Doha-Hamad
Airport Overview
Information
| IATA | ICAO | Charts | NOTAM(s) |
|---|---|---|---|
| DOH | OTHH | Qatar eAIP |
Hamad International Airport is an international airport in Qatar and serves as the main hub for the national flag carrier, Qatar Airways. Located to the east of the capital city, Doha, it has replaced the nearby Doha International Airport as Qatar's primary national airport and has become one of the busiest airports in the Middle East.
Charts & Scenery
Pilots can access the latest charts through the following sources: Chartfox (Free, VATSIM login required), Qatar eAIP, or Navigraph (Subscription required).
| Simulator | Freeware | Payware |
|---|---|---|
| MSFS | flightsim.to | MXI Design |
| X-Plane | X-Plane Default | |
| Prepar3D V4/V5 | AVSIM | Taxi2Gate |
Stand Allocation
| Apron/Concourse | Stand Allocation | Operator |
|---|---|---|
| Concourse A | Stands A1 to A11 | International Operators, QTR |
| Concourse B | Stands B1 to B10 | International Operators, QTR |
| Concourse C | Stands C1 to C13 | International Operators, QTR |
| Concourse D | Stands D1 and D3 | International Operators, QTR |
| Concourse E | Stands E1 and E3 | International Operators, QTR |
| Central Concourse | Stands 301 to 309 | QTR |
| Remote Transfer G | Stands H1 to H10 | Low Cost Carriers, International Operators, QTR |
| Remote Transfer H | Stands G1 to G10 | Low Cost Carriers, International Operators, QTR |
| Cargo Apron | Stands F1 to F16 | Cargo, QTR (Overflow) |
| Apron V | Stands V1 to V12 | Government & State Aircraft |
| Apron 4 | Stands 425 to 429 | QTR |
| Apron 5 | Stands 501 to 519 & Stands 551 to 564 | QTR |
| Apron 6 | Stands 601 to 637 | QTR |
Info
All arriving aircraft will be assigned a stand by the stand assigner using the Ground Radar Plugin. In real-world operations, aircraft may be parked at any apron, regardless of their arrival runway assignment.
Air Traffic Control positions
| Login Code | Radio Callsign | Frequency | Area of Responsibility |
|---|---|---|---|
| OTHH_DEL | Hamad Clearance Delivery | 120.875 | |
| OTHH_1_GND | Hamad Ground | 120.225 | - Apron 3 (Stands 301-305) - Apron 4 - Cargo Apron - Concourse B - Concourse C (East Side) - Concourse E - Emiri Apron - Maintenance Apron - Remote Transfer G |
| OTHH_2_GND | Hamad Ground | 118.650 | - Apron 3 (Stands 306-309) - Apron 5 - Concourse A - Concourse C (West Side) - Concourse D - General Aviation Apron - Remote Transfer H |
| OTHH_3_GND | Hamad Ground | 118.575 | - Apron 6 |
| OTHH_4_GND | Hamad Ground | 118.075 | - Overflow Frequency |
| OTHH_5_GND | Hamad Ground | 119.075 | - Planner Frequency |
| OTHH_1_TWR | Hamad Tower | 118.525 | - Runway 16L/34R |
| OTHH_2_TWR | Hamad Tower | 118.025 | - Runway 16R/34L |
| DOH_F1_APP | Doha Director | 119.400 | Final Approach Sequencing, Runway 16L/34R (OTHH) |
| DOH_F2_APP | Doha Director | 124.050 | Final Approach Sequencing, Runway 16R/34L (OTHH) |
| DOH_F3_APP | Doha Director | 123.875 | Final Approach Sequencing, Runway 15/33 (OTBD) |
| DOH_A1_APP | Doha Approach | 124.775 | Approach East |
| DOH_A2_APP | Doha Approach | 119.725 | Approach West |
| DOH_R1_APP | Doha Radar | 121.100 | Radar North |
| DOH_R2_APP | Doha Radar | 120.675 | Radar South |
| OTDF_1_CTR | Doha Control | 135.725 | Control North |
| OTDF_2_CTR | Doha Control | 132.975 | Control South |
Warning
It's crucial that you pay close attention to the frequency you're being transferred to. Do not attempt to guess the next frequency, and never switch frequencies without explicit instructions from the controller. Auto-handoffs are issued with the take-off clearance at Doha-Hamad International. If you're unsure, don’t hesitate to ask for the frequency again!
Ground Movement Control Area of Responsibility
Departing Traffic
Flight Planning: Route(s)
Pilots departing from Doha-Hamad can obtain valid routes through SimBrief by selecting the "Preferred Route" or "IFPS Compliant Route" option. Our operations department updates the SimBrief database with each AIRAC cycle to ensure compliance with Air Traffic Flow Management (ATFM) regulations in the Middle East and Eurocontrol IFPS validation.
Flight Planning: Standard Instrument Departure (SID)
Controllers will assign a Standard Instrument Departure (SID) based on the first waypoint in your flight plan to guide you out of the Doha Terminal Maneuvering Area (TMA). Refer to the table below to determine the expected SID. If your waypoint is not listed, ensure your AIRAC cycle is up to date. If using an outdated AIRAC, notify the controller promptly so an RNAV radar-vectored departure or an omnidirectional departure can be arranged.
| FIX | RUNWAY | |||
|---|---|---|---|---|
| 16L | 16R | 34L | 34R | |
| ALSEM | 2M | - | - | 2E |
| ALVEN | 2M | - | - | 3E |
| BUNDU | - | 2C | - | 2E |
| DATRI | - | 1C | 1W | - |
| DEMBO | - | - | - | 3 |
| IVENA | - | 2 | - | - |
| KASIS | 2 | - | - | - |
| KUPRO | 1M | - | - | 1E |
| LUBET | 1M/1Y | 1C | 1A/1W | 2Z |
| PARES | - | - | 2 | - |
| TULUB | 1M | - | 1A/1W | 2E |
| ULIKA | - | 1C | 1A/1W | - |
| VAXIN | 2M | - | - | 2E |
Note
The departures listed above are runway-specific and cannot be used on any runway other than those published. As a result, your clearance will not specify a designated runway. Pilots must cross-check their charts to determine their assigned departure runway. For example, if parked on Apron 6 and assigned Runway 34R, expect a long taxi.
Getting your clearance
Departing aircraft shall contact Hamad Clearance Delivery 10 minutes prior to their estimated off block time (EOBT) and pass the following information:
- Aircraft Callsign
- Aircraft Type
- Parking Stand
- Requested Flight Level
- Destination
Datalink Clearance (DCL)
The preferred method for obtaining your clearance is through datalink. To request clearance via Hoppie datalink, send your request to OTHH. Please note that logging on to the station is not required. No readback is necessary.
Voice Clearance
At Doha-Hamad, if datalink clearances are unavailable, voice clearances will be provided. These will be brief, covering only your Standard Instrument Departure (SID), initial climb, and squawk code. Ensure you have the latest departure ATIS information before proceeding.
Example
Pilot: "Hamad Clearance Delivery, QTR6M, Boeing 777-300ER, information X, stand B3, requesting FL310, to Melbourne."
Controller: "QTR6M, Hamad Clearance Delivery, information X correct, cleared to Melbourne via the BUNDU2E departure, climb via the SID to altitude 4000ft, squawk 2613."
Pilot: "Cleared to Melbourne via the BUNDU2E departure, climb via the SID to altitude 4000ft, squawk 2613, QTR6M."
Controller: "QTR6M, readback correct, QNH 1016, report ready for pushback."
Warning
Clearance delivery will not provide push and start clearance. However, remain on the clearance delivery frequency; do not switch to the ground frequency on your own. You must report fully ready on the delivery frequency—this includes having the jetway disconnected, tug connected, and chocks removed. Delivery will advise when to switch to the appropriate ground frequency, based on the current airport departure rate.
Airport Collaborative Decision Making (A-CDM)
Doha-Hamad has implemented Airport Collaborative Decision Making (A-CDM) procedures to ensure efficient operations and reduce time spent at the holding point. Pilots are required to adhere to assigned A-CDM times. When A-CDM procedures are in effect, this will be announced in the ATIS. Pilots should set their Target Off Block Time (TOBT) and update it whenever their estimate changes by more than 5 minutes using the VATMENA vACDM Pilot Interface, aiding controllers in departure planning.
If you are unfamiliar with A-CDM procedures, please refer to the A-CDM pilot guide.
Push & Start
Once clearance delivery releases you to the designated ground frequency, pilots may request push and start clearance. Upon initial contact, the ground controller may provide various types of pushback instructions. Pilots must ensure they can comply with these instructions; if unable, they must inform the ground controller.
Pushback clearances will specify a direction to face, such as West or East, and a particular taxiway to push onto.
Example
Controller: "QTR6M, push and start is approved face south onto taxiway E1."
Warning
If pilots are unable to commence pushback within 2-3 minutes, the pushback clearance may be revoked, and slot times will be recalculated.
Taxi
Standard Intersection Departures
For the purposes of takeoff performance planning the standard departure taxiways are:
- Runway 16L: A10
- Runway 16R: L10, M11, M12
- Runway 34L: L2, M3, M4
- Runway 34R: A2
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.
Runway 16s Configuration
Departures, Runway 16L
Departures, Runway 16R
Runway 34s Configuration
Departures, Runway 34L
Departures, Runway 34R
Take-off
Auto-Handoff
Pilots will receive their next frequency with their takeoff clearance and are expected to contact the assigned frequency once airborne. If unsure of the assigned frequency, pilots should refer to their SID chart for the appropriate station or confirm with the controller.
Example
Controller: "QTR6M, airborne contact Doha Approach on 124.775, wind 350 degrees at 8 knots, runway 34R, cleared for take-off."
Minimum Runway Occupancy
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.
Wherever possible, pilots are encouraged to conduct a rolling takeoff to minimise runway occupancy time.
Reduced Runway Separation Minima (RRSM)
Reduced runway separation may be implemented at any time, day or night, under the following scenarios:
- A departing aircraft followed by another aircraft departing from the same runway.
- Two consecutive landing aircraft.
- Two consecutive departing aircraft.
Conditions for Application:
- The tailwind component does not exceed 5 knots at the landing threshold, and there are no pilot reports of wind shear.
- Meteorological visibility is at least 5000 metres, and the cloud ceiling is not below 1000 feet. The AIR controller must be confident that the following aircraft can continuously and completely observe the relevant traffic.
- Traffic information is provided to the crew of the succeeding aircraft.
- The runway is dry, with no indications that braking action will be adversely affected.
- The AIR controller must be able to assess separation visually or using radar-derived information.
- Suitable landmarks and surface surveillance markers must be available to assist in assessing aircraft separation.
- Wake turbulence separation minima must be maintained.
- Minimum separation must still exist between two departing aircraft immediately after the second aircraft takes off.
- The pilot of an arriving aircraft must be informed of the expected exit point for runway vacating.
Arriving Traffic
STAR Assignment
STAR assignments are based on the waypoint at which you enter the Doha Terminal Maneuvering Area (TMA). The table below outlines the possible STARs for each entry point. ATC will assign the appropriate STAR depending on traffic conditions, with a preference for the shortest available routing whenever possible.
Note
It is essential to highlight that the following arrival procedures are applicable to both Doha (OTBD) and Hamad (OTHH) airports. These procedures are not airport-specific.
Aircraft can be sequenced on any of the STARs that guide them either to the east or west downwinds, depending on sector capacity.
3.1.2.1 Doha 15 / Hamad 16s
| Procedure | Type | Length | Downwind |
|---|---|---|---|
| ALKAN1F | Trombone | Long | West |
| ALKAN1H | Direct to Downwind | Short | East |
| ALKAN1P | Trombone | Long | East |
| LAEEB1F | Direct to Downwind | Short | West |
| LAEEB1K | Trombone | Long | West |
| ORLEK1F | Trombone | Long | West |
| TOSNA1P | Direct to Downwind | Short | East |
| TOSNA1T | Trombone | Long | East |
| TOSNA2F | Trombone | Long | West |
| TOVOX1P | Direct to Downwind | Short | East |
| TOVOX2F | Trombone | Long | West |
| VEDED1F | Trombone | Long | West |
| VEDED1H | Direct to Downwind | Short | East |
| VEDED1P | Trombone | Long | East |
3.1.2.2 Doha 33 / Hamad 34s
| Procedure | Type | Length | Downwind |
|---|---|---|---|
| ALKAN1L | Trombone | Long | West |
| ALKAN1R | Trombone | Long | East |
| ALKAN1V | Direct to Downwind | Short | East |
| LAEEB1J | Trombone | Long | West |
| LAEEB1L | Direct to Downwind | Short | West |
| ORNEL1L | Direct to Downwind | Short | West |
| TOSNA1J | Trombone | Long | West |
| TOSNA1R | Direct to Downwind | Short | East |
| TOSNA1V | Trombone | Long | East |
| TOSNA2L | Trombone | Long | West |
| TOVOX1R | Direct to Downwind | Short | East |
| TOVOX2L | Trombone | Long | West |
| VEDED1L | Trombone | Long | West |
| VEDED1R | Trombone | Long | East |
| VEDED1V | Direct to Downwind | Short | East |
Warning
All STARs into Doha-Hamad include altitude and speed restrictions, which must be adhered to unless explicitly canceled by ATC. Pilots should verify clearance levels through instructions such as "DESCEND VIA STAR," "DESCEND UNRESTRICTED," or "CANCEL STAR SPEEDS."
Runway Assignment
Runway assignments are issued by Doha Radar or Doha Approach and may be given with short notice during high-traffic periods. Pilots should be prepared for all arrival runways listed in the ATIS.
If the aircraft supports a secondary flight plan, pilots should preload an alternate arrival runway to facilitate a swift transition if required.
Approach
The standard approach at Doha-Hamad is the ILS, with independent parallel operations in effect. Pilots can expect a minimum diagonal separation of 3 NM from traffic on the opposite runway and 2 NM spacing from preceding aircraft on the opposite runway.
Speeds
The speed limits and recommended speeds within different segments of the Doha terminal area is as follows:
| Speed Range | Arrival Segment |
|---|---|
| 230 - 210 kts | Initial approach phase |
| 180 kts | Base leg/closed heading to final approach |
| 180 kts | Until 10 DME |
| 160 kts | Until 4 DME |
Note
Aircraft subject to speed restrictions on final with DME constraints may be instructed by ATC to comply with "STANDARD SPEEDS" meaning pilots are expected to maintain these speeds until final approach.
For the A380, the speed sequence is as follows: 180 until 10 DME and 160 kts until 5 DME.
All speed restrictions must be adhered to as accurately as possible. Aircraft unable to comply with these restrictions must notify ATC in advance and specify the speeds they can maintain. Pilots should also inform ATC if circumstances require a speed adjustment for any reason.
To ensure accurate spacing, pilots are requested to comply with speed adjustments as promptly as practicable, considering their operational constraints.
If traffic sequencing does not require speed limitations, ATC will advise, “NO ATC SPEED RESTRICTION.”
Landing
High Intensity Runway Operations (HIRO)
During peak traffic periods, rapid runway vacating is essential to prevent go-arounds for following aircraft. Ensure your entire aircraft has passed the designated runway holding point before considering yourself clear. Avoid unnecessary stops before exiting completely.
All rapid exit taxiways are equipped with rapid taxiway indicator lights. Pilots are encouraged to maintain the designated exit taxi speed of 50 knots.
| Runway | Standard Rapid Exit |
|---|---|
| 16L | A7 |
| 16R | M7 |
| 34L | M8 |
| 34R | A5 |
Warning
Do not vacate the runway via A6 or L7 unless explicitly instructed by ATC.
Info
Pilots are expected to vacate the runway using standard exit procedures unless instructed otherwise by the tower controller. If unable to comply with High-Intensity Runway Operations (HIRO), advise tower on first contact.
ILS Glidepath Fluctuations
Aircraft arriving on Runway 34L may experience glidepath signal fluctuations due to taxiing and departing aircraft. Pilots should be prepared for potential glidepath interference and closely monitor their ILS profile, flight display indications, and autopilot behavior during both manual and coupled ILS approaches.
Taxi
After landing, aircraft must not stop on the rapid exit taxiways and shall continue taxiing according to the following procedures unless otherwise instructed by the tower controller:
- Runway 16L: Continue via B southbound.
- Runway 16R: Continue via K or M southbound.
- Runway 16R (Apron 5 Parking): Expect a northbound turn onto K (HIRO not applicable).
- Runway 34L: Continue via M northbound unless instructed to vacate to the east (if vacating east, HIRO not applicable).
- Runway 34R: Continue via B northbound.
Runway 16s Configuration
Arrivals, Runway 16L
Arrivals, Runway 16R
Arrivals, Runway 34L
Arrivals, Runway 34R
