. Any copying or reproduction in whole or in part is strictly prohibited without the express written consent of NAV CANADA INTRODUCTION Controlling on the Ground Lesson 201 – Controlling on the Ground TERMINAL OBJECTIVE In a simulated environment, control vehicles and reposition aircraft on the ground in accordance with the lesson plan. ENABLING OBJECTIVES EO 201.1 Coordinate runway ownership.................................................. 5 EO 201.2 Control vehicles on the manoeuvring area................................41 EO 201.3 Control aircraft on the manoeuvring area.................................62 EO 201.4 Applying strategies to prevent runway incursions......................78 EO 201.5 Transfer position responsibility................................................87 REFERENCES MATS 2.11 (2024-04-01) TC AIM RAC (2024-03-21) CARs (2023-06-21) Aviation Occurrence Reporting (AOR) Procedures (V19.0) Appendix 1: ATSI 2011-4 Appendix 2: SQUAWK 2016-1 Appendix 3: SQUAWK 2009-2 March UOM IWP User Manual TOTAL TRAINING TIME Theory: 6 hours Skill: 2 hours Basic Airport Control Course 1110-15 Lesson Plan L201-2 INTRODUCTION Controlling on the Ground TRAINING AIDS PowerPoint: BAC 201 Controlling on the Ground EN BAC 201 Phraseology Lab Controlling on the Ground EN (optional) BAC 201 VRR Lab EN CBT: Runway Protected Area – ATC CBT: Tower Situational Awareness Basic Airport Control Course 1110-15 Lesson Plan L201-3 INTRODUCTION Controlling on the Ground INTRODUCTION LINK You previously learned how to choose the appropriate runway. This lesson will teach you how to safely taxi aircraft and move vehicles on the manoeuvring areas. AIM You will learn to safely control vehicles and aircraft on the ground and learn strategies to avoid runway incursions as this is a significant hazard to aviation. You will also learn how to transfer position responsibilities. MOTIVATION Safely moving aircraft and vehicles around the airport is a fundamental skill to learn as an Airport Controller. Transferring position responsibility is something you will do every time you assume an operational position. OUTLINE Coordinate runway ownership Control vehicles on the manoeuvring area Control aircraft on the manoeuvring area Apply strategies to prevent runway incursions Transfer of position responsibility. Basic Airport Control Course 1110-15 Lesson Plan L201-4 EO 201.1 Coordinate runway ownership. Controlling on the Ground EO 201.1 Coordinate runway ownership. POSITIONS AND ROLES IN A CONTROL TOWER At most small to midsize towers, work is split between an airport controller and a ground controller. The general work duties for both controllers are listed below. Ground Controller Airport Controller Controlling activity in the: Maneuvering area Inactive runways Inactive taxiways Controlling activity in the air and A taxiway operations on active runways. The infield An inactive runway An uncontrolled helipad An apron During periods of reduced traffic, the positions may be combined into one controller. RUNWAY OWNERSHIP Since the ground controller is responsible for the activity in the maneuvering area, inactive runways, and inactive taxiways, they “own” these areas/surfaces. Likewise, the airport controller “owns” the active runways. In some cases, however, all runways may fall under ground’s ownership and the airport controller has no manoeuvring area under its control. When an area/surface is “owned”, nobody can use it without that owner’s permission. A runway belongs to the tower position or to the ground position, but never to both at the same time. Note: Owning a runway does not necessarily mean owning any vehicles on the runway. In most cases (including at March), vehicles remain the responsibility of the Ground position. Basic Airport Control Course 1110-15 Lesson Plan L201-5 EO 201.1 Coordinate runway ownership. Controlling on the Ground COORDINATION However, sometimes the use of a non-owned surface is required. In this case, the transfer of ownership must be done in accordance with procedures in a process called coordination. MATS emphasises the need to coordinate: MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations Coordinating Runway Use for Ground Traffic Operations Before authorizing taxiing aircraft or ground traffic to operate on a runway being used for landing or takeoff, coordinate with the airport controller. The status and ownership of runways must be indicated at the operating position(s). When possible, aircraft or vehicles that taxi or proceed on or along an active runway should do so on the airport control frequency. This authorization may be provided on the ground control frequency after coordination between the ground and airport controller has occurred. MATS TWR > Service Fundamentals > Position Fundamentals > Unit Coordination Coordinate, as appropriate, with other operating positions within the unit and with other ATS units or concerned agencies. For example: The ground controller may need to occasionally use the active runway(s) for short periods to move vehicles, taxi aircraft, and so on before returning ownership back to the tower. A landing or takeoff will occur on a runway other than the active; MATS states this as a specific example where coordination is required: MATS Tower > Service Fundamentals > Position Fundamentals > Unit Coordination (Excerpt) Coordinate with all operating positions concerned if any of the following apply: An active runway is changed. Basic Airport Control Course 1110-15 Lesson Plan L201-6 EO 201.1 Coordinate runway ownership. Controlling on the Ground A landing or takeoff will occur on a runway other than the active. A greater approach interval is required to assist in expediting the movement of airport traffic. Thus, runway ownership changes hands throughout the day. Proper coordination of a change in ownership is key to safety, as is always knowing which runway belongs to which controller and following all proper procedures. Runway ownership coordination is a fundamental aspect of ATC work and demonstrates how each controller must work as part of a team to uphold safety. SAFETY PRINCIPLES FOR RUNWAY COORDINATION Some very simple safety principles apply regarding runway coordination: GIVING OWNERSHIP Tower/ground can only give ownership of a runway, but they can never take it. The controller must ask for permission to use a runway which they do not own. INDICATING OWNERSHIP Each runway must have a method to clearly indicate which controller presently has ownership. RUNWAY VS RPA We must differentiate between the physical runway (the strip of asphalt and concrete) and the Runway Protected Area (RPA): MATS Tower > ATS Glossary 1.7 RPA (runway protected area) The area around an active runway established to protect aircraft taking off and landing from taxiing aircraft and ground traffic. Basic Airport Control Course 1110-15 Lesson Plan L201-7 EO 201.1 Coordinate runway ownership. Controlling on the Ground Figure 1: Runway Protected Area (from ‘RPA-EN-ATC’ CBT) MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations Pedestrians Operating Within the RPA The airport operator may permit pedestrians to operate within the RPA when an aircraft is taking off or landing. Direction is provided in unit procedures. Generally speaking, when discussing ownership and coordination of the runway, we mean the RPA even though we may only use the term “runway”. A CBT on Runway Protected Area is available: http://www.ncoperationaltraining.ca/ilp-content/cbt/ INDICATING OBSTACLES/OBSTRUCTION Always display the status of any runway that is obstructed, as per MATS: Basic Airport Control Course 1110-15 Lesson Plan L201-8 EO 201.1 Coordinate runway ownership. Controlling on the Ground MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations Operational Safety Net At operating positions, display the ownership and status of all runways. Runway Ownership The runway is owned by the ground controller or the airport controller Runway Status The runway status indicates its operational availability and whether it is obstructed. A runway can be obstructed by a vehicle, by an aircraft other than for landing or taking off, or by personnel operating on the runway or within the runway protected area. Obstructions can include taxiing aircraft, disabled aircraft or vehicles, or operations such as sanding, plowing, sweeping, calibration, inspection, maintenance, or any similar operation that has been approved and will affect the runway availability. Hold taxiing aircraft and ground traffic at one of the following locations until the arriving or departing aircraft has passed: A published holding position At least 200 feet from the runway edge A location or distance from the runway edge, designated by the airport operator, that ensures that no hazard is created to aircraft NO CONDITIONAL REQUESTS A conditional request is a request whose approval is based on an event that has not happened yet. For example, a controller should never issue a conditional instruction to a vehicle such as: STAFF 20 CROSS 09 RWY AFTER AIRBUS ON FINAL EXITS THE RUNWAY. Basic Airport Control Course 1110-15 Lesson Plan L201-9 EO 201.1 Coordinate runway ownership. Controlling on the Ground MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations > Conditional Requests For active runway operations, do NOT make or approve a conditional request based on the expected movement of aircraft or vehicles. Examples of conditional coordination that are NOT to be used for active runway operations: …I SEE THE AIRBUS ON FINAL, REQUEST TO CROSS RUNWAY ZERO-SEVEN AT FOXTROT BEHIND? … CAN I CROSS RUNWAY TWO-SEVEN AT ECHO BEHIND THE DASH EIGHT DEPARTING? … BEHIND THE AIRBUS ON FINAL, CROSS RUNWAY ZERO-SEVEN AT ECHO. …BEHIND THE DEPARTING DASH EIGHT, THE RUNWAY IS YOURS. ALWAYS FOLLOW LOCAL PROCEDURES AND PHRASEOLOGY MATS provides guidelines for each unit to follow when developing their own procedures and phraseology: MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations Coordination Between a Ground Controller and an Airport Controller Positive coordination and control must always be used. Verbal coordination for active runway operations is required when runway ownership is not exchanged. Units with an electronic runway coordination request system must use the system in conjunction with verbal coordination. The operational safety net must be used even when operating combined. The operational safety net serves as a memory aid for a single-stand controller or combined ground and airport positions. Coordination between the ground controller and the airport controller must be based on current traffic. See the definition of the operational safety net in the previous MATS article in this section. Basic Airport Control Course 1110-15 Lesson Plan L201-10 EO 201.1 Coordinate runway ownership. Controlling on the Ground HOW TO COORDINATE: PROCEDURES, PHRASEOLOGY, DATA MANAGEMENT, AND SCANNING PROCEDURES The March UOM procedures for runway coordination are as follows: March UOM – Traffic Management - Coordination Between the Ground and Airport Controller for Access to an Active Runway (Excerpt) Responsibilities of the Ground Controller 1. Request approval from the Airport controller before authorizing airport traffic to operate within two hundred (200) feet of an active runway. 2. Request a transfer of ownership verbally and electronically. 3. Obtain verbal confirmation and ensure the Runway Ownership Occupancy Display System (ROODS) is activated on the runway status bar before using the active runway. 4. Verbally advise the Airport controller when the runway is no longer occupied and toggle the ROODS runway ownership. Note: You will learn about ROODS as a part of equipment training later in this lesson. For now, ignore reference to ROODS and electronic coordination. The airport controller will respond to your request as follows (continued from above): March UOM – Traffic Management - Coordination Between the Ground and Airport Controller for Access to an Active Runway (Excerpt) Responsibilities of the Airport Controller 1. Electronically and verbally approve or deny the Ground controller’s request for the release of an active runway. 2. Verbally acknowledge the return of runway ownership from the Ground controller. 3. Confirm ROODS has returned runway ownership prior to using the runway. One can think of coordination as being composed of three critical steps: 1. Coordinating the movement/event. Basic Airport Control Course 1110-15 Lesson Plan L201-11 EO 201.1 Coordinate runway ownership. Controlling on the Ground 2. Executing the movement/event. 3. Coordinating completion of the movement/event. Note: The movement/event mentioned above does not refer to the transfer of runway ownership nor coordination in general, but the actual desired movement of the aircraft or vehicle. The exact procedures and phraseology will vary from unit to unit. Always ensure you follow these exactly as stated, wherever you are. In the March UOM procedures outlined above, which steps relate to: #1. Coordinating the movement/event? #2. Executing the movement/event? #3. Coordinating completion of the movement/event? Note that there are considerations to keep in mind not covered in the March UOM procedures: If tower is busy, then advise them ahead of time of your need to use the active runway. Always ensure you keep your equipment updated at every step (the use of equipment during runway coordination will be covered later). PHRASEOLOGY In this industry, precise communications is mandatory, so specific phraseology has been developed at each unit to coordinate runway ownership transfers. Always adhere to the published phraseology. Note, however, that it is impractical to create a system of phraseology that covers every possible contingency. Therefore, there is some discretion that must be exercised for situations not covered by published phraseology in the UOM or MATS. MATS specifies the phraseology requirements relating to runway and RPA operations as follows: Basic Airport Control Course 1110-15 Lesson Plan L201-12 EO 201.1 Coordinate runway ownership. Controlling on the Ground MATS Tower > Traffic Management > Surface Movement > Runway and RPA Operations Ground Controller Before authorizing an aircraft or a vehicle to cross or use any portion of an active runway, the ground controller must obtain approval from the airport controller. The verbal coordination must include the runway number and the portion, point, or intersection where the operation will occur. If necessary, advise the airport controller of the type of ground traffic (i.e., aircraft, vehicle, tow). The request phraseology used by a ground controller is unit-specific and must be detailed in a unit directive. Examples of Positive Coordination Phraseology REQUEST TO CROSS RUNWAY TWO-FIVE AT FOXTROT WITH AN AIRCRAFT? CAN I CROSS RUNWAY ZERO-NINE AT THE THRESHOLD WITH A SLOW VEHICLE? REQUEST TO ENTER RUNWAY THREE-THREE AT FOXTROT TO EXIT AT TANGO? CAN I PROCEED ONTO RUNWAY ONE-NINE AT THE THRESHOLD TO THE END WITH AN INSPECTION VEHICLE? When the coordinated runway operation is complete, the ground controller must advise the airport controller: Verbally at units without an electronic runway coordination request system Electronically at units with an electronic runway coordination request system Unit direction may require both verbal and electronic coordination to be used. OFF RUNWAY TWO-SIX. RUNWAY THREE-ZERO IS YOURS. Airport Controller When the airport controller authorizes the ground controller’s request to cross or enter the active runway, the airport controller must verbally specify the runway to be crossed and the point or intersection at the runway where the operation will occur preceded by the word CROSS or PROCEED. CROSS ( runway id ) AT ( point / intersection ). PROCEED [ ONTO ] ( runway id ) AT ( point / intersection ). CROSS RUNWAY TWO-NINE AT BRAVO. PROCEED ONTO RUNWAY ONE-NINE AT THE THRESHOLD. Basic Airport Control Course 1110-15 Lesson Plan L201-13 EO 201.1 Coordinate runway ownership. Controlling on the Ground Before using a runway owned by the ground controller, the airport controller must coordinate with the ground controller. At March Tower, the specific phraseology for runway ownership transfers is as follows: March UOM – Coordination Between the Ground and Airport Controller for Access to an Active Runway Verbal Coordination for Runway Occupancy/Responsibility Before authorizing an aircraft or a vehicle to cross or use any portion of an active runway, the Ground controller must obtain approval from the Airport controller. The verbal coordination must include the runway number and the portion, point, or intersection where the operation will occur. If necessary, advise the Airport controller of the type of ground traffic (i.e., aircraft, vehicle, tow, etc.) Phraseology CROSS (runway ID) AT (point/intersection) [WITH (specified ground traffic)] ? CROSS RUNWAY TWO SEVEN AT BRAVO? REQUEST TO PROCEED ONTO (runway ID) AT (point/intersection) [WITH (specified ground traffic)] REQUEST TO PROCEED ONTO RUNWAY ZERO NINE AT THE THRESHOLD TO THE END WITH AN INSPECTION VEHICLE The Airport controller must use the following phraseology to approve the Ground controller’s request: Phraseology CROSS (runway ID) AT (point/intersection) CROSS RUNWAY TWO-SEVEN AT BRAVO Basic Airport Control Course 1110-15 Lesson Plan L201-14 EO 201.1 Coordinate runway ownership. Controlling on the Ground PROCEED onto (runway ID) at (point/intersection) (if necessary, partial approval may be given). PROCEED ONTO RUNWAY ZERO NINE AT THE THRESHOLD. A request that cannot be approved by the Airport controller remains pending until it is either approved or withdrawn by the Ground controller. Once the Ground controller’s request is approved by the Airport controller, the Ground controller responds with the following: Phraseology CROSSING (runway ID) AT (point/intersection) CROSSING RUNWAY TWO-SEVEN AT BRAVO PROCEEDING [ON] (runway ID) PROCEEDING ON RUNWAY TWO-SEVEN When the coordinated operation is complete or the runway is clear, the Ground controller must use the following phraseology: Phraseology OFF RUNWAY (runway ID) OFF RUNWAY TWO-SEVEN PROCEDURES AND PHRASEOLOGY: PRACTICE Obtain a map of March Airport. Use it to practice coordinating runway ownership transfers. Whenever ROODS needs to be used, press an imaginary button. Basic Airport Control Course 1110-15 Lesson Plan L201-15 EO 201.1 Coordinate runway ownership. Controlling on the Ground 1. Ground makes the request by saying: WITH AN ON RUNWAY ACTIVATE CROSS AT BRAVO AIRCRAFT/ A ZERO-NINE ROODS! VEHICLE? REQUEST TO WITH AN RUNWAY ACTIVATE PROCEED AT BRAVO AIRCRAFT/ A ZERO-NINE ROODS! ONTO VEHICLE 2. Tower responds with: RUNWAY ZERO- APPROVE CROSS AT BRAVO NINE ROODS! RUNWAY ZERO- APPROVE PROCEED ONTO AT BRAVO NINE ROODS! * Note: Partial approvals are when a controller provides approval to use only a part of the runway. In these cases, the phraseology slightly differs. Partial approvals will be discussed in more detail later on. 3. Ground confirms with: CONFIRM CROSSING/ ROODS BEFORE RUNWAY ZERO- AT BRAVO ENTERING NINE PROCEEDING ON RUNWAY! Basic Airport Control Course 1110-15 Lesson Plan L201-16 EO 201.1 Coordinate runway ownership. Controlling on the Ground [Ground executes movement/event] 4. Ground then returns ownership back to tower: OFF RUNWAY ZERO-NINE DEACTIVATE ROODS! The coordination is complete at this point. DATA MANAGEMENT – IWP INTRODUCTION TO IWP AND RUNWAY COORDINATION Controllers use equipment to help them keep track of information, coordinate with other controllers, scan for pertinent situation, formulate plans, etc. One key piece of equipment is called the Integrated Working Position (IWP), which is designed to manage Flight Data Entries (FDEs)/Vehicle Data Entries (VDEs), sometimes referred to as “strips”. Every unit, including March, has their own “adaptation” of IWP. Each operational position is equipped with IWP and can be manipulated by either a touch screen or a mouse. IWP is set up according to the operational position for which it is used, which means that the ground workstation is not identical to the tower workstation. At March, we specify ground layout, tower layout, or combined layout (when ground + tower are worked by a single controller). Basic Airport Control Course 1110-15 Lesson Plan L201-17 EO 201.1 Coordinate runway ownership. Controlling on the Ground MARCH GROUND PERSPECTIVE COMMON PANELS These panels function the same in both positions: WADDS (Wind and Altimeter Digital Display System) – METAR, Compass Rose, Crosswind Information Basic Airport Control Course 1110-15 Lesson Plan L201-18 EO 201.1 Coordinate runway ownership. Controlling on the Ground INFO – NOTAMs, PIREPs, Runway Conditions, etc. INBOX – Incoming FDEs that do not have an assigned bay (such as unhiding an FDE) Arrival Panels SEQ ARR – Sequenced Arrival – This is a ‘read only’ bay showing the tower’s arrival sequence. RWY – Runway – This is a ‘read only’ bay showing the tower’s runway occupancy. TA – Taxied Arrival – After an arrival clears the runway, this is where you will receive the FDE from the airport controller (and hide it once they’re clear of the taxiways) Basic Airport Control Course 1110-15 Lesson Plan L201-19 EO 201.1 Coordinate runway ownership. Controlling on the Ground Departure Panels PL – Planned – This shows you upcoming traffic such as flight plans and IFR aircraft. They are usually not on frequency. CL – Cleared – This bay is IFR-only, for aircraft who have received their IFR clearance but are not yet taxiing. TD – Taxied Departure – This is for any aircraft taxiing for the runway but have not been handed off to the airport controller. SEQ DEP – Sequenced Departure – This is a ‘read only’ bay showing FDEs you have given the airport controller from the TD bay. They should be given in sequence that they will call the airport controller, if possible. Basic Airport Control Course 1110-15 Lesson Plan L201-20 EO 201.1 Coordinate runway ownership. Controlling on the Ground Vehicle Panel VEH – Vehicle – This is a bay for vehicles operating on the manoeuvring area. MARCH TOWER PERSPECTIVE Basic Airport Control Course 1110-15 Lesson Plan L201-21 EO 201.1 Coordinate runway ownership. Controlling on the Ground Common Panels These panels are the same as described in the March Ground Perspective. Arrival Panels AB ARR – Airborne Arrival – This shows you upcoming expected traffic such as flight plans and IFR aircraft. They are usually not on frequency. SEQ ARR– Sequenced Arrival – This is your arrival sequence. It will be important to order this bay continuously, with the next arrival at the bottom of the bay (closest to the RWY panel) RWY – Runway – This is for aircraft cleared onto the runway itself (arrival or departure) TA – Taxied Arrival – This is a ‘read only’ bay. After an arrival clears the runway, this is where you’ll send the FDE to the ground controller. Basic Airport Control Course 1110-15 Lesson Plan L201-22 EO 201.1 Coordinate runway ownership. Controlling on the Ground Departure Panels GND TD – Taxied Departure – This is a ‘read only’ bay. This is for any aircraft taxiing for the runway but have not been handed off to the airport controller. SEQ DEP – Sequenced Departure – This is where you’ll receive the FDEs from the ground controller. While the ground controller must sequence this bay to reflect the departure order, you must adjust it if your plan changes the sequence. RWY – Runway – This is for aircraft cleared onto the runway itself (arrival or departure) AB DEP – Airborne Departure – You will advance the FDE here as soon as the departure is airborne and hide the FDE when they leave the control zone. Basic Airport Control Course 1110-15 Lesson Plan L201-23 EO 201.1 Coordinate runway ownership. Controlling on the Ground Local Panel LOCAL – This is a panel for FDEs that do not belong in the arrival nor departure sequence; it is typically used for FDEs doing ongoing activities off the airport environment. This could be overflight, sightseeing, police, pipeline patrols, surveys, etc. Basic Airport Control Course 1110-15 Lesson Plan L201-24 EO 201.1 Coordinate runway ownership. Controlling on the Ground MARCH COMBINED PERSPECTIVE This view is not commonly used on the course; however, it provides the same functionality as the other views – except there are no ‘read only’ bays. It is essential to place each FDE in the correct bay at the right time as the flight progresses. This allows the controller to maintain situational awareness at all times. If a FDE is in the wrong bay, it can instantly disorient a controller – especially when you’re new or have just taken over the position. STATUS BAR Despite each position having its own view, the “status bar” (the strip of information along the bottom) remains the same. At March, the status bar appears as: IWP BAYS AND COLOUR INDICATIONS Each IWP adaptation is divided into bays. The layout, size, and function of the bays vary by position. Basic Airport Control Course 1110-15 Lesson Plan L201-25 EO 201.1 Coordinate runway ownership. Controlling on the Ground Before IWP, a system called EXCDS was used. One challenge with many EXCDS adaptations was an inconsistency in colour and associated meaning. IWP seeks to rectify that issue with two key principals: - The ‘dark cockpit’ principal – a minimal use of colours except where they serve a consistent purpose and; - Where colours are necessary, use them as follows: IWP User Manual FDES AND VDES In IWP, each aircraft is represented by something called an FDE (Flight Data Entry), while each vehicle is represented by a VDE (Vehicle Data Entry). Bays are populated by FDEs and VDEs. To remain aware of the traffic picture, the controller must track all the information in a logical, standard format. Standardization ensures that Basic Airport Control Course 1110-15 Lesson Plan L201-26 EO 201.1 Coordinate runway ownership. Controlling on the Ground another controller can decode the information without confusion. Historically, controllers used paper FDEs - “strips” – and later, with the EXtended Computer Display System (EXCDS). However, all towers are transitioning to IWP and this course uses IWP in the simulator. Every tower – including March - has its own adaptation of IWP. An adaptation is a specific configuration of the software (layout, size, etc.) to meet the specific needs of a given unit. Paper strips may still be used during an equipment failure, but paper strip- writing is not taught on this course. That said, controllers will regularly still refer to FDEs as strips given their history. In IWP, there are three primary types of FDEs: IWP User Manual Electronic Strips In IWP, there are three main types of electronic strips: These FDEs have three sizes. Each bay has a default size, but you may manually resize any as necessary: FDE Size Depending on the associated information and the space available in the panel, or through manual intervention, an FDE can be displayed on a single line or on multiple lines. For example: Basic Airport Control Course 1110-15 Lesson Plan L201-27 EO 201.1 Coordinate runway ownership. Controlling on the Ground The default size of each FDE is found in the description of the FDE type but is determined by the site. Resize an FDE by using the control in the Common Functions section of the status bar or the L1, L2, L3 on the selected panel header(s) in each role. No matter the type of FDE/VDE, the general layout is the same. You may want to think of their formatting in a left to right sense:FDE/VDE Formatting: Left to Right The standard FDE information is displayed in exactly the same position on all FDEs. Additional fields are displayed based on the status of the aircraft. In the above screenshot, two fields are the most important to memorize: 1) The second from the left – TO in the screenshot – opens the EDIT popup. 2) The fourth from the right – CLX in the screenshot – opens the CLX/NOTEPAD popup. This is where you’ll place hold short indications and other short-notes about the aircraft/vehicle’s activity. More screenshots and examples will follow later in this lesson. FDE COLOUR INDICATORS An important function to fully understand is the four types of FDE: Departure, Arrival, Overflight and Circuit. IWP User Manual The four types of FDEs can be quickly identified by the colour of the text. Departure FDEs are blue. (page 21) Arrival FDEs are beige (buff). (page 22) Basic Airport Control Course 1110-15 Lesson Plan L201-28 EO 201.1 Coordinate runway ownership. Controlling on the Ground Overflight FDEs are white. (page 23) Circuit FDEs are pink. (page 24) If you have an aircraft FDE inappropriately coloured – for example, a departing aircraft with a beige FDE – it will not behave correctly. You will move FDEs in one of three ways: The Pick and Drop function, the Drag and Drop function and the Next Action button. FDEs can be passed from one control position to another within the unit or even between different units, expediting accurate coordination. ROODS AND COORDINATION IWP provides a tool called the Runway Ownership and Obstruction Display System (ROODS) that indicates who is allowed to use the runway at any given moment. This tool is used during coordination, among other things. IWP User Manual ROODS ROODS (Runway Ownership and Obstruction Display System) provides a way to manage runway ownership and indicates whether a runway or taxiway is obstructed or closed. Runway, Taxiway, and Helipad Indicators On the IWP status bar, the background colour on the RWY controls indicate the ownership of the runway or taxiway. Runway Indicators Basic Airport Control Course 1110-15 Lesson Plan L201-29 EO 201.1 Coordinate runway ownership. Controlling on the Ground The general mechanics for requesting a runway from the airport controller are as follows: 1. Before ground requests the runway, IWP will display tower ownership: 2. The ground controller verbally and electronically requests a runway crossing. IWP User Manual Requesting a Runway In the GND role, tap the RWY 14/32 control to request runway from TWR. This electronic request must be performed in addition to a verbal request. GND Basic Airport Control Course 1110-15 Lesson Plan L201-30 EO 201.1 Coordinate runway ownership. Controlling on the Ground Result: The requested runway numbers turn yellow in both positions. Further action is required by the TWR controller. GND TWR 3. The airport controller verbally approves the activity (no gestures, thumbs up, or other non-verbal cues are permitted) 4. The airport controller activates the ROODS – giving the runway to ground electronically 5. When the activity is complete, the ground controller verbally and electronically gives the runway back to tower. PROCEDURES, PHRASEOLOGY, AND DATA MANAGEMENT: PRACTICE SCANNING The previous sections relating to runway coordination (procedures, phraseology, and data management) have described the rules and processes to execute a runway coordination. However, one last critical component must also be discussed: conducting visual scans. Scanning is fundamental to ensuring safety. The lists below explain when visual scans are required during the runway coordination process: Basic Airport Control Course 1110-15 Lesson Plan L201-31 EO 201.1 Coordinate runway ownership. Controlling on the Ground The Airport controller must conduct the following scans before giving a runway to the Ground controller: 1. Scan IWP - to check for runway usage 2. Scan out the window at the runway and final approach - to ensure it is safe to occupy 3. Scan the surveillance display – to check for imminent arrivals All of the above scans must be conducted before activating ROODS and transferring ownership of the runway to Ground. The ground controller must scan the following when receiving a runway from tower: 1. Scan IWP - to ensure the ROODS is appropriately configured 2. Scan out the window - to ensure the runway is safe to occupy 3. Scan the final approach - to ensure it will be safe to occupy for the duration of the activity If any significant amount of time has passed since the last full scan, then the Ground controller should scan again before executing the operation to ensure the runway is safe to occupy. 1. Scan IWP - to ensure the ROODS is appropriately configured 2. Scan out the window - to ensure the runway is safe to occupy 3. Scan the final approach - to ensure it will be safe to occupy for the duration of the activity The ground controller conduct the following scans before giving a runway back: 1. Scan the runway - to ensure it is clear. After this, the ground controller then gives ownership back verbally and via ROODS. When receiving a runway back, the airport controller must also scan: 1. Scan the runway - to ensure it is clear 2. Scan ROODS – to confirm it is deactivated Basic Airport Control Course 1110-15 Lesson Plan L201-32 EO 201.1 Coordinate runway ownership. Controlling on the Ground Situational awareness is fundamental in ATC, and scanning is a crucial part of this. COMMON USE CASES FOR RUNWAY COORDINATION You have learned the procedures, phraseology, and equipment required for coordination. The examples below demonstrate how all these things combine into common use cases. USE CASE 1: COORDINATING RUNWAY CROSSINGS The first example is runway crossings. These can be approved (situation A) or denied (situation B). To this point, we have focused on the airport controller offering full-length or soon-to-be full length runway activities. Coordinating a cross is similar, but the airport controller should often elect to specifically approve/restrict the location, type, or number of crosses. Given the most common runway cross is a single aircraft or vehicle, the airport controller should habitually issue a limited approval when possible. Situation A Ground: [SCANS] REQUEST CROSS RUNWAY 09 AT BRAVO (WITH A VEHICLE)? [REQUESTS RUNWAY ON ROODS] Tower: [SCANS] CROSS RUNWAY 09 AT BRAVO (WITH A/ONE VEHICLE). [APPROVES ROODS] Basic Airport Control Course 1110-15 Lesson Plan L201-33 EO 201.1 Coordinate runway ownership. Controlling on the Ground Ground: CROSSING RUNWAY 09 AT BRAVO (WITH A VEHICLE). [SCANS (RUNWAY) AND ROODS BEFORE PROCEEDING] Ground: [SCANS] OFF RUNWAY 09 [DEACTIVATES ROODS] Situation B Ground: [SCANS] REQUEST CROSS RUNWAY 09 AT BRAVO, THREE AIRCRAFT? [REQUESTS RUNWAY ON ROODS] Tower: [SCANS] NEGATIVE; CROSS RUNWAY 09 AT BRAVO FOR ONE AIRCRAFT [APPROVES ROODS] Ground: CROSSING RUNWAY 09 ONE AIRCRAFT AT BRAVO. [SCANS] Basic Airport Control Course 1110-15 Lesson Plan L201-34 EO 201.1 Coordinate runway ownership. Controlling on the Ground Ground: [SCANS] OFF RUNWAY 09 [DEACTIVATES ROODS] You’ll notice through this process that ROODS is activated as if the entire runway is owned by ground. The ground controller cannot use the runway for any purpose except as allowed by tower. USE CASE 2: COORDINATING RUNWAY INSPECTIONS The second example is runway inspections. These can be approved (situation A), denied (situation B), or approved with restrictions (situation C). Airport maintenance vehicles regularly conduct runway inspections. Each airport authority has a minimum inspection interval – normally several times per day – but additional inspections may be conducted to verify runway surface condition, clear Foreign Object Debris (FOD), chase away wildlife or any number of reasons. While our procedures remain the same to transfer runway ownership, the activity takes much longer than a simple crossing. The maintenance vehicle must drive the entire length of the runway at a relatively low speed. EXAMPLES Situation A (Approved) Ground: [SCANS] REQUEST TO PROCEED ONTO RUNWAY 09 FROM THE THRESHOLD FOR INSPECTION? [ACTIVATES ROODS RUNWAY REQUEST ON IWP] Basic Airport Control Course 1110-15 Lesson Plan L201-35 EO 201.1 Coordinate runway ownership. Controlling on the Ground Tower: [SCANS] PROCEED ONTO RUNWAY 09 FROM THE THRESHOLD (FOR THE INSPECTION). [APPROVES ROODS RUNWAY REQUEST ON IWP] Ground: PROCEEDING ON RUNWAY 09 FROM THE THRESHOLD (FOR THE INSPECTION) [SCANS] Ground should then promptly start the inspection. While inspections can be difficult to integrate with traffic, they do offer some advantages: 1. Since the airport controller has given the entire runway for inspection, the ground controller may use it for other activities such as crosses. Ensure that, if tower gives the runway from the threshold, all your other operations will take place behind the inspection. 2. The ground controller does not need to coordinate with the tower for every single activity since they already own the runway, unless those activities could take longer than the inspection itself. A prepared ground controller can often “catch-up” on backlogged traffic during an inspection. Once all ground traffic has left the runway and is outside the RPA: Ground: [SCANS] OFF RUNWAY 09 [DEACTIVATES ROODS] Basic Airport Control Course 1110-15 Lesson Plan L201-36 EO 201.1 Coordinate runway ownership. Controlling on the Ground Situation B (Denied) Ground: [SCANS] REQUEST TO PROCEED ONTO RUNWAY 09 FROM THE THRESHOLD (FOR INSPECTION)? [ACTIVATES ROODS RUNWAY REQUEST ON IWP] Tower: NEGATIVE; HOLD SHORT. [NO ROODS ACTION – LEAVE REQUEST PENDING] Ground: ROGER, HOLDING SHORT. This request should now be part of the airport controller’s plan; they should give approval when appropriate. Note that this is not conditional coordination – the ground controller must wait for positive approval from the airport controller at a later time. However, the ground controller should maintain a watch on tower’s traffic and remind tower of the requested runway operation if necessary. If the delay is lengthy, the ground controller should indicate to the vehicle that the request cannot be granted for the moment so that the vehicle can decide whether to wait, or whether to turn around and come back later. Situation C (Approved with restrictions) The ground controller is asking for an inspection on the active runway, but the airport controller will be departing an aircraft from an intersection further along the runway. In this case, it is OK for the airport controller to give up part of the runway for the inspection, but they must inform the ground controller to hold short of the appropriate taxiway due to the departing traffic. Basic Airport Control Course 1110-15 Lesson Plan L201-37 EO 201.1 Coordinate runway ownership. Controlling on the Ground Ground: [SCANS, NOTES TOWER IS DEPARTING AN AIRCRAFT FROM BRAVO] REQUEST TO PROCEED ONTO RUNWAY 09 FROM THE THRESHOLD FOR INSPECTION? [ACTIVATES ROODS RUNWAY REQUEST ON IWP] Tower: [SCANS] PROCEED ONTO RUNWAY 09 FROM THE THRESHOLD (FOR THE INSPECTION). HOLD SHORT OF BRAVO. [APPROVES ROODS RUNWAY REQUEST ON IWP] Ground: [SCANS] PROCEEDING ON RUNWAY 09 FROM THE THRESHOLD (FOR THE INSPECTION). HOLD SHORT OF BRAVO. (after departing aircraft is airborne) Tower: [SCANS] PROCEED FULL LENGTH ON RUNWAY 09. Basic Airport Control Course 1110-15 Lesson Plan L201-38 EO 201.1 Coordinate runway ownership. Controlling on the Ground (remaining steps are the same as in Situation A – Approved) If a vehicle is entering the runway for anything non-routine or could take longer than usual, this should be relayed in coordination. Prescribed phraseology is not provided. In these cases, use professional and concise communications. For example: REQUEST RUNWAY ZERO-NINE FOR SNOW REMOVAL. We make the same type of request for a vehicle that wants to work outside of the runway surface but inside the RPA. For example, to mow the grass up to the edge of the runway. SPECIAL NOTE ON PARTIAL/RESTRICTED OWNERSHIP Remember: When tower gives ground restricted ownership of a runway, or when partial runway inspections are approved by tower, those restrictions are provided verbally. However, ROODS will show that ground owns an entire runway despite ownership being restricted. The onus is on the ground controller to only use the runway as approved by tower. SUMMARY While this lesson is heavy on MATS and UOM references, we have several key takeaways: 1. We must use the phraseology dictated by local procedures, which is included in the UOM. 2. We must remember to electronically request and give the runway ownership in a timely manner. 3. If we forget or miss any element, it could easily lead to an unsafe situation. 4. To prevent mistakes, both positions share responsibility to ensuring safety by conducting required visual scans throughout coordination. If the ground controller is not certain that the airport controller has understood that the runway has been returned, they should repeat themselves at a time more likely to be heard and understood. Basic Airport Control Course 1110-15 Lesson Plan L201-39 EO 201.1 Coordinate runway ownership. Controlling on the Ground If the airport controller is not certain whether the ground controller has returned the runway, they must ask for verification: DO I OWN RUNWAY 09? In case of doubt, never take anything for granted. Always confirm! Basic Airport Control Course 1110-15 Lesson Plan L201-40 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground EO 201.2 Control vehicles on the manoeuvring area. ESTABLISHING CONTACT RADIO CHECKS Radio checks may be the first step for a vehicle or aircraft to establish contact with ATC. Radio checks are also performed when radio equipment is installed, repaired or when the operator or pilot suspects that part of the radio system is defective. When a vehicle or aircraft calls to verify that its radio is working, respond with the following method: MATS Tower > Appendix: Communication > Voice Communications > Voice Transmissions > Radio Check Respond to requests for radio checks or readability by using either plain language or the readability scale indicated below. Phraseology ( aircraft id ) Aircraft Identification [ unit id ] Unit Identification READ YOU ( readability ) “Readability” is a digit from 1 to 5 with the following meaning: 1: Unreadable 2: Readable now and then 3: Readable but with difficulty 4: Readable 5: Perfectly readable AIR CANADA FOUR HUNDRED, QUEBEC TOWER, READ YOU FIVE. During periods of heavy traffic, limit or suspend routine radio maintenance checks. If the readability quality remains poor, the controller can suggest that the vehicle or aircraft switch to the back-up radio, if one is installed. Remember, it could be your equipment too. Basic Airport Control Course 1110-15 Lesson Plan L201-41 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground VEHICLE IDENTIFICATION It is vitally important to use proper phraseology in ATC with every transmission you make. Failure to do so may result in miscommunication, which can lead to unsafe situations. MATS is strict about phraseology and the format for transmission on a frequency. This is because: Radio conversations can be faint, noisy or garbled. English may not be the pilot’s or vehicle operator’s first language, further increasing the risk of miscommunication. Using the correct phraseology helps mitigate miscommunication to vehicles and pilots. Further, they will more likely understand information in words that are in an order they can anticipate. MATS stipulates: MATS Tower > Traffic Management > Communication and Coordination > Establishing Contact Insert the aircraft call sign or the identification of the receiving unit at the beginning of every transmission and, as required, your unit identification as the second item. If the source of the transmission may be misunderstood, use the words THIS IS before identifying your unit. GOLF ALFA BRAVO CHARLIE, THIS IS WINNIPEG TOWER. Every time a controller transmits to an aircraft/vehicle, we must use their callsign. Example: A vehicle makes a request to Ground for a radio check. TECH 75: MARCH GROUND, TECH SEVEN-FIVE. Ground: TECH SEVEN-FIVE, MARCH GROUND, WHAT ARE YOUR INTENTIONS? TECH 75: GROUND, TECH SEVEN-FIVE REQUEST RADIO CHECK. Basic Airport Control Course 1110-15 Lesson Plan L201-42 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground Ground: TECH SEVEN-FIVE, GROUND, READ YOU FIVE. If a situation arises outside of standard phraseology use, MATS states: MATS Tower > Appendix: Communication > Communication Fundamentals > Words and Phrases Use standard phraseology contained in MATS whenever possible. Use standard phraseology in preference to plain language. If phraseology contained in MATS is not understood, use clear and concise plain language. If a vehicle operator does not provide intentions, or their intentions are unclear, MATS states: MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions > Clarifying Requests Clarify a request from a vehicle operator as follows: ( vehicle id ) ( unit id ) STATE YOUR REQUEST. ( vehicle id ) ( unit id ) WHAT ARE YOUR INTENTIONS? At March, each vehicle has a callsign (e.g., staff, red, police, truck, blower, tractor, Esso) and a number (e.g., Tech74, Staff22, Staff50). At some airports, the number assigned to certain Staff vehicles may also identify the function of the operator. For example, Staff 22 could be the airport foreman, Staff 74 could be the electrician’s truck and so on. Vehicles may contact ground from different places than aircraft usually do (e.g., the fire hall, service/perimeter roads, the fire training area). We must listen attentively to their calls to prevent surprises. UNIT IDENTIFICATION In initial radio communications with vehicles or aircraft, the controller must identify their unit and function, regardless of whether the controller is in the ground position or tower position. The name of a unit corresponds to its physical location, such as: Basic Airport Control Course 1110-15 Lesson Plan L201-43 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground Fredericton Tower Toronto Centre Gatineau Radio The function of a unit corresponds to the position occupied, such as: March Tower Winnipeg Ground Montréal Centre Ottawa Arrival MATS Tower > Appendix: Communication > Voice Communications > Unit Identification In air-ground communications, identify ATS units and their function as indicated in the following table. Table: Unit Identification Unit Function Phraseology Airport Control Airport Control ( unit name ) TOWER Ground Control ( unit name ) GROUND Clearance Delivery ( unit name ) CLEARANCE DELIVERY Terminal Control Terminal Control ( unit name ) TERMINAL Arrival Control ( unit name ) ARRIVAL Departure Control ( unit name ) DEPARTURE Area Control Clearance Delivery ( unit name ) CLEARANCE DELIVERY All other sectors ( unit name ) CENTRE Flight Service Station and All services ( unit name ) RADIO Flight Information Centre Once communication is established with a pilot, you may adjust the unit identification: If your position has only one function and there is no likelihood of misunderstanding, you may omit the unit name and function. Basic Airport Control Course 1110-15 Lesson Plan L201-44 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground If your position has more than one function, you may omit the unit name, but must state the function in each transmission. For sectors with multiple frequencies or combined sectors with multiple frequencies, you do not need to restate unit name when a pilot is changed to another frequency under your jurisdiction. AIR CANADA TWO-FOUR-SEVEN CHANGE TO MY FREQUENCY ONE-TWO-EIGHT-FIVE. CREATING A VDE FOR A VEHICLE All vehicles operating at the airport require a VDE, which will be displayed on the ground controller’s IWP. They may be displayed on the airport controller’s panel too, depending in which bay the vehicle is placed. When a vehicle calls the ground controller with a request, click on vehicle icon on the VEH bay. A window opens with many common preprogramed choices for the controller to choose. During initial contact, the ground controller starts to enter the information transmitted by the vehicle into IWP, which will be updated based on communications with the vehicle. Basic Airport Control Course 1110-15 Lesson Plan L201-45 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground March IWP Lesson 4 If the request is not listed in the suggested options, the details of the request can be entered manually. After it has been created, the VDE for the vehicle is placed automatically in the VEH bay. ISSUING INSTRUCTIONS TO VEHICLES When a vehicle calls Ground, the controller needs to know where it is located. A scan of the airport may be sufficient to identify and confirm its location (e.g., the vehicle is moving on the main apron, its rotating orange light is turned on and draws attention), but if not, it is important to ask the vehicle to specify its position. Before giving instructions to a vehicle or aircraft, always make sure you know its position and intentions. MATS gives us clear instructions about issuing clearances and taxi instructions. MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions (Excerpt) When issuing aircraft taxi or ground traffic movement instructions: Issue instructions as necessary, in plain, concise language. Instruct the pilot or driver to either CROSS or HOLD SHORT of a runway on their route. Instruct the pilot or driver to CROSS or HOLD SHORT of a taxiway on their route, as necessary. Obtain a readback of a HOLD or HOLD SHORT instruction. READBACK HOLD INSTRUCTIONS. READBACK HOLD SHORT INSTRUCTIONS. In initial movement instructions, include only that portion of the intended route to the first “hold” area or intermediate point. If alternate routes are available, include the specific route. Amend aircraft taxi or ground traffic, movement instructions when necessary. Remember that the last clearance issued takes precedence over and cancels any related item of a previous clearance. When you amend a route, re-issue HOLD SHORT instructions. Standard MATS phraseology must be to prevent any misunderstandings. Basic Airport Control Course 1110-15 Lesson Plan L201-46 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions For taxiing aircraft or ground traffic on any controlled manoeuvring area, identify the aircraft or vehicle and issue specific instructions as appropriate: …( PROCEED / TAXI / CONTINUE TAXI ) ( taxi instructions ) [ WITHOUT DELAY ] [ AND REPORT OFF ]… …( LEAVE/ EXIT / VACATE / GET OFF ) ( runway id / taxiway id) [ AT ( location ) ] [ WITHOUT DELAY ] [ AND REPORT OFF ]… …CROSS ( runway id / taxiway id ) [ WITHOUT DELAY ] [ AND REPORT OFF ]… …EXPEDITE CROSSING ( runway id / taxiway id )… …HOLD (hold instructions)… …HOLD SHORT ( runway id / taxiway id )… …TURN ( NOW / LEFT / RIGHT )… …( GIVE WAY TO / FOLLOW ) ( details )… Where: PROCEED For surface movement instructions, PROCEED is used only for vehicles. taxi instructions may be any of: …[ VIA ] ( route )… …ONTO ( runway id / taxiway id )… …TO ( destination other than a runway or taxiway )… …ACROSS ( runway id / taxiway id )… hold instructions may be any of: …( position )… …( direction ) OF ( runway id / taxiway id )… …ON ( runway id / taxiway id )… WITHOUT DELAY To expedite the movement of ground traffic, say WITHOUT DELAY. AND REPORT OFF Basic Airport Control Course 1110-15 Lesson Plan L201-47 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground When vehicles are instructed to vacate the runway, airport operating procedures require vehicle operators to report off. GIVE WAY TO or FOLLOW Provided you are not referring to active runways, you may use GIVE WAY TO or FOLLOW. details A description and position of an aircraft or vehicle. Do not refer to active runways. When the controller gives a vehicle an instruction to move from point A to point B, the term PROCEED must be used. STAFF TWO-TWO, PROCEED VIA ALFA TO THE EAST APRON The term TAXI is exclusive to aircraft and is not used for vehicles. The table below provides phraseology examples: MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions Situation Phraseology Example Taxi or proceed via multiple taxiways …VIA BRAVO AND DELTA… Taxi or proceed via multiple taxiways and …VIA FOXTROT, ECHO, RUNWAY THREE- runways THREE, RUNWAY TWO-FOUR, RUNWAY ZERO-ONE, CHARLIE TO APRON. Cross more than one runway or taxiway …VIA BRAVO, DELTA, CROSS RUNWAY TWO- EIGHT AND RUNWAY THREE-THREE… Taxi or proceed to an intermediate point …VIA ECHO AND FOXTROT, HOLD SHORT RUNWAY TWO-EIGHT… Taxi or proceed while yielding right-of-way to …VIA ECHO AND FOXTROT, GIVE WAY TO an identified aircraft at a specified position BOEING SEVEN-THREE-SEVEN ON DELTA… Taxi or proceed to destination …VIA DELTA AND BRAVO TO THE APRON… Resume taxiing …CROSS RUNWAY TWO-EIGHT, TAXI GOLF, CONTINUE TAXI BRAVO CHARLIE… Traffic must leave the area TRUCK EIGHT-TWO, LEAVE RUNWAY ONE- SIX VIA ALFA AND REPORT OFF. Basic Airport Control Course 1110-15 Lesson Plan L201-48 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground Situation Phraseology Example A vehicle is working on a runway and is told STAFF TWO-ZERO, EXIT RUNWAY ONE-ONE to exit onto another runway ONTO RUNWAY ZERO-TWO AND REPORT OFF. A vehicle has been told to hold short of a STAFF TWO-ZERO, HOLD SHORT RUNWAY runway on another runway due to traffic ONE-FOUR. STAFF TWO-ZERO, HOLD SHORT RUNWAY THREE-TWO, TRAFFIC DEPARTING RUNWAY THREE-TWO A vehicle has been held short of an STAFF TWO-ZERO, CROSS RUNWAY THREE- intersecting runway. The aircraft departs and TWO UNTIL FURTHER ADVISED. the vehicle is no longer required to hold short of a runway Normally, the controller would give right of way to aircraft on the ground rather than vehicles. Vehicle operators know this. This is not intended to prevent vehicles from approaching aircraft, but to prevent pilots of taxiing aircraft from worrying about ground traffic. MATS states: MATS Tower > Traffic Management > Surface Movement > Operations in Controlled Manoeuvring Areas Keep ground traffic away from taxiing aircraft. MATS also stipulates several words we should not use in movement instructions: MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions > Words to Avoid in Movement Instructions (Excerpt) In authorizations or instructions for aircraft to taxi, do not use the word CLEARED. When communicating with ground traffic, do not use the words GO AHEAD, CLEAR, or CLEARED. If the destination of the aircraft or the vehicle is a runway, avoid the word TO in the route. When a vehicle or aircraft requests taxi clearance, but a clearance is refused or delayed, use the following phraseology: Basic Airport Control Course 1110-15 Lesson Plan L201-49 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions > Refusing or Delaying Requests When you refuse, delay, or modify a request from a taxiing pilot or a vehicle operator, say NEGATIVE followed by further instructions and, if necessary, the reason. When a pilot or a vehicle operator requests a specific route that involves crossing a runway and a hold short instruction will be issued, the use of NEGATIVE is mandatory. Example 1: Staff 20 on Charlie requests to proceed to the main apron, but there is an opposite direction aircraft nearby on Alfa. Since Staff 20 cannot move at all: STAFF TWO-ZERO, NEGATIVE, HOLD SHORT OF ALFA. (OR HOLD POSITION) In this instance, we are using NEGATIVE to emphasize the vehicle cannot start any part of their request and must remain where they are. Example 2: TECH76 asks to proceed from the east to main apron, but there is potentially conflicting traffic on Bravo: TECH SEVEN-SIX, PROCEED VIA ALFA, CROSS RUNWAY ONE-FOUR, HOLD SHORT BRAVO. Since the vehicle operator can: 1) Start part of their route Basic Airport Control Course 1110-15 Lesson Plan L201-50 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground 2) Did not request a specific route The use of the word NEGATIVE is not necessary. In any case, when a hold short instruction is issued, the ground controller must indicate on the location FDE/VDE on IWP. Fortunately, IWP pops up a helpful airfield map with common hold locations. IWP User Manual Tap the CLX control on an FDE. Result: A map of the airfield opens with controls at the most common clearance limit locations. A generic HS/ (HOLD SHORT) is also available for less common use. IMPORTANCE OF READBACKS Due to traffic, obstacles, construction work, runway ownership, or other issues, and as shown in the example above, the ground controller may not be able to give clearance to a vehicle or aircraft to their final destination. In this case, the controller issues partial clearance with an instruction to HOLD Basic Airport Control Course 1110-15 Lesson Plan L201-51 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground SHORT of a specific point. The controller adds a restriction on the clearance as follows: HOLD SHORT (runway/taxiway). The operator or pilot must then confirm that they will hold short with an accurate readback. They will stop enroute and wait for the controller to give further clearance to continue to their final destination. In this case, MATS states: MATS Tower > Traffic Management > Surface Movement > Aircraft Taxi or Ground Traffic Movement Instructions (Excerpt) When issuing aircraft taxi or ground traffic movement instructions: Issue instructions as necessary, in plain, concise language. Instruct the pilot or driver to either CROSS or HOLD SHORT of a runway on their route. Instruct the pilot or driver to CROSS or HOLD SHORT of a taxiway on their route, as necessary. Obtain a readback of a HOLD or HOLD SHORT instructions. READBACK HOLD POSITION INSTRUCTIONS. READBACK HOLD SHORT INSTRUCTIONS. In initial movement instructions, include only that portion of the intended route to the first “hold” area or intermediate point. If alternate routes are available, include the specific route. Amend aircraft taxi or ground traffic movement instructions when necessary. Remember that the last clearance issued takes precedence over and cancels any related item of a previous clearance. When you amend a route, re-issue HOLD SHORT instructions. Readbacks are an essential element that allows the controller to verify that the pilot or operator has fully understood the instructions and restrictions that the controller has issued. Basic Airport Control Course 1110-15 Lesson Plan L201-52 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground MATS Tower > Traffic Management > Clearances and Instructions > Issuing and Relaying > Correcting a Clearance or Instruction Identify and correct any errors made during delivery or readback of a clearance or instruction, even if a readback is not required. If there is any possibility of misunderstanding, cancel and restate the clearance or instruction in full. Most pilots and operators understand our obligation to insist upon a hold short readback. However, occasionally, instead of a readback, you will receive only a ROGER. This is not enough. Repeat the hold short instruction and ask for a verbatim readback with their callsign. IWP will also remind you to seek a readback, by highlighting the FDE/VDE as follows: After issuance, click the yellow box to confirm the readback has been received: The yellow border serves as a reminder that we must return to this aircraft/vehicle and get them moving later. When the restriction is ended, we will click one more time to clear the indication: TC AIM RAC 4.2.5 – Taxi Information (Excerpt) To emphasize the protection of active runways and to enhance the prevention of runway incursions, ATC is required to obtain a readback of runway “hold” instructions. As a good operating practice, taxi authorizations that contain the instructions “hold” or “hold short” should be acknowledged by the pilot by providing a readback or repeating the hold point. Examples of “hold” instructions that should be read back: HOLD or HOLD ON (runway number or taxiway); Basic Airport Control Course 1110-15 Lesson Plan L201-53 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground HOLD (direction) OF (runway number); or HOLD SHORT OF (runway number, or taxiway). Reminder: In order to reduce frequency congestion, readback of ATC taxi instructions, other than those listed above, is not required in accordance with CAR 602.31(1)(a); such instructions are simply acknowledged. With the increased simultaneous use of more than one runway, however, instructions to enter, cross, backtrack or line up on any runway should also, as a good operating practice, be acknowledged by a readback. Strictly speaking, hold and hold short readbacks are not CARs requirements: CARs 602.31 (Excerpt) 602.31 (1) Subject to subsection (3), the pilot-in command of an aircraft shall (a) comply with and acknowledge, to the appropriate air traffic control unit, all of the air traffic control instructions directed to and received by the pilot-in- command; and (b) comply with all of the air traffic control clearances received and accepted by the pilot-in-command and (i) subject to subsection (2), in the case of an IFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, and (ii) in the case of a VFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, when so requested by the air traffic control unit. Instead, as ATC always requires readback for these instructions, we are enacting sections (i) and (ii) above – we are always entitled to request and insist upon a readback, and we always will as per MATS. When ATC solicits the readback, the pilot is then obligated to provide one. Later, we will learn about the importance of obtaining a readback to prevent runway incursions. IMPORTANCE OF SCANNING Scanning is a vital technique when working an operational control position. In the ground position, it allows controllers to anticipate calls and requests from vehicles and aircraft, validate their position at the airport, request more Basic Airport Control Course 1110-15 Lesson Plan L201-54 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground detail regarding their intentions in cases of mismatch and observe them when they approach the runway. Scanning in any position is a constant. When the ground controller issues taxi instructions, scanning is even more important, because it allows the controller to ensure that the way is clear for the vehicle or aircraft and to issue a restriction, if needed. Given that airport traffic is constantly changing, the controller can stay up to date on the overall situation with a visual scan. MATS states: MATS Tower > Service Fundamentals > Position Fundamentals > Visual Scanning Before issuing clearances or instructions to airport traffic, and, to the extent possible, at other frequent intervals, visually scan the manoeuvring area thoroughly, as follows: Be systematic. Scan at least twice to overcome “object hypnosis” (seeing only things that move). Move your eyes from one point to another (rather than in one continuous sweep). Scan from left to right. Be aware that you can only focus on a small area at a time (approximately the area that would be covered by your fist when your arm is extended in front of you). By scanning the taxiways, runways and aprons while issuing taxi instructions, the controller saves time and becomes much more efficient. Since most vehicles are small compared to aircraft, the controller must pay close attention to them, since they can be hard to find. Controllers therefore must be extremely vigilant during periods of reduced visibility (e.g., fog, blowing snow), at night and in winter conditions (snowbanks/wind rows). Other factors reducing vehicle and aircraft visibility include obstructions (e.g., aircraft out of line of sight), vehicle colour (not all vehicles are painted in colours that stand out) etc. REQUEST REPORT Normally, a vehicle will call when it vacates the manoeuvring area. Basic Airport Control Course 1110-15 Lesson Plan L201-55 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground Sometimes, visibility or the distance separating the controller from the aircraft or vehicle in the manoeuvring area prevents the controller from seeing it. However, we still have a duty to separate traffic safely. Reporting points can be requested to know and follow traffic progression. STAFF FIVE-ZERO REPORT OFF AT THE EAST APRON. RUNWAY INSPECTION For obvious safety reasons, all manoeuvring areas and aprons must be clear of “Foreign Object Debris” – commonly called FOD. As such, runway inspections take place every day and usually at the same time (e.g., at the start of the work shift for every maintenance team, about once every eight hours). They can also be conducted at other times of day, based on weather conditions and other factors. The airport operator is responsible for runway inspections, which are combined with taxiway inspections. It falls to the controller to decide where the vehicle will start the runway inspection. Runway inspections are normally done in the same direction as the aircraft traffic flow. This offers us two major advantages: 1) The vehicle is operating in the same direction as the aircraft traffic and; 2) We can start an inspection behind a departure, rather than waiting for the entire runway to clear. Vehicles conducting runway inspections must drive slowly to observe any obstructions that may impact safety. The controller should not expect the vehicle to proceed with speed, since the operator might miss things if they drive too quickly. It is important to integrate runway inspections into the flow of traffic. The ground controller must inform the operator if they believe that the vehicle will be unable to inspect the runway or that the amount of traffic will cause significant wait times. Runway inspection requests must not be considered a nuisance; the inspection must be completed, and the controller should accommodate requests from operators as much as possible. The airport controller can authorize a runway inspection in sections (that is, ask the vehicle to enter and exit the runway more than once) due to traffic (arrivals, departures, etc.). It is therefore crucial that tower-ground coordination be very precise. In this case, when the vehicle leaves the runway, the ground controller returns the runway to the airport controller. Once the aircraft’s movement on the runway is complete, the airport controller will approve the ground controller to use the runway to continue Basic Airport Control Course 1110-15 Lesson Plan L201-56 EO 201.2 Control vehicles on the manoeuvring area. Controlling on the Ground the inspection. There may be a requirement for the airport controller to get the runway ownership back immediately (tower misjudged the timing of an arrival, small window for a departure, emergency, etc.). In this case, the ground controller must make every effort to get the runway back to the airport controller as quickly as possible. An operator who spots a problem will contact the controller to inform them of the problem. If it is necessary for the operator to leave the vehicle, they should ask permission from the ground controller before doing so. Sometimes, vehicle operators must access the runway for operational reasons, such as: Runway inspection after an incident Lighting inspection Evaluation of runway surface conditions to prepare a runway (RSC) report in winter conditions Collection of dead birds caused by bird strikes Collection of debris (FOD) of any size (e.g., rocks, plastic bags, scrap metal, cardboard) In the event you become aware of FOD, the ground controller must promptly call the maintenance staff to go out and remove it. It is important for the controller to be specific when relaying the type and location of the debris to maintenance. For example: STAFF TWO-TWO, THREE PIECES OF METAL WERE OBSERVED ON THE NORTH SIDE OF RUNWAY ZERO-NINE, JUST OFF THE RUNWAY, BETWEEN TAXIWAYS ECHO AND FOXTROT. Depending on the type of debris, its location on or near the runway and the type of aircraft, a pilot may accept clearance to take off/land after being informed by the controller. Be cognizant: Airport maintenance staff do not work for Nav Canada. Consequently, when a controller ne