OMDB

OMDB — DUBAI / INTERNATIONAL

OMDB AD 2.1 AERODROME LOCATION INDICATOR AND NAME

OMDB — DUBAI / INTERNATIONAL

OMDB AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

ARP coordinates and site at AD

251510N 0552152E , On centreline runway 12R / 30L, adjacent landing THR RWY 12R

Direction and distance from (city)

2.5 NM E of Dubai

Elevation/Reference temperature

62 FT / 41° C

Geoid undulation at AD ELEV PSN

-112 FT

MAG VAR/Annual change

2° E (2020) / +0.05°

AD Administration, address, telephone, telefax, telex, AFS

Post:	Dubai Airports P.O. BOX 2525 DUBAI UNITED ARAB EMIRATES AIRPORT OPERATIONS CONTROL CENTRE
Tel:	+971 4 504 5000
Email:	aocc@dubaiairports.ae

Types of traffic permitted (IFR/VFR)

IFR / VFR

Remarks

OMDB 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 0691

OMDB AD 2.3 OPERATIONAL HOURS

1	AD Administration	H24
2	Customs and Immigration	H24
3	Health and Sanitation	H24
4	AIS Briefing Office	H24
5	ATS Reporting Office	H24
6	MET Briefing Office	H24
7	Air Traffic Services	H24
8	Fuelling	H24
9	Handling	H24
10	Security	H24
11	De-icing	NIL
12	Remarks	NIL

OMDB AD 2.4 HANDLING SERVICES AND FACILITIES

1	Cargo-handling facilities	Complete semi - automatic facilities
2	Fuel/oil types	Fuel: AVGAS-100LL: Air BP, Jet A1: Emojet, Eppco, Shell, Air BP Oil: All grades: Shell & Emojet
3	Fuelling facilities/capacity	All stands served by hydrants or bowser
4	De-icing facilities	NIL
5	Hangar space available for visiting aircraft	NIL
6	Repair facilities for visiting aircraft	Emirates Airlines by arrangement
7	Remarks	For 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

1	Hotels	Transit hotel within airport terminal. Hotel accommodation available in Dubai city
2	Restaurants	24 hour restaurant in terminal building
3	Transportation	Taxis, buses, metro and rental cars
4	Medical facilities	Medical centre at airport. Hospitals in Dubai city
5	Bank and Post Offices	Available at airport
6	Tourist Office	Available
7	Remarks	NIL

OMDB AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1	Aerodrome category for fire fighting	CAT 10
2	Rescue equipment	6 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.
3	Capability for removal of disabled aircraft	Equipment provided through based airline to remove all aircraft sizes up to CAT 10.
4	Remarks	NIL

OMDB AD 2.7 SEASONAL AVAILABILITY - CLEARING

1	Types of clearing equipment	NIL
2	Clearance priorities	NIL
3	Remarks	Aerodrome is available all seasons. There is no requirement for clearing.

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

1	Apron surface and strength	Refer Table 1 for Apron details
2	Taxiway width, surface and strength	Refer Table 2 for Taxiway details
3	Altimeter checkpoint location and elevation	Individual stands serve as altimeter checkpoint locations. See Parking / Docking charts.
4	VOR checkpoints	NIL
5	INS checkpoints	See Parking / Docking charts
6	Remarks	Maximum speed of 15 KT applied on TXL J, TXL J1, TXL J2, TXL J3, TXL U, TXL W, TXL Y, TXL Z. Due to general service road crossings of TXL J and TXL U and the proximity of general service roads to aprons B & F, pilots are required to switch on nosewheel lights whilst taxiing in these areas. Lights should be switched off prior to entering parking stands 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 - C47 C49-C51 C53-C64 (excluding C53L/R, C54L/R, C55L/R) D10 F5 F17 G1-G21 Although compliant with ICAO requirements they are non‐compliant with GCAA CARS Part IX regulations. 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). 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 E aircraft and code F aircraft not permitted on Taxilane curves at the same time in any direction. Pilots on TXL J and TXL 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 crew must use minimum power when taxiing in vicinity of Apron areas. In the event that an aircraft comes to a complete halt whilst entering a parking stand or taking a turn towards an adjoining taxiway, aircrew must hold position and contact ATC for assistance to ensure the area behind is free from effects of jet blast. Aircraft taxiing via TWY K16 and TWY K17 for departure RWY 30L shall use minimum power due to proximity of Apron H. Flight crew to exercise caution for vehicles crossing across TXL J3, at ITHP J3B. TWY J4 link between TXL Z and TWY K operational. Northbound powered aircraft movement is not permitted on this link turning from TXL Z due to jet blast concerns. Pilots to follow ATC instructions. TWY link south of TWY K1 Between TWY K and TXL Z available during day lights hours only but not available when Low Visibility Procedures in effect. Pilots to use minimum power when using any 90-degree link northbound from TXL Z

Apron Designation	Surface	PCN	Notes
Table 1: Apron details
ALPHA	Concrete	85/R/B/W/T	All stands equipped with 3 PLB excluding A1 (2 only)
BRAVO	Concrete	80/R/B/W/U	All stands equipped with 2 PLB
CHARLIE	Concrete	80/R/B/X/T	C18 to C47
CHARLIE	Concrete	85/R/B/W/T	C48 to C64
DELTA	Concrete	85/R/B/W/T	All stands equipped with 3 PLB excluding D10 (2 only)
ECHO	Concrete	80/R/B/X/T	E01 to E38 & E43
ECHO	Concrete	82/R/B/W/T	E44 (L/R) and E45 (L/R)
FOXTROT	Concrete	80/R/B/W/U	All stands equipped with 2 PLB excluding F12, F13 and F18 to F22 which have 3
GOLF	Concrete	85/R/B/W/T
HOTEL	Concrete	140/R/A/W/T
QUEBEC	Concrete	80/R/B/W/T
SIERRA	Concrete	85/R/B/W/T

Designation	ICAO Code	Length (M)(1)	Width (M)	Shoulder either side (M)	Strip (M) (minimum)	Surface	PCN
** Crossover Taxiway
(1) Calculated Values
Table 2: Taxiway details
TXL J	F	3499	25			Asphalt	80/F/A/W/U
TXL J	F	3499	25			Concrete	85/R/B/W/T
TXL J1	F	357	30			Concrete	80/R/A/W/U
TXL J2	F	604	26			Asphalt	80/F/A/W/U
TXL J3	F	375	26			Asphalt	80/F/A/W/U
TXL J4 south of TWY Z	E	366	23			Concrete	85/R/B/W/T
TWY J4 between TWY K and TWY Z	F	97	56	18	115	Concrete	85/R/B/W/T
TXL J5 south of TWY Z	E	484	23			Concrete	85/R/B/W/T
TWY J5 between TWY K and TWY Z	F	97	37	18	115	Concrete	85/R/B/W/T
TWY K between TWY K18 and ITHP KB	F	619	54	18	115	Concrete	80/R/A/W/U
TWY K between TWY K18 and ITHP KB	F	5797	25	18	115	Asphalt	120/F/A/W/T
TXL K between ITHP KB and stand C31	E	199	23			Asphalt	120/F/A/W/T
TXL K between ITHP KB and stand C31	E	156	23			Concrete	80/R/A/W/U
TWY K1	F	253	30	18	115	Asphalt	80/F/A/W/U
TWY K1	F	253	30	18	115	Concrete	86/R/B/W/T
TWY K2	F	253	30	18	115	Asphalt	80/F/A/W/U
TWY K2	F	253	30	18	115	Concrete	86/R/B/W/T
TWY K3	F	253	30	18	115	Asphalt	80/F/A/W/U
TWY K3	F	253	30	18	115	Concrete	80/R/A/W/U
TWY K4	F	253	28	18	115	Asphalt	80/F/A/W/U
TWY K4	F	253	28	18	115	Concrete	80/R/A/W/U
TWY K5	F	253	28	18	115	Asphalt	80/F/A/W/U
TWY K5	F	253	28	18	115	Concrete	80/R/A/W/U
TWY K6	F	510	30	18	115	Asphalt	80/F/A/W/U
TWY K7	F	287	32	18	115	Asphalt	80/F/A/W/U
TWY K7	F	287	32	18	115	Concrete	86/R/B/W/T
TWY K8	F	380	30	18	115	Asphalt	80/F/A/W/U
TWY K9	F	380	30	18	115	Asphalt	72/F/B/W/T
TWY K10	F	288	39	18	115	Concrete	86/R/B/W/T
TWY K11	F	286	39	18	115	Asphalt	112/F/A/W/T
TWY K11	F	286	39	18	115	Concrete	86/R/B/W/T
TWY K12	F	190	39	18	115	Concrete	86/R/B/W/T
TWY K13	F	380	31	18	115	Asphalt	80/F/A/W/U
TWY K14	F	280	39	18	115	Asphalt	80/F/A/W/U
TWY K15	F	500	30	18	115	Asphalt	80/F/A/W/U
TWY K15A	F	190	34	18	115	Asphalt	72/F/B/W/T
TWY K15A	F	190	34	18	115	Concrete	85/R/B/W/T
TWY K16	F	310	30	18	115	Asphalt	80/F/A/W/U
TWY K17	F	310	30	18	115	Asphalt	120/F/A/W/T
TWY K18	F	267	26	18	115	Asphalt	72/F/B/W/T
TWY K18	F	267	26	18	115	Concrete	85/R/B/W/T
TWY L	F	829	32	18	115	Concrete	80/R/A/W/U
TWY L1	F	458	26	18	115	Asphalt	80/F/A/W/U
TWY L2B	F	92	25	18	115	Asphalt	80/F/A/W/U
TWY L3	F	547	26	18	115	Asphalt	80/F/A/W/U
TWY L4	F	543	25	18	115	Asphalt	80/F/A/W/U
TWY M	F	950	25	18	115	Concrete	80/R/A/W/U
TWY M	F	5270	25	18	115	Asphalt	120/F/A/W/T
TWY M1	F	327	30	18	115	Asphalt	80/F/A/W/U
TWY M1A	F	327	30	18	115	Asphalt	80/F/A/W/U
TWY M1B	F	192	30	18	115	Asphalt	72/F/B/W/T
TWY M1B	F	192	30	18	115	Concrete	85/R/B/W/T
TWY M1C	F	192	34	18	115	Asphalt	80/F/A/W/U
TWY M1C	F	192	34	18	115	Concrete	80/R/A/W/U
TWY M2	F	192	39	18	115	Asphalt	102/F/A/W/T
TWY M3	F	383	30	18	115	Asphalt	80/F/A/W/U
TWY M3A	F	384	30	18	115	Asphalt	72/F/B/W/T
TWY M4	F	192	30	18	115	Asphalt	72/F/B/W/T
TWY M4	F	192	30	18	115	Concrete	85/R/B/W/T
TWY M5A	F	192	38	18	115	Asphalt	72/F/B/W/T
TWY M5B	F	192	38	18	115	Asphalt	72/F/B/W/T
TWY M5B	F	192	38	18	115	Concrete	85/R/B/W/T
TWY M6	F	384	30	18	115	Asphalt	80/F/A/W/U
TWY M7A	F	453	28	18	115	Asphalt	72/F/B/W/T
TWY M7B	F	192	38	18	115	Asphalt	80/F/A/W/U
TWY M7B	F	192	38	18	115	Concrete	86/R/B/W/T
TWY M8	F	385	30	18	115	Asphalt	80/F/A/W/U
TWY M9	F	453	27	18	115	Asphalt	80/F/A/W/U
TWY M10A	F	192	38	18	115	Asphalt	80/F/A/W/U
TWY M10B	F	192	39	18	115	Asphalt	80/F/A/W/U
TWY M11	F	397	30	18	115	Asphalt	80/F/A/W/U
TWY M12A	F	384	25	18	115	Asphalt	80/F/A/W/U
TWY M12B	F	384	30	18	115	Asphalt	80/F/A/W/U
TWY M13	F	191	33	18	115	Asphalt	80/F/A/W/U
TWY M13	F	191	33	18	115	Concrete	80/R/A/W/U
TWY M13A	F	191	30	18	115	Asphalt	72/F/B/W/T
TWY M13A	F	191	30	18	115	Concrete	85/R/B/W/T
TWY M13B	F	191	38	18	115	Concrete	85/R/B/W/T
TWY M14A	F	191	29	18	115	Asphalt	80/F/A/W/U
TWY M14A	F	191	29	18	115	Concrete	80/R/A/W/U
TWY M14B	F	192	39	18	115	Asphalt	80/F/A/W/U
TWY M14B	F	192	39	18	115	Concrete	80/R/A/W/U
TWY M15	F	191	25	18	115	Asphalt	80/F/A/W/U
TWY M15	F	191	25	18	115	Concrete	80/R/A/W/U
TWY M15A	F	191	25	18	115	Asphalt	72/F/B/W/T
TWY M15A	F	191	25	18	115	Concrete	85/R/B/W/T
TWY M15B	F	192	38	18	115	Asphalt	72/F/B/W/T
TWY M15B	F	192	38	18	115	Concrete	85/R/B/W/T
TWY M16	F	384	26	18	115	Asphalt	80/F/A/W/U
TWY M17	F	192	38	18	115	Asphalt	80/F/A/W/U
TWY M18	F	385	26	18	115	Asphalt	80/F/A/W/U
TWY M18A	F	192	33	18	115	Asphalt	72/F/B/W/T
TWY M18A	F	192	33	18	115	Concrete	85/R/B/W/T
TWY M19	F	192	30	18	115	Asphalt	80/F/A/W/U
TWY M20	F	192	30	18	115	Asphalt	80/F/A/W/U
TWY M21	F	269	27	18	115	Asphalt	72/F/B/W/T
TWY M21	F	269	27	18	115	Concrete	85/R/B/W/T
TWY N	F	4036	25	18	115	Asphalt	80/F/A/W/U
TWY N between TWY N10 and TWY R	F	360	25	18	115	Asphalt	72/F/A/W/U
TWY N between TWY N10 and TWY R	F	360	25	18	115	Concrete	80/R/A/W/U
TWY N1	F	192	30	18	115	Asphalt	80/F/A/W/U
TWY N1A	F	192	25	18	115	Asphalt	72/F/B/W/T
TWY N1B	F	192	25	18	115	Asphalt	72/F/B/W/T
TWY N1B	F	192	25	18	115	Concrete	85/R/B/W/T
TWY N1C	F	192	34	18	115	Asphalt	72/F/B/W/T
TWY N1C	F	192	34	18	115	Concrete	85/R/B/W/T
TWY N2	F	192	39	18	115	Asphalt	88/F/A/W/T
TWY N3	F	384	30	18	115	Asphalt	88/F/A/W/T
TWY N3A	F	384	30	18	115	Asphalt	72/F/B/W/T
TWY N4	F	192	39	18	115	Asphalt	89/F/A/W/T
TWY N5	F	384	30	18	115	Asphalt	80/F/A/W/U
TWY N5A	F	385	30	18	115	Asphalt	72/F/B/W/T
TWY N6	F	385	30	18	115	Asphalt	80/F/A/W/U
TWY N7	F	193	33	18	115	Asphalt	80/F/A/W/U
TWY N8	F	382	30	18	115	Asphalt	80/F/A/W/U
TWY N8A	F	193	33	18	115	Asphalt	72/F/B/W/T
TWY N8A	F	193	33	18	115	Concrete	85/R/B/W/T
TWY N9	F	193	30	18	115	Asphalt	120/F/A/W/T
TWY N10	F	193	25	18	115	Asphalt	80/F/A/W/U
TWY N11	F	193	26	18	115	Asphalt	72/F/B/W/T
TWY N11	F	193	26	18	115	Concrete	85/R/B/W/T
TWY N12	F	193	25	18	115	Asphalt	72/F/B/W/T
TWY N12	F	193	25	18	115	Concrete	85/R/B/W/T
TXL P	F	742	25			Concrete	80/R/A/W/U
TXL P	F	3048	25			Asphalt	80/F/A/W/U
TWY P1	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P2	F	92	53	18	115	Asphalt	80/F/A/W/U
TWY P3	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P4	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P5	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P6	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P7	F	519	25	18	115	Asphalt	80/F/A/W/U
TWY P8	F	92	54	18	115	Asphalt	80/F/A/W/U
TWY P9	F	533	25	18	115	Asphalt	80/F/A/W/U
TWY P2A	F	92	61	18	115	Concrete	85/R/B/W/T
TWY P4A	F	92	61	18	115	Concrete	85/R/B/W/T
TXL Q	C	456	25			Concrete	80/R/A/W/U
TWY R	F	966	25	18	115	Asphalt	72/F/B/W/T
TWY R	F	966	25	18	115	Concrete	85/R/B/W/T
TWY R1	F	248	25	18	115	Asphalt	72/F/B/W/T
TWY R1	F	248	25	18	115	Concrete	85/R/B/W/T
TXL S	F	1124	26			Asphalt	72/F/B/W/T
TXL S	F	1124	26			Concrete	85/R/B/W/T
TXL T	F	380	27			Asphalt	72/F/B/W/T
TXL T	F	380	27			Concrete	85/R/B/W/T
TXL U	E	2344	23			Asphalt	80/F/A/W/U
TXL U	E	2344	23			Concrete	80/R/A/W/U
TWY U1**	E	137	23	11	95	Asphalt	80/F/A/W/U
TWY U1**	E	137	23	11	95	Concrete	80/R/A/W/U
TWY U2**	E	180	23	11	95	Asphalt	80/F/A/W/U
TWY U2**	E	180	23	11	95	Concrete	80/R/A/W/U
TWY U3**	E	149	23	11	95	Asphalt	80/F/A/W/U
TWY U4**	E	164	23	11	95	Asphalt	80/F/A/W/U
TWY U5**	E	160	23	11	95	Asphalt	80/F/A/W/U
TWY U6**	E	160	23	11	95	Asphalt	80/F/A/W/U
TWY V	F	829	63	18	115	Asphalt	80/F/A/W/U
TWY V1	F	120	25	18	115	Asphalt	80/F/A/W/U
TWY V2	F	95	25	18	115	Asphalt	80/F/A/W/U
TWY V3	F	95	25	18	115	Asphalt	80/F/A/W/U
TWY V4	F	95	25	18	115	Asphalt	80/F/A/W/U
TWY V5	E	141	25	18	115	Asphalt	80/F/A/W/U
TXL W south of TWY Z	E	338	23			Asphalt	80/F/A/W/U
TWY W between TWY K and TWY Z	F	98	25	18	115	Asphalt	80/F/A/W/U
TWY W1	E	90	23	11	95	Asphalt	80/F/A/W/U
TXL Y south of TWY Z	E	353	30			Asphalt	80/F/A/W/U
TWY Y between TWY K and TWY Z	F	98	25	18	115	Asphalt	80/F/A/W/U
TWY Y1	E	80	23	11	95	Asphalt	80/F/A/W/U
TXL Z	F	5149	39			Asphalt	80/F/A/W/U
TXL Z	F	5149	39			Concrete	85/R/B/W/T
TXL Z1	E	444	23			Concrete	80/R/A/W/U
TWY Z2**	F	195	25	18	115	Asphalt	80/F/A/W/U
TWY Z2**	F	195	25	18	115	Concrete	80/R/A/W/U
TWY Z3**	F	195	25	18	115	Asphalt	80/F/A/W/U
TWY Z3**	F	195	25	18	115	Concrete	80/R/A/W/U
TWY Z4**	F	195	25	18	115	Asphalt	80/F/A/W/U
TWY Z4**	F	195	25	18	115	Concrete	80/R/A/W/U
TWY Z5**	F	195	25	18	115	Asphalt	80/F/A/W/U
TWY Z5**	F	195	25	18	115	Concrete	80/R/A/W/U
TWY Z6**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z7**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z8**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z9**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z10**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z11**	F	197	25	18	115	Asphalt	72/F/B/W/T
TWY Z15**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z16**	F	195	25	18	115	Asphalt	72/F/B/W/T
TWY Z17**	F	197	25	18	115	Asphalt	72/F/B/W/T

Designation	Turn Restrictions
Table 3: Taxiway Turn Restrictions
TWY K10	Heading South right turn onto TXL Z not AVBL
TWY Y	Heading South right turn onto TXL Z not AVBL
TWY N	Heading East left turn onto TWY R not AVBL
TWY R	Heading South right turn onto TWY N not AVBL
TWY R1	Heading North right turn onto TWY R not AVBL
TWY M	Heading West right turn onto TXL S not AVBL
TXL S	Heading West left turn onto TWY M not AVBL
TWY P8	Heading South left turn onto TWY N not AVBL
TWY W	Heading South left & right turns onto TXL Z not AVBL
TWY Z11	Heading West left & right turns onto TWY K4 not AVBL

OMDB AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1	Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands	See AD 2.23.4
2	RWY and TWY markings and LGT	RWY markings: designations, side stripes, pre-THR, displaced THR, transverse stripe, CL, TDZ, aiming point markings. TWY markings: 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. TWY LGT: Yellow lights (RETIL) with 2 M lateral spacing at 300 M (3 lights), 200 M (2 lights) and 100 M (1 light) from the RET.
3	Stop bars	Standard ICAO visual aids, See AD 2.15.5
4	Remarks	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 / Designation	Obstacle type	Obstacle Position	Elevation (FT) Height (FT)	Markings Lighting Type / Color	Remarks
OMDB 15165 / SMR	NAVAID	251422.1N 0552410.9E	171 97	Yes STD / RED	12L TOCS
OMDB 16939 / STREETLIGHT	POLE	251410.3N 0552415.8E	154 99	No NIL / NIL	12L TOCS
OMDB 17115 / HV_PYLON	TOWER	251415.2N 0552421.0E	177 112	Yes NIL / NIL	12L TOCS
OMDB 17372 / STREETLIGHT	POLE	251444.4N 0552313.5E	62 22	No NIL / NIL	12L TOCS
OMDB 17390 / STREETLIGHT	POLE	251446.1N 0552311.7E	58 19	No NIL / NIL	12L TOCS
OMDB 17399 / STREETLIGHT	POLE	251443.7N 0552316.3E	66 27	No NIL / NIL	12L TOCS
OMDB 17402 / STREETLIGHT	POLE	251442.0N 0552317.7E	69 29	No NIL / NIL	12L TOCS
OMDB 17408 / STREETLIGHT	POLE	251440.1N 0552320.9E	75 33	No NIL / NIL	12L TOCS
OMDB 17409 / STREETLIGHT	POLE	251440.9N 0552322.7E	77 34	No NIL / NIL	12L TOCS
OMDB 17443 / MAST	ANTENNA	251427.6N 0552339.6E	109 67	Yes STD / RED	12L TOCS
OMDB 17445 / MAST	ANTENNA	251427.7N 0552340.1E	110 64	Yes STD / RED	12L TOCS
OMDB 17469 / TREE	TREE	251444.8N 0552315.2E	64 25	No NIL / NIL	12L TOCS
OMDB 17010 / STREETLIGHT	POLE	251401.7N 0552403.9E	92 45	No NIL / NIL	12R TOCS
OMDB 17041 / STREETLIGHT	POLE	251355.9N 0552400.0E	86 45	No NIL / NIL	12R TOCS
OMDB 17137 / ROADSIGN	SIGN	251358.8N 0552410.6E	105 60	No NIL / NIL	12R TOCS
OMDB 17266 / STREETLIGHT	POLE	251353.8N 0552358.3E	85 44	No NIL / NIL	12R TOCS
OMDB 22908 / HV_PYLON	TOWER	251350.2N 0552426.8E	127 79	Yes NIL / NIL	12R TOCS
OMDB 22953 / HV_PYLON	TOWER	251346.4N 0552426.7E	132 82	Yes STD / RED	12R TOCS
OMDB 23053 / STREETLIGHT	POLE	251358.2N 0552408.2E	98 53	No NIL / NIL	12R TOCS
OMDB 23081 / STREETLIGHT	POLE	251338.2N 0552415.8E	148 101	No NIL / NIL	30L APPS
OMDB 23757 / BLDG_AERIAL	BUILDING	251641.1N 0551816.3E	366 354	No STD / RED	30L TOCS
OMDB 18103 / APRON_LT	POLE	251547.3N 0552023.2E	113 105	No STD / RED	30L TOCS
OMDB 18178 / BLDG MAST	BUILDING	251607.8N 0551945.9E	167 158	No STD / RED	30L TOCS
OMDB 18391 / APRON_LT	POLE	251542.6N 0552047.2E	75 69	No STD / RED	30L TOCS
OMDB 18546 / ANTENNA	ANTENNA	251529.7N 0552112.0E	32 23	Yes NIL / NIL	30L TOCS
OMDB 18845 / APRON_LT	POLE	251549.6N 0552036.9E	92 85	No STD / RED	30L TOCS
OMDB 17479 / TREE	TREE	251445.2N 0552318.0E	82 45	No NIL / NIL	30R APPS
OMDB 17481 / TREE	TREE	251444.6N 0552320.1E	83 45	No NIL / NIL	30R APPS
OMDB 17617 / FOD_MON_LC	POLE	251444.5N 0552256.0E	52 23	Yes STD / RED	30R APPS
OMDB 1056 / BLDG	BUILDING	251616.1N 0552007.4E	86 71	No NIL / NIL	30R TOCS
OMDB 3025 / 30R_LOC_NFM	NAVAID	251601.6N 0552045.4E	14 3	Yes NIL / NIL	30R TOCS
OMDB 15462 / HUT	BUILDING	251605.0N 0552045.0E	18 11	Yes STD / RED	30R TOCS
OMDB 18010 / STREETLIGHT	POLE	251603.1N 0552033.8E	29 22	No NIL / NIL	30R TOCS
OMDB 18246 / BLDG	BUILDING	251612.0N 0552034.4E	38 27	No NIL / NIL	30R TOCS
OMDB 18249 / BLDG_PLANT	BUILDING	251611.4N 0552033.0E	43 31	No NIL / NIL	30R TOCS
OMDB 18250 / BLDG_PLANT	BUILDING	251611.1N 0552032.6E	45 33	No NIL / NIL	30R TOCS
OMDB 18259 / BLDG_FLAGPOLE	BUILDING	251620.7N 0552021.7E	75 67	No NIL / NIL	30R TOCS
OMDB 18262 / BLDG	BUILDING	251618.4N 0552023.6E	62 53	No NIL / NIL	30R TOCS
OMDB 18263 / BLDG	BUILDING	251618.2N 0552023.1E	66 56	No NIL / NIL	30R TOCS
OMDB 18430 / ANTENNA	ANTENNA	251605.4N 0552044.3E	24 17	Yes NIL / NIL	30R TOCS
OMDB 18976 / LOC_FFM	NAVAID	251603.3N 0552042.3E	26 15	Yes NIL / NIL	30R TOCS
OMDB 23697 / MINARET	BUILDING	251638.9N 0551925.3E	146 134	No NIL / NIL	30R TOCS
OMDB 23717 / BLDG_LC	BUILDING	251704.6N 0551919.2E	226 211	No NIL / NIL	30R TOCS
OMDB 18959 / LOC_30R	NAVAID	251603.1N 0552042.7E	21 10	Yes STD / RED	30R TOCS

In circling area and at AD
Obstacle ID / Designation	Obstacle type	Obstacle Position	Elevation (FT) Height (FT)	Markings Lighting Type / Color	Remarks
OMDB AD 18816 / 30R_GP_MAST	NAVAID	251500.9N 0552243.1E	75 51	Yes STD / RED
OMDB AD 18843 / 12L_GP_MAST	NAVAID	251550.7N 0552113.4E	59 51	Yes STD / RED
OMDB AD 18859 / 30L_GP_MAST	NAVAID	251418.5N 0552333.6E	105 54	Yes STD / RED
OMDB AD 18923 / 12R_GP_MAST	NAVAID	251508.6N 0552203.2E	62 54	Yes STD / RED
OMDB AD 18962 / ATC_AERIAL	CONTROL_TOWER	251502.4N 0552127.4E	289 281	Yes STD / RED

OMDB AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

Associated MET Office

DUBAI MET

Hours of service
MET Office outside hours

H24
NIL

Office responsible for TAF preparation
Periods of validity

DUBAI MET
30 HR issued every 6 HR

Trend forecast and Interval of issuance

TREND H24 issued every 1/2 HR

Briefing/consultation provided

T1-P, T,D Internet
T2-T,D Internet

Flight documentation
Language(s) used

C,TB
English

Charts and other information available for briefing or consultation

P 50 - 450, SWH, SWM, SWL

Supplementary equipment available for providing information

MSG, AWOS, Weather Radar

ATS units provided with information

OMDB, OMSJ, OMRK, OMDW

Additional 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
	JAN	FEB	MAR	APR	MAY	JUN	JUL	AUG	SEP	OCT	NOV	DEC
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 NR	TRUE & MAG BRG	Dimensions 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
1	2	3	4	5	6
12R	121° / 119°	4447 x 60	109/F/A/W/T Asphalt	251510.21N 0552151.75E 251407.06N 0552345.61E -111.8 FT	10.9 FT 16.6 FT
30L	301° / 299°	4447 x 60	109/F/A/W/T Asphalt	251409.31N 0552341.57E 251522.30N 0552129.92E -111.8 FT	59.8 FT 59.8 FT
12L	121° / 119°	4351 x 60	92/F/A/W/T Asphalt	251552.66N 0552101.52E 251446.67N 0552300.51E -111.8 FT	11.2 FT 11.3 FT
30R	301° / 299°	4351 x 60	92/F/A/W/T Asphalt	251451.75N 0552251.35E 251600.28N 0552047.76E -111.8 FT	32.3 FT 32.3 FT

Slope of RWY-SWY			SWY dimensions (M)	CWY dimensions (M)	Strip dimensions (M)	RESA (M)	Arresting system
7			8	9	10	11	12
12R	0% (first 592 M) +0.5% (next 3758 M)	+0.5% (first 132 M) -0.2% (next 87 M)	189	60	4888 x 280	240 x 150	Not Implemented
30L	-0.5% (first 3758 M) 0% (next 592 M)	0%	235	60	4888 x 280	240 x 150
12L	0% (first 2522 M) +0.4% (next 1528 M)	+0.4%	126	60	4391 x 280	240 x 150
30R	-0.4% (first 1828 M) 0% (next 2472 M)	0%	126	60	4391 x 280	240 x 150

Obstacle Free Zone		Remarks
13		14
12R	Provided in compliance with UAE Civil Aviation Regulations, Part IX, 3.4.11 - Obstacle Control and in accordance with ICAO Annex 14, Chapter 4 Compliant with PANS-OPS Volume II	THR displaced by 715 M
30L		THR displaced by 132 M
12L		THR displaced by 450 M
30R		THR displaced by 300 M

OMDB AD 2.13 DECLARED DISTANCES

RWY Designator	TORA (M)	TODA (M)	ASDA (M)	LDA (M)	Remarks
1	2	3	4	5	6
12R	4315	4375	4504	3600	NIL
30L	4447	4507	4682	4315	See Note 3
12L	4050	4110	4176	3600	NIL
30R	4300	4360	4426	4000	See Note 2
12R	4129	4189	4318		Take-off from M5B
12R	4125	4185	4314		Take-off from K2
12R	3708	3768	3897		Take-off from K3
12R	3614	3674	3803		Take-off from M7B
12R	3611	3671	3800		Take-off from K4
12R	3513	3573	3702		Take-off from K5
12R	3108	3168	3297		Take-off from K6
12R	2965	3025	3154		Take-off from M8
12R	2877	2937	3066		Take-off from M10B
12R	2875	2935	3064		Take-off from K7
12R	2611	2671	2800		Take-off from K8
12R	2607	2667	2796		Take-off from M11
12R	2253	2313	2442		Take-off from K9
12R	2253	2313	2442		Take-off from M12B
12R	1976	2036	2165		Take-off from K10
12R	1966	2026	2155		Take-off from M13B
12R	1879	1939	2068		Take-off from K11
12R	1870	1930	2059		Take-off from M14B
30L	4350	4410	4585		Take-off from K16
30L	4350	4410	4585		Take-off from M19
30L	4252	4312	4487		Take-off from K15A
30L	4251	4311	4486		Take-off from M18A
30L	3784	3844	4019		Take-off from K15
30L	3680	3740	3915		Take-off from M18
30L	3327	3387	3562		Take-off from K14
30L	3326	3386	3561		Take-off from M17
30L	3087	3147	3322		Take-off from K13
30L	3086	3146	3321		Take-off from M16
30L	2742	2802	2977		Take-off from K12
30L	2742	2802	2977		Take-off from M15
30L	2484	2544	2719		Take-off from M14B
30L	2475	2535	2710		Take-off from K11
30L	2388	2448	2623		Take-off from M13B
30L	2377	2437	2612		Take-off from K10
12L	3953	4013	4079		Take-off from M1A
12L	3950	4010	4076		Take-off from N1A
12L	3853	3913	3979		Take off from M1B
12L	3850	3910	3976		Take-off from N1B
12L	3576	3636	3702		Take-off from M1C
12L	3576	3636	3702		Take-off from N1C
12L	3244	3304	3370		Take-off from M2
12L	3244	3304	3370		Take-off from N2
12L	2973	3033	3099		Take-off from M3
12L	2973	3033	3099		Take-off from N3
12L	2578	2638	2704		Take-off from M3A
12L	2578	2638	2704		Take-off from N3A
12L	2249	2309	2375		Take-off from N4
12L	2249	2309	2375		Take-off from M5A
12L	1980	2040	2106		Take-off from N5
30R	4175	4235	4301		Take-off from M15 See Note 2.
30R	4175	4235	4301		Take-off from N11 See Note 2.
30R	4051	4111	4177		Take-off from M14A See Note 2.
30R	4049	4109	4175		Take-off from N10 See Note 2.
30R	3954	4014	4080		Take-off from M13A
30R	3954	4014	4080		Take-off from N9
30R	3855	3915	3981		Take-off from M13
30R	3855	3915	3981		Take-off from N8A
30R	3388	3448	3514		Take-off from M12A
30R	3386	3446	3512		Take-off from N8
30R	3040	3100	3166		Take-off from M10A
30R	3038	3098	3164		Take-off from N7
30R	2770	2830	2896		Take-off from N6
30R	2428	2488	2554		Take-off from N5A
30R	2420	2480	2546		Take-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
1	2	3	4	5	6	7	8	9	10
12R	ICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M. Flashing RTIL	LIH green wing bars	PAPI BOTH 3˚	LIH white directional 900 M long, 30 M spacing	LIH white bi-directional, 15 M spacing, first 3420 M white, next 600 M alternate white / red, last 300 M red	LIH bi-directional, 60 M spacing, first 720 M red, next 3000 M white, last 600 M yellow	LIH, Red, NIL Wing bars	Red	Side row lights: red side row barrettes extending 270 M from THR Maintenance times notified by NOTAM
30L	ICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTIL	LIH green wing bars	PAPI BOTH 3˚	LIH white directional 900 M long, 30 M spacing	LIH white bi-directional, 15 M spacing, first 3420 M white, next 600 M alternate white / red, last 300 M red	LIH bi-directional, 60 M spacing, first 3720 M white, last 600 M yellow	LIH, Red, NIL Wing bars	Red	Side row lights: red side row barrettes extending 270 M from THR Maintenance times notified by NOTAM
12L	ICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTIL	LIH green wing bars	PAPI BOTH 3˚	LIH white directional 900 M long, 30 M spacing	LIH white bi-directional, 15 M spacing, first 3100 M white, next 600 M alternate white / red, last 300 M red	LIH bi-directional, 60 M spacing, first 400 M red, next 3000 M white, last 600 M yellow	LIH, Red, NIL Wing bars	Red	Side row lights: LIH red directional installed from displaced THR to 270 M from displaced THR. Maintenance times notified by NOTAM
30R	ICAO CAT IIIB precision approach lighting system including distance coded CL with sequence flashing lights from 900 M to 300 M, Flashing RTIL	LIH green wing bars	PAPI BOTH 3˚	LIH white directional 900 M long, 30 M spacing	LIH white bi-directional, 15 M spacing, first 3100 M white, next 600 M alternate white / red, last 300 M red	LIH bi-directional, 60 M spacing, first 3400 M white, last 600 M yellow	LIH, Red, NIL Wing bars	Red	Maintenance times notified by NOTAM

OMDB AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1	ABN/IBN location, characteristics and operational hours	NIL
2	LDI location and LGT Anemometer location and LGT Wind direction indicator	NIL Windsocks located abeam the thresholds and mid-point. Illuminated, fabric orange cone and obstruction light. Windsock for RWY 12L: located 249.13 M north from the RWY CL, 223.18 M north west beyond the THR. Windsock for RWY 12R: located east of TWY K2 139.22 M south from the RWY CL. Windsock for RWY 30L: located 118.85 M south from the RWY CL west of TWY K15A. Windsock between TWY K and south RWY 12R/30L: located 70.29 M east of TWY K11 CL, 69.88 M north of TWY K CL.
3	TWY edge and centre line lighting	Edge: 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.
4	Secondary power supply/switch-over time	Secondary power supply conforms fully with the requirements of CAR Part IX, Appendix 10 and ICAO Annex 14, Chapter 8 for CAT III operations
5	Remarks	Apron lights: Floodlights Stop Bar Lighting: Red inset lights. Runway holding positions (CAT I and CAT II / III) supplemented with elevated lights on either side of the holding position. 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: Full red stop bar are provided at intermediate TWY holding positions.

OMDB AD 2.16 HELICOPTER LANDING AREA

1	Coordinates TLOF or THR of FATO Geoid undulation	NIL
2	TLOF and/or FATO elevation M/FT	NIL
3	TLOF and FATO area dimensions, surface, strength, marking	NIL
4	True BRG of FATO	NIL
5	Declared distance available	NIL
6	APP and FATO lighting	NIL
7	Remarks	As directed by ATC

OMDB AD 2.17 ATS AIRSPACE

1	Designation 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
2	Vertical limits	1,500 FT AMSL / GND
3	Airspace classification	D
4	ATS unit call sign Language(s)	DUBAI TOWER English
5	Transition altitude	13,000 FT
6	Remarks	NIL

OMDB AD 2.18 ATS COMMUNICATION FACILITIES

Service designation	Call sign	Frequency	SATVOICE	Logon address	Hours of operation	Remarks
1	2	3	4	5	6	7
APP ARR RDR	DUBAI ARRIVALS NORTH	Primary 124.450 MHz	Not Implemented	Not Implemented	H24	EMERG 121.500
	DUBAI ARRIVALS NORTH	Secondary 120.250 MHz			H24	EMERG 121.500
	DUBAI ARRIVALS SOUTH	Primary 124.900 MHz			H24	EMERG 121.500
	DUBAI ARRIVALS SOUTH	Secondary 120.250 MHz			H24	EMERG 121.500
APP FINAL RDR	DUBAI DIRECTOR	127.900 MHz			O/R	EMERG 121.500
APP DEP RDR	DUBAI DEPARTURES NORTH	Primary 126.200 MHz			H24	EMERG 121.500
	DUBAI DEPARTURES NORTH	Secondary 120.250 MHz			H24	EMERG 121.500
	DUBAI DEPARTURES SOUTH	Primary 121.025 MHz			H24	EMERG 121.500
	DUBAI DEPARTURES SOUTH	Secondary 126.025 MHz			H24	EMERG 121.500
	MINHAD APPROACH	Primary 122.500 MHz			H24	EMERG 121.500
	MINHAD APPROACH	Secondary 126.025 MHz			H24	EMERG 121.500
	AL MAKTOUM RADAR	Primary 124.025 MHz			H24	EMERG 121.500
	AL MAKTOUM RADAR	Secondary 126.025 MHz			H24	EMERG 121.500
TWR	DUBAI TOWER	Primary AIR NORTH 118.750 MHz			H24	EMERG 121.500
		Primary AIR SOUTH 119.550 MHz
		Secondary 119.050 MHz
DXB FIS	DUBAI TOWER	126.775 MHz			H24	Only 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).
GND	DUBAI GROUND	Primary GMC-1 118.350 MHz	Not Implemented	Not Implemented	H24	NIL
		Primary GMC-2 121.650 MHz				Aircraft on TXL P, APRON C, APRON E, APRON Q, APRON S and Emirates hangar shall contact GROUND MOVEMENT CONTROL on this frequency.
		Secondary 118.850 MHz				NIL
CLEARANCE DELIVERY	DUBAI DELIVERY	120.350 MHz			H24	Service 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-ATIS	DUBAI AIRPORT	DEP 131.700 MHz			H24	Data Link Service Available. IDENT OMDB. Messages comply with ARINC 623 Standards. Data updated as required
D-ATIS	DUBAI AIRPORT	ARR 126.275 MHz			H24

OMDB AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid, MAG VAR, CAT of ILS/MLS (For VOR/ILS/MLS, give declination)	ID	Frequency	Hours of operation	Position of transmitting antenna coordinates	Elevation of DME transmitting antenna	Remarks
1	2	3	4	5	6	7
LOC RWY 30L 2° E (2020) CAT III	IDBW	111.300 MHz	H24	251531.5N 0552113.4E		MAINT on runway closure
GP RWY 30L		332.300 MHz	H24	251418.5N 0552333.6E		Angle 3°; RDH 50 FT; MAINT on runway closure
DME RWY 30L		CH 50X	H24	251418.5N 0552333.6E	72 FT	Co - located with GP; Zero indication at TDZ
LOC RWY 12R 2° E (2020) CAT III	IDBE	109.500 MHz	H24	251400.9N 0552356.7E		MAINT on runway closure ILS RWY 12R LOC CLR SGL reduced coverage due to ACFT hangar. Beyond 17 NM, BLW 3000 FT AMSL and beyond 20 DEG left of RCL, LOC is not to be used for guidance.
GP RWY 12R		332.600 MHz	H24	251508.6N 0552203.2E		Angle 3°; RDH 53 FT; MAINT on runway closure
DME RWY 12R		CH 32X	H24	251508.6N 0552203.2E	30 FT	Co - located with GP; Zero indication at TDZ
LOC RWY 30R 2° E (2020) CAT III/E/4	IDBR	110.900 MHz	H24	251603.1N 0552042.6E		MAINT on runway closure
GP RWY 30R		330.800 MHz	H24	251500.9N 0552243.1E		Angle 3°; RDH 53 FT; MAINT on runway closure
DME RWY 30R	IDBR	CH 46X	H24	251500.8N 0552243.0E	42 FT	Co - located with GP; Zero indication at TDZ
LOC RWY 12L 2° E (2020) CAT III/E/4	IDBL	110.100 MHz	H24	251444.1N 0552305.2E		MAINT on runway closure
GP RWY 12L		334.400 MHz	H24	251550.7N 0552113.3E		Angle 3°; RDH 50 FT; MAINT on runway closure
DME RWY 12L	IDBL	CH 38X	H24	251550.6N 0552113.3E	26 FT	Co - located with GP; Zero indication at TDZ

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.

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
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:

Aircraft callsign
Aircraft type
Parking stand
Requested FL
Destination
SID, and departure speed if unable to comply with SID minimum speed restrictions ( Refer section AD 2.22.4.6 )
Aircraft routing via M318 to report crossing level for GABKO, if below 13,000 FT.
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, departing IFR aircraft shall pass the following information to DUBAI DEPARTURES:

Aircraft callsign
Passing level
Departure speed, if unable to comply with SID minimum speed restrictions ( Refer section AD 2.22.4.6 )

2.22.2.2 On initial call, arriving IFR aircraft shall pass the following information to DUBAI ARRIVALS:

Aircraft callsign
Passing level
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 a SID. Pilots are required to strictly follow ATC advised SID clearance 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 Departing IFR aircraft while on a SID or under radar control are required to:

Climb initially to 4,000 FT and expect further climb only when instructed by ATC.
Climb at a minimum gradient of 5.0% to 8,000 FT (300 FT per NM).
Maximum speed of 250 KIAS below 10,000 FT except where specified elsewhere.
Carry out all turns with a 25° angle of bank.
Advise ATC at startup if unable to comply with the above, and with any part of the SID requirements and restrictions.

2.22.4.4 Unless explicitly cancelled or amended by ATC, the pilot must follow the vertical and lateral profile of the SID and comply with any published speed restrictions.

2.22.4.5 A level restriction depicted on a SID chart does not authorise a pilot to climb to meet that restriction. ATC will issue climb clearance to permit compliance with vertical navigation restrictions. Pilots must inform ATC if a level restriction cannot be met. Do not climb above ATC cleared level.

2.22.4.6 When conducting a SID, the priority is to meet the vertical navigation restrictions of the SID. When speed restrictions do not enable the aircraft to meet a SID level restriction, the pilot must advise ATC of any speed deviation requirement prior to departure or as soon as the situation is identified. Pilots must advise ATC when able to resume the SID speed restrictions.

2.22.4.7 Operators or pilots should establish procedures to ensure compliance with the SID. The application of a performance margin on the published climb requirements is at the operator’s/pilot’s discretion taking into account the achievable climb performance of the aircraft and the means of monitoring the gradient achieved.

2.22.4.8 Special navigation performance requirements:

Aircraft flying SIDs shall be certified for RNAV 1 with GNSS operations.

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

2.22.4.9 SID FMS coding tables

2.22.4.9.1 Significant point co-ordinates are published in ENR 4.4.

2.22.4.9.2 SID RWY 12 L/R

i) ANVIX 5G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4	+460
ASTES	DF	No		-5000
DB469	TF	No	121.7	+4000	10.0	-220
LUBAP	TF	No	134.8		14.4
LOPUV	TF	No	156.6		6.6
ANVIX	TF	No	126.6	+10000	6.0

ii) DAVMO 4G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4	+460
ASTES	DF	No		-5000
GIRGO	TF	No	091.7	+4000	8.5	-220
DB464	TF	No	040.5	+7000	12.4
GIVLI	TF	No	330.0		7.0
VEBUL	TF	No	322.8		10.6
DAVMO	TF	No	013.9		16.0

iii) EMERU 2G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB467	TF	No	285.4		+7000	7.9
GINLA	TF	No	247.7			9.7
XARTA	TF	No	180.0			6.9
EMERU	TF	No	152.6			14.7

iv) IVURO 1G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT )
RW12 L/R	CA		121.4	+460
ASTES	DF	No		-5000
GIRGO	TF	No	091.7	+4000	8.5	-220
DB464	TF	No	040.5	+7000	12.4
GETID	TF	No	083.4		9.8
IVURO	TF	No	103.3	+10000	11.9

v) KUTLI 4G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB467	TF	No	285.4		+7000	7.9
GINLA	TF	No	247.7		+10000	9.7
XARTA	TF	No	180.0		+13000	6.9
KUTLI	TF	No	176.4		+FL 160	9.7

vi) MIROT 3G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB467	TF	No	285.4		+7000	7.9
DB463	TF	No	258.6			6.5
LOPAP	TF	No	275.1			11.5
MIROT	TF	No	247.4			14.8

vii) NABIX 3G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB467	TF	No	285.4		+7000	7.9
DB463	TF	No	258.6			6.5
LOPAP	TF	No	275.1			11.5
NABIX	TF	No	273.7			12.8

viii) RIDAP 3G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB466	TF	No	301.7		+7000	7.9
DB468	TF	No	301.6		+9000	6.4
ORLAD	TF	No	301.6			6.3
KIXOG	TF	No	287.5			10.8
RIDAP	TF	No	287.4			5.8

ix) SENPA 3G (RNAV 1 SID RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW12 L/R	CA		121.4		+460
ASTES	DF	No		Right	-5000
DB451	TF	No	211.4			4.3	+200
DB460	TF	No	275.5		+4000	6.2	-220
DB465	TF	No	285.2			4.0
DB467	TF	No	285.4		+7000	7.9
DB461	TF	No	285.2			4.6
IVATU	TF	No	283.6			6.3
IVILI	TF	No	283.6			8.4
SENPA	TF	No	285.6			11.9

2.22.4.9.3 SID RWY30 L/R

i) ANVIX 7F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB586	TF	No	245.0	+2500	4.7	+190
DB587	TF	No	245.0	+3500	3.0	-220
DB588	TF	No	176.2	+4500	3.3	-230
DB589	TF	No	117.8	+6000	6.1
DB571	TF	No	117.9	+7500	3.9
DB572	TF	No	114.3	+9000	5.0	-250
ULADO	TF	No	112.9		8.2
RAPMO	TF	No	120.6		9.2
LOPUV	TF	No	126.0		10.1
ANVIX	TF	No	126.6	+10000	6.0

ii) DAVMO 4F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB560	TF	No	001.2		3.1	+190
DB576	TF	No	001.2	+3000	3.0	-220
DB568	TF	No	022.9	+4000	4.0
KUNPI	TF	No	022.9		7.7
OBROG	TF	No	035.3		6.6
DAVMO	TF	No	043.5	+12000	15.6

iii) EMERU 2F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB586	TF	No	245.0	+2500	4.7	+190
DB587	TF	No	245.0	+3500	3.0	-220
DB467	TF	No	240.2	+7000	4.7
GINLA	TF	No	247.7		9.7
XARTA	TF	No	180.0		6.9
EMERU	TF	No	152.6		14.7

iv) IVURO 1F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB560	TF	No	001.2		3.1	+190
DB576	TF	No	001.2	+3000	3.0	-220
DB569	TF	No	051.1	+4000	4.0
KUPOR	TF	No	051.1	+5000	4.1
UKRER	TF	No	052.4	+7000	5.5
VAXAB	TF	No	122.1	+10000	12.7
LUDEV	TF	No	103.2	+11000	4.0
GETID	TF	No	103.2		9.8
IVURO	TF	No	103.3		11.9

v) KUTLI 4F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB586	TF	No	245.0	+2500	4.7	+190
DB587	TF	No	245.0	+3500	3.0	-220
DB467	TF	No	240.2	+7000	4.7
GINLA	TF	No	247.7	+10000	9.7
XARTA	TF	No	180.0	+13000	6.9
KUTLI	TF	No	176.4	+FL 160	9.7

vi) MIROT 3F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (˚T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB586	TF	No	245.0	+2500	4.7	+190
DB587	TF	No	245.0	+3500	3.0	-220
DB410	TF	No	261.5		12.0
LOPAP	TF	No	265.5		10.0
MIROT	TF	No	247.4		14.8

vii) NABIX 3F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB586	TF	No	245.0	+2500	4.7	+190
DB587	TF	No	245.0	+3500	3.0	-220
DB410	TF	No	261.5		12.0
LOPAP	TF	No	265.5		10.0
NABIX	TF	No	273.7		12.8

viii) RIDAP 2F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB584	TF	No	305.0		3.6	+190
DB585	TF	No	305.0		3.0	-220
ORLAD	TF	No	267.8		15.6
KIXOG	TF	No	287.5		10.8
RIDAP	TF	No	287.4		5.8

ix) SENPA 2F (RNAV 1 SID RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Altitude (FT)	Distance (NM)	Speed Limit (KT)
RW30 L/R	CA		301.4	+460
DB570	DF	No				+180
DB582	TF	No	275.0		3.0	+190
DB583	TF	No	275.0		3.0	-220
EMOPO	TF	No	265.2		12.9
GIBUR	TF	No	268.2		5.6
IVILI	TF	No	268.2		5.4
SENPA	TF	No	285.6		11.9

2.22.5 Standard Instrument Arrivals (STAR)

2.22.5.1 ATC clearances issued to traffic arriving to OMDB will include a STAR. Pilots are required to strictly follow ATC advised STAR clearance and ensure correct readback of STAR clearance at all times.

2.22.5.2 Unless explicitly cancelled or amended by ATC, the pilot must follow the vertical and lateral profile of the STAR and comply with any published speed restrictions.

2.22.5.3 The use of a STAR designator without a cleared level does not authorise the pilot to descend on the STAR vertical profile.

2.22.5.4 A level restriction depicted on a STAR chart does not authorise a pilot to descend to meet that restriction. ATC will issue descent clearance to permit compliance with vertical navigation restrictions. Pilots must inform ATC if a level restriction cannot be met. Do not descend below ATC cleared level.

2.22.5.5 Arrivals via DATOB at ATC discretion only.

2.22.5.6 Special navigation performance requirements:

Aircraft flying STARs shall be certified for RNAV 1 with GNSS operations.

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

2.22.5.7 STAR FMS coding tables

2.22.5.7.1 Significant point co-ordinates are published in ENR 4.4.

2.22.5.7.2 STAR RWY 12 L/R

i) DATOB 1E (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
DATOB	IF	No			-10000		@230
DB400	TF	No	147.6		-7000	11.8
DB401	TF	No	122.0		-6000	4.0
DB402	TF	No	122.0	Left		5.1	@210
DB403	TF	No	032.0	Left		4.5
SOLIL	TF	No	302.0			5.1	@185
ODLAL	TF	No	302.0	Right		4.0
DB414	TF	No	031.0	Right		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

ii) IMPED 3E (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
IMPED	IF	No			-12000		@230
DB520	TF	No	311.9		-11000	7.8	@230
DB518	TF	No	311.8			8.6
DB517	TF	No	301.5		-10000	4.0
DB423	TF	No	280.7		+8000	12.8
DB407	TF	No	271.5		-6000	12.3	@210
DB408	TF	No	285.3			7.4
DB403	TF	No	302.0			7.0
SOLIL	TF	No	302.0			5.1	@185
ODLAL	TF	No	302.0	Right		4.0
DB414	TF	No	031.0	Right		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

iii) IMPED 3B (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
IMPED	IF	No			-12000		@230
DB520	TF	No	311.9		-11000	7.8	@230
DB518	TF	No	311.8			8.6
DB517	TF	No	301.5		-10000	4.0
DB423	TF	No	280.7		+8000	12.8
DB406	TF	No	301.3		-7000	6.9	@210
DB421	TF	No	301.5		-6000	7.0
DB420	TF	No	301.4			4.0
ALNET	TF	No	301.4			4.0
SOGAP	TF	No	301.4			4.0
PASEV	TF	No	301.4			4.0	@185
DB416	TF	No	301.3	Left		4.0
DB414	TF	No	211.3	Left		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

iv) LORID 1E (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
LORID	IF	No			-FL 160		@230
ORGUR	TF	No	035.5		-12000	12.7
PEBUS	TF	No	035.5			3.8
ROVIB	TF	No	357.9		-8000	8.9
DB400	TF	No	057.8		-7000	5.1
DB401	TF	No	122.0		-6000	4.0
DB402	TF	No	122.0	Left		5.1	@210
DB403	TF	No	032.0	Left		4.5
SOLIL	TF	No	302.0			5.1	@185
ODLAL	TF	No	302.0	Right		4.0
DB414	TF	No	031.0	Right		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

v) PUVAL 5B (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
PUVAL	IF	No			-11000		@230
MIVUR	TF	No	188.6			6.3
OVADI	TF	No	214.3			9.3
SERSA	TF	No	242.7			4.9	@210
DB421	TF	No	277.6		-6000	10.3
DB420	TF	No	301.4			4.0
ALNET	TF	No	301.4			4.0
SOGAP	TF	No	301.4			4.0
PASEV	TF	No	301.4			4.0	@185
DB416	TF	No	301.3	Left		4.0
DB414	TF	No	211.3	Left		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

vi) PUVAL 2E (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
PUVAL	IF	No			-11000		@230
MIVUR	TF	No	188.6			6.3
OVADI	TF	No	214.3			9.3
SERSA	TF	No	242.7			4.9
DB406	TF	No	242.0		-7000	4.8
DB407	TF	No	243.0		-6000	7.2	@210
DB408	TF	No	285.3			7.4
DB403	TF	No	302.0			7.0
SOLIL	TF	No	302.0			5.1	@185
ODLAL	TF	No	302.0	Right		4.0
DB414	TF	No	031.0	Right		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

vii) VUTEB 3B (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
VUTEB	IF	No			-12000		@230
IVUTI	TF	No	097.0		-10000	10.8	@230
DB429	TF	No	121.4			4.0
TULOM	TF	No	121.4			4.0
DB427	TF	No	121.4		-7000	4.0
DB426	TF	No	121.4			4.0	@210
DB425	TF	No	121.4	Right		4.0
DB421	TF	No	211.4	Right	-6000	4.5
DB420	TF	No	301.4			4.0
ALNET	TF	No	301.4			4.0
SOGAP	TF	No	301.4			4.0
PASEV	TF	No	301.4			4.0	@185
DB416	TF	No	301.3	Left		4.0
DB414	TF	No	211.3	Left		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

viii) VUTEB 3E (RNAV 1 STAR RWY 12 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
VUTEB	IF	No			-10000		@230
DB400	TF	No	173.1		-7000	15.9
DB401	TF	No	122.0		-6000	4.0
DB402	TF	No	122.0	Left		5.1	@210
DB403	TF	No	032.0	Left		4.5
SOLIL	TF	No	302.0			5.1	@185
ODLAL	TF	No	302.0	Right		4.0
DB414	TF	No	031.0	Right		4.0
DB413	TF	No	121.3			4.0
REREK	TF	No	121.4			4.0

2.22.5.7.3 STAR RWY 30 L/R

i) DATOB 3C (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
DATOB	IF				-12000		@230
MEPKU	TF	No	113.2		-11000	10.4	@230
DB531	TF	No	119.8		+8000	10.3
PATID	TF	No	091.4		+7000	11.1	@210
DB530	TF	No	121.5		-7000	9.8
DB513	TF	No	121.5			3.5
GIRGO	TF	No	121.5			5.0
VELAR	TF	No	121.5			4.0
RIDEV	TF	No	121.5			4.0
DB508	TF	No	121.6			4.0	@185
DB507	TF	No	121.6	Right		4.0
DB506	TF	No	211.6	Right		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

ii) DATOB 4D (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
DATOB	IF				-12000		@230
MEPKU	TF	No	113.2		-11000	10.4	@230
DB531	TF	No	119.8		+8000	10.3
DB533	TF	No	131.9		+8000	10.6	@210
DB534	TF	No	131.9			4.9
DB528	TF	No	121.8		-7000	3.6
RARPI	TF	No	121.9			5.0
TUKAK	TF	No	121.5			4.0
DB522	TF	No	121.6			4.0
DB523	TF	No	121.3			4.0
DB524	TF	No	121.6			4.0	@185
DB525	TF	No	121.6	Left		4.0
DB506	TF	No	031.6	Left		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

iii) IMPED 3C (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
IMPED	IF	No			-12000		@230
DB520	TF	No	311.9		-11000	7.8	@230
DB518	TF	No	311.8		-10000	8.6
DB517	TF	No	301.5			4.0
VUTON	TF	No	301.5		-8000	4.0
DB515	TF	No	301.5			4.0	@210
DB514	TF	No	301.5	Left	-6000	5.0
DB513	TF	No	211.4	Left		4.5
GIRGO	TF	No	121.5			5.0
VELAR	TF	No	121.5			4.0
RIDEV	TF	No	121.5			4.0
DB508	TF	No	121.6			4.0	@185
DB507	TF	No	121.6	Right		4.0
DB506	TF	No	211.6	Right		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

iv) LORID 3C (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
LORID	IF				-FL 160		@230
ORGUR	TF	No	035.5			12.7
PEBUS	TF	No	035.5			3.8
EMOPO	TF	No	040.3			10.3
DB531	TF	No	064.8		+8000	10.5
PATID	TF	No	091.4		+7000	11.1	@210
DB530	TF	No	121.5		-7000	9.8
DB513	TF	No	121.5			3.5
GIRGO	TF	No	121.5			5.0
VELAR	TF	No	121.5			4.0
RIDEV	TF	No	121.5			4.0
DB508	TF	No	121.6			4.0	@185
DB507	TF	No	121.6	Right		4.0
DB506	TF	No	211.6	Right		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

v) LORID 4D (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
LORID	IF	No			-FL 160		@230
ORGUR	TF	No	035.5			12.7
PEBUS	TF	No	035.5			3.8
EMOPO	TF	No	040.3			10.3
DB531	TF	No	064.8		+8000	10.5
DB533	TF	No	131.9		+8000	10.6	@210
DB534	TF	No	131.9			4.9
DB528	TF	No	121.8		-7000	3.6
RARPI	TF	No	121.9			5.0
TUKAK	TF	No	121.5			4.0
DB522	TF	No	121.6			4.0
DB523	TF	No	121.3			4.0
DB524	TF	No	121.6			4.0	@185
DB525	TF	No	121.6	Left		4.0
DB506	TF	No	031.6	Left		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

vi) PUVAL 5C (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
PUVAL	IF				-11000		@230
KEBOG	TF	No	258.8			14.0
KUPOR	TF	No	212.3		+8000	5.0	@210
DB526	TF	No	164.1			7.0
DB530	TF	No	164.1		-7000	6.3
DB513	TF	No	121.5			3.5
GIRGO	TF	No	121.5			5.0
VELAR	TF	No	121.5			4.0
RIDEV	TF	No	121.5			4.0
DB508	TF	No	121.6			4.0	@185
DB507	TF	No	121.6	Right		4.0
DB506	TF	No	211.6	Right		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

vii) PUVAL 2D (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
PUVAL	IF	No			-11000		@230
KEBOG	TF	No	258.8			14.0
KUPOR	TF	No	212.3		+8000	5.0	@210
PATID	TF	No	212.0		+7000	9.0	@210
DB532	TF	No	152.0		-7000	11.6
RARPI	TF	No	152.0			5.0
TUKAK	TF	No	121.5			4.0
DB522	TF	No	121.6			4.0
DB523	TF	No	121.3			4.0
DB524	TF	No	121.6			4.0	@185
DB525	TF	No	121.6	Left		4.0
DB506	TF	No	031.6	Left		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

viii) VUTEB 3C (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
VUTEB	IF	No			-12000		@230
LOVOK	TF	No	113.3		-11000	10.0	@230
DB529	TF	No	119.8		+8000	10.3
PATID	TF	No	131.9		+7000	9.3	@210
DB530	TF	No	121.5		-7000	9.8
DB513	TF	No	121.5			3.5
GIRGO	TF	No	121.5			5.0
VELAR	TF	No	121.5			4.0
RIDEV	TF	No	121.5			4.0
DB508	TF	No	121.6			4.0	@185
DB507	TF	No	121.6	Right		4.0
DB506	TF	No	211.6	Right		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

ix) VUTEB 3D (RNAV 1 STAR RWY 30 L/R)

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
VUTEB	IF	No			-12000		@230
LOVOK	TF	No	113.3		-11000	10.0	@230
DB529	TF	No	119.8		+8000	10.3
PATID	TF	No	131.9		+7000	9.3	@210
DB532	TF	No	152.0		-7000	11.6
RARPI	TF	No	152.0			5.0
TUKAK	TF	No	121.5			4.0
DB522	TF	No	121.6			4.0
DB523	TF	No	121.3			4.0
DB524	TF	No	121.6			4.0	@185
DB525	TF	No	121.6	Left		4.0
DB506	TF	No	031.6	Left		4.2
DB505	TF	No	301.5			4.0
DB504	TF	No	301.5			4.0
ULDOT	TF	No	301.5			4.0

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 ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
ULDOT	IF				+2000		-185
SEDPO	TF	N	301.45		+2000	4.53
DB713	TF	N	301.42		@2000	4.46
RW30L	TF	Y	301.38			6.36
DB707	DF	Y					-210
EGNOT	TF	Y	286.31		@3000	14.09
EGNOT	HM	Y	106.31	R	@3000		-230

2.22.6.2.2 RWY 12R (LNAV/Baro‐VNAV) VPA 2.8°

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
REREK	IF				+3000		-185
PEDOV	TF	N	123.90		+3000	4.71
DB658	TF	N	121.24		@3000	1.96
RW12R	TF	Y	121.37			9.88
DB614	DF	Y					-210
DB655	TF	N	136.43		@4000	11.90
TALTU	TF	Y	046.40		@4000	7.22
TALTU	HM	Y	286.39	L	@4000		-230

2.22.6.2.3 RWY 30R (LNAV/Baro‐VNAV) VPA 2.8°

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
ULDOT	IF				+3000		-185
LOVOL	TF	N	304.07		+3000	4.49
DB780	TF	N	301.49		@3000	2.07
RW30R	TF	Y	301.37			9.81
DB755	DF	Y					-210
DB756	TF	N	316.27		@4000	12.25
EGNOT	TF	Y	226.18		@4000	7.25
EGNOT	HM	Y	106.31	R	@4000		-230

2.22.6.2.4 RWY 12L (LNAV/Baro‐VNAV) VPA 2.8°

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
REREK	IF				+2000		-185
UKRIM	TF	N	121.42		+2000	3.66
DB601	TF	N	121.29		@2000	5.35
RW12L	TF	Y	121.36			6.53
DB611	DF	Y					-210
TALTU	TF	Y	106.50		@3000	14.31
TALTU	HM	Y	286.39	L	@3000		-230

2.22.6.3 ILS Approach Procedure Coding

2.22.6.3.1 RWY 30L ILS

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
ULDOT	IF				+2000		-185
SEDPO	TF	N	301.45		+2000	4.53
MODUS	CF	N	301.42		@2000	4.97
RW30L	CF	Y	301.39			5.85
DB707	DF	Y					-210
EGNOT	TF	Y	286.31		@3000	14.09
EGNOT	HM	Y	106.31	R	@3000		-230

2.22.6.3.2 RWY 12R ILS

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
REREK	IF				+3000		-185
PEDOV	TF	N	123.90		+3000	4.71
DB657	CF	N	121.31		@3000	2.62
RW12R	CF	Y	121.37			9.22
DB614	DF	Y					-210
DB655	TF	N	136.43		@4000	11.90
TALTU	TF	Y	046.40		@4000	7.22
TALTU	HM	Y	286.39	L	@4000		-230

2.22.6.3.3 RWY 30R ILS

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
ULDOT	IF				+3000		-185
LOVOL	TF	N	304.07		+3000	4.51
DB759	CF	N	301.44		@3000	2.73
RW30R	CF	Y	301.37			9.15
DB755	DF	Y					-210
DB756	TF	N	316.27		@4000	12.25
EGNOT	TF	Y	226.18		@4000	7.25
EGNOT	HM	Y	106.31	R	@4000		-230

2.22.6.3.4 RWY 12L ILS

Waypoint ID	P/T	Fly-Over	Course (°T)	Turn Direction	Altitude (FT)	Distance (NM)	Speed Limit (KT)
REREK	IF				+2000		-185
UKRIM	TF	N	121.42		+2000	3.66
DB612	CF	N	121.32		@2000	5.79
RW12L	CF	Y	121.36			6.09
DB611	DF	Y					-210
TALTU	TF	Y	106.50		@3000	14.31
TALTU	HM	Y	286.39	L	@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 (KIAS) approved or assigned by ATC and shall request ATC approval before making any changes thereto. When an immediate speed adjustment is required for the safe operation of the flight, ATC shall be notified as soon as possible.

2.22.7.1.2 Pilots unable to maintain the last assigned speed during any particular phase of flight, e.g. for aircraft safety or performance reasons, shall inform ATC as soon as possible.

2.22.7.2 Arriving Aircraft

2.22.7.2.1 Flight crews are expected to strictly adhere to STAR speed restrictions unless otherwise approved or instructed by ATC.

2.22.7.2.2 Pilots can expect the following speed control restrictions to be enforced by ATC:

210 – 250 KIAS: from CTA entry to downwind;
180 – 230 KIAS: from downwind to base leg;
160 – 210 KIAS: on base leg and closing heading to final approach;
160 - 190 KIAS: 10 NM from touchdown;
160 KIAS: 4 NM from touchdown

2.22.7.2.3 Additional ATC initiated speed restrictions may be imposed on arriving aircraft for traffic management purposes.

2.22.7.2.4 Pilots must advise ATC if a speed adjustment is considered excessive or contrary to aircraft operating specifications.

2.22.7.3 Departing Aircraft

2.22.7.3.1 Flight crews are expected to strictly adhere to SID speed restrictions unless otherwise approved or instructed by ATC.

2.22.7.3.2 Additional ATC initiated speed restrictions may be imposed on departing aircraft for traffic management purposes.

2.22.7.3.3 Pilots must advise ATC if a speed adjustment is considered excessive or contrary to aircraft operating specifications.

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:

During VMC
Dual RWY 30L/R operations is in use with ILS approach being the preferred type of approach for RWY 30R
Reduced separation being applied is broadcast on the ARR ATIS
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:

Distance-based wake turbulence separation minima is not required for the succeeding aircraft
Aircraft are established on the final approach track within 10 NM of the runway thresholds
Aircraft are landing on separate runways
Reduced separation being applied is broadcast on the ARR ATIS
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 30L	Trailing aircraft RWY 30R	Minimum WT Separation
a) Any wake turbulence category	Super 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 aerodrome 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. Any bird strike to be reported to ATC.

Note: Information supplied by Ornithologists.

2.23.2 Low Visibility Operations

2.23.2.1 Low Visibility Operations shall commence when:

Touchdown IRVR readings indicate a visibility of 600 M or less and/or;
The reported meteorological visibility indicates 600 M or less and/or;
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:

Landings on RWY 30L and take-offs on RWY 30R or;
Landings on RWY 12L and take-offs on RWY 12R.
ILS for the runway dedicated for take-offs is turned off.
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

TWY N10 / TWY M14A for RWY 30R;
TWY M4 / TWY K1 for RWY 12R;
TWY N1A / TWY M1A for RWY 12L;
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 / yellow 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:

TWY M1A / TWY N1A for RWY 30R or;
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

Note: Long range radar available (H24).

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 indicates 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 To maintain a safe wingtip clearance from adjacent parked aircraft it is essential that aircraft do not cut the corner on the stand 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.

2.23.4.2.4.1 A pilot must not enter the stand and immediately inform ATC if:

Unsure of VDGS information;
VDGS is not activated (vertical running arrows);
VDGS fails (see details of VDGS failure types in section 2.23.4.2.4.5) and
VDGS display different aircraft type.

2.23.4.2.4.2 Upon entering the stand, the pilot must hold position and inform ATC if :

There is a VDGS failure or
The aircraft has not stopped at the designated stop position.

2.23.4.2.4.3 VDGS

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

Mode	Display	Description
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 Type	Display	Description
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.

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.

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

Parallel Taxiways TWY K, TXL Z, TXL J and TXL U are linked to each other through designated taxiways referred to as ‘crossovers’ e.g. TWY U1, TWY U2 and TWY Z2.
In order to ensure safe wingtip clearance, crossover taxiways are used only when authorised by ATC.
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 TXL Z to TWY K10 / TWY K11 is not available.

2.23.4.3 Remarks

2.23.4.3.1 Start-up 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 Aircraft requiring a start on stand, may only start 50% of their total engines on stand. The remaining engine(s) are only to be started once the push-back has been completed, aircraft is on the taxiway centreline and parking brakes applied.

2.23.4.3.2 Engine Runs

2.23.4.3.2.1 Engine runs on parking stands 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.

2.23.4.3.2.2 Engine runs on stand above ground idle is prohibited.

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 CAR Part IX, 8.3.8 and 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

Cloud base is 1500 FT or above
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:

Runway 12 in use:
- RWY 12L ILS (RNAV)
- RWY 12R RNAV (VIS) *ILS switched OFF
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:

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.

2.23.7.2 Single Runway Mode Procedure

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

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).
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 runway 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.
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:

a departing aircraft and a succeeding landing aircraft using a single runway; or
two successive landing aircraft; or
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:

The tail wind component does not exceed 5 knots, measured at the landing threshold, and there are no pilot reports of wind shear.
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.
The pilot of the following aircraft is warned i.e. Traffic information shall be provided to the flight crew of the succeeding aircraft concerned.
The runway is dry and there is no evidence that the braking action may be adversely affected
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.
The runway incursion monitoring and collision avoidance system (RIMCAS) shall be utilised and serviceable at all times.
Suitable landmarks and markers on the surface surveillance system shall be available to assist the controller in assessing the distances between aircraft.
Wake turbulence separation minima shall be applied.
Minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft.
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:

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

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.
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.
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

Wind shear warning issued by NCM or received from an aircraft will be broadcast on both the departure and arrival ATIS.
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

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.
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.

2.23.10 Aircraft Push-back/Towing

2.23.10.1 Push-back type / Definitions, stop positions and aircraft separation for simultaneous push-back

2.23.10.1.1 At DUBAI / INTERNATIONAL, push-back types and associated aircraft stop positions have been defined to ensure safe, consistent and efficient push-back process, also taking into consideration jet blast separation required for simultaneous aircraft push-back.

Push-back Types/Definitions and Associated Stop Positions
1. Standard push: Push abeam adjacent stand or up to one stand distance
  - Example of ATC phraseology : "Push-back approved, face (direction)." No reference to "STANDARD" or a stop position will be included in ATC clearance. Ground crew will know where to stop.
2. Short push: Push and pull abeam the departure stand
  - Example of ATC phraseology: "Short push-back approved, face (direction)." No reference to stop position will be included in ATC clearance. Ground crew will know where to stop.
  - Note that the Short push is in fact a push and pull on the taxiway and does not involve the traditional "S" like or dog-leg manoeuvre which is initiated inside the stand before entering the taxiway. The "S" like manoeuvre inside the stand is prohibited at DUBAI / INTERNATIONAL due to safety reasons.
3. Long push: Push up to two stand distance
  - Example of ATC phraseology: "Long push approved, face (direction)." No reference to stop position will be included in ATC clearance. Ground crew will know where to stop.
4. Push and Pull: Push and pull abeam the stand in front
  - Example of ATC phraseology: "Push-back and pull forward approved, face (direction)." No reference to stop position will be included in ATC clearance. Ground crew will know where to stop.
Deviations to the above where applicable due to location of the stand (corner/end of apron or concourse etc.), presence of fixed obstacles etc., have been published in Dubai Airports’ Airside Operating Regulation (AOR) issued to the airport stakeholders (including aircraft line maintenance companies).
Ground crew (Headset man and Push-back Operator) must be familiar with the push-back definitions, associated stop positions and deviations.
ATC will not specify the stop position for push-back manoeuvres that are already defined as per (a) and (b). Ground crew is required to be aware of the stop positions associated with a push-back definition/manoeuvre and complete the push to that stop position [all relevant information in this regard has been published in the AOR which is accessible to airport stakeholders including push-back and line maintenance companies]. This reduces clutter on VHF radio and associated confusion, and improves overall efficiency with radio communication and push-back process.
As an exception, ATC may issue a push-back instruction that is not defined as per (a) or (b) in which case ATC will specify the stop position ensuring that the push-back tractor will be able to vacate safely to a stand or GSE road without having to cross live taxiways. This option gives ATC flexibility to optimize instructions to suit specific traffic flow situations.
In cul-de-sacs or in vicinity of obstacles, push-back from stands nearest to the obstacle will involve a push and pull forward manoeuvre. Additional ground markings have been provided where required to guide the Push-back Operator. The pull forward limits (ground marking references such as stand lead-in line) have been defined for each cul-de-sac to allow ATC to simultaneously clear other aircraft outside of this point where required. Aircraft must not be pulled forward beyond the specified limit points without first notifying ATC. Ground crew is required to be aware of these limits.
Where a pull forward manoeuvre is involved, consider starting aircraft engines only after completing the pull forward manoeuvre to minimize forward stress on the push-back tractor during the pull (Refer IATA Ground Operations Manual recommendation).
Simultaneous push of multiple aircraft in close vicinity
For simultaneous push from adjacent stands OR alternate stands with one stand in between,
1. ATC will alert the crew of all involved aircraft about the simultaneous push
2. ATC will provide a combination of different push-back instructions (Standard, Long etc) such that there is a separation of about two (2) stands between the aircraft in the final stop positions on the taxiway. This is the separation to be maintained to mitigate jet blast hazards from forward aircraft on the ground crew of rear aircraft.
3. Ground crew is responsible to ensure safe physical separation between aircraft during the push with overall accountability resting on Headset man since he/she will have a better visuals/perspectives of the pushing aircraft.
4. Upon completion of push-back, Headset man of the forward aircraft MUST disconnect the headset / waive off to pilot only after ensuring that the ground crew of the rear aircraft is clear of the jet blast zone of the forward aircraft. Note that the risk of jet blast is more if the forward aircraft is of a larger size than the aircraft in the rear.
If ground crew are not clear on any of the ATC instructions / stop positions or unsure of how to execute a push-back manoeuvre, push-back MUST be suspended and clarification sought from ATC before continuing the push. If Airside Operations (AO) assistance is required in the form of Follow-me, wing walker etc. to safely complete a push-back, ground crew must request ATC for AO attendance and complete the push only under AO guidance.

2.23.10.2 Push-back Approval Procedures

2.23.10.2.1 Push-backs are onto active taxiways:

"DUBAI DELIVERY" is responsible for issuing an airways/route clearance.
Approval to start on stand does not imply an approval to push-back.
"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.

2.23.10.2.2 If no push-back is required due to aircraft facing nose out, this must be notified to "DUBAI DELIVERY" on first contact.

2.23.10.2.3 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.

2.23.10.2.4 Push-back approval includes instructions to face east or west as appropriate.

2.23.10.2.5 Code F aircraft on TXL J shall not pass code E aircraft during push-back onto TXL U.

2.23.10.2.6 Code E aircraft on TXL U shall not pass code F aircraft during push-back onto TXL J.

2.23.10.2.7 Code F push-back from Stands B8 to B12, B18R and B21R (facing east only) will be onto TXL J.

After disconnecting, push-back tug will hold on TXL J centerline in view of the pushed aircraft until completion of engine start. Once cleared by ATC, the tug will cross TXL U to return to the stand on the north. Pushed aircraft to initiate taxi only after the tug has vacated TXL J. Aircraft taxiing on TXL U to exercise caution due crossing tugs.

OMDB AD 2.24 CHARTS RELATED TO AN AERODROME

AD CHART - ICAO(Chart OMDB-AD-2-21)

ACFT PARKING DOCKING CHART - ICAO APRONS Alpha, Bravo, Delta, Foxtrot, Sierra (Chart OMDB-AD-2-22A)

ACFT PARKING DOCKING CHART - ICAO APRONS Echo, Golf, Hotel, Quebec (Chart OMDB-AD-2-22B)

ACFT PARKING DOCKING CHART- ICAO APRONS Charlie (Chart OMDB-AD-2-22C)

HOT SPOT - JET BLAST (Chart OMDB-AD-2-24)

RUNWAY INCURSION HOT SPOT CHART (Chart OMDB-AD-2-25A)

RUNWAY INCURSION HOT SPOT TEXT (Text OMDB-AD-2-25A)

TAXIWAY INCURSION HOT SPOT CHART (Chart OMDB-AD-2-25B)

TAXIWAY INCURSION HOT SPOT TEXT (Text OMDB-AD-2-25B)

STOPBARS AND INTERMEDIATE TWY HLDG POSN (Chart OMDB-AD-2-26)

LOW VIS TAXI RTE ARR RWY 30L (Chart OMDB-AD-2-27)

LOW VIS TAXI RTE ARR RWY 12L (Chart OMDB-AD-2-28)

LOW VIS TAXI RTE DEP RWY 30R (Chart OMDB-AD-2-29)

LOW VIS TAXI RTE DEP RWY 12R (Chart OMDB-AD-2-30)

AD OBSTACLE CHART - ICAO TYPE A RWY 12R/30L (Chart OMDB-AD-2-31)

AD OBSTACLE CHART - ICAO TYPE A RWY 12L/30R (Chart OMDB-AD-2-33)

PRECISION APPROACH TERRAIN CHART - ICAO RWY 30R (Chart OMDB-AD-2-36)

PRECISION APPROACH TERRAIN CHART - ICAO RWY 12L (Chart OMDB-AD-2-38)

PRECISION APPROACH TERRAIN CHART - ICAO RWY 30L (Chart OMDB-AD-2-39)

PRECISION APPROACH TERRAIN CHART - ICAO RWY 12R (Chart OMDB-AD-2-40)

SID CHART - ICAO RWY 12 L/R RNAV1 ANVIX 5G, DAVMO 4G, EMERU 2G, IVURO 1G, KUTLI 4G, MIROT 3G, NABIX 3G, RIDAP 3G, SENPA 3G (Chart OMDB-AD-2-41)

SID CHART - ICAO RWY 30 L/R RNAV1 ANVIX 7F, DAVMO 4F, EMERU 2F, IVURO 1F, KUTLI 4F, MIROT 3F, NABIX 3F, RIDAP 2F, SENPA 2F (Chart OMDB-AD-2-42)

STAR CHART - ICAO RWY 12 L/R RNAV1 DATOB 1E, IMPED 3B, IMPED 3E , LORID 1E, PUVAL 5B, PUVAL 2E, VUTEB 3B, VUTEB 3E (Chart OMDB-AD-2-43)

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)

STANDARD DEPARTURE CHART - OMNI DIRECTIONAL DEPARTURE (Chart OMDB-AD-2-48)

ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO (Chart OMDB-AD-2-51)

ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-1)

ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-2)

ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-3)

ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-4)

ATC SURVEILLANCE MINIMUM ALTITUDE TEXT (Text OMDB-AD-2-51-5)

IAC - ICAO RWY 30L ILS CAT A-DL (Chart OMDB-AD-2-61)

IAC - ICAO RWY 12R ILS CAT A-DL (Chart OMDB-AD-2-62)

IAC - ICAO RWY 30R ILS CAT A-DL (Chart OMDB-AD-2-65)

IAC - ICAO RWY 12L ILS CAT A-DL (Chart OMDB-AD-2-66)

IAC - ICAO RWY 12L RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-69)

IAC - ICAO RWY 30R RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-70)

IAC - ICAO RWY 30L RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-71)

IAC - ICAO RWY 12R RNAV (GNSS) CAT A-DL (Chart OMDB-AD-2-72)

BIRD CONCENTRATIONS (Chart OMDB-AD-2-85)

VFR CHART - DUBAI CREEK VFR ROUTES (Chart OMDB-AD-2-91)

50 M to 400 M	: 25 M
400 M to 800 M	: 50 M
800 M to 2000 M	: 100 M