Old Doha Update

docs/aerodrome/Dubai/gmp.md

@@ -49,6 +49,9 @@ Aircraft clearance may also be delivered by DCL. This type of clearance reduces
 ### 2.2.4 Aircraft requiring a reroute
 Aircraft requiring a reroute shall not be given a DCL. Instead, a voice clearance must be used. This shall be communicated by ACARS datalink message or on frequency.
 
+### 2.2.5 Voice clearance
+Aircraft requesting clearance via voice shall be given a voice clearance as per the format in 2.2.2.
+
 ## 2.3 Departure Procedures
 ### 2.3.1 RNAV Standard instrument departures
 Dubai primarily uses RNAV standard instrument departures (SIDs) and is the preferred departure type for IFR aircraft. Departing aircraft shall be assigned an appropriate RNAV departure according to the first fix in the flight plan and runways in use.

docs/aerodrome/doha/.pages

@@ -3,7 +3,6 @@ sort_type: natural
 nav:
     - info.md
     - aerodrome.md
-    - gmp.md
     - gmc.md
     - air.md
     - hotspots.md

docs/aerodrome/doha/gmc.md

@@ -0,0 +1,148 @@
+# 2. Ground Movement Planner ("Doha Ground")
+## 2.1 General provisions
+Ground Movement Control (GMC) is responsible for validating routes and shall provide IFR clearance to departing aircraft. The controller shall assign the correct departure procedure to the aircraft based on the first point that is filled on the flight plan.
+
+Where the flight plan contains an invalid route, level, or departure procedure, GMC shall ensure that the error is corrected before the aircraft is given its clearance.
+
+GMC is also responsible for managing aircraft movements on all aerodrome movement areas except for runways and their associated taxiways. Departing aircraft are given pushback instructions and instructions to taxi to the runway holding point. Arriving aircraft are assigned a stand and instructed to taxi as appropriate.
+
+## 2.2 Departure clearance
+### 2.2.1 General
+GMC is responsible for issuing clearances for departing aircraft. Pilots may be expected to report the following information on first contact: 
+
+- Callsign;
+- Aircraft type;
+- Parking Stand;
+- Destination;
+
+### 2.2.2 Information contained in a departure clearance
+An IFR clearance shall be in the following format:
+
+- Callsign;
+- Destination;
+- Departure procedure;
+- Initially cleared altitude;
+- Assigned SSR code
+
+GMC shall obtain a full readback of the clearance. If the pilot does not report the current ATIS letter on first contact, GMC shall pass the current ATIS letter and QNH.
+
+!!! example
+    **Pilot**: "Doha Ground, good evening, QQE990, Gulfstream 650ER, stand A6, clearance to Miami, with information W on board."
+
+    **Controller**: "QQE990, information W correct, cleared to Nice via the PATOM3N departure, climb via the SID altitude 5000ft, squawk 2613."
+
+    **Pilot**: "Cleared to Nice, PATOM3N departure, climb via the SID altitude 5000ft, squawk 2613."
+
+    **Controller**: "QQE990, readback correct, QNH 1004, report ready for pushback."
+
+### 2.2.3 Datalink clearance (DCL)
+Aircraft clearance may also be delivered by DCL. This type of clearance reduces controller workload and frequency congestion. For suitably equipped aircraft, this will be through the ACARS system on board the aircraft.
+
+!!! info
+    Controllers shall ensure that DCL is available to be used at all times.
+
+### 2.2.4 Aircraft requiring a reroute
+Aircraft requiring a reroute shall not be given a DCL. Instead, a voice clearance must be used. This shall be communicated by ACARS datalink message or on frequency.
+
+### 2.2.5 Voice clearance
+Aircraft requesting clearance via voice shall be given a voice clearance as per the format in 2.2.2.
+
+## 2.3 Departure Procedures
+### 2.3.1 RNAV Standard instrument departures
+Doha primarily uses RNAV standard instrument departures (SIDs) and is the preferred departure type for IFR aircraft. Departing aircraft shall be assigned an appropriate RNAV departure according to the first fix in the flight plan and runways in use. 
+
+Doha RNAV Standard Instrument Departures (SIDs) operate independently from those at Hamad. Both airports conduct simultaneous departures.
+
+SIDs which have an identifier ending in **S** are valid for **runway 15**. SIDs which have an identifier ending in **N** are valid for **runway 33**. All departures from **runway 15** have an initial climb of **6,000 feet**. In contrast, most departures from **runway 33** have an initial climb of **5,000 feet**, except for the **DATRI1N** and **ULIKA1N** procedures, which are set at **6,000 feet**.
+
+All IFR departures shall be instructed to contact Doha Approach (West) once airborne.
+
+| First Fix |    15   |    33   |
+|:---------:|:-------:|:-------:|
+|   ALSEM   |    3S   |    3N   |
+|   ALVEN   |    3S   |    3N   |
+|   DATRI   |    1S   |    1N   |
+|   KUPRO   |    1S   |    1N   |
+|   LUBET   |    2S   |    2N   |
+|   PATOM   |    3S   |    3N   |
+|   TULUB   |    2S   |    2N   |
+|   ULIKA   |    1S   |    1N   |
+|   VAXIN   |    3S   |    3N   |
+<figure markdown>
+  <figcaption>Table 2-1: RNAV SIDs</figcaption>
+</figure>
+
+### 2.3.2 Radar vectors departure
+The radar departure procedure shall be used when aircraft are unable to accept an RNAV departure, such as one with outdated nav data. Whereas RNAV departures follow a prescribed track until leaving the Doha Approach airspace, radar departures are given radar vectors to the first fix.
+
+A radar departure clearance shall contain the following information:
+
+- Callsign;
+- Destination;
+- Departure instructions;
+- Initial climb;
+- Assigned SSR code
+
+Aircraft on a radar vectors departure shall have the text VCTRS inserted to the scratchpad section of their entry on the departure list.
+
+All radar vectors departures shall be instructed to contact Doha Approach (West) once airborne.
+
+!!! example
+    **Pilot**: "Doha Ground, good evening, TCM1TM, Airbus A320, stand A15, clearance to Jeddah, unable RNAV, with information Z on board."
+
+    **Controller**: "TCM1TM, information Z correct, cleared to Jeddah, fly runway heading, expect radar vectors after departure, maintain altitude 2000ft, squawk 2610."
+
+    **Pilot**: "Cleared to Jeddah, fly runway heading, expect radar vectors after departure, maintain altitude 2000ft, squawk 2610."
+
+    **Controller**: "TCM1TM, readback correct, QNH 1014, report ready for pushback."
+
+## 2.4 Rerouting aircraft
+An aircraft shall be issued a reroute by GMC if the pilot’s route doesn’t comply with the standard routes laid out in Table 2-2. 
+
+Several routing restrictions exist within Qatari airspace and are detailed in the Qatari Route Manual which must be complied with when issuing a departure clearance. 
+
+If an aircraft requires a reroute, they shall be informed of such as soon as they have connected to the network by private message or on frequency. The use of “.rte" and “.rtef" aliases are encouraged.
+
+The Arabian vACC Operations Department maintains an up-to-date route database on SimBrief. These routes can be accessed by selecting the "User Submitted Routes" option, highlighted in purple, when planning a flight.
+
+!!! example
+    **Controller**: "QQE650, cleared to Dubai, runway 15 via ALSEM3S, ALSEM - L305 - ITBUL, flight planned route. Climb via the SID altitude 6000ft, squawk 2612."
+
+<table><thead>
+  <tr>
+    <th>Destination</th>
+    <th>Level Restrictions</th>
+    <th>Routing</th>
+  </tr></thead>
+<tbody>
+  <tr>
+    <td>Tehran FIR Northbound</td>
+    <td>-</td>
+    <td>DAVMO M318 GABKO</td>
+  </tr>
+</tbody></table>
+<figure markdown>
+  <figcaption>Table 2-2: Standard routes</figcaption>
+</figure>
+
+## 2.5 Requested cruising level
+### 2.5.1 Level restrictions
+Aircraft routes out of the aerodrome must comply with all routing and level restrictions as described in section 3.1 of Arabian MATS P1, Arabian Route Manual and Table 2-2. This is based on direction and type of flight. 
+
+Should an aircraft file an invalid cruise level, GMP shall advise the aircraft of this when delivering the clearance. In all cases, the next lowest valid cruise level shall be assigned, and the aircraft advised.
+
+## 2.6 Delay mitigation
+### 2.6.1 Target off-block time (TOBT)
+When A-CDM procedures are active, pilots must report their confirmed TOBT on vacdm.vatsim.me, which is then displayed in the controller's client on the departure list. A fully green time indicates a confirmed TOBT. If a pilot has not confirmed their TOBT, the controller should request it on frequency and update the departure list accordingly.
+
+The TOBT system allows aircraft to push back, taxi to the runway holding point, and depart on schedule without extended delays in the departure queue. If an aircraft reports ready for pushback before its assigned TOBT, it will be instructed to hold position and will be given its place in the pushback sequence, unless aerodrome conditions permit and a slot is available. If an aircraft is cleared for push and start but does not begin pushing within 2-5 minutes, the pushback clearance is canceled, and a new TOBT is assigned.
+
+!!! example
+    **Controller**: "QQE101, hold position. Number 2 for startup, expect pushback at time 45."
+
+## 2.7 Runway change procedure
+Runway changes must be coordinated between Doha APP, Doha AIR, and Hamad AIR due to the interdependencies outlined in section 3.2. AIR must give GMC sufficient notice before altering the runway configuration. 
+
+Coordination between AIR, GMP, GMC, and approach/departure is required for the final departure using the previous configuration. 
+
+Aircraft already cleared for departure under the old configuration must be re-cleared if they have not yet requested pushback.