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4. Ground Movement Procedures

4.1 General provisions

The Ground Movement Controller (GMC) is responsible for managing aircraft movements on all aerodrome movement areas except for runways and their associated taxiways. Departing aircraft aregiven pushback instructions and instructions to taxi to the runway holding point.

Arriving aircraft are assigned a stand and instructed to taxi as appropriate.

4.2 Departure pushback procedures

4.2.1 General pushback procedures

When aircraft have been handed off from GMP, they shall be fully ready for pushback, and have reached their TOBT. Assuming no obstructions, they should be instructed to push back immediately.

Warning

Traffic will be handed over from GMP with a monitor instruction and the FREQ tag will be applied in Euroscope. Once the FREQ status is showing, pilots have been transferred to GMC and can be called up by the GMC controller to push.

Aircraft ready for push that are not squawking their assigned transponder code shall be instructed to hold position and squawk the correct code. They must not be allowed to move until doing so. Pushback direction is based primarily on aircraft location and runway configuration.

In accordance with the pushback restrictions laid down in 4.2, aircraft shall generally be pushed back facing the departure runway threshold unless otherwise specified.

4.2.2 Pushback types

4.2.2.1 Standard Pushback Clearance

A pushback clearance must include the stand at which aircraft is located and an instruction to “FACE NORTH”, “FACE EAST”, “FACE SOUTH” and “FACE WEST” as appropriate to runway configuration and stand number.

Example

ATC: “RJA613, ABU DHABI GROUND, STAND 112, PUSH AND START APPROVED, FACE WEST ON FOXTROT”

4.2.2.2 Conditional Pushback Clearance

Conditional pushback instructions may also be issued if an aircraft is taxiing behind another waiting for pushback.

Example

ATC:“ETD562, BEHIND THE COMPANY A330 PASSING LEFT TO RIGHT, STAND 306, PUSH AND START APPROVED, FACE EAST, BEHIND”

4.2.3 Pushback Procedures

4.2.3 Standard Pushback Procedures

Apron / Stand(s) Pushback Direction / Notes
Apron 1 101-102: Face north; or onto taxiway abeam 309 (west of E9) facing east; or on F abeam 309 (west of E9) facing east; or F abeam 112 (east of E9) facing west. Second aircraft must wait until first is clear of E9.
103: Face south
111-113: Facing east or west on F
121-122, 131-132: North on E11 to finish abeam stand 133 or East on F to finish abeam stand 112.
123, 133-136: Facing north, abeam stand 133. Must wait for preceding aircraft from 121-122/131-132 to be west of E11.
Apron 2 202: Face west.
222: Face east.
All Others: Face east or west. “Nose to nose”: 2+ stands separation. “Tail to tail”: 3+ stands separation.
Apron 3 309: Face west.
301: Face east.
All Others: Face east or west. “Nose to nose”: 2+ stands separation. “Tail to tail”: 3+ stands separation.
Apron 4 North (401-409) Face east or west. “Same direction”: 2+ stands separation. “Tail to tail”: 3+ stands separation.
Apron 4 South (410-419) Face east or west. Note: For stand 410, when facing west, must be pulled abeam 412 before start-up to avoid jet blast risk.
Apron 4 (410) When facing west, must be pulled abeam 412 before start-up to avoid jet blast risk.
Apron 5 West (508-510) No simultaneous multiple pushbacks.
508: Face west only.
509: Face east or west as appropriate.
510: Face east only.
Apron 5 East (511-516) “Tail to tail”: 3+ stands separation; otherwise 2+ stands.
511: Face west only
512-515: Face east or west as appropriate
516: Face east only
Apron 6 Apron 6 uses Tug Release Points which are marked on Euroscope, but these are not given to pilots. Clearances should specify the direction to face and may specify a TRP abeam a stand (see example below)
Apron 7 Face east or west as appropriate. Same direction: 2+ stands separation. Tail to tail: 3+ stands separation.
Table 4-1: Standard Pushback Procedures

Example

Controller: "ETD611, Abu Dhabi Ground, from stand 614 push and start approved, abeam stand 613, face East"

4.2.3.2 Additional Pushback restrictions

4.2.3.2.1 Apron 1

Stand 101:

  • Code D and E aircraft shall push to face east abeam stand 309 on the terminal 3 taxiway.
  • Code C aircraft and smaller shall face north on taxiway E9 abeam stand 102.
  • An aircraft that has pushed abeam stand 309 and has completed the push is deemed separated from taxiway E9.
  • An aircraft that is pushing to abeam stand 309 is deemed separated from an aircraft pushing from stand 307 to face east.

Stand 102:

  • Aircraft shall push to face north on taxiway E9 abeam stand 102.
  • An aircraft that has pushed from stand 102 and has completed the push is deemed separated from taxiwayE9 north of the terminal 3 taxiway and the terminal 3 taxiway.

Stand 103:

  • Aircraft shall push to face east abeam stand 309 on the terminal 3 taxiway.
  • An aircraft that has pushed abeam stand 309 and has completed the push is deemed separated from taxiway E9.
  • An aircraft that is pushing to be abeam stand 309 is deemed separated from an aircraft pushing from stand 307 to face east.
  • Aircraft shall not be pushed to face north on taxiway E9.

Parking on 121 or 131 is permitted if an aircraft has completed pushback from stands 122, 123, 133, 134 or 135.

Parking on stand 132 is permitted if an aircraft has completed pushback from stands 123, 133, 134 or 135.

Parking on stand 122 or 133 is permitted if an aircraft has completed pushback from stands 134 or 135.

Aircraft on stands 123, 134, 135, 136 and 103 which request to start engine(s) on parking stand shall be unable to execute the standard pushback onto taxiway E9 or taxiway E11 facing north due to issues created by the jet blast towards the adjacent service road.

4.3 Departure taxi procedures

4.3.1 General departure taxi procedures

Aircraft taxi instructions to join the appropriate taxiway shall take into consideration the pushback procedures laid down in 4.2.

Caution must be exercised where departure taxi routings intersect or are expected to cross arrival taxi routes and rapid exit taxiways.

Where aircraft are taxied to runway holding points, transfer of control to AIR should be made early enough such that the aircraft is not required to stop its taxi.

To deconflict traffic, and to reduce the length of taxi clearances, intermediate holding points shall be used wherever possible.

Example

ATC: “ETD89G, TAXI VIA ECHO 8, ECHO, HOLDING POINT ECHO 15”

4.3.2 Dual runway 31L/R departure taxi procedures

When departing from 31L, aircraft pushing back on apron 1 shall be instructed to taxi via E9 or E11 to join E and taxi to holding point E15. Aircraft on apron 2 shall be instructed to taxi via E13 or E14 to join E and taxi to holding point E15.

Aircraft on apron 3 shall be instructed to taxi via E6 or E9 as appropriate to join E and taxi to holding point E15. Caution must be exercised at E8 and E6 taxiway intersection as this may be in use by arriving traffic.

Aircraft on aprons 4 and 5 shall join E via the closest available taxiway.

Aircraft on apron 6 shall taxi to join C, G, or H depending upon departure runway. Departing traffic should remain clear of B between A5 and G in order to ensure consistent flow of arrival traffic. Traffic from stands 643-692 should taxi south on K to join H then B for 31R, or K to join G for 31L.

Eastbound traffic flow on E between E8 and E12 must be used with caution as these intersect with the rapid exit taxiways to be used by arriving aircraft on 31L.

Aircraft departing from 31R from the south side of the airfield shall be instructed to cross 31L at E6, taxi via H, B then towards one of the available holding points for 31R.

(See 7.2.1)

4.3.3 Dual runway 13L/R departure taxi procedures

When departing from 13L, aircraft pushing back on apron 1 shall be instructed to taxi via E9 or E11 to join E and taxi to holding point E2 or E3.

Aircraft on apron 2 shall be instructed to taxi via E13 or E14 to join E and taxi to holding point E2 or E3. Caution must be exercised at taxiway E13 and E10 intersection as this may be in use by arriving aircraft on 13R.

Aircraft on apron 3 shall be instructed to taxi via E6 or E9 as appropriate to join E and taxi to holding point E2 or E3.

Aircraft on aprons 4 and 5 shall join E via the closest available taxiway.

Aircraft on apron 6 shall join to follow the D, H, B sequence to 13L as appropriate, following the routings laid out in section 7.2.2.

Westbound traffic flow on E between E10 and E7 must be used with caution as these intersect with the rapid exit taxiways to be used by arriving aircraft on 13R.

(See 7.2.2)

4.4 Arrival taxi procedures

4.4.1 General arrival taxi procedures

Arriving aircraft shall not immediately be handed off by AIR. They must instead be given an initial taxi instruction to keep traffic flowing and ensure the rapid exit taxiways are kept clear. Therefore, GMC shall assign an arrival stand to aircraft when they are on final approach.

Once the aircraft is handed off to GMC, they may be taxied to their stand.

4.4.2 Runway 31L/R arrival taxi procedures

Aircraft landing on 31L shall vacate onto E8 and shall be given an initial taxi towards E6, or right on E depending on the stand assignment described in 4.4.4. After initial taxi is issued by AIR, aircraft are handed off to GMC.

Aircraft shall vacate 31R onto an appropriate exit taxiway and shall then be instructed to join B before being handed off to GMC. Aircraft shall taxi via H when the operations mode is arrival only for 31R, otherwise they shall be instructed to taxi via G. Aircraft shall cross 31L at H.

Aircraft parking on aprons 1, 2, 3 and 5 shall be instructed to taxi via F to an appropriate link taxiway.

Aircraft parking on apron 4 shall be instructed to taxi via E.

Aircraft parking on apron 6 shall join via K3, K6, L3, M3 or M4 and taxi as appropriate to the stand

(See 7.2.1)

4.4.3 Runway 13L/R arrival taxi procedures

Aircraft shall vacate 13R onto E10 and shall be given an initial taxi towards E13. After initial taxi is issued by AIR, aircraft are handed off to GMC.

Aircraft shall vacate 13L onto an appropriate exit taxiway and shall then be instructed to join B before being handed off to GMC. Aircraft shall taxi via H when the operations mode is arrival only for 13L, otherwise they shall be instructed to taxi via G. Aircraft shall cross 13R at H.

Aircraft parking on te south side of the airport shall be instructed to taxi via F to an appropriate link taxiway.

(See 7.2.2)

4.4.4 Stand allocation procedure

Aircraft shall be assigned stands automatically using the StandAssigner system. If this is not possible, aircraft shall be assigned a stand in accordance with the following procedure:

Area Stand Allocation Operator
Apron 1/1A 101 to 136 Overflow
Apron 2 201 to 222 Cargo, low-cost
Apron 3 301 to 309 Overflow
Apron 4 401 to 410 Overflow
Apron 5 508 to 516 Cargo, overflow
Apron 6 601 to 690 All Passenger
Apron 7 704 to 715 Overflow
Apron 8 801 to 805 General aviation
Presidential Flight Apron 1 to 17 Government and state aircraft
Table 4-2: Stand allocation procedure

4.4.10 Stand restrictions

Stand 101-103,401-410 and 801-805 Aircraft code – Maximum code E Stand 111-136,201-222 and 619-632 Aircraft code – Maximum code F

(See 6.2.3)

4.5 Low visibility operations (LVO)

4.5.1 LVO taxi routes

When LVO is in force, aircraft shall not cross the landing runway as far as practicable.

Aircraft shall only be issued taxi instructions in accordance with the designated LVO taxi routes.

Only CAT II/III holding points may be used during LVO (4.7.2).

4.6 Designated areas of responsibility

4.6.1 GMC positions

Abu Dhabi has three GMC positions, GMC 1, GMC 2 and GMC 3.

GMC 1 controls aircraft movements on the following areas and their associated taxiways:

  • Apron 1
  • Apron 2
  • Apron 3
  • Apron 4
  • Apron 5
  • Apron 7
  • Apron 8
  • Presidential Apron
  • General Aviation Apron

GMC 2 controls aircraft movements on the following areas and their associated taxiways:

  • Apron 6

GMC 3 controls aircraft movements on the following areas and their associated taxiways:

  • Apron Z (military apron)

(See 2.2)

4.6.2 Handoff procedures

Where transfer of control is to be made between controllers, aircraft shall not be cleared to a point beyond the current controller’s designated zone of responsibility unless there has been prior coordination with the next controller. Intermediate holding points may be used to satisfy this requirement.

4.6.3 Splitting procedure

When there is only one GMC online, they shall cover all surface movement areas from the GMC 1 position.

Unless otherwise authorised by UAE vACC staff, GMP (Abu Dhabi Delivery) must be online before two GMC (Abu Dhabi Ground) positions are be opened.

When GMP is not online, GMC shall assume the responsibility of the lower controller.