4. Departures
4.1 Longitudinal Separation
4.1.1 Separation Requirements
Except as specified in Section 4.1.3, all aircraft departing the Doha Terminal Maneuvering Area (TMA) via a common exit point shall be separated by a minimum longitudinal distance of 8 nautical miles (NM), maintained as constant or increasing.
If maintaining this separation is not feasible, the trailing aircraft shall be handed over to the next control sector or unit while either climbing or in level flight. The aircraft must be cleared to an altitude compliant with the Standard Instrument Departure (SID) exit restrictions once separation with preceding traffic is ensured.
4.1.2 Speed Control
Aircraft may be instructed to maintain high speeds below 10,000 feet to maximize the capacity of the departure segment and to establish the required longitudinal separation at the earliest opportunity.
Additionally, to reduce controller workload, aircraft may be instructed to maintain the published speeds specified on the Standard Instrument Departure (SID) procedures.
Example
Controller: "QTR1Y, Doha Approach, identified, climb via SID to FL210."
4.1.3 U.A.E FIR Flow Control
Special flow control procedures shall be applied to traffic entering the U.A.E. FIR destined for northern or southern U.A.E. airports. When multiple airports share a common FIR exit point, controllers must ensure that longitudinal separation between aircraft is established and maintained prior to the traffic reaching the FIR boundary.
| Departure Aerodrome | Arrival Aerodrome | FIR Exit Point | Speed Control | Longitudinal Separation |
|---|---|---|---|---|
| OTHH & OTBD | Northern U.A.E (OMDB/OMDW/OMSJ/OMRK/OMFJ) | ALSEM | 300 knots | 20 NM (3 minutes) |
| OTHH & OTBD | Southern U.A.E (OMAA/OMAD/OMAL) | KURPO | 300 knots | 20 NM (3 minutes) |
4.2 Climb
4.2.1 General
Climb clearances shall be issued in accordance with the published level restrictions and the procedures detailed in Sections 4.2.2 and 4.2.3. When an aircraft is expected to follow the vertical profile of the Standard Instrument Departure (SID), including all associated speed and level restrictions, the phraseology “CLIMB VIA SID TO [cleared level]” shall be used.
Sections 4.2.2 and 4.2.3 shall serve as a reference for understanding interactions between departure and arrival procedures within the Doha Terminal Maneuvering Area (TMA), under the assumption that all intersecting traffic flows are active.
Where no conflicts are anticipated, aircraft may be cleared to climb to the highest permissible level, provided that prior coordination has
4.2.2 Climb Procedure - Doha 15 / Hamad 16s
| Departure Aerodrome | Runway | SID | Climb Procedure |
|---|---|---|---|
| OTHH | 16L | ALSEM2M | Doha Approach: Aircraft shall be restricted to 5,000 ft or below at KASIS. Upon passing KASIS, aircraft may be cleared to climb to FL150. Doha Radar: Aircraft shall be maintained at FL150 until they are clear of inbound traffic via TOSNA and TOVOX. Thereafter, aircraft may be cleared to FL210 or a lower coordinated level by ALSEM. |
| OTHH | 16L | ALVEN2M | Doha Approach: Aircraft shall be restricted to 4,000 ft or above at DERTI, Upon passing DERTI, aircraft shall be cleared to 5,000 ft at GIDOS. Passing GIDOS 7,000 ft or above or 8,000 ft or below at PASIS. Doha Radar: Aircraft shall be maintained at FL150 or a lower coordinated level at ALVEN until they are clear of inbound traffic via HAYYA and VEDED. |
| OTHH | 16L | KUPRO1M | Doha Approach: Aircraft shall be restricted to 5,000 ft or below at KASIS. Upon passing KASIS, aircraft may be cleared to climb to FL150. Doha Radar: Aircraft shall be maintained at FL150 until they are clear of inbound traffic via TOSNA and TOVOX. Thereafter, aircraft may be cleared to FL250 or a lower coordinated level by KUPRO. |
| OTHH | 16L | LUBET1M | Doha Approach: Aircraft shall be restricted to 4,000 ft or above at DERTI, Upon passing DERTI, aircraft shall be cleared to 5,000 ft at GIDOS. Passing GIDOS 7,000 ft or above or 8,000 ft or below at PASIS. Doha Radar: Aircraft shall be maintained at FL170 or a lower coordinated level at IMSUN until they are clear of inbound traffic via HAYYA and VEDED.Thereafter, aircraft may be cleared to FL180 or a higher coordinated level by LUBET. |
| OTHH | 16L | LUBET1Y | Doha Approach: Aircraft shall be restricted to 4,000 ft or above at DERTI, Upon passing DERTI, aircraft shall be cleared to 5,000 ft at GIDOS. Passing GIDOS 7,000 ft or above or 8,000 ft or below at PASIS. Doha Radar: Aircraft shall be maintained at 13,000 ft or a lower coordinated level at DEBIL until they are clear of inbound traffic via HAYYA and VEDED.Thereafter, aircraft may be cleared to FL160 or a higher coordinated level by PATOM and further climb to FL180 or higher by LUBET. |
| OTHH | 16L | TULUB1M | Doha Approach: Aircraft shall be restricted to 4,000 ft or above at DERTI, Upon passing DERTI, aircraft shall be cleared to 5,000 ft at GIDOS. Passing GIDOS 7,000 ft or above or 8,000 ft or below at PASIS. Doha Radar: Aircraft shall be maintained at 13,000 ft or a lower coordinated level at DEBIL until they are clear of inbound traffic via HAYYA and VEDED.Thereafter, aircraft may be cleared to FL160 or a higher coordinated level by PATOM and further climb to FL180 or higher by TULUB. |
| OTHH | 16L | VAXIN2M | Doha Approach: Aircraft shall be restricted to 5,000 ft or below at KASIS. Upon passing KASIS, aircraft may be cleared to climb to FL150. Doha Radar: Aircraft shall be maintained at FL150 until they are clear of inbound traffic via TOSNA and TOVOX. Thereafter, aircraft may be cleared to FL150 or a higher coordinated level by VAXIN. |
4.2.3 Climb Procedure - Doha 33 / Hamad 34s
4.3 Lateral Profile
4.3.1 General
The lateral profile of Standard Instrument Departures (SIDs) within the Doha Terminal Maneuvering Area (TMA) is specifically designed to ensure separation between departing traffic, arriving traffic, and arrivals into adjacent airports.
Direct routings may be issued to reduce track mileage when traffic conditions permit. However, such routings shall only be permitted during periods of low traffic density. When issuing direct routings, controllers must assess the potential for traffic conflicts and ensure that separation standards can be maintained.
Limitations regarding the use of direct routings for arriving aircraft are outlined in Sections 4.3.2 and 4.3.3 and shall be strictly observed.