Standard Operating Procedures (SOPs) for Doha Hamad (OTHH) · 2020. 5. 20. · It replaced the...

OTHH_SOPs_rev.2.0.docx

GULF REGION DIVISION of IVAO (XGCC)

Rev. 2.0 maggio 20, 2020

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Standard Operating Procedures

(SOPs)

for

Doha Hamad (OTHH)



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Index

1. FOREWORD ................................................................................................. 4

2. ATC UNITS .................................................................................................. 4

3. RECOMMENDATIONS ...................................................................................... 5

3.1. CONFLICTS OPTIONS ....................................................................................................... 5

3.2. USE OF OCA .......................................................................................................................... 5

3.3. USE OF TAGS ................................................................................................................ 5

3.4. TRANSITION ALTITUDE/LEVEL ............................................................................................ 5

3.5. SEMI-CIRCULAR FLIGHT LEVEL RULE ..................................................................................... 6

4. ATC POLICY ................................................................................................ 7

4.1. APPROACH POLICY ......................................................................................................... 7

4.2. AERODROME POLICY ....................................................................................................... 7

5. AREA OF RESPONSIBILITY ATC ........................................................................... 8

5.1. AREA OF RESPONSIBILITY OF APPROACH CONTROLLERS ............................................................... 8

5.2. AREA OF RESPONSIBILITY OF TOWER CONTROLLER ................................................................... 10

5.3. AREA OF RESPONSIBILITY OF GROUND CONTROLLER ................................................................. 12

6. DELIVERY OPERATIONS .................................................................................. 13

6.1. CLEARANCE ............................................................................................................... 13

6.2. SSR CODE ........................................................................................................................... 13

7. GROUND OPERATIONS ................................................................................... 14

7.1. PREFERENTIAL SELECTION OF RUNWAY ................................................................................ 14

7.2. PARKING AREAS AND STAND FOR AIRLINES ............................................................................. 14

7.3. PUSHBACK AND START-UP OPERATIONS ............................................................................... 14

7.4. LVPS TAXIWAY OPERATIONS ............................................................................................ 15

8. TOWER OPERATIONS ..................................................................................... 16

8.1. HANDOFF BETWEEN GND AND TWR ..................................................................................... 16

8.2. TAKEOFF AND LANDING CLEARANCE ................................................................................... 16

8.3. TRAFFIC PATTERN ........................................................................................................ 16

8.3.1. ENTRY AND EXIT FROM TRAFFIC PATTERN VFRS ON OTHH .......................................... 16

8.3.2. ENTRY AND EXIT FROM TRAFFIC PATTERN VFRS ON OTBD .......................................... 16

9. APPROACH OPERATIONS ................................................................................. 17



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9.1. OUTBOUND PROCEDURES .......................................................................... 17

9.2. INBOUND PROCEDURES ............................................................................. 17

9.2.1. INTERMEDIATE APPROACH ........................................................................................ 18

9.2.2. FINAL APPROACH .................................................................................................. 19

10. LOW VISIBILITY PROCEDURES (LVPS) ................................................................ 19

11. LOA AND CHARTS ...................................................................................... 20

11.1. LOA ........................................................................................................................ 20

11.2. CHARTS .................................................................................................................... 20



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1. FOREWORD

Hamad International Airport (IATA: DOH, ICAO: OTHH) is the international airport for Doha, the

capital city of Qatar. It replaced the former Doha International Airport as Qatar's airport.

Formerly known as New Doha International Airport (NDIA), Hamad International Airport was

originally scheduled to open in 2009, but after a series of costly delays, the airport finally opened on

April 30, 2014 with a ceremonial Qatar Airways flight landing from Doha International. National

carrier Qatar Airways and all other carriers formally relocated to the new airport on May 27, 2014.

Doha International Airport (IATA: DOH, ICAO: OTBD) was an airport in Doha, Qatar. It was Qatar's

commercial airport until Hamad International Airport opened on 30 April 2014. It featured 60 check-

in counters, 42 parking bays for aircraft and 8 baggage claim belts. All scheduled commercial air

traffic serving this airport moved to the new Hamad International Airport on 27 May 2014. The new

airport is located 4 kilometres (2.5 mi) east of the former facility.

2. ATC UNITS

The following positions are available for use at Doha Hamad OTHH:

Position IvAc Callsign Radio Callsign Frequency Vertical limits

ARR R OTHH_R_APP Doha Radar 121.100 From boundaries1 to FL245 / Class A

ARR OTHH_APP Doha Approach 119.725 From boundaries1 to FL145 / Class C

FIN OTHH_F_APP Doha Director 119.400 From SFC to 4500 ft / Class C

AIR W OTHH_W_TWR Hamad Tower 118.025 From SFC to 2500 ft, responsible for

34L/16R / Class D

AIR E OTHH_E_TWR Hamad Tower 118.525 From SFC to 2500 ft, responsible for

34R/16L / Class D

GMC W OTHH_W_GND Hamad Ground 121.675 Responsible for movements to west from

T2

GMC E OTHH_E_GND Hamad Ground 120.225 Responsible for movements to east from

T3

GMP OTHH_DEL Hamad Delivery 120.875 n.a.

1see below boundaries in the charts

The following positions are available for use at Doha Intl airport OTBD:

Position IvAcCallsign Radio Callsign Frequency Vertical limits

AIR OTBD_TWR Doha Tower 118.900 From SFC to 1500 ft / Class D

GMC OTBD_GND Doha Ground 121.925 n.a.

1see below boundaries in the charts



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3. RECOMMENDATIONS

3.1. CONFLICTS OPTIONS

It is recommended to select with Conflict Options to these values:

• _GND: 4nm/800ft;

• _TWR: 4nm/800ft;

• _APP: 6nm/800ft

3.2. USE OF OCA

It is recommended using OCA to note on radar screen important information about coordination

such as frequencies, turbulence reports, speed, ect.

3.3. USE OF TAGS

In aircraft labels assigned flight level should always be updated.

For waypoint tags we recommend the following use:

• When cleared to standard arrival routes (as per Chapter 9.2) the approach controller will

insert the last two letters of the ICAO destination code for aircraft with destination OTxx

(e.g. HH, BD).

• The Approach controller, in according to arrival program, will insert which runway will be use

for landing (e.g. HH-L for Hamad 34L or 16L; HH-R for Hamad 34R or 16R; BD-33 for Doha

(30; BD-15 for Doha 15).

• Only for “direct” to waypoints outside of own sector or out of standard arrival routes the

first three letter of the assigned FIX or navaid will be inserted, or the first three letter of the

fix and the last of the destination for arrival traffic (e.g. DOH-HH).

• For departing traffic DEL/GND/TWR will insert only the initial climb and SID in the following

format: XXX YY (e.g. SID ALSEM 1E, will be inserted ALS 1E).

• We suggest not using tags such as FPL RTE, FP ect. which do not provide any useful

information to other units and keep ATCs busy in adding them or removing them.

3.4. TRANSITION ALTITUDE/LEVEL

The transition altitude is always 13000 ft.

The transition level is always 150.



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3.5. SEMI-CIRCULAR FLIGHT LEVEL RULE

The Doha semi-circular flight level rule is conform to ICAO Doc 8168 - OPS, Volume 1, Part III, Section

1, Chapter 4, so the controller could check if the pilot send a flight plan conform with following table:

RVSM

(East-West)

180°-359°

(West)

000°-179°

(East)

IFR VFR IFR VFR

1500 ft

2500 ft 3500 ft

4000 ft 4500 ft 5000 ft 5500 ft

6000 ft 6500 ft 7000 ft 7500 ft

8000 ft 8500 ft 9000 ft 9500 ft

10000 ft 10500 ft 11000 ft 11500 ft

12000 ft 12500 ft 13000 ft

NO

T A

VA

ILA

BL

E F

OR

VF

R T

RA

FF

IC

N

OT

AV

AIL

AB

LE

FO

R V

FR

TR

AF

FIC

FL 150

FL 160 FL 170

FL 180 FL 190

FL 200 FL 210

FL 220 FL 230

FL 240 FL 250

FL 260 FL 270

FL 280 FL 290

RVSM RVSM

FL 300 FL 310

FL 320 FL 330

FL 340 FL 350

FL 360 FL 370

FL 380 FL 390

FL 400 FL 410

CVSM CVSM

FL 430 FL 450

FL 470 FL 490



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4. ATC POLICY

4.1. APPROACH POLICY

ARR R (OTHH_R_APP) is known as the ‘’master’’ position and must be the first position to be opened.

ARR R will provide full Approach/Departure coverage from every direction if no other _APP positions

open.

FIN (OTHH_F_APP) is the next _APP position to be opened. When online, it will carry out the

functions of the FIN controller. A Tower position must be online before FIN can be opened. If the

_TWR becomes offline, the FIN position must also be disconnected within 10 minutes. During this

time, the FIN will assume responsibility of Aerodrome control.

ARR is the last _APP position that can be opened, however can be opened only some special cases

and allowed by UAE staff. A Tower position must also be online before ARR can be opened. If the

TWR becomes offline, the ARR R position must also be disconnected within 10 minutes. During this

time, the FIN position will assume responsibility of Aerodrome control.

Checklist:

-ARR R and AIR online = FIN can be opened

-ARR R, AIR and FIN online = ARR can be opened.

4.2. AERODROME POLICY

Tower: AIR E (OTHH_E_TWR) is the “master “position and must be the first TWR position to be

opened. AIR W (OTHH_W_TWR) can be open only if the AIR E, GMC W is online, and when in some

special cases such as event allowed by UAE staff. If the AIR E, GMC W becomes offline, the AIR W

position must also be disconnected or reconnect as AIR E or GMC W within 10 minutes.

Ground: GMC W (OTHH_W_GND) is the “master “position and must be the first GND position to be

opened. GMC E (OTHH_E_GND) can be open only if the GMC W is online. If the GMC W becomes

offline, the GMC E position must also be disconnected or reconnect as GMC W within 10 minutes.

Delivery: Only 1 DEL position is allowed and it’s without restrictions.



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5. AREA OF RESPONSIBILITY ATC

5.1. AREA OF RESPONSIBILITY OF APPROACH CONTROLLERS.

The area of responsibility for Doha Radar (OTHH_R_APP) up to FL245



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The area of responsibility for Doha Approach (OTHH_APP) up to FL145



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5.2. AREA OF RESPONSIBILITY OF TOWER CONTROLLER.

OTHH_E_TWR is the MAIN Tower position and when OTHH_W_TWR is not active responsible for all

Runways. If OTHH_W_TWR is active OMDB_E_TWR only is responsible for RWY 34R/16L and

OTHH_W_TWR for Runway 34L/16R. OTHH_W_TWR position can only be opened only ome cases

allowed by UAE staff!

(HAMAD TOWER IS NOT RESPONSIBLE FOR DOHA AIRPORT MOVEMENT AT ANY TIME!)



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Normal situation

Special situation



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5.3. AREA OF RESPONSIBILITY OF GROUND CONTROLLER.

GMC W (OTHH_W_GND) is responsible for all ground movements on taxiways and aircraft at the

gate. In some special cases allowed by UAE staff can be opened GMC E (OTHH_E_GND). GMC W/E

should transfer traffic at the holding point to the TWR controller.



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6. DELIVERY OPERATIONS

6.1. CLEARANCE

Both VFR and IFR traffic need Clearance to departure from Hamad or Doha airports. Normally this

Clearance will be given by Delivery controller for Hamad, and by Ground controller for Doha. In case

of absence of Delivery controller, the Clearance will be given by first controller available. A Clearance

shall include the following items:

• Aircraft identification;

• Clearance limit;

• Route;

• Level limits (initial climb 3000ft at OTHH and 4000ft at OTBD) or change of levels;

• Squawk (assigned code).

Here you can see some example of Clearance:

• Example of Departure clearance for IFR with SID: “Qatari XXX, cleared to Amsterdam, via

PATOM one Zulu, sq. 2673”.

• Example of Departure clearance for IFR without SID: “Qatari XXX, cleared to Kuwait, runway

heading till 3000 feet, sq. 2606”.

• Example of Departure clearance for VFR: “A6-EFT, cleared VFR to Sharjah, not above altitude

1,500 feet, VFR, squawk 7101”.

6.2. SSR CODE

SSR codes:

International flights 2601-2677

Domestic flights 6101-6177

Local flight / VFR 6001-6077

Military 0601-0677



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7. GROUND OPERATIONS

7.1. PREFERENTIAL SELECTION OF RUNWAY

There are two possible configurations for OTHH and OTBD. Either 34 or 16 for OTHH and 33 or 15 for

OTBD. The configurations refers to the landing direction in use. Normally the configuration 34 Hamad

and 33 Doha is preferred due to the directions of wind. Most times we have wind from North west

directions. Both 34R and 34L are used for arriving and departing traffic. Otherwise 16 and 15 are

opened. Different runway configurations between OTHH and OTBD is strictly forbidden. The 34 and 33

configuration is recommended with max tailwind component up to 5kts. In this case a PIREP (Pilot

Report) is requested whenever possible and it is mandatory to report it in the ATIS rmks (TAILWIND

REPORTED ON FINAL



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7.4. LVPS TAXIWAY OPERATIONS

Low Visibility Procedures (LVP) will be instituted in a phase approach manner at HAMAD

INTERNATIONAL airport whenever the official meteorological visibility condition is 2000 M or less, or

whenever the cloud base is 1000 FT or less, or whenever conditions are such that all of the

maneuvering area cannot be seen from the control tower.

The procedures will ensure protection of the ILS localizer and glide path signals to ILS CAT III limits,

provide an effective surface movement guidance and control system, and ensure a safe ground

environment for aircraft and vehicles.

LVP will not normally be introduced for aircraft carrying out practice CAT II or CAT III approaches

although a request may be made to ATC for ILS signal protection.

In this situation all pilots pay attention to movement by ATC instructions



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8. TOWER OPERATIONS

8.1. HANDOFF BETWEEN GND AND TWR

Before to reach an holding point the pilot should contact tower controller in order to request

departure clearance.

8.2. TAKEOFF AND LANDING CLEARANCE

In case OTBD_TWR is online, his controller must coordinate about departures with OTHH_E_TWR or

OTHH_W_TWR. If there aren’t OTHH twr online, OTBD twr controller must coordinate about

departures with OTHH_R_APP.

a) Landing Clearance Phraseology

• "(Call sign) (traffic information e.g. aircraft type & vacating point), wind (direction (.)

/ speed (knots)) Runway (number) cleared to land"

• "(Call sign) (traffic information e.g. aircraft type departing ahead), wind (direction (.)

/ speed (knots)), Runway (number) cleared to land"

b) Departing Clearance Phraseology

• "(Call sign) (traffic information e.g. aircraft type departing ahead), wind (direction (.)

/speed (knots)), Runway (number) cleared for take‐off"

8.3. TRAFFIC PATTERN

8.3.1. ENTRY AND EXIT FROM TRAFFIC PATTERN VFRS ON OTHH Traffic patterns should be done in according to ATC instructions.

8.3.2. ENTRY AND EXIT FROM TRAFFIC PATTERN VFRS ON OTBD Special notes on VFR traffic departing from OTBD

VFR departures from OTBD - RWY 15 are independent from OTHH IFR traffic on

the provison that the VFR traffic climbs straight ahead to 700 FT, turns to the

west before the upwind end of OTBD RWY 15. The VFR departure will state if it

is unable to adhere to this route and will therefore be treated as per OTBD IFR

departure.

VFR departures from OTBD - RWY 33 are independent from OTHH IFR traffic on

the provison that the VFR traffic climbs straight ahead to 700 FT, turns to the

west and remains south of OTP45. The VFR departure will state if it is unable to

adhere to this route and will therefore be treated as per OTBD IFR departure.



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9. APPROACH OPERATIONS

9.1. OUTBOUND PROCEDURES

For all configurations, the departures traffic should contact Doha Radar (OTHH_R_APP).

They have no contact with Doha director (OTHH_F_APP) or Doha approach (OTHH_APP).

Aircraft should be transferred by ADC to the ARR sector when passing 1000’ MSL.

Departures will not normally be climbed above 3000ft until they have established a positive contact

with ARR and, once in contact with appropriate ARR, not above altitude 13000’ until in contact with

Bahrain center.

No need of coordination between ADC and ARR if both agree to make good use of the datatag,

including SID.

Aircraft must also be instructed to report their passing altitude (if omitted from the first call) to verify

the Mode C/S readout. (Readout has to be +/- 200ft from the reported altitude).

9.2. INBOUND PROCEDURES

All arrival routes into OTHH (OTBD) are from AFNAN, BAYAN, GINTO. All Arrival routes are RNAV 1

miles.

STARS for OTHH:

RWY 34L RWY 34R

AFNAN 1W AFNAN 1E

BAYAN 1W BAYAN 1E

GINTO 1W GINTO 1E

RWY 16L RWY 16R

AFNAN 1M AFNAN 1C

BAYAN 1M BAYAN 1C

GINTO 1M GINTO 1C

STARS for OTBD:

RWY 33 RWY 15

AFNAN 1N AFNAN 1N

BAYAN 1N BAYAN 1N

GINTO 1N GINTO 1N

The Approach controller must check to have always updated charts.

Holding stacks are normally AFNAN (min 8000’, max FL220, inb 268 Right turn), BAYAN (min 8000’,

max FL240, inb 229 Left turn) and GINTO (min 8000', max FL210, inb 087 Right turn). These are

conditional clearance points: a traffic direct AFNAN or BAYAN or GINTO shall not proceed beyond



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these points without further clearance. Nevertheless always advise if holding or radar vectors are to

be expected.

Aircraft should be informed of the length of delay expected in the hold. If the delay is going to be

over 20 minutes, Expected Approach Time must be passed on to the aircraft.

Aircraft must comply with STAR speed and altitude constraints unless waived from the controller,

e.g. ‘’comply with star speed/no atc speed restrictions’’.

ARR controllers should use minimum clearance altitude of 5000’ if Doha director is online. ARR

should instruct the acft to descend and maintain 5000’ and speed 220kts. Initiate the TRANSFER

when the acft leaves/crosses 6000’.

Verification of MET and Aircraft type Doha Radar has to verify that aircraft are in receipt of the latest ATIS report and are to verify the

aircraft type, including type variants. First contact to Doha director should be callsign only. ARR

controllers have to specify this to the acft during the handoff: e.g. ‘’Qatari 313 contact director on

119.4, callsign only’’. While checking-in with director, the pilot will only say the callsign: e.g.

‘’Director, Qatari 313’’. This is important to keep director’s frequency free from congestion..

9.2.1. INTERMEDIATE APPROACH ARR adopts the role of "Master Arrival" to coordinate and integrate traffic from all directions.

During normal operations, ARR will pass instructions to inbound traffic routeing from arrivals

routed in order to perform integration of the three streams until handover to Doha Director.

Traffic should normally be offered to FIN descending to altitude 5000ft (QNH) at 220kts. If any

non-standard altitudes or speeds are used, FIN should be informed when the aircraft is

transferred. On transfer of control to FIN, controllers should use the phrase "Contact Doha

Director 119,40, callsign only".

Continuous Descent Approach Procedure The aim of a CDA is to provide pilots with ATC assistance necessary for them to achieve a

continuous descent without levelling off between 6000’ MSL and touchdown on landing rwy.

This has significant benefits in terms of noise produced and reduces the amount of fuel that

needs to be used.

The procedure requires specific speeds to be assigned to aircraft and accurate, adequate

range from touchdown information. As a general idea, use the ‘’dist. X 3 times’’: e.g. track

miles to touchdown 25nm = around 7000’ (take a few hundred feet off if the traffic is above

220kts and/or has a noticeable tailwind component).

The CDA procedure should be used for all inbound aircraft to Dubai.

Distance from touchdown should be passed whenever possible on first contact with ARR (if

known) and shall be passed on first contact with FIN.

Speed restrictions:

In according to AIP publication, a pilot inbound should maintain the following speed restrictions:

• 220 KTS: in advanced downwind and base;



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9.2.2. FINAL APPROACH

During normal operation, FIN will pass instructions to inbound traffic routeing in order to perform

integration of the three streams onto the final leg until handover to the Tower. Traffic should normally

be received by FIN descending to altitude 5000ft (QNH) at 220kts. If any nonstandard altitudes or speeds

are used, FIN should have been informed earlier on. Good use of datatag is recommended.

Radar Separation Requirements 1000’ vertical and 5nm horizontal is the standard in the Qatar airspace, with the exception:

The minimum radar separation between aircraft on final to land is 3nm.

It’s paramount that the preceding acft is advised of the following acft and it is required to exit the rwy

expeditiously via the first HST (High Speed Taxiway). So expect to vacate the runway in these following

taxiways:

• 34R: A5 or A9 ;

• 34L: L6 or L9;

• 16R: L5 or L3;

• 16L A7 or A3.

Request of HST exit should be given by the Tower on first contact.

Spacing Requirements The minimum spacing between aircrafts is 3 nm unless vortex separation is higher. Wake turbulence

caution shall ALWAYS be given.

Missed Approach Procedures See charts.

10. LOW VISIBILITY PROCEDURES (LVPS)

See chapter 7.5

When LVP's are in force, pilots can expect that the ILS localizer and glidepath signal are fully protected.

Aft taxying to the rwy are required to stop at the CAT II/III holding point, advise them consequently

and include in the ATIS ‘’LVP IN PROGRESS’’.



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11. LOA AND CHARTS

11.1. LOA

The Letters of agreements are available to download in ae.ivao.aero

11.2. CHARTS

The charts needed to control in Bahrain are available in AE-IVAO website (, or on Civil Aviation Authority

of Qatar

Standard Operating Procedures (SOPs) for Doha Hamad (OTHH) · 2020. 5. 20. · It replaced the...

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