OTHH · DOH · Doha, Doha
Planes near DOH: live flight tracking at Hamad International
Hamad International (DOH / OTHH) serves Doha, Doha, Qatar. A purpose-built Gulf connecting hub on reclaimed coastal land.
The live map
Aircraft the volunteer receiver network can currently hear around Doha. The frame is fixed on the field; tap or click an aircraft to open its full details.
Nothing here is filtered. Military aircraft, aircraft in the FAA's LADD privacy programme and aircraft using temporary addresses all appear the same way anything else does. Open the full map to pan, zoom and switch layers.
Movements we watched happen
Snapshot written . This page refreshes by itself while it is open.
These are transitions the receiver network actually observed at DOH, each with the time it was seen. Nothing here is guessed from a timetable.
Why there may be fewer departures than arrivals
A departure is only counted once a receiver has seen the aircraft on the ground here first. That guard stops us inventing takeoffs for aircraft that merely flew overhead, and it costs us real ones: hearing an aircraft sitting on an airport surface needs a receiver with line of sight to that surface, which is the hardest reception there is. An arrival only needs the aircraft to have been seen airborne, and airborne coverage is very good.
So at any airport without a clear view of the ground, this list will show fewer departures than actually happened. If you see more arrivals than departures below, read that as a fact about where the antennas are, not about the airport.
| Time | Movement | Flight | Aircraft |
|---|---|---|---|
| 02:48 UTC | Arrival | QTR17P | A320 · A7-AHH |
| 02:32 UTC | Arrival | A7-ALU | A359 |
| 02:26 UTC | Arrival | MAS164 | A359 · 9M-MAH |
3 movements in the current recording window.
What appears to be inbound and outbound right now
Where the aircraft in range right now are most likely heading, worked out from their callsigns rather than watched happening.
How this list is built
We take the aircraft the receiver network can currently hear, read the callsign each one is broadcasting, and look that callsign up in an index of the routes it has actually flown before. An entry means this callsign's most commonly observed route ends at DOH. That is a good guide to where a flight is going. It is not a flight plan: nobody has told us today's routing, and we would rather say that than dress an inference up as a schedule.
The consequences are worth knowing. A diversion or an unusual routing will be listed wrong. A charter, a positioning leg, or any flight the index has not seen before is missing entirely. You will occasionally see an aircraft here sitting on the ground on the far side of a continent, which is the method showing its working rather than hiding it. There are no scheduled times or arrival estimates on this page because neither can be computed honestly from what we hold.
For gates, delays and cancellations the airline and the airport are authoritative. This page is for what is actually in the air.
Inbound 9 aircraft
| Flight | From | Altitude | Ground speed | Distance |
|---|---|---|---|---|
| QTR24GA359 · A7-ALK | Cape TownFACT / CPT | 700 ft | 149 kt | 2 nmS of the field |
| QTR9TA359 · A7-ALX | KolkataVECC / CCU | 19,475 ft | 374 kt | 53 nmE of the field |
| QTR831B77W · A7-BOF | BangkokVTBS / BKK | 26,050 ft | 482 kt | 2,788 nmE of the field |
| QTR50JA35K · A7-AOI | TorontoCYYZ / YYZ | 35,000 ft | 558 kt | 5,214 nmNW of the field |
| QTR65RB77W · A7-BEI | DullesKIAD / IAD | 31,000 ft | 556 kt | 5,262 nmNW of the field |
| QTR22BA35K · A7-ANG | Dallas-Fort WorthKDFW / DFW | 35,025 ft | 584 kt | 5,289 nmNW of the field |
| QTR53WA35K · A7-AOB | MontréalCYUL / YUL | 35,000 ft | 585 kt | 5,298 nmNW of the field |
| QTR71JB77L · A7-BBI | BostonKBOS / BOS | 29,000 ft | 587 kt | 5,566 nmNW of the field |
| QTR17EB77W · A7-BAM | New YorkKJFK / JFK | 27,500 ft | 553 kt | 5,738 nmNW of the field |
Outbound nearest 20 of 22
| Flight | To | Altitude | Ground speed | Distance |
|---|---|---|---|---|
| MSR938A21N · SU-GFT | CairoHECA / CAI | 1,650 ft | 167 kt | 2 nmNW of the field |
| QTR73PB77W · A7-BAY | SepangWMKK / KUL | 33,000 ft | 482 kt | 1,023 nmESE of the field |
| QTR956A359 · A7-ALW | JakartaWIII / CGK | 35,000 ft | 479 kt | 1,141 nmESE of the field |
| PGT601A21N · TC-RFE | Pendik, IstanbulLTFJ / SAW | 38,000 ft | 411 kt | 1,180 nmNW of the field |
| QTR119A35K · A7-ANJ | LondonEGLL / LHR | 38,000 ft | 499 kt | 1,307 nmNW of the field |
| QTR7EA35K · A7-ANP | Dallas-Fort WorthKDFW / DFW | 34,000 ft | 409 kt | 1,315 nmWNW of the field |
| QTR98CA320 · A7-AHJ | Spata-ArtemidaLGAV / ATH | 33,950 ft | 450 kt | 1,358 nmNW of the field |
| QTR834A388 · A7-APH | BangkokVTBS / BKK | 39,000 ft | 467 kt | 1,380 nmE of the field |
| IGO1346A20N · VT-IQT | New DelhiVIDP / DEL | 4,700 ft | 263 kt | 1,385 nmENE of the field |
| QTR818B77W · A7-BOH | Hong KongVHHH / HKG | 35,000 ft | 472 kt | 1,463 nmE of the field |
| QTR53XA359 · A7-ALQ | RomeLIRF / FCO | 40,025 ft | 429 kt | 1,494 nmNW of the field |
| QTR4RA359 · A7-ALJ | Ferno (VA)LIMC / MXP | 40,000 ft | 441 kt | 1,591 nmWNW of the field |
| QTR1EB789 · A7-BHJ | MadridLEMD / MAD | 38,000 ft | 465 kt | 1,646 nmWNW of the field |
| QTR24VA359 · A7-AME | DullesKIAD / IAD | 36,000 ft | 471 kt | 1,679 nmWNW of the field |
| QTR5NB789 · A7-BHS | BarcelonaLEBL / BCN | 39,975 ft | 459 kt | 1,710 nmWNW of the field |
| QTR195B788 · A7-BDA | ZaventemEBBR / BRU | 38,000 ft | 448 kt | 1,781 nmNW of the field |
| QTR6QB789 · A7-BHG | LondonEGKK / LGW | 37,975 ft | 458 kt | 1,829 nmNW of the field |
| QTR57WA388 · A7-APJ | LondonEGLL / LHR | 39,975 ft | 449 kt | 1,845 nmNW of the field |
| QTR38PA388 · A7-APF | Paris (Roissy-en-France,LFPG / CDG | 38,000 ft | 453 kt | 1,852 nmNW of the field |
| QTR6TB77W · A7-BEC | Manchester, Greater MancEGCC / MAN | 34,000 ft | 490 kt | 2,072 nmNW of the field |
About Hamad International
- ICAO codeOTHH
- IATA codeDOH
- ServesDoha
- RegionDoha, Qatar
- Coordinates25.273°N, 51.608°E
Hamad International sits southeast of Doha on reclaimed ground along the Gulf coast. It was built from scratch as a connecting hub, so its traffic pattern is unusually clean: waves of widebody arrivals followed by waves of widebody departures, with relatively little local point-to-point flying mixed in. The Gulf airspace it sits in is among the most crowded in the world at high level.
The corridor between the Gulf and South Asia is the striking part of a wide view here. A great deal of traffic between Europe and Asia crosses this region, and it is dense enough to see as a band rather than as individual aircraft.
What the codes mean
Airports carry two identifiers and they are not interchangeable.
DOH is the IATA code: three letters, the one printed on a
boarding pass and a baggage tag, assigned for commercial purposes and reused across
the world without any geographic logic.
OTHH is the ICAO code: four letters, used by air traffic
control, flight planning systems and trackers like this one. Its first
two letters, OT, marks
Qatar, because ICAO allocates the code space by region.
The callsigns in the lists above are a third thing again. A callsign is what the crew typed into the transponder for this leg, so it changes flight by flight, while the registration and the 24-bit hex address stay with the airframe. When a callsign and a registration disagree, the registration is usually the more reliable of the two.
How to read the numbers
Altitude is pressure altitude, which is what the aircraft's air data system reads with a standard pressure setting. It is not height above the ground and it is not always the altitude the crew is flying to. Near Doha that gap is most obvious on approach, when a tracker can show a figure that does not match what is on the flight deck.
Ground speed is speed across the earth, not through the air. A strong tailwind can add a hundred knots or more to it without the aircraft flying any faster, which is why two aircraft at the same level going opposite ways can show wildly different numbers. Track is the direction of travel over the ground, which is not the direction the nose is pointing when there is any crosswind at all.
Aircraft go missing from this map for reasons that have nothing to do with the aircraft. Reception is line of sight, so terrain and distance cut it off abruptly; a good deal of light aviation in the United States broadcasts on 978 MHz rather than 1090 MHz; and plenty of aircraft, including gliders and older light types, carry no ADS-B at all and are not required to. How ADS-B works covers all of that properly.
Other airports on the map
The nearest fields with their own live page:
