Introduction
The addition of the Drag & Pushback and Drag & Taxi features gives ground controllers more control over aircraft movement at their airports. While these tools boost realism and help standardize ground flow, they can also cause chaos if used without a plan. This tutorial will walk through how to manage ground traffic more efficiently and reduce conflicts between departures and arrivals.
Planning
ATC Officers understand the importance of planning when opening a radar frequency. Now, that same level of preparation is just as important for all controllers when managing ground operations.
Step One - Runway Configurations
Step One - Runway Configurations:
Before you can plan your pushback and taxi routing, you need to determine your runway configuration. In most cases, the most efficient choice is to mirror the configuration the airport uses in real life. Standard operating procedures (SOPs) are designed with efficiency and safety in mind, so following real-world runway usage usually means the hard decisions have already been made for you.
Note: Traffic in Infinite Flight can exceed real-world levels. When this happens, you may need to prioritize flow over realism and open more runways than would typically be used.
Here are a few helpful resources for checking real-world runway configurations:
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D-ATIS (United States): My go-to tool. You can view the live ATIS that airports are broadcasting in real time, including any taxiway closures. This site is limited to busier U.S. airports.
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D-ATIS (Global): This site lets you view the D-ATIS for a wider range of airports around the world.
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Live ATC: Great for listening to live ATIS audio and tower communications. Coverage includes many airports outside the U.S., though availability depends on airport participation.
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Flightradar24 (also available as an app): Useful both here and later when we get into taxi routing. You can scroll through airport activity over time to see which runways were in use for departures and arrivals.
Step Two - Pushback Routing
Step Two - Pushback Routing:
Now that you’ve chosen your runway configuration, it’s time to plan your pushbacks. For most gates, this is straightforward: give the aircraft a clear direction with minimal turning and a short push distance to get them rolling.
Not every gate is that simple, though. Some need extra routing to maintain safe spacing around obstacles like buildings. KSMF is a prime example. I’ll show how it works later on.
At airports with gates tucked into alleyways, you’ll use a push and pull method. First, you push the aircraft out from the gate. Then, you pull it forward to a marked start line where it can taxi under its own power. I’ll include a picture of KLAX’s start line below.
Note: The push and pull technique adds realism but isn’t always ideal during peak traffic. It’s a two-step process, and some pilots may skip the pull phase if they’re unfamiliar with it. If you use this method, keep an eye out.
KLAX Start Line:
Step Three - Standard Taxiway Routing
Step Three - Standard Taxiway Routing:
The last phase of planning is understanding the standard taxiway routing you’ll use. This is where Flightradar24 comes in handy. Each airport is different, and when I control ground, I try to follow the real-life routing whenever possible.
At many airports, you’ll notice that taxiways are designed to flow in one direction to help separate departures and arrivals. This helps reduce conflicts and keeps everything moving. A good example is KJFK, where ground traffic typically keeps to the right, similar to driving. In setups like this, the main thing you’ll need to manage is intersections. Use give-way commands to prevent conflicts when paths cross.
Other airports separate taxiways based on runways. At KSFO, for instance, traffic using Runways 1L and 1R is often routed this way to improve flow. You’ll also find airports where taxiways loop around terminals. In these cases, aircraft enter the loop from one side and exit from the other, like at KSEA. Some layouts are even designed to eliminate runway crossings entirely, as you’ll see at LTFM. Finally, a few airports don’t have a set routing direction. These use traffic-based routes instead, which allow aircraft to push back directly onto nearby taxiways. These setups can work well, but they require a bit more awareness from the controller.
Even if realism isn’t your top priority, a few key guidelines can help you build effective routes for any airport:
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Don’t just send the auto-generated route. These are based on the shortest path to the runway, but they often include sharp turns or awkward crossings. They’re a decent starting point, but you’ll usually need to clean them up.
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Minimize small turns. Long straight lines and wider curves keep things moving and reduce chances of error. Lots of tiny turns slow everyone down and increase the chance of conflicts.
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Keep runway crossings straight and quick. The less time an aircraft spends on a runway, the better.
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Avoid crossing on high-speed exits. These should be left open for arriving aircraft to exit safely and efficiently.
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Use intersection departures when it makes sense. Most aircraft don’t need the full runway length. Using intersections can shorten taxi time and reduce congestion. It also lets multiple planes line up at once if traffic is heavy.
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Keep some progressive taxi instructions in your toolbox. Commands like “follow the aircraft ahead” are useful for giving way or making minor adjustments, especially if a pilot misses a turn. Progressive taxi can also help guide aircraft heading to parking at their discretion when there’s a potential conflict. Just remember to release them back to taxi at their discretion once the conflict is clear.
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Stick to a clear pattern. Once you decide on a routing strategy, stay consistent. This helps you anticipate where traffic might conflict and allows the rest of the flow to manage itself with minimal oversight.
Pushback Examples
Below are some common scenarios for using the Drag & Pushback feature. As a reminder, the drag function only works when an aircraft’s engines are off. If the engines are running, it will default to the taxi menu instead. In that case, using standard tail directions is a good alternative.
Standard Pushback
Standard Pushback:
Here’s an example of a standard pushback. It’s short, simple, and efficient. This one was taken at KATL.
Object Avoidance
Object Avoidance:
Sometimes a standard pushback isn’t possible due to 3D objects like buildings or limited pavement space. In those cases, you may need to extend the aircraft’s route to make their initial taxi easier. Here’s an example from KSMF to use as a visual reference.
Alley Avoidance
Alley Avoidance:
This is a preferential scenario. At airports with alleyways, aircraft are typically pulled to a designated start point because taxiing under their own power inside the alley is restricted to prevent jet blast hazards. While jet blast isn’t simulated in Infinite Flight, if you’re aiming for realism, it’s best to avoid pushing aircraft into alleyways when possible. In this example at EKCH, pushing with the tail to the east puts the aircraft into an alleyway, but pushing to the west avoids it. You’ll also notice there are no start points on the pavement here, reinforcing the expectation that aircraft should push back and route around instead.
Push & Pull
Push & Pull:
This is a preferential scenario. At many airports, aircraft parked in alleyways are pulled to a designated start point because ground procedures generally don’t allow them to taxi under their own power in those tight areas. The aim is to reduce the risk of jet blast. But some airports have longer alleyways where pushing in the opposite direction isn’t practical. In those cases, a marked line on the pavement shows where aircraft can begin taxiing on their own, usually once the nose gear crosses it.
The push and pull method involves two steps. First, drag the aircraft icon to the end of the alley where the start point is located.
Next, zoom in and drag in the opposite direction of the aircraft’s nose to position it where you want the pushback to end.
Here’s what it looks like from the tower’s perspective:
Taxi Examples
Below are some common scenarios when using the Drag & Taxi feature. Remember, this only works if the aircraft’s engines are on. If the engines are off, you’ll be limited to pushback mode. A simple way to get the engines started is to issue a generic taxi instruction first, then follow up with the specific routing once they’re running.
One-Way Taxiways
One-Way Taxiways:
At airports with parallel taxiways, it’s common to assign each one a specific direction to keep traffic moving smoothly. At KJFK, for example, the inner taxiway usually runs clockwise, while the outer runs counterclockwise. In practice, aircraft follow the right side of the “road,” similar to how vehicles drive in the U.S.
Runway-Based Route
Runway-Based Route:
Some airports with parallel taxiways separate their use based on the runway an aircraft is assigned to. This is common when traffic flows in a single direction. At KSFO, for example, the inner taxiway on the south side is typically used by aircraft heading to Runway 1R, while the outer taxiway is used for those going to 1L. This setup allows traffic bound for 1R to pass aircraft waiting for 1L without causing delays.
Terminal Loop
Terminal Loop:
Some airports have a taxiway that loops around the terminal. In these cases, the most efficient way to handle traffic is to use one end of the loop for entry and the other for exit. This keeps aircraft moving in a single direction. While it may lead to slightly longer taxi times, that’s a better tradeoff than having aircraft face off head-on with no way around each other.
Runway Loop
Runway Loop:
Some airports have taxiways that curve behind runways to reduce the need for runway crossings. This can improve efficiency, especially when traffic is heavy. While it may seem like a longer taxi route, it often saves time by avoiding runway hold delays and preserving taxiway space.
Complicated Networks
Complicated Networks:
Some airports, like KBOS, have a large number of runways and taxiways, offering a wide range of routing options. While that flexibility can be helpful, it often makes it harder to establish a consistent traffic pattern. In these situations, careful route planning is essential to keep aircraft moving efficiently. Below, you’ll see one example of an efficient route and one that’s less so.
Efficient:
Less Efficient:
Both of these routes are very similar, but the less efficient one was auto-generated. In that version, there are more turns, and the biggest red flag is that the aircraft enters Runway 33L only to exit it right away. This adds unnecessary complexity and can cause delays. That’s why it’s important to review and edit the auto-generated route when needed.
Closing Remarks
Thanks for reading through this tutorial. I wanted to keep it focused on general scenarios. If you’re looking for more airport-specific procedures, I’d suggest checking out other tutorials or even creating one if you know the airport well. It would be great to build a solid ATC library covering lots of airports and help us all operate more consistently.
Big thanks to @Hornet11, @Metier, and @Pandalife518 for helping me with the examples. I couldn’t have done it without you guys.
