DXB BRIEFINGXG DIVISION

eff. JAN 2021 ver. 2.1

Although every effort to achieve the highest level of realism has been made, some procedures and techniques have been adapted to IVAO, so to enhance the overall user experience. Nothing in this briefing can replace the exercise of good judgment and the application of conservative operating practices if conditions so dictate. In some situations, at the ATCo’s or pilot’s discretion, deviation from a standard operating procedure may be needed.

FOR SIMULATION ONLY

DUBAI CTA consists of eleven sectors, from I to XI. Some sectors are made of two different airspace class: for example DUBAI CTA VIII contains class C airspace from FL155 to 5500 ft and class D airspace from 5500 ft to 1500 ft.Dubai TMA contains OMDB, OMSJ and OMDW.

OMDB_N_APP 124.450 “DUBAI ARRIVAL” is the primary unit controlling the whole DUBAI CTA.

OMDB SIDs are all RNAV1, requiring minimum climb gradients, min/max altitudes and speed limitations. All of them require an initial climb altitude of 4000 ft.

“Climb via SID” is commonly used; nevertheless speed and altitude limitations can be cancelled at ATC discretion, traffic permitting. Omnidirectional departures are rarely used, but where needed (aircrew unable to comply due to FMC limitation), they can be assigned upon request.TA is 13000 ft and TL is FL150, always.

OMDB STARs are all RNAV1. Multiple altitude and speed restrictions are required. “Descend via STAR” is common practice; traffic permitting, “cancel STAR restrictions” can be approved by ATC. Some STARs have options for a northerly or southerly downwind leg; for example VUTEB 3C and VUTEB 3D. The choice depends on airspace restrictions and traffic flow. Generally the northerly downwind (e.g. VUTEB 3C) is the preferred choice for efficiency.Shortcuts on downwind are encouraged where possible; for example connecting VELAR to ULDOT or GIRGO to SEDPO. Normally, intercept headings are given to establish at around 10NM and 2000 ft.

“Minimum Radar Vectoring Altitudes” chart is the primary reference during radar vectoring. High terrain to the east and north east require higher MRVA. The highest obstacle within 25NM from OMDB is given by the Burj Khalifa (2790’), imposing an MSA of 3800 ft; note the MRVA being 4000 ft in this specific case.

Radar vectors are encouraged where equally safe but more efficient to a standard arrival or departure. No IFR traffic will be vectored to final at less than the final fix. For ILS approach, the FAPs are: RWY 30L MODUS, RWY 30R DB759, RWY 12L DB612, RWY 12R DB657.For RNAV (GNSS) approach, the FAFs are: RWY 30L DB713, RWY 30R DB780, RWY 12L DB601, RWY 12R DB658.Upon first contact, inform the aircrew of the expected track miles to touchdown or to expect track shortening.

Visual approach can be approved upon request: VMC, visual with the runway and preceding traffic in sight, if appropriate, are required.

Special Use Airspace requires caution, especially during radar vectoring and for low level traffic. Dangerous, Prohibited and Restricted zones have different vertical limits, timings or activations. The UAE AIP reports the SUAs details at ENR 5.1. NOTAMs can amend the AIP, careful daily consultation is required. Dubai CTR is affected by permanent SUAs:R62 (1500/GND)R96 (4000/GND)R97 (1500/GND)D3 (2000/GND)

DUBAI CTR is a class D airspace from 1500 ft to ground (surface). Two adjacent MBZ (Mandatory Broadcasting Zones) are designated uncontrolled zones (G airspace); here an acft operator must make a number of broadcasts on the radio frequency assigned to the MBZ to report position and intention.

OMDB_S_TWR 119.550 “DUBAI TOWER” is the primary unit controlling the whole DUBAI CTR.

PRESS SHIFT + CLICK FIX

Dubai Tower has direct authority over acft at or below 1500 ft and inside or approaching the CTR. The TWR unit will not issue radar vectoring, although can provide traffic avoidance advice on request (according to class D airspace) and traffic information service.

Good awareness of the FAF/FAP location, Missed Approach Procedure and initial turn after departure is required.

RWY 30 mode operation is preferred: up to 10 knots tailwind on dry runway and above CAT I minima.

During peak arrival periods, in RWY 30 mode operation, RWY 30R will be utilized in mixed mode, combining both DEP and ARR. D-APO (Dependent Approach Peak Offloading) will be active during VMC, dry RWY, tailwind wind component not exceeding 5 knots and no reports of wind shear.RWY 30R will be allocated to light and medium wake category acft.

OMDB_S_GND 118.350 “DUBAI GROUND” is the primary unit controlling OMDB aprons and taxiways. Every runway crossing is managed and handled by the TWR unit. It is encouraged to limit RWY crossings to the minimum required and instead maximize the use of L3/L4 and M taxiways. During peak times, MROT (Minimum Runway Occupancy Time) is required: inbound traffic will vacate via RETs (Rapid Exit Taxiways), like K6/K8/K9 or N5/N3A/N3. Intersection departures are encouraged for an efficient flow of traffic, when possible.RWY 30L/12L are preferred for ARR, RWY 30R/12R are preferred for DEP.

Generally, Emirates is assigned to concourse A, B and C. FlyDubai, cargo and general aviation is allocated to apron E. VVIPs and heli will be directed to apron H.

VFR traffic is not permitted to enter DUBAI CTR without clearance from Dubai Tower which may instruct VFR traffic to hold outside the DUBAI CTR until further advised.VFR traffic operating within or transiting through the DUBAI CTR shall fly the designated VFR routes, comply with specified altitude restrictions and defined VRPs (Visual Reporting Points).Military, Police, Rescue and VIP flights may request direct routing from Dubai Tower.Non-standard VFR routing inside DUBAI CTR is subject to prior approval from Dubai Tower.For SVFR clearance into the DUBAI CTR, pilots shall contact Dubai Tower inbound to Safa Park (SP) or Country Club Intersection (CI).For more details, refer to UAE AIP OMDB AD 2-91 and ENR 6-4.1 charts.

The routes displayed on the radar screen are for reference only; actual VFR traffic route may differ slightly in order to comply with VMC and to avoid SUAs airspace.

Although VFR traffic inbound/outbound OMDB is a rare occurrence, in IVAO we want to accommodate it, workload permitting. RWY 12L/R are right-hand circuit: base leg over the sea and acft are to be established on final before crossing coast inbound.Most of the VFR activity is given by Seawings (seaplanes in/out Dubai Creek, Jebel Ali and sightseeing tours over the city), in addition to VIPs and sightseeing heli flights. Note the parachute drop-zone at R95 (5000 ft/GND) and intense training activity in/out OMDW southern RWY dedicated to Emirates Flight Training Academy.

eWTS – Enhanced Wake Turbulence Separation*The eWTS minima will be applied in the approach and the departure phases

of flight and are to be applicable at an altitude of 6,000 FT and below, otherwise refer to ICAO Doc 4444 PANS - ATM

eWTS – Enhanced Wake Turbulence Separation

eWTS – Enhanced Wake Turbulence Separation

REDUCED RUNWAY SEPARATION MINIMA (RRSM)

Special landing and departing procedures may be utilized, at Dubai International airport for runways 12L/30R and 12R/30L, subject to the procedures and conditions shown hereunder.Landing following landing: When the runway-in-use is temporarily occupied by other traffic, landing clearance may be issued to an arriving aircraft, provided that the controller has reasonable assurance that the following separation distances/criteria will be met when the landing aircraft crosses the runway threshold:

RWY 12L/30R The preceding landing aircraft has landed and has vacated the runway; or has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the runway exit points for TWY N3A and TWY M3A for RWY 30R); and is in motion and will vacate the runway without stopping and/or backtracking.Landing RRSM will only be applied between two successive arrivals provided both aircraft have been instructed to vacate at published Rapid Exit Taxiways (RETs).RWY 12R/30L The preceding landing aircraft has landed and has vacated the runway; or has passed a point at least 2500 M from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L); and is in motion and will vacate the runway without stopping and/or backtracking.Landing RRSM will only be applied between two successive arrivals provided both aircraft have been instructed to vacate at published Rapid Exit Taxiways (RETs).

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

RWY 12L/30R The preceding departing aircraft will be airborne and has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the RWY exit points for TWY N3A and TWY M3A for RWY 30R) , or if not airborne, will be at least 2500 M from the threshold of the runway.RWY 12R/30L The preceding departing aircraft will be airborne and has passed a point at least 2500m from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L) , or if not airborne, will be at least 2500 M from the threshold of the runway.

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:

RWY 12L/30R The preceding aircraft is airborne, and has passed a point at least 2500 M from the threshold of the runway (abeam TWY N7 and TWY M10A for RWY 12L, abeam the RWY exit points for TWY N3A and TWY M3A for RWY 30R) and minimum separation continues to exist, constant or increasing, between the two departing aircraft immediately after take-off of the second aircraft.RWY 12R/30L The preceding aircraft is airborne, and has passed a point at least 2500 M from the threshold of the runway (abeam TWY M17 and TWY K14 for RWY 12R; abeam the runway exit points for TWY M11 and TWY K8 for RWY 30L) and minimum separation continues to exist, constant or increasing, between the two departing aircraft immediately after take-off of the second aircraft.Note: Exception‐ Due to displaced thresholds, the succeeding departure may commence its take‐off roll subject to the same provisos above when departing off

RWY 12R from M4 to M7B or K1 to K4;RWY 30L from K17, K18 to M20, M21.RWY12L from M1 to M1B or N1 to N1B;RWY 30R from M15 to M15A or N11 to N12

REDUCED RUNWAY SEPARATION MINIMA (RRSM) – CONTINUED

Dual Dependent Runway Mode Procedure (Both Directions):The procedures described above for single runway operations for "landing following landing", and "departure following departure" shall be applied in the same manner on respective runways during dual runway operations.The exception for Dual Runway Operations is when the runway mode becomes Dependent in VMC (i.e. when aircraft are departing from the full length 12R from K1, K2, M4, M5B; or from the full length 30R from M15, M15A, N11, N12), therefore the difference from Single Runway Operations, is in the scenario of "landing following departure". In RWY 12 direction, a preceding departing aircraft off RWY 12R must have passed abeam TWY M10B and TWY K7, prior to the landing aircraft crossing the threshold of RWY 12L. In RWY 30 direction, a preceding departing aircraft off RWY 30R must have passed abeam TWY M10A and TWY N7, prior to the landing aircraft crossing the threshold of RWY 30L.

Conditions for the Application of RRSM:RRSM may be applied H24 between:a departing aircraft and a succeeding landing aircraft using a single runway; ortwo successive landing aircraft; ortwo successive departing aircraft.The tail wind component does not exceed 5 knots, measured at the landing threshold, and there are no pilot reports of wind shear.Met visibility shall be equal to or greater than 5 KM and the cloud ceiling shall not be lower than 1000 FT and the Air Traffic Controller is satisfied that the pilot of the following aircraft will be able to observe the relevant traffic clearly and continuously.The pilot of the following aircraft is warned i.e. Traffic information shall be provided to the flight crew of the succeeding aircraft concerned.The runway is dry and there is no evidence that the braking action may be adversely affected.The controller is able to assess separation visually or by radar derived information. The surveillance system that provides the controller with position information shall be utilised in combination with visual means and shall be usable at all times.Wake turbulence separation minima shall be applied.Minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft.In order to ensure that the preceding aircraft vacates the runway in a timely manner, the pilot shall be advised of the exit at which to plan to vacate.

Traffic Information Phraseology for pilot of following aircraftWhen applying RRSM in a scenario where the runway is temporarily occupied by a previously landed or departing aircraft, ATC shall provide a warning (traffic information) to the following aircraft when issuing the landing clearance or departure clearance.The following examples illustrate ICAO standard phraseology that will be used:Landing Clearance Phraseology

"(Call sign), (traffic Information) (wind) (runway) cleared to land"."(Call sign), (type) departing ahead (wind) (runway) cleared to land"

Departing Clearance Phraseology"(Call sign), (type) departing ahead (wind) (runway) cleared for take-off"

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