OTHH-REF

1. GENERAL 1.1. ATIS 1.2. LOW VISIBILITY PROCEDURES (LVP)1.3. TRANSPONDER OPERATING PROCEDURES ON THE GROUND 1.4. RWY OPERATIONS 1.4.1. INDEPENDENT PARALLEL RWY OPERATIONS (IPO)1.4.2. SCHEDULED CLOSURE OF RWYs 1.5. TAXI OPERATIONS 1.5.1. SINGLE ENGINE TAXI OPERATIONS 1.6. PARKING INFORMATION 1.6.1. USE OF AUXILIARY POWER UNIT (APU)1.6.2. PARKING RESTRICTIONS ON APRON 4 1.6.3. APRON V BETWEEN ACFT STAND V7R AND TWY E 1.7. REDUCED RWY SEPARATION MINIMA (RRSM) APPLICATION 1.7.1. LANDING FOLLOWING LANDING 1.7.2. LANDING FOLLOWING DEPARTURE 1.7.3. DEPARTURE FOLLOWING DEPARTURE 1.7.4. TRAFFIC INFORMATION PHRASEOLOGY FOR PILOT OF FOLLOWING ACFT 1.8. OTHER INFORMATION 2. ARRIVAL 2.1. SPEED RESTRICTIONS 2.2. ARRIVAL ACFT CONTACT PROCEDURE 2.3. CAT II/III OPERATIONS 2.4. RWY OPERATIONS 2.4.1. HIGH INTENSITY RWY OPERATION (HIRO) FOR ARRIVING ACFT 2.5. OTHER 3.1. CONTACT PROCEDURES 3.2. APT COLLABORATIVE DECISION MAKING (A-CDM)3.2.1. GENERAL 3.2.2. A-CDM PRE-DEPARTURE PROCEDURES 3.2.3. A-CDM START-UP PROCEDURES 3.3. SPEED RESTRICTIONS 3.4. RWY OPERATIONS 3.4.1. HIGH INTENSITY RWY OPERATION (HIRO) FOR DEPARTING ACFT (ALL RWYs)3.5. ACFT TRANSPONDER OPERATING PROCEDURE 3.6. OTHER INFORMATION

1. GENERAL

1.1. ATIS

D-ATIS Arrival 126.825

D-ATIS Departure 126.850

1.2. LOW VISIBILITY PROCEDURES (LVP)

LVP at Hamad International APT will be enforced whenever the meteorological visibility condition or the cloud ceiling does not meet the required standards. The procedures will ensure the protection of ILS CAT II/III operations and ILS LOC and GP signals up to ILS CAT III limits.

LVP will only be in force when activation message is broadcasted via ATIS DEP on 126.850 MHz and ATIS ARR on 126.825 MHz.

Requests for practice CAT II or CAT III approaches outside of LVP conditions may be approved but LVP will not be enforced as ILS signal protection cannot be guaranteed.

1.3. TRANSPONDER OPERATING PROCEDURES ON THE GROUND

Advanced Surface Movement Guidance and Control System (A-SMGCS) using Mode S multi-lateration has been commissioned.

1.4. RWY OPERATIONS

1.4.1. INDEPENDENT PARALLEL RWY OPERATIONS (IPO)

1.4.1.1. PROCEDURES

Simultaneous parallel RWY operations are in use, both for departures and for arrivals. Simultaneous parallel departures (SPD) can be conducted from any of the three parallel instrument RWYs. Simultaneous parallel approaches (SPA) according to the traffic imbalance or to mode of operations, can be conducted as Dependent Parallel Approaches (DPA) or Independent Parallel Approaches (IPA).

同時的

1.4.1.2. DEPENDENT PARALLEL APPROACHES (DPA)

DPA are simultaneous approaches to parallel or near-parallel instrument RWYs where radar separation minima between ACFT on adjacent extended RWY centerlines are prescribed.

相鄰的

During DPA operations a 1.5NM diagonal stagger shall be provided between inbound ACFT to OTHH RWYs.

斜線的/對角線的（賽跑時）使（起跑時間或起跑位置）錯開

During DPA operations a 2.0NM diagonal stagger shall be provided between inbound ACFT to OTHH West RWY and OTBD RWY.

DPA shall be notified to pilots via ATIS.

1.4.1.3. INDEPENDENT PARALLEL APPROACHES (IPA)

IPA are simultaneous approaches to parallel or near-parallel instrument RWYs where radar separation minima between ACT on adjacent extended RWY center lines are not prescribed.

IPA shall be notified to pilots via ATIS.

When IPA are in operations, the following altitude or last assigned altitude have to be maintained after ILS clearance is granted until established on the GP. Pilots can expect to intercept the GP from 2500' for OTHH RWY 16L/34R and 3500' for OTHH RWY 16R/34L.

No early descend below GP to the final approach altitude is permitted unless instructed by ATC.

When IPA are in operation, base turn for RWYs 16L/34R (low side) will be instructed by ATC, only once the ACFT is maintaining the final intercept altitude 2500'

1.4.1.4. NORMAL OPERATING ZONE (NOZ)

Airspace of defined dimensions extending to either side of an ILS LOC course final approach track. Only the inner half of the normal operating zone is taken into account in IPA.

空間

1.4.1.5. NO TRANSGRESSION ZONE (NTZ)

In the context of IPA, a corridor of airspace of defined dimensions located centrally between the two extended RWY centerlines, where a penetration by an ACFT requires an ATCO intervention to maneuver any threatened ACFT on the adjacent approach.

某个特定的环境或背景走廊幹預

1.4.1.6. RNP APPROACHES

RNP approaches will not be authorized for Simultaneous IPA.

Inbound flights unable to accept an ILS approach shall inform DOHA Approach on first contact.

Pilots shall monitor the DOHA ATIS (Arrival) for the expected instrument approach and mode of operation.

1.4.1.7. BREAK-OUT MANEUVERS

逃逸机动: ‣ PRM 和 SOIA 进近训练的重点是提高每个飞行员在 ILS PRM、LDA PRM 和 RNAV（GNSS）运行的情景意识。逃逸机动必须使用人工飞行。

If any ACFT is committing a NTZ infringement, a Final Approach Monitoring Controller will provide a breakout instruction to the ACFT under their responsibility to protect it from the threat. Break-out maneuvers consist of heading and altitude instructions.

The Final Approach Monitoring Controller will override the relevant Tower frequency when issuing a break-out maneuver because of the infringement of the NTZ from the adjacent approach path.

違反/違背（規定、法律等）

1.4.2. SCHEDULED CLOSURE OF RWYs

RWY operations may be suspended if required for routine maintenance and/or operational reasons. Information will be available on ATIS.

1.5. TAXI OPERATIONS

All RWY crossings made under own power should be done with all ACFT engines running.

Code F ACFT operations are permitted on all TWYs except following TWYs:

TWY E (between TWY D and stand B2 - MAX up to code E);

TWY M1 (MAX up to code E except ACFT types with four engines e.g. B747 & A340 series);

TWY N (MAX up to code E);

TWY W (between TWY H and stand A4 - MAX up to code E);

TWY Y (MAX up to code C).

1.5.1. SINGLE ENGINE TAXI OPERATIONS

Single engine taxi operations may be applied by multi-engine ACFT.

Single engine taxi operation shall not be performed when:

The ACFT is on the RWY.

During low visibility conditions CAT II or below.

The wind speed is more than 25 KT and/or gust of more that 10 KT.

Taxiing or parking involves a turn of 180° or more. 涉及

1.6. PARKING INFORMATION

Pilot shall inform ATC in case of difficulty entering the stand on own power.

Nose-in parking is mandatory. Exemptions only given in special cases with specific authorizations from ATC and AD operator.

豁免

ACFT are restricted to push-back from nose-in parking stands. Exemptions will be granted to certain ACFT by the AD operator.

A Follow-me vehicle will be provided for all non-standard parking.

Parking stands (except for MARS stands, on apron 4, stands F12 thru F16, G7 thru G10, H7 thru H10 and 516 thru 519) are equipped with Visual Docking Guidance System (VDGS). General Aviation ACFT shall be guided by marshallers if no VDGS available.

Aircraft marshalling is visual signalling between ground personnel and pilots on an airport, aircraft carrier or helipad. ‣

Push and pull maneuvers will be required to achieve sufficient safety distance from stands A4, A6, A8, B2, B4 and B6.

1.6.1. USE OF AUXILIARY POWER UNIT (APU)

For environmental purposes, for ACFT parked at stands supplied with Ground Power Unit (GPU) and/or preconditioned air, the use of APU shall be avoided/not exceed 10 minutes in total between on-block time and departure of the ACFT from the stand. For stands not equipped with serviceable GPU and/or preconditioned air, the above limitations shall not apply.

1.6.2. PARKING RESTRICTIONS ON APRON 4

There will be 5 parallel lead-in/off lines with two nose-wheel parking positions on each line; facing West to and from TWY Q; and facing East to and from TWY C.

180° turn on the stands is not allowed.

Pilots must follow Follow-me car and marshaller for parking and shall make use of minimum thrust taxiing only.

1.6.3. APRON V BETWEEN ACFT STAND V7R AND TWY E

Stands V8, V8L, V10, V10L, VIOR, V12, V12L and V12R are power-in and push-back stands. If any of the stands mentioned above is/are in use, TWY V between stand V7R and TWY E shall be closed. If TWY V between V7R and TWY E to be used as TWY, all stands mentioned above shall be closed.

1.7. REDUCED RWY SEPARATION MINIMA (RRSM) APPLICATION

Special landing and departing procedures are implemented at Hamad Intl APT for RWY 16L/34R and 16R/34L, subject to the procedures and conditions shown hereunder.

Note: Pilots unable to comply with the procedures due to their airline SOPs must inform ATC as soon as possible so that alternative clearances may be issued.

Note: RRSM procedures shall apply to CAT 1 and 2 ACFT types as if they were CAT 3 ACFT types.

Subject to the conditions for the application of RRSM the following procedures may be applied DURING DAYLIGHT HOURS at OTHH between:

Two successive landing ACFT; or

A departing ACFT and a succeeding landing ACFT; or

Two successive departing ACFT;

provided that:

The tail wind component does not exceed 5 KT, measured at the landing THR, and there are no pilot reports of wind shear;

MET visibility shall be equal to or greater than 5km and the cloud ceiling shall not be lower than 1000' and the ATC is satisfied that the pilot of the following ACFT will be able to observe the relevant traffic clearly and continuously;

The pilot of the following ACFT is warned i.e. traffic information shall be provided to the pilot of the succeeding ACT concerned;

The abbreviation “i.e.” stands for id est, which is Latin for “that is.” The abbreviation “e.g.” stands for the Latin phrase exempli gratia, meaning “for example.”

The RWY is dry and there is no evidence that the braking action may be adversely affected;

The ATC is able to assess separation visually;

Wake turbulence separation minima shall be applied;

Minimum separation continues to exist between two departing ACFT immediately after take-off of the second ACFT;

In order to ensure that the preceding AFT vacates the RWY in a timely man-ner, the pilot shall be advised of the exit at which to plan to vacate.

1.7.1. LANDING FOLLOWING LANDING

When the RWY-in-use is temporarily occupied by other traffic, landing clearance may be issued to an arriving ACFT, provided that the controller has reasonable assurance that the following separation distances/criteria will be met when the landing ACFT crosses the RWY THR:

RWY 16L The preceding landing ACFT has landed and has vacated the RWY; or has passed a point at least 7874'/ 2400m from the THR of the RWY (abeam TWY A5); and is in motion and will vacate the RWY without stopping and/or backtracking. RWY 34R The preceding landing ACFT has landed and has vacated the RWY; or has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY A7); and is in motion and will vacate the RWY without stopping and/or backtracking. RWY 16R The preceding landing ACT has landed and has vacated the RWY; or has passed a point at least 7874'/ 2400m from the THR of the RWY (abeam TWY R); and is in motion and will vacate the RWY without stopping and/or backtracking. RWY 34L The preceding landing ACT has landed and has vacated the RWY; or has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY L8); and is in motion and will vacate the RWY without stopping and/or backtracking.

Note: Landing RRSM will only be applied between two successive arrivals provided both ACFT have been instructed to vacate at published Rapid Exit TWYs (RETs).

1.7.2. LANDING FOLLOWING DEPARTURE

RWY 16L The preceding departing ACFT will be airborne and has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY A5), or if not airborne, will be at least 7874'/ 2400m from the THR of the RWY. RWY 34R The preceding departing ACFT will be airborne and has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY A7), or if not airborne, will be at least 7874'/ 2400m from the THR of the RWY. RWY 16R The preceding departing ACFT will be airborne and has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY R), or if not airborne, will be at least 7874'/2400m from the THR of the RWY. RWY 34L The preceding departing ACFT will be airborne and has passed a point at least 7874'/2400m from the THR of the RWY (abeam TWY L8), or if not airborne, will be at least 7874'/ 2400m from the THR of the RWY.

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

1.7.3. DEPARTURE FOLLOWING DEPARTURE

Take-off clearance may be issued to a departing ACFT, commencing its take-off roll from full length, before the preceding departure has passed the upwind end of the RWY, provided that ATC has reasonable assurance that:

RWY 16L

The preceding ACFT will be airborne and passed a point at least 7874'/ 2400m from the THR of the RWY (abeam TWY A5) by the time the succeeding ACFT commences its take-off roll and minimum separation will continue to exist, constant or increasing, between the two departing ACFT immediately after take-off of the second ACFT.

RWY 34R

The preceding ACFT will be airborne and passed a point at least 7874'/ 2400m from the THR of the RWY (abeam TWY A7) by the time the succeeding ACFT commences its take-off roll and minimum separation will continue to exist, constant or increasing, between the two departing ACFT immediately after take-off of the second ACFT.

RWY 16R

The preceding ACFT will be airborne and has passed a point at least 7874'/ 2400m from the THR of the RWY (abeam TWY R) by the time the succeeding ACFT commences its take-off roll and minimum separation will continue to exist, constant or increasing, between the two departing ACFT immediately after take-off of the second ACFT.

RWY 34L

The preceding ACFT will be airborne and has passed a point at least 7874 / 2400m from the THR of the RWY (abeam TWY L8) by the time the succeeding ACFT commences its take-off roll and minimum separation will continue to exist, constant or increasing, between the two departing ACFT immediately after take-off of the second ACFT.

Note: The succeeding departure may commence its take-off roll subject to the same provisos above when departing from:

RWY 16L from A11;

RWY 34R from A1;

RWY 16R from L11;

RWY 34L from L1.

1.7.4. TRAFFIC INFORMATION PHRASEOLOGY FOR PILOT OF FOLLOWING ACFT

When applying RRSM in a scenario where the RWY is temporarily occupied by a previously landed or departing ACFT, ATC shall provide a warning (traffic information) to the following ACFT when issuing the landing clearance or departure clearance.

The following examples illustrate ICAO standard phraseology that will be used: （尤指用例子）說明/闡明措辭

Landing Clearance Phraseology:

"(Call sign), (traffic information) (wind) (RWY) cleared to land" ;

"(Call sign), (type) departing ahead (wind) (RWY) cleared to land".

Departing Clearance Phraseology:

"(Call sign), (type) departing ahead (wind) (RWY) cleared for take-off".

Note: When necessary or desirable in order to expedite traffic, a landing ACFT may be requested to expedite vacating the RWY. When there is a requirement to expedite departing traffic, a clearance for immediate take-off may be issued to an ACFT before it enters the RWY.

迅速完成/加快

1.8. OTHER INFORMATION

Birds in vicinity of APT.

Large vessel movements are expected in waters close to THR of RWY 16L (approximate distance 2600m/1.40NM) and of RWY 16R (approximate distance 2420m/1.31NM). Information on heights of these vessels can be provided by ATC, if required.

船/艦

Amended flight procedures will be published via NOTAM during the cruise ship season between 01 October and 30 April (every year). Operators are advised to monitor all NOTAM related to this subject. D-ATIS information will be available in addition to the NOTAM.

2. ARRIVAL

2.1. SPEED RESTRICTIONS

All ACFT entering Doha TMA are required to adjust IAS as per the following speeds unless otherwise instructed by ATC:

210-230 KT during the initial approach phase;

180 KT on base leg/closed heading to final approach;

When established on final approach, maintain 180 KT till 10NM from THR and 160 KT till 4NM from THR. An instruction by ATC to comply with 'standard speeds' shall mean that pilots are expected to maintain these speeds on final approach;

A380 will maintain 180 KT when established on final approach to 10NM final and then reduction to 160 KT to 5NM final.

Speeds are applied for ATC separation purposes.

All speed restrictions are to be flown as accurately as possible. ACFT unable to conform to these speeds must inform ATC in advance and state what speeds can be used. Pilots should also advise ATC if circumstances necessitate a change of speed for ACFT per reasons.

In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints.

In the event when traffic sequencing does not require speed limitation, ATC will advise "NO ATC SPEED RESTRICTION".

2.2. ARRIVAL ACFT CONTACT PROCEDURE

On first contact with ATC (entering Qatar FIR) pilots shall mention:

ACFT call sign;

Assigned flight level;

Arrival D-ATIS letter.

If no instruction has been received, landing ACFT are advised to contact HAMAD Tower East on frequency 118.525 MHz or HAMAD Tower West on frequency 118.025 MHz not later than 5NM on final.

2.3. CAT II/III OPERATIONS

All RWYs approved for CAT II/III operations, special aircrew and ACFT certification required.

2.4. RWY OPERATIONS

Pilots shall plan their landing and roll-out to target the rapid exit TWYs that provide for a safe and expeditious exit from the RWY to reduce delays and maximize RWY utilization at all times. Any TWY other than rapid exit TWYs shall only be used if instructed to do so by ATC.

利用率

ACFT should not be slowed down significantly below normal taxi speed or stopped on any rapid exit TWY unless approved by ATC.

Rapid Exit TWY Indicator Lights (RETILs) are provided on RWYs 16L/34R and

16R/34L to assist pilots in judging distances to rapid exit TWYs and enable them to apply braking action for a more efficient roll-out and RWY exit speed. RETILs are provided for rapid exit TWYs as follows:

RWY 16L - TWYs A8, A7 and A3.

RWY 16R - TWYs L8, L5, L3, M9, M7 and M5.

RWY 34L - TWYs L4, L6, L9, M6, M8 and M10.

RWY 34R - TWYs A4, A5 and A9.

2.4.1. HIGH INTENSITY RWY OPERATION (HIRO) FOR ARRIVING ACFT

To increase RWY capacity, RWY occupancy times must be reduced to a minimum.

HIRO may only be in force when the RWY surface condition is dry and adverse weather conditions are not present. ATC will inform via ATIS if HIRO for arriving ACFT is in force (Phrase: "High Intensity RWY Operation in force").

During HIRO operations, pilots shall only use standard rapid exit TWYs (RET's) and are encouraged to vacate the landing RWY within 60 seconds.

Note: ACFT shall not vacate the RWY via A6 or L7, unless instructed by ATC.

RWY ID	Standard RWY Exit	Distance to Turn-off*
16L	A7	6217' (1895m)
34R	A5	6581' (2006m)
16R	M7	6467' (1971m)
34L	M8	6040' (1841m)

Distance from THR to turn-off intersection.

Note: ATC will expect flights to vacate the RWY in accordance with the standard exits unless advised by TWR of an alternative exit.

Note: Pilots unable to comply with HIRO shall advise TWR on first contact.

Note: All rapid exit TWYs (RET's) are equipped with rapid TWY indicator lights (RETIL).

Pilots are encouraged to refer to the following rapid exit TWY configuration information to decide proper exit taxi speed.

Design Speed	Radius	Exit Angle	Straight Distance on RET
50 KT	1804' (550m)	29°	A3 thru A5 and A7 thru A9 (RWY 16L/34R) 886' (270m) 13 thru L6, L8 and L9 (RWY 16R/34L) 886' (270m) M5 thru M10 (RWY 16R/34L) 984' (300m)

After landing, ACFT must not stop on rapid exit TWYs but should continue taxi via the following taxi procedures, unless otherwise instructed by TWR:

If vacating RWY 16L, continue via TWY B southbound.

If vacating RWY 34R, continue via TWY B northbound.

If vacating RWY 16R, continue via TWY K/M southbound.

If vacating RWY 16R and parking stand is planned on apron 5, expect a northbound turn onto TWY K (HIRO is not applicable).

If vacating RWY 34L, continue via TWY M northbound, unless ATC instructs to vacate to the East (If vacating to the East, HIRO is not applicable).

2.5. OTHER

Possible ILS GP signal fluctuations for arriving ACFT on RWY 34L due to taxiing and departing ACFT. Pilots should anticipate possible GP interference and monitor ILS profile, flight display indications and autopilot behavior during manual or coupled ILS approaches.

3.1. CONTACT PROCEDURES

Flight crew should inform HAMAD Clearance Delivery (if requesting clearance via frequency) or Ground Control on first contact if the ACFT livery differs from the call sign. Departing ACFT shall contact HAMAD Clearance Delivery on 120.875 MHz up to 25 minutes prior to EOBT and pass the following information:

ACFT call sign;

Type of ACFT;

Departure D-ATIS letter;

Parking stand;

Requested flight level;

Destination.

All departing ACFT should remain on TWR frequency after departure and report passing 1000'.

Departures from RWY 34L/16R should expect to be transferred to DOHA Approach West on 119.725 MHz and departures from RWY 34R/ 16L should expect to be transferred to DOHA Approach East on 124.775 MHz.

Departure clearance via Data Link (DCL) and departure clearances by voice on HAMAD Clearance Delivery on 120.875 MHz may be requested by aircrew up to 25 minutes prior to EOBT. Requests for RWY in use should be avoided. Aircrews should as far as practicable only contact Clearance Delivery when requesting departure clearance.

3.2. APT COLLABORATIVE DECISION MAKING (A-CDM)

3.2.1. GENERAL

A-CDM

Concept of operations has been implemented at OTHH, to optimize APT operations by having an efficient turnaround process, departure and arrival sequencing planning and overall improving the predictability of events.

（車輛的）終點裝卸時間/周轉時間/處理時間可預見性

A-CDM involves the sharing of accurate and timely information between APT operator, ACFT operators, ground handlers and ATC through different supporting systems and implementing a set of operational procedures.

Target Off-Block Time (TOBT)

The time an ACFT Operator (AO) or Ground Handling Agent (GHA) or APT authority estimates that an ACFT will be ready, all doors closed, boarding bridge removed, push-back vehicle connected to the ACFT and ready to start-up/push-back immediately upon reception of approval from ATC.

Target Start-Up Approval Time (TSAT)

The time provided by ATC that an ACT can expect start-up/push-back approval, based on RWY sequencing, push-back and taxi constraints and ATFM measures - Calculated Take-Off Time (CTOT), if applicable.

3.2.2. A-CDM PRE-DEPARTURE PROCEDURES

A-CDM procedures apply to all flights departing from OTHH, except HEAD, Military, SAR, MEDEVAC, HOSP and other special flights, whereby ATC shall have full discretion in the conduct of such operations.

Flight with Head of State status 行政專機 Search and Rescue 搜索与救援

A-CDM will generate and calculate an automated system - TOBT taking into account the Estimated/Actual In-Block Time (EIBT/AIBT), minimum turnaround time and Scheduled Time of Departure (SOBT).

The ground handler (Qatar Aviation Services - QAS) will confirm the system generated TOBT at 45 minutes and later as required update the prior calculated ТОВТ. TOT can be updated to an earlier time if needed. TOBT is subsequently updated to an accuracy of +/- 5 minutes if changes are expected.

TOBT is available through:

A-CDM platform;

Turnaround coordinator;

Parking stands equipped with VDGS.

TSAT information is available through:

A-CDM platform at 30 minutes before TOBT;

Turnaround coordinator;

Parking stands equipped with VDGS shall display TSAT.

Note: Flight deck crew shall not contact ATC for start-up request earlier than TSAT -2 minutes.

3.2.3. A-CDM START-UP PROCEDURES

ATC/En-route Clearance request:

ATC will communicate TSAT to flight deck crew (if available) but only via voice, DCL cannot provide TSAT.

Flight deck crew shall ensure ACFT is ready to push-back at TOBT.

Start-up and push-back clearance:

The flight deck crew must have a valid ATC en-route clearance.

3.2.3.1. TSAT

At TSAT +/- 2 minutes:

Flight deck crew to call the appropriate ATC frequency, allocated during en-route clearance, to request start and push-back or start and taxi.

Flight deck crew shall continue monitoring the ATC frequency.

ATC will advise ATC-related changes to TSAT via frequency (if required).

ACFT are supposed to push-back at TSAT +/- 2 minutes.

At TSAT +/- 5 minutes:

If the push-back cannot be executed by TSAT +/- 5 minutes due to any reason (and the crew requested and received start-up clearance from ATC within the TSAT +/- 2 minutes window), it is the flight deck crew's responsibility to advise the ground handler and its airline representatives to update TOBT accordingly for a new TSAT.

The flight deck crew may be required to coordinate with ATC for new clearances (start-up approval and/or en-route clearance if required) based on the new TSAT.

Note: Flight deck crew shall not contact ATC or report ready for start-up request prior TSAT. Unless start-up on parking stand is required, ref 3.2.3.2.

3.2.3.2. START-UP PROCEDURE ON PARKING STAND

If an ACFT requires to start engine/s while on parking stand (i.e due APU INOP), flight deck crew shall request engine start on stand at a time that ensures TSAT is met (i.e TSAT -5 minutes.)

Push-back request (after engine start on stand) shall be made at TSAT +/- 2minutes.

Ref 3.2.3.1. item b., if at TSAT +5 minutes push-back cannot be executed.

3.3. SPEED RESTRICTIONS

All departing ACFTs are required to MAINTAIN 250 KT until passing 10000' unless otherwise instructed by ATC or required by SID.

All traffic departing via B457/UB457 and M444/UM444 are required to cross TULUB at or above FL 180 and to not exceed 300 KT.

All traffic departing via L934/UL934 are required to cross LUBET at or above FL180 and to not exceed 300 KT.

3.4. RWY OPERATIONS

On receipt of line-up clearance pilots should ensure that they are able to taxi and line up on the RWY as soon as the preceding ACFT has commenced either its takeoff roll or landing run.

On receipt of take-off clearance, pilots should ensure that they are able to commence take-off without delay.

Pilots not able to comply with these requirements should notify ATC as soon as possible, latest when transferred to HAMAD Tower.

3.4.1. HIGH INTENSITY RWY OPERATION (HIRO) FOR DEPARTING ACFT (ALL RWYs)

HIRO for departing ACFT are in force 24 hours.

All checks should be completed when reaching the assigned holding point.

Line-up without delay when cleared by ATC.

React promptly to take-off clearance.

Whenever possible, use intersection for departures:

RWY ID	Intersection	TORA
16L	A10	13392' (4082m)
34R	A2	13996' (4266m)
16R	L10/M11	11857' (3614m)
16R	M12	12523' (3817m)
34L	L2/M4	11962' (3646m)
34L	M3	12418' (3785m)

Note: Pilots should advise GMC/TWR on first contact if unable to accept an intersection departure.

3.5. ACFT TRANSPONDER OPERATING PROCEDURE

ACFT at Parking Stand

Enter the discrete SSR code received from Clearance Delivery/TWR.

Enter the three letter ICAO designator followed by the flight number (e.g. QTR123) through the FMS or the transponder.

During Push-back

Transponder shall be selected manually in order to display the ACFT identification (callsign and the SSR code) on the A-SMGCS display.

ATC will verify the data and use it for identification.

3.6. OTHER INFORMATION

ACFT departing on RWY 16R/34L should be aware of possible TCAS warnings due to VFR (helicopter) operations East of OTBD RWY 15/33. OTBD VFR helicopter traffic is deemed separated from OTHH departing traffic.