4. Air Control Procedures

4.1 General provisions

Air Control (AIR) is responsible for all aerodrome movements on runways and their associated taxiways. AIR shall also ensure separation between IFR aircraft that are arriving at and departing the aerodrome, as well as provide traffic information to VFR aircraft operating within the aerodrome control zone.

4.1.1 Airspace

The Doha Control Zone (CTR) is Class D Airspace from the ground up to 2500FT Mean Sea Level (MSL). The Tower Controller is responsible for ensuring all traffic within the Control Zone is separated. This will typically include all IFR Flights departing and arriving as well as VFR Flights operating within the Control Zone or entering and exiting.

Hamad CTR

4.2 Preferential runways

At Doha-Hamad, parallel runways are used at the same time for both departures and arrivals.

Simultaneous Parallel Departures (SPD): Departures can happen simultaneously on any of the two parallel runways.
Simultaneous Parallel Approaches (SPA): Arrivals can be managed as either Dependent or Independent Parallel Approaches, depending on traffic flow or the operational mode.

The preferred calm wind configuration is using runways 34L and 34R, which may be utilized with a tailwind of up to 5 knots. If this configuration is not feasible due to wind conditions or other factors, runways 16L and 16R shall be used instead.

4.2.1 Dependent parallel runway approaches (DPA)

Dependent Parallel Approaches (DPA) involve simultaneous approaches to parallel or nearly parallel runways with required radar separation between aircraft on adjacent centerlines. During DPA operations:

A 1.5 NM diagonal stagger is required for inbound aircraft to Doha-Hamad.
A 2.0 NM diagonal stagger is required for inbound aircraft to Doha Hamad and Doha.
Pilots will be notified of DPA operations through the ATIS.

4.2.2 Independent parallel runway approaches (IPA)

Independent Parallel Approaches (IPA) involve simultaneous approaches to parallel or nearly parallel runways, where radar separation between aircraft on adjacent centerlines is not required. During IPA operations:

Pilots will be notified of IPA operations through the ATIS.
After receiving ILS clearance, pilots must maintain specific altitudes until established on the glidepath: 2500 FT for runway 16L/34R and 3500 FT for runway 16R/34L. Early descent below the glidepath to the final approach altitude is not allowed unless directed by ATC.
For RWY 16L/34R (low side), the base turn will be instructed by ATC once the aircraft is maintaining the final intercept altitude of 2500 FT.

4.2.3 No transgression zone (NTZ)

In the context of independent parallel approaches, there is a defined airspace corridor located centrally between the two extended runway centerlines. If an aircraft enters this corridor, air traffic control (ATC) must intervene to maneuver any nearby aircraft on the adjacent approach.

4.2.3.1 Break-out manouver

If an aircraft infringes the NTZ, the Final Approach Monitoring Controller will issue a breakout instruction to the aircraft under their responsibility to protect it from the threat. Breakout maneuvers include heading and altitude instructions.

The Final Approach Monitoring Controller will override the relevant Tower frequency when issuing a breakout maneuver due to an NTZ infringement from the adjacent approach path.

Example

Controller: "QTR40P, turn left heading 250 degrees and climb and maintain 4000FT"

4.3 Wake Turbulence Separation

4.3.1 Doha Recategorisation Wake Turbulence Separation Minima (RECAT)

Airports within the Doha TMA utilise a revised system of wake turbulence categories to that defined by ICAO to allow for more efficient separation for arriving and departing traffic, increasing airport capacity.

Recategorisation Wake Turbulence Separation Minima (RECAT), the re-categorisation of aircraft is based primarily on maximum take-off mass, wingspan, and approach speed. eWTS splits aircraft into seven categories (A to F), as opposed to the four categories defined in ICAO Doc 4444.

The use of RECAT allows more efficient use of airspace, reducing separation depending on the leading and following aircraft, maintaining separation in some instances, and increasing separation for the smallest trailing aircraft.

eWTS encompasses both distance-based separation for arriving aircraft as well as time-based separation for departing aircraft and is applied at Doha (OTBD) and Doha-Hamad (OTHH).

4.3.2 Departures (time-based separation)

4.3.2.1 Successive full-length departures

Table 4.3.2-1: RECAT departure separation (full-length)

Follower	A	B	C	D	E	F
Leader
A	*	100s 1m40s	120s 2m	140s 2m20s	160s 2m40s	180s 3m
B	*	*	*	100s 1m40s	120s 2m	140s 2m20s
C	*	*	*	80s 1m20s	100s 1m40s	120s 2m
D	*	*	*	*	*	120s 2m
E	*	*	*	*	*	100s 1m40s
F	*	*	*	*	*	80s 1m20s
* No wake turbulence separation requirement

4.3.2.1 Departure from an intermediate point following departure from full-length

Table 4.3.2.1-1: RECAT departure separation (intermediate point following full-length)

Follower	A	B	C	D	E	F
Leader
A	*	160s 2m40s	180s 3m	200s 3m20s	220s 3m40s	240s 4m
B	*	*	*	160s 2m40s	180s 3m	200s 3m20s
C	*	*	*	140s 2m20s	160s 2m40s	180s 3m
D	*	*	*	*	*	180s 3m
E	*	*	*	*	*	160s 2m40s
F	*	*	*	*	*	140s 2m20s
* No wake turbulence separation requirement

4.3.3 Arrivals (distance-based separation)

4.3.3.1 Aircraft on the same localizer course

Table 4.3.2-1: RECAT arrival separation for aircraft on the same localiser course

Follower	A	B	C	D	E	F
Leader
A	3 NM	4 NM	5 NM	5 NM	6 NM	8 NM
B	*	3 NM	4 NM	4 NM	5 NM	7 NM
C	*	*	3 NM	3 NM	4 NM	6 NM
D	*	*	*	*	*	5 NM
E	*	*	*	*	*	4 NM
F	*	*	*	*	*	3 NM
* No wake turbulence separation requirement

4.3.4 Doha RECAT Wake Turbulence Categories

4.3.4.1 Category Definitions

Table 4.3.3-1: eWTS wake turbulence categories

Doha RECAT Wake Turbulence Categories	Maximum Certified Take-off Weight	Wingspan
A	100,000 kg or more	Above 72 m to 80 m
B	100,000 kg or more	Above 60 m to 72 m
C	100,000 kg or more	Below 52 m
D	Above 15,000 kg and less than 100,000 kg	Above 32 m
E	Above 15,000 kg and less than 100,000 kg	Below 32 m
F	15,000 kg or less	No wingspan criteria

4.3.4.2 Common aircraft types

Info

Unless specified a general aircraft code indicates all models/variants.

Table 7-2: Common ICAO categorised aircraft types

Doha RECAT Wake Turbulence Categories	Common Aircraft Types
A	A380, AN-124, AN-225
B	A330, A340, A350, B747, B777, B787, IL96
C	A300, A310, B707, B757, B767, C135, DC10, MD11, IL76, TU95
D	A318, A319, A320, A321, AN12, B736, B737, B738, B739, C130, MD81, MD90, TU204
E	ATR42*, ATR72, B717, B732, B733, B734, B735, CL60, CRJ1, CRJ7, DH8D, E135, E145, E170, E190, GLF4
F	FA10, FA20, D238, E120, BE40, H25B, JS31, JS41, LJ35, LJ60, SF34, P180, C650*, C525, C180, C152

4.4 Departure procedures

High Intensity Runway Operations (HIRO) are normally in effect 24 hours a day, subject to the applicable weather conditions and suspension during aerodrome safeguarding (see section 4.6). All checks should be completed when reaching the assigned holding point, and aircraft must line up without delay when cleared by ATC. Prompt action should be taken in response to take-off clearance. Whenever possible, intersection departures should be used when permitted by the applicable operating phase.

4.4.1 Standard departure points

Below are the points which pilots are recommended to plan for departure.

Table 4.4-1-1: Standard Departure Points

Runway	Standard departure points
16L	A10
16R	L10/M11/M12
34L	L2/M3/M4
34R	A2

Info

While these are the standard departure points pilots are expected to utilise for performance, they are not necessarily the same as those available for RRSM departures (see section 5.6).

Warning

During aerodrome safeguarding, intersection departures are suspended except from L1, L11, A1 and A11. This restriction takes precedence over the standard departure-point recommendations above.

4.4.2 Line up clearances

Conditional line up instructions shall include the traffic that the aircraft is to follow, as well as the word “behind” at the beginning and end of the transmission. It is recommended to only have a maximum of two conditional line up clearances active at one i.e., one aircraft lining up behind a departure, and another aircraft lining up behind them.

Example

Controller: "QTR40P, behind the departing company Airbus A350, via A2, line up and wait runway 34R behind."

If aircraft have not yet reached the holding point where they are expected to line up at, ATC shall reiterate the cleared holding point.

Example

Controller: "QTR40P, via A2, line up and wait runway 34R."

4.4.3 Take-off clearances

Aircraft will be cleared for takeoff once adequate separation is ensured as outlined in section 4.2, pilots should report passing 1000FT, at which point they should be handed off to either Doha Approach East or West, or the next available station, such as Doha Radar or Doha Control. If none of these stations are online, aircraft will be instructed to monitor ADVISORY 122.8.

Example

Controller: "QTR40P, wind 140 degrees 2 knots, runway 34R, cleared for take-off."

4.4.4 Separation requirements

4.4.4.1 General

Aircraft shall be separated on departure in compliance with standard IFR departure separation minima, recategorisation wake turbulence separation minima (RECAT) requirements or as provided in 4.6 where applicable.

Succeeding aircraft on the same SID shall be separated by a minimum of 2 minutes.

4.4.4.2 Low visibility and IMC

During low visibility operations and during IMC, departing aircraft shall not be cleared for take-off when there is an arriving aircraft within 4 NM of the landing runway threshold.

4.4.4.3 U.A.E FIR Flow Control

Special flow control procedures may be required for traffic entering the U.A.E FIR via certain entry points after departure from Doha airports during peak departure times as notified by U.A.E ACC. During off-peak times, this separation minima may be disregarded, and standard separation minima of 2 minutes may be applied.

Table 4.4.4.3-1: U.A.E FIR Flow Control

Departure Aerodrome	Arrival Aerodrome	FIR Exit Point	Longitudinal Separation
OTHH & OTBD	Northern U.A.E (OMDB/OMDW/OMSJ/OMRK/OMFJ)	ALSEM	3 minutes
OTHH & OTBD	Southern U.A.E (OMAA/OMAD/OMAL)	KUPRO	3 minutes

4.4.5 IFR handoff procedure

4.4.5.1 General

IFR departures shall be transferred to the next frequency upon passing 1,000 feet, as specified in Section 4.4.3, to allow adequate time for frequency change and to maintain an uninterrupted climb profile..

Controllers should refer to section 4.3.5.2 for the appropriate Doha Approach handoff procedures.

Aircraft performing a go-around on runway 16L/34R will be handed off to Doha Approach East on 124.775, while aircraft going around on runway 16R/34L will be handed off to Doha Approach West on 119.725.

If Doha Approach (East or West) is offline, all handoffs will be directed to Doha Radar. If Doha Radar (North or South) is also offline, all handoffs will be directed to Doha Control.

4.4.5.2 Doha Approach hand off procedure

Runway	Hand off
16L	Doha Approach East
16R	Doha Approach West
34L	Doha Approach West
34R	Doha Approach East

4.4.6 Stopping a departure

Aircraft that have commenced their take-off roll may be instructed to stop immediately to avert a collision due to a runway incursion or any other dangerous situation.

It must be noted though, that the instruction to stop must be given early enough such that the aircraft does not reach its decision speed. Therefore, aerodrome controllers must be vigilant and remain aware of the location of traffic at all times as well as runway incursion hotspots.

Example

Controller: "IBE392, stop immediately, I say again stop immediately, truck entering the runway!"

For aircraft that have been given a take-off clearance, but have not yet started the roll, they shall be instructed to hold position and the take-off clearance must be cancelled along with the reason for cancellation.

Example

Controller: "IBE392, hold position, cancel take-off, I say again cancel take-off, aircraft entering the runway, acknowledge."

4.5 Arrival Procedures

4.5.1 Standard runway exits

On initial contact, aircraft shall be instructed to vacate at a designated taxiway for arrival. The planned exit point shall be one of the preferred exit taxiways.

Runway	Runway Exit
16L	A7
16R	L5/M7
34L	L6/M8
34R	A5

Note

During safeguarding or Low Visibility Procedures (LVP), use the planned LVP exits in section 4.8.8 instead of the normal preferred exits listed above.

4.5.2 Separation requirements

4.5.2.1 General

While the radar controllers are responsible for separating arriving aircraft, the AIR controller shall still ensure that minimum separation is maintained until the preceding aircraft crosses the runway threshold.

4.5.2.2 Speed control

If it is apparent that minimum separation may not exist as provided in 5.4.2.1, AIR may use a tactical reduction in aircraft speed.

Example

Controller: "QTR36M, reduce to final approach speed."

4.5.2.3 Visual separation

Aircraft may be instructed to maintain own separation visually, if speed control alone will not resolve the conflict. This shall only be done in VMC and with agreement with the pilot. If no other solutions are practical, the succeeding aircraft shall be instructed to go around.

Example

Controller: "QTR36M, Traffic is 12 oclock 3 miles, Airbus A320, report in sight."

Pilot: "Traffic in sight, QTR36M"

Controller: "QTR36M, Roger, maintain visual separation."

Pilot:: "Maintain Visual Separation, QTR36M"

4.5.3 Go-around instruction

4.5.3.1 General go-around procedure

At any time should a runway become unsuitable for an aircraft landing, or separation minima is not met, aircraft shall be instructed to go-around.

Example

Controller: "QTR36M, go around, I say again, go around, acknowledge."

Once aircraft have acknowledged the instruction and are observed to be safely climbing away, they shall be handed off to the appropriate Doha Approach controller.

Example

Controller: "QTR36M, climb to 4000FT via standard missed approach, contact Doha Approach East 124.775."

4.5.3.2 Go-around with simultaneous departure in IMC or during LVO

Aircraft shall be instructed to follow the standard missed approach and aircraft shall not be permitted to depart if an arriving aircraft is within 4 NM of the landing threshold.

4.5.4 Arrival taxi procedures

In accordance with the taxi procedures laid down in 3.4, aircraft shall be provided an initial taxi clearance to ensure they are kept moving such that the rapid exit taxiway (RET) is clear for the next arrival.

The initial taxi shall include instructions to taxi “LEFT” or “RIGHT” onto the relevant taxiway as appropriate and hold at a suitable intermediate holding point.

Example

Controller: "QTR9L taxi right onto K, hold short R."

Once aircraft have been observed to be taxiing and completely clear of the RET, transfer of control shall be initiated to GMC provided there will be no conflicts with other arriving traffic.

4.6 High Intensity Runway Operation (HIRO)

4.6.1 General

As part of runway capacity enhancement initiative at Hamad International Airport, High Intensity Runway Operation (HIRO) is implemented. To achieve maximum landings per hour and reduce go-arounds due to an occupied runway by a preceding landing aircraft, runway occupancy times are to be reduced to a minimum.

During HIRO, pilots should only use standard rapid exit taxiways (RET’s) as outlined in the table below and are encouraged to vacate the landing runway within 60 seconds. Pilots unable to comply with HIRO shall advise Tower on first contact.

Runway	Runway Exit
16L	A7
16R	L5/M7
34L	L6/M8
34R	A5

When exiting the runway, pilots shall continue taxi as outlined in table below, unless otherwise instructed by the Tower controller:

Runway	Taxi Route
16L	Continue via A6, hold short of TWY C
16R	Continue southbound on TWY K/M
34L	Continue southbound on TWY K/M OR Continue northbound on TWY K if planned stand is north of TWY L6
34R	Continue via A6, hold short of TWY C

4.6.2 Conditions for the application of HIROs

HIRO will normally be in force when the runway surface is dry and adverse weather conditions are not present. Controllers must ensure that pilots maintain 50 kts while exiting on a Rapid Exit Taxiway (RET).

HIRO is suspended whenever aerodrome safeguarding is in force. HIRO is otherwise standard procedure at Hamad when its application conditions are met. When HIRO is not in use, the ATIS shall state "HIGH INTENSITY RUNWAY OPERATION SUSPENDED".

4.7 Reduced runway separation minima (RRSM)

4.7.1 Conditions for the application of RRSM

RRSM shall be suspended from the declaration of IMC, even if the individual runway and weather conditions below would otherwise permit its use.

The tailwind component must not exceed 5 knots, measured at the landing threshold, and there should be no pilot reports of wind shear.
Meteorological visibility must be at least 5 km, with a cloud ceiling no lower than 1000 feet. ATC must be confident that the pilot of the following aircraft can clearly and continuously observe the relevant traffic.
The pilot of the succeeding aircraft must be warned, and traffic information must be provided to them.
The runway must be dry, with no signs that braking action could be negatively affected.
ATC must be able to assess separation visually, and wake turbulence separation minima must be applied.
Minimum separation must be maintained between two departing aircraft immediately after the second aircraft takes off.
To ensure the preceding aircraft vacates the runway in a timely manner, the pilot should be advised of the exit at which they should plan to vacate.

4.7.2 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 that ATC has reasonable assurance that:

RWY 16L:
The preceding aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY A5) by the time the succeeding aircraft begins its take-off roll. Minimum separation will continue to exist, constant or increasing, between the two departing aircraft immediately after the second aircraft's take-off.
RWY 34R:
The preceding aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY A7) by the time the succeeding aircraft begins its take-off roll. Minimum separation will continue to exist, constant or increasing, between the two departing aircraft immediately after the second aircraft's take-off.
RWY 16R:
The preceding aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY R) by the time the succeeding aircraft begins its take-off roll. Minimum separation will continue to exist, constant or increasing, between the two departing aircraft immediately after the second aircraft's take-off.
RWY 34L:
The preceding aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY L8) by the time the succeeding aircraft begins its take-off roll. Minimum separation will continue to exist, constant or increasing, between the two departing aircraft immediately after the second aircraft's take-off.

Note

The succeeding departure may commence its take-off roll, subject to the same conditions, when departing from:

RWY 16L from A11
RWY 34R from A1
RWY 16R from L11
RWY 34L from L1

Example

Controller: "QTR8A, Airbus A350 departing ahead, wind 340 degrees 5 knots, runway 34R, cleared for take-off."

4.7.3 Landing following landing

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

RWY 16L:
The preceding landing aircraft has landed and vacated the runway, or has passed a point at least 2400 meters from the threshold (abeam TWY A5), and is in motion to vacate the runway without stopping or backtracking.
RWY 34R:
The preceding landing aircraft has landed and vacated the runway, or has passed a point at least 2400 meters from the threshold (abeam TWY A7), and is in motion to vacate the runway without stopping or backtracking.
RWY 16R:
The preceding landing aircraft has landed and vacated the runway, or has passed a point at least 2400 meters from the threshold (abeam TWY R), and is in motion to vacate the runway without stopping or backtracking.
RWY 34L:
The preceding landing aircraft has landed and vacated the runway, or has passed a point at least 2400 meters from the threshold (abeam TWY L8), and is in motion to vacate the runway without stopping or backtracking.

Note

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

Example

Controller: "QTR61P, Airbus A350 vacating at M10, wind 340 degrees 5 knots, runway 34L, cleared to land."

4.7.4 Landing following departure

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

RWY 16L:
The preceding departing aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY A5), or if not airborne, will be at least 2400 meters from the threshold.
RWY 34R:
The preceding departing aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY A7), or if not airborne, will be at least 2400 meters from the threshold.
RWY 16R:
The preceding departing aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY R), or if not airborne, will be at least 2400 meters from the threshold.
RWY 34L:
The preceding departing aircraft will be airborne and have passed a point at least 2400 meters from the threshold (abeam TWY L8), or if not airborne, will be at least 2400 meters from the threshold.

Note

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

Example

Controller: "QTR88X, Airbus A340 departing ahead, wind 340 degrees 5 knots, runway 34L, cleared to land."

4.8 All-weather and low-visibility operations (AWO/LVP)

The following procedures incorporate the OTHH All Weather Operations (AWO) provisions published in the AIRAC AIP Supplement valid 1 October 2026 to 30 September 2027. These provisions are time-limited; controllers must use current ATIS, NOTAM and applicable aeronautical publications. When the applicable phase is uncertain, apply the more restrictive phase until the conditions have been verified.

4.8.1 Operational phases and trigger values

The AWO concept introduces progressively restrictive procedures as visibility and/or cloud ceiling deteriorate. The touchdown-zone IRVR is the controlling value for declaring an LVP phase. Midpoint and stop-end IRVR values remain operationally relevant when reported and applicable.

Phase	Trigger	Principal operational effect
Normal operations	Visibility 5 km or more and ceiling 1,500 ft or higher	Orange Route may be suspended when the ceiling is below 2,000 ft.
IMC	Visibility below 5,000 m and/or ceiling below 1,500 ft	RRSM is suspended and VFR is suspended, subject to the exceptions in section 4.8.10.
RAVC 1	Visibility below 3,500 m	Orange Route and Morjan Route are suspended.
RAVC 2	Visibility below 2,000 m	Independent Parallel Approaches (IPA) are suspended; Qatar Emiri Air Force (QEAF) operations within the OTHH CTR are suspended; applicable vehicle and towing restrictions commence.
Aerodrome safeguarding	Visibility 1,500 m or less and/or ceiling 500 ft or less	Aerodrome safeguarding and ILS protection are established. HIRO and most intersection departures are suspended.
LVP 1	IRVR 600 m or less and/or ceiling 300 ft or less, with safeguarding complete	LVP is in force; taxiway-block, ILS protection and taxi restrictions apply.
LVP 2	IRVR 400 m or less and/or ceiling 250 ft or less	LVP 1 remains in force; departure localiser protection and Low Visibility Take-Off (LVTO) procedures apply where relevant.
LVP 3	IRVR 300 m or less and/or ceiling 100 ft or less	LVP 1 and 2 remain in force; spacing and taxi restrictions increase and autoland requirements apply.

The active LVP status and approach category available for each runway system shall be promulgated through ATIS and, where necessary, by ATC. Safeguarding may be initiated earlier when LVP are anticipated.

4.8.2 Segregated all-weather operations

Meteorological conditions may differ between the eastern and western runway systems. From RAVC 2 onwards, different AWO phases may be applied to each runway system when conditions and their expected duration justify segregated operations.

One runway system may support Category III ILS operations while the other continues under less restrictive Category I procedures. For example, RWY 16L may operate as Category III while RWY 16R operates as Category I, or vice versa.
The approach category and operational status of each runway system shall be promulgated separately through the applicable arrival ATIS and, where necessary, by ATC.
Taxi routing, runway crossings, towing and movements between the eastern and western areas may be restricted to protect ILS sensitive and critical areas.
If the runway systems cannot be safely segregated, apply the more restrictive phase across the aerodrome.

4.8.3 Aerodrome safeguarding

Safeguarding may commence when visibility is 1,500 m or less and/or the ceiling is 500 ft or less, or earlier when LVP are anticipated. During safeguarding, controllers shall ensure that:

HIRO is suspended.
Intersection departures are suspended, except from L1, L11, A1 and A11.
Holding points M1, M2, M13 and M14 are unavailable.
Glide-path and localiser protection is applied using the applicable Category I or Category III holding positions and other published safeguarding measures.
ILS approaches are preferred. If ILS is unavailable, an RNP approach may be approved on pilot request, subject to published minima, prevailing conditions and ATC acceptance.
Free-ranging vehicle operations are suspended and no more than two aircraft towing movements may take place simultaneously.
Apron crossings are avoided.

Category II or Category III landing operations shall not commence until safeguarding is confirmed complete. If the required ILS sensitive area cannot be protected, the affected arrival shall not be permitted to land.

4.8.4 Low Visibility Procedures

When LVP is in force, apply the requirements for the declared phase and any runway-specific restrictions published by ATIS or issued by ATC. The active LVP status and available approach category must be promulgated through ATIS and, where necessary, by ATC. Aircraft, operator and crew approvals must be compatible with the assigned approach category, autoland requirement and applicable take-off minima. Protect the applicable ILS areas and do not allow aircraft or vehicles to enter a protected area unless specifically cleared in accordance with the applicable procedure. If a pilot is uncertain of their position or ability to comply, the movement must be stopped or held and the uncertainty resolved before proceeding.

4.8.5 LVP 1

LVP 1 commences when IRVR is 600 m or less and/or the ceiling is 300 ft or less, provided safeguarding is complete. The ATIS shall include “Low Visibility Procedures in force”. The following applies:

Arrivals and departures operate in terminal mode.
Taxiing aircraft are restricted to one aircraft per taxiway block.
Category III holding positions are mandatory on the runway system operating under Category III procedures. Use the published ILS-protection holding positions appropriate to each runway system.
Localiser Sensitive Area (LSA) sterility is required for arrivals from 4 NM final until completion of the landing roll. If sterility cannot be assured, instruct the aircraft to go around no later than 2 NM final.
Conditional clearances shall not be issued.
Apron crossings are not permitted.
Taxiway A8 between C and F and taxiway A9 between B and F are unavailable.
One-way taxi flows may be applied; issue explicit taxi routings.
Stop bars are used for runway entry and crossing movements. Apply alternative safeguarding measures where stop-bar protection is unavailable.

4.8.6 LVP 2

LVP 2 commences when IRVR is 400 m or less and/or the ceiling is 250 ft or less. All LVP 1 requirements remain applicable. In addition:

For departure localiser protection, the preceding departing aircraft must be airborne and past the upwind localiser antenna before the next aircraft is instructed to line up.
Low Visibility Take-Off procedures apply when take-off is conducted with RVR below 400 m, subject to the applicable aircraft, operator and crew approvals.

4.8.7 LVP 3

LVP 3 commences when IRVR is 300 m or less and/or the ceiling is 100 ft or less. All LVP 1 and LVP 2 requirements remain applicable. In addition:

Taxiing aircraft are restricted to one aircraft per every second taxiway block.
Autoland is required for arrivals unless an alternative is permitted by the applicable operational approval, aircraft limitations and prevailing conditions.
Increased runway occupancy and surface movement restrictions result in the lowest available runway capacity. Anticipate the LVP 3 arrival spacing in section 4.8.9.

4.8.8 LVP runway exits and departure holding positions

During safeguarding and LVP, plan arrivals around the following exits. Aircraft should vacate as soon as safely practicable to support ILS protection and minimise runway occupancy; pilots may vacate earlier if appropriate.

Runway	Planned exit during LVP
34R	A9
34L	L9 / M10
16L	A3
16R	L3 / M5

A specific exit will not normally be issued on final approach unless required by ground traffic or exit availability. ATC may offer an earlier suitable exit after completion of the landing roll. These LVP exits are different from the normal preferred exits in section 4.5.1 and take precedence during LVP.

During safeguarding and LVP, use the published ILS-protection holding positions applicable to the runway system in use. The CAT II/III holding positions listed below form the local reference for departing aircraft; CAT III holding positions are mandatory on a runway system operating under Category III procedures.

Runway	CAT II/III holding point(s)
16L	A10
16R	L10 / M12 / P11 / P12 / P13 / P14
34L	L2 / P1 / P2 / P3 / P4 / P5
34R	A2

4.8.9 Arrival spacing during safeguarding and LVP

The following final approach spacing should be anticipated. Additional spacing may be required because of traffic complexity, runway occupancy, system degradation or other tactical safety considerations.

Phase	Successive arrivals	Departure between arrivals
Safeguarding, when applied	7 NM	12 NM
LVP 1	7 NM	12 NM
LVP 2	7 NM	12 NM
LVP 3	9 NM	14 NM

These spacing values do not remove the requirement to apply all other applicable runway, wake turbulence and departure-separation minima.

4.8.10 VFR, SVFR and helicopter operations

VFR operations

From the declaration of IMC, VFR traffic at OTHH is suspended, subject to the following exceptions stated in the AWO provisions:

Gulf Helicopters Company operations where IMC has not been declared due to cloud ceiling.
Qatar Emiri Air Force flights, although QEAF operations within the OTHH CTR are suspended from RAVC 2.

VFR aircraft already within the CTR may continue and vacate without delay. VFR training is suspended.

Special VFR and helicopter operations

SVFR requires an individual ATC clearance. SVFR overflight of the OTHH CTR is not permitted except for emergency or Lifeflight operations.
Available SVFR helicopter routes to/from OTBD are TURTLE, BOAT and DHOW.
Outbound SVFR helicopters shall route not above 1,500 ft; inbound SVFR helicopters shall route not above 1,000 ft.
Successive SVFR helicopter departures, and successive arrivals crossing the CTR entry point, are subject to a minimum interval of 3 minutes.

4.8.11 Stop-bar operations

An ATC clearance does not authorise an aircraft to cross an illuminated stop bar. Aircraft must comply with illuminated stop bars and remain stationary while requesting clarification if clearance or stop-bar status is uncertain.
If a stop bar fails, suspend movements affected by the unserviceable stop bar until alternative protection has been established under the applicable contingency procedure. Unaffected movements may continue.
Where a stop bar remains illuminated, aircraft shall not cross it unless specifically instructed by ATC under Follow Me guidance, as provided for in the AWO provisions.

4.8.12 Degraded modes and contingency operations

A-SMGCS degradation or failure: Pause or reduce affected movements. Under an approved contingency procedure, use a reduced flow rate, aircraft position reports and Follow Me assistance as applicable.
ILS degradation or failure: Reassess the approach category and availability of the affected runway. Arrivals may need to be suspended; promulgate any downgrade through ATIS, NOTAM and/or ATC.
Stop-bar failure: Do not continue affected movements until alternative protection has been established.
Radio failure, uncertain surface position or doubt about LSA sterility: Stop or hold the affected movement, or instruct an arrival to go around as appropriate.

4.8.13 Cancellation and recovery

LVP may be cancelled when visibility has improved above 1,500 m, the ceiling is above 500 ft, and the improvement is expected to be sustained. Update ATIS and withdraw operational restrictions progressively. During recovery, maintain accurate TOBT information and comply with applicable TSAT, ASRT and CTOT requirements to support an orderly restoration of runway and surface-movement capacity.

4.9 Designated areas of responsibility

4.9.1 AIR positions

Doha-Hamad has two AIR positions: AIR 1 and AIR 2.

AIR 1 controls runway 16L/34R, including all associated exit taxiways and runway holding points.
AIR 2 controls runway 16R/34L, including all associated exit taxiways and runway holding points.

The airspace around the airport is divided along the middle of the main concourse. AIR 1 is responsible for the airspace to the east of the concourse, while AIR 2 is responsible for the airspace to the west.

(See sections 6.2 and 6.3)

4.9.2 Handoff procedure

Where transfer of control is to be made between aerodrome controllers, aircraft shall not be cleared to a point beyond the current controller’s designated zone of responsibility unless there has been prior coordination with the next controller. Hold short instructions may be used to satisfy this requirement. For runway crossings, the crossing instruction must only be issued by the designated AIR controller for the respective runway unless prior coordination has been conducted.

4.9.3 Splitting procedure

Where there is only one controller, they shall cover all runways and associated airspace from the AIR 1 position.

Unless otherwise authorised by the Khaleej vACC staff, GMP (Hamad Clearance Delivery) and at least one GMC (Hamad Ground) position must be online before two AIR (Hamad Tower) positions may be opened.

Position	Prerequisite Position	Notes
OTHH_1_TWR	N/A	Bandbox
OTHH_2_TWR	OTHH_1_TWR, OTHH_1_GND