ROUTE AND AERODROME CATEGORY

COMPETENCE QUALIFICATION FORM

UTAK / KRW

Reason for Categorization

Performance Limited
Circling MDH Greater than 1,000’ AAL
No/ Restricted Night Operations

B
Flight Operations Non-standard approach aids/ or approach patterns
Department Significant Terrain X
Unusual Weather Conditions X
Use of Metric System
Narrow Runway – 30M
Aerodrome visit and/ or instruction in flight simulator
Hours of Service
H24
Coordinates:
400347.87N 0530026.42E 161°/1250 M from THR 16L
5 KM N of the Turkmenbashi City
Elevation
285 FT

TURKMENBASHI INTERNATIONAL, TURKMENISTAN (KRW / UTAK)

Runways
Designations TRUE & Dimensions Strength (PCN) THR coordinates, RWY THR elevation and
RWY MAG BRG of RWY(M) and end coordinates, THR highest elevation of
surface of RWY geoid undulation TDZ of precision
and SWY APСН RWY
16L 166°27' 2500x44 PCN 26/R/A/X/T 400427.42N THR 237 FT
161° Cement- 0530014.01E
Concrete
34R 346°27' 2500x44 PCN 26/R/A/X/T 400309.59N THR 285 FT
341° Cement- 0530038.40E
Concrete
16R 166°26' 3500x45 PCN 70/R/A/X/T 400453.43N THR 247 FT
161° Concrete 0525957.59E
34L 346°27' 3500x45 PCN 70/R/A/X/T 400303.45N THR 283 FT
341° Concrete 0530032.08E

DECLARED DISTANCES
RWY TORA (M) TODA (M) ASDA (M) LDA (M) Remarks
16L 2500 2800 2500 2500 NIL
34R 2500 2800 2500 2500 NIL
16R 3500 3800 3500 3500 NIL
34L 3500 3800 3500 3500 NIL
 ROUTE AND AERODROME CATEGORY
COMPETENCE QUALIFICATION FORM
UTAK / KRW

Approach and runway lighting

RWY RWY edge
APCH THR VASIS TDZ centre line LGT LEN, RWY SWY
RWY LGT LGT (MEHT) LGT LGT spacing, end LGT
designator type colour PAPI LEN length, colour, LGT LEN Remarks
LEN WBAR spacing, INTST colour (m)
INTST colour, WBAR colour
INTST
16L SALS green NIL NIL NIL 2500M, 60M red NIL NIL
900M 1900M white
LIL last 600M
yellow
34R SALS green NIL NIL NIL 2500M, 60M red NIL NIL
900M 1900M white
LIL last 600M
yellow
16R HIALS green PAPI NIL 3500M, 3500M, 60M red NIL NIL
CAT I left/300’ 30M 2900M white
900M 2600M last 600M
white next yellow
300M
red/white
last 600M
red LIH
34L HIALS green PAPI NIL 3500M, 3500M, 60M red NIL NIL
CAT I left/300’ 30M 2900M white
900M 2600M last 600M
white next yellow
300M
red/white
last 600M
red LIH

Aprons, taxiways and check locations/positions data

Cargo apron:
9, 10 – Asphalt-Concrete, PCN 17/F/B/Y/T
1. Aprons surface and strength 11, 12 – Reinforced-Concrete, PCN 20/F/B/Y/T
7,8  Cement-Concrete, PCN 50/R/A/X/T
13 – Cement-Concrete, PCN 12/R/A/X/T
RD/TWY :
А – 22.5 m, Cement-Concrete, PCN 60/R/A/X/T
B – 21 m, Asphalt-Concrete, PCN 29/F/B/Y/T
2. TWY width, surface and strength C – 18 m, Asphalt-Concrete, PCN 18/ F/B/Y/T
D – 18 m, Cement-Concrete, PCN 12/R/B/Y/T
E – 18 m, Cement-Concrete, PCN 12/R/A/X/T
F – 22.5 m, Asphalt-Concrete, PCN 18/F/B/Y/T
3. ACL location and elevation On RWY
4. VOR/INS checkpoints NIL
TWY E  operational segment 400 х 80 M
5. Remarks TWY B, C, D, E, F U/S

Surface movement guidance and control system and markings

 ROUTE AND AERODROME CATEGORY
COMPETENCE QUALIFICATION FORM
UTAK / KRW

Use of aircraft stand ID signs, TWY guide lines, Guidance sign boards at entrances to RWY, TWY,
1. visual docking/parking guidance system of aircraft aircraft stands designators. Taxi guidance visual
stands aids – NIL.

Marking of RWY threshold, TDZ, centre line, fixed

2. RWY and TWY marking and LGT distances, edge, landing magnetic track value, taxi
holding positions; taxiway centre line on TWY A ‒
AVBL.
3. Stop bars NIL
4. Remarks NIL

Airport regulations
Movement of aircraft about the aerodrome shall be carried out under own engines power and by towing by
special tow tractors.
Taxiing and towing shall be carried out in accordance with the established marking.
Taxiing (towing) shall be carried out under GND controller’s instructions. Taxiing speed shall be selected by the
pilot-in-command depending on TWY condition, obstacles presence, wind and visibility conditions. In any case
taxiing speed shall not exceed that established by the Aeroplane Flight Manual.
Taxiing ‒ limitations
Taxiing of B-747 type aircraft about the aerodrome shall be carried out under inboard engines power at reduced
speed and strictly along centerline. TWY D and segment of TWY E from TWY C to TWY D are not AVBL for
taxiing of civil aviation aircraft.
There are no taxiways available to vacate the Runway. The B 747 shall continue taxi to the end of Runway and
vacate at middle of runway toward the Apron. Runway width is 45m. Minim range of turn of B 747 is 52 m. To
turn the B 747 on opposite direction will require attention and coordination from flying crew since the turning bay
is not more larger than the runway width.
After landing B 747 shall continue decelerate and turn at the end of runway at turning bay and continue taxi to
the middle of the runway where is located the exit taxiway.
This procedure will take around 10-15 minutes after each landing causing runway blockage and delays for other
traffic.
The same situation for departure since there is only one taxiway for runway usage.
Since there are not exit taxiways and the end of runways should be used caution should be taken and extra
attention and maneuvers for turning into turning bay should be taken.
There is One Usable Runway at UTAK – Runway 16R/34L.
Runway 16L/34R is improper to be used since is not paved and PCN is 26.
Procedures for IFR flights within Turkmenbashi TMA
All IFR flights shall be operated at assigned flight levels (altitudes) in accordance with the rules of vertical,
longitudinal and lateral separation maintaining the established intervals.
The responsibility for providing the established intervals between aircraft and assignment of safe flight level is
placed on appropriate ATS units. A change of flight level shall be made by ATS unit instruction. When flight
safety threat arises at assigned flight level (meeting with dangerous weather phenomena, aeronautical
equipment failure and other) the right is given to the pilot to change flight level at his own discretion with
immediate reporting it to ATS unit.
When it deemed necessary, for example in case of aerodrome congestion, arriving aircraft may get instructions
to hold in one of the holding areas in TMA (over LOM 34R/LOM 16L).
A change from IFR flights to VFR flights shall be made only by controller‘s clearance, however it is prohibited for
the controller to force the pilot (pilot-in-command) to carry out VFR flights without his agreement.
Radar vectoring and sequencing
Radar vectoring in TMA shall be executed by ATS unit, which provides direct control over the aircraft flight.
For air traffic flow management the controllers of ATS units shall give instructions to reach definite flight levels
(altitudes) and also set courses to the flight crews for the purpose of providing separation intervals necessary for
carrying out landing taking into account the aircraft characteristics
Radar vectoring charts are not published.
 ROUTE AND AERODROME CATEGORY
COMPETENCE QUALIFICATION FORM
UTAK / KRW

Communication failure
In case of radio communication failure the flight crew (pilot) shall operate according to the procedures of radio
communication failure, stated in ICAO Annex 2 and ENR 1.6 part of the present AIP.
In case of radio communication failure the flight crew shall:
 turn on distress call;
 take measures to restore radio communication using emergency frequency 121.500 MHz, communication with
other aircraft and ATS units;
 carry out approach procedure according to approach pattern established for such case;
 listen to the information and ATC controller’s instructions on LOM frequency;
 in case of unsuitable meteorological conditions at the destination aerodrome proceed to the alternate
aerodrome
Additional information
Climate is desert arid.
Due the positioning near the UTAK Airport of the Hill with elevation of 863 FT, and on the shore of Caspian Sea,
there are possibilities to meet some turbulences during the approach with changing in the wind vector direction
and intensity requiring attention from flight crew.
The ornithological situation in the vicinity of AD is conditioned by seasonal and daily bird migration.
In winter (December-February) the ornithological situation, as a whole, is favorable for air navigation. The
migration of birds is not very active and takes place at heights from 300 ft to 600 ft above ground level. During
cold snap separate flocks of birds (swans, geese) can fly through AD area from the North, North-West to the
South, South-West at heights 2000-2600 ft.
In autumn (September-November) the ornithological situation is complicated. Seasonal bird migration begins. In
October waterfowl and other birds (cranes, flamingo, herons) migration begins. From late October till early
November birds (swans, gooses) migration is at heights up to 13000 ft, mainly between 0700 and 1300, 1600
and 2100 (local time).
During the mentioned periods pilots are recommended to switch on landing lights in flight within TMA, during
take-off, approach-to-land as well as climb procedures.
Other Limitations
The glide path on runway 34L is 3.50. This represent the operational limit between Category A and B Airports.
In this conditions, when due weather conditions this runway is used the pilots shall refer to AFM limitations for
approach glide.
The B747 FCOM and OM – B state The maximum glideslope angle is 3.25 degrees for Automatic landing.
Due elevation near Airport- on runway 34L- where the elevation is 863 ft, for this reason the GS is 3.5 0.
Early desceleration and full configuration before glide slope intersection required and attention to
speed control and stabilisation criteria required.
Also, due steep approach, the minimum DH is 650 FT.
The only type of precision approach available in UTAK is CAT I.
There are no LVO procedures or charts or minimums for such type of operations.