Dubai International Airport | ||||||||||
ICAO-ID | OMDB | IATA-ID | DXB | Time Zone | UTC -4 | Elevation | 62 feet / 18 meters | Magnetic Variation | 002° E | |
Location | Latitude: 25.2531745/ 25°15'11.43"N | Longitude: 55.3656728/ 55°21'56.42"E | ||||||||
Airspace Information |
Transition Level (TL) |
Transition Altitude (TA) | ||||||||
CTR | CTA (TMA) | FIR/UIR | FL150 | 13000ft | ||||||
Class | D | C | C | A | ||||||
4500FT – FL145 | FL145 –FL600 | |||||||||
Vertical Limit |
GND – 1500 FT | 700 AGL – FL155 | G | G | ||||||
GND –4500FT | FL600 – UNL |
Apron A: A1 to A10
Apron B: B1 to B27
Apron C: C18 to C64
Apron D: D1 to D10
Apron E: E1 to E45 Apron F: F2 to F27
Apron G: G1 to G22 Apron H: H1 to H4
Apron Q: Q1 to Q11
Apron S: S1 to S15
Dubai SSR Codes | International | 0501 - 0577 |
ACC | 3437 - 3477 | |
APP | 3401 - 3436 | |
Local IFR | 0401 - 0477 | |
VFR | 6001 - 6077 | |
Military | 0601 - 0677 |
Runway |
Length x width |
Surface Type |
TDZ- Elev |
ALS Displaced Threshold |
12L |
4351 x 60 m |
Asphalt |
12 ft |
450 m |
12R |
4447 x 60m |
Asphalt |
17 ft |
715 m |
30L |
4447 x 60 m |
Asphalt |
60 ft |
132 m |
30R |
4351 x 60 m |
Asphalt |
33 ft |
300 m |
Runway |
Intersection |
Takeoff Run Available |
TORA RWY 12L |
From rwy head |
13,287' (4050m) |
|
twy M1A |
12,969' (3953m) |
twy N1A |
12,959' (3950m) |
|
twy M1B |
12,641' (3853m) |
|
twy N1B |
12,631' (3850m) |
|
twy M1C/N1C |
11,732' (3576m) |
|
twy M2/N2 |
10,643' (3244m) |
|
twy M3/N3 |
9754' (2973m) |
|
twy M3A/N3A |
8458' (2578m) |
|
twy M5A/N4 |
7379' (2249m) |
|
twy N5 |
6496' (1980m) |
|
|
|
|
TORA RWY 12R |
From rwy head |
14,157' (4315m) |
|
twy M5B |
13,547' (4129m) |
twy K2 |
13,533' (4125m) |
|
twy K3 |
12,165' (3708m) |
|
twy M7B |
11,857' (3614m) |
|
twy K4 |
11,847' (3611m) |
|
twy K5 |
11,525' (3513m) |
|
twy K6 |
10,197' (3108m) |
|
twy M8 |
9728' (2965m) |
|
twy M10B |
9439' (2877m) |
|
twy K7 |
9432' (2875m) |
|
twy K8 |
8566' (2611m) |
|
twy M11 |
8553' (2607m) |
|
twy K9/M12B |
7392' (2253m) |
|
twy K10 |
6483' (1976m) |
|
twy M13B |
6450' (1966m) |
|
twy K11 |
6165' (1879m) |
|
twy M14B |
6135' (1870m) |
|
|
|
|
TORA RWY 30R |
From rwy head |
14,108' (4300m) |
|
twy M15/N11 |
13,698' (4175m) |
twy M14A |
13,291' (4051m) |
|
twy N10 |
13,284' (4049m) |
|
twy M13A/N9 |
12,972' (3954m) |
|
twy M13/N8A |
12,648' (3855m) |
|
twy M12A |
11,115' (3388m) |
|
twy N8 |
11,109' (3386m) |
|
twy M10A |
9974' (3040m) |
|
twy N7 |
9967' (3038m) |
|
twy N6 |
9088' (2770m) |
|
twy N5A |
7966' (2428m) |
|
twy M7A |
7940' (2420m) |
|
|
|
|
TORA RWY 30L |
From rwy head |
14,590' (4447m) |
|
twy K16/M19 |
14,272' (4350m) |
twy K15A |
13,950' (4252m) |
|
twy M18A |
13,947' (4251m) |
|
twy K15 |
12,415' (3784m) |
|
twy M18 |
12,073' (3680m) |
|
twy K14 |
10,915' (3327m) |
|
twy M17 |
10,912' (3326m) |
|
twy K13 |
10,128' (3087m) |
|
twy M16 |
10,125' (3086m) |
|
twy K12/M15B |
8996' (2742m) |
|
twy M14B |
8150' (2484m) |
|
twy K11 |
8120' (2475m) |
|
twy M13B |
7835' (2388m) |
|
twy K10 |
7799' (2377m) |
NOTE: CIRCLE-TO-LAND N/A (not authorized).
Position |
Radio Name |
Callsign |
Frequency |
D-ATIS |
ATIS |
OMDB_ATIS |
131.700 |
Clearance Delivery |
Dubai Delivery |
OMDB_DEL |
120.350 |
Ground |
Dubai Ground |
OMDB_S_GND* |
118.350 |
Tower |
Dubai Tower |
OMDB_S_TWR* |
119.550 |
Approach |
Dubai Arrivals |
OMDB_APP |
124.900 |
Radar |
UAE Radar |
OMAE_CTR |
120.900 |
Position |
Radio Name |
Callsign |
Frequency |
Ground |
Dubai North Ground |
OMDB_N_GND |
121.650 |
Tower |
Dubai North Tower |
OMDB_N_TWR |
118.750 |
Approach |
Dubai Director |
OMDB_F_APP** |
127.900 |
Dubai Departures |
OMDB_N_DES** |
126.200 |
|
Dubai Departures |
OMDB_S_DEP** |
121.025 |
NOTE 1: *Primary station, must be opened first.
NOTE 2: **Approval by XG-TC and ATC OPS required.
Clearance Delivery position, normally responsible for delivery of start-up and ATC clearances to departing IFR flights.
Note: "DUBAI DELIVERY" is responsible for issuing an airways/route clearance.
VFR example: “A6-QQK, CLEARED LOCAL CIRCUT PATTERN, NOT ABOVE 1500FT AGL, RIGHT HAND CIRCUT RUNWAY 30R, SQK 6001”.
IFR example: UAE124 Cleared to London, via SENPA2F ,Runway 30R, Initial Climb is 4000ft, SQK 0502.
IFR no SID (Local) In Coordination with APC: “Cleared Local IFR via Radar Vectors, After Departure maintain RWY HDG, climb 4000ft, RWY 30R, SQK 0501”.
continued until reaching the required turn altitude/height or a procedure design gradient (PDG) in excess of the standard 3.3% is promulgated.
ATC will issue clearance for departure between indicated tracks as follows:
Note 1: Maximum speed on VFR routes is125 KIAS
Note 2: For local VFR traffic regulations see OMDB, OMDW and OMSJ AD 2.20.
Note 3: VFR traffic is not permitted to enter the CTRs of DUBAI,AL MAKTOUM and SHARJAH without clearance from respective Tower which may instruct VFR traffic to hold outside CTR until further advised.
Note4: Traffic transiting OMR75 shall contact Minhad APP (122.500 MHz) for approval. Note5: For VRP information and coordinates see ENR 6-4.2 Chart.
Note6:For Dubai Creek VFR routes see OMDB AD 2-91Chart.
Note7: For training Area 008 contact DUBAI SOUTH RADAR 120.400 MHz before entering.
‘’not above 1500ft (AGL)’’
Note: that Altitude entries should be in level and not altitude such as: 030 and not 3000.
Ground Controller, normally responsible for traffic on the maneuvering area with the exception of runways.
Ground controller shall authorize pushback upon checking the selected transponder code assigned by Dubai Delivery, with phraseology:
"Push-back approved, face (direction)."
Ground must notify the Tower Controller of all intersection departure verbally or via the Com Box.
Ground controller shall ensure pilots have the current ATIS and/or the Local QNH prior handoff to the tower controller.
Aerodrome Controller, normally responsible for operations on the runway and aircraft flying within the area of responsibility of the Aerodrome Control Tower.
Aerodrome Controller (Tower Controller) has responsibility for a 20nm radius from the Dubai Airport from surface up (GND) to and including 1500 MSL.
The term “runway-in-use” shall be used to indicate the runway or runways that, at a particular time, are considered by the aerodrome control tower to be the most suitable for use by the types of aircraft expected to land or take off at the aerodrome. (Air Traffic Management (PANS-ATM))
Normally, an aircraft will land and take off into the wind unless safety, the runway configuration, meteorological conditions and available instrument approach procedures or air traffic conditions determine that a different direction is preferable. In selecting the runway-in-use, however, the unit providing aerodrome control service shall take into consideration, besides surface wind speed and direction, other relevant factors such as the aerodrome traffic circuits, the length of runways, and the approach and landing aids available. (Air Traffic Management (PANS-ATM))
Note: A pilot-in-command, prompted by safety concerns, can refuse a runway offered for noise- preferential reasons.
When the crosswind component, including gusts, exceeds 28 km/h (15 kt), or the tailwind component, including gusts, exceeds 9 km/h (5 kt) the Air Traffic Controller shall be calculated and selected the Runway according to the current situation.
Note: In Dubai airport, the main Runway for Departure is 30 and for Arrival is 30L. These Runways will normally be used unless otherwise according to Wind Component which has been mentioned before. Otherwise normally Runway 12L is used for Arrival and Runway 12R is for Departure.
Note: During dual RWY 30 operations, all arrivals landing RWY 30L shall vacate LEFT unless otherwise instructed.
a. Tower shall be responsible for coordinating the last departure of the previously used runway and the first departure of the newly selected active runway.
b. APC controller shall be responsible for coordinating the last arrival on the previously used runway and the first arrival on the newly selected active runway.
Handover points between the Center control unit and the Approach control unit are not defined within AIP. That means the Center control unit and Approach control unit must be coordinated with each other. Mainly, before entering and exiting the TMA airspace, the Center control unit transfer the traffic to the Approach control unit within the appropriate and acceptable condition.
Holding Fix |
VUTEB |
IMPED |
ITLAP |
KIVUS |
PORON |
Magnetic Bearing |
107° |
298° |
204° |
109° |
257° |
Turn |
Right |
Right |
Left |
Left |
Right |
Vmax |
240kts |
240kts |
240kts |
240kts |
240kts |
Upper limit |
FL250 |
FL250 |
FL180 |
FL280 |
FL160 |
Lower limit |
FL150 |
FL150 |
FL150 |
FL180 |
FL150 |
Holding Fix | ALNEV | KUMSI |
Magnetic Bearing |
117° |
282° |
Turn | Right | Left |
Vmax | 240kts | 240kts |
Upper limit | FL220 | Unlimited |
Lower limit | FL150 | FL150 |
Holding Fix |
IMPED |
VUTEB |
VELAR |
TUKAK |
SOLIL |
PASEV |
Magnetic Bearing |
107° |
287° |
300° |
300° |
120° |
207° |
Turn |
Right |
Right |
Left |
Left |
Left |
Right |
Vmax |
230kts |
230kts |
210kts |
210kts |
210kts |
240kts |
Upper Limit |
FL250ft |
FL250 |
6000FT |
6000FT |
6000ft |
13000ft |
Lower limit |
10000ft |
10000ft |
4000FT |
4000ft |
4000ft |
3000ft |
Holding Fix |
SOGAP |
Magnetic Bearing | 119° |
Turn | Right |
Vmax | 210kts |
Upper Limit | 6000ft |
Lower limit | 4000ft |
Note: No take-offs are permitted from the runway dedicated for landings.