OMDB — DUBAI / INTERNATIONAL

OMDB AD 2.1 AERODROME LOCATION INDICATOR AND NAME

OMDB — DUBAI / INTERNATIONAL

OMDB AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1ARP coordinates and site at AD
251510N 0552152E , On centreline runway 12R / 30L, adjacent landing THR RWY 12R
2Direction and distance from (city)2.5 NM east of Dubai
3Elevation/Reference temperature62 FT / 41° C
4Geoid undulation at AD ELEV PSN-112 FT
5MAG VAR/Annual change2° E (2018) / +0.05°
6AD Administration, address, telephone, telefax, telex, AFS
Post:THE CHAIRMAN
Dubai Airports Company
P.O. BOX 2525
DUBAI
UNITED ARAB EMIRATES

AIRPORT OPERATIONS CONTROL CENTRE
Tel:+971 4 504216 50002727
Fax:+971 4 224 4074
Email:aocchh@dubaiairportsemirates.aecom
SITA:DXBADXH
7Types of traffic permitted (IFR/VFR)IFR / VFR
8RemarksOMDB operates as an IATA level 3 slot coordinated airport. No operator shall operate to or from OMDB without first obtaining an allocated slot from Airport Coordination Limited (ACL) and subject to landing permission from the DCAA. Schedules should be sent in IATA SSIM format to ACL in the time scales specified by the IATA schedules calendar to the address below: Email: slots@acl-international.com Fax: +44 (0) 208 564 0691NIL

OMDB AD 2.3 OPERATIONAL HOURS

1AD AdministrationH24
2Customs and ImmigrationH24
3Health and SanitationH24
4AIS Briefing OfficeH24
5ATS Reporting OfficeH24
6MET Briefing OfficeH24
7Air Traffic ServicesH24
8FuellingH24
9HandlingH24
10SecurityH24
11De-icingNIL
12RemarksNIL

OMDB AD 2.4 HANDLING SERVICES AND FACILITIES

1Cargo-handling facilitiesComplete semi - automatic facilities
2Fuel/oil typesFuel: AVGAS-100LL: Air BP,
Jet A1: Emojet, Eppco, Shell, Air BP
Oil: All grades: Shell & Emojet
3Fuelling facilities/capacityAll stands served by hydrants or bowser
4De-icing facilitiesNIL
5Hangar space available for visiting aircraftNIL
6Repair facilities for visiting aircraftEmirates Airlines by arrangement
7RemarksFor AVGAS: Minimum 24 hours notice required (48 hours preferred). Minimum 200 litres, larger quantities should be in multiples of 200 litres. Quantity needs to be communicated upon initial request.
Contact airbpoutofhours@bp.com / Tel: +971 50 453 6032
Flight crew of airlines other than Emirates and Fly Dubai are required to contact DNATA load control on 131.600 MHz to pass fuel figures for departure.

OMDB AD 2.5 PASSENGER FACILITIES

1HotelsTransit hotel within airport terminal. Hotel accommodation available in Dubai city
2Restaurants24 hour restaurant in terminal building
3TransportationTaxis, buses, metro and rental cars
4Medical facilitiesMedical centre at airport. Hospitals in Dubai city
5Bank and Post OfficesAvailable at airport
6Tourist OfficeAvailable
7RemarksNIL

OMDB AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1Aerodrome category for fire fightingCAT 10
2Rescue equipment6 Major foam appliances and 2 spare for backup and water supply, 1 fire command vehicle, 1 rescue stairs, 1MICC and 2 domestic fire appliances all fitted with various rescue and hydraulic equipment.
3Capability for removal of disabled aircraftEquipment provided through based airline to remove all aircraft sizes up to CAT 10.
4RemarksNIL

OMDB AD 2.7 SEASONAL AVAILABILITY - CLEARING

1Types of clearing equipmentNIL
2Clearance prioritiesNIL
3RemarksAerodrome is available all seasons. There is no requirement for clearing.

OMDB AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1Apron surface and strength

ReferAPRON Table 1 for Apron detailsALPHA: concrete, PCN 85/R/B/W/T

APRON BRAVO: concrete, PCN 66/R/B/W/U

APRON CHARLIE: concrete,
C18 - C47 PCN 80/R/B/X/T
C48 - C64 PCN 85/R/B/W/T

APRON DELTA: concrete, PCN 85/R/B/W/T

APRON ECHO: concrete
E01 - E38 & E43 PCN 80/R/B/X/T
E44, E44L, E44R, E45, E45L & E45R PCN 82/R/B/W/T

APRON FOXTROT: concrete, PCN 67/R/B/W/U

APRON GOLF: concrete, PCN 85/R/B/W/T

APRON HOTEL: concrete, PCN 140/R/A/W/T

APRON QUEBEC: concrete, PCN 80/R/B/W/T

APRON SIERRA: concrete, PCN 85/R/B/W/T

2Taxiway width, surface and strength

Taxilane J: 23 M, asphalt and concrete, PCN 80/F/A/W/U & 85/R/B/W/T

2

Taxilane J1: 25 M, concrete, PCN 80/R/A/W/U

Taxiway width, surface and strength

Refer Table 2 for Taxiway details

Taxilane J2, Taxilane J3: 25 M, asphalt, PCN 80/F/A/W/U

TWY J4: 23 M except between TWY K & TWY Z 25 M, concrete, PCN 85/R/B/W/T

TWY J5: 25 M, concrete, PCN 85/R/B/W/T

TWY K: 25 M, asphalt and concrete, PCN 120/F/A/W/T & PCN 80/R/A/W/U

TWY K1 to TWY K15 except below :25 M,asphalt, PCN 80/F/A/W/U

TWY K3 to TWY K5: 25 M, asphalt and concrete , PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY K9: 25 M, asphalt, PCN 72/F/B/W/T

TWY K10: 25 M, asphalt, PCN 120/F/A/W/T

TWY K11: 25 M, asphalt, PCN 112/F/A/W/T

TWY K12: 25 M, asphalt, PCN 94/F/A/W/T

TWY K15A: 25 M, asphalt and concrete, PCN 72/F/B/W/T & PCN 85/R/B/W/T

TWY K16: 25 M, asphalt, PCN 80/F/A/W/U

TWY K17: 25 M, asphalt, PCN 120/F/A/W/T

TWY K18: 25 M, asphalt and concrete, PCN 72/F/B/W/T & PCN 85/R/B/W/T

TWY L: 25 M, concrete, PCN 80/R/A/W/U

TWY L1, TWY L2B, TWY L3, TWY L4: 25 M, asphalt, PCN 80/F/A/W/U

TWY M: 25 M, asphalt and concrete, PCN 120/F/A/W/T & 80/R/A/W/U

TWY M1 to TWY M20 except below: 25 M, asphalt, PCN 80/F/A/W/U

TWY M1B, TWY M5B, TWY M13A, TWY M13B, TWY M15A, TWY M15B, TWY M18A, TWY M21: 25 M, asphalt and concrete, PCN 72/F/B/W/T & PCN 85/R/B/W/T

TWY M1C: 25 M, asphalt and concrete, PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY M2: 25 M, asphalt, PCN 102/F/A/W/T

TWY M3A, TWY M5A, TWY M7A: 25 M, asphalt, PCN 72/F/B/W/T

TWY M4: 30 M, asphalt and concrete, PCN 72/F/B/W/T & PCN 85/R/B/W/T

TWY M6, TWY M13, TWY M14A, TWY M14B, TWY M15: 25 M, asphalt and concrete, PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY N to TWY N10 except below: 25 M, asphalt, PCN 80/F/A/W/U

TWY N2: 25 M, asphalt, PCN 88/F/A/W/T

TWY N3: 25 M, asphalt, PCN 80/F/A/W/T

TWY N4: 25 M, asphalt, PCN 89/F/A/W/T

TWY N9: 25 M, asphalt, PCN 120/F/A/W/T

TWY N1A, TWY N3A, TWY N5A: 25 M, asphalt, PCN 72/F/B/W/T

TWY N1B, TWY N1C, TWY N8A, TWY N11, TWY N12: 25 M, asphalt and concrete, PCN 72/F/B/W/T & PCN 85/R/B/W/T

TWY N between TWY N12 and TWY R: 25 M, asphalt and concrete, PCN 72/F/A/W/U & PCN 80/R/A/W/U

TWY P: 25 M, asphalt and concrete, PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY P1 to TWY P9: 25 M, asphalt, PCN 80/F/A/W/U

TWY P2A: 25 M, concrete, PCN 85/R/B/W/T

TWY P4A: 25 M, concrete, PCN 85/R/B/W/T

Taxilane Q: 18 M, concrete, PCN 80/R/A/W/U

TWY R and TWY R1: 25 M, asphalt and concrete, PCN 72/F/B/W/T& 85/R/B/W/T

Taxilane S: 25 M, asphalt and concrete, PCN 72/F/B/W/T & 85/R/B/W/T

Taxilane T: 25 M, asphalt and concrete, PCN 72/F/B/W/T & 85/R/B/W/T

Taxilane U: 25 M, asphalt and concrete, PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY U1, TWY U2: 23 M, asphalt and concrete , PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY U3 to TWY U6: 23 M, asphalt, PCN 80/F/A/W/U

TWY V to TWY V5: 25 M, asphalt, PCN 80/F/A/W/U

Taxilane W, TWY W1: 23 M, asphalt, PCN 80/F/A/W/U

Taxilane Y, TWY Y1: 23 M, asphalt, PCN 80/F/A/W/U

Taxilane Z to TWY Z5 except below: 25 M, asphalt and concrete, PCN 80/F/A/W/U & PCN 80/R/A/W/U

TWY Z1: 25 M, concrete, PCN 80/R/A/W/U

TWY Z6, TWY Z7, TWY Z10, TWY Z11, TWY Z15 to TWY Z17: 25 M, asphalt, PCN 72/F/B/W/T

3Altimeter checkpoint location and elevation

Individual stands serve as altimeter checkpoint locations.
See Parking / Docking charts.

4VOR checkpoints

NIL

5INS checkpoints

See Parking / Docking charts

6Remarks

Maximum speed of 15 KT applied on Taxilanes J, J1, J2, J3, U, W, Y, Z.

Due to general service road crossings of Taxilane J and Taxilane U and the proximity of general service roads to aprons B & F, pilots are required, for added conspicuousness, to switch on nosewheel lights whilst taxiing in these areas. Lights should be switched off prior to entering parking standsbays to avoid dazzling marshallers and / or ground crew.

Aircraft stands listed below range from less than 3.75 M clearance, from the aircraft tail to the apron safety line at the rear of stand:

A1
B15 - B18 including B18L/R
B20 - B27 including B26L/R
C25-C27
C32-C40
C49-C51
C53-C64 (excluding C53L/R, C54L/R, C55L/R)
D10
G1-G21

Although compliant with ICAO requirements they are non‐compliant with GCAA CARS Part IX regulations.

Code F operations is also permitted on Taxilane J1 and section of Taxilane J upto Taxilane J2 with reduced clearance of 47.5m. Maximum speed of 15 KT applies. Pilots to adhere to taxiway centerline.

Visual Docking guidance system not available on stands E9L/R, E10L/R, E11L/R, and E12L/R.
Aircraft stands C51L/C51/C51R, C53L/C53/C53R, C54L/C54/C54R and C55L/C55/C55R are Multi Aircraft Ramp System (MARS).) stands with multiple CL.

Aircraft stands C51L, C51R, C53L, C53R, C54L, C54R, C55L and C55R are for Code C aircraft only with dashed CL.

Aircraft stands C51, C53, C54 and C55 are for Code D/E/F aircraft only with solid CL.
Pilots to use the correct CL when arriving on assigned stand.

Refer Chart OMDB-AD-2-22C

Code F aircraft operations permitted on Taxilane J and Taxilane J1.
Reduced clearance of 7.5 M applies between code E aircraft on Taxilane U and A380 aircraft on Taxilane J.
Reduced clearance of 7.5 M applies between code F aircraft on Taxilane J and objects.
Code F aircraft on Taxilane J shall not pass code E aircraft during pushback onto Taxilane U.
Code E aircraft on Taxilane U shall not pass code F aircraft during pushback onto Taxilane J.
Code E aircraft and code F aircraft not permitted on Taxilane curves at the same time in any direction.
Pilots on Taxilane J and Taxilane U must adhere to CL at all times and must confirm aircraft aligned on CL prior to reporting push back complete.
Due to Jet blast concerns, flight crewAircrew must use minimum power when taxiing in vicinity of Apron areas.

In the event that a code D, E, F aircraft comes to a stop whilst entering a parking stand and breakaway thrust would be required to complete the manoeuvre, crew must hold position and contact ATC for assistance.

Aircraft taxiing via TWY K16 and TWY K17 for departure RWY 30L shall use minimum power due to proximity of Apron H.

Flight crewAircrew to exercise caution for vehicles crossing across Taxilane J3, at ITHP J3B.

TWY J4 link between TaxilaneTWY Z and TWY K operational. Northbound powered aircraft movement is not permitted on this link turning from TaxilaneTWY Z due to jet blast concerns. Pilots to follow ATC instructions.

Apron DesignationSurfacePCNNotes
Table 1: Apron details
ALPHAConcrete85/R/B/W/TAll stands equipped with 3 PLB excluding A1 (2 only)
BRAVOConcrete80/R/B/W/UAll stands equipped with 2 PLB
CHARLIEConcrete80/R/B/X/TC18 to C47
85/R/B/W/TC48 to C64
DELTAConcrete85/R/B/W/TAll stands equipped with 3 PLB excluding D10 (2 only)
ECHOConcrete80/R/B/X/TE01 to E38 & E43
82/R/B/W/TE44 (L/R) and E45 (L/R)
FOXTROTConcrete80/R/B/W/UAll stands equipped with 2 PLB excluding F12, F13 and F18 to F22 which have 3
GOLFConcrete85/R/B/W/T
HOTELConcrete140/R/A/W/T
QUEBECConcrete80/R/B/W/T
SIERRAConcrete85/R/B/W/T
DesignationICAO CodeLength (M)Width (M)Shoulder either side (M)Strip (M) (minimum)SurfacePCN
* Taxilane
Table 2: Taxiway details
J*F349925Asphalt80/F/A/W/U
Concrete85/R/B/W/T
J1*F35725Concrete80/R/A/W/U
J2*F60425Asphalt80/F/A/W/U
J3*F37525Asphalt80/F/A/W/U
J4*E36623Concrete85/R/B/W/T
J5*E48323Concrete85/R/B/W/T
KF7752518115Concrete80/R/A/W/U
F59962518115Asphalt120/F/A/W/T
K1F2532518115Asphalt80/F/A/W/U
K2F3502518115Asphalt80/F/A/W/U
K3F3502518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
K4F3502518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
K5F2532518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
K6F5102518115Asphalt80/F/A/W/U
K7F2872518115Asphalt80/F/A/W/U
K8F3802518115Asphalt80/F/A/W/U
K9F3802518115Asphalt72/F/B/W/T
K10F2882518115Asphalt120/F/A/W/T
K11F2862518115Asphalt112/F/A/W/T
K12F1902518115Asphalt94/F/A/W/T
K13F3802518115Asphalt80/F/A/W/U
K14F2802518115Asphalt80/F/A/W/U
K15F5002518115Asphalt80/F/A/W/U
K15AF1902518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
K16F3102518115Asphalt80/F/A/W/U
K17F3102518115Asphalt120/F/A/W/T
K18F2672518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
LF8292518115Concrete80/R/A/W/U
L1F4582518115Asphalt80/F/A/W/U
L2BF922518115Asphalt80/F/A/W/U
L3F5472518115Asphalt80/F/A/W/U
L4F5432518115Asphalt80/F/A/W/U
MF9502518115Concrete80/R/A/W/U
52702518115Asphalt120/F/A/W/T
M1F3272518115Asphalt80/F/A/W/U
M1AF3272518115Asphalt80/F/A/W/U
M1BF1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M1CF1922518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M2F1922518115Asphalt102/F/A/W/T
M3F3832518115Asphalt80/F/A/W/U
M3AF3842518115Asphalt72/F/B/W/T
M4F1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M5AF1922518115Asphalt72/F/B/W/T
M5BF1502518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M6F3842518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M7AF4532518115Asphalt72/F/B/W/T
M7BF1922518115Asphalt80/F/A/W/U
M8F3852518115Asphalt80/F/A/W/U
M9F4532518115Asphalt80/F/A/W/U
M10AF1922518115Asphalt80/F/A/W/U
M10BF1922518115Asphalt80/F/A/W/U
M11F3972518115Asphalt80/F/A/W/U
M12AF3842518115Asphalt80/F/A/W/U
M12BF3842518115Asphalt80/F/A/W/U
M13F1912518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M13AF1912518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M13BF1912518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M14AF1912518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M14BF1922518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M15F1912518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
M15AF1912518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M15BF1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M16F3842518115Asphalt80/F/A/W/U
M17F1922518115Asphalt80/F/A/W/U
M18F3852518115Asphalt80/F/A/W/U
M18AF1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
M19F1922518115Asphalt80/F/A/W/U
M20F1922518115Asphalt80/F/A/W/U
M21F2692518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
NF44272518115Asphalt80/F/A/W/U
N between
N12 and R
F73.52518115Asphalt72/F/A/W/U
115Concrete80/R/A/W/U
N1F1922518115Asphalt80/F/A/W/U
N1AF1922518115Asphalt72/F/B/W/T
N1BF1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
N1CF1922518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
N2F1922518115Asphalt88/F/A/W/T
N3F3842518115Asphalt88/F/A/W/T
N3AF3842518115Asphalt72/F/B/W/T
N4F1922518115Asphalt89/F/A/W/T
N5F3842518115Asphalt80/F/A/W/U
N5AF3852518115Asphalt72/F/B/W/T
N6F3852518115Asphalt80/F/A/W/U
N7F1932518115Asphalt80/F/A/W/U
N8F3822518115Asphalt80/F/A/W/U
N8AF1932518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
N9F1932518115Asphalt120/F/A/W/T
N10F1932518115Asphalt80/F/A/W/U
N11F1932518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
N12F1932518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
PF7422518115Concrete80/R/A/W/U
F30482518115Asphalt80/F/A/W/U
P1F922518115Asphalt80/F/A/W/U
P2F922518115Asphalt80/F/A/W/U
P3F922518115Asphalt80/F/A/W/U
P4F922518115Asphalt80/F/A/W/U
P5F922518115Asphalt80/F/A/W/U
P6F922518115Asphalt80/F/A/W/U
P7F5192518115Asphalt80/F/A/W/U
P8F922518115Asphalt80/F/A/W/U
P9F5332518115Asphalt80/F/A/W/U
P2AF922518115Concrete85/R/B/W/T
P4AF922518115Concrete85/R/B/W/T
Q*C45618Concrete80/R/A/W/U
RF9662518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
R1F2482518115Asphalt72/F/B/W/T
115Concrete85/R/B/W/T
S*F112425Asphalt72/F/B/W/T
Concrete85/R/B/W/T
T*F38025Asphalt72/F/B/W/T
Concrete85/R/B/W/T
U*E234423Asphalt80/F/A/W/U
Concrete80/R/A/W/U
U1E137231195Asphalt80/F/A/W/U
95Concrete80/R/A/W/U
U2E180231195Asphalt80/F/A/W/U
95Concrete80/R/A/W/U
U3E149231195Asphalt80/F/A/W/U
U4E164231195Asphalt80/F/A/W/U
U5E160231195Asphalt80/F/A/W/U
U6E160231195Asphalt80/F/A/W/U
VF7432518115Asphalt80/F/A/W/U
V1F1202518115Asphalt80/F/A/W/U
V2F952518115Asphalt80/F/A/W/U
V3F952518115Asphalt80/F/A/W/U
V4F952518115Asphalt80/F/A/W/U
V5F1412518115Asphalt80/F/A/W/U
W*E33823Asphalt80/F/A/W/U
W1E90231195Asphalt80/F/A/W/U
Y*E35323Asphalt80/F/A/W/U
Y1E80231195Asphalt80/F/A/W/U
Z*F51492518115Asphalt80/F/A/W/U
115Concrete85/R/B/W/T
Z1*E44423Concrete80/R/A/W/U
Z2F1462518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
Z3F1452518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
Z4F1952518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
Z5F1452518115Asphalt80/F/A/W/U
115Concrete80/R/A/W/U
Z6F1952518115Asphalt72/F/B/W/T
Z7F1952518115Asphalt72/F/B/W/T
Z10F1952518115Asphalt72/F/B/W/T
Z11F1972518115Asphalt72/F/B/W/T
Z15F1952518115Asphalt72/F/B/W/T
Z16F1952518115Asphalt72/F/B/W/T
Z17F1972518115Asphalt72/F/B/W/T

OMDB AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands

See AD 2.23.4

2RWY and TWY markings

RWY 12R/30L: designations, side stripes, pre-THR, displaced THR, transverse stripe, CL, TDZ, aiming point markings.

RWY 12L/30R: designations, side stripes, pre-THR, displaced THR, transverse stripe, CL, TDZ, aiming point markings.

TWY: RET on RWY 12R/30L and RWY 12L/30R have countdown lights at 300 M, 200 M and 100 M. The number of yellowamber lights indicate the number of hundred metres to go.

Taxiways marked with continuous yellow CL, double yellow edge lines and transverse yellow striping on corners and curves.

CAT II / III holding positions
CAT I holding positions
Dashed Yellow ITHP markings

3Stop bars

Standard ICAO markings

4Remarks

See AD 2.23.4

OMDB AD 2.10 AERODROME OBSTACLES

To acquire Area 2 electronic obstacle data, contact details are available in GEN 3.1.6

Electronic obstacle data for Area 3 are not available.

In approach/TKOF areas
Obstacle ID DesignationObstacle typeObstacle PositionElevationLighting Type/ColorRemarks
FOD_MONITORPOLENAVAID251444.5N 0552255.8E53 FTSTDRED/WHITE30R APP
TREETREE251607.4N 0552023.4E57 FTNO30R TOCS
MASTPOLE251427.7N 0552339.6E136 FTNO30R APP / 12L TOCS
30R LOC NFMNAVAID251601.6N 0552045.5E14 FTNO30R TOCS
30R LOCNAVAID251603.1N 0552042.7E21 FTSTD30R TOCS
AERIALANTENNA251605.4N 0552044.2E24 FTNO30R TOCS
HUTBUILDING251604.9N 0552044.9E18 FTSTD30R TOCS
LAMP POSTPOLE251610.5N 0552038.5E28 FTNO30R TOCS
LAMP POSTPOLE251609.01N 0552036.8E29 FTNO30R TOCS
LAMP POSTPOLE251608.7N 0552036.4E29 FTNO30R TOCS
12L LOC FFMNAVAID251603.3N 0552042.3E26 FTNO30R TOCS
APPROACH LIGHTNAVAID251606.7N 0552036.2E27 FTNO30R TOCS
LAMP POSTPOLE251608.4N 0552036.0E30 FTNO30R TOCS
LAMP POSTPOLE251608.0N 0552035.6E31 FTNO30R TOCS
LAMP POSTPOLE251607.6N 0552035.3E31 FTNO30R TOCS
LAMP POSTPOLE251607.2N 0552034.7E31 FTNO30R TOCS
BUILDINGBUILDING251611.9N 0552034.4E40 FTNO30R TOCS
BUILDINGBUILDING251611.1N 0552032.6E45 FTNO30R TOCS
BUILDINGBUILDING251618.2N 0552023.2E66 FTNO30R TOCS
BUILDINGBUILDING251618.6N 0552023.1E67 FTNO30R TOCS
BUILDINGBUILDING251619.3N 0552018.6E72 FTNO30R TOCS
MASTPOLE251616.2N 0552010.2E83 FTNO30R TOCS
BUILDINGBUILDING251616.1N 0552007.4E86 FTNO30R TOCS
MOSQUEBUILDING251638.9N 0551925.3E147 FTNO30R TOCS
AERIALANTENNA251704.5N 0551919.3E226 FTSTD30R TOCS
LAMP POSTPOLE251353.8N 0552358.3E85 FTNO30L APP / 12R TOCS
LAMP POSTPOLE251355.9N 0552400.0E86 FTNO30L APP / 12R TOCS
LAMP POSTPOLE251401.7N 0552404.0E92 FTNO30L APP / 12R TOCS
ROAD SIGNSIGN251358.9N 0552410.6E105 FTNO30L APP / 12R TOCS
SIGN BOARDSIGN251358.8N 0552410.6E105 FTNO30L APP / 12R TOCS
PYLONPOLE251350.2N 0552426.8E127 FTNO30L APP / 12R TOCS
PYLONPOLE251346.4N 0552426.8E132 FTNO30L APP / 12R TOCS
NOISE MONITORNAVAID251529.7N 0552112.0E31 FTNO30L TOCS
APRON LIGHTNAVAID251542.6N 0552047.2E76 FTNO30L TOCS
APRON LIGHTNAVAID251549.6N 0552036.9E92 FTSTD30L TOCS
FLOODLIGHTNAVAID251547.4N 0552023.2E113 FTSTD30L TOCS
AERIALANTENNA251607.8N 0551945.9E166 FTNO30L TOCS
BUILDINGBUILDING251641.1N 0551816.8E334 FTSTD30L TOCS
ANTENNAANTENNA251641.1N 0551816.7E351 FTNO30L TOCS
BUILDING ANTENNAANTENNA251641.1N 0551816.3E366 FTNO30L TOCS
In circling area and at AD
Obstacle ID DesignationObstacle typeObstacle PositionElevationLighting Type/ColorRemarks
ATC TOWERCONTROL_TOWER251502.4N 0552127.4E289 FTSTD
RWY 30L GP AERIALNAVAID251418.5N 0552333.6E106 FTSTD
RWY 12R GP AERIALNAVAID251508.6N 0552203.2E60 FTSTD
RWY 30R GP AERIALNAVAID251500.9N 0552243.1E74 FTSTD
RWY 12L GP AERIALNAVAID251550.7N 0552113.4E59 FTSTD

OMDB AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

1Associated MET OfficeDUBAI MET
2Hours of service
MET Office outside hours
H24
NIL
3Office responsible for TAF preparation
Periods of validity
DUBAI MET
30 HR issued every 6 HR
4Trend forecast and Interval of issuanceTREND H24 issued every 1/2 HR
5Briefing/consultation providedT1-P, T,D Internet
T2-T,D Internet
6Flight documentation
Language(s) used
C,TB
English
7Charts and other information available for briefing or consultationP 50 - 450, SWH, SWM, SWL
8Supplementary equipment available for providing informationMSG, AWOS, Weather Radar
9ATS units provided with informationOMDB, OMSJ, OMRK, OMDW
10Additional information (limitation of service, etc.)
Tel:+971 4 504 2990
Tel:+971 4 504 2987
Wind Shear Warnings. Refer to OMDB AD 2.23.9
Abbreviations (from Doc 8126)
T1 = Terminal 1, T2 = Terminal 2, P = Personal, T = Telephone, D = Self-Briefing Display ,
C = Charts, TB = Tabular Data, P50 - 450 = Prognostic Upper Air Chart FL50-FL450, SWH = Significant Weather High (Chart), SWM = Significant Weather Medium (Chart),
SWL = Significant Weather Low (Chart) Internet: www.avmet.ae - Registration required.

Mean daily maximum and minimum temperatures (˚C) for each month of the year
JANFEBMARAPRMAYJUNJULAUGSEPOCTNOVDEC
Maximum
Minimum
24
14
25
16
28
18
33
21
38
25
40
27
41
30
41
30
39
28
36
24
31
20
26
16

OMDB AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Designations RWY NRTRUE & MAG BRGDimensions of RWY(M)Strength (PCN) and
surface of RWY and SWY
THR coordinates
RWY end coordinates
THR geoid undulation
THR elevation and highest elevation of TDZ of precision APP RWY
123456
12R121° / 119°44474315 x 60109/F/A/W/T
Asphalt
251510.21N 0552151.75E
251409.31N 0552341.57E
-111.8 FT
10.9 FT
16.5 FT
30L301° / 299°4447 x 60109/F/A/W/T
Asphalt
251409.31N 0552341.57E
251522.30N 0552129.92E
-111.8 FT
59.8 FT
59.8 FT
12L121° / 119°43514050 x 6092/F/A/W/T
Asphalt
251552.66N 0552101.52E
251451.75N 0552251.35E
-111.8 FT
11.2 FT
11.3 FT
30R301° / 299°43514300 x 6092/F/A/W/T
Asphalt
251451.75N 0552251.35E
251559.43N 0552049.30E
-111.8 FT
32.3 FT
32.3 FT

Slope of RWY-SWYSWY dimensions (M)CWY dimensions (M)Strip dimensions (M)RESA (M)Arresting system
789101112
12R0% (first 715 M)
+0.4% (next 3600 M)
+0.5% (first 132 M)
-0.2% (next 87 M)
189604888 x 300240 x 150Not Implemented
30L-0.4% (first 3732 M)
0% (next 715 M)
0%235604888 x 300240 x 150
12L0% (first 2522 M)
+0.4% (next 1528 M)
+0.4%126604391 x 300240 x 150
30R-0.4% (first 1828 M)
0% (next 2472 M)
0%126604391 x 300240 x 150
Obstacle Free ZoneRemarks
1314
12RProvidedConforms into compliancethe withstandards UAEspecified Civilin AviationAnnex Regulations14, Partchapter IX, 3.4.11 - Obstacle Control and in accordance with ICAO Annex 14, Chapter 4 Compliant with PANS-OPS Volume II4THR displaced by 715 M
30LTHR displaced by 132 M
12LTHR displaced by 450 M
30RTHR displaced by 300 M

OMDB AD 2.13 DECLARED DISTANCES

RWY DesignatorTORA (M)TODA (M)ASDA (M)LDA (M)Remarks
123456
12R4315437545043600NIL
30L4447450746824315See Note 3
12L4050411041763600NIL
30R4300436044264000See Note 2
12R412941894318Take-off from M5B
12R412541854314Take-off from K2
12R370837683897Take-off from K3
12R361436743803Take-off from M7B
12R361136713800Take-off from K4
12R351335733702Take-off from K5
12R310831683297Take-off from K6
12R296530253154Take-off from M8
12R287729373066Take-off from M10B
12R287529353064Take-off from K7
12R261126712800Take-off from K8
12R260726672796Take-off from M11
12R225323132442Take-off from K9
12R225323132442Take-off from M12B
12R197620362165Take-off from K10
12R196620262155Take-off from M13B
12R187919392068Take-off from K11
12R187019302059Take-off from M14B
30L435044104585Take-off from K16
30L435044104585Take-off from M19
30L425243124487Take-off from K15A
30L425143114486Take-off from M18A
30L378438444019Take-off from K15
30L368037403915Take-off from M18
30L332733873562Take-off from K14
30L332633863561Take-off from M17
30L308731473322Take-off from K13
30L308631463321Take-off from M16
30L274228022977Take-off from K12
30L274228022977Take-off from M15
30L248425442719Take-off from M14B
30L247525352710Take-off from K11
30L238824482623Take-off from M13B
30L237724372612Take-off from K10
12L395340134079Take-off from M1A
12L395040104076Take-off from N1A
12L385339133979Take off from M1B
12L385039103976Take-off from N1B
12L357636363702Take-off from M1C
12L357636363702Take-off from N1C
12L324433043370Take-off from M2
12L324433043370Take-off from N2
12L297330333099Take-off from M3
12L297330333099Take-off from N3
12L257826382704Take-off from M3A
12L257826382704Take-off from N3A
12L224923092375Take-off from N4
12L224923092375Take-off from M5A
12L198020402106Take-off from N5
30R417542354301Take-off from M15
See Note 2.
30R417542354301Take-off from N11
See Note 2.
30R405141114177Take-off from M14A
See Note 2.
30R404941094175Take-off from N10
See Note 2.
30R395440144080Take-off from M13A
30R395440144080Take-off from N9
30R385539153981Take-off from M13
30R385539153981Take-off from N8A
30R338834483514Take-off from M12A
30R338634463512Take-off from N8
30R304031003166Take-off from M10A
30R303830983164Take-off from N7
30R277028302896Take-off from N6
30R242824882554Take-off from N5A
30R242024802546Take-off from M7A
Note 1: 30L Take-off from K9 not available.

Note 2: RWY 30R full‐length figures shown are from M15A / N12 entry points. However, due to staggered runway separation procedures the primary RWY 30R entry point is at the TWY M14A / TWY N10 intersection. Departure from TWY M15A / TWY N12 intersection or from the TWY M15 / TWY N11 intersection may be subject to additional delay and must be requested from Clearance Delivery prior to taxi.

Note 3: RWY 30L full‐length figures shown are from TWY K17 / TWY M20 intersection. Aircraft entering RWY 30L from TWY K18 / TWY M21 intersection must taxi forward without delay to the TWY K17 / TWY M20 intersection position before commencing take‐off run.

2.13.1 For the purpose of performance calculations the STD departure points are:
  • RWY12R – K5
  • RWY12L – M1C / N1C
  • RWY30R – M13 / N8A
  • RWY30L – K15A / M18A
Crews should base their performance calculations on departure from standard departure points from the notified runway in use if there is no restriction to payload.
ATC may tactically use a different departure point nearer the runway end based on the traffic situation.
If the standard departure point is insufficient, crews must advise ATC of the required departure point on first contact. There may be a delay for these departures based on runway dependency requirements, as priority will be given to STD departure points.
Requests for departures from other than the notified runway in use may not be available. They will be subject to approval from ATC on a case by case basis and may be subject to extensive delays.

Note: Refer to AIP OMDB 2.22.12 Intersection Departures.

OMDB AD 2.14 APPROACH AND RUNWAY LIGHTING

RWY
Designator
APCH LGT
Type
LEN INTST
THR LGT
Colour
WBAR
VASIS
(MEHT)
PAPI
TDZ, LGT
LEN
RWY Centre Line LGT
Length, spacing,
Colour,
INTST
RWY edge LGT
LEN, spacing,
Colour
INTST
RWY End LGT
Colour
WBAR
SWY LGT
LEN (M)
Colour
Remarks
12345678910
12RICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M. Flashing RTILVariable intensityLIH green wing barsPAPI BOTH 3˚Variable intensityLIH white directional 900 M long, 30 M spacingVariable intensityLIH white bi-directional, 15 M spacing, first 3420 M white, next 600 M alternate white / red, last 300 M redVariableLIH intensity bi-directional, 60 M spacing, first 720 M red, next 3000 M white, last 600  M yellowamberRed
Nil wingbars
RedSide row lights: red side row barrettes extending 270 M from THR
Rapid exit taxiway Indicator Lights: Yellow lights with 2 M lateral spacing at 300 M (3 lights), 200 M (2 lights) and 100 M (1 light) from the rapid exit TWY
Maintenance times notified by NOTAM
30LICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTILVariable intensityLIH green wing barsPAPI BOTH 3˚Variable intensityLIH white directional 900 M long, 30 M spacingVariable intensityLIH white bi-directional, 15 M spacing, first 3420 M white, next 600 M alternate white / red, last 300 M redVariableLIH intensity bi-directional, 60 M spacing, first 3720 M white, last 600  M yellowamberRed
Nil wingbars
RedSide row lights: red side row barrettes extending 270 M from THR
Rapid exit taxiway Indicator Lights: Yellow lights with 2 M lateral spacing at 300 M (3 lights), 200 M (2 lights) and 100 M (1 light) from the rapid exit TWY
Maintenance times notified by NOTAM
12LICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTILVariable intensityLIH green wing barsPAPI BOTH 3˚Variable intensityLIH white directional 900 M long, 30 M spacingVariable intensityLIH white bi-directional, 15 M spacing, first 3100 M white, next 600 M alternate white / red, last 300 M redVariableLIH intensity bi-directional, 60 M spacing, first 400 M red, next 3000 M white, last 600 M yellowamberRed
Nil wingbars
RedSide row lights: VariableLIH intensity red directional installed from displaced THR to 270 M from displaced THR; VariableLIH intensity yellowamber directional rapid exit countdown lights
Maintenance times notified by NOTAM
30RICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTILVariable intensityLIH green wing barsPAPI BOTH 3˚Variable intensityLIH white directional 900 M long, 30 M spacingVariable intensityLIH white bi-directional, 15 M spacing, first 3100 M white, next 600 M alternate white / red, last 300 M redVariableLIH intensity bi-directional, 60 M spacing, first 3400 M white, last 600 M yellowamberRedRedVariableLIH intensity yellowamber directional rapid exit countdown lights
Maintenance times notified by NOTAM

OMDB AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1ABN/IBN location, characteristics and operational hoursNIL
2LDI location and LGT
Anemometer location and LGT
Wind direction indicator
NIL
Between the parallel runways abeam the thresholds and mid-point. Illuminated, fabric orange cone and obstruction light Windsock for RWY 12L is located 258.70 M north from the RWY centreline, 226.70 M north west beyond the THR. Windsock for RWY 12R is located east of K2 139 M south from the RWY centerline. Windsock for RWY 30L is located 121.60 M south from the RWY centreline west of TWY K15A Windsock between TWY K and south RWY 69.80 M east of TWY K11 centreline, 69.30 M north of TWY K centreline.
3TWY lightingEdge: blue omni directional inset lights only at turns
CL: green bi - directional lights; 15 M spacing on straight sections and 7.5 M spacing on curved sections; 7.5 M spacing on sections 60 M before and after the curve. Exit taxiways are provided with alternate green / yellow lights.
4Secondary power supply/switch-over timeSecondary power supply conforms fully with the requirements of Annex 14, Chapter 8 for CAT III operations
5RemarksApron lights: Floodlights
Stop Bar Lighting: Red inset lights supplemented with elevated lights on either side of the holding position. Runway holding positions (CAT I and CAT II / III) and intermediate holding positions for general service road crossings are provided with Stop Bar Lighting.
RWY Guard Lights: RWY holding positions are provided with a pair of yellow flashing lights on either side of the Stop bar
Intermediate Holding Position Lights: A set of three yellowamber lights or full red stop bar are provided at intermediate TWY holding positions.

OMDB AD 2.16 HELICOPTER LANDING AREA

1Coordinates TLOF or THR of FATO
Geoid undulation
NIL
2TLOF and/or FATO elevation M/FTNIL
3TLOF and FATO area dimensions, surface, strength, markingNIL
4True BRG of FATONIL
5Declared distance availableNIL
6APP and FATO lightingNIL
7RemarksAs directed by ATC

OMDB AD 2.17 ATS AIRSPACE

1Designation and lateral limits

DUBAI CTR

Straight lines joining positions

252403N 0551711E
251500N 0553300E
251500N 0554200E
251400N 0554200E
250600N 0552750E
250600N 0551840E
251056N 0551855E
251222N 0551618E
251748N 0550814E
252000N 0551000E
2Vertical limits1500FT / SFC
3Airspace classificationD
4ATS unit call sign
Language(s)
DUBAI TOWER
English
5Transition altitude13000 FT
6RemarksNIL

OMDB AD 2.18 ATS COMMUNICATION FACILITIES

Service designationCall signFrequencySATVOICELogon addressHours of operationRemarks
1234567
APP ARR RDRDUBAI ARRIVALS NORTHPrimary 124.450 MHzNot ImplementedNot ImplementedH24EMERG 121.500/243 MHz
Secondary 120.250 MHz
DUBAI ARRIVALS SOUTHPrimary 124.900 MHzH24EMERG 121.500/243 MHz
Secondary 120.250 MHz
APP FINAL RDRDUBAI DIRECTOR127.900 MHzO/REMERG 121.500/243 MHz
APP DEP RDRDUBAI DEPARTURES NORTHPrimary 126.200 MHzH24EMERG 121.500/243 MHz
Secondary 120.250 MHz
DUBAI DEPARTURES SOUTHPrimary 121.025 MHzH24EMERG 121.500/243 MHz
Secondary 126.025 MHz
MINHAD APPROACHPrimary 122.500 MHzH24EMERG 121.500/243 MHz
Secondary 126.025 MHz
AL MAKTOUM RADARPrimary 124.025 MHzH24EMERG 121.500/243 MHz
Secondary 126.025 MHz
TWRDUBAI TOWERPrimary AIR NORTH 118.750 MHzH24EMERG 121.500/243 MHz
Primary AIR SOUTH 119.550 MHz
Secondary 119.050 MHz
DXB FISDUBAI TOWER126.775 MHzH24Only applicable to VFR traffic operating within the DUBAI CTR - Class D Airspace.
VFR traffic unable to establish contact with DUBAI TOWER on 126.775 MHz shall remain clear of DUBAI CTR - Class D Airspace until contact is established with DUBAI TOWER on either 118.750 MHz (When RWY 12 L/R in use) or 119.550 MHz (When RWY 30 L/R in use).
GNDDUBAI GROUNDPrimary GMC-1 118.350 MHzH24NIL
Primary GMC-2 121.650 MHzAircraft on TWY P, APRON C, APRON E, APRON Q, APRON S and Emirates hangar shall contact GROUND MOVEMENT CONTROL on this frequency.
Secondary 118.850 MHzNIL
CLEARANCE DELIVERYDUBAI DELIVERY120.350 MHzH24Service available via Datalink (DCL) from 30 minutes before until 30 minutes after EOBT. Pilots shall advise in receipt of clearance when requesting pushback. Voice message shall be used if not datalink equipped.
D-ATISDUBAI AIRPORTDEP 131.700 MHzNot ImplementedNot ImplementedH24Data Link Service Available. IDENT OMDB. Messages comply with ARINC 623 Standards. Data updated as required
ARR 126.275 Mhz

OMDB AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid, MAG VAR, CAT of ILS/MLS
(For VOR/ILS/MLS, give declination)
IDFrequencyHours of operationPosition of transmitting antenna coordinatesElevation of DME transmitting antennaRemarks
1234567
LOC RWY 30L
2° E (2016)
CAT III
IDBW111.300 MHzH24
251531.5N 0552113.4E
MAINT on runway closure
GP RWY 30L332.300 MHzH24
251418.5N 0552333.6E
Angle 3°; RDH 50 FT; MAINT on runway closure
DME RWY 30LCH 50XH24
251418.5N 0552333.6E
72 FTCo - located with GP; Zero indication at TDZ
LOC RWY 12R
2° E (2016)
CAT III
IDBE109.500 MHzH24
251400.9N 0552356.7E
MAINT on runway closure
GP RWY 12R332.600 MHzH24
251508.6N 0552203.2E
Angle 3°; RDH 53 FT; MAINT on runway closure
DME RWY 12RCH 32XH24
251508.6N 0552203.2E
28 FTCo - located with GP; Zero indication at TDZ
LOC RWY 30R
2° E (2016)
CAT III/E/4
IDBR110.900 MHzH24
251603.1N 0552042.6E
MAINT on runway closure
GP RWY 30R330.800 MHzH24
251500.9N 0552243.1E
Angle 3°; RDH 53 FT; MAINT on runway closure
DME RWY 30RIDBRCH 46XH24
251500.8N 0552243.0E
44 FTCo - located with GP; Zero indication at TDZ
LOC RWY 12L
2° E (2016)
CAT III/E/4
IDBL110.100 MHzH24
251444.1N 0552305.2E
MAINT on runway closure
GP RWY 12L334.400 MHzH24
251550.7N 0552113.3E
Angle 3°; RDH 50 FT; MAINT on runway closure
DME RWY 12LIDBLCH 38XH24
251550.6N 0552113.3E
28 FTCo - located with GP; Zero indication at TDZ
TARThalesH24PSR Range 80 NM
MSSR Range 256 NM
GMRGround Movement RadarH24Nil

OMDB AD 2.20 LOCAL TRAFFIC REGULATIONS

2.20.1. Right hand traffic circuit RWY 12R & 12L.
2.20.2. Visual circuits / approaches both RWYs downwind leg to be made south of Dubai town avoiding Zabil Palace.
2.20.3. RWY 12R & 12L base leg over the sea, aircraft are to be established on final track before crossing the coast inbound.
2.20.4. When on approach to RWY 30R pilots shall reconfirm DME/GP information and ensure that they have correctly identified the landing runway. Do not confuse with staggered parallel RWY 30L with THR approximately 1.5 NM east of RWY 30R.
2.20.5. Minimum RWY occupancy:
2.20.5.1 In order to maximise runway capacity aircraft shall minimise runway occupancy time.
  1. Arrivals

    ATC will advise aircraft on final approach of the expected runway exit point. Aircraft are expected to vacate the runway expeditiously and pilots are reminded to keep moving until the aircraft is completely clear of the runway.

    Runway Vacate Points ‐ Unless otherwise advised by ATC, expect to vacate runway at the following RETs:
    • RWY 12L ‐ TWY M7A, TWY M9
    • RWY 12R ‐ TWY K13
    • RWY 30R ‐ TWY M6, TWY M3A
    • RWY 30L ‐ TWY K9, TWY K8
  2. Departures

    On receipt of the line-up clearance, aircraft shall taxi into position expeditiously. Cockpit checks shall be complete prior to line-up. Aircraft that cannot comply with these requirements are to notify ATC as soon as possible.

2.20.5.2 Conditional Line-up Clearance
2.20.5.2.1 On receipt of a line-up clearance pilots shall ensure, complying with safety and standard operating procedures, that they are able to line-up on the runway as soon as the preceding aircraft has commenced take-off roll.
2.20.5.2.2 Pilots in receipt of a conditional line-up clearance on a preceding departing aircraft shall remain behind the subject aircraft but may cross the runway holding point, subject to no illuminated red stop bar and then enter the runway upon receipt of the clearance. There is no requirement for the subject aircraft to have commenced take-off roll before entering the runway. Pilots must be aware that there may be a blast hazard as the aircraft on the runway applies power.
2.20.5.2.3 Pilots in receipt of a conditional clearance shall not cross an illuminated stop bar until it has been deselected by ATC.
2.20.6 Use as alternate by Cargo flights
2.20.6.1 Dubai International is not available as an alternate aerodrome for Cargo flights.
2.20.6.2 Non‐emergency diversions by Cargo flights will be routed to OMDW (DUBAI / AL MAKTOUM INTERNATIONAL).
2.20.6.3 Diversion availability
OMDB may only be listed as an alternate for aircraft scheduled to arrive between:
  • 0300‐0800 UTC
  • 1000‐1500 UTC
  • 2300‐0100 UTC
2.20.7 Diversion Flights

All General Aviation Flights shall be routed to OMDW (DUBAI / AL MAKTOUM INTERNATIONAL) in case of diversion.

2.20.8 Flight crew shall follow the Taxiway centre line at all times.
2.20.9 Local VFR regulations
2.20.9.1 Maximum speed on published VFR routes is 125 KIAS.
2.20.9.2 Before entering DUBAI CTR Class D airspace, the pilot in command of a VFR or SVFR aircraft shall establish two-way radio communication with DUBAI TOWER on frequency 126.775 MHz and shall maintain it while in Class D airspace.

Note 1: Radio contact must be initiated far enough from the Class D airspace boundary to preclude entering the Class D airspace before two-way radio communication is established. If the controller responds with instructions to enter the CTR then radio communications have been established and the pilot may enter the Class D airspace.

Note 2: If workload or traffic conditions prevent immediate entry into the Class D airspace, the controller will inform the pilot to remain outside of the CTR until conditions permit entry.

Example “... (Aircraft call sign) remain outside the control zone/controlled airspace...”

2.20.9.3 In initiating two-way communications, the pilot shall advise current position, altitude, intention and any request.
2.20.9.4 Radio-telephony Phraseology: On first contact with Dubai Tower pilots shall use the following R/T Phraseology format:

DUBAI TOWER, CALLSIGN, POSITION, ALTITUDE, ROUTE DESIGNATOR (for initial part of the route), DESTINATION (if within the CTR) / EXIT POINT.

Example: Pilot: “Dubai Tower – A6ABC – Safa Park – VR1 – Nikki Beach”

ATC: “ABC – QNH 1010 – Routing Approved – No reported traffic/Traffic is ...”

2.20.9.5 Except in case of emergency, helicopter landing not allowed on or around Palm Jumeirah without written permission of DCAA.
2.20.9.6 Except in case of emergency, helicopter movements not permitted at OMDB except helicopters landing at Royal Air Wing (RAW) with RAW approval.

OMDB AD 2.21 NOISE ABATEMENT PROCEDURES

2.21.1. Except for passenger operations, aircraft not in possession of noise certification in accordance with the standards of Annex 16 to the ICAO and/or aircraft whose noise certification does not conform to the minimum standards set out in Annex 16, Chapter, 3 Part 2, Volume 1 are not permitted to operate to/from OMDB.

OMDB AD 2.22 FLIGHT PROCEDURES

Note: RNAV 1 performance required for IFR flights.

2.22.1 Initial contact instructions - Departures

Departing aircraft shall contact DUBAI DELIVERY, 10 minutes prior to start-up and pass the following information:

  1. Aircraft callsign

  2. Aircraft type

  3. Parking stand

  4. Requested FL

  5. Destination

  6. Route

  7. Aircraft routing via P574/M318 report crossing level for PAPAR/GABKO if below transition altitude.

    Note: Refer OMDB AD 2.23.4.3.1 for Start-up and Push-back Approval Procedures.

2.22.2 Initial contact instructions - Airborne
2.22.2.1 On initial call IFR aircraft shall pass the following information to DUBAI DEPARTURES:
  1. Aircraft callsign

  2. Passing level

2.22.2.2 On initial call IFR aircraft shall pass the following information to DUBAI ARRIVALS:
  1. Aircraft callsign

  2. Passing level

  3. Aircraft Type

Note 1: Inbound traffic shall advise DUBAI ARRIVALS on first contact if full runway length is required.

Note 2: Dubai International applies special landing procedures over a H24 period for runways 12L / 30R and 12R / 30L (refer 2.23.7.) In order that ATC can plan final approach spacing accordingly, inbound arrivals shall advise DUBAI ARRIVALS on first contact if their airline SOPs prevent them from participating in these procedures.

2.22.2.3 Aircraft crews commencing a descent in accordance with ATC instruction shall immediately advise ATC if their rate of descent during the level change will be less than 500 FT per minute.
2.22.2.4 In order to avoid frequency congestion when changing from DUBAI ARRIVALS to DUBAI DIRECTOR, state only: DUBAI DIRECTOR, [aircraft call sign] (e.g. DUBAI DIRECTOR UAE123) unless otherwise instructed.
2.22.3 COORDINATED ARRIVAL SLOT TIME
2.22.3.1 Due capacity constraints from 0000 - 0259 UTC and 1800 - 2200 UTC, airlines and flight crews shall arrange their flights to arrive at their coordinated slot time (STA). This time should be planned using a nominal holding time of 8 minutes.
2.22.4 Standard Instrument Departures (SID)
2.22.4.1 ATC clearances issued to traffic departing from OMDB will include SID. Operators are requested strictly to follow ATC advised SID and ensure correct read back of SID clearance at all times.
2.22.4.2 Departing aircraft shall remain on Tower frequency until instructed otherwise by DUBAI TOWER.
2.22.4.3 Initial climb is restricted to 4000 FT for departures from RWY 12/30. Further climb clearance as instructed by DUBAI DEPARTURES.

Note: See ENR 1.6.1.3 for action in the event of radio failure

2.22.4.4 Departing IFR traffic leaving DUBAI CTA while on a SID or under radar control are required to:
  1. Climb to 4,000 FT and expect further climb when instructed by radar.
  2. Climb at a minimum gradient of 5% to 8,000 FT (300 FT per NM).
  3. Except where specified elsewhere observe a maximum IAS of 250 KT whilst below 10000 FT.
  4. Carry out all turns with a 25° angle of bank.
  5. Advise ATC at startup if unable to comply with the above, and with any part of the SID requirements and restrictions.
2.22.4.5 Special navigation performance requirements:
  1. Aircraft flying SIDs shall be certified for RNAV 1 with GNSS operations.

2.22.4.6 SID FMS coding tables
2.22.4.6.1 Significant point co-ordinates are published in ENR 4.4.
2.22.4.6.2 SID RWY12 L/R
i)  ANVIX 5G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNo-5000
DB469TFNo121.8+400010.0-220
LUBAPTFNo134.914.4
LOPUVTFNo156.66.6
ANVIXTFNo126.6+100006.0
ii)  DAVMO 3G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNo-5000
DB462TFNo091.8+40008.5-220
DB464TFNo040.6+700012.4
GIVLITFNo330.07.0
VEBULTFNo322.810.6
DAVMOTFNo013.916.0
iii) EMERU 1G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB467TFNo285.3+70007.9
GINLATFNo247.79.7
XARTATFNo180.06.9
EMERUTFNo152.714.7
iv)  GETID 1G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNo-5000
DB462TFNo091.8+40008.5-220
DB464TFNo040.6+700012.4
GETIDTFNo083.59.8
IVUROTFNo103.4+1000011.9
v)  KUTLI 3G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB467TFNo285.3+70007.9
GINLATFNo247.7+100009.7
XARTATFNo180.0+130006.9
KUTLITFNo176.4+FL 1609.7
vi)  MIROT 2G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB467TFNo285.3+70007.9
DB463TFNo258.56.5
LOPAPTFNo275.011.5
MIROTTFNo247.314.8
vii)  NABIX 2G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB467TFNo285.3+70007.9
DB463TFNo258.56.5
LOPAPTFNo275.011.5
NABIXTFNo273.612.8
viii)  RIDAP 2G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB466TFNo301.6+70007.9
DB468TFNo301.6+90006.4
ORLADTFNo301.66.3
KIXOGTFNo287.410.8
RIDAPTFNo287.45.8
ix)  SENPA 2G (RNAV 1 SID RWY12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW12 L/RCA121.4+460
ASTESDFNoRight-5000
DB451TFNo211.44.3-220
DB460TFNo275.4+40006.2
DB465TFNo285.14.0
DB467TFNo285.3+70007.9
DB461TFNo285.24.6
IVATUTFNo283.66.3
IVILITFNo283.58.4
SENPATFNo285.511.9
2.22.4.6.3 SID RWY30 L/R
i)  ANVIX 6F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6Left+40007.4-220
DB581TFNo136.9+60007.1
DB571TFNo120.5+75003.9
DB572TFNo114.4+90005.0-250
ULADOTFNo113.08.2
RAPMOTFNo120.79.2
LOPUVTFNo126.010.1
ANVIXTFNo126.6+100006.0
ii)  DAVMO 3F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB576TFNo001.2+30006.1-220
DB568TFNo022.9+40004.0
KUNPITFNo022.97.7
OBROGTFNo035.36.6
DAVMOTFNo043.6+1200015.6
iii) EMERU 1F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6+40007.4-220
DB467TFNo252.7+70005.1
GINLATFNo247.79.7
XARTATFNo180.06.9
EMERUTFNo152.714.7
iv)  GETID 1F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB576TFNo001.2+30006.1-220
DB569TFNo051.1+40004.0
KUPORTFNo051.1+50004.1
UKRERTFNo052.5+70005.5
VAXABTFNo122.1+1000012.7
LUDEVTFNo103.2+110004.0
GETIDTFNo103.39.8
IVUROTFNo103.411.9
v)  ITOTU 1F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)

Note: Used at ATC discretion only and shall not be used for planning purposes.

RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6Left+40007.4-220
DB581TFNo136.9+60007.1
DB571TFNo120.5+75003.9
DB572TFNo114.4+90005.0-250
DB578TFNo069.2+1100010.0
DB579TFNo069.2+1200010.6
ITOTUTFNo069.39.9
IVUROTFNo069.412.5
vi)  KUTLI 3F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6+40007.4-220
DB467TFNo252.7+70005.1
GINLATFNo247.7+100009.7
XARTATFNo180.0+130006.9
KUTLITFNo176.4+FL 1609.7
vii)  MIROT 2F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (˚T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6+40007.4-220
DB410TFNo265.512.7
LOPAPTFNo265.410.0
MIROTTFNo247.314.8
viii)  NABIX 2F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB575TFNo236.6+40007.4-220
DB410TFNo265.512.7
LOPAPTFNo265.410.0
NABIXTFNo273.612.8
ix)  RIDAP 1F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB573TFNo301.55.4-220
ORLADTFNo271.116.4
KIXOGTFNo287.410.8
RIDAPTFNo287.45.8
x)  SENPA 1F (RNAV 1 SID RWY30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
RW30 L/RCA301.4+460
DB570DFNo
DB574TFNo268.37.8-220
EMOPOTFNo268.211.0
GIBURTFNo268.25.6
IVILITFNo268.15.4
SENPATFNo285.511.9
2.22.5 Standard Instrument Arrivals (STAR)
2.22.5.1 ATC clearances issued to arriving traffic will include a STAR.
  1. Aircraft flying STARs shall be certified for RNAV 1 with GNSS operations.
  2. Arrivals via DATOB at ATC discretion only.
2.22.5.2 STAR FMS coding tables
2.22.5.2.1 Significant point co-ordinates are published in ENR 4.4.
2.22.5.2.2 STAR RWY 12 L/R
i)   DATOB 1E (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
DATOBIFNo-10000@230
DB400TFNo147.6-700011.8
DB401TFNo122.0-60004.0
DB402TFNo122.0Left5.1@210
DB403TFNo032.0Left4.5
SOLILTFNo302.05.1@185
ODLALTFNo302.0Right4.0
DB414TFNo031.0Right4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
ii)   IMPED 3E (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
IMPEDIFNo-12000@230
DB520TFNo311.9-110007.8@230
DB518TFNo311.88.6
DB517TFNo301.5-100004.0
DB423TFNo280.7+800012.8
DB407TFNo271.5-600012.3@210
DB408TFNo285.37.4
DB403TFNo302.07.0
SOLILTFNo302.05.1@185
ODLALTFNo302.0Right4.0
DB414TFNo031.0Right4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
iii)   IMPED 3B (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
IMPEDIFNo-12000@230
DB520TFNo311.9-110007.8@230
DB518TFNo311.88.6
DB517TFNo301.5-100004.0
DB423TFNo280.7+800012.8
DB406TFNo301.3-70006.9@210
DB421TFNo301.5-60007.0
DB420TFNo301.44.0
ALNETTFNo301.44.0
SOGAPTFNo301.44.0
PASEVTFNo301.44.0@185
DB416TFNo301.3Left4.0
DB414TFNo211.3Left4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
iv)   LORID 1E (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
LORIDIFNo-FL 160@230
ORGURTFNo035.5-1200012.7
PEBUSTFNo035.53.8
ROVIBTFNo357.9-80008.9
DB400TFNo057.8-70005.1
DB401TFNo122.0-60004.0
DB402TFNo122.0Left5.1@210
DB403TFNo032.0Left4.5
SOLILTFNo302.05.1@185
ODLALTFNo302.0Right4.0
DB414TFNo031.0Right4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
v)   PUVAL 5B (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
PUVALIFNo-11000@230
MIVURTFNo188.66.3
OVADITFNo214.39.3
SERSATFNo242.74.9@210
DB421TFNo277.6-600010.3
DB420TFNo301.44.0
ALNETTFNo301.44.0
SOGAPTFNo301.44.0
PASEVTFNo301.44.0@185
DB416TFNo301.3Left4.0
DB414TFNo211.3Left4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
vi)   PUVAL 2E (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
PUVALIFNo-11000@230
MIVURTFNo188.66.3
OVADITFNo214.39.3
SERSATFNo242.74.9
DB406TFNo242.0-70004.8
DB407TFNo243.0-60007.2@210
DB408TFNo285.37.4
DB403TFNo302.07.0
SOLILTFNo302.05.1@185
ODLALTFNo302.0Right4.0
DB414TFNo031.0Right4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
vii)   VUTEB 3B (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
VUTEBIFNo-12000@230
IVUTITFNo097.0-1000010.8@230
DB429TFNo121.44.0
TULOMTFNo121.44.0
DB427TFNo121.4-70004.0
DB426TFNo121.44.0@210
DB425TFNo121.4Right4.0
DB421TFNo211.4Right-60004.5
DB420TFNo301.44.0
ALNETTFNo301.44.0
SOGAPTFNo301.44.0
PASEVTFNo301.44.0@185
DB416TFNo301.3Left4.0
DB414TFNo211.3Left4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
viii)   VUTEB 3E (RNAV 1 STAR RWY 12 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
VUTEBIFNo-10000@230
DB400TFNo173.1-700015.9
DB401TFNo122.0-60004.0
DB402TFNo122.0Left5.1@210
DB403TFNo032.0Left4.5
SOLILTFNo302.05.1@185
ODLALTFNo302.0Right4.0
DB414TFNo031.0Right4.0
DB413TFNo121.34.0
REREKTFNo121.44.0
2.22.5.2.3 STAR RWY 30 L/R
i)   DATOB 3C (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
DATOBIF-12000@230
MEPKUTFNo113.2-1100010.4@230
DB531TFNo119.8+800010.3
PATIDTFNo091.4+700011.1@210
DB530TFNo121.5-70009.8
DB513TFNo121.53.5
GIRGOTFNo121.55.0
VELARTFNo121.54.0
RIDEVTFNo121.54.0
DB508TFNo121.64.0@185
DB507TFNo121.6Right4.0
DB506TFNo211.6Right4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
ii)   DATOB 4D (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
DATOBIF-12000@230
MEPKUTFNo113.2-1100010.4@230
DB531TFNo119.8+800010.3
DB533TFNo131.9+800010.6@210
DB534TFNo131.94.9
DB528TFNo121.8-70003.6
RARPITFNo121.95.0
TUKAKTFNo121.54.0
DB522TFNo121.64.0
DB523TFNo121.34.0
DB524TFNo121.64.0@185
DB525TFNo121.6Left4.0
DB506TFNo031.6Left4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
iii)   IMPED 3C (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
IMPEDIFNo-12000@230
DB520TFNo311.9-110007.8@230
DB518TFNo311.8-100008.6
DB517TFNo301.54.0
VUTONTFNo301.5-80004.0
DB515TFNo301.54.0@210
DB514TFNo301.5Left-60005.0
DB513TFNo211.4Left4.5
GIRGOTFNo121.55.0
VELARTFNo121.54.0
RIDEVTFNo121.54.0
DB508TFNo121.64.0@185
DB507TFNo121.6Right4.0
DB506TFNo211.6Right4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
iv)   LORID 3C (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
LORIDIF-FL 160@230
ORGURTFNo035.512.7
PEBUSTFNo035.53.8
EMOPOTFNo040.310.3
DB531TFNo064.8+800010.5
PATIDTFNo091.4+700011.1@210
DB530TFNo121.5-70009.8
DB513TFNo121.53.5
GIRGOTFNo121.55.0
VELARTFNo121.54.0
RIDEVTFNo121.54.0
DB508TFNo121.64.0@185
DB507TFNo121.6Right4.0
DB506TFNo211.6Right4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
v)   LORID 4D (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
LORIDIFNo-FL 160@230
ORGURTFNo035.512.7
PEBUSTFNo035.53.8
EMOPOTFNo040.310.3
DB531TFNo064.8+800010.5
DB533TFNo131.9+800010.6@210
DB534TFNo131.94.9
DB528TFNo121.8-70003.6
RARPITFNo121.95.0
TUKAKTFNo121.54.0
DB522TFNo121.64.0
DB523TFNo121.34.0
DB524TFNo121.64.0@185
DB525TFNo121.6Left4.0
DB506TFNo031.6Left4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
vi)   PUVAL 5C (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
PUVALIF-11000@230
KEBOGTFNo258.814.0
KUPORTFNo212.3+80005.0@210
DB526TFNo164.17.0
DB530TFNo164.1-70006.3
DB513TFNo121.53.5
GIRGOTFNo121.55.0
VELARTFNo121.54.0
RIDEVTFNo121.54.0
DB508TFNo121.64.0@185
DB507TFNo121.6Right4.0
DB506TFNo211.6Right4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
vii)   PUVAL 2D (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
PUVALIFNo-11000@230
KEBOGTFNo258.814.0
KUPORTFNo212.3+80005.0@210
PATIDTFNo212.0+70009.0@210
DB532TFNo152.0-700011.6
RARPITFNo152.05.0
TUKAKTFNo121.54.0
DB522TFNo121.64.0
DB523TFNo121.34.0
DB524TFNo121.64.0@185
DB525TFNo121.6Left4.0
DB506TFNo031.6Left4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
viii)   VUTEB 3C (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
VUTEBIFNo-12000@230
LOVOKTFNo113.3-1100010.0@230
DB529TFNo119.8+800010.3
PATIDTFNo131.9+70009.3@210
DB530TFNo121.5-70009.8
DB513TFNo121.53.5
GIRGOTFNo121.55.0
VELARTFNo121.54.0
RIDEVTFNo121.54.0
DB508TFNo121.64.0@185
DB507TFNo121.6Right4.0
DB506TFNo211.6Right4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
ix)   VUTEB 3D (RNAV 1 STAR RWY 30 L/R)
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
VUTEBIFNo-12000@230
LOVOKTFNo113.3-1100010.0@230
DB529TFNo119.8+800010.3
PATIDTFNo131.9+70009.3@210
DB532TFNo152.0-700011.6
RARPITFNo152.05.0
TUKAKTFNo121.54.0
DB522TFNo121.64.0
DB523TFNo121.34.0
DB524TFNo121.64.0@185
DB525TFNo121.6Left4.0
DB506TFNo031.6Left4.2
DB505TFNo301.54.0
DB504TFNo301.54.0
ULDOTTFNo301.54.0
2.22.6 Approach Procedures
2.22.6.1 These procedures may only be flown using significant position co-ordinates that are stored in the aircrafts navigational data base. Significant point co-ordinates are published in ENR 4.4
2.22.6.2 RNAV (GNSS) Approach Procedure Coding
2.22.6.2.1 RWY 30L (LNAV/Baro‐VNAV) VPA 2.8°
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
ULDOTIF+2000-185
SEDPOTFN301.45+20004.53
DB713TFN301.42@20004.46
RW30LTFY301.386.36
DB707DFY-210
EGNOTTFY286.31@300014.09
EGNOTHMY106.31R@3000-230
2.22.6.2.2 RWY 12R (LNAV/Baro‐VNAV) VPA 2.8°
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
REREKIF+3000-185
PEDOVTFN123.90+30004.71
DB658TFN121.24@30001.96
RW12RTFY121.379.88
DB614DFY-210
DB655TFN136.43@400011.90
TALTUTFY046.40@40007.22
TALTUHMY286.39L@4000-230
2.22.6.2.3 RWY 30R (LNAV/Baro‐VNAV) VPA 2.8°
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
ULDOTIF+3000-185
LOVOLTFN304.07+30004.49
DB780TFN301.49@30002.07
RW30RTFY301.379.81
DB755DFY-210
DB756TFN316.27@400012.25
EGNOTTFY226.18@40007.25
EGNOTHMY106.31R@4000-230
2.22.6.2.4 RWY 12L (LNAV/Baro‐VNAV) VPA 2.8°
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
REREKIF+2000-185
UKRIMTFN121.42+20003.66
DB601TFN121.29@20005.35
RW12LTFY121.366.53
DB611DFY-210
TALTUTFY106.50@300014.31
TALTUHMY286.39L@3000-230
2.22.6.3 ILS Approach Procedure Coding
2.22.6.3.1 RWY 30L ILS
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
ULDOTIF+2000-185
SEDPOTFN301.45+20004.53
MODUSCFN301.42@20004.97
RW30LCFY301.395.85
DB707DFY-210
EGNOTTFY286.31@300014.09
EGNOTHMY106.31R@3000-230
2.22.6.3.2 RWY 12R ILS
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
REREKIF+3000-185
PEDOVTFN123.90+30004.71
DB657CFN121.31@30002.62
RW12RCFY121.379.22
DB614DFY-210
DB655TFN136.43@400011.90
TALTUTFY046.40@40007.22
TALTUHMY286.39L@4000-230
2.22.6.3.3 RWY 30R ILS
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
ULDOTIF+3000-185
LOVOLTFN304.07+30004.51
DB759CFN301.44@30002.73
RW30RCFY301.379.15
DB755DFY-210
DB756TFN316.27@400012.25
EGNOTTFY226.18@40007.25
EGNOTHMY106.31R@4000-230
2.22.6.3.4 RWY 12L ILS
Waypoint IDP/TFly-OverCourse (°T)Turn DirectionAltitude (FT)Distance (NM)Speed Limit (KT)
REREKIF+2000-185
UKRIMTFN121.42+20003.66
DB612CFN121.32@20005.79
RW12LCFY121.366.09
DB611DFY-210
TALTUTFY106.50@300014.31
TALTUHMY286.39L@3000-230
2.22.7 Dubai ATC Speed Restrictions
2.22.7.1 General
2.22.7.1.1 ATC has zero tolerance with regards to the compliance with speed control instructions. Pilots shall adhere to the speed (IAS) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed, e.g. due to turbulence, ATC shall be notified as soon as possible that such a change has been made.
2.22.7.1.2 Pilots unable to maintain the last assigned speed during any particular phase of flight, e.g. for aircraft performance reasons, shall inform ATC as soon as possible in order that another speed/alternative clearance can be issued.
2.22.7.2 Arriving Aircraft
2.22.7.2.1 Pilots should expect the following speed control restrictions to be enforced by ATC:
  1. 210 – 250 KT: from CTA entry to downwind;
  2. 180 – 230 KT: from downwind to base leg;
  3. 160 – 210 KT: on base leg and closing heading to final approach;
  4. 180 KT: 10 NM from touchdown;
  5. 160 KT: 4 NM from touchdown
2.22.7.2.2 Pilots must advise ATC if a speed adjustment is considered excessive or contrary to aircraft operating specifications.
2.22.7.2.3 Speed control points depicted in STAR coding tables and on STAR charts are mandatory unless instructed by ATC.
2.22.7.3 Departing Aircraft
2.22.7.3.1 Outbound traffic from Dubai CTA may also be required to comply with certain speed restrictions to achieve spacing requirements.
2.22.8 VFR routes
2.22.8.1 For VFR routes defined within DUBAI CTA including detailed information regarding the VFR reporting points established on those VFR routes, see OMDB AD 2-91 and ENR 6-4.1/6-4.2.
2.22.9 Ground Movement Surveillance - Transponders Operation
2.22.9.1 In addition to the transponder requirements specified in GEN 1.5.4 aircraft are required to switch on transponders when commencing pushback.
2.22.9.2 Aircraft not requiring pushback shall switch on transponders prior to commencing taxiing.
2.22.9.3 Arriving aircraft shall ensure that transponders remain switched on and transmit last assigned code until parked on stand.
2.22.10 Dependent–Approach peak offloading (D-APO) and parallel approach separation
2.22.10.1 D-APO utilises reduced longitudinal separation between the parallel approaches for runway 30 direction only. ATC will tactically assign the landing runway, i.e. RWY 30L or RWY 30R, in order to make the best use of this reduced separation requirement on final approach. During peak arrival periods, in runway 30 mode of operation, RWY 30R will be utilised in mixed mode, combining both departures and arrivals. D-APO will be active:
  1. During VMC
  2. Dual RWY 30L/R operations is in use with ILS approach being the preferred type of approach for RWY 30R
  3. Reduced separation being applied is broadcast on the ARR ATIS
  4. Landing runway is assigned not later than 30 NM from touchdown, unless otherwise agreed with the pilot
2.22.10.1.1 ATC will allocate or offload Light and Medium wake category aircraft to RWY 30R and vector aircraft to the final approach course ensuring that the arrivals to the RWY 30R are established 1000 FT above the arrivals to RWY 30L if reduced wake turbulence separation is required on final approach. (See 2.22.10.2.2.5 below regarding Light (L) wake turbulence category aircraft).
2.22.10.1.2 Outside the hours of D-APO, the "pairing" of aircraft, including the application of reduced radar and wake turbulence separation minima, may still take place subject to departure demand and internal ATC coordination requirements provided conditions a, b and d in 2.22.10.1 are met.
2.22.10.2 Parallel runway spacing and separation on Final Approach
2.22.10.2.1 Parallel final approach separation
2.22.10.2.1.1 During VMC (H24), ATC may apply 2.5 NM radar separation between succeeding aircraft and preceding aircraft on the parallel final approach RWY 30L/R, provided that:
  1. Distance-based wake turbulence separation minima is not required for the succeeding aircraft
  2. Aircraft are established on the final approach track within 10 NM of the runway thresholds
  3. Aircraft are landing on separate runways
  4. Reduced separation being applied is broadcast on the ARR ATIS
  5. Landing runway is assigned not later than 30 NM from touchdown, unless otherwise agreed with the pilot

If any of the above conditions cannot be met, then the 2.5 NM separation will be suspended and revert to 3 NM spacing or the applicable wake turbulence separation minima if greater.

2.22.10.2.1.2 Visual approaches may be requested by arrivals on final approach. When requesting a visual approach, the pilot must be able to report the preceding aircraft in sight and accept to maintain own separation from that aircraft. Pilot request or acceptance of a visual approach means the pilot can maintain visual reference to the terrain and accepts responsibility for establishing a safe landing interval behind preceding aircraft as well as responsibility for wake turbulence avoidance. ATC may initiate a visual approach, provided that the pilot concurs, has the preceding aircraft in sight and accepts to maintain own separation from that aircraft. Whenever deemed necessary, ATC will issue a caution of possible wake turbulence.
2.22.10.2.1.3 It is pilot’s responsibility to inform ATC if they are operating their aircraft other than in a normal manner.
2.22.10.2.2 Reduced Wake Turbulence Separation
2.22.10.2.2.1 The reduced separation takes advantage of the relative altitude difference between aircraft on the left and right glide paths (resulting from the ~1 NM / 1880 M stagger between the runway thresholds) to avoid potential wake turbulence encounters.
2.22.10.2.2.2 In order for this separation to apply, aircraft must follow the glide path for the appropriate approaches landing on RWY 30L/R. VMC must exist and visual approaches on final approach are available as per 2.22.10.2.1.2 conditions above.
2.22.10.2.2.3 Minimum reduced wake turbulence separation between leading and trailing aircraft on the parallel final approaches RWY 30L/R, shall be applied as follows:
Leading aircraft RWY 30LTrailing aircraft RWY 30RMinimum WT Separation
a) Any wake turbulence categorySuper Heavy (J) or Heavy (H)No wake turbulence requirement
b) Heavy (H)Medium (M)2.5 NM (2.5 NM radar separation criteria must be met, otherwise 3 NM)
c) Super Heavy (J)Medium (M)4.5 NM
d) Medium (M)Medium (M)2.5 NM (Minimum radar separation)
2.22.10.2.2.4 Reduced wake turbulence separation will not be applied for Light wake turbulence category aircraft.
2.22.10.2.2.5 Missed Approaches
2.22.10.2.2.5.1 If the spacing reduces below the required separation minima, as defined in 2.22.10.2.2.3 b) and c), the trailing aircraft will be issued missed approach instructions by ATC.
2.22.10.2.2.5.2 If a leading aircraft on RWY 30L approach executes a go around, then the trailing aircraft on RWY 30R approach may continue provided the separation to be applied remains as per 2.22.10.2.2.3 b) and c).
2.22.11 Domestic Arrivals during peak periods
2.22.11.1 Priority for landing will be given to aircraft already airborne.
2.22.11.2 During peak periods (1900 to 2300 UTC) when aircraft landing OMDB are holding, traffic departing from UAE airports with destination OMDB can expect to be held on the ground whilst awaiting their turn in the traffic sequence.
2.22.11.3 On call for start-up Dubai ATC will assess the aircraft's arrival time at OMDB and calculate it's position in the landing sequence. The local ATC unit will then be advised a departure window during which time the aircraft must be airborne.
2.22.12 Intersection Departures
2.22.12.1 Unless otherwise instructed, Pilots are encouraged to take advantage of intersection departures to minimise runway occupancy time (see section OMDB AD 2.13.1)
2.22.12.1.1 Intersection departures may be initiated by ATC, pilots must advise ATC if they are not able to comply with this request.
2.22.12.1.2 Intermediate departures for the purpose of wake vortex. The following are considered by ATC to be the same departure points:
  • Taxiways K1/K2/M4 AND M5B
  • Taxiways K3/K4/K5 AND M7B
  • Taxiways M1/M1A/M1B/N1/N1A AND N1B
  • Taxiways M13/M13A/M14A/N8A/N9 AND N10
  • Taxiways M13A/M14A/M15/N9/N10 AND N11
  • Taxiways M14A/M15/M15A/N10/N11 AND N12
  • Taxiways K15A/K16/K17/K18/M18A/M19/M20 AND M21

OMDB AD 2.23 ADDITIONAL INFORMATION

2.23.1 Bird activity
2.23.1.1 Flocks of gulls and most wading species are active in the vicinity of the airport from late October to early March. Maximum numbers are recorded between early December and mid February.
2.23.1.2 The main period of activity is at sunrise when flocks of gulls leave from Dubai creek and Al Badia, travelling North eastwards (NE) to vicinity 251636.20N and 0552612.97E approximately 6 KM from ARP, crossing the approach to RWY 30L / 30R between 500 FT and 1500 FT AGL.

Note: Information supplied by Ornithologists.

2.23.2 Low Visibility Operations
2.23.2.1 Low Visibility Operations shall commence when:
  1. Touchdown IRVR readings indicate a visibility of 600 M or less and/or;

  2. The reported meteorological visibility indicates 600 M or less and/or;

  3. The reported cloud ceiling is less than 300 FT.

2.23.2.2 Regulations require serviceable surface movement radar for operations to continue when meteorological visibility or IRVR is 300 M or less. Any unserviceability may result in delays in the affected areas of coverage.
2.23.2.3 When low visibility procedures are in force, a much reduced landing rate can be expected due to the requirement for increased spacing between arriving aircraft.
2.23.2.4 Both runways 12L / 30R and 12R / 30L subject to serviceability of the required facilities, are suitable for CAT III B operations by operators approved by the GCAA. Minimum RVR 50 M.
2.23.2.5 Dependent Dual LVO runway operations apply as follows:
  1. Landings on RWY 30L and take-offs on RWY 30R or;
  2. Landings on RWY 12L and take-offs on RWY 12R.
  3. ILS for the runway dedicated for take-offs is turned off.
  4. Vacating runway to TWY M is not allowed during CAT II and CAT III operations.

Note: No take-offs are permitted from the runway dedicated for landings.

2.23.2.6 Selectable TWY CL lights are installed. Pilots shall follow ATC clearances in combination with selected high intensity TWY CL lights. Pilots shall not continue taxiing when the high intensity CL lights are not illuminated.
2.23.2.7 During LVOs pilots are required to use the CAT II / III holding points and take-off from
  1. TWY N10 / TWY M14A for RWY 30R;
  2. TWY M4 / TWY K1 for RWY 12R;
  3. TWY N1A / TWY M1A for RWY 12L;
  4. TWY K17 / TWY M20 for RWY 30L.
2.23.2.8 For arriving aircraft, available RWY exits will be illuminated. Pilots should select the first convenient illuminated exit or as instructed by ATC.
2.23.2.9 Arriving aircraft shall delay reporting "Runway vacated" until the aircraft has passed the end of the green / yellowamber coded TWY CL lights.
2.23.2.10 Standard Low Visibility Taxi Routes are normally used. However, deviations could be made at ATC discretions. Pilots shall follow ATC taxi clearances on routes illuminated by route selectable high intensity CL lights.
2.23.2.11 The runway dedicated for landings must not be crossed. Arriving traffic may be instructed to cross the runway dedicated for take-offs only at:
  1. TWY M1A / TWY N1A for RWY 30R or;
  2. TWY M20 / TWY K17 for RWY 12R.

Note: Refer to Chart OMDB AD-2-27 to OMDB AD-2-30 for Standard Low Visibility Taxi Routes.

2.23.3 Time Check Requirements

Pilots requiring correct Local or UTC time are to obtain it from other sources such as GPS. Correct time is available on request with ATC.

2.23.4 Surface movement guidance and control system and markings
2.23.4.1 Taxiing guidance system at Dubai international airport
2.23.4.1.1 Introduction
2.23.4.1.1.1 The taxiing guidance system at Dubai International Airport consists of stop bars and selectable segments of green taxiway centreline lights. The system guides arriving and departing aircraft between the runways and parking positions by the use of airfield lighting, referred to as ”follow the greens” concept. Cockpit crew will be guided by green taxiway centreline lights in front of the aircraft to provide dedicated, safe and efficient ground movement. The system at OMDB is designed to provide pilots with visual guidance while taxiing during day and night operations as well as during periods of low visibility. It is controlled by tower Air Traffic Controllers using a Taxiway Lighting Control Panel.
2.23.4.1.2 Route Selection and priority
2.23.4.1.2.1 When a taxiing route is selected on by tower controllers, corresponding segments of taxiway centreline lights on the manoeuvring area are switched on automatically approximately 300M ahead of the aircraft and are extinguished after the aircraft has taxied over them. This is achieved using the aircraft positional information provided through Ground Surveillance System.

When more than one aircraft taxis towards the common intersection, the first aircraft reaching the intersection will get a continued green indication unless the controller has set a priority for an alternative aircraft. A section of green centreline lights that are extinguished prior to an intersection shall indicate that an aircraft is to hold prior to the intersection awaiting onward clearance from ATC.

2.23.4.1.2.2 All taxiing guidance lights on taxiways leading to the runways terminate at the runway holding positions where, by default, red stop bar lights remain on unless deselected by the Tower controller. When deselected, these stop bar lights will re‐activate automatically back to red once an aircraft or vehicle has crossed them.
2.23.4.1.3 Information and mandatory signs/markings
2.23.4.1.3.1 When following the directional guidance provided by the green taxiway centreline lights and red stop bar lights, pilots are advised to also navigate their taxi route with reference to information and mandatory signs/markings provided at the airport so as to maintain positional awareness of their location at all times.
2.23.4.1.3.2 It is not possible to safely locate signs for some intermediate holding position stop bars. Surface marking designators are in place and chart OMDB AD 2-26 has been amended to indicate where ITHP with no signs are located.
2.23.4.1.4 Taxi instructions using the green taxiway centreline lights
2.23.4.1.4.1 ATC will use the phraseology “Follow the greens .....” when issuing a clearance to pilots to taxi along the directional guidance provided by the green taxiway centreline lights. The controller may use the expression “follow the greens” in a taxi clearance instead of detailing the route to be followed. The instruction however will always include a clearance limit e.g. “EMIRATES 123 TAXI TO HOLDING POINT M13A RUNWAY 30R FOLLOW THE GREENS”
2.23.4.1.4.2 When instructed to follow the greens by ATC, Flight crew are reminded of the extreme importance of maintaining a careful lookout and are at all times responsible for wing tip clearance. The use of the “follow the greens” concept, in conditions other than when ATC is required to provide separation, does not necessarily provide separation where an aircraft following the clearance passes behind an aircraft holding on an adjoining taxiway or runway entry.
2.23.4.1.4.3 When instructed to follow the greens by ATC, the pilot must not taxi if there are no Green lights ahead.
2.23.4.2 Stand identification / taxiway guide lines / visual docking / parking guidance system
2.23.4.2.1 Nosewheel guide lines on taxiways and aprons.
2.23.4.2.2 Nose-in parking is mandatory. Exemptions only given in special cases with specific authorisation from ATC.
2.23.4.2.3 Broken turn-on lines are for DC10 and L1011; Solid turn-on lines are for B747 and all other aircraft.

Note 1: To maintain a safe wingtip clearance from adjacent parked aircraft it is essential that aircraft do not cut the corner on the bay centre line.

2.23.4.2.4 Parking stands are equipped with visual docking guidance system (VDGS).If VDGS is faulty, marshaling assistance would be arranged on the stand.VDGS)
2.23.4.2.4.1 A pilot must not enter the stand and immediately inform ATC if:
  1. Unsure of VDGS information;
  2. VDGS is not activated (vertical running arrows);
  3. VDGS fails (see details of VDGS failure types in section 2.23.4.2.4.5) and
  4. VDGS display different aircraft type.
2.23.4.2.4.2 Upon entering the stand, the pilot must hold position and inform ATC if :
  1. There is a VDGS failure or
  2. The aircraft has not stopped at the designated stop position.
2.23.4.2.4.3 VDGS
  1. The VDGS system is installed for the lead-in line of all stands. It displays to pilots on a large LED Board, azimuth and ‘distance-to-go’ information.

  2. Pilots should follow the lead-in ground marking to initiate the turn from taxilane into the stand. The VDGS unit will be set to capture mode prior to the aircraft arrival. The capture mode will display on LED Board the aircraft type with floating arrows (^) as shown in 2.23.4.2.4.4.

  3. Before turning onto the stand, check if aircraft type displayed in the VDGS is correct.

  4. Once the VDGS captures the aircraft, the display will change to tracking mode showing the relative position of the aircraft (↑) from the lead-in line (T). A flashing red arrow (>) on the board indicates the direction of turn to align the aircraft nose-wheel with the lead-in line of the stand (as shown in 2.23.4.2.4.4).

  5. The VDGS will display the final closing rate information in meters, which is shown 20M from the STOP position and rows of light gets extinguished from 12m. The closing rate is also shown graphically by gradual shortening of the (T) symbol. Slow down the aircraft speed to halt at the STOP position (as shown in 2.23.4.2.4.4)

    Note: Pilot must not proceed unless the floating arrows have been superseded by the closing rate bar.

  6. When the aircraft nose-wheel reaches the correct STOP position, distance-to-go reading reaches zero and the ‘STOP’ signal and red lights are displayed on the board to halt the aircraft from any further movement.

  7. The ‘STOP’ will change to an ‘OK’ signal on the Board to indicate the aircraft is correctly parked. If the aircraft has overshot the STOP position, ‘TOO FAR’ signal will be displayed on the Board.

  8. The VDGS should be approached at a maximum speed of 3 KT. Exception for Code C aircraft in concourse D which should not exceed a maximum speed of 2 KT.

2.23.4.2.4.4 LED Board Display – When VDGS is functioning optimally
ModeDisplayDescription
Capture

  • The floating arrows indicate that the system is activated and in Capture mode and searching for an approaching aircraft.
  • Pilots shall check that the correct aircraft type is displayed.
  • Do not proceed any further if this mode is not replaced with the Tracking or Closing Rate mode when approaching the VDGS unit.
Tracking
  • When the aircraft has been caught by the laser, the floating arrow is replaced by the yellow lead-in indicator.
  • If a flashing red indicator is displayed, then this is indicating the direction of turn required to re- establish onto the lead-in.
Closing Rate
This is the final count down from a specific distance to the stop position.
2.23.4.2.4.5  LED Board Display – Examples of VDGS Failures
Failure TypeDisplayDescription
OVERSHOOT

If the aircraft has overshot the stop-position, 'TOO FAR' will be displayed.
STOP SHORT
If the aircraft is found standing still but has not reached the intended stop position, the message 'STOP, OK' will be shown after a pre- configured time.
AIRCRAFT VERIFICATION FAILURE
During entry into the Stand, the aircraft geometry is being checked. If, for any reason, aircraft verification is not made 12 meters before the stop-position, the display will first show 'WAIT' and make a second verification check. If this fails, 'STOP' and 'ID FAIL' will be displayed.
GATE BLOCKED
If an object is found blocking the approach to gate/apron view from the Safedock to the planned stop position for the aircraft, the docking procedure will be halted with a 'WAIT' and 'GATE BLOCK' message.
2.23.4.2.4.1 VDGS

Note 1: Pilots must not enter an aircraft stand unless the VDGS is illuminated or a marshaller has signalled clearance to proceed.

Note 2: Pilots must not attempt to self-park if the VDGS is not illuminated or calibrated for their aircraft type.

Note 3: VDGS units used at OMDB will not operate effectively below CAT IIIA conditions (visibility down to 175 M), if VDGS unit is not illuminated or failing to capture aircraft, Pilots must stop and request marshaling assistance from ATC.

  1. The aircraft is guided to the stand with the aid of a visual display system consisting of digital stand reference panel, digital guidance lights, digital azimuth lights and remote control panel.

  2. The unit is interactive; i.e. it can be programmed to display the required stand number, the aircraft code type, welcoming messages, etc.

  3. The unit identifies the presence and shape of the aircraft with the aid of laser emission.

  4. The indication lights are based on arrows guiding the pilot to manoeuvre the aircraft towards the centreline.

  5. An alphanumeric display panel is also provided to convey messages. E.g. STOP.

  6. The VDGS should be approached at a maximum speed of 3 KT except Code C aircraft in concourse D. All code C aircraft approaching VDGS in the concourse D stands should not exceed a maximum speed of 2 KT. .

  7. The VDGS units are controlled and monitored from a central workstation. No Marshaller will be present in bays equipped with fully automatic VDGS. In the event of malfunction of VDGS, pilots should hold position and inform ATC.

2.23.4.2.5 Yellow aircraft stand manoeuvring guidance lights and red position lights for final stop position.
2.23.4.2.6 A follow-me vehicle will be provided for all non-standard parking.
2.23.4.2.7 Crossover Taxiways: TWY Z2 to TWY Z16 and TWY U1 to TWY U6
  1. Parallel Taxiways TWY K, TWY Z, TWY  J and TWY U are linked to each other through designated taxiways referred to as ‘crossovers’ e.g. TWY U1, TWY U2 and TWY Z2.
  2. In order to ensure safe wingtip clearance, crossover taxiways are used only when authorised by ATC.
  3. When taxiing onto the parking stands after arrival, the turn onto the stand should be made directly from the outer parallel taxiway unless an instruction authorising the use of the crossovers has been issued by ATC.
2.23.4.2.8 The western link from TWY Z to TWY K10 / TWY K11 is not available.
2.23.4.3 Remarks
2.23.4.3.1 Start-up and Push-back Approval Procedures
2.23.4.3.1.1 Aircraft will normally be expected to start-up during push-back. Aircraft wishing to start engines either before or after push-back should notify ATC.
2.23.4.3.1.2 Push-backs are onto active Taxiways:
  1. "Dubai Delivery" is responsible for issuing an Airways/Route Clearance.
  2. Approval to start on stand does not imply an approval to pushback.
  3. "Dubai Ground" is responsible for issuing Start and Push-back approval, along with the Taxi Clearance.

Note: Push-back approval can only be obtained from Dubai Ground.

2.23.4.3.1.3 If no push-back is required due to aircraft facing nose out, this must be notified to "Dubai Delivery" on first contact.
2.23.4.3.1.4 DNATA, Jet Aviation and certain operating companies with own trained drivers are the only approved agencies for executing push-backs. Their procedures are mandatory. However it is the pilot's responsibility to obtain push-back approval from ATC and relay the same to their ground engineer prior to commencing push-back.
2.23.4.3.1.5 Push-back approval includes instructions to face east or west as appropriate.
2.23.4.3.2 Engine Runs
2.23.4.3.2.1 Engine runs on parking bays are permitted at ground idle only and for a maximum duration of five minutes. High power engine runs are permitted at predesignated areas. Prior approval is required for both idle and high power engine runs. Requests shall be made on telephone +971 4 216 8142 at least 30 minutes prior to start-up.
2.23.4.3.3 Modes of Runway Operation
2.23.4.3.3.1 The parallel runways at Dubai International Airport are spaced 385 M apart and staggered in compliance with ICAO SARPS published in Annex 14 Volume 1- Aerodromes.
The runway spacing restrict operations to Segregated Operations on Parallel Runways (Mode 4) as defined in ICAO Document 9643 - Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR)
2.23.4.3.3.2 Normal operations at Dubai International will be conducted as segregated runway operations with simultaneous arrivals and departures from closely spaced parallel runways.
Simultaneous operations will be restricted to the following weather conditions
  1. Cloud base is 1500 FT or above
  2. Visibility is 5 KM or greater
2.23.4.3.3.3 Available approaches during dual runway operations when visibility is 3000 M or greater is as follows:
  1. Runway 12 in use:
    • RWY 12L ILS (RNAV)
    • RWY 12R RNAV (VIS) *ILS switched OFF
  2. Runway 30 in use:
    • RWY 30L ILS (RNAV)
    • RWY 30R RNAV (ILS) (VIS)

Approaches to non‐standard arrival runways (RWY 12R or RWY 30R) will be either an RNAV or a Visual Approach on request with ATC. ILS RWY 30R will be issued at ATC discretion during times when arrival traffic is offloaded to RWY 30R.

During single runway operations or when the visibility reduces below 3000 M, an ILS approach will be available onto the arrival runway in use.

2.23.4.3.3.4 In order to facilitate simultaneous operations departing aircraft may be issued with departure instructions in accordance with Omni Directional Departure chart OMDB AD 2-48. Departing aircraft shall not change frequency until advised.
2.23.4.3.3.5 Pilots shall be aware of the proximity of arriving and departing traffic particularly in the event of a missed approach or baulked landing situation.
2.23.4.3.3.6 Both arriving and departing aircraft may be issued with instructions to turn on to a heading away from the adjacent runway at any time in order to ensure separation from conflicting aircraft. Turns have been evaluated for obstacle clearance from 800 FT for all runways. For departing traffic, this turn may initially take an aircraft away from its planned departure track. Aircraft should expedite climb and comply with ATC instructions without delay.
2.23.4.3.3.7 Pilots requiring full length for departure for RWY 12R or RWY 30R - shall advise ATC of the required departure point on first contact and can expect delays at peak times due to runway dependencies.
2.23.5 Runway visual range
2.23.5.1 Transmissometers are available for reporting IRVR. For locations see Chart OMDB AD 2-21.
2.23.5.2 For radio transmission purposes the locations will be designated as:
ALFA: Touchdown
BRAVO: Mid - point
CHARLIE: Stop end
2.23.5.3 Visibility below 2000 M is reported in the following incremental steps:
  1. 50 M to 400 M: 25 M
    400 M to 800 M: 50 M
    800 M to 2000 M: 100 M

Note: See GEN 3.5.3.5 for reporting procedures

2.23.5.4 For low visibility departures all IRVR for the departure runway shall be serviceable except that the threshold IRVR is not required when reported meteorological visibility is more than 150 M.
2.23.6 Runway physical characteristics remarks
2.23.6.1 RWY 12R/30L has 7.5 M asphalt load bearing shoulders and 10 M non load bearing sealed area on both sides. RWY 12L/30R has 7.5 M asphalt load bearing shoulders and 12.5 M non bearing sealed area on both sides.
2.23.6.2 180˚ turns on the runways are not permitted for aircraft larger than A320.
2.23.7 Reduced Runway Separation Minima (RRSM)
2.23.7.1 Special landing and departing procedures may be utilized, at Dubai International airport for runways 12L/30R and 12R/30L, subject to the procedures and conditions shown hereunder.

Note 1: Pilots unable to participate in the procedures due to their airline SOPs must inform ATC as soon as possible so that alternative clearances may be issued (refer 2.22.2 Initial Contact Instructions - Airborne Note 2)

Note 2: It is essential that aircrew adhere to the AIP OMDB AD 2.20.5 “Minimum Runway Occupancy” to ensure the efficiency of operations during RRSM.

2.23.7.1.1 It is essential that aircrew adhere to the AIP OMDB AD 2.20.5 “Minimum Runway Occupancy” to ensure the efficiency of operations during RRSM.
2.23.7.2 Single Runway Mode Procedure

Subject to the ‘conditions for the application of RRSM’ the following procedure(s) may be applied H24 at DXB

  1. Landing following landing:

    When the runway‐in‐use is temporarily occupied by other traffic, landing clearance may be issued to an arriving aircraft, provided that the controller has reasonable assurance that the following separation distances/criteria will be met when the landing aircraft crosses the runway threshold:

    1. RWY 12L/30R

      The preceding landing aircraft has landed and has vacated the runway; or has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the runway exit points for TWY N3A and TWY M3A for RWY 30R); and is in motion and will vacate the runway without stopping and/or backtracking.

      Landing RRSM will only be applied between two successive arrivals provided both aircraft have been instructed to vacate at published Rapid Exit Taxiways (RETs).

    2. RWY 12R/30L

      The preceding landing aircraft has landed and has vacated the runway; or has passed a point at least 2500 M from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L); and is in motion and will vacate the runway without stopping and/or backtracking.

      Landing RRSM will only be applied between two successive arrivals provided both aircraft have been instructed to vacate at published Rapid Exit Taxiways (RETs).

  2. Landing following departure:

    When the runway‐in‐use is temporarily occupied by other traffic, landing clearance may be issued to an arriving aircraft, provided that the controller has reasonable assurance that the following separation distances/criteria will be met when the landing aircraft crosses the runway threshold:

    1. RWY 12L/30R

      The preceding departing aircraft will be airborne and has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the RWY exit points for TWY N3A and TWY M3A for RWY 30R) , or if not airborne, will be at least 2500 M from the threshold of the runway.

    2. RWY 12R/30L

      The preceding departing aircraft will be airborne and has passed a point at least 2500m from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L) , or if not airborne, will be at least 2500 M from the threshold of the runway.

      Note: Crew of flights should be aware of the possibility of a go-around when no landing clearance has been received approaching 2 NM from the threshold, with another aircraft lined up or departing.

  3. Departure following departure:

    Take‐off clearance may be issued to a departing aircraft, commencing its take‐off roll from full length*, before the preceding departure has passed the upwind end of the runway; provided:

    1. RWY 12L/30R

      The preceding aircraft is airborne, and has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the RWY exit points for TWY N3A and TWY M3A for RWY 30R) and minimum separation continues to exist, constant or increasing, between the two departing aircraft immediately after take‐off of the second aircraft.

    2. RWY 12R/30L

      The preceding aircraft is airborne, and has passed a point at least 2500 M from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L) and minimum separation continues to exist, constant or increasing, between the two departing aircraft immediately after take-off of the second aircraft.

      Note: Exception‐ Due to displaced thresholds, the succeeding departure may commence its take‐off roll subject to the same provisos above when departing off

      1. RWY 12R from M4 to M7B or K1 to K4;
      2. RWY 30L from K17, K18 to M20, M21.
      3. RWY12L from M1 to M1B or N1 to N1B;
      4. RWY 30R from M15 to M15A or N11 to N12
2.23.7.3 Dual Dependent Runway Mode Procedure (Both Directions):

The procedures described above for single runway operations for "landing following landing", and "departure following departure" shall be applied in the same manner on respective runways during dual runway operations.

The exception for Dual Runway Operations is when the runway mode becomes Dependent in VMC (i.e. when aircraft are departing from the full length 12R from K1, K2, M4, M5B; or from the full length 30R from M15, M15A, N11, N12), Therefore the difference from Single Runway Operations, is in the scenario of "landing following departure". In RWY 12 direction, a preceding departing aircraft off RWY 12R must have passed abeam TWY M10B and TWY K7, prior to the landing aircraft crossing the threshold of RWY 12L. In RWY 30 direction, a preceding departing aircraft off RWY 30R must have passed abeam TWY M10A and TWY N7, prior to the landing aircraft crossing the threshold of RWY 30L.

2.23.7.3.1 Conditions for the Application of RRSM:

RRSM may be applied H24 between:

  1. a departing aircraft and a succeeding landing aircraft using a single runway; or
  2. two successive landing aircraft; or
  3. two successive departing aircraft.

Note: RRSM H24 procedures shall apply to Category 1 and 2 aircraft types as if they were Category 3 aircraft types.

Provided:

  1. The tail wind component does not exceed 5 knots, measured at the landing threshold, and there are no pilot reports of wind shear.
  2. Met visibility shall be equal to or greater than 5 KM and the cloud ceiling shall not be lower than 1000 FT and the Air Traffic Controller is satisfied that the pilot of the following aircraft will be able to observe the relevant traffic clearly and continuously.
  3. The pilot of the following aircraft is warned i.e. Traffic information shall be provided to the flight crew of the succeeding aircraft concerned.
  4. The runway is dry and there is no evidence that the braking action may be adversely affected
  5. The controller is able to assess separation visually or by radar derived information. The surveillance system that provides the controller with position information shall be utilised in combination with visual means and shall be usable at all times.
  6. The runway incursion monitoring and collision avoidance system (RIMCAS) shall be utilised and serviceable at all times.
  7. Suitable landmarks and markers on the surface surveillance system shall be available to assist the controller in assessing the distances between aircraft.
  8. Wake turbulence separation minima shall be applied.
  9. Minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft.
  10. In order to ensure that the preceding aircraft vacates the runway in a timely manner, the pilot shall be advised of the exit at which to plan to vacate.
2.23.7.4 Traffic Information Phraseology for pilot of following aircraft

When applying RRSM in a scenario where the runway is temporarily occupied by a previously landed or departing aircraft, ATC shall provide a warning (traffic information) to the following aircraft when issuing the landing clearance or departure clearance.

The following examples illustrate ICAO standard phraseology that will be used:

  1. Landing Clearance Phraseology
    1. "(Call sign), (traffic Information) (wind) (runway) cleared to land".
    2. "(Call sign), (type) departing ahead (wind) (runway) cleared to land"
  2. Departing Clearance Phraseology
    1. "(Call sign), (type) departing ahead (wind) (runway) cleared for take-off"

Note: When necessary or desirable in order to expedite traffic, a landing aircraft may be requested to expedite vacating the runway. When there is a requirement to expedite departing traffic, a clearance for immediate take-off may be issued to an aircraft before it enters the runway.

2.23.8 ILS Glide Path Fluctuations for Arriving Aircraft
2.23.8.1 Caution ILS Glide Path possible signal fluctuations during CAT I conditions for arriving aircraft on RWY 12R/30L and 12L/30R due to taxiing and departing aircraft. Pilots should anticipate possible Glide Path interference and monitor ILS profile, flight display indications and autopilot behaviour during manual or coupled ILS Approaches.
2.23.9 Wind Shear Warnings
2.23.9.1 General

Wind shear reports added to a METAR will be as per ICAO Annex 3, Appendix 3, Table A3‐2.

2.23.9.2 Wind shear reports passed by ATC
  1. On receipt of any report of wind shear, ATC will:
    • Immediately relay the report to other aircraft potentially affected;
    • Pass the full report to the MET Office; and
    • Pass the information to other ATC units that may be affected.
  2. Wind shear reports that are relayed by ATC to other aircraft will contain as many of the following details as possible:
    • Aircraft type that reported the wind shear;
    • Description of event (e.g. light/moderate/severe, or positive/negative);
    • Height/altitude wind shear encountered;
    • Phase of flight;
    • Runway;
    • Time of encounter;
    • MET/operational information as received from the reporting pilot.
  3. Examples of the phraseology used by ATC to pass on wind shear reports:
    1. “CAUTION WIND SHEAR. AT (TIME) (AIRCRAFT TYPE) REPORTED STRONG WIND AT (HEIGHT/ALTITUDE) FEET ON APPROACH RWY (DESIGNATOR).MAX THRUST REQUIRED.
    2. "CAUTION WIND SHEAR. AT (TIME) (AIRCRAFT TYPE) REPORTED AFTER DEPARTING RUNWAY (DESIGNATOR) AT (HEIGHT/ALTITUDE) FEET AIRSPEED LOSS OF(NUMBER) KNOTS, STRONG (LEFT/RIGHT) DRIFT"
2.23.9.3 Wind shear warnings on ATIS
  1. Wind shear warning issued by NCM or received from an aircraft will be broadcast on both the departure and arrival ATIS.
  2. Regardless of any relevant information being broadcast on the ATIS, during final approach and prior to take‐off,ATC will transmit to aircraft without delay:
    • The latest information, on wind shear in the approach, final approach, take off and climb out area; and
    • Any significant variations in the current surface wind, expressed in terms of minimum and maximum values.
2.23.9.4 Pilot reports of wind shear
  1. For the benefit of subsequent aircraft and for validation and further enhancement of the low‐level wind shear warning, pilots are requested to inform ATC if they experience any wind shear on arrival or departure, irrespective of whether a warning has been given.ATC will pass such reports to following aircraft and the MET Office. Pilot reports should conform to the requirements of ICAO Annex 3, Appendix 4, section 4.1.
  2. ATC will continue to transmit information on wind shear until it is confirmed, either by three (3) consecutive subsequent aircraft reports or by advice from the MET Office that conditions are no longer a hazard to the operations.
2.23.9.5 Low Level Wind Shear

Caution, transient and sporadic low level wind shear is possible between 1800 to 0300 UTC on the approach and climb out due to land and sea breeze interaction resulting in possible airspeed loss/gain of 10 KT or more.

2.23.9.6 1000 FT and Below Winds

If a wind shear warning has been issued, aircraft may be requested by ATC to state the 1000 FT and below winds when able. ATC will then subsequently pass this information onto following aircraft whilst the wind shear warning is in force.

OMDB AD 2.24 CHARTS RELATED TO AN AERODROME

AD CHART - ICAO(Chart OMDB-AD-2-21)
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ACFT PARKING DOCKING CHART - ICAO APRONS Alpha, Bravo, Delta, Foxtrot, Sierra (Chart OMDB-AD-2-22A)
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ACFT PARKING DOCKING CHART - ICAO APRONS Echo, Golf, Hotel, Quebec (Chart OMDB-AD-2-22B)
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ACFT PARKING DOCKING CHART- ICAO APRONS Charlie (Chart OMDB-AD-2-22C)
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HOT SPOT - JET BLAST (Chart OMDB-AD-2-24)
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HOT SPOT CHART (Chart OMDB-AD-2-25A)
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HOT SPOT TEXT (Text OMDB-AD-2-25A)
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TAXIWAY HOT SPOT CHART (Chart OMDB-AD-2-25B)
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TAXIWAY HOT SPOT TEXT (Text OMDB-AD-2-25B)
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STOPBARS AND INTERMEDIATE TWY HLDG POSN (Chart OMDB-AD-2-26)
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LOW VIS TAXI RTE ARR RWY 30L (Chart OMDB-AD-2-27)
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LOW VIS TAXI RTE ARR RWY 12L (Chart OMDB-AD-2-28)
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LOW VIS TAXI RTE DEP RWY 30R (Chart OMDB-AD-2-29)
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LOW VIS TAXI RTE DEP RWY 12R (Chart OMDB-AD-2-30)
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AD OBSTACLE CHART - ICAO TYPE A RWY 12R/30L (Chart OMDB-AD-2-31)
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AD OBSTACLE CHART - ICAO TYPE A RWY 12L/30R (Chart OMDB-AD-2-33)
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PRECISION APPROACH TERRAIN CHART - ICAO RWY 30R (Chart OMDB-AD-2-36)
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PRECISION APPROACH TERRAIN CHART - ICAO RWY 12L (Chart OMDB-AD-2-38)
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PRECISION APPROACH TERRAIN CHART - ICAO RWY 30L (Chart OMDB-AD-2-39)
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PRECISION APPROACH TERRAIN CHART - ICAO RWY 12R (Chart OMDB-AD-2-40)
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SID CHART - ICAO RWY 12 L/R RNAV1 ANVIX 5G, DAVMO 3G, EMERU 1G, GETID 1G, KUTLI 3G, MIROT 2G, NABIX 2G, RIDAP 2G, SENPA 2G (Chart OMDB-AD-2-41)
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SID CHART - ICAO RWY 30 L/R RNAV1 ANVIX 6F, DAVMO 3F, EMERU 1F, GETID 1F, ITOTU 1F, KUTLI 3F, MIROT 2F, NABIX 2F, RIDAP 1F, SENPA 1F (Chart OMDB-AD-2-42)
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STAR CHART - ICAO RWY 12 L/R RNAV1 DATOB 1E, IMPED 3E, IMPED 3B, LORID 1E, PUVAL 5B, PUVAL 2E, VUTEB 3B, VUTEB 3E (Chart OMDB-AD-2-43)
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STAR CHART - ICAO RWY 30 L/R RNAV1 DATOB 3C, DATOB 4D, IMPED 3C, LORID 3C, LORID 4D, PUVAL 5C, PUVAL 2D, VUTEB 3C, VUTEB 3D (Chart OMDB-AD-2-44)
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STANDARD DEPARTURE CHART - ICAO OMNI DIRECTIONAL DEPARTURE (Chart OMDB-AD-2-48)
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ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO (Chart OMDB-AD-2-51)
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ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-1)
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ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-2)
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ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-3)
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ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-4)
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ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-5)
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IAC - ICAO RWY 30L ILS CAT A-DL (Chart OMDB-AD-2-61)
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IAC - ICAO RWY 12R ILS CAT A-DL (Chart OMDB-AD-2-62)
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IAC - ICAO RWY 30R ILS CAT A-DL (Chart OMDB-AD-2-65)
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IAC - ICAO RWY 12L ILS CAT A-DL (Chart OMDB-AD-2-66)
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IAC - ICAO RWY 12L RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-69)
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IAC - ICAO RWY 30R RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-70)
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IAC - ICAO RWY 30L RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-71)
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IAC - ICAO RWY 12R RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-72)
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BIRD CONCENTRATIONS (Chart OMDB-AD-2-85)
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VFR CHART - DUBAI CREEK VFR ROUTES (Chart OMDB-AD-2-91)
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