3. Arrivals
3.1 STAR, Approach, and Runway assignment
3.1.1 Initial contact
Upon initial contact, arriving aircraft must be assigned a STAR by Doha Radar, the designated arrival runway, and the expected approach type for the respective aerodrome.
It is highly recommended for arrivals from the east to be assigned to the eastern downwind for 34R/16L, and western arrivals to be assigned the western downwind for 34L/16R during times of increased activity.
Example
Pilot: "Doha Radar, good evening, QTR49Q passing FL320 for FL210 inbound HAYYA. Information X on board."
Controller: "QTR49Q, Doha Radar, good evening, identified, cleared HAYYA1V arrival, expect ILS approach runway 34R, information X correct."
Pilot: "Cleared HAYYA1V arrival, expect ILS approach runway 34R, QTR49Q."
If an aircraft has not confirmed receipt of the ATIS information, the current QNH must be communicated to them.
3.1.2 STAR Assignment
The Doha Terminal Maneuvering Area (TMA) provides various arrival procedures, including two distinct routes to either the east or west downwind, a trombone point merge-style arrival, and a shorter direct procedure.
By default, aircraft should be assigned the STAR that allows for the shortest transition to their final approach. However, during periods of high-traffic intensity, the trombone point merge-style arrival shall be assigned to optimize sequencing and manage the flow into the terminal airspace effectively.
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 and controller workload. The most efficient routing options should always be utilized to avoid having one downwind more saturated than the other.
3.1.2.1 Doha 15 / Hamad 16s
| Procedure | Type | Length | Downwind |
|---|---|---|---|
| HAYYA1K | Trombone | Long | West |
| HAYYA1F | Trombone | Long | West |
| HAYYA2H | Direct to Downwind | Short | East |
| HAYYA1P | Trombone | Long | East |
| ALKAN1F | Trombone | Long | West |
| ALKAN2H | Direct to Downwind | Short | East |
| ALKAN1P | Trombone | Long | East |
| LAEEB2F | Direct to Downwind | Short | West |
| LAEEB2K | Trombone | Long | West |
| LAEEB1P | Direct to Downwind | Short | East |
| ORLEK2F | Trombone | Long | West |
| ORLEK1P | Direct to Downwind | Short | East |
| TOSNA1P | Direct to Downwind | Short | East |
| TOSNA1T | Trombone | Long | East |
| TOSNA2F | Trombone | Long | West |
| TOVOX2P | Direct to Downwind | Short | East |
| TOVOX2F | Trombone | Long | West |
| VEDED1F | Trombone | Long | West |
| VEDED2H | Direct to Downwind | Short | East |
| VEDED1P | Trombone | Long | East |
3.1.2.2 Doha 33 / Hamad 34s
| Procedure | Type | Length | Downwind |
|---|---|---|---|
| HAYYA2L | Trombone | Long | West |
| HAYYA1J | Trombone | Long | West |
| HAYYA2R | Trombone | Long | East |
| HAYYA2V | Direct to Downwind | Short | East |
| ALKAN2L | Trombone | Long | West |
| ALKAN2R | Trombone | Long | East |
| ALKAN2V | Direct to Downwind | Short | East |
| LAEEB1J | Trombone | Long | West |
| LAEEB1R | Trombone | Long | East |
| LAEEB1L | Direct to Downwind | Short | West |
| ORLEK1L | Direct to Downwind | Short | West |
| ORLEK1R | Direct to Downwind | Short | East |
| TOSNA2J | Trombone | Long | West |
| TOSNA2R | Direct to Downwind | Short | East |
| TOSNA2V | Trombone | Long | East |
| TOSNA2L | Trombone | Long | West |
| TOVOX2R | Direct to Downwind | Short | East |
| TOVOX2L | Trombone | Long | West |
| VEDED2L | Trombone | Long | West |
| VEDED2R | Trombone | Long | East |
| VEDED2V | Direct to Downwind | Short | East |
3.1.3 Instrument Approach
The ILS approach is typically the preferred approach type. Aircraft may be cleared for a visual approach provided the conditions outlined in Section 3.1.4 are met.
While RNP approaches are available, they should only be assigned if specifically requested by the pilot or if other circumstances, such as ILS unserviceability, necessitate their use.
3.1.4 Visual approach
Visual approaches may be initiated by Approach (APP) or requested by the pilot. When a pilot accepts a visual approach, they confirm their ability to visually maintain safe terrain clearance and take responsibility for ensuring a safe landing interval behind the preceding aircraft.
APP may initiate a visual approach under the following conditions:
- The pilot agrees to the visual approach;
- The pilot reports having the preceding aircraft in sight and accepts responsibility for maintaining separation;
- A caution regarding potential wake turbulence has been issued, where applicable.
If the minimum wake turbulence separation cannot be guaranteed, controllers may offer a visual approach, allowing the pilot to maintain visual and wake turbulence separation from preceding traffic.
3.1.5 Change of runway or approach type
Controllers must not initiate a change to the approach type or runway within 30 NM of touchdown. However, pilots may request a change to the approach type or runway at any time.
3.2 Speed control
3.2.1 General
Whenever possible, aircraft should be assigned speeds in accordance with Section 3.2.2 to ensure separation is maintained.
When required for separation, speeds within the recommended range may be used, as long as they do not exceed the maximum or minimum limits for the respective segment.
To minimize controller workload, aircraft may also be instructed to adhere to the published speeds on the STAR.
Example
Controller: "QTR49Q, maintain STAR speeds."
3.2.2 Published and recommended speeds
The speed limits and recommended speeds within different segments of the Doha terminal area are as follows:
| Speed range | Recommended/Published speeds | Arrival segment |
|---|---|---|
| 210 - 250 knots | 230 - 250 knots | CTA |
| 190 - 230 knots | 210 knots; maximum for aircraft initiating turn from upwind to downwind leg | Approaching downwind |
| 180 - 210 knots | 190 knots; this must be enforced before handoff to Doha Director (DIR) | From downwind to base leg |
| 170 - 210 knots | 170 - 190 knots | Closing heading to final |
| 160 - 190 knots | 170 - 190 knots | At 10 NM from touchdown |
| 160 knots | 160 knots | Until 4 NM |
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.”
3.2.3 Deviation from published and recommended speeds
Deviation from the recommended speeds from the downwind onwards is not advised, as it affects the turn radius and turn rate, potentially leading to a localizer overshoot. Additionally, maintaining these speeds provides controllers with more time to manage aircraft on the downwind leg.
For aircraft conducting a straight-in approach from the initial STAR fix, speed control is generally not required until the aircraft is established on the final approach course, unless necessary for separation.
However, it is recommended that traffic be instructed to maintain a maximum speed of 180 knots when 10 NM from the landing threshold to ensure approach stabilization criteria are met.
High speeds may be allowed in the terminal area (TMA) as long as the aircraft is not expected to make turns exceeding 30 degrees of course change in any given arrival segment, and provided the traffic level and controller workload permit.
3.3 Descent profile
3.3.1 General
Descent clearances must be issued in accordance with published level restrictions and the procedures outlined in Sections 3.3.2 and 3.3.3.
When aircraft are expected to follow the STAR vertical profile and comply with all published speed and level restrictions, the phrase "DESCEND VIA STAR TO <cleared level>" shall be used.
When issuing a "DESCEND VIA STAR" or "DESCEND UNRESTRICTED" clearance, aircraft must not be cleared to descend below the next published at-or-above crossing restriction unless compliance with that restriction is assured, assuming an idle thrust descent. This ensures all crossing restrictions are met, even in the case of an incorrectly programmed FMS or improper use of aircraft automation.
Aircraft should not be cleared to descend below the current minimum radar altitude to ensure sufficient obstacle and terrain clearance.
Intermediate levels may be assigned to ensure proper traffic separation between arrivals. When traffic is being handed off to the Final Approach (FIN) sector, aircraft shall not be cleared below 6,000FT for the western downwind, and 5,000FT for the eastern downwind unless coordinated with the respective final controller for lower.
3.3.2 Descent Procedure - Doha 33 / Hamad 34s
| Arrival Aerodrome | Runway | STAR | Descent Procedure |
|---|---|---|---|
| OTHH/OTBD | 33/34s | HAYYA2L | Traffic shall be level at FL170 at VELAM and cleared to descend to FL150 inbound VUTAN. Thereafter, RDR N shall descend aircraft to be at 12,000FT inbound LUBAK, followed by further descent as appropriate to between 8,000FT - 3,500FT |
| OTHH/OTBD | 33/34s | HAYYA1J | Traffic shall be restricted to FL150 until clear of OT-R062. Once clear, they may be cleared to descend to 10,000FT to be leveled by GINTO, then stepped down as appropriate by to between 8,000FT - 6,000FT, and given further descent by FIN C/W from 6,000FT - 3,500FT |
| OTHH/OTBD | 33/34s | HAYYA2R | Traffic must be at FL170 at VELAM, and instructed to descend to FL150 inbound VUTAN. Thereafter RDR N must accordingly descend traffic to be at 12,000FT inbound LUBAK, and handed off to APP E for further descent to 8,000FT inbound EGNUG, and appropriately instruct them to descend 6,000FT - 2,500FT on the downwind leg by FIN E |
| OTHH/OTBD | 33/34s | HAYYA2V | Traffic shall be level at FL170 at VELAM and cleared to descend to FL150 inbound VUTAN. Thereafter, aircraft shall be cleared to descend to 12,000FT inbound LUBAK, with APP E issuing further descent to between 8,000FT and 6,000FT. Thereafter FIN E issuing down from 6,000FT - 2,500FT once established on the downwind leg |
| OTHH/OTBD | 33/34s | ALKAN2L | Traffic shall be instructed by RDR N to descend to FL150 - 12,000FT upon entering the Trombone. Moreover APP W issuing 11,000FT inbound KATED, and further down to 8,000FT - 6,000FT, and handed over to FIN C/W to be issued 6,000FT - 3,500FT upon being handed over. |
| OTHH/OTBD | 33/34s | ALKAN2R | Traffic must accordingly be instructed by RDR N to descend to be at 12,000FT inbound LUBAK, and handed off to APP E for further descent to 8,000FT inbound EGNUG, and appropriately instruct them to descend 6,000FT - 2,500FT on the downwind leg by FIN E |
| OTHH/OTBD | 33/34s | ALKAN2V | Aircraft shall be cleared to descend to 12,000FT inbound LUBAK, with APP E issuing further descent to between 8,000FT and 6,000FT. Thereafter FIN E issuing down from 6,000FT - 2,500FT once established on the downwind leg |
| OTHH/OTBD | 33/34s | LAEEB1J | Aircraft must be instructed to descend FL150 - 13,000FT to be leveled by LAEEB. Thereafter further descent to 10,000FT by GINTO, and then issued to descend further to 8,000FT - 6000FT, and handed over to FIN C/W to descend 6,000FT - 3,500FT upon being handed over |
| OTHH/OTBD | 33/34s | LAEEB1R | Aircraft must be instructed to descend FL150 - 13,000FT to be leveled by LAEEB. Thereafter, shall be descended accordingly when clear of TOSNA and TOVOX arrivals down to 12,000FT - 6,000FT by APP E, and issued further descent to 6000FT - 3,500FT by FIN E |
| OTHH/OTBD | 33/34s | LAEEB1L | Aircraft must be instructed to descend FL150 - 13,000FT to be leveled by LAEEB, and issued further descent to 6,000FT, and handed over to FIN C/W for further down to 6,000FT - 3,500FT |
| OTHH/OTBD | 33/34s | ORLEK1L | Aircraft shall be instructed to descend 10,000FT to be leveled by GINTO, upon leaving GINTO they shall be issued further descent by APP W to 8,000FT - 6,000FT. Thereafter, handed over to FIN C/W to be issued 6,000FT - 3,500FT upon entering the downwind leg |
| OTHH/OTBD | 33/34s | ORLEK1R | Aircraft shall be instructed to descend 10,000FT to be leveled by GINTO, upon leaving GINTO they shall be accordingly descended to 8,000FT - 6,000FT upon reaching EGNUG, and issued further descent from 6,000FT - 3,500FT by FIN E |
| OTHH/OTBD | 33/34s | TOSNA2J | Aircraft shall be instructed to descend to FL220 to be leveled by TOSNA, and descended accordingly to 12,000FT by RDR N, and handed over to APP W to issue 12,000FT - 6,000FT. Moreover, descended to 6,000FT - 3,500FT by FIN C/W |
| OTHH/OTBD | 33/34s | TOSNA2R | Aircraft shall be instructed to descend to FL220 to be leveled by TOSNA, and issued down to 12,000FT by KIVAM from RDR S. Thereafter, handed over to APP E to issue 12,000FT - 6,000FT, and accordingly be descended to 6,000FT - 2,500FT by FIN E |
| OTHH/OTBD | 33/34s | TOSNA2V | Aircraft shall be instructed to descend to FL220 to be leveled by TOSNA, and issued down to 12,000FT by LUBAK from RDR N. Thereafter, handed over to APP E to issue 12,000FT - 6,000FT, and accordingly be descended to 6,000FT - 2,500FT by FIN E |
| OTHH/OTBD | 33/34s | TOSNA2L | Aircraft shall be instructed to descend to FL220 to be leveled by TOSNA, and issued down to 12,000FT by KIVAM from RDR S. Thereafter, handed over to APP W to issue 12,000FT - 6,000FT, and accordingly be descended to 6,000FT - 3,500FT by FIN C/W |
| OTHH/OTBD | 33/34s | TOVOX2R | Aircraft shall be cleared to descend to FL180 to be level by TOVOX, and issued down to 12,000FT by KIVAM from RDR S. Thereafter, handed over to APP E to issue 12,000FT - 6,000FT, and accordingly be descended to 6,000FT - 2,500FT by FIN E |
| OTHH/OTBD | 33/34s | TOVOX2L | Aircraft shall be cleared to descend to FL180 to be level by TOVOX, then further descended to 12,000FT by KIVAM under RDR S. Thereafter, traffic is handed over to APP W for descent from 12,000FT to 6,000FT, with FIN C/W issuing further descent to between 6,000FT and 3,500FT |
| OTHH/OTBD | 33/34s | VEDED2L | Aircraft shall be cleared to descend to FL180 to be level by VEDED, then further descended to FL170 - 12,000FT upon entering the trombone. Thereafter RDR N must accordingly descend traffic to be at 12,000FT inbound LUBAK, and handed off to APP W for further descent to 11,000FT - 6,000FT inbound KATED, and appropriately instruct them to descend 6,000FT - 2,500FT on the downwind leg by FIN C/W |
| OTHH/OTBD | 33/34s | VEDED2R | Aircraft shall be cleared to descend to FL180 to be level by VEDED, then further descended to FL170 - 12,000FT upon entering the trombone. Thereafter RDR N must accordingly descend traffic to be at 12,000FT inbound LUBAK, and handed off to APP E for further descent to 8,000FT inbound EGNUG, and appropriately instruct them to descend 6,000FT - 2,500FT on the downwind leg by FIN E |
| OTHH/OTBD | 33/34s | VEDED2V | Traffic shall be level at FL180 at VEDED and cleared to descend to FL150 inbound VUTAN. Thereafter, aircraft shall be cleared to descend to 12,000FT inbound LUBAK, with APP E issuing further descent to between 8,000FT and 6,000FT. Moreover, FIN E issuing down from 6,000FT - 2,500FT once established on the downwind leg |
3.4 Lateral Profile
3.4.1 General
The lateral design of Standard Terminal Arrival Routes (STARs) within the Doha Terminal Maneuvering Area (TMA) ensures separation between arriving traffic, departing aircraft, and arrivals to adjacent airports. However, when traffic conditions allow, controllers may authorize direct routings to aircraft in order to reduce track miles and improve efficiency.
3.4.2 Direct Routings
Direct routings within the Doha Terminal Maneuvering Area (TMA) shall only be issued when traffic levels are low and operational conditions permit. Prior to issuing a direct routing, controllers must assess the potential for conflicts with other traffic. Limitations and guidance on permissible direct routings for arriving aircraft are outlined in Sections 3.4.3 and 3.4.4.
During periods of high arrival traffic, direct routings may also be issued from the “trombone” segment of the arrival procedure directly to a fix on the downwind leg. This technique is preferred over vectoring in high-density scenarios, as it aids in sequencing and reduces overall controller workload.
Example
Controller: “QTR8721, turn right direct EGNUG, rejoin the STAR.”
3.4.3 Direct Routing Procedure - Doha 15 / Hamad 16s
| Arrival aerodrome | STAR | Direct | Conditions | Coordination sectors |
|---|---|---|---|---|
| OTHH/OTBD | HAYYA1K | LAGNO | Shall not adversely affect ARR sequence, must be clear of restricted areas | pre-coordinated |
| OTHH/OTBD | HAYYA1F | BAYAN | Shall not adversely affect ARR sequence, released for descent to 12,000FT by RDR N | RDR N to APP W |
| OTHH/OTBD | HAYYA2H | BAYAN | Shall not adversely affect ARR sequence, released for descent to 12,000FT by RDR N | RDR N to APP E |
| OTHH/OTBD | HAYYA1P | LUBAK/BAYAN | Shall not adversely affect ARR sequence, released for descent to 12,000FT by RDR N | RDR N to APP E |
| OTHH/OTBD | ALKAN1F | LUBAK/LOVET | Traffic to remain above 11,000FT, further descend to be coordinated | pre-coordinated |
| OTHH/OTBD | ALKAN2H | LOVET | Shall not adversely affect ARR sequence | RDR N to APP E |
| OTHH/OTBD | ALKAN1P | LUBAK/LOVET | Released for descent to 8,000FT - 6,000FT by RDR N | RDR N to APP E |
| OTHH/OTBD | LAEEB2K | DASIK | Shall not adversely affect ARR sequence | pre-coordinated |
| OTHH/OTBD | LAEEB1P | MUXED | Shall not adversely affect ARR sequence | pre-coordinated |
| OTHH/OTBD | ORLEK2F | KIPIK | Shall be given only after LAGNO, and must be assured that aircraft is clear of restricted airspaces | pre-coordinated |
| OTHH/OTBD | ORLEK1P | EGNUG | Shall be given only after LAGNO, and must be assured that aircraft is clear of restricted airspaces | pre-coordinated |
| OTHH/OTBD | TOSNA1P | MUXED/EGNUG | Released for descent to 8,000FT - 6,000FT by RDR S | pre-coordinated |
| OTHH/OTBD | TOSNA1T | LOVET | Shall not adversely affect ARR sequence, released for descent to 6,000FT by RDR N | RDR N to APP E |
| OTHH/OTBD | TOVOX2P | MUXED/SIDMU | Shall not adversely affect ARR sequence | RDR S to APP E |
| OTHH/OTBD | VEDED1F | BAYAN | Traffic to remain above 11,000FT, further descend to be coordinated | RDR N to APP W |
| OTHH/OTBD | VEDED2H | BAYAN | Shall not adversely affect ARR sequence | RDR N to APP E |
| OTHH/OTBD | VEDED1P | LUBAK/BAYAN | Shall not adversely affect ARR sequence | RDR N to APP E |
Warning
Aircraft on the TOSNA2F, and TOVOX2F shall not be given a direct, and instead released for descent by RDR N to 12,000FT within KIVAM, and issued further descent to 8,000FT reaching DASIK.
Aicraft on the LAEEB2F, shall not be given a direct due to the airspace restrictions within the Doha FIR.
3.4.4 Direct Routing Procedure - Doha 33 / Hamad 34s
| Arrival aerodrome | STAR | Direct | Conditions | Coordination sectors |
|---|---|---|---|---|
| OTHH/OTBD | HAYYA2L | BAYAN | Shall not adversely affect ARR sequence, released for descent by RDR N to 12,000FT | RDR N to APP W |
| OTHH/OTBD | HAYYA2R | EGNUG/LUBAK | Shall not adversely affect ARR sequence, released for descent by RDR N to 12,000FT if direct LUBAK, 8,000FT if direct EGNUG | RDR N to APP E (LUBAK) pre-coordinated (EGNUG) |
| OTHH/OTBD | HAYYA2V | EGNUG | Shall not adversely affect ARR sequence, released for descent by RDR N to 8,000FT | pre-coordinated |
| OTHH/OTBD | HAYYA1J | KIPIK | Shall not adversely affect ARR sequence, and must ensure that traffic is clear of restricted airspace | pre-coordinated |
| OTHH/OTBD | ALKAN2L | LUBAK | Shall not adversely affect ARR sequence, released for descent by RDR N to 12,000FT within LUBAK | RDR N to APP W |
| OTHH/OTBD | ALKAN2R | LUBAK | Shall not adversely affect ARR sequence, released for descent by RDR N to 12,000FT within LUBAK | RDR N to APP E |
| OTHH/OTBD | LAEEB1L | MIVAL | Shall not adversely affect ARR sequence | pre-coordinated |
| OTHH/OTBD | LAEEB1R | AFNAN | Shall not adversely affect ARR sequence | pre-coordinated |
| OTHH/OTBD | TOSNA2J | BAYAN | Shall not adversely affect ARR sequence, released for descent by RDR S to 12,000FT within LUBAK | RDR N to APP W |
| OTHH/OTBD | TOSNA2L | IAP | Shall not adversely affect ARR sequence, released for descent to the appropriate platform altitude as per 3.5.4, and shall ensure traffic is descending at an suitable rate to be level at the cleared altitude upon reaching the IAP | pre-coordinated |
| OTHH/OTBD | TOSNA2R | AFNAN/LOVET | Shall not adversely affect ARR sequence, released for descent by RDR S to 8,000FT - 6,000FT | pre-coordinated |
| OTHH/OTBD | TOVOX2L | IAP | Shall not adversely affect ARR sequence, released for descent to the appropriate platform altitude as per 3.5.5, and shall ensure traffic is descending at an suitable rate to be level at the cleared altitude upon reaching the IAP | pre-coordinated |
| OTHH/OTBD | TOVOX2R | AFNAN | Shall not adversely affect ARR sequence | pre-coordinated |
| OTHH/OTBD | VEDED2L | LUBAK | Shall not adversely affect ARR sequence, released for descent by RDR N to 12,000FT within LUBAK | RDR N to APP W |
| OTHH/OTBD | VEDED2R | BAYAN/EGNUG | Shall not adversely affect ARR sequence, released for descent by RDR N to 8,000FT within EGNUG | pre-coordinated |
| OTHH/OTBD | VEDED2V | EGNUG | Shall not adversely affect ARR sequence, released for descent by RDR N to 8,000FT within EGNUG | pre-coordinated |
Warning
Aircrafts on the TOSNA2V, and ALKAN2V shall not be given a direct, and instead released for descent by RDR N to 12,000FT within LUBAK, and issued further descent to 8,000FT reaching EGNUG.
Aicrafts on the LAEEB1J, or the ORLEK1L/R arrival shall not be given a direct due to the airspace restrictions within the Doha FIR.
3.5 Final Approach Sequencing
3.5.1 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.
3.5.1.1 Break-out manoeuvre
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"
3.5.2 Final Descent
Descent for final approach shall be issued to the appropriate platform altitude for the respective runway, as specified in Section 3.5.3.
Clearances to descend below the platform altitude are generally not recommended. However, such clearances may be issued provided the descent does not go below the minimum radar vectoring altitude (MRVA) for the respective sector and horizontal separation with other traffic is assured.
When issuing descent clearances, particular attention shall be paid to aircraft operating on opposite downwind legs. Assigning the same altitude to aircraft on opposing downwind legs is strongly discouraged, as it increases the risk of loss of separation in the event of a localiser overshoot.
An Instrument Landing System (ILS) clearance does not imply authorization to descend to the final approach altitude. Aircraft must intercept the glide path from the last assigned altitude. Descent below this altitude shall not occur unless explicitly cleared in accordance with applicable procedures.
3.5.3 Final Sequencing
Air traffic controllers shall ensure that adequate separation is maintained at all times during the base-to-final segment. When sequencing aircraft, due consideration must be given to the wake turbulence category, aircraft performance characteristics, and the assigned landing runway.
Speed control shall be applied in accordance with the procedures outlined in Section 3.2.2.
If prescribed separation cannot be maintained, aircraft may be instructed to maintain visual wake turbulence separation, provided meteorological conditions permit. If visual separation is not possible, the affected aircraft shall be instructed to go around and shall be subsequently re-sequenced.
When vectoring aircraft from the downwind leg, a standard 90-degree base leg and a 30-degree intercept angle to the final approach course shall be used.
3.5.4 Longitudinal Separation Requirements
3.5.4.1 Single Runway Operations
During single-runway operations at Doha-Hamad and Doha Airports, arriving aircraft shall be separated in accordance with the applicable RECAT wake turbulence separation minima. A minimum of 7 NM should be used where sequencing requirements or operational considerations require additional spacing.
3.5.4.2 Low Visibility Operations
Under Low Visibility Operations (LVO), a minimum longitudinal separation of 7 nautical miles (NM) shall be strictly applied between all arriving aircraft.
3.5.5 Platform Altitudes
3.5.5.1 Doha-Hamad (OTHH)
Aircraft establishing on final approach at Doha-Hamad International Airport shall be cleared to the platform altitudes specified below. These altitudes are mandatory for all operations and shall be strictly observed, particularly during independent parallel approach procedures.
| Type | Runway | Platform Altitude |
|---|---|---|
| ILS | 16L | 2,500FT before the FAP |
| RNP | 16L | 2,500FT before the FAP |
| ILS | 16R | 3,500FT at DEPLA |
| RNP | 16R | 3,500FT at DEPLA |
| ILS | 34L | 3,500FT at PASID |
| RNP | 34L | 3,500FT at PASID |
| ILS | 34R | 2,500FT before the FAP |
| RNP | 34R | 2,500FT before the FAP |
3.5.5.2 Doha (OTBD)
Aircraft establishing on final approach at Doha International Airport shall be cleared to the platform altitudes specified below. These altitudes are mandatory for all operations and shall be strictly observed, particularly during independent parallel approach procedures.
| Type | Runway | Platform Altitude |
|---|---|---|
| ILS | 15 | 4,500FT at SOBOM |
| RNP | 15 | 3,500FT before the FAP |
| ILS | 33 | 4,500FT at NAJMA |
| RNP | 33 | 3,000FT at NAJMA |