Mohammed V Tower
Airspace
Tower is responsible for all aerodrome movements on runways and their associated taxiways and all operations within the Casablanca ATZ below 2,000 ft.
Tower shall also ensure separation between IFR aircraft that are arriving at and departing the aerodrome, as well as provide traffic information about VFR flights operating within the aerodrome traffic zone.
Casablanca ATZ reaches up to 2000ft AMSL and is surrounded by the Casablanca CTR owned by Casablanca Approach (APP).
Departures
Runway Usage
Tower determines the direction of operations. Runway configurations should not be mixed and arrivals and departures should remain segregated.
Up to a tailwind component of less than or equal to 7 KT, RWY 35R/L is to be used. By default, 35R/17L are reserved for takeoff and 35L/17R are reserved for landing.
From 2300 to 0600 LT, nighttime restrictions are in effect. For takeoffs, Runway 17L/R shall be used when the tailwind component is 7 knots or less. Landings are not restricted; however, Runway 35L/R shall be prioritized for landings when the tailwind component is up to 7 knots.
Route Separation
Departure routes that converge or temporarily overlap for a segment are subject to minimum route separation restrictions. During light traffic operations, departures should maintain 7 NM of separation to avoid potential conflicts in TMA airspace. However, during peak departure times, TWR may reduce separation to the minimum wake turbulence or runway separation requirements to maximize runway throughput.
Runway 35L/R:
|
Following ⇒ Leading ⇓ |
ESALA SADIC TOLSI |
FOBAC NIKZO VONCI |
LACAJ | LAKAM ODAXA |
RAVOL |
|
ESALA SADIC TOLSI |
7 NM | 5 NM | |||
|
FOBAC NIKZO VONCI |
7 NM | 5 NM | |||
| LACAJ | 5 NM | 7 NM | |||
| LAKAM ODAXA |
7 NM | 5 NM | |||
| RAVOL | 5 NM | 5 NM | 7 NM |
Runway 17L/R:
|
Following ⇒ Leading ⇓ |
ESALA TOLSI |
FACAS MABOG |
FOBAC NIKZO VONCI |
LACAJ |
LAKAM ODAXA |
RAVOL | SADIC |
|
ESALA TOLSI |
7 NM | 5 NM | |||||
|
FACAS MABOG |
7 NM | 5 NM | 5 NM | ||||
| FOBAC NIKZO VONCI |
5 NM | 7 NM | 5 NM | ||||
|
LACAJ |
5 NM | 5 NM | |||||
|
LAKAM ODAXA |
7 NM | 5 NM | |||||
| RAVOL | 5 NM | 7 NM | |||||
| SADIC | 5 NM | 7 NM |
Intersection Departures
Intersectional departures are available via Taxiways R and M, depending on the optimal departure sequence. TWR must instruct the pilot to join the intersection, with pilot agreement required regardless of aircraft type. Helicopters may depart from any runway intersection up to the runway end (e.g., Runway 17L departure via R1).
Frequency Change
All IFR aircraft shall, by default, receive frequency change approval during takeoff clearance unless otherwise coordinated with APP. If reduced separation is applied between successive departures, or if TWR decides to keep an aircraft on frequency to provide traffic information about other aircraft, the frequency change may be delayed.
Arrivals
Separation
APP is responsible for maintaining longitudinal separation between arrivals until touchdown. If separation minima are breached, TWR must instruct the pilot to go around. In such cases, coordination with APP is strongly recommended.
The minimum separation between two aircraft approaching the same runway is 7 NM or the applicable wake turbulence separation, whichever is greater.
If minimum separation is likely to be infringed, TWR may apply speed reduction to maintain separation. However, caution is required, as this may disrupt the arrival flow. Therefore, continuous coordination between APP and TWR is highly recommended.
If speed control alone cannot resolve the conflict, aircraft may be instructed to maintain separation visually. This can only be done in VMC and with the pilot’s agreement. If no other solution is practical, the succeeding aircraft shall be instructed to go around.
Dependencies
Due to their proximity, the parallel runways are considered as a single runway for the purpose of runway separation. For example, if there is approaching traffic on Runway 35L, a takeoff clearance on Runway 35R can be issued until the arriving traffic reaches approx. 3 NM final, provided the departing aircraft has completed line-up and begins its takeoff roll immediately. In the event of a missed approach, radar separation must be ensured between IFR flights, requiring TWR to actively manage separation and coordinate with APP to resolve potential conflicts.
A takeoff or landing clearance does not need to be withheld if the corresponding runway is clear. However, a takeoff on the other runway must be aborted if runway separation cannot be maintained. For departures following an arrival, takeoff clearance on the parallel runway can be issued as soon as the arriving aircraft has touched down. This clearance can be given earlier if careful observation of aircraft positions suggests a low likelihood of a go-around (e.g., below minimums, stable approach, calm wind, etc.).
During parallel runway operations, controllers must ensure no aircraft initiates the takeoff roll between 3 NM final and the threshold of the departure runway. To prevent potential conflicts during a missed approach, the takeoff roll must begin before any inbound on the alternate landing runway reaches 3 NM final.
For operations involving both inbounds and outbounds on the same runway, only runway separation needs to be applied. To enhance outbound flow, controllers can utilize swingovers onto the departure runway, as the 3 NM restriction does not apply in these cases.
Visual Swingover
A visual swingover (visual approach) from Runway 35L to 35R is permitted if traffic conditions allow or if a go-around is anticipated due to insufficient visual separation for the preceding aircraft to vacate the runway in time. The pilot must have 35R in sight before being cleared for the visual approach. In case of a missed approach, a new instruction must be issued. The standard missed approach procedure shall require the pilot to maintain runway heading and climb to 4000 ft.
RAM220, cleared visual approach runway 35R, maintain visual separation from ATR 72 on approach to runway 35L
in the event of missed approach, climb runway heading to 4000ft.
Missed Approaches
Instructions to carry out a missed approach may be given to avert an unsafe situation. When a missed approach is initiated, cockpit workload is inevitably high. Any transmissions to aircraft going around should be brief and kept to a minimum.
"Royal Air Maroc 810 delta, go around".
Once the traffic has acknowledged the instruction and is observed to be safely climbing away, they shall be handed off to the Approach controller.
"Royal Air Maroc 810 delta, fly runway heading, climb 4 000 ft, contact Mohammed V Approach 119.9".
In the case that there is a risk that the go-around aircraft will overtake the departing aircraft, instructions for avoiding action shall be given to the departing aircraft in the form of altitude restrictions. Additionally, if separation is infringed, each aircraft shall receive relevant traffic information, respectively.
Departures shall not be permitted to commence their take-off roll until separation with go-around traffic is assured.
VFR Procedures
Low Visibility Procedures (LVP)
The three stages of Low Visibility Procedures are:
| Factor | Preparation Stage | In-force Stage | Termination Stage |
|---|---|---|---|
| RVR | 1 000 m or less | Less than 800 m | More than 1 500 m and increasing |
| Cloud Base | Less than 400 ft | Less than 200 ft | More than 300 ft and increasing |
"Royal Air Maroc 1415, runway 35L, cleared to land, wind 070 degrees, 12 knots, runway visual range 650 metres, 700 metres and 600 metres”.
Arriving aircraft should be given the easiest taxi route to allow them to clear the localiser-sensitive area expeditiously.
Landing clearance shall not be issued until:
- Preceding landing aircraft has vacated the localiser-sensitive area.
- Preceding departing aircraft is airborne and has passed over the localiser antenna (DER).
The Localiser Sensitive Area in front of an arriving aircraft shall not be infringed from the time it is 2 NM from the touchdown unit it has completed its landing roll.
During Take-off in CAT II/III condition, the Localizer Sensitive Area in front of a departure aircraft shall not be infringed from the time take-off clearance is issued until the aircraft has departed and passed over DER/the stop end of the runway.