Professional Documents
Culture Documents
Robert Jackson
DN: cn=Robert Jackson,
o=CAOC, ou=AFFOR A3,
Jackson
email=R.Jackson.aus@AUAB.
AFCENT.AF.mil, c=AF
Date: 2008.11.17 16:38:04
+03'00'
AIP GEN 0.1−1
AFGHANISTAN 20 NOV 08
0.1.1 Name of the publishing authority: The Combined Forces Air Component
Commander (CFACC), in coordination with the Ministry of Transport and Civil
Aviation (MoTCA), is the publishing authority for this AIP.
0.1.2 Applicable ICAO documents: The AIP is prepared in accordance with the
Standards and Recommended Practices (SARPS) of Annex 15 to the
Convention of International Civil Aviation and the Aeronautical Information
Services Manual (ICAO Doc 8126). Charts contained in the AIP are produced in
accordance with Annex 4 to the Convention on International Civil Aviation and
the Aeronautical Chart Manual (ICAO Doc 8697). Differences from ICAO
Standards, Recommended Practices and Procedures are detailed in subsection
GEN 1.7.
0.1.3 The AIP Structure
0.1.3.1 The AIP forms part of the Integrated Aeronautical Information Package,
details of which are given in Subsection GEN 3.1. The AIP consists of three parts;
General (GEN), Enroute (ENR) and Aerodromes (AD). Each part is divided into parts,
sections, and subsections, as applicable.
Part 1 – General (GEN)
Part 1 consists of five sections containing information as briefly described below.
GEN 0 Preface; Record of AIP Amendments; Record of AIP Supplements; Checklist
of AIP Pages; List of Hand Amendments to the AIP; and Table of Contents to
Part 1.
GEN 1 National Regulations and Requirements - Designated authorities; Entry;
Transit and Departure of Aircraft; Transit and Departure of Passengers and
Crew; Entry, Transit and Departure of Cargo; Aircraft Instruments,
Equipment and Flight Documents; Summary of National Regulations and
International Agreements/Conventions; and Differences from ICAO
Standards, Recommended Practices and Procedures.
GEN 2 Tables and Codes - Measuring System, Aircraft Markings and Holidays;
Abbreviations used in AIP; Chart Symbols; Location Indicators; List of Radio
Navigation Aids; Conversion Tables; and Sunrise/Sunset Tables.
GEN 3 Services – Aeronautical Information Services; Aeronautical Charts; Air Traffic
Services; Communication Services; Meteorological Services; and Search
and Rescue.
GEN 4 Fees and Charges.
Section or Introduced by
page Amendment Text AIP AMDT
affected Serial No.
Page
GEN 0
GEN 0.1 Preface ................................................................................. GEN 0.1-1
GEN 0.2 Record of AIP Amendments ......................................... GEN 0.2-1
GEN 0.3 Record of AIP Supplements ......................................... GEN 0.3-1
GEN 0.4 List of Effective AIP Pages ........................................... GEN 0.4-1
GEN 0.5 List of Hand Amendments to the AIP ........................... GEN 0.5-1
GEN 0.6 Table of Contents ......................................................... GEN 0.6-1
GEN 1 NATIONAL REGULATIONS AND REQUIREMENTS
GEN 1.1 Designated Authorities ................................................. GEN 1.1-1
GEN 1.2 Entry, Transit and Departure of Aircraft ........................ GEN 1.2-1
GEN 1.2.1 General .............................................................. GEN 1.2-1
GEN 1.2.2 Risks to Flight and Compliance with AIP Procedures GEN 1.2-2
GEN 1.2.3 Quarantine Considerations ................................ GEN 1.2-2
GEN 1.3 Entry, Transit and Departure of Passenger and Crew .. GEN 1.3-1
GEN 1.4 Entry Transit and Departure of Cargo .......................... GEN 1.4-1
GEN 1.5 Aircraft Instruments, Equipment and Flight Documents GEN 1.5-1
GEN 1.5.1 General .............................................................. GEN 1.5-1
GEN 1.5.2 RNP-10 Requirements ...................................... GEN 1.5-1
GEN 1.5.3 Transponder Operations .................................... GEN 1.5-1
GEN 1.5.4 TCAS Requirements .......................................... GEN 1.5-1
GEN 1.5.5 Equipment Failure Procedures .......................... GEN 1.5-2
GEN 1.6 Summary of National Regulation and International
Agreements/Conventions ............................................. GEN 1.6-1
GEN 1.7 Differences from ICAO Standards, Recommended
Practices and Procedures ............................................ GEN1.7-1
GEN 2 TABLES AND CODES
GEN 2.1 Measuring System, Aircraft Marking, Holidays ............. GEN 2.1-1
GEN 2.1.1 Units of Measurement ....................................... GEN 2.1-1
GEN 2.1.2 Time System...................................................... GEN 2.1-1
GEN 2.1.3 Geodetic Reference Datum ............................... GEN 2.1-1
GEN 2.1.4 Aircraft Nationality and Registration Marks ........ GEN 2.1-2
GEN 2.1.5 Public Holidays .................................................. GEN 2.1-2
GEN 2.2 Abbreviations used in AIS Publications ........................ GEN 2.2-1
GEN 2.2.1 National and ICAO Abbreviations - Encode ...... GEN 2.2-1
GEN 2.2.2 National and ICAO Abbreviations - Decode ..... GEN 2.2-16
GEN 2.3 Chart Symbols .............................................................. GEN 2.3-1
GEN 2.3.1 Charts other than Approach Charts ................... GEN 2.3-1
GEN 2.3.2 Approach Charts................................................ GEN 2.3-1
GEN 2.3.3 Aerodrome Charts ............................................. GEN 2.3-1
GEN 2.3.4 Aerodrome Installations and Lights ................... GEN 2.3-2
GEN 2.3.5 Miscellaneous .................................................... GEN 2.3-2
GEN 2.4 Location Indicators ....................................................... GEN 2.4-1
GEN 2.4.1 Code Allocation ................................................. GEN 2.4-1
GEN 2.4.2 List of Location Codes ....................................... GEN 2.4-2
GEN 2.5 List of Radio Navigation Aids ....................................... GEN 2.5-1
GEN 2.6 Conversion Tables ....................................................... GEN 2.6-1
GEN 2.7 Sunrise/Sunset Tables ................................................. GEN 2.7-1
GEN 3 SERVICES
1.1.1 Introduction
1.2.1 General
1.2.1.1 Introduction
1.2.1.2 The requirements for entry, transit and departure of aircraft engaged in
international flights and the procedures for clearance of these aircraft at designated
airports in Afghanistan are given for the information and guidance of operators
conducting international flights.
1.2.1.3 The Ministry of Transport and Civil Aviation (MoTCA) is the agency
responsible for Afghanistan’s obligations under the provisions of Annex 9
(Facilitation) of the Chicago Convention. The MoTCA is responsible for coordinating
with other agencies for the development and implementation of policy and
coordination of ICAO matters.
1.2.1.4 At the invitation, and on behalf of the MoTCA, the Combined Forces Air
Component Commander (CFACC) is the Airspace Control Authority (ACA) for
Afghanistan and the Kabul Flight Information Region (FIR) effective from 0730 UTC
11 February 2002 until further notice. The procedures for flight operations detailed
here are mandatory for all aircraft operators authorized to fly in the Kabul FIR.
1.2.1.5 MoTCA has responsibility for all operational and safety matters relating to civil
aviation into, within and from Afghanistan territory. All aircraft require MoTCA
approval to land at or depart from an Afghan aerodrome. MoTCA approval can be
gained by submitting requests at least 24 hours in advance (in order of preference),
via the AFTN line OAKBYAYX or e-mail alami_mot@yahoo.com. Replies from
MoTCA will be sent via AFTN. Once in receipt of a MoTCA approval number,
operators need to obtain appropriate permission from airfields and file an
international flight plan with closest ATC agency. MoTCA hours of operation are:
April to October:
0730 – 1600 local Saturday to Wednesday;
0730 – 1330 local Thursday;
Closed Friday.
October to April:
0830 – 1530 local Saturday to Wednesday;
0730 – 1330 Thursday;
Closed Friday
Requests will only be processed during business hours.
1.2.1.6 Airfields that are Prior Permission Required (PPR) are identified at ENR 1.9
and/or via NOTAM. See ENR 1.9 for details.
1.2.1.7 For overflights, all aircraft require MoTCA approval. MoTCA approval will be
gained through the same means as arrivals and departures outlined in 1.2.1.5.
1.2.1.8 All aircraft operating within the Kabul FIR must be familiar with ENR 1.8
Regional Supplementary Procedures.
1.2.2 Risks to Flight and Compliance with AIP procedures
1.2.2.1 All operators are advised there is an increased risk of hostile, non-military
actions against aircraft and should be aware of on-going military operations in
Afghanistan. Compliance with AIP procedures is mandatory. Safety of aircraft
operating in the Kabul FIR requires strict adherence to AIP procedures. Operators
should review NOTAMs regularly, using their appropriate systems and methods, for
any changes that may affect the information contained in this document and make
their own risk assessment based on all available information. Due to potential delays
in transferring military NOTAM information into international NOTAM database, all
operators are advised to also review NOTAMs on the Defence Internet NOTAM site
(DINS) available at: https://www.notams.jcs.mil or http://www.baseops.de
1.2.2.2 All aircraft operators shall comply strictly with the provisions of the permission
granted for their aircraft and shall adhere to the international designated air routes.
Failure to comply with the procedures in this AIP may result in interception by armed
coalition fighter aircraft, fines or future airspace denial. Aircraft operators must be
familiar with, and follow, international intercept procedures contained in Annex 2,
Rules of the Air, to the Chicago Convention, para 3.8 and Appendix 2, Sections 2 and
3. Pilots are to continuously monitor the VHF emergency frequency 121.5 MHz and
operate their transponder at all times during flight. ACA reserves the right to deny
aircraft with inoperable transponders access to Kabul FIR. Aircraft operating within
the Kabul FIR may also be instructed to deviate from their filed route due to
temporary flight restrictions imposed by ACA. In addition, Afghan Advisory (air to air):
125.2 MHz shall be monitored when not in positive contact with a controlling agency.
This frequency may be used by control agencies to broadcast or relay "safety of
flight" information at any time.
1.2.2.3 All Afghanistan airports with the exception of Kabul, Kandahar, Mazar-E
Sharif and U.S. Military airports have limited or no ATC, Meteorology, Fire and
Rescue or ground support services. In addition all pavements at these airports
are in poor condition. Crews that operate to, at or from these airfields do so
entirely at their own risk.
1.2.3 Quarantine Considerations.
1.2.3.1 As a preventive measure against foot and mouth disease, the floor and
wheels of aircraft leaving Afghanistan should be cleaned prior to departure.
1.4.1 Customs entry and clearance of cargo and unaccompanied baggage destined
for points within Afghanistan must be completed at the first international airport of
entry.
1.5.1 General
1.5.1.1 Commercial air transport aircraft operating in Afghanistan must adhere to the
provisions of ICAO Annex 6 – Operation of Aircraft, Part 1 – International Commercial
Air Transport – Aeroplanes, Chapter 6 (Aeroplanes Instruments, Equipment and
Flight Documents) and Chapter 7 (Aeroplane Communication and Navigation
Equipment).
1.5.2 RNP-10 Requirements
1.5.2.1 All civil and State overflight aircraft operating within the Kabul FIR must be
approved by the State of the operator or the State of Registry for Required Navigation
Performance 10 (RNP-10). All aircraft operating RNP-10 in Afghanistan airspace
shall have at least dual carriage of navigation systems of integrity such that the
navigation system does not provide misleading information. Additionally, all aircraft
shall meet a lateral track keeping accuracy equal to or better than + 10 NM for 95%
of the flight time in RNP-10 airspace and aircraft shall meet longitudinal track
positioning accuracy of + 10 NM for 95% of the flight time in RNP-10 airspace.
Aircraft that are unable to meet the minimum navigational requirements for RNP-10
will not be permitted to operate IFR within the Kabul FIR.
1.5.2.2 Due to the present nature of Afghanistan airspace, before entering RNP-10
airspace, the aircraft’s position should be checked as accurately as possible by using
external Navigation Aids (NAVAIDS). This may require distance measuring
equipment (DME) and/or DME/VHF Omni-directional Range (VOR) checks to
determine navigation system errors through displayed and actual positions. If the
system is updated, the proper procedures should be followed with the aid of a
prepared checklist.
1.5.3 Transponder Operation
1.5.3.1 All aircraft operating in the Kabul FIR shall be equipped with serviceable
pressure altitude reporting transponders. Operators shall ensure Mode C is turned on
at all times and advise air traffic control of any malfunctions.
1.5.3.2 All aircraft will ensure their transponder is set to the assigned code provided
by air traffic control for civil operators, the Air Tasking Order for military operators,
when applicable, or AMCC for ISAF operators. VFR aircraft shall set code 1200
unless assigned a discrete code by air traffic control.
1.5.3.3 All aircraft overflying the Kabul FIR shall squawk the previous ACC assigned
mode 3A code or 1200.
1.5.4 TCAS Requirement
1.5.4.1 All civilian aircraft operating at or above FL 240 must have TCAS.
1.5.5.1 Crews shall advise ATC when any deterioration or failures of the navigation
equipment below the navigation performance requirements are encountered or if any
deviations are required for contingency procedures. At a minimum, the following
information shall be transmitted:
a. Call sign.
b. Flight level.
c. Direction of flight.
d. Position.
1.5.5.2 Aircrews shall advise ATC of any deterioration or failure of navigation
equipment below RNP-10 navigation performance requirements by stating “Unable
RNAV due to equipment.” ATC will then attempt to provide alternative separation
standards and/or routings.
AGREEMENTS/CONVENTIONS
NOTE: Due to the nature of operations within the Kabul FIR, some deviations from
ICAO Standards, Recommended Practices and Procedures may not be detailed in
this AIP.
2.1.1.1 Aeronautical stations within the Kabul FIR shall use the following table of units
of measurement:
2.1.2.1 Coordinated Universal Time (UTC) is used by air navigation services and in
publications issued by the Aeronautical Information Service. Reporting of time is
expressed in 24-hour format to the nearest minute, e.g. 13:40:35: is reported as
1341.
2.1.3 Geodetic Reference Datum
2.1.3.1 All published geographical coordinates indicating latitude and longitude are
expressed in World Geodetic System 1984 (WGS84). WGS84 is applicable within the
area of responsibility of the Aeronautical Information Service (i.e., the entire territory
of Afghanistan).
2.1.4.1 The nationality mark for aircraft registered in Afghanistan is the letters ‘YA’.
The nationality mark is followed by a hyphen and a registration mark consisting of
three letters (e.g., YA-ABC).
2.1.4.2 All aircraft markings must be displayed IAW ANNEX 7 To The Convention On
International Civil Aviation Fourth Edition — July 1981 International Standards
Aircraft Nationality And Registration Marks.
2.1.5 Public Holidays
2.1.5.1 The following is a list of the national public holidays for 2008 with dates
corresponding to the Gregorian calendar.
2.1.5.2 While every effort has been made to present an accurate list of 2008 holidays
for Afghanistan, no responsibility is accepted for any error or omission in the data
presented above. Muslim festivals are timed according to local sightings of various
phases of the moon and the dates given above are approximations. During the lunar
month of Ramadan that precedes Eid al-Fitr, Muslims fast during the day and feast at
night and normal business patterns may be interrupted. Some disruption may
continue into Eid al-Fitr itself. Eid al-Fitr and Eid al-Adha may last up to several days,
depending on the region. Before using any of these dates for planning purposes they
should be verified with MoTCA.
RCLL Runway centre line light(s) RQP Request flight plan (message type
RCLR Recleared designator)
RCP‡ Required communication RQS Request supplementary flight plan
performance (message type designator)
RDH Reference datum height RR Report reaching
RDL Radial RRA (or RRB, RRC . . . etc., in sequence)
Delayed meteorological message
RDO Radio
(message type designator)
RE Recent (used to qualify weather
RSC Rescue sub-centre
phenomena, e.g. RERA = recent rain)
RSCD Runway surface condition
REC Receive or receiver
RSP Responder beacon
REDL Runway edge light(s)
RSR Enroute surveillance radar
REF Reference to . . . or refer to . . .
RSS Root sum square
REG Registration
RTD Delayed (used to indicate delayed
RENL Runway end light(s) meteorological message; message
REP Report or reporting or reporting point type designator)
REQ Request or requested RTE Route
RERTE Re-route RTF Radiotelephone
RESA Runway end safety area RTG Radiotelegraph
RF Constant radius arc to a fix RTHL Runway threshold light(s)
RG Range (lights) RTN Return or returned or returning
RHC Right-hand circuit RTODAH Rejected take-off distance available,
RIF Reclearance in flight helicopter
RIME† Rime (used in aerodrome warnings) RTS Return to service
RITE Right (direction of turn) RTT Radioteletypewriter
RL Report leaving RTZL Runway touchdown zone light(s)
RLA Relay to RUT Standard regional route transmitting
RLCE Request level change en route frequencies
RLLS Runway lead-in lighting system RV Rescue vessel
RLNA Request level not available RVR‡ Runway visual range
RMK Remark RVSM‡ Reduced vertical separation minimum
(300 m (1 000 ft)) between FL 290
RNAV† (to be pronounced “AR-NAV”) Area and FL 410
navigation
RWY Runway
RNG Radio range
RNP‡ Required navigation performance S
ROBEX† Regional OPMET bulletin exchange
(scheme) S South or southern latitude
ROC Rate of climb S . . . State of the sea (followed by
figures in METAR/SPECI)
ROD Rate of descent
SA Sand
ROFOR Route forecast (in meteorological
code) SAA± Senior Airfield Authority
RON Receiving only SALS Simple approach lighting system
RPDS Reference path data selector SAN Sanitary
RPI‡ Radar position indicator SAP As soon as possible
RPL Repetitive flight plan SAR Search and rescue
RPLC Replace or replaced SARPS Standards and Recommended
Practices [ICAO]
RPS Radar position symbol
SAT Saturday
RPT* Repeat or I repeat (to be used in AFS
as a procedure signal) SATCOM† Satellite communication
RQ* Request (to be used in AFS as a SB Southbound
procedure signal) SBAS† (to be pronounced “ESS-BAS”)
RQMNTS Requirements Satellite-based augmentation system
SC Stratocumulus
SCT Scattered
Ice crystals (very small ice crystals International general aviation IGA
in suspension, also known as International NOTAM office NOF
diamond dust) IC
International standard atmosphere ISA
Ice on runway IR
International system of units SI
Ice pellets PL
Interrogation sign (question mark)
Icing ICE (to be used in AFS as a procedure
Identification IDENT† signal) IMI*
Identification beacon IBN Interrogator INTRG
Identification friend/foe IFF Interrupt or interruption or
Identifier or identify ID interrupted INTRP
If not possible INP Intersection INT
Illuminated wind indicator IWI± Intersection of air routes IAR
Immediate or immediately IMT In valleys VAL
Immigration IMG Isolated ISOL
Improve or improving IMPR J
In and out of clouds IAO
In cloud INC January JAN
Inbound INBD Jet stream JTST
Independent sideband ISB July JUL
Indicated airspeed IAS June JUN
Indicator for maximum temperature K
(used in the TAF code form) TX
Inertial navigation system INS Kilograms KG
Inertial reference system IRS Kilohertz KHZ
Information INFO† Kilometres KM
Information concerning Enroute Kilometres per hour KMH
weather phenomena which may Kilopascal KPA
affect the safety of aircraft
Kilowatts KW
operations SIGMET†
Knots KT
Information concerning Enroute
weather phenomena which may Knots indicated airspeed KIAS
affect the safety of low-level aircraft
operations AIRMET† L
Initial approach INA Landing LDG
Initial approach fix IAF Landing direction indicator LDI
Inland LAN Landing distance available LDA
Inner marker IM Landing distance available,
Inoperative INOP helicopter LDAH
In progress INPR Landing threshold point LTP
Install or installed or installation INSTL Landline teletypewriter LTT
Instrument INSTR Lateral navigation (to be
Instrument approach chart pronounced “EL-NAV”) LNAV†
(followed by name/title) IAC . . . Latitude LAT
Instrument approach procedure IAP Layer or layered LYR
Instrument flight rules IFR‡ Leave or leaving LVE
Instrument landing system ILS‡ Left (preceded by runway
Instrument meteorological designation number to identify a
conditions IMC‡ parallel runway) ...L
Instrument/visual I/V± Length LEN
Intensify or intensifying INTSF Level LVL
Intensity INTST Light (used to indicate the intensity
Intermediate approach fix IF of weather phenomena,
interference or static reports, e.g.
International INTL light rain = FBL RA) FBL
V W
Yellow Y
Civil (land)
Civil (water)
Military (land)
Military (water)
Sheltered anchorage
Heliport
Unpaved runway
Stop way
Marine light
Obstacle light
2.3.5 Miscellaneous
Obstacle
Group obstacles
Note A: Numerals in italics indicate elevation of top obstacle
above sea level. A
Note B: Upright numerals in parentheses indicate height above B
specified datum.
Restricted airspace (prohibited, restricted or danger areas)
Isogonal
2.4.1.1 Afghanistan follows international conventions in the allocation of codes. The first letter
is an ‘O’ to designate Middle East region. The second letter is ‘A” designating locations in
Afghanistan. The remaining two letters designate the landing area/location, and may not
necessarily correlate with the English name of the location. Locations other than those given
the ‘OA’ prefix are designated by three, four or five letter codes. To avoid confusion with
location indicators, waypoints do not begin with the letters ‘OA’.
2.4.2.1 – Decode
2.4.2.2 – Encode
LOCATION CODE LOCATION CODE
AMDAR OAAD JAWAND OAJW
ANDKHOI OAAK KABUL (ACC/FIC OAKX
ASMAR OAAS KABUL AD OAKB
BAGHLAN OABG KAJAKI OAKJ
BAGRAM OAIX KALAT OAKT
BAMAR OABR KALDAR OAKR
BAMYAN OABN KAMAR OAKM
BANDKAMALKHAN OABK KAMDESH OAKD
BEHSOOD OABD KANDAHAR OAKN
BOST/LASHKAR GAH OABT KAREZ-I-MIR OAKZ
CAMP BASTION OAZI KESHM OAEK
CHAKHCHARAN OACC KHOJAGHAR OAKG
CHARBURJAK OACB KHOST OAKS
DARRA-I-SOOF OADF KHOST-O-FERING OAFG
DARWAZ OADZ KHWAHAN OAHN
DAWLATABAD OADD KOBAN OAKA
DESHOO OAOO KONJAK-I-LOGAR OAKL
DEVAR OADV KOTAL OATK
DILARAM OARM KRON MONJAN OAQM
ESHKASHEM OAEM KUNDUZ OAUZ
FEYZABAD OAFZ LAGHMAN OALN
FARAH OAFR LAL OALL
GADER OAGD LOGAR OALG
GARDEZ OAGZ MAIMANA OAMN
GASAR OAGS MAZAR-E-SHARIF OAMS
GHAZIABAD OAGA MUKUR OAMK
GHAZNI OAGN MUNTA OAMT
GHELMEEN OAGM NAWOR OANR
GULISTAN OAGL OBEH OAOB
HAJIGAK OAHJ PAGHMAN OAPG
HAZRAT EMAN OAHE PAN JAO OAPJ
HERAT OAHR QADES OAQD
ISLAM QALA OAEQ QAISAR OAQR
JABUL SARAJ OAJS QALA-I-NAW OAQN
JALALABAD OAJL QALA-I-YAZKHAN OAQK
NM to KM KM to NM FT to M M to FT
1 NM = 1.852 KM 1 KM = 0.54 NM 1 FT = 0.3048 M 1 M = 3.281 FT
NM KM KM NM FT M M FT
0.1 0.185 0.1 0.05 1 0.305 1 3.28
0.2 0.370 0.2 0.11 2 0.610 2 6.56
0.3 0.556 0.3 0.16 3 0.914 3 9.84
0.4 0.741 0.4 0.22 4 1.219 4 13.12
0.5 0.926 0.5 0.27 5 1.524 5 16.40
0.6 1.111 0.6 0.32 6 1.829 6 19.69
0.7 1.296 0.7 0.38 7 2.134 7 22.97
0.8 1.482 0.8 0.43 8 2.438 8 26.25
0.9 1.667 0.9 0.49 9 2.743 9 29.53
1 1.852 1 0.54 10 3.048 10 32.81
2 3.704 2 1.08 20 6.096 20 65.62
3 5.556 3 1.62 30 9.144 30 98.43
4 7.408 4 2.16 40 12.192 40 131.23
5 9.260 5 2.70 50 15.240 50 164.04
6 11.112 6 3.24 60 18.288 60 196.85
7 12.964 7 3.78 70 21.336 70 229.66
8 14.816 8 4.32 80 24.384 80 262.47
9 16.668 9 4.86 90 27.432 90 295.28
10 18.520 10 5.40 100 30.480 100 328.08
20 37.040 20 10.80 200 60.960 200 656.17
30 55.560 30 16.20 300 91.440 300 984.25
40 74.080 40 21.60 400 121.920 400 1312.34
50 92.600 50 27.00 500 152.400 500 1640.48
60 111.120 60 32.40 600 182.880 600 1968.50
70 129.640 70 37.80 700 213.360 700 2296.59
80 148.160 80 43.20 800 243.840 800 2624.67
90 166.680 90 48.60 900 274.320 900 2952.76
100 185.200 100 54.00 1000 304.800 1000 3280.84
200 370.400 200 107.99 2000 609.600 2000 6561.68
300 555.600 300 161.99 3000 914.400 3000 9842.52
400 740.800 400 215.98 4000 1219.200 4000 13123.36
500 926.000 500 269.98 5000 1524.000 5000 16404.20
6000 1828.800
7000 2133.600
8000 2438.400
9000 2743.200
10000 3048.000
2.7.1. Contact local meteorological office for official sunset and sunrise times.
Alternatively, you may go to the following website and print a table for your location:
http://aa.usno.navy.mil/data/.
Select 'Data Services' and enter appropriate year, latitude and longitude.
GEN 3 SERVICES
3.1.2.1 The Aeronautical Information Service is responsible for the collection and
dissemination of information for Afghanistan.
3.1.3 Aeronautical Publications
3.1.3.3 Supplement to the AIP (AIP SUP) not implemented in Afghanistan AIP.
3.1.3.3.1 Temporary changes of long duration (three months and longer) and
information of short duration that consists of extensive text and/or text supplementing
the permanent information contained in the AIP are published as AIP Supplements
(AIP SUP). AIP SUPs are separated by information subject (General – GEN, Enroute
– ENR and Aerodromes – AD) and are placed accordingly at the beginning of each
AIP part. Each AIP Supplement is allocated a serial number, which is consecutive
and based on the calendar year, e.g. AIP SUP 1/04. Not implemented in Afghanistan
AIP
3.1.3.3.2 AIP SUP is kept in the AIP as long as all or some of its contents remain
valid. The period of validity of the information contained in the AIP SUP will normally
be given in the supplement itself. Alternatively, a NOTAM may be used to indicate
changes to the period of validity or cancellation of the AIP SUP. The checklist of AIP
SUP currently in force is issued in the monthly printed plain-language summary of
NOTAM in force. Not implemented in Afghanistan AIP.
3.1.3.4 Aeronautical Information Circular (AIC)
3.1.3.4.1 Aeronautical Information Circulars (AIC) contain information on the long-
term forecast of any major change in legislation, regulation, procedures or facilities.
This includes:
3.1.3.4.1.1 Information of a purely explanatory or advisory nature libel to affect flight
safety; and,
3.1.3.4.1.2 Information or notification of an explanatory or advisory nature concerning
technical, legislative or purely administrative matters.
3.1.3.4.2 AIC are issued in one series and each AIC is numbered consecutively on a
calendar year basis. The year, indicated by two digits, is a part of the serial number of
the AIC, e.g. AIC 1/04. A checklist of AIC currently in force is issued as an AIC twice
each year.
3.1.3.5 NOTAM and Pre-flight Information Bulletins (PIB):
3.1.3.5.1 NOTAMs contain information concerning the establishment, condition or
change in any aeronautical facility, service, procedure or hazard, the timely
knowledge of which it is essential for personnel concerned with flight operations. The
text of each NOTAM contains the information in the order shown in the ICAO
NOTAMs format, and is composed of the significations/uniform abbreviated
phraseology assigned to the ICAO NOTAM Code. This is complemented by ICAO
abbreviations, indicators, identifiers, designators, callsigns, frequencies, figures and
plain language. NOTAM are originated and issued for Kabul FIR and are published.
Each pilot in command, Civil Air Carrier/Operator is responsible for ensuring current
NOTAMs are reviewed. Due to potential delays in transferring military NOTAMs
information into international NOTAM databases, all operators are advised to also
review NOTAMs on the Defence Internet NOTAM site (DINS) available at:
https://www.notams.jcs.mil;
https://pilotweb.nas.faa.gov/distribution/home.html; or
http://www.baseops.de
3.1.4.1 The Afghanistan AIP utilizes a 56-day AIRAC cycle. Amendments will only be
accepted up to 14 days prior to the publishing date. Future AIRAC publishing dates
are:
3.3.1.1 The CFACC, as the ACA, and the MoTCA are the responsible authorities for
the provision of air traffic services within the area indicated under GEN 3.3.2.
3.3.1.2 Air traffic services are provided in accordance with the provisions contained in
the following ICAO documents:
Annex 2 Rules of the Air
Annex 11 Air Traffic Services
Doc 4444 Procedures for Air Navigation Services – Air Traffic Management
Doc 8168 Procedures for Air Navigation Services – Air Craft Operations
(PANS-OPS)
Doc 7030 Regional Supplementary Procedures
3.3.1.3 Differences to these provisions are detailed at GEN 1.7.
3.3.2 Area of Responsibility
3.3.2.1 Air traffic services are provided for the entire Kabul FIR.
3.3.3 Types of Air Traffic Services
3.3.3.1 A combination of coalition military, military contractor and civilian air traffic
service workforce provides the following types of air traffic services in Afghanistan:
3.3.3.1.1 Aerodrome Control Service is provided to aerodrome traffic within an
airfield’s CTR/ATZ as defined in ENR 2.1.1.1. The control function in respect of
aerodrome and other traffic operating on the surface outside the landing area in use
may be provided separately and is termed Surface Movement Control. Bagram,
Kandahar, Kabul, Herat and Mazar-E Sharif all provide an aerodrome control service.
3.3.3.1.2 Approach/Departure Control Service is provided to flights within an
airfield’s TMA as defined in ENR 2.1.1.1. Approach/departure control service is
provided until the arriving flights become aerodrome traffic and to departing flights
from the time they cease to be aerodrome traffic until they climb independently of
approaching flights or aircraft departing on other routes. The control function
concerned with departing traffic when separately established is termed Departure
Control, the remaining function then being termed Approach Control.
Approach/Departure control service will be provided jointly with aerodrome control
service, unless specified otherwise in Enroute Supplement. A radar approach control
service is provided at Bagram, Kabul and Kandahar. A procedural approach control
service is provided at Mazar-e-Sharif.
3.3.3.1.3 Area Control Service is provided to flights operating in a control area when
not provided with aerodrome or approach control service. Enroute Procedural (non-
ATC Surveillance System) service is provided by the Kabul ACC to IFR aircraft
operating on Kabul FIR high and low structure airways.
3.3.3.1.4 Air Traffic Surveillance Service is the predominant means of control at
Bagram, Kabul and Kandahar. ATC Surveillance service may include the following:
3.3.3.1.4.1 ATC Surveillance Service provides positive traffic separation (except
between VFR flights in VMC in Class D and E airspace) and the monitoring of aircraft
navigation, to identified traffic in controlled airspace.
3.3.3.1.4.2 Radar Information Service (RIS) is a service provided by ATC within ATC
Surveillance System coverage. It provides traffic, position and navigation information
to flights not receiving a separation service and is available to improve situational
awareness and assist pilots in avoiding collisions with other aircraft. At pilot request,
and, if possible, a controller providing RIS will suggest a course of action to avoid
other aircraft. Ultimate responsibility for aircraft and terrain avoidance rests with the
pilot in command. This service may be provided in Class G airspace to IFR flights in
relation to other IFR flights and, unless impracticable, in relation to observed VFR
flights. It may also be provided to VFR flights in Class E and G airspace.
3.3.3.1.4.3 Final Approach Service provides a precision or surveillance radar service
for final approach.
3.3.3.1.4.4 Emergency Service provides navigation assistance to aircraft in distress
or experiencing navigational difficulties.
3.3.3.1.5 Flight Information Service (FIS) is a non- ATC Surveillance System
service provided either separately, or in conjunction with other services, for the
purpose of supplying information useful for the safe and efficient conduct of flight.
Provision of the service includes information about weather, changes of serviceability
of facilities, conditions at aerodromes and any other information pertinent to safety.
This service does not provide separation or sequencing to aircraft.
3.3.3.1.5.1 If in ATC Surveillance System coverage, the controller may attempt to
identify the flight for monitoring and coordination purposes only. Such identification
does not imply that an ATC Surveillance service is being provided or that the
controller will continuously monitor the flight.
3.3.3.1.5.2 Where a controller suspects, from whatever source, that a flight is in
dangerous proximity to another aircraft, a warning is to be issued to the pilot. It is
accepted that this information may be incomplete and the controller cannot assume
responsibility for its issuance at all times or for its accuracy.
3.3.4 Coordination between the Operator and Air Traffic Services
3.3.5.1 Minimum flight altitude is determined by adding 2 000 feet on top of terrain or
obstacle heights taken in the vicinity of the area. That altitude is then rounded up to
the next hundred-foot value. For example, an obstacle exists at 6 775 feet. Add 2 000
feet to clear the obstacle, which would make the Minimum Obstacle Clearance
Altitude (MOCA) 8 800 feet. Rounded up to the next thousand-foot value equals a
minimum IFR flight altitude of 9 000 feet.
3.3.6 ATS Units Address List
3 4.2.1 Communication services are provided for the entire Kabul FIR.
3.4.3 Types of Services
3.5.1.1 The Kabul ACC will provide current weather conditions as well as altimeter
settings from various locations throughout the Kabul FIR and surrounding nations.
Kabul ACC will also provide limited forecasts.
3.5.2 Area of Responsibility
3.5.3.1 The following is a list of the appropriate weather station reporting codes for
weather stations in Afghanistan.
KABUL OAKB
KANDAHAR KQHN
BAGRAM KQSA
HERAT OAHR
MAZAR-E SHARIF EQBM
KUNDUZ * EQBA
FEYZABAD * EQBF
*Observation Post only.
3.5.3.2 These station codes can be used to obtain weather data from these locations
using the following internet address:
http://www.baseops.net/metro.html/
3.5.3.3 Military users from a .mil computer may also use the following site to obtain
weather data for the same sites in Afghanistan:
https://28ows.shaw.af.mil/
3.5.4 Types of Services
3.5.6.1 Aircraft are encouraged to provide weather reports to the Kabul ACC.
3.6.1.1 Search and rescue service (SAR) will be established to provide an early help
and rescue to passengers and aircrafts’ crews, which have found themselves in a
state of emergency on territory of Afghanistan and in Kabul FIR.
3.6.1.2 There is currently no national SAR capability in Afghanistan.
3.6.1.3 ISAF can provide limited SAR capability by re-tasking available aircraft or
helicopters.
3.6.1.4 The Combined Rescue Coordination Centre (CRCC) at ISAF Headquarters
Kabul has the responsibility for co-ordination of SAR provision.
Address of the Combined Rescue Coordination Centre:
Attn: ACE, CRCC Chief
HQ ISAF
Great Masood Road
KABUL, AFGHANISTAN
Commercial telephone: +93 (0) 79 951 1745
+93 (0) 79 951 1039
3.6.1.5 The search and rescue service will be provided in accordance with respective
military publications.
3.6.2 Area of Responsibility
3.6.2.1 The search and rescue service is carried out on territory and airspace
covered by CFACC and ISAF and their subordinate units.
3.6.2.2 If a state of emergency of an aircraft controlled by ATS unit arises, the ATS
unit shall notify HQ ISAF CRCC immediately.
3.6.3 Types of Services
3.6.7.1 Emergency Locator Transmitter (ELT) will be reported to the nearest ATC
facility as soon as possible. ATC facilities will contact HQ ISAF as noted in 3.6.1.4
and will cooperate with ISAF to the greatest extent possible.
SERVICES
Page
ENR 0
ENR 0.1 PREFACE……………………………………….. ............. Not applicable
ENR 0.2 RECORD OF AIR AMENDMENT……… ...................... Not applicable
ENR 0.3 RECORD OF AIR SUPPLEMENTS……………. .......... Not applicable
ENR 0.4 CHECKIST OF AIP……………………………... ............ Not applicable
ENR 0.5 LIST OF HAND AMENDMENT TO THE AIP……......... Not applicable
ENR 0.6 TABLE OF CONTENTS TO PART 2…………………….. ENR 0.6-1
ENR 0.6 TABLE OF CONTENTS TO PART 2
ENR 1.9.1 Prior Permission Required (PPR) – General ..... ENR 1.9-1
ENR 1.9.2 PPR Requests……………………………………… ENR 1.9-1
ENR 1.10 Flight Planning……………………………………….... .... ENR 1.10-1
ENR 1.10.1 General……………………………………….... .... ENR 1.10-1
ENR 1.10.2 Procedures Applicable to Operators/Pilots……. ENR 1.10-1
ENR 1.10.3 Approval Prior to Flight Plan Submission…...... . ENR 1.10-4
ENR 1.10.4 Flight Plan Information………………………....... ENR 1.10-5
ENR 1.11 Addressing of Flight Plan Messages…………………... ENR 1.11-1
ENR 1.11.1 General…………………………………………..... ENR 1.11.1
ENR 1.11.2 Herat (OAHR) Requirements…………………. ... ENR 1.11.1
ENR 1.11.3 Mazar-e Sharif (OAMS) Requirements……….. . ENR 1.11.1
ENR 1.12 Interception of Civil Aircraft………………………….. ..... ENR 1.12-1
ENR 1.12.1 Interception Procedures……………………….. .. ENR 1.12-1
ENR 1.12.2 Phraseology during Interception…………….... .. ENR 1.12-1
ENR 1.12.3 Signals used in the Event of Interception……... ENR 1.12-2
ENR 1.13 Unlawful Interference…………………………………. .... ENR 1.13-1
ENR 1.13.1 General……………………………………….... .... ENR 1.13-1
ENR 1.13.2 Procedures………………………………………... ENR 1.13-1
ENR 1.14 Air Traffic Incidents……………………………………..... ENR 1.14-1
ENR 1.14.1 Definition of Air Traffic Incidents…………….. .... ENR 1.14-1
ENR 1.14.2 Definition of Aircraft Proximity………………. ..... ENR 1.14-1
ENR 1.14.3 Designation of Air Traffic Incidents…………… .. ENR 1.14-1
ENR 1.14.4 Use of Air Traffic Incident Report Form………... ENR 1.14-2
ENR 1.14.5 Reporting Procedures………………………….. .. ENR 1.14-2
ENR 1.14.6 Purpose of Reporting and Handling of the Form ENR 1.14-3
ENR 1.14.7 Air Traffic Incident Report Form………………… ENR 1.14-3
ENR 2 AIR TRAFFIC SERVICES AIRSPACE
ENR 2.1 Flight Information Region, Terminal Control Areas… ... ENR 2.1-1
ENR 2.1.1 Air Traffic Control Airspace……………………… ENR 2.1-1
ENR 3 ATS ROUTES
ENR 3.1 Lower ATS Routes………………………………………… ENR 3.1-1
ENR 3.2 Upper ATS Routes……………………………………….. ENR 3.2-1
ENR 3.3 Area Navigation Routes………………………………….. ENR 3.3-1
ENR 3.4 Helicopter Routes………………………………………… ENR 3.4-1
ENR 3.5 Other Routes……………………………………………… ENR 3.5-1
ENR 3.6 Enroute Holding………………………………………….. ENR 3.6-1
1.1.1 All non military aircraft operating in the Kabul FIR must file a flight plan. If a stop
over at an uncontrolled field is planned, the follow-on flight plan must be filed in
advance at an appropriate location. Compliance with ICAO procedures at
uncontrolled fields is mandatory to ensure separation from military operations.
1.1.2 All military aircraft operating in support of on-going military operations may
manoeuvre through any area in the Kabul FIR during hours of darkness. Landings
after sunset will be restricted to qualified NVG crews or to those airfields that have
appropriate runway lighting. Take-offs are at the discretion and training of the crew
after all risk assessment has been done.
1.2.1.1 IAW Rules of The Air Annex 2 to The Convention on International Civil
Aviation, except when operating as a special VFR flight, VFR flights shall be
conducted so that the aircraft is flown in conditions of visibility and distance from
clouds equal to or greater than those specified in the following table:
Airspace Classification
A *, C, D, G
E
ABOVE 900m (3 000 ft) At and below 900m (3 000
AMSL or above 300m (1 ft) AMSL or 300m (1 000 ft)
000 ft) above terrain, above terrain, whichever is
whichever is the higher the higher
Distance 1 500 m horizontally Clear of cloud and in sight of
from cloud 300m (1 000 ft) vertically the surface
Flight 8 km above 3 050 m (10 000 ft) AMSL 5 5 km
visibility km below 3 050 m (10 000 ft) AMSL
* The VMC minima in Class A airspace are included for guidance to pilots and do
not imply acceptance of VFR flights in Class A airspace.
1.2.2.1 All VFR aircraft will fly at FL XX5. Civil VFR flights shall not be operated
above FL 235. Military aircraft may be VFR up to FL 290 within Class E. There are no
altitude restrictions on Military VFR aircraft in Class G. Military aircraft my cross Class
A Air Routes VFR subject to ATC clearance.
1.2.2.2 All civilian VFR flights must adhere to the published air route corridors in order
to segregate from military activity. Compliance with these procedures does not relieve
pilots of own responsibility to see and avoid other aircraft or for maintaining own safe
terrain/obstacle clearance at all times. Civilian VFR aircraft in Class E airways shall
maintain a listening watch on the appropriate ATC frequency at all times for advice on
short notice airway closures.
1.2.2.3 Except when necessary for take-off, landing or by permission of an
appropriate authority, a VFR flight shall not be flown:
a. Over the congested areas of cities, towns or settlements or over an open
air assembly of persons at a height less than 1000 ft (300m) above the
highest obstacle within a radius of 600m of the aircraft;
b. Elsewhere, at a height less than 500 ft (150 m) above the ground or water.
1.2.3 Air Traffic Services
1.2.3.1 VFR flights shall comply with the provisions of air traffic control instructions:
a. When operated within Class C and D airspace;
b. When forming part of aerodrome traffic at controlled aerodromes; or
c. A VFR flight operating within or into designated controlled airspace, shall
maintain continuous air-ground voice communication watch on the
appropriate communication channel and report its position as necessary to
the air traffic services unit providing air traffic services.
1.2.3.2 All VFR aircraft must receive a clearance prior to entering Class C airspace.
Flight advisory with Kabul ACC should not be construed as a clearance to enter
Class C airspace.
1.2.3.3 Military aircraft operating VFR should, to the max extent possible, maintain
radio contact with the appropriate air traffic control agency for their area of operation.
1.2.4 Change to Instrument Flight Rules (IFR)
1.2.4.2 Aircraft departing satellite airports are VFR and will remain VFR until air traffic
control assigns an altitude. If air traffic control is unable to issue an altitude
immediately, the controller will advise the pilot when or where to expect altitude
assignment.
1.3.1.1 All civil aircraft operating in the Kabul FIR shall operate IFR in Class A except
where specifically authorized to conduct flight in VFR. Aircraft shall be equipped with
suitable instruments and navigation equipment appropriate to the route to be flown.
Aircraft intending to operate on Afghanistan’s air routes shall be suitably equipped to
comply with RNP-10 as detailed at GEN 1.5.2.
1.3.1.2 An IFR flight shall report, to the appropriate air traffic services unit, as soon as
possible, the time and level of passing each designated compulsory reporting point.
Position reports shall similarly be made in relation to additional points when
requested by the appropriate air traffic services unit.
1.3.1.3 Unless instructed by ATC, civil IFR flights are not permitted within Class G
airspace.
1.3.2 Change from IFR Flight to VFR Flight
1.3.2.1 An aircraft electing to change the conduct of its flight from compliance with the
instrument flight rules to compliance with the visual flight rules shall notify the
appropriate air traffic services unit specifically that the IFR flight is cancelled and
communicate there to the changes to be made to its current flight plan.
1.3.2.2 Military aircraft which are IFR and established on the airway or established
within Class E airspace and are requesting to land at airports which are outside of
these areas shall, if applicable, advise air traffic control when able to proceed tactical.
Air traffic control shall acknowledge and terminate IFR service. Aircraft that are
tactical shall cancel IFR and comply with applicable military directives. Aircraft that
cannot proceed tactical will not be descended below the airway’s minimum enroute
altitude or be permitted to exit the ATS route or Class E airspace.
1.4.1.1 The Kabul FIR is classified into Class A, C, D, E, and G airspace. Class B and F
airspace are not used in the Kabul FIR. Air traffic services are provided in all controlled
airspace, by the controlling ATC facility, based on Procedural (non- ATC Surveillance
System) procedures supplemented by ATC Surveillance System where possible.
1.4.3.1 Any requirement to add or amend airspace within the Kabul FIR is required to
be coordinated via the CFACC Liaison Officer (LNO) initially as the first Point of
Contact (POC) Cell +93 (0)799 723906 . The second POC is the AUAB AFFOR/A3:
DSN 318 436-2578/4097/4098. AFFOR/A3 is the final approval authority for airspace
additions or amendments.
1.4.4 Wake Turbulence Categories
1.4.4.1 For the purpose of wake turbulence, aircraft are divided into the following
weight categories:
a. SUPER (J) − A380 Aircraft;
b. HEAVY (H) − All other aircraft types of 136,000 KG maximum take−off
weight or more;
c. MEDIUM (M) − Aircraft types of less than 136,000KG maximum take-off
weight but more than 7,000KG maximum take-off weight;
d. LIGHT (L) − Aircraft types of 7,000KG maximum take-off weight or less.
Note: B757 and H47 (Chinook) are categorised Heavy (H) when the following aircraft
is categorised either Medium (M) or Light (L) and categorised Medium(M) when the
preceding aircraft is categorized Heavy (H).
1.5.1 Holding
1.5.1.1 Enroute holding will be used in Kabul FIR when needed to expedite the flow
of traffic. If holding is issued, all aircraft shall fly 10-mile legs and conduct right turns.
An “expect further clearance” time (EFC) shall be issued by ATC at least 5 minutes
prior to the aircraft’s estimated time to the clearance limit. If no delay is expected at
the clearance limit, air traffic control shall advise the pilot “no delay expected”.
1.5.1.2 Due to limited airspace available, it is imperative that the approaches to the
holding patterns and procedures are carried out as exactly as possible. Pilots should
inform ATC if the approach and/or holding cannot be performed as required.
1.5.2 Arriving Flights
1.5.2.1.1 All arriving aircraft will contact ATC for air traffic approach service 10
minutes before entering Class C airspace. If no contact is made with ATC 10 minutes
before the Class C, the pilot will discontinue the approach and either hold at pilot’s
discretion outside the Class C and continue to attempt to contact ATC or divert to
alternate airfield. If diverting is not possible due to low fuel state, declare an
emergency and apply loss of communication procedures as per ENR 1.6.2 Radio
Failure Procedures.
1.5.2.1.2 All arriving aircraft must remain above FL 160 until 20 NM from Kabul
Airfield unless under Bagram Approach Control or Kabul Approach Control and
approved for descent below FL 160.
1.5.2.1.3 Arrivals to Kabul and Bagram from the enroute structure will be cleared to
the Kabul and Bagram airports as their clearance limit. Kabul ACC will initiate transfer
of communications prior to TCP.
1.5.2.1.4 Arrivals to Kandahar will be cleared to the Kandahar airport as their
clearance limit. Kabul ACC will initiate transfer of communications prior to TCP.
1.5.2.2 All Other Airfields
1.5.2.2.1 All aircraft must intercept air routes at their assigned altitude and must
descend and climb to/from air routes at a 90 degree angle. Contact the airfield tower,
if available, 10 minutes before landing.
1.5.2.2.2 Pilots will cancel their IFR clearance prior to leaving Class E airspace when
inbound to airports that do not have approach procedures.
1.5.2.2.3 Common safety frequency VHF 125.2 MHz for all uncontrolled airfields in
Afghanistan.
1.5.2.3.3 An aircraft executing a visual approach may descend when ready from its
previously assigned level and must maintain at least 500 ft above the base of the
control area and, by day, shall comply with ENR 1.2.2.3 regarding altitude restrictions
above terrain and built up areas. An aircraft executing visual approach at night shall
comply with these instructions and maintain the last assigned altitude or minimum
safe altitude if lower, until established within the circling area. Then remain within the
circling area and manoeuvre via the shortest route to base or final for the assigned
RWY.
1.5.3.1 Kabul International Airport: All departing traffic must climb to at least FL160
within 20 NM of KAIA, unless otherwise directed by Kabul Approach Control.
1.5.3.2 Bagram, Kabul, and Kandahar Airfields: Pilots will contact tower at least 10
minutes before takeoff in order that their departure can be de-conflicted from any
military operations taking place in the immediate vicinity of the airfield or affecting
their outbound route.
1.5.3.3 All other Airfields: Contact the airfield tower, if available, at least 10 minutes
before departure. Flights must squawk Mode 3/ACFT assigned code before
departure. Once airborne, contact the Kabul ACC and provide call sign, airfield
departing from, flight level passing, flight level climbing to, and direction of flight.
NOTE: The aforementioned procedure does not replace or negate the need for a
flight plan. Operators using these procedures are still responsible for filing an ICAO
flight plan and obtaining applicable diplomatic clearances. Normal ATC procedures
apply outside Afghanistan.
1.5.4 Military and Civil aircraft lighting requirements.
1.5.4.1 Military airlift aircraft will operate with all lights and strobes when at or above
FL 280 in Afghanistan airspace. Military airlift aircraft will operate upper strobes only
when cruising below FL 280.
1.5.4.2 Military airlift aircraft will turn off all external lighting prior to descent/entry into
tactical areas of control.
1.5.4.3 Non-NVG Airland qualified crews will not turn landing and taxi lights on earlier
than 400 ft AGL unless necessitated by the operational environment. However, lights
will be turned on no later than 100 ft AGL.
1.5.4.4 NVG Airland qualified crews utilizing NVG's, with prior coordination from the
controlling agency, may perform landings with NVG lighting only.
1.5.4.5 For departures, crews may depart with only NVG lighting. However, if poor
runway lighting conditions exist or if the experience or comfort level requires lighting,
for safety, the Aircraft Commander will utilize the appropriate lighting for safe
operations. Regardless, crew will turn off aircraft lighting after take-off.
1.5.4.6 All civil aircraft operating between the hours of sunset and sunrise shall
operate external lighting in accordance with Annex 2 to the Convention on
International Civil Aviation.
1.6.1.1 ATC Surveillance System: ATC surveillance service is only available within
the following terminal areas:
1.6.1.1.1 Bagram Airfield.
1.6.1.1.2 Kandahar Airfield.
1.6.1.1.3 Kabul Airport.
1.6.1.2 There is no enroute ATC Surveillance System within the Kabul FIR. Air traffic
control applies Procedural (non-ATC Surveillance System) separation standards to
aircraft flying in the high and low enroute airway structures.
1.6.2 Radio Failure Procedures
1.6.2.1 All aircraft entering the Low Altitude Structure shall call the Kabul ACC 10
minutes prior to crossing the Kabul FIR boundary. If two-way radio communication
cannot be established with the Kabul ACC prior to crossing the boundary IFR service
will be terminated at the Kabul FIR boundary.
1.6.2.2 After crossing the Kabul FIR boundary, if two-way radio communication is not
established, aircraft must adjust altitude to a VFR cruising altitude.
1.6.2.3 If aircraft re-establish two-way radio contact after crossing the Kabul FIR
boundary, then an IFR clearance can be requested with the Kabul ACC. Aircraft must
maintain VFR until an IFR clearance is received.
1.6.2.4 In the event that a pilot suffers a total communications failure, he shall
squawk mode 3/A code 7600 and proceed on last assigned airway and flight level in
accordance with standard ICAO procedures located in ICAO 4444 15.2.
1.7.1 With the exception of flight within designated Control Zones (CTRs), the
altimeter pressure setting to be used for flight within the Kabul FIR is the standard
altimeter pressure setting of 29.92 INS or 1013 hectopascals/millibars.
1.7.2 Selected flight levels shall be compatible with Appendix 3 of Annex 2 to the
Convention on International Civil Aviation, Table of Cruising Levels.
1.7.3 The following standard definitions shall apply in the Kabul FIR:
1.7.3.1 Transition Altitude. The altitude at or below which, the vertical position of an
aircraft is controlled by reference to altitudes. The transition altitude for Kabul FIR is
14 000 ft AMSL.
1.7.3.2 Transition Layer. The airspace between the transition altitude and the
transition level.
1.7.3.3 Transition Level. The lowest flight level available for use above the transition
altitude. The transition level for Kabul FIR is established at FL 160.
1.7.4 Vertical positioning of aircraft at or below the transition altitude is expressed in
terms of altitude, whereas levels at or above the transition level are expressed in
terms of flight levels. While passing through the transition layer, vertical position shall
be expressed in terms of flight levels when climbing and in terms of altitudes when
descending. Aircraft shall not cruise within the transition layer.
1.8.1.1 Use of any flight level other than assigned is not authorized unless for an
emergency.
1.8.1.2 VFR aircraft will fly in accordance with the Table of Cruising Levels in
Appendix 3 of ICAO Annex 2 (also referred to as Semi-Circular Cruising Levels/0-179
degrees odd flight levels, 180-359 degrees even flight levels) plus 500 ft. There is
currently no level restriction for Military VFR operations above FL 290 in Class G
airspace.
1.8.1.3 CAUTION: Afghanistan is mountainous terrain with peaks over 22,000 ft
AMSL. Pilots are advised of high terrain in vicinity of routings. For example:
V338 (GEROR-MURAD): 16 580 ft peak N34º38' E067º37' (north edge of
airway)
A453 (MURAD-PAROD): 14 800 ft peak N33º26' E067º53'
M920 (QUINA – DOSHI): 16 440 ft peak N35º21' E068º47'
G206 (ALAMI – OMKOE): 18 832 ft peak N35º38' E070º53'.
1.8.1.4 Altitude changes for IFR aircraft are provided by air traffic control within the
Kabul FIR once established on an airway in the Kabul ACC High Enroute Structure.
1.8.1.5 Aircraft deviating from high airways are entering Class G airspace and
restricted military areas and will be subjected to fighter interception, ICAO sanctions,
and denial of future over-flights.
1.8.2 Separation
1.9.2.1 Movement Request Forms (MRF) and PPR request forms may be obtained
from:
http://www.motca.gov.af/important_information.htm; or
http://amccisaf.nc3a.nato.int
1.9.2.2 Military and civilian aircraft supporting ISAF obtain PPRs (and slot times for
non-PPR airfields) by submitting a MRF to the Allied Movements Coordination Centre
(AMCC)(ISAF). Exception: Theatre based and US aircraft.
1.9.2.3 Theatre based and US aircraft should obtain PPRs through their C2
organisation or directly from the airfield. If unable to coordinate via C2 or airfield
directly, any transport aircraft supporting ISAF may coordinate PPRs through AMCC
(ISAF).
CONTACT INFORMATION
AMCC (ISAF)
Commercial Phone: +31 40 289 8908
+31 40 289 8909
Facsimile: +31 40 289 8930
CRONOS: AMCC OPS
Unclassified e-mail: amcceindhoven1@abeheh.nl
Website: http://amccisaf.nc3a.nato.int
HQ ISAF Air Coordination Element (ACE)
IVSN: 686-1304
Commercial Phone: +93 799 511 304
CRONOS: ISAF HQ CJOC ACE PLANS FW TRANS SO IS
CENTCOM CAOC Air Mobility Division (AMD)
DSN: 318-346-4127
Commercial Phone: +93 44 58 9555; extension 436-4127
Unclassified e-mail: mu_amdalctc130pln@auab.centaf.af.mil
1.10.1 General
1.10.1.1 All civil flights authorized to operate in the Kabul FIR must file an ICAO flight
plan in accordance with ICAO Rules of the Air Annex 2, if possible.
1.10.1.2 If ICAO flight plans are unavailable, all aircraft must file a flight plan including
at least the following:
a. Callsign
b. Type
c. Departure point
d. Destination
e. Altitude
f. Route of Flight
g. Estimated time of arrival
1.10.1.3 Military flight plans from Bagram and Kandahar airports will be received by
the Kabul ACC via the IMT system. Flight plans can be called in to the Kabul ACC by
dialling DSN 318 237-2840 and 318.237-6841. If unable to file a flight plan at the
departing point, aircrews are required to depart VFR and contact Kabul ACC as soon
as possible to file in the air.
1.10.2 Procedures applicable to Operators/Pilots
1.10.2.3 Aircraft may enter and exit the Kabul FIR, only via the following points, and
must flight plan accordingly:
COUNTRY REPORTING
LAT/LONG AIRWAY ALTITUDE
(TO/FROM) POINT
Pakistan GADER N29º40’59.70” G206 7 000 ft – FL 290
E61º28’03.42”
COUNTRY REPORTING
LAT/LONG AIRWAY ALTITUDE
(TO/FROM) POINT
GADER N29º40'59.70" A453 7 000 ft – FL 290
E61º28'03.42"
SOKIR N29º08'00" M375 10 000 ft – FL 290
E64º25'01.02"
SERKA N29º51'00" V390 11 000 ft – FL 290
E66º15'01.02"
RIMPA N31º26'00" G202 12 000 ft – FL 290
E67º36'00"
LAJAK N33º55'58.98" M696 FL 160 – FL 290
E70º29'58.98"
KOTAL N34º05'58.98" A455 12 000 ft – FL 290
E71º08'58.02"
OMKOE N35º36'58.02" G206 FL 210 – FL 290
E71º30'58.02"
SERKA N29º51'00" B466 FL 310 – FL 430
E66º15'01.02"
ASLUM N31º01'00" G792 FL 310 – FL 430
E66º37'00"
ROSIE N31º40'00" L750 FL 310 – FL 430
E68º59'58.98"
PAVLO N32º51'58.98" N644 FL 310 – FL 430
E69º25'58.98"
SITAX N33º05'00" A466 FL 310 – FL 430
E70º03'00"
LAJAK N33º55'58.98" M881 FL 310 – FL 430
E70º29'58.98"
PADDY N36º27'58.02" P500 FL 310 – FL 430
E71º37'58.02"
Tajikistan PINAX N37º15'00" V848 FL 220 – FL 290
E69º06'00"
EGPAN N38º25'00" V876 FL 190 – FL 290
E70º44'00"
FIRUZ N36º40'00" P500 FL310 – FL 430
E71º38'00"
EGPAN N38º25'00" M881 FL 310 – FL 430
E70º44'00"
Uzbekistan AMDAR N37º12'30" A454 FL 190 – FL 290
E67º20'36"
AMDAR N37º12'30" A466 FL310 - FL430
COUNTRY REPORTING
LAT/LONG AIRWAY ALTITUDE
(TO/FROM) POINT
E67º20'36"
Turkmenistan RAPTA N37º27'00" B442 7 000 ft – FL 290
E65º38'00"
LEMOD N36º10'00" M696/N644 FL 180 – FL 430
E64º17'30"
RANAH N35º35'00" V838/L750 FL 160 – FL 430
E63º12'00"
Iran CHARN N35º10'06.84" V390/G492 9 000 ft – FL 430
E61º08'07.32" B466
KAMAR N32º39'00" G202 11 000 ft – FL 290
E60º44'00"
SOKAM N33º13'16.02" V338 11 000 ft – FL 290
E60º37'54"
SIGSI N31º05'30" V717 8 000 ft – FL 290
E61º53'00"
1.10.3.1 All operators are to contact Airfield Management for prior approval to fly into
destinations within Afghanistan via
http://www.motca.gov.af/important_information.htm, as well as contact the Ministry of
Transportation and Civil Aviation (MoTCA) for ITGA approval to land at any civil
airfield.
1.10.4 Flight Plan Information
1.10.4.1 Operators should use the appropriate flight plan designation specified for the
RNP-10 route flown. The letter R should be placed in Block 10 of the Host Nation
International Flight Plan or ICAO International Flight Plan to indicate that the aircrew
has reviewed the planned route of flight to determine RNP-10 requirements and the
aircraft and operator have been approved by the appropriate approval authority to
operate in areas or on routes where RNP-10 is a requirement for operation.
1.10.4.2 During flight planning, the flight aircrew should pay particular attention to
conditions that may affect operations in RNP-10 airspace (or on RNP-10 routes).
These include, but may not be limited to:
1.10.4.2.1 Verifying the aircraft is approved for RNP-10 operations.
1.10.4.2.2 Verifying the RNP-10 time limit has been accounted for.
1.10.4.2.3 Verifying the letter R is annotated in Block 10 (Equipment) Host Nation
International Flight Plan or ICAO International Flight Plan.
1.10.4.2.4 Verifying the requirements for GPS, such as FDE, if appropriate for the
operation.
1.10.4.2.5 If required for a specific navigation system, accounting for any operating
restriction related to RNP-10 approval/compliance. The requirement is for an
indication, in tabular form, of the addresses allocated to flight plans.
1.11.1 General.
1.11.1.1 Flights intending to land in Afghanistan should file a roundtrip flight plan
using the address OAKXZQZX. Flights overflying Afghanistan (transiting Kabul FIR)
should address their flight plan using the address OAKXZQZX.
1.11.2 Herat (OAHR) Requirements
1.11.2.1 Flight plans and associated messages of flights with Herat Airport (OAHR)
as a destination, departure or alternate aerodrome must include Herat Tower AFTN
address (OAHRYAYX) in the address list.
1.11.3 Mazar-e Sharif (OAMS) Requirements
1.11.3.1 Flight plans and associated messages of flights with Mazar-e Sharif Airport
(OAMS) as a destination, departure or alternate aerodrome must include AFTN
addresses ETCCYFMS and OAMSYAYX in the address list.
1.11.4 Kabul (OAKB) Requirements
1.11.4.1 Flight plans and associated messages of flights with Kabul International
Airport (OAKB) as a destination, departure or alternate aerodrome must include KAIA
AIS and Briefing room AFTN addresses (OAKBYWYX, OAKBYNYX, OAKBZPZX) in
the address line.
1.12.1.1 The following procedures and visual signals apply throughout the Kabul FIR
in the event of interception of an aircraft. An aircraft that is intercepted by another
aircraft shall immediately:
a. Follow the instructions given by the intercepting aircraft, interpreting and
responding to visual signals in accordance with the specifications in Appendix 1
of ICAO Annex 2;
b. Notify, if possible the appropriate air traffic services unit;
c. Attempt to establish radio-communication with the intercepting aircraft or
with the appropriate intercept control unit, by making a general call on the
emergency frequency 121.5 MHZ, giving the identity of the intercepted aircraft
and the nature of the flight; if no contact has been established and if practicable,
repeat this call on the emergency frequency 243 MHZ;
d. If equipped with SSR transponder, select Mode A Code 7700, unless
otherwise instructed by the appropriate air traffic services unit.
1.12.2 Phraseology during Interception
1.12.2.2 The phrases shown in the table below shall be used by the intercepting
aircraft and transmitted twice in the circumstances described in the preceding
paragraph.
1.12.2.3 If any instructions received by radio from any sources conflict with those
given by the intercepting aircraft by visual signals and/or by radio, the intercepted
aircraft shall request immediate clarification while continuing to comply with the visual
and/or radio instructions given by the intercepting aircraft.
1.12.2.4 The visual signals for use while intercepting are detailed on pages ENR
1.12-2 to ENR 1.12-4.
1.13.1 General
1.13.2.1 Unless considerations aboard the aircraft dictate otherwise, the pilot-in-
command should attempt to continue flying on the assigned track and at the assigned
cruising level at least until notification to an ATS unit is possible or the aircraft is
within ATC Surveillance System coverage.
1.13.2.2 When an aircraft subjected to an act of unlawful interference must depart
from its assigned track or its assigned cruising level without being able to make
radiotelephony contact with ATS, the pilot-in-command should, whenever possible:
1.13.2.2.1 Attempt to broadcast warnings on the VHF emergency frequency and
other appropriate frequencies, unless considerations aboard the aircraft dictate
otherwise. Other equipment such as onboard transponders, data links, etc. should
also be used when it is advantageous to do so and circumstances permit; and
1.13.2.2.2 Proceed in accordance with applicable special procedures for in-flight
contingencies, where such procedures have been established and promulgated in
Doc 7030 – Regional Supplementary Procedures; or
1.13.2.2.3 If no applicable regional procedures have been established, proceed at a
level which differs from the cruising levels normally used for IFR flight in the area by 2
000 ft (600 M) if above FL 290 or by 1000 ft (300 M) if below FL 290.
1.13.2.3 An aircraft equipped with an SSR transponder is expected to operate the
transponder on Mode A Code 7500 to indicate specifically that it is the subject of
unlawful interference. The aircraft may operate the transponder on Mode A Code
7700, to indicate that it is threatened by grave and imminent danger, and requires
immediate assistance.
1.13.2.4 Action to be taken by SSR-equipped aircraft which are being subjected to
unlawful interference is contained in Annex 11, the PANS-ATM (Doc 4444) and the
PANS-OPS (Doc 8168). Action to be taken by CPDLC-equipped aircraft which are
being subjected to unlawful interference is contained in Annex 11, the PANS-ATM
(Doc 4444), and guidance material on the subject is contained in the Manual of Air
Traffic Services Data Link Applications (Doc 9694).
The Air Traffic Incident procedures described below are derived from Appendix 4 to
ICAO Doc 4444 Procedures for Air Navigation Services – Air Traffic Management
1.14.1 Definition of Air Traffic Incidents
1.14.1.1 Air traffic incident. A serious occurrence related to the provision of air traffic
services, such as:
a. Aircraft proximity (AIRPROX),
b. Serious difficulty resulting in a hazard to aircraft caused, for example, by:
i) Faulty procedures,
ii) Non-compliance with procedures, or
iii) Failure of ground facilities.
1.14.2 Definitions for Aircraft Proximity (AIRPROX)
1.14.3.1 Air traffic incidents are designated and identified in reports as follows:
TYPE DESIGNATION
Air Traffic Incident Incident
as 1.14.1.1 above AIRPROX (aircraft proximity)
as 1.14.1.1 b i & ii above Procedure
1.14.7)
1.14.4.1 The Air Traffic Incident Report Form is intended for use:
a. By a pilot for filing a report on an air traffic incident after arrival or for
confirming a report made initially by radio during flight.
Note: The form, if available on board, may also be of use in providing a template
for making the initial report in flight.
b. By an ATS unit for recording an air traffic incident report received by radio,
telephone or teleprinter.
Note: The form may be used as a template for the text of a message to be
transmitted over the AFS network.
1.14.5 Reporting Procedures (including In-Flight Procedures)
1.14.5.1 The following are the procedures to be followed by a pilot who is or has been
involved in an incident.
1.14.5.1.1 During flight, use the appropriate air/ground frequency for reporting an
incident of major significance, particularly if it involves other aircraft, so as to permit
the facts to be ascertained immediately. Inform air traffic control immediately of
intentions to file a report to facilitate a timely investigation.
1.14.5.1.2 As promptly as possible after landing, submit a completed Air Traffic
Incident Report Form for the following reasons:
1.14.5.1.2.1 Confirming a report of an incident made initially via air/ground frequency,
or for making the initial report on such an incident if it had not been possible to report
it by radio.
1.14.5.1.2.2 For reporting an incident that did not require immediate notification at the
time of occurrence.
1.14.5.2 An initial report made by radio should contain the following information:
1.14.5.2.1 Aircraft identification
1.14.5.2.2 Type of incident, e.g. aircraft proximity
1.14.5.2.3 The incident details of sections A, F, I, J, K, L, M, N and O in the form in
section 1.14.7.
1.14.5.3 The confirmatory report of an incident of major significance initially reported
by radio or the initial report on any other incident should be submitted to each of the
following;
MoTCA via fax: (00873) 762-523-846
1.14.6.1 The purpose of the reporting of aircraft proximity incidents and their
investigation is to promote the safety of aircraft. The degree of risk involved in an
aircraft proximity incident should be determined in the incident investigation and
classified as “risk of collision”, “safety not assured”, “no risk of collision” or “risk To be
determined”
1.14.6.2 The purpose of the form is to provide investigation authorities with as
complete information on an air traffic incident as possible and to enable them to
report back, with the least possible delay to the pilot or operator concerned, the result
of the investigation of the incident and, if appropriate, the remedial action taken.
1.14.7 Air Traffic Incident Report Form.
1.14.7.1 The Air Traffic Incident Report form is to be used when submitting or
receiving a report on an incident. The form is available below and as a stand alone
document (pdf format) on the MoTCA website:
Air Traffic Incident Report form ...............................................
http://www.motca.gov.af/important_information.htm
Shaded boxes contain items to be included in an initial report by radio.
Control
Location Class Dimensions Freq
Agency
High Air A See ENR 3.2 Kabul Area See ENR 3.2
Routes Control Centre
Low Air E See ENR 3.1 Kabul Area See ENR 3.1
Routes Control Centre
Control
Location Class Dimensions Freq
Agency
e. N34º12'46.79" E069º45'58.89",
f. N34º07'36.44" E069º30'59.47",
g. N34º06'55.93" E069º13'02.92",
h. N34º40'58.71" E069º14'58.99",
1 000 ft AGL to FL 160 excluding that
airspace which is designated as Class
D.
D 5 NM radius from the ARP surface to, Kandahar Tower 125.5 MHz
but not including, 6 000 ft AMSL.
Kandahar 360.2. MHz
CTR
Jalalabad D 5 NM radius from ARP up to but not Jalalabad Tower 129.7 MHz
including 4 300 ft AMSL.
Jalalabad
CTR
Tarin D 5NM radius from ARP surface to, but TK Tower 131.275 MHz
Kowt not including, 7 500 ft AMSL.
Takin 247.100 MHz
Kowt
CTR
Control
Location Class Dimensions Freq
Agency
Bastion An ATZ is not allocated a Class of 385.0 MHz
ATZ airspace; it will adopt the same Class
as the surrounding airspace. Aircraft
require ATC permission to operate
within an ATZ.
3.1.1. The Low Air Route structure comprises of air routes as per ENR 3.1.4. Theses
Air Routes are 20 NM wide, 10 NM either side of the designated track from FL 160 to
FL 290.
3.1.1.1 All civil air routes and flight levels are separated from military airspace. Any
deviation from these civil air routes and flight levels may cause traffic conflicts with
ongoing military operations. Failure to comply with these procedures may result in
interception by armed coalition fighter aircraft
3.1.2 When entering the Low Altitude Structure at or below FL 290 from the North
between LEMOD Waypoint on M696 clockwise to LAJAK Waypoint on M696, aircraft
shall contact Kabul ACC on 118.3 VHF or 242.6 UHF. When entering Kabul ACC at
or below FL 290 from the South between RIMPA Waypoint on G202 clockwise to
RANAH Waypoint on V838, aircraft shall contact Kabul ACC on 120.9 VHF or 361.0
UHF. If unable to contact Kabul ACC on VHF or UHF, attempt to contact via HF
frequencies 5658 or 10018. All aircraft, both IFR and VFR, must continually monitor
the frequency assigned by air traffic control. 3.1.2.2 125.325MHz shall be monitored
when unable to establish two way communications with the Kabul Area Control
Centre (KACC) while on an Air Route. This frequency may be used by the KACC to
broadcast or relay "safety of flight" information.
3.1.3 All air routes are identified by latitude and longitude references and utilize
modified RNP-10 requirements. Aircraft must be capable of maintaining RNP-10
without reliance on ground based navigation aid updates in the Kabul FIR.
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
GADER VACUK
A453 N29º40'59.70" N30º42'44.48" 7 000 NONE
E61º28'03.42" E63º51'19.02"
VACUK LOVIT
A453 N30º42'44.48" N31º09'04" 7 000 11 000
E63º51'19.02" E065º00'26"
LOVIT PAROD
A453 N31º09'04" N31º29'00" 7 000 7 000
E065º00'26" E65º54'00"
PAROD KUNAN
A453 N31º29'00" N32º03'34" 12 800 12 800
E65º54'00" E066º36'27"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
KUNAN MAXIN
A453 N32º03'34" N32º46'30" 12 800 17 000
E066º36'27" E67º27'00"
MAXIN PATOX
A453 N32º46'30" N33º32'54" 16 300 23 000
E67º27'00" E68º25’12"
PATOX KEDAR
A453 N33º32'54" N34º10'04.07" 16 500 17 000
E68º25'12" E68º53'15.39"
KEDAR MURAD
A453 N34º10'04.07" N34º31'00" 16 500 16 500
E68º53'15.39" E69º09'00"
MURAD MIXEL
A453 N34º31'00"“ N34º27'19.05" 16 500 16 500
E69º09'00" E70º04'54.67"
MIXEL RAMSO
A453 N34º27'19.05" N34º25'48" 16 500 16 500
E70º04'54.67" E70º28'30"
RAMSO LAJAK
A453 N34º25'48" N33º55'58.98" 16 900 25 000
E70º28'30" E70º29'58.98"
AMDAR KHOLM
A454 N37º12'30" N36º43'00" 18 400 18 400
E67º20'36" E67º41'00"
KHOLM DOSHI
A454 N36º43'00" N35º36'00" 18 400 32 000
E67º41'00" E68º26'30"
DOSHI MURAD
A454 N35º36'00" N34º31'00" 18 400 29 000
E68º26'30" E69º09'00"
RAMSO KOTAL
A455 N34º25'48" N34º05'58.98" 11 200 25 000
E70º28'30" E71º08'58.02"
KAMAR FARAH
G202 N32º39'00" N32º22'00" 10 400 26 000
E60º44'00" E62º09'30"
FARAH DILAM
G202 N32º22'00" N32º10'30" 10 400 26 000
E62º09'30" E63º24'00"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
DILAM DOLAN
G202 N32º10'30" N31º50'30" 10 300 21 000
E63º24'00" E64º39'00"
DOLAN NABID
G202 N31º50'30" N31º44'52" 10 300 10 300
E64º39'00" E064º58'27"
NABID PAROD
G202 N31º44'52" N31º29'00" 10 300 10 300
E064º58'27" E65º54'00"
PAROD VUSIP
G202 N31º29'00" N31º25'56" 11 200 11 200
E65º54'00" E066º52'20"
VUSIP RIMPA
G202 N31º25'56" N31º26'00" 11 200 11 200
E066º52'20" E67º36'00"
GEROR ALEXY 12 000
V718 N34º12'36" N33º11'30" 12 000
E62º13'18" E62º50'00"
ALEXY DILAM
V718 N33º11'30" N32º10'30" 12 800 25 000
E62º50'00" E63º24'00"
DILAM VACUK
V718 N32º10'30" N30º42'44.48" 12 800 16 500
E63º24'00" E63º51'19.02"
VACUK EMERO
V718 N30º42'44.48" N30º14'23.88" 5 000 Unknown
E63º51'19.02" E65º06'18.50"
EMERO SERKA
V718 N30º14'23.88" N29º51'00" 11 200 Unknown
E65º06'18.50" E66º15'00"
V718 Caution: Approaching SERKA from EMERO, R249E in the Karachi FIR is very
close to the air route to the south. It is recommended aircraft maintain centreline into
and out of SERKA to avoid the restricted area.
GADER NABKA
G206 N29º40'59.70" N31º28'59.86" 10 200 NONE
E61º28'03.42" E62º51'06.92"
NABKA DILAM
G206 N31º28'59.86" N32º10'30" 10 200 21 000
E62º51'06.92" E63º24'00"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
DILAM BAGNI
G206 N32º10'30" N32º37'30" 14 700 21000
E63º24'00" E64º26'30"
BAGNI RIKAD
G206 N32º37'30" N33º27'42" 14 700 20 000
E64º26'30" E66º27'30"
RIKAD NEVIV
G206 N33º27'42" N33º58'48" 17 900 27 000
E66º27'30" E67º47'00"
NEVIV TABDA
G206 N33º58'48" N34º18'32.12" 17 900 23 000
E67º47'00" E68º36'17.50"
TABDA MURAD
G206 N34º18'32.12" N34º31'00" 17 900 18 000
E68º36'17.50" E69º09'00"
MURAD IMGES
G206 N34º31'00" N34º59'01.74" 16 500 16 500
E69º09'00" E70º09'08.84"
IMGES ALAMI
G206 N34º59'01.74" N35º06'06" 16 500 21 000
E70º09'08.84" E70º25'12"
ALAMI OMKOE
G206 N35º06'06" N35º36'58.02" 20 100 29 000
E70º25'12" E71º30'58.02"
DAVER EMERO
M375 N29º34'18" N30º14'23.88" 9 500 17 000
E64º40'36" E65º06'18.50"
EMERO ULOSA
M375 N30º14'23.88" N30º45'09" 9 500 9 500
E65º06'18.50" E065º25'47"
ULOSA PAROD
M375 N30º45'09" N31º29'00" 9 500 9 500
E065º25'47" E65º54'00"
PAROD DARUS
M375 N31º29'00" N32º17'44" 15 400 15 400
E65º54'00" E066º07'37"
DARUS RIKAD
M375 N32º17'44" N33º27'42" 15 400 20 000
E066º07'37" E66º27'30"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
RIKAD VUVEN
VFR corridor
M375 N33º27'42" N34º32'30" 16 900
only
E66º27'30" E66º55'30"
VUVEN SERGO
VFR corridor
M375 N34º32'30" N35º14'29" 16 900
only
E66º55'30" E67º07'18"
SERGO KHOLM
VFR corridor
M375 N35º14'29" N36º43'00" 15 300
only
E67º07'18" E67º41'00"
LEMOD RESOT
M696 N36º10'00" N35º55'30" 17 500 26 000
E64º17'30" E64º46'12"
RESOT SERGO
M696 N35º55'30" N35º14'29" 17 500 Unknown
E64º46'12" E67º07'18"
SERGO VUSAR
M696 N35º14'29" N34º50'22.21" 17 500 Unknown
E67º07'18" E68º15'27.98"
VUSAR MURAD
M696 N34º50'22.21" N34º31'00" 17 500 18 000
E68º15'27.98" E69º09'00"
MURAD GERAN
M696 N34º31'00" N34º14'20" 17 300 17 300
E69º09'00" E69º48'12"
GERAN LAJAK
M696 N34º14'20" N33º55'58.98" 17 300 25 000
E69º48'12" E70º29'58.98"
DOSHI QUINA
M920 N35º36'00" N36º08'06.42" 17 500 29 000
E68º26'30" E68º52'09.24"
QUINA COKIB
M920 N36º08'06.42" N36º47'48" 17 500 26 000
E68º52'09.24" E69º23'00"
SOKAM GEROR
V338 N33º13'16.02" N34º12'36" 10700 16 000
E60º37'54" E62º13'18"
GEROR VELDT
V338 N34º12'36" N34º30'00" 16 900 16900
E62º13'18" E64º54'00"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
VELDT VUVEN
V338 N34º30'00" N34º32'30" 16 900 Unknown
E64º54'00" E66º55'30"
VUVEN LONEX
V338 N34º32'30" N34º31'33.63" 18 600 Unknown
E66º55'30" E68º23'17.97"
LONEX MURAD
V338 N34º31'33.63" N34º31'00" 18 600 19 000
E68º23'17.97" E69º09'00"
CHARN GEROR
V390 N35º10'06.84" N34º12'36.00" 8 800 8 800
E61º08'07.32" E62º13'18.00"
GEROR BAGNI
V390 N34º12'36.00" N32º37'30" 15 600 26 000
E62º13'18.00" E64º26'30"
BAGNI TOTSI
V390 N32º37'30" N32º02'20" 12 200 18 000
E64º26'30" E065º10'13"
TOTSI PAROD
V390 N32º02'20" N31º29'00" 10 800 10 800
E065º10'13" E65º54'00"
PAROD SODAS
V390 N31º29'00" N30º39'38" 7 800 7 800
E65º54'00" E066º04'02"
SODAS SERKA
V390 N30º39'38" N29º51'00" 10 900 10900
E066º04'02" E66º15'00"
SIGSI FARAH
VFR corridor
V717 N31º05'30" N32º22'00" 7 700
only
E61º53'00" E62º09'30"
FARAH LABUS
V717 N32º22'00" N33º23'12" 10 200 22 000
E62º09'30" E62º15'50"
LABUS GEROR
V717 N33º23'12" N34º12'36" 10 200 10 200
E62º15'50" E62º13'18"
GEROR DAXUP
V717 N34º12'36" N34º59'00" 12 900 12 900
E62º13'18" E63º06'30"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
DAXUP JIMPO
V717 N34º59'00" N35º18'00" 12 700 13 000
E63º06'30" E63º39'00"
JIMPO RESOT
V717 N35º18'00" N35º55'30" 12 700 29 000
E63º39'00" E64º46'12"
RESOT UKMUS
V717 N35º55'30" N36º27'00" 10 300 24 000
E64º46'12" E66º22'48"
UKMUS XARDO
V717 N36º27'00" N36º43'48" 10 300 10 300
E66º22'48" E67º15'30"
XARDO KHOLM
V717 N36º43'48" N36º43'00" 10 300 10 300
E67º15'30" E67º41'00"
KHOLM IVAGA
V717 N36º43'00" N36º40'00" 10 300 10 300
E67º41'00" E68º55'00"
IVAGA COKIB
V717 N36º40'00" N36º47'48" 14 000 14 000
E68º55'00" E69º23'00"
COKIB KAVOG
V717 N36º47'48" N37º05'30" 14 000 22 000
E69º23'00" E70º30'00"
RANAH JIMPO
V838 N35º35'00" N35º18'00" 13 500 18 000
E63º12'00" E63º39'00"
JIMPO VELDT
V838 N35º18'00" N34º30'00" 13 500 22 000
E63º39'00" E64º54'00"
VELDT RIKAD
V838 N34º30'00" N33º27'42" 17 500 Unknown
E64º54'00" E66º27'30"
RIKAD MAXIN
V838 N33º27'42" N32º46'30" 17 500 Unknown
E66º27'30" E67º27'00"
PINAX COKIB
V848 N37º15'00" N36º47'48" 21 100 21 100
E69º06'00" E69º23'00"
MINUMUM MINIMUM
FIX OBSTACLE RADIO
FIX — TO
AIR ROUTE CLEARANCE RECEPTION
LAT/LONG LAT/LONG ALITITUDE ALTITUDE
(MOCA) (MRA)
COKIB ALKIB
V848 N36º47'48" N35º59'40" 21 100 27 000
E69º23'00" E69º54'16"
ALKIB ALAMI
V848 N35º59'40" N35º06'06" 21 100 NONE
E69º54'16" E70º25'12"
ALAMI RAMSO
V848 N35º06'06" N34º25'48" 16 800 21 000
E70º25'12" E70º28'30"
RAPTA UKMUS
B442 N37º27'00" N36º27'00" 7 000 7 000
E65º38'00" E66º22'48"
UKMUS SERGO
B442 N36º27'00" N35º14'29" 15 000 Unknown
E66º22'48" E67º07'18"
EGPAN KAVOG
VFR corridor
V876 N38º25'00" N37º05'30" 18 800
only
E70º44'00" E70º30'00"
KAVOG ALKIB
VFR corridor
V876 N37º05'30" N35º59'40" 19 800
only
E70º30'00" E69º54'16"
ALKIB ALMOL
V876 N35º59'40" N35º39'47" 19 800 25 000
E69º54'16" E69º45'30"
ALMOL MURAD
V876 N35º39'47" N34º31'00" 19 800 22 000
E69º45'30" E69º09'00"
3.2.1 The High Enroute Structure comprises upper air routes B466, G792, L750,N644
A466, M881, P500 and UL333 (see ENR 3.2.8). The air routes are 20 NM wide, 10 NM
either side of the designated track from FL 290 to FL 450. Aircraft will generally be
assigned standard levels according to direction between the Lowest Assignable Level
(LAL) of FL 310 and the Maximum Assignable Level (MAL) of FL 430.
3.2.2 From 2000 Z – 0000 Z daily, the lower boundary of Class A airspace drops to FL
270, allowing a LAL of FL 280, on air routes L750, N644, A466 and G792 only.
3.2.3 All High Enroute Structure over-flight aircraft must contact the Kabul ACC 10
minutes prior to entering the FIR boundary. If entering via B466/G792, L750, A466 or
UL333, aircraft must contact Kabul ACC on 128.5 VHF. If entering Kabul ACC via N644
or M881 contact must be made via HF frequencies 5658 or 10018.
3.2.3.1 125.325MHz shall be monitored when unable to establish two way
communications with the Kabul Area Control Centre (KACC) while on an Air Route. This
frequency may be used by the KACC to broadcast or relay "safety of flight" information.
3.2.4 All air routes are identified by latitude and longitude references and utilize modified
RNP-10 requirements.
3.2.5 RVSM is not authorized in the Kabul FIR.
3.2.6 These airways are for civil aircraft only. All military aircraft over-flights, whether US
military or otherwise, must be approved by the ACA via the Air Mobility Division (AMD).
3.2.7 These routes are only for aircraft overflying the Kabul FIR that will not land at any
underlying airfield unless an emergency aircraft under ICAO emergency procedures.
MINIMUM
MINIMUM
FIX RADIO
FIX — TO OBSTACLE
AIR ROUTE RECEPTION
LAT/LONG LAT/LONG CLEARANCE
ALTITUDE
(MOCA)
(MRA)
RANAH JIMPO
N35º35'00" N35º18'00" 13 500 18 000
E63º12'00" E63º39'00"
L750
JIMPO VELDT
Between N35º18'00" N34º30'00" 13 500 22 000
2000Z to 2400Z E63º39'00" E64º54'00"
FL280-FL430 VELDT RIKAD
N34º30'00" N33º27'42" 15 200 29 000
E64º54'00" E66º27'30"
MINIMUM
MINIMUM
FIX RADIO
FIX — TO OBSTACLE
AIR ROUTE RECEPTION
LAT/LONG LAT/LONG CLEARANCE
ALTITUDE
(MOCA)
(MRA)
RIKAD MAXIN
N33º27'42" N32º46'30" 15 500 29 000
E66º27'30" E67º27'00"
MAXIN GODSI
N32º46'30" N32º30'09.06" 12 900 29 000
E67º27'00" E67º48'54.70"
GODSI ROSIE
N32º30'09.06" N31º40'00" 12 900 29 000
E67º48'54.70" E68º59'58.98"
PADDY FIRUZ
P500 N36º27'58.02" N36º40'00" 26 700 N/A
E71º37'58.02" E71º38'00"
CHARN GEROR
N35º10'06.84" N34º12'36" 8 800 8 800
E61º08'07.32" E62º13'18"
GEROR BAGNI
N34º12'36" N32º37'30" 15 600 26 000
E62º13'18" E64º26'30"
BAGNI PAROD
B466 N32º37'30" N31º29'00" 12 200 18 000
E64º26'30" E65º54'00"
PAROD ELEKO
N31º29'00" N30º20'05.04" 10 900 10 900
E65º54'00" E66º08'45"
ELEKO SERKA
N30º20'05.04" N29º51'00" 10 900 10 900
E66º08'45" E66º15'01.02"
CHARN GEROR
N35º10'06.84" N34º12'36" 8 800 8 800
E61º08'07.32" E62º13'18"
GEROR BAGNI
G792 N34º12'36" N32º37'30" 15 600 26 000
E62º13'18" E64º26'30"
BAGNI PAROD
N32º37'30" N31º29'00" 12 200 18 000
E64º26'30" E65º54'00"
MINIMUM
MINIMUM
FIX RADIO
FIX — TO OBSTACLE
AIR ROUTE RECEPTION
LAT/LONG LAT/LONG CLEARANCE
ALTITUDE
(MOCA)
(MRA)
PAROD ASLUM
N31º29'00" N31º01'00" 10 200 10 200
E65º54'00" E66º37'00"
EGPAN KAVOG
N38º25'00" N37º05'30" 18 800 31 000
E70º44'00" E70º30'00"
M881
KAVOG ALAMI
NOTE: Useable N37º05'30" N35º06'06" 21 800 N/A
by HF Equipped E70º30'00" E70º25'12"
Aircraft only
ALAMI LAJAK
N35º06'06" N33º55'58.98" 16 900 25 000
E70º25'12" E70º29'58.98"
LEMOD VUVEN
N36º10'00" N34º32'30" 16 900 N/A
E64º17'30" E66º55'30"
N644 VUVEN NEVIV
N34º32'30" N33º58'48" 16 900 N/A
NOTE: Useable E66º55'30" E67º47'00"
by HF Equipped NEVIV PATOX
Aircraft only N33º58'48" N33º32'54" 16 900 30 000
E67º47'00" E68º25'12"
Between
2000Z to 2400Z PATOX MESRA
FL280 – FL430 N33º32'54" N33º16'39.46" 12 400 30 000
E68º25'12" E68º47'56.11"
MESRA PAVLO
N33º16'39.46" N32º51'58.98" 12 400 30 000
E68º47'56.11" E69º25'58.98"
AMDAR KHOLM
N37º12'30" N36º43'00" 10 000 29 000
A466 E67º20'36" E67º41'00"
MINIMUM
MINIMUM
FIX RADIO
FIX — TO OBSTACLE
AIR ROUTE RECEPTION
LAT/LONG LAT/LONG CLEARANCE
ALTITUDE
(MOCA)
(MRA)
MURAD KODAD
N34º31'00" N34º06'59" 16 200 30 000
E69º09'00" E69º24'06”
KODAD BOXUD
N34º06'59" N33º31'31.83" 16 200 30 000
E69º24'06" E69º46'11.87"
BOXUD SITAX
N33º31'31.83" N33º05'00" 16 200 30 000
E69º46'11.87" E70º03'00"
G796 MURAD GERAN
34º31'00" N34º14'20" 17 300 17 300
Between E69º09'00" E69º48'12"
2000 Z to 2400 GERAN LAJAK
Z FL 280-FL N34º14'20" N33º55'58.98" 17 300 25 000
430 E69º48'12" E70º29'58.98"
SOKAM DANOD
N33º13'16" N32º24'22" 8500
E60º37'54" E62º00'32"
DANOD KIRAT
UL333 N32º24'22" N30º39'54" 8500
E62º00'32" E64º54'37"
KIRAT SERKA
N30º39'54" N29º51'00" 9000
E64º54'37" E66º15'00"
3.4.1 A dedicated VFR corridor is established for the Afghan Air Corps helicopters
only within Kabul CTR (Class D airspace) as follows:
N34º33'09.60" E069º12'15.00", to N34º34'00.00" E069º10'26.40", to
N34º33'27.00" E069º07’'13.80", to N34º35'30" E069º05'10.20" with a width of
500 m. SFC to 500 ft AGL.
3.4.1.1 All other aircraft must remain clear of this area. Contact Kabul TWR on VHF
freq 129.4 MHz for traffic information.
Intentionally
Blank
Intentionally
Blank
4.1.1 All of the Afghanistan navigational aids are inoperative except for the TACANs
at Bagram, Herat, Kandahar and Mazar-e-Sharif. There is an operational TACAN,
DVOR and ILS located at Kabul.
4.2.1 There are no special navigation facilities established in the Kabul FIR. Note the
RNP-10 requirements described at GEN 1.5.2.
4.3.1 Significant points for the Kabul FIR are listed at ENR 3.1 and 3.2 in the tables
describing Air Navigation Routes.
4.4.1 There are no aeronautical ground lights – enroute in the Kabul FIR.
5.1.1 Introduction
5.1.1.1 All airspace in which a potential hazard to aircraft operations may exist and all
areas over which the operation of civil aircraft may, for one reason or another, be
restricted either temporarily or permanently, are classified according to the following
three types of areas as defined by ICAO.
5.1.2 Definitions
5.1.2.1 Prohibited Area. Airspace of defined dimensions, above the land areas or
territorial waters of the State of Afghanistan, within which the flight of aircraft is
prohibited. This term is used only when the flight of civil aircraft within the designated
airspace is not permitted at any time under any circumstances.
5.1.2.2 Restricted Area. Airspace of defined dimensions, above the land areas or
territorial waters of the State of Afghanistan, within which the flight of aircraft is
restricted in accordance with certain specified conditions. This term is used whenever
the flight of civil aircraft within the designated airspace is not absolutely prohibited but
may be made only if specified conditions are complied with. Thus, prohibition of flight,
except at certain specified times, leads to the designation of the airspace as a
restricted area as would prohibition except in certain meteorological conditions.
Similarly, prohibition of flight, unless special permission had been obtained, leads to
the designation of a restricted area. However, conditions of flight imposed as a result
of application of rules of the air or air traffic service practices or procedures (for
example, compliance with minimum safe heights or with rules stemming from the
establishment of controlled airspace) do not constitute conditions calling for
designation as a restricted area.
5.1.2.3 Danger Area. Airspace of defined dimensions within which activities
dangerous to the flight of aircraft may exist at specified times. This term is used only
when the potential danger to aircraft has not led to the designation of the airspace as
restricted or prohibited. The effect of the creation of the danger area is to caution
operators or pilots of aircraft that it is necessary for them to assess the dangers in
relation to their responsibility for the safety of their aircraft.
5.1.3 Designations
5.1.3.1 The type of area involved is indicated by the nationality letters OA, then a
slash (/), followed by the letter -P- for Prohibited, -R- for Restricted and -D- for
Danger. Each area is numbered and a single series of numbers is used for all areas,
regardless to type, to ensure that a number is never duplicated. Each number has
three digits; the first digit indicates the last digit of the area’s latitude, from 29º N to
38º N, the remaining two being a sequence number.
For example, areas are assigned letter and numbers in the following manner – OA/R
402, would be the 12th area established in the band of 29º N.
5.1.5.1 OA/R 101 BOST RANGE: MILITARY LIVE FIRING AND BOMBING
LATERAL LIMITS: N31º47'36" E063º58'28" — N31º55'29" E063º58'40" —
N31º59'55" E064º06'07" — N31º56'19" E064º10'45" — N31º51'20" E064º10'44"
— N31º50'52" E064º13'08" — N31º47'41" E064º11'28" — N31º47'36"
E063º58'28
VERTICAL LIMITS: SFC to FL 185
ACTIVITY TIMES: H24
REMARKS: Clearance to enter not available to civil aircraft.
5.1.5.2 OA/R 102 TARNAK RANGE: MILITARY LIVE FIRING AND BOMBING
LATERAL LIMITS: N31º27'25" E065º49'55" — N31º25'25" E065º49'51" —
N31º25'28" E065º46'38" — N31º27'48" E065º46'42" — N31º28'44" E065º48'07"
— N31º28'44" E065º49'43" — N31º27'25" E065º49'55"
VERTICAL LIMITS: SFC to FL 185
ACTIVITY TIMES: NOTAM
ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS AND AIR DEFENCE
IDENTIFICATION ZONE
POTENTIAL HAZARDS
5.3.1 All operators are advised that non-military operations could be at significant risk
because of ongoing military operations in Afghanistan. There are continuing reports
of indiscriminate small arms and missile attacks on aircraft operating in Afghanistan,
primarily at low altitudes. Therefore, operators that undertake flights within the Kabul
FIR shall do so at their own risk. Compliance with AIP procedures is mandatory;
safety of aircraft operating in the Kabul FIR requires strict adherence to AIP
procedures. Failure to comply with the procedures in this AIP may result in
interception by armed coalition fighter aircraft.
5.3.2 The following demolition sites have been identified by the International Security
Assistance Force (ISAF) in Afghanistan.
5.3.2.1 Central Region:
DEH SABZ N34º45'27" E069º29'24"
LALAM KUNJ N34º32'15" E069º43'57"
5.3.3 The reliability of the above positions is uncertain. The width and the altitude of
the sites are unknown. Aircraft captains are to approach and overfly the locations with
outmost caution.
5.3.4 Ascents of Radiosondes and Radar High Altitude Wind Observations.
Length of Rate of
Place of Ascent Time of Ascent Weight Unit m Ascent Operator
kg ft/MIN
Mazar-e Sharif 2245, 1045 0,45 30 1000 OAMS MET
(N36°42’ (-30/+30MIN) Office
E067°12’) Mazar-e Sharif,
ISAF
+49 67621
2508 3130
There are no known aerial sporting or recreational activities affecting the Kabul FIR.
5.6.1 Introduction
The following information was gathered after the examination of Kabul International
Airport, Kandahar, Mazar-e-Sharif, Herat, Bagram and Tarin Kowt’s bird activities by
a team from the Netherlands Air Force. Special thanks to Albert deHoon’s and his
team for their work "Bird Strike Prevention in Afghanistan" from where this
information is drawn.
5.6.2 Afghanistan’s Geography, Climate and Vegetation
5.3.2.1 Afghanistan is located in the centre of Asia and is landlocked between
Pakistan, Iran, Uzbekistan, Turkmenistan, Tajikistan and China. The country is
mountainous and is mostly situated above 2,000 meters altitude. The climate is
continental, arid to semiarid, with a low annual precipitation (on average the yearly
precipitation is 335 mm), resulting in droughts and limited fresh water availability in
large parts of the country. It mainly rains and snows between October and April. The
snow from the mountains feeds the rivers year round. Afghanistan has many rivers
that are suitable for irrigating their valleys. The largest part of the country is dry with
steppe vegetation. This part is used for grazing livestock and for growing crops that
require dry conditions. The remaining areas are either too dry or too rugged for
growing crops and are therefore grazed by livestock. Trees are scarce and currently
present in forests (East-Afghanistan), river valleys and in orchards and built-up areas.
5.6.3 Bird Strikes
5.3.3.1 A bird strike database is missing in Afghanistan. In general, the number of
bird strikes is low in the October to March period, most bird strikes occur in summer,
except for the month of July, and during fall migration. Weights of the birds that were
involved in the bird strikes can be categorised as follows:
- Up to 50 grams: Strikes involved small birds like swallows, sparrows and larks.
- Between 50 and 100 grams: Strikes involved birds like thrushes and starlings.
- Between 100 and 500 grams: Strikes involved birds like waders, plovers, ducks
and pigeons.
5.6.4 Birds
5.3.4.1 Since Afghanistan is in the middle of the breeding (Russia) and wintering
(India / Africa) ranges of many species, high bird numbers occur during spring and
fall migration. Since these migrating birds have, like many juvenile birds that fledge in
summer, no experience with aircraft, the most bird strikes occur in these periods.
Birds that have been observed in Afghanistan:
5.6.4.1.1 Geese. At Mazar-e-Sharif, geese (among which Graylag Goose and White-
fronted goose could be identified) were found in the grass strips adjacent to the
runway. Data about their numbers, arrival and departure dates, time of day visiting
the airport, etc. were not recorded, but around 1,000 geese were present during the
whole month of January. Geese have not been recorded at the other airfields.
5.6.4.1.2 Birds related to water and moist soils - waterfowl, waders and
plovers. Open waters and moist soils were not present at Mazar-e-Sharif and Herat.
Kandahar had the most water; a kilometer long creek with adjacent marsh land (width
25 meters), 2 ponds and 1 sewage pit. The 1-hectare pond close to the runway
attracted most waterfowl. Observing the birds arriving at and departing from this
pond, it appeared that the following species crossed the aircraft flight paths: Black-
headed gulls, Dunlins, Black-winged stilts,Night-herons and Shovelers. The other
pond, creek and sewage pit had single numbers of Little-ringed plover (, Black-
winged stilt, Intermediate egret, Green sandpiper and Ruff. At Tarin Kowt, a few
birds were present in the sewage pits: Black-winged stilts, Ruff and Lapwing. Birds
never occur in the creeks of Kabul and Bagram (including Bagram’s small pond),
according to the local personnel. This may be due to pollution; Kabul’s creek is used
as a sewage outlet and the water of Bagram’s creek and pond had a chemical colour
and smelt polluted. Near the runway of Kabul, Lapwings were observed at the end of
March. After the first rains migrating waterfowl showed up at Kabul. Tens of Curlews,
Avocets and small plovers were present. On April, Cormorants were observed circling
above Bagram’s runway and then heading for the river valley. On March, White-tailed
lapwings were present in the vicinity of Bagram. Gulls, ducks and other waterfowl
showed up in Bagram and Kabul during rainfall in Sept - Oct and March- April (fall
and spring migration season). 10’s of Great Black-headed gulls even showed up at
Kabul during snowfall in February. At Bagram, thousands of Demoiselle cranes have
been observed in the last years passing by on route to their northern breeding
grounds in March and April. These flights coincided with the aircraft flight paths. Like
with the geese at Mazar-e-Sharif, data about the numbers of cranes, arrival and
departure dates, time of day passing by, height of flight, etc. have never been
recorded. Therefore, it is not known whether the Demoiselle cranes use the Ghorban
valley as a stop-over site, or that they continue their flight without stopping. In other
years, some Demoiselle cranes were even spotted at the airfield itself.
5.6.4.1.3 Birds of prey. Most birds of prey (raptors) hunt for living animals while a
few birds, like vultures, rely on carrion (dead animals and animal parts found in
garbage). A few species, like kites, feed on a mix of carrion and animals captured
alive. Of all raptors, vultures are most hazardous to aircraft because of their weight
and the many hours spent soaring in the air looking for carrion. According to the bird
guide (Birds of South Asia), a few vulture species are inhabitants of Afghanistan.
Although huge numbers of sheep and goat were grazing the steppes and semi-
deserts, the number per flock was small and each flock was tended by a shepherd. It
is expected that the shepherds take away the animals before dying, leaving no food
for vultures and kites. At the airfields, carcasses of wild animals are rare and if
present, they are eaten by Jackals and foxes. Carrion can only be found in the burn
pits at Kandahar, Tarin Kowt and Bagram, being meat left-overs from the restaurants.
The garbage at the other airfields is transported to landfills outside the airfields. At
Kandahar and Tarin Kowt the burn pits were not visited by birds of prey. Only
Bagram´s burn pit attracted raptors; Black-eared kites were present at the burn pit
early in the mornings. Black-eared kites were observed soaring at different places
above the Ghorband river valley, adjacent to Bagram. Around dawn and dusk they
soared up to 1 kilometer above the river valley, coinciding with the flight paths of
aircraft flying over the valley. According to Bagram´s personnel, the Black-eared kites
are, like the Demoiselle cranes, only present in the migration periods. Other raptors
that were observed at Bagram are (in single numbers) the Long-legged buzzard,
Kestrel, Osprey and Shorteared Owl. At Kandahar, few raptors were observed, i.e.
the Pallied harrier and Kestrel. Steppe eagles were spotted at Mazar-e-Sharif and at
Herat. Other raptors at Herat were the Kestrel and theBlack kite. At Kabul airport, in
total 5 species of raptors were observed; Pallid harrier, Kestrel, Steppe eagle and
Black-eared kites on migration. Besides the Black-eared kites, all other birds of prey
were observed hunting for small animals.
5.6.4.1.4 Passerines, partridges and pigeons. Since the vegetation of the airfields
is not being grazed by sheep and goats, or being mowed (except Kabul) the
vegetation at all airfields is more natural, lush and dense than the vegetation in the
vicinity. For this reason, more seeds and insects are present at the airfields than in
the vicinity, and thus the airfields are more attractive to birds. At each airfield, House
sparrows and Tree sparrows are present. As observed at Kabul, these species reach
high numbers in spring and summer, finding abundant insects, that thrive in the lush
vegetation, and seeds produced by grasses and other plants. Furthermore, 10’s of
Barn swallows and Crested larks were present at each airfield, feeding on insects.
The Crested lark finds insects on the ground; the Barn swallow is catching insects in
the air. At Bagram, single Swifts and Alpine swifts were observed. These bird species
are, like the Barn swallow, foraging on flying insects. Bee-eaters also catch flying
insects. The bee-eaters didn’t arrive yet from their wintering ranges, but are expected
to be present at all airfields during summer. As observed at Kabul in 2007, a few
hundred of Barn swallows and tens of Bee-eaters were present in July and August,
attracted by the insects flying in above the vegetation. Furthermore, many other small
passerines have been observed, among which are Yellow wagtail, Isabelline shrike,
Bluethroat, Stonechat and Red-breasted flycatcher. These species typically are not
hazardous to aircraft because they rarely cross the runway. The Black francolin (both
male and female) was observed at Kandahar. From the pigeon family, the Laughing
dove was present at all airfields. They rarely cross the runway, since they can find
enough food in the built-up areas. The Racing pigeons, kept by pigeon-fanciers in the
vicinity and their feral relatives were observed crossing the runway at all airbases.
5.6.4.1.5 Species from built-up areas. House and Tree Sparrow, Racing pigeon,
Laughing dove, Magpie (Pica pica) and Myna find shelter in the camp-sites at all
airbases. In winter, up to 5,000 Mynas roost in various buildings and trees at Bagram.
Of particular concern are the approximately 1,000 Mynas roosting in the helicopter
hangars; these birds cause a lot of trouble with their droppings and noise. The nets to
make the awnings of the hangars at Bagram inaccessible for the Mynas were put
underneath only 90% of the awnings. The few uncovered parts were used by the
Mynas to get access into the awnings. At other airfields, Mynas are, like the other
birds in the built-up areas, rarely troublesome.
Enroute charts are not issued at this time. For route description and graphic
presentation see ENR 3.1.
Enroute charts are not issued at this time. For route description and graphic
presentation see ENR 3.2.
Page
AD 0
AD 0.1 PREFACE .................................................................... Not applicable
AD 0.2 RECORD OF AIP AMENDMENT ................................. Not applicable
AD 0.3 RECORD OF SUPPLEMENTS .................................... Not applicable
AD 0.4 CHECKLIST OF AIP PAGES ....................................... Not applicable
AD 0.5 LIST OF HAND AMENDMENT TO THE AIP ................ Not applicable
AD 0.6 TABLE OF CONTENTS TO AERODROMES .............. AD 0.6-1
AD 0.6 TABLE OF CONTENTS TO PART 3
AD 1 AERODROMES – INTRODUCTION
AD 1.1 Aerodrome/Heliport Availability .................................... AD 1.1-1
AD 1.2 Rescue and Fire Fighting Service ................................ AD 1.2-1
AD 1.3 Index to Aerodromes ................................................... AD 1.3-1
AD 1.4 Grouping of Aerodromes/Heliports ............................... AD 1.4-1
AD 2 AERODROMES
OAKB Kabul ............................................................................ AD 2.1-1
OAKN Kandahar...................................................................... AD 2.1-24
OAIX Bagram......................................................................... AD2.1-37
OAZI Camp Bastion ............................................................... AD 2.1-53
OACC Chakhcharan ................................................................ AD2.1-65
OAFZ Feyzabad ..................................................................... AD 2.1-74
OAHR Herat ............................................................................ AD 2.1-84
OAJL Jalalabad ...................................................................... AD 2.1 -93
OAUZ Konduz ......................................................................... AD 2.1-102
OAMN Maimana ...................................................................... AD 2.1-112
OAMS Mazar-E Sharif ............................................................. AD 2.1-119
OAQA Qalat............................................................................. AD 2.1-136
OAQN Qala-I-Naw ................................................................... AD 2.1-146
OATN Tereen/Tarin Kowt ........................................................ AD 2.1-154
AD 3 HELIPORTS ................................................................. AD 3.1-1
AD 1 AERODROMES – INTRODUCTION
1.1.1 While known details of airfield status will be disseminated by NOTAM, operators
should contact local authorities to confirm the NOTAM accurately reflects airfield
conditions.
1.1.2 The services described herein are based on Annex 15 to the Convention on
International Civil Aviation.
1.2.1 Rescue and fire fighting services are provided for civil flights operating at Kabul
International Airport. Services are provided to the level of RFF Category 9 unless
otherwise advised by NOTAM or detailed in the respective entry in Supplement.
1.3.2 Civil aircraft operations at other airfields may be permitted with prior MoTCA
approval. If approval is granted, operators must comply with the procedures
contained in this AIP and ICAO Annexes 2 and 11, Visual Flight Rules.
Not available.
AD 2 AERODROMES
DATA
2.3.1.1 PPRs are to be received by KAIA Air Ops NLT 48 hours in advance/24 hours
for intra-theatre flights. PPRs are valid +/- 30 minutes from scheduled time.
Movements scheduled to arrive / depart between 1830Z-0030Z are required to
provide pax and cargo information NLT 24 hours prior to ACFT arrival / departure. All
PPR requests for military ACFT and civilian ACFT chartered by military MUST have a
KABOUL POC name and valid phone number on the PPR request. If that is not
available the PPR request will NOT be approved. The PPR must ALSO clearly
indicate if cargo handling is required and /or if (V)VIP are arriving or departing and/or
if they are any dangerous goods on board.
2.3.1.2 Mission planners are to ensure road transport for cargo movement, including
security requirements for access to KAIA and facilities for passengers
(accommodation / messing) are coordinated with the appropriate ISAF KAIA
agencies NLT 24 hours before scheduled ACFT arrival / departure.
2.3.1.3 Handling capability is limited to: two heavy (wake turbulence category) every
3 hours and four medium ACFT simultaneously every 2 hours. Mission planners are
reminded that lavatory servicing and maintenance requirements are only available to
civilian ACFT from the civilian airlines. Ground handling companies on the civilian
side of KAIA are available for daytime operations only due to GIRoA MoTCA
regulations.
OAKB AD 2.4 HANDLING SERVICES AND FACILITIES
3 Fuelling facilities and capacity: Maximum capacity Jet Fuel: 2 068 000 liters
1 x 6 000 l maximum capacity Jet fuel truck
Military Aircraft / Mil Side with 400 l/min fuelling capacity
2 x 20 000 l maximum capacity Jet fuel truck
with 400 l/min fuelling capacity
2 x 15 200 l maximum capacity Jet fuel truck
with 800 l/min fuelling capacity
Maximum capacity Diesel: 4 800 000 liters
2 x 6 000 l maximum capacity Diesel fuel truck
1x20 000 l maximum capacity Diesel fuel truck
2x3 000 l maximum capacity Diesel fuel truck
Fuelling facilities and capacity: Maximum capacity 10 million litres
1 x 90000 l maximum capacity fuel truck with
Civil Aircraft / Civ Side 800 l/min fuelling capacity
1 x 18 000 l maximum capacity fuel truck with
550 l/min fuelling capacity
4 De-icing facilities: Mil Side 1 x de-icing track, with 6 500 l total capacity,
and 150 l/m spraying capacity. May not be
suitable for larger aircraft
De-icing facilities: Civ Side Nil
5 Hangar space for visiting a/c 120 cubic m of storage space for cargo, no
Mil Side hangar space for visiting aircraft
Hangar space for visiting a/c
Nil
Civ Side
6 Repair facilities for visiting a/c Nil
Mil Side
Repair facilities for visiting a/c
Minor repairing capability
Civ Side
7 Engine test There is NO designated spot at OAKB to
perform engine test. To be coordinated
before with ATC
1
AC Asphalt Concrete
2
PCC Portland Cement Concrete
2 Width, surface and strength of TWY A 21m (69ft) overall width 36m (118ft)
taxiways AC/PCC PCN57/F/A/W/T
TWY B 21m (69ft) overall width 40m (131ft).
AC/PCC PCN36/R/C/W/T
TWY C 20m (66ft) overall width 38m (125ft)
AC PCN421/F/A/W/T
TWY D 21m (69ft), overall width 38m (125ft)
AC/PCC PCN101/F/A/W/T
TWY E 21m (69ft), overall width 38m (125ft)
AC/PCC PCN101/F/A/W/T
TWY F 22m (72ft), overall width 39m (131ft)
AC/PCC PCN581/F/B/W/T
TWY G 18m (59ft), overall width 40m (131ft)
AC/PCC PCN95/F/B/W/T
TWY H 23m (75ft), overall width 44m (144ft)
AC PCN84/F/A/W/T
TWY J 29m (95ft), overall width 51m (167ft)
AC PCN175/F/A/W/T
MARKINGS
a b c a b
DEP
RWY29 Mountain 260º / 7 000 m Mountain 010º / 3 600 m
(22 966 ft)from (11 811 ft) from No LGT
ARR 7 192 ft ARP 7 215 ft ARP
RWY11
DEP
RWY29 Mountain 265º / 7 500 m Mountain 032º / 3 000 m
(24 606 ft) from (9 842 ft) from No LGT
ARR 7 401 ft ARP 6 562 ft ARP
RWY11
DEP
RWY29 Mountain 300º / 4 500 m Mountain 075º / 7 000 m
(14 764 ft) from (22 966 ft) from No LGT
ARR 6 890 ft ARP 6 365 ft ARP
RWY11
DEP
RWY29 Mountain 312º / 3 900 m Mountain 230º / 3 900 m
(12 795 ft)from (12 795 ft) from No LGT
ARR 6 890 ft ARP 6 562 ft ARP
RWY11
DEP
RWY11 Mountain 082º / 11 000 m Mountain 230º / 7000 m
(36 089 ft) from (22 966 ft) from No LGT
ARR 7 424 ft ARP 6 890 ft ARP
RWY29
DEP
RWY11 Masts 090º / 11 000 m Mountain 235º 7 / 000 m
(36 089 ft) from (22 966 ft) from No LGT
ARR 6 552 ft ARP 6 890 ft ARP
RWY29
DEP
RWY11 Masts 095º / 12 000 m Mountain 240º / 9 000 m
(39 370 ft) from (29 528 ft) from No LGT
ARR 6 529 ft ARP 7 024 ft ARP
RWY29
2.10.1 Several uncharted masts erected close to the approach path of RWY 29
around position N34º32'34" E069º20'35" ground 600 ft AGL.
2.10.2 Two unlit masts erected close to approach path of RWY 29, 6.37 NM East of
Kabul International Airport. Position N34º32'08" E069º20'16" and N34º22'27"
E069º20'28" 900 ft AGL.
2.10.3 Lit mast erected at N34º33'11" E069º14'14", 90 ft AGL, approximately 1 100 m
(3609 ft) SE of THR RWY 29.
2.10.4 Telecommunication tower erected at N34º 32’ 25” E069º 18’ 16”, height of
135ft AGL, approx. 9 km (4.86 NM) SE of THR RWY29. The tower is mounted with
obstacle (top) light.
1 RWY 11 29
2 BRG True and
110 º T / 107º M 290º T / 287º M
Mag
3 RWY 3 500 m x 50 m 3 500 m x 50 m
Dimensions (11 483 ft x 164 ft) (11 483 ft x 164 ft)
4 PCN AC/PCC PCN187/F/A/W/T AC/PCC PCN187/F/A/W/T
5 THR
N34º34'14” E069º11'39" N34º33'40” E069º13'50"
Coordinates
6 THR Elevation THR 5 869 ft AMSL THR 5 872 ft AMSLD
7 Slope of
Nil Nil
RWY/SWY
8 SWY 60 m x 45 m 60 m x 45 m
Dimensions (197 ft x 148 ft) (197 ft x 148 ft)
9 CWY
Nil Nil
Dimensions
10 Strip 3620 m x 300 m 3620 m x 300 m
Dimensions (11 877 ft x 984 ft) (11 877 ft x 984 ft)
11 Obstacle free
Nil Nil
zone
12 Remarks Nil Nil
1 RWY 11 29
2 TORA 3 500 m (11 483 ft) 3 500 m (11 483 ft)
3 TODA 3 500 m (11 483 ft) 3 500 m(11 483 ft)
4 ASDA 3 560 m (11 680 ft) 3 560 m (11 680 ft)
5 LDA 3 500 m (11 483 ft) 3 500 m (11 483 ft)
6 Remarks Nil Nil
1 RWY 11 29
2 Type, length and Precision Approach
intensity of approach Simple Approach Lighting Category I Lighting System
lighting System420 m (1 378 ft)
900 m (2 953 ft)
HI
HI
3 Threshold lights,
colours and wing Green Green
bars
4 Type of visual PAPI PAPI
approach slope
indicator system Nil 15 m (49m)
5 Length of RWY
touchdown zone Nil Nil
indicator lights
6 Length spacing
colour and intensity
Nil Nil
of RWY centreline
lights
7 Length spacing 3 500 m (11 482 ft) 3 500 m (11 482 ft)
colour and intensity 60 m (197 ft) 60 m (197 ft)
of RWY edge lights White — last 600 m White — last 600 m
(1969 ft) Yellow (1969 ft) Yellow
HI HI
8 Colour of RWY end
Red Red
lights and wing bars
9 Length and colour of
Nil Nil
stopway lights
10 Remarks Nil Nil
5 Remarks Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
ACC Kabul Centre North sector H24
118.3 MHz
242.6 MHz
South sector
120.9 MHz
361.0 MHz
Emergency/
High Sector
Guard
128.5 MHz Frequencies
5658 KHz
10018 KHz 121.500 MHz
APP Kabul 131.60 MHz H24 243.000 MHz
Approach 360.60 MHz
TWR Kabul Tower 129.400 MHz H24
284.275 MHz
134.500 MHz
GROUND Kabul Ground 120.300 MHz H24
ATIS N/A 130.15 MHz H24
AIR Eagle Ops 135.85 MHz H24
See Note
OPERATIONS
NOTE: All military and ISAF arriving traffic shall contact Air Operations via
radio at least before entering airspaces under control BAGRAM ATC to report
DME
Facility Ident Frequency Hours Coordinates Antenna Remarks
Elevation
DVOR* KBL CH57X, H24 N34º32'44.20" 5 879 ft
112.00 MHz E069º17'25.40"
DME CH57 H24 N34º32'44.20" 5 879 ft
E069º17'25.40"
LLZ 29 I-AKW 110.50 MHz H24 N34º34'16.30" 5 962 ft HJ
CAT I (CH42X) E069º11'29.50"
GP 29 H24 N34º33'46.60" 5 943 ft HJ
CAT I E069º13'41.10"
ASR N/A N/A H24 N34º33'51.01" 5 879 ft MIL use
E069º12'43.98" Only
TACAN OKB CH65X H24 N34º33'48.00" 5 871 ft Military Use
E069º12'58.70" Only
NOTE: VOR/DME RWY 29 Approach plate and ILS RWY 29 Approach plate and
RNAVGPS for civil use and ASR, PAR and TACAN for military use only published at
https://www.motca.gov.af/airports/kabul.htm are the only authorised approach plates.
2.19.1 ILS critical area not protected. Ground movements and some parked aircraft
may affect ILS signals for RWY 29.
2.19.2 ASR preventative maintenance inspection is daily from 1830 Z until 2130 Z.
ASR not available during this time.
2.19.3 TACAN preventive maintenance inspection is every Friday from 0230 Z until
0530 Z. TACAN is not available during this time.
2.19.4 DVOR/DME monthly maintenance is scheduled for the first day of each month
for a period of two hours. Timing is not scheduled. NOTAM and/or TWR will advise
status.
2.19.5 DVOR/DME is operating without backup generator.
2.19.6 ILS maintenance is scheduled every Monday for a period of two hours. Timing
is not scheduled. NOTAM and/or TWR will advise status.
2.19.7 ILS is operating with generator supplied power without backup.
2.19.8 ASR/PAR is not for civil use at Kabul International. More info can be obtained
at 0093 (0)799 335 679.
2.19.9 Radio communication and the performance of NAVAIDs can be deteriorated
on short notice.
2.19.10 Airport lighting system can be expected to degrade on short notice. During
night operations crews shall ensure their awareness with prior coordination.
2.20.1 COM KAIA is the sole authority to close Kabul International Airport to all or
select traffic. KAIA will publish closure times and affected air traffic by NOTAM.
2.20.2 FSO and ATC may temporarily suspend air operations for safety or traffic
saturation. ATC will immediately inform Air Ops and adjacent ATC facilities of any
suspensions.
2.20.3 ATC TWR may temporarily suspend air operations if the weather conditions
are below appropriate airport minima concerning the types of approach.
2.20.4 Operators shall contact AMCC or KABUL AIR OPS for any changes to
PPR/slot times. Cancelled flights that are not reported cause unnecessary activation
of precious Search and Rescue resources. Operators violating these procedures may
encounter denial of future requests for slot times on KAIA.
OAKB AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 Military ACFT and all helicopters are required to reduce engines to ground idle
after parking for 10 minutes. Engines must be shut down if aircraft is not ready or
expected to taxi within 15 minutes of being parked.
OAKB AD 2.22 FLIGHT PROCEDURES
2.22.1 Start up procedure. Request start-up clearance from Ground stating parking
position and receipt of ATIS information only when doors are closed and ready to
start immediately. Actual engine start shall be commenced after requesting and
accept of visual hand signals from the marshaller. ACFT making push-back at
international apron (see OAKB outlay map; 2.24.3) should be ready for taxi within 4
min from off block
2.22.2 Taxi procedures. All aircraft shall adhere to ATC taxi and parking instructions.
Pilots are responsible for apron positioning after leaving the main taxiway when not
assisted by a Follow-Me or marshaller. All ISAF and military aircraft, including
commercial operators deployed by ISAF Troop Contributing Nations, should expect
Follow-Me or marshaller guidance for taxi and parking in the ISAF controlled aprons.
ATC may direct aircraft to taxi inbound on the military aprons, but Follow-Me or
marshaller guidance is mandatory for parking operations. All aircrews should be alert
for uncontrolled pedestrian and vehicle traffic at all times. Only after vacating the
RWY expeditiously until the entire ACFT is clear of the RWY holding position, pilot
shall immediately report “Rwy vacated”. On instruction of the ATC, contact Ground for
further taxi instructions. Due to heavy Helicopter traffic on Twy B, pilots may not enter
this Twy without explicit ATC clearance. Initially the taxi clearance issued only to
holding point of the active RWY. Crossing active RWY is permitted on specific
clearance only. In the absence of specific clearance to cross the active RWY AHEAD
ACFT shall not proceed beyond the relevant taxi holding position. The holding
positions are named after the relevant TWY’s. The maximum taxi speed shall not
2.22.4 Helicopter VFR Arrival and Departure procedures. Seven VFR compulsory
reporting points (CRP) established as follows: “Alpha” (N34º 32’ 07.20” E069º 15’
13.80”), “November” (N34º 36’ 00.00” E069º 12’ 00.00”), “NE” (N34º 35’ 00.00” E069º
15’ 00.00”), “Echo 1” (N34º 30’ 43.80” E069º 21’ 30.00”), “Echo 2” (N34º 33’ 55.20”
E069º 22’ 27.60”), “Sierra” (N34º 28’ 59.40” E069º 13’ 06.60”) and “SW” (N34º 32’
00.00” E069º 06’ 00.00”). Arriving helicopters shall enter Kabul CTR via a CRP not
above 500 ft AGL, except of CRPs “Echo 1” and “Echo 2” which shall be passed not
above 300 ft AGL, unless otherwise instructed by ATC. Helicopters arriving/departing
from/to the EAST shall remain South of the road joining KABUL – JALALABAD and
track via CRP Alpha.
Limited communications coverage exists North of Kabul. Helicopters arriving from the
north may proceed to CRPs “November” and “NE” below 500 ft AGL without
contacting Kabul TWR. However, contact with Kabul TWR must be made at the
CRPs to receive an onwards clearance. CRPs “NE”, “Echo 2” and “Echo 1” are
located in close vicinity to the extended centreline of RWY 29; aircrew shall maintain
a vigilant look out due high traffic density in this area. Departing helicopters shall use
the same CRP’s not above 1 000 ft AGL, except for CRPs “Echo 1” and “Echo 2”
which shall be passed not above 500 ft AGL.
2.22.5 In case of Radio Communication Failure (RCF) SSR code 7600 shall be set
and ICAO Standard Radio Communication Failure procedure is to be followed.
If experiencing RCF in the following phases of flight; arriving aircraft shall vacate
RWY in use after landing at the TWY A or G (depending on RWY in use) and wait for
Follow-Me vehicle or Light-Gun signal.When taxiing for departure, aircraft shall stop,
hold current position on the taxiway, expect to return to parking position, keep
engines running, and wait for Follow-Me vehicle guidance or Light-Gun signal. If
aircraft lined-up for departure, shall taxi down the runway, vacate at the earliest
opportunity, then stop on the taxiway, and wait for Follow-Me vehicle guidance or
Light-Gun signal.
34°4
Not For Navigation
Purposes.
Positions
NOVEMBER O
34°3 NOVEMBER-
ECHO 2
ALPHA
SIERRA-WHISKEY
34°3 ECHO 1
SIERRA
2.22.5 SVFR Weather Minima. VFR weather Minima within Kabul CTR are: 5000m
Visibility, 1500 ft Ceiling. Below VFR Minima all departing flights is subject to a
Special VFR (SVFR) on pilot’s request or IFR clearance.
2.22.5.1 SVFR will be approved during HJ as follows:
Fixed Wing (FW): 1500m visibility and 1200Ft Cloud Base
Rotary Wing (RW): Home based: 800m visibility and clear of clouds
Not home based:1500m visibility and clear of clouds.
2.22.5.2 SVFR will be approved during HN as follows:
FW: 3000m visibility and 1200Ft Cloud Base
RW: NVG : 1500m visibility and clear of clouds
Non NVG : 3000m visibility and clear of clouds
2.22.5.3 SVFR clearances will only be issued upon Pilot request. Kabul Tower shall
request clearance delivery for a single, FW SVFR flight within Kabul CTR, at a time,
unless otherwise coordinated with KRAPCON (subject to LOA).
2.22.5.4 Arriving and departing FW aircraft could expect long delays (up to 30
minutes) during Special VFR operation. FW Aircrafts are not permitted to shut down
engines on taxiways or at holding points unless cleared to do so by ATC.
2.22.6 Adverse weather warning: ACFT will not be refused permission to land and
take off at Kabul International Airport solely because of adverse weather conditions.
The pilot in command of ACFT shall be responsible for operation in accordance with
applicable company weather minima.
2.22.7 Radio communication failure: ACFT shall set transponder to code 7600. The
ICAO Standard Radio Communication Failure procedure is to be followed.
OAKB AD 2.23 ADDITIONAL INFORMATION
2.23.8 AIS available to ISAF aircrew at ISAF military side in staff building.
AFTN: OAKBYWYX; PTT: 00 93 (0) 799 513 133; Mobile: 00 93 (0) 799 225
107 or 0093 (0)798 257 843; IVSN: 686 3133; Fax: 00 93 (0) 799 513 454).
Consult the latest NOTAM for latest restrictions and procedures. KAIA AIS
available on http://isafkaiaais.googlepages.com.
2.23.9 Crews are advised to avoid 1Km (0.5nm) radius centred on N34º34'34"
E069º14'21", SFC to 500 ft AGL due controlled explosions.
2.23.10 Due to increased bird activity at Kabul International, crews are strongly
advised to switch all available lights ON below 1000 ft AGL in the vicinity of the
airport.
2.23.11 Aircraft having bird strike in Kabul CTR must immediately report to the
appropriate ATS facility and at the first possible opportunity to KAIA Flight Safety
Office (FSO):
Personally: Building 14
Via phone: 0093-(0)799513128
0093-(0)799225104
2.24.2 Dangerous Spots. There are six assigned and numbered Dangerous Spot
Areas inside Kabul International in accordance with Runway Incursion Prevention
Program with raised potential for RWY incursions or aircraft and/or vehicle traffic
incidents. Aircrews shall pay additional attention inside these areas looking for
possible traffic.
OAKB "DANGEROUS SPOTS"
34°4
Not For Navigation
Purposes.
Positions
NOVEMBER
34°3 NOVEMBER-
ECHO 2
ALPHA
SIERRA-WHISKEY
34°3 ECHO 1
SIERRA
OAKN – KANDAHAR
7 Remarks
2.4.1 All ISAF military and ISAF contracted aircraft requiring passenger and / or
freight handling services from OAKN must provide a minimum 24 hours notice to the
Combined Air Terminal Organization (CATO) of their requirements. Carriers must
provide load information and requirements for mechanical handling equipment (MHE)
and / or aircraft handling equipment (ACHE). Contact cato@rcs.isaf.nato.int, DSN
318-841-2260 to arrange these services. Carriers must also ensure that a point of
contact (POC) at OAKN is annotated on their PPR request.
2.4.2 Aircraft carrying hazardous cargo (HAZCAR) must coordinate with airfield
management at least 48 hours prior to arrival. HAZCAR info must be annotated in the
PPR request. In addition notify Base Operations Centre (C/S TOPAZ) on initial
inbound call that you have HAZCAR. Alpha taxiway is the only available HAZCAR
parking spot. Military aircrew shall consult SPINS for amplification.
2.4.3 All inbound military and civilian aircraft shall contact TOPAZ 332.0, or VHF
120.1, 15 minutes prior to landing for parking location/fuel request/HAZCAR
information.
2.4.4 All visiting aircrew may not leave the immediate vicinity of their aircraft except to
visit the Base Operations Centre. Coalition military aircrew may use base facilities
provided they are escorted by an OAKN resident with appropriate security
clearances. Military air crew should be prepared to show their national military ID
upon demand.
OAKN AD 2.5 PASSENGER FACILITIES
MARKINGS
1 RWY 05 23
2 BRG True and Mag 050º 230 º
3 RWY Dimensions 3 200 m x 55 m 3 200 m x 55 m
(10 500 ft x 180 ft) (10 500 ft x 180 ft)
4 PCN PCN 65 F/A/W/T asphalt PCN 65 F/A/W/T asphalt
5 THR Coordinates Not available Not available
6 THR Elevation Not available Not available
7 Slope of RWY/SWY N/A N/A
8 SWY Dimensions N/A N/A
9 CWY Dimensions N/A N/A
10 Strip Dimensions N/A N/A
11 Obstacle free zone NIL NIL
12 Remarks Mobile Aircraft Arresting System (MAAS) located 2
731m (8 960 ft) from RWY 23 threshold or 469 m (1 540
ft) from RWY 05 threshold available for RWY 23
departure end engagement. Also, MAAS located 2 720
m (8 924 ft) from RWY 05 threshold or 480 m (1 576 ft)
from RWY 23 threshold available for RWY 05 departure
end engagement. Monitor the ATIS for the arresting
cable status. MAAS cable markers are non standard
and unlit.
Aircraft with a PCN greater than 71 are not cleared to
operate at OAKN.
1 RWY 05 23
2 TORA 3 200 m (10 500 ft) 3 200 m (10 500 ft)
3 TODA 3 200 m (10 500 ft) 3 200 m (10 500 ft)
4 ASDA 3 200 m (10 500 ft) 3 200 m (10 500 ft)
5 LDA 3 200 m (10 500 ft) 3 200 m (10 500 ft)
6 Remarks Nil
1 RWY 05 23
2 Type, length and Nil ALSF-1 — 2 500 ft
intensity of approach
lighting
3 Threshold lights, Five red/green lights each Five red/green lights each
colours and wing side of centreline side of centreline
bars
4 Type of visual PAPI PAPI
approach slope
indicator system
5 Length of RWY Nil Nil
touchdown zone
indicator lights
6 Length spacing Nil Nil
colour and intensity
of RWY centreline
lights
7 Length spacing White White
colour and intensity 90 m (300 ft) intervals 90 m (300 ft) intervals
of RWY edge lights
8 Colour of RWY end Red Red
lights and wing bars
9 Length and colour of Nil Nil
stopway lights
10 Remarks: Nil.
Service
Call sign Frequency Hours Remarks
designation
1 ACC Kabul Centre North sector H24 Emergency/Guard
118.3 MHz Frequencies
242.6 MHz 121.500MHz
South sector 243.000MHz
120.9 MHz
361.0 MHz
2 APP Kandahar 280.825 MHz H24
Approach 122.6 MHz
3 TWR Kandahar Tower 125.5 MHz H24
360.2. MHz
121.500MHz
243.000MHz
4 GROUND Kandahar 300.2 MHz H24
Ground 133.0 MHz
5 Clearance Kandahar 244.6 MHz H24
Delivery Clearance 121.75 MHz
Delivery
6 ATIS N/A 242.675 MHz H24
127.025 MHz
7 Base TOPAZ 120.1 MHz H24 See OAKN AD 2.4.2
Operations 332.0 MHz
Centre
8 KAF KAF Metro 253.20 H24
Combined
Meteorologi
cal Unit
DME
Ident
Facility Frequency Hours Coordinates antenna Remarks
(Emission)
Elevation
NDB OKN 1720 KHz H24 N31º29'57.92" N/A Nil
E065º51'09.30"
TACAN KAF CH75 H24 N31º30'24.60" Unknown For military
E065º51'6.60" aircraft only
2.19.1 All military aircraft in support of ISAF operations are to use UHF frequencies to
the maximum extent possible.
2.19.2 ILS Runway 23 approved for use down to 400 ft or 1 600 m visibility. If PAR
monitoring is available the ILS is approved down to 200 ft ceilings or 1 200 m
visibility.
2.19.3 PAR approaches are not available for civilian aircraft.
OAKN AD 2.20 LOCAL TRAFFIC REGULATIONS
2.20.1 Wheeled helicopters will ground taxi to the extent practical to avoid rotor wash
and FOD.
2.20.2 Aircraft may not taxi closer than 25 feet from any obstruction without wing-
walkers. Aircraft must be shut down and towed if the distance becomes less than 25
ft. It is the pilots/wing-walkers responsibility to determine safe distances are met.
2.20.3 A 25M small arms range (N31º29'36.50" E065º50'20.09") is located
approximately 1 KM south/southeast (165 DEGREES) from the departure end of
RWY 23. This range is active H24. Aircraft departing RWY 23 shall delay turning
south or east until 2.5 NM past the departure end of the RWY. Aircraft arriving RWY
05 shall delay turning inbound from south or south east until 2.5 from approach end
of RWY. Aircraft must remain west or south of the small arms range by a minimum of
2.7 NM or 5 000 ft AGL at all times.
2.20.4. No intersection departures available for civilian HEAVY aircraft with MTOW >
136,000 Kg. These type aircraft can expect full-length departures for the runway in
use.
2.20.5 Due to potential interference to aircraft avionics all aircraft are to avoid the
radar antenna, located on the North Western side of the airfield, by no less than 500
ft laterally and vertically whilst airborne. Surface movements are not restricted.
2.20.6 Use minimum power when taxiing on Foxtrot Taxiway turning onto Echo
Taxiway due to close proximity to parked rotary wing aircraft.
2.20.7 UAV Operations. OAKN has active UAV operations H24. During UAV
operations, TWR will:
a. provide traffic information on UAV operations to all arriving and
departing aircraft; and
b. issue instructions to ensure that visiting aircraft arrivals and departures are
positively separated with UAV operations inside the CTR. This will normally be
achieved using vertical or lateral separation or by repositioning of the UAV
until it is evident no confliction
2.20.8 C130 and larger type aircraft are restricted from making 180 degree turns on
the runway until past the 2000ft DTRM for RWY 05/23.
2.21.1 Nil.
2.23.1 Transient and Civilian Aircraft: The Base Operations Centre (BOC) (C/S
TOPAZ) is the focal point for all inbound transient or civilian aircraft.
2.23.1.1 The control tower will direct transient aircraft to the most suitable parking
spot as directed by the BOC. Expect Follow Me assistance to parking
2.23.1.2 Transient Aircraft RON Parking: KILO parking ramp shall be used as the
primary transient transport aircraft parking area unless otherwise notified by BOC,
Hercules or Airfield Management. ATC may advise alternate parking locations based
on expected traffic.
2.23.1.3 Unmanned aerial Vehicles (UAV) operate within the vicinity of OAKN
airfield. ATC will be monitor UAV activity to the maximum extent possible, and will
notify all aircraft involved immediately when potential conflicts arise.
2.23.2 Bird/Wildlife Control - Local Bird/Aircraft Strike Hazard (BASH) Program
Guidelines: Kandahar Airfield lies in a dry flat desert area with minimal wildlife
activity. There are flocks of very small birds that habitat in the local area. During
spring and throughout autumn, all users must exercise extra caution for increased
bird activity. Aircrews must be vigilant to report any bird activity within the vicinity of
the airfield.
KANDAHAR AIRFIELD
Field Elevation 3,338’ MSL
10,500’ x 180’
LEGEND
Hydrazine Hot Brakes Hung Gun Dangerous Alt Dangerous Air
Air Cargo (DAC) Cargo Ramp
2 Ramp
DRM
Hangers
Controlled Movement Area
VFR Hold Lines
Instrument Critical
N
V R am p
MAAS (Arresting System) Areas
Instrument Hold Lines
U R am p
Sling Load &
T R am p
FARP
DAC Ramp
W Ramp
Echo North Taxiway Rwy 23 – Primary Instrument Runway
Field Gradient + .32
9 8 7 6 5 4 3 2 1
0 055
23
C
B
1
2
2
D
Control
C
MEDEVAC PAD
1
B1
2
D
E Tower
A
FOXTROT FOXTROT
H
M Panther
I L GOLF
R K I LIMA RAMP Ramp
M HOTEL HOTEL
O E RAMP
A EXTENSION RAMP
M
E KILO JULIET RAMP
O (AFGHANISTAN) PANTHER
RAMP GOV CONTROL PLUS
MIKE RAMP Fire
HANGAR
Station
Base Operations Center
Not to Scale!
OAIX – BAGRAM
DATA
2.4.1 Aircrews flying ISAF support missions contact Bagram airfield command post,
callsign "KINGFISH", UHF 278.875, 30 min prior to arrival with cargo/pax offload,
space available in addition to scheduled cargo/pax, and servicing requests. If
required, for follow-on coordination, HQ ISAF ACE, callsign "LIBRA", UHF 338.9.
OAIX AD 2.5 PASSENGER FACILITIES
TWY L 75 ft (22.9 m)
Concrete — 25 ft asphalt
shoulders
Condition-—-Good
PCN 96/R/B/W/T
Lighting installed
TWY M 75 ft (22.9 m)
Concrete — 25 ft asphalt
shoulders
Condition-—-Good
PCN 96/R/B/W
Lighting installed
TWY N (HELO ONLY) 50 ft (15.2 m)
Concrete — 25 ft asphalt
shoulders
Condition-—-Good
PCN 34/R/C/W
Lighting installed
TWY P (HELO ONLY) 50 ft (15.2 m)
Asphalt — 25 ft asphalt shoulders
Condition-—-Good
PCN 34/R/C/W
Lighting installed
TWY Z 90 ft (27.4 m)
Concrete — No shoulders
Condition-—-Fair
PCN 26/R/B/X
Lighting installed
3 Location and
elevation of
Not available
altimeter
checkpoints
4 Location of VOR
Not available
checkpoints
5 Position of INS
Not available
checkpoints
6 Remarks Nil
walking on unimproved surfaces; aircraft larger than a C-130 are prohibited from
parking on CHARLIE ramp unless approved by Airfield Manager.
OAIX AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND
MARKINGS
NOTE: Full obstacle information not available. Operators must check NOTAMS.
1 RWY 03 21
2 BRG True and Mag 030º T / 032.6º M 210º T / 212.6º M
3 RWY Dimensions 3 602.4 m x 45.7 m 3 602.4 m x 45.7 m
(11 819 ft x 150 ft) (11 819 ft x 150 ft)
4 PCN 69 F/A/W/T concrete 69 F/A/W/T concrete
5 THR Coordinates N34º55'54.17" N34º57'35.60"
E069º15'21.95" E069º16'32.66"
6 THR Elevation 4 868 ft AMSL 4 853 ft AMSL
7 Slope of RWY/SWY .0012%
8 SWY Dimensions N/A N/A
9 CWY Dimensions N/A N/A
10 Strip Dimensions N/A N/A
11 Obstacle free zone Not calculated Not calculated
12 Remarks Aircraft Arrestor System:
RWY03 BAK-12 1,510ft from RWY THR
RWY21 BAK-12 1,502ft from RWY THR
Normal configuration: DEP end cable in place. APR
end removed.
Non ENERG requests for cable requires 30min
notice to TWR.
1 RWY 03 21
2 Type, length and ALSF-1 Approach lights. Nil
intensity of approach 792.5 m (2 600 ft)
lighting 5 intensity settings
3 Threshold lights, Green lights Green lights
colours and wing
bars
4 Type of visual PAPIs RWY03: Positioned PAPI RWY 21: 4 bar,
approach slope non-standard on Eastern useable by 455 AEW
indicator system side. Not coincidental with assigned ACFT only.
ILS and PAR.
5 Length of RWY Nil Nil
touchdown zone
indicator lights
6 Length spacing Nil Nil
colour and intensity
of RWY centreline
lights
7 Length spacing White White
colour and intensity 61 m (200 ft) intervals 61 m (200 ft) intervals
of RWY edge lights 5 stage intensity 5 stage intensity
8 Colour of RWY end 1 white flashing per side 1 white flashing per side
lights and wing bars
9 Length and colour of 2 000 ft 1 000 ft
stopway lights Amber Amber
10 Remarks: Carmanah solar powered lights.
Service
Call sign Frequency Hours Remarks
designation
1 2 3 4 6
ACC Kabul Centre North sector H24 Emergency/Guard
118.3 MHz Frequencies
242.6 MHz 121.500MHz
South sector 243.000MHz
120.9 MHz
361.0 MHz
APP Bagram 133.35 MHz H24
Approach 379.3 MHz
Approach discrete
Assigned as
needed
TWR Bagram Tower 118.50 MHz H24
325.75 MHz
GROUND Bagram 125.9 MHz H24
Ground 380.8 MHz
ATIS 369.4 MHz H24
134.25 MHz
DME
Ident Frequency/ Hour antenna
Facility Coordinates Remarks
(Emission) Channel s Elevatio
n
TACAN BGM CH105 H24 N34º56'34.80" 4 907 ft Military
115.8 E69º15'41.40" use only
LLZ
110.7 MHz N34º57'45.48" 4 852 ft
CH 44 E69º16'39.55"
ILS I-BAG H24
330.2 N34º56'00.40"
GS E69º15'31.82"
MHz
Military
PAR H24
use only
2.20.1 Contact Bagram Ground Control for taxi information prior to taxi
2.20.2 Wheeled helicopters will ground taxi to the extent practical to avoid rotor wash
and FOD.
2.20.3 Aircraft may not taxi closer than 25 ft from any obstruction without wing-
walkers. Heavy aircraft will not use greater than normal engine power to taxi unless
absolutely necessary due to potential FOD hazards.
2.20.4 Controlled Movement Area (CMA): The CMA at Bagram is defined as the
runway, all taxiways east of Taxiway Hotel up to the runway (except on Taxiways
Bravo and Charlie the CMA begins east of the Bravo Keyhole road).
2.20.4.1 Bagram Control Tower is responsible for the control of vehicular equipment
or pedestrian traffic only on the CMA.
2.20.4.2 All CMAs are two-way radio controlled and require tower approval prior to
entry.
2.20.5 All aircraft operating on the RWY must conduct 180 degree turns on the
concrete portion of the runway within 500 ft of the threshold. Aircraft departing RWY
03 make left turn. Aircraft departing RWY 21 make right turn.
2.20.6 Recommend all VFR ACFT touch down on first 1200ft of RWY (concrete
portion)
2.20.7 Zulu TWY taxi procedures. Wide body aircraft (B747, C5, An124) will be
restricted from takeoffs and landings while other widebody aircraft are using Zulu
TWY. No takeoffs or landings for C130 or larger aircraft whenever C130 aircraft or
larger is taxiing on east side of Zulu TWY (bypass around construction areas).
2.20.8 All arriving or transiting VFR aircraft, not on a mission requiring C2 control,
shall attempt to contact Bagram Approach Control prior to entering Bagram Class E
Airspace.
2.21.1 To the maximum extent possible, aircraft will avoid over flying populated areas
of the base and local villages below 500 ft AGL.
OAIX AD 2.22 FLIGHT PROCEDURES
2.22.1 General: Basic ATC surveillance service is available to all aircraft and will
consist of safety alerts, traffic advisories, ATC Surveillance System vectoring, and
sequencing VFR traffic with IFR and other participating VFR traffic.
2.22.2 Availability of Airport Surveillance Radar (ASR) Approaches and
Precision Approach Radar (PAR) Approaches
2.22.2.1 PAR approaches are available upon request for runway 03 only. Due to
equipment limitations only one aircraft may conduct a PAR approach at a time.
2.22.2.2 ASR approaches are not available at Bagram.
2.22.2.3 Bagram approach shall provide final approach monitoring of ILS approaches
utilizing the PAR equipment anytime the weather is below basic VFR minima and at
night unless PAR equipment is out of service.
2.22.3 SVFR/IFR and Non- ATC Surveillance System procedures
2.22.3.1 Arriving pilots requesting SVFR should contact approach control. Departing
helicopter pilots should contact ground control for clearance.
2.22.3.2 VFR/IFR Procedural (non- ATC Surveillance System) services are available
from Bagram RAPCON when the ASR is out of service.
2.23.1 Transient and Civilian aircraft: Command Post is the focal point for all inbound
transient or civilian aircraft. The Command Post will provide the Control Tower with
the call sign, aircraft type and ETA of those transient/civilian aircraft approved to land
without a Prior Permission Required (PPR) number. The Control Tower will direct
transient aircraft to the most suitable parking spot as directed by Airfield Management
or Transient Alert.
2.23.2 Transient Transport Aircraft RON Parking: Taxiway Alpha and Bravo shall be
used as the primary transient transport (C-130, C-17) aircraft parking areas unless
otherwise notified by Command Post or Airfield Management (AM).
OAIX AD 2.24 CHARTS RELATED TO THE AERODROME
DATA
1 Aerodrome category for fire RFF UK MoD CAT 4A during scheduled fixed
fighting wing flying hours. Capability to achieve CAT
5A with prior COOR. CAT 3A other hours.
2 Rescue equipment 2x Rapid 2275 l water
Intervention 275 l FFFP Foam
Vehicle Roof mounted monitor deploys
1000 l/min
Bumper mounted monitor
deploys 500 l/min
Foam expansion ratio 3:1
2 x rapid deployment sidelines
at 450 l/min
2x hose reels
2x Secondary agents 50 kg of
monnex dry powder deploy 2
kg/sec
3x Major 6825 l water
Foam Vehicle 820 l FFFP Foam
Roof mounted monitor deploys
3000 l/min
Bumper mounted monitor
deploys 1100 l/min
Foam expansion ratio 3:1
2 x rapid deployment sidelines
at 450 l/min
2 x hose reels
2 x Secondary agents 50 kg of
monnex dry powder deploy 2
kg/sec
MARKINGS
Service Hours of
Call sign Frequency Remarks
designation operation
Control and Crowbar Initial Reporting H24
Reporting Frequency
Emergency/Guar
Post (Available on d Frequencies
request from
ATC) 121.5 MHz
TWR Bastion Tower 121.0 MHz H24 243.0 MHz
385.0 MHz
Monitored H24
GROUND N/A N/A N/A by Crowbar
ATIS N/A N/A N/A
DME
Facility Ident Freq Hrs Coordinates Antenna Remarks
Elevation
CH30 N31º51'10.2" MIL use
TACAN BSN-X H24 2 916 ft
109.3 E064º13'24" only
2.19.1 TACAN flight checked. Restricted within arc 060-120 degrees outside 15 NM
below 5 200 ft.
OAZI AD 2.20 LOCAL TRAFFIC REGULATIONS
Nil.
OAZI AD 2.21 NOISE ABATEMENT PROCEDURES
2.22.1 No facility exists to accept civilian aircraft. Operators of such aircraft intending
to use Bastion maybe allowed to do so for flights ‘in support of theatre’. Military
sponsors of such flights are to contact COS 904 EAW Kandahar for permission to
operate.
2.22.2 All flight procedures are to be in accordance with UK MOD JSPs and the
Camp Bastion Flying Order Book (FOB). The FOB can be obtained from RAF Air
Ops.
2.22.3 Helicopter operations. ATC have positive control over all helicopter
movements including repositioning between helispots. Most clearances given by ATC
to rotary-wing will be discretionary due to poor line-of-sight from the Tower and high
levels of vehicular movement around helispots. Helicopters are to request ATC
permission to cross the main runways or extended centrelines. Calls to Bastion Tower
are mandatory within the ATZ and departure and inbound details are to be passed using
relevant TACREP or sectors in clear.
2.22.5 Inbound/Outbound crews must contact CROWBAR prior to arrival. Frequency may be
obtained from Bastion ATC.
2.22.6 All crews planning to route into Bastion are to contact SATCO prior to arrival for
appropriate briefing on ATC procedures and current work in progress.
2.22.7 All aircraft must avoid UAV holding area: 1nm radius position N31º52"39.46'
E064º18"55.36', 5,000ft-7,000ft AMSL. UAV may be holding H24.
2.23.1 Direct over-flights of the domestic site are restricted to Hospital HLS in/outbound only.
2.23.2 RADHAZ from Type 101 radar at 31º51"37'N 064º12"04'E. Avoidance, radius 0.5NM,
4500ft AMSL.
2.23.3 Numerous ROZs and airspace restrictions may be in force at any time in the vicinity of
Bastion airfield. For details contact CROWBAR, Bastion Tower or consult the ACO.
2.23.4 Numerous aircraft types operate within the ATZ at various levels on different profiles.
Contact with ATC and compliance with instructions is mandatory within the Bastion ATZ.
Entry to the ATZ may be prohibited for short periods during certain aircraft movements.
2.23.5 Prior booking via RAF Air Ops and issue of PPR is mandatory. The OAZI PPR form is
available at ENR 1.9.
2.23.6 All lighting at Bastion is Non-frangible and poses a threat to aircraft should it be
trampled.
OACC - CHAKHCHARAN
DATA
1 Cargo handling facilities For ISAF and MIL flight only. 7 tones forklift.
2 Fuel and oil types JP-8
3 Fueling facilities and capacity 100.000 litres max capacity available
Military Aircraft 1 x 5 500 litres max capacity track.
Civil Aircraft In emergency situation.
4 De-icing facilities Nil
5 Hangar space for visiting aircraft Nil
6 Repair facilities for visiting
Nil
aircraft
7 Remarks Nil
fighting
2 Rescue equipment Unknown
3 Capability for removal of Nil
disabled aircraft
MARKINGS
3 Remarks Nil
1 RWY 06 24
2 BRG True and Mag 067T / 065M 247T / 245M
3 RWY Dimensions 2 000 m x 18 m (6 562 ft x 60 ft)
4 PCN PCN not determined — Gravel / Silty Clay
5 THR Coordinates N34º 31,366' E065º N34º 31,792' E065º
15,653' 16,839'
6 THR Elevation 7 437' 7 468'
7 Slope of RWY/SWY 35:1 19:1
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Unknown
11 Obstacle free zone Nil Nil
1 RWY 06 24
2 TORA Unknown Unknown
3 TODA Unknown Unknown
4 ASDA Unknown Unknown
5 LDA Unknown Unknown
6 Remarks Nil Nil
1 RWY 06 24
2 Type, length and
intensity of approach Nil Nil
lighting
3 Threshold lights,
colours and wing Nil Nil
bars
4 Type of visual
approach slope Nil Nil
indicator system
5 Length of RWY
touchdown zone Nil Nil
indicator lights
6 Length spacing
colour and intensity
Nil Nil
of RWY centreline
lights
7 Length spacing
colour and intensity Nil Nil
of RWY edge lights
8 Colour of RWY end
Nil Nil
lights and wing bars
9 Length and colour of
Nil Nil
stopway lights
10 Remarks Nil Nil
Service Hours of
Call sign Frequency Remarks
Designation operation
1 2 3 4 5
TWR Chakhcharan 131.50 MHz HJ
TWR 241.10 MHz Emergency/ Guard
Frequencies
GROUND Nil
ATIS Nil 121.500 MHz
AIR Chakhcharan 131.50 MHz HJ 243.000 MHz
OPERATIONS TWR 241.10 MHz
2.19.1 Nil
2.20.1 Contact Chakhcharan TWR on 131.50 MHz. at least 10 min. prior ETA (25 NM in
bound).
2.21.1 Nil
2.22.1 Nil
V
. 8100
V
24
PRT
P
Common Arrival
06 ’
6562
Harirud River
V V8205
Town V
V 8537
35:1 V
19:1 8100
V
FE 7468’ . 10187
06 24
REMARKS
TAKE-OFF RESTRICTIONS ¾ ATC service and WX reporting services available
Non-accelerate/ go strip in summer ¾ White and red Runway Thresholds identifier markers
OBSTRUCTIONS
V ¾ 4942’ distance between Thresholds
Rising terrain on all sides of the airfield V ¾ Mine field NE side of airfield, just off right edge
. ¾ 600’ overrun for RWY 06, 1020’ overrun for RWY 24
Controlling Obstacle 5,500’ from RWY 24 ¾White and black Runway Touchdown zone identifier markers
WEATHER ¾ 500’ Touchdown zone on both RWY ends
Airport can have very strong winds ¾ NOTAM Service through ISAF
LT Air Force Weather Equipment on Site ¾ Gravel surface suitable for a/c up to a size of C-130 / An-12
¾ Military aircraft activity with all freq capabilities
¾ ALL DISTANCES MEASURED IN FEET
RESPONSIBLE AGENCY FUEL
¾ Turn-around areas at ends of runway can be soft
LT ARMY JP-8 ¾ Parking area has concrete turn around pad 65’x65’
CHAGHCHARAN, AFGHANISTAN DAY/VFR ONLY 15 NOV 08
CHANGE 6
OAFZ - FEYZABAD
DATA
1 Hotels In Town
2 Restaurant In Town
3 Transportation By Taxi, ordered by the Airport Manager
4 Medical facilities In Town
5 Bank and Post Office In Town
6 Tourist office In Town
7 Remarks Nil
MARKINGS
8 Supplementary equipment
available for providing No
information
9 ATS unit provided with
No
information
10 Additional information No
OAFZ AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS
1 RWY 18 36
2 BRG True and Mag 180,7 T / 177,4 M 000,7 T / 357,4 M
3 RWY Dimensions 5 477 ft x 90 ft
4 PCN Matted Steel / PCN unknown
5 THR Coordinates Unknown Unknown
6 THR Elevation Unknown Unknown
7 Slope of RWY/SWY Nil Nil
8 SWY Dimensions 300 ft 300 ft
9 CWY Dimensions Nil Nil
10 Strip Dimensions 6 077 ft x 120 ft
11 Obstacle free zone Nil Nil
12 Remarks Nil Nil
1 RWY 18 36
2 TORA Unknown Unknown
3 TODA Unknown Unknown
4 ASDA Unknown Unknown
5 LDA Unknown Unknown
6 Remarks Nil Nil
1 RWY 18 36
2 Type, length and
intensity of approach Nil Nil
lighting
3 Threshold lights,
colours and wing Nil Nil
bars
4 Type of visual
approach slope Nil Nil
indicator system
5 Length of RWY
touchdown zone Nil Nil
indicator lights
6 Length spacing
colour and intensity
Nil Nil
of RWY centreline
lights
7 Length spacing
colour and intensity Nil Nil
of RWY edge lights
8 Colour of RWY end
Nil Nil
lights and wing bars
9 Length and colour of
Nil Nil
stopway lights
10 Remarks Nil Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR Nil Emergency/
Guard
GROUND Nil
Frequencies
ATIS Nil VHF 121.500
AIR METEOMAN VHF 118,1 Only in case of MHz
OPERATIONS FEYZABAD ISAF flights UHF 243.000
MHz
2.21.1 Nil
OAFZ AD 2.22 FLIGHT PROCEDURES
2.22.1 Aircraft should minimise thrust reverse upon landing; long roll out
recommended to ensure steel matting is not damaged.
OAFZ AD 2.23 ADDITIONAL INFORMATION
2.23.1 Nil
OAFZ AD 2.24 CHARTS RELATED TO THE AERODROME
18
Airfield Diagram (not to scale)
6 FT WALL
6 FT WALL
50ft X 50ft
HELICOPTER PADS
PARKING AREA
WINDSOCK
5 477 ft X 90 ft
6 FT WALL
36
FEYZABAD
OAHR – HERAT
DATA
Telefax Nil
Telex Nil
E-mail heratbaseoperations@ea.mde.es
AFS Address OAHRYAYX
7 Types of traffic permitted VFR
8 Remarks
2.4.1 All civil and military flights must submit a PPR at least 24 hrs in advance of
ETA. Due to fuel restrictions, any aircraft requesting fuel must submit a PPR at least
48 hrs in advance of ETA. Requests should be addressed to the agency in AD 2.2.
1 Hotels Nil
2 Restaurant To be determined
3 Transportation To be determined
4 Medical facilities To be determined
5 Bank and Post Office To be determined
6 Tourist office To be determined
7 Remarks Nil
MARKINGS
8 Supplementary equipment
Nil
available for providing information
9 ATS unit provided with information Herat Tower
10 Additional information Use station code OAHR at
http://adds.aviationweather.noaa.gov/metars or
http://www.baseops.net/metro.html/ or
https://28ows.shaw.af.mil/ for US .mil computers
1 RWY 18 36
2 RWY Dimensions 2500 m x 45m 2500 m x 45m
(8202 ft x 150 ft) (8202 ft x 150 ft)
3 PCN 78/F/A/W/T 78/F/A/W/T
4 Remarks Due to bad conditions of Due to bad conditions of
the asphalt in the lateral the asphalt in the lateral
parts of the Runway, parts of the Runway,
backtracks must be done backtracks must be done
using the hammerheads to using the hammerheads to
avoid FOD avoid FOD
2.12.1 Caution RWY surface in bad condition. Several holes and FOD in the first third
of RWY 36 centreline.
OAHR AD 2.13 DECLARED DISTANCES
1 RWY 18 36
2 TORA 2 500 m (8 202 ft) 2 500 m (8 202 ft)
3 TODA 2 500 m (8 202 ft) 2 500 m (8 202 ft)
4 ASDA 2 500 m (8 202 ft) 2 500 m (8 202 ft)
5 LDA 2 500 m (8 202 ft) 2 500 m (8 202 ft)
6 Remarks Nil Nil
2.15.1 Nil.
2.16.1 Nil
OAHR AD 2.17 AIR TRAFFIC SERVICES AIRSPACE
Service
Call sign Frequency Hours of operation Remarks
Designation
1 2 3 4 5
TWR Herat Tower 123.350 MHz See OAHR AD 2.3 Emergency /
240.300 MHz Guard
Frequencies
121.500 MHz
243.000 MHz
2.20.1 Flights shall be carried out in accordance with VFR. All aircraft are to remain in
Visual Meteorological Conditions (VMC) in terms of weather and visibility as defined
by ICAO. It is the responsibility of all pilots to see and avoid other aircraft and to
maintain safe terrain/obstacle clearance at all times.
2.20.2 All instructions from Herat TWR are to be acknowledged and are mandatory.
2.20.2 Weather minima for VFR flights, within Herat CTR, are 5 KM visibility and 1
500 ft ceiling.
2.20.3 To operate below VFR minima, all aircraft shall obtain a clearance from Herat
TWR and make a request for a Special VFR flight. When the ground visibility is not
less than 1 500 m, SVFR flights may be authorized to: enter Herat CTR for the
purpose of landing, take off from Herat CTR, cross or operate locally within Herat
CTR. Herat TWR will allow clearance for one SVFR flight within the Herat CTR at a
time. This clearance will be limited to the Herat CTR boundaries below VFR minima.
2.20.4 Operators should contact HERAT BASE OPS for any changes to PPR/slot
times or for flight cancellations. Operators violating these procedures and not
complying with the approved slots may encounter denial of future requests for slots
times at OAHR.
2.21.1Nil
2.22.1 All aircraft arriving and departing from OAHR shall establish two-way radio
communications with Herat TWR. Herat TWR will provide ATC clearances and traffic
information within CTR according to ICAO standards.
2.22.2 VFR ISAF/Coalition aircraft low-level departures and arrivals must be
specifically requested and coordinated with Herat TWR.
OAHR AD 2.23 ADDITIONAL INFORMATION
2.23.9 Unmanned aerial Vehicles (UAV) operate within Heart CTR. ATC monitors
UAV activity inside the CTR, and will notify potencial conflicts with other aircraft..
2.2310 Due to lack of parking spots in the civilian apron, heavy aircraft not operating
for ISAF/Coalition forces are not allowed to land at HERAT..
OAJL - JALALABAD
DATA
1 Hotels Nil
2 Restaurant Nil
3 Transportation Nil
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Nil
MARKINGS
3 No over flight of area north of runway 13/31 and east of fixed wing
parking ramp (Alpha ramp). Unlit 70ft high tower located 100ft NE of
Charlie parking ramp. Unlit 10ft high fence 675ft from and running
parallel to rwy 31 approach end threshold. Unlit 6ft high concrete
Remarks
barriers located 25ft, east side of each of the first two forward aircraft
refueling point pads.Multiple obstructions around parking apron.
Recommend deplaning a crew member to ensure adequate
clearance. Ramp is not lighted or marked.
1 Associated MET Office 2-17 CAV SWO, DSN 318-831-2417, CAG 86.40
2 Hours of operation H24
3 Office responsible for TAF Military can contact: https://28ows.shaw.af.mil
preparation
Periods of validity
4 Type of landing forecast METAR
Interval of issuance Hourly
Type of landing forecast SPECI
Interval of issuance In case of significant weather changes
5 Briefing /consultation provided H24
6 Flight documentation Only TAF, METAR, SPECI
Language(s) used English
7 Charts and other information
available for briefing or Nil
consultation
8 Supplementary equipment
available for providing TMGS located 500ft SW of ATC tower
information
9 ATS unit provided with JAF ATC Tower
information
10 Additional information Use station code: KQL5 – https://28ows-shaw.af.mil
(for US military computers)
1 RWY 13 31
2 BRG True and Mag 130 degrees 310 degrees
3 RWY Dimensions 6864 ft x *52-92 ft (varies)
4 PCN Asphalt / 38 F/A/W/T
5 THR Coordinates N34 23.59’
Unknown
E70 30.46’
6 THR Elevation Unknown 1842 ft
7 Slope of RWY/SWY Nil 0.10%
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Unknown
11 Obstacle free zone Nil Nil
12 Remarks * Runway width / length from * Runway width / length from
fixed wing taxiway (Alpha) fixed wing taxiway (Alpha)
intersection to approach end 13 intersection to approach end
varies from 52ft - 60ft / 2569ft 31 is 60ft / 4295ft
OAJL AD 2.13 DECLARED DISTANCES
1 RWY 13 31
2 TORA Unknown Unknown
3 TODA Unknown Unknown
4 ASDA Unknown Unknown
5 LDA Unknown Unknown
6 Remarks Intersection departure
available from alpha
taxiway daytime only. After
Nil
sunset intersection
departures not authorized
unless winds >10 kts.
1 RWY 13 31
2 Type, length and
intensity of approach Nil Nil
lighting
3 Threshold lights, Nil Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR Jalalabad 129.7 24/7 Emergency/
Tower Guard
GROUND Nil Nil Nil Frequencies
ATIS Nil Nil Nil
Nil Nil 121.500 MHz
AIR Nil
OPERATIONS 243.000 MHz
2.20.1 Do not turn on course until crossing the departure end of the RWY unless
instructed by ATC. Traffic patterns: RWY 31 right traffic. RWY 13 left traffic. HEL
pattern ALT: 2,400 AMSL Rectangular: 2,900 AMSL Overhead: 3,400 AMSL
OAJL AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 No intersection departures from sunset to sunrise unless winds >10 kts..
OAJL AD 2.22 FLIGHT PROCEDURES
2.22.1 Nil
OAJL AD 2.23 ADDITIONAL INFORMATION
2.23.1 Nil
Elevation:
(OAJL) JALALABAD AERODROME 1842’
N E
W S Delta Echo
Alpha
Extension
Ramp
Bravo Charlie Delta
Golf Ramp Ramp Ramp Ramp
Pedestrian Crossing Points Controlled movement areas
Control Tower Non‐controlled movement areas
Medvac Pad Radio Blind Spot Areas
No Visual Blind Spots
200’ x 100’ turn a rounds
* Northwest of Taxiway Alpha, Runway width is reduced to 52’
NOTE: Wind equipment is located 500’ west of Control Tower PREPARED BY: TS
CURRENT AS OF: 22 AUG 08
OAUZ – KONDUZ
DATA
1 AD Office N/A
2 Custom and Immigration N/A
3 Health and Sanitary N/A
4 AIS Briefing Office N/A
5 ATS Reporting Office N/A
6 MET Briefing Office N/A
7 ATS Only during scheduled ISAF flight operation
8 Fueling SR – SS ( by TRYCO — civil contractor)
9 Handling Only during scheduled ISAF flight operation —
for ISAF flights only
10 Security N/A
11 De-icing Nil
12 Remarks Traffic Information (as practical) and MET info
available during scheduled ISAF flight
operation daylight only
1 Hotels Nil
2 Restaurant Nil
3 Transportation For ISAF personal only
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Handling as required for ISAF and MIL flights
only
MARKINGS
1 RWY 11 29
2 BRG True and Mag 113º True / 110º Mag 293º True / 290º Mag
3 RWY Dimensions 2 007 m x 45 m 2 007 m x 45 m
(6 584 m x 148 ft) (6 584 m x 148 ft)
4 PCN Not verified
5 THR Coordinates N36º40'07.5" N36º39'42.0”
E068º54'02.1" E068º55'16.1"
6 THR Elevation 444 m / 1 450 ft AMSL 445 m / 1 454 ft AMSL
7 Slope of RWY/SWY To be determined To be determined
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Nil Nil
11 Obstacle free zone To be determined To be determined
12 Remarks Nil
1 RWY 11 29
2 TORA To be determined To be determined
3 TODA To be determined To be determined
4 ASDA To be determined To be determined
5 LDA To be determined To be determined
6 Remarks To be determined To be determined
1 RWY 11 29
2 Type, length and Nil Nil
intensity of approach
lighting
3 Threshold lights, Nil Nil
colours and wing
bars
4 Type of visual Nil Nil
approach slope
indicator system
5 Length of RWY Nil Nil
touchdown zone
indicator lights
6 Length spacing Nil Nil
colour and intensity
of RWY centreline
lights
7 Length spacing Nil Nil
colour and intensity
of RWY edge lights
8 Colour of RWY end Nil Nil
lights and wing bars
9 Length and colour of Nil Nil
stopway lights
10 Remarks Nil Nil
Service
Call sign Frequency Hours of operation Remarks
designation
1 2 3 4 5
INFO Konduz Info 130.350 MHz Available during UHF on
or 344.500 scheduled ISAF flight request
MHz operation – usually only
beginning SR-30
2.20.1 Try to establish radio contact with Konduz Info on 130.350 MHz / 344,500
MHZ at least 10 Min prior ETA daylight only (available during scheduled ISAF
operation – usually beginning SR – 30).
OAUZ AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 Nil
OAUZ AD 2.22 FLIGHT PROCEDURES
2.22.1 To be determined
OAUZ AD 2.23 ADDITIONAL INFORMATION
OAMN – MAIMANA
DATA
9 Handling Nil
10 Security Nil
11 De-icing Nil
12 Remarks Nil
13 Overnight Parking Unknown
14 PPR procedures Nil
1 Hotels Nil
2 Restaurant Nil
3 Transportation Nil
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Nil
MARKINGS
1 RWY 14 32
2 BRG True and Mag 143,4T / 140,4M 323,4T / 320,4M
3 RWY Dimensions 1336m x 30m (5040 ft x 60 ft)
4 PCN PCN not determined — Gravel, Loose Rock, Clay
5 THR Coordinates Unknown Unknown
6 THR Elevation Unknown Unknown
7 Slope of RWY/SWY Nil Nil
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Unknown
11 Obstacle free zone Nil Nil
12 Remarks Nil Nil
1 RWY 14 32
2 TORA Unknown Unknown
3 TODA Unknown Unknown
4 ASDA Unknown Unknown
5 LDA Unknown Unknown
6 Remarks Nil Nil
1 RWY 14 32
2 Type, length and intensity of approach lighting Nil
3 Threshold lights, colours and wing bars Nil
4 Type of visual approach slope indicator system Nil
5 Length of RWY touchdown zone indicator lights Nil
6 Length spacing colour and intensity of RWY centreline
Nil
lights
7 Length spacing colour and intensity of RWY edge lights Nil
8 Colour of RWY end lights and wing bars Nil
9 Length and colour of stopway lights Nil
10 Remarks Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR Nil Emergency/ Guard
GROUND Nil Frequencies
ATIS Nil
121.500 MHz
AIR Meymaneh 118,1 MHz
OPERATIONS 243.000 MHz
2.20.1 Nil
2.21.1 Advise traffic pattern to be flown to the west of the airfield to avoid over flying the city.
2.22.1 Nil
OAMN AD 2.23 ADDITIONAL INFORMATION
2.23.1 Nil
OAUZ AD 2.24 CHARTS RELATED TO THE AERODROME
OAMS – MAZAR-E-SHARIF
DATA
E-mail amcceindhoven1@vlbehv.af.dnet.mindef.nl
7 Types of traffic permitted VFR
IFR — Military Only
8 Remarks ISAF will issue handling number. All aircraft
require 24 hrs PPR. ISAF flight to be coordinated
through AMCC Eindhoven. All other military and
civilian aircraft operators are contact Air Wing
Mazar-e Sharif Air Operations via e-mail. Contact
details at OAMS AD 2.2.
2.3.1 All aircraft require 24 hour PPR. ISAF flight to be coordinated through AMCC
Eindhoven. All other military aircraft and civilian aircraft operators are contact Air
Wing Mazar E Sharif Air Operations via e-mail. Contact details at OAMS AD 2.2.
MARKINGS
1 RWY 06 24
2 BRG True and
65.8º T / To be determined 245.8º T / To be determined
Mag
3 180 m x 44.5 m 3 180 m x 44.5 m
3 RWY Dimensions
10 433 ft x 146 ft 10 433 ft x 146 ft
4 PCN To be determined To be determined
5 THR Coordinates N36º42'03.89" N36º42'46.120"
E067º11'35.34" E067º13'32.25"
FM THR06 to ARP – 4.88 m FM THR24 to ARP + 1.69 m
FM ARP to THR24 – 1.69 m FM ARP to THR06 + 4.88 m
6 THR Elevation THR 1 277 ft THR 1 255 ft
7 Slope of
Nil Nil
RWY/SWY
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Nil Nil
Obstacle free
11 Nil Nil
zone
Aircraft arresting system (44-B-2L) is O/R located 549 m
(1804 ft) from RWY 24 threshold or 1 073 m (3 521 ft) from
RWY 06 threshold available for RWY 24 departure end
12 Remark engagement. Also Aircraft arresting system (44-B-2L) is
O/R located 1 073 m (3 521 ft) from RWY 06 threshold or
549 m (1 804 ft) from RWY 24 threshold available for RWY
06 departure end engagement.
1 RWY 06 24
2 TORA 3 181 m (10 438 ft) 3 181 m (10 438 ft)
3 TODA 3 181 m (10 438 ft) 3 181 m (10 438 ft)
TODA B
3a 2 475 m
East
TODA C
3b 1 540 m
East
TODA C
3c 1 580 m
West
TODA D
3d 2 495 m
West
4 ASDA 3 181 m / 10 438 ft 3 181 m / 10 438 ft
5 LDA 2 658 m / 8721 ft 2 658 m / 8 721 ft
6 TDZ 387 m / 1 271 ft 384 m / 1 260 ft
7 Remarks Nil Nil
1 RWY 06 24
2 Type, length and Simple Approach Lighting Simple Approach Lighting
intensity of approach System System
lighting
3 Threshold lights,
colours and wing Green — No Wingbar Green — No Wingbar
bars
4 Type of visual VASIS VASIS
approach slope
indicator system
5 Length of RWY
touchdown zone Nil Nil
indicator lights
6 Length spacing
colour and intensity
Nil Nil
of RWY centreline
lights
7 Length spacing 3 181 m — 60 m White 3 181 m — 60 m White
colour and intensity
of RWY edge lights
8 Colour of RWY end
Red — No Wingbars Red — No Wingbars
lights and wingbars
9 Length and colour of
Nil Nil
stopway lights
10 Remarks Nil Nil
Service Hours of
Call sign Frequency Remarks
designation operation
ACC Kabul North sector H24 Guard Frequencies
Centre 118.3 MHz 121.500MHz
242.6 MHz 243.000MHz monitored
during ATC operating
hours
APP Mazar 127.375 02:30Z – Guard Frequencies
CONTROL 14:30 121.5 MHZ and
243.0 MHZ monitored
during ATC operating
hours
TWR Mazar 129.5 MHz 02:30Z – Guard Frequencies
Tower 135.35 O/R 14:30Z 121.500 MHz and
243.000 MHz monitored
during ATC operating
hours
GROUND N/A N/A N/A Nil
ATIS N/A N/A N/A Nil
DME
Ident
Facility Frequency Hours Coordinates antenna Remarks
(emission)
Elevation
TACAN MES CH 72X 24H N36º42'15.84" 3.55 m Nil
112.5 E67º12'49.96"
2.20.1 Aircraft captains shall acknowledge and comply with all instructions from
MAZAR ATC. If a pilot is unable to comply with ATC instructions, he must inform the
controller immediately and state the reason for non-compliance.
2.20.2 When operating in OAMS CTR, aircrew are responsible for their own terrain
clearance at all times and for traffic separation irrespective of ATC instructions.
Note: Controllers shall inform the pilots about the position of any known
conflicting traffic. Pilots are responsible for maintaining separation with any
other aircraft, whether or not the controller has passed traffic information. It is
accepted that this information may be inaccurate and its issuance is subject to
controller’s workload.
2.20.3 Direct landing and take-off for helicopters at the ISAF ramp, main TWY E and
F is prohibited due to FOD and obstacle clearance. Helicopters have to air-taxi / taxi
via TWY guided by FOLLOW-ME car.
2.20.4 Overflight of military camps below 4000 ft AMSL is prohibited
2.20.5 Taxi Procedures.
2.20.5.1 All aircraft shall adhere to ATC and FOLLOW-ME / marshaller taxiing
instructions.
2.20.5.2 Military aircraft except home based and all ISAF aircraft, including
commercial operators deployed by ISAF nations, have to be guided by FOLLOW-ME
car into parking position.
2.20.6 Due to bad runway surface following procedures for C-17 has to be
determined:
- Max gross weight is 400 000 LBS
- Landing on RWY06, Takeoff on RWY 24 only (no turns on RWY)
OAMS AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 Overflight of MAZAR-E SHARIF noise abatement zone (NAZ) shall be avoided
at altitudes below 4 000 ft AMSL. MAZAR-E SHARIF TOWN NAZ is defined by a
circle and radius 1.4 NM centred at N36º42'40.00" E067º06'36.00".
OAMS AD 2.22 FLIGHT PROCEDURES
d. Fly over the airfield on runway heading south of the runway at 500 ft AGL
with gear down, showing landing lights and flashing all other available lights.
e. After overflight, turn to the north for a closed traffic circuit at, or above, 1
000 ft AGL.
2.22.4.3 All aircraft should avoid overflight of Mazar city and observe the Tower for a
light signal. In the absence of visual signals during the approach, having ensured that
the runway is clear, pilots may decide to land, at their own discretion, but must be
prepared to initiate “go around” due to conflicting traffic or a blocked runway. If in
receipt of a clearance, aircraft shall proceed in accordance with that clearance in the
absence of red light and/or flares.
2.22.4.4 After landing, the aircraft shall vacate the runway only via departure – end
taxiways (Alpha/Bravo or Echo – depending on RWY in use), then stop and wait for
Follow-Me.
2.22.5 Aircraft experiencing NORDO whilst taxiing for departure.
2.22.5.1 The aircraft shall stop, hold current position on the taxiway, expect to return
to parking position, keep engines running, and wait for Follow-Me or observe light
signals from TWR.
2.22.6. Aircraft experiencing NORDO when lined-up for departure.
2.22.6.1 If lined-up on the runway, the aircraft shall taxi down the runway, vacate at
the earliest opportunity, then stop on the taxiway, and wait for Follow-Me vehicle
guidance.
2.22.7 Acknowledgement by an aircraft
2.22.7.1 When in flight:
a. During the hours of daylight: by rocking the aircraft’s wings;
Note. – This signal should not be expected on the base and final legs of the
approach.
b. During the hours of darkness: by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by switching on and off twice its navigation
lights.
2.22.7.2 When on the ground:
a. During the hours of daylight: by moving the aircraft’s ailerons or rudder;
b. During the hours of darkness: by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by switching on and off twice its navigation
lights.
OAMS AD 2.23 ADDITIONAL INFORMATION
2.23.1 Due to intensive bird activity in the airport area between March and October, it
is recommended to avoid low-level tactical departures (below 30 ft AGL).
2.23.2 The airport is not yet further protected by a fence. Traffic such as animals and
pedestrians can move freely towards the aerodrome and may cause severe hazards
to aircraft taking off, landing or taxiing.
2.23.3 Unmanned Aerial Vehicles (UAV) are allowed to operate simultaneously with
fixed wing aircraft within CTR OAMS, if at or below 900 ft AGL and staying clear of
standard approach and departure sectors and altitudes.
2.23.4 In case UAV operations are in progress MAZAR ATC shall provide aircraft with
information regarding the operating area, altitudes, and times of operation. Exact
position reports of UAVs should not be expected.
2.23.5 ATC shall limit or deny the clearance for any UAV operation, if RW QRF,
CASEVAC, MEDEVAC, EVAC operations are in progress in close vicinity of the UAV
flight zone.
OAMS AD 2.24 CHARTS RELATED TO THE AERODROME
2.24.1 Instrument approach and departure plates are available at the MoTCA
website:
http://www.motca.gov.af/plates.htm
THRESHOLD THRESHOLD
B C F E
06 24
10 433 ft
2 033 ft
5 277 ft
7 674 ft
9 101 ft
1 332 ft
2 759 ft
5 156 ft
8 400 ft
OAQA – QALAT
DATA
9 Handling Nil
10 Security Nil
11 De-icing Nil
12 Remarks Call DSN 431-8209 or 431-8235 to coordinate
arrangements for airfield security. Security
can be provided by Zabul PRT on a non
interference basis and if coordinated in
advance. (Recommend 24-48hrs advance
notice).
13 Overnight Parking Unknown
14 PPR procedures Nil
1 Hotels Nil
2 Restaurant Nil
3 Transportation Nil
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Nil
MARKINGS
1 RWY 02 20
2 BRG True and Mag 024,8T / 022,8M 204,8T / 202,8M
3 RWY Dimensions 4829 ft x 60 ft
4 PCN PCN not determined — Sandy / Clay
5 THR Coordinates Unknown Unknown
6 THR Elevation Unknown Unknown
7 Slope of RWY/SWY Nil Nil
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Unknown
11 Obstacle free zone Nil Nil
12 Remarks Nil Nil
1 RWY 02 20
1 RWY 02 20
2 Type, length and
intensity of approach Nil
lighting
3 Threshold lights,
colours and wing Nil
bars
4 Type of visual
approach slope Nil
indicator system
5 Length of RWY
touchdown zone Nil
indicator lights
6 Length spacing
colour and intensity
Nil
of RWY centreline
lights
7 Length spacing
colour and intensity Nil
of RWY edge lights
8 Colour of RWY end
Nil
lights and wing bars
9 Length and colour of
Nil
stopway lights
10 Remarks Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR Nil Emergency/
GROUND Nil Guard
Frequencies
ATIS Nil
AIR Qalat 131,275 MHz 121.500 MHz
OPERATIONS 275,250 MHz 243.000 MHz
2.20.1 Nil
OAQA AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 Nil
OAQA AD 2.22 FLIGHT PROCEDURES
2.23.1 Nil
OAQA AD 2.24 CHARTS RELATED TO THE AERODROME
OAQN – QALA-I-NAW
DATA
9 Handling Nil
10 Security Nil
11 De-icing Nil
12 Remarks Nil
13 Overnight Parking Nil
14 PPR procedures Nil
1 Hotels Nil
2 Restaurant Nil
3 Transportation Nil
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Nil
MARKINGS
1 RWY 04 22
2 BRG True and Mag 037 M 217 M
3 RWY Dimensions 6560 ft x 82 ft
4 PCN Unknown — 8” thick concrete
5 THR Coordinates 34º 59.52’ N 34º 59.56’ N
063º 07.44’ E 063º 07.48’ E
6 THR Elevation 3 014 ft 2 947 ft
7 Slope of RWY/SWY -0’912 0’912
8 SWY Dimensions Nil Nil
9 CWY Dimensions Nil Nil
10 Strip Dimensions Nil
1 RWY 04 22
2 TORA 6560 ft 6560 ft
3 TODA 6560 ft 6560 ft
4 ASDA 6560 ft 6560 ft
5 LDA 6560 ft 6560 ft
6 Remarks Nil Nil
1 RWY 04 22
2 Type, length and
intensity of approach Nil Nil
lighting
3 Threshold lights,
colours and wing Nil Nil
bars
4 Type of visual
approach slope Nil Nil
indicator system
5 Length of RWY
touchdown zone Nil Nil
indicator lights
6 Length spacing
colour and intensity
Nil Nil
of RWY centreline
lights
7 Length spacing
colour and intensity Nil Nil
of RWY edge lights
8 Colour of RWY end
Nil Nil
lights and wing bars
9 Length and colour of
Nil Nil
stopway lights
10 Remarks Nil Nil
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR Nil Nil Nil
GROUND Nil Nil Nil Nil
ATIS Nil Nil Nil
2.20.1 Nil
OAQN AD 2.21 NOISE ABATEMENT PROCEDURES
2.21.1 Nil
OAQN AD 2.22 FLIGHT PROCEDURES
2.22.1 Nil
OAQN AD 2.23 ADDITIONAL INFORMATION
2.23.1 Nil
OAQN AD 2.24 CHARTS RELATED TO THE AERODROME
NOTE: This airfield may appear on the MoTCA website as "TEREEN KOWT"
OATN AD 2.1 AERODROME LOCATION INDICATOR AND NAME
DATA
1 Hotels Nil
2 Restaurant Nil
3 Transportation Nil
4 Medical facilities Nil
5 Bank and Post Office Nil
6 Tourist office Nil
7 Remarks Nil
1 Aerodrome category for fire Cat 7 during ATC hours. CAT 4 outside ATC
fighting hours - can be upgraded to CAT 7 during
EMERG or on REQ.
2 Rescue equipment Unknown
3 Capability for removal of Nil
disabled aircraft
MARKINGS
1 RWY 12 30
2 TORA 4388 ft 5777 ft
3 TODA 4388 ft 6350 ft
4 ASDA 5987 ft 5877 ft
5 LDA 5577 ft 4388 ft
6 Remarks Displaced threshold (1623
Nil ft) due to hills on approach
end
1 RWY 12 30
2 Type, length and
intensity of approach IR lighting on request.
lighting
3 Threshold lights,
colours and wing Nil
bars
4 Type of visual
approach slope Nil
indicator system
5 Length of RWY
touchdown zone Nil
indicator lights
6 Length spacing
colour and intensity
Nil
of RWY centreline
lights
7 Length spacing
colour and intensity Nil
of RWY edge lights
8 Colour of RWY end
Nil
lights and wing bars
9 Length and colour of
Nil
stopway lights
10 Remarks IR light available on
request
Service Hours of
Call sign Frequency Remarks
designation operation
1 2 3 4 5
TWR TK Tower 131.275 MHz 0230 – 1230
Primary UTC
Emergency/
247.100 MHz Guard
Secondary Frequencies
GROUND Nil
ATIS Nil 121.500 MHz
243.000 MHz
AIR Apache 131.275 MHz
OPERATIONS Operations
2.21.1 No Fly Areas. Do not overfly the North side of Airfield (Base Camp) below 1
000 ft AGL / 5 500 ft AMSL. Do not overfly the village of TK. Do not overfly any
parked aircraft or the ATC tower.
OATN AD 2.22 FLIGHT PROCEDURES
2.22.1 Taxi procedures. Aircraft shall contact TK tower prior to taxi or repositioning.
Helicopters requiring air taxi will remain at an altitude that avoids ground effect (i.e.,
blowing dust, loose debris, etc.). The primary holding area for the FARP is given by
TWR. Clearance to enter the FARP is given by TWR.
2.22.2 Helicopter operations. Contact TK tower at 10NM and 5 NM, prior to entering
Class D airspace. Advise TK tower of call sign, entry sector, distance out and
intentions. Report to tower 1 min prior to crossing centreline and at final.
2.22.3 Fixed Wing operations. Contact TK tower at 30 NM and 10 NM inbound,
prior to entering Class D airspace sector. Expect a landing clearance on base leg.
2.22.4 Departure procedures. Avoid over flying populated areas. Do not over fly the
base camp below 5 500 ft AMSL unless directed by tower. In order to decrease FOD
on taxiways and runways, present position departures from aircraft parking areas will
be approved for rotary-wing aircraft. Contact TWR for frequency change (when
leaving TK AOR).
2.22.5 Circuit procedures. TK Tower will determine the number of aircraft that can
safely operate in the VFR traffic pattern. The maximum amount of aircraft in the
FARP at one moment is 3 helicopters. This is excluding the aircraft parked on the
MEDEVAC parking. All other helicopters for the FARP are to hold on advice of the
TWR.
Closed traffic pattern altitude for rotary-wing traffic is 5 400 ft AMSL or below and 6
000 ft AMSL for fixed-wing aircraft.
Over flight of the base camp below 5 500 ft AMSL is prohibited.
On approach, helicopters will remain Out of Ground Effect (OGE) over the dust areas
to minimize FOD and brown outs unless aircraft performance requires lower altitudes.
Helicopters shall not use the runway, unless directed by the TWR. Over flight of the
Apache parking, the MEDEVAC parking, TWR and the UAV camp just west of the
tower is prohibited.
Aircraft will advise tower 1 min prior to crossing runway centreline for deconfliction.
WARNING: Use extreme caution when on final approach for the FARP due to brown
out conditions in the areas around the FARP.
WARNING: Use extreme caution for personnel, vehicles and equipment on all
approaches.
2.22.6 Parking. Primary helicopter parking area is Cargo- Parking. Incidental long
term helicopter parking can be arranged by tower on the concrete pads located on
the north side of the airfield (Redskin Ramp). Parking is reserved for Tarin Kowt
home base aircraft. Transient crews must coordinate with Apache operations (via
TWR) for space and usage.
OATN AD 2.23 ADDITIONAL INFORMATION
2.23.1 Range activity (OA/R 203 Tarin Kowt Range). TK Range is always HOT.
2.23.2 Outside operating hours use TK tower VHF freq for position traffic advisories
(CTAF) and if necessary call Apache Operations for fuel or extra info. Use extreme
caution for UAV operations in and around the Tereen/Tarin Kowt area.
2.23.3 When the reported weather is less than basic VFR minimums, aircraft may
request Special VFR clearance into or out of the TK Class D surface airspace, aircraft
type permitting.
2.23.4 VFR Low Altitude Arrival. Contact TK Tower as soon as possible when
within 10NM of TK Airfield. Aircraft are required to have established contact with
Tower prior to entering Class D airspace.
On initial contact, advise Tower of:
(1) Call Sign (*** / # ACFT)
(2) Position (10 NM, tactical approach requested)
(3) Intentions (e.g. inbound for FARP and/or passenger drop off)
2.23.5 Transitioning Aircraft. Aircraft transiting TK Class D airspace shall establish
two-way radio contact with TK Tower or TK Traffic for advisories before entering the
airspace.
2.23.6 Lost Communication Procedure. When helicopter aircrew determines that
they are in a lost communications scenario, aircrew will attempt to contact TK tower
through other frequencies and/or aircraft located on the airfield. If communications
link is not made, helicopter traffic will remain at or below rotary wing traffic pattern
altitude (5 400 ft AMSL) and proceed to, and hold south of, the active runway and
await GREEN signal flare from TK Tower for clearance to land. Fixed wing aircraft
follow the same procedure at or below the fixed wing pattern altitude (6 000 ft AMSL),
but above 5 400 ft AMSL. Once clearance is received, manoeuvre the aircraft to A-
parking (or regular parking place for home based aircraft) and shutdown. Do not
block either the runway or the Apache strip.
NOT TO SCALE
CAUTION:
36” depression
Area NOT surveyed
WBC unknown
AD 3 HELIPORTS