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D1.1 Standard Operating Procedure (SOP): DUBAI

AIRPORT NAME Dubai International Airport

CITY, COUNTRY Dubai, United Arab Emirates
IATA CODE DXB
ICAO CODE OMDB
Apt Elev 59 ft
0 0
ARP coordinates N 25 15' 10" E 55 21' 52"
Local Time UTC + 0400
Airfield Category B (due high traffic density)

D1.2 Company Routes:

(a) DEL- DXB-DEL

(b) BOM-DXB-BOM

D1.3 Airport Characteristics

(a) Dubai International Airport is an international airport serving

Dubai. It is situated 2.5 NM East of Dubai city. It is a major aviation
hub in the Middle East, and is the main airport of Dubai. It is
situated in the Al Garhoud district, 4 km (2.5 mi) southeast of
Dubai. The airport is operated by the Department of Civil Aviation
(b) Fire Fighting Facilities: CAT-10
(c) Bird Activity: Throughout the year. Pilots to exercise caution.
(d) Fuel: JET A1
(e) RWY Lighting: HIRL, HIALS All Runways.
O
(f) PAPI: PAPI –L (3 ) All Runways.
(g) APRON: Visual Docking / Parking Guidance System are available.
(See Fig-3 and Fig-4 for Apron Layout Charts below.)
D1.4 Met:
Weather in Dubai is dry throughout the year, with very little rainfall.
Temperatures range from a low of about 10 degrees Celsius in January
to a high of 42 degrees Celsius in July. Rainfall is infrequent and occurs
mainly in winter and amounts to about 13 centimetres, spread over five
to ten days per year.

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Standard MET facilities are available. Statistical temperature month-wise

is as below:

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Max °c 24 25 28 33 38 40 41 41 39 36 31 26
Min °c 15 16 18 21 25 28 30 31 28 24 20 17

D1.5 Runway Characteristics:

RWY ELEV TORA TODA ASDA LDA Slop WIDTH PCN

(ft) (ft) (ft) (ft) (ft) (%) (ft)
12L 10 13123 13123 13123 13123 +0.16 197 122F/B/X/T
30R 31 13123 13123 13123 13123 -0.16 197 122F/B/X/T
12R 10 14590 14590 14590 14590 +0.36 197 65F/B/X/U
30L 63 14590 14590 14590 14590 -0.36 179 65F/B/X/U

Figure-1

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Figure 2

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Figure 3

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Figure-4

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D1.6 Approach / Departure Information

(a) ATS Communication:

Service Designation Call Sign Frequency
Dubai Approach Dubai Arrivals 124.90 MHz
Arrivals Radar
Dubai Approach Final Dubai Director 127.90 MHz
Radar
Dubai Approach Dubai 124.45 MHz
Departure Radar Departures
Aerodrome Control Dubai Tower 118.75 MHz/
119.55 MHz
Ground Control Dubai Ground 118.35 MHz
D-ATIS Dubai Airport 131.70 MHz

(b) NAV Aids:

Type Of Aid ID Frequency

DVOR DUB 115.70 MHz
DME DUB 1191 / 1128 MHz
LLZ RWY 30L IBDW 111.30 MHz
GP RWY30L 332.30 MHz
MM RWY 30L Dot Dash 75 MHz
DME RWY 30L IDBW 1011/1074 MHz
LLZRWY12R IDBE 110.90 MHz
GPRWY12R 330.80 MHz
MM RWY 12R Dot Dash 75 MHz
DME RWY12R IDBE 1007/1070 MHz
LLZ RWY 30R IDBR 109.50 MHz
GPRWY30R 332.60 MHz
MM RWY 30R Dot Dash 75 MHz
DME RWY30R IDBR 993.00/1056.00 MHz
LLZ RWY12L IDBL 110.10 MHz
GPRWY12L 334.40 MHz
MM RWY 12L Dot Dash 75 MHz
DME RWY12L IDBL 999.00/1062.00 MHz

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(c) Transition Altitude : 13 000 ft

(d) Company Minima: Refer latest Company Minimums Chart
placed in Jeppesen Airway Manual in the aircraft.
(e) SID’s/STAR’s: As per Jeppesen Airway Manual.
(f) NOISE ABATEMENT PROCEDURES: Except for passenger
operations, ACFT not in possession of noise certification in
accordance with Annex 16 to the ICAO and/or ACFT whose
noise certification does not conform to the minimum standards
set out in Annex 16, Chapter 3, Part 2, Volume 1 are not
permitted to operate to/from Dubai APT.
(g) Arrival and Departure Procedures: As per AIC 05/2001,
departing aircraft without a functional transponder shall be
turned back to the airport of departure. When ATC units are
informed or it becomes apparent that an aircraft is about to
enter Emirates FIR without a functioning transponder entry
clearance will be denied.

i. All inbound traffic should advise DUBAI Arrivals on first

contact if full runway length is required for landing.
ii. Rwy 12L/30R is approved for Cat II / Cat IIIA operations;
special aircrew and aircraft certification required. 180
degree turns are not permitted for aircraft larger than
A320.
iii. Departing aircraft shall contact Dubai Ground 10 minutes
prior to start-up and pass the following information:
Aircraft call sign, aircraft type, parking stand, requested
flight level, destination, route and aircraft routing via
A418/P574 or A419 report crossing level for
PAPAR/DARAX.
iv. Caution: Do not mistake Sharjah Intl. for Dubai Intl. airport
with the same runway alignment.
v. ATC shall advise the current IRVR reading to aircraft when
they are approximately 1000 ft on final approach. AIP UAE
promulgates the approach ban policy which states that
aircraft may not descend below 1000 ft above the
aerodrome if the relevant RVR is at the time less than the
specified landing minima.
vi. UAE GCAA A/C 04/2006. Aero planes inbound to the UAE
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with fuel reserves approaching minimum:

vii. Incidents of crews reporting an inability to hold in the
vicinity of their destination aerodrome prior to landing
because of a shortage of fuel have indicated a lack of
understanding by operators and crews of the situation
existing in busy UAER terminal areas.
viii. A number of aero planes appear to be approaching the
UAE with no more than minimum reserves of fuel.
Aeroplane commanders who determine, in flight, that
their aeroplane will have little or no fuel above that which
their company specifies as minimum reserves, should
establish that the weather conditions at the destination
and alternate aerodromes fulfil specified criteria and that
no delay is expected before commencing an approach.
ix. The information concerning delays that is passed to the
crew by the controller is the best available at the time and
takes account of the expected volume of traffic at the
aeroplane’s estimated arrival time. If the information
available to the controller indicates a reasonably easy flow
of traffic, and Estimated Approach Times (EAT) are not
being issued for the destination aerodrome, the response
to a request about delay will be ‘No delay expected’.’ No
delay expected’ means in these circumstances: ‘Do not
anticipate being required to remain in a holding pattern
longer than 20 minutes before commencing an approach’.
Where a delay greater than 20 minutes is expected, the
controller will pass an EAT. When delays are expected to
be less than 20 minutes, controller will, when requested,
give a general indication of the expected delay.
x. Traffic situations in the terminal arrears can change very
quickly even though ‘No delay expected’ will often mean
precisely that, crews should expected that on occasion
some holding will be required before they are fitted into
the final approach pattern.
xi. It is important; therefore that operators and crews should
take a realistic view of the amount of fuel required, to
satisfy the minimum fuel overhead destination
requirements.
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xii. Crews should plan arrive overhead a destination

aerodrome with, at the very least, fuel sufficient to:
(1) Make an approach to land; and
(2) Carry out a missed approach; and
(3) Fly to an alternate aerodrome, carry out the
subsequent approach and landing; and
(4) Hold for 30 minutes over alternate.
xiii. When the planned alternate aerodrome is in the same
busy area as the destination, the track miles on which the
fuel requirement for flying to the alternate is calculated
should be realistically assessed taking account of the
extended routing which can reasonably be expected
during busy periods.

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Figure-5

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Figure-6

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Figure-7
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Figure-8

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D1.7 Low Visibility Procedures (LVP)

LVP become effective when:
- Touchdown RVR is 600m or less and/or
- VIS 600m or less and/or
- Ceiling 300' or less.
Regulations require serviceable surface movement radar for operations
to continue when VIS or RVR is 350m or less. Any unserviceability may
result in delays in the affected areas of coverage.
During LVP pilots are required to use full length departures and the
associated CAT II holding points.
Arriving ACFT shall delay reporting "Runway vacated" until the ACFT has
completely passed the end of the green/amber coded TWY centerline
lights.

D1.8 Landing Characteristics: Good braking action.

D1.9 Company Alternate Airfields for Diversion:

Airport ICAO IATA Radial/Dist.

O
Abu Dhabi OMAA AUH 218 /63NM
O
Sharjah OMSJ SHJ 61 /9NM
O
Muscat OOMS MCT 121 /188NM

D1.10 Missed Approach/Go Around Procedure: As per ATC/ Jeppessen

procedure.

D1.11 Single Engine Procedures: As per type SOP.

D1.12 Important Notes

(a) In general, the Air Traffic Control entry requirements and
emergency procedure can be referred in the Jeppesen Airway
Manual.
(b) If a landing is made elsewhere than at an international airport or a
designated alternate airport the PIC shall report the landing as
soon as practicable to the health, customs and immigration
authorities at the international airport at which the landing was
schedules to take place.

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(c) In case of two-way radio communication failure standard

procedure can be used, further details can be referred in
Jeppesen Airway manual.
(d) Depending on the chosen route to operate, special operations like
ETOPS (if applicable) / RVSM/RNP/MNPS (if applicable) would be
conducted in accordance with the company policies laid down in
the company ops manual.
(e) RNAV 5 mandatory above 10500ft and in the Dubai and Fujairah
CTA.
(f) Flocks of gulls and most wading species active in the vicinity of the
airport from late September to early March. Maximum numbers
are recorded between early December and mid February.
(g) The main period of activity is at sunrise when flocks of gulls,
mainly Black headed, Slender Billed and yellow legged leave from
Dubai creek and eastwards, crossing the approach to Rwy 30L/R
between 500ft AGL. Wading species seem to remain near the
creek.
(h) Israeli Restrictions -- No aircraft constructed from airports in Israel
will be allowed to service, refuel or land at any airport or
aerodrome within Emirates FIR, nor will any aircraft be cleared
from any airport or aerodrome within Emirates FIR to any airport
in Israel.
(i) As per AIP GEN 1.5.6, aircraft should be equipped with serviceable
ACAS II along with the installation documentation on board
available for inspection by GCAA officials.
(j) Carriage of dangerous goods is forbidden for transportation by
air.
(k) Naval forces are operating north of 20N latitude in the area of the
Arabian Sea, Gulf of Oman, Straits of Hormouz and the Arabian
Gulf. To better enable identification by naval forces, aircraft flying
within or entering the above area should maintain a continuous
listening watch on 121.5MHz and / 0r 243.0 MHz
(l) For the entire Emirates FIR a transition level is established at FL
150 and transition altitude at 13000ft.
(m) Pilots to exercise caution not to over fly prohibited areas in the
vicinity of the airfield.
(n) Pilots to exercise caution of terrain for 12L/12R departures
beyond 25 DME (DXBVOR) as indicated in SID.

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(o) In the event of a continued takeoff, after an engine failure

standard engine failure procedure will be followed i.e. maintain
runway heading, climb to flap retraction height above airfield
elevation, level off, accelerate and retract flaps on schedule and
then climb to MSA or altitude advised by ATC. Proceed towards a
convenient holding fix or as advised by ATC. (Bank angle not to
exceed 15 degrees until passing 1500 ft above airfield elevation).

D1.13 Special Crew Qualification and Currency

OMDB Airport has no high terrain in the vicinity, or complicated

approach procedures, however it does have fairly high density traffic,
both in the air and on the ground. In order to prepare the Flight Crew for
efficient operations to OMDB in high density traffic, the following
Training Programme shall be followed:

1. Ground School: 02 Hours Ground School. Conducted by a TRE/TRI.

Topics covered:
a) Route details: Airways, Frequencies, Alternates enroute,
Destination Alternates.
b) Arrival procedures at OMDB: STAR’s, Approaches.
c) Taxi in procedures at Dubai: Airfield layout.
d) Taxi out procedures.
e) Departure Procedures: SID’s.
f) Special requirements of International operations: Immigration,
Customs, Local rules & requirements.
2. For PIC:
a) Qualification: Minimum 500hrs PIC on type
b) One observation Flight into and out of OMDB
c) One satisfactory Route Check into and out of OMDB
3. For Copilot:
a) Minimum 500hrs on type
b) One observation Flight into and out of OMDB
c) One satisfactory Route Check into and out of OMDB

--END--

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