Mohammed V Ground

IFR Procedures

Clearance Format

The aircraft should be issued clearance on the correct SID, and the ATIS information should be confirmed if it is not provided by the pilot. GND shall use the following phraseology:

RAM220, Mohammed V Ground, cleared to Moscow, TOLSI 3D Departure, climb to FL 50, squawk 6423.

Vectored Departure

Usually, runway headings and an initial climb of 4000 feet should be used. Other coordinations are always possible. Assign the appropriate heading in the tag.

Start-up

When start-up clearance cannot be given immediately in the IFR clearance, where the TOBT differs from the TSAT, or the pilot is not ready for start-up within the next 5 minutes, start-up must be organized around the TSAT. This also applies when start-up is requested during pushback. Pushback clearance shall only be approved after start-up and must be coordinated based on the TSAT.

Phraseology guide

Low traffic (2am sandbagging)

Pilot: Request IFR clearance... ATC: Start-up approved, cleared to DEST...

Pilot: Request start-up to DEST ATC: Start-up approved, cleared to DEST...

Medium traffic (average staff-up)

Pilots: Request IFR clearance... ATC: If EOBT in next 5 minutes: startup approved, cleared DEST

Pilot: Request start-up to DEST ATC: Start-up approved, cleared to DEST... (assume now = TOBT = TSAT ; ie. no delay)

High traffic (events)

Pilot: Request IFR clearance... ATC: Cleared to DEST... Provide pilot with TSAT after readback if different from TOBT

Pilot: Request start-up to DEST If TSAT in next 5 minutes: ATC: Start-up approved, cleared to DEST Else provide TSAT

At Casablanca, it is common for start-up to be issued on its own, as the standard procedure is to automatically provide start-up when there are no delays between the TOBT and TSAT, even if the pilot has not yet requested it. Therefore, controllers must use good judgment and refer to CDM to review TSATs before granting start-up clearance.

VFR Coordination

TWR only approves VFR start-ups. GND must coordinate with TWR to approve them. Likewise, this responsibility is delegated to DEL, if online, and remains subject to the aforementioned authorization.

GND: Tower, Ground TWR: Go ahead GND: SPGCE, for circuits TWR: Approved as standard

GND: Tower, Ground TWR: Go ahead GND: CNTMD, VFR flight plan to Rabat TWR: Approved via KOSAD, 2000ft

Further VFR procedures are contained in the TWR section and should be reviewed in parallel.

Pushback

The pushback direction depends on the location of the aircraft and runway configuration.

RAM810D, pushback approved, face south, runway 35L.

RAM810D, pushback and startup approved, face south, runway 35L.

There is no standard pushback direction. It is recommended to maintain unidirectional apron circulation: clockwise for Runway 35 operations and counterclockwise for Runway 17 operations. Exceptions apply to stands positioned near opposing traffic flow, such as Stands J1 and E1, which should exit via Taxiway M to prevent traffic buildup and improve flow efficiency.

A380 traffic must avoid Zone 1 between Stands E12 and E2 due to limited wingtip clearance near remote stands and the terminal. A380s parked at J1 and E1 must also exit via Taxiway M. There are no pushback restrictions from Stand J15, and aircraft may exit via any taxiway.

Controllers are encouraged to use conditional clearances, and apply a combination of long/short pushbacks as well as push-and-pull operations to enhance apron efficiency. Creativity in managing these procedures is key to maintaining optimal flow.

Taxi

Taxiway Usage and Restrictions

Taxiway T is always used to taxi towards the holding point of the active departure runway. Apron circulation depends on the runway in use: during Runway 35 operations, circulation is clockwise, while during Runway 17 operations, circulation is counterclockwise.

Controllers may deviate from the recommended apron circulation, except during Low Visibility Procedures (LVP), when circulation must be maintained in one direction. Caution must be exercised to avoid conflicts between arriving traffic and traffic exiting the apron. Deviation from the recommended flow should only occur if an aircraft is significantly closer to the opposite exit and the time saved justifies the change.

Low Visibility Procedures

During LVP, a maximum of three aircraft are allowed to manoeuver on the airport grounds at any given time. Only one aircraft may operate on the same apron zone's taxiway at a time.

The second aircraft may begin taxiing only when:

• The first outbound traffic reports on Taxiway T3 if the second aircraft is in Zone 1,
• On Taxiway T2 if the second aircraft is in Zone 2, or
• Is aligned and ready for takeoff if the second aircraft is in Zone 3.

Inbound traffic must report on stand before another aircraft can taxi within the same apron zone.

Intersection R-T

During Runway 35 operations, traffic on Taxiway T has priority over traffic exiting Zone 3 via Taxiway R. To avoid conflicts, traffic on R must be instructed to hold short of T.

If significant buildup occurs on Taxiway S, traffic on Taxiway T may be instructed to hold short of R to allow TWR to refine the departure sequence and facilitate intersectional departures via R ahead of full-length departures. Traffic shall be instructed to standby on TWR frequency, and when there is no more traffic on R, they may continue to Taxiway S as normal.

For any traffic via R, GND is responsible for confirming with the aircraft if they are able to take R1 (when there is a buildup of traffic). If yes, this should be written in the tag remarks for TWR to see.

Parking Positions

Terminal 1	Terminal 2		Zone 3
ACA	THY	MAC	RAM
ANE	KAC	MSR	RXP
QTR	SZN	TUB	SVW
RAM	RAM	GJT	SWT
IBE	UAE	VRE	TAY
UAE	ACA	DLH	GEC
RXP	ETD	AFR
		TRA
		TVF